Capt. please keep coming with the ATR videos. They are very helpful. I am a Type-Rated pilot on 72-600 with zero hours and I have my sim check on the 27th of this month with the national carrier of India your knowledge is highly appreciated.
Hello, my friend! Now I have some problems filming about the ATR, because I was flying it more than 3 year ago. Now I am Boeing pilot. I will film what I can. But I don't have access to airplane itself anymore. Wish you good luck with your training. Safe flights!
I fly the ATR, absolute beauty to fly manually! It is notoriously known for not flying well in icing conditions but other than it is an amazing plane to fly
Very intelligent man. He gave such a simple but comprehensive explanation of the airplane. I wish more RUclips presenters had his skills. So many of them think they are the story. Great video.
Hello there, your 1000th subscriber here. Im an engineer working on A320, B737NG and ATR72-500 & 600, though i work on ATR for only 5 years now, one thing i notice was the DU is phisically unreliable, it happens to be faulty easily (either display F or totally blank), compared to the DU of B737NG & A320 which which rarely had the same issue. Suspect the 600 DU was having a cooling issue (we prevent this by cleaning the cooling air inlet holes every somehundred FH ) or just basically heat sensitive itself, since ATR avionic cooling system was also less effective (it only had one extract fan, compared to B737 two extract & two blowing fan), not to mention the aircond itself which is not too effective especially with OAT above 30°C and you only had the hotel mode for both packs. So maybe its only a problem here on equatorial climate though, overall still a reliable machine to work with.
Hi! You are great! Thanks for subscribing to my channel! I always recpect engineers. They do their best to keep airplanes fit to fly! I had issues with ATR DUs. They overheat so I had to reduce the brightness, but I had never seen the totally blank DU. Yes, I think B737 DU is better... But on ATR's DUs you have more information. Thanks again! You are awesome!👍
Agree, information given on ATR DUs was a top notch, i personally like how the electronic checklist automatically cycle the MFD to show the respective system page. And also the MISC page which very usefull on Engine Ground Run-Up, all of which you won't find even on A320. What make ATR DUs different though, on B737 & A320 the DUs was only served as "Display". On ATR its also part of the Integrated System along with CACs, FMS & RMS. Hence, on A320 & B737 after we finished replacing the DU, then the job was done. But on ATR theres an additional requirements to install the Operating System Software followed by AVS Config Software which is unique to each A/C MSN. Otherwise you'll have that annoying "BAD CONFIG" msg. Your channel is awesome, keep up the great content. Terima Kasih.
Hello! I'm happy you didn't have A-Icing issues. I flew the 72-212/212A and experienced the same horror that AE4184 experienced with the aileron hinge point reversal. Luckily I lived, albeit barely. I will say that once I stepped off that aircraft on my last trip, I vowed never to get back on an ATR whether it be as flight crew or passenger. We didn't have the glass cockpit, or even GPS at the time. I hope as technology increased, so did safety. I have a sour spot in my heart for this aircraft, but I'm happy that they, apparently, got better. BTW a search of crash history for these aircraft yields a disproportionate amount of ice related accidents than does other aircraft.
Don’t worry about the deicing issue I’ve heard it’s fixed for newer models. But yeah you probably should be careful of older ATR’s as a passenger. For freight it’s not really an issue because they could take it more slowly. A newer models like the 600 are fixed and I think also the 500.
Hi, can you explain me how you got your aileron reversal ? Airspeed, altitude, flaps setting and propeller pitch RPM ? I flew the first ATR42 in Quebec ( when the atr crashed in Ontario Canada) holding in icing with flap extended. I have 4600 hours on it. I can tell you that as long as the ATR limitations where adhered to, all was more then fine. I have 1 occasion in my 6 years on the machine where we accumulated severe icing at 12000ft, poped out of the clouds in clear sky and the entire aircraft was shaking du to the ice accumulations on the 4 blades propeller. So much that the cabine crew came to see use. I now have 22000 h captain on B777, A310, and L-1011 and do not trust me but you may believe my words on it.
Ich kann nicht begreifen dass man die Flügel nicht heizen kann wie auch bei den grösseren Flugzeuge. Vereisung ist da schlimmste was es gibt und gefährlich, dass man das Eis zuerst anfrieren lassen muss und dann erst absprengen kann. Ein Defizit in der jetzigen technologischen Welt. Crash in der Nähe Como auch eine ATR Vereisung. Stall
I flew ATR for many years... horrible machine. 1 Under powered.( what else can a say... yeah fuel efficient but I need power please) 2 Icing "magnet" ( fun to fly CAVOK otherwise deep shit) 3 Challenging ground control on landing and take off roll, specially on cross winds (narrow distance between main landing gear + high wing) 4 No APU.(hotel Mode is crap and noisy) 5 Cargo compartment in between cockpit and cabin!😳 6 Rear main access!!😂😂🤦♂️ 1 and 2 are highly related. Not having power will force you to fly in the worst layers of the atmosphere. Again, deep shit. A great plane to start flying/building hours. Then please apply for a Jet. What a game changer!!!❤
Hi, great video! The VNAV button became operative with the STD 2 software and has become my best friend. I fly in Thailand, and we do a lot of LNAV/VNAV approaches here.
@@paulowesley1 The ATR entered service 35 years ago with the Finnish airline Finnair, which requested a version with de-icing devices, and never had any problems. Unfortunately, in later years many airlines operating in warmer climates did not require such devices. It is now standard equipment, but the problem remains for aircraft sold up to 10 years ago.
I like the idea of controls without hydraulics. I drive an old BMW sports car and it may steer a little harder, and it has a manual transmission but it's great to feel in your hands what you are doing like you said with the controls on the ATR. I always like your videos. Thank you.
I can add a con for the ATR I am 187cm tall and that means the ceiling of the ATR 72-500 touches my head. I also had to duck down just to exit the aircraft because I banged my head on the fuselage of the ATR. However, the service and efficiency of this aircraft is what makes me happy flying it.
