Manual de Aviacion

AIRCRAFT OPERATING MANUAL TL
PAGE 1 of 2
VERSION 117
TRANSMITTAL LETTER ISSUE 038
OPERATOR : MUSOQ WAYRA SAC (wayraperu)

A/C SN : 11536, 11539, 11540, 11541, 11543, 11551, 11561, 11562, 11563, 11566,
11567, 11576, 11579, 11581, 11582.
A/C TYPE : FOKKER 70.
DATE : NOV 18/16.
This transmittal letter gives information concerning:

- Changes in version number and/or
- Incorporation of new (sub)sections, pages and/or
- Deletions of (sub)sections, pages and/or
- Changes in effectivity of the LEP.
Changes within an existing version will be marked with a vertical line in front of the applicable text
and/or the applicable part of an illustration.
In the LEP of this AOM, incorporation of (sub)sections, pages, changes in page versions and
issues are marked with a capital R.
AOM FOKKER 70..

AIRCRAFT OPERATING MANUAL TL
PAGE 2 of 2
VERSION 117
TRANSMITTAL LETTER ISSUE 038
INTENTIONALLY
LEFT BLANK
AOM FOKKER 70..

AIRCRAFT OPERATING MANUAL AS
PAGE 1 of 2
VERSION 117
AMENDMENT SHEET ISSUE 038
This amendment sheet covers the revision of the AOM with LEP version 117 dated NOV 10/16 to
the AOM with LEP version 117 dated NOV 18/16.
REMOVE FROM AOM INSERT IN AOM

SECTION PAGES VERSION ISSUE SECTION PAGES VERSION ISSUE
LEP ALL 117 037 LEP ALL 117 038
AOM FOKKER 70..

AIRCRAFT OPERATING MANUAL AS
PAGE 2 of 2
VERSION 117
AMENDMENT SHEET ISSUE 038
INTENTIONALLY
LEFT BLANK
AOM FOKKER 70..

AIRCRAFT OPERATING MANUAL LEP
PAGE 1 of 16
VERSION 117
LIST OF EFFECTIVE PAGES ISSUE 038
OPERATOR : MUSOQ WAYRA SAC (wayraperu)

A/C SN : 11536, 11539, 11540, 11541, 11543, 11551, 11561, 11562, 11563, 11566,
11567, 11576, 11579, 11581, 11582.
A/C TYPE : FOKKER 70.
DATE : NOV 18/16.
THIS MANUAL CONSISTS OF THE FOLLOWING PAGES:

R SECTION PAGES VERSION ISSUE EFFECTIVITY
R LEP ALL 117 038 ALL
TP 1/2 01 002 ALL
CONT. 1/2 01 001 ALL
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1.01.02 1/2 04 001 11540, 11541, 11543.
1.01.02 1/2 11 005 11536, 11561, 11562, 11566, 11567,
11576, 11579, 11581, 11582.
1.01.02 1/2 13 001 11563.
1.01.02 1/2 14 001 11539, 11551.
1.01.02 3/4 04 005 11540, 11541, 11543.
1.01.02 3/4 06 006 11536, 11539, 11551, 11561, 11562,
11563, 11566, 11567, 11576, 11579,
11581, 11582.
1.01.02 5/6 16 006 11536, 11561, 11562, 11566, 11567,
11576, 11579, 11581, 11582.
1.01.02 5/6 21 003 11539, 11551.
1.01.02 5/6 27 001 11540, 11541, 11543.
1.01.02 5/6 28 001 11563.
1.01.02 7/8 12 005 ALL
1.01.02 9/10 22 005 11539, 11551.
1.01.02 9/10 30 001 11536, 11561, 11562, 11566, 11567,
11576, 11579, 11581, 11582.
1.01.02 9/10 31 001 11563.
1.01.02 9/10 32 001 11540, 11541, 11543.
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AOM FOKKER 70..
PAGE 2 of 16
VERSION 117

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AOM FOKKER 70..

PAGE 3 of 16
VERSION 117

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AOM FOKKER 70..
PAGE 4 of 16
VERSION 117

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AOM FOKKER 70..

PAGE 5 of 16
VERSION 117

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AOM FOKKER 70..
PAGE 6 of 16
VERSION 117

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AOM FOKKER 70..

PAGE 7 of 16
VERSION 117

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AOM FOKKER 70..

PAGE 8 of 16
VERSION 117

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AOM FOKKER 70..
PAGE 9 of 16
VERSION 117

2.00.00 1/2 59 002 ALL
2.01.01 1/2 51 002 11540, 11541, 11543, 11563.
2.01.01 1/2 54 003 11536, 11539, 11551, 11561, 11562,
11566, 11567, 11576, 11579, 11581,
11582.
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11576, 11579, 11581, 11582.
2.07.01 1/2 53 002 11539, 11540, 11541, 11543, 11551,
11563.
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AOM FOKKER 70..

PAGE 10 of 16
VERSION 117

4.00.00 1/2 82 002 11536, 11561, 11562, 11566, 11567,
11576, 11579, 11581, 11582.
4.00.00 1/2 85 002 11539, 11540, 11541, 11543, 11551,
11563.
4.00.00 3/4 112 004 11536, 11539, 11551, 11561, 11562,
11566, 11567, 11576, 11579, 11581,
11582.
4.00.00 3/4 219 002 11540, 11541, 11543, 11563.
4.01.01 1/2 05 002 ALL
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4.02.01 7/8 15 002 11536, 11539, 11540, 11541, 11543,
11551, 11561, 11562, 11566, 11567,
11576, 11579, 11581, 11582.
4.02.01 7/8 16 002 11563.
4.03.01 1/2 10 002 ALL
4.03.01 3/4 11 001 ALL
4.03.01 5/6 15 002 ALL
4.04.01 1/2 28 002 11539, 11540, 11541, 11543, 11551,
11563.
4.04.01 1/2 29 002 11536, 11561, 11562, 11566, 11567,
11576, 11579, 11581, 11582.
4.04.01 3/4 19 002 11539, 11540, 11541, 11543, 11551,
11563.
4.04.01 3/4 20 002 11536, 11561, 11562, 11566, 11567,
11576, 11579, 11581, 11582.
4.04.01 5/6 27 002 11539, 11540, 11541, 11543, 11551,
11563.
4.04.01 5/6 30 001 11536, 11561, 11562, 11566, 11567,
11576, 11579, 11581, 11582.
4.04.01 7/8 15 002 ALL
4.04.02 1/2 132 001 11539, 11551.
4.04.02 1/2 140 001 11536, 11540, 11541, 11543, 11561,
11562, 11566, 11567, 11576, 11579,
11581, 11582.
4.04.02 1/2 145 001 11563.
4.04.02 3/4 153 001 11536, 11561, 11562, 11566, 11567,
11576, 11579, 11581, 11582.
4.04.02 3/4 154 001 11539, 11540, 11541, 11543, 11551,
11563.
4.05.01 1/2 22 001 ALL
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4.05.01 7/8 15 002 ALL
4.05.01 9/10 15 002 ALL
4.06.01 1/2 27 001 11536, 11561, 11562, 11566, 11567,
11576, 11579, 11581, 11582.
4.06.01 1/2 28 001 11539, 11540, 11541, 11543, 11551,
11563.
AOM FOKKER 70..

PAGE 11 of 16
VERSION 117

4.06.01 3/4 20 005 11536, 11561, 11562, 11566, 11567,
11576, 11579, 11581, 11582.
4.06.01 3/4 24 003 11539, 11540, 11541, 11543, 11551,
11563.
4.06.01 5/6 22 002 11536, 11561, 11562, 11566, 11567,
11576, 11579, 11581, 11582.
4.07.01 1/2 20 003 ALL
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4.09.01 3/4 60 001 11536, 11539, 11551, 11561, 11562,
11566, 11567, 11576, 11579, 11581,
11582.
4.09.01 3/4 61 001 11540, 11541, 11543, 11563.
4.09.01 5/6 102 001 11536, 11539, 11551, 11561, 11562,
11566, 11567, 11576, 11579, 11581,
11582.
4.09.01 5/6 103 001 11540, 11541, 11543, 11563.
4.09.01 7/8 77 001 ALL
4.09.01 9/10 85 001 11540, 11541, 11543, 11563.
4.09.01 9/10 86 001 11536, 11539, 11551, 11561, 11562,
11566, 11567, 11576, 11579, 11581,
11582.
4.10.01 1/2 43 001 11536, 11561, 11562, 11566, 11567,
11576, 11579, 11581, 11582.
4.10.01 1/2 44 001 11539, 11540, 11541, 11543, 11551,
11563.
4.10.01 3/4 40 001 ALL
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4.10.01 7/8 50 001 ALL
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11563, 11566, 11567, 11576, 11579,
11581, 11582.
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11563, 11566, 11567, 11576, 11579,
11581, 11582.
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11576, 11579, 11581, 11582.
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11563.
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11562, 11566, 11567, 11576, 11579,
11581, 11582.
10.03.01 1/2 02 001 11539, 11551, 11563.
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AOM FOKKER 70..

AIRCRAFT OPER ATING MANUAL
AIRCRAFT OPERATING MANUAL CONTENTS
PAGE 1
CONTENTS VERSION 01
ISSUE 001
0 Introduction
1 System Descriptions
2 Limitations
3 Emergency Procedures
4 Abnormal Procedures
5 System Operation
6 Checklists
7 Flight Techniques
8 Performance
9 Flight Planning
10 Weight and Balance
11 MEL/CDL
12 Addendum
------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

AIRCRAFT OPERATING MANUAL CONTENTS
PAGE 2
CONTENTS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

INTRODUCTION 0.00.00
PAGE 1
CONTENTS VERSION 01
ISSUE 001
0.00.01 Organization of the AOM

- General
- Contents
- Organization
- List of Effective Pages
- Amendments
- Bulletins
- Aircraft Configuration
- Customization
- Conventions Used in the AOM
- Use of Colours
- Copyright
- Use of Symbols
0.00.02 List of Abbreviations
AOM FOKKER 70 / AOM FOKKER 100

PAGE 2
CONTENTS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

PAGE 1
ORGANIZATION OF THE AOM VERSION 01
ISSUE 008
GENERAL ORGANIZATION
The Aircraft Operating Manual (AOM) has The manual is divided into chapters; a con-
been prepared by the Operational Documen- tents page in front of the manual lists these
tation Department of Fokker Services B.V. chapters. Each chapter is divided into sec-
The manual reflects the principle that only tions; sections may be subdivided into one or
need-to-know information is relevant. The more subsections, categorized by the sub-
nice-to-know data has been restricted to ject or type of information presented. Within
such instances where questions might be each subsection the pages are numbered. At
raised by the user. each page chapter, section and subsection
The AOM is complementary to the numbers are indicated in the right-hand top
Fokker 100 Airplane Flight Manual (AFM) corner; e.g. 0.01.01 stands for chapter 0,
which is approved by the European Aviation section 01, subsection 01. (All subsections
Safety Agency (EASA). In the event of dis- numbered 00 are contents pages.)
agreement the AFM is the final authority. The right-hand top corner of each page also
indicates the version number and the issue
CONTENTS number of that page. The version number is
related to (an) aircraft configuration item(s).
The AOM provides flight crews with neces- The issue number is related to the revision
sary information concerning the aircraft sys- status of that page; when a page is revised,
tems, limitations, procedures, checklists, the issue number will be increased by one.
flight techniques, performance, flight plan- Example of pagination as represented in the
ning and weight and balance. The chapters right-hand top of each page:
on performance, flight planning and weight
and balance are intended for quick reference
only.
CHAPTER
SECTION
SUBSECTION
1.05.02
PAGE 1
VERSION 01
ISSUE 002

PAGE 2
ISSUE 008
LIST OF EFFECTIVE PAGES In addition to the replacement pages and the

Transmittal Letter, the 'Amendments to the
To provide a means of checking the contents Operating Manual' will comprise the updated
of this AOM, a List of Effective Pages (LEP) List of Effective Pages (LEP). Revisions will
is filed in front of the contents of the AOM. be indicated on this list with a capital R.
The LEP lists all required pages, including
the pages of the LEP, with the correct version CONVENTIONS USED IN THE AOM
and issue number. The contents of this AOM
must at all times comply with the contents as Some of the most important conventions
given on the LEP. used in this AOM are:
The LEP is related to a batch of aircraft for a - Numbers consisting of five or more digits
specific customer and is therefore unique. In are represented in groups of three with
addition to the operator's name and the air- spaces in between, eg 30 000 ft.
craft serial number(s) at page 1 of the LEP, - The decimal sign is represented as a full
the LEP is identified by a version number in stop.
the top right-hand corner of each page. - Words referring to actual texts in the flight
The issue number on each LEP page indi- deck are printed in capital, eg 'the FAULT
cates the revision status of that page. When light comes on'.
a LEP page is revised, the issue number of - Notes are used for information that is
that page will be increased by one. considered essential to emphasize.
Page 1 of the LEP, included in every revision, - Cautions are used for an operation, pro-
lists the required LEP pages and the date of cedure, practice, or condition, etc which,
issue, i.e. the latest revision date. if not strictly observed, may damage
equipment.
AMENDMENTS - Warnings are used for an operation, pro-
cedure, practice, or condition, etc which
To keep the AOM current, replacement may result in injury or death if not care-
pages will be issued when necessary and fully observed or followed.
only on a subscription basis. A replacement
page may have the same or a different ver-
sion number as the replaced page.
If a replacement page has the same version
number as the replaced page, the issue
number will be updated (both sides of the
sheet) and changes will be indicated on the
replacement page by a black vertical bar
next to the revised item.
If a replacement page has a different version
number, the black bar(s), if printed, must be
disregarded. In this case the reason for
change can be found on the Transmittal Let-
ter that accompanies the revision.

PAGE 3
ISSUE 005
USE OF COLOURS FOKKER SERVICES B.V. AND ANY

ASSIGNEE OF FOKKER SERVICES B.V.
Colours have been used in chapter System SHALL NOT BE LIABLE FOR AND SHALL
Descriptions for the following purposes: BE INDEMNIFIED AND HELD HARMLESS
- to indicate on the ALERT pages the BY THE CUSTOMER FROM AND AGAINST
actual colour of a light when it comes on; ANY CLAIMS, LIABILITIES, DAMAGE,
- to differentiate in FUNCTIONAL DIA- COSTS AND EXPENSES ARISING IN CON-
GRAM among fuel, engine oil, hydraulic NECTION WITH THE SERVICE TO BE
fluid, and air; and between AC and DC; RENDERED BY FOKKER SERVICES B.V.
- to give a representation of the EFIS dis- HEREUNDER. THIS WAIVER OF
plays. RECOURSE AND INDEMNITY SHALL
ALSO BE VALID, IN CASE ANY PART OF
CUSTOMER ORIGINATED CHANGES THE MANUAL SHALL BE AFFECTED OR
Customer-Originated Changes will reflect COMPROMISED BY SUCH CUSTOMER-
data originated by and peculiar to a specific ORIGINATED CHANGES.
customer. Customer-Originated Changes, Identification and Incorporation
such as but not limited to, incorporation of
customer's specific data and procedures, Pages that contain customized information
incorporation of Engineering modifications, will be identified with: “Customized on
Vendor Service Bulletin incorporation and request of .....” (operator’s name). Custom-
removal or changes to existing Customer- ized text will be bold and in between a cus-
Originated Changes, will be incorporated into tomer originated change (COC) identifier:
the manuals by Fokker Services B.V. at cus- “[coc- ........................ -coc]”.
tomer's request.
Liability COPYRIGHT
Fokker Services B.V. does not assume any All rights reserved by Fokker Services B.V.,
liability for the validity, completeness and/or (The Netherlands). This document has been
technical accuracy of the data identified as a supplied by Fokker Services B.V. to its cus-
Customer-Originated Change. Fokker Ser- tomer on a confidential basis to the provi-
vices B.V. will not undertake to check, test or sions of an agreement. Reproduction or
evaluate in any way the validity, complete- disclosure to third parties of this document or
ness or technical accuracy of customer-origi- any part thereof, or the use of any informa-
nated data; the customer shall have the sole tion contained therein for purposes other
and exclusive responsibilty for the validity, than explicitly allowed by the aforesaid
completeness and accuracy of such incorpo- agreement, is not permitted except with the
rated data, and also for the update in any prior written permission of Fokker Services
form of such data for whatever reason nec- B.V.
essary or desirable.

PAGE 4
ISSUE 005
USE OF SYMBOLS
The symbols used in the AOM are:
USED IN
SYMBOL MEANING
CHAPTER
1 Single chime in ALERTS
1 Double chime in ALERTS
1 Repetitive triple chime in ALERTS
1 Choice possibility in FUNCTIONAL DIAGRAM
1 On / off switch in FUNCTIONAL DIAGRAM
Current, information only possible in one way

1 in FUNCTIONAL DIAGRAM
1 Electric bonding in FUNCTIONAL DIAGRAM
1 Actual control or indicator in FUNCTIONAL DIAGRAM
3+4+5 Action depending on specified precondition
Action depending on specified sequential precondition

3+4+5 or a phase of flight
JORG-002

PAGE 1
LIST OF ABBRIVIATIONS VERSION 01
ISSUE 006
A ARM Armed
ARPT Airport
A Automatic, AHRS ASAP As Soon As Possible
A/C Aircraft ASEL Altitude Select
A-ICE Anti-Ice ASI Airspeed Indicator
A-SKID Anti-Skid ASP Altimeter Set Panel
AAE Above Airfield Elevation ASTM American Society for Testing
ABBR Abbreviation and Materials
ABS Automatic Brake System ASR Airport Surveillance Radar
AC Alternating Current ASYM Asymmetry
ACARS Arinc Communication, Address- AT Autothrottle
ing, and Reporting System ATA Air Transport Association of
ACCEL Acceleration America
ACTV Activated ATC Air Traffic Control
ACV Active ATIS Automatic Terminal Information
ADC Air Data Computer Service
ADF Automatic Direction Finder ATS Autothrottle System
ADL Approach Decision Logic ATT Attitude
ADV Advance ATTND Attendant
AED Automated External Defibrillator AUG Augmentation
AFCAS Automatic Flight Control and AUGM Augmentation
Augmentation System AUTO Automatic
AFCS Automatic Flight Control Sys- AUX Auxiliary
tem AVAIL Available
AFCU Auxiliary Fuel Control Unit AVNCS Avionics
AFM Airplane Flight Manual AWO All Weather Operation
AFP Auxiliary Fuel Panel
AFPU Auxiliary Fuel Processing Unit B
AFSP Auxiliary Fuel Service Panel
AFT Rear Part BAL Balance
AFTI Auxiliary Fuel Total Indicator BARO Barometric
AFTS Auxiliary Fuel Tank System BAT Battery
AGL Above Ground Level BC Back Course
AHRS Attitude and Heading Refer- BCF BromoChlorodiFluoromethane
ence System (Fire extinguisher)
AIDS Aircraft Integrated Data System BEW Basic Empty Weight
AIL Aileron BFO Beat Frequency Oscillator
ALAND Autoland BITE Built In Test Equipment
AIRCOND Air Conditioning BGM Boarding Music
ALN Alignment BOC Bottom of Climb
ALT Altitude BOD Bottom of Descent
ALTM Altimeter BRG Bearing
ALTN Alternate BRK Brake
AM Amplitude Modulation BRNAV Basic Area Navigation
AMC Acceptable Means of Compli- BRT Bright(ness)
ance
AMI Alpha Margin Indicator C
AMP AFCAS Maintenance Panel
AND Aircraft Nose Down C Center, Centrigrade
ANN Annunciator CAA-NL Civil Aviation Authority of the
ANT Antenna Netherlands
ANU Aircraft Nose Up C/A Cabin Attendant
AOA Angle of Attack CAB Cabin
AOM Aircraft Operating Manual CAL Calibration
ANP Actual Navigation Performance CAPT Captain
AP Autopilot CAT Category
APP Approach CB Circuit Breaker
APPR Approach CCU Compass Control Unit
APPROX Approximately CCW Counterclockwise
APU Auxiliary Power Unit CDI Course Deviation Indicator

PAGE 2
LIST OF ABBRIVIATIONS VERSION 01
ISSUE 006
CDU Control Display Unit DIR Direct

CG Center of Gravity DISC Disconnect
CHAN Channel DISCH Discharge
CHG Change DIST Distance
CHR, DME Distance Measuring Equipment
CHRO Chronometer DN Down
CHRONO Chronometer DR Dead Reckoning
CI Cost Index DSPL Display
CLB Climb DSPY Display
CLR Clear DU Display Unit
CMD Command
CMPL Completed E
CMPTR Computer
CMT Cabin Management Terminal E East
CNCL Cancel ECON Economy
CNSTR Constraint EESS Emergency Evacuation Signal-
CO Company ling System
COLL Collector, Collision EFIS Electronic Flight Instrument
COM Communication System
COMP Compass EFOB Estimated Fuel On Board
COMPL Completed EFSU Engine Failure Sensing Unit
COMPT Compartment EGT Exhaust Gas Temperature
CONF, EL Elevator
CONFIG Configuration ELEC Electric(-al, -ity)
CONT Continuous ELT Emergency Locator Transmitter
CORR Correction ELV, ELEV Elevation
CP Control Panel EMER Emergency
CPTY Capacity EMUX Engine Multiplexer
CRS Course END Endurance
CRZ Cruise ENG Engine
CSD Constant Speed Drive ENT Enter
CSTR Constraint EO Engine Out
CTL, CTLS Control(s) EOSID Engine Out Standard Instru-
CTR Center ment Departure
cu Cubic EPR Engine Pressure Ratio
CVR Cockpit Voice Recorder EQPT Equipment
CW Clockwise, Continous Wave ESS Essential
CWT Center Wing Tank ET Elapsed Time
ETA Estimated Time of Arrival
D ETE Estimated Time En Route
EXT External
D Declutched EXTD Extended
D/D Drift Down EVAC Evacuation
DA Decision Altitude
DC Direct Current
DCP Display Control Panel
DDRMI Dual Distance Radio Magnetic
Indicator
DEC Declination
DECEL Decelerate, Deceleration
DECR Decrease
DEG, deg Degree(s)
DES Descent
DEST Destination
DET Detector
DFDAU Digital Flight Data Acquisition
Unit
DG Directional Gyro
DH Decision Height
DIFF Differential

PAGE 3
LIST OF ABBREVIATIONS VERSION 01
ISSUE 006
F G
F Fahrenheit, Flap Retraction G Gravity
Speed GA Go-around
F/A Flight Attendant GCS Ground Clutter Suppression
F/O First Officer GCU Generator Control Unit
F/S Fasten Seat belts GEN Generator, General
F-DK Flight Deck GIC-NSD GPS-IRS data Converter and
F-PLN Flight Plan Navigation Status Display
FAA Federal Aviation Administration GM Guidance Material
FAC Flight Augmentation Computer GMT Greenwich Mean Time
FAF Final Approach Fix GND Ground
FAP Flight Augmentation Panel GNSS Global Navigation Satelite Sys-
FAIL Failure/Failed tem
FAS Flight Augmentation System GPCU Ground Power Control Unit
FCC Flight Control Computer GPW Ground Proximity Warning
FCC Federal Communications Com- GPWS Ground Proximity Warning Sys-
mission tem
FD Flight Director GS Glide Slope, Ground Speed
FDE Failure Detection and Exclusion GW Gross Weight
FDR Flight Data Recorder
FF Fuel Flow H
FIG Figure
FL Flight Level H Heading
FLP Flap HAT Height Above Threshold
FLR Flare HDG Heading
FLT Flight HDLG Handling
FLX Flexible Take-Off HF High Frequency
FM Frequency Modulation HG, Hg Mercury
FMA Flight Mode Annunciation HI High
FMC Flight Management Computer HIL Horizontal Integrity Limit
FMP Flight Mode Panel HLD Hold
FMS Flight Management System HLDY Hold Year
FO First Officer HP High Pressure
FOB Fuel On Board HR, hr, h Hour
FPA Flight Path Angle HRZ Horizon
FPM Feet Per Minute HYD Hydraulic
FPT Flight Path Target HYDR Hydraulic
FPLN Flight Plan HZN Horizon
FPV Flight Path Vector Hz Hertz
FQ Fuel Quantity
FREQ Frequency I
FS Fast Slew IATA International Airline Transport
FSD Fast Slew Date or Days Association
FT, ft Feet IAS Indicated Airspeed
FUS Fuselage IASE Indicated Airspeed Elevator
FWC Flight Warning Computer controlled
FWD Forward IAST Indicated Airspeed Thrust con-
FWS Flight Warning System trolled
IC Intercom
ICAO International Civil Aviation
Organization
ICWT Integral Center Wing Tank
IDENT Identification
IDG Integrated Drive Generator
IDNT Indent
IDU Interactive Display Unit
IFR Instrument Flight Rules
ILS Instrument Landing System

PAGE 4
ISSUE 006
IM Inner Marker LIFTD Lift Dumpers

IMC Instrument Meteorological Con- LIM Limit
ditions LMTR Limiter
IMM Immediate LL Lower Limit
IMP Imperial LO, lo Low
IN, in Inch LOC Localizer
INB Inbound LONG Longitude
INBD Inboard LP Low Pressure
INCR Increase LSK Line Select Key
IND Indication, Indicator LT Light
INFO Information LTS Lights
INHIB Inhibit LVL Level
INIT Initial, Initialization LVLCH Level Change
INOP Inoperative LW Landing Weight
INSPEC,
INSP Inspection M
INT Interphone, Intercom
INTER, M Mach, Manual, Inner or Fan
INTPH Interphone Marker
INV Inverter MAWS Missile Approach Warning Sys-
IP Intermediate Pressure tem
IRS Inertial Reference System ME Mach Elevator controlled
ISA International Standard Atmo- MFE Maximum Flap Extention Speed
sphere MMO Max Operating Limit Mach
ISDU IRS Display Unit M, m Meter
MRA Maximum Rough Air Speed
J MT Mach Thrust Controlled
MAC Mean Aerodynamic Chord
JAR Joint Airworthiness Require- MAINT Maintenance
ments MAN Manual
MAP Missed Approach Point, Ground
K Mapping
MAX, max Maximum
KG, kg Kilogram(s) MB, mb Marker Beacon, Millibar
KHZ, kHz KiloHertz MCC Maintenance Control Computer
KPA, kPa KiloPascal MCL Master Caution Light
KT, kt Knot(s) MCT Maximum Continuous Thrust
KTS, kts Knots MDA Minimum Descent Altitude
MDU,
L MFDU Multifunction Display Unit
L Left, Low MEA Minimum En route Altitude
L, l Liter(s) MED Medium
L/L Latitude/Longitude MEL Minimum Equipment List
LAND Landing MFCP Multifunction Control Panel
LAT Lateral, Latitude MFDS Multifunction Display System
LB, lb Pounds MHZ, MHz MegaHertz
LBS, lbs Pounds MIC, mike Microphone
LCD Liquid Crystal Display MID Middle
LDG Landing MIDU Multipurpose Interactive Dis-
LED Light Emitting Diode play Unit
LEP List of Effective Pages MIN, min Minimum
LFT Left MIN, min Minute(s)
LG Landing Gear MISC Miscellaneous
LH Left-Hand

PAGE 5
ISSUE 006
MK Mark OUTB Outbound

MKR Marker Beacon OUTBD Outboard
MLS Microwave Landing System OVHD Overhead
MLW Maximum Landing Weight OVHT Overheat
MM Middle Marker OVLIM Overlimit
MM, mm Millimeter OVRD Override
MMEL Master Minimum Equipment OVSPD Overspeed
List OVTEMP Overtemperature
MNPS Minimum Navigation Perfor- OXY Oxygen
mance Specification
MO Month P
MRW Maximum Ramp Weight
MSA Minimum Safe Altitude P Pressure
MSG Message P/B, p/b Push Button
MSU Mode Select Unit PA Passenger Address, Public
MTOW Maximum Take-Off Weight Addres
MTP Maintenance Test Panel PAX Passenger
MTW Maximum Taxi Weight PB, pb Push Button
MU Management Unit PBD Place/Bearing/Distance
MWL Master Warning Light PD Place/Distance
MZFW Maximum Zero Fuel Weight PED Portable Electronic Devices
PF Pilot Flying
N PFD Primary Flight Display
PIT Pitch
N North, Normal PNF Pilot Not Flying
N/S No Smoking PNL Panel
N1 LP rpm POS Position
N2 HP rpm POSN Position
NA Not Applicable PPOS Present Position
NAP Noise Abatement Profile PR Pressure
NAV Navigation PR/SO Pressure Regulation/Shut-Off
ND Navigation Display (valve)
NDB Non Directional Beacon P-RAIM Prediction of Receiver Autono-
NEPR Noise Abatement EPR mous Integrity Monitoring
NM, nm Nautical Miles PRED Predictted, Prediction
NO Number PRESN Pressurization
NORM Normal PRESS Pressure(ization)
NSD Navigation Status Display PROC Procedure
NW STRG Nose-Wheel Streering PROF Profile
PROG Progress
O PROV Provision
PROX Proximity
O Final Take-off Speed PSI, psi Pound per Square Inch
OAT Outside Air Temperature PTT Push to Talk
OBSERV Observer PWR Power
OEW Operational Empty Weight
OFST Offset Q
OK Operative/Correct
OM Outer Marker Q Quantity
OP Overpressure, Operational QFE Field Elevation Atmospheric
OPER Operation Pressure
OPP Opposite QNH Sea Level Atmospheric Pres-
OPT Optium sure
QRH Quick Reference Handbook
QTY Quantity

PAGE 6
ISSUE 006
R SEC Secondary
SEI Standby Engine Indicator
R Radio, Remote, Reverser, Right SEL Selected, Selector
R/A Radio/AHRS SECAL Selective Calling
R/I Radio/IRS SEQ Sequence
RA Radio Altimeter, Radio Alititude SERV Service
RA Resolution Advisory SG Symbol Generator
RAIM Receiver Autonomous Integrity SID Standard Instrument Departure
Monitoring SMK Smoke
RCL Recall SMKG Smoking
RCDR Recorder SOV Shut-Off Valve
READ Reading SP Scratch Pad
REC Recorder SPBK Speedbrake
RECAS REar Cabin Air Extraction Sys- SPD Speed
tem SPKR Speaker
RED Reduction SS Slow Slew
RECIRC Recirculation SSM Slow Slew Minutes, Months
REF Reference SSB Single Sideband
REG Registration STA Station
REQD Required STAB Stabilizer, Stabilization
RET Retarded STAR Standard Terminal Arrival Route
RETR Retracted, Retraction STBY Standby
REV Reverse, Revise, Revision STD Standard
RFCF Runway Field Clearance Floor STS Status
RGT Right SEV, SER,
RH Right-Hand SVC Service
RLD Rijksluchtvaartdienst (Dutch SW Switch
Airworthiness Authorities) SYN Synchronize
RMI Radio Magnetic Indicator SYS System
RNAV Area Navigation SYST System
RNP Required Navigation Perfor-
mace T
RPM, rpm Revolution(s) Per Minute
RR Rolls Royce T Temperature, Turn
RST Reset T/C Top of Climb
RSV Reserve T/D Top of Descent
RT Radio Transmission, Radio TA Traffic Advisory
Telephone TACAN Tactical Air Navigation
RTE Route TACT Tactical
RTO Rejected Take-Off TAD Terrain Awareness Display
RUD Rudder TAS True Air Speed
RVR Runway Visual Range TAT Total Air Speed
RVSM Reduced Vertical Separation TAWS Terrain Awarness and Warning
Minima System
RVSR Reverser TBD To Be Determined
RW Runway TCAS Traffic Collision Advoidance
RWY Runway System
TCF Terrain Clearance Floor
S TEMP Temperature
TFG Transfer
S South TGT Turbine Gas Temperature
S/C Step Climb THR Thrust
S/D Step Decent TK Tank, Track
SAP Standby Annunciatot Panle TL Take-off Limit
SAT Static Air Temperature TLA Thrust Lever Angle
SBY Standby TTFF Time To First Fix
SEC Second(s)

PAGE 7
ISSUE 003
TO Take-Off VASIS Visual Approach Slope Indica-

TOC Top of Climb tor System
TOD Top of Decent VECT Vector
TOGA Take-Off Go-Around VDEV Vertical Deviation
TOGW Take-Off Gross Weight VENT Ventilation
TOT Totalizer VERT Vertical
TPR Transponder VFR Visual Flight Rules
TPU Transceiver Processor Unit VHF Very High Frequency
TRA Thrust Reduction Altitude VIB Vibration
TRANS Transition VMC Visual Meteorological Condi-
TRFC Traffic tions
TRK Track VOR VHF Omni Directionla Range
TROPO Tropopause VOR.D VOR/DME
TRP Thrust Rating Panel VS, V/S Vertical Speed
TRU Transformer Rectifier Unit VSI Vertical Speed Indicator
TST Test VSPD Vertical Speed
TTG Time To Go
TTI Time to Impact W
TTS Time To Station
TURB Turbulence W West
WARN Warning
U WI-FI Wireless Fidelity
WNDSHR Wind Shear
UCAL Uncalibrated WNG Warning
UNL Unlimited WPT Waypoint
UNSTAB Unstable WR Weather Radar
US United States WX Weather Detection
WXR Weather Radar
V
X
V Velocity, Volt, Vibrator
V1 Take-Off Decision Speed X-FEED Crossfeed
V2 Take-Off Safety Speed X-TIE Crosstie
VA Maximum Design Manoevring XFR, XFER Transfer
Speed XTK Crosstrack
VAPP Approach Speed XPDR Transponder
VFE Max Flap Extended Speed
VFR Flap Retraction Speed Y
VFTO Final Take-Off Climb Speed
(Green-Dot Speed) YD Yaw Damper
VLE Max Landing Gear Extended
Speed X
VLO Max Landing Gear Operating ZFW Zero Fuel Weight
Speed
VMA Min Allowable Speed
VMC Minimum Control Speed
VMO Maximum Operating Limit
Speed
VR Roation Speed
VRA Rough Air Speed
VREF Landing reference Speed
VS Stall Speed
VSEL Selected Speed
VSS Stick Shaker Speed
V/L VOR, Localizer

PAGE 8
ISSUE 003
INTENTIONALLY
LEFT
BLANK

1.00.00
SYSTEM DESCRIPTIONS PAGE 1
VERSION 01
CONTENTS ISSUE 001
1.01 Aircraft Configuration
1.02 Aircraft General
1.03 Communication Systems
1.04 Oxygen
1.05 Flight Warning System
1.06 Fuel System
1.07 Auxiliary Power Unit
1.08 Power Plant
1.09 Fire Protection
1.10 Electrical System
1.11 Air
1.12 Ice and Rain Protection
1.13 Hydraulic System
1.14 Landing Gear
1.15 Flight Controls
1.16 Flight I Navigation Data Systems
1.17 Flight I Navigation Instruments
1.18 Flight Management System
1.19 AFCAS
- - - - - - - - - AOM FOKKER 70 I AOM FOKKER 100 - - - - - - - -

SYSTEM DESCRIPTIONS 1.00.00
PAGE 2
CONTENTS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.01.00
AIRCRAFT CONFIGURATION
VERSION 01
CONTENTS ISSUE 001
1.01.01 Configuration List

- Introduction
- Aircraft General
- Communication Systems
- Oxygen
- Flight Warning System
- Fuel System
- Auxiliary Power Unit
- Power Plant
- Fire Protection
- Electrical System
- Air
- Ice and Rain Protection
- Hydraulic System
- Landing Gear
- Flight Controls
- Flight / Navigation Data Systems
- Flight / Navigation Instruments
- Flight Management System
- AFCAS
1.01.02 Flight Deck & Cabin Layout

- Flight Deck Ceiling, Overhead Panel
- Glareshield, Main Instrument Panel
- Pedestal, Side Panels, Control Columns
- Flight Deck Back Wall
- Cabin Layout
- Emergency Equipment Location
- - - - - - - A O M FOKKER 70 I AOM FOKKER 100 - - - - - - -

AIRCRAFT CONFIGURATION PAGE 2
CONTENTS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

CONFIGURATION LIST VERSION 18
ISSUE 014
INTRODUCTION
The configuration of Fokker 70 and Fokker 100 aircraft is dependent on the applied standard sys-
tems and components, and on customer requirements.
The 'System Descriptions' in sections 1.02 thru 1.19 present more than one aircraft configuration.
Systems and components (described in these sections) which are installed as a result of customer
requirements and/or system modifications (updates) are marked by an asterisk ( * ), by 'optional'
or by 'if installed'.
Section 1.01 lists the applicable configuration items and presents the applicable flight deck and
cabin layout for:
Aircraft Type : FOKKER 70

Aircraft Serial Number(s) : 11536, 11539, 11540, 11541, 11543, 11551, 11561, 11562, 11563,
11566, 11567, 11576, 11579, 11581, 11582.
Operator : KLM CITYHOPPER
NOTE: Reference to section 1.01 can also be made when configuration questions arise from
chapter 2 and up.
The configuration of the aircraft in the above mentioned fleet differs on some configuration items.
These items are coded A, B etc. This list below specifies to which aircraft a code is applicable.
Code A : 11562, 11566, 11567.

Code B : 11576, 11582.
Code C : 11579, 11581.
Code E : 11536, 11561.
Code G : 11539.
Code H : 11551.
Code J : 11563.
Code K : 11540, 11541, 11543.
1.02 AIRCRAFT GENERAL

Flight Deck General
ON position of toggle switches on overhead panel . . . . to top of panel
Cabin General
Music reproducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . installed
Individual video audio system . . . . . . . . . . . . . . . . . . . . not installed
Doors
Aft service door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
Passenger door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with integral stair
PAX door indication panel . . . . . . . . . . . . . . . . . . . . . . . not installed
Pax door override switch. . . . . . . . . . . . . . . . . . . . . . . . installed
Air bridge adapter platform . . . . . . . . . . . . . . . . . . . . . . installed
K Viewing device in fwd service door . . . . . . . . . . . . . . . . not installed
ABCEGHJ Viewing device in fwd service door . . . . . . . . . . . . . . . . installed
ABCEGHJ Life lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . installed
K Life lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
Cargo doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . large
ABCGHJK Cargo door viewing ports . . . . . . . . . . . . . . . . . . . . . . . not installed
E Cargo door viewing ports . . . . . . . . . . . . . . . . . . . . . . . installed
Avionics compartment hatch f-dk indication . . . . . . . . . available
Fwd equipment bay hatch f-dk indication . . . . . . . . . . . not available
Door selector position indication of service door. . . . . . not available
Door selector position indication of passenger door . . . not available
Handgrip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not available
Video Surveillance System . . . . . . . . . . . . . . . . . . . . . . available

ISSUE 014
Lights
Strobe lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . installed
Logo lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . installed
ABCEGHJ NAV/LOGO lights control . . . . . . . . . . . . . . . . . . . . . . . selector
K NAV/LOGO lights control . . . . . . . . . . . . . . . . . . . . . . . switch
Location dome light panel . . . . . . . . . . . . . . . . . . . . . . . overhead panel
Annunciator lights automatic dimming after 15 minutes not installed
Location side panel light selector . . . . . . . . . . . . . . . . . side console
1.03 COMMUNICATION
Communication
ABCE Number of VHF COM systems . . . . . . . . . . . . . . . . . . . three
GHJK Number of VHF COM systems . . . . . . . . . . . . . . . . . . . two
K VHF COM(M) panel . . . . . . . . . . . . . . . . . . . . . . . . . . . type 2
ABCEGHJ VHF COM(M) panel . . . . . . . . . . . . . . . . . . . . . . . . . . . type 3
Number of HF COM systems . . . . . . . . . . . . . . . . . . . . none
UHF COM system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
Audio panel for observer . . . . . . . . . . . . . . . . . . . . . . . . installed
Location audio control panels . . . . . . . . . . . . . . . . . . . . pedestal
ABCEG CVR recording time. . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 minutes
HJK CVR recording time. . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 minutes
ABCHJK CVR panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . type 2
EG CVR panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . type 1
Location CVR panel . . . . . . . . . . . . . . . . . . . . . . . . . . . overhead panel
Extended VHF freq range (25 kHz channel spacing) . . not available
VHF freq range (8.33 kHz channel spacing) . . . . . . . . . available
SATCOM system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
ABCE SELCAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF1+2+3
J SELCAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF1+2
GHK SELCAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
DME monitoring paired with . . . . . . . . . . . . . . . . . . . . . VOR
Mid attendant station facilities . . . . . . . . . . . . . . . . . . . . not installed
Music reproducer in cabin . . . . . . . . . . . . . . . . . . . . . . . installed
Location hand-mike connector . . . . . . . . . . . . . . . . . . . side console
Pilot call alert inhibition . . . . . . . . . . . . . . . . . . . . . . . . . A
Video surveillance System . . . . . . . . . . . . . . . . . . . . . . type 2
ACARS
ACARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
Emergency Communication
GH Fixed ELT system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
ABCEJK Fixed ELT system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . installed
GH ELT transmits on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not applicable
ABCE ELT transmits on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121.5 and 243 MHz
JK ELT transmits on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121.5, 243 and
406 MHz
GH ELT panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not applicable
E ELT panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . type 1
ABC ELT panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . type 2
JK ELT panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . type 3
ABCEGH Portable ELT system . . . . . . . . . . . . . . . . . . . . . . . . . . . type 3
JK Portable ELT system . . . . . . . . . . . . . . . . . . . . . . . . . . . type 4

ISSUE 011
1.04 OXYGEN
Fixed Oxygen Systems
ABCE Oxygen mask and container . . . . . . . . . . . . . . . . . . . . . . . type 2
GHJK Oxygen mask and container . . . . . . . . . . . . . . . . . . . . . . . type 1
ABCK Oxygen units above the triple seats . . . . . . . . . . . . . . . . . three masks
EGHIJ Oxygen units above the triple seats . . . . . . . . . . . . . . . . . four masks
Loose Equipment
Portable oxygen bottle and full face mask at flight deck . . not installed
ABCEGHJ Smoke hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . type 2
K Smoke hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . type 3
ABCEGHJ Cabin portable oxygen bottle. . . . . . . . . . . . . . . . . . . . . . . type 1
K Cabin portable oxygen bottle. . . . . . . . . . . . . . . . . . . . . . . type 2
Number of constant flow oxygen masks per bottle . . . . . . one
1.05 FLIGHT WARNING SYSTEM

Flight Warning System
LG-not-down alert can be cancelled if flaps < 23 deg . . . . yes
Annunciator lights automatic dimming after 15 minutes . . not installed
Display of APU parameters at secondary MFDS page . . . available
Display of weather radar info at secondary MFDS page. . not available
'C'-chord altitude entry aural alert . . . . . . . . . . . . . . . . . . . available
GHK Interrupted buzzer aural alert (SELCAL) . . . . . . . . . . . . . . not available
ABCEJ Interrupted buzzer aural alert (SELCAL) . . . . . . . . . . . . . . available
ABCEGHK SMK FWD/AFT CARGO alert lights at SAP . . . . . . . . . . . not installed
J SMK FWD/AFT CARGO alert lights at SAP . . . . . . . . . . . installed
FUEL SYSTEM
Fuel System
ABCE Center tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . installed
GHJK Center tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
Fuel quantity indication . . . . . . . . . . . . . . . . . . . . . . . . . . . kilograms
ABCE Center tank p/b indication . . . . . . . . . . . . . . . . . . . . . . . . . LO P / ON
GHJK Center tank p/b indication . . . . . . . . . . . . . . . . . . . . . . . . . not applicable
ABCE Magnetic fuel-level indications . . . . . . . . . . . . . . . . . . . . . kilograms
GHJK Magnetic fuel-level indications . . . . . . . . . . . . . . . . . . . . . centimeters
Fuel balance transfer system . . . . . . . . . . . . . . . . . . . . . . not installed
Auxiliary fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
1.07 AUXILIARY POWER UNIT

APU
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RR
EGT display at right lower overhead panel . . . . . . . . . . . . not installed
APU page on MFDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . available
1.08 POWER PLANT

General
Engine type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rolls Royce Tay 620-15
Starting and Ignition
Batteries can be used for starting . . . . . . . . . . . . . . . . . . . yes
Ignition system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . automatic

ISSUE 011
Engine Indications
Fuel flow indication at . . . . . . . . . . . . . . . . . . . . . . . . . . . . MFDS primary page
Fuel unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kilograms
Oil quantity numerals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . liters
1.09 FIRE PROTECTION

APU
Warning horn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . installed
APU fire alert inhibition . . . . . . . . . . . . . . . . . . . . . . . . . . . A
Toilet and Cargo Compartments
Cargo smoke detection & fire extinguishing system . . . . . not installed
Cargo smoke alert inhibition . . . . . . . . . . . . . . . . . . . . . . . not applicable
Loose Equipment
ABCEGHJ Portable fire extinguishers. . . . . . . . . . . . . . . . . . . . . . . . . Halon, type 1
K Portable fire extinguishers. . . . . . . . . . . . . . . . . . . . . . . . . Halon, type 2
1.10 ELECTRICAL SYSTEM

General
Total loss of emergency power may occur after . . . . . . . . 30 minutes
AC Power
Avionics transfer bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
Automatic AC cross tie inhibit . . . . . . . . . . . . . . . . . . . . . . not applicable
Avionics transfer bus fault alert . . . . . . . . . . . . . . . . . . . . . not applicable
IDG overheat alert inhibition . . . . . . . . . . . . . . . . . . . . . . . C
DC Power
Batteries switch off and flight control lock off alert . . . . . . available
1.11 AIR
Air Conditioning
Air conditioning system . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-wheel system
Cabin recirculation fans. . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
Rear cabin air extraction system . . . . . . . . . . . . . . . . . . . . not installed
Pressurization
ABCEGHK Pressurization controller . . . . . . . . . . . . . . . . . . . . . . . . . . single channel
J Pressurization controller . . . . . . . . . . . . . . . . . . . . . . . . . . dual channel
ABCEGHK Single channel fault of dual channel controller alert . . . . . not applicable
J Single channel fault of dual channel controller alert . . . . . available
1.12 ICE AND RAIN PROTECTION

Engine, Wing and Tail Anti-Icing
On ground wing leading edge heating system . . . . . . . . . installed
Rain Protection
Rain repellent system . . . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
1.13 HYDRAULIC SYSTEM

Hydraulic System
System 1 accumulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
Shutoff valve in the tank air pressure connection line . . . . not installed

ISSUE 014
1.14 LANDING GEAR

Landing Gear Operation
LG-not-down (level 3) alert cancellation . . . . . . . . . . . . . . standard
Nose-wheel Steering
ABCEGH First officer's steering tiller. . . . . . . . . . . . . . . . . . . . . . . . . installed
JK First officer's steering tiller. . . . . . . . . . . . . . . . . . . . . . . . . not installed
Brake Control System
Automatic Brake System (ABS) . . . . . . . . . . . . . . . . . . . . not installed
Brake temperature indicators . . . . . . . . . . . . . . . . . . . . . . installed
Taxi brake select system . . . . . . . . . . . . . . . . . . . . . . . . . . installed
ABS fault alert inhibition . . . . . . . . . . . . . . . . . . . . . . . . . . not applicable
1.15 FLIGHT CONTROLS

Primary Flight Controls
Number of horizontal stabilizer actuators . . . . . . . . . . . . . 1
Flaps
Flap asymmetry alert inhibition . . . . . . . . . . . . . . . . . . . . . B
Flap disagreement alert inhibition . . . . . . . . . . . . . . . . . . . C
Stall Prevention System
Stick pusher system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . hydraulic
Stick pusher operation inhibited during windshear . . . . . . no
Stick pusher alert message at MFDS . . . . . . . . . . . . . . . . cancelled upon manual
disconnect
1.16 FLIGHT / NAVIGATION DATA SYSTEMS

Air Data System
Altimeter reference display in . . . . . . . . . . . . . . . . . . . . . . mb
Attitude and Heading System
Inertial Reference System (IRS) . . . . . . . . . . . . . . . . . . . . installed
Attitude and Heading Reference System (AHRS). . . . . . . not installed
ABCEGH System configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . dual system
JK System configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . triple system
Location IRS MSU(s). . . . . . . . . . . . . . . . . . . . . . . . . . . . . overhead panel
Weather Radar
System configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . single mode system
type 1
WXR page p/b at MFDS panel . . . . . . . . . . . . . . . . . . . . . not installed
WXR system is OFF when . . . . . . . . . . . . . . . . . . . . . . . . both EFIS WX control
knobs are OFF
VOR/DME/MB/ILS
ILS system configuration . . . . . . . . . . . . . . . . . . . . . . . . . . dual system
ILS back course approach mode. . . . . . . . . . . . . . . . . . . . not available
Automatic Direction Finder
System configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . dual system
Number and type of ADF panels . . . . . . . . . . . . . . . . . . . . two single ADF panels

ISSUE 014
ATC Transponder / TCAS

System configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . dual mode S and TCAS
Transponder panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . type 10
TCAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . installed
ABV/N/BLW selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . installed
Radio Altimeter
System configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . dual system
Flight Data Recording
Aircraft Conditioning Monitoring System (ACMS) . . . . . . . not installed
1.17 FLIGHT NAVIGATION INSTRUMENTS

EFIS
Airspeed and RA compare alerts . . . . . . . . . . . . . . . . . . . not available
PFD transfer only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . no
Source select lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN white
EFIS control panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with TCAS controls
FD command display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . cross bars
Secondary Instruments
ABCE Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . type 2
GHJK Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . type 1
ABEGHJK Metric altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not installed
C Metric altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . installed
Standby Instruments
Combined standby altimeter and airspeed indicator . . . . . not installed
Standby airspeed indicator . . . . . . . . . . . . . . . . . . . . . . . . type 2
Standby altimeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . type 2
ABCEGHK Standby horizon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . type 1
J Standby horizon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . type 2
1.18 FLIGHT MANAGEMENT SYSTEM

System configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . VNAV+LNAV
Airline option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . airline option 1
Take-off profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IATA
Fuel and weight related data displayed in . . . . . . . . . . . . . kilograms
Runway length displayed in. . . . . . . . . . . . . . . . . . . . . . . . meters
DLINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not available
Windshear detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not available

ISSUE 006
1.19 AFCAS
General
Number of FCC's . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . two
AFCAS system fault detected alert . . . . . . . . . . . . . . . . . . . . available
AFCAS system fault detected alert inhibition. . . . . . . . . . . . . alert inhibited during
cruise
Automatic Flight Control System
Reduced autoland capability . . . . . . . . . . . . . . . . . . . . . . . . . not possible
Profile mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . available
LAND 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not available
Autoland 3 not allowed alert . . . . . . . . . . . . . . . . . . . . . . . . . not available
AGH V1 selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not available
BCDEFJK V1 selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . available
AGH APP (LAND) p/b legend. . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAND
BCDEFJK APP (LAND) p/b legend. . . . . . . . . . . . . . . . . . . . . . . . . . . . . APP
Flight Envelope Protection
'C'-chord altitude entry aural alert . . . . . . . . . . . . . . . . . . . . . available during manual
and automatic flight
Flight Mode Annunciation
AP disconnect indicated by . . . . . . . . . . . . . . . . . . . . . . . . . . AP flashing amber
Windshear Detection and Recovery
Windshear detection and recovery . . . . . . . . . . . . . . . . . . . . not available
Steep Approach
Steep approach capability . . . . . . . . . . . . . . . . . . . . . . . . . . . not available

ISSUE 006
INTENTIONALLY
LEFT
BLANK

1.01.02
SYSTEM DESCRIPTIONS
PAGE 1
AIRCRAFT CONFIGURATION
VERSION 04
FLIGHT DECK & CABIN LAYOUT ISSUE 001
FLIGHT DECK CEILING, OVERHEAD PANEL
_.--_.- -'-'-
,-'
,.
,. 2. 20
G 27
32 ()
~ ::#
21
15
21 3.
22 29
3.
23
11
Sunvlsor 18 Test panel

2 Jack panel 19 Emergency locator transmitter panel
3 Headset clip 20 Engine fire panel
4 Escape rope 21 Electric panel
5 Ule vest 22 Anti-icing panel
6 Reading light 23 Exterior lights panel
7 Loudspeaker 24 Dome light panel
8 Handgrlp 25 Mode Select Unit (MSU)
9 Cockpit voice recorder microphone 26 Pax oxygen panel
10 Standby compass light switch 27 Fuel panel
11 Standby compass 28 Engine panel
12 Dome light 29 Ram air panel
13 Avionics panel 30 Pressurization controls and ind icators
14 Flight augmentation panel 31 APU fire panel
15 Hydraulic panel 32 Air conditioning panel
16 Left lower overhead panel 33 Probe heat and window heat panel
(rain protection, communication) 34 Right lower overhead panel
17 Cockpit voice recorder panel (rain protection, emergency lights, APU)
JOHP·004
- - - - - - - AOM FOKKER 70 I AOM FOKKER 100 - - - - - - -

FLIGHT DECK & CABIN LAYOUT VERSION 04
ISSUE 001
INTENTIONALLY
LEFT
BLANK

AURCRAFT CONFIGURATION PAGE 3
ISSUE 004
GLARESHIELD, MAIN INSTRUMENT PANEL
2 1 26 1 2
4 3 4
3
16 27 16
5 7 15 25 5 7
28 32 20 21 28 32
6 6
8 11 8
13 14
12
24
31 17
22 22 31
9 12 23 9
10 18 30 10
30
11 19 19
29 29
1 EFIS control panel 16 Aircraft registration placard

2 Master Warning Light (MWL) 17 Fuel quantity totalizer
3 Master Caution Light (MCL) 18 Aternate brake system pressure indicator
4 Autoland caution light 19 Brake temperature indicator
5 Speed brake light 20 Standby Engine Indicator (SEI)
6 Primary Flight Display (PFD) 21 Standby Annunciator Panel (SAP)
7 GPWS/TAWS controls 22 Multi Function Display Unit (MFDU)
8 Clock 23 Landing gear position lights
9 Navigation Display (ND) 24 Landing gear selector lock override button
10 Source select panel 25 Landing gear selector
11 Speed limitations placard 26 Flight Mode Panel (FMP)
12 Radio Magnetic Indicator (RMI) 27 Steep approach p/b *
13 Standby airspeed indicator 28 F-DK door light
14 Standby altimeter 29 TAWS placard
15 Standby horizon 30 Glide Slope warning inhibit light
31 GIS-NSD
32 FMS source select p/b
* IF INSTALLED
JMIP-004/D

AURCRAFT CONFIGURATION PAGE 4
ISSUE 004
INTENTIONALLY
LEFT
BLANK

FLIGHT DECK & CABIN LAY-OUT VERSION 27
ISSUE 001
PEDESTAL, SIDE PANELS, CONTROL COLUMNS
1 1
2 2
3 3
4 50 50 4
66
5 54 5
21 23 25 25 23 21
51 61 51
7 6 9 6 7
22 24 49 24 22 9
48
8 47 10
10 52 52
12 45 12
2 2
11 39 53 11
40 63 43 46
64 44
41 42 42
13 55 55 13
58
65
14 59 14
15 56 56 15
60
16 57 57 16
17 38 17
26
35 36 27
37 19
18
62 20
29 32
2 33
30 31 34
28
1 Pencilholder 26 Fire extinguisher 46 TOGA triggers

2 Air outlet 27 Observer smoke goggles 47 Flap controls
3 Handmike 28 Observer seat 48 Reverse thrust levers
4 Jack panel 29 Observer seat in stowed 49 Speed brake lever
5 Smoke goggles position 50 Altimeter set panel
6 Oxygen mask 30 Observer station (audio, 51 FMS Contol Display
7 Side panel lights panel oxygen, maintenance panels) Unit (CDU)
8 Steering tiller 31 Circuit breaker panels 52 Audio panel
9 Stowage for checklist 32 Smoke hood 53 Inertial System Display
10 Stowage for checklists 33 Locking pins and pitot covers Unit (ISDU)
11 Stowage for manuals 34 Axe 54 Flight deck lights panel
12 Flashlight 35 Flight control lock lever 55 VHF COM panel
13 Ashtray 36 Alternate landing gear 56 ADF panel
14 Cup holders selector 57 VOR/DME panel
15 Stowage for flight kit 37 Aileron trim wheel 58 Thrust Rating Panel (TRP)
16 Floor ventilation lever 38 Rudder trim wheel and MFDS control panel
17 Waste bin 39 Parking brake handle 59 Transponder panel
18 Spare bulbs 40 Stabilizer position indicator 60 Weather radar panel
19 Libary 41 Take–off configuration 61 ILS panel
20 Flight deck oxygen bottle test button 62 Flash light
21 AP disconnect button 42 Fuel lever 63 F–DK door lock p/b
22 Stabilizer trim switch 43 Lift dumper arming p/b 64 EMER F-DK p/b
23 IC/RT selector 44 Stickpusher disconnect handle 65 Video surveillance system control
24 Chart holder 45 Stabilizer trim controls panel.
25 Chronometer button 66 Video surveillance system
display unit.
JPED–100

FLIGHT DECK & CABIN LAY-OUT VERSION 27
ISSUE 001
INTENTIONALLY
LEFT
BLANK

ISSUE 005
FLIGHT DECK BACK WALL

AIRCRAFT SERIAL NUMBERS WITH CODE A, B, C, E, I, J AND K
15
7
5 5
5
14
9 13
11
4
3
10
12
1 Flight deck oxygen bottle 9 Circuit breaker panel 2

2 Smoke hood 10 Circuit breaker panel 3
3 Locking pins and pitot covers 11 Observer seat
4 Axe 12 Observer seat in stowed position
5 Coat hanger 13 Cup holder
6 Air outlet 14 Ashtray
7 Emergency circuit breaker panel 15 Headset clip
8 Circuit breaker panel 1
JFBW–015/D
------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 ------------------------------------------------------

ISSUE 005
FLIGHT DECK BACK WALL

AIRCRAFT SERIAL NUMBERS WITH CODE G AND H
15
16 7
5 5
5
14
9 13
11
4
3
10
12
1 Flight deck oxygen bottle 9 Circuit breaker panel 2

2 Smoke hood 10 Circuit breaker panel 3
3 Locking pins and pitot covers 11 Observer seat
4 Axe 12 Observer seat in stowed position
5 Coat hanger 13 Cup holder
6 Air outlet 14 Ashtray
7 Emergency circuit breaker panel 15 Headset clip
8 Circuit breaker panel 1 16 General purpose holder
JFBW-016/A

ISSUE 001

ISSUE 001
EMERGENCY EQUIPMENT LOCATION
FOLDABLE
WHEELCHAIR
KEY
OXYGEN
MASK
PORTABLE
OXYGEN
BOTTLE
DEMO
IN STAIR PACK
KEY O2 TOOL
LIFE VEST (2X)
INFANT
LIFE VEST
AXE IN LUGGAGE BIN
MEGAPHONE
UNDER
ESCAPE ROPE EACH
PAX SEAT
SMOKE HOOD
FLASHLIGHT (3X)
(2X)
SMOKE
GOGGLES DEMO
PACK
HALON FIRE
EXTINGUISHER
(8X) (6X) (2X)

SPARE IN LUGGAGE BIN
SEAT BELT
(2X) (2X)
EXTENSION
SEAT BELT
DEMO KEY
DEMO
PACK EQUIPMENT
PACK (2X) (2X) (2X)
JEQP–145

&'()*+,-*'*./,'&0/&.0
1 "(*'#".'#
1 '$*''&#
1 2%'"'+&4"2#
1 *%,"/*."'$#
1 8$*%'&).6*%&'*)
)&1-/,.2,+,'*)

1 *&$#
1 *-*%*'/*7*.#"$".'
1 .'$%.).)2('&'4*4&)#
1 .'$%.)&'4'#$%2(*'$&'*)#
1 "#5)&72'"$#
1 ''2'/"&$.%"+!$#
1 6"$/!*#
1 )"+!$*/9"+!$"'+
1 *'$")&$".'&'4>*&$"'+
1 ;"'4.6#
1 )"+!$*/9..%
1 $.6&+*
1 (*%+*'/7@2"5(*'$
1 ").$*&$
1 3#*%,*%*&$
1 )"4"'+;"'4.6
# *3&+,+,'*)

1 &3"'&7.2$
1 $$*'4&'$&/")"$"*#
1 (*%+*'/7@2"5(*'$
44'0
1 *'*%&)
1 &##*'+*%..%
1 *%,"/*..%
1 #/&5*)"4*
1 #/&5*>&$/!*#
1 &%+...%#
1 :&"'$*'&'/*//*##>&$/!*#
1 )"+!$*/9'4"/&$".'#
1 )"+!$*/9..%
1 &##*'+*%..%6"$!'$*+%&)$&"%
1 )"+!$*/9..%
1 &8..%,*%%"4*6"$/!
1 "%<%"4+*4&5$.%)&$-.%(
1 .%6&%45*'"'+&##*'+*%..%
1 64*%,"/*..%
1 #/&5*)"4*
1 ,*%6"'+#/&5*>&$/!*#
1 ;.'$%.))*47#$*()*%$#

" &1-/0
1 *'*%&)
1 8$*%".%"+!$"'+
1 )"+!$*/9"+!$"'+
1 (*%+*'/7"+!$"'+
1 8$*%".%"+!$#
1 8$*%".%"+!$#&'*)
1 )"+!$*/9"+!$#&'*)
1 .(*"+!$&'*)
1 >.6*%,*%!*&4&'*)
1 *#$&'*)

1.02.01
AIRCRAFT GENERAL
VERSION 01
AIRPLANE CHARACTERISTICS ISSUE 001
DIMENSIONS FOKKER 70
1...~1--------30.91 m (101.4ttl----------.~1
===::::;~~$?
1
10.04 m
3.30m
(10.8 ttl
T
t
8.49m
,......_~-------....l;:~-------__:--
__- - - - - - - 2 7 . 8 8 m ( 9 1 . 5 t t ) I - - - - - - -__
T
I~ 5.04 m .1
(16.5 ttl
JACH·OOl
- - - - - - - AOM FOKKER 70/ AOM FOKKER 100 - - - - - - -

1.02.01
SYSTEM DESCRIPTIONS
PAGE 2
AIRCRAFT GENERAL
VERSION 01
DIMENSIONS FOKKER 100
1..... ~1
- - - - - - - - - - - ' 3 5 . 5 3 m ( 1 1 6 . 6 f 1 ) - - - - - - - - - - - - i..
?
~
+ 1
10.04 m
(32.9 fI)
+
3.30 m
(10.8 fI)
j
-t 8.49m
____~____________________~____________________~---(nl~
I
1......f----14.01 m (46.0 fI)'--~
I ~
1 - - - - - - - - - - 3 2 . 5 0 m ( 1 0 6 . 6 f 1 ) , - - - - - - - - - - I...
1. . . . . .
5.04 m
(16.5 fI)
JACH-002

1.02.01
AIRCRAFr GENERAL
VERSION 01
ANTENNAS FOKKER 70
ATC2* TCAS 1 * SATCOM* VHF COM 3*
RADIO ALTIMETER 3 *
VOR 1 &2
LOCALIZER 2 LOCALIZER 1
WEATHER RADAR
NOTE: When TCAS Is not Installed*, only the ATC 1 and ATC 2* antenna(s)
on the bottom of the fuselage are Installed.
JACH·003/C
- - - - - - - - AOM FOKKER 70/ AOM FOKKER 100 - - - - - - -

PAGE 4
AIRCRAFT GENERAL
VERSION 01
ANTENNAS FOKKER 100
MARKER BEACON
VOR 1 &2
LOCALIZER 2 LOCALIZER 1
WEATHER RADAR
NOTE: When TeAS Is not Installed*, only the ATe 1 and ATe 2* antenna(s)
on the bottom of the fuselage are provided.
JACH·004IA
- - - - - - - - AOM FOKKER 70 I AOM FOKKER 100 - - - - - - - -

PAGE 5
AIRCRAFT GENERAL
VERSION 01
TURNING RADIUS
STEERING ANGLE: 76°
W= MINIMUM PAVEMENl WIDTH

FOR 180' TURN
FOKKER70 FOKKER100
R1 = 0.95 m ( 3.1 ftl 1.76 m ( 5.8 ftl

R2 = 5.99 m (19.7 ftl 6.80 m (22.3 ftl
R3 = 12.13 m (39.8 ftl 14.64 m ftl
(48.0
R4 = 15.68 m (51.4 ftl 18.27 m ftl
(59.9
R5 = 17.69 m (58.1 ftl 18.32 m (60.1 ftl
R6 = 17.78 m (58.3 ftl 20.06 m (65.8 ftl
W = 18.87 m (61.9 ftl 22.20 m (72.8 ftl
JACH'005

1.02.01
SYSTEM DESCRIPTIONS
PAGE 6
AIRCRAFT GENERAL
VERSION 01
SERVICE POINTS FOKKER 70
15
1 EXTERNAL POWER • LOCATED ON UPPER SIDE

2 AIR CONDITIONING CONNECTION o LOCATED ON LOWER SIDE
3 FUEL PANEL
4 ELECTRICAL BONDING POINT
5 PRESSURE REFUELING POINT
6 COMMUNICATION CONNECTION
7 HANDLAMP CONNECTION
8 OVERWING REFUELING POINT
9 IDG OIL QUANTITY
10 ENGINE OIL QUANTITY
11 HYDRAULIC SERVICING PANEL
12 HP AIR CONNECTION
13 REAR FUSELAGE LIGHT SWITCH
14 APU CONTROL PANEL
15 APU OIL QUANTITY
16 TOILET SERVICING POINT
17 HYDRAULIC ACCUMULATOR
18 WATER SERVICING POINT
19 AVIONICS COMPARTMENT HATCH
D1 PASSENGER DOOR
D2 SERVICE DOOR
C CARGO DOOR
JACH·006/A

1.02.01
AIRCRAFT GENERAL
VERSION 01
SERVICE POINTS FOKKER 100
1 EXTERNAL POWER • LOCATED ON UPPER SIDE

2 AIR CONDITIONING CONNECTION o LOCATED ON LOWER SIDE
3 FUEL PANEL
4 ELECTRICAL BONDING POINT
5 PRESSURE REFUELING POINT
6 COMMUNICATION CONNECTION
7 HANDLAMP CONNECTION
8 OVERWING REFUELING POINT
9 IDG OIL QUANTITY
10 ENGINE OIL QUANTITY
11 HYDRAULIC SERVICING PANEL
12 HP AIR CONNECTION
13 REAR FUSELAGE LIGHT SWITCH
14 APU CONTROL PANEL
15 APU OIL QUANTITY
16 TOILET SERVICING POINT
17 HYDRAULIC ACCUMULATOR
18 WATER SERVICING POINT
19 AVIONICS COMPARTMENT HATCHES
D1 PASSENGER DOOR
D2 SERVICE DOOR
C CARGO DOOR
JACH-007

1.02.01
AIRCRAFT GENERAL
VERSION 01
EXTERNAL POWER PANEL

LOCATION: RH FORWARD SIDE OF FUSELAGE
AC POWER RECEPTACLE INDICATOR LIGHTS
PILOT CALL BUTTON
TOWING SWITCH SERVICE INTERPHONE JACK FLIGHT INTERPHONE JACK
JACH-OOB

SYSTEM DESCRIPTONS 1.02.02
AIRCRAFT GENERAL PAGE 1
FLIGHT DECK GENERAL VERSION 02
ISSUE 002
SEATS - The glareshield, located directly above

the main instrument panel. It contains
The flight deck is arranged for two-pilot oper- EFIS and AFCAS control panels, the
ation. The pilot seats are adjustable horizon- master warning and caution lights and
tally and vertically. Thigh support, lumbar the autoland caution lights.
support, recline position and armrests are - The overhead panel. This panel contains
individually adjustable. To facilitate entry, it is control and monitor panels for aircraft
possible to fold the armrests upwards, and systems. A standby compass is installed
when the seats are in the fully aft position, to at the lower end. Loudspeakers and jack
move them in an outboard direction. Each panels are installed in the flight deck ceil-
seat is provided with a five-point harness. An ing next to the overhead panel.
observer seat, equipped with a shoulder har- - The pedestal. The pedestal contains
ness and a lap belt, is stowed against the aft mainly controls for engine thrust, flap
wall behind the captain's seat. position, trim setting, speed brake, park-
ing brake, lift dumper, stick pusher, flight
REFERENCE EYE POSITION control lock and alternate landing gear
A horizontal line at each pilot's instrument operation. Also, control panels are
panel is an aid for the adjustment of the pilot installed for the Flight Management Sys-
seats. For an optimum combination of out- tem (FMS), the Multifunction Display Sys-
side visibility and instrument scan, the line tem (MFDS), the audio and
should be seen just below the glareshield. communication systems, the navigation
systems, the flight deck lights and thrust
CONTROL COLUMN AND PEDALS rating.
- The side panels.
Each control wheel incorporates a micro- The layout of the above mentioned panels is
phone switch (RT/IC), an AP disconnect but- illustrated in section Aircraft Configuration.
ton, a chronometer button, and a stabilizer
Panels for use by the maintenance crew are:
trim switch. A chart holder is installed on
- The Maintenance Test Panel (MTP) or
each control wheel. Stick shakers and a stick
Central Fault Display Unit (CFDU),
pusher are coupled to the control columns.
located at the LH side of the flight deck
Adjustable pedals provide for brake, rudder,
entrance.
and limited nose-wheel-steering operation.
- The AFCAS maintenance panel, located
Footrests, springloaded to the up position,
at the LH side of the flight deck entrance.
are folded away below the main instrument
- The circuit breaker panels, located
panel.
behind the first officer's seat. See section
Electrical System.
CONTROL AND INSTRUMENT PANELS
Controls that are part of operational proce- DISPLAY UNITS
dures are within direct reach of either pilot;
Six display units are installed at the main
instruments and annunciators are within con-
instrument panel: two Primary Flight Displays
venient vision of both pilots. Controls and
(PFD), two Navigation Displays (ND) and two
indicators for use by the pilots can be found
Multifunction Display Units (MFDU).
on the following panels:
The captain's and the first officer's panel
- The main instrument panel. This panel,
each contain a PFD and a ND, one above
tilted for better readability, is divided into
the other, which display flight and navigation
a captain's, a first officer's and a center
information in colour. They are described as
panel.
part of EFIS in section Flight / Navigation
The captain's and first officer's panel both
Instruments.
contain identical primary flight instru-
The center panel contains the two MFDU's,
ments, secondary flight instruments and
which are installed next to each other. The
navigation instruments. Additionally, the
MFDU's present engine parameters, alerts,
captain's panel contains the standby flight
procedures and messages in colour. They
instruments; the first officer's panel con-
are described as part of the MFDS in the
tains the fuel totalizer and indicators of
sections Flight Warning System and Power
the brake system.
Plant. The brightness level of each screen
The center panel contains engine indica-
can be controlled from the relevant control
tion and flight warning system displays,
panel.
as well as the landing gear controls and
indicators.

SYSTEM DESCRIPTONS 1.02.02
ISSUE 002
One display unit is installed in de pedestal or FLIGHT DECK LIGHTING

on the back wall for the Video Surveillance
System (VSS) *. It is described as part of All flight deck lights are described in subsec-
Video Suirveillance System in section Com- tion Lights.
munication Systems.
VENTILATION AND HEATING
ANNUNCIATOR LIGHTS Conditioned air is routed to adjustable outlets
Annunciator lights are located at the over- on the side panels and on the floor. Fixed
head panel, the glareshield, the main instru- outlets are provided at the rear of the pedes-
ment panel and the pedestal. They can be tal.
dimmed. The general concept is that during
routine operation all annunciator lights are WINDOWS
out (blank). Red and amber coloured lights The flight deck is provided with two front win-
are used for alerts only. Correct operation of dows, two sliding windows and two side win-
annunciator lights can be checked by the dows. Both front and sliding windows can be
pilots. See section Flight Warning System electrically heated. When the aircraft is not
and subsection Lights. pressurized, the sliding windows can be
opened by pulling the handles rearwards.
SWITCHES The sliding windows serve as emergency
Lighted push buttons are installed primarily exits for the pilots. An escape rope is stowed
at the overhead panel. In addition to the in the ceiling above the sliding windows. Two
switch function, most push buttons annunci- adjustable sunvisors are provided.
ate system status in accordance with the
general annunciator concept. If an amber FLIGHT DECK DOOR
light comes on (FAULT), the push button The flight deck door is described under sub-
must be depressed for corrective action. If a section Doors.
push button is not correctly set or is operated
due to a normal or abnormal procedure, a STOWAGE
white (OFF, MAN, ALTN, ON), or blue (ON)
light comes on. Exceptions are described in Each side console has space for a flight kit,
the relevant sections. Some push buttons crew baggage, quick reference handbooks
are equipped with a transparant guard to pre- and operating manuals. A cup holder, ash-
vent inadvertent operation. Some guards are tray, waste bin, pencil holder, and tissue
sealed. holder are installed. Spare bulbs are stored
Toggle switches are selected ON when at the rear of the captain's side panel.
swept to the top of the relevant panel.
Optionally, the toggle switches at the over- EMERGENCY EQUIPMENT
head panel are selected ON when swept to
the bottom of the relevant panel. Some tog- For the location of emergency equipment in
gle switches are equipped with a guard or the cabin see section Aircraft Configuration.
lock to prevent inadvertent operation. Rotary See sections Oxygen and Fire Protection for
selectors are used when three or more a description of the relevant emergency
detented positions are required. The selector equipment.
knob serves as a pointer on a scale. Nor-
mally the knob is in the upright position.
Some selectors are of the pull-and-rotate
type.

1.02.02
SYSTEM DESCRIPTION PAGE 3
AIRCRAFT GENERAL
VERSION 01
FLIGHT DECK GENERAL ISSUE 001
PILOT SEAT
OUTBOARD SIDE CAPTAIN'S SEAT
ADJUSTABLE AND
FOLDING ARMRESTS
IN/OUT
ENERTIA
HORIZONTAL ADJUSTMENT
REEL LOCK
INBOARD SIDE CAPTAIN'S SEAT

JFDG·OOl

1.02.02
AIRCRAFT GENERAL
VERSION 01
OBSERVER SEAT

1.02.02
AIRCRAFT GENERAL
VERSION 01
SLIDING WINDOW
HANDLE TO OPEN AND

CLOSE THE SLIDING WINDOW
MARKINGS IN LINE WHEN SLIDING

WINDOW IS CLOSED AND LOCKED
ESCAPE ROPE
JFDG-003

SYSTEM DESCRIPTION 1.02.02
ISSUE 001
INTENTIONALLY
LEFT
BLANK

CABIN GENERAL VERSION 01
ISSUE 002
CABIN LAYOUT ward attendant station is provided with con-

trols for all cabin lights, for the toilet smoke
For the location of passenger seats, atten- detection system and for the music
dant seats, attendant stations, toilet compart- reproducer * . The switch for manual opera-
ment(s), galley(s), stowage units and/or tion of the emergency lights is guarded; see
wardrobes see the illustration of the cabin subsection Lights.
layout in section Aircraft Configuration. The For all communication facilities also see sec-
cabin is provided with passenger and service tion Communication Systems.
doors and with escape hatches; see subsec-
tion Doors. Handsets
Passenger Compartment The handsets can be used for interphone
with the flight deck or with the other atten-
The cabin provides passenger accommoda- dant stations. Interphone can be initiated
tion in a single aisle configuration. Stowage from the flight deck or from any attendant's
bins for hand baggage are installed above station. A call is accompanied by a dedicated
the seats. Service panels and loudspeakers chime and indicated by an area call light and
are located at the lower side of the stowage a light at the handset hanger. Interphone can
bins. The service panels comprise reading be interrupted by depressing the adjacent
lights, adjustable air outlets, an attendant call reset button or by returning the handset to
button and no-smoking and fasten-seat-belts the hanger.
signs.
Hand Microphones
Toilet Compartment
The hand microphones, located next to the
A toilet compartment is equipped with an handsets, can be used for passenger
electrically operated flush-type toilet, a wash address (PA). The microphone is provided
basin, a mirror, an electric razor power with a press-to-talk (PTT) button. When the
socket, a service unit, a return-to-cabin sign PTT switch of any microphone is depressed,
and a loudspeaker. A smoke detector is or when PA is selected at either audio panel
installed in the ceiling. If smoke is detected, at the flight deck, lights at the handset
an aural warning and a visual alert are pre- hanger indicate that the passenger address
sented at the flight deck; see section Fire system is in use. PA selection at the flight
Protection. A fireproof waste bin, equipped deck will override announcements from the
with a built-in heat-activated fire extinguisher, cabin.
is also installed.
The toilet equipment consists of a bowl, a Music Reproducer *
collector tank, flushing liquid and a flush A pre-recorded announcement and music
switch. The toilet flushing liquid is recircu- reproducer is installed at the forward atten-
lated. Potable water is provided by the water dant's station. The control panel provides
system. The water tank is pressurized with control of boarding music and pre-recorded
bleed air. Used water from the wash basin is announcements. An emergency message is
drained overboard. automatically presented in the event of loss
For service panels see subsection Airplane of cabin pressure or if the passenger oxygen
Characteristics. system is manually activated. PA announce-
Galley ments by the pilots or by the attendants will
override pre-recorded announcements and
A galley is provided with electrical power. boarding music.
Potable water is provided by the water sys- When an Individual Video Audio System
tem. The water tank is pressurized with bleed (IVAS) is installed * , it can be used to show
air. Used water is drained overboard. demonstration videos. Audio of the demon-
stration videos can be presented via the PA
ATTENDANT FACILITIES system.
An attendant seat is provided for each cabin
attendant. All attendant seats are provided
with shoulder harnesses. Attendant stations
are provided in the forward and aft cabin
area and, optionally, in the cabin sidewall
next to the overwing escape hatches. Each
attendant station is provided with a handset
and a hand microphone. In addition, the for-

CABIN GENERAL VERSION 01
ISSUE 002
Area Call Lights EMERGENCY EQUIPMENT

Area call lights are located forward and aft in For the location of emergency equipment in
the passenger compartment ceiling. The the cabin see section Aircraft Configuration.
colour of the area call light that comes on See sections Oxygen and Fire Protection for
indicates whether the attendant is called a description of the relevant emergency
from the flight deck, another attendant sta- equipment.
tion, a passenger service panel or a toilet
compartment. All calls are annunciated by
dedicated chimes. Attendant calls from a
passenger service panel are reset locally.

DOORS VERSION 01
ISSUE 005
GENERAL The switch is provided to open or close the

door manually only when the door fails to
Fokker 70 move downward or upward during normal
The entries to, and exits from the passenger operation. The stairway is equipped with a
compartment comprise one passenger door, retractable bottom step, two folding handrails
one service door and two escape hatches. and lights in the risers. The lights are con-
The passenger and service doors also serve trolled by a button which is located near the
as emergency exits. Two cargo doors give operating controls inside the aircraft. When
access to the cargo compartments. Access an air bridge is used, the handrails can be
to pressurized maintenance compartments folded down and the and the first step down
below the forward fuselage is via hatches. from the fuselage can be bridged by an
For operation of the doors see chapter Sys- adaptor platform * which is normally stowed
tem Operation, section Doors. against the entrance wall.
Fokker 100 Forward Opening Passenger Door *
The entries to, and exits from the passenger The passenger door opens outwards in the
compartment comprise one passenger door, direction of flight and has to be opened and
one forward service door, one aft service closed manually. The door is locked in the
door * and four escape hatches. The pas- open position by a parking hook, which can
senger and service doors also serve as be released with the parking-hook release
emergency exits. Three cargo doors give handle. In the closed position, the door is
access to the cargo compartments. Access locked and unlocked by means of either the
to pressurized maintenance compartments inboard or the outboard door lock handle.
below the forward fuselage is via hatches. The door is properly locked when the inboard
For operation of the doors see chapter Sys- door lock handle is pointing in the direction of
tem Operation, section Doors. flight. An indicator at the top left side of the
door shows the door status as either 'locked'
PASSENGER DOOR in green or 'open' in red. A vent flap is
mechanically connected to the locking mech-
The passenger door, the main entry to the anism; when the door is locked, the flap is
aircraft, is located at the forward LH side of closed. The door is equipped with an escape
the fuselage. slide and a door selector for automatic or
Passenger Door with Integral Stair manual slide operation; see below.
The passenger door has an integral stairway SERVICE DOOR
and opens outwards and downwards. The
door is locked and unlocked with either the The service door for the galley opens out-
inboard or the outboard door lock handle. wards in the direction of flight and is located
Electrical controls to open or close the door at the forward RH side of the fuselage. When
are located both inside and outside the air- an aft service door is installed, it is located at
craft. At the inside a door indication panel * is the aft LH side of the fuselage. The door is
located near the operating buttons of the locked and unlocked by means of either the
door and shows the open / closed, locked / inboard or the outboard door handle and has
unlocked status of the door and is to be used to be opened and closed manually. The door
as guidance for the flight attendant. For indi- is properly closed when the inboard door
cation the same switches are used as for the handle is pointing in the direction of flight. An
flight deck indication at the MFDU. The indi- indicator at the inboard side of the door veri-
cation at the MFDU overrules the indication fies the locked position. A retract handle is
at the door indication panel. In the event of installed to release the door when locked in
an emergency or a malfunction of the electri- the open position. A viewing device * is
cal control system, the door can be opened installed so that the person who operates the
manually. A pax door override switch *, is door inside the aircraft can check the area
located above the inboard operating controls outside the door is clear before they open it.
in the upper ceiling. The door is equipped with an escape slide
and a door selector for automatic or manual
slide operation; see next page.

DOORS VERSION 01
ISSUE 005
ESCAPE SLIDE MAINTENANCE ACCESS HATCHES

Escape slide operation can be enabled or Plug-type hatches, located at the bottom of
disabled via the door selector. With the door the forward fuselage, give access to pressur-
selector in AUTOMATIC, deployment and ized compartments. The hatches can only be
inflation of the slide are automatic when the opened and closed from outside the aircraft.
door is opened from the inside. In MANUAL, One hatch or, in case of the Fokker 100, two
the door can be opened without the slide hatches, give access to the avionics com-
being inflated. partment. Three hatches, designated forward
When the door is opened from the outside equipment hatches, give access to air condi-
and the door selector is in AUTOMATIC, the tioning equipment and to a space under the
door selector will return to MANUAL auto- flight deck floor.
matically.
The slide is of the single-lane type. If it fails FLIGHT DECK INDICATIONS
to inflate automatically, the red inflation han-
dle at the RH side of the side pack must be When the aircraft is on the ground with the
pulled upon deployment, the slide is illumi- parking brake set or both engines out, and
nated by built-in lighting. either the passenger door, a service door or
a cargo door is not closed a dedicated status
ESCAPE HATCHES message will be displayed on the secondary
page at the MFDU. If any of these doors is
The escape hatches are installed on each not properly closed and the parking brake is
side of the passenger compartment above released, an alert will be presented. A similar
the wings. The hatches open inward and can alert is presented when an avionics compart-
be released from the inside or from the out- ment hatch* or a forward equipment bay
side of the aircraft. In case of evacuation, the hatch* is not closed.
escape hatches must be pulled in, turned Optionally, an additional status message is
diagonally and thrown out of the aircraft. The provided to indicate whether the service door
backrests of the passenger seats at the selector is in MANUAL or AUTOMATIC.
escape hatches cannot fold forward to pre- When the door selector is in MANUAL and
vent them from blocking the exit. the parking brake is released while either fuel
lever is open, an alert is presented, The alert
Life Lines*
is also presented when the door selector is in
Life lines are provided next to the overwing AUTOMATIC while both fuel levers are
escape hatches. They can be connected to closed. Optionally, a similar message is pro-
an attachment point on the wing at the outer vided for the forward opening passenger
flap track fairing for use after ditching. door.
CARGO DOORS
The cargo doors at the RH side of the fuse-
lage belly provide access to the forward and
rear cargo compartments. The doors open
outwards and upwards, or, when small cargo
doors are installed*, outwards and down-
wards. A cargo door can only be locked and
unlocked from outside the aircraft by means
of an integrated handle, which is covered by
a flap. Viewing ports, if installed, can be used
to check whether a cargo door is properly
locked.

AIRCRAFT GENERAL PAGE 8A2A
DOORS VERSION 02
ISSUE 002
FLIGHT DECK DOOR Emergency Operation

General The EARP, located at the forward attendant's
station, is provided to request emergency
The flight deck door is equipped with a Flight access into the flight deck by the cabin crew
Deck Access System (FDAS) and provides in case one or both pilots have been incapac-
normal and emergency flight deck access. itated.
The system consists of: To prevent inappropriate use, this panel is
- a Flight Deck Access Computer (FDAC). hidden behind a cover.
- a F-DK DOOR LOCK p/b. To request emergency flight deck access a
- two F-DK DOOR lights. REQUEST button, located at the EARP is
- an Emergency Access Request Panel provided.
(EARP). To annunciate or deny an emergency flight
- an EMER F-DK ACCESS p/b. deck access request an EMER F-DK
The door is closed if the door is flush with the ACCESS p/b, located at the LH side of the
door frame and the door knob, at the flight pedestal is provided.
deck side, is in the CLOSED position. In this If emergency flight deck access is requested
case the bolt is fully extended and the door by the cabin crew:
can be locked electrically, or manually with - the ACS REQUEST light (white) at EARP
the lock pin. comes on;
Before granting access to the flight deck, per- - the EMER F-DK "ACCESS" light (red)
sons can be identified by the flight crew comes on;
through a viewport in the door or by a video- - aural alert (repetitive triple buzzer).
system (optional). By depressing the EMER F-DK ACCESS p/b
Normal Operation the emergency flight deck access request is
denied.
To lock or unlock the door a F-DK DOOR If emergency flight deck access is denied by
LOCK p/b, located at the LH side of the ped- the flight crew:
estal, is provided. By depressing the F-DK - the EMER F-DK "DENY" light (blue)
DOOR LOCK p/b the bolt is fixated in the comes on;
extended position by a solenoid, thus locking - aural alert is cancelled.
the door. - the ACS DENIED light (red) at EARP
If the door is closed and locked the F-DK comes on;
DOOR LOCK p/b is blank. Once denied a new emergency flight deck
The door can be unlocked by depressing the access request is inhibited for 5 minutes.
F-DK DOOR LOCK p/b again. To open the If emergency flight deck access is requested
door, the door knob at either side of the door and is not denied by the flight crew within 30
must be rotated, followed a by pulling or seconds, the flight deck door will unlock
pushing action against the door. automatically.
If the door is not closed and not locked:
- the F-DK DOOR "NOT LKD" light (white) Alternate Operation
comes on; In case of an electric lock failure or a DC bus
- the UNLOCKED light (green) at the 1 failure, a lock pin is provided at the flight
EARP comes on. deck side to lock the door manually, wich fix-
If the door is not locked for two minutes and ates the bolt in the extended position.
at least one engine is running: In case of a ground emergency evacuation
- the F-DK DOOR "NOT LKD" light (white) (battery power only), the electrical lock is
extinguishes; automatically removed and the door can be
- the F-DK DOOR "NOT LKD" light (amber) opened from both sides.
comes on;
- the UNLOCKED light (green) at the
EARP remains on;
- the F-DK DOOR lights (amber) at the
main instrument panel comes on.

AIRCRAFT GENERAL PAGE 22B
DOORS VERSION 02
ISSUE 002
INTENTIONALLY
LEFT
BLANK

DOORS VERSION 01
ISSUE 003
PASSENGER DOOR WITH INTEGRAL STAIR

OPERATING CONTROLS INBOARD
STAIRWAY
LIGHT BUTTON
OPERATING BUTTONS
LOCK ROLLER
GATE
LOCK
RELEASE
LEVER
DOOR LOCK
HANDLE
JDRS–001

DOORS VERSION 01
ISSUE 003
PASSENGER DOOR
WITH INTEGRAL STAIR DOOR STATUS LIGHTS
OPERATING CONTROLS INBOARD Door not locked light (red)
WITH DOOR INDICATION PANEL* - Door is open and not locked.
Door not locked light (flashing red)
WARNING: - Door is closed and not locked.
DO NOT OPERATE DOOR HANDLE Door locked light (green)

DURING FLIGHT - Door is closed and locked.
INFORM FLIGHT CREW WHEN RED LIGHT
ILLUMINATES DURING FLIGHT
DOOR INDICATION PANEL
WARN INGR: HANDLE

ERATE DOO
OP
DO NOT FLIGHT
DURING
RED LIGHT
REW WHEN
FLIGHT C URING FLIGHT
INFORM SD
ILLUMUNATE
LOCK ROLLER
GATE
STAIRWAY
LIGHT BUTTON LOCK
RELEASE
OPERATING
LEVER
BUTTONS
DOOR LOCK
HANDLE
JDRS–012/A

AIRCRAFT GENERAL PAGE 1 4A
DOORS VERSION 02
ISSUE 002
F–DK DOOR LIGHTS

LOCATION: CAPTAIN’S AND FIRST OFFICER’S
MAIN INSTRUMENT PANEL
F–DK DOOR LIGHTS
F–DK DOOR (amber)

– Flight deck door is not locked for
two minutes and at least one engine
is running.
F–DK F–DK – NOT LKD at F–DK DOOR LOCK p/b
DOOR DOOR on.
– UNLOCKED light at EARP on.
F–DK DOOR CONTROLS

LOCATION: PEDESTAL
F–DK DOOR LOCK P/B
Normal (blank)
– Flight deck door closed and locked.
NOT LKD (amber)

– Flight deck door is not locked for
F–DK DOOR LOCK
two minutes and at least one engine
is running.
NOT LKD – F–DK DOOR lights at main
instrument panel on.
NOT LKD
ACCESS NOT LKD (white)

– Flight deck door is not closed and
DENY not locked.
EMER F–DK
ACCESS
EMER F–DK ACCESS P/B
Normal (blank)
– No emergency flight deck access
requested.
ACCESS (red)
– Emergency flight deck access
requested by the cabin crew at EARP.
– Aural alert (repetitive triple buzzer).
– ACS REQUESTED light at EARP on.
NOTE: Flight deck door will unlock
automatically if DENY is not
selected within 30 seconds.
DENY (blue)
– Emergency flight deck access request
denied.
– Aural alert cancelled.
– ACS DENIED light at EARP on.
– Inhibit a new emergency flight deck
access request for 5 minutes.
JDRS–025/A

AIRCRAFT GENERAL PAGE 24B
DOORS VERSION 02
ISSUE 002
F-DK DOOR KNOB

LOCATION: FLIGHT DECK SIDE
CLOSED
F-DK DOOR CLOSED

LOCK PIN
CLOSED
CLOSED
F-DK DOOR OPEN F–DK DOOR CLOSED AND

LOCKED WITH LOCK PIN
JDRS–018

PAGE 5
AIRCRAFT GENERAL
VERSION 01
DOORS ISSUE 002
PAX DOOR OVERRIDE SWITCH *

LOCATION: ABOVE THE INBOARD OPERATING CONTROLS IN THE
UPPER CEILING
PAX DOOR OVERRIDE SWITCH

(guarded)
To open or close the door manually

Q!!!y when the door lalls to move
downward or upward dunng normal
operation.
PAXDOOR
OVERRIDE
JDRS·Oll
- - - - - - - - AOM FOKKER 70 / AOM FOKKER 100 - - - - - - - -

PAGE 6
AIRCRAFT GENERAL
VERSION 01
DOORS ISSUE 002
PASSENGER DOOR WITH INTEGRAL STAIR (CONTINUED)

OPERATING CONTROLS OUTBOARD
00
UP STOP DOWN
@OO
IFDOOR FAILS TO GO DOWN
PUll. GRIP ON DOOR
DOOR LOCK HANDLE
OPEN JDRS-002

PAGE 7
AIRCRAFT GENERAL
VERSION 01
DOORS ISSUE 003
AIR BRIDGE ADAPTER PLATFORM*
ADAPTER
PLATFORM
STOWED
POSITION
AIR BRIDGE ADAPTER
\ ,
HANDRAILS
STOWED
POSITION
JDRS-003

PAGE 8
AIRCRAFT GENERAL
VERSION 01
DOORS ISSUE 003
FORWARD OPENING PASSENGER DOOR

(INSIDE VIEW)
WINDOW
DOOR LOCK
INDICATOR
HAND GRIP
HANDGRIP
DOOR LOCK
HANDLE
VENT FLAP-
PARKING·HOOK
RELEASE HANDLE
DOOR
SELECTOR
SLIDE PACK
COVER --
DIRECTION
OF FLIGHT
SLIDE BAR
JDRS-004
--~---- AOM FOKKER 70/ AOM FOKKER 100 - - - - - - -

DOORS VERSION 01
ISSUE 004
FWD SERVICE DOOR (INSIDE VIEW)
DOOR VIEWING
SELECTOR DEVICE *
HANDGRIP
RETRACT
HANDLE EVACUATION SLIDE
DOOR LOCK
INDICATOR
DOOR LOCK
HANDLE
PRESSURE
INDICATOR
SLIDE PACK
DIRECTION COVER
OF FLIGHT
SLIDE BAR
NOTE: The aft service door * is a mirror image of the fwd service door.
JDRS–005/A

DOORS VERSION 01
ISSUE 004
ESCAPE SLIDE
MANUAL INFLATION HANDLE
GIRT BAR FLOOR BRACKET
DETACHMENT HANDLE
JDRS-006

PAGE 11
AIRCRAFT GENERAL
VERSION 01
DOORS ISSUE 001
OVERWING ESCAPE HATCHES

OPERATION
JDRS-007:A

PAGE 12
AIRCRAFT GENERAL
VERSION 01
DOORS ISSUE 001
FWS CONTROLLED SYSTEM ALERTS

CONDITION(S) I ALERT LEVEL ANNUNCIATIONS
AURAL MWLlMCL MFDU LOCAL
PASSENGER! SERVICE
A ~~~:~~ ~~:RKING
BRAKE RELEASED
CARGO DOOR(S) NOT

AFT! MID! FWD
8 LOCKED + PARKING
CARGO DOOR
BRAKE RELEASED
AVIONICS COMPT
HATCH(ES) NOT FWD! AFT
CLOCKED + PARKING AYNCS HATCH
BRAKE RELEASED ·
FORWARD EOUIPMENT
D BAY HATCH(ES) NOT FWD EOPT
LOCKED + PARKING HATCHES
BRAKE RELEASED·
1::':::::::::::::::1 ALERT INHIBITION
z z ...
0 0 o
~ "
zw ... ...... "...z
... f o...
u
...
~ '"
II:
ii: 2 ...:::; III
~: TAXI I~:J TO TO CL8 CRZ DES APPR LAND TAXI ~

A :"':::::"'::: :::::::::
8 :"':::::"'::: :::::::::
C :"':::::"':::
D :"':::::"':::
JDRS=OO8lA

PAGE 13
AIRCRAFT GENERAL
VERSION 01
DOORS
ISSUE 001

AURAL MWL / MCL MFDU LOCAL
PASSENGER DOOR
PAX DOOR
A SELECTOR POSITION
SELECTOR
INCORRECT"
SERVICE DOOR
SERV DOOR
B SELECTOR POSITION
SELECTOR
INCORRECT"
I11III ALERT INHIBmON
Z Z
0 Z
...... 15
0 0
~:z:
0-
I!I -<
f ... ......~
...
Z II/!
f ..... t;: t;: t;: 0-

0-
-'
Z
.
IL V
0-
V
8 § ~ j
'" § § ~
~
II/!
ii: ~ 0
S! ~ 0
ENG INIT
TAXI
OUT TO
JDRS' OO9IA

DOORS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

AIRCRAFT GENERAL PAGE 1 4C
DOORS VERSION 01
ISSUE 002
EMERGENCY ACCESS REQUEST PANEL

LOCATION: FORWARD ATTENDANT’S STATION
REQUEST BUTTON
Depress momentarily to:

– Request an emergency flight deck
access.
EMERGENCY ACCESS
REQUEST PANEL NOTE: If an emergency flight deck
access request is denied by the
flight crew a new request is
inhibited for 5 minutes.
REQUEST
ACCESS REQUESTED LIGHT
Light (white)
ACS REQUESTED – Emergency flight deck access
requested by the cabin crew.
ACS DENIED
ACCESS DENIED LIGHT
UNLOCKED Light (red)
– Emergency flight deck access
request denied by the flight crew.
UNLOCKED LIGHT
Light (green)
– Flight deck door unlocked.
JDRS–026/A

AIRCRAFT GENERAL PAGE 24D
DOORS VERSION 01
ISSUE 002
INTENTIONALLY
LEFT
BLANK

1.02.05
AIRCRAFT GENERAL
VERSION 01
LIGHTS ISSUE 003
GENERAL Reading lights, chart holder lights and

side panel lights can be controlled lo-
Aircraft lighting systems controlled from cally.
the flight deck are : The lights for the observer 's panels can
Exterior lighting. be controlled from the dome light panel.
- Flight deck lighting . Dome lights, for general flight deck il-
- Emergency lighting . lumination, are located left and right at
the top of the overhead panel. In addition
EXTERIOR LIGHTING to the button at the F-DK LIGHT panel,
the dome lights can also be switched on
Exterior lighting systems are controlled or off from the dome light panel.
from the EXT LIGHTS panel, located at The overhead panel, the glareshield, the
the overhead panel. They comprise land- pedestal and the instruments at the main
ing, taxi/landing , wing inspection, bea- instrument panel are provided with inte-
con, strobe *, navigation and logo * gral lighting , which can be controlled in-
lights. dependently for each panel.
In each wing tip a retractable landing All panels are also provided with flood-
light is installed. A retractable landing lights. The main instrument panel flood-
light, which also serves as taxi light, is lights and the glareshield floodlights can
mounted underneath the aircraft nose. If be controlled independently for each
a landing or taxi/landing light is not re- panel. The flight deck floodlights , which
tracted, a memo message is presented provide general flight deck lighting and
at the MFDU primary page. In the event lighting of the overhead panel and the
of an engine failure , all extended lights pedestal, are integrated in the dome light
will retract automatically except when the assemblies. Control, however, is inde-
landing gear is down. pendent of dome light switching.
Two wing inspection lights are installed All annunciators are brightness con-
in the fuselage to illuminate the wing trolled by one dim/bright selector. Those
leading edges. lights that are normally blank have two
Two beacon lights are installed; one at brightness levels: dim and bright. See
the bottom of the fuselage and one at the also section Flight Warning System. All
top of the vertical stabilizer. other lights have six brightness levels:
Three navigation light units are installed; three dim and three bright. The maxi-
one at each wing tip and one in the verti- mum brightness level is the reset posi-
cal stabilizer fairing. Each unit contains tion (RST). When electrical power is ap-
two navigation lights, one of which can plied to the aircraft, the lights come on
be used as a towing light. fully bright and are automatically dimmed
Each navigation light unit also contains a after 15 minutes * irrespective of selector
strobe light * . The strobe lights can be position; selecting the RST position re-
controlled manually or automatically. sets the selector for brightness control.
When controlled automatically, the strobe Annunciator lights can be tested from the
lights are on only when the aircraft is air- TEST panel. See also section Flight
borne. Warning System.
Two logo lights are installed *; one in
each outboard flap-track fairing. The logo NOTE: A STORM light p/b is installed at
lights are on when the aircraft is on the the F-DK LIGHT panel to over-
ground or when the flaps are extended, ride the individual controls. When
provided the NAV/LOGO switch or selec- depressed, floodlights and the
tor * is ON. lighted annunciators come on
fully bright.
FLIGHT DECK LIGHTING Individual reading lights for the captain,
the first officer and the observer are in-
Flight deck lighting systems can be con-
stalled in the flight deck ceiling . The
trolled from the F-DK LIGHT panel at the
lights have integrated on/off and dimming
pedestal. They include panel lights, an -
controls . Lighting of each side panel is
nunciator lights, floodlights and dome
controlled by a selector located at the
lights.
side console or side panel * .

PAGE 2
AIRCRAFT GENERAL
VERSION 01
LIGHTS ISSUE 003
Two chart holder lights, one at each Emergency lights are located in the' flight
control wheel, can be controlled by a deck, in the standby and exit light
knob on top of the chart holder. assemblies, in the integral stair" of the
passenger door and outside the aircraft
EMERGENCY LIGHTING near the escape hatches. Emergency
Emergency lighting comprises exit, lights also comprise the floor proximity
standby and emergency lights. The es- lights in the passenger compartment
cape slide is provided with built-in light- aisle and near the exits. The emergency
ing, which comes on upon deployment. lights come on automatically if generator
power is not available, provided the
Exit lights are located above the doors, emergency lights selector at the over-
above the escape hatches, in the front of head pane.l is in the armed position.
the cabin and in the passenger compart- When the emergency lights are not
ment aisle. The exit lights are on when armed, the emergency-lights-not-armed
the landing gear is down. light comes on. The emergency lights
Standby lights are located in the pas- can be manually switched on with the
senger entrance, in the passenger com- emergency lights selector in the flight
partment aisle, in the aft cabin area and deck, or with a guarded emergency
in the toilet compartments. The standby lights switch located adjacent to the for-
lights in the toilet compartments are con- ward attendant's station.
tinuously on. All other standby lights NOTE: The emergency selector must
come on automatically when only battery remain in the OFF position for at
power is available. least 60 seconds.
- - - - - - - A O M FOKKER 70/ AOM FOKKER 100 - - - - - - -

1.02.05
AIRCRAFT GENERAL
VERSION 01
LIGHTS ISSUE 002
EXTERIOR LIGHTS
NAVIGATION UGHTS
& STROBE UGHT·
NAVIGATION UGHTS
& STROBE UGHT·
NAVIGATION LIGHT
& STROBE LIGHT·
LANDING UGHT NAVIGATION UGHTS

" STROBE UGHT·
LANDING UGHT TAXIILANDING UGHT LANDING UGHT

JLTS-oOl
- - - - - - - - AOM FOKKER 70/ AOM FOKKER 100 - - - - - - - -

1.02.05
SYSTEM DESCRIPTIONS
PAGE 4
AIRCRAFT GENERAL
VERSION 01
LIGHTS ISSUE 002
EXTERIOR LIGHTS PANEL

LOCATION: OVERHEAD PANEL
NAV
1--------1 NAVIGATION AND LOGO LIGHTS

SELECTOR
NAV/lOGO
STROBE LIGHT SELECTOR· BEACON LIGHTS PI B
OFF Normal (blank)

- Strobe lights 011. - Beacon lights on.
AUTO OFF (white)
- Strobe lights on during flight. - Beacon lights manually switched
ON off.
- Strobe lights on.
NAVIGATION AND LOGO· LIGHTS

SWITCH
WING INSPECTION LIGHTS PI B
Normal (blank)
- Wing inspection lights 011.
ON (blue)
- Wing inspection lights manually
WING switched on.
STROBE BEACON NAV/LOGO
INSPEC
TAXVLANDING LIGHT SWITCHES

ON~ON~--"'"
~ 000 0
RETR
~EXTD EXTD--~"
- Landing lights off and retracted.
RETR RETR EXTD
TAXI/LANDING - Landing lights extended and off.
ON
- Landing lights extended and on.
NOTE: 1. The TAXVLANDING light Is
controlled via the center
switch.
2. When one or more lights
are extended, a memo
message TAXVLDG LIGHT
EXTD Is displayed at the
MFDU primary page.
JLTS·002/A

LIGHTS VERSION 01
ISSUE 005
FLIGHT DECK LIGHTS PANEL

LOCATION: PEDESTAL
GLARESHIELD BRIGHTNESS
CONTROL KNOB
OVERHEAD PANEL BRIGHTNESS
CONTROL KNOB Rotate:
- Inner knob to adjust brightness of
Rotate to adjust brightness of integral integral lights.
overhead panel lights. - Outer knob to adjust brightness of
floodlights.

BRIGHTNESS CONTROL KNOBS
Rotate:
- Inner knob to adjust brightness of
integral instrument lights.
- Outer knob to adjust brightness of
floodlights.
PEDESTAL BRIGHTNESS CONTROL

KNOB
Rotate to adjust brightness of inetegral

pedestal lights.
FLIGHT DECK FLOODLIGHT

CONTROL KNOB
Rotate to adjust brightness of flight

deck floodlight.
DOME LIGHT BUTTON
Push to switch dome light on or off.
ANNUNCIATOR BRIGHTNESS
CONTROL KNOB
DIM
- One dim level for annunciators
normally blank.
- Three dim levels for all other
annunciators.
NOTE: Except MWL, MCL, and
autoland caution lights.
BRT
STORM LIGHT P/B - One bright level for annunciators
normally blank.
Normal (blank) - Three bright levels for all other
- Brightness of flight deck lights as set annunciators.
by the relevant controls. RST
ON (blue) - Maximum bright level.
- Floodlights and lighted annunciators - Resets brightness level if not in
fully bright. accordance with selector position.
JLTS–003/A

LIGHTS VERSION 01
ISSUE 005
DOME LIGHT PANEL

LOCATION: OVERHEAD PANEL OR OBSERVER S STATION *
OBSERVER PANEL LIGHT BUTTON DOME LIGHT BUTTON
Push to switch the observer panel Push to switch dome lights on or off.
lights on or off.
SIDE PANEL LIGHTS PANEL

LOCATION SIDE CONSOLE OR SIDE PANEL *
SIDE PANEL LIGHTING SELECTOR
OFF
- Side panel lights off.
DIM
- Side panel lights on, dimmed.
BRIGHT
- Side panel lights on, bright.
SIDE CONSOLE SIDE PANEL
JLTS–004/B

1.02.05
AIRCRAFT GENERAL
VERSION 01
LIGHTS ISSUE 002
RH LOWER OVERHEAD PANEL

EMERGENCY LIGHTS NOT ARMED

LIGHT
Normal (blank)
- Emergency lights armed.
NOT ARMED (amber)
- Emergency lighting system not
ARMED.
OFF
- Emergency lights off.
ARMED (detent)
- Emergency lights armed.
NOTE: Pull to select ON or OFF.
ON
- Emergency lights on.
JLTS-005IA

1.02.05
SYSTEM DESCRIPTIONS
PAGE 8
AIRCRAFT GENERAL
VERSION 01
LIGHTS ISSUE 002
TEST PANEL
Depress 10 lesllhe while, blue and

green annunciator lights.
JLTS-006

COMMUNICATION SYSTEMS PAGE 1
CONTENTS VERSION 01
ISSUE 004
1.03.01 Communication
- Audio Management System
- Radio Communication
- Internal Communication
- Audio Panel
- Control Wheel (F/O)
- Avionics Panel
- Jack Panels
- Cockpit Voice Recorder Panel
- VHF COM Panel
- HF COM Panel
- UHF Com Panel
- Left Lower Overhead Panel
- FWS Controlled System Alerts
1.03.02 ACARS / SATCOM

- General
- MIDU
- ACARS
- SATCOM
- Multi-input Interactive Display Unit
- Data Switch Panel
1.03.03 Emergency Communication

- Megaphone
- ELT Systems
- ELT Panel
- Portable ELT
1.03.04 Video Surveillance System *

- General
- Cameras
- Display Unit
- System Controls

CONTENTS VERSION 01
ISSUE 004
INTENTIONALLY
LEFT
BLANK

COMMUNICATION VERSION 01
ISSUE 004
The communication system includes facilities Loudspeakers / Headphones

for radio communication and for internal Two loudspeakers are installed in the flight
communication. Aural communication facili- deck ceiling. When the hand mike or boom
ties are integrated in an audio management mike is used, both loudspeakers are muted.
system. The loudspeakers are not muted when the
oxygen-mask mike is in use. Headphones
AUDIO MANAGEMENT SYSTEM can be plugged into the relevant jack panel in
Captain and first officer (F/O) are provided the flight deck ceiling and are not muted.
with individual audio systems (L and R). If an Jack Panels
audio system fails, operation can be restored
by pressing the relevant AUDIO p/b, located Jack panels are installed in the side consoles
at the AVIONICS panel. or side panels and in the flight deck ceiling.
In each ceiling jack panel a headset and a
Audio Panels headphone can be plugged. In each side
Two audio panels provide each pilot selec- console or side panel, a hand mike can be
tion of communication and navigation facili- plugged. At the observer's station a jack
ties. These facilities are: panel is installed in which a headset and a
- VHF radio communication. headphone can be plugged.
- HF radio communication. * Cockpit Voice Recorder (CVR)
- UHF radio communication. *
- Monitoring of navigation aids. The CVR records the last 30 minutes or 120
- Flight interphone with other pilot, minutes * of flight deck audio. All voice com-
observer, and/or ground crew (IC). munication is recorded. Flight deck conver-
- Cabin interphone with attendant(s) sation is recorded via the remote area
(CAB). microphone, installed at the lower side of the
- Passenger Address (PA). overhead panel. Operation is automatic from
engine start until five minutes after engine
Volume control of the selected audio source shutdown. Operation prior to engine start is
is possible. Incoming signals are routed to a obtained by depressing the FDR/CVR GND
loudspeaker and to a headset or head- CTL p/b at the AVIONICS panel. Pre-engine-
phones. The loudspeaker can be switched start operation is indicated by an ON light in
off. For an observer, an audio panel is the p/b. The light extinguishes as soon as
installed * at the observer's station; incoming either engine is started.
signals are not routed to the loudspeakers. A CVR panel is located at the overhead
Microphones panel or at the pedestal * . When the aircraft
is on the ground with the parking brake set,
Three microphones, which can be used for the recorded information can be erased by
all voice communication, are available for depressing the ERASE button. A CVR test is
each pilot: performed when the TEST button is
- A boom mike (headset), plugged into the depressed. To monitor CVR operation, a
relevant jack panel in the flight deck ceil- headphone jack is installed.
ing.
- A hand mike, plugged into the jack panel RADIO COMMUNICATION
at the side console or side panel * . The
hand mike operates only when the inte- General
gral Push To Talk (PTT) button is The aircraft is equipped with the following
depressed. independent communication systems:
- An oxygen-mask mike, which is perma- - VHF COM 1;
nently connected to the audio system and - VHF COM 2;
becomes operative when the oxygen - VHF COM 3 * ;
mask is used. - HF COM 1 * ;
When an oxygen-mask is in use, both hand - HF COM 2 * ;
and boom microphones are inoperative. - UHF COM * .
To restore communication with the hand or These systems are integrated in the audio
boom microphone, the doors of the oxygen- system and each pilot can select any of them
mask container must be closed and RESET for use via the audio panel. Incoming signals
must be selected (see section Oxygen). to the selected transceiver can always be
For the observer a boom mike (headset) and heard. Radio Transmission (RT) must be
an oxygen-mask mike are available. selected either at the audio panel or on the

ISSUE 004
control wheel. When the hand mike is used HF COM Systems *

for radio transmission, RT selection is not Each HF COM system comprises an external
needed. mounted antenna, a transceiver and a con-
VHF COM Systems trol panel located at the pedestal. One fre-
quency can be set at a HF COM panel. The
Each VHF COM system which comprises an HF frequency range is 2.800 to 23.999 MHz,
external mounted antenna, a transceiver and with increments of 1.0 kHz. Amplitude modu-
a control panel located at the pedestal. Two lation or single sideband operation can be
frequencies can be set at a VHF COM(M) selected.
control panel. Either frequency can be NOTE: Since HF COM 1 and HF COM 2
selected for use. The VHF frequency range use the same antenna, the HF COM
is: systems cannot transmit simulta-
- 118.000 to 135.975 MHz with increments neously, nor can one system
of 25 kHz, or, receive when the other is transmit-
- 118.000 to 136.975 MHz (extended) * , ting. Simultaneous reception, how-
with increments of 25 kHz, or, ever, is possible.
- 118.000 to 136.990 MHz with increments UHF COM System *
of 8.33 kHz * . The UHF COM system comprises an exter-
When an Arinc Communication Adress and nal mounted antenna, a transceiver and a
Reporting System (ACARS) is installed * , control panel located at the pedestal. The
VHF COM 3 is dedicated to ACARS and can- transceiver consists of a main transceiver
not be used for voice communication, unless and a guard receiver. The UHF frequency
selected via the ACARS VOICE / DATA range is 225.000 to 399.975 MHz, with incre-
switch on the data switch panel. ments of 25 kHz.
VHF with 8.33 kHz channel spacing Fre- The main transceiver can be set to any fre-
quency to Channel Conversion Table quency within the UHF frequency range via
the frequency selectors. The guard receiver
Freq (MHz) Ch Spacing Ch ID can only receive signals via the guard fre-
118.0000 25 118.000 quency (243 MHz). Reception via the guard
frequency can be disabled. The main trans-
118.0000 8.33 118.005 ceiver can automatically be set to the guard
118.008 8.33 118.010 frequency via the frequency select switch,
118.0167 8.33 118.015 thus allowing reception and transmission via
the guard frequency.
118.0250 25 118.025 The UHF COM system is provided with
118.0250 8.33 118.030 squelch.
Selective Calling (SELCAL) *
118.0333 8.33 118.035 A selcal system is installed to inform the
118.0417 8.33 118.040 pilots when the aircraft is being called via
118.0500 25 118.050 either VHF or HF communication system.
When called, a distinctive light, incorporated
118.0500 8.33 118.055 in a selcal p/b, comes on and an interrupted
118.0583 8.33 118.060 buzzer sounds. The interrupted buzzer is a
dedicated aural alert; see section Flight
118.0667 8.33 118.065 Warning System. The annunciation can be
118.0750 25 118.075 cancelled by depressing the lighted selcal p/
b. The selcal p/b's are located at the left
118.0750 8.33 118.080
lower overhead panel.
118.0833 8.33 118.085 Navigation Aid Audio Monitoring
118.0917 8.33 118.090 Monitoring ADF, VOR, ILS, DME and marker
beacon is possible by depressing and releas-
118.1000 25 118.100 ing the relevant navigation audio control
118.1000 8.33 118.105 knobs at the audio panel. A released knob
will pop out and illuminate. The volume of
etc.
each audio channel can be adjusted by rotat-
ing the relevant button. Monitoring of DME is
paired with VOR or, optionally, ILS monitor-
ing. Navigation aids can be monitored simul-
taneously.

PAGE 3
COMMUNICATION SYSTEMS
VERSION 01
COMMUNICATION ISSUE 003
INTERNAL COMMUNICATION An attendant can request the pilots to

Flight Interphone use cabin interphone by depressing a
button at the handset hanger. This will re-
Flight interphone enables communication sult in a FWD, MID * or AFT CALL light
between captain, first officer and obser- at the left lower overhead panel and a
ver. Flight interphone is active when IC is buzzer via the audio system.
selected on either control wheel or when Once the CALL light is on, the cabin in-
OPEN IC is selected at either audio terphone can be used by depressing the
panel. Any microphone can be used. cabin interphone button (CAB) at the
Flight interphone also enables communi- relevant audio panel. The flight deck
cation with the ground crew; a flight inter- crew members can use any microphone.
phone jack is installed next to the exter- The attendants can use the handsets. A
nal power receptacle. A flight deck crew- flight deck crew member can interrupt
member can request the ground crew to communication via the RESET button,
use flight interphone by depressing the which also resets the CALL light. An at-
GND CALL p/b at the left lower overhead tendant can interrupt communication via
panel. This will activate a horn in the the RESET p/b at the handset hanger or
nose-wheel bay. The ground crew can by returning the handset to the hanger.
request the pilots to use flight interphone A general attendant call can be issued
by depressing the pilot call button lo- by depressing the ALL ATTND CALL but-
cated next to the external power recep- ton. This will result in a dedicated chime
tacle. This will result in a GND CALL light in the cabin.
at the left lower overhead panel and a
buzzer via the audio system. The buzzer Passenger Address
is a brief dedicated aural alert; see sec- PA can be used by the pilots and by the
tion Flight Warning System. Communica- attendants. The pilots can use any
tion with the ground crew can be inter- microphone for PA when PA is selected
rupted via the RESET button, which also at the audio panel. The attendants have
resets the CALL light. access to the PA system via hand micro-
NOTE: 1. As long as the microphone phones, located next to the handsets.
switch at either audio panel is and via a music reproducer *. The
in the OPEN IC position, which music reproducer provides pre-recorded
is a maintained position, both announcements and boarding music. A
loudspeakers remain muted. pre-recorded emergency message is
2. When an audio panel for the automatically presented when the pas-
observer is not installed, the senger oxygen system is activated
observer's microphone is in- (either automatically or manually); see
operative when the aircraft is section Oxygen. Announcements from
on the ground. Headphone the flight deck override announcements
audio is the same as the cap- from the cabin. Both override pre-
tain's. recorded announcements and boarding
music. PA volume in the cabin is auto-
Cabin Interphone matically increased when the engines
Cabin interphone enables communica- are running and when the passenger
tion between a flight deck crew member oxygen system is activated. PA an-
and an attendant as well as between two nouncements and boarding music can
attendants. be monitored in the flight deck via the PA
volume knob.
A flight deck crew member can request
an attendant to use the cabin interphone
by depressing the FWD. MID * or AFT
CALL p/b at the left lower overhead
panel. In the cabin, this will result in a
dedicated chime, an area call light (see
subsection Cabin General) and a light at
the handset hanger.

PAGE 4
VERSION 01
Cabin Signs
Annunciators with 'fasten seat belts' and
'no smoking' legends are provided at
each passenger service panel. The
signs are controlled from the left lower
overhead panel. The 'no smoking' signs
are activated automatically when AUTO
has been selected and the landing gear
is lowered, or when the passenger
oxygen system is activated (see section
Oxygen). The 'fasten seat belts' sign in-
cludes 'return to cabin' signs in the toilet
compartments. A dedicated chime in the
cabin announces any on or off switching
of the signs.

1.03.01
VERSION 01
COMM UN ICATION ISSUE 001
AUDIO PANEL
LOCATION: PEDESTAL OR SIDE CONSOLE
- Loudspeaker active.
Loudspeaker mU1ed when boom-
or handamicrophone is selected
for use.
OFF
- Microphone selected for flight

interphone.
RT (spring loaded to center)
Microphone selected for radio
transmission.
NAVIGATION AUDIO FILTER
BUTTON
When depressed: NAVIGATION AUDIO CONTROL

Voice audio only; ideot signals KNOBS VOR 1/2, MKR, ILS, ADF.
from VOR 1 and 2 are suppressed. ADF 1/2 *
In (blank)
- Monitoring of respective system
off.
Out (lit)
- Monitoring of respective system
on.
- Rotate to adjust volume.
TRANSCEIVER SELECT BUTTONS

VHF 1, VHF 2, VHF 3 *. HF 1 *. HF 2 *
000
1 VHF 2 VHF 3
Depress to select respective
transceiver. ~
NOTE: 1. When a button is
depressed, any other
depressed button pops
out .
2. A depressed button Is lit.
CABIN INTERPHONE BUTTON
Microphone selected for cabin
VH F 1, VHF 2, VHF 3 *, HF 1 *, HF 2 *
- Set lever to adjust the audio
volume of the respective
transceiver above minimum level.
- Monitoring of PA system off.

Out (lit) Set lever to adjust audio volume of
Monitoring of PA system on, interphone above minimum level.
- Rotate to adlust volume.
JCOM ·OOI
- - - - - - - - AOM FOKKER 70 / AOM FOKKER 100 - - - - - - -

1.03.01
VERSION 01
CONTROL WHEEL (FlO)
IC/RT SELECTOR (F/O)
IC (spring loaded to center)

- Boom ~ or mask· mike selected for
flight interphone.
Center position
- No selection.
RT (springloaded to center)
- Boom- or mask-mike selected for
radio transmission.
NOTE : ICIRT SELECTOR at the
captain's control wheel is
installed at LH handgrip.
JCOM-002

1.03.01
VERSION 01
AVIONICS PANEL
- Audio system operating normally.

FAULT (amber)
- Audio system failure.
ALTN (white)
- Alternate audio system selected
for continued normal operation.
NOTE : ALTN selection by the
FlO (R), disables
communication facilities for
the observer.
Normal (blank)
- eVR operation automatically
controlled .
ON (white)
- eVR operation manually activated
before engine start.
NOTE : For the flight Data Recorder
(FOR) see Flight/Navigation
Data Systems.
JCOM-003

PAGE 8
VERSION 01
JACK PANEL (FOR HEADSET AND HEADPHONE)

LOCATION: FLIGHT DECK CEILING
HEADSET CONNECTOR HEADPHONE CONNECTOR
B
0
0
M
H
B E
0
0
M
@ @ A
0
5
E
T
MIC TEL H
E
@ @ @ A
D
S
E
·OOMSET f
JACK PANEL (FOR HAND·MIKE)

LOCATION: SIDE CONSOLE
MIC
HAND-MIKE CONNECTOR
JCOM-004IA

ISSUE 004
JACK PANEL (FOR HAND–MIKE) *

LOCATION: SIDE PANEL
HAND MIKE CONNECTOR
COCKPIT VOICE RECORDER PANEL (TYPE 1)

LOCATION: OVERHEAD PANEL OR PEDESTAL
VOLUME INDICATOR TEST BUTTON
Indicates: Depress at least 5 seconds to test

- Level of recorded volume. CVR.
- Test results.
ERASE BUTTON
Depress at least 2 seconds to erase the

recorded information; effective only on
the ground with parking brake set.
Allows to monitor recording with

headphones
JCOM–005/B

ISSUE 004

TEST BUTTON TEST LIGHT
Depress at least 5 seconds to test Light comes on (red) for 5 - 10 seconds

CVR. if CVR test is successful.
ERASE BUTTON

HEADSET CONNECTION

headphones.

ERASE BUTTON (red)

HEADSET CONNECTION

headphones.
TEST BUTTON
Depress at least 1 second to test CVR.
STATUS INDICATOR
Status Indicator will flash once on

successful completion of a CVR self
test.
JCOM–006/C

1.03.01
SYSTEM DESCRIPTIONS
PAGE 11
VERSION 01
COMMUNI C ATION ISSUE 004
VHF COM PANEL (TYPE 1)

LOCATION: PEDESTAL
TRANSFER SWITCH
Selects either LH or RH frequency to

TRANSFER LIGHT
be active.
!ndicates active frequency (green).
FREQUENCY DISPLAY
Displays selected frequency in MHz.
VHF COM o FREQUENCY SELECTOR

XFR
Outer knob
- Tunes frequency in steps of
1 MHz.
Inner knob
25 kHz .
NOTE: Last frequency numeral
(0 or 5) is not displayed.
VHF COMM PANEL (TYPE 2)

LOCATION: PEDESTAL
TRANSFER SWITCH
Selects either LH or RH frequency to

be active .
FREOUENCY DISPLAY
Displays selected frequency!

channel .
FREOUENCY SELECTOR
Outer knOb
1 MHz.
Inner knob
- Tunes frequency in steps 01
8.33 kHz.
JCOM -015!A

PAGE 12
VERSION 01
VHF COMM PANEL (TYPE 3)

LOCATION: PEDESTAL
TRANSFER SWITCH
TRANSFER LIGHT
Selects eIther LH or RH frequency to
Indicates active frequency (green or be active.
white).
FREQUENCY DISPLAY
Displays selected frequency /

channel.
FREQUENCY SELECTOR
Outer knob
- Tunes frequency In steps of
V 1 MHz.
H
F Inner knob
COMIIII TEST - Tunes frequency on steps Of
8.33 kHz.
COMM TEST BUTTON
Depress to disable the squelch

(background nOIse will be heard).
HF COM PANEL *
LOCATION: PEDESTAL
FREQUENCY SELECTOR
Outer knob .
- TUnes frequency In steps of FREQUENCY DISPLAY
1 MHz.
Inner knob
- Tunes frequency in steps of MODE SWITCH
100 kHz.
AM
- Amplitude modulation operation.
SSB
- Single sideband operation.
FREQUENCY SELECTOR
Outer knob
10 kHz.
Inner knob
1 kHz.
JCOM·039/A

1.03.01
SYSTEM DESCRIPTIONS SYSTEM DESCRIPTIONS PAGE 13
COMMUNICATION SYSTEMS COMMUNICATION SYSTEMS
VERSION 01
COMMUNICATION COMMUNICATION ISSUE 002
UHF COM PANEL'

LOCATION: PEDESTAL
FREQUENCY SELECTORS
Rotate to select the required

frequency. The selectors from left to
right change the frequency In steps
of:
- 100 MHz
- 10 MHz
- 1 MHz
- 100 kHz
- 25 kHz
RECEIVER SELECT SWITCH
MAIN FREQUENCY SELECT SWITCH

- Reception via main transceiver
only; reception via guard receiver MANUAL
disabled. - Main transceiver tuned to
BOTH frequency set via the frequency
- Reception via main transceiver selectors.
and guard receiver enabled. GUARD
- Main transceiver tuned to guard
frequency (243 MHz).
SQUELCH SWITCH
OFF
- Squelch off.
ON
- Squelch on.
JCOM·016
-------------------------------------------------AOMFOKKER70/AOMFOKKER100------------------------------------------------
1.03.01
SYSTEM DESCRIPTIONS
PAGE 14
VERSION 01
LEFT LOWER OVERHEAD PANEL

Depressed:
- Chime in cabin.
VHF1 , VHF2, VHF3, HF1 , HF2

- Aircraft is being called by a SELCAL
ground station via the respective
HF or VHF COM system.
II HF' II
Depress respective p/b to cancel the
annunciation.
II HF2 II
[;j
IIVHF' II
~
II VHF2 11
IreAd GND
AU TO
RESET
ON o,,~o,
Depressed FWD, MID ' or AFT:

II HF' II
© (})
OFF
- Attendant call. SEATBElT NO SMKG
Depressed GND: II VHF' II
- Ground crew call. ALL
CALL (blue) MID AnNO
- Pilot call (annunciated by buzzer). IIVHF211 OFF
NOTE: The CALL light also comes
on when the respective AFT II CALLI I
© - Cabin signs 'no smoking' off.
AUTO
button is depressed. II VHF3 11 - Cabin signs 'no smoking' on when
AUTO landing gear is down.
ON
- Cabin signs 'no smoking' on.
NOTE: When cabin signs are on,
memo message NO SMKG
ON is displayed on MFDU
primary page.
to interrupt interphone.
ON
- Cabin signs 'fasten seat belts' on.
- Memo message SEAT BELT ON is
displayed on MFDU primary page.
OFF
- Cabin signs 'fasten seat belts' off.
JCOM -009
AOMFOKKER70/AOMFOKKER100-----------------------------------------------
1.03.01
VERSION 01

AURAL MWLI MCL MFDU LOCAL
PILOT CALLED BY
A ATIENDANT OR GROUND
CREW
_~:1</
r-----------------~
BUZZER
1:
1 __
~ ' _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ J1
1
B SELCAL' 1- ~[ c(N:ER:PTED- - - - - - - - - - --:
1 BUZZER 1
L...-_ _ _ _--'---.J 1 ' 1
~ _________________ J
AUDIO SYSTEM
C FAILURE l/R AUDIO
fiWil[;W ALERT INHIBITION
z z ~
0
a:
0 Z
~
0 ...a:w
~ '"~ a:
t t
0
0
... '"~ :5
C1.
... ~ :I:
U ... Z
..
C1. 0
" ~
~
:::>
'"a: 0 0
~
;;: ...0 ~
0
...
0 0
'"
ENG
OUT

ISSUE 001
INTENTIONALLY
LEFT
BLANK

PAGE 1
VERSION 01
ACARS / SATCOM ISSUE 002
GENERAL
The aircraft is equipped with the following communication systems, which are not inte-
grated in the audio system:
- ARINC Communication Address and Reporting System (ACARS) * ;
- Satellite Communication system (SATCOM) *
Both systems can be controlled via one Multi-input Interactive Display Unit (MIDU) located
at the pedestal.
MIDU
General
The Multi-input Interactive Display Unit (MIDU) is the control and display unit of the follow-
ing systems:
- ACARS*;
- Digital Flight Data Management Unit (DFDMU);
- SATCOM*.
The MIDU can be logged on to only one of these systems at a time. A system may also
request the pilot to log on to it.
The MIDU comprises a numerical keyboard, an alphabetic keyboard and a display. The
display provides information in formats referred to as 'pages'. Typically, a page com-
prises a title field (top line), a scratchpad (bottom line) and twelve text lines that are ar-
ranged in six pairs. The six line pairs are split in a LH field and a RH field which can be
individually selected or entered via the Line Select Keys (LSKs) located left and right of
the display. In this description, the LSKs and the associated fields are referred to as 1L
through BL and 1 R through BR. Data entered via the keyboards is displayed in the
scratchpad and can be transferred to a field by pressing the LSK next to that field. Alert
and status messages are also displayed in the scratchpad.
MCDU Menu Page
The MIDU can be logged on to a system via the MCDU Menu page, which is displayed at
power-up of the MIDU or when the MENU key is pressed. The MCDU Menu page displays
prompts for the systems to which the MIDU can be logged on. The MCDU Menu page
also provides access to the maintenance pages of the MIDU.
Mcnu MENU
(ill <ACARS <ACT> (IRJ
@J <ACMS ®D
00 mm <SEL> (]ID
CID @Rl
(]b) mID
(]I) MAINT> (§B)
JCOM·020
When the LSK next to a prompt is pressed, the MIDU logs on to the selected system: The
prompt is displayed in reverse video with a "< SEL > "-label next to it and after approxi-
mately one second the first page related to the selected system is displayed.
When the MIDU is logged on to a system, the MCDU Menu page can be displayed again
by pressing the MENU key. The page now displays an "<ACT> "-label next to the system
to which the MIDU is logged on. When the LSK next to a prompt of another system is
pressed, the MIDU will first log off from the system to which it is currently logged on and
subsequently log on to the selected system.
- - - - - - - - A O M FOKKER 70 I AOM FOKKER 100 - - - - - - - -

1.03.02
VERSION 01
When a system requests the pilot to log on to it, the MENU annunciator will come on and
the MCDU Menu page will display a "< REQ > "-label next to the prompt of the system re-
questing log on.
If a system is not available, the associated prompt is cleared from the MCDU Menu page.
If the MIDU loses communication with a system, a time-out message is displayed.
TIMEOUT
aid ACARS NOT RESPONDING UID
(K) (gRJ
00 @B)
rnJ GID
PRESS MENU KEY

JCOM-Il21
ACARS·
General
The ARINC Communication Address and Reporting System (ACARS) provides for data
communication between the aircraft and ground stations. The system comprises a Man-
agement Unit (MU) and a printer. ACARS is interfaced with the Flight Management System
(FMS), the Digital Flight Data Acquisition Unit (DFDAU), the Aircraft Condition Monitoring
System (ACMS) * and the Flight Warning System (FWS).
ACARS uses VHF COM 3 for communication. Consequently, VHF COM 3 cannot be used
for voice communication, unless selected via the ACARS VOICE / DATA switch on the
data switch panel. When VHF COM 3 is not available for communication, ACARS uses
SATCOM * for communication.
When ACARS receives data, this is annunciated by SELCAL.
ACARS can be controlled via the MIDU. When the MIDU is logged on to ACARS, the first
page that will be displayed is the ACARS Index page.
When a page displays a "PRINT >"-prompt in field 6R, that page can be printed by the
ACARS printer.
ACARS Index Page
The ACARS Index page provides access to all other ACARS pages. The page is dis-
played when the" < ACARS"-prompt is selected from the MCDU Menu page or when the
"< RETURN TO ACARS INDEX"-prompt is selected from any ACARS page.
ACARS INDEX
FLIGHT RECEIVED
aid <INIT MESSAGES> UID
(K) <WX REQ (gRJ
ETA
00 <NOTAMS REQ cccc @B)
rnJ <WINDS ALOFT REQ VOICE GID
(§D <FREE TEXT CONTACT> (§[J
rno MIse> (§B)
JCOM·022
- - - - - - - - AOM FOKKER 70 I AOM FOKKER 100 - - - - - - -

PAGE 3
VERSION 01
ACARS I SATCOM ISSUE 001
1L < FLIGHT INIT - Provides access to the ACARS Initialization page.

2L < WX REQ - Provides access to the ACARS Weather Request page.
3L < NOTAMS REQ - Provides access to the ACARS NOTAMS Request page.
4L < WINDS ALOFT REQ - Provides access to the ACARS Winds Aloft Request
page.
5L < FREE TEXT - Provides access to the ACARS Telex Address Selection page.
1R RECEIVED MESSAGES > - Provides access to the ACARS Received Messages
Index page.
3R ETA - Allows entry of an Estimated Time of Arrival (ETA). This field is only dis-
played while the aircraft is airborne.
5R VOICE CONTACT> - Provides access to the ACARS Voice Contact page.
6R MISC > - Provides access to the Miscellaneous Menu of ACARS, which provides
access to the ACARS 0001 Status pages, the ACARS Data Frequency Selection
page and the ACARS Maintenance Index page.
ACARS Initialization Page
The ACARS Initialization page requires entry of the ACARS flight number, the origin, the
destination and the trip time. lATA and ICAO codes can be used for entry of the origin and
destination. When "REQ UTC UPDATE >" (3R) is selected, ACARS sends a message
that requests for time and date.
ACARS INIT
UTC
(ill 23:59:59 GID
ACARS FLT NO DATE
@J OOlJD 15JAN96 (g[l
ORIGIN REQ UTC
(ID [](JDD UPDATE> ~
DESTINATION TRIP TIME
(ID [](JDD DODD @ID
(§iJ
RETURN TO
iliID
(§lJ <ACARS INDEX PRINT> (§[J
JCOM.1J23
ACARS Weather Request Page

Via the ACARS Weather Request page a message can be sent that requests for the
weather at up to four airports. The airports can be entered in 1R through 4R using their
ICAO code. The weather request message is sent when LSK 6R is pressed. When the re-
quested weather data is received, ACARS prints the data.
ACARS WEATHER REQUEST

AIRPORTS
GID
(g[l
(]R)
@ID
RETURN TO
iliID
(§lJ <ACARS INDEX SEND> (§[J
JCOM·024
- - - - - - - - A O M FOKKER 70 I ADM FOKKER 100 - - - - - - - -

PAGE 4
VERSION 01
ACARS NOTAMS Request Page

Via the ACARS NOTAMS Request page a message can be sent that requests for the NO-
TAMS for one airport. The desired airport can be entered in 1L using its ICAO code. The
NOTAMS request message is sent when LSK 6R is pressed. When the requested NO-
TAMS data is received, ACARS prints the data.
ACARS NOTAMS REQUEST
AIRPORT
RETURN TO
~ <ACARS INDEX SEND> mID
JCOM-025
ACARS Winds Aloft Request Page

Via the ACARS Winds Aloft Request page a message can be sent that requests for the
winds aloft at up to four fixes. The fixes can be entered in 1R through 4R using their name
(e.g. "BANCS") or location (e.g. "48N122W"). The winds aloft request message Is sent
when LSK 6R is pressed. When the requested winds aloft data is received, ACARS prints
the data.
ACARS WIND ALOFT REQUEST
AT FIXES
em ---------- lIID
@J ---------- (gID
00 ----- ----- (@
(ID ---------- @B)
(]b) (§ID
RETURN TO
(ID <ACARS INDEX SEND> mID
JCOM·026
ACARS Telex Address Selection Page

Via the ACARS Telex Address Selection page, the address to send a free text message
to can be selected. The page provides for selection of a predefined address. The pre-
defined addresses that can be selected are: Operations ("OPS"), Engineering ("ENG"),
Maintenance ("MAl NT"), " DELAY" and "DIVERSION". Via " DELAY" a delay-report for
operations can be created. Via "DIVERSION" a diversion-report for operations can be
created. Selection of any of the predefined addresses displays the ACARS Telex page.
When "SITA ADDR >" (6R) is selected, the address can be entered manually on the
ACARS Telex page.

PAGES
VERSION 01
~ ACARS I SATCOM ISSUE 001
ACARS TELEX ADDRESS

lE <OPS DELAY> (lID
(Xl <ENG DIVERSION> mID
CID <MAINT @ID
CID GID
(]C) @[)
RETURN TO
@ <ACARS INDEX SITA ADDR> (§Rl
JCOM·027
ACARS Telex Page

The ACARS Telex page provides for entry of a free text message. The message can be
entered via the scratchpad and can be transferred to any of the four text lines (2L through
5L) by pressing an LSK. When the scratchpad is full (Le. the 25th character has been en-
tered), the text is automatically transferred to the next free text line. When the LSK next to
a line of text is pressed, that line of text is either overwritten by the text entered in the
scratchpad or, when the scratchpad is empty, transferred to the scratch pad for editing.
When a predefined address was selected on the ACARS Telex Address Selection page,
the selected address is displayed just below the title field. When "SITA ADDR >" was se-
lected on the ACARS Telex Address Selection page, the desired SITA address can be
entered in 1L.
Before sending the free text message, it can be printed by pressing LSK 6A. The free text
message is sent when LSK 1R is pressed. After sending the message, the ACARS Telex
Address Selection page is displayed.
ACARS TELEX 1/ 2
AIRLINE OPS
lE EHAH SEND>
(Xl
CID
CID
(]C)
@ <ACARS INDEX PRINT>
JCOM-028
ACARS Voice Contact Page

Via the ACARS Voice Contact page, the address to send a voice contact request mes-
sage to can be selected. A voice contact request message is a message that requests a
party on the ground to contact the aircraft on a specified frequency. The predefined ad-
dresses that can be selected are: Operations ("OPS"), Engineering ("ENG") and Mainte-
nance ("MAINT"). Selection of any of the predefmed addresses displays the ACARS
Voice Contact Request page.

1.03.02
~
VERSION 01
ACARS VOICE CONTACT

[ill <OPS aID
ego <ENG (gRJ
00 <MAINT (@
CID @Rl
(§jJ (§ID
RETURN TO
(]I) <ACARS INDEX (§ID
JCOM·029
ACARS Voice Contact Request Page

Via the ACARS Voice Contact Request page a message can be sent that requests a party
on the ground to contact the aircraft on a specified frequency. The page allows entry of a
VHF frequency and a HF frequency. The party on the ground to which the message will
be sent is displayed in 1L. The voice contact request message is sent when LSK 6R is
pressed.
ACARS VOICE CONTACT REQ
AIRLINE OPS
[ill EHAH aID
ego (gRJ
ON VHF R
00 ON HF
mID
CID @Rl
(§jJ (§ID
RETURN TO
(]I) <ACARS INDEX SEND> (§ID
JCOM·030
ACARS Received Messages Index Page

The ACARS Received Messages Index page displays the titles of the messages that have
been received. Messages that have not been read yet are displayed in large font. Mes-
sages that have been read are displayed in small font.
When the LSK next to a message is pressed, the ACARS Message Display page is dis-
played.
A message is deleted when the DELETE key on the MIDU is pressed, followed by the
LSK next to the message.
ACARS REC MSGS

[ill <MESSAGE REPORT aID
ego <NOTAMS REPORT (gRJ
00 <WEATHER REPORT mID
CID @Rl
(§D (§ID
RETUR N TO
(]I) <ACARS INDEX (§ID
JCOM·031

PAGE 7
VERSION 01
ACARS Message Display Page

When the message selected on the ACARS Received Messages Index page is suitable
for display on the MIDU, the ACARS Message Display page displays the message.
When the message selected on the ACARS Received Messages Index page is not SUIt-
able for display on the MIDU, the ACARS Message Display page only displays a
"PRINT> "-prompt in 6R and the scratchpad displays a " MSG CAN ONLY BE
PRINTED" message.
ACARS MSG DISPLAY 1/2

MESSAGE REPORT
em THIS IS AN EXAMPLE OF AN
UPLI NK MESSAGE TO THE
aID
(gb) CREW FORMATTED FOR (gBJ
DISPLAY ON THE MIDU .
00 THIS MESSAGE HAS @ID
ASSIGNED THE PRINT
CID FUNCTION TO LSK SR. @ID
(§D ------------------------ (§ID
RETURN TO
(ID <REC MSGS PRINT> mID
JCOM-032
ACARS 0001 Status Pages

There are three ACARS 0001 Status pages. The first page displays the times when the
status of the following ACARS OuVOff/Onlln (0001) logic changed:
- OUT: Doors closed and the parking brake released.
- RETURN IN: Aircraft returned to gate before take-off.
- OFF: Take-off.
- OUT HOLD: Parking brake set for more than 5 minutes after leaving gate and before
take-off.
- ON: Touchdown.
- ON WAIT: Parking brake set before door opened after touchdown.
- IN: Doors opened.
The second ACARS 0001 Status page displays the status of the sensor inputs of ACARS
and the last time that the sensor status changed. The third ACARS 0001 page displays
the status of the individual doors (open or closed) and the last time that the door status
changed.

PAGES
VERSION 01
SATCOM*
General
The Satellite Communication (SATCOM) system provides for voice and data communica-
tion between the aircraft and the ground via satellites. The system has five channels,
which can be used simultaneously. One channel is shared by two handsets: one In the
flight deck and one in the utility area. The other four channels are allocated to the hand-
sets in the cabin, a facsimile machine and ACARS *
The SATCOM system comprises two external mounted antennas and a Satellite Data Unit
(SOU).
SATCOM can be controlled via the MIDU. When the MIDU is logged on to SATCOM, the
first page that will be displayed is the SATCOM Main Menu page. Before SATCOM can be
used, it has to be logged on to the SATCOM satellites. When SATCOM is not logged on,
all SATCOM pages display a " LOG-ON> "-prompt in SA. Selection of this prompt dis-
plays the SATCOM Log page.
The handsets in the flight deck and in the utility area can be used for both air-to-ground
and ground-to-air calling. Air-to-ground calls can only be initiated via the MIDU; a phone
number can be selected from the SATCOM directory or can be entered manually.
Ground-to-air calls are only received in the utility area. A call can be transferred to the
flight deck by picking up the handset in the flight deck. This disconnects the handset in
the utility area. A call can be transferred from the flight deck to the utility area by picking
up the handset in the utility area and subsequently placing the handset in the flight deck
back on its hook.
SATCOM Main Menu Page
The SATCOM Main Menu page provides access to all other SATCOM pages. The page is
displayed when the" < SATCOM"-prompt is selected from the MCDU Menu page or
when the" < RETURN"-prompt is selected from any SATCOM page.
SATCOM-MAIN MENU
-VOICEI-------PRIORIT Y- -
Gr) LABEL ACTION
STATUS
(]W <DIRECTORY ACTION2
-VOICE2----- - -PRIORITY--
(K) LABEL ACTION
STATUS
CKl <DIRECTORY ACTION2
(]b) <BITE OK LOG>
(].b) <CONFIG
JCOM·033
1L LABEL - The label of the phone number presently selected for use on voice chan-
nel 1. When the aircraft is called from the ground, " GROUND CALL" will be dis-
played for the duration of the call.
1R PRIORITY - The priority of the call placed via voice channel 1, as entered on the
SATCOM Number Entry page.
ACTION - The available action for voice channel 1, which can be "PLACE
CALL*", "END CALL*", "QUEUE CALL*", "ANSWER*" or "CLEAR
STATUS*". Which action is available, depends on the status of the call. The ac-
tion is performed when LSK 1R is pressed.
1L-1R STATUS - The status of voice channel 1 or of the call via voice channel 1. The
status can be "AVAILABLE", "NOT AVAILABLE", "CABIN USE", "CALL IN
QUEUE", "GND CALL", "IN PROGRESS", "ADDR COMPLETE", "ANSWERED",
"CALL ENDED", "CALL REEMPTED", "SIGNAL LOST" or, if the call fails, a fault
code.
2L < DIRECTORY - Provides access to the SATCOM Directory pages.

PAGE 9
VERSION 01
2R ACTION 2 - The other available action for voice channel 1, which can be either
"REEMPT*" (terminate a call being made from the cabin) or "REJECT*" (reject
a call from the ground). The action is performed when LSK 2R is pressed.
Fields 3L through 4R are identical to fields 1L through 2R, except that they apply to voice
channel 2.
5L < BITE OK or < BITE FAIL - Provides access to the SATCOM System BITE
Status pages.
5R LOG> - Provides access to the SATCOM Log page.
6L < CON FIG - Provides access to the SATCOM Config pages.
NOTE: When a voice channel is not available for use, the associated fields are blank.
SATCOM Directory Pages
The ten SATCOM Directory pages list the labels of the phone numbers that are stored in
the SATCOM directory. Each page can display ten labels of the one hundred that can be
stored in the SATCOM directory. Dashes ("---") are displayed when a label has not been
defined yet. When the LSK next to a label or next to dashes is pressed, the SATCOM
Number Entry page is displayed.
Another SATCOM Directory page can be displayed using the NEXT and PREV page keys.
SATCOM-DIRECTORY 3/1B
Cill <EURO ATS EURO OPNS> aID
CKl <us ATS US OPNS> (gBJ
00 <AUS ATS AUS ATC> (]BJ
(ill <SIN ATS -------> @ID
(]g <------- -------> (§ill
(§b) <RETURN (§ID
JCOM-034
SATCOM Number Entry Page

The SATCOM Number Entry page displays the definition of the label selected on the SAT-
COM Directory page, or, when a field containing dashes has been selected on the SAT-
COM Directory page, allows definition of a label. The definition of a label consists of the
label itself, the phone number, the network ID and the priority of calls to the phone num-
ber. The priority can be "EMERGENCY:", "OPNL HIGH:", "OPNL LOW:" or "APC-
CABIN:".
When a new label has been defined or when the definition of a label has been modified,
"*STORE" is displayed in 4L When selected, the label and its definition are stored in the
SATCOM directory. Prior to modification of a defined label "*DELETE" is displayed in 4L
When selected, the label and its definition are deleted from the SATCOM directory.
Via the "*USE"-prompt in 5L the displayed phone number can be selected for use on the
voice channel for which the SATCOM Directory page was accessed. When selected, the
SATCOM MAIN MENU is displayed with the label of the selected phone number in 1L or
3L

PAGE 10
VERSION 01
SAT COM NUMBER ENTRY

LABEL 23
AUS ATS
PHONE-
~~1-61-S-S95-16S8
NETWORK ID PRIORITY
1 OPNL LOW:
GES PREF
-STORE 110/---/---/---
-USE
00 <RETURN
JCOM-Q35
SATCOM Log Page

The SATCOM Log page provides for logging on to and logging off from the SATCOM sat-
ellites. SATCOM can be logged on to only one satellite at a time. Log on can be auto-
matic or user commanded. The page is displayed when the "LOG> "-prompt is selected
from the SATCOM Main Menu page or when the "LOG-ON > "-prompt is selected from
any SATCOM page.

ACARS / SATCOM VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.03.02
SYSTEM DESCRIPTIONS
PAGE 12
.. ~ VERSION 01
MULTI-INPUT INTERACTIVE DISPLAY UNIT

LOCATION: PEDESTAL
NEXT BRT
- Press to display next page Of a - Press to Increase brightness of
group of pages (if relevant). the display.
PREY DIM
- Press to display previous page Of - Press to decrease brighness of
a group of pages (if relevant). the display.
NOTE: When the displayed page is
part of a group of pages, a
page number is displayed In
the title field.
TITLE FIELD
- - - - - -1- - - - - -
1
1
Allows insertion of a memory 1
LEFT FIELD 1
cartridge from whiCh sottware or
1
data can be loaded Into MIDU's
1
memory.
1
1
The title field provides for:

- Page Identification.
- Display of the page number (If
relevant). Press momentarily to:
The left and right fields provide for. - Transfer data from scratchpad to
- Display 01 the line pairs with data selected line.
and symbols. - Display an other page as
The scratch pad provides for: identified by selected line.
- Entry of data via the keyboards. - Execute a function as indicated by
- Display of messages. selected line.
JCO M-018
- - - - - - - AOM FOKKER 70 / AOM FOKKER 100 - - - - - - -

1.03.02
VERSION 01
ACARS ! SA TCOM ISSUE 002
MULTI-INPUT INTERACTIVE DISPLAY UNIT (CONTINUED)
Press to display the MCDU Menu Depress relevant keys momentarily to

page. enter desired data into scratch pad.
li
L.!...)/'-"'-' CD CD CD CD CD CIJ IT) MENU (green)
@J~CDCJCD@~~ - A system requests the pilot to

log on to it. The MIDU therefore
~
a
reqiJests the pilot to press the
MCDU MENU
!---,..--'> ' I §J <ACARS <ACT> B MENU key.
FAIL (amber)
B
II <ACMS
<5n <REa> ~
- MIDU failure.
ej~
I--J....-,Vi ·] ~ MAINT> y~j]
Press to:
CTIITJITJITJCDCDCDCTICOCD - Clear the last charaC1er entered in
the scratch pad (short push).
CTICDwmCIlCTIITJITJITJ - Clear all characters ent'ered in the
m mmCOCDCD0 scratchpad (long push).

- Clear a message displayed in the
scartchpad.
scratch pad. When a LSK is

Depress relevant keys momentarily to subsequently pressed, the contents
enter desired data into scratchpad. of the field next to it Is deleted.
JCOM-Ot9

1.03.02
VERSION 01
DATA SWITCH PANEL

LOCATION: PEDESTAL
ACARS VOICE / DATA SWITCH

(guarded)
DATA
- VHF COM 3 can be used for
ACARS data communication.
VOICE
- VHF COM 3 can be used for
voice communication.
JCOM·037
- - - - - AOM FOKKER 70/ AOM FOKKER 100 - - - - - - - -

EMERGENCY COMMUNICATION VERSION 01
ISSUE 007
MEGAPHONE CAUTION:
WHEN RELEASING THE ANTENNA, HOLD
A megaphone is provided in the cabin. It can ELT SO THAT ANTENNA SWINGS AWAY
be used in case of evacuation and when the FROM ALL PERSONNEL AND
PA-system is inoperative. OBSTRUCTIONS.
ELT SYSTEMS When activated, the ELT transmits on 121.5
and 243 MHz simultaneously. Operating
Fixed System (type 1, 2 and 3)* time, in water or with the liquid container
The Emergency Locator Transmitter (ELT) is filled with water, is 48 hours (minimum).
a radio beacon that is automatically activated Detailed operating instructions are given on
by the deceleration forces encountered dur- an instruction plate affixed to the red trans-
ing a crash. mitter cover.
It can also be activated manually via the ELT Portable System (type 2) *
p/b located on the ELT panel.
When activated, the ELT transmits on 121.5, The portable ELT, installed in the cabin, is a
243 and 406 MHz * simultaneously. ELT compact radio beacon. The ELT can be acti-
transmission is indicated on the ELT panel. vated manually via a control switch installed
Operating time is 48 hours (minimum). on top of it. When activated, the ELT trans-
The ELT can be reset or tested via the ELT mits on 121.5, 243 and 406 MHz. Operating
p/b, or, if installed, the AUTOTEST / RESET time is 48 hours (minimum). During use, the
button. ELT should be held or installed in a vertical
The ELT transmits during test. position, preferably in a cleared area and as
high as possible.
Fixed System (type 4)*
Portable System (type 3) *
The Emergency Locator transmitter (ELT) is
a radio beacon that is automatically activated The portable ELT, installed in the cabin, is a
by the deceleration forces encountered dur- compact radio beacon. The unit consists of a
ing a crash. transmitter, a power supply module, a back
It can also be activated manually via the ELT up antenna, and a metal strap.
switch located on the ELT panel. With the control switch in the ARMED posi-
When activated the ELT transmits on 121.5, tion, the ELT is automatically activated by
243 and 406 MHz simultaneously. deceleration forces encountered during a
ELT transmission is indicated on the ELT crash. With the control switch in the ON posi-
panel. tion, the ELT is manually activated. When
The 406 MHz transmitter will operate for 24 activated, the ELT transmits on 121.5, 243
hours and then shuts down automatically. and 406 MHz. Operating time is 60 hours
The 121.5 and 243 MHz transmitter will con- (minimum).
tinue to operate at least 72 hours. Detailed operating instructions are given on
The ELT transmits during test. an instruction plate affixed to the ELT.
Portable System (type 1) * Portable System (type 4) *

The portable ELT radio beacon, installed in The portable ELT radio beacon, installed in
the cabin, is a compact, buoyant, automatic the cabin, is a compact, buoyant, automatic
unit. The unit consists of a transmitter, a bat- unit. The unit consists of a transmitter, a
tery, an antenna, a liquid container and a lan- power supply module, an antenna, and a lan-
yard. The ELT is automatically activated and yard.
the antenna is automatically erected, when With the control switch in the AUTO position,
the unit is immersed in water or a water the ELT is automatically activated by decel-
based fluid. eration forces encountered during a crash.
To activate the ELT on land, the antenna has The ELT can also be activated manually via
to be released from its clip, the liquid con- the control switch. When activated, the ELT
tainer has to be removed and filled with transmits on 121.5, 243 and 406 Mhz. Oper-
water or a water based fluid, the battery ating time is 48 hours (minimum).
housing has to be placed into the liquid con- Detailed operating instructions are given on
tainer, and the unit has to be placed upright. an instruction plate affixed to the ELT.
NOTE: Activation of an ELT system is
restricted to aviation emergencies
only. Unlawful operation will be
penalized.

ISSUE 007
ELT PANEL (TYPE 1)

EMERGENCY LOCATOR
TRANSMITTER P/B (guarded)
Normal (blank)
- ELT not manually activated.
ON (white)
- ELT manually activated.
ELT PANEL (TYPE 2)

EMERGENCY LOCATOR
TRANSMITTER P/B (guarded)
Normal (blank)
- ELT not activated.
ELT
- ELT is transmitting.
ON (white)
JCOM–011/C

ISSUE 004
ELT PANEL (TYPE 3)

AUTOTEST / RESET BUTTON EMERGENCY LOCATOR

TRANSMITTER P/B (quarded)
– Initiate a two–second ELT selftest,
Normal (blank)
provided the ELT is not transmitting.
– ELT not activated.
– Stop ELT transmission.
ELT (amber)
– Cancel a flashing ELT indication.
– ELT is transmitting.
ELT (amber, flashing)
– Failure detected during ELT selftest.
ON (white)
– ELT manually activated.
ELT PANEL (TYPE 4)

EMERGENCY LOCATOR
ARTEX TRANSMITTER LIGHT
ELT
Blank (normal)
– ELT not transmitting.
EMERGENCY USE ONLY
RED (flashing)
– ELT is transmitting.
ON
ARM
EMERGENCY LOCATOR
TRANSMITTER SWITCH (red)
ON
TEST/RESET – ELT manually activated.
PRESS ON ARM
WAIT 1 SECOND – ELT armed.
PRESS ARM NOTE: To test or reset the ELT:
– Select ON;
– Wait one second;
– Select ARM.
JCOM–013/A

ISSUE 004
PORTABLE ELT (TYPE 1) *
OPENING FOR ANTENNA
FREE END OF LANYARD
ANTENNA
OPERATING INSTRUCTIONS
ANTENNA RETAINING CLIP
LIQUID CONTAINER
PAPER HOLDING TAPE
LANYARD ASSEMBLY
BATTERY HOUSING
JCOM–012/A

6<67(0'(6&5,37,216
&20081,&$7,216<67(06 3$*(
(0(5*(1&<&20081,&$7,21 9(56,21
,668(
PORTABLE ELT (TYPE 2)*
ANTENNA
ANTENNA RETAING CLIPS
ANTENNA CONNECTOR
CONTROL SWITCH
MAN/RESET
- ELT active.
OFF
- ELT off.
AUTO
- ELT will automatically be activated
by the deceleration forces
encountered during a crash.
NOTE: The AUTO position is intended
for use of the ELT as a fixed
system.
CONNECTOR FOR USE OF ELT AS

FIXED SYSTEM
VIEW A
JCOM–017
$20)2..(5$20)2..(5

6<67(0'(6&5,37,216
&20081,&$7,216<67(06 3$*(
(0(5*(1&<&20081,&$7,21 9(56,21
,668(
PORTABLE ELT (TYPE 3) *
METAL STRAP
BACK UP ANTENNA
CONTROL SWITCH (pull and move)
ARMED
encountered during a crash.
OFF
- ELT off.
ON
TRANSMIT LIGHT
A OFF TX
R O
M N
E EXT. ANT. CONNECTOR FOR USE OF
D
ELT AS FIXED SYSTEM
BACK UP ANT. REMOTE CONTROL EXT. ANT.
SWITCH OFF FOR MAINTENANCE
VIEW A
BACK UP ANTENNA CONNECTOR CONNECTOR FOR USE OF

ELT AS FIXED SYSTEM
JCOM-074
$20)2..(5$20)2..(5

ISSUE 001
EMERGENCY LOCATOR TRANSMITTER (TYPE 4) *
LANYARD
ANTENNA
CONNECTOR FOR USE OF

ELT AS FIXED SYSTEM
CONTROL SWITCH
TX
AUTO
AUTO encountered during a crash.
A O
N F OFF
T TX F - ELT off.
ON ON
ELT active.
TRANSMIT LIGHT
VIEW A
ANTENNA CONNECTOR
JEQP-037

ISSUE 001
INTENTIONALLY
LEFT
BLANK

VIDEO SURVEILLANCE SYSTEM VERSION 01
ISSUE 001
GENERAL Video Surveillance System (type 2) *

The aircraft is equipped with a Video Sur- DISPLAY UNIT
veilance System (VSS). The VSS provide
live video images of the flight deck door The display unit, located in the pedestal,
entrance area to the flight deck. This allows diplays video images received from the
the flight crew to visually identify persons selected camera.
requesting access to the flight deck.
The system comprises: SYSTEM CONTROLS
- a display unit,
- two cameras, The system is controlled by means of a con-
- system controls. trol panel. This panel is located in the pedes-
tal. A power switch is provided. The camera
CAMERAS select switch (CAM SEL) selects camera 1 or
camera 2. The system can be forced into
The two cameras are installed in the standby mode by depressing the STDBY
entrance area, one camera above galley 1 button. The system will wake if either the
and one in the entrance ceiling. Both cam- CAM SEL or the STDBY controls are manip-
era’s have a swiveling capabilty to achieve ulated. The system goes automatically into
the desired camera angle. the standby mode after 5 minutes of inactiv-
ity. A brightness control is provided (DIM).
Video Surveillance System (type 1) *
NOTE: Power to the cameras is interrupted
DISPLAY UNIT during standby mode.
The display unit, located on the back wall
behind the captain’s seat, diplays video
images received from the selected camera.
A light is provided to indicte the status of the
system. Brightness and contrast controls are
provided; two knobs for manual adjustments
and a light sensor for automatic adjustment
of the video signals. The display unit
switches automatically to a standby mode
after approx. 5 min of inactivity. Depressing
the camera select button within 120 seconds
activates the display unit again and displays
images from the last selected camera. After
120 seconds image of camera 1 will be dis-
played.
NOTE: Power to the cameras is not inter-
rupted during standby mode.
SYSTEM CONTROLS
System controls are installed at the pedestal
adjecent to the F-DK DOOR LOCK p/b, to
switch the system ON or OFF, and select one
of the two cameras

ISSUE 001
INTENTIONALLY
LEFT
BLANK

ISSUE 001
DISPLAY UNIT (TYPE 1) *

LOCATION: FLIGHT DECK BACK WALL
BEHIND CAPTAIN’S SEAT
LIGHT SENSOR STATUS LIGHT
Blank
- System manually switched off, or
power failure.
ON (green)
- System manually switched on
and operational.
ON (green; flashing)
- System failure.
BRIGHTNESS CONTROL KNOB
CONTRAST CONTROL KNOB
JCOM-076

ISSUE 001
SYSTEM CONTROLS (TYPE 1) *

LOCATION: PEDESTAL
VIDEO SURVEILLANCE SYSTEM P/B CAMERA SELECT BUTTON
Normal (blank) Depress monentaily to select one of

– System operative. the two cameras for video images at
OFF (blue) the display unit.
– System manuallly switched off.
VIDEO SURVEILLANCE SYSTEM

CAM SELECT
JCOM–077

ISSUE 001
VIDEO SURVEILLANCE SYSTEM CONTROL PANEL

SYSTEM CONTROLS (TYPE 2) *
LOCATION: PEDESTAL
POWER SWITCH
ON
- System operative.
OFF
Rotate to the select the desired display
- System manually switched off.
unit brightness.
POWER CAM SEL

ON 1 2 STDBY DIM
OFF
COCKPIT ENRTY VIDEO
- +
CAMERA SELECT SWITCH STANDBY BUTTON
1 Depress the button to forced the

- Camera 1 selected for video images system into standby.
at the display unit. To wake the system from the standby
2 mode, depress the button again.
- Camera 2 selected for video images NOTE: The system goes automatically
at the display unit. into the standby mode after 5
NOTE: If the system is in the standby minutes of inactivity.
mode the system will wake
when the select switch is
manipulated.
JCOM–078

ISSUE 001
INTENTIONALLY
LEFT
BLANK

OXYGEN PAGE 1
CONTENTS VERSION 01
ISSUE 001
1.04.01 Fixed Oxygen Systems

- Flight Deck
- Cabin
- Oxygen Bottle
- Oxygen Mask and Container
- Pax Oxygen Panel
1.04.02 Loose Equipment

- Flight Deck
- Cabin
- Smoke Hood
- Flight Deck Portable Oxygen Bottle
- Cabin Portable Oxygen Bottle

OXYGEN PAGE 2
CONTENTS VERSION 01
05ISSUE 001
INTENTIONALLY
LEFT
BLANK

OXYGEN PAGE 1
FIXED OXYGEN SYSTEMS VERSION 01
ISSUE 005
FLIGHT DECK CABIN

The flight deck is equipped with: Above each row of seats two oxygen units
- One oxygen bottle. are installed, one on each side of the aisle.
- Three oxygen masks. Each unit contains one chemical oxygen
generator with three masks. The units above
Oxygen Bottle
the triple seats contain three or four
The oxygen bottle, which supplies oxygen to masks * . Additional units are located above
the oxygen masks, is mounted aft of the first each attendant station and in the toilet com-
officer's side panel. A pressure reducer, a partment(s).
pressure indicator and an ON/OFF knob are Controls and indicators at the flight deck are
fitted on the top of the bottle. The pressure located at the PAX OXYGEN panel. At a
indicator will show the oxygen bottle pres- cabin altitude of approx 14 000 ft, the mask
sure irrespective of the position of the ON/ drop-out system is activated automatically.
OFF knob. The oxygen bottle pressure is a The system can also be activated manually
nominal 1850 psi. Should the pressure in the with the MAN OVRD p/b. The SYS ACTV
bottle become excessive, all oxygen will be light comes on when the oxygen masks are
relieved overboard through a discharge line released. In case of a drop-out, the no smok-
on the RH side of the aircraft. ing signs will be automatically activated.
Oxygen Masks Each unit can also be opened manually with
a pointed object. Pulling any mask will start
The three flight crew oxygen masks are of the supply of oxygen to all masks of that unit
the quick-donning, inflatable harness type for 12 minutes minimum. Oxygen flow cannot
and are stowed in a container. The mask can be stopped once a mask has been pulled.
be donned with one hand. Two containers The masks are provided with a flow indicator.
are installed in the side consoles; the third is
located at the observer's station. CAUTION:
A regulator in each mask provides, by selec- WHEN, IN NORMAL CONDITIONS, A RED
tion, for three oxygen supply modes: INDICATION IS SEEN IN THE DOOR OF
- Normal; diluter oxygen on demand. THE UNIT, IT WILL FAIL TO OPEN IN CASE
- 100%; 100 per cent oxygen on demand. OF DECOMPRESSION.
- Emergency; 100 per cent oxygen with
overpressure.
When stowed in the container, the oxygen
flow to the regulator can be tested by select-
ing TEST on the container. Each mask is
equipped with a microphone.
NOTE: When the mask is used, the hand
and boom microphones are inopera-
tive. After use, the doors of the con-
tainer must be closed and RESET
must be selected in order to regain
communication via the hand and
boom micophones.

OXYGEN PAGE 2
ISSUE 005
OXYGEN BOTTLE
LOCATION: AFT OF THE FIRST OFFICER’S SIDE PANEL
PRESSURE INDICATOR
VIEW A
OFF ON
ONN/OFF KNOB
Rotate to supply oxygen to

the masks.
OVERBOARD RELIEF
TO OXYGEN MASKS
JOXY-001

SYSTEM DESCRIPTIONS SYSTEM DESCRIPTIONS 1.04.01
PAGE 3
OXYGEN OXYGEN
VERSION 01
FIXED OXYGEN SYSTEMS FIXED OXYGEN SYSTEMS ISSUE 003
OXYGEN MASK AND CONTAINER (TYPE 1)

LOCATION: LH/RH SIDE CONSOLES AND OBSERVER'S STATION
HARNESS INFLATION LEVER
FLOW INDICATOR
Shows a yellow cross when oxygen is

RESET 1TEST LEVER flowing to the mask.
(spring loaded to upward position)
Move downwards to:

- test oxygen flow to the mask, or
- reset (i.e. cut off) oxygen flow to
the mask after use of the mask.
NOTE: Resetting the oxygen flow
also restores communication
via the hand and boom mikes.
SMOKE GOGGLE VENT VALVE
The vent valve can be opened by

sliding it down.
When smoke googles are in use and
the emergency flow selector is set to
EMERGENCY, the open vent valve
HARNESS allows oxygen to flow into the smoke
(shown Inflated) goggles, thus clearing them of gas,
UNLOCK LEVER
Depress to release N/100% lever

from 100% position.
NORMAL 1100% LEVER
NORMAL
- Provides a mixture of ambient air
with oxygen on demand.
100%
- Push to supply 100 per cent
oxygen on demand.
NOTE: At 30 000 ft cabin altitude the
flow in both modes will be
100 percent.
A EMERGENCY FLOW SELECTOR
EMERGENCY
- Rotate to supply 100 per cent
oxygen continuous with
Squeeze and hold to inflate the overpressure, provided the
harness, thus enabling donning of NORMAL 1100% lever is set to
the mask. Squeezing the levers while 100%
the mask is stowed in the container,
PRESS TO TEST
unlocks the container doors.
- Press to check oxygen flow.
NOTE: The harness deflates when
the levers are released. JOXY-00219
- - - - - - - - - - - - - - - - - - - - - - - AOM FOKKER 70 I AOM FOKKER 100

1.04.01
OXYGEN VERSION 01
FIXED OXYGEN SYSTEMS ISSUE 003
OXYGEN MASK AND CONTAINER (TYPE 2)

TEST I RESET SWITCH
LOCATION: LHIRH SIDE CONSOLES AND OBSERVER' S STAl lON
Press to:
- test oxygen flow to the mask, or
- reset (i.e. cut off) oxygen flow to
the mask after use ofthe mask.
FLOW INDICATOR NOTE: Resetting the oxygen flow

also restores communication
Shows a yellow star when oxygen is via the hand and boom mikes.
flowing to the mask.
OXYGEN.QN FLAG
HARNESS Flag (white)

-(Shown inflated) - TEST I RESET switch is pressed
to test oxygen flow to the mask.
- Container doors haven been closed
after use of the mask, but oxygen
flow to the mask has not been
reset
NOTE: The flag disappears when
oxygen flow to the mask is
reset
SMOKE GOGGLES VENT VALVE AND

VENT VALVE ACTUATION LEVER
The vent valve can be opened by

depressing the actuation lever.
The actuation lever is depressed
, when smoke goggles are in use.
Provided the control knob is set to
EMER, the open vent valve allows
oxygen to flow into the smoke
goggles, thus clearing them of gas, REGULATOR~
smoke and fog.
CONTROL KNOB
NORM
- A mixture of ambient air and
oxygen is supplied on demand.
NOTE: At 33 000 It cabin altitude the
flow in the NORM mode will
be 100 per cent.
HARNESS INFLATION BUTTON (red)
VIEwA 100%
Press and hold the button to inflate - 100 per cent oxygen is supplied
the harness, thus enabling donning on demand.
of the mask. EMER
NOTE: The harness deflates when - 100 per cent oxygen is supplied
the button is released. with overpressure.
JOXY-013
AOMFOKKER70/AOMFOKKER100----------------------------------------------
1.04.01
OXYGEN
VERSION 01
FIXED OXYGEN SYSTEMS ISSUE 001
PAX OXYGEN PANEL

MANUAL OVERRIDE P/B

(guarded)
Depress to activate the passenger

oxygen system manually.
....===; PAX OXYGEN - -
SYSTEM ACTIVATED LIGHT
Normal (blank)
- System nol activated.
SYS ACTV (whHe)
- Passenger oxygen system
activated automatically or
manually.
JOXY-003

OXYGEN PAGE 6
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.04.02
OXYGEN
VERSION 01
LOOSE EQUIPMENT ISSUE 002
FLIGHT DECK CABIN

Smoke Hood Portable Oxygen Bottles
A smoke hood is stowed on the wall be· Portable oxygen bottles are installed in
hind the first officers seat. The smoke the cabin. Eaoh bottle is fitted with an
hood is a closed breathing apparatus de· ON/OFF knob, a pressure indicator, a
signed to protect the wearer's eyes and demand regulator (optional), one or two
respiratory tract in an irrespirable atmos· (optional) constant flow oxygen masks
phere by essentially isolating the brea· and a carrying strap. Each bottle has a
thing functions from the environment nominal pressure of 1800 psi. A mask
Isolation is obtained by a hood which en- can be plugged in either the constant
velopes the head of the wearer and pro- HIGH flow, or the oonstant LOW flow
vides a demand-based chemical air re- outlet or in the optional single oonstant
generation system. Oxygen is supplied flow outlet. Without a mask plugged in,
and carbon dioxide and water vapor are there will be no flow from the outlet.
removed for at least 15 minutes. De- Should the pressure in the bottle become
pending on the type of smoke hood, ac- excessive, all oxygen will be relieved.
tuation is accomplished: WARNING:
- as the adjustment straps are pulled; USE OF A PORTABLE OXYGEN BOTTLE
or, WITHOUT A FULL FACE MASK IN CASE
- by pulling the cord or ring; or, OF SMOKE WILL NOT PREVENT THE
- automatically. USER FROM INHALING SMOKE.
Initial oxygen supply is accompanied by
a sligthly hissing sound. This initial Smoke Hoods *
oxygen supply will fill the smoke hood. Flight deck type smoke hoods are op-
An acoustio diagram (if installed) im- tionally provided in the oabln.
proves the communication oapability.
WARNING:
AS THE HOOD DEFLATES AFTER A
CERTAIN PERIOD OF USE, FULL INHA-
LATION BECOMES INCREASINGLY DIF-
FICULT. IN THAT CASE THE HOOD
MUST BE REMOVED. SUFFOCATION
MAY OCCUR IF THE HOOD IS USED
WITHOUT OXYGEN SUPPLY.
Smoke Goggles
A pair of smoke goggles is installed next
to each oxygen mask oontainer in the
side oonsole. The smoke goggles for the
observer are looated behind the first of-
fioer's seat.
Portable Oxygen Bottle *
A portable oxygen bottle, if installed. is
stowed on the wall behind the first of-
ficer's seat and provides 100 per cent
oxygen for at least 15 minutes. A full face
mask is plugged in. The bottle is fitted
with an ON/OFF knob, a pressure indica-
tor a demand regulator and a oarrying
strap. Should the pressure in the bottle
become exoessive, all oxygen will be re-
lieved.
NOTE: A constant flow outlet is provided
in which a separate constant flow
oxygen mask can be plugged in.

OXYGEN PAGE 2
LOOSE EQUIPMENT VERSION 01
ISSUE 002
INTENTIONALLY
LEFT
BLANK

1.04.02
SYSTEM DESCRIPTIONS
PAGE 3
OXYGEN
VERSION 01
SMOKE HOOD (TYPE 1)
ADJUSTMENT SlRAPS
(PULL TO ACTIVATE)
JOXY-004IA

1.04.02
OXYGEN
VERSION 01
SMOKE HOOD (TYPE 2) *
JOXY-0051A

1.04.02
OXYGEN VERSION 01
SMOKE HOOD (TYPE 3) *
OXYGEN GENERATOR
ASSEMBLY
JOXY-006lA

1.04.02
OXYGEN
VERSION 01
SMOKE HOOD (TYPE 4 )·
CO2 FILTER
LEAR VISOR
AUTOMATIC ACTIVATION LEVER

JOXY-012

1.04.02
OXYGEN
VERSION 01
FLIGHT DECK PORTABLE OXYGEN BOTTLE·
ONlOFFKNOB RELIEF VALVE
Rotate counterclockwfse to supply

oxygen to the mask(I}.
CONSTANT FLOW OUTLET

PRESSURE INDICATOR
DEMAND REGULATOR
-..
-. - - -~-
/
JOXY·007

1.04.02
SYSTEM DESCRIPTIONS PAGES
OXYGEN
VERSION 01
CABIN PORTABLE OXYGEN BOTTLE (TYPE 1)
ON/OFF KNOB
CONSTANT lOW flOW OUTlET
Rotate COuQlerclockWlse to supply
oxygen 10 Ihe mask(s).
CONSTANT HIGH flOW OUTlET
INSTRUCTION PLATE
CONSTANT flOW OXYGEN MASK(S)
OXYGEN MASKS
JOXY-008lA

1.04.02
OXYGEN
VERSION 01
CABIN PORTABLE OXYGEN BOTTLE (TYPE 2) *
ONlOFFKNOB
Rotate counterclockwise to supply

oxygen to the mask(s).
FLOWOunET
CONSTANT FLOW OXYGEN MASK(S)
OxYGEN MASI<S
JOXY·009/A

1.04.02
OXYGEN
VERSION 01
CABIN PORTABLE OXYGEN BOTTLE (TYPE 3)*
CONSTANT FLOW OUTLET
ON/OFF KNOB
ROlate counterclockwise to suPPly

oxygen to the mask.
CONSTANT FLOW OXYGEN MASK
JOXY-Ql0/A

1.05.00
FLIGHT WARNING SYSTEM
VERSION 01
CONTENTS ISSUE 001
1.05.01 Right Warning System

- General
- Alert Lights
- Messages and Procedures
- Aural Alerts
- Alert Priorities
- Alert Inhibition
- Backup Mode
- System Test
- MWL, MCl, Autoland Caution Light
- MFDS Control Panel
- LH MFDU
- RH MFDU
- Avionics Panel
- Test Panel
- Standby Annunciator Panel

FLIGHT WARNING SYSTEM PAGE 2
CONTENTS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

PAGE 1
VERSION 01
FLIGHT WARNING SYSTEM ISSUE 002
GENERAL For each system described in chapter 1,

the FWS controlled system alerts are
The main component of the Flight Warn- shown at the alerts pages in the respec-
ing. System (FWS) is a two·channel Flight tive subsections.
Warning Computer (FWC). The FWC pro-
cesses failure conditions and aircraft ALERT LIGHTS
system data into visual and aural alerts,
procedures and memo and status mess- Master Warning and Caution Lights
ages. MWl and MCl, installed at the glare-
NOTE: Stall, ground proximity and windshield in front of each pilot, annunciate
shear * warnings are not pro- level 3 and level 2 alerts respectively.
cessed in the FWC. The flashing lights are cancelled when
the fault is corrected or when the rele-
Visual alerts can be presented via Mas- vant master light is depressed.
ter Warning Lights (MWl), Master Cau- Two level 3 annunciations cannot be
tion Lights (MCl), autoland caution lights, cancelled by depressing either MWl:
local lights and the Multifunction Display - the take-oft-configuration alerts; see
System (MFDS). Aural alerts, which com- section Flight Controls.
prise attention-getting chimes and dedi- - the landing-gear-not-down alert; see
cated aurals, are presented via the f1ight- section landing Gear.
deck loudspeakers and headsets. Proce-
dures and memo and status messages NOTE: The landing-gear-not·down alert
are presented by MFDS only. can be can¢elled when flaps::s
Some failure conditions are routed to 23 deg. *
both the FWC and the Standby Annunci- Autoland Caution Lights
ator Panel (SAP). The SAP enables auto-
matic backup annunciation in the event The autoland caution lights, located at
the FWC fails completely. the glareshield, are dedicated to failures
during and involving automatic landings.
Alert levels Either autoland caution light can be de-
Next to the dedicated alerts (some aurals pressed to cancel the annunciation. See
and the autoland caution light), the FWC section AFGlAS.
classifies the alerts in three levels ac- local Lights
cording to urgency and/or priority of the
required action: The nature and/or location of a failure is
level 3 alerts require immediate correc- presented by a local light. The lights are
tive or compensatory action by the pilot. cancelled when the fault is corrected.
The presentation comprises a repetitive Corrective action to a fault that is
triple chime, two flashing red MWl's and presented by a light integrated with a p/b
an MFDU alert message in red. Engine- is accomplished by depressing that p/b.
related level 3 alerts are accompanied local lights are installed at the overhead
by a white light in the relevant fuel lever. panel and at the main instrument panel.
Engine and APU fire are also indicated Dimming
by a red light at the respective fire pa-
nels. All alert lights, except MWl, MCl and
level 2 alerts require immediate pilot auto land caution lights, have two bright-
awareness and subsequent corrective or ness levels: bright and dim. A brightness
compensatory action. The presentation selector is located at the f1lght-deck-
comprises a double chime, two flashing lighting panel (see section Lights). Any
amber MCl's, an MFDU alert message new level 3 or level 2 alert is presented
in amber and, if applicable, the relevant bright, irrespective of the position of the
amber local Iight(s). brightness selector: After depressing the
level 1 alerts require pilot awareness relevant master light, the light reverts to
(which might require action). The presen- the selected level. level 1 lights come
tation comprises a single chime, an on bright or dim, as selected. When
MFDU alert message in amber and/or electrical power is applied to the system,
the relevant amber local Iight(s). level 1 annunciator lights come on bright and
alerts are not annunciated by MWl or are automatically dimmed after 15
MCL. minutes * , irrespective of the position of
the brightness selector.
PAGE 2
VERSION 01
Brightness control will be available after NOTE: Red messages cannot be

selecting the reset position momentarily. removed.
Memo Messages
MESSAGES AND PROCEDURES
Memo messages, displayed in blue,
Information supplied by the FWC is serve as a reminder and require no ac--
presented by the Multifunction Display tion. Memo messages can only be
System (MFDS). The MFDS consists of presented when less than eleven alerts
two Multifunction Display Units (MFDU) at messages are presented.
the main instrument panel and a control
panel at the pedestal. After power-up, the Procedures
LH MFDU will show the primary page The procedure of the alert message with
and the RH MFDU the secondary page. the highest priority is automatically
The primary page will present alert presented at the secondary page. If
messages, memo messages and the pri· space is available, a maximum of two
mary engine parameters. The secondary procedures can be displayed. Proce-
page can present procedures, status dures comprise action and advisory
messages, the secondary engine para- lines. The action line to be executed is
meters, APU parameters" and weather preceded by a pOinter. Operation of the
radar information" . In the event the LH advance switch moves the pointer to the
MFDU fails, the primary page is auto· next action line and changes the colour
matically displayed at the RH MFDU. In of the executed p~cedure step from
this case, the secondary page can be white to green. Whe the last step has
displayed by pressing the transfer button. been executed, the p ·ocedure·completed
However, the secondary page cannot be symbol will be shown. The procedure
displayed if an alert concerning a pri· can now be removed via the advance
mary engine parameter is shown. For the switch or the status p/b.
description of engine and APU parame· If, while working through a procedure, a
ters, see sections Power Plant and APU higher priority alert occurs, the asso·
respectively. For a description of the ciated procedure is automatically
weather radar display, see subsection presented, removing the procedure that
Weather Radar. is being dealt with. After completion of
Alert Messages the procedure with higher priority, the
removed procedure is displayed again
Alert messages appear in red (level 3) or as it was at the time of removal.
amber (levels 2 and 1) and will be
presented in order of descending priority. NOTE: The procedures as presented by
A maximum of eleven alert messages MFDS are basic items only; the
can be displayed. The last incoming alert complete procedures can be
message is indicated by a pointer. Alert found in the appropriate chapters
messages are automatically withdrawn of AFM, AOM and QRH.
when the fault is corrected. In the unlikely Status Messages
event that more than eleven alert meso
sages exist, as indicated by a "PAGE 1" Failed systems or switched-off systems
annunciation, the cancel button can be result, if operationally relevant, in status
operated to remove the presented amber messages. The existence of status
alert messages in order to display the messages is also dependent on the ac·
amber alert messages of page 2. When tual flight phase of the aircraft. If there
all existing amber alert messages are are status messages, as indicated on the
removed with the cancel button, a "MSG primary page, they can be displayed by
CANCELLED" annunciation is displayed. depressing the status page p/b. The
The removed amber alert messages can status page is displayed automatically on
be restored in order of descending the ground when the parking brake is set
priority with the recall button. or both engines are out.
It a new amber message is generated
when all amber alert messages are can-
celled, the new message will be
presented (until removed via the cancel
button, as required).
FLIGHT WARNING SYSTEM VERSION 01
ISSUE 003
AURAL ALERTS An alert in progress is interrupted when an

alert of a higher priority has to be generated.
Attention Getting Chimes When the overruling alert is cancelled, the
Aural alerts for levels 3, 2 and 1 are atten- interrupted alert comes again.
tion-getting chimes; they identify the level of NOTE: Local lights are not subject to prior-
urgency. The level 3 alert, which is annunci- ity.
ated by a repetitive chime, is cancelled when
the fault is corrected or when either MWL is ALERT INHIBITION
depressed.
The repetitive chime due to an unsafe take- All FWC-processed alerts are subject to alert
off configuration cannot be cancelled by inhibition. Alert inhibition takes place in order
depressing either MWL, nor can the repeti- to prevent alert presentation during flight
tive chime assosiated with the landing-gear- phases with a high workload and when a pri-
not-down alert (except * when flaps < 23 mary failure causes a consequential failure.
deg).
Flight Phases
Dedicated Aurals
The FWC determines the actual flight phase
The FWC provides also dedicated aural of the aircraft:
alerts that cannot be cancelled by depress- - phase 1 from electrical power on to first
ing either master light: engine on;
- Cavalry charge: autopilot disengage- - phase 2 from first engine on until selec-
ment. tion of TO power;
- Whooler: stabilizer in motion due to stab - phase 3 from TO power to 80 kt;
trim switch operation. - phase 4 from 80 kt to lift-off;
- Clacker: aircraft overspeed. - phase 5 from lift-off to 400 ft;
- 'C' chord: altitude entry * . - phase 6 from 400 ft to 1000 ft;
- Buzzer: pilot call. - phase 7 above 1000 ft;
- Interrupted buzzer: selcal * . - phase 8 from 1000 ft down to 400 ft;
Emergency Cancellation - phase 9 from 400 ft to touchdown;
- phase 10 from touchdown to 80 kt;
Aural alerts generated by the FWC can be - phase 11 from 80 kt to last engine off;
inhibited by depressing the WARN AUDIO - phase 12 from last engine off until 5 min-
p/b at the avionics panel. SAP-generated utes later.
aural alerts and GPWS voice warnings are In case of a rejected take-off below 80 kt,
not inhibited. The p/b, that is guarded and phase 3 changes to phase 11; above 80 kt
sealed, should be operated only to prevent phase 4 changes to 10. When the thrust
aural nuisance during emergency landings. levers are advanced above idle after a
rejected take-off the system reverts to phase
ALERT PRIORITIES 3.
When, during a ground stop, electrical power
FWC-processed alerts are presented in the
is maintained until 5 minutes after engine
following order of descending priority:
shutdown, phase 12 changes to phase 1.
- Cavalry charge (with or without autoland
For each failure condition, the flight phases
caution lights).
in which the alert annunciation is inhibited
- Whooler (tone adaptive to trim rate).
are presented at the alerts page in the appro-
- Clacker.
priate subsection. Only new generated alerts
- Repetitive triple chime and MWL.
will be inhibited and not an alert already
- Autoland caution lights (without cavalry
active prior to entering an inhibit phase.
charge).
If the alert inhibition is inoperative, a status
- 'C' chord.
message is available.
- Double chime and MCL.
- Buzzer. Consequential Failures
- Interrupted buzzer. Primary failures supersede consequential
- Single chime. failures when operation of the particular sys-
tem is not affected and the priority of the con-
sequential failure is lower than that of the
primary failure.

