Da Fokker MCM

CONTENTS Caption 1
Rev.
1 CONTENTS
1 CONTENTS........................................................................................................................................................2
2 GENERAL INFROMATION - MULTICREW.......................................................................................................3
3 FLIGHTFLOW – NORMAL PF/PNF PROCDEURES......................................................................................13
4 BRIEFINGS......................................................................................................................................................25
5 ADVANCED FUNCTIONS IN MULTICREW....................................................................................................29
Document Revision:02-0407
Digital-Aviation | Fokker 70/100 | MCM Page 2

GENERAL INFROMATION - MULTICREW Caption 2
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2 GENERAL INFROMATION - MULTICREW
2.1 CONTENTS
2.1 CONTENTS.....................................................................................................................................3
2.2 MULTICREW IN FLIGHTSIM..........................................................................................................3
2.3 FLIGHTSIM SETUP.........................................................................................................................6
2.4 STARTING A CONNECTION..........................................................................................................9
2.5 ONLINE FLYING USING SHARED COCKPIT.............................................................................11
2.2 MULTICREW IN FLIGHTSIM
Connecting two Add-On Panels via Internet to one single shared cockpit is something quite new in the
Flight simulation community.
So hardly no one can imagine the atmosphere, the great and real experience this feature can give you.
But also, no one knows about the personal requirements, the procedures and the difficulties this
feature brings with.
First of all and the most important thing is:
SHARDED COCKPIT operation increases workload on you initially, because you have to train yourself
doing things quite different as you did it the last years flying alone with your Sim.
Together with a very authentic and sophisticated simulation of a Fokker 70/100 aircraft, your first step
before using shared cockpit function, is to get familiar with the cockpit and the aircraft.
If you have an real expert flying with you it would make sense to do a shared cockpit flight and let him
explain the cockpit to you, special functions are added for that case.
But else try out the aircraft alone and when you have enough flights on it to be able to understand and
use the important systems as FMC, AFCAS and so on. You need not to be the absolute expert but
basic, stable flying and system operation should be accomplished.
When you are once so far you can get one step further, but you are still alone in the cockpit:
Flying together means to follow several procedures, first of all defining who is finally flying the aircraft.
One of the two pilots is pilot flying(PF) the other one is pilot monitoring or pilot not flying (PNF).
The PF (pilot flying) has fully controls over the aircraft, he defines what is done when, without
exceptions. He has the last word on all things concerning the flight operation, i.e. Navaid tuning ,
approach and so on.
The PNF(pilot not flying) assists the PF in a defined manner.

GENERAL INFROMATION - MULTICREW Caption 2.2
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Of course the PNF can give proposals and suggestions, but anyway the PF has to fly and so
finally he made the decisions. And the PNF has to follow the PF instructions.
!
For a general rule it is like this:
The PF controls the aircraft, so he flies, navigate and operates the panel. The PNF
does nothing without command of the PF, except some small actions not having effect on flight
path (described later on).
If the PF is flying manually/taxing he will command system operations to the PNF, autopilot settings for
FD for example, FMC inputs etc.
If autopilot is engaged PF is operating systems himself.
Normally the PNF does nothing flight relevant without the order of the PF.
But the PNF can operate systems that do not have direct affect on the flight path and the aerodynamic
behavior of the aircraft without command of the PF.
For example the Anti ice and the Lights and of course the systems for the PNF side, clock, ND View
Modes etc.
!
But now comes the most important thing ever:
Whenever a pilot, no matter if PF or PNF, does any action, he has to call it out. Nothing is
more important than the other pilot knows what you are going to do.
So when you extend Landing Lights call a short "Landing Lights On" and the the other will confirm
"checked". Keep that for all actions you do, in the Flight Flow you can see much more call outs.
Same when a PNF gets a command from PF always acknowledge it.
PF: "ALL ANTI ICE ON PLEASE"

PNF: "ALL ANTI ICE ON" when done...
Do that for everything you do, especially when you do not sit in the same physical cockpit its very
important that the other knows what you are doing. If you operate a switch on a sub panel the other
pilot can't recognize it immediately. But a call out of that action briefs him.
So that stuff has to be learned, you should get in the state to automatically call out things you do. Train
that in flights on your own.

