OPERATING MANUAL                                                      
F.27 MARK 100 thru 600  V6


                CONTENTS
                                                          
SECTION 1  INSTRUMENT PANEL.
SECTION 2  ENGINE & PROPELLER CONTROLS.
SECTION 3  ELECTRICAL SYSTEM.
SECTION 4  FUEL SYSTEM.
SECTION 5  PNEUMATIC SYSTEM, LANDING GEAR & FLYING   
                       CONTROLS.
SECTION 6  DE-ICING SYSTEMS.
SECTION 7  PRESSURISATION SYSTEM.
SECTION 8  RADIO INSTALLATION & AUTOPILOT.
SECTION 9  MINOR SYSTEMS.
SECTION 10  LIMITATIONS.
SECTION 11  ENGINE & FLIGHT HANDLING.

__________________________________________________________                                     

SECTION 1  INSTRUMENT PANEL.                                    


1. AIRSPEED INDICATOR.
The airspeed indicator is a pressure operated instrument.
The pointer travels over an outer scale calibrated in 
knots IAS. A rotating disc within the instrument face 
displays hundreds of knots. The instrument requires no 
electrical power.

2. ATTITUDE INDICATOR.
Requires 115V AC power.

3. SERVO ALTIMETER.
The instrument is both pressure and electrically 
operated. A pointer rotating round the outer scale shows
hundreds of feet. Thousands and hundreds of feet are 
displayed by revolving drums through an aperture in the 
centre of the instrument. The subscale shows millibars 
by default, clicking on the subscale toggles between 
millibars and inches of mercury. The servo altimeter 
requires 115V AC power. If this is not available a 
hatched flag will cover the counter window.

4. RADIO ALTIMETER.
The radio altimeter displays precise altitude 
information above the ground from zero to 2500 feet. 
This information is also supplied to the Ground 
Proximity Warning System. The decision height cursor 
can be rotated using the knob, and the light will come 
on any time the pointer is below the DH cursor.  A 
striped flag appears at any time AC power is not being 
supplied to the instrument.

5. RADIO MAGNETIC INDICATOR.
The RMI can display VOR or ADF bearing information 
relative to the compass card for both No1 and No2 
systems. Selection is made using the switches (5a) 
marked NAV and ADF.  The instrument is powered by the 
115VAC system. 

6. COURSE INDICATOR.
See Radio Installation & Autopilot.

7. VERTICAL SPEED INDICATOR.
Pressure operated.

9. BRAKE PRESSURE INDICATOR.
Shows system pressure and pressure at left and right 
brakes.

10. TURN AND BANK INDICATOR.
Powered by the 115VAC system through a 26VAC 3 phase 
transformer.

11. AUTOPILOT TRIM INDICATOR.
The Engage and Trim Indicator shows elevator trim 
movements on the centre scale. Additionally three flags 
marked IN will appear when the relevant control surface 
channel is engaged.

12. FUEL QUANTITY GAUGES.
A fuel contents gauge is provided for each tank. The 
gauges are calibrated in kgs and require 115V AC power.

13. CLOCK.
Clicking the knob on the lower right of the clock will 
start the elapsed time counter, shown on the fourth 
pointer. Clicking the knob again will stop the counter 
and a third time will reset elapsed time to zero.

14. PNEUMATIC SYSTEM PRESSURE GAUGE & WARNING LAMPS.

15. AC POWER FAILURE INDICATOR.
An AC power failure magnetic cats-eye indicator is 
fitted to the main instrument panel, the top half of 
which will show white should a failure in the 3 phase 
26V supply to the T & S occur. The white inner sphere 
will begin to show when the system drops to 22V, and is 
fully exposed at 18V.

16 & 17.  GROUND PROXIMITY WARNING LIGHTS & 
          ISOLATING SWITCHES.
The GPWS provides visual and aural warning of a 
potentially hazardous flight condition relative to 
terrain closure;

Excessive rate of descent with respect to terrain 
clearance.

Excessive radio altimeter rate of closure with terrain.

Height loss after take off or overshoot.

Flight into terrain when not in the landing 
configuration.

Excessive glidepath deviation.

The flashing red PULL UP warning annunciator will be 
activated by the above scenarios, together with a 
PULL UP or GLIDESLOPE aural warning. The Glideslope 
channel may be isolated by operation of the adjacent 
guarded switch labelled G/S. The entire system may be 
isolated using the guarded GPWS switch. The system 
requires 115V AC power and has a failure lamp and G/S 
Isolated lamp.

18. RADAR.
The range can be increased or decreased between 10 and 
40 nm by clicking on the area to the right of the 
screen. The screen layout can be altered by clicking on 
the area to the left of the screen. The radar requires 
a registered copy of Peter Dowsons FSUIPC, and the 
gauge by Eric Marciano, rdrwdw.zip, available from 
flightsim.com

19. MARKER LIGHTS.
The Marker on/off switch is on the radio panel.

20. PARKING BRAKE HANDLE.

21. ICON GROUP.
The group of icons is used to open the various sub 
panels. By default all except the i icon are hidden. 
Clicking the i icon reveals the remaining icons.

 
22. NOSEWHEEL STEERING TILLER.


ZOOM IN VIEW.

Clicking the Z icon toggles the normal and zoom panel 
views. The aeroplane can be flown almost entirely from 
the zoom view, which provides larger and more readable 
flight and engine instruments. All of the other sub 
panels are also available in zoom in view. Due to 
obvious space restrictions, certain instruments may be 
clicked to cycle through alternative instruments, viz;

The engine oil pressure gauge can be clicked to 
substitute the undercarriage indicator. 
The oil temperature gauge is clicked at the top to 
substitute the fuel trim position indicators. 
The TGT gauges can be clicked to substitute the fuel 
flowmeters.  
Clicking on the synchroscope cycles through the flap 
position indicator and outside air temperature gauge.  
The clock and pneumatic pressure indicator are clicked 
to substitute the fuel contents gauges. 
The oil pressure gauge in the main view only can 
toggle the cross feed cock.

