Wow, what an insightful explanation, Captain Magnar! Understanding how to properly manage the air conditioning system on an ATR is crucial. Thanks for sharing these pro tips and stories from the skies!
Thanks! Just to add something to the 1st part of the video regarding a situation with a dispatched Pack Fault: noticed some Captains (even TRI´s) switching the associated Bleed off during flight, their explanation is that once the Pack is inop there is no need to have also the bleed on in flight. Does it makes sense? Also some Captains try to not use the Recirculation Fans in flight. Is there any benefit except reducing cockpit noise?
Thank you for your support! The people who write the procedures know the aircraft better than we do. Trying to change them could lead to unpredictable consequences. If pack #2 fails and you switch off engine bleed #2, shutting down engine #1 after landing will result in no bleed air for pack #1. Switching off recirculation fans in flight cuts cabin airflow by about 50%, which can make the cabin uncomfortable for passengers. I only turn off recirculation fans during hotel mode or taxi to cool the ducts (with high airflow and power lever at the gust lock stop in hotel mode).
There is only one time that I think turning off the recirc fan helps: when Pack 1 is off and the cockpit is hot. Because the mixing chamber comes after the recirc fans, having Fan 1 on reduces the amount of air that comes from Pack 2 through the mixing chamber and into the cockpit. If Fan 1 is pushing hot air from under the floor into the cockpit, then turning it off helps get more cooler air from Pack 2. In this case, Pack 2 and Fan 2 is still supplying the cabin. Once the cabin is at a comfortable temp, Fan 1 can be turned on again.
Informative video as always! Hi Magnar, is there any chance I can contact you privately? I Currently fly the ATR 72-600 in the UK but looking at jumping to Cebu Pacific as I am a dual citizen and i was wondering if you know anyone there willing to provide me with information from T&C’s and everything else!
Thank you for your support! I flew with Cebu Pacific 15 years ago, but I’m not familiar with the current team in charge. Each company has its own approach when it comes to interviews. The main goal of the interviewer is to assess whether your personality aligns with their company culture. A pilot who may not be the right fit for one airline might be exactly what another is looking for. My advice is to be genuine and let your true self come through during the interview.
Hey Magnar. Coming ever closer to starting the final stage of training CPL/MEIR. Have been doing a lot of study on the ATR as I currently work on the ground for an Irish airline flying this fleet and will hopefully get an interview next year. I’ve really fallen for the ATR. I have a question though if you don’t mind d. I’ve heard that with AUTO feather inop ideally you wouldn’t want to feather an engine without being at least 45 percent on the power levers. Unfortunately I never got to finish that conversation. Am I correct in saying this is because with too low a selection on the power lever the blade angle may be too fine to achieve full and proper feather position. Any input on this would be great. Again thanks for you videos will be a real great help when the type rating comes fingers crossed !
Good question! When an EEC is inoperative, the ATPCS is inoperative. If you then experience an engine failure during go-around, you have no autofeather. With a windmilling propeller, the power lever controls propeller blade pitch directly: Propeller drag will increase when the power lever is moved towards idle. Therefore, the power lever should not be reduced below 45 degrees before feathering. With 45 degrees, they mean a scale on the pedestal indicating the position of the power lever.
@ thanks so much!. Just to clarify by the phrase propeller drag, your saying by going idle it will bring the blades to a finer angle causing more of the blades to face the forward direction resulting in even worse asymmetrical yaw? Appreciate the help with this question captain!
A pilot being overheated is not good for his/her functioning and thus safety of the flight. But working in tropical areas of our world brings some challenges like coping with the heat.
How could changing the Temp Control Valve affect ice in the turbine, since it is after the turbine? Surely it's the TIC valve. And since there's no way to manually control that, if the turbine ices up it's a mechanical problem.
Wow, what an insightful explanation, Captain Magnar! Understanding how to properly manage the air conditioning system on an ATR is crucial. Thanks for sharing these pro tips and stories from the skies!
Always learning! What a nice tip, now my captain will be surprised with the knowledge 😅 thanks to you!
Thanks for the video!
Great videos. I would suggest Maint people (myself included) to pay attention to these videos. Thank you Magnar
Thanks, Magnar.
Thanks!
Thank you!
Another great video, thank you captain!
