When I do traffic patterns on ATR I put waypoints for downwind turn, base turn and final turn. I actually used Pythagorean theorem to get the best angle and distance to create a good waypoint for base turn. It turns out I made a perfect rectangular path! My values are 3nm base leg and 4nm final leg. Using Pythagorean theorem I got the distance from base turn to the airport would be 5nm and the angle would be +/- 36° to the runway track. These are values that i put on the FMS. With this, I can perform the pattern on a continuous descent
Hi Captain, Thx for this very instructive video, as always ! On MSFS side, I noticed when lining up on RWY before TO. that he RWY altitude as displayed on the PFD is only right at 1013 Hp, if I set the BARO at QNH, the altitude is erroneous. This fact might explain a series of bugs related to FL or Altitude of the aircraft, like VNAV, V-FP etc... For the time being, I keep the BARO at 1013 , it is not very realistic but at least I can eventually rely on the PFD altitude display ! Kind regards
The default QNH in MSFS is 1013 hPa. You can change QNH in the weather settings. When you fly at a flight level, you push the BARO SET knob (right click with the mouse) to get STD setting (1013.25 hPa.)
@@FlywithMagnar Yes captain, you are absolutely right. Actually we need to fly in "Live" weather conditions to get the right altitude on PFD at QNH. Otherwise we have to keep BARO at 1013.25 hPa or change the QNH in the Weather settings. Thx for your answer and have a good day.
@@petermuller5800 I was thinking about it too but wanted to confirm. Yes, camera lenses is a big factor, you can see more but all is so distorted. Thank you!
Hi Magnar, just a quick question. Will you be penalised on your checkride if you deviate from manufacturers procedures when it comes to traffic patterns? (ie. Putting your landing gear down on base leg instead of downwind)
No, for two reasons. 1) As long as it is safe, you are good. 2) Normal procedures given by the manufacturer are recommendations. The airline company can choose to change some of the procedures to fit their operations better.
One more thing I wanted to clarify. As you know, almost all over the world, enjoy airport pressure by QNH. In Russia, as far as I know, we still use the QFE pressure, which the air traffic controller announces to us before landing. Based on this, the algorithm for setting the minimum for landing with a DH / MDA rack is not entirely clear to me. Indeed, for QFE pressure, if I'm not mistaken, according to Jeppesen's charts, the DA indicator is intended, which is not on the ATP-72. How can I set the minimum before landing if the air traffic controller in the city of Krasnodar / URKK gave me the airport pressure in QFE ?
That's the "whooler." It sounds whenever the electric trim has been operating for longer than one second. A while ago, Magnar made a video explaining all the aural alerts. It's worth a watch.
Hi Magnar, quick question when the ATR AP is banking to a new heading, do you ever use rudder trim to expedite the turn? Like if the intercept angle exceeds the banking limitations.... What is this called? Procedure?
Never. That will result in crossed controls, which is a no-no for all pilots, unless you are landing in a crosswind. Except for takeoff and landing (and engine failure) we never touch the rudder pedals. Besides, the 600 has automatic rudder trim. If we overshoot the new track in a turn, it is because we are flying too fast. The procedure is to reduce the speed and turn back to the intended track.
@@FlywithMagnar ok thanks much. On the dash 8, 35 flap is too much drag to maintain glide path with a failed engine, thats probably why the Flight Manual says select 35 flap "when landing is assured" In one instance one pilot found he had to continue adding power until he was at max power to maintain PAPI with 15 flap after one engine rolled back on a visual approach into TAPA. I will call him see if I get more info. I spoke to him. it was above 700 ft on final that the #1 engine suddenly quit. the shaft to the fuel pump broke. they were close to the runway so they continued but when he reached 90% TQ and could not maintain the PAPI he realized he must feather the prop. yes it was configured with15(approach) flap. 15 flap landings were routinely done.
there’s an SAS incident a few years back that almost turned into an accident where also an engine failed on final, the CPT coming from 737s before elected to continue and NOT FEATHER the engine. They nearly lost control and the tower control already pushed the crash button for the fire brigade.. i do t fly Dash 8 or ATR but Short Skyvans, we do t have auto feather but a Negative Torque relief system that will reduce pitch on the failed engines prop when it senses the prop is driving the engine (single shaft) but one can never rely on it and should all ways feather the failed engine else you put yourself into test pilots shoes ;)
Magnar, hello! If possible, please tell me how I can enter a point with known coordinates in FMS so that it is shown on my display in the flight plan and participates in navigation during landing approach. For example, how to drive a point into the flight plan, with coordinates 173149S0400004W. When drawing up a flight plan, I had difficulties with this, because when entering the runway, there were no navigation aids, and even approach patterns. I studied the tutorial, but I did not find this nuance. Thank you!
