To Next PageTo Next Page
Need help?Do you have a question about the SmartCockpit Fokker 50 and is the answer not in the manual?
Operated from control wheels; equipped with spring and balance tabs.
Operated from pedals; features trim and balance tabs for control.
Operated from control columns; pitch trim via elevator trim tab.
Automatic Elevator Feel Control System (EFCS) for pitch stability.
Longitudinal Stability Augmentation System (LSAS) for pitch stability.
Hydraulically operated via flap selector; indicator shows position.
Electrically operated via alternate switch; slower flap extension.
Monitors flap positions for differences and stops movement if detected.
This document provides a detailed description of the flight controls, stability augmentation systems, flaps, and associated warning systems for the Fokker 50 aircraft.
The Fokker 50's flight controls can be operated both manually and automatically. All control surfaces are mechanically linked via rod-and-cable systems, with the exception of the electrically operated aileron trim tab. An augment pitch attitude stability system is integrated to enhance pitch stability. When the autopilot is engaged, the ailerons, rudder, elevator, and elevator-trim tab are automatically controlled.
Ailerons: These are manually operated by the captain's and first officer's control wheels. They feature spring tabs and balance tabs. The balance tab on the RH aileron can be electrically operated as a trim tab. The aileron trim control panel is located at the rear of the pedestal.
Rudder: The rudder is manually operated via the captain's and first officer's pedals. It is equipped with a trim tab and a balance tab, positioned one above the other, on its trailing edge. The trim tab can be mechanically operated from the trim control panel on the pedestal.
Elevator: The elevators are manually operated from the captain's and first officer's control column. Pitch trim is achieved through an elevator trim tab on the RH elevator. This trim tab is operated by trim wheels located on both sides of the pedestal. A position indicator near each control wheel displays the current trim setting.
The aircraft incorporates two pitch stability systems:
Elevator Feel Control System (EFCS) - Type I: This automatic system balances out-of-trim forces caused by transients from power and flap selections, which would otherwise be felt at the control column. It operates automatically and is active only during flight, using flap and power lever positions as input variables. A system failure triggers an alert. Fault annunciations related to power levers and flaps are inhibited during flight, with the alert presented on the ground approximately 15 seconds after landing. The system can be switched OFF using the AUTO EL FEEL CTL pushbutton on the general switching panel. Once switched OFF, it cannot be reinstated from the flight deck. If the system is OFF or has failed, elevator operation is unaffected, but control forces are determined by the feel control unit's last operating position. On the ground, an automatic self-test is initiated when the flight control lock is engaged and the system is in a parked condition.
Longitudinal Stability Augmentation System (LSAS) - Type II: This system corrects dynamic out-of-trim forces resulting from changes in engine power, flap position, and aircraft speed. It also augments longitudinal stability at a forward Center of Gravity (CG) during flight. LSAS operates automatically and is active only during flight. Inputs are received from:
If the aircraft approaches a stall condition, a stick shaker on the LH control column activates. This activation disengages the autopilot and yaw damper. The angle-of-attack vane is located on the RH side of the fuselage nose. The pre-stall warning operates independently of the integrated alerting system and is armed only during flight.
A mechanically operated system of locks is provided for the ailerons, rudder, and elevators. This system locks the ailerons and rudder in a neutral position and the elevators in a down position. Each lock is spring-loaded to the unlocked position. The EFCS or LSAS control unit is commanded to a parking position when the flight controls are locked. When locked, the power levers are prevented from being set to take-off power simultaneously. The flight control lock lever is located on the rear LH side of the pedestal.
Usage: The flight-control lock should be engaged during taxiing and parking. After engaging, move the control column slightly forward and bring ailerons and rudder to neutral to ensure controls are locked. When releasing the lock, be aware of potential flight control movement due to wind. The Pilot Flying (PF) should keep their feet on the rudder bar, and the Pilot Not Flying (PNF) should hold the control wheel.
Caution: For LSAS-equipped aircraft, engaging the flight control lock while flaps are traveling will be interpreted as a wrong input during the LSAS test phase, potentially causing a non-resettable FAULT.
Operation: The flaps are controlled by a seven-position flap selector (UP, 5, 10, 15, 20, 25, 35). The mechanically operated flap selector valve directs hydraulic pressure to the flap drive unit according to the selected position. Flap position is indicated by a flap position indicator on the center main instrument panel, with markings on the inboard side of the engine nacelles. A disagreement light illuminates if the flap position does not match the selector position. This alert is inhibited while the flaps are in transit.
Alternate Operation: An alternate flap control switch, located adjacent to the flap selector, operates the flap drive unit electrically. The travel range is the same as in hydraulic mode, but flaps extend at a slower rate. After alternate operation, hydraulic operation is inhibited until the system is reset. Reset is achieved on the ground by moving the flap selector to another position.
Asymmetry Protection: LH and RH flap positions are continuously compared. An alert is presented if an angular difference is detected. During hydraulic operation, flap movement is stopped if asymmetry is detected.
Technical Specifications:
Description: With the aircraft on the ground and either power lever in the TO (Take-Off) position, the TO CONF light on the CAP (Central Annunciator Panel) illuminates if any of the following conditions are met:
Note: These alerts cannot be canceled by depressing the MWL (Master Warning Light).
Test Feature: With the aircraft on the ground and power levers not in the TO position, the take-off configuration can be tested by depressing the TO CONFIG button on the test panel for at least 2 seconds. The TO CONF light on the CAP remains out if the take-off configuration is complete.
Note: The test can be performed with the parking brake on.
General| Brand | SmartCockpit |
|---|---|
| Model | Fokker 50 |
| Category | Aircrafts |
| Language | English |