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Further on look at the flight flow in chapter 3. This describes all actions done by either PF or PNF,
describes procedures for the whole flight. Read through this flow, read checklists and understand what
to do at each item.
Now do flights on your own and try to follow all actions once as PNF and once as PF as correct as
possible. When you are once able to do a flight based on this flow, and you really call out every system
you operate then you may have the first try with another sim pilot (with the same skills on Multi crew
procedures).
!
One little word to the checklists:
Normally reading checklists is just a check if items are done correctly, the items are done before
reading the list.!
.
So do all items before and then when ready do the checklist together with the other pilot.
For a general rule PF requests a checklist and PNF reads item by item and PF checks it. After doing
the last item PNF calls the checklist complete.
PF: "TAXI CHECK PLEASE"

PNF: "NAV/PROF"
PF: "ARMED"
PNF: "ATS"
PF: "ON"
PNF: "TAXI CHECK COMPLETED"
More difficult than handling the aircraft is handling your partner:
A very important factor for a successful and enjoyable multi crew flight, is to be keep a friendly and
respectful atmosphere in the cockpit. Try to be very polite and keep a needed personal distance to your
flying partner.
If your are PF, the PNF is not your slave doing every thing you want, ask him in a polite manner to do
things. The one or other "please" and "thanks" would be really nice. If you are PF you are not the chief
there, you are responsible for flying, and only thats fully up to you.
On the other hand if you are PNF and maybe the much more experienced sim pilot, you are not in the
position to overrule the PF. PF flies, you monitor. Try to do suggestions in a very respectful and
distanced manner.
And whoever is the more inexperienced pilot, be open to learn new things!

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2.3 FLIGHTSIM SETUP
Connection setup is very easy. One of the pilots creates a situation on a airport on ground, and save it.
Send the Files flight files to your partner (both *.flt and *.wxr to have the same weather). You can find
these files in "Your own files\Flight Simulator Files\" for FS9 and "Your own files\Flight Simulator X
Files\" for FSX.
Example:
If you save it as "Intercon" in FS Save menu then send the Intercon.flt and the Intercon.wx files to your
partner. This partner should then place the files into the same location "Your own files\Flight Simulator
Files\" and load the flight from the menu.
Then you are at the same position with same aircraft and flight setup. Beside using th wax file you can
of course use Active Sky or other online weather tools no matter, there is no really need for using same
weather. But of course it is more realistic. Use the same sceneries as long as possible, especially
because of runway centerlines and Navaids. In some sceneries Navaids are missing and ILS courses
may be different.
Now open FMC(click spot or Shift+9) and go to the REF INDEX (1) page. There press the LSK6R(2) to
enter the INTERCON setup page.

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YOUR MODE Connection Mode, press LSK to toggle between SERVER oder CLIENT mode.
LSK1L Server/Client has no effect on Multi crew positions its just a technical need.
IP ADDRESS If you are CLIENT enter the Internet IP address of your partner here, or leave
LSK2L blank if you are SERVER.
PORT Enter a Port number here, defaults to 999. Both pilots must use same Port
LSK3L number.
CONTROLS Select and displays Controls status. It states if you have controls(PF) or not
LSK4L (PNF). If you have no controls you can get them by pressing on the LSK4L, if
you already have them pressing has no effect.
STATUS Connection Status, states what your current state is, can output errors here.
LSK5L DISCONNECTED: you are disconnected
WAIT FOR CLIENT: wait for a client to connect (SERVER mode only)
CLIENT CONNECTED: a client has connected to you (SERVER mode only)
BINDING ERR: network err, try again to connect/serve (SERVER ONLY)
SERVER CONNECTED: you have connected to SERVER (CLIENT mode only)
CONNECT Connect/Disconnect toggle, press LSK to connect/serve or disconnect an

LSK6L existing connection

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MODE Multi crew Mode, NORMAL means normal 2 Pilots connection, Sub panel and
LSK1R Kneeboard openings are not shared. TRAINING means Sub panel and
Kneeboard openings are shared. Press on LSK to toggle.
MP IGNORE TCAS Ignore ID for Multicrew Online Flying, see chapter for online flying
LSK2R
RESPONSE TIME Connection timing, should be in range up to 200ms (average) the less the
LSK3R better. Its not only a TCPIP delay its also Framerate depended.
ISOLATION Isolation mode toggle. Normally it must be OFF. If Isolation is ON it means that
LSK5R switch states are no more synced for the cased you get somehow out of
synchronization. If i.e. you get disconnected from Internet whilst the other pilot
operates some switches and you reconnect again you are out of sync.
Switch ISOLATE to ON then and bring switches into the same state as the
other. Then switch isolate to OFF again and continue as normal.

