There’s a few reason why I subscribed to your channel and this video perfectly summarises why. It’s rare to have a turboprop pilot, normally, all we see is the jets powered aircraft pilots. Glad to see this ATR-72 stood the test of time.
Thankyou for taking your time putting these together explaining the ATR, its quite interesting seeing how it works and what new stuff and perils which you never want there are. The new AC system looks a lot more credible and reliable and no doubt Airbus have worked their magic with that.
One note on the 600 F variant we fly. We have also the NAMS system with one outflow valve, but the second opening has disappeared altougether. And of course we do not have a sevice door. Great video.
Agree the NAMS make for a cooler cabin. My only gripe with it is the thicker QRH if operating both NAMS and legacy -600s. The NAMS made significant changes on a significant number of checklist procedures. Need to be careful now which procedure to follow to make sure it matches the aircraft variant flown
The EWD does not replace QRH in the aircraft. With two variants in the fleet it makes for a thick QRH. Ame with the FCOM. Need to make sure the MSN matches the aircraft flown
I’d forgotten how long the the ATR had been in production. It’s good to see they are still being upgraded. For short flights aircraft like these have to be the way to go. They are quick, efficient and quite comfortable. Over short distances there is also very little difference in flight time between a turboprop and a jet, especially if the former is operated by a well trained crew who are able to slow the aircraft up quickly whilst performing a short visual circuits. Just out of interest, on aircraft fitted with NAMS do you have to keep the passenger doors or your cockpit paperwork slot open when using ground air conditioning? I ask because this was necessary on the Fokker 50/70/100 as the outflow valves on these too were closed until engine start. Doors closed is the quickest way of popping your ear drums or forcing the cabin door to fly open when unlocked. The latter can be potentially quite dangerous if ground crew are nearby when the door is unlocked with a slightly pressurised cabin.
The slot used for to exchange paperwork is called the communication hatch. After the doors are closed, it must be open until one engine is running and the starter button for the other engine is pressed. Alternatively, the pilots can close the ventilation overboard valve and leave the communication hatch closed. This procedure is valid for all ATR variants, including those with NAMS.
Excellent Captain ! Love your videos..! Please , why the cabin alt is higher in the NAMS...and psi less.. at or passing 10000...thanks ! regards from Spain !
The answer is that the NAMS cabin is climbing steadily while the legacy cabin is climbing and descending like a rollercoaster for the first 5,000 feet.
Hi @FlywithMagnar You mentioned "On early ATR variants, it is normal procedure to round the landing elevation up to the next 100ft" where did you get this infromation from ? I looked in the FCOM and AFM and could'nt find it. Can you give me the source please, thank you very much
There’s a few reason why I subscribed to your channel and this video perfectly summarises why. It’s rare to have a turboprop pilot, normally, all we see is the jets powered aircraft pilots.
Glad to see this ATR-72 stood the test of time.
Thanks for subscribing!
Thankyou for taking your time putting these together explaining the ATR, its quite interesting seeing how it works and what new stuff and perils which you never want there are. The new AC system looks a lot more credible and reliable and no doubt Airbus have worked their magic with that.
One note on the 600 F variant we fly. We have also the NAMS system with one outflow valve, but the second opening has disappeared altougether. And of course we do not have a sevice door.
Great video.
Many thanks for the informating video, Also congratulation for the excellent job of your channel.
That is really important specially air conditioning. And pressurisation system thank you captain
Agree the NAMS make for a cooler cabin. My only gripe with it is the thicker QRH if operating both NAMS and legacy -600s.
The NAMS made significant changes on a significant number of checklist procedures. Need to be careful now which procedure to follow to make sure it matches the aircraft variant flown
That's why the checklists are displayed on the EWD.
The EWD does not replace QRH in the aircraft. With two variants in the fleet it makes for a thick QRH. Ame with the FCOM. Need to make sure the MSN matches the aircraft flown
Thanks!
I’d forgotten how long the the ATR had been in production. It’s good to see they are still being upgraded. For short flights aircraft like these have to be the way to go. They are quick, efficient and quite comfortable. Over short distances there is also very little difference in flight time between a turboprop and a jet, especially if the former is operated by a well trained crew who are able to slow the aircraft up quickly whilst performing a short visual circuits. Just out of interest, on aircraft fitted with NAMS do you have to keep the passenger doors or your cockpit paperwork slot open when using ground air conditioning? I ask because this was necessary on the Fokker 50/70/100 as the outflow valves on these too were closed until engine start. Doors closed is the quickest way of popping your ear drums or forcing the cabin door to fly open when unlocked. The latter can be potentially quite dangerous if ground crew are nearby when the door is unlocked with a slightly pressurised cabin.
The slot used for to exchange paperwork is called the communication hatch. After the doors are closed, it must be open until one engine is running and the starter button for the other engine is pressed. Alternatively, the pilots can close the ventilation overboard valve and leave the communication hatch closed. This procedure is valid for all ATR variants, including those with NAMS.
Great explanation. I would have loved to have flown this model.
Very good quality learning materials Thanks for that
Thanks Magnar, very interesting.
Excellent video. Many thanks!
Excellent video. Question: Are these new systems retro-fittable to older ATRs or only available on new aircraft?
Very interesting. Thank you.
Excellent Captain ! Love your videos..! Please , why the cabin alt is higher in the NAMS...and psi less.. at or passing 10000...thanks ! regards from Spain !
The answer is that the NAMS cabin is climbing steadily while the legacy cabin is climbing and descending like a rollercoaster for the first 5,000 feet.
Gracias 🇲🇽
Excellent video, great job
Thanks for information
👌
Hi @FlywithMagnar
You mentioned "On early ATR variants, it is normal procedure to round the landing elevation up to the next 100ft" where did you get this infromation from ? I looked in the FCOM and AFM and could'nt find it. Can you give me the source please, thank you very much
It is not written anywhere, but taught by instructors at ATR Training Centre for decades.
Thank you very much for your help and your amazing work @@FlywithMagnar
Also what I was taught by ATR instructors. I was told it's because the system pressurizes the cabin 200 feet below the selected altitude on landing.
Plz make a video on FAST system also.
We don't have the fast unfortunately. Even though we have xt engines
Any idea how hot those pipe diffusers on the first stage compressor get?
At maximum power, the temperature of the air inside the diffusor is 190 degrees Celsius.
Magnar nodal, did u come to KDM on march 10 at around 18:00 on 8Q-IAZ? Because I was there at that time
No, that was not me
@@FlywithMagnar I wish it was you, I really want to meet you as a aviation enthusiastic
Ground cooling Turbofan replaced by Plenum Fan ?
Yes, and it's more effective.
Magnars datter er veldig pen!
Europeans have never understood air conditioning. But maybe they're finally getting it
I love dispatching these planes.