You can create a waypoint with lat/long coordinates. Example: N0637.72/E07304.34. Or as a reference to an existing waypoint. Example: To create a waypoint 5 NM north of RAXON, enter RAXON/360/5.
@@FlywithMagnar Magnar, the request will be to you - if possible, then please make a video, as in the ATR-72-600 from the simulator you need to enter the coordinates of the desired point. I have a suspicion that this has not yet been implemented by the developers. Or I'm doing something wrong again. Thank you!
Your movies quality and scope is outstanding. Great value. Please do not stop. All best and only happy landings.
Top notch 🎉🎉 that trim whooler sound is epic 😂
Beautiful to see as i always were a guest at Maldives and landed at Kaadedhdhoo Airport. Thanks for the cockpit view ❤
Excellent video, very professional and a good example to follow for new pilots and old pilots alike
Great video, captain! In a world without FDM and turbulence everyday would be a visual 🤩
Nice visual pattern!!!❤
I wish i could like this on Ms fs. I tried on emb120
Thank you again for this video Captain Magnar 🙏
Good to see your flying in the Maldives sir.
Can't thank you enough Captain Magnar!
When I do traffic patterns on ATR I put waypoints for downwind turn, base turn and final turn. I actually used Pythagorean theorem to get the best angle and distance to create a good waypoint for base turn. It turns out I made a perfect rectangular path! My values are 3nm base leg and 4nm final leg. Using Pythagorean theorem I got the distance from base turn to the airport would be 5nm and the angle would be +/- 36° to the runway track. These are values that i put on the FMS. With this, I can perform the pattern on a continuous descent
Yes, Pythagoras works well. But with a visual pattern, you cut the track distance in half.
Magnar, another great video! Thank you !
Thanks!
beautifully done captain!
Looking forward to a day (not too far away I hope) when the flightsimming world we fly over in our PCs will look like this.
Thanks for the great video!
Hi Captain, Thx for this very instructive video, as always !
On MSFS side, I noticed when lining up on RWY before TO. that he RWY altitude as displayed on the PFD is only right at 1013 Hp, if I set the BARO at QNH, the altitude is erroneous. This fact might explain a series of bugs related to FL or Altitude of the aircraft, like VNAV, V-FP etc...
For the time being, I keep the BARO at 1013 , it is not very realistic but at least I can eventually rely on the PFD altitude display !
Kind regards
The default QNH in MSFS is 1013 hPa. You can change QNH in the weather settings. When you fly at a flight level, you push the BARO SET knob (right click with the mouse) to get STD setting (1013.25 hPa.)
@@FlywithMagnar Yes captain, you are absolutely right. Actually we need to fly in "Live" weather conditions to get the right altitude on PFD at QNH. Otherwise we have to keep BARO at 1013.25 hPa or change the QNH in the Weather settings. Thx for your answer and have a good day.
awesome
Starting at around 7:20 when you start shallow turn into final, you keep looking to the left and up. What are you looking at?
Looking at the runway and wingtip (?), I assume. The fisheye lense of the camera is a bit misleading here
@@petermuller5800 I was thinking about it too but wanted to confirm. Yes, camera lenses is a big factor, you can see more but all is so distorted. Thank you!
I am looking at the runway. The fisheye lens makes it a bit confusing.
Do you always descend to MSA or do you also make the visuals as continuous descents?
Hi Magnar, just a quick question. Will you be penalised on your checkride if you deviate from manufacturers procedures when it comes to traffic patterns? (ie. Putting your landing gear down on base leg instead of downwind)
No, for two reasons. 1) As long as it is safe, you are good. 2) Normal procedures given by the manufacturer are recommendations. The airline company can choose to change some of the procedures to fit their operations better.
