Hi Capt, I enjoy your videos, but one thing bothers me. At the beginning of all your videos, you say "oversight" but I believe what you mean is "overview". :P Please keep the informative videos coming.
Thank you Captain, greetings from the Caribbean island of St Vincent, Where the ATR is a commonly seen aircraft around these parts... It's actually my second favorite in the turboprop regional aircrafts... I've been watching all your videos on the ATR and I love each and everyone of them and they way u get into details about the way the systems work.. thank you once again and keep up the good work 👍🏾👍🏾👍🏾💯💯💯💯
Thank you! Since you have a Twin Otter on your profile picture, I assume that this is your favourite turboprop? Unfortunately, I didn't have the chance to fly the Twin Otter as a pilot. It's a remarkable airplane.
@@FlywithMagnarYou are welcome... And yes a twin otter that's from a local airline where I'm from. But the twin otter is 3rd on my list of regional and or inter island aircrafts. It's the dash 8 Q400 is what told the list.. and yes the twin otters are good planes to fly from what I have read and heard from the pilots who fly them.
Just a guess from my side: The philosophy of ATR has always been to use expensive materials/gadgets if it's cost effective. In the 1980s, when ATR 42 and 72 were designed, carbon brakes were expensive when compared to steel brakes. So the question was: Do we need carbon brakes, or are steel brakes good enough? For the 42, the answer was, obviously, steel brakes. For the heavier 72, they went for carbon brakes. If they had constructed the aircraft today, they may have opted for carbon brakes in the 42 as well, because the cost of carbon brakes have declined so much that they are, in most cases, more cost effective than steel brakes.
Hi Magnar! Do you have any information regarding drag increase or performance/operational degradation with regards to the main wheel cover? I checked the CDL and it says that it can be both missing. There's no info about increase in fuel consumption or lower cruising speed or if it is acually producing more drag if the covers are missing
Hello, Captain. On touchdown protection for the anti-skid - a. What is meant by 5 s in "as long as wheel spin up is below 35 kt or for 5 s"? b. Why do we avoid applying brakes on low friction pavements or light wheel vertical loading?
At thouchdown, the wheels will accelerate from standstill to the speed of the aircraft. a) The brakes are inhibited when the wheel rotation speed is less than 35 kts, or for up to 5 seconds after touchdown, whichever happens first. b) For the brakes to be effective, the wheels must rotate (not skid), and there must be weight on the wheels.
Hi Captain, maybe you can answer my doubt. I tried to find a good reason for that but I couldn't. In the deviation guide, section Dispatch with landing gear down, why the maximum speed is 160kt if the limitation for landing gear down is 185kt? (I fly atr72-600). Thanks for your time
FCOM PRO.SPO.18 gives addtional information for flight with the landing gear down. Here, the climb speed is 160 kt, and maximum cruise speed is 185 kt. But you shold not plan to fly that fast, as it is an absloute limitation. Besides, the faster you fly, the higher the fuel consumption. So, it is good practice to cruise at 160 kt.
Great video as usual. Regarding emergency braking. Do the foot pedals have anything to do with this or is it only a function of setting the brake handle at the 500 psi position as shown in your video? Thanks.
Thanks, Captain Magnar. Your videos are awesome and very helpful. Captain, do you know where I can find the ATR 72 hard landing graphic? There is no one in the FCOM or AFM. Greetings from Brazil.
Hello Magnar, being new to the ATR's systems a question from watching this video: does anti skid only work when normal brakes are used, or does anti skid also work when braking from the accumulator when normal brakes are lost? Best regards, Boy
Wonderful presentation! Looking forward that you will complete all the ATR Systems series. It is very helpful for those who wish to get ATR type rating. Making them watch your videos before their actual training is beneficial and will make it more easier for them to understand the aircraft before they undergo the real one. I've been sharing your videos to my friend who badly wants to fly the ATR, he loved it! Looking forward to the next ATR system!
Hi Captain, congratulations on your videos. In the landing gear system you say that we will have an overheat alert with brake temperature> 150 ° C. In the FCOM ATR42 it is reported> 160 ° C .... what is the correct value? Thanks for your answer
The correct answer is 160 °C for ATR 42 and 150 °C for ATR 72. They have different brakes (steel and carbon respectively). When I made the video, I used the value for ATR 72 and assumed that the limit was the same for ATR 42. Thanks for informing me!
@@FlywithMagnar the test functions by releasing the normal brakes, how does it work when the parking brake is engaged? Isn't it the same brake and it wouldn't be able to release it? Am I thinking too much? Haha. Also so the reason why the parking brake has to be engaged during anti skid just due to safety cause you have lost normal braking?
Anti-skid test but is not a brake test, a test of the electronic components. When the test is running, normal brakes are inoperative. Therefore, we do this test when aircraft is not moving. And when we don't move, the parking brake is engaged. It will be dangerous to do the anti-skid test while taxiing because a lot can happen in 6 seconds.