ENGINE INSTRUMENTS.

1. TORQUE PRESSURE GAUGES.
On the ground, the face can be clicked to set the dry 
(yellow) and wet (green) minimum torque indices 
compensating for temperature and altitude.

2. TURBINE RPM GAUGES.
An RPM gauge is provided for each engine and is powered 
independently of the aircrafts electrical system. 
Each gauge has two pointers, an inner pointer shows 
0-20000 RPM, and an outer pointer hundreds of RPM. 

3. TURBINE GAS TEMPERATURE GAUGES. (JPT on DART 6)
Operated by a series of thermocouples, the TGT gauges 
are effectively millivoltmeters independent of the 
aircrafts electrical system. A green arc shows the 
normal operating range, with an amber arc showing the 
limited range.

4. FUEL FLOWMETERS.
Powered by the normal AC system. Use adjacent knobs to 
reset counters.

5. SYNCHROSCOPE.

6. DUAL OIL PRESSURE GAUGE.

7. DUAL OIL TEMPERATURE GAUGE.

8. OUTSIDE AIR TEMPERATURE GAUGE.
________________________________________________________


SECTION 2  ENGINE AND PROPELLER CONTROLS



The Rolls-Royce Dart RDa7 is a single shaft three stage 
turbine engine (two stage on Dart 6), driving a four 
bladed constant speed, fully feathering propeller 
through a reduction gearbox. The mass air flow through 
the engine is therefore directly proportional to 
propeller speed.

THROTTLE & HIGH PRESSURE FUEL COCK LEVERS.

Fuel flow and propeller RPM are selected through a 
single lever referred to as the throttle. Movement of 
each lever will automatically select propeller RPM for 
that throttle position as well as the required fuel for 
that RPM. Keyboard or joystick propeller and mixture 
commands will be ineffective and should be avoided. The 
throttle quadrant can be opened with the   icon. There 
are mouse areas and tooltips in each lever slot to move 
the throttle levers, however it is more convenient to 
use the engine selector in conjunction with the 
joystick or keyboard controls. Clicking on 1 or 2 will 
select that particular engine, or on the A selects both 
engines.  The U position selects both engines slightly 
unsynchronised. 

Outboard of the throttle levers are two high pressure 
(HP) fuel cock levers, each having four/three positions. 
The functions of each position from fully forward 
(default) to fully rearward are: (Red text not 
applicable to Dart 6 engines)

Lock Out  In this position fuel is supplied to the 
           engine under pressure and the propeller 
           cruise lock is mechanically withdrawn. 
           (See propeller indicating lamps).

Open -     Fuel is supplied to the engine under pressure. 
           The propeller cruise lock will withdraw and 
           engage automatically as the propeller 
           requires to pass through it. 

Shut      The fuel supply to the engine is cut off. 
           This is the normal way of shutting down the 
           engine.

Feather   Fuel supply to the engine is cut off.  The 
           lever must be placed in this position before 
           manual feathering can take place, and after 
           automatic feathering has taken place. (See 
           Engine and Flight Handling).

The mouse areas to move the levers forward are at the 
top of each lever slot, while those to move them 
backward are at the bottom. Care should be exercised 
when moving the levers, particularly from Lock Out to 
Open or Open to Lock Out to avoid mistakenly selecting 
the Shut position.
  
FUEL TRIMMING SYSTEM.

The characteristics of the engine are such that a 1C 
rise in ambient air temperature produces a 4C rise in 
jet pipe temperature, therefore to avoid the risk of 
overheating the fuel flow must be reduced. Adjusting the
fuel trim varies the interconnected propeller RPM and 
fuel flow controls so that fuel flow is reduced without 
alteration of RPM. However reduction in fuel flow will 
produce a concomitant reduction in power.

Fuel trimming is accomplished by clicking on the 
associated desynn indicator on the instrument panel 
(click the Oil Temperature gauge in either view to 
reveal the Fuel Trim indicators). The indicators are 
calibrated in percentages, with 100% representing the 
fully rich, untrimmed condition. The area beneath the 
scales may be used to set both pointers simultaneously. 
The fuel trimmers must be set to 50% for start if the 
OAT exceeds 14C otherwise set to 100% for start. After 
starting is completed the trimmers should bet set in 
accordance with the fuel trim computer on the starboard 
overhead panel. Clicking the + sign adjacent to the 
computer will enlarge it for easier legibility.  To 
obtain the correct take-off fuel trim setting, rotate 
the inner dial of the computer such that the airfield 
pressure altitude* is aligned with the ambient airfield 
temperature on the upper outer scale. Read off the fuel 
trim setting on the lower outer scale.
 

*Pressure altitude is the equivalent of indicated 
altitude with 1013mb set on the subscale.

After takeoff and subsequent climb fuel trim is adjusted
to as near 100% as possible, remaining within TGT 
limitations. Some operators chose to reduce the trim 
setting in the cruise to prolong engine life.  Full 
decrease, 0%, should be set at the top of descent 
before retarding the throttles, then the trimmers 
should be reset to the destination airfield conditions 
in the final approach so that the engines are trimmed 
ready for a possible baulked landing.

 Tip: The average environmental temperature lapse rate 
is 1.98C per 1000 ft. An estimate of the destination 
airfield temperature, if not known, can be made by 
adding 6C to the OAT at 3000ft , or 4C at 2000ft 
above airfield elevation.

WATER METHANOL SYSTEM.

