Here is a video from the cockpit of an ATR 72-600 while we made an approach and a departure at Lampang Airport in Thailand. Enjoy! Follow Fly with Magnar: / 1140864699685560
Capt.Magnar is one of the most knowledgeable and experienced captains I’ve ever had the pleasure of flying with. Not many captains on the line appreciate first officers asking to fly manually but he always stresses the importance of being proficient in all aspects of flying including manual control. Thank you for being a great captain!
Thank you for sharing actual flight videos. This keeps me motivated while waiting for my next flight. Looking forward to more videos of these. I miss flying ATR, its been more than 3 months since I last touched a yoke. I hope to fly very soon.
Good day sir, your videos are very good. I“fly“ the ATR in the MSFS. Well, the Performance Page gives me always an Vapp of 107 knots. But i use to land with approximately 120 knots, put the power lever over the threshold on idle and flare. That makes a smooth Touchdown. Is that ok although i am a bit too fast while approaching ? Greets Carsten.
In the real aircraft, you would have been told that you fly too fast. We maintain power and Vapp until 20 ft. Then we start the flare and reduce power to flight idle. But if that doesn't work for you, just keep on what you are doing.
Hey Magnar! First off I'd like to thank you for all your videos you have posted on RU-vid and the vast knowledge you have shared on all the ATR variants. I do have a question for you. I saw the description on your video on taking off out off Lampang, where the before checklist has the bleed valves on. Is this usual on all your flights? I fly the AT42-300/320s and our procedures have the bleed valves off at all times on departure. Thank you :)
Hi Rahim. Thank you for your feedback! Regarding use of bleed valves at take-off, there's a difference between ATR 42-300/-320 and all other ATRs. The 42-300/320 has ECU. All other variants have EEC. It's explained here: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-0YenlVem-9c.html In the event of an engine failure at take-off (ATPCS sequence), the EEC will close the bleed valve on the good engine. The ECU doesn't have this capacity. Therefore, you MUST depart with the bleed valves OFF. When the airplane has EEC, it's up to the crew to decide whether the bleed valve shall be ON or OFF. It only makes sense to select the bleed OFF when you depart from a very short runway when engine power is limited by high density altitude. One example was Caticlan airport in the Philippines before the runway was extended: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-R3DFx9NQh2s.html
@@FlywithMagnar Thank you Magnar for the detailed explanation. This makes sense. :). I will have a look at your link on the detailed explanation on EEC. Wishing you a great day and all the best.
Hello I fly the ATR 72-600 in Myanmar. I just want to ask how do you calculate your descent profile? Do you use the conventional (ALT to lose) x 3 formula?
Hi, the ALT x 3 formula works fine. It gives a 3 degrees profile when your rate of descent is 5 times the ground speed. "Lazy" pilots use VNAV mode let the FMS calculate TOD and descent profile.
This is the pitch trim whooler. Pitch trim is controlled by the autopilot, and the whooler informs the crew that the pitch trim is activated for more than one second.
Question why do most pilots I see in nearly many videos they push the flight-controls down and left during Takeoff and after landing ? What the reason for that ?
When the aircraft is on the runway, we push the control wheel forward to ensure that the nose wheel has good contact with the runway. This helps with directional control. This technique is valid for transport category aircraft. You must not do this in a light aircraft! The ailerons are held into the wind when there's crosswind. If you freeze the video at 11:11, you will see that the windsock indicates light wind from the left. It must be a coincidence that there's crosswind from the left on every video you have seen.
There's no good answer to that. The faster you go down the runway, the harder you will feel the bumps. But heavy airplanes have more inertia and will absorb the bums better than light aircraft. And then, there's the design of the shock absorbers and the tire pressure.
@@FlywithMagnar thanks! I have a few more questions about the landing: 1. What do you use as a runway centerline reference? 2. Why some smaller planes like fighter jets or small Cessnas don't always follow the centerline? 3. Do you, ideally, need to touchdown on the first touchdown marking?
1) Before touch down, my reference is a straight centerline, in other words, the centerline shall stay vertically in the windscreen. Another trick is to "sit" on the centerline, which means you aim to put the centerline under your seat. You will be 30-50 cm off the centerline, and that is perfect because you avoid bumping over the centerline lights (if installed). At taxi speed, I use features on the glareshield as reference (screw, puthbutton, etc.) 2) I cannot answer for the fighter jets. Military pilots take pride in being very accurate in what they are doing. Quite often they take off and land in formation. Then, each of them use half of the runway. When it comes to light aircraft, it boils down to inexperience or lack of pride. 3) No, the first marking is too close to the threshold. My target is to cross the threshold at 50 feet and touch down with the main wheels on the biggest white squares on the runway. They are abeam the PAPI lights.
It depends on the policy of the airline company. My former employer did not require it. The air inside the aircraft is replaced every 5 to 7 minutes, and most airliners have HEPA filters that clean the air that is recirculated. ATR aircraft do not have HEPA filters, and the procedure is to leave the recirculation fans off. Therefore, you breath new and clean air all the time.