@@PilotBlogDenys I fly it as a passenger and not a pilot just for info. Hope to be a 737 Captain as you soon. Also, is it possible for hotel mode to be engaged on ENG 1?
@@PilotBlogDenys I see, I guess that explains why the back of a Fireflyz ATR 72-500 is cooler compared to the Malindo Air ATR72-600. My face literally burnt while we boarded. Thank you
This was the first and only airliner I flew and I loved it. We had, if I recall about 200 ATR's at some point. To me, the 42 was very docile and very forgiving. The 72-212A Now called 500, would talk back to me complaining and then did what I told it to do. The early ATR72's were the ATR72-200 series. They only had 2400HP, god they were terrible. They were eventually upgraded to the 2700HP & new props among a few other changes. Then the remainder was delivered that way. The 72's were very squirely in a strong crosswind. Oh and god they god hot as heck in the summer on the ground. I was sad when we got rid of them all. I was hoping we were going to get the 600 series, but it did not happen. I know Jets are the Now and the Future, but I think they might return. Especially with that new advanced ATR42s, but the USA does not like the TurboProps, but there are a fan base for them and I am one of them.
I’ve flown King Air 200 and 250, Fokker 50 and Boeing 737-7 and 737-8. I must admit that I enjoyed turboprop most. The F-50 was a very nice and reliable a/c! On the Boeing we quite often did 25-30 minutes turnarounds😅
Hello from Brazil just happened yesterday august 15 2024 atr flight ptb 2211 called mayday and thank god landed safely. Just like you mentioned in this video Cockpit display screens went blank (black) during flight😮
I answered videos on this aircraft crash a few times and will answer this one in the same fashion. According to US NTSB report on American Eagle Flt 4184 this fatal crash in Chicago was caused by icing on the wings. There is now this one in Brazil which appears to be from same case. There have been other similar crashes amounting to many lives lost. They whoever they ,are seem to be very concerned because of what I see is a marketing answer, type of response. From the NTSB report on 4184 there was an icing problem and as far as I know one crashed in Canada from icing. I would not fly in it until his situation is cleared up. !
13:28, No side windows. We recently lost pilots of Precision air in our country due to this. The plane landed in water along the shores of lake victoria in Tanzania. Pilots were alive but locked in the cockpit, with sealed windows. Some fishermen saw the pilots asking for help to be saved, and when a boy wanted to break the windshield with a large hammer, some official on a megaphone stopped the fisherman from breaking the windshield. eventually, the pilots drowned.
It might not be a con but ATR pilots have to walk all the way to the far aft of the aircraft for bathroom, sometimes service trollies blocking the path so have to have some patience.
ATRs from the way i see it, its not a totally bad plane, but its also obvious to see there are lots of cost cutting measures in it. Another thing worth mentioning is the cargo compartment in ATRs are strapped in with netting, left and wight of the walkway ! Vs Fokker 50 it was solid door. On multiple ocasions our cockpit door was blocked by loosened netting. That itself is a safety hazard.
I got about the same amount of flight hours in ATRs as you. - ATR should stand for "Aircraft of Transients and Resets", a reality in winter or in summer, indistinctly in all ATRs I've flown. - Hydraulically assisted surfaces could dispense that ridiculous horns in the tip of surfaces, that must be heated (not pneumatic booted) in order to protect against ice build up. And the handling would be better in icing conditions, as well. There are plenty of hydraulics from that ACW pumps. - The ONLY ice protection efficient in this aircraft are preventive procedures. Hence a good and well maintained weather radar is a MUST. Avoid every type of medium and heavy cloud formation! - Engines with 3500 to 4000 SHP would be better. A more operational flexibility would contribute to fuel efficiency, something this aircraft doesn't really have (I've always smiled when ATC asked to increase climb rate: something around 500/700 fpm was usual!). - No opening side windows is something disappointing. Pilots evacuation can be done - from the cockpit - ONLY through a ceiling hatch, whose correct operation is NOT covered by the aircraft manuals! Be prepared: if you try to open that hatch, it will fall and hit your head, since it is not hinged. And it will have pressurization leaks, after you (try to) close it. - Environment control is one of the most hated features in ATRs. Duct overheat is a frequent condition in places where air conditioning is most desired! And such failure are NO-GO - ground maintenance MUST correct the failure before take off. - Tail strike is another common event. My colleagues used to say "There are two types of ATR pilots: those who have had a tail strike and those who are yet to have it". The main landing gears are positioned a bit too forward (on the ATR 72) and the tail can hit the ground even with the aircraft parked and braked. The manual says that three people standing in the rear galley and no one in the rest of the cabin, the tail can touch the ground. - The aft door feature is something totally obsolete. A front passenger door would solve tail strike during pax/cargo loading. The motor that powers the front cargo door is also totally unnecessary and prone to failures. A manual operated door would be much simpler, quicker and efficient. - I have ONLY bad thoughts about ATR manuals! The number of memory items in this aircraft is much much much superior than any other plane! As an example: The infamous procedure for Uncommanded Feather at Take Off requires - in an extremely difficult moment - that the pilot "digs" information on the panel to understand what is actually happening! Instead of implementing an electronic warning logic for the busy pilot in the take-off procedure, the manufacturer only issued papers and recommendations, relying only on specific training and the pilot's ability to discern and memorize alerts, events and conditions and take the right conclusion. Translations are something hilarious, like "On Ground" Emergency Evacuation emergency checklist, for instance... - Last criticism for ATRs: they are made in Toulouse, France, not in Renton, WA or in São José dos Campos, Brazil...
And if I am correct I think the dash 8 comes with a APU to start the engines and the atr does not so you have to keep one engine running on the ground or have a service truck
"- Last criticism for ATRs: they are made in Toulouse, France, not in Renton, WA or in São José dos Campos, Brazil...". That's not a minus. That's a plus. This generates money for the European economies, especially the French and the Italian.
@@todortodorov940 Oh, sure that is important for a manufacturer to generate revenue and profit for the owners and countries economies. However it is of UTMOST IMPORTANCE to produce good, reliable and efficient airplanes, not obsolete, complicated and low performance ones! And, as it seems, you didn't understand what I meant when say about Renton and S.J. dos Campos... (research which aircraft manufacturers are installed in this places and WHICH economies are so benefited). Open your mind...
