Hi, i am a huge fan of the atr which i never had the chance to fly, i fly the 737ng - but i have a couple of questions i would really appreciate if you could take the time to answer me. As far as i have understood to vary the pitch the PEC feeds supply oil supplied from the HP pump on the prop RGB through the EHV housed in the PVM, to either the increase or the decrease pitch side of the actuator causing a servo piston mechanically connected to the shanks to slide inboard or outboard, changing the pitch. To decrease the pitch, for instance, the PEC feeds the so called control oil - not sure where it comes from - to the decrease side of the actuator, opposing the ever present supply oil, driving the piston and the blades towards a flatter setting as reflected by a drop in Np; conversely to increase the pitch the PEC feeds supply oil to the increase side of the actuator while dumping at the same time some control oil allowing the supply oil to drive the servo piston and the blades towards a higher pitch. If HP supply oil from the HP pump is not available the system will the back up electrical feathering aux pump to supply oil to the increase side of the actuator and drive the blades towards a higher pitch. Is that correct? How is the control oil dumped and where? During normal ops is any oil fed into the increase side of the actuator or the increase in pitch is solely obtained by dumping the control oil and allowing the supply oil to drive the piston? Generally, there are two ranges - Np governing and Beta governing. The former is used in flight, the latter on the ground at low power settings Np governing works as in any other plane - EEC and PL's controls the output engine power and PEC adjust the propeller pitch to maintain constant rpm. The rpm to be maintained are selected by PWR MGT selector. There are two NP (propeller speeds) available - 100% for T/O and MCT and 82% for CLB and CRZ. CL in the -500 normally stay in "AUTO" position and aren't used to control the prop (the 72-200 is a different animal - it has no PEC). However, they may be moved to "100% OVRD" position to give 100% NP at any power setting. On the ground during taxi it's a bit different. CL's have no effect whatsoever and Power Levers control both engine power propeller pitch (hence the name "Beta governing"). The propeller speed is a resultant of those two. During reverse operation things change again - the Power Levers control propeller pitch (up to -10deg at max rev) and propeller speed (up to 92% at max rev). This time, engine power is resultant Aditionally: On th ground EEC ensures enough power so as to maintain NH of 61% and NP of 70,8% - this is to ensure that both DC and ACW generators operate normally. In flight, there are some various overspeed and overtorque protections by EEC. The whole system also behaves differently with the PEC or EEC selected off - but this is another story Torque = blade angle + rpm On the ground with the PL in the GI detent and at low power settings the system switches to fuel governing mode, the PL will control directly the blade angle via the HMU and the EEC, increasing it if more forward thrust is required or decreasing it if less, while adjusting the fuel flow to cope with the aerodynamic load on the prop - the variations in drag as the pitch of the prop changes - and while the EEC keeps a minimum value of Nh of 61% and of Np of 70.8% needed to drive the DC and the AC WILD generator, acting like a sort of bottom governor. The fact that during fuel governing/beta range ops you control with the PL directly the blade pitch FIRST rather than the fuel flow is due to the fact that if the opposite was true it would take a while for the engine to spool up and down as required before the required torque will be available to the prop, resulting in a sort of a delayed sluggish response to the command input, while the engine is using the inertia stored in the machinery to adjust the prop pitch first and only then it adjusts the fuel flow to cope with the change in drag. Is that a correct statement? Many thanks for your time and happy landings!!
Hey Diego! Thanks for your interest! Well, there are a lot of groups on Facebook regarding ATR and maintenance as well. I recommend you look for some. This discussion it’s to long to be held in a comment section of UA-cam. All the best
Pilot Sim i just set up a fb accoubt and got accepted in the ATR pilot group, i posted a question, not sure if i did it in the right manner cos i can not see it anywhere in the group. Any advice on any group i can join and ask technical question? Or maybe i could ask u
unfortunately, they are under heavy political decision and management, every party comes to power change something, modify and so on, despite putting an outside CEO did not solve the entire situation and Eu requests transparency in finances and decisions made by them, Tarom was many times on thin ice of bankruptcy, from where to get long haul liner? ...hires many, many people which have nothing to do with aviation and so on, old age stewardess, many of them in short-haul distances, above 45 years old, and many bad things,
Ha, ha, ha, ce tare.. De unde si pana unde Airways ? E prima data in viata mea cand aud asa ceva. Este Tarom si atat. In rest frumos clipul Simo. Te-as ruga daca poti o filmare sau o poza cu, Craiova, daca ai un drum spre Belgrad cu ATR-ul. Multumesc !
