Fo waya sare ere MZTech Technical Training FLIGHT DATA RECORDER P50 AR/AV JUNE 1991 065MTech Technical Training Ft Mya Satter Tetvabay INTRODUCTION The flight data recorder system collects output parameters from external systems in the aircraft. The system stores these parameters on tape for incident investigation by the airworthiness authorities. As an option the system includes a mini Aircraft Integrated Data System (mini AIDS). The mini AIDS stores the parameters in non-volatile memory for maintenance purposes. DESCRIPTION The system has the following components: - a Flight Data Acquieition Unit (FDAU) - a Digital Flight Date Recorder (DFDR) - or an one axis (vertical) accelerometer - an Underwater Locator Beacon (ULB) = a test switch and two fault indicators on the maintenance and test panel - 8 FDAU TEST connector on the maintenance and test panel for a date collector unit Flight data Acquisition Unit The FDAU collects the analog, discrete and digital outputs from externa! systems. The FDAU can operate in different system configurations. In each system configuration the FDAU uses a limited number of parameter inputs ‘The parameter inputs processed by the FDAU depends on: = an open or grounded ICAO/ (ICAO. = GND) ‘The FDAU collects the following parameters: 50 AF/AV JUNE 1991 ficeeestor Toray MTech Technical Training System hook-up 50 AF/AV JUNE 1991 067MZTech Technical Training ws Tectnacay ‘The digital light data recorder ‘The DFDR records the parameters collected by the FDAU on tape. These parameters are: Moepending on the ICAO strap input the parameters shown in the ICAO column or the ICAO + FAA column e = in ‘addition the parameters shown in the mini AIDS column when the mini Alps is installed (The exception is the AC ident because this input is only used in the mini AIDS and the AC ident is not recorded on tape). The DFDR records the infornmtion received from the acquisition unit on an endless tape. This tape contains the last 25 hours of data. the DFDR location is in the tail of the aircraft to increase the chance the recorded information is evailable after a crash landing. The housing of the DFDR is orange and has two white fluorescent stripes. This color and the stripes pake it easier to find the DFDR after a crash landing. An underwater locator beacon installed on the DFDR transmits audio signals in case the aircraft crashed in the water. This beacon makes it easier to find the recorder under water. The (vertical) Accelerometer The (vertical) accelerometer detects and measures the accelerations of the aircraft. The location of the (vertical) accelerometer isin the mid cabin (center of gravity of the aircraft) under the floor. om FAULT. ANNUNCIATOR Avionics SWITCH PANEL) P50 AP/AV JUNE, 191 068MZTech Technical Training wv. Aya Sajitor Toervotcay sR CONDITIONING COwPARTHENT Secess PaneL test COnmecTOR eo 'NOIeATOR FSO AF/AV JUNE 1991 069MgTec Technical Training fo: Matra Seto Toctoaboay cauTiON INDICATOR INpUT FAULT InoICATOR Foau FAULT : INDICATOR Em. F50 AF/AV JUNE 1991 070MZTech Technical Training a ae OPERATION The FDR comes {in operation when one of the fuel levers is moved from the shut’ position or when the test switch is in TEST. During flight the ground flight switch takes over the function of the fuel lever switches This means that the FDR is always in operation during flight. Power supply VOC TEVA Test © A none [see eee + +0 Tanienance © Test PANEL 7a P50 AP/AV JUNE 1991 onay Sarr Teta Technical Training MZTech Vertical Accelerometer Vertical accelerations are recorded to have information forces An accelerometer is @ transformer which has the primary windings mounted in springs. The spring forces keep the windings in the neutral position vhen there {s no acceleration. When there is an acceleration, the primary windings of the transformer move up or down which causes a change in output voltage (AC ratio) of the secondary windings. This signal is given to the FDAU for recordings by the FDR about the “Gc” vertical accelerometer diagram — Foau REGETEROME TER 50 AF/AV JUNE 1991 iTechnical Training Monitoring A bite circuit in the FDR checks the