On short final, the pitch is about -1 to 0 degrees. At touch-down, it's typically +2 to +3 degrees. More than +5 degrees should be avoided. This video shows the attitude indicator during an approach: th-cam.com/video/XF-laSAVLbM/w-d-xo.html
No. There aren't brakes on the nose wheel. The nose wheel continues to spin for a while after it's retracted, and if there's any unbalance in the wheel, we will hear it very well because the nose wheel bay is under the pedestal.
Dear Captain , I will start my type rating on ATR 72-600 next days and your information and videos are priceless for me. I am airline captain with large experience in airliners jets but I find the new job near my home tow on ATR, I am excited to start.Nice landings for all.
Wear and tear. Here are some factors: Worn torque link bushings. An out-of-round or out-of-balance tire. Elongated holes in the shimmy dampener linkage. A defective shimmy dampener. (I found this answer in a Cessna owner forum, but the principle is similar for an ATR.)
The ATR 72 has a longer fuselage than the ATR 42. This increases the risk for tailstrike during take-off and landing. The tail bumper also serves as a mounting point for the tail probe, which protects the tail from touching the ground during loading and off-loading.
@@FlywithMagnar We had one tail strike on one of our ATR 72-500. A panel of the skin had to be replaced. It was not available from ATR for one month. Mechanics from ATR came to our Hangar to replace the panel. The aircraft flew again after three months.
Hi Capt, I enjoy your videos, but one thing bothers me. At the beginning of all your videos, you say "oversight" but I believe what you mean is "overview". :P Please keep the informative videos coming.
Well observed! You are the fist to give a notice about my little blunder! In my later videos I stopped using this expression.
Thank you Captain, greetings from the Caribbean island of St Vincent, Where the ATR is a commonly seen aircraft around these parts... It's actually my second favorite in the turboprop regional aircrafts... I've been watching all your videos on the ATR and I love each and everyone of them and they way u get into details about the way the systems work.. thank you once again and keep up the good work 👍🏾👍🏾👍🏾💯💯💯💯
Thank you! Since you have a Twin Otter on your profile picture, I assume that this is your favourite turboprop? Unfortunately, I didn't have the chance to fly the Twin Otter as a pilot. It's a remarkable airplane.
@@FlywithMagnarYou are welcome... And yes a twin otter that's from a local airline where I'm from. But the twin otter is 3rd on my list of regional and or inter island aircrafts. It's the dash 8 Q400 is what told the list.. and yes the twin otters are good planes to fly from what I have read and heard from the pilots who fly them.
Very Good Presentation
I really enjoyed the precious infos. thanks
Dear Captain, thanks for the video. Do you know why flying without one foldable doors (by the CDL) is limited to 200 knots?
Very clearly defined each and every points.
I wonder why ATR42 can't have the same carbon brakes as with the ATR72?
Just a guess from my side: The philosophy of ATR has always been to use expensive materials/gadgets if it's cost effective. In the 1980s, when ATR 42 and 72 were designed, carbon brakes were expensive when compared to steel brakes. So the question was: Do we need carbon brakes, or are steel brakes good enough? For the 42, the answer was, obviously, steel brakes. For the heavier 72, they went for carbon brakes. If they had constructed the aircraft today, they may have opted for carbon brakes in the 42 as well, because the cost of carbon brakes have declined so much that they are, in most cases, more cost effective than steel brakes.
I want to do type course on Atr72-600.Can you help me for this?
Hi Magnar! Do you have any information regarding drag increase or performance/operational degradation with regards to the main wheel cover? I checked the CDL and it says that it can be both missing. There's no info about increase in fuel consumption or lower cruising speed or if it is acually producing more drag if the covers are missing
The performance degradation, if any, is minuscule.
Hello, Captain. On touchdown protection for the anti-skid -
a. What is meant by 5 s in "as long as wheel spin up is below 35 kt or for 5 s"?
b. Why do we avoid applying brakes on low friction pavements or light wheel vertical loading?
At thouchdown, the wheels will accelerate from standstill to the speed of the aircraft.
a) The brakes are inhibited when the wheel rotation speed is less than 35 kts, or for up to 5 seconds after touchdown, whichever happens first.
b) For the brakes to be effective, the wheels must rotate (not skid), and there must be weight on the wheels.
Hi Captain, maybe you can answer my doubt. I tried to find a good reason for that but I couldn't. In the deviation guide, section Dispatch with landing gear down, why the maximum speed is 160kt if the limitation for landing gear down is 185kt? (I fly atr72-600). Thanks for your time
FCOM PRO.SPO.18 gives addtional information for flight with the landing gear down. Here, the climb speed is 160 kt, and maximum cruise speed is 185 kt. But you shold not plan to fly that fast, as it is an absloute limitation. Besides, the faster you fly, the higher the fuel consumption. So, it is good practice to cruise at 160 kt.
Thanks Captain.. This vdo/presentation is much helpful. Explained so well... Cheers 👍🙌
you are much perfect then flight school teacher
Great video as usual. Regarding emergency braking. Do the foot pedals have anything to do with this or is it only a function of setting the brake handle at the 500 psi position as shown in your video? Thanks.
The pedals have nothing to do with the emergency brake. You just set the parking brake handle in the emergency position.