ISSUE 003
BACKUP MODE Test in progress is indicated by a TEST light

integrated in the WARN SYS test p/b. Com-
The FWC has two separate processing pletion of the test, with or without faults, is
channels. A failure of one channel is annun- annunciated by a chime.
ciated at the MFDU and will not affect system When a fault is detected the TEST light
operation. If a complete FWC failure occurs, remains on. When no failures are detected, a
the WARN SYS light at the Standby Annunci- green CMPL light comes on and the TEST
ator Panel (SAP), comes on and the backup light goes out. Normal system operation is
mode, in which the SAP is operative, is auto- resumed when the WARN SYS test p/b is
matically selected. Automatic backup also reset or when the test has been completed
occurs in a battery-power-only condition (as for 30 seconds.
the FWC is inoperative). Manual selection of
the backup mode is always possible via the Filament Failure
BACKUP p/b at the SAP. Failure conditions All FWC controlled lights in the flight deck
as presented in the backup mode bypass the are tested. Each light has two filaments. Dur-
FWC. Backup presentation comprises red ing the test, a single filament failure is indi-
and amber lights at the SAP and two (SAP- cated by flashing of the other filament. When
generated) dedicated aural alerts via the both filaments in one light fail, all other red
flight-deck loudspeakers and headsets. and amber FWC-controlled lights come on.
These aural alerts are the cavalry charge
(autopilot disengagement) and the clacker Automatic Backup Failure
(aircraft overspeed). If during the FWS test, the WARN SYS light
in the BACK-UP p/b at the SAP does not
SYSTEM TEST come on, automatic backup fails. When the
light does come on it indicates also that the
Test Sequence
system is in the backup mode. Conse-
A flight warning system test, which can be quently, during the test several lights at the
performed on the ground only, is initiated by SAP may come on depending on system
depressing the WARN SYS test p/b at the conditions.
test panel. The test, which is controlled by
the FWC, comprises an alert-light filament NOTE: Alert lights at the SAP can be tested
test and an automatic backup test. via a test switch located at the main-
tenance test panel A.

1.05.01
VERSION 01
MWl, MCl, AUTOLAND CAUTION LIGHT

lOCATION: GLARESHIELD
MASTER WARNING LIGHT
WARNING (red flashing)

- Annunciates level 3 alerts.
NOTE: MWL can be depressed to
cancel the WARNING light
and the repetitive triple
chime. Cancellation is not
possible in case of:
- LG NOT DOWN alert
(except * when
flaps,;23') ,
- T·O CONF alerts.
MASTER CAUTION LIGHT
~
CAUTION (amber flashing)
.------l _ Annunciates level 2 alerts.
CAUTION NOTE: MCl can be depressed to
cancel the CAUTION light.
IAuTOl AUTOLAND CAUTION LIGHT
~
See subsection AFCAS.
JFWS-007

1.05.01
VERSION 01
MFDS CONTROL PANEL

LOCATION: PEDESTAL
ADVANCE SWITCH CANCEL BunON
ADV (sprlngloaded to center) Depress momentarily to:

Moves pointer to next action line Remove the displayed amber alert
of displayed procedure. messages (and the associated
Removes completed procedure procedures).
from display. - Display next page with amber alert
messages (if available).
RECALL BunON

- Restore the cancelled amber alert
messages (and the associated
procedures).
STATUS PAGE PIB

Display the first page with status
- Display the next page with status
- Remove the status page from
display.
The bar in the p/b comes on green
when the status page is displayed.
SYSTEM PAGE PIB'S

BRT
OFF
O ENG
- See subsection Engine
Indications.
APU*
- See subsection APU.
WXR UR * (not shown)
- See subsection Weather Radar.
TRANSFER PIB
Change the primary page for the Rotate cw to adjust brightness of (R)
secondary page and/or vice versa. MFDU from OFF (blank) to full bright.
JFWS-006

1.05.01
VERSION 01
LH MFDU (ALERT AND MEMO MESSAGES)

LOCATION: CENTER MAIN INSTRUMENT PANEL
Pointer (white) PAGE + numeral (white)

- Indicates latest alert message. - More than one page with alert
NOTE: If the latest message is on messages present.
the next page, the pOinter (V) MSG CANCELLED (white)
is shown in the information - All amber alert messages
line. removed from the screen.
STS (white)
- Status message(s) presented at
the status page(s).

1.05.01
VERSION 01
RH MFDU (STATUS MESSAGES AND PROCEDURES)

Pointer (white) NO STATUS MESSAGES (white)

- Indicates the procedure step to - No status messages present.
be executed. PAGE + numeral (white)
NOTE: When the procedure is - Displayed page is not the last
executed, the pointer page with status messages.
changes into a green LAST PAGE (white)
'procedure-completed' - Last page with status messages is
symbol: ©. The procedure shown.
can now be removed .
STATUS
ANTI-SKID INOP
NO ALERT INHIBITION
NO ALAND
RETARD
. SHUT
APPLY
OVHT
CHECK OFF

PAGE 9
VERSION 01
AVIONICS PANEL
WARN AUDIO P/B

(guarded and sealed)
Normal (blank)
- Aural alerts available.
OFF (white)
- Aural alerts cancelled .
NOTE : Not cancelled are:
- GPWS voice warnings ,
- Aural alerts in backup
mode.
TEST PANEL
LOCATION : OVERHEAD PANEL
Depress momentarily to test FWC

controlled alert lights and automatic
backup switching.
TEST (white)
- Test in progress, or
- Test completed (after chime) but
fault detected.
CMPL (green)
- Test completed (after chime) and
no fault detected.
Oepress to reset .
NOTE : During test , memo message
WARN $Y$ IN TEST is
displayed.
JFWS-003
- - - -- -- - AOM FOKKER 70 / AOM FOKKER 100 - -- - - - - -

1.05.01
VERSION 01
STANDBY ANNUNCIATOR PANEL (SAP)

LOCATION: CENTER MAIN INSTRUMENT PANEL SAP ALERT LIGHTS (red)
ENG 112 OUT

- Engine failure .
FIRE ENG 112
_ Engine fire.
OVHT ENG 112
- Engine overheat.
OIL P ENG 112
- Oil press below red limit.
AC SUPPLY
- Battery power only condition.
SMK FWD/AFT CARGO *
- Cargo compa rtment smoke.
BAT OVHT
- Battery overheat.
FIRE APU
- APU fire.
LIFT 0
- Lift dumper system unsafe.
CABIN ALT
- Excessive cabin altitude.
LG
- Landing gear not down.
SAP ALERT LIGHTS (amber)
HYD SYS 112

- Hydraulic system low press.
FUEL P ENG 1/2
- Fuel pressure low.
RVSR 112
- Thrust reverser (un)locked
incongruously.
PITOT HEAT
- Pitot heat f ault.
DOOR
- Pax, service, or cargo door(s) not
locked.
ANTI SKID
- Anti skid cont rol fault.
FLAP ASYM
- Flap asymmetry
FLAP
- Flap disagreement.
BACKUP P/B
Normal (blank)
- FWC operative.
- SAP not active.
WARN SYS (amber)
- FWC inoperative.
- SAP activated automatically.
BACKUP (white)
SAP activated manually.
JFWS·D041A
- - - -- -- - AOM FOKKER 70 / AOM FOKKER 100 - - - -- -- -

1.05.01

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1.05.01
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1.06.00
FUEL SYSTEM
VERSION 01
CONTENTS ISSUE 002
1.06.01 Fuel System

- General
- Center Tank System
- Fuel Supply
- Quantity Indication
- Refueling and Defueling
- Fuel Balance Transfer System
- Usable Fuel Quantity
- Functional Diagram
- Fuel Panel
- Fuel Quantity Totalizer
- Attitude Monitor
- MagnetiC Fuel-level Indicator
- Fuel Service Panel/Instruction Plate
- - - - - - - AOM FOKKER 70/ AOM FOKKER 100 - - - - - - - -

FUEL SYSTEM PAGE 2
CONTENTS VERSION 01
ISSUE 002
INTENTIONALLY
LEFT
BLANK

1.06.01
FUEL SYSTEM
VERSION 01
FUEL SYSTEM ISSUE 002
GENERAL LO P I ON Indication 1<

Fuel is stored in: Normally, when the center tank pump
- two wing tanks; p/b's are switched ON and the AUTO
- a center tank 1< • FEED p/b is blank, fuel transfer is con·
Each wing tank consists of an outer tank trolled automatically.
and a collector tank. The center tank Automatic fuel transfer takes place only
contains two electrically driven fuel in flight when the fuel quantity in the wing
pumps which transfer fuel to the collector tanks falls below a predetermined value.
tanks. The collector tank contains two If the automatic transfer fails, fuel trans·
electrically driven fuel pumps which sup· fer can be controlled manually. Manual
ply fuel to engines and APU. For the en· control is possible only when the AUTO
gine fuel system see section Power FEED p/b is depressed to MAN. In this
Plant. The fuel system is controlled from case fuel transfer is controlled directly
the FUEL panel at the flight deck and in- with the center tank p/b's. If the center
corporates fuel quantity displays for each tank becomes empty, a center tank
tank. Total fuel quantity is displayed at pumps alert is presented.
the fuel quantity totalizer. Refueling and Pump Failures
defueling is controlled from a fuel service
panel located in the RH wing root lower Pump failures will be indicated by a
fairing. Tank ventilation to ambient air center tank pump low pressure alert. If
takes place via vent valves or, if blocked one pump is inoperative, the remaining
via sniffle valves. ' pump will result in a fuel asymmetry be·
Failures will be detected and the relevant tween the wing tanks. If both pumps are
alerts are presented. inoperative, the center tank contents
become unusable.
CENTER TANK SYSTEM 1<
FUEL SUPPLY
Fuel from the center tank is transferred
to the wing tanks by two center tank In normal operation, the LH collector
pumps. Each pump supplies the onside tank supplies engine 1 and the APU. The
collector tank. When a collector tank is RH collector tank supplies engine 2.
full, the excess fuel flows into the outer Each pump in the collector tank has suf-
tank. The center tank system exists in ficient capacity to supply one engine in
two configurations: all thrust conditions or both engines in
- a configuration marked by a FAULT / climb and cruise thrust conditions.
OFF indication at the center tank pump The supply lines from the collector tanks
p/b's; to the engines are interconnected by a
- a configuration marked by a LO P I ON crossfeed line which is normally closed
indication at the center tank pump by two crossfeed valves. These valves
plb's. are controlled by the X-FEED p/b. The
crossfeed system allows any engine to
FAULT / OFF Indication 1< be fed from either or both collector
Normally, when the center tank pump tanks. In case of an engine fire the fuel
and AUTO FEED p/b's are blank, fuel supply to an engine can be isolated man·
transfer is controlled automatically. ually with a fire shutoff valve. In case of
Automatic fuel transfer takes place only an APU fire the APU fire shutoff valve is
in flight when the fuel quantity in the wing automatically closed. See section Fire
tanks falls below a predetermined value. Protection.
When the center tank is empty, the
pumps are automatically switched off. QUANTITY INDICATION
If the automatic transfer fails, fuel trans- ~h~ ai~cr~ft is equipped with a fuel quan-
fer can be controlled manually. Manual tity indication system that consists of:
control is possible only when the AUTO - a fuel quantity totalizer;
FEED p/b is depressed to MAN. In this - separate displays for each wing tank;
case fuel transfer is controlled directly - a separate display for the center
with the center tank pump p/b's. If during tank 1< •
manual fuel transfer the center tank Quantity indication is in kilograms or in
becomes empty, a center tank pumps pounds 1<.
alert is presented.
PAGE 2
FUEL SYSTEM
VERSION 01
Fuel quantity data is fed to the totalizer, REFUELING AND DEFUELING

which indicates the total amount of fuel.
From the totalizer, fuel quantity data is Pressure re- and defueling of the aircraft
fed to the: is accomplished through a single point
- FUEL panel displays; fueling system and is controlled from the
fuel service panel displays; fuel service panel. Fueling instructions
- flight management system; are engraved on the inside of the fuel
- flight warning system. service panel access hatch.
A fuel asymmetry alert will be presented The wing tanks can also be fueled by
if the difference between the contents of gravity through the overwing fueling
the wing tanks is more than 350 kg (770 points.
Ib). The alert will disappear when the dif-
ference in wing tank contents is reduced FUEL BALANCE TRANSFER SYSTEM *
to below approximately 250 kg (600 Ib). A fuel balance transfer valve allows fuel
The fuel quantity of the wing tanks and transfer from the wing tanks to the center
the center tank can also be measured on tank for maintenance activities. Should
the ground with magnetic fuel· level indi- the valve be open after engine start, an
cators. Three indicators are installed in alert will be presented.
each wing tank and one in the center
tank. Fuel quantity read-out accuracy is
Similar to that of the main indication sys-
tem when a correction for the aircraft atti-
tude is applied. Aircraft attitude correc-
tions are indicated at the attitude monitor.
USABLE FUEL QUANTITY

FOKKER 70 ONLY EQUIPPED WITH WING TANKS
Wing tanks
Liters 9580
US gallons 2531
IMP gallons 2107
Kilograms 7664
Pounds 16896

FOKKER 70/100 EQUIPPED WITH WING AND CENTER TANKS
Wing tanks Center tank I Total

Liters 9640 13365
US gallons 2547 984 3531
IMP gallons 2121 819 2940
Kilograms 7712 2980 10692
Pounds 17 002 6570 23572
Conversion factors:
- 3.7854118 IIUS gallon
- 4.546087 IIIMP gallon
- 0.800 kg/l
- 0.4535923 kg/lb

FUEL SYSTEM FUEL SYSTEM PAGE 3
FUEL SYSTEM FUEL SYSTEM VERSION 02
ISSUE 002
----------------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------------------------------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 ---------------------------------------------------------------
FUEL SYSTEM PAGE 4
FUEL SYSTEM VERSION 02
ISSUE 002
FUEL PANEL (CENTER TANK NOT INSTALLED * )

X-FEED P/B
Normal (blank)
- No crossfeed.
FLOWBAR (white)
- Crossfeed not closed.
DISAGR (amber
- Position of x-feed valve(s)
disagree(s) with p/b selection.
NOTE: Memo message FUEL X-FEED
ON is displayed at MFDS
primary page when x-feed
valves are fully open.
NOTE: The DISAGR light will illuminate
shortly when x-feed valves are
in transit.
SYSTEM SHUTOFF LIGHT
Normal (blank)
- Fire shutoff valve open.
CLOSED (white)
- Fire shut-off valve not fully open.
PUMP P/B
Normal (blank)
- Pump in operation.
FAULT (amber)
- Pump out pressure low.
OFF (white)
- Pump manually switched off.
FUEL QUANTITY DISPLAY
Shows fuel quantity in corresponding

wing tank.
NOTE: When fuel quantity drops below
100 kg, LO + numerals
(flashing) are shown.

wing tank.
100 lb, LO + numerals (flashing)
are shown.
JFUS–054
----------------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 ----------------------------------------------------------- ----------------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -----------------------------------------------------------
ISSUE 002
FUEL PANEL (CENTER TANK INSTALLED AND FAULT / OFF INDICATION * )

X-FEED P/B
Normal (blank)
- No crossfeed.
FLOWBAR (white)
DISAGR (amber
Normal (blank)
CLOSED (white)
PUMP P/B
shortly when x-feed valves are Normal (blank)
in transit. - Pump in operation.
FAULT (amber)
OFF (white)
AUTOFEED P/B
Normal (blank)
- Fuel transfer automatically
controlled.
FAULT (amber)
- Autofeed control failure.
MAN (white)
- Autofeed control manually switched
off.
- Fuel transfer controlled by CTR
TANK PUMP p/b’s.
CENTER TANK PUMP P/B
Normal (blank)
- Pump automatically controled during
automatic fuel transfer.
- Pump in operation during manual
fuel transfer.
FAULT (amber)
- Pump output pressure low.
OFF (white)

wing tank.
FUEL QUANTITY DISPLAY (flashing) are shown.

wing tank. FUEL QUANTITY DISLAY
100 lb, LO + numerals (flashing) Shows fuel quantity in center tank.
are shown.
JFUS–055
FUEL SYSTEM PAGE 6
ISSUE 002
FUEL PANEL (CENTER TANK INSTALLED AND LO P / ON INDICATION * )

X-FEED P/B
Normal (blank)
- No crossfeed.
FLOWBAR (white)
DISAGR (amber
Normal (blank)
CLOSED (white)
PUMP P/B
shortly when x-feed valves are Normal (blank)
in transit. - Pump in operation.
FAULT (amber)
OFF (white)
AUTOFEED P/B
Normal (blank)
- Fuel transfer automatically
controlled.
FAULT (amber)
- Autofeed control failure.
MAN (white)
- Autofeed control manually switched
off.
- Fuel transfer controlled by CTR
TANK PUMP p/b’s.
CENTER TANK PUMP P/B
Normal (blank)
- Pump off.
LO P (amber)
- Pump output pressure low.
ON (blue)
- Pump automatically controlled
during automatic fuel transfer.
- Pump in operation during manual
fuel transfer.

wing tank.
FUEL QUANTITY DISPLAY (flashing) are shown.

wing tank. FUEL QUANTITY DISLAY
100 lb, LO + numerals (flashing) Shows fuel quantity in center tank.
are shown.
JFUS–056
1.06.01
SYSTEM DESCRIPTIONS
PAGE 7
FUEL SYSTEM
VERSION 01
FUEL QUANTITY TOTALIZER

LOCATION: FIRST OFFICER'S
POINTER AND FUEL QUANTITY

DISPLAY
Shows total fuel quantity in wing

tanks and center tank*.
JFUS·OO5

PAGE 8
FUEL SYSTEM
VERSION 01
ATTITUDE MONITOR
LOCATION: NEAR THE FUEL SERVICE PANEL
MAGNETIC FUEL-LEVEL INDICATOR
_ WING TANK MAGNETIC FUEL-LEVER

INDICATOR
o CENTER TANK MAGNETIC FUEL-LEVEL
INDICATOR*
Push and turn 90 degrees to unlock

indicator. Lower the indicator until
built-in magnet is felt to float.
Read indicator calibration in:
- Centimeters *;
- Pounds*;
- Kilograms*;
- Liters*;
- IMP 9allon5*;
- US gallons*.

ISSUE 002
FUEL SERVICE PANEL / INSTRUCTION PLATE ABORT LIGHT (flashing red)

OVERFLOW VALVE LIGHT (green)
REFUEL END LIGHT (green)

AUTO REFUEL START BUTTON (green)
AUTO REFUEL STOP BUTTON (red)
SHUT–OFF VALVE LIGHT (amber)

SHUT–OFF TEST LIGHT (blue)
TOTAL SELECTED FUEL FUEL SERVICE

PANEL RESET
QUANTITY DISPLAY SWITCH
PANEL
RESET
ABORT
RESET
TOTAL PRESET BUTTONS (yellow)
FUEL CONTROL
PANEL RESET SWITCH (red guard)
TANK SWITCH POWER SWITCH (red guard)
AUTO/MANUAL SWITCH (grey guard)

SELECT CHECK REMARKS
ABORT LIGHT (flashing red)
REFUELING AUTOMATIC
POWER SWITCH : ON ALL DISPLAY :******* ON FOR 2 SECONDS
ALL LIGHTS : ON
SHUT–OFF TEST SWITCH (blue)
AUTO / MANUAL SWITCH : AUTO
FUEL QUANTITY DISPLAY : QUANTITY IN TANKS
TOTAL (PRESET) SELECTION : -/+
TOTAL SELECTED : DESIRED QUANTITY REFUEL / DEFUEL SWITCH (grey guard)
DISPENSER PUMP : PRESSURE
START REFUELING : START
PERFORM SHUT-OFF TEST SEE SHUT-OFF TEST PROCEDURE AS BELOW
REFUEL AND LIGHT : ON
WHEN REFUELING IS COMPLETED
QUANTITY IN TANKS EQUALS
DISPENSER PUMP : OFF SELECTED QUANTITY
ALL GUARDS : CLOSED IF ABORT LIGHT IS ON CONTINUE WITH REFUELING MANUAL
RE- AND DEFUELING MANUAL

POWER SWITCH : ON ALL DISPLAY :******* ON FOR 2 SECONDS NOTE: 1. If a center tank is not installed, all controls, indicators and
ALL LIGHTS : ON
text refering to the center tank must be ignored.
TANK SWITCHES : SHUT
AUTO / MANUAL SWITCHES : MANUAL FUEL QUANTITY DISPLAY : QUANTITY IN TANKS 2. If an auxillary fuel system is installed a modified
REFUEL / DEFUEL SWITCH : REFUEL or DEFUEL instruction plate is provided.
DISPENSER PUMP : PRESSURE or SUCTION DURING REFUELING: IF OUT : CHECK DISPENSER PUMP PRESSURE
ALL OVERFLOW VALVE LIGHTS : ON
TANK SWITCH(ES) : OPEN DURING DEFUELING: DURING DEFUELING MAIN OVERFLOW VALVE
PERFORM SHUT-OFF TEST (DURING REFUELING ONLY) CENTRE TANK OVERFLOW LIGHTS : ON LIGHTS ARE OUT
WHEN REQUIRED QUANTITY IS REACHED
TANK SWITCH(ES) : SHUT QUANTITY IN SELECTED TANK(S) : INCREASE/DECREASE SEE SHUT-OFF TEST PROCEDURE AS BELOW
DISPENSER PUMP : OFF APPLICABLE SHUT-OFF VALVE LIGHTS : ON
ALL GUARDS : CLOSED IF ABORT LIGHT IS ON STOP FUELING
SHUT-OFF TEST PROCEDURE
SO TEST LIGHT : ON QUANTITY DISPLAY-STATIONARY
PUSH SHUT-OFF (SO) TEST SWITCH MOMENTARY
ALL SHUT-OFF VALVE : ON
(DURING REFUELING ONLY)
DISPENSER FLOW : STOP
IF SO TEST FAILED : ABORT LIGHT IS ON AND
ALL SHUT-OFF VALVE LIGHTS : OUT
AFTER APPROX 10 SECONDS REFUELING SHALL BE STOPPED
DISPENSER FLOW : CONTINUES
SO TEST LIGHT : OUT
CAUTION TANK CAPACITY MAIN: 9640 ltr.
IF ABORT LIGHT IS ON OR ANY INDICATION IS NOT CONFORMING TO INSTRUCTIONS: 2546 Usgal.
STOP FUELING AND REFER TO MAINTENANCE MANUAL CHAPTER 12 2120 ImpGal.
SWITCHING DISPENSER PUMP OFF AND ON AGAIN MAY CAUSE TEMPORARY OVER FLOW CENTRE: 3725 Ltr.
FLASHING QUANTITY DISPLAY INDICATES OVERFILLING OF TANK OR SHUT-OFF SYSTEM FAILURE 984 Usgal.
819 ImpGal
JFUS-029
FUEL SYSTEM PAGE 10
ISSUE 002

CONDITIONS(S) / ALERT LEVEL ANNUNCIATIONS CONDITIONS(S) / ALERT LEVEL ANNUNCIATIONS
AURAL MWL / MCL MFDU LOCAL AURAL MWL / MCL MFDU LOCAL
PUMP FAULT IN FUEL PUMP FUEL ASYM

A
COLLECTOR TANK 1 L1 / L2 / R1 / R2
D FUEL ASYMMETRY
1
FUEL BALANCE
DUAL PUMP FAULT TRANSFER VALVE FUEL BAL
FUEL PUMP E
NOT SHUT AFTER 2 TRANSFER
B IN ONE COLLECTOR
TANK
2 D L1 AND L2 /
R1 AND R2
ENGINE START *
COLLECTOR TANK COLL TK 1 / 2

C
LOW LEVEL 1 LO LVL
ALERT INHIBITION
ENG INIT ENG

TAXI TO TO CLB CRZ DES APPR LAND TAXI
OUT TO OUT ENG INIT ENG
A OUT TO OUT
B D
C E
JFUS–008/B
FUEL SYSTEM PAGE 11
ISSUE 003

(CENTER TANK INSTALLED AND FAULT / OFF INDICATION *)
CONDITION(S) / ALERT LEVEL ANNUNCIATIONS

BOTH CENTER TANK

PUMPS LOW PRESSURE
A
OR EMPTY TANK DURING 1 CTR TK PUMP
1 AND 2
MANUAL FUEL TRANSFER
CENTER TANK PUMP CTR TK PUMP

B
LOW PRESSURE 1 1/2
AUTOFEED
AUTOFEED CONTROL FUEL AUTO

C
FAILURE 1 FEED
ALERT INHIBITION
ENG INIT ENG

OUT TO OUT
A
B
C
JFUS–009/A

FUEL SYSTEM PAGE 12
ISSUE 003

(CENTER TANK INSTALLED AND LO P / ON INDICATION *)

BOTH CENTER TANK

A PUMPS LOW PRESSURE
OR EMPTY TANK
1 CTR TK PUMPS
CENTER TANK PUMP CTR TK PUMP

B
LOW PRESSURE 1 1 / 2 LO P
AUTOFEED
AUTOFEED CONTROL FUEL AUTO

C
FAILURE 1 FEED
ALERT INHIBITION
ENG INIT ENG

OUT TO OUT
A
B
C
JFUS–010/B

1.07.00
SYSTEM DECSRIPTION PAGE 1
AUXILIARY POWER UNIT
VERSION 01
CONTENTS ISSUE 001
1.07.01 Auxiliary Power Unit

- General
- Operation
- Protection
- APU Page
- Right Lower Overhead Panel
- RH MFDU

SYSTEM DESCRIPTION 1.07.00
AUXILIARY POWER UNIT PAGE 2
CONTENTS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.07.01
VERSION 01
AUXILIARY POWER UNIT ISSUE 001
GENERAL APU PAGE *

The Auxiliary Power Unit (APU) is self- Display
contained. It is located in a fire-proof en- The APU page can be manually or auto-
closure at the rear fuselage aft of the matically selected for display at the
rear pressure bulkhead. The APU re- MFDU when the AC buses are en-
quires fuel, normally supplied from the ergized. Manual selection for display or
LH collector tank, and DC electrical removal from display is via the APU
power for operation. The APU can be page p/b at the MFDS control panel. The
operated on the ground and in flight. On APU page is automatically presented
the ground the APU can supply electrical when the start selector is positioned from
power and bleed air. When the combina- OFF to ON, during APU start, or if an
tion of electrical and bleed air loads ex- APU parameter, EGT or RPM, exceeds
ceeds the APU capacity, bleed air sup- its limit. The APU page is automatically
ply is decreased. In flight the APU can removed when a primary or secondary
supply electrical power only. See sec- engine page is displayed at the RH
tions Air and Electrical System. The APU MFDU.
panel, which is part of the right lower
overhead panel, contains an APU start Parameters
selector, an Exhaust Gas Temperature The APU page displays the main APU
(EGT) display * , an AVAIL light and a parameters, EGT and RPM, by moving
FAULT light. tapes that indicate the actual values
against linear vertical scales. The actual
OPERATION numerical value is displayed above the
Operation is automatic upon APU start. respective scale. If the EGT or RPM
After the APU reaches operating speed, value exceeds a limit mark, the tape and
the AVAIL light comes on and electrical numerals will change from green to
power is available. After approximately 2 amber and an alert will be presented. In
minutes at operating speed, bleed air will the case of a parameter not being
be available. presented due to a fault, the tape will be
replaced by a vertically written amber
PROTECTION INOP text and the numerals by amber
dashes.
In case of APU fire (see section Fire Pro- Mode of operation
tection) or APU overspeed, the APU
shuts down automatically. The APU can- The APU page displays to the right of the
not be restarted after an overspeed fault. EGT and RPM scales the actual mode of
On the ground the APU will also shut operation during start, operation, shut-
down automatically in case of a failure. down, auto shutdown and faults prohibit-
Failures that might occur are low oil ing start. The annuncations "doors
pressure, high oil temperature, high ex- travel", refer to the air intake doors.
haust gas temperature and other internal
APU failures. A continuous self-test fea-
ture allows unattended APU operation on
the ground.

AUXILIARY POWER UNIT PAGE 2
AUXILIARY POWER UNIT VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.07.01
VERSION 01
RIGHT LOWER OVERHEAD PANEL

EXHAUST GAS TEMPERATURE

DISPLAY ·
Blank
- APU manually switched off.
Numerals
- APU exhaust gas temperature.
AVAIL (blue)
- Electrical power available.
- Bleed air available (on the ground
only) two minutes after the AVAIL
light comes on.
NOTE: Memo message APU
AVAILABLE is displayed at
MFDU primary page.
- APU fault .
APU
OFF
- APU manually switched off.
ON
- Selector position after APU start.
NOTE: Pull before selecting START
position.
START (spring loaded to ON)
- loi.ia.es automatic stan sequence.
JAP U·OO I

1.07.01
VERSION 01
MFDS CONTROL PANEL

LOCATION: PEDESTAL
SRT
OFF
O Rotate to adjust brightness of the
right MFDU .
NOTE: When OFF. the display unit is
blank.

- Change the primary page for the
secondary page and/or vice versa.
JAPU-002

1.07.01
RH MFDU (APU PAGE")

rr
~
685 100 APU AVAILABLE
[ ]
EGT RPI1
""
- APU-
--- ---
[ ]
EGT RPI1
-APU-

1.07.01
RH MFDU (APU PAGE »

RPM NUMERALS
Num era ls (green)

- RPM percentage when tape is
green.
Numerals (amber)
- RPM percentage when tape is
amber.
EGT NUMERALS
Numerals ( green)
- EGT (degrees C) when tape Is
green.
Numerals (amber)
- EGT (degrees C) when tape is
amber.
685 L-IAM_BE_RR_PM_LlM_ITM_AR_K_ _ ~100

...- - ----1 AMBER EGT LIMIT MARK
I
-------1 AMBER INTERMEDIATE EGT LIMIT
MARK
I
RPM TAPE
Tape (green)
- RPM within limits.
Tape (amber)
- RPM above amber limit.
~
EGT TAPE
Tape (green)
- EGT within limits.
Tape (amber)
- EGT above amber limit.
EST RPM
APU
1.07.01

MWlIMCL MFDU LOCAL
AURA L
A APU OVERS PEED
EXHAUST GAS
B TEMPERATURE
OVERLIMIT
APU OIL TEMP
o LOW OIL PRESSURE
~ ALERT INHIBITION

1.07.01
VERSION 01

AURAL MWLl MCL MFDU LOCAL
HIGH EXHAUST GAS

C TEMPERATURE
fW,,®kg4 ALERT INHIBITION
z z z
...
0 0
::0 0 '"~
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~
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1.08.00
POWER PLANT
VERSION 01
CONTENTS ISSUE 001
1.08.01 General
Introduction
Compressors and Turbines
Combustion
Airflow
Oil System
Engine Layout
1.08.02 Starting and Ignition

- Starting
- Ignition
- Engine Panel
1.08.03 Engine Control

- Engine Fuel
- Thrust Control
- Reverse Thrust
- Thrust and Fuel Levers
- Thrust Rating Panel
1.08.04 Engine Indications

- General
- Primary Page
- Secondary Page
- Status Page
- Failures
- LH MFDU I Primary Page
- RH MFDU I Secondary Page
- Standby Engine Indicator
- Engine Panel

POWER PLANT PAGE 2
CONTENTS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.08.01
POWER PLANT
VERSION 01
GENERAL ISSUE 001
INTRODUCTION shaft governor. The engine is started by

an air starter motor which drives the HP
The aircraft is equipped with two Rolls shaft via the high speed gearbox.
Royce Tay Mk 620-15 turbofan engines
or two Rolls Royce Mk 650-15 turbofan COMBUSTION
engines * . The engines are located one
on each side of the rear fuselage . The The combustion section consists of ten
Tay engine is a twin-spool, high bypass interconnected liners, each of which in-
ratio engine. The low-pressure spool corporates a fuel spray nozzle. The tube-
comprises a single-stage fan and a type liners are installed in an annular
three-stage compressor driven by a casing. Two igniter plugs are installed
three-stage turbine. The high-pressure per engine.
spool consists of a twelve-stage com-
pressor driven by a two-stage turbine. AIRFLOW
The engine is started by an air starter
motor. The fan bypass airstream and the The output from the fan is divided into
turbine exhaust are mixed before dis- two separate flows. One flow enters the
charge through a nozzle which incorpor- IP and HP compressors to be further
ates a two-door thrust reverser. The compressed before entering the com-
thrust reverser can be deployed after bustion section, where fuel is added and
touchdown to decelerate the aircraft. the resultant mixture ignited. The hot gas ,
Both engines are equipped with fire de- so generated, expands through both the
tection and extinguishing systems. The HP and LP turbines. The other flow by-
engine nacelles are ventilated; blow-out passes the core engine. The fan bypass
panels are installed. Fluids which leak air stream and LP turbine exhaust are
from seals and joints are drained to re- mixed before discharge to atmosphere
duce fire hazards and to prevent con- through a propelling nozzle which incor-
tamination of the oil and cabin air sys- porates a two-door thrust reverser unit.
tems. For the description of the engine A part of the compressor airflow is used
anti-icing system see section Ice and to cool certain parts of the engine and to
Rain Protection. For the description of pressurize oil seals, before being vented
the engine fire detection and extinguish- to atmosphere. If the temperature of the
ing system see section Fire Protection. COOling airflow exceeds a preset value,
an engine overheat alert will be
COMPRESSORS AND TURBINES presented. See subsection Engine Indi-
cations. Two tappings on the HP com-
The Low Pressure (LP) spool comprises pressor provide bleed air. Selection is
a single-stage fan and a three-stage In- automatic, dependent upon condition and
termediate Pressure (IP) compressor requirement.
driven by a three-stage LP turbine. The
conical spinner has a flexible tip to pre- OIL SYSTEM
vent ice formation. The High Pressure
(HP) spool consists of a twelve-stage HP The engine oil system is completely self-
compressor driven by a two-stage HP contained. The oil tank is located at the
turbine. The HP compressor is equipped lower LH side of the engine. The oil
with an automatic airflow control system passes from a single pressure pump
which provides a stable airflow through through a fuel-cooled oil cooler and a fil-
the engine in all operating conditions. ter, to the bearings and the gearboxes.
The LP shaft passes through the HP Scavenge oil is returned to the tank by
shaft. Each shaft rotates independently of five ~cavenge pumps. Oil pressure,
the other and in a clockwise direction quantity, and temperature are indicated;
when viewed from the front of the engine. see Engine Indications. The lOG oil sys-
Vibration of the rotating assemblies is tem is also self-contained and independ-
monitored. LP rpm is designated N1 ; HP ent of the engine oil system.
rpm is designated N2. The HP shaft Cooling is effected by passing lOG oil
drives units necessary for the operation through a primary air-cooled oil cooler
of engine and aircraft systems; the only located in the rear by-pass duct, and a
drives taken from the LP shaft are those secondary fuel-cooled oil cooler.
for the--N1 tacho generator and the N1

1.08.01
POWER PLANT
VERSION 01
GENERAL ISSUE 001
ENGINE LAYOUT
LOW SPEED Nl SHAFT GOVERNOR

GEARBOX Nl TACHO GENERATOR
LP SHAFT
COMBUSTION
SPINNER HP·COMPRESSOR HP·TURBINE BYPASS DUCT

THRUST REVERSER
HP SHAFT
HYDRAULIC PUMPS
FUEL PUMPS
STARTER HIGH SPEED OIL PUMPS
MOTOR GEARBOX INTEGRATED DRIVE GENERATOR
FUEL FLOW REGULATOR
N2 TACHO GENERATOR
JENG'OOl

1.08.02
POWER PLANT
VERSION 01
STARTING AND IGNITION ISSUE 001
Controls for engine start and ignition are IGNITION

installed at the ENGINE panel.
No Auto Ignition *
STARTING Each engine has two ignition systems in-
Each engine is equipped with an air- stalled, system 1 and system 2, to oper-
operated starter motor. Pneumatic power ate the respective igniter plug.
and electrical power must be available to One IGNITION selector provides the se-
operate the starter motor. The aircraft lection for both engines of system 1, sys-
batteries can be used for starting * if tem 2, or both systems simultaneously
AC electrical power is not available. See via the AUTO, NORM, CONT or RE-
chapter System Operation. Air can be LIGHT position of the selector.
supplied to the starter motor by the APU, In the AUTO position, system 1 is acti-
a ground supply unit, or cross-bleed from vated during the take-off roll and when
a running engine. Air is admitted to the reverse thrust is used.
starter motor when the electrically oper- In the NORM position, system 1 is acti-
ated starter valve is open. The starter vated during engine start when the fuel
valve will open when the engine selector lever is opened; it is de-activated at star-
is operated. The starter system is electri- ter cut-out.
cally armed and disarmed via the START In the CONT position, system 2 is acti-
p/b. Both fuel and ignition are applied vated.
when the respective fuel lever is opened. In the RELIGHT position, systems 1 and
The starter motor rotates the HP shaft. At 2 are activated irrespective of START
a preset value of N2, starter cut-out oc- p/b and fuel lever positions.
curs, the starter valve closes. If the star- Auto Ignition
ter valve does not close, an alert will be
presented. Each engine has two ignition systems in-
During engine start the air conditioning stalled, system 1 and system 2, to oper-
packs are shut off, and the output of hy- ate the respective igniter plug.
draulic and pneumatic power from the One IGNITION selector provides the se-
respective engine is inhibited. lection for both engines of system 1, sys-
During engine start with battery power tem 2, or both systems simultaneously
only, hydraulic and pneumatic inhibit, and via the CONT 1, NORM, CONT 2 or RE-
automatic air conditioning shutoff is not LIGHT position of the selector.
provided. In the CO NT 1 or CONT 2 position the
respective system 1 or system 2 is acti-
NOTE: If the starter valve does not open vated during engine start when the fuel
electrically, the valve can be o- lever is opened.
pened manually. See chapter In the NORM position, systems 1 and 2
MEUCDL. are activated if the Engine Multiplexer
(EMUX) senses an engine-out condition.
System 1 i~ activated if the Engine
Failure Sensmg Unit (EFSU) senses an
engine failure.
In the RELIGHT position, systems 1 and
2 are activated irrespective of START
p/b and fuel lever positions.

1.08.02
SYSTEM DESCRIp,TIONS PAGE 2
POWER PLANT
VERSION 01
FUNCTIONAL DIAGRAM (NO AUTO IGNITION)·
ESS DC BUS
I I EMER DC BUS DC GND HDLG BUS
B- P/B
ON
~
~----------------t--
ENGINE
START
SELECTOR
1 (OR 2)
~ ~;
I____ -----------t--I STARTER
CUT-OUT
(N2)
FUEL
LEVER
OPEN
~ ~---
1
BLEED AIR
-- ---.-~~
TAKE-OFF
~
OR REVERSE
THRUST
r
STARTER
NORM VALVE
AUTO CONT
e _____e e
1-----.
I
....--
RELIGHT STARTER
IGNITION MOTOR
SELECTOR
IGNITER IGNITER
HP SHAFT
PLUG 2 PLUG 1

1.08.02
SYSTEM DESCRIPTIONS
PAGE 4
POWER PLANT
VERSION 01
ENGINE PANEL (NO AUTO IGNITION)'

LOCATION : OVERHEAD PANEL
Normal (blank)
- Starting system off.
ON (white)
- Starting system armed.
FAULT (amber)
- Starter valve not closed atter
engine start.
1 1 2 (springlo.ded to center) AUTO

- Starter motor operation, provided - Ignition system 1 activated during
START p{b Is ON and engine is lake-off and reverse thrus1 .
out. NORM
- Ignition system 1 activated during
engine start with the fuel lever in
OPEN.
CONT
- Ignition system 2 activated.
- Memo message IGNITION ON at
MFDU.
RELIGHT
- Ignttion systems 1 and 2 activated.
MFDU .
JENG·OO4/A
- - - -- - - AOM FOKKER 70 / AOM FOKKER 100 - - - - - - -

1.08.02
POWER PLANT
VERSION 01
ENGINE PANEL (AUTO IGNITION)

Normal (blank)
- Starting system off.
ON (white)
- Starting system armed.
FAULT (amber)
- Starter valve not closed after
engine start.
1 12 (springloaded to center) CO NT 1
- Starter motor operation, provided - Ignition system 1 activated with
START p/b is ON and engine is the fuel lever in OPEN.
out. - Memo message IGNITION ON at
MFDU.
NORM
- Ignition system 1 activated if
engine failure detected with the
fuel lever in OPEN.
- Ignition systems 1 and 2 activated
when engine-out is detected with
the fuel lever in OPEN.
CO NT 2
- Ignition system 2 activated with
the fuel lever in OPEN.
MFDU.
RELIGHT
- Ignition systems 1 and 2
MFDU.
JE N G · OO~
- - - - - - - - AOM FOKKER 70 / AOM FOKKER 100 - -------

PAGE 6
POWER PLANT
VERSION 01

CONOmON(S) I ALERT LEVEL ANNUNCIATIONS
STARTER VALVE NOT

ENG START
CLOSED AFTER
FAULT
ENGINE START
• • 3 ALERT INHIBITION
z z ......
o
~
Z
o 0
"...z t: :: ~ "...z ....I
~ .... t: :: l:
v .... z
~
<> ~
0
.... '"
<>
CD ~ ~ ~ ~
~
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.... '"<>
CD 3
I
ENG
OUT
TAXI INIT
TO
I TO TO CLB CAl DES APPR LAND TAXI
ENG
OUT
_J%@ . ..:
.' .;','
, .' N • ..: .;.,
.' .' . ..:
, .;., t'1.iWJ%@
JENG-006IA

POWER PLANT PAGE 1
ENGINE CONTROL VERSION 08
ISSUE 002
ENGINE FUEL THRUST CONTROL

General The thrust levers are operated either auto-
The fuel system is a mechanical all-speed matically via the autothrottle system, or man-
governing system which controls fuel flow ually by the pilot. The autothrottle system is
automatically to maintain a selected N2 and integrated in AFCAS. When the flight control
provide rapid, surge-free acceleration and lock is on, forward thrust lever movement is
deceleration control. The control system is limited (to approx 80 per cent N2).
sensitive to thrust lever position, N2 and HP Thrust Rating
compressor inlet and outlet pressures.
The thrust ratings can be selected by
Engine fuel indications are presented by the
depressing a thrust rating select p/b at the
MFDS; see subsection Engine Indications.
Thrust Rating Panel (TRP). The TRP con-
Fuel Flow tains five thrust rating select p/b's. Each p/b
Fuel is supplied from the aircraft fuel system is used to select and annunciate a thrust rat-
via an engine-driven LP fuel pump through ing. When a thrust rating is selected, the light
an oil cooler, filter and fuel flow transmitter, bar in that p/b is on. The selected thrust rat-
to an engine-driven HP fuel pump. Ice forma- ing is also indicated at the LH MFDU above
tion in the fuel system is prevented by the the EPR scale. See subsection Engine Indi-
transfer of heat from oil to fuel which takes cations.
place in the fuel-cooled oil cooler. From the The thrust ratings are:
HP pump, fuel is delivered to a fuel flow reg- - TOGA Take-Off or Go-Around.
ulator, which meters it into two separate - FLX Flexible take-off.
flows to the spray nozzles. One flow passes - CLB Climb.
through the N1 shaft governor to the HP fuel - CRZ Cruise.
valve, whilst the other flow passes direct to - MCT Maximum Continuous.
the HP fuel valve. The fuel lever which con- When FLX is selected, an assumed tempera-
trols the HP fuel valve has two designated ture can be set by rotating the TEMP selector
positions: SHUT and OPEN. on the TRP.
NOTE: Between the OPEN and SHUT posi- Next to manual selection at the TRP, a thrust
tions, a third position may be rating can be automatically selected by
present. If present, this position, for- AFCAS or by FMS.
merly used for engine starting, has Engine Pressure Ratio (EPR)
no operational use anymore.
The maximum and the target EPR value (if
In case of an engine fire the fuel supply to an applicable) for the selected thrust rating are
engine can be isolated manually with a fire computed by AFCAS. If both AT channels
shutoff valve. fail or if both AT p/b's are manually selected
In case of an LP shaft failure or excessive off, an EPR target (for pilot reference) can be
rubbing of the fan against the housing, the set manually by means of the MAN EPR
fuel supply to the spray nozzles will be shut- selector at the TRP.
off automatically by the engine emergency
fuel shut off system. This will result in a stuck
fuel lever.
Fuel Control
The fuel flow regulator is controlled by the
thrust lever, which can be operated manually
or automatically by the autothrottle system.
The fuel flow regulator makes adjustments to
maintain N2 values as set by the thrust lever.
The fuel flow can be limited by control of N1,
N2, TGT and HP-compressor outlet pressure
limiters. To reduce engine acceleration time
from idle to go-around, thrust idle N2 is
increased when the landing gear is lowered
(approach idle). Normal (low) idle is regained
five seconds after touchdown.

POWER PLANT PAGE 2
ISSUE 002
REVERSE THRUST Indication / Warnings

General When the thrust reversers are fully deployed
a green R is displayed at the LH MFDU. See
Each engine is equipped with a thrust subsection Engine Indications. In case either
reverser. The thrust reverser consists of an reverser is not stowed with the reverse thrust
upper and a lower door, which are actuated lever fully down, or in case the reverser is not
hydraulically by system no.1. deployed with the reverse thrust lever raised,
When stowed, the thrust reverser forms a a warning will be presented by the FWC. In
part of the engine exhaust nozzle. When case of a FWC failure, an alert light at the
deployed, the exhaust flow is deflected verti- SAP comes on when the reverser is not
cally and forward stowed in flight. See section Flight Warning
Control System System.
The thrust reversers, which are operated
independently of each other, may only be
selected with the aircraft on the ground.
Deployment is initiated by raising the reverse
thrust levers to the reverse idle (detent) posi-
tion. The reverse thrust levers can only be
raised with the thrust levers in the idle posi-
tion. More than Idle Reverse thrust cannot be
applied before the reverser doors are suffi-
ciently deployed. There are two reverse lever
positions for selection of reverse thrust:
reverse idle (detent) and reverse max (stop).
Intermediate selections are not allowed. In
case a thrust reverser deploys inadvertently,
the corresponding thrust lever is automati-
cally retarded to idle.

POWER PLANT PAGE 3
ISSUE 001
FUNCTIONAL DIAGRAM FUEL SUPPLY FROM

COLLECTOR TANK
HP SHAFT LP PUMP
ENGINE OIL
OIL
COOLER
IDG OIL
TEMP
DISPLAY+
ALERTS
FILTER
FILTER
ALERT
FLOW FLOW
TRANSMITTER DISPLAY
CONTROL
INPUTS
LOW
PRESSURE
ALERT
HP SHAFT HP PUMP
FUEL
FLOW FUEL FLOW
CONTROL REGULATOR
INPUTS
N1
LP SHAFT
GOVERNOR
FUEL SHUTOFF
LEVER VALVE
NOZZLES
COMBUSTION SECTION JENG–007

POWER PLANT PAGE 4
ISSUE 001
THRUST AND FUEL LEVERS
THRUST LEVER
Thrust lever setting can be

A controlled:
– Automatically by the autothrottle
system (see AFCAS), or
– Manually by the pilot.
FUEL LEVER
SHUT (gated)
– No fuel supply to the engine.
OPEN (gated)
– Fuel supply to the engine.
FUEL LEVER LIGHT
Comes on (white) in case of a level 3

alert which might require engine
shutdown.
REVERSE THRUST LEVER
Stowed (full down)

– Thrust reverser stowed.
REVERSE NOTE: Reverse thrust lever can be
MAX raised only with THRUST
lever in idle.
REVERSE Reverse idle (detent)
IDLE – Idle Reverse thrust.
Reverse max (stop)
– Max Reverse thrust.
STOWED
VIEW 'A'
JENG–034/A

1.08.03
SYSTEM DESCRIPTIONS
PAGE 5
POWER PLANT
VERSION 01
ENGINE CONTROL ISSUE 003
THRUST RATING PANEL

LOCATION: PEDESTAL
TEMP (outer knob position)

When FLX is selected, an
assumed temperature can be set
by rotating the Inner knob.
MAN EPR (outer knob pos~ion)
When both AT channels failed or

are selected off at the FLIGHT
AUGMENTATION panel, the EPR
target can be manually set by
rotating the inner knob.
Bar (green)
- Automatically or manually
selected thrust rating.
JENG -009/A

PAGE 6
POWER PLANT
VERSION 01
ENGINE CONTROL ISSUE 003

CONOmON(S) 1 ALERT lEVEL ANNUNCIATIONS
THRUST REVERSER
REVERSER
UNLOCKED OR LOCKED
ENG 1/2
INCDNGRUOUSLY
. _ AL£RT INHIBmON
z z ...
0
..,0z ......
~ ..,0z ~
~
~ ...
~ ~ ~ 0 t;: ...
~
...
~
t;:
8
is:l ~
... z
v >< >< ~
~
...
~ :2 0 0 t
~
§ § ~ 0 0
5
u: ~
• :l
I I I
~
•
ENG
OUT
TAXI
INIT
TO
TO
I TO CLB CRZ I DES I APPR LAND TAXI
ENG
OUT
. ::t .%"
I!&mXW4Jfffl1ifY,f/
JENG·010/A

PAGE 1
POWER PLANT
VERSION 01
ENGINE INDICATIONS ISSUE 001
GENERAL Thrust Ratings

Engine indications are presented at two The selected thrust rating is displayed at
pages of the Multi Function Display Sys- the primary page above the EPR scale.
tem (¥FDS). The primary page displays Dependent on thrust rating and flight
the primary parameters of both engines mode, the EPR scale displays two sym-
(1/1eft and 21right). the selected thrust bols: one to indicate maximum EPR and
rating. the air temperatures (TAT and one ~o indi.~ate target EPA. The target
SAT) and the optional fuel flow. The sec- EPR IS addItionally presented in numbers
ondary page shows the secondary par- behind the thrust rating.
ameters of both engines. Status mes- Temperature Indications
sages from either engine are displayed
at the status page. Static Air Temperature (SAT) and Total
The parameters and engine-out data for Air Temperature (TAT) are presented at
each engine are processed by a dual the top of the primary page.
channel Engine MUltiplexer (EMUX). The
EMUX provides parameter data to the SECONDARY PAGE
MFDS. AFCAS. and the flight warning The secondary engine parameters are
computer. automatically displayed at the RH MFDU
When the engine N2 decays to below after power up. They can be removed
idle RPM the EMUX provides engine-out and restored by depressing the engine
data to the MFDS, AFCAS, FWC, the air page p/b at the MFDS control panel.
conditioning system. and the engine anti- When removed, the displays are re-
icing and engine ignition system. stored automatically when a limit is ex-
A dual channel Engine Failure Sensing ceeded, during engine start, after engine
Unit (EFSU) Is installed to detect an en- shutdown. and when the MFDS control
gine failure. The EFSU receives inputs of pc:nel fails. DurinQ single MFDU oper-
N1 and thrust lever position trom both atIon, when the pnmary page is shown.
engines. The EFSU provides for the the secondary page can be displayed by
rapid detection of large thrust loss of one depressing the transfer plb at the MFDS
engine during take-off, climb, or cruise control panel.
when both thrust levers are positioned to
above MIN TO. The EFSU provides an Oil Parameters
engine failure signal to AFCAS, FWC. the The engine oil parameters are pressure
air conditioning system, and the engine (P). temperature (T). and quantity (Q).
ignition system. The parameters are presented by a mov-
ing tape which indicates the actual value
PRIMARY PAGE above, below. or between limit marks. Oil
The primary page Is displayed at the LH quantity is shown only on the ground
MFDU after power-up. In case the LH provided both engines are out for at least
MFDU falls, the primary page is auto- fifteen minutes and the START p/b has
matically transferred to the RH MFDU. not been depressed to ON. For descrip-
tion of the engine oil system see subsec-
Primary Engine Parameters tion General.
The primary engine parameters are En- Vibration Parameters
gine Pressure Ratio (EPR). Turbine Gas
Temperature (TGT). low-pressure spool Vibration (VI B) is represented by two
speed (N1) and high-pressure spool green tapes for each engine. Each tape
speed (N2). The parameters are represents an engine spool and indi-
presented by a moving tape which indicates the actual value above or below a
cates the actual value against a vertical threshold mark. A vibration plb at the EN-
~INE.panel allows the pilot to verify high
scale. The primary engine parameters
can also be read from the Standby En- VIbratIon levels by selecting alternate
gine Indicator (SEI). The SEI Is con- sensors.
nected directly to the engines, and can
be switched on/off any time.

1.08.04
POWER PLANT VERSION 01
Fuel Parameters FAILURES

The engine fuel parameters are tempera- Indioation Faults
ture (T). flow (FF). and fuel used (USED).
The fuel parameters are presented as In case a parameter oannot be
numbers. The fuel used value is set to presented due to a fault. the relevant di~
zero when, on the ground. the START p/b play will present INOP or dashes 10
is depressed to ON. amber. In oase the thrust rating and the
EPR target cannot be presented due to a
NOTE: Fuel Flow (FF) can optionally be fault, the relevant display will be blank.
presented at the primary page.
Alerts
STATUS PAGE Alerts are presented when a parameter
limit is exceeded or an engine system
Status messages can be presented at fails. provided the flight warning com-
the status page at the RH MFDU. The puter does not temporarily inhibit the
status page can be removed and representation of the alerts. Tape oolour
stored by depressing the status page plb change due to a limit being exceeded is
at the MFDS control panel. never inhibited.

1.08.04
POWER PLANT
VERSION 01
lH MFDU I PRIMARY PAGE

~" '"'''' 1.65 1.65

- 2 .0 -
TAT IS'c
SAT IS'c
2000 FF 2100
KG/HR
FLX 1.65125·c TAT 15'c SAT IS'c

1.65 l.liS·
- 2 .0-
~ - - ... - 9 -
- - - -
- 10 - = -10-=
- 1.8-
-- 8 -
-. -
- 9 - 9
-
- 7-
Tl l! tlj
8
· 1.4
6
4
· 1.2
2
_1.0_
EPR TGT Nl N2
NOTE: 1. Primary page layout for the TAY 620 engine is the same as
for the TAY 650 engine. (TGT limits shown are applicable
for the TAY 620 engine.)
2. Fuel flow (FF), optionally presented at the primary page,
can also be displayed in pounds (LB/HR).

1.08.04
SYSTEM DESCRIPTIONS
PAGE 4
POWER PLANT
VERSION 01
LH MFDU I PRIMARY PAGE (CONTINUED)

~- . 2 .0---
'
TAT ----
SAT ----
---- FF ----
KG/ HR
TAT ---- SAT ----

2 .0
9
10 10
1.8
8
9 9
1.6
7
I I I 8 I I 8 I
N 1.4 ~
I
N 6 N N 6 N N 6 N
0 0 0 0 0 0 0 0
P 1.2 P P 4 P P 4 P P 4 P
2 2 2
1.0
EPR TGT NI N2
V
NOTE: In the above f igure all fault indications are shown.

PAGE 5
POWER PLANT
VERSION 01

LOCATION: CENTER MAIN INSTRUMENT PANEL PRIMARY NUMERIC DISPLAY
Numerals (blue)
- EPR target value as indicated by blue
THRUST RATING DISPLAY EPR target symbol.
Numerals (white)
FLX (blue)
EPR target value as indicated by white
TOGA, MCT, CLB, CRZ (white)
EPR target symbol, or
- Thrust rating, selected manually or
- Maximum EPR value as indicated by
automatically.
MAX EPR symbol when TOGA thrust
MAN (white)
fating is selected.
MAN EPR selected at TRP, and
Both AT channels failed or selected
off. SECONDARY NUMERIC DISPLAY
Numerals and ' C (blue)

- Assumed temperature set at TRP
when FLX thrust rating is selected.
FLX 1.65/25°c Numerals (blue)

EPR target value as indicated by blue
EPR target symbol when TOGA thrust
1.65 1.65 rating is manually selected d uring

FMS climb.
R 2.0- R· EPR READ OUT

bo,- Numerals (green)
EPR value.
1.8 -
- - (amber)
EPR value nOl available.
Dr- 1.6-
REVERSER DISPLAY
R (green)
- Thrust reverser deployed.
MAX EPR SYMBOL
1.4 Wedge (white)

- MAX EPR for selected thrust rating .
NOTE: Wedge is not presented when
EPR target is manually contrOlled .
1.2 EPR TARGET SYMBOL
Lazy T (blue)
1.0 - EPR target during FLX, FMS climb and
FMS descent, automatically
controlled .
EPR NOTE: Target is not displayed when

AFCAS controls to speed.
Lazy T (white)
EPR target for pilot reference,
manually controlled via TRP.
DECLUTCHED DISPLAY
EPR TAPE
D (white)
Autothrottle automatically declutched Tape (green)
during take-off. - EPR indication.
JENG-Ill31A

PAGE 6
POWER PLANT
VERSION 01

TGT NUMERALS
NO numerals (blank)
- TGT tape green.
Numerals (amber)
- TGT (degrees C) w~en tape is
amber.
Numerals (red)
- TGT (degrees C) when tape is
red .
RED TGT LIMIT MARK
The red limit shown (800 deg C) Is

applicable lor the TAY 620 engine.
750 When the TA Y 650 Is Installed, the

red limit mark Is positioned at 850
deg C.
9 The red limit marks reposition during

engine start and reverse thrust.
-- 8 - AMBER TGT LIMIT MARK
The amber limit shown (735 deg C) is
-- ------------__J
~
applicable 10r the T AY 620 engine.
-I
When the TAY 650 is installed, the
7 _ amber limit mark Is positioned at 795

deg C.
- The amber limit marks reposition

during engine start and reverse
6 - thrust.
4 TGT TAPE
Tape (green)
2 - TGT within limits.

NOTE: TGT may be transient above
- amber limit in TOGA and FLX

(max 5 min without exceeding
red limit) .
TGT Tape (amber)

- TGT above amber limit.
NOTE: TGT may be transient above
red limit (max 20 sec without
exceeding max trans ient
temp) .
Tape (red)
- TGT indication more than 20 sec
above red limit.
- TGT indication above max
transient temp.
JENG-Ot4/A

PAGE 7
POWER PLANT
VERSION 01
ENGINE INDICATIONS
ISSUE 002
LH MFDU / PRIMARY PAGE (CONTINUED)

N1 NUMERALS
97.6 _ _ _ _ _ _ _ _ _ _ No numerals (blank)

- N1 tape green.
Numerals (amber)
- N1 percentage when tape is
10- amber.
Numerals (red)
______________ I- N1 percentage when tape IS red
-9 ~ RED N1 LIMIT MARK
N1 TAPE
8 Tape (green
- N1 within limits.
6 Tape (amber)
- N1 transient above red limit (max
20 sec without exceeding max
4 transient percentage).
Tape (red)
- N1 indication more than 20 sec
2 -
above red limit.
N1 indication above max transient
percentage.
Nl
JENG-015/A

PAGE 8
POWER PLANT
VERSION 01

N2 NUMERALS
No numerals (blank)
- N2 tape green.
Numerals (amber)
- N2 percentage when tape Is
amber.
Numerals (red)
- N2 percentage when tape is red.
101.5
RED N2 LIMIT MARK
- - 10 -:-----------_J The mark repositions during reverse

thrust.
AMBER N2 LIMIT MARK
9 The mark disappears during engine

start and reverse thrust.
8 N2 TAPE
Tape (green)
6 - N2 within limits.
NOTE: N2 may be transient above
amber limit in TOGA and FLX
4 (max 5 min
red limit) .
w~hout exceeding
Tape (amber)
2 - N2 above amber limit.
NOTE: N2 may be transient above
red limit (max 20 sec without
exceeding max transient
N2 percentage) .
Tape (red)
- N2 Indication more than 20 sec
above red limit.
- N2 indication above max transient
percentage.
JENG·0161A

1.08.04
POWER PLANT
VERSION 01

TAT INDICATOR SAT INDICATOR
Displays Total Air Temperature Displays Static Air Temperature

(TAT) in degrees Centigrade. (SAT) in degrees Centigrade.
LH MFDU I PRIMARY PAGE (OPTIONAL LAYOut)
FUEL FLOW INDICATOR
Numerals (green)
- Fuel flow in kilograms per hour.
- - - - (amber)
- Fuel flow value not available.
NOTE: Fuel flow can optionally be
presented in pounds per hour
(LB/HR).
2000 FF 2100
/
KG/HR

1.08.04
RH MFDU I SECONDARY PAGE

rr ~
,/
a ~
1L
lr
~
2000 FF 2100
( KG)
1100 USEO 1200
5 T 8
P T
- OIL- VIB - - FUEL--
~ 1
If T
-
P T
OIL-
~VIB
1100 USED 1200
5
(KG )
- - FUEL--
T 8
NOTE: 1. Fuel Flow (FF) can optionally be presented at the primary page.
2. Fuel Flow (FF) and Fuel USED can optionally be presented in pounds (LB).

1.08.04
RH MFDU I SECONDARY PAGE (CONTINUED)

TTTT ""
- --- FF -- --
N N N N N N N N ( KG)
o 0 o 0 o 0 o 0 ---- USED ----
P P P P P P P P --- ---
T
P T Q
--OIL-- VIB - - FUEL--
TTI' I
N N
o
P
-
p
0
P
N N
o
P
T
-OIL--
0
P
N N
o
P
Q
0
P
N
o
P
VIB
N
0
P
---- USED ----
-
---
-
(KG)
T
FUEL--
- --
NOTE: In the above figure all fault indications are shown.

1.08.04

OIL PRESSURE NUMERALS
No numerals (blank)
- Oil pressure within limits.
Numerals (amber)
- Oil pressure (in psi) when tape is
amber.
Numerals (red)
- Oil pressure (in psi) when tape is
red .
AMBER OIL PRESSURE LIMIT MARK
26 Mark position varies with N 2; mark

disappears when N2 is below idle.
RED OIL PRESSURE LIMIT MARK
Mark position varies with N2; mark is

at the min oil pressure index when N2
is below idle.
OIL PRESSURE TAPE
Tape (green)
.- - - - - - - - - -_ _ _ _ - Oil pressure with in limits.
Tape (amber)
p - Oil pressure below amber limit.

Tape (red)
- Oil pressure below red limit.

1.08.04

OIL TEMPERATURE NUMERALS
NO numerals (blank)
- Oil temperature within limits.
Numerals (amber)
- 011 temperature (degrees C) when
tape is amber.
Numerals (red)
- Oil temperature (degrees C) when
tape is red .
RED OIL TEMPERATURE LIMIT MARK
AMBER (MAX) OIL TEMPERATURE

::~____--------------------~L_I_M_IT_M_A_R_K________________~
OIL TEMPERATURE TAPE
Tape (green)
- Oil temperature within limits.
Tape (amber)
- Oil temperature above max amber
IImlt,or
- 011 temperature below min amber
limit.
Tape (red)
T - Oil temperature above red limit.
ZERO DEGREES CENTIGRADE

INDEX (WHITE)
AMBER (MIN) OIL TEMPERATURE

LIMIT MARK (minus 30 degrees C)

PAGE 14
POWER PLANT
VERSION 01
ENGINE INDICATIONS
ISSUE 002

OIL QUANTITY NUMERALS
NO numerals (blank)
- Adequate oil quantity.
Numerals (amber)
_ Inadequate oil quantity. Numerals
____________ indicate oil quantity to 1i11 up in
_ 3------- L-_"_·'e_rs_,_p_in_'s_o_r_q_u_a_rls_·_ _ _ _-'
Ir 1AMBER OIL QUANTITY RANGE
II OIL QUANTITY TAPE
Tape (green)
_ Adequate oil quantity.
Tape (amber)
_ Inadequate oil quantity.
Q
NOTE: Oil quantity is shown on the
ground:
- Before engine start,
- Fifteen minutes after shut-
down of both engines.
JENG'()221A

POWER PLANT PAGE 15
ENGINE INDICATIONS VERSION 01
ISSUE 002

N2 VIBRATION NUMERALS
1.0 N1 VIBRATION NUMERALS
Tn
No numerals (blank)
1.4 - Vibration level below threshold

value.
Numerals (amber)
- Vibration level above threshold
value (inches per second).
AMBER VIBRATION THRESHOLD MARK
N1 VIBRATION TAPE
.I.LLJ!.!.I~-----===:::::=====-_J N2 VIBRATION TAPE
Tape (green)
- Vibration level below threshold
VIB value.
Tape (amber)
- Vibration level above threshold
value.
- - - - - - - AOM FOKKER 70 I AOM FOKKER 100

POWER PLANT PAGE 16
ENGINE INDICATIONS VERSION 01
ISSUE 002

FUEL FLOW INDICATOR
Numerals (green)
- Fuel flow in kilograms per hour.
o (green)
- Fuel flow below min range
(113 KG) or above max range.
1346 FF 1405
----(amber)
- Fuel flow value not available.
NOTE: Fuel flow can optionally be
(KG) presented in pounds per
hour (LB).
3375 USED 3540~

FUEL USED INDICATOR
I---------t
34 T 115 Numerals (green)

- Fuel used in kilograms.
----(green)
- Fuel used value unreliable.
----(amber)
FUEL - Fuel used value not available.

NOTE: 1. Fuel used can optionally
be presented in pounds
(LB).
2. Numerals are set to zero
during engine start on the
ground.
RH MFDU I SECONDARY PAGE (OPTIONAL LAYOUT)
3375 USED 3540 FUEL TEMPERATURE INDICATOR
(KG) Numerals (green)

- Fuel temperature (degrees C)
34 T 1 15- - within limits.

Numerals (amber)
above amber limit.
FUEL above red limit.
JENG-024/A

1.08.04
POWER PLANT
VERSION 01
MFDS CONTROL PANEL

LOCATION: PEDESTAL
STS
- See subsection Flight Waming
System.
APU·
- See subsection APU.
WXR LJR· (not shown)
- See subsection Weather Radar.
Rotate cw to adjust brightness of (R)

MFDU from OFF (blank) to full bright.

- Change the primary page for the
secondary page and/or vice versa.
JENG-025

1.08.04
POWER PLANT
VERSION 01
STANDBY ENGINE INDICATOR (SEI)

ENGINE LIMITS PLACARD
The value of the Indicated limits depends

on the type of engine Installed.
TAY 620 TAY 650
TGT 800' C 850' C
N1 965 % 955 %
N2 103.5 % 103.5 %
The limits presenled In this lIIuslralion

are typically for the TAY 620 engine.
SEI ON/OFF SWITCH L---@J ON

\LIMITS
TGT 800 DC
_______ OFF N1 96.5%
ON N2 103.5%
- Indication of EPR, TGT, N1 and N2
values.
OFF
- No Indications.
.'.='0
,-,-. EPR
~
•. =-c-.
.,-,-
r=-.,-::.
,=.,= TGT DC
,--.,-.
ENGINE PARAMETER DISPLAY
,-.,=- .,-
'='C'.J
,-.
,=. .n
EPR, TGT, N1 and N2 Indications are
presented for engine 1 (LH) and
engine 2 (RH).
If the TGT, N1 or (and) N2 IImlt(s) Is
(are) exceeded, the relevant value(s)
~
.
,-.=. '.,-.='
'.'-'
N1%
N2%
','..1
,-. .,-
=1 I.::'
will flash.
JENG'026

1.08.04
SYSTEM DESCRIPTIONS
PAGE 19
POWER PLANT
VERSION 01
ENGINE PANEL
Normal (blank)
- Vibration 01 both engines within
limits.
HI (amber)
- Vibration of one or both engines
above threshold vafue.
AL TN (white)
- Alternate vibration sensors
manually selected.
NOTE: When ALTN is selected, the
Ht light will not come on in
case 01 an engine vibration
above threshold;
see vibration alerts.
JENG-027

1.08.04

CONDITION(S) 1 ALERT LEVEL ANNUNCIATIONS

I----------------~
EMUX SINGLE
A CHANNEL FAILURE 1 ,L--I
.--
1</ ~
I EMUX 1/2
SINGLE CHAN
1
1
1
1 , 1
I_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ J
I----------------~
ENGINE FAILURE
B SENSING UNIT FAULT
~I
1 ---, 1</ ~
I ENG FAIL
SENSOR
I
I
I , I
I_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ J
C ENGINE FAILURE
o ENGINE OVERHEAT
lBill!!I ALERT INHIBITION

~
z z
0
~ ~...
0 0
Of!
.~ '"Zw :: ::
0
'"
...~
~
...::! ~ ... 0 t;: t;:

0
:z:
u ... z
u
~
w u:: ...0 ""
0
CD
t;:
:;
0
~
0
0
e
8
e
0
...
0
::>
~ ""
0
CD ~
~

1.08.04

CONOmON(S) 1 ALERT LEVEL ANNUNCIATIONS
AURAL MWL/MCl MFDU lOCAL
TOT ABOVE AMBER

A LIMIT
TGTOVlM
B TOT ABOVE RED LIMIT
ENG 1/2
ROTOR SPEED ABOVE

C AMBER LIMIT
N11N20VSPD
ENG 1/2
~ ALERT INHIBITION
......
~
~
0
...... 0 CI
......
Z
0 ~ ~ ~ ~
Q
:z:
u ...>t Z
0
~
8
S! ..
8
:>
...
0 0
eD ~
:ij
ClB CRZ

1.08.04
POWER PLANT
VERSION 01

CONOmON(S) 1 ALERT LEVEL ANNUNCIATIONS
AURAL MWL 1 MCL MFDU LOCAL

r----------------~
OIL PRESSURE BELOW 2 ,L-I I~/

JJ OIL PRESS
II
A AMBER UMIT -- LO ENG 112
IL ________________
, J
I
OIL PRESS
LIM ENG 112
r----------------~
OIL TEMPERATURE
C ABOVE AMBER LIMIT
~ I~/
1 I~ II J OIL TEMP
HI ENG 1/2
II
~--------~ I_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
~ ALERT INHIBITION

1.08.04

AURAL MWL/MCL MFDU LOCAL

r----------------~
A OIL QUANTITY LOW 1 c-l~'

I~,
~~Go:~ !
'-------'--1 I___ ~ _____________ JI
B HIGH VIBRATION
C EPR INDICATION FAULT

1.08.04


r----------------~
FUEL TEMPERATURE
1 r-- I~/
L--II J FUEL TEMP
HI ENG 1/2
II
A ABOVE AMBER LIMIT
'---------'---' I_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
FUEL OVTEMP
ENG 1/2
r----------------~
C FUEL ALTER BLOCKED

I~/
1 Ir"-I
- I J FUEL FILTER
ENG 112
II
'------........... I_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
FUEL PRESS
D FUEL PRESSURE LOW
ENG 1/2
IIiiIII ALERT INHIBITION

PAGE 1
FIRE PROTECTION
VERSION 01
CONTENTS ISSUE 003
1.09.01 Engine
- General
- Fire Detection
- Fire Extinguishing
- Fire Warning Test
- Engine Fire Panels
- Fuel Levers
- Test Panel
1.09.02 APU
- General
- Fire Detection
- Fire Warning Test
- APU Fire Panel
- Test Panel
1.09.03 Toilet and Cargo Compartments

- General
- Smoke Detection
- Smoke Warning Test
- Cargo Smoke Panel
- Test Panel
1.09.04 Loose Equipment

- Portable Fire Extinguishers
- Halon Fire Extinguisher
- Water Fire Extinguisher
- - - - - - - AOM FOKKER 70 I AOM FOKKER 100 - - - - - - - -

FIRE PROTECTION PAGE 2
CONTENTS VERSION 01
ISSUE 003
INTENTIONALLY
LEFT
BLANK

1.09.01
FIRE PROTECTION
VERSION 01
ENGINE ISSUE 002
GENERAL Rotating the pulled fire handle in direc-

tion DISCH 1 discharges AGENT 1; rota-
The engines are each equipped with a ting the pulled fire handle in direction
fire-detection and a fire-extinguishing DISCH 2 discharges AGENT 2.
system. The systems are controlled from A latch is installed in each fire handle to
the ENGINE FIRE panel. prevent inadvertent operation. In case of
Fire and faults will be detected and the fire the latch will unlock automatically
relevant alerts presented. and the fire handle can be pulled. Man-
ual override of the latch is possible by
FIRE DETECTION depressing the latch override button in-
The fire-detection system consists of stalled behind the fire handle.
dual sensing element loops and a fire- Agent low pressure will be indicated by
detection unit. Each sensing element agent low pressure lights.
forms a closed loop. The system re-
mains serviceable even when an ele- FIRE WARNING TEST
ment is broken. The elements are moni- A fire-warning system test may be per-
tored by the fire-detection unit. If a pre- formed by selecting the ENGINE FIRE
determined temperature is reached, a test switch, located at the TEST panel, to
fire warning is presented. The fire warn- 1 or 2. Test will continue as long as
ing remains active as long as the fire switch held in 1 or 2 position.
condition exists. A normal test will result in the following
warnings:
FIRE EXTINGUISHING - Level 3 alert.
Two fire-extinguisher bottles are in- - Relevant fire handle light on.
stalled. The fire-extinguishing agent can Relevant FUEL lever light on (OPEN
be discharged by one of the two fire position only).
handles. Each engine has its own fire - FIRE ENG 1 /2 message at the LH
handle. Pulling a fire handle will close the MFDU.
respective fire shutoff valves in the fuel - ENG 1 / 2 alert light on at the SAP
and hydraulic systems and the Over (SAP in back-up).
Pressure and ShutOff Valve (OP/SOV) in
the bleed air system.

ENGINE VERSION 01
ISSUE 002
INTENTIONALLY
LEFT
BLANK

FIRE PROTECTION FIRE PROTECTION PAGE 3
ENGINE ENGINE VERSION 01
ISSUE 002
ENGINE FIRE PANELS

LATCH OVERRIDE BUTTON
Depress to unlock latch manually.
FIRE HANDLE
In:
- Normal position. ENGINE FIRE ENGINE FIRE
Pulled:
AGENT 1 AGENT 2
- Fire shutoff valves in fuel and OVRD
~
hydraulic systems close.
- Over pressure and shutoff valve in DISCH LO 2
bleed air system close. 1~2
DISH 1
- Agent 1 manually discharged.
DISCH 2 lOOP A LOOP B LOOP A LOOP B
- Agent 2 manually discharged.
FAULT FAULT fAULT fAULT

LOOP PIS
LJ1EE_J [Of[] LuO_EfuJ [Of[]
PULL PULL
Normal {blank}
- Loop serviceable.
FAULT (amber)
- loop fault. FIRE HANDLE LIGHT
NOTE: The fire-dection system is not
armed if either LOOP A or AGENT LOW PRESSURE LIGHT 2 (red)
lOOP B FAULT light is on. ~ Engine fire, or
OFF (white) LO 2 (white) - Fire-warning test in progress.

- loop manually switched oft ~ Agent 2 low pressure. - Latch automatically unlocked.
JFPT-001/A
AOM FOKKER 70 / AOM FOKKER 100 AOM FOKKER 70 / AOM FOKKER 100
ENGINE VERSION 01
I E 2
FUEL LEVERS
FUEL LEVER LIGHT
light (white)
- Engine fire, or
~ Fire~wnring test in progress.
NOTE: light can only come on when
the FUEL lever is in the OPEN
position.
. .1 FPT-002
AOM FOKKER 70 / AOM FOKKER 100 AOM FOKKER 70 / AOM FOKKER 100
1.09.01
SYSTEM DESCRIPTIONS
PAGE 5
FIRE PROTECTION
VERSION 01
ENGINE ISSUE 002
TEST PANEL
ENGINE FIRE TEST SWITCH

(spring loaded to center position)
1 (2)
- To test the engine 1 (2) lire-
warning system.
JFPT-003

PAG E 6
FIRE PROTECTION
VERSION 01
ENGINE ISSUE 002

ARE ENG
A ENGINE ARE AND
1/2
LOOP A AND B
C DOUBLE LOOP FAULT
ENG 1/2
ALERT INHIBITlOH
z z ...
0 0 ~
~ !i... ...... !i...

V
...
~
~
l2
~
e
..
~
0
0
t
~
§
...
~
~
~
~
~
""
§
..
~
:i
~
3
Z
2
it • :I 1ft
ENG TAXI 1H1T

TO TO TAXI ENG
OUT TO CL8 CRZ DES APPR LAND
OUT
A
•
C

1.09.02
SYSTEM DESCRIPTIONS
PAGE 1
FIRE PROTECTION
VERSION 01
APU ISSUE 002
GENERAL FIRE EXTINGUISHING

The APU is equipped with a fire-detection One fire-extinguisher bottle is installed .
and a fire-extinguishing system. The sys- The fire warning signal discharges the
tems are controlled from the APU FIRE agent a few seconds after automatic
panel. APU shutdown. This time delay is neces-
Fire and faults will be detected and the sary to close the ventilation system of the
relevant alerts presented . APU .
A discharge switch , located at the APU
FIRE DETECTION FIRE panel, is provided to discharge the
agent manually. In this case the APU fire
The fire-detection system consists of a shutoff valve in the fuel system closes
single sensing element loop and a fire- and the agent will be discharged immedi-
detection unit. The sensing element ately.
forms a closed loop. The system re- Agent low pressure will be indicated by
mains serviceable even when the ele- an agent low pressure light.
ment is broken . The element is moni-
tored by the fire-detection unit. If a pre- FIRE WARNING TEST
determined temperature is reached, a
fire warning is presented and the APU A fire-warning system test may be per-
fire shutoff valve in the fuel system formed by depressing the APU FIRE test
closes automatically, and the APU shuts button located at the TEST panel. Test
down . The fire warning remains active as will continue as long as button is de-
long as the fire condition exists. pressed.
A normal test will result in the following
NOTE: If the aircraft is on the ground a
warnings:
warning horn *, located in the
Level 3 alert.
nose wheel well, sounds also.
APU FIRE light on at the APU FIRE
panel.
FIRE APU message at the LH MFDU.
- FIRE APU alert on at the SAP (SAP in
back-up) .
NOTE: During test, the APU auto shut-
down and auto fire extinguishing
and warning horn are inhibited.

1.09.02
FIRE PROTECTION
VERSION 01
APU ISSUE 002
INTENTIONALLY
LEFT
BLANK
- - - - - - AOM FOKKER 70 / AOM FOKKER 100 - - - - - -

1.09.02
FIRE PROTECTION
VERSION 01
APU ISSUE 001
APU FIRE PANEL

APU FIRE LIGHT AGENT LOW PRESSURE LIGHT
FIRE (red) La (white)

- APU fire , or - Agent low pressure.
1-Fire-_.'\~':~~In
prog~ress.~;-======---:::~/
II FIRE II APU FIRE ; /
I~
AGLOENT
~
(0 JON
~ _________ ____ ________________________

-r-~ ~ ~AGENT
rn
DISCH
DISCHARGE SWITCH (guarded and

wired)
Normal position
- Agent automatically discharged in
case of APU fire.
ON
- Agent manually discharged.
JFPT-005
- - - - - -- - AOM FOKKER 70 / AOM FOKKER 100 - - - - - - -

1.09.02
FIRE PROTECTION
VERSION 01
APU ISSUE 001
TEST PANEL
Depress to test the APU fire-

warning system.
JFPT-006

1.09.02
FIRE PROTECTION VERSION 01
APU ISSUE 001

AURAL MWL/MCL MPDU LOCAL
H~:
r----------------~
·IL...-LO_OP_FAU_LT _---&..1--11
_________________ J
",,00' i
. . . . ALERT INHIBITION
z z ...(;
0 0 Z
::0 '"~
'"~ "ffi '"~ ... (; :;: :;: Cl
... "ffi ~
... J:
v Z
~
... iQ
u:: ~ .,'"
0
I
t
::::;
I
..I
0
0
..
0
0
I
::>
...0
I
.,'"
0
~
~
ENG
OUT
TAXI INIT
TO
I TO I TO I eLB CRZ DES I APPR I LAND TAXI
ENG
OUT
I A ffi( ~
A" I I I I I
I B " ",><~

APU VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.09.03
FIRE PROTECTION
VERSION 01
TOILET AND CARGO COMPARTMENTS ISSUE 002
GENERAL Selecting DISCH 1 causes immediate

total discharge of agent 1 into the se-
Smoke detection and a fire-extinguishing lected compartment. Simultaneously
systems are installed: agent 2 is discharged into the selected
- in the LH aft toilet compartment; compartment at a reduce flow rate to
- in the RH aft toilet compartment (if in- maintain a minimum extinguishing agent
stalled); concentration.
- in the forward toilet compartment (if in- Selecting DISCH 2 will discharge the
stalled); same agent 1 and agent 2, however the
- and optional in the cargo compart- power supplies for discharging are inter-
ments. changed for redundancy.
For the toilet compartments there are no The agent 1 low pressure light (1:.01)
system controls at the flight deck. The comes on within seconds after selectil)g
systems for the cargo compartments are DISCH 1 or DISCH 2 and the agent 2 iow
controlled from the CARGO SMOKE pressure light (L02) remains off for ap-
panel. prox 60 min due to the reduced flow rate.
Smoke and faults will be detected and
the relevant alerts presented. Toilet Compartments
One fire-extinguisher bottle is installed in
SMOKE DETECTION the waste container area in each toilet
The toilet compartments each have a compartment. If there is a fire in the
single smoke detector. The forward and waste container, the agent will discharge
aft cargo compartment each have dual automatically into the waste container.
smoke detectors. If smoke is detected, a
smoke warning is presented. The smoke SMOKE WARNING TEST
warning remains active as long as the A smoke warning test may be performed
smoke condition exists. by depressing the SMOKE test button at
the TEST panel.
FIRE EXTINGUISHING When a smoke detection system is in-
Cargo Compartments stalled in the toilet compartment(s) only,
the test, if successful, will result In a
Two fire-extinguisher bottles are installed toilet smoke alert(s).
for the forward and aft cargo compart- When a smoke detection system is in-
ment. The bottles are divided in one high stalled in the toilet compartment(s) and in
rate discharge bottle (agent 1) and one the cargo compartments, the test, if suc-
low rate discharge bottle (agent 2). cessful, will result in cargo and toilet
Agent 1 and agent 2 can be discharged smoke alerts. Additionally, the SMK
manually via the discharge selectors, lo- FWD / AFT CARGO alert lights come on
cated at the CARGO SMOKE panel. at the SAP (SAP in back-up).
Each cargo compartment has its own If a fault is detected in the forward or aft
discharge selector. cargo compartment smoke detector, a
LOOP FAULT alert is presented.

TOILET AND CARGO COMPARTMENTS VERSION 01
ISSUE 002
INTENTIONALLY
LEFT
BLANK

PAGE 3
FIRE PROTECTION
VERSION 01
CARGO SMOKE PANEL *

LOOP PIB
Normal during test (blank)

- Smoke detector seNiceable
FAULT (amber)
- Smoke-detector fault
NOTE: The smoke-detection system
CARGO SMOKE LIGHT is not armed if either LOOP
FAULT A or LOOP FAULT B is
SMOKE (red)
on
- Smoke In forward cargo
OFF (white)
compartment, or
- Smoke-detector manually
- Smoke-warning test in progress
switched off
\ \ CARGO SMOKE
/
II SMOKE IIFWD
LOOP
A
FAULT FAULT B A
FAULT FAULT B
[]ff] []E[] []ff] []E[]
AGENT
==~:~II\ ~
~
p.=i
1..:'====..111 \
DISCHARGE SELECTOR
I AGENT LOW PRESSURE LIGHT
DISCH 1 (sprlngloaded to center LO 1 (white)

position) - Agent 1 low pressure.
- Agent 1 and agent 2 manually
discharged.
DISCH 2 (sprlngloaded to center
position)
- Agent 1 and agent 2 manually
discharged.
NOTE: Pull before selecting
DISCH 1 or DISCH 2
FPT-019/A

1.09.03
FIRE PROTECTION
VERSION 01
TEST PANEL
Oepress to test the smoke· warning

system.
J FPT-009!A

1.09.03
FIRE PROTECTION
VERSION 01

SMOKE CARGO
A COMPARTMENT"
SMOKE TOILET
B
COMPARTMENT
CARGO SMOKE
DETECTOR FAU LT
C DURING SMOKE
WARNING TE ST "
W1W+fMALERT INHIBITION
z z z
..,~ '"~
0 0
.., ~0 ~
~'" ~ ... ~
~'" t;: X
t;; u ... Z
~
~ ~ ...0
0
...
0
~
~
'"
0
II) ~
ENG
OUT

TOILET AND CARGO COMPARTMENTS VERSION 01
ISSUE 002
INTENTIONALLY
LEFT
BLANK
- - - - - - AOM FOKKER 70 I AOM FOKKER 100 - - - - - -

PAGE 1
FIRE PROTECTION
VERSION 01
PORTABLE FIRE EXTINGUISHERS Water Fire Extinguisher *

Halon Fire Extinguisher A water fire extinguisher is installed in
the aircraft. Before use the handle must
Halon fire extinguishers are installed in be turned fully to the right a.rid to dis-'
the aircraft. The extinguisher contains a charge, the lever on top - must be
Iiquified gas. A safety catch or safety pin pressed. The water fire extinguisher can
prevents accidental aclivation. The halon be used on cloth. paper and wood fires
extinguisher can be used on all types of (class A).
fire.
CAUTION:
AFTER USE ON SOLID MATERIALS,
THE OBJECT CONCERNED HAS TO BE
COOLED WITH ANY KIND OF NON-
FLAMMABLE LIQUID.

LOOSE EQUIPMENT VERSION 01
ISSUE 003
INTENTIONALLY
LEFT
BLANK

1.09.04
FIRE PROTECTION
VERSION 01
HALON FIRE EXTINGUISHER (TYPE 1)
FULL (red)
- Extinguisher serviceable.
NOTE: BCF (BromoChlorodiFluoromethane) is Halon 1211 .
JFPT·OlllB

1.09.04
FIRE PROTECTION
VERSION 01
HALON FIRE EXTINGUISHER (TYPE 2) *
SAFETY PIN
JFPT-Ol21A
- - - - - - - AOM FOKKER 70/ AOM FOKKER 1 0 0 - - - - - - -

1.09.04
SYSTEM DESCRIPTIONS
PAGE 5
FIRE PROTECTION
VERSION 01
HALON FIRE EXTINGUISHJ:R (TYPE 3) *
SAFETY PIN
JFPT·014

1.09.04
FIRE PROTECTION
VERSION 01
WATER FIRE EXTINGUISHER*
LEVER
DISCHARGE NOZZLE
JFPT-013

1.10.00
ELECTRICAL SYSTEM
VERSION 01
CONTENTS ISSUE 002
1.10.01 General
- Normal AC Power
- Normal DC Power
- Emergency Power
- Ground Power
1.10.02 AC Power
- Generation
- Distribution
- Operation
- Electric Panel
1.10.03 DC Power
- Generation
- Distribution
- Electric Panel
1.10.04 Circuit Breakers

- Doors
- Lights
- Communication Systems
- Oxygen
- Flight Warning System
- Fuel System
- Auxiliary Power Unit
- Power Plant
- Fire Protection
- Electrical System
- Air
- HydrauliC System
- Landing Gear
- Flight Controls
- Flight / Navigation Data Systems
- Flight / Navigation Instruments
- Flight Management System
- AFCAS
- Miscellaneous
- - - - - - - - A O M FOKKER 70/ AOM FOKKER 100 - - - - - - - -

ELECTRICAL SYSTEM PAGE 2
CONTENTS VERSION 01
ISSUE 002
INTENTIONALLY
LEFT
BLANK

1.10.01
ELECTRICAL SYSTEM
VERSION 01
GENERAL ISSUE 002
The aircraft electrical system comprises EMERGENCY POWER

115 Vl400 Hz three-phase AC power and
28 V DC power and is controlled from the In the event of loss of generated AC
ELECTRIC panel. power, the batteries supply emergency
Failures will be detected and the relevant power to the EMER DC bus and, via the
alerts are presented. emergency inverter, to the EMER AC
bus. In this case, an AC SUPPLY alert
NORMAL AC POWER will be presented at the Standby Annunci-
ator Panel (SAP); see section Flight
AC power can be supplied by two Warning System. Total loss of emer-
engine-driven generators, an APU-driven gency power will occur after 30 or 60 *
generator and an external power source. minutes.
Under normal operating conditions, NOTE: The actual available duration
generator 1 supplies AC bus 1 and the may be larger and is determined
essential (ESS) bus, generator 2 sup- by battery configuration and the
plies AC bus 2. The emergency (EMER) systems load on the battery bus.
AC bus is energized by the ESS AC bus.
I! dependents of the configura-
tion of each individual aircraft.
NORMAL DC POWER
DC power is supplied by Transformer GROUND POWER
Rectifier Units (TRU) 1, 2, ESS and When AC external power is available
Ground Service, which are powered by ground service and ground handling
the respective AC bus. The output of the buses are energized. When AC external
TRU's is distributed by DC buses 1, 2, power is not available, the ground hand-
ESS, EMER, Ground Service and ling bus will be energized by the bat-
Ground Handling. teries. When DC external power is con-
nected, the DC ground service bus is en-
ergized and power is available for the
APU starter.

GENERAL VERSION 01
ISSUE 002
INTENTIONALLY
LEFT
BLANK

SYSTEM DESCRIPTIONS
1.10.01
SYSTEM DESCRIPTIONS PAG~ 3
ELECTRICAL SYSTEM ELECTRICAL SYSTEM
VERSION 01
GENERAL GENERAL ISSUE 001
FUNCTIONAL DIAGRAM
-- 28VDC
- - 115VAC
DC GND HDLG BUS I

BATTERY
1
.. BATTERY
2
I DC GND SER BUS I

DC BUS
TRANSFER
1- - ---11 ESS DC BUS I
I EMER DC BUS 11- - ---1
--)
BATTERY BATTERY GROUND
TRU EMER TRU
CHARGER CHARGER SERVICE
1 INVERTER 2
1 2 TRU
I EMER AC BUS
I AC GND SER BUS I
AC BUS 1
L-__~__~ I I
AC BUS 2
'----- ,----'1
..
I I
ESSENTIAL
AC BUS
TRANSFER
....--\----~) I
~
II
1
,------
18 GEN 1 I
~
:-8-----:
~
I
~
II
1
,------
18 GEN 2 II
I
II CSD
-I
I
II
I
I
G" I
I
I,,"',., I I
II CSD II
I
L ____ _ IL- _ _ _ _ _ I L _____ _
~
lOG 1 APU lOG 2
-------------------------------------------------AOMFOKKER70/AOMFOKKER100--------------------------------------------------
1.10.01
ELECTRICAL SYSTEM
VERSION 01
GENERAL ISSUE 001

1.10.02
ELECTRICAL SYSTEM
VERSION 01
AC POWER ISSUE 001
GENERATION When either AC bus 1 or 2 becomes de-

energized, due to an inoperative power
Engine-driven Generators source, both AC buses are automatically
An integrated constant speed drive and supplied by the remaining power source.
generator (lOG) is driven by each en- This automatic cross tie function can be
gine. The lOG output is controlled by a inhibited by the respective AUTO AC X-
Generator Control Unit (GCU) and the TIE p/b. The automatic cross tie function
generator p/b. When voltage and fre- for AC buses 1 and 2 is inhibited during
quency are within predetermined limits LAND 3 landings *. Power can be
the GCU automatically connects the removed from AC bus 1 and 2 simulta-
generator to the line and automatically neously via the ESS + EMER PWR ONLY
disconnects the generator from the line if p/b; the essential AC bus and the emer-
a failure is detected. If the lOG oil tem- gency AC bus remain energized.
perature becomes excessive an alert will Essential AC Bus
be presented. If the temperature con-
tinues to rise above a predetermined The essential bus is normally supplied
value, the lOG will be disconnected from by generator 1. If generator 1 becomes
the engine drive. inoperative, the essential bus will be sup-
plied by generator 2.
APU-driven Generator
Emergency AC Bus
The APU-driven generator provides auxil-
iary AC power and can be used on the Under normal power conditions, the
ground as well as in the air. The APU EMER AC bus is supplied by the ESS AC
generator output is controlled by a GCU bus. If AC supplies fail and the AC buses
and the APU generator p/b, and functions 1 and 2 and the ESS AC bus become
as described for the engine driven de-energized, the EMER AC bus is sup-
generators. The APU generator is not plied by the batteries via an EMER inver-
equipped with a constant speed drive ter.
since the APU runs at a constant speed. Avionics Transfer Bus
External Power The avionics transfer bus is normally
A receptacle at the RH forward side of supplied by AC bus 2. Should the voltage
the fuselage provides for connection of of AC bus 2 decrease to below a pre-
an AC ground power unit. The Ground determined value, the avionics transfer
Power Control Unit (GPCU) automatically bus will be automatically supplied by AC
disconnects the external power from the bus 1.
electrical system if its parameters are Galley Buses
not within limits.
The galley buses 1 and 2 are supplied
DISTRIBUTION by AC buses 1 and 2 respectivly. In flight
during single generator operation, the
AC power is distributed to: galley buses are automatically de-
- AC buses 1 and 2. energized.
- ESS AC bus. The galley buses can be manually de-
- EMER AC bus. energized via the galley power p/b.
- Avionics transfer bus * .
- Galley buses 1 and 2. AC Ground Service Bus
- AC Ground Service bus. The AC ground service bus is normally
supplied by AC bus 2. If AC bus 2 is not
AC Buses 1 and 2 energized the AC ground service bus will
AC buses 1 and 2, normally supplied re- be automatically powered when the ex-
spectively by generators 1 and 2, can be ternal power is available.
supplied by the APU or external power.

1.10.02
ELECTRICAL SYSTEM
VERSION 01
AC POWER ISSUE 001
OPERATION AC Power
External Power With only APU power available, on the
ground, the entire electrical system is
When AC external power is connected energized. If one engine generator is in·
and within limits, the AVAIL light in the operative, the APU generator will supply
external power p/b is on, the AC the buses of the inoperative generator.
GROUND SERVICE light at the connec- The essentail bus will be supplied by the
tor is on and the AC ground service bus operative generator. If both engine
is energized. When the external power generators are inoperative, the APU
p/b is depressed from AVAIL to ON the generator will supply the AC buses as
entire electrical system is energized and described in Distribution.
the EXT PWR FED light at the connector
is on. An illustration of the electrical Generator 1 and 2 Power
power connector is shown in section Air- The first generator on line will supply its
craft General. When both external power respective AC bus and the essential AC
and APU power are available, the APU bus. The remaining AC bus is supplied
will supply the essential AC bus and the by the APU or external power. When
external power will supply AC buses 1 generators 1 and 2 are on line, the es·
and 2. sential AC bus will be supplied by gener-
ator 1, and the APU and/or external
power become standby.

1.10.02
VERSION 01
AC POWER AC POWER ISSUE 001
FUNCTIONAL DIAGRAM - - 115VAC
GALLEY
POWER
P/B
9
BATIERY BATIERY GROUND
TRU EMER TRU
,--_IN_V_ER_T_E_R---,~ 2
2 TRU
EMER AC BUS j
L- -_ _
ESS AC BUS
I I AC GNO SER BUS I
I
GALLEY BUS 1
I GALLEY BUS 2
1---..1-
AUTO AC
- {-- AUTO AC
X·TIE
I AVNCS XFER BUS'
1 X·TIE
~___.--~
AC BUS 1 ~--r:._-------
I
I
1 I
I
AC BUS 2
....
;
--j
- --
1 - T 1
~-I•
I
I
~_J~~_
GCU
GEN
P/B
r
I
I
I
I
I
8! I
AUTO AC
X·TIE
P/B
I
APU
GEN
P/B
r~-J~-~I
'8'
I
I GEN
I
I I
T
AC EXT PWR I
I
EXT
POWER
P/B
AUTO AC
X·TIE
PIB
f8'
II
I
GEN 2 II
I
GEN
P/B
I
I
IL _ _cso
___ _
II I
IL
I
_ _ _ _ _ --'I
II cso
L ______
II
lOG 1 APU lOG 2 JELS-002
AOM FOKKER 70 I AOM FOKKER 100

1.10.02
ELECTRICAL SYSTEM
VERSION 01
AC POWER ISSUE 001
ELECTRI C PANEL
LOCATION : OVERHEAD PANEL ELECTRIC DISPLAYS
Displays actual values of the electric parameter selected by the

display selector and display buttons.
DISPLAY SELECTOR
- -------------
DISPLAY DISPLAY DISPLAY DISPLAY DISPLAY
Provides selection of electrical buses SELECTOR BUnON LEFT CENTER RIGHT
or sources for (electric parameter)
~ ~~
ELE~
LOAD 1 APU 2
display. GEN VOLT 1 APU 2
FREQ 1 APU 2
- - --
IlslJ D])
LOAD
GALLEY POWER P/B
EXTPWR VOLT EXTPWR
Normal (blank) FREQ EXTPWR
- Galley powered.
ACBUS
LOAD
VOLT
- -1-- - - -- - -2--
ESS
~
OFF (white)
GEN FREQ 1 ESS 2
- Galley power manually switched II II LOAD
BAT,- ..... EXT PWR LOAD - - -- - --
~
off.
EMER BUS
,~ACBUS
VOLT AC DC
- - --
~~
TOU II IIVOLT FREQ AC
ESS + EMER PWR ONLY P/B 1/ESS/2 1/ESS/2
(guarded)
~
II II FREQ DISPLAY BUnONS
Normal (blank) EMERBUS
1/ESS/2 AC/DC Provide selection of the electric
- Normal power supply. BATTERIES parameter LOAD ('¥o), VOLT (V), and
ON (white)
GALLEY ~ ON FREQ (Hz) to be displayed. When
~
- Only ESS and EMER buses
[Qff]
energized.
PWR
ESS+EMER Q selected the bar (green) In the

respective plb comes on.
-~
~TCHARGER PWR ONLY
AUTO AC X- TIE P/B 1 2 OFF
IL [j
Normal (blank)
~
- Automatic cross tie operative. I--. BATTERIES
FAULT (amber) []t[] OFF
-- --
ro
- Automatic cross tie fault.
T T
OFF (white)
- Automatic cross tie manually DC X-TIE
D
switched off.
~E=
I
EXTERNAL POWER P/B
Normal (blank) AUTO AC X-TIE D TRU

2 APU GENRATOR P/B
~
Normal (blank)
-tc
I~
- External power not available.
ic
"1[[;lT ~
- APU generator operation normal.
AVAIL (white)
- .... - ..... FAULT (amber)
1[][]~[]!!]
- External power available. 2
- APU generator fault.
- Ground service and handling
~ I'---
OFF (white)
~
buses energized.
- APU generator manually switched
- Memo message EXT POWER
off.
CONNECTED presented at the
I /"
I~ mil -- --
MFDU primary page. .......
!~
I~
ON (white)
GENRATOR P/B
- Power supplied to those buses
which are not energized by
[Qff]
00 [Qff] 00 Normal (blank)
another AC power source, GEN 1 EXT PWR APU GEN 2 - Generator operation normal.
manually selected. FAULT (amber)
- Memo message EXT POWER - Generator fault.
CONNECTED presented at the OFF (white)
MFDU primary page. - Generator manually switched off.
JELS-003
----------------------------------------------AOMFOKKER70/AOMFOKKER100-----------------------------------------------
1.10.02
ELECTRICAL SYSTEM VERSION 01
AC POWER ISSUE 001

. CONDITION(S) I ALERT LEVEL ANNUNCIATIONS
AURAL MWL I MCL MFDU LOCAL
A GENERATOR FAULT
B APU GENERATOR FAULT
C AC BUS FAULT
o ESSENTIAL AC BUS
FAULT
_ ALERT INHIBITION
z z z
...
0 0
;: 0 ~
~
a::
"~ a:: ... t: t:
0
0 "~ :s
~ t- O t;: t: :I:
u t- Z
t;;
..
>l >l t-
0
:!
~
0 :::>
a: Ii: 0 0 0 0
5
il: ~ 0
GO :::; ~ ~ ~
0
~ 0
GO
CRZ

1.10.02
AC POWER ISSUE 001

AURAL MWL / MCL MFOU LOCAL
A EMERGENCY AC BUS
EMER AC BUS
FAULT
B AVIONICS TRANSFER AVNCS

BUS FAULT " XFER BUS
r----------------~
C lOG OVERHEAT 1 r-.I

I~/ J IDG TEMP
I
:
I_ _ _
, _ _ _ _ _ _ _ _ _ _ _ _ __ JI
I
o AUTOMATIC AC
CROSS·TIE FAULT
ilia ALERT INHIBITION
z z z
0 0
;: ~ ill
t-
""f "~ ... t t
O
0 "~ :5
""f t- ~ t t :I:
v t- Z
V
~
t;;
""
iL
0
t- ..
'"
0
t;:
:::; ..
0
0
0
0
~
0
0
~ ..
0
0
::>
0
t-
'"
0
ao ~ ~

SYSTEM DESCRIPTIONS
1.10.03
PAGE 1
ELECTRICAL SYSTEM
VERSION 01
DC POWER ISSUE 001
GENERATION Dual DC Bus

Transformer Rectifier Unit DC buses 1 and 2 supply the dual DC
bus. It provides an uninterrupted power
Four Transformer Rectifier Units (TRU) source for the lift dumpers, anti-skid, and
receive AC power and provide DC power speed brake in the event of a DC bus 1
to the respective DC buses. TRU 1 and 2 or 2 failure during landing.
are supplied from its AC bus via the re-
spective TRU p/b. The essential and Essential DC Bus
ground service TRU's are supplied di- The ESS AC bus supplies, via the ESS
rectly from its AC bus. The TRU's are TRU, the ESS DC bus. If the ESS TRU is
automatically disoonnected in case of inoperative DC bus 1 will supply the ESS
overheat or reverse current. If TRU 1 or DC bus. If the ESS DC bus becomes de-
2 should fail an alert will be presented. energized an alert will be presented.
Battery Power Emergency DC Bus
Battery power is provided by two bat- The ES AC bus supplies, via ESS TRU,
teries. Each battery has a battery the EMER DC bus. If the ESS TRU is In-
charger which receives power from the operative the EMER DC bus is automati-
respeotive AC bus. A BATTERIES switch cally supplied by DC bus 1. When no AC
is provided to connect the batteries to power is available, the EMER DC bus is
the DC system and should be ON during automatically supplied by the batteries.
all normal operating conditions. The bat-
tery charger monitors the condition of the DC Ground Service Bus
respective battery and regulates the The AC ground service bus supplies, via
charging current to avoid battery over- a ground service TRU, the DC ground
heat. The battery chargers 1 and 2 are service bus. When the AC power is not
controlled by the respective BAT available, the DC ground service bus
CHARGER p/b. In case of a battery over- can be powered by an external DC
heat or a battery charger failure an alert power source.
will be presented.
DC Ground Handling Bus
External Power
The AC ground service bus supplies, via
Adjacent to the external AC receptacle is the Ground Service TRU the DC ground
a 28 V DC receptacle to provide power handling bus. When no AC power is
to the DC ground service bus and the available the DC ground handling bus is
APU starter. There are no controls or in- supplied directly by the batteries.
dicators in the flight deck related to DC The ground handling bus supplies power
external power. to:
- Passenger door with integral stairs.
DISTRIBUTION - Fueling panel.
• Towing.
DC power is distributed to: - Hydraulic service panel.
- DC buses 1 and 2. - Engine starter valve.
- Dual DC bus. There are no controls or indicators in the
- ESS DC bus. flight deck directly related to the ground
- EMER DC bus. handling bus.
- DC ground service bus.
- DC ground handling bus.
DC Buses 1 and 2
The AC bus 1 supplies, via TRU 1, DC
bus 1 and AC bus 2 supplies, via TRU 2,
DC bus 2. If either of the DC buses 1 or
2 becomes de-energized an alert will be
presented. Manual operation of the DC
X-TIE plb interconnects the DC buses.

DC POWER VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

VERSION 01
DC POWER DC POWER ISSUE 004
FUNCTIONAL DIAGRAM
-- 28VDC DC GND HDLG BUS
BATTERY
1
... ... BATTERY
2
I- .}--------------~--~ BATTERIES
SWITCH
-~-------------
i EMER DC BUS i DC GND SER BUS
t--------I ESS DC BUS I
-
r DC BUS 1
r •....,-- DC BUS 2 I
I
I
• ... DUAL DC BUS
BATTERY BATTERY GROUND

1 2 TRU
_....J
j
BATTERY BATTERY
TRU DC X-TIE TRU
CHARGER CHARGER
PI B PI B PIB
PI B PIB
---------------------------------------------------AOMFOKKER70/AOMFOKKER100---------------------------------------------------
1.10.03
ELECTRICAL SYSTEM
VERSION 01
DC POWER ISSUE 004
cLt:CTRIC i'ANEL
ELECTRIC DISPLAYS
Displays actual values of the electric parameter selected by the

display selector and dIsplay buttons.
SELECTOR BUTTON LEFT CENTER RIGHT
LOAD - - -- - - --
DeBUS VOLT 1 ESS 2
FREQ -- -- - - -- - - --
ELE~ LOAD 1 ESS 2
TRU VOLT 1 ESS 2
FREQ - -1-- - - -- - -2--
II
LOAD
-11-1.-.11 -11-11-111 ([ BAT VOLT 1 2
CD.I_I)J CD.I_IJJ
DISPLAY SELECTOR
FREQ - - -- - - --
ProvIdes selection of electrical buses ~ GEN DISPLAY BUTTONS
I _____ II II LOAD "'
or sources for (electric parameter)
display. ,r--__ BAT EXTPWR Provides selection 01 the electric
BATTERY CHARGER PIB

TRU
1/ESSI2
ACBUS
11ESSI2
,II IIVOLT - parameter (load or voltage) to be
displayed. When selected, the bar In
- - the respective plb comes on (green).
II II FREQ NOTE: 1. TRU load will be shown In
Normal (blank) DC BUS EMER BUS per cent; battery load In
- Battery charger supplies the 11ESSI2 ACIDC
ampere.
respective battery. BATTERIES 2. Frequency selectIon for a
FAULT (amber) ON DC source will display
GALLEvD
- Battery charger failure. ~ PWR dashes.
OFF (white)
- Battery charger manually switched BAT CHARGER ESS+EMER
~ 1 2 PWRONLV ~ BATTERIES SWITCH
rO-_-NB-a-tt-ery--p-o-we-r-a-v-al-la-bl-e-.----~
DC X-TIE PIB
Normal (blank)
- DC buses not cross tied.
ON and flowbar (white)
r-----
~ rFAuLTll iFAuiTl
h--
I ~
I
I~I~
~
O
DC X-TIE
,
T
DC
OFF
- Batteries Isolated from electrical
system.
NOTE: Battery power for ground
- DC buses manually cross tied.
'-----------' IF---=::_ _
:::------I r===l I
handling remains available.
TRU PIB TRUI~AULT l.OOJ I[t;]AULT TRU

Normal (blank) I ~ []ff] []ff] 2
_ TRU supplies the respective DC ~ AUTO AC X-TIE
bus.
FAULT (amber)
- TRU fault.
OFF (white)
- TRU manually switched off.
~ t-1-~__1-1D~ Dt-2__-P- I~ BATTERIES
OFF
~------------------'
1 -
DDDD
GEN 1 EXT PWR APU GEN 2
JELS·007
------------------------------------------------AOMFOKKER70/AOMFOKKER100-------------------------------------------------
1.10.03
ELECTRICAL SYSTEM
VERSION 01
DC POWER ISSUE 001

MWLlMCL MFDU LOCAL
BATTERY
A
OVERHEAT
r----------------.
C DC BUS FAULT 2~1~~.
I • •
DC BUS 1/2 I
I
L....-_ _ _ _...L..-.I I '
L... _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ - l
I
r----------------.
2 r+-II ~/.
• •
ESS DC BUS II
'------~ I '
L... _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ - l I
BII ALERT INHIBITION

z z
o o
""
~ "ffi ......
o ...
>l
z
:i
ENG INIT ENG

OUT TO OUT

1.10.03
DC POWER ISSUE 001

EMERGENCY DC BUS
A
FAULT
DUAL DC BUS
B DUAL DC BUS
FAULT
C BATTERY CHARGER BAT 112

FAULT CHARGER
I-. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ...J
r----------------i
BATTERIES SWITCH
D OFF AND FLIGHT
CONTROL LOCK OFF *
Ic(/J
1 r.- I
1
BAT NOT ON
1
1
1
1I-. _ _' _ _ _ _ _ _ _ _ _ _ _ _ _ _ ...J1
I!IlBlII ALERT INHIBITION

'+%'8+0%(%6 7%6+$* 2
+668 22<

!"
"

"
!

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#(#$$%&$'( ..0 .30 ./'
,#$$%'$*%$& 12#
,#$$%-$$% 12'

4

&
0'$*&+50$$- :;
0'$*&+5$ /3;
&*#+*&+5 /3(
&*#+*&+5. 33$ 31$
&$$&+56&5 //
&$$&+56%5 //
*7++$*&+56 :5
6%$0&+56 :*
,+&+5 :-
$)+*&+56 /35
$)+*&+56%$8*#$)% /3
)+*+'+*6'+$*&+5'$*%$& :(
)+*+'+*6'+$*&+5&5 :&
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CIRCUIT BREAKERS VERSION 01
ISSUE 004
or or or or
SECAL DECODER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11G
TAPE REPRODUCER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11H
UHF COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2O
VHF 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1M
VHF 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37N
VHF 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11N
OXYGEN
OXYGEN MASK AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8J
OXYGEN MASK MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24N
FAULT POWER 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16N
FAULT POWER 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42N
FAULT POWER E1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31O 33O
FAULT POWER E2 BACKUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31N 33N
FAULT POWER E2 NORMAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42O
FWC POWER CHANNEL A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42H
FWC POWER CHANNEL B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31G 33G
MFDS CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31K 33K
MFDU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31J 33J
MFDU 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42K
SAP POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L
FUEL SYSTEM
AUXILIARY FUEL CONTROL UNIT. . . . . . . . . . . . . . . . . . . . . . . . . 30B
AUXILIARY FUEL QUANTITY PROCESSOR . . . . . . . . . . . . . . . . . 30A
BOOSTERPUMP L1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31J 33J 35L
BOOSTERPUMP L2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20L
BOOSTERPUMP R1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31F 33F 35H
BOOSTERPUMP R2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47L 47H
CENTER TANK PUMP 1 CONTROL . . . . . . . . . . . . . . . . . . . . . . . . 20F
CENTER TANK PUMP 1 POWER . . . . . . . . . . . . . . . . . . . . . . . . . . 20H
CENTER TANK PUMP 2 CONTROL . . . . . . . . . . . . . . . . . . . . . . . . 47F
CENTER TANK PUMP 2 POWER . . . . . . . . . . . . . . . . . . . . . . . . . . 47H
CENTER TANK SWITCHING UNIT POWER . . . . . . . . . . . . . . . . . . 31M 33M
FUEL BALANCE TRANSFER VALVE CONTROL . . . . . . . . . . . . . . 47C
FUEL CAPACITY POWER LH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31N 33N 35N
FUEL CAPACITY POWER RH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31O 33O 35O
FUEL SHUTOFF VALVE LH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10G
FUEL SHUTOFF VALVE RH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10H
FUEL X-FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20N 47O
FUEL X-FEED VALVE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L
FUEL X-FEED VALVE 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2M
FUELING CONTROL AUXILIARY TANKS . . . . . . . . . . . . . . . . . . . . 47C
FUELING CONTROL CENTER TANK . . . . . . . . . . . . . . . . . . . . . . . 47E
FUELING CONTROL MAIN TANKS. . . . . . . . . . . . . . . . . . . . . . . . . 47D

ISSUE 004
or or or or
INDICATOR FUEL CONTENTS AUXILIARY . . . . . . . . . . . . . . . . . . 31B
INDICATOR FUEL CONTENTS LH . . . . . . . . . . . . . . . . . . . . . . . . . 20O 31C 33C
INDICATOR FUEL CONTENTS RH . . . . . . . . . . . . . . . . . . . . . . . . . 31D 33D
TANKS CONTROL CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47E
TRANSFER CONTROL AUXILIARY TANKS . . . . . . . . . . . . . . . . . . 31A
TRANSFER CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47N
APU AIR VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28N
APU CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28M
APU FIRE DETECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28H
APU FIRE EXTINGUISHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28J
APU START UP BATTERY POWER . . . . . . . . . . . . . . . . . . . . . . . . 28K
APU START UP EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . 28L
BATTERY SUPPLY CONTROL BUS APU . . . . . . . . . . . . . . . . . . . . 28O
POWER PLANT
EMUX 1 AND 2 CHANNEL A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34K
EMUX 1 AND 2 CHANNEL B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45A
ENGINE 1 OIL PRESSURE TRANSMITTER. . . . . . . . . . . . . . . . . . 18B
ENGINE 1 TEST POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18C
ENGINE 2 OIL PRESSURE TRANSMITTER. . . . . . . . . . . . . . . . . . 45B
ENGINE 2 TEST POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45C
ENGINE AUTO IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34H
ENGINE FAILURE DETECTION UNIT CHANNEL A . . . . . . . . . . . . 34L
ENGINE FAILURE DETECTION UNIT CHANNEL B . . . . . . . . . . . . 34M
ENGINE HYDRAULIC PUMPS CONTROL SYSTEM 1 . . . . . . . . . . 18M
ENGINE HYDRAULIC PUMPS CONTROL SYSTEM 2 . . . . . . . . . . 45M
ENGINE START CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50E
ENGINE STANDBY INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . 9K
ENGINE VIBRATION SIGNAL CONDITIONER . . . . . . . . . . . . . . . . 34J
EPR TRANSMITTER 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9N
EPR TRANSMITTER 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9O
IDLE SOLONOIDS ENGINE 1 AQND 2 . . . . . . . . . . . . . . . . . . . . . . 18A
IGNITION UNIT 1 ENGINE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9H
IGNITION UNIT 1 ENGINE 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9J
IGNITION UNIT 2 ENGINE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34F
IGNITION UNIT 2 ENGINE 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34G
THRUST REVERSER CONTROL ENGINE 1 . . . . . . . . . . . . . . . . . 9L
THRUST REVERSER CONTROL ENGINE 2 . . . . . . . . . . . . . . . . . 9M
THRUST LEVER ANGLE CONTROL RELAYS LH . . . . . . . . . . . . . 34C
THRUST LEVER ANGLE CONTROL RELAYS RH . . . . . . . . . . . . . 34D

ABNORMAL PROCEDURES 1.10.04
ELECTRICAL POWER PAGE 5
VERSION 01
ISSUE 007
or or or or
FIRE PROTECTION
CARGO EXTINGUISHER 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33A
CARGO EXTINGUISHER 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33B
FIRE DETECTION ENGINE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10L
FIRE DETECTION ENGINE 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10M
FIRE EXTINGUISHER BOTTLE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . 10N
FIRE EXTINGUISHER BOTTLE 2 . . . . . . . . . . . . . . . . . . . . . . . . . . 10O
SMOKE DETECTION AFT CARGO A . . . . . . . . . . . . . . . . . . . . . . . 50C 50F 50L
SMOKE DETECTION AFT CARGO B . . . . . . . . . . . . . . . . . . . . . . . 50D 50G 50M
SMOKE DETECTION AFT LAVATORY LH . . . . . . . . . . . . . . . . . . . 24H
SMOKE DETECTION AFT LAVATORY RH . . . . . . . . . . . . . . . . . . . 50H
SMOKE DETECTION FWD CARGO A . . . . . . . . . . . . . . . . . . . . . . 24E 24A
SMOKE DETECTION FWD CARGO B . . . . . . . . . . . . . . . . . . . . . . 24F 24B
SMOKE DETECTION CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35G
SMOKE DETECTION FWD LAVATORY . . . . . . . . . . . . . . . . . . . . . 24G
ELECTRICAL SYSTEM
External Power
AC EXTERNAL POWER INDICATOR . . . . . . . . . . . . . . . . . . . . . . . 53F
EXTERNAL POWER GPCU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52L
EXTERNAL POWER VOLT/FREQUENCY INDICATOR . . . . . . . . . 52O
Batteries
INDICATOR BATTERY 1 AND TRU 2 . . . . . . . . . . . . . . . . . . . . . . . 27O
INDICATOR BATTERY 2 AND TRU 1 . . . . . . . . . . . . . . . . . . . . . . . 53O
POWER SUPPLY BATTERY CHARGER 1 . . . . . . . . . . . . . . . . . . . 27M
POWER SUPPLY BATTERY CHARGER 2 . . . . . . . . . . . . . . . . . . . 53M
Generators
DC CONTROL POWER GCU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25N
DC CONTORL POWER GPCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26N
GENERATOR 1 VOLT/FREQUENCY INDICATOR . . . . . . . . . . . . . 25O
GENERATOR TEST AND INDICATOR . . . . . . . . . . . . . . . . . . . . . . 5G
IDG ENGINE 1 HIGH OIL TEMPERATURE. . . . . . . . . . . . . . . . . . . 26D
IDG ENGINE 2 HIGH OIL TEMPERATURE. . . . . . . . . . . . . . . . . . . 53D
POWER SUPPLY GCU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26L
Transformer Rectifier Units
POWER SUPPLY TRU GROUND SERVICE . . . . . . . . . . . . . . . . . . 54J
TRU 1 FAULT/INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27G
TRU 1 SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27J
TRU 2 FAULT/INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53G
TRU 2 SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53J
TRU 3 INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32G
TRU 3 SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32J

VERSION 01
ISSUE 007
or or or or
AC/DC Buses
AC BUS 1 INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26H
AC BUS 1 SUPPLY 26V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26G
AC BUS 2 INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52H
AC BUS 2 SUPPLY 26V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52G
AC BUS TIE CONTACTOR 1 CONTROL. . . . . . . . . . . . . . . . . . . . . 27A
AC BUS TIE CONTACTOR 2 CONTROL. . . . . . . . . . . . . . . . . . . . . 53A
AVIONICS TRANSFER BUS INDICATION. . . . . . . . . . . . . . . . . . . . 52B
AVIONICS TRANSFER BUS SUPPLY 1 . . . . . . . . . . . . . . . . . . . . . 26C
AVIONICS TRANSFER BUS SUPPLY 2 . . . . . . . . . . . . . . . . . . . . . 52C
DC BUS 1 INDICATOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26J
DC BUS 2 INDICATOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52J
DC DUAL BUS INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53B
DC X-TIE SWITCH CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27B
EMERGENCY/ESSENTIAL BUS 26V AC . . . . . . . . . . . . . . . . . . . . 5M
EMERGENCY AC BUS ESSENTIAL BUS SUPPLY . . . . . . . . . . . . 32B
EMERGENCY AC BUS INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . 5H
EMERGENCY AC BUS INVERTER SUPPLY . . . . . . . . . . . . . . . . . 5L
EMERGENCY DC BUS CONTROL DC BUS 1 . . . . . . . . . . . . . . . . 27E
EMERGENCY DC BUS CONTROL TRU 3 . . . . . . . . . . . . . . . . . . . 32M
EMERGENCY DC BUS INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . 5J
EMERGENCY DC BUS SUPPLY DC BUS 1 . . . . . . . . . . . . . . . . . . 27F
EMERGENCY DC BUS SUPPLY TRU 3 . . . . . . . . . . . . . . . . . . . . . 32L
EMERGENCY INVERTER POWEER SUPPLY . . . . . . . . . . . . . . . . 5K
EMERGENCY POWER SUPPLY AND CONTROL . . . . . . . . . . . . . 4H
EMERGENCY BUS SUPPLY APU. . . . . . . . . . . . . . . . . . . . . . . . . . 5O
ESSENTIAL AC BUS INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 32F
ESSENTIAL AC BUS SUPPLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32D
ESSETIAL DC BUS INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 32O
ESSETIAL DC BUS SUPPLY DC BUS 1 . . . . . . . . . . . . . . . . . . . . . 27D
ESSETIAL DC BUS SUPPLY TRU 3 . . . . . . . . . . . . . . . . . . . . . . . . 32N
MISCELLANEOUS 28V DC TEST SUPPLY . . . . . . . . . . . . . . . . . . 16A
POWER SUPPLY 1 DUAL BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27C
POWER SUPPLY 2 DUAL BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53C
POWER SUPPLY INDICATOR PANEL . . . . . . . . . . . . . . . . . . . . . . 5N
VIP AUDIO VIDEO AC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11J
VIP AUDIO VIDEO DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37J
Attendant and Ground Service/Handeling buses
AC GROUND SERVICE BUS SUPPLY . . . . . . . . . . . . . . . . . . . . . . 54F
AC GROUND SERVICE BUS SUPPLY 26V . . . . . . . . . . . . . . . . . . 54L
ATTENDANT BUS 1 SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26E
ATTENDANT BUS 2 SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53E

1.10.04
ELECTRICAL SYSTEM
VERSION 01
CIRCUIT BREAKERS ISSUE 004
or or or or
BATTERY POWER DC GROUND HANDLING BUS ..... .
CONTROL POWER DC GROUND HANDLING BUS .... .
FWD ATTENDANT GROUND SERVICE BUS SUPPLY . . .
GROUND SERViCE BUS CONTROL . ........ ...... .
GROUND SERVICE BUS EXTERNAL POWER CONTROL
Galley Power
BEVERAGE MAKER 1 ........ . ... . ..... . ...... . .
BEVERAGE MAKER 2 .........•........... .... ..
GALLEY 1 CONTROL . ........ .• . . . ..............
GALLEY 1 POWER SUPPLY 1 .. . . . ... .. ...... . . .. .
GALLEY 1 POWER SUPPLY 2 . . ...... . ..... . ..... .
GALLEY 2 CONTROL ... . ...... .. .. ... ........ . . .
GALLEY 2 POWER SUPPLY 1 .................... .
GALLEY 2 POWER SUPPLY 2 .. .. . . . ............ . .
GALLEY 3 POWER SUPPLY ... ...... ...... ... . .. .
GALLEY 3 POWER SUPPLY 1 ... . . ... ..... . . ..... .
GALLEY 3 POWER SUPPLY 2 .. . . .. . ... . ... . . ... . .
GALLEY LOAD SHEDDING CONTROL .. . ........ .. . .
Electrical Outlets
RAZOR POWER AFT LAVATORY . . . ........ . . ... .. .
RAZOR POWER FWD LAVATORY .. . ... ... ........ .
UTILITY OUTLET AC ..... . ... . . .. ... . ..... . ... . .
UTILITY OUTLET AC .. .. .. ... ... . .. . . . .... . ... . .
VACUUM CLEANER OUTLET AFT . .. .......... . ... .
VACUUM CLEANER OUTLET FWD .. .......... . .. . .
AIR
Bleed Air
BLEED-AIR EXCITATION ..... ... . .. . . ... . ....... .
BLEED-AIR LEAKAGE INDICATOR ... ..... ... ... . . .
Air Conditioning
AIRCO ECONOMY SELECTOR . . . . . ......... .. .. . .
CABIN AIRCO CONTROL .... ...... . .... . . .. .. . . . .
CABIN AUGMENT SOLENOID ... ....... ... .... . .. .
CABIN AUTO TEMPERATURE CONTROL ... . ... .... .
CABIN MANUAL TEMPERATURE CONTROL .... . ... . .
FLIGHT DECK AIRCO CONTROL . ........... . . .... .
FLIGHT DECK AUGMENT SOLENOID ....... . . ..... .
FLIGHT DECK AUTO TEMPERATURE CONTROL . . ... .
FLIGHT DECK MANUAL TEMPERATURE CONTROL ... .
FLOW AUGMENT CONTROL ..... . .... ........ ... .
GALLEY 3 VENTILATION .... . . ....... .... ..... .. .
GALLEY 3 AND AUDIO VIDEO RACK VENTILATION ... .

1.10.04
SYSTEM DESCRIPTIONS
PAGE 8
ELECTRICAL SYSTEM
VERSION 01
or or : or or
POWER CABIN AIR SUCT FAN . .. ... . .. ...... . ... .
PRESSURE REGULATING AND SHUTOFF VALVE SYS 1
PRESSURE REGULATING AND SHUTOFF VALVE SYS 2
RAM AIR CONTROL ... . .... .. .... ........... . .. .
RECIRCULATION CONTROL FAN 1 .. . ... ... ... . . .. .
RECIRCULATION CONTROL FAN 2 . .. ... . . . .. ..... .
RECIRCULATION CONTROL FAN 3 . .. ..... .... . ... .
RECIRCULATION CONTROL FAN 4 . . . ... ... ... " .. .
RECIRCULATION POWER FAN 1 ... . . .. . ......... .
RECIRCULATION POWER FAN 2 . .. . . . ...... .. . ... .
RECIRCULATION POWER FAN 3 . .. .. . ... .... .. ... .
RECIRCULATION POWER FAN 4 .... . .... ... ...... .
TEMPERATURE AND PRESSURE CONDITIONER .. ... .
TEMPERATURE AND PRESSURE INDICATOR/RELAY PWR
TEMP MODULATION AND OVER PRESS VALVES SYS 1
TEMP MODULATION AND OVERPRESS VALVES SYS 2
Pressurization
CABIN PRESSURE CONTROL . .... . .• . . . ........ ..
CABIN PRESSURE CONTROL 1 . . .. . ..... . ... .. . •.
CABIN PRESSURE CONTROL 2 . .. .. .. . ... ... ... ..
CABIN PRESSURE FAULT .. .. . .. . ... .. ... .. .. .. ..
CABIN PRESSURE INDICATOR .. .. . . . . ......... . ..
Avionics Cooling
AVIONICS BLOWER FAN 1 CONTROL .. ... .. .... ... .
AVIONICS BLOWER FAN 1 POWER ... . .. . ... .... . .
AVIONICS BLOWER FAN 2 CONTROL . .. . ... . .. . . .. .
AVIONICS BLOWER FAN 2 POWER .... . .......•. ..
AVIONICS BLOWER FAN 3 CONTROL .. . .. .. . . ... . . .
AVIONICS BLOWER FAN 3 POWER .... . .. . .. . ... . .
AVIONICS OUTLET VALVE POWER .. .........• . .. . .
AVIONICS SUCTION FAN 1 CONTROL ... . . .. . .... . .
AVIONICS SUCTION FAN 1 POWER ..... . .. ... .... .
AVIONICS SUCTION FAN 2 POWER ......... . . .... .
EFIS BLOWER CONTROL . .. ....... .. .. . . . . .. .. . .
EFIS BLOWER POWER . . .... .... . . .. . . . . . . .. .. . .
TELEPHONE SYSTEM SUCTION FAN BLOWER
ICE AND RAIN PROTECTION
ANTI·ICING ENGINE 1 ..... ... .. .. . ...... .. .... . .

ANTI·ICING ENGINE 2 . . .... . .. . ........ ... . . . .. .
DRAIN HEATING GALLEY AND LAVATORY 115V AC .. .
DRAIN HEATING GALLEY AND LAVATORY 26V AC ... .
ICE DETECTION AND CONTROL ..... .. ... ..... . .. .
- - - - - - - AOM FOKKER 70 f AOM FOKKER 100 - - - - - - -

1.10.04
SYSTEM DESCRIPTIONS
PAGE 9
ELECTRICAL SYSTEM
VERSION 01
or or or or
PITOT 1 HEATING .. .. . . . ....... . . . ... . . ....... .
PITOT 2 HEATING . . ... ..... .. ... . .. . . .. .
PITOT 2 WARNING . .. . . . . . .
PITOT 3 HEATING ... . . . ... .
PITOT 3 WARNING ... . ... .... .... . .. . .. .. . . ... .
RAIN REPELLENT LH .. .. ... . . ... . .. . .. . . ..... . .
RAIN REPELLENT RH .. .. .... . . .. . . . .
SLIDING WINDOW LH ANTI-ICING .. . . . .. . . .. . . . .. .
SLIDING WINDOW RH ANTI-ICING .. .. . ..... . .
STATIC HEATERS 1 .. . .. .. ........... .. ..... .. . .
TAIL ANTI-ICING VALVES CONTROL .. . ... .. .. . .... .
VANE HEATING AC LH ... . . . . ... .. .. . . .. .
VANE HEATING AC RH ......... . . . . . .. .... . . . .. .
VANE HEATING DC LH ... ...... . . . . . .. . . .. .
WINDSHIELD LH ANTI -ICING . .. . .. ......... .. . . . . .
WINDSHIELD LH TEMPERATURE CONTROL . . . . . .. . .
WINDSHIELD LH WIPER ..... .. .
WINDSHIELD LH WIPER CONTROL . ... . . . ..... .
WINDSHIELD RH ANTI -ICING .. . .. . . .. . ..... .
WINDSHIELD RH TEMPERATURE CONTROL . . . .
WINDSHIELD RH WIPER ..... . .. . . . ...... .
WINDSHIELD WIPER CONTROL ..... . . . ... . .
WING ANTI-ICING VALVES CONTROL
HYDRAULIC SYSTEM
HYDRAULIC PNEUMATIC PANEL . . . .. . . . .... . . . . . .

HYDRAULIC QUANTI TY 1 ... ... . . . . .. .... . . . .
HYDRAULIC QUANTITY 2 ..... . . . .. ...... . . .... . .
HYDRAULIC QUANTITY GROUND SERVICE PANEL
HYDRAULIC RESERVOIRS LOW PRESSURE WARNING
HYDRAULIC SHUTOFF VALVE ENGINE 1
HYDRAULIC SHUTOFF VALVE ENGINE 2
HYDRAULIC SYSTEM 1 ELECTRICAL DRIVEN PUMP
HYDRAULIC SYSTEM 2 ELECTRICAL DRIVEN PUMP
HYDRAULIC TRANSFER
LANDING GEAR
ALTERNATE BRAKE PRESSURE INDICATOR FLIGHT

ALTERNATE BRAKE PRESSURE INDICATOR GROUND
ANTI-SKID ALTERNATE POWER 1
ANTI-SKID ALTERNATE POWER 2
ANTI-SKID INBOARD . .... .... .
ANTI-SKID OUTBOARD . . . ... .. .. .. . ... . ..... . . . .
AUTOMATIC BRAKE CONTROL . .. .. . . ....... . . . . . .

1.10.04
SYSTEM DESCRIPTIONS
PAGE 10
ELECTRICAL SYSTEM
VERSION 01
or or or : or
BRAKE TEMPERATURE INDICATOR LH
BRAKE TEMPERATURE INDICATOR RH
GROUND/FLIGHT CONTROL 1 . ....... . . ...... . .. .
GROUND/FLIGHT CONTROL 2 .... . . .. .. . .... . ... .
GROUND/FLIGHT CONTROL 3 LH ... .. . . . .
GROUND/FLIGHT CONTROL 3 RH . .... . ... .
LANDING GEAR CONTROL
LANDING GEAR POSITION WARNING
LANDING GEAR UP RELAY LH
LANDING GEAR UP RELAY RH ..... .. . . ... . .. . .. .
NAVIGATIONITOWING CONTROL
NOSE-WHEEL STEERING NORMAL CONTROL
NOSE-WHEEL STEERING SHUTOFF ....... ... . ... .
NOSE-WHEEL STEERING TOWING CONTROL
PROX SWITCHING ELECTRONIC UNIT CHANNEL PWR 1
PROX SWITCHING ELECTRONIC UNIT CHANNEL PWR 2
PROX SWITCHING ELECTRONIC UNIT CHANNEL PWR E1
PROX SWITCHING ELECTRONIC UNIT CHANNEL PWR E2
FLIGHT CONTROLS
Primary Flight Controls
AILERON ELECTRICAL CONTROL SYSTEM 1
AILERON ELECTRICAL CONTROL SYSTEM 2
ELEVATOR ELECTRICAL CONTROL SYSTEM 1
ELEVATOR ELECTRICAL CONTROL SYSTEM 2
HORIZ STABILIZER ALTERNATE CONTROL
HORIZ STABILIZER ALTERNATE POWER ..... .
RUDDER ELECTRICAL CONTROL SYSTEM 1
RUDDER ELECTRICAL CONTROL SYSTEM 2 ........ .
RUDDER MANUAL CONTROL ..... ... .
STABILIZER ELECTRICAL CONTROL SYSTEM 1
STABILIZER ELECTRICAL CONTROL SYSTEM 2
STABILIZER TRIM 1 ENABLE . . . .
STABILIZER TRIM 2 ENABLE ....... . ... . .. . . .. .. .
STABILIZER TRIM INDICATOR .. .. ... . . . . . .. . .... .
Flaps
ALTERNATE FLAP CONTROL AC . .. . . .. . .
ALTERNATE FLAP CONTROL DC .. . .. ......... . .. .
FLAP CONTROL ..... . .. .
FLAP CONTROL DATA UNIT CHANNEL 1 ... . . .. . . . .
FLAP CONTROL DATA UNIT CHANNEL 2
FLAP CONTROL DATA UNIT CHANNEL 3
FLAP POSITION INDICATOR ... .. .. .

SYSTEM DESCRITIONS 1.10.04
ISSUE 006
or or or or
Lift Dumpers and Speed Brakes
LIFT DUMPERS AUTO CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . 14O
LIFT DUMPERS FAULT INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . 7L
LIFT DUMPERS SHUTOFF AND MANUAL CONTROL . . . . . . . . . 7K
SPEED BRAKE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14N
Stall Protection
STALL COMPUTER/VANE HEATING AC LH. . . . . . . . . . . . . . . . . . 14H
STALL COMPUTER/VANE HEATING AC RH . . . . . . . . . . . . . . . . . 40H
STALL COMPUTER/VANE HEATING DC RH . . . . . . . . . . . . . . . . . 14J
STALL COMPUTER/VANE HEATING DC RH. . . . . . . . . . . . . . . . . 40J
STALL PROTECTION ENHANCEMENT POWER 1 . . . . . . . . . . . . 14C
STALL PROTECTION ENHANCEMENT POWER 2 . . . . . . . . . . . . 40C
STALL WARNING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14M 40C
STALL WARNING PREVENTION COMPUTER. . . . . . . . . . . . . . . . 7L
STALL WARNING PREVENTION COMPUTER/VANE HEATING
DC LH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14J
STALL WARNING PREVENTION COMPUTER/VANE HEATING
DC RH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40J
FLIGHT / NAVIGATION DATA SYSTEMS
Air Data
ADC 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3M
ADC 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37G
AOA TRANSDUCER 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2L
AOA TRANSDUCER 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38L
AOA TRANSDUCER 2 SUPPLY 1 . . . . . . . . . . . . . . . . . . . . . . . . . . 12L
Attitude and Heading Systems
IRU 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30N
IRU 1 EMERGENCY BUS CONTROL . . . . . . . . . . . . . . . . . . . . . . . 3O
IRU 2 EMERGENCY BUS CONTROL . . . . . . . . . . . . . . . . . . . . . . . 3N
IRU 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38J
IRU 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12J
NAV/DME Systems
DME 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2O 2N
DME 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38O
ILS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2K
ILS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38K
ILS 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12K
VOR/MB 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H
VOR/MB 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38D
GNSS RCVR 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29A 29B 30A
GNSS RCVR 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29A 29C 37B
GNSS GIC-NSD / CTL 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29C 30A 30B
GNSS GIC-NSD / CTL 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37C 37N

SYSTEM DESCRITIONS 1.10.04
ISSUE 006
or or or or
Automatic Direction Finders
ADF 1 RECEIVER AND CONTROL 1 . . . . . . . . . . . . . . . . . . . . . . . 3H
ADF 2 RECEIVER AND CONTROL 2 . . . . . . . . . . . . . . . . . . . . . . . 37A
ATC Transponders
ATC 1 TRANSPONDER AND CONTROL PANEL . . . . . . . . . . . . . . 2G
ATC 2 TRANSPONDER AND CONTROL PANEL . . . . . . . . . . . . . . 30F
Radio Altimeters
RA 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30M
RA 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38H
RA 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12H
Weather Radar
WEATHER RADAR TRANSMITTER/RECEIVER . . . . . . . . . . . . . . 30G
Flight Data Recording
FATIGUE RECORDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42L
FDR RVDT EXCITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31M 33M
DFDAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31E
DFDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31F 33F
QAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31C
FLIGHT / NAVIGATION INSTRUMENTS

Electronic Flight Instruments
EFIS DISPLAY AND ALTIMETER PANEL LH . . . . . . . . . . . . . . . . . 3L
EFIS DISPLAY AND ALTIMETER PANEL RH . . . . . . . . . . . . . . . . . 37F
EFIS DU 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3J
EFIS DU 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3K
EFIS DU 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37D
EFIS DU 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37E
Secondary and Standby Instruments
CLOCK CAPTAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16M
CLOCK FIRST OFFICER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42M
GPS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37C
GPW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12N
GPW TERRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12O
METRIC ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30E
RDMI 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2N 2M
RDMI 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38N
STANDBY ALTIMETER CAPTAIN . . . . . . . . . . . . . . . . . . . . . . . . . . 30H
STANDBY ALTIMETER/AIRSPEED INDICATOR . . . . . . . . . . . . . . 30H
STANDBY HORIZON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3N 3G

1.10.04
SYSTEM DESCRIPTIONS
PAGE 13
ELECTRICAL SYSTEM
VERSION 01
or or or or
TCAS .. . .. .. . . . . . . . .. ...... .. . . . ... . .
TCAS ALERT RELAY ..... .. .. .... . .. . . .. .. .
VOR/ADF POINTER 1 LH .. . . . . . . . .. .. ... .. . .
VOR/ADF POINTER 1 RH .. . . . . . .. .. . . .. . .. . .
VOR/ADF POINTER 2 LH .. . .. . .. .. . ... . ... . . ... . .
VOR/ADF POINTER 2 RH .. .. . ... .. . .. .. . ... .... . .
FLIGHT MANAGEMENT SYSTEM
FMC 1
FMC 1 CDU ..... . .. .. . . ... . ........ .. . . . .
FMC 1 DATA LOADER .. . . ........... .. ......... .
FMC 2 ... . .... . .. . ... . . ..... . .. .. . .. .
FMC 2 CDU ......... . ... . . .. ... . . .. . . . . . .. . . . .
FMC 2 DATA LOADER ... . . .... . . . . .. . . . . . .. .
AFCAS
AT 1 ENABLE
AT 2 ENABLE
AUTOLAND BUS BUS 1 SUPPLY ....... ... .. .
AUTOLAND CONTROL . . . . . . ...... .... .
FAC CHANNEL 1 ........ .... ..... .. ....... . .. .
FAC CHANNEL 2 .. .. . . ... . ........ ... .. ..... . . .
FCC 1 . ... . ...... . .. ... . . ... . .. . .. . . .. .. . .. .. .
FCC 2 .. . . .. ...... .. . ... .. . ..... ... . . . .
FCC 3 ...... . . ... . . . . ...... . . .. . .
FCC WARNING POWER ....... .. . . .. .... . . . . ... . .
FLIGHT MODE PANEL 1 ........ .. . . . . .... . . .
FLIGHT MODE PANEL 2 ......... . . .. .. ... .
MAINTENANCE CONTROL COMPUTER . .. .. . . .... . .
RVDT AILERON 1 ....... ... . ... ... . .. ... .
RVDT AILERON 2 . .. . ..... . . .. . . .. . . . .. .
RVDT AT 1 ....... .. .. . .. . . . .. . . . ......... .
RVDT AT 2 .... . . ...... . ........ ... . . ...... .. . .
RVDT STABILIZER 1
RVDT STABILIZER 2
RVDT YAW 1/AT 2 ....
RVDT YAW 2/AT 1 . . . ....... .. . . . . .. . ..... .
SERVOS AND CLUTCHES FAC CHANNEL 1 . ... . . . .
SERVOS AND CLUTCHES FAC CHANNEL 2 .. . . ..... .
SERVOS AND CLUTCHES FCC 1 .. . .. .. .. .... . . .. .
SERVOS AND CLUTCHES FCC 2 . ... . ... . . . . .. . . . .
YRSU ............... ........ . . .. . . . ..... . . . . .
YSAS 1 ENABLE . .... .. .. .. .. . ... . .. . .. .. . ... . .
YSAS 2 ENABLE . . . .. . . .. . . . .. . . ...... ... ... . . .
YSAS SERVO 1 . . . ..... . .. . . ... ...... ... . . . ... .
YSAS SERVO 2 ........... . .. . .. . .. ..... .. . . . . .

1.10.04
SYSTEM DESCRIPTIONS
PAGE 14
ELECTRICAL SYSTEM
VERSION 01
or or or or
MISCELLANEOUS
AFT LAVATORY PUMP LH

AFT LAVATORY PUMP RH
CFDU SECTION E 1 POWER .. .. . . .. ... . .. .. .. . . . .
CFDU SECTION E 2 POWER . ... ___ . ... ____ .. __ . . .
CFDU SECTION 1 POWER .... _ . . _ .......... . .. . . .
CFDU SECTION 2 POWER ... .... __ . ... . __ . __ . .. _ .
FLIGHT INFORMATION SYSTEM ....... __ ... .
FWD LAVATORY PUMP .... .. .... . . .. ...... _ .... .
LIGHTED CHECKLIST .. . ......... .. __ . . _ . _ .. _ ..
MAINTENANCE AND TEST PANEL A ...... . _ . .... .
MAINTENANCE AND TEST PANEL B . . _ . _ .. .
POWER INTERLOCK .. . . .. . .
VIP LAVATORY PUMP
WATER FAUCET AFT LAVATORY LH .... . . __ . .. ... .
WATER FAUCET AFT LAVATORY RH .. .. .. _ . _ . .. . . .
WATER FAUCET FWD LAVATORY ..... _ ... . . ..... .
WATER FAUCET VIP LAVATORY . . .
WATER HEATER AFT LAVATORY LH
WATER HEATER AFT LAVATORY RH
WATER HEATER FWD LAVATORY . . . . __ _ .. .. . . ... .
WATER HEATER VIP LAVATORY .. . .... _ . _ ... .
WATER QUANTITY INDICATOR .. . .. . .. . ... . .... .
WATER SERVICE PANEL HEATING .. . . _ . _ . . . . .. . . . .

())*+,
0 )&)$%(
0 &*!&);())3
0 ;())3
0 ;())3%1(#"
0 1&.#!-&%(!%*$%'
0 !$-&3!#!-&!&*%&)(
0 :-&#$-(()36"#)'()$#"
+,-.*+/+-.+.0
0 )&)$%(
0 !$-&3!#!-&!&*%.8"
0 !"#$!21#!-&
0 %'!$
0 $-1&3-&&).#!-&
0 )%$%2!&!$7#$%.#!-&6"#)'
0 1&.#!-&%(!%*$%'
0 !$-&3!#!-&!&*%&)(
0 %'!$%&)(
0 :-&#$-(()36"#)'()$#"
,)112,+34/+-.
0 )&)$%(
0 1#-'%#!.$)""1$!B%#!-&-&#$-(
0 9%&1%($)""1$!B%#!-&-&#$-(
0 1&.#!-&%(!%*$%'
0 $)""1$!B%#!-&-&#$-("%&3&3!.%#-$"
0 :-&#$-(()36"#)'()$#"

$

$

AIR PAGE 1
BLEED-AIR VERSION 01
ISSUE 003
GENERAL APU BLEED

Bleed air is used for air conditioning, pres- APU bleed air is provided via the APU bleed
surization, anti-icing and engine starting, as valve. The bleed valve can only open during
well as for pressurizing the hydraulic, water ground operations; in flight it is closed. If the
and, if installed, auxiliary fuel tanks. Bleed air valve position is not correct, an alert will be
is supplied by the engines. On the ground presented. When engine bleed air is avail-
bleed air can be supplied by the APU, or via able, a check valve will prevent reverse flow
a high-pressure ground connection. The through the APU. Reverse flow through the
bleed-air system is controlled from the AI R- APU due to a failure of the check valve will
CONDITIONING panel. Failures will be be detected. As a result the respective HP
detected and the relevant alerts presented. bleed, PRISO and OP/SO valves will close
In case of engine fire the respective bleed-air and an alert will be presented.
system is shut off when the fire handle is
pulled. BLEED FAULTS
ENGINE BLEED Overheat

In case of a bleed-air overheat the respective
Pressure Control HP bleed and PRISO valves will close auto-
Bleed air is taken from engine compressor matically and an alert will be presented. The
tappings referred to as Low Pressure (LP) OP/SO valve remains open to provide bleed
bleed and High Pressure (HP) bleed. Nor- air from the other engine for engine anti-
mally, the HP bleed valve is closed and LP icing.
bleed air is used. At low power settings, the
Leakage
HP bleed valve opens fully to supply pres-
sure. The Pressure Regulating and Shutoff Bleed-air leakage will be detected in the
valve (PRISO) limits the downstream pres- areas between the engines and the common
sure. When a failure of the PRISO valve duct. If detected, the respective HP bleed,
causes excessive duct pressure, the Over- PRISO and OP/SO valves will close and an
pressure and Shutoff valve (OP/SO) will alert will be presented.
close, and an alert will be presented. The
I pressure in the common duct is indicated at
the AIRCONDITIONING panel.
Temperature Control
When engine, wing or tail anti-icing is
switched on, the temperature modulating
function of the HP bleed valve is activated.
When the LP bleed-air temperature is too
low, the HP bleed valve will open just enough
to maintain the required bleed-air tempera-
ture. The modulating function is inhibited as
long as either thrust lever is selected to the
maximum take-off position and for approx 60
seconds after TOGA activation.
- - - - - - - AOM FOKKER 70/ AOM FOKKER 100

AIR PAGE 2
BLEED-AIR VERSION 01
ISSUE 003
IIi

PAGE 3
AIR
VERSION 01
BLEED AIR ISSUE 002
FUNCTIONAL DIAGRAM
ANTI-
BLEED NO. 2 ENGINE
ICING
PIB COMPRESSOR
PIB
HP LP
CHECK CHECK
I VALVE I I VALVE
I
.. HP BLEED
VALVE
Bt PRiSO
VALVE
APU
BLEED
PIB
FWC
OVERHEAT ---------.,
I NO. 2 BLEED-AIR
I SYSTEM ONLY
[,,~, :
~I +PRlSO HPGROUND
VALVES CONNECTION
CLOSE I
I
I I
[".~m
+PRlSO
+OP/sO
CHECK
VALVE ]:;:: APU BLEED
VALVE
..,
VALVES 1
CLOSE
LEAKAGE
1
1 I
,
1
REVERSE FLOW 1
APU
I
I
1______ - - -
BLEED
PRESS
DISPLAY
OP/SO FIRE
VALVE HANDLE
.l
FROM
·~·"'"I
SYSTEM 1 ~
TO NO. 2
TO AIR CONDITIONING PACKS ENGINE STARTER
AIRFRAME ANTI·ICING SYSTEMS ENGINE ANTI-ICING
HYDRAULIC TANKS SYSTEM
WATER TANK
AUXILIARY FUEL TANKS·

1.11.01
SYSTEM DESCRIPTIONS
PAGE 4
AIR
VERSION 01
BLEED AIR ISSUE 002
AIR CONDITIONING PANEL

Normal (blank) Normal (blank)

- System operating normally. - System operating normally.
FAULT (amber) FAULT (amber)
- System failure . - APU bleed·air failure.
OFF (white) OFF (white)
- System manually sw itched oft - System manually switched off.
JAIR-002

1.11.01
AIR VERSION 01
BLEED AIR ISSUE 001

CONOITION(S) I ALERT LEVEL ANNUNCIATIONS
BLEED·AIR OVERHEAT
A
OR OVERPRESSURE
BLEED·AIR LEAKAGE
BLEED 112
B OR REVERSE FLOW
DUCT LEAK
THROUGH APU
C DOUBLE BLEED FAULT BLEED 1 AND 2
~ ALERT INHIBITION

1.11.01
AIR
VERSION 01
BLEED AIR ISSUE 001

APU BLEED VALVE

A
FAILED ON GROUND
B APU BLEED VALVE APU BLEED

FAILED IN FLIGHT VALVE
~ ALERT INHIBITION

AIR PAGE 1
AIR CONDITIONING VERSION 01
ISSUE 004
GENERAL Auto Shutoff of both packs occurs:

- On the ground during engine starting or
Two identical air conditioning systems, when both thrust reversers are unlocked.
referred to as pack 1 and pack 2, are - If an engine failure is detected during
installed. Each pack is capable of supporting take-off or in flight at altitudes below
the air conditioning and pressurization 13 500 ft and a thrust lever setting above
requirements. MIN TO is selected.
2-Wheel System In case of an auto shutoff due to engine fail-
ure, pack operation is restored by operating
The airflow to both packs is supplied by the the AIRCOND AUTO SHUT p/b located at
bleed-air system. Conditioned air from a the ram air panel or by selecting a lower
ground air conditioning unit may be supplied thrust lever setting. Pack operation will be
to the distribution system via the LP ground automatically restored when climbing above
connection. Ram air can be introduced into 13 500 ft.
the distribution system during unpressurized
flights. Cabin air can be recirculated within Flow Control
the cabin by four fans * . Exhausted cabin air There are three modes of flow control: nor-
is utilized for avionics and instrument cooling; mal, economy and augmented. Normal and
see Flight / Navigation Instruments. Failures economy flows can be selected manually.
will be detected and the relevant alerts are Economy flow is obtained when both pack
presented. valves are open and the automatically con-
3-Wheel System * trolled cabin temperature is within a preset
range from the selected temperature. Econ-
The airflow to both packs is supplied by the omy flow is automatically selected:
bleed-air system. Conditioned air from a - During take-off. Normal flow is restored
ground air conditioning unit may be supplied approx 1 minute after lift-off.
to the distribution system via the LP ground - Upon TOGA activation. Normal flow is
connection. Ram air can be introduced into restored after 1 minute.
the system during unpressurized flights. - As long as maximum take-off thrust is
Flight deck air and cabin air can be recircu- selected.
lated via the pack recirculation fans. Economy flow is inhibited when both temper-
Exhausted cabin air is utilized for avionics ature control p/b's are in manual mode. The
and instrument cooling; see Flight / augmented mode is operative when one
Navigation Instruments. Failures will be pack is manually switched OFF.
detected and the relevant alerts are pre-
sented. Temperature Control
Hot bleed air entering the pack is ducted to
AIR CONDITIONING PACKS the temperature control valve and the cooling
The airflows from pack 1, servicing the flight system. The cooling system changes the hot
deck, and pack 2, servicing the cabin, pass bleed air into cold air. Variable opening of the
into a manifold. The excess airflow from the temperature control valve determines the
flight deck system supplements the cabin air- amount of hot air to be mixed with cold air.
flow. Controls of the air conditioning packs The temperature may be controlled automati-
are located at the AIRCONDITIONING cally or manually via the temperature selec-
panel. The pack valves have a combined flow tors. The air temperature of cabin, cabin
control and shutoff function. supply, and flight deck supply can be dis-
played.
Pack Shutoff Control
Pack Recirculation Fans
The pack valve is open when the relevant p/b
is blank and the following conditions are met: A pack recirculation fan is installed on each
- Bleed-air pressure exceeds 10 psi. pack of the 3-wheel system. These fans,
- No overheat condition exists. In an over- which are controlled via the pack recircula-
heat condition, the pack valve will close tion fan p/b's, mix flight deck air (pack 1) or
and an alert will be presented. cabin air (pack 2) with conditioned air.
- No auto shutoff has occurred.

AIR PAGE 2
AIR CONDITIONING VERSION 01
ISSUE 004
DISTRIBUTION GROUND CONNECTION

Conditioned air from the manifold is distrib- Low pressure conditioned air can be sup-
uted to the flight deck and cabin via indepen- plied to the manifold for distribution through-
dent ducts. out the aircraft via a ground connection
provided at the forward right section of the
Flight Deck
aircraft.
The flight deck air outlets for the captain, first
officer, sidewalls, and ceiling are individually REAR CABIN AIR EXTRACTION SYSTEM
adjustable. The outlets at the pedestal are
not adjustable. Floor ventilation is controlled The aircraft is equipped with a two channel
by levers located at the respective side REar Cabin Air Extraction System
panel. (RECAES) * which extracts warm cabin air,
to enhance the temperature comfort in the
Cabin rear of the cabin.
Cabin air is distributed overhead along each RECAES incorporates one outflow valve and
cabin wall. one fan per channel. The outflow valve
In the 2-wheel system four cabin recirculation opens automatically and the fans starts to
fans are installed * to recirculate the cabin run provided the aircraft is on the ground and
air. The fans, which are mounted in the cabin the thrust levers are below MIN TO position.
ceiling, are controlled via the cabin recircula- There are no system controls at the flight
tion fans p/b's. deck.
RAM AIR
During unpressurized flight ram air may be
introduced to the manifold via a valve. Con-
trol is via the RAM AIR p/b located at the ram
air panel.

1.11 .02
AIR VERSION 01
AIR CONDITIONING ISSUE 002
FUNCTIONAL DIAGRAM
(2·WHEEL SYSTEM) BLEED
AIR
TO
PACK
~1_ _ _
I
~~ ' ~~""'----:----1
10 ---- . -
TO
PACK
VALVE
.. ECON
PACK
I
PIB I........ OVERHEAT
OTHER
PACK OFF
TO
.. AUTO
SHUTOFF
PACK
I
VALVE
t
AIRCOND
AUTO SHUT
PIB
--
PACK I TEMP
2 I SELECTOR
I
I
I
J TEMP
I
I
I
COOLING
SYSTEM CONTROL
VALVE
1"""-
I
TEMP
CONTROLLER
I -
:II
t
~
---------~
. -.'-~~---
TEMP
FROM CTL
PACK PI B
~ r--C-HE-C-K--'~: CHECK
VALVE ~, VALVE
-
I
-------
MANIFOLD
1--
I
r-------
r------, I I ,------, I
I
GROUND
CONNECTION
L..-_ _- ' I
-- -
I
,...-
' -_ __ _ . - - '
--=-I I
r""-r- VALVE
RAM AIR
I IL..----y---'
I
I
I
RAM
AIR
PIB
~-l------- ~ ~
TO
..
I~------------~:~~ I
FLIGHT TO
DECK CABIN

PAGE 4
AIR
VERSION 01
aT
FUNCTIONAL DIAGRAM BLEED
(3-WHEEL SYSTEM) AIR
TO
PACK
1
tor-------------~~~--~ ~~--~.-----------------"
TO
PACK
VALVE
,.
"
ECON
P/B • PACK
OTHER
I PACK
OVERHEAT
PACK OFF • VALVE ~

I I
.. AUTO
SHUTOFF r-----------~·..l---,OT--~ - ~
TO
PACK
I I
VALVE
t PACK
~ ---1
TEMP
AIRCOND 2 1
SELECTOR
AUTO SHUT 1
P/B 1
I TEMP
1
1
1
1
+
COOLING TEMP
PACK 2
RECIRC SYSTEM
CONTROL
VALVE
1111- CONTROLLER
FAN
P/B
I t
I - TEMP
~
CTL
t P/B
TO l PACK 2 I •
~~;;1I~~:;~-~m
I
I
tl-----~--
MANIFOLD
t - I
1--------
1
GROUND
CONNECTION I
I
I-
:
~--~--~
I -
RAM AIR
VALVE
:
I
RAM
AIR
P/B
I
L ~"1-~-- ~": I~-------.:~~ I
TO FROM FROM TO
FUGHT FUGHT CABIN CABIN
DECK DECK

1.11.02
AIR
VERSION 01
AIR CONDITIONING PANEL (2-WHEEL SYSTEM)

TEMPERATURE DISPLAY
Indicates temperature In degrees C.

NOTE: Optionally, the temperature is
displayed in degrees F.
TEMPERATURE CONTROL P/B
CABIN Normal (blank)

F-DK
SUPPLY 1--+----"1 _ Automatic mode.
MAN (white)
- Manual mode selected manually.
DISPLAY SELECTOR
Provides temperature display

selection of:
- Flight deck supply
- Cabin
- Cabin supply
TEMPERATURE SELECTOR
Provides variable temperature

selection from cold to hot.
PACK
1 CABIN RECIRCULATION FANS P/B*
- Cabin recirculation fans operating.

BLEED OFF (white)
1
- Cabin recirculation fans manually
switched off.
ECONOMYP/B
Normal (blank)
Normal (blank) - Pack operating normally.
- Normal air flow. FAULT (amber)
ON (blue) - Pack failure.
- Economy air flow selected OFF (white)
manually. - Pack manually SWitched off.
JAIR·006/A

1.11.02
SYSTEM DESCRIPTIONS
PAGE 6
AIR
VERSION 01
AIR CONDITIONING PANEL (3·WHEEL SYSTEM)

TEMPERATURE DISPLAY
Indicates temperature In degrees C.

NOTE: Optionally. the temperature Is
displayed In degrees F.
TEMPERATURE CONTROL PIS

TEMP Cll
CABIN Normal (blank)
1--f----'1 _ AutomatIc mode.
MAN (white)
- Manual mode selected manually.
DISPLAY SELECTOR
Provides temperature dIsplay

selection of:
- RIght deck supply
- cabin
- Cabin supply
TEMPERATURE SELECTOR
Provides variable temperature

selection from cold to hot.
PACK
1 PACK RECIRCULATION FAN PIB
Normal (blank)
- Pack recIrculatIon fan operating.
BLEED OFF (white)
1
- Pack recIrculation fan manually
switched off.
ECONOMYPIB
Normal (blank)
Normal (blank) - Pack operatIng normally.
- Normal aIr flow. FAULT (amber)
ON (blue) - Pack failure.
- Economy aIr flow selected OFF (whIte)
manually. - Pack manually switched off.
JAIR'015

1.11.02
SYSTEM DESCRIPTIONS
PAGE 7
AIR
VERSION 01
RAM AIR PANEL

RAM

- Auto shutoff funC1ion operative. - Ram air valve closed.
OFF (white) ON (white)
- Auto shutollfunction due to - Ram air valve manually armed to
engine failure manually de· open.
activated. OPEN (white)
- Ram air valve open.
r
~
I AIRCOND
AUTO SHUT
JAIR ·007

1.11.02
AIR VERSION 01

CONDITION(SI I ALERT LEVEL ANNUNCIATIONS
A SINGLE PACK FAULT
B DOUBLE PACK FAULT
~ ALERT INHIBITION
z z z
...
0 0
~
l:i 15
""~ "~ t;:
0
C "~ ~
!;;
""~ .... t;: t;: :I:
u .... .... Z
~ ""u:: g " 0
~
8 0
0
~
0 " ...~
:;j
•
0 0
ID !:! .... ID

AIR PAGE 1
PRESSURIZATION VERSION 01
ISSUE 004
GENERAL If the pressurization controller fails com-

pletely, the manual mode is automatically
The cabin pressure is regulated by the out- activated and an alert is presented. Depress-
flow valves, which control the outflow of air ing the PRESS CONTROL p/b turns off the
from the cabin. The outflow valves can be fault light and ensures manual control.
operated in an automatic or manual mode.
Controls for the automatic and the manual MANUAL PRESSURIZATION CONTROL
mode of operation are located at the PRES-
SURIZATION panel. The automatic mode In the manual mode the outflow valves are
allows a maximum differential pressure of controlled pneumatically and independent of
7.46 psi. This means that a cabin altitude of electrical supplies via the controls at the RH
8000 ft can be maintained at 35 000 ft. The side of the PRESSURIZATION panel. The
outflow valves will normally limit in both auto- manual mode can be selected by depressing
matic and manual mode the maximum differ- the PRESS CONTROL p/b. The cabin alti-
ential pressure to 7.65 psi and the cabin tude can be changed using the manual con-
altitude to 12 000 ± 1500 ft. An excessive trol lever. The rate of cabin altitude change is
cabin altitude warning is presented when set via the manual rate control knob. Placing
cabin altitude exceeds 10 000 ft. The cabin is the manual control lever to the UP position
automatically depressurized upon landing. will depressurize the cabin. The cabin will
Two inward pressure relief valves prevent remain depressurized provided the lever
negative cabin pressure. If a fault is remains in the UP position. The outflow
detected, an alert will be presented. valves will at any time limit the cabin altitude
to 12 000 ± 1500 ft, provided airflow from the
AUTOMATIC PRESSURIZATION air conditioning pack(s) is available.
CONTROL
In the automatic mode the outflow valves are
controlled by a single or dual * channel pres-
surization controller. Controls are provided at
the LH side of the PRESSURIZATION panel.
Pressurization begins when take-off thrust is
selected. After take-off the pressurization
controller automatically schedules a cabin
altitude for each aircraft altitude and a rate of
cabin altitude change for each aircraft rate of
climb and descent. The rate of cabin altitude
change can be adjusted via the rate limit
selector (if installed). The landing altitude
selector provides the pressurization control-
ler with a reference for computing the sched-
uled cabin altitude and rate of cabin altitude
change. The selected value of landing field
elevation may be varied at any time; the sys-
tem will immediately recognize the new
value. When a dual channel pressurization
controller is installed, both channels receive
inputs from the pressurization panel. Only
one channel is in active control. The other
channel is in standby and monitors all condi-
tions in order to take over control immedi-
ately when the active channel fails. Active
and standby is automatically alternated after
each landing or power interruption. The
channels can also be alternated manually by
pressing the PRESS CONTROL p/b two
times in succession. Each channel of the
pressurization controller receives inputs from
the pressurization panel.

AIR PAGE 2
ISSUE 004
INTENTIONALLY
LEFT
BLANK

AIR AIR PAGE 3
PRESSURAIZATION PRESSURAIZATION VERSION 01
ISSUE 003
FUNCTIONAL DIAGRAM
LANDING MANUAL
ALTITUDE ALERTS RATE
SELECTOR CONTROL
RATE
FLIGHT MANUAL
LIMIT
WARNING CONTROL
SELECTOR
COMPUTER LEVER
(If installed)
HIGH
FIELD
P/B
CABIN
PRESSURE
AUTOMATIC MANUAL
STATIC
PRESSURIZATION PRESSURIZATION
PRESSURE
CONTROLLER CONTROL
PRESS
FLIGHT/ CONTROL
GROUND P/B
FROM
CABIN
OUT
FLOW
VALVES
TO
AMBIENT
AIR
JAIR–030/A
----------------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 ------------------------------------------------------------------------------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 --------------------------------------------------------------
AIR PAGE 4
PRESSURAIZATION VERSION 01
ISSUE 003
PRESSURIZATION CONTROLS AND INDICATORS

AUTOMATIC CONTROL MANUAL CONTROL
MANUAL CONTROL LEVER
RATE LIMIT SELECTOR (if installed) UP

- Cabin altitude increase.
Rotate to establish a rate of change Middle position.
above or below the scheduled rate of - Cabin altitude hold.
change. DN
- Cabin altitude decrease.
LANDING ALTITUDE INDICATOR

PRESS CONTROL P/B
Indicates the selecteded landing field
Normal (blank)
elevation.
- Automatic pressurization control.
FAULT (amber)
- Automatic pressurization control
failure.
LANDING ALTITUDE SELECTOR - Manual control established
automatically.
Rotate to set the landing field altitude MAN (white)
for automatic pressurization control. - Manual pressurization control
manually selected.
CABIN DIFFERENTIAL PRESSURE MANUAL RATE CONTOL

INDICATOR
Rotate rate of cabin altitude change in
Indicates differential pressure in psi. feet per minute.
OFF
- Electrical power off.
CABIN RATE OF CHANGE

INDICATOR
Indicates rate of cabin altitude change

CABIN ALTITUDE INDICATOR
in feet per minute.
Indicates cabin altitude in feet related
to standard atmosphere.
OFF
- Electrical power off.
JAIR-038/A
1.11 .03
AIR
VERSION 01
PRESSURIZATION ISSUE 001


r----------------~
A
SINGLE CHANNEL FAULT
OF DUAL CHANNEL
CABIN PRESSURIZATION
______I
1 ----
~/ CTL CHAN
CAB PRESS :1
CONTROLLER·
L.....-_ _ _ _~ II , I
_________________ J
CAB PRESS
CTL
C EXCESSIVE CABIN
ALTITUDE
I!faI ALERT INHIBITION
z z z
... a:
0 0
~
0 ~
'"~ 1:1
... ...... 0
'"ffi ~
...ffi ...'"~ ... 0 ~ ":z: ... ... Z
.. . .."
V
...~ '"'"iL ~
"
0 t:
::l
0
0
0
~
:>
~ 0
~
~

AIR PAGE 6
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.12.00
VERSION 01
CONTENTS ISSUE 001
1.12.01 General and Ice Detection

- General
- Ice Detection
- Anti-Icing Panel
1.12.02 Engine, Wing and Tail Anti-Icing

- Engine Anti-Icing
- Wing Anti-Icing
- Tail Anti-Icing
- Anti-Icing Panel
1.12.03 Probe Heat and Window Heat

- Probe Heat
- Window Heat
- Probe Heat and Window Heat Panel
1.12.04 Rain Protection

- Wipers
- Rain Repellent System
- Left and Right Lower Overhead Panels

ICE AND RAIN PROTECTION PAGE 2
CONTENTS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

GENERAL AND ICE DETECTION VERSION 01
ISSUE 002
GENERAL ICE DETECTION

The aircraft is equipped with anti-icing sys- Ice Detector
I tems to keep ice away from vital parts. The An ice detector is located at the bottom of the
protected parts are wing and, tail lead~ng fuselage. When ice accretion on the detector
edges, engines, flight deck windows, pltOt reaches a predetermined thickness, an alert
heads, static ports and angle-of-attack will be presented. Then, the ice detector will
vanes. An ice detector is provided to make be regularly de-iced to check if icing condi-
the crew aware of icing conditions. Visual ice tions still exist. Meanwhile the icing alert per-
detection aids are provided on the wings. sists. The alert will only be removed when
The flight deck front windows are provided icing conditions no longer exist. If the ice
with wipers and a rain repellent system * to detector fails, an alert will be presented.
improve forward visibility during rain.
Visual Ice Detection Aid
A black stripe is provided on the outboard
wing to help checking the wing for ice con-
tamination during flight and on the ground.
The black stripe runs from the lower side of
the leading edge over the upper wing surface
to the trailing edge. The wing inspection
lights are pointed towards this stripe.

GENERAL AND ICE DETECTION VERSION 01
ISSUE 002
HORIZONTAL STABILIZER
LEADING EDGE
WINDOWS
WIPERS
STATIC PORTS
WING LEADING EDGE PITOT HEAD

AND VANE
ICE DETECTOR PROBE
JICE--·011

1.12.01
VERSION 01
GENERAL AND ICE DETECTION ISSUE 001
ANTI-ICING PANEL
ANTI-ICING
-
II ICE II
I I
ICING LIGHT
Normal (blank)
-
I
No icing con d ition .
ICE ( amber)
- ICing condit ion.
JICE-001

1.12.01
ICE AND RAIN PROTECTION VERSION 01
GENERAL AND ICE DETECTION ISSUE 001


r----------------~
A ICING CONDITION 1 r+-I

I~/
J [III] II ICING
I ,
L________________ J
I
r----------------~
B ICE DETECTOR I~/

1 ------II J ICE DETECTOR
II
FAILURE -- FAULT
~--------~ I_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
[ ::::::::':::::::1 ALERT INHIBITION
z z z
...
0 0
~
:5 III
...
'"~ "~ '" ... t t t
0
Q
... "~ ~
~ ...
% Z
..
t;; V
V
~ '"u: ~
'"
0
CD
0
0
g
~ ..
0
0
::>
...
0 '"
0
CD S :E

PAGE 1
VERSION 01
ENGINE, WING AND TAIL ANTI-ICING ISSUE 002
Engine bleed air is used for engine, wing The system is automatically activated
and tail anti-icing. Anti-icing controls are when either engine anti-icing system is
located at the ANTI-ICING panel. switched on, provided the_ aircraft is on
the ground and bleed-air pressure is suf-
ENGINE ANTI-ICING ficient. The system regulates the tem-
perature of the wing leading edge by
The nacelle leading edge, the inside of opening and closing the modulating and
the air intake and the engine spinner are shutoff valve. A relevant alert will be
provided with ice protection. When en- presented in case of a wing leading edge
gine anti-icing is selected via the engine overheat, a wing leading edge low tem-
anti-icing p/b, a pressure regulating and perature or a control system failure. A
shutoff valve is opened, provided the en- wing leading edge low temperature can
gine is running and bleed-air pressure is be caused by a system failure, but also
sufficient. Pressure regulated bleed air is by a too low bleed-air supply pressure;
now routed through the nacelle leading see chapter Abnormal Procedures.
edge. Low pressure will be detected and Operation of the on ground wing leading
a relevant alert presented. The air that is edge heating system is inhibited as long
discarded from the nacelle flows back as either thrust lever is set above the
into the engine, thus providing anti-icing MIN TO position, as long as the aircraft
for the air intake. Ice protection for the is airborne or for approx 60 seconds
conical spinner is provided by a flexible after the TOGA triggers are activated.
rubber tip. When engine anti-icing is on during land-
ing, the on ground wing leading edge
WING ANTI-ICING heating system will automatically be acti-
During Flight vated after touchdown.
When wing anti-icing is selected via the TAIL ANTI-ICING
wing anti-icing p/b, a pressure modulat-
ing and shutoff valve is opened, provided When tail anti-icing is selected via the tail
the aircraft is airborne and bleed-air anti-icing p/b, a temperature modulating
pressure is sufficient. Pressure regulated and shutoff valve is opened, provided the
bleed air is now routed through the lead- aircraft is airborne and bleed-air pres-
ing edge. Low pressure will be detected sure is sufficient. Temperature and pres-
and the relevant low capacity alert sure regulated bleed air is now routed
presented. In case of a wing bay over- through the leading edge of the horizon-
heat or a duct overpressure, the modu- tal stabilizer. Low temperature will be de-
lating and shutoff valve will close and an tected and the relevant low capacity alert
alert will be presented. presented. In case of a duct or bay over-
Operation of the wing anti-icing system is heat, the modulating and shutoff valve
inhibited as long as either thrust lever is will close and an alert will be presented.
set to the maximum TLA and for approx A bay overheat generally is the result of
60 seconds after lift-off or TOGA activa- a duct leak.
tion. Operation of the tail anti-icing system is
inhibited as long as either thrust lever is
NOTE: When the Auto Throttle System set to the maximum TLA and for approx
(ATS) is engaged, selection of 60 seconds after lift-off or TOGA activa-
wing anti-icing can result in in- tion.
creased thrust if necessary to
supply sufficient bleed air. NOTE: When the Auto Throttle System
(ATS) is engaged, selection of
On the Ground
tail anti-icing can result in in-
On the ground, the on ground wing lead- creased thrust if necessary to
ing edge heating system, if installed * , supply sufficient bleed air.
provides a means of wing anti-icing when
used in addition to approved de-icing
and anti-icing procedures.

ENGINE, WING AND TAIL ANTI-ICING VERSION 01
ISSUE 002
INTENTIONALLY
LEFT
BLANK

1.12.02
VERSION 01
FUNCTIONAL DIAGRAM
BLEED
AIR
ENG WING TAIL
P/B PIB P/B
ENGINE AIRCRAFT AIRCRAFT AIRCRAFT

RUNNING ~ ON GROUND AIRBORNE AIRBORNE
';
'!
r----- --------
ON GROUND WING I
LEADING EDGE I
HEATING SYSTEM·
WING
.... LEADING
EDGE
HEATING
1...-
CONTROL
1
-
c:J
--------- --
REGULATING
AND
SHUTOFF
.... MODULATING
AND
SHUTOFF
.... MODULATING
AND
SHUTOFF
VALVE VALVE VALVE
I·r-
LOW
PRESSURE
ALERT
.- LOW
PRESSURE
ALERT
I·r-
LOW
TEMPERATURE
ALERT
ENGINE
- WING
~
BAYO' HEAT
OR DUCT
OVERPRESS
TAIL ... BAY OR DUCT
OVERHEAT
1 t
JICE-Ol 21A

1.12.02
VERSION 01
ENGINE , WING AND TAIL ANTI-ICING ISSUE 002
ANTI-ICING PANEL

- Engine anti-Icing system off. - System off.
- On ground wing leading edge FAULT (amber)
heating system * off, provided - System failure.
both plb's are blank. ON (blue)
FAULT (amber) - System manually switched on.
- Engine anti-Icing system fault. NOTE: When both pIb' s are de-
ON (blue) p r _ to ON, an AIRFRAME
- Engine anti-Icing system manually A· ICE ON memo Is displayed
switched on. at MFDU primary page.
- On ground wing leading edge
heating system * switched on.
NOTE: When both plb's are
depressed to ON, an ENGINE
A-ICE ON memo Is displayed
at MFDU primary page.
JICE-013/A

1.12.02
ICE AND RAIN PROTECTION VERSION 01

ENGINE ANTI·ICE
A PRESSURE LOW
r----------------~
WING ANTI· ICE PRESSURE I~/ I
~~ru~~ I
B WING LEADING EDGE
TEMPERATURE LOW
1 r-.I J WING A·ICE
LO CPTY
I
I
ON THE GROUND·
~~===---~~ I_ _ _' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
WING BAY OVERHEAT, OR

C DUCT OVERPRESSURE
IN FLIGHT
WING LEADING EDGE

OVERHEAT, OR WING
LEADING EDGE HEATING
D SYSTEM FAULT, OR
WING BAY OVERHEAT, OR
DUCT OVERPRESSURE
ON THE GROUND·
If£B ALERT INHIBITIOl't
z z ...
0
~
0 0 Z
~
'"~ "ffi t
0
0 "....ffi
~'" t ....
:I: Z
.... U
~ ::1
u:: 0
....
0
0
2
0
...
0
::J
~ ..
>l
0
~
:1
ENG
TAXI
OUT

1.12.02
VERSION 01
ENGINE. WING AND TAIL ANTI-ICING ISSUE 002


r----------------~
TAIL ANTI-ICE
A TEMPERATURE LOW
1 ~III~/
~
I TAIL A-ICE
LO CPTY
II
~--------~ I_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
ALERT INHIBITION
z "-
z z
0 0 ;: 0 ffi
I-
'"~ ";;;: '"

0
<> "
Z
w
:3
~ I- ~ ~ I
U
I- Z
t;;
'" '" I-
:;:
~
::0
~
0 0
w '"u:: 0
I-
0
""
0
<t ~
0
I-
0
""

ADDENDUM 12.01.03
ATTENDANT’S FACILITIES PAGE 1
DESCRIPTION VERSION 01
ISSUE 001
Three attendant's stations are provided: one Area Call Lights

at the passenger entrance area, one at the Area call lights are located forward and aft in
aft service area, and one, with the seats for the passenger compartment ceiling. A green
two attendants, at the toilet compartment light indicates an attendant call from the flight
area. deck. A blue light indicates an attendant call
from a passenger service panel. Attendant
CABIN LIGHTS CONTROL calls from a passenger service panel are
Forward Attendant's Panel reset locally. A yellow light indicates a call
from the respective toilet compartment. All
The reading lights, and lights at the cabin calls are accompanied by dedicated chimes.
entrance, the toilet area, the ceiling and side
panels are controlled from the forward atten- Announcement and Music Reproducer
dant's panel. A digital pre-recorded announcement and
Emergency Lights Switch music reproducer is installed at the forward
attendant's station. The music reproducer
A guarded switch for manual operation of the provides the audio outputs to the PA system,
emergency lights is located adjacent to the which makes it audible through the cabin and
attendant's seat in the passenger entrance lavatory speakers. PA announcements from
area. See also subsection LIGHTS. the flight deck or from the cabin will override
Stairs Light Switch pre-recorded announcements or boarding
music.
Lights are installed in the risers of the pas-
senger door stairs. They can be operated by MISCELLANEOUS
switches both on the inside and on the out-
side of the aircraft. The light switches are Toilet Smoke Detection System
located next to the door operating controls.
A smoke detector is installed in the ceiling of
See AIRCRAFT GENERAL.
each toilet compartment. If smoke is
detected, an aural warning and a visual alert
COMMUNICATION
are presented at the flight deck. For toilet
Interphone Handsets compartment smoke alerts in the flight deck
see section FIRE PROTECTION.
Two handsets are installed; one at the for-
ward attendant's station, and one at the Loose Equipment
attendant's station in the toilet compartment For installation and use of loose equipment
area. Each handset can be used for inter- see section EMERGENCY EQUIPMENT.
phone with the flight deck and with the other
attendant's stations. Interphone can be initi-
ated from the flight deck or from any atten-
dant's station. A call is accompanied by a
dedicated chime and indicated by an area
call light and a light at the handset hanger.
Interphone can be interrupted by depressing
the adjacent reset button, or by returning the
handset to the hanger.
PA Hand Microphones
Three hand microphones with press-to-talk
(PTT) buttons are used for announcements
to the passengers. One is installed on the
side panel, aft of the rear service door. The
other two are next to the handsets at the
attendant's stations in the entrance area and
the toilet compartment area respectively
switch is depressed, or when PA is selected
at either audio panel at the flight deck, lights
at the handset hangers indicate that the pas-
senger address system is in use. PA selec-
tion at the flight deck will override
announcements from the cabin.

