Fokker 50 Limitations

Fokker 50 - Limitations
GENERAL LIMITATIONS
Minimum crew
Cockpit:
Two pilots
Maximum number of passenger seats

Sixty-two (62)
Maximum operating altitudes
Maximum operating pressure altitude:
25.000 feet
Maximum take-off and landing pressure altitude: 8.000 feet
Maximum and minimum operating temperatures
Maximum:
Minimum:
ISA +35C
Minus 54C (all altitudes)
Runway slope limits

Take-off and landing:
2% up to 2% down
Manoeuvring load limits

Flaps up:
Flaps down:
+2.5 G to -1.0 G
+2.0 G to 0.0 G
The positive G limits the angle of bank in turns and the severity of pull up manoeuvres.
Instrument colour markings

Normal operating range:
Caution range:
Limit of operation:
Green
Amber
Red

MASS LIMITATIONS
Maximum masses
Maximum masses
Ramp / taxi
Take-off*
Landing*
Zero Fuel
KG
20.865
20.820
19.730
18.600
* May be reduced by performance requirements.
Page 1
Center of gravity
Page 2
SPEED LIMITATIONS
All speed limitations in KIAS unless indicated otherwise.
All altitudes mentioned in this section are pressure altitudes.
Maximum operating limit speed (Vmo)

Up to 21.000 feet:
Above 21.000 feet:
224 KIAS
Vmo decreases linearly to reach 206 KIAS at 25.000 feet
The maximum operating speed shall not deliberately be exceeded in any regime of flight
(climb, cruise or descent), except where a higher speed is specifically authorized for test
flight purposes.
Maximum design manoeuvring (Va)

Va:
175 KIAS
Full application of rudder and/or aileron controls, as well as manoeuvres that involve an
angle of attack near the stall should be confined to speeds below Va.
Rough air speed (Vr)
Vr :
165 KIAS
Maximum flap extend speed (Vfe)

5:
10:
15:
20:
25:
35:
180 KIAS
180 KIAS
180 KIAS
160 KIAS
160 KIAS
140 KIAS
Prolonged use of flaps other than for take-off and landing is prohibited.
Maximum landing gear operating speeds (Vlo = Vle)

Extension (Vle):
Operating (Vlo):
170 KIAS
170 KIAS
Page 3
Minimum control speeds (upper limits) (Vmca, Vmcg, Vmcl)

Minimum control speed
Flap setting
KIAS
Vmca
87
Vmca
10
86
Vmca
15
85
Vmcg
80
Vmcg
10
84
Vmcg
15
84
Vmcl
25
90
Vmcl
35
90
Minimum manoeuvring speeds and flap setting

Flap setting
Minimum manoeuvring speed
0
10
20
25
140 KIAS
130 KIAS
120 KIAS
110 KIAS
Bank angle limits

Below minimum manoeuvring speed:
Maximum bank angle:
15
30q
Manoeuvring speed after take-off

Normal manoeuvring speed after take-off:
Flaps extended:
V2 + 10 KIAS
Flaps retracted:
Vfr + 10 KIAS
Climb speeds
If climb speed is reduced to below 140 KIAS a rather pronounced propeller induced airframe
vibration will occur.
Window heat unserviceable speed limitation

If the window heat is inoperative the speed must be restricted to maximum 180 KIAS at
altitudes below 10.000 ft and TAT below 18qC.
Page 4
Stall speeds
FAA stall speed
The stall speed graph below provides FAA stall speeds for low altitudes and at various
flapsettings.
The stall speeds, which largely depend on the flight techniques used to enter the stall, are
obtained under the following conditions:
Aircraft correctly trimmed for straight and level flight at a steady speed 20-40% above the
expected stall speed.
No pre-stall-entry trim changes
Speed reduced by elevator control at approximately 1 knot per second.
Idle thrust
Forward center of gravity position
The FAA stall speed is used to set the legal minima for take-off manoeuvring and landing
speeds.
1 G stall speed
The 1 G stall speed is the speed corresponding to an angle of attack at which Clmax is
reached. At lower speeds the lift becomes less than the aircraft weight and the aircraft
commences to sink. The 1 G stall speeds are slightly higher than the FAA stall speeds.
Page 5
WEATHER LIMITATIONS
1.5.1.
Maximum wind velocities (including gusts)
Maximum wind velocities from any direction for which the flight control lock
provides protection.
Maximum demonstrated crosswind component for take-off and landing on a hard
dry runway.
Maximum tailwind component
For CAT II operation the maximum demonstrated wind velocities are:
Total wind
65 Kts
Crosswind component
15 Kts
Tailwind component
10 Kts
33 Kts
10 Kts
20 Kts
Maximum crosswind and tailwind components, against braking action