As previously described, in order to remain within 
engine temperature limits at high ambient temperatures 
the rate of fuel flow must be reduced, by way of the 
fuel trimmers, with a resultant power loss. Water 
Methanol introduced in the first stage compressor is 
used as a power restorative in conditions where ambient 
air temperature/pressure would otherwise limit the 
performance of the engine on take off or go around. The 
W/M effectively cools and densifies the pre-combustion 
air before being burnt in the normal way.
If required the system should be switched on before 
taxying and off once established in the climb after 
takeoff. The system should be selected on in the 
initial approach if required and off after landing. A 
metering unit senses any power loss with the throttles 
set to produce in excess of 14500 RPM, with the system 
switched on and operates the injection system. The 
checklist will prompt if W/M is required.

The pumps are controlled by two switches on the 
starboard overhead panel. The green warning lamps 
indicate sufficient system pressure. A W/M contents 
gauge is positioned above the lights, clicking on its 
face while the aircraft is on the ground will replenish 
the tanks. Each tank has a maximum capacity of 140 kg.

Each torquemeter has two indices, which show the 
minimum dry and minimum wet takeoff power, i.e. with 
water methanol. In practice the figure for each engine 
is very much individual, the power measurement being an 
oil pressure related system, clicking on the face of 
the instrument whilst on the ground sets the indices 
compensating for temperature and altitude.

PROPELLERS.

Each propeller blade can travel between 0 and 87 pitch. 
There is a fixed stop at the 0 position called the 
ground fine pitch stop. This finest of angles provides 
a powerful brake on landing and minimum air resistance 
rotationally during start. Additionally the fine angle 
avoids overheating of the engine on the ground at low 
speeds. When the propeller is feathered, the blades can 
travel no further than the 87 feathering stop.
 

There are also two removable pitch locks; the flight 
fine pitch lock and the cruise pitch lock. The flight 
fine pitch lock is at approximately 20 and when engaged
prevents the propeller returning to the ground fine 
range during flight (i.e. blades below 20 pitch). The 
locks are wired in series and two amber Flight Fine 
Unlocked warning lamps provides a single indication that
the locks have been demanded to withdraw. When the 
throttles are opened beyond approximately the 13900 
position the locks will engage and the lamp will 
extinguish. There is also a red Prop Below Lock warning 
lamp for each propeller which illuminates when the blades 
reach approximately 18 or below.

On touchdown ground fine pitch is selected by fully 
retarding the throttles and ensuring all six/four 
propeller warning lamps are on. A secondary means of 
withdrawing the locks is by engaging the gust locks. 
The circuit to the fine pitch locks can be broken in an 
emergency by moving the Isolating Switch adjacent to 
the lights  to the Emergency position. A warning buzzer 
sounds whenever the fine pitch locks are engaged on the 
ground and RPM is less than approximately 13900 and 
airspeed is less that 55 knots.

(Dart 7 only) - The safety or cruise locks engage at 
approximately 32 blade angle, and were introduced on 
Dart 7 engines to cater for the higher airspeeds the 
aircraft would be operating at. The purpose of the 
cruise lock is to prevent the propeller fining off 
should its control unit fail at high airspeeds and 
subsequently causing control difficulties. The cruise 
lock is mechanically withdrawn with the HP cock at Lock 
Out for takeoff and climb. During the cruise the HP 
cock is moved back to the Open position in which the 
cruise lock is electrically controlled and will 
automatically withdraw and engage as the propeller 
needs to pass approximately 32 in normal operation. 
The condition for the cruise lock to withdraw must be 
met on both engines before the locks will withdraw, 
unless any propeller is feathered. There are two blue 
Flight Saf. Unlocked warning lamps which illuminate 
when the locks have withdrawn. The HP cocks should be 
left at Open during the descent then returned to Lock 
Out during the approach, and illumination of the cruise 
lock lamps confirmed.

FEATHERING.

The propeller can be manually feathered by moving its 
associated HP cock to the feather position then pressing
the feather button on the emergency panel. The integral 
feather pump lamp will light indicating the propeller 
is feathered. In reality the lamp would only glow while 
the feather pumps were working. Unfeathering is 
accomplished by pulling the button out and 
extinguishing the light. 

The autofeather system operates when the throttles are 
set to approximately 13000 RPM or greater and the 
engine torque is sensed at 50 PSI or below. Under this 
condition the blades will feather automatically, however
the manual feathering drill must be completed to safely 
shut down the engine. 

STARTING CONTROLS.

The starting controls are located on the overhead centre
panel. The controls for normal ground starting consist 
of a starter master switch, an engine selector switch 
and a starter button. For a normal ground start the 
master should be selected to START, the appropriate 
engine selected on the start selector (normally No2 then 
No1) and the starter button depressed to initiate the 
start cycle. The starter lamp will illuminate and 
extinguish at the end of the cycle, at which time the 
button will also pop out. The opposite starter cannot 
be operated while the other start cycle is in progress. 
When the master switch is selected to MOTOR the engine 
can be motored over without ignition by running the 
starter motor. When operating the igniters in the air 
the start master switch must be OFF. A Rapid Start 
facility is available by clicking the R icon in the top 
centre when the engines are stopped.

Air relights are accomplished using the Ignition 
switches on the pedestal.

EMERGENCY CONTROLS.

The emergency engine controls are located on the glare 
shield panel.

 

Each engine has a feathering/unfeathering button with 
integral warning lamp, a fire warning lamp and dual test
switch, an emergency fuel shut off handle and a dual 
shot fire extinguisher guarded switch.    
                          
Operation of the emergency fuel shutoff handle shuts off
fuel upstream of the flowmeters, This is for emergency 
use only and should not be used under normal 
circumstances for shutting off the fuel supply.
   
SUMMARY OF ENGINE AND PROPELLER CONTROLS.