ADDENDUM 12.01.03
ATTENDANT’S FACILITIES PAGE 2
ISSUE 001
INTENTIONALLY
LEFT
BLANK


CONDITIONS / ALERT LEVEL ANNUNCIATIONS
ANY PITOT P/B OFF PITOT HEAT

A + PARKING BRAKE 1 NOT ON
RELEASED
PITOT 3
PITOT 3
B PITOT 3 HEAT FAULT 1 HEAT
PITOT
PITOT 1 / 2
C
PITOT 1 OR 2 HEAT
FAULT
2 HEAT
VANE
VANE 1 OR 2 HEAT VANE 1 / 2

D FAULT 2 HEAT
ALERT INHIBITION
ENG INIT ENG

OUT TO OUT
A
B
C
D
JICE–008/A


CONDITIONS / ALERT LEVEL ANNUNCIATIONS
L OR R WINDOW HEAT L / R WINDOW

FAULT 2 HEAT
ALERT INHIBITION
ENG INIT ENG

OUT TO OUT
JICE–009

ADDENDUM 12.01.04
MAINTENANCE FACILITIES PAGE 1
ISSUE 001
FLIGHT DECK PANELS Service Points

Maintenance Test Panels All service points are placarded. Service
areas frequently used are painted a different
Two Maintenance Test Panels (MTP), panel colour to facilitate identification. The location
A and panel B, are located at the left-hand of the ground servicing and maintenance
side of the flight deck entrance. Both panels, points is shown in the illustrations. The fol-
covered by doors, provide for fault indica- lowing service points are available:
tions and for system tests. All the controls for - The electrical power connector which
A-checks, that is 125 flight hours or 2 weeks, comprises an AC and a DC power recep-
are located on panel A. Fault indications are tacle. Lights are installed to indicate avail-
latched; they can be reset on the ground. ability of electrical power.
Normally, test switches should not be oper- - The nose-wheel-steering switch, installed
ated by the pilots. Most test results are next to the electrical power connector.
shown at the flight deck. Test and indicator - The air conditioning connector for pre-
reset is possible only when the guarded conditioned air.
panel power switches are ON. With the MTP - The fueling panel. For layout and descrip-
doors closed, the switches are off. The layout tion see section FUEL SYSTEM.
is given in the illustrations. - The single pressure fueling point.
AFCAS Maintenance Panel - A service point, located on top of each
wing, for gravity fueling of the wing tanks.
The AFCAS Maintenance Panel (AMP) is - The water servicing panel which incorpo-
located at the left-hand side of the flight deck rates a water fill and drain connector, and
entrance. The panel has a maintenance data a ground-air-supply connector. The water
display and controls for test initiation and connectors can be electrically heated to
fault isolation. The AMP is inhibited during prevent freezing.
flight. The layout is given in the illustrations. - The toilet drain connector(s).
- The hydraulic ground service panel which
EXTERIOR PANELS has facilities for fluid quantity checks,
Communication draining and filling, and reservoir pressur-
ization.
A flight interphone jack for intercom be- - The hydraulic accumulator service panel
tween ground crew and flight deck crew, and which provides facilities for checking and
a pilot call button are located next to the charging the accumulators used for sys-
external power connector. tems 1 and 2, the alternate brakes, and
For communication during tests or ground the lift dumpers.
servicing, a service interphone system is - The IDG oil quantity control and refill.
installed. Connectors for the interphone sys- - The engine oil quantity control and refill.
tem are provided at the following locations: - The pneumatic air start connector(s).
- each main gear bay; - The APU maintenance controls and indi-
- the LH side of the vertical stabilizer; cators for testing, oil quantity control, and
- the APU compartment; refill.
- the avionics bay; - Three ground connectors for electrical
- the external power connector; bonding.
- the fueling station.
Inspection-lamp connectors are located in
the landing gear bays and next to the APU
test panel.

ADDENDUM 12.01.04
MAINTENANCE FACILITIES PAGE 2
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.13.00
HYDRAULIC SYSTEM
VERSION 01
CONTENTS ISSUE 001
1.13.01 Hydraulic System

- General
- System Components
- Hydraulic Panel

HYDRAULIC SYSTEM PAGE 2
CONTENTS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

PAGE 1
HYDRAULIC SYSTEM
VERSION 01
HYDRAULIC SYSTEM ISSUE 002
GENERAL This valve is normally closed and will

open for 30 seconds with the aircraft on
The aircraft is equipped with two inde- the ground, when the parking brake is set
pendent hydraulic systems, identified as and at least one engine is running. To
system 1 and system 2. The systems are ensure equal air pressure in the tanks,
identical in concept and performance; the top of the tanks are interconnected
they differ only in capacity and subsys- and in the tank air pressure connection
tems supplied. System 1 operates the LH line a shutoff valve is installed *. This
aileron, rudder, elevator, stabilizer, alter- shutoff valve opens and closes in parallel
nate brakes, landing gear, nose-wheel with the transfer valve.
steering, flaps, speed brakes, lift dum-
pers, stickpusher * and thrust rever- Engine-driven pumps
sers. System 2 operates the RH aileron, Hydraulic power is supplied at a nominal
rudder, elevator, stabilizer, and normal system pressure of 3000 psi by two
brakes. engine-driven pumps on each engine.
In the event of a single hydraulic system One pump supplies system 1, the other
failure, operation of the elevators and supplies system 2. When a fire handle is
rudder is not affected. Aileron control pulled the relevant fire shutoff valves
forces will be higher than normal. For al- close. This will isolate both engine-driven
ternate operation of the other subsys- pumps from the tank supply.
tems see the relevant section.
The main components for each system NOTE: Hydraulic system operation is
are a tank, two engine-driven pumps, and not affected during single-engine
one electrically driven pump. Dual fire operation.
shutoff valves are incorporated. A priority Electrically driven pumps
valve is installed in system 1. System ac-
cumulators are installed in system 1 * A low capacity electrically driven pump
and in system 2. The systems ara con- is installed in each system. Its main pur-
trolled from the HYDRAULIC panel. pose is for maintenance system testing.
Failures will be detected and the relevant It can also be used to pressurize the
alerts presented. brake system prior to engine starting.
Priority valve
SYSTEM COMPONENTS
The priority valve will close if system 1
Hydraulic tanks pressure falls below a pre-set value to
Each tank is pressurized by bleed air ensure that power remains available for
and is equipped with a fluid quantity the flight controls, speed brakes, and
transmitter. Low fluid quantity, fluid over- thrust reversers. This valve will open to
heat, and low tank air pressure are sig- restore pressure to the landing gear,
n9.lIed. nose-wheel steering, lift dumpers, alter-
To equalize the fluid level in the tanks on nate brakes, and flaps, when the pres-
the ground a transfer system is installed. sure rises above a pre-set value.
In the fluid transfer line a transfer valve is
installed.

HYDRAULIC SYSTEM VERSION 01
ISSUE 002
INTENTIONALLY
LEFT
BLANK

SYSTEM DESCRIPTIONS SYSTEM DESCRIPTIONS 1.1 3.01
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM VERSION 01
HYDRAULIC SYSTEM
ISSUE 003
FUNCTIONAL DIAGRAM BLEED AIR

BLEED AI R
TANK
PRESSURE
ALERT
1..-
~ SHUTOFF
VALVE-
ff ,.. TAN K
PRESSURE
A LERT
,... QUANTITY QUANTITY OVERHEAT
~
OVERHEAT
A LERT
IL Lr DISPLAY DISPLAY
IL tT ALERT
LOW
QUANTITY
ALERT
I
TANK
TRANSFER
VALVE
TANK
LOW
QUANTITY
ALERT
I I
_I I
FIRE
SHUTOFF
VALVE
i' -
FIRE
HANDLE
1
~
FIRE
SHUTOFF
VALVE
FIRE
SHUTOFF
VA LVE
.. 2
FIRE
HANDLE ---+-
FIRE
SHUTOFF
VA LVE
'--- r--- '--- - ELECTRIC
ELECTRIC
r--- '----
PUMP
~ PUMP
PI B
ELECTRIC
ELECTRIC
PUMP
PIB
f-+- PUMP
'--- - r---- -
ENGINE 1
ENGINE 1
PUMP
PI B
f+. ENGINE
PUMP
ENGINE
PUMP
1..-
ENGINE 2
PUMP
PI B
ENGINE 2
PUMP
PIB
..... ENGINE
PUMP
EN GINE
1.- PUMP
'--- -
PUMP
PIB
- ,.-
LOW PRESS LOW PRESS LOW PRESS
A LERT A LERT A LERT
LOW PRESS
A LERT
I
I
CHECK
VALVE I I
CHECK
VALVE
II
1 I CHECK
VALV E
I CHEC K
VA LVE I
I CHEC K
VALVE
I I
CHECK
VALVE
1~1
SYSTEM
ACCU MULATOR '
,,",' ·"i,· ." ..~
TO SUBSYSTE MS:
~
~.,." .';. ",.
PRESSURE
DISPLAY
,~p,,;',' ".i,", .,' J k-.' JTI
r
SYSTEM
ACCU MULATOR
NOTE: SUBS YSTE MS A RE CONNECTED

B Y RETURN LINES TO THE TANK.
I
,
t).
TO SUB SYSTEM S:
RH AILERON, RUDD ER, ELEVATOR,
PRESSURE
DISPLAY
LH AILE RON, RUDDER, ELEVATO R,

STABILIZER, ALTER NATE BRAKES, STABILIZER AND NORMAL BRAKES.
LANDING GEAR, NOSE·WHEEL STEERING,
FLAPS, SPEED BRAKES, LIFT DU MPERS, STICK PUSHER '
AND TH RUST REVERSERS, JHDS·QQ1 /A
--------------------------------------------------AOMFOKKER 70/AOMFOKKER 100 --------------------------------------------------

PAGE 4
HYDRAULIC SYSTEM
VERSION 01
HYDRAULIC PANEL
PRESSURE DISPLAY
Displays system pressure in psi.
QUANTITY DISPLAY
Displays fluid quantity in per cent of

max tank capacity.
SYS2 [jQQJ)
ENG 1 ELEe ENG2
PUMP PUMP
[QJ
LOW QUANTITY LIGHT
SYS 1
LO QTY (amber)
- Low fluid quantity.
ENGINE PUMP P/B
Normal (blank)
- Pump operating.
FAULT (amber)
- Pump output pressure low, or
pump fault .
OFF (white)
OVERHEAT LIGHT
OVHT (amber)
_ Fluid overheat.
ELECTRIC PUMP P/B
Normal (blank)
- Pump off.
ON (white)
_ Pump manually switched on.
JHDS·OO2lA

1.13.01
HYDRAULIC SYSTEM
VERSION 01


r-------------~~-'
BOTH SYSTEMS LOW HYD SYS

A PRESSURE ENG 1
1 AND 2 LO P
SYSTEM LOW
B PRESSURE
II1II ALERT INHIBITION

z z ...
o 0 Z
0 ffi
~ I-
... t;: t;:
0
0
I!>
~
~
I- 0 t;: t;: :I:
u I- Z
>< 0
~
0
0
~
0
0
~ ..
0
0
::>
0
t-
><
0
el)
I-
~
~
TO CLB CRZ DES APPR LAND TAXI

1.13.01
HYDRAULIC SYSTEM
VERSION 01

LOW FLUID HYD SYS 1/2

A
QUANTITY LOQTY
HYD SYS 112

B FLUID OVERHEAT
OVHT
C ENGINE PUMP HYD SYS 1/2

FAULT ENG 112 PUMP
r----------------~
1<"
1 ---II J HYD TANK
II
~ PRESS
L.....-_ _ _ _..&..-.,..I I_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
z z z
...
0 0 ~ 15
~
II:
"~ ... 0
"~ ~
~ II:
~ t;: t;: t;: t;:
0
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~u: " " ~
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t;: § ~
0 0 0
0
.....
0
'"
::; ...
0
~ ~ ...
0 0
'"

1.14.00
LANDING GEAR
VERSION 01
CONTENTS ISSUE 001
1.14.01 Landing Gear Operation

- General
- Control
- Indications
- Landing Gear Selector and Position Lights
- Alternate Landing Gear Selector
1.14.02 Nose-Wheel Steering

- General
1.14.03 Brake Control System

- General
- Automatic Brake Operation
- Manual Brake Operation
- Test Panel
- Brake Control System Indicators
- Autobrake Panel
- Parking Brake Handle

LANDING GEAR PAGE 2
CONTENTS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.14.01
LANDING GEAR
VERSION 01
LANDING GEAR OPERATION ISSUE 001
GENERAL The LG selector operates a selector

valve which directs hydraulic system 1
The Landing Gear (LG) consists of two pressure in accordance with UP or
inward retracting main gears and a for- DOWN selection. Door sequence valves
ward retracting nose gear. Doors en- ensure that the LG doors open and re-
close the landing gear bays. The LG is main open, while the nose gear and main
retracted and extended by hydraulic sys- landing gears are in transit. Inadvertent
tem 1. In the event of hydraulic system 1 UP selection on the ground is prevented
failure, the LG can be extended by grav- by an electrical LG selector lock. The LG
ity. selector lock will release automatically
Main Gear when the aircraft becomes airborne. In
the event of automatic lock-release
When the LG is selected up or down the failure, the lock can be released by de-
inboard LG bay doors are hydraulically pressing a LG lock override button.
unlocked and opened. When the doors
are fully open the main gears will retract NOTE: The use of the LG OVRD button
or extend. When the main gears are fully is restricted; see chapters Ab-
retracted or extended the inboard doors normal Procedures, and System
will close hydraulically and lock mechan- Operation.
ically. The main gears are locked down Alternate Operation
mechanically. The downlocks are re-
leased hydraulically when the gear is re- The alternate LG selector is located at
tracted. The main gears are held in the the rear of the pedestal on the RH side.
retracted position by hydraulic pressure. Operation of the selector releases the
In the event of loss of hydraulic pressure, locks of the LG doors and dumps the LG
the main gears will rest on the doors. hydraulic system pressure. The LG will
The outboard doors are connected to the then extend by gravity and lock down
main gear struts and open and close mechanically. The main-gear inboard
mechanically. Main wheel rotation auto- doors will stay open. Slide strips protect
matically stops during LG retraction. them against serious damage on land-
ing. Nose-wheel steering becomes in-
Nose Gear operative after alternate gear extension.
When the LG is selected up the nose
gear is hydraulically unlocked and re- INDICATIONS
tracted. When the nose gear is fully re-
tracted the nose gear doors will close LG Lights
hydraulically and lock mechanically. LG position lights are located below the
Nose wheel rotation is stopped after re- LG selector. The down and locked posi-
traction by a mechanical brake. The tion of each respective gear is indicated
nose gear is held in the retracted posi- by a green light. The lights will be out
tion by hydraulic pressure. In the event of when the LG is fully retracted.
loss of hydrauliC pressure the nose gear A blue light incorporated in the LG selec-
will rest on the doors. When the LG is se- tor knob will come on during retraction
lected down the nose gear doors are hy- until all LG doors are closed and locked
draulically unlocked and opened. When and during extension until all landing
the doors are fully open the nose gear gears are down and locked. When the
will extend and mechanically lock down. light comes on due to alternate LG exten-
The doors will remain open. sion, it remains on until the LG selector
is selected down.
CONTROL LG level 2 alerts
Hydraulic Operation A level 2 alert is presented when a dis-
Hydraulic operation is controlled by a agreement between the position of the
two-position (UP and DOWN) LG selec- LG selector and the gears or the doors
tor, located at the center main instrument is detected.
panel.

PAGE 2
LANDING GEAR
VERSION 01
LG level 3 alert The MWL and chime related with the LG

A level 3 alert is presented when the LG ~evel 3 alert can be cancelled by select-
is not down and locked and the aircraft is Ing the LG down or, if the alert is
in an approach configuration. The ap- presented due to thrust lever position, by
proach configuration is defined as a depressing either MWL. The alert mes-
radio altitude less than 1000 ft and either sage at the MFDU will remain displayed
a flap position greater then 23 degrees until the LG is down and locked.
or a thrust lever position less than MIN Optionally, the alert cannot be cancelled
TO. If radio altitude is not available the ~y selecting the LG down or by depress-
alert will be presented by either flap or Ing the MWL. In this case the alert is only
thrust lever position only. cancelled when the LG is down and
locked.
- - - - - - - - A O M FOKKER 70 / AOM FOKKER 100 - - - - - - _

1.14.01
LANDING GEAR LANDING GEAR
VERSION 01
LANDING GEAR OPERATION LANDING GEAR OPERATION ISSUE 001
FUNCTIONAL DIAGRAM SYSTEM 1 PRESSURE

SYSTEM SHOWN WITH GEARS DOWN
....---J '--
DUMP
~ ----d
VALVE
I NOSE· WHEEL
STE ERING
["( rc
r-
t r---
t
LANDING
SELECTOR
VALVE
GEAR
SELECTOR
- ~
SELECTOR
VALVE
r- '---
- ALTERNATE
MAIN GEAR
DOOR
POSITION -- SEQUENCE
VALVE
MAIN GEAR
POSITION
LANDING
GEAR
SELECTOR
---- d
NOSE·WHEEL
CENTERING
MECHANISM
["(
t I
CONTROL CONTROL SEQUENCE CONTROL
VALVE
I.... VALVE VALVE VALVE
'--- DOOR DOOR

t
NOSE GEAR
r- UPLOCK UPLOCK POSITION
r- -
PRESSURE PRESSURE
REDUCER REDUCER
r----
I
-------- r----
I I
r----
I
r---
I
-------- -- I
I I I I I r-- - I
I
I
I
OPEN
I
I
I
I
UP DOWN
I
I
I
I
I
I
I
DOWN UP
l
I
OPEN ~OS~ l
I
I I
I_ _ _ _ _ _ _ ____________ J
MAIN GEAR DOORS MAIN GEAR NOSE GEAR I_ _ _ _ _ _ NOSE
___ _ _DOORS
GEAR _ _ _ _ _ _ _ _ JI
-------------------~ -------------------~ JLDG-001
--------------------------------------------------AOMFOKKER70/AOMFOKKER100--------------------------------------------------
1.14.01
LANDING GEAR VERSION 01
FUNCTIONAL DIAGRAM (CONTINUED) SYSTEM 1 PRESSURE

SYSTEM SHOWN IN TRANSIT
LANDING GEAR SELECTOR UP
-----' '----
DUMP
~ ~...d
VALVE
I NOSE ·WHEEL
STE ERING
'"(
rc
-
t - t
LANDING
SELECTOR SELECTOR
GEAR I-- ~
VALVE VALVE
SELECTOR
- -
r- ALTERNATE
MAIN GEAR NOSE-WHEEL
DOOR r-----.. SEOUENCE MAIN GEAR LANDING
GEAR
. . CENTERING
.,
VALVE POSITION
POSITION MECHANISM
SELECTOR
'"(
t
CONTROL CONTROL SEOUENCE CONTROL
r'-- 1"- ~ ~ rl
VALVE VALVE VALVE VALVE
'--- r-- '--- - ,--
.-------
J
- DOOR
UPLOCK
~
PRESSURE
REDUCER
DOOR
UPLOCK
----
~
PRESSURE
REDUCER
NOSE GEAR
POSITION
r - - -- -------- r---- -------

I
,..--- -------- r---- ------- --
I I I I I
I r---- - I r---- '----- I I I r-- - I
r--:0S~'-- ~r-:0S~
I I I I
I OPEN I UP DOWN I I DOWN UP
: OPEN :
I I I I
I I I I I I
~-----~~~~~~~~-----~
I_ _ _ _ _ _ _
MAIN
__ GEAR
_ _DOORS
________ J I MAIN GEAR ________ _ _ GEAR
NOSE _________ J
-------------------~ JLDG -002
1.14.01
LANDING GEAR
VERSION 01
LANDING GEAR SELECTOR AND POSITION LIGHTS

LOCATION: MAIN INSTRUMENT PANEL
lGUP
~
I=~
,
~~
~ LG SELECTOR LOCK OVERRIDE

~~ lG BUTTON
OVRD
0) Push button to release LG selector

lock.
LGDOWN
r----- LANDING GEAR SELECTOR
r----------- UP
- LG selected up.
DOWN
- LG selected down.
NOTE: The light In the selector knob
comes on (blue) when the LG
is in transit.
II}-
I[][]II NOSE I I
r---------
[ LANDING GEAR
RIGHT LG POSITION LIGHTS
LEFTINOSEIRIGHT (green)
- The respective gear Is down and
locked.
JLDG·003

1.14.01
LANDING GEAR
VERSION 01
ALTERNATE LANDING GEAR SELECTOR

LOCATION: PEDESTAL
ALTERNATE LG SELECTOR
Pull upwards to extend the LG by

gravity.
NOTE: The alternate LG selector
cannot be reset before the
LG selector Is In the DOWN
Operate to unlock the selector. position.
JLDG-004

1.14.01

LG NOT SELECTED
DOWN + AIRCRAFT
A IN APPROACH
CONFIGURATION
LG NOT DOWN AND

B LOCKED AND LG
SELECTOR DOWN
MAIN GEAR DOOR

NOT CLOSED AND L MAINI R MAIN
C LOCKED AND LG LG DOOR
SELECTOR DOWN
LG AND DOORS NOT

o UP AND LOCKED AND
LG SELECTOR UP
_ ALERT INHIBITION
z z
o o
f ffi
ENG INIT ENG

TAXI
OUT TO OUT

1.14.01

DOWNLOCK SWITCH
A DISAGREEMENT
1</
I----------------~
I ~I
1 r-- J
I_ _ _
UR I NOSE
LG DOWN LOCK SW
I
I
, _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
I
I
B
DOORLOCK SWITCH
DISAGREEMENT
1 ~I1</
I----------------~
J
I_ _ _
UR I NOSE
LG DOORLOCK SW
I
, _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
I
I
N@w!1 ALERT INHIBITION
z z ...
0 0 Z (; ffi
;: I-
""~ "~ "" ~ ~

0
0
... "~ ~
~ I- :J: Z
u
t;; I-
~ ""
ii: ~
"..,
0
0
...
0
0
...
0
OJ
0
I-
"..,
0
~
5l

1.14.02
SYSTEM DESCRIPTIONS
PAGE 1
LANDING GEAR
VERSION 01
NOSE-WHEEL STEERING ISSUE 001
GENERAL Upon landing-gear-down selection, the

steering system will be depressurized to
The nose·wheel steering system pro- prevent inadvertent steering angles while
vides directional control of the aircraft using the rudder pedals. Steering pres-
during ground operations. The nose- sure will be restored approx five seconds
wheel steering angle is controlled via the after touchdown of the LH main gear. If
captain's steering tiller, the first officer's the landing gear has been extended
steering tiller * and the rudder pedals, using the alternate LG selector, nose-
which provide inputs to the steering con- wheel steering will not be available as
trol valve. The steering control valve me- both the landing-gear and nose-wheel
ters the hydraulic system 1 pressure to steering systems are depressurized.
the steering motor according to the in-
puts. The maximum nose-wheel steering NOTE: A towing switch, located next to
angle attainable via the rudder pedals is the external power receptacle,
7 degrees. Full steering tiller deflection can be used to depressurize the
provides the maximum steering angle of nose-wheel steering system dur-
76 degrees. Towing angles are provided ing maintenance ground hand-
up to approx 130 degrees. When the ling.
landing gear is selected up, the nose
wheels are hydraulically centered.

1.14.02
NOSE-WHEEL STEERING ISSUE 001
FUNCTIONAL DIAGRAM SYSTEM 1

HYDRAULIC
PRESSURE
ALTN
DUMP
RETURN LG
VALVE
SELECTOR
LANDING GEAR
LG DOWN TOWING
SELECTION SWITCH
STEERING
SHUTOFF
VALVE
LH MAXIMUM
MAIN GEAR RETURN STEERING
ON GROUND ANGLE
CAPTAIN'S
STEERING
TILLER
.. .. LG UP
HYDRAULIC
PRESSURE
STEERING
CONTROL
FlO'S
STEERING
TILLER>
II .. VALVE
CENTERING
MECHANISM
RUDDER
PEDALS
LEFT
,. . .""'---......
STEERING
RIGHT
MOTOR
FEEDBACK
NOSE WHEELS

LANDING GEAR PAGE 1
BRAKE CONTROL SYSTEM VERSION 01
ISSUE 003
GENERAL ABS during Landing

Modes of Operation In flight, the ABS can be armed only in the
low (LO), medium (MED), or high (HI) mode.
The brakes, installed in the four main wheels, Each mode is defined by the level of aircraft
can be operated automatically by an Auto- deceleration.
matic Brake System (ABS) * , or 'manually' After touchdown, with the thrust levers fully
via the brake pedals. retarded, the ABS will become active and will
Skid Protection control brake pressure to achieve the
selected level of deceleration. An other
The anti-skid system provides locked-wheel deceleration level can be selected at any
protection at touchdown and skid protection time during the landing roll via the autobrake
during all brake operation at ground speeds selector. The ABS remains active until the
above approximately 10 kt. The anti-skid aircraft comes to a stop or the system is
system can be tested from the TEST panel deactivated.
when the landing gear is down and the wheel The system is deactivated when the pilot
speed is below approximately 14 kt. If a fail- operates both brake pedals or advances
ure is detected, an alert will be presented. either thrust lever. This will cause the auto-
Temperature Indicators * brake selector to return to the OFF position
automatically. The system can also be deac-
Two brake temperature indicators, one for
tivated by rotating the autobrake selector to
each pair of main wheels, show the tempera-
OFF.
ture of each individual brake. Both indicators
are located at the right-hand main instrument ABS Failure
panel. Should a failure occur while the system is
armed or activated, the ABS will automati-
AUTOMATIC BRAKE OPERATION * cally disarm or de-activate and an alert will
The ABS provides automatic, skid protected be presented. The alert can be cancelled by
braking of all main wheels during Rejected positioning the autobrake selector to OFF. If
Take-Off (RTO) and landing. The system can an alert is presented due to an autobrake
be armed or disarmed by the pilot via the control valve failure or due to loss of electri-
autobrake selector at the main instrument cal power to the ABS the alert can not be
panel. The sytem will only arm if no fault is cancelled.
detected in the ABS, nor in the anti-skid sys-
tem, nor in the supply pressure from hydrau-
lic system 2. The pilot can take over 'manual'
brake control at any time.
ABS during Take-off
On the ground, the ABS can be armed only
in the (RTO) mode. After lift-off, the selector
will automatically return to OFF. When the
take-off is aborted (thrust levers fully
retarded) at a ground speed above 80 kt, the
ABS will become active and will apply maxi-
mum braking pressure until the aircraft
comes to a stop or the system is deactivated.
The system is deactivated when the pilot
operates both brake pedals or advances
either thrust lever. This will cause the auto-
brake selector to return to the OFF position
automatically. The system can also be deac-
tivated by rotating the autobrake selector to
OFF.

LANDING GEAR PAGE 2
BRAKE CONTROL SYSTEM VERSION 01
ISSUE 003
MANUAL BRAKE OPERATION Parking Brake Operation

Both the captain's and the first-officer's brake A parking brake handle is located on the LH
pedals can be used for normal and alternate side of the pedestal. The parking brake can
braking. be engaged by depressing either set of
brake pedals and pulling the parking brake
Normal Operation handle. An accumulator in the alternate
Normal brake operation provides for skid brake system provides hydraulic pressure for
protection on all four wheels individually. parking when hydraulic pressure from sys-
Normal brake operation is provided when tem 2 and 1 is not available. Operation of the
hydraulic pressure from system 2 is avail- parking brake handle locks the pedals in the
able. depressed position and closes the parking
While taxiing, the taxi brake select system * brake shutoff valve in the alternate system.
switches brake operation from inboard to The parking brake, including the parking
outboard wheels and vice versa on subse- brake handle, can be released by depressing
quent brake applications. The system only either set of brake pedals. A memo message
functions when the brakes are gently applied is presented by the MFDS whenever the
during normal brake operation. The system parking brake is set
induces slightly larger brake pedal forces
than normally required.
Alternate Operation
Alternate braking operates on pressure from
hydraulic system 1. Automatic change-over
to alternate brake operation occurs when the
pressure of hydraulic system 2 drops below a
preset value. Alternate brake operation pro-
vides for skid protection of paired wheels on
either side. In the event of loss of system 1
pressure, the accumulator in the alternate
brake system will provide for a limited num-
ber of brake applications. An alternate brake
system pressure indicator is located at the
RH main instrument panel.

1.14.03
LANDING GEAR
VERSION 01
BRAKE CONTROL SYSTEM ISSUE 001
FUNCTIONAL DIAGRAM
SYSTEM 2 SYSTEM 1
--------, PRESSURE PRESSURE
I I
AUTOMATIC
BRAKING ALTN BRAKE
SYSTEM" SYSTEM PRESS
~
INDICATOR
VALVE
AUTO-
BRAKE ACCUMULATOR
CONTROL
AUTO
CHANGEOVER
RETURN RETURN
VALVE
-
1 t
RETURN
I
AUTOBRAKE NORMAL
m
CONTROL
VALVES
BRAKE CONTROL
VALVES
BRAKE
PEDALS r. ALTERNATE BRAKE
CONTROL VALVES
'-
- r-'
t RETURN
I
AUTOBRAKE
SHUTTLE VALVES
I
I
I
I
I
PARKING
BRAKE
-
n1 PARKING
BRAKE
I
---------- __ I SOV
RETURN
"(
t
DUAL ANTI-SKID
CONTROL VALVES
9 ..
I.... ANTI·SKID
CONTROL BOX
DUAL ANTI-SKID
CONTROL VALVE
OUTBD INBD INBD

II
OUTBD
t
WHEEL
BRAKE
- WHEEL
BRAKE
f- WHEEL
BRAKE
f- WHEEL
BRAKE
- SPEED
SENSORS

1.14.03
LANDING GEAR
VERSION 01
TEST PANEL
Depress and release to test the

serviceability of the anti·skid system. when:
- The light is on (white) with the
test button depressed, and
- The light is out with the test
button released.
JLDG-009

1.14.03
LANDING GEAR
VERSION 01
BRAKE CONTROL SYSTEM INDICATORS

ALTERNATE BRAKE SYSTEM

PRESSURE INDICATOR
Indicates alternate brake system

pressure.
BRAKE TEMPERATURE
INDICATORS *
Indicate left and right IndiVIdual
wheel brake temperature.
JLDG-Ol0

1.14.03
LANDING GEAR
VERSION 01
AUTOBRAKE PANEL *
AUTOBRAKE FAULT LIGHT
FAULT (amber)
- Autobrake system failure.
AUTOBRAKE SELECTOR
OFF
- Autobrake system off.
RTO
- Rejected take·off braking mode
RTO armed.
LO
- Low braking mode armed.
MED
- Medium braking mode armed.
HI
- High braking mode armed.
NOTE: A mode can only be selected
if arming conditions are met.
JLDG'011

1.14.03
LANDING GEAR
VERSION 01
PARKING BRAKE HANDLE

LOCATION: PEDESTAL
TO set parking brake:

- Depress brake pedals.
- Pull handle up.
- Release brake pedals.
NOTE: Memo message PARK BRAKE
SET is displayed at MFDU
primary page.
To release parking brake:
- Depress brake pedals.
JLDG·012

1.14.03

A ANTI·SKID SYSTEM
FAULT
B AUTOMATIC BRAKE
SYSTEM FAULT·
. . ALERT i NHIBITION
z z ...
0 0 Z 0 ""
~
~
\!I \!I
""~ ~
""~ ~ t;: t;:
0
0
I ~
~ Z
u
t;; A. >< >< ~
~
~
::>
~
0 0
""
ii:
0
~
o 0
<t
0
<t ~ g
'"
CRZ DES APPR LAND TAXI

1.15.00
FLIGHT CONTROLS
VERSION 01
CONTENTS ISSUE 001
1.15.01 Primary Flight Controls

- General
- Ailerons
- Rudder
- Elevator
- Stabilizer
- Flight Control Lock
- Hydraulic Panel
- Flight Augmentation Panel
- Stabilizer Trim Controls
- Stabilizer Position Indicator
- Flight Control Lock
1.15.02 Flaps
- General
- Hydraulic Operation
- Alternate Control
- Asymmetry Protection
- Flap Controls
1.15.03 Speed Brake

- General
- Speed Brake Lights
- Speed Brake Lever
1.15.04 Lift Dumpers

- General
- Automatic Operation
- Manual Operation
- System Inhibit
- Lift Dumper Controls
- Hydraulic Panel
1.15.05 Stall Prevention System

- General
- Pre-Stall Warning
- Post-Stall Recovery
- Stall Computer Faults
- Stick Pusher Disconnect Handle
1.15.06 Take-Off Configuration Warning

- General
- Take-Off Configuration Test Button

FLIGHT CONTROLS PAGE 2
CONTENTS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

PRIMARY FLIGHT CONTROLS VERSION 01
ISSUE 003
GENERAL mation from both ADC's to reduce the

hydraulic pressure at the rudder actuator.
The primary flight controls are the ailerons, Controls and indicators of the rudder limiter
rudder and elevator. The horizontal stabilizer system are located at the FLIGHT AUGMEN-
is used for pitch trimming. Actuators powered TATION panel. In the event of a rudder limiter
by hydraulic system 1 and 2 operate the con- failure, the system will default to the low
trol surfaces. Consequently, a single hydrau- speed mode if the landing gear is down and
lic system failure does not affect operation. to the high speed mode if the landing gear is
P/b's, located at the HYDRAULIC panel, pro- up. When the rudder limiter p/b is depressed
vide control of hydraulic power for each flight to MAN, the low or high speed mode can be
control system. System failures will be manually selected via the speed p/b.
detected and the relevant alerts will be pre-
sented. ELEVATOR
With the autopilot engaged, the flight controls
are hydraulically operated by signals from The elevators, which are mechanically inter-
the Automatic Flight Control System (AFCS). connected, are normally powered by a dual
Stabilizer trim, yaw damping and turn coordi- I hydraulic actuator. The left actuator is pow-
nation are provided by the Flight Augmenta- ered by system 1, the right actuator by sys-
tion System (FAS). See AFCAS. tem 2. Either system is capable of operating
If hydraulic pressure is not available, the aile- the elevator.
rons, rudder, and elevator can be operated
by direct mechanical control and the stabi- STABILIZER
lizer can be operated via an alternate electri-
cal mode. The horizontal stabilizer is operated by an
actuator or two actuators *, which is powered
AILERONS
I
by hydraulic systems 1 and 2. Either system
is capable of operating the stabilizer.
The left aileron is powered by hydraulic sys- Stabilizer position is normally controlled by
tem 1, the right aileron by hydraulic system 2. the Flight Augmentation System (FAS); see
The ailerons are interconnected mechani- AFCAS. If the FAS fails, the stabilizer trim
cally. A servo tab at each aileron is locked wheel at the pedestal can be used to position
during normal operation. If one aileron actua- the stabilizer. If hydraulic pressure is not
tor becomes depressurized, the servo tab available, the stabilizer can be operated by
will unlock to assist in manual operation of an electric motor. The motor is controlled by
the affected aileron. If hydraulic pressure is the alternate stabilizer trim switch located at
not available, both servo tabs are unlocked the pedestal.
and are operated by the control wheel move- A stabilizer postion indicator is located at the
ment. The ailerons are then operated by the pedestal. Stabilizer position is also indicated
servo tabs. An aileron trim wheel is located by position markers at the vertical stabilizer.
at the pedestal.
The aileron cable system is split at the center FLIGHT CONTROL LOCK
wing section. One side gives input to the LH
aileron and the other side gives input to the The ailerons can be locked in the neutral
RH aileron. Each side has an override unit. If position and the elevator in the control col-
one aileron system jams, its override unit umn forward position by a mechanical sys-
assures that normal movement of the oppo- tem operated from a lever at the rear of the
site aileron remains possible by overpower- pedestal. The lock is linked with the thrust
ing. The control forces will be significantly levers to prevent selection of take-off thrust
higher in that situation. with the lock engaged. The locking system is
springloaded to the unlocked position in the
RUDDER event of a locking system failure. The rudder
is hydraulically dampened.
The rudder is normally operated by hydraulic
system 2. If system 2 hydraulic pressure is
not available the rudder will be operated by
hydraulic system 1.
A rudder tri m wheel is located at the pedes-
tal.
Rudder authority at high speed is reduced by
a rudder limiter, which uses airspeed infor-

PRIMARY FLIGHT CONTROLS VERSION 01
ISSUE 003
IIi

1.15.01
FLIGHT CONTROLS
VERSION 01
PRIMARY FLIGHT CONTROLS ISSUE 001
HYDRAULIC PANEL
- - - HYDRAULIC - - -
oPRESS (PSI)
SYSl
o
QlY (%)
o SYS2
o
FLIGHT CONTROL P/B's
Normal (blank)
- Hydraulic power available.
FAULT (amber)
- System fault.
OFF (white)
- Hydraulic power manually
switched off.
NOTE: If hydraulic system 1 or 2
should fail, the respective
FAULT lights are Inhibited.
The lights are not inhibited
for a complete hydraulic
system failure.
JFCT·OOl

1.15.01
FLIGHT CONTROLS
VERSION 01
FLIGHT AUGMENTATION PANEL

Normal (blank)
- Rudder limiter in automatic mode.
FAULT (amber)
- Rudder limiter failure.
MAN (while)
- Manual selection of high or low
airspeed mode is possible,
manually selected.
NOTE: RUD LMTR MANUAL memo
message displayed al Ihe
MFDU.
Normal (blank)
- Rudder limiter in automatic mode.
HI (while)
- Rudder limiter in high speed
manual mode.
LO (while)
- Rudder limiter in low speed
manual mode.
NOTE: Rudder limiter must be
switched to MAN to enable
either speed mode to be
selected.
JFCT·002

1.15.01
FLIGHT CONTROLS
VERSION 01
STABILIZER TRIM CONTROLS

LOCATION : PEDESTAL
ALTERNATE STABILIZER TRIM

SWITCH (spring loaded to center)
AND
- Trims aircraft nose down .
ANU
- Trims aircraft nose up.
NOTE: Pull switch up to unlock from
center position.
NOTE: The aileron trim wheel and the rudder trim wheel
are shown at the FLIGHT CONTROL LOCK illustration.
JFCT-003

1.15.01
FLIGHT CONTROLS
VERSION 01
STABILIZER POSITION INDICATOR

LOCATION: PEDESTAL
OFF FLAG (yellow)
IndIcates loss of sIgnal, or loss of AC

electrical power to the IndIcator.
NOTE: The poInter will be Off-scale
whenever the flag Is In vIew.
0 35
30
STABIUZER POSITION POINTER 20

4
IndIcates stabilizer position wllh
10
reference to ANDIANU and TO eG. 7
6
- left scale: AND/ANU In degrees.
8 TOCG TOCG
- RIght scale: take-off center of
% 8 %
gmlllty In per cent MAC.
0
ANU ANU
FOKKER70 FOKKER100
JFCT-004

1.15.01
SYSTEM DESCRIPTIONS
PAGE 7
FLIGHT CONTROLS
VERSION 01
FLIGHT CONTROL LOCK

LOCATION: PEDESTAL
RUDDER TRIM WHEEL
AILERON TRIM WHEEL
LEVER RELEASE KNOB
Operate to unlock the lever.
FLIGHT CONTROL LOCK LEVER
ON (up)
- Aileron locked In neutral posItion.
- Elevator In control column fOlward
position.
OFF (down)
- Controls not locked.
JFCT·005

1.15.01
FLIGHT CONTROLS VERSION 01

AURAL
MWL / MCL MFDU LOCAL
SINGLE AILERON
A HYDRAULIC SYSTEM
FAILURE
DOUBLE AILERON
B HYDRAULIC SYSTEM
FAILURE
Mtfti@!f] ALERT INHIBITION
z z ...
0 0 Z ~ iii
....
~
\!l
'"~ ...
Z
'"~ t;: t;:
0
a
x ....
\!l
~
::3
z
1;; u >< I-
~
~
0 0 ::>
'"ii: ~ ...
0
...
0 0
.... ;: S
TO CLB CRZ DES

1.15.01

AURAL
A RUDDER LIMITER
FAILURE
SINGLE RUDDER
B HYDRAULIC SYSTEM
FAILURE
DOUBLE RUDDER
C HYDRAULIC SYSTEM
FAILURE
Ift®fAfl ALERT INHIBITION
u..
z z
0 0 Z
;: 0 '"~
'"~
t.:) 0 t.:)
:5
~
... '"
;:
... ... :: :: !: !:
0
:r
U
... ~
... z
~
..,'"
u
..,'"
0 0 ::>
~ g
~
0 0 0
~ ..: ~ 0 0
'"
;! 0
'" ...0 0

1.15.01

AURAL
SINGLE ELEVATOR
A HYDRAULIC SYSTEM
FAILURE
DOUBLE ELEVATOR
B HYDRAULIC SYSTEM
FAILURE
eMf®! ALERT INHIBITION
z z z
...
0 0
~
I:i ffi
a: Cl
...
0
a
Cl
~
~
Z
w a:
~
f-
x ~
~ ~
f- ~ f- u f-
f-
Z
~
...
U
w
w
'"
a:
ii:
0
f-
""o
00
0
...
0
0
0
~
0
0
~
0
...
0
::J
0
f-
""
0
00
'"
~
ENG
TO CLB CRZ DES APPR LAND TAXI
OUT

PAGE 11
FLIGHT CONTROLS
VERSION 01

. CONDITION(S) I ALERT LEVEL ANNUNCIATIONS
AURAL
SINGLE STABILIZER
A HYDRAULIC SYSTEM
FAILURE
DOUBLE STABILIZER
B HYDRAULIC SYSTEM HYD STAB 1 AND 2
FAILURE
C STABILIZER JAMMED 2~rI;; I.I-~,=:,=·-----l

L...--_ _ _ _........... I~'
~ _________________ J
I
~ ALERT INHIBITION
z z z
...
0 0
~
0 II:
~
II:
...~
\!)
~
... :: ::
0
0
\!)
~
~
u ~
II:
~ ... 0 :: :: r
u ... ... z
~
~
II:
u:: ~
""
0 t
::::;
0
...
0
0
0
2
0
0
2
0
...
0
::>
~
""
0
~
'" '"
CRZ DES

PAGE 12
FLIGHT CONTROLS
VERSION 01

FLAPS VERSION 01
ISSUE 004
GENERAL ALTERNATE CONTROL

The flaps are normally operated by hydraulic Electrical operation of the flaps is controlled
pressure; alernately, the flaps can be oper- by an alternate flap switch located at the
ated by an electric motor. Flap travel is from pedestal. Operation of the switch de-acti-
0 to 42 degrees. A flap position computer, vates the hydraulic flap drive system. Normal
which receives data about flap and selector hydraulic flap operation cannot be re-estab-
positions, provides signals to the flight warn- lished in flight. During alternate flap control,
ing computer, the stall warning computer, the the disagreement alert will be inhibited.
Ground Proximity Warning System, (GPWS),
the Electronic Flight Instrument System ASYMMETRY PROTECTION
(EFIS) and others. The EFIS provides for
display of flap position at the PFD; Asymmetry protection is provided during
see Flight/Navigation Instruments. hydraulic operation. As soon as an asymme-
try between the LH and RH flap positions is
HYDRAULIC OPERATION detected, hydraulic operation will be de-acti-
vated and an alert will be presented. Normal
The flaps are operated by hydraulic system hydraulic flap operation cannot be re-estab-
1. The flap selector is located at the pedes- lished in flight. During alternate operation,
tal. A feedback system will de-activate the asymmetry protection is not provided;
flap drive when the flaps reach the selected i.e. when an asymmetry is detected, the alert
position. Disagreement between the position is presented, but alternate operation is not
of the flap selector and the flaps after flap de-activated
travel will be detected and an alert pre-
sented.

FLAPS VERSION 01
ISSUE 004
FUNCTIONAL DIAGRAM
STALL
WARNING AND
PREVENTION
COMPUTER
GPWS
HYDRAULIC
SYSTEM 1
PRESSURE
FLIGHT
WARNING
COMPUTER
ALTN
SHUTOFF
FLAP
VALVE
SWITCH
RETURN
EFIS
FLAP
FLAP
POSITION
SELECTOR
COMPUTER FLAP
VALVE
CONTROL
UP
FLAP
FLAP POSITION DRIVE DN
FEEDBACK
LH FLAP RH FLAP
FLAP ASYMMETRY JFCT–010/A

1.15.02
SYSTEM DESCRIPTIONS
PAGE 3
FLIGHT CONTROLS
VERSION 01
FLAPS ISSUE 001
FLAP CONTROLS
LOCATION: PEDESTAL
~="'t------..., Slops a l 0 and 42.

Ga tes at 8 and 25 se lecting down .
Gate at 15 se lecting up.
ALTERNATE FLAP SWITCH

(sprin gl oaded to center)
UP
- Flaps retract.
ON
- Fl aps extend.
NOTE : Pull switch up to unloc k fro m
cent er position.
JFCT·Oll

1.15.02
FLIGHT CONTROLS
VERSION 01
FLAPS ISSUE 001


r----------------~
1 L.--I
,----
I~/
J II FLAP POS
CMPTR
I ,
L________________ J
I
B FLAP ASYMMETRY
FLAP
C FLAP DISAGREEMENT
DISAGREE
t&1;+wi! ALERT INHIBITION
z Z
(;
~
0 Z
0 ;:
'"~ \!l
~
0
0
\!l
~
:5
l-
'"
:;:
e>.
l- t;: t;: :I:
U I-
I-
Z
"" ~
g""
U ::>
::1 0 0
~
~ ;L
0
I- ...
0
...
0
~ 0
co

PAGE 1
FLIGHT CONTROLS
VERSION 01
SPEED BRAKE ISSUE 002
GENERAL Automatic retraction occurs when:

- The TOGA triggers are activated,
The speed brake, located at the tail A thrust lever is advanced, beyond MIN
cone, is controlled by a speed brake TO with landing gear up,
lever at the pedestal. The lever has IN - The landing gear is selected up with
and OUT positions. Hydraulic system 1 both thrust levers set above MIN TO
is used to extend and retract the speed (manual go-around),
brake. Speed brake extension is indica- - Maximum forward thrust position is se-
ted by two speed brake lights at the main lected.
instrument panels. In the event of an electrical failure, an ex-
The speed brake can be extended when tended speed brake will retract auto-
the thrust levers are below the MIN TO matically but very slowly. In the event of
position or when the landing gear is a hydraulic failure the speed brake will
down. Extension is inhibited when AFCAS remain in the selected position. If the
is in the TO or GA mode. The speed speed brake was extended, IN selection
brake can be retracted manually, via the will cause the speed brake to retract by
speed brake lever, and automatically. the aerodynamic airload, but at a slower
than normal rate.

1.15.03
SYSTEM DESCRIPTIONS
PAGE 2
FLIGHT CONTROLS
VERSION 01
SPEED BRAKE ISSUE 002
SPEED BRAKE LIGHTS

LOCATION: CAPTAIN'S AND FIRST OFFICER'S
MAIN INSTRUMENT PANEl
SPEED BRAKE LIGHTS
SPEED BRAKE (blue)

- Speed brake extended.
SPEED BRAKE LEVER

LOCATION: PEDESTAL
IN
- Speed brake retracted .
OUT
- Speed brake extended.
NOTE; The lever returns to IN d uring
automatic retraction.
J FCT-0 13

PAGE 1
FLIGHT CONTROLS
VERSION 01
LIFT DUMPERS ISSUE 005
GENERAL When armed before landing, the lift dum-

pers extend when the wheels spin up ~n
Lift dumpers are provided to destroy lift touchdown and the thrust levers are In
and to achieve more effective braking idle. The lift dumpers will retract when
after touchdown. The lift dumpers, five the thrust levers are advanced or when
doors on each wing, are operated by hy· the system is disarmed. The system will
draulic system 1. If hydraulic pressure: is disarm when the arming push button is
not available, accumulators provide depressed. When armed in flig~t, the
pressure to extend and retract the 11ft system will disarm automatically if the
dumpers once. TOGA triggers are activated or when
The system can be operated automati· either thrust lever is advanced to maxi-
cally and manually. When the lift dum- mumTLA.
pers are extended, a LIFT DUMPER
OUT memo message is displayed by NOTE: Do not arm the lift dumper sys-
MFDS. When a fault or unsafe condition tem before landing gear is down
in the lift dumper system is detected, an and locked.
alert will be presented.
MANUAL OPERATION
AUTOMATIC OPERATION
If the system is not armed or if the lift
The arming push button, located at the dumpers fail to extend automatically, th.e
pedestal, is used to arm the automat~c lift dumpers will extend when, on the
extension system on the ground and In ground, the reverse thrust levers are
flight. When armed, an ARM light in the raised. The lift dumpers will retract when
push button is on. When armed before the reverse thrust levers are reset.
take-off, the system is automatically dis-
armed at lift-off. If the system does not SYSTEM INHIBIT
disarm at lift-off, an alert will be
presented and the system can be dis- When the lift dumper push button at the
hydraulic panel is manually sWitched off,
armed by depressing the arming push
button. In the event of a rejected take-off automatic and manual extension of the
lift dumpers is inhibited and the lift dum-
with the system armed, the lift dumpers
per doors are retracted and locked.
will extend when the thrust levers are re-
Switching the lift dumper push button to
tarded and the speed is above approxi-
off also closes the shutoff valve and the
mately 50 kt.
control valve to prevent lift dumper exten-
sion should the system become unsafe.

LIFT DUMPERS VERSION 01
ISSUE 005
INTENTIONALLY
LEFT
BLANK

PAGE 3
FLIGHT CONTROLS
VERSION 01
FUNCTIONAL DIAGRAM
HYDRAULIC
SYSTEM 1
PRESSURE
TOGA
TRIGGER
LIFT LIFT
DUMPER DUMPER CHECK
ARMING SYSTEM VALVE
PIB PIB
r-- '--
SHUTOFF
VALVE
'-- r--
ARMING RETURN
CONTROL '.....- THRUST
LEVERS
~
.-----
j
CONTROL
VALVE
REVERSE
THRUST
LEVERS
r--.-
WHEEL
SPEED
FLIGHT I
OUT IN
GROUND
- '----
FLIGHT
~ WARNING LIFT DUMPER DOORS
SYSTEM

1.15.04
FLIGHT CONTROLS
VERSION 01
LIFT DUMPER CONTROLS

LOCATION: PEDESTAL
REVERSE THRUST LEVERS
On the ground, the lift dumpers will

extend when both reverse thrust
levers are lifted .
I
LIFT DUMPER ARMING P/ B AJ )41
Normal (blank)
- System disarmed.
ARM (blue)
- System manually armed .
JFCT ·015
- - - - - -- - AOM FOKKER 70 / AOM FOKKER 100 - - - - - - --

1.15.04
FLIGHT CONTROLS
VERSION 01
HYDRAULIC PANEL
Normal (blank)
- System operative.
FAULT (amber)
- System failure.
OFF (white)
- System manually switched Off.
JFCT-016

1.15.04


r----------------~
SYSTEM NOT
A AUTOMATICALLY
I~
~I
1 r-' J/
I LIFO NOT
:
I
DISARMED
DISARMED
L.....-_ _ _ _..I....--I I_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
r----------------~
B SYSTEM FAULT 1 ~I J
I~/LIFO FAULT
I
:
IL ________________
, J
I
C SYSTEM UNSAFE
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0 0
ENG
CLB CRZ
OUT

1.15.05
FLIGHT CONTROLS
VERSION 01
STALL PREVENTION SYSTEM ISSUE 001
GENERAL such that the control column can be

pulled back to the neutral position if re-
The stall prevention system provides pre- quired. Stick pusher operation is inhi~ited
stall warning and poststall recovery. The during the first 10 seconds after 11ft-off
system comprises two Angle-Of-Attack and during detected windshear *. The
(AOA) vanes, a stall computer, two stick hydraulic stick pusher system performs a
shakers and a stick pusher. When a self-test after each landing.
pneumatic stick pusher is installed * , The stick pusher is protected against in-
the stall computer consists of a stall pro- advertent operation. When protection is
tection computer and a stall protection degraded, a stick pusher alert is
enhancement computer. The stall com- presented and the stick pusher should
puter has two independent control chan- be disconnected. The stick pusher is dis-
nels. connected by pulling the stick pusher
disconnect handle located at the pede-
PRE-STALL WARNING stal. The handle operates a shutoff valve
A pre-stall warning is provided by a stick that disconnects the hydraulic or pneu-
shaker on each control column. Both matic pressure to the stick pusher. Once
stick shakers are activated when either operated, the handle will remain locked
control channel of the stall computer in the extended position. The stick
concludes from AOA, flap position, air- pusher alert is cancelled when the dis-
speed and altitude that the aircraft is connect handle is pulled, but, optionally,
about to stall. Activation will coincide with the MFDU related message is presented
the stick shaker speed (Vss) displayed as long as the handle is in the extended
on EFIS. The stick shaker system is position.
armed during the take-off roll and re-
mains armed during flight. During stick STALL COMPUTER FAULTS
shaker operation, ground proximity warn- A stall computer fault alert is presented
ings are inhibited. when the stall computer detects a failure
in one or both control channels, or an
POST-STALL RECOVERY input signal fault. Stick shaker operati~n
Post-stall recovery is provided by a hy- could be affected when the alert IS
draulically or pneumatically * operated presented. The stick pusher is unavail-
stick pusher, which will push the control able when the alert is accompanied by a
columns fully forward when both control SPD LIM flag at the PFD.
channels of the stall computer detect a
stall condition. The stick pusher force is

STALL PREVENTION SYSTEM VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.15.05
FLIGHT CONTROLS
VERSION 01
FUNCTIONAL DIAGRAM (HYDRAULIC STICK PUSHER)
ADC1 ..... . . . . ADC2
.
LHAOA ..... ....RHAOA
..
CROSS STALL
FLAP POSITION COMPUTER ..... STALL . . . . FLAP POSITION COMPUTER
TALK
·COMPUTER COMPUTER
FMC1 ..... . . . . FMC 2
CHANNEL CHANNEL
TOGA ..... ....TOGA
1 2
TLA ..... . . . . TLA
GROUND I FliGHT ..... . . . . GROUND I FLIGHT
STALL
CMPTR
ALERT
LH
STICK SHAKER 1....1 - - - - -...--1------- __ ....- - - -....... 1 RH
STICK SHAKER
HYDRAULIC
SYSTEM 1
PRESSURE
PUSHER
VALVE
..........-
'--- ~
- '--
STICK
PUSHER
PUSHER
VALVE
ALERT
- ~
- L..--
STICK
SHUTOFF PUSHER
DIS-
VALVE
CONNECT
- ~ HANDLE
- L..--
STICK
PUSHER

1.15.05
FLIGHT CONTROLS
VERSION 01
FUNCTIONAL DIAGRAM (PNEUMATIC STICK PUSHER")
FLAP POSITION
~OMPUTE~
STALL STALL
PROTECTION ~A 1 AO~ PROTECTION
COMPUTER
CHANNEL
,. CROSSTALK
•
COMPUTER
CHANNEL
2
STALL
CMPTR
ALERT
STALL STALL
PROTECTION ~C 1 FM~ PROTECTION
ENHANCEMENT ~C 1 FC~ ENHANCEMENT
UNIT ADC 1 ADC 2 UNIT
CHANNEL ~- ----.. CHANNEL
1 ,. CROSSTALK 2
LH
STICK SHAKER
PNEUMATIC
BOTTLE - RH
STICK SHAKER
II
PUSHER
VALVE
II
~ - STICK
-
PUSHER
PUSHER
VALVE
ALERT
STICK
II
PUSHER SHUTOFF
DIS-
VALVE (optional)
CONNECT
HANDLE
lJ
STICK
PUSHER

1.15.05
FLIGHT CONTROLS
VERSION 01
STICK PUSHER DISCONNECT HANDLE

LOCATION: PEDESTAL
- - - STICKPUSHER - - -
PULL TO DISC
STICK PUSHER DISCONNECT

HANDLE
Pull handle to de·activate the stIck

pusher.
NOTE: Handle can be reset only on
the ground.
JFCT·019

1.15.05
FLIGHT CONTROLS
VERSION 01

AURAL
MWL I MCL MFDU LOCAL
r----------------~
A
STALL COMPUTER
FAULT
1 11</J STALL CMPTR
1
:
L...-_ _ _ _...L......I 1_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ J1
STICK PUSHER
B FAULT OR
DISCONNECTED'
mwrMimALERT INHIBITION
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4 ,

TAKE-OFF CONFIGURATION TEST BUTTON

LOCATION: PEDESTAL
TAKE-OFF CONFIGURATION TEST

BUTTON
When depressed:
- Aircraft configured for take-off if a
T-O CONFIG NORM memo
message is displayed at the MFDU
primary page.
NOTE: Parking may be set;
T-O CONFIG PARK BRK alert
is inhibited during test.
JFCT-021/A

-
1.15.06
FLIGHT CONTROLS
VERSION 01
TAKE-OFF CONFIGURATION WARNING ISSUE 001

FLAPS NOT IN TAKE·OFF

T-O CON FIG
A POSITION OR FLAPS IN
FLAP
ALTERNATE MODE
T-O CONFIG
STAB
PARKING BRAKE NOT T-O CONFIG

C RELEASED PARK BRK
T-O CONFIG
D SPEED BRAKE NOT IN
SPBK
~ ALERT INHIBITION
z z ....
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cz:
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0
0
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0
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...J
ENG IN IT ENG
TAXI
OUT TO OUT

1.15.06
TAKE-OFF CONFIGURATION WARN ING ISSUE 001

LIFT DUMPER DOORS T· O CON FIG

A UNLOCKED LlFTD
FLIGHT CONTROLS T·O CON FIG

B NOT UNLOCKED CTL LOCK
ONE ELEVATOR
T·O CONFIG
C HYDRAULIC SYSTEM
EL
DEPRESSURIZED
~ ALERT INHIBITION
z z z
...
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~ "~ ... ~
0
"~ ~
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ENG
OUT

1.16.00
FLIGHT I NAVIGATION DATA SYSTEMS
VERSION 01
CONTENTS ISSUE 001
1.16.01 Air Data System

- General
- Pitot-static System
- Air Data Computer
-- Functional Diagram
Altimeter Set Panel
1.16.02 Attitude and Heading System

- Dual System
- Alignment and Initialization
-- Navigation
Attitude
- Monitoring
-- Triple System
Alignment and Initialization
- Navigation
- Attitude
- Monitoring
- Mode Select Unit(s)
- Inertial System Display Unit~
1.16.03 Weather Radar

- Single Mode System
-- Dual Mode System
Weather Radar Panel
- EFIS Control Panel
- Navigation Display
- MFDS Panel
1.16.04 VORIDME I Marker Beacon IlLS

- VORIDME
- Marker Beacon
- ILS
- VOR/DME Panel
- ILS Panel
1.16.05 ADF
-
-
Single System
Dual System
- ADF Panel
1.16.06 ATC Transponder I TCAS

- Introduction
- Single ATC transponder
- Dual ATC transponder
- TCAS
-- Transponder panel
FWS Controlled System Alerts

1.16.00
VERSION 01
CONTENTS ISSUE 001
1.16.07 Radio Altimeter

- Dual System
- Triple System
1.16.08 Flight Data Recording

- General
- Avionics Panel
1.16.09 Proximity Switching System

- General
- Ground I Flight Control

FLIGHT / NAVIGATION DATA SYSTEMS PAGE 1
AIR DATA SYSTEM VERSION 01
ISSUE 001
GENERAL AIR DATA COMPUTER

The air data system consists of three pitot- Two air data computers receive information
static systems, two Air Data Computers from the respective pitot-static system, out-
(ADC), two angle-of-attack vanes and two side air temperature probe, angle-of-attack
temperature probes. Pressure information to sensor and Altimeter Set Panel (ASP). The
various instruments and systems is provided QNH reference pressure can be set at the
directly from the pitot-static system, or indi- ASP.
rectly via the air data computer. The inputs are converted into electrical sig-
nals which are supplied to:
PITOT-STATIC SYSTEM - Automatic Flight Control and Augmenta-
tion System (AFCAS).
Three independent pitot-static systems pro- - Flight Management System (FMS).
vide pitot and static pressure to various - Attitude and heading system.
instruments and systems, and to the air data - Electronic Flight Instrument System
computers. Three pitot heads are located at (EFIS).
the forward fuselage. Three static ports are - Flight warning system.
located at the fuselage LH side, and three - Ground Proximity Warning System
static ports are located at the forward fuse- (GPWS).
lage RH side. The respective LH and RH - Flight data recording system.
static ports are interconnected to minimize - ATC transponder(s).
side-slip effects. Pitot and static systems 1 - Stall prevention system.
and 2 provide pressures to the respective air - Engine pressure ratio indication system.
data computers 1 and 2. - Pressurization controller.
Pitot and static system 3 provides pitot and
static pressures to the standby airspeed indi- In the event of a failure, an alert will be pre-
cator and the combined standby altimeter- sented and the offside ADC can be selected
airspeed indicator * , and static pressure only with the ADC source select p/b at the onside
to the standby altimeter, metric altimeter * , source select panel. See section Flight/Navi-
cabin differential pressure indicator and air gation Instruments. Selection of the offside
conditioning pack automatic shutoff control. ADC is indicated at the onside source select
The pitot heads and static ports are electri- and altimeter set panels.
cally heated to prevent icing. See section Ice Angle-of-Attack Vanes
and Rain Protection.
Two vane-type angle-of-attack sensors, 1
and 2, located left and right of the forward
fuselage, provide angle-of-attack information
to the respective air data computer, AFCAS,
and stall prevention system. The vanes are
electrically heated to prevent icing. See sec-
tion Ice and Rain Protection.
Temperature Probes
Two temperature probes provide outside air
temperature information to the respective air
data computer.
------------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 ----------------------------------------------------

ISSUE 001
INTENTIONALLY
LEFT
BLANK
------------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------

1.16.01
VERSION 01
AIR DATA SYSTEM ISSUE 001
FUNCTIONAL DIAGRAM
CABIN DIFF
STANDBY
PRESSURE
ALTIMETER
INDICATOR
PITOT
3
PRESSURE
PACK
AUTOMATIC
SHUTOFF
CONTROL
STANDBY
AIRSPEED
INDICATOR
f---- J
COMBINED
METRIC f----
STANDBY
ALTIMETER *
ALTM-ASI*
ALTIMETER ALTIMETER
SET PANEL SET PANEL
PITOT PITOT
J
PRESSURE PRESSURE
L 1 2
ANGLE OF
ATTACK
.... ADC
1
ADC
2
.... ANGLE OF
ATTACK
~ 1
TEMP TEMP
I PROBE PROBE
I
STATIC STATIC
~PRESSURE PRESSURE~
, 1
~ ~
11~1~
2~
~
2
~
31 43
JADS·OOI

1.16.01
VERSION 01
ALTIMETER SET PANEL

LOCATION: PEDESTAL
ALTiMETER REFERENCE DISPLAY
Displays QNH altimeter reference

barometric pressure in mb or inches
Hg*.
Dashes
- Offside ADC selected.
BAROSET CONTROL KNOB
Rotate to set the altimeter reference

barometric pressure at
- the altimeter reference display.
- the PFD, provided QNH is
selected at EFIS control panel.
JADS-002

1.16.01
VERSION 01


I----------------~
AIRCRAFT
_ --.:
I~/ CLACKER
I
:
OVERSPEED
~--------~~ I_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
w_m ALERT INHIBITION
z z ~
0 0 Z (; ffi
~ >-
a:
'zw" ..:
~ a:
t;: t;: t;: t;:
0
0
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~ >- u z
t;; "- >-
~
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0
0
0
0 0 =>
...
0 ""co '"~
~
0 0 0
~
0
u:: <t ~ <t
ENG INIT CRZ ENG

TAXI TO TO CLB DES APPR LAND TAXI
OUT TO OUT
JADS-004

ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.16.02
SYSTEM DESCRIPTIONS
PAGE 1
VERSION 01
ATTITUDE AND HEADING SYSTEM ISSUE 002
DUAL SYSTEM Re-alignment

Two Inertial Reference Systems (IRS) Prior to take-off or during brief gate
are installed, each providing attitude and stops, and provided the aircra!t is sta-
navigation data. For op~muf!1 accur~cy, tionary, the IRS can be re-aIJgned by
true airspeed information IS obtaIned switching the mode selector to ALN
from the ADC's. The system consists of momentarily. The ALIGN light comes on
two inertial reference units, one Mode for 30 seconds. If a position update is
Select Unit (MSU) and one Inertial Sys- desired additionally, the mode selector
tems Display Unit (lSDU). Each IRS is should remain in ALN until the new lati-
controlled via the MSU. The ISDU pro- tude and longitude are entered. The
vides for data display and entry func- ALIGN light must be out before the air-
tions. The MSU is located at the over- craft is moved.
head panel and the ISDU is located at
the pedestal. Output signals are provided NAVIGATION
to various flight and navigation systems The navigation mode is entered auto-
as shown in the functional diagram. IRS matically after alignment in the NAV
1 (L) and IRS 2 (R) provide signals to .the mode' in the ALN mode the mode selec-
LH and RH side instruments respectIve- tor sh'ould be set to NAV before moving
ly. The offside IRS can be selected with the aircraft. At the ISOU, navigation data
the ATT/HDG source select p/b at the from each IRS can be displayed in ac-
source select panels. See sectio~ cordance with the position of the system
Flight I Navigation Instruments. AddI- and display selectors. The information
tional yaw information is provided for comprises true track angle and ground
AFCAS by a yaw rate sensor to ensure speed, present position, wind direction
yaw damper operation in the event of an and speed, and true heading.
IRS failure. In the event of a system
failure an alert will be presented. ATTITUDE
ALIGNMENT AND INITIALIZATION Upon selection of the attitude (ATT)
mode the ALIGN light will come on for
The system must be aligned and in- approx 20 seconds. While the light i.s o~,
itialized prior to use. This can be accom- the aircraft must stay level and maIntaIn
plished with the mode selector at the constant speed. In this mode, only atti-
MSU in either the ALN or in the NAV po- tude and heading data is provided. Mag-
sition. During the alignment period, in netic heading can be entered and up-
which the ALIGN light at the MSU is on, dated via the keyboard.
the aircraft must remain stationary. Align-
ment time varies from 3 to 15 minutes MONITORING
depending on the latitudinal position of
the aircraft. Alignment is obtained auto- Status Codes
matically, but initialization should be es- Status codes, if present, can be selected
tablished manually. If alignment cannot
be achieved, the ALIGN light will flash for display. When more than one code.is
available, the next code can be dIS-
and a status code can be displayed. played via the CLR key.
Initialization
System Test
Position initialization can be established
A system test can be initiated via the
either via the ISDU or via the FMS CDU;
ISOU. The test comprises the ISOU and
refer to chapter System Operation, s~c
tion Navigation. Both systems are In- one IRS as selected by the system se-
itialized simultaneously. After initializa- lector. Ouring the test, all lights and dis-
tion, the time to complete the alignment play segments come on initially. Attitude
and heading flags appear at the EFIS
period and possible fault codes can be
displayed. and the RMI. The test cannot be done in
the ATT mode or when the aircraft speed
is greater than 20 knots.

1.16.02
VERSION 01
TRIPLE SYSTEM * Re-alignment

Thre:e Inertial Reference Systems (IRS) Prior to take-off or during brief gate
are Installed, each providing attitude and stops, and provided the aircraft is sta-
navigat!on data. For optimum accuracy, tionary, the IRS can be re-aligned by
true airspeed information is obtained switching the mode selector to ALIGN
from the ADC's. The system consists of momentarily. The ALIGN MODE light
three inertial reference units, three Mode comes on for 30 seconds. If a position
Select Units (MSU) and one Inertial Sys- update is desired additionally, the mode
tems Display Unit (ISDU). Each IRS is selector should remain in ALIGN until the
controlled by the respective MSU located new latitude and longitude are entered.
at the overhead panel or at the pede- The ALIGN MODE light must be out be-
stal~. The ISDU, located at the pedestal, fore the aircraft is moved.
~rovldes for d~ta display and entry func-
tions. Output signals are provided to vari- NAVIGATION
ous flight and navigation systems as The navigation mode is entered auto-
shown in the functioilal diagram. IRS 1 matically after alignment in the NAV
(l) and IRS 2 (R) provide signals to the mode; in the ALIGN mode the mode se-
lH and RH side instruments respective- lector should be set to NAV before mov-
ly. If a failure is detected, an alert will be ing the aircraft. At the ISDU, navigation
presented. IRS 3 (e) can be selected for data from each IRS can be displayed in
display with the ATT/HDG source select accordance with the position of the sys-
p/b at the source select panels. See sec- tem and display selectors. The informa-
tion Flight / Navigation Instruments. tion comprises true track angle and
gro~nd speed, present position, wind di-
ALIGNMENT AND INITIALIZATION rection and speed, and true heading.
The system must be aligned and in-
itialized prior to use. This can be accom- ATTITUDE
plished with the mode selector at the Upon selection of the attitude (ATT)
MSU in either the ALIGN or in the NAV mode the ALIGN MODE light will come
po~ition. During the alignment period, in
on for approx 20 seconds. While the light
which the ALIGN MODE light at the MSU is on, the aircraft must stay level and
is on, the aircraft must remain stationary. maintain constant speed. In this mode
Alignment time varies from 3 to 15 only attitude and heading data is pro:
n:'i.nutes depen~ing on the latitudinal po- vided. MagnetiC heading can be entered
sition of the aircraft. Alignment is ob- and updated via the keyboard.
tained automatically, but initialization
should be established manually. If align- MONITORING
ment cannot be achieved, the ALIGN
MODE light will flash and a status code Status Codes
can be displayed. Status codes, if present, can be selected
Initialization for display. When more than one code is
Position initialization can be established available, the next code can be dis-
either via the ISDU or via the FMS CDU; played via the ClR key.
refer to chapter System Operation sec- System Test
tion Navigation. All three systems ~re in- A system test can be initiated via the
itialized simultaneously. After initializa- ISDU. The test comprises the ISDU and
tion, the time to complete the alignment one IRS as selected by the system se-
period and possible fault codes can be lector. During the test, all lights and dis-
displayed. play segments come on initially. Attitude
and heading flags appear at the EFIS
and the RMI. The test cannot be done in
!he ATT mode or when the aircraft speed
IS greater than 20 knots.

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)/,*+71$9,*$7,21'$7$6<67(06 3$*(
$77,78'($1'+($',1*6<67(0 9(56,21
,668(
FUNCTIONAL DIAGRAM (DUAL SYSTEM)
AIR DATA
COMPUTER
1
IRS IRS
1 2
AIR DATA
COMPUTER
2
CAPTAIN'S
SIDE
F/O'S
SIDE
ATT/HDG ATT/HDG
SOURCE SOURCE
SELECT P/B SELECT P/B
EFIS EFIS
1 2
RADIO RADIO
MAGNETIC MAGNETIC
INDICATOR INDICATOR
WEATHER
RADAR
FLIGHT
AFCAS MANAGEMENT
SYSTEM
GPWS
FLIGHT DATA
RECORDING
SYSTEM
JAHS-017
$20)2..(5$20)2..(5

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)/,*+71$9,*$7,21'$7$6<67(06 3$*(
$77,78'($1'+($',1*6<67(0 9(56,21
,668(
FUNCTIONAL DIAGRAM (TRIPLE SYSTEM *)
AIR DATA AIR DATA

COMPUTER COMPUTER
IRS 1 IRS 2 IRS
1 3 2
CAPTAIN'S F/O'S
SIDE SIDE
ATT/HDG ATT/HDG
SOURCE SOURCE
SELECT P/B SELECT P/B
EFIS EFIS
1 2
RADIO RADIO
MAGNETIC MAGNETIC
INDICATOR INDICATOR
WEATHER
RADAR
FLIGHT
AFCAS MANAGEMENT
SYSTEM
GPWS
FLIGHT DATA
RECORDING
SYSTEM
JAHS-016
$20)2..(5$20)2..(5

ATTITUDE AND HEADING SYSTEM VERSION 01
ISSUE 005
MODE SELECT UNIT (DUAL SYSTEM)

LOCATION: OVERHEAD PANEL OR SIDE PANEL
MODE SELECTOR MSU LIGHTS

OFF ALIGN (amber)
– Respective IRS off. – Respective IRS in alignment
ALN mode.
– Respective IRS will align. NOTE: ALIGN light will flash if an
– Respective IRS can be initialized. alignment problem is
NAV (pull to repostition) detected.
– Initially, respective IRS will align ON DC (amber)
and accept initialization. – Respective IRS operating on
– After alignment and initialization, battery power.
respective IRS will provide DC FAIL (amber)
navigation data. – Battery power low to respective
ATT IRS.
– Respective IRS will provide FAULT (amber)
attitude data and heading, if – Respective IRS failure.
entered, only. – Respective IRS navigation
capability lost.
JAHS–003/B

ATTITUDE AND HEADING SYSTEM VERSION 01
ISSUE 005
MODE SELECT UNITS (TRIPLE SYSTEM * )
LOCATION:
OVERHEAD
OR PEDESTAL
LOCATION:
SIDE PANEL
MODE SELECTOR MSU LIGHTS
OFF ALIGN MODE (amber)

- Respective IRS off. – Respective IRS in alignment
ALIGN Mode.
- Respective IRS will align. NOTE: ALIGN MODE will flash if an
- Respective IRS can be initialized. alignment problem is
NAV (pull to reposition) detected.
- Initially, respective IRS will align and BAT OPER (amber)
accept initialization. – Respective IRS operating on battery
- After alignment and initialization, power.
respective IRS will provide BAT WARN (amber)
navigation data. – Battery power low to respective IRS.
ATT IRS WARN (amber)
- Respective IRS will provide attitude – Respective IRS failure, or
data and heading, if entered, only. – Respective IRS navigation capability
is lost.
JAHS–004/D

1.16.02
SYSTEM DESCRIPTIONS PAGE?
VERSION 01
ATIITUDE AND HEADING SYSTEM ISSUE 001
INERTIAL SYSTEM DISPLAY UNIT (DUAL SYSTEM)

LOCATION: PEDESTAL
IRS DISPLAY
Display of data as
- selected with the display and
system selectors.
- written via the keyboard.
NOTE: Punctuation lights come on
when relevant.
IRS DISPlAY
DISPLAY SELECTOR
TEST (springloaded position)

..,
I
- System test.
TKIGS
_ Display of track angle and ground
speed.
PPOS
- Display of present position.
WIND
_ Display of wind direction and
speed.
HDG/STS
- Display of true heading and status
codes.
- Display of time-to-go during
alignment.
NOTE: Test and display functions
apply to the selected IRS
system only.
KEYBOARD
Alpha keys
Rotate to set brightness of the IRS
- To initialize data entry.
display.
Numeric keys
- To write data in display.
ENT key
- To insert written data into IRS.
SYSTEM SELECTOR
CLR key
L - To clear written data from display.
IRS 1 selected for data display - To scroll status codes
(or test). (if present).
R NOTE: Lights in the ENT and CLR
- IRS 2 selected for data display keys come on when key can
(or test). be used.
JAHS-005

1.16.02
VERSION 01
INERTIAL SYSTEM DISPLAY UNIT (TRIPLE SVSTEM*)

LOCATION: PEDESTAL
IRS DISPLAY
Display of data as
- selected with the display and
system selectors.
- written via the keyboard.
NOTE: Punctuation lights come on
when relevant.
IRS DISPlAY
DISPLAY SELECTOR
TEST (sprlngloaded position) -.

I
- System test.
TK/GS
- Display of track angle and ground
speed.
PPOS
- Display of present position.
WIND
- Display of wind direction and
speed.
HDG/STS
- Display of true heading and status
codes.
- Display of tlme-t()ogo during
alignment.
NOTE: Test and display functions
apply to the selected IRS
system only.
Rotate to set brightness of the IRS KEYBOARD

display.
Alpha keys
- To Initialize data entry.
SYSTEM SELECTOR Numeric keys
- To write data In display.
L ENTkey
- IRS 1 selected for data display - To Insert written data Into IRS.
(or test). CLR key
C - To clear written data from display.
- IRS 3 selected for data display - To scroll status codes
(or test). (If present).
R NOTE: Lights In the ENT and CLR
- IRS 2 selected for data display keys come on when key can
(or test). be used.
JAHS·006

1.16.02
FLIGHT/NAVIGATION DATA SYSTEMS VERSION 01
FWS CONTROLLED SYSTEM ALERTS (DUAL SYSTEM)

r----------------~
YAW RATE SENSOR

FAILURE
1 L-II
,---
~/ I
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L - -_ _ _ _..L.-.I I_ _ _
, _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
NOTE: For ATTITUDE I HEADING SYSTEM 1 or 2 FAILURE, see section

Flight I Navigation Instruments, subsection Electronic Flight Instrument System.
_ ALERT INHIBITION
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1.16.02
FLIGHT/NAVIGATION DATA SYSTEMS
VERSION 01
FWS CONTROLLED SYSTEM ALERTS (TRIPLE SYSTEM·)


r----------------~
ATIITUDE I HEADING
1 ~I
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J AntHDG3 II
SYSTEM 3 FAILURE
I_ _ _
, _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
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NOTE: For ATTITUDE I HEADING SYSTEM 1 or 2 FAILURE, see section

Flight I Navigation Instruments, subsection Electronic Flight Instrument System.
IitwJMfl ALERT INHIBITION
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WEATHER RADAR VERSION 01
ISSUE 004
SINGLE MODE SYSTEM (TYPE 1) Ground Mapping

General Ground mapping information can be
obtained in the MAP mode. The antenna can
The weather radar system provides each be adjusted until the desired amount of ter-
pilot with a coloured display of weather con- rain is displayed. The degree of tilt-down will
ditions ahead of the aircraft. By selection, the depend upon the aircraft altitude and the
system can also be used for ground map- selected range. In the MAP mode ground
ping. The system mode, receiver gain, returns are presented as green and yellow.
ground clutter suppression and antenna tilt
are controlled via a weather radar panel. System Test
The system can be activated via each WX The TEST mode presents a similar pattern
control knob at each EFIS control panel, or for each selected range.
via each WXR page p/b * at the MFDS
panel. Receiver Gain
The display function, including mode and The gain control knob is enabled in the
fault annunciations, is provided by the EFIS WX(VAR) or MAP mode. The control knob
at the ND's and, if the WXR p/b's are provides manual receiver gain for optimum
installed, by the MFDS at the RH MFDU (WX weather and terrain mapping details. A
info at the RH MFDU is a copy of either the BELOW CAL LIGHT will come on when the
captain's or first officer's ND, as selected gain selector is set to a position that sets the
WXR L or WXR R). The display range can be receiver sensitivity below the calibrated sen-
selected from 15 to 240 nautical miles at sitivity.
each EFIS control panel.
An alert will be presented when the flight Antenna Tilt
control lock is on and the weather radar is The antenna is installed in the nose of the
not off. aircraft and is stabilized for pitch and roll of
Weather Detection the aircraft using signals from the attitude
and heading system. The TILT selector pro-
Weather information can be obtained in the vides manual selection of the antenna tilt
WX modes. Weather, storm intensity and angle. The antenna can be tilted 15 degrees
precipitation levels are displayed in green, up or down.
yellow, red and magenta in order of progres-
sively stronger returns. In the WX+T mode,
magenta is used only to indicate turbulence
within 50 nm. The receiver gain is automati-
cally calibrated, except in the WX(VAR)
mode. A Ground Clutter Suppression (GCS)
button is provided to reduce the intensity of
ground returns when operating in the WX
modes.

ISSUE 004

General Ground mapping information can be
obtained in the MAP mode. The antenna can
The weather radar system provides each be adjusted until the desired amount of ter-
pilot with a coloured display of weather con- rain is displayed. The degree of tilt-down will
ditions ahead of the aircraft. By selection, the depend upon the aircraft altitude and the
system can also be used for ground map- selected range. In the MAP mode ground
ping. The system mode, receiver gain and returns are presented as green, yellow, red
antenna tilt are controlled via a weather radar and magenta.
panel.
The system can be activated via the mode System Test
selector at the weather radar panel, or via The TEST mode presents a similar pattern
each WXR page p/b * at the MFDS panel. for each selected range.
The display function, including mode and
fault annunciations, is provided by the EFIS Receiver Gain
at the ND's and, if the WXR p/b's are The receiver gain is calibrated automatically.
installed, by the MFDS at the RH MFDU (WX The gain control (enabled in the MAP mode)
info at the RH MFDU is a copy of either the provides automatic or manual receiver gain
captain's or first officer's ND, as selected for optimum terrain mapping detail. When the
WXR L or WXR R). The display range can be gain control knob is not set to AUTO, an
selected from 15 to 240 nautical miles at amber CAL message will be shown at EFIS.
control lock is on and the weather radar is The antenna is installed in the nose of the
not off. aircraft and is stabilized for pitch and roll of
Weather Detection the aircraft using signals from the attitude
and heading system. The TILT selector pro-
Weather information can be obtained in the vides manual selection of the antenna tilt
WX mode. Weather, storm intensity and pre- angle. The antenna can be tilted 15 degrees
cipitation levels are displayed in green, yel- up or down.
low, red and magenta in order of
progressively stronger returns.

1.16.03
VERSION 01
WEATHER RADAR ISSUE 002

General Ground mapping information can be ob·
tained in the MAP mode. The antenna
The weather radar system provides each can be adjusted until the desired amount
pilot with a coloured display of weather of terrain is displayed. The degree of tilt·
conditions ahead of the aircraft. By se- down will depend upon the aircraft alti·
lection, the system can also be used for tude and the selected range. In the MAP
ground mapping. The system mode, reo mode ground returns are presented as
ceiver gain and antenna tilt are con- green, yellow, red and magenta.
trolled via a weather radar panel.
The system can be activated via each System Test
WX control knob at each EFIS control The TEST mode presents a similar pat-
panel, or via each WXR page p/b * at tern for each selected range.
the MFOS panel.
The display function, including mode and Receiver Gain
fault annunciations, is provided by the The receiver gain is calibrated automati·
EFIS at the NO's and, if the WXR p/b's cally. The gain control (enabled in the
are Installed, by the MFDS at the RH WX, WXlTURB, or MAP mode) provides
MFDU (WX info at the RH MFDU is a automatic or manual receiver gain for
copy of either the captain's or first of- optimum weather and terrain mapping
ficer's NO, as selected WXR L or details. When the gain control knob is not
WXR R). The display range can be se- set to AUTO, an amber CAL message
lected from 15 to 240 nautical miles at will be shown at EFIS.
control lock is on and the weather radar The antenna is installed in the nose of
is not off. the aircraft and is stabilized for pitch and
Weather Detection roll of the aircraft using Signals from the
attitude and heading system. The TILT
Weather information can be obtained in selector provides manual selection of the
the WX modes. Weather, storm intensity antenna tilt angle. The antenna can be
and precipitation levels are displayed in tilted 15 degrees up or down.
green, yellow, red and magenta in order
of progressively stronger returns. In the
WXlTURB mode, magenta is used only
to indicate turbulence within 40 nm.

1.16.03
VERSION 01
WEATHER RAOAR ISSUE 002
DUAL MODE SYSTEM Ground Mapping

General Ground mapping information can be ob-
tained in the MAP mode. The antenna
The weather radar system provides each can be adjusted until the desired amount
pilot with a coloured display of weather of terrain is displayed. The degree of tilt-
conditions ahead of the aircraft. By se- down will depend upon the aircraft alti-
lection, the system can also be used for tude and the selected range. In the MAP
ground mapping. The WX panel provides mode ground returns are presented as
each pilot with Independent controls for green, yellow, and red.
system mode, receiver gain, ground
cluuer suppression and antenna tilt Transfer
The system can be activated via each The left or right transfer mode selects the
WX control knob at each EFIS control offside WXR information, mode, gain,
panel, or via each WXR page plb * at and tilt, for display at the onside EFIS ND
the MFOS panel. and, if applicable, at the RH MFOU.
The display function, including mode and
fault annunciations, is provided by the SYstem Test
EFIS at the NO's and, if the WXR plb's The TEST mode presents a similar pat-
..-are installed, by the MFOS at the RH tern for each selected range.
MFDU (y{x info at the RH MFDU is a
copy of either the captain's or first of- Receiver Gain
ficer's ND, as selected WXR l or The gain control knobs are enabled in
WXR R). The display range can be se- the WX, wxrr or, MAP mode. The knobs
lected from 15 to 240 nautical miles at provide manual receiver gain for opti-
each EFIS control panel. mum weather and terrain mapping de-
An alert will be presented when the flight tails. A gain uncalibrated light will come
control lock is on and the weather radar on when the respective gain control knob
is not off. is set to a position that sets the receiver
sensitivity below the calibrated sensitivity.
Weather Detection
Weather information can be obtained in Antenna Tilt
the WX modes. Weather, storm intensity, The antenna is installed in the nose of
and precipitation levels are displayed in the aircraft and is stabilized for pitch and
green, yellow, red, and magenta in order roll of the aircraft using signals from the
of progressively stronger returns. In the attitude and heading system. The TilT
wxrr mode, magenta is used only to in- selectors provide manual selection of the
dicate turbulence within 50 nm. The IONT antenna tilt angle. The antenna can be
buttons provide ground clutter suppress- tilted 15 degrees up or down.
ion to reduce the intensity of ground re-
turns when operating in the WX modes.

ISSUE 004
WEATHER RADAR PANEL (SINGLE MODE SYSTEM TYPE 1)

LOCATION: PEDESTAL
GAIN SELECTOR GROUND CLUTTER SUPPRESSION

BUTTON
Rotate to adjust gain in WX (VAR) or
MAP mode. Depress and hold to suppress the
ground clutter in all WX modes.
TILT SELECTOR
Rotate to select antenna tilt.
MODE SELECTOR
WX
- Weather information with automatic
calibration.
WX + T
- Weather and turbulence information
with automatic calibration.
WX(VAR)
- Weather information with variable
gain.
MAP
BELOW CALIBRATION LIGHT - Ground mapping with manual gain
control.
Light (white) on when receiver TEST
sensitivity is below the calibrated - System self-test.
sensitivity.
JWXR-024

ISSUE 004
WEATHER RADAR PANEL (SINGLE MODE SYSTEM TYPE 2)

LOCATION: PEDESTAL
MODE SELECTOR
OFF
- Radar system off.
TEST
- System self-test.
WX
- Weather information with automatic
gain.
MAP
- Terrain mapping, enables manual
GAIN CONTROL KNOB gain control for mapping.
AUTO
- Automatic gain.
MAX
- Maximum receiver gain.
NOTE: Gain control disabled
in WX mode.
TILT SELECTOR
JWXR-004/A

1.16.03
VERSION 01
WEATHER RADAR PANEL (SINGLE MOOE SYSTEM TYPE 3)

LOCATION: PEDESTAL
MODE SELECTOR
TEST
- System sell·test.
WX
- Weather information.
GAIN CONTROL KNOB
WXfTURB
AUTO - Weather and turbulence
- Automatic gain. information.
MAX MAP
- Maximum receiver gain. - Ground mapping information.
MAP
TILT
5 10
JWXR-010

1.16.03
VERSION 01
WEATHER RADAR PANEL (DUAL MOOE SYSTEM)

LOCATION: PEDESTAL
TEST BUTTON
Activates operation of system self-

test.
GAIN UNCALIBRATED LIGHT

GAIN CONTROL KNOB
Light (white)
- Receiver sensitivity below the Rotate to adjust gain in WX. WX/T or
calibrated sensitivity. MAP mode.
W GAIN
X
R
D
II lIST I 0
R UCAL UCAL
5 RIGHT MODE
Ii m II Ii WXfT I II wx I II MAP II
MODE SELECT BUTTONS
TFR Rotate to select antenna tilt.

- Offside WXR information
displayed at the onside EFIS and,
il applicable, at the RH MFDU.
wxrr
- Weather and turbulence
information.
WX
- Weather information.
MAP
- Ground mapping information.
IDNT
- Ground clutter suppression in the
WX modes.
NOTE: The mode is selected when
the button is in the
depressed position.
JWXR·003/A

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EFIS CONTROL PANEL

LOCATION: GLARE SHIELD
WX CONTROL KNOB
WX CONTROL KNOB (SINGLE MODE SYSTEM TYPE 1 & 3;
(SINGLE MODE SYSTEM TYPE 2) DUAL MODE SYSTEM)
OFF
OFF – Weather radar information or
– Weather radar information or terrain awareness information not
terrain awareness information not displayed at the respective EFIS ND.
displayed at the respective EFIS ND. Not OFF
Not OFF – Weather radar system on.
– Weather radar information displayed – Weather radar information displayed
at respective EFIS ND provided ARC at respective EFIS ND provided ARC
or MAP mode is selected and: or MAP mode is selected, or
– WX or MAP is selected at weather – Terrain awareness information
radar panel, or displayed at respective EFIS ND
– Terrain awareness information provided ARC or MAP mode is
displayed at respective EFIS ND selected, and:
provided ARC or MAP mode is – Onside DISPLAY TERRAIN p/b is
selected, and: depressed, or
– Onside DISPLAY TERRAIN p/b is – Terrain/obstacle warning or
depressed, or caution occurs.
– Terrain/obstacle warning or NOTE 1: When both WX control knobs
caution occurs. are in OFF, terrain awareness
NOTE: When both WX control knobs information cannot be
are in OFF, terrain awareness displayed at the EFIS NDs.
information cannot be 2: When both NDs display terrain
displayed at the EFIS NDs. awareness information, the
– Display brightness can be adjusted weather radar system is not
up to full bright (BRT). transmitting.
NOTE: The weather radar system is off – Display brightness can be adjusted
when the mode selector at the up to full bright (BRT).
weather radar panel is in OFF. NOTE: The weather radar system is
off when:
– Both WX control knobs are
OFF, and
– Both MFDS WXR page p/b’s
are blank.
JWXR–022
$20)2..(5$20)2..(5

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:($7+(55$'$5 9(56,21
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NAVIGATION DISPLAY (WXR ON IN ARC MODE

FOR SINGLE MODE 1, 2 & 3 AND DUAL MODE SYSTEM)
LOCATION: CAPTAIN’S AND FIRST OFFICER’S WXR MESSAGE DISPLAY
WX (green)
– Weather radar system on.
WX TRGT (white)
– WX mode improper to display
weather target.
WX TURB (white) *
– WX mode improper to display
detected turbulence.
WXR RETURN DISPLAY
Green
– Light returns.
Yellow
– Medium strenght returns.
Red
– Strong returns.
Magenta
– Very strong returns.
– Turbulence when weather and
turbulence detection mode is
selected.
WXR STATUS DISPLAY
WEAK (amber)
– Receiver / Transmitter out of
calibration.
CAL (amber)
– Gain out of calibration.
UNSTAB (amber)
– Antenna stabilization unreliable.
ANTENNA TILT DISPLAY
TILT + numerals (green)

– Antenna tilt angle in degrees.
Arrow (green)
– Antenna tilt direction.
WXR MODE DISPLAY
WX (green)
– Weather detection mode.
WX / T(URB)(green) *
– Weather and turbulence detection
mode.
MAP (green)
– Ground mapping mode.
TEST (green)
WEATHER RADAR FLAG – System test.
WXR (amber; initally flashing)

– Weather radar information not
available.
NOTE: All weather radar information
is removed.
JWXR–006/B
$20)2..(5$20)2..(5

PAGE 11
FLIGHT/NAVIGATION DATA SYSTEMS
VERSION 01
NAVIGATION DISPLAY (WXR TEST IN ARC MODE

FOR SINGLE MODE SYSTEM 1 & 2 AND DUAL MODE SYSTEM)
LOCATION: CAPTAIN'S AND RRST OFRCER'S
VOR CRS 327
TI LT O. 5t
TEST
NAVIGATION DISPLAY (WXR TEST IN ARC MODE

FOR SINGLE MODE SYSTEM 3)
LOCATION: CAPTAIN'S AND RRST OFFICER'S
TILT O. 5t
TEST
JWXR-Q07/A

1.16.03
VERSION 01
MFDS PANEL
LOCATION: PEDESTAL

Activate WXR system.
Display WXR information at
RH MFDU.
Remove WXR information from
RH MFDU.
The bar in the plb comes on green
M
F when the WXR page is displayed.
o NOTE: The WXR page is removed
S
automatically when:
(a) The status or engine page
is selected manually.
(b)The procedure, status, or
o
BRT engine page is displayed
automatically.
NOTE: The WXR system is off when:
OFF Both WXR page plb's are
blank, and
Both EFIS WX control
knobs are OFF *, or mode
selector on weather radar
panel is OFF *.
TRANSFER PIB

Change the primary page for the Rotate cw to adjust brightness of RH
secondary page and/or vice versa. MFDU from OFF (blank) to full bright.
J WX R' 008fA
- - - - - - - AOM FOKKER 70 / AOM FOKKER 100 - - -- - - -

PAGE 13
FLIGHTINAVIGATION DATA SYSTEMS
VERSION 01
</ :

r----------------~
WEATHER RADAR NOT

OFF AND FUGHT 1 ~I
_ ! J WXR NOT OFF I
CONTROL LOCK ON
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1.16.03
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1.16.04
SYSTEM DESCRIPTIONS
PAGE 3
VERSION 01
VORIDME I MARKER BEACON ! ILS ISSUE 002
VORIDME PANEL
LOCATION: PEDESTAL
FREQUENCY DISPLAY COURSE DISPLAY
Numerals Displays selected VOR course.

- Manually selected frequency. Dashes
Dashes - VOR in autotune by FMS .
- VOR in autotune by FMS.
FREQ VOR/OME
FREQUENCY SELECTOR COURSE SELECTOR
Outer knob Rotate to set:

- Tunes frequency in steps of - VOR course at the course display.
1 MHz. - Course pointer indicates VOR
Inner knob course at the NO, provided ARC
- Tunes frequency in steps of VOR or ROSE VOR Is selected.
50 kHz.
NOTE: Manual selection is possible
only when FMS is not in
control.
JVOR·OOI

1.16.04
SYSTEM DESCRIPTIONS
PAGE 4
VERSION 01
VORIDME I MARKER BEACON IlLS ISSUE 002
ILS PANEL
LOCATION: PEDESTAL
COURSE DISPLAY
Displays selected localizer course.
ILS
o
BACKCOURSE
FREQUENCY SELECTOR
Outer knob
1 MHz.
Inner knob
50 kHz.
NOTE: Manual frequency tuning Is Rotate to set
Inhibited when the APP - Localizer course at the course
(LAND) mode Is engaged. display.
- Course pointer Indicates localizer
course at the NO, provided ARC
BACK COURSE P/B* APP or ROSE APP Is selected.
NOTE: Manual course selection Is
Normal (blank)
Inhibited when the APP
- Back course approach mode not
(LAND) mode Is engaged.
active.
ON (white)
- Back course approach mode
manually activated.
NOTE: When conditions for
activation of the back course
approach mode are not met,
the pili will remain blank when
It Is depressed.
JVOR-002lA

SYSTEM DESCRIPTIONS
1.16.05
PAGE 1
VERSION 01
ADF ISSUE 001
SINGLE SYSTEM DUAL SYSTEM *

One Automatic Direction Finding (ADF) Two Automatic Direction Finding (ADF)
receiver is installed to provide relative receivers, ADF 1 and ADF 2, are in-
bearing and aural information from se- stalled to provide relative bearing and
lected non-directional radio beacons. aural information from selected non-
ADF bearing information will be dis- directional radio beacons. ADF bearing
played at the Navigation Display (NO). information will be displayed at the Navi-
See below. Aural information is available gation Display (NO). See below. Aural in-
via the audio management system. See formation is available via the audio man-
section Communication. agement system. See section Communi-
cation.
Single ADF Panel
The ADF panel, located at the pedestal, Two Single ADF Panels
provides two frequency selectors and The ADF panels are installed at the
displays, a transfer (XFR) switch, two pedestal. Each panel provides two fre-
transfer lights and a Beat Frequency Os- quency selectors and displays, a transfer
cillator (BFO) switch. Frequencies be- (XFR) switch, two transfer lights and a
tween 190 kHz and 1750 kHz can be Beat Frequency Oscillator (BFa) switch.
(pre-)selected in steps of 0.5 kHz. The Frequencies between 190 kHz and 1750
BFO switch provides a 1000 Hz signal kHz can be (pre-)selected in steps of 0.5
for identification of CW stations. kHz. The BFO switch provides a 1000 Hz
signal for identification of CW stations.
Navigation Display
ADF bearing information can be dis- Dual ADF Panel
played in the ROSE, ARC or MAP mode. A dual ADF panel, located at the pede-
An ADF ARC/MAP p/b is provided at stal, provides two frequency selectors
each source select panel to select ADF and displays and two Beat Frequency
bearing information for onside display in Oscillator (BFO) switches. Frequencies
the ARC or MAP mode. See section between 190 kHz and 1750 kHz can be
Flight / Navigation Instruments. selected in steps of 0.5 kHz. The BFa
switch provides a 1000 Hz signal for
identification of CW stations.
Navigation Display
ADF bearing information can be dis-
played in the ROSE, ARC or MAP mode.
ADF ARC/MAP p/b's are provided a1
each source select panel to select ADF
1 and/or ADF 2 bearing information for
onside display in the ARC or MAP mode.
See section Flight / Navigation Instru·
ments.

ADF VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.16.05
VERSION 01
ADF ISSUE 001
ADF PANEL (SINGLE)

LOCATION: PEDESTAL
TRANSFER UGHT (green)
IndIcates active frequency.
TRANSFER SWITCH FREQUENCY DISPLAY
Selects active frequency.
BFoswrrCH FREQUENCY SELECTOR
A1 Outer knob
- Provides 1000 Hz tona for Bala In - Selects frequency In steps of
Identifying unmodulatad signals. 100 kHz.
NORM Middle knob
- Reception of modulatad Ilgnall. - Selects frequency In steps of
10 kHz.
Inner knob
- Selects frequency In steps of
0.5 kHz.
JADF·OOl

1.16.05
VERSION 01
ADF ISSUE 001
ADF PANEL (DUAL *)

LOCATION: PEDESTAL
ADF1
BFOSWITCH FREQUENCY SELECTOR
A1 Outer knob
- Provides 1000 Hz tone for ease In - Selects frequency in steps of
Identifying unmodulated signals. 100 kHz.
NORM Middle knob
- Reception of modulated signals. - Selects frequency In steps of
10 kHz,
Inner knob
- Selects frequency In steps of
0,5 kHz.
JADF,002

ATC TRANSPONDER / TCAS VERSION 03
ISSUE 001
INTRODUCTION after approx 10 seconds. A new code can

also be selected when the transponder is off.
System Configurations The transponder receives aircraft altitude
The system configurations comprise: data from an Air Data Computer (ADC). The
- Single mode C:One mode C transponder. control panel of the mode S transponder
- Single mode S:One mode S transponder.* enables selection of the altitude source (ADC
- Dual mode C: Two mode C transponders.* 1 or 2). Via the ATC identification button,
- Dual mode S:Two mode S transponders.* identification information can be included in
- Dual mode S combined with a TCAS: the reply to a ground station. Should the tran-
Two mode S transponders and a Traffic sponder fail or lose the altitude data from the
alert and Collision Avoidance System.* (selected) ADC, a transponder failure is indi-
All system configurations comprise only one cated at the transponder panel
transponder panel. The type of this transpon-
der panel * depends on the system configu- DUAL ATC TRANSPONDER
ration and the vendor of the installed
transponder. Transponder Panel (Type 2, 4, 5 and 8) *
Transponder 1 or 2 can be activated. The
General
ATC code can be entered via the keyboard.
The Air Traffic Control (ATC) transponder At power up, the last code entered will be dis-
transmits replies when interrogated by ATC played. A new code can be entered without
ground stations or TCAS equipped aircraft. clearing the display and will become active 3
These replies contain an ATC code only to 5 seconds after it has been entered. The
(mode A) or, if selected, an ATC code and clear (CLR) button can be used to clear the
the aircraft altitude (mode C). Mode A and displayed code and to restore the previous
mode C replies are inhibited while the aircraft code. A blanked display or an incomplete
is on the ground. code will be restored by the previous code
In addition, the mode S transponder, when after a few seconds. A new code can also be
discretely addressed by mode S or TCAS selected when the transponder is off. The
interrogators, will reply with the unique selected transponder receives aircraft alti-
address code assigned to the particular air- tude data from the respective Air Data Com-
craft and with ATC or traffic collision avoid- puter (ADC). Altitude reporting can be
ance information. If selected, the reply will selected off. When TCAS is installed, a func-
contain the aircraft altitude. The mode S tran- tion selector is provided to select the TCAS
sponder also transmits a beacon signal mode of operation. Via the ATC identification
about once every second for traffic collision button, identification information can be
avoidance purposes. included in the reply to a ground station.
The TCAS provides traffic information to Should the transponder fail or lose the alti-
EFIS and aural advisories via the audio man- tude data from the ADC, a transponder fail-
agement system to ensure safe vertical sep- ure is indicated at the transponder panel. On
aration from other aircraft. the ground, a 12-second system test is initi-
ATC and TCAS functions are available via ated with the function selector one second in
the transponder panel located at the pedes- the spring loaded TEST position or when the
tal. system TEST button is depressed for approx
3 seconds. At the transponder panel, the
SINGLE ATC TRANSPONDER code display will show a test display and the
ATC fail light will come on. When TCAS is
Transponder Panel (Type 1 and 3) * installed, the PFD and the ND show a test
The mode C or mode S ATC transponder can display and the test will result in an aural
be activated via the ATC transponder switch. message.
The ATC code can be entered via the key-
board. At power up, the last code entered will
be displayed. A new code can be entered
without clearing the display and will become
active approx 3 seconds after it has been
entered.
The clear (CLR) button can be used to clear
the displayed code and to restore the previ-
ous code. A blanked display or an incomplete
code will be restored by the previous code

ISSUE 001
Transponder Panel (Type 6, 7 and 9) * Via the air traffic control identification
Transponder 1 or 2 can be activated. The (IDENT) button, identification information can
ATC code is set via the ATC code selectors. be included in the reply to a ground station.
A new code can also be set when the tran- The ATC code can be set via the keyboard
sponder is in standby (STBY). The selected buttons provided the ATC mode is selected.
transponder receives aircraft altitude data At power up, the last ATC code entered will
from an Air Data Computer (ADC). When be displayed. A new ATC code can be
TCAS is installed, the altitude source (ADC 1 entered without clearing the code display
or 2) can be selected via the altitude source and will become active approx 5 seconds
select switch. Altitude reporting is selected after it has been entered. If the air traffic con-
via the function selector. When TCAS is trol idendification button is depressed before
installed, the function selector also provides 5 seconds has elapsed, the new ATC code
selection of the TCAS mode of operation. Via will be transmitted immediately.
the ATC identification button, identification The flight identification code (Call Sign and
information can be included in the reply to a Flight Number) can be set via the keyboard
ground station. Should the selected tran- buttons provided the flight identification
sponder fail or lose the altitude data from the mode is selected.
selected ADC, the ATC fail light will come on. At power up, the last flight idendification code
On the ground, a 12-second test of the tran- entered will be displayed. A new flight idendi-
sponder and TCAS functions is initiated with fication code can be entered provided the
the function selector one second in the sprin- code display is cleared. The new code will be
gloaded TEST position. At the transponder valid and transmitted when the enter (ENT)
panel, the code display will show a test dis- button is depressed momentarily.
play and the ATC fail light will come on.
When TCAS is installed, the PFD and the ND The clear (CLR) button can be used to clear
show a test display and the test will result in the displayed code and to restore the previ-
an aural message. ous code. An incomplete code will be
restored by the previous code after approx 5
Transponder Panel (Type 10) * seconds. Depress momentarily the clear but-
Transponder 1 or 2 can be selected via the ton to erase last entered numeral, or depress
XPNDR selector. The selected transponder and hold for 2 seconds to erase all numerals.
is activated via the function selector. Three The selected transponder receives aircraft
modes of operation are available: altitude data from the respective Air Data
- Mode A. Computer (ADC). Should the selected tran-
With the function selector in ALT OFF, the sponder fail the XPNDR FAIL light will come
transponder, when interrogated, will reply on.
with an ATC code only.
- Mode C.
With the function selector in XPNDR, the
transponder, when interrogated, will reply
with the ATC code and the aircraft alti-
tude.
- Mode S.
With the function selector in XPNDR, TA
or TA/RA the transponder, when dis-
cretely addressed by mode S or TCAS
interrogators, will reply with the unique
address code assigned to the particular
aircraft and with ATC, or flight identifica-
tion, or TCAS information and ground/
flight status.
Additionally, several data parameters are
transmitted, such as magnetic heading,
indicated airspeed, mach no, vertical rate,
roll angle, track angle rate, true track
angle, groundspeed, selected altitude
and barometric pressure setting.
Mode A and mode C replies are inhibited
while the aircraft is on the ground.

FLIGHT NAVIAGTION DATA SYSTEMS PAGE 3
ISSUE 003
TCAS * Automatic radio altitude call outs are inhib-

ited in case of a RA. The FD will disappear
TCAS detects the presence of nearby aircraft when actual pitch and FD pitch differ more
that reply to the beacon signal or that trans- than 2 degrees.
mit a beacon signal themselves. TCAS then
interrogates the detected aircraft to deter- Two types of RA's can be issued:
mine their range, bearing and altitude. Multi- - Corrective RA's.
ple aircraft encounters will be resolved. The - Preventive RA's.
surveil-lance range is approx 40 nm with a A corrective RA is issued to change the verti-
vertical range of 9900 ft above and below the cal path of the aircraft. It consists of:
aircraft. TCAS computes the closure rate and - An aural advisory.
relative position of the detected aircraft to - A restrictive red band and a green 'fly to'
divide them in four categories: area on the PFD vertical speed scale.
- Resolution Advisory (RA) traffic. - A 'get out of red' box and an arrow point-
- Traffic Advisory (TA) traffic. ing in the direction of the required pitch
- Proximate traffic. change on the PFD pitch scale.
- Other traffic.
TCAS will not classify an aircraft as RA traffic The following aural advisories are associated
if its reply does not contain altitude informa- with a corrective RA:
tion. - CLIMB (2x), or DESCEND (2x).
- CLIMB, CROSSING CLIMB (2x), or
RA and TA advisories will be displayed at the DESCEND, CROSSING DESCENT (2x).
PFD. All detected traffic can be displayed on - LEVEL OFF (2x).
the ND when in the ROSE or the MAP mode.
In the ROSE, MAP 15, or MAP 15B mode, a Advisories to descend are inhibited below
TCAS range ring is displayed at 3 nm. Func- approx 1100 ft radio altitude.
tions of the traffic display at the ND are avail- The following aural advisories are issued if
able via the EFIS control panel (see the initial RA does not result in sufficient ver-
subsection EFIS). tical separation:
TCAS is activated via the function selector at - INCREASE CLIMB (2x), or INCREASE
the transponder panel. Two modes of opera- DESCENT (2x).
tion are available: TA/RA and TA. - CLIMB, CLIMB NOW (2x), or DESCEND,
With the function selector in TA/RA, TCAS DESCEND NOW (2x).
can classify traffic as RA, TA, proximate or The "INCREASE CLIMB" RA is inhibited
other traffic. when gear or flaps are extended.
In the TA mode TCAS can only classify an The "INCREASE DESCENT" RA is inhibited
aircraft as TA, proximate or other traffic. The below approx 1450 ft radio altitude.
mode is selected manually with the function A preventive RA is issued to maintain the
selector in TA or automatically when the present vertical speed. It consists of:
function selector is in TA/RA, but RA's are - An aural advisory.
inhibited. - Restrictive red band(s) on the PFD verti-
A TCAS failure will be annunciated via the cal speed scale.
flight warning system. - Red 'do not fly into' cue(s) on the PFD
pitch scale.
Resolution Advisory (RA) Traffic The following aural advisories are associated
If traffic is predicted to get too close within with a preventive RA:
approx 25 seconds, it is considered a colli- - MONITOR VERTICAL SPEED.
sion threat. TCAS will issue a RA to ensure - MAINTAIN VERTICAL SPEED, MAIN-
safe vertical separation from the traffic. A RA TAIN.
consists of both an aural advisory and, on - MAINTAIN VERTICAL SPEED, CROSS-
the PFD, collision avoidance guidance, to ING MAINTAIN.
either change or maintain the present vertical On the ND, RA traffic is displayed as a solid
speed. The PFD will also display a red red square. When weather radar (WX) data
TRAFFIC message. If the threat aircraft is is displayed, the TCAS RA symbols have pri-
also equipped with TCAS, it will receive a RA ority. If no bearing data is available, RA data
in the opposite direction. RA's are presented are displayed in red in the lower RH corner of
until the traffic is no longer considered a colli- the ND. When RA traffic is present that can-
sion threat and the aural advisory "CLEAR not be displayed because its range exceeds
OF CONFLICT" is issued. the maximum range of the selected ND

FLIGHT NAVIAGTION DATA SYSTEMS PAGE 4
ISSUE 003
mode, TRAFFIC OFF SCALE in red is Proximate Traffic

annunciated on the ND. In case RA traffic is TCAS classifies non-threat traffic within 6 nm
detected when the ND is in the ARC or PLAN horizontal and 1200 ft vertical range as prox-
mode or when traffic display is not selected imate traffic. On the ND, proximate traffic is
at the EFIS control panel, a red TRAFFIC displayed as a solid blue diamond.
message is displayed on the ND.
Other Traffic
Aural and visual RA’s are inhibited below
900 ft radio altitude during descent and TCAS classifies non-threat traffic outside the
below 1100 ft radio altitude during climb. proximate traffic range, but within approx
Aural RA’s are inhibited in case of wind shear 2700 ft vertically, as other traffic.
(if installed) or ground proximity warnings, The vertical range can be increased via the
except by GPW mode 6. (these warnings ABV/N/BLW selector * at the tranponder
have priority over TCAS audio alerts). panel. On the ND, other traffic is displayed as
an open blue diamond.
Traffic Advisory (TA) Traffic
When flying below approx 1700 ft radio alti-
If traffic is predicted to get too close within tude, TCAS displays all aircraft on the
approx 40 seconds (20 seconds when in the ground as non-threat other traffic. TCAS con-
TA Only mode), it is considered a potential siders an aircraft on the ground when it
collision threat. TCAS will issue a TA to alert reports an altitude below approx 380 ft or
the pilot for a possible eva-sive maneuver when it reports being on the ground.
and to assist in establishing visual contact
with the traffic. NOTE: 1. Aircraft considered being on the
The TA consists of the aural advisory "TRAF- ground can never cause proxi-
FIC - TRAFFIC". On the ND, TA traffic is dis- mate traffic, TA or RA indica-
played as a solid amber dot. If no bearing tions.
data is available, TA data are displayed in 2. Optionally TCAS does not dis-
amber in the lower RH corner of the ND. play aircraft considered being on
When TA traffic is present that cannot be dis- the ground.
played at the correct position because its System Test
range exceeds the maximum range of the
selected ND mode, TRAFFIC OFF SCALE in On the ground, a 3-second test of the tran-
amber is annunciated on the ND. In case a sponders and TCAS functions is initiated
TA is detected when the ND is in the ARC or when the system TEST button is depressed
PLAN mode or when traffic display is not momentarily.
selected at the EFIS control panel, an amber The PFD and the ND show a test display.
TRAFFIC message is displayed on the ND. At the transponder panel the code diplay
show a test display and the XPNDR FAIL
Aural and visual TA’s are inhibited below light, the flight identification light and the air
400 ft radio altitude during descent and traffic control light comes on.
below 600 ft radio altitude during climb. The test will result in an aural message
Aural RA’s are inhibited in case of wind shear “TCAS SYSTEM TEST OK”.
(if installed) or ground proximity warnings,
except by GPW mode 6. (these warnings
have priority over TCAS audio alerts).

1.16.06
VERSION 01
ATC TRANSPONDER / TCAS ISSUE 002
TRANSPONDER PANEL (TYPE 1 (TOP) & TYPE 2 (BOTTOM»

LOCATION: PEDESTAL
KEYBO~RD
Provides entry of codes.
CODE DISPLAY
Numerals
ALTITUDE REPORTING SWITCH
- Selected ATC code.
ALT Decimal points
- Code and altitude transmission. - Interrogation reply.
OFF F (LH position)
- Code transmission only. - System failure.
ALT
@J ITJ00
OFF
OFF
XPDR
OFF XPDR
000
0~
ATC IDENTIFICATION BUTTON

ATC TRANSPONDER SELECTOR
- Identification reply transmission.

- Transponder 1 active.
OFF
- Both transponders at!.
2
Depressed once:
- Transponder 2 active.
- Clears displayed code.
Depressed twice:
- Restores previous code.
ATC TRANSPONDER SWITCH
XPDR
- Transponder active.
OFF
- Transponder at!.
JATC·OOl/A

PAGE 6
VERSION 01
ATC TRANSPONDER I TCAS ISSUE 002
TRANSPONDER PANEL (TYPE 3)

LOCATION: PEDESTAL
KEYBOARD
ATC TRANSPONDER SWITCH CODE DISPLAY
ON Numerals
- Transponder active. - Selected ATC code.
OFF FAIL
- Transponder 011. - Control panel failure.
ATC
OORB
CII.J __I I
A
T
C
ALTITUDE REPORTING SELECTOR
Depressed momentarily:
- Code and altitude transmission. - Identllicatlon reply transmission.
- Altitude data obtained from
ADC1.
OFF
- Code transmission only. Ught comes on (amber) when:
2 - Transponder falls, or
- Code and altitude transmission.
- Altitude Infonnatlon from selected
- Altitude data obtained from ADC Isloat.
ADC2.
Depressed once:
- Clears displayed code.
Depressed twice:
- Restores previous code.
JATC·OO2lA


LOCATION: PEDESTAL
CODE DISPLAY SYSTEM TEST BUTTON
Numerals Depress and hold for 3 seconds:

– Selected ATC code. – Initiates system test (on the ground
ATC 1 or ATC 2 only).
– Selected transponder.
NOTE: During system test ATC 12
and F8888 are displayed and
after 2 seconds PASS is
displayed.
KEYBOARD
ALTITUDE REPORTING SWITCH
OFF
– Code transmission only.
ALT RPTG
– Code and altitude transmission.
– Identification reply transmission.
FUNCTION SELECTOR
ATC TRANSPONDER SELECT SWITCH
OFF
1 – Both transponders off.
– Transponder 1 selected to be active. – TCAS off.
2 – TCAS OFF message displayed at
– Transponder 2 selected to be active. EFIS.
XPDR ONLY
– Transponder active.
– TCAS off.
– TCAS OFF message displayed at
EFIS.
CLEAR BUTTON TA/RA
Depressed once: – TCAS in Traffic Advisory and
– Clears displayed code. Resolution Advisory modes.
Depressed twice: NOTE: If RA’s are inhibited, TCAS
– Restores previous code. reverts to the TA Only mode.
TA
– TCAS in Traffic Advisory Only mode.
XPDR FAIL LIGHT
– TA ONLY message displayed at EFIS.
On (amber)
– Selected transponder failed, or
– Altitude information lost, or
– Approximately 5 seconds during
System test.
JATC –010


LOCATION: PEDESTAL
FUNCTION SELECTOR CODE DISPLAY ALTITUDE SOURCE SELECT

SWITCH
TEST (springloaded to STBY) Numerals
– Initiates system test (on the ground – Selected ATC code 1
only). NOTE: During system test numerals – ADC 1 selected as altitude source.
STBY 8888 are displayed for 2
– Both transponders in standby. approximately 3 seconds. – ADC 2 selected as altitude source.
– TCAS in standby.
EFIS.
ALT RPTG OFF
– Selected transponder in
non–altitude reporting modes.
EFIS.
XPDR
– Selected transponder in altitude
reporting modes.
EFIS.
TA ONLY
reporting modes.
– TCAS in Traffic Advisory Only
mode.
– TA ONLY message displayed at
EFIS.
TA/RA
reporting modes.
– TCAS in Traffic Advisory and
Resolution Advisory mode.
NOTE: If Ra’s are inhibited, TCAS
reverts to the TA Only mode.
ATC CODE SELECTOR XPDR SELECTOR

Outer knob 1
– Selects first and second code – Transponder 1 selected to be
digits. active.
Inner knob 2
– Selects third and fourth code digits. – Transponder 2 selected to be
active.
ATC FAIL LIGHT

ON (amber)
– Selected transponder failed, or
– Altitude information lost, or
– Approximately 4 seconds during
system test.
JATC–016

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LOCATION: PEDESTAL
XPNDR FAIL LIGHT FLIGHT IDENTIFICATION LIGHT AIR TRAFFIC CONTROL LIGHT CODE DISPLAY KEYBOARD BUTTONS
XPNDR FAIL (amber) FID (white) ATC (white) 4 numerals Provides entry of:
– Selected transponder fails, or – Flight identification mode selected, – ATC mode selected, or – Selected ATC code. – ATC code, or
– Appproximately 3 seconds during or – Approximately 3 seconds during 8 numerals – Flight identification code.
system test. – Approximately 3 seconds during system test. – Selected flight identification code.
system test. INVALID
FID (white; flashing) – Keyboard button 8 VWX or 9 YZ is
– Keyboard buttons are used to enter used in the ATC mode.
the flight identification code. CP FAIL
– Transponder panel failure.
During system test 88888888 is
displayed and after approximately
AIR TRAFFIC CONTROL 3 seconds CP1 PASS and CP2 PASS or
IDENTIFICATION BUTTON CP2 PASS and CP1 PASS is displayed.
(depends on which transponder is CLEAR BUTTON
Depress momentarily: selected).
– Identification reply transmission. Depress momentarily:
– To erase the last entered numeral.
Depress and hold for 2 seconds:
– To erase all numerals.
1 ABC 2 DEF 3 GHI
ATC
XPNDR SELECTOR
FID 4 JKL 5 MNO 6 PQR
1
– Transponder 1 selected to be active. XPNDR
2 FAIL TA RA 7 STU 8 VWX 9 YZ
– Transponder 2 selected to be active. TA
IDENT
1 2 XPNDR ABV
ATC/FID 0 CLR
TEST N
ALT OFF
STBY BLW ENT
XPNDR ENTER BUTTON
FUNCTION SELECTOR
Depress momentarily:
STBY – To validate and transmit the
– Both transponders in standby. selected flight identification code.
– TCAS off. – The flight identification light stops
– Altitude reporting off. flashing.
EFIS.
ALT OFF ABOVE / NORMAL / BELOW
– Code transmission only. SELECTOR
XPNDR
– Transponder active. To select altitude limits for TCAS
– Code and altitude transmission. traffic display (other traffic only).
– TCAS off. ABV
– TCAS OFF message displayed at – ND shows TCAS traffic display from
EFIS. 9900 ft above to 2700 ft below
TA current altitude.
– Transponder active. N
– TCAS in Traffic Advisory Only mode. – ND shows TCAS traffic display from
– TA ONLY message displayed at 2700 ft above to 2700 ft below
EFIS. current altitude.
TA/RA BLW AIR TRAFFIC CONTROL / FLIGHT
– Transponder active. SYSTEM TEST BUTTON – ND shows TCAS traffic display from IDENTIFICATION BUTTON
– TCAS in Traffic Advisory and 2700 ft above to 9900 ft below
Resolution Advisory modes. Depress momentarily: current altitude. Depress momentarily to select:
NOTE: If RA’s are inhibited, TCAS – Initiates system test (on the ground NOTE: Only the ABV or BLW selection – ATC mode, or
reverts to the TA ONLY mode. only). will be annunciated at the ND. – Flight identification mode.
JATC–015
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LOCATION: PEDESTAL
XPNDR FAIL LIGHT FLIGHT IDENTIFICATION LIGHT AIR TRAFFIC CONTROL LIGHT CODE DISPLAY KEYBOARD BUTTONS
XPNDR FAIL (amber) FID (white) ATC (white) 4 numerals Provides entry of:
– Selected transponder fails, or – Flight identification mode selected, – ATC mode selected, or – Selected ATC code. – ATC code, or
– Appproximately 3 seconds during or – Approximately 3 seconds during 8 numerals – Flight identification code.
system test. – Approximately 3 seconds during system test. – Selected flight identification code.
system test. INVALID
FID (white; flashing) – Keyboard button 8 VWX or 9 YZ is
– Keyboard buttons are used to enter used in the ATC mode.
the flight identification code. CP FAIL
– Transponder panel failure.
During system test 88888888 is
displayed and after approximately
AIR TRAFFIC CONTROL 3 seconds CP1 PASS and CP2 PASS or
IDENTIFICATION BUTTON CP2 PASS and CP1 PASS is displayed.
(depends on which transponder is
Depress momentarily: selected).
1 ABC 2 DEF 3 GHI

ATC
XPNDR SELECTOR
FID 4 JKL 5 MNO 6 PQR
1
– Transponder 1 selected to be active. XPNDR CLEAR BUTTON
2 FAIL TA RA 7 STU 8 VWX 9 YZ
– Transponder 2 selected to be active. TA Depress momentarily:
– To erase the last entered numeral.
IDENT
1 2 XPNDR ATC/FID 0 CLR Depress and hold for 2 seconds:
TEST – To erase all numerals.
ALT OFF
STBY ENT
XPNDR
FUNCTION SELECTOR
STBY
– Both transponders in standby.
– TCAS off.
– Altitude reporting off.
EFIS.
ALT OFF
– Code transmission only.
XPNDR
– Code and altitude transmission.
– TCAS off.
EFIS.
TA
– TCAS in Traffic Advisory Only mode.
– TA ONLY message displayed at
EFIS. ENTER BUTTON
TA/RA AIR TRAFFIC CONTROL / FLIGHT
– Transponder active. SYSTEM TEST BUTTON IDENTIFICATION BUTTON Depress momentarily:
– TCAS in Traffic Advisory and – To validate and transmit the
Resolution Advisory modes. Depress momentarily: Depress momentarily to select: selected flight identification code.
NOTE: If RA’s are inhibited, TCAS – Initiates system test (on the ground – ATC mode, or – The flight identification light stops
reverts to the TA ONLY mode. only). – Flight identification mode. flashing.
JATC–017
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CONDITION(S) / ALERT LEVEL
ANNUNCIATIONS
TRAFFIC ALERT AND

COLLISION AVOIDANCE 1 TCAS FAULT
SYSTEM FAULT
ALERT INHIBITION
ENG INIT ENG

OUT TO OUT
JATC–005

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PAGE 1
VERSION 01
FLIGHT DATA RECORDING ISSUE 002
GENERAL On the ground, before engine start, the

system may be activated by depressing
Flight data is recorded by the flight data the FDR/CVR GND CTL p/b located at
recording system and by the Aircraft the avionics panel. The light extinguishes
Condition Monitoring System (ACMS) *. as soon as either engine is started.
Failures will be detected and relevant
FLIGHT DATA RECORDING SYSTEM alerts presented.
The flight data recording system com-
prises a Flight Data Recorder (FDR), a ACMS
Flight Data Acquisition Unit (FDAU) and a If installed,. the Aircraft Condition
ground control p/b. The FOR is provided Monitoring System (ACMS) provides
with an underwater locator beacon. recording of flight data for maintenance
The FDAU processes input signals re- purposes. The recorded data comprises
ceived from various aircraft systems, all the data that is recorded by the FOR
such as power plant, flight controls, as well as additional data. The data is
ADCs and AFCAS, for recording by the received from the FDAU and is recorded
FOR. The FDAU also provides informa- on a Quick Access Recorder (QAR).
tion for the ACMS and, if installed, for The ACMS EVENT button, located at the
data message transmission by ACARS; pedestal, allows the pilot to insert an
see section Communication. Automatic event code in the QAR recordings for
and manual FOR system control is pro- ease of data location.
vided. The FDR operates automatically ACMS can be interfaced with ACARS *.
whenever either fuel lever is open and
continuously during flight.

1.16.08
SYSTEM DESCRIPTIONS
PAGE 2
VERSION 01
AVIONICS PANEL
FDR'CVR GND
Normal (blank)
- FDR'CVR system operating
automatically.
ON (white)
- FDR'CVR system manually
switched on before engine start.
NOTE: For CVR (Cockpit Voice
Recorder) see section
Communication.
JFDR -OOl

1.16.08
SYSTEM DESCRIPTIONS
PAGE 3
VERSION 01
DATA SWITCH PANEL'

LOCATION: PEDESTAL
ACMS
EVENT
Depress to Insert an event code in

the QAR recordings for ease of data
location.
JFDR ·003

1.16.08
FLiGHTINAVIGATION DATA SYSTEMS VERSION 01

Ie(' I
r----------------~
FLIGHT DATA
RECORDER FAILURE
1~ J FL~CDDARTA :
L . -_ _ _ _ ~ I_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
I1@jWi8 ALERT INHIBITION
z z ~
0 0 Z
~
0 ~
DC
...~ '"~ DC
t::
0
0
:r '~" S
t;; ...~ I- U
I- z
'"
.. '" ~
U I-
:::>
~
0
~
DC 0 0 0 0 0
u:: I- 00 t- oo
ENG INIT ENG

OUT TO OUT
'.~ ~ ... r.

1.16.09
VERSION 01
PROXIMITY SWITCHING SYSTEM ISSUE 001
GENERAL main landing gear struts. Each strut

proximity sensor controls a number of
The proximity switching system monitors ground I flight relays. If a strut remains
the positioning of the flap, ground I flight in the unextended ground position after
control, lift dumper, landing gear and lift-off, LG up selection is prevented by
thrust reverser systems. If a degradation the LG selector lock and a GNO/FLT
or failure of the proximity switching sys- CONTROL alert will be presented at 400
tem occurs, an alert is presented. ft AGL. The affected systems will remain
in ground mode sometimes inhibiting
GROUND / FLIGHT CONTROL flight mode availability.
Various systems require different modes NOTE: The use of the LG selector over-
of operation during ground or flight oper- ride button is restricted. See
ations. The required mode is established chapters System Operation and
by means of proximity sensors actuated Abnormal Procedures.
by the extension or compression of the

PROXIMITY SWITCHING SYSTEM VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

SYSTEM DECRIPTIONS 1.16.09
FLIGHT/NAVIGATION DATA SYSTEMS PAGE 3
ISSUE 003

ANY STRUT SENSOR

IN THE GROUND
A
POSITION + 2 GND/FLT
CONTROL
RA ABOVE 400 FT
PROXIMITY PROX SW
B SWITCHING SYSTEM 1 SYS INOP
FAILURE
PROXIMITY PROX SW SYS

C SWITCHING SYSTEM 1 DEGRADED
DEGRADED
ALERT INHIBITION
ENG INIT ENG

OUT TO OUT
# A
B
C
C*
# NOTE: During Take-off the GND/FLT CONTROL alert will not show before passing 400 ft and remains
dispayed until touchdown, as long as the condition remains valid.
JPSS-001/A

SYSTEM DECRIPTIONS 1.16.09
FLIGHT/NAVIGATION DATA SYSTEMS PAGE 4
ISSUE 003
INTENTIONALLY
LEFT
BLANK

1.17.00
FLIGHT I NAVIGATION INSTRUMENTS
VERSION 01
CONTENTS ISSUE 001
1.17.01 Electronic Flight Instrument System

- General
- Components
- Source Select Panel
- EFIS Control Panel
- Primary Flight Display
- Navigation Display
1.17.02 Secondary Instruments

- Radio Magnetic Indicator
- Clock
- Metric Altimeter
1.17.03 Standby Instruments

Standby Airspeed Indicator
• Standby Altimeter
• Combined Standby Altimeter! Airspeed Indicator
• Standby Horizon
- Standby Compass
1.17.04 Ground Proximity Warning System

• General
• Warning Modes
- System Test
- System Failure
- Avionics Panel
- Test Panel! GPWS Lights
1.17.05 Avionics Cooling System

- General
- Avionics Panel

FLIGHT / NAVIGATION INSTRUMENTS PAGE 2
CONTENTS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

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FUNCTIONAL DIAGRAM
EFIS 1 EFIS 2
PRIMARY PRIMARY
FLIGHT FLIGHT
DISPLAY DISPLAY
NAVIGATION NAVIGATION
DISPLAY DISPLAY
PFD/ND GPWS PFD/ND

TRANSFER TRANSFER
P/B P/B
FLIGHT
WARNING
COMPUTER REMOTE
REMOTE
LIGHT LIGHT
SENSOR SENSOR
ALERTS
EFIS EFIS
CONTROL CONTROL
PANEL PANEL
FPV/FD FPV/FD
SWITCH SWITCH
ATT and HDG SYS 1 (3 *) ATT and HDG SYS 2 (3 *)

ADC 1 (2) ADC 2 (1)
FMS 1 FMS 2
AFCAS AFCAS
VOR 1 VOR 2
ILS 1 (3 *) ILS 2 (3 *)
DME 1 DME 2
ADF 1 and 2 * ADF 1 and 2 *
RA 1 (3 *) RA 2 (3 *)
MB 1 MB 2
WXR WXR
TCAS * TCAS *
Flap position computer Flap position computer
JEFI-078
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SOURCE SELECT PANEL

LOCATION: CAPTAIN’S AND FIRST OFFICER’S
ADC SOURCE SELECT P/B ATT/HDG SOURCE SELECT P/B
– Onside ADC supplies onside systems. – Onside IRS supplies onside systems.
– Onside ADC failure. – Onside IRS failure.
ALTN (white or amber *) ALTN (white or amber *)
Dual system: Dual system:
– Offside ADC supplies onside – Offside IRS supplies onside systems,
systems, manally selected. manally selected.
– COMMON SOURCE ADC memo – COMMON SOURCE ATT/HDG memo
displayed at MFDU. displayed at MFDU.
Triple system *:
– IRS 3 supplies onside systems,
ILS SOURCE SELECT P/B
manually selected.
Normal (blank) – COMMON SOURCE ATT/HDG memo
– Onside ILS supplies onside systems. displayed at MFDU when both p/b’s
FAULT (amber) are selected to ALTN.
– Onside ILS failure.
ALTN (white or amber *)
Dual system:
– Offside ILS supplies onside systems,
manally selected.
– COMMON SOURCE ILS memo
displayed at MFDU.
Triple system *:
– ILS 3 supplies onside systems,
manually selected.
– COMMON SOURCE ILS memo
displayed at MFDU when both p/b’s
are selected to ALTN.
RADIO ALTIMETER SOURCE SELECT

P/B
Normal (blank)
– Onside RA supplies onside systems.
FAULT (amber)
– Onside RA failure.
ALTN (white or amber *)
Dual system:
– Offside RA supplies onside systems,
manally selected.
– COMMON SOURCE RA memo
displayed at MFDU.
Triple system *:
– RA 3 supplies onside systems,
manually selected.
– COMMON SOURCE RA memo
displayed at MFDU when both p/b’s
are selected to ALTN. ADF ARC/MAP P/B
Normal (blank)
– ADF bearing information not
FCC (FD) SOURCE SELECT P/B PFD/ND TRANSFER P/B displayed at onside ND.
ON (blue)
– ADF bearing information can be
– Onside FCC supplies onside PFD. – Normal DU configaration.
displayed at the onside ND provided
FAULT (amber) ON (white)
ARC or MAP mode is selected.
– Onside FD failure. – Primary flight information is
ALTN (white or amber *) displayed at the lower DU.
– Offside FCC supplies onside PFD, – Navigation information is displayed
manually selected. at the upper DU or upper DU blank *.
JEFI–002
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EFIS CONTROL PANEL

LOCATION: GLARESHIELD
APP/VOR P/B RANGE SELECTOR FPA, M/DA, DH DISPLAY FPA, M/DA, DH SELECTOR
APP (green) 15, 30, 60, 120, 240 Displays selected values of : Outer knob
- PFD shows ILS information. - Range selection in nm at ND in - Flight path angle. FPA
- ND shows ILS information PLAN, MAP or ARC mode. - Minimum descent altitude or - Flight path target displayed at PFD,
provided ARC or ROSE mode is 15B, 30B decision altitude. provided flight path vector is
selected. - Range selection in nm at ND in - Decision height. selected at FMP. See section
VOR (green) PLAN or ARC mode. AFCAS.
- ND shows VOR information - Back view range selection in nm - Selected value is shown at the FPA,
provided ARC or ROSE mode is at ND in MAP mode. M/DA, DH display.
selected.
- Rotate inner knob to increase or
NOTE: When MAP or PLAN mode is
decrease the selected flight path
selected the p/b is blank.
angle between -9.9 and + 9.9
degrees.
M/DA
Selected minimum descent altitude
or selected decision altitude
displayed at:
- The FPA, MDA, DH display, and at
- The PFD above 2500 ft AGL and
below 2500 ft AGL provided
selected decision height is zero.
- Rotate inner knob to increase or
decrease the selected M/DA
between 0 and 8193 ft with
increments of 10 ft.
DH
Selected decision height displayed
at:
- The FPA, M/DA, DH display, and at
- The PFD below 2500 ft AGL and
ND MODE SELECTOR above 2500 ft AGL provided
selected M/DA is zero.
PLAN - Rotate inner knob to increase or
ND shows: decrease the selected DH between
- A simplified 360 degrees compass 0 and 600 ft with increments of 1 ft.
rose.
- FMS information.
MAP symbols may be added.
MAP
ND shows:
- A forward segment of 90 or 220 MAP SYMBOLS P/B''s
degrees (backview) from the
CSTR (bar green) ALTIMETER REFERENCE PRESSURE
compass rose.
- ND shows the waypoint-related P/B PFD/ND BRIGHTNESS CONTROL
- FMS and ADF information.
constraints (altitude, speed) KNOB
Weather radar information can be
which exist in the flight plan. QNH (green)
superimposed.
WPT (bar green) - Altitude displayed at PFD based on Outer knob
MAP symbols may be added.
- ND shows the stored waypoints selected altimeter reference OFF
ARC
within the selected range. pressure. - Lower DU blank.
ND shows:
VOR.D (bar green) - PFD displays value in millibars or Not OFF
- A forward segment of 90 degrees
- ND shows the stored navaids inches Hg * as selected at the - Lower DU brightness can be
from the compass rose.
(VOR/DME) and stored NDB's altimeter set panel. adjusted up to full bright (BRT).
- FMS, ADF, ILS, or VOR information.
within the selected range. See section Flight/Navigation Data Inner knob
Weather radar information can be
NDB (bar green) Systems. OFF
superimposed.
- ND shows the stored NDB's within STD (green) - Upper DU blank.
ROSE
the selected ange. - Altitude displayed at PFD based on WX CONTROL KNOB Not OFF
ND shows:
ARPT (bar green) standard altimeter reference - Upper DU brightness can be
- A 360 degrees compass rose.
- ND shows the stored airports pressure. See section Flight / Navigation Data adjusted up to full bright (BRT).
- FMS, ADF, ILS or VOR information.
within the selected range. - PFD displays STD. Systems, subsection Weather Radar.
JEFI-003
$20)2..(5$20)2..(5 $20)2..(5$20)2..(5

6<67(0'(6&5,37,216
)/,*+71$9,*$7,21,167580(176 3$*(
(/(&7521,&)/,*+7,167580(176<67(0 9(56,21
,668(
EFIS CONTROL PANEL*

APP/VOR P/B RANGE SELECTOR TRAFFIC DISPLAY BUTTON FPA, M/DA, DH DISPLAY FPA, M/DA, DH SELECTOR
APP (green) 15, 30, 60, 120, 240 Depress: Displays selected values of : Outer knob
- PFD shows ILS information. - Range selection in nm at ND in - ND shows MAP/15B mode and TCAS - Flight path angle. FPA
- ND shows ILS information PLAN, MAP or ARC mode. traffic display. - Minimum descent altitude or - Flight path target displayed at PFD,
provided ARC or ROSE mode is 15B, 30B NOTE: FMS map information is decision altitude. provided flight path vector is
selected. - Range selection in nm at ND in displayed only when ND mode - Decision height. selected at FMP. See section
VOR (green) PLAN or ARC mode. selector is in the MAP position. AFCAS.
- ND shows VOR information - Back view range selection in nm Release : - Selected value is shown at the FPA,
provided ARC or ROSE mode is at ND in MAP mode. - ND reverts to the previously M/DA, DH display.
selected. selected ND mode and range. - Rotate inner knob to increase or
NOTE: When MAP or PLAN mode is decrease the selected flight path
selected the p/b is blank. angle between -9.9 and + 9.9
degrees.
M/DA
Selected minimum descent altitude
or selected decision altitude
displayed at:
- The FPA, MDA, DH display, and at
- The PFD above 2500 ft AGL and
below 2500 ft AGL provided
selected decision height is zero.
ND MODE SELECTOR - Rotate inner knob to increase or
decrease the selected M/DA
PLAN between 0 and 8193 ft with
ND shows: increments of 10 ft.
- A simplified 360 degrees compass DH
rose. Selected decision height displayed
- FMS information. at:
- TCAS status annunciation. - The FPA, M/DA, DH display, and at
- TCAS traffic alerts. - The PFD below 2500 ft AGL provided
MAP symbols may be added. selected M/DA is zero.
MAP - Rotate inner knob to increase or
ND shows: decrease the selected DH between
- A forward segment of 90 or 220 0 and 600 ft with increments of 1 ft.
degrees (backview) from the
compass rose.
- FMS and ADF information.
- TCAS status annunciation,
- TCAS traffic display and alerts.
Weather radar information or terrain
awareness information can be
superimposed.
MAP symbols may be added. ALTIMETER REFERENCE PRESSURE
ARC MAP SYMBOLS P/B''s P/B PFD/ND BRIGHTNESS CONTROL
ND shows: KNOB
- A forward segment of 90 degrees CSTR (bar green) QNH (green)
from the compass rose. - ND shows the waypoint-related - Altitude displayed at PFD based on Outer knob
- FMS, ADF, ILS, or VOR information. constraints (altitude, speed) selected altimeter reference OFF
- TCAS status annunciation. which exist in the flight plan. pressure. - Lower DU blank.
- TCAS traffic allerts. WPT (bar green) - PFD displays value in millibars or Not OFF
Weather radar information or terrain - ND shows the stored waypoints inches Hg * as selected at the - Lower DU brightness can be
awareness information can be within the selected range. altimeter set panel. adjusted up to full bright (BRT).
superimposed. STA (bar green) See section Flight/Navigation Data Inner knob
ROSE - ND shows the stored navaids Systems. OFF
TRAFFIC DISPLAY P/B
ND shows: (VOR/DME) and stored NDB's STD (green) - Upper DU blank.
- A 360 degrees compass rose. within the selected range. TRFC (bar green) - Altitude displayed at PFD based on WX CONTROL KNOB Not OFF
- FMS, ADF, ILS or VOR information. ARPT (bar green) - ND shows full-time TCAS traffic standard altimeter reference - Upper DU brightness can be
- TCAS status annunciation - ND shows the stored airports display when MAP or ROSE mode pressure. See section Flight / Navigation Data adjusted up to full bright (BRT).
- TCAS traffic display and allerts. within the selected range. is selected. - PFD displays STD. Systems, subsection Weather Radar.
JEFI-079
$20)2..(5$20)2..(5 $20)2..(5$20)2..(5

1.17.01
FLIGHTINAVIGATION INSTRUMENTS FLIGHT/NAVIGATION INSTRUMENTS
VERSION 01
ELECTRONIC FLIGHT INSTRUMENT SYSTEM ELECTRONIC FLIGHT INSTRUMENT SYSTEM ISSUE 001
PRIMARY FLIGHT DISPLAY (ATTITUDE I HEADING)

AIRCRAFT SYMBOL (V-BAR) •
Roll scale marks at 0 (triangle). 10, 20,

30, 45 and 60 degrees.
NOTE: If roll angles in excess 01
v
65 degrees occur, PFO
information disappears
except attitude, airspeed,
UNUSUAL ATTITUDE CHEVRONS mach number, altitude, and
vertical speed. Information
Chevrons (red) re-appears after roll angles
Indicates the direction that less than 47.5 degrees.
commands a pitch change back to
30---30
zero degrees pitch.
Appear in case of excessive pitch.
20--20
ATT (amber; initially flash ing)
~IH_O_R_I_Z_O_N_L_IN_E ~~~~_10 --~

- Attitude information not available.
NOTE: Attitude sphere, roll pOinter,
______________ __ __
-_-_-_-_-_1_0____ roll scale, slip indicator,
aircraft symbol,
FD command bar(s) or flight
PITCH SCALE
path vector and flight path
Scale extends trom + 90 to -90 target are removed .
-1 0 - - 1 0
degrees with 10, 20 and 30
degrees references.
20---20
PFD information disappears at
pitch angles of + 30 or -25
30----30
degrees except attitude, airspeed, A.
mach number, altitude,
and vertical speed. Information re-
appears after pitch angles less
A Bug (blue)
A
than + 22.5 or -15 degrees. - Indicates selected heading as set
at FMP_
ATTITUDE SPHERE
HOG (amber) Marks (white)

_ Heading information not available. - Indicate 10 degrees of heading.
NOTE: Heading marks and bug are Marks move across the horizon
removed. line when the heading is changed .
--------------------------------------------------AOM FOKKER70/AOM FOKKER 100----------------------------------------------~--

1.17.01
FLIGHT/NAVIGATION INSTRUMENTS
VERSION 01
ELECTRONIC FLIGHT INSTRUMENT SYSTEM ISSUE 001
PRIMARY FLIGHT DISPLAY (GUIDANCE FD)

FLIGHT DIRECTOR COMMAND BARS

(CROSSBARS)
Bars (magenta)
- Display pitch and/or roll
commands.
NOTE: In roll-out mode, as Indicated
by the FMA, the p~ch bar is
removed and the top of the
roll bar provides roll-out
guidance.
FLIGHT DIRECTOR FLAG
FD (amber, initially flashing)

- Pitch andlor roll command
Information not available. sro
NOTE: Pitch anGlor roll bar are
removed .
FLIGHT DIRECTOR FLAG
FD (amber, In~ially flashing)

- Patch and roll command
information not available.
NOTE: Flight director command bar
Is removed .
FLIGHT DIRECTOR COMMAND BAR

(V·BAR) •
Bar (magenta)
- Displays pitch and roll commands.
NOTE: In roll·out mode, .s Indicated
by the FMA, the flight
sro
director command bar is
replaced by a roll bar. The
top of the roll bar provides
r~l-out guidance.

SYSTEM DESCRIPTIONS
PAGE 9
FLIGHT/NAVIGATION INSTRUMENTS FLiGHTINAVIGATION INSTRUMENTS
VERSION 01
PRIMARY FLIGHT DISPLAY (GUIDANCE FPV)

209:g
-i-
--
--
2eo 21500
- FLIGHT PATH VECTOR
10--10
- ,\
260
-- , FPV symbol (green)
~ooo- - Displays the actual dri1t angle and
240 ()- ~LJ:;r-:=-
.:.~~
~o-
-r.
,1!~.-:-~r--~'-;- - J actual flight path angle with
respect to the aircraft symbol.
220 ~V 10 -~" 5 00 ;
~ '\ ~ r----....
0
STO I
FLIGHT PATH TARGET
~r-FP-T-S-y-m-b-O-I-(b-IU-e-)------------~
- Displays selected flight path angle
as set at EFIS control panel.
FLIGHT PATH VECTOR FLAG DISPLAY CONTROL PANEL FLAG
FPV (amber; inilially flashing) DCP (amber; initially flashing)

- Flight path vector information not - EFIS control panel failure.
available.
EFIS CONTROL PANEL FAIL EFFECTS
NOTE: FPV and FPT symbols are
removed. AFFECTED DISPLAY EFIS CONTROL PANEL EFIS CONTROL PANEL
1 FAILURE 2 FAILURE
NO mode ROSEIILS MAP/30 nm range

MAP symbols NA Removed
ALTM ref press ONH ONH
AOF information Available Removed
VOR information Removed Removed
Weather radar NA Removed
NOTE: PFD with flight director command bar (V-bar)

presentation is not shown. Indications are similar.
- - - - - - - - - - - - - - - - - - - - - - - - - - AOM FOKKER 70/ AOM FOKKER 100 - - - - - - - - - - - - - - - - - - - - - - - - - -

PAGE 10
VERSION 01
PRIMARY FLIGHT DISPLAY (SPEED)

LOCATION : CAPTAIN'S AND FIRST OFFICER'S AIRSPEED POINTER
Pointer (yellow)
- indicates airspeed.
V1/ V2 OFF·SCALE DISPLAY

AIRSPEED TREND POINTER
Numerals + V2 (blue)
_ Selected take·off safety speed 125V 1/ 132V2 Pointer (magenta)
- Indicates the predicted airspeed
out of airspeed scale range.
within ten seconds.
Dashes + V2 (blue)
NOTE: The pOinter is removed w hen
- Check V2 selection.
airspeed trend information is
Dashes (amber) + V2 (blue) not available.
- V2 information not available.
Numerals + V1 (blue) VFR DISPLAY

_ Selected take-off decision speed
out of airspeed scale range . - F (green)
Dashes + V1 (blue) _ Indicates flap retraction speed.
- Check V1 selection. NOTE: Display is removed when VFR
Dashes (amber) + V1 (blue) information is not available.
- V1 information not available. 300
V2 DISPLAY
- 2 (blue)
VMAX DISPLAY
- Indicates take-off safety speed as
set at FMS CDU or FMP,
Checker bar (redlblack)
NOTE: Display is removed when V2
- Indicates VMO / MMO, VLE or VFE
information is not available.
dependent on aircraft
configuration.
- Moves along the airspeed scale. V1 DISPLAY
- 1 (blue)
_ indicates take-off decision speed
VFTO DISPLAY (GREEN DOT SPEED)
as set at FMS, CDU or FMP "
220
Dot (green) NOTE: Display is removed when V1
- Best angle climb speed. information is not available.
- Driftdown speed.
NOTE: Dot is removed when VFTO
VMA DISPLAY
information is not available or
dot is out of airspeed scale 120
range. - .- Bar (amber)
- Indicates minimum allowable
speed.
- Appears three seconds after lift-
off,
VSEL DISPLAY 100 - Moves along the airspeed scale.
Bug (blue) NOTE 1: Display is removed when
- Indicates speed se lected at FMP aircraft is on the ground, as
or FMS target speed in PROF · . long as the recovery mode
is active \ and when VMA
NOTE: When the bug is out of
airspeed scale range, the bug
80 information is not available.
is parked at either end of the NOTE 2: If VSS information is not
scale and the value is shown available, the bar extends
as a number next to the bug. downwards to the bottom of
the airspeed scale.
MACH/DISTANCE DISPLAY AIRSPEED SCALE VSS DISPLAY
M + numerals (white) Scale (white) Checker bar (redlblack)

- Displays mach number when - Graduated every 10 kt, with - Indicates stick shaker speed.
speed exceeding M.4S0. numbers every 20 kt ; full-scale - Appears three seconds after lift-
Numerals + NM (white) displayed is 80 kt in length. off,
- Displays FMS ILS/DME distance - When airspeed is below 30 kt the - Moves along the airspeed scale.
when speed is below M.4S0. scale is fixed and only the upper NOTE: Display is removed when
NOTE: Display is removed when part is displayed. The lower part aircraft is on the ground and
mach or distance information will gradually be shown as when VSS information is not
is not available. airspeed increases above 30 kt. available.
1.17.01
FLiGHTINAVIGATION INSTRUMENTS
VERSION 01
PRIMARY FLIGHT DISPLAY (SPEED)

LOCATION : CAPTAIN'S AND FIRST OFFICER'S
FMS MESSAGE DISPLAY'
ALT CHG (white; initially flashing)

- Altitude change will be
automatically initiated.
ADD DRAG (white; initially flashing)
- Actual speed too high for descent
path target.
- Aircraft above FMS predicted
path.
LESS DRAG (white; initially flashing)
- Actual speed too low (speed
brake extended) for descent path
target.
DECEL (white; initially flashing)
_ Actual speed not in agreement
with descent path target.
NOTE: Messages are only displayed
when the PROF mode is
SPEED SELECT FLAG engaged.
I
SPD SEL (amber; initially flashing)
~
- Speed select information not
available.
NOTE: VSEL display is removed .
SPEED LIMIT FLAG
SPD LIM (amber; initially flashing)

- Speed limit information not
f'-,
t - - b SPDPD SEL
LIM
...JZ..
I::.
)
CHG
209:g
available.
280 -- 2 1500
NOTE: Inhibited when airspeed flag
10- 10
,\
--
is displayed. FD
260 ,
-
~: ~
lr.;;;;-• •
~OO _
If 1r -t
---
V
AIRSPEED FLAG ,
/
SPO (amber; initially flashing) 220 1 0 - - - 10 I
- Airspeed information not 20500
available.
NOTE: All airspeed information is - STD
removed, except the airspeed
pointer.
NOTE: PFD with flight director command bar (V·bar)


1.17.01
VERSION 01
PRIMARY FLIGHT DISPLAY (VERTICAL SPEED)

VERTICAL SPEED DISPLAY
Pointer (green)
- Indicates vertical speed at vertical
24:g speed scale.
~
3 000 ,. Scale (white)
- Scale gradualed 500, 1000, 2000,
and 3000 ftlmin.
NOTE: Above 500 ftlmin the value is
2 500 - / also shown as a number
S above the scale when
climbing or below the scale
when descending and shows
2000 vertical speed in 100 ftlmin .
sro
VERTICAL SPEED FLAG
VIS (amber; initially flashing)

- Vertical speed information not
available.
NOTE: Vertical speed display is
removed.


1.17.01
VERSION 01
PRIMARY FLIGHT DISPLAY (RADIO ALTITUDE)

LOCATION: CAPTAIN'S AND FIRST OFFICER'S GROUND REFERENCE POINTER
Pointer (amber)
- Indicates absolute altitude
reference above the terrain.
- Appears at approx 500 « RA at
the bottom Of the altitude scate.
- Contacts the altitude pointer at 0
ftRA .
RADIO ALTITUDE DISPLAY
Numerals + FT (green)
- Displays aircraft altitude below
2500 « AGL.
Numerals + FT (amber)
- Radio altitude less than 100 ft
above decision height.
Display steps:
- Above 1000 « RA, 50 «
increments.
STO Between 999 It and 50 ft, 10 It
increments.
- Between 50 ft and 5 ft , 5 ft
increments.
- Between 5 ft and 0 ft , 1 tt
increments.
RADIO ALTITUDE FLAG
RA (amber, initially flashing)

- Radio altitude information not
available.
NOTE: Radio altitude display and
ground reference pointer are
removed.


1-17.01
VERSION 01
PRIMARY FLIGHT DISPLAY (ALTITUDE)

ALTITUDE POINTER ALTITUDE DISPLAY
POinter (yellow) Numerals (white)

- Indicates barometric altitude. - Displays barometric altitude in
increments of 20 ft.
\ NOTE: An altitude below sea level is
.~.:YV
indicated by a minus sign left
of the value.
SELECTED ALTITUDE DISPLAY
"t\ ~, ----
40
Numerals + half pOinter (blue)
~~--
l
1000 - Selected altitude out of altitude
,, scale range.
-- Numerals + pointer (blue; Initially
\ ~~\
40
flashing)
---
U If - Selected altitude less than 750 ft
from altitude pointer.
1 0 - - - 10 Numerals + pOinter (amber)
- Deviation of more than 250 ft from
/~
selected altitude.
\
1950n
NOTE: Selected altitude is set at
FMP.
ALTITUDE FLAG
ALTIMETER REFERENCE PRESSURE

/ ALT (amber, initially flash ing)
- Altitude information not available.
DISPLAY NOTE: All altitude information is
removed, except the altitude
Numerals + MB or IN· (blue) pointer.
- Displays selected altimeter
reference pressure (ONH) in
millibars or inches Hg * as set at ALTITUDE SCALE
altimeter set panel.

Scale (white)
Numerals + MB or IN · (flashing blue)
- Graduated every 100 ft , w ith
- STD selected but standard
numerical values every 500 ft; full-
altitude information not available.
scale is 1170 ft wide.
STO (blue)
NOTE: When the scale passes
- Displays standard altimeter
through 0 ft, a minus sign is
reference pressure (1013.2).
added to show below sea
STD ( flash ing blue)
level.
- ONH selected but selected
altitude not available.
NOTE 1: ONH or STD Is selected at
EFIS contrOl panel.
NOTE 2: When STD is selected, the
numerical values at the
altitude scale are shown
with the last two digits
reduced in size.


1.17.01
FLiGHTINAVIGATION INSTRUMENTS FLIGHT/NAVIGATION INSTRUMENTS
VERSION 01
PRIMARY FLIGHT DISPLAY (FLIGHT MOOE ANNUNCIATION)

FLIGHT MODE ANNUNCIATION FLAG PATHILAT WINDOW
FMA (amber, Init ially nashing) - LAND 3"

- Flight mode annunciation not - LAND 2
avanable. - ROLL OUT
- FPV
fNA
STATUS WINDOW
- AP AP' AP2
- FD' FD2
THRUST WINDOW - FPV
- AT Art , AT2
- MAN
- TO ,QQ]"
- MCT ,I MCT I" LAT WINDOW
- CLB ,I CLB I "
CRZ - HOG HOGS
GA ,lliJ" - LOC LO~
LL ,QD" - VORl VORl'
- OVRD - VOR2 VOR~
- RET - ALN
- I NAVI
SPEED WINDOW
PATH WINDOW
- MAN STD
- ALT ,~., ALT"' , ~·
- TO ,QQ]"
- VIS
-lliJ " - GA
- lASE ,I lASE I", lASE'
lAST ,I lAST I", lAST' - GIS GIS'"
- ME ,eMU", ME'" - FLR
- MT • CMIJ*, M T""::I - I DESI"
- lAS - I APP I"
M
NOTE: 1. See section AFCAS for FMA description.

2. PFD w ith flight director command bar (V· bar)
presentation Is not shown. Indications are similar.
1.17.01
FLIGHTINAVIGATION INSTRUMENTS
VERSION 01
PRIMARY FLIGHT DISPLAY (ALTITUDE)

LOCATION: CAPTAIN' S AND FIRST OFFICER' S
MlDA BUG
Bug (blue)
Indicates selected minimum
descent altitude or selected
decision altitude as set at EFIS
control panel.
NOTE: Bug is removed when
selected value is out of
altitude scale range, or
selected value is zero, or
MlDA information is not
available.
MlDA, DH DISPLAY
MlDA + numerals (blue)

- Displays selected minimum
descent altitude or selected
decision altitude as set at EFtS
control panel above 2500 tt AGL
and below 2500 It AGL. provided
M/OA
3000 selected decision height is zero.
- The range of displayed values is 1
to 8193 ft with increments of 10 ft .
NOTE: Display is removed when
10 - - - 10 selected value is zero, or
MlDA information is not
OH available.
2~O
DH + numerals (blue)
- Displays selected decision height
as set at EFIS control panel below
2500 It AGL and above 2500 It
AGL, provided selected MlDA is
zero.
The range of displayed values is 1
to 600 tt with increments of 1 ft .
DH display has priority over MlOA
display.
selected value is zero, or OH
DECISION HEIGHT DISPLAY
DH (flashing amber)
- Radio altitude at or below
selected decision height.
NOTE: DH is displayed for three
seconds.
NOTE: PFD with flight director command bar (V· bar)

presentation is not shown . Indications are similar.

PAGE 17
VERSION 01
PRIMARY FLIGHT DISPLAY (LOCALIZER AND GLIDE SLOPE)

GLIDE SLOPE DEVIATION DISPLAY
Pointer (magenta)
- Displays glide slope position at
GLIDE SLOPE FLAG deviation scale.
Half pointer (magenta)
GIS(ambe~ initially flashing) - Glide slope deviation exceeds two
- Glide slope information not dots.
available. POinter (flashing magenta)
NOTE: Glide slope deviation display - G tide slope deviation exceeds 1
is removed. dot, provided radio altitude is
between 500 It and 100 It, and AP
engaged.
MARKER BEACON DISPLAY
NOTE; 1. When glide slope
information is unreliable,
OM (flashing blue)
painter is removed.
Outer marker.
2. When the ILS back course
MM (flashing amber)
approach mode" is active,
Middle marker.
glide slope deviation
M (flashing white)
display is removed.
Inner or fan marker.
DEVIATION SOURSE DISPLAY
ILS (magenta)
- Glide slope and localizer deviation
source is ILS as selected at EFIS
control panel (APP)
BCRS (magenta) *
- Localizer deviation source is ILS
in the back course approach
mode as selected at EFIS control
160 panel (APP) and ILS control panel
(back course plb).
140
LOCALIZER DEVIATION DISPLAY
Pointer (magenta)
- Displays localizer position at
deviation scale
Half painter (magenta)
- Localizer deviation exceeds two
dots.
Pointer (flashing magenta)
- Localizer deviation exceeds 0.3
dot, provided radio altitude is
between 500 ft and 5 ft, and AP
engaged.
NOTE: When localizer information is
FLAP POSITION DISPLAY unreliable, pOinter is
removed.
FLAP + numerals (white)
- Displays selected flap position as
set at pedestal. LOCALIZER FLAG
FLAP + dashes (amber)
LOC (amber; initially flashing)
- Flap position information not
- Localizer information not I
available.
available. I
NOTE: Localizer deviation display iSJ
removed.
L -_ _ _ _ _ _ _ __

1.17.01
VERSION 01
PRIMARY FLIGHT DISPLAY (WINDSHEAR ANNUNCIATION AND GUIDANCE')

ALPHA MARGIN INDICATOR
AMI symbol (yellow)

- Displayed upon any windshear
detection.
- Indicates angle-a'-attack margin
to stick shaker activation.
FD COMMAND BARS
Bars (magenta)
Provide escape guidance out of a
performance decreasing winds hear.
Dis play is:
- Automatic in the take-off and
during a normal go-around;
- Upon selection of TOGA or full
throttle thrust in the approach ;
- Irrespective of FPVlFD switch
position.
NOTE: VMA is not displayed as long
as the recovery mode is
active.
WINDSHEAR ANNUNCIATOR
WINDSHEAR (amber)
- Performance increasing winds hear
detected.
WINDSHEAR (red; initially flashing)
- Performance decreasing
windshear detected.
NOTE: A performance decreasing
windshear is aurally
annunciated : WINDSHEAR,
WINDSHEAR, WINDSHEAR.

PAGE 19
FLIGHT/NAVIGATION INSTRUMENTS FLIGHT/NAVIGATION INSTRUMENTS
VERSION 01
PRIMARY FLIGHT DISPLAY (TCAS CORRECTIVE RA; CLIMB/DESCEND')

LOCATION: CAPTAIN' S AND FIRST OFFICER'S
I lAST I ALl I HOG I API

AT
209~g
280
260
~~.. "~i '
240 I}- t=lJ:;r-''+:-\+'~f+--r.=

If=l -t ~OO ~(
/
220 10 - - - 10 /
~
TCAS STATUS DISPLAY 20500 RESOLUTION ADVISORY DISPLAY
TRAFFIC /
TCAS OFF (white) PITCH CUE
- System standby. Box (red)
:/
TCAS TEST (white)
- System test.
I lAST I ALl I HOG I API
- Indicates the pitch angles to
avoid.
TA ONLY (white) NOTE: In addition to the box, a red
- T A selected at transponder panel
and no TA ' s are presented at NO.
-!
-
TRAFFIC message will be
displayed.
- TAIRA selected at transponder
280
-
\ 0 - - - 10
,,
panel and no T A ' s are presented VERTICAL SPEED CUE
260 , ~-tilt-------1 Symbol (green)
at NO, and ---= "-"
· GPWS or windshear" alerts are ~=;-t-'+--+<""'-+-r.:==1 -,,~oo · - Indicates sale vertical speed
l}-
V range.
/ -" J[ ""L
generated , or 240
· The aircraft is on the ground, in
the approach below 900 It AGL, 10 - - - 10
or below 1100 It AGL during ~ _TO~S
TRAFFIC
climb.
TA ONLY (amber)
- TA selected at transponder panel
-
and at least one TA is presented
at NO .
panel and at least one TA is
presented at NO, and NOTE 1: In case of a corrective RA
· GPWS or winds hear .. alerts are an aural advisory Is
generated, or generated (see section
· The aircraft Is on the ground, in Flight / Navigation Oat.
the approach below 900 It AGL, Systems).
or below 1100 It AGL during NOTE 2: The RA will be displayed
Climb. until the tratfic is no longer
TCAS (amber; Initially Ilashing) considered a collision threat
- System failure . and the aural advisory
" CLEAR OF CONFLICT" Is
generated.
The pilot should expect a
softening of the RA as the
encounter progresses,
which II lollowed will
minimize the altitude
deviation.

- - - - - - - - - - - - - - - - - - - - - - - - - - AOM FOKKER 70 I AOM FOKKER 100 - - - - - - - - - - - - - - - - - - - - - - - - - -

PAGE 20
VERSION 01
ELECTRONIC FLIGHT INSTRUMENT SYSTEM
ISSUE 002
PRIMARY FLIGHT DISPLAY (TCAS PREVENTIVE RA; MONITOR VERTICAL SPEED·)

LOCATION: CAPTAIN'S AND FIRST OFFICER' S
I I AST I ALT I HOG I API

AT
280 21500
/
/
20500
Cl B I I AS, I [ill]
I rnm I
HOG API
AT RESOLUTION ADVISORY DISPLAY
..!QQ..O PITCH CUE

3000 30 Box (red)
- Indicates the pitch angles to
avoid.
NOTE: In addit ion to the box, a red
TRAFFIC message will be
d isplayed.
140 VERTICAL SPEED CUE

Symbol (green)
- Indicates safe vertical speed
range.
I l AS. I AU I HOG I Bar (red)

- Indicates unsafe vertical speed
range.
NOTE 1: In case of a preventive RA

the following aural
advisories are generated:
• MONITOR VERTICAL
SPEED.
• MAINTAIN VERTICAL
SPEED, MAINTAIN.
TRAFFIC • MAINTAIN VERTICAL
SPEED, CROSSING
MAINTAIN .
NOTE 2: The RA will be displayed
until the traffic is no longer
considered a collision threat
and the aural advisory
"CLEAR OF CONFLICT" 10
generated.


FLIGHT/NAVIGATION INSTRUMENTS FLIGHT/NAVIGATION INSTRUMENTS PAGE 21
ELECTRONIC FLIGHT INSTRUMENT SYSTEM ELECTRONIC FLIGHT INSTRUMENT SYSTEM VERSION 01
ISSUE 002
NAVIGATION DISPLAY (ROSE MODE)

NAVIGATION SOURCE DISPLAY COURSE DISPLAY
VOR (blue) CRS + numerals (blue)

- Navigation source is VOR as - Displays selected localizer or VOR
selected at EFIS control panel course.
(VOR). CRS + dashes (blue)
ILS (blue) - Selected course information not
Navigation source is ILS as available.
selected at EFIS control panel CRS (amber)
(APP). - Selected course information
BCRS (blue)" failure .
- Navigation source is ILS in the
back course approach mode as
selected at EFIS control panel
(APP) and ILS control panel TO • FROM POINTER
(back course p/b).
Pointer (blue)
NOTE: Display only in ROSE or ARC
mode. - Indicates direction of selected
course in relation to VOR position.
NOTE: Pointer is not present during
ILS operation.
GROUND SPEED DISPLAY
GS + numerals (green)
- Displays ground speed from 0 -
999 kt with increments of one kt. COURSE DEVIATION BAR
GS + dashes (green)
- Ground speed information not
l~"-1:-----+-tIt-------J Bar (blue)
available . - indicates VOR or localizer course

GS (amber) deviation at deviation scale.
- Ground speed information failure. NOTE: Bar is removed when VOR or
localizer information is
unreliable or not available.
TRUE AIRSPEED DISPLAY
TAS + numerals (green)

- Displays true airspeed from 0 -
999 kt with increments of one kt. LATERAL DEVIATION FLAG
TAS + dashes (green) VOR (amber; initially flashing)

- True airspeed information not - VOR information not available.
available.
NOTE: Course deviation bar and
TAS (amber) scale , and to-from pointer are
- True airspeed information failure . removed.
LOC (amber; Initially flashing)
- Localizer information not
COURSE POINTER
available.
Pointer (blue) NOTE: Course deviation bar and

scale are removed .
- Indicates selected VOR or
localizer course.
NOTE: Pointer is removed when
selected course information
is not available or fails. COMPASS ROSE
--------------------------------------------------AOMFOKKER70/AOM FOKKER 100--------------------------------------------------

SYSTEM DESCRIPTIONS 1.17,01
PAGE 22
VERSION 01
NAVIGATION DISPLAY (ROSE MODE)

FMS REMINDER DISPLAY HEADING FLAG WXR MESSAGE DISPLAY
MSG (blue; inilially flashing) HOG (amber; initially flashing) WX (green)

- Message displayed at the FMS - Heading information not available. - Weather radar system on.
CDU. NOTE: Compass rose, heading bug, WX TRGT (while)
track pointer, course pointer, - NO mode improper to display
course deviation bar and weather tar~et.
ADF FLAG
scale, to-from pointer, single WX TURB (while) ,
pointer, double pointer · and NO mode improper to display
Single ADF:
bearing source display are detected turbulence .
ADF (amber; initially flashing)
- ADF information not available.
NOTE: Single pointer and bearing
source display are removed . DISTANCE DISPLAY
Dual ADF*:
DME + numerals (green)
ADF 1 (amber; initially flashing)
_ Displays distance in nm to
_ ADF 1 information not available.
VORIDME tuned station.
NOTE: Single pointer is removed.
DME + dashes (green)
ADF 2 (amber; initially flashing)
- Distance information not available.
- ADF 2 information not available.
DME (amber)
NOTE: Double pointer is removed.
- Distance information failure.
ADF (amber; initially flashing)
- ADF 1 and ADF 2 information not
available.
TRACK POINTER
NOTE: Single pointer, double pointer
and bearing source display
Pointer (green)
are removed.
- Indicates actual aircraft track.
NOTE: Segment between lubber line
and track pointer is drift
HEADING BUG
angle.
Bug (blue)
- Indicates selected heading as set
al FMP. DOUBLE POINTER'
Pointer (green)
BEARING SOURCE DISPLAY - Indicates ADF 2 bearing.
ADF (while)
ADF 2 information is
Indicates single pointer and/or unreliable or not available.
double pointer'" navigation
source.
SINGLE POINTER
ADF (1) and ADF 2'
information is unreliable or Pointer (magenta)
not available. - Indicates ADF (1) bearing.
ADF (1) information is
unreliable or not available.
PAGE 23
VERSION 01
NAVIGATION DISPLAY (ROSE MODE; TCAS')

TRAFFIC ADVISORY SYMBOL
• (amber)
- Displays position of traffic that is
predicted to get too close within
RESOLUTION ADVISORY SYMBOL
approx 40 seconds .
• (red) Numerals (amber)
- Displays position of traffic that is - Displays relative attitude of traHic
predicted to get too close within in hundreds of feet.
approx 25 seconds. NOTE: See NOTE RESOLUTION
Numerals (red) ADVISORY SYMBOL.
- Displays relative altitude of .raWe ARROW (amber)
in hundreds of feet . - Indicates traffic is climbing or
NOTE: Traffic above: descending at 500 ftlmin or more.
- Numerals above RA NOTE: In case of a TA the aural alert
symbol. "TRAFFIC TRAFFIC" is
- Plus sign added. generated.
Traffic below:
Numerals below RA
symbol.
Minus sign added .
Traffic at same level:
- Numerals below RA
symbol.
Traffic at same level (coming
in from below) :
- Numerals below RA
symbol.
Traffic at same level (coming
in from above):
- Numerals above RA
symbol.
ARROW (red)
- Indicates traffic is climbing or
descending at 500 ftlmin or more.
NOTE: In case of an RA the
appropriate aural alert is
generated.
PROXIMATE TRAFFIC SYMBOL OTHER TRAFFIC SYMBOL
• (blue) <> (blue)

- Displays position of traffic that is - Displays position of traffic that is
within 6 nm horizontally and outside 6 nm horizontally and
± 1200 ft vertically . t 1200 II vertically, but within
Numerals (blue) t 2700 II vertically.
- Displays relative altitude of traffic Numerals (blue)
in hundreds of feet . - Displays relative altitude of traffic
NOTE: See NOTE RESOLUTION in hundreds of feet.
ADVISORY SYMBOL. NOTE: See NOTE RESOLUTION
ARROW (blue) ADVISORY SYMBOL.
- Indicates traffic is Climbing or ARROW (blue)
descending at 500 ftlmin or more. - Indicates traffic is climbing or
descending at 500 ftlmin or more.

PAGE 24
VERSION 01
NAVIGATION DISPLAY (ROSE MODE; TCAS·)

TCAS STATUS DISPLAY TCAS RANGE RING
RANGE 9NM (white) Marks (yellow)

- Maximum (lixed) range 01 TCAS - Indicates 3 nm of range.
tralflc display in ROSE mode.
TRAFFIC OFF·SCALE (amber)

- At least one TA is present but out
of display range.
TRAFFIC OFF·SCALE (red)
- At least one RA Is present but out
of display range.
NOTE: In the ROSE mode one half 01
the off-scale traffic symbol Is
parked at the edge 01 the CRS 355
compass rose with the proper DME 100
bearing.
TRAFFIC (amber)
- TA present and PLAN or ARC
mode selected.
- TA present and MAP or ROSE
mode selected and TCAS traffic
display selected off.
TRAFFIC (red)
RA present and PLAN or ARC
mode selected.
- RA present and MAP or ROSE
mode selected and TCAS traffic
display selected off.
TA ONLY (white)
and no TA's present.
panel and no TA's present, and
· GPWS or windshear * alerts are
generated, or
· The aircraft Is on the ground, In
the approach below 900 It AGL,
or below 1100 It AGL during NO BEARING ADVISORY DISPLAY
climb.
Appears when traffic bearing
TA ONLY (amber)
Display comprises:
and at least one TA present.
- Distance in nm, relative altrtude,
and vertical rate, in red (RA) or
panel and at least one TA present,
amber (TA).
and
NOTE: The TCAS ability to compute
· GPWS or wlndshear * alerts are
a TA or RA is not degraded
generated, or
by lack of bearing
· The aircraft Is on the ground, in
information.
the approach below gOO It AGL,
or below HOD It AGL during
climb.
TCAS OFF (white)
- System standby.
TCAS TEST (white)
- System test.
TCAS (amber, Initially flashing)
- System failure.

PAGE 25
FLIGHT/NAVIGATION INSTRUMENTS FLIGHT/NAVIGATION INSTRUMENTS
VERSION 01
ELECTRONIC FLIGHT INSTRUMENT SYSTEM ELECTRONIC FLIGHT INSTRUMENT SYSTEM
ISSUE 003
NAVIGATION DISPLAY (ARC MODE)

LOCATION: CAPTAIN' S AND FIRST OFFICER' S
HEADING DISPLAY
ALTITUDE INTERCEPT ARC
Numerals + Irrow (blue)
Arc (blue) - Display. selected heading as sat
Indicates EFIS·calcul.ted distance It FMP and indicates shonest
to the intercept 'point of the direction to the selected heading.
preselected . ltltude. NOTE: Displ ayed only In case
- Rad ius of the . re becomes heading bug Is selected out
smaller when h comes closer to of arc range.
the . lrcr.1t symbol.
Dis.ppeors shonly before
reaching the selected altitude. GLIDE SLOPE FLAG
G'S (; , ber, initially flashing)

RANGE RINGS - Glice slope informat ion not
available.
NOTE: Glide slope deviation display
RANGE DISPLAY is removed .
to '20/40/80 ·t60 (blue)

- Displays two th irds 01 tota l range GIS GLIDE SLOPE DEVIATION DISPLAY
in nm as selected at EFIS control
panel. Pointer ( magenta)
- Displays glide slope pOSition at
devi at ion scale.
WIND DISPLAY Half po,nter (magenta )
- G lide slope deviation exceeds two
Arrow (green ) -! o dots.
- Indicates wind direct ion. .. / 03 / 11 Aor v,
NOTE: t . When glide slope
NOTE: Arrow is removed when wind information is unreliable ,
information is unreliable. pointer is removed .
2. When the ILS back course
Numerals (green)
approach mode· is active ,
- Displays WInd direction and
glide slope deviation
veloc ity.
display is removed .
- Wind direction is refe renced to
true north in cru ise and to
magnetic north in take-off or DOUBLE POINTER · SINGLE POINTER
landing.
Da.hes (green) POinter (green) Pointer (magenta)
- Wind information is unreliable. - Indicates ADF 2 be.ring. - Indicates ADF (1) bearing.
NOTE: Display Is removed when wind NOTE: Pointer .nd be.ring source NOTE: Pointer and bearing source
information is not available, can be selected for display. can be selected for display,
fa ils. or when wind veloc ity Is In ARC or MAP mode, at In ARC or MAP mode, at
below 5 kt . source select panel. source select panel.
PAGE 26
VERSION 01
ELECTRONIC FLIGHT INSTRUMENT SYSTEM
ISSUE 003
NAVIGATION DISPLAY (MAP MODE; FORWARD VIEW)

LOCATION: CAPTAIN' S AND FIRST OFFICER'S
WAYPOINT DISPLAY NEXT WAYPOINT DISPLAY
~ + leners (white) Leners (green)

- Displays pos ition and - Displ.ys identification of next
Identification of a waypoint In the waypolnt In the active flight plan.
active flight plan. Dashes (green)
~ + lellers (green) - Identification information not
- Displays position and available.
identification of next waypoint in NOTE: letters are removed when
the active flight plan. Identification Information
falls .
LEVEl·OFF DISPLAY · Numerals (gre en )

- Display, bear ing to nex1 waypoint
LVL 0 (blue)
in the aclive flight plan.
- Displays pOint where the aircraft
Dashes (g reen )
will level off.
- Bearing Information not available.
LVL 0 (amber)
NOTE: Numerals are removed when:
- Displays point where the aircraft
- Bearing information falls .
will level off while some
- Identificat ion Information
downstream const raint will not be
is not available or fails .
met.
Numerals + NM (green)
- Displays d istance in nm to the
NAVAID DISPLAY
next way point in the act ive flight
-<:r + lellers ( blue ) plan.
- Displays posrt ion and Dashes. NM (green)
identificat ion of a tuned VO Rl - Distance information not available .
DME stat ion . NOTE: Numerals + NM are removed
+ + lellers (blue ) when:
Displays pos ition and Distance Inf ormation fa ils.
identification 01 a tuned VOR - Identification information
station. is not available or faits.
o . Iellers ( blue ) 235 / 42 o 5L
- Displays position and
FLIGHT PLAN
identif ication of a tuned DME
station. - - (white)
Indicates active flight plan .
CROSSTRACK DEVIATION DISPLAY

TOP OF DESCENT DISPLAY·
Numerals ... L or R (white)
- Displays crosstrack deviat ion in TID 0 (blue)
nm left or right of desired track . - Displays point at which the
aircraft starts the FMS descent.
1.17.01
FLiGHTINAVIGATION INSTRUMENTS
VERSION 01
NAVIGATION DISPLAY (MAP MODE; FORWARD VIEW AND CSTR SELECTED)

LOCATION : CAPTAIN'S AND FIRST OFFICER'S
DESTINATION AIRPORT/RUNWAY
VERTICAL DEVIATION FLAG *

VDEV (amber; initially flashing)
- Vertical deviation information not
available.
NOTE: Vertical deviation dis play is
removed.
VERTICAL DEVIATION DISPLAY *
Pointer (green)
Displays the deviation from the
FMS calculated path at deviation
scale.
Hall pointer (green)
- Vertical deviation exceeds 450 It.
GS 230 NOTEI : The scaling is 200 It 01
TAS 212
deviation per dot.
NOTE 2: When vertical deviation
exceeds 450 ft a numerical
display of vertical distance
from path is displayed at
the center 01 the scale.
The numerical dis play will
show *** (green) when
vertical deviation is more
than 2025 It.
2 35/ 42
+O.SL CONSTRAINT DISPLAY
Constraint (magenta)
- Displays way point constraints that
exist in the flight plan.
Constraints can be:
- Altitude or flight level.
- Speed.
- Time.

1.17.01
VERSION 01
NAVIGATION DISPLAY (MAP MODE; FORWARD VIEW AND WPT SELECTED)

FLIGHT PLAN
GS 230 - - - - (blue)
lAS 212 34 35 - Indicates secondary flight plan.
- - - - (yellow)
Indicates:
- Alternate flight plan.
- Soft DIRect TO function between
aircraft present position and
selected fixed waypoint *.
10
/'
235/42 O.SL WAYPOINT DISPLAY
+ + letters (magenta)
identification of a stored non-
flight-plan way pOint.

1.17.01
FLIGHTINAVIGATION INSTRUMENTS
VERSION 01
NAVIGATION DISPLAY (MAP MODE; FORWARD VIEW AND VOR D OR STA • SELECTED)
TURN DIRECTION DISPLAY
Arrow (white)
- Display right or left turn direction.
NOTE: Displayed only when turn is
90 deg or more.
NAVAID DISPLAY
-<r + letters (magenta)

Displays position and
identification of a stored, not
tuned VOR/DME station.
+ + letters (magenta)
tuned VOR station.
-_"'-__-+*____---1 0 + letters (magenta)
tuned DME station.
HOLDING PATIERN DISPLAY
Pattern (white)
- Displays holding as entered in the
flight plan.
NOTE: Fixed size symbol for
waypoint in the flight plan.
Appropriate size for next
waypoint in the flight plan for
relation actual speed.
PROCEDURE TURN DISPLAY
Turn (white)
- Displays procedure turn as
entered in the flight plan.
NOTE: Fixed size symbol for
waypoint in the flight plan.
Appropriate size for next
waypoint in the flight plan for
relation actual speed.

1.17.01
VERSION 01
NAVIGATION DISPLAY (MAP MODE; FORWARD VIEW AND NOB OR STA* SELECTED)
LOCATION: CAPTAIN·S AND FIRST OFFICER·S
NAVAID DISPLAY
6. + leiters (magenta)
_ Displays position and
identification of a stored NOB
station.
GS 230
TAS 212
OFFSET PATH DISPLAY

20 ___ (white)
- Indicates active flight plan.
- - - - (white)
/"
2351<2
+
0.5L OFST 5R
- Indicates original flight plan.
OFST + numerals + R or L (blue)

- Displays offset path distance in
nm right or left from original flight
plan.

