F100-Key Facts (v3-07)

Fokker 100
Key Facts
Nicolas Mollet
v3 - January 2007
INTENTIONALLY LEFT BLANK
Fokker 100
Key Facts
Table of contents
TABLE OF CONTENTS....................................................................................... 3
1
INTRODUCTION .......................................................................................... 7
AIRCRAFT GENERAL ................................................................................. 9
FLIGHT WARNING SYSTEM ......................................................................15
EMERGENCY EQUIPMENT........................................................................17
AUXILIARY POWER UNIT..........................................................................21
ELECTRICAL SYSTEM...............................................................................25
FUEL SYSTEM ............................................................................................31
POWER PLANT ..........................................................................................35
FIRE PROTECTION ....................................................................................47
9.1
Engine ............................................................................................................................................ 47
9.2
APU................................................................................................................................................ 49
9.3
Cargo and toilet compartments................................................................................................... 50
10
BLEED-AIR SYSTEM ..............................................................................51
11
AIR CONDITIONING / PRESSURIZATION .............................................55
12
ICE AND RAIN PROTECTION ................................................................63
13
HYDRAULIC SYSTEM.............................................................................67
14
LANDING GEAR......................................................................................71
14.1
Landing gear operation................................................................................................................ 71
14.2
Nose-wheel steering ...................................................................................................................... 72
Nicolas Mollet
-3-
Fokker 100
Key Facts
14.3
Brake control system .................................................................................................................... 74
14.4
Proximity switching / ground-flight control ............................................................................... 76
15
FLIGHT CONTROLS ...............................................................................77
15.1
Primary flight controls................................................................................................................. 77
15.2
Secondary flight controls ............................................................................................................. 81
15.3
Stall prevention system ................................................................................................................ 83
15.4
Take-off configuration warning .................................................................................................. 84
16
FLIGHT / NAVIGATION DATA SYSTEMS ..............................................85
16.1
Air data system ............................................................................................................................. 85
16.2
Attitude and heading system........................................................................................................ 86
16.3
Weather radar .............................................................................................................................. 88
16.4
VOR / DME / marker beacon / ILS ............................................................................................ 90
16.5
ADF................................................................................................................................................ 91
16.6
ATC transponder / TCAS ............................................................................................................ 92
16.7
Radio Altimeter ............................................................................................................................ 95
16.8
Flight Data Recording .................................................................................................................. 96
17
FLIGHT / NAVIGATION INSTRUMENTS ................................................97
17.1
Electronic Flight Instrument System .......................................................................................... 97
17.2
Secondary & standby instruments .............................................................................................. 99
17.3
Ground Proximity Warning System ......................................................................................... 101
17.4
Avionics Cooling System ............................................................................................................ 104
18
AUTOMATIC FLIGHT CONTROL AND AUGMENTATION SYSTEM...105
18.1
General ........................................................................................................................................ 105
18.2
Automatic Flight Control System.............................................................................................. 106
18.3
Autothrottle system .................................................................................................................... 109
18.4
Flight envelope protection.......................................................................................................... 110
Nicolas Mollet
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Fokker 100
Key Facts
18.5
Flight mode annunciation .......................................................................................................... 113
18.6
Flight augmentation system....................................................................................................... 114
18.7
Wind shear detection & recovery.............................................................................................. 116
19
COMMUNICATION ................................................................................117
19.1
General ........................................................................................................................................ 117
19.2
Cockpit Voice Recorder (CVR)................................................................................................. 120
20
LIMITATIONS ........................................................................................121
20.1
General limitations ..................................................................................................................... 121
20.2
Weight limitations ...................................................................................................................... 121
20.3
Speed limitations......................................................................................................................... 121
20.4
Weather limitations .................................................................................................................... 122
20.5
Powerplant & APU limitations.................................................................................................. 122
20.6
Fuel system limitations............................................................................................................... 122
20.7
AFCAS limitations...................................................................................................................... 122
20.8
Navigations limitations............................................................................................................... 123
20.9
Miscellaneous .............................................................................................................................. 123
Nicolas Mollet
-5-
Fokker 100
Key Facts
Nicolas Mollet
-6-
Fokker 100
Key Facts
Introduction
This document has been based on personal notes during computer based training and
classroom sessions, experiences shared by instructors and the Aircraft Operating Manual
itself which has been used as backbone for this writing. Its purpose was not to present a
complete writing about the different subjects; it only contains key facts, enrichments and
some further explanation by the diagrams.
This is not an official document meaning that nothing of its contents may be used as
training purpose. In that case, please only refer to an official publication.
No further distribution is allowed as this manual contains copyright-protected material
such as diagrams from the F100 A.O.M.
Enjoy!
Nicolas Mollet
-7-
Fokker 100
Key Facts
Nicolas Mollet
-8-
Fokker 100
Key Facts
Aircraft general
( 60 pulses/min)
2 NAV-lights + 1 strobe per unit.

Only 1 NAV-light will be illuminated
when NAV-light is OFF and towing switch
activated.
Figure 2-1: Exterior lighting of the Fokker 100
Figure 2-2: Exterior lights panel
Nicolas Mollet
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Fokker 100
Key Facts
Maximum pavement width for a 180 turn is 22,2 m.
The door is properly locked when the inboard door lock handle is pointing in the
direction of flight.
An indicator at the top left side of the door shows the door status:
Green indicates locked
Red indicates open
Mechanically connected to the locking mechanism is a vent flap; when the door is
locked, the flap is closed. The flap will dump the cabin pressure when the door is
unlatched.
In battery only conditions, the electrical lock of the flight deck door is removed
and the door can be opened from both sides. In this case the door can be locked
with the lock pin. There are 2 parts in the flight deck door. At the flight deck
side, the lower part of the door can be kicked out after the turn knob (under the
doorknob) is removed. The spring plate will drop and the panel can then be
removed.
In the event of an engine failure, all extended landing/taxi lights will retract
automatically except when the landing gear is down.
Front and slide windows are electrically heated, side windows are demisted.
There are 34 windows on the left-hand side and 33 on the right-hand side. The
cabin windows are a Perspex laminate and consist of inner and outer panels.
There are 5 maintenance access hatches:

2 x avionics compartment
3 x airco + space beneath flight deck floor
Cabin layout:
A total of 100 seats
20 seat rows:
o Two on the left side (A, C) of the aisle
o Three on the right side (D, E, F) of the aisle
The rows are numbered row 1 - 12 and 14 - 21, excluding row 13
Rows 12 and 14 have self help emergency exits
Nicolas Mollet
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Fokker 100
Key Facts
Seat restrictions:
< 30 passengers:
symmetrically about row 8; rows aft of row 16 are not used.
31-50 passengers:
symmetrically about row 10; rows aft of row 20 are not used.
>50 passengers:
symmetrically about row 12; all seats are available.
Overhead stowage compartments are fitted along the length of each side of the
cabin and are stressed to contain 85 kg of luggage each, with the exception of one
small compartment at row 1 (right side) which will take about 20 kg.
Area call lights are located forward and aft in the cabin ceiling:
A red light indicates a call from an attendant station

A blue light indicates a passenger call
A left or right amber light indicates a call from the left or right hand
toilet
A green light indicates a cockpit call
Figure 2-3: Cabin & Ground call p/b
Nicolas Mollet
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Fokker 100
Key Facts
The F100 is fitted with an audible warning inhibit function below 400 feet. Any
attempt to contact the flight crew over the interphone will result in the call button
illuminating but the audible warning being inhibited.
Emergency lighting:
Figure 2-4: Location of the emergency lighting
Exit lights:
-
Above the doors, above escape hatches, in the front of the cabin,
and in the passenger compartment aisle.
ON when landing gear down and when the emergency lights are in
armed position.
Standby lights:
-
In the passenger entrance, in the passenger compartment aisle, and

in the aft cabin area, toilet compartment.
ON in battery only conditions, except in the toilet compartment

(Standby lights in the toilet compartment are continuously on).
(When the aircraft is on the ground and no external power is available, the
batteries can be switched on so that the standby lights will be illuminated from
the aircraft batteries.)
Nicolas Mollet
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Fokker 100
Key Facts
Emergency lights:
-
Emergency lights are installed in the following locations:

o
o
o
o
o
o
o
o
Nicolas Mollet
1 in the flight deck

1 in the entrance
6 in the cabin
1 in each toilet compartment
In the exit signs
3 on each side of the fuselage on the exterior
Extra exit signs under the escape hatches and at the lower
side of the doors
Floor proximity path markings on the right hand side of the
aisle
ON automatically when generator power is not available, provided

the guarded emergency lights switch is in the armed position.
With batteries fully loaded, the lights can illuminate for 30 minutes.
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Fokker 100
Key Facts
NOT ARMED if selector in ON or OFF position
Figure 2-5: Emergency light switch
Nicolas Mollet
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Fokker 100
Key Facts
Flight Warning System

-
Two LEVEL 3-alerts cannot be cancelled by depressing either MWL:

the LG-not-down alert:
o LG not down
o Radio altitude < 1000 ft
o Flaps > 23 OR thrust below MIN TO
take-off configuration alert
Alert messages:
a maximum of 11 alert messages can be displayed
LEVEL 3 in red, LEVEL 2 in amber
on LH MFDU
in descending order of priority
the last incoming is indicated by a pointer
If LH MFDU fails, the information is automatically displayed on the RH MFDU.