	The engine fuel flow and associated propeller 
        RPM are selected through a single lever referred
        to as the throttle. Game controller propeller 
        and mixture controls should be left at the 
        maximum setting at all times.
	High Pressure Fuel Cock levers outboard of the 
        throttle levers are used as both fuel on/off 
        levers and perform propeller pitch lock functions.
	Fuel trimming is used to adjust TGT for a given 
        throttle setting. Any setting below 100% 
        produces a concomitant power loss.
	Water-Methanol injection is used as a power 
        restorative to compensate for the reduction in 
        fuel flow when the engines are trimmed to less 
        than 100%.
	Propellers have two fixed and one/two removable 
        pitch locks operated by electrical circuitry and
        manual inputs from the HP cocks. Associated 
        warning lights show the condition of the locks.
	The propeller will feather automatically if the 
        throttle levers are set to produce in excess of 
        13000 RPM and torque pressure is sensed at less 
        than 50 PSI.
	Propeller may be manually feathered at any time.

_________________________________________________________


SECTION 3 - ELECTRICAL SYSTEM

The controls pertaining to the electrical system are 
grouped mainly on the overhead centre panel. 
 

28VDC SUPPLIES

The 28VDC system is powered by a generator mounted on 
each engine accessory gearbox which feed a DC Main bus 
bar. An ammeter is provided for each generator and a 
single voltmeter can show either generators output, the 
battery output or main bus voltage through an adjacent 
rotary switch.

Each generator has an on/off control switch, and there 
are failure and overheat red warning lamps on the glare 
shield panel.

The battery master switch is located between those for 
the generators and has three positions; On (default), 
Off and Ext. Power. Before the engines are shut down 
the battery switch must be moved either to On or Ext. 
Power otherwise there will be no electrical supply when 
the generators drop off line. With the switch in the 
Ext. Power position, the ground power unit can be 
brought on line providing the aircraft is stationary 
with the parking brake applied. Note that the ground 
power unit consumes fuel at a rate of approximately 
140 kg/hr. With the switch at On only the battery supply
is available.

The gang bar may be pulled at any time to shut off all 
electrical supplies, or the battery switch moved to off 
if there is no generated power. 

115VAC SUPPLIES

Some of the instruments and equipment require 115VAC 
supply, or in some cases 26VAC via a transformer, and 
this is provided by either of two main inverters, which 
take their supply from the DC Main bus bar, and an 
emergency inverter which is supplied by the emergency 
bus bar with emergency power selected on. Inverter I 
switch is on by default, with inverter II off as a standby. 
Either inverter may be used to supply the AC bus bars I, 
II and III bus not both. A voltmeter and rotary switch 
is provided to check busbar voltages. An AC power 
failure magnetic indicator is fitted to the main 
instrument panel, the top half of which will show white 
should a failure occur. The inverters will fail when 
main bus volts drop below approximately 19V. Systems 
supplied by the inverters are:

HSI	           Turn & Bank	    Oil Pressure Gauge
Autopilot	   Gyro Horizon     Flap Position Ind.
Fuel Cont. Gauges  Engine Fire Wng. AC Fail Indicator
ADF2	           VOR/ILS	
ADF1	           RMI	
VHF1	           VHF 2	


EMERGENCY POWER

In the event of a complete generated power failure, the 
emergency power switch should be moved to On. This 
connects the Essential Bus Bar to the battery bus bar 
and engages the emergency inverter. 
Services NOT AVAILABLE with emergency power selected are:

VHF NAV2   Fuel Heater Operation     Stbd. Pitot Heat
ADF2	   Fuel Flowmeters	     Power Unit De-icing
Markers	   Fuel Contents	     Wing & Tail Deicing
GPWS	   Water-Methanol System     Stbd Windshield Heat
Igniters   Undercarriage Indication  Windshield Wipers
           Feathering Pumps	     Nose-wheel Steering	
           Fl. Fine Lock Withdrawal  Landing Lights	 
           Pressurisation Auto-dump	
           Cruise Lock Withdrawal *	


*Manual cruise lock withdrawal available  HP Cocks to 
LOCK-OUT.

With Emergency Power selected on, the batteries are 
good for 30-40 minutes.

208VAC SUPPLIES

An alternator mounted in each nacelle provides 208VAC 
for the de-icing of its associated engine intake, 
propeller & spinner. The controls are on the port 
overhead side panel and consist of two three position 
switches labelled Start/Run/Off, two red Under-volt/
Earth Leakage warning lamps and two amber Off lamps. 
The Alternators are on by default but may trip off line 
when loading a flight, so check that the lamps are all 
out. The alternators are started by moving the switch 
momentarily to Start then releasing it to the Run 
position. The alternator field windings require Main DC 
Bus power.


SUMMARY OF ELECTRICAL SERVICES.

	The main DC system is powered by two engine 
        driven generators.
	The DC system can be energised when the engines 
        are not running by the batteries or the external
        power supply.
	DC distribution is via three bus bars; Main, 
        Emergency and Battery. 
	The AC system is normally powered by one of two 
        inverters, supplied by the DC system.
	Selection of Emergency Power in case of total 
        generated power failure disconnects the Main DC 
        Bus and connects The Emergency Bus to the 
        batteries. Additionally the Emergency Inverter 
        is brought into operation.    
	A 208V alternator is driven by each engine. The 
        generator field control requires DC power.


_________________________________________________________

SECTION 4 - FUEL SYSTEM

Fuel is carried in integral tanks in each wing outboard 
of the nacelles. Each tank holds a maximum of 541 
imperial gallons/650 US gallons/1966 kg.  The tanks 
feed by gravity respective collector tanks in each 
nacelle. Duplicated booster pumps in each collector 
tank raise the pressure of the fuel prior to delivery 
to the engine. 

FUEL CONTROLS.

