Dear Sir Sorry to correct you. The propeller blade leading edge tip is only made of nickel called nickel sheath. The overboard valve is below the fwd cargo. What you told is an antenna. The third thing you said battery ventilation is the drain for overhead emergency exit and the battery ventilation is just below that drain and is visible from bottom
“No cats inside here”… yes, you got to check for those guys! 😂😽 The most detailed walk-around video I’ve seen yet. Love Capt. Magnar’s videos. 👍🏽 BTW, why did you leave the fuel monitor thingy (pardon technical term) flap open? Was the plane still due to be refuelled?
Very good video. I've done that walkaround many times. I would have mentioned two other items you missed out on. Gear pins and prop tie. Keep the great content coming.
Great video, guess this ticked my box for the walk around CBT study module... Most valuable take away from this is... check for no cats inside the air intake.. lol
Very interesting to see how much the flight crew needs to look out for when doing a walkaround. One thing makes me wonder though. The ATR, being a rather small airliner that sits low to the ground has all the important bits and pieces pretty close to the ground. I can only imagine that some of the items to check for would be sitting pretty high up when looking at larger aircraft, not to mention an A380 or Boeing 747. Could be quite tricky to see everything, especially during the dark hours, even with a flashlight and apron illumination...
Thank you for your efforts in making this very informative video about ATR. It cought my attention as in my country it has a fairly big fleet size of ATR72
There's no reference in FCOM. But what I call the battery ventilation drain is in fact the water drain for the escape hatch. The battery drain is further down.
Why are there two Captain, two FO and two Standby static port but only one Captain and one FO and one Standby Pitot ? Shouldn't each static port be paired with one of its own pitot only ? Thanks for the detailed walkaround.
The static ports are interconnected to compensate for pressure changes during sideslip. The average static pressure is then paired with the total pressure from the associated pitot tube.
Hello Magnar! Can you make a video talking about vnav and other autopilot features of the ATR/72-600 ? I use to configure VDTO via the FMS but I have seen some pilots use VDTO just by double clicking the VNAV button, This confuses me alot of how this happens..
I assume you are referring to a flight simulator? In the real aircraft, Vertical Direct To (VTDO) can only be configured in the FMS. When you press the VNAV pushbutton a second time, the Flight Director will change to Pitch Hold mode. The reason is that actions on the Flight Guidance Control Panel cannot change FMS settings.
@@FlywithMagnar On the real aircraft. My mistake what i meant to say was triple click, when you press twice the aircraft goes in to pitch hold green. when you press the third time and if the VDEV is greater than a certain value, when you press VNAV the third time the V-Bar comes to the center and VNAV PATH green i might not be explaining properly but I will provide a video of this in action next time I go flying. :) . Thank You Magnar.
@@FlywithMagnar Sir last Sunday this model plane which met with tragic accident in Nepal ,if you had seen the viral video just moments before crash can you make it out wether it was human error or due to technical defect?
I have not seen that video, and even if I did, it would be impossible to determine the cause for the accident. An accident rarely happens because of a single factor, but a chain of events. Therefore, we have to wait for the accident report before we can draw conclusions.
very informative Captain, Just one remark, almost all doors open outward, which is, that dangerous? giving the Accidents of the DC10 previously for that reason in particular..
No, it's not dangerous. The DC-10 had a faulty locking design in the cargo door locking mechanism. This was rectified, and the DC-10 became a very safe aircraft. The doors in the ATR are held on place by some very strong bolts. The cabin pressure pushes the doors (and the bolts) against a steel frame. The force is so strong that it's impossible to open the doors in flight. Even if you have the strength of the Hulk, you will just break off the door handle.
We all remember the DC-10 cargo door, but there was identical incident with the 747, which nobody remembers, and it did not affect sales of the 747, probably because Boeing had better connections in high places.
I was under the impression that all pressurised passenger aircraft had cabin doors that were impossible to open while the cabin is pressurised, usually having to be pulled inwards first. Is this true of the ATR?
The doors can only be opened when the cabin is not pressurised. The cabin pressure pushes the door outwards against six steel bolts that held the door in place in the door frame (also made of steel). The door handle acts on those bolts. With the cabin pressurised, it is impossible to move the door handle. I have a feeling that the handle will break first.
Thanks for sharing these informative videos. Do you have to be careful while touching parts that are heated during flight (edge of propeller, pitot tube etc), while inspecting at a halt? Or do the parts cool down as soon as the aircraft is parked? What about the turbine exhaust pipe, does that stay hot for a long time after the engine has been shut down?
No, that's not a problem. All heating elements are switched off after landing and cool down before we stop the engines. The exhaust pipe is too high up for us to touch, but it is made of a thin metal sheet and should cool down fairly quick.
Not having any aviation knowledge or being familiar with the ATR..one would assume when inspecting the hydraulic reservoir fluid level one would check the hydraulic pop out indicators..also engine drains for no fuel leaks..
In fact, no. To my knowledge, there are no pop out indicators in the hydraulic system. There are HP filters downstream of the pumps, and return filters in the return lines. If a HP filter gets clogged, the pressure in the line will drop. If the pressure drops below 1500 PSI, a low pressure alert is triggered. The procedure is to select cross-feed, which means the other pump will supply both hydraulic systems. If the return filter gets clogged, a bypass valve is opened. The mechanics check the filters regularly. There are no fuel drains in the engines. There are only drains at the lowest parts of the fuel tanks. Between the fuel tank and the fuel controller (HMU), the line is always full of fuel. Any water further down in the system will go through the engine during start, and we will not even notice, because the water will vaporize and provide a just little cooling of the engine.
Curious why the tire pressure at 3:45 is pounds per square inch, not kg per square cm or bar. The fuselage fueling port at 15:25 has both psi and bars, but the tire pressure is just psi. I know altitudes are in feet for historical international compatibility, but I wouldn't think it would matter for tire pressure. At 19:22, the sign says "PORTABLE WATER SERVICE". Shouldn't that be POTABLE (drinkable)? Well, maybe not, if it's for the toilet :-)
There was criticism against ATR after the accident near Roselawn in 1994. Since then, there have been very few accidents where the design of the aircraft has been a contributing factor. Most accidents happen because of human factors like wrong decisions made by the crew. When it comes to the accident with Yeti Air, we don't know why it happened. We must wait for the accident report.
There is a spelling mistake on the stencilling on your ATR, it says portable instead of potable. The panel aft of the passenger door is the access cover for the potable water system. Thus it should be labelled POTABLE (as in safe to drink), but your aeroplane has it labelled PORTABLE (as in easily carried). Oops. Great video as usual though and useful too; I work on Loganair ATR-42s and 72s at EGCC.
@@shreeganesh4281 the fuel quantity is selected on the panel ahead of the right-hand main landing gear. The refueling point is behind the right-hand landing gear. On the left side of the fuselage are several hatched giving access to the hydraulic system.
