After watching this video a few times I made a short LIMJ - LIPE flight with RNP approach for 30 and I found all the functions indicated by Captain Magnar. Thank you
Hello captain, like all the previous comments i can't thank you enough for all this precious information you are sharing about flying an RNP approach on an ATR. Simple, effective and precise. 🙏 New subscriber and video saved 👍
Thanks for explaining the DH/MDA switch. At my recent recurrent training, a captain asked why we always use MDA even when flying an ILS. (We're not authorized for CAT II/III.) Nobody knew the answer, but yours makes sense. I speculated it was because of the "5G might interfere with radio altimeter" NOTAMs at every airport in the USA.
Good morning sir. An Atpl student here. This is a really well made video, everything possible has been explained with no confusion. I can see you’re an instructor! Thanks and greetings Lorenzo 😊
I flew the ATR-42s for a year as Capt (no FO time at all) back in the mid 90s. So no VNAV of course. If we wanted to do a non-precision approach, it was "dive and drive". I became fully acquainted with VNAV in the NG737s. Cleared for approach with the lower altitude dialed in, VAV would start us down at the TOD, or we could "descend now". In the current MFS ATR, I can't seem to figure out the VNAV. For the approach, I put in roughly field elevation as I did on the 737. I don't get "VNAV-PATH", I get "ALT*", I don't know what that means. The TOD circle keeps moving back towards the airport, the aircraft doesn't start down. I was able to get an approach where it started down, with the magenta rectangle crudely showing a path that the airplane A/P couldn't track. Hand flying it, I never would have made it in IFR conditions. What am I not understanding here? Where is the precise instruction on how to set up and fly an approach in LNAV/VNAV? Don't mistake me, I'm having loads of fun getting to fly the ATR again! I just want to be better at it.
Great to see how it actually looks in the aircraft. Even greater to get all the sounds so clearly. I know it's not the point of your videos to entertain the flightsim community. But it sure is appreciated. Thank you! edit: congrats to PF for the butter smooth landing. exemplary and to the point. well done again.
Just a minor comment: when I am cleared below a Flight Level I directly go to the QNH on the altimeter, conversely when climbing, I set STD when cleared to a flight level, mitigating the possibility of a human error. I the clearance changes, STD will be single push, and the last valid QNH is on the standby altimeter at all times
Trying to get this down in MS Flight Sim and I feel like I have to watch the video over and over lol. I'll get it eventually! Seems to be a very important series of events and timings to get the aircraft into the right modes at the right time or else the whole process falls apart.
Oh the trim actually makes that noice, thought it was some sort of MSFS error. Great video, very informative That approach speed is much lower than I expected.
Nice video!! A good example of temperature errors and true angle of approach associated with RNAV approaches. Here, due to being around ISA+15, even though the altimeter reads 1600 at the FAF, the radio altimeter shows 1730. The amount of error degreases with altitude. Hence at around 500 feet, the difference is only 40-50 feet. That is why because it is ISA+15, the true approach angle is more than on the chart.
Hi! Knowing wind direction wasn't right deviation more profitable? 600 looks cosmic comparing to our rusty 200 and 500. Cheers from Polish atr pilots! Whe all watch you and talk about in free time. Your content is of highest sort. We appreciate it a lot. 👍👍👍
Great to watch the real procedures I'm trying to do in MSFS now. How to do a hold at a waypoint when instructed by ATC? You simply select the hold procedure in FMC at the appropriate waypoint at which the airplane will stay in hold until you select the next coming waypoint to go direct to continue the approach?
An RNP course takes a full day. And when you have finished, you have forgotten what the acronyms mean. I will look into it. It will be a challenge to make it understandable.
Hello Sir, I am a follower of yours, your videos are incredible, I am learning to fly ATR72-600 since MSFS2020 released it and they released it just like the real one and 99% simulator, I want to learn how to fly it perfectly thanks to your videos, thank you very much.
