ATR 72 and severe icing part 1

ATR 72 and icing sounds like a bad combination. Yes, there have been accidents and incidents with ATR aircraft related to icing. However, they all happened because the pilots did not follow their procedures. Furthermore, other aircraft types are also vulnerable to icing.
This video is Part 1 of a series of two videos about severe icing. This part explains how ice forms on an aircraft, and how it affects aircraft performance and control. Part 2 describes what can happen if you don’t follow your procedures.
Here is a link to Part 2: • ATR 72 and severe icin...
You will also find it useful to watch this video about ATR ice & rain protection systems: • ATR ice & rain protect...
Other links:
FAA: Icing terminology www.federalregister.gov/docum...
Michael B. Bragg: Aircraft aerodynamic effects due to large droplet ice accretions icing.ae.illinois.edu/papers/9...
NASA/US DOT/FAA: Effects of large-droplet ice accretion on airfoil and wing aerodynamics and control www.faa.gov/aircraft/air_cert...
Follow Fly with Magnar: / 1140864699685560

[@cruxader27]

We were told by our instructors that once we get Degraded Perf we need to do the procedure for severe icing as soon as possible even if we don't yet have the Increase Spd alert. He told us not to do anything just to demonstrate and show us what happens and how quickly severe icing can occur. By the time he gave us Degraded Perf we were asked to start timing. It was just under 10 seconds and the plane starts falling down at the same time increase speed alert appeared.

[@Hotelmode]

Been crying out for an in depth explaination of this. Thank you!

[@weilee9900]

Nice video, capt.!

[@wilfredotoledo9518]

Great video!

[@BenTheNomad]

Thanks Captain... Like your youtube channel. Happy landing!!!

[@neomallorca9040]

Speed my friend: Thanx for your videos.

[@ivanshevy]

12:06 just like crash in Nepal yesterday 😢

[@pilotalex5677]

Hello captain, have a question regarding the severe icing procedure. One of the latest bottom lines specified "escape " how do you escape when icing has already started and the icing area range can be wide ? Thank you for your videos, you are gold mine ! 🙏

[@FlywithMagnar]

In most cases, the area with severe icing is a few thousands feet thick. Descending is therefore the primary escape strategy. This also helps you to keep the speed up. Escape strategy number two is to turn towards an area with lower terrain.

[@cruxader27]

During recovery in severe icing with unusual roll response or uncommanded roll control, is it alright to extend flaps 15 even when at speeds above Vfe15?

[@FlywithMagnar]

Yes, in such a situation, you should set flaps 15 even the speed is above Vfe15. This reduces the stall speed with about 15 knots, which can be crucial for recovery. During certification tests, the airplane has been flown beyond speed limitations to demonstrate a safety margin.

[@shivapoudel9059]

@@FlywithMagnar but we have to fly at 185 knots max throughtout after flaps extension in icing condition.if we have 165 red bug then 185 knots is only 20 knots above red bug.is it ok sir what is your opinion ?

[@FlywithMagnar]

The checklist for severe icing says the following: With flaps 0, your minimum speed is icing bug +30. With flaps 15, your minimum speed is icing bug. If your speed is less than those limitations, then you must limit the bank angle to 15 degrees.

[@shivapoudel9059]

@@FlywithMagnar thankyou sir.i mean extending flaps 15 in atr 72 limits remaining flight in max speed of 185 knots vfe.and further more in a upset recovery speed can go above vmo .is it safe always to extend flaps 15 even speed is near vmo in upset condition?

[@FlywithMagnar]

@@shivapoudel9059 An upset usually happens at a relatively low speed. Then it's important to set flaps 15 to regain control. But Vmo is 250 kt. It's not necessary to set flaps 15 when the speed is that high.

[@darrenobrien6253]

Hi great content. I have a question???? On the condition Levers at the top setting what does the 100% OVRD Mean please.

[@FlywithMagnar]

When the condition levers are in "AUTO" position, propeller RPM is regulated automatically by the PEC (Propeller Electronic control). "100% OVRD" is a manual override and is used when the PEC is inoperative or when the procedure calls for it. This video explains how it works: th-cam.com/video/behqG4Dw0Go/w-d-xo.html

[@darrenobrien6253]

Thank you Captain. Keep up the great work, your information content is totally amazing.

[@darrenobrien6253]

@@FlywithMagnar Happy Christmas Captain

[@shivapoudel9059]

Sir is atr 72 susceptible for tailplain icing?

[@FlywithMagnar]

No, it's not. Tailplane icing was only a problem with flaps 45 on ATR 42-300 and -320. As a consequence, flaps 45 is only allowed for emergency landing in normal atmospheric conditions. All later variants have the flaps limited to 35 degrees (ATR 42) or 30 degrees (ATR 72).

[@shivapoudel9059]

@@FlywithMagnar thankyou sir

[@77thTrombone]

Dang! A chief complaint I have with TH-cam is its tendency to show me part 2 (or more) of a series, and make me hunt down part 1.
This time TH-cam presented part 1❕
Problem is, Magnar redirects me to a prior video. 🤦🏼‍♂️

[@TheRutlandPilot]

@12:23 why has the captain only got one arm?

[@FlywithMagnar]

That's me. My left arm is not visible because the test button is on a panel on my left side.

[@TheRutlandPilot]

@@FlywithMagnar I was only kidding. On a serious note I found this particular video very useful. I'm not on the ATR but I have learnt a few things I didn't know that I will apply to my real world flying. Thanks.

[@gauravtripathy7297]

Latest severe Icing memo item says
IAS : Icing bug + 30

[@FlywithMagnar]

QRH for 72-600, revision 10 also says: "Icing bug if flaps 15 extended." And further down, the checklist says that if you are unable to accelerate to and maintain IAS above icing bug +30 with flaps 0, your bank angle is restricted to 15°.