As a simulator instructor and line training Captain, I can agree with 90% of your list. 10% isn’t relevant due to the fact that my airline does not operate any EFIS ATRs. The last (#1) issue I see all the time. An additional factor for our operation is that frequently the first recurrent happens earlier than 6 months for various reasons. After the initial training and line check, it is human nature to kick back and take a “break” from all of the studying. And then, SURPRISE, you’re headed back to the sim 3-4 months after the initial training. That usually results in the candidates eating some “humble pie” despite all of the warnings they were given on the initial training. 😁 Keep up the great work! Cheers from the Eastern Arctic of Canada
Very similar problems I had when starting out as an FO on the A320...One thing when flying Airbuses is that the automations tends to massively deteriorate your hand flying skills... I wish I had started out with turboprops first rather than immediately jumping into jets...But then of course, the airline decides this and not you....
Got 1,600hrs on the ATR as a FO, and I do admit I get to miss some items occasionally. Things like Landing Elevation and etc. I can really relate to this.
from what I notice: - Pilots not reducing to FI until flying level with runway = floating. Better to do it at 10-20' and flare properly - Pilots being hesitant to use NP100% in situations where tailwind affects slow down or descent profile - Not proactively avoiding weather early enough - Over controlling power on approach during gusty conditions. Leave the adjustment on too long and you end up becoming unstable - Avoiding the combination of ice and mountain wave, the APM sucks in these conditions.
Thank you, Magnar. I have only flown in a flight sim, the open source Flightgear. And many of the points, like aiming for the centerline it adjusting throttle after flaps, I experienced. Even like forgetting after a few months. I like your explanations.
My friend, who has flown commercial aircraft for years, told me that when they did manual approaches for training, the flight attendant would usually go into the cockpit and complain, "What are you guys doing, the passengers are puking in there". "AP always flies better" he says.
And many atr pilot land the aircraft with hangging power until both gear touch the ground to make it smoother. Its really make the landing distance too far and actualy u can land smoothly without hangging the power with correct pitch
Surlrisingly, that includes many captains with high flying hour, not only beginner first officer. They will then encourage their first officer to keep the power on above fi until touchdown.
I was flying my ufo the other day and forgot to switch phased spatial time dilation compensation circuits on..... I ended up in Fuedal Europe.... in 1350's.... dang!
1:15 do other countries have a waiting period before their type rating is valid? In the US all certificates and ratings are valid as soon as the examiner is signed off.
I have the same problem with crosswind technique and knowing the energy of the aircraft during approach/ final. How do I correct these problems of mine as I’m doing my ATR 72 type rating and I have just finished my flight school with couple hundred hours.
Rule number one is to fly the correct approach speed. Rule number two is to aim for the touch down marker until 20 feet. Then, you start to flare and reduce power smoothly to flight idle. At the same time, you start to de-crab by applying rudder to align the fuselage parallel with the runway centerline and apply enough aileron to stay on the centerline. After touchdown, let the nose wheel touch down, use rudder for directional control and increase the aileron deflection into the wind as the speed decreases.
Tailwind doesn't change anything. In a left crosswind, the aircraft will fly the approach with a drift to the right. Therefore, you steer a heading that keeps the aircraft on the centerline (crab). When you start to flare, you apply cross controls: Right rudder to align the aircraft parallel with the runway centerline, and left wing down to prevent the aircraft from drifting away from the centerline. After touch down, apply more left aileron as the speed decreases. When the speed is below 30 kt, engage the gust lock.
This video was recorded in the middle of the Covid-19 pandemic, and since the ATR doesn't have HEPA filter, all flights were conducted with the recirculation fans OFF. What happened here is that the first officer erroneously selected the recirculation fans ON, and the captain told him to select them OFF again. The alert for the recirculation fans was triggered a couple of seconds later. Both pilots anticipated this and cancelled the master caution, which isn't exact the correct procedure. But how many times have you made a flight 100% in accordance with the SOP?
Thank you for your inputs as always, Magnar. I do have one question: on the first point you mention not reading the cockpit preparation checklist. Do you really expect the F/O to read through the entire thing every time? wouldn't that make it like performing the walk around with the checklist in hand, going through it? I believe the philosophy is to learn a scan flow, where you perform all required checks and prepare the cockpit, but from memory. For me it's like the "Before Taxi Procedure" or "Before Take-off Procedure", you do them from memory and afterwards you perform de checklist to verify the items have been done.