I really appreciate what you do and i learn alot from you sir. It is a humble request if you can make a video on the atr 72 memo items and the reasons for those steps. Thank you so much
Very interesting. Can't wait to fly it in March when it comes for Flightsim. The symbols on the ND reminds me of Airbus and the trim sound is from the A310 🙂
A true fly by wire especially in hot and turbulent conditions. I just wish they would have refined the autopilot logic little better than current existing one, especially while correcting for errors during instrument approach with gust around. Too much instantaneous correction authority without regards to distance to MAP and should actually have smooth progressive inputs to gradually creep in on the correct flight path.
Silly question why as soon as the autopilot is disengaged the vertical flight path doesn't match anymore? I suppose that this is intentionnally so... PAPI's seems to be ok, but why? Thanks for the instruction videos you are the best ;)
I disconnecred the autopilot when I could see the PAPI lights. Because the FMS uses the barometric altimeter as reference, and the climate in the Maldives is warm, the FMS calculates a vertical path above the PAPI. This is not a problem. When the temperature is well below standard, we will be lower than indicated. This may result in inadequate terrain sparation. In such cases, we activate a temperature compensation mode in the FMS.
Great video. When in auto speed mode, can you leave the throttle in the 'Notch' gate or do you have to manually manage the throttle to allow the plane to reach the target airspeeds during the approach and landing?
During descent, approach and landing, it is the pilot who must adjust engine power to maintain the desired speed. (No autothrottle here.) During climb, we use IAS mode, and the autopilot will command the aircraft to fly at the desired speed, regardless of engine power. Having the power levers in the "Notch" gives the optimum power, and therefore the best rate of climb for that speed.
Thanks for illustrative video Captain.. Wind was from right.. Is it your decision to deviate left instead of right or ATC permitted only this way? Because right deviation evidently will be much shorter..
@@FlywithMagnar Replaying the video i see large CB on the right and 'right route'will keep you too close to it - less than 5-6nm. Thanks for explanation and wish you safe flying and many more videos :)
You dont use the FLC mode? Looks smoother in this way but when do you guys use FLC? Other (maybe dumb) question: You got a direct clearance for DOVEN waypoint. What did you type in the FMS? Cant be a direct to because there are other waypoints on the path to DOVEN after changing. Did you type all other waypoints in or was it a kind of outfill? Thank you in advance, this is channel is a real gem for aviationfans
ATR aircraft don't have Flight Level Change mode. It is not necessary when you don't have autothrottle. We can select VNAV directly, but the transition to descent is a bit abrupt. When cleared direct to DOVEN waypoint, I selected the DCT page on the MCDU, then "abeam" and DOVEN. The waypoints in between are then shown with an "AB" prefix.
Great video¡¡¡ I have just one question. I was wondering why you were flying at aprox 100 knot and the low bank bars on the ADI were not displayed on 15 º until 17:35. Thanks
Good observation! Low bank (max 15 degrees bank) is shown when the speed is less than VmHB or when the radio altimeter shows less than 1,000 feet. Reference: FCOM DSC.22.1 page 10.
very good video I can experience the RNP approach indirectly through this video. I just subscribed and hope to learn a lot about atr72 here thank you captain :)
Hello Captain I noted that when you selected heading mode to skip the cloud, you engaged the VS mode. Could you keep even VNAV mode or is better to move to vs mode?
Thing I kinda hate when flying std 3 atr, their vnav path are rougher compare to vs mode during descend. It tends to change pitch angle abruptly when leaving FAF (V-FP green)
If you are flying horizontally and acivate VNAV, the pitch is too rough. That's why we select VS when we initiate the descend. And that's why we never level off before FAF. We fly a continuous descent all the way from TOD to minima.