@@FlywithMagnar how far miles you should fly downwind leg?
Very nice.
One more thing I wanted to clarify. As you know, almost all over the world, enjoy airport pressure by QNH. In Russia, as far as I know, we still use the QFE pressure, which the air traffic controller announces to us before landing. Based on this, the algorithm for setting the minimum for landing with a DH / MDA rack is not entirely clear to me. Indeed, for QFE pressure, if I'm not mistaken, according to Jeppesen's charts, the DA indicator is intended, which is not on the ATP-72. How can I set the minimum before landing if the air traffic controller in the city of Krasnodar / URKK gave me the airport pressure in QFE ?
Good one.
Thank you for this and all your videos, I always enjoy learning from them.
6:10 what is the aural tone alerting the crew to?
That's the "whooler." It sounds whenever the electric trim has been operating for longer than one second. A while ago, Magnar made a video explaining all the aural alerts. It's worth a watch.
@@johnopalko5223 Thank you!
Nice 😎
Hi Magnar, quick question when the ATR AP is banking to a new heading, do you ever use rudder trim to expedite the turn? Like if the intercept angle exceeds the banking limitations.... What is this called? Procedure?
Never. That will result in crossed controls, which is a no-no for all pilots, unless you are landing in a crosswind. Except for takeoff and landing (and engine failure) we never touch the rudder pedals. Besides, the 600 has automatic rudder trim.
If we overshoot the new track in a turn, it is because we are flying too fast. The procedure is to reduce the speed and turn back to the intended track.
@@FlywithMagnar perfect thanks!
very nice video as usual. quick question. with full flap set so early in the approach whats the procedure if one engine fails on long final?
Feather the propeller of the failed engine and continue approach. We fly single engine approach in the same way we fly with two engines.
@@FlywithMagnar ok thanks much. On the dash 8, 35 flap is too much drag to maintain glide path with a failed engine, thats probably why the Flight Manual says select 35 flap "when landing is assured" In one instance one pilot found he had to continue adding power until he was at max power to maintain PAPI with 15 flap after one engine rolled back on a visual approach into TAPA. I will call him see if I get more info.
I spoke to him. it was above 700 ft on final that the #1 engine suddenly quit. the shaft to the fuel pump broke. they were close to the runway so they continued but when he reached 90% TQ and could not maintain the PAPI he realized he must feather the prop. yes it was configured with15(approach) flap. 15 flap landings were routinely done.
there’s an SAS incident a few years back that almost turned into an accident where also an engine failed on final, the CPT coming from 737s before elected to continue and NOT FEATHER the engine. They nearly lost control and the tower control already pushed the crash button for the fire brigade..
i do t fly Dash 8 or ATR but Short Skyvans, we do t have auto feather but a Negative Torque relief system that will reduce pitch on the failed engines prop when it senses the prop is driving the engine (single shaft) but one can never rely on it and should all ways feather the failed engine else you put yourself into test pilots shoes ;)
Спасибо за прекрасные видео. Скажите пожалуйста, а вариометр также плохо виден в реальном самолете(72-600) как и в MFS2020?
Да
@@FlywithMagnar спасибо
Yeah man
Magnar, hello! If possible, please tell me how I can enter a point with known coordinates in FMS so that it is shown on my display in the flight plan and participates in navigation during landing approach. For example, how to drive a point into the flight plan, with coordinates 173149S0400004W. When drawing up a flight plan, I had difficulties with this, because when entering the runway, there were no navigation aids, and even approach patterns. I studied the tutorial, but I did not find this nuance. Thank you!
You can create a waypoint with lat/long coordinates. Example: N0637.72/E07304.34. Or as a reference to an existing waypoint. Example: To create a waypoint 5 NM north of RAXON, enter RAXON/360/5.
@@FlywithMagnar Understood. I'll try these options. Thanks a lot!!
@@FlywithMagnar Magnar, the request will be to you - if possible, then please make a video, as in the ATR-72-600 from the simulator you need to enter the coordinates of the desired point. I have a suspicion that this has not yet been implemented by the developers. Or I'm doing something wrong again. Thank you!
That is all nice and dandy, but the real question and test is, can you do it blind folded?
Nope.
Beautimus
😴 P r o m o s m