@@RobertoRMOLA Does Renton produce comparable turboprops? Because if we include jets, some very good and very reliable airplanes are produced in Toulouse.
A second helpful comment For this icing problem would be to put a mod/fairing on the upper surface of the wing just ahead of the ailerons to stop that ice building up and nullifying the ailerons ,so not losing aileron control in ice.
Dear friend. Many thanks for this great video and your honest opinions. I am really impressed the way you explain. Many thanks for contribution to Aviation world
As a french man it is interesting to have the ATR aircraft family evaluated by a Russian pilot, the Russian and Urainian nation itselves having brought forth such marvelleous turboprops as the Antonov AN-70
Thank you! Very interesting. Flying in Indonesia must have been beautiful. Definitely a place I want to visit. What island would you say is most beautiful? I know you fly the 737 now, what part of the world are you flying in?
So what happened for the ATR 72 500 at Pokhara? The airport seems made in a rush. The weather seems Nosig or Few, but what was the actual Metar? This seems difficult to get. The accident happened between base and final, and flaps have been discussed. Could something have happened with these? If ice over the mountains, could that have disturbed the flaps? Other guesses?
Later models do have VNAV and are fully capable of RNAV approaches to LPV minima. I think version 2 of the flight guidance system added that. I tried, but failed, to find when it was released. Any older models could be upgraded to include it, if the airline cared to do so.
I'm a licensed rated engineer on the ATR and wonder if the deice boot design allows more water to stream onto the wings (the inflatable boot chambers are vertical - not parallel with the wing) and significantly contributes to icing issues
Curious to why not the slightly more powerful versions of the PW127 have ever been considered? Wouldn’t maybe 200-300 of more horse power provide a small noticeable difference in Take-off and climb performance + slightly higher cruise speed? Agree with previous comments; very comprehensive video of the ATR. Thanks!
Since late 2021 Engines have since been upgraded to the new PW127XT powerplants with 20% lower maintenance cost and 3% lower fuel consumption than the predecessor PW127M powerplant
the narrow width of those wings is suspect for a large plane. icing exacerbates the problem reducing the already narrow surface area of the wings reducing lift
Hello Captain, great video about ATR. One question , I noticed that during climbing after take off the power will sligtly reduced and the climb angle will become less steeper, does pilot manually derated the throttle or there is some sort automatic function like 737 has to adjusting the throttle from TOGA to Climb mode?
Hello, Azim! Thanks for your question. On ATR thrust levers stay at fixed position until descent. Pilot manually selects the Electronic Engine Control (EEC) mode of operation. Takeoff, Climb, Cruise... So there is a selector for that...
Possibly another icing problem that led to a deep stall together with the difficuties caused by the T-construction which makes it difficult to escape from a stall. So sad. From the pictures of the crash, you would have thought that a few people would have survived. But they all died. Condolences to all the relatives.
Do you need a lot of muscle power to fly the atr? Is it like the old jets like 707 where it's hard to control the air raft where the controls require a weight of 30-40 kgs on the yoke to turn the aircraft
I flew Atr42 and 72 -500 and -600 series and now im on trainning for Boeing 737 ng/max, in mexico. Just like you. How did you feel the transition from atr to boeing?
Used to visit the instructors office room in ATR training center in Bangkok. There's a big poster beside the desk of Head of Training that says: Kids fly Airbus Men fly Boeing But only legends fly ATR
I grew up with fokker 50, Flew the atr72 (1800hrs), b73ng and now airbus. Honestly, if fokker didn't go bust... it will beat the night out of the ATR !😆 very fair vedio Capt 👍. Yeah the avionics ain't great. I can tell you the 737ng i flown has 10 times better avionics reliability than ATR and Airbus. Atrs and airbus i am flying now... the avionics breaks under the sun ! So annoying...
How is the flaring on the Atr 72? I saw they approach at a flat angle and then just over the runway at around 10 feet they quickly pull the yoke and hold a small pitch till the wheels touch.
You have a negative pitch angle on approach unlike on A320 and B737. So every time you need to pull that thing up. The flare altitude is usually 20 feet.
I am jet pilot I am a first officer I flown on a320/1 and now I fly 330 /340 I have total 8000 hrs .but I want to fly atr or any turboprop but after this video I think I have to think a lot .it is very after flying 15 years on jet to fly turboprop. Thanks for the video
Hi Denys. I have a question about Hotel-Mode on the ATR. For your operations, how often and and how long would you use it for? If no ground power was available, would you do your cockpit prep using battery power only, or would you have to start Eng. 2 in H. for the whole time? Thanks and please keep uploading. Hopefully your new employer will be supportive of your videos.
Hi! Thanks for your comment! For cockpit preparation you need 28v ground power or you may start eng 2 in hotel mode. With just battery power you would be unable to prepare the airplane, since ony critical equipment is supplied by battery power. It seems like my new company supports my social media activity. I am not sure about the cockpit videos, but I had the support for this blog.
At the time this video came out, the ATRs reputation for being seriously affected by icing conditions was totally out there. There had already been 3 crashes due to ice, and nearly all ATRs had been removed from North America to warmer climates. That's a major, major drawback that this guy doesn't even hint at.
Which turboprop regional aircraft is best? Atr72 or q400? I think q400 is good too,but the front landing gear is very weak compared to the Atr72. Great video though! I see Atr72 on livestream for Madeira, binter canarias
A question about ATR72: have you ever had to leave some of the passenger's bags on ground because of the lack of space in the cargo area or because of the weight? Early ATRs (42-300, -320 and 72-200s,) had such issues, but does it happen with higher payload -500s and -600s?