validity of: = the input signals ~ the recorded information = the computer = motion control 1€ che BITE circuit detects a, fault the fault annuniciator on the front panel of the DFDR comes on and the valid output goes lov. The FLT REC FAIL light comes on when the FDAU or the FDR is invalid. In normal operation valid , voltage energizes @ relay in the instrument switching unit. When the valid signal disappears the relay de-energizes and & ground is given to the integrated alerting unit (IAU). At this moment a level 1 warning is generated and the FLT REC FAIL light on the avionics panel comes on. The TAU is armed when the voltage for AC bus 1 and the emergency bus 1 is available. Non-letched indicators on the maintenance and test panel turn from black to white when the FDAU or DFDR ie invalid. FLT REC Fatt av 00) Levelt ronu | ron ‘cosy |_ ann] [o_o 4d lene os or s WaMTeWance AND TEST PANEL ae ee a ALi vauo fom Tt P50 AF/AV 073 SUNE 1991Technical Training Test The and FDR MTech oon comes “in operation when you set the TEST switch on the maintenance test panel to the TEST position. On the overhead panel the FLT REC FAIL Light comes on if a fault is detected in the FDAU or the FDR. Test switch operation and location TVA) | [ae Teste For Woumienance © NéST PANEL wo. 1 oe. ron a | voer BY ® isu Fur So-3 160078 0 88% 6 =" 0 O “oe “o~ OO ° °° oo P50 AF/AV JUNE 1991 74Mz Technical Training MyTech CLOCKS 50 AB/AV UNE 1991 075,Technical Training INTRODUCTION The electronic clocks show the pilots the Greenwich Mean Time (GMT). The clocks can also measure the Elapsed Time (ET) to start at a specific event, for instance takeoff. During the ET measurement the pilot can use the chronometer (CHR) function to measure the duration of shorter events. The controls are on the front panel of the clock. Each clock can give electronic GMT outputs to other systems in the aircraft. When the aircrafe is on the ground and you switch electrical power off the clock continues to operate on the aircraft's batteries although the indication switches off DESCRIPTION Each system hi ‘There are two clocks in the aircraft =a clock on the main instrument panel =a remote chronometer control switch on the aileron control wheel In addition to the visual indications each clock has two ARINC 429 output busses. Each bus transmits the following labels: | LABEL | 1 ws | 1 | | “I+ | Time, cur | | time, cur | 150 | Equipment identification | 377 Glock 1 gives this information to: = Flight data recording system The remote chronometer control switch hes the same function as the CHRO control switch on the clock's front panel. foseonowe ren cmon €) Servmeser SENeRESET P50 AF/AV JUNE 1991 076MZTech Technical Training Fo ney Seater Tcrwacay (cam FusH-auTTOW First push: Ting alarFe "Second push: Tinmng stop PFE puch biaplay resets] ieee Fm TaRTE SPAT x [ETZCHR DISPLAY. COREE POWTER k SC irae) Tonos anlar makes one 3» EABOY 0S ties cron ne BPR Be Aa acon TEA] | Bes ours and mutes Ey NOTE:ET function continues er couarer seecrbR aN GATE CORR SUTTER BOW | Navas apravg ig LEN Ratha i ssh: Timing starts coal pasks Tota alope. ea puch Dieglay esate *0. Tero [ores wien sass eaesee tne i Shows see e 50 AF/AV JUNE 1991 wMTech ™ncwawa, s4-91/32/51 vue navigation sanerance Yang Table of contents 1. INTRODUCTION 1.1 VOR Principle 1:2 ILS Principle 113. MB Principle 2. DESCRIPTION 2.1, Outputs 3.) OPERATION 3.1 Power Supply 3.2 Frequency Tuning 3.3. System Identification 3.4 VOR Operation 215 ILS Operation 3.6 MB Operation 3:7 Monitoring 4. MAINTENANCE INFORMATIOR 4 Test 5S. suMMaRy 9984/1 = 36-31/32/51, code 4002| ‘34-32/22/51 VEF NAVIGATION MgTech ‘TRAINING MANUAL anenance Tang 2. INTRODUCTION lateral guidance in atrvay flights or The VHF navigation system gives In addition it giv lateral snd vertical guidance in the approach. distance information to the runway at fixed points. ‘The ayatem uses the following ground stations: ) Beacon for lateral guidance in airway = the TLS (instrument landing system) beacons for lateral and vertical guidance during the approach, = the MB (marker beacon) for distance information to the runway. The VHF