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2.4 STARTING A CONNECTION
Server:
The Server has to determine it's Internet IP address, which can be obtained here:
http://checkip.dyndns.org
If you are connected to Internet via a local network and a router you have to enable a port forwarding to
your local machine. That must be done in the router setup, use the port number thats set in the FMC
LSK3L. Detailed information about port forwarding for many routers are described here:
http://portforward.com/default.htm
Send the IP Address to your partner (Client)so that he can enter it into his FMC.
As long you do not change the port number, no setup has to be done for Server, simple press LSK6L
and you get that state shown in picture below. Your Panel waits for the other pilot to connect to your IP
Address.
Server FMC waiting for client

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Client:
You have to press LSK1L initially to get into the Client mode. Enter the IP Address of your partner into
the Scratchpad via the keyboard and select it by pressing LSK2L.
Make sure your partner has already setup this page and his panel is already in the “WAITING FOR
CLIENT” mode.
Then press LSK6L to connect.
Client already connected to server
As soon as the status line shows connected and the LSK3R shows a value in ms you are connected
and ready to go. Check on both sides if Isolation is surly OFF and the PF should overtake controls to
his side.

Rev. 02-0407
2.5 ONLINE FLYING USING SHARED COCKPIT
Flying Online is also possible only one pilot need to connect to the network, primary the PNF because
normally he does the communications. The other pilot can see Online traffic too, if he connects to the
partner via a FS Multiplayer session. Keep in mind, if connected via router additionally to the Fokker
Intercon Port 999 open Port 23456+23457+6073(default) for Flightsim Multiplayer, look MSFS
Multiplayer help for details.
Example:
PNF is server in Fokker with IP 192.168.1.100

PNF connects to online network with his flight number etc. lets say “AUA91L”
PF connects a Multiplayer session to PNF at the certain IP address (see image), player name “PF”,
select “Join as observer”, so that you don't see the other pilot in your view.
PF connects Intercon to 192.168.1.100 address of PNF.

Rev. 02-0407
Fokker TCAS now sees your partner aircraft as normal Multiplayer aircraft. And so TCAS would steadily
generate a TA/RA because its exactly on your position. For that reason you can set TCAS Ignore Ids in
FMC INTERCON PAGE LSK2R. In addition to our example before we have PNF connected to online
network as “AUA91L”. The PF can see all online aircrafts too and the PNF as aircraft “AUA091L”. So
the PF hast to set the ignore id of “AUA91L”, to avoid this aircraft from TCAS check.
For that enter AUA91L into the Scratchpad and select it into LSK2R. So the PNF seen as AUA91L is
ignored in all TCAS operations. Same has to be done on the other side, for PNF he has to ignore the
“PF” player since the PF has connected as that. In order too see aircraft types correctly both pilot need
to have the Online Network client and Model package installed.
For communication with your Partner use skype or any other VOIP software.

FLIGHTFLOW – NORMAL PF/PNF PROCDEURES Caption 3
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3 FLIGHTFLOW – NORMAL PF/PNF PROCDEURES
3.1 CONTENTS
3.1 CONTENTS...................................................................................................................................13
3.2 GENERAL......................................................................................................................................13
3.3 FLIGHTFLOW................................................................................................................................14
3.2 GENERAL
The Flightflow describes the interaction between PF and PNF. Some items and actions are precisely
defined including the used phrases for communication. The following table shows you exactly how is
saying and doing certain items.
Spoken words are identified as written bold and in quotes .
“150 is checked” Bold font in quotes are spoken phrases

As soon as clearance is Normal font is a description of the actual situation.
received...
➔ Read the crew at Arrow pointed text are items to do.
stations checklist
Note: acceleration altitude is These are notes good to know it the certain situation.
pilot alterable and by default
at 3000ft AGL.

FLIGHTFLOW – NORMAL PF/PNF PROCDEURES Caption 3.3
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3.3 FLIGHTFLOW
INITIAL COCKPIT SET UP

PF PNF
One of the pilots does the complete Panel setup and FMC setup. He does the COCKPIT
PREPERATION Checklist on its own. The other pilot is check weather and other stuff whilst that. It's a
good idea that the PF does the cockpit/FMC setup since he has to navigate, whilst the PNF does all
the stuff for online flying and weather checks. At this time pilots work on their own, no really need to
tell the other pilot what you are doing.
If both pilots are ready to start the flight, obtain the IFR clearance to destination and continue with the
next flow. Get your charts and prepare all the checklists/papers.
CREW AT STATIONS
PF PNF
From now on both pilots should be on position and everybody should be ready to start the flight.
Prepare for the crew at stations checklist and go through the assigned SID and TAKE OFF
procedures. PF should explain his Navaid setup and go through the take off briefing as described
here.
“Crew at station” ➔ Read the crew at station checklist.