Secondary page information can be visualized with the XFR p/b except when red
alert messages are displayed.
> indicates the most recent failure; v means that this failure is on the next page
Memo messages are only displayed if space allows.
If 1 MFDU is inop, transfer between the DU is not possible if primary engine alert
is displayed on MFDU.
If more than 11 alert messages exist, it will be indicated by a PAGE 1:

Use CANCEL-button to remove presented amber alert messages
Alert message of page 2 will now be displayed
MSG CANCELLED will appear if these amber alert messages are also
cancelled.
Restoring cancelled amber alert messages possible with recall button
(Remark: No red alert messages can be removed)
FWC generated alerts (in order of descending priority):

1. Cavalry charge (with or without autoland caution lights)
2. Whooler
3. Clacker
4. Repetitive triple chime and MWL
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Fokker 100
Key Facts
5.
6.
7.
8.
Autoland caution lights (without cavalry charge)

C chord
Double chime and MCL
Single chime
Aural alerts generated by FWC ( SAP-generated aural alerts (cavalry charge and
clacker), GPWS) can be inhibited by depressing WARN AUDIO p/b.
Figure 3-1: Warn Audio p/b
Warning computer inoperative:
Nicolas Mollet
SAP automatically activated and only SAP alerts indicated

SAP displays all LEVEL 3 alerts and some LEVEL 2 alerts
FAIL displayed on MFDU (provided by MFDS, not by FWC)
Following alerts no more available:
o MWL, MCL, AUTOLAND caution light
o Overhead panel fault lights
o Aural alerts except AP disconnect (cavalry charge) and overspeed
(clacker)
MFDS displays only engine indications
AP, when off, cannot be engaged; when on, the AP remains engaged
When thrust levers are below MIN TO position and the gear is up, the
SAP will show a red LG warning, independent of flight altitude.
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Fokker 100
Key Facts
Emergency equipment
-
Crew oxygen mask:
NORMAL (N): mixture of ambient air with oxygen on demand, dependant

on the cabin altitude
100%: supply of 100% oxygen on demand.
At 30 000 ft cabin altitude the flow in both modes will be 100%
EMERGENCY: rotate to supply 100% oxygen continuous flow provided
NORMAL/100% lever is set to 100%
Oxygen is set to 100% position; this is used in all circumstances unless

decided otherwise by the FCM.
Figure 4-1: Oxygen mask
Nicolas Mollet
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Fokker 100
Key Facts
When mask is activated, the mask microphone becomes hot. Close container
doors and reset reset/test lever before regaining normal communication via
boom.
Table 1: Duration table of cockpit oxygen bottle
Cabin oxygen system:
Each passenger drop-out stowage holds a spare mask:

o
o
o
o
the unit above the double seats contains three masks

the unit above the triple seats contains four masks
units located above all crew seats each contain three masks
units in each toilet compartment contain three masks
Drop-out at 14 000 ft or manually with MAN OVRD p/b

non-smoking sign comes on at drop-out
pulling mask starts oxygen flow for approx 12 min
Figure 4-2: Pax oxygen p/b
Nicolas Mollet
-18-
Fokker 100
Key Facts
Figure 4-3: Emergency equipment location
ELT:
Nicolas Mollet
-19-
Fokker 100
Key Facts
Nicolas Mollet
121.5 Mhz for 72 hrs

243 Mhz for 72 hrs
406 Mhz for 24 hrs
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Fokker 100
Key Facts
Auxiliary power unit

-
APU requires for operation:

Fuel from LH collector tank
DC electrical power
When the combination of electrical and bleed-air loads exceeds the APU capacity,
bleed-air supply is decreased.
In flight the APU shuts down automatically in case of:

APU fire
Overspeed
Starting cycle > 90s
On the ground for any failure (e.g. fire, overspeed, low oil pressure, high oil
temperature, high exhaust gas temperature,).
All APU fault on the ground are level 2 + auto shutdown.
Landing with an APU fault leads to an automatic shutdown 60s after touchdown.
APU bleed should be switched off during aircraft de-icing.
Unsuccessful start:
Start selector to OFF before attempting another start
Restarting inhibited till 30s after OFF selecting (= till RPM < 10% to
avoid damage), but wait 2 min for draining
Not more than 3 consecutive APU starts allowed
If no external power available, wait 70s before switching off the batteries after
APU shutdown.
Air supplies through air intake door (on top fuselage). Door closed if APU off. If
APU on:
15 on the ground
10 in flight
Air for oil cooling and ventilation ducted from inlet on fuselage: controlled with
ventilation (inlet) valve. Closed if:
APU off
APU fire
Exhaust valve at RH side fuselage.
Nicolas Mollet
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Fokker 100
Key Facts
Bleed air valve closed when airborne.
LH Collector tank
Fuel fire shut-off valve

Bleed air valve
Fuel
Control
Unit
Oil
Cooling
Fan
APU
Accessory
Exhaust
valve
gearbox
AC
Gen
Fuel shut-off valve

Figure 5-1: Auxiliary power unit - schematic
APU start sequence:

Selector to ON
APU OFF
After 3 sec
APU OFF, DOORS TRAVEL
Ventilation valve opens
Air intake opens
APU OFF, READY TO START
Pull and rotate start to START
APU START IN PROGRESS
Fuel fire SOV opens
Power supplied to starter motor
At 10% RPM: fuel SOV opens and igniter energizes
At 50% RPM: self sustaining
At 94,5% RPM:
APU AVAILABLE
After 2: bleed air valve opens
Nicolas Mollet
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Fokker 100
Key Facts
APU off:
All air and fuel valves close
30sec time delay in start system
Normal APU fuel flow is 1,44 kg/min or 86 kg/h (AOM 9.02.01 p 2)
Figure 5-2: APU start switch
Nicolas Mollet
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Fokker 100
Key Facts
Electrical system
-
115 V / 400 Hz three-phase AC power and 28 V DC power electrical system.
Batteries supply the DC ground handling bus, provided AC and DC external

power are not available.
As long as the batteries are the only electrical sources, a red AC SUPPLY light on
the SAP is on.
Total loss of emergency power may occur after 30 minutes.
When AC external power is connected and within limits, the AVAIL light in the
external power p/b is on and the AC ground service bus is energized.
Table of priorities:
Automatic AC bus transfer system

Priority
AC BUS 1
ESS AC
BUS
EMER AC
BUS
AC BUS 2
AC GND
SERV BUS
1
2
3
4
GEN 1
EXT PWR
APU GEN
GEN 2
GEN 1
GEN 2
APU GEN
EXT PWR
ESS AC BUS
EMER INV
-
GEN 2
EXT PWR
APU GEN
GEN 1
AC BUS 2
EXT PWR
-
DC bus transfer system

Priority
DC
BUS 1
BAT
BUS 1
ESS DC
BUS
EMER
DC BUS
BAT
BUS 2
DC
BUS 2
DC GND
SERV
BUS
TRU 1
BAT 1
ESS TRU
ESS TRU
BAT2
TRU 2
TRU 2*
DC BUS 1
DC BUS 1
TRU 1*
BATs
DC EXT
PWR
GND
SERV TRU
-
3
(*) manual operation (DC X-TIE)
Table 2: AC and DC priority table
Nicolas Mollet
-25-
Fokker 100
Key Facts
ESS + EMER PWR ONLY:

power from AC bus 1 and 2 removed
essential + emergency AC/DC busses remain energized
In flight during single generator operation, the galley busses are automatically deenergized.
Dual DC Bus provides uninterrupted power source in the event of DC Bus 1 or 2

failure during landing for:
lift dumpers
anti-skid
speed brake
DC Ground Handling Bus supplies power to:

fuelling panel
towing
hydraulic service panel
engine starter valve
LOAD is expressed in (%); except for BAT where is mentioned in AMP.
Nicolas Mollet
-26-
Fokker 100
Key Facts
Figure 6-1: Electrical panel
Nicolas Mollet
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Fokker 100
Key Facts
Figure 6-2: AC electrical system
Nicolas Mollet
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Fokker 100
Key Facts
Figure 6-3: DC electrical system
Nicolas Mollet
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Fokker 100
Key Facts
Nicolas Mollet
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Fokker 100
Key Facts
Fuel system
-
The center tank and each wing tank contain 2 electrically driven fuel pumps.
1 wing tank = 4 sections:

3 main tanks
1 collector tank
Fuel from the center tank is transferred to the wing tanks. When the collector
tank is full, the excess fuel flows into the outer tank.
With 1 pump operating in the center tank, a normally closed transfer valve will open to
allow fuel transfer from the operating pump to both collector tanks.
FAULT in
pump p/b

LoP
Figure 7-1: Fuel system
Nicolas Mollet
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Fokker 100
Key Facts
Automatic fuel transfer from center tank to collector tank is possible:
AUTO FEED p/b blank + either center tank pump is ON

AND
Engine fuel flow > 1135 kg/hr
AND/OR
Fuel quantity of both wing tanks below a predetermined value
AUTO FEED MAN = fuel transfer to collector tank as soon as a center tank pump
is switched ON.
Note:
We can select CTR TK fuel pumps on before departure when operating in
AUTOFEED. Even with full wing tanks. CTR TK pumps will only start operating
when the fuel level in the wing tanks is below a predetermined level. So no fuel will
be pumped overboard.
Each pump in the collector tank has sufficient capacity to supply one engine in all
thrust conditions or both engines in climb and cruise conditions.
Fuel asymmetry alert if > 350 kg and disappears if < 250 kg.
Nicolas Mollet
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Fokker 100
Key Facts
Indication in case of a pulled fire shut-off valve:
Figure 7-2: System shut-off indicator
Pump L1 or R1 inop:
Pump L2 or R2 inop:
Fuel is measured with:

10 capacitive-type probes / wing tank
2 capacitive-type probes in center tank
Main tanks, collector tanks & center tank incorporate:

Water drain
Ventilation vents at outbound flap track fairings
18 jet-pumps maintain maximum collector tank level.
Flapper valves provide gravity feed if the jet-pumps fail. Level in the collector
tank will be equal to that of the main tanks.
LEVEL 1 alert if collector tank < 500 kg.
When the fuel quantity drops < 100 kg, LO + numerals (flashing) will be shown
on the corresponding fuel quantity display.
Digital fuel quantity indicator receives information from CPT (= Combined

Processor Totalizer).
Nicolas Mollet
14 kg unusable fuel
120 kg unusable fuel
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Fokker 100
Key Facts
Figure 7-3: Fuel panel
Nicolas Mollet
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Fokker 100
Key Facts
Power plant
-
Twin spool, bypass turbofan engines:
Figure 8-1: Rolls Royce Tay twin spool, bypass turbofan engine
LP-spool
1-3-3
N1 (LP rpm)
Single-stage fan, three-stage Intermediate Pressure (IP) compressor, three-stage LP turbine
Figure 8-2: Low speed gearbox
Nicolas Mollet
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Fokker 100
Key Facts
HP-spool
12-2
N2 (HP rpm)
Twelve-stage HP compressor, two-stage turbine
Figure 8-3: High speed gearbox
The LP shaft passes through the HP shaft.
Fan output: is directed to the engine core, is bypassed.
The engine is started by an air starter motor which drives the HP shaft via the high
speed gearbox.
10 combustion chamber, 2 igniter plugs (chamber 4 & 8).
2 bleed air tappings on HP compressor.
Nicolas Mollet
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Fokker 100
Key Facts
Self-contained oil system:

Oil which is too thick (cold)
passes the by-pass valve
Oil pump
Engine and IDG oil

cooler
Filter

Temp. bulb
(info to FWC + MFDS)
Single pressure
Pump driven by high
speed gear box
Engine bearings
and
gear boxes

