This description is the most comprehensive, organized and educational I have observed. It allows to relate each electronic equipment of the aircraft cabin, define each of its parts and relate them to their diagrams and location in the aircraft. He cares about defining the abbreviations used every time he mentions them. I congratulate you.
Great video. Love the Bob Hoover story, that's way to approach aviation error management. Sadly, unjust & punishing culture still exist in many organizations, and they are often the ones keep having incidents or accidents.
A very simple explanation to the most complicated system in ATR. Summarizing that CAC is the one showing everything in DU, MFC controls various system logic operations and MPC is generally an invisible man that observes you and tells everything to your boss. I remember this system during my type-rating in AATC when nothing gets in my head, and our French TRI once said in a thick french accent "Don't worrie, we are peelots. This is for engineers. We fly plane, everything is automatique". Although I still wanted to know about wires and cables like Analogic, Discretes, AFDX and ARINC429 we ended up moving on to the next system.
In addition to controlling & monitoring of various system logic operations, MFC, in conjunction with CAC/FWA, provides fault warnings to the flight crew in the form of sys local warnings, MW, MC & audio warnings.
Great presentation Capt. But i have a question about the FDAU. Between the FDAU(black box) and the AFDAU integrated into the MPC, which one communicates with the CVR/FDR? Or are they both used for redundancy?
wow truly helpful, sir can u please make detailed video about ATR avionics chapters separately like ATR Navigation, communication, lights, etc if possible.pls reply.
Yes, I will. Right now, I'm working on 4 videos about the engines. The avionics will require even more videos, so this will take time. After requests from other viewers, I will do the flight controls after the engines.
Hi Raj. My best advice is to fly by the numbers. In tailwind, you must not add anything to Vref. In most cases, the tailwind on final is stronger than the tailwind on the ground. This causes IAS to increase just before the flare. If you already is flying too fast, your IAS will be too high during flare. Please watch my video from Lampang. On final, we have 10 KT tailwind. On the ground, it's 5 it tailwind. That's easily manageable. But if they report 10 knots tailwind, and you have 20 on a very short final, you better consider going around and land on the opposite runway. That's much safer.
Hi Captain, on 13:30 you give an example of FOQA threshold regarding VAPP. But how does an EFIS ATR “knows” what is the correct VAPP? All the performance calculation is manually or with the SPS software in a standalone ipad. And the target speeds are set just with plastic markers on the ASI. Thanks. Great content.
The approach speed is set by the pilot with the internal speed bug. It is connected to the fast/slow indicator on the airspeed indicator and the FDAU, which also collects data from the airspeed indicator, the altimeter, and the radio altimeter. The closer you get to the ground, the less the speed margin before a report is triggered by the FOQA. Just now, I don't have the list of the various alert levels. Besides, the alert thresholds can be modified by the operator.
Hello good evening, I would like to know how I obtain a maintenance manual for the ATR-500 or 600, specifically chapters 22, 23 and 34, I am doing my research project for my master's degree in electronic engineering and it is based on the ATR 42, from I really appreciate it very much. Thank you.
The weather radar is of little help when you are below mountain ranges. You might turn it on when you are lined up on the runway before you take off. Ground echoes will be strong and within a close range, and weather returns would be further away. But when you are airborne, the radar screen will be fully painted by ground returns. Terrain mode is more useful. The weather radar will start to become uncluttered when you are a few thousand feet higher than the ground ahead of you. Tilt: ATR doesn't give any recommendations. Boeing recommends to use 5 degrees up at take off and then reduce to 4 degrees when 10,000 ft above the ground, 3 degrees when 15,000 ft above the ground and 2 degrees when 20,000 ft above the ground. This works fine. Range: The best range for the radar is 20 to 40 NM. This allows you to plan ahead while the radar picture is detailed enough to catch small cells of towering cumulus. I didn't find much info on the net, but this article might be helpful: aea.net/AvionicsNews/ANArchives/May11_AirborneRadar.pdf
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This description is the most comprehensive, organized and educational I have observed. It allows to relate each electronic equipment of the aircraft cabin, define each of its parts and relate them to their diagrams and location in the aircraft. He cares about defining the abbreviations used every time he mentions them. I congratulate you.
Great video. Love the Bob Hoover story, that's way to approach aviation error management. Sadly, unjust & punishing culture still exist in many organizations, and they are often the ones keep having incidents or accidents.
