ATR 42/72 questions
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ATR 42/72 questions
I have just got my first airline job flying ATR 42/72 aircraft. I am wondering if anyone can help me out with some questions I have regarding the aircraft.
1.) Does it have EFIS or is it a "clockwork" cockpit.
2.) What sort of speeds are typical, for climb, cruise, hold E.T.C.
3.) What levels does the aircraft operate at.
If anyone can give me any answers to these questions it would be a great help.
[This message has been edited by Scout (edited 09 October 2000).]
1.) Does it have EFIS or is it a "clockwork" cockpit.
2.) What sort of speeds are typical, for climb, cruise, hold E.T.C.
3.) What levels does the aircraft operate at.
If anyone can give me any answers to these questions it would be a great help.
[This message has been edited by Scout (edited 09 October 2000).]
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1) Semi-EFIS. EADI and EHSI. In aircraft that have TCAS fitted (mandatory by March 2001) the VSI is also glass. All others clockwork.
2) Normally you'd climb the 72 at 170 kt IAS, the 42 at 160 kt IAS, but those can, obviously, be varied. Cruise varies depending on conditions, naturally, but is normally anything from 195 to about 225 kt IAS. You'd normally hold at 180 kt.
3) Levels depend on the length of the trip. Expect around FL150 to 180 for 45 min - 1 hr trip. Service ceiling is FL250. It would be rare you'd get above FL230.
All in all, a very nice aircraft to fly. The 42 is much easier to land well than the 72, largely because the fuselage plugs in the 72 result in a different C of G to maingear distance. Having said that, I actually prefer the 72.
As a result of the Roselawn accident, ATR are very sensitive about how it is flown in icing conditions. It's not a problem, provided you treat the conditions with respect (what aircraft is that not true of?).
The power setting bugs are powered by the automatics, and some models have a crude type of autothrottle that just follows the bugs - otherwise you just select "Cruise Power" (for example) on the Selector switch, and move the power levers until the torque gauges hit the bugs - easy, or what?
Quite a bit heavier in roll than in pitch, easy to land in a crosswind, but lots of retrimming the rudder is needed with changes of power and speed. In the cruise you'll generally find you fly with a third scale right trim deflection.
Cabin crew and passengers tend to like them too.
Only problem with them can tend to be that, being largely electric, the computers do odd things occasionally when loading up on switch on, and the best way to get rid of them is to shut right down and power up again. Also it means that you really do need to know the aircraft's electrics to fly them.
[This message has been edited by HugMonster (edited 09 October 2000).]
2) Normally you'd climb the 72 at 170 kt IAS, the 42 at 160 kt IAS, but those can, obviously, be varied. Cruise varies depending on conditions, naturally, but is normally anything from 195 to about 225 kt IAS. You'd normally hold at 180 kt.
3) Levels depend on the length of the trip. Expect around FL150 to 180 for 45 min - 1 hr trip. Service ceiling is FL250. It would be rare you'd get above FL230.
All in all, a very nice aircraft to fly. The 42 is much easier to land well than the 72, largely because the fuselage plugs in the 72 result in a different C of G to maingear distance. Having said that, I actually prefer the 72.
As a result of the Roselawn accident, ATR are very sensitive about how it is flown in icing conditions. It's not a problem, provided you treat the conditions with respect (what aircraft is that not true of?).
The power setting bugs are powered by the automatics, and some models have a crude type of autothrottle that just follows the bugs - otherwise you just select "Cruise Power" (for example) on the Selector switch, and move the power levers until the torque gauges hit the bugs - easy, or what?
Quite a bit heavier in roll than in pitch, easy to land in a crosswind, but lots of retrimming the rudder is needed with changes of power and speed. In the cruise you'll generally find you fly with a third scale right trim deflection.
Cabin crew and passengers tend to like them too.
Only problem with them can tend to be that, being largely electric, the computers do odd things occasionally when loading up on switch on, and the best way to get rid of them is to shut right down and power up again. Also it means that you really do need to know the aircraft's electrics to fly them.
[This message has been edited by HugMonster (edited 09 October 2000).]
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Try:
http://www.fosterweb.com/atr
He's the Chief Instructor for Trans States Airlines (USA) and has a decent study guide to help you in ground school.
Note that it does not apply to the -500 series. If you're getting to fly one of those, you are lucky!
http://www.fosterweb.com/atr
He's the Chief Instructor for Trans States Airlines (USA) and has a decent study guide to help you in ground school.
Note that it does not apply to the -500 series. If you're getting to fly one of those, you are lucky!
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