@@FlywithMagnar i agree and do it in line ops. But for some airport like WASS/SOQ, even if i did continuous descend, when leaving FAF it change the pitch abruptly even the vs target just around 500-600. I usually counter it with TCS
@@FlywithMagnar by the way, have you ever encounter mcdu warning “RAIM not available at FAF”? Can you tell us what it is, since it usually appears when I did PRAIM on ground. I thought it was false warning since when leaving FAF my ANP was lower than the RNP. Thanks in advance if you git time to answer this
@@komisanchiefcommander When you check PRAIM before departure, it is valid for +/-15 minutes of the estimated arrival time, based on the departure time + flight time. The actual arrival time might be different. Therefore, you might get this message in flight. The procedure is to check th PRAIM 1/2 page. (Ser FCOM FMS.03.10 page 8.) Here is a link to a description of RAIM: en.m.wikipedia.org/wiki/Receiver_autonomous_integrity_monitoring
Hello Captain, Thanks for your informative and beautiful videos, I like them a lot :) Just one question, I'm fascinated by the fact that in multiple videos, on the descent, the ATR is actually accelerated from a cruise speed of eg 190 KIAS to then descend with approx 230 KIAS. That is very interesting, is that the recommended SOP by ATR? Do many or all ATR operators do this? It fascinates me because its completely different from eg the DHC 8 Q400 which keeps its speed or even reduces it slightly during the descent. And what is the reason to increase the speed? Would be so great to learn more about this topic! Thank you :)
Hello. Maximum speed for ATR aircraft is 250 kt (VMO). The cruise speed depends on the cruising altitude, temperature and aircraft weight. It can vary between 180 and 210 kt. Recommended speed for descend is 240 kt, which gives a 10 kt margin to VMO. By reducing the speed slightly more, you get a better margin for windshear (and save some fuel). The Q400 is more powerful and can easily cruise at VMO. Therefore, the speed during descend is reduced to give a better margin for windshear. Here is a video discussing the effect of overspeed: th-cam.com/video/4qzA-4udgsQ/w-d-xo.html
@@FlywithMagnar Thank you very much Magnar for all your videos. They are all very helpfull to learn about an aircraft I did not know much. I am from Argentina and we don't operate ATR for the moment
Hey captain. I’ve a quick question for you and I hope you don’t mind that it’s not specific to this video. In an ATPL question recently it came up. It stated that with a forward CG on take off the trim should be ? The correct answer was nose down to aid with rotation rate. Slightly confused by this but in a sense maybe it makes sense with a down down horizontal stab it will give a greater effect to the angle of elevator when deflected. Any info on this would be great although I know it’s a weird question Thanks
Hello. The wording is important here. A nose heavy aircraft requires the pilot to trim the nose up (that's UP on the trim indicator). The leading edge of stabilizer is then moved down to accommodate a larger angle of attack, which gives the stabilizer more downforce. This in turn, moves the nose up.
@@FlywithMagnar thanks for the response . Looking closer to the wording it seems to make more sense now. I understand the subject of trim and effects of it well so this threw me off but I think it’s the word “relatively” they added in. “Forward CG on take off requires the THS to be set relatively ?? To improve rotation rate” this was the original question. So I presume it meant the stabiliser is relatively nose down creating a nose up moment overall. Strange wording from EASA Thanks again
What do you do when you are flying and every 5 min a commercial pops up on the screen? Can you hit "skip ads" after 5 seconds? It would be scary right at touchdown.
If you are less than 1000 ft above the runway, you are not meeting the stabilized approach criteria and must go around. If you are higher, you have time to corrent the flight path.
No, the antenna is stabilized. We use 5 degrees tilt up when we are below 10,000 ft, then we use 4 degrees up to 15,000 feet, then 3 degrees up to 20,000 feet. The purpose is to avoid ground echo.
CRZ mode is us d for cruise, descent and approach. We change to TO (Take Off) when we select the landing gear down. This ensures maximum power in case we have to go around.
For the moment we have only two ATRs and they are prioritized for routes with many passengers. But I have already been to KDM. I'm sure you will see more of them in the near future.
What an absolute privilege to sit with you as you fly this approach. Thank you.
After watching this video a few times I made a short LIMJ - LIPE flight with RNP approach for 30 and I found all the functions indicated by Captain Magnar.
Thank you
Was in ATC for 47 years - still fascinated by aviation - love your vlogs - thanks for posting
Many thanks!
Hello captain, like all the previous comments i can't thank you enough for all this precious information you are sharing about flying an RNP approach on an ATR. Simple, effective and precise. 🙏
New subscriber and video saved 👍
Thanks for explaining the DH/MDA switch. At my recent recurrent training, a captain asked why we always use MDA even when flying an ILS. (We're not authorized for CAT II/III.) Nobody knew the answer, but yours makes sense.
