ATR 72-600 arrival and approach - an instrument view

This video shows the PFD (Primary Flight Display) and the MFD (Multi-Function Display) of an ATR 72-600 during an arrival and ILS approach to Bangkok Suvarnabhumi Airport. It was recorded in September 2020.
If you want to learn more about the instruments, you will like this video: • ATR systems - Glass co...
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[@davehollingsworth8810]

I'm neither a pilot, nor a simmer but I enjoy learning about glass cockpit technology. Excellent commentary, Captain. Thank you. New subscriber who's thoroughly enjoying your videos...

[@chard6649]

The more detail, the better! Love ur explanation/narration

[@tonylin7482]

Omg such a pleasure by just taking a peak of real time flying in instruments . Thank you so much Capt Magnar. Appreciate for these sharing .

[@zdp-189]

Cool, I just did first successful flight w ATR-72-600 -from Cook Island to Tahiti (NCAI --> NTAA), dropped in ILS Runway 4 manually and smooth... on MSFS of course! Plane is nice, very unique feel to me from other turbo props and jet airliners... so many features work from the testing/maintenance knobs/gauges under glass panel near armrests to the different layout of radar, comms, electrical etc. Watching real videos like this prove useful, and teach good habits :-D!

[@mikebakkeyt]

I really appreciate your style and content - it's amazingly clear and simple to follow so thank you very much!

[@bazillawrenson4029]

Thanks for that fantastic video Magnar

[@JesusGarcia-ef3ty]

This channel is gold

[@angelossakellariou2832]

Thank you very much. I’m doing in a couple of days the differences to the 600 and your videos are really helpful.

[@greatagqc]

Such a good video , well made - thanks

[@cipa1987]

Great video Captain,if you could upload more videos with different kind of approaches (LOC,VOR,NDB) we would be so thankful ! Best regards ! Great videos !!!!

[@danielmartinezjoya3019]

Great videos captain!, you have a new subscriber from Mexico

[@gc0907]

Thank you very much for your Tutorials 👍👍

[@derekmay33]

Thank you for the video Magnar, you explained it very well, as always. Well done to the FO too, I'd say you trained him😄

[@FlywithMagnar]

Thanks. Actually, the first officer wasn't trained by me. The company has very good instructors.

[@romeo2golf]

Thank you for the video!.

[@helicopterovirtual-msfs6254]

Fantástic 👍

[@samjack16]

Thank you Captain!

[@Che_II]

Awesome video. Thank you!

[@ahmedsobhy1708]

great Approach

[@aviationtalkandtutorials2456]

Nice work Captain :)

[@rafaelalmazan5844]

Very nice!

[@letsfly_plane]

Thanks Captain 🙏

[@shauncleary4506]

Great video 👍👍

[@paulphibbs5362]

Hi Magnar, I'm currently enjoying the ATR on MSFS and have gained more insight from your videos - Thanks. One question about the landing in this video. I noticed you landed with only one stage of flaps. Was there a reason for this? Would the aircraft be more stable at the slower speed with the additional flaps?

[@FlywithMagnar]

No, I landed with full flaps. It was set at 17:57.

[@paulphibbs5362]

@@FlywithMagnar Sorry, must have missed it. I was waiting for the flaps to be deployed and see the barbour pole extend down but only saw it after the first flap deployment.

[@rabieebraheem3587]

Thank you

[@ESAbolichin]

Very Well explained

[@User-ti8qg]

Hi, your videos are really helpful to understand the ATR 72-600, can you please make a detailed video on the various functions of MCDU.

[@FlywithMagnar]

Hi, I'm planning to do a video about the most common functions of the MCDU.

[@antoniopettini9503]

very interesting. You capture the GS at 5800 ft much sooner than BS599 waypoint that is upposed to be the FAF. Is that normal? I'm not a pilot just simulation love. thank you for your time

[@FlywithMagnar]

Yes, it is normal. When possible, we fly a continuous descent approach. This reduces workload and saves fuel. Thanks to the FMS, we can follow a vertical profile that takes us straight to the glideslope. FAF/FAP is a point where we crosscheck that we are on the correct glideslope.

[@davidmuir6849]

Another fantastic clip magnar Just a wee question on the atr 500 what button do you select to take it off rnav to connect to the ils ,I see for your clip you select ils but there isn't this button on the older atr just v/l and rnav, does the v/l button stand for vor /localiser ? Thanks Dave

[@FlywithMagnar]

Yes, V/L stands for VOR/LOC. So, when you are in RNAV mode and want to change to ILS, you select HDG mode, press the V/L button and select NAV mode for localizer or APP mode for ILS.