I would say that it depends on the type of operation, as in Canary islands is no issue because passengers travel with little or even no baggage, but in Cape Verde they do, and it was common to leave suitcases behind. They were sent on the next flight usually, or sometimes an empty aircraft went to pick them up, so not a big deal but it could make organisation very challenging. Very nice video Pilot Blog, I enjoyed it and I agree on everything hehehe
@@juliozamorarevidiego7703 Hi there. Yeah mostly our cargo compartments were half empty. I think it depends on local specific. The good thing in ATR is the landing weight is not far behind the take off weight. For Boeing737 it is completely different story. Sometimes it is challenging to get into the landing weight limits upon arrival. Thanks for your comment!
I have flown 5 ATR variants from 42-300 to 72-600. Yes, the weight was an issue with the early models. But the -500 and -600 variants usually don't have any problems.
Hello, great video as always. I am currently in the middle of finishing my ATR type rating. One thing that I have is the starting hotel mode with the battery. Obviously we need a sufficient amount of voltage from the battery to start the No. 2 engine in hotel mode. What is the required voltage for it, because I can’t find it specifically in the FCOM.
As far as I know it won't start with less than 19,5v. Some technician told me about it. Maybe it is in tech manual or something. Anyway I hadn't have cases with start problems. Thank you for supporting!
It is stated in FCOM, i can't recall the pages precisely. But it is in the electrical desc part. Battery voltage range under load: 23-28V. But please correct me if I'm wrong.
Very interesting video. Do you have any possible theory on what may have happened to Yeti Airlines 9N-ANC. I suspect it could be in relation to the autofeather engaging 100% on engine one. What are your thoughts?
Really awesome! I recently read that the propeller brake on the right engine provides power like an APU does, and any idea why it is called Hotel Mode?
Its operating time is short and the exhaust prevents refueling and cargo loading at the starboard side. Also theres temperature issues if run for extended periods
Its called Hotel mode because when maritime cruise ships were at anchor they used a brake on their turbines to run the generators for passengers needs.Aviation imports a lot of terms from the maritime industry. @Pilot Blog I hate the avionics on the 500 series (especially the radar)hopefully i will get a chance on 600 one day
@@PilotBlogDenys Really??? Then I guess you should put this on your blackboard virtues/disadvantages list :) And there is one other bonus, too: as far as I know it never had landing gear issues like the Q400
Probably the only and perfectly explained video about ATR I found on RUclips.
I didn't even try to make it interesting...Still wounder why you like it😂 Anyway, you are Awesome!
Has visto el canal Skyships Eng con el vídeo ATR 42/72 turboprop european? También está Skyships en español.
Simple, short, precise, smart presentation of ATR 42/72 pros and cons, Well done Captain Denys my friend.
Many thanks for your warm comment!
Capt. please keep coming with the ATR videos. They are very helpful. I am a Type-Rated pilot on 72-600 with zero hours and I have my sim check on the 27th of this month with the national carrier of India your knowledge is highly appreciated.
Hello, my friend! Now I have some problems filming about the ATR, because I was flying it more than 3 year ago. Now I am Boeing pilot. I will film what I can. But I don't have access to airplane itself anymore.
Wish you good luck with your training. Safe flights!
I fly the ATR, absolute beauty to fly manually! It is notoriously known for not flying well in icing conditions but other than it is an amazing plane to fly
Hi! I used to fly it in severe icing. Nothing special. Just need to follow some limits and everything will be fine.
@@PilotBlogDenysking air ❤beach craft
So why is Finnair operating ATR72-500 in winter in their own country?
eeeeee the ATR is used in the north here.....literally the tundra
lol wow this happened today in Brazil. Well it’s what Redditors are saying
Very intelligent man. He gave such a simple but comprehensive explanation of the airplane.
I wish more RUclips presenters had his skills. So many of them think they are the story.
Great video.
Wow, thanks!
and perhaps in his second language - very impressive
The most crystal clear explanation of ATR planes . Awesome 👏 keep it up 👍!!!
Perfect video to get ready for the MSFS ATR. Looking forward to this beauty when I finish work tomorrow!
I am here because Flight Simulator released the 42/72-600 and it's beautiful.
Hello there, your 1000th subscriber here.
Im an engineer working on A320, B737NG and ATR72-500 & 600, though i work on ATR for only 5 years now, one thing i notice was the DU is phisically unreliable, it happens to be faulty easily (either display F or totally blank), compared to the DU of B737NG & A320 which which rarely had the same issue.
Suspect the 600 DU was having a cooling issue (we prevent this by cleaning the cooling air inlet holes every somehundred FH ) or just basically heat sensitive itself, since ATR avionic cooling system was also less effective (it only had one extract fan, compared to B737 two extract & two blowing fan), not to mention the aircond itself which is not too effective especially with OAT above 30°C and you only had the hotel mode for both packs.
So maybe its only a problem here on equatorial climate though, overall still a reliable machine to work with.
Hi! You are great! Thanks for subscribing to my channel! I always recpect engineers. They do their best to keep airplanes fit to fly! I had issues with ATR DUs. They overheat so I had to reduce the brightness, but I had never seen the totally blank DU. Yes, I think B737 DU is better... But on ATR's DUs you have more information. Thanks again! You are awesome!👍
Agree, information given on ATR DUs was a top notch, i personally like how the electronic checklist automatically cycle the MFD to show the respective system page. And also the MISC page which very usefull on Engine Ground Run-Up, all of which you won't find even on A320.
What make ATR DUs different though, on B737 & A320 the DUs was only served as "Display". On ATR its also part of the Integrated System along with CACs, FMS & RMS. Hence, on A320 & B737 after we finished replacing the DU, then the job was done. But on ATR theres an additional requirements to install the Operating System Software followed by AVS Config Software which is unique to each A/C MSN. Otherwise you'll have that annoying "BAD CONFIG" msg.
Your channel is awesome, keep up the great content.
Terima Kasih.
Great channel captain! ATR72-500 was the first airplane I ever flew on, so much memories
Yeah that plane is good one! Espesially for start.
ATR72-600 was the first one I flew on
It was either an Air Dolomiti ATR 42-320 ATR 42-500 or an ATR 72-212A(500). I cant remember I was a baby
Caravelle for me.