Oil-fuel cooler
Scavenge
Pumps
Filters

Oil
Tank
de-aerator
chip detector
Figure 8-4: Self contained oil system
Starting:
-
Supply:
pneumatic power
electrical power (AC power or batteries)
Air can be supplied to starter motor when the electrically operated starter valve is
open =

system electrically armed via START p/b

engine selector operated
If fuel lever opened:

Fuel shut-off valve opens fuel to nozzles
Igniter activated
Nicolas Mollet
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Fokker 100
Key Facts
At 43% N2: starter cut-out:

starter valve closes (if not: alert)
ignition de-activated
Upon moving the start selector, the air conditioning packs are shut-off and the
output of hydraulic and pneumatic power from the respective engine is inhibited.
During engine start with battery power only, hydraulic and pneumatic power
inhibit, and automatic air conditioning shut-off is not provided.
Start sequence:
1. Ignition switch in NORMAL
2. START p/b ON (electrical power is available on the start system)
3. Start selector 1 or 2. This will open the starter valve (= air entering from
APU, EXT or other engine to starter motor)
4. HP spool starts rotating
5. At min 15% N2 + N1>0, select fuel lever open (= fuel + ignition)
6. At 43% N2: starter valve shuts (red & amber limit jump on TGT)
7. After starting both engines: START p/b OFF
HP shaft
High Speed
Gearbox
APU
EXT
Air Starter
Motor
Control Valve
single stage turbine
Other engine
Figure 8-5: Starter system
Nicolas Mollet
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Fokker 100
Key Facts
Ignition:
43% N2
Figure 8-6: Ignition system
Nicolas Mollet
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Fokker 100
EMER DC BUS
Key Facts
NORM
igniter plug 1 activated during start when FUEL

lever opened; de-activated at starter cut-out
CONT 1
continuous ignition of selected plug
ESS DC BUS
CONT 2
EMER DC BUS
ESS DC BUS
RELIGHT
continuous ignition of both igniter plugs
Table 3: Ignition system
Figure 8-7: Engine start panel
FAULT in engine START p/b: starter valve not closed after engine start.
The fuel system is a mechanical all-speed governing system which controls fuel
flow automatically to maintain a selected N2.
To reduce engine acceleration time from idle to go-around, thrust idle N2 is

increased to 70% when the landing gear is lowered (approach idle). Normal (low)
idle is regained five seconds after touchdown.
When the flight control lock is on, forward thrust lever movement is limited to
approx 80 % N2.
MAN EPR: if both AT channels fail or if both AT p/bs are manually selected off,
an EPR target (for pilot reference) can be set manually.
Nicolas Mollet
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Fokker 100
Key Facts
Pressure differential
switch
TLA
N2
HP compressor inlet & outlet pressures
Figure 8-8: Engine fuel system
Nicolas Mollet
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Fokker 100
Key Facts
N1 governer:
F
U
E
L
FUEL

Nozzle
N1 turns the governer. In case of N1 overspeed; fuel is inhibited
Figure 8-9: N1 Governer
EMUX/EFSU (Engine Multiplexer / Engine Failure Sensing Unit)
N2 < 43%
EMUX
OR
Engine Out
GLC (Generator Line Contactor) open
L & R N1 > 30%

AND
Drop N1 > 50 RPS
EFSU
Engine Fail (rapid detection of thrust loss)
AND
Both TLA MIN TO
Nicolas Mollet
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Fokker 100
Key Facts
Engine indications:
Wedges: Maximum EPR for selected thrust rating. Wedge is not

presented during manual control of EPR target.
Lazy T: EPR target:

Blue: automatically controlled (not in descent or in AFCAS)
White: manually controlled.
Oil Quantity is displayed from 15 min after both engines out till START
p/b has been depressed.
Fuel Used is set to zero when on the ground the START p/b is depressed
OR when secondary page MFDU is turned OFF and ON on the ground.
When an engine has to be shut down, depress either AT disconnect button before
retarding the thrust lever. When the engine has been shut down, ATS can be reengaged after positioning the thrust lever of the inoperative engine adjacent to the
thrust lever of the live engine.
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 15000 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.
With the VIB p/b set to ALTN a subsequent high vibration will only be indicated
by a single chime and the MFDS, the VIB HI light on the overhead ENGINE
panel will not come on.
Nicolas Mollet
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Fokker 100
Key Facts
If TGT start limit (740 C) has not been exceeded, a second start may be
attempted. 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 attempts delay use of the starter for at least 15 minutes.
Light-up should normally occur within 5 to 10 seconds after selecting the fuel
lever to OPEN.
APU bleed air pressure required for engine starting: 25 35 PSI at sea level.
In case of a high TGT during start, shut the fuel lever and select START p/b OFF
after 30 seconds.
In case an engine fails during take-off in PROF, MCT is set automatically via
ATS upon reaching the single-engine climb speed.
Above FL250: CLB EPR = MCT EPR.
Nicolas Mollet
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Fokker 100
Key Facts
Icing conditions are present when visible moisture is present, such as clouds or
fog with low visibility, rain, snow, sleet, ice crystals or with standing water, ice or
snow present on the ground and when:
OAT (TAT) is below +6 C down to and including -25 C on the ground (in
flight)
Bleed air requirement for starting:
Nicolas Mollet
External air: 30 50 PSI

Cross bleed starting: advance thrust lever till approx 30 PSI
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Fokker 100
Key Facts
Nicolas Mollet
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Fokker 100
Key Facts
Fire protection
9.1
Engine
Dual sensing element loops. Both loops must report a fire condition to the FWC
before triggering an alert.
2 extinguisher bottles behind rear pressure bulkhead:

Bromo-trifluro-methane gas
Nitrogen as propellant
Rupture disc: fracture in the event of overpressure.
Electrically detonated cartridges to let detonate rupture disc to fire the bottle.
If a predetermined temperature is reached, a fire warning is presented.
Pulling a fire handle closes:

The respective fire shut-off valves in the fuel system
The respective fire shut-off valves in the hydraulic system
Over Pressure and Shut-Off Valve (OP/SOV) in the bleed-air system
When pulling the handle, check Agent Low Pressure on. Also ON when rupture
disc is broken due to e.g. overpressure (caused by e.g. high ambient
temperatures).
During fire warning test, the white fuel lever warning light will not come on if in
SHUT position.
Figure 9-1: Engine fire panel
Nicolas Mollet
-47-
Fokker 100
Key Facts
Engine Fire Panels

(red light in handels)
Flight Deck
Alert
FWC
MFDS
Fuel levers
(white light)
SENSOR
ELEMENTS
FDCU
Fire Detection
Control Unit
(aft avionics bay)

Temperature sensitive material
If T R
Figure 9-2: Engine fire detection
In case of a faulty loop; fire detection will be inoperative as long as faulty loop
has not been switched OFF manually.
Figure 9-3: Test panel: engine & APU fire test
Nicolas Mollet
-48-
Fokker 100
9.2
Key Facts
APU
Single sensing element loop.
Fire shut-off valve in the fuel system closes automatically and APU shuts down.
If the aircraft is on the ground a warning horn, located in the nose wheel well,
sounds also (inhibited during APU fire test).
Bottle discharged 5 seconds after the warning in order to close the APU inlet door
and vent valve.
Figure 9-4: APU fire panel
Nicolas Mollet
-49-
Fokker 100
9.3
Key Facts
Cargo and toilet compartments
Both incorporate a smoke detection and a fire-extinguishing system.
Fwd and aft cargo compartment each have dual smoke detectors.
Toilet compartments each have a single (hidden) smoke detector.

The call that is suggested for use by the FCM is (twice):
Attention cabin crew, check right/left toilet
Attention cabin crew, check right/left toilet
Two extinguisher bottles are installed for the fwd and aft cargo compartment:
Agent 1: high rate discharge bottle
Agent 2: low rate discharge bottle
Selecting DISCH 1 causes immediate total discharge of agent 1 into the selected
compartment. Simultaneously agent 2 is discharged into the selected
compartment at a reduce flow rate to maintain a minimum extinguishing agent
concentration.
Selecting DISCH 2 will discharge the same agent 1 and agent 2, however the
power supplies for discharging are interchanged for redundancy.
The agent 1 low pressure light (LO1) comes on within seconds after selecting
DISCH 1 or DISCH 2 and the agent 2 low pressure light (LO2) remains off for
approx 60 min due to the reduced flow rate.
One fire-extinguisher bottle is installed in the waste container area in each toilet
compartment. If there is a fire in the waste container, the agent will discharge
automatically into the waste container.
Figure 9-5: Cargo smoke panel
Nicolas Mollet
-50-
Fokker 100
10
Key Facts
Bleed-air system
TAIL
ANTI-ICE
Single walled
duct
See GND SRV + bleed valve

SO and modulating valve
ENG 1
- incorporating check valve

- connected to source 2
MANIFOLD
ENG 2
APU
GND SRV
ENG 1 STARTING
ENG 2 STARTING
ENG 1 ANTI-ICE
ENG 2 ANTI-ICE
SO and regulating valves
AIR COND
&
PRESS
WING
ANTI-ICE
Pack valves
WATER
RESERVOIR
HYDRAULIC
RESERVOIR
SO and modulating valves

Double walled duct
(additional protection in
pressurized areas)
Figure 10-1: General bleed air distribution
LP bleed is used in any flight condition except idling. During idling, the HP
bleed valve opens fully to supply pressure while the LP valve is closed.
At take-off when thrust increases; HP bleed valve closes.
Any anti-icing system ON: activation of the temperature modulating function of

the HP bleed valve to admit HP bleed-air to the LP bleed flow that the required
temperature is maintained.
Nicolas Mollet
-51-
Fokker 100
Key Facts
Inhibition:
60 seconds after TOGA selection
Continuously when either thrust lever is selected to maximum take-off
position
-
Conclusion:
HP valve open:
During idling (N2 range up to 80%)
Anti-ice ON
PR/SOV:
Pressure Regulating and Shut-Off Valve
Will limit downstream pressure
Controls 55 5 PSI
Controlled by bleed p/b
OP/SOV:
Over Pressure and Shut-Off Valve
Will limit downstream pressure in case of a failure of the OP/SOV
Closes if pressure > 70 2.5 PSI
Closes if fire handle is pulled
Overheat:
closes respective HP bleed
closes respective PR/SOV
Level 1 alert: Bleed 1(2)
remark: OP/SOV remains open to provide bleed-air from the other engine anti-icing
Leakage:
closes respective HP bleed
closes respective PR/SOV
closes respective OP/SOV
Level 1 alert: Bleed 1(2) duct leak
remark: Engine anti-icing on the affected side will be inoperative although airframe anti-icing
remains available.
Temperature in the common duct (where it is measured) will be maintained at