@@FlywithMagnar seems logical to separate the two systems. Thanks for the reply.
Thanks, Captain Magnar. Your videos are awesome and very helpful.
Captain, do you know where I can find the ATR 72 hard landing graphic? There is no one in the FCOM or AFM.
Greetings from Brazil.
Can you make flight control chapter video
th-cam.com/video/aWNbukP1Dlg/w-d-xo.html
I can't believe his technique actually works on simulators either way thank you
Captain thanks a lot for this astonishing explanation. You really do it better than the FCOM
Whats the aircraft´s name at minute 6, looks super interesting
ATR 72
@@FlywithMagnar Thank you
Great video captain. I wonder if you maintain that calmness on emergency situations.
Very good.
Hello Magnar, being new to the ATR's systems a question from watching this video: does anti skid only work when normal brakes are used, or does anti skid also work when braking from the accumulator when normal brakes are lost? Best regards, Boy
The anti-skid system only works with normal brakes.
Wonderful presentation! Looking forward that you will complete all the ATR Systems series. It is very helpful for those who wish to get ATR type rating. Making them watch your videos before their actual training is beneficial and will make it more easier for them to understand the aircraft before they undergo the real one. I've been sharing your videos to my friend who badly wants to fly the ATR, he loved it! Looking forward to the next ATR system!
Thank you so much!
thanks for making vedio helps me alot.
Hi Captain, congratulations on your videos. In the landing gear system you say that we will have an overheat alert with brake temperature> 150 ° C. In the FCOM ATR42 it is reported> 160 ° C .... what is the correct value?
Thanks for your answer
The correct answer is 160 °C for ATR 42 and 150 °C for ATR 72. They have different brakes (steel and carbon respectively). When I made the video, I used the value for ATR 72 and assumed that the limit was the same for ATR 42. Thanks for informing me!
👍Thanks for the prompt and quick reply
May I know ATR 72-600 Break Melting Point Capt.?
Carbon brakes don't melt. The hotter the carbon fiber gets, the stronger it gets. However, carbon sublimates into gas at 3642 degrees Celsius.
Thanks for the video
Hi captain!
Hope you're doing well
Could you tell me why the parking break must be engaged when doing the anti skid test?
Yes, The brakes are not operative when you test the anti skid.
@@FlywithMagnar the test functions by releasing the normal brakes, how does it work when the parking brake is engaged? Isn't it the same brake and it wouldn't be able to release it? Am I thinking too much? Haha.
Also so the reason why the parking brake has to be engaged during anti skid just due to safety cause you have lost normal braking?
Anti-skid test but is not a brake test, a test of the electronic components. When the test is running, normal brakes are inoperative. Therefore, we do this test when aircraft is not moving. And when we don't move, the parking brake is engaged. It will be dangerous to do the anti-skid test while taxiing because a lot can happen in 6 seconds.
Understood! Thank you captain!
Thank you captain
What is the typic attitude of the nose for ATR during the flare ?
On short final, the pitch is about -1 to 0 degrees. At touch-down, it's typically +2 to +3 degrees. More than +5 degrees should be avoided. This video shows the attitude indicator during an approach: th-cam.com/video/XF-laSAVLbM/w-d-xo.html
After being airborne does the nose wheel stop spinning when its being retracted ?
No. There aren't brakes on the nose wheel. The nose wheel continues to spin for a while after it's retracted, and if there's any unbalance in the wheel, we will hear it very well because the nose wheel bay is under the pedestal.
Well done my capt
Dear Captain , I will start my type rating on ATR 72-600 next days and your information and videos are priceless for me. I am airline captain with large experience in airliners jets but I find the new job near my home tow on ATR, I am excited to start.Nice landings for all.
Nothing beats home sweet home. Wish you all the best with the type rating course!
@@FlywithMagnar Thank you so much.
Thanks
I have a doubt about nose wheel
What is the cause of Nose wheel vibration or wobbling ?
Wear and tear. Here are some factors: Worn torque link bushings. An out-of-round or out-of-balance tire. Elongated holes in the shimmy dampener linkage. A defective shimmy dampener. (I found this answer in a Cessna owner forum, but the principle is similar for an ATR.)
Also when one of the nose wheel tire worn than the other tire, you will definitely have wobbling and eventually vibration.
I have a question why does the ATR 72 have a tail bumper and the ATR 42 don't have one?
The ATR 72 has a longer fuselage than the ATR 42. This increases the risk for tailstrike during take-off and landing. The tail bumper also serves as a mounting point for the tail probe, which protects the tail from touching the ground during loading and off-loading.
@@FlywithMagnar We had one tail strike on one of our ATR 72-500. A panel of the skin had to be replaced.
It was not available from ATR for one month. Mechanics from ATR came to our Hangar to replace the panel.
The aircraft flew again after three months.
Do a topic on PW 123 ,/ PW 100 POWERPLANTS
The PW123 is not used in ATR aircraft. But I have made a series of 4 videos about the engines used in all ATR variants.
@@FlywithMagnar high Capt I now realize that and am watching part 4
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