1.17.01
VERSION 01
NAVIGATION DISPLAY (MAP MODE; FORWARD VIEW AND ARPT SELECTED)

AIRPORT/RUNWAY DISPLAY
C3- + letters + numerals (white)

- Displays position, identification,
and runway 01 an origin or
destination airport in the active
flight plan.
NOTE: Displayed only when 120 or
240 nm range is selected at
GS 230 EFIS control panel.

TAS 2 12 34 35 + leners + numerals (white)
- Displays positions, identification,
a od runway of an origin or
flight plan.
NOTE: Displayed only when 15, 30,
or 60 om range Is selected at
EFIS control panel.
* + leners (white)
/
235/42
+ O.5L
identification of an origin or
flight plan.
*
-
+ leners (magenta)
identification of a stored non -
origin or non-destination airport.
:::::::::::- .. + letters + numerals (white)

- Displays position, identification,
and runway Of an origin or
destination airport In the active
flight plan.
- - - - (wh~e)
- Indicates a 14.2 nm extended
runway centerl ine ending at the
threshold.
- Appears in case of flight plan
discontinuity.
NOTE: Displayed only when 15, 30,
or 60 nm range is selec1ed at
EFIS control panel.

1.17.01
VERSION 01
NAVIGATION DISPLAY (MAP MODE; BACK VIEW)

MAP FLAG
MAP NOT AVAILABLE (amber)

- FMS map information not
available.
NOTE: All map information is
removed .
as 230
TAS 212
/"
235/42
RANGE FLAG
FMS RANGE DISAGREE (amber)

- FMS map range disagrees w ith
range selected at EFIS control
panel.

1.17.01
VERSION 01
NAVIGATION DISPLAY (PLAN MODE)

AIRCRAFT SYMBOL
Symbol (yellow)
- Indicates aircraft present position.
- Rotates to indicate aC1ual aircraft
heading along the track.
NOTE: Symbol is removed when
latllong and/or headiri~
information are not available.
RANGE RINGS
REFERENCE WAYPOINT DISPLAY
{-- + letters (white)

- Displays the first lat/long waypoint
at the FMS CDU flight· plan page.
-{- + letters (green)
- Displays active waypoint, if the
flight-plan is not displayed.
1ACTIVE FLIGHT PLAN
1SECONDARY FLIGHT PLAN
RANGE DISPLAY
7.5115/30/601120 (blue)
- Displays half of total range in nm
as selected at EFIS control panel.

1.17.01
VERSION 01


I----------------~
EFIS CONTROL 1 L-II ,--- ~

I
I~/ UR EFIS
CTL PNL
II
A PANEL FAILURE
L...-_ _ _ _...L.......J I_ _ _ ' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
I----------------~
B
HEADING 1 __
~
I I~/I ~
COMPARE
HEADING
II
DISAGREEMENT I
:_ _ _
' ____________ ~_J
I
PITCH AND I OR ROLL COMPARE

C DISAGREEMENT ATTITUDE
AIRSPEED COMPARE
D DISAGREEMENT. SPEED
~ ALERT INHIBITION
z z
0 0
~ '"~ ...
u.
~'"
l) ~
...
~ ~ ...
0 '"
0 Ii:
::;
0
~
'"
ENG
CRZ
OUT
II~_+_-__l-
:~_+_-__lmm~~--hmm~--~-4_---_+_-__l---
II Alert Inhibited during LAND 2 or LAND 3 •

1.17.01
VERSION 01

INSTRUMENT
COMPARE
A LANDING SYSTEM
ILS
DISAGREEMENT·
I----------------~
RADIO ALTITUDE 1 L----II~/

I COMPARE
II
B DISAGREEMENT. r-- ~ I RADIO ALT
I
I_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
PRIMARY FLIGHT
C DISPLAY FAILURE
ATTITUDE I HEADING
D SYSTEM 1 OR 2
FAILURE
I¥fiXWI ALERT INHIBITION
z z ~
0 0 Z
~
0 ffi
.
t-
0:
'"~ O
'"~ :5
~
~
t;; ....
0:
~ ...
'"
~
~
0
IL
:::
0
:::
0
:::
0
:;:
.
0
c
:J:
u
::>
...
'" ... Z
~
~
0: 0 0
0
~ ~
0 0 0
w ii: 00 ::; ~ ~ 00
/I Alert inhibited during LAND 2 or LAND 3·

PAGE 36
VERSION 01

ADC AIRSPEED OR
ADC VERT SPEED OR
A ADC BARO ALTITUDE
FAILURE
B ILS FAILURE
RADIO ALTIMETER
C SYSTEM FAILURE
D FLIGHT DIRECTOR
FAULT
~ ALERT INHIBITION
z z ...
0 0 z 0 ...'"
'"f "~ ... ~0 S
... t t ... "...z
...'"
~ 0 t t X
u ... Z
U
~
...
!;;
'"
ii: ...
0 '"
0
GO
to:
:::;
0
~
0
0
~
0
0
~ .
0
0
~
...
0 '"
0
GO ~
~
ENG
TAXI CRZ
OUT

1.17.02
VERSION 01
SECONDARY INSTRUMENTS ISSUE 001
RADIO MAGNETIC INDICATOR CLOCK

Two Radio Magnetic Indicators (RMI) are Two electronic clocks are installed, one
installed, one at the captain's and one at at the captain's and one at the first of-
the first officer's main instrument panel. ficer's main instrument panel. There are
Each RMI shows the aircraft's magnetic two displays with separate controls at
heading, relative bearing to VOR se- each clock. Greenwich Mean Time
lected ground station, and DME distance. (GMT) or date are set at the upper dis-
Magnetic heading is normally supplied play. The lower display is either for
by the onside attitude and heading sys- Elapsed Time (ET) or for the chro-
tem and is indicated by the lubber line nometer (CHR). Additionally, a chro-
against the rotating compass rose. A nometer button is provided at each con-
heading system failure is indicated by a trol wheel. The clock installed at the cap-
heading flag. Bearing is indicated at the tain's side provides a GMT output to the
azimuth card by two pointers, a single flight data recording and FMS.
pointer and a double pointer. The single
pointer is connected to VOR 1. The METRIC ALTIMETER ..
double pointer is connected to VOR 2.
A metric altimeter is installed at the first
officer's main instrument panel. The al-
timeter shows altitude in meters. Altitude
information is derived from the pitot-
static system.

SECONDARY INSTRUMENTS VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.17.02
VERSION 01
RADIO MAGNETIC INDICATOR

DME·l DISPLAY HEADING FLAG
Numeral. (white) Flag (amber)

- Distance In NM to VOIVDME 1 - Heading system lallure.
tuned .tatlon. - Power failure.
Dashes (white) - Indicator failure.
- Distance Information not available. NOTE: Pointer flags are presented
Blank simultaneously.
- DME 1 lallure.
- Power taUure.
- Indicator lallure.
LUBBER LINE
Indicates aircraft heading.
SINGLE POINTER
Indicates VOR 1 bearing.

NOTE: In case of an Input or
Indicator failure, the pointer
remains In the I.st valid
posnlon.
DOUBLE POINTER FLAG
Flag (amber)
- VOR 2 failure.
- Power failure.
- Indicator failure.
DOUBLE POINTER
SINGLE POINTER FLAG
Indicates VOR 2 bearing.
Flag (amber) NOTE: In case of an Input or
- VOR 1 failure. Indicator failure, the pointer
- Power failure. remains In the IaSl valid
- Indicator failure. position.
JFIS·OOI

PAGE 4
VERSION 01
CLOCK (TYPE 1)
GMT/DATE DISPLAY
Display time In:

- Hours (max 23 hours).
- Minutes (max 59 minutes).
When the date button Is depressed
momentanly:
- Day/month and year alternately
display at 1 second Intervals.
CHRONOMETER BUTTON
Depress momentarily to start, stop, DATE BUTTON

and reset the chronometer.
Depress momentarily to exchange
NOTE: 1. When reset the elapsed the GMT at the GMT/date display for
time Is shown. the date and vice versa.
2. Chronometer buttons are
also available at each
SECOND HAND
Indicates chronometer seconds.
ET/CHR DISPLAY
Displays chronometer time In:

Displays elapsed time In:
GMT SELECTOR
RUN
- Normal operating position.
- GMT Is shown.
HLDY
- No counting of time.
SSM
- Set time slowly (1 min/sec).
FSD
ETSELECTOR - Set time rapidly (1 hr/sec).
When the date button Is depressed
RESET (springloaded to HLD momentarily, the function of GMT
position). selector changes:
- ET/CHR display blank and remains RUN
blank In HLD. - Date Is shown.
RUN HLDY
- Elapsed time Is reset to zero and - Set years (1 yesr/sec).
starts. SSM
HLD (from RUN) - Set month (1 month/sec).
- Elapsed time stops. FSD
NOTE: ET counting continues, even - Set days (1 day/sec).
when CHR function Is active.
JFIS·OO2lA
1.17.02
SYSTEM DESCRIPTIONS
PAGE 5
VERSION 01
CLOCK (TYPE 2)
GMTIDATE DISPLAY
Display GMT In:

- Minutes (ms)( 59 minutes).
When the DATE bunon Is depressed
momentarily:
- Month and day are shown.
DATE BUTTON
CHRONOMETER BUTTON
Depress momentarily to exchange
Depress momentarily to start, stop,
the GMT at the GMT/date display tor
and reset the chronometer.
the date and vice versa .
NOTE: 1. When reset the elapsed
time is shown.
2. Chronometer buttons are SECOND HAND
also available at each
control wheel. Indicates chronometer seconds.
Displays elapsed time in:

Displays chronometer time in:
- Seconds (max 59 seconds).
GMT SelECTOR
TEST
- GMT/DATE and ET/CHR displays
show 88.88.
RUN
- Normal operating position.
- GMT is shown.
HLD
- No counting 01 time.
SS
- Set time slowly (1 mirVsee).
FS
- Set time rapidly (1 hr/see).
ET SELECTOR
When the DATE bunon is depressed
momentarily function of GMT
RESET (sprlngloaded to HLD
selector changes:
position).
RUN
- ET/ CHR display blank and remains
- Date Is shown.
blank in HLD.
HLD
RUN
- Date is held.
- Elapsed time is reset to zero and
SS
starts.
- Set days (1 day/sec) .
HLD (tram RUN)
FS
- Elapsed time stops.
- Set months (t month/sec).
NOTE: ET counting continues, even
when CHR function is active.
JFIS-010

1.17.02
VERSION 01
METRIC ALTIMETER *
LOCATION: FIRST OFFICER' S MAIN
INSTRUMENT PANEL
ALTITUDE POINTER ALTITUD E DISPLAY
Pointer (while) Displays altttude in increments of one

- Makes one revolution each one thousand meters.
thousand meters.
BAROMETRIC REFERENCE
PRESSURE SELECTOR PRESSURE DISPLAY
JFIS-003
- - - - - - - AOM FOKKER 70 / AOM FOKKER 100 - -- ----

1.17.03
SYSTEM DESCRIPTIONS
PAGE 1
VERSION 01
STANDBY INSTRUMENTS ISSUE 002
STANDBY AIRSPEED INDICATOR STANDBY HORIZON

A standby airspeed indicator is installed A standby horizon is installed at the cap-
at the captain's main instrument panel. tain's main instrument panel. The horizon
The indicator shows Indicated airspeed provides an indication of aircraft attitude
(lAS) in knots. Airspeed information is that is independent of attitude and head-
derived from the pitot'static system. ing system. The horizon is powered as
long as the BATTERIES switch at the
STANDBY ALTIMETER ELECTRIC panel is ON or when either
FUEL lever is opened. The gyro reaches
A standby altimeter is installed at the operational speed approximately three
captain'S main instrument panel. The al- minutes after power has been applied.
timeter shows altitude in feel Altitude in-
formation is derived from the pitot-static STANDBY COMPASS
system. The altimeter contains a vibrator
to optimize accuracy of the indication. A magnetic standby compass is installed
at the lower end of the overhead panel.
COMBINED STANDBY The compass provides aircraft magnetic
ALTIMETER I AIRSPEED INDICATOR * heading at all times. Deviation correction
cards are fitted at the ceiling just above
A combined standby altimeter I airspeed the sliding windows. A compass light
indicator is installed at the captain'S switch is provided for integral lighting of
main instrument panel. The indicator the standby compass.
shows altitude in feet and Indicated air-
speed (lAS) in knots. Altitude and air-
speed information are derived from the
pitot-static system.

STANDBY INSTRUMENTS VERSION 01
ISSUE 002
INTENTIONALLY
LEFT
BLANK

1.17.03
SYSTEM DESCRIPTIONS
PAGE 3
VERSION 01
I STANDBY AIRSPEED INDICATOR (TYPE 1)

LOCATION: CAPTAIN 'S MAIN INSTRUMENT PANEL
AIRSPEED POINTER
POinter (white )
- Indicates airspeed in knots.
AIRSPEED BUG
Rotate to set airspeed bug. BUG (white)

- Indicates target airspeed 8S set
with the airspeed bug selector.
JFIS'004IA

1.17.03
VERSION 01
I STANDBY AIRSPEED INDICATOR (TYPE 2)

LOCATION: CAPTAIN'S MAIN INSTRUMENT PANEL
AIRSPEED MARKER AiRSPEED POiNTER
Mar1<er (white) POinter (whrte)

- Positioned manually to the - Indicated airspeed in knots.
desired airspeed reference by
sliding.
JFIS·005/A

1.17.03
SYSTEM DESCRIPTIONS
PAGE 5
VERSION 01
I STANDBY ALTIMETER (TYPE 1)

LOCATION: CAPTAIN' S MAIN INSTRUMENT PANEL
VIBRATOR FLAG
Flag (red)
- Power or vibrator failure.
ALTITUDE DISPLAY
Displays altitude In Increments of one

hundred feet.
Flag Indication:
Flag (black/white)
- 0·9999 H.
Flag (blue/white)
- Below sea level.
le;!3gl :gooIl
M.a
ALTITUDE POINTER
Pointer (white)
- Makes one revolution each one
thousand feet.
PRESSURE DISPLAY
PRESSURE SELECTOR
JFIS-006/A

1.17.03
SYSTEM DESCRIPTIONS
PAGE 6
VERSION 01
I STANDBY ALTIMETER (TYPE 2)

ALTITUDE DISPLAY
Displays altitude in increments of one

hundred feet.
Flag indication:
Flag (black/white)
- 0·9999 ft.
Flag (orangetwhtte) 11i@l91 ~

- Below sea level. ~
VIBRATOR FLAG
Flag (yellow)
- Power or vibrator failure.
ALTITUDE POINTER
POinter (white)
- Make. one revolution each one
thousand feet.
PRESSURE DISPLAY
PRESSURE SELECTOR
JFIS-007/A

1.17.03
VERSION 01
COMBINED STANDBY ALTIMETER I AIRSPEED INDICATOR'

ALTITUDE DISPLAY
Displays attttude in increments of one

thousand feet.
Flag indication:
Flag (blacklwh~e)
- 0 . 9999 ft.
Flag (orange)
- Below sea level.
!II!Il!J . .
000 I
ALTITUDE POINTER
POinter (wMe)
- Makes one revolution each one
thousand feet.
PRESSURE DISPLAY
AIRSPEED SCALE
010250
- G radualed every 10 kt, with
nUmerical values every 30 kt.
25010450
- Graduated every 10 kt, w~h
numerical values every 50 kt.
Marl< (orange/wh~e) 450Sl

- Indicates end Of scale. I I~
AIRSPEED POINTER
Pointer (yellow)
- Indicates airspeed in knots.
BAROMETERIC REFERENCE
PRESSURE SELECTOR
JFIS-008

1.17.03
VERSION 01
STANDBY COMPASS
LOCATION: LOWER END OF THE OVERHEAD PANEL
COMPASS
LIGHT
ON
® OFF
STANDBY HORIZON (TYPE 1)

-.J-!:f'::::;~...--~t-------I-
).
Power lallure.
- Indicator lallure.
~----------------~
----------
r------__J - Pull
Faat erection (caging) of the gyro
and leveling 01 horizon line with
aircraft symbol.
JFlS·009/A

1.17.03
VERSION 01
STANDBY HORIZON (TYPE 2)

Flag (red)
- Power failure.
- Indicator failure.
- Gyro caged and locked.
GYRO
Pull
- Fast erection (caging) of the gyro
and leveling of horizon line with
aircraft symbol.
Pull and rotate CW
AIRCRAFT SYMBOL - Gyro caged and locked.
JFIS-Oll

1.17.03
SYSTEM DESCRIPTIONS
PAGE 10
VERSION 01
INTENTIONALLY
LEFT
BLANK

GROUND PROXIMITY WARNING SYSTEM VERSION 02
ISSUE 001
GENERAL - Mode 6: “MINIMUMS”, “FIVE HUN-

A Ground Proximity Warning System DRED”, “ONE HUNDRED”,
(GPWS) is installed. The system provides “FIFTY”, “FORTY”, “THIRTY”,
basic GPWS functions and Terrain Aware- “TWENTY”, “TEN”
ness and Warning System (TAWS) functions.
The GPWS operates independent of the NOTE: The “FIVE HUNDRED” aural
flight warning system. Based on data from advisory will only be generated
ADC 1 and 2, radio altimeter 1 and 2, attitude during non-precision approaches
and heading system 1 and 2, FMS 1 and 2, and during precision approaches
ILS 1 and 2, EFIS 1 and 2, and GPS and ter- with more than 2 dots deviation.
rain/airport/obstacle database information Additionally, when an excessive bank angle-
from the GPWS/TAWS, the system continu- occurs, the warning “BANK ANGLE - BANK
ously monitors the aircraft flight path with ANGLE” is produced. The warning is given
regard to terrain. If the projected flight path when the bank angle increases to more than
should result in inadvertent ground contact, 10 degrees at 30 ft above AGL. When flying
the system produces visual and aural warn- above 30 ft AGL, the bank angle at which the
ings to the pilot. Warnings persists for as warning is given varies linearly to 40 degrees
long as the aircraft has a dangerous proxim- at 150 ft AGL and above.
ity or closure rate to terrain. When a performance decreasing wind shear
is detected * (See AFCAS), three times the
BASIC GPWS words “WINDSHEAR” is produced. This alert
has priority over other ground proximity
The basic GPWS is effective between 30 ft
warnings. The aural warnings are presented
and 2450 ft radio altitude and comprises six
via a special loudspeaker in the flight deck
warning modes:
ceiling and via the audio system.
- Mode 1: Excessive sink rate Inhibit modes
- Mode 2: Excessive terrain closure rate
- Mode 3: Descent after take-off All aural ground proximity warnings are inhib-
- Mode 4: Inadvertent proximity to terrain ited when the pre-stall warning is active. See
section FLIGHT CONTROLS.
- Mode 5: Descent below ILS glide slope
A guarded FLAP OVERRIDE switch at the
- Mode 6: Descent below decision height, AVIONICS panel is provided to inhibit warn-
bank angle and RA callouts ings in mode 4 caused by flap position; for
before touchdown. example when a landing has to be made with
Annunciation less than landing flaps.
The glide slope warning can be inhibited
For warning modes 1, 2, 3, and 4, the visual when the aircraft is deliberately flown below
warnings are two red Ground Proximity the glide slope during the final approach
Warning System (GPWS) lights. Warning below 1000 ft RA.
mode 5 is annunciated by two amber Glide The mode automatically rearms when 1000 ft
Slope (GS) lights. The lights are part of the RA is passed in climb or 30 ft RA in descent,
GPWS/TAWS controls at each pilot’s instru- or when another ILS frequency is selected.
ment panel. For warning mode 6, no visual The GLIDE SLOPE WARNING INHIBIT but-
warnings are provided. The synthesized ton and lights are located respectively at the
voice warnings are dedicated to the relevant AVIONICS panel, captain’s and first officer’s
warning modes: main instrument panel.
In aircraft with ILS back course approach
- Mode 1: “SINKRATE - SINKRATE”, capability *, the glide slope warning is auto-
“PULL UP” matically inhibited when the back course
- Mode 2: “TERRAIN - TERRAIN”, “PULL approach mode is active.
UP”
System Failure
- Mode 3: “DON'T SINK - DON’T SINK”
- Mode 4: “TOO LOW TERRAIN”, or Failure of the basic GPWS is detected by the
“TOO LOW GEAR”, or flight warning system and the relevant alerts
“TOO LOW FLAPS” will be presented.
- Mode 5: “GLIDE SLOPE - GLIDE
SLOPE”

GROUND PROXIMITY WARNING SYSTEM VERSION 02
ISSUE 001
TERRAIN AWARENESS AND WARNING Runway Field Clearance Floor

SYSTEM The Runway Field Clearance Floor (RFCF) is
The TAWS adds to the basic GPWS the abil- simular to the TCF except that RFCF is
ity to compare the aircrafts position to an based on the current aircraft position and
internal database and provide additional height above the destination runway based
alerting and display capabilities, such as Ter- on geometric altitude. The RFCF is active
rain Ahead Alerting, Terrain Clearance Floor, within 5 nm of the runway and provides
Runway Clearance Floor, and Terrain Aware- improved protection at locations where the
ness Display. destination runway is significantly higher
than the surrounding terrain. When the alert
Terrain Ahead Alerting envelope is penetrated an aural message
The system looks ahead of the aircraft and “TOO LOW TERRAIN” is issued together
generates, based on the predicted flight path with illumination of the GPWS lights.
of the aircraft toward terrain listed in the inter- Terrain Awareness Display
nal database, an alert envelope as far as one
minute ahead of the aircraft. The alert enve- The Terrain Awareness Display (TAD) offers
lope consists of a caution and a warning a graphic display of the surrounding terrain
envelope. on the EFIS navigation displays.
The GPWS compares the terrain topography
High terrain penetrating the caution envelope from the internal database with the aircraft’s
will cause an aural caution “CAUTION TER- position, direction, speed and true altitude.
RAIN, CAUTION TERRAIN” and, if no flight Terrain above the current aircraft true altitude
path correction follows, the aural warning is displayed in medium density red and/or
“TERRAIN, TERRAIN, PULL-UP” including yellow and terrain at and below the current
illumination of the GPWS lights. The aural aircraft true altitude in light density yellow
message “PULL UP” is repeated as long as and light and medium density green.
the aircraft is within the warning envelope. Terrain penetrating the caution envelope is
Obstacles that penetrate the caution enve- displayed in high density yellow and terrain
lope will cause an aural caution “CAUTION penetrating the warning envelope in high
OBSTACLE”, CAUTION OBSTACLE” and, if density red.
no flight path correction follows, the aural High, medium and light density green are
warning “OBSTACLE, OBSTACLE, PULL used to display terrain features when flying at
UP” including illumination of the GPWS high altitude above terrain to improve situa-
lights. The aural message “PULL UP” is tional awareness.
repeated as long as the aircraft is within the Besides terrain the display presents terrain/
warning envelope. obstacle elevation and range indication.
Cautions are given 40-60 seconds ahead of NOTE: True altitude is aircraft height refer-
the terrain/obstacle conflict and warnings enced to mean sea level.
approximately 30 seconds prior to the ter- The DISPLAY TERRAIN p/b at the GPWS/
rain/obstacle conflict. TAWS controls enables display of terrain
Terrain Clearance Floor awareness information at the onside ND, pro-
vided ARC or MAP mode is selected and the
The Terrain Clearance Floor (TCF) protects WX control knob at the respective EFIS con-
against possible premature descent during trol panel is out of the OFF position.
non-precision approaches regardless of air- In case of a terrain awareness caution or
craft configuration and is based on the cur- warning the terrain awareness display will
rent aircraft position, radio altitude and automatically pop-up, provided ARC or MAP
distance to the center point of the nearest mode is selected and the WX control knob at
runway in the database. the respective EFIS control panel is out of
The TCF is active during takeoff, cruise and the OFF position.
final approach. The TCF alerts for situations
where Mode 4 gives limited or no protection.
TCF creates an alert envelope around a
runway that is directly related to the distance
from that runway. Penetrating the alert enve-
lope causes an aural message "TOO LOW-
TERAIN" including illumination of the GPWS
lights.

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AVIONICS PANEL
FLAP OVERRIDE SWITCH (guarded) GLIDE SLOPE WARNING INHIBIT

BUTTON
Normal
- Normal operation position. Depress to cancel or inhibit warning
ON mode 5.
- Inhibits warning mode 4.
GROUND PROXIMITY WARNING

SYSTEM P/B (guarded/sealed)
Normal (blank)
- GPWS armed to operate.
FAULT (amber)
- GPWS failure.
OFF (white)
- GPWS (basic and TAWS) aural
cautions and warnings manually
switched off.
JGPW-005
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TEST PANEL
GPWS TEST BUTTON
Depress to test the ground proximity

warning system.
JGPW-006
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GPWS/TAWS CONTROLS
TERRAIN AWARENESS WARNING

SYSTEM INHIBIT P/B
Normal (blank)
- TAWS operating normally.
TAWS (amber)
- TAWS failure.
- GPWS manually selected off.
INHIB (white)
- TAWS manually inhibited.
NOTE: Basic GPWS modes remain
available.
GROUND PROXIMITY WARNING

SYSTEM/GLIDE SLOPE LIGHT
GPWS (red)
- Warning modes 1, 2, 3 and 4.
GS (amber)
- Warning mode 5.
DISPLAY TERRAIN P/B
Normal (blank)
- Terrain awarness manually
selected off.
TERR (blue)
- Terrain awareness manually
selected for display at the
onside ND.
- Terrain awareness automatically
selected for display at LH and RH
ND in the event of a terrain
awareness alert.
NOTE 1:To allow for terrain awareness
display, at least one of the
WX control knobs at the EFIS
control panel must be out of
the OFF position and ARC or
MAP mode must be selected.
NOTE 2:The terrain awareness
display replaces the weather
radar display on the ND(s).
GLIDE SLOPE WARNING INHIBIT

LIGHT
GS/WARN INHIB (white)

- Warning mode 5 manually
cancelled or inhibited at the
AVIONICS panel.
JGPW-012
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NAVIGATION DISPLAY (ARC MODE)

TERRAIN DISPLAY (aircraft height < 250 feet (with gear down) / 500 feet (with gear up) above highest terrain/obstacle elevation)
LOCATION: CAPTAIN’S AND FIRST OFFICER’S MAIN INSTRUMENT PANEL
TERRAIN DISPLAY
Medium density red

– Terrain/obstacle that is more than
2000 feet above aircraft true altitude.
Medium density yellow

– Terrain/obstacle that is 1000 feet
above to 2000 feet above aircraft true
+ 2000 ft altitude. GS 215 AAA
TAS 212 327
PEAKS ELEVATION DISPLAY
Light density yellow 273 NM
+ 1000 ft – Terrain/obstacle that is 500 feet (250
feet with gear down) below to 1000 Displays the elevation of the highest
and the lowest terrain/obstacle as
feet above aircraft true altitude. shown on the terrain awareness
display.
- 250/-500 ft Medium density green NOTE 1: The color of the elevation
– Terrain/obstacle that is 500 feet (250 numeral is the same as the
feet with gear down) below to 1000 color of the terrain display
containing that elevation.
feet below aircraft true altitude. NOTE 2: Maximum elevation is
- 1000 ft
displayed over minimum
Light density green elevation.
– Terrain/obstacle that is 1000 feet
---/---
- 2000 ft below to 2000 feet below aircraft true
altitude.
High density red

– Terrain/obstacle that is within the
warning envelope.
High density yellow

– Terrain/obstacle that is within the
caution envelelope.
Black
– No significant terrain/obstacle
elevation.
Light density cyan (not shown)

- Water at sea level elevation.
Magenta (not shown)

– Unknown terrain.
JGPW-009/A
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NAVIGATION DISPLAY (cont)

TERRAIN DISPLAY (aircraft height > 250 feet (with gear down) / 500 feet with gear up) above highest terrain/obstacle elevation)
250/500 ft
TERRAIN DISPLAY
High density green
GS 215 AAA – Highest terrain/obstacle.
TAS 212 327 NOTE: Aircraft 500 feet (250 feet with
273 NM gears down) above highest
terrain/obstacle elevation.
Medium density green

– Intermediate terrain/obstacle
elevation.
Light density green

– Lowest terrain/obstacle elevation.
Black
– No significant terrain/obstacle
elevation.
---/---
Light density cyan
– Water at sea level elevation.
Magenta (not shown)

– Unknown terrain.
JGPW-010
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NAVIGATION DISPLAY (cont)

TEST PATTERN
GS 215 AAA
TAS 212 327
273 NM
---/---
JGPW-011
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GPWS FAILURE
1 GPWS
ALERT INHIBITION
ENG INIT ENG

OUT TO OUT
JGPW-003
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1.17.05
VERSION 01
AVIONICS COOLING SYSTEM ISSUE 001
GENERAL If the used air is above a predetermined

temperature while on the ground with no
Avionics compartment, main instrument engine operating. cooling air is dumped
panel. glareshield, and pedestal are overboard via the aVIOniCS cooling valve.
cooled by the avionics cooling system. The emergency cooling fan will automati-
The system consists of three blower cally provide cooling air for EFIS 1 in the
fans, three suction fans and an emer- event the avionics cooling system is in-
gency cooling fan, Cabin air is ducted to operative.
the system by the blower fans. The used Failures will be detected and the relevant
air is drawn from the system by the suc- alerts presented.
tion fans and is dumped in the area aft of
the forward cargo compartment.
- - - - - - - - A O M FOKKER 70 I AOM FOKKER 100 - - - - - - -

AVIONICS COOLING SYSTEM VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

PAGE 3
VERSION 01
AVIONICS PANEL
EFIS EMER COOL FAN (white)

- Emergency cooling Ian lor EFIS 1
18 operating .
JACS -001

1.17.05
VERSION 01


r-----------------~
AVIONICS COOLING
1 ~II
I~/
J AVNCS COOL
I
I
A AIR FLOW REDUCED REDUCED
I
~ _ _' _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
r-----------------~
B
AVIONICS COOLING
1 ....
I~/
11J AVNCS COOL
I
I
FAILURE INOP
I ' I
~----------- ______ I
r-----------------~
AVIONICS COOLING
C VALVE NOT CLOSED 1 .'--.11
I~/
J AVNCS COOL
II
~ VALVE
AFTER ENGINE START
I~ '
_________________ J I
~ ALERT INHIBITION
z ...
z
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~
ENG
OUT
JACS·OO2lA

1.18.00
VERSION 03
CONTENTS ISSUE 001
1.18.01 General
- Introduction
- LNAV Only Configuration
- VNAV + LNAV Configuration
1.18.02 Components
- Introduction
- Flight Management Computer
- Control Display Unit
- Control Display Unit
1.18.03 Functions
• Navigation
• Performance Management
- Guidance
- Typical Flight Management System Flight Profile
1.18.04 Preflight and Flight Planning Pages

- Introduction
• Aircraft Status Page
• Initialization Pages
- Route Selection Pages
- Flight Plan Pages
1.18.05 Performance Mode Pages

- General
- Strategic Mode Page
• Tactical Mode Page
1.18.06 Flight Plan Modification Pages

- General
- Lateral Revision Pages
- Direct To Page
- Vertical Revision Pages
- Engine Out Pages
1.18.07 Flight Reference Information Pages

- General
- Progress Page
- Take,off Page
• Approach Page
- Go-Around Page
- Reference Pages

1.18.00
VERSION 03
CONTENTS ISSUE 001
1.18.08 Secondary Flight Plan Pages

- General
- Secondary Index Page
- Secondary Flight Plan Page
- Secondary Fuel Prediction Page
- Secondary Mode Page
- Secondary Descent Forecast Page
1.18.09 DUNK
- General
- Downlinked Data
- Uplinked Data
- DLiNK Page
- Take-off Page
1.18.10 Introduction System Operation

- CDU Operation
- Example
1.18.11 Preflight
- Aircraft Status
- Route Definition
- IRS Alignment
- Weight and Fuel Definition
- Flight Plan Review
- SID Selection I Entry
- Take-off Data Entry
- Flight Performance Mode Entry
- Departure Runway Change
- GW. FOB and CG Update
- Position Check I Update
1.18.12 Take-off and Climb

- Take-off
Climb
Engine Out Condition
Climb Performance Change
Entry of Climb Constraints
Direct-To Function
Course-To-Fix Function
1.18.13 Cruise
General
Step Climb or Descent
Fuel and Time Predictions
Lateral Offset Entry
Airway Entry
Bearing I Distance To
Navaid Monitoring I Tuning I Deselection
Descent Forecast Entry
STAR Selection I Entry
Deceleration
Secondary Flight Plan Activation

1.18.00
VERSION 03
CONTENTS ISSUE 001
1.18.14 Descent
- General
- Holding
- Procedure Turn
- Alternate Diversion
1.18.15 Approach and Go-Around
- Approach
- Go-Around
1.18.16 Done
- Transition to Done
- Secondary Flight Plan
- IRS Monitoring
1.18.17 Additional Information

- CDU Messages
- Navaid / Waypoint Format

FLIGHT MANAGEMENT SYSTEM PAGE 4
CONTENTS VERSION 03
ISSUE 001
INTENTIONALLY
LEFT
BLANK

PAGE 1
VERSION 03
GENERAL ISSUE 002
INTRODUCTION The text indicates which feature configu-

ration is applicable to which airline op-
The Flight Management System (FMS) tion.
with other interfacing equipment forms an
integrated control and information sys· An optional function of the FMS is the
tem. FMS can perform many routine windshear detection function. The wind-
tasks and computations concerning shear detection function detects poten-
(amongst others) flight planning and navi· tially dangerous windshear conditions
gation, thus reducing the pilot's workload and provides corresponding signals to
in those areas. other systems.
The configuration of the installed Flight VNAV + LNAV CONFIGURATION
Management System is either:
- LNAV only configuration *, or In the VNAV + LNAV configuration the
• VNAV + LNAV configuration *. FMS can be used for flight planning, na-
vigation, performance management,
LNAV ONLY CONFIGURATION monitoring of flight progress and lateral
and vertical guidance of the aircraft.
In the LNAV only configuration the FMS
can be used for lateral flight planning, The following are major features of the
navigation, monitoring of flight progress VNAV + LNAV FMS:
and lateral guidance of the aircraft. - FMS allows pilot-entry of a flight plan
and generates a mathematical defini-
The following are major features of the tion of the flight path from origin to des-
LNAV only FMS: tination accordingly. The FMS can
- FMS allows pilot-entry of a flight plan guide the aircraft along this flight path.
and generates a mathematical defini- FMS automatically tunes navigation
tion of the flight path from origin to des- radios and sets courses which are not
tination accordingly. The FMS can necessarily constrained to follow VOR
guide the aircraft along this flight path.
I - FMS automatically tunes navigation
radios and sets courses which are not
radials.
FMS provides automated en route and
terminal guidance along defined
necessarily constrained to follow VOR procedures, including SID's, STAR's,
radials. holding patterns and procedure turns.
- FMS provides automated en route and If required, the system guides the air-
terminal guidance along defined craft directly to a defined waypoint or
procedures, including SIOs, STARs, along a path with a specified lateral
holding patterns and procedure turns. offset to the defined path.
If required, the system guides the air- The performance management func-
craft directly to a defined waypoint or tion provides guidance along a vertical
along a path with a specified lateral path complying with (pilot-)defined alti-
offset to the defined path. tude, speed and time constraints. This
- FMS provides steering commands to function also enables FMS to compute
AFCAS. These steering commands speed and thrust settings for a pilot-
can be displayed by the FO. When the chosen flight mode and to compute
autopilot is engaged, AFCAS controls predicted arrival times and fuel con-
the flight controls according to the sumption along the flight plan and for
FMS commands. AFCAS ensures that the destination.
operational limitations are not ex- FMS provides steering commands and
ceeded. thrust setting commands to AFCAS.
- FMS provides EFIS with flight plan, The steering commands can be dis-
map and position data for NO display played by the FO. When the autopilot
of the flight plan and the aircraft posi- and the autothrottle system are en-
tion relative to the flight plan. gaged, AFCAS controls the flight con-
Several features of the FMS can be controls and the engines according to the
figured to meet airline specifications. A FMS commands. AFCAS ensures that
certain combination of feature configura- operational limitations are not ex-
tions is referred to as an 'airline option'. ceeded.

SYSTEM DE~CRIPTIONS 1.18.01
PAGE 2
VERSION 03
GENERAL ISSUE 002
- FMS provides EFIS with flight plan,

map and position data for ND display
of the flight plan and the aircraft
position relative to the flight plan.
Several features of the FMS can be con-
figured to meet airline specifications. A
certain combination of feature configura-
tions is referred to as an 'airline option'.
The text indicates which feature configu-
ration is applicable to which airline op-
tion.
An optional feature of the FMS is the da-
talink (DLlNK) function. The datalink func-
tion enables data exchange between
FMS and a ground based computer via
ACARS.
An other optional function of the FMS is
the windshear detection function. The
windshear detection function detects
potentially dangerous windshear condi-
tions and provides corresponding signals
to other systems.

1.18.02
VERSION 03
COMPONENTS ISSUE 001
INTRODUCTION Navigation Data

The FMS consists of two Flight Manage- The FMC navigation data, stored in a
ment Computers (FMCs) and two Control data base, includes most of the informa-
Display Units (CDUs), and is interfaced tion the pilot would normally obtain by
with various other systems to perform its referring to navigation charts. This infor-
tasks. mation can be displayed on the CDU
and/or the ND map. The stored data in-
FLIGHT MANAGEMENT COMPUTER cludes information about:
- Navaids (DME, VOR, VORfDME, VOR-
The two Flight Management Computers TAC, TACAN and ILS), with data about
(FMCs), which are controlled via the identifiers, position (Iatflong), station el-
CDUs, perform all computations required evation, navaid class, figure of merit,
for FMS operation, each using identical frequency, magnetic variation and lo-
computer programs, navigation data and calizer and center line bearing.
performance data stored in their Waypoints, with data about identifiers
memories. and position (lat/long).
- Airways (high and low level).
FMC Operation - Holding patterns.
The FMCs normally operate in the dual - Airports and runways, including airport
system mode, with one FMC operating speed limits and runway details.
as master. The master FMC is the FMC - Company routes.
coupled to the autopilot in command or, - Procedures, including SIDs, STARs,
if no autopilot is engaged, the FMC on approaches and terminal area proce-
the side of the engaged flight director. If dures.
neighter an AP nor an FD is engaged, Up to 20 (pilot-defined) navaids can be
the master FMC is the first FMC powered added to the data base. Additionally, up
up. to 20 waypoints or fixes may be added
In the dual system mode, cross talk be- by the pilot or (automatically) by the
tween the two FMCs ensures that both FMS. For airline options 2, 5 and 8,
are using identical computer programs, these pilot or FMS generated navaids
navigation and performance data, flight and waypoints are cleared from the data
plan data etc. Via cross talk, the master base at the end of the flight.
FMC ensures that both FMCs process The FMC has two sets of navigation
an entry made on either CDU simultane- data, either of which can be activated by
ously. This allows both pilots to operate the pilot during preflight.
simultaneously on the same or different Performance Data *
CDU pages and to enter data on different
pages or on different lines of the same The FMC performance data, also stored
page without creating a difference be- in a data base, includes aerodynamic
tween the two FMCs. data, engine data, maximum altitudes,
Cross talk is also used to compare data maximum speeds, minimum speeds and
and computation results. When a signifi- characteristics that are typical for the air-
cant disagreement between the FMCs is craft type. The data base may also in-
detected, the system degrades to inde- clude a fuel consumption factor specific
pendent operation. This is indicated by to the aircraft.
an "INDEPENDENT OPERATION" mes- The FMC uses the performance data
sage in the scratchpad. base to generate pitch and thrust com-
In case of an FMC failure, the CDU dis- mands for AFCAS and to provide accur-
plays an "FMC UNAVAILABLE" mes- ate predictions along the entire flight
sage. plan.
In the LNAV only configuration, the per-
formance data base is not available.

PAGE 2
VERSION 03
CONTROL DISPLAY UNIT Line Select Keys

The Control and Display Unit (CDU) is Six Line Select Keys (LSKs) are provided
the interface unit between the pilot and on each side of the display, one for each
the FMC. It provides a means for manu- line pair. The keys left of the display are
ally inserting system control parameters referred to as 1L through SL, the keys on
and selecting modes of operation. The the right as 1R through SR. Depending
CDU also provides a means to review on the contents of the line pair next to a
data stored in the FMC's memory. Flight LSK, the LSK can be used to execute a
plan and advisory data are continuously function, to enter scratchpad data in a
available for display on the CDU in for- data line or to access another page.
mats referred to as 'pages'. Annunciators
The CDU comprises a display, a key-
board and four annunciator lights. The Four annunciators (two on each side of
CDU .keyboard consists of a alpha- the keyboard) are provided to indicate
numenc keyboard and mode, function, that:
data entry and scrolling keys. The bright- - The displayed page does not repre-
ness of the backlighted keys is controlled sent the active flight situation (DSPY).
by a remote flight deck control; see sub- - The CDU does not operate properly
section Lights. (FAIL).
- An important FMC-generated message
Display is displayed, or is ready for display, in
The display is a CRT with a capacity of the scratch pad (MSG).
14 lines with 24 characters per line. - A parallel offset path is in use (OFST).
Characters are green and comprise al- The brightness of the annunciators is
phanumeric characters and symbols. controlled by a remote flight deck con-
The minimum brightness of the CRT dis- trol; see subsection Lights.
play is automatically controlled by two in- Alphanumeric Keys
tegral light sensors and can be adjusted
manually via the brightness knob. The alphabetic (square) keys and the
The display can display all CDU pages, numeric (round) keys can be used to
which generally are divided into four enter alphanumeric characters into the
areas: a title field, a left field, a right field scratchpad in succession from left to
and a scratchpad. right. The slash key (I) is used to separ-
The title field is the top line of the display. ate pairs of entries in the same data line;
It identifies the page that is in view and for example "250/FL100" (airspeed and
shows if additional related pages are altitude). When data is only entered in the
available. RH field of a pair, it should generally be
The left field extends from the left side to preceded by a slash. When data is only
the center of the display. The right field entered in the LH field of a pair, the slash
extends from the center to the right side is not required.
of the display. Both fields contain six line Clear Key
pairs, each consisting of a label line and
a data line. Each line has a capacity of The CLR key can be used to clear mes-
11 characters. sages and data from the scratchpad.
The scratchpad is the bottom line of the When the scratchpad contains alpha-
display. It displays the alphanumeric numeric characters, a single short press
characters that the pilot enters via the of the CLR key erases the last character.
keyboard as well as FMC-generated A longer press erases the entire con-
messages. Messages are displayed on tents of the scratchpad. When the
both CDU's. The scratchpad has a ca- scratchpad is empty, pressing the CLR
pacity of 22 characters. The last two key puts the legend "CLR" in the
character spaces of the line are scratchpad. When a LSK is subsequently
reserved for the vertical scroll indicators. operated, the data field next to it is
cleared. When the cleared data field has
a default or FMC-calculated value, the
display will revert to this value. When the
cleared data field is a leg in the flight
plan, this leg is deleted from the flight
plan.
1.18.02
VERSION 03
The "CLR" legend is removed from the Page Formats

scratchpad when the CLR key is oper- The pages displayed on the CDU, though
ated a second time or when an alpha- different in lay-out, are all composed
numeric character is entered. Pilot- 'using specific formats.
entered data into a data field that is nor- The title of a page, displayed in large
mally blank cannot be cleared using the font, identifies the page and the type of
CLR key, but may be changed via a data displayed.
scratch pad entry. Label lines, displayed in small font, ident-
Function and Mode Keys ify the data displayed in the data line di-
rectly under the label line.
The fifteen function and mode keys, two Data lines contain the data identified in
of which are not used, provide access to the label line, or indicate the function of
certain pages: The Dir To page, the the adjacent LSK. FMC calculated data
Mode page, the Tact Mode page, the .lnit is displayed in small font. Data retrieved
page A, the Ref Index page, the Flight from the data base and pilot-entered data
Plan page A, the Take-off page, the Ap- are displayed in large font. When data is
proach page, the Sec Index page, the not available, the data line may display
Engine Out pages and the Progress box prompts, bracket prompts or
page. dashes:
The NEXT PAGE key provides access to
additional related pages. Availability of
!
- Box prompts (I I I I I ) indic~t~ that
data entry is reqUired for minimum
additional related pages is indicated by a FMS operation.
horizontal arrow (-+) on the RH side of
- Bracket prompts ([ ]) indicate that data
the title line. The NEXT PAGE function is entry is allowed but not necessary.
a closed loop: it wraps around the last Dashes (---) indicate that data entry is
page to the first. not allowed and/or that the data is
The t and .J. keys, referred to as the being calculated by the FMC. When
scrolling or slewing keys, can be u~ed to data entry is not allowed, attempted
scroll the display up or down. Scrolling of
entry will result in a "NOT ALLO~E~"
the display is available when t~e arrow(s) message in the scratch pad. Entries In
are displayed on the RH side of the some fields related to the vertical path
scratchpad. This will be the case when a are allowed. These entries are treated
page (for example the flight plan) con-
as constraints for FMS calculations. In
tains more than 6 line pairs. Pressing the the LNAV only configuration, FMS will
t key scrolls the bottom of the display to- not use these entries; they are dis-
wards the top. . played for pilot reference only.
The scrolling keys can be used to in- An asterisk (*) indicates that operation
crease or decrease the value in a data of the LSK next to it affects the active
field when the arrows are displayed next flight plan. When an asterisk is displayed
to that data field (see latitude and longi- next to brackets (*[ D, data entered into
tude fields on the INIT page). Pressing the field immediately affects the active
the t key increases the displayed value.
flight plan.
In the LNAV only configuration, several A page prompt « or » is displayed to
keys are inoperative: indicate that the LSK next to it provides
- The MODE key. access to another page. Pressing the
- The TACT MODE key. LSK accesses the other page without af-
The TO/APPR key (when the aircraft is fecting the flight plan.
airborne).
- The ENG OUT key (under certain con-
ditions; see subsection Flight Plan
Modification Pages).
Pressing an inoperative key results in
display of a "NOT ALLOWED" message
in the scratchpad.

COMPONENTS VERSION 03
ISSUE 001
INTENTIONALLY
LEFT
BLANK

6<67(0'(6&5,37,216
)/,*+70$1$*(0(176<67(0 3$*(
&20321(176 9(56,21
,668(
FUNCTIONAL DIAGRAM
CAPTAIN’S SIDE F/O’S SIDE
EFIS EFIS
CONTROL FLIGHT MODE PANEL CONTROL
PANEL PANEL
PRIMARY PRIMARY
FLIGHT FLIGHT
DISPLAY FLIGHT FLIGHT DISPLAY
CONTROL CONTROL
COMPUTER COMPUTER
1 2
NAVIGATION
DISPLAY FLIGHT *
CONTROL
COMPUTER NAVIGATION
3 DISPLAY
ACARS *
MU
GPWC
(DLINK)
FLIGHT FLIGHT
MANAGEMENT CROSSTALK MANAGEMENT
COMPUTER COMPUTER
1 2
FMS
FMS GROUND/ CDU
CDU FLIGHT 2
1
FUEL FLOW
AND QUANTITY
FLIGHT
DATA
RECORDER AIR DATA
COMPUTERS CLOCK
CLOCK INERTIAL
REFERENCE
SYSTEM
ILS 2
ILS 1 VOR/DME
SYSTEMS
AUTOTUNING AUTOTUNING JFMS–148
$20)2..(5$20)2..(5

6<67(0'(6&5,37,216
)/,*+70$1$*(0(176<67(0 3$*(
&20321(176 9(56,21
,668(
CONTROL DISPLAY UNIT
LIGHT SENSOR
Functions to adjust minimum

brightness of display.
FUNCTION AND MODE KEYS
DIR
– Depress to display the direct to
page.
MODE
– Depress to display the strategic
mode page (VNAV only).
TACT MODE
– Depress to display the tactical mode
page (VNAV only).
INIT
– Depress to display the initialization
page.
REF
– Depress to display the reference
index page.
F- PLN
– Depress to display the flightplan
page.
TO/APPR
– Depress to display the take–off page
and, for VNAV only, the approach or
go–around page.
SEC F- PLN
– Depress to display the secondary
index page.
ENG OUT
– Depress to display an engine out
page.
PROG
– Depress to display the progress
page.
NEXT PAGE
– Depress to display the next page (if
relevant).
or
– Depress to scroll the page vertically
(if relevant), or increase or
decrease a displayed value (if
relevant).
ANNUNCIATOR LIGHTS
DSPY (white)
– Displayed page does not represent
active flight situation.
FAIL (white)
– CDU failure.
JFMS–002
$20)2..(5$20)2..(5

1.18.02
VERSION 03
CONTROL DISPLAY UNIT (CONTINUED)
DISPLAY
The title field provides for:

- Page Identification.
- Next page annunolatlon.
The left and right fields provide for.
- Display of line pairs with data and
symbols.
The scratohpad provides for.
- Writing data with alphanumeric
o and clear keys.
- Display of messages.
TITLE FIELD
--------r-------
I LINE SELECT KEYS
I
I Depress momentarily to:
I - Transfer wntten data from
8cratohpad to selected line.
LEFT FIELD : RIGHT FIELD
- Display a new page as Identified
I by selected line.
I - Execute a function as Indicated by
I
selected line.
________ L ______ _
I
BRIGHTNESS KNOB
Relate to adjust brightness of

; - - - - t - - - I display.
ANNUNCIATOR LIGHTS
MSG (white)
- Important message displayed, or
M available for display, In
S scratchpad.
G OFST (white)
o - Parallel (offset) flight plan In use.
F
S
T ALPHANUMERIC KEYS
Depress relevant keys momentarily to

enter desired data Into scratchpad.
- Clear last character entered In

8cratchpad (short push).
- Clear the scratchpad (long push).
- Display CLR In empty scratchpad
(provides LSK with IIneclearance
function).
JFMS'003

COMPONENTS VERSION 03
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.18.03
VERSION 03
FUNCTIONS ISSUE 001
INTRODUCTION When none of the navigation modes is

available, the Progress page displays
The major functions of FMS are naviga- :'NONE" and after two minutes, the air-
tion, performance management, lateral craft position becomes invalid.
guidance and vertical guidance. The per- All inputs from the IRUs and the naviga-
formance management and vertical guid- tion radios are checked for reasonable-
ance functions are not available in the ness in respect to the previous position.
LNAV only configuration. When an IRU does not pass this check
or is not in the normal mode of oper-
NAVIGATION ation, it is eliminated from the inertial po-
Normal Navigation sition calculation. When none of the IRUs
passes the check, the FMS will revert to
The FMS normally operates in the radio only navigation. A "RADIO ONLY
Radio /Inertial (RlI) navigation mode. In NAVIGATION" message is displayed in
this mode each FMC independently com- the scratchpad.
putes an inertial and a radio position. When the radio data does not pass the
The inertial position is calculated by reasonableness check, a new pair of
using the position information from the navaidl!, is selected. When radio naviga-
Inertial Reference Units (lRUs). The tion remains unaccurate for more than
radio position is calculated by using the 10 seconds, the navigation mode display
range from two DME stations or, when on the Progress page reverts to "RI-L"
the available DME stations are not suit- (Radio/Inertial Low position accuracy).
able for position calculation, the range After 30 seconds a "LOW POSITION AC-
and bearing from a single VOR/DME sta- CURACY" message is displayed in the
tion. The calculated inertial position is scratchpad. If accurate radio navigation
combined with the calculated radio posi- cannot be restored within 2 minutes,
tion. During ILS approaches FMS uses FMS reverts to inertial only navigation.
localizer deviation for position updates to An "IRS ONLY NAVIGATION" message
prevent differences between the FMS po- is displayed in the scratch pad.
sition displayed on EFIS and the actual Due to inherent drift rates of the IRUs
localizer deviation. and noisy radio inputs, a difference al-
When the FMC calculated positions differ ways exists between the inertial position
more than 5 nm, an "FMC POSITION and the radio position. When the dif-
MISMATCH" message is displayed in ference becomes too large this may indi-
the scratch pad. This message is cleared cate faulty IRUs or radio inputs.
automatically when the FMC positions When the inertial position and the radio
come within 3 nm. The pilot may also reposition differ more than 12 nm, different
solve the mismatch by updating the FMC navaids are selected and tuned, if
position; see subsection Flight Ref- possible. If the new positions are not
erence Information Pages. When the within 12 nm, the CDU message "VER-
FMC calculated positions differ more IFY AIRCRAFT POSITION" is displayed
than 10 nm, the FMCs revert to inde- and the pilot must resolve the discrep-
pendent operation. ancy between the two positions. If it is
Degraded Navigation not possible to select different navaids
(remote or manual tuning) and resolve
Failures and/or detected inaccuracy of the discrepancy, the position update
the navigation systems may force the mode changes to inertial only.
FMS to degrade to (in order of priority)
the Inertial only (I) or the Radio only (R) Navaid Tuning
navigation mode. When the FMS de- Each FMC is capable of tuning the on-
grades to the radio only mode, FMS can- side VOR and DME receiver to navaids
not be used for guidance anymore, only for position updating and for display on
for reference. The navigation mode in the RMI and the ND. The FMCs receive
use is displayed on the Progress page. VOR and DME data from both sides.

1.18.03
VERSION 03
FUNCTIONS ISSUE 001
The VOR and OME receivers can be

tuned in three ways: automatic. remote
or manual. LBU
- Automatic Tuning (A).
The FMCs automatically tune the VOR
and OME receivers when the NO NAVAID SELECTED
mode selector at the EFIS control FOR FMO POSITION
panel is in MAP or PLAN. As the air- OALOULATION ? / A T RMI AND NO
craft moves along the flight plan, the
FMCs oontinually select and tune suit-
able navaids for position updating.
Autotuning is not available when the
NO mode seleotor is in ARC or ROSE.
except when the APPNOR p/b is in
I~r~/U6··
STR
TRA
114.7
~ AUG
APP. In that case FMS tuning of nav-

aids for position updating continues
and, if available. FMS also tunes the NAVAJO SELEOTED
FOR FMO POSITION
OME to the ILS OME frequency. FMS OALOULATION
does not automatically tune the ILS It-
self. JFMS'004
- Remote Tuning (R).

Under the same conditions as for auto- PERFORMANCE MANAGEMENT *
matic tuning. the pilot can tune navaids The FMS performance management
remotely. Remote tuning is manual function, which is not available in the
tuning that is performed via the COU at LNAV only configuration, can be used to
the Progress page; see chapter Sys- optimize the aircraft's vertical flight
tem Operation. The offside VOR and profile from origin to destination. The
OME receiver may also be tuned via FMS constructs the vertical flight prOfile
remote tuning. taking into account the pilot-selected per-
- Manual Tuning (M). formance mode, various aircraft parame-
When the ND mode selector Is in ARC ters and flight plan constraints on time,
or ROSE and the APPNOR p/b is in speed and altitude. The performance
VOR, tuning of the VOR and DME re- function includes the computation of opti-
ceivers is manual and can be per- mal speeds, estimates of fuel consump-
formed via the VORIOME control pa- tion and gross weight as well as predic-
nels; see section Flight I Navigation tions of altitude, time, fuel, temperature
Data Systems. and wind at all flight plan waypolnts. It
also covers the computation of reference
The Progress page displays the navaids parameters such as maximum and opti-
that are tuned for display at the RMls and mum altitude, approach speed, maxi·
the NOs; see subsection Flight Ref- mum speeds and minimum speeds.
erence Information Pages. These are not
necessarily the navaids used for position Vertical Flight Profile Construction
updating; see illustration. FMS only uses A typical FMS vertical flight profile (see
a remotely or manually tuned navaid for illustration) consists of a preflight, take-
position updating when the navaid is suit- off, climb, cruise, descent, approach and
able for that purpose at that moment in done flight phase. The vertical profile
flight. When the navaid is not suitable for defines when and at which speed and al·
position updating. the FMS may request titude the aircraft will be flying at each
the pilot to tune another navaid via the point of the flight plan. The FMS calcula-
scratchpad message "TUNE AAA - tions for the vertical profile are based on:
FFF.FF" (AAA is the navaid identifier and gross weight, center of gravity, cost
FFF.FF is the frequency of the navaid). index, cruise altitude, forecast winds
The same message may be displayed (olimb, cruise, descent), speed, altitude
when the manually or remotely tuned and time constraints at specific way-
navaid Is not the procedure specified points, speed limits and specified per-
navaid. formance modes for climb, cruise, de-
scent and approach.

PAGE 3
VERSION 03
FUNCTIONS ISSUE 001
Allowances are made for take-off and ap- Strategic Modes

proach and for acceleration or decelera-
tion requirements between legs of the Strategic modes apply to the entire flight
vertical flight profile. The vertical flight 'profile and can be selected by the pilot
at the Mode page; see subsection Per-
profile is periodically updated as the formance Mode Pages. The available
flight progresses, incorporating actual
aircraft performance and ground speed. strategiC modes are: economy, minimum
fuel and minimum time.
The climb profile is calculated assuming In the economy (ECON) mode, FMS cal-
that the aircraft climbs to each altitude culates the climb, cruise and descent
constraint at climb limit thrust, flies level speed targets that result in the minimum
using an appropriate speed target until operating costs per mile travelled en
past the constraining waypoint and then route, based on the cost index. The cost
resumes climb at climb limit thrust. Auto- index reflects the costs related to the
matic level-off will also occur as a func- flight time (crew and maintenance costs)
tion of the FMP clearance altitude. The relative to the fuel cost.
climb speed schedule is a function of the In the minimum fuel (MIN FUEL) mode,
speed limits and the speed constraints at FMS calculates the speed targets that
lateral waypoints. If not restricted by will result in minimum fuel cost, thus ig-
either, the selected performance mode noring the costs related to flight time; the
speed is used. The climb profile ends at cost index is zero.
the point where the cruise altitude is In the minimum time (MIN TIME) mode,
reached: the top of climb (TIC). the speed targets are based on oper-
During cruise, the optimum point to Initi- ation at maximum safe operating speeds
ate a step climb (SIC) or step descent in order to minimize the flight bme. Flight
(SID) to a pilot-defined altitude can be
plan limitations are taken into account.
computed by the FMS. The pilot can The fuel cost is ignored.
determine whether the step climb or de- Tactical Modes
scent is to be initiated sooner or not at
all. Tactical modes apply to only one flight
phase (climb, cruise or descent) and can
The descent path is constructed assum- be selected by the pilot at the Tactical
ing idle thrust. Computation starts at the Mode page; see subsection Perform-
point where the flaps are expected to be ance Mode Pages. The available tactical
extended and then Integrates in the modes are maximum climb, maximum
reverse direction to intersect the cruise endurance, maximum descent and man-
altitude, creating a top of descent (TID) ual speed. The FMS reverts to the se-
point. This results in a predicted path that lected strategiC mode after transition to
takes into account performance mode another flight phase.
speed targets, waypoint altitude con- In the maximum climb (MAX CLIMB)
straints, speed limits and the impact of mode, available any time before transi-
wind forecasts. When the descent phase tion to cruise, FMS calculates the speed
is active, a vertical deviation indicator is target that will result In a maximum climb
displayed at the NO to show aircraft devi- angle. The maximum climb angle speed
ation from the computed flight path. Ap- is equal to the final take-off speed VFTO,
proach speed targets are extracted from also referred to as the 'green dot speed' .
a data base as a function of calculated In the maximum endurance (MAX END)
gross weight and flap settings. The final mode, available during the cruise flight
approach speed (VAPP) contains a 5 knot phase, FMS calculates the speed target
bias above 1.3 Vstall plus a pilot-entered that will result in minimum fuel flow. This
correction for wind. is the speed at which the minimum drag
Performance Modes is obtained.
In the maximum descent (MAX DES)
There are three types of performance mode, available any time after transition
modes: strategic modes, tactical modes from cruise to descent and prior to flight
and situational modes. completion, the speed target is based on
the maximum safe operating speed at
idle thrust.

PAGE 4
VERSION 03
FUNCTIONS ISSUE 001
In the manual speed (SPD) mode, which GUIDANCE

is always available, the speed target is
the pilot-entered speed. Speed protection The FMS uses the primary flight plan with
is provided by AFCAS. automatic leg sequencing for fully auto-
mat!c gui~ance of the aircraft along the
Situational Modes desired flight path. The lateral guidance
Situational modes apply to only a part of function of the FMS calculates the air-
a flight phase and provide the pilot a craft roll commands required to steer the
means to take immediate action if re- aircraft along the defined lateral flight
quired. The main reason to use a situ- path. The vertical guidance function of
ational mode is ATC intervention in the FMS calculates the pitch and thrust com-
vertical profile. The available situational mands required to fly the calculated ver-
modes are: immediate climb, immediate tical flight path.
descent and decelerate. A situational When the NAV mode of AFCAS is en-
mode can be selected when it is dis- gaged, the roll commands of the lateral
played at the Flight Plan pages. guidance function are provided to the
The immediate climb (IMM CLB) mode is autopilot and the flight director. When the
available during cruise when a step P.ROF mode of AFCAS is engaged, the
climb is included in the flight plan and pitch and thrust commands of the verti-
the FMP clearance altitude is raised. Se- cal guidance function are provided to the
lection of this mode causes the aircraft autopilot, the flight director and the auto-
to fly to the new FMP clearance altitude throttle system. If necessary, the com-
v.:ith maxi~um climb thrust and the pre- mands are limited by AFCAS to ensure
VIOUS crUise speed. The mode is termi- safe aircraft operation. The NAV and
nated when the FMP clearance altitude PROF modes of AFCAS can be used
is captured. separately or together; see subsection
The immediate descent (IMM DES) AFCAS.
mode is available during cruise when the Steering commands are displayed by the
FMP clearance altitude is lowered and flight director, when engaged. EPR thrust
during an engine out drift down. Selection targets are displayed on the MFDU.
of this mode causes the aircraft to fly to Speed targets are displayed by the
the new FMP clearance altitude with the speed bug on the PFD.
previous cruise speed and a default ver- Lateral Guidance Function
tical speed of 1000 ft per minute. The
vertical speed can be changed at the The FMS automatically sequences
Flight Plan page once the IMM DES through the legs of the entered flight
mode is active. plan. This provides the FMS with a ref-
The deceleration mode is available when erence of where the aircraft is supposed
the aircraft overflies the top of descent to fly. The lateral guidance function of the
which generally occurs because the pilot FMS continuously compares the air-
is not allowed to select a lower clear- craft's present position with the desired
ance altitude at the FMP due to ATC re- flight path. The result of this comparison
strictions. In the deceleration (DECEL) is used to calculate aircraft roll com-
mode, the speed target is the green dot mands.
speed VFTo. The FMS flight plan automatically se-
A special situational mode is the engine quences to the next leg when the aircraft
out (ENG OUT) mode. This mode is se- reaches the end of the active leg. When
lected when an engine out condition is the active leg is a discontinuity, the next
confirmed; see subsection Flight Plan leg will only be sequenced when it is
Modification Pages. In this mode the defined by two fixed waypoints and when
FM~ predicti?ns are related to single-
the aircraft is flying within the sequencing
engine operation. area (see illustration).

SYSTEM DESCRIPTIONS
1.18.03
PAGE 5
VERSION 03
FUNCTIONS ISSUE 001
Vertical Guidanoe .,
The vertioal guidanoe function of the
<FMS, which is not available in the lNAV
only configuration, uses the progress
along the lateral flight plan to determine
the progress along the vertical profile. It
oontinuously compares the aircraffs
present altitude and speed with the
desired vertical profile. The result of this
comparison is used to calculate pitch
and thrust oommands. The aircraft alti-
tude is limited by the clearance altitude
set on the Flight Mode Panel (FMP).
The logic used to generate pitch and
thrust commands depends on the active
flight phase. The performanoe function
JFMS-ooS automatically transitions from one flight
phase to another when certain conditions
The FMS turns to capture the next leg are met. The flight phase displayed on
when the aircraft comes within a certain the CDU is:
crosstrack distance from the next leg: - Climb (ClB) during the preflight, take-
the crosstrack limit. The crosstrack limit off, climb and done flight phases.
is the distance required to turn, intercept - Cruise (CRZ) during the cruise flight
and track the next flight plan leg without phase.
an overshoot. The minimum orosstraok - Descent (DES) during the descent and
limit is 1 nm. approach flight phases.

1.18.03
SYSTEM DESCRIPTIONS
PAGE 6
VERSION 03
FUNCTIONS ISSUE 001
TYPICAL FLIGHT MANAGEMENT SYSTEM FLIGHT PROFILE
TOP OF DESCENT
ORIGIN
THRUST
J
EDUCTION
ALTITUDE
PRE·
FLIGHT ..... _CLIMB PHASE -CRUISE PHASE
PHASE TAKE·OFF
PHASE
JFMS-006

1.18.04
VERSION 03
PREFLIGHT AND FLIGHT PLANNING PAGES ISSUE 001
INTRODUCTION
The following subsections provide a description of the functions and the contents of the
available CDU pages. In order to describe individual label and data lines, the LSKs of the
CDU are labelled 1L through 6L and 1R through 6R. In the aircraft the LSKs are not la-
belled.
Since the LNAV only FMS is derived from an FMS with completely integrated vertical and
lateral (VNAV + LNAV) functions, some line pairs related to the vertical functions are still
displayed in the LNAV only configuration. The text clearly indicates the differences be-
tween the function of those line pairs in the LNAV only configuration and in the VNAV +
LNAV configuration.
NOTE: The CDU pages shown in the illustrations are accurate in the terms of lay-out,
data type and relative scaling of the display. The data itself, however, are in many
cases examples and do not necessarily represent real situations.
AIRCRAFT STATUS PAGE

The Aircraft Status page allows the pilot to check the active FMC data base version and
operating software version. It also enables the crew to activate the second navigation data
base. The page appears automatically on the CDU after electrical power is applied to the
aircraft or when the FMS transitions to the Done flight phase at the end of a flight. The
page can also be accessed via the Reference Index page.
F.28 I1KIllllil F.28 I1KIlll71l

ENG
(KJ TIIY I1K6511-15
ACT1VE DATA BASE
CI!!J em LNIIV
ACTIVE DATA BASE
CI!!J
em;) Il6APR-IlSI1I1Y FKS891l51llll (g!!J lID Il6APR-ilSMIIY FKS891l51llll rn!!l
SECOND DATA BASE SECOND DATA BASE
em 04HAY-3IHAY
OP PROGRAH
cmJ em B4HAY-3IHAY
OP PROGRAH
(m!J
cro PS4852530-953 C!m cro PS48525B2-97B C!m
(g) mID (g) mID
FUEL CONSUHPTI ON
(g) +1.11 rnm mbJ rnm
LNAVonly
JFMS'OO8
1L ENG - Displays type of engine being used for predictions, or,

1L LNAV - Indicates that the installed FMS has lateral navigation functions only.
2L ACTIVE DATA BASE - The active navigation data base (large font) effective date.
3L SECOND DATA BASE - The second navigation data base (small font) effective
date. The pilot may activate the second data base during the Preflight phase by
pressing 3L.
4L OP PROGRAM - Operational Program software part number. The VNAV+LNAV
(F3) software version for the Fokker 100 is designated by "-953". The
VNAV + LNAV software for the Fokker 70 is designated by "-980". The LNAV only
software for the Fokker 70 is designated by "-970".
6L FUEL CONSUMPTION - Factor expressed as a percentage above or below the
predicted fuel consumption. For example, 1.0 is 101 per cent of the predicted fuel
flow. In airline options 2, 5 and 8 a password is required to change the fuel con-
sumption. In the LNAV only configuration, this line pair is not displayed.
INITIALIZATION PAGES
The initialization (IN IT) pages allow the pilot to enter FMS initialization parameters. There
are two initialization pages, referred to as INIT page A and INIT page B. Page A can be
accessed using the INIT key. Page B can be accessed from the INIT page A using the
NEXT PAGE key. The initialization pages can only be accessed during the Preflight and
Done flight phases.
In the LNAV only configuration, INIT page B is not available.
1.18.04
SYSTEM DESCRIPTIONS
PAGE 2
VERSION 03
INIT Page A
INIT page A allows entry of the primary parameters that define the flight. Data entry into
some of the fields on this page in required to enable the FMS to operate. These fields dis-
play boxes.
INIT + INIT +
co RTE/FLT FROH/ TO co RTE/FLT FROH/ TO
[K) E:J:I:D:D:I/a:J:IJ
ALTN RTE
o.:c::c/o.:c::c
ALTN
crm [ILl GVAFRA1I512 LSGG/EDDF
ALTN RTE ALTN
crm
egg ~ egg ELLX ~
LAT LONG LAT N LONG
em COST INDEX
-----.-- ~ em 4S14.4N
COST INDEX
eeseS.SE ~
(E) (!ID (E) le ~
CRZ FL TEHP/TROPO CRZ FL TEHP/TROPO
~ ---136999 ~ ImJ FLale -46/aS999 ~
CRZ WIND CRZ WIND
1m ---'1--- em 1m eee- /B"8 em
JFMS·OO9
1L CO RTE/FLT - The company route number and/or the flight number. When a com-
pany route number is entered, the FROMITO data fields are automatically filled. If
any part of the company route is modified later, the CO RTE data field is blanked.
When only a flight number is entered, it must be preceded by a slash.
1R FROMITO - Allows entry of the origin and destination airports. Entry of an airport
pair displays the Route Selection page and deletes the CO RTE field if previously
entered. The entered flight number is unaffected.
2L ALTN RTE - Allows entry of the company route number from the destination to the
alternate airport. When a company route number is entered, the ALTN field is
automatically filled. If the pilot does not wish to enter an alternate route, "0" (zero)
may be entered, which causes "NONE" to be displayed in 2R. If any part of the
route is modified later, the field is blanked.
2R ALTN - Allows entry of an alternate airport. Entry of an alternate, or pressing 2R
when the scratch pad is empty, displays the Route Selection page and deletes the
ALTN RTE field if previously entered.
3L-3R LAT, LONG - The latitude and longitude of the Airport Reference Point (ARP) of
the origin airport, as retrieved from the navigation data base. This is not necess-
arily the aircraft position. A new value may be entered via the scratchpad. The
scrolling keys may also be used to change LAT or LONG (steps of 0.1 minute).
The scrolling prompts indicate which value can be changed. They may be
switched from LAT to LONG and back using the LSKs 3L and 3R when the
scratch pad is empty.
4L COST INDEX - The cost index of the flight; see subsection Functions. The cost
index is normally loaded automatically when a CO RTE number or a FROMITO
airport pair is entered, but may also be entered or changed by the pilot.
In the LNAV only configuration, the cost index field is dashed and entry is not
allowed.
4R ALIGN IRS - Displayed when a new LAT/LONG is entered and when any IRS is in
the ALIGN mode. Pressing 4R when "ALIGN IRS" is displayed results in IRS
alignment to the new LAT/LONG.
5L CRZ FL - The cruise flight level, which is automatically loaded when a flight level
is associated with the entered CO RTE. The pilot may also enter or change the
cruise flight level, but an entry below the FMP clearance altitude is not allowed.
When the engines are started before a CRZ FL is entered, the message "IN-
ITIALIZE CRZ FL" is presented in the scratchpad. In the LNAV only configuration,
the cruise flight level field is normally dashed. Pilot entry is allowed for reference
purposes; the FMS will not use it.

PAGE 3
VERSION 03
5R TEMPrrROPO - Allows entry of the temperature at the cruise flight level. The field
defaults to the ISA temperature for the cruise altitude. TROPO displays the tropo-
pause altitude, which defaults to 36 09c) ft. In the LNAV only configuration both
fields are dashed and entries are not allowed.
6R CRZ WIND - Allows entry of the cruise wind. In the LNAV only configuration this
field is dashed and entries are not allowed.
INIT Page B *
INIT page B allows entry of fuel and weight data, which the FMS requires to compute pre-
dictions of aircraft weight and fuel planning. It also provides advisory warnings to indicate
pilot violation of weight variants and fuel policy limits. After engine start, the INIT page B
cannot be accessed. Modifications concerning fuel planning can now be performed at the
Fuel Prediction page, which is displayed automatically when an engine is started while the
INIT page B is displayed. INIT page B is not available in the LNAV only configuration.
NOTE: Fuel quantities and weights are displayed in kg x 1000 or Ib x 1000 *.
INIT + IN IT +
TAXI FaD BLOCK TAXI FOB BLOCK
em 11.2
TRIPITIHE
5.BS []J.C
ZFW
am em 11.5
TRIP/TIHE
am
em ----1---- C!lJ.C em em 2.010054 em
...
RTE RSV/X TOGW RTE RSV/X
(EJ
(!g
"."'"."
ALTN
C!lJ.C
LW
~
rnn
(EJ
(EJ
"."'"."
ALTN
~
rnn
FINAL/TIHE MAX FL CG FINALITIHE
~ --.-'""S" 25.Il ~ ~ 1.e'"IISil ~
EXTRA/TIHE OPT FL CRZ EXTRAITIHE OPT FL CRZ
em;) ----1---- ----- FLSlil ~ em;) -2.8/---- FLSSil FLSlil ~
':to·W··II••• 1MU.'gICJ¥4
JFMS-OlO
1L TAXI - Taxi fue\. Default is the data base or DLiNK * value. Pilot alterable.
2L TRIPrrtME - Calculated trip fuel and time from origin to destination. Not pilot alter-
able.
3L RTE RSV/% - Airline fuel policy route reserves expressed as actual fuel and as
percentage of the trip fue\. The percentage, which ranges from 0% to 9.9%, de-
faults to 5% and is pilot alterable. Airline options 2, 3 and 5 do not display the per-
centage and defaultto a trip fuel reserve of 1.5 (1500 kg) or 3.3 (3300 Ib).
4L ALTN - The predicted fuel to the alternate (if entered). Not pilot alterable. When an
alternate is not entered, the pilot can enter a fuel quantity.
5L FINALrrIME - The final fuel and associated time of holding at 1500 ft above the al-
ternate airport. Field range is 0 to 90 minutes with a default of 30. Both fields are
pilot alterable, but only one field can be entered, the other is calculated by FMS.
Airline options 2, 3 and 5 do not display line 5L.
6L EXTRArrIME - The fuel quantity remaining at the destination after taxi, trip, route
reserve, alternate and final fuel have been used. This may be a negative number,
in which case the TIME is dashed.
1R BLOCK - The BLOCK fuel as entered by the pilot or as uplinked via DLiNK *. After
engine start BLOCK fuel is set to the Fuel On Board (FOB) value.
1R FOB - Current Fuel On Board as sensed by the fuel quantity system. After engine
start the FOB is decreased by time integration of fuel flow and/or fuel quantity
readings.
2R ZFW - Zero Fuel Weight, which can be entered by the pilot or is calculated from
TOGWand BLOCK. When the BLOCK fuel was uplinked via DLlNK, TAXI is also
required to perform this calculation.
3R TOGW - Take-Off Gross Weight, which can be entered by the pilot or is calcu-
lated by the FMS.
4R LW - Landing Weight, which is calculated by the FMS.
5R CG - Center Of Gravity expressed as a percentage of MAC. Default is 25%, but
pilot alterable. Can be uplinked via DLiNK *.
1.18.04
VERSION 03
5R MAX FL - Computed maximum flight level. Not pilot alterable. Maximum certified
flight level is FL 350.
6R CRZ - Cruise altitude, which is pilot alterable. Entry of a value will result in an up-
date of the cruise flight level displayed on the INIT page A and on the Progress
page.
6R OPT FL - The computed optimum flight level based on a minimum of 5 minutes
cruise at this altitude. Not pilot alterable.
Lines 2R, 3R and 4R display the maximum ZFW (MZFW), maximum TOGW (MTOGW)
and maximum LW (MLW) values when either displayed ZFW, TOGW or LW exceeds its
maximum value. An "ENTRY OUT OF RANGE" message is displayed in the scratchpad.
This message is advisory only; pilot entries will be used.
ROUTE SELECTION PAGES

The route selection pages allow selection of a company route from the origin airport to
the destination airport or from the destination airport to the alternate airport. The pages
are automatically displayed when the FROMITO field or the ALTN field of INIT page A is
entered. The 'from' and 'to' airports are displayed in the title line. All available company
routes can be reviewed using the NEXT PAGE key.
LSGG/EDDF 112+
GVAFRAl
IF LSGG DIR FRI
UG~ TGO GSI LBU
DIR EDDF
-INSERT RETURN>
JFMS·Oll
1L The company route number.

2L-5R The waypoints and airways of which the company route consists.
6L *INSERT - Selection of 6L selects the displayed route for use.
6R RETURN> - Selection of 6R returns FMS to the page that was displayed before
entering the Route Selection pages without selecting a company route.
FLIGHT PLAN PAGES

The flight plan pages allow the pilot to review and revise the lateral and vertical elements
of the flight plan in the sequence in which they occur. In the LNAV only configuration, the
vertical elements only comprise speed and altitude 'constraints', which the pilot can enter
for reference.
The flight plan consists of two major portions;
- The primary flight plan, which describes the intended route from origin to destination.
- The alternate flight plan, which describes the intended route from destination to alter-
nate.
During the flight the FMS automatically sequences through the elements of the primary
flight plan, which means that whenever a waypoint is passed, it is dubbed the 'FROM way-
point' and the previous waypoint is deleted from the flight plan. Guidance along the alter-
nate flight plan is only provided after it has been added to the primary flight plan via the
Enable Alternate function (see subsection Flight Plan Modification Pages). The minimum
elements of the primary flight plan are the origin and destination airports.

1.18.04
SYSTEM DESCRIPTIONS
PAGE 5
VERSION 03
There are two Flight Plan (F-PLN) pages, referred to as F-PLN page A and F-PLN page
B. These pages present the waypoints of which the the flight plan consists and the dis-
tance between these waypoints. '
In the VNAV + LNAV configuration, the flight plan pages also display data concerning the
(predicted) time, speed, altitude, temperature and wind at each of these waypoints. F-PLN
page A can be accessed using the F-PLN key. F-PLN page B can be accessed from
page A via the NEXT PAGE key. Both pages display the steps of the flight plan on the LH
side of the display. The RH side of the pages display vertical elements related to the
steps of the flight plan. The entire flight plan can be reviewed using the scrolling keys.
The waypoints of which the flight plan consists can be true lateral elements of the flight
plan or pseudo waypoints. Pseudo waypoints, which are not available in the LNAVonly
configuration, are displayed to indicate when major vertical events occur in relation to the
lateral flight plan. They cannot be displayed as a FROM waypoint. Available pseudo way-
points are:
Intercept Point (lIP). The point where the aircraft will intercept the originally defined
vertical path after performing an immediate descent.
Top of Climb (TIC). The point where the aircraft should reach the cruise altitude ac-
cording to FMS computations.
Top of Descent (TID). The point where the aircraft should start its descent according
to FMS computations.
Step Climb Point (SIC). The point where the pilot has inserted a step climb. The step
will be Initiated at this point.
Step Descent Point (SID). The point where the pilot has inserted a step descent. The
step will be initiated at this point.
Clearance altitude (LEVEL). The point where the aircraft will level-Off at the new clear-
ance altitude. When the clearance altitude is the cruise altitude, "(LEVEL)" is not dis-
played.
Altitude intercept (FLXXX). The point where the aircraft is predicted to reach a certain
altitude. Display of this pseudo waypoint is the result of a prediction request at the
Tactical Mode page. It is not displayed when the altitude is the same as the cruise al-
titude or the (LIM) pseudo waypoint.
Speed Limit (SPD)(LlM). The point where the aircraft is predicted to cross the altitude
below which a speed limit is applicable. The speed limit and altitude are displayed in
the speed and altitude data field of F-PLN page A. In general this is the 250 kt speed
limit below 10 000 ft. The 200 kt speed limit below 3000 ft that is applicable for airline
option 3, is not displayed in the flight plan.
The title line displays the flight number (if entered) and the next page prompt (--+). When
the title line also displays the "FROM" label, the FROM waypoint is displayed in line 1L
and the data in 1R reflect the time, speed, altitude, temperature and wind as encountered
at the FROM waypoint. This data is also displayed in the LNAV only configuration.
Special flight plan markers are:
- END OF F-PLN. The end of the primary flight plan.
- F-PLN DISCONTINUITY. The route between the waypoints before and after the disconti-
nuity is not defined.
- END OF ALTN F-PLN. The end of the alternate flight plan.
- NO ALTN F-PLN. There is no alternate flight plan.
o *CONFIRM.EOSID-CLEAR*. Enables selection or deletion of an Engine Out SID; see
subsection Flight Plan Modification Pages.
• A (next to a waypoint). The aircraft must overfly this waypoint.
• --+ or +- (next to a waypoint). The displayed arrow indicates in which direction the air-
craft should turn upon reaching this waypoint.
Revisions to the lateral elements of the flight plan can be performed using the LSKs on
the LH side of the display. Revisions to the vertical elements of the flight plan can be per-
formed using the LSKs on the RH side of the display.

SYSTEM DESCRIPTIONS
1.18.04
PAGE 6
VERSION 03
F-PLN Page A
The F-PLN page A provides the predicted time, speed and altitude at the waypoints. In the
LNAV only configuration, the time, speed and altitude data fields are normally dashed.
Only the time. speed and altitude at the FROM waypoint and the pilot-entered speed and
altitude constraints are displayed. The latter are displayed for pilot reference only; FMS
will not use them.
FROM FROM TlMEAT PROMPT

WAVPOINT WAYPOINT FROM (ACCESSES
LABEL WAVPQINT PAGlia)
am IJtJ LSGG
"""0 am
95 25"/ FLl"" mm rnIJ FRI
UG5
mm
12 2S91 FL214 min ~ WIL
UG5
--/---- min
14 .671 FL250 I!ID lID TRA
UG5
---/----- I!ID
17 ~ f1IJ TGO - - I FUl10 (mJ
G91
tm:l LBU 11m
ALTJTtJDE
(TOP OF CLIMB) LNAVonly
WAYPOINT WAYPOINT VERTICAL PILOT ENTERED PILOT ENTEREO
llMIi SPEED SCROlWIG SPEED CONSTRAINT ALTlTUOE CONSTRA1NT
AVAILABLE (!,OR REFERENCE ONLy) (!'OR REFERENCE ONLy)
JFMS·012
Until take-off the time at the FROM waypoint is 0000 and the time at each waypolnt is the
Estimated Time Enroute (ETE) when the waypoints are predicted to be overflown. Upon
take-off all times become to GMT. Now the time displayed next to a waypoint is the Esti-
mated Time Over (ETO) that waypoint.
The speed data field indicates the predicted aircraft speed at a waypoint. The predicted
speed is displayed as the CAS when the predicted speed is below Mach 0.6 or when the
aircraft is flying below the crossover altitude. The predicted speed is displayed as the
Mach number when the predicted speed is above Mach 0.6 and the aircraft is flying
above the crossover altitude. Data base and pilot-entered speed constraints are displayed
in large font. Predicted speeds are displayed in small font. The speed at the origin is
dashed during preflight until V1 is entered via the FMP or the CDU.
The altitude data field indicates the predicted aircraft altitude at a waypoint. Data base
and pilot-entered altitude constraints are displayed in large font. Predicted altitudes are
displayed In small font. SpeCial altitude constraints are those with a "+" or "-" sign
added. A .. + II indicates that the aircraft should overfly the waypoint at or above the dis-
played altitude. A .. - II indicates that the aircraft should overfly the waypoint at or below
the displayed altitude.
When the speed and altitude for successive waypoints are predicted to be equal. ditto
marks (") are displayed.

1.18,04
SYSTEM DESCRIPTIONS
PAGE 7
VERSION 03
F-PLN Page B
F-PLN page B provides distance and predicted t~mperature and wind information for the
same waypoints as displayed on F-PLN page A. In the LNAV only configuration, the tem-
perature and wind data fields are dashed and entries are not allowed. However, for the
FROM waypoint, the encountered temperature and wind are displayed.
DiSTANCE
REMAINlNG COURSE'"
To (LIM) N",VAIDFRI
(IbJ LSGG I1Ill (IbJ LSGG I1Ill

ISPD) 56
1m (LIM) (mD 1m FlU ---'/- (mD
38/95S' ua~
--
37/848-
(l!g
cro
FRI
14
. .
-27 S 18·/068 ~
mn
lEI WIL
US6 sa
--'/-- rnm
1m
(LEVEL)
UG5
WIL
as
1B
-34
-43 . ./
/ (§ID
I3Jj
1m
TRA
UG5
T60
G31
34
37
--- ---/---
--- --,/--
IE)
(§ID
rng -50 310'/IISII mID tm;) LBU ---/- mID
N N
LNAVonly
DISTANCE VERTICAL
BETWEEN SCROtuNG
W",VPOINTS (NM) AV"'Il-'BLE
JFMS'013
The distances In the label lines are the distances between two successive waypolnts.
When the FROM waypoint Is displayed in 1L, the distance in label line 2L is the distance
remaining to the next waypoint Label line 3L additionally displays the course of the next
leg, except when a pseudo waypoint is displayed in data line 3L.
The temperature and wind are the predicted temperature and wind at each waypoint. The
temperatures and winds displayed in large font are the pilot-entered temperatures and
winds, which can be entered at the F-PLN page B itself and on the Initialization page, the
Vertical Revision page, the Step Prediction page and the Descent Forecast page. FMS
computes the predicted temperatures and winds by combining the pilot-entered values
and the sensed values. When the temperature and wind are predicted to be equal for suc-
cessive waypoints, ditto marks (n) are displayed. When the FROM waypoint is displayed
in 1L, the displayed values are the actually encountered temperature and wind at that
waypoint. However, when the FROM waypoint is the PPOS (Present Position), dashes are
displayed.

PREFLIGHT AND FLIGHT PLANNING PAGES VERSION 03
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.18.05
VERSION 03
PERFORMANCE MODE PAGES ISSUE 001
GENERAL
The FMS features dedicated performance mode pages for selection of the strategic and
tactical performance modes. The situational modes can be selected via the flight plan
pages; when available, they are displayed for selection in 1R. The strategic, tactical and
situational performance modes are described in subsection Functions.
The performance modes and the performance mode pages are not available in the LNAV
only configuration.
STRATEGIC MODE PAGE
The Strategic Mode page, referred to as the MODE page, provides selection of the
strategic mode for the entire flight, which can be either ECON, MIN TIME or MIN FUEL.
The MODE page can be accessed via the MODE key.
The title line displays the active mode and flight phase. The active mode is either a
strategic, a tactical or a situational mode. The flight phase can be either CLB (any time
before cruise), CRZ (during cruise) or DES (any time after cruise). Additionally, the left
part of the title line can display:
- CSTR (constraint), when a time constraint causes deviation from the active perform-
ance mode.
- SIC (step climb), when a step climb is in progress.
- SID (step descent), when a step descent is in progress.
- ???, when the aircraft is between target and clearance altitude.
- DID (drift down), when a drift down to the maximum engine out cruise flight level is in
progress.
ECDN CLB MIN TIME CRZ

COST INDEX COST INDEX
(IIJ 111
TIME
AT DEST
EFOB
am (IIJ 111
GMT
AT DEST
EFOB
am
1m ECDN 111154 8.7 ~ 1m -ECOH ~
(E) _MIN FUEL em (E) _MIN FUEL em
(!g -MIN TIME ~ CEJ MIN TIME 14111 8.5 ~
tm:l ~ tm:l ~
1m ~ 1m ~
Prior to take-off During cruise

JFMS·014
1L COST INDEX - The cost index of the flight; see subsection Functions. The dis-
played cost index is equal to the cost index displayed on the INIT page A.
2L-4L The available strategic modes. The active mode is displayed in large font. The
other available modes are displayed in small font with an asterisk. Another mode
can be selected by pressing the LSK next to it.
2R-4R The time and fuel predictions associated with the selected strategic mode. Only
the predictions associated with the active mode are displayed (large font). The
displayed time is the estimated time at which the destination will be reached. Prior
to take·off the label TIME is displayed, indicating that the time is the Estimated
Time Enroute (ETE). After take-off the label GMT is displayed, indicating that the
time is the Estimated Time of Arrival (ETA) expressed as GMT. The Estimated
Fuel On Board (EFOB) is the estimated fuel on board upon arrival at the destina-
tion.

1.18.05
VERSION 03
PERFORMANCE MODE PAGES ISSUE 001
TACTICAL MODE PAGE

The Tactical Modes (TACT MODE) page provides selection of the tactical mode to be
used during the climb, cruise and descent flight phases. The climb tactical modes (MAX
CLB and SPD) can be selected any time before transition to cruise. The cruise tactical
modes (MAX END and SPD) can only be selected during cruise. The descent tactical
modes (MAX DES and SPD) can be selected any time after transition to descent until
flight completion. The flight phase is displayed in the title line. The TACT MODE page can
be accessed using the TACT MODE key.
CLB CRZ
PRED TO
ern GMT
FL3U
DIST
am rn:J CIlD
lEI ECON ~~19 88 rnm (m:J _ECON 1m
~ _HA.X CLB BB2B 82 mID (K) _MAX END (M)
SPD SPD
lID [ ] ~ CEJ .65 @ID
(m _CLB DERATE tm (m tm
TURB SPD TURB SPD
(g) 25B mID (mJ .85 1m
During climb During cruise

JFMS'015
1R PRED TO - The altitude to which the predictions in 2R through 4R are referenced.

Default is the clearance altitude selected on the FMP. The pilot may enter a differ-
ent altitude. As a result a pseudo waypoint [FLXXX] is displayed on the flight plan
pages, indicating when and where the altitude to which the predictions are ref-
erenced is predicted to be reached. This field is not displayed during cruise.
2L The selected strategic mode (ECON, MIN TIME or MIN FUEL).
3L-4L The available tactical modes, which are different for the climb, cruise and de-
scent flight phases. The tactical speed may be entered as Mach only, as CAS
only or as Mach/CAS.
2R-4R Predictions regarding the time and distance to the altitude in 1R. Predictions are
not displayed during cruise. The predictions for MAX CLB and MAX DES are dis-
played continuously. The predictions for the strategic mode and the SPD tactical
mode are only displayed when the mode is active. When the time is ETA, 2R dis-
plays "GMT". When the time is ETE, 2R displays "TIME".
5L *CLB DERATE - Selects the high altitude climb derate function for the Tay-520
engine. This function is available during climb, except during engine out and MAX
CLB operations, in which case 5L is blank. Selection of CLB DERATE activates
the function and displays "*CANCEL DERATE" in 5L. Selection of CANCEL DE-
RATE deactivates the function. The thrust reduction incurred is variable but termi-
nates at the top-of-climb with a 500 ftlmin climb rate.
5L-5R TURB SPD - Advisory turbulence penetration speed. The speed is fixed to
250 kt / M 0.55 and is not pilot alterable.
The active mode (strategic or tactical) is displayed in large font. The other available
modes are displayed in small font with an asterisk.

1.18.06
SYSTEM DESCRIPTIONS
PAGE 1
VERSION 03
FLIGHT PLAN MODIFICATION PAGES ISSUE 001
GENERAL
The FMS features dedicated flight plan revision pages: The lateral revision pages and the
vertical revision pages. The vertical revision pages are not available in the LNAV only
configuration. The lateral and vertical revision pages can be accessed by pressing the
left, respectively right LSK next to the waypoint from which the revision is to be performed.
Modifications to the flight plan can also be performed via the initialization pages (prior to
take-off), via the performance mode pages or via direct entries at the flight planning pages
themselves.
LATERAL REVISION PAGES
The pages that allow the pilot to perform revisions to the lateral part of the flight plan com-
prise the Lateral Revision (LAT REV) page and pages for selection or definition of SIDs,
STARs, airways, holding patterns and procedure turns.
Lateral Revision Page
The Lateral Revision (LAT REV) page allows the pilot to perform route changes and pro-
vides access to the other lateral revision pages. The title line displays the identifier and
the latllong of the waypoint from which the lateral revision is performed.
LAT REV FROH LSGG LAT REV FROH FRI

4614. 4N/B8616. 6E 4646. 7N/ee71a. 5E
rn:J <SID am rn:J STAR> am
tm HOLD> CEm egg <AIRWAY HOLD> CEm
~
NEW WPT CO RTE
rnm ~
NEW WPT
PROC T>
CO RTE
rnm
(!bl -[ ] [ ]- (]ID (!bl -[ ] [ ]- (]ID
NEW RTE TO NEW RTE TO
1m LSGG/[ ]- (mJ 1m FRII[ ]- (mJ
mg -ENABLE ALTN RETURN> rnm mg _ENABLE ALTN RETURN> rnm
JFMS'016
1L < SID - Provides access to the SID page. The prompt is only displayed when a
lateral revision is performed from the origin airport before take-off.
1R STAR > - Provides access to the STAR page. The prompt is not displayed when
a lateral revision is performed from the FROM waypoint.
2L < AIRWAY - Provides access to the Airway page.
2R HOLD > - Provides access to the Holding page, at which a holding can be
defined.
3R PROC T > - Provides access to the Procedure Turn page, at which a procedure
turn can be defined. The prompt is not displayed when a lateral revision is per-
formed from the origin airport.
4L NEW WPT - Provides a means to insert a new waypoint in the flight plan after the
waypoint from which the revision is performed.
4R CO RTE - Allows entry of a new company route from the waypoint from which the
lateral revision is performed.
5R NEW RTE TO - Allows entry of a new destination.
6L * ENABLE ALTN - Selection deletes all waypoints between the waypoint from
which the revision is performed and the primary destination. The primary destina-
tion airport becomes the next waypoint, followed by the waypoints of the alternate
flight plan. The alternate airport is the new destination.
6R RETURN > - Selection returns to the F-PLN page without performing a lateral re-
viSion.

SYSTEM DESCRIPTIONS
1.18.06
PAGE 2
VERSION 03
SID Page
The SID page provides selection of a Standard Instrument Departure (SID) and a runway
from the origin airport as well as selection of a departure transition (if required). The SID
page can be accessed from the LAT REV page when a lateral revision is performed from
the origin airport before take-off.
SID FROM LSGS SID FROM LSGS

SIDS RWYS SIDS IlWYS
m;J EPL611 B5 !lID m;J FRI6N <SEL> <SEL> B5 !lID
TRANS EOSID
mg EPL6N 2S (I!!) mg NONE EBI!5 (I!!)
W FRISA (mJ 1m REHAINING REMAINING (mJ

SIDS RWYS
lID FRIGD IJBJ (ID DIJ611 23 (!ID
(EJ FRIGN rn!!l {§g DIJ6N rn!!l
1m RETURN> rnBJ 1m *INSERT RETURN> rnBJ
t t
SID and runway selected

JFMS·017
The available SIDs are listed on the LH side of the display. A SID can be selected by
pressing the LSK next to it. After SID selection, the selected SID is displayed in 1L with a
< SEL > label next to it. The remaining SIDs are now listed in 4L and 5L. The available
runways are listed on the RH side of the display. A runway is selected by pressing the
LSK next to it. The selected runway is displayed in 1R with a < SEL > label next to it.
Available en route transitions are listed below the selected SID. A transition can be se-
lected by pressing the LSK next to it. The selected transition is displayed in 2L with a
<SEL> label next to it. When an Engine Out SID (EOSID) is available for the selected
runway and SID, it is automatically selected and displayed in 2R, scrolling the remaining
runways one line down.
Selection of LSK 6L (*INSERT) incorporates the selected SID, runway and transition in
the flight plan. Selection of LSK 6R (RETURN » returns to the F-PLN page without se-
lecting a SID or runway.
Airway Page
The Airway page, which can be accessed from the LAT REV page, allows entry of
desired airways on the LH side of the display. The desired termination points can be en-
tered on the RH side of the display. When more than one airway is entered, each inter-
mediate termination point is the intersection of two airways. These are automatically cal-
culated by the FMS. When the intersection is not a waypolnt in the nav data base, FMS
names the intersection "XAWY", where "AWY" is the identifier of the airway to be flown
after the intersection, or "AXnn", where "nn" is a sequence number. Only the last airway
requires entry of a termination point.
IIIRWIIYS FROH FRI

VIA TO
USGS ZUE
VIA TO
UIIBI XUS5
VIA TO
US5 TGO
VIA
[ I
RETURN>
JFMS'018
Selection of LSK 6L (*INSERT) incorporates the selected airways in the flight plan. Se-
lection of 6R (RETURN » returns to the F-PLN page without inserting the airways.

PAGE 3
VERSION 03
STAR Page
The STAR page provides selection of a Standard Terminal Arrival Route (STAR), profile
descent, transition, approach (ILS or non-precision) and runway for the destination airport.
A profile descent is treated the same as a STAR. An approach can comprise missed ap-
proach legs, which are added to the flight plan when an approach is selected. The STAR
page can be accessed from the LAT REV page, except when a lateral revision from the
FROM waypoint is performed. The STAR page is always referenced to the destination air-
port.
STAR TO EDDF STAR TO EDDF

STARS APPRS STARS APPRS
ern ALBiA ILSIl7L cmJ ern ALBiA <SEL> <SEL> ILS25R
TRANS
cmJ
~ ERL1A ILSIl7R ~ ~ NONE REHAINING ~
APPRS
rng FUL1A ILS25L rn!!l rng REHAININS ILSIl7L rn!!l
STARS
[!l;) LBU1A ILS25R ~ [!l;) ERLlA ILSIl7R ~
em;) NTH1A 1l7L mID em;) FUL1A ILS25L mID
lID RETURN> mID lID *INSERT RETURN> mID
1" 1"
STAR and approach selected

JFMS·019
The available STARs are listed on the LH side of the display, the available approaches
and runways on the RH side. A STAR and an approach can be selected by pressing the
LSK next to it. The selected STAR and approach are displayed in 1Land 1R, each with a
< SEL > label next to it. When a STAR is selected first, the RH side of the display lists the
approaches that end at the runways that are compatible with the selected STAR and vice
versa. When a STAR selection also requires a transition to approach, the available transi-
tions are displayed for selection. The remaining STARs and approaches are also dis-
played.
Selection of 6L (*INSERT) incorporates the selected STAR, approach and transition in
the flight plan. Selection of 6R (RETURN » returns to the F-PLN page without inserting a
STAR, approach, runway or transition.
Holding Page
The Holding page can be used to select, define or modify a holding pattern. A holding pat-
tern can be inserted at any waypoint in the flight plan, including the FROM waypoint for
holding at the present position. A lateral revision at an existing holding fix allows changes
to the associated holding pattern. When the holding pattern is already being flown, the
changes become active upon the next crossing of the holding fix. Otherwise, the changes
become active immediately.
The Holding page can be accessed from the LAT REV page. The title line can display:
- HOLD AT (waypoint or PPOS), if a holding pattern was already defined for the revise
waypoint and if it was already modified or was pilot-defined.
- DATABASE HOLD AT (waypoint), if the nav data base contains a holding pattern for the
revise waypoint. The displayed holding pattern parameters have the nav data base
values.
- COMPUTED HOLD AT (waypoint), if the displayed holding pattern parameters have the
default FMS values.
Only holding patterns with pilot-controlled termination can be selected or defined via the
Holding page. Holding patterns terminated by an altitude or a waypoint (see subsection
Additional Functions & Information) can be present in a company route, SID or STAR, but
cannot be selected or defined via the Holding page. They can be modified via the Holding
page, but after modification they become holding patterns with pilot-controlled termination.

1.18.06
SYSTEM DESCRIPTIONS
PAGE 4
VERSION 03
DATABASE HOLD AT WUR HOLD AT WUR

INB CRS TIHE/DIST INB CRS TIHE/DIST
ag 91"·
TURN
-.-1 8.5 am ag 82S-
TURN
-.-/8.5
REVERT TO
am
~ R mID ~ R DATABASE mID
TRIP LIHIT GHT/FUEL TRIP LIHIT GHT/FUEL
rng B.2
RTE RSVIX
----1----
ALTN/FUEL
rnm rng
RTE RSV/X
----1--
ALTN/FUEL
rnm
cro S.S/S.S
FINAL/TIME
NONEI S.S (!ID cro ---1---
FINAL/TIME
NONE/---- (!ID
(K) I.B/SS8S mID (K) ----1--- mID
rng _INSERT RETURN> mID rng -INSERT RETURN> mID
LNAVonly
JFMS·020
1L INB CRS - The course when flying the holding pattern leg towards the holding fix.
The course defaults to the database inbound course, to the inbound course
defined in the flight plan, or, for a PPOS or discontinuity holding, to the track at the
moment that the page is accessed. Pilot·alterable.
2L TURN - The turning direction when flying the holding pattern.
3L TRIP - The FMS calculated trip fuel from the holding fix to the destination using
the active performance mode. In the LNAV only configuration, this field is dashed
and entries are not allowed.
4L RTE RSV/O/O - The route reserve expressed as actual fuel and as percentage of
the trip fuel from holding fix to destination. Airline options 2, 3 and 5 do not display
the percentage and default to 1.5 (1500 kg) or 3.3 (3300 Ib). In the LNAV only con-
figuration, this line is dashed and entries are not allowed.
5L FINALITIME - The final fuel and associated time of holding at 1500 ft above the al-
ternate airport. Default is a holding of 30 minutes. Both fields are pilot-alterable,
but only one field may be entered; the other is calculated by FMS. In the LNAV
only configuration both fields are dashed and entries are not allowed. Airline op·
tions 2, 3 and S do not display line SL.
6L *INSERT - Selection inserts the (modified) holding pattern into the flight plan.
1R TIMEIDIST - Time (minutes) and distance of a leg of the holding pattern. Default is
a time of 1.S minutes above 14 000 ft and 1.0 minutes below 14 000 ft. Either time
or distance may be entered by the pilot, but not both; the other is calculated by
the FMS.
2R REVERT TO - This field can display "DATABASE" or "COMPUTED". Selection
returns the holding pattern parameters to the original, unchanged database or
computed values.
3R LIMIT GMT/FUEL - The predicted time (GMT) at which the FOB is equal to the
LIMIT FUEL. The LIMIT FUEL is the fuel required to complete the flight plan with-
out changing the fuel reserves (LIMIT FUEL = TRIP + RTE RSV + ALTN +
FINAL). The calculated values are displayed in small font and pilot entries are not
allowed. Dashes are displayed until the holding pattern is inserted in the flight
plan. The LIMIT GMT is also displayed in the time field of the holding pattern at
the F-PLN page A. In the LNAV only configuration, the fields are dashed.
4R ALTN/FUEL - Alternate airport and the predicted trip fuel from destination to alter-
nate. When an alternate is not defined (NONE is displayed), entry of a FUEL value
is still allowed. In the LNAV only configuration, the FUEL field is dashed and en-
tries are not allowed.
SR NO ALTN* - Is displayed when an alternate is defined and the revision is per-
formed from a waypoint in the primary portion of the flight plan. Selection deletes
the alternate and the associated route legs and sets the ALTN/FUEL field to
"NONE! 0.0".
6R RETURN > - Selection returns to the F-PLN page without inserting or changing
the holding pattern.

1.18.06
SYSTEM DESCRIPTIONS
PAGE 5
VERSION 03
The speed target when flying a holding pattern is (in order of priority):
- Tacical mode speed.
- Pilot-entered speed.
- Approach speed (depends on flap setting).
- Maximum endurance speed.
The maximum speed when flying a holding pattern is subject to ICAO limitations and de-
pends on the aircraft's altitude. High speed entry of a holding pattern (more than 10 kt
above the speed target) results in an "ADD DRAG" message on EFIS. The message is
cleared once the speed is within 5 kt of the speed target. When the speed brakes are ex-
tended and the speed is more than 10 kts below the speed target, a "LESS DRAG" mes-
sage is displayed on EFIS. The EFIS messages are not available in the LNAV only con-
figuration.
Procedure Turn Page
A procedure turn may be included in a terminal area procedure or may be manually in-
serted into the flight plan. A procedure turn included in a terminal area procedure termi-
nates when the approach localizer is captured (if AFCAS is in the APP or V/L mode) or
when the inbound course is captured (if AFCAS is not in the APP or V/L mode). In the
flight plan a terminal area procedure turn is displayed as "INTCPT PROC T".
The Procedure Turn (PROC T) page provides definition of a 'manual', pilot-defined proce-
dure turn. The PROC T page can be accessed from the LAT REV page.
PROC T AT FFM9
em OUTB CRS
(IID
OUTBOUND tm 1l2S· (2BJ

INB DIST
COURSE (m;) 5.1l LmD
INB CRS
(EJ 251· (!ID
(g) tm
1m -INSERT RETURN> rnBJ
JFMS·021
2L OUTS CRS - The dfi)sired outbound course in degrees.

3L INS DIST - The desired inbound distance in nm, which is the distance between
the procedure turn fix and the point at which the aircraft should intercept the in-
bound course.
4L INS CRS - The desired inbound course.
6L *INSERT - Selection inserts the procedure turn in the flight plan. The prompt is
only displayed when 2L, 3L and 4L have been entered.
6R RETURN > - Selection returns to the F-PLN page without inserting a procedure
turn.
In the VNAV + LNAV configuration, a "CHK PROC TURN SPD" message is displayed in
the scratch pad when a pilot-defined procedure turn is inserted in the flight plan in order to
prevent too high speeds. The FMS automatically applies a 210 kt speed limit to a proce-
dure turn fix that is retrieved from the nav data base.

1.18.06
VERSION 03
DIRECT TO PAGE
The Direot To (DIR TO) page is a modified F-PLN page A: The FROM waypoint in 1L is
replaced by a DIR TO field, which can be used to perform the Direct-To function. For aIr-
line options 3, 4, 5 and 8, the DIR TO page also displays an INTC Flx/CRS field in 1R,
whioh oan be used to perform the Course-To-Fix funotion.
The Direot To page oan be accessed via the DIR TO key.
512 512
DIR TO DlR TO IIiTC FIX/CRS
atl .[ ]
C0S0'
am atl [ 1
C0SII"
[ lIt 1" am
mJJ SPR1a2 S012 2701 FLees rmI mJJ SPRIiI2 --1----- rmI
FRIBA FRIGA
IE) FRI 18 2471 FLeGG mID IE) FRI ---I-- mID
IE) (T/CI 18 2441 FI..2SIll I!m IE) HOC ---1---- I!m
m
mtl
HOC
TRA
SPR
2S
as
.6SI
2401 .
FLess
1"+
tEl
(mJ
m
mtl
TRA
uss
TGD
SPR
-1-----
---I FLa1121N
tEl
mID
LNAVonly
JFMS·022
1L DIR TO - The direct-to waypoint, whioh can be entered by pressing the LSK next
to a waypoint in the flight plan (when the scratchpad is empty), or via a scratch-
pad entry. Entry of a LAT/LONG or Place I Bearing I Distance is also allowed; see
Flight Reference Information Pages.
2L-6L Pressing a LSK next to a waypoint (when the scratch pad is empty) selects that
waypoint as the direot-to waypoint. A pseudo waypoint cannot be seleoted as a
direct-to waypoint.
,R INTC Flx/CRS - The desired fix and the desired course to that fix. The fix is al-
ways the same waypoint as displayed in the DIR TO field (1L).
Up and down scrolling of the flight plan is available and only affects lines 2 through 6.
Direct-To Function
The DIR TO funotion allows the pilot to insert a direct path from the aircraft's present posi-
tion to any selected waypoint. When the selected waypoint is a waypoint in the flight plan,
a direct leg is strung to that waypoint, deleting all in-between waypoints. When the se-
lected waypoint is not a waypoint in the flight plan, a direct leg to the waypoint is inserted
followed by a F-PLN DISCONTINUITY. The original flight plan is displayed after the dis-
continuity.
For airline options 1 and 2, a direct-to maneuver is initiated immediately after seleotion of
the direct-to waypoint. The aircraft's present position becomes a turn point (TIP) in the
flight plan.
For airline options 3, 4, 5, 6 and 8, a soft direct-to function is available: Upon initial entry
of the direot-to waypoint in 1L, the flight plan is not modified, but an asterisk is displayed in
1Land EFIS provides a preview of the course to the direct-to waypoint (a yellow dashed
line). The asterisk indicates that the direct-to mOdification can be incorporated in the flight
plan by pressing 1L. Upon selection, the aircraft's present position becomes a turn point
(TIP) in the flight plan.

PAGE 7
VERSION 03
Course-To-Fix Function
The Course-To-Fix function, available for airline options 3, 4, 5 and 8, provides the capa-
bility to intercept and track a manually selected inbound course to a fix (navaid, waypoint,
airport, runway).
Upon initial entry of the fix and course, EFIS provides a preview of the direct path to the fix
and of the inbound course to the fix (yellow dashed lines). The entered fix and course
have to be confirmed by pressing 1R once more. This incorporates the modification in the
flight plan.
When the aircraft is on a course that intercepts the desired inbound course to the fix, an
intercept waypoint is created. When the selected fix is a waypoint in the flight plan, a di-
rect leg is strung to the intercept point and then to the fix, deleting all in-between way-
pOints. When the selected fix is not a waypoint in the flight plan, a leg to the intercept point
and then to the fix waypoint is inserted, followed by a F-PLN DISCONTINUITY. The orig-
inal flight plan continues after the discontinuity.
When the aircraft is on a course that does not intercept the selected inbound course to
the fix, a "NOT ON INCPT HEADING" message is displayed in the scratchpad. The air-
craft heading may be altered via AFCAS, after which incorporation of the course-to-fix
modification can be attempted again.
VERTICAL REVISION PAGES

The vertical revision pages, which are not available in the LNAV only configuration, allow
the pilot to modify the elements of the flight plan that affect the vertical profile. The vertical
revision pages comprise the Vertical Revision page A, the Vertical Revision page Band
the Step Prediction page.
Vertical Revision Page A
The Vertical Revision (VERT REV) page A provides entry and modification of time, speed
and altitude constraints at a waypoint. The VERT REV page A can be accessed from the
F-PLN page A using the right LSKs.
VERT REV AT SPRe2 ~
EFDB=4.D EXTRA=D.8
(IbJ CLR SPD aID
SPD GMT
@ 269 [ Ja mID
AT OR ABOVE
(m a[ J cmD
AT ALT CLB SPD LIM
em .[ J
AT DR BELOW
25e/FLlee. (!ID
rng FL17e mID
rng CLR ALT RETURN> mID
JFMS·023
1L EFOB - The Estimated Fuel On Board at the revise waypoint.

1R EXTRA - The estimated extra fuel at the destination.
2L SPD - Allows entry of a speed constraint at the revise waypoint.
2R GMT - Allows entry of a time constraint at the revise waypoint. The field is only
displayed when the revise waypoint is a fixed waypoint in the active flight plan.
3L AT OR ABOVE - Allows entry of an altitude at or above which the aircraft is con-
strained to be when crossing the revise waypoint. In the flight plan the constraint
altitude is displayed with a plus sign ( + ).
4L AT - Allows entry of an altitude at which the aircraft is constrained to be when
crossing the revise waypoint.
4R CLB SPD LIM - The altitude speed limit. There can be only one limit for climb
(CLB) and one for descent (DES). Default is 250 kt below 10000 ft MSL
(250/FL100).

PAGE 8
VERSION 03
5L AT OR BELOW - Allows entry of an altitude at or below which the aircraft is con-

strained to be when crossing the revise waypoint. In the flight plan the constraint
altitude is displayed with a minus sign (-).
5R STEP PRED > - Provides access to the Step Prediction page. The prompt is only
displayed when the revise waypoint is in the cruise portion of the flight plan.
6R RETURN > - Selection returns to the F-PLN page A without performing a vertical
revision.
The asterisks in the constraint data lines indicate that a value immediately affects the
flight plan. When the FMS cannot determine whether a speed or altitude constraint is a
climb constraint or a descent constraint, "*CLB" and "DES*" prompts are displayed in
6L and 6R.
When a constraint is applicable to the revise waypoint, "CLR SPD", "CLR GMT" or "CLR
ALT" is displayed in respectively 1L, 1R or 6L. Selection clears the constraint.
For airline options 1, 3, 4 and 6, an altitude constraint defined for the climb flight phase is
deleted when the FMP clearance altitude is raised above it.
Vertical Revision Page B
The Vertical Revision (VERT REV) page B provides entry and modification of temperature
and wind at a waypoint. The VERT REV page B can be accessed from the F-PLN page B
using the right LSKs or from the VERT REV page A using the NEXT PAGE key.
VERT REV ATSPRB2

EFOB=4.0 EXTRA=O.8
(IbJ
·c
aID
(KJ .[ ] IE)
em WIND
IE!)
(EJ .[ JO/[ ] (!ID
(g) mID
@ RETURN> mID
JFMS·024
1L EFOB - The Estimated Fuel On Board at the revise waypoint.

1R EXTRA - The estimated extra fuel at the destination.
2L 0 C - Allows entry of the temperature at the revise waypoint.
4L WIND - Allows entry of the wind direction and speed at the revise waypoint.
6R RETURN > - Selection returns to the F-PLN page B without performing a vertical
revision.

1.18.06
SYSTEM DESCRIPTIONS
PAGE 9
VERSION 03
Step Prediction Page

The Step Prediction (STEP PRED) page provides,prediction of the savings of a step climb
or descent and allows the pilot to insert a step in the flight plan. When the revise waypoint
is the FROM waypoint, the optimum step pOint is computed and the title line displays
"STEP AT OPT PT". When the revise waypoint is any other waypoint in the cruise portion
of the primary flight plan, FMS assumes that the step is performed at that waypoint. The
title line displays "STEP AT WPT", where "WPT" is the waypoint identifier. The flight plan
can contain only one step at a time.
The STEP PRED page can be accessed from the VERT REV page A during the climb
and cruise flight phases provided the revise waypoint is in the cruise portion of the pri-
mary flight plan. While the FMS is computing the optimum step point and/or the savings,
other pages can be accessed. Once predictions are available, a "STEP PRED AVAIL-
ABLE" message is displayed in the scratchpad.
STEP AT OPT PT STEP AT OPT PT

STEP TO FL TIME/DIST STEP TO FL TIME/DIST
rn;) [IZ[]J ---/---- !lID rn;) FLS511
HIND AT FL
11111111 211 !lID
(W ~ (W 2911"/11111 ~
LmJ
FUEL TIME COST
rnm LmJ PREDICTED AT BBe5 GMT
FUEL TIME COST
rnm
(!Q !!ID lID SAYED SAYED SAYED !!ID
----- ----- ----- 11.1 """S 5.9"
em;) ~ em;) ~
1m RETURN> (m!l 1m -INSERT RETURN> (m!l
JFMS·025
1L STEP TO FL - The flight level that the pilot wishes to step to. The field is initially
boxed, indicating that pilot-entry is required. A step descent altitude must be
higher than the highest descent altitude constraint.
1R TIME/DIST - The time and distance to the optimum step point. This field is blank
for a step at a waypoint.
2L WIND AT FL - Allows pilot-entry of the wind at the step altitude.
4L-4R Predicted savings of the step climb or descent, displayed as "FUEL SAVED" (kg
or Ib), "TIME SAVED" (minutes) and "COST SAVED" (percentage of the total trip
cost). When a step increases fuel, time or cost, "FUEL INCR", "TIME INCR" or
"COST INCR" is displayed instead.
6L *INSERT - Selection inserts the step in the flight plan and returns to the F-PLN
page.
6R RETURN > - Selection returns to the F-PLN page without inserting the step.
When the cruise time at the step altitude is predicted to be less than 5 minutes, the step
cannot be inserted in the flight plan. The "*INSERT" prompt (6L) is not displayed and a
"CRUISE LESS THAN 5 MIN" message is displayed in the scratchpad. When the cruise
segment at the step altitude is predicted to be less than 15 minutes, a "CRUISE LESS
THAN 15 MIN" message is displayed in the scratchpad, but the step can be inserted in
the flight plan.
Once the step is inserted in the flight plan, it is initiated automatically, provided the FMP
clearance altitude has been changed accordingly. When the FMP clearance altitude is
not changed or changed opposite to the step, the step is cancelled and deleted from the
flight plan.
The "IMM CLB*" or "IMM DES*" prompt, which is displayed on the F-PLN page (1R)
once the FMP clearance altitude is changed, allows the pilot to initiate the step prior to
reaching the step waypoint. Selection of "IMM CLB*" initiates an immediate climb with
maximum climb thrust and the previous cruise speed. Selection of "IMM DES*" initiates
an immediate descent with the previous cruise speed and a vertical speed of 1000 ftlmin.
This default value, displayed on the F-PLN page (1 R), may be changed by the pilot.

PAGE 10
VERSION 03
ENGINE OUT PAGES

The flight plan and the predictions can be adapted for single-engine operation. When the
ENG OUT key is pressed or when the FMS receives an engine out Signal from AFCAS, an
Engine Out page is displayed. The Engine Out page can be the F-PLN page A with
"*CONFIRM - EOSID - CLEAR*" displayed in line 2L - 2R or a Mode page with "*CON-
FIRM - ENG OUT - CLEAR*" displayed in line 6L - 6A.
FROM 512 . COST INDEX

ECON CLB
(Ib) SPR 1i!1i!11i! 2111 FL21i!8 am (Ib) 1Ii! AT DEST
GMT EFOB
am
lID • CONFIRM -EOSID -CLEAR• ~ lID ECON Ii!UIi! 2.7 ~
CBS!
@ FRI ..
C24!
rnm @ _KIN FUEL rnm
!m SPR 1 71i!33 (]RJ !m -MIN TIME (]RJ
C227
tm:J HOLD R 1 7333 (2RJ tm:J (2RJ
em;) ---F-PLN DISCONTINUITY--
N
rnm em;) • CONFIRM ENG OUT CLEAR • rnm
Engine Out F·PLN page A Engine Out MODE page
JFMS-026
The F-PLN page A is displayed when an Engine Out SID (EOSID) is available and the
EOSID diversion point has not been passed. The EOSID diversion point is the last com-
mon point of the SID and the EOSID. The "*CONFIRM" and "CLEAR*" prompts allow
the pilot to confirm or clear the engine out condition and the EOSID. The waypoints of the
EOSID are displayed underneath the prompts and are followed by a F-PLN DISCONTI-
NUITY. Selection of "CONFIRM", inserts the displayed EOSID in the flight plan. Selection
of "CLEAR" removes the EOSID waypoints from the display and reverts to the original
Flight Plan page.
NOTE: The pilot can preview the EOSID by using the ENG OUT key and the "CLEAR*"
prompt.
The Mode page is displayed when an EOSID is not available or when the EOSID diversion
point has been passed. The "*CONFIRM" and "CLEAR*" prompts allow the pilot to
confirm or clear the engine out condition. After selection of "CONFIRM", the title line of
the Mode page will display "ENG OUT" followed by the active flight phase. Selection of
"CLEAR" removes the prompts in 6L and 6R from the display and preserves the active
mode.
In the LNAV only configuration, the Mode page is not available. Pressing the ENG OUT
key after passing the EOSID diversion pOint, or when an EOSID is not available, will result
in a "NOT ALLOWED" message in the scratchpad.
Except for the LNAV only configuration, the following occurs once the engine out condition
is confirmed:
- The FMS recalculates all predictions. All altitude constraints above the maximum
single-engine cruise flight level are deleted from the flight plan and a "ALT CSTRS
DELETED" message is displayed in the scratchpad.
- When the selected cruise altitude is above the maximum single-engine altitude, a "CRZ
FL ABOVE MAX FL" message is displayed in the scratchpad.
- When actual altitude is above the maximum single-engine altitude and the profile mode
is engaged, the FMS will automatically initiate a drift down to the maximum single-
engine altitude, regardless of the FMP clearance altitude or altitude constraints. The
title line of the Mode page will now display "DID ENG OUT DES" (Drift Down ENGine
OUT DEScent).
When dual engine operation is restored, the engine out condition can be cleared via the
ENG OUT key and the subsequently displayed Mode page. Selection of "CLEAR*" re-
stores FMS dual engine performance calculation and prediction. An EOSID can only be
cleared by performing a normal flight plan revision.

PAGE 1
VERSION 03
FLIGHT REFERENCE INFORMATION PAGES ISSUE 001
GENERAL
The flight reference information pages provide tbe pilot information about flight progress
and about specific flight phases as well as about data base and pilot-defined waypoints,
navaids and airports. The pages also allow the pilot to update certain parameters that the
FMS uses as a reference for flight path calculations, such as the aircraft position.
PROGRESS PAGE
The Progress page provides continuously updated information about aircraft position,
tuned navaids, cruise flight levels, flight phase and performance mode. The page also
allows entry of a lateral flight plan offset.
The Progress page can be accessed using the PROG key. The title line displays the flight
number, the flight phase and, in the VNAV + LNAV configuration, the active performance
mode. In addition, the title line can display:
- CSTR (constraint), when a time constraint causes deviation from the active perform-
ance mode.
- SIC (step climb), when a step climb is in progress.
- SID (step descent), when a step descent is in progress.
- ???, when the aircraft is between target and clearance altitude.
- D/D (drift down), when a drift down to the maximum single-engine cruise flight level is in
progress.
SID IHM DES CRZ 512 CLB 612

CRZ HAX OPT CRZ HAX OPT
CID FL2711 FL345 FL3411 aID CID FL3111 aID
OFST FUEL OFST
1m e[ J PRED> ~ 1m e[ J ~
BRG IDIST BRG IDIST
rng 227-/183 TO LSGG rnm rng 2117-/1
POS FROZEN
LSGG
TO rnm
cro 4811.8N/Illl852.8E
01ST DES
(!BJ ffi;J 4815.8N/Illl81l7.7E UPDATE-
01ST
(!BJ
(m:J 228 TO DEST FORECAST>
R115.69 NAV A112.59
em (m:J 912 TO DEST
A114.69 NAV AI14.6B
em
(mJ -STR RII TGO-TGO cm!J (mJ GVA-GVA R/I GVA-GVA cm!J
LNAVonly
JFMS'027
1L CRZ - The cruise flight level. Default is the value entered on the INIT page A.
Pilot-alterable. Displayed for reference only in the LNAV only configuration.
1R MAX & OPT - The computed maximum and optimum flight levels. The maximum
certified flight level is FL 350. The optimum flight level is based on a minimum of
5 minutes cruise at this altitude. Neither flight level is pilot-alterable. In the LNAV
only configuration, both fields are dashed and entries are not allowed.
2L OFST - Allows entry of a lateral offset. Entry causes the aircraft to fly parallel to
the original flight path at a certain distance: the offset. The entry has to comprise
a distance in nm (maximum 99 nm) and either an "L" or an "R" to specify to
which side of the original flight plan the offset is to be flown. After incorporation of
the offset EFIS displays the original flight plan as a dashed line.
For airline options 3, 4, 5, 6 and 8, the offset function is soft: Upon initial entry of
the offset, the EFIS displays the offset flight path as a dashed line and 2L displays
an asterisk. The asterisk indicates that the offset can be incorporated in the flight
plan by pressing LSK 2L again (with the scratchpad empty).
2R FUEL PRED > - Provides access to the Fuel Prediction page. In the LNAV only
configuration, this field is not displayed.
3L-3R BRG/DIST TO - Displays the bearing and distance to a pilot-selected point, which
can be a waypoint, navaid, runway or airport or a point entered as laViong or
place/bearing/distance; see subsection Flight Reference Information Pages.
Bearing and distance are continuously updated.

PAGE 2
VERSION 03
4L-4R Displays the FMC calculated present aircraft position as laVlong. The display is
continuously updated. Pressing 4L with the scratchpad empty freezes the display.
Pressing 4L again unfreezes the display. The FMC keeps on updating the position
while the display is frozen. A new position can be entered as a laVlong or as a
waypoint identifier, a navaid identifier or a place/bearing/distance. Entry displays
UPDATE* in 4R. Pressing 4R updates the FMC calculated position and un-
freezes the display.
5L DIST - The distance from the present aircraft position to the destination measured
along the active flight plan. The field displays dashes when a destination does not
exist in the flight plan or when leg distance updating is not being performed.
5R DES FORECAST > - Provides access to the Descent Forecast page. In the
LNAV only configuration, this field is not displayed.
6L Displays the frequency and identifier of the navaid selected for display on the
captain's ND and RMI. The frequency prefix indicates whether the navaid was
tuned Automatically (A), Remotely (R) or Manually (M); see subsection Functions.
The navaid identifier can be displayed twice; on the LH side of the field to indicate
that the tuned navaid is a VOR beacon and on the RH side of the field to indicate
that the navaid is a DME or TACAN beacon. Hence, display of both indicates that
the navaid is a VOR/DME or VORTAC beacon.
6R Displays the frequency and identifier of the navaid selected for display on the first
officer's ND and RMI. The display is similar to that in 6L.
NOTE: When the FMCs operate independently, the Progress page on the captain's CDU
does not display line 6R and the Progress page on the first officer's CDU does
not display line 6L.
6L-6R NAV - Displays the active navigation mode, which is either Radiollnertial (RlI),
Low accuracy Radio/Inertial (RI-L), Inertial only (I), Radio only (R) or NONE.
Fuel Prediction Page
The FUEL PREDICTION page provides fuel and time predictions for the active flight plan.
The page, which is not available before engine start, can be accessed from the Progress
page.
The page is not available in the LNAV only configuration.
FUEL PREDICTION
AT GMT EFOB
(KJ EDDF "'Ui'S 4.1 am
~ ELLX 8.2 ~
GW FOB
IE) 88.1 4. 65/FF+FIl !lID
RTE RSV/f. CG
(EJ
(g)
"'.I.B/"''''8'''
"'/"'.'"
FINAL/TIME
28.'"
TEMPITROPO
--1854"''''
!!ID
rnm
EXTRAlTlHE CRZ HIND
1m a.21BIBB -_./--- em
JFMS·028
1L-1R The predicted time and Fuel-On-Board upon arrival at the primary destination.
2L-2R The predicted Fuel-On-Board upon arrival at the alternate destination.
3L GW - The current gross weight of the aircraft. Pilot-alterable. When the ZFW was
not initiated on the INIT page B the FMS cannot calculate the GW and the field
displays boxes. When data fields 3L and 3R show dashes, a GW cannot be en-
tered before a FOB value is entered in 3A.

1.18.07
VERSION 03
3R FOB - The total Fuel-On-Board. which the FMC computes with inputs of Fuel Flow
(FF) and Fuel Quantity (FQ). The FMC defaults to FF + FQ. When the pilot enters a
new FOB value in 3R. FMS automatically excludes the FQ sensor from its FOB
calculations. A sensor can also be excluded from FOB calculations via a scratch-
pad entry (e.g. "IFF" to exclude the FQ sensor). FF + FQ calculation is restored
when "FF + FQ" is entered in 3R or when the field is cleared using the CLR key.
The values displayed in the fields "RTE RSV/O/O". "CG". "FINALlTIME" and
"EXTRAlTIME" are identical to those displayed on the INIT page B; see subsection Pre-
flight and Flight Planning Pages.
The values displayed in the fields "TEMPITROPO" and "CRZ WIND" are identical to
those on the INIT page A; see subsection Preflight and Flight Planning Pages.
Descent Forecast Page
The Descent Forecast (DES FORECAST) page allows entry of the forecasted wind en-
countered during the descent to the active destination. The wind at various altitudes may
be entered. Entries are used for fuel and descent path calculations. The page. which is
not available in the LNAV only configuration. can be accessed from the Progress page.
DES FORECAST
[IbJ !lID
ALT / WIND
lID FLU!I"/28"· 1"45 mID
(EJ 5000/260·/025 mID
(!W [ J/[ J./[ J [!B)
mg EDDF 1250·/015 mID
lID mID
JFMS-029
2L-4L ALT I WIND - The wind speed and direction and the altitude at which this wind will
be encountered. After each entry. the lines are sorted in descending order of alti-
tude.
5L Allows entry of the wind at the destination. The destination cannot be changed
here.
When the destination waypoint is cleared or changed to other than a runway at the desti-
nation airport. all entered wind values on this page are deleted.

1.18.07
SYSTEM DESCRIPTIONS
PAGE 4
VERSION 03
TAKE-OFF PAGE
The TAKEOFF page displays pilot-alterable take-off parameters. The page can be ac-
cessed during the Preflight flight phase only, using the TO/APPR key. When the DUNK
function is installed, the lay-out of the TAKEOFF page and the functions of its fields are
slightly different than described below; see subsection Dlink.
TAKEOFF
VI RWY T.O SHIFT
CIt) I:DJ 1i!5 SELECT* !lID
VR THR RED
lID I:DJ
ve
29111
ACCEL
rnm
mhJ 149 44111 rn!!I
FLP RETR EO ACCEL
lEI F=198 29111 I!ID
1m [mJ
VFTO
IKJ 0=188 APPROACH> rnm
JFMS·030
1L V1 - Decision speed, displayed for pilot reference. It can be entered and changed
here or on the FMP. When a value is not entered, the field displays boxes.
2L VR - Rotation speed, which can be entered by the pilot for reference. When a
value is not entered or when VR becomes lower than V1, the field displays boxes.
3L V2 - Safety speed, which can be entered and changed here or on the FMP. When
a value is not entered, the field displays boxes.
4L FLP RETR - Flap retraction speed, which is calculated by the FMC. Pilot-
alterable. In the LNAV only configuration the field is dashed, but pilot-entry is
allowed for reference.
6L VFTO - Final take-off or green dot speed, which is calculated by FMS. Pilot en-
tries are allowed, but will not be used by FMS. In the LNAV only configuration, the
field is dashed, but pilot-entry is allowed for reference.
1L-1 R RWY - The take-off runway as selected on the SID page; see subsection Flight
Plan Modification Pages.
1R T.O SHIFT - Selection updates the aircraft position 970 meters down the runway
and displays ACTIVE in 1R. The field is blank when the origin runway is not
defined.
2R THR RED - Thrust reduction altitude, displayed in ft above MSL. Pilot-alterable.
3R ACCEL - Acceleration altitude, displayed in ft above MSL. Pilot-alterable. When
the ACCEL altitude is set below the EO ACCEL altitude, both are set to the new al-
titude.
4R EO ACCEL - Engine out acceleration altitude, displayed in ft above MSL. Pilot-
alterable. When the EO ACCEL altitude is set above the ACCEL altitude, both are
set to the new altitude.
6R APPROACH> - Provides access to the Approach page. In the LNAV only con-
figuration, this field is not displayed.

PAGES
VERSION 03
The altitudes in 2R, 3R and 4R default to the sum of field elevation and profile altitude.
The profile altitude depends on the selected take-off profile (ATA or lATA) * and the airline
option * ; see table below. In the LNAV only configuration, the altitudes are displayed for
reference only.
ATA ATA ATA lATA

Profile (airline options (airline options (airline option (all airline
altitude 1,4,6 and 8) 2 and S) 3) options)
THR RED (ft AGL) 1000 1000 800 1S00

ACCEL (ft AGL) 1000 1000 800 3000
EO ACCEL (ft AGL) 1000 800 800 1S00
APPROACH PAGE
The Approach page, which is not available in the LNAV only configuration, provides pilot
selection of the landing configuration, entry of the Minimum Descent Altitude (MDA) and
display of selected aircraft speeds. The APPROACH page can be accessed from
the TAKEOFF page during the preflight flight phase and via the TO/APPR key during the
climb, cruise, descent and approach flight phases.
APPROACH
LANDING LW= 32.6
rn:J CONFIG
VFTO
am
rnbl _25 0=161 ~
mg 42
FLP RETR
rnm
lID VAPp=122 F=12a I!!!)
WIND CORR
(5IJ g HDA=[ ] 1m)
tm ,GO AROUND FINAL APPR- ~
JFMS·031
1L-3L LANDING CON FIG - Allows selection of the flap setting for landing. The selected
setting is displayed in large font. Default is 42 degrees (3L).
4L VAPP - Approach speed, which is calculated by the FMC based on the flap set-
ting and the wind correction factor (SL). Pilot entries are not allowed.
SL WIND CORR - Wind correction factor, expressed in knots. Pilot-entries are
allowed to correct VAPP for wind.
6L < GO AROUND - Provides access to the Go-Around page during the cruise, de-
scent and approach flight phases.
1R LW - The predicted landing weight.
2R VFTO - Final take-off or green dot speed, which is calculated by the FMC. A pilot-
entered value is not used by FMS. The PFD only displays the AFCAS calculated
VFTo·
4R FLP RETR - Flap retraction speed, which is calculated by the FMC. Pilot-
alterable.
SR MDA - Minimum Descent Altitude, which can be entered by the pilot. The field is
only displayed during the descent and approach flight phases, provided a desti-
nation runway is defined and a non-ILS approach is selected on the STAR page
(see subsection Flight Plan Modification Pages).
6R FINAL APPR* - Selection confirms the MDA and, provided the aircraft is captur-
ing or tracking the defined descent path, allows the aircraft to descent below the
FMP clearance altitude during a non-precision approach. The field is only dis-
played when a MDA is entered in SR.
1.18.07
VERSION 03
GO·AROUND PAGE
The Go-Around page provides a means to review and modify the go-around speeds and
altitudes. The page, which is not available in the LNAV only configuration, can be ac-
cessed from the Approach page during the cruise, descent and approach flight phases
and via the TO/APPR key during go-around. The page is automatically displayed when the
TOGA triggers are activated while the Approach page is displayed.
60 AROUND
a:g !lID
THR RED
1m 18SB
ACCEL
mID
cro FLP RETR
33SB
EO ACCEL
~
[EJ F=128 18S0 I!B)
rng (lm)
YFTO
[EJ 0=161 APPROACH> mID
JFMS·032
The displayed fields function similar to those on the Take-off page.
REFERENCE PAGES
The FMS comprises special pages for reference to and definition of waypoints and nav-
aids. These pages can be accessed via the Reference Index (REF INDEX) page.
REF INDEX
DEFINED DEFINED
a:g <WAYPOINTS NAVAIDS> !lID
1m <WAYPOINTS NAVAIDS> mID
CLOSEST
cro <AIRPORTS DLINK> ~
[EJ <SENSOR STATUS AIDS> I!B)
rng <AlC STATUS MAl NT> (lm)
[EJ mID
JFMS·033
The REF INDEX page, which can be accessed via the REF key, also provides access to
the DLiNK page, the Maintenance page (provides a.o. windshear testing) and several sys-
tem monitoring pages.

1.18.07
VERSION 03
Waypoint Page
The WAYPOINT page provides information about waypoints contained in the navigation
data base.
WAYPOINT
IDENT
@ RW25R aID
LAT/LONG
lID 5BB2.SN/BBsa5.aE ~
[M;) I:m!l
ELV CATEGORY
I!bJ aSB a !!!!l
LENGTH
(E) SB99H [!!!!)
CRS
mg 251 0 [l!!!J
JFMS·034
1L IDENT - Requires pilot-entry of a waypoint identifier. A runway should be entered

as a combination of the airport identifier and the runway designation (e.g.
IEDDF2SR").
2L LAT/LONG - The location (lat/long) of the waypoint.
4L ELV - The runway elevation in feet.
SL LENGTH - The runway length in feet. The runway length is optionally displayed in
meters, in which case an "M" is displayed.
6L CRS - The runway course.
4R CATEGORY - The category of the ILS of the runway. This field is not displayed for
pilot-defined runways.
Fields 4L, SL, 6L and 4R are only displayed when a runway identifier is entered in 1L.
Defined Waypoint Page
he DEFINED WAYPOINT page provides display of the pilot-defined waypoints and allows
deletion of them. The page also provides access to the New Waypoint page.
Pilot-defined waypoints can be defined by:
- Lat/Long. The latitude and longitude ofthe waypoint (e.g. 47S4.SN/0084S.1 E).
- Place/Bearing/Distance. The bearing and distance of the waypoint from a specific
place, which can be another waypoint or a navaid.
All navaid and waypoint formats are listed in the subsection Additional Information.
DEFINED WAYPOINT e/a

IDENT -
PBDB2
LAT/LON6
475S.4N/BBS25.SE NEXT>
PLACEI BRG IDIST
TRA/BBB.B o /17.B PREY>
NEW
WAYPOINT>
DELETE ALL
JFMS·035

1.18.07
SYSTEM DESCRIPTIONS
PAGES
VERSION 03
1L 10ENT - The waypoint identifier.

2L LAT/LONG • The location (lat/long) of the waypoint.
3L PLACE/BRG/DIST • The location of the waypoint relative to another waypoint. This
field is only displayed when the waypoint is defined as place/bearing/distance.
2R NEXT > - Selection displays the next waypoint in the data base.
3R PREV > . Selection displays the previous waypoint in the data base.
4R NEW WAYPOINT > - Provides access to the New Waypoint page.
SR OELETE ALL - Selection deletes all pilot-defined waypoints in the navigation data
base. When defined waypoints are part of the aotive or seoondary plan,
those are not deleted and a "F-PLN WPT/NAV RETAINED" message is ed
in the soratchpad.
New Waypoint Page
The New Waypoint page allows the pilot to define a new waypoint. The page displays all
left fields of the Oefined Waypoint page with boxes. Fields 4L, 5L and 6L are only dis-
played when a runway identifier is entered. Once all parameters are defined, ENTER is
displayed in 6A. Selection inserts the new waypoint in the data base. Up to 20 waypoints
oan be defined. When 20 waYPoints are already defined, entry of a new one deletes the
first defined waypoint that is not in the flight plan.
The waypoint identifier may be any combination of alphanumeric characters. However, a
specific combination is reserved for runways: "RWxxO", where "xx" is the runway num·
ber and "0" is the runway designator (L, R or C). When the entered identifier is already in
use, the Ouplicate Names page is automatically displayed.
NEW WI.YPOI NT NEW WAVPOINT

IDENT IDENT
(!Q RW16R m!l (!Q RW1SR m!l
LAT/LONG LAT/LONG
rm !D:D.ID/I:1:I:I:IJ.EDJ
PLACEI :BRG /DIST
mID rm 4754.5N1l!il845.1E mID
tEl IXI:EIJ.II:J:I:. 0' /IJI::rC. c mID (ll!;J mID
ELV ELV
(!l:l co:m t!m (!t) 2580 t!m
LENGTH LENGTH
me CI:lDH
CRS
C2ID me 27SB
CRS
C2ID
IEl EDJ' tmn IEl 157' ENTER fEll
JFMS·036
Waypoints can also be defined directly on the flight planning pages via scratch pad en-
tries. The formats of scratchpad entries are identical to those of the fields 2L and 3L (e.g.
"4758.4N/00825.8E" or "TRAlOOO.0/17.0").
The flight plan page also allows definition of so called Place/Distance (PO) waypoints,
also known as along traok offset waypoints. A PO waypoint is defined by its distance from
a waypoint in the flight plan and is located on the flight plan track to or from that waypoint.
E.g. "TRAI-10" defines a waypoint located 10 nm before TRA.
Navaid Page
Upon initial entry the navaid page provides information about the navaids that are tuned
by the FMC. Up to four pages are available:
- Page 1. The navaid tuned for display on the RMI and the NO.
• Pages 2 and 3. The navaids tuned for position computation.
- Page 4. The ILSOME navaid tuned for display.
When the navaid tuned for display on RMI and NO is also used for position oomputation,
the ILSOME navaid is displayed on page 3. The page number is displayed in the title line,
along with the total amount of available pages.
The navaid page also provides review of navaids in the navigation data base via entry of
the navaid identifier in 1L. When a navaid identifier is "entered in 1 L, the page number in
the title line and the NEXT> and PREV> prompts in 2R and 3R disappear.

PAGE 9
VERSION 03
NAVAID 2/3 NAVAID

IDENT STATION DEC IDENT STATION DEC
(Ig STR
LAT/LONG
"2101 am @Q TRA
LAT/LONG
""101 am
~ 483".3N/""734.3E NEXT> lID!! ~ 4741.5N/""826.3E lID!!
FREQ FREQ
rng 115.6"
ELY
PREY>
DESELECT
rnm rng 114.3"
ELY DESELECT
rnm
(!LJ 58" [ ] (!m (!LJ 18"" [ ] (!m
CLASS CLASS
~ VORTAC NON-COLLOCATED
FIG OF HERIT
em ~ VORDME
FIG OF MERIT
em
@ 2 (IS" NHI mID @ 2 (13B NHI mID
FMC tuned navald Navigation database

JFMS·037
1L IDENT - The navaid identifier.

2L LAT/LONG - The location (laVlong) ofthe navaid.
3L FREQ - The frequency of the navaid.
4L ELV - The elevation of the navaid, which is not displayed for VOR only and LOC
only stations.
5L CLASS - The class of the navaid, which can be VOR, DME, VORDME, ILSDME,
VORTAC, LOC or LOCDME. When a navaid is not collocated, "NON-
COLLOCATED" is also displayed.
6L FIG OF MERIT - The figure of merit and the usable range of the navaid. The
figure of merit indicates up to which altitude and up to which range the navaid is
reliable; see below.
1R STATION DEC - The station declination (magnetic variation) of the navaid, which
is only displayed for VOR, VORTAC and VORDME beacons.
2R NEXT > - Selection displays the next page.
3R PREV > - Selection displays the previous page.
4R DESELECT - Allows entry of the identifier of the navaid to be deselected. The
deselected navaid is not used for display or position computation. Only one nav-
aid can be deselected at any time.
Figure of merit Usable altitude Usable range
a :s 12 000 ft MSL :s 40 nm
1 :s 18 000 ft MSL :s 70 nm
2 - lesser of 130 nm and LOS
NOTE: LOS = Line Of Sight.

1.18.07
SYSTEM DESCRIPTIONS
PAGE 10
VERSION 03
Defined Navaid Page
IE!
DEFINED NAVAlD
IDENT
TRA
LAT/LDIIG
liS
STATION DEC
BIiIW
" am
mJ;) SIiI22.S/BIiIBIiIS.2E NEXT> mID
FREQ
(IlJ l1S.80 PREY> ~
ELV NEW
(3l;) 1201i1 NAVAlD> GID
CLASS
(§!J VORTAC DELETE ALL (!i!D
FrG OF MERIT
rng 2 else NHl (!i!D
JFMS'038
The DEFINED NAVAID page provides information about the pilot-defined navaids and
allows deletion of them. The page also provides access to the New Navaid page. The lay-
out and function of all fields on the Defined Navaid page is identical to those on the Nav-
aid page.
New Navaid Page
NEW N,WAlD NEW NAVAlD

IDENT IDENT STATION DEC
c::c::c aID [IlJ TRA CJD (Il!J
LAi/I.ONS LAT/LONG
C::C::C.lD/tDXIl.1:DJ
FREQ
lMJ CW SIiI22.Sl008Ii1S.2E lMJ
FREQ
t:D:I.1D mID (IlJ 113.80 mID
ELV
GID 1m c::c::c GID
CLASS
~ lll!J VORTAC ~
FIG OF MERIT
mil IKl [ l mil
JFMS'039
The NEW NAVAID page allows the pilot to define a new navaid. After entry of the identi-
fier, all left fields of the Defined Navaid page are displayed with boxes. The ELEV field
(4L) is not displayed for a VOR only or LOC only station. The STATION DEC field (1R) is
only displayed for VOR, VORDME and VORTAC stations. Once all parameters are
defined ENTER is displayed in 6A. Selection inserts the new navaid in the data base. Up
to 20 navaids can be defined. When 20 navaids are already defined, entry of a new one
deletes the first defined navaid that is not in the flight plan.
The navaid identifier may be any combination of alphanumeric characters. When the en-
tered identifier is already in use, the Duplicate Names page is automatically displayed.

1.18.07
VERSION 03
Closest Airports Page
CLOSEST AIRPORTS
BRG /DIST
lIb) LSZH 13111'/17 am
(g] LFSB 26B'/2B I:m
(KJ LFSQ 275'/49 [mJ
[!L) EDDS 11134'175 (!ID
(g) LSGG 229'/121 mID
(g) RETURN> rnm
JFMS-040
The CLOSEST AIRPORTS page provides display of five airports in the data base that are
closest to the aircraft's position. The airports, along with their bearing and distance, are
displayed in increasing order of distance. Only airports between 2 and 2000 nm are dis-
played. When no airports are found within 2000 nm, a "NONE WITHIN 2000 NM" mes-
sage is displayed in 3L-3R.
Duplicate Names Page
DUPLICATE NAMES
LAT/LONG FREQ
lIb) TRA 4BN/Illi!BE 114.3i! am
(g] TRA Si!N/III1II1E 116.2i! I:m
(KJ TRA 311N/IIIIBE 113.BII [mJ
[!!J (!ID
£mJ mID
(g) RETURN> em
JFMS-041
The DUPLICATE NAMES page is displayed automatically when the FMS cannot resolve a
non-unique waypoint or navaid identifier that is entered via the CDU or via a DLINK uplink.
The page displays the duplicate waypoints or navaids found in the data base in increas-
ing order of distance. Location (Iat/long) and, for navaids, frequency are also displayed.
The pilot can select the desired waypoint or navaid by pressing the left LSK next to it,
whereupon the display reverts to the previously displayed page.
Selection of RETURN (6R) returns to the previously displayed page without performing the
attempted entry of a waypoint or navaid. The scratchpad is also cleared.

FLIGHT REFERENCE INFORMATION PAGES VERSION 03
ISSUE 001
INTENTIONALLY
LEFT
BLANK

PAGE 1
VERSION 03
SECONDARY FLIGHT PLAN PAGES ISSUE 001
GENERAL
The secondary flight plan is a separate flight plan that can be used for predictive pur-
poses only: The pilot can try out in which way modifications affect the lateral and/or verti-
cal flight paths. Modifications to and predictions for the vertical flight path are not available
in the LNAV only configuration.
Generally, the displays and the data entry procedures are identical to those described for
the primary flight plan. This SUbsection only describes the major differences.
SECONDARY INDEX PAGE

The Secondary Index (SEC INDEX) page provides access to the secondary flight plan
and the functions related to it. The page can be accessed using the SEC F-PLN key.
SEC INDEX SEC INDEX

co RTE/FLT FROMI TO CO RTE/FLT FROMI TO
rn;) [ J/[ J [ J/[
FUEL
am rn;) LSGG/EDDF
FUEL
am
1m <SEC F-PLN PRED> IMJ 1m <SEC F-PLN PRED> IMJ
(m COPY ACTIVE HODE> cmJ (m COPY ACTIVE HODE> cmJ
(!b) ~ lID CLEAR SEC !!ID
CRZ FL DES
(gJ cm!J (gJ FL811il FORECAST> cm!J
~ rnm 1m -ACTIVATE SEC rnm
JFMS·042
1L CO RTE/FLT - The company route number and/or the flight number. When a
company route number is entered, the FROMITO data fields are automatically
filled. If any part of the company route is later modified, the CO RTE data field is
blanked. When the active flight plan is copied into the secondary flight plan (see
below), the displayed CO RTE number is identical to that in the active flight plan.
1R FROMITO - Allows entry of the origin and destination airports. Entry of an airport
pair displays the Route Selection page and deletes the CO RTE field if previously
entered. The entered flight number is not affected.
2L < SEC F-PLN - Provides access to the secondary flight plan page A.
3L COPY ACTIVE - Selection copies the active flight plan into the secondary flight
plan.
4L CLEAR SEC - Selection clears all elements (lateral and vertical) of the secondary
flight plan and defaults to PPOS and END OF F-PLN. This field is only displayed
when the secondary flight plan contains at least one waypoint.
5L CRZ FL - Allows pilot entry of the cruise flight level. This field is only displayed
when the secondary flight plan contains at least one waypoint. In the LNAVonly
configuration, the cruise flight level can be entered for pilot-reference only; FMS
does not use it.
6L *ACTIVATE SEC - Selection copies the secondary flight plan into the active flight
plan and thus activates it. The prompt is only displayed when the secondary flight
plan contains at least one waypoint. When the first leg of the secondary flight plan
is not identical to the active leg in the active flight plan, the prompt is only dis-
played when NAV is not engaged.
2R FUEL PRED > - Provides access to the Secondary Fuel Prediction page. In the
LNAV only configuration this prompt is not displayed.
3R MODE> - Provides access to the Secondary Mode page. In the LNAV only con-
figuration this prompt is not displayed.
4R DUPL NAMES > - Provides access to the Duplicate Names page. The prompt is
only displayed when the FMC cannot resolve duplicate names found in a flight
plan uplinked via DLINK. The duplicate names must be resolved before the up-
linked flight plan is entered into the secondary flight plan.

1.18.08
VERSION 03
5R DES FORECAST > - Provides access to the Secondary Descent Forecast page.
In the LNAV only configuration, this prompt is not displayed.
SECONDARY FLIGHT PLAN PAGES

The secondary flight plan pages A and B are identical to the primary flight plan pages A
and B. The functions of the LSKs are also identical. The title line displays "SEC" instead
of the flight number. Predictions for time, speed, altitude, temperature and wind are only
displayed when the following conditions are met:
- The first leg of the secondary flight plan is identical to the active leg of the primary flight
plan.
- Predictions are available for the active flight plan.
- A cruise flight level and cost index are defined for the secondary flight plan.
FROH SEC .. FROH SEC ..

rn;;) RW28 1l1il1il1i1 1 1871i1 cmJ rn;;) RW28 1iI1iI1l1l 1 18711 cmJ
C227' C227'
1m GVAIl8 al 1461 aaS0 mID 1m GVAIiI8 --1----- mID
C227· C227'
00 GVAIiIB+
Ha7e'
aa 21a/+ 51l1il1i1 rnm 00 GVAIiIB+
Ha7a'
---1+ 51l1l1iJ rnm
(E) INTCPT a5 25el FLeas (!ID (E) INTCPT --1------ (!ID
(SPDl ca~a·
(§.bJ (LIM)
CB!5"·
a~ 25111 FL11l1l rnm (§.bJ SPRIl2
FRI6A
---I+FLIlBIl rnm
@ SPRIl2 IS 264/+FLIlBIl mID tm FRI ---1------ mID
No No
LNAVonly
JFMS·043
Sequencing of the secondary and primary flight plan legs occurs at the same time, pro-
vided the active leg of the active flight plan is identical to the first leg of the secondary
flight plan. If those legs are not identical, for instance as a result of a modification to the
flight plan, sequencing of the secondary flight plan legs ceases. If conditions for second-
ary flight plan sequencing exist during the Done flight phase, the secondary flight plan re-
verts to PPOS followed by a discontinuity.
An EOSID cannot be selected for the secondary flight plan. However, when a runway and
SID are selected in the secondary flight plan and a compatible EOSID is available in the
data base, it is automatically selected when the secondary flight plan is copied into the
active flight plan.
The flight plan memory space in the FMC is shared by the primary, alternate and second-
ary flight plans and memory is assigned in this order of priority. When there is not enough
memory to include a flight plan revision, the secondary flight plan and, if required, the al-
ternate flight plan are deleted. When memory is insufficient for a company route, only the
first part of the route is loaded, followed by a discontinuity and the destination airport; the
rest of the flight plan may be inserted during the flight. CDU messages encountered in
case of memory shortage include: "F-PLN FULL", "ALTN F-PLN CLEARED" and
"SEC F-PLN CLEARED".

PAGE 3
VERSION 03
SECONDARY FUEL PREDICTION PAGE

The Secondary Fuel Prediction (SEC FUEL PREDICTION) page provides fuel and time
predictions for the secondary flight plan. The page, which is not available in the LNAV
only configuration, can be accessed from the SEC INDEX page.
Predictions are only available when the following conditions are met:
- Laterally, during preflight, the first leg of both the active and the secondary flight plan
must be identical. During other flight phases, provided the secondary flight plan is a
copy of the active flight plan, the first leg of the secondary flight plan must be identical
to the active leg of the active flight plan.
- Vertically, during take-off and climb, the vertical profiles must be identical. During
cruise, the cruise flight levels must be identical. During descent and approach predic-
tions are not available.
- The cruise flight level and the cost index for the secondary flight plan must be defined.
- Predictions must be available for the active flight plan.
SEC FUEL PREDICTION

AT TIME EFOB
rn;) EDDF 1i105B 3. iii aID
lKl ELLX 2.0 CeID
BH FOB
1m 41i1.7 4.91i1/FF+FQ ~
RTE RSV/X CG
[E) e.lil/e.e 23.0 (!ID
FINAL/TIME TEMPITROPO
em;) a.s/lil1il3e -51i1/3541i1e (m!)
EXTRA/TIME CRZ HIND
~ 1.lIa930 31e'/e60 ~
JFMS·044
The Secondary Fuel Prediction page is identical to the Fuel Prediction page in terms of
lay-out; see subsection Flight Reference Information Pages.
Some fields function differently:
3L GW - The aircraft Gross Weight, which cannot be changed here. Before engine
start the field displays dashes. After engine start the value of the GW in the active
flight plan is displayed.
3R FOB - The Fuel-On-Board, which cannot be changed here. Before engine start the
field displays dashes. After engine start the value of the FOB in the active flight
plan is displayed.
4R CG - The Center of Gravity, which the pilot cannot change here.
5R TEMPITROPO - The cruise temperature and the tropopause altitude. The cruise
temperature can only be entered when a cruise flight level is defined for the sec-
ondary flight plan. The tropopause altitude cannot be changed here.
6R CRZ WIND - The predicted wind at the cruise flight level, which can only be en-
tered when a cruise flight level is defined for the secondary flight plan.

1.18.08
VERSION 03
SECONDARY MODE PAGE

The SECONDARY MODE page provides selection of the strategic mode for the second-
ary flight plan. The page, which is not available in the LNAV only configuration, can be ac-
cessed from the SEC INDEX page.
SECONDARY MODE
COST INDEX
lB AT DEST
TIME EFOB
ECON B058 S.B
_MIN FUEL
_MIN TIME
JFMS-045
The Secondary Mode page is identical to the Mode page in terms of lay-out and func-
tions; see subsection Performance Mode Pages. The Secondary Mode page does, how-
ever, not display the active mode and flight phase In the title line. Instead, It always dis-
plays "SECONDARY MODE".
When the secondary flight plan is a copy of an active flight plan that reflects engine out
operation, the predictions for the available modes will also reflect engine out operation.
The tlUe line will display "SEC ENG OUT MODE".
SECONDARY DESCENT FORECAST PAGE

The Secondary Descent Forecast (SEC DES FORECAST) page allows entry of the fore-
casted wind during the descent to the destination. The page, which is not available in the
LNAV only configuration, can be accessed from the SEC INDEX page.
SEC DES FORECAST

Ill:) !lID
1m ALT I WIND mID
e lit l"/t l
1m ~
[ lie J "Ie l
(El (!ID
lie J"/t J
r.m;) tml
EDDF Ie lO/t 1
mlJ tmJ
JFMS·046
The Secondary Descent Forecast page is identical to the Descent Forecast page in
terms of lay-out and functions; see subsection Flight Reference Information Pages.

1.18.09
VERSION 03
DUNK ISSUE 001
GENERAL
An optional feature of the FMS is the Data Link (QUNK) function. It provides for transfer of
data to and from the aircraft (uplink and downlink) during both ground and in-flight oper-
ations. DUNK thus helps to reduce the pilot's workload and the potential of erroneous
data entry by the pilot. The FMS establishes the data link via the Aircraft Communications
Addressing and Reporting System (ACARS).
DUNK functions are available on the DUNK page. The Take-Off page has been adapted
to include DUNK features.
DUNK is not available in the LNAV only configuration.
DOWNLINKED DATA
Downlinked data can contain a position report or a request for route, take-off or wind data.
Downlinks can be initiated from the DUNK page.
A position report consists of a fixed format position report with time, altitude, temperature
and wind data. A position report downlink can be initiated automatically or manually. A
manually initiated position report downlink can also contain a pilot-entered free text mes-
sage. Since free text message cannot contain spaces, slashes ("I") should be used in-
stead.
A route data request downlink solicits an uplink of data concerning a company route.
A take-off data request downlink solicits an uplink of load data and take-off reference data.
A runway number can be included in the downlink.
A wind data request downlink solicits an uplink of forecasted enroute winds and tempera-
tures. The waypoints for which data is requested are included in the downlink.
UPUNKED DATA
Uplinked data can contain route data, take-off data, wind data or a position report request.
Uplinks can be solicited (requested by the pilot) or unsolicited.
Reception of an uplink is indicated by a scratchpad message: "DUNK ROUTE DATA",
"DUNK PERF DATA", "DUNK TAKEOFF DATA", "DUNK WIND DATA" or "DUNK
WINDITEMP DATA". These messages can be cleared via the CLR key. If an uplinked
route contains a waypoint or navaid that is not in the navigation data base, a "INVAUD
DUNK DATA" message is displayed in the scratchpad. This message is also displayed
when any uplinked data errors or entries out of range are detected.
Route Data
Uplinked route data can contain route, flight number, alternate destination, cruise altitude,
cruise temperature, cruise wind, ZFW, block fuel, taxi fuel, fuel consumption, cost index
and CG data.
As illustrated in the table below, uplinked block fuel, taxi fuel, fuel consumption, ZFW and
CG data is only accepted during preflight and is loaded in both the active and the second-
ary flight plan. All other data is accepted during any flight phase and is loaded in the sec-
ondary flight plan only.
Uplinked data is only incorporated in the flight plan after confirmation on the INIT page B,
which displays uplinked data in small font with an asterisk.
If the uplinked route contains duplicate names that the FMC cannot resolve, the pilot has
to resolve them via the DUPUCATE NAMES page.

1.18.09
VERSION 03
DUNK ISSUE 001
TAXI
INIT
FOB
..
BLOCK TAXI
INIT
FOB
..
BLOCK
@ _B.5
TRIP/TIME
5.BB 5.B_
ZFW
am @ 1!l.5
TRIP/TIME
5.99 5.1!l
ZFW
am
rnJ;J ----/----
RTE RSV/X
28.5-
TOGW
mB] rnJ;J
,,'
1.8/9954
RTE RSV/X
28.5
TOGW
mB]
rnhl 1!l.1!l/1!l.1!l 00.0 rnBJ rnhl 1!l.1!l/1!l.1!l 33.B rnBJ
ALTN LW ALTN LW
~ I.B
FINAL/TIHE HAX FL CG
C!ID cro I.B
FINALITIHE MAX FL
91.2
CG
C!ID
(2LJ --.-/Iillilae FLaS5 23.B- mID (2LJ B.s/Iillilalil FLaS5 2a.1il mID
EXTRAITIHE OPT FL CRZ EXTRAITIHE OPT FL CRZ
em;) ----/---- ----- FLallil mID em;) B.8/BB25 FLa55 FLallil mID
DLINK data not confIrmed DLINK data confIrmed

JFMS-048
GROUND AIRBORNE
ACTive flight plan BLOCK FUEL (before engine start)

TAXI FUEL (before engine start)
FUEL CONSUMPTION (before airborne) no entries allowed
ZFW (before airborne)
CG (before airborne)
SECondary flight plan BLOCK FUEL (before engine start)
TAXI FUEL (before engine start)
FUEL CONSUMPTION (before airborne) no entries allowed
ZFW (before airborne)
CG (before airborne)
---------------------------------------- ROUTE
ROUTE
----------------
ALN ALN
CRUISE TEMP CRUISE TEMP
CRZWIND CRZWIND
CRZ FL CRZ FL
COST INDEX (before engine start)
Take-Off Data
Uplinked take-off data is only accepted during preflight. The uplink can contain take-off
speeds, flap settings, trim settings, ZFW, CG, block fuel, taxi fuel and departure runway
data. Data for several runways may be included in one uplink. The uplinked data is stored
in a DUNK data buffer.
Wind Data
Uplinked wind and temperature data can contain wind and temperature data for cruise
waypoints and for several flight levels during the descent. The uplink may also contain a
free text message, which will be displayed in the scratch pad.
Position Report Request
A position report request uplink can request automatic position report downlinks at up to
26 waypoints in the active and secondary flight plans.

1.18.09
VERSION 03
DUNK ISSUE 001
DLlNKPAGE
The DLiNK page can be used to initiate:
- a route data request downlink, or
- a take-off data request downlink, or
- a wind data request downlink, or
- a position report downlink.
The page can be accessed from the REF INDEX page; see subsection Flight Reference
Information Pages.
Dl.INK
co RTE
m;) ROUTE t J aID
RIIY
tw TIO nATA ] em
lm ?Os REPORT 1M}
F-PLN/FL
I!lJ WIND/TEMP PLN [ lI[ J l!ID
IE:! WIND/TEMP CHG (!!!D
STATUS
(m:J READY tml
JFMS·047
1L ROUTE - Selection initiates a route data request downlink concerning the com-
pany route entered in 1R.
1R CO RTE - Allows entry of the company route number to be transmitted in the route
data request downlink. The company route does not have to be in the FMC's navi-
gation data base. An entry into this field is retained until the end of the flight
2L TIO DATA - Selection initiates a take-off data request downlink. If entered, the run-
way number entered in 2R is included in the downlink. A take-off data request
downlink can only be initiated during preflight.
2R RWY - Allows entry of the runway number to be transmitted in the take-off data re-
quest downlink.
3L POS REPORT· Selection initiates a position report downlink. The downlink can
also contain a free text message, which the pilot can enter in the scratchpad (up
to 22 characters).
4R F·PLN I FL - Allows entry of flight plan type (ACTual or SECondary) and flight level
to be transmitted in a wind data request downlink initiated via 4L or 5L. The en·
tered flight level does not have to be the cruise flight level. An entry into this field
is retained until the end of the flight. If a flight plan type has not been entered (4R
displays brackets), unsolicited wind data uplinks will be loaded into the secondary
flight plan.
4L WINDITEMP PLN - Selection initiates a wind data request downlink for the way-
points in the flight plan specified in 4R (ACT or SEC). The uplinked wind data is
routed to the ACARS printer. Descent wind data is optionally included in the up-
link.
5L WINDITEMP CHG • Selection initiates a wind data request downlink for the way-
points in the flight plan specified in 4R (ACT or SEC). The uplinked wind data is
incorporated in the specified flight plan. If "ACT" is specified in 4R,
n*WINDITEMP CHG" is displayed in 5L
6R STATUS -Indicates the status of DLlNK, which is either:
- READY. DLINK is ready for use.
- BUSY. A downlink is being transmitted. This message is cleared after the
downlink has been transmitted and acknowledged.
- MSG NOT SENT. The transmitted downlink is not acknowledged by the ground
station.
- FAIL. A communication problem between FMS and ACARS exists.
An attempted downlink while BUSY is displayed results in a "BUSY - WAIT FOR
READY" message in the scratchpad.
SYSTEM DESCRIPTIONS
1.18.09
PAGE 4
VERSION 03
DUNK ISSUE 001
TAKE·OFF PAGE
When the DUNK function is incorporated in the FMS. the lay-out and the functions of the
Take-Off page are slightly different than described in the subsection Flight Reference In-
formation Pages. Manual entries on the TAKEOFF page or on the FMP always override
data uplinked via DUNK.
TAKEOFF
VI FLEX RWY
!IbJ a:IJ t:D:ED !I!'!J
VR TRIM T.c SHIFT
mIJ a:IJ SELECT_ fl!!)
va THR RED
IEJ a:IJ 2S70 IE!)
FL? RETR ACCEI.
lID F=13S 2378 !!lD
VFTQ EO ACCEI.
ImJ 0=168
FI.AP
2a78 mm
@ r::tl APPROACH) IMl
JFMS.fJ49
1l V1 - Decision speed. displayed for pilot reference. It can be entered and changed
here or on the FMP or via a DUNK uplink. Data uplinked via DllNK is displayed
in small font with an asterisk until confirmed. When a value is not entered. the field
displays boxes.
2L VR - Rotation speed. displayed for pilot reference. It can be entered and changed
by the pilot or via a DUNK uplink. Data uplinked via DLINK is displayed in small
tont with an asterisk until confirmed. When a value is not entered or when VR
becomes lower than V1. the field displays boxes.
3L V2 - Safety speed, which can be entered and changed here or on the FMP or via
a DUNK uplink. Data uplinked via DUNK is displayed in small font with an aste-
risk until confirmed. When a value is not entered. the field displays boxes.
NOTE: 1. When the runway is changed. the DUNK data base is checked for speed
data. When speed data for the new runway is not found in the DUNK data
base, the speed data fields 1l. 2l and 3l revert to boxes and a take-off data
request downlink for the new runway Is automatically initiated.
2. When the flex temperature on the Trust Rating Panel is changed (see subsec-
tion Engine Control). the speed data fields 1L. 2L and 3L revert to boxes.
When the DUNK data buffer contains V2 data tor the new flex temperature. it
is displayed in small font with an asterisk until confirmed.
4l FlP RETR - Flap retraction speed. which is calculated by the FMC. Pilot-
alterable.
5L VFTO - Final take-off or green dot speed, which is calculated by FMS. Pilot en-
tries are allowed, but will not be used by FMS.
6l FLAP - Allows entry of a flap setting. The flap setting can be entered by the pilot
or via a DUNK uplink. Valid entries are O. 8 and 15 degrees. Invalid entry by the
pilot results in a "NOT ALLOWED" message in the scratchpad. An invalid value
in a DllNK uplink results in a "INVALID DUNK DATA" message.
1L-' R FLEX - The flex temperature, which is only displayed when flex data is available in
the DLINK uplink and FLX is selected on the Thrust Rating Panel (TRP); see sub-
section Engine Control. If DLINK flex data Is available. but FLX is not selected,
the field displays "AVAIL". If DUNK flex data is not available, the field displays
"NONE". When the flex temparature is manually entered on the TRP. the field dis-
plays dashes. Dashes are also displayed when the flap setting (6l) is changed
after selection of FLX on the TRP.
2L-2R TRIM - Displays trim information uplinked via DLlNK. A negative number indicates
a forward CG requiring aircraft-nose-up trim. The field displays dashes when no
trim data is received.

1.18.09
SYSTEM DESCRIPTIONS
PAGE 5
VERSION 03
DUNK ISSUE 001
1R RWY - The runway and, if desired, the runway intersection selected for take-off,
which may be entered by the pilot or via a DUNK uplink. When a runway has not
been selected, this field and 1L, 2L and 31:. display boxes and the FLEX and TRIM
fields display dashes. When an origin airport is not specified in the flight plan, at-
tempted entry will result in a "RWY NOT IN F-PLN" message in the scratchpad. If
the entered runway is not in the navigation data base, a "RWY NOT IN
F-PLN/DBASE" message is displayed and the runway is not inserted in the flight
plan. When take-off data for the selected runway is not available in the DUNK
data buffer, a request for take-off data is automatically downlinked. When the se-
lected SID is not compatible with the new runway, the SID page is automatically
displayed.
2R T.O SHIFT - Selection updates the aircraft position 970 meters down the center-
line of the runway and displays ACTIVE in 2R. The field is blank when a runway
has not been defined in 1R.
3R THR RED - Thrust reduction altitude, expressed as the height above the runway
or field elevation. Pilot-alterable.
4R ACCEL - Acceleration altitude, expressed as the height above the runway or field
elevation. Pilot-alterable. When the ACCEL altitude is set below the EO ACCEL al-
titude, both are set to the new altitude.
5R EO ACCEL - Engine out acceleration altitude, expressed as the height above the
runway or field elevation. Pilot-alterable. When the EO ACCEL altitude is set
above the ACCEL altitude, both are set to the new altitude.
6R APPROACH > - Provides access to the Approach page. The prompt is only dis-
played when there is a primary destination in the active flight plan.

DLINK VERSION 03
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.18.10
VERSION 03
INTRODUCTION SYSTEM OPERATION ISSUE 001
CDU OPERATION
General
CDU pages can be displayed by pushing the appropriate function or mode key or Line Se-
lect Key (LSK) on the CDU. In this section the LSKs are numbered for reference purposes.
When an LSK can be used to display an other page, the line next to the LSK displays a
page prompt (». Pushing the LSK to access the other page does not affect the flight plan.
When an asterisk (*) is displayed in a field, pushing the LSK next to it immediately affects
the active flight plan.
Scratchpad Entry
To enter data in a field, type the data in the scratchpad and subsequently push the LSK
next to the field into which the data should be entered. Data entered into the RH field of a
line requires a preceding slash (I). Data entered into the LH field of a line does not require
the slash.
CLR Key
The CLR key can be used to clear:
o Data entered in the scratchpad, by pushing the CLR key. A short push clears the last
character entered only. A longer push clears the entire scratchpad.
o A scratchpad message, by pushing the CLR key.
o A data field, by pushing the CLR key (displays a "CLR" message in the scratch pad) and
subsequently the LSK next to the field to be cleared. The scratch pad must be empty be-
fore performing this action; push the CLR key if the scratchpad is not empty.

1.18.10
VERSION 03
INTRODUCTION SYSTEM OPERATION ISSUE 001
EXAMPLE
General
A typical Fokker 70 flight will be used to explain and illustrate FMS flight operations. A typi-
cal Fokker 100 flight would look the same, except for different performance and load data.
All FMS flight phases, including preflight, take-off, climb, cruise, descent, approach and
done, will be covered in detail.
Flight Data
The typical flight used in this subsection is a flight from Geneva (LSGG) Switzerland to
Frankfurt (EDDF) Germany via a company route called "GVAFRA1". The alternate is Lux-
embourg (ELLX).
JFMS·050
Airline
Company Route .... GVAFRA1
Flight number ........... 512
Departure airport ...... LSGG
Destination airport . . . . .. EDDF
Alternate airport ELLX
Fokker 70 Weather
Fuel consumption ........ 1.0 Troposphere ............. 35 400 ft
Cost index ............ 10.0 Tropopuase temperature .... - 50° C
CO RTE FOB ...... 5.0 tonnes Actual GW ............ 34.5 tonnes
Initial GW ........ 33.0 tonnes Cruise wind (FL 310) ..... 310°/60 kt
CG ............ 23.0% MAC Wind at TRA (FL 310) ..... 290°/85 kt
Actual fuel loaded •.. 6.0 tonnes Wind at FRI (FL 350) ..... 290'/100 kt
Anticipated taxi fuel .. 0.5 tonnes Wind atTGO (FL 270) ..... 290°/55 kt
Vl ............... 121 KCAS Desentwind (FL 100) ..... 280'/45 kt
VR .............. 121 KCAS Descent wind (5000 ft) .... 260°/25 kt
V2 ............... 126 KCAS Desent wind (SFC) ....... 250°/15 kt

1.18.11
SYSTEM DESCRIPTIONS
PAGE 1
VERSION 03
PREFLIGHT ISSUE 001
AIRCRAFT STATUS
The CDU automatically powers up when electriqal power is applied to the aircraft. After
power up, or when the FMS transitions to the Done flight phase at the end of a flight, the
Aircraft Status page is automatically displayed.
F.28 HKIi!1i!71i!
ENG
lEI TAY HK621i!-15
ACTI VE DATABASE
am
rng 1i!6APR-1i!3HAY SR3891i!51i!1i!1 mID
SECOND DATA BASE
rng B4HAY-31HAY mID
OP PROGRAH
[K) PS4B525B2-97B I!ID
em;) ~
FUEL CONSUHPTION
!El +1i!.1i! mID
JFMS-OS1
1. All data on page .. _. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. CHECK

• If activation of second data base is required:
2. LSK 3L ...........................•................... PUSH
• When aircraft fuel consumption data is available (not in LNAV only
configuration):
3. Fuel consumption factor (6L) ............................. ENTER
- Type fuel consumption factor (e.g. "1.0") in the scratchpad and
push LSK 6L. A fuel consumption factor of 1.0 means that the fuel
consumption is 101 per cent of the nominal fuel consumption.
- In airline options 2, 5 and 8 a password is required to change the
fuel consumption factor.
F.28 HKIil1il71il F.28 HKIil1il71il

ENG ENG
lEI TAY HK621il-15
ACTIVE DATA BASE
am lEI TAY HK621i!-15
ACTIVE DATA BASE
am
1m 1i!6APR-1i!3HAY SR3891il51illill
SECOND DATA BASE
rem 1m 1i!6APR-1il3HAY SR3891i!51illill
SECOND DATA BASE
rem
rng B4HAY-S IHAY mID rng B4HAY-SlHAY mID
OP PROGRAH OP PROGRAH
(!!;J PS4B~2~B2-97B I!ID (EJ PS4B~25B2-97B ~
~ cmrl ~ cmrl
FUEL CONSUHPTION FUEL CONSUMPTION
em;) +1i!.1i! ~ em;) +1. Ii! mID
1.1il
JFMS-052

1.18.11
SYSTEM DESCRIPTIONS
PAGE 2
VERSION 03
PREFLIGHT ISSUE 001
ROUTE DEFINITION
The route from origin to destination must be defined to enable FMS operation. After defIni-
tion of the route to the primary and the alternate destination, the other parameters on the
page can be reviewed and changed.
Primary Flight Plan
The route to the primary destination can be defined via entry of a company route (CO RTE)
number or via entry of the origin and the destination airport.
Route definition via CO RTE number:
1. INIT key ............................................... PUSH
- INIT page A is displayed.
2. CO RTE number and flight number (1 L) ..................... ENTER
- Type CO RTE and flight number (e.g. "GVAFRA1/512") in the
scratchpad and push LSK 1L. "512" is the flight number.
INIT
co RTE/FL T FROMI TO
.. INIT
CO RTE/FLT FROMI TO
..
ern tIXXD:lJ/lXDJ I:D:DJ/ID:DJ
ALTN RTE ALTN
CIID ern GVAFRAl/512 LSGG/EDDF
ALTN RTE ALTN
CIID
(gg ~ (gg ELLX ~
LAT LONG LAT N LONG
tEl ----.--
COST INDEX
-----.-- mID tEl 4S14.4N
COST INDEX
ililS"S.SE mID
(!LJ C!ID (!LJ . 1" I!ID
CRZ FL TEMPITROPO CRZ FL TEMPITROPO
em ---136090
CRZ WIND
C2ID [m:J FLal" -46/36090
CRZ WIND
C2ID
rnbJ
GVAFRA1I512
--_./--- rnm rnbJ 0ee'/00e rnm
JFMS·053
Route definition via airport pair entry:

1. INIT key ............................................... PUSH
2. Flight number (1 L) ..................................... ENTER
- Type flight number (e.g. "/512") in the scratchpad and push LSK
1L.
3. Airport pair (1 R) ....................................... ENTER
- Type origin and destination airports (e.g. "LSGG/EDDF") in the
scratchpad and push LSK 1R.
- The Route Selection page is now displayed. Use the NEXT PAGE
key to review all available routings.
• If the desired company route is displayed:
4. LSK 6L (*INSERT) ...................................... PUSH
- E.g.: Push LSK 6L when "GVAFRA1" is displayed in 1L.

PAGE 3
VERSION 03
PREFLIGHT ISSUE 001
INIT
CO RTE/FLT FROHI TO
.. LSSSIEDIlF 1/2..
ern a:J:J:EDJI512
ALTN RTE
a:a:c/a:IXD
ALTN
am I;n;J GVAFRAl
IF LSSS DIR FRI
am
cm;] ml!l mg UG5 T60 GS! LEU ml!l
rm:;)
(]IJ
---.--
LAT
COST INDEX
LONG
-----.- rnm
(!!!J
rm:;)
VIR EDDF
rnm
(]IJ (!!!J
CRZ FI. TEHP/TROPO
IKl I
-/S6BSB
GRZ WIND
mm IKl mm
me LSGG/EIlIlF
-;--4/- mm me _INSERT RETURN> mm
JFMS-<l54
Alternate Flight Plan

After definition of the route to the primary destination, the route to the alternate destination
can be defined on the INIT page A.
1. Alternate destination (2R) ........ "....................... ENTER
• Type alternate destination (e.g. "ELLX") In the scratchpad and
push LSK2R.
• If company routes to the alternate are available:
2. NEXT PAGE key ••.••••....•••••.•.••....•••...•....•.•• PUSH
• Repeat until desired routing is displayed.
• If the desired company route is displayed:
3. LSK 6L <*INSERn ." ................................... PUSH
• If no company route is available ("NONE" is displayed):
2. LSK 6R (RETURN> ) ..................................... PUSH
• Returns to INIT page A.
INIT
CD RTE/FLT FROMI TO
.. EllIlFIELLX
ern GVAFRA1I512
ALTN RT£
LSGG/EDDF
ALTN
am ern NONE am
(!C ELLX I!!l (!C I!!l
LAT 'N _~LONG
m!J 4S14.4N
COST INDEX
00SBS.SE rnm rm:;) 1M)
!!lJ ilil (!!!J !!lJ (!!!J
CRZ FL TEHPITROPO
IEl FLSt9 -46/360911 mID IEl mID
CRZ WIND
me DBO'/SOB tml (EJ RETURN> tml
JFMS-<l55
IRS ALIGNMENT
After definition of the primary flight plan, the location of the origin airport is displayed in line
3L·3R of the INIT page A. This position can be used to initialize the IRS. If required, the
displayed position can be updated to the actual aircraft position.
1. Aircraft position (3L·3R) ................................. VERIFY
• If desired, the aircraft position can be changed via a scratch pad
entry and via the scrolling keys (t and ,I.).
2. LSK4R (ALIGN IRS» .................................... PUSH
• This initializes the FMS position and aligns the IRS.

1.18.11
VERSION 03
PREFLIGHT ISSUE 001
WEIGHT AND FUEL DEFINITION

Entry of the weight and fuel parameters on the INIT page B is required to enable FMS per-
formance calculations. Entry of these parameters is not applicable to the LNAV only con-
figuration.
1. INIT key ............................................... PUSH
2. NEXT PAGE key ........................................ PUSH
- INIT page B is displayed.
3. TAXI FUEL (1L) ....................................... ENTER
- Type taxi fuel (e.g. "0.5") in the scratchpad and push LSK 1L.
- Entry of taxi fuel may be skipped if the displayed default value is
satisfactory.
4. BLOCK FUEL (1 R) ..................................... ENTER
- Type block fuel (e.g. "5") in the scratch pad and push LSK 1R.
5. Take-Off Gross Weight (TOGW, 3R) ........................ ENTER
- Type TOGW (e.g. "33") in the scratchpad and push LSK 3A.
6. Center of Gravity (CG, SR) ............................... ENTER
- Type CG (e.g. "23") in the scratchpad and push LSK SR.
TAXI
INIT
FOB
..
BLOCK TAXI
INIT
FOB
..
BLOCK
em 0.5
TRIP/TIHE
5.88 5.0
ZFH
lIl!l em 0.5
TRIP/TIHE
5.88 5.0
ZFH
lIl!l
m!J ----1----
RTE RSV/f.
~8.5
TaGH
rnm m!J 1.8/8854
RTE RSV/f.
~8.5
TaGH
rnm
(EJ 0.0/0.0 33.0 ~ (EJ 0.0/0.0 38.0 ~
ALTN LH ALTN LH
@b) 1 •• ~ @b) 1 •• al.~ 3ID
FINAL/TIHE MAX FL CG FINALITIHE HAX FL CG
~ --.-/0080
EXTRA/TIHE
FL865
OPT FL CRZ
23.0 ~ ~ 8.9/0080
EXTRAITIHE
FL365 23.0
OPT FL CRZ
em
1m ----1---- ----- FL310 em 1m 8. 8/88~5 FL355 FL310 em
JFMS-056
After entry of the fuel and weight parameters, some fields on the page will be dashed. They
will be filled in when FMS has finished its calculations.
The ZFW (Zero Fuel Weight) could have been entered instead of the BLOCK FUEL or the
TOGW.
When either BLOCK FUEL, ZFW, TOGW or TAXI FUEL is changed, the other three
become dashed and have to be re-entered.