ATR philosophy is to do the flow, then the checklist. I have caught first officers missing some items during the cockpit preparation procedure. The checklist is there to rectify this.
ATR clearly differentiate between the Procedure and the Checklist. FCOM.PRO.NOP: “The normal procedure is executed by memory and crosschecked via the normal checklist”. While the Final Cockpit Preparation PROCEDURE has hundreds of items, it is a procedure that is expected to be done from memory using a scan flow (stated clearly in the FCTM). The checklist, at least the one in our version of the QRH has about a dozen or so items and is done with both CM on deck performing them as a challenge and response. Great content as always Magnar. Looking forward for more weird and obscure technical stuff 💪🏾
The prohibition is only for flight in holding pattern. The reason is that flying at a relatively high speed with the flaps extended in icing condtions may cause ice to form on top of the wing, aft of the de-icing boots. Minimum flaps 0 speed in icing conditions is quite high, and when flying with one engine inoperative, it might be impossible to maintain icing speed in level flight.
@@FlywithMagnar Thank you, Captain. I also found more information. Severe roll anomalies may be encountered with "flaps 15" accretions flown with flaps 0 setting. It should be emphasized that it is not the flaps 15 configuration itself that is detrimental, but the low angle of attack that may result from such a setting, especially close to VFE. This low or negative AOA increases the wing upper side exposure to large droplet impingement. This is why holding with any flaps extended is prohibited in icing conditions (except for single engine operations)
Jet turbines are so utterly reliable, by the time one fails, the pilots forgot how to fly like that. You can practically assume turboprops and jets are not going to fail! Do the planes you fly ever need landing gear work? Probably brand new gear for the first three years, judging by the landings shown.
Response time ltd to 4 sec.s...Cross checks...Va... Ailerons into wnd opp. rudder...My controls...wx radar...Avoid cells... stabilized app...Three greens... gradually reduce momentum....50ft flare w/out tail skid.. hold Rwy center line btwn your balls... reverse thrust at 80 knots and gently apply the brakes... Memorize the game and always remain calm even in emergency...P.s: The report passengers as a statistic, we know that they have souls. If all procedures fail pray thru' the choir of virtue... Did I forget anything ? Mr. First officer?? Balance the data... Standing by ... exit by echo, contact grnd... Clean up the airplane....I have a submarine to catch 22!!3'
Mistake number 0: sign a contract to be on ATR’s… hot in summer, cold in winter, no performance whatsoever, limitations everywhere, cramped cockpit, no finger, exit only by the tail… 🤢🤮 Get a big comfortable air conditioned jet guys!
I loved it when you described the ATR as a fly-by-wire aircraft !
1st generation, of metal wires :))))))))
@@xcriss2898 😊 Now I got it! ( I was going WTF is he talking about? ... )
As a simulator instructor and line training Captain, I can agree with 90% of your list. 10% isn’t relevant due to the fact that my airline does not operate any EFIS ATRs.
The last (#1) issue I see all the time. An additional factor for our operation is that frequently the first recurrent happens earlier than 6 months for various reasons. After the initial training and line check, it is human nature to kick back and take a “break” from all of the studying. And then, SURPRISE, you’re headed back to the sim 3-4 months after the initial training. That usually results in the candidates eating some “humble pie” despite all of the warnings they were given on the initial training. 😁
Keep up the great work!
Cheers from the Eastern Arctic of Canada
This information basically applies to other aircraft as well. This information is gold! Thank you.
Absolute gold, Captain Nordal! This is one to keep. Thank you!
one of my fav pilot channel....thank you captain
Muchas gracias maestro
Eres buen instructor y muy profesional
E aprendido mucho sobre el ATR72
te lo agradezco mucho
Bendiciones 👍
I’m a new First Officer for the 72, this is really helpful
how is it going now?
I'm a new FO too in 2024
Very similar problems I had when starting out as an FO on the A320...One thing when flying Airbuses is that the automations tends to massively deteriorate your hand flying skills... I wish I had started out with turboprops first rather than immediately jumping into jets...But then of course, the airline decides this and not you....
Really, golden advising... A fruits of many years of experience you are giving to future pilots.. many thanks Captain..