Hello! I'm happy you didn't have A-Icing issues. I flew the 72-212/212A and experienced the same horror that AE4184 experienced with the aileron hinge point reversal. Luckily I lived, albeit barely. I will say that once I stepped off that aircraft on my last trip, I vowed never to get back on an ATR whether it be as flight crew or passenger. We didn't have the glass cockpit, or even GPS at the time. I hope as technology increased, so did safety. I have a sour spot in my heart for this aircraft, but I'm happy that they, apparently, got better. BTW a search of crash history for these aircraft yields a disproportionate amount of ice related accidents than does other aircraft.
Don’t worry about the deicing issue I’ve heard it’s fixed for newer models. But yeah you probably should be careful of older ATR’s as a passenger. For freight it’s not really an issue because they could take it more slowly. A newer models like the 600 are fixed and I think also the 500.
Hi, can you explain me how you got your aileron reversal ? Airspeed, altitude, flaps setting and propeller pitch RPM ? I flew the first ATR42 in Quebec ( when the atr crashed in Ontario Canada) holding in icing with flap extended. I have 4600 hours on it. I can tell you that as long as the ATR limitations where adhered to, all was more then fine.
I have 1 occasion in my 6 years on the machine where we accumulated severe icing at 12000ft, poped out of the clouds in clear sky and the entire aircraft was shaking du to the ice accumulations on the 4 blades propeller. So much that the cabine crew came to see use. I now have 22000 h captain on B777, A310, and L-1011 and do not trust me but you may believe my words on it.
Ich kann nicht begreifen dass man die Flügel nicht heizen kann wie auch bei den grösseren Flugzeuge. Vereisung ist da schlimmste was es gibt und gefährlich, dass man das Eis zuerst anfrieren lassen muss und dann erst absprengen kann. Ein Defizit in der jetzigen technologischen Welt. Crash in der Nähe Como auch eine ATR Vereisung. Stall
Wow, my best friend is a current ATR Captain and shares your sentiment. Horrible in ice.
I flew ATR for many years... horrible machine.
1 Under powered.( what else can a say... yeah fuel efficient but I need power please)
2 Icing "magnet" ( fun to fly CAVOK otherwise deep shit)
3 Challenging ground control on landing and take off roll, specially on cross winds (narrow distance between main landing gear + high wing)
4 No APU.(hotel Mode is crap and noisy)
5 Cargo compartment in between cockpit and cabin!😳
6 Rear main access!!😂😂🤦♂️
1 and 2 are highly related. Not having power will force you to fly in the worst layers of the atmosphere. Again, deep shit.
A great plane to start flying/building hours. Then please apply for a Jet. What a game changer!!!❤
Love the in-depth technicalities.
Thank you!
Ikr me, my wife and our son love that about his videos. 😀
Hi, great video! The VNAV button became operative with the STD 2 software and has become my best friend. I fly in Thailand, and we do a lot of LNAV/VNAV approaches here.
Cool! When I was flying ATR72-600 in Garuda-Indonesia it wasn't even installed on FGCP panel. Thanks for your comment!👍
It's actually an optional extra. Not even all STD 2s or STD 3s have it.
Wow ... Very Well Explained. Was waiting for a video like this for a long time.
Thanks a lot 😊
Here after the plane crash in Brazil.
I’m from Brazil, maybe the problem there was ice 🧊 on the wings, Atr is famous with that problems.
@@paulowesley1 The ATR entered service 35 years ago with the Finnish airline Finnair, which requested a version with de-icing devices, and never had any problems. Unfortunately, in later years many airlines operating in warmer climates did not require such devices. It is now standard equipment, but the problem remains for aircraft sold up to 10 years ago.
@@paulowesley1 gelo nao deveria ser problema para uma aeronave moderna ne amigao
@@MarcoMenozziPro almost 0,5 crashes per year!!! 35 years of operation and 18 crashes, awful plane
@@MarcoMenozziPro Voe Pass ATR-72's has de-icing boots, one of then fly with holed boot.
Sir. Very well laid out. You have touched almost all the points.
ATR (72-212) was my first “Type” rating. I loved it.
Beach craft, ❤king air
Anyone here after the brazil air crash 😢
my country is currently operating 3 ATR72 , I don't think they are new ones
Yep,
Yes
what ATR companie says about this another crash ?
I like the idea of controls without hydraulics. I drive an old BMW sports car and it may steer a little harder, and it has a manual transmission but it's great to feel in your hands what you are doing like you said with the controls on the ATR. I always like your videos. Thank you.
Parallel parking?
It's a snap. I'm old, I learned young. We old folks are pretty talented.
Great and very honest video about the ATR. I enjoyed watching this!
I can add a con for the ATR
I am 187cm tall and that means the ceiling of the ATR 72-500 touches my head. I also had to duck down just to exit the aircraft because I banged my head on the fuselage of the ATR. However, the service and efficiency of this aircraft is what makes me happy flying it.
Great that you fly that machine. I miss it sometimes... I am 188cm, so same problem 😅
@@PilotBlogDenys I fly it as a passenger and not a pilot just for info. Hope to be a 737 Captain as you soon. Also, is it possible for hotel mode to be engaged on ENG 1?
@@MalaysianAviator737-8 Oh, I see. There are some rare modifications with propeller brakes on both engines.
@@PilotBlogDenys I see, I guess that explains why the back of a Fireflyz ATR 72-500 is cooler compared to the Malindo Air ATR72-600. My face literally burnt while we boarded. Thank you
@@MalaysianAviator737-8 Yes, the air-condition system is quite bad on ATRs during the Hotel Mode operation.
This was the first and only airliner I flew and I loved it. We had, if I recall about 200 ATR's at some point. To me, the 42 was very docile and very forgiving. The 72-212A Now called 500, would talk back to me complaining and then did what I told it to do. The early ATR72's were the ATR72-200 series. They only had 2400HP, god they were terrible. They were eventually upgraded to the 2700HP & new props among a few other changes. Then the remainder was delivered that way. The 72's were very squirely in a strong crosswind. Oh and god they god hot as heck in the summer on the ground.