I speculated it was because of the "5G might interfere with radio altimeter" NOTAMs at every airport in the USA.
Good morning sir.
An Atpl student here. This is a really well made video, everything possible has been explained with no confusion. I can see you’re an instructor! Thanks and greetings
Lorenzo 😊
I flew the ATR-42s for a year as Capt (no FO time at all) back in the mid 90s. So no VNAV of course. If we wanted to do a non-precision approach, it was "dive and drive". I became fully acquainted with VNAV in the NG737s. Cleared for approach with the lower altitude dialed in, VAV would start us down at the TOD, or we could "descend now".
In the current MFS ATR, I can't seem to figure out the VNAV. For the approach, I put in roughly field elevation as I did on the 737. I don't get "VNAV-PATH", I get "ALT*", I don't know what that means. The TOD circle keeps moving back towards the airport, the aircraft doesn't start down. I was able to get an approach where it started down, with the magenta rectangle crudely showing a path that the airplane A/P couldn't track. Hand flying it, I never would have made it in IFR conditions. What am I not understanding here? Where is the precise instruction on how to set up and fly an approach in LNAV/VNAV?
Don't mistake me, I'm having loads of fun getting to fly the ATR again! I just want to be better at it.
Hi, the FMS part in MFS is not completed yet. They are working on it, but for the moment is the VNAV portion not working properly.
Great to see how it actually looks in the aircraft. Even greater to get all the sounds so clearly. I know it's not the point of your videos to entertain the flightsim community. But it sure is appreciated. Thank you! edit: congrats to PF for the butter smooth landing. exemplary and to the point. well done again.
good job as an example for co-pilots to use aircraft equipment properly for RNP approach
Thanks for this video. It made me realize how much capability I have not been using in MSFS. Keep doing these. Love them.
Beautiful! Thanks for sharing. I was based on Gan island for about 2 and a half years. Good to see it again.
You're a legend, Magnar.
Just a minor comment: when I am cleared below a Flight Level I directly go to the QNH on the altimeter, conversely when climbing, I set STD when cleared to a flight level, mitigating the possibility of a human error. I the clearance changes, STD will be single push, and the last valid QNH is on the standby altimeter at all times
That was excellent. Everything explained so well & great visuals. Thank you
Trying to get this down in MS Flight Sim and I feel like I have to watch the video over and over lol. I'll get it eventually! Seems to be a very important series of events and timings to get the aircraft into the right modes at the right time or else the whole process falls apart.
Oh the trim actually makes that noice, thought it was some sort of MSFS error.
Great video, very informative
That approach speed is much lower than I expected.
Muchas pero muchas gracias por compartir sus conocimientos con nosotros ,un gran trabajo el suyo . gracias
Thanks for this very clear video, the animation of the screens is great!
Thanks. This is not animation, but the real stuff.
found out about this channel thanks to the new ATR in MSFS2020, great learning channel
Another superb instructional video. Thanks!
Thank you, CAPT.Magnar. Hope to see you again in Thailand (BKP or AATC)
Fantastic Job🎉! Thank you ,sir! You clearly performed a perfect instrument procedure landing!
Magnar, thank you very much for these videos! 🙏
thank you captain for the live explanations, PBN approaches are better explained like this
Nice video!! A good example of temperature errors and true angle of approach associated with RNAV approaches. Here, due to being around ISA+15, even though the altimeter reads 1600 at the FAF, the radio altimeter shows 1730. The amount of error degreases with altitude. Hence at around 500 feet, the difference is only 40-50 feet. That is why because it is ISA+15, the true approach angle is more than on the chart.
Hi! Knowing wind direction wasn't right deviation more profitable? 600 looks cosmic comparing to our rusty 200 and 500. Cheers from Polish atr pilots! Whe all watch you and talk about in free time. Your content is of highest sort. We appreciate it a lot. 👍👍👍
The decision to deviate left was taken after looking out the window. To the right, there were more clouds (turbulence).
Great to watch the real procedures I'm trying to do in MSFS now.
How to do a hold at a waypoint when instructed by ATC? You simply select the hold procedure in FMC at the appropriate waypoint at which the airplane will stay in hold until you select the next coming waypoint to go direct to continue the approach?