A very simple explanation to the most complicated system in ATR. Summarizing that CAC is the one showing everything in DU, MFC controls various system logic operations and MPC is generally an invisible man that observes you and tells everything to your boss. I remember this system during my type-rating in AATC when nothing gets in my head, and our French TRI once said in a thick french accent "Don't worrie, we are peelots. This is for engineers. We fly plane, everything is automatique". Although I still wanted to know about wires and cables like Analogic, Discretes, AFDX and ARINC429 we ended up moving on to the next system.
Thanks for this summary! I had hard time understanding these :)
In addition to controlling & monitoring of various system logic operations, MFC, in conjunction with CAC/FWA, provides fault warnings to the flight crew in the form of sys local warnings, MW, MC & audio warnings.
Another great video. Thank you Captain.
Thanks for the goosebumps from the story at the end
loved the story at the end
Thank you sir. Very educational and informative video. Thanks
Great overview. Thanks very much!!
Great presentation Capt.
But i have a question about the FDAU.
Between the FDAU(black box) and the AFDAU integrated into the MPC, which one communicates with the CVR/FDR?
Or are they both used for redundancy?
FDAU and AFDAU are the same thing. Just two authors making different parts of the manual.
@@FlywithMagnar oh I see.
Thank you Capt.
I've always thought there were two of them
comprehensive simple explanation.. thank you sir.
Great presentation. Thank you.
Amazing video and very inspiring story! Can not wait for new videos
Great exposition sir, thank you👍
Thanks for all of your videos and best wishes for you sir❤
wow truly helpful, sir can u please make detailed video about ATR avionics chapters separately like ATR Navigation, communication, lights, etc if possible.pls reply.
Yes, I will. Right now, I'm working on 4 videos about the engines. The avionics will require even more videos, so this will take time. After requests from other viewers, I will do the flight controls after the engines.
Amazing video. Congratulation.
Nice Magnar!
Great video, very informative !
Hello Capt... I need some tips on Power and Flare technique in Tail Wind landing ATR 72 600
Hi Raj. My best advice is to fly by the numbers. In tailwind, you must not add anything to Vref. In most cases, the tailwind on final is stronger than the tailwind on the ground. This causes IAS to increase just before the flare. If you already is flying too fast, your IAS will be too high during flare. Please watch my video from Lampang. On final, we have 10 KT tailwind. On the ground, it's 5 it tailwind. That's easily manageable. But if they report 10 knots tailwind, and you have 20 on a very short final, you better consider going around and land on the opposite runway. That's much safer.
Fly with Magnar Thank you Capt... Will watch the Video on Lampang
Hi Captain, on 13:30 you give an example of FOQA threshold regarding VAPP. But how does an EFIS ATR “knows” what is the correct VAPP? All the performance calculation is manually or with the SPS software in a standalone ipad. And the target speeds are set just with plastic markers on the ASI. Thanks. Great content.
The approach speed is set by the pilot with the internal speed bug. It is connected to the fast/slow indicator on the airspeed indicator and the FDAU, which also collects data from the airspeed indicator, the altimeter, and the radio altimeter. The closer you get to the ground, the less the speed margin before a report is triggered by the FOQA. Just now, I don't have the list of the various alert levels. Besides, the alert thresholds can be modified by the operator.
@@FlywithMagnar I see. So the speed ia taken from the internal speed bug. I guess its also true for other instances. Didnt know that! Thanks!
Great job.
Wonderful!
Thank you a lot captain 👨✈️ 🫡
Hello good evening, I would like to know how I obtain a maintenance manual for the ATR-500 or 600, specifically chapters 22, 23 and 34, I am doing my research project for my master's degree in electronic engineering and it is based on the ATR 42, from I really appreciate it very much. Thank you.
Hi, I recommend to set up a profile at LinkedIn. There are many engineers there with knowledge about the ATR.
Hi Captain
Need help about tilt of weather radar on take off in mountain area ?
Where to find info?
The weather radar is of little help when you are below mountain ranges. You might turn it on when you are lined up on the runway before you take off. Ground echoes will be strong and within a close range, and weather returns would be further away. But when you are airborne, the radar screen will be fully painted by ground returns. Terrain mode is more useful. The weather radar will start to become uncluttered when you are a few thousand feet higher than the ground ahead of you.
Tilt: ATR doesn't give any recommendations. Boeing recommends to use 5 degrees up at take off and then reduce to 4 degrees when 10,000 ft above the ground, 3 degrees when 15,000 ft above the ground and 2 degrees when 20,000 ft above the ground. This works fine.
Range: The best range for the radar is 20 to 40 NM. This allows you to plan ahead while the radar picture is detailed enough to catch small cells of towering cumulus.
I didn't find much info on the net, but this article might be helpful: aea.net/AvionicsNews/ANArchives/May11_AirborneRadar.pdf
Thank u sir
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