Coefficient
Braking action
0.40 and above

0.39 - 0.36
0.35 - 0.30
0.29 - 0.26
0.25 and below
5 / good
4 / good/medium
3 / medium
2 / medium/poor
1 / poor
Maximum
crosswind
component
33
25
15
10
5
Maximum tailwind
component
10
7
5
3
0
Operation from contaminated runway

Maximum depth of precipitation on the runway for take-off.
Take-off should not be attempted when more than 12.7 mm of standing water, or depth of
slush or snow equivalent to more than 12.7 mm of water, covers a significant part of the
required field length within the required width of the runway.
Use Route Performance Manual to determine maximum allowed take-off mass and required
take-off speeds.
Crosswind limit with runway width less than 40 meters
If the usable runway width is less than 40 m, the maximum allowed crosswind components
must be reduced according to the table below:
Usable runway width (m)
39
35
30
Crosswind reduction (Kts)
10
Page 6
Maximum door operation limit

Doors
The maximum wind speed, including gusts, for operation of any door is 64 KIAS.
NOTE:
Service doors (3): Above 22 KIAS (incl. gusts) take extreme care, not to
release the door before the completely closed- or open position has been
reached.
Page 7
POWER PLANT LIMITATIONS

1.6.1.
Engine and propeller type
Engine:
Propeller:
Pratt & Whitney PW 125 B

Dowty Rotol R352/6 - 123 - F/1
Dowty Rotol R352/6 - 123 - F/2
Engine and propeller limitations

CONDITION
TIME
MAX. TO/GA
10 min
TORQUE
(%) (2)
102
NORMAL TO
10 min
92
Unlimited
Unlimited
5 sec
20 sec
87.5
100
115
MAX. CONT
MAX. CLIMB
MIN. GND IDLE
STARTING
TRANSIENT
ITT
(qC)
800
See
graph
800
800
950
840
For operation with PROP EC fault (overspeed governor):

CONDITION
TIME
TORQUE
ITT
(%)
(qC)
MAX. TO/GA
10 min
96
800
Unlimited
82.5
800
MAX. CONTINOUS
NOTE:
Nh
102.7
RPM (%)
Nl
104.7
Np (1)
100
101.6
101.6
100
102.7
66
103.8
104.7
104.3
100
85
115
Nh
102.7
102.7
RPM (%)
Nl
104
104
Np (1)
106
106
Np fluctuations of +/- 0.5% are allowed relative to 85% and 100%.

Torque fluctuations +/- 2% during take-off roll (at 60KIAS) and climb are
considered acceptable.
Torque fluctuations +/- 1% during cruise are considered acceptable.
Torque split of 6% during cruise is considered acceptable.
Page 8
Propeller operating limits

WARNING:
Do not attempt to select ground idle in flight. In case of failure of the flight
idle stop, this would lead to loss of control from which recovery may not be
possible.
To avoid high propeller stresses, stabilised ground operation in the propeller RPM range of
65% to 90% NP is not permitted with the airplane static. Excluded from this limitation is the
use of reverse during ground manoeuvring in engine EC operating mode.
Manual propeller control

When the propeller is manually controlled the speed must be restricted to max. 220 KTAS.
NOTE:
This specific speed limit is expressed in Knots True Air Speed (KTAS)
instead of the usual KIAS!
Oil pressure
Minimum
Normal operating range
Transient Minimum
Maximum
40 Psi
55 65 Psi
40 Psi
100 Psi
Oil temperature
For starting
GND IDLE
Minimum (without preheat)

Minimum
Maximum
Operation above GND IDLE Minimum
Minimum in icing conditions
Maximum, continuous
Maximum, 20 minutes
Page 9
- 54qC
- 54qC
+115qC
0qC
+45qC, on both engines for
more than 3 minutes before
take-off. (The 3 minute period
starts when the oil temperature
of both engines is above 45qC)
+115qC
+125qC
Approved oils
Mobil
Mobil
Castrol
Esso
Exxon
Aeroshell
Jet on II
Jet on 254
5000
Turbo on 2380
Turbo on 2380
Turbine 01 500
Auxiliary Power Unit (APU)