Yes, that's the way we do it.
You da man very cool to see this real life thank you!
This is an amazing play by play . Thank you!!!
Glad you like it!
Please make a explanation video on RNP approach with all technical details, I have read it but can you please explain about it
An RNP course takes a full day. And when you have finished, you have forgotten what the acronyms mean. I will look into it. It will be a challenge to make it understandable.
@@FlywithMagnar I will wait🙂, ur videos are very helpful sir, thanks in advance
Thank you very much for this useful video ! 💯
Hello Sir, I am a follower of yours, your videos are incredible, I am learning to fly ATR72-600 since MSFS2020 released it and they released it just like the real one and 99% simulator, I want to learn how to fly it perfectly thanks to your videos, thank you very much.
Your videos help me a lot, to flying ATR 72-600 on Flight Simulator 2020, thanks a lot, incredible work!
Fantastic video - thank you to both!
Hi Captain. How about Circling Approach and ILS CAT II Approach? Great videos. 😊
I really appreciate what you do and i learn alot from you sir. It is a humble request if you can make a video on the atr 72 memo items and the reasons for those steps. Thank you so much
Great suggestion! I'll put it on my to-do list.
Very interesting. Can't wait to fly it in March when it comes for Flightsim. The symbols on the ND reminds me of Airbus and the trim sound is from the A310 🙂
ATR is 50% Airbus. Same buttons, switches, and sounds. The main difference is that ATR has fly-by-wire version 1 (Wright Brothers style).
A true fly by wire especially in hot and turbulent conditions. I just wish they would have refined the autopilot logic little better than current existing one, especially while correcting for errors during instrument approach with gust around. Too much instantaneous correction authority without regards to distance to MAP and should actually have smooth progressive inputs to gradually creep in on the correct flight path.
Nice and smooth. Great job!
many thanks , your video is very fine!
hi captain. possibility to make a video to explain and execute an ADF approach. thank you very much your video is very interressant.
That's very easy in the 600, because we use the FMS. But I can make a video about flying NDB approach with raw data.
Superbe ❤ you are a good teacher
It is interesting that you remain on Standard during your descent until passing Transition Level even though you have been cleared to an altitude.
Sometimes we get instructed to stop our descent. If that happens above transition but we've already changed the altimeter then it would be wrong.
Thanks very much Captain! Today, I discover your chanel and I have suscribed!
thx for your explications, i have more understand how to descent with a smooth transition :)
Silly question why as soon as the autopilot is disengaged the vertical flight path doesn't match anymore? I suppose that this is intentionnally so... PAPI's seems to be ok, but why? Thanks for the instruction videos you are the best ;)
I disconnecred the autopilot when I could see the PAPI lights. Because the FMS uses the barometric altimeter as reference, and the climate in the Maldives is warm, the FMS calculates a vertical path above the PAPI. This is not a problem.
When the temperature is well below standard, we will be lower than indicated. This may result in inadequate terrain sparation. In such cases, we activate a temperature compensation mode in the FMS.
Great video. When in auto speed mode, can you leave the throttle in the 'Notch' gate or do you have to manually manage the throttle to allow the plane to reach the target airspeeds during the approach and landing?
During descent, approach and landing, it is the pilot who must adjust engine power to maintain the desired speed. (No autothrottle here.) During climb, we use IAS mode, and the autopilot will command the aircraft to fly at the desired speed, regardless of engine power. Having the power levers in the "Notch" gives the optimum power, and therefore the best rate of climb for that speed.
Thanks, Magnar!
Thank you! I think this was the lnav/vnav rnp. Is the atr 72 600 able and certified to do lpv and / or rnp ar approaches?
Yes, the -600 can be certified for LPV and RNP AR. This requires SBAS.
When the trim woo-er goes off at around 15:00 I notice the autopilot is still on - is it the autopilot adjusting the trim, or the pilot flying?
Thanks for illustrative video Captain.. Wind was from right.. Is it your decision to deviate left instead of right or ATC permitted only this way? Because right deviation evidently will be much shorter..
The weather radar doesn't show clouds/turbulence. There were more clouds to the right than to the left.