[@davidmuir6849]

@@FlywithMagnar Fantastic ,thanks for the information Magnar, this will help me now as I understand how to connect to the ils in my atr sim 👍 Regards Dave from Scotland

[@j.a.romanov30]

What was the GW and CG of aircraft this time?

[@bijaysitaula7006]

Great video sir . One question. Suppose , If ATR 72 have to land in short runway for around length of 1200 meter then can touchdown speed will be less than 100 knots .

[@FlywithMagnar]

The touchdown speed is the same regardless of the runway length. Factors determining the speed are weight and atmospheric conditions (the speed is increased in icing conditions.) Regarding operating at short runways, you might like this video: kzbin.info/www/bejne/iGSnd6tvg7abaNU

[@cruxader27]

Hello captain! During ILS approach, do we need to set and maintain the heading bug to the final approach course even with crosswind? or do we need to synchronize the hdg bus to where the nose is pointing?

[@FlywithMagnar]

The heading bug shall always be set to the heading you are flying. This prevents you from drifting off the track when you have to go-around. The call out is "set inbound heading" but that is just to set a general heading. Once you are stabilized on the approach track, you set the heading bug to the actual heading you are flying. Rule: HDG = Heading (where the aircraft is pointing). CRS = Course (where the aircraft is going).

[@postsfromiyke]

When cleared for ILS Frequency Course Heading

[@ilyasjamain5208]

what is the difference quick reference handbook (QRH) and Flight crew operation manual (FCOM)?

[@FlywithMagnar]

The QRH contains essential information you need when you are flying, such as performance data and emergency checklists. It's our handbook in the cockpit. The FCOM has more than 2,000 pages and tells you how the aircraft is made and how to fly it. It's the most important manual during a type rating course.

[@vitaliiushkalov3825]

Excellent !!! How you make kiss-landing?

[@FlywithMagnar]

That requires a bit of luck, because you have to estimate how high the main wheels are above the runway during the flare. The main wheels are 10 metres behind you, and the attitude of the aircraft plays an important role here. My best landings happen when I make a short flare and touch down with a relatively low nose attitude, say 2 degrees pitch up. If you flare too high and pull and pull, the chances are that you will touch down with a BANG far beyond the touch-down zone.

[@vaultz1000]

Hello capt Magnar, just out of curiousity and maybe out of topic, i have a question regarding speed (vref) auto/magenta for approach and landing. Would it be possible to set and use manual speed, for instance, if the auto/magenta vref speed is about 99 kts / or below 1.1 vmca, is it ok to set and use manual speed for approach/landing for reference instead? Thanks in advance.

[@FlywithMagnar]

Yes, you can select manual speed whenever you want it. However, I see no reason to do it during an approach. 1.1 VMC is only a limitation for approach when you fly the approach single engine. The FMS takes this into account. In all other cases, 1.1 VMC is only a limitation for a missed approach, just in case an engine fails. The FMS takes this into consideration when it calculates VGA.

[@vaultz1000]

Thank you for the reply captain, understood very well. Also, if say the pilots decide to use manual speed for approach, and go around is initiated (either both engines operating/single engine), when would be the right time to switch back to auto speed?..

[@FlywithMagnar]

When you select IAS mode. However, there's an issue with the autospeed when you make a single engine go-around, and you must set white bug speed manually.

[@vaultz1000]

Roger Capt. Thank you very much for sharing the knowledge. Very much appreciated!

[@chris22capt]

I always curious with this one thing, capt. What's the function of "SPD HLD" below YD p/b?

[@FlywithMagnar]

SPD HLD was intended to be used for Cat III approach and would provide an "auto-throttle" function. However, this concept has not been developed, most probable because of the cost.

[@chris22capt]

@@FlywithMagnar so to sum up both power lever actually have the auto servo but not functioning because it is not developed, am I right?

[@FlywithMagnar]

No. According to early FCOMs, the conditions for engaging SPD HLD would have been: Aircraft in landing configuration, PL in white arc (between 37° and 49°), AP ON, LOC + GS green, and IAS < 140 kts. I doubt ATR intended install servos for the power levers. ATR is owned 50% by Airbus. The philosophy is to leave the power lever in the notch and let the EEC control fuel flow. I assume that a similar system would have been developed for SPD HLD.

[@chris22capt]

@@FlywithMagnar That's make sense. Thanks for the answer, Capt. Glad that I finally know how that function works.

[@patrickmasai1141]

Notam: GPS offline due to inadvertent meteorites at altitude. Houston reset inertia nav (sic).Stby...