SYSTEM DESCRIPTIONS
1.18.11
PAGE 5
VERSION 03
PREFLIGHT ISSUE 001
FLIGHT PLAN REVIEW

After flight plan initialization, the flight plan can b~ reviewed on F-PLN page A and F-PLN
page B. Page A can be accessed via the F-PLN key. Page B can be accessed from page
A using the NEXT PAGE key. The scrolling keys (t and .t.) can be used to scroll through
the entire flight plan. If required, the flight plan can be modified.
FROM 512 + FROM DIST 512 +

·c lUND
(I.lJ LSGG 1II1!I1il1il - - I 1411i1 I1ID (I.lJ LSGG 12 91S'/IIIIIII I1ID
(SPD) (SPDl 18
1St) (LIM) B~ 251!1 FLll!!l! lED 1St) O_IM) lED
a8/B5S'
(El
®
FRI
(LEVELl
uas
12 26S1 FL214
14 .67/ FL251!!
~
I!!!)
(El
®
FRI
UG5
WIL
97
10
-49 .
-as au '/0SB
I •
~
I!!!)
(m:J
1m
WIL
(TIC)
17
IS
.671 FLaao
"I FL3i1!
1'+
(mJ
11m
(m:J
1m
(TICI
IIGS
TRA
28
. .
-51! 311!!' /IiIBIiI
/
N
mID
11m
F·PLN page A F·PLN page B

JFMS-057
Entry of a New Waypoint or Navaid

1. F-PLN key .........••••.......••••....••••......••..•.. PUSH
- The F-PLN page is displayed.
2. Left LSK next to revise waypoint ......•...................... PUSH
- The LAT REV page is displayed (e.g.: push LSK 3L next to FRI).
3. New waypoint ••.... . . . . • . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER
- Type waypoint identifier (e.g. "HOC") in the scratchpad and push
LSK4L.
4. F-PLN DISCONTINUITY (if present) •.............•.......... CLEAR
- See below.
LAT REV FROK FRI TRA

4S4S.7N.l0t!J71S.5E
en;) STAR> am
(m;) <AIRWAY HOLD> (I!J
00 PROC T. lED
NEW WPT CO RTE
® a[ J [ la I!!!)
NEW RTE TO
(m:J FRI/C la Eml
!El eENABLE ALTN RETURN> ~
HOC LSGG
ern
mD
00
FROII
Lsss
(SPDI
(LIM)
FRI
45
DrST
17
·c
512 +
WIIID
12 318-/8el
- --/---
SS/1I58'
am
(I!J
lED
L- WIL
® HOC - - --'I-- I!!!)

me -F-PLN DISCONTINUITY-- Eml
1m WIL --
-_./-
t+
~
LSGG
JFM8-OSB

1.18.11
VERSION 03
PREFLIGHT ISSUE 001
Entry of a new waypoint that was not already in the flight plan causes a flight plan disconti-
nUity. Before clearing the discontinuity, it may be desirable to delete one or more way-
points (see below). When the new waypoint is already in the flight plan, all waypoints be-
tween the revise waypoint and the new waypoint are cleared automatically.
Deletion of a Waypoint or Navaid
1. F-PLN key ............................................. PUSH
- The F-PLN page is displayed.
2. CLR key ............................................... PUSH
- A "CLR" legend is displayed in the scratchpad, provided the
scratchpad was empty when the CLR key was pushed. Other-
wise, push the CLR key again.
3. Left LSK next to waypoint that is to be deleted .................. PUSH
- E.g.: Push LSK 6L next to WIL.
4. F-PLN DISCONTINUITY (if present) ......................... CLEAR
- See below.
..
ern
egg
SPD
(LIM)
FRI
DIST
38
44
'C
512
WIND
-e8 31B'/BS0
am
!mD
/,.,
00 (TIC) -51ll Sl1ll'/1l61ll rnm HOC
rn;)
tm
HOC
1
·
I •
---F-PLN DISCONTINUITY--
C!m
(MJ
@ TRA -S9 31,,-,a6e
N
rnm
JFMS·059
Clearing a F-PLN DISCONTINUITY

1. CLR key ............................................... PUSH
- A "CLR" legend is displayed in the scratchpad, provided the
scratchpad was empty when the CLR key was pushed. Other-
wise, push the CLR key again.
2. Left LSK next to F-PLN DISCONTINUITY ...................... PUSH
- E.g.: Push LSK 4L.
DIST
'C
512
WIND
..
CID FRI
44
-es SUS-/SBR! am
egg IT/C) -51l Sl1ll'/1l61l !mD
00
(!!;)
HOC
TRA
1/~2G
40 ·
-5B 310'/0S0
I • I1Bl
!!ID
(§h)
@
TGO
LBU
S5
37 ·· I •
I •
rnm
rnm
N
JFMS·060

1.18.11
SYSTEM DESCRIPTIONS
PAGE 7
VERSION 03
PREFLIGHT ISSUE 001
SID SELECTION I ENTRY

A Standard Instrument Departure (SID) can be selected and entered in the flight plan by
performing a lateral revision to the origin airport.
1. F-PLN key ............................................. PUSH
2. Left LSK next to origin airport ............................... PUSH
- E.g.: Push LSK 1L next to LSGG.
3. LSK 1L « SID) .............................. . . . . . . . . . .. PUSH
- The SID page is now displayed.
- Use th~ scrolling keys (t and .j.) to bring the desired SID into
view.
4. Desired SID .......................................... SELECT
- Push LSK next to desired SID, e.g. FRI6N (SL).
SID FROH LSGG SID FROH LSGG

SIDS RWYS SIDS RWYS
m:J EPLSA 85 (lI!J m:J FRISN <SEL> 85 (lI!J
TRANS REHAINING
(2lJ EPLSN 23 ~ (2lJ NONE RWYS ~
23
IKl FRISA ~ (mJ REHAINING ~
SIDS
~ FRISB rnD lID DIJSA rnD
em FRISN (mD 1m DIJSN (mD
cm:J RETURN> (mJ cm:J eINSERT RETURN> (mJ
t t
JFMS·061
S. Desired runway ....................................... SELECT

- Push LSK next to desired runway, e.g. RWOS (1 R).
6. Desired transition (if required) ............................ SELECT
- Push LSK next to desired transition.
7. LSK 6L (*INSERT) ...................................... PUSH
- This incorporates the selected SID, runway and transition in the
flight plan.
8. F-PLN DISCONTINUITY (if present) .....................•... CLEAR
SID FROH LSGG FROH 512 +

SIDS RWYS
m:J FRISN <SEL> <SEL>
TRANS
1115
EOSID
CIID ern RWB5
SPD
BBBB - 1 - - - - CIID
(2lJ NONE EBB5 ~ (2lJ (LIH) m5 25BI FL1BB ~
cm47'
IKl REHAINING REHAINING (mJ IKl SPR ms 2891 +7I11BB (mJ
SIDS RWYS FRISN
(!J:) DIJSA 23 C!!!J (!J:) FRI 12 • I FL218 C!!!J
(K) DIJSN ~ 1m (T/CI 19 .S71 FL311! ~
cm:J eINSERT RETURN>
t
em (gJ HOC 19 .681 FLaim
N
mID
JFMS·062
In the example the flight plan pages now display RWY OS as origin runway with a course of
047 0 flown to SPR. At SPR the aircraft is constrained at or above 7000 ft (+ 7000). From
SPR the aircraft will fly to FRI via FRI6N. FRI is the SID transition termination point. Since
FRI was already in the flight plan, a discontinuity is not inserted after the SID. In the LNAV
only configuration, the altitude constraints are displayed for pilot reference only.

1.18.11
SYSTEM DESCRIPTIONS
PAGE 8
VERSION 03
PREFLIGHT ISSUE 001
When an Engine Out SID (EOSID) compatible with the selected SID and runway is avail-
able in the navigation data base, it is automatically selected. The EOSID is automatically
displayed on the SID page (2R) after the SID and runway have been selected. The EOSID
can be reviewed during preflight and prior to reaching the EOSID diversion point, which is
the last common point of the SID and the EOSID. .
To review the EOSID:
1. ENG OUT key .......................................... PUSH
- The F-PLN page A is displayed with "*CONFIRM - EOSID -
CLEAR*" in line 2L-2R and the EOSID waypoints in 3L through
6L.
2. Scrolling keys (t and -1.) ••••••••••••••••••••••••••••••••••• PUSH
- This allows review of all waypoints in the EOSID.
- The last waypoint of the EOSID is followed by a discontinuity.
3. LSK 2R (CLEAR*) ....................................... PUSH
- The EOSID waypoints and the "*CONFIRM - EOSID - CLEAR*"
prompt are removed from the display. The normal F-PLN page A
is displayed.
TAKE-OFF DATA ENTRY

Take-off data can be entered on the Take-Off page. When DLINK is installed, the take-off
data may be uplinked. Take-off data entry is not applicable to the LNAV only configuration.
1. TO/APPR key ........................................... PUSH
- The Take-Off page is now displayed.
2. V1 ................................................. ENTER
- Type V1 value (e.g. "121") in the scratchpad and push LSK 1L, or
- Select V1 on the FMP.
3. VR ................................................. ENTER
- Type VR value (e.g. "121 ") in the scratchpad and push LSK 2L.
4. V2 ................................................. ENTER
- Type V2 value (e.g. "126") in the scratchpad and push LSK 3L, or
- Select V2 on the FMP.
5. Flap retraction speed (4L) ............................... CHECK
- The flap retraction speed may be changed if desired.
6. Green dot speed (VFTO, 6L) ............................. CHECK
- The green dot speed may be changed if desired, but FMS will not
use pilot entries into this field. FMS uses the AFCAS calculated
VFTO·
7. Thrust reduction altitude (2R) ...............•............. CHECK
8. Acceleration altitude (3R) ................................ CHECK
9. Engine out acceleration altitude (4R) ....................... CHECK
TAKEOFF
VI RHY T.O SHIFT
[IQ 121 115 SELECTa !lID
VR THR RED
em;) 121 291B mID
V2 ACCEL
(EJ 126 44U lID
FLP RETR EO ACCEL
I3J:) F=lSS 29U I!!!.l
(§bJ Ili!D
VFTO
(§bJ 0=16S APPROACH> lED
JFMS·063

PAGE 9
VERSION 03
PREFLIGHT ISSUE 001
FLIGHT PERFORMANCE MODE ENTRY

The performance mode that is to be used during flight (the strategic mode) can be se-
lected on the Mode page. When the pilot does not enter a performance mode, FMS de-
faults to the economy (ECON) mode. Performance mode selection is not applicable to the
LNAV only configuration.
1. MODE key ..•.•......•..••••....................••••... PUSH
- The Mode page is now displayed.
2. Strategic mode .•..•••.....•..••••.......••........... SELECT
- Push LSK 2L to select the ECON (economy) mode.
- Push LSK 3L to select the MIN FUEL (minimum fuel) mode.
- Push LSK 4L to select the MIN TIME (minimum time) mode.
ECON CL.B MIN TIME CL.B

COST INDEX COST INDEX
!IQ 10 AT DEST
!IKE EFOB
am !IQ 11!1
TIME
AT DEST
EFOB
am
1m ECON ""64 8.7 mm 1m oe;CON mm
~ *HIN FUEL rnBJ ~ >HIN FUEL rnBJ
(!l;) *HIN TI"E I!Bl (!l;) MIN TIME lilil5a a.6 IlID
~ ~ ~ ~
1m 11m 1m 11m
JFMS·064
DEPARTURE RUNWAY CHANGE

To change the departure runway, a lateral revision from the departure runway waypoint
should be performed.
1. F-PLN key .........••................••................ PUSH
2. Left lSK next to departure runway waypoint ••••.........•••.••. PUSH
- E.g.: Push LSK 1L next to RW05.
3. LSK 1L « SID) ......................................... PUSH
• The SID page is now displayed.
4. Desired runway ....................................... SELECT
- Push lSK next to desired runway, e.g. RW23 (3R).
5. Desired SID ••.........•••.................••••••..... SELECT
- Push lSK next to desired SID, e.g. FRI6A (3l).
6. Desired transition (If required) .••..........••............. SELECT
• Push lSK next to desired transition.
7. LSK 6L (*INSERT) ....•..•.............•.•.......•..•••• PUSH
• This inserts the selected runway and SID in the flight plan.

1.18.11
VERSION 03
PREFLIGHT ISSUE 001
SIDS
SID FROM LSGG
RWYS
FROM 512 ..
[IbJ DIJBA <SEL> 2S am [IbJ RW2S
C227'
1il958 121il/---- am
~ EPL6A REHAINING ISB.I ~ aVAIilS 59 144/ S160 ISB.I
RWYS C227'
rnhJ FRIBA 1il5 mID rnhJ aVAilS<- 1001 221/ 54GB mID
HB7"·
cro FRIBB ~ !!LJ INTCPT
(SPDI
0S 258/ FLB94 [!ID
tm FRI7JX (2!lJ 1m (LIM) 0S 25ill FL1illil (2!lJ
C0S0'
lID _INSERT RETURN>
l'
rnm lID SPRIil2 07 269/ FL178
+1'
rnm
JFMS-065
In the example the flight plan pages now display RWY 23 as origin runway, from which the
aircraft flies a course of 227 deg to GVA03 and GVA08, where it turns left to a heading of
070 deg. The aircraft then flies straight until it intercepts (INTCPT) a course of 050 deg to
SPR02. At SPR02 the aircraft follows FRI6A to FRI. Because the SID transition termination
point of FRI6A (FRI) is already in the flight plan, a discontinuity is not inserted and the orig-
inal waypoints prior to FRI are deleted from the flight plan.
GW, FOB AND CG UPDATE

When changes to the entered fuel, gross weight or center of gravity are required after en-
gine start, they can be performed on the Fuel Prediction page; INIT page B cannot be ac-
cessed after engine start. GW, FOB and CG updates are not applicable to the LNAV only
confIguration.
Assume for example that the aircraft gross weight is 34 500 Ib i.I.o 33 500 lb.
1. PROG key ............................................. PUSH
- The Progress page is now displayed.
2. LSK 2R (FUEL PRED » .................................. PUSH
- The Fuel Prediction page is now displayed.
3. Gross Weight (GW, 3L) ................................. ENTER
- Type GW value (e.g. "34.5") in the scratch pad and push LSK 3L.
ECON CLB 512 FUEL PREDICTION

CRZ MAX OPT AT GMT EFOB
[IbJ FLSIil
OFST
FLSB5
FUEL
am [IbJ EDDF Iil5B 4.S am
~ -r ] PRED> ISB.I rnhl ELLX S.S cmD
BRG /DIST 6W FOB
rnhJ 211-/2 TO LSGG mID rnhJ S4.5 S.IilIil/FF+FQ mID
RTE RSY/X CG
cro 4B15.8N/IilIilBIil7.7E
DIST DES
(!BJ cro il. 11/11. II
FINAL/TIME TEHP/TROPO
2S.11 (!BJ
(§g S12 TO DEST
A114.60 NAY
FORECAST>
A114.60
rnm (§g 1.0/1111SI1
EXTRA/TIME
-5il/S54ilil
CRZ WIND
(!!BJ
lID GVA-GVA I GVA-GVA rnm lID 2.3/0114 S1il-/il6il rnm
JFMS-066

PAGE 11
VERSION 03
PREFLIGHT ISSUE 001
POSITION CHECK I UPDATE

During preflight and during flight. the FMC oaloul~ted airoraft position oan be reviewed and
updated on the Progress page.
1. PROG key .•.••..•.•.•..••....•.•.•.....•••••.•••...... PUSH
2. Aircraft position (4L) ••..•......................••...•... CHECK
• If an update of the aircraft position is required:
3. LSK 4L ......••••...•................................. PUSH
- This freezes the displayed position.
- The aircraft position oan be updated without freezing the dis-
played position.
4. New aircraft position .••............•............••..... ENTER
- Type the new position (e.g. "4615.6N100607.7E") in the scratch-
pad and push LSK 4L.
5. LSK 4R (UPDATE*) .......•..............••••...••...... PUSH
The FMC calculated position is now updated.
ECOH CLB 512 ECON CLB ela

CRZ !IAX CPT CRZ MAX CPT
(iIJ FL910
OFST
FLSS5 FL955 am (iIJ FLa10
OFST
FLaG5 FL955 am
CW -[ l (!ID CW _[ l (!ID
BRB IDIS! BRG IDIST
I]!;) 207'/1
Pas FROZEN
TO LSGS rnm em;) 207'/1
PaS FROZEN
TO LSGS rnm
(!IJ 4615.1N/00607.4E (]ID ~ 4615.6N/0B607.lE UPDATE- (]ID
OlST DES nST DES
(m;) 912 Ta DEST FORECAST> em!] (m;) 912 TO DEST FORECAST> em!]
"114.GO NAV U14.GO AI14.GO NAV A1I4. SO
lID SVA GVA I GVA GVA
4S15.SN/BBS07.7E
mm lID GVA-GVA I GVA-eVA mm
JFMS'()67
When the TOGA triggers are aotivated for take-off, the FMC caloulated airoraft position is
automatically updated to the threshold (or 970 meters down the runway if TO SHIFT has
been selected) of the departure runway of the active flight plan.

PREFLIGHT VERSION 03
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.18.12
SYSTEM DESCRIPTIONS
PAGE 1
VERSION 03
TAKE-OFF AND CLIMB ISSUE 001
TAKE-OFF
The FMC transitions from Preflight to Take-off wh~n:
- the TOGA triggers are pulled, or
- the aircraft is airborne (no weight on wheels or ground speed above 100 kt), or
- the EPR is above 1.25.
The take-off flight phase of FMS operation is very short in time. Due to the critical nature of
this flight phase, it is generally impractical to change or adjust FMS operation.
If NAV is armed prior to take-Off, automatic engagement can be expected at 30 ft above
the runway or airport elevation.
If PROF is armed prior to take-off, automatic engagement can be expected at the thrust re-
duction altitude (EO ACCEL altitude for engine-out conditions).
Additional engagement conditions are described in chapter System Descriptions.
CLIMB
The Climb flight phase begins when the aircraft climbs above the thrust reduction altitude
with all engines operating and a speed (CAS) greater than VFTo. For engine-out operation,
the climb phase begins when the aircraft climbs above the EO ACCELL altitude. The climb
phase ends when the FMS top of climb (TIC) is reached.
During climb it may be desirable to make modifications to the flight plan. These modifica-
tions could be route changes or, when VNAV is available, climb performance and altitude
changes. A flight plan modification may also be made to adapt the flight plan to engine-out
operation.
ENGINE OUT CONDITION

When an engine out condition occurs and an Engine Out page is not displayed automati-
cally:
1. ENG OUT key .......................................... PUSH
LNAV + VNAV configuration:
- When an EOSID is available and the EOSID diversion point has not been passed, the
F-PLN page A is displayed; see Engine Out with EOSID.
- When an EOSID is not available or the EOSID diversion point has been passed, the
Mode page is displayed; see Engine Out without EOSID.
LNAV only configuration:
- When an EOSID is available and the EOSID diversion point has not been passed, the
F-PLN page A is displayed; see Engine Out with EOSID.
- When an EOSID is not available or when the EOSID diverSion point has been passed,
"NOT ALLOWED" is displayed in the scratchpad.
Engine Out with EOSID
The F-PLN page A displays the EOSID waypoints (3L through 6L) and "*CONFIRM -
EOSID - CLEAR*" in 2L-2R.
To confirm the engine out condition and the EOSID:
1. LSK 2L (*CONFIRM) .................................... PUSH
3. Cruise flight level (if incorrect) ............................ ADJUST

PAGE 2
VERSION 03
FROM 512 FRD" 512

em SPR --
""1" 2111 FL2"8 aID em SPR --
""1" 2111 FL2"8 (lID
1m _CONFIRM -EOSID -CLEAR- ~ 1m FRI IS 178/ FLlSB ~
CB81
@ FRI +
C241
rnm @ SPR 92 178/ 7BBB rnm
lID SPR 17""" (!ID lID HOLD R / 7SB0 (!ID
C227
em;) HOLD R 17""" mID em;) ---F-PLN DISCONTINUITY-- mID
lID ---F-PLN DISCONTINUITY-- mID (§iJ FRI 45 178/ FLI4B mID
N CRZ FL ABOVE MAX FL
JFMS·06B
To deny the engine out condition and clear the displayed EOSID:
1. LSK 2R (CLEAR*) ....................................... PUSH
Engine Out without EOSID
The Mode page displays "*CONFIRM ENG OUT CLEAR*" in 6L-6R.
To confirm the engine out condition:
1. LSK 6L (*CONFIRM) .................................... PUSH
To deny the engine out condition:
1. LSK 6R (CLEAR*) ....................................... PUSH
Restoring Dual Engine Calculations
When dual engine operation is restored, the engine out condition of FMS should be
cleared to restore dual engine performance calculations. This is not applicable to the
LNAV only configuration.
1. ENG OUT key .......................................... PUSH
- The Mode page with "*CONFIRM ENG OUT CLEAR*" in 6L-6R
is displayed.
2. LSK 6R (CLEAR*) ....................................... PUSH
- The engine out condition is now cleared.
CLIMB PERFORMANCE CHANGE
The performance mode for the entire flight can be changed on the Mode page; see Flight
Performance Mode Selection in subsection Preflight.
The climb performance mode can be changed on the Tactical mode page. Tactical mode
selection is not applicable to the LNAV only configuration.
1. TACT MODE key ........................................ PUSH
- The Tactical Mode page is now displayed.
2. PRED TO (prediction to) altitude ........................... CHECK
- Change the PRED TO altitude if desired: Type new PRED TO alti-
tude in the scratch pad and push LSK 1R. The PRED TO altitude
must be lower than the cruise altitude.
3. LSK next to desired climb performance mode .................. PUSH
- Push LSK 2L to select the active strategiC mode.
- Push LSK 3L to select the MAX CLB (maximum climb) tactical
mode.
- Push LSK 4L to select the SPD (speed) tactical mode.

1.18.12
VERSION 03
• If the displayed tactical speed is not satisfactory:

4. Tactical speed ........................................ ENTER
- Type desired tactical speed value (e.g~ "240") in the scratchpad
and push LSK 4L.
- Minimum tactical mode speed is 1.3 Vs or VBUFFET.
- Maximum tactical mode speed is 0.77 MACH or 320 KCAS or
VCRZ.
CLB CLB
PRED TO PRED TO
[IIJ
GMT
FLalB
DIST
am [IIJ
GMT
FLalB
DIST
am
egg ECON ""19 88 rnm egg ECON ""19 88 rnm
~ -MAX CLD BB2B 62 mID ~ _MAX CLD BB2B 62 mID
SPD SPD
(EJ [ J (!!!J [EJ _240 (!!!J
~ _CLB DERATE
TURD SPD
em ~ _CLB DERATE
TURD SPD
em
00lJ 25B em 00lJ 25B em
24"
JFMS·069
ENTRY OF CLIMB CONSTRAINTS

The climb path can be modified to meet pilot or ATC requirements via entry of speed. alti-
tude or time constraints at waypoints. Entry of constraints is also possible in the LNAV only
configuration. but for pilot-reference only.
Entry of a Constraint
1. F-PLN key ............................................. PUSH
2. Right LSK next to waypoint at which constraint is desired .......... PUSH
- The VERT REV page is now displayed.
3. Constraint ........................................... ENTER
- Speed constraint: Type speed in the scratch pad and push LSK
2L.
- Altitude constraint: Type altitude in the scratchpad and push LSK
3L (AT OR ABOVE). 4L (AT) or 5L (AT OR BELOW).
- Time constraint: Type time in the scratchpad and push LSK 2R.
• If "*CLB DES*" is displayed in 6L-6R (FMS cannot determine whether
the entered altitude constraint is a climb constraint or a descent
constraint):
4. LSK 6L (*CLB) or 6R (DES*) .............................. PUSH
- Push LSK 6L to make the entered altitude constraint a climb con-
straint.
- Push LSK 6R to make the entered altitude constraint a descent
constraint.

1.18.12
VERSION 03
VERT REV h T SPRIil2

EFOB-4.0 EXTRA-O.S
.. VERT REV AT SPRIil2
EFOS-4.0 EXTRA-O.S
+
!JI) aID !JI) aID
SPD 6HT
(@ IIIC J [ J. ~ (@ ~
AT OR ABOVE
(E) IIIC 1
AT hL.T CLB SPI) L.IH
rnm (E) rnm
(!1;) a[ J 250/FL11il1iia (SID (!1;) I!ID
AT OR BELOW AT OR BELOW
me a[ J rnm me FL171il rnm
tEJ RETURN> mID tEJ .CLB DES. mID
FL171il
JFMS'070
Alternative altitude constraint entry:

1. F-PLN key ............................... 4 • . . . . . . . . • • •. PUSH
2. Altitude constraint value .......•......................... ENTER
- Type altitude constraint value in the scratchpad. Add a If + If for an
AT OR ABOVE constraint. Add a "- If for an AT OR BELOW con-
straint (e.g. "1_ FL170").
3. Right LSK next to desired waypoint •...•............•••...... PUSH
- The constraint is now entered at the desired waypoint.
FROM
C227·
612 .. FROH
ella?-
512 ..
0tJ GV""e" 1il1il1il4 1621 59"" aID 0tJ GVAIile.. 01il1il4 le21 591il" aID
He7"- H070·
(@ INTCPT 06 250/ FL0as tmJ (@ INTCPT 86 200/ FL0a5 ~
(SPDl (SPDl
(E) (LIM)
C8S"-
0S 25ill FLlIil" rnm tEl (LIM)
CBe,,-
06 2501 FL11il1il rnm
!!Q SPRIil2
FRI6A
10 2S9/ Fl1S1 I!ID !!Q SPRIil2 10 2ss/-FL171il I!ID
FRI6A
rnb) FRI 16 • I FL264 IMl 1m FRI 16 • I FL259 IMl
mid (TIC) 19 .671 FLS11il
1'40
rmD (K) (TICI 211 .671 FL911il
1'40
1M!
1-17"
JFMS'071
The cruise flight level can be changed similarly by entering an altitude constraint at the
Top of Climb (TIC) waypoint.
Alternative speed constraint entry:
1. F-PLN key ..............•.............•.......•.......• PUSH
2. Speed constraint value ...............•...........••..•.. ENTER
- Type speed constraint value (e.g. "269") in the scratchpad.
3. Right LSK next to desired waypoint .......•..........••...... PUSH
- The constraint is now entered at the desired waypoint.
Deletion of a Constraint
1. F-PLN key .........•••........••.....•.••..•...••••.... PUSH
2. Left LSK next to waypoint at which a constraint should be deleted ••. PUSH
3. Contraint •.••.•.......•••••...•....•.•.....•••........ CLEAR
- Push LSK 1L (CLR SPD) to clear a speed constraint.
- Push LSK 6L (CLR ALT) to clear an altitude constraint.
- Push LSK 1R (CLR TIME) to clear a time constraint.

1.18.12
SYSTEM DESCRIPTIONS
PAGE 5
VERSION 03
DIRECT-TO FUNCTION
When the aircraft is cleared to fly directly to a certain waypoint, the FMS flight plan can be
modified accordingly via the direct-to function.
Airline options 1 and 2:
1. DIR key ............................................... PUSH
2. Direct-to waypoint ..................................... ENTER
- Type waypoint identifier (e.g. "SPR") in the scratchpad and push
LSK 1L; or,
- If the direct-to waypoint is in the flight plan, scroll the waypoint into
view and push the left LSK next to it.
512
~ffi'
DIR TO
em .[ J
CB!5"·
aID
~ SPRI!I2
FRISA
U12 27B/ FL2B~ rnm
~'':,'"
00 FRI 19 247/ FL29S (]BJ
(!bJ (TIC) 19 2441 FL291!1 !!ID
(gJ
1m
HOC
TRA
SPR
2~
30
.ss/
2401 .
FL29B
N
rnm
[§BJ
JFMS·072
Airline options 3, 4, 5, 6 and 8:

1. DIR key ............................................... PUSH
2. Direct-to waypoint ..................................... ENTER
- Type waypoint identifier (e.g. "SPR") in the scratchpad and push
LSK 1L; or,
- If the direct-to waypoint is in the flight plan, scroll the waypoint into
view and push the left LSK next to it.
3. Direct-to leg .......................................... CHECK
- The direct-to leg is displayed on the ND as a yellow dashed line.
4. LSK 1L ............................................... PUSH
- This confirms the direct-to leg and inserts it in the flight plan.
512 FRI
DIR TO
em .SPR aID PSPR
~
00
(!bJ
CEI!5"·
SPRI!I2
FRISA
FRI
BIBS
15
278/ FL177
2S2/ FL2S3
rnm
(]BJ \,'/
SOFT DIR TO FUNCTION
,,
,,
(TIC) IS 2471 FL291!1 !!ID
(gJ
1m
HOC
TRA
22
27
.6~/
2471 .
FL29B
N
rnm
rnm
l
JFMS·073

1.18.12
VERSION 03
The flight plan page now displays a Turn Point (T-P) as the FROM waypoint followed by the
direct-to waypoint ("SPR" in the example). Because SPR was not in the flight plan already,
it is followed by a F-PLN DISCONTINUITY. The original waypoints are displayed below the
discontinuity. It may be desirable to delete some waypoints before deleting the disconti-
nuity. In the example it is desirable to delete "SPR02". After deleting SPR02 and the dis-
continuity, the flight plan is continuous from the turn point to SPR, to FRI etc.
FROM 512 ..
(ID T-P 0"''''8 2891 FL1"'B I1!ll
~ SPR 12 269/ FL211 rnm
lID (TIC) 18 2441 FL29'" mID
(!L) FRI 18
.
245/ FL29a IJID
rn.bl
@
HOC
TRA
25
sa
• I
2441 . 1'01.
mID
mID
JFMS·074
COURSE-TO-FIX FUNCTION
For airline options 3, 4, 5 and 8, the pilot can specify the course at which a fix is to be in-
tercepted.
1. DIR key ............................................... PUSH
2. Fix and course to fix .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. ENTER
- Type waypoint identifier and course (e.g. "SPRl058") in the
scratchpad and push LSK 1R.
3. Direct-to leg and course to fix ............................ CHECK
- The ND displays the direct-to leg and the course to fix as yellow
dashed lines.
4. LSK 1R ............................................... PUSH
- This confirms the course to fix and inserts it in the flight plan.
- Clear the F-PLN DISCONTINUITY, if present.
• If "NOT ON INTCPT HEADING" is displayed in the scratchpad:
5. AFCAS NAV mode ................................. DISENGAGE
6. Aircraft heading ...................................... CHANGE
- Change the aircraft heading (e.g. via AFCS heading select) to a
heading that intercepts the inbound course to the fix.
7. AFCAS NAV mode .................................... ENGAGE
8. LSK 1R ............................................... PUSH
- This confirms the course to fix and inserts it in the flight plan.
- Clear the F-PLN DISCONTINUITY, if present.

1.18.12
SYSTEM DESCRIPTIONS
PAGE 7
VERSION 03
512 FRI
DIR TO INTC FIX/CRS
.SPR SPR/"5S·. 'INBOUND ~
cess·
SPR"2 OBBS .7BI FLI77 COUR~SE /~;V-SPR
FRI6A /'
FRI 15 .6l!1 FL.6S
/// / SPRil2
(T/CI 16 .471 F1..29il
HOC .2 .651 FL.9S ,/
TRA .7 .471 •
'No
JFMS-07S
FROH 512 .. ,~~ /FRI

T-P "ililS 2S91 FL1ilS
L
rn;)
1m SP"5S B9 2691 FLI57
SPRl!I2
(.m;] SPR 13 .691 FL21.
!El ---F-PLN DISCONTINUITY--

(gJ SPRil2 14 .691 FL.27
tm (T/CI 18 .441 FL29"

'No
JFMS-076
The flight plan page now displays a Turn Point (T-P) as the FROM waypoint followed by the
fix ("SPR" in the example)_ Because SPR was not in the flight plan already, it is followed by
a F-PLN DISCONTINUITY_ The original waypoints are displayed below the discontinuity. It
may be desirable to delete some waypoints before deleting the discontinuity. In the
example it is desirable to delete ISPR02". After deleting SPR02 and the discontinuity, the
flight plan is continuous from the turn point to SPR, to FRI, etc.

TAKE-OFF AND CLIMB VERSION 03
ISSUE 001
INTENTIONALLY
LEFT
BLANK

PAGE 1
VERSION 03
CRUISE ISSUE 001
GENERAL
The Cruise flight phase begins when the aircraft reaches the cruise altitude, provided the
cruise altitude is equal to the FMP clearance altitude.
A cruise performance mode change can be performed on the Tactical Mode page, similar
to a climb performance change (see subsection Take-Off and Climb). The performance
mode for the entire flight can be changed on the Mode page (see subsection Preflight).
STEP CLIMB OR DESCENT

To save cost (fuel and/or time) or to meet ATC requirements, the pilot may insert a step
climb or a step descent in the flight plan. The step can be inserted at the FMC calculated
optimum point or at any pilot selected waypoint in the cruise portion of the flight plan. Entry
of step climbs and descents is not available in the LNAV only configuration.
Step at optimum point (FMC-calculated):
1. F-PLN key ............................................. PUSH
- The FROM waypoint should be displayed in 1L.
2. Right LSK next to FROM waypoint (LSK 1R) .................... PUSH
3. LSK 5R (STEP PRED > ) .................................. PUSH
- The Step Prediction page is now displayed.
4. STEP TO FL ......................................... ENTER
- Type the flight level to which the aircraft should step (e.g. "350")
in the scratch pad and push LSK 1L.
- The step flight level should be within 8000 ft above or below the
present cruise altitude and is limited by descent constraints.
5. Wind at step flight level ................................. ENTER
- Type wind direction and speed (e.g. "290/100") in the scratchpad
and push LSK 2L.
The FMC now calculates the optimum step point and the predicted effect of the step on
fuel, time and cost.
STEP AT OPT PT STEP AT OPT PT

STEP TO FL TIME/DIST STEP TO FL TIME/DIST
em FLSS"
WIND AT FL
---1---- !lID em FLSS"
WIND AT FL """41 2" !lID
em 290-/100 (EBJ em 290-/100 (EBJ
lm
FUEL TIHE COST
em lm PREDICTED AT BB~5 GHT
FUEL TIHE COST
em
~ I!RI (!b) SAVED SAVED SAVED I!ID
----- ----- ----- 0.1 0""S S.97-
em;) ~ em;) ~
lID RETURN> rnm lID -INSERT RETURN> rnm
JFMS·077
In the example, the optimum step point is 20 nm, or 4 minutes, away from the present air-
craft position. The step saves 0.1 tonnes of fuel and 3 minutes flight time, which together
represent a cost saving of 5.9 per cent.

1.18.13
VERSION 03
CRUISE ISSUE 001
Step at any cruise waypoint (pilot-selected):

1. F-PLN key ............................................. PUSH
2. Right LSK next to desired step waypoint ..................•.... PUSH
- Scroll waypoint into view first, if necessary.
3. LSK 5R (STEP PRED > ) .................................. PUSH
- The Step Prediction page is now displayed.
4. STEP TO FL ......................................... ENTER
- Type the flight level to which the aircraft should step (e.g. "350")
in the scratchpad and push LSK 1L.
- The step flight level should be within 8000 ft above or below the
present cruise altitude and is limited by descent constraints.
5. Wind at step flight level ................................. ENTER
- Type wind direction and speed (e.g. "290/100") in the scratchpad
and push LSK 2L.
The FMC now calculates the predicted effect of the step on fuel, time and cost.
NOTE: While the FMC is calculating the predictions, an other page can be
accessed. Once predictions are available, "STEP PRED AVAIL-
ABLE" is displayed in the scratch pad. The predictions can be re-
viewed on the Step Prediction page.
• If the displayed predictions for fuel, time and cost are satisfactory:
1. LSK 6L (*INSERT) ................................•..... PUSH
- This inserts the step in the flight plan.
2. FMP clearance altitude ................................. ADJUST
- Once the step is inserted the FMP clearance altitude should be
adjusted to allow the aircraft to perform the step.
- Step climb: Increase the FMP clearance altitude to the step flight
level. "IMM CLB*" is displayed on the flight plan page (1R). Se-
lection initiates an immediate climb.
- Step descent: Decrease the FMP clearance altitude to the step
flight level. "IMM DES*" is displayed on the flight plan page (1R).
Selection initiates an immediate descent.
FROH 512 ..
II!J FRI ""16 INN CLB. (]RJ
lID (SIC) SS .SSI FL2SS !lID
1m HOC S2 .SSI FLSIS cml
(EJ TRA SS .721 FLS45 (!!!)
(g) (TIC)
UG5
37 • I FL851i! rnm
rn.bl TGO 45 • / FLa5B mID
1'010
JFMS·078

1.18.13
VERSION 03
CRUISE ISSUE 001
FUEL AND TIME PREDICTIONS

FMC fuel and time predictions can be reviewed during flight. The secondary flight plan
should be used to evaluate the effect of flight plan revisions on fuel and time. Fuel and time
predictions are not available in the LNAV only configuration.
Fuel and Time Predictions at a Waypoint
FMC time predictions are displayed on the F-PLN page A. Fuel predictions at any waypoint
in the active flight plan can be reviewed on the VERT REV page.
1. Right LSK next to a waypoint ............................... PUSH
- Push the right LSK next to the waypoint for which display of the
fuel predictions is desired (e.g. "FRI").
- FMC predictions for Estimated Fuel On Board (EFOB) at the way-
point are displayed in 1L.
- FMC predictions for the fuel left upon reaching the destination
(EXTRA) are displayed in 1R.
VERT REV AT FRI

EFOB-5.e EXTRA-e .S
m;) CI!!l
rng ~
mIl ~
DES SPD LIM
I3I:J e5B/FLIBS- (!ID
(m STEP PRED> IE!)
(g) RETURN> mID
JFMS·079
Fuel and Time Prediction at Destination and Alternate

FMC fuel and time predictions for the destination airport and for the alternate airport can
be reviewed on the Fuel Prediction page.
1. PROG key ............................................. PUSH
2. LSK 2R (FUEL PRED > ) .................................. PUSH
- The Fuel Prediction page is now displayed.
FUEL PREDICTION
AT GMT EFOB
m;) EDDF B1BS 4.1 CI!!l
rng ELLX a.2 ~
6W FOB
mIl aa.l 4.S5/FF+FQ ~
RTE RSV/X
I3I:J B.B/B.B (!ID
FINALITIME TEMPITROPO
em;) l.s/BB8B ---/854BB CID!l
EXTRA/TIME CRZ WIND
(g) e.e/BISS -_./--- mID
JFMs·oao
Fuel and time predictions for the destination may also be reviewed on the Mode page.

SYSTEM DESCRIPTIONS
1.18.13
PAGE 4
VERSION 03
CRUISE ISSUE 001
Secondary Flight Plan Fuel and Time Predictions

To enable fuel and time predictions in the secondary flight plan, the active flight plan
should be copied to the secondary flight plan.
1. SEC F-PLN key ......................................... PUSH
- The Secondary Index page is now displayed.
2. LSK 3L (COPY ACTIVE) ................................... PUSH
- The active flight plan is copied to the secondary flight plan.
The secondary flight plan can now be modified to evaluate the effect of flight plan modifica-
tions on fuel and time. The performance mode for the secondary flight plan can also be
changed.
The secondary flight plan can be displayed via the "< SEC F-PLN" prompt in 2L of the
Secondary Index page. Revisions of the secondary flight plan are performed similar to re-
visions of the active flight plan.
The Secondary Mode page can be displayed via the "MODE>" prompt in 3R of the Sec-
ondary Index page.
To review the fuel and time predictions for the secondary flight plan:
1. SEC F-PLN key ......................................... PUSH
- The Secondary Index page is now displayed.
2. LSK 2R (FUEL PRED » .................................. PUSH
- The Secondary Fuel Prediction page is now displayed.
SEC INDEX SEC FUEL PREDICTION

CO RTE/FLT FROMI TO AT TIHE EFOB
em [ ]I[ 1 [ lIt
FUEL
[IID em EDDF 111158 a.II [IID
lID <SEC F-PLN PRED> ~ lID ELLX 2.11 ~
GW FOB
tm COPY ACTIVE MODE> ~ tm 411.7 4.911/FF+Fll ~
RTE RSV/f. CD
(EJ I!!!l (EJ 11.11/11.11 2a.II I!!!l
FINALITIHE TEHPITROPO
(g) rnm (g) B.9/1111all
EXTRAITIHE
-50/a541111
CRZ WIND
rnm
1m rnm 1m 1.119938 al11·/11611 rnm
JFMS·OBl

1.18.13
SYSTEM DESCRIPTIONS
PAGE 5
VERSION 03
CRUISE ISSUE 001
LATERAL OFFSET ENTRY

A lateral flight plan offset can be entered on the P.rogress page.
Airline options 1 and 2:
1. PROG key ............................................. PUSH
2. Offset ............................................... ENTER
- Type offset distance and direction (e.g. ilL10" for 10 nm left of
original flight plan) in the scratchpad and push LSK 2L. Maximum
offset is 99 nm.
\
\
ECON CRZ 512 \
CRZ HAX OPT
IlIJ FL35111 FL365 FL345 am " LBU
~
OFST
L11il
FUEL
PRED> ern ,~
BRG IDIST 'TGO
rnm
~/
00 229'/121 TO LSGG
(!!;) 4737.8N/IilI1lB13.5E (!ID
DIST DES
1m 165 TO DEST FORECAST> em //"
A114.3S NAY A114.3S " ORIGINAL FLIGHT PLAN
(g) TRA-TM R/I TM-TM I]!!J
¢"~~;RA
HOC
JFMS·OB2
After entry, the aircraft immediately turns to intercept the offset flight plan. The original flight
plan is displayed as a dashed line on the NO.
Airline options 3, 4, 5 and 6:
1. PROG key ............................................. PUSH
2. Offset ............................................... ENTER
- Type offset distance and direction (e.g. 110L" for 10 nm left of
original flight plan) in the scratchpad and push LSK 2L. Maximum
offset is 99 nm.
3. Offset flight plan ....................................... CHECK
- The offset flight plan is displayed on the NO as a dashed line.
4. LSK 2L ............................................... PUSH
- This confirms the offset and incorporates it in the flight plan.
\
\
ECON CRZ 512 \
\
CRZ HAX OPT \
(lQ FL351il FL365 FL345 cmJ \
~
OFST
-l1ilL
FUEL
PRED> mID
,
\
BRG IDIST OFFSET FLIGHT PLAN: TGO

(K) 229'/121 TO LSGG em!]
~,/
lEI
(m;)
(mJ
4737.8N/I1II1IB13.5E
DIST DES
165 TO DEST FORECAST>
A114.3S NAY
TRA-TRA R/I TRA-TRA
A114.3S
(!!!J
rnm
em ",
" "
,," ORIGINAL FLIGHT PLAN
HOC
JFMS·083
After the offset is confirmed, the aircraft turns to intercept the offset flight plan. The original
flight plan is now displayed as a dashed line on the NO.

PAGE 6
VERSION 03
CRUISE ISSUE 001
AIRWAY ENTRY
Airways, or segments of airways, can be incorporated in the flight plan via the Airway
page.
1. Left LSK next to revise waypoint ............................. PUSH
- The revise waypoint (e.g. FRI) should be on the desired airway.
- The LAT REV page is now displayed.
2. LSK 2L «AIRWAY) ...................................... PUSH
- The Airway page is now displayed.
3. Airway .............................................. ENTER
- Type the identifier of the desired airway (e.g. "UG60") in the
scratch pad and push LSK 1L.
4. Next airway (if desired) ................................. ENTER
- Type the identifier of the next airway (e.g. "UA98") in the scratch-
pad and push LSK 2L.
- The FMC automatically identifies the intersection of the two air-
ways (ZUE in the example). If the airway intersection is not a way-
pOint in the navigation data base, the FMC creates a waypoint
(e.g. "XUG6" or "AX01").
5. Airway termination point ................................. ENTER
- Type the identifier of the airway termination point (e.g. "TGO") in
the scratchpad and push LSK 2R.
6. LSK 6L (*INSERT) ...................................... PUSH
- This incorporates the selected airways in the flight plan.
VIA
AIRWAYS FROH FRI
TO CB~B'
512 ..
em UGSIil
VIA
ZUE
TO
IIBJ em SPRIil2
FRISA
---/+FLIil81il IIBJ
1m UA98
VIA
TGO (]BJ 1m FRI
UGSB
---/------ (]BJ
rID [ 1 rnm rID WIL
UGSB
---/------ rnm
!El (!BJ !El ZUE
UAS8
--/----- (!BJ
(§!J ~ (g) TGO
UG31
---/----- ~
IE:) -INSERT RETURN> em IE:) LBU ---/----
1"-1-
em
JFMS'084
BEARING I DISTANCE TO
The bearing and distance to any runway, waypoint or navaid in the navigation data base
can be reviewed on the Progress page.
1. PROG key ............................................. PUSH
2. Runway, waypoint or navaid to which BRG/DIST are desired ..... ENTER
- Type waypoint or navaid identifier in the scratch pad and push
LSK3R.

PAGE 7
VERSION 03
CRUISE ISSUE 001
ECON CLB 512 ECON CLB 612

CRZ HAX OPT CRZ HAX OPT
(IQ FL911i!
OFST
FL965 FL955 am (IQ FL911i!
OFST
FL9G5 FL955 am
~ .[ l
DRG /DIST
rnm ~ .[ l
DRG /DIST
rnm
cm;) ---·1--- TO [ rnm cm;) 292·/1 TO LSGG rnm
tID 4615.1N/Ii!Ii!GIi!7.7E C!ID tID 4615.1N/Ii!Ii!GIi!7.7E C!ID
DIST DES DIST DES
(m:J 911 TO DEST FORECAST>
A114. so NAY A114.S0
em (m:J 911 TO DEST FORECAST>
Al14.60 NAY A114.60
em
rnbJ GVA-GVA I
LSGG
GVA-GVA rnm rnbJ GVA-GVA I GVA-GVA rnm
JFMS-085
The bearing and distance to the entered waypoint or navaid are now displayed in line 3l-
3R.
NAVAIO MONITORING I TUNING I OESELECTION

During flight, the Progress page allows the pilot to monitor which navaids are tuned for dis-
play at the ND and the RMI. If desired, the pilot can manually tune or deselect a navaid.
Navaid Tuning
Navaids are normally tuned by the FMCs (automatic tuning). The pilot can tune a navaid
via the CDU (remote tuning) or via the VORIDME panel (manual tuning).
Remote navaid tuning:
1. PROG key ........•.................................... PUSH
2. Navaid to be tuned by on side VORIDME receiver ............. ENTER
- Type navaid identifier (e.g. "STR") in the scratchpad and push
lSK 6L.
3. Navaid to be tuned by offside VORIDME receiver .............. ENTER
- Type navaid identifier in the scratchpad and push lSK 6R.
- The frequency of the tuned navaid is now displayed with a leading
"R" to indicate that it is a remotely tuned navaid.
ECON CRZ 512

CRZ HAX OPT
[ID FL951i! FL9G5 FL951i! aID
OFST FUEL
[W .[ l PRED> 1m!
DRS /DIST
mtJ 229·/121 TO LSGG rnm
(EJ 4737.9N/Ii!Ii!B19.5E C!ID
DIST DES
[g) 165 TO DEST FORECAST> ~
NAY A114. ao
(.m;:) ~M~s¥; R/I TRA-TRA [mJ
JFMS-086
When "TUNE NNN - FFF.FF" (e.g. "TUNE FFM - 114.20") is displayed in the scratchpad,
this navaid should be tuned manually or remotely. Manual tuning is performed by dialing
the navaid frequency "FFF.FF" on the VORIOME panel. Remote tuning is performed by
entering the navaid identifier "NNN" on the Progress page, as described above.

1.18.13
VERSION 03
CRUISE ISSUE 001
Navaid Deselection
Any navaid in the navigation data base can be deselected for use in FMC position calcula-
tions and for display at the ND and the RMI. Only one navaid can be deselected; deselec-
tion of a navaid allows the FMC to use the previously deselected navaid again.
To deselect a navaid:
1. REF key ............................................... PUSH
- The REF INDEX page is now displayed.
2. LSK2R (NAVAIDS» ..................................... PUSH
- The Navaid page is now displayed.
3. Navaid to be deselected ................................ ENTER
- Type navaid identifier in the scratch pad and push LSK 4R.
To restore a deselected navaid:
1. REF key ............................................... PUSH
2. LSK 2R (NAVAIDS» ..................................... PUSH
- The Navaid page is now displayed.
3. CLR key ............................................... PUSH
- The "CLR" legend should now be displayed in the scratchpad. If
not, clear the scratch pad first and then push the CLR key again.
4. LSK 4R ............................................... PUSH
DESCENT FORECAST ENTRY

To enhance the accuracy of FMS descent path calculations, the forecasted winds for the
descent should be entered well before reaching the top of descent (TID).
1. PROG key ............................................. PUSH
2. LSK 5R (DES FORECAST» ..............................• PUSH
- The Descent Forecast page is now displayed.
3. Altitudes and winds .................................... ENTER
- Type the altitude and the wind direction and speed (e.g.
"FL100/2801045") in the scratchpad and push LSK 2L.
- Repeat for 3L and 4L, if required. After each entry the lines are
automatically sorted in order of descending altitude.
4. Wind at destination airport (ground level) .................... ENTER
- Type wind speed and direction (e.g. "2501015") in the scratchpad
and push LSK 5L. The destination airport (e.g. "EDDF") cannot
be changed here.
DES FORECAST DES FORECAST

ern ALl / WIND
CI!!) ern ALl / WIND
CI!!)
rn!d [ JI[ J'/[ J mID rn!d FL11!I!/2BI!'/I!45 mID

(EJ [ J/[ J'/[ J rnm (EJ 51!I!0/260'/025 rnm
(!Q JI[ J'/[ J ~ (!Q JI[ J'/[ J ~
mg EDDF /[ J'/[ J rnm mg EDDF /250'/015 rnm
mg rnm mg rnm
JFMS·087

1.18.13
VERSION 03
CRUISE ISSUE 001
STAR SELECTION I ENTRY

A Standard Terminal Arrival Route (STAR) can be selected and entered in the flight plan
via the STAR page. This page also allows selection and entry of profile descents, ap-
proach transitions, approaches (ILS or non-precision) and runways for the destination air-
port.
A STAR should be entered by performing a lateral revision to the waypoint at which the
STAR starts.
1. F-PLN key ............................... . ............. PUSH
2. Left LSK next to any waypoint (not the FROM waypolnt) ........... PUSH
- Push the left LSK next to any waypoint (not the FROM waypoint)
short of the destination, e.g. LBU (4L).
3. LSK 1R (STAR» .......................... . ............. PUSH
- The STAR page is now displayed.
4. Desired STAR . . . ............. . ... .. . .... . ... ........ . SELECT
- Push the left LSK next to the desired STAR, e.g. ALB1A.
5. Desired approach ................ . .. . .. . . .. .. . ... . . . .. SELECT
- Push the right LSK next to the desired approach, e.g. ILS25R.
6. Approach transition (if required) ....... . ....... . ........... SELECT
- Push the left LSK next to the desired transition.
7. LSK 6L (*INSERT) ........ . ......... . ................... PUSH
- This incorporates the selected STAR, approach and transition In
the flight plan.
NOTE: It does not matter whether the desired approach or the desired
STAR is selected first. Upon selection of an approach, the LH side
of the page will only show the compatible STARs and vice versa.
STAR TO EDDF STAR TO EDDF

STARS APPRS STARS APPRS
rn:J ALB1A ILSil7L am lID ALB1A <SEL> <SEL> ILS25R
TRANS
am
(2tl ERL1A ILSil7R mm [m NONE REKAININB
APPRS
mm
(m:J FUL1A ILS25R (EJ rng RE"AINING ILSil7L (EJ
STARS
I!I:J LBU1A VOR25L C!BJ I!I:J ERL1A ILSil7R C!BJ
!mJ NTI11A il7L cmJ 1m FUL1A VOR2!5L cmJ
[iC RETURN> cm!.J [m;) _INSERT RETURN> cm!.J
t t
JFMS·088
After clearing the discontinuity. the selected STAR and approach in the example take the
aircraft from LBU to ALB (the first waypoint of the STAR). The STAR continues to WUR,
PSANB and CHA. From CHA the aircraft flies a course of 341 deg to CHA11 (where the
aircraft should be above 4000 ft) and then turns to a heading of 281 deg. The aircraft then
flies straight until it Intercepts the 251 deg radial of FMM9. FMM9 is the starting point of the
ILS approach to runway 25R. The aircraft should fly over FFM9 at an altitude of 4000 ft and
at a speed of 200 kt. From FFM9 the aircraft flies a course of 251 deg to the outer marker
(OM25R) and the runway (RW25R). while maintaining a 3.0 deg descent path.

SYSTEM DESCRIPTIONS
1.18.13
PAGE 10
VERSION 03
CRUISE ISSUE 001
The missed approach legs are also displayed: In case of a missed approach the aircraft
continues to fly at a course of 251 0 to FWNB and then continues to fly at a heading of 251
deg until reaching an altitude of 4000 ft. The aircraft then turns left and flies towards CHA.
From CHA a new approach can be tried. In the LNAV only configuration, the speed and al-
titude constraints are displayed for pilot reference only.
ALBIA
512 .. NI
mJ WUR BIB5 27BI FL22S aID

ALBIA
egg PSANB
(SPDl
!B • / FLI1S em
tm (LIM)
ALBIA
II 25"1 FL1"" rnm
(!C CHA la 25BI FLB71 [!RJ ALB
ca41'
rng CHA11
H281'
16 2B2/+ 4"ilil rnm
rng INTCPT 16 1891 4BBB mID
N
H2BI'
512 .. NI
mJ INTCPT BII6 1891 4BB0 aID
C2:51·
egg FFMS
C251'
17 2ilill 4"ilil
-a.B·
em
tm OM25R
C251'
20 1511 lSSil
-a.B'
rnm
(!C RW25R 22 1291 ISSil [!RJ
C251'
rng FWNB
H251'
---1------ rnm
rng 4ililil" ---1------ mID
N
JFMS-OB9
DECELERATION
When the FMP clearance altitude prohibits the aircraft to descend along the defined de-
scent path (e.g. when the FMP clearance altitude has not been lowered prior to reaching
the top of descent (TID) because of ATC restrictions), "DECEL*" is displayed on the flight
plan page (1 R). This allows the pilot to select the Deceleration situational mode. The De-
celeration situational mode is not available in the LNAV only configuration.
The deceleration mode decelerates the aircraft to the green dot speed (VFTO). The pilot
should select the deceleration mode in order to minimize the deviation from the original
descent path.
1. LSK 1R (DECEL*) ....................................... PUSH
SECONDARY FLIGHT PLAN ACTIVATION

Activation of the secondary flight plan is only possible when the secondary flight plan con-
tains at least one waypoint and, when NAV is engaged, the first leg of the secondary flight
plan is identical to the active leg of the active flight plan. If those legs are not identical,
NAV should be disengaged to enable activation ofthe secondary flight plan.
1. SEC F-PLN key ......................................... PUSH
- The SEC INDEX page is now displayed.
2. LSK 6L (*ACTIVATE) ........................•........... PUSH
- This activates the secondary flight plan.

1.18.14
VERSION 03
DESCENT ISSUE 001
GENERAL
The Descent flight phase extends from the top of. descent (TI D) to the point where the flaps
are extended.
A descent performance mode change can be performed on the Tactical Mode page , simi-
lar to a climb performance mode change (see subsection Take-Off and Climb). The per-
forman ce mode for the entire flight can be changed on the Mode page (see subsection
Preflight).
Descent constraints (altitude, speed, time) can be entered via a vertical revision to a way-
point in the descent portion of the flight plan , similar to entry of climb constraints (see sub-
section Take-Off and Climb).
HOLDING
Only holding patterns with pilot-controlled termination can be selected or defined via the
Holding page. Any type of holding pattern can be modified on the Holding page , but all
become holding patterns with pilot-controlled termination after modification .
Holding Pattern Selection I Definition
A holding pattern can be inserted at any waypoint in the flight plan by performing a lateral
revision to that waypoint. A holding at the present position can be entered by performing a
lateral revision to the FROM waypoint.
1. F-PLN key ... ... .... .. . . . . .. .. .... . . . . . . . . . . PUSH
2. Left LSK next to way point at which holding pattern is desired PUSH
- E.g., push LSK 2L next to "WUR".
3. LSK 2R (HOLD» .. . . ...... . ... .. . .. ... . ... . ..... .. ..... PUSH
- The Holding page is now displayed.
4. Inbound Course (INS CRS) .. .. .. .... .. . . ....... ....... .. CHECK
- Type inbound course (e.g. "310") in the scratchpad and push
LSK 1L if the displayed inbound course is not satisfactory.
5. Turn direction (TURN) .... . ...... . . . ........ .. .. .. . . . CHECK
- Type turn direction ("L" or "R " ) in the scratchpad and push LSK
2L if the displayed turn direction is not satisfactory.
5. Time (TIME) or distance (DIST) ...... ..... . . . . .. . . . CHECK
Type time (minutes) or distance (nm) in the scratchpad and push
LSK 1 R if the displayed value for time or distance of one holding
patterns leg is not satisfactory. Entry of only one parameter is
allowed, the other is calculated by the FMC.
Default time is 1.0 minutes below 14 000 ft and 1.5 minutes above
14000 ft.
7. LSK 5L (*INSERT) ....... ..... ... ... .. ..... . . .. .. . . ... . . PUSH
- This inserts the holding pattern in the flight plan.

PAGE 2
VERSION 03
DESCENT ISSUE 001
HOLD AT WUR FROM 612 +

INB CRS TlME/DIST
(IlJ 3111'
TURN
-.-1 3.6
REVERT TO
CII!I IE) ALB
A~BIA
111137 IHH EXIr. am
1m R DATABASE ~ 1m WUR e6 271/ F~UI ~
TRIP ~ I MIT GMT /FUE~ ~IMIT HO~D
(EJ B.2 ----1---- ~ (EJ HOLD R 112BS SPEED ISS ~
RTE RSV/X A~ TN/FUE~ call'
1m II.B/B.B NONEI 11.11 C!I!J 1m WUR 56 271/ F~291 C!I!J
FINA~ITIME A~BlA
tm I.B/IIIISII (2BJ [m PSANB BlBI 271/ F~I66 (2BJ
(SPDI
lID -INSERT RETURN> IE) (m;J (LIHI 8S 261111 FL1111111 IE)
N
JFMS·090
The holding parameters oan be ohanged baok to the original values (DATABASE or COM-
PUTED) by pressing LSK 2R (REVERT TO).
Holding Pattern Exit
Up to three minutes prior to holding pattern entry the "IMM EXIT*" prompt Is displayed on
the flight plan ,page (1R) and, in the VNAV + LNAV oonfiguratlon, the airoraft begins to de-
oelerate to the holding pattern speed.
Exit holding pattern:
1. LSK 1R (lMM EXIT*) ..................................... PUSH
- When seleoted prior to holding pattern entry, the airoraft will fly to
the holding pattern fix and then oontinue the flight plan. The hold-
ing pattern Is automatically deleted from the flight plan.
- When selected while flying the holding pattern, the airoraft will im-
mediately turn to the holding fix and exit the holding pattern at the
holding fix. The "RESUME HOLD*" prompt is now displayed on
the flight plan page until the holding fix is passed. Selection rein-
serts the holding pattern and displays "IMM EXIT*" again.
When a holding pattern is inserted In the flight plan less than three minutes before reach-
ing the holding fix and PROF is engaged, a high speed entry can be expected. High speed
entry results in an "ADD DRAG" message on EFIS. Use the speed brake to deoelerate the
airoraft.

1.18.14
VERSION 03
DESCENT ISSUE 001
PROCEDURE TURN
A procedure turn can be defined manually via tQe Procedure Turn page, which requires
entry of an outbound course, an inbound course and an inbound distance. A procedure
turn can be entered at any waypoint in the flight plan, except the FROM waypoint and the
active procedure turn fix.
1. F-PLN key ............................................. PUSH
2. LSK next to waypoint at which the procedure turn is desired PUSH
- E.g., push LSK 2L next to "FFM9".
3. LSK 3R (PROC T» ...................................... PUSH
- The Procedure Turn page is now displayed.
4. Outbound course (OUTS CRS) ............................ ENTER
- Type outbound course (e.g. "026") in the scratchpad and push
LSK 2L.
5. Inbound distance (INS D1ST) ............................. ENTER
- Type inbound distance (e.g. "5") in the scratchpad and push LSK
3L.
6. Inbound course (INS CRS) ............................... ENTER
- Type inbound course (e.g. "251 ") in the scratch pad and push
LSK4L.
7. LSK 6L (*INSERT) ...................................... PUSH
- This incorporates the procedure turn in the flight plan.
PROC T AT FFM9
CID
aUTB CR5
am
OUTBOUND em 1112S-
INB DI5T
mID
COURSE 00 5.111 (:mJ
INB CR5
rn;) 251- I!Bl
(§g rnm
rng -INSERT RETURN> rnm
JFMS·021
The manually inserted procedure turn is followed by a F-PLN DISCONTINUITY. This dis-
continuity cannot be cleared via the CLR key. To make the flight plan continuous, the pilot
has to perform a direct-to revision when the aircraft is on the inbound course to the proce-
dure turn fix.
Discontinuity clearing after procedure turn:
1. DIR key ............................................... PUSH
2. Next waypoint (generally the first waypoint after the discontinuity) .. ENTER
- Push left LSK next to the waypoint the aircraft should fly to; or,
- Type identifier of next waypoint in the scratch pad and push LSK
1L.
3. LSK 1L ............................................... PUSH
- This confirms the direct-to leg, which is only required in airline
options 3, 4, 5, 6 and 8.

1.18.14
VERSION 03
DECSENT ISSUE 001
FMS applies a 210 kt speed constraint to all procedure turns retrieved from the navigation
data base (e.g. procedure turns contained in a company route or a STAR). Manuallyen-
tered procedure turns do not have this speed constraint, but upon entry a "CHK PROC
TURN SPD" message is displayed in the scratchpad. If required, the pilot can enter a
speed constraint at the procedure turn fix. In the LNAV only configuration, entry of a speed
constraint is possible, but for pilot reference only.
ALTERNATE DIVERSION
1. F-PLN key ............................................. PUSH
2. Left LSK next to desired revise waypoint ...................... PUSH
- Push the left LSK next to the waypoint from which the alternate
diversion is desired (e.g. "PSANB").
3. LSK 6L (*ENABLE ALTN) ................................. PUSH
- The "*ENABLE ALTN" prompt is only displayed when an alter-
nate destination exists in the flight plan.
4. F-PLN DISCONTINUITY .................................. CLEAR
- More than one discontinuity may exist.

PAGE 1
VERSION 03
APPROACH AND GO-AROUND ISSUE 001
The Approach flight phase begins when the flaps are extended and ends when the aircraft
is on the ground and the engines are shut down.
APPROACH
ILS approach
The FMS can be used for ILS approaches available in the navigation data base (see chap-
ter Flight Techniques). The FMS will guide the aircraft to the localizer beam and, in the
VNAV + LNAV configuration, the glide slope intercept altitude. To enable the autopilot to
capture the localizer and the glide slope, the APP (LAND) p/b at the FMP should be
armed. When the localizer is captured, the NAV mode disengages. When the glide slope
is captured, the PROF mode disengages.
Non-Precision Approach
The FMS can be used for published non-precision approaches available in the navigation
data base or as constructed by the pilot (see chapter Flight Techniques). The FMS will
guide the aircraft to the localizer beam or VOR radial and, in the VNAV + LNAV configura-
tion, the initial approach altitude. To enable the autopilot to capture the localizer or the
VOR radial, the V/L p/b at the FMP should be armed. When the localizer or VOR radial is
captured. the NAV mode disengages.
The Minimum Descent Altitude (MDA) can be entered and confirmed on the Approach
page.
1. TO/APPR key .... " ..................................... PUSH
- The Approach page is now displayed.
2. Minimum Descent Altitude (MDA) .......................... ENTER
- Type altitude (e.g. "550") in the scratch pad and push LSK 5R.
3. LSK 6R (FINAL APPR*) .................................. PUSH
- Selection of "FINAL APPR*" confirms the MDA and allows the
aircraft to descent below the FMP clearance altitude.
APPROACH
LANDING LW= ae.s
em CONFIG
VFTO
CIID
lID .es 0=161 ~
1m 42
FLP RETR
em
CEI VAPp-122 F=128 (!Bl
WIND CORR
(g) B HDA= 55111 ~
(2!J <GO AROUND FINAL APPR. rnm
JFMS'091
NOTE: The FMS will not level off the aircraft at the MDA. The pilot should manually disen-
gage PROF and continue the approach, or perform a go-around.

1.18.15
VERSION 03
APPROACH AND GO-AROUND ISSUE 001
GO-AROUND
When a go-around is initiated via the TOGA triggers, the FMS will continue the lateral path
to the destination runway. The cruise altitude is redefined and will as a result differ from the
FMP clearance altitude. "CHECK ALTITUDES" is consequently displayed in the scratch-
pad.
1. FMP clearance altitude ................................. ADJUST
Upon sequencing the destination runway, the cruise altitude is automatically set to the hig-
hest of:
- destination altitude + 10000 ft; or,
- FMP clearance altitude; or,
- highest altitude constraint in the missed approach legs.
FMS will now fly the lateral and, in the VNAV + LNAV configuration, the vertical missed
approach path, provided NAVand PROF are reengaged.

1.18.16
SYSTEM DESCRIPTIONS
PAGE 1
VERSION 03
DONE ISSUE 001
TRANSITION TO DONE
The FMS transitions to the Done flight phase wh~n the aircraft is on the ground (weight on
wheels) and both engines are shut down (fuel flow less than 220 Ib/hr or 100 kg/hr).
The Aircraft Status page is automatically displayed, the route and flight specific data is
cleared and FMC default values are recalled. Any CDU button push causes transition to
the Preflight flight phase.
SECONDARY FLIGHT PLAN

If the first leg of the secondary flight plan is not identical to the active leg of the active flight
plan when the FMS transitions to Done, the secondary flight plan is retained. This allows
the pilot to plan the next flight prior to landing. The secondary flight plan can be copied to
the active flight plan (see subsection Cruise) during the preflight flight phase of the next
flight.
IRS MONITORING
During take-off and upon touch down the FMC calculated position is updated to the runway
threshold, representing the actual aircraft position. The IRU positions are compared to the
FMC calculated position at these two moments. The difference represents the drift rate of
the IRU. The drift rate of each IRU can be reviewed on the IRS Monitor page.
The IRS Monitor page also displays the residual ground speed, provided the aircraft is sta-
tionary after landing
1. REF key .................. _............................ PUSH
2. LSK 5L « IRS MONITOR) ................................. PUSH
- The IRS MONITOR page is now displayed.
MAINT IRS MONITOR

(ljJ SELF TEST am em DRIFT RATE GS
am
(m:J ANN TEST ~ em IRUl 1.8 1 ~
WJ <TEST PATTERN KEY TEST> ~ WJ IRU2 2.1 a ~
rn:J t!!!l rn:J t!!!l
cm:J <IRS MONITOR [ ]
DATA BASE FKI988S811
rnm (gJ rnm
tm TRANSMIT RECEIVE " mID (2g RETURN> mID
JFMS-092

DONE VERSION 03
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.18.17
SYSTEM DESCRIPTIONS
PAGE 1
VERSION 03
ADDITIONAL INFORMATION ISSUE 001
CDU MESSAGES
This paragraph lists all available scratch pad messages. There are two types of messages;
Type I messages are less important than Type II messages.
Type I messages are messages that are displayed as a direct result of a pilot action (e.g.
"NOT ALLOWED"). Type I messages are not annunciated by the MSG annunciator light
and are displayed regardless of the contents of the scratchpad. They can be cleared via
the CLR key.
Type II messages are annunciated by the MSG annunciator light on the CDU and by a
blue "MSG" annunciation on the ND of the EFIS. The message is only displayed in the
scratchpad when the scratchpad empty. Until then, the message is stored in memory. The
memory can contain a cue of up to five messages, which must be cleared one at a time. A
pilot entry overwrites a Type II message, but the message will reappear once the scratch-
pad is empty again. Most messages are cleared automatically when they no longer apply.
All messages can be cleared via the CLR key, except the "PLEASE WAIT" message.
Scratchpad messages applying to DLiNK are listed separately. The DLiNK messsages
and the messages marked with a "#" are not available in the LNAV only configuration.
CDU MESSAGE LIST
Text Definition
AAAAA OUT OF RANGE # Entry or calculation is not within allowable range.

(AAAAA - Block, ZFW, TOGW or GW)
Type II Autoclear
AHRS ONLY NAVIGATION Aircraft position has not been updated by VHF navaids
for more than 2 1/2 minutes in cruise or within 2 minutes
(1 min Basic) in terminal area.
AlC STATUS MISMATCH Applicable during dual system initialization.
Type II
AlC POSITION INVALID Aircraft position is invalid during HOLD or DIRECT TO
Type I operation.
ADD DRAG # Displayed when speed brakes are required to regain the
(EFIS ONLy) descent path or help control to the desired FMS speed.
ALIGN IRS Request to align IRU's.
Type II Autoclear
ALT CSTRS DELETED # All F-PLN altitude constraints above the EO maximum
altitude are deleted.
Type II Autoclear
ALTERROR XXXXX ± # Autoclear, altitude constraint at waypoint will not be met
NNNN and will have an error of ± NNNN feet. Plus (+) is high;
minus ( -) is low. (XXXXX - Waypoint ident where error
occurs; NNNN - Magnitude of error in feet)
Type II Autoclear
ALTN F-PLN CLEARED Alternate flight plan has been cleared to give priority to
the active flight plan due to the memory capacity limit.
Type I
BUTTON PUSH IGNORED FMC cannot process button pushes when computations
are underway.
Type I

PAGE 2
VERSION 03
CDU MESSAGE LIST (cont'd)
Text Definition
CANCELLING OFFSET Offset route will be cancelled at the next waYPoint.
Type II Autoclear
CHECK ALTITUDES # An altitude conflict exists where the FMP CLR ALT,
altitude constraint, or CRZ ALT are incompatible and
expect the aircraft to go in different directions.
Type II Autoclear
CHECK ALT CSTR - # An inconsistent altitude constraint eXIsts at waypoint
WPT01 WPT01. WPT01 - name of constrained waypoint
(maximum 5 characters)
Type I
CHECK DATA BASE CYCLE Data on AIDS page is not within the effectivity dates of
the active data base.
Type II Autoclear
CHECK PROC TURN SPD # Pilot entered procedure turn without entry waypoint
speed constraint. Aircraft speed not constrained.
Type I
CLB ALT CSTRS DELETED # Alternate flight plan is enabled before destination
resulting in deletion of the altitude constraints during
climb. Also occurs if descent path is intercepted before
all climb constraints are sequenced.
Type II Autoclear
CLOCKS DO NOT MATCH Time difference between the two clocks is greater than 2
minutes.
Type II Autoclear
CLOCKS INVALID All time predictions are expressed in time to go.
Type II Autoclear
CRZ ALT INVALID # The automatic flight system has transitioned to the
descent phase before reaching the CRZ FL
Type II Autoclear
CRZ FL ABOVE MAX FL if A cruise flight level has been set above the maximum
flight level.
Type II Autoclear
CRZ LESS THAN 15 MIN if The cruise portion of flight is less than 15 minutes but
more than 5 minutes.
CRZ LESS THAN 5 MIN if The cruise portion of flight is less than 5 minutes and the
step climb or new CRZ ALT will not be allowed.
DEAD RECKONING NAV Inertial and radio systems are invalid. Aircraft position is
approximated from last valid aircraft position.
Type II Autoclear
DEFAULT STATE ASSUMED Initialization is based on default values only.
Type II Autoclear

1.18.17
SYSTEM DESCRIPTIONS
PAGE 3
VERSION 03
Text Definition
DISCONTINUITY AHEAD Route discontinuity will be encountered in less than 30

seconds.
Type II Autoclear
ENTRY OUT OF RANGE Pilot entry is outside of the allowable range of the
parameter.
Type I
FMC POSITION MISMATCH Aircraft position difference greater than 5 nautical miles
exists between the two FMC's when operating dual.
Type II Autoclear
F-PLN FULL Flight plan revision exceeds FMC capacity.
Type I
F-PLN STEP REMOVED # FMP setting is not compatible with inserted altitude step
or applicable waypoint has been deleted.
Type II Autoclear
F-PLN WPT/NAV RETAINED Attempt to erase a pilot-defined waypoint or navaid
reference which is in the active flight plan.
Type I
FORMAT ERROR Entry of a parameter is attempted in the wrong field or
typed with the wrong format.
Type I
GROSS WEIGHT # Gross weight difference greater than 1 tonne exists
MISMATCH between the two FMC's when operating dual.
Type II Autoclear
INDEPENDENT OPERATION Results when computations of the two FMC's are not
within allowable differences.
Type II Autoclear
INITIALIZE COST INDEX # Cost index has not been defined at engine start.
Type II Autoclear
INITIALIZE CRZ FL # Cruise altitude has not been defined at engine start.
Type II Autoclear
INITIALIZE WEIGHTS # Weights have not been defined at engine start.
Type II Autoclear
INITIALIZE ZFWCG # ZFW CG has not been defined at engine start.
Type II Autoclear
INIT NC POSITION New LAT/LONG entered on PROG page (AHRS only).
Pressing right LSK updates aircraft position (AHRS) to
position on PROG page.

PAGE 4
.. ~ VERSION 03
Text Definition
IRS ONLY NAVIGATION Aircraft position has not been updated by VHF navaids
for more than 10 minutes in cruise or within 2 minutes in
Type II Autoclear terminal area.
LESS DRAG (EFIS ONLy) # Appears when speed brakes are deployed and speed is
10 knots below the descent speed target.
Type II Autoclear
LIST OF TWENTY IN USE Attempt has been made to enter more than 20 new
waypoints or navaids into the data base when all 20
have been used in the active flight plan.
Type I
LOW POS ACCURACY Navigation position has been degraded for more than 30
seconds en route by an error greater than 4 nm and by
acceptable limits in the terminal area. Check navigation.
NEW CRZ ALT - HHHHH # The cruise altitude has been automatically changed to
HHHHH to remove inconsistency.
Type I
NO DESTINATION The FMC cannot accept descent constraints because a
destination has not been defined.
Type I
NO EOSID Appears when the ENG OUT key is pushed while there
is no EOSID available or while a SID is not inserted into
the F-PLN.
NOT ALLOWED Attempt has been made to enter a forbidden action.
Type I
NOT IN DATA BASE The identifier of the entry is not in the data base.
Type I
NOT ON INTCPT HEADING The aircraft was not on an intercept heading when
activation of a course to a fix was attempted.
Type I
PLEASE WAIT CDU keys are inactive awaiting resynchronization of the
FMC·s.
Type II Autoclear
RADIO ONLY NAVIGATION Inertial reference position data is not available.
Type II Autoclear
REF NAVAID DESELECTED The approach flight plan requires a navaid that has
been deselected by the flight crew.
Type II Autoclear
REF NAVAID UNTUNABLE The selected navaid cannot be tuned.

1.18.17
VERSION 03
Text Definition
REPR-XXXNM- # Alert that cabin repressurization adjustment is required

BEFORE-TID XXX nautical miles from top of descent in anticipation of
high rates of descent.
Type (( Autoclear
SEC F-PLN CLEARED Secondary flight plan has been cleared to give priority
to active and alternate flight plans due to memory
Type I capacity limit.
SENSOR IS INVALID # Applicable to fuel quantity or fuel flow sensor selection
for fuel on board computation.
Type I
SPD LIM EXCEEDED # Indicates that airspeed is exceeding the speed
restriction below the speed transition altitude.
Type (( Autoclear
SPLIT IRS NAV 2 IRU Configuration - Either IRU's fail the comparison
test, the FMC uses onside IRU data.
STEP PRED AVAILABLE # Informs crew that FMC step altitude predictions have
been completed, enabling crew to return to page that
displays impact of step change and act accordingly.
Type (( Autoclear
TIME CSTR REMOVED # Time constraint has been automatically deleted.
TIME ERROR XXXXX ± # Time constraint at waypoint XXXXX will not be met and
HHMM will have an error of ± HH hours and MM minutes. Plus
( + ) is late; minus ( - ) is early.
Type (( Autoclear
TUNE AAA - FFF.FF The Navaid required to compute radio position. Either
on side navaid for the specified leg is not being tuned or
the navaid in the message is best suited for
DME/Bearing calculations. Manually tune navaid.
(FFF.FF - frequency of navaid)
UPDATE AlC POSITION Position update (AHRS only) initialization used after pilot
entry of position, runway update, or long power
transient.
VERIFY AlC POSITION A difference greater than 12 nautical miles exists
between the average IRS aircraft position and the radio
updated aircraft position.
Type (( Autoclear

PAGE 6
VERSION 03
DLiNK CDU MESSAGE LIST *
Text Definition
DLiNK PERF DATA FMC has received a DLiNK uplink containing valid
performance data.
Type II
DLiNK ROUTE DATA FMC has received a DUNK uplink containing valid F-
PLN route data.
Type I)
DLiNK TAKEOFF DATA FMC has received a DLiNK uplink containing valid take-
off data.
Type II
DLINK WIND DATA FMC has received a DLINK uplink containing valid wind
data inserted into the selected F-PLN.
This message is optionally changed to DUNK

WINDITEMP DATA to reflect the addition of temperature
data.
Type I)
BUSY-WAIT FOR READY Attempted initiation of a downlink on the DLINK or
TAKEOFF page while the FMC to MV DLINK link is in
use transmitting a prior message.
Type II Autoclear
INVALID DLINK DATA Attempted DLINK uplink failed (wrong data, out of range
values, errors, etc.)
Type I)
RWY NOT IN F-PLN Attempted runway entry without an origin airport.
Type I) Autoclear
WY NOT IN F-PLN/DBASE Runway is not formal in the navigation data base and
will not be entered into the F-PLN.
Type II Autoclear
SID REMOVED SID is not compatible with the flight plan entered
runway.
Type I)

1.18.17
:1 VERSION 03
NAVAID I WAYPOINT FORMAT

This paragraph lists the formats in which pilot-entered and data base-entered navaids and
waypoints can appear in the flight plan.
Pilot-entered Navaids I Waypoints
CDU Display Example Comments

WPT FRI When first line is blank, a direct leg is assumed.
AWY UG5WIL If defined as part of a terminal area procedure or airway,
WPT that procedure name is displayed.
PDNN PD01 Along track offset waypoint defined by pilot. Input as a
(TRAI-10) Place I Distance. NN is the defined waypoint sequence
number.
PBDNN PBD02 Place I Bearing I Distance waypoint defined by pilot.
(TRAl360/17) NN is the defined waypoint sequence number.
LLNN LL03 The waypoint was a LAT/LONG (4730.3N/0081 0.1 E)
input by the pilot. NN is the defined waypoint sequence
number.
HOLD L HOLDR XXX is the inbound course to the holding pattern fix. L is
C>O(){· C310· direction of bank (L-Ieft, R-right). WPT is the holding
WPT WUR pattern fix which may be a fixed waypoint or T-P.
PROCT PROCT Previous waypoint is where the turn is started.
MANUAL MANUAL
Data Base-entered Navaids I Waypoints

PROCT Previous waypoint is where the turn is done.
INTCPT
CXXX· XXX is the defined course.
WPT
HXXX· XXX is heading - NAV is DME station, DD is DME
NAV/DD distance.
DDNAV DD is the distance of the arc. NAV is the navaid the arc
WPT is defined from. WPT is the terminating waypoint.
HOLDL L is direction of bank. (L-Ieft, R-right) HHHHH -
HHHHH terminating altitude.
HOLDL L is direction of bank (L-Ieft, R-right)
WPT
HXXX· XXX is heading. HHHHH - terminating altitude.
HHHHH
HXXX· XXX is heading. RRR is Radial from WPT.
WPTRRR
HXXX· H070· XXX is heading. The follOwing leg defines the intercept
INTCPT INTCPT termination.

SYSTEM DESCRIPTIONS
1.18.17
PAGES
VERSION 03

HXXXO XXX is heading.
MANUAL
WPTXXX XXX is course from the previous waypolnt. HHHHH is
HHHHH terminating altitude. WPT is the first three characters of
the ident of the fixed waypoint from which the course is
defined.
WPTXXX XXX is the course. The course is MANUAL from the
MANUAL previous waypoint. WPT is the first three oharaoters of
the ident of the fixed waypoint from whioh the oourse is
defined.
LABEL Conditional HHHHH is the conditional altitude termination. LABEL is
HHHHH altitude as defined for the assooiated leg termination.
termination
T·P T·P Displayed only as the FROM waypoint exoept in the
case of HOLD at present position where it may also be
displayed as the aotive waypoint.
PPOS ! Present Displayed as the FROM waypoint if the NC is in a
Position discontinuity and does not meet the criteria for activation
on the next leg.

1.19.00
AFCAS
VERSION 01
CONTENTS ISSUE 002
1.19.01 General
- System Overview
1.19.02 Automatic Flight Control System

- General
- AP Engagement I Disengagement
- Side-In-Control Reference Table
- AP/FD Modes
- Flight Mode Panel
- Control Wheel
- Thrust Levers
- Autoland Caution Lights
1.19.03 Autothrottle System

- General
- Engagement and Disengagement
- Functional Aspects
- Flight Mode Panel
- Thrust Levers
1.19.04 Flight Envelope Protection

- General
- Minimum Speed Protection
- Maximum Speed Protection
- Excessive Vertical Speed Protection
- Flight Path Angle Protection
- Altitude Alerting
1.19.05 Flight Mode Annunciation

- General
- Vertical Modes
- Lateral Modes
- Status Annunciation
- Annunciation of Abnormal Flight Situation
- Mode Failures
1.19.06 Flight Augmentation System

- General
- Yaw Damping and Turn Coordination
- Stabilizer Trim
- Control Wheel

1.19.00
AFCAS
VERSION 01
CONTENTS ISSUE 002
1.19.07 Windshear Detection and Recovery *

- Detection
- Annunciation
- Recovery
1.19.08 Steep Approach *

- General
- Steep Approach p/b

1.19.01
AFCAS
VERSION 01
GENERAL ISSUE 001
SYSTEM OVERVIEW AFCAS control panels are the Flight

Mode Panel (FMP) at the glareshield, the
The aircraft is equipped with an Auto- Flight Augmentation Panel (FAP) at the
matic Flight Control and Augmentation overhead panel and the Thrust Rating
System (AFCAS) which can control the Panel (TRP) at the pedestal. Autopilot
aircraft in pitch, roll, yaw, speed and disconnect buttons and stabilizer trim
thrust. switches are installed at the control
AFCAS consists of three subsystems: wheels. Autothrottle disconnect buttons
- The Automatic Flight Control System and TOGA (Take-Off Go-Around) triggers
(AFCS), which provides Flight Director are incorporated in the thrust levers.
(FD), Autopilot (AP) and altitude alert AFCAS receives information from FMS
functions. and from various flight and navigation
- The Autothrottle System (ATS) , which data systems such as IRS (or AHRS)
provides for automatic thrust control ADC, ILS, VOR, RA and TCAS *. More-
and speed protection. over, AFCAS monitors the aircraft con-
- The Flight Augmentation System figuration, the engines and the hydraulic
(FAS), which provides for yaw damping and bleed-air systems.
and stabilizer trim. AFCAS failures will be detected and rele-
AFCS, ATS and FAS operate in c!ose vant alerts will be presented.
conjunction with each other. CalculatIOns
are done by two or three * Flight Con- AFCAS maintenance is done with a
trol Computers (FCC) and one Flight Maintenance Control Computer (MCC)
Augmentation Computer (FAC). and an AFCAS Maintenance Panel
Flight Mode Annunciations (FMA), FD (AMP). The MCC stores fault messages
steering commands, and speed and alti- from the FCC's and the FAC. The AMP is
tude reference data are displayed to the located at the observer's station.
pilot via the Electronic Flight Instrument
System (EFIS).

AFCAS PAGE 2
GENERAL VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.19.01
AFCAS
VERSION 01
GENERAL ISSUE 001
FUNCTIONAL DIAGRAM (DUAL FCC)
FLIGHTINAV DATA SYS. FMS. AlC CONF & SYS STS

I
I
I III -
I
FMP
• I
I
AP DISC
l- -
I
•--
TOGA
TRIGGERS
I
I
III
I
ATDISCITLA
I=. -<
I -
L
TRP
• I FAP
l--
FCC 1 .. --.. FCC 2
FAC
1 AT 1
1 STAB TRIM 1
1 YAW DAMPER I
---..1
---..1
1
ELEVATOR
RUDDER
AILERONS
g-
1
1
EFIS1
-r, -c:J
I FWC
I"
MFDS
JAFC-001

1.19.01
AFCAS
VERSION 01
GENERAL ISSUE 001
FUNCTIONAL DIAGRAM (TRIPLE FCC * )
I FlIGHTINAV DATA SYS. FMS. AlC CONF & SYS STS

I
I I
J
I
FMP
I- -
I
~ APDISC
I- -
I
TOGA
TRIGGERS
l=-
I
ATDISCfTLA
l -
I
TRP
J- -
I FAP
I-
FCC 1
.. ~
FCC 3
~
~
FCC 2
~ FAC
I AT
I
1 STAB TRIM
I
1
1 YAW DAMPER
1
1
--..1
3-
ELEVATOR
I
I RUDDER
I
I
--..1 AILERONS
I
c:J-f-c:J I FWC
1
+
MFDS
JAFC-002

1.19.01
AFCAS VERSION 01
GENERAL ISSUE 001

CONDITION(SI I ALERT LEVEL ANNUNCIATIONS

r----------------~
AFCAS SYSTEM
FAULT DETECTED"
1I _
~
!~/ AFCAS MAINT
REaD
II
~--------~ I_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
z z z
...
l:> iii
0
f
0
I:>
Z
III
II:
~
...e;
~ ~ ~ ~
~
0
0
I:>
z
III
.
~
. l- :I: I- Z
u
..
I- >< >< I-
U
III
'"
II: t:::; 0 8 8 0 ::>
'" :i
III ii: ~ 0
II> ~ ~ ~ ~
0
I-
0
~

AFCAS PAGE 6
GENERAL VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

AFCAS PAGE 1
AUTOMATIC FLIGHT CONTROL SYSTEM VERSION 02
ISSUE 001
GENERAL automatically. Engaging the AP served by

the operative FCC remains possible.
The Automatic Flight Control System (AFCS)
has 3 functions: Controls and Indicators
- FD guidance. The Flight Mode Panel (FMP) has controls to
- AP control. engage an AP, to switch either FD on and off,
- Altitude alerting. to select the Flight Path Vector (FPV) display
All calculations for these 3 functions are instead of the FD display, and to select AFCS
done by two or three * identical Flight Con- modes, speed, altitude, heading and bank
trol Computers (FCC). AFCS output signals limit. The FMP also has an AP disconnect
are routed to EFIS, to dual aileron, rudder bar to alternatively disengage the AP (the AP
and elevator AP servos, to the FWC and to is normally disengaged via disconnect but-
FMS. tons at the control wheels). To select the
The AP servos are connected to the flight TOGA mode for FD and AP, TOGA triggers
control system by means of slipclutches, are installed at the thrust levers.
which enable the flight crew to overpower a The EFIS presents the flight modes (FMA),
jammed servo motor. steering guidance, reference speeds,
The forces associated with overpowering are selected altitude data and the relevant failure
significantly higher than the normal control flags.
forces. Detected AFCS failures are presented by the
Flight Control Computers FWC at the MFDU's. Loss of (or reduced *)
autoland capability is indicated by two AUTO-
The FCC's are the heart of the system. They LAND caution lights which are installed at
provide AP control, FD guidance, altitude the glareshield. The lights can be depressed
alerting and the FCC's calculate the refer- to reset.
ence speeds for display at the PFD's. For this
purpose the FCC's use inputs from several AP ENGAGEMENT / DISENGAGEMENT
flight deck controls, the flight and navigation
data systems, aircraft systems and FMS. The AP can be engaged when in the air. Nor-
Normally the FCC's use onside data e.g. mally the AP at the side of the pilot flying is
FCC 1 uses data from FMS 1 and FCC 2 engaged.
uses data from FMS 2. When during take-off below 1500 ft AGL
FCC 1 serves FD 1 and AP 1, FCC 2 serves AP 1 or AP 2 engage button is depressed,
FD 2 and AP 2. Each FD provides display of both AP's will engage in the TO mode. Upon
steering commands at the onside PFD. The leaving the take-off mode (e.g. by selection
third FCC provides a fail operational AFCS of the LVLCH mode), the selected AP will
capability in the most critical flight phases, remain engaged.
which are take-off, go-around and landing. Before take-off a NO AP BELOW 500 FT
An FCC failure will cause the onside FD to alert is displayed at MFDS if AP engagement
fail. During manual flight with FD on, this during take-off would result in single AP
condition is displayed to the pilot by: engagement.
- Disappearance of the FD command When the AP is engaged while not in the
bar(s). take-off mode or above 1500 ft AGL, AP 1
- An amber FD flag at the PFD. engages when AP 1 p/b is depressed and
- An amber FAULT light in the onside FCC AP 2 engages when AP 2 p/b is depressed.
source select p/b. The AP will now engage in the basic modes:
- A level 1 alert at MFDS. vertical speed and heading hold.
Steering guidance from the offside FD can Upon LAND capture the second AP will
be obtained (for display only) by depressing engage automatically.
the onside FCC (FD) source select p/b to The AP can be manually disengaged by
ALTN. depressing the AP disconnect button at
When AP 1 is engaged FCC 1 is in control. either control wheel. This action is accompa-
When AP 2 is engaged FCC 2 is in control. nied by a single or double cavalry charge
With both AP's engaged (during take-off and tone and flashing AP annunciation at the
autoland) both FCC's are in control. FMA. The flashing AP at the FMA can be
An FCC failure during flight with AP engaged cancelled by depressing the AP disconnect
will cause the onside AP to disconnect auto- button again.
matically. Engaging the offside AP remains
possible. An FCC failure when both AP's are
engaged will cause both AP's to disconnect

AFCAS PAGE 2
ISSUE 001
Alternatively the AP disengages when the Side-in-control Logic

AP disconnect bar at the FMP is operated or During normal operation the LH side is in
when the stabilizer trim switches on either control, i.e. AP 1 and/or FD 1. The RH side
control wheel are operated for more than 1.5 will be in control when AP 2 is engaged or, in
sec. These actions directly interrupt the FCC case the AP is not engaged, when FD 2 is
output to the AP servo's and are accompa- selected on and FD 1 off.
nied by a continuous cavalry charge tone For detailed information see the side-in- con-
and a flashing AP at the FMA. Both are can- trol reference table.
celled by depressing the AP disconnect but-
ton.
Automatic AP disengagement will occur in
case of a system failure (e.g. the onside
FCC) and is accompanied by a continuous
cavalry charge tone and a flashing AP at the
FMA. Both can be cancelled by the depress-
ing either AP disconnect button.
NOTE: The AP can only be engaged when
at least two IRS's are in the NAV or
ATT mode.
SIDE-IN-CONTROL REFERENCE TABLE
SIDE IN EFIS CTL PNL GUIDANCE FMA FD DISPLAY

AP
CONTROL LH RH CONTROL TO LH RH LH RH
OFF LH VOR VOR VOR1 VOR1 - YES NO
OFF LH VOR APP VOR1 VOR1 - YES NO
OFF LH APP VOR LOC LOC - YES NO
OFF LH APP APP LOC LOC LOC YES YES
OFF RH VOR VOR VOR2 - VOR2 NO YES
OFF RH VOR APP LOC - LOC NO YES
OFF RH APP VOR VOR2 - VOR2 NO YES
OFF RH APP APP LOC LOC LOC YES YES
ON LH VOR VOR VOR1 VOR1 VOR1 YES NO
ON LH VOR APP VOR1 VOR1 VOR1 YES NO
ON LH APP VOR LOC LOC LOC YES NO
ON LH APP APP LOC LOC LOC YES YES
ON RH VOR VOR VOR2 VOR2 VOR2 NO YES
ON RH VOR APP LOC LOC LOC NO YES
ON RH APP VOR VOR2 VOR2 VOR2 NO YES
ON RH APP APP LOC LOC LOC YES YES

1.19.02
AFCAS
VERSION 01
AUTOMATIC FLIGHT CONTROL SYSTEM ISSUE 001
AP/FD MODES The aircraft will maintain the selected

vertical speed, indicated at the VIS dis-
NOTE: FMA indications for several flight play above the VIS wheel at the FMP.
profiles are shown step by step Activation of the VIS mode will cancel all
in chapter System Operation. previously selected vertical modes with
Heading Mode the exception of the APP (LAND) mode
after LAND capture. The VIS mode is in-
The HOG mode consists of 2 submodes, hibited during the ALT capture phase.
i.e. HOG hold and HOG select. AP and FD use vertical speed data from
HDG hold is the basic lateral mode. HDG the onside ADC.
hold is activated by pushing the heading
control knob at the FMP or upon AP/FD Altitude Mode
engagement when not in the take-off The ALT mode consists of 2 submodes,
mode. The heading display at the FMP i.e. ALT select and ALT hold.
will show dashes. The green heading se- In the ALT select mode the aircraft will
lect light is out and the existing heading automatically capture the altitude se-
will be maintained. lected at the FMP. If during the ALT cap-
When HDG hold is selected in a turn, the ture phase a new altitude is selected in
aircraft will maintain the heading after the same direction as the aircraft path
roll-out. (i.e. higher when climbing, .Iower whe~
A new heading can be preselected while descending), the system WIll automatt-
in the HDG hold mode by rotating the cally revert to the previous AP/FD mode
heading control knob; the dashes in the with the previous speed or thrust target.
heading display will be replaced by the In the ALT hold mode the aircraft will
pre-selected heading and the heading maintain the existing altttude after level
bug at EFIS will display the pre-selected off. The ALT hold mode is activated
heading. when:
The HDG select mode is activated by - The aircraft captures the selected alti-
pulling the heading control knob at the tude.
FMP. This action will light up the green - The ALT control knob is pushed.
heading SELECT light. The selected - The FMP altitude is rotated through the
heading is displayed at the FMP and the actual flight altitude against the aircraft
heading bug at EFIS will show the se- direction. Le. down when climbing. up
lected heading. when descending.
Upon HDG select activation the aircraft While in ALT hold. a new altitude can be
will turn to the selected heading with the preselected. The aircraft will maintain the
amount of bank as set with the bank limit present altitude until another vertical
selector at the FMP. mode is selected.
Heading changes of more than 180 de- When the ALT control knob is pushed
grees can be made without the aircraft during climb I descent. the aircraft will
changing the direction of turn. level off above I below the altitude at
Activation of the HDG select mode can- which ALT hold was selected. The
cels the previously selected lateral mode amount of altitude over I undershoot
with the exception of the APP (LAND) amounts to approx 10 per cent of the
mode after LAND capture. vertical speed existing at ALT hold selec-
AP and FD use heading data from the tion.
Inertial Reference Systems (IRS) or Atti- AP and FD use data from the on side
tude Heading Reference Systems ADC and altimeter set panel.
(AHRS). When AP is not engaged the FD
uses heading data from the onside IRS NOTE: Changes in altimeter setting
orAHRS. while in ALT hold or changing
from QNH to STD or vice versa
Vertical Speed Mode will not change the aircraft alti-
VIS is the basic vertical AP/FD mode. tude while in ALT hold.
VIS is activated by rotating the VIS wheel
at the FMP to the required value or upon
AP/FD engagement when not in the TO
mode.

1.19.02
AFCAS
VERSION 01
Level Change Mode IAS/Mach Mode

In the LVLCH mode the aircraft will climb The IAS/Mach mode consists of two sub-
or descend to a preselected altitude with modes: IAS/M hold and IAS/M select.
a (pre)selected speed. The LVLCH mode In IAS/M hold the aircraft will maintain
is activated by either pushing the LVLCH speed by either thrust (e.g. level flight) or
p/b at the FMP or, when not in PROF, by elevator control (e.g. during LVLCH de-
pulling the ALT control knob at the FMP. scent).
When no speed is (pre)selected the air- The IAS/M hold mode is activated by
craft will maintain the existing speed at pushing the IAS/M control knob at the
the moment of LVLCH selection. FMP. The IAS/M display will show
In LVLCH climb thrust will be added to dashes and the green IAS/M SELECT
maintain the rating as selected at the light is out. A speed or Mach number
TRP (normally CLB). can be preselected while in the IAS/M
In LVLCH descent thrust is reduced to a hold mode by rotating the IAS/M control
low (idle) limit (LL). knob. The preselected speed or Mach
AP and FD use speed and altitude data number is indicated in the IAS/M display.
from the onside ADC. In the IAS/M select mode the aircraft will
NOTE: 1. AP/FD acceleration levels capture and maintain the preselected
are designed for maximum speed by either thrust or elevator control.
passenger comfort. As a re- The IAS/M select mode is activated by
sult of this the aircraft reac- pulling the IAS/M control knob. The
tion to LVLCH selection is IAS/M display will show the existing
relatively slow. In case im- speed and a new speed can be selected
mediate descent I climb is by rotating the IAS/M control knob. The
required, use of the VIS green IAS/M SELECT light is on.
mode ensures a faster air- During climb a (climb) Mach number can
craft response. be preselected as follows:
2. When during manual flight in When established at climb speed (e.g.
LVLCH the FD steering com- 280 kt), push the IAS/M control knob to
mands are not followed, activate lAS hold. Depress the IAS/M se-
speed control by ATS is not lect button to display Mach numbers and
available because thrust is preselect the required climb Mach num-
set at idle (LL). Speed control ber (e.g. M.70). When reaching the alti-
can be regained by switching tude where 280 kt equals M.70 (cross-
both FD's to OFF or FPV. over altitude), the system switches auto-
This action results in AFCAS matically to Mach select and the aircraft
I",aving the LVLCH mode continues to climb with M.70.
after which ATS will control to
During descent the (descent) lAS is
the selected speed again.
preselected as follows:
When established at descent Mach num-
ber (e.g. M.70), push the IAS/M control
knob to activate Mach hold. Depress the
IAS/M select button to display lAS and
preselect the required descent lAS (e.g.
280 kt). When reaching crossover alti-
tude, the system switches automatically
to lAS select and the aircraft continues to
descend with 280 kt.
AP and FD use IAS/Mach data from the
onside ADC.

PAGE 5
AFCAS
VERSION 01
VOR/Localizer Navigation Mode

In the VlL mode the aircraft will capture In the NAV (or LNAV) mode the aircraft
and track a selected VOR radial or lo- laterally follows the active FMS flight
calizer course (no glide slope). plan. Upon NAV selection the mode is
armed until NAV engages. The existing
VOR lateral mode (e.g. HDG SELECT) re-
To intercept a VOR radial set the ND mains in control until NAV captures. NAV
mode selector at the EFIS control panel can be armed on the ground.
to ARC or ROSE and the APPNOR p/b to If the take-off runway and the related SID
VOR. are part of the active flight plan, NAV will
Select the required VOR frequency and capture automatically at 30 ft AGL.
radial at the VOR control panel. Turn to When intercepting a flight plan track in
the required intercept heading and select the HDG mode the aircraft will, upon
V/L at the FMP. The eXisting lateral NAV capture, maintain the initial intercept
mode (normally HDG SELECT) remains angle.
in control until VOR capture occurs at Bank angles in NAV are independent of
approx half a dot. the setting of the bank limit selector at
To intercept VOR 1 use AP 1. the FMP.
To intercept VOR 2 use AP 2. During flight in NAV the FD at the offside
The offside FD will be biased out of view ND may show the aircraft being left or
upon VOR capture. right of track. This condition is caused by
During manual flight with both FD's on, small differences in aircraft lateral posi-
FD 1 will capture VOR 1, FD 2 will be tion as calculated by the FMC's.
biased out of view. To intercept VOR 2 A NAV mode failure will occur when
select FD 1 off (see also the side-in- reaching a discontinuity in the FMS flight
control reference table in this subsec- plan.
tion).
During VOR station passage the aircraft
maintains existing heading. If the radial is
changed during station passage, the air-
craft will turn towards and intercept the
new radial.
Selecting MAP on the EFIS control panel
at the side in control after VOR capture
results in a VOR mode failure.
Localizer
To intercept a localizer (only) course, se-
lect APP at the EFIS control panel and
select localizer course and frequency at
the ILS control panel. Turn to the re-
quired intercept heading and select V/L
at the FMP. The existing lateral mode
(e.g. HDG SELECT) remains in control
until the localizer is captured at approx 2
dots deflection.
Interception and tracking of a localizer
back beam is not possible in the V/L
mode.

1.19.02
AFCAS
VERSION 01
Profile Mode* When the aircraft approaches the glide

In the PROF (VNAV) mode thrust and slope in e.g. VIS or LVLCH and APP
pitch commands from the FMS control (LAND) is armed, either the selected
the vertical aircraft path. FMP altitude or the glide slope will be
Wh~n PROF is selected the mode is
captured, whatever comes first.
arrr/ed until PROF engages. In the armed When tracking the ILS before the APP
phase the existing vertical mode and (LAND) mode is engaged, ILS frequency
thrust mode remain in control until PROF and localizer course changes are
captures. When PROF is armed before possible without disengaging the AP. The
take-off, PROF will capture automatically APP (LAND) mode is entered when the
upon reaching Thrust Reduction Altitude aircraft is established on the beam and
(TRA). below 1500 ft AGL. The APP (LAND)
The altitude selected at the FMP has al- mode will not engage when the glide
ways priority over PROF commands. slope is intercepted below 1000 ft AGL.
Upon LAND capture, the second AP will
E?,ample: When cruising in PROF, the engage automatically. AP mode selec-
aircraft will not descend at the Top of De- tions and changes to ILS frequency or lo-
scent point in the flight plan unless the calizer are now inhibited.
pilot lowers the FMP altitude to the Runway alignment starts at 150 ft AGL. At
clearance altitude. 50 ft AGL the flare is commenced and
During descent in PROF, the offside ND ATS reduces the thrust to idle. At touch-
may show the aircraft being below or d,own ATS will ~isengage. The AP pro-
above profile. This condition is caused Vides rollout gUidance during the high-
by small differences in aircraft vertical speed part of the landing roll.
position as calculated by the FMC's. When the criteria for APP (LAND) en-
gagement are not met (AFCS self-test),
NOTE: The NAV mode may be used in- the system will remain in GS and LOC
dependently of PROF. The PROF allowing a coupled approach with a man:
mode may be used independent- ual landing. During an FD-only ILS ap-
ly of NAV during take-off, climb proach, pitch guidance is removed below
and cruise but should not be 30 ftAGL.
used during descent and initial
approach when NAV is not en- NOTE: Speed control and system down-
gaged. grading are described in section
Flight Techniques.
Approach (Land) Mode
Go-around Mode
In the APP (LAND) mode the aircraft will
capture and track ILS localizer and glide The Go-Around (GA) mode is selected
slope and perform an automatic landing. by pulling the TOGA triggers. In the GA
Full autoland capability is designated mode, the aircraft will rotate to a safe
LAND 3 *; reduced autoland capability is climb-out attitude and maintain the head-
designated LAND 2. When the system ing existing at TOGA selection. ATS ad-
degrades from LAND 3 to LAND 2 an vances the thrust levers initially to TOGA
alert is presented, except when the' air- thrust and after that controls thrust to
craft is below 200 ft. m:aintain a rate of climb of 2000 feet per
When APP (LAND) is selected, the LOC minute (1000 feet per minute for single-
and GS modes are armed but the exist- engine operation) or 200 kt. The GA
ing vertical and lateral modes (e.g. ALT speed can be changed, after TOGA se-
hold and HDG select) remain in control. lection, via the FMP. In the TOGA mode
To arm the APP (LAND) mode, select the existing AP engage status will be
ILS frequency and localizer course at the maintained.
ILS panel and select the APPNOR p/b at When FD is off or FPV is selected, the
the EFIS control panel to APP. Turn to FD will be displayed automatically upon
the required intercept angle and select TOGA triggering in the air.
APP (LAND) at the FMP.
Localizer capture cannot take place if
the intercept angle is more than 90 de-
grees. Glide slope capture can only take
place after localizer capture.

AFCAS PAGE 7
ISSUE 003
Take-Off Mode Vertical Guidance and Control

To engage the take-off mode the TOGA trig- Before take-off, the FD pitch command
gers must be pulled for approx 1 second. shows 0 degrees pitch. Upon TOGA activa-
tion, 10 degrees pitch-up is displayed.
Lateral Guidance and Control
During rotation and initial climb FD pitch
Before take-off the heading bug at EFIS is commands (and, after AP engagement, ele-
slaved to the actual aircraft heading and the vator commands) are provided to maintain
FD command bars are centered. To ensure 18 degrees pitch or V2 +10, whichever
lateral FD guidance to maintain runway comes first.
heading, the TOGA triggers must be pulled Selection of the LVLCH mode at acceleration
when the aircraft is aligned with the runway altitude or passing the FMS acceleration alti-
center line as the FD provides guidance to tude when PROF is armed will cancel the
maintain the existing heading at TOGA acti- TO mode. This will cause the aircraft to
vation. accelerate to the preselected speed (LVLCH)
When the AP is engaged after lift-off, the air- or to the FMS departure speed (PROF).
craft will maintain existing heading at The TO mode is also cancelled upon altitude
engagement. capture and when V/S mode is selected.
Heading changes can be made using the When both AP's are engaged in the TO
HDG select mode. Maximum bank angle in mode, upon leaving the TO mode only the
TO and GA is 5 degrees below 50 ft AGL and selected AP will remain engaged.
15 degrees between 50 and 400 ft AGL,
independent of the selector position. NOTE: When pulling the TOGA triggers is
If NAV was armed before take-off, NAV delayed during a rolling take-off,
engages at 30 ft AGL and the aircraft will lat- when exceeding a certain aircraft
erally follow the FMS flight plan. longitudinal acceleration level, all
armed modes will be cancelled and
the FD command bars will be
removed, assuming a take-off with
no FD guidance. Subsequent TOGA
trigger will activate the TO mode,
but NAV and PROF mode (if armed
before) will not be armed.

AFCAS PAGE 8
ISSUE 00 3
INTENTIONALLY
LEFT
BLANK

1.19.02
AFCAS
VERSION 01
FUNCTIONAL DIAGRAM (DUAL FCC)
EFIS1
~
Ir1 1
FMP
1-
EFIS2
I
-......
FCC (FD)
SOURCE
SElECT
PIS
....... -1 TOGA
TRIGGERS l-- .........
FCC(FD)
SOURCE
SElECT
PIS
:.......
FCC 2
-1 APOISC -I-- FCC 1
• ........- VOR111LS1 VOR 2IILS 2 ________

ADC 2IRA 2 ________
•
........- ADC11RA1
........- IRS 1/2 (3*) IRS 1/2 (3 *) ________
SYS STS ________
........- SYSSTS
AlC CONF ________
FCC 1 ........- AlCCONF FCC 2
.......... TCAS* TCAS* . . - . . .
........- FMC 1
FMC 2 ________
... ...
........- EMUX EMUX
~G~
ENG FAIL
... ENG FAIL --------
...
FAC
~ AUTOLAND
CAUTION
LIGHTS
I AILERONS
I
I RUDDER
1
I I
ELEVATOR
JAFC-<l04

