since 2000 working in airlines/aviation industry...as a check-in/ticketing staff..and once i onbaord in cockpit on ATR 42 from SKZ to KHI in 2013 on sublo ticket ID00 as a staff member due to nonavaiblity of seats on A/C .. sir .... NORDAL really this video was amazing and 100% informative for me to read Avionics .... May GOD (ALLAH) bless you ISLAM
At 08:36, you were already on a descent profile, why did you increase your airspeed from 200kt to 230kt - before you were asked by the controller to go back to 200kt?. Again, thank you so much for the detailed video, as a flight and simulator enthusiast, I learned a lot.
Standard speed during descend is 240 kt. In this company, we use 230 kt. If ATC had not asked us to reduce the speed, we could have maintained 230 kt all the way to the approach.
At 12:25, you say the anti-icing was switched off when it isn't - it's fairly obviously just edited video with the black box overlapping the other areas on the MFD and the anti-icing text partially showing regularly behind the edit until 14:14 when it's actually switched off. Is there any reason the video is edited like this? Is it important that the anti-icing should have been turned off earlier and was forgotten? Or is this to demonstrate best practice on the video and wasn't really important?
Hi Magnar. Just interested to know why you had the re-circulation fans off? Is this a COVID 19 related decision? I also can’t find it mentioned anywhere in the FCOM but I have a question related to starting engine 2 in hotel mode, [prop brake on]. So the mistake being, - after initiail light off by bringing the CL up to feather around 10% NH, but then… subsequently after the secondary ITT raise, moving the CL to auto… Much like you do for starting engine 1 normally. There must be some logic in that the system knows that when the prop brake is on, it won’t be able to take the engine out of feather and into a ground idle pitch(auto ) So I’m hoping there is no risk of delivering too much fuel flow to the engine unnecessarily. Hope this makes sense! Tim
Yes, the recirculation fans are off because of Covid-19. ATR aircraft don't have HEPA filters (although it is offered as an option). Regarding engine start, I recommend this video: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-sF8q8bcR8TU.html
Hi Captain, I'm sim pilot and enthusiast and watching these videos now with much interest awaiting the launch of the ATR on Microsoft Flight Simulator. A quick question regarding speed management. Noticed starting at 14:40 how the actual speed falls below the set speed (which I know is just a reference) for what it seems due to VS being decreased and maybe some task overload changing NAV source and setting up for the ILS? Is this much speed deviation acceptable given the still generous safety margin? I'm always way too focused on maintaining reference speeds in planes with manual speed control and was always curious how much variance is allowed/accepted in operation. Thanks for the great videos!!
The target speed is a guidance. Since ATR aircraft don't have autothrottle, we control the speed with engine power. At the time you mentiones, we were a bit below the vertical profile and reduced the sink rate. The power was not increased enough, and therefore the speed started to decrease. After getting established on the ILS localizer, the power was increased. Minimum speed with flaps 0 is the white bug (124 kt) that appears on the speed tape at 15:05.
@@FlywithMagnar Thank you very much for the explanation. Just one more question regarding the before taxi checklist. Does the TRU have to be actually turned on by pushing the button in or just have to be checked that it is on and functioning on the synoptics page?
@@FlywithMagnar Hmm, interesting. So if it's required throughout the flight then why didn't they make the switch indication logic like the other overhead buttons. Dark when active and show "off" when it's off?
The TRU was designed to supply DC power from the ACW system in case of dual DC generator failure. Early ATRs did not have TRU, and if they lost both DC generators, the batteries would only last for 30 minutes. The TRU prevents this. Some years ago, there were one or two incidents where ATRs with glass cockpit lost all display units. Thankfully, this happened when the aircraft was in VMC. ATR found out that using the TRU in flight prevents this from happening. ATR is working on a permanent solution, but it cannot be implemented until it has been thoroughly tested.
No, I haven't flown it. The SAAB 340 was introduced one year before the first ATR, the 42-300. Therefore, I consider both aircraft to be of the same generation.
On this landing, I used a little reverse because we wanted to taxi in taxiway A2, which is 1200 meters from the threshold. The next taxiway, A3, is another 1200 meters down the runway. This maneuver saves us 5 minutes.
Sir I wanna ask about rudder pedals that how it is possible that with one single rudder pedal on ground we perform flight control check for deflection of rudder as well as we perform braking action??
The rudder pedals are interconnected. When one of the pilots press on a rudder pedal, the other pilot will see and feel the movement. This check is performed before take-off. Do you mean brake test? We test the brakes when we start to taxi: First the captain, then the first officer, and then the emergency brake.
@@FlywithMagnar ok but sir when we taxi then we perform brakes using rudder pedals right and at the same time i saw that they are doing flight controls checks for rudder deflection as well? How it is done brakes plus rudder deflection during taxi with rudder pedals??