250 C.
Nicolas Mollet
-52-
Fokker 100
Key Facts
12th stage
7th stage
to prevent reverse flow

To control
temperature
250 15 C
Nicolas Mollet
-53-
Fokker 100
Key Facts
Figure 10-2 (previous page): Bleed air system
On the ground APU supplies air to both engine starters if both:

APU bleed valve open
OP/SOV open
APU delivers air as long as pressure is greater than 12th stage. Increasing thrust
lever decreases APU supply.
A single bleed system will meet all bleed-air demands.
Bleed air pressure:

Normal operating range:
Recommended minimum for engine start:
Nicolas Mollet
-54-
15 49 PSI
25 PSI
Fokker 100
11
-
Key Facts
Air conditioning / pressurization

The airflows from pack 1, servicing the flight deck, and pack 2, servicing the
cabin, pass into a manifold. The excess airflow from the flight deck system
supplements the cabin airflow.
PACK 2
Cabin (70 %)
Flight Deck (30 %)
PACK 1
Pack valve is open when relevant p/b is blank + following conditions are met:
Bleed-air pressure > 10 PSI
No pack overheat condition
No Auto Shut-off has occurred

-
During engine start (except in battery power only)

When both thrust reversers are unlocked
Engine failure detected during take-off or in flight
at altitudes below 13 500 ft and a thrust lever
setting above MIN TO is selected (*). Ventilation
now by recirculation fans
(*) Auto shut-off function due to engine failure can be manually deactivated with the Air
Conditioning Auto Shut p/b.
Flow control:
Nicolas Mollet
Normal flow:
Economy flow:
o Manual selection (with ECON p/b):
- Both pack valves must be open
- Automatically controlled cabin temperature is within a preset
range from the selected temperature
-55-
Fokker 100
Key Facts
o Automatic selection
- During take-off, normal flow is restored approx one minute
after lift-off
- When TOGA is activated the economy flow is maintained for
60 seconds
- If an engine fails/shut down above 13 500 ft with thrust lever
> MIN TO
- As long as max T/O thrust is selected
Note: Inhibited when both temperature control p/bs are in manual mode.
Augmented flow:
Only available when one pack is manually switched OFF. The
remaining pack valve will open fully.
Example of a normal sequence:

APU Ops: normal (or ECON if selected)
Engine start: Auto Shut-OFF, then back to normal (or ECON if selected)
MIN TO pos: ECON
1 after lift-off: back to normal (or ECON if selected)
Thrust reverse: Auto Shut-OFF till reversers are stowed
Engine failure:
< 13 500 ft: thrust > MIN TO
> 13 500 ft: thrust > MIN TO
Auto Shut-OFF
ECON
Figure 11-1: Airconditioning auto shut & ram air p/b
LP conditioned air ground connection at forward right section of the aircraft
Nicolas Mollet
-56-
Fokker 100
Key Facts
NORM
ECON
Augmented mode
AUGM
CLSD
Pre-cooling fan (ram air)

+
Air cycle machine
LP
Conditioned air

Right fwd side of a/c
Only pack 2 intake has
a RAM AIR connection
Figure 11-2: Airconditioning system
Nicolas Mollet
-57-
Fokker 100
Key Facts
In AUTO the control valves are automatically modulated to obtain the selected
temperature. In MAN the selector knob directly controls the valve position.
There is no temperature control, so the pilot has to monitor the temperature and
adjust the control knob as necessary.
Remark: There is no indication of a failure of the AUTO-mode. Only a too
high/low temperature.
ECON:
Reduces APU fuel consumption + APU TGT
Reduces fuel consumption in flight by 0.5 %
Figure 11-3: Aircondtioning panel
Nicolas Mollet
-58-
Fokker 100
Key Facts
Protections:
Automatic:
. The controller limits the differential pressure to 7.46 PSI
. A cabin altitude of 8000 ft can be maintained at 35 000 ft.
Manual:
. The outflow valves limit the max differential pressure to 7.65 PSI
. Altitude limiting is provided at 13 500 1500 ft.
. The cabin alt limiter will close both outflow valves.
Excessive cabin altitude warning at 10 000 ft.
2 outflow valves; primary valve is controlled by pressurization controllers while

secondary is controlled by the primary.
2 inward pressure relief valves prevent negative cabin pressure.
Dual channel pressurization controller of which one active and one inactive.
Alternated:
After each landing
After each power interruption
Manually by pressing PRESS CONTROL p/b twice
Should the active channel fail
Figure 11-4: Pressurization control p/b
Nicolas Mollet
-59-
Fokker 100
Key Facts
Regulated maximum rate of cabin pressure change:
Aligned with datum: maximum 500 FPM in climb and 300

FPM in descent
Fully INCR: maximum 2500 FPM in climb and 1575 FPM in
descent
Fully DECR: no change, 0 rate
Figure 11-5: Cabin pressurization panel
Nicolas Mollet
-60-
Fokker 100
Key Facts
Operation:
1.
2.
3.
Select land altitude (cabin altitude will now be established for different
flight phases)
Door closed + engines running: airport elev. 70 ft
Thrust levers forward: airport elev. 200 ft
In case of RTO
4.
5.
Cabin climbs to airport elevation 70 ft in 20 seconds

Cabin depressurizes 1 minute later
Normal TO
If destination elevation > departure elevation
4.
5.
6.
Cabin climbs at selected rate to the selected (land) altitude

Maintains this cabin altitude till climb schedule is intercepted
Climbs according to climb schedule
If destination elevation < departure elevation

4.
5.
6.
Cabin descends to selected (land) altitude at dwell rate (= of the selected

rate; e.g. 150 FPM if rate selector is neutral)
-At selected altitude: cabin climbs according to climb schedule
In case of aborted flight (return to base)

7.
Nicolas Mollet
Cabin altitude returns to departure airport altitude if aircraft loses 1000 ft

Within 10 after take-off
OR
Before aircraft reaches 6000 ft
-61-
Fokker 100
Key Facts
Normal cruise
8.
9.
When the aircraft reaches cruise altitude, cabin reaches cruise altitude
(according to schedule) and remains steady for 10 minutes.
After 10 minutes cabin descends towards destination airport altitude:
limited by max diff. pressure stabilizes at this altitude
OR
selected altitude is reached
Descent
10. Cabin descents according to the descent schedule (differential pressure and
cabin altitude decreases).
Rate of cabin altitude change is determined by pressurization controller with a
maximum of 300 FPM if rate selector is in neutral
11. Touchdown: cabin altitude = airport elevation 200 ft

12. Within 1 minute: airport elevation 70 ft
13. Thereafter: cabin depressurized
Avionics compartment, main instrument panel, glare shield and pedestal are
cooled by the avionics cooling system:
3 blower fans
3 suction fans
1 emergency cooling fan
The EFIS emergency cooling fan will automatically be activated in case of:
an inoperative avionics cooling
when operating on battery power only
Nicolas Mollet
-62-
Fokker 100
12
Key Facts
Ice and rain protection

Inhibited:
- till 60s after lift-off
- till 60s after TOGA selection
- continuously while either T/L in max TO POS
FAULT in p/b
LO CPTY (*)
Nacelle L/E
(Flexible tip)
LO CPTY (*)
Leading edge
horizontal
Leading edge
= wing bay overheat

or
duct overpressure
stabilizer
FAULT
in

p/b
(*) No local lights, only MFDU message
Figure 12-1 (previous page): Engine and airframe anti-ice system
Nicolas Mollet
-63-
Fokker 100
Key Facts
Airframe anti-icing is not available on the ground but can be pre-set.
Tail and/or Wing LO CPTY can be caused by a low bleed-air pressure.

Increasing thrust may correct the situation.
Static ports heated in combination with pitot heads.
In battery-power-only condition only pitot head 1 is heated.
Level 1 alert when pitot heat OFF with both:

PARK BRAKE released
Engines running
Note: This alert in only available on the ground from engine start till T/O-power. This
allows switching of pitot heat during taxi-in.
Nicolas Mollet
-64-
Fokker 100
Key Facts
In case of a PITOT 1 (2) FAULT, switch on the other AP, switch ADC and FCC
to ALTN and select AT and STAB TRIM switches on FAC of the affected side
OFF.
In flight, icing conditions are present when TAT is below +6 C down to and
including -25 C and visible moisture is present
In case of late engine anti-ice system activation, select RELIGHT ignition prior to
wing anti-icing activation.
Level 1 alert triggered as soon as ice deposit on ice detector reaches 0.5 mm.
Figure 12-2: Engine & Airframe Anti-ice System p/ b
Nicolas Mollet
-65-
Fokker 100
Key Facts
Nicolas Mollet
-66-
Fokker 100
Key Facts
13
Hydraulic system
2
LH Aileron
RH Aileron
Rudder
Elevator
Stabilizer
Priority
Valve
Speed brake
Thrust reversers
Normal braking
system
Landing gear
Nose-wheel steering
Alternate braking (incl. parking brake)
Flaps
Lift dumpers
Figure 13-1: Basic hydraulic system
To equalize the fluid level in the tanks on the ground a transfer system is installed.
In the fluid transfer line a transfer valve is installed.
To ensure equal air pressure in the tanks, the top of the tanks are interconnected.
In the tank air pressure connection line a shut-off valve is installed.
Both valves normally closed and will open for a pre-set time with the aircraft
on the ground and both:
o At least one engine running
o Parking brake set
Nicolas Mollet
-67-
Fokker 100
Key Facts
Minimum fluid level for dispatch: 70 %.
Normal system pressure 2800 3200 PSI.
Tank air pressure connection line
QTY (%) 100
Fluid transfer line
LO QTY
FAULT
System pressure:
3000
- Smooth out shock loads

- Emergency hydraulic power
- Nitrogen pressurized to 1000 PSI
Figure 13-2: Functional diagram of the hydraulic system
Hydraulic system operation is not affected during single-engine operation.

