All the best!

On that note, descend

Then, work the problem. By check list. Notify atc

Augetzhich!

Glad you like them!

Glad you enjoyed it

When the Exhaust Mode pushbutton is set to OVBD, the extract fan stops. This means that the avionics are not cooled any more. Therefore, the horn is activated as a reminder to start the fan again.

@@FlywithMagnar understood, thanks captain

We did the same in Norway. Thank you for your comment!

Thank you! Currently, I'm working on the fuel system, which will include fuel leak. Then, I will do the powerplant, which will consist of 4 videos. Please be patient, it takes some time to put the pieces together.

@@FlywithMagnar Thank you sir shall wait for them. 🙏

Yes, or it will not be possible to open the emergency exits at all.

Hello sir, I am looking for the official source of this information, how did you know that ? Cause a mech also told me that but i can’t find the information in the FCOM

Yes, that is the recommended procedure. You can close the communication hatch any moment after the starter pushbutton is pressed, as this action causes the extract fan to stop.

It's called patience. You move the knob a bit and wait for the indicators to stabilise. Then you repeat until the desired cabin rate of climb/descent is achieved.

@@FlywithMagnar I have experienced this first hand and you’re right patience is primary. Regarding a MEL scenario do you think it would it be best to depart with the the the cabin in full decrease? So the pressure of the cabin can keep of with the climb? Thanks for such a swift response.

MEL is a bit funny. 21-30-01P states that if the pressurizaiton system is inoperative, and the manual mode is operative, you shall depart with overboard valve fully open and MAN RATE knob set to max increase. 21-31-01P states that if the automatic pressurization control is inoperative, you shall set cabin altitude in accordance with the published table. I'm not sure which postion of the MAN RATE knob is the best. I would probably depart with the knob set to 9 o'clock position. When you depart, the outflow valves are fully open. They start to close after you have become airborne. The automatic controller will then descend the cabin back to departure airport elevation and maintain it until you are 3,500 feet above the airport. Then, the cabin will start to climb with the aircraft.

Do you mean what you see at 8:07? That is the tail prop. It is a strut that is attached to the tail bumper when the aircraft is parked on the ground. It prevents the tail from tipping when there's to much weight (people or cargo) at aft part of the aircraft.

I'm sorry, but no. The manuals are the property of the operators.

Ok.Thank you for the reply!

Thank you for your response. It might not been described clearly enough in the video, but an overpressure relief valve and a negative pressure relief valve are fitted on both outflow valves.

@@FlywithMagnar Thank you for your reply. Good to hear that overpressure relief valves are installed on the outflow valve system. That brings things in line with other aircraft I know. On those other types there was not such a procedure as to switch off packs because the overpressure relief valve would sufficiently protect the airplane. One of 'my' types was the Fokker 50 which had some system commonality with ATR. That aircraft also did not have such a procedure. Would you know the background why ATR choose to treat the overpressure case as so critical that "packs off" was introduced? In the example where the F/O's window was blown out; was that a failure of the outflow valves ánd failure of the relief valve at the same time? Happy flights, Boy

@@boyvanurk9854 , the overpressure procedure in ATR was revised to include "packs off" after the incident where the side window was blown out. I haven't seen the report, but assume the outflow valves were closed for some reason and that the relivef valve was inoperative as well.

No, when the pack valve is closed, the bleed air in the duct doesn't move anywhere.

​@@FlywithMagnar Ok. Thank you for clarifying. In theory, it would be similar to if the engine is running and the bleed valves are closed (e.g. takeoff with bleeds OFF). Many thanks for your swift response. Keep up the great work!

ATRs operating at airports with high elevation are modified to avoid excessive cabin pressure warning. I am not 100% sure how the pressurization system works at such altitudes. As mentioned in the video, the cabin will maintain the elevation of the departure airport until reaching 3500 ft above the airport elevation. Then, it will be adjusted in accordance with aircraft altitude, but it will also take into consideration the landing elevation. Whether the cabin will descend below airport elevation during cruise, I don't know.

Yes, that is correct.

FCOM, together with many other manuals, are distributed to the pilots when they start their type rating training. It's a large document; FCOM for ATR 72-600 has more than 2,600 pages. It can be ordered from ATR.

There are some changes: Landing elevation is set by the FMS, and there's only one outflow valve, but with two controllers.

@@FlywithMagnar is the high rate p/b still there or is it completely auto now?

@chris22capt, that pushbutton is removed. Everything is automatic.

@@FlywithMagnar that's a nice upgrade I've to say

Dumping the cabin pressure will result in a rapid decompression. A better solution would be to select the overboard valve to overboard. But this is not necessary. With the pack valves off, the cabin pressure will start to decrase.

When QNH deviates from standard 1013.25 hPa, the pressure altitude changes with approximately 30 feet per hPa. This number is easy to remember and use for quick calculations. The exact value depends on altitude and temperature. Video reference: 11:07.

@@FlywithMagnar tks, your videos of ATR are really great.

The logic is that the extract fan will stop when there's a smoke alert, as this will prevent smoke form being sent back to the cabin. The overboard valve remains closed and the underfloor valve remains open. When the pilot selects exhaust mode pushbutton to overboard, the underfloor valve will close and the overboard valve will open partially. The extract fan remains off because the pushbutton also controls the fan. This is not a problem, as differential pressure will provide a good flow of air (and smoke) through the overboard valve.

@@FlywithMagnar That was quick:-). Yeah, I guess there’s some logic to that. Thanks a bunch. Awesome videos by the way.

Yes, I'm painfully aware of this mistake.

that hole (the one beside the oxy relief valve) in real is a WATER DRAIN coming from the HATCH DOOR.

@@alessandrocipullo, AHA! Thank you so much!

@@FlywithMagnar thanks to you !…we never finish to learn in aviation and on the planes👍😉and I learned so much from You!