The booster pump control switches are on the starboard 
overhead panel, together with four amber low pressure 
warning lights. Both pumps in each tank should normally 
be switched on for start, taxy and take-off approach and
landing, and should be switched off after shut down, 
when the pressure warning lamps will light.

 

The fuel tanks can be isolated by means of two guarded 
switches on the starboard overhead panel which control 
a valve between the fuel tank and collector tank. Test
Switches and associated green warning lamps allow 
testing of the valve circuit.

The Emergency Fuel Shut-Off Valves are controlled by two
T handles which are pulled out of the Emergency Panel. 
These mechanically close the valve in the corresponding 
nacelle at a point just aft of the firewall.

Fuel flowmeters are located on the centre instrument 
panel. The dials is calibrated from zero to 1000 
kilogrammes per hour and have an integral fuel consumed 
counter which is reset by an adjacent knob.

There are two gauges on the main instrument panel which 
show the contents of each tank in kilogrammes.

FUEL MANAGEMENT.

Under normal circumstances each tank feeds its 
respective engine, however a cross feed valve can be 
used to supply both engines from a single tank in an 
emergency. The cross feed valve can be opened by 
clicking the Oil Pressure gauge in the main view only. 
To use the cross feed facility open the cross feed valve, 
ensure both pumps in the tank to be used are on and the 
LP lights are out then switch off both pumps in the tank
which is not to be used.

FUEL HEATERS.

A fuel heater is mounted in each engine supply pipe, 
downstream of the flowmeter, to raise the temperature 
of the fuel and prevent particles of ice forming and 
causing a blockage.

The heaters are controlled by two switches on the 
starboard overhead panel. Normal procedure calls for 
the fuel heaters to be switched on for two minutes 
during the approach if the temperature is below 20C . 
Additionally the heaters should be switched on for two 
minutes while taxying for takeoff if the OAT is below 
5C or in conditions of high humidity. There are two 
fuel filter icing red warning lamps on the panel which 
illuminate when there is a difference in fuel pressure 
across the filter of 3 PSI or more.

Use of fuel heat causes a slight power loss, therefore 
they should be switched off for takeoff and landing.


SUMMARY OF FUEL SYSTEM.

	The aircraft has two main fuel tanks, one 
        outboard of each nacelle.
	Fuel flows to collector tanks in each nacelle 
        before being raised in pressure and delivered to
        the engine.
	There is a cross feed facility to supply both 
        engines from either tank in an emergency.
	Fuel system gauges are AC powered.
	Thermal fuel filter heating is provided.


_________________________________________________________

SECTION 5  PNEUMATIC SYSTEM, FLYING CONTROLS & FLAPS

PNEUMATIC SYSTEM & LANDING GEAR	

The pneumatic system is charged by engine bleed air, 
and is used to operate the wheel brakes, nose-wheel 
steering and raise and lower the landing gear.  A 
system pressure gauge is on the main panel together 
with two amber failure lamps for the left and right 
supply. 

                                            

The Undercarriage Selector is to the right of the 
engine instruments and a standard six lamp position 
indicator is fitted beneath.

      Green Lights :  Gear locked down
      Red Lights:     Gear unlocked or in transit.
      No lights:      Gear locked up

The nose red lamp will glow if the flap lever is 
selected beyond the 16  position and any gear leg is 
not locked down. The centre knob selects an alternative 
set of down lock filaments.

    Maximum speed for undercarriage extension                                                                
    or with undercarriage extended  168kt IAS


GUST LOCKS

The internal gust locks for the flying controls are 
operated by a lever on the quadrant. Operation of the 
lever rearward locks the elevator and ailerons, but 
leaves the rudder free for steering on the ground. With 
the locks engaged either engine may be run up to full 
power but not both.

TRIM CONTROLS

The trimming controls for the elevator are on the 
quadrant. The elevator is trimmed using the hand wheel. 
The ailerons and rudder can be trimmed by clicking in 
their respective areas on the Autopilot Trim Indicator 
on the instrument panel.

WING FLAPS

The flaps are electrically operated from the DC Main Bus
and have five settings;
                  
            0    Fully retracted.
           11   Takeoff setting.
           16   Takeoff setting
           26   Approach setting
           40    Landing setting

The inboard flap section between the fuselage and 
nacelle is always less than the outboard sections.  At 
40 extension on the outboard flaps the inboard flaps 
reach 26 
 
The flap position indicator is to the right of the 
engine instruments on the main instrument panel.

Maximum speed for flap operation 0- 16     177kt IAS
Maximum speed for flap operation 16 - 26  157kt IAS
Maximum speed for flap operation 26 - 40   144kt IAS


An aural warning sounds if the flaps are extended beyond
16  and the landing gears are not down.


_________________________________________________________

SECTION 6  DE-ICING SYSTEMS

The electrical de-icing controls are located on the 
starboard overhead panel.

PITOT HEATERS.

Two switches control the electrical supply to the pitot 
heaters, and two amber failure warning lamps are fitted.
Pitot heat should be switched on before takeoff and off 
at the end of the landing run.

POWER UNIT DE-ICING.

Two alternators provide 208VAC power for the Power Unit 
De-icing as well as de-icing of the windshield, the 
de-icing circuits being controlled by two switches on 
the starboard overhead panel. A rotary switch between 
these switches controls the cyclic timers, which have a 
fast and slow setting. The oleo switch restricts the 
supply on the ground to prevent overheating. Ammeters 
show the current drawn as each cycle operates, and a 
selector switches allow the current to be displayed. The 
ammeter should read 20amps when the cycle is on and 3.5 
amps between cycles, however the reading will be higher 
with windshield de-icing selected on. Blue warning lamps
glow dim and bright in accordance with the operation of 
the cyclic timer.

The PUDs should be selected to fast when the outside air 
temperature falls below +10C and to slow in 
temperatures below -6C. 