Reservoir capacity:
System 1: 23 L
System 2:
4L
Nicolas Mollet
-68-
Fokker 100
Key Facts
Priority valve:
All systems below the priority valve incorporate an alternate system.
Priority valve activated if pressure
Priority valve de-activated if pressure
LO QTY alert if :
System 1:
System 2:
< 2300 PSI

> 2650 PSI
if < 35 % tank capacity

if < 20 % tank capacity
FAULT in ENGINE PUMP p/b if pump output pressure is < 2400 PSI ( system
pressure).
OVHT if fluid temperature > 90 C.
Filters:
High pressure filter downstream of the engine pumps (no bypass possible)
Low pressure filter in the return lines (with bypass-facility)
Electrically driven pumps:

For maintenance use
To pressurize hydraulic systems prior to engine start (e.g. use of parking
brake on the alternate braking system (sys 1))
If prior engine start the alternate brake pressure is below 1000 PSI,
switch ELEC PUMP of HYDR SYS 1 on until pressure is approx 3000 PSI
Nicolas Mollet
-69-
Fokker 100
Key Facts
Figure 13-3: Hydraulic panel
Nicolas Mollet
-70-
Fokker 100
Key Facts
14
Landing gear
14.1
Landing gear operation
Gear extension: 26s

Gear retraction: 9s
Operation of the alternate LG selector dumps the LG hydraulic system pressure.

The LG will then free-fall and mechanically lock down.
The main-gear inboard doors will stay open and
are protected against serious damage on landing
by slide strips.
Nose-wheel steering becomes inoperative after
alternate gear extension.
No uplock on nose or main gear. Gear held in

place with hydraulic power. In case of hydraulic
failure, gear will rest on the gear door.
During alternate gear extension, the blue transit

light will remain on till the LG selector is selected
down.
LG unsafe warning (after down selection): if the

gear fails to lock down within approx 35 sec.
L (R) (NOSE) LG DOWNLOCK SW warning:

After gear retraction and with a speed > 200 kt,
this 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.
After gear extension this alert may result in a
RUD LMTR fault: the applicable procedure
should be applied (= Manual rudder limiter procedure).
Figure 14-1: Landing Gear Lever
Nicolas Mollet
-71-
Fokker 100
14.2
Key Facts
Nose-wheel steering
Nose-wheel steering angles (either side):

Rudder
7
Steering tiller
76
Towing
130
When the LG is selected up, the nose wheels are hydraulically centered.
Upon LG down selection, the steering system will be depressurized to prevent

inadvertent steering angles while using rudder pedals. Steering pressure will be
restored approx 5 seconds after touchdown of the LH main gear.
Towing switch depressurizes the nose-wheel steering system.
Nicolas Mollet
-72-
Fokker 100
Key Facts
(1) Steering system

depressurized
Depressurizes system
for towing
purposes
> 76
(2) Steering pressure

restored
after 5 sec
depressurizes system
till again < 76
(hydraulically)
Figure 14-2: Functional diagram nose-wheel steering
Nicolas Mollet
-73-
Fokker 100
14.3
Key Facts
Brake control system
Automatic change-over to alternate brake operation (system 1) occurs when the

pressure of hydraulic system 2 drops < 1500 PSI.
Alternate brake operations provides skid protection on paired wheels on either

side.
In the event of loss of system 1 pressure, the accumulator in the alternate brake
system will provide 6 brake applications.
= Alternate brake system pressure indicator
Brake unit:
Carbon fibre
Self adjusting
Brake wear indicator
Thermocouple (temperature measurement)
Speed sensors for anti-skid system
Nicolas Mollet
-74-
Fokker 100
Key Facts
Figure 14-3: Brake temperature indicator
Anti-skid control box:

Touchdown protection circuit: in flight no brake fluid to brakes no
landing with brakes possible
Locked wheel protection: reduces possible aquaplaning during landing
Skid detector circuit at positive wheel rotation: gives maximum wheel
braking when needed
Nicolas Mollet
-75-
Fokker 100
14.4
-
Key Facts
Proximity switching / ground-flight control

After takeoff, the gear selector cannot be moved up:
No actions below 400 ft

> 400 ft:
No GND/FLT CTL alert
failure anti-retraction lock
GND/FLT CTL alert

ESS / EMERG PWR
ONLY condition
anti-retraction solenoid is
powered by dual DC bus
use OVRD button
Nicolas Mollet
unextended main landing

gear strut.
GND/FLT CTL relay
remains in ground position
do not retract gear see
GND/FLT CTL fault effects
-76-
Fokker 100
Key Facts
15
Flight controls
15.1
Primary flight controls
15.1.1
General
PILOT
Actuator (piston)
Surface moves
SERVO
Control input stops:

Hydraulic pressure difference ceases
Movement of control surface stops when input stops
Artificial feel:
Incorporated in ailerons and rudder
Proportional to rate of input
Not required in horizontal stabilizer and elevator (aerodynamic load
already felt)
Flight control lock:

Lock linked with thrust levers to prevent take-off thrust being selected
Connected to ailerons and elevator
The rudder is hydraulically dampened
If hydraulic system 1 or 2 should fail, the local FAULT lights of the respective
flight controls are inhibited. The lights are not inhibited for a complete hydraulic
system failure.
15.1.2
Ailerons
Outbound trailing edge.
20 in either direction.
If one aileron actuator becomes depressurized, the servo tab (control tab) will
unlock to assist in manual operation of the affected aileron.
Nicolas Mollet
-77-
Fokker 100
Key Facts
If hydraulic pressure is not available, both servo tabs are unlocked and are
operated by control wheel movement. The ailerons are then operated by the servo
tabs.
-
In manual, control forces are 4 times higher.
15.1.3
Rudder
Rudder normally operated by hydraulic system 2 (n 1 actuator depressurized). If

system 2 hydraulic pressure is not available the rudder will be operated by
hydraulic system 1.
33 in either direction.
Rudder authority at high speed is reduced by a rudder limiter which uses airspeed
information from both ADCs to reduce the hydraulic pressure at the rudder
actuator.
Automatic mode:
o
o
< 200 kts: actuator hydraulic pressure: 3000 PSI

> 200 kts: limiter reduces actuator hydraulic pressure to 1100 PSI
Manual mode:
In the event of a rudder limiter failure, a low or a high speed mode can
be manually selected when the rudder limiter p/b is depressed to MAN:
The system will default to:
o
o
low speed mode LO if the landing gear is down

high speed mode HI if the landing gear is up (= reduced hydraulic
pressure
Figure 15-1: Flight augmentation panel
Nicolas Mollet
-78-
Fokker 100
15.1.4
Key Facts
Elevator
Left actuator powered by system 1 and right actuator by system 2
Either system capable of operating of operating the elevator, interconnected by

torque tube.
25 up and 15 down
In manual, elevator forces increase to approx 5 times normal.
15.1.5
Stabilizer
Left actuator powered by system 1 and right actuator by system 2
Either system capable of operating of operating the stabilizer, interconnected by

torque tube.
9 ANU and 3 AND
Mach trim active:

M 0.75
Both APs off
No manual trim inputs
Nicolas Mollet
-79-
Fokker 100
Key Facts
Controlled by FAS
(automatically in AP ON or with stabilizer trim switches on steering column)
(FAS fails)
Stabilizer trim wheel

(hydraulic pressure n/a)
Alternate stabilizer (electric) trim switch
Runaway stabilizer: There is no checklist; by recall switch both STAB trim

switches on FAP to OFF.
Figure 15-2: Alternate Stab trim switch + wheel
Nicolas Mollet
Figure 15-3: Stab Trim switch
-80-
Fokker 100
15.2
Key Facts
Secondary flight controls
15.2.1
Flaps
2 flaps (outer and inner) per wing.
Flaps fully extended:

20 sec hydraulically
90 sec electrically
A feedback system will de-activate the flap drive when the

flaps reach the selected position.
When asymmetry between the LH and the RH flap positions

is detected, hydraulic operations will be de-activated and an
alert presented.
When use of alternate flaps:

hydraulic operations de-activated
disagreement alert inhibited
asymmetry protection not provided; i.e. when an
asymmetry is detected, the alert is presented, but
alternate operation is not de-activated
During flap asymmetry, DO NOT use alternate flaps (may

aggravate the asymmetry).
Figure 15-4: Flap Lever & Altn Flap Switch
Figure 15-5: Speedbrake
15.2.2
-
Speed brake
Can be extended when:

The thrust levers < MIN TO
AND/OR
Gear is down (except in TO or GA mode)
Automatic retraction:
When TOGA triggers activated
Maximum forward thrust position is select (wind shear
recovery)
Nicolas Mollet
-81-
Fokker 100
Key Facts
A thrust lever advanced > MIN TO with landing gear up

The landing gear is selected up with both thrust levers > MIN TO
(manual go-around)
Retraction in case of a failure:

Electrical failure: speed brake will retract automatically but very slowly
Hydraulic failure: speed brake remains in selected position. At IN
selection, speed brake will retract very slowly by aerodynamic air load
Can be deployed at any speed:

> 190 kts: until air load and hydraulic forces balanced
< 190 kts: to maximum 60
No memo message on MFDU, only 2 speed brake lights on main instrument

panel.
15.2.3
Lift dumpers
If armed before take-off:

System is automatically disarmed at lift-off
In the event of a rejected take-off the lift dumpers will extend when the
thrust levers are retarded and the speed is above approx 50 kts
If armed in flight (before landing):

Automatic operation of lift dumpers:
o Wheel spin-up AND
o Both thrust levers idle
Retraction when thrust levers are advanced
Disarmed when TOGA triggers are activated or either thrust lever
advanced to max TLA
Note:
o At any moment the lift dumpers can be disarmed or retracted by depressing the arming p/b.
o After TOGA activation in the air, lift dumper arming is inop for 60 sec.
Manual operation of lift dumpers: when reverse thrust levers are raised.
Accumulators provide pressure to extend and retract the lift dumpers once in case
of hydraulic failure.
Lift dumper p/b on hydraulic panel to inhibit lift dumper operation.
LIFTD FAULT: manual operation (thrust reverse ops) still available.
Nicolas Mollet
-82-
Fokker 100
15.3
-
Key Facts
Stall prevention system

Stick shaker activation:
< 20 250 ft
- Controlled by stall protection computers
- Activation in function of angle of attack and flap position
> 20 250 ft
- Controlled by stall protection enhancement units
- Activation when airspeed drops to VSS (calculated by the FCCs)
- If both protection enhancement units fail, the stick shaker function
would still be performed by the stall protection computers. In this
case the margin between the moment of stick shaker actuation and
actual stall will be reduced
Stick pusher:
Pneumatic operated stick shaker
Both stall protection computers must detect a stall condition
Inhibition:
- Till 45 sec after lift-off
- During wind shear recovery
GPWS inhibit during operations
Nicolas Mollet
-83-
Fokker 100
Key Facts
15.4
-
Take-off configuration warning