@@FlywithMagnar Replaying the video i see large CB on the right and 'right route'will keep you too close to it - less than 5-6nm. Thanks for explanation and wish you safe flying and many more videos :)
Mange tak ! Det var bra :)
Can you please make a video about the yeti airlines atr 72 500 crash
I don't like to speculate, so I will wait until the first report is published.
Tittade igen Magnar, behöver öva mycket mera RNP, blivit lat med ILS :)
You dont use the FLC mode? Looks smoother in this way but when do you guys use FLC? Other (maybe dumb) question: You got a direct clearance for DOVEN waypoint. What did you type in the FMS? Cant be a direct to because there are other waypoints on the path to DOVEN after changing. Did you type all other waypoints in or was it a kind of outfill? Thank you in advance, this is channel is a real gem for aviationfans
ATR aircraft don't have Flight Level Change mode. It is not necessary when you don't have autothrottle. We can select VNAV directly, but the transition to descent is a bit abrupt.
When cleared direct to DOVEN waypoint, I selected the DCT page on the MCDU, then "abeam" and DOVEN. The waypoints in between are then shown with an "AB" prefix.
@@FlywithMagnar thank you very much I flew the atr in the sim yesterday, your advises helped a lot
Great video¡¡¡
I have just one question. I was wondering why you were flying at aprox 100 knot and the low bank bars on the ADI were not displayed on 15 º until 17:35. Thanks
Good observation! Low bank (max 15 degrees bank) is shown when the speed is less than VmHB or when the radio altimeter shows less than 1,000 feet. Reference: FCOM DSC.22.1 page 10.
Is the aircraft the new maldivian atr 72 600
Yes, it is.
very good video I can experience the RNP approach indirectly through this video.
I just subscribed and hope to learn a lot about atr72 here thank you captain :)
Welcome aboard!
Amazing!
Awesome.
capt request full tutorial atr 72-600 hehe 🙏
I miss this aircraft
Hello Captain I noted that when you selected heading mode to skip the cloud, you engaged the VS mode. Could you keep even VNAV mode or is better to move to vs mode?
VNAV only works with LNAV, just like a glideslope only works with a localizer.
@@FlywithMagnar thank you very clear. If I may is the same for the airbus when you are in selected heading mode?
Do all short runways in Maldives have paved undershoot area ??
Is this the same procedure when doing LPV?
For the pilots, yes. The requirement is that the aircraft has an SBAS receiver (Satellite Based Augmentation System.)
Great
@Fly with Magnar What conditions must be met to be able to arm the V-FP mode?
1) The approach must active be in the FMS. 2) LNAV and VNAV modes must be active.
Thing I kinda hate when flying std 3 atr, their vnav path are rougher compare to vs mode during descend. It tends to change pitch angle abruptly when leaving FAF (V-FP green)
If you are flying horizontally and acivate VNAV, the pitch is too rough. That's why we select VS when we initiate the descend. And that's why we never level off before FAF. We fly a continuous descent all the way from TOD to minima.
@@FlywithMagnar i agree and do it in line ops. But for some airport like WASS/SOQ, even if i did continuous descend, when leaving FAF it change the pitch abruptly even the vs target just around 500-600. I usually counter it with TCS
@@FlywithMagnar by the way, have you ever encounter mcdu warning “RAIM not available at FAF”? Can you tell us what it is, since it usually appears when I did PRAIM on ground. I thought it was false warning since when leaving FAF my ANP was lower than the RNP. Thanks in advance if you git time to answer this
@@komisanchiefcommander When you check PRAIM before departure, it is valid for +/-15 minutes of the estimated arrival time, based on the departure time + flight time. The actual arrival time might be different. Therefore, you might get this message in flight. The procedure is to check th PRAIM 1/2 page. (Ser FCOM FMS.03.10 page 8.) Here is a link to a description of RAIM: en.m.wikipedia.org/wiki/Receiver_autonomous_integrity_monitoring
Hello Captain,
Thanks for your informative and beautiful videos, I like them a lot :)
Just one question, I'm fascinated by the fact that in multiple videos, on the descent, the ATR is actually accelerated from a cruise speed of eg 190 KIAS to then descend with approx 230 KIAS. That is very interesting, is that the recommended SOP by ATR? Do many or all ATR operators do this? It fascinates me because its completely different from eg the DHC 8 Q400 which keeps its speed or even reduces it slightly during the descent. And what is the reason to increase the speed? Would be so great to learn more about this topic! Thank you :)
Hello. Maximum speed for ATR aircraft is 250 kt (VMO). The cruise speed depends on the cruising altitude, temperature and aircraft weight. It can vary between 180 and 210 kt. Recommended speed for descend is 240 kt, which gives a 10 kt margin to VMO. By reducing the speed slightly more, you get a better margin for windshear (and save some fuel).
