ATR systems - Powerplant part 1 - General
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- Опубліковано 22 лип 2024
- This is the first video in a series of four videos about the powerplant used by ATR aircraft. It gives a general description of the engine, indications, and a few technicalities that might be nice to know about.
This video is not meant to give a fully detailed description of the system, but to give you an idea about who it works. Despite my effort to be as exact as possible, I might have made mistakes. If you find errors, please let me know, and I will add the corrections here:
1) The drawings show the turbine blades installed in the wrong direction. When viewed from behind, the HP turbine and the power turbine are rotating clockwise, and the LP turbine is rotating counter-clockwise. Here is a video from the engine manufacturer: • PW127XT engine series:...
Links:
Powerplant part 2, gas turbine: • ATR systems - Powerpla...
Powerplant part 3, propeller: • ATR systems - Powerpla...
Powerplant part 4, procedures: • ATR systems - Powerpla...
Follow Fly with Magnar: / 1140864699685560 - Наука та технологія
I'm not a pilot but an engineer. This is right up my street. Definitely the right amount of detail (lots). Thanks Capt Nordal.
After seeing all the parts in the series I must admit I was not expecting such level of detail. Many thanks!
I fly ATR 72. Very useful and helpful video to boost my knowledge.
Hi Captain. During approach, if you have an engine failure, ATR recommends that the affected engines PL is above 45 degrees before you shut the engine down. The same procedure is stated when dispatching the aircraft with ATPCS inop (CDL). Please let me know why this is because it’s contradictory to normal engine shutdown procedure, ie. PL first then CL. Your insight is appreciated.
Great video’s, keep up the good work!
Absolutely fantastic resource. I find studying the ATR less accessible compared to airbus or boeing but this video was concise, simple yet highly informative. Really enjoyed part one, thank you Magnar for taking the time to create something so intricate on a topic so niche. Anyone can see you have a passion for what you do.
Im only 15 min in the video and i have to stop and just say this is superb stuff. I have maybe 1500 hrs on the type and about to start my upgrade. This just takes the FCOM and jams it straight in my brain.
As others have said, thank you! Thank you for taking the time to produce high-quality and very informative videos. Thank you for the detail. I have just recently found your channel. I'm so glad I finally have. I love all things aviation, but I could never find highly technical produces and operation videos.
Now, I just wish I was younger and took a different career path earlier in life.
Please keep quality like this coming!
Excellent Sir, I am very grateful that you have taken the time and effort to upload such educative content to pilots and enthusiasts alike.
Excellent video. I particularly enjoyed the fact that you kept comparing the EFIS screen with the glass cockpit. I am about to start training on the ATR 42-500, after having flown the ATR 72/42-600 for 5 years, so this really helps. Safe flying mate.
Excellent Magnar. Looking forward to part two.
Morrn, morrn ! Kämpe gott ! Det var mycket att smälta och får återkomma flera gånger. Fick svar på många frågor, tack Magnar :)
Thanks for the great video and amazing explanation, I can't wait for the upcoming ones.
Keep it up Captain Magnar
IIt was very good that you explained the Full Description of all the 3 letter Acronyms for the Variations in the PW Turbo props But it would be really Nice when describing Further describing such differences you would use their full nomenclature instead of just the letter designations. You know for us Dummies that have trouble remembering what 8 or 9 different 3 letter acronyms represent in 30 of explanation.
Absolutely the best video to send a new girl you're dating to impress her. Works 100% of the time, sometimes.
Terrific explanations. They say humans use 20% of their effort to achieve 80% of their performance. The remaining 80% effort are used to achieve the remaining 20% performance. If only we had indicators which are so transparent of the current state. But still, like an engine we perform differently at any given effort. Depending on maintenance, wear, number, and status of connected systems, environmental conditions, and supplies.
Awesome video !! So nicely explained. Thanks for sharing the knowledge so clearly.
Thank you for sharing your knowledge Captain! Really good study aid!
Thank u for creating this vidéos simplifying a huge difficult topic of
Powerplant .
Wow thankyou so much sir, I was waiting for this too from you. Really well explained. And waiting for next remaining parts
Magnar, you are the best. Keep on doing. It is amazing.
Thank you Captain. Wishing you a healthy blissful life.
Highly recommended to watch these videos for those who are about to start their ATR Type Rating
Magnar, the numbers you have comunicate are perfect. Excellent video. Thanks for your didactive efforts. Greetings from Binter HSI Workshop at Gran canaria Airport.
Thanks!
Absolutly brilliant and formative !!
Thanks for your video, excellent material to unsdertand the engine. Only one note: the cycle of work (open cycle) is series of events, you call cycle to the events.
Congratulações, excelente a sua explicação Magnar. Parabéns por compartilhar
God Job, thank you for this excellent material!
Thank you for these videos!