Level 3 alert when aircraft on the ground an either thrust lever advanced to MIN
TO position (or TOGA triggered) and following conditions are not met:
Flight control lock on

Parking brake set (*)
Stabilizer not in TO range
Speed brake not in
Flaps not in TO position or in the alternate mode
Lift dumper unlocked
One elevator hydraulic system depressurized
(*) will not initiate the alert in case of the TAKE-OFF CONF test.
Figure 15-6: T/O configuration Test Button
Nicolas Mollet
-84-
Fokker 100
Key Facts
16
Flight / navigation data systems
16.1
Air data system
Pitot-static 1 feeds ADC 1

Pitot-static 2 feeds ADC 2
Pitot-static 3 feeds:
combined altimeter-airspeed indicator (P+S)
stand-by altimeter (S)
cabin differential pressure indicator (S)
air conditioning pack auto shut-off control (S)
Pitot vanes + static ports + vanes are electrically heated.
2 temperature probes.
Dashes on Barometric reference display indicated that the offside ADC supplies
the onside system.
Never transfer to offside ADC (source select P/B) for electrical problems (or
smoke).
Figure 16-1: Source select switches
Nicolas Mollet
-85-
Fokker 100
16.2
Key Facts
Attitude and heading system
TAS information is provided by the ADCs (both to both IRSs).
Initialization is possible with both the FMS CDU and the ISDU.
During alignment and when the mode selector at the ISDU is in HDG/STS, the
time to nav is displayed from 7 to 0 minutes.
A flashing ALIGN-light on the MSU means that a position needs to be entered.
Notes:
1. The mode selector should remain in ALN when entering a new
position.
2. As long as the ALIGN-light remains on, the aircraft should not be
moved.
Nicolas Mollet
-86-
Fokker 100
Key Facts
If AC power could be restored, select the IRS in ATT-mode. HDG should be

restored in the following way:
Fly straight and level
Select IRS(2) mode selector (MSU) in ATT
After approximately 25 sec. level flight, attitude information is restored.
Current magnetic heading should be entered in the ISDU:
1. Select the SYS DSPL on R
2. Enter H and the corresponding heading on the keyboard
3. Press ENTER
A yaw rate sensor provides information for AFCAS to ensure yaw damper
operation in case of an IRS failure.
All directions are based on True North.
Never transfer to offside ATT/HDG (source select P/B) for electrical problems (or
smoke).
IRS 1 is connected to the EMER DC BUS and can be battery powered. IRS 2
uses battery power only for power-down in the OFF mode.
During IRS shutdown (OFF mode), the IRSs store status and PPOS data in
non-volatile memory.
Figure 16-2: Inertial System Display Unit & Mode Select Unit
Nicolas Mollet
-87-
Fokker 100
Key Facts
16.3
Weather radar
Level 1 alert if flight control lock is on and WX Radar not off.
WX-info can also be displayed on the RH MFDU. Either captains (WXR L) or

the F/Os (WXR R) control setting can be selected.
Figure 16-3: MFDS / TRP
Activation with either:

WX control knob at EFIS control panel
WXR page p/b at MFDS panel.
(OR)
Order of intensity:
green
yellow
red
magenta (in WX/T only to indicated turbulence within 50 nm)
Nicolas Mollet
-88-
Fokker 100
Key Facts
WX/T only possible if range 60 is selected and can only detect < 50 NM.
IDNT button: ground clutter suppression to reduce intensity of ground returns

when operating in the WX modes.
MAP: ground mapping (green, yellow, red).
TFR: to display offside WXR info (with selected mode, gain and tilt).
Receiver Gain: for optimum weather and terrain mapping details (in WX, WX/T
and MAP).
Gain UCAL (uncalibrated) light: receiver sensibility below the calibrated

sensitivity.
Figure 16-4: Weather radar control panel
Antenna is stabilized for pitch and roll by a drive mechanism using data from IRS
1 + manual selection for 15 up/down.
Nicolas Mollet
-89-
Fokker 100
16.4
Key Facts
VOR / DME / marker beacon / ILS
VOR frequency range: 108.00 MHz to 117.95 MHz with 0.05 MHz or 50 kHz
spacing.
ILS frequency range: 108.00 MHZ to 111.95 MHz with 0.05 MHz or 50 kHz
spacing.
1 ILS panel but 2 localizer antennas, 2 glide slope antennas and 2 receivers.
GPWS receives data from ILS 1 and 2.
In the event of an ILS failure, the offside ILS can be selected with the source
select p/b.
ILS frequency tuning is inhibited when LAND mode is activated.
Glide slope pointer flashes if:

deviation > 1 dot
altitude < 500 ft and > 100 ft
AP engaged
Localizer pointer flashes if:

deviation > 0.3 dot
altitude < 500 ft and > 5 ft
AP engaged
OM = blue, MM = amber and airway (fan) marker = white.
Figure 16-5: VOR/DME Selector Box
Nicolas Mollet
-90-
Fokker 100
16.5
Key Facts
ADF
Only 1 receiver is installed.
ADF frequency range is between 190 kHz and 1750 kHz and can be selected in
steps of 0.5 kHz.
A1 (= BFO mode): provides 1000 Hz (= 1 kHz) tone for ease identifying

unmodulated signals.
NORM: for reception of modulated signals.
Figure 16-6: ADF Selector Box
Nicolas Mollet
-91-
Fokker 100
Key Facts
16.6
ATC transponder / TCAS
XPNDR transmits replies when interrogated by ATC ground stations or TCAS

equipped aircraft. Once every second the transponder transmits a beacon signal
for traffic collision avoidance purposes.
Mode A and mode C replies are inhibited whilst the aircraft is on the ground.
A new code becomes active 5 seconds after entering except when pushing IDENT
where the new ATC-code will be transmitted immediately.
TCAS surveillance range: 40 nm, vertical range 9900 ft above and below the
aircraft.
TCAS categories:
Resolution Advisory (RA) traffic:

predicted to get too close within approx 25 sec

displayed at PFD
detected in TA/RA only
Solid red square
Type of RAs:
o Corrective RA
Change vertical path of aircraft
aural advisory
red band + green fly to on vertical speed scale
get out of red box + arrow pointing
o Preventive RA
Maintain a present vertical speed
aural advisory
red band on vertical speed scale
do not fly into cue(s) + arrow pointing
Other warnings:
TRAFFIC OFF SCALE on ND
TRAFFIC on ND (= traffic display not selected on EFIS ctl panel or
ARC/PLAN selected)
Nicolas Mollet
-92-
Fokker 100
Key Facts
Traffic Advisory (TA) traffic:

predicted to get too close within approx 40 sec when in TA/RA

predicted to get too close within approx 20 sec when in TA Only
displayed at PFD
detected in TA/RA & TA
Solid amber dot
Other warnings:
TRAFFIC OFF SCALE on ND
TRAFFIC on ND (= traffic display not selected on EFIS ctl panel or
ARC/PLAN selected)
Proximate traffic:
Non-threat traffic within 6 nm horizontal and 1200 ft vertical
Solid blue diamond
Other traffic:
Non-threat traffic outside Proximate traffic range but within approx 2700
ft vertical
Open blue diamond
Altitude limits can be selected:
o ABV: from 9900 ft above to 2700 ft below current altitude
o N: from 2700 ft above to 2700 ft below current altitude
o BLW: from 2700 ft above tot 9900 ft below current altitude
-
Aircraft on ground or < 380 ft are considered as non-threat traffic. Optionally,

aircraft on ground are never displayed.
Flight Identification light (FID): if FID selected and flashing when entering a FID
code.
In case of RA, disconnect AP and follow PFD pitch cue (do not use FD in V/S).
When CLEAR OF CONFLICT, select AP on. The AP will engage in either the
default V/S mode or ALT capture. Do not select LVLCH as the aircraft will first
accelerate before intercepting the desired vertical path.
Nicolas Mollet
-93-
Fokker 100
Key Facts
Figure 16-7: ATC transponder - TCAS box
Nicolas Mollet
-94-
Fokker 100
16.7
Key Facts
Radio Altimeter
2 radio altimeter systems are installed.
FDR systems receives data from radio altimeter 1.
Range from 0 ft to 2500 ft.
In case of a failure, the offside RA can be selected with source select p/b.
Nicolas Mollet
-95-
Fokker 100
Key Facts
16.8
-
Flight Data Recording

Flight data recording system compromises:
o Flight Data Recorder (FDR)
o Flight Data Acquisition Unit (FDAU)
o underwater locator beacon:
3568m operating range
from -7 C to 37,8 C
lasts for 30 days
o ground control p/b
Operates automatically whenever 1 fuel lever is open. Before engine start, the
system may be operated by depressing FDR/CVR GND CTL p/b. Operation is
indicated by an ON light in the p/b till engine start.
Figure 16-8: FDR/CVR GND control p/b
Nicolas Mollet
-96-
Fokker 100
Key Facts
17
Flight / navigation instruments
17.1
Electronic Flight Instrument System
The display units from EFIS 1 provide a DH passage output to the GPWS.
PLAN mode is true north up oriented.
MAP symbols may be added in both MAP and PLAN modes.
FPA, M/DA, DH selector set to:
M/DA
> 2500 ft AGL
DH
< 2500 ft AGL
Selected DH
=0
Selected DH
0
M/DA displayed at PFD
> 2500 ft AGL

Selected
M/DA = 0
DH displayed at PFD
< 2500 FT AGL
Selected
M/DA 0
M/DA
displayed at
PFD
DH displayed at PFD
= Flight Path Target
= Flight Path Vector
= Ground Reference Pointer (indicates absolute altitude reference above

terrain). Appears at approx 500 ft RA.
= Arrow; indicates the direction of the required pitch change

(TCAS correction)
Nicolas Mollet
-97-
Fokker 100
Key Facts
= Indicates pitch angles to avoid (TCAS correction)
Wind direction on the ND is referenced to true north in cruise and to magnetic

north in take-off or landing.
Figure 17-1: EFIS control panel
Nicolas Mollet
-98-
Fokker 100
Key Facts
17.2
-
Secondary & standby instruments

Radio Magnetic Indicator:
o Magnetic heading supplied by onside attitude and heading system
o Power supply:
Right RMI: 115V AC-bus
Left RMI: 28V DC emergency bus
o In case of a flag (failure); pointer will be fixed in last position
Figure 17-2: RMI
Nicolas Mollet
-99-
Fokker 100
Key Facts
Clock:
o The clock installed at the captains side provides a GMT output to the
flight data recording and flight management system
o Electrically powered by 28V DC emergency bus
Figure 17-3: Clock
Combined stand-by altimeter / airspeed indicator
Stand-by horizon
o Powered when either FUEL lever is opened.
o The gyro reaches operational speed approximately one minute after power
has been applied.
Stand-by compass
o Compass light powered by 28V DC emergency bus
Nicolas Mollet
-100-
Fokker 100
17.3
Key Facts
Ground Proximity Warning System
17.3.1
Basic GPWS
Based on radar altimeter; effective between 30 ft and 2450 ft RA.

