I really appreciate your detailed explanation during this video class bc i havent experienced any ig pilots going into this much details about onboard instruments.
The automated systems can only do a portion of the workload, the pilots must do everything else. The workload is still considerable and requires perfect sequencing.
hello Magnar, just to let you know that your videos about ATR were ver useful for me and a few collegues to approve our inicial training in this aircraft, thank you for Share all.this knowledge... greetings form.Mexico...!
Again, this was so realistic. There was no sensation of sitting there watching someone playing a video game, not just because the sums are absolutely fantastic these days but Magnar's attirude to the training which shows him treating it just like its happening....🙂😎
Hello, Captain. What is the procedure for an engine failure during approach, and what factors should be considered when deciding whether to continue the landing or go-around? I couldn't find anything in the manuals except for a mention about feathering the propeller if a go-around is considered.
Good question. The answer is "it depends". The memory actions are power lever to FI, and condition lever to FTR, then FUEL S.O. This takes a few seconds. If you do not have time to do this, you continue and land. Advance both power levers to maintain speed. (If you move the power lever of the failed engine to FI, propeller drag will incrase.) If you have time to do the memory actions, you have two options: Continue and land, or go around. There are a few things to remember when landing single engine (single engine operation checklist): 1) The approach speed shall not be less than VGA. 2) You cannot continue a Cat II approach. 3) There are limitations for steep slope approach. 4) The bleed valve on the opearting engine must be OFF. 5) The condition lever of the operating engine must be set to 100% OVRD. Never try to go around with a windmilling propeller.
Hola Magnar, excelente video. A question: ruder turn to the right, turn to the fail engine side, that is a technical of fly? P.D. Sorry for my English.
Aunque no sea Magnar te intentaré ayudar jaja. En el pedestal se encuentran el Pitch, Aileron y Rudder trim. En el EWD en el video se puede observar que el rudder trim estaba hacia la derecha, esto es para compensar que por el lado derecho hay más impulso que en el izquierdo, esto causa un alabeo hacia la izquierda, por lo que para eso es, para compensar. Si lo ves en verde significa que está siendo controlado de manera automática, si está en color azul, lo controla el piloto. Saludos
Very interesting video. Do you have any possible theory on what may have happened to Yeti Airlines 9N-ANC. I suspect it could be in relation to the autofeather engaging 100% on engine one. What are your thoughts?
No, I don't want to speculate. Most accidents happen because of a chain of events, and until the accident report is published, we cannot know what lead to this accident. The autofeather is armed in flight when both engines produce at least 46% torque. It is triggered when one engine torque is below 18%. This causes the propeller to stop.
Hi Magnar, hope all is well - thanks for your videos! I would like to know what video is best for learning about the Autothrottle system & power management on final approach? Thanks.
ATR and other aircraft with this engine (PW100 series) don't have autothrottle. On final approach, the power is adjusted manually to maintain the approach speed. To learn about the autothrottle, I recommend Airplane Tech Talk: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-WPU6723Xfdc.html
The procedure is almost the same but after moving affected PL GI and the CL to FUEL S.O., pull the fire handle illuminated red and start a chrono: if after 10 secs fire persists, discharge Agent 1, if persists after 30 secs, then discharge Agent 2. Read Engine Fire after TO C/L
If the single engine failure happened during the day or night do Captain or FO look outside your corresponding side window briefly just to see what the physical engine/prop status might be after you have confirmed safe IAS, climb and trust status ?
Yes, I'm sure the pilots will do that when the time permits. Personally, I have never flown single engine in the real airplane. The simulators have a 180 degrees view, so we cannot see the wings or the engines.
Thank you! At 5:30 you reach ACCEL ALT and command ALT SEL to level off and gain speed. FMS speed target stays at V2+5, plane accelerates, shortly after you command IAS mode to climb to 3000 ft, plane climbs with FMS IAS target if V2+5. What the reason of the level off at ACCEL ALT with one engine inoperative? Thank you again, your content and presentation is high class!❤️
If this did not happen in icing conditions, VFTO would have been higher (approximately 20-30 knots) than V2. The procedure is to level off, accelerate to VFTO, then retract the flaps and continue climbing. In case of icing conditions, the flaps remain at 15 and VFTO is closer to V2. In this case, it was 2 knots lower, so the plane was already at the correct speed.