Fantastic video! Thank you
Thank you captain, the video was very informative.
Thank you so much, great explanation
Excellent video, very useful.
Great video Captain!!
excellent video and very didactic explanation, thanks captain,
Beautiful video
Congrats for ur explanation Captain!!! 👏🏻👏🏻👏🏻
Thanks! 😃
Very nice Magnar, thanks very much 👍 😁
Very helpful thanks captain👍🏼
Great content
Great video😀 very informativ.
Great job sir
How to make video like this, I'm interested to share my knowledge like this, with Indonesian version
thank you for this great explanation , i have when question why is the Autorelight inhibited on the failed engine during ATPCS sequence ?
Automatic relight is activated when NH drops below 60%. Automatic relight is inhibited when NH drops below 30% or the ATPCS sequence is activated. The ATPCS sequence is activated when TQ drops below 18%. Consequently, automatic relight will happen first.
Great informative video captain .. would you be able to explain how the boost function on the atr’s work?
The boost function increases engine power by increasing the limitation for ITT. However, engine power will never exceed the mechanical limit.
Keep it up .... Amazing
very maaaaaagnifique......☝☝ mister magnar i love ATR 72-600 !!!!!!!!!
airpol04 Reunion island
@ 20:55 She lifts the locking levers and begins to throttle back. Why doesn't she release them after they start moving back? Are there more locking positions in between? I'm assuming they are going to lock again when reaching the Idle position? By holding them up, is there a chance of accidentally going into reverse throttle?
After touching down, the procedure is to move the power levers to Ground Idle, as this produces negative thrust from the propellers. To do that, you must lift the locking levers as you see in the video. Otherwise, it would not have been possible to move the power levers beyond Flight Idle. In Flight Idle, the aircraft will barely slow down after landing.
Some first officers are slow to select Ground Idle after touch down. This may require more braking to stop the aircraft. The first officer in this video did everything correctly.
After reaching Ground Idle, the first officer could have released the locking levers. There are no further locks. To apply reverse, you move the power levers further aft.
Beyond Ground Idle, in reverse position, there's a spring acting on the power levers, producing some resistance. This makes it easy to feel when the power levers are in reverse. In this case, reverse is not used.
Hi.. is there a criteria or conditions to consider engine relight after a engine fail?
In general, you can try a relight when the engine flamed out for no apparent reason, or it ingested a large amount of ice or water. It's discussed in the 4th video about the powerplant. ua-cam.com/video/P3UoI4MyA0A/v-deo.html
How is the power for the PW127M derated from the 2750shp to 2400shp?
Electronically. When the engine is plugged into the airframe, it "knows" how much power it shall deliver. That's how I have been told it.
Thanks for sharing your knowledge, I would like to ask you. Why the torque is used as a parameter of power delivered by the engine in the cockpit?
Because torque indicates the load on the propeller shaft. This is more important than horsepower, which depends on torque and RPM.
Thank you! 👏🏻
Is diffuser pipe have same diameter from inlet to outlet Or Convergent divergent
I'm sorry, but I don't know.
Well put capt.
Thanks so much sir.
Awesome!!!
Sir please make a detailed video on boost function of ATR127M. Practically when pilot use boost function? Advantages of boost function.
Good idea!
Thank you Sir
Hi Magnar. a question from a viewer of one of your ATR videos I shared on my channel. He said he was passenger on an ATR72-600 sitting near the right engine, he observed a small amount of amber color fluid sipping out of engine cawling gaps during flight, so after flight he notified the cabin crew who informed the pilots, the captain assess it as maintanance may have added excessive engine oil, so that maybe the excess engine oil overflowing from the engine. however all cockpit instruments showed normal indication.
What is your opinion on this? Thanks
Hi. Older ATRs have a history of oil leaks from the engine. The engine has many hoses and couplings, and a damaged seal might cause a leak. The -600 seems to be cured from this issue, so I agree that maintenance might have added too much oil to the engine. To avoid this, the pilots must be disciplined and let the engine run in feather for at least 20 seconds before the engine is shut down. This allows for oil used to feather the propeller to return to the oil tank.
@@FlywithMagnar Thanks Magnar
Also, any oil that is leaking past a seal on the engine is collected and dumped overboard through a vent on the side of the cowling. So any that comes from the panel gaps was excess oil from over-servicing.
Hi Capt. It is mentioned that for an overhaul of PW127 series, 8000 FH is the hard time interval. May I know where did the 12000 FH interval came from? Thank you!
The maintenace interval is given in the certification document. As the engine is developing, the maintenance interval is increasing. The 127M is certified for 14,000 hrs, and the new 127XT for 20,000 hrs. www.prattwhitney.com/en/products/regional-aviation-engines/pw127xt
Thanks
During hotel mode is power turbine stop or only propeller. If both is any time limitations of operation
The propeller is stopped in hotel mode. The gas turbine is running, providing air conditioning and drives the DC generator. There's no time limit for hotel mode.