The Q400 is more powerful and can easily cruise at VMO. Therefore, the speed during descend is reduced to give a better margin for windshear.
Here is a video discussing the effect of overspeed: th-cam.com/video/4qzA-4udgsQ/w-d-xo.html
@@FlywithMagnar Thank you for the additional information :-)
Any comments or explanations on YT691?
Power changes are done automatically or manually on the ATR?
During approach, the power changes are manually.
@@FlywithMagnar Thank you very much Magnar for all your videos. They are all very helpfull to learn about an aircraft I did not know much. I am from Argentina and we don't operate ATR for the moment
@@Alejandro-fc1fw There is no autothrottle on the ATR.
Through 14 k were you deviating for weather or Atc vectors.
Nvm weather heard
Deviating for weather.
Hey captain. I’ve a quick question for you and I hope you don’t mind that it’s not specific to this video. In an ATPL question recently it came up. It stated that with a forward CG on take off the trim should be ?
The correct answer was nose down to aid with rotation rate.
Slightly confused by this but in a sense maybe it makes sense with a down down horizontal stab it will give a greater effect to the angle of elevator when deflected. Any info on this would be great although I know it’s a weird question
Thanks
Hello. The wording is important here. A nose heavy aircraft requires the pilot to trim the nose up (that's UP on the trim indicator). The leading edge of stabilizer is then moved down to accommodate a larger angle of attack, which gives the stabilizer more downforce. This in turn, moves the nose up.
@@FlywithMagnar thanks for the response . Looking closer to the wording it seems to make more sense now. I understand the subject of trim and effects of it well so this threw me off but I think it’s the word “relatively” they added in.
“Forward CG on take off requires the THS to be set relatively ?? To improve rotation rate”
this was the original question. So I presume it meant the stabiliser is relatively nose down creating a nose up moment overall. Strange wording from EASA
Thanks again
What do you do when you are flying and every 5 min a commercial pops up on the screen? Can you hit "skip ads" after 5 seconds? It would be scary right at touchdown.
I think they have an ad-blocker installed, hopefully they paid the abo. 😂
The ads can be a nuisance, especially when they are for Garmin or Q400. However, they are inhibitted below 1000 ft. :D
Hi! I have one question
What would happen if while doing an RNP we deviate more than 75ft vertical ?
If you are less than 1000 ft above the runway, you are not meeting the stabilized approach criteria and must go around. If you are higher, you have time to corrent the flight path.
I noticed on descent the tilt on wx was +3 is that compensation for the nose being down during descent?
No, the antenna is stabilized. We use 5 degrees tilt up when we are below 10,000 ft, then we use 4 degrees up to 15,000 feet, then 3 degrees up to 20,000 feet. The purpose is to avoid ground echo.
@@FlywithMagnar thank you for the knowledge!
What power mode are you in for this? And when do you change from CRZ to TO?
CRZ mode is us d for cruise, descent and approach. We change to TO (Take Off) when we select the landing gear down. This ensures maximum power in case we have to go around.
@@FlywithMagnar 😀Thanks!
❤
👏👏👏
Magnar when are the atr is coming to KDM where I live
For the moment we have only two ATRs and they are prioritized for routes with many passengers. But I have already been to KDM. I'm sure you will see more of them in the near future.
@@FlywithMagnar I'm a huge fan hope to meet you at KDM
Approach speed set manually, not on auto....
On the -600 we fly all approaches with auto speed.
Does the vertical flightpass only get activated when the gear is down?