navigation system gives signals to indicators in the Amstrument panel for a visual presentation of the guidance signals An 1.1 VOR Principle ‘The VOR operates in the frequency range from 108.00 - 117.95 Miz. The VOR beacon is a ground station that transmite signals in all directions (omidirectional), ve call these signals radials. The transmitted ‘radiale all contain different information which makes it poseible to separate the radials from each other. The VOR beacon transmits the fire: radial in the direction magnetic north of the station, we call it the zero degrees radial, Every radial ‘that follovs is on the right-hand side of the previous radial which makes the VOR beacon looks Like a compass card. VOR beacon Faoa ‘ee 1998/1 Fokker 50: 34-31/32/52 vus-424-2 code 4001, Page 2| MTech TRAINING MANUAL | 34-31/32/51 VHF NAVIGATION ancenance rang ‘The VOR beacon transmite on its carrier frequency two modulation signale, a 30 He reference and» 30 Hz variable signal. The radial is measured from the difference in phase between the reference and variable signal. The 30 Hz reference signal always has the same phase whatever the aircraft's position is with respect to the station. ‘The phase of the variable signal varies with the aircraft's position. ~ automatic VOR The automatic VOR m bearing. Rearing is the opposite direction of the radial on which the aircraft is so we find the bearing when we add’180 degrees to the received radial. EPIS and RMIs show bearing. eures the direction to the station which we call Bearing 1998a/1 Fokker 50: 34-31/32/51 code 400"MTech TRAINING MANUAL 238-51/32/52 suP Raviearzon ranenanee Tala = Manual VOR Manual VOR gives information about the aircraft’ .cted Line (course). postible to fly in a atraight Line when we follow one of the radiale of a VOR beacon. In manual VOR we inform the system, manuslly by means of a course ection, of the radial we want to follow. ‘system now measures the difference between the the received radial, we call this difference deviation. deviation from ‘lected course and DEVIATION = RECEIVED RADIAL - SELECTED COURSE (angular). 12 Deviation e CORSE oo 50-34-60318 Fokker 50: 34-31/32/52 VMS-414-2 1984/1 Page & Gade 4001MTech TRAINING MANUAL ‘34-31/32/91 VHP NAVIGATION alperanee Tang ~To/ from Also measured from the difference between received radial and selected course is the information that the aircraft flies to When the angular difference is lees than 90 degre avay from the station and when this angle is more than 90 degr: aircraft flies to the station. xr from the station. ‘the aircraft flies The navigation display shows selected course, deviation and to-from information. To-from osraaes seuccreo 50-34-60328 NOTE | NS UNE NOT AUS THE TORO BORDER NE 1998a/1 code 4901 Fokker $0: 34-31/32/51MgTech TRAINING MANUAL | 34-31/32/51 YEP RAVIGATION aloanance Tran 1.2 ILS Principle The IS givee lateral and vertical guidance in the approach to « runway. The system uses two radio signals: = the locilizer for lateral guidance = the glidesiope for vertical guidance. The locelizer signal cones from a transmitter located at the end of the yunway that operates in the frequency range from 108.009 - 111.95 Miz. The localizer transmits two beans one on the right sido of the runway center Line and one on the left side of the runway center line. The beam on the right oide hae a 150 He modulation, the one on the left side has a 50 Hz modulation. When the aircraft flies over the extended center Line to. the rumay it receives both signals at an equal strength. When the aircraft deviates from the center line there is a difference in modulated signal strength. The system measures the deviation from the center line by comparing the strength of these 90 He and 150 He modulated signals. The glidesiope signal cones from a transmitter at the beginning of th. runway that operates in the frequency range from 329.3 Miz to 335 Mhz. The glideslope traneits two beams to give vertical guidance over the glidepath. The glidepath has an angle of approximately 3 degrees. The glideslope beams are just like the localizer, modulated with 90 Hx and 150 Hz. The 90 