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ENGINE START
PF PNF
Prepare for the BEFORE ENG START checklist
“Before engine start check” ➔ Read the Before engine start checklist
As soon as start up approval has been received, engines may be started.
“Start engine number 1”

“Starting engine number 1”
➔ Monitor the engine start sequence and ➔ Depress the engine starter pushbutton
call out any abnormalities. and momentarily move the start selector
to the left.
➔ Check N1 turning and call out:
“N1”
➔ Select the h fuel lever to the open

position.
“Fuel lever on”
“Fuel flow checked”
➔ Check fuel flow to be around 250 –

330kgs/hr
➔ Close the fuel lever again after 20secs
when no fuel flow is indicated or when
TGT does not rise.
“Engine light up”
➔ Check TGT rising and be ready to shut

the fuel lever in case of too high TGT
(700C° for F70 and 740°C for F100)
➔ As soon as N1 is above 20% and N2

above 47,9% and engine running
satisfactory call out:

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“Engine stabilized”
“Checked”
“Start Engine number 2”
➔ Proceed as for engine number 2 using the
appropriate starter selector and fuel lever.
“After engine start check”

➔ Read the after engine start checklist and
call out
“Ready for taxi”
TAXI
PF PNF
As the PF is taxing the aircraft now PNF operates all the switches based on PF commands. As soon
as all equipment has been removed:
“Request taxi” ➔ Call ATC and/or review taxi routing and

assist PF.
➔ Upon receiving taxi clearance check the

area surrounding the aircraft clear, switch
on taxi light, release parking brake and
apply as little thrust as necessary to start
taxiing.
“Taxi check” ➔ Read the Taxi checklist
➔ Perform full aileron and elevator travel

➔ Prepare for the departure check before
arriving at the runway

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TAKE OFF
PF PNF
When Lineup/Take off clearance has been received
“Departure check”
➔ Read the Departure checklist and call out:
“Ready for departure”
➔ Line up on runway, position aircraft on ➔ select Strobe and Landing Lights on

runway centerline. Ask PNF if he is ready when rolling onto the runway
for takeoff.
“Ready ?” “Ready !”
➔ Start take off run by advancing thrust

levers beyond the “Min TO” Position as
depicted on the scale on the throttle
quadrant and pull TOGA Triggers.
➔ Observe the FMA and check the TO – TO
“TOGA” indication in the first line.
Be ready to abort the take off at any time. “FMA Checked”
➔ Passing 80kts and after checking the

declutch of ATS call out:
“Eighty, declutch”
➔ Look at the PFD and check 80kts
“Checked”
If indication differs significantly abort the take off. ➔ At V1/VR/V2 call out:
“V1”
“V Rotate”
“V2”
➔ Upon the Vr call out, gently pull on the
elevator.
➔ Establish the aircraft in climb and follow ➔ As soon as VS indication is positive
the FD commands. “Positive Rate”

Rev. 02-0407
➔ Select the Gear lever to its up position

and as soon as all three green LG
position lights and the blue transit light is
“Gear up” out call out:
➔ switch off the taxi light
“Gear is up”
INITIAL CLIMB OUT (AFCAS MODE)

PF PNF
Following procedure is for a AFCAS departure, so not using the PROF mode before 3000ft AGL.
The first pilot that recognizes the capture of the NAV mode (if prearmed) calls:
“NAV captured” while the other answers “checked”
➔ Passing thrust reduction altitude (1500ft

AGL if not altered) call out
“Select climb thrust” ➔ Depress the CLB pushbutton at the TRP

and check ATS reclutch and actual thrust
reduction on LH MFDU and CLB
indication on FMA Thrust window.
“Climb thrust set”

➔ At acceleration altitude(3000ft AGL if nor
altered) call out
“Level change”
“Level change engaged”
➔ Call for the flaps to be retracted when

speed is at or above Flap retraction
speed which is indicated by a green F on
the speed scale
“Flaps up” ➔ Select flap lever up and check flap travel

on PFD. As soon as Flap indication on
PFD disappears, call out
“Flaps are up”

Rev. 02-0407
INITIAL CLIMB OUT (PROFILE MODE)

PF PNF
Following Procedure is for a PROFILE departure, so PROF mode armed prior to takeoff
The first pilot that recognizes the capture of the NAV mode (if prearmed) calls:
“NAV captured” while the other answers “checked”
➔ Passing thrust reduction altitude (1500ft