@@FlywithMagnar sir as per AMM power turbine stop during hotel mode. Only hp and lp turbine rotate
Where can i buy this polo t-shirt Atr?
I bought this T-shirt in a pilot shop in Bangkok.
Hello Magner,
I'm enjoying studying ATR these days with watch your videos.
I have a question about "ENG 1 + 2 FLAME OUT".
●RELIGHT SEQUENCE ON ENG 2 THEN ENG 1
Why do I have to relight ENG2 first?
Considering performance, I think it is better to relight ENG1 first.
Because ENG1 is a critical engine.
Considering the system, is there an advantage to relighting ENG2 first?
The left pack supplies conditioned air to the cockpit and cabin.
The right pack supplies conditioned air to the cabin.
Is it because the right engine has a lower load and is easier to relight?
I do not know why the checklist tells you to start engine #2 first. But it really doesn't matter.
While it is correct that engine #1 is the critical engine, this is only a limitation when flying at V2 with reserve take-off power. This power rating is only used if you have an engine failure below acceleration altitude. Therafter, all single engine flight is performed with MCT, which gives maximum 90.9% torque. Final take-off speed is also higher than V2. If you have a double engine failure before acceleration altitude, you will not have time to retart the engines anyway.
Therefore, the critical engine is not an issue any more. Both engines are identical, and if you manage to start one of the engines, you have saved the day. If you manage to start both engines, then it doesn't matter which one you started first.
@@FlywithMagnar Thank you for answering.
Looking forward to learning more with the following videos.
Great videos which were so clearly explained Magnar. How do the LP and HP manage to contra-rotate? That hurt my brain cells a bit!
The turbine blades are shaped like an airfoil. When seen from the left hand side, the turbine blades in the HP turbine are curved on the top side. This causes the gas flow to move the turbine blades upwards. Hence, the HP turbine rotates clockwise when viewed from behind. In the LP turbine, the turbine blades are installed "upside-down". This causes the LP turbine to rotate in the opposite direction. Here is an animation from Pratt & Whitney Canada: ua-cam.com/video/kkEWYQsailg/v-deo.html
@@FlywithMagnar Ahh, now I understand. Ingenious stuff, thank you Magnar.
Cap Magnar great explanation thanks, I have a question the letters HOTEL mean something
For ATR aircraft, it means Hotel Mode.
@@FlywithMagnar CAP again thank you very much for the answer
Hello Captain, I have question about ITT limitations
Sure, go ahead.
@@FlywithMagnar As you know, there is ‘transient’ on Engine Parameters table in FCOM. (ATR72-500)
Recently, ATR defines ‘transient’ meaning is change in temperature caused by movement of the PLA or CLA or an altitude change on the manual. The value is 840 degree C.
My question is,
If during TO, ITT exceeding momentarily 765 degree (PW127M, OAT above 15 degree C, Around 70 kts) then return to normal threshold and maintain until V1,
Is this can regard as normal? or abnormal?
(There is no exceedance record on GNSS HT-1000.)
I expect this situation is not a perfectly normal, but I think the term of Normal takeoff Rating is literally Rating. And also I expect that ‘transient’ applied to setting for TO Power.
What is your opinion capt.?
When the power levers are set for take-off, ITT might go slightly above the limitation set in FCOM LIM and then settle at the correct temperature. I do not have a video of the ITT during take-off, so I am not 100% sure whether this happens or by how much. Anyway, as long as ITT doesn't exceed 800 degrees, there will be no damage to the engine. An engineer might know this better than me.
And just to be clear: Allowed transient temperature between 800 and 840 degrees is for a maximum period of 20 seconds.
@@FlywithMagnar Thank you for your reply.
How many spool on engine pw127m sir?
Two.
@@FlywithMagnar thnk yu sir
CUBANA AIRLINES has ATR 72-210 and 72-212 (not 500) with Engines PW127E and PEC
ATR 72-212 is an ATR 72-210. The 72-210 was built in two versions: The 72-211 has a second entrance door in the front. The 72-212 has a cargo door in the front.
Sir make such video on A320 too if possible.
I'm afraid I'm not qualified to do that. I can only make such videos about aircraft I have flown.
Captain, is there a minimum time limit between shut down and startup of the engine during turn around? Some companies do turn around quickly within 15 to 20 mins.
No, it's not.
@@FlywithMagnar Thanks Captain! I think we were making a mistake with the minimum loading time of 20 to 23 mins, to assume that was related to engine cooling period between turn around.
He maketh Excellenté videeohh butt I have to be Concuntraté verry Hard to be understand what shé sayéđ
ATR in msfs brought me here😅
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I like all of your videos but for some reason your English is not easy to understand
Prop brake just a bad solution others they put an APU