Will Tarom order airbus a320 Im a new subscriber to you I fly with Tarom atr72-600 from chisinau Moldova to bucharest romania and from bucharest romania to bierut with Tarom Boeing 737-800ng
Fasten Your Seatbelt,
We are cleared for Takeoff 🛫
LFBF - Toulouse Francazal Airport to LROP - Bucharest Henri Coandă International Airport
Azi am zburat cu ATR 72 de la Bucuresti la Sofia.Interesant avion !
Respect intii pilotul, apoi compania si in primul rind omul care piloteaza. Bravo simona
Nice crew, vwry neat and prodessional, A red head captain to die for, and a nice robust airplane, made for safety. Congratulations! multumesc!
good video , your first flight with a new Atr 72-600( the best in this category ) from Toulouse to Bucharest..congratulation and fly safe 👍
Dumnezeu să te binecuvânteze Simona
woooow, very nice, congratulation!!!!
Really beautiful view sky❤❤❤❤ love you Simona from India 🇮🇳❤❤❤❤
Awesomeness!!
Thanks 😊
beautiful new ship......
Fantastic video!!
Thank you!
The Best Of the best😊
Good night from in brazil... excelente piloto❤❤❤❤ daqui de São João de Meriti RJ.
Bravo Simona!
Wow Super! Mi-a plăcut 😃😊
Multumesc 😊
I enjoy ferry flights! The last time I had such experience was last year on an ATR42-600 from Vietnam to Philippines. I hope I could fly them again.
👍
Frumoasa filmare !
I’ve flown the existing ATR aircraft from Bucharest to Oradea many times, they are great. I wish Tarom still do business class
Very good Video, excellent
Thank you!
Love the flight 😚🤩😍
Ce frumos s-a văzut curcubeul la sfârșit.
Exact! Superb ❤️
Nice plane
very professionnel nice Video good Luck Simona (y)
Frumos. 👍 Şi frumoasă. 😍
Really..I.love.you.simin..❤❤❤❤❤❤
Super
Thank you!
Cu drag te salut din București oriunde ai fi. Daca vei fi in bucuresti la expo fly, voi veni sa te salut
Hi, i am a huge fan of the atr which i never had the chance to fly, i fly the 737ng - but i have a couple of questions i would really appreciate if you could take the time to answer me.
As far as i have understood to vary the pitch the PEC feeds supply oil supplied from the HP pump on the prop RGB through the EHV housed in the PVM, to either the increase or the decrease pitch side of the actuator causing a servo piston mechanically connected to the shanks to slide inboard or outboard, changing the pitch. To decrease the pitch, for instance, the PEC feeds the so called control oil - not sure where it comes from - to the decrease side of the actuator, opposing the ever present supply oil, driving the piston and the blades towards a flatter setting as reflected by a drop in Np; conversely to increase the pitch the PEC feeds supply oil to the increase side of the actuator while dumping at the same time some control oil allowing the supply oil to drive the servo piston and the blades towards a higher pitch. If HP supply oil from the HP pump is not available the system will the back up electrical feathering aux pump to supply oil to the increase side of the actuator and drive the blades towards a higher pitch. Is that correct? How is the control oil dumped and where? During normal ops is any oil fed into the increase side of the actuator or the increase in pitch is solely obtained by dumping the control oil and allowing the supply oil to drive the piston?
Generally, there are two ranges - Np governing and Beta governing. The former is used in flight, the latter on the ground at low power settings
Np governing works as in any other plane - EEC and PL's controls the output engine power and PEC adjust the propeller pitch to maintain constant rpm. The rpm to be maintained are selected by PWR MGT selector. There are two NP (propeller speeds) available - 100% for T/O and MCT and 82% for CLB and CRZ. CL in the -500 normally stay in "AUTO" position and aren't used to control the prop (the 72-200 is a different animal - it has no PEC). However, they may be moved to "100% OVRD" position to give 100% NP at any power setting.