Note that the system has been arranged such that engine 
flame out may occur if the de-icing equipment is not 
used correctly in icing conditions.
 
WINDSHIELD DE-ICING.

The windshield de-icing is controlled by a single rotary
switch which has a low and high setting. Two magnetic 
indicators confirm integrity of the system.


AIRFRAME DE-ICING

The leading edges of the wing, fin and tailplane are 
de-iced by pneumatic boots which inflate cyclically when
a quantity of ice has been allowed to form, thus 
removing it in pieces of a predetermined size. The boots 
are held flush with the leading edge by vacuum pressure.
The system requires power from the Main DC Bus. The 
controls for the system are on the co-pilots side panel.

The rotary switch has three positions OFF/HEAVY ICE/
LIGHT ICE.  A green Pneumatic Deicer On lamp will light 
with the system selected on, and a set of green lamps 
representing the sections of the system will light 
cyclically as each section is inflated. Spring loaded 
Manual Override switches enable any section of the 
system to be manually operated.

There are suction and pressure gauges forward of the 
control panel.

SUMMARY OF DE-ICING SYSTEMS

	The engine intakes, oil cooler intakes, 
        propeller and spinner are de-iced electrically 
        using 208VAC power from a corresponding engine 
        driven alternator. The alternator also supplies 
        windshield de-icing.
	Current is applied cyclically and continuously 
        via a two position cyclic timer.
	Generator field current requires DC power from 
        the DC Main Bus.
	Leading edges of wing, tailplane and fin are 
        de-iced by pneumatic boots cyclically. DC Main 
        Bus power is required.

_________________________________________________________

SECTION 7 - PRESSURISATION SYSTEM

CABIN PRESSURISING CONTROLS.

The cabin is pressurised with air supplied from blowers 
driven by each engine.

The controls for the pressurisation system are grouped 
on the co-pilots side panel and consist of a Dump Valve 
switch, two Spill Valve switches and associated position 
indicators, two Blower Failure red lamps, a pressure 
controller, and cabin height, pressure differential and 
rate of climb indicators. A manual depressurising valve 
is also provided.

The Dump Valve is normally closed at all times. Prior 
to departure, set desired cabin height with the right 
knob on the pressure controller; the subscale will show 
maximum aircraft altitude at maximum pressure 
differential for the cabin height selected. Close the 
No2 Spill Valve before take-off and the No1 after 
takeoff. At the top of descent set the controller to 
destination airfield altitude. No1 Spill Valve should 
be opened in the final approach and No2 after landing. 
The left hand Rate knob controls the cabin rate of 
change and this is set at +/- 500 fpm by default.

The oleo weight switch will depressurise the cabin when 
it is closed.

Cabin altitude and differential pressure are displayed 
on a single instrument; the differential on the outer 
scale and cabin altitude on the inner.

Maximum operating altitude -    20000 ft. 
Maximum differential pressure - 4.42 psi
Normal differential limit      4.16 psi


_________________________________________________________

SECTION 8 -  RADIO INSTALLATION & AUTOPILOT

RADIOS

The radio panel forms part of the centre overhead and is
accessed with the same icon.

The aircraft is fitted with dual Nav and Comm VHF radios
and two ADF receivers. The mouse areas for the Nav/Comm 
radios are on the tuning knobs below the dialled 
frequency, those for the ADF sets are on the three 
tuning knobs on each set. VOR or ADF information is 
displayed on the radio magnetic indicator on the main 
panel and two selector switches at the top of the main 
panel enable any combination of bearings to be displayed. 
Note that the pointers will not respond to ILS 
frequencies. Indicators for DME1 and DME2 are mounted 
above the glare shield between the pilots. Buttons on 
the units enable either Nautical Miles, Frequency, 
Speed and Minutes to be displayed.

The Horizontal Situation Indicator has two knobs; the 
left adjusts the course pointer and the right adjusts 
the heading index, which can be used to alter heading 
in the autopilot heading mode.  A switch to the right 
of the flight instruments allows either Nav1 or Nav2 
information to be selected to the HSI. The central bar 
represents course displacement in VOR or ILS. A glide 
slope deviation pointer and scale are on the right of 
the instrument. The scale is obscured by a red and 
yellow flag when glide slope information is unreliable. 
A compass fail flag is at the top of the instrument.

AUTOPILOT CONTROLLER

 The autopilot controller is opened with the AP icon.  
                          

1. Power Switch. The Power switch must be pulled to 
   initiate the supply to the Autopilot. This is 
   effectively the FS Autopilot master. When the AP is 
   ready for use the amber Ready lamp will illuminate. 
   (Approx 45 seconds)
2. Engage Button is pressed to engage the AP and hold 
   the current pitch attitude. This must be pressed 
   initially before selecting any AP function.
3. Channel Switches . May be used to isolate the Rudder,
   Elevator or Aileron channels from the Autopilot.
4. Height Lock. Turned to engage the height lock. Note 
   that the Airspeed lock is inoperative.
5. Heading Hold Button. When engaged the aircraft may 
   be steered by altering the Heading Index on the HSI.
6. Beam Coupling Switch. Pull to engage the FS Nav1 hold 
   function. 
7. Glide Coupling Switch. Pulled to engage FS Approach 
   Hold function. This will also cause the Beam Switch 
   to engage.
8. Pitch Switch.  Used to vary the nose up or down pitch.
9. Turn Knob. Used to make manual turns with the AP 
   engaged but Heading Lock disengaged.
10.Ready Lamp. The lamp will extinguish when any 
   function is engaged.

Note that the Autopilot will only respond to Nav1 
information.
                                              
ENGAGE & TRIM INDICATOR

The Engage and Trim Indicator shows elevator trim 
movements on the centre scale. Additionally three flags 
marked IN will appear when the relevant control surface 
channel is engaged. The trim scale may be used to alter 
elevator trim during manual flight.