AGL if not altered) check if prof mode
engages automatically and call out
“Profile mode engaged” ➔ Check if CLB power is selected

automatically
➔ Call for the flaps to be retracted when

speed is at or above Flap retraction
speed which is indicated by a green F on
the speed scale
“Flaps up” ➔ Select flap lever up and check flap travel

on PFD. As soon as Flap indication on
PFD disappears, call out
“Flaps are up”
CLIMB
PF PNF
As long as PF is flying manually, so neither AP engaged, the PNF does the AP settings and all other
aircraft settings based on PF instructions. Always read back all commands the PF instructs you when
the commanded action is done. When passing through the transition level prepare for the climb
checklist
“Climb check” ➔ Read the Departure checklist and call out:

Rev. 02-0407
“Heading 123” ➔ Select Heading 123 in the Heading

window
PF shortly checks the setting of PF “123 is set”
“checked”
“engage Level Change” ➔ depress LVLCH button
“Level Change”
“checked”
“engage Autopilot 1” ➔ depress AP1 button
“Autopilot 1 engaged”
“checked”
from now on PF operates aircraft systems by himself, since he stops manual flying. But system
operation has still to be rechecked so would be like this
➔ Set 25000 in AP window
“FL250 set”
“250 is checked”
➔ switch on ENG ANTI ICE
“Engine Anti Ice ON”

“checked”
When passing FL100 switch off landing lights and if no turbulence is present switch off seat belt sign.
When reaching cruising level switch TCAS to “BELOW” mode.

Rev. 02-0407
APPROACH
PF PNF
Before reaching the top of descent (TOD) PF should do the Navaid setup for that approach and
explain the approach to the PNF. The detailed approach briefing is described here. When leaving the
cruise altitude do the descent check.
“Approach Check” ➔ Read the approach checklist
➔ When passing through 10000ft AGL turn

on landing lights, but not nose light.
➔ Descend according instructions given by ➔ PNF carefully monitors all actions and
ATC or as depicted on the approach chart calls out any abnormality.
using FMS NAV and PROF and/or
AFCAS.
Note: do not forget to call out every input done on

FMP especially when descending for the
approach.
STANDARD ILS APPROACH

PF PNF
The first pilot that recognizes the movement of a needle like ILS Localizer or Glideslope calls
“Localizer/Glideslope alive” while the other answers “checked”
➔ When cleared for approach on intercept

heading/course arm APP on FMP and
call:
“Approach mode armed”

“Checked”
➔ As soon as LOC is captured as indicated
on FMA
“Localizer captured”
“Checked”

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➔ When Glideslope is captured as indicated

on FMA
“Glideslope captured”
“Checked”
➔ Set speed according the approach
briefing or as required by ATC.
➔ Order Flaps and speed as required. Do

not select Flaps 25 before gear has been
extended. As long as AP is engaged,
speed selection my be performed by the
PF. E.g.
“Flaps 8, speed Vp8 set”

or when AP is off “Speed checked, Flaps 8 set”
“Flaps 8, set speed Vp8” or when AP is off
“Speed checked, Flaps 8 set, speed Vp8 set”
Note: Avoid too rapid speed and configuration
changes when coming close to runway. (5-6NM
from threshold)
➔ Radio altimeter shows up when passing

2500ft.
➔ Order gear down upon passing 2000ft
radio altitude and speed below 200IAS
“Gear Down” ➔ Check IAS to be below 200IAS, select

gear lever to down position and call:
“Speed checked, gear down”
➔ Once the three greens are shown on the

main instrument panel below the landing
gear lever set ABS according to the
➔ Order final flaps and speed latest upon approach briefing and arm the
passing 1400ft radio altitude and call for Liftdumpers by depressing the pushbutton
the Final Checklist below the thrust lever quadrant.
“Final check”
➔ Check gear down indicated by three
greens Check flaps in landing
configuration (25 or 42)

Rev. 02-0407
➔ Check speed set according flap setting

and landing weight
➔ Monitor PNF actions and call ➔ Check ABS set
➔ Check Liftdumpers armed
“Gear down, Flaps 25/42, ABS

lo/med/high, Liftdumpers armed”
“Gear down checked”
“Final check performed”
➔ When passing the outer marker or

substitute such as a DME distance or
NDB call:
“Outer Marker” ➔ Check both altimeters to be set to the

actual QNH and their difference to be
tolerable.
➔ As well check actual altitude vs. outer ➔ Check the actual altitude vs. the required
marker altitude Outer marker altitude and finally call
“Decision altitude 800ft set, outer marker

check completed”
“Decision altitude 800ft checked” ➔ Approximately 100-200ft before

approaching decision altitude
“Approaching minimum”
➔ Look for visual cues and report approach

lights or runway in sight if applicable
“Approach lights/runway in sight”