On the ground during taxi it's a bit different. CL's have no effect whatsoever and Power Levers control both engine power propeller pitch (hence the name "Beta governing"). The propeller speed is a resultant of those two.
During reverse operation things change again - the Power Levers control propeller pitch (up to -10deg at max rev) and propeller speed (up to 92% at max rev). This time, engine power is resultant
Aditionally:
On th ground EEC ensures enough power so as to maintain NH of 61% and NP of 70,8% - this is to ensure that both DC and ACW generators operate normally. In flight, there are some various overspeed and overtorque protections by EEC. The whole system also behaves differently with the PEC or EEC selected off - but this is another story
Torque = blade angle + rpm
On the ground with the PL in the GI detent and at low power settings the system switches to fuel governing mode, the PL will control directly the blade angle via the HMU and the EEC, increasing it if more forward thrust is required or decreasing it if less, while adjusting the fuel flow to cope with the aerodynamic load on the prop - the variations in drag as the pitch of the prop changes - and while the EEC keeps a minimum value of Nh of 61% and of Np of 70.8% needed to drive the DC and the AC WILD generator, acting like a sort of bottom governor.
The fact that during fuel governing/beta range ops you control with the PL directly the blade pitch FIRST rather than the fuel flow is due to the fact that if the opposite was true it would take a while for the engine to spool up and down as required before the required torque will be available to the prop, resulting in a sort of a delayed sluggish response to the command input, while the engine is using the inertia stored in the machinery to adjust the prop pitch first and only then it adjusts the fuel flow to cope with the change in drag. Is that a correct statement?
Many thanks for your time and happy landings!!
Hey Diego! Thanks for your interest! Well, there are a lot of groups on Facebook regarding ATR and maintenance as well. I recommend you look for some. This discussion it’s to long to be held in a comment section of UA-cam. All the best
Pilot Sim i dont have an fb account only an instagram one. Anyway thanks for the input.
Pilot Sim i just set up a fb accoubt and got accepted in the ATR pilot group, i posted a question, not sure if i did it in the right manner cos i can not see it anywhere in the group. Any advice on any group i can join and ask technical question? Or maybe i could ask u
Air New Zealand took delivery of ZK-MZF from toulouse on 15/12/2021
number 29 in fleet
Dear Love ❤️❤️
Nice! How many ATRs 72-600 Tarom have?
4
0:58 what does that red button do
❤❤❤
Oh, Симона😅
Ты супер! Ты Сверх Крутая Женщина 😅👍
it would be nice if tarom would buy a long haul plane . a airbus 330 or and being 767 maybe ? who knows.
unfortunately, they are under heavy political decision and management, every party comes to power change something, modify and so on, despite putting an outside CEO did not solve the entire situation and Eu requests transparency in finances and decisions made by them, Tarom was many times on thin ice of bankruptcy, from where to get long haul liner?
...hires many, many people which have nothing to do with aviation and so on, old age stewardess, many of them in short-haul distances, above 45 years old, and many bad things,
Wow she is beautiful ;)
Eu sunt pilot pe 777, dar respect pe piloții ATR. Măcar ei pot să aterizeze/decoleze pe rampele din Cluj 😂😂😂.
Ha, ha, ha, ce tare.. De unde si pana unde Airways ? E prima data in viata mea cand aud asa ceva. Este Tarom si atat. In rest frumos clipul Simo. Te-as ruga daca poti o filmare sau o poza cu, Craiova, daca ai un drum spre Belgrad cu ATR-ul. Multumesc !
The only thing with them is the stairs are a but tricky to walk down
No weight has to be more fun ?
❤
10:00
👍
What is simona
ATR-le42 flota TAROM REVIZUALIZAT !!!!!!
Will Tarom order airbus a320
Im a new subscriber to you
I fly with Tarom atr72-600 from chisinau Moldova to bucharest romania and from bucharest romania to bierut with Tarom Boeing 737-800ng
Had to watch that on mute. Sort the music out.
You don’t have to watch it at all 😉 sort that out 👍
@@Pilot_Simona I don’t have an issue with the watching, it’s the listening that’s irritating.
@@Pilot_Simona❤
@@Pilot_Simona❤