Exactly what i was looking for, i fly B1900s in the Sahara desert and i routinely fly to isolated aerodromes so i always need to remind myself of the PDP procedure the night before, and your video made it clearer and simpler, and for that I thank you so much, keep uploading these kind of videos (procedures and regulations) it'll be much appreciated 👍, fly safe Cpt.
Nice explanation Captain In Indian airspace we decide MDF (Minimum Diversion Fuel) which is alternate fuel + Final Reserve fuel Also we have to give to ATC 10 min to MDF when approaching 10 min to MDF this is just to make sure that if we are not clear to land within 10 min then we have to divert to alternate. This also gives us a little time for planning to alternate if it is not possible to land within 10 minutes
Hello thanks for all great videos and I want to ask you for making videos about PBN RNP RNAV AND things like these and also if possible some explanation about VNAV in the ATR 🌺
Hi Magnar, thank you for your great videos. Just a small correction to your reference to the law. Its now called 965/2012 and the specific reference is CAT.OP.MPA.150. Keep up the good work!
Hi, thanks for this. ❤ At timestamp 4:00, could you clarify “when the destination weather is below *planning* minima” (which will then trigger a second destination alternate)? What constitutes ‘planning minima’ in this case? Is it simply the minima from the approach plate? Or is there a buffer?
The rules for planning minima may vary with national regulations. I know the EASA rules. You use tables in the company's operations manual to determine planning minima. For a destination, the planning minima is defined as visibility (based on DH/MDH and the availability of approach lights.) For a circling approach, the ceiling must not be below MDA. For your alternative, the planning minima for an 3D approach is the minima for the best 2D approach. If there's no 3D approach, then the planning minima is the minima for that 2D approach plus 200 ft and 1000 m respectively.
@@FlywithMagnar Hi Magnar, many thanks for your reply and a fantastic channel! To confirm - for the destination itself, we basically look at the destination's instrument approach chart's minima for the expected runway. Correct? For alternates, I believe EASA has recently introduced some more complex regulations. What used to be the 'next instrument approach up', now uses the concept of Type B and Type A approaches. I had to read the regulations a few times to understand ;-).
I did my type rating at ATR Training Centre in Toulouse 21 years ago. At that time, ATR did not have a proper training manual, but a tiny book they called Minidoc. It barely covered the essentials. It was up to the instructors to fill in the rest, and they were not standardized. That was the most difficult part. The best part was the food in the canteen.
Minimum fuel is next to Mayday! A proficienct Capt. always carries a piece of paper on the left pocket. Incase, ATC recommend or demands a report; I suggest that upon Ldg you file a report to Nasa... rest everything else baggage!
![⭐️( ลอยกระทง 2024 ) Ver. แดนซ์ Remix BY [ ดีเจกิต รีมิกซ์ ]](http://i.ytimg.com/vi/rMWOLhgXUHc/mqdefault.jpg)
Exactly what i was looking for, i fly B1900s in the Sahara desert and i routinely fly to isolated aerodromes so i always need to remind myself of the PDP procedure the night before, and your video made it clearer and simpler, and for that I thank you so much, keep uploading these kind of videos (procedures and regulations) it'll be much appreciated 👍, fly safe Cpt.
Nice explanation Captain
In Indian airspace we decide MDF (Minimum Diversion Fuel) which is alternate fuel + Final Reserve fuel
Also we have to give to ATC 10 min to MDF when approaching 10 min to MDF this is just to make sure that if we are not clear to land within 10 min then we have to divert to alternate. This also gives us a little time for planning to alternate if it is not possible to land within 10 minutes
Havent flown the ATR in many years but enjoy your channel. Will listen out for you when flying into Nigeria.
Hello thanks for all great videos and I want to ask you for making videos about PBN RNP RNAV AND things like these and also if possible some explanation about VNAV in the ATR 🌺
Hi, that's a big subject. It's on my to-do list. Please be patient!
You did a great job as well and you are very professional Captain as usual.
thank you once again & we Keep tuned with your Chanel.
Hi Magnar, thank you for your great videos. Just a small correction to your reference to the law. Its now called 965/2012 and the specific reference is CAT.OP.MPA.150. Keep up the good work!
Thanks for that! I have been away from Europe too long!
Hi, thanks for this. ❤ At timestamp 4:00, could you clarify “when the destination weather is below *planning* minima” (which will then trigger a second destination alternate)? What constitutes ‘planning minima’ in this case? Is it simply the minima from the approach plate? Or is there a buffer?
The rules for planning minima may vary with national regulations. I know the EASA rules. You use tables in the company's operations manual to determine planning minima.
For a destination, the planning minima is defined as visibility (based on DH/MDH and the availability of approach lights.) For a circling approach, the ceiling must not be below MDA.
For your alternative, the planning minima for an 3D approach is the minima for the best 2D approach. If there's no 3D approach, then the planning minima is the minima for that 2D approach plus 200 ft and 1000 m respectively.
@@FlywithMagnar Hi Magnar, many thanks for your reply and a fantastic channel!
To confirm - for the destination itself, we basically look at the destination's instrument approach chart's minima for the expected runway. Correct?
For alternates, I believe EASA has recently introduced some more complex regulations. What used to be the 'next instrument approach up', now uses the concept of Type B and Type A approaches. I had to read the regulations a few times to understand ;-).
@@svdm007, yes, we look at operative minima (visibility or RVR)
Thanks , I would like to know your opinion about the best and the most difficult part during your ATR type rating. Thanks a lot love your channel
I did my type rating at ATR Training Centre in Toulouse 21 years ago. At that time, ATR did not have a proper training manual, but a tiny book they called Minidoc. It barely covered the essentials. It was up to the instructors to fill in the rest, and they were not standardized. That was the most difficult part. The best part was the food in the canteen.
Good Day Capt, Taxi fuel for A320 or B737NG how Many kg used estimatedly?
Very very professional
Good one as usual!
Minimum fuel is next to Mayday! A proficienct Capt. always carries a piece of paper on the left pocket. Incase, ATC recommend or demands a report; I suggest that upon Ldg you file a report to Nasa... rest everything else baggage!
Thank you so much captain really all video is useful
GREAT VIDEO.!!