➔ Confirm visual cues and call out
“In sight, landing” ➔ At Decision altitude call out
“Minimum”

Rev. 02-0407
GO AROUND
PF PN
If either of the 2 pilots has any reason for a go around he should clearly call “GO AROUND”.
➔ The PF should the initiate the GO AROUND and call again:
➔ If no visual contact has been established
and reported by the PNF perform go
around upon reaching Decision altitude. ➔ Check GA GA indication on FMA and
Pull TOGA Triggers and call: check ATS sets Go around thrust.
➔ Report positive rate of climb and call
“Go around”
“Positive rate”
➔ When positive rate of climb has been

attained call for flap and gear retraction
“Flaps 15/up, gear up”

“Flaps 15/up, gear up”
➔ Switch off taxi lights

➔ Passing 1500ft AGL
Note: Out of flap 42 configuration retract flaps to
15 only. Out of flap 25 or less configuration fully
retract flaps to zero.
“Climb thrust” ➔ Select climb thrust

➔ Proceed according the missed approach
procedure. Accelerate and retract flaps as
for take off profile.

BRIEFINGS Caption 4
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4 BRIEFINGS
4.1 CONTENTS
4.1 CONTENTS...................................................................................................................................25
4.2 DEPARTURE BRIEFING..............................................................................................................25
4.3 CONTINGENCY BRIEFING..........................................................................................................27
4.4 APPRAOCH BRIEFING................................................................................................................28
4.2 DEPARTURE BRIEFING
The take off briefing needs to be done prior each departure. Its use is to clearly describe the routing
and procedures to be used during take off ground run as well as after lift off and climb out. It is the PF
task to set up all Navaids for departure. He is also responsible for the correct calculation of take off
performance and required thrust and flap setting for departure.
Below is a take off briefing for the SITNI4C RNAV SID in Vienna/Schwechat. Familiarization with its
concept serves as a basic guideline for all other airports and departure routes. EFIS and Flight mode
Panel settings should latest be done at this point and monitored by the PNF. PNF also recheck whether
departure route has been correctly inserted in FMC.
“Departure briefing RWY29 in LOWW. Cleared SID SITNI4C. Cleared altitude as depicted 5000ft.
Initial turn speed restricted to 205IAS. RNAV SID requiring use of FMS NAV Mode along
Waypoints as depicted. PROF mode remains off.
Configuration: Take off weight 40.0tons. Flaps 0, TOGA Thrust. Autobrakes selected to RTO.
Take off speeds: V1/R 138, V2 143 and Vfto 177.
Navaid setting:
VOR1 set to FMD 110.40 (which is not required for departure but set as a reference to the airport
in case of FMS Navigation is lost or a possible reland at the aerodrome of departure is
required. )
VOR2 to SNU 115.50 course 350 (also not required for departure but offering a suitable nearby
holding if required.)
ADF1/2 set to BRK 408 and WO 303 serving OM for RWY 29 and 11.
FMC Remote tuning: LH FMD 110.40 , RH SNU 115.50
Bearing distance to RWY29 for reference.”
The Navaids are primary set to all SID required Navaids, so pretune and set course to all navaids

BRIEFINGS Caption 4.2
Rev. 02-0407
describing you departure route. If VOR/ADF receivers left, or you are flying a pure RNAV departure,
start tuning navaids for a return procedure and approach to the active Landing runway at departure
airport. ILS Panel can always be setup for a return ILS as long you do not need a LOC for departure
(LOWI i.e.). Always enter the Landing runway in to Bearing/Distance field in FMC, to have a fast
information where you need to go to. You can select every runway of an airport by entering LOWW29,
EDDF25L and so on in FMC.
Be advised the “LOWW34” waypoint is then changed to “RWY34” once accepted.