Hello Magnar, I think to distillate from your tutorials that you have over 23 years on this aircraft type!? That's quite an impressive feat! If you want to share it: Did you over all these years experience actual engine problems and if yes what kind of/what were the root causes of the abnormals or failures? Regards, Boy
Excelente, capitão! Vim aqui aprender como se faz esse procedimento, para fazê-lo (de forma simples) em um Flight Simulator do Android :D obrigado pela explicação!
Just my actions After i see V1 - I understand, what there is no way back, only takeoff. As soon as we airbone - rase gears, to lower drag. Flaps remaning in takeoff position. After reaching 130 knots can set flaps to combat (low speed maneuver) position, to reduse even more drag. Try to return back to the airport.
Hello Magner, I'm enjoying studying ATR these days with watch your videos. I have a question about "ENG SEVERE MECHANICAL DAMAGE ON GROUND". I trained RTO at FFS. I set malfunction to ”ENG FLAME OUT”. I expected the ECL to POP OUT "ENG FLAME OUT ON GROUND". However, ”ENG SEVERE MECHANICAL DAMAGE ON GROUND” was POP OUT on ECL. What does ATR detect to determine "ENG SEVERE MECHANICAL DAMAGE ON GROUND"? In Generally Airplane, pilots judge ”ENG SEVERE MECHANICAL DAMAGE ON GROUND” from the following factors. Any abnormal noises -OR- Any abnormal vibrations -OR- Non-response of the engine to power lever movement -OR- Severe variations of the engine parameters: TQ, NH, fuel flow, ITT, loss of power...etc What does ATR detect to determine "ENG SEVERE MECHANICAL DAMAGE ON GROUND"?
Hi, that's a good question! In this case, I would also expect to see the "ENG FLAMEOUT ON GROUND" procedure on the EWD. I would ask the simulator engineer about this and eventually write it down as a snag in the log.
If after you take off in icing conditions, the aircraft begins to build up ice, once you reach acceleration altitude do you retract the flaps at red bug? With ice accretion? Assuming you can, as you have protection at red bug (VMLB0), why does the checklists say to leave flap 15 extended if in icing conditions?.
It is correct that you retract the flaps when the speed exceeds the icing bug. However, when flying with one engine inoperative, the aircraft will not climb at that speed. Therefore, we fly at final take off speed for icing conditions with flaps 15.
Just a question, if a I have a loose of torque from 90% to 70% to one engine at take off which procedures I have to apply? Engine flame out take off memo itmes?
It depends. In older ATR variants, the rudder trim is manual. In ATR variants with glass cockpit, the rudder trim is automatic when the yaw damper is working. Otherwise, the rudder trim is manual. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-aWNbukP1Dlg.html
Once a “Mayday” call has been given to ATC no need to “ask” for anything……just tell them what your intentions are, in your case tell them what your engine failure procedure is since they are not aware of it. Ie. “mayday, Mayday, Mayday, call sign, engine failure after t/off, we’ll be maintaining RWY HDG climbing to XXXX ft, we’ll get back to you”…….done !
"Drift down" is a procedure used when the aircraft is flying over mountains higher than the altitude the aircraft can maintain when one engine has failed. After the engine failure, the aircraft must be able to clear all obstacles with 2,000 feet during as it is descending. This is called the "downhill rule".
@@FlywithMagnar the procedure for the drift down without obstacle and DHR is same spd 200 and vs 500. Sir can you make a video regarding this there difference?
I have never heard about flying drift down with 200 kt and -500 ft/min. That doesn't make sense because engine power changes with changing atmospheric conditions during descent. Single engine ceiling is defined when flying with white bug speed (zero flaps in normal conditions, flaps 15 in icing conditions). See "MINI EN ROUTE" speeds on the speed card. If there are obstacles, you use this speed during drift down (IAS mode). If there are no obstacles, you can use any speed you want.
None. We test the ATPCS before every departure, and it has an "ARM" light when we take off. If the ATPCS has failed, the ARM light is extinguished, and you must abort your take-off. When you plan a take-off without ATPCS, you have a weight penalty of 3-4 tons.
Many years ago. The TransAsia Airways Flight 235 ATPCS ARM didn't illuminate during take off and captain didn't abort. So the disaster gone happen in Taipei City.