Hs modulated beam is above snd the 150 ix modulated beam ie below the 3 degrees glidepath. The systes measures the deviation from the difference in signal strength between the 90 Hr and 150 Hr modulation signale. The navigation display shove localizer and glideslope deviation. Fokker 50: 34-31/32/51 VNS~41A-2 1998A/1 Page 6 code 4001MgTech TRAINING MANUAL 34-31/32/51 VP NAVrOATTON snenance Training Localizer principle tec ee fe eats tocauzen w 28 Glideslope principle sunestore ante 9984/2 Sees Code 400 3431/32/51MTech TRAINING MANUAL 24-91/32/52 VHP NAVIGATION aecenance Waning 1.3 Marker Beacon Principle The marker beacon system giver information about the distance to the runway. ‘There are three marker beacon at fixed distances from the runway. They are’ called the outer, middle and inner markers. Each marker has its own modulation signal while their carriers have the same frequency (75 “hz) = The outer marker hae a 400 Hz modulation. = The middle marker hae a 1300 Hz modulation. = The inner marker hae 2 3000 Hz modulation ‘The inner marker is also in use as airvay marker. EFIS displays aircraft passages over the markers and in addition the audio ‘tone can be heard. Fokker-50: 36-31/32/52 VNS-414-2 998A) Page 8 Code 4001MgTech TRAINING MANUAL 34-31/32/51 VHF NAVIGATION ncenance Tain Marker beacon principle ro9sa/2 Fokker 50: 34-31/32/51 Code 400 PaveMTech TRAINING MANUAL aneeranc Trang 2. DESCRIPTION ‘The Fokker 50 has two independent VEF navigation systems. Fach system hast = a control panel D-423A, = a NAV receiver VW-422B ‘The antennas for both systems art = 8 VOR-LOC antenna Dine -45-2 glidesiope antenna s-41422 =a marker beacon antenna — $35-1000-1 Each VHF navigation receiver has its own control panel, once you switch on a system it gives bearing, deviation and marker signals. EFIS and the EMI give a visual presentation of the signals from the NAV receiver. The systema which make use of NAV receiver get their data through the symbol generator of the EFIS. With the pointer select switches you can pointer: For frequency selection there ie a fixed relation between NAV stations sn“ DME stations. The NAV receivers tune the DMB system. The DME syste Anterrogates groundstations for distance information. signals come from the flight mode panel where we find two course selector knobs. ‘Audio output signale go to the audio integrating system and give the crew the possibility to listen to station identification tones. yet ADF or VOR for the EMT 2.1 OUTEOTS The NAV receiver hae digital ARING 629 outputs to external systems. ‘The Labels of the digital information are: ! I | VoR/Iis frequency | DME frequency | Localizer deviation I I Glideslope deviation Fokker 50: 34-31/32/51 YNS-41A-2 1998A/1 Page 10 code 4001MgTech TRAINING MANUAL | 34-31/22/51. VaF NAVIGATION encenaoce Tesnng 2 OPERATION Power for the syste comes from a 28 V DC bus (ref. Chapter: 24 Electronic Power Distribution). A heater in the control panel brings the display to the correct operation temperature. On the control panel are: = 8 display = a combined function selector knob and frequency transfer button sre ge FINDING (ADF) SYSTEM ZX ae s RADIO MAGNETIC INDICATOR ‘CONTROL Pat s0-3e-4ni6 0294/1 DYS-43-1 Fokker 50: 36-53, Code 4002 Page 5MgTech qramincmanua, | 94-58 surowere omecrson Feces, FINDING (ADF) SYSTEM arnconance Trlnng ADF system - components ADF RECEIVER o ADF ANTENNA rena ADF 2 ANTENNA OF Fokker 50; 34-53 DFS-43-2 2029A/1 code 4001 Page 634-53 AUTOMATIC DIRECTION 1 MTech tanwemanva, Se oa We severance Yang 3, OPERATION 28 V DC and 26 V AC supply the aystem (refer to chapter 24, Blectronie Power Distribution). the active acre Fazaueney FREQUENCY PMUNCIA TOR svsten sranooy unaen |—Facauencr (aoe acauency | wore 7 wave nae RansreR }j— “ns “ setecron euncrion emcavency Setector Sttecron so-atone ‘the operational modes. The operational modes are ANT (antenna), ADF, BRC (bearing), BFO (beat frequency oscillator) and TST (test). 