_________________________________________________________


SECTION 9 -  MINOR SYSTEMS

EXTERNAL LIGHTING

The switches for the wing mounted landing lamps are 
located on the overhead centre panel as is the switch 
for the nose taxy light. The Navigation lamps and anti 
collision beacons are controlled by switches on the 
port forward overhead panel. The panel also houses the 
control switches for the passenger notices.

PANEL LIGHTS

The panel lights are operated by any of the rheostats 
on the overhead panels.

VITAL DATA CARD

A card detailing the vital speeds can be opened with 
the V icon. 

CHECKLISTS

The normal and emergency checklists can be opened with 
the Checklist icons.


__________________________________________________________

SECTION 10  LIMITATIONS

AIRFRAME LIMITATIONS.

	      F.27 Mk 100/300  F.27 Mk 200   F.27 Mk 500
                DART 6-514	DART 7-528    DART 7 532
	

Max Zero Fuel Wt   16193 kg	 16193 kg      17917 kg
Max Ramp Weight	   18597 kg	 19277 kg      20689 kg
Max Takeoff Weight 18370 kg	 19050 kg      20412 kg
Max Landing Weight 18144 kg	 18600 kg      19051 kg
Max out of Bal Fuel  500 kg	   500 kg	 500 kg
Vne	          254 kt IAS*	254 kt IAS*   254 kt IAS*
Vno	          223 kt IAS**	223 kt IAS**  223 kt IAS**
Va	          167 kt IAS	167 kt IAS    173 kt IAS
Vb***	          175 kt IAS	175 kt IAS    180 kt IAS
Vle	          168 kt IAS	168 kt IAS    168 kt IAS
Vlo	          168 kt IAS	168 kt IAS    168 kt IAS
Vfe 0 - 16       177 kt IAS	177 kt IAS    177 kt IAS
Vfe 0 - 26       157 kt IAS	157 kt IAS    157 kt IAS
Vfe 26  - 40     144 kt IAS	144 kt IAS    144 kt IAS

* Above 20000 ft Vne is decreased to 234 lt IAS.
** Above 20000 ft Vno is decreased to 204 kt IAS.
*** At Max AUW, reducing to 161 kt at 13600 kg.

ENGINE LIMITATIONS F.27 Mk 100/300

DART 514-7	   RPM	     MAX JPT C	     TIME LIMIT
Starting	    -	        640	     Momentary
Idling	        6500-7500	525	    Unrestricted
Approach Idling	10400 +/- 100	525	    Unrestricted
Takeoff Dry	  14500	        595	       5 min
Takeoff Wet	  14500	        600	       5 min
Max Continuous	  14500	        590	    Unrestricted
Op. Ess. Power 	  14000	    520 + OAT/2	    Unrestricted
Rec.Clb./Crs.  13800-14000 520/500 + OAT/2  Unrestricted
Max Overspeed	  17000	         -	       20 sec

ENGINE LIMITATIONS F.27 Mk 200/400

DART 528-7	   RPM	     MAX TGT C	     TIME LIMIT
Starting	    -	        930	     Momentary
Idling	         7000 MIN	550	    Unrestricted
Approach Idling	11000 +/- 100	680	    Unrestricted
Takeoff Dry	  15000	        795	    Unrestricted
Takeoff Wet	  15000	        810	       5 min
Max Continuous	  15000	        780	    Unrestricted
Op. Ess. Power    14500	        770	    Unrestricted
Rec.Climb/Cruise  14200	        730	    Unrestricted
Max Overspeed	  17000	         -	       20 sec

ENGINE LIMITATIONS F.27 Mk 500

DART 532-7	   RPM	     MAX TGT C	     TIME LIMIT
Starting	    -	        930	     Momentary
Idling	         7000 MIN	550	    Unrestricted
Approach Idling	11000 +/- 100	680	    Unrestricted
Takeoff Dry	  15000	        810	    Unrestricted
Takeoff Wet	  15000	        860	       5 min
Max Continuous	  15000	        850	    Unrestricted
Op. Ess. Power    14500	        770	    Unrestricted
Rec.Climb/Cruise  14200	        730	    Unrestricted
Max Overspeed	  17000	         -	       20 sec


    MINIMUM IN FLIGHT TORQUE FOR ALL MARKS  60 PSI

__________________________________________________________

SECTION 11  ENGINE AND FLIGHT HANDLING

ENGINE STARTING

Having completed the Before Start checks:

1. Fuel Trimmers..............................SET
2. Brakes.....................................ON
3. Throttles..................................CLOSED
4. HP Cocks...................................CLOSED
5. Booster Pumps......................ALL ON, LAMPS OUT
6. Prop Lamps................GROUND FINE ON, CRUISE OUT
7. Start Master...............................START
8. Engine Selector..........................SELECT STBD
9. Propellers...............................ALL CLEAR
10.Starter Button...........................PRESS
                       .................STARTER LAMP ON
                             1500-1800 RPM HP COCK OPEN
                                    CRUISE LOCK LAMP ON
                          CHECK OIL PRESSURE, FUEL FLOW
                       .STARTER LAMP OFF appx. 4500 RPM
                      ..............MONITOR RPM and TGT
                     TGT & RPM STABLE, HP COCK LOCK OUT
                Repeat for port engine
11.Start Master...............................SAFE
12.Engine Selector..........................SELECT STBD
13.Prop Lamps.................................ALL ON
14.AC & DC supplies...........................CHECK
15.Alternators................................RUNNING
16.Battery Switch.............................ON

Note that maximum TGT may be MOMENTARILY exceeded on 
startup, however if this appears to be the case , Fuel 
Trim must be reduced ,then reset when the engine has 
stabilised.