Good job!! Thank you
Takk! 😊🤘
Tusen takk!
Thanks! Just to add something to the 1st part of the video regarding a situation with a dispatched Pack Fault: noticed some Captains (even TRI´s) switching the associated Bleed off during flight, their explanation is that once the Pack is inop there is no need to have also the bleed on in flight. Does it makes sense?
Also some Captains try to not use the Recirculation Fans in flight. Is there any benefit except reducing cockpit noise?
Thank you for your support!
The people who write the procedures know the aircraft better than we do. Trying to change them could lead to unpredictable consequences. If pack #2 fails and you switch off engine bleed #2, shutting down engine #1 after landing will result in no bleed air for pack #1.
Switching off recirculation fans in flight cuts cabin airflow by about 50%, which can make the cabin uncomfortable for passengers. I only turn off recirculation fans during hotel mode or taxi to cool the ducts (with high airflow and power lever at the gust lock stop in hotel mode).
There is only one time that I think turning off the recirc fan helps: when Pack 1 is off and the cockpit is hot. Because the mixing chamber comes after the recirc fans, having Fan 1 on reduces the amount of air that comes from Pack 2 through the mixing chamber and into the cockpit. If Fan 1 is pushing hot air from under the floor into the cockpit, then turning it off helps get more cooler air from Pack 2. In this case, Pack 2 and Fan 2 is still supplying the cabin. Once the cabin is at a comfortable temp, Fan 1 can be turned on again.
Informative video as always! Hi Magnar, is there any chance I can contact you privately? I Currently fly the ATR 72-600 in the UK but looking at jumping to Cebu Pacific as I am a dual citizen and i was wondering if you know anyone there willing to provide me with information from T&C’s and everything else!
Thank you for your support! I flew with Cebu Pacific 15 years ago, but I’m not familiar with the current team in charge. Each company has its own approach when it comes to interviews. The main goal of the interviewer is to assess whether your personality aligns with their company culture. A pilot who may not be the right fit for one airline might be exactly what another is looking for. My advice is to be genuine and let your true self come through during the interview.
Thank you captain
Hi captain, nice video as usual... any other videos for memo items ?
Hey Magnar. Coming ever closer to starting the final stage of training CPL/MEIR. Have been doing a lot of study on the ATR as I currently work on the ground for an Irish airline flying this fleet and will hopefully get an interview next year. I’ve really fallen for the ATR. I have a question though if you don’t mind d. I’ve heard that with AUTO feather inop ideally you wouldn’t want to feather an engine without being at least 45 percent on the power levers. Unfortunately I never got to finish that conversation. Am I correct in saying this is because with too low a selection on the power lever the blade angle may be too fine to achieve full and proper feather position. Any input on this would be great. Again thanks for you videos will be a real great help when the type rating comes fingers crossed !
Good question! When an EEC is inoperative, the ATPCS is inoperative. If you then experience an engine failure during go-around, you have no autofeather.
With a windmilling propeller, the power lever controls propeller blade pitch directly: Propeller drag will increase when the power lever is moved towards idle. Therefore, the power lever should not be reduced below 45 degrees before feathering.
With 45 degrees, they mean a scale on the pedestal indicating the position of the power lever.
@ thanks so much!. Just to clarify by the phrase propeller drag, your saying by going idle it will bring the blades to a finer angle causing more of the blades to face the forward direction resulting in even worse asymmetrical yaw? Appreciate the help with this question captain!
@@whelanvidswhelanvids1500 Correct
@@FlywithMagnar appreciate this! Safe flying Magnar
A pilot being overheated is not good for his/her functioning and thus safety of the flight. But working in tropical areas of our world brings some challenges like coping with the heat.
Hello Sir, off topic question but, is there a critical engine on a ATR if yes which one is it ? thank you :)
The critical engine is number 1 (left side.)
Key takeway: remember about the limitations of your aircraft and don't exceed them... And pay attention!
How could changing the Temp Control Valve affect ice in the turbine, since it is after the turbine? Surely it's the TIC valve. And since there's no way to manually control that, if the turbine ices up it's a mechanical problem.
We see that packed up air-conditioning packs have turned your hair whiter since 2009....
Each airplane has it's own setting...
❤
ATR pilots are you paying attention?
Thank you!
Thanks!