1.19.02
AFCAS
VERSION 01
FUNCTIONAL DIAGRAM (TRIPLE FCC*)
EFIS 1 EFIS 2
I
rl FMP
I-
...-.
FCC
SOURCE
SELECT
PIS
...
:
H I
TOGA
TRIGGERS
I- ~
FCC
SOURCE
SELECT
PIS
I....
H I-
,
AP DISC
FCC 2 FCC 1
FCC 3 FCC 3
I I
• ~VOR1/ILS1
~ADC1IRA1
ILS3~
RA3~
VOR2/ILS2~
ADC2/RA2~
+
~ IRS 1/2 (3*) ~ IRS1/2(3*)~
~SYSSTS ~ FCC 3 SYSSTS~
~NCCONF ~ NCCONF~
FCC 1
..
~TCAS* ~
~ .. TCAS*~
.. FCC 2
.
~FMC1 FMC2~
~
..
·G
~~~~~AIL
EMUX-.
ENG FAIL
~~
FCC 3
FWC
AUTOLAND FCC 3
CAUTION
LIGHTS
I AILERONS
I
RUDDER
ELEVATOR
JAFC-005

AFCAS PAGE 11
AFCAS
FLIGHT MODE PANEL

HEADING DISPLAY MODE PIB's ALTITUDE DISPLAY
Numerals Depress momentarily to select the Numerals

- Selected heading desired models). When selected, the - Selected altitude In ft.
Dashes bar In the relevant pIb comes on NOTE: The last two digIts are full'
- Headmg hold mode selected. green. Sized when based on QNH
- NAV, VIL or APP (LAND) mode NAV and half-sized when based on
active. - Navigation mode. STD.
PROF'"
- Profile mode.
HEADING SELECT LIGHT LVLCH
IAS/M DISPLAY
- Level Change mode. VERTICAL SPEED DISPLAY
SELECT (green)
Numerals VlL
- Heading select mode active. Numerals
- (pre) Selected lAS In let - VOR or localizer mode.
APP (LAND) - Selected vertical speed In ftlmln.
- (pre) Selected Mach number.
- Approach (Land) mode. Dashes
Dashes AP ENGAGE PIB
NOTE: Armed modes can be - VIS mode not selected
- IAS/M hold mode selected
- V1 * or V2 selected (on ground Depress momentarily to engage one manually disarmed by
only). or both AP's (dependIng on AFCAS depressing the relevant plb
- Dunng LAND below 500 ft AGL. mode). again.
FPVlfD SWITCH
- PROf mode engaged * NOTE: When engaged, the bar In the
plb comes on green. fPVlFD (spring loaded to ON)
- To exchange the FPV display for
IAS/M SELECT BUTTON the FD display or vice versa.
ON
Depress momentarily to change the - EFIS presents either the fhght
display from: path vector (FPV) or the FD
- selected lAS to Mach number or display.
vice versa; NOTE: Upon TOGA trigger, fO
dashes (In hold mode) to either guidance will be displayed.
preselected lAS or Mach number. OFF
- No FPV or FD display.
IAS/M SELECT LIGHT
SELECT (green)
- IAs/M seleot mode active. VERTICAL SPEED WHEEL
Rotate to:
IAS/M CONTROL KNOB
- select the VIS mode and the
BANK LIMIT SELECTOR
Rotate Inner knob to: desIred vertical speed.
- (pre) select an lAS or Mach NORMAL
number, as shown In the IAS/M - Below 10 000 ft· bank limit 25
Pull down to disengage the AP If the
display (In fhght or outer knob degrees. ALTITUDE CONTROL KNOB
AP dIsconnect button at the control
NORMAL); - Above 10 000 ft: bank limit
wheel malfunctions.
- select V1 * or V2 speeds at EFIS between 15 and 25 degrees, Rotate to:
display, on ground only with outer speed dependent. - (pre) select the desired altitude.
knob In V1 * or V2 (inhibited HEADING CONTROL KNOB 15 NOTE: 1. When rotated through the
during ACARS LlF uplink until - Bank limit 15 degrees. actual altitude against the
data Is conflrmed*). Rotate to: 25 aircraft direction (climb or
Push Inner knob to: - (pre) select the desired heading. - Bank limit 25 degrees. descent), the altitude hold
- select the IAS/M hold mode. Push to: NOTE: 1. Selector Is effective In mode Is seiected.
Pull inner knob to' - select the heading hold mode. HOG select mode only. 2. Selected altitude has
- select the IAs/M select mode. Pull to. 2. In TO and GA, bank limit is priority over PROf mode
NOTE: When a new lAS or Maoh - select the heading select mode. 5 degrees below 50 ft AGL (when engaged) *.
number Is selected while In NOTE: When a new heading Is and 15 degrees between Push to'
the IAS/M select mode, the selected while In the heading 50 and 400 ft AGL. - select the altitude hold mode.
knob need not be pulled select mode, the knob need Independent of selector Pull to:
again. not be pulled again. position. - select the LVLCH mode.
JAFC·006
------------------------------------------------AOMFOKKER70/AOMFOKKER100------------------------------------------------
1.19.02
AFCAS
VERSION 01
THRUST LEVERS
Pulled on the ground:

- Take-off mode engaged.
- ATS engages wh en armed and
selects take-off thrust.
Pulled in flight:
- Go-around mode engaged .
- A TS selects go·around thrust.
- AP remains engaged.
JAFC·OOB

1.19.02
AFCAS
VERSION 01
AUTOLAND CAUTION LIGHTS
IAuTOl
~
AUTOLAND CAUTION LIGHT
AUTOLAND (amber flashing)

- Loss of (or reduced *) autoland
capability.
NOTE: Light can be depressed to
cancel the annunciation.
JAFC'009

1.19.02
AFCAS
VERSION 01

CONDmON(S) I ALERT LEVEL ANNUNCIATIONS
r-.I1</J 1
r----------------~
A AFCAS MODE FAILURE 1 AFCAS MODE :
~--------~ 1- - -
' - - - - _ _ _ _ _ _ _ _ _ _ J1
r-.:1</J 1
r----------------~
SELECTED OR ACTUAL
B SPEED TOO HIGH FOR
AUTOlAND
1 AFCAS SPEED :
~--------~ 1 ' 1
</ :
- - - - - - - - - ________ J
r----------------~
AFCAS UNABLE TO
C REACH OR MAINTAIN 1 ~I
_ ! J AFCAS TARGET 1
SELECTED TARGET
L -_ _ _ _ _ _ _ _~ 1 ' 1
- - - - - - - - - - _______ J
r-.I1</J 1
r----------------~
AFCAS UNABLE TO
D REACH OR MAINTAIN 1 FMS TARGET :
FMSTARGET
1 , 1
1- - - - - - - - - - _ _ _ _ _ _ _ J
f2iWiMd ALERT INHIBITION
~
z z z ~
a a 0 ffi
....
~
co a co ~
'"a.~ ::s
~
.... .... a ::s

'"~ .... 0 ~
~
:;: I
U
... .... Z
t;;
'"
;;: ....a
'"co
0
t;:
::J
0
...
0
0
0
;:> .
0
0
::J
....a
'"co
0
~
~

1.19.02
AFCAS VERSION 01

-'1Ie("J I1
r-----------------~
AP ENGAGEMENT DURING
A
TAKE·OFF BELOW 1500 FT
WILL RESULT IN SINGLE
1 NO ~:OB::_OW
AP ENGAGEMENT
I
~ __' _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
r-----------------~
AUTOPILOT _ '----I I~" CAVALRY I

B DISENGAGEMENT '---1 CHARGE I
I ~ __' _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
WiWMiI ALERT INHIBITION

......
z
0
z
0
....
z
~
0
..
f5
'"l 19
..'"'"
z
'"l ..'" t;: t;: t;: .'" .'"'"
0
0
":>u
19
Z ~
Z
U
~
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0 0
GO ..
0
0
0
0
~
0
0
~ ..I . I
0
0 0 0
GO
«
....
:i
ENG
OUT
TAXI IN IT
TO
II TO TO CLB
I
I CRZ
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I I DES APPR LAND I TAXI
ENG
OUT
LA :::,.; ~ :;:;;·t .y'/,,*: ~:/ . :',$.: )j:'w.. < ,
.' ~.
l B
JAFC-011 IA

1.19.02
AFCAS
VERSION 01

AURAL MWlIMCL MFDU LOCAL
Ie('J I
r----------------~
A AUTOLAND 3*NOT
ALLOWED 1 ~: NO LAND 3 :
~--------~ I_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
Ie('J I
r----------------~
1 ~:
AUTOLAND NOT
B ALLOWED NO ALAND :
~--------~ I_ _ _
' _ _ _ _ _ _ _ _ _ _ _ _ _ _ JI
AUTOLAND
C CAPABILITY LOST
(OR REDUCED *)
trnfii%;1 ALERT INHIBITION
z z ~
0 0 Z
~
0 ffi>-
~
'~" '"
Z
w
..
'"~ t;:
0
0
r
U >-
'"
Z
w
>-
Z
~
t;;
'"u: 0
>- .
0
0
::>
0
>-
""
0
<Xl ~
~

AFCAS PAGE 18
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.19.03
AFCAS
VERSION 01
AUTOTHROTTLE SYSTEM ISSUE 001
GENERAL ENGAGEMENT AND DISENGAGEMENT

ATS controls the engines via the thrust ATS can be armed or engaged provided
levers to either a thrust limit (e.g. climb at least one AT channel is operative.
thrust) or to maintain a constant airspeed ATS is armed on the ground by depress-
or Mach number. depending on the ac- ing the ATS p/b at the FMP. ATS en-
tive AP/FD mode. ATS may be used dur- gages when the TOGA triggers are
ing automatic flight or during manual pulled. In the air ATS engages when the
flight. ATS p/b at the FMP is depressed. Auto-
Two ATS channels are part of the Flight matic engagement in flight occurs when
Augmentation Computer. Each AT chan- the alpha mode becomes active (see
nel drives its own thrust lever. If one AT subsection Flight Envelope Protection).
channel fails. the operative channel will when the maximum speed is exceeded.
drive both thrust levers via a tie-clutch. or when the TOGA triggers are pulled.
ATS engagement is shown at the FMA by
AT when both channels are operative. or
AT 1 or AT 2 when only the respective
channel is operative.
ATS can be manually disengaged by de-
pressing either ATS disconnect button at
the thrust levers. This is accompanied by
a flashing AT indication at FMA. The
flashing AT indication can be cancelled
by depressing the ATS disconnect button
a second time. ATS disengages auto-
matically upon touchdown and when in
the event of an aborted take-off reverse
thrust is selected.
With ATS in standby or armed (ATS not
engaged. one or both channels opera-
tive) or with ATS off (both AT channels
off). FMA displays MAN.

1.19.03
SYSTEM DESCRIPTIONS
PAGE 2
AFCAS
VERSION 01
FUNCTIONAL ASPECTS When the thrust levers are released ATS

restores the previous thrust lever position
Control Modes in all modes except in LVLCH descent.
During take-off, ATS controls the engines When in LVLCH descent the thrust levers
to maintain either the TO EPR limit or the are adjusted forward, ATS maintains the
FLEX EPR target, depending on the new EPR.
pilot's selection at the TRP. When in LVLCH descent the thrust levers
During LVLCH climb, ATS controls the are retarded to idle, ATS restores the
engines to maintain CLB EPR. thrust levers to the minimum required
During LVLCH descent, ATS controls the (low limit) as soon as the thrust levers
engines to a low (idle) limit (LL). are released. The FMA displays OVRO
The idle limit is variable and depends on when ATS is overridden.
bleed air demand for pressurization and ATS during Take-off
anti-icing.
In the VIS mode, in ALT hold and in the Prior to take-off ATS is armed by pushing
APP (LAND) mode ATS controls to main- the ATS plb at the FMP.
tain the selected speed. ATS also main- Upon pulling TOGA triggers ATS accel-
tains the selected speed during manual erates the engines to take-off EPR.
flight with both FO's OFF or at FPV. In order to prevent possible thrust lever
In the GA mode ATS initially controls the retardation caused by a system failure
engines to the TOGA EPR limit and, during the critical part of the take-off,
when reaching 200 kt (or the selected ATS declutches at 80 kt.
speed), to maintain speed. ATS declutch state is indicated by two
white "O"s adjacent to the EPR tapes at
EPR Calculation MFDS.
All EPR calculations are made by the When taking off in a strong headwind it
FCC's and are based on the selected may occur that 80 kt is reached (and
thrust rating, air data (temperature and consequently ATS declutches) before the
air density), bleed air demands, single or engines have reached take-off EPR. To
two engine flight and, if FLEX is selected, ensure that take-off EPR is obtained be-
on the FLEX temperature. Maximum fore declutch at 80 kt, the engines should
EPR, EPR target and the selected rating be manually accelerated to 1.30 EPR be-
are displayed above the EPR tapes at fore pulling TOGA triggers.
MFOS. See section Power Plant.
ATS reclutches when:
EPR Synchronization - Another thrust rating (normally CLB) is
When both AT channels are engaged selected either manually by the pilot or
ATS synchronizes the EPR's except dur- automatically when reaching thrust re-
ing take-off and go-around or when an duction altitude during take-off in
EPR drops below 1.2. PROF* .
With only one AT channel operating EPR - Capturing the FMP altitude or selection
synchronization is inoperative and the ofthe VIS mode.
engines should be synchronized man- - The windshear recovery mode * is ac-
ually. tivated.
Thrust changes below 400 ft AGL via the
ATS Override TRP are inhibited.
The thrust levers incorporate force over- ATS during Landing
rides which allow the pilot to override
ATS, when necessary, with normal thrust During landing, automatic thrust lever re-
lever forces. tardation to idle occurs below 50 ft AGL.
The FMA will show RET in the thrust win-
dow.

1.19.03
AFCAS
VERSION 01
~ AUTOTHROTTLE SYSTEM ISSUE 001
FUNCTIONAL DIAGRAM
EMUX 112--11ro- ~ FMP

~ ...-....- EMUX 112
~ADC2
••
ADC 1 --IIro-
IRS--IIro- TRP ...-....-IRS
RA 1--11ro- ...-....-RA2
FCC 1 FCC 2
FMC 1 --IIro- ...-....-FMC2
~ ~
TOGA
TRIGGERS
••
AlC CONF--IIro- ...-....- AlC CONI'
SYS STS--IIro- AT DISC ...-....-SYSSTS
""'l1lI-
ATl
-----
ADC 1 --IIro-
FAC
I
...-....-ADC2
AT2
PIB
AlC CONF--IIro-
CHANNELl I CHANNEL 2
...-....-AlC CONI'
PIB
SYS STS--IIro-
I "'-""-SYSSTS
FAP I FAP
TLA TLA
-I TIE-CLUTCH ~
THRUST THRUST
LEVER LEVER
FUEL FUEL
FLOW FLOW
- TLA TLA
ENGINE 1 ENGINE 2 JATS-001

1.19.03
AFCAS
VERSION 01
FLIGHT MODE PANEL

Depress momentarily to engage (in

flight) or arm (on the ground) the
autothrottle system.
NOTE: At least one AT channel must
be operative.
NOTE: When engaged or armed. the
bar in the plb comes on
green.
JATS-002

1.19.03
AFCAS
VERSION 01

Normal (blank)
- Autothrottle channel operative.
FAULT (amber)
- Autothronle channel fault .
OFF (white)
- Autothrottle channel manually
switched oil.
JATS·003

1.19.03
AFCAS
VERSION 01
THRUST LEVERS
Thrust lever setting can be

controlled:
- Automatically by ATS.
- Manually by the pilot.
NOTE: When automatically
controlled, override Is
possible without disengaging
ATS.
operative.
NOTE: Depress button again to
cancel ATS disengagement
warning at FMA.
JATS·004

1.19.03
AFCAS
VERSION 01

AUTOTHROTTLE
AUTOTHROTTLE
A SINGLE CHANNEL
112
FAULT
AUTOTHROTTLE AUTOTHROTTLE
B DOUBLE CHANNEL 1 AND 2
FAULT
~ ALERT INHIBITION
z ...
z
0 0
<!)
z
~
a ...«ffi
0:: 0 <!)
....
zw
~ 0::
~ .... t: t: t:
0
:I: .... ~ Z
t;; "- u ....
U
~
0::
u:: 0
....
'"co
0
0
0
<t
0
0
::
0
0
<t
::::J
~
'"
0
co
~
....
~

AFCAS PAGE 8
AUTOTHROTTLE SYSTEM VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

AFCAS PAGE 1
FLIGHT ENVELOPE PROTECTION VERSION 01
ISSUE 004
GENERAL margin to the low speed buffet at high alti-

tude, VMA increases to 1.45 VS (Fokker 100)
AFCAS flight envelope protection consists of:
or 1.35 VSR (Fokker 70) at 15 250 ft and
- Minimum speed protection, i.e. speeds
below VMA, the minimum allowable flight increases linearly to 1.62 VS (Fokker 100) or
speed. 1.60 VSR (Fokker 70) at FL 350.
- Maximum speed protection, i.e. exceed- VMA Protection
ing VMO/MMO, VLE or VFE.
- Excessive vertical speed protection. AFCAS does not accept speed selections
- Flight path angle protection. below VMA, i.e. if the pilot selects a speed
- Automatic gust correction. below VMA, the FMP speed window will dis-
- Altitude alerting. play this speed but the blue speed select bug
The FCC's calculate the reference speed for (VSEL) at the PFD speed scale will equal
display at the PFD speed scale. The speeds VMA.
are VMA, VSS (stick shaker), VF (flap retrac- AFCAS will not guide or control to speeds
tion) and green dot speed (VFTO, the final below VMA because:
take-off climb or max angle climb speed). - When speed is controlled by elevator
NOTE: If during flight in PROF conditions (IASE or ME at FMA) AFCAS provides AP
occur which activate any of the flight control and/or FD pitch commands to pre-
envelope protection features, PROF vent deceleration below VMA.
will disengage automatically * . Fur- - When speed is controlled by thrust (IAST
ther system behaviour is as or MT at FMA) ATS adds thrust to prevent
described for the applicable AFCAS deceleration below VMA.
mode.
NOTE: If during manual flight with ATS
MINIMUM SPEED PROTECTION engaged in LVLCH decsent mode
(thrust limit LL) the FD pitch com-
Minimum speed protection consists of VMA mands are not followed, speed con-
protection, Alpha (or angle-of-attack) mode trol does not exist. If this is not
and drift down control. noticed e.g during visual flight and
VMA is displayed as the top of the amber strip the speed is allowed to drop below
at the PFD speed scale after becoming air- 1.30 VS (Fokker 100) or 1.23 VSR
borne. (Fokker 70), AFCAS will change
VMA depends on weight, flap setting, flight automatically from LVLCH to V/S
phase and altitude. mode (speed controlled by thrust)
During take-off and go-around VMA is equal and ATS will subsequently control to
to 1.20 VS (Fokker 100) or 1.13 VSR (Fokker the selected speed.
70). In all other flight phases VMA is equal to Alpha Mode
1.30 VS (Fokker 100) or 1.23 VSR (Fokker
VMA protection is not always available or
70).
adequate. Some conditions where VMA pro-
The transition from 1.20 VS (Fokker 100) or
tection is not available are:
1.13 VSR (Fokker 70) to 1.30 VS (Fokker 100)
- AP engaged in ALT hold or V/S climb,
or 1.23 VSR (Fokker 70) occurs 20 seconds ATS disengaged and idle thrust.
after LVLCH selection or selection of another - Manual flight with FD off and ATS disen-
vertical mode (or PROF capture * ). gaged.
To safeguard against a possible situation - If during manual flight in LVLCH descent
where VMA remains at 1.20 VS (Fokker 100) the FD commands are not followed.
or 1.13 VSR (Fokker 70) during approach and
In addition VMA protection may be not ade-
landing, AFCAS contains several safety fea-
quate in conditions of strong turbulence or
tures which assure automatic transition in
during fast decelerations. In all these condi-
case LVLCH is not selected (or PROF is not
tions the Alpha mode (or Alpha floor protec-
captured * ). In case of an engine failure dur-
tion) safeguards against too low speeds.
ing take-off or go-around, the transition to
1.30 VS (Fokker 100) or 1.23 VSR (Fokker
70) is postponed until after thrust reduction
from TOGA or FLEX thrust to MCT (or
another thrust rating). To provide sufficient

AFCAS PAGE 2
ISSUE 004
System behaviour upon Alpha mode activa- MENDED, ATS CAN BE OVERRIDDEN BY
tion is as follows: HOLDING THE ATS DISCONNECT BUT-
- ATS engages automatically (provided the TONS DEPRESSED AND SIMULTA-
AT p/b's at the FAC panel are not off), NEOUSLY ADVANCING THE THRUST
- the thrust limit changes to TOGA, LEVERS UNTIL THE SPEED IS ABOVE
- AFCAS will control the speed to VMA or VMA AND THE ALPHA MODE IS DE-ACTI-
the selected speed, whichever is the VATED.
higher, by adding thrust and decreasing
Drift Down Control
pitch when rated TOGA thrust is not suffi-
cient to accelerate. See chapter Flight Techniques.
NOTE: The speed at which the Alpha mode MAXIMUM SPEED PROTECTION
activates increases with increasing
load factor. VMAX is calculated by the FCC's and is dis-
Alpha mode activation depends on the cur- played at the PFD speed scale at the bottom
rent AFCAS mode and will occur: of the red checker bar.
- in TO mode when the speed drops If the pilot selects a speed in excess of VMAX,
approx. 5 kt below 1.20 Vs (Fokker 100) the IAS/M display at the FMP will show this
or 1.13 Vsr (Fokker 70); speed but the blue VSEL bug will equal VMAX
- in GA mode when the speed drops below by either thrust or elevator control. If VMAX is
approx. 1.20 Vs + 5 kt (Fokker 100) or reached and ATS is not engaged, ATS
1.13 Vsr + 5 kt (Fokker 70); engages automatically and reduces thrust to
- in ALT hold, V/S and APPR mode when prevent exceeding VMAX.
the speed drops approx. 5 kt below 1.30 When climbing in IAS select or IAS hold,
VS (Fokker 100) or 1.23 VSR (Fokker 70); automatic transition to Mach select or
- if during manual flight in LVLCH climb the Mach hold occurs at M.76. When descend-
FD commands are not followed and the ing in Mach select or Mach hold, automati-
speed drops below 1.30 Vs (Fokker 100) transition to IAS select or IAS hold occurs at
approx 315 kt IAS.
or 1.23 Vsr (Fokker 70).
NOTE: AFCAS will generate an AFCAS EXCESSIVE VERTICAL SPEED PROTEC-
TARGET alert on MFDS when TION
the speed drops approx. 15 kt AFCAS safe guards against too low or too
below the selected speed. high speeds resulting from excessive vertical
In addition Alpha mode activation will occur if speed selection by automatic mode change
FPV is selected or during manual flight with from V/S to LVLCH as follows:
FD off and the speed drops approx. 5 kt V/S Climb
below 1.30 VS (Fokker 100) or 1.23 VSR
(Fokker 70), If the combination of selected V/S and speed
exceeds the aircraft performance ATS will
CAUTION: first increase thrust to the maximum EPR for
WHEN ATS ENGAGES AS A RESULT OF the selected thrust rating.
ALPHA MODE ACTIVATION WITH THE When this thrust is incapable of maintaining
ENGINES SPOOLED DOWN OR IN CASE the selected speed and vertical speed, the
OF A HIGH DECELERATION RATE, THE vertical speed will be maintained at the cost
SPEED MAY FALL WELL BELOW VMA of speed.
BEFORE THE AIRCRAFT STARTS TO When the speed falls approx 15 kt below the
ACCELERATE. selected speed, the crew is warned by an
THE FORCE OVERRIDE SWITCHES ARE AFCAS TARGET alert at MFDS.
DE-ACTIVATED DURING ALPHA MODE If no corrective action is taken the aircraft will
OPERATION AND IF, AT THIS MOMENT, further decelerate.
THE PILOT ATTEMPTS TO MANUALLY At 1.30 Vs (Fokker 100) or 1.23 Vsr (Fokker
ADVANCE THE THRUST LEVERS TO 70) AFCAS reverts automatically from
SPEED UP ENGINE RESPONSE, HE V/S climb to LVLCH climb. The aircraft will
EXPERIENCES HEAVY OVERRIDE accelerate to and maintain the (pre) selected
FORCES WHICH MAY GIVE THE IMPRES- speed or VMA, whichever is higher and climb
SION THAT THE THRUST LEVERS ARE to the FMP altitude.
BLOCKED. ALTHOUGH NOT RECOM-

AFCAS PAGE 3
ISSUE 004
V/S Descent ALTITUDE ALERTING

If a vertical speed is selected that will result Altitude alerting comprises an altitude entry
in exceeding the selected speed, ATS will alert and an altitude exit alert.
reduce thrust until idle is reached. The altitude entry alert is presented when the
If the speed increases further to approx 15 kt aircraft reaches 750 ft below/above the alti-
above the selected speed, AFCAS gener- tude selected at the FMP. The altitude entry
ates an AFCAS TARGET alert at MFDS. alert comprises:
When no corrective action is taken the air- - An annunciation at the PFD: The
craft will accelerate further. selected-altitude pointer and numerals
At VMAX AFCAS reverts automatically from flash for five seconds.
the V/S to LVLCH descent. - An optional FWS controlled aural alert
The aircraft will decelerate to and maintain ('C'-chord), which is available during
the (pre)selected speed or VMAX, whichever manual flight only or, optionally, during
is lower and descend to the FMP altitude. both manual and automatic flight.
The altitude exit alert is presented when the
FLIGHT PATH ANGLE PROTECTION aircraft deviates more than 250 ft from the
selected altitude. The altitude exit alert com-
This feature safeguards against "high sink prises:
rate - low speed" conditions close to the - An annunciation at the PFD: The
ground, which may occur during a perfor- selected-altitude pointer and numerals
mance decreasing windshear. The mode change color from blue to amber.
becomes active below 1000 ft AGL, with flap - An FWS controlled alert.
set at 25 degrees or 42 degrees, ATS When, while in ALT hold, a new altitude is
engaged and the flight path angle in excess preselected, altitude alerting remains armed
of −3.5 degrees. around the actual altitude until another verti-
If these conditions exist, ATS will control to a cal mode is engaged.
speed which is approx 8 kt higher than VMA
for every one degree that the flight path Altitude alerting is inhibited:
angle is steeper than −3.5 degrees. VMA and - After GS capture.
- When gear is down.
VSEL at the PFD are not affected. - During drift down.
In case these conditions occur during an
intentional steep approach, the pilot should NOTE: The altitude exit alert is inhibited
temporarily override ATS until established at upon a resolution advisory gener-
the normal approach angle. ated by TCAS * .
AUTOMATIC GUST CORRECTION

During approach in gusty wind conditions
ATS will control to a speed not below VMA+8.
VMA and VSEL at the PFD are not affected.

AFCAS PAGE 4
ISSUE 004
INTENTIONALLY
LEFT
BLANK

PAGE 5
AFCAS
VERSION 01
FLIGHT ENVELOPE PROTECTION ISSUE 002


r----------------~
-~
I~; I
I A
ENTRY AT 750 FT FROM
SELECTED ALTITUDE'
C-CHORD :
I , I
I_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ J
DEVIATION FROM
B SELECTED ALTITUDE
250 FT OR MORE
+ 250 FT
SELECTED ALTITUDE - - -
- 250 FT
® ENTRY ALERT
EXIT ALERT
tffR llMALERT INHIBITION

~
z z
0 0 Z
;: 0 ....ffi
;:...'"
<!)
Z
0
0
<!)
zw 5
...'"
w t;: ....
;: r
U .... Z
~
t;; ::> '" ~
w '";;:: 0
....
0
...
0 0
.... 0
eo 5

AFCAS PAGE 6
ISSUE 002
INTENTIONALLY
LEFT
BLANK

1.19.05
AFCAS
VERSION 01
FLIGHT MODE ANNUNCIATION ISSUE 001
GENERAL VERTICAL MODES

AP or FD mode annunciation is dis- The information in the THR, SPD, and
played at the FMA located at the top of PATH windows is related to the type of
each PFD (see also section EFIS). FMA control performed by elevator and thrust.
is present when AP is engaged or FD is
THR Window
switched on. The annunciation contains
five windows: three windows for the verti- When a pilot or FMS-selected thrust
cal flight modes (thrust, speed, vertical rating is an EPR target, the specific
path), one window for lateral path display rating will be displayed in green.
(LAT) and one status window showing SPD Window
AP, FD or Flight Path Vector (FPV) and
AT status (see fig 1). When the speed is controlled by the
autothrottle system, it is indicated by a
green lAS or M in the SPD window fol-
lowed by the affix T (Thrust).
THR SPD PATH LAT STS When the speed is controlled by elev-
ator, it is indicated by a green lAS or M
followed by the affix E (Elevator).
Fig 1 PATH Window
in general, the top line of the THR, When the elevator is controlling to a path
SPD, PATH and LAT windows displays (e.g. vertical speed or alt hold) it is
the active modes in green ; the bottom shown in the PATH window. In normal
line shows the armed modes in cyan situations two out of three vertical win-
(blue) . dows will contain mode information on
The status window displays in white AP the top line while one window remains
or FD or FPV status at the top line and blank. Fig 3 shows an example of a typi-
AT status at the bottom line. cal FMA sequence of vertical modes
A triangle affixed to the annunciation of during climb, level-off and cruise.
a mode is used to indicate a capture
phase; e.g. after localizer capture until
localizer tracking the LAT window dis- CLB I ME I ALT I
plays LOC with the triangle. If the let-
ters are boxed, it indicates that the
mode is FMS-related. Fig 2 shows the Climb thrust, Mach is controlled by elev-
formats available for presentation at the ator, altitude armed.
FMA.
THR SPD PATH LAT STS

I MT I ALT~ I I
Mach is controlled by thrust, altitude is

TO TO VIS HOG AP1 captured (climb thrust still selected but
GA GA ALT HOGs AP2 not reached).
OVRD lAS GIS NAV AP
RET M DES LOC FD1
MAN MAN APP VOR1 FD2
LL GA VOR2 FPV
CLB FLR ALN AT1 Mach is controlled by thrust, altitude
CRZ LAND2 AT2 hold.
MCT LAND3" AT Fig 3
ROLL OUT
FPV
Fig 2

1.19.05
AFCAS
VERSION 01
LATERAL MODES STATUS ANNUNCIATION

Lateral modes are presented in the LAT AP engage status is displayed on the top
window. Fig 4 shows the FMA sequence line of the STS window as AP 1 if AP 1 is
when the aircraft flies towards, captures engaged, AP 2 if AP 2 is engaged, and
and tracks a VOR radial . AP if AP 1 and AP 2 are both engaged.
When no AP is engaged, the top line dis-
plays the onside FD or FPV, if selected .
HOGs 1 The bottom line shows AT engage status
VORl conform the AP engage status.
1 1 1
AP or AT disconnect is indicated by AP
Heading select mode active, VOR flashing amber (or red * ) or AT flashing
armed. amber. After an automatic or manual
disengagement, the annunciations can
be reset by re-engaging AP or AT re-
spectively, or by depressing the respec-
tive AP or AT disconnect button.
VOR 1 is captured . Fig 6 shows the FMA sequence for an
AP disconnect followed by a reset.
VOR 1 tracking.
Fig 4 1 1 1
or *
COMBINED VERTICAULATERAL
FLIGHT MODES ' AP1-'
--- .....
AT
Certain flight modes require combined
vertical and lateral axis control to guide 1 1 l
the aircraft along a fixed path such as AP 1 is disconnected, AT is engaged.
e.g. the APP (LAND) mode.
Flashing amber or red * AP is reset by
In these cases the mode is shown over
pushing AP disconnect button which will
both the PATH and LAT window; see fig
result in:
5.
LAN 02
1 1 1 I:
1 1 FD 1 displayed, AT engaged.
APP (LAND) mode active. Fig 6
Fig 5

1.19.05
AFCAS VERSION 01
ANNUNCIATION OF ABNORMAL MODE FAILURES

FLIGHT SITUATION
Failures resulting in loss of armed or ac-
When a target or a requested flight path tive modes are indicated by an amber
cannot be maintained or reached , the flashing annunciation in the particular
following takes place: window.
The annunciation of the parameter that Loss of the complete AT function results
is no longer controlled or cannot be in a flashing amber AT, and an amber
reached will flash. MAN in either the THR window (if
The annunciation of the parameter that THRUST was controlled to a target) or in
is at its limiting value and which the SPD window (if SPEED was con-
causes the situation will be shown in trolled to a target). The flashing AT can
magenta. be reset by depressing the AT discon-
Fig 7 shows an example of the FMA nect button, but the amber MAN annunci·
when, during climb, the combination of ation remains displayed.
vertical speed and lAS cannot be main- Loss of an AP results in a flashing amber
tained with the available thrust. or red * AP annunciation which will dis-
appear after operation of the AP discon-
lAST I ALT
VIS I VORl I APl
nect button. If the FD was on, the FMA
shows the appropriate SPD, PATH or
I AT LAT modes.
In case of an AP disengagement during
Normal situation, climb in VIS mode. autoland , after which the LAND 2 annun-
ciation in the PATH and LAT windows will
turn flashing amber, the autoland caution
CLB I)AS( I ALT
VIS I VORi I APl
AT
lights can be depressed in order to have
the appropriate status displayed .
Speed target abandoned due to reach-

ing climb limit.
Fig 7

AFCAS PAGE 4
FLIGHT MODE ANNUNCIATION VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.19.06
AFCAS
VERSION 01
FLIGHT AUGMENTATION SYSTEM ISSUE 001
GENERAL Manual Trim

The Flight Augmentation System (FAS) When the AP is not engaged the pilot has
provides yaw damping, turn coordination to trim the aircraft by means of the sta-
and stabilizer trim operation. These func- bilizer trim switch at the control wheel.
tions are realized via the two Flight Trim rate is a function of speed, I.e. trim
Augmentation Computer (FAC) channels. rate is high at low speed and low at high
speed.
YAW DAMPING AND TURN To achieve stabilizer trim movement,
COORDINATION both halves of the trim switch must be
operated simultaneously.
FuU.time automatic yaw damping and A dedicated aural tone (whooler), is
turn coordination is available with AP on generated when the trim switch is oper-
or off. The controls and indicators for the ated for more than 2.5 sec while air-
yaw dampers are located at the Flight borne.
Augmentation Panel (FAP). On the ground the whooler sounds when
the stabilizer trim switch is operated
STABILIZER TRIM more than 1 second.
No trim movement takes place when the
The stabilizer trim functions are con- left and the right pilot operate the trim
trolled by the FAC channels and are dis- switches simultaneously in opposite di-
tinguished as follows: rections.
- Automatic stabilizer trim (AP on).
- Manual stabilizer trimming by the pilot NOTE: Monitors in the stabilizer trim
(AP off). switch circuit are installed to de-
- Mach trim compensation. tect faults that could cause a
Controls and indicators for the FAC sta- runaway trim. If the pilot erro-
bilizer trim channels are located at the neously operates only one half of
FAP. the stabilizer trim switch for more
than 15 seconds, the monitoring
Automatic Stabilizer Trim circuit will interpret this as a fault
With the AP engaged, the stabilizer is in the trim switch wiring and will
trimmed automatically in response to AP disconnect the stabilizer trim
commands. The stabilizer trim switches switch. This condition will result
at the control column are de-activated in a non resettable STAS TRIM 1
when the AP is engaged. Do not operate AND 2 fault the next time that the
the stabilizer trim wheel when the AP is stabilizer trim is operated nor-
engaged. mally.
OUT OF TRIM NOSE DOWN/UP alerts Mach Trim Compensation
are provided to warn the pilot for an out
of trim situation prior to AP disengage- To compensate for the nose down pitch
ment. moments at high Mach number the FAC
In the APP (LAND) mode, an automatic provides Mach trim compensation when
nose up trim bias will ensure a safe pitch the AP is off and no trim commands are
attitude upon AP disconnect close to the given via the stabilizer trim switches.
ground. NOTE: If both FAC channels fail, the sta-
bilizer can be trimmed by the
pilot via the stabilizer trim wheel.

AFCAS PAGE 2
FLIGHT AUGMENTATION SYSTEM VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.19.06
AFCAS
VERSION 01
FUNCTIONAL DIAGRAM
STAB
Y01 TRIM 1
PIB
PIB
Y02
PIB -- -
STAB
TRIM 2
PIB
FAP FAP
STAB TRIM
SWITCHES
CONTROL
WHEEL
Bt -t--
FAC
AOC1 ...... ...... AOC2
RA1 ......
I ...... RA2
IRS 1/YAW RATE SENSOR (IRS 3*) ......

CHANNEL 1 I CHANNEL 2
......IRS 2/ YAW RATE SENSOR (IRS 3*)
AlCCONF ......
I ...... AlCCONF
SYSSTS ......
I ......SYSSTS
tt
RUDDER
STABILIZER
JFAS·OOl
- - - - - - - AOM FOKKER 70 I AOM FOKKER 100 - - - - -

1.19.06
AFCAS
VERSION 01


- Yaw damper channel operative. - Stabilizer trim channel operative.
- Yaw damper channel fault. - Stabilizer trim channel fault.
OFF (white) OFF (white)
- Yaw damper channel manually - Stabilizer trim channel manually
switched off. switched off.
JFAS-002

1.19.06
AFCAS
VERSION 01
CONTROL WHEEL (CAPTAIN)
STABILIZER TRfMSWITCI-l
{spnngloadtH'S· tQCenterj
AND
- Trims aircrattnose down.
ANU
;..., Trims aircraft ncse up.
NOTE: .,. Trim function IIsavsilab1e
when:
-both halves of the
sWitthare operated
slmuJtaneously;
- the AP 1$ not engaged;
- at least one FACtitab
trim channei is
operative.
2. A trim in motion
awareness alert
('whoo~er') is preSented
wherd)oth halyes of the
stab trim switch are
operated for at least
-2.5se<: when in flight;
- 1 sec when On the
ground (after engine
start).
- - - - - - - - AOM FOKKER 70 I AOM FOKKER tOO - - - - - - - -

1.19.06
SVSTEMDESCRIPTIONS PAGE 6
AFCAS VERSlON 01

CONDITION (S) tALERT LEVEL ANNUNCIATIONS
AURAL MWll Mel MFOO l.OCAt.

r----------------~
~
A -=CC_tFAU~" ~~'lirlJ~
,...... ~,
_________________ J
"·c. ' ..' 'II
EXPECT AtRCMFT
e oor OF t$l~MUP'ON
APDlSEHGAGEMENT
I_I
r----------------~
C YAW OAMPSR SfNGLE

CHANNEl. FAUlT
1 ;~:
_~
"'·.'U·M,,'
J
i
STAsnJ2ERmIM
O_:~N_U~~_E ~-..:l!1
CH_AN_Me_l 1
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z Z
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a 0 z 0 ffi
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z ~
l- e; t2 ~ t2 :t. I--
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:z
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t
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~
0 0 0
0 0 0 0
0
co :::i '<:t ~ '<:t I- 00
ENG
OUT
A
B
c
D
- - - - - - - - AOM FOKKER 70 I AOMFOKKER 100 - - - - - - - -

1.19.06
AFCAS VERSION 01

YAW DAMPER DOUBLE YAW DAMPER

A CHANNEL FAULT 1 AND 2
STABILIZER TRIM STAB TRIM

B DOUBLE CHANNEL 1 AND2
FAULT
~ ALERT INHIBITION
u.
u.
~0 0 '"w
I-
~
I- I-
I-
0
...>< "Z
w
u. u.
u. %
... Z
..
V
0 :> ~
0
~
0
~ e .,
0 ~
CLB CRZ

1.19.06
AFCAS
VERSION 01

AURAL MWllMCl MFDU lOCAL

r----------------~
~II~/ I
STAB TRIM SWITCH
OPERATION
WHOOlER :
- ~2.5 SEC IN FLIGHT
- ~1 SEC ON THE GROUND I , I
I_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ J
r!lIIII ALERT INHIBITION

z z ....
z (;
0 0
~O
'"
I!!
'"~ 1:1
...
z ...... ...
t- "...Z «
.....
~ I- 0 ...
t- !;: !;: xV t- Z
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...
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t-
on
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;;:
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0
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0
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0
0
~ ..
0
0
=>
0
t-
>t
0
a>
I-
:5
~
I ~: I TAXI
INIT
TO
TO TO CLB CRZ DES APPR lAND TAXI
ENG
OUT
~

AFCAS PAGE 1
WINDSHEAR DETECTION AND RECOVERY VERSION 01
ISSUE 001
DETECTION RECOVERY
Windshear detection is performed by the Windshear recovery is provided by AFCAS.
Flight Management Computers (FMC). The The recovery mode is implemented in the
FMC's estimate air mass motions by compar- FCC's, as an extension of the normal TO and
ing air mass accelerations and aircraft accel- GA modes. If the recovery function becomes
erations. The detection function is operative inoperative, a NO WNDSHR GUIDANCE
during take-off, from lift-off up to 1500 ft AGL, alert message will be displayed by MFDS.
and during the approach, from 1500 ft AGL
NOTE: The NO WNDSHR GUIDANCE alert
down to 30 ft AGL. There is no detection in
must be assumed to indicate a com-
case of an engine failure.
plete windshear system failure if
A self-test of the windshear detection func-
less than two FMC's are operative
tion can be initiated on the ground with
for flight.
engines out via the maintenance page at the
FMS CDU. A NO WNDSHR DETECTION Mode Selection
alert message will be displayed by MFDS if a Upon detection and annunciation of a perfor-
fault of the wind-shear detection function mance decreasing shear (windshear warn-
occurs. ing), the recovery mode will be activated:
- Automatically during the take-off and dur-
ANNUNCIATION ing a normal go-around.
A performance increasing shear will result in - Upon selection of TOGA or full throttle
a WINDSHEAR caution at the PFD. The cau- thrust during the approach.
tion is presented in the approach only. A per- NOTE: AFCAS does not arm a recovery
formance decreasing shear will result in a mode if a performance-increasing
WINDSHEAR warning at the PFD and a tri- shear (windshear caution) is
ple ”WINDSHEAR” via the flight-deck loud- detected. TOGA selection upon a
speakers and headphones. The warning will windshear caution will result in a
be presented in take-off and approach. The normal go-around.
aural windshear warning, generated by the
GPW computer, has priority over other The recovery mode transitions to:
ground proximity warnings. A wind-shear - The normal TO or GA mode when the
warning will override a windshear caution. windshear warning is not present and the
aircraft reaches 1500 ft AGL. Transition
NOTE: In case of FMS INDEPENDENT to the normal TO or GA mode at an alti-
OPERATION (no crosstalk) the tude below 1500 ft AGL may occur if flight
detection function is performed by conditions permit.
each FMC individually. A slight dif- - Any other AFCAS mode, manually
ference in time between the presen- selected above 400 ft AGL.
tation of the wind shear alert
message at the captain's and first-
officer's PFD may occur as a
detected windshear condition will be
annunciated at the onside PFD.
However, this will not degrade the
system operation.

AFCAS PAGE 2
ISSUE 001
Mode Functions - Automatic selection of an armed AFCAS

- AFCAS provides FD recovery guidance mode is cancelled, with the exception of
and, if the AP is engaged, recovery con- altitude hold above 400 ft RA.
trol. Recovery guidance is shown at the - The alpha mode will be de-activated to
PFD irrespective of the position of the prevent a premature pitch-down of the
FPV/FD switch at the FMP. If the com- aircraft.
mand bar(s) was (were) displayed auto- - Stick pusher operation is inhibited during
matically, it (they) can be removed by recovery plus 30 seconds.
switching FD on and off. - ATS automatically selects full throttle
- VMA is removed from the airspeed scale thrust:
- In take-off above 400 ft (ATS declutched
at the PFD. below 400 ft).
- Recovery guidance also comprises the - In appoach after selecting TOGA.
presentation, upon windshear detection, - ATS automatically reverts to TOGA thrust
of an Alpha Margin Indicator (AMI) at the upon exit of windshear recovery. When
PFD. The AMI shows the instantaneous ATS is inoperative (FAP AT p/b's OFF)
margin in angle-of-attack to stick shaker full throttle thrust must be selected manu-
activation. The stick shaker will be acti- ally and reduced to TOGA thrust when
vated when the margin is nullified. During passing 1500 ft AGL and the warning is
recovery below 150 ft AGL with the AP no longer present.
engaged, the stick shaker may be acti- - If the engine parameters TGT, N1 and N2
vated and the pitch angle and the com- exceed their limits, tape color change will
mand bar(s) may increase above AMI. occur, but the respective alerts are not
NOTE: The AMI is also presented upon presented.
detection of a performance increas- NOTE: 1. For an illustration of the PFD
ing windshear. with windshear annunciation and
- The speed brake, if extended, will be recovery guidance see section
commanded to retract. Flight / Navigation Instruments,
- The heading hold mode will be active with subsection EFIS.
a bank angle limit of five degrees. 2. For a description of recovery
techniques see chapter Flight
Techniques, section Adverse
Weather Operation.

1.19.07
AFCAS
VERSION 01
WINDSHEAR DETECTION AND RECOVERY ISSUE 001


r----------------~
A
WINDSHEAR
DETECTION
FAULT
1 L-II
r--
~/ NO WNDSHR
DETECTION
:1
L.....-_ _ _ _~
II_________________
, JI
B
WINDSHEAR
GUIDANCE AND
CONTROL
NOT AVAILABLE
1 ---I
----
1</
r----------------~
IL
J
,
I
I
NO WNDSHR
GUIDANCE
I
________________ J
~ ALERT INHIBITION
z z z
...
o 0
~
l:i 15
0 I:) ~
...
c zw
t t t :%: ...>< ... Z
..
U
0 :::l ~
~
0
0
~ ~ ...
0 0
CRZ DES

AFCAS PAGE 4
ISSUE 001
INTENTIONALLY
LEFT
BLANK

1.19.08
AFCAS VERSION 01
STEEP APPROACH ISSUE 001
GENERAL
The steep approach capability, if avail-
able, can be activated and deactivated
manually via the STEEP APPROACH p/b
at the main instrument panel. Activation
of this capability sets up the relevant air-
craft systems for approaches with a glide
path in eccess of 4.5 degrees:
- GPWS warning mode 1 (excessive
sink rate) allows higher sink rates.
- AFCAS cannot perform automatic
landings. As a result the autoland-not-
allowed alert ("NO ALAND"), see sub-
section Automatic Flight Control Sys-
tem, is presented upon activation of
the steep approach capability.

PAGE 2
AFCAS
VERSION 01
STEEP APPROACH ISSUE 001
STEEP APPROACH PIS

STEEP
APPROACH
STEEP APPROACH PIS
Normal (blank)
Steep approach capability not
active.
ON (white)
- Steep approach capability active.
NOTE: If tile steep approach
capability fails to activate
after pressing the steep
approach p/b. the p/b will
remain blank.
JAFC·051

LIMITATIONS 2.00.00
PAGE 1
CONTENTS VERSION 59
ISSUE 002
2.01.01 General
2.02.01 General Limitations
2.03.01 Weight Limitations
2.04.01 Speed Limitations
2.05.01 Weather Limitations
2.06.01 Power Plant and APU Limitations
2.07.01 Fuel System Limiations
2.08.01 AFCAS Limitations
2.09 Navigation Limitations

2.09.01 FMS
2.09.02 EFIS
2.09.03 RVSM
2.09.04 TCAS
2.09.05 TAWS / GPWS
2.09.06 ATC Transponder
2.10.01 Miscellaneous Limitations

LIMITATIONS 2.00.00
PAGE 2
CONTENTS VERSION 59
ISSUE 002
INTENTIONALLY
LEFT
BLANK

LIMITATIONS 2.01.01
GENERAL PAGE 1
VERSION 51
ISSUE 002
KINDS OF AIRPLANE OPERATION

The airplane is certified in the transport category (passengers and freight) operations, in the fol-
lowing conditions when the appropriate equipment and instruments required by the airworthiness
authorities and operating regulations are approved, installed and in an operable condition:
- Day and night.
- VFR and IFR.
- Flight in icing condition.
Ditching certification has not been applied for.
Nose Gear Towbarless Towing
- Nose gear towbarless towing is not authorized, except by those truck(s) listed in Service Letter
222.
- Dispatch towing (high speed towing with a revenue loaded aircraft) is prohibited.
Main Gear Driving
- Main gear driving is not authorized, except by those truck(s) listed in Service Letter 222 .
- Do not use steering tiller angles in excess of 90 degrees.
- The flaps shall be UP (0 degrees flap settings) during any part of the main gear drive operation
including attaching and releasing of the truck.
APPLICABILITY
The limitations are valid for aircraft equipped with Rolls Royce Tay Mark 620-15 engines.
AFM APPENDIX AND / OR SUPPLEMENT LIMITATIONS
Appendices and or supplements to the AFM (if applicable) may contain limitations additional to the
basic AFM limitations.
In the event of disagreement between the AFM APPENDICES and / or SUPPLEMENTS and the
BASIC AFM, the AFM APPENDICES and / or SUPPLEMENTS have the final authority.
AIRPLANE CONFIGURATION
The airplane configuration must be limited to those configurations for which Performance informa-
tion is provided (e.g. specific flap
settings, etc.).

LIMITATIONS 2.01.01
GENERAL PAGE 2
VERSION 51
ISSUE 002
INTENTIONALLY
LEFT
BLANK

LIMITATIONS 2.02.01
GENERAL LIMITATIONS PAGE 1
VERSION 53
ISSUE 003
Minimum flight crew : Two (2) pilots.
Maximum certified number of passenger seats : Eighty five (85).

NOTE: 1. The actual approved cabin lay-out
may limit the maximum number of
passenger seats to a lower figure.
2. Compliance with the emergency
evacuation requirements has been
demonstrated with two (2) attendants.
Maximum operating pressure altitude : 35 000 ft.
Runway slope limits : 2 per cent up to 2 per cent down.

- for autoland operation : 0.8 per cent up to 0.8 per cent down.
Manoeuvring load limits : Flaps up: + 2.5 g to-1.0 g

Flaps down: + 2.0 g to 0.0 g
The positive g limits the angle of bank in

turns and severity of pull up manoeuvres.
Rapid and large alternating rudder and

elevator control inputs, especially in
combination with large changes in pitch, roll,
or yaw (e.g. large sideslip angles) are
prohibited, as they may result in structural
failures at any speed, including those below
the Maximum Design Manoeuvring Speed (VA).
Instruments markings : GREEN - Normal operating range.

AMBER - Caution range.
RED - Limit of operation.
Maximum Take-off and landing

pressure altitude : 8000 ft.
--------------------------------------------------------------------------------- AOM FOKKER 70 ---------------------------------------------------------------------------------

LIMITATIONS 2.02.01
GENERAL LIMITATIONS PAGE 2
VERSION 53
ISSUE 003
OPERATING TEMPERATURES
Maximum: Take-off, flight, and landing

with the air conditioning
operative : ISA + 35 deg C.
On the ground with the avionics

cooling operative and the air
conditioning inoperative : 44 deg C.
Minimum: Take-off with ATS engaged : minus 54 deg C (minus 65 deg F).
Flex take-off with ATS engaged : minus 25 deg C (minus 13 deg F).
To ensure arming of the TO

configuration warning system:
Take-off with ATS not engaged : minus 25 deg C (minus 13 deg F).
Flex take-off with ATS not engaged: minus 5 deg C ( 23 deg F).
In flight at altitude : minus 70 deg C (minus 94 deg F).
--------------------------------------------------------------------------------- AOM FOKKER 70 ---------------------------------------------------------------------------------

LIMITATIONS 2.03.01
WEIGHT LIMITATIONS PAGE 1
VERSION 57
ISSUE 001
Maximum taxi weight 38 325 kg (84 500 Ib).

Maximum take-off weight 37 995 kg (83 760 Ib).
Maximum landing weight 36740 kg (81 OOOlb).
Maximum zero fuel weight 33565 kg (74000 Ib).
For weight and loading distribution, see the Weight and Balance Manual.
PERFORMANCE LIMITATIONS
The performance limitations on the operation of the airplane are given in the chapter PERFOR-
MANCE.
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
LIMITATIONS 2.03.01
WEIGHT LIMITATIONS PAGE 2
VERSION 57
ISSUE 001
AIRCRAFT
WEIGHT
kg Ib
88000
138325 kg 1
39 000 86 000
H 84500 Ib I I
V
84000 .r --+---1-- -- -~~~- -- -- --
-,.-
,r
38000
f r-- ~ 37995 kgl M~OW I
37000
82 000 I 83760 Ib I MLW
I
I
I
I~ I
80000
~ I
36 000
78000 I
I
I
I ~ 36740 kgl
I 81000 Ib I
I
I
I
35 000
76 000
I
I I
34000 I
I
I MZFW
I
I
74000 I
I .............
33 000 I
I'---.... I
1 I I
72000 133565 kg 1 I
I 74 000 Ib
I
32 000 I
70000 I
I
I
I I
31000
68000 T
I
I
I
I
30000 66 000
I
I
64000
I 1----
1-- TAXI
TAKE-OFF & LANDING
1 I
I
29 000 I
I
I
- - - EN ROUTE 1 I
I
62 000 I
28000 I
I
I
I
60000 I
27000 I
I
I
I
58000 I
26 000 I
I
I
I
56 000 I T
25 000
7.5 10 35 37
I
54000
I I
4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38
CENTER OF GRAVITY (% MAC)
JLlM-5007
AOM FOKKER 70
LIMITATIONS 2.04.01
SPEED LIMITATIONS PAGE 1
VERSION 55
ISSUE 001
NOTE: All speeds mentioned in this section are indicated airspeeds (lAS).
All altitudes mentioned in this section are pressure altitudes.
VMdMMO Maximum operating limit speed: 320 kt / M 0.77
The maximum operating limit speed shall not be deliberately exceeded in any
regime of flight (climb, cruise, or descent), except where a higher speed is
specifically authorized for flight test or pilot training operation.
VA Maximum design manoeuvring speed:
220
I
-----
~ 37995 kg
210 83760lb
Vi
~
200
/
/
I - ---- ~~
........
g 190
c 180
w
w .A 22608 kg I
D.
(/) 170 49850lb
160
/
150
/ -~
/
140
o 10000 20000 30000
ALTITUDE (tt)
JLlM-5013/A
Full application of rudder and aileron controls, as well as manoeuvres that involve
angle of attack near the stall, should be confined to speeds below VA-
Rough air speed: 250 kt / M 0.65.
Maximum flap extended speed:
flaps at 8 deg 250 kt / M 0.50
15 and 25 deg 220 kt / M 0.45
42 deg 180 kt / M 0.36
Maximum altitude for flap extension: 20000 ft.
Do not use flaps in en route conditions.
Do not use flaps during prolonged holding.
Maximum landing gear extended and operating speed: 200 kt
Maximum altitude for landing gear extension: 25000 ft.
Maximum lift dumper extension speed: 170 kt.

Maximum demonstrated speed for flight with an open sliding window: 160 kt.
- - - - - - - - - - - AOM FOKKER 70
LIMITATIONS 2.04.01
SPEED LIMITATIONS PAGE 2
VERSION 55
ISSUE 001
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
LIMITATIONS 2.05.01
WEATHER LIMITATIONS PAGE 1
VERSION 52
ISSUE 001
MAXIMUM WIND VELOCITIES
Maximum demontrated crosswind component

for take-off and landing 35 kt
Tailwind component for take-off and landing 10 kt
TAKE-OFF FROM CONTAMINATED RUNWAYS

To avoid structural damage:
A take-off with 0 degrees flapsetting is not allowed if more than 25 percent of the runway surface
area within the required runway lenght and width is covered by either:
Standing water (s.g. 1.0) with a depth of more than 0.125 inch (3 mm).
Slush (s.g. 0.85) with a depth of more than 0.14 inch (3.5 mm).
Wet loose snow (s.g. 0.5) with a depth of more than 0.25 inch (6 mm).
Dry loose snow (s.g. 0.2) with a depth of more than 0.59 inch (15.0 mm).
A take-off with 8 or 15 degrees flapsetting is not allowed if more than 25 percent of the runway sur-
face area within the required runway length and width is covered by either:
Standing water (s.g. 1.0) with a depth of more than 0.5 inch (12.7 mm).
Slush (s.g. 0.85) with a depth of more than 0.59 inch (15.0 mm).
Wet loose snow (s.g. 0.5) with a depth of more than 1.0 inch (25.4 mm).
Dry loose snow (s.g. 0.2) with a depth of more than 2.5 inch (63.5 mm).
Take-off may be further limited by performance requirements.
TAKE-OFF
DO NOT TAKE-OFF unless the flightcrew has ensured that the wings, horizontal tail, control sur-
faces, engine inlets and other critical surfaces of the airplane are free of ice, frost and snow.
Dispatch with only frost at the underside of the wing is allowed, provided that the frost layer does
not extend outside the fuel tank area and its thickness does not exceed 0.125 inch (3 mm).
Under no circumstances the on ground wing leading edge heating system may be used instead of
de-icing treatment.
The on ground wing leading edge heating system is intented to be used in addition to approved
de-/anti-icing procedures and adherence to applicable hold-over times as required by national
operational regulations.

LIMITATIONS 2.05.01
WEATHER LIMITATIONS PAGE 2
VERSION 52
ISSUE 001
I ~ ~ ~ :~:~ ~: :~m : . ~ : ~. : .~ : . ~ :..:': .~ .:~..:~. ~ :.:. ~.::.:...:~...:~.

.:..:.
:~J;;;;:;J~: i~t:::::::::: .::::: .... :.:.~ :.:. .:.:.:

LIMITATIONS 2.06.01
POWER PLANT AND APU LIMITATIONS PAGE 1
VERSION 81
ISSUE 004
OPERATING LIMITS
N1 N2 MAX TGT
CONDITION TIME LIMIT
(per cent) (per cent) (deg C)
Momentary
During starts - - 700
(not exceeding 2 seconds)
Momentary
During relights - - 780
(not exceeding 2 seconds)
Max Take-off 96.5 103.5 800 5 minutes
Max Continuous 96.5 100.5 735 Unrestricted
Max Overspeed 99.4 106.6 - 20 seconds
Max Overtemperature - - 820 20 seconds
Low idle (Min)
NOTE: This is a minimum
- 47.9 - Unrestricted
below which N2
should not fall
Max Reverse thrust 96.5 100 800 60 seconds
100 per cent N1 = 8393 rpm
100 per cent N2 = 12 136 rpm
NOTE: In the event of an engine failure, the remaining engine may be operated at take-off thrust
for a maximum total period of 10 minutes.
Engine oil pressure: Minimum acceptance for flight : Take-off 30 psi.
Minimum to complete flight : Low idle to 78 per cent N2:
16 psi rising to 25 psi at Max
Continuous following a
straight line relationship.
Oil temperature: Minimum for starting : Minus 50 deg C.
Minimum before increasing power : Minus 30 deg C.
Maximum (unrestricted) : Plus 105 deg C.
Maximum (15 minutes) transient : Plus 120 deg C.
Fuel temperature: Maximum (unrestricted) : Plus 90 deg C.
Maximum (15 minutes) transient : Plus 120 deg C.
APPROVED OILS FOR ENGINES AND APU

The following oil types have been approved by the engine and the APU manufacturer:
AeroShell Turbine Oil 390
Castrol Aero 325 Engine Oil
Castrol Aero 5000
Esso/Exxon/BP/EastmanTurbo Oil 2380
Esso/Exxon/BP/Eastman Turbo Oil 2389
Esso/Exxon/BP/Eastman Turbo Oil 2197
Mobil Jet Oil II
Mobil Jet Oil 254
Mobil Jet Oil 291
-------------------------------------------------------------------------------- AOM FOKKER 70 -------------------------------------------------------------------------------

LIMITATIONS 2.06.01
VERSION 81
ISSUE 004
APPROVED FUELS
FUEL GRADE FUEL TYPE FUEL SPEC. REMARK

JET A ASTM D7566 synthetic fuel meets
NORMAL FUELS
ASTM D1655 the requirements of ASTM D1655

JET A-1 KEROSINE
fuel.
JP-8 MIL-DTL-83133 Equivalent to JET A-1.
HIGH FLASH
JP-5 MIL-PRF-5624 -
POINT
1) Shall only be used when no
other fuels are available.
ALTERNAVITE FUELS
2) Take-off is not allowed when

one or more fuel pumps are
inoperative.
JET B WIDE-CUT ASTM D6615 NOTE: If the fuel consists of a
mixture of 'Normal' fuel
and any amount of 'Alter-
native' fuel, the tanks must
be considered to contain
'Alternative' fuel.
For specification of the approved additives refer to the section SPECIFICATIONS in the Operat-
ing Instructions Manual F-TAY-2RR or F-TAY-3RR (as applicable) for the TAY 620-15 and TAY
650-15 engines respectively.
THRUST REVERSER
Thrust reversers are intended for ground use (landing, rejected take-off, taxi) only. Intentional
selection of reverse thrust in flight is prohibited.
The use of reverse thrust to move the aircraft backwards (powerback operation) is prohibited.
Selecting Max Reverse thrust is only permitted after landing on contaminated runways with a
reduced runway surface friction coefficient and in emergency conditions.
To avoid high fan blade stresses:
- Selection of any intermediate reverse thrust lever position between reverse idle and reverse
max is prohibited. Passing through this range while increasing or decreasing thrust is permit-
ted provided resolute selections are made.
- The reverse thrust levers must be in the reverse idle or stowed position whenever airspeed is
below 60 kt, except in emergency conditions.
Each occurrence where one or both reverse thrust levers were not in the reverse idle or stowed
position below 60 kt requires specific maintenance actions that must be accomplished before fur-
ther flight.
THRUST RATING PANEL
TO, FLX, MCT and GA EPR must be set in accordance with the thrust setting graphs in chapter
PERFORMANCE.
-------------------------------------------------------------------------------- AOM FOKKER 70 -------------------------------------------------------------------------------

LIMITATIONS 2.06.01
VERSION 61
ISSUE 002
FLEXIBLE THRUST TAKE-OFF (PROCEDURE)

FLX shall not be used when:
- icing conditions exist;
- the runway is contaminated with standing water, slush, snow or ice;
- windshear or temperature inversions are reported or expected;
- the lift dumpers are inoperative;
- one or more anti-skid units are inoperative;
- wing anti-icing is on;
- tail anti-icing is on;
- the operator has not established a means to periodically verify the availability of take-off rated
thrust to ensure that engine deterioration does not exceed authorized limits;
- items affecting performance cause significant increase in crew workload.
NOTE: 1. The take-off decision speed V1 must be scheduled in excess of or equal to 0.9 VR
(0.9<V1/VR<1.0).
The corresponding take-off weight restrictions in chapter Performance must be
observed.
2. The minimum and maximum assumed temperatures in chapter Performance must be
observed.
3. The minimum operating temperature for flexible take-off with the ATS engaged is
minus 25 deg C (minus 13 deg F).
4. The minimum operating temperature for flexible take-off with the ATS not engaged is
minus 5 deg C (23 deg F).
APU
None.

LIMITATIONS 2.06.01
VERSION 61
ISSUE 002
INTENTIONALLY
LEFT
BLANK

LIMITATIONS 2.07.01
FUEL SYSTEM LIMITATIONS PAGE 1
VERSION 53
ISSUE 002
FUEL QUANTITY INDICATION

Tank fuel remaining when the respective quantity indicator reads zero cannot safely be used in
flight.
MAXIMUM FUEL ASYMMETRY

In Flight:
The maximum fuel asymmetry in flight is 1000 kg / 2200 lb, irrespective of aircraft weight.
In addition, for landing, if fuel asymmetry is in excess of 350 kg / 770 lb:
- max crosswind component 20 kt.
- if landing weight below 26 500 kg / 58 500 lb, use flap 25.
On Ground:
The maximum fuel asymmetry during ground manoeuvring is 1000 kg / 2200 lb.
USABLE FUEL TANK QUANTITY
Wing tanks
Liters 9580
US gallons 2531
IMP gallons 2107
Kilograms 7664
Pounds 16 896
Conversion factors:
- 3.7854118 l/US gallon
- 4.546087 l/IMP gallon
- 0.800 kg/l
- 0.4535923 kg/lb
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

LIMITATIONS 2.07.01
FUEL SYSTEM LIMITATIONS PAGE 2
VERSION 53
ISSUE 002
INTENTIONALLY
LEFT
BLANK
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

LIMITATIONS 2.08.01
AFCAS LIMITATIONS PAGE 1
VERSION 52
ISSUE 002
AUTOPILOT MINIMUM USE HEIGHT DURING TAKE-OFF AND CRUISE
AP minimum use height for the Take-off mode:

- AP engagement allowed above : 35 ft
- with MFDS message ’NO AP BELOW 500 FT’ : 500 ft
AP minimum use height for cruise mode : 700 ft
NON-PRECISION APPROACH (FD AND AP)
AP minimum use height for non-precision approaches : 250 ft

Do not lower FMP altitude below MDA.
ILS APPROACH
Compliance with CAT II ILS approach has been demonstrated with CAT II and CAT III perfor-
mance quality ILS beams only.
FMA : GS/LOC LAND 2
- Approach capability : CAT II CAT III
- Minimum Decision Height (DH) : 100 ft 50 ft
- AP minimum use height : 80 ft 0 ft
- Alert height : - -
Maximum surface wind speeds for CAT II ILS approach followed by manual landing and for Auto-
land:
Condition : CAT II APPROACH * AUTOLAND / FLAP 25 and 42
Total wind : 30 kt 25 kt
Headwind component : 30 kt 25 kt
Tailwind component : 10 kt 10 kt
Crosswind : 25 kt 25 kt
* Mentioned wind limitations assume manual landing. If autoland is anticipated apply
wind limitations for AUTOLAND / FLAP 42 or / FLAP 25.
AFCAS SPEED TRACKING PERFORMANCE
AFCAS (including ATS) speed tracking is inaccurate with one or more IRS’s in the ATT mode.
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

LIMITATIONS 2.08.01
AFCAS LIMITATIONS PAGE 2
VERSION 52
ISSUE 002
INTENTIONALLY
LEFT
BLANK
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

LIMITATIONS 2.09.01
FMS LIMITATIONS PAGE 1
VERSION 54
ISSUE 001
GENERAL
The FMS lateral navigation function is certified in accordance with the guidance provided in AC
90-45A ("Approval of Area Navigation Systems for use in the US National Airspace System"), AC
25-4 ("Inertial Navigation Systems") and RTCA/00-187 ("Minimum Operational Performance
Standard for airborne Area Navigation Equipment using Multi Sensor Inputs"). Through AC90-45A
the lateral navigation function is also certified in accordance with AMJ20X2 (Advisory material for
the airworthiness approval of navigation systems for use in european airspace designated for
Basic RNAV operations).
Additionally, the FMS lateral navigation function is certified in accordance with TGL-10 sections
6 and 7 (Guidance Material for the airworthiness approval of navigation systems for use in the
European airspace designated for Precision RNAV operations).
The FMS may only be used as a supplemental means of navigation.
The FMS may not be used:
- above 70 deg north latitude
- below 60 deg south latitude
The FMS (IRS) is not authorized for use in the Minimum Navigation Performance Specification
(MNPS) area.
FMS RNAV APPROACH
The FINAL APPROACH prompt may be confirmed only with the NAV mode engaged.
The FMS RNAV approach shall not be initiated:
- In the FMS IRS only navigation mode, nor
- if the NAV mode is not engaged, nor
- if REF NAVAIO is not available, nor
- if in RI-L navigation mode (low position accuracy), nor
- below MOA.
The FMS RNAV approach shall not be continued:
- If the NAV mode is not engaged, nor
- if REF NAVAIO is not available, nor
- if in RI-L navigation mode (low position accuracy), nor
- below MOA.
FMS FUEL AND WEIGHT COMPUTATIONS
The fuel and weight computations of the FMS shall not be used as primary information for the fuel
and/or range planning.

LIMITATIONS 2.09.01
VERSION 54
ISSUE 001
BRNAV
BRNAV OPERATION
The BRNAV operation shall not be continued if the FMS CDU message "LOW POS ACCURACY"
is displayed.
(For BRNAV AIRCRAFT EQUIPMENT restrictions see below)
BRNAV AIRCRAFT EQUIPMENT
The equipment required to be operational to meet BRNAV criteria is specified in the table below.
EQUIPMENT MINIMUM REQUIRED
DME 1CD (on PF side)
VOR 1~
ADC 1
IRS 1
FMC 1® (on PF side)
FMS CDU 1 (on PF side)
FMS NAV. DATA BASE Current (i)
NO MAP mode 1® (on PF side)
EFIS CP 1 (on PF side)

FWC Channels 1
MFDU 1
NOTE: CD DME, VOR and ADF minimum equipment is determined by the NAV AIDS required
en-route to continue flight when BRNAV capability is lost.
~ As the FMS is certified as supplemental means of navigation, raw VOR and DME
data are required to allow system monitoring by the flight crew.
® One FMC may be inoperative provided the DME, VOR, EFIS CP and NO is operative
at the Pilot Not Flying (PNF) side.
® One NO MAP mode may be inoperative provided the PFD/ND transfer function,
FMS, EFIS CP, DME, VOR and RMI is operative at the Pilot Not Flying (PNF) side.
(i) If not; the flight crew is required to verify each selected waypoint and navaid for
accuracy by reference to other current approved data.

LIMITATIONS 2.09.01
VERSION 50
ISSUE 002
PRNAV
The FMS lateral function meets the requirements for PRNAV operations in designated European
airspace provided the following limitations are adhered to, the following procedures are applied
and with the minimum specified equipment serviceable.
PRNAV LIMITATIONS
FMS NAV AIDS are automatically or remotely tuned.

The FMS database shall be current.
PRNAV OPERATION
Operation in PRNAV designated areas may not be initiated if:

- NAV mode can not be engaged.
- One of the following FMS CDU messages is displayed:
“IRS ONLY NAVIGATION”..
“LOW POS ACCURACY, displayed on MFDS and FMS CDU”.
“DEAD RECKONING NAV”.
“RADIO ONLY NAVIGATION”.
“SPLIT IRS NAV”.
“VERIFY AC POSITION”.
“FMC POSITION MISMATCH”.
“INDEPENDENT OPERATION”, provided that 2 FMC’s are available.
“NONE” on FMS CDU Progress page (No Navigation).
PRNAV required accuracy is lost and PRNAV operation may not be continued if:
- The aircraft position crosscheck does not pass the navigational reasonableness check.
- NAV mode is disengaged.
- The “IRS ONLY NAVIGATION” message is displayed on FMS CDU for more than 12 minutes.
- One of the messages as given above that prohibit PRNAV initiation is displayed (except for IRS
ONLY NAVIGATION for a maximum of 12 minutes).

LIMITATIONS 2.09.01
VERSION 50
ISSUE 002
PRNAV AIRCRAFT EQUIPMENT
The equipment required to be operational to meet PRNAV criteria is specified in the table below.
EQUIPMENT MINIMUM REQUIRED
DME 1 c (on PF side)

VOR 1d
ADC 1
IRS 1
FMC 1 e (on PF side)
FMS CDU 1 (on PF side)
FMS NAV. DATA BASE Current
FCC 1
Flight Mode Panel (FMP) 1
NAV mode 1
ND MAP mode 1 f (on PF side)
EFIS CP 1 (on PF side)
FWC Channels 1
MFDU 1
NOTE: c DME and VOR minimum equipment is determined by the NAV AIDS required to con-
tinue flight when PRNAV capability is lost.
d As the FMS is certified as supplemental means of navigation, raw VOR and DME
data are required to allow system monitoring by the flight crew.
e One FMC may be inoperative provided the DME, VOR, EFIS CP and ND is operative
at the Pilot Not Flying (PNF) side.
f One ND MAP mode may be inoperative provided the PFD/ND transfer function,
FMS, EFIS CP, DME, VOR and RMI is operative at the Pilot Not Flying (PNF) side.

LIMITATIONS 2.09.02
EFIS LIMITATIONS PAGE 1
VERSION 51
ISSUE 001
NAVIGATION DISPLAY
ARC and/or MAP mode
When using NOB's as navigation or
approach aid the following navigation display
mode/range combinations may not be
selected:
- ARC / all ranges.
- MAP / 15, 30, 60, 120, 240.

LIMITATIONS 2.09.02
EFIS LIMITATIONS PAGE 2
VERSION 51
ISSUE 001
mf~:~:~: ~ ~;, ~m~ ,: ,: ,: ,:~, : ,~: :, :~,: ,:~, ~ :.:~.: .:~.: ;::':.: .:'.:.:. :.~. .:~. :.:~..:~.~: '.: : .: .: .: :. : ..
:~~t:;:;:~t: i~~t:;:;:;:;: .:::::' ... ~::::,:::: .::::::::: ":::::.

LIMITATIONS 2.09.03
RVSM LIMITATIONS PAGE 1
VERSION 50
ISSUE 001
GENERAL
After accomplishment of service bulletin SBF100-34-072, this aircraft is certified for RVSM in
accordance with JAA A & CM Section 1/part 3 TGL No.6 Rev 1. (Guidance material on the
approval of aircraft and operations for flight in airspace above FL 290 where a 1000 ft Vertical Sep-
aration Minima is applied).
Each aircraft which intends to use (Reduced Vertical Separation Minima) RVSM airspace should
have received RVSM airworthiness approval from the responsible authority, prior to approval being
granted for RVSM operations, including the approval of continued airworthiness programmes.
Airworthiness Approval alone does not authorise flight into airspace for which an RVSM Opera-
tional Approval is required by an ICAO Regional Navigation Agreement.
The Standby Altimeter is not compliant with RVSM requirements.
AIRCRAFT EQUIPMENT REQUIRED PRIOR TO ENTER RVSM AIRSPACE

The equipment required to be operational to meet RVSM criteria is specified in the table below:
EQUIPMENT MINIMUM REQ REMARKS
Static Ports System 1 and 2 4 Probe heat 1 and 2 must be

available.
ADC 2 Each ADC must be connected to

the on-side PFD.
Primary Flight Displays 2 Already required for non RVSM

(PFD's) dispatch.
Angle of Attack Vanes 2 Already required for non RVSM

dispatch.
Autopilot 1
Altitude alerts 1 Already required for non RVSM

dispatch.
If required: Operating transponder

shall use altitude 1 if autopilot 1 is
As required by used and altitude 2 if autopilot 2 is
ATC Transponder operational used.
requirement in the If altitude source is not selectable,
specific RVSM use transponder 1, if autopilot 1 is
area used and transponder 2, if autopilot
2 is used.
NOTE: Should any of the above required equipment(s) fail prior to the aircraft entering RVSM air-
space, the pilot should request a new clearance to avoid entering this airspace.

LIMITATIONS 2.09.03
RVSM LIMITATIONS PAGE 2
VERSION 50
ISSUE 001
RVSM OPERATION
The RVSM operation shall not be continued if the flightcrew is unable to maintain the aircraft at the
cleared flight level due to equipment failures and/or weather conditions. ATC is to be notified to
obtain clearance to deviate from the cleared flight level and to follow any established contingency
procedure.
If one of the following equipment failures is displayed, notify ATC and follow any established con-
tingency procedure:
Cross-check between the primary altitude on the PFD's does not agree within approx. 60 m
(approx 200 ft),
Failure of both autopilot altitude hold functions,
Loss of a primary altimetry system,
Loss of thrust on an engine necessitating descent,
Any other equipment failure affecting the ability to maintain the cleared flight level.

LIMITATIONS 2.09.04
TeAS LIMITATIONS PAGE 1
VERSION 50
ISSUE 001
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)

The flightcrew are authorized to deviate from their current ATC clearance to the extent necessary
to comply with a TCAS Resolution Advisory (RA).
Manoeuvers must not be based solely on information presented on the traffic display.

LIMITATIONS 2.09.04
TeAS LIMITATIONS PAGE 2
VERSION 50
ISSUE 001
mf~:~:~: ~ ~;, ~m~ ,: ,: ,: ,:~, : ,~: :, :~,: ,:~, ~ :.:~.: .:~.: ;::':.: .:'.:.:. :.~. .:~. :.:~..:~.~: '.: : .: .: .: :. : ..
:~~t:;:;:~t: i~~t:;:;:;:;: .:::::' ... ~::::,:::: .::::::::: ":::::.

LIMITATIONS 2.09.05
TAWS I GPWS LIMITATIONS PAGE 1
VERSION 50
ISSUE 001
TERRAIN AWARENESS AND WARNING SYSTEM (TAWS)
Navigation must not be predicated upon the use of the terrain display. The terrain display is
intended to serve as a situational tool only. It does not have the integrity nor fidelity on which to
solely base decisions for terrain obstacle clearance.
The flightcrew are authorized to deviate from their current ATe clearance to the extent necessary
to comply with a TAWS warning.
To avoid unwanted alerts, TAWS must be inhibited by the TAWS INHIB p/b within 15 nm of take-off,
approach or landing at an airport not included in the airport database.

LIMITATIONS 2.09.05
TAWS / GPWS LIMITATIONS PAGE 2
VERSION 50
ISSUE 001
mf~:~:~: ~ ~;, ~m~ ,: ,: ,: ,:~, : ,~: :, :~,: ,:~, ~ :.:~.: .:~.: ;::':.: .:'.:.:. :.~. .:~. :.:~..:~.~: '.: : .: .: .: :. : ..
:~~t:;:;:~t: i~~t:;:;:;:;: .:::::' ... ~::::,:::: .::::::::: ":::::.

LIMITATIONS 2.09.06
ATe TRANSPONDER LIMITATIONS PAGE 1
VERSION 50
ISSUE 001
SSR MODE S ENHANCED SURVEILLANCE
The installed Mode S system satisfies the data requirements of ICAO Doc 7030/4, regional Suppl-
mentary Procedures for SSR Mode S Enhanced Surveillance in designated European airspace.
The capability to transmit data parameters is shown in table below.
PARAMETER AVAILABLE I NOT AVAILABLE
Magnetic Heading Available
Indicated Airspeed Available
Mach No Available
Vertical Rate Available
Roll Angle Available

Track Angle Rate Available
True Track Angle Available

Groundspeed Available
Selected Altitude Available

Barometric Pressure Setting Available

LIMITATIONS 2.09.06
ATe TRANSPONDER LIMITATIONS PAGE 2
VERSION 50
ISSUE 001
I ~ ~ ~ :~:~ ~: :~m : . ~ : ~. : .~ : . ~ :..:': .~ .:~..:~. ~ :.:. ~.::.:...:~...:~.

.:..:.
:~J;;;;:;J~: i~t:::::::::: .::::: .... :.:.~ :.:. .:.:.:

LIMITATIONS 2.10.01
MISCELLANEOUS LIMITATIONS PAGE 1
VERSION 50
ISSUE 001
FLIGHT CONTROLS AUDIO WARNING CANCELLATION

Intentional depressurization of both hydraulic Operation of the WARN AUDIO p/b is prohib-
stabilizer systems in flight is prohibited. ited unless specifically dictated by an
approved procedure.
Normal operation of liftdumpers
Do not arm the liftdumper system before ILS BACK COURSE OPERATION
landing gear is down and locked.
ILS back course operation is not allowed.
INERTIAL REFERENCE SYSTEM
WEATHER RADAR SYSTEM
The Inertial Reference System (IRS) may not
be aligned nor used: The weather radar system may not be used
above 73 deg north latitude; on the ground except to assess to take-off
below 60 deg south latitude. flight path conditions provided the distance to
ground vehicles, aircraft, buildings or person-
nel is more than 10 meters (30 feet).

LIMITATIONS 2.10.01
MISCELLANEOUS LIMITATIONS PAGE 2
VERSION 50
ISSUE 001
lili! ilil

EMERGENCY PROCEDURES 3.00.00
PAGE 1
CONTENTS VERSION 56
ISSUE 001
3.01.01 General
3.02.01 Engine / APU

- Engine Fire / Severe Damage
- Engine Fire on Ground
- Engine Overheat
- Engine Failure
- TGT Overlimit
- Oil Pressure Limit
- Oil Overtemperature
- N1 (N2) Overspeed
- Fuel Overtemperature
- Jet Pipe Fire
- APU Fire
- Both Engines Flameout
- Flight in Volcanic Ash
3.03.01 Electrical Power

- Loss of AC Supply
- Battery Overheat
3.04.01 Smoke
- Electrical Smoke
- Smoke Removal
- Air Conditioning Smoke
- Cabin Equipment Smoke
- Toilet Smoke
3.05.01 Emergency Landings

- Gear Up / Unsafe Landing
- Forced Landing
- On Ground Emergency / Evacuation
- Ditching
3.06.01 Aircraft Configuration

- Lift Dumpers Unsafe
- Landing Distance Lift Dumpers Inoperative (Flap 42)
- Landing Gear Not Down
- Take-off Configuration
3.07.01 Miscellaneous
- Excessive Cabin Altitude
- Emergency Descent
- Flight Deck Door Emergency Access

PAGE 2
CONTENTS VERSION 56
ISSUE 001
INTENTIONALLY
LEFT
BLANK

GENERAL PAGE 1
VERSION 50
ISSUE 003
Emergency procedures are to be applied in inoperative are equal to the required landing
the event of a serious failure which may field length for dispatch.
impair the safety of the aircraft or its occu-
The landing distance for airframe anti-icing
pants.
inoperative and landing with flaps zero are
Emergency procedures are to be initiated on calculated similarly. All distances are based
command of the captain. The following on the approved AFM. The effect of reverse
assignment of tasks is recommended: thrust on landing distance has not been
- The Pilot Flying (PF) is responsible for accounted for.
flight path and airspeed control, and air-
If the emergency situation is positively cor-
craft configuration.
rected before completion of the procedure,
- The Pilot Not Flying (PNF) is responsible
the captain should evaluate the situation
for checklist reading and execution of the
before proceeding with the next step. When
required actions.
the relevant checklist is completed the PNF
The PF shall monitor the PNF's actions dur-
should announce: ".....checklist completed".
ing accomplishment of the procedure and
Cancelling the aural alerts and the master
cross-confirmation between PF and PNF is
warning and caution lights is considered nor-
essential.
mal crew action and is not specified in the
Most alerts are presented by a message at procedures.
the Multifunction Display Unit (MFDU). In the
Tripped circuit breakers should not be reset
air, the important items of the associated
in flight unless, in the judgement of the Cap-
emergency procedure are also displayed at
tain, it is necessary for the safe completion of
the MFDU. With the exception of engine fire,
the flight. However, circuit breakers related to
no procedure lines are displayed when the
fuel pumps, fuel quantity indication system,
aircraft is on the ground. For initial actions
re- and defueling system and fuel transfer
the MFDU procedure lines shall be followed,
system (if installled) should never be reset in
but each alert shall be verified as soon as
flight. No reset is allowed upon a second trip
practicable with the EMERGENCY PROCE-
of any circuit breaker. Ground reset of a
DURES in the Quick Reference Handbook
tripped circuit breaker should only be accom-
(QRH). Check for presence of status mes-
plished after Maintenance has ascertained
sages after completion of procedures. Status
the reason for the circuit breaker trip and has
messages contain operationally relevant
established that there is no airworthiness
information only.
concern.
Emergency procedures are applied follow-
In case of a failure after V1, it is recom-
ing the read-and-do principle with the excep-
tion of the memory items. For reasons of mended to delay emergency procedure
safety or containment in an early stage of actions (except aural/visual alert cancella-
malfunction, memory items must be applied tion) until reaching 400 ft AGL.
quickly, without reference to the checklist. After carrying out a fire or smoke procedure,
Memory items are boxed and should be car- the pilot should visually verify that the fire
ried out before consulting the emergency has been put out even if the smoke has dissi-
checklist. pated. If this has not or cannot be visually
The procedures are presented in the form of verified, one should land as soon as practi-
a checklist. If actions depend on a precondi- cable.
tion, a black square indicates the precondi- Unless specifically mentioned in the particu-
tion. A sequential precondition or a phase of lar procedure, it is left to the captain to
flight is indicated by a black dot. All action decide, after the application of an emergency
lines are in capitals, other information is procedure, whether to return to the airport of
printed in lower case. The part of the proce- departure, to continue to the destination, or
dure that is displayed on the MFDU is indi- to land at a suitable airport.
cated by a bracket.
To regain intercom via the headset and boom
This chapter contains landing distance infor- mike after the use of oxygen, the mask con-
mation for abnormal landing configurations tainer doors must be closed and RESET
caused by inflight system or component fail- must be selected on the container.
ure.
The landing distances for lift dumpers inoper-
ative, lift dumpers manually and anti-skid

GENERAL PAGE 2
VERSION 50
ISSUE 003
INTENTIONALLY
LEFT
BLANK

ENGINEI APU PAGE 1
VERSION 50
ISSUE 001
ENGINE FIRE I SEVERE DAMAGE
THRUST LEVER IDLE

FUEL LEVER SHUT
FIRE HANDLE PULL AND DISCH 1
• If alert persists, reduce speed and after 45 sec:
FIRE HANDLE DISCH 2
SINGLE-ENGINE PROCEDURE APPLY
Indications:
(engine fire)
Repetitive triple chime + master WARNING light
Fire handle light + fuel lever light
MFDS: FIRE ENG 1(2)
Remarks:
Severe engine damage may be indicated by explosion, excessive vibration, buffeting
or repeated engine stalls. In such a case the engine emergency fuel shut off may
automatically stop the engine resulting in a stucked fuel lever. In this case the fire
handle should be pulled. With a fuel lever stuck in the OPEN position, the CVR, FOR
and possibly ignition will continue to operate after shutting down the engines and
with electrical power supplied.
When ATS is engaged, depress either AT disconnect button before retarding the
thrust lever. When the engine has been shut down, ATS can be re-engaged after
positioning the thrust lever of the inoperative engine adjacent to the thrust lever of
the live engine.
Although the procedure describes DISCH 1 to be selected first, there is no prefer-
ence for selecting DISCH 1 or DISCH 2.
To pull the fire handles when there is no actual engine fire signal, depress the over-
ride button behind the handle.
Do not attempt to restart.
The SINGLE-ENGINE PROCEDURE is described in chapter Abnormal Procedures,
section Engine.
- - - - - - - AOM FOKKER 701 AOM FOKKER 100 - - - - - - -

ENGINEI APU PAGE 2
VERSION 50
ISSUE 001
ENGINE FIRE (on ground)
THRUST LEVERS IDLE

• When aircraft stopped:
PARK BRAKE SET
FUEL LEVER SHUT
FIRE HANDLE PULL AND DISCH 1
• If alert persists after 45 sec:
FIRE HANDLE DISCH 2
ON GROUND EMER / EVAC PROC APPLY
Indications:
Fire handle light + fuel lever light
MFDS: FIRE ENG 1(2)
Remarks:
- Although the procedure describes DISCH 1 to be selected first, there is no prefer-
ence for selecting DISCH 1 or DISCH 2.
- To pull the fire handles when there is no actual engine fire signal, depress the over-
- The ON GROUND EMERGENCY / EVACUATION procedure is described in this
chapter, section Emergency Landings.
ENGINE OVERHEAT
THRUST LEVER IDLE

FUEL LEVER SHUT
Indications:
Fuel lever light
MFDS: OVHT ENG 1(2)
Remarks:
An OVHT ENG alert indicates an internal engine overheat condition, which can lead
to an uncontained engine failure or seizure. Immediate shutdown is necessary and
restarting should not be attempted.
When ATS is engaged, depress either AT disconnect button before retarding the
thrust lever. When the procedure is completed ATS can be re-engaged after position-
ing the thrust lever of the inoperative engine adjacent to the thrust lever of the live
engine.
section Engine.

ENGINE / APU PAGE 3
VERSION 50
ISSUE 002
ENGINE FAILURE
THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
■ If no immediate relight:
FUEL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
! If damage:
FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL AND DISCH 1
SINGLE-ENGINE PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .APPLY
Indications:
Fuel lever light
MFDS: ENG 1(2) FAIL
Remarks:
- When ATS is engaged, depress either AT disconnect button before retarding the
thrust lever. When the engine has been shut down, ATS can be re-engaged after
positioning the thrust lever of the inoperative engine adjacent to the thrust lever of
the live engine.
- If the engine failure is caused by a flameout due to e.g. fuel starvation, extreme tur-
bulence or icing, a relight should be considered.
- To pull the fire handles when there is no actual engine fire signal, depress the over-
- The SINGLE-ENGINE PROCEDURE is described in chapter Abnormal Procedures,
section Engine
- If the ENG 1(2) FAIL alert was preceded by a FUEL PRESS ENG 1(2) alert and/or
an excessive fuel flow indication for the affected engine, a fuel leak should be con-
sidered. Refer to FUEL LEAK PROCEDURE.
NOTE: When an engine fuel flow exceeds 9999 kg/hr (or 9999 lb/hr) the MFDS
Fuel Flow indication will be 0.
TGT OVERLIMIT
THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD
■ If alert persists:
FUEL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SHUT
SINGLE-ENGINE PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Indications:
Fuel lever light
MFDS: TGT OVLIM ENG 1(2)
Remarks:
- When ATS is engaged, depress either AT disconnect button before retarding the thrust
lever.
- If retarding the thrust lever does return the TGT within limits, continued operation at a
lower thrust setting is permitted.
- Operation with one engine at low thrust is described in chapter Flight Techniques, section
Abnormal Operation.
- If the engine is shut down, ATS can be re-engaged after positioning the thrust lever of the
inoperative engine adjacent to the thrust lever of the live engine.
section Engine.

ENGINE / APU PAGE 4
VERSION 50
ISSUE 002
OIL PRESSURE LIMIT
OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

■ If below limit:
THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
! If alert persists:
FUEL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
SINGLE-ENGINE PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Indications:
Fuel lever light
MFDS: OIL PRESS LIM ENG 1(2)
Remarks:
- If indicated oil pressure is within limits, continued engine operation is permitted.
lever.
- Operation with one engine at low thrust is described in chapter Flight Techniques, sec-
tion Abnormal Operation.
- If the engine is shut down, ATS can be re-engaged after positioning the thrust lever of the
section Engine.
OIL OVERTEMPERATURE
THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

FUEL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
SINGLE-ENGINE PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Indications:
Fuel lever light
MFDS: OIL OVERTEMP ENG 1(2)
Remarks:
lever. When the engine has been shut down, ATS can be re-engaged after positioning
the thrust lever of the inoperative engine adjacent to the thrust lever of the live engine.
section Engine.

ENGINEI APU PAGE 5
VERSION 50
ISSUE 001
N1 (N2) OVERSPEED
THRUST LEVER RETARD
• If alert persists:
FUEL LEVER SHUT
Indications:
Fuel lever light
MFDS: N1 (2) OVSPD ENG 1 (2)
Remarks:
When ATS is engaged depress either AT disconnect button before retarding the thrust
lever.
If retarding the thrust lever does return N1 (N2) within limits, continued operation at a
Operation with one engine at low thrust is described in chapter Flight Techniques, sec-
If the engine is shut down ATS can be re-engaged after positioning the thrust lever of the
section Engine.
FUELOVERTEMPERATURE
APU, if available START

• Before approach:
GEN
L - -_ _ ON
Indications:
Triple chime + master WARNING light
MFDS: FUEL OVTEMP ENG 1(2)
Remarks:
- To retain AUTOLAND capability (if applicable), select the generator back on line before
commencing the approach.
- - - - - - - AOM FOKKER 701 AOM FOKKER 100 - - - - - - -

ENGINEI APU PAGE 6
VERSION 50
ISSUE 001
JET-PIPE FIRE
FUEL LEVER SHUT

BLEED-AIR PRESS ESTABLISH
START P/B ON
ENGINE SELECTOR AS REQD
Motor engine until fire extinguished or TGT decreases.
START P/B OFF
Remarks:
- A jet-pipe fire is indicated by the ground crew, by an excessive high TGT during start
up, or by a TGT failing to decrease after the fuel lever is shut.
Bleed air for the motoring is normally obtained from the APU or the live engine.
Maintenance action is required.
APU FIRE
• If alert persists:
LAND AS SOON AS PRACTICABLE
Indications:
APU FIRE on OVHD panel
MFDS: FIRE APU
Remarks:
If an APU fire warning occurs, the APU will shut down and will be extinghuished auto-
matically. Nevertheless, the APU fire procedure should be carried out.
If an on-ground APU fire cannot be controlled, apply the ON GROUND
EMERGENCY I EVACUATION procedure.
Do not attempt to restart.
- - - - - - - - AOM FOKKER 701 AOM FOKKER 100 - - - - - - -

ENGINE / APU PAGE 7
VERSION 59
ISSUE 001
BOTH ENGINES FLAMEOUT
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELIGHT
BOTH THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
STBY ENG IND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MIN 200 kt
OXY MASKS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQD
CREW COMMUNICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ESTABLISH
X-FEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
■ If neither engine relights within 30 sec:
BOTH FUEL LEVERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
APU, if available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START
Attempt to relight at lower altitude and/or higher airspeed as follows:
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RELIGHT
FUEL LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
! If relight completed:
IGNITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
START P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON THEN OFF
AFFECTED SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . RESTORE IF REQD
! If neither engine recovered:
FUEL LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
IGNITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RANGE SPEED
Prepare for a FORCED LANDING or DITCHING
Remarks:
- Select IGNITION to RELIGHT to attempt a relight during rundown.
- The left PFD and ND remain available. Use VHF 1 and ATC transponder 1.
- When one or both engines are recovered and AC power is restored, the FMS 1 flight
plan may be re-activated.
- IRS 2 (and 3 if installed) can be restored to the ATT mode.
- The start p/b is selected ON/OFF in order to reset the automatic ignition system after the
relight.
- 200 kt IAS is the minimum speed for a windmilling relight.
- The max range speed for engines out is the green dot speed. The green dot speed
increases with weight and/or altitude and is equal to VFTO and above 15 000 ft increased
by 2 kt/1000 ft.
- For the max range speed the still air descent distance (engines out) is approx 3 nm for
each 1000 ft altitude lost.
- If engines do not relight, anticipate increase in steering forces, no flaps, alternate landing
gear selection, no speedbrake, manual liftdumpers, no anti-skid on alternate brakes, no
cabin pressurization control. Cabin pressurization is determined by leak rate.
- If engines do not relight and APU available, anticipate increase in steering forces, electri-
cal flaps, alternate landing gear, no speedbrake, manual liftdumpers, anti-skid on alter-
nate brakes, no cabin pressurization control. Cabin pressurization is determined by leak
rate.
-------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

ENGINE / APU PAGE 8
VERSION 59
ISSUE 001
FLIGHT IN VOLCANIC ASH
THRUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS LOW AS PRACTICABLE

IGNITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELIGHT
ENGINE AND AIRFRAME ANTI-ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
LEAVE AREA AS QUICKLY AS POSSIBLE
■ If max TGT is likely to be exceeded:
FUEL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
RELIGHT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INITIATE
Following a successful relight or clearance of volcanic ash area,
slowly accelerate each engine to the required thrust and verify
satisfactory engine operation.
Remarks:
- Retarding thrust to idle lowers TGT and will reduce debris build-up on compressor
and turbine blades and improves engine stall margin. Further improvement in engine
stall margin is obtained by switching on engine and airframe anti-icing systems.
- If an engine fails to relight, repeated attempts should be made. A successful start
may not be possible until clear of volcanic ash.
- See also chapter Flight Techniques, section Adverse Weather Operation.
- For flight with unreliable airspeed indication see chapter Flight Techniques, section
Abnormal Operation.
-------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

VERSION 50
ISSUE 002
LOSS OF AC SUPPLY
GEN 1 and 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON

n If one or both generators recovered:
AFFECTED SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE IF REQD
n If no generator recovered:
STBY ENG IND. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
DESCEND TO 15 000 ft
APU, if available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START
 If no AC power restored:
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 250 KT/m.65
MANUAL CABIN PRESS CONTROL PROC . . . . . . . . . . . . . . . . . . APPLY
USE ALTN STAB FOR PITCH TRIM
AVOID ICING CONDITIONS
NOTE: 1. Avoid extreme attitudes and rapid thrust changes.
Maximum altitude for operation with JET B fuel is 5000 ft.
2. Time permitting, check BUS EQPT LIST for inoperative
services. Fully charged batteries provide a minimum of
30 minutes of standby power, including one APU start
attempt.
3. For landing anti-skid is inoperative; the lift dumpers
extend when reverse thrust is selected.
4. Emergency lights will come on automatically upon total
loss of AC supply. The emergency lighting battery packs
will supply the emergency lights for at least 10 minutes.
If landing within 10 minutes is not possible and AC supply
is not restored, select emergency lights off and select
emergency lights back on prior to landing.
Indications:
AC SUPPLY on SAP
Loss of services
Remarks
- If the loss of AC supply is caused by an electrical transient (e.g. lightning strike),
resetting the generators may restore AC power.
- The Stanby Annunciator Panel (SAP) will come on automatically in case of a battery-
power-only condition. The red LG light will be on if the thrust levers are below MIN
TO position.
- The left PFD and ND remain available.
- If AC power is restored, FMS 1 flight plan can be re-activated. Use VHF 1 and ATC
transponder 1.
- IRS 2 (and 3 if installed) can be restored to the ATT mode.
Cont’d on next page
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 50
ISSUE 002
- The MANUAL CABIN PRESS CONTROL PROCEDURE is described in chapter

Abnormal Procedures, section Air.
- Approx 130 kg/260 lb fuel per wing tank and remaining center tank fuel (if carried)
are unusable.
- The BUS EQUIPMENT LIST can be found in chapter Abnormal Procedures, section
Electrical Power.
- See ANTI-SKID FAULT, chapter Abnormal Procedures, section Landing Gear for
precautions and required landing distance.
BATTERY OVERHEAT
BAT CHARGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF

Indications:
BAT CHARGER FAULT on OVHD panel
MFDS: BAT 1 (2) OVHT
Remarks
- Overheat indication may continue after switching the battery charger OFF.
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

SMOKE PAGE 1
VERSION 52
ISSUE 001
ELECTRICAL SMOKE
OXY MASK/GOGGLES AS REQD
CREW COMMUNICATION ESTABLISH
ESS + EMER PWR ONLY ON
SPEED MAX 250 ktlM.65
RU 0 LMTR MAN
OPERATE STAB WHEEL FOR TRIM CONTROL
• If required:
SMOKE REMOVAL PROC APPLY
NOTE: 1. Avoid icing conditions and areas of severe turbulence.
2. Time permitting, check BUS EQPT LIST for inoperative services.
3. For landing anti-skid is inoperative; the lift dumpers extend when
reverse thrust is selected.
Indications:
- Visible smoke, odour.
Remarks
Use flashlights if smoke impairs flight deck visibility.
- After selecting the ESS + EMER PWR ONLY p/b to ON several consequential failure
alerts are displayed at MFDU. Do not execute the corresponding procedures.
RH master warning and master caution lights are inoperative.
- The left PFD and NO remain avialable. Use VHF 1 and ATC transponder 1.
Smoke is effectively removed by the air conditioning system, provided the smoke
source is no longer present. The SMOKE REMOVAL procedure is described in this
section.
- The BUS EQUIPMENT LIST is given in chapter Abnormal Procedures, section Elec-
trical Power.
Remaining center tank fuel (if carried) is unusable.
See ANTI-SKID FAULT chapter Abnormal Procedures, section Landing Gear for pre-
caution and required landing distance.
- - - - - - - - - - - AOM FOKKER 70
SMOKE PAGE 2
VERSION 52
ISSUE 001
SMOKE REMOVAL
FLIGHT DECK DOOR CLOSED
OXY MASK/GOGGLES ON
SEAT BELT/NO SMKG ON/ON
ECON OFF
DESCENT (10 000 ftiMEA) INITIATE
PRESS CONTROL MAN
MANUAL CONTROL LEVER UP
MANUAL RATE CONTROL MAX INCR
NOTE: An EXCESSIVE CABIN ALTITUDE alert is presented if the cabin altitude
exceeds approx 10 000 ft.
Remarks
Smoke removal procedure should be applied in case of serious smoke or fumes.
Economy is switched off to provide full airflow from the packs.
Selection of MAN/UP results in opening the ouflow valves, ensuring max airflow
through the pressure cabin.
The cabin altitude will automatically be limited to approx 11 000 ft by the outflow
valves.
If necessary, one sliding side window may be opened to improve outward visibility
during landing. To prevent smoke entering the flight deck from the cabin, the flight
deck door should be closed. Because of the high noise level use headsets for com-
munication.
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
SMOKE PAGE 3
VERSION 50
ISSUE 001
AIR CONDITIONING SMOKE

BLEED 1 and PACK 1 OFF
• If smoke persists:
BLEED 1 and PACK 1 ON
BLEED 2 and PACK 2 OFF
• If smoke source cannot be isolated:
PACK 1 and 2 CHECK OFF
BLEED 1 and 2 CHECK ON
DESCENT (10 000 ftiMEA INITIATE
RAM AIR ON
PRESS CONTROL MAN
MANUAL CONTROL LEVER UP
MANUAL RATE CONTROL MAX INCR
SEAT BELTINO SMKG ONION
Indications:
- Visible smoke, odour
Remarks
- Selection of MAN I UP results in opening the outflow valves, ensuring maximum air-
flow through the cabin.
- Outflow valves will only function if bleed air is available.
- On ground, if smoke source can not be isolated, ram air ventilation is not sufficient.
The sliding windows and flight deck door may be opened to increase air supply to the
cabin.
For aircraft with RECAES, the cabin air will be extracted at the rear cabin end.
- - - - - - - - - - - AOM FOKKER 70
SMOKE PAGE 4
VERSION 50
ISSUE 001
CABIN EQUIPMENT SMOKE
FLIGHT DECK DOOR CLOSED

GALLEY PWR OFF
ECON OFF
• If required:
Indications:
- Visible smoke, odour as reported by cabin crew
Remarks
NOTE: Possible cabin smoke sources like side wall, ceiling, and entrance area lights
can be switched off at the cabin attendants lighting panel.
TOILET SMOKE
ECON OFF
CABIN CREW ALERT
• If required:
Indications:
Double chime + master CAUTION light
MFDS: SMOKE AFT L (AFT R) (FWD) TOILET (if installed)
Remarks
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
EMERGENCY LANDINGS PAGE 1
VERSION 50
ISSUE 001
GEAR UP I UNSAFE LANDING

The PREPARATION items must be carried out in addition to the normal
BEFORE APPROACH CHECK
The APPROACH items replace the normal BEFORE LANDING CHECK
PREPARATION
CABIN CREW/ATC NOTIFY
SEAT BELTINO SMKG ONION
FUEL WEIGHT (if possible) REDUCE
WARN AUDIO OFF
GPWS OFF
OXYGEN BOTTLE CLOSED
CABIN and FLIGHT DECK PREPARE
APPROACH
LI FTD (one main gear up I unsafe only OFF
LANDING GEAR SELECTOR DOWN
FLAPS 42
IGNITION NORM
EMER LIGHTS ON
APU CHECK OFF
PACK 1 and 2 OFF
CABIN REPORT OBTAINED
CABIN CREW EMERGENCY STATIONS
BEFORE LANDING
BRACE FOR IMPACT ORDER
WHEN AIRCRAFT STOPPED
ON GROUND EMERIEVAC PROC (if required) APPLY
WARNING: IF THE GEAR DOES NOT COLLAPSE AND THE

UNSAFE CONDITION IS STILL PRESENT AFTER
LANDING:
- DO NOT TAXI OR TOW THE AIRCRAFT.
- MAINTAIN HYDRAULIC PRESSURE TO PREVENT
GEAR COLLAPSE.
- INSTALLATION OF THE NOSE GEAR SAFETY PIN
MAY NOT PROTECT AGAINST NOSE GEAR COL-
LAPSE IN THIS CONDITION.

VERSION 50
ISSUE 001
Remarks:
If feasible, land at an airport with a long runway of normal width and without obsta-
cles or ditches close to the runway.
Burning off fuel to a practical minimum reduces the touchdown speed.
Brief cabin crew on type of emergency, time available, aircraft attitude after landing,
and exits available for evacuation.
Review landing and evacuation procedures.
The WARN AUDIO p/b is depressed to OFF to prevent warnings during final
approach.
Secure all loose equipment in cabin and flight deck. Prepare emergency equipment.
Lock shoulder harnesses.
Use VHF 1 for communication as this set is connected to the antenna on top of the
fuselage and remains operative on battery power.
Both packs are switched off to ensure that the aircraft is depressurized when landing.
The PNF should call radio height (GPWS off) during final approach.
ONE MAIN GEAR UP/UNSAFE:
Without lift dumpers, the unsupported wing can be kept up to a lower speed than
with lift dumpers extended. To facilitate this, the L1FTD p/b on the OVHD panel is
depressed to OFF preventing AUTO or MANUAL extension without precluding the
use of reverse thrust.
Ensure no obstacles (ditches, buildings, etc) at the side of the unsupported wing.
Land on the side of the runway corresponding with the supported wing. Keep the
unsupported wing up as long as possible and counteract ground loop tendencies by
aileron, rudder, brakes and nose-wheel steering.
To maintain hydraulic pressure if the gear does not collapse, start the APU and
select the hydraulic system 1 electrical pump on before shutting down the engines.
NOSE GEAR UP/UNSAFE
Relocate passengers to obtain an aft CG (if possible)
Trim the aircraft nose up after touchdown. Anticipate the initial nose down tendency
when the lift dumpers extend. Before all elevator control is lost, lower the nose
smoothly onto the runway.
Reverse thrust is excess of idle, reduces elevator/stabilizer effectiveness and elimi-
nates the possibility to keep the nose up after landing.
BOTH MAIN GEAR UP/UNSAFE AND NOSE GEAR DOWN OR BELLY LANDING:
If main gear is unsafe, lift dumpers and reverse thrust may not be available.
Touch down at minimum sink rate and speed.

VERSION 53
ISSUE 001
FORCED LANDING

PREPARATION
CABIN CREW/ATC NOTIFY
TRANSPONDER 7700
OXYGEN BOTTLE CLOSED
FUEL WEIGHT (if possible) REDUCE
TAWS INHIBIT
CABIN and FLIGHT DECK PREPARE
APPROACH
LANDING GEAR DOWN
FLAPS 42
LIFT DUMPERS ARMED
IGNITION NORM
EMER LIGHTS ON
APU CH ECK OFF
PACK 1 and 2 OFF
CABIN REPORT OBTAINED
CABIN CREW EMERGENCY STATIONS
BEFORE IMPACT
BRACE FOR IMPACT ORDER
IMPACT
BOTH FUEL LEVERS SHUT
ON GROUND EMER/EVAC PROC APPLY
Remarks:
This procedure is intended for use in case of a landing outside an airport and when
sufficient time is available.
If no ATC contact is possible, transmit distress message on 121.5 MHZ/VHF and
2182 kHz/HF (if available).
Burning off fuel to a practical minimum reduces the touch down speed.
Brief cabin crew on type of emergency, time avaiable, aircraft attitude after landing,
Review landing and evacuation procedures.
Secure all loose equipment in cabin and flight deck. Prepare emergency and survival
equipment. Lock shoulder harnesses.
Cont'd on next page

VERSION 53
ISSUE 001
- An extended landing gear will absorb part of the initial impact load. It is so designed
that its failure causes a minimum of damage to the aircraft. So, landing with the gear
extended improves the chances of survival and reduces the risk of severe structural
damage and fire.
Both packs are switched off to ensure that the aircraft is unpressurized upon impact.
- Touch down in a nose-high attitude with as Iowa rate of descent as possible.
ON GROUND EMERGENCY/EVACUTION
PARK BRAKE SET

FLAPS FULLY DOWN
REVERSE THRUST LEVERS FULLY DOWN
LIFT DUMPERS DISARM
BOTH FUEL LEVERS SHUT
• If the aircraft has sustained damage or if the captain judges this advisable:
BOTH FIRE HANDLES PULL - ROTATE OUTWARDS
APU DISCH SWITCH ON
ATC NOTIFY
• If evacuation required:
Announce: EVACUATE
EMER LIGHTS ON
BATTERIES OFF
• If evacuation not required:
Announce: CABIN CREW and PASSENGERS REMAIN SEATED
Futher actions depend on circumstances.
Remarks:
- The procedure is intended for use when during ground operation an emergency
becomes imminent and situations like fire, fire risk, structural failure, and collision
make fire prevention or fire fighting necessary.
- To make it easier for the passengers to leave the aircraft through the overwing emer-
gency exits the lift dumpers are retracted and the flaps are lowered.
- To pull the fire handle when there is no engine fire signal, depress the latch override
button behind the handle.
Use VH F 1 to notify ATC.

VERSION 50
ISSUE 002
DITCHING
PREPARATION
CABIN CREW/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7700
SEAT BELT/NO SMKG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/ON
FUEL WEIGHT (if possible) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
WARN AUDIO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GPWS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN and FLIGHT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
APPROACH
LANDING GEAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF
EMER LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
PACK 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN REPORT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
CABIN CREW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EMERGENCY STATIONS
BEFORE DITCHING
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
NOTE: Touch down with approx 7.5 deg nose-up attitude
DITCHING
BOTH FUEL LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
BOTH FIRE HANDLES. . . . . . . . . . . . . . . . . . . . . . PULL - ROTATE OUTWARDS
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

VERSION 50
ISSUE 002
Remarks:
- This procedure is intended for use in case sufficient time is available.
- If no ATC contact is possible, transmit distress messages on 121,5 MHz/VHF and
2182 kHz/HF (if available).
- Burning off fuel to a practical minimum reduces touch down speed and increases
buoyancy.
- Brief cabin crew on type of emergency, time available, aircraft attitude after ditching,
- Review landing and evacuation procedures.
- If possible, ditch in the vicinity of rescue vessels, near coastlines or islands.
- WARN AUDIO p/b and GPWS p/b are depressed to prevent warnings.
- Secure all loose equipment in cabin and flight deck. Prepare emergency and survival
equipment. Put on life vests. Lock shoulder harnesses.
- Both packs are switched off to ensure that the aircraft is depressurized when hitting
water.
- The PNF should call radio height (GPWS off) during final approach.
- To pull fire handle when there is no fire signal, depress the latch override button
behind the handle.
The following technique is likely to result in a successful emergency landing on water:
- Keep speed and rate of descent as low as possible.
- Keep wings level.
- If a pronounced sea is running, land parallel to and not accross the line of the wave
crests. If possible touch down on the back or trough of the wave.

VERSION 50
ISSUE 001
LIFT DUMPERS UNSAFE
IL1FTD OFF
LANDING DISTANCE CHECK
STATUS: Lift dumpers inoperative.
Indications:
L1FTD FAULT on OVHD panel
MFDS: L1FTD UNSAFE
LANDING DISTANCE LIFT DUMPERS INOP (FLAP 42)

CONDITIONS: ISA, SEA LEVEL, DRY RUNWAY, NO SLOPE, NO WIND
AIRCRAFT DISTANCE-M AIRCRAFT DISTANCE-FT
WEIGHT-KG WEIGHT-LB
26000 1180 60000 3990
28000 1240 64000 4185
30000 1310 68000 4380
32000 1375 72000 4585
34000 1435 76000 4795
36000 1515 80000 5005
38000 1590 84000 5235
40000 1670 88000 5470
CORRECTIONS: CORRECTIONS:
PER 1000 FT + 50 PER 1000 FT + 164
ABOVE SL ABOVE SL
PER KT -9 PER KT - 29
HEADWIND HEADWIND
PER KT TAILWIND + 65 PER KT TAILWIND + 213
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
VERSION 50
ISSUE 001
LANDING GEAR NOT DOWN
I LG POSITION CHECK
Indications:
MFDS: LG NOT DOWN
TAKE-OFF CONFIGURATION
DO NOT TAKE OFF

AIRCRAFT CONFIGURATION CHECK
Indications:
MFDS
Remarks:
- A take-off configuration warning cannot be cancelled by depressing the master
WARNING light, but only by correcting the cause of the warning.
- A TO CONF FLAP alert may be caused by either the flaps not in the certified take-off
position or by the flap system being in the electric mode. In the latter case, operate
the normal flap selector to resume hydraulic system operation before taking off.
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
MISCELLANEOUS PAGE 1
VERSION 52
ISSUE 001
EXCESSIVE CABIN ALTITUDE
OXY MASK ON
DESCENT AS REQD
• If cabin altitude above 14 500 ft:
PAX OXY MAN OVRD ACTIVATE
Indications:
MFDS: CABIN ALT
Cabin altitude above 10 000 ft
Remarks
Check for cabin pressurization system fault. If system fault is obvious, take appropri-
ate actions. If no abnormal indications, commence descent.
In case of rapid decompression combined with high flight altitude, apply the EMER-
GENCY DESCENT procedure.
- Automatic pax oxygen masks presentation will occur if the cabin altitude exceeds
approx 14 000 ft.
- When using crew oxygen for supplemental purposes select the mask regulators to
NORM.

VERSION 52
ISSUE 001
EMERGENCY DESCENT
CAUTION: IF STRUCTURAL DAMAGE IS SUSPECTED, LIMIT AIRSPEED

AND REDUCE MANOEVRING LOADS AS MUCH AS PRACTICABLE.
ATS DISCONNECT
THRUST LEVERS IDLE
SPEED BRAKE (if available) OUT
FLIGHT MODE PANEL 10000 FT/MEA
LVL CH
MMON MO
OXY MASK AS REQD

ATC NOTIFY
TRANSPONDER AS REQD
• If cabin pressurization is lost:
UNPRESSURIZED FLIGHT PROC APPLY
Remarks
Use of autopilot is recommended throughout the procedure.
Descend to 10000 ft or MEA, whichever is higher.
After level-off, retract the speed brake, engage ATS and select the required speed.
The oxygen requirements for emergency descent will be met even without the use of
speedbrakes.
In case of prolonged flight above 10 000 ft cabin altitude, consider the use of oxygen
for passengers and crew. When using crew oxygen for supplemental purposes select
the MASK REGULATORS to NORM.
The unpressurized flight procedure can be found in chapter Abnormal Procedures,
section Air.
FLIGHT DECK DOOR EMERGENCY

ACCESS
Indications:
Repetitive triple buzzer
ACCESS on pedestal
Remarks
- Select DENY to prevent unauthorized flight deck access.
Flight deck door will unlock automatically if DENY is not selected within 30 seconds.

PAGE 1
CONTENTS VERSION 85
ISSUE 002
4.01.01 General
4.02.01 Air
- Pack Faults
- Unpressurized Flight Procedure
- Cabin Pressurization Control Fault
- Manual Cabin Pressurization Control Procedure
- Reduced Cabin Pressure Differential Procedure
- Auto Temperature Control Failure
- Manual Depressurization Procedure
- Bleed Faults
- Bleed Duct Leak
- Avionics Cooling Inoperative
- Avionics Cooling Inoperative Procedure
- Supplemental System Alerts
4.03.01 AFCAS
- Stabilizer Trim Channel Faults
- Autothrottle Channel Faults
- Yaw Damper Channel Faults
- AFCAS Target
- AFCAS Mode
- AFCAS Speed
- FMS Target
- Out-of-trim Alerts
- No AP below 500 ft
- No Aland

- Emergency AC Bus Fault
- Essential AC Bus Fault
- AC Bus Faults
- Auto AC X-tie Fault
- Emergency DC Bus Fault
- Essential DC Bus Fault
- Dual DC Bus Fault
- DC Bus Faults
- Engine Generator Fault
- APU Generator Fault
- TRU Fault
- Battery Charger Fault
- Self-explanatory System Alerts

- Bus Equipment List
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

PAGE 2
CONTENTS VERSION 85
ISSUE 002
4.05.01 Flight Controls

- Lift Dumpers Not Disarmed
- Lift Dumpers Fault
- Landing Distance Manual Lift Dumpers (Flap 42)
- Flap Asymmetry
- Flap Asymmetry Procedure
- Flap Disagreement
- Alternate Flap Procedure
- Landing Distance (Flap 0)
- Flap Position Computer Fault
- Landing with Flap Less Than 25
- Flap Position Computer Fault Procedure
- Stick Pusher Fault
- Stall Computer Fault
- Stall Computer Fail Effects
- Hyd Stabilizer Channel Faults
- Jammed Stabilizer
- Jammed Stabilizer Procedure
- Elevator Channel Faults
- Aileron Channel Faults
- Rudder Channel Faults
- Rudder Limiter Fault
- Manual Rudder Limiter Procedure
- Abnormal Control Behaviour
4.06.01 Fuel
- Fuel Pumps Faults
- Fuel Suction Feed Procedure
- Collector Tank Low Level
- Fuel Asymmetry
- Fuel X-feed Valve Disagree
- Fuel Leak Procedure
4.07.01 Hydraulics
- Hydraulic System 1 Low Pressure
- Hydraulic System 1 Fail Procedure
- Hydraulic System 2 Low Pressure
- Hydraulic System 1 and 2 Low Pressure
- Total Hydraulic System Fail Procedure
- Hydraulic System 1 Low Quantity
- Hydraulic System 2 Low Quantity
- Hydraulic System 1 Overheat
- Hydraulic System 2 Overheat
- Hydraulic System Engine Pump Fault
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

PAGE 3
CONTENTS VERSION 219
ISSUE 002
4.08.01 Anti-ice
- Pitot 1 (2) Heat Fault
- Pitot 3 Heat Fault
- Vane Heat Fault
- Window Heat Fault
- Wing Anti-icing Fault (On Ground)
- Wing Anti-icing Fault
- Airframe Anti-icing Fail Procedure
- Landing Distance with Airframe Anti-icing Inoperative
(VREF25+20)
- Tail Anti-icing Fault
- Wing Anti-icing Low Capacity (On Ground)
- Wing Anti-icing Low Capacity
- Tail Anti-icing Low Capacity
- Engine Anti-icing Fault
4.09.01 Instruments and Navigation

- EFIS Fault
- EFIS Control Panel Fault
- EFIS Control Panel Fail Effects
- FMS Low Position Accuracy
- IRS Warning
- IRS Align Mode Light Flashing
- IRS Battery Operation
- IRS Battery Warning
- GPWS Fault
- MFDU Inoperative
- MFDS Control Panel Fault
- MFDS Control Panel Fault Effects
- Comparator Alerts
- Erroneous Radio ALT Indication
- Warning Computer Inoperative
4.10.01 Landing Gear

- Landing Gear Selector Blocked
- Landing Gear Fault (After Up selection)
- Gnd/Flt Control Fault
- Gnd/Flt Control Fault Effects
- Green LG Pos Indication Not On (After Down Selection)
- Landing Gear Unsafe (After Down Selection)
- Main Landing Gear Door Fault (After Down Selection)
- Alternate Landing Gear Procedure
- Anti-skid Fault
- Landing Distance Anti-skid Inoperative (Flap 42)
- L (R) (Nose) Landing Gear Down Lock Switch
- Brake Temperature High
- Supplemental System Alert

PAGE 4
CONTENTS VERSION 219
ISSUE 002
4.11.01 APU
- APU Fault
- APU Overspeed
- APU EGT High
- APU EGT Overlimit
- APU Oil Temperature
- APU Oil Pressure
- APU Bleed Valve
- APU Bleed Fault
- APU Loop Fault
4.12.01 Doors and Windows

- Pax, Service or Cargo Door Unsafe
- Avionics Hatch Not Closed
- Crcaked or Shattered Front Window
- Cracked Sliding Window
- Flight Deck Door Not Locked Procedure
4.13.01 Engine
- Single-engine Procedure
- Oil Pressure Low
- Relight Procedure
- TGT High
- N1 (N2) High
- N1 Reverse Restricted
- Oil Temperature High
- Oil Quantity Low
- Reverser
- Reverser Unlocked Procedure
- EPR Indication Fault
- Fuel Temperature High
- Fuel Pressure Low
- Vibration High
- Fuel Filter
- Engine Start Fault
- No Lightup
- Interrupted Start
- Hot Start
- N2 Stagnation
- Low Idling N2
- Engine Motoring Procedure
- Slow Engine Acceleration / Uncommanded
Deceleration at Higher Cruise Altitudes
- Loop Faults
- Fan Ice Shedding Procedure
4.14.01 Miscellaneous
- Pax Oxy Auto Drop-out Failure
- Audio Channel Fault

GENERAL PAGE 1
VERSION 05
ISSUE 002
The abnormal procedures represent the The landing distances for lift dumpers inoper-
actions to ensure adequate safety, and to ative, lift dumpers manually and anti-skid
ease the further conduct of flight after a fail- inoperative are equal to the required landing
ure. field length for dispatch. The landing dis-
tance for airframe anti-icing inoperative and
Abnormal procedures are to be initiated on
landing with flaps zero are calculated simi-
command of the captain.
larly. All distances are based on the
The following assignment of tasks is recom-
approved AFM. The effect of reverse thrust
mended:
on landing distance has not been accounted
- The Pilot Flying (PF) is responsible for
for.
flight path and airspeed control, and air-
craft configuration. If the abnormal situation is positively cor-
- The Pilot Not Flying (PNF) is responsible rected before completion of the procedure,
for checklist reading and execution of the the captain should evaluate the situation
required action. before proceeding with the next step. When
The PF shall monitor the PNF's actions dur- the relevant checklist is completed the PNF
ing accomplishment of the procedure and should announce "......checklist completed".
cross-confirmation between PF and PNF is Cancelling the aural alerts and the master
essential. caution light is considered normal crew
action and is not specified in the procedures.
Most alerts are presented by a message at
the Multifunction Display Unit (MFDU). In the Tripped circuit breakers should not be reset
air, the important items of the associated in flight unless, in the judgement of the Cap-
abnormal procedure are also displayed at tain, it is necessary for the safe completion of
the MFDU. For initial actions the MFDU pro- the flight. However, circuit breakers related to
cedure lines shall be followed, but each alert fuel pumps, fuel quantity indication system,
shall be verified as soon as practicable with re- and defueling system and fuel transfer
the ABNORMAL PROCEDURES in the system (if installled) should never be reset in
Quick Reference Handbook (QRH). Check flight. No reset is allowed upon a second trip
for presence of status messages after com- of any circuit breaker. Ground reset of a
pletion of procedures. Status messages con- tripped circuit breaker should only be accom-
tain operationally relevant information only. plished after Maintenance has ascertained
the reason for the circuit breaker trip and has
Abnormal procedures are applied following
established that there is no airworthiness
the read-and-do principle with the exception
concern.
of the memory items. In order to avoid eco-
nomical damage, memory items must be In case of a failure during take-off, no abnor-
applied quickly, without reference to the mal procedure action (except aural/ visual
checklist. Memory items are boxed . The pro- alert cancellation) should be taken until over
cedures are presented in the form of a 400 ft AGL.
checklist. If actions depend on a precondi-
Unless specifically mentioned in the particu-
tion, a black square indicates the precondi-
lar procedure, it is left to the captain to
tion. A sequential precondition or a phase of
decide, after the application of an abnormal
flight is indicated by a black dot. All action
procedure, whether to return to the airport of
lines are in capitals, other information is
departure, to continue to the destination, or
printed in lower case. The part of the proce-
to land at the nearest suitable airport.
dure that is displayed on the MFDU is indi-
cated by a bracket. To regain intercom via the headset and boom
mike after the use of oxygen, the mask con-
MFDS alerts not requiring any specific action
tainer doors must be closed and RESET
when airborne, and which may only have dis-
must be selected on the container.
patch consequences, are given under the
heading SUPPLEMENTAL SYSTEM Unless specifically stated otherwise, all pro-
ALERTS. MFDS alerts of which the meaning cedures only apply when the aircraft is air-
or the action to be taken is obvious are given borne.
under the heading SELF-EXPLANATORY
For dispatch with certain systems inopera-
SYSTEM ALERTS.
tive, reference should be made to the Master
This chapter contains landing distance infor- Minimum Equipment List (MMEL).
mation for abnormal landing configurations
caused by inflight system or component fail-
ure.
GENERAL PAGE 2
VERSION 05
ISSUE 002
INTENTIONALLY
LEFT
BLANK

AIR PAGE 1
VERSION 20
ISSUE 002
PACK FAULT
PACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
n After approx 2 min:
PACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
 If alert recurs:
PACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
Single chime.
PACK FAULT on OVHD panel.
MFDS: PACK 1 (2)
Remarks:
- A single pack will meet all air conditioning and pressurazation demands.
- Waiting approx 2 minutes before resetting allows the pack to cool if the fault is
caused by overheat.
DOUBLE PACK FAULT
OXY MASK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQD

CREW COMMUNICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
PACK 1 AND 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
n After approx 2 min:
PACK 1 AND 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
 If alert recurs:
PACK 1 AND 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
ALT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 10 000 FT/MEA
UNPRESSURIZED FLIGHT PROC . . . . . . . . . . . . . . . . . . . . . . . . . .APPLY
STATUS: Cabin pressurization inoperative
Air conditioning inoperative.
Indications:
Double chime + master CAUTION light.
PACK 1 FAULT and/or PACK 2 FAULT on OVHD Panel.
MFDS: PACK 1 AND 2
Remarks:
- Waiting approx 2 minutes before resetting allows the pack to cool if the fault is
caused by overheat.
- The maximum flight altitude is 10 000 ft or MEA, whichever is higher.

AIR PAGE 2
VERSION 20
ISSUE 002
UNPRESSURIZED FLIGHT PROCEDURE
n When levelled off at maximum 10 000 ft/MEA:

PRESS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
MANUAL CONTROL LEVER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
MANUAL RATE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCR
RAM AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQD
SEAT BELT/NO SMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/ON
Remarks:
- Maximum flight altitude is 10 000 ft or MEA, whichever is higher.
- In case of a cabin altitude above 10 000 ft consider the use of oxygen for crew and
passengers. When using crew oxygen for supplemental purposes select the mask
regulators to NORM.
- When cabin altitude is above 10 000 ft the CABIN ALT warning will be presented.
- Using RAM AIR for ventilation may cause low cabin and flight deck temperature.
- For passenger comfort limit aircraft vertical speed.
CABIN PRESSURIZATION CONTROL FAULT
PRESS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN

MAN CAB PRESS CTL PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Indications:
PRESS CONTROL FAULT on OVHD panel.
MFDS: CAB PRESS CTL.
Remarks:
- This alert indicates that automatic cabin pressurization control is inoperative.
- Maximum and negative cabin pressure differential protection is still available.

AIR PAGE 3
VERSION 20
ISSUE 002
MANUAL CABIN PRESSURIZATION CONTROL

PROCEDURE
n CLIMB:
MANUAL CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
MANUAL RATE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQD
 When reaching target CAB ALT:
MANUAL CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . MID POS
n DESCENT:
MANUAL CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN
MANUAL RATE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQD
 When cabin altitude reaches landing altitude:
MAN CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MID POS
n BEFORE LANDING:
MANUAL CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
CRUISE ALT (ft) 18 000 20 000 22 000 24 000 26 000
TARGET CAB ALT (ft) 0 1000 2100 3100 4000
CRUISE ALT (ft) 28 000 29 000 31 000 33 000 35 000
TARGET CAB ALT (ft) 5000 5500 6400 7200 8000
Remarks:
- The target cabin altitude is the lowest possible cabin altitude that can be obtained.
- Monitor cabin altitude and cabin vertical speed during climb and descent.

AIR PAGE 4
VERSION 20
ISSUE 002
REDUCED CABIN PRESSURE DIFFERENTIAL PROCEDURE
DESCEND IF REQD (MAX ALTITUDE 25 000 ft or MEA, whichever is higher)

PRESS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
n CLIMB:
MANUAL CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
MANUAL RATE CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQD
MONITOR CABIN PRESS DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . < 5.5 PSI
 When reaching target CAB ALT:
MANUAL CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MID POS
n DESCENT:
MANUAL CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN
MANUAL RATE CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQD
MONITOR CABIN PRESS DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . < 5.5 PSI
 When reaching target CAB ALT or landing altitude:
MAN CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MID POS
n BEFORE LANDING:
MANUAL CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
CRUISE ALT (ft) =<12 000 14 000 16 000 18 000 20 000 22 000 24 000 25 000
TARGET CAB ALT (ft) 0 1000 2500 3800 5000 6500 7500 8000
NOTE: If MEA above 25 000 ft, maintain 5.5 PSI CABIN PRESS DIFFERENTIAL.
Remarks:
- Monitor cabin pressure differential and cabin vertical speed during climb and descent.
- If MEA above 25 000 ft cabin altitude may exceed 10 000 ft.
- In case of a cabin altitude above 10 000 ft consider the use of oxygen masks for crew
and passengers. When using crew oxygen for supplemental purposes select the
mask regulators to NORM.

AIR PAGE 5
VERSION 15
ISSUE 004
MANUAL DEPRESSURIZATION PROCEDURE
INITIATE DESCENT TO 10 000 ft/MEA

PRESS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
MANUAL CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
MANUAL RATE CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQD
n When cabin altitude reaches 9000 ft:
MANUAL CONTROL LEVER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MID POS
 When pressure differential is below 1.0 psi:
SEAT BELT/NO SMKG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/ON
MANUAL CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
MANUAL RATE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCR
NOTE: Maximum cabin altitude is approx 11 000 ft. If a higher cabin alti-
tude is required or if the aircraft does not depressurize, select both
packs off.
CAUTION: RAPID DEPRESSURIZATION CAUSES DISCOMFORT
AND POSSIBLY INJURY TO PASSENGERS AND
CREW.
Remarks:
- In case of a cabin altitude above 10 000 ft consider the use of oxygen for crew
and passengers. When using crew oxygen for supplemental purposes select
the mask regulators to NORM.
- Cabin and flight deck temperature control is normal.
- For passenger comfort limit aircraft vertical speed.
BLEED FAULT
BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF THEN ON

n If alert recurs:
BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
Single chime
BLEED FAULT on OVHD panel
MFDS: BLEED 1 (2)

AIR PAGE 6
VERSION 15
ISSUE 004
DOUBLE BLEED FAULT
OXY MASK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQD

CREW COMMUNICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ESTABLISH
BLEED 1 AND 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON
n If alert recurs:
BLEED 1 AND 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MAX 10 000 ft/MEA
UNPRESSURIZED FLIGHT PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . .APPLY
STATUS: Cabin pressurization inoperative.
Air conditioning inoperative.
Engine anti-icing inoperative.
Wing anti-icing inoperative.
Tail anti-icing inoperative.
Indications:
BLEED 1 FAULT and BLEED 2 FAULT on OVHD panel
MFDS: BLEED 1 AND 2
Remarks:
BLEED DUCT LEAK
BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STATUS: Engine anti-icing on affected side inoperative.
Indications:
Single chime
BLEED FAULT on OVHD panel
MFDS: BLEED 1 (2) DUCT LEAK
Remarks:
- This alert is presented in case of bleed duct leakage between engine and rear bulk-
head.
- Avoid icing conditions.

AIR PAGE 7
VERSION 15
ISSUE 002
AVIONICS COOLING INOPERATIVE
AVNCS COOL INOP PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Indications:
Single chime
MFDS: AVNCS COOL INOP
AVIONICS COOLING INOPERATIVE PROCEDURE
STBY ANN PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BACK UP

STBY ENG IND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
EFIS EMER COOL FAN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
n If light is not on:
LH EFIS DU’s and LH MFDS DU will remain operative:
Expect screens of RH EFIS DU’s and RH MFDS DU to become blank after
approx 15 min due to thermal shutdown.
 If a DU turns blank:
DU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE: A cooled down DU can be switched on before commencing the
approach and may remain operative throughout the approach and
landing.
n If light is on:
LH EFIS DU’s will remain operative:
Expect screens of RH EFIS DU’s and both MFDS DU’s to become blank after
approx 15 min due to thermal shutdown.
 If a DU turns blank:
DU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE: A cooled down DU can be switched on before commencing the
approach and may remain operative throughout the approach and
landing.
Remarks:
- The EFIS emercency cooling fan will automatically be activated in case of an inoper-
ative avionics cooling, and when operating on battery power only.
Correct operation of the EFIS emergency cooling fan can be confirmed by checking
that the EFIS EMER COOL FAN light on the OVHD panel is on.
- Without proper cooling automatic DU shutdown will occur after approx 15 min.
- A low flight deck temperature will reduce the cooling down time.
- Use PFD/ND transfer and the XFR function on the MFDS control panel as necessary
to display the required data.
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

AIR PAGE 8
VERSION 15
ISSUE 002
SUPPLEMENTAL SYSTEM ALERTS
n If the following system alert(s) occur(s):

- Prioir to take-off : Dispatch may be affected
- When airborne : No crew action required.
AVIONICS COOL REDUCED
AVIONICS COOL VALVE FAULT
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

AFCAS PAGE 1
VERSION 10
ISSUE 002
STABILIZER TRIM SINGLE-CHANNEL FAULT
STAB TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON

n If alert recurs:
STAB TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
Indications:
Single chime
STAB TRIM FAULT on OVHD panel
MFDS: STAB TRIM 1 (2)
Remarks:
- Stabilizer trimming via the stabilizer trim switches is not affected.
STABILIZER TRIM DOUBLE-CHANNEL FAULT
STAB TRIM 1 AND 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF THEN ON

n If alert recurs:
STAB TRIM 1 AND 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
OPERATE STAB WHEEL FOR TRIM CONTROL
 If no response:
DO NOT SELECT HYD STAB 1 AND 2 OFF
JAMMED STAB PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
STATUS: Stabilizer trim switches inoperative.
Indications:
STAB TRIM 1 FAULT and STAB TRIM 2 FAULT on OVHD Panel.
MFDS: STAB TRIM 1 AND 2
Remarks:
- This fault causes AP disengagement.
- Operating only one half of a stab trim switch at the control wheel for 15 seconds or
longer will result in a STAB TRIM 1 AND 2 fault. This fault can only be reset when the
aircraft is on the ground.
- The JAMMED STAB PROCEDURE is described in section Flight Controls.

AFCAS PAGE 2
VERSION 10
ISSUE 002
AUTOTHROTTLE SINGLE-CHANNEL FAULT
AT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF THEN ON
n If alert recurs:
AT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
Single chime
AT FAULT on OVHD panel.
MFDS: AUTOTHROTTLE 1 (2)
Remarks:
- Operative AT channel now drives both thrust levers.
- During single-channel AT operation, the thrust lever driven by the operative channel
will control thrust to the required EPR. EPR synchronization is inoperative.
- Ensure that both thrust levers are at idle upon touchdown.
AUTOTHROTTLE DOUBLE-CHANNEL FAULT
AT 1 AND 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF THEN ON

n If alert recurs:
AT 1 AND 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STATUS: AT inoperative.
Indications:
AT 1 FAULT and AT 2 FAULT on OVHD panel
MFDS: AUTOTHROTTLE 1 AND 2
Remarks:
- For precise speed control the ‘Speed Trend’ pointer at the PFD speed scale can be
used.
- The following flight envelope protection features are not available:
- VMA protection, alpha mode protection and max speed protection.
- Automatic gust correction during approach.
- Automatic full throttle thrust selection in case of a windshear warning (if installed).

AFCAS PAGE 3
VERSION 11
ISSUE 001
YAW DAMPER SINGLE-CHANNEL FAULT
I:0 I~ ~;~~ ~~~~;s·: OFFTHENON
YO OFF
Indications:
Single chime
YO FAULT on OVHD panel
MFDS: YAW DAMPER 1 (2)
YAW DAMPER DOUBLE-CHANNEL FAULT
YO 1 AND 2 ...........................................OFF THEN ON
• If alert recurs:
YO 1 AND 2 ................................................ OFF
SPEED .......................................... MAX 250 kt/M.65
AVOID AREAS OF SEVERE TURBULANCE
STATUS: Yaw damper inoperative.
Indications:
YO 1 FAULT and YO 2 FAULT on OVHD panel
MFDS: YAW DAMPER 1 AND 2
AFCAS TARGET
AFCAS UNABLE TO REACH OR MAINTAIN A SELECTED VALUE
Indications:
Single chime
MFDS: AFCAS TARGET

AFCAS PAGE 4
VERSION 11
ISSUE 001
AFCAS MODE
AFCAS REVERTED TO BASIC MODE

SELECT OTHER MODE
Indications:
Single chime
MFDS: AFCAS MODE
Remarks:
- In case of an AFCAS mode failure, the affected mode will flash amber at the FMA,
both FD's will be flagged and the AP reverts to the HOG and VIS mode. To regain
the FD's and to cancel the flashing amber mode at the FMA, pull or push the HOG
knob at the FMP.
AFCAS SPEED
SELECTED OR ACTUAL SPEED TOO HIGH FOR AUTOLAND
Indications:
Single chime
MFDS: AFCAS SPEED
FMS TARGET
AFCAS UNABLE TO REACH OR MAINTAIN AN FMS TARGET
Indications:
Single chime
MFDS: FMS TARGET
OUT-OF-TRIM NOSE DOWN / UP
AIRCRAFT OUT OF TRIM UPON AP DISENGAGEMENT
Indications:
Single chime
MFDS: OUT OF TRIM NOSE ON (UP)

AFCAS PAGE 5
VERSION 15
ISSUE 002
NO AP BELOW 500 FT
DO NOT ENGAGE AP BELOW 500 ft AGL
Indications:
Single chime
MFDS: NO AP BELOW 500 FT
Remarks:
- To allow AP engagement below 500 ft AGL during take-off both AP’s must engage. If
before take-off (FD on) AFCAS senses that only one AP will engage, MFDS will dis-
play NO AP BELOW 500 FT.
NO ALAND
AUTOLAND INOPERATIVE
STATUS: No aland.
Indications:
Single chime
MFDS: NO ALAND
Remarks:
- This alert provides an early recognition of a reduction in land capability en route.
Reduction in land capability after land capture is indicated at the FMA and by the
AUTO LAND caution light.
- If the NO ALAND alert is caused by a temporary system malfunction, the condition
will be latched in AFCAS and remains displayed at MFDS. This alert may be can-
celled by depressing the AUTOLAND caution light.

- Prior to take-off : Dispatch may be affected
- When airborne : No crew action required
FAC CHANNEL FAULT
AFCAS MAINTENANCE REQUIRED
------------------------------------------------------ AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

AFCAS PAGE 6
VERSION 15
ISSUE 002
INTENTIONALLY
LEFT
BLANK
------------------------------------------------------ AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

VERSION 28
ISSUE 002
EMERGENCY AC BUS FAULT
BUS EQUIPMENT LIST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Indications:
MFDS: EMER AC BUS
Possible loss of services
ESSENTIAL AC BUS FAULT
BUS EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

MAN CAB PRESS CTL PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Indications:
MFDS: ESS AC BUS
Possible loss of services
Remarks:
- The MAN CAB PRESS CTL PROC is described in section Air of this chapter.
- The LH MFDU will be inoperative. The primary engine parameters will automatically
be transferred to the operative RH MFDU. To display the ESS AC BUS FAULT pro-
cedure, depress the XFR p/b on the MFDS control panel. Switch the standby engine
indicator (SEI) on.

VERSION 28
ISSUE 002
AC BUS 1 FAULT
DC X-TIE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
n If AUTO AC X-TIE fault:
AUTO AC X-TIE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
n If below 10 000 ft:
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 300 kt
STATUS: Vane 1 heat inoperative.
Pitot 3 heat inoperative.
Left window heat inoperative.
Indications:
MFDS: AC BUS 1
AC BUS voltage and/or frequency
Remarks:
- If the fault is caused by a bus failure which prevents automatic X-tie, the AUTO AC
X-TIE FAULT light will come on.
- Power interruptions after a DC X-tie may require a reset of the DC X-tie.
AC BUS 2 FAULT
DC X-TIE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
n If AUTO AC X-TIE fault:
AUTO AC X-TIE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 300 kt
STATUS: Vane 2 heat inoperative.
Pitot 2 heat inoperative.
Right window heat inoperative.
Indications:
MFDS: AC BUS 2
AC BUS voltage and/or frequency

VERSION 19
ISSUE 002
Remarks
- If the fault is caused by a bus failure which prevents automatic X-tie, the AUTO AC X-
TIE FAULT light will come on.
- The RH MFDU is inoperative. To display the AC BUS 2 FAULT procedure, depress
the XFR p/b on the MFDS control panel. If the LH MFDU is used to display informa-
tion other than the primary engine parameters for an extended period of time, switch
the standby engine indicator on.
AUTO AC X-TIE FAULT
AUTO AC X-TIE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

APU, if available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Indications:
Single chime
AUTO AC X-TIE FAULT on OVHD panel
MFDS: AUTO AC X-TIE 1 (2)
EMERGENCY DC BUS FAULT

REVERSERS INOP
STATUS: Pitot 1 heat inoperative.
Normal flap inoperative.
Reversers inoperative.
Indications:
MFDS: EMER DC BUS
Remarks:
- Electric panel readout may be inoperative.
- Select L and R AUDIO p/b's to ALTN at the AVIONICS panel.
- The flaps can be operated by use of the alternate flap system.
- LG indication is inoperative. Blue LG selector transit light, if on, may be disregarded.
GPWS will generate a TOO LOW GEAR warning below 500 ft AGL. However, if no
LG NOT DOWN or LG UNSAFE alert is presented on MFDS, consider LG down and
locked.
- Fuel X-feed control inoperative. If fuel X-feed was selected before, unable to deselect
X-feed.
- Do not apply the Reverser Unlocked procedure.

VERSION 19
ISSUE 002
ESSENTIAL DC BUS FAULT
BUS EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

MAN CAB PRESS CTL PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
AVIOD ICING CONDITIONS
ANTI-SKID INOP
STATUS: Engine anti-icing inoperative.
Anti-skid inoperative.
Indications:
MFDS: ESS DC BUS
ESS DC BUS voltage
Remarks:
- The MAN CAB PRESS CTL PROC is described in section AIR of this chapter.
- Refer to the ANTI-SKID FAULT in section Landing Gear of this chapter for precau-
tions and landing distance with anti-skid inoperative.
- Automatic lift dumper extension is inoperative. Select reverse thrust after landing for
manual lift dumper extension.
DUAL DC BUS FAULT
BUS EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

MAN RUD LMTR PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
ANTI-SKID INOP
STATUS: Anti-skid inoperative.
Speed brake inoperative.
Indications:
MFDS: DUAL DC BUS
Remarks:
- The MAN RUD LMTR PROC can be found in section Flight Controls.
- Refer to the ANTI-SKID FAULT in section Landing Gear of this chapter for precau-
tions and landing distance with anti-skid inoperative.
- Automatic lift dumper extension is inoperative. Select reverse thrust after landing for
manual lift dumper extension.

VERSION 27
ISSUE 002
DC BUS 1 FAULT
DO NOT X-TIE
STATUS: Wing anti-icing inoperative
Indications:
MFDS: DC BUS 1
DC BUS voltage
Remarks:
- DC X-TIE may only be used in case of a TRU fault.
DC BUS 2 FAULT
DO NOT X-TIE
BUS EQUIPMENT LIST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
STATUS: Tail anti-icing inoperative
Indications:
MFDS: DC BUS 2
DC BUS voltage
Remarks:
- DC X-TIE may only be used in case of a TRU fault.
ENGINE GENERATOR FAULT
GEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON

n If alert recurs:
GEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU, if available. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Indications:
GEN FAULT on OVHD panel
MFDS: GEN 1 (2)
GEN voltage and/or frequency
-------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 27
ISSUE 002
APU GENERATOR FAULT
APU GEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF THEN ON

n If alert recurs:
APU GEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
APU GEN FAULT on OVHD panel
MFDS: APU GEN
APU GEN voltage and/or frequency
TRU FAULT
DC X-TIE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
TRU FAULT on OVHD panel
MFDS: TRU 1 (2)
TRU voltage and/or load
Remarks:
-------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 15
ISSUE 002
BATTERY CHARGER FAULT
BAT CHARGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
Single chime
BAT CHARGER FAULT on OVHD panel
MFDS: BAT 1 (2) CHARGER
SELF-EXPLANATORY SYSTEM ALERTS
BAT NOT ON
Indications:
Single chime
MFDS: BAT NOT ON

IDG TEMPERATURE

VERSION 15
ISSUE 002
INTENTIONALLY
LEFT
BLANK

VERSION 140
ISSUE 001
BUS EQUIPMENT LIST

BUS FAILURES ESS+
AC BUS DC BUS ESSENTIAL EMERGENCY EMER BAT
SYSTEM DUAL
DC ! PWR ONLY
1 2 1 2 AC DC AC DC ONLY
RH LH RH RH
EFIS
INOP INOP INOP INOP
RH LH RH RH
RMI
INOP INOP INOP INOP
#2 #1 #2 #2
IRS
INOP INOP INOP INOP
#2 #1 #2 #2
ADC
INOP INOP INOP INOP
#2 #1 #2 #2
ILS
INOP INOP INOP INOP
NAV/FLIGHT INSTRUMENTS
#2 #1 #2 #2
VOR
INOP INOP INOP INOP
#2 #1 #2 #2
DME
INOP INOP INOP INOP
#2 #1 #2 #2
ADF
INOP INOP INOP INOP
#2 #2 #1 #2 #2
ATC XPDR
INOP INOP INOP INOP INOP
WX RADAR INOP INOP
#2 #1 #2 BOTH
RA
INOP INOP INOP INOP
GPWS INOP INOP INOP INOP INOP
TCAS INOP INOP
#2 #1 #2 BOTH
MFDU
INOP INOP INOP INOP
MFDS-TRP # TRP
INOP
PANEL INOP INOP
NOTE: ! When an “EMER DC BUS” fault is presented on the MFDU, check whether electric
panel readout is operative.
" If operative, the EMER DC bus is supplied from the battery chargers via the batter-
ies for 90 minutes and all services connected to this bus will remain available.
After this time period, batteries will start to discharge and the effects of an EMER
DC bus fault should then be expected.
" If inoperative, continue with the EMER DC BUS FAULT procedure.
# XFR p/b and BRT controls remain operative.
-------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 140
ISSUE 001
BUS EQUIPMENT LIST

BUS FAILURES ESS+
SYSTEM DUAL
DC ! PWR ONLY
#1 #2 #1 #2 #1 #1 BOTH BOTH
FD
INOP INOP INOP INOP INOP INOP INOP INOP
#1 BOTH #1 #2 #1 #1 BOTH BOTH BOTH
AP
INOP INOP INOP INOP INOP INOP INOP INOP INOP
#1 #2 #1 #2 #1 BOTH BOTH #1 BOTH BOTH
AT
AFCAS
INOP INOP INOP INOP INOP INOP INOP INOP INOP INOP
#1 #2 #1 #2 #1 #1 BOTH BOTH
YD
INOP INOP INOP INOP INOP INOP INOP INOP
STAB TRIM #1 #2 #1 #2 #1 #1 BOTH BOTH
CHANNEL INOP INOP INOP INOP INOP INOP INOP INOP
#2 #1 #2 BOTH
FMS
INOP INOP INOP INOP
HYD
HORZ STAB
INOP
HYD
FLAPS
FLIGHT CONTROLS
INOP
LIFT MAN MAN AUTO MAN MAN
DUMPERS ONLY ONLY ONLY ONLY ONLY
SPEED
INOP INOP INOP
BRAKES
RUDDER MAN AUTO MAN
INOP
LMTR ONLY ONLY ONLY
STICK # # # #
PUSHER INOP INOP INOP INOP
#2+ #2+
#3 #2 #1
VHF #3 #3
COM
INOP INOP INOP

INOP INOP
PA INOP
LG/BRK
LG
INOP
INDICATOR
ANTI SKID INOP INOP INOP INOP
NOTE: ! See note ! on page 1.

# Stick shaker not affected.
-------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 154
ISSUE 001
BUS EQUIPMENT LIST

BUS FAILURES ESS+
SYSTEM DUAL
DC ! PWR ONLY
L1+ L2+
L2 R2 ALL
PUMPS R1 R2
INOP INOP INOP
INOP INOP
FUEL
X-FEED INOP
QUANTITY
INOP INOP
IND
RH BOTH RH RH
EPR
INOP INOP INOP INOP
ENGINE
THR REV INOP

OIL PRESS LH RH BOTH BOTH
IND INOP INOP INOP INOP
#2 #1 #2
BLEED
INOP INOP INOP
AIRC/PRES
#2 #1 #2
PACK
INOP INOP INOP
AUTO AUTO AUTO
PRESN CTL
INOP INOP INOP
ENGINE BOTH BOTH
A-ICE INOP INOP
WING & TAIL WING TAIL
INOP INOP
ICE & RAIN PROTECTION
A-ICE INOP INOP

#2+ #2+
#3 #2 #1
PITOT HEAT #3 #3
INOP INOP INOP
INOP INOP
#1 #2 BOTH BOTH
VANE HEAT
INOP INOP INOP INOP
WINDOW LH RH BOTH BOTH
HEAT INOP INOP INOP INOP
RH LH RH RH
WIPERS
INOP INOP INOP INOP
ICE DET INOP INOP INOP
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 154
ISSUE 001
BUS EQUIPMENT LIST

BUS FAILURES ESS+
SYSTEM DUAL
DC ! PWR ONLY
NOSE NOSE
RH ALL
LTS
LDG LIGHT +LH +LH

INOP INOP
INOP INOP
#1 #2 BOTH BOTH
DOORS HYD
QUANTITY
IND ‘0’ ‘0’ INOP INOP
FLIGHT DECK " " "
DOOR LOCK INOP INOP INOP

" The flight deck door should be locked with the lock pin.
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 22
ISSUE 001
LIFT DUMPERS NOT DISARMED
I LIFT DUMPERS DISARM
Indications:
Single chime
LIFTD ARM on pedestal remaining on after lift-off
MFDS: LIFTD NOT DISARMED
Remarks:
- This alert indicates that automatic disarming of the lift dumpers upon lift-off has not
occurred.
LIFT DUMPERS FAULT
ILIFT DUMPERS CHECK DISARMED

LANDING DISTANCE CHECK
STATUS: Do not arm lift dumpers.
Indications:
Single chime
MFDS: LIFTD FAULT
Remarks:
- Manual extention of lift dumpers remains available.
LANDING DISTANCE MANUAL LIFT DUMPERS (FLAP 42)

AIRCRAFT AIRCRAFT
DISTANCE-M DISTANCE-FT
WEIGHT-KG WEIGHT-LB
26000 1139 60000 3836
28000 1188 64000 3975
30000 1231 68000 4110
32000 1278 72000 4249
34000 1325 76000 4388
36000 1372 80000 4528
38000 1419 84000 4668
40000 1469 88000 4818
PER 1000 FT PER 1000 FT
+ 38 + 125
ABOVESL ABOVESL
PER KT HEADWIND -10 PER KT HEADWIND -32
- - - - - - - - - - AOM FOKKER 70 - - - - - - - - - -
VERSION 22
ISSUE 001
FLAP ASYMMETRY
I~~A~~:~~Ep:~~EA~:~:~~~ APPLY
STATUS: Normal flap inoperative.
Do not operate alternate flap.
Indications:
MFDS: FLAP ASYM
Remarks:
- The normal hydraulic flap system is deactivated.
- The flaps will remain in the position at which the asymmetry occurred.
- Operation of the alternate flap system may aggravate the asymmetry.
FLAP ASYMMETRY PROCEDURE
DO NOT OPERATE ALTN FLAP

• If indicated flap is between 41 and 25:
USE LANDING DISTANCE FLAP 25
• If indicated flap is less than 25:
GPWS/FLAP OVRD ON
USE LANDING DISTANCE FLAP 0
NOTE: V MA at PFD is valid for the indicated flap position.
Remarks:
If necessary, see LANDING WITH FLAPS LESS THAN 25 PROCEDURE in this sec-
tion.
FLAP DISAGREEMENT
I:L~;U~~~~~~~~~I:· RECYCLE
ALTN FLAP PROCEDURE APPLY

STATUS: Normal flap inoperative.
Indications:
MFDS: FLAP DISAGREE
- - - - - - - - - - AOM FOKKER 70 - - - - - - - - - -
VERSION 22
ISSUE 001
ALTERNATE FLAP PROCEDURE
ALTN FLAP CONTROL OPERATE TILL DESIRED

FLAP POS IS REACHED
Remarks:
Hydraulic flap operation is deactivated and cannot be restored in flight.
Full flap travel time is approx 90 seconds.
Flap 25 is recommended for landing.
If flaps do not operate when using the alternate flap control, land with actual flap posi-
tion. For landing distance see FLAP ASYMMETRY PROCEDURE. If necessary, see
LANDING WITH FLAPS LESS THAN 25 PROCEDURE in this section.
Normal flap speed limits apply.
Normal flap position indication is available.
LANDING DISTANCE (FLAP 0)

AIRCRAFT AIRCRAFT
WEIGHT-KG WEIGHT-LB
26000 1300 60000 4400
28000 1375 64000 4610
30000 1445 68000 4820
32000 1510 72000 5020
34000 1570 76000 5220
36000 1645 80000 5420
38000 1725 84000 5660
40000 1810 88000 5920
+ 70 + 230
ABOVESL ABOVESL
FLAP POSITION COMPUTER FAULT
IFLAP POS CMPTR FAULT PROC APPLY
Indications:
Single chime
MFDS: FLAP POS CMPTR
Dashed amber flap indication at L or R PFD
SPD LIM flag at one or both PFD(s)
- - - - - - - - - - AOM FOKKER 70 - - - - - - - - - -
VERSION 22
ISSUE 001
LANDING WITH FLAPS LESS THAN 25
- Select GPWS FLAP OVRD switch to ON.

Use landing distance flap O.
- Aim to be established with green dot + 20 at 2 dots below the glide slope
(approx 9 NM, or a comparable position on the centerline.
- Select V REF (for the existing flap) + 5 + wind correction.
- At 1 dot, select gear down and perform BEFORE LANDING CHECK.
- Aim to be stabilized at 1000 ft AGL on speed and glide slope.
- Before landing disengage AP and ATS and reduce thrust to cross the threshold
at VREF.
- Anticipate increased floating. Ensure landing at the touchdown zone.
- After landing, apply reverse thrust and brakes without delay.
NOTE: V MA at PFD is valid for the indicated flap position.
FLAP POSITION COMPUTER FAULT PROCEDURE
• If SPD LIM flag is displayed at both PFD's:

AP OFF THEN ON
• If SPD LIM flag now only at L PFD:
AT1 OFF
GPWS/FLAP OVRD ON
FCC1 SELECT ALTN SYS
• If SPD LIM flag now only at R PFD:
AT2 OFF
• If SPD LIM flag at L PFD only:
AT1 OFF
GPWS/FLAP OVRD ON
• If SPD LIM flag at R PFD only:
AT2 OFF
Remarks:
If a SPD LIM flag is displayed at both PFD's, disengaging the AP will remove the flag
from one side.
- The relevant AT is selected OFF to restore the AFCAS ALPHA mode.
- The relevant FCC is selected to the alternate system to remove the SPD LIM flag.
- - - - - - - - - - AOM FOKKER 70 - - - - - - - - - -
VERSION 21
ISSUE 001
STICK PUSHER FAULT
ISTICK PUSHER DISC HANDLE PULL
Indications:
MFDS: STICK PUSHER
Remarks:
- Stall protection by means of the stick pusher system is no longer available.
STALL COMPUTER FAULT
I STALL COMPUTER FAIL EFFECTS CHECK
Indications:
Single chime
MFDS: STALL CMPTR
STALL COMPUTER FAIL EFFECTS
STICK SHAKER AND STICK PUSHER MAY BE AFFECTED

• If SPD LIM flag is displayed at both PFD's:
- AFCAS PROF mode inoperative.
- AFCAS ALPHA mode inoperative.
- AFCAS SPEED alert not available.
- V ss , V MA , F-speed, Green dot speed not displayed at PFD.

VERSION 21
ISSUE 001
HYD STABILIZER CHANNEL FAULT
IHYD STAB OFF
Indications:
Single chime
STAB FAULT on OVHD panel
MFDS: HYD STAB 1 (2)
DOUBLE HYD STABILIZER CHANNEL FAULT

~
HYD STAB 1 AND 2 CHECK OFF

STAB TRIM 1 AND 2 OFF
STATUS: Normal stabilizer inoperative.
Indications:
STAB 1 FAULT and/or STAB 2 FAULT on OVHD panel
MFDS: HYD STAB 1 AND 2
Remarks:
- Both AP's become inoperative.
- Anticipate slow response to alternate stabilizer inputs.
JAMMED STABILIZER
I~~M:~:SS~~EBC;:;~E~~:E1.~~.~ ~.~~~ APPLY

STATUS: Jammed stabilizer.
Indications:
MFDS: JAMMED STAB
Remarks:
- To prevent mechanical damage to the hydraulic actuator in case of a jammed stabi-
lizer, it is essential to maintain hydraulic pressure to the stabilizer actuator.

VERSION 15
ISSUE 002
JAMMED STABILIZER PROCEDURE
DO NOT SELECT STAB P/B’s AT HYDRAULIC PANEL OFF

DO NOT OPERATE THE STABILIZER TRIM WHEEL
DO NOT OPERATE THE ALTN STAB CTL
SELECT STAB TRIM P/B’s AT FLIGHT AUGMENT PNL OFF

LANDING FLAP 25
Remarks:
- To prevent mechanical damage to the hydraulic actuator in case of a jammed stabi-
lizer, it is essential to maintain hydraulic pressure to the stabilizer actuator.
- For approach and landing see chapter Flight Techniques, section Abnormal Opera-
tion for LANDING WITH A JAMMED STABILIZER.
ELEVATOR CHANNEL FAULT
EL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
Single chime
EL FAULT on OVHD panel
MFDS: EL 1 (2)
DOUBLE ELEVATOR CHANNEL FAULT
EL 1 AND 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF

STATUS: Elevator manual.
Indications:
EL 1 FAULT and/or EL 2 FAULT on OVHD panel
MFDS: EL 1 AND 2
Remarks:
- Both AP’s become inoperative.
- In manual, elevator forces increase to approx five times normal.

VERSION 15
ISSUE 002
AILERON CHANNEL FAULT
AIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 250 kt / M.65
Indications:
Single chime
AIL FAULT on OVHD panel
MFDS: AIL 1 (2)
DOUBLE AILERON CHANNEL FAULT
AIL 1 AND 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK OFF

MAX CROSS WIND 15 kt
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 250 kt / M.65
STATUS: Aileron manual.
Indications:
AIL 1 FAULT and/or AIL 2 FAULT on OVHD panel
MFDS: AIL 1 AND 2
Remarks:
- With ailerons in manual, control forces increase at low speeds.
- Reduced aileron effectiveness limits the max crosswind component to 15 kt.
RUDDER CHANNEL FAULT
RUD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
Single chime
RUD FAULT on OVHD panel
MFDS: RUD 1 (2)

VERSION 15
ISSUE 002
DOUBLE RUDDER CHANNEL FAULT
RUD 1 AND 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK OFF

MAX CROSSWIND 10 kt
STATUS: Rudder manual.
Indications:
RUD 1 FAULT and/or RUD 2 FAULT on OVHD panel
MFDS: RUD 1 AND 2
Remarks:
- Reduced rudder control, requiring high pedal force, is available at low speed.
- This fault will also result in a STABILIZER TRIM DOUBLE-CHANNEL FAULT and a
YAW DAMPER DOUBLE-CHANNEL FAULT, indicated at the FLIFGHT AUGMENTA-
TION panel and at MFDS. The same faults occur, when both rudder channels at the
HYDRAULIC panel are manually switched OFF; the applicable procedures should be
applied.
RUDDER LIMITER FAULT
RUD LMTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN

MAN RUD LMTR PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Indications:
Single chime
RUD LMTR FAULT on OVHD panel
MFDS: RUD LMTR
MANUAL RUDDER LIMITER PROCEDURE
RUD LMTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN

n If speed below 200 kt:
Check / select rudder limiter in LO SPD mode
n If speed above 200 kt:
Check / select rudder limiter in HI SPD mode
NOTE: When accelerating or decelerating through 200 kt, select high or low
speed mode as appropriate.
Remarks:
- In manual mode with landing gear up the rudder limiter defaults to the high speed
mode.
- In manual mode with landing gear down the rudder limiter defaults to the low speed
mode.

VERSION 15
ISSUE 002
ABNORMAL CONTROL BEHAVIOUR
n In case of a heavy or locked rudder, aileron or elevator control:

AUTOPILOT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DISCONNECTED
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 250 kt/M.65
AFFECTED FLIGHT CONTROL . . . . . . . . . . . . . . . . . . . . . . . . OVERPOWER
NOTE:1. Caution is advised for elevator overpowering.
Stabilizer control remains available.
2. Crosswind landing capabilities may be affected.
 If no effect:
BOTH AFFECTED FLIGHT
CONTROL p/b’s . . . . . . . . . . . . . . . . . . . . . . . . . . SIMULTANEOUSLY OFF
 If no improvement:
BOTH AFFECTED FLIGHT
CONTROL p/b’s . . . . . . . . . . . . . . . . . . . . . . . .SIMULTANEOUSLY ON
Remarks:
- Switching off both flight control p/b’s enables the crew to cope with abnormal control
behaviour caused by a disconnected servo valve.
- The effect of a rudder servo valve disconnect is an uncommanded yaw together with
rudder pedal deflection.
- The effect of an aileron servo valve disconnect is an uncommanded roll together with
aileron control wheel deflection.
- In the elevator system, the effect is a jammed control in aircraft-nose-down direction.
The elevator is free to move in aircraft nose-up direction but no return towards nose-
down is possible. Normal stabilizer control remains available.
- Simultaneous OFF selection of the affected flight control p/b's at the hydraulic panel
will, in case of a servo valve disconnect, return control behaviour to normal. Antici-
pate the high control forces with rudder, aileron, or elevator in manual.
- As this failure may not be readily distinguished from other control problems, it is
essential to monitor the aircraft response to control inputs in manual closely and
return to hydraulic operation if necessary.
- Do not try to identify the affected actuator by separately switching the relevant flight
control p/b to OFF as this may further reduce control capability.

FUEL PAGE 1
VERSION 28
ISSUE 001
FUEL PUMP FAULT
FUEL PUMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
Single chime
PUMP FAULT on OVHD panel
MFDS: FUEL PUMP L1 (L2) (R1) (R2)
Remarks:
- Unusable fuel:
Pump L2 or R2 inoperative : 120 kg / 260 lb.
Pump L1 or R1 inoperative : 14 kg / 30 lb.
DOUBLE FUEL PUMP FAULT
FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF

FUEL SUCTION FEED PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
STATUS: Fuel suction feed.
Indications:
PUMP L (R) 1 FAULT and PUMP L (R) 2 FAULT on OVHD panel
MFDS: FUEL PUMP L1 AND L2 (R1 AND R2)
FUEL SUCTION FEED PROCEDURE
■ If two fuel pumps in one wing tank are inoperative:

X-FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
DESCEND TO 15 000 ft (5000 ft for JET B)
NOTE: If necessary, the descent may be delayed until approaching max
fuel asymmetry.
X-FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AVOID EXTREME ATTITUDES AND RAPID THRUST LEVER MOVEMENTS
Unusable fuel 120 kg / 260 lb.
■ If four fuel pumps are inoperative:
DESCEND TO 15 000 ft (5000 ft for JET B)
AVOID EXTREME ATTITUDES AND RAPID THRUST LEVER MOVEMENTS
Unusable fuel 240 kg / 520 lb.
Remarks:
- Selecting X-FEED will prevent, in case of a fuel leak, the detection of the affected
side.
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

FUEL PAGE 2
VERSION 28
ISSUE 001
COLLECTOR TANK LOW LEVEL
FUEL MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

AVOID EXTREME ATTITUDES
STATUS: Avoid extreme attitudes
FUEL MANAGEMENT
QUANTITY AFFECTED WING TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
■ If more than 1800 kg / 4000 lb:
NO ACTION
■ If less than 1800 kg / 4000 lb:
Unusable fuel, one tank affected: 120 kg / 260 lb
Unusable fuel, two tanks affected: 240 kg / 520 lb
■ If less than 500 kg / 1100 lb:
X-FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Indications
Single chime
MFDS: COLL TK 1 (2) LO LVL
Remarks:
- A collector tank low level alert may be expected if the collector tank quantity drops
below 500 kg / 1100 lb. This may occur in two conditions:
- The wing tank quantity is low.
- The jet transfer pumps are blocked. Fuel transfer from the wing tank to the collec-
tor tank and fuel supply is guaranteed.
side.
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

FUEL PAGE 3
VERSION 24
ISSUE 003
FUEL ASYMMETRY
FUEL MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

FUEL MANAGEMENT
QUANTITY WING TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
X-FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL PUMPS LOW TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
! When wing tank quantity in balance:
FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL ON
X-FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
This alert may also indicate a fuel leak.
Monitor total fuel quantity and if a fuel leak is suspected apply FUEL LEAK PRO-
CEDURE.
Indications
Single chime
MFDS: FUEL ASYM
Remarks:
- A fuel asymmetry alert may be expected if difference between the wing tank quanti-
ties is more than 350 kg / 770 lb. The alert will disappear when the difference in wing
tank quantity reduces to below approx 250 kg / 550 lb.
- Fuel asymmetry may occur as a result of prolonged APU operation, single engine
operation, one center tank pump failure or obstructed center wing tank fuel supply to
the collector tank, unequal wing tanking in combination with difference in fuel flow to
the engines.
- Do not use x-feed during take-off and landing.
- A fuel asymmetry which continues to increase at an abnormal rate is considered a
fuel leak at the low fuel quantity side. Apply FUEL LEAK PROCEDURE.
side.
FUEL X-FEED VALVE DISAGREE
■ If DISAGR light remains on after selecting FUEL X-FEED:

X-FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CONSIDER FUEL X-FEED INOPERATIVE
■ If DISAGR light remains on after deselecting FUEL X-FEED:
! If flow bar is ON:
QUANTITY WING TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
STATUS: both fuel x-feed valves not fully closed.
! If flow bar is OFF:
CONSIDER FUEL X-FEED CLOSED
REPORT TO MAINTENANCE
Remarks:
- The LH and RH fuel system are NOT isolated if the flow bar remains on. A fuel asym-
metry may develop due to unequal LH and RH fuel pump pressures.
-------------------------------------------------------------------------------- AOM FOKKER 70 ------------------------------------------------------------------------------------

FUEL PAGE 4
VERSION 24
ISSUE 003
FUEL LEAK PROCEDURE
One or more of the following may be evidence of a fuel leak:

- a fuel asymmetry develops, which continues to increase at an abnormal rate;
- visual observation of fuel spray from a wing;
- the total fuel on board is significantly less than calculated;
- the fuel used over a 6 minutes period (MFDS) is significantly less than the total
fuel quantity reduction;
- an excessive engine fuel flow indication;
- FUEL PRESS ENG 1(2) alert message on MFDS.
■ If fuel leak is confirmed:
X-FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION: If a landing is anticipated beyond the "In Flight" fuel asymmetry
limitation:
- Use flap 25 for landing;
- It is recommended to select a runway with cross wind coming
from the heavy wing side; this may require a tail wind landing
(maximum 10 kt tailwind component and available runway length
permitting);
- Before landing disconnect autopilot.
Remarks:
- Fuel x-feed is switched off to isolate the LH and RH fuel supply systems and to deter-
mine the location of the fuel leak.
- If necessary and only if time permits apply the "FUEL LEAK ISOLATION" procedure
in section 7.09.01 (FLIGHT TECHNIQUES - ABNORMAL OPERATION) of the Air-
craft Operating Manual. Landing must not be delayed.
- When an engine fuel flow exceeds 9999 kg/hr (or 9999 lb/hr) the MFDS Fuel Flow
indication will be 0.
-------------------------------------------------------------------------------- AOM FOKKER 70 -----------------------------------------------------------------------------------

HYDRAULICS PAGE 1
VERSION 20
ISSUE 003
HYDRAULIC SYSTEM 1 LOW PRESSURE
SYS 1 ENG 1 AND 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK OFF

HYDRAULIC SYSTEM 1 FAIL PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 250 kt/M.65
STATUS: Flight controls single channel.
Normal flaps inoperative.
Normal gear inoperative.
Nose-wheel steering inoperative.
Indications:
SYS 1 ENG 1 PUMP FAULT and/or SYS 1
ENG 2 PUMP FAULT on OVHD panel
MFDS: HYD SYS 1 LO P
HYD SYS 1 low pressure
HYDRAULIC SYSTEM 1 FAIL PROCEDURE
ALTN FLAP PROC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY

ALTN LG PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
LANDING FLAP 25
Remarks:
- If speed brake was extended when system failure occured, the speed brake can be
selected in.
- The ALTERNATE FLAP PROCEDURE and the ALTERNATE LG PROCEDURE are
described in section Flight Controls, and section Landing Gear respectively of this
chapter.
- For the approach and landing see chapter Flight Techniques section Abnormal
Operation.
- When after a low pressure alert in combination with a low quantity alert in system 1
the pumps are switched off, pump fault lights of system 2 may come on for a short
while during the use of flight controls

HYDRAULICS PAGE 2
VERSION 20
ISSUE 003
HYDRAULIC SYSTEM 2 LOW PRESSURE
SYS 2 ENG 1 AND 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF

SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 250 kt/M.65
Indications:
MFDS: HYD SYS 2 LO P
HYD SYS 2 low pressure
Remarks:
- Normal brakes are inoperative, but alternate brakes, including skid control, become
available automatically.
- When after a low pressure alert in combination with a low quantity alert in system 2
the pumps are switched off, pump fault lights of system 1 may come on for a short
while during the use of flight controls, landing gear and flaps.
HYDRAULIC SYSTEM 1 AND 2 LOW PRESSURE
SYS 1 ENG 1 AND 2 PUMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF

SYS 2 ENG 1 AND 2 PUMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
FLT CTLS SYS 1 AND 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MAX 250 kt/M.65
AVOID AREAS OF SERVERE TURBULENCE
TOTAL HYD SYS FAIL PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .APPLY
STATUS: Flight controls manual.
Nose-Wheel steering inoperative.
Yaw damper inoperative.
M
Indications:
Flight control channel FAULT (8) on OVHD panel
MFDS: HYD SYS 1 AND 2 LO P
Hydraulic system 1 and 2 low pressure

HYDRAULICS PAGE 3
VERSION 20
ISSUE 005
TOTAL HYDRAULIC SYSTEM FAIL PROCEDURE

ALTN FLAP PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
ALTN LG PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
LANDING FLAP 25
MAX CROSSWIND 10 kt
Normal brakes are inoperative, alternate brakes are available for approx six brake
cycles.
Remarks:
- Both AP's become inoperative.
- With flight controls in manual, the elevator forces increase 5 to 1. Stabilizer opera-
tion is possible with the ALTN STAB control on the pedestal. Anticipate slow stabi-
lizer response. Avoid large out-of-trim situations. Turn coordination and yaw
damping are not available. Reduced rudder control, requiring high pedal forces, is
available at landing speed. The crosswind component should be restricted to 10 kt.
- If speed brake was extended when system failure occurred, the speed brake can be
selected in.
- The ALTERNATE FLAP PROCEDURE and the ALTERNATE LG PROCEDURE are
described in section Flight Controls and section Landing Gear respectively of this
chapter.
- For the approach and landing see chapter Flight Techniques section Abnormal
Operation, LANDING WITH HYDRAULIC SYSTEM FAILURE.

HYDRAULICS PAGE 4
VERSION 20
ISSUE 005
HYDRAULIC SYSTEM 1 LOW QUANTITY
SYS 1 ENG 1 AND 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

HYDRAULIC SYSTEM 1 FAIL PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 250 kt/M.65
Nose-wheel steering inoperative.
ONLY WHEN THE ALTN LG PROCEDURE HAS BEEN USED TO EXTEND THE
LG AFTER A HYD SYS LO QTY ALERT THE FOLLOWING PROCEDURE
SHOULD BE USED TO CLOSE THE MAIN LG DOORS:
NORMAL LG SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DOWN
HYD SYS 1 ENG 1 AND 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
n When hyd sys 1 pressure has reached 2800 psi:
ALTN LG SELECTOR . . . . . . . . . . . . . . . . . . . .NORMAL (DOWN) POSITION
 After L and R MAIN LG DOOR alerts have disappeared:
HYD SYS 1 ENG 1 AND 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE: When in combination with a HYD SYST 2 LOW QUANTITY:
HYD SYST 1 AND 2 LOW PRESS PROC. . . . . . . . . . . . . . . . . . . APPLY
Indications:
SYS 1 LO QTY on OVHD panel
MFDS: HYD SYS 1 LO QTY
Hydraulic system 1 low quantity
Remarks:
- This alert is presented when quantity is below approx 37 per cent.

HYDRAULICS PAGE 5
VERSION 20
ISSUE 004
HYDRAULIC SYSTEM 2 LOW QUANTITY
SYS 2 ENG 1 AND 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 250 kt/M.65
NOTE: When in combination with a HYD SYST 1 LOW QUANTITY:
HYD SYST 1 AND 2 LOW PRESS PROC . . . . . . . . . . . . . . . . . . .APPLY
Indications:
SYS 2 LO QTY on OVHD panel
MFDS: HYD SYS 2 LO QTY
Hydraulic system 2 low quantity
Remarks:
- This alert is presented when quantity is below approx 20 per cent.
- Normal brakes are inoperative, but alternate brakes including skid control, become
available automatically.
- When after a low quantity alert in combination with a low pressure alert in system 2 the
pumps are switched off, pump fault lights of system 1 may come on for a short while dur-
ing the use of flight controls, landing gear and flaps.
HYDRAULIC SYSTEM 1 OVERHEAT

n Before approach:
SYS 1 ENG 1 AND 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 250 kt/M.65
Nose-Wheel steering inoperative.
Indications:
SYS 1 OVHT on OVHD panel
MFDS: HYD SYS 1 OVHT
Remarks:
- The status messages will disappear when the pumps are switched on again before
approach.

HYDRAULICS PAGE 6
VERSION 20
ISSUE 004
HYDRAULIC SYSTEM 2 OVERHEAT

n Before approach:
SYS 2 ENG 1 AND 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 250 kt/M.65
Indications:
SYS 2 OVHT on OVHD panel
MFDS: HYD SYS 2 OVHT
Remarks:
- The status messages will disappear when the pumps are switched on again before
approach.
- As long as both SYS 2 pumps are off normal brakes are inoperative; alternate brakes
including skid control are available.
- Resetting RUD 2 is required after switching hydraulic system 2 pumps on again.
HYDRAULIC SYSTEM ENGINE PUMP FAULT
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
Single chime
ENG PUMP FAULT on OVHD panel
MFDS: HYD SYS 1 (2) ENG 1 (2) PUMP
Remarks:
- In case of a hydraulic system 1 pump 1 or 2 fault, do not simultaneously select lift dump-
ers and speed brake in and flaps up after landing; the operative system pump may not be
capable to keep system pressure above the value required for uniterrupeted nose-wheel
steering.

HYDRAULIC TANK PRESSURE

ANTI-ICE PAGE 1
VERSION 27
ISSUE 003
PITOT 1 (2) HEAT FAULT

PITOT 1 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
n When in icing conditions:
AFFECTED SOURCE . . . . . . . . . . . . . . . . . . . . . . . . SELECT ALTN SYSTEM
STATUS: Pitot 1 (2) heat inoperative.
Indications:
Double chime 1 (2) + master CAUTION light
PITOT 1 (2) FAULT on OVHD panel
MFDS: PITOT 1 (2) HEAT
Remarks:
- If prolonged flight in icing conditions cannot be avoided, the following actions are rec-
ommended:
PITOT 1 FAULT
- Select AP 2.
- Set left ADC (1) and FCC (1) source select switches to ALTN.
- Select AT 1 and STAB TRIM 1 at FAC panel off.
PITOT 2 FAULT
- Select AP 1.
- Set right ADC (2) and FCC (2) source select switches to ALTN.
- Select AT 2 and STAB TRIM 2 at FAC panel off.
PITOT 3 HEAT FAULT

PITOT 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
n When in icing conditions:
STBY AIR DATA INSTRUMENTS UNRELIABLE
STATUS: Pitot 3 heat inoperative.
Indications:
Single chime
PITOT 3 FAULT on OVHD panel
MFDS: PITOT 3 HEAT

ANTI-ICE PAGE 2
VERSION 27
ISSUE 003
VANE HEAT FAULT
LEAVE ICING CONDITIONS

n When clear of icing conditions:
VANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STATUS: Vane heat inoperative.
Indications:
VANE FAULT on OVHD panel
MFDS: VANE 1 (2) HEAT
WINDOW HEAT FAULT
WINDOW HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MAX 300 kt
n If front window is cracked or shattered:
CRACKED OR SHATTERED FRONT WINDOW PROCEDURE . . . . . APPLY
Indications:
L (R) WINDOW HEAT FAULT on OVHD panel
MFDS: L (R) WINDOW HEAT
WING ANTI-ICING FAULT (On Ground)
BLEED 1 OR 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DISPATCH MAY BE AFFECTED
Indications:
MFDS: WING A-ICE
Remarks:
- No FAULT light will illuminate on the OVHD panel.

ANTI-ICE PAGE 3
VERSION 28
ISSUE 002
WING ANTI-ICING FAULT
WING ANTI-ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON

n If alert recurs:
WING ANTI-ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
AIRFRAME ANTI-ICING FAIL PROC . . . . . . . . . . . . . . . . . . . . . . . . . . .APPLY
STATUS: Wing anti-icing inoperative.
Indications:
WING ANTI-ICING FAULT on OVHD panel
MFDS: WING A-ICE
AIRFRAME ANTI-ICING FAIL PROCEDURE
n If ice is present / suspected:

LANDING FLAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
FINAL APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF25+20
LANDING DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MULTIPLY BY 1.38
DO NOT USE AP FOR APPROACH AND LANDING OR GO-AROUND
 In case of go-around:
FD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MIN SPEED DURING GO-AROUND . . . . . . . . . . . . . . . . . . . . . VREF25+20
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

ANTI-ICE PAGE 4
VERSION 28
ISSUE 002
LANDING DISTANCE WITH AIRFRAME ANTI-ICING

INOPERATIVE (VREF25+20)
AIRCRAFT AIRCRAFT
WEIGHT-KG WEIGHT-LB
26 000 1360 60 000 4585
28 000 1420 64 000 4790
30 000 1490 68 000 4995
32 000 1560 72 000 5205
34 000 1630 76 000 5410
36 000 1700 80 000 5620
38 000 1780 84 000 5860
40 000 1875 88 000 6145
+ 50 + 165
ABOVE SL ABOVE SL
PER KT HEADWIND – 10 PER KT HEADWIND – 33
TAIL ANTI-ICING FAULT
TAIL ANTI-ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF THEN ON

n If alert recurs:
TAIL ANTI-ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AIRFRAME ANTI-ICING FAIL PROC . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
STATUS: Tail anti-icing inoperative.
Indications:
TAIL ANTI-ICING FAULT on OVHD panel
MFDS: TAIL A-ICE
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

ANTI-ICE PAGE 5
VERSION 27
ISSUE 004
WING ANTI-ICING LOW CAPACITY (On Ground)
BLEED PRESSURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

n If above 16 psi:
n If at or below 16 PSI:
THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE SLIGHTLY
 If alert disappears:
THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
ENSURE BLEED PRESSURE IS AT LEAST 16 PSI FOR A 2-MINUTE
DURATION WITHIN 5 MINUTES PRIOR TO TAKE-OFF
 If alert persists:
THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Indications:
Single chime
MFDS: WING A-ICE LO CPTY
Remarks:
- If the bleed pressure is at or below 16 psi, advancing one or both thrust levers will
increase bleed pressure. Take care, however, not to advance beyond MIN TO posi-
tion as this inhibits operation of the on ground wing leading edge heating system.
- If the LO CPTY alert disappears after advancing the thrust levers, this is an indica-
tion of a low bleed pressure at idle resulting in a too low wing leading edge tempera-
ture.
- Bleed pressure should be at least 16 psi for 2-minute duration within 5 minutes prior
to take-off to ensure that the wing leading edge skin temperature is above 0 degrees
C. This may be accomplished by advancing the thrust levers or by using the APU.
- If the alert persists, this indicates a system failure.

ANTI-ICE PAGE 6
VERSION 27
ISSUE 004
WING ANTI-ICING LOW CAPACITY
OR
TAIL ANTI-ICING LOW CAPACITY
THRUST (IF APPLICABLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE

n If alert persists:
AIRFRAME ANTI-ICING FAIL PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Indications:
Single chime
MFDS: TAIL A-ICE LO CPTY or WING A-ICE LO CPTY as applicable.
Remarks:
- If the alert is caused by a low bleed-air pressure, increasing thrust may correct the
situation.
ENGINE ANTI-ICING FAULT
ENGINE ANTI-ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF THEN ON

n If alert recurs:
ENG ANTI-ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STATUS: Engine anti-icing inoperative.
Indications:
ENG A-ICING FAULT on OVHD panel
MFDS: ENG 1 (2) A-ICE

ICE DECTECTOR FAULT

ANTI-ICE PAGE 7
VERSION 25
ISSUE 001
ICING
PITOT HEAT NOT ON
M
Indications:
Single chime
ICE on OVHD panel
MFDS: ICING
Single chime
PITOT OFF on OVHD panel
MFDS: PITOT HEAT NOT ON

ANTI-ICE PAGE 8
VERSION 25
ISSUE 001
INTENTIONALLY
LEFT
BLANK

INSTRUMENTS AND NAVIGATION PAGE 1
VERSION 65
ISSUE 001
EFIS FAULT
I SOURCE SELECT CHECK
Indications:
Depending on failed source:
Source FAULT on main instrument panel
Affected parameter flag on EFIS.
MFDS: EFIS
Remarks:
An EFIS alert is displayed if certain EFIS display functions become inoperative. If in
combination with an amber fault light in one of the source select p/b's: depressing
the particular p/b will select an alternate display source at the affected side; the
depressed p/b will show ALTN.
MFDS will display a COMMON SOURCE memo, if ALTN selection of one of the
source select p/b's results in common source operation.
COMMON SOURCE selection of ADC or ILS may affect the landing weather min-
ima.
Alternate source selection will only restore an EFIS disply function, but does not
restore a control function.
An EFIS alert is also displayed in case of a failure of the PFD; pushing the PFD/ND
XFR p/b will transfer PFD display to the lower DU.
An EFIS alert is displayed if an EFIS DU is switched on during IRS alignment.

VERSION 65
ISSUE 001
EFIS CONTROL PANEL FAULT
I EFIS CONTROL PANEL FAIL EFFECTS CHECK
Indications:
Single chime
DCP flag on EFIS PFD
MFDS: L (R) EFIS CTL PNL
EFIS CONTROL PANEL FAIL EFFECTS
AFFECTED LH EFIS RH EFIS

DISPLAY CTL PNL FAILURE CTL PNL FAILURE
ALTM ref press QNH QNH
NO mode ROSE IlLS MAP I 30 nm range
MAP symbols - Removed
ADF info Available Removed
VOR info Removed Removed
Wx radar - Removed
NOTE: The EFIS CONTROL PANEL FAULT precludes CAT II and CAT III oper-
ation.
FMS LOW POSITION ACCURACY
I VERIFY AIRCRAFT POSITION BY ALTERNATIVE MEANS

Indications:
Single chime
MFDS: FMS LO POS ACCURACY
Remarks:
- FMS LO POS ACCURACY is displayed if, after operating in IRS ONLY navigation
mode, radio position update becomes available and radio position and FMS position
are different. The FMS CDU will show LO POS ACCURACY in the scratch pad and
the FMS prog page will show RilL at the bottom line. If radio updates continues, FMS
position will gradually correct to the radio position and the alert will clear automati-
cally.
- As long as message is displayed, do not use NAV mode: FMS approach is not
allowed.

VERSION 61
ISSUE 001
IRS WARNING
• On the ground:
IRS MODE SELECTOR OFF
• After 30 sec:
ALIGN MODE LIGHT CHECK OUT
IRS MODE SELECTOR NAV
PRESENT POSITION ENTER
NOTE: In incidental cases the present position must
be enterd twice to remove the alert
• Airborne:
• If attitude and heading display at PFD are not affected:
NO ACTION
• If PFD displays ATT and HOG flags:
ATT/HDG SOURCE SELECT ALTN SYS
Indications:
IRS WARN light on mode select unit
IRS ALIGN MODE LIGHT FLASHING
PRESENT POSITION ENTER VIA FMS

• If unsuccessful:
PRESENT POSITION ENTER VIA ISDU
NOTE: In incidental cases the present position must
be entered twice to remove the alert
• After 30 sec:
ALIGN MODE LIGHT CHECK OUT
IRS MODE SELECTOR NAV
PRESENT POSITION ENTER
Indications:
Flashing ALGN MODE light on mode select unit.

VERSION 61
ISSUE 001
IRS BATTERY OPERATION
• Monitor light, start timing.

• If alert persists for more than 5 min:
NOTE: In flight with only one IRS remaining, do not select to OFF.
Indications:
BAT OPER light on mode select unit.
IRS BATTERY WARNING
NO ACTION REQUIRED
NOTE: Any AC power oniterruption, including bus switching,

will result in loss of the affected IRS.
Indications:
BAT WARN light on mode select unit.

VERSION 103
ISSUE 001
GPWS FAULT
GPWS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
Single chime
GPWS FAULT on OVHD panel
MFDS: GPWS
Remarks:
- After switching the GPWS off, radio height call-outs during landing are no longer
available.
MFDU INOPERATIVE
STBY ENG IND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Indications:
Single chime
MFDS: L (R) MDU INOP
Affected MFDU blank
Remarks:
- Remaining MFDU defaults to primary / alert display page.
- For alert procedure display, secondary engine parameters and aircraft status, use
the transfer function at the MFDS control panel.
MFDS CONTROL PANEL FAULT
MFDS CONTROL PANEL FAULT EFFECTS . . . . . . . . . . . . . . . . . . . . . . . CHECK
Indications:
Single chime
MFDS: MFDS CTL PNL
MFDS CONTROL PANEL FAULT EFFECTS
- TRP DEFAULTS TO TOGA.

- LH MFDU DEFAULTS TO PRIMARY ENGINE / ALERT DISPLAY PAGE.
- RH MFDU DEFAULTS TO SECONDARY ENGINE / STATUS DISPLAY PAGE.
- ONLY FIRST COMING ALERT PROCEDURE IS DISPLAYED.
- FOR SUBSEQUENT PROCEDURES SEE CHAPTER CHECKLIST.
------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 --------------------------------------------------------

VERSION 103
ISSUE 001
COMPARE ATTITUDE (HEADING) (SPEED) ALERT
STBY INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE

EFIS INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . .COMPARE WITH STBY INSTR
n If required:
AFFECTED SOURCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT ALTN SYS
COMPARE RADIO ALT ALERT
EFIS INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK

n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . If required:
AFFECTED SOURCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT ALTN SYS
ERRONEOUS RADIO ALT INDICATION PROCEDURE . . . . . . . . . . . . . . APPLY
Indications:
Depending on failed source:
Double chime + master CAUTION light or
Single chime
MFDS: COMPARE ATTITUDE (HEADING) (RADIO ALTITUDE) (SPEED)
Remarks:
The following alerts are provided:
- COMPARE ATTITUDE if left and right pitch and/or roll attitude indication differ by
more than approx 5 deg.
- COMPARE HEADING if left and right heading indications differ by more than approx
6 deg. A difference in heading of more than 10 deg will also cause an AFCAS MAIN-
TENANCE REQUIRED, NO AP BELOW 500 FT (when on the ground) and NO
ALAND or NO LAND 3.
- COMPARE RADIO ALT if left and right radio altitude indications differ by more than 6
ft below 100 ft AGL and 30 ft between 1000 ft and 100 ft AGL.
- COMPARE SPEED if left and right airspeed indications on EFIS differ by more than
approx 10 kt.

VERSION 77
ISSUE 001
ERRONEOUS RADIO ALT INDICATION
n In case of erroneous radio altimeter indication or unexpected ATS retard/RET

in FMA:
AP AFFECTED SIDE, IF ENGAGED . . . . . . . . . . . . . . . . . . . . . DISCONNECT
ATS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
 If time permits:
 If RA 1 is affected:
STAB TRIM 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
RA 1 Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
LH RA SOURCE SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
LH FCC SOURCE SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
ATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AP 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
 If RA 2 is affected:
STAB TRIM 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
RA 2 Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
RH RA SOURCE SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
RH FCC SOURCE SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
ATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AP 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Indications:
See chapter 7.09.01, Flight Techniques.
Remarks:
- Radio Altimeter Circuit Breakers are marked with a yellow collar.
- Affected side AP cannot be engaged. It is recommended to engage non-affected
side AP.
- In case a go-around is required before completion of procedure:
TOGA TRIGGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PULL
AP/ATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
THRUSTLEVERS . . . . . . . . . . . . . . . . . . . . .SELECT GO-AROUND THRUST
PITCH . . . . . . . . . . . . ROTATE TO GO-AROUND ATTITUDE (MAX. 18 DEG)
FD COMMANDS . . . . . . . . . . . . . . . . . . . . . . . DISREGARD AFFECTED SIDE
Continue with the go around procedure. It is recommended to engage the
non-affected side AP.

VERSION 77
ISSUE 001
WARNING COMPUTER INOPERATIVE
STBY ANN PANEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BACK UP
Indications:
MFDS: WARN COMPTR INOP
WARN SYS on SAP
Remarks:
- Standby Annunciator Panel (SAP) will be activated automatically.
- Only SAP alerts will be indicated.
- The following alert indications are no longer available:
- Master WARNING light, Master CAUTION light, AUTOLAND caution light.
- Overhead panel fault lights.
- Aural alerts except AP disconnect and overspeed.
- MFDS displays only engine indications.
- AP, when off, cannot be engaged; when on, the AP remains engaged.
- When the thrust levers are below MIN TO position and the gear is up, the SAP will
show a red LG warning, independent of flight altitude.

VERSION 85
ISSUE 001

WARNING COMPUTER CHANNEL FAULT
FLIGHT DATA RECORDER FAULT
PROXIMITY SWITCHING SYSTEM DEGRADED
PROXIMITY SWITCHING SYSTEM INOPERATIVE
ATT / HDG 3
TCAS FAULT
ALTITUDE
WEATHER RADAR NOT OFF
NOTE: Weather radar is on if TAWS terrain data is displayed.
Indications:
MFDS: ALTITUDE
Remarks:
- The MFDS presents an altitude exit alert, when the aircraft deviates approx 250 ft
from the selected altitude. Altitude alerts can be cancelled by returning to the
selected altitude or selecting a new altitude on the FMP.
Altitude exit alerts are suppressed:
- When the gear is down.
- After glide slope capture.
- Upon an inhibit request from FMS.
- When the aircraft is controlled by AFCAS during driftdown.
Indications
Single chime
MFDS: WXR NOT OFF
Remarks:
- The WXR NOT OFF alert is displayed when the flight control lock is engaged and
weather radar is not off.

VERSION 85
ISSUE 001
INTENTIONALLY
LEFT
BLANK

LANDING GEAR PAGE 1
VERSION 44
ISSUE 001
LANDING GEAR SELECTOR BLOCKED
IN DOWN POSITION
SPEED MAX 200 kt
• If no GND / FLT CONTROL alert is displayed above 400 ft AGL:
LG OVRD DEPRESS
LG SELECTOR UP
• If GND / FLT CONTROL alert is displayed:
DO NOT RETRACT LANDING GEAR
SEE GND / FLT CONTROL FAULT
IN UP POSITION
ALTN LG PROC APPLY
Remarks:
If after lift-off one or more of the GND / FLT CONTROL relays remain in ground posi-
tion, the landing gear selector is blocked in the down position and a GND / FLT
CONTROL alert is displayed at MFDS above 400 ft AGL. Retracting the gear via the
LG OVRD button may result in improper gear /gear door retraction sequence, caus-
ing mechanical damage. Subsequent normal lowering of the gear may not be possi-
ble.
LANDING GEAR FAULT (After UP selection)
I
SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MAX 200 kt
LANDING GEAR RECYCLE
Indications:
LG selector transit light
MFDS: L MAIN (R MAIN) (NOSE) LG
Remarks:
- This alert is activated if after UP selection a gear is not up or a gear door is not closed
and locked within approx ten sec.
- Allow the landing gear to go through a full down cycle before reselecting the landing
gear selector up.
Up selection at a lower speed may solve the problem.
- - - - - - - - - - AOM FOKKER 100 - - - - - - - - - -

LANDING GEAR PAGE 2
VERSION 44
ISSUE 001
GND / FLT CONTROL FAULT
• If alert occurs after lift-off (at 400 ft AGL):

DO NOT RETRACT LANDING GEAR WHEN DOWN
DISARM LIFT DUMPERS WHEN STILL ARMED
APPLY BRAKES TO STOP MAIN WHEEL ROTATION
GND / FLT CONTROL FAULT EFFECTS CHECK
CONSIDER TO RETURN TO DEPARTURE AIRPORT OR TO
PROCEED TO TAKE-OFF ALTERNATE
• If alert occurs en route:
GND / FLT CONTROL FAULT EFFECTS CHECK
• Prior to landing:
DO NOT ARM LIFT DUMPERS
Indications:
MFDS: GND / FLT CONTROL
GND / FLT CONTROL FAULT EFFECTS
The GND / FLT CONTROL fault may cause anyone or all of the following
system failures, which are not indicated by a system fault or status message:
- Wing and / or tail anti-icing inoperative
- Stick shaker and stick pusher inoperative
- ATC transponder(s) inoperative
- V MA and V ss not displayed on PFD
MFDS procedure display not available
Protection against inadvertent inflight reverse selection inoperative
Increased approach idle thrust (gear down) not available
NOTE: An ANTI-SKID fault may be displayed indicating that the touchdown pro-
tection is inoperative; however, anti-skid sytem operation after touchdown
is normal.
Remarks:
- Only operational relevant services are mentioned.
- - - - - - - - - - AOM FOKKER 100

LANDING GEAR PAGE 3
VERSION 40
ISSUE 001
GREEN LG POS INDICATION NOT ON

(After DOWN selection)
• If no MFDS alert and blue transit light is not on:

CONSIDER LG DOWN AND LOCKED
LANDING GEAR UNSAFE (After DOWN selection)

~
LANDING GEAR RECYCLE

ALTN LG PROC APPLY
GEAR UP / UNSAFE LOG PROC APPLY
Indications:
Affected green GEAR DOWN light not on.
MFDS: L MAIN (R MAIN) (NOSE) LG UNSAFE
Landing gear selector transit light on.
Remarks:
- This alert is activated if the gear fails to lock down within approx 35 sec after gear
down selection.
- Allow the landing gear to go through a full up cycle before reselecting the landing
gear selector down.
- The GEAR UP/UNSAFE LOG procedure is described in chapter Emergency Proce-
dures.
MAIN LG DOOR FAULT (After DOWN selection)
I LANDING GEAR RECYCLE

ALTN LG PROC APPLY
Indications:
MFDS: L MAIN (R MAIN) LG DOOR
Remarks:
- This alert is activated if the left or the right main gear door does not close within
approx 35 sec after gear down selection.
- Allow the landing gear to go through a full up cycle before reselecting the landing
gear selector down.
Landing with a fully open main Ig door and the Ig hydraulic system pressurized may
cause extensive damage to the door and aircraft structure. When the alternate sys-
tem is used to lower the gear, the Ig hydraulic system is depressurized (allowing the
door to 'float') and mechanical damage is minimized.

LANDING GEAR PAGE 4
VERSION 40
ISSUE 001
ALTERNATE LANDING GEAR PROCEDURE
ALTN LG SELECTOR OPERATE

NORMAL LG SELECTOR DOWN (IF POSSIBLE)
NOTE: The Land R MAIN LG DOOR alerts will be displayed after alternate
landing gear selection. Do not apply the MAIN LG DOOR FAULT
procedure.
• If successful:
AFTER LANDING CLEAR RUNWAY, DO NOT TAXI
NOSE-WHEEL STEERING INOP
PERFORM A LEVEL '2G' TURN (60 DEG OF BANK) AT 200 KT
• If successful:
AFTER LANDING CLEAR RUNWAY, DO NOT TAXI
NOSE-WHEEL STEERING INOP
• If unsuccessful (and normal LG selector is down):
ALTN LG SELECTOR NORMAL (DOWN) POSITION
GEAR UP / UNSAFE LG PROC APPLY
NOSE-WHEEL STEERING IS OPERATIVE.
Remarks:
- The GEAR UP/UNSAFE LOG procedure is described in chapter Emergency Proce-
dure.

LANDING GEAR PAGE 5
VERSION 45
ISSUE 001
ANTI-SKID FAULT
I~:~~~N:R~~~~~~=~~.U.~~~ CHECK
STATUS: Anti-skid inoperative.
Indications:
MFDS: ANTI SKID
Remarks:
- Use longest runway for landing.
- After touchdown use reverser as required.
- Attempt to avoid braking until taxi speed is reached.
- Keep taxi speed below 20 kt.
LANDING DISTANCE ANTI-SKID INOPERATIVE (FLAP 42)

AIRCRAFT AIRCRAFT
WEIGHT-KG WEIGHT-LB
26000 1565 60000 5410
28000 1705 64000 5830
30000 1850 68000 6270
32000 2000 72000 6720
34000 2150 76000 7190
36000 2315 80000 7670
38000 2485 84000 8175
40000 2660 88000 8695
+ 70 + 230
ABOVESL ABOVE SL
- - - - - - - - - - AOM FOKKER 70 - - - - - - - - - -
LANDING GEAR PAGE 6
VERSION 45
ISSUE 001
L (R) (NOSE) LANDING GEAR DOWN LOCK SWITCH
Blue landing gear transit light may remain on.

If a L (R) (NOSE) LG DOWN LOCK SW alert is displayed after landing gear
retraction the affected green landing position light will remain on.
• If L LG DOWN LOCK SW alert is displayed:
GPWS OFF
Above 200 kt, a RUD 1 FAULT may be displayed.
• If displayed:
RUD 1 OFF
• If R LG DOWN LOCK SW alert is displayed and above 200 kt,
a RUD 2 FAULT may be displayed.
• If displayed:
RUD 2 OFF
Indications:
Single chime
MFDS: L (R) (NOSE) LG DOWNLOCK SW
Remarks:
- After gear retraction and with a speed above 200 kt a L or R LG DOWN LOCK SW
alert may result in either a RUD 1 or RUD 2 fault as the rudder limiter does not
switch automatically from LO to HI speed. Manual switching is not effective. The
affected rudder channel should be switched off.
If thereafter the landing gear has been extended the rudder channel may be reset.
- After landing gear extention a L or R LG DOWN LOCK SW alert may result in a RUD
LMTR fault: the applicable procedure should be applied.
- - - - - - - - - - AOM FOKKER 70 - - - - - - - - - -
LANDING GEAR PAGE 7
VERSION 50
ISSUE 001
BRAKE TEMPERATURE HIGH
ON GROUND
Before take-off:
n If temperature in yellow arc and rising, or above red line:
DO NOT TAXI
n If temperature in yellow arc, steady or falling:
TAXIING ALLOWED, APPLY LIMITED BRAKING
NOTE: For take-off the temperatures shall be in GREEN ARC
After landing:
n If temperature in yellow arc, steady or falling:
TAXIING ALLOWED, APPLY LIMITED BRAKING
n If temperature in yellow arc and rising, or above red line:
IF POSSIBLE, CONTINUE TAXIING, APPLY LIMITED BRAKING
IN FLIGHT
n If temperature above red line:
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO BELOW 200 kt
LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
When temperature in green arc:
LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Remarks:
- If one brake is significantly hotter or colder than the other brakes, this may be an indi-
cation of possible brake malfunction.
- Do not use the parking brake if brake temperatures are high.
- If after landing the temperatures are in the yellow arc and rising, or are above the red
line, taxiing will facilitate cooling the brakes.
- Use brakes as little as practicable. To limit taxi speed select Idle Reverse thrust or
taxi on one engine.

LANDING GEAR PAGE 8
VERSION 50
ISSUE 001

LANDING GEAR DOOR LOCK SWITCH
- When gear up : The blue transit light may be illuminated
Blue Transit Light
- The blue transit light
may be illuminated : If landing gear is up and locked, or
Landing gear is down and locked, and
No landing gear related alerts are present

APU PAGE 1
VERSION 20
ISSUE 001
APU FAULT
• On the ground:
APU OFF
• Airborne:
C:~~.~~t.r~~~~r~~~ OFF
The APU will shut down automatically 60 sec after landing.
Indications:
On the ground:
APU FAULT on OVHD panel
MFDS: APU FAULT
APU auto shutdown
Remarks:
- The APU will shut down automatically in case a limit is exceeded or in case of com-
ponent failure.
Indications:
Airborne:
Single chime
MFDS: APU FAULT
Remarks:
- The APU fault is displayed in case of a system or component failure which does not
cause immediate damage to the APU; shutdown is at pilot's discretion.
APU OVERSPEED
I
APU OFF
Indications:
MFDS: APU OVSP
Automatic shutdown
Remarks:
- This alert is only presented while airborne.

APU PAGE 2
VERSION 20
ISSUE 001
APU EGT HIGH

-
• If APU generator is not essential:
APU OFF
• If APU generator is essential:
ALT MAX 25 000 ft
-
NOTE: The APU generator is considered essential, if it is the only remaining AC
power generating source.
Indications:
Single chime
MFDS: APU EGT HIGH
Remarks:
- This alert is only presented while airborne; APU shutdown is at pilot's descretion.
APU EGT OVERLIMIT
I APU OFF
Indications:
MFDS: APU EGT OVERLIMIT
Remarks:
- This alert is only presented while airborne.

APU PAGE 3
VERSION 20
ISSUE 003
APU OIL TEMPERATURE
OR
APU OIL PRESSURE
n If APU generator is not essential:

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
n If APU generator is essential:
LAND AS SOON AS POSSIBLE
NOTE: The APU generator is considered essential, if it is the only remaining AC
power generating source.
The APU will shut down automatically after landing.
Indications:
MFDS: APU OIL TEMP (OIL PRESS)
Remarks:
- These alerts will only be presented while airborne.
APU BLEED VALVE
APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

n If alert persists:
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
MFDS: APU bleed valve
Remarks:
- This alert is presented if the APU bleed valve fails to close. In this condition engine
bleed air may enter the APU, possibly causing damage.

APU PAGE 4
VERSION 20
ISSUE 003
APU BLEED FAULT
APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON

n If unsuccessful:
APU BLEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
Single chime
APU BLEED FAULT on OVHD panel
MFDS: APU BLEED
APU bleed pressure low
Remarks:
- An APU BLEED FAULT indicates that APU bleed air is not available. (APU running,
APU BLEED selected on, and aircraft on ground).
- The alert can be momentary after large bleed load change.
APU LOOP FAULT
APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF

STATUS: APU fire detection inoperative.
Indications:
Single chime
MFDS: APU LOOP

DOORS AND WINDOWS PAGE 1
VERSION 37
ISSUE 002
PAX, SERVICE OR CARGO DOOR UNSAFE
SEAT BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
MAN DEPRESS PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
WARNING: DO NOT OPERATE DOOR HANDLE DURING FLIGHT.
Indications:
MFDS: PAX (FWD SERVICE)
(AFT/FWD CARGO) DOOR
Remarks:
- The MANUAL DEPRESSURIZATION PROCEDURE is described in section Air.
- With engines stopped and parking brake set, MFDS will display door not closed sta-
tus. When the engines are running and the parking brake is released, MFDS will pro-
vide the applicable door unsafe alert.
AVIONICS HATCH NOT CLOSED
AFFECTED HATCH POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Indications:
MFDS: FWD AVNCS HATCH
Remarks:
- With engines stopped and parking brake set, MFDS will display hatch not closed sta-
tus. When the engines are running and the parking brake is released, MFDS will pro-
vide the applicable hatch not closed alert.
-------------------------------------------------------------------------------- AOM FOKKER 70 ---------------------------------------------------------------------------------

VERSION 37
ISSUE 002
CRACKED OR SHATTERED FRONT WINDOW
DETERMINE WHICH LAYER IS CRACKED OR SHATTERED

n If outer layer:
L (R) WINDOW HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SPEED BELOW 10 000 ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 300 kt
n If center layer:
L (R) WINDOW HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SPEED BELOW 10 000 ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 300 kt
SHOULDER HARNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
REDUCED CABIN PRESSURE DIFFERENTIAL PROCEDURE . . . . . APPLY
n If inner layer:
NO RESTRICTIONS DURING FLIGHT
Verify for possible dispatch restrictions prior to next departure.
Remarks:
- Touch the crack(s) carefully with a pen or with a fingernail to determine if there is a
crack on the cockpit side (inner layer).
- If either the inner or outer layer is damaged, the flight may be continued at the
intended flight level, as the remaining layers are capable to sustain the maximum dif-
ferential pressure.
- A cracked center layer typically will shatter and seriously impair vision. In this case it
will not be possible to determine whether the outer layer is also affected and it must
be assumed that both center and outer layer are damaged. In this case the differen-
tial pressure must be limited to 5.5 psi.
CRACKED SLIDING WINDOW
L (R) WINDOW HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

SPEED BELOW 10 000 ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 300 kt
SHOULDER HARNESS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
REDUCED CABIN PRESSURE DIFFERENTIAL PROCEDURE . . . . . . . . APPLY
Verify for possible dispatch restrictions prior to next departure.
-------------------------------------------------------------------------------- AOM FOKKER 70 ---------------------------------------------------------------------------------

VERSION 01
ISSUE 001
FLIGHT DECK DOOR NOT LOCKED PROCEDURE
n If F-DK DOOR lights and/or F-DK DOOR “NOT LKD” light is on:
F-DK DOOR LOCK P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
 If light(s) remain(s) on:
FLIGHT DECK DOOR . . . . . . CHECK CLOSED/DOOR KNOB LINED UP
F-DK DOOR LOCK P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
 If light(s) remain(s) on:
LOCK PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT IN DOOR KNOB
Indications:
NOT LKD on pedestal
F-DK DOOR on main instrument panels
Remarks:
- If F-DK DOOR lights and/or F-DK DOOR “NOT LKD” light(s) remain(s) on and the
flight deck door is closed, the electrical lock system has failed. Inserting the lock pin
in the door knob until the grip of the pin is flush with the door knob will ensure that
the door is locked
-------------------------------------------------------------------------------- AOM FOKKER 70 ---------------------------------------------------------------------------------

VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK
-------------------------------------------------------------------------------- AOM FOKKER 70 ---------------------------------------------------------------------------------

ENGINE PAGE 1
VERSION 65
ISSUE 001
SINGLE-ENGINE PROCEDURE

APU, if available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
AIR COND AUTO SHUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQD
FUEL MANAGEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
TRP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK MCT
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TA
LANDING FLAP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
For fuel management refer to FUEL ASYMMETRY procedure.
Remarks:
- If an engine fails or is shut down below 13 500 ft, automatic air conditioning shut down
will occur if the operating engine is at high thrust. If single-engine performance is not
critical, air conditioning supply can be regained by depressing the AIR COND AUTO
SHUT p/b to OFF.
- Fuel asymmetry can be kept at a minimum if all fuel pumps are operating and X-FEED
is selected. Selecting X-FEED will prevent, in case of a fuel leak, the detection of the
affected side.
- For flight procedures refer to chapter Flight Techniques. section Abnormal Operation.
- Operate both reverse thrust levers after landing.
- Do not simultaneously select lift dumpers and speed brake in and flaps up after land-
ing; the operative hydraulic system 1 pump may not be capable to keep system pres-
sure above the value required for uninterrupted nose-wheel steering.
OIL PRESSURE LOW
THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RETARD
Indications:
MFDS: OIL PRESS LO ENG 1 (2)
Remarks:
lever.
- If retarding the thrust lever does return the oil pressure within limits, continued opera-
tion at the lower thrust setting is permitted.
- Operation with one engine at low thrust is described in chapter Flight Techniques, sec-

ENGINE PAGE 2
VERSION 65
ISSUE 001
RELIGHT PROCEDURE
Relight envelope:
A 25 000 ft
L
T
I 20 000 ft
T
U
D STARTER WIND
E
ASSISTED MILLING
10 000 ft
0 100 200 300 400

IAS (kt) JERL-001
RELIGHT ENVELOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

THRUST LEVER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IDLE
FUEL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK SHUT
FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELIGHT
START P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
STARTER ASSISTED WINDMILLING

BLEED PRESS 30 psi MIN ■ At min 13% N2:
ENG SEL . . . . . . . . . . . . . . . .AS REQD FUEL LEVER . . . . . . . . . . . . .OPEN
■ At min 13% N2:
FUEL LEVER . . . . . . . . . . . . .OPEN
■ When engine runs satisfactorily:
REALIGN THRUST LEVERS
NOTE: If the N1 rpm of both engines is not matched within one minute after the fuel
lever is selected to open, the system logic will again generate an engine fail
alert.
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQD
START P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AFFECTED SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE IF REQD
■ If an engine fails to relight within approx 30 sec or if the engine does not reach idle:
FUEL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
START P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Allow 30 sec for draining and attempt a further relight at a lower altitude or higher air-
speed.

ENGINE PAGE 3
VERSION 50
ISSUE 001
TGT HIGH
THRUST LEVER RETARD

TGT MONITOR
• If TGT cannot be controlled:
FUEL LEVER SHUT
Indications
MFDS: TGT HI ENG 1 (2)
Remarks:
- When ATS is engaged depress either AT disconnect button before retarding the
thrust lever.
If retarding the thrust lever does return the TGT within limits, continued operation at a
- Operation with one engine at low thrust is described in chapter Flight Techniques,
section Abnormal Operation.
If the engine is shut down ATS can be re-engaged after positioning the thrust lever of
the inoperative engine adjacent to the thrust lever of the live engine.
N1 (N2) HIGH
THRUST LEVER RETARD

N1 (N2) MONITOR
• If N1 (N2) cannot be controlled:
FUEL LEVER SHUT
Indications:
MFDS: N1 (2) HI ENG 1 (2)
Remarks:
thrust lever.
If retarding the thrust lever does return the N1 (N2) within limits, continued operation
at a lower thrust setting is permitted.
If the engine is shut down ATS can be re-engaged after positioning the thrust lever of
the inoperative engine adjacent to the thrust lever of the live engine.

ENGINE PAGE 4
VERSION 50
ISSUE 001
OIL TEMPERATURE HIGH
ITHRUST LEVER ADVANCE
Indications
Single chime
MFDS: OIL TEMP HI ENG 1 (2)
Remarks:
Increasing the thrust results in increased fuel flow which improves fuel/oil cooler
capacity.
OIL QUANTITY LOW
OIL QUANTITY CHECK

REFILL AS REQD
Indications:
Single chime
MFDS: OIL QTY ENG 1 (2)
Remarks:
Oil quantity can be only be measured accurately approx fifteen minutes after engine
shutdown.
OIL QUANTITY and OIL QUANTITY LOW alert (if presented) are only displayed on
the ground from fifteen minutes after engine shutdown until engine start.
If refilling is not possible:
Refer to the tables below before each flight to establish the maximum allowable
engine operating time.
Monitor oil consumption rate in consecutive flights (refer to NOTE 2).
Liters/ Maximum allowable Imperial Maximum allowable

quarts to engine operating pints to engine operating
fill up time fill up time
-2 5 hrs. 25 min. -4 5 hrs. 35 min.

-3 2 hrs. 50 min. -5 4 hrs. 45 min.
-4 o min. -6 3 hrs. 10 min.
-5 o min. -7 1 hrs. 35 min.
-6 o min. -8 40 min.
-9 o min.
NOTE: 1. If the amount to fill exceeds 3 liters (7 imp pints) the engine must be checked
for signs of oil leakage.
2. Maximum allowed oil consumption rate is 0.426 liter/hr i.e 0.75 imp pints.
- - - - - - - AOM FOKKER 70 / AOM FOKKER 100

ENGINE PAGE 5
VERSION 55
ISSUE 002
REVERSER
n If thrust lever blocked at idle and/or pronounced buffet:

REVERSER UNLOCKED PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . APPLY
 If thrust lever NOT blocked at idle and NO pronounced buffet:
Indications:
MFDS: REVERSER ENG 1 (2)
Remarks:
- The possibility of an inadvertent thrust reverser deployment is very remote. How-
ever, if such a failure should occur while airborne, the mechanical interlock system
will retard the thrust lever of the affected engine to IDLE. This will be accompanied
by ATS being disconnected.
- A deployed reverser seriously affects the go-around capability of the aircraft. There-
fore, do NOT descend below 1000 ft AGL until landing is assured.
REVERSER UNLOCKED PROCEDURE
ON GROUND (except during engine start)

REVERSER SYSTEM . . . . . . . . . . . . . . . . MAINTENANCE ACTION REQUIRED
NOTE: If allert occurs during engine start, recycle affected reverser after engine
start.
IN FLIGHT
NOTE: If thrust lever is not blocked at idle and no pronounced buffet is present,
normal operation of the aircraft may be continued, although alert may per-
sist. After landing, maintenance action is required.
ATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(Check) DISCONNECT
AFFECTED THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(Check) IDLE
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 200 kt
AFFECTED FUEL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
SINGLE ENGINE PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .APPLY
NOTE: Descent below 1000 ft AGL requires that the landing be completed.
Remarks:
NOTE: Take care to select the correct fuel lever. As it is not an engine failure, the light
in the affected fuel lever will not be ON.

ENGINE PAGE 6
VERSION 55
ISSUE 002
EPR INDICATION FAULT
STBY ENG IND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

EPR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Indications
MFDS: EPR IND FAULT
Remarks:
- This alert is displayed, if the EPR display at MFDS display is incorrect.
Use EPR indication as presented at the standby engine indicator.
FUEL TEMPERATURE HIGH
GALLEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
Indications
Single chime
MFDS: FUEL TEMP HI ENG 1 (2)
Remarks:
- The most probable cause for high fuel temperatures is a high IDG load combined
with a low flow through the IDG cooler, since this cooler uses engine fuel as a cool-
ant. The combined actions of reducing the IDG electrical load (the galley is a major
consumer) and increasing the fuel flow should reduce the fuel temperature.
FUEL PRESSURE LOW
FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK ON

X-FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
This alert may also indicate a fuel leak.
Monitor total fuel quantity and if a fuel leak is suspected apply FUEL LEAK PRO-
CEDURE.
Indications
MFDS: FUEL PRESS ENG 1 (2)
Remarks:
- The X-FEED is selected to ensure fuel supply.
side.
- Monitor total fuel quantity.

ENGINE PAGE 7
VERSION 50
ISSUE 002
ll
VIBRATION HIGH
VIB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
■ If alert persists:
THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD
■ If vibration is accompanied by other failure indications:
FUEL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
SINGLE-ENGINE PROCEDUREAPPLY
■ If fan icing is suspected:
FAN ICE SHEDDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Indications:
Single chime
VIB HI on OVHD panel
MFDS: VIB HI ENG 1 (2)
Remarks:
- An increase in N1 vibration level above the alert level may develop in icing condi-
tions. The fan will normally shed any ice formation and the vibration should diminish.
To assist in ice shedding the FAN ICE SHEDDING PROCEDURE may be applied.
- Vibration indication above the alert level does, in absence of any other engine failure
indication, not require engine shutdown.
thrust lever.
- If the engine has been shut down, ATS can be re-engaged after positioning the
thrust lever of the inoperative engine adjacent to the thrust lever of the live engine.
- With VIB p/b set to ALTN a subsequent high vibration will only be indicated by a sin-
gle chime and the MFDS alert. The VIB HI light on the overhead ENGINE panel will
not come on.
- Momentary increase in vibration during engine acceleration and deceleration may
be disregarded.
------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 --------------------------------------------------

ENGINE PAGE 8
VERSION 50
ISSUE 002
ll
FUEL FILTER
FUEL TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

■ If below zero:
THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
z After approx 30 sec:
THRUST LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RE-ADJUST
Indications:
Single chime
MFDS: FUEL FILTER ENG 1 (2)
Remarks:
- When ATS is engaged, depress either AT disconnect button before retarding the
thrust lever.
- A clogged fuel filter is most probably caused by ice. Retarding the thrust lever to
IDLE reduces the fuel flow through the fuel/oil cooler, resulting in an increase of fuel
temperature.
- If the fuel temperature is above zero, continue normal operation.
- If the alert occurs for both engines simultaneously, apply the procedure to each
engine in turn.
ll
ENGINE START FAULT
■ On the ground:
START P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
z If alert persists:
BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL OFF
FUEL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
■ Airborne:
START P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
START FAULT on OVHD panel
MFDS: ENG START FAULT
Remarks:
- If the fault disappears after selecting the START P/B, it is an indication of a starter
cut-out fault; operation may be continued.
- If the fault indication persists, it is an indication that the starter valve has failed in the
OPEN POSITION. On the ground switch off all bleeds (engines and APU) to prevent
the starter from overheating. When starting with an external bleed-air source, have
the air supply disconnected.

ENGINE PAGE 9
VERSION 50
ISSUE 001
NO LIGHTUP
• If an engine fails to light up within approx 20 sec from selecting

the FUEL lever to OPEN:
FUEL LEVER SHUT
• After approx 30 sec:
START PIS OFF
Remarks:
For a subsequent start select RELIGHT ignition before selecting the FUEL lever to
OPEN.
Normal use of the starter is limited to four attempts with a maximum of 2 minutes per
attempt.
Observe 30 seconds rundown time between each attempt.
After four start attempts, delay use of the starter for at least 15 minutes.
INTERRUPTED START
• If a start is interrupted before the FUEL lever is selected to OPEN:

START PIS OFF
HOT START
• If it is anticipated that the TGT start limit will be exceeded:

FUEL LEVER SHUT
START PIS OFF
Remarks::
If TGT start limit has not been exceeded, a second start may be attempted.
Observe 30 seconds rundown time between each attempt.
After four start attempts, delay use of the starter for at least 15 minutes.

ENGINE PAGE 10
VERSION 50
ISSUE 001
N2 STAGNATION
• If during or after starting N2 stagnates in combination with a rising TGT:

FUEL LEVER SHUT
START P/B CHECK OFF
Remarks:
- Another start may be attempted after a motoring cycle.
If during the subsequent start the engine stagnates again, cancel the start attempt.
LOW IDLING N2
• If N2 rpm stabilizes below minimum idling, advance the thrust lever slowly until
minimum idling rpm is reached.
Monitor TGT.
Remarks:
- The minimum idling N2 rpm is given in chapter Limitations, section Power plant and
APU.
Report to maintenance if with oil temperature above 40 deg C idling rpm is below
minimum idling.
ENGINE MOTORING PROCEDURE
BLEED-AIR PRESS CHECK

START P/B ON
ENGINE SELECTOR AS REQD
START P/B OFF

ENGINE PAGE 11
VERSION 50
ISSUE 002
SLOW ENGINE ACCELERATION / UNCOMMANDED

DECELERATION AT HIGHER CRUISE ALTITUDES
■ If after advancing thrust levers, one engine does not accelerate normally:
NON AFFECTED ENGINE:
N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MIN 85 PER CENT
AFFECTED ENGINE:
BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
z When affected engine is operating normally:
N2 (BOTH ENGINES) . . . . . . . . . . . . . . . . . . . . . . . . . .MIN 85 PER CENT
BLEED 1 AND 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
During descent above 15 000 ft with airframe anti-icing on, maintain at least 85 per
cent N2.
Remarks:
- Slow engine acceleration from a low cruise setting or an uncommanded deceleration
in combination with a high bleed air demand is most probably caused by an improp-
erly functioning fuel controller.
- When ATS is engaged, depress either AT disconnect button before adjusting the
thrust lever. ATS can be re-engaged in the descent below 15 000 ft when affected
engine operation is restored.
- Bleed air off-loading on the affected side should restore engine acceleration.
- If bleed air off-loading is not effective, continue operation of the affected engine at
lower thrust setting and keep non-affected engine at min 85 per cent N2. At lower
altitudes, engine operation may be restored.
ll
LOOP FAULT
LOOP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Indications:
Single chime
LOOP FAULT on OVHD panel
MFDS: LOOP A (B) ENG 1 (2)
ll
DOUBLE LOOP FAULT
LOOP A AND B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK OFF

STATUS: Affected engine fire detection inoperative.
Indications:
Single chime
LOOP A FAULT and LOOP B FAULT on OVHD panel
MFDS: LOOP A AND B ENG 1 (2)

ENGINE PAGE 12
VERSION 50
ISSUE 002
FAN ICE SHEDDING PROCEDURE
■ If in flight fan icing is suspected and no engine failure indications are observed:
Quickly retard one thrust lever at a time to idle and hold it there for approxi-
mately 5 seconds. Then advance the thrust lever momentarily to 85 per cent
N1. The thrust lever may then be returned to its original position. Repeat proce-
dure if required.
■ If on ground fan icing is suspected during taxiing or holding:
Advance thrust levers to approximately 75 per cent N1, pause momentarily and
retard.
Remarks:
- An increase of N1 engine vibration above the alert level may be expected and
ignored during this procedure. The fan will normally shed any ice formation and the
vibration should diminish.
- If unsuccessful, vibration indication above the alert level does, in absence of any
other engine failure indication, not require engine shutdown.
- In flight, when ATS is engaged depress either AT disconnect button before retarding
the thrust lever.
- On ground, actual place and time of run-up is dependent on taxiway and/or runway
conditions and proximity to other aircraft.
■ If the following system alert(s) occur(s):

EMUX SINGLE CHANNEL FAULT
ENG FAIL SENSOR FAULT

VERSION 20
ISSUE 001
PAX OXY AUTO DROP-OUT FAILURE
• If the cabin altitude is above approx 14 500 ft and the pax oxygen masks are
not presented automatically:
PAX OXYGEN MAN OVRD ON
SYS ACTIV LIGHT CHECK ON
AUDIO CHANNEL FAULT
I AUDIO ALTN
Indications:
Single chime
AUDIO FAULT on OVHD panel
MFDS: L (R) AUDIO

VERSION 20
ISSUE 001
IIi

SYSTEM OPERATION 5.00.00
PAGE 1
CONTENTS VERSION 13
ISSUE 001
5.01.01 Air
5.02 AFCAS
5.02.01 Flight Mode Selections and FMA
5.02.02 VMA Display
5.04.01 Fire Protection
5.05.01 Flight Controls
5.06.01 Fuel
5.07.01 Hydraulics
5.08.01 Ice and Rain Protection
5.09.01 Landing Gear
5.10 Navigation
5.10.01 IRS
5.10.02 TCAS
5.10.03 TAWS / GPWS
5.10.04 FMS
5.11.01 Oxygen
5.12.01 APU
5.13.01 Doors
5.14 Engine
5.14.01 Normal Procedures
5.14.02 Conditional Procedures
5.15.01 Not Applicable
5.16.01 Trouble Shooting Guide

PAGE 2
CONTENTS VERSION 13
ISSUE 001
INTENTIONALLY
LEFT
BLANK

AIR PAGE 1
VERSION 03
ISSUE 004
AIR CONDITIONING AUTOMATIC OPERATION

Air conditioning flow is automatically shut off during engine starting on ground or when both
engine thrust reversers are deployed. Economy flow is obtained when the economy mode is
selected, both pack valves are open and the automatically controlled cabin temperature is within a
preset range from the selected temperature. During take-off and go-around, the system switches
automatically to economy flow when TOGA is activated (the ECON p/b remains blank when econ-
omy mode is not selected manually). Approximately one minute after take-off or go-around, the
system returns to normal flow when the economy mode is not selected. If an engine fails or is shut
down below approx 13 500 ft and the operative engine has a thrust lever setting above MIN TO
position, air conditioning flow is automatically shut off. Cabin ventilation is attained by the recircu-
lation fans (if installed). Avionics cooling is not affected. Air conditioning supply is restored when
the operative engine has a thrust lever setting below MIN TO position. If an engine fails or is shut
down above approx 13 500 ft and the operative engine has a thrust lever setting above MIN TO
position, economy flow is selected automatically. Air conditioning supply is restored to normal flow
when the operative engine has a thrust lever setting below MIN TO position and economy mode is
not selected. If an engine fails or is shut down in the air, air conditioning flow can also be restored
by selecting the AIR COND AUTO SHUT p/b to OFF.
NOTE: If both TEMP CTL p/b's are in MAN, the air conditioning system will not switch to econ-
omy flow during take-off or go-around. Check MMEL for dispatch with both temperature
controllers in manual.
ECONOMY
The use of economy during APU operation on the ground reduces the APU fuel consumption and
TGT. In flight, use of economy reduces fuel consumption by approximately 0.5 per cent.
USE OF EXTERNAL AIR CONDITIONING UNIT

CAUTION:
WHEN THE AIRCRAFT IS ON THE GROUND THE OUTFLOW VALVES ARE OPEN IF BLEED
AIR IS SUPPLIED BY THE APU OR AN ENGINE.
IF VENTILATION AIR IS SUPPLIED BY AN EXTERNAL AIR CONDITIONING UNIT, THE OUT-
FLOW VALVES REMAIN CLOSED AND THE AVIONICS HATCH (BOTTOM FUSELAGE,
BEHIND THE NOSE WHEEL) MUST BE OPEN. RELEVANT INSTRUCTIONS ARE PLAC-
ARDED NEXT TO THE EXTERNAL AIR SUPPLY CONNECTIONS. IF THE HATCH IS NOT
OPEN WITH DOORS AND WINDOWS CLOSED THE AIRCRAFT WILL BE PRESSURIZED AND
CONSEQUENTLY DOORS AND WINDOWS SHOULD NOT BE OPENED.
AS AN ALTERNATIVE PROCEDURE ONE SLIDING WINDOW MAY BE OPENED BEFORE
EXTERNAL AIR CONDITIONING IS CONNECTED AND SHALL BE CLOSED NOT BEFORE
EXTERNAL AIR CONDITIONING HAS BEEN DISCONNECTED.
HIGH CABIN TEMPERATURES

To reduce the cabin temperature during ground operation and initial flight, the following proce-
dures are recommended:
- Before landing, start the APU (if available).
- Select the APU off shortly before take-off.
- During ground operation with cabin air supply (APU or external air), select the recirculation
fans (if installed) off if OAT is above 15 degrees C / 59 degrees F.
- During ground operation keep the blinds of the cabin windows closed.
- Select air conditioning ECON mode off when passengers are boarding.
Recirculation Cabin Air Extraction System (if installed)
During ground operation with no bleed air available, leave a door or window open when external
power or APU generator is on to prevent underpressure in the cabin caused by RECAES.

AIR PAGE 2
VERSION 03
ISSUE 004
IDLE THRUST DESCENT

When descending from high altitude with ATS disengaged and idle thrust, monitor cabin rate of
descent. If cabin altitude does not decrease, increase engine thrust until required cabin rate of
descent is obtained.

AFCAS PAGE 1
FLIGHT MODE SELECTIONS AND FMA VERSION 03
ISSUE 002
GENERAL
Two typical flight profiles, covering the majority of in-flight situations are described in this section.
The illustrations show the left-hand FMA display. AP 1 is engaged.
Profile A explains the use of AFCAS, including autoland and go-around.
Profile B explains the use of NAV and PROF including an FMS approach and go-around.
Profile B is only applicable for aircraft equipped with FMS PROF mode.
PROFILE A (AFCAS only)

Before Take-off
Actions:
- Select both FD's on.
- Select V2.
- Select initial departure speed and altitude.
- Arm ATS.
FMA:
MAN TO FD1
IAS ALT
JAFC–013
Take-off
Action:
- Pull TOGA triggers.
FMA:
TO TO HDG FD1
IAS ALT AT
JAFC–014
NOTE: 1. The TO mode is activated.

2. ATS engages and sets take-off thrust.
3. Heading bug at EFIS synchronizes to current heading.
Initial Climb
Action:
- Select AP1 on.
FMA:
TO TO HDG AP
IAS ALT AT
JAFC–015
NOTE: Both AP's engage.

AFCAS PAGE 2
ISSUE 002
At Acceleration Altitude
Action:
- Select LVLCH mode.
FMA:
TO IASE HDG AP1
ALT AT
JAFC–016
NOTE: 1. AFCAS reverts to the first selected AP.

2. The speed is controlled by elevator (IASE).
3. The aircraft accelerates to the selected initial departure speed and climbs to the
selected initial departure altitude.
Thrust Reduction
Action:
- Select CLB at TRP.
CLB IASE HDG AP1
ALT AT
JAFC–020
NOTE: 1. Thrust reduces to CLB.

At Initial Departure Altitude
Action:
- None.
FMA:
IAST ALT HDG AP1
AT
JAFC–018
NOTE: The speed is now controlled by thrust (IAST).

V/S Climb to Intermediate Altitude
Actions:
- Set new clearance altitude.
- Select required vertical speed.
FMA:
IAST V/S HDG AP1
ALT AT
JAFC–019
NOTE: Speed is controlled by thrust (IAST).

AFCAS PAGE 3
ISSUE 003
Unrestricted Climb to Cruise Altitude

Actions:
- Set cruise altitude.
- Select required climb speed (IAS).
- Push LVLCH.
FMA:
CLB IASE HDG AP1
ALT AT
JAFC–020
NOTE: 1. ATS selects CLB thrust.
2. Speed is controlled by elevator (IASE).
Pre-selection of Climb Mach Number during LVLCH Climb
Actions (when established at climb IAS):
- Push IAS/M control knob (IAS hold, speed window shows dashes).
- Push IAS/M select button.
- Preselect climb Mach number.
FMA:
CLB IASE HDG AP1
M ALT AT
JAFC–021
NOTE: At crossover altitude AFCAS automatically captures and maintains the preselected climb
Mach number, and the FMA displays:
CLB ME HDG AP1
ALT AT
JAFC–022
CAUTION: IF DURING CLIMB AN ALTITUDE CAPTURE TAKES PLACE BEFORE THE
CROSSOVER ALTITUDE IS REACHED AFCAS WILL PREMATURERLY SWITCH
FROM IAST TO MT. THIS WILL CAUSE THE AIRCRAFT TO ACCELERATE TO THE
PRESELECTED MACH NUMBER, WHICH IN THIS CASE MAY STILL BE GREATER
THAN VMO. AFCAS SPEED PROTECTION WILL LIMIT THE SPEED TARGET TO
VMO. TO RETURN TO IAST PUSH IAS/M SELECT BUTTON AND SELECT
REQUIRED IAS
Reaching Cruise Level
Action:
- Select cruise Mach number.
FMA:
MT ALT HDG AP1
AT
JAFC–023

AFCAS PAGE 4
ISSUE 003
VOR Radial Interception

Actions:
- Select ARC or ROSE and VOR at EFIS control panel.
- Select VOR frequency and radial.
- Turn to intercept heading (intercept angle less than 90 deg).
- Push V/L (V/L is armed).
FMA:
MT ALT HDGS AP1
VOR1 AT
JAFC–024
NOTE: To intercept and track a VOR 2 radial, select AP 2 on, or select AP and FD 1 off, and FD
2 on.
VOR Capture
Action:
- None.
FMA:
MT ALT VOR1 AP1
AT
JAFC–025
NOTE: 1. Upon VOR 1 intercept FD 2 is biased out of view.

2. During station passage AFCAS reverts to heading hold (FMA remains VOR 1).
3. If the radial is changed during station passage the aircraft will intercept the new radial.
Descent
Actions:
- Lower FMP altitude.
- Select descent Mach number.
- Push LVLCH.
FMA:
LL ME VOR1 AP1
ALT AT
JAFC–026
NOTE: 1. ATS reduces the thrust to idle (LL).

2. When the pilot overrides the thrust levers to idle stop the thrust window shows OVRD;
to return to LL push LVLCH again.

AFCAS PAGE 5
ISSUE 003
Preselection of Descent IAS during LVLCH Descent

Actions (when established at descent Mach number):
- Push IAS/M control knob (Mach hold, speed window shows dashes).
- Push IAS/M select button.
- Preselect descent IAS.
FMA:
LL ME VOR1 AP1
IAS ALT AT
JAFC–027
NOTE: At crossover altitude AFCAS automatically captures and maintains the preselected
descent IAS, and the FMA displays:
LL IASE VOR1 AP1
ALT AT
JAFC–028
CAUTION: IF DURING DESCENT AN ALTITUDE CAPTURE TAKES PLACE BEFORE THE

CROSSOVER ALTITUDE IS REACHED AFCAS WILL PREMATURELY SWITCH
FROM MT TO IAST. THIS WILL CAUSE THE AIRCRAFT TO ACCELERATE TO THE
PRESELECTED IAS, WHICH IN THIS CASE MAY STILL BE GREATER THAN MMO.
AFCAS SPEED PROTECTION WILL LIMIT THE SPEED TARGET TO MMO. TO
RETURN TO MT PUSH IAS/M SELECT BUTTON AND SELECT REQUIRED MACH
NUMBER.
Descent in V/S Mode
Action:
- Select required vertical speed.
FMA:
IAST V/S VOR1 AP1
ALT AT
JAFC–029
NOTE: Speed is controlled by thrust (IAST).
Level at Initial Approach Altitude
Action:
- None.
FMA:
IAST ALT VOR1 AP1
AT
JAFC–030

AFCAS PAGE 6
ISSUE 003
Interception of the ILS Beam

Actions:
- Select ILS frequency and localizer course.
- Select APP (ILS) at EFIS control panel.
- Select intercept heading (less than 90 degrees).
- Push LAND (APP) when cleared to approach (LOC and GS armed).
FMA:
IAST ALT HDGS AP1
G/S LOC AT
JAFC–031
NOTE: When LAND (APP) is selected, but the aircraft is still descending to the initial approach
altitude, the FMA displays:
IAST HDGS AP1
ALT LOC AT
JAFC–032
Localizer and Glide Slope Captured

Action:
- None.
FMA:
IAST G/S LOC AP1
AT
JAFC–033
NOTE: Glide slope can only be captured after localizer capture.
LAND Capture
Action:
- None.
FMA:
IAST LAND2 AP
AT
JAFC–034
NOTE: 1. LAND capture will be displayed below 1500 ft AGL.

2. Both AP's engage.
3. Depending on aircraft configuration LAND 3 may be displayed.

AFCAS PAGE 7
ISSUE 003
Autoland
Action:
- None.
FMA:
RET LAND2 AP
FLR ALN AT
JAFC–035
NOTE: 1. Align (ALN) will be displayed at 150 ft AGL.

2. Flare (FLR) and ATS retard (RET) will be displayed at 50 ft AGL.
3. FD pitch guidance is removed when flare starts.
Rollout
Action:
- None.
FMA:
MAN ROLLOUT AP
JAFC–036
NOTE: 1. ATS disengages upon touchdown.

2. AP provides rollout control via rudder.
3. Rollout guidance is provided via roll bar.
Go-around from LAND 2
Action:
FMA:
GA GA HDG AP
IAS ALT AT
JAFC–037
NOTE: 1. GA mode is engaged.

2. When both AP's were engaged prior to TOGA selection, both AP's remain engaged
until leaving the GA mode.

AFCAS PAGE 8
ISSUE 003
PROFILE B (FMS NAV and PROF, ATA)

Before Take-off
Actions:
- Program FMS (take-off runway, SID and flight plan).
- Select V2.
- Arm ATS.
- Arm NAV and PROF modes.
FMA:
MAN TO FD1
CLB IAS ALT NAV
JAFC–038/A
Take-off
Action:
FMA:
TO TO FD1
CLB IAS ALT NAV AT

JAFC–039
Initial Climb
Action:
- Select AP 1.
FMA:
TO TO NAV AP
CLB IAS ALT AT

JAFC–040
NOTE: NAV captures at 30 ft AGL.

AFCAS PAGE 9
ISSUE 002
At TRA / Accel Alt

Action:
- None.
FMA:
CLB IASE NAV AP1
ALT AT
JAFC–041
NOTE: 1. PROF captures.

2. FMS selects climb thrust.
3. AFCAS reverts to single AP.
4. The aircraft accelerates to FMS departure speed.
5. When ATC requires level off below the SID constrained altitude, select the required
altitude at the FMP.
6. During climb the FMP selected altitudes have priority over the FMS constrained alti-
tudes.
At Initial Departure Altitude/Speed
Action:
- Preselect new cruise altitude.
FMA:
IAST ALT NAV AP1
ALT AT
JAFC–042
Cleared to Climb to Cruise Altitude

Action:
- Pull ALT control knob.
FMA:
CLB IASE NAV AP1
ALT AT
JAFC–041
Reaching Cruise Level

Action:
- None.
FMA:
MT ALT NAV AP1
AT
JAFC–044

AFCAS PAGE 10
ISSUE 002
Cleared to Descend (before Flight Plan Top of Descent)

Action:
- Select clearance altitude.
- Pull ALT control knob.
FMA:
MT ALT NAV AP1
DES AT
JAFC–045
NOTE: 1. Descent is armed.

2. FMS altitude constraints will not automatically be cleared by lowering the FMP alti-
tude.
Top of Descent
Action:
- None.
FMA:
LL DES NAV AP1
ALT AT
JAFC–046
NOTE: Depending on selected cost index and descent schedule FMS may or may not schedule
LL thrust. If LL thrust is not scheduled, FMA displays:
IAST DES NAV AP1
ALT AT
JAFC–047
FMS Approach at Initial Approach Altitude

Actions:
- Select required type of approach at FMS STAR page.
When cleared for the approach:
- Insert MDA at FMS APPR page and confirm FINAL APPR prompt.
FMA:
IAST ALT NAV AP1
APP AT
JAFC–048
NOTE: Final descent will only occur when flaps are selected.

AFCAS PAGE 11
ISSUE 002
FMS Approach Final Descent

Action:
- None.
FMA:
IAST APP NAV AP1
AT
JAFC–049
NOTE: The aircraft will NOT level off at MDA.

AFCAS PAGE 12
ISSUE 002
INTENTIONALLY
LEFT
BLANK

AFCAS PAGE 1
VMA DISPLAY VERSION 01
ISSUE 002
GENERAL
The minimum allowable airspeed (VMA) is displayed on the PFD speed scale as the top of an
amber band that extends from the top of the checker bar (VSS). VMA is computed by AFCAS.
Theoretically VMA equals 1.2 VS during take-off and go-around and VREF during approach (see
chapter System Descriptions, section AFCAS, subsection Flight Envelope Protection).
The accuracy of the VMA computation is influenced by:
- AOA accuracy;
- ADC accuracy;
- Flap position accuracy;
- Accuracy of the aerodynamic data within AFCAS.
As result of this, a difference between VMA and V2 may be observed during initial climb or between
VMA and VREF during approach. Graphs are provided in this paragraph to determine the maximum
allowable VMA difference
ALLOWABLE DIFFERENCE
For the take-of (all flap settings) graphs are provided with the maximum allowable difference
between VMA and V2 as a function of CG. The take-off graphs are valid for readings taken before
exit from the take-off mode.
NOTE: The graphs are valid for a V2/VS ratio equal to 1.20 (Fokker 100) or for a V2/VSR ratio
equal to 1.13 (Fokker 70). Another V2/VS ratio may be dictated by TL charts.
For approach (flap setting 25 and 42) graphs are provided with the maximum allowable difference
between VMA and VREF as a function of CG. The approach graphs are valid for readings taken as
close as practical to VREF + 5.
ECXESSIVE DIFFERENCE
An excessive difference between VMA and V2 or VREF must be reported to maintenance.
For situations where V2 is found to be substantially below VMA, the AFCAS speed guidance during
single engine operation may result in an airspeed well within the amber band. However, minimum
speed protection is provided at an AOA corresponding to 1.20 VS −5 (Fokker 100) or 1.13 VSR −5
(Fokker 70).
For situations where V2 or VREF are found substantially above VMA, the speed margin between
stick shaker activation and stall may be reduced (assuming AoA is causing the difference).
NOTE: 1. VMA and VSS are both computed by AFCAS. For VMA the average value of LH and RH
AOA is used, whereas for VSS the onside AOA is used. This assures adequate activa-
tion of either stick shaker activation of either control columm if one of the AOA vanes
is at error.
2. An incorrect STAB TRIM setting may affect VMA during take-off. In that case the
graphs can not be used.
3. VREF shall be determined by FMS or QRH table using the actual aircraft weight.
4. The graphs may not be used for aircraft weights below 30 000 kg (Fokker 70 only).

AFCAS PAGE 2
ISSUE 002

AFCAS PAGE 3
ISSUE 002

AFCAS PAGE 4
ISSUE 002
INTENTIONALLY
LEFT
BLANK

VERSION 03
ISSUE 003
SYSTEM DATA
The table displays the allowable voltage, load and frequency values for the various electrical
buses, generators and external power.

SELECTOR BUTTON LEFT CENTRE RIGHT
DC BUS
VOLT 25 - 29 25 - 29 25 - 29
1/ESS/2
TRU LOAD 100 100 100

1/ESS/2 VOLT 26 - 31 26 - 31 26 - 31
LOAD  + 30/ −30 + 30/ −30
BAT
VOLT 23 - 32 23 - 32
LOAD
GEN CONTINUOUS 100 100 100
5 MIN 113 113 113
1-3-2 5 SEC 150 150 150
VOLT 111 - 119 111 - 119 111 - 119
FREQ 395 - 405 395 - 405 395 - 405
EXT PWR VOLT 110 - 120
FREQ 385 - 415
AC BUS VOLT 111 - 119 111 - 119 111 - 119
1/ESS/2 FREQ 395 - 405 395 - 405 395 - 405
EMER BUS VOLT 111 - 119 23 - 32
AC/DC FREQ 396 - 404 --------
 During APU start, BAT LOAD will indicate momentarliy −120/−120.

VERSION 03
ISSUE 003
INTENTIONALLY
LEFT
BLANK

VERSION 04
ISSUE 002
ENGINE FIRE WARNING TEST SMOKE WARNING TEST (if installed)

Place and hold ENG FIRE test switch on Depress and hold the SMOKE test button on
TEST panel to 1 and check: TEST panel and check:
- Repetitive triple chime. - Double chime.
- Master WARNING light. - Master CAUTION light.
- Fire handle light on. - LH MFDU displays TOILET SMOKE alert
- LH MFDU displays FIRE ENG 1 alert message.
message. - Release test button.
- RH MFDU displays FIRE ENG 1 (on
ground) procedure. SMOKE WARNING TEST WITH THE
Release test switch and repeat test for CARGO SMOKE DETECTION SYSTEM
engine 2. When the test is completed use the (if installed)
ADV switch on the MFCP to remove ENG
FIRE procedures from RH MFDU. Depress and hold the SMOKE test button on
TEST panel and check:
APU FIRE WARNING TEST - Repetive triple chime.
- Master WARNING light.
Depress and hold the APU FIRE test button - Local Smoke light(s) on the Cargo
on TEST panel and check: Smoke Panel.
- Repetitive triple chime. - LH MFDU displays SMOKE FWD
- Master WARNING light. CARGO and SMOKE AFT CARGO (if
- APU FIRE light on. installed) message.
- LH MFDU displays FIRE APU alert mes- Stop the triple chime by the depressing the
sage. Master WARNING light and check:
- Release test button. - Double chime.
- Master CAUTION light.
- LH MFDU displays TOILET SMOKE alert
message.
- Release test button.

VERSION 04
ISSUE 002
INTENTIONALLY
LEFT
BLANK

PAGE 1
FLIGHT CONTROLS
VERSION 03
ISSUE 001
STABILIZER
CAUTION: SWITCHING BOTH STABILIZER PIS's AT THE HYDRAULIC PANEL TO OFF
DURING FLIGHT IS NOT PERMITTED, UNLESS REQUIRED BY THE SPE-
CIFIC ABNORMAL PROCEDURE.
FLAPS
When approach and landing are made in icing conditions or if the runway or taxi track is
covered with slush, leave flaps at 25 after landing until the flaps are checked to be free
from ice. Ice may block the gap between flap and flap vane and may cause damage
when the flaps are retracted.
SPEED BRAKE
With landing gear up, the speed brake will not extend when either thrust lever is beyond
MIN TO position. The speed brake may be operated without restrictions. When selected
out at high lAS the speed brake will initially extend only partly. When the speed decreases
the speed brake gradually extends further and reaches the full out position below approxi-
mately 200 kt.
Automatic retraction occurs:
.. Upon TOGA trigger activation.
.. When, with gear up, either thrust lever is advanced beyond MIN TO position.
.. When, with gear down and the thrust levers beyond the MIN TO position, the landing
gear is selected up.
For the use of the speed brake during idle descent with wing and tail anti-icing on, see
section Ice and Rain Protection in this chapter.
LIFT DUMPERS
In case of a rejected take-off, the lift dumpers extend automatically when both thrust le-
vers are retarded to idle and wheel speed is in excess of 50 kt. If the lift dumpers do not
extend automatically, they are extended manually upon reverse thrust selection.
In case of a go-around or rejected landing the lift dumpers disarm automatically when the
TOGA triggers are activated or when either thrust lever is advanced fully forward.
After landing, lift dumpers extend automatically provided the system is armed, both thrust
levers are at idle and sufficient wheel speed is sensed.
If the lift dumpers do not extend automatically, they are extended manually upon reverse
thrust selection.
NOTE: After TOGA activation in the air lift dumper arming is inoperative for 60 seconds.
TAKE-OFF CONFIGURATION WARNING SYSTEM

After TOGA activation the take-off configuration warning system remains armed until after
lift-off. Consequently, when taxiing after TOGA activation a TO CONFIG alert occurs when
a thrust lever is advanced out of idle, and the flight control lock is on.

VERSION 03
ISSUE 001

FUEL PAGE 1
VERSION 06
ISSUE 001
CENTER TANK PUMPS

The center tank pumps should be switched off when the center tank does not contain fuel (only for
aircraft up to and including s/n 11441).
REFUELING / DEFUELING
Refueling and defueling instructions are placarded at the inside of the fuel service panel hatch.
See chapter System Descriptions, section Fuel System.
SHUTOFF VALVE MALFUNCTIONING

■ If a fueling shutoff system is unserviceable:
REFUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP
OVERWING FILLER CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
REFUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESUME
z When completed, stop refueling at dispenser:
OVERWING FILLER CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
FUEL CROSS FEED
TO SELECT FUEL X-FEED

X-FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
■ If DISAGR light remains on:
FUEL X-FEED VALVE DISAGREE PROC. . . . . . . . . . . . . . . . . . . . . . . APPLY
TO DESELECT FUEL X-FEED

X-FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
■ If DISAGR light remains on:
FUEL X-FEED VALVE DISAGREE PROC. . . . . . . . . . . . . . . . . . . . . . . APPLY
NOTE: 1. The DISAGR light will illuminate short after (de)selecting X-FEED, when the
x-feed valves are in transit. This is normal system behaviour.
2. For fuel balancing apply FUEL ASYMMETRY procedure.
FUEL SUCTION FEED

See chapter Abnormal Procedures, section Fuel.
MANUAL FUEL TRANSFER (only for aircraft with center wing tank)
See chapter Abnormal Procedures, section Fuel.
FUEL SERVICE PANEL (only for aircraft up to and including s/n 11441)
CAUTION: AN AUTO FEED FAULT WILL OCCUR IF THE POWER SWITCH AT THE FUEL
SERVICE PANEL IS NOT SELECTED TO OFF PRIOR TO FLIGHT. NO CENTER
TANK FUEL TRANSFER IN AUTO OR MANUAL MODE IS POSSIBLE AND CENTER
TANK FUEL IS UNUSABLE

FUEL PAGE 2
VERSION 06
ISSUE 001
AIRCRAFT EQUIPPED WITH AN INTEGRAL CENTER WING TANK

- If the center tank is only partially filled and the aircraft is levelled off within 5 minutes after take-
off, an AUTO FEED FAULT may occur. Manual fuel transfer remains operative.
- If, in flight, AUTO FEED is selected to MAN, reselection of AUTO FEED may result in an AUTO
FEED FAULT. This fault will reset after landing, if all electrical power is selected off.
FUEL FOR TRIMMING PURPOSES (Fokker 100 only)

- If the center tank contains fuel for trimming purposes, select the CTR TANK PUMP p/b's OFF
and the AUTO FEED p/b to MAN. If this fuel is required for flight, apply the MANUAL FUEL
TRANSFER PROCEDURE.

5.07.01
SYSTEM OPERATION PAGE 1
HYDRAULICS
VERSION 03
ISSUE 002
GENERAL
The minimum hydraulic system quantity (system not pressurized) is 70 per cent for each
system. When the system is pressurized, the quantity may decrease. Normal system pres-
sure is between approx 2800-3200 psi.
ELECTRICALLY DRIVEN PUMPS

These pumps are intended for maintenance use, but the pumps can also be used to pres-
surize the hydraulic systems prior to engine start.
If prior to engine start or push back/pull out the alternate brake pressure is below 1000
psi, switch ELEC PUMP of HYDRAULIC SYS 1 on until pressure is approx 3000 psi

HYDRAULICS PAGE 2
VERSION 03
ISSUE 002

VERSION 06
ISSUE 007
GROUND ICING CONDITIONS

Ground icing conditions are considered to exist when the Outside Air Temperature (OAT) is below
+ 6 degrees C, and :
- the difference between OAT and dew point temperature is less than 3 degrees C
or
- visible moisture (fog, rain, drizzle, sleet, snow or ice crystals) is present.
ENGINE ANTI-ICING DURING GROUND OPERATION AFTER ENGINE START

When icing conditions exist or are anticipated during ground operation:
ENGINE ANTI-ICING........................................................................ON
In addition, if the On Ground Wing Leading Edge Heating System is installed, engine anti-icing
shall always be selected ON after de-/anti-icing until take-off.
NOTE: For extended periods at low thrust in ground icing conditions with temparatures
below +1 degrees C, the following procedure should be carried out at intervals of not
more than 60 minutes on one engine at a time:
- Advance thrust lever to 85 per cent N1 and maintain for 1 minute.
Actual place and time of run-up is dependent on taxiway and/or runway conditions and
proximity to other aircraft.
On Ground Wing Leading Edge Heating System (if installed, post mod SBF100-30-018)
With the aircraft on the ground, the On Ground Wing Leading Edge Heating System is automati-
cally activated when either engine anti-icing system is switched ON. The criteria for activating the
On Ground Wing Leading Edge Heating System are identical to the criteria applicable for engine
anti-icing. As the On Ground Wing Leading Edge Heating System demands additional bleed air, it
is advisable to keep the APU running when the On Ground Wing Leading Edge Heating System is
activated. The On Ground Wing Leading Edge Heating System is deactivated automatically during
take-off or manually when both engine anti-icing systems are switched off.
After activating the On Ground Wing Leading Edge Heating System the TOGA EPR target may
temporarily drop approximately 0.04 EPR. The original TOGA EPR target, however, is still valid
and will be displayed latest after TOGA selection for take-off, when the On Ground Wing Leading
Edge Heating System is automatically deactivated.
CAUTION:
UNDER NO CIRCUMSTANCES THE ON GROUND WING LEADING EDGE HEATING SYSTEM
MAY BE USED INSTEAD OF DE-ICING OR ANTI-ICING TREATMENT. THE ON GROUND
WING LEADING EDGE HEATING SYSTEM IS INTENDED TO BE USED IN ADDITION TO
APPROVED DE-/ANTI-ICING PROCEDURES AND IN ADHERENCE TO APPLICABLE HOLD-
OVER TIMES AS REQUIRED BY NATIONAL OPERATIONAL REGULATIONS.
FLIGHT ICING CONDITIONS

In flight, icing conditions are present when Total Air Temperature (TAT) is below + 6 degrees C
down to and including −25 degrees C and visible moisture is present.
The use of the anti-icing systems at temperatures below −25 degrees C TAT is at pilot's discretion.
However, during approach, with an OAT on the ground reported to be below −25 degrees C, it is
not recommended to switch the airframe anti-icing systems to ON, even when TAT is increasing
momentarily from below −25 degrees C to above −5 degrees C as this, on a 'cold-soaked' wing,
may result in refreezing of moisture after landing.

VERSION 06
ISSUE 007
AIRFRAME ANTI-ICING
When ice accretion is observed or when the ICING alert comes on:
WING and TAIL ANTI-ICING ............................................................ON
After ICING alert has ceased and no ice accretion is observed anymore:
WING and TAIL ANTI-ICING ..........................................................OFF
NOTE: 1. The airframe anti-icing system is inoperative on the ground. If the airframe anti-icing
system is switched ON before take-off it will become operative approximately
60 seconds after lift-off. During go-around system operation is inhibited for approxi-
mately 60 seconds after TOGA activation. System operation is continuously inhibited
when either thrust lever is selected fully forward (fire wall thrust).
2. On Ground Wing Leading Edge Heating System is activated on the ground when
engine anti-icing is switched ON.
The system has been designed for continuous operation and may be used for ice shedding pro-
vided ice build-up on wings does not exceed 1,5 cm / 0,5 inch. If a thicker layer has developed
because of late activation, the shed ice may be ingested by the engines with the risk of a possible
flame out. If this is the case select RELIGHT ignition before activating the wing anti-icing system
Return ignition to NORM when all wing ice has been shed and engine parameters are normal.
When ATS is inoperative, and airframe anti-icing is required above FL 200, adjust to at least 80
per cent N2 prior to selecting the anti-icing systems on.
ENGINE ANTI-ICING
When icing conditions exist or are anticipated during flight operation or when the ICING alert
comes on:
ENGINE ANTI-ICING........................................................................ON
After ICING alert has ceased or one minute after leaving icing conditions:
ENGINE ANTI-ICING......................................................................OFF
See chapter Flight Techniques, section Adverse Weather Operation for additional information.
WINDOW HEAT
Window Heat is selected ON before engine starting and OFF after parking.
For aircraft equipped with a Window Heat OFF-LO-HI switch, window heat is selected from OFF to
LO before engine starting. When during flight ice is formed on the heated parts of the windows, or
when during taxiing the sliding windows are misted, select HI.
Whenever circumstances permit, leave the system in LO for a few minutes before selecting from
LO to HI and vice versa.
PROBE HEAT
See chapter Checklist.
WIPERS
When required the wipers may be selected to LOW or HIGH. When selected to OFF the wiper will
park automatically. Do not use wipers on a dry window.

PAGE 1
LANDING GEAR
VERSION 04
ISSUE 004
LANDING GEAR OPERATION

Transit Times
Retraction time approximately 9 seconds.
Extension time approximately 26 seconds.
LG Selector Lock Override Button
To prevent inadvertent UP selection of the landing gear t the landing gear selector is
locked in the down positon when the weight of the aircraft is resting on the wheels. The
lock is retracted when both main landing gear struts are sensed to be extended (flight po-
sition). If. after take-offt the landing gear selector cannot be moved to the up position. this
can be caused by an unextended main landing gear strut or a failure of the anti-retraction
lock. In case essential/emergency power is selected ON, the LG OVRD button must be
depressed in case of gear retraction, as the anti-retraction solenoid is powered by the
dual DC bus. To eliminate the possibility of structural damage when one (or both) main
landing- gear strut(s) has (have) failed to extend, the use of the landing gear selector over-
ride button should be delayed until passing 400 ft AGL. At this heightt landing gear strut
extension is confirmed by the absence of a GND/FLT CONTROL alert. If this alert is
presented the landing gear must not be retracted. Consequently various aircraft systems
or functions will remain in ground mode, in some cases inhibiting flight mode availability.
NOSE..WHEEL STEERING
Nose-wheel steering is switched on or off at the external power receptacle.
Nose-wheel steering angle:
- With the tiller 76 degrees either side.
- With the rudder pedals 7 degrees either side.
When nose-wheel angle exceeds approximately 76 deg the system disengages. When
SUbsequently, tiller deflection is reduced. the steering engages again.
BRAKES
For information regarding brake temperatures see chapter Abnormal Conditions.
Alternate brake system accumulator pressure minimum 1000 psi t normal 3000 psi.
TAXI BRAKE SELECT SYSTEM (TBSS) (if installed)

The Taxi Brake Select System (TBSS) is installed to reduce brake wear and maintenance
cost by reducing the number of brake applications during taxiing.
The system is continuously active and alternatively operates two of the four brakes, either
both outboard or both inboard brakes t when taxi speed is less than 50 kt.
All four brakes will be activated if:
- Brake pedal deflection exceeds 75 per cent of the total brake pedal travel.
- Wheel speed exceeds 50 kt.
- Anti-skid system is active or inoperative.
- Alternate brake system is operative.
AUTOMATIC BRAKE SYSTEM (ABS) (if installed)

ABS Arming
The ASS is armed by selecting the desired mode. RTO can' only be selected on the
ground, LOt MED or HI can only be selected in flight. In the OFF position the ABS is dis-
armed or de-activated.

5.09.01
SYSTEM OPERATION
PAGE 2
LANDING GEAR
VERSION 04
ISSUE 004
ASS Activation
The ASS is activated when both thrust levers are retarded to IDLE and the wheel speed is
above either 80 kt for take-off, or 50 kt for landing.
ASS during Take-off
In case of a rejected take-off, the maximum braking pressure will be applied automatically.
The ASS is de-activated by operating both brake pedals, by switching the mode selector
to OFF or by advancing either thrust lever out of idle. After lift-off the ASS will disarm and
the mode selector will automatically return to OFF.
ASS during Landing
After touchdown the ASS controls the deceleration according to Jhe selected level. The
ASS is de-activated by operating either brake pedal, advancing either thrust lever, or by
switching the mode selector to OFF. When the ASS is de-activated by operating the brake
pedal or the thrust lever, the mode selector will automatically return to OFF.
USE OF PARKING BRAKE (for aircraft up to and including sIn 11295)

When setting or releasing the parking brake, hydraulic fluid transfer between the two hy-
draulic systems may occur in certain conditions. This results in depletion of one hydraulic
tank and overfilling of the other. Intersystem fluid transfer can be prevented by ensuring
that no. 2 hydraulic system is pressurized when setting or releasing the parking brake.

5.10.01
SYSTEM OPERATION
PAGE 1
NAVIGATION
VERSION 06
IRS ISSUE 001
IRS ALIGNMENT AND INITIALIZATION

At MSU (lRMP):
MODE SELECTORS NAV
- ON DC (bat oper) lights on for 5 seconds.
ALIGN lights •....•...............................•... CHECK ON
- ALIGN (mode) lights remain on until IRS transits to NAV mode (be-
tween 3 and 15 minutes).
NOTE: 1. ALIGN (mode) lights flash if no present position is entered be-
fore transition to NAV.
2. If mode selector is erroneously set to AIT for more than 2 sec-
onds, return mode selector to OFF prior to selecting NAV in
order to initiate the align cycle.
3. Do not move aircraft with ALIGN (mode) light(s) on or flashing.
• If initialization at the FMS cnu:
INIT PAGE .........•..........•.............•.......... SELECT
CO RTE or FROMfTO or LAT/LONG ...........•..•.......•... ENTER
- ALIGN IRS is displayed on line 4R.
LSK 4R DEPRESS
• If initialization at the ISOU:
DISPLAY SELECTOR PPos
N OR S KEY PUSH AND CHECK ENT KEY LIGHT ON
LATITUDE ••...••...•.....•....•...........•............ ENTER
ENT KEY . . . . . . . . • . . . . . . .. PUSH AND CHECK LIGHT OFF
E OR W KEY ...........•....... PUSH AND CHECK ENT KEY LIGHT ON
LONGITUDE .......•........•.....•..................... ENTER
ENT KEY . . . . • . . . . . . . . . . . . . . . . . . . . . . .. PUSH AND CHECK LIGHT OFF
At ISDU (IRMP):
DISPLAY SELECTOR ...............................•.... HDG/STS
- Verify display for absence of fault codes on both systems (UR).
- Display shows TIME-TO-NAV counting from 7 to 0 minutes.

5.10J)1
SYSTEM OPERATION PAGE 2
NAVIGATION VERSION 06
IRS ISSUE 001
IRS RE...AlIGNMENT
If required the IRS may be re~angned prior to take~off or during brief gate stops.
II If position upda.te is not required:
At MSU (lAMP):
MODE SELECTORS ... 0 ALN (ALIGN) MOMENTARILY
•••••• 0 ••••• "
- ALIGN (mode) lights remaIn on for 30 seconds.

III If position update is required:
At MSU (lRMP);
MODE SELECTORS .•...........•....... , C • • • • • • •• ALN (AUGN)
ALIGN (MODE) LIGHTS ....•..•...•.• » o' CHECK ON
At FMS CDU:
INIT PAGE ...• C •• C •••• 0 • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• SELECT
CO RTE or FROMrrO or LAT/LONG ...................•..• ENTER
- ALIGN IRS is displayed on line 4R.
lSK 4R to initiate IRS alignment ..... 0 •••••• Co •• 0 • • • • • • •• DEPRESS
At MSU (lRMP):
MODE SELECTORS ..• C •••••••• , •• » ••••••• , •• 0 •••• , •• , • •• NAV
OFF MODE
At MSU (tRMP):
MODE SELECTORS , ..•.•.••...•..•...•..••.•• C • • • •• • • • •• OFF
~ ALIGN (mode) lights remain on for 11 or 30 seconds depending
on the IAU Installed.
STATUS CODES
The folloWing status codes appear on the ISDU to indicate faults that may be solved auto-
matically or by the pilot Code 02, 04 and 08 are accompanied by a flashing AUGN light
To recover from a flashing ALIGN light, see chapter Abnormal Procedures.
Code 02 IRU fault.
Code 03 Excess motion detected during alignment. The IRS automaticany restarts
ALIGN mode. Wait until IRS transits to NAV mode.
Code 04 Entry error indIcated.
Code 08 Present position not entered during alignment.
Code 09 Ma.gnetic heading not entered in ATI mode.
- - - - - - - - - - - - AOM FOKKER 70 I AOM FOKKER 100 ---~--

NAVIGATION PAGE 1
TCAS VERSION 03
ISSUE 004
TCAS FLIGHT PROCEDURES (IF INSTALLED)

General
Intruders must have operating transponders to be visible to TCAS.
I Intruders with non-altitude reporting transponders will not generate Resolution Advisories.
I NOTE: TCAS may command maneuvers which, under conditions of low speed, high drag and
low excess thrust or a combination of these, may significantly reduce the stall margin or
may even result in a stall warning. However, a TCAS maneuver shall not be continued
beyond the point of stick shaker activation. Conditions where this may occur include:
a. Bank angle in excess of 15 deg.
b. Operation at airports above 5300 ft MSL, temperatures outside of ISA ± 10 deg C
(±50 deg F), airspeeds below normal operating airspeeds, and buffet margins less
than 0.3 g.
c. Engine out.
Do not initiate evasive maneuvers using information from the traffic display only or upon receiv-
ing a TA only without visual contact with the traffic.
Traffic displays and advisories are intended for assistance in visually locating the traffic but lack
the flight path trends necessary for use in evasive maneuvering.
However, while climbing or descending, modest changes in vertical speed based on traffic dis-
play information is not considered evasive maneuvering.
I CAUTION:
ONCE A RA HAS BEEN ISSUED, SAFE SEPARATION COULD BE COMPROMISED IF CUR-
RENT VERTICAL SPEED IS CHANGED, EXCEPT AS NECESSARY TO COMPLY WITH THE
RA. THIS IS BECAUSE TCAS - TO - TCAS COORDINATION MAY BE IN PROGRESS WITH THE
INTRUDER AIRCRAFT, AND ANY CHANGE IN VERTICAL SPEED THAT DOES NOT COMPLY
I WITH THE RA MAY NEGATE THE EFFECTIVENESS OF THE OTHER AIRCRAFT'S COMPLI-
ANCE WITH THE RA.
NOTE: The consequences of not complying with an RA may result in additional RA's in which
I aural alerts and visual annunciations may be in conflict with each other.
Evasive maneuvering following a "CLIMB" RA while flying at FL 350 will result in temporarily
exceeding the maximum certified flight altitude.
To assure safe separation, evasive maneuvering of approx .25 g incremental must be initiated
within approx 5 sec after the initial RA and within approx 2.5 sec if an additional, corrective RA
(e.g. increase/decrease, approx .25 g incremental, or reverse vertical speed, approx .5 g incre-
mental) is issued.
- In case of an RA, the search for the conflicting traffic should, if in VMC, include a visual scan of
1 the airspace into which the pilot's own aircraft might maneuver.
Evasive maneuvering must be limited to the minimum required to comply with the RA. Exces-
sive responses to RA's are not desirable or appropriate because of other potential traffic and
ATC consequences. From level flight, proper response to an RA typically results in an overall
altitude deviation of 300 to 500 ft. in order to successfully resolve a traffic conflict.
If a "CLIMB" RA is issued while in the landing configuration, initiate a normal go-around proce-
dure.
NOTE: Initiating the go-around procedure for a "CLIMB" RA does not mandate a missed
approach. It is intended to assure the airplane is properly configured for the expected
maneuver. In most cases, the TCAS event will be resolved with only minor deviation to
the intended flight path and sufficient time and altitude may exist to recover safely to the
desired flight path.
The "TA only" mode should only be used to prevent RA's when intentionally operating close to
other aircraft such as to closely spaced parallel runways and during single engine operation as
the aircraft is unable to follow the TCAS climb commands.
1- The "TAIRA" mode should be selected just prior to take-off, and deselected after landing.

NAVIGATION PAGE 2
TCAS VERSION 03
ISSUE 004
Procedure
In case an RA commands evasive maneuvering, the following procedure applies:
Disconnect AP if engaged.
Manually follow the PFD pitch cue to establish climb or descent at the rate indicated by the
green area on the vertical speed scale.
Do not use the AP or FD VIS mode to acquire the desired vertical speed, because AFCAS
response to VIS selections is too slow to provide adequate TCAS response.
Do not change the selected FM P altitude.
NOTE: 1. The FD will disappear when actual pitch and FD pitch differ more than 2 degrees.
2. The aural altitude exit alert is inhibited but the color of the selected altitude at the alti-
tude scale will change to amber.
Recovery when "CLEAR OF CONFLICT":
Expedite a manual return towards the applicable ATC cleared altitude unless otherwise
directed by ATC.
Select AP on. The AP will engage in either the VIS mode, maintaining the vertical speed at
engagement, or in ALT capture, depending on the situation.
Do not select LVLCH mode, because in this mode the aircraft will first accelerate to the
speed target, thereby delaying an expeditious recovery to the desired vertical path.
NOTE: The FD will automatically re-appear upon AP engagement.

NAVIGATION PAGE 1
TAWS I GPWS VERSION 01
ISSUE 002
TERRAIN DISPLAY
The following selections are necessary to allow display of terrain data on the EFIS ND:
1- WX control knob at the EFIS control panel is set at adequate brightness.
- EFIS ND is in ARC or MAP mode.
Altitude Reference
TAWS altitudes are referenced to True Altitude.
Automatic Pop-up
In case of a Terrain Awareness Caution or Warning, the terrain display will automatically pop-up at
either EFIS ND, provided WX control knob at the EFIS control panel is set at adequate brightness
I and EFIS ND is in MAP or ARC mode.
Manual Selection
The terrain display may be selected at any time by pressing the DISPLAY TERRAIN p/b, provided
WX control knob at the EFIS control panel is set at adequate brightness and EFIS ND is in MAP or
ARC mode. It may be deselected by using the same p/b, provided no Terrain Awareness Caution
or Warning is present.
NOTE: If terrain data is displayed on both EFIS NDs simultaneously, the weather radar is not
transmitting.
DEGRADED OPERATION
In case of a TAWS fault due to faulty or degraded TAWS navigation data, press the TAWS INHIBIT
p/b. This will deselect all TAWS functions but will not affect basic GPWS operation.
TAWS INHIBITION
lf displayed terrain data is suspected to be unreliable, the TAWS function may be switched off by
I pressing the TAWS INHIBIT p/b. This will not affect basic GPWS operation.

NAVIGATION PAGE 2
TAWS I GPWS VERSION 01
ISSUE 002
lili lili!

NAVIGATION PAGE 1
FMS VERSION 04
ISSUE 001
GENERAL
For system operation of the Flight Management System see subsections 1.18.03 through 1.17.09.
In addition, this section contains information on some specific operational aspects of the Flight
Management System (FMS).
PRNAV PROCEDURES
Prior to take-off:
- Verify on FMS CDU absence of PRNAV prohibiting messages (see Section Limitations).
- Align IRS’s.
- Verify on FMS CDU “ALIGN IRS” message is not present.
- The actual take-off runway must be defined in the active F-PLN as the departure runway
- Arm NAV mode on FMP.
- Verify on FMS F-PLN page and EFIS ND that the route description reflects the required pub-
lished procedure.
At take-off:
- Select TOGA triggers.
Prior to entry PRNAV airspace:
- Verify on FMS CDU absence of PRNAV prohibiting messages (see Section Limitations).
- Select MAP mode on EFIS.
- Select NAV mode on FMP.
- AP must be ngaged.
- “R/I” mode must be indicated on FMS CDU.
During the P-RNAV procedure and where feasible, flight progress should be monitored for naviga-
tional reasonableness, by crosschecks of FMS CDU and RMI distance and bearing.
NOTE: During the descent the navigational reasonableness check should be performed before
the aircraft descends below the Minimum Safe Altitude (MSA).
------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 ----------------------------------------------------------

NAVIGATION PAGE 2
FMS VERSION 04
ISSUE 001
INTENTIONALLY
LEFT
BLANK

OXYGEN PAGE 1
VERSION 04
ISSUE 004
The oxygen regulator provides oxygen at an overpressure at cabin altitudes in excess of approxi-
mately 25000 ft.
CREW SYSTEM
Protective Oxygen
If smoke or fumes necessitate the use of oxygen, act as follows:
Oxygen mask on.
Smoke goggles on.
When the mask regulator is in 100 % position, undiluted oxygen is delivered on demand. If smoke
or fumes penetrate the mask, select the mask regulator to EMERGENGY. This will supply oxygen
continuous with overpressure in order to purge the mask and to prevent mask leakage at the peak
of inhalation. Oxygen consumption increases considerably. The table below states the time (in
minutes) that protective oxygen is available provided that the mask regulator is in 100 %.
PROTECTIVE OXYGEN 2 CREW 3 CREW
INITIAL BOTTLE PRESSURE 1850 psi 1500 psi 1000 psi 1850 psi 1500 psi
Cabin altitude: sea level 20 16 11 13 11

8000 ft 27 22 15 18 15
25000 ft 52 43 29 36 29
35000 ft 84 68 45 56 45
Supplemental Oxygen
If oxygen is required in case of low cabin pressure, act as follows:
Oxygen mask on.
Select mask regulator to NORM.
The table below states the time (in minutes) that supplemental oxygen ia available when level flight
is maintained (oxygen mask regulators in N).
SUPPLEMENTAL OXYGEN 2 CREW 3 CREW
INITIAL BOTTLE PRESSURE 1850 psi 1500 psi 1000 psi 1850 psi 1500 psi 1000 psi
Cabin altitude: 35000 ft 164 132 86 110 88 57

30000 ft 121 98 64 81 65 42
25000 ft 124 99 65 82 66 43
20000 ft 167 135 88 112 90 58
14000 ft 246 198 129 164 132 86
- - - - - - - - - - - AOM FOKKER 100

OXYGEN PAGE 2
VERSION 04
ISSUE 004
The supply allows for the following typical operational pattern after complete loss of cabin pres-
sure (figures are based on average oxygen delivery):
SUPPLEMENTAL OXYGEN 2 CREW 3 CREW
INITIAL BOTTLE PRESSURE 1850 psi 1500 psi 1000 psi 1850 psi 1500 psi 1000 psi
Descent from 35 000 to 10 000 ft 10 10 10 10 10 10

Level flight at 10 000 ft 231 182 113 149 116 70
Total time (min) 241 192 123 159 126 80
PAX SYSTEM
The passenger system is automatically activated when the cabin altitude exceeds approximately
14 000 ft. Manual activation is obtained by operating the MAN OVRD p/b. In both cases the SYS
ACTV light will come on and the no-smoking signs in the cabin will come on. The duration of the
oxygen supply in independent of the number of passengers. The supply allows for any descent
profile within the non-shaded aera of the altitude versus time graph below.
~~~ Up to and including ale 11520 only

35000 -r--_
30 000 -+----
25 000 -+------f-
-
0
20000
::t
I-
~
«
15000
o 2 3 4 5 6 8 9 10 11 12_ 13 14 15
ELAPSED TIME SINCE DECOMPRESSION (min)

• JOXY-011
- - - - - - - - - - - AOM FOKKER 100 - - - - - - - - - - -

APU PAGE 1
VERSION 04
ISSUE 003
GENERAL
The APU is normally started prior to engine start, shut down shortly before take-off and restarted
after landing.
When operating in hot climates it is recommended to start the APU shortly before landing in order
to have APU bleed air available for cabin cooling after landing. APU bleed air is available 2 min-
utes after APU start. APU bleed should be switched off during aircraft de-icing.
To reduce APU fuel consumption and to increase APU service life it is recommended to select the
AIR CONDITIONING ECON mode on (with TEMP CTL in auto) when OAT is below 15 deg C (59
deg F). If flight time is less than 30 minutes it is recommended to keep the APU running.
CAUTION: DO NOT OPERATE THE APU WITH THE BATTERIES SWITCH OFF AND WITH NO
EXTERNAL POWER CONNECTED AS AUTOMATIC EXTINGUISHING WILL NOT
TAKE PLACE IN CASE OF AN APU FIRE.
OPERATING ENVELOPE
R APU
The APU may be operated throughout the aircraft operating envelope. The APU is capable of
starting up to FL 310. Successful starts of a cold soaked APU are not guaranteed above FL. 250.
If the APU generator replaces generator 1 or 2, the flight altitude should be limited to FL. 250.
RR APU
The APU may be operated without restrictions throughout the aircraft operating envelope.
START AND SHUTDOWN

See chapter Checklist, section Expanded Normal Checklist.
If an APU start is unsuccessful, the start selector must be selected to OFF before attempting
another start.
After an OFF selection restarting is inhibited for 30 seconds.
Do not attempt more than three consecutive APU starts and allow 2 min for draining between
starts.
NOTE: To prolong APU turbine wheel life it is recommended to shut down the APU without
selecting bleed air off first.
R APU
After shutdown wait 10 seconds before switching of the batteries to allow for APU door closure,
unless external AC power is available.
RR APU
After shutdown wait 70 seconds before switching off the batteries to allow for APU self test and
door closure, unless external AC power is available.