TAXYING

After completion of the Before Taxy checks, open the 
throttles to approximately 11000 RPM and release the 
brakes. Once the aircraft is moving maintain 10500 -
11500RPM checking the speed with the brakes. Complete 
the Taxy checks.


TAKE-OFF

If there has been a change in OAT and/or ambient 
pressure between start up and take-off the Fuel 
Trimmers must be reset. When the Taxy and Before 
Take-Off checks have been completed and clearance 
received, enter the runway and return the throttles to 
idle. At the commencement of take-off , open the 
throttles smoothly to approximately 12000 RPM, 
observing the Oil Pressure and TGTs, then fully open 
the throttle to full power, 15000 RPM and ensure the 
minimum torque has been achieved. Check that the TGTs 
are within the limits, and that the Prop Below Lock and 
Flight Fine Unlocked lamps have extinguished.  Do not 
open the throttle too rapidly, or with the F4 key, as 
there is a danger that the Autofeather system will 
operate if sufficient power has not built up before the 
throttles are fully forward.

When a positive rate is established, retract the 
undercarriage. Climb out initially at 125kt to the 
acceleration height, Ha, usually 400ft above airfield 
level, then reduce power to 14200 RPM, (max continuous).
Adjust pitch to maintain initially 140-150kt. Complete 
the After Take-Off and Climb checks. Once established 
in the climb, the Fuel Trimmers should be set to give 
the recommended 730C TGT. Complete the After Take-Off 
and Climb/Cruise Checks, paying particular attention to 
ice protection.
 
CRUISE
    
Cruise power should be left at 14200 RPM, TGT trimmed 
to 730C and the airspeed allowed to build up.
During the cruise the HP Cocks should be moved back one 
position from Lock Out to Open, and check that the 
Cruise Lock lamps have extinguished.

DESCENT

At top of descent, set the pressure controller to 
airfield elevation. 

The aircraft can be descended initially at high speed, 
at 1500fpm with the engines at cruise power. The 
engines can overheat when the throttles are retarded as 
well as when accelerating , therefore the Fuel Trimmers 
must be set to full decrease, 0%, before the  power is 
brought back.  As the speed approaches 220kt, reduce 
descent rate or reduce power to around 11000 RPM. 
Torque should not be allowed to drop below 60psi to 
ensure the layshafts are loaded. 

APPROACH & LANDING

Ensure that the HP Cocks have been returned to Lock Out 
and that the Cruise Lock lamps are on. For an ILS 
approach it is desirable to be level at approximately 
2300-2500ft, at around 140kt . As the glide slope 
deviation pointer on the HSI approaches the centre of 
the instrument, select flap 16  and undercarriage 
down.  Complete Approach Checks and set fuel trim for 
destination airfield. Once established on the glide path 
select flap 26  reducing power as required (120-140 
PSI approx). Complete Final Checks. Gradually reduce 
speed to Vat + 15 kt. Select flap 40 at about 400ft aal
and reduce speed to reach the threshold at Vat. On 
touchdown, close the throttles and ensure that the prop 
lamps are all on.  If the lamps do not come on, under 
no circumstances may the throttles be opened as 
instantaneous turbine burnout may occur.

CLOSING DOWN

On stand apply the parking brake and check the throttles
are closed, allow the TGTs to stabilise and close the 
HP Cocks. Turn off all the Booster Pumps and complete 
the Shutdown checks. 



EMERGENCY PROCEDURES

MANUAL FEATHERING
Should the need arise to shut down an engine in flight:

1.HP Cock.............................TO FEATHER
2.Feathering Button...................PRESS IN
3.Throttle............................CLOSE

AUTOMATIC FEATHERING

The Autofeather system will feather the propeller 
blades if the throttle is set to produce more than 
13500 RPM and the torque pressure is less 50 psi. If the
system operates it MUST be followed by completion of the
Manual Feathering Drill, i.e.
        
1.HP Cock.............................TO FEATHER
2.Throttle............................CLOSE


FLAME OUT
 
If propeller has not autofeathered:

1.Throttle............................CLOSE
2.Ignition............................ON (15 min MAX)
3.Booster Pump........................ALL ON
4.Throttle............................OPEN
5.Ignition............................OFF
6.Anti Icing..........................AS REQUIRED

UNFEATHERING & RELIGHTING

1. Flaps..............................UP
2. Fuel Trimmer.......................50% MIN
3. Throttle ..........................CLOSE
4. Ignition Switch....................ON
5. HP Cock............................OPEN
6. Feathering Button..............PRESS UNTIL LIGHT OUT
7. Throttle...........................OPEN SLOWLY UNTIL RPM RISES
8. TGT................................CHECK
9. Ignition Switch....................OFF
10.Throttle...........................OPEN TO MATCH OTHER
11.Fuel Trimmer.......................SET

ICE INGESTION

1.Ignition............ON, UNAFFECTED ENGINE (15 min MAX)

If Propeller has not autofeathered........FLAMEOUT DRILL
Otherwise.................................RELIGHT DRILL

LATE ANTI-ICING SELECTION

1.Ignition..........................ALL ON, (15 Min MAX)
2.PUDS..............................PORT-ON

     If Engines run normally for 3 minutes:

3.PUDS..............................STBD ON
4.Ignition.....................OFF AFTER A FURTHER 6 Min

FUEL STARVATION

Fuel Filter and/or Low Pressure lamps on:

1.Fuel Heaters.......................ALL ON
2.Booster Pumps......................ALL ON
3.LE Deicing.........................ON ( +10 & BELOW)
4.RPM................................MAX CONT. IF POSS
5.Fuel Contents......................CHECK





The information contained in this manual is based on 
Fokker F.27 data, and is for Flight Simulation use only 
and should not be considered for use with the real 
aircraft.

All brand names used throughout remain copyrights of 
their owners and are used as reference only.


Fraser A. McKay, May 2011.