Got 1,600hrs on the ATR as a FO, and I do admit I get to miss some items occasionally. Things like Landing Elevation and etc. I can really relate to this.
from what I notice:
- Pilots not reducing to FI until flying level with runway = floating. Better to do it at 10-20' and flare properly
- Pilots being hesitant to use NP100% in situations where tailwind affects slow down or descent profile
- Not proactively avoiding weather early enough
- Over controlling power on approach during gusty conditions. Leave the adjustment on too long and you end up becoming unstable
- Avoiding the combination of ice and mountain wave, the APM sucks in these conditions.
Very good points.
Thanks captain for advises! I fly piper m600 turboprop and always single pilot!
Thank you so much for these i have about 40 hours on a atr 72 and it is sooooooooo informative and entertaining :)
Very informative video as always Capt. Thank you for sharing your knowledge and experience with us!
Thanks Magnar, many things we've forgotten...
Yeah! Glad to see you here Captain Magnar. :)
Thank you Captain Magnar!
Tq Capt.Manage 🙏🏻🇱🇰
Oh the feels... sunshield dropping in front of you after touchdown, typical from good old ATR.
Thank you, Magnar. I have only flown in a flight sim, the open source Flightgear. And many of the points, like aiming for the centerline it adjusting throttle after flaps, I experienced. Even like forgetting after a few months. I like your explanations.
Thank you captain ! I’ll try to not be this kind of FO. Take care !
thanks for this Captain!
You are an amazing instructor. I hope one day I will sit in a simulator with you. ❤
Thank you, Capt.
Thanks for this video Capt.
Thank you very much for this informative video!
Thank you Captain. It was really surprise to me that ATR is Fly by ware aircraft, is that true?
Always interesting content. Very well presented.
Great job Cap!!! Bien joué
Thank u
Re. #3: Also, don't get startled when stuff drops from the roof on touchdown.
Wow!! I learned a lot...Thank You!!!
My friend, who has flown commercial aircraft for years, told me that when they did manual approaches for training, the flight attendant would usually go into the cockpit and complain, "What are you guys doing, the passengers are puking in there". "AP always flies better" he says.
And many atr pilot land the aircraft with hangging power until both gear touch the ground to make it smoother. Its really make the landing distance too far and actualy u can land smoothly without hangging the power with correct pitch
Surlrisingly, that includes many captains with high flying hour, not only beginner first officer. They will then encourage their first officer to keep the power on above fi until touchdown.
Great stuff as usual Magnar!
I was flying my ufo the other day and forgot to switch phased spatial time dilation compensation circuits on..... I ended up in Fuedal Europe.... in 1350's.... dang!
Great work as usual, surprisingly all of them except the 1st one seems like student pilots mistakes
Thanks magnar
Surprisingly that’s the same mistakes seen in bigger operations ie jet equipments…
1:15 do other countries have a waiting period before their type rating is valid? In the US all certificates and ratings are valid as soon as the examiner is signed off.
Thanks for sharing.
I can’t even get a proper flying job, good video though
I have the same problem with crosswind technique and knowing the energy of the aircraft during approach/ final. How do I correct these problems of mine as I’m doing my ATR 72 type rating and I have just finished my flight school with couple hundred hours.
Rule number one is to fly the correct approach speed. Rule number two is to aim for the touch down marker until 20 feet. Then, you start to flare and reduce power smoothly to flight idle. At the same time, you start to de-crab by applying rudder to align the fuselage parallel with the runway centerline and apply enough aileron to stay on the centerline. After touchdown, let the nose wheel touch down, use rudder for directional control and increase the aileron deflection into the wind as the speed decreases.
Good information.
recent ATR crash due to SFO about to become Captain , activating wrong levers
We always land is quartering tail wind. If the quartering tail wind is from the left what will the aileron and rudder input be ?
Tailwind doesn't change anything. In a left crosswind, the aircraft will fly the approach with a drift to the right. Therefore, you steer a heading that keeps the aircraft on the centerline (crab). When you start to flare, you apply cross controls: Right rudder to align the aircraft parallel with the runway centerline, and left wing down to prevent the aircraft from drifting away from the centerline. After touch down, apply more left aileron as the speed decreases. When the speed is below 30 kt, engage the gust lock.