Rev. 02-0407
4.3 CONTINGENCY BRIEFING
The contingency briefing shall also be done prior each departure. During abnormal situations like
engine failures, workload increases dramatically and it is of utmost importance that word is well
distributed during this critical phase. The PF briefs the PNF about his actions and intentions in case that
the take off has to be aborted and about the actions to be performed in case of e.g. an engine failure
after passing decision speed V1. Basically the briefing for an aborted take off before reaching V1 may
be used for all airports and runways. Special terrain or obstacles surrounding the airport might require
the use of adapted contingency procedures as single engine performance may not be sufficient to
cover the required departure route profile.
“In case of any serious system malfunction before V1 you or I call “ABORT” I retard the thrust
levers, apply maximum revers and apply full brakes or check ABS RTO working. You inform
ATC about aborted Take off. At full stop I set parking brake and stow thrust reverser. In case of
fire or severe damage I initiate evacuation:
- Liftdumpers: in
- Flaps: 42
- Fuel levers: shut
- Engine fire bottles: discharge
- Evacuation command: given
-
You inform ATC about the evacuation and assist. I finally select Batteries off and check all
passengers evacuated.
In case of malfunction after V1 we continue. At positive rate select gear up. Declare emergency
to ATC. At 1500ft AGL engage Level Change. Check flaps up. Accelerate to Vfto 177IAS. You
perform MFDU Procedure and I have controls and communication. We climb to Minimum safe
altitude or as instructed by ATC and prepare aircraft for relanding.”
The PF should position his fingers on the F1/F2 key during departure roll, or near his thrust lever. As
soon as declutched above 80kts he can retard and and reverse.

Rev. 02-0407
4.4 APPRAOCH BRIEFING

ADVANCED FUNCTIONS IN MULTICREW Caption 5
Rev. 02-0407
5 ADVANCED FUNCTIONS IN MULTICREW
5.1 CONTENTS
5.1 CONTENTS...................................................................................................................................29
5.2 REALISTIC SIDE IN LOGIC..........................................................................................................29
5.3 WXR NOT OFF ALERT.................................................................................................................31
5.4 COMMON SRC MEMO MESSAGES............................................................................................31
5.2 REALISTIC SIDE IN LOGIC
Since the “normal” single pilot operation has some restrictions in the side in logic, you have full SIDE IN
control logic simulation in Multicrew operation.
The SIDE IN control logic results out of different EFIS and Autopilot/Flight Director settings. Its needed
for autopilot to “know” from what side it should use the EFIS setting and which VOR(1 or 2) it should
use for a V/L mode. It also affects Auto Tuning on FMC and so the PROGRESS Page of FMC.
The side in control logic defines which sources are used for autopilot guidance. This can be affect by
the EFIS panels and the actual AFACS side in use. The affected AFCAS modes are V/L and APP. All
other AFCAS modes are not affected by the SIDE IN logic.
That means,
if FD1/AP1 is on, AFCAS side is LH,
if FD2/AP2 is on, AFCAS side is RH,
If both FD/AP are on AFCAS side is LH because FD1/AP1 has higher priority.
If FD1 is on and AP2 is engaged side is RH because AP has priority over FD.
!
For a general Rule:
If AFCAS side is LH, VOR1 is used for V/L mode and the APP/VOR settings of EFIS LH are
used
If AFCAS side is RH, VOR2 is used for V/L mode and the APP/VOR settings of EFIS RH are
used
!
ND shows onside VOR only!
Independent of SIDE IN logic, the ND of captain(LH) shows only VOR1 deviation even if
FD2/AP2 follows VOR2.
Same for F/O it shows only VOR2, even if FD1/AP1 follows VOR1.

ADVANCED FUNCTIONS IN MULTICREW Caption 5.2
Rev. 02-0407
!
Attention with AP1/2 OFF and FD1 OFF:
If a AP/FD OFF command results in a AFCAS Side change and active VOR hold mode will fail
with a AFCAS_MODE alert. If you have FD1+FD2 on, and AP2 holds VOR2 a AP disconnection
would result in FD command, which cannot hold the active VOR2 and so fails.
The following table summarizes the whole side in logic behavior:

AFCAS EFIS CTL PANEL AFCAS FMA FD display LAND2
Side LH RH follows LH RH LH RH enable
LH VOR VOR VOR1 VOR1 - YES NO NO

LH VOR APP VOR1 VOR1 - YES NO NO
LH APP VOR LOC LOC - YES NO NO
LH APP APP LOC LOC LOC YES YES NO
RH VOR VOR VOR2 - VOR2 NO YES NO
RH VOR APP LOC - LOC NO YES NO
RH APP VOR VOR2 - VOR2 NO YES NO
RH APP APP LOC LOC LOC YES YES NO
LH VOR VOR VOR1 VOR1 VOR1 YES NO NO
LH VOR APP VOR1 VOR1 VOR1 YES NO NO
LH APP VOR LOC LOC LOC YES NO NO
LH APP APP LOC LOC LOC YES YES YES
RH VOR VOR VOR2 VOR2 VOR2 NO YES NO
RH VOR APP LOC LOC LOC NO YES NO
RH APP VOR VOR2 VOR2 VOR2 NO YES NO
RH APP APP LOC LOC LOC YES YES YES
!
Both EFIS Sides need to be in APP for a successful LAND2 transition
If you want a LOC/GS mode to result in a LAND2 and finally a autoland you need both sides to
be switched to APP in EFIS panel! Switching one side to VOR while in LAND2 will result in a
LAND2 failure!
Additionally the control of manual tuning of VOR1 depends on EFIS 1 settings only respective VOR2
depends on EFIS 2 settings.