I was sad when we got rid of them all. I was hoping we were going to get the 600 series, but it did not happen. I know Jets are the Now and the Future, but I think they might return. Especially with that new advanced ATR42s, but the USA does not like the TurboProps, but there are a fan base for them and I am one of them.
Wow! Great comment! Thanks Robert! 600 version is great! They made a great step with that airplane regarding cockpit operation... Thanks again!
@@PilotBlogDenys Thank you. The video was well done.
Thank you! I flew it a few times in MSFS, nice handling but all this automation in the cockpit is a lot to learn for me as a home pilot :)
ATR-42s and 72s are being used in Philippines. Usually around 200 mile routes
very detailed and thorough video! hope to fly these someday soon!
I’ve flown King Air 200 and 250, Fokker 50 and Boeing 737-7 and 737-8. I must admit that I enjoyed turboprop most. The F-50 was a very nice and reliable a/c!
On the Boeing we quite often did 25-30 minutes turnarounds😅
Very nice!
The most fantastic video. I was looking into the atr
Glad you enjoyed it!
I have flown many times on ATR 72 , its stable, comfortable and I like its STOL capability ! In less than 20 sec it takes off already.
OK correction..It takes off in after around 25-30 sec
Hello from Brazil
just happened yesterday august 15 2024
atr flight ptb 2211 called mayday and thank god landed safely.
Just like you mentioned in this video
Cockpit display screens went blank (black) during flight😮
I answered videos on this aircraft crash a few times and will answer this one in the same fashion.
According to US NTSB report on American Eagle Flt 4184 this fatal crash in Chicago was caused by icing on the wings. There is now this one in Brazil which appears to be from same case. There have been other similar crashes amounting to many lives lost. They whoever they ,are seem to be very concerned because of what I see is a marketing answer, type of response. From the NTSB report on 4184 there was an icing problem and as far as I know one crashed in Canada from icing. I would not fly in it until his situation is cleared up. !
Beautiful beautiful aircraft ATR
Nice video, doing my ATR72-600 type rating in April, finding your videos very informative
Wish you luck, you'll find that airplane very nice to fly! Thanks for your comment!
Underpowered with Icing issues , not a good combination in winter
Thanks for the video!!
I see an ATR 72 has gone down in in Pokhara today
13:28, No side windows. We recently lost pilots of Precision air in our country due to this. The plane landed in water along the shores of lake victoria in Tanzania. Pilots were alive but locked in the cockpit, with sealed windows. Some fishermen saw the pilots asking for help to be saved, and when a boy wanted to break the windshield with a large hammer, some official on a megaphone stopped the fisherman from breaking the windshield. eventually, the pilots drowned.
Nice video, Captain! Thank for this interesting blogs about aviation and your life in aviation!
Glad you enjoyed it!
Wow.. stumbled on this video today 😅.
Very informative, will look for another video in this channel.
Selamat sore from Bali 😊.
It might not be a con but ATR pilots have to walk all the way to the far aft of the aircraft for bathroom, sometimes service trollies blocking the path so have to have some patience.
Haha , yes! That is true.
Very nice channel, as an aircraft maintenance engineer I like it very much!
Love this video, Very understandable 🏅
Thank you for your support 👍
ATRs from the way i see it, its not a totally bad plane, but its also obvious to see there are lots of cost cutting measures in it. Another thing worth mentioning is the cargo compartment in ATRs are strapped in with netting, left and wight of the walkway ! Vs Fokker 50 it was solid door. On multiple ocasions our cockpit door was blocked by loosened netting. That itself is a safety hazard.
Why are ATRs preferred over Dash variants in the arctic regions such as Northern Canada and Russia?
Awesome video.
Great job Captain! Well organized and all information was relevant. Happy Flying!
Much appreciated!
Brilliant
I like your explanation style with cray and black board, simply because it is so effetive
Thank you! I really apreciate it!
Great video. I can see that you would be a good instructor. Nice clear explanation
I got about the same amount of flight hours in ATRs as you.
- ATR should stand for "Aircraft of Transients and Resets", a reality in winter or in summer, indistinctly in all ATRs I've flown.
- Hydraulically assisted surfaces could dispense that ridiculous horns in the tip of surfaces, that must be heated (not pneumatic booted) in order to protect against ice build up. And the handling would be better in icing conditions, as well. There are plenty of hydraulics from that ACW pumps.
- The ONLY ice protection efficient in this aircraft are preventive procedures. Hence a good and well maintained weather radar is a MUST. Avoid every type of medium and heavy cloud formation!
- Engines with 3500 to 4000 SHP would be better. A more operational flexibility would contribute to fuel efficiency, something this aircraft doesn't really have (I've always smiled when ATC asked to increase climb rate: something around 500/700 fpm was usual!).
- No opening side windows is something disappointing. Pilots evacuation can be done - from the cockpit - ONLY through a ceiling hatch, whose correct operation is NOT covered by the aircraft manuals! Be prepared: if you try to open that hatch, it will fall and hit your head, since it is not hinged. And it will have pressurization leaks, after you (try to) close it.
- Environment control is one of the most hated features in ATRs. Duct overheat is a frequent condition in places where air conditioning is most desired! And such failure are NO-GO - ground maintenance MUST correct the failure before take off.
- Tail strike is another common event. My colleagues used to say "There are two types of ATR pilots: those who have had a tail strike and those who are yet to have it". The main landing gears are positioned a bit too forward (on the ATR 72) and the tail can hit the ground even with the aircraft parked and braked. The manual says that three people standing in the rear galley and no one in the rest of the cabin, the tail can touch the ground.
- The aft door feature is something totally obsolete. A front passenger door would solve tail strike during pax/cargo loading. The motor that powers the front cargo door is also totally unnecessary and prone to failures. A manual operated door would be much simpler, quicker and efficient.
- I have ONLY bad thoughts about ATR manuals! The number of memory items in this aircraft is much much much superior than any other plane! As an example: The infamous procedure for Uncommanded Feather at Take Off requires - in an extremely difficult moment - that the pilot "digs" information on the panel to understand what is actually happening! Instead of implementing an electronic warning logic for the busy pilot in the take-off procedure, the manufacturer only issued papers and recommendations, relying only on specific training and the pilot's ability to discern and memorize alerts, events and conditions and take the right conclusion. Translations are something hilarious, like "On Ground" Emergency Evacuation emergency checklist, for instance...