Mode
Event
Aural warning
Mode 1
Excessive sink rate
SINK RATE SINK

RATE PULL UP
Mode 2
Excessive terrain closure rate
TERRAIN TERRAIN
PULL UP
Mode 3
Descent after take-off
DONT SINK DONT

SINK
Mode 4
Inadvertent proximity to terrain
TOO LOW TERRAIN

or TOO LOW GEAR or
TOO LOW FLAPS
Inhibit:
Guarded FLAP OVERRIDE switch;
when a landing has to be made with less
than landing flaps
Mode 5
.
Descent below ILS glide slope
Visual
warning
Two red
GPWS-lights
GLIDE SLOPE GLIDE

SLOPE
Two amber
GS-lights
MINIMUMS, FIVE
HUNDRED, ONE
HUNDRED, FIFTY,
FORTY, THIRTY,
TWENTY, TEN or
BANK ANGLE BANK
ANGLE
N/A
Inhibit:
Warning can be inhibited when a/c is
deliberately flown below the glide slope
during final approach
< 1000 ft RA. Mode rearms passing
1000 ft RA in a climb,
30 ft RA in descent or when other ILS
frequency selected.
Mode 6
Descent below DH, bank angle (if

bank angle > 10 at 30 ft AGL. Then
linearly till > 40 at 150 ft AGL and
above) and RA callouts before
touchdown
Nicolas Mollet
-101-
Fokker 100
17.3.2
Key Facts
Terrain Awareness and Warning System
Event
Description
Warning
Terrain Ahead Alerting
Warning envelope generated 1

minute ahead of a/c based on
the internal database +
predicted flight path
Caution (40-60 sec ahead):

CAUTION TERRAIN
(OBSTACLE), CAUTION
TERRAIN (OBSTACLE)
Warning (30 sec ahead):
TERRAIN (OBSTACLE),
TERRAIN (OBSTACLE), PULL
UP
+ Two red GPWS-lights
Terrain Clearance Floor

(TCF)
- Protects against premature

descent during non-prec. appr.
- Based on current position, RA
and distance to center point of
nearest runway in database.
- Envelope around rwy directly
related to the distance from
that runway
- T/O, cruise, final approach
- More restrictive than Mode 4
Runway Field Clearance

Floor (RFCF)
- As TDC except that RFCF is

based on current a/c position
and height above destination
rwy based on geometric
altitude.
- Active within 5 nm
Terrain Awareness Display

(TAD)
Graphic display of surrounding

terrain on the EFIS navigation
displays.
TOO LOW TERRAIN

TOO LOW TERRAIN

Terrain above current aircraft true

altitude
Medium density red
Medium density yellow
Terrain at and below current
aircraft true altitude
Light density yellow
Medium density green
Light density green
Nicolas Mollet
-102-
Fokker 100
Key Facts
Terrain penetrating caution

envelope
High density yellow
Terrain penetrating warning
envelope
High density red
Flying at high altitude above
terrain (improving situational
awareness)
High density green
Medium density green
Light density green
In case of terrain awareness caution or warning the terrain awareness display will
automatically pop-up, provided ARC or MAP mode is selected and the WX
control knob at the respective EFIS control panel is out of the OFF position.
TAWS inhibit p/b at each pilots instrument panel will not inhibit the basic
GPWS mode 1 thru 6.
Nicolas Mollet
-103-
Fokker 100
17.4
Key Facts
Avionics Cooling System
See chapter 10 Airconditioning & pressurization.
Nicolas Mollet
-104-
Fokker 100
Key Facts
18
Automatic Flight Control and

Augmentation System
18.1
General
AFCAS
Automatic Flight
Control and
Augmentation
System
Autopilot
Nicolas Mollet
AFCS
Automatic Flight
Control System
ATS
Autothrottle System
Flight Director
Altitude Alerting
-105-
FAS
Flight
Augmentation
System
Yaw Damping
Stabilizer Trim
Fokker 100
18.2
Key Facts
Automatic Flight Control System
At engagement of AP 1 or 2 during takeoff, both APs will engage if in TO mode

or when below 1500 ft AGL. (Leaving TO mode is possible by e.g. selection of
LVLCH or using vertical speed).
Basic AP modes: vertical speed & heading hold.
Upon LAND capture (= established on the beam and below 1500 ft AGL), both
APs will engage:
no ILS frequency and localizer course changes are possible
no LAND engagement if glide is intercepted below 1000 ft AGL
below 500 ft AGL, speed window will be dashed
Using AP disconnect bar directly interrupts the FCC output to the AP servos.
Note: During manual flight with both FDs on, FD 1 will capture VOR 1, FD 2
will be biased out of view.
Table 4: Side in control
Nicolas Mollet
-106-
Fokker 100
Key Facts
ALT Hold: amount of altitude over/undershoot amounts to approx 10 per cent of

the vertical speed existing at ALT hold selection.
LVLCH: climbing or descending to a preselected altitude with (pre)selected speed

(or with existing speed when no speed (pre)selected).
Activation:
In AFCAS:
LVLCH p/b
pulling ALT knob
In PROF:
LVLCH p/b
In LVLCH climb: CLB (rating selected at TRP)

In LVLCH descent: LL (Low idle Limit)
Speed controlled by elevator
AFCAS climb at constant Mach number (same procedure for descent):

push IAS/M p/b to activate IAS hold
depress IAS/M select button (Mach number is displayed)
select required Mach number
where the IAS equals the Mach number, the aircraft will continue to
climb on that Mach number (= at crossover altitude)
When in ARC/ROSE and VOR selected; selecting MAP at the side in control
after VOR capture results in a VOR mode failure.
If NAV is armed on the ground, it will capture on 30 ft AGL.
If PROF is armed on the ground, it will capture upon reaching Thrust Reduction
Altitude.
PROF may not be used independently of NAV during descent and initial
approach.
Go-around mode by TOGA selection (see effects 7.07.01 p1):

maintaining existing heading at TOGA selection
initially TOGA thrust, thereafter, thrust to maintain 2000 ft a minute rate
of climb (1000 ft a minute in single engine conditions) or 200 kts
Maximum bank angle in TO and GA (irrespective of bank selector):

< 50 ft AGL: 5
50 400 ft AGL: 15
Nicolas Mollet
-107-
Fokker 100
Key Facts
Note: bank limit selector is only effective in HDG-mode.

-
FD command during TO: 18 pitch or V2+10; whichever comes first.

(limited to 15 pitch if below 400 ft AGL)
AFCAS TARGET:
AFCAS unable to reach or maintain selected value.
AFCAS MODE:
AFCAS reverted to basic mode (VS and HDG). The affected mode will flash
amber at the FMA, both FDs will be flagged and the AP reverts tot the HDG
and V/S mode. To regain the FDs and to cancel the flashing amber mode at
the FMA, pull or push the HDG knob at the FMP.
AFCAS SPEED:
Selected or actual speed too high for autoland.
Figure 18-1: Flight Mode Panel
Figure 18-2: Thrust Rating Panel (TRP)
Nicolas Mollet
-108-
Fokker 100
Key Facts
18.3
Autothrottle system
Each AT channel drives its own thrust lever. If one AT channel fails the
operative channel will drive both thrust levers via a tie-clutch.
Automatic engagement in flight occurs when:

the alpha mode becomes active
maximum speed is exceeded
when TOGA triggers are pulled
Indication on FMA: AT, AT 1 or AT 2.
LL is variable and depends on bleed air demand for pressurization and anti-icing.
When both channels engaged: ATS synchronizes the EPRs except:

o during TO and GA
o EPR < 1.2
Thrust levers incorporate force override. When released, thrust levers restore
previous position except in LVLCH descent when adjusting throttles forward.
At 80 kts during TO: throttle declutch (D):

Goal: to prevent possible thrust lever retardation caused by a system failure
during the critical part of the TO.
Note: During TO in strong headwind conditions, 80 kts may be reached before
engines reached TO EPR. In this case the engines should be manually
accelerated to 1.30 EPR before pulling TOGA triggers.
Reclutch:
change of thrust rating (to CLB)
capturing of FMP altitude or selection of V/S
windshear
During emergency descent, ATS must be selected OFF to avoid LL to be selected.
When both ATS channels are inop:

VMA protection, alpha mode protection and max speed protection is inop
automatic gust correction during approach is inop
automatic full throttle thrust selection in case of windshear warning is
inop
Nicolas Mollet
-109-
Fokker 100
Key Facts
18.4
Flight envelope protection
18.4.1
Minimum speed protection
VMA protection
(Minimum Allowable Speed)
VMA displayed at top of amber scale and depends on:

o weight
o flap setting
o cg
o flight phase
o altitude
TO and GA
1,20 VS
Other phases
1,30 VS
Transition is 20s after LVLCH or PROF capture in TO
At 15250 ft
1,45 VS
Linear increase to FL 350
1,62 VS
No speed selection below VMA possible
Alpha mode protection

-
Where VMA protection is not available:

AP + ATS off + idle thrust + ALT hold or V/S climb
AP off + FD off + ATS off
AP off + LVLCH descent + FD commands not followed
Activation at VMA - 5 kt (provided AT p/b at FAC panel are on):

ATS engages
Thrust limit at TRP becomes TOGA
The force override switches are de-activated
Drift down control
Nicolas Mollet
-110-
Fokker 100
18.4.2
-
Key Facts
Maximum speed protection
Bottom of red checker bar