APU PAGE 2
VERSION 04
ISSUE 003
FOR AIRCRAFT EQUIPPED WITH AN APU PAGE (MFDS)

APU Page Messages During APU Start
Select start selector to ON : APU OFF
Approx 3 seconds after ON selection : APU OFF, DOORS TRAVEL
When air intake door and ventilation
valve are open : APU OFF, READY TO START
Pull and rotate start selector to
START and release
DO NOT HOLD IN START FOR
MORE THAN 1 SECOND : APU START IN PROGRESS
4 seconds after reaching 99 percent rpm : APU AVAILABLE
APU Messages During APU Shutdown
Select start selector to OFF : APU SHUTDOWN, DOORS TRAVEL
When air intake door and ventilation
valve are closed : APU SHUTDOWN, DOORS CLOSED
When rpm is below 7 percent : APU OFF, DOORS CLOSED
Approx 1 min after OFF selection : APU OFF
APU Parameters
Momentary excess of the EGT or RPM limits is acceptable as long as tape colour does not change
and/or an alert is not presented.
The intermediate EGT limit changes with OAT. Continued operation above the intermediate EGT
limit is allowed to enable engine starting.
APU MAINTENANCE REQUIRED Message
This message may be ignored by the flight crew.

DOORS PAGE 1
VERSION 11
ISSUE 002
GENERAL To close from inside:

Depress UP button momentarily.
Dependent on customer specification, the Door not locked light (red) starts flashing,
aircraft is fitted with either a downward open- when door is closed.
ing passenger door with integral stair or a Move door lock handle downwards to the
forward opening passenger door. Also LOCKED position.
dependent on customer specification is the Check door safety pin removed.
installation of either large, upward opening Check door not locked light (red) out and
cargo doors or small, downward opening door locked light (green) on.
cargo doors.
All doors and hatches are locked, unlocked WARNING: DO NOT OPERATE DOOR
and operated manually, except for the down- LOCK HANDLE DURING
ward opening passenger door with integral FLIGHT.
stair. The downward opening passenger door To close from outside:
with integral stair is opened and closed by an Depress UP button momentarily.
electrical actuator; alternate manual opera- Turn door lock handle to the locked posi-
tion is provided. tion.
For illustrations of the operating controls of
the passenger door, service door(s) and NOTE: If after depressi ng either UP button
hatches see chapter System Descriptions, the door fails to move upward, the
section Aircraft General. door can not be closed manually
other than after disengagement of
PASSENGER DOOR WITH INTEGRAL the actuator.
STAIR (downward opening) For disengagement of the actuator:
By using the DOWN button, the actuator will Use the pax door override switch (if
be engaged to the electrical motor. installed), or
The actuator will disengage at the moment Use procedure as given in AMM 52-11-00
the door is in the closed position again. 860-812-A.
Normal Operation The up or down movement of the door can

be interrupted by depressing the STOP but-
The below procedure is the standard proce- ton momentarily.
dure for day to day use. After the door has stopped, door movement
To open from inside: can be continued by pressing either the UP
Unlock door lock handle by moving or DOWN button momentarily.
(thumb operated) lock release lever NOTE: The actuator is designed for inter-
down. mittent duty and should not be oper-
Door not locked light (red) flashing. ated more than two complete open -
Move door lock handle upwards to the close cycles within a 10 minutes
OPEN position. period.
Depress DOWN button momentarily.
Door not locked light (red) steady on. Alternate Operation
To open from outside: The procedure below gives the manual oper-
Pull door lock handle and turn down- ation of the door and should be used in case
wards to the OPEN position. of an emergency.
Depress DOWN button momentarily. The procedure may also be used in case of a
failed and de-activated actuator.
NOTE: If after depressing either DOWN
button the door fails to move down- To open from inside:
ward, the door can not be opened Unlock door lock handle by moving
manually other than after disen- (thumb operated) lock release lever
gagement of the actuator. down.
Door not locked light (red) will start flash-
For disengagement of the actuator: ing.
Use the pax door override switch (if Move door lock handle upwards to the
installed), or OPEN position.
Use procedure as given in AMM 52-11-00 Push door firmly open.
860-812-A. Door not locked light (red) steady on.

DOORS PAGE 2
VERSION 11
ISSUE 002
To open from outside: LARGE CARGO DOORS

Pull door lock handle and turn down- (upward opening)
wards to the OPEN position.
Pull door outwards on grip. To open:
Push flap to grasp handle.
NOTE: Door opening speed is limited by Lift locking handle 1. up.
the centrifugal brake of the actuator. Pull latching handle 2. down
To close from outside: Pull out door with latching handle.
Lift door manually to the closed position. Release push/pull rod (from aft side of
Turn door lock handle to the locked posi- door).
tion. Push door fully open into uplocks.
To close:
PASSENGER DOOR (forward opening) UNLOCK BOTH uplocks (at sides of door
opening).
To open from inside:
Check door selector MAN UAL. NOTE: The aft cargo door of the Fokker 70
Turn door lock handle to OPEN. is provided with an uplock at the for-
Push door open. ward side of the door opening only.
To close from inside: Pull door down and stow push/pull rod.
Pull retract handle to unlock door. Push door closed.
Pull door to close. Push latching handle 2. flush.
Turn door lock handle fully into direction Push locking handle 1. flush.
of flight. Check VENT FLAP closed.
To open from outside:
SMALL CARGO DOORS
Lift handle at PUSH.
(downward opening)
Turn door lock handle to OPEN.
Pull door outward. To open:
To close from outside: Lift access panel at GRIP.
Pull retract handle to unlock door. Lift catch and pull handle.
Pull door to close. Support door by hand.
Turn door lock handle to close. Install door support rod.
To close:
SERVICE DOOR(S) Remove and stow door support rod.
Lift door until flush.
To open from inside:
Push handle to catch.
Check door selector MAN UAL.
Close access panel.
Turn door lock handle to OPEN.
Check: hooklatches - locked.
Push door open.
ventpanel - closed.
To close from inside:
Pull retract handle to unlock door. WIND SPEED RESTRICTIONS
Pull door to close.
Turn door lock handle fully into direction Passenger Door with Integral Stair
of flight. Opening and closing 52 kt
To open from outside: Fully opened (static) 64 kt
Lift handle at PUSH. Forward Opening Passenger
Turn door lock handle to OPEN. Door 64 kt
Pull door outward.
Service Door(s) 64 kt
To close from outside: Large Cargo Doors
Pull retract handle to unlock door.
Pull door to close. Opening and closing 40 kt
Turn door lock handle to close. Fully opened (static) 60 kt
Small Cargo Doors 64 kt
NOTE: Do not open the small cargo doors
to the extended (140 deg) position
in windy situations.
- - - - - - - AOM FOKKER 70 / AOM FOKKER 100

DOORS PAGE 3
VERSION 04
ISSUE 001
FLIGHT DECK DOOR Emergency operation

The flight deck door must be kept closed and To open the door from the cabin side:
locked at all times during the flight except to - Based on company procedures, obtain
permit access and egress in accordance with permission to emergency access the
approved operational procedures for open- flight deck
ing, closing and locking the door. - Depress the REQUEST button at the
These procedures should be established by EARP.
the operator as part of their security proce- - Check ACS REQUEST light (white) at
dures. EARP comes on.
- the EMER F-DK “ACCESS” light (red) at
Normal operation the pedestal comes on.
To open the door from the cabin side: - aural alert (repetitive triple buzzer).
- Based on company procedures, obtain - After the door is unlocked by the flight
permission to access the flight deck. crew, rotate door knob to the left one half
- After the door is unlocked by the flight turn.
crew, rotate door knob to the left one half - Pull door open.
turn. To deny an emergency flight deck access
- Pull door open. request:
To close the door: - Depress EMER F-DK ACCESS p/b.
- Push door to close. - Check ACS DENIED light (red) at EARP
- Rotate door knob to the right one half comes on.
turn. - the EMER F-DK “DENY” light (blue) at
- Based on company procedures, check the pedestal comes on.
the door is closed. - aural alert is cancelled.
To open the door from the flight deck side: Once denied a new emergency flight deck
- Based on company procedures, verify if access request is inhibited for 5 minutes.
the door can be opened. NOTE: If emergency flight deck access is
- Depress F-DK DOOR LOCK p/b. requested and is not denied by the
- Check F-DK DOOR “NOT LKD” light flight crew within 30 seconds, the
(white) comes on. flight deck door will unlock automati-
- the UNLOCKED light (green) at the cally.
EARP comes on.
- Rotate door knob to the right one half Alternate operation
turn. If the door can not be locked by the F-DK
- Push door open (with the handgrip *). DOOR LOCK p/b, a lock pin should be
NOTE: After two minutes and at least one inserted in the door knob from the flight deck
engine is running: side. The grip of the lock pin should be flush
- the F-DK DOOR “NOT LKD” light with the door knob.
(white) extinguihes. In case of a ground emergency evacuation,
- the F-DK DOOR “NOT LKD” light (battery power only), the electrical lock is
(amber) comes on. automatically removed and the door can be
- the UNLOCKED light (green) at opened from both sides in the normal way.
the EARP remains on. If the door is obstructed, the flight deck can
- the F-DK DOOR lights (amber) at be exited as follows:
the main instrument panel comes - unscrew turnkob by rotating to the left.
on. - remove turnknob (spring plate will drop)
- kick out lowerhalf of door.
To close the door:
- Pull door to close (with the handgrip *).
- Rotate door knob to CLOSED.
- Depress F-DK DOOR LOCK p/b.
- Check F-DK DOOR LOCK p/b is blank.

DOORS PAGE 4
VERSION 04
ISSUE 001
coc-
OVERWING EMERGENCY EXIT DOOR CLOSING INSTRUCTIONS

General
Instructions how to close, lock and check the Fokker 70 overwing emergency exit door in case the
internal release handle is moved down and out of its over-center(up) position.
(A) Close and Lock Instructions
In case the overwing emergency exit door handle (4) is moved (inadvertently) from the locked (up)
to the unlocked (down) position and the door is not fully opened from the door surround. The door
should be pushed outboard towards the cabin wall structure. When the door is closed, the internal
release handle (4) must be moved upwards to lock the door. The force to push the handle (4) will
increase to the over-center position, then decrease towards the end of the travel. This decreased
force shows that the mechanism is at the correct over-center position
(see Fig. 52-21-00-990-030-B00). In this position the door is closed and locked.
-coc]

CUSTOMIZED ON REQUEST OF KLM CITYHOPPER
DOORS PAGE 3
VERSION 04
ISSUE 001
coc-
(B) Door Alignment Verification
These instructions may only be used when the overwing emergency exit door has not been fully
opened, hence when the lower part of the door, including the hook fittings (6) did not moved from
their position. When the door has been fully opened or in case this is doubtful, the installation
instructions from AMM Task 52-21-00-400-814-E should be followed.
To make sure the door is correctly positioned it must be verified that the door seal (2) is aligned
with the structure and the door structure is aligned with the fuselage structure furthermore the seal
may not be visible from the outside
.
-coc]
------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER CUSTOMIZED

100 -------------------------------------------------------
ON REQUEST OF KLM CITYHOPPER
DOORS PAGE 4
VERSION 04
ISSUE 001
INTENTIONALLY
LEFT
BLANK

ENGINE PAGE 1
NORMAL PROCEDURES VERSION 04
ISSUE 005
GENERAL
Special instructions for engine operation in cold weather are presented in chapter Flight Tech-
niques, section Adverse Weather Operation.
RECOMMENDED OPERATING CONDITIONS

Significant improvement in engine life and reduction in maintenance cost can be obtained by using
thrust levels below the maximum engine ratings (e.g. flexible thrust) and by use of the recom-
mended procedures.
RR Tay Engines 620-15 & 650-15
N1 N2 MAXTGTdeg C
Condition Time limit
620-15 650-15 620-15 650-15 620-15 650-15
Flex take-off 96.5 95.5 103.5 103.5 800 850 5 minutes
Climb 96.5 95.5 100.5 100.5 700 765 unrestricted
Cruise 96.5 95.5 100.5 100.5 680 745 unrestricted
Reverse thrust idle rev idle rev idle rev idle rev 685 685 30 seconds
ENGINE START
Procedure:
Complete the BEFORE STARTING CHECK.
When cleared to start:
START P/B ON
ENGINE SELECTOR AS REQUIRED
N1 ROTATION CONFIRM
At min 15 per cent N2:
FUEL LEVER OPEN
When both engines are started, perform the AFTER STARTING CHECK.
NOTE: 1. Normal APU bleed air pressure required for engine starting varies between 25 and 35
psi at sea level but may be as low as 20 psi at 8000 ft elevation.
2. In strong tailwind the direction of N1 rotation may be reversed. If so, select the fuel
lever to OPEN when N2 rpm has stabilized.
3. During starting the fuel lever must be selected to the OPEN (fully forward) position. An
intermediate detent may be present at the fuel lever quadrant between SHUT and
OPEN, marked by a white line. Selecting the fuel lever to the intermediate detent posi-
tion may result in a hot start.
4. Light-up should normally occur within 5 to 10 seconds after selecting the fuel lever to
OPEN.
5. During starting the engine parameters should be monitored.
In case the indication is lost, select the fuel lever to SHUT without delay, and select
the START p/b to OFF after 30 seconds.
6. During starting, the TGTshould not exceed 740 (650-15) 1700 (620-15) degrees C. If,
in case of a rapidly rising TGT, it is anticipated that 740 (700) degrees C will be
exceeded, select the fuel lever to SHUT without delay, and select the START p/b to
OFF after 30 seconds.
7. When using an external air source, the starting procedure is similar to the procedure
for starting with APU air. See 5.14.02.
8. Normal use of the starter is limited to 4 attempts with a maximum of 2 minutes per
attempt. Observe 30 seconds rundown time between each attempt. After 4 start
attempts delay use of the starter for at least 15 minutes.
9. Starting with engine anti-icing on will result in a hot start and possibly APU auto shut-
down. Before starting check that engine anti-icing is off. If required select anti-icing on
after both engines have been started.

ENGINE PAGE 2
NORMAL PROCEDURES VERSION 04
ISSUE 005
ENGINE WARM-UP
Prior to take-off allow the engines to run at low thrust to stabilize engine temperature before
selecting take-off thrust.
The time required at idle or taxi thrust prior to take-off is as follows:
Oil temperature (before start) Time

40 deg C or above 2 minutes
between 20 deg C and 40 deg 3 minutes
20 deg C and below 4 minutes
TAKE-OFF THRUST CONTROL

EPR is the parameter for setting and controlling thrust. The EPR indication at MFDS is calculated
by the FCC's as a function of the selected thrust rating (TOGA or FLEX), bleed air demand and air
data (temperature and air density).
When scheduling TOGA (rated) thrust for take-off, select TOGA at TRP and check that the EPR
target at MFDS is equal to the EPR value in the EPR setting tables in the Quick Reference Hand-
book.
When scheduling flexible thrust select FLEX at the TRP and check that the EPR target at MFDS is
equal to the EPR value for the assumed temperature obtained from the take-off limit table or the
Quick Reference Handbook.
During take-off, prior to 80 kt, check that actual EPR is not less than the required EPR.
Further information on take-off thrust setting is provided in chapter Flight Techniques, section
Take-off.
FULL THROTTLE THRUST

Full throttle thrust should not be used unless in critical flight conditions such as windshear.
MAXIMUM CONTINUOUS THRUST (MCT)

The use of MCT is approved for unrestricted periods of time. However, MCT is to be used only in
emergency situations such as an engine failure. Minimum use of MCT will benefit engine life.
In case an engine fails during take-off in PROF (if installed), MCT is set automatically via ATS
upon reaching the single-engine climb speed.
When not in PROF the pilot must select MCT at the TRP after which ATS will set MCT.
In case ATS is inoperative and PROF is not used the pilot must select MCT at the TRP and adjust
the thrust manually to the EPR target.
CLIMB THRUST
During take-off in PROF (if installed), climb thrust is set automatically by ATS when reaching the
thrust reduction altitude (TRA) specified in FMS. When not in PROF the pilot should select CLB at
the TRP to allow ATS to set CLB thrust.
In case ATS is inoperative the pilot should select CLB at the TRP and manually adjust thrust to the
CLB EPR target. The CLB EPR target varies with altitude and ambient temperature. During climb
ATS will maintain the EPR climb target. With ATS inoperative the pilot should manually adjust the
thrust to maintain CLB EPR. Above FL 250 CLB and MCT EPR are equal.

ENGINE PAGE 3
NORMAL PROCEDURE VERSION 08
ISSUE 005
CRUISE THRUST
After levelling off at cruise altitude ATS will set the thrust to maintain the FMS command cruise
speed when in PROF (if installed). When not in PROF, ATS will set the thrust to maintain the
cruise speed as selected by the pilot.
In case ATS is inoperative manually adjust the thrust levers to maintain the required cruise speed.
The thrust rating at the TRP will remain CLB.
DESCENT THRUST
During descent in PROF (if installed), ATS will set the thrust to maintain the FMS commanded
descent schedule.
When PROF is not used, ATS controls the thrust to maintain the selected descent schedule (idle
thrust for LVL CH descent, or the thrust required for the selected combination of vertical speed
and speed while in V/S descent). With ATS inoperative adjust thrust manually to maintain the
required descent schedule.
ATS will maintain thrust at the required minimum to ensure sufficient bleed air.
With ATS inoperative, anti-icing low capacity alerts may occur during a low thrust descent with
wing and tail anti-icing on. If this is the case add thrust until the alert ceases.
APPROACH IDLE THRUST

To ensure fast engine acceleration from idle to TOGA thrust in case of a go-around, idle N2 is
increased automatically to approx 70 per cent N2 when the gear is down. Approach idle is can-
celled approx 5 seconds after touchdown.
REVERSE THRUST
See also chapter Flight Techniques, section Landing.
Max Reverse thrust may only be used for operations on contaminated runways with a reduced
runway surface friction coefficient and in emergency conditions. If required, select Max Reverse
thrust by pulling both reverse thrust levers resolute to the reverse max stop.
GO-AROUND THRUST
Normally, go-around EPR is set by ATS after pulling the TOGA triggers. When ATS is inoperative,
pull the TOGA triggers and manually advance the thrust levers to go-around EPR.
ENGINE SYNCHRONIZATION
When both ATS channels are operative, engine EPR synchronization is automatic as long as both
EPRs are in excess of 1.2. In case one or both ATS channel(s) is (are) inoperative, the engines
should be synchronized manually.
ENGINE PARAMETER FLUCTUATIONS

Airflow disturbances across the engine intake particularly during gusty or crosswind conditions,
may result in EPR and rpm fluctuations. This is normal at high thrust settings during static or low
speed operation. These fluctuations can be minimized by using the rolling take-off technique. See
chapter Flight Techniques.

ENGINE PAGE 4
NORMAL PROCEDURE VERSION 08
ISSUE 005
ENGINE VIBRATION
Momentary increase in vibration noted during acceleration and deceleration may be disregarded.
An increase in the engine vibration level may be observed during flight icing conditions. The fan
will normally shed any ice formation and the vibration should diminish. To assist in ice shedding
(and operational circumstances permitting), disconnect ATS, quickly retard one thrust lever at a
time to idle. Hold it there for approx 5 seconds and then advance the thrust lever momentarily to
85 percent N1. This procedure will eliminate or reduce the vibration, and the thrust levers may be
readjusted thereafter to their original positions and ATS reselected.
ENGINE SHUTDOWN
Allow one minute at idle or taxi thrust before shutting down an engine.
Engine oil quantity, which is not displayed when the engines are running, will be displayed at
MFDS 15 minutes after shutdown until engine start.

ENGINE PAGE 1
CONDITIONAL PROCEDURES VERSION 04
ISSUE 002
ENGINE START WITH EXTERNAL AC AND AIR SUPPLY

Connect external AC and external air source.
Perform the BEFORE STARTING check.
- With 2 AC packs ON in normal, check bleed air pressure at external source between 30 and 50
psi.
Start engines.
Disconnect AC and external air source.
CROSS BLEED STARTING

Increase thrust on operative engine until approximately 30 psi bleed pressure is obtained. Start
second engine. After engine start reduce supply engine to idle thrust.
ENGINE START WITH BATTERY POWER (only applicable for AlC with starter valve
operative in battery power only condition)
I- If using external air, ensure that the air pressure at the external air source is at least 35 psi
(bleed-air pressure indication is inoperative).
Carry out the FLIGHT DECK SAFETY INSPECTION (see chapter Checklist) before engine
start.
- Accomplish the BEFORE STARTING check after starting the first engine. Start the second
engine using the CROSS BLEED STARTING procedure.
MFDS is inoperative. The starting cycle must be monitored on the SEI. The numerical TGT
readout does not provide TGT trend information and pilots must be prepared to discontinue the
start cycle if TGT rapidly approaches the starting limit. As ADC 2 is inoperative, the RH EPR
indication at the SEI shows dashes.
- As the fuel pumps become operative after the generator comes on line, a momentary 'fuel
pressure low' alert may be observed.
Most p/b legends (including the START p/b) are not illuminated.
Normal AC power becomes available when the first engine reaches idle.
On aircraft equipped with FMS PROF mode, the FMS INIT B page cannot be reached after
engine start. Select the FUEL PREDICTION page via the PROG page to insert aircraft weight,
CG, and fuel data.
Procedure:
GENERATORS CHECK ON
BEACON ON
IGNITION RELIGHT
FUEL PUMPS (first engine) ON
BLEEDS CHECK ON
PACK 1 OFF
SEI ON
SAP CHECK ON
THRUST LEVERS FORWARD IDLE
When starting air available:
FIRST ENGINE START
After engine start:
IGNITION NORMAL
EXTERNAL AIR (if used) DISCONNECT
PACK 1 ON
SEI OFF

ENGINE PAGE 2
CONDITIONAL PROCEDURES VERSION 04
ISSUE 002
DELAYED ENGINE START

As a fuel saving measure pilots may elect to delay the start of the second engine until shortly
before take-off. Consideration should be given to ramp gradient, ramp weight, outside air tempera-
ture, ground equipment and personnel. ATC delays and taxi time to the active runway will also be
a key as to whether to use the delayed engine start procedure. Furthermore a warm engine (oil
temperature above 40 deg C) should run at low thrust for at least 2 minutes prior to take-off while
a cold engine should run at idle or taxi thrust for at least 4 minutes prior to take-off.
When cleared to start:
ENGINE ANTI-ICING OFF
BEACON ON
ENGINE PANEL. SET
FUEL PUMPS ON
Select pumps at the side of the engine to be started on.
WINDOW AND PROBE HEAT ON
BLEED PRESS CHECK
THRUSTLEVERSFORWARDIDLE
-------------------------------------------- START FIRST ENG INE ---------------------------------------------------
After starting:
ENGINE ANTI-ICING AS REQUIRED
ENGINE PANEL. SET
FUEL LEVER CHECK OPEN
DOOR SELECTORS AUTOMATIC
NOTE: 1. In case of upsloping ramp, high ramp weight, high OAT or com-
binations thereof, it may be necessary to release the flight con-
trollock in order to select break-away thrust.
2. Due to the limited hydraulic system capacity, do not cycle flaps,
speed brake, lift dumpers or thrust reversers when taxiing on
one engine.
Before starting the second engine:
ENGINE ANTI-ICING OFF
FUEL PUMPS CHECK ALL ON
BLEED PRESS CHECK
- When using cross bleed, use minimum thrust to attain approx 30 psi bleed press.
-------------------------------------------- START SECONDEN GIN E -----------------------------------------------
When both engines are running carry out the AFTER STARTING and BEFORE TAKE-OFF check.

TROUBLE SHOOTING GUIDE PAGE 1
VERSION 05
ISSUE 001
This section contains information to correct simple system or component faults on outstations if no
qualified maintenance personnel is available, or to reset some common system failures while air-
borne. In case of discrepancies between the procedures in this section and the AMM, the latter
shall prevail. Circuit breaker nomenclature and location may differ, depending on aircraft configu-
ration. For circuit breaker location see 1.10.04.
NOTE: Pulling circuit breakers while airborne is not recommended.
AIR
CAB PRESS CTL CHAN Alert at MFDS (on the Ground) (F100 only)
- Pull CABIN PRESS CONT 1 and CABIN PRESS CONT 2 CB's.
- Reset after 2 minutes.
CAB PRESS CTL Alert at MFDS (on the Ground) (F70 only)
- Pull CABIN PRESS CONT 1 CB and reset after 2 minutes.
AFCAS
FCC Fault
An FCC fault may be indicated by disappearance of the flight director command bar and an FD
fault flag at the relevant PFD, a FAULT light in the corresponding FCC source select p/b, and a NO
ALAND alert/status at MFDS. Additionally, if occurring before take-off, a NO AP BELOW 500 ft
alert is displayed at MFDS when one or both FD's is/are on.
On the ground:
- Pull FCC1 or FCC2 CB.
Airborne:
- Select both FD's off and disengage the AP.
If fault is removed:
- Select both FD's on and engage the AP.
If fault is not removed:
- Select FCC to ALTN source.
- Select FD's on.
- Engage the offside AP.
FAC 1(2) Alert at MFDS (on the Ground)
This alert is accompanied by an AT 1(2), YD 1(2) and STAB TRIM 1(2) FAULT at the FLIGHT
AUGMENTATION panel.
- Pull FAC CHAN 1 or FAC CHAN 2 CB.
AFCAS MAINT REQD Alert at MFDS
- This message may be ignored by the flight crew.
NO ALAND or NO LAND 3 Alert at MFDS (While Airborne)
A NO ALAND or NO LAND 3 alert at MFDS caused by a temporary system condition can be
removed as follows:
- Select both FD's off and disengage the AP.
- Push AUTO LAND caution light.
- Engage the AP.
STAB TRIM 1 (2) Alert (on the Ground)
- Pull CB FAC CHAN 1 and FAC CHAN 2 and reset after 2 minutes.

VERSION 05
ISSUE 001
JAMMED STABILIZER Alert during Engine Sart

Dispatch, after this alert message appeared on the MFDU during engine start, is possible:
- If the alert on the MFDU resets itself and;
- the trim switches on the control wheel are operated in any direction until the whooler sounds
(check Stab Position Pointer movement on the Stab Position Indicator on the pedestal) and;
- no new alert is generated during this stabilizer movement.
FLIGHT CONTROLS
LIFTD UNSAFE Alert at MFDS (on the Ground, Engines off)
- Pressurize hydraulic system 1 (approx 3000 psi).
- Check LIFTD p/b at HYDRAULIC panel is blank.
- Check lift dumper area and reverser area are clear.
- Select lift dumpers out and verify LIFTDUMPER OUT memo message at MFDS.
- When system pressure recovered (approx 3000 psi), select lift dumpers in.
- Check LIFTD UNSAFE alert has been removed from MFDS.
- Select ELEC PUMP SYS 1 off.
- If unsuccessful, repeat procedure with engines running without using the electrical pump.
FLAP POS CMPTR Alert at MFDS (on the Ground, Engines off)
This alert is normally accompanied by an amber dashed FLAP indication and a SPD LIM flag at
the PFD and/or an off-scale flap position at the mechanical flap indicator (if installed).
- Pressurize hydraulic system 1 (approx 3000 psi).
- Pull FLAP CTL DATA UNIT CHAN 1, 2 and 3 CB's.
- Move flap selector to the next flap gate.
- Reset CB's.
- Select ELEC PUMP SYS 1 off.
INSTRUMENTS AND NAVIGATION

MFDS CTL PNL Alert at MFDS (on the Ground)
- Pull MULTIFUNCTION DSPL CTL PNL CB.
- Reset after two minutes.
WARN CMPTR CHAN or WARN CMPTR INOP Alert at MFDS (on the Ground)
- Pull FWC PWR CHAN A and FWC PWR CHAN B CB's.
YAW RATE SENSOR (if installed) Alert at MFDS (on the Ground)
- Pull YAW RATE SENSOR UNIT CB.
NO ALERT INHIBITION Status at RH MFDU (on the Ground)
- Perform a WARN SYS test on overhead TEST panel.
FMS INDEPENDENT OPERATION Message at FMS CDU Scratch Pad (on the Ground)
- Select FMS REF page.
- Select MAINT page.
- Push LSK SELF TEST.
or
- Pull FMC 1 and FMC 2 CB's.

VERSION 03
ISSUE 004
FMC FAIL (or UNAVAILABLE) Message at FMS CDU

In the air this message is accompanied by a NAV and PROF (if installed) failure in case the onside
FMC fails. In some aircraft an FMC failure may also cause a STALL CMPTR alert and/or a NO
WNDSHR GUIDANCE alert.
On the ground:
Pull FMC 1 or FMC 2 CB.
Reset after two minutes.
Airborne:
Select both FD's off and disengage the AP.
Engage the offside AP.
Select both FD's on.
Engage NAV and PROF (if installed).
NOTE: Momentary ('assert') failures will not generate an FMC FAIL message. 'Assert' failures
are self-clearing and do not require corrective action.
Alert Messages at MFDU without Master Warning Light / Master Caution Light and Aural Alert
On the affected MFDU the text of alert messages appears without any apparent reason (normal
engine indications, no Master Warning Light (MWL) / Master Caution Light (MCL) and no aural
alert).
These nuisance alert messages usually have the following characteristics:
FWC INOP is one of the alert messages.
The MFDU shows several alert messages at the same time without the associated MWL, MCL
and aural alerts.
No procedures are shown.
Sometimes there is toggling between the primary and secondary page.
If confronted with the above event, the following procedure may be applied to reset the affected
MFDU:
Switch ON the Standby Engine Indicator (SEI) to verify engine parameters.
Switch OFF the affected MFDU for 2 seconds minimum.
Switch ON the affected MFDU.
When normal MFDU operation is restored the SEI may be switched OFF.
If event recurs switch OFF the affected MFDU.
NOTE: The FUEL USED indication at the affected MFDU will show dashes during the remainder
of the flight. If necessary use the transfer button, at the MFDS control panel, to display
fuel used at the MFDU that is not switched.
The likelihood of the above event can be reduced using the following procedure on the ground
after completion of the engine start procedure:
Switch OFF and then ON the RH MFDU.
Switch OFF and then ON the LH MFDU.
On ENGINE panel select START p/b to ON and then off to reset FUEL USED indication.
APU
MAINT REQD Message at APU Page
This message may be ignored by the flight crew.

VERSION 03
ISSUE 004
ENGINE
REVERSE ENG 1(2) Alert at MFDS (on Ground Engines off before the first flight of the day)
Pressurize hydraulic system 1 (approx 3000 psi).
- Select LIFO p/b at HYDRAULIC panel OFF.
- Check reverser area is clear.
Deploy reversers and verify green R's present at MFDS and REVERSER ENG 1(2) alert has
been removed.
- When system pressure recovered (approx 3000 psi) stow reversers.
- Select ELEC PUMP SYS 1 OFF.
- Select L1FTD p/b at HYDRAULIC panel blank.
If unsuccessful maintenance action is required.
EMUX SINGLE CHAN Alert at MFDS (on the Ground)
Pull EMUX 1 AND 2 CHAN A and EMUX 1 AND 2 CHAN B CB's.
Reset after two minutes.

CHECKLIST 6.00.00
PAGE 1
CONTENTS VERSION 03
ISSUE 002
6.01.01 Introduction
6.02.01 Expanded Normal Checklist
6.03.01 Abridged Normal Checklist

CHECKLIST 6.00.00
PAGE 2
CONTENTS VERSION 03
ISSUE 002
INTENTIONALLY
LEFT
BLANK

CHECKLIST 6.01.01
INTRODUCTION PAGE 1
VERSION 03
ISSUE 001
GENERAL The aircraft preparation consists of the

EXTERIOR INSPECTION. the FLIGHT
This chapter contains the expanded and the DECK SAFETY INSPECTION and the
abridged normal checklists. FLIGHT DECK PREPARATION. These three
The expanded normal checklist contains all items should be performed before all origi-
mam and sub checklist Items. The sub items nating flights and/or after a crew change.
are denoted by a"-" and must be committed Items which can be checked simultaneously
to memory. by left and right pilot are denoted ilL-Ali
Items denoted by an asterisk (II * II) are A broken line in a checklist procedure indi-
dependent on customer specification. cates a sequential condition which should be
Before the first flight of the day, and after a met before continuing With the procedure.
crew change, the flight deck should be The BEFORE TAKE-OFF CHECK shall be
scanned using the panel scan flow on page performed when the aircraft IS clear of the
2. ramp.
The checklist IS used to verify that all steps of The AFTER TAKE-OFF CHECK should be
the preceding procedure have been accom- delayed until clear of the traffic area. An alti..
plished. It is assumed that all systems are tude of 5000 ft AGL is recommended.
operating normally and that automated fea- The BEFORE LANDING CHECK should be
tures are fully utilized Exterior and interior accomplished after selection of landing flap.
hghts that have no obvious procedural
requirements and personal comfort items are EXTERIOR INSPECTION
not included in the checklist.
The exterior inspection may be omitted if
CHECKLIST USAGE qualified maintenance personnel have car-
ried out thiS inspection.
Reading the checklist is done according to Prior to each fJlght, the flight crew or mainte-
the challenge-and-response method. nance shall verify that the aircraft condition is
When the aircraft IS parked the Pilot Not fly- acceptable for flight. Check that all flight con-
Ing (PNF) shall read and the Pilot Flying (PF) trols are unobstructed and that all surfaces
shall respond to the challenge. When the air- are clear of ice, snow, and frost. Check
craft is off blocks, the PN F shall read and access panels properly secured, all vents
complete the relevant checklist. Reading and and ports unobstructed and aircraft free from
response shall always be done aloud, damage and fluid leakage. Check wheel
regardless of which crew member completes chocks in place, gear pins removed and gear
the action. If. under conditions of high work- doors closed. Check tire condition and gear
load, response to a checklist Item cannot be strut compression.
given Immediately. the word 'stand-by' shall Check shimmy dampers properly serviced.
be used and further reading of the checklist Refer to chapter Flight Techniques, section
shall be suspended until the proper response Adverse Weather Operation for additional
is given. When a checklist is completed the inspection items during icing conditions.
pilot reading shall announce: II ....... checklist
completed ll •

CHECKLIST 6.01.01
INTRODUCTION PAGE 2
VERSION 03
ISSUE 001
PANEL SCAN FLOW

This figure iIIutrates the panel scan flow recommended when accomplishing the checklist proce-
dures.
...
JCHK-OO1
- - - - - - - AOMFOKKER70/AOMFOKKER100 - - - - - - -
CHECKLIST 6.02.01
EXPANDED NORMAL CHECKLIST PAGE 1
VERSION 01
ISSUE 008
FLIGHT DECK SAFETY INSPECTION

CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- Check all circuit breakers are in or collared in compliance
with dispatch requirements.
BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- Select BATTERIES switch ON.
- Check BAT voltage 24 V min.
- Check EMER BUS AC 112 V min.
- Check SAP indicating.
- Check EFIS EMER COOL FAN light on.
* AUX FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- Check AUX FUEL TANKS normal.
- Check AUX FUEL AUTO TRANSFER normal.
LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
- Check landing gear selector down, 3 green lights on.
- Check alternate landing gear handle down.
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
* - Check DISCH switch guard closed, wired.
- Check AGENT LO light(s) out.
* - Check LOOP A and B lights out.
- Pull and rotate APU selector to START and release to ON.
* IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV
- Check AC power available.
- Set mode selectors at IRS MSU to NAV.
FLAP SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
FUEL LEVERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
RADAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- Check: Life vests
Smoke goggles
Flashlights
Fire extinguisher
Smoke hood
- Check: Oxygen bottle open and pressure min 1450 psi for
3 crew or 1000 psi for 2 crew.
AIRCRAFT DOCUMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- Check all required documents on board.
- Verify inoperative items in maintenance status comply with
dispatch requirements.
- Select MFDS DU's ON. Recall and verify MFDS alerts comply
with dispatch requirements. Correct or cancel alerts.
* FLIGHT DECK DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED/LOCKED
Before passenger boarding:
- Close flight deck door and turn door knob to CLOSED.
- Check lock pin is stored at the door.
- Depress F-DK DOOR LOCK p/b.
- Check F-DK DOOR LOCK p/b is blank.
-------------------------------------------------------------------------------- AOM FOKKER 100 --------------------------------------------------------------------------------

CHECKLIST 6.02.01
VERSION 01
ISSUE 008
FLIGHT DECK PREPARATION

SIDE PANELS
L-R OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- On audio panel select OPEN IC, adjust INT volume and select
SPKR ON.
- Push and hold RESET/TEST slide control down and check
blinker momentarily yellow and oxygen flow momentarily
audible via the speakers.
- Press the PRESS TO TEST control knob on the mask flow selector
and check blinker continuous yellow and oxygen flow continuous
audible via the speakers, as long as the PRESS TO TEST control
knob is pressed. Release control knob.
- Release RESET/TEST slide control. Check the blinker is black,
and there is no oxygen flow audible from the mask stowage box.
- Check N/100 per cent lever at 100 per cent.
OVERHEAD PANEL
HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- Check system quantities minimum 70 per cent.
AVIONICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- Check GPWS FLAP OVRD switch guard closed.
ELECTRIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- Set display selectors TRU 1/ESS/2 and LOAD; check (by load indication) that ESS TRU is
supplying ESS DC BUS.
- If EXT PWR on, select EXT PWR off (AVAIL light on) and
have EXT PWR disconnected.
- Set display selectors to GEN and LOAD.
ENGINE FIRE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- Check fire handles in and latched.
TEST PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
* - APU FIRE TEST (not required for a/c with double loop system).
- Depress APU FIRE button and check:
Repetitive triple chime, master WARNING and APU
FIRE light on, FIRE APU message at MFDS.
- A-SKID TEST
* - Check ANTI-SKID switch guard closed.
- Depress A-SKID button and check A-SKID test light on.
- Release button and check light extinguishes.
- WARN SYS TEST
- Depress and release WARN SYS button and check:
TEST light on, WARN SYS IN TEST memo at MFDS,
CMPL light on after approx 20 sec.
PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
* - Check RATE control on mark.
- Set manual rate control to DECR.
- Check UP/DN toggle in mid position.
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- Check all fuel pumps OFF.
* - Check AUTO FEED normal.
- Check SYS SHUTOFF indicators in line.
- Check X-FEED normal.
EMER LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMED
-------------------------------------------------------------------------------- AOM FOKKER 100 -------------------------------------------------------------------------------

CHECKLIST 6.02.01
VERSION 01
ISSUE 006
AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED

- Set temp selectors as required.
- Set ECON as required.
* - Select cabin recirculation fans OFF if OAT is above
+15 deg C / +59 deg F.
MAIN INSTRUMENT PANELS

L-R SOURCE SELECT SWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- Check all source select switches as required.
L-R CLOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- Check time and date; adjust if required.
STANDBY INSTRUMENTS AND RMI's . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- Check for correct indication and absence of flags.
- Erect standby horizon if necessary.
- Set standby altimeter(s) to 1013.2 / 29.92.
BEFORE STARTING CHECK

Perform this check before each flight.
SEAT BELT - NO SMKG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON - AUTO
FLIGHT DATA RECORDER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- Select FDR/CVR GND CTL p/b on AVIONICS panel ON.
LANDING ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- Set destination field elevation.
FUEL QUANTITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
- Check total fuel quantity corresponds with flight plan fuel
and cross-check with individual tank quantities.
* - Depress FWD TANK test button on AUX FUEL TEST panel to cross-check FWD tank fuel
quantity with empty/not-empty verification lights. FWD tank quantity must be either less
than 200 lb ("EMPTY") or more than 3800 lb ("NOT EMPTY").
* - Depress MID TANK test button on AUX FUEL TEST panel to cross-check MID tank fuel
quantity with empty/not-empty verification lights. MID tank quantity must be either less than
200 lb ("EMPTY") or more than 3800 lb ("NOT EMPTY").
L-R EFIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- Select PFD/ND on and adjust brightness.
- Check for correct display and absence of failure flags.
- Cross-check heading info with stby compass.
- Select required ND mode and MAP range.
- Select DH and M/DA to zero.
- Select ALTM to QNH.
ALTIMETERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- If required, altimeter accuracy can be checked as follows:
Set QNH at ASP and verify QNH at EFIS.
With current altimeter setting at ASP and standby altimeter(s),
the altitude indication should show published field elevation
within the following tolerances:
FIELD ELEV vs ALTITUDE IND TOLERANCES
FIELD ELEV ALT IND AT STBY
FT ASL PILOT’s PFD’s ALTIMETERS(S)
− 1000 / + 8000 − 45 / + 45 − 35 / +80
NOTE: Allowance should be made for difference in elevation in

elevation of ramp or point where check is made.
-------------------------------------------------------------------------------- AOM FOKKER 100 --------------------------------------------------------------------------------

CHECKLIST 6.02.01
VERSION 01
ISSUE 006
SHIP'S PAPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD

- Check all company documents are available.
FMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- Select FD on.
- Check bank control as required.
* - Select V1.
- Select V2, departure speed, and initial departure altitude.
L-R FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- Select INIT page A.
Write/insert CO RTE/FLT or FROM/TO.
Verify LAT/LONG and ALIGN IRS or INITIALIZE A/C POSITION (AHRS).
Write/insert COST INDEX and CRZ FL.
* - Select INIT page B.
Write/insert ALTN fuel, BLOCK fuel, TOGW or ZFW and CG.
- Select F-PLN page.
Select TO runway/SID.
Verify proper flight plan routing.
Select SEC F-PLN and COPY ACTIVE.
- Select TO/APPR page.
Write/verify V-speeds.
Verify RWY, THR RED and ACCEL ALT.
- PF remains at TO/APPR page.
PNF selects DIR-TO page.
MFDS/TRP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/SET
- Adjust brightness.
- Check left MFDS displays primary engine parameters and memos.
- Check right MFDS displays secondary engine parameters.
Check status page for door status and other messages.
Verify whether dispatch is affected.
- For FLX thrust: Determine the assumed temperature from the
TL table for the particular TO flap/runway combination.
Select FLX and set the assumed temperature.
Verify MFDS displayed FLX EPR value for the assumed
temperature corresponds with EPR setting table value.
- For TOGA thrust: Determine take-off EPR from EPR setting table.
Select TOGA and verify MFDS displayed take-off EPR value
corresponds with EPR setting table value.
NAV/COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- Set navigation, communication equipment, radar, transponder
and TCAS controls as required for departure.
NOTE: To prevent high workload in case MAP display is lost,
the following procedure is recommended before take-off
and approach:
- Select ND to ARC or ROSE.
- Preset VOR/DME frequency and radial as required
for SID or STAR.
- Select ND to MAP.
If MAP display is lost:
- Select ND to ARC or ROSE.
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- Check alternate brake pressure indicator.
If press below 1000 psi, select HYDRAULIC SYS 1
ELEC PUMP ON until pressure is sufficient.
L-R WINDOWS AND DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED
- Check windows closed/markings in line.
- Check absence of doors status at MFDS.
-------------------------------------------------------------------------------- AOM FOKKER 100 -------------------------------------------------------------------------------

CHECKLIST 6.02.01
VERSION 01
ISSUE 005
GEAR PINS ON BOARD

PEDALS, SEAT, HARNESS ADJUSTED
-------------------------------------------CLEARE 0 TO START--------------------------------------------
ENG ANTI-ICING CHECK OFF

BEACON ON
ENGINE PANEL SET
Use CONT 1 for odd numbered flights and CONT 2 for even
numbered flights.
For aircraft not equipped with the auto ignition system use NORM.
FUEL PUMPS ON
- Select all fuel pumps on.
NOTE: For alc equipped with CTR TANK p/b's with a blue ON legend,
the CTR TANK pumps should only be switched on if the center
tank contains fuel.
- Select WINDOW HEAT on.
- Select PITOT and VANE heating on.
BLEED PRESS CHECK
- Check bleed pressure approx 25 psi.
THRUST LEVERS FWD IDLE
----------------------------------------------START ENG INES---------------------------------------------
AFTER STARTING CHECK

ENG ANTI-ICING SET
- Select ENG anti-icing ON after second engine has been started if ground icing
conditions exist or are anticipated.
ENGINE PANEL CHECKED
- Select START p/b off.
- Set IGNITION to NORM.
NOTE: For aircraft not equipped with auto ignition system and the runway is
contaminated, use ignition position AUTO or (if not available) CONT 1 (2).
ALERT LIGHTS OUT
- Scan overhead panel and main instrument panel and check
all amber and white lights out.
FLAPS SET FOR TO
FUEL LEVERS CHECKED OPEN
TRIMS SET
- Set stabilizer for TO CG.
- Check RU 0 and AI L approx zero.
Instruct cabin crew to set the door selectors to AUTOMATIC
when commencing push-back, pull-out or taxiing.

CHECKLIST 6.02.01
VERSION 01
ISSUE 005
BEFORE TAKE-OFF CHECK

FLIGHT INSTRUMENTS CHECKED
- Check PFD, NO, RMI and standby instruments for correct indications.
FMP SET
- Arm ATS.
- Select NAV/PROF as required.
ABS RTO
TO DATA AND BRIEFING COMPLETED
- Verify TO speeds.
Perform TO briefing.
FLIGHT CONTROLS CHECKED
- Select FLT CTL LOCK OFF and check control lock lever
securely latched in the lock off position.
- Check aileron and elevator for full and free movement.
- Hold tiller firmly and check rudder for full and free movement.
RADAR AND TRANSPONDER AS REQD
LIFT DUMPERS ARMED
Depress L1FTD arm p/b and verify blue ARM light on.
----------------------------------------CLEARED FOR TAKE-OFF---------------------------------------
* BRAKE TEMPERATURES CHECKED

- Check brake temperatures within limits.
APU AS REQD
If flight time is less than 30 min the APU may be kept running.
TO CONFIG CHECKED
Push TO CONFIG button, check absence of take-off
configuration warning, and check MFDS memo TO CONF
NORM displayed.
AFTER TAKE-OFF CHECK

MFDS CHECKED
- Check MFDS memos and switch off unnecessary equipment.
ALTIMETERS SET
- Select STD on EFIS panel when passing transition altitude.

SEAT BELT ON
LANDING ALT CHECKED
- Check destination field elevation set.
IGNITION AS REQD
- Check IGNITION at NORM.
NOTE: For aircraft not equipped with auto ignition system and the runway is
contaminated, use ignition position AUTO or (if not available) CONT 1 (2).
* ABS AS REQD
MFDS CHECKED
- Check MFDS for status information and recall in case of
MESSAGE CANCELLED displayed at MFDS.

CHECKLIST 6.02.01
VERSION 01
ISSUE 007
ALTIMETERS SET
Preset altimeter setting on ASP.
- When passing transition level, select QNH on EFIS panel.
Cross-check altitude indications.
LANDING DATA / APPROACH BRIEFING COMPLETED
Perform approach briefing and set minimums if required.
Select ILS frequency / localizer course, VOR frequency/
radials and ADF's as required.
- Select FMS TO/APPR page and check estimated landing
weight and VAPP for the intended flap setting. In case of an
FMS approach insert MDA and confirm the FINAL APPR prompt.
BEFORE LANDING CHECK

LANDING GEAR DOWN
Check 3 green landing gear lights on.
FLAPS SET
LIFT DUMPERS ARMED
Depress lift dumpers ARM p/b and check blue ARM light on.
WARNING: DO NOT ARM THE L1FTDUMPER SYSTEM BEFORE
LANDING GEAR 15 DOWN AND LOCKED.
NOTE: For adequate cabin cooling in hot climates, start APU
before landing.
AFTER PARKING CHECK

PARKING BRAKE AS REQD
Release parking brake when wheel chocks are in place
DOOR SELECTORS MANUAL
Instruct cabin crew to set the door selectors to MANUAL
when taxiing into the gate/parking stand.
APU AVAILABLE
Check APU available at MFDS.
If APU not used or inoperative, have external AC power
connected before shutting down last engine.
SPEED BRAKE AND LIFT DUMPERS IN
Check speed brake selector forward.
If lift dumpers out MEMO present at MFDS.
Check reverse handles fully down and depress L1FTD arm p/b
to retract lift dumpers.
FLAPS SET
NOTE: If approach or landing is made in icing conditions or if
runways or taxiways are covered with slush, the flaps
should not be raised beyond 25 deg until it is visually
checked that flaps and flap vanes are clear of ice.
RADAR CHECK OFF
ANTI-ICING OFF
Check engine, wing, and tail anti-icing systems off.
Select WINDOW HEAT OFF.
Select VANE and PITOT heat OFF.
FUEL LEVERS SHUT

CHECKLIST 6.02.01
VERSION 01
ISSUE 007
FLIGHT CONTROLS LOCKED

- Select FLT CTL LOCK ON.
Push control column forward until lock engages.
SEAT BELT OFF
EXTERIOR LIGHTS CHECK
- Select BEACON light off.
Set NAV/LOGO and WING INSPEC lights as required.
Retract taxi and landing lights.
FUEL PUMPS OFF
AIR CONDITIONING SET
- Set ECON as required.
Select cabin recirculation fans OFF if OAT is above +15 deg C I +59 deg F.
EFIS OFF
- Select PFD and ND OFF.
MFDS CHECKED
- Check left MFDS for memos and absence of alert messages.
Check right MFDS for status messages.
Take appropriate actions, verify whether dispatch is affected.
- Select MFDS's OFF.
* FLIGHT DECK DOOR UNLOCK
After passenger debarking:
Depress F-DK DOOR LOCK p/b.
- Check F-DK DOOR "NOT LKD" light (white) comes on.
-------------------------------------------------FINAL STOP------------------------------------------------
* IRS OFF
- Select mode selectors at IRS MSU to OFF.
EMER LIGHT OFF
APU OFF
NOTE: For AlC equipped with R APU:
Wait 10 seconds before switching batteries off to allow for
APU door closure.
For AlC equipped with RR APU:
Wait 70 seconds before switching batteries off to allow for
APU self test and door closure.
BATTERIES OFF

CHECKLIST 6.03.01
ABRIDGED NORMAL CHECKLIST PAGE 1
VERSION 01
ISSUE 005
FLIGHT DECK SAFETY INSPECTION

CIRCUIT BREAKERS CHECKED
BATTERIES ON
* AUX FUEL CHECKED
LANDING GEAR DOWN
APU ON
* IRS NAV
FLAP SELECTOR UP
FUEL LEVERS SHUT
RADAR OFF
EMERGENCY EQUIPMENT CHECKED
AIRCRAFT DOCUMENTS CHECKED
I* FLIGHT DECK DOOR CLOSED/LOCKED
FLIGHT DECK PREPARATION

OXYGEN MASKS CHECKED
HYDRAULIC CHECKED
AVIONICS CHECKED
ELECTRIC CHECKED
ENGINE FIRE CONTROL CHECKED
TEST PANEL CHECKED
PRESSURIZATION CHECKED
FUEL CHECKED
EMER LIGHT ARMED
AIR CONDITIONING CHECKED
SOURCE SELECT SWS CHECKED
CLOCKS CHECKED
STANDBY INSTRUMENTS AND RMI'S CHECKED

CHECKLIST 6.03.01
VERSION 01
ISSUE 005
BEFORE STARTING CHECK

SEAT BELT - NO SMKG ON - AUTO
FLIGHT DATA RECORDER. ON
LANDING ALTITUDE SET
FUEL QUANTITY CHECKED
EFIS SET
ALTIMETERS SET
SH IP'S PAPERS ON BOARD
FMP SET
FMS SET
MFDSITRP CHECK/SET
NAV/COM SET
PARKING BRAKE SET
WINDOWS AND DOORS CLOSED
GEAR PINS ON BOARD
PEDALS, SEAT, HARNESS ADJUSTED
-------------------------------------------C LEARED TO START--------------------------------------------
ENG ANTI-ICING CHECK OFF

BEACON ON
ENGINE PANEL SET
FUEL PUMPS ON
BLEED PRESS CHECK
THRUST LEVERS FWD IDLE
----------------------------------------------START ENG INES---------------------------------------------
AFTER STARTING CHECK

ENG ANTI-ICING SET
ENGINE PANEL CHECKED
ALERT LIGHTS OUT
FLAPS SET FOR TO
FUEL LEVERS CHECKED OPEN
TRIMS SET

CHECKLIST 6.03.01
VERSION 01
ISSUE 004
BEFORE TAKE-OFF CHECK

FLIGHT INSTRUMENTS CHECKED
FMP SET
* ABS RTO
TO DATA AND BRIEFING COMPLETED
FLIGHT CONTROLS CHECKED
RADAR AND TRANSPONDER AS REQD
LIFT DUMPERS ARMED
----------------------------------------C LEARED FOR TAKE -0 FF---------------------------------------
* BRAKE TEMPERATURES CHECKED

APU AS REQD
TO CON FIG CHECKED
AFTER TAKE-OFF CHECK

MFDS CHECKED
ALTIMETERS SET

SEAT BELT ON
LANDING ALT CHECKED
IGNITION AS REQD
* ABS AS REQD
MFDS CHECKED
ALTIMETERS SET
LANDING DATA / APPROACH BRIEFING COMPLETED

LANDING GEAR DOWN
FLAPS SET
LIFT DUMPERS ARMED
WARNING: DO NOT ARM THE L1FTDUMPERS SYSTEM BEFORE
LANDING GEAR 15 DOWN AND LOCKED.

CHECKLIST 6.03.01
VERSION 01
ISSUE 004
AFTER PARKING CHECK

PARKING BRAKE AS REQD
DOOR SELECTORS MANUAL
APU AVAILABLE
SPEED BRAKE AND LIFT DUMPERS IN
FLAPS SET
RADAR CHECK OFF
ANTI-ICING OFF
FUEL LEVERS SHUT
FLIGHT CONTROLS LOCKED
SEAT BELT OFF
EXTERIOR LIGHTS CHECK
FUEL PUMPS OFF
AIR CONDITIONING SET
EFIS OFF
MFDS CHECKED
I* FLIGHT DECK DOOR UNLOCK
--------------------------------------------------FINAL STOP-----------------------------------------------
* IRS OFF
EMER LIGHT OFF
APU OFF
BATTERIES OFF

FLIGHT TECHNIQUES 7.00.00
PAGE 1
CONTENTS VERSION 05
ISSUE 002
7.01.01 General
7.02.01 Ground Operation
7.03.01 Take-off
7.04.01 En Route
7.05 Approach
7.05.01 Approach Planning
7.05.02 Precision Approach
7.05.03 Non-Precision Approach
7.05.04 Visual Approach
7.06.01 Landing
7.07.01 Go-around
7.08.01 Flight Path Vector
7.09.01 Abnormal Operation
7.10.01 Critical Flight Conditions
7.11.01 Adverse Weather Operation

PAGE 2
CONTENTS VERSION 05
ISSUE 002
INTENTIONALLY
LEFT
BLANK

7.01.01
FLIGHT TECHNIQUES PAGE 1
GENERAL
VERSION 05
ISSUE 001
This chapter contains the normal and abnormal flight techniques and procedures as re-
commended by the aircraft manufacturer. Emphasis is given to the importance of crew co-
ordination in these techniques. If required, these techniques and procedures may be
amended to suit the individual operator policy.
OPERATING POLICY
Normally. both pilots should occupy their seats during all phases of flight. For take-off and
landing. the pilots shall adjust their seats using the reference eye position to obtain the op-
timum combination of outside view and instrument visibility.
Whenever transfer of control between the pilots takes place, this shall be acknowledged by
both pilots.
The aircraft can be flown from the LH or RH seat by either the captain or the first officer.
depending on company policy. Where crew coordination is required while carrying out
procedures. reference is made to PF (Pilot Flying) and PNF (Pilot Not Flying). When the
first officer is flying the aircraft. he/she will perform the duties listed as PF, while the cap-
tain will perform the PNF duties. The captain. however. retains final authority for all actions
directed and performed.
CREW COORDINATION
Good crew coordination has the following benefits:
- an increase in flight safety, through detection and correction of individual errors;
.. an increase in efficiency, through the organized use of all existing resources.
For this, crew coordination should contain at least the following elements:
- mutual monitoring and cross checking;
- exchange of information;
- distribution of workload.
The main task of the PF is 'controlling the aircraft flight path' .
The main task of the PNF is to monitor the performance of the PF/aircraft combination.
To reduce workload and to improve safety, it is recommended to use AP, ATS and FMS
whenever possible. Notwithstanding this recommendation both pilots should monitor all
automated functions regularly and either pilot should be prepared to take over manual con-
trol if circumstances require this.
There are duties which will be shared between the two pilots. The way in which these
duties are divided depends mainly on whether the aircraft is controlled automatically or
flown manually.
During automatic flight the PF makes all selections at the FMP.
During manual flight the PNF will perform these actions on command of the PF.
To reduce workload during high..workload flight phases, all FMS programming should be
done as much in advance as possible. During taxiing and manual flight all CDU selections
shall be done by the PNF.
The way the AFCAS and/or FMS controls the aircraft is annunciated at the FMA on each
pilot's PFD. The FMA' s shall be monitored during flight by both pilots and FMA changes
resulting from FMP selections must be checked for correctness.
Operation in congested traffic area's requires a 'heads-up' policy. even in a radar environ-
ment. To facilitate this and in order to 'see and be seen' the following guidelines are given:
Below 10 000 ft:
- Use AP and ATS.
- Limit reprogramming FMS to the minimum necessary.
~ No paperwork and company communication.
- Use exterior lights.

7.01.01
GENERAL
VERSION 05
ISSUE 001
Some basic rules are always applicable:

- Both pilots have to keep each other 'in the loop'. Announce all intentions and actions
and acknowledge (if applicable). In other words: COMMUNICATE.
- Deviations from standard procedures, or errors of judgement, are to be reported at once
to the other pilot (see also subchapter Standard Calls).
M Checklist reading and response must always be done aloud. The use of the checklist for
normal operations is described in chapter 6. Checklist usage during abnormal and
emergency procedures is described in the general parts of chapter 3 and 4.
- Gear and flap selections shall be made by the PNF upon command of the PF.
Before making the requested selection, the PNF shall ensure that the speed limitations
and the flight procedure allow for the requested configuration change. If not, the PNF
must inform the PF accordingly.
STANDARD CALLS
Standard calls are utilized in order to:
- increase the situational awareness of both pilots;
- warn for deViations or exceedances;
- safeguard against unnoticed pilot incapacitation.
The various standard calls, together with detailed crew task allocations, are provided in the
sections Take-off, Approach, Landing, Go-around and Abnormal Operation.
Additionally, the follOWing standard calls should be used:
t More than 30 deg of bank '''Bank"
Climb/Descent
Approaching transition altitude "Transition altitude, set standard"
Approaching transition level "Transition level, set QNHII
Final approach
Selected approach speed + 10 ktI-S kt "Speed"
More than 15 deg of bank II Bank"
FMS PROFILE MODE

Installation of a FMS equipped with a PROFILE MODE (VNAV) depends on aircraft version
and configuration. Where applicable the use of the PROFILE MODE is added. I

GROUND OPERATION PAGE 1
VERSION 05
ISSUE 006
PUSH-BACK OR PULL-OUT
Towbar Towing:
- The tow switch must be ON.
- Check brake pressure prior to push-back or pull-out.
- The engines can be started before, during or after push-back or pull-out.
- When cleared, release the parking brake and advise the ground crew to commence the push-
back or pull-out. Maintain contact with the ground crew.
- Do not oppose or hold the nose-wheel steering tiller during push-back or pull-out.
- Do not apply brakes during towing, and pull-out.
- When the aircraft has stopped, set the parking brake and wait for clearance by the ground
crew before commencing taxiing.
Towbarless Towing:
Nose gear towbarless towing is only authorized for those truck(s) and aircraft configurations listed
in Service Letter 222.
Push-back and maintenance towing is allowed,
Maintenance towing is allowed without cockpit crew and without brake pressure available during
towing movement.
Dispatch towing (high speed towing with a revenue loaded aircraft) is prohibited,
- The tow switch must be ON.
- The engines can be started before, during or after push-back or pull-out.
- When cleared, release the parking brake and advise the ground crew to commence the push-
back or pull-out. Maintain contact with the ground crew.
- Do not oppose or hold the nose-wheel steering tiller during push-back or pull-out.
- Do not apply brakes during towing, push-back and pull-out.
- When the aircraft has stopped, set the parking brake and wait for clearance by the ground
crew before commencing taxiing.
Main Gear Driving
Main gear driving is only authorized for those truck(s) listed in Service Letter 222.
The Main Gear Driving (MGD) truck is attached to one of the main gears, usually at the aft side of
the left hand gear,
Towing, push-back and pull-out are allowed,
The engine, located at the same side as the MGD truck, is not allowed to be started before or dur-
ing attaching of the truck. Engine start is allowed during or after push-back or pull-out.
- The tow switch must be OFF.
- Do not select flaps prior to or during any part of the Main Gear Driving operation.
- The engines can be started during or after push-back or pull-out.
- If no engine is running at the start of the push-back, select SYS 1 ELEC PUMP p/b, located at
the HYDRAULIC panel, to ON before releasing the parking brake. This to ensure hydraulic
pressure for nose-wheel steering.
- When cleared, release parking brake and advise ground crew to commence the push-back or
pull-out. Maintain contact with the ground crew.
- Steering is performed by the cockpit crew as instructed by the MGD truck operator. Do not use
steering tiller angles in excess of 90 degrees during pusch-back and pull-out.
CAUTION: DUE TO THE DESIGN OF THE NOSE GEAR THE NOSE-WHEEL STEERING
ANGLE MAY HAVE A TENDENCY TO INCREASE DURING PUSH-BACK. TO
PREVENT DAMAGE TO THE NOSE-WHEEL STEERING SYSTEM THE NOSE-
WHEEL STEERING TILLER MUST BE HOLD CONTINUOUSLY AND TILLER
ANGLES IN EXCESS OF 90 DEGREES SHALL BE PREVENTED.
- Do not apply brakes during push-back.
- When the aircraft is stopped, set the parking brake and wait for clearance by the ground crew,
before commencing taxiing,
- Set flaps for take-off after clearance for taxiing by the ground crew.

VERSION 05
ISSUE 006
INTENTIONALLY
LEFT
BLANK

VERSION 07
ISSUE 001
TAXIING
Release parking brake and set thrust to the minimum required for taxiing. When the aircraft rolls for-
ward, reduce thrust to idle. Check brakes for proper operation. Directional control is achieved by steer-
ing the nose wheel via the tiller or via the rudder pedals. Turns should be made at low speed and with as
large a radius as possible in order to minimize side loads on gear and tyres. Center the nose wheels
before coming to a stop.
The aircraft is equipped with carbon brakes. Contrary to steel brakes, carbon brake wear is highly
dependent on the number of brake applications and not on the amount of brake pressure applied. In
order to improve brake life, minimize the amount of brake applications as much as possible.
On aircraft equipped with IRS the GS indication on the ND is a good reference to check taxi speed. It is
recommended to limit speed on straight tracks to approx 30 kt.
Reverse thrust may be used to control taxi speed. To limit/control taxi speed select Idle Reverse
thrust on one or both engines.
NOTE: With both engines in Idle Reverse, the air conditioning will auto shutoff and the lift dump-
ers will extend. When using Idle Reverse on one engine only, the airconditioning will not
shutoff and the lift dumpers remain in. Recirculation of engine exhaust fumes will not
occur when the APU is supplying bleed air, Idle Reverse is selected on the left engine
only and reverse is cancelled when coming to a stop.
In case prolonged taxiing or holding is anticipated, consider taxiing out on one engine. For this purpose
a 'delayed engine start' procedure is published in chapter System Operation, section Engine.
Maneuvering Clearance
F70 : Wing tip clearance ensures sufficient lateral tail clearance.
F100 : Due to the longer fuselage sufficient wing tip clearance does not ensure lateral tail
clearance.
Taxi Brake Select System (TBS)
On aircraft equiped with TBS slightly higher brake pedal force must be applied when braking during
taxiing.

VERSION 07
ISSUE 001
INTENTIONALLY
LEFT
BLANK

7.03.01
TAKE-OFF
VERSION 05
ISSUE 002
DEFINITIONS
TRA - Thrust reduction altitude. TRA for the ATA take-off profile is 1000 ft
AGL (lATA profile 1500 ft).
ACCELALT " Acceleration altitude. ACCEL ALT for the ATA take-off profile is
1000 ft AGL (lATA profile 3000 ft).
NAV engagement - The moment at which the NAV mode becomes active. With NAV
armed NAV engagement takes place automatically after lift-off and
the autopilot and flight director will capture and follow the FMS lat-
eral navigation commands.
PROF engagement " The moment at which the PROF mode becomes active. With PROF
armed, PROF engagement and selection of climb thrust take place
automatically at TRA. After PROF engagement. the autopilot and
flight director will automatically capture and maintain the FMS
speed/thrust schedule.
Vs - Stalling speed.
Vss - Stick shaker speed. Displayed as the top of the red checker bar
along the PFD speed scale. Only Vss is 'g' dependent.
VMA (min allowable) - Minimum speed for safe flight. Displayed as the top of the amber
strip along the speed scale. VMA is configuration, weight, CG, flight
phase and altitude dependent. VMA provides adequate margin to
the stall up to 40 deg bank.
" The maximum speed at which the rejected take-off maneuver can
be initiated and the airplane stopped within the remaining field
length. Displayed during take-off as a ' l' adjacent to the PFD speed
scale or by its numerical value above the speed scale when out of
display range.
- Rotation speed. Not displayed at EFIS.
- Take-off safety speed. Displayed during take-off as a '2' adjacent to
the PFD speed scale or by its numerical value above the speed
scale when out of display range. After lift-off, V2 is displayed at the
top of the amber strip. Small differences may exist between the
pilot inserted V2 and the top of the amber strip.
F speed (VFR) ~ Minimum speed for flap retraction. Displayed as a green ' F' ad-
jacent to the speed scale. Removed when flaps are up.
Green dot speed - Final take-off climb speed. Displayed as a green '0' at the PFD
speed scale. Green dot speed is also used for driftdown and maxi-
mum angle climb.
- Configuration dependent maximum speed. Indicated by a red
checker bar displayed from the top of the speed scale. VMAX dis~
plays VMO/MMO in the clean configuration or the maximum gear
or flap extended speed with gear or flap extended.
VREF - Reference speed used for landing.
VSEL - Speed selected at FMP or the FMS speed target (PROF only).
Displayed as a blue, lazy V at the PFD speed scale.

7.03.01
FLIGHT TECHNIQUES
PAGE 2
TAKE..OFF
VERSION 05
ISSUE 002
GENERAL
Unless stated otherwise, the take-off procedures in this section presuppose the following
conditions: ATA profile (TRA and ACCEL ALI: 1000 ft AGL), flap 8, ATS and FD on and
NAVarmed.
The lATA take~off profile is recommended for operators who have to comply with stringent
noise requirements.
Flap 0, 8 and 15 are available for take-off.
Special instructions for take-off from contaminated runways or in cold weather are pro-
vided in section Adverse Weather Operation.
ATS and FD's should be used for take-off.
Pre take~off FMP selections are described in the expanded checklist.
The AP may be engaged at 35 ft AGL. Local regulations may dictate a minimum engage
height above 35 ft.
When the FD is not on, the AP may not be engaged below 500 ft AGL. If the AP is engaged
while the FD is off, the AP engages in HDG hold and VIS (basic modes).
The minimum safe maneuvering speed for all flight conditions and configurations is VMA.
VMA provides adequate margin to the stall up to 40 deg bank.
In case the SID requires ILS DME distance display, select the ND at the PNF side to
ARC/ROSE and tune the onside VOR receiver to the ILS DME frequency; ILS DME dis-
tance is now displayed at both RMI's.
TAKE-OFF BRIEFING
Normally the captain should give the take-off briefing at a convenient time before take-off,
preferably before engine start.
The standard take-off briefing shall be as follows:
- Cockpit silence, except "thrust checked", "V1 It and "rotate".
NOTE: The V1 call must be terminated upon reaching V1.
- In case of an alert before V1 call "STOP" and state reason.
- In case of an alert after V1 cancel the audio warning and state the malfunction.
- No actions unless commanded.
If no deviations from the standard briefing are considered necessary and the F/O is suffi-
ciently familiar with the contents, the term "standard" may be used.
Brief V1, VR, V2 and the climb-out procedure according to the instrument departure or the
single-engine climb-out procedure.
When the observer's seat is occupied, the observer should be instructed not to speak or
interfere during take-off.
Any deviation from the standard procedures should clearly be pointed out by the captain.
TOGA ACTIVATION
The TOGA triggers must be pulled when commencing the take-off roll.
TOGA activation ensures:
- Activation of the AFCAS take-off mode.
- ATS engagement and automatic selection of take-off thrust (TOGA or FLX).
- Heading bug synchronisation to the existing heading.
- FMS position update to the latitude/longitude of the take-off runway as selected in the ac-
tive flight plan (aircraft equipped with IRS).
- Arming of the take-off configuration warning system.

TAKE-OFF PAGE 3
VERSION 05
ISSUE 003
TAKE-OFF THRUST
To conserve engine life, the use of flexible (de-rated) take-off thrust should be considered for
those conditions where the actual take-off weight is less than the maximum as allowed by perfor-
mance requirements.
The restrictions for the use of take-off thrust are mentioned in the chapter Limitations section
Power Plant and APU Limitations.
When flexible thrust is used, all field length and climb performance requirements are met. Notwith-
standing this, if during a flexible thrust take-off a situation arises that warrants the use of additional
thrust, TOGA thrust should be selected without hesitation.
If flexible take-off thrust cannot be used, TOGA (rated) thrust should be used.
Before take-off, select FLEX or TOGA at the TRP. From the QRH calculate the required take-off
EPR using pressure altitude (altimeter at 1013.2/29.92) and 'assumed' temperature (FLEX) or
ambient temperature (TOGA). The use of a take-off data card is recommended. During take-off,
prior to reaching 80 kt, check that the actual EPR is not less than the required EPR target.
Take-off with ATS
Set thrust levers at or beyond the MIN TO position, and when passing 1.30 EPR, pull the TOGA
triggers.
The TOGA triggers must be pulled for a minimum of one second.
ATS will engage and the thrust levers will advance to the required take-off EPR.
ATS declutches at 80 kt and reclutches at CLB selection. ATS also reclutches when, while in the
TO mode, V/S is selected or ALT CAPTURE/HOLD occurs. TRP selections below 400 ft AGL are
inhibited.
If PROF is installed and armed prior to take-off, CLB is set automatically upon PROF capture at
TRA.
If the actual EPR is in excess of the required EPR, do not pull back the thrust levers unless engine
limits are exceeded as indicated by the TGT, N1 or N2 tape color at MFDS changing from green to
amber or red. If the actual EPR is less than the required EPR, disconnect ATS and advance thrust
levers until the required EPR is obtained (disconnecting ATS is not necessary when ATS is
declutched).
In conditions of very strong headwind the aircraft may reach 80 kt before the engines have
attained take-off EPR. Consequently ATS will declutch. In this case advance thrust levers manu-
ally to obtain take-off EPR.
CAUTION: DO NOT DISCONNECT ATS BY SWITCHING BOTH AT PUSH BUTTONS AT THE
OVERHEAD FAC PANEL TO OFF (UNLESS REQUIRED BY AN ABNORMAL OR
MEL PROCEDURE) AS THIS WILL RESULT IN LOSS OF LOW SPEED (ALPHA
MODE) PROTECTION.
Take-off without ATS
Set thrust levers at or beyond the MIN TO position, and when passing 1.30 EPR, pull the TOGA
triggers and advance the thrust levers manually to obtain the required EPR. The TOGA triggers
must be pulled for a minimum of one second.
When climb thrust is required, select CLB at the TRP and reduce thrust to CLB EPR.
NOTE: Check Chapter Limitations section Power Plant and APU for the OAT limitation for take-
off without ATS.

TAKE-OFF PAGE 4
VERSION 05
ISSUE 003
USE OF AFCAS
Upon TOGA activation the FD will command approx 8 deg pitch up and provide left/right steering
commands to maintain the existing heading at TOGA activation.
After rotation the FD will command the pitch attitude to maintain V2+10 or max 18 deg pitch,
whichever comes first.
The AP may be engaged above 35 ft AGL. Normally the AP at the side of the PF is selected. Both
AP's will engage. Speed and heading at engagement will be maintained.
At 1000 ft AGL select LVLCH. Select flaps up when passing F-speed. When flaps are up and
speed trend at PFD is positive, select CLB. NAV captures after lift-off. When NAV is not activated
use HDG mode for maneuvering.
PROF mode: when PROF is installed and armed prior to take-off PROF will capture at TRA and
CLB is set automatically. The aircraft will accelerate to the FMS departure speed. NAV and PROF
may be used independently during take-off.
NOTE: 1. AP and FD bank commands are limited to 15 deg below 400 ft AGL when in TO or GA
mode.
2. Upon LVLCH selection (or, if installed, PROF capture) the system reverts to single AP.
The selected AP will remain engaged.
3. If after take-off LVLCH (or another vertical mode) is not selected, the TO mode
remains active. Consequently the aircraft will climb with take-off pitch until capturing
the FMP altitude.
4. AP acceleration levels are designed for maximum passenger comfort. As a result of
this design feature, altitude overshoots may occur when ALT is activated with a con-
siderable rate of climb or descent. In the particular case of a take-off with low aircraft
weight and a selected FMP altitude below 1500 ft AGL, altitude overshoots of up to
300 ft may be expected when the AP is engaged after take-off, or the FD is followed
during manual flight. To prevent overshoots disengage the AP, level the aircraft manu-
ally, and engage the AP again.
5. On aircraft equipped with RR TAY 650-15 engines, FMS (s/w versions F2) may calcu-
late too low speed targets when OAT is above ISA+20. It is recommended not to use
PROF during take-off when OAT is above ISA+20.
TAKE-OFF TECHNIQUES
During take-off guard the thrust levers until V1 to enable immediate retarding of the thrust levers
and selection of reverse thrust in case the take-off has to be abandoned. In crosswind, counter the
tendency for the upwind wing to lift by decisive use of ailerons. Use pedal steering for directional
control.
Rolling Take-off
Procedure:
- Line up at the beginning of the runway.
- Set thrust levers at or beyond the MIN TO position, and when passing 1.30 EPR, pull the
TOGA triggers.
Take-off from the Brakes (Static)
A 'take-off from the brakes' must be made when the take-off weight is near maximum as dictated
by runway length or obstacles or when technical malfunctions require a reduction in take-off
weight.
Procedure:
- Line up at the beginning of the runway.
- Bring aircraft to a stop (do not set parking brake).
- Set thrust levers at or beyond the MIN TO position, and when passing 1.30 EPR, pull the
TOGA triggers.
- Release brakes when required take-off EPR is obtained.

FLIGHT TECHNIQUES FLIGHT TECHNIQUES 7.03.01
TAKE-OFF TAKE-OFF PAGE 5
VERSION 05
ISSUE 001
TAKE-OFF PROCEDURE AND CREW COORDINATION

Phase PF PNF
Commencing take-off roll Set a minimum of 1.30 EPR
Pull TOGA triggers Check FMA displays
Call “Take-off” TO - TO green
Prior to 80 kt Check required EPR obtained
Call “Thrust checked”
80 kt Check ATS declutched
V1 Call “V1”
Release thrust levers
VR Call “Rotate”
Rotate to take-off attitude as
directed by FD
Positive climb Call “Positive”
Command “Gear up” Select gear up
Above 35 ft AGL Command “AP 1/2 on” Select AP 1/2 on
Check speed not less than Check FMA displays AP
V2 + 10 or pitch max 18 deg
NAV capture Check FMA displays Check FMA displays
NAV green NAV green
1000 ft AGL Command “Level change” Select LVLCH and check FMA
displays IASE green
Passing F-speed Command “Flaps up” Select flaps up
When flaps are up and Command “Climb thrust” Select CLB and check FMA
speed trend positive displays CLB green
Use of PROF MOD (if installed)

Before take-off ARM PROF MODE
At TRA Check automatic CLB selection Check FMA displays

and acceleration to FMS CLB and IASE green
departure speed
Passing F-speed Command “Flaps up” Select flaps up

7.03.01
TAKE-OFF
VERSION 05
ISSUE 002
I NAP TAKE-OFF (if applicable I F100 only)

General
The Noise Abatement Profile (NAP) is based on thrust cutback to Noise Abatement EPR
(NEPR) above 400 ft AGL. Safe operation is achieved by allowing thrust reduction to
NEPR, only in response to a decreasing pitch angle and by controlling vertical speed,
thereby making NAP insensitive to downdrafts and windshear.
NAP is armed prior to take-off by selecting the NAP mode on the FMP.
This action cancels and inhibits FLEX thrust selection on the TRP.
PROF selection is inhibited as long as NAP is armed.
The FMA indicates NA armed in the thrust window. The computed NEPR target is dis-
played numerically above the EPR scale and as an inverted wedge along the EPR scale at
MFDS.
The NAP speed reference is V2 + 10 and is indicated in flight by the biue speed select bug
on the PFD.
An armed NAP mode can be cancelled by a second push on the NAP button or by select-
ing another pitch mode.
During take-off, the FD commands rotation at a rate of approx 3 deg/sec to achieve a
maximum of 22 deg pitch or V2 + 10, whichever comes first.
At cutback altitude, NAP is activated by manual selection of CLB at the TRP. This action
causes the AP to pitch the aircraft down (with FD only, pitch guidance is provided) to
achieve a precalculated vertical speed which becomes indicated in the vertical speed win-
dow of the FM P at the moment of CLB selection.
Speed is now controlled by thrust (lAST) and thrust cutback will occur gradually as a func-
tion of pitch angle.
NEPR will be set if pitch is less than 13 deg r speed is at least V2 + 10 and the difference
between actual EPR and calculated EPR is less than 0.06.
NOTE: CLB selections between 300 and 400 ft AGL will be memorized and result in auto-
matic NAP activation at 400 ft AGL.
NAP can be flown in combination with any lateral mode.
An active NAP mode is cancelled by selection of another vertical mode.
For minimum workload and maximum noise reduction engage the AP after lift-off (min 35
tt). AP engagement should take place either before CLB selection or after NAP capture.
Safety Features
- Cutback thrust ensures level flight upon engine failure.
- In case of engine failure the system reverts automatically to the take-off mode and thrust
is increased to take-off thrust.
- In case of windshear, the system reverts automatically to the take-off escape mode and
thrust is increased to full throttle (firewall) thrust.
Procedure
AFCAS selections prior to take-off:
- Select FD's on.
- Set V1t V2 and initial departure speed.
- Arm ATS.
- Set bank limiter as required.
- Arm NAVand NAP.
- Preselect initial departure altitude (see note 1).
- For reference only, set MDA bug to cutback altitude (min 400 ft AGL).
NOTE: 1. When the initial departure altitude is selected less than 2500 ft above cutback
altitude, altitude capture may occur prior to completion of the nose down ma~
neuver, thereby cancelling NAP.
2. After selection of take-off flap. check that the NEPR target at MFDS corres-
ponds with the required EPR for Noise Abatement (see Appendix NAP to AFM,
section 4).

FLIGHT TECHNIQUES
7.03..01
PAGE 10
TAKE-OFF
VERSION 05
ISSUE 002
Phase PF PNF
Commencing Set a minimum of 1.30 EPR
take-off roll Pull TOGA triggers Check FMA displays
Call: "Take-attll TO-TO green
Prior to 80 kt Check required EPR obtained
Call: "Thrust checked'l
80 kt Check ATS declutched
11
Gall: "V1
Can: JI Hotate Jl
indicated by the FD
Positive climb Call: npositive fl
Command: nGear uplr Select gear up

Above 35 ft AGL Command: J1AP 1/2 on lt
Select AP 1/2 on
Check speed not less than Check FMA displays AP
V2 + 10 or pitch max 22 deg
NAV·capture Check FMA displays Check FMA displays
At cutback alt Command: '~CJimb thrustll Select alB and check FMA
(indIcated by the Monitor pitch down to NAP displays lAST and VIS green
MDA ·bug) attitude and thrust cutback When FMA displays NA green
call: n NAP capture"
When leaving the noise sensitive area or when passing the nOise abatement termination
altitude I select LVLCH or engage PROF. Proceed as for the normal take-off.
NOTE: In case of engine failure or windshearfoUow the standard recovery procedure.
Note that in these cases the speed bug will jump from V2 + 10 to the preselected
departure speed and ATS will increase thrust to TOGA (in case of engine failure)
or full throttle (fire wall) thrust if windshear is encountered.
- - - - - - - - ADM FOKKER 70 I AOM FOKKER 100 - - - - - - - -

TAKE-OFF PAGE 12
VERSION 05
ISSUE 001
INTENTIONALLY
LEFT
BLANK

7.04.01
FLIGHT TECHNIQUES
PAGE 1
EN ROUTE
VERSION 05
ISSUE 001
GENERAL
Speeds mentioned in this section are recommended for best economy, unless stated
otherwise.
CLIMB
- Use lVLCH and select 250 kt below 10 000 ft and 280 ktlM.70 above this altitude.
- If a specific vertical speed is required select the VIS mode.
- In turbulence and for maximum climb rate select the lower of 250 kt or M.6S.
- For max angle, climb at green dot speed.
FMS PROF Mode (if installed)
- FMS calculates the climb speed for the selected cost factor (EGON ClB). If required se-
lect MIN TIME or MIN FUEL or select a specific, tactical climb speed (e.g. turbulence
speed or MAX CLB).
- FMS predicts the Top of Climb (TOG) point and the time to reach cruise altitude.
- Derated climb thrust can be selected for F100 aircraft equipped with RR Tay 620 en-
gines.
NOTE: On aircraft equipped with RR TAY 650-15 engines FMS (s/w version F2) may cal-
culate too low speed targets when OAT is above (SA + 20. Wrong speed targets do
not occur when a pilot defined speed is selected via the tactical mode page. In
view of this it is recommended not to use PROF when OAT is above ISA + 20 or to
use PROF in a tactical mode.
CRUISE
- Cruise at 280 kt or M.70 whichever is lower.
- In turbulence maintain 250 kt or M.65 whichever is lower.
NOTE: To reduce the chances of exceeding the engine N1 RPM limit it is recommended
to select CRZ at the TRP when established at cruise speed at the final cruise level
(RR TAY 620 engines only).
- FMS calculates the cruise speed for the selected cost factor (ECON CRZ). If required
select MIN TIME or MIN FUEL or select a specific, tactical cruise speed (e.g. tur-
bulence speed).
DESCENT
- The TOO point can be calculated as follows:
3 x cruise level = TOO in NM (still air distance)
10
- When cleared to descent, lower the FMP altitude and select LVLCH. Maintain cruise
Mach until reaching 280 kt. Maintain 280 kt until 10 000 ft and 250 kt below this altitude.
- In turbulence fly M.65 or 250 kt whichever is lower.
- For minimum fuel, descend at M.65 or 230 ktwhichever is lower.
Anti-icing During Descent
- ATS will select idle thrust (low limit thrust, LL) during descent. When anti-icing is se-
lected, ATS will increase thrust to the amount required for satisfactory operation of the
anti-icing systems. In case engine and airframe anti-icing systems are used simultane-
ously ATS will increase thrust to such a level that the rate of descent may become too
low. In this case use speed brake to increase the rate of descent.
- See also Chapter System Operation, section Ice and Rain Protection.

7.04.01
EN ROUTE
VERSION 05
ISSUE 001

Do not use PROF during descent when NAV is not engaged.
~ FMS calculates the descent speed for the selected cost factor (ECON DES). If required
select MIN TIME or MIN FUEL or select a specific, tactical descent speed (e.g. tur-
bulence speed or MAX DES).
~ FMS predicts the Top of Descent (TOO) point. When cruising at high altitude FMS may
request to commence descent before the calculated TOO point to prevent uncomfort~
able high cabin rates of descent (scratchpad message: REPR-XXXNM BEFORE TID).
- When cleared to descend, lower the FMP altitude and pull the altitude control knob.
Upon reaching TOO point the descent will be initiated automatically.
~ Early descent:
When descent is required before the FMS calculated TOO, lower FMP altitude and pull
the altitude control knob. The FMS F-PlN page will now display the IMM DES prompt.
Subsequent activation of the IMM DES prompt results in the aircraft commencing de-
scent with 1000 ftlmin until intercepting the original descent profile.
~ Late descent:
If due to a late descent clearance, the aircraft passes the FMS calculated TOO, the
FMS F-PlN page will display the DECEL prompt. When this prompt is activated the air-
craft will decelerate to green dot speed.
CAUTION: (FMS F2 and F2A only) WHEN THE FMP ALTITUDE IS LOWERED TO
WITHIN 1000 FT BELOW A FLIGHT PLAN ALTITUDE CONSTRAINT AND
DESCENT IS STARTED BEFORE (IMM DES) OR AFTER FLIGHT PLAN
TOO, AN ALTITUDE UNDERSHOOT MAY OCCUR. IF THESE CONDITIONS
EXIST, DISENGAGE PROF AND USE AFCAS lVL CH OR VIS MODE FOR
DESCENT .
.. FMS predicts the Bottom of Descent (BOD) point and the time to reach BOD. In case of
an unrestricted descent, FMS will bring the aircraft to a point approx 12 NM on the ex-
tended landing runway centerline at a speed of green dot + 20.
- During a PROF descent, monitor the VDEV (vertical deviation from the calculated de-
scent profile) display at the NO. Use speed brake when FMS demands more drag (ADD
DRAG message at PFD). Select speed brake in when the ADD DRAG message disap-
pears.
.. Disengage PROF when heading and/or speed restrictions are given by ATe.
NOTE: PROF Descent with Speed Brake Extended (FMS F2 and F2A)
During PROF descent, the speed is normally controlled by elevator (lASE) and
thrust is at idle (ll). However, if the descent path is defined by an altitude con-
straint or when below 10 000 ft (250 kt), speed is controlled by thrust (lAST). When
in this condition the speed brake is extended (eg in case of an ADD DRAG mes-
sage at the PFD), FMS will command ATS to idle thrust (ll). ATS will not return to
lAST unless the speed brake is retracted. If the speed brake remains extended the
speed will drop to below the FMS target. A LESS DRAG message will be displayed
at the PFD only when nay is engaged. If this message is ignored the aircraft will
further decelerate. Depending on the descent angle, the speed may even drop to
VMA at which speed PROF is disengaged by AFCAS. AFCAS will revert to LVl CH
descent with VMA as speed target. To prevent this situation, do not descenL. ::1
PROF with NAV not engaged and select speed brake in when a lESS DRAG
message is displayed at the PFD.
- - - - - - - AOM FOKKER 70 I AOM FOKKER 100 - - - - - - - - ' , .

7.04.01
FLIGHT TECHNIQUES
PAGE 3
EN ROUTE
VERSION 05
ISSUE 001
HOLDING
• Fly a speed of green dot + 20 kt.
.. When holding with flap 8 fly green dot - 10 kt.
.. During holding, FMS will schedule the speed for maximum endurance for the actual air..
craft configuration. Approximately 3 min before holding entry, FMS will reduce the speed
to holding speed. If the holding is inserted when the aircraft is less than 3 min from the
holding fix, the actual speed at holding entry may exceed the prescribed holding speed
and the aircraft may exceed the protected area. FMS will schedule a holding leg time of
1 min at or below 14000 ft and 1.5 min above this altitude.

EN ROUTE PAGE 4
VERSION 05
ISSUE 001

APPROACH PAGE 1
APPROACH PLANNING VERSION 05
ISSUE 003
GENERAL
Procedures in this section describe the normal approach. However, in favourable weather condi-
tions, speed reduction to the normal approach speed may be delayed till the outer marker. Land-
ing flap selection may be delayed till 800 ft AGL. The use of AP and ATS is recommended.
CONFIGURATIONS / SPEEDS
Flap 25 and flap 42 may be used for landing (including autoland).
Flap 42 should be used:
- If landing distance is limiting.
- If technical malfunctions require a correction of the landing distance.
- When landing on contaminated runways or runways with reduced braking action.
The following speeds are recommended for configuration changes during the approach:
Clean : green dot + 20
Flap 8 : green dot – 10
Flap 15 : green dot – 10
NOTE: Flap 15 may be used as an intermediate approach flap setting at pilot discretion.
The normal approach speed for flap 25 or 42 is VREF (25 or 42) + 5 + wind correction.
During approach VREF is equal to VMA for mid CG.
VMA at PFD is valid for actual weight and flap setting and is corrected for variations in CG. A differ-
ence of up to 5 kt may exist between PFD indication and the Quick Reference Handbook figure.
Aircraft Equipped with PROF Mode
Approach and landing speeds as displayed at the FMS APPROACH page are for reference only.
FMS speeds are only accurate if actual landing weight is equal to the FMS landing weight.
WIND CORRECTION
The approach speed (VREF + 5) should be corrected for wind, including gusts, as follows:
Wind up to 10 kt : no correction
Wind (+ gust) 10 – 20 kt : add 5 kt
Wind (+ gust) more than 20 kt : add 10 kt
Automatic Gust Correction
VMA+ 8 is the lowest speed to which ATS will control during approach in gusty conditions.
APPROACH BRIEFING
The approach briefing shall be completed by the PF before entering the terminal area, so that both
crew members are familiar with altitude restrictions, approach facilities and airport data. The use
of a landing data card is recommended.
The approach briefing shall cover:
- Type of approach.
- Airport elevation.
- Minimum sector altitude.
- Initial routing and altitude.
- OM altitude.
- DH or DA or MDA and touchdown elevation.
- Missed approach procedure and intentions thereafter.
- Approach configuration and speeds.
- Deviations from standard procedures or 'standard crew coordination'.
ALTITUDE ALERT INHIBITION

Altitude alert is inhibited after glide slope capture or with gear down.

APPROACH PAGE 2
APPROACH PLANNING VERSION 05
ISSUE 003
THE USE OF ATS

The use if ATS is recommended for all approaches. ATS will disengage automatically upon touch-
down.
FMS PROF MODE (if installed)

The use of the PROF mode in certain approach conditions creates extra workload.
Disconnect the PROF mode in cases where:
- Radar headings and/or speed restrictions are given.
- The NAV mode is not used for other reasons.
- Late clearances are given.
- Operationally not acceptable speed targets are issued by FMS.
PROF should not be used when NAV is not engaged.

In case of a FLAP 25 landing, perform this check after selection of FLAP 25.

APPROACH PAGE 1
PRECISION APPROACH VERSION 05
ISSUE 003
GENERAL
- Operation in low weather minima conditions (CAT II or CAT III) may be conducted provided the
flight crew is qualified, the aircraft is certified and the minimum required equipment is operative
and the landing runway is suitably equipped.
- Automatic landings are only allowed if the aircraft is certified for autoland.
SPEED CONTROL
During approach, adjust the speed so as to arrive at 800 ft AGL with a speed not in excess of
VREF + 15. When speed at 800 ft AGL is above VREF + 15 speed control is as described below:
- 800 ft AGL
- speed > VREF + 15 “AFCAS SPEED” alert at MFDS
- 500 ft AGL
- speed > VREF + 15
ATS engaged ATS not engaged
Speed < VREF + 23 Speed > VREF + 23
Automatic speed NO AUTOLAND

reduction to VREF + 10
Manual speed reduction in case of an AFCAS speed alert is limited to 10 kt. If an automatic speed
reduction cannot be avoided use speed brakes to avoid low thrust conditions below 500 ft AGL.
Below 500 ft AGL, speed selections at the FMP are inhibited.
If conditions require a speed in excess of VREF+10 (ATS engaged) or VREF+15 (ATS not
engaged) below 500 ft AGL an automatic landing is not possible and the AP should be disen-
gaged before landing.
APPROACH DECISION LOGIC

It is recommended to carry out the procedure as presented in the table below, if, during approach,
either one or a combination of the following occurs:
- Master warning light flashes.
- Master caution light flashes.
- AUTOLAND caution light flashes.
- AP Disconnect.
Above 400 ft AGL 400 ft - DH
GROUND REFERENCE NO GROUND REFERENCE
- CONTINUE APPROACH - CONTINUE APPROACH - GO-AROUND **
- RESET ALERT - RESET ALERT - RESET ALERT
- CARRY OUT PROCEDURE - CARRY OUT PROCEDURE
- CHECK LAND/APPROACH
CAPABILITY
** Except for engine fire, engine overheat or an extended thrust reverser.

NOTE: Go-around in case of excessive beam deviation and no ground reference.

APPROACH PAGE 2
ISSUE 003
DOWNGRADING
Before approach the crew is warned for a reduction in autoland capability (downgrading) via a NO
LAND 3 or NO ALAND alert at MFDS. During approach, autoland capability reduction is indicated
at the FMA, together with a flashing AUTOLAND caution light. When subsequently the AUTO-
LAND light cap is pushed, the FMA indicates the remaining system capability. If this is LAND 2 the
approach may be continued to the DH valid for CAT II or, if applicable CAT III A. In case the sys-
tem downgrades to GS/LOC green the approach may be continued to CAT II DH and a manual
landing must be carried out.
EFIS/AFCAS SELECTIONS
The recommended EFIS/AFCAS selections are as described below:
AFCAS ATS EFIS FD/ FPV ND MODE RMI OR ADF
SELECTION CTL PNL
PF PNF PF PNF POINTERS VECTORS
LAND ON APP FD FD MAP/B MAP/B ADF ON
(APP) (ILS) OR OR
ROSE ROSE
For CAT IIIB, IIIA or II operation set DH and select DA to CAT I minimums. For CAT I operation set
DA.
For localizer interception in NAV the ILS approach must be selected at the FMS STAR page. If the
ILS is not displayed at the STAR page, use HDGS to intercept the localizer.
ILS DME distance is displayed at the PFD if the particular ILS is part of the FMS data base, APP
(ILS) is selected at the EFIS control panel, the ILS receiver is tuned to the particular ILS DME fre-
quency and the ILS DME is within 30 NM.
ILS DME distance is displayed at the RMI's if the VOR receiver is tuned to the particular ILS DME
frequency and the ND is in the ARC/ROSE mode.
GLIDE SLOPE CAPTURE / TRACKING

Glide slope capture will only take place after localizer capture. When intercepting the glide slope
before localizer capture, use V/S to follow the glide slope provided terrain clearance is assured.
If LAND (APP) is selected when the aircraft is still descending to the initial approach, the FMA will
show ALT blue (and not GS blue) in the path window. GS blue will show upon capturing the initial
approach altitude.
With the CG near its forward limit, full flap selection in the flap 25 configuration may cause inaccu-
rate AP glide slope tracking. If this is observed, disconnect the AP and manually follow the FD
commands to correct back to the glide slope. Expect an out of trim force upon AP disconnect.

In case of a flap 25 landing, perform this check after selection of flap 25.
EXCESSIVE BEAM DEVIATION

Excessive localizer or glide slope beam deviation (indicated by flashing localizer and/or glide
slope diamonds at EFIS) is only displayed when the AP is engaged and the aircraft is below 500 ft
radio altitude.

APPROACH PAGE 3
ISSUE 002
GO-AROUND
If at DA (CAT I) or DH (CAT II or III) visual references are not sufficient for landing a go- around
must be initiated (see section 7.07.01).
AP DISENGAGEMENT
In crosswind, the AP applies rudder and aileron to align the aircraft for the automatic landing.
Upon disengaging the AP during the ALN (ALIGN) phase (below approx 150 ft AGL), initially hold
rudder and aileron controls in the same postitions as commanded by the AP at the time of disen-
gagement.
'FALSE' LOCALIZER (aircraft equipped with IRS)

When the ILS runway is part of the active FMS flight plan, FMS uses the localizer signal to update
the aircraft position after localizer capture.
AFCAS cannot discriminate between a 'false' and a 'true' localizer signal and will, if localizer cap-
ture is armed, also capture an existing 'false' localizer.
FMS will use the 'false' localizer for position update causing a FMS MAP shift. The MAP shift
results in a situation where the ND MAP display shows the aircraft on the original flight plan track
while the aircraft is actually following the 'false' localizer. Large position errors may occur, possibly
violating minimum sector altitudes.
To prevent this the following is recommended:
- Do not arm LAND (or APP) mode too early. A sector of 15 deg on either side of the localizer is
generally considered to be free of 'false' localizer signals.
- Monitor the relative bearing of the locator beacon during initial approach. In case of absence of
a locator beacon tune other NDB or VOR stations in the terminal area and assure correct nav-
igation by monitoring their relative bearing (do not use the NDB or VOR symbols on the ND
MAP display for navigation).
- After localizer capture check that the green aircraft track pointer at the ND coincides with the
localizer course.

APPROACH PAGE 4
ISSUE 002
MINIMUM AIRCRAFT EQUIPMENT FOR CAT II, CAT IIIA AND CAT IIIB OPERATION
CAT III A CAT III B

WEATHER LIMITS CAT II
(ALAND ONLY) (ALAND ONLY)
G/S LOC or
LAND 2 or
FMA INDICATION LAND 2 or LAND 3
LAND 3
LAND 3
Equipment:
Autopilot 1 1 2
ATS 0 0 1
Stab trim 1 1 1
Rudder limiter (auto) 0 1 1
ADC 2 2 2
AHRS (IRS) 2 2 3
FMA 2 2 2
ILS receivers 2 2 3
PFD  2 2 2
ND  1 1 1
Radio altimeters 1 2 3
DH indication 2 2 2
FWC Channels 1 1 1
Autoland caution light 0 1 1
Wipers 2 2 2
Window heat 2 2 2
Anti-skid 0 1 1
Hydraulic system 1 1 2
GEN 1+GEN 2
GEN 1 or GEN 1 or
Electrical system + AUTOLAND
GEN 2 GEN 2
INVERTER
Engines at FAF 2 2 2
NOTE:  Common source ADC or ILS allowed.
 One ND may be inoperative provided RMI is operative at affected side.
Common source is not allowed.
 Radio altitude to be displayed for both pilots.
 AHRS 1 and 2 or IRS 1 and 2 must be operative.

APPROACH PAGE 5
ISSUE 001
CAT I APPROACH
Approaches in weather conditions equal to or better than CAT I may be flown with or without the
use of AP and ATS. However, the use of AP and ATS is recommended. In case of a green GS/
LOC indication at the FMA the AP shall be disengaged not later than the minimum use height
(MUH) and a manual landing must be carried out.
In case of a LAND 2 or LAND 3 indication at the FMA the pilot has the option to make an autoland
(provided the aircraft is certified for autoland) or to land manually. In case of autoland monitor
AFCAS behavior as described for CAT II and CAT III approach.
CAT I Approach Procedure and Crew Coordination (manual landing)
Initial conditions: Aircraft established at initial approach altitude, clean configuration, speed
green dot + 20. AP and ATS engaged.
Phase PF PNF
On intercept heading Arm LAND (APP) mode
and cleared for Check GS and LOC blue Check GS and LOC blue
approach
Localizer alive Call: "Localizer alive"
Localizer capture Check LOC green Check LOC green
Glide slope alive Call: "Glide slope alive"
Command: "Flap 8" Select flap 8
Set speed green dot −10
At 1 dot below glide Command: "Gear down" Select gear down
slope
At GS capture Check GS green Check GS green
Set missed approach altitude
At 1800 ft AGL Command: "Flap 25" Select flap 25
Set speed to:
VREF 25 +5+WIND CORR
LAND capture Call: "LAND 2 (3)"
(below 1500 ft AGL) Check FMA displays LAND2(3)
At 1300 ft AGL Command: "Flap 42, Before Select flap 42 and carry out
landing check" before landing check
Set speed to Call: "Before landing check com-
VREF 42+5+WIND CORR pleted"
At 500 ft AGL Call: "500"
Respond: "Check"
At DA + 100 ft Call: "Approaching minimums"
Maintain head down to monitor Check outside for visual refer-
approach ences
When runway or Call "Runway" or "Approach
approach lights in sight lights"
At DA and sufficient Call: "Landing" Monitor automatic altitude call
visual references Disengage AP outs or call: "Minimums"
Touchdown Select reverse thrust and apply
brakes as required
Roll out Monitor speed
Check/select Idle Reverse thrust
not later than 60 kt
60 kt Call: "60"

APPROACH PAGE 6
ISSUE 001
CAT II APPROACH
Approaches in CAT II weather conditions (DH between 100 and 200 ft) must be flown with the AP
engaged. The use of ATS is recommended. In case of a green GS/LOC indication at the FMA, the
AP must be disengaged not lower than the specified minimum use height (MUH) and a manual
landing must be made.
In case of a LAND 2 or LAND 3 indication at the FMA, the pilot has the option to autoland (pro-
vided the aircraft is certified for autoland) or to land manually. In case of autoland monitor AFCAS
behaviour as described for the CAT II approach procedure and crew coordination.
Autoland (if certified) is recommended.
The maximum wind speeds for autoland can be found in the section Limitations.
Speeds and configuration changes are identical to those described for the CAT I approach. How-
ever, the CAT II crew coordination differs in so far that during the last part of the approach the
PNF monitors the AP performance and the PF goes 'head-up' to check outside for visual refer-
ences.
CAT III APPROACH (IF ALLOWED)

Approaches in CAT III weather conditions must be flown with the AP engaged and an automatic
landing is compulsory. For operation in CAT III A weather conditions (DH between 50 and 100 ft)
a LAND 2 indication at the FMA is required. The use of ATS is recommended. For operation in
CAT III B weather conditions (DH between 15 and 50 ft) a LAND 3 indication at the FMA is
required. The use of ATS is compulsory.
Speeds, configuration changes and crew coordination are identical to those described for the CAT
II approach.

APPROACH APPROACH PAGE 7
PRECISION APPROACH PRECISION APPROACH VERSION 08
ISSUE 001
CAT II/III Approach Procedure and Crew Coordination (automatic landing)
Initial conditions: Aircraft established at initial approach altitude, clean configuration, speed
green dot + 20. AP and ATS engaged.
Phase PF PNF
At 2500 ft AGL Cross check Radio Altitude  Cross check Radio Altitude 
On intercept heading Arm LAND (APP) mode
and cleared for Check GS and LOC blue Check GS and LOC blue
approach
Localizer alive Call: "Localizer alive"
Localizer capture Check LOC green Check LOC green
Glide slope alive Call: "Glide slope alive"
Command: "Flap 8" Select flap 8
Set speed green dot −10
At 1 dot below glide Command: "Gear down" Select gear down
slope
At GS capture Check GS green Check GS green
Set missed approach altitude
At 1800 ft AGL Command: "Flap 25" Select flap 25
Set speed to:
VREF 25 +5+WIND CORR
LAND capture Call: "LAND 2 (3)"
(below 1500 ft AGL) Check FMA displays LAND2(3)
At 1300 ft AGL Command: "Flap 42, Before Select flap 42 and carry out
landing check" before landing check
Set speed to Call: "Before landing check com-
VREF 42+5+WIND CORR pleted"
At 500 ft AGL Call: "500"
Respond: "Check"
At DH + 100 ft Call: "Approaching minimums"
Check outside for visual Maintain head down to monitor
references approach
At approx 150 ft AGL Check ALN green
At DH and sufficient Call: "Landing" Monitor automatic altitude call
visual references outs or call: "Minimums"
At approx 50 ft AGL Monitor automatic landing Check RET and FLR green
Touchdown Select reverse thrust and apply Check ROLL OUT green
brakes as required
Roll out Monitor landing roll Monitor speed
60 kt Call: "60"
Disengage AP
Check/select idle reverse
NOTE:  Difference between Radio Altimeter 1 and 2 shall not be more than 250 ft. If differ-
ence is more apply ERRONEOUS RADIO ALT INDICATION Abnormal Procedure
(4.09.01).
-------------------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 ------------------------------------------------------- ------------------------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------
APPROACH PAGE 8
ISSUE 001
CAT II (OR CAT III) APPROACH

AND AUTOMATIC LANDING (TYPICAL)
GO-AROUND
LOCALIZER CAPTURE:
PULL TOGA TRIGGERS
IAST ALT LOC AP 1
POSITIVE CLIMB:
G/S AT FLAP 15 OR UP
GEAR UP
PROCEED AS FOR TAKE-OFF
1 DOT BELOW:
GEAR DOWN
GA GA HDG AP
1800 ft:
FLAP 25 IAS ALT AT
VREF 25 + 5 + WIND CORR
150 ft:
IAST LAND 2 AP 1
ALN AT
GLIDE SLOPE ALIVE:
FLAP 8
DECEL TO GREEN DOT -10
50 ft:
CLRD FOR APPR:
ARM LAND
RET LAND 2 AP
IAST ALT HDG AP 1 GLIDE SLOPE CAPTURE:
SET MISSED APPROACH ALTITUDE FLR ALN AT
G/S LOC AT
IAST G/S LOC AP 1
AT
1300 ft:
FLAP 42
VREF 42 + 5 + WIND CORR
BEFORE LANDING CHECK TOUCHDOWN:
REV THRUST
IAST LAND 2 AP BRAKES
ATS AUTOMATICALLY DISCONNECTED
AT
MAN ROLL OUT AP
JFLT–004
------------------------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 --------------------------------------------------- ------------------------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 ---------------------------------------------------
PAGE 9
APPROACH
VERSION 05
PRECISION APPROACH ISSUE 001
AFCAS FAILURES
In case of an AFCAS failure during a precision approach proceed as follows:
AP Disconnect
- Proceed according to Approach Decision Logic (ADL).
- Apply CAT I WX minima.
- Consider reRengaging AP.
NOTE: If re-engagement is successful, the AP will be in the VIS and HDG (basic) modes.
If required re-arm LAND (APP) and use VIS and HDGs to return to and capture lo-
calizer and glide slope.
LAND 2 Downgrading to GS/LOC
- Proceed according to ADL.
- Check landing minima.
- Reset DH, if required.
LAND 3 Downgrading to LAND 2
- Check landing minima.
ATS 1 + 2 Failure
LAND 2 or 3 Not Indicated at 400 ft AGL
R Check landing minima.
RET Failure or RET Not Annunciated below approx 30 ft
- PF overrides ATS and retards thrust levers manually.
In addition in case of autoland only:

ALN Failure or ALN Not Annunciated below approx 100 ft AGL
- PNF announces: 'No align'.
- Visual references sufficient: Disconnect AP.
- Visual references insufficient: Go-around.
FLR Failure or FLR Not Annunciated below approx 30 ft
- PNF announces: ' No flare'.
- Visual references sufficient: Disconnect AP.
- Visual references insufficient: Go-around.
ROLL-OUT Failure or ROLL OUT Not Annunciated
- PNF announces: 'No roll-ouf.
- PF disconnects AP.

APPROACH PAGE 10
ISSUE 001

APPROACH APPROACH PAGE 1
NON-PRECISION APPROACH NON-PRECISION APPROACH VERSION 07
ISSUE 001
GENERAL
To display the M/DA bug at the PFD, set MDA at the EFIS control panel.
WX radar display is not available in ROSE mode. If required select MAP or ARC.
Altitude alert is inhibited with gear down.
If during approach VORIDME monitoring is required, remotely tune the particular VORIDME at
the FMS progress page.
After VOR capture, do not select the NO at the side in control to MAP as this will result in a
failure of the AFCAS VOR mode.
The use of FPV is described in section Flight Path Vector.
AP minimum use height during a non-precision approach is 250 ft AGL.
At "descent point" select the required VIS and descend to MDA, set/check missed approach
altitude in FMP altitude window. Level off at MDA.
NOTE: When, in order to level off from a descent, the altitude hold knob at the FMP is pushed,
The aircraft will level off below the altitude at which altitude hold is selected (10 per cent
of the current VIS).
RECOMMEND USE OF EFIS/AFCAS
FPA, PF/FPV ND MODE RMI ADF

AFCAS EFIS CTL or
APP TYPE ATS M/DA, REMARKS
SELECTION PNL PF PNF PF PNF pointers vector(s)
DH SELECTOR
VOR V/L ON VOR M/DA  FD FD off ROSE MAP/B VOR - If VOR approach flown manually
V/S or FPV or PNF: FD off or FPV prior to VOR
ROSE capture.
NBD HDG SELECT ON - M/DA  FD FD or MAP/B MAP/B ADF ON Monitor approach performance on
V/S FPV or or or ADF pointers (vectors)
ROSE ROSE
LOC V/L ON APP M/DA  FD FD or MAP/B MAP/B ADF  ON 
V/S (ILS) FPV or or or
ROSE ROSE
FMS NAV ON - M/DA  FD FD MAP MAP ADF ON FMS approach performance must be
PROF or or or monitored on VOR or ADF pointers
FPV VOR (vectors)
FMS LNAV NAV ON - M/DA  FD FD MAP MAP ADF ON FMS approach performance must be
ONLY V/S or or or monitored on VOR or ADF pointers
FPV VOR (vectors)
 If FPV required by PNF or for visual part of the procedure (pre)select FPA.
 If required by the instrument procedure.
APPROACH PAGE 2
NON-PRECISION APPROACH VERSION 05
ISSUE 001
PROCEDURE AND CREW COORDINATION (AP and ATS ON)
Phase PF PNF
At 2500 ft AGL Cross check Radio Altitude  Cross check Radio Altitude 
Initial approach Command: “Flap 8” Select flap 8
Set speed green dot -8
Approaching FAF Command: “Gear down, flap 25” Select gear down and flap 25
Set speed VREF25+5+Wind Corr
At FAF Command: “Start timing” (if If requested, start timimg

required)
Select required V/S Set missed approach altitide
At 1000 ft above Call: “1000 ft”
threshold
MDA + 100 ft Call: “Approaching minimums”
At MDA Level off Look for runway
Check timing
Runway in sight Call: “Landing” Call: “Runway in sight”
if runway not in sight at MAP, initiate a go-around
On glide path for Command: “Flap 42, before land- Select flap 42 and complete
landing runway ing check before landing check
Set speed VREF42+5+Wind Corr
NOTE:  Difference between Radio Altimeter 1 and 2 shall not be more than 250 ft. If dif-
ference is more apply ERRONEOUS RADIO ALT INDICATION Abnormal
Procedure (4.09.01).
CIRCLING APPROACH
Folow the non-precision approach procedure. When “runway in sight”, circle at or above MDA.
When establised on the glide path for the landing runway, select flap 42 (if required).
When using an ILS to descend to circling minima the following is recommended:
- To allow the use of ALT hold mode (inhibited after land capture) use V/L and V/S modes to
follow localizer glide slope.
---------------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 ---------------------------------------------------------------

APPROACH APPROACH
VERSION 05
NON-PRECISION APPROACH NON-PRECISION APPROACH ISSUE 001
NON-PRECISION APPROACH (TYPICAL)
o APPROACHING FAF.
- GEAR DOWN
- FLAP 25
- VREF 25 + 5 + WIND CORR
o RUNWAY IN SIGHT.
- ON GLIDE PATH FLAP 42
- VREF 42 .. 5 + WIND CORR
- BEFORE LANDING CHECK
OR
- INITIATE CIRCLING APPROACH
o CLRD FOR APPR o FAF

- FLAP 8 - TIME
- DECEL TO GREEN DOT - 10 - SET REQUIRED VIS
- SET MISSED APPROACH ALTITUDE
o AT MDA'
- LEVEL OFF
JFLT·006
- - - - - - - - - - - - - - - - - - - - - - - - AOM FOKKER 70 I AOM FOKKER 100 - - - - - - - - - - - - - - - - - - - - - - - - -

PAGE 4
APPROACH
~:
VERSION 05
NON-PRECISION APPROACH ISSUE 001
FMS APPROACH
FMS (NAV + PROF) Approach
FMS NAV and PROF mode can be used to follow a pUblished approach, available from the
FMS data base or as constructed by the pilot.
The approach performance must be monitored using the published NAVAID.
During descent inbound to the initial approach fix, FMS will reduce the speed from 250 kt to
green dot + 20.
Further speed control is automatic as a function of flap selection by the pilot according to
the following schedule:
- Flap 8 : Green dot - 10.
- Flap 25: VREF25 + 5 + wind correction.
- Flap 42: VREF42 + 5 + wind correction.
(wind correction as set at the FMS APPR page).
To ensure that the aircraft leaves the initial approach altitude towards MDA, the following
actions have to be carried out:
- Select the non-precision approach or the runway (in case of a pilot constructed ap-
proach) at the STAR page.
- Insert MDA at the approach page.
- Confirm the final approach prompt.
- Flaps must be selected.
FMS will not level off the aircraft at MDA. It is the pilot's responsibility to continue the ap-
proach, level off, or perform a go-around.
FMS LNAV Only Approach
The FMS NAV mode may be used to follow a pUblished approach available from the FMS
data base or as constructed by the pilot.
The approach performance must be monitored using the published NAVAIO.
FMS Approach Restrictions
For IRS equipped aircraft, an FMS coupled approach may not be initiated if FMS is in the
IRS ONLY mode. If FMS reverts to IRS ONLY after passing the final approach fix, the ap-
proach may be continued to MOA. Furthermore the approach may not be initiated or conti-
nued: I
- If the published NAVAID cannot be monitored.

- In case of an 'FMS LOW POS ACCURACY' alert.
For AHRS equipped aircraft, an FMS approach may not be initiated or continued:
- If the published NAVAID cannot be monitored.
- In case of an 'FMS LOW POS ACCURACY' or an 'FMS AHRS ONLY' alert.
- If the final approach prompt has not been confirmed.

PAGE 1
APPROACH APPROACH
VERSION 05
VISUAL APPROACH VISUAL APPROACH ISSUE 001
PROCEDURE
~ Aim to be stabilized at green dot + 20 when entering downwind.
~ Select flap 8 not later than abeam runway midpoint. Set speed to green dot - 10.
~ Abeam threshold select landing gear down and start timing 35 sec + !... 1 seclkt
headJtaU wind component.
~ When timing completed select flap 25 and start turn to base Jeg initially with approxf~
J
mately 25 degrees of bank. Commence and monitor the descent and set speed to
VREF25 + 5 + wind correction. When landing with flap 25 perform the BEFORE LANDING
CH ECK. Aim to be established on a 3~degreeglide path on final at approximately 800 ft.
• When landing with flap 42 select nap 42 at approx 800 ft. Set speed to
VREF42 + 5 + wind correction. Perform the BEFORE LANDING CHECK.
~ If not stabilized on speed and glide path at 500 ft AGL t initiate ago~around.
NOTE: 1. The use Of FPV in the circuit is described· in section Flight Path Vector.
2. When thellS frequency for the landing runway is selected ~GUDE SLOPE'
warnings from the GPWS may occur on base leg or final approach. These
warnings can be cancelled by pushing the GSWNG INHIBIT button on the
overhead AVIONICS panel.
3. If I during manual flight with LVLCH descent seleoted l the pItch commands are
not followed ATS win not oontrol to the selected speeds. To assure proper
speed control it is recommended that. when maneuvering the aircraft manually
during visual flight J both FDls are selected off or FPV is selected.
AFCAS Fllght Path Angre Protection
Flight path angle protection safeguards against Jhigh sink rate-low speed J conditions as
may e.g. develop during a performance decreasing windshear on final approach. This
mode becomes active below 1000 ft AGL when flaps are beyond 22 degrees and the flight
path angle exceeds -3,5 degrees. In this condition, ATS win control to a speed whioh is
a kt higher than VMA for every 1 degree that the flight path angle is steeper than - 3.5 de~
grees (VMA and VSEL at the PFD are notaffeoted).
If these conditions occur during an Inteotfonal steep approach, override ATS until inter-
cepting the normal approach angle.
- - - - - - - - - - - - - - - - - - - - - - - - - A O M FOKKER 70/ AOM FOKKER 100 - - - - - - - - - - - - - - - - - - - - - - - -

PAGE 2
APPROACH
VERSION 05
VISUAL APPROACH ISSUE 001
VISUAL CIRCUIT (TYPICAL)
o ENTERING DbwNWIND:
o ABEAM RUNWAV MIDPOINT: -1500 ft>AGL
- GREEN DOT +2U
.... FLAPS
- OECEL TO GREEN DOT _. 10
O>ABEAMTHRESHOLO:
o Tl.lRNING BASE LEG: - GEAR DOWN
,.... FLAP 25 - TIME3S sec+I-1 secl~WINDCOMPONENT
.... VREF ~S + 5+ WINOCORR
o APPROX 800 ft:

- FLAP 42
- VREF 42 + 5+ WIND CORR
,....SEFORELANOINGCHECK
JFLT·005
LANDING PAGE 1
VERSION 12
ISSUE 001
PROCEDURE
- Do not exceed a rate of descent of 1000 ft/min during the final approach.
- Cross the threshold at 50 ft at VREF.
- Initiate the flare between 50 ft and 30 ft and slowly control/monitor the thrust levers to idle.
NOTE: Elevator forces are light and thrust reduction does not cause a noticeable trim change.
Stabilizer trimming during the flare is not recommended.
- ATS will automatically retard the thrust levers to idle at 50 ft and will disengage upon touch-
down.
- Upon touchdown of the main landing gear, lower the nose wheels, pull the reverse levers to
reverse idle position (detent). PNF monitors speed and engine parameters.
- After nose wheel touchdown, apply brakes as required. 'Aerodynamic' braking is not recom-
mended.
- At 60 kt the PNF calls "Sixty".
- If applicable disconnect AP.
- When reaching taxi speed, select forward idle thrust.
REVERSE THRUST
- Idle Reverse thrust is normally used for all landings.
- Max Reverse thrust may only be used for operations on contaminated runways with a reduced
runway surface friction coefficient and in emergency conditions. Reduce to Idle Reverse thrust
not later than 60 kt. Below 60 kt the reverse thrust levers must be in the reverse idle or stowed
position.
- In case of emergency, Max Reverse thrust may also be applied below 60 kt.
- In all cases where below 60 kt the reverse thrust levers were not in the reverse idle or stowed
position, high fan blade stresses may have occurred and therefore specific maintenance
actions must be accomplished before further flight.
NOTE: Because ABS (if installed and selected) controls to a constant aircraft deceleration,
selecting reverse thrust will only replace wheel braking partly by reverse thrust braking.
- Maximum efficiency is obtained when reverse is selected immediately after main wheel touch-
down when the engines are still at the approach idle setting.
- If directional control problems occur, reduce to Idle Reverse thrust or select forward idle thrust.
- To accomplish manual override of the liftdumper system, both reverse thrust levers shall be
selected to the reverse idle position or the reverse max position. Therefore if reverse thrust is
required with one engine inoperative, use both reverse thrust levers to obtain manual override
of the liftdumper system and additional drag from the deployed reverser on the inoperative
engine.
CAUTION: AFTER REVERSE THRUST HAS BEEN SELECTED, A FULL STOP LANDING
MUST BE MADE.
CROSSWIND LANDING
When the aircraft is landed manually during crosswind conditions, apply rudder to decrab before
commencing the flare and simultaneously start banking gently into the wind in order to maintain
runway centerline. Aim for a positive touchdown on the upwind wheels. Counter the tendency for
the upwind wing to lift by decisive use of ailerons.

LANDING PAGE 2
VERSION 12
ISSUE 001
SHORT LANDING
- If installed, select ABS to HI.
- Select speed brake out when reducing to final approach speed.
- To shorten the landing flare, override ATS at approx 50 ft and reduce to idle thrust.
- Immediately upon touchdown select Idle Reverse thrust and simultaneously lower the nose
- To obtain maximum deceleration apply maximum braking (ABS, if installed, will switch to OFF
automatically when both brake pedals are depressed).
- When reaching taxi speed, deactivate ABS or release brakes and select forward idle thrust.
- Expect hot brakes; release the parking brake when chocks are in place after parking.
AFTER LANDING
After landing:
- Start APU, if not done yet.
- Select lift dumpers, speed brake and flaps in/up.
- Select EFIS DU's, WXR and FD's off.
- Select window and probe heat off.
To conserve brakes and fuel, one engine may be shut down after flaps, lift dumpers and speed
brake are retracted. Observe one minute at idle for engine cool down.
PARKING
It is recommended to operate the engines for one minute at idle before shutting down (taxi time
may be credited).
When brake temperatures are higher than normal or when hot brakes are anticipated (aircraft
without brake temperature indications), release the parking brake when wheel chocks are in
place.
In wind speeds above 50 kt (25 kt on icy ramp) park nose in the wind, keep parking brake on and
have wheel chocks placed in front and behind the main wheels.

GO-AROUND PAGE 1
VERSION 05
ISSUE 004
GENERAL
A go-around must be initiated by TOGA trigger activation in order to ensure the following:
- ATS will select GA EPR (if at standby, ATS will engage automatically).
- After rotation to go-around attitude, AP/FD will first limit the rate of climb to 2000 ft/min and
subsequently the speed to 200 kt.
- F-speed is displayed automatically.
- If FPV was on or FD switched off, FD is automatically displayed at the PFD to provide go-
around guidance.
- The speed brake will retract automatically and the lift dumpers will disarm.
- WING and TAIL ANTI-ICING will be de-activated for approx 60 seconds.
NOTE: If in case of a wave-off the main landing gear touches the runway, ATS will be disen-
gaged and remain disengaged until the aircraft is airborne again. In such case apply
manual thrust as required.
Flap retraction must be initiated when a positive climb has been established.
If flaps 25 (or less) had been used during approach, select flaps up.
If flaps 42 had been used for the approach, select flaps to 15 degrees initially.
Proceed as for take-off.
PROCEDURE AND CREW COORDINATION
Phase PF PNF
Go-around Call: "Go-around" and
simultaneously pull TOGA
triggers.
Monitor/control thrust levers to Monitor GA EPR, adjust if
GA EPR. necessary.
Monitor/control rotation to GA
attitude (max 18 deg).
Check FMA thrust and vertical Check FMA thrust and vertical path
path windows display GA green. windows display GA green.
Positive climb Call: “Positive”
Command: “Flap 15 (or up)”, Select flap 15 (or up),
gear up’. Select gear up
Proceed as for take-off
NOTE: If in case of a wave-off the main landing gear touches the runway, a momentary take-off
configuration warning may be presented until flaps are retracted to 15 degrees or less.
If the missed approach procedure is part of the FMS data base, select NAV and PROF (if installed)
after completion of the go-around maneuver.

GO-AROUND PAGE 2
VERSION 05
ISSUE 004
INTENTIONALLY
LEFT
BLANK

7.08.01
FLIGHT PATH VECTOR
VERSION 05
ISSUE 001
GENERAL
FPVis computed from data obtained from FMSand IHS1AHRS.
When the FD/FPV switch at the FMPis selected to FPV, the green FPVsymbol is dis~
played at the PFO.
FPV provides a two-dimensional display of drift angle and flight path angle.
In the figure below the vertical distance between the FPV symbol and the horizon repre~
gents the flight path angle (Y) and the horizontal distance between the FPV symbol and the
center afthe aircraft symbol ('bore sight') represents the drift angle (0).
When the FPV is below the horizon the aircraft is descending: conversely the aircraft is
cJirnbing when the FPVis above the horizon.
When. the FPVis at the right of the 'bore sight' , the aircraft drifts to the right; conversely the
aircraft drifts to the left if the FPVis althe left of the 'bore sight'.
WhenFPA is. selected at the EFIS control panel. a blue flight path angle target symbol is
displayed at the PFO and FPVis annunciated in the PATH and LAT window of the FMA.
The target angle { + for climb. - for· descent) can be selected.
NOTE:> In aircraft equipped withAHHS. FPV is only available when FMS is in R/Amode.
---20
CENTER OF AlRCRAFT SYMBOL

10--- (BORE SIGHT)
LONGITUDINAL AXIS
HORIZON ()
GREEN FPVSYMBOL
BLUE fLIGHT
PATH TARGET
(J = PITCH ANGLE
Y= FLIGHT PATH ANGLE
Ct' = ANGLE OF ATtACK

D = DRIFT ANGLE
JFLt-007
- - - - - - - AOMFOKKER 70lAOM FOKKER 100 - - - - - . . . - - - -

7.08.01
FLIGHT PATH •VECTOR
VERSION 05
ISSUE 001
USE OFFPV
The use of FPV duringinstrumenfapproachesand for visual approaches can be very
helpful. Especially in those cases where visual cues are degraded (in heavy rain or up-
sun) or misleading (sloping terrain, runwaysWithanabnbrmallength/width ratio) and during
dark hole approaches the use of FPY is recommended.
Non-precision Approach
- Determine the required approach angle.
- Prior to leaving the FAFselect FPV and set FPA to the required approach angle
(e.g ....·3,0 deg).
- Passing the FAF or the calculated descent point at the prescribed altitude, pitch theFPY
down tathe FPAtarget.
- Maintaining FPY in line with the EPA target ensures thatthe required approach angle is
flown,irrespective of head or tailwind.
- Primarily maintain lateral. path by monitoring the ADFor VOR needles or by keeping the
course deviation bar or localizer pointer centered. Asa reference. use the green track
pointer at the NDto correct towards and maintain the required lateral path.
- At M DA bring the FPV on the horizon for level flight.
Visual Approach
- Prior to entering downwind select.FPVand set FPA to ... 3.0 deg.
- On downwind, With AP off, set heading bug to the reciprocal of the runway heading. To
fly the correct downwind track corrected for drift, align FPV With heading bug. Keep FPV
on the horizon to maintain level.
• When turning base leg, pitch the aircraft doWn until the FPV is aligned with the FPA tar-
get.
- On final,crosscheck that the FPA target is maintained. If too high, place the FPV below
the FPA target; conversely, if too low. When returned to the desired flight path return the
FPV to the FPA target.
CAUTION: FPV IS NOT A PRIMARY FLIGHT iNSTRUMENT. IT MAY GIVE THE WRONG
IMPRESSION OF BEING WELLESTABLISHED,ALTHOUGH THE AIRCRAFT
IS OFF THE CENTERLINE OR GLIDE SLOPE. AFTER A DEVIATION FROM
THE INTENDED PATH, SIMPLY ADJUSTING THE FPY DOES NOT PROVIDE
A CORRECTION TOWARDS THE INTENDED PATH, BUT WILL RESULT IN
PARALLELUNG. THEREFORE, ALWAYS USEFPV IN COMBINATION WITH
RAW DATA AND ALTIMETER, AND/OR VISUAL CUES.
- - - - - -.............. AOM FOKKER 70 I AOM FOKKER 100 - - - - - - , - -

ABNORMAL OPERATION PAGE 1
VERSION 09
ISSUE 001
GENERAL
This section contains flight techniques recommended for use in case of abnormal aircraft configu-
ration. Additional information is available in the chapters Abnormal and Emergency Procedures.
For crew coordination, use of checklist and other details refer to the section General of the Abnor-
mal and Emergency Procedures.
Rejected Take-off (RTO)
If during the take-off roll, before V1, an alert from the flight warning system occurs or if an emer-
gency situation arises, the take-off should normally be rejected. The following procedure/crew
coordination is applicable in case the take-off is rejected at high speed:
Phase Captain First Officer
Simultaneously apply full brakes Monitor captain's actions.
and select idle thrust, followed by
Max Reverse thrust, if deemed nec-
"Stop call" essary
Maintain maximum braking and (if
applied) Max Reverse thrust until
stopping on the runway is assured.
Command the applicable emer- Inform ATC.
Aircraft stopped cency procedure Carry out the emergency procedure,
(if required). if commanded.
If it is decided to evacuate the aircraft, complete the ON GROUND EMERGENCY / EVACUATION

checklist. In case it is decided not to evacuate, leave the runway, if feasible.
NOTE: 1. Above 80 kt all alerts from the flight warning system are inhibited except engine fire,
failure, overheat and (for some aircraft configurations) APU fire. Except in case of an
engine fire, MFDS does not display any procedures while the aircraft is on the ground.
If an engine fails without signs of damage or fire, execution of the engine fail proce-
dure is not required but consider securing the engine .
2. If required Max Reverse thrust may be used until standstill. The use of Max Reverse
thrust below 60 kt may result in high fan blade stresses and therefore specific
maintenance actions must be accomplished before further flight.
3. An RTO executed at high speed will cause hot brakes. Peak brake temperatures will
be indicated approximately 5 minutes after the RTO.
CAUTION: A SUBSEQUENT TAKE-OFF SHOULD NOT BE ATTEMPTED WITHIN
10 MINUTES AFTER THE RTO.
4. In case a subsequent take-off is thought feasible, select CLB at the TRP and then
select the required take-off thrust rating in order to cancel the MFDS take-off inhibit
timer.
5. When returning from the runway after an RTO, the take-off configuration alert is acti-
vated when more than idle thrust is used and the flight control lock is engaged.
6. Aircraft equipped with ABS:
When armed, ABS will apply full brakes when the thrust levers are retarded above 80
kt. Do not cancel ABS unless it is positively assured that the aircraft can be stopped
on the runway or ABS failure is imminent.

VERSION 09
ISSUE 001
SINGLE-ENGINE OPERATION
Engine Failure during Take-off after V1
Definitions
EO ACCEL ALT : Engine-out acceleration altitude. EO ACCEL ALT for the ATA profile is nor-
mally 1000 ft AGL (IATA profile is 1500 ft AGL). EO ACCEL ALT is dis-
played at FMS TO page.
: Engine-out SID as present in the FMS data base for the take-off runway. If
EO SID
present, displayed at FMS SID page.
DIVERSION POINT : Point where the EO SID deviates laterally from the all-engine SID.
General
The procedure described below presupposes engine failure between V1 and V2.
If the engine fails before V2, AP/FD commands will capture and maintain V2.
If the engine fails above V2, AP/FD will maintain the speed existing at engine failure.
If above 400 ft AGL with AP and FD engaged and the EO procedure requires a turn, make sure
that the speed is at least V2+10. This to avoid possible stick shaker activation in turbulence.
If the speed is below V2+10, limit the bank angle by selecting HDG SELECT and set bank limit
selector to 15 degrees at FMP.
Upon selection of LVLCH at EO ACCEL ALT, the aircraft will level off and the speed target (VSEL
bug) will change automatically from the pre-selected departure speed to green dot. When the air-
craft accelerates through F-speed, select FLAPS up. When reaching green dot, select MCT. The
aircraft will now commence to climb with green dot to FMP altitude.
When the AP is selected on while in the TO mode, both AP's will engage. In case of engine failure
automatic rudder compensation for asymmetric thrust is provided.
When leaving the TO mode (upon selection of LVLCH or upon PROF capture at EO ACCEL ALT)
AFCAS reverts to single AP and automatic rudder compensation will be cancelled. Be prepared to
counteract the resulting yaw.
In case of engine fire after V1, it is recommended to wait with the emergency procedure actions
(except cancellation of the aural and visual alerts) until reaching 400 ft AGL.
An engine fire will not necessarily be accompanied by thrust loss.
If no EO SID exists and terrain clearance is no factor, consider to climb on runway heading, disre-
garding the SID. In this case cancel NAV by selecting HDG hold or HDG SELECT and inform ATC.
Engine-out Confirmation at FMS
Upon engine failure an 'engine-out confirm/clear' line is automatically displayed at the FMS CDU.
- When taking off in AFCAS only, engine-out confirmation is not immediately required.
- In NAV (no PROF) engine-out confirmation is only required in case an EO SID for the take-off
runway is present in the FMS data base. If the engine-out condition is confirmed before the
diversion point, the aircraft will follow the EO SID. If engine-out confirmation occurs after diver-
sion point, the all-engine SID will be followed. (To check whether an EO SID is present in the
FMS data base push the EO key at the FMS CDU after inserting the flight plan.)
PROF Mode (if installed)
When PROF is armed, 'engine-out' confirmation ensures that the speed target changes from the
FMS departure speed to green dot and that all FMS flight plan predictions become available for
single-engine flight.
PROF captures at EO ACCEL ALT and the aircraft will level off automatically. The speed target
changes to green dot. When the aircraft accelerates through F-speed the pilot must retract the
FLAPS. MCT is set automatically upon reaching green dot speed and the aircraft will climb with
green dot to FMP altitude.

ABNORMAL OPERATION ABNORMAL OPERATION PAGE 3
VERSION 05
ISSUE 001
Procedure and crew coordination (NAV only)

Phase PF PNF
V1 Call: “V1”
VR Call: “Rotate”
directed by FD
Engine failure recognition Call: “Engine 1/2 failure”
Command: “Gear up” Select gear up
Above 35 ft Command: “AP 1/2 on” Select AP 1/2 on
Check speed not below V2 Check FMA displays AP
NAV capture Check FMA displays: Check FMA displays:
NAV green NAV green
If required, command: If requested, confirm engine-
“Confirm engine-out” out at FMS.
1000 ft AGL Command: “Level change” Select LVLCH
Apply rudder trim Check FMA displays
IASE green
Check VSEL reverts to green
dot
F speed Command: “Flaps up” Select flaps up
Green dot speed Command: “MCT” Select MCT and check FMA
displays MCT green
When convenient Command: Carry out engine fail
“Engine fail, procedure” procedure.
Upon completion call: “Engine
fail procedure completed”
Climb at green dot speed to single-engine cruise level. When level, accelerate to single-engine
cruise speed. If returning to the departure airport, accelerate to green dot +20 when level.

ABNORMAL OPERATION ABNORMAL OPERATION PAGE 5
VERSION 05
ISSUE 001
Procedure and crew coordination (NAV and PROF, if installed)

Phase PF PNF
V1 Call: “V1”
VR Call: “Rotate”
directed by FD
Engine failure recognition Call: “Engine 1/2 failure”
Command: “Gear up” Select gear up
Above 35 ft Command: “AP 1/2 on” Select AP 1/2 on
Check speed not below V2 Check FMA displays AP
NAV capture Check FMA displays: Check FMA displays:
NAV green NAV green
Command: “Confirm engine-out” Confirm engine-out at FMS.
1000 ft AGL Check FMA displays: Check FMA displays:
IASE green IASE green
Apply rudder trim and VSEL reverts to green dot
F speed Command: “Flaps up” Select flaps up
Green dot speed Check MCT green Check MCT green
When convenient Command: Carry out engine fail
“Engine fail, procedure” procedure.
Upon completion call: “Engine
fail procedure completed”
Climb at green dot speed to single-engine cruise level. When level, accelerate to single-engine
cruise speed. If returning to the departure airport, accelerate to green dot +20 when level.

VERSION 07
ISSUE 001
Engine Failure en Route

- Perform the engine failure and the single-engine procedure.
- If obstacle clearance is no factor:
- Lower the FMP altitude but dot not select LVLCH.
- Select V/S and use normal descent speed schedule.
- If obstacle clearance is limiting:
- Lower the FMP altitude but do not pull the ALT knob.
- The aircraft will decelerate level. Driftdown commences upon reaching green dot speed.
NOTE: Pulling the ALT knob will result in LVLCH DES mode with the live engine reduced
to LL thrust.
PROF (if installed)
When an engine fails or is shut down while cruising in PROF, the following procedure applies:
- Confirm the EO condition at FMS (MCT selected automatically, engine-out predictions avail-
able).
- Lower FMP altitude to predicted single-engine ceiling and pull ALT knob at FMP to arm drift-
down.
- The aircraft will decelerate level. Driftdown commences upon reaching green dot speed.
Single-engine Approach
NOTE: The recommendations below are given to assist the individual operator in developing a
specific company procedure. No consideration has been given to local Airworthiness
Authority directives which may dictate otherwise.
Approach recommendations:
- If landing weather conditions are CAT II or worse and the engine failure occurs before FAF:
- If operationally feasible, divert to an airport where weather conditions are CAT I or better.
- If operationally not feasible, continue the planned approach and landing. Autoland (if
allowed) is recommended.
- If engine failure occurs after FAF:
- Continue with planned approach and landing. Autoland (if allowed) is recommended.
Procedures
Use flap 25 for all single-engine landings.
ILS approach: - Normal procedure.

- Use of autoland (if allowed) is recommended.
Visual approach: - Normal procedure.

- Use of AP and ATS is recommended.
Non-precision approaches: - Maintain gear down, flap 8 and green dot – 10 until
(Straight in and circling) established on glide path for the landing runway.
Then select flap 25 and reduce to VREF25 + 5 + wind cor-
rection.
- Use of AP and ATS is recommended.
NOTE: If the Single-engine approach is made due to a Thrust Reverser deployment in flight, do
NOT descend below 1000 feet AGL until landing is assured. Descent below 1000 ft
requires that the landing be completed.

VERSION 07
ISSUE 001
Engine Failure during Approach (Flap 42)

Should an engine fail during final approach with flap 42, the decision to continue the approach or
go-around depends on airplane position, performance, and weather conditions.
If the approach is continued and the aircraft is above 500 ft AGL, add thrust, raise flaps to 25 and
add 10 kt to VREF.
Below 500 ft AGL, add thrust but do not select flap 25.
NOTE: During an ILS approach with a LAND 2/3 annunciation, speed selections (FMP) are inhib-
ited below 500 ft (speed select light out).
Single-engine Landing
Use flap 25 for landing. On short final, after the decision to land, order the PNF to select the rud-
der trim to neutral.
NOTE: To ensure manual lift dumper extension select BOTH reverse thrust levers to the reverse
idle or reverse max position.
Single-engine Go-around
The single-engine go-around procedure is similar to the normal (2-engine) go-around except that,
after rotation to go-around attitude, AP/FD will first limit the rate of climb to 1000 ft/min and subse-
quently the speed to 200 kt.
If the go-around is commenced out of a LAND 2/3 condition (2 AP's engaged) rudder compensa-
tion for asymmetric thrust is automatic. When leaving the GA mode (upon PROF capture or
LVLCH selection) AFCAS reverts to single AP and automatic rudder compensation will be can-
celled. Be prepared to counteract the resulting yaw.
OPERATION WITH ONE ENGINE AT LOW OR IDLE THRUST

Several engine related procedures may result in a condition where, for safety reasons, the engine
is not shut down, but kept running at idle thrust.
To minimize the operational disadvantages of this condition (a.o. ATS is not available), the follow-
ing procedure is recommended:
- Land as soon as practicable.
- Select FMS engine-out page (if available) and confirm the engine-out condition.
- Select TCAS TA mode.
- If aircraft performance is critical, select the air conditioning system to ECON if above approx
13 500 ft and switch both packs off below this altitude.
- Check fuel management.
- Select MCT at TRP.
- Use flap 25 for landing.
- Upon landing select both reverse thrust levers to the reverse idle position.
In case of a go-around:
- Pull TOGA trigger(s) (ATS engages), disconnect ATS and manually set GA thrust on the non-
affected engine.
- Use 1000 ft/min V/S to climb to EO ACCEL ALT.
- Follow procedure for Single-Engine Go-Around.
LANDING WITH HYDRAULIC SYSTEM FAILURES

System 1 Failure
- Establish landing configuration early.
- Select gear and flaps via the alternate systems.
- Use flap 25 for landing, runway length permitting.
- Thrust reversers are inoperative.
- Select both reverse thrust levers to the reverse idle position to ensure manual lift dumper
extension after landing.
- Nose-wheel steering is inoperative. Be prepared to use asymmetric braking for directional con-
trol.
- Clear the runway, if feasible, but do not taxi.

VERSION 11
ISSUE 002
NOTE: In case of a go-around, the landing gear cannot be retracted. Flaps must be operated via
the alternate system.
Total System Failure
- Elevator force increases to approx five times normal. Aileron force increases to approx two
times normal. Stabilizer trimming is available via the ALTN STAB control. Avoid large out of
trim situations. Reduced rudder control, requiring high pedal force, is available at landing
speed. The maximum crosswind component is 10 kt.
- Select gear and flaps via the alternate systems.
- Thrust reversers are inoperative.
- Use ATS. If not available the PNF should assist by controlling the speed during final approach
and landing.
- Select both reverse thrust levers to the reverse idle position to ensure manual lift dumper
extension after landing.
- Apply brakes and maintain pressure until taxi speed is obtained. Avoid anti-skid system activa-
tion. Monitor alternate brake system pressure.
- Nose-wheel steering is inoperative. Be prepared to use asymmetric braking for directional con-
trol.
- If possible clear the runway, but do not taxi.
NOTE: In case of a go-around, the landing gear cannot be retracted. Flaps must be operated via
the alternate system.
LANDING WITH A JAMMED STABILIZER

- Complete the JAMMED STABILIZER procedure (see Abnormal Procedures).
- Anticipate higher than normal elevator force during approach and landing.
- Fly a normal approach, make thrust reductions in small steps.
- Start flare slightly above VREF, avoid prolonged hold-off.
LANDING WITH FLAPS LESS THAN 25

General
- If necessary, burn off fuel to reduce the landing speed.
- A straight-in approach, using AP and ATS, is recommended.
- Select the longest runway available, considering wind and braking action; runways with ILS or
visual approach slope guidance are preferred.
- For landing distance refer to flap asymmetry procedure (Abnormal Procedures).
- Select GPWS FLAP OVRD switch to ON.
NOTE: The top of the amber strip at the PFD speed scale indicates VREF for the actual flap posi-
tion.
Procedure
- Aim to be established with green dot + 20 at 2 dots below the glide slope (approx 9 NM), or a
comparable position on the center line.
- Select VREF (for the existing flap) + 5 + wind correction.
- At 1 dot, select gear down and perform BEFORE LANDING CHECK.
- In order to stabilize on final approach speed, speed brake extension may be necessary in con-
ditions of low weight, low OAT, little wind and zero flap.
- Aim to be stabilized on speed and glide slope at 1000 ft.
- Before landing disengage AP and reduce thrust to cross the threshold at VREF.
- Anticipate increased floating. Ensure landing in the touchdown zone.
- After landing, apply reverse thrust and brakes without delay.

VERSION 11
ISSUE 002
OVERWEIGHT LANDING
In case technical or operational reasons require a landing above the maximum landing weight, the
following procedure should be applied:
- Determine the approach and landing configuration as a function of the climb-limited weight.
- Check available landing distance.
- Perform a normal approach and landing.
NOTE: A landing in excess of the max structural landing weight must be reported to mainte-
nance.
EMERGENCY DESCENT
General
In case of rapid decompression combined with a high flight altitude, apply the procedure for
'excessive cabin altitude', as presented at MFDS and subsequently follow the emergency descent
procedure as described below. It is recommended to keep the AP engaged throughout the maneu-
ver. If ATS is engaged, depress either AT disconnect button while retarding the thrust levers. If
structural damage is suspected, limit speed and reduce maneuvering loads as much as possible.
In case prolonged flight above 10 000 ft is required, select oxygen mask regulators to NORM.
When the oxygen masks are no longer required, close the doors of the mask compartment and
push the reset lever fully down in order to restore radio communication to normal.
Procedure
PF PNF
EMERGENCY Command: “Fasten seat belt” and

DESCENT “Emergency Descent” “No smoking” signs ON
Disconnect ATS, thrust levers idle Transponder 7700
Speed brake out Inform ATC
At FMP select: 10 000/MEA
LVLCH
MMO/VMO

PAGE 11
ABNORMAL OPERATION
VERSION 05
ISSUE 002
FLIGHT WITH UNRELIABLE AIRSPEED INDICATION (Fokker 70 only)

The following information is provided to assist the crew in controlling the aircraft speed in
case airspeed indication is lost or becomes unreliable during flight.
Although highly unlikely, this situation could occur e.g. in case of a radome burst due to
bird strike.
The information is based on the use of N1 and pitch attitude for a certain configuration and
flight phase. N1 values are valid for a clean aircraft and do not take into account possible
extra drag due to airframe damage.
SPEED CONTROL WITH UNRELIABLE AIRSPEED INDICATION FOKKER 70
FLIGHT DEG PER CENT N1 WEIGHT x 1000

IAS/M REMARKS
PHASE PITCH 620-15 LBS
KG
CLIMB
FL160 250 +7 87
FL 180 280 +4 89 40 88
FL250 280 +3 91
FL 300 M.70 +2 92
CRUISE
F~ 250 +2 67
FL 180 280 +1 73 40 88
FL250 280 +1 76
FL30G M.70 +2 78
DESCENT
FL 300 M.70 -3 I
FL 250 280 -3 D 36 80
FL 180 280 -4 L
FL 100 250 -2 E
APPROACH
LANDING
(sea level)
Clean Green dot+ 20 +5 55 Level flight
Flaps 8 Green dot-10 +6 55 36 80 Level flight
FJaps 25, 3 deg gradient,
gear down VREF25+ 5 +3 53 no wind
Flaps 42, 3 deg gradient,
gear down VREF42+ 5 0 64 no wind
For ISA + 20 add 2 per cent N1.

For ISA - 20 subtract 2 per cent Nl.

7.09.01
ABNORMAL OPERATION
VERSION 05
ISSUE 002
FLIGHT WITH UNRELIABLE AIRSPEED INDICATION (Fokker 100 only)

The following information is provided to assist the crew in controlling the aircraft speed in
case airspeed indication is lost or becomes unreliable during flight.
Although highly unlikely, this situation could occur e.g. in case of a radome burst due to
bird strike.
The information is based on the use of N1 and pitch attitude for a certain configuration and
flight phase. Nl values are valid for a clean aircraft and do not take into account possible
extra drag due to airframe damage.
SPEED CONTROL WITH UNRELIABLE AIRSPEED INDICATION FOKKER 100
FLIGHT DEG PER CENT N1 WEIGHT x 1000

IAS/M REMARKS
PHASE PITCH 620-15 650-15 KG LBS
CLIMB
FL 1"5'0 250 +6 87 82
FL 180 280 +4 89 83 45 98
FL 250 280 +3 91 86
FL 300 M.70 +2 92 88
CRUISE
FL~ 250 +2 69 67
FL 180 280 +1 75 72 45 98
FL250 280 +1 78 75
FL300 M.70 +2 82 78
DESCENT
FL300 M.70 -3 I I
FL250 280 -3 D D 40 88
FL 180 280 -4 L L
FL 100 250 -2 E E
APPROACH
LANDING
(sea level)
Clean Green dot + 20 +5 57 57 Level flight
Flaps 8 Green dot - 10 +6 58 58 40 88 Level flight
gear down VREF25+ 5 +3 55 55 no wind
gear down VREF42+ 5 -1 66 66 no wind
For ISA + 20 add 2 per cent Nl.

For ISA- 20 subtract 2 per cent Nl.

VERSION 09
ISSUE 001
FUEL LEAK ISOLATION

AFTER COMPLETING THE FUEL LEAK PROCEDURE IN SECTION 4.06.01 (ABNORMAL
PROCEDURES - FUEL) AND ONLY IF TIME PERMITS, THE FOLLOWING PROCEDURE MAY
BE APPLIED TO ISOLATE THE FUEL LEAK AND TO MAXIMIZE RANGE. LANDING MUST
NOT BE DELAYED.
MONITOR TANK QUANTITIES
■ If fuel leakage stopped:
DO NOT USE X-FEED (even if required by another procedure)
■ If fuel leakage continues:
! If fuel leakage is visible from wing tank:
! When COLL TK LO LEVEL alert:
X-FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL PUMPS AFFECTED SIDE. . . . . . . . . . . . . . . . . . . . . . . . . . OFF
! If fuel leakage is NOT visible from wing tank:
Affected side (low fuel quantity):
THRUST LEVER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
FUEL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
SINGLE ENGINE PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
! If fuel leakage stops:
X-FEED MAY BE USED
! If fuel leakage continues:
DO NOT USE X-FEED (even if required by another procedure)
FUEL PUMPS AFFECTED SIDE . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ENGINE RELIGHT MAY BE CONSIDERED:
FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH TO RESET
FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
RELIGHT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Remarks:
- If an engine is shut down take care to select the correct fuel lever and the correct fire handle as
the lights in the affected fuel lever and fire handle will not be on. To pull the fire handle depress
the latch override button behind the handle.
- The fuel fire shutoff valve is located at the rear side of the wing. Closing the valve isolates the
wing tank from the fuel supply line to the engine.
- A leak upstream of the fuel fire shutoff valve may be a fuel leak in the wing tank. The leakage
may be seen from the cabin. Such a leak is associated with a total fuel quantity decreasing at
an abnormal rate, one wing tank quantity decreasing at an abnormal rate and a normal fuel
flow.
- A leak downstream of the fuel fire shutoff valve may be a leak in the fuel supply line from the
wing tank to the engine or a leak on the engine. Such a leak is associated with a total fuel
quantity decreasing at an abnormal rate, one wing tank quantity decreasing at an abnormal
rate and possibly any or all of the following: a low fuel pressure indication, fluctuating engine
parameters at higher thrust settings and/or a higher than normal fuel flow.
NOTE: When an engine fuel flow exceeds 9999 kg/hr (or 9999 lb/hr) the MFDS Fuel Flow
indication will be 0.

VERSION 09
ISSUE 001
INTENTIONALLY
LEFT
BLANK

VERSION 01
ISSUE 001
RADIO ALTIMETER ERRONEOUS INDICATIONS

The Radio Altimeters may provide erroneous height indications, which, in absence of a Radio
Altimeter flag, may be recognized as valid information by the aircraft systems. Depending on the
flight phase a LH or RH erroneous Radio Altimeter height indication may result in one or more of
the following effects:
 Erroneous Radio Altimeter indication on LH or RH PFD in either amber or green
depending on height;
 Discrepancy between both PFDs (RA, FMA, FD);
 COMPARE RADIO ALT level 1 alert *;
 Untimely LG NOT DOWN warning while the aircraft is above 1000 ft AGL and the land-
ing gear is not down;
 Untimely GPWS alerts;
 Thrust levers retarding to idle (if not already in idle) with or without RET and FLR mode
indicated in FMA at affected side.
NOTE: During ILS approach with non-affected side AP initially engaged, if the errone-
ous Radio Altimeter height indication is 50 ft or lower, RET and FLR mode will
capture when passing approximately 900 ft AGL;
 Removal of flight director and VMA amber band on EFIS;
 Ground reference pointer in view at EFIS altitude scale;
 STAB TRIM 1+2 FAULT (possibly delayed);
 Inability of autopilot to become redundant in LAND mode;
 No automatic GA mode and GA thrust when pulling TOGA triggers;
 No altitude capture at selected GA altitude.
 if LH RA is affected and if LH RA indicates less than 1000 ft, Flight Warning System will
default to flight phase 6, 8 or 9, causing multiple warnings and alerts to be inhibited,
including altitude alert and C-chord. Standby Annunciator Panel indications will not be
affected.
NOTE: * Selection of EFIS alternate source RA will only affect Radio Altimeter indication on EFIS
and will not change the Radio Altimeter source used by other aircraft systems.
During all phases of flight, the flight crew must monitor and crosscheck all primary flight parame-
ters and FMA indications. In addition, during approach at 2500 ft AGL crosscheck LH and RH RA.
If an erroneous Radio Altimeter height indication is observed, or in the event of an unexpected
ATS RET mode engagement (RET in FMA THR window) apply ERRONEOUS RADIO ALT
INDICATION procedure in order to reduce the fault effects. It is recommended to select AP at non-
affected side.
In case a go-around is required before completion of ERRONEOUS RADIO ALT INDICATION
procedure:
TOGA TRIGGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
AP/ATS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
THRUSTLEVERS. . . . . . . . . . . . . . . . . . . . . SELECT GO-AROUND THRUST
PITCH. . . . . . . . . . . . . ROTATE TO GO-AROUND ATTITUDE (MAX. 18 DEG)
FD COMMANDS . . . . . . . . . . . . . . . . . . . . . . .DISREGARD AFFECTED SIDE
Continue with the go around procedure. It is recommended to engage the non-affected side
AP.

VERSION 01
ISSUE 001
INTENTIONALLY
LEFT
BLANK

CRITICAL FLIGHT CONDITION PAGE 1
VERSION 05
ISSUE 003
STALL WARNING / (APPROACH TO) STALL RECOVERY

General
A pre-stall warning is provided at each control column by means of a stick shaker. The shaker pro-
vides a clear warning of impending stall in all configurations and most flight conditions. At high alti-
tudes airframe buffet will occur before shaker activation. A stick pusher is installed to limit a
dynamic overshoot beyond the stall angle of attack. The stick pusher is activated as a function of
angle of attack and angle of attack rate.
The ailerons, elevator and rudder remain effective during the stall. Decisive forward movement of
the control column provides a rapid recovery. Wing dropping tendencies, if present, can be con-
trolled by aileron applications.
Stall Recovery
An (approach to) stall can occur at any attitude and at any point of the aircraft's flight envelope and
may be recognized by one or more of the following phenomena:
 continuous stick shaker activation
 buffeting, which could be heavy at times
 stick pusher activation
 inability to arrest descent rate.
At the first indication of (approach to) stall immediately apply the following actions:
- Disconnect AP and ATS;
- Apply nose down pitch control to reduce the angle of attack until buffet or stick shaker stops;
- Roll the aircraft towards the roll pointer to wings level;
- Apply thrust as required;
- Retract speed brake (if selected);
- Apply gentle control inputs when re-establishing desired flight path to avoid secondary stalls;
- After recovery reconfigure the aircraft as necessary.
NOTE: 1. Do not follow FD commands during stall recovery.
2. Manual control is essential for recovery in all situations. Apply decisive nose down
pitch control until out of stall conditions (no longer stall indications). The priority is
reducing the angle of attack. This may result in altitude loss. Use ailerons to obtain/
maintain wings level: the ailerons remain effective during a stall.
3. Maximum thrust is not always needed during stall recovery. Therefore, thrust is to be
adjusted accordingly during the recovery. When ground clearance is a factor apply full
throttle thrust without hesitation.
Attempts to accelerate the engines at angles of attack beyond the stick shaker may
cause engine stagnation, high TGTs and/or engine surge. After stall recovery, normal
engine operation will usually be restored without further crew action. If the TGT does
not spontaneously decrease after stall recovery, the thrust lever should be temporarily
moved to idle to re-establish normal engine operating conditions.
4. Small quantities of ice or other contamination on the upper part of the wing leading
edges can cause significant losses in maximum lift and can cause the airplane to stall
at a lower than expected angle of attack and before stick shaker activation. Stall
speed may be increased by 30 knots and drag may be increased considerably, result-
ing in control problems, wing drop or even a complete stall shortly after lift-off. Apply
nose down pitch control until stall indications (buffet) just have ceased while minimiz-
ing altitude loss.
5. In case of a windshear recovery maintaining vertical flight path is the primary target.
Trade speed for improved climb capability in order to prevent further altitude loss. Use
intermittent stick shaker as the upper limit for pitch attitude for recovery when ground
clearance is a factor. For windshear recovery technique see chapter 7.11.01
ADVERSE WEATHER OPERATION.

CRITICAL FLIGHT CONDITION PAGE 2
VERSION 05
ISSUE 003
WINDSHEAR
- Aircraft not equipped with the Windshear Detection and Recovery System:
Refer to section Adverse Weather in this chapter for Windshear Recognition and Escape Tech-
niques.
- Aircraft equipped with the Windshear Detection and Recovery System:
Refer to Abnormal Procedures, section Instruments and Navigation, for Windshear Alerting
and Recovery Techniques.
TRAFFIC COLLISION AND AVOIDANCE WARNINGS (if installed)

- In case Resolution Advisory (RA) commands evasive maneuvering, the following procedure
applies:
- If engaged, disconnect AP.
- Manually follow the PFD pitch cue to establish climb or descent at the rate indicated by the
green area on the vertical speed scale.
- Do not use the AP or FD V/S mode to acquire the desired vertical speed, because AFCAS
response to V/S selections is too slow to provide adequate TCAS response.
- Do not change the selected FMP altitude.
NOTE: 1. The FD will disappear when actual pitch and FD pitch differ more than 2 degrees.
2. The aural altitude exit alert is inhibited but the color of the selected altitude at the alti-
tude scale will change to amber.
- Recovery when "CLEAR OF CONFLICT":
- Expeditiously manually return towards the applicable ATC clearance unless otherwise
directed by ATC.
- Select AP on. The AP will engage in either the V/S mode, maintaining the vertical speed at
engagement, or in ALT capture, depending on the situation.
- Do not select LVLCH mode, because in this mode the aircraft will first accelerate to the
speed target, thereby delaying a quick recovery to the desired vertical path.
NOTE: The FD will automatically re-appear upon AP engagement.
GROUND PROXIMITY WARNINGS

In case of a ‘PULL UP’ or “TERRAIN” warning the following procedure should be applied immedi-
ately, unless safe terrain clearance can be visually confirmed.
Immediately and simultanously
TOGA triggers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
Autopilot / Autothrottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULLY FORWARD
Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . rotate to 20 deg or higher
FD commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disregard
NOTE: 1. Rotate smoothly with a rate of 3 deg per second to 20 deg.
2. Keep wings level for best climb, unless terrain being avoided can be seen.
3. Respect stickshaker.
4. Continue climb untill warning stops or it is visually confirmed that terrain has been
cleared.
In case of a 'SINK RATE' caution, reduce rate of descent until caution stops.
In case of a 'DON'T SINK' caution after take-off or go-around increase pitch attitude until caution
stops.
In case of a “BANK ANGLE” caution, reduce bank angle.
In case of a 'GLIDE SLOPE' caution reduce rate of descent until caution stops.
In case of a ‘TOO LOW GEAR’ or ‘TOO LOW FLAPS’ or “TOO LOW TERRAIN”, caution immedi-
ately change the aircraft flight path and/or the configuration to stop the caution unless the caution
is the result of an intentionally chosen configuration or position as part of a standard procedure.
If TAWS is installed:
In case of a ‘CAUTION OBSTACLE’ or ‘CAUTION TERRAIN’ caution, immediately, take cor-
retive action.