3.1 Mode Selector oFF aur BRE Bro Removes the electrical pover from the system. ‘The system operates. The display shows the last selected frequencies and applies Adentification tones to the audio integrating eyeten. ‘The ADF receiver operates as a broadcast receiver. The bearing pointers park at 90°. The system supplies the RMT and EFIS with relative bearing. IE the station is lost for 7 seconds, the pointers park at 90° The lower half of the display in the control panel shows the magnetic bearing to the received NDB station. The system i still in the ADF mode. Same as the ADF mode and a 1000 He oscillator in the receiver adds @ 1000 Hz tone to the audio output (for CW-atations). 20294/1 Code 4001 Fokker 50: 34-53 Page 7MTech rawwewawa. | 24-59 avrouarie pinuoriox WEL FINDING (ADF) SYSTEM angerance Trang 3.2 rst 1. The bearing pointers park at 90°.(3 o*clock position) 2. then the letter L with a number (refer information). 3. When you push the WHOLE/HALF kiiz button the lower half of th display and the bearing pointers show the relative bearing. A/heater in the control panel keeps the display at the correct temperature. ‘The display has two numerical readouts. The upper half chows the active frequency. Depending on the position of the function selector the lower half shows: = ANT-ADE-BEO = the standby frequency = BRS. = magnetic bearing = Test = the letter L with number = TEST + W/H button - relative bearing When the system is defective the display shows: 3 dashes or FAIL 1 to 6. Frequency Selection With the large frequency selector knob you change the frequency in 100 kif” steps and with the small knob in 1 kilz steps. However, if you monentaril push the WHOLE/HALF kiiz button a decimal point and e digit add to the display. The small frequency celector knob now changes the frequency in 0.5 Kil steps When you" push the WHOLE/HALF kHz button once again, this ewitches off the decimal point and the digit. The small frequency selector now changes the frequency in 1 kllz steps, When you turn the frequency selector knobs, the standby frequency changes. The lower half of the display chows the standby frequency. This frequency becomes active when you push the frequency transfer button. Tt is possible to select the frequency between 100 and 1899.5 kil. If yo select a frequency outside the norml range (190 to 1860 lic), the frequency display flashes. The manufacturer does not guarantee performance when you operate the cysten on an out of range frequency. When you push the frequency transfer button for 2 seconds, the standby frequency display goes out. This allows you to change the active frequency with the frequency selector knobs. When you push the tranefer button again for 2 seconds the standby frequenc’ comes back. I€ you push the transfer button for 7 seconds or more, the receiver tunes to ite lowest frequency, 100 kis. Selection of the marine distress frequency (2182 Kilz): Turn the large frequency knob one detent clockwise from 18 and 2100 shows in the display. Then turn the mall knob one detent clockwise and 2182 shows. For fine tuning (2181 to 2183 kiiz) turn the small frequency knob. Fokker 50: 34-53 DPS-43-1 2029/2 Page 8 code 4002a, 253 avon 5 Mg Tech Tanincmanua O88 ENDING (ADE). SYSTEA nS 44. MAINTENANCE INFORMATION ‘The system monitor circuit in the receiver gives outputs to the lower half of the display to show a fault (refer to monitoring 3.5). fea Test Select a valid NDB frequency and put the function selector to 7ST. ‘The following happens: ‘The bearing pointers go to the 90 degrees park position. In the frequency displey the word PAUSE shows for several seconds b followed by the Letter L with a nusber. The Letter L with the number shows the loop to sense ratio. L 10 to L 17 means a good ratio. A very low or very high number meat a faulty system. © TE you push the WHOLE/HALF kz button the bearing pointers show relative bearing to station. The same relative bearing is shown in the lower half of the display. 20294) DFS=43-1 Fokker 50: 34-53 code 4001 Page 13WES FINDING (ADE) SYST ancora MTech TRAINING MANUAL 24-52 ausouanre DrRecrroH 5. SUMMARY aansreR swirei] [ACTIVE FREGUERY AwwoNEATOR) — [OSPLY standby to active] [SYSTEM ANMUMCIATOR. Geeta aT shows the frequency in vee Active freuen] [ar'stem far system 2 fruncrion sevecToR 1 pisruay Lower Pant] OE System af stand tegen to station icent af Ov, station. 