ATS engages automatically and reduces thrust preventing exceeding VMAX
18.4.3
Nicolas Mollet
Excessive vertical speed protection
-111-
Fokker 100
Key Facts
18.4.4
Flight path angle protection
If:
< 1000 ft AGL

flap 25 or 42
ATS engaged
Flight path angle in excess of 3,5
=> to speed that is 8 kts/degree in excess of 3,5 higher than VMA
18.4.5
Automatic gust correction
During approaches in gusty wind conditions ATS will control to a speed not below
VMA + 8 kts.
18.4.6
Altitude alerting
Altitude exit alert at 250 ft except:
Nicolas Mollet
GS captured
gear down
drift down
reacting to TCAS RA (only aural altitude alert is inhibited, altitude scale
still amber)
-112-
Fokker 100
18.5
Key Facts
Flight mode annunciation
A triangle affixed to the annunciation of a mode is used to indicate a capture

phase.
When a target or a requested flight path cannot be maintained or reached, the

following takes place (AFCAS TARGET):
The annunciation of the parameter that is no longer controlled or cannot

be reached will flash.
The annunciation of the parameter that is at its limiting value, and which
causes the situation will be shown in magenta.
Failures resulting in loss of armed or active modes are indicated by an amber

flashing annunciation in the particular window. Both FDs will be flagged and
the AP reverts to the HDG and V/S mode. To regain the FDs and to cancel the
flashing amber mode at the FMA, push or pull the HDG knob at the FMP
(AFCAS MODE).
Nicolas Mollet
-113-
Fokker 100
Key Facts
18.6
Flight augmentation system
18.6.1
Yaw damping & turn coordination
Available with AP on or off.
Controls for yaw dampers are located at the Flight Augmentation Panel (FAP).
18.6.2
Stabilizer trim operation
1. Automatic stabilizer trim (AP on)

- Stabilizer trim switches at control column de-activated.
- In LAND mode, an automatic nose up trim bias will ensure a safe pitch
attitude upon AP disconnect close to the ground.
2. Manual stabilizer trimming by the pilot (AP off)
- Trim rate is function of speed (trim rate high at low speed and vice versa).
- Whooler when trim switches operated for more than 2.5 sec when airborne
or 1 sec on the ground.
- If pilot operates erroneously only one half of the stabilizer trim switch for
more than 15 sec, the monitoring circuit will interpret this as a fault in the
trim switch wiring. This condition will result in a non resettable STAB
TRIM 1 AND 2 fault the next time the trim is operated.
- Stabilizer trim double-channel fault:
STAB TRIM 1 AND 2 indication
Automatic AP disengagement
3. Mach trim compensation
Nicolas Mollet
-114-
Fokker 100
Key Facts
Figure 18-3: Flight augmentation panel
Nicolas Mollet
-115-
Fokker 100
Key Facts
18.7
-
Wind shear detection & recovery

Wind shear detection operative:
T/O from lift-off up to 1500 ft AGL

Approach from 1500 ft AGL to 30 ft AGL
No detection in case of an engine failure
Annunciation:
o
Performance increasing shear:

- WINDSHEAR caution at PFD + AMI (Alpha Margin Indicator).
- only in approach.
Performance decreasing shear:

-
WINDSHEAR warning at PFD + AMI (Alpha Margin Indicator).

triple wind shear via loudspeakers.
take-off and approach.
activation of recovery mode:
automatically during TO and GA
upon selection of TOGA during approach
FD guidance
HDG hold mode becomes active with 5 bank limit
full throttle
Remark: When ATS is inop (FAP AT p/bs OFF) full throttle thrust
must be selected manually and reduced to TOGA thrust when passing
1500 ft AGL and the warning is no longer present.
Nicolas Mollet
-116-
Fokker 100
Key Facts
19
Communication
19.1
General
When the oxygen-mike is operative (automatically through oxygen flow), both

hand- and boom-microphones are inoperative. To restore communication with
hand- or boom-microphones, the doors of the oxygen-mask container must be
closed and the reset/test lever must be operated.
Two loudspeakers are installed in the flightdeck ceiling. When the hand-mike or
boom-mike is used, both loudspeakers are muted. The loudspeakers are not
muted when oxygen-mask mike is in use.
Figure 19-1: Communication panel
Nicolas Mollet
-117-
Fokker 100
Key Facts
As long as one microphone switch at either audio panel is in the OPEN IC

position, which is a maintained position, both loudspeakers remain muted.
Frequency range of VHF COM box: 118.00 to 136.990 MHz with 8.33 kHz
channel spacing.
Figure 19-2: VHF communication box
Nicolas Mollet
-118-
Fokker 100
Key Facts
Figure 19-3: Avionics panel
Nicolas Mollet
-119-
Fokker 100
19.2
Key Facts
Cockpit Voice Recorder (CVR)
Records last 30 minutes of flight deck audio (+ audio from remote area
microphone) on a continuous magnetic tape.
Automatic from engine start (or upon pressing FDR/CVR GND CTL p/b) until 5
minutes after shutdown.
By pressing the FDR/CVR GND CTL p/b, the ON light comes on till either
engine is started.
ERASE button can only be used on the ground with the parking brake set.
Figure 19-4: CVR panel
Nicolas Mollet
-120-
Fokker 100
Key Facts
20
Limitations
20.1
General limitations
maximum operating pressure altitude:
maximum takeoff and landing pressure altitude:
20.2
8000 ft
Weight limitations
MTW:
44 680 kg
MTOW:
44 450 kg
MLW:
39 915 kg
MZFW:
36 740 kg
20.3
Speed limitations
VMO/MMO:
320 kt / M 0.77
VRA/MRA:
250 kt / M 0.65
VFE:
Flaps 8
Flaps 15 & 25
Flaps 42
Maximum altitude for flap extension:

-
35000 ft
VLO/VLE:
250 kt
220 kt
180 kt
20000 ft
200 kt
Maximum altitude for gear extension:
25000 ft
Maximum lift dumper extension speed:
170 kt
Maximum flight speed with open slide window:
160 kt
Nicolas Mollet
-121-
Fokker 100
20.4
Key Facts
Weather limitations
Maximum crosswind component:
35 kt
Maximum tailwind component:
10 kt
20.5
Powerplant & APU limitations
Condition
During start
Max takeoff
Max continuous
Max TGT
740 C
850 C
795 C
Time limit
momentary
5 minutes (*)
unrestricted
(*) In the event of an engine failure, the remaining engine may be operated at takeoff thrust for a maximum
total period of 10 minutes.
20.6
Fuel system limitations
Maximum allowable fuel asymmetry:

in flight: 1000 kg
on the ground: depending on aircraft weight and actual fuel in the wing
tanks
Usable fuel tank capacity:

wing tanks:
center tank:
total:
20.7
7 744 kg (= 2 x 3872)
2 512 kg
10 256 kg
AFCAS limitations
Minimum height AP during take-off

Minimum height AP during take-off if NO AP BELOW 500 FT
Minimum height AP in cruise
Minimum height during non-precision approaches
MUH GS/LOC
MUH LAND 2
Alert height
Nicolas Mollet
-122-
35 ft
500 ft
700 ft
250 ft
80 ft
0 ft
200 ft
Fokker 100
20.8
-
Key Facts
Navigations limitations
The FMS may not be used:
above 70 north latitude
below 60 south latitude
20.9
Miscellaneous
Do not arm liftdumpers before gear is down and locked.
The WX radar may not be used on the ground except to assess takeoff flight path
conditions provided the distance to ground vehicles, aircraft, buildings or
personnel is more than 10 meters.
The IRS may not be used:

above 73 north latitude
below 60 south latitude
Take-off flap setting 0 is not allowed if more than 25% of the runway is covered
with:
3
mm standing water
3,5 mm slush
6
mm wet loose snow
15 mm dry loose snow
Take-off flap setting 8 or 15 is not allowed if more than 25% of the runway is
covered with:
12,7 mm
standing water
15 mm
slush
25,4 mm
wet loose snow
63,5 mm
dry loose snow
Nicolas Mollet
-123-

F100-Key Facts (v3-07)

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Fokker 100

INTENTIONALLY LEFT BLANK

AIRCRAFT GENERAL ................................................................................. 9

FLIGHT WARNING SYSTEM ......................................................................15

AUXILIARY POWER UNIT..........................................................................21

FUEL SYSTEM ............................................................................................31

POWER PLANT ..........................................................................................35

FIRE PROTECTION ....................................................................................47

Cargo and toilet compartments................................................................................................... 50

BLEED-AIR SYSTEM ..............................................................................51

AIR CONDITIONING / PRESSURIZATION .............................................55

ICE AND RAIN PROTECTION ................................................................63

Landing gear operation................................................................................................................ 71

Nose-wheel steering ...................................................................................................................... 72

Brake control system .................................................................................................................... 74

Proximity switching / ground-flight control ............................................................................... 76

FLIGHT CONTROLS ...............................................................................77

Primary flight controls................................................................................................................. 77

Secondary flight controls ............................................................................................................. 81

Stall prevention system ................................................................................................................ 83

Take-off configuration warning .................................................................................................. 84

FLIGHT / NAVIGATION DATA SYSTEMS ..............................................85

Air data system ............................................................................................................................. 85

Attitude and heading system........................................................................................................ 86

Weather radar .............................................................................................................................. 88

VOR / DME / marker beacon / ILS ............................................................................................ 90

ATC transponder / TCAS ............................................................................................................ 92

Radio Altimeter ............................................................................................................................ 95

Flight Data Recording .................................................................................................................. 96

FLIGHT / NAVIGATION INSTRUMENTS ................................................97

Electronic Flight Instrument System .......................................................................................... 97

Secondary & standby instruments .............................................................................................. 99

Ground Proximity Warning System ......................................................................................... 101

Avionics Cooling System ............................................................................................................ 104

AUTOMATIC FLIGHT CONTROL AND AUGMENTATION SYSTEM...105

General ........................................................................................................................................ 105

Automatic Flight Control System.............................................................................................. 106

Autothrottle system .................................................................................................................... 109

Flight envelope protection.......................................................................................................... 110

Flight mode annunciation .......................................................................................................... 113

Flight augmentation system....................................................................................................... 114

Wind shear detection & recovery.............................................................................................. 116

General ........................................................................................................................................ 117

Cockpit Voice Recorder (CVR)................................................................................................. 120

General limitations ..................................................................................................................... 121

Weight limitations ...................................................................................................................... 121

Speed limitations......................................................................................................................... 121

Weather limitations .................................................................................................................... 122

Powerplant & APU limitations.................................................................................................. 122

Fuel system limitations............................................................................................................... 122

AFCAS limitations...................................................................................................................... 122

Navigations limitations............................................................................................................... 123

Miscellaneous .............................................................................................................................. 123

INTENTIONALLY LEFT BLANK

INTENTIONALLY LEFT BLANK

2 NAV-lights + 1 strobe per unit.

Figure 2-2: Exterior lights panel

Maximum pavement width for a 180 turn is 22,2 m.

There are 5 maintenance access hatches:

A red light indicates a call from an attendant station

Figure 2-3: Cabin & Ground call p/b

Figure 2-4: Location of the emergency lighting

In the passenger entrance, in the passenger compartment aisle, and