At 4:00, both of them cancel the master caution!!! No procedural discipline there!!!
This video was recorded in the middle of the Covid-19 pandemic, and since the ATR doesn't have HEPA filter, all flights were conducted with the recirculation fans OFF. What happened here is that the first officer erroneously selected the recirculation fans ON, and the captain told him to select them OFF again. The alert for the recirculation fans was triggered a couple of seconds later. Both pilots anticipated this and cancelled the master caution, which isn't exact the correct procedure. But how many times have you made a flight 100% in accordance with the SOP?
Thank you for your inputs as always, Magnar. I do have one question: on the first point you mention not reading the cockpit preparation checklist. Do you really expect the F/O to read through the entire thing every time? wouldn't that make it like performing the walk around with the checklist in hand, going through it?
I believe the philosophy is to learn a scan flow, where you perform all required checks and prepare the cockpit, but from memory. For me it's like the "Before Taxi Procedure" or "Before Take-off Procedure", you do them from memory and afterwards you perform de checklist to verify the items have been done.
ATR philosophy is to do the flow, then the checklist. I have caught first officers missing some items during the cockpit preparation procedure. The checklist is there to rectify this.
ATR clearly differentiate between the Procedure and the Checklist. FCOM.PRO.NOP: “The normal procedure is executed by memory and crosschecked via the normal checklist”. While the Final Cockpit Preparation PROCEDURE has hundreds of items, it is a procedure that is expected to be done from memory using a scan flow (stated clearly in the FCTM). The checklist, at least the one in our version of the QRH has about a dozen or so items and is done with both CM on deck performing them as a challenge and response.
Great content as always Magnar. Looking forward for more weird and obscure technical stuff 💪🏾
@@FlywithMagnarHi Magnar, what would happen if the FO skipped the flow and went straight to the checklist?
Sir video on NAMS is awaited
Huge question drilling a hole in my brain - why are flaps extended prohibited in icing conditions except for single engine operations?
The prohibition is only for flight in holding pattern. The reason is that flying at a relatively high speed with the flaps extended in icing condtions may cause ice to form on top of the wing, aft of the de-icing boots.
Minimum flaps 0 speed in icing conditions is quite high, and when flying with one engine inoperative, it might be impossible to maintain icing speed in level flight.
@@FlywithMagnar Thank you, Captain. I also found more information. Severe roll anomalies may be encountered with "flaps 15" accretions flown with flaps 0 setting. It should be emphasized that it is not the flaps 15 configuration itself that is detrimental, but the low angle of attack that may result from such a setting, especially close to VFE. This low or negative AOA increases the wing upper side exposure to large droplet impingement. This is why holding with any flaps extended is prohibited in icing conditions (except for single engine operations)
Yeah they are going to blame it on the pilot
Number 1 is so true.
Are all ATR models fly by wire? That includes 42-300’s and 72’s
With "fly-by-wire" in ATR aircraft, we mean cables. The primary flight controls are operated manually.
You always have to freak out a new co pilot with a hard right 270 roll to bank left.
The passengers, too!
Jet turbines are so utterly reliable, by the time one fails, the pilots forgot how to fly like that. You can practically assume turboprops and jets are not going to fail! Do the planes you fly ever need landing gear work? Probably brand new gear for the first three years, judging by the landings shown.
Response time ltd to 4 sec.s...Cross checks...Va... Ailerons into wnd opp. rudder...My controls...wx radar...Avoid cells... stabilized app...Three greens... gradually reduce momentum....50ft flare w/out tail skid.. hold Rwy center line btwn your balls... reverse thrust at 80 knots and gently apply the brakes... Memorize the game and always remain calm even in emergency...P.s: The report passengers as a statistic, we know that they have souls. If all procedures fail pray thru' the choir of virtue... Did I forget anything ? Mr. First officer?? Balance the data... Standing by ... exit by echo, contact grnd... Clean up the airplane....I have a submarine to catch 22!!3'
in usa got Hospice if yiu get a cance what do you this or hospice . i think inlike hospice it my nice .
Mistake number 0: sign a contract to be on ATR’s… hot in summer, cold in winter, no performance whatsoever, limitations everywhere, cramped cockpit, no finger, exit only by the tail… 🤢🤮 Get a big comfortable air conditioned jet guys!
Yes and use an autopilot all the time so you can relax