ADVANCED FUNCTIONS IN MULTICREW Caption 5.3
Rev. 02-0407
5.3 WXR NOT OFF ALERT
The WXR NOT OFF alert comes on when FLT CTL LOCK is on and at least on one EFIS panel the
WXR is on.
LH/RH WXR NOT OFF WHEN FLTCTL LOCK IS ON

WXR NOT OFF 1 ♪ 3,4,5,6,7,8,9,10 - -
5.4 COMMON SRC MEMO MESSAGES
The
COMMON SRC ATT/HDG
COMMON SRC ADC
COMMON SRC ILS
COMMON SRC RA
are displayed if either source selector button on left or right side is pressed.

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CONTENTS Caption 1

Digital-Aviation | Fokker 70/100 | MCM Page 2

2 GENERAL INFROMATION - MULTICREW

2.2 MULTICREW IN FLIGHTSIM

First of all and the most important thing is:

Digital-Aviation | Fokker 70/100 | MCM Page 3

PF: "ALL ANTI ICE ON PLEASE"

Digital-Aviation | Fokker 70/100 | MCM Page 4

PF: "TAXI CHECK PLEASE"

More difficult than handling the aircraft is handling your partner:

Digital-Aviation | Fokker 70/100 | MCM Page 5

2.3 FLIGHTSIM SETUP

Digital-Aviation | Fokker 70/100 | MCM Page 6

CONNECT Connect/Disconnect toggle, press LSK to connect/serve or disconnect an

Digital-Aviation | Fokker 70/100 | MCM Page 7

Digital-Aviation | Fokker 70/100 | MCM Page 8

2.4 STARTING A CONNECTION

Server FMC waiting for client

Digital-Aviation | Fokker 70/100 | MCM Page 9

Client already connected to server

Digital-Aviation | Fokker 70/100 | MCM Page 10

2.5 ONLINE FLYING USING SHARED COCKPIT

PNF is server in Fokker with IP 192.168.1.100

Digital-Aviation | Fokker 70/100 | MCM Page 11

Digital-Aviation | Fokker 70/100 | MCM Page 12

3 FLIGHTFLOW – NORMAL PF/PNF PROCDEURES

“150 is checked” Bold font in quotes are spoken phrases

Digital-Aviation | Fokker 70/100 | MCM Page 13

INITIAL COCKPIT SET UP

“Crew at station” ➔ Read the crew at station checklist.

Digital-Aviation | Fokker 70/100 | MCM Page 14

As soon as start up approval has been received, engines may be started.

“Start engine number 1”

➔ Select the h fuel lever to the open

“Fuel lever on”

“Fuel flow checked”

➔ Check fuel flow to be around 250 –

“Engine light up”

➔ Check TGT rising and be ready to shut

➔ As soon as N1 is above 20% and N2

Digital-Aviation | Fokker 70/100 | MCM Page 15

“After engine start check”

“Ready for taxi”

“Request taxi” ➔ Call ATC and/or review taxi routing and

➔ Upon receiving taxi clearance check the

“Taxi check” ➔ Read the Taxi checklist

➔ Perform full aileron and elevator travel

Digital-Aviation | Fokker 70/100 | MCM Page 16

“Ready for departure”

➔ Line up on runway, position aircraft on ➔ select Strobe and Landing Lights on

➔ Start take off run by advancing thrust

Be ready to abort the take off at any time. “FMA Checked”

➔ Passing 80kts and after checking the

➔ Look at the PFD and check 80kts

Digital-Aviation | Fokker 70/100 | MCM Page 17

➔ Select the Gear lever to its up position

INITIAL CLIMB OUT (AFCAS MODE)

“NAV captured” while the other answers “checked”

➔ Passing thrust reduction altitude (1500ft

“Select climb thrust” ➔ Depress the CLB pushbutton at the TRP

“Climb thrust set”

➔ Call for the flaps to be retracted when