CRITICAL FLIGHT CONDITIONS PAGE 3
VERSION 05
ISSUE 003
LETHAL OBJECTS OR DUBIOUS BAGGAGE

If a lethal object or dubious baggage is found aboard the aircraft during flight, the following is a
general guideline for the crew:
Do not touch or attempt to remove the object.
- Surround the object with soft materials, coats or blankets.
Inform flight deck crew.
Remove passengers from the area.
Land as soon as possible.
PILOT INCAPACITATION
If a pilot becomes incapacitated, the following is a general guideline for the crew.
A pilot developing physical complaints during flight should inform the other pilot and should lock
his/her shoulder harness as a precaution.
- Select AP on.
Call flight attendant to the flight deck.
Check that incapacitated pilot does not interfere with (flight) controls.
Instruct flight attendant to lock the shoulder harness of the incapacitated pilot and pull his/her
seat back.
If an intermediate landing is imperative, obtain advice on most suitable airport where medical
assistance can be provided. No special landing limits are prescribed but approaches in CAT II
or III weather conditions are not recommended.
RECOVERY FROM ROLL CONTROL UPSET SITUATIONS

In case of a roll upset situation (e.g. when encountering a wake-vortex) disengage AP and ATS.
Use aileron to obtain a recovery roll rate towards wings level.
Only if it appears that maximum aileron application is insufficient to recover from the situation,
use some additional rudder in the direction of the desired roll.
NOTE: Maximum aileron may only be applied at speeds up to the Maximum Design
Manoeuvring Speed (VA).
CAUTION: NEVER APPLY SEQUENTIAL OPPOSITE RUDDER INPUTS (RUDDER
REVERSALS) AS THESE MANOEUVERS MAY RESULT IN LOADS THAT EXCEED
THE LIMIT LOADS AND POSSIBLY THE ULTIMATE LOADS, WHICH COULD
RESULT IN STRUCTURAL FAILURES AT ANY SPEED, INCLUDING THOSE
BELOW VA.
When approaching wings level, stop the roll rate by neutralizing aileron and rudder. Gently adjust
pitch attitude and thrust as required.
In case of a roll upset during approach disengage AP, pull TOGA triggers and initiate a go-around
while simultaneously applying the recovery technique as described above. When a sustained
climb has been achieved, select go-around flap and gear up.

CRITICAL FLIGHT CONDITIONS PAGE 4
VERSION 05
ISSUE 003
iiiii iiii

ADVERSE WEATHER OPERATION PAGE 1
VERSION 05
ISSUE 008
COLD WEATHER
Ground Icing Conditions
Ground icing conditions are considered to exist when the Outside Air Temperature (OAT) is below
+ 6 degrees C, and :
- the difference between OAT and dew point temperature is less than 3 degrees C
or
- visible moisture (fog, rain, drizzle, sleet, snow or ice crystals) is present.
In addition, ice accretion may occur on surfaces with a skin temperature below 0 degrees C in con-
ditions of high humidity or visible moisture (fog, rain, drizzle, sleet, snow or ice crystals), even at
OAT above + 6 degrees C. This so-called cold-soak effect may occur when the airplane has been
exposed to low ambient temperatures for a significant time (during the previous flight or during
overnight parking) and/or when fuel of very low temperature has been uploaded.
WARNING: IF ANY OF THE ABOVE CRITERIA IS MET, AN INSPECTION FOR CONTAMINA-
TION IS REQUIRED TO ENSURE THAT THE CRITICAL SURFACES OF THE AIR-
CRAFT ARE FREE OF ICE, SNOW AND FROST.
Be alert to rapidly changing weather conditions which may cause sleet or snow not to melt every-
where, or to re-freeze/attach on a cold-soaked wing or horizontal tail.
When the OAT is below −25 degrees C ice or snow accretion will normally not occur, due to low
humidity.
Some forms of ice accretion are discussed below:
- Hoar frost with 'sandpaper' roughness is formed on surfaces with a skin temperature below
0 degrees C in warm, moist air. This may occur both in flight during descent or on the ground
when the wings are cold soaked
- Clear ice is formed when water freezes on a cold-soaked surface. This may occur when (freez-
ing) rain is falling on a cold soaked surface or when melted snow, frost or ice runs from warm to
cold areas on a surface. On a cold wing such a warm area may be created when relatively
warm fuel is uplifted during a stop. Clear ice may not be visible from a distance, in poor lighting
conditions or at night. The top of a layer of clear ice may appear wet, hiding the ice under-
neath. Absence of clear ice must be verified by a physical (hands-on) check.
- Melted snow may refreeze when the skin temperature decreases below freezing, forming an
invisible ice layer underneath the snow. It should never be assumed that snow will be blown off
during the take-off roll.
NOTE: The term "cold soaked" is used to describe the phenomenon that a body is colder than its
surrounding environment. Wings may become cold soaked when the fuel tanks contain
sufficient fuel with a temperature substantially below the ambient temperature, as may be
the case after a long flight or when cold fuel has been uploaded. Also when the airplane
has been parked outside overnight, this cold soak effect may occur if ambient tempera-
ture quickly rises in the morning. Regarding the above, economic tanking (tankering) is
not recommended if ground icing conditions are anticipated.

VERSION 05
ISSUE 008
Inspection for Contamination (Pre-flight exterior check)

The key to a safe cold weather operation is to adhere to the clean aircraft concept. Therefore do
not take-off unless the flight crew has ensured that the wings, horizontal tail, control surfaces,
engine inlets and other critical surfaces of the airplane are free of ice, frost and snow.
One means, but not the only means, to ensure this, is given in the AMM preflight exterior check
and the procedures described in the paragraph 'AIRCRAFT DE-ICING / ANTI-ICING PRIOR TO
TAKE-OFF' below. Alternative means must be shown to yield an equal level of safety.
WARNING:
THE DETECTION OF CLEAR ICE ON THE UPPER WING SURFACES CAN ONLY BE GUAR-
ANTEED BY A PHYSICAL (HANDS-ON) CHECK. IF NOT REMOVED, THE ICE LAYER WILL
COME LOOSE DURING ROTATION (DUE TO FLEXING OF THE WINGS) AND MAY BE
INGESTED BY THE ENGINES RESULTING IN DAMAGE OR FAILURE OF THE ENGINES.
WARNING:
SMALL QUANTITIES OF ICE OR OTHER CONTAMINATION (EQUIVALENT TO MEDIUM GRID
SANDPAPER) ON THE UPPER PART OF THE LEADING EDGES OF THE WING CAN CAUSE
SIGNIFICANT LOSSES IN MAXIMUM LIFT AND CAN CAUSE THE AIRPLANE TO STALL AT A
LOWER THAN EXPECTED ANGLE OF ATTACK. STALL SPEEDS CAN BE INCREASED BY
UP TO 30 KNOTS AND DRAG CAN BE INCREASED CONSIDERABLY, RESULTING IN CON-
TROL PROBLEMS, WING DROP OR EVEN A COMPLETE STALL SHORTLY AFTER LIFT-OFF.
BECAUSE A CONTAMINATED WING MAY STALL BELOW THE ANGLE OF ATTACK FOR
STICK SHAKER ONSET, IT IS NOT ENSURED THAT THE STICK SHAKER WILL BE ACTI-
VATED BEFORE THE STALL.
Carry out the exterior inspection as mentioned in chapter Checklists.
Additionally:
- Remove all protective covers.
- Visually check the wings (the leading edge and the upper surface), to make sure there is no
contamination on the wings.
- Touch the critical surfaces as listed below, as far as you can extend your arms, with your
hands:
- the leading edge and upper surface of the wings between the fuselage and stall promotor
and wing fence
- the upper wing surface at the collector tank area
- the stall promotor strip and wing fence on each wing
- the leading edge and upper surface of the wings at two stations on each outer-wing
- the trailing edge of each wing in the aileron area
- the fuel tank vents
- the flight control surfaces, their hinge points, tracks, shrouds, fairings and seals
- flaps, flap vanes and flap shrouds;
- the bottom surface of the wings at two stations on each wing (see NOTE 3).
- Do a check for contamination on the engine inlet-cowlings. Check engine fan rotates freely.
- Examine the other critical surfaces for contamination:
- the fuselage
- he angle-of attack vanes, pitot heads, ice-detection probe, and static ports
- the flight compartment windows and windshields
- the landing gear and landing gear doors
- the wheelbay components
- the drain holes
- the airconditioning intakes and exhausts, the temperature sensors
- the antennas
- the fairings
- the slots between components
- the engine exhausts
- the nacelles and stubwings
- the APU air-inlet and exhaust
- the vertical stabilizer
- the horizontal stabilizer and elevator
For further details refer to the AMM pre-flight exterior inspection.

VERSION 05
ISSUE 013
NOTE: 1. A black stripe is painted on the leading edge of the outer wing. The wing inspection
lights are directed towards this stripe. The purpose of this stripe is to help the cockpit
crew to check for ice build up on the wings during flight. Do not use the leading edge
black stripe to determine whether the wing upper surface is clean while the aircraft is
on the ground. On aircraft post-mod SBF100-51-004, the black stripe is extended
across the wing upper surface to the trailing edge. The purpose of this stripe is to help
qualified ground personnel to detect contamination of the wing upper surface prior to
take-off.
2. Water rundown following snow removal may refreeze forward of the static ports and
may cause airflow disturbances and, consequently, errors in instruments and systems
using static air pressure.
3. Dispatch with only frost at the underside of the wing is allowed provided that the frost
layer does not extend outside the fuel tank area and its thickness does not exceed
3 mm (0.125 inch).
If any contamination is present on the leading edge or upper surface of the wings and horizontal
tail, or on the control surfaces, engines inlets or other critical surfaces, the aircraft, must be de-/
anti-iced in accordance with approved de-/anti-icing procedures (including the procedures to verify
the effectiveness of de-/anti-icing). Adhere to applicable hold over times as required by national
operational regulations.
Aircraft De-icing / anti-icing prior to take-off
CAUTION:
UNDER NO CIRCUMSTANCES THE ON GROUND WING LEADING EDGE HEATING SYSTEM
MAY BE USED INSTEAD OF DE-ICING OR ANTI-ICING TREATMENT. THE ON GROUND WING
LEADING EDGE HEATING SYSTEM IS INTENDED TO BE USED IN ADDITION TO APPROVED
DE-/ANTI-ICING PROCEDURES AND IN ADHERENCE TO APPLICABLE HOLD-OVER TIMES
AS REQUIRED BY NATIONAL OPERATIONAL REGULATIONS.
For the application of de-/anti-icing fluids, refer also to the applicable instructions for use from the
fluid suppliers. The fluids which may be applied are published in the Fokker 100 Consumable Item
List and/or Fokker 100 Service Letters.
Ensure that the least possible time elapses between de-/anti-icing and take-off. De-/anti-icing may
be done with engines at idle. Before de-icing, switch the air conditioning packs OFF. It is recom-
mended to switch the APU OFF if not required for ground operation, engine restart or on ground
wing leading edge heating system (if installed).
If the APU is required, standard de-/anti-icing procedures must ensure that the fluid is not sprayed
direct into the APU inlet. In this case only fluid vapor or minor quantities of fluid are ingested by the
APU, which is acceptable. In case large quantities of fluid are required to de-/anti-ice the top fuse-
lage, the APU should be OFF. Allow a few minutes for draining of the de-/anti-icing fluid before
subsequent restart of the APU.
When using a ‘taxi-through’ de-icing facility, use the lowest possible engine thrust.
To unfreeze an engine fan apply external heat. To remove ice from the fan blades, either external
heat or de-icing fluid should be used. Refer to the AMM for de-icing procedures. If de-icing fluid
has been applied on the fan blades, the airconditioning packs should be switched OFF until both
engines have been started.
Post de-/anti-icing check
If the aircraft has been de-iced prior to take-off, DO NOT TAKE-OFF unless the flight crew has
ensured that after de-icing a visual and physical (hands-on) check of the wing leading edge and
upper surfaces at arms length has been accomplished by qualified personnel and that the wings
are clear of ice, frost and snow accumulation.
The critical surfaces as specified below shall be inspected by a visual and physical (hands-on)
check at arm length:
- the leading edge and upper surface of the wings between the fuselage and stall promotor and
wing fence
- the stall promotor strip and wing fence on each wing
- the leading edge and upper surface of the wings at two stations on each outer-wing.

VERSION 05
ISSUE 013
This visual and physical (hands-on) check of the wing leading edge and upper surfaces at arms
length may be replaced by the use of the On Ground Wing Leading Edge Heating System after
completion of de-/anti-icing, provided no clear ice was found during the preflight exterior check.
The use of the On Ground Wing Leading Edge Heating System does not affect the holdover time.
If clear ice was found during the preflight exterior check the entire upper surface of the wings in
front of the engines must be checked again after de-icing by means of a physical (hands-on)
check.
Hold-Over Time
Hold-over time is the estimated time that de-icing or anti-icing fluid will prevent the formation of
frost or ice and the accumulation of snow or slush on the treated aircraft surfaces. For actual hold-
over times, refer to the applicable instructions of the fluid suppliers and/or possible more conserva-
tive regulations enforced by local authorities. Hold-over time is a function of such variables as con-
centration and type of fluid applied, ambient temperature, airframe surface temperature, wind
conditions, and most importantly the rate of precipitation, which adds moisture and dilutes the
fluid. With continuing precipitation, in any form, hold-over time will eventually run out and ice and
snow may begin to accumulate and adhere to the previously protected surfaces. The hold-over
time may be shortened considerably with heavy precipitation. Also extreme winds and jet blast can
degrade the protective fluid film and shorten hold-over times or, because of drying out of the fluid,
can have a negative effect on the flowing off of the fluid from the wings during the take-off roll. It is
required that the hold-over time is greater than the anticipated time between anti-icing and take-
off, based on existing conditions. Hold-over time begins when the last application of the anti-icing
coating is started. The determination of the hold-over time to use is the responsibility of the cap-
tain.
Engine Starting
Minimum oil temperature for starting is −50 degrees C . Below this temperature, the engine has to
be preheated.
If the oil temperature is below −20 degrees C the following start procedure is recommended:
- Motor the engine for 30 seconds.
When the engine has stopped rotating:
- Start engine.
- Check N1 indicating.
- At 20 per cent N2 or maximum attained N2 select fuel lever to OPEN.
If N1 rotation is not confirmed, abort the engine start. Ice may have formed on the fan rotor path
lining causing freezing of the blade tips to the fan casing.
CAUTION:
HIGH TGT'S MAY BE EXPECTED WHEN STARTING A "COLD-SOAKED" ENGINE.
Oil pressure will be slow to rise and may reach higher than normal values. If no oil pressure is indi-
cated at idle RPM, shut the engine down and allow internal heat to warm up the oil. Do not apply
thrust for taxiing until oil temperature is above −30 degrees C.
If idle N2 is below normal, advance the affected thrust lever slightly to obtain normal idle speed.
Monitor TGT while doing this.
Starting a "cold-soaked" engine requires a longer time until light-up and may be accompanied by
white smoke from the engine exhaust during the start cycle.
At extremely low temperatures the generators may not supply steady AC power during the first
minutes after starting. If this results in a generator fault, wait approximately 2 minutes before reset-
ting.
After engine start, select engine anti-icing ON when ground icing conditions exists or are antici-
pated.
Taxiing
Taxiing with contamination on the wings in front of the engines comprises a risk of fan damage
and shall therefore be avoided when possible.
When ground icing conditions exist, single engine taxiing is not recommended as ice may build up
in the inlet and on the fan of the inoperative engine.

VERSION 05
ISSUE 010
After de-/anti-icing, switch the packs ON. During taxiing out cycle the flaps fully down and up prior
to setting for take-off. Check flight controls and stabilizer for full and free movement before take-off.
When the aircraft was parked in snow or slush at temperatures below freezing, brake disc freezing
may occur. Have the ground crew confirm that all four main wheels rotate when starting to taxi.
More than normal 'break-away' thrust may be required when tires have frozen to the ground.
Maintain greater than normal distance between aircraft when taxiways are slippery. Taxi slowly
and do not make abrupt or large steering inputs. Be prepared to use reverse thrust if brakes are
ineffective.
Do not use reverse thrust to control taxi speed when taxi tracks are covered with snow or slush.
Snow or slush which may be blown up, may refreeze on wings and flaps causing possible loss of
lift or control problems during a subsequent take-off.
In freezing fog conditions an increase in vibration level even beyond the VIB HI alert may be
observed during taxiing as a result of fan icing. To shed fan ice and operational circumstances per-
mitting, advance thrust levers to approximately 75 percent N1, pause momentarily and retard.
NOTE: The engine vibration may initially increase. The fan should normally shed the ice and
causing the vibration to reduce.
Prior to take-off, a "cold-soaked" engine (first flight of the day) requires a 4-minute warm up period
at low (taxi) thrust before applying take-off power.
Pre-take-off check
Continuously monitor the environmental conditions to determine whether the hold-over time is
affected. If conditions have changed adjust hold-over time accordingly. Prior to take-off assess
whether the hold-over time is not exceeded. If the hold-over time is exceeded, or whenever
deemed necessary, reinspect the aircraft from the outside (pre take-off contamination check or
pre-flight exterior check) or repeat the complete de-/anti-icing treatment.
Take-off
- Use TOGA (rated) thrust. Do not use FLEX thrust in icing conditions.
- If icing conditions are anticipated during the take-off, the wing anti-icing system may be
switched on before take-off. In this way wing anti-icing starts automatically 60 seconds after lift-
off to protect the wing leading edges from ice accretion. AFM performance restrictions shall be
applied when wing anti-icing is selected before take-off. Tail anti-icing shall not be selected in
the take-off phase. The amount of ice accretion on the horizontal tail untill the moment the en-
route configuration is achieved, is not critical. Also, precipitation that leads to ice accretion on
the upper side of the horizontal tail is not critical in terms of aerodynamic performance; there-
fore tail anti-icing shall be postponed until CLB or MCT selection.
- In icing conditions at temperatures below +1 degrees C, the following take-off procedure is
recommended to shed possible fan ice:
Advance the thrust levers manually to approximately 75 per cent N1, pause momentarily and
pull the TOGA triggers (with ATS inoperative set take-off thrust manually).
NOTE: The engine vibration may increase above the alert level. The fan should normally shed
the ice causing the vibration to reduce.

VERSION 05
ISSUE 010
Take-off Technique with Increased Stall Margin

CAUTION:
THIS TECHNIQUE PRESUPPOSES THE AIRCRAFT IS CLEAN. IT IS NOT AN ALTERNATIVE
OR RELIEF OF ANY OF THE LIMITATIONS, PROCEDURES AND RECOMMENDATIONS AS
PUBLISHED IN THE AIRCRAFT OPERATIONAL AND MAINTENANCE MANUALS.
When taking off in icing conditions and SUFFICIENT RUNWAY LENGTH AND OBSTACLE
CLEARANCE MARGIN ARE AVAILABLE, the following technique is available to add stall margin
during take-off and initial climb:
- Select the largest flap setting that is permissible for the take-off weight / altitude / temperature
conditions.
- Use TOGA thrust. Do not use FLEX thrust.
- At VR rotate slowly (less than 3 degrees per second) to 10 degrees pitch attitude.
- When positively climbing, select gear UP.
- DO NOT EXCEED 10 DEGREES PITCH UNTIL AIRSPEED IS ABOVE V2 + 20 kt.
- When above V2 + 20 kt, slowly increase the pitch attitude, keeping the speed above V2 + 20 kt.
- Retract flaps at or above VFR + 20 kt.
NOTE: 1. THE AVAILABLE FIELD LENGTH SHOULD EXCEED THE TAKE-OFF DISTANCE
REQUIRED BY REGULATION FOR THE ACTUAL GROSS WEIGHT BY AT LEAST
20 (TWENTY) PER CENT. The 20 per cent increase in take-off distance must also be
accounted for in the obstacle clearance analysis. WEIGHT MUST BE OFF-LOADED,
IF NECESSARY, TO MEET THESE CONDITIONS.
2. Do not follow the Flight Director pitch command during rotation for take-off and initial
climb if this results in exceeding the recommended maximum pitch angle of 10
degrees before reaching the speed of V2 + 20 kt.
3. Do not engage the autopilot until leaving the AFCAS TO mode.
4. In case of an engine failure, refer to the applicable procedure in section 7.09.01, chap-
ter Flight Techniques, section Abnormal Operation.
5. During take-off the first indication of wing contamination will probably be airframe buf-
fet when the pitch angle is increased above 10 degrees, followed by wing drop and
lack of sufficient climb rate. DO NOT EXCEED 10 DEGREES PITCH UNTIL SPEED
IS ABOVE V2 + 20 kt.
In Flight Icing Conditions
In flight, icing conditions are present when Total Air Temperature (TAT) is below +6 degrees C
down to and including −25 degrees C and visible moisture is present.
The use of the anti-icing systems at temperatures below −25 degrees C TAT is at pilot's discretion.

VERSION 05
ISSUE 007
Climb - Cruise - Descent

Engine anti-icing must be activated when icing conditions exist or are anticipated or when the
ICING alert comes on.
The system may be switched off after the ICING alert has ceased or one minute after leaving the
icing conditions.
An increase in the engine vibration level may be observed during icing conditions. The fan will nor-
mally shed any ice formation and the vibration should diminish. To assist in ice shedding (and
operational circumstances permitting), apply FAN ICE SHEDDING PROCEDURE (section Abnor-
mal Procedures).
Wing and tail anti-icing systems must be activated when ice accretion is observed or when the
ICING alert comes on. The system may be switched off after the ICING alert has ceased and no
accretion is observed anymore.
When wing and tail anti-icing are on during idle descent, ATS will increase thrust to provide suffi-
cient bleed air for anti-icing system operation. As a result of the increased thrust, the rate of
descent will decrease considerably. Speed brake extension may not be possible, as the thrust
levers may be beyond the MIN TO position, activating speed brake auto retract when the landing
gear is up. The following procedure is recommended if a high rate of descent is required with wing
and tail anti-icing on and if the speed brake auto retract function prevents speed brake extension:
- Disconnect ATS, adjust the thrust levers just below MIN TO, and extend the speed brake.
- In case of an A-ICE LO CPTY alert apply the applicable procedure.
- Engage ATS when anti-icing is no longer required, or when the use of the speed brake is no
longer required.
Approach
Before approach, wings and stabilizer must be free of ice.
If prolonged icing is encountered during descent, confirm correct engine response prior to com-
mencing approach for landing.
During approach, with an OAT on the ground reported to be below −25 degrees C, it is not recom-
mended to switch the airframe anti-icing systems to ON even when TAT is increasing momentarily
from below −25 degrees C to above −25 degrees C as this, on a "cold-soaked" wing, may result in
refreezing of moisture after landing.
Go Around
AFM performance restrictions must be applied if wing and tail anti-icing are selected during go-
around.
Landing
With landing gear down, flight idle RPM is increased to approx 70 per cent N2 (approach idle). The
resulting increase in engine thrust may necessitate landing with flap 42 instead of flap 25 in low
weight / low temperature conditions.
Parking
Park in a clear or sanded area and have the wheel chocks placed in position. Before shut down,
idle the engines until TGT's have stabilized. This may take up to a minute, depending on the thrust
level used during taxiing. To prevent brake freezing, do not use the parking brake.
If the aircraft is to be left unattended for an extended period, take the following actions:
- Install protective covers and plugs.
- Check engine intakes, melted snow / ice may refreeze.
- Drain all galleys and toilets.
- Close all doors and windows.

VERSION 05
ISSUE 007
OPERATION ON CONTAMINATED RUNWAYS

General
Contaminated runways are defined in performance certification rules and operational rules.
Although the definition may slightly differ between these rules, in general contaminated means
runways covered or partly covered with a certain depth of standing water, slush, loose snow (wet,
dry or powder snow), compacted snow or ice.
In addition to the above a runway may be considered contaminated in the following conditions:
- A runway with an irregular slope in length and or width will have poor drainage. While the run-
way may look wet, patches of water and or slush will be collected in the lower runway areas.
- A runway with an irregular/damaged surface may look wet, however water will be collected in
puddles.
- A runway with a smooth/slippery surface (rubber deposits/oil) or a recently resurfaced runway
covered with a thin layer of water (less than 3 mm), slush or loose snow, may have consider-
ably reduced friction (slippery wet runways).
- In heavy rain showers even on runways with a good drainage.
The effects of these contaminants on aircraft operation are:
- A reduction in directional control due to reduced tire cornering force/reduced lateral runway
friction (especially when aquaplaning).
- A degradation of braking efficiency due to reduced tire/runway friction (especially when aqua-
planing).
- When taking-off from runways contaminated with water, slush or loose snow a reduction in
acceleration capability due to wheel spray drag and displacement drag of the contaminant.
- Aquaplaning may occur at high ground speeds on runways covered with water, slush or wet
loose snow.
In view of the above, sound judgement should be exercised when evaluating operation on a con-
taminated runway. The total of the individual effects and their magnitude will influence the judge-
ment.
The magnitude of the effects of runway contamination are determined in general by :
- The contaminant type (standing water, slush, loose snow, compacted snow, ice);
- The contaminant depth;
- The runway lay out;
- The runway longitudinal and transverse slope;
- The runway surface condition and texture, grooved or non-grooved runways;
- The weather conditions (cross wind, gust, actual precipitation);
- The aircraft characteristics (tire pressure, landing gear layout, engine position);
- The aircraft configuration (flaps, reversers, autobrakes, speedbrakes).
Crosswind tends to push the aircraft to the downwind side of the runway, at the same time, as the
aircraft behaves like a weather vane, causing the aircraft to yaw into the wind. In an aborted take-
off as well as in landing when using reverse thrust, the combination of yaw and reverse thrust cre-
ates an additional side force which also pushes the aircraft downwind. The counteracting side
force required to keep the aircraft on the centerline is provided by the tire cornering force.
On slippery runways, in aquaplaning conditions or with locked wheels, the tire cornering force is
considerably reduced. So when under these conditions the aircraft slides to the downwind side of
the runway with the nose in the direction of the centerline (the aircraft skids), release the brakes
and reduce thrust to reverse idle or even forward idle. Use rudder pedal steering to regain control,
left rudder is required when left of centerline and right rudder when right of centerline to initially
come parallel with the centerline. Only then reapply brakes and symmetrical reverse thrust as
required to stop the aircraft. If possible return to and realign with the centerline.

VERSION 08
ISSUE 001
Runway reports normally provide the type of contaminant, braking action and runway friction. The
braking action/runway friction reports are commonly used as the guideline in the decision to oper-
ate on such a runway. It is known that these reports are not always reliable and the effect of
reported braking action/runway friction may differ between aircraft type. Sound judgment should
be exercised. In the take-off and approach briefing the runway characteristics, the type of contam-
inant, the depth of the contaminant, the braking action and the wind should be discussed.
The recommended maximum wind components for take-off and landing are:
Friction Braking Crosswind Tailwind

coefficient Action component (kt) component (kt)
0.40 and above 5 good 35 10
0.39 - 0.36 4 good/medium 25 10
0.35 - 0.30 3 medium 15 7
0.29 - 0.26 2 medium/poor 10 5
0.25 - 0.10 1 poor 5 0
NOTE: The windcomponents given in the above table are recommended maximum wind compo-
nents. The data may be used while taxiing out for take-off or initial approach to determine
the suitablility of the runway. When lined up for take-off or in the final approach, variations
in winddirection and or speed may result in exceedance of these recommendations. This
is acceptable provided these variations are minor.
Take-off from Contaminated Runways.
In a take-off from a contaminated runway acceleration will be reduced due to displacement and
nose wheel spray drag. Do not raise the nose gear out of the slush as the increase in aircraft drag
may be more than the nose wheel spray drag.
To avoid structural damage:
A take-off with 0 degrees flapsetting is not allowed if more than 25 percent of the runway surface
area within the required runway length and width is covered by either:
- Standing water (s.g. 1.0) with a depth of more than 0.125 inch (3 mm).
- Slush (s.g. 0.85) with a depth of more than 0.14 inch (3.5 mm).
- Wet loose snow (s.g. 0.5) with a depth of more than 0.25 inch (6 mm).
- Dry loose snow (s.g. 0.2) with a depth of more than 0.59 inch (15.0 mm).
A take-off with 8 or 15 degrees flapsetting is not allowed if more than 25 percent of the runway sur-
face area within the required runway length and width is covered by either:
- Standing water (s.g. 1.0) with a depth of more than 0.5 inch (12.7 mm).
- Slush (s.g. 0.85) with a depth of more than 0.588 inch (15.0 mm).
- Wet loose snow (s.g. 0.5) with a depth of more than 1.0 inch (25.4 mm).
- Dry loose snow (s.g. 0.2) with a depth of more than 2.5 inch (63.5 mm).
Take-off may be further limited by performance requirements.
To reduce the adverse effect of contamination drag on take-off distance the largest permissible
flap setting is recommended, ensuring the lowest V1 , VR and V2 speeds with a consequent reduc-
tion in required take-off distance. Moreover, the engines are better shielded from possible wheel
spray.
On runways contaminated with water, slush and wet loose snow, aquaplaning may occur at
ground speeds close to take-off speed. This will have a positive effect on acceleration however in
case of an aborted take-off it will have an adverse effect on stopping distance and directional con-
trol.
The following procedure is recommended:
- Use TOGA (rated thrust). FLEX thrust is not allowed.
- Select AUTO ignition - or for aircraft not so equipped select CONT ignition (not required for air-
craft with the automatic relight system).
- If required select engine anti-icing ON.
- When taking off in slush or loose snow, delay gear retraction slightly to allow wheels and
brakes to be blown free of slush or snow.

VERSION 08
ISSUE 001
If the take-off has to be aborted:

- Apply full brakes to take advantage of the anti skid system. Initial deceleration after brake
application may be slow. Do not pump the brakes. Under all runway conditions the antiskid
system will stop the aircraft in a shorter distance than the pilot will be able to by modulating the
brakes.
- Apply Max Reverse thrust.
- If directional control problems occur, release the brakes, reduce to Idle Reverse thrust or even
forward idle thrust and use rudder pedal steering to initially come parallel with the centerline.
Only then, reapply brakes and symmetrical Idle or Max Reverse thrust as required to stop the
aircraft.
- Avoid large and abrupt rudder pedal or nose wheel tiller inputs as these can result in overcon-
trol and skidding.
- If required Max Reverse thrust may be used until standstill. The use of Max Reverse thrust
below 60 kt may result in high fan blade stresses and therefore specific maintenance actions
must be accomplished before further flight.
Landing on Contaminated Runways.
When landing on contaminated or slippery wet runways, whether manual or autoland, speed con-
trol is important. With the use of speedbrakes at 100 ft speed bleed off will be improved. The
speed over threshold will be closer to VREF and touchdown speed will be lower. This will result in a
shorter air distance, a positive touchdown, the best condition for wheel spin up, a shorter ground
distance, and reduced chance on aquaplaning.
In crosswind and/or gusty wind conditions consider to disengage the autopilot (if engaged) imme-
diately after nose wheel touchdown.
In case of thunderstorms and heavy rain showers it should be considered to delay the landing until
weather and runway conditions improve.
The following procedure is recommended for a manual landing:
- Select AUTO ignition - or for aircraft not so equipped, select CONT ignition (not required for
aircraft with the automatic relight system).
- Use flap 42 for landing.
- Use longest runway available taking into consideration runway slope and recommended maxi-
mum wind component.
- Ensure VREF + 5kt + wind correction is selected before passing 500 ft RA.
- As an option select speedbrakes out at 100 ft, hold thrustlevers to cross the threshold at or
close to VREF.
- Over the threshold verify/reduce thrust and ensure that thrustlevers are in idle position at
touchdown.
- Avoid long landings. Do not bleed off excess speed during the flare.
- Select Idle Reverse thrust symmetrically and without delay immediately after touch down (to
ensure manual liftdumper extension as a back up) and lower the nose gear as soon as possi-
ble.
- After the nose gear is on the ground, apply brakes firmly and symmetrically. Initial deceleration
after brake application may be slow. Do not pump the brakes. Under all runway conditions the
anti skid system will stop the aircraft in a shorter distance than the pilot will be able to by mod-
ulating the brakes.
- Be prepared to select Max Reverse thrust. If required, Max Reverse thrust may be used until
standstill. The use of Max Reverse thrust below 60 kt may result in high fan blade stresses and
therefore specific maintenance actions must be accomplished before further flight.
- Keep slight forward pressure on the control column to improve nose wheel steering effective-
ness.
- If directional control problems occur, release the brakes, reduce to Idle Reverse thrust or even
forward idle thrust and use rudder pedal steering to initially come parallel with the centerline.
Only then, reapply brakes and symmetrical Idle or Max Reverse thrust as required to stop the
aircraft.
- Avoid large and abrupt rudder pedal or nose wheel tiller inputs as these can result in overcon-
trol and skidding.
- Reduce to taxi speed before leaving the runway.
NOTE: After landing in slush or snow conditions do not raise the flaps beyond 25 degrees before
it is checked that the flaps and flap vanes are free of ice and impacted snow.

VERSION 05
ISSUE 005
HOT WEATHER
For improved cabin cooling it is recommended to keep the APU running until cleared for take-off
and to start the APU shortly before landing.
The use of "overspeed" V2's will increase the climb limited take-off weight.
Operating a series of short flights may cause excessive brake temperatures as the energy
absorbed at each landing is accumulated and brake cooling with gear up is negligible. To prevent
ground delays due to overheated brakes, it is recommended to lower the gear early on the
approach, to use the longest runway compatible with the wind component and to adhere to the
recommended landing technique.
During ground operation, select the recirculation fans (if installed) off if OAT is above 15 deg C / 59
deg F.
Select air conditioning ECON mode off when passengers are boarding.

VERSION 05
ISSUE 005
WINDSHEAR
General
This paragraph contains recommendations and procedures which the aircraft manufacturer con-
siders best suitable for early recognition and avoidance of windshear, and recovery from a winds-
hear encounter.
However, Fokker Services does not guarantee that application of the recommended procedures
always results in a safe recovery from all possible windshear conditions.
NOTE: The recovery techniques as described in this section are not valid for aircraft equipped
with a windshear detection and recovery system.
Windshear is a rapid change in wind speed and/or direction over a short distance along the flight
path. Windshear causes a severe hazard to aircraft during take-off, approach, and landing.
Windshear results from a large variety of meteorological conditions such as temperature inversion,
sea breezes, frontal systems, topographical conditions, strong surface winds, rain showers and
thunder storms. The most dangerous type of windshear is known as a downburst or its smaller,
even more vicious form, the microburst.
A microburst is a violent downward burst of air spreading out horizontally upon reaching the sur-
face. It can occur where convective weather exists. However, the probability of an encounter is low,
due to its local appearance and the fact that it lasts only a few minutes. Its effect on aircraft perfor-
mance and flight path, however, can be disastrous. Microburst activity may be expected when one
of the following phenomena is observed:
- Local strong winds as indicated by dust devils, roll clouds or tornado like features.
- Heavy precipitation visible on weather radar.
- Rain showers, lightning or virga.
Windshear Effects
The immediate effect of a decreasing headwind or increasing tailwind shear is a decrease in IAS
and therefore a loss in performance capability of the aircraft. Due to the loss of speed, the aircraft
tends to pitch down to regain trim speed. If such a performance decreasing shear is encountered
during final approach, the aircraft tends to drop below the glide path and land short of the runway.
If encountered after lift-off, insufficient climb performance and no further speed increase or loss of
speed may result in the aircraft hitting obstacles in the take-off path.
An increasing headwind or decreasing tailwind shear will increase IAS and aircraft performance.
The aircraft will tend to pitch up in order to regain trim speed. When such a performance increas-
ing shear is encountered during final approach, a long landing and a possible runway overrun may
occur. A performance increasing shear, however, is frequently followed by a performance decreas-
ing shear. If the pilot corrects for the effect of the first shear (nose down, thrust reduction) he will
be caught in a very unfavorable situation if subsequently a performance decreasing shear is
encountered. Vertical windshears or downdrops exist in every microburst.
Downdrafts in excess of 3000 fpm, which are beyond the performance capability of transport cate-
gory aircraft, may exist in the center of a strong microburst.
Short duration reversals of vertical wind direction, which are associated with the microburst, may
cause momentary stick shaker activation, and airframe buffet at speeds well above normal.
Take-off Precautions
If weather conditions are such that a windshear is possible or if a windshear has been reported:
DO NOT TAKE-OFF.
If weather conditions are such that a windshear may probably occur but a safe take-off is thought
to be still feasible, the following precautions should be considered:
- Do not use flexible thrust, use TO thrust. This shortens the take-off roll and provides the best
climb performance.

VERSION 05
ISSUE 006
Select the longest runway but give due consideration to obstacles and crosswind and tailwind
limits. This ensures maximum runway length available to accelerate to V R ; it results in more
ground clearance during initial climb and maximum stopping distance if it is decided to reject
the take-off.
Flap 15 gives the best performance if the shear is encountered on the runway (lowest V R ).
Flap 0 gives the best climb performance. Flap 8 is recommended as the best compromise for
the situation.
Increased speed at rotation improves the capability to recover from a shear directly after lift-off.
Increased speed improves the flight path and reduces potential exposure to flight close to stick
shaker speed. It is recommended to accelerate on the runway to 10 to 20 kt beyond the calcu-
lated V R and to rotate to the normal take-off pitch attitude. This technique produces a higher
initial climb speed which slowly bleeds off to the normal climb speed. The speeds set at the
PFD speed scale should be kept at the value calculated for the actual weight and flap setting.
WARNING:
IF A PERFORMANCE DECREASING SHEAR IS ENCOUNTERED DURING THE TAKE-OFF
ROLL, RECOGNIZABLE BY ABNORMAL SLOW BUILDUP OF SPEED, DO NOT ACCELER-
ATE TO THE INCREASED VR BUT ROTATE AT THE NORMAL V R. IN NO CASE SHOULD
ROTATION BE DELAYED BEYOND 600 M 12000 FT FROM THE RUNWAY END.
WARNING:
DO NOT ACCELERATE TO A HIGHER INITIAL CLIMB SPEED AFTER LIFT-OFF. REDUCING
PITCH AT LOW ALTITUDE IS HAZARDOUS IF A WINDSHEAR IS ENCOUNTERED.
The flight director provides pitch commands or the autopilot provides steering to follow a target
speed schedule. This is in conflict with the windshear recovery technique which is primarily
based on pitch attitude control. Therefore, when taking off in a possible windshear environment
do not use AP or FD below 1500 ft AGL.
Summarizing, the following take-off precautions should be taken:
Use TO thrust.
Use longest runway.
Use flap 8.
Consider using increased V R .
No FD/AP.
I- Select CONT ignition (not required for aircraft with the automatic relight system).
Approach and Landings
If weather conditions are such that a high risk of a windshear exists, or if a windshear has been
reported: DO NOT APPROACH OR LAND.
If weather conditions are such that a windshear may possibly exist but a safe approach and land-
ing is thought to be still feasible, the following precautions should be considered:
A stabilized approach should be flown from at least 1500 ft AGL in order to be able to recog-
nize unacceptable flight path trends as early as possible.
When controlling thrust manually, do not immediately reduce thrust in case of a sudden
increase in speed. Increased speed is advantageous when recovering from a performance
decreasing shear. However, in absence of such a shear, the higher approach speed must be
accounted for on landing.
Use the most suitable runway, clear of the possible shear area and compatible with crosswind
and tailwind limits. A longer runway provides a larger margin for increased ground roll distance
due to increased approach and touchdown speed.
A vertical profile guidance system such as ILS glide slope or VASIS is highly desirable as it
enhances windshear recognition by providing timely indications of vertical flight path deviation.
Flap 25 for landing provides the best overall recovery performance.

VERSION 05
ISSUE 006
Increased speed improves climb capability and reduces the potential for flight at stick shaker
speed during windshear recovery. Before deciding to increase the approach speed, consider
runway length and condition (dry or wet), availability of reverse thrust, antiskid, lift dumpers
and speed brake. Conditions permitting, increase the approach speed by 10 to 20 kt.
Put the aircraft on the runway at the normal touchdown point, do not float.
NOTE: An automatic approach with increased approach speed may result in automatic speed
reduction and MFDS SPEED alerts. To prevent automatic speed reduction, disconnect or
override ATS. Consequentially, ALAND capability may be affected.
The use of AP and ATS is recommended. These systems relieve pilot workload and allow more
time to monitor instruments and weather. However, using AP and particularly ATS is only ben-
eficial if properly monitored. In the absence of proper monitoring, these systems mask the
onset of a shear through lack of pilot awareness of control inputs being made.
Summarizing, the following approach and landing precautions should be taken:
Flya stabilized approach.
Minimize thrust reductions.
Use the most suitable runway.
Use ILS or VASIS for glide slope monitoring.
Consider flap 25 for landing.
Consider increased approach speed.
Monitor AP and ATS.
I- Select CONT ignition (not required for aircraft with the automatic relight system).
Windshear Recognition
Early recognition of windshear is crucial as time available for recovery close to the ground is mini-
mal. Pilots should be aware of the normal airspeed and vertical path indications for take-off and
landing so that windshear induced deviations are more readily recognized. During the take-off roll,
monitor speed buildup. After lift-off, monitor pitch attitude, rate of climb, speed and speed trend.
During approach, monitor speed and speed trend, rate of descent, pitch attitude, glide slope devi-
ation and thrust lever position. Abnormal airspeed fluctuations may be the first indication of a
windshear.
Be prepared to execute the recommended recovery procedure immediately if deviations from the
normal target condition exceed the following values:
Take-off: - lAS +/- 15 kt or
- vertical speed +/- 500 ft or
- pitch +/- 5 deg
Approach: - lAS +/- 15 kt or
- vertical speed +/- 500 ft or
- pitch +/- 5 deg or
- glide slope +/- 1 dot or
- unusual thrust lever position for a significant period of time.
Inform ATC as soon as possible after exiting the shear. A pilot's report is of vital importance as the
shear may increase in intensity and the next aircraft may not have the performance capability to
recover.
NOTE: 1. With AP and ATS engaged pitch deviations and unusual thrust settings are the pri-
mary cues for windshear onset as lAS loss and glide slope deviations are effectively
compensated for.
2. If the aircraft is equipped with IRS, this system may be used for early windshear
detection. Great variations in wind speed, wind direction, ground speed or FPV are
usually the first indications of windshear. Do not use these parameters for windshear
detection on aircraft equipped with AHRS.

VERSION 05
ISSUE 004
Recovery during Take-off Roll

Recognition of shear during the take-off roll is difficult since speed is changing rapidly. Slow or
erratic speed buildup or unusual speed fluctuations may be indicative of a windshear.
The 'go/no-go' criteria based on V 1 may not be valid in windshear conditions since groundspeed
may be considerably higher than airspeed. It may therefore not be possible to stop within the
remaining runway if the take-off is rejected. Prior to V 1, the take-off should only be rejected if it is
ensured that sufficient stopping distance is available.
In view of the proposed recovery technique the following is recommended:
Immediately apply full throttle thrust and simultaneously disconnect ATS.
Do not reduce thrust until aircraft safety is ensured.
Rotate at V R . However, in a severe shear, V R may not be reached.
In this case, rotate not later than 600 m /2000 ft from the runway end.
The aircraft ia able to become airborne approx 10 kt below V R . After lift-off rotate to 15 deg
pitch.
Summarizing the take-off roll windshear recovery technique:
Apply full throttle thrust, disconnect ATS.
Rotate at V R , but not later than 600 m /2000 ft remaining.
After lift-off rotate to 15 deg pitch.
Follow AFTER TAKE-OFF RECOVERY technique.
Recovery after Take-off and on Approach
The recovery technique is developed with the objective to keep the aircraft flying as long as possi-
ble in the hope of exiting the shear. In order to obtain this, maintaining vertical flight path is the pri-
mary target. Speed control is of secondary concern. The recommended recovery technique
should be initiated immediately any time the vertical flight path is reduced to below 1000 ft AGL.
In view of the recovery technique the following is recommended:
Immediately apply full throttle thrust and simultaneously disconnect ATS.
Do not reduce thrust until aircraft safety is ensured.
Disengage AP and change pitch with a normal rate towards an initial target attitude of 15 deg
in take-off; 12 deg in approach. Increase pitch beyond target attitude only to avoid ground con-
tact. Accept low airspeed and temporary sink rate. Always respect stick shaker. Use intermit-
tent shaker as the upper limit. If attitude has been lowered to below target value to stop the
stick shaker, increase pitch attitude again to target value as soon as the shaker stops.
When a sustained climb has been achieved, select go-around flap (42 to 15, or 25 to up) and
gear up.
NOTE: 1. When encountering a windshear all attention of the PF is required to fly pitch attitude.
As such, the PNF should call out radio altitude and inform the PF that the aircraft is
"descending" or "climbing".
2. When a performance increasing shear is encountered during approach, perform the
normal go-around procedure without delay. If during this go-around a sink rate devel-
ops, follow the AFTER TAKE-OFF RECOVERY technique.
Summarizing the after take-off/on approach windshear recovery:
Apply full throttle thrust, disconnect ATS.
Adjust pitch to 15 deg after lift-off; 12 deg on approach.
Always respect stick shaker.
After sustained rate of climb has been obtained, select go-around flap and gear up.

VERSION 05
ISSUE 004
SEVERE TURBULENCE
Known or forecasted areas of severe turbulence should be avoided whenever possible. However, if
severe turbulence is encountered, the aircraft should be flown at the recommended rough air-
speed. This is the optimum speed for protection against excessive structural loads and provides
sufficient margin between the low speed buffet and Mach buffet at high altitude.
If moderate to severe turbulence is expected, it is advisable to select a cruise level below the max-
imum operating altitude in order to increase the buffet margin.
Flap and gear extension should be delayed as long as possible since the aircraft structure can
withstand higher g-Ioads in the clean configuration.
'Fasten seat belt' signs should be on prior to entering the area of known or forecasted turbulence.
In turbulence, also switch on the 'no smoking' sign.
Turns will increase 'g'-Ioading. Avoid making turns and if necessary use the lowest possible bank
angle.
Adjust thrust to maintain the required rough airspeed. Once the proper thrust setting is obtained,
disconnect ATS and do not change thrust except when necessary in case of extreme speed varia-
tions. The speed brake can be used to reduce speed quickly.
The AP is the best means for aircraft control in severe turbulence; no specific mode has to be
selected.
In manual flight, trim the aircraft for the required speed, after that do not change stabilizer position.
Control the aircraft with the elevator. Avoid large elevator inputs. Ride out the turbulence and allow
altitude changes unless terrain clearance becomes critical.
Summarizing:
Set speed at 250 kt / M.65.
Switch SEAT BELT / NO SMOKING signs to ON.
-Select CONT ignition (not required for aircraft with the automatic relight system).
I Select ENGINE ANTI-ICING as required.
When at speed:
Disconnect ATS.

VERSION 07
ISSUE 002
VOLCANIC ASH
Flight in areas of known volcanic activity must be avoided. This is particularly important during
night or in IMC when volcanic ash is not visible. If volcanic activity is reported, check all NOTAMs
and ATC directives for current status of volcanic activity. Plan the flight on the upwind side of the
volcanic cloud. Airborne weather radar cannot detect volcanic dust.
Volcanic dust may be difficult to detect at night or in IMC. However, the following phenomena have
been reported by flight crews:
- Smoke or dust appearing in the flight deck.
- An acrid smell, similar to electrical smoke.
- Multiple engine malfunctions such as stalls, rising TGT and flameout.
- St Elmo's fire and static discharges around the windows.
- Landing lights casting sharp, distinct shadows in clouds.
If volcanic ash is encountered, reduce thrust (to idle if practical). Select relight ignition and leave
the area immediately. If TGT rises abnormally at idle, which is indicative of a pending engine stall,
shut down the engine.
Volcanic dust may cause rapid erosion and damage to the internal engine components, causing
surge, thrust loss and high TGT. Retarding thrust to idle lowers the TGT and will reduce debris
buildup on compressor and turbine blades and improves engine stall margin. Further improvement
in engine stall margin is obtained by switching on anti-icing systems.
It may be necessary to shut down and relight the engine to prevent exceeding TGT limits. If an
engine fails to relight, repeated attempts should be made. A successful start may not be possible
until clear of the volcanic ash. Following a successful relight or when clear of volcanic ash, slowly
accelerate each engine in turn and monitor engine operation. Volcanic ash may block the pitot
system and result in unreliable airspeed indications.
Volcanic dust is very abrasive and can cause serious damage to engine and leading edges of
wing and tail. Windows become opaque, obstructing vision. Landing light effectiveness may be
reduced. If volcanic ash abrades the front windows so that forward vision is obstructed, consider
diverting to an airport where an automatic landing can be made.
Ground operation at airports affected by volcanic ash:
- Limit reverse thrust to Idle Reverse thrust.
- Braking may be less effective if volcanic ash has fallen on a wet surface.
- Avoid static engine operation above idle.
- Use minimum thrust during taxiing.
- Avoid operation in visible dust. Allow dust and ash to settle before taking off.
- Use APU for engine starting only, not for air conditioning.
- Do not use wipers to clean dust and ash from the front windows.

VERSION 07
ISSUE 002
INTENTIONALLY
LEFT
BLANK

PERFORMANCE 8.00.00
PAGE 1
CONTENTS VERSION 03
ISSUE 002
8.01.01 General
8.02 Take-off
8.02.01 Individual TL Tables
8.02.02 Dry Runways
8.02.03 Speeds
8.03.01 Landing

PERFORMANCE 8.00.00
PAGE 2
CONTENTS VERSION 03
ISSUE 002
INTENTIONALLY
LEFT
BLANK

8.01.01
PERFORMANCE
PAGE 1
GENERAL
'~ VERSION 03
ISSUE 001
INTRODUCTION
This chapter contains performance data for quick reference purposes only. Detailed and
more precise information is provided in the Airplane Flight Manual, chapter Performance,
which thus should be consulted for calculation of exact data for daily application.
To determine the maximum allowable take-off weight, Take-off Limit tables (TL tables) are
necessary for each individual runway of the airports that are part of an operator's route
structure. In case individual TL tables are not available, this subsection may be used as a
reference. It should be realized that the information provided only addresses climb and
field limits and does not cover obstacle clearance.
EPR tables are presented in the Quick Reference Handbook.
NOTE: Unless specifically mentioned otherwise, linear interpolation is allowed.

PERFORMANCE 8.01.01
GENERAL PAGE 2
VERSION 03
ISSUE 001

8.02.01
PERFORMANCE PAGE 1
TAKE.. OFF
VERSION 01
INDIVIDUAL TL TABLES ISSUE 003
GENERAL
There is a wide variation in format and layout of TL tables obtained through the software
available from Fokker. The example provided in figure 1, is one more frequently used.
Each table is valid for one flap setting. The table provides the climb-limited take-off weight
for that particular airport in a separate column and the MTOW for each runway in a spe-
cific runway related column, as a function of OAT.
A notation is presented, indicating what is limiting the MTOW; this can be among other
things field length, obstacle, brake energy, final climb, etc.
Figure 1 is a typical example of a mUlti-runway TL table for Schiphol and is applicable for
flap O.
RATED THRUST TAKE·OFF

To determine the MTOW one should:
a. Enter the table with OAT, note the climb-limited weight and correct for QNH if applica-
ble.
b. Note the MTOW for the specific runway and correct for wind and/or QNH if applicable.
c. Select the lower of a. or b. as the MTOW.
The weights presented in the columns do not take into account the maximum structural
weight, which consequently should be compared with the MTOW resulting from the above.
The notation Normal TO thr indicates that the table is for a rolling take-off (see AOM chap-
ter Flight Techniques).
NOTE: For engine anti-icing ON subtract 157 Ib (71 kg) from the climb-limited weight and
the weight found in the runway column.
FLEXIBLE THRUST TAKE.. OFF

The flexible thrust take-off is a method to conserve engine life by using derated take-off
thrust. Flex thrust should be considered for those conditions where the actual take-off
weight is less than the performance limited take-off weight. To match the actual take-off
weight with the performance limited take-off weight, an assumed temperature has to be
determined. For rated thrust take-off the maximum actual temperature is ISA + 35. How-
ever, the AFM performance information has been extended to allow a higher assumed
temperature which will give a higher level of derating. Refer to chapter Limitations for the
restrictions on the use of flexible thrust.
The table in figure 1 may be used to determine the assumed temperature for flexible
thrust. The Fokker produced tables can present temperatures up to the maximum allowed
assumed temperature. A minimum assumed temperature has been defined to avoid the
use of flexible power in the area where the engine is flat rated (equal EPR).
To determine the assumed temperature with the table in figure 1, one should:
a. Take actual take-off weight from loadsheet.
b. Correct this weight for QNH, if applicable. The correction is the reversed from the
table.
c. The corrected weight must be equal to or higher than 61 000 Ib (27700 kg) for flap a,
66 300 Ib (30 100 kg) for flap 8 and 71 000 Ib (32 200 kg) for flap 15.
d. Check for which temperature the weight found in c is the climb-limited weight. Do the
same for the weight in the runway column.
e. The lowest of the two temperatures found is the assumed temperature.
f. Find in the QRH the EPR for the assumed temperature.
NOTE: Do not use flexible thrust when the EPR for the assumed temperature is equal to
the EPR for the actual temperature. If FLX and assumed temperature were se-
lected at the TRP in this case, the EPR indication would show the blue lazy T (flex
EPR) close or equal to the white wedge (rated EPR).
- - - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - - -
8.02.01
PERFORMANCE PAGE 2
TAKE-OFF
VERSION 01
INDIVIDUAL TL TABLES ISSUE 003
g. Use take-off speeds for actual weight.

NOTE: The table can be used for flex thrust and engine anti-icing ON. In this case sub-
tract 1 deg C from the assumed temp found in e.
* Fokker 70 * Rolls Royc. TAV 620-15 * »> JAR «<

& • • • ~a•• DR====ZC.=~==~=.~~=KZ=====================================;=====================
* TAKE-OFF *
l=.:~~:::~=~~:::~~:.:~~:!::::~~~::::::::.:.:.::
II
TAKE-O~~N~fl~ I ..====.===================.=~~:~=:=~::
I
108~~LFT 111~~RFT
. .l
108~~RFT 111~~lFT
EO ACCEL HEIGHT 400 FT 400 FT 400 FT 400 FT
--------------------------------------------------------------------------------------
TEMP I Climb II
DAT(C) Limit
-~---------------------------------------------------------------------------------~--
10 109880 103610 *A 103610 *A 115520 BE 115520 BE
15 109880 103610 *A 103610 *A 114870 BE 114870 BE
20 109870 103610 *A 103610 *A 114200 BE 114200 BE
25 109870 103610 *A 103610 *A 113560 BE 113560 BE
30 109880 103610 *A 103610 *A 112890 BE 112890 BE
32 108080 103610 *A 103610 *A 112570 BE 112570 BE
34 106280 103610 *A 103610 *A 111130 FC 111130 FC
36 104470 103610 *A 103610 *A 109120 FC 109120 FC
38 102640 102950 *A 102300 *A 107140 FC 107140 FC
40 100810 101430 *A 100780 *A 105230 FC 105230 FC
42 99130 100010 *A 99370 *A 103240 Fe 103240 FC
44 97450 98560 *A 97980 *A 101340 FC 101340 Fe
46 95770 97170 *A 96520 *A 99410 FC 99410 FC
48 94080 95640 *A 94990 *A 97520 FC 97520 FC
50 92400 94090 *A 93440 *A 95620 FC 95620 FC
52 90820 92580 *A 92020 *A 93690 Fe 93690 Fe
54 89250 91160 *A 90590 *A 91800 FC 91800 Fe
56 87710 89730 *A 89150 *A 89960 Fe 89960 FC
58 86200 ~817D FC 87710 *A 8817P Fr. 88170 FC
HW:LI/KT(MHW:KT)
TW:LI/KT(MTW:KT)
II 0(30.0)
-410(10.0)
I 0(30.0)
-405(10.0)
I 0(30.0)
-949(10.0)
I 0(30.0)
-949(10.0)
QNH above: ll/HB
QNH beloH: LB/MI
Cl li~ QNH: LB/M!
II
--------------------------------------------------------------------------------------
0(1023.0) I 0(1023.0> I +87(1023.0) I +87(1023.0)
-96(1013.3) -95(1013.3) -115(1013.3)
Above +69 (UI = 1023.0) ; Below -133 (ll
-115(1013.3)
= 1013.3)
-------~------------------------------~-------~--------------------~-------_.-.-~---~~
-----------------------------------------------------------.---~-----~~---~---------~-
ClEARWAV 11 0FT 00 FT 00 FT 1 0 F0T
STOPWAV 0 FT FT FT FT
SLOPE ( TOD ) 0.00 Yo 0.00 Yo 0.00 Yo 0.00 Yo
SLOPE ( ASD )
II 0.00 Yo
I
0.00 Yo
I
------------------------------------------------------------._----------------¥~------
Obstacle
Obstacle
DISTANCE (LONS)
A
B
14104/68/0 14432/78/0
16892/100/0
FrOM start o~ runway ( FT )
0.00 Yo
I
0.00 Yo
HEIGHT Abov. start of runway ( FT )

DISTANCE (LAT) ~ ~
____________ • __ M __ ~ ~
FrOM runway center line ( FT ) _
THRUSTBRKR II Normal TO thrl Nor••l TO thrl Norsal TO thrl Nor. .l TO thr

========================2=.~ •• *•• ~~~~a•• z.c~==~ •••=••• ===a.==•• •• ••=.==c==============
~ ~
JPER·011
Figure 1 (typical)
- - - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
PERFORMANCE
8.02.02
PAGE 1
TAKE-OFF
VERSION 01
DRY RUNWAYS ISSUE 002
The graphs on pages 2 through 6 present take-off weights as function of runway length and
flapsetting for temperatures from 0 deg C to 40 deg C with 10 deg intervals, and are ap-
plicable for TAY 620-15 engines only.
The graphs are based on the following conditions:
- Dry, smooth runway.
- No use of stopways and/or clearways.
- Nil slope.
- Zero wind.
- No obstacles.
- V1 = VR·
- V2 = 1.13 VSR.
- Rolling take-off as described in the AOM chapter Flight Techniques.
After selection of the appropriate graph for temperature and f1apsetting, it is to be entered
with the runway length available, proceeding horizontally until the slanted field elevation line
is intersected.
Proceeding vertically downwards from the intersection, the MTOW applicable for the given
ava~ble runway length is obtained.
The graphs can be worked through in the reverse order to obtain a required runway length
for a given weight.
The graphs should not be used to determine an assumed temperature for flex thrust take-
off.
For intermediate field elevations linear interpolation between the slanted lines is allowed.
Linear interpolation also applies to temperatures in between the OAT values presented.
NOTE: For engine anti-icing ON subtract 71 kg from the MTOW found.
- - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
8.02.02
PERFORMANCE PAGE 2
TAKE-OFF
VERSION 01
Ale TYPE: FOKKER 70

ENGINE : TAY 62Q..15
OAT :OdegC
30 FLAP 15
E' 26
o
~
~ 22
~
~ 18
./ /' ./
v /~
> / ': / ./
~
z 14 / V / . . . . v.,. / '
iE 8 6 4 2 0*
10
24 26 28 30 32 34 36 38 40 42 44 46 48 50 52
TAKE·OFF WEIGHT (x 1000 kg)
30 FLAPS
e 26
-
0
0
~
~ >C
~ 22 ./ V /' w
0
:c
I-
~V /'V ......V ~
C!J
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JPER-001/A
- - - - - - - - - - - A O M FOKKER 70 - - - - - - - - - - - -
8.02.02
PERFORMANCE PAGE 3
TAKE-OFF
VERSION 01
Ale TYPE: FOKKER 70

ENGINE: TAY 62Q..15
OAT : 10 deg C
30 FLAP 15
¢:'
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0
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TAKE-OFF WEIGHT (x 1000 kg)
30 FLAPS
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JPER-002lA
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
PERFORMANCE 8.02.02
PAGE 4
TAKE-OFF
VERSION 01
Ale TYPE: FOKKER 70

ENGINE : TAV 62Q..15
OAT : 20 deg C
30 FLAP 15
:::
0
'S 26 0
~
~
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~ 22 0
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24 26 28 30 32 34 36 38 40 42 44 46 48 50 52
TAKE~OFFWEIGHT (x 1000 kg)
30 FLAPS
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0
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JPER-003/A
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - - -
8.02.02
PERFORMANCE PAGES
TAKE-OFF
VERSION 01
Ale TYPE: FOKKER 70

ENGINE : TAY 620-15
OAT :30degC
30 FLAP 15
it:
'E 26 g
o ~
l<
~
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~ 22 0
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JPER-004/A
- - - - - - - - - - - A O M FOKKER 70 - - - - - - - - - - -
8.02.02
PERFORMANCE
PAGE 6
TAKE..OFF
,~
VERSION 01
AlC TYPE: FOKKER 70

ENGINE: TAV 620-15
OAT : 40 deg C
30 FLAP 15
:=
0
'E26 0
o ~
~
)(
w
~ 22 c
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24 26 28 30 32 34 36 38 40 42 44 46 48 50 52
TAKE·OFFWEIGHT (x 1000 kg)
JPER-005/A
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
PERFORMANCE 8.02.03
PAGE 1
TAKE-OFF
VERSION 01
SPEEDS ISSUE 002
SPEEDS
In table 1 tabulated speed information is presented as a function of TOW and flap configu-
ration. The tabulated data is to be used in combination with the TOW obtained from pre-
vious sections only and is not intended to be standardly used with TL tables for individual
airports. V1 and V2 values had to be adapted to min V1 and min V2 limitations at the lower
weight ranges and, consequently, may differ slightly from AFM data.
KILOGRAMS
WEIGHT X 1000 KG
TAKE-OFF
SPEEDS
26 28 30 32 34 36 38 40 42
V1 = VR 109 110 115 119 124 128 132 137 143

FLAPS V2 117 119 123 127 131 135 139 143 146
0 VFR 117 119 123 127 131 135 139 143 146
VFfO 148 154 159 164 169 174 179 183 188
V1 = VR 106 107 109 113 117 122 126 130 133
FLAPS V2 114 115 118 122 126 129 133 136 139
8 VFR 117 119 123 127 131 135 139 143 145
VFTO 148 154 159 164 169 174 179 183 188
V1 = VR 103 104 106 108 112 117 121 125 128
FLAPS V2 112 113 115 117 120 124 127 131 134
15 VFR 117 119 123 127 131 135 139 143 145
VFTO 148 154 159 164 169 174 179 183 188
V1 I VR = 1.0.
V2 = 1.13 VSR.
For every 5 deg C above 30 deg C OAT add 1 kt to V1 and YR.
Table 1
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
PERFORMANCE 8.02.03
TAKE-OFF PAGE 2
SPEEDS VERSION 01
ISSUE 002
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
PERFORMANCE 8.03.01
LANDING PAGE 1
VERSION 14
ISSUE 001
ALLOWABLE MAX LANDING WEIGHT

Table 2, and tables 3 and 4 present climb limited weights and the landing distances corresponding
to a certain weight for landing flap 25 and 42 respectively. The landing distances provided are for
dry, slippery and very slippery runways.
Table 1 provides cross-reference for conversion of runway friction coefficient into braking action.
FRICTION COEFFICIENT BRAKING ACTION

0.40 and above Good –5
0.39 - 0.36 Medium/Good –4
0.35 - 0.30 Medium –3
0.29 - 0.26 Medium/Poor –2
0.25 and below Poor –1
Table 1
CLIMB-LIMITED WEIGHT
The climb-limited weight is the lowest of the weights based on either the approach climb require-
ment or the landing climb requirement. For the Fokker 70 the approach climb requirement deter-
mines the climb-limited weight.
For a landing flap 25 with a go-around flap 0, the climb-limited weight will always be in excess of
the max. landing weight of 36 740 kg.
In this weight the following conditions have been accounted for:
- Engine anti-icing ON.
- The weight reduction due to ice remaining on unprotected areas for forecast icing conditions
and landing OAT below 10 deg C.
- V = 1.40 VSR.
-------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

PERFORMANCE 8.03.01
LANDING PAGE 2
VERSION 14
ISSUE 001
FLAP 25 REQUIRED RUNWAY LENGHT (m)

WET OR VERY
WEIGHT DRY R/W
SLIPPERY R/W SLIPPERY R/W
(kg) B.A. GOOD
B.A. GOOD B.A. POOR
40 000 1470 1690 3760
38 000 1410 1622 3580
36 000 1355 1558 3400
34 000 1305 1501 3220
32 000 1255 1443 3040
30 000 1205 1386 2860
28 000 1155 1328 2680
26 000 1110 1277 2500
WIND CORRECTION (m/kt)
Headwind – 10 – 11 – 27
Tailwind + 36 + 42 + 74
ALTITUDE CORRECTION (m/1000 ft)
Above
sea level + 40 + 46 + 117
Table 2
Threshold speed VREF 25
NOTE: 1. Based on ISA, sea level, zero wind and no slope; manual landing.
2. The required runway lenght is the actual lenght factored by 1.67.
3. The required runway length for very slippery runway (B.A. poor) assumes the use of
Max Reverse thust.
-------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

PERFORMANCE 8.03.01
LANDING PAGE 3
VERSION 12
ISSUE 002
LANDING CLIMB LIMITED WEIGHT (kg)

FLAP 42 LANDING ELEVATION
OAT
SEA
(deg C) 1000 ft 2000 ft 3000 ft 4000 ft 5000 ft 6000 ft 7000 ft 8000 ft
LEVEL
50 39 200 - - - - - - - -
48 39 800 38 500 - - - - - - -
46 40 550 39 100 37 700 - - - - - -
44 39 700 38 300 37 000 - - - - -
42 40 500 39 000 37 600 35 900 - - - -
40 39 600 38 200 36 500 34 900 - - -
38 40 300 38 800 37 100 35 500 34 000 - -
36 39 500 37 800 36 100 34 600 33 100 -
34 38 400 36 700 35 200 33 700 32 300
32 39 000 37 300 35 800 34 300 33 000
30 39 550 37 900 36 350 34 750 33 400
28 40 100 38 300 36 950 35 200 33 800
26 WEIGHT IN 38 800 37 200 35 700 34 150
24 EXCESS OF 39 100 37 550 36 000 34 500
22 40 000 KG. 39 500 37 850 36 250 34 750
20 39 750 38 150 36 550 35 000
18 40 000 38 400 36 800 35 275
16 38 700 37 100 35 600
14 39 050 37 400 35 825
12 39 250 37 700 36 100
10 39 400 37 900 36 350
8 39 600 38 100 36 625
6 39 800 38 350 36 850
4 40 000 38 550 37 100
2 38 700 37 300
0 38 900 37 450
Table 3
NOTE: 1. The maximum landing weight based on the landing climb requirement is always in
excess of the weights shown.
2. A weight of 36 kg must be subtracted when the engine anti-icing is ON during
approach and landing.
3. When operating in icing conditions with forecast landing OAT below 10 deg C, reduce
the climb limited weight with 1270 kg due to ice remaining on unprotected areas.
4. V = 1.37 VSR and a go-around flap 15.
-------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

PERFORMANCE 8.03.01
LANDING PAGE 4
VERSION 12
ISSUE 002
FLAP 42 REQUIRED RUNWAY LENGTH (m)

VERY
WEIGHT DRY R/W SLIPPERY R/W
SLIPPERY R/W
(kg) B.A. GOOD B.A. MEDIUM
B.A. POOR
40 000 1348 1550 3230
38 000 1302 1397 3080
36 000 1259 1448 2930
34 000 1216 1398 2780
32 000 1173 1349 2630
30 000 1130 1300 2480
28 000 1090 1254 2330
26 000 1045 1202 2180
WIND CORRECTION (m/kt)
Headwind -9 - 10 - 23
Tailwind + 30 + 35 + 73
ALTITUDE CORRECTION (m/1000 ft)
Above
sea level + 35 + 40 + 100
Table 4
Threshold speed: VREF42
NOTE: 1. Based on ISA, sea level, zero wind and no slpoe; manual landing.
2. The required runway lenght is the actual lenght factured by 1.67.
3. The required runway lenght for very slippery runway has been based on the use of
Max Reverse thrust.
LANDING SPEEDS
From the table below the VREF speed can be abtained.
VREF = 1.23 VSR.
In the approach the VMA indicated on the EFIS is repesentative for VREF.
KILOGRAMS
LANDING WEIGHT IN 1000 KG
SPEEDS 26 28 30 32 34 36 38 40 42
Flap 0 124 129 133 137 142 146 150 154 157
VREF Flap 25 113 117 121 125 129 133 137 140 143
Flap 42 104 108 112 115 119 122 126 129 132
-------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

FLIGHT PLANNING 9.00.00
PAGE 1
CONTENTS VERSION 50
ISSUE 002
9.01.01 General
9.02.01 Trip Time and Fuel Data
9.03.01 Climb, Cruise and Desent
9.04.01 Approach, Landing and Holding
9.05.01 Single-engine Operation

PAGE 2
CONTENTS VERSION 50
ISSUE 002
INTENTIONALLY
LEFT
BLANK

GENERAL PAGE 1
VERSION 50
ISSUE 001
INTRODUCTION
In this chapter Flight Planning information is given for quick reference purposes only. The informa-
tion is limited to one climb and descent schedule and two cruise schedules. Additional and more
detailed information is given in the Operations Planning Manual.

GENERAL PAGE 2
VERSION 50
ISSUE 001
IIi

9.02.01
FLIGHT PLANNING PAGE 1
TRIP TIME AND FUEL DATA
VERSION 01
ISSUE 001
The tables in this section present the trip time and fuel data for a range of distances and
altitudes and for ISA temperatures.
The data is the sum of the following:

- The take-off time/fuel for an airport at MSL to 1500 ft.
- The climb time/fuel.
- The cruise time/fuel.
- The descent time/fuel up to 2000 ft above an airport at MSL and the deceleration at
2000 ft thereafter to VFTO + 20 kt.
In addition the tables present the climb distance, the average climb TAS from 1500 ft to
cruise level, the cruise TAS, the descent distance and average descent TAS to 2000 ft
above the airport.
Tables 1, 2 and 3:
Speed schedule 250/280/.70, TOW 36 740 kg, distances from 100 to 475 NM, for 40 kt
headwind, zero wind and 40 kt tailwind respectively.
Tables 4, 5 and 6:
Speed schedule 250/280/.70, TOW 38 100 kg, distances from 500 to 1200 NM, for 40 kt
headwind, zero wind and 40 kt tailwind respectively.
Tables 7, 8 and 9:
Climb and descent schedule 250/280/.70, cruise schedule long-range, TOW 39 915 kg,
distances from 1200 to 2400 NM, for 40 kt headwind, zero wind and 40 kt tailwind respec-
tively.
Fuel allowances:
Start up and taxi fuel 100 kg, for prolonged taxi times use 11.5 kg/min.
APU fuel (normal flow) 1.44 kg/min.
Approach and landing fuel 161 kg for 6 min, direct approach (LW 36 000 kg, ISA); for
an extended approach at 2000 ft use 35 kg/min.
Holding fuel See table in 9.04.01.
To calculate the required block fuel/time with the aid of the tables, a schematic calculation
is given.
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
9.02.01
VERSION 01
ISSUE 001
TIME AND FUEL CALCULATION SCHEMATICALLY

Take~off and initial climb out
to 1500 ft
TIME
Climb TRIP FUEL .......... kg
Cruise TABLE
Descent (idle descent procedure)
Approach and landing .......... kg : .
Trip .......... kg : .
Route reserve fuel: % .......... kg
Gowaround and ClimJ-out

to 1500 ft TIME
Cruise to alternate TRIP FUEL kg
TABLE
Descent to alternate
Wind correction: % .......... kg : .

Approach and landing .......... kg .
Holding .......... kg .
Alternate fuel .......... kg
.......... kg .......:......
.......... kg : .
Taxi fuel .......... kg : .
REQUIRED BLOCK .......... kg : ..

EXTRA UPLIFT .......... kg : .
BLOCK .......... kg : ..
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
FLIGHT PLANNING FLIGHT PLANNING 9.02.01
PAGE 3
TRIP TIME AND FUEL DATA TRIP TIME AND FUEL DATA
VERSION 01
ISSUE 001
CLIMB: 280/0.700 IAS/M CRUISE: 280/.700 IAS/M DESCENT: 280/0.700 IAS/M

TAKE..OFF WEIGHT (kg): 36740 ISA +0.0 WIND SPEED (kt): 40 HEADWIND
CRUISE ALTITUDE (tt) Tay 620..15
13000 15000 17000 19000 21 000 23000 25000 27000 29000 31 000 33000 35000
GROUND TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL
DISTANCE (nm) hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg
100 0:25 869 0.24 859 0.24 854 0:24 852 024 853
125 0:30 1037 029 1020 0.29 1008 0:29 1000 0:28 996 0:28 996 0.28 999
150 0:35 1204 0'34 1180 034 1162 0:33 1149 0:33 1139 0:32 1133 0'32 1132 0:32 1134 0:32 1136
175 0:40 1372 0'39 1340 0.38 1316 0:38 1297 0:37 1282 0:37 1271 0:36 1264 0:36 1262 0:36 1257 0'36 1257
200 0:45 1540 0.44 1501 0'43 1470 0,42 1445 0-42 1424 0.41 1408 040 1396 0:40 1390 0:40 1378 0:40 1372 0:40 1374
225 0:50 1707 0,49 1661 0:48 1623 0:47 1593 0:46 1567 0:45 1545 044 1529 0:44 1518 0:44 1499 0:44 1486 0:44 1483 0:44 1488
250 0:55 1874 0.54 1820 0:52 1777 0'51 1740 0:50 1709 049 1682 0'49 1661 0:48 1646 0:48 1620 0:48 1601 0:48 1593 0:48 1593
275 1:00 2041 0:59 1980 0.57 1930 0'56 1888 0'55 1851 0:54 1819 0'53 1793 0'52 1773 0'52 1740 0:52 1715 0:52 1702 0.52 1699
310 1.05 2207 1 03 2139 1.02 2083 1:00 2035 0:59 1993 0.58 1956 0:57 1924 0:56 1901 0:56 1861 0:56 1829 0'56 1811 0.57 1804
325 1:10 2374 1'08 2298 1:07 2236 1:05 2182 1:04 2135 1.02 2092 1:01 2056 0.60 2028 1:00 1981 1:00 1943 1:01 1919 1'01 1909
350 1 15 2540 1:13 2457 1:11 2389 1:10 2329 1:08 2276 1'06 2229 1.05 2188 1.04 2155 1.04 2101 1'04 2057 1.05 2028 1'05 2013
375 1'20 2706 1.18 2616 1:16 2541 1:14 2476 1:12 2418 1:11 2365 1:09 2319 1.08 2282 1'08 2221 1'08 2171 1:09 2136 1.09 2118
400 1'25 2872 1.23 2775 1:21 2694 1'19 2623 1:17 2559 1.15 2501 1'13 2450 1.12 2409 1'12 2341 1'12 2284 1:13 2244 1.13 2222
425 1.30 3037 1:28 2933 1:26 2846 1.23 2769 1:21 2700 1.19 2637 1:17 2582 1'16 2536 1'16 2461 1.16 2397 1:17 2352 1'17 2326
450 1.35 3203 1:33 3092 1.30 2998 1:28 2915 1:26 2841 1.23 2773 1'21 2713 1:20 2663 1:20 2581 1:21 2511 1:21 2460 1'21 2430
475 1.40 3368 1'38 3250 1:35 3150 1:32 3062 1'30 2982 1:28 2909 1.26 2843 1:24 2789 1.24 2700 1:25 2624 1:25 2568 1 25 2534
CLB TAS (kt) 209 226 241 255 269 281 294 308 318 327 334 341
OIST (nm) 20 24 29 35 42 49 58 69 79 89 101 114
CRZ. TAS (kt) 337 347 358 369 380 392 404 417 414 411 407 403
lAS (kt) 280 280 280 280 280 280 280 280 269 257 246 235
FF'ENG (kg'h) 990 979 972 968 964 960 958 958 899 843 795 760
DES TAS (kt) 278 284 291 297 303 309 315 320 325 333 342 349
018T (nm) 28 33 37 41 45 50 54 59 62 70 83 95
This table includes fuel and time from brake release at take-off (MSL) up to the approach 2000 ft above destination (MSL)
Table 1
- - - - - - - - - - - - - - - - - - - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - - - - - - - - - - - - - - - - - - -
PAGE 4
VERSION 01
ISSUE 001

TAKE..OFF WEIGHT (kg): 36 740 ISA +0.0 WIND SPEED (kt): 0
CRUISE ALTITUDE (tt) lay 620-15
13000 15000 17 000 19000 21 000 23000 25000 27 000 29000 31 000 33000 35000
100 0:22 791 0,22 786 0.22 784 0:22 785 0:22 789
125 0.27 940 0'27 928 0:26 921 0'26 918 0:26 917 026 920
150 0:31 1088 0'31 1070 0:30 1058 0:30 1050 0:30 1045 0:30 1044 0:29 1046 0'29 1051
175 0.36 1235 0'35 1212 0.35 1195 0:34 1182 0:34 1173 0'33 1167 0:33 1165 0'33 1167 0:33 1167
200 0'40 1383 0:39 1354 0'39 1332 0:38 1314 0:38 1301 0:37 1291 0.37 1285 0:37 1283 0:37 1277 0:37 1276
225 0.45 1531 0:44 1496 0'43 1469 0'42 1446 0:42 1428 0:41 1414 0.41 1404 0:40 1399 0'40 1386 0:40 1379 0:40 1381
250 0'49 1678 0'48 1637 0'47 1605 0'46 1578 0:46 1556 0:45 1537 0:44 1523 0:44 1514 0:44 1495 0:44 1483 0.44 1479 0.44 1484
275 0'54 1825 0:52 1779 0.51 1741 0:50 1710 0:50 1683 0:49 1660 0:48 1642 0:47 1630 0:47 1604 0.48 1586 0:48 1578 0:48 1579
300 0'58 1972 0:57 1920 056 1877 0,54 1841 0'53 1810 0'53 1783 0.52 1761 0:51 1745 0:51 1713 0:51 1689 0:51 1676 0:52 1674
325 1:02 2119 1:01 2061 0'60 2013 0.59 1973 0'57 1937 0:56 1906 0.55 1880 0"55 1860 0:55 1822 0:55 1792 0:55 1775 0:55 1769
350 1:07 2266 1:05 2202 1'04 2149 1'03 2104 1.01 2064 1.00 2029 0'59 1999 0'58 1976 0:58 1931 0'59 1895 0:59 1873 0:59 1863
375 1,11 2413 1 10 2343 1 08 2285 1 07 2235 1:05 2191 1:04 2151 1:03 2117 1.02 2091 1:02 2040 1:02 1998 1:02 1971 1:03 1958
400 116 2559 1.14 2484 1 12 2421 1'11 2366 1:09 2318 1.08 2274 1:07 2236 1'05 2206 1'06 2148 1:06 2100 1'06 2068 1:06 2052
425 1'20 2705 1:18 2624 1.17 2556 1:15 2497 1'13 2444 1.12 2396 1:10 2354 1.09 2321 1'09 2257 1.10 2203 1'10 2166 1:10 2146
450 1'25 2852 1'23 2764 1.21 2691 1'19 2628 1'17 2570 1'15 2518 1:14 2472 1:13 2435 1:13 2365 1.13 2305 1'14 2263 114 2240
475 1'29 2998 1'27 2905 1:25 2827 1:23 2758 1.21 2697 1.19 2640 1:18 2590 1.16 2550 1:16 2473 1:17 2408 1:17 2361 1.18 2333
CLB: TAS (kt) 209 226 241 255 269 281 294 308 318 327 334 341
DIST (nm) 22 28 33 40 47 56 66 78 89 100 113 127
CRZ: TAS (kt) 337 347 358 369 380 392 404 417 414 411 407 403
lAS (kt) 280 280 280 280 280 280 280 280 269 257 246 235
FF/ENG (kg/h) 991 980 973 969 965 961 959 959 899 843 797 761
DES: TAS (kt) 278 284 291 297 303 309 315 320 325 333 342 349
DIST (nm) 32 36 41 46 51 56 61 66 70 79 92 106
This table Includes fuel and time from brake release at take-off (MSL) up to the approach 2000 ft above destmatlon (MSL)
Table 2
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
TRIP TIME AND FUEL DATA PAGES
VERSION 01
ISSUE 001

TAKE..OFF WEIGHT (kg): 36 740 ISA +0.0 WIND SPEED (kt): 40 TAILWIND
CRUISE ALTITUDE (tt) Tay 620-15
13000 15000 17000 19000 21 000 23000 25 000 27 000 29000 31 000 33 000 35 000
100 0:21 730 0:20 728 0:20 729 0.20 732
125 0'25 863 0:24 856 0:24 852 0:24 851 0:24 854
150 0:29 995 0:28 983 0.28 975 0:28 971 0:27 969 0'27 971 0:27 975
175 0:33 1128 0.32 1111 0'32 1099 0'31 1090 0:31 1085 0:31 1083 0:31 1084 0.31 1089
200 0:37 1260 0'36 1238 0.35 1222 0:35 1209 0.35 1201 0.34 1195 0:34 1193 0'34 1194 0:34 1193
225 0:40 1392 0:40 1365 0:39 1345 0:39 1329 0:38 1316 0:38 1307 0:37 1301 0'37 1300 0:37 1293 0:37 1291
250 0.44 1524 0.44 1492 0:43 1468 0:42 1448 0:42 1432 0.41 1419 0:41 1410 0-40 1406 0:40 1392 0:41 1385 0:41 1386
275 0.48 1656 0:48 1619 0:47 1590 0:46 1566 0:45 1547 0:45 1531 0:44 1518 0:44 1511 0:44 1492 0:44 1479 0:44 1476 0.44 1481
300 0.52 1787 0:51 1746 0:51 1713 0:50 1685 0:49 1662 0:48 1642 0:48 1627 0:47 1617 0:47 1592 0:47 1573 0:47 1566 0:47 1567
325 0'56 1919 0:55 1873 0:54 1835 0:53 1804 0:52 1777 0:52 1754 0'51 1735 0:50 1722 0:50 1691 0:51 1667 0:51 1656 0:51 1654
350 1:00 2050 0'59 1999 0'58 1958 0:57 1923 0:56 1892 0:55 1865 0:54 1843 0:54 1827 0:54 1790 0:54 1761 0:54 1745 0:54 1740
375 1:04 2181 1:03 2126 1'02 2080 1:01 2041 0:60 2007 0:59 1977 0:58 1951 0:57 1932 0:57 1890 0:57 1855 0:57 1834 0:57 1826
400 1:08 2313 1:07 2252 1'06 2202 1:04 2159 1:03 2122 1'02 2088 1:01 2059 1:00 2037 1:00 1989 1:00 1949 1:01 1924 1:01 1912
425 1:12 2444 1:11 2378 1:09 2324 1:08 2278 1:07 2236 1:06 2199 1:04 2167 1'03 2142 1:04 2088 1:04 2043 1:04 2013 1:04 1998
450 1.16 2574 1:15 2504 1:13 2446 1:12 2396 1:10 2351 1:09 2310 1:08 2275 1:07 2247 1:07 2187 1:07 2136 1:07 2102 1:08 2083
475 1:20 2705 1:19 2630 1:17 2568 1:15 2514 1:14 2465 1:12 2421 1:11 2383 1.10 2352 1:10 2286 1:10 2229 1:11 2190 1:11 2169
CL8: TAS (kt) 209 226 241 255 269 281 294 308 318 327 334 341
DIST (nm) 25 31 38 45 53 62 73 86 98 111 125 140
CRZ: TAS (kt) 337 347 358 369 380 392 404 417 414 411 407 403
lAS (kt) 280 280 280 280 280 280 280 280 269 257 246 235
FF'ENG (kgfh) 993 981 974 970 966 962 960 960 900 844 798 762
DES: TAS (kt) 278 284 291 297 303 309 315 320 325 333 342 349
DIST (nm) 35 40 45 51 56 62 67 73 77 87 102 116
ThiS table includes fuel and time from brake release at take~off (MSL) up to the approach 2000 ft above destination (MSL)
Table 3
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - AOM FOKKER 7 0 - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
PAGE 6
VERSION 01
ISSUE 001

TAKE-OFF WEIGHT (kg): 38 100 ISA +0.0 WIND SPEED (kt): 40 HEADWIND
CRUISE ALTITUDE (ft) Tay 620-15
19 000 21 000 23000 25 000 27 000 29 000 31 000 33 000 35000
GROUND TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL
DISTANCE (nm) hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg
500 1.37 3250 1:35 3166 1:32 3087 1'30 30181.28 2961 1:28 2869 1:29 2791 1:29 2737 1:30 2707
550 1.46 3545 1:43 3450 1:41 3360 1'38 32811'36 3216 1:36 3111 1:37 3020 1:37 2955 1'38 2918
600 1.55 3839 1:52 3733 1:49 3633 1'46 35451:44 3471 1:44 3352 1.45 3248 1:46 3173 1:46 3129
650 2.04 4132 2:01 4015 1.58 3906 1:55 38071:52 3725 1.52 3592 1.53 3475 1:54 3390 1:55 3338
700 2:14 4424 2'10 4297 2.06 4177 2'03 40701:60 3979 2:00 3832 2.01 3702 2.02 3607 2:03 3547
750 2.23 4716 2'19 4578 215 4449 2'11 43312:08 4232 2:08 4071 2.09 3929 2.10 3822 2:11 3755
800 2:32 5007 2:27 4859 2:23 4719 2:19 45922:15 4484 2:16 4309 2.17 4155 2:18 4037 2:19 3963
850 2:41 5298 2:36 5139 2:32 4990 2:27 48532:23 4736 2:24 4547 2:25 4380 2:26 4252 2:28 4169
900 2'50 5588 2.45 5419 2:40 5259 2.36 51132.31 4988 2:32 4785 2:34 4605 2.35 4466 2:36 4375
950 2'59 5878 2:54 5698 2.49 5529 2.44 53732.39 5239 2:40 5022 2:42 4829 2:43 4679 2:44 4580
1000 3:08 6167 3:03 5977 2.57 5797 2:52 56322:47 5489 2'48 5258 2'50 5052 2'51 4891 2:52 4784
1050 3:17 6455 3:11 6254 3.06 6066 3:00 58912:55 5739 2:56 5494 2:58 5275 2'59 5103 3:01 4987
1100 3.27 6743 3:20 6532 3'14 6333 3:09 61493'03 5989 3:04 5729 3:06 5498 3:07 5315 3'09 5190
1150 3.36 7030 3:29 6809 3:23 6601 3'17 64073'11 6238 3:12 5964 3:14 5720 3:15 5526 3'17 5392
1200 3:45 7316 3:38 7085 3:31 6867 3'25 66643'19 6487 3:20 6198 3:22 5941 3:24 5736 3:25 5594
CLB TAS (kt) 256 269 282 295 309 319 328 335 342
DI8T (nm) 37 44 52 61 73 83 95 107 121
CRZ: TAS (kt) 369 380 392 404 417 414 411 407 403
lAS (kt) 280 280 280 280 280 269 257 246 235
FF/ENG (kg/h) 953 951 949 947 947 888 832 785 749
DES: TAS (kt) 296 302 308 314 320 324 332 342 349
DI8T (nm) 40 44 48 53 57 61 69 82 94
ThiS table includes fuel and time from brake release at take~off (MSL) up to the approach 2000 ft above destmatlon (MSL)
Table 4
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - A O M FOKKER 70 - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
PAGE?
VERSION 01
ISSUE 001

TAKEooOFF WEIGHT (kg): 38 100 ISA +0.0 WIND SPEED (kt): 0
19 000 21 000 23 000 25 000 27000 29 000 31 000 33 000 35 000
DISTANCE (nm) hr:min kg hr:min - kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg
SOD 1:27 2928 1:25 2863 1:23 2802 1:22 2749 1:20 2707 1.20 2628 1:21 2560 1:21 2515 1:21 2491
550 1:35 3191 1:33 3117 1:31 3048 1:29 2987 1:27 2938 1-28 2846 1:28 2767 1:28 2713 1:29 2683
600 1:43 3454 1:41 3372 1.39 3294 1:36 3225 1:34 3169 1.35 3064 1:35 2974 1:36 2910 1:36 2873
650 1:52 3716 1:49 3625 1.46 3539 1:44 3462 1.41 3399 1:42 3282 1:43 3180 1:43 3107 1:44 3063
700 1:60 3978 1:57 3878 1:54 3784 1:51 3699 1:49 3629 1.49 3499 1:50 3386 1:51 3303 1:51 3252
750 2:08 4239 2:05 4131 2:02 4028 1'59 3936 1:56 3858 1:56 3716 1'57 3591 1:58 3498 1:59 3441
800 2:16 4500 2.12 4383 2:09 4272 2:06 4172 2:03 4088 2:04 3932 2'04 3796 2:05 3693 2:06 3629
850 2:24 4760 2'20 4634 2:17 4515 2:13 4407 2:10 4316 2'11 4148 2:12 4000 2:13 3887 2:13 3816
900 2:32 5019 2:28 4885 2:24 4758 2:21 4643 2:17 4544 2:18 4363 2:19 4203 2:20 4081 2:21 4002
950 2:40 5279 2'36 5136 2:32 5001 2:28 4877 2:25 4772 2:25 4578 2:26 4407 2:27 4274 2:28 4188
1000 2:48 5537 2:44 5386 2:40 5243 2:36 5112 2:32 5000 2:33 4793 2:34 4609 2:35 4467 2:36 4373
1050 2:57 5795 2:52 5636 2:47 5485 2.43 5346 2:39 5227 2:40 5007 2:41 4812 2:42 4659 2:43 4558
1100 3.05 6053 2:60 5885 2:55 5726 2:50 5579 2:46 5453 2:47 5221 2:48 5014 2:49 4851 2:51 4742
1150 3:13 6310 3:08 6134 3'03 5967 2:58 5813 2:53 5679 2:54 5434 2:56 5215 2:57 5043 2:58 4926
1200 3:21 6567 3.16 6383 3:10 6208 3;05 6045 3:00 5905 3:02 5647 3:03 5416 3.04 5233 3:05 5109
ClB: TAS (kt) 256 269 282 295 309 319 328 335 342
DIST (nm) 42 50 52 69 82 94 106 120 136
CRZ: TAS (kt) 369 380 392 404 417 414 411 407 403
lAS (kt) 280 280 280 280 280 269 257 246 235
FFfENG (kg/h) 957 954 952 950 950 891 836 789 754
DES: TAS (kt) 296 302 308 314 320 324 332 342 349
DIST (nm) 40 50 54 59 64 69 78 91 105
This table includes fuel and time from brake release at take-off (MSL) up to the approach 2000 ft above destmatlon (MSL)
Table 5
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
PAGE 8
VERSION 01
ISSUE 001

TAKE-OFF WEIGHT (kg): 38 100 ISA +0.0 WIND SPEED (kt): 40 TAILWIND
19000 21 000 23 000 25000 27000 29000 31 000 33 000 35000
DISTANCE (nm) hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg
500 1:19 2669 1:18 2617 1:16 2569 1.15 2528 1:13 2496 1:14 2428 1:14 2370 1:14 2332 1.15 2314
550 1:26 2906 1:25 2848 1'23 2793 1.21 2745 1:20 2708 1:20 2628 1:21 2559 1:21 2513 1.21 2489
600 1'34 3144 1'32 3078 1:30 3016 1:28 2962 1'27 2919 1:27 2827 1:27 2748 1'28 2693 1:28 2663
650 1.41 3381 1.39 3308 1:37 3239 1:35 3179 1:33 3130 1:33 3026 1:34 2936 1:34 2873 1.35 2836
700 1.48 3618 1:46 3538 1:44 3462 1:42 3395 1:40 3340 1:40 3225 1:41 3124 1:41 3052 1:42 3009
·750 1.56 3854 1:53 3767 1:51 3684 1:48 3610 1:46 3550 1:47 3423 1:47 3312 1'48 3231 1:48 3181
800 2.03 4090 2:00 3996 1:58 3906 1.55 3826 1:53 3759 1:53 3621 1.54 3499 1:55 3409 1:55 3353
850 2.10 4325 2:08 4224 2:05 4128 2.02 4041 1:59 3969 1:60 3818 2:01 3686 2:01 3587 2:02 3524
900 2.18 4560 2.15 4452 2:12 4349 2.09 4255 2:06 4177 2.06 4015 2:07 3872 2:08 3764 2:09 3695
950 2'25 4795 2'22 4679 2:19 4570 2:15 4470 2.12 4386 2:13 4212 2:14 4058 2:15 3941 2'15 3865
1000 2'32 5029 2:29 4907 2:25 4790 2:22 4684 2.19 4594 2:20 4408 2:21 4243 2:21 4117 222 4035
1050 240 5263 2:36 5134 2:32 5010 2:29 4897 2:25 4802 2'26 4604 2:27 4429 2:28 4293 2:29 4204
1100 2.47 5496 2:43 5360 2:39 5230 2:36 5111 2'32 5009 2:33 4800 2:34 4613 2'35 4468 2'36 4372
1150 2:54 5729 2.50 5586 2.46 5450 2.42 5324 2:39 5216 2:39 4995 2.40 4798 2'41 4644 2:42 4540
1200 3:02 5962 2:57 5812 2:53 5669 2.49 5536 2'45 5423 2:46 5190 2:47 4982 2:48 4818 2'49 4708
CLB. TAS (kt) 256 269 282 295 309 319 328 335 342
DIST (nm) 47 56 65 77 91 104 118 133 150
CRZ TAS (kt) 369 380 392 404 417 414 411 407 403
lAS (kt) 280 280 280 280 280 269 257 246 235
FF'ENG (kg/h) 960 957 954 9S3 953 894 839 793 758
DES TAS (kt) 296 302 308 314 320 324 332 342 349
DIST (nm) 50 55 61 66 72 76 86 101 116
This table Includes fuel and time from brake release at take~off (MSL) up to the approach 2000 ft above destination (MSL)
Table 6
- - - - - - - - - - - - - - - - - - - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
PAGE 9
VERSION 01
ISSUE 001
CLIMB: 280/0.700 IAS/M CRUISE: LONG·RANGE DESCENT: 280/0.700 IAS/M

TAKE-OFF WEIGHT (kg): 39 915 ISA +0.0 WIND SPEED (kt): 40 HEADWIND
19 000 21 000 23 000 25 000 27 000 29 000 31 000 33000 35 000
DISTANCE (nm) hr.min kg hr:min kg hr:min kg hr:min kg hr:min kg hr,min kg hr:min kg hr:min kg hr:min kg
1200 4.05 7241 4'01 6977 3.56 6739 3.50 6520 3'42 6332 3:37 6145 3'34 5992 3'30 5871 3:24 5803
1300 4:25 7796 4:21 7508 4,15 7249 4:09 7009 4:01 6803 3:55 6598 3:52 6429 3:47 6294 3:40 6216
1400 4:46 8348 4:41 8035 4:35 7755 4:29 7496 4:20 7269 4:13 7048 4'10 6862 4:04 6714 3,57 6626
1500 5:07 8897 5'01 8558 4:55 8259 4'48 7979 4'39 7734 4:32 7494 4:27 7293 4:22 7131 4'14 7027
1600 5:28 9442 5'22 9078 5:15 8759 5'08 8459 4:58 8197 4:50 7938 4:45 7722 4'39 7544 4'31 7425
1700 5:49 9983 5'42 9597 5,36 9255 5.27 8937 5:17 8656 5:09 8379 5:03 8148 4:57 7955 4'49 7822
1800 5:56 9748 5'47 9410 5:37 9112 5'28 8817 5:21 8571 5:14 8363 5:06 8218
1900 6'07 9881 5:56 9565 5:47 9253 5:38 8992 5:32 8768 5:24 8610
2000 6'06 9685 5:56 9410 5:50 9170 5'42 8998
2100 6:14 9826 6:08 9569 5.60 9384
2200 6:26 9966 6:18 9766
2300
2400
CLB: TAS (kt) 256 269 282 295 309 320 329 337 344
DIST (nm) 39 47 55 66 78 90 103 117 133
CRZ: TAS (kt) 338 343 349 357 367 376 383 391 401
lAS (kt) 255 251 248 245 245 242 239 235 233
FF/ENG (kg/h) 816 792 776 761 755 743 728 718 715
DES, TAS (kt) 295 301 307 313 318 323 331 341 349
OIST (nm) 38 43 47 51 55 59 67 79 91
this table includes fuel and time from brake release at take-off (msl) up to the approach 2000 ft above destination (msl)
Table 7
- - - - - - - - - - - - - - - - - - - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - - - - - - - - - - - - - - - - - - -
PAGE 10
VERSION 01
ISSUE 001
CLIMB: 280/0.700 IAS/M CRUISE: LONG-RANGE DESCENT: 280/0.700 IAS/M

TAKE-OFF WEIGHT (kg): 39 915 ISA + 0.0 WIND SPEED (kt): 0
CRUISE ALTITUDE (tt) Tay 620~15
19 000 21 000 23000 25000 27 000 29000 31 000 33 000 35000

DISTANCE (nm) hr:min kg hr.min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg
1200 3.36 6455 3:33 6239 3:29 6043 3:24 5869 3.19 5721 3:15 5569 3:12 5446 3:09 5349 3:04 5306
1300 3:54 6948 3:51 6711 3:46 6497 3.41 6305 3:35 6144 3:31 5978 3.28 5839 3:24 5732 3:19 5682
1400 4'12 7439 4:08 7179 4:04 6949 3:58 6739 3:52 6564 3:47 6384 3.44 6230 3:40 6113 3:34 6055
1500 4:30 7926 4:26 7646 4:21 7398 4:16 7171 4:08 6981 4:03 6787 3.60 6619 3:55 6491 3:49 6425
1600 4:49 8410 4:44 8109 4:39 7845 4:33 7601 4.25 7395 4:19 7185 4:16 7006 4'10 6867 4.04 6790
1700 5:07 8891 5:02 8570 4:56 8288 4.50 8028 4:42 7807 4:35 7582 4:31 7391 4'26 7239 4.19 7149
1800 5:25 9369 5:20 9028 5:14 8729 5:07 8452 4:59 8217 4:52 7977 4:47 7774 4:42 7609 4.35 7505
1900 5.44 9844 5:38 9485 5:32 9167 5.25 8874 5:16 8624 5.09 8370 5.03 8154 4:58 7976 4.51 7861
2000 5'56 9940 5:50 9602 5:42 9293 5:33 9028 5,25 8759 5:19 8533 5:13 8341 5.06 8215
2100 6.00 9709 5;50 9429 5:42 9146 5:35 8909 5:29 8704 5.22 8566
2200 6:08 9828 5'59 9530 5:51 9283 5:45 9064 5:38 8914
2300 6'16 9912 6:07 9656 6:01 9421 5:54 9259
2400 6:17 9776 6:10 9601
CLB lAS (kt) 256 269 282 295 309 320 329 337 344
DIST (nm) 45 53 63 74 88 101 115 131 149
CRZ: lAS (kt) 338 344 350 357 368 377 384 392 403
lAS (kt) 256 252 248 246 245 243 239 236 234
FF/ENG (kg/h) 822 798 779 764 758 749 735 726 728
DES: TAS (kt) 295 301 307 313 318 323 331 341 349
DI8T (nm) 43 48 53 57 62 66 75 89 103
This table includes fuel and time from brake release at take-off (MSL) up to the approach 2000 ft above destination (MSL)
Table 8
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - AOM FOKKER 70 -----------.....;\~\- - - - - - - - - - - - - - - - -

PAGE 11
VERSION 01
ISSUE 001
CLIMB: 280/0.700 IAS/M CRUISE: LONG-RANGE DESCENT: 280/0.700 IAS/M

TAKE-OFF WEIGHT (kg): 39 915 ISA +0.0 WIND SPEED (kt): 40 TAILWIND
19000 21 000 23000 25000 27000 29000 31 000 33000 35000
DISTANCE (nm) hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg hr:mln kg hr:min kg
1200 3'14 5831 3:11 5652 3:08 5486 3:04 5347 2.60 5225 2:56 5101 2:54 5001 2:52 4920 2.48 4895
1300 3:29 6276 3:27 6077 3:23 5897 3:19 5742 3.14 5610 3:11 5473 3:08 5360 3:06 5271 3:02 5240
1400 3:46 6718 3'43 6500 3:39 6305 3:34 6134 3:29 5992 3.25 5842 3:23 5716 3:20 5619 3:15 5582
1500 4:02 7158 3'59 6920 3:55 6711 3:50 6524 3:44 6372 3.40 6210 3:37 6070 3:34 5965 3:29 5923
1600 4:18 7594 4:14 7338 4:10 7115 4:05 6912 3'59 6750 3.54 6575 3:52 6422 3:48 6309 3.42 6260
1700 4:34 8027 430 7754 4:26 7516 4.21 7299 4:14 7123 4.09 6937 4:06 6772 4:02 6652 3.56 6596
1800 4.50 8458 4:46 8168 4:42 7915 4:36 7684 4:29 7495 4:24 7296 4:20 7121 4:16 6991 4:10 6924
1900 5:07 8886 5:02 8580 4:57 8312 4:52 8067 4:44 7865 4:38 7653 4:35 7469 4:30 7327 4:24 7248
2000 5:23 9312 5:18 8989 5:13 8706 5:07 8447 4:60 8232 4:53 8009 4:49 7815 4:44 7661 4:38 7570
2100 5:40 9735 5:34 9397 5:29 9097 5:23 8825 5:15 8598 5:08 8362 5:03 8159 4:58 7993 4:52 7893
2200 5:20 9804 5:45 9487 5:39 9200 5.30 8961 5:23 8712 5:18 8501 5:13 8323 5:06 8213
2300 6:01 9873 5:54 9573 5:46 9321 5:38 9061 5:32 8842 5:27 8651 5:21 8530
2400 6:10 9944 6:01 9679 5:54 9406 5:47 9180 5:41 8977 5.35 8845
CLB. TAS (kt) 256 269 282 295 309 320 329 337 344
DIST (nm) 50 60 70 82 98 112 127 145 165
CRZ: TAS (kt) 338 344 350 359 369 378 385 393 404
-'AS (kt) 256 252 249 247 246 244 240 236 235
FF/eNG (kg/h) 824 800 784 772 769 759 744 736 739
DES: "'TAS (kt) 295 301 307 313 318 323 331 341 349
DIST (nm) 48 53 59 64 69 74 84 99 114
This table includes fuel and time from brake release at take~off (MSL) up to the approach 2000 ft above destination (MSL)
Table 9
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - A O M FOKKER 70 - - - - - - - - - - - - - - - - - - - - - - - - - - - -
TRIP TIME AND FUEL DATA PAGE 12
VERSION 01
ISSUE 001
- - - - - - - - - - - AOM FOKKER 70
CLIMB, CRUISE AND DESCENT PAGE 1
VERSION 01
ISSUE 003
CRUISE LEVEL SELECTION

The cruise level to be used for a certain flight depends on:
- the speed schedule;
- the maximum initial cruise level;
- the speed capability at cruise;
- the stage length.
In this section the following speed schedule is used:
Climb: 250 kt up to 10 000 ft
280 kt above 10 000 ft
M.7 above FL 270.
Cruise: 280 kt below FL 270
M.7 above FL 270
or
long-range.
Descent: M.7 above FL 270
280 kt below FL 270
250 kt below 10 000 ft.
Table 1 presents the maximum initial cruise level for this climb schedule. The remaining climb
capacity at reaching the presented cruise level is at least 500 ft/min.
When engine and airframe anti-icing are on the climb capability is less than 500 ft/min. However,
the same levels can be reached in this condition with a climb capability of 200 ft/min at reaching
cruise level.
INITIAL CRUISE LEVEL Tay 620-15
AIRCRAFT MAXIMUM INITIAL CRUISE LEVEL
WEIGHT (kg)
AT TAKE-OFF ISA and below ISA + 10 deg C ISA + 15 deg C ISA + 20 deg C
32 000 350 350 350 350

34 000 350 350 350 350
36 000 350 350 350 350
38 000 350 350 350 250 !
40 000 350 350 260 ! 240 !
42 000 350 330 ! 260 ! 230 !
Table 1
NOTE: ! For a combination of high weights and high temperatures a climb speed schedule
250/255/M.65 may be used.
The cruise speed of M.7 or the long-range cruise speed can be flown up to FL 350 for weights up
to 40 000 kg and temperatures up to ISA + 20 deg C.
Table 2 presents the cruise level as a function of stage length for a 50/50 schedule (50 per cent
climb/descent distance, 50 per cent cruise distance).
STAGE LENGHT (nm) 100 150 200 250 300 350 400
and up
CRUISE LEVEL 130 170 230 260 300 330 350
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 01
ISSUE 003
CLIMB
The tables 3 thru 6 present the climb, time and fuel from brake release at take-off (SL) to top of
climb for several temperature conditions. The presented distance is from reaching 1500 feet after
take-off to top of climb. Tables 7 thru 11 present the average climb gradient achieved during climb
from 1500 ft pressure altitude above airport pressure altitude to the specified pressure altitude. In
these tables the fuel used up to 1500 ft is taken into account. Gradient corrections for operation of
engine anti-icing or engine and airframe anti-icing are given. These corrections can directly be
subtracted from the data to obtain the corrected gradients.
For all-engines-operating climb gradients with take-off thrust up to 1500 ft, the following equation
can be used:
FLAP 0 GNW2=2.2.GNW1+6
where GNW1 represents the one-engine-inoperative climb gradient at take-off thrust as presented
in the Airplane Flight Manual.
CRUISE
Cruise information is presented in tables 12 thru 19 for several temperatures.
For the normal schedule the cruise information is presented in tables 12 thru 15. These tables
present the TAS and fuel flow per engine as a function of aircraft weight and flight level.
For the long-range schedule the cruise information is presented in tables 16 thru 19. These tables
present the TAS / Machnumber and the fuel flow per engine as a function of aircraft weight and
flight level.
DESCENT
Descent information is given in table 20. For an initial descent weight of 34 000 kg, the distance,
time and fuel are given from top of descent to 2000 ft including the deceleration at 2000 ft to green
dot speed + 20 kt. Wind corrections are given to the descent distance. Temperature corrections
can be applied.
ELEVATION CORRECTION
The climb and descent information is based on an airport at sea level. For airports above sea level
the following corrections may be applied:
AIRPORT CLIMB CORRECTION DESCENT CORRECTION
ELEVATION TIME DIST TIME DIST
(ft) (min) (nm) (min) (nm)
2000 -1 -3 -1 -5
4000 -1 -6 -2 -10
6000 -2 -9 -3 -14
For every 1000 ft airport elevation, subtract 0.25 percentage point from the average climb gradi-
ents listed in tables 7 thru 11.
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

9.03.01
CLIMB, CRUISE AND DESCENT
VERSION 01
ISSUE 002
CLIMB ISA-10 deg C Tay 620-15

DISTANCE (nm)
TIME (min) SPEED 250/280/M.70
FUEL (kg)
FL
TAKE-OFF WEIGHT (kg)
26000 28000 30000 32000 34000 36000 38000 40000 42000
11 12 13 14 15 16 18 19 20
110 4 4 4 5 5 5 6 6 6
255 278 301 325 350 376 404 432 462
14 15 17 18 19 21 22 24 26
130 4 4 5 5 6 6 6 7 7
289 315 341 369 397 427 458 490 524
17 19 21 22 24 26 28 30 32
150 5 5 6 6 6 7 7 8 8
324 352 382 413 445 479 514 550 589
21 23 25 27 29 31 34 36 39
170 5 6 6 7 7 8 8 9 10
359 391 424 459 495 532 571 612 656
25 27 30 32 35 37 40 43 46
190 6 7 7 8 8 9 10 10 11
396 431 468 506 546 588 632 678 726
30 32 35 38 41 44 48 51 55
210 7 7 8 9 9 10 11 12 12
434 473 514 556 601 647 695 747 801
34 38 41 44 48 52 56 60 65
230 8 8 9 10 10 11 12 13 14
474 517 562 609 657 709 763 820 880
40 44 48 52 56 61 66 71 77
250 8 9 10 11 12 13 14 15 16
517 564 614 666 720 777 837 901 969
47 52 56 61 67 72 78 85 92
270 9 10 11 12 13 14 15 17 18
564 617 672 729 789 853 921 993 1071
53 58 64 70 76 82 89 97 106
290 10 11 12 13 15 16 17 19 20
602 659 718 781 847 916 991 1071 1158
59 65 72 78 85 93 101 111 121
310 11 12 13 15 16 17 19 21 22
639 700 764 832 904 9ao 1063 1152 1250
66 73 80 87 96 105 115 126 139
330 12 13 15 16 18 19 21 23 25
676 742 811 884 962 1046 1137 1238 1351
73 80 88 97 107 117 129 143 160
350 13 15 16 18 19 21 23 25 28
713 783 857 937 1022 1115 1218 1334 1469
Table 3
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
9.03.01
FLIGHT PLANNING
PAGE 4
VERSION 01
ISSUE 002
CLIMB ISA Tay 620-15

DISTANCE (nm)
FUEL (kg)
FL
26000 28 000 30000 32000 34000 36000 38000 40000 42 000
12 13 14 15 16 17 18 20 21
110 4 4 4 5 5 5 6 6 7
267 299 315 340 366 394 422 452 484
15 16 17 19 20 22 23 25 27
130 4 5 5 5 6 6 7 7 8
302 329 356 385 415 446 479 513 549
18 20 21 23 25 27 29 31 33
150 5 5 6 6 7 7 8 8 9
338 368 399 432 465 500 537 575 616
22 24 26 28 30 33 35 38 40
170 5 6 6 7 8 8 9 9 10
375 409 443 479 517 556 597 640 686
26 28 31 33 36 39 42 45 48
190 6 7 7 8 9 9 10 11 11
414 451 489 529 571 615 661 709 760
31 34 36 40 43 46 50 53 57
210 7 8 8 9 10 10 11 12 13
454 495 537 582 628 676 727 781 838
36 39 43 46 50 54 58 63 68
230 8 8 9 10 11 12 12 13 14
495 541 587 636 688 741 798 858 921
42 46 50 54 59 64 69 74 80
250 9 9 10 11 12 13 14 15 16
541 590 642 696 753 812 876 942 1014
49 54 59 64 70 75 82 88 96
270 10 11 12 13 14 15 16 17 19
590 645 702 763 826 893 964 1040 1121
55 61 67 73 79 86 93 101 110
290 11 12 13 14 15 16 18 19 21
630 689 751 817 886 959 1037 1121 1212
62 68 75 82 89 97 106 115 126
310 12 13 14 15 16 18 19 21 23
669 733 800 871 946 1026 1112 1206 1308
69 76 83 91 100 109 120 131 145
330 13 14 15 16 18 20 21 23 26
708 776 849 925 1007 1095 1191 1296 1414
76 84 92 101 111 122 135 150 167
350 14 15 16 18 20 22 24 26 29
746 820 898 981 1070 1167 1275 1397 1537
Table 4
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
9.03.01
FLIGHT PLANNING PAGES
VERSION 01
ISSUE 002
CLIMB ISA + 10 deg C Tay 620-15

DISTANCE (nm)
FUEL (kg)
FL
26000 28000 30000 32000 34000 36 000 38000 40000 42000
14 15 16 18 19 20 22 24 25
110 4 5 5 5 6 6 7 7 8
287 313 340 368 397 427 459 493 528
18 19 21 23 24 26 28 30 33
130 5 5 6 6 7 7 8 8 9
327 357 387 419 453 488 524 563 604
22 24 26 28 30 33 35 38 41
150 6 6 7 7 8 8 9 10 10
368 401 436 472 510 550 591 635 682
26 29 31 34 37 40 43 46 50
170 6 7 8 8 9 10 10 11 12
410 448 486 527 570 614 661 711 764
32 35 38 41 44 48 52 56 60
190 7 8 9 9 10 11 12 ~ 13 13
454 496 539 585 633 683 736 792 852
37 41 45 49 53 57 62 67 72
210 8 9 10 10 11 12 13 14 15
500 547 595 646 699 755 815 878 946
44 48 53 57 62 67 73 79 86
230 9 10 11 12 13 14 15 16 17
549 600 654 710 769 832 899 970 1047
52 57 62 68 74 80 87 95 103
250 10 11 12 13 15 16 17 18 20
602 659 719 782 848 919 995 1076 1164
61 67 74 81 88 96 105 115 125
270 12 13 14 15 17 18 20 21 23
661 725 792 863 939 1019 1106 1200 1303
69 76 84 92 101 110 121 132 145
290 13 14 15 17 18 20 22 24 26
708 777 851 929 1012 1101 1198 1304 1421
77 85 94 103 113 124 137 150 166
310 14 15 17 18 20 22 24 26 29
753 828 907 992 1082 1181 1288 1407 1539
85 94 104 114 126 139 153 170 190
330 15 17 18 20 22 24 26 29 32
796 877 962 1054 1152 1260 1380 1513 1667
93 104 114 126 140 155 172 193 219
350 16 18 20 22 24 26 29 32 37
839 925 1017 1116 1224 1343 1478 1633 1817
Table 5
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
PAGE 6
VERSION 01
ISSUE 002

DISTANCE (nm)
FUEL (kg)
FL
TAKE..OFF WEIGHT (kg)
26 000 28 000 30000 32 000 34 000 36 000 38000 40 000 42 000
17 19 21 23 24 26 29 31 33
110 5 6 6 7 7 8 8 9 9
319 349 380 412 446 482 520 560 603
22 25 27 29 32 34 37 40 43
130 6 7 7 8 8 9 10 10 11
367 401 436 474 514 555 600 647 697
28 31 34 37 40 43 47 51 55
150 7 8 8 9 10 10 11 12 13
416 455 495 539 584 632 683 738 797
34 38 41 45 49 53 58 63 68
170 8 9 9 10 11 12 13 14 15
467 511 558 607 659 714 772 835 903
42 46 50 55 60 65 71 77 84
190 9 10 11 12 13 14 15 16 18
522 572 624 680 739 802 870 943 1022
50 55 60 66 72 79 86 94 102
210 10 11 12 14 15 16 18 19 21
580 637 696 759 827 899 977 1061 1153
60 66 72 79 87 95 104 114 125
230 12 13 14 16 17 18 20 22 24
643 706 773 845 922 1005 1094 1192 1300
71 79 87 96 105 116 128 - -
250 14 15 16 18 20 22 24 - -
715 787 864 947 1036 1133 1239 - -
87 96 107 118 131 145 - - -
270 16 17 19 21 23 26 - - -
800 884 974 1072 1178 1296 - - -
100 111 124 138 154 171 - - -
290 17 19 21 24 26 29 - - -
868 961 1063 1173 1296 1433 - - -
112 125 140 156 175 197 - - -
310 19 21 24 26 29 33 - - -
930 1032 1143 1266 1403 1559 - - -
124 139 156 175 196 222 - - -
330 21 23 26 29 32 36 - - -
987 1098 1219 1354 1506 1680 - - -
136 153 172 193 218 249 - - -
350 23 25 28 32 36 40 - - -
1042 1161 1293 1440 1607 1802 - - -
Table 6
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
VERSION 01
ISSUE 003
CLIMB ISA −20 deg C Tay 620-15

GRADIENT (%) SPEED 250 KTS
PRESSURE
ALTITUDE TAKE-OFF WEIGHT (kg)
(ft)
26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 42 000
2000 17.8 16.4 15.2 14.1 13.1 12.2 11.4 10.6 10.0
3000 17.5 16.1 14.9 13.8 12.8 12.0 11.2 10.4 9.8
4000 17.3 15.9 14.6 13.6 12.6 11.8 11.0 10.3 9.6
5000 17.0 15.6 14.4 13.3 12.4 11.6 10.8 10.1 9.4
6000 16.7 15.3 14.2 13.1 12.2 11.3 10.6 9.9 9.3
7000 16.4 15.1 13.9 12.9 12.0 11.1 10.4 9.7 9.1
8000 16.1 14.8 13.7 12.7 11.8 10.9 10.2 9.5 8.9
9000 15.8 14.6 13.4 12.4 11.5 10.7 10.0 9.4 8.7
10 000 15.6 14.3 13.2 12.2 11.3 10.5 9.8 9.2 8.6
When engine anti-icing is operational subtract 0.5 percentage point from listed gradient.
When engine and airframe anti-icing are operational subtract 2 percentage points from listed gra-
dient.
Table 7
CLIMB ISA −10 deg C Tay 620-15

PRESSURE
(ft)
26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 42 000
2000 17.8 16.4 15.1 14.0 13.0 12.2 11.4 10.6 10.0
3000 17.5 16.1 14.9 13.8 12.8 11.9 11.2 10.4 9.8
4000 17.3 15.8 14.6 13.6 12.6 11.7 11.0 10.3 9.6
5000 17.0 15.6 14.4 13.3 12.4 11.5 10.8 10.1 9.4
6000 16.7 15.3 14.1 13.1 12.2 11.3 10.6 9.9 9.3
7000 16.4 15.1 13.9 12.9 12.0 11.1 10.4 9.7 9.1
8000 16.1 14.8 13.7 12.6 11.7 10.9 10.2 9.5 8.9
9000 15.8 14.6 13.4 12.4 11.5 10.7 10.0 9.3 8.7
10 000 15.6 14.3 13.2 12.2 11.3 10.5 9.8 9.2 8.6
dient.
Table 8
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 01
ISSUE 003
CLIMB ISA Tay 620-15

PRESSURE
(ft)
26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 42 000
2000 17.8 16.4 15.1 14.0 13.0 12.1 11.3 10.6 9.9
3000 17.5 16.1 14.9 13.8 12.8 11.9 11.1 10.4 9.8
4000 17.2 15.8 14.6 13.6 12.6 11.7 11.0 10.3 9.6
5000 16.9 15.6 14.4 13.3 12.4 11.5 10.8 10.1 9.4
6000 16.7 15.3 14.1 13.1 12.2 11.3 10.6 9.9 9.3
7000 16.4 15.1 13.9 12.9 12.0 11.1 10.4 9.7 9.1
8000 16.1 14.8 13.7 12.6 11.7 10.9 10.2 9.5 8.9
9000 15.8 14.5 13.4 12.4 11.5 10.7 10.0 9.3 8.7
10 000 15.5 14.3 13.2 12.2 11.3 10.5 9.8 9.2 8.6
dient.
Table 9

PRESSURE
(ft)
26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 42 000
2000 15.7 41.4 13.3 12.3 11.4 10.6 9.9 9.3 8.7
3000 15.5 14.2 13.1 12.1 11.2 10.5 9.7 9.1 8.5
4000 15.2 14.0 12.9 11.9 11.1 10.3 9.6 8.9 8.4
5000 15.0 13.7 12.7 11.7 10.9 10.1 9.4 8.8 8.2
6000 14.7 13.5 12.4 11.5 10.7 9.9 9.2 8.6 8.0
7000 14.4 13.3 12.2 11.3 10.5 9.7 9.1 8.4 7.9
8000 14.2 13.0 12.0 11.1 10.3 9.5 8.9 8.3 7.7
9000 13.9 12.8 11.8 10.9 10.1 9.4 8.7 8.1 7.6
10 000 13.7 12.5 11.5 10.7 9.9 9.2 8.5 7.9 7.4
dient.
Table 10
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 01
ISSUE 003

PRESSURE
(ft)
26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 42 000
2000 13.0 11.9 11.0 10.1 9.4 8.7 8.1 7.5 7.0
3000 12.8 11.7 10.8 10.0 9.2 8.5 7.9 7.4 6.9
4000 12.6 11.5 10.6 9.8 9.1 8.4 7.8 7.2 6.7
5000 12.4 11.3 10.4 9.6 8.9 8.2 7.6 7.1 6.6
6000 12.2 11.1 10.2 9.4 8.7 8.1 7.5 7.0 6.5
7000 11.9 10.9 10.0 9.3 8.6 7.9 7.3 6.8 6.3
8000 11.7 10.7 9.8 9.1 8.4 7.8 7.2 6.7 6.2
9000 11.5 10.5 9.6 8.9 8.2 7.6 7.0 6.5 6.1
10 000 11.3 10.3 9.5 8.7 8.0 7.4 6.9 6.4 5.9
dient.
Table 11
CRUISE ISA −10 deg C Tay 620-15

FF/ENG SPEED 280/M.70
(kg/hr)
TAS
FL
(kt) ACTUAL AIRCRAFT WEIGHT (kg)
26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 42 000
110 321 925 936 948 960 974 988 1002 1018 1034
130 331 913 924 935 948 961 975 990 1006 1022
150 341 901 912 923 936 949 963 978 994 1011
170 351 893 904 916 928 942 956 972 988 1005
190 362 887 899 911 923 937 951 967 982 999
210 373 884 895 907 919 933 948 963 979 995
230 384 880 891 904 916 929 943 958 974 992
250 396 876 887 900 913 927 941 959 972 991
270 408 874 886 898 911 926 942 958 976 995
290 405 809 822 835 850 866 884 902 920 942
310 402 747 760 776 792 810 829 851 875 903
330 398 693 708 725 743 762 785 813 842 878
350 394 645 662 679 700 725 753 790 827 876
Table 12

VERSION 01
ISSUE 003
CRUISE ISA Tay 620-15

(kg/hr)
TAS
FL
26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 42 000
110 328 947 958 970 983 996 1010 1026 1042 1058
130 337 935 946 958 970 984 998 1013 1029 1046
150 247 923 934 946 958 972 986 1002 1018 1035
170 358 914 926 938 951 965 980 995 1012 1029
190 369 909 921 933 946 960 975 990 1006 1023
210 380 906 971 930 942 956 971 987 1004 1020
230 392 902 914 927 940 953 967 982 999 1017
250 404 899 910 923 937 951 965 981 998 1016
270 417 897 909 922 936 950 966 984 1002 1021
290 414 931 844 857 873 980 908 926 945 967
310 411 767 781 797 814 833 852 875 899 927
330 407 712 728 745 764 783 807 835 866 902
350 403 663 681 699 720 745 774 813 852 901
Table 13
CRUISE ISA + 10 deg C Tay 620-15

(kg/hr)
TAS
FL
26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 42 000
110 334 968 979 992 1005 1018 1033 1049 1065 1082
130 344 956 967 979 992 1006 1021 1036 1053 1070
150 354 944 955 967 980 994 1009 1025 1041 1059
170 365 936 947 960 973 987 1003 1019 1036 1054
190 376 931 943 955 969 983 998 1014 1030 1048
210 388 928 940 952 965 980 995 1011 1028 1045
230 400 924 937 949 963 979 991 1006 1024 1042
250 413 921 933 946 960 974 989 1006 1023 1042
270 426 920 932 945 959 974 991 1009 1028 1047
290 423 853 866 879 895 912 931 950 969 992
310 420 788 802 818 836 855 874 897 923 952
330 416 731 747 765 784 804 829 858 889 927
350 413 681 966 718 740 766 795 835 875 -
Table 14

VERSION 01
ISSUE 003
CRUISE ISA + 20 deg C Tay 620-15

(kg/hr)
TAS
FL
26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 42 000
110 340 989 1001 1013 1026 1040 1055 1071 1088 1105
130 350 977 988 1001 1014 1028 1043 1059 1076 1093
150 361 965 976 989 1002 1016 1031 1047 1064 1082
170 372 957 969 981 995 1010 1025 1042 1059 1077
190 383 952 964 977 991 1006 1021 1037 1054 1072
210 395 949 961 974 988 1002 1018 1035 1052 1069
230 408 946 959 972 986 1000 1014 1030 1048 1067
250 421 944 655 969 983 998 1013 1030 1047 1067
270 435 942 655 968 983 998 1015 1033 1053 -
290 432 874 887 901 917 935 954 974 993 -
310 428 807 822 838 857 876 896 920 946 -
330 425 750 767 785 804 825 850 880 - -
350 422 699 718 736 759 785 816 856 - -
Table 15
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 01
ISSUE 003
LONG-RANGE CRUISE ISA −10 deg C Tay 620-15

Table
TAS/MACH (kg/--)
FF/ENG (kg/hr)
FL
ACTUAL AIRCRAFT WEIGHT (kg)
26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 42 000
268/.429 276/.442 277/.444 281/.451 287/.460 291/.466 299/.479 312/.501 322/.517
110
709 749 769 801 838 871 919 983 1038
270/.437 276/.446 284/.458 289/.468 395/.476 300/.485 310/.501 323/.522 337/.535
130
682 715 755 790 825 861 913 976 1025
271/.441 282/.459 292/.475 299/.487 306/.498 312/.509 320/.522 329/.535 337/.548
150
650 697 743 782 821 860 904 950 996
274/.450 279/.458 295/.484 312/.512 319/.523 319/.523 331/.544 338/.555 342/.562
170
625 657 718 784 820 820 897 937 970
286/.473 294/.487 308/.509 320/.530 327/.542 333/.552 338/.559 342/.566 348/.577
190
625 664 717 769 807 842 875 908 950
294/.491 304/.507 317/.529 327/.546 334/.557 338/.564 345/.575 350/.583 354/.590
210
615 656 707 752 787 819 858 893 927
309/.520 316/.532 326/.549 333/.561 338/.569 334/.580 350/.589 358/.602 336/.616
230
618 652 695 732 765 801 836 879 924
318/.541 326/.554 331/.562 338/.574 345/.586 352/.598 362/.614 367/.623 375/.636
250
609 644 675 712 749 787 834 871 914
325/.557 331/.567 339/.580 344/.589 354/.606 363/.622 369/.632 377/.645 381/.652
270
594 625 663 696 740 784 820 862 897
330/.570 338/.583 345/.597 356/.615 362/.626 372/.642 377/.651 381/.658 388/.671
290
576 612 649 693 728 772 808 843 887
337/.587 346/.603 356/.621 365/.637 373/.649 376/.656 386/.672 385/.671 394/.687
310
564 602 644 685 723 756 803 829 883
347/.610 356/.626 365/.643 371/.635 378/.664 385/.677 387/.681 394/.693 402/.707
330
558 596 636 671 709 751 786 832 890
354/.629 633/.649 370/.658 380/.675 384/.682 397/.705 395/.709 408/.725 413/.733
350
547 589 622 666 702 760 803 864 927
Table 16
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 01
ISSUE 002
LONG-RANGE CRUISE ISA Tay 620-15

TAS/MACH (kg/--)
FF/ENG (kg/hr)
FL
26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 42 000
273/.429 281/.442 282/.444 287/.451 242/.460 296/.466 305/.479 318/.501 329/.517
110
725 766 787 819 857 891 940 1006 1062
276/.437 281/.446 289/.458 295/.468 300/.476 306/.485 316/.501 329/.522 338/.535
130
699 732 773 809 844 882 935 999 1049
276/.441 287/.459 298/.475 305/.487 312/.498 319/.509 327/.522 335/.535 343/.548
150
665 714 761 801 841 880 926 973 1020
280/.450 285/.458 301/.484 319/.512 325/.523 331/.532 338/.544 345/.555 349/.562
170
640 673 735 803 840 876 918 960 994
292/.473 300/.487 314/.509 327/.530 334/.542 340/.552 345/.559 349/.566 356/.577
190
640 680 735 788 863 863 897 930 973
301/.491 310/.507 324/.529 334/.546 341/.557 345/.564 352/.575 357/.583 361/.590
210
630 672 725 771 807 839 880 916 950
315/.520 323/.532 333/.549 340/.561 346/.569 352/.580 357/.589 365/.602 374/.616
230
633 669 713 751 785 822 858 901 948
325/.541 333/.554 339/.562 346/.574 353/.586 630/.598 370/.614 375/.623 383/.636
250
625 661 693 731 768 808 855 894 938
332/.557 338/.567 346/.580 352/.589 362/.606 371/.622 377/.623 385/.645 389/.652
270
610 642 714 714 759 805 841 885 921
337/.570 345/.583 353/.597 364/.625 371/.626 380/.642 385/.651 390/.658 397/.671
290
592 628 666 712 748 793 830 866 911
344/.587 354/.603 364/.621 374/.637 381/.649 385/.656 394/.672 393/.671 403/.687
310
579 619 662 704 743 776 825 851 907
355/.610 364/.626 374/.643 380/.653 386/.664 394/.677 396/.681 403/.693 411/.707
330
573 613 654 690 729 772 808 855 915
363/.629 374/.629 379/.658 389/.675 393/.682 406/.705 409/.709 418/.725 423/.733
350
563 606 639 685 722 781 826 889 953
Table 17
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 01
ISSUE 002
LONG-RANGE CRUISE ISA + 10 deg C Tay 620-15

TAS/MACH (kg/--)
FF/ENG (kg/hr)
FL
26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 42 000
278/.429 286/.442 288/.444 292/.451 298/.460 302/.466 311/.479 324/.501 338/.517
110
741 783 804 838 876 911 961 1029 1086
281/.437 278/.446 295/.458 301/.468 306/.476 312/.485 322/.501 336/.522 334/.535
130
714 748 791 827 864 902 956 956 1073
282/.441 293/.459 303/.475 311/.487 318/.498 325/.509 333/.522 342/.535 350/.548
150
681 730 778 819 860 901 947 995 1043
285/.450 290/.458 307/.484 325/.512 331/.523 337/.532 345/.544 352/.555 356/.562
170
655 688 752 822 860 860 940 982 1017
298/.473 306/.487 320/.509 333/.530 341/.542 347/.552 352/.559 356/.566 363/.577
190
655 696 752 807 847 884 918 953 996
307/.491 316/.507 330/.529 341/.546 347/.557 352/.564 359/.575 364/.583 368/.590
210
646 689 742 790 827 860 901 938 973
322/.520 329/.532 340/.549 347/.561 353/.569 359/.580 365/.589 373/.602 381/.616
230
649 685 730 769 804 842 879 923 971
332/.541 340/.554 346/.562 353/.574 360/.586 367/.598 377/.614 383/.623 391/.636
250
641 677 710 749 788 828 877 916 962
340/.557 345/.567 354/.580 359/.859 369/.606 379/.662 385/.632 393/.645 397/.652
270
626 658 698 732 778 825 863 908 944
344/.570 352/.583 361/.597 372/.615 378/.626 388/.642 394/.651 398/.658 405/.671
290
607 644 683 730 767 814 851 888 935
352/.587 362/.603 372/.621 382/.637 389/.637 393/.649 403/.672 402/.671 412/.687
310
594 635 679 722 722 797 847 874 931
362/.610 372/.626 382/.643 388/.635 395/.664 402/.677 405/.681 412/.693 420/.707
330
589 629 672 709 748 792 829 878 939
371/.629 383/.649 388/.658 398/.675 402/.682 416/.705 418/.709 427/.725 -
350
578 622 657 703 741 803 848 913
Table 18
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 01
ISSUE 001
LONG-RANGE CRUISE ISA + 20 deg C Tay 620-15

TAS/MACH (kg/--)
FF/ENG (kg/hr)
FL
26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 42 000
283/.429 291/.442 293/.444 297/.451 303/.460 307/.466 316/.479 330/.501 341/.517
110
757 800 822 856 895 931 982 1052 1110
286/.437 292/.446 300/.458 306/.468 312/.476 317/.485 328/.501 342/.522 351/.535
130
730 765 808 846 882 921 977 1044 1096
287/.441 298/.459 309/.475 317/.487 324/.498 337/.509 339/.522 348/.535 356/.548
150
696 747 796 837 879 921 968 1017 1066
290/.450 296/.458 313/.484 331/.512 338/.523 343/.532 351/.544 358/.555 363/.562
170
670 704 769 840 879 917 961 1004 1040
303/.473 312/.487 326/.509 340/.530 347/.542 354/.552 358/.559 363/.566 370/.577
190
670 712 769 825 866 904 939 974 1019
313/.491 323/.507 337/.529 348/.546 354/.557 359/.564 366/.575 371/.583 375/.590
210
661 705 759 808 846 879 922 960 996
328/.520 336/.532 347/.549 354/.561 360/.569 366/.580 372/.589 380/.602 389/.616
230
664 701 747 787 823 862 900 945 994
339/.541 347/.554 352/.562 360/.574 367/.586 375/.598 385/.614 391/.623 399/.636
250
656 693 727 767 807 848 898 938 985
346/.557 352/.567 361/.580 366/.589 377/.606 387/.622 393/.623 401/.645 405/.652
270
641 674 715 750 797 845 884 930 967
352/.570 360/.583 368/.597 380/.615 386/.626 396/.642 402/.651 406/.658 414/.671
290
622 660 700 748 786 786 872 910 958
359/.587 369/.603 380/.621 390/.637 398/.649 401/.656 411/.672 410/.671 420/.687
310
609 651 696 741 781 817 868 896 954
370/.610 380/.626 390/.643 397/.653 403/.664 411/.677 414/.681 421/.693 -
330
604 645 689 727 767 813 851 901
379/.629 391/.649 396/.658 406/.675 411/.682 425/.705 - - -
350
593 639 674 721 761 824
Table 19
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 01
ISSUE 001
DESCENT ISA Tay 620-15

34 000 kg SPEED: M.70/280/250
DISTANCE (NM)
TIME FUEL
FL HEADWIND TAILWIND
(min) (kg)
40 kt 20 kt 0 kt 20 kt 40 kt
110 23 25 27 29 30 6 55
130 28 30 32 34 35 7 61
150 33 35 36 38 40 8 68
170 36 38 40 42 44 9 74
190 40 43 45 48 50 9 80
210 44 47 50 53 55 10 85
230 49 52 55 58 61 10 91
250 53 57 60 63 66 11 96
270 58 62 65 69 72 12 102
290 60 64 68 72 75 13 105
310 68 73 77 81 85 14 128
330 82 87 91 96 101 16 170
350 93 99 104 109 114 18 208
Corrections:
For each 10 deg above ISA add 4% to the distance and 5% to the fuel.
For each 10 deg above ISA subtract 4% from the distance and 5% from the fuel.
Table 20
Based on:
- Initial weight at top of descent.
- Idle thrust descent procedure.
- Data from top of descent to 2000 ft and the deceleration at 2000 ft to green dot speed +20 kt
(initial approach speed).
- Distance are ground distances.
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

9.04.01
APPROACH, LANDING AND HOLDING
VERSION 01
ISSUE 002
APPROACH AND LANDING

The table below gives the approach I landing fuel and time allowances.
The data is for a direct approach. It covers the condition from green dot speed + 20 kt at
2000 ft above the airport until touchdown.
For an extended approach at 2000 ft use 35 kg/min.
APPROACH ISA Tay 620-15
AIRCRAFT FUEL TIME

WEIGHT (kg) (kg) (min)
24000 127 6
28 000 138 6
32 000 149 6
36000 161 6
40 000 173 6
Correction:
Per 10 deg above ISA add 2% to the fuel.
Table 1
HOLDING ISA Tay 620-15

FF/ENG (kg/hr) SPEED:VMO
lAS (kt)
ALTITUDE
(ft) AIRCRAFT WEIGHT (kg)
24 000 26 000 28 000 30000 32000 34000 36 000 38000
589 623 642 667 699 734 768 802

1500 154 162 167 174 179 185 190 195
5000 548 577 607 641 674 709 743 777

155 162 167 174 179 185 190 195
10000 510 544 577 611 645 679 713 748

155 162 168 174 180 185 191 196
15000 486 518 550 582 617 655 693 732

156 162 168 175 180 186 191 197
Corrections:
For each 10 deg C above ISA add 30/0 to FF/ENG.
For each 10 deg C below ISA subtract 3% from FF/ENG.
If holding pattern is racetrack add 3% to FF/ENG.
Table 2
NOTE: For altitudes up to 15 000 ft VMD is approximately green dot speed + 20 kt.

APPROACH, LANDING AND HOLDING PAGE 2
VERSION 01
ISSUE 002

PAGE 1
VERSION 01
ISSUE 001
In this section information for single-engine operation is given.

Table 1 presents the certified single-engine net ceiling. For flight planning the data is used
to check against the Minimum Obstacle Clearance Altitude (MOCA). In case the MOCA is
higher than the single-engine ceiling, a driftdown calculation has to be made, determining
a minimum two-engine cruise level. Detailed information for driftdown is given in the Oper-
ations Planning Manual. Because the presented ceiling is a net ceiling. it is possible to
climb on one engine to this ceiling. Furthermore in an actual driftdown the aircraft can
maintain a higher altitude than presented in table 1.
The green dot speed is automatically calculated! presented in the aircraft. To show the
influence of weight and altitude table 2 is given.
Tables 3 thru 6 present single-engine cruise data based on MGT. For· FL 110 and 130
air conditioning is OFF, for FL 150 and above air conditioning is ON.
When max climb thrust is used instead of MGT, the cruise speed will be lower, however,
the specific air range will be better.
Table 7 presents descent data for an initial top of descent weight of 34 000 kg.
Table 8 presents holding data.
- - - - - - - - - - - A O M FOKKER 70 - - - - - - - - - - -
9.05.01
FLIGHT PLANNING
PAGE 2
VERSION 01
ISSUE 001
SINGLE-ENGINE CEILING Tay 620-15
AIRCRAFT PRESSURE ALTITUDE (ft)

WEIGHT ISA
(kg) ISA + 10 ISA + 20
and below
26 000 28900 27700 25000
28 000 27 000 25350 23000
30 000 25 000 23500 21 000
32000 23500 21 600 19100
34000 21 700 19800 17200
36 000 20 100 18000 15300
38000 18500 16350 13200
40000 16900 14600 11 000
Table 1
NOTE: Air conditioning OFF, single-engine ceiling is
12200 ft.
Based on:
- Net single-engine ceiling (remaining capacity 1.1 % gradient).
- MGT.
- Green dot speed.
- Air conditioning ON.
GREEN DOT SPEED - lAS (kt) Fokker 70
AIRCRAFT PRESSURE ALTITUDE (ft)

WEIGHT 15000 ft and
(kg) 20 000 25000 30000 35000
below
26 000 148 154 159 165 172
28 000 154 160 156 172 179
30 000 159 165 172 178 185
32000 164 171 177 184 192
34000 169 176 183 190 198
36000 174 181 188 196 204
38000 179 186 194 202 210
40 000 183 191 199 207 217
Table 2
NOTE: Green dot speed for 15 000 ft and below is equal to VFTO.
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
PAGE 3
VERSION 01
ISSUE 001
SINGLE-ENGINE CRUISE ISA-10deg C Tay 620-15
TAS (kt)/Mach
FF/ENG (kg/hr) MAX CONT THRUST
FL
ACTUAL AIRCRAFT·WEIGHT (kg)
26000 28000 SO 00032 000 34000 36000 38000 40000
365/.585 364/.583 362/.580 360/.577 358/.573 355/.569 352/.565 349/.560
110 2216
2217 2214 2213 2211 2210 2208 2205
364/.588 362/.585 360/.581 358/.578 3551.574 352/.569 349/.563 345/.557
130 2078
2079 2077 2075 2073 2072 2069 2067
363/.591 361/.587 358/.583 355/.579 3521.574 349/.568 3451.561 340/.553
150
1996 1995 1993 1991 1989 1986 1983 1979
3621.593 359/.589 356/.584 353/.579 349/.573 3441.565 339/.557 333/.546
170
1876 1875 1873 1870 1868 1865 1861 1857
3601.595 357/.590 353/.584 349/.577 344/.569 338/.560 332/.549 323/.534
190 1762 1760 175717541751 1747 1743 1738
210 358/.597 354/.591 350/.584 345/.575 339/.565 331/.552 321/.536 306/.511
1660 1657 1655 1651 1647 1642 1635 1626
356/.599 351/.591 346/.582 339/.571 331/.557 320/.538 302/.509
230
1565 1562 1558 1554 1549 1541 1530
348/.591 343/.581 335/.569 326/.553 3121.530
250
1433 1430 1426 1422 1416
340/.582 332/.568 322/.551 306/.524
270
1312 1311 1310 1308
334/.577 323/.558 307/.530
290 1232
1232 1232
Table 3
----------------------------------------- AOM FOKKE R 70 .....-.......--------------..............- -------------

PAGE 4
VERSION 01
ISSUE 001
SINGLE-ENGINE CRUISE ISA Tay 620-15

TAS (kt)/Mach
FF/ENG (kglhr) MAX CONT THRUST
FL
26 000 28000 30000 32000 34000 36 000 38 000 40 000
371/.584 370/.581 368/.579 366/.575 364/.572 361/.568 358/.563 355/.558
110
2257 2256 2255 2253 2251 2249 2247 2245
371/.587 369/.584 366/.581 364/.577 361/.573 358/.568 355/.562 351/.556
130
2121 2119 2118 2117 2115 2113 2111 2108
370/.590 367/.587 365/.582 362/.578 359/.573 355/.567 351/.560 346/.552
150
2037 2035 2033 2031 2029 2026 2023 2019
369/.593 366/.588 363/.584 359/.578 355/.572 351/.564 343/.556 339/.545
170
1917 1915 1913 1910 1908 1905 1901 1897
367/.595 364/.590 360/.584 356/.577 351/.569 345/.559 338/.548 329/.534
190 1803 1801 1798 1795 1792 1788 1783 1778
365/.596 361/.590 357/.583 352/.575 345/.564 337/.551 327/.534 312/.520
210 1696 1694 1691 1688 1683 1678 1671 1661
230
362/.597
1594 _
358/.590
1591
352/.580
1587
345/.569
1582
337/.555
1577
325/.536
1569
307/.505
1558
-
250
355/.590 349/.580 341/.567 331/.550 317/.527 - - -
1459 1455 1452 1447 1441
347/.582 339/.568 329/.551 313/.525 - - - ..
270
1345 1344 1342 1340
341/.576 330/.558 313/.529 .. - - .. ..
290
1263 1263 1261
Table 4
- - - - - - AOM FOKKER 70 - - - - - - - - - - -
9.05.01
FLIGHT PLANNING
PAGES
VERSION 01
ISSUE 001
SINGLE-ENGINE CRUISE ISA + 10 deg C Tay 62Q..15
TAS (kt)/Mach
FFIENG (kglhr) MAX CONT THRUST
FL ACTUAL AIRCRAFT WEIGHT (kg)
26 000 28000 30000 32000 34000 36000 38000 40000
364/.562 362/.559 360/.555 357/.552 355/.547 351/.542 348/.537 344/.531
110
2102 2099 2098 2096 2094 2092 2090 2087
366/.569 364/.565 361/.561 358/.557 355/.552 352/.547 348~.540 343/.533
130 2007 2005 2001
2009 2003 1998 1996 1993
361/.565 358/.560 355/.556 351/.550 3471.544 342/.536 337/.528 330/.517
150 1871
1873 1869 1867 1864 1862 1859 1855
359/.567 356/.562 352/.556 348/.549 343/.541 337/.531 329/.519 320/.504
170
1760 1758 1756 1753 1749 1746 1741 1737
357/.567 353/.561 348/.554 343/.545 336/.535 328/.522 317/.505 301/.479
190
1651 1649 1647 1644 1641 1636 1630 1621
354/.567 349/.559 343/.550 336/.539 327/.524 315/.505 294/.471 M
210
1548 1545 1542 1538 1533 1527 1518
230
350/.565
1447
344/.555 336/.543 327/.527 313/.505
1444 1441 1437 1430
- - -
250
343/.559
1340
335/.546 324/.528 309/.502
1337 1333 1328
M
- - -
270
339/.557
1270
329/.540 314/.516
1269 1269
M
- - - -
290
335/.554
1211
321/.530 - - - - - -
1210
Table 5
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
9.05.01
FLIGHT PLANNING PAGES
SINGLE..ENGINE OPERATION
VERSION 01
ISSUE 001
SINGLE..ENGINE CRUISE ISA + 20 deg C Tay 620-15

TAS (kt)/Mach
FF/ENG (kglhr) MAX CONT THRUST
FL
26000 28000 30000 32000 34000 36000 38000 40000
350/.531 348/.528 345/.523 342/.518 338/.513 334/.506 329/.499 323/.490
110
1905 1903 1901 1899 1896 1893 1890 1885
352/.538 349/.534 346/.529 342/.523 338/.516 333/.509 327/.500 320/.489
130
1818 1817 1814 1812 1809 1806 1802 1797
347/.533 343/.528 339/.521 334/.514 328/.505 322/.495 313/.482 3021.464
150
1701 1699 1696 1693 1690 1686 1680 1672
345/.534 340/.527 335/.520 329/.510 322/.499 313/.485 300/.465 w
170
1595 1592 1590 1587 1583 1578 1570
342/.534 337/.526 331/.516 323/.504 313/.488 298/.466 .. ..
190 1495 1493 1489 1485 1480 1472
339/.532 332/.522 324/.509 313/.492 297/.467 w .. ..
210
1398 1395 1392 1387 1379
334/.529 325/.515 314/.497 296/.468 .. .. .. ..
230
1306 1302 1298 1291
324/.518 312/.498 291/.464 .. .. .. .. ..
250
1205 1201 1194
270 319/.512 301/.484 .. .. .. .. .. ..
1145 1146
312/.505 278/.451 .. .. .. .. .. ..
290 1100 1107
Table 6
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
PAGE 7
VERSION 01
ISSUE 001
SINGLE-ENGINE DESCENT ISA Tay 620-15

34000 kg SPEED: GREEN DOT
DISTANCE (nm)
TIME FUEL
FL HEADWIND TAILWIND
(min) (kg)
40 kt 20 kt Old 20 kt 40kt
110 20 22 25 27 30 8 45
130 25 28 31 34 37 10 55
150 30 34 37 41 45 12 62
170 35 39 43 48 52 14 70
190 38 43 48 52 57 15 78
210 45 51 55 61 67 17 85
230 50 56 61 68 74 18 91
250 55 62 67 75 82 20 98
270 59 66 73 79 86 21 104
290 64 71 79 86 94 23 110
Corrections:
For each 10 deg above ISA add 4% to the distance and 5% to the fuel.
For each 10 deg below ISA subtract 4% from the distance and 5% from the fuel.
Table 7
Based on:
~ Initial weight at top of descent.
- Idle thrust on one engine.
- Data from top of descent to 2000 ft altitude.
~ Distances are ground distances.
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
PAGES
VERSION 01
ISSUE 001
SINGLE-ENGINE HOLDING ISA Tay 620-15

FF/ENG (lblhr) SPEED:VMD
lAS (kt) NO FLAPS
ALTITUDE
(tt) AIRCRAFT WEIGHT (kg)
24000 26000 28000 30000 32000 34000 36000 38000
856 916 979 1040 1105 1169 1236 1301

1500 160 166 173 179 185 191 196 202
824 888 955 1019 1085 1150 1217 1283
5000 160 167 173 179 185 191 196 202
10000 803 864 928 993 1057 1124 1192 1261

161 167 174 180 185 191 197 202
785 848 912 978 1044 1115 1186 1260
15 000 161 167 174 180 186 192 197 203
Corrections:
For each 10 deg C above ISA add 2.6% to FF/ENG.
For each 10 deg C below ISA subtract 2.6% from FF/ENG.
If holding pattern is racetrack add 5% to FF/ENG.
Table 8
NOTE: For altitudes up to 15 000 It VMD is approximately green dot speed + 20 kt.
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
WEIGHT AND BALANCE 10.00.00
PAGE 1
CONTENTS VERSION 50
ISSUE 002
10.01.01 General
10.02.01 Index
10.03.01 Fuel
10.04.01 Cargo Holds
10.05.01 Cabin
10.06.01 Worked Out Example
10.07.01 Manifest

PAGE 2
CONTENTS VERSION 50
ISSUE 002
INTENTIONALLY
LEFT
BLANK

GENERAL PAGE 1
VERSION 50
ISSUE 001
GENERAL
This chapter contains weight and balance information to be used for Weight and Balance Mani-
fests of the Fokker 70 in conjunction with data from the Fokker 70 Weight and Balance Manual.
The definitions used in this chapter are approved by the IATA Airport Handling Committee as the
most practical and economical standard which airlines are recommended to follow.
The aircraft must be loaded in accordance with an approved loading schedule (weight and bal-
ance manifest) based upon authorized weights and associated center of gravity limits. Special
care should be taken to ensure that the loading limitations of the floor and compartment strength
for the aircraft are not exceeded. No particular instructions, restrictions, or requirements are given
in this chapter concerning tiedown of cargo as an adequate restraint against shifting of the load by
inertial forces. For fully detailed information refer to the Weight and Balance Manual.
DEFINITIONS
Basic Weight
The basic weight is the Basic Empty Weight (BEW) and includes all fixed equipment, system flu-
ids, unusable fuel, and configuration equipment including galley structure.
Pantry
The weight of pantry material and additional unmanifested catering material transported in the gal-
ley.
Dry Operating Weight (DOW)
The DOW is the basic weight plus operational items (like crew, crew baggage, flight equipment,
and pantry) as per company specification.
Take-off Fuel
The take-off fuel is the amount of fuel aboard less the fuel consumed before take-off.
Operating Weight (OW)
The OW is the DOW plus the take-off fuel.
Trip Fuel
The trip fuel is the amount of fuel planned to be consumed from take-off to the station of first
intended landing.
Total Traffic Load
The total traffic load is the total weight of passengers, baggage, cargo, and mail. Operational items
not included in the DOW (such as pallets and nets) must be added to the cargo weight figures.
Landing Weight (LW)
The LW is the take-off weight minus the trip fuel.
Zero Fuel Weight (ZFW)
The ZFW is the sum of the total traffic load and the DOW.
Take-Off Weight (TOW)
The TOW is the sum of the ZFW and the take-off fuel.
Equipment in Compartment
Equipment in compartment are unmanifested items not included in the DOW and/or in the index.
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

GENERAL PAGE 2
VERSION 50
ISSUE 001
LIMITATIONS
Maximum Number of Passengers Seating
See chapter Limitations, section General Limitations.
Maximum Operating Weights and Center of Gravity Range
See chapter Limitations, section Weight Limitations.
Loading
The aircraft must be loaded in accordance with an approved loading schedule based upon autho-
rized weights and center of gravity limits.
Asymmetric Fuel Load
The maximum allowable asymmetric fuel load in flight is 1000 kg (2200 lb).
Maximum Floor Loads
The maximum floor loads are:
- Cabin 366 kg/m2 ( 75 lb/ft2).
- Cargo flat floor 1000 kg/m2 (205 lb/ft2).
- Cargo curved floor 366 kg/m2 ( 75 lb/ft2).
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

10.02.01
WEIGHT AND BALANCE PAGEl
INDEX
VERSION 01
ISSUE 002
DEFINITION
The reference datum plane is designated as index 400 and equals 40 per cent Mean
Aerodynamic Chord (MAC). This station is located 14 868 mm (585.35 inch) aft of the
datum plane at fuselage Station 0 (STA 0). The length of the MAC is 3832.6 mm (150.89
inch). The leading edge of the MAC is 13 335.25 mm (525.01 inch) aft of the datum plane
at fuselage STA O.
Index Formula
H (H-arm) in mm, Weight (W) in kg:
Index =400 - W (14 868 - H)
100 000
Index change = - W ( 14 868 - H)
100 000
% MAC =H - 13335.25
38.326
H (H-arm) in inches, Weight (W) in Ib:

Index = 400 - W (585.35 - H)
8679.5
Index change = - W (585.35 - H)
8679.5
% MAC = H - 525.01
1.5089
NOTE: Index changes for items or persons forward of the reference station are minus.
Index changes for items or persons aft of the reference station are plus. The effect
of plus and minus is accounted for in the calculation method used in the worked
out example and in the weight and balance manifest. Therefore, the plus and
minus of the index change tables in this chapter are left out.
INDEX 400T40% MAC

STA 14 SBS (585.35 In)
O---+-+--t=~~~
[STA__
REFERENCE DATUM PLANE

JWBM-032
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
INDEX PAGE 2
VERSION 01
ISSUE 002
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
10.03.01
WEIGHT AND BALANCE
PAGE 1
FUEL VERSION 01
ISSUE 003
TANK ARRANGEMENTS AND IDENTIFICATION

Fuel is stored in two wing tanks and a center tank.
LOADING
Fueling instructions are engraved on the inside of the fuel service panel access hatch.
See chapter System Descriptions, section Fuel System.
Wing tanks Center tank Total
Liters 9640 3725 13365

US gallons 2547 984 3531
IMP gallons 2121 819 2940
Kilograms 7712 2980 10692
Pounds 17002 6570 23572
Conversion factors:
- 3.7854118 IIUS gallon
- 4.546087 IIIMP gallon
- 0.800 kgll
- 0.4535923 kg/lb
FUEL IN CENTER TANK

Normally the wing tanks are used. When the required block fuel is more than the capacity
of the wing tanks, the center tank is used as well.
For balancing purposes fuel may be stored in the center tank while the wing tanks are not
full. This center tank fuel is normally not used in flight. In this case the MZFW should be
reduced by the weight of the fuel in the center tank before determining the traffic load.
There are no restrictions to the amount of fuel in the center tank for landing.
The maximum amount of usable fuel in the center tank may be more than 2980 kg
(6570Ib) depending on the aircraft attitude during fueling.

10.03.01
WEIGHT AND BALANCE PAGE 2
FUEL VERSION 01
ISSUE 003
USABLE FUEL VS INDEX CHANGE
WING TANKS CENTER TANK

IN KILOGRAMS IN KILOGRAMS
WEIGHT INDEX WEIGHT INDEX
(kg) CHANGE (kg) CHANGE
500 5 200 2
1000 11 400 4
1500 17 600 7
2000 19 800 9
2500 21 1000 12
3000 23 1200 15
3500 25 1400 18
4000 25 1600 20
4500 26 1800 23
5000 27 2000 26
5500 27 2200 29
6000 26 2400 31
6500 25 2600 34
7000 23 2800 37
7500 21 2980 39
7712 20
WING TANKS CENTER TANK

IN POUNDS IN POUNDS
WEIGHT INDEX WEIGHT INDEX
(Ib) CHANGE (Ib) CHANGE
1000 5 500 2
2000 10 1000 5
3000 15 1500 8
4000 19 2000 11
5000 20 2500 14
6000 22 3000 17
7000 24 3500 20
8000 25 4000 23
9000 26 4500 26
10000 26 5000 30
11 000 27 5500 33
12000 27 6000 36
13000 26 6500 39
14000 25 6570 39
15 000 24
16000 22
17000 20

10.04.01
CARGO HOLDS
VERSION 01
ISSUE 001
GENERAL
There are two cargo holds in the belly, with one access door each. The forward belly hold
is nominated hold 1 and the aft hold 4.
Hold 1 is divided into three compartments: 11, 12 and 13. The compartments can be sep-
arated by nets at fuselage STA 7305 (287.60 inch) and fuselage STA 8805 (346.65 inch).
Hold 4 is divided into two compartments: 41 and 42. The compartments can be separated
by a net at fuselage STA 18 083 (711.93 inch).
For both holds no minimum net configuration is required.
Two configurations are presented:
- One net installed in hold 1 at fuselage STA 7305 (287.60 inch) and one net installed in
hold 4 at fuselage STA 18 083 (711.93 inch).
- No nets installed.
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
PAGE 2
CARGO HOLDS
VERSION 01
ISSUE 001
ONE NET INSTALLED IN EACH HOLD
DIRECTION OF FLIGHT - - - -
NET ATTACHMENT
LOCATION 2
I
I I I I I I I I I J I J
COMPT
13 [2]1 12 II
I
I
COMPT
11
I I I I I I I I I I I J
FUS.
STA:~
J Hold 1
~ J JWBM·Q33
DIRECTION OF FLIGHT - - - -
NET ATTACHMENT
LOCATION 3
I
FUS.
STA: 20 255 ..
JWBM·Q21
Hold 4
Max capacity:
Compartment 11 Compartment 41
- Tied : 1019 kg (2246 Ib) - Tied : 1220 kg (2690 Ib)
- Untied : 631 kg (1391 Ib) "Untied : 757 kg (1669 Ib)
Compartments 12 + 13 Compartment 42
- Tied : 2811 kg (6197Ib) - Tied : 808 kg (1781 Ib)
- Untied : 1743 kg (3842 Ib) - Untied : 808 kg (1781 Ib)
The max load in the cargo holds should be verified against the Integrated Load Line (ILL).
For details concerning ILL cargo restraint refer to the Weight and Balance Manual.
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
10.04.01
WEIGHT AND BALANCE
PAGE 3
CARGO HOLDS
~' VERSION 01
ISSUE 001
CARGO WEIGHT VS INDEX CHANGE

IN KILOGRAMS
INDEX CHANGE
WEIGHT COMPT 11 COMPT 12+13 COMPT 41 COMPT42
(kg) H-arm H-arm H-arm H-arm
6456 mm 9226 mm 17126 mm 19066 mm
50 4 3 1 2
100 8 6 2 4
150 13 8 3 6
200 17 11 4 8
250 21 14 6 11
300 25 17 7 13
350 29 20 8 15
400 34 23 9 17
450 38 25 10 19
500 42 28 11 21
550 46 31 12 23
600 50 34 13 25
650 55 37 14 27
700 - 39 15 29
750 - 42 16 32
800 - 45 - 34
850 - 48 - -
900 - 51 - -
950 - 54 - -
1000 - 56 - -
1050 - 59 - -
1100 - 62 - -
1150 - 65 - -
1200 - 68 - -
1250 - 71 - -
1300 - 73 - -
1350 - 76 - -
1400 - 79 - -
1450 - 82 - -
1500 - 85 - -
1550 - 87 - -
1600 - 90 - -
1650 - 93 - -
1700 - 96 - -
1750 - 99 - -
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
10.04.01
CARGO HOLDS
VERSION 01
ISSUE 001
CARGO WEIGHT VS INDEX CHANGE

IN POUNDS
INDEX CHANGE
WEIGHT COMPT 11 COMPT 12+13 COMPT 41 COMPT42
(Ib) H-arm H-arm H-arm H-arm
254.17 inch 363.25 inch 674.25 inch 750.63 inch
100 4 3 1 2
200 8 5 2 4
300 11 8 3 6
400 15 10 4 8
500 19 13 5 10
600 23 15 6 11
700 27 18 7 13
800 31 20 8 15
900 34 23 9 17
1000 38 26 10 19
1100 42 28 11 21
1200 46 31 12 23
1300 50 33 13 25
1400 53 36 14 27
1500 - 38 15 29
1600 M
41 16 31
1700 M
43 17 32
1800 - 46 - 34
1900 - 49 - ..
2000 - 51 -_ -
2100 M
54 -
2200 - 56 - -
2300 .. 59 - -
2400 - 61 - ..
2500 - 64 -_ -
2600 - 67 -
2700 - 69 - -_
2800 - 72 .. _
2900 - 74 ..
3000 - 77 - M
3100 .. 79 - M
3200 - 82 - ..
3300 M
84 - ..
..
3400 .. 87 -
3500 - 90 .. -
3600 .. 92 .. -
3700 - 95 .. -
3800 .. 97 - ..
3900 .. 100 - ..
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
10.04.01
WEIGHT AND BALANCE
PAGE 5
CARGO HOLDS
VERSION 01
ISSUE 001
NO NETS INSTALLED IN HOLDS
DIRECTION OF FLIGHT ~
NET ATIACHMENT
LOCATION 2
I
I I I I I I I I I I I I
I I I
COMPT
13
I I I
EJ
I I
12
I I
COMPT
11
I I
FUS.
STA:~
J Hold 1
~ J JWBM-034
DIRECTION OF FLIGHT - - - - - -
NET ATIACHMENT
LOCATION 3
I
FUS.
-...
STA: 20 255
JWBM-035
Hold 4
Max capacity:
Hold 1 (Compartments 11 + 12 + 13)
- Tied : 3830 kg (8443 Ib)
- Untied : 2374 kg (5233 Ib)
Hold 4 (Compartments 41 +42)
- Tied : 2028 kg (4471 Ib)
- Untied : 1565 kg (3450 Ib)
The max load in the cargo holds should be verified against the Integrated Load Line (ILL).
For details concerning ILL cargo restraint refer to the Weight and Balance Manual.
- - - - - - - - - - - A O M FOKKER 70 - - - - - - - - - - -
10.04.01
CARGO HOLDS
VERSION 01
ISSUE 001
CARGO WEIGHT VS INDEX CHANGE CARGO WEIGHT VS INDEX CHANGE

NO NETS INSTALLED NO NETS INSTALLED
IN KILOGRAMS IN POUNDS
INDEX CHANGE INDEX CHANGE
WEIGHT HOLD 1 HOLD 4 WEIGHT HOLD 1 HOLD 4
(kg) H·arm H-arm (Ib) H-arm H-arm
8822 mm 18020 mm 347.32 inch 709.45 inch
50 3 2 100 3 1
100 6 3 200 6 3
150 9 5 300 8 4
200 12 6 400 11 6
250 15 8 500 14 7
300 18 10 600 17 9
350 21 11 700 19 10
400 24 13 800 22 12
450 27 14 900 25 13
500 30 16 1000 28 15
550 33 18 1100 30 16
600 36 19 1200 33 17
650 39 21 1300 36 19
700 42 22 1400 39 20
750 46 24 1500 41 22
800 49 26 1600 44 23
850 52 27 1700 47 25
900 55 29 1800 50 26
950 58 30 1900 52 28
1000 61 32 2000 55 29
1100 67 35 2200 61 32
1200 73 38 2400 66 35
1300 79 42 2600 72 38
1400 85 45 2800 77 41
1500 91 48 3000 83 44
1600 97 51 3200 88 46
1700 103 . 3400 94 50
1800 109 - 3600 99 -
1900 115 - 3800 105 ·
2000 121 - 4000 110 -
2100 127 . 4200 116 -
2200 134 - 4400 121 ·
2300 140 - 4600 127 ·
2400 146 - 4800 132 ·
5000 138 -
5200 143 ·
- - - - - - - - - - - AOM FOKKER 70 - - - - - - - - - - -
CABIN PAGE 1
VERSION 51
ISSUE 001
INTERIOR ARRANGEMENT (EXAMPLE)

NOTE: This example is not applicable to any specific configuration.
For layout of the cabin see chapter System Descriptions, section Aircraft Configuration.
For detailed information see Fokker 70 Weight and Balance Manual.
Seats
Number of pax seats 79
Seat pitch 31 / 32 inch
Number of crew seats
Flight deck 3
Cabin 2
Comgartments
Forward LH stowage unit
Max compartment load : 231 Ib (105 kg)
H-arm (fuselage STA) : 137.40 inch (3490 mm)
Galley
Forward RH wardrobe
Max compartment load : 254 Ib (11 5 kg)
Aft LH / RH wardrobe
H-arm (fuselage STA) : 756.06 inch (19 204 mm)
Aft RH stowage unit
Max compartment load 220 Ib (100 kg)
H-arm (fuselage STA) 783.78 inch (19 908 mm)
Standard Weights
Location Weight H-arm
Captain Flight deck 165 Ib (75 kg) 96.53 inch (2452 mm)
First officer Flight deck 165 Ib (75 kg) 96.53 inch (2452 mm)
Observer Flight deck 165 Ib (75 kg) 120.47 inch (3060 mm)
Flight attendant Forward 165 Ib (75 kg) 168.62 inch (4283 mm)
Flight attendant Aft 165 Ib (75 kg) 787.95 inch (20 014 mm)
Passenger (adult) 185 Ib (84 kg)
NOTE: 1. These are standard weights.

2. Two children (aged 2 to 12) equal one adult, infants (age up to 2) can be disregarded.
Cabin Seating
In order to simplify the use of a weight and balance manifest, the cabin has been divided into two
compartments at fuselage STA 585.35 inch (14868 mm):
- The forward cabin, seating 55 passengers who are assumed to be seated equally about fuse-
lage STA 413.66 inch (10507 mm).
- The aft cabin, seating 24 passengers who are assumed to be seated equally about fuselage
STA 668.50 inch (16 980 mm).
Index Changes
The index changes for passengers, cabin compartments and galleys are shown in the tables
below.
- - - - - - - - - - AOM FOKKER 70 - - - - - - - - - -
CABIN PAGE 2
VERSION 51
ISSUE 001
Passenger Distribution Guidelines

With 10 passengers or less, these should be seated in the first 5 rows. The passenger index table
forward cabin is based on this rule. The average arm used for the first 10 passengers is therefore
310.20 inch (7879 mm).
With 25 passengers or less, all should be seated in the forward cabin.
With more than 25 passengers, distribution for free seating is approx 2 : 1 ratio for forward and aft
cabin.
PASSENGER WEIGHT VS INDEX CHANGE

FORWARD CABIN (55 PASSENGERS)
PAX WEIGHT WEIGHT INDEX PAX WEIGHT WEIGHT INDEX

(kg) (Ib) CHANGE (kg) (Ib) CHANGE
-
1 84 185 6 29 2436 5370 106
2 168 370 12 30 2520 5556 110
3 252 556 18 31 2604 5741 114
Seated 4 336 741 23 32 2688 5926 117
in row 5 420 926 29 33 2772 6111 121
1 thru 5 6 504 1111 35 34 2856 6296 125
7 588 1296 41 35 2940 6482 128
8 672 1482 47 36 3024 6667 132
9 756 1666 53 37 3108 6852 136
-
10 840 1850 59 38 3192 7037 139
11 924 2037 40 39 3276 7222 143
12 1008 2222 44 40 3360 7408 147
13 1092 2407 48 41 3444 7593 150
14 1176 2593 51 42 3528 7778 154
15 1260 2778 55 43 3612 7963 158
16 1344 2963 59 44 3696 8148 161
17 1428 3148 62 45 3780 8333 165
18 1512 3333 66 46 3864 8519 169
19 1596 3519 70 47 3948 8704 172
20 1680 3704 73 48 4032 8889 176
21 1764 3889 77 49 4116 9074 179
22 1848 4074 81 50 4200 9259 183
23 1932 4259 84 51 4284 9445 187
24 2016 4445 88 52 4368 9630 190
25 2100 4630 92 53 4452 9815 194
26 2184 4815 95 54 4536 10 000 198
27 2268 5000 99 55 4620 10185 201
28 2352 5185 103 - - - -
- - - - - - - - - - AOM FOKKER 70 - - - - - - - - - -
CABIN PAGE 3
VERSION 51
ISSUE 001
PASSENGER WEIGHT VS INDEX CHANGE

AFT CABIN (24 PASSENGERS)
PAX WEIGHT WEIGHT INDEX PAX WEIGHT WEIGHT INDEX

(kg) (Ib) CHANGE (kg) (Ib) CHANGE
1 84 185 2 13 1092 2407 23

2 168 370 4 14 1176 2593 25
3 252 556 5 15 1260 2778 27
4 336 741 7 16 1344 2963 28
5 420 926 9 17 1428 3148 30
6 504 1111 11 18 1512 3333 32
7 588 1296 12 19 1596 3519 34
8 672 1482 14 20 1680 3704 35
9 756 1666 16 21 1764 3889 37
10 840 1850 18 22 1848 4074 39
11 924 2037 20 23 1932 4259 41
12 1008 2222 21 24 2016 4445 43
WEIGHT VS INDEX CHANGE

STOWAGE UNITS, GALLEY AND WARDROBES
WEIGHT WEIGHT FWDLH GALLEY FWDRH AFT LH / RH AFTRH

(kg) (Ib) STOWAGE WARDROBE WARDROBE STOWAGE
UNIT UNIT
H-arm H-arm H-arm H-arm H-arm

137.40 inch 142.60 inch 203.43 inch 756.06 inch 783.78 inch
(3490 mm) (3622 mm) (5167 mm) (19 204 mm) (19 908 mm)
25 55 3 3 3 1 1
50 110 6 6 5 - 3
60 132 7 7 6 - 3
75 165 9 8 7 - 4
100 220 11 11 10 - 5
115 254 - - 11 - -
120 265 - 14 - - -
200 441 - 22 - - -
240 529 - 27 - - -
- - - - - - - - - - AOM FOKKER 70 - - - - - - - - - -
CABIN PAGE 4
VERSION 51
ISSUE 001
IIi
- - - - - - - - - - AOM FOKKER 70 - - - - - - - - - -
WORKED OUT EXAMPLE PAGE 1
VERSION 51
ISSUE 002
EXAMPLE
Assumptions
Basic weight : 23 000 kg (50 706 lb)(including 2 + 2 crew)
Basic index : 400
Take-off fuel : 6000 kg (13 228 lb) in wing tanks
Trip fuel : 3000 kg (6614 lb)
Pantry : 100 kg (220 lb) in galley
MTOW : 37 995 kg (83 760 lb)
MLW : 36 740 kg (81 000 lb)
MZFW : 32 655 kg (72 000 lb)
Max perf allowed TOW : 37 000 kg (81 570 lb)
Passengers : 50 adults( 4200 kg) (9259 lb)
+ 4 children (168 kg) (370 lb)
Baggage : 750 kg (1653 lb)
Mail : 50 kg (110 lb)
Cargo : 1000 kg (2205 lb)
Results
DOW = Basic weight + pantry = 23 100 kg (50 926 lb)
OW = DOW + take-off fuel = 29 100 kg (64 154 lb)
Allowed TOW:
a. MZFW + take-off fuel = 38 655 kg (85 219 lb)
b. MLW + trip fuel = 39 740 kg (87 611 lb)
c. MTOW = 37 000 kg (81 570 lb)
Allowed TOW = Lowest of a, b and c = 37 000 kg (81 570 lb)
Allowed traffic load = Allowed TOW – OW = 7900 kg (17 416 lb)
Total traffic load = 6168 kg (13 598 lb)
Underload = Allowed traffic load – total traffic load = 1732 kg (3818 lb)
Actual ZFW = DOW + total traffic load = 29 268 kg (64 524 lb)
Actual TOW = Actual ZFW + take-off fuel = 35 268 kg (77 752 lb)
Actual LW = Actual TOW – trip fuel = 32 268 kg (71 138 lb)
Landing fuel = Take-off fuel – trip fuel = 3000 kg (6614 lb)
Weight Distribution
FWD Cabin
- Passengers : 35 adults = 2940 kg (6481 lb)
- Compt 11 : Mail = 50 kg (110 lb)
- Compt 12 + 13 : Cargo = 1000 kg (2205 lb)
Aft Cabin
- Passengers : 15 adults + 4 children = 1428 kg (3148 lb)
- Compt 41 : Baggage = 750 kg (1653 lb)
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 51
ISSUE 002
TO / LDG Index Calculation

FWD cabin
Index change
- Passengers : 128
- Galley 1 : 11
- Compt 11 : 4
- Compt 12 + 13 : 56 +
Total : 199
Aft Cabin
Index change
- Basic index : 400
- Passengers : 30
- Compt 41 + 42 : 16 +
Total : 446
Zero fuel index = Total index change aft – total index change FWD = 446 – 199 = 247
Take-off index = Zero fuel index – take-off fuel index = 247 – 26 = 221
Landing index = Zero fuel index – landing fuel index = 247 – 23 = 224
From the graphs (see below) the take-off MAC, landing MAC and ZFW MAC can be read.
MAC - take-off : 26.8 per cent MAC
MAC - landing : 25.8 per cent MAC
MAC - ZFW : 26.2 per cent MAC
JWBM-036/B
--------------------------------------------------------------------------------- AOM FOKKER 70 ----------------------------------------------------------------------------------

VERSION 51
ISSUE 002
JWBM-038/B
--------------------------------------------------------------------------------- AOM FOKKER 70 --------------------------------------------------------------------------------

VERSION 51
ISSUE 002
INTENTIONALLY
LEFT
BLANK
--------------------------------------------------------------------------------- AOM FOKKER 70 --------------------------------------------------------------------------------

MANIFEST PAGE 1
VERSION 01
ISSUE 003
WEIGHT AND BALANCE MANIFEST (TYPICAL) FOKKER 70 ALL WEIGHTS IN kg

TO ADDRESS CAPTAIN CREW VERSION
FROM ORIGINATOR FLIGHT A/C REG DATE
ZERO FUEL ALLOWED

BASIC WEIGHT PLUS CREW LANDING TAKE-OFF
TRAFFIC LOAD
PANTRY MAXIMUM WEIGHT FOR

TRIP TOTAL
TAKE-OFF FUEL TRAFFIC LOAD
ALLOWED TOW a b c
T/S - STOWAGE AFT (LOWEST OF a, b, c)
DRY OPERATING WEIGHT OPERATING WEIGHT UNDERLOAD
TAKE-OFF FUEL ALLOWED TRAFFIC LOAD
OPERATING WEIGHT
PAX - CABIN BAGGAGE BAGGAGE - CARGO - MAIL DISTRIBUTION

LMC
STOWAGE COMPT COMPT STOWAGE REMARKS
DEST AD CH I WT TOTAL WEIGHT COMPT COMPT
11 12 + 13 FWD 41 42 AFT
SPEC
TR
B
C
WEIGHT
M
TR
B
C
WEIGHT
M
T
WEIGHT OF PAX +
CABIN BAGGAGE INDEX CALCULATION FUEL WEIGHTS
TOTAL TRAFFIC LOAD FORWARD AFT TAKE-OFF
DRY OPERATING WEIGHT COMPT 11 COMPT 41 TRIP
ACTUAL ZERO FUEL WEIGHT COMPT 12 + 13 COMPT 42 LANDING
TAKE-OFF FUEL GALLEY

NOTES
TAKE-OFF WEIGHT T/S
TRIP FUEL STOWAGE STOWAGE
LANDING WEIGHT
TOTAL PAX
LAST MINUTE CHANGE PAX
CORRECTED ACTUAL
ZERO FUEL WEIGHT BASIC INDEX *
CORRECTED
TOTAL FWD TOTAL AFT
TAKE-OFF WEIGHT
CORRECTED
TOTAL FWD
LANDING WEIGHT
ZERO FUEL ZERO FUEL
PREPARED BY APPROVED BY
TO FUEL WING LDG FUEL WING
TO FUEL CENTER LDG FUEL CENTER
TO INDEX LDG INDEX
TO % MAC LDG % MAC
* CREW INCLUDED
JWBM-037
-------------------------------------------------------------------------------- AOM FOKKER 100 --------------------------------------------------------------------------------

MANIFEST PAGE 2
VERSION 01
ISSUE 003
WEIGHT AND BALANCE MANIFEST (TYPICAL) FOKKER 70 ALL WEIGHTS IN lb

TO ADDRESS CAPTAIN CREW VERSION
FROM ORIGINATOR FLIGHT A/C REG DATE
ZERO FUEL ALLOWED

BASIC WEIGHT PLUS CREW LANDING TAKE-OFF
TRAFFIC LOAD
PANTRY MAXIMUM WEIGHT FOR

TRIP TOTAL
TAKE-OFF FUEL TRAFFIC LOAD
ALLOWED TOW a b c
T/S - STOWAGE AFT (LOWEST OF a, b, c)
DRY OPERATING WEIGHT OPERATING WEIGHT UNDERLOAD
TAKE-OFF FUEL ALLOWED TRAFFIC LOAD
OPERATING WEIGHT
PAX - CABIN BAGGAGE BAGGAGE - CARGO - MAIL DISTRIBUTION

LMC
STOWAGE COMPT COMPT STOWAGE REMARKS
DEST AD CH I WT TOTAL WEIGHT COMPT COMPT
11 12 + 13 FWD 41 42 AFT
SPEC
TR
B
C
WEIGHT
M
TR
B
C
WEIGHT
M
T
WEIGHT OF PAX +
CABIN BAGGAGE INDEX CALCULATION FUEL WEIGHTS
TOTAL TRAFFIC LOAD FORWARD AFT TAKE-OFF
DRY OPERATING WEIGHT COMPT 11 COMPT 41 TRIP
ACTUAL ZERO FUEL WEIGHT COMPT 12 + 13 COMPT 42 LANDING
TAKE-OFF FUEL GALLEY

NOTES
TAKE-OFF WEIGHT T/S
TRIP FUEL STOWAGE STOWAGE
LANDING WEIGHT
TOTAL PAX
LAST MINUTE CHANGE PAX
CORRECTED ACTUAL
ZERO FUEL WEIGHT BASIC INDEX *
CORRECTED
TOTAL FWD TOTAL AFT
TAKE-OFF WEIGHT
CORRECTED
TOTAL FWD
LANDING WEIGHT
ZERO FUEL ZERO FUEL
PREPARED BY APPROVED BY
TO FUEL WING LDG FUEL WING
TO FUEL CENTER LDG FUEL CENTER
TO INDEX LDG INDEX
TO % MAC LDG % MAC
* CREW INCLUDED
JWBM-03
-------------------------------------------------------------------------------- AOM FOKKER 100 -------------------------------------------------------------------------------

MEL / CDL 11.00.00
PAGE 1
CONTENTS VERSION 04
ISSUE 004
For information concerning Fokker 70 or Fokker 100 Minimum Equipment List items, please refer
to the Master Minimum Equipment List (MMEL). For information concerning Fokker 70 or Fokker
100 Configuration Deviation List (CDL) items, please refer to the Appendix CDL to the Airplane
Flight Manual (AFM).

MEL / CDL 11.00.00
PAGE 2
CONTENTS VERSION 04
ISSUE 004
INTENTIONALLY
LEFT
BLANK

ADDENDUM 12.00.00
PAGE 1
CONTENTS VERSION 10
ISSUE 001
NOT APPLICABLE

ADDENDUM 12.00.00
PAGE 2
CONTENTS VERSION 10
ISSUE 001
IIi

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AIRCRAFT OPERATING MANUAL TL

OPERATOR : MUSOQ WAYRA SAC (wayraperu)

This transmittal letter gives information concerning:

AOM FOKKER 70..

AOM FOKKER 70..

REMOVE FROM AOM INSERT IN AOM

AOM FOKKER 70..

AOM FOKKER 70..

OPERATOR : MUSOQ WAYRA SAC (wayraperu)

THIS MANUAL CONSISTS OF THE FOLLOWING PAGES:

R SECTION PAGES VERSION ISSUE EFFECTIVITY

AOM FOKKER 70..

R SECTION PAGES VERSION ISSUE EFFECTIVITY

R SECTION PAGES VERSION ISSUE EFFECTIVITY

AOM FOKKER 70..

R SECTION PAGES VERSION ISSUE EFFECTIVITY

R SECTION PAGES VERSION ISSUE EFFECTIVITY

AOM FOKKER 70..

R SECTION PAGES VERSION ISSUE EFFECTIVITY

AOM FOKKER 70..

R SECTION PAGES VERSION ISSUE EFFECTIVITY

R SECTION PAGES VERSION ISSUE EFFECTIVITY

AOM FOKKER 70..

R SECTION PAGES VERSION ISSUE EFFECTIVITY

AOM FOKKER 70..

R SECTION PAGES VERSION ISSUE EFFECTIVITY

R SECTION PAGES VERSION ISSUE EFFECTIVITY

AOM FOKKER 70..

R SECTION PAGES VERSION ISSUE EFFECTIVITY

R SECTION PAGES VERSION ISSUE EFFECTIVITY

AOM FOKKER 70..

R SECTION PAGES VERSION ISSUE EFFECTIVITY

AOM FOKKER 70..

AOM FOKKER 70..

10 Weight and Balance

------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

0.00.01 Organization of the AOM

0.00.02 List of Abbreviations

AOM FOKKER 70 / AOM FOKKER 100

AOM FOKKER 70 / AOM FOKKER 100

------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

LIST OF EFFECTIVE PAGES In addition to the replacement pages and the

------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

USE OF COLOURS FOKKER SERVICES B.V. AND ANY

------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

1 Single chime in ALERTS

1 Double chime in ALERTS

1 Repetitive triple chime in ALERTS

1 Choice possibility in FUNCTIONAL DIAGRAM

1 On / off switch in FUNCTIONAL DIAGRAM

Current, information only possible in one way

1 Electric bonding in FUNCTIONAL DIAGRAM

1 Actual control or indicator in FUNCTIONAL DIAGRAM

3+4+5 Action depending on specified precondition

Action depending on specified sequential precondition

------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

CDU Control Display Unit DIR Direct

------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

IM Inner Marker LIFTD Lift Dumpers

------------------------------------------------------- AOM FOKKER 70 / AOM FOKKER 100 -------------------------------------------------------

MK Mark OUTB Outbound