- Last criticism for ATRs: they are made in Toulouse, France, not in Renton, WA or in São José dos Campos, Brazil...
And if I am correct I think the dash 8 comes with a APU to start the engines and the atr does not so you have to keep one engine running on the ground or have a service truck
@@ronparrish6666 Yes, I forgot this one...
"- Last criticism for ATRs: they are made in Toulouse, France, not in Renton, WA or in São José dos Campos, Brazil...". That's not a minus. That's a plus. This generates money for the European economies, especially the French and the Italian.
@@todortodorov940 Oh, sure that is important for a manufacturer to generate revenue and profit for the owners and countries economies. However it is of UTMOST IMPORTANCE to produce good, reliable and efficient airplanes, not obsolete, complicated and low performance ones! And, as it seems, you didn't understand what I meant when say about Renton and S.J. dos Campos... (research which aircraft manufacturers are installed in this places and WHICH economies are so benefited). Open your mind...
@@RobertoRMOLA Does Renton produce comparable turboprops? Because if we include jets, some very good and very reliable airplanes are produced in Toulouse.
A second helpful comment For this icing problem would be to put a mod/fairing on the upper surface of the wing just ahead of the ailerons to stop that ice building up and nullifying the ailerons ,so not losing aileron control in ice.
This is best channel to know about aircraft
Thank you captain
Too bad you never flew the Dash 8 Q400. Would love your opinion on that. Excellent turboprop.
I fly the atr on Microsoft flight SIM 😂 you have a dream job would love to be a real pilot. Huge respect
Thanks for the vid! As a big regional aviation enthusiast I'm really looking forward to Windrose starting ATR operation in Ukraine :D
Yeah, I hope they will get those planes. Thanks for the comment!
Dear friend. Many thanks for this great video and your honest opinions. I am really impressed the way you explain. Many thanks for contribution to Aviation world
So nice of you, Mehmet. Thanks for watching!
As a french man it is interesting to have the ATR aircraft family evaluated by a Russian pilot, the Russian and Urainian nation itselves having brought forth such marvelleous turboprops as the Antonov AN-70
✈👍
Thank you! Very interesting. Flying in Indonesia must have been beautiful. Definitely a place I want to visit. What island would you say is most beautiful? I know you fly the 737 now, what part of the world are you flying in?
Hi there! I work for UIA in Ukraine. Thanks for your comment.
So what happened for the ATR 72 500 at Pokhara? The airport seems made in a rush. The weather seems Nosig or Few, but what was the actual Metar? This seems difficult to get. The accident happened between base and final, and flaps have been discussed. Could something have happened with these? If ice over the mountains, could that have disturbed the flaps? Other guesses?
bingo
Amasing :D awesome videos and you really can explain!! looking forward for the next 72-600 videos, thank you very much, captain!!
Thank you for supporting me!
Very good explanation. Thanks a lot captain.
Later models do have VNAV and are fully capable of RNAV approaches to LPV minima. I think version 2 of the flight guidance system added that. I tried, but failed, to find when it was released. Any older models could be upgraded to include it, if the airline cared to do so.
I'm a licensed rated engineer on the ATR and wonder if the deice boot design allows more water to stream onto the wings (the inflatable boot chambers are vertical - not parallel with the wing) and significantly contributes to icing issues
Turbosprops are crashing a lot, last month in Nepal, today in Brasil!
out of how many flights?
18 crashes in total
Curious to why not the slightly more powerful versions of the PW127 have ever been considered? Wouldn’t maybe 200-300 of more horse power provide a small noticeable difference in Take-off and climb performance + slightly higher cruise speed? Agree with previous comments; very comprehensive video of the ATR. Thanks!
Maybe they wanted to reduce the fuel consumption as much as possible.
@@PilotBlogDenys thanks for your answer.
ruclips.net/video/faIe1P1G07c/видео.html
Your Yaw DamFer has got me in tears 😄😄
write something about hot weather operations of atr72, especially about decreasing of maximum payload in hot weather
Hm. The was no case for me... But I haven't flown it in very hot weather.
Since late 2021 Engines have since been upgraded to the new PW127XT powerplants with 20% lower maintenance cost and 3% lower fuel consumption than the predecessor PW127M powerplant
the narrow width of those wings is suspect for a large plane. icing exacerbates the problem reducing the already narrow surface area of the wings reducing lift
Hello Captain, great video about ATR. One question , I noticed that during climbing after take off the power will sligtly reduced and the climb angle will become less steeper, does pilot manually derated the throttle or there is some sort automatic function like 737 has to adjusting the throttle from TOGA to Climb mode?
Hello, Azim! Thanks for your question. On ATR thrust levers stay at fixed position until descent. Pilot manually selects the Electronic Engine Control (EEC) mode of operation. Takeoff, Climb, Cruise... So there is a selector for that...
@@PilotBlogDenys Basically you wont need to keep your hand on the throttle lever unlike Cessnas?
first time viewer, enjoyed this video very much.
I totally enjoyed this! Thanks for the info!
So glad!
Well explained I like your content especially since I'm planning to start a airline thank you for the info
Glad it was helpful!
We do a ground turn around in 20 minutes in India.❤️
Indigo??
Possibly another icing problem that led to a deep stall together with the difficuties caused by the T-construction which makes it difficult to escape from a stall. So sad. From the pictures of the crash, you would have thought that a few people would have survived. But they all died. Condolences to all the relatives.
Здравствуйте. В каком году работали в ЮТэйр? Я помню у нас проходили стажировку ребята из Ютэйр- Украина.
Do you need a lot of muscle power to fly the atr? Is it like the old jets like 707 where it's hard to control the air raft where the controls require a weight of 30-40 kgs on the yoke to turn the aircraft
No, it is very easy to control. Small airplane)
good job capt very well done on the atr
Thanks for this lecture!
great video captain 👍🏽
Thank you! Thanks for watching me.