1st Pointers 30° [enOLE7 RACE we GuTTOW = Salt tach 055 ke steps (Facavency sexectom Gorge Keab 100 wr 7 aia so.3e-121 Saat keob (bee 7 step Fokker 50: 34-53 DFS-43-1 20294/1 Page 14 code 4001MgTech TRAINING MANUAL WaincananceTratang "34-56 RADIO MAGNETIC INDICATOR Table of content rnreopucrioN 2. DESCRIPTION 2.1 RME Inputs 3. OPERATION 3.1 Heading Tadication 3:2 Bearing Indications 3. 3.3 Pointer Selector Unit 3.4 Monitoring 4. MAINTENANCE INFORMATION 4.1 Test, 3. SUMMARY 2001/1 Fokker 50: 34-56M4Tech TRAINING MANUAL ES 3-56 RADIO MAGNETIC INDICATOR tino 1, INTRODUCTION ‘the Radio Magnetic Indicator (RMI) is an electronic/electric instrumen that gives indications for various navigation systems. ‘The RMI gives the following indications: = magnetic heading from AHES = bearing from VORs and ADFs. ‘The RMI also gives flag indications for its display functions. RME 732 2oo1artMZTech Tmmnnemanua, | 34-56 RADIO MACNEREE HHDrCATOR alacenance Tataeg RYE hook-up diagram ea ws ea 2oo1ast Fokker 50: 34-*MgTech TRARINGMANLAL | Ya snes 34-56 RADIO MAGNETIC INDICATOR, incenance eg INTENTIONALLY LEFT BLANK Fokker 50: 34-55 RMT-733 2014/1M4 Tech tanncmanva. ly Hi 34-56 RADIO MAGNETIC INDICATOR alncenance Talnng Locations of components in the flight compartment POINTER. SWITCHES d° Q 2oo1asi Fokker 50: 34-"MTech TRAINING MANUAL 34-56 RADIO MAGNETIC INDICATOR ancnance trang 3a 3.2 OPERATIONS. The radio magnetic indicator becomes operative when there is 115 V AC on the aircraft busses. Heading Indications ‘The heading information for each RMI comes from a primary or an alternate heading source. A ground on the alternate select input selects the alternative heading source. The ARINC label for magnetic heading (320) or true heading (314) controls the movement of the compass card through the servo system. The abse ce of = ground on the true/magnetic selection input comands the MM to use magnetic heading (Label 320). fearing Indications ‘The bearing information for both pointers im each RMI may come from VOR a” ADF. A ground on the ADF/VOR select input for a pointer selects VOR bearir, for that pointer. This ground comands the bearing calculation circait to use VOR bearing (ARINC label 222) for pointer positioning. When there is no ground at this input the bearing calculation circuit uses ADF bearing (ARINC Label 162). Fokker 50: 34-56 RMI-733 2014/1MZTech TRAINING MANUAL Mincenance Trang 34-56 RADIO MAGNETIC INDICATOR RMT indications Luseer LINE BEARING POINTER % COMPAS canD Bearing PoinTeet zo01a/2 Fokker 50: 34-' MgTe ch TRAINING MANUAL 34-56 RADIO MAGNETIC INDICATOR ateenance taining 3.4 Monitoring In the RMI are 3 monitor circuits, which monitors the heading, bearing and bearing 2. The monitor circuit monitors: =the power supply = the presence and validity of the ARINC 429 input = the operation of the servo function. T€ the monitor detects a failure or if the ARINC input is “no computed data” the red flag ehows and the pointer stops. 4. MAINTENANCE INFORMATION 4.1 Test oa the maintenance and test panel is an EMT test switch which supplics « discrete to the BMI. The indicator eelf-test display indicator shall be as follows: ~ Heading 1. Compass card moves 22.5° at lubber Line 2. Failure indication (flag) for 4 to 8 seconds. Bearing 1/2: 1. Poimter moves to either 135 (ADF mode) or 315 (VOR mode). 2. Failure indicator (flag) for 4 to 8 seconds. Fokker 50: 34-56 RMT-733 2014/1MTech wmnnomawua. | sto um wears pers antenace Tang 5. suMMaRy Actor Swrnches vor] fiver} ELECTOR SWITCHES. sett VOR t or =e I Fseiect VOR 2 OF bearing for AO? bearing for fhe bearing pointer 1 = fre bearing peinter 2 pe = 200141 Fokker 50: 34-5MgTech TRAININGMANUAL ) 4,35 nanio wacnerze moxcaToR ancenance tating [areca Fa |-gever sunpy fate [Internat RA ature, T EKaINe PORTER 1 Shows VOR tr ADE] Bearing in ace of fature er stops (Renmin POMTER T FLAG trea] Seg PTR RAG [Shows in case of ous In cage [VaR or ADFT faire vOe 2 ar ADE"? taare ret Supaly iere \faterad Ria’ tsture real Ret ake ing (ature creasing Faure Fokker 50: 34-56 RME-733 2014/1