The Auxiliary Power Unit (APU) may be used on the ground only.
Page 10
FUEL SYSTEM LIMITATIONS

Approved fuels
Normal Fuels
Kerosene type
High flash point
Type
Jet A, Jet A-1 and military equivalent
JP-5
Alternate Fuels*
Wide-cut fuel
Type
Jet B and military equivalent
NOTE:
* If 'alternate' fuel is used, take-off is not allowed when one or more fuel
pumps are inoperative.
Mixing of fuels
If the fuel consists of a mixture of 'normal' and any amount of alternate fuel, the tanks must
be considered to contain 'alternate' fuel.
Usable fuel tank capacity

Main tank
(including collector tank)
5136 Litres
4160 Kilograms
(at 15qC and 0.81 kg/litre)
Maximum fuel asymmetry

Aircraft mass (kg)
Maximum fuel asymmetry
20820*
19.005 and below
150 kg
500 kg
*Linear interpolation may be applied between 19.005 and 20.820 kg.
Page 11
AUTOPILOT LIMITATIONS
En route operation
The minimum altitude with the autopilot engaged shall be deducted from data on altitude lost
during malfunction test as presented in section 3 Emergency Procedures.
Approaches
When using an instrument approach facility, the minimum height to which the autopilot may
be used is 50 feet when coupled to an ILS.
Use of the AP and FD is limited to glide slope elevation angles ranging from 2 up to and
including 4 for approaches with CAT 1 weather limits.
CAT II operations are limited to glideslope elevation angles ranging from 2.5 degrees up to
and including 3 degrees.
Use of touch-control steering
When Touch-Control Steering (TCS) is used the bank angle is limited to 40.
Page 12
MISCELLANEOUS LIMITATIONS
Cabin differential pressure
Maximum differential pressure:
(relief valve setting).
In case of cracked cabin window:
5.7 Psi
4.0 Psi
Maximum bank angle below 500 feet

If a turn is required below 500 feet AGL limit bank angle to 15q.
Communications
During flight below 10.000 feet all communications should be accomplished with headset and
boommike type equipment.
Flap position in icing conditions

In icing conditions flap 35q shall not be selected above 300 feet AAL.
Noise limitations
Compliance with the ICAO Annex 18 Chapter 3 limits has been shown for the following
configurations:
Take-off with flaps 5q
Approach flaps 25q; two engines
Approach flaps 35q; two engines
Electrical limitations
Display selector
GENERATOR
LOAD (%)
LH electric display
RH electric display
GEN 1
GEN 2
Continuous
5 minutes
5 seconds
100
113
150
TRU
LOAD (5)
TRU 1
Continuous
2 minutes
5 seconds
TRU 2
100
133
300
Page 13

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Fokker 50 - Limitations

Maximum number of passenger seats

Runway slope limits

Manoeuvring load limits

Instrument colour markings

* May be reduced by performance requirements.

Maximum operating limit speed (Vmo)

Maximum design manoeuvring (Va)

Maximum flap extend speed (Vfe)

Maximum landing gear operating speeds (Vlo = Vle)

Minimum control speeds (upper limits) (Vmca, Vmcg, Vmcl)

Minimum manoeuvring speeds and flap setting

Minimum manoeuvring speed

Bank angle limits

Manoeuvring speed after take-off

Window heat unserviceable speed limitation

Maximum wind velocities (including gusts)

Maximum crosswind and tailwind components, against braking action

0.40 and above

Operation from contaminated runway

Crosswind reduction (Kts)

Maximum door operation limit

POWER PLANT LIMITATIONS

Engine and propeller type

Pratt & Whitney PW 125 B

Engine and propeller limitations

For operation with PROP EC fault (overspeed governor):

Np fluctuations of +/- 0.5% are allowed relative to 85% and 100%.

Propeller operating limits

Manual propeller control

Minimum (without preheat)

Auxiliary Power Unit (APU)

FUEL SYSTEM LIMITATIONS

Usable fuel tank capacity

Maximum fuel asymmetry

Maximum fuel asymmetry

*Linear interpolation may be applied between 19.005 and 20.820 kg.

Maximum bank angle below 500 feet

Flap position in icing conditions

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