I flew Atr42 and 72 -500 and -600 series and now im on trainning for Boeing 737 ng/max, in mexico. Just like you.
How did you feel the transition from atr to boeing?
Excellent video thank you! Subbed!
Thanks for the sub! You are now officially awesome guy!
Used to visit the instructors office room in ATR training center in Bangkok. There's a big poster beside the desk of Head of Training that says:
Kids fly Airbus
Men fly Boeing
But only legends fly ATR
Haha)) Yes I know that meme)))
Well-explained Captain! Thanks
Thanks for watching
I grew up with fokker 50, Flew the atr72 (1800hrs), b73ng and now airbus.
Honestly, if fokker didn't go bust... it will beat the night out of the ATR !😆 very fair vedio Capt 👍.
Yeah the avionics ain't great. I can tell you the 737ng i flown has 10 times better avionics reliability than ATR and Airbus. Atrs and airbus i am flying now... the avionics breaks under the sun ! So annoying...
How is the flaring on the Atr 72? I saw they approach at a flat angle and then just over the runway at around 10 feet they quickly pull the yoke and hold a small pitch till the wheels touch.
You have a negative pitch angle on approach unlike on A320 and B737. So every time you need to pull that thing up. The flare altitude is usually 20 feet.
I am jet pilot I am a first officer I flown on a320/1 and now I fly 330 /340 I have total 8000 hrs .but I want to fly atr or any turboprop but after this video I think I have to think a lot .it is very after flying 15 years on jet to fly turboprop. Thanks for the video
Hi Denys. I have a question about Hotel-Mode on the ATR. For your operations, how often and and how long would you use it for? If no ground power was available, would you do your cockpit prep using battery power only, or would you have to start Eng. 2 in H. for the whole time? Thanks and please keep uploading. Hopefully your new employer will be supportive of your videos.
Hi! Thanks for your comment! For cockpit preparation you need 28v ground power or you may start eng 2 in hotel mode. With just battery power you would be unable to prepare the airplane, since ony critical equipment is supplied by battery power.
It seems like my new company supports my social media activity. I am not sure about the cockpit videos, but I had the support for this blog.
@@PilotBlogDenys Thanks for the reply. I'm glad to hear they're supportive. Smooth Landings Captain.
Add the tag to easy RUclips viewer to watch and find your video captain...
Will do that, thanks for advice.!
Excellent rundown of this aircraft, which has become famous recently for all the wrong reasons.
At the time this video came out, the ATRs reputation for being seriously affected by icing conditions was totally out there. There had already been 3 crashes due to ice, and nearly all ATRs had been removed from North America to warmer climates. That's a major, major drawback that this guy doesn't even hint at.
Very good explain👌☺️
Thanks a lot 😊
Excellent job…‼️
Which turboprop regional aircraft is best? Atr72 or q400? I think q400 is good too,but the front landing gear is very weak compared to the Atr72. Great video though! I see Atr72 on livestream for Madeira, binter canarias
A question about ATR72: have you ever had to leave some of the passenger's bags on ground because of the lack of space in the cargo area or because of the weight?
Early ATRs (42-300, -320 and 72-200s,) had such issues, but does it happen with higher payload -500s and -600s?
Hi Pilot320. No, I have never had any issues with that even on fully booked flights... Thanks for your question!
I would say that it depends on the type of operation, as in Canary islands is no issue because passengers travel with little or even no baggage, but in Cape Verde they do, and it was common to leave suitcases behind. They were sent on the next flight usually, or sometimes an empty aircraft went to pick them up, so not a big deal but it could make organisation very challenging.
Very nice video Pilot Blog, I enjoyed it and I agree on everything hehehe
@@juliozamorarevidiego7703 Hi there. Yeah mostly our cargo compartments were half empty. I think it depends on local specific. The good thing in ATR is the landing weight is not far behind the take off weight. For Boeing737 it is completely different story. Sometimes it is challenging to get into the landing weight limits upon arrival. Thanks for your comment!
I have flown 5 ATR variants from 42-300 to 72-600. Yes, the weight was an issue with the early models. But the -500 and -600 variants usually don't have any problems.
Hello, great video as always. I am currently in the middle of finishing my ATR type rating. One thing that I have is the starting hotel mode with the battery. Obviously we need a sufficient amount of voltage from the battery to start the No. 2 engine in hotel mode. What is the required voltage for it, because I can’t find it specifically in the FCOM.
As far as I know it won't start with less than 19,5v. Some technician told me about it. Maybe it is in tech manual or something. Anyway I hadn't have cases with start problems. Thank you for supporting!
It is stated in FCOM, i can't recall the pages precisely. But it is in the electrical desc part.
Battery voltage range under load: 23-28V. But please correct me if I'm wrong.
Very interesting video. Do you have any possible theory on what may have happened to Yeti Airlines 9N-ANC. I suspect it could be in relation to the autofeather engaging 100% on engine one. What are your thoughts?
Really awesome! I recently read that the propeller brake on the right engine provides power like an APU does, and any idea why it is called Hotel Mode?
Good question! It will provide you with lights and cool or warm air like in Hotel room)))
Its operating time is short and the exhaust prevents refueling and cargo loading at the starboard side. Also theres temperature issues if run for extended periods
Its called Hotel mode because when maritime cruise ships were at anchor they used a brake on their turbines to run the generators for passengers needs.Aviation imports a lot of terms from the maritime industry. @Pilot Blog I hate the avionics on the 500 series (especially the radar)hopefully i will get a chance on 600 one day
Thanks Mate!!
You're welcome!
Thanks Cap
Great video and explanation
Glad you liked it!
Were there never any structural issues with the ATR family due to the extremely high turnaround rate??
No, never.
@@PilotBlogDenys Really??? Then I guess you should put this on your blackboard virtues/disadvantages list :)
And there is one other bonus, too: as far as I know it never had landing gear issues like the Q400
3:58 аналоговая кабина атр очень похожа на кабину А300