My training captain friend tore this thing apart! Biggest things to notice: lack of drag on descent, too long takeoff run to name a few. Bugs too. But we all know all this will improve. VNAV pathing, RNAV approaches not working for example. Tail heavy on rotation, treats waypoints as flyovers. I suggest trim 0.2 less than calculated.

@Aleksandar The flight model stuff probably has a lot to do with how average the current turboprop physics are in MSFS and not the add-on specifically it's like the Fenix 320 having inaccurate fuel burn and engine performance but it's much worse for turboprop aircraft in msfs and don't get me started on helicopter physics. The systems, though, can probably be fixed the RNAV actually worked in pre release builds testers had but was broken on the release version (button does nothing even)

@@SoldierXXL and hey, it's still flyable. Sometimes we're better off not being pilots of the real thing!

But it is not. IT have some serious behaviors, like lifting up alone before VR and also keeping the nose up after touch down. I´m havin serious issues wih it.

Both is fixed in the coming update.

Indeed, very good job Alexander 😎

Practice, practice, practice

The reason why it doesn't work for you, and why I haven't shown any RNAV approaches yet, is that there's currently an issue preventing V-FP activation. That'll be fixed with the update coming in a couple days and then you can be sure I'll do a video on RNAV approaches with the ATR as well.

@@A330Driver Thanks for all the answers! I've asked a couple of dumb ones, but sometimes it is hard to tell what you are doing wrong and what is just a bug. Although I did read last night that you might be able to enable approach mode if you are in V/S and not in VNAV, haven't tried it yet though.

I also have these issues on the turnaround…

Turnarounds will become better after the next update, currently I reload the flight in between indeed

Just make sure your physical throttle is at IDLE and not only the lever in the CC. There seems to be a discrepancy between the two at the moment.

@@A330Driver thanks a lot! Not sure how to do that, but I’ll take a look.

​@@RafaPolit get the throttle levels to FI (all the way back) during descend and set your v/s around 1800ft/min. Remember ATR does 3nm/1000ft. What it means is that if you have to descend from FL190 to FL100 you need 190-100=090 aka 9min x 3nm= 27nm. That means you need to start your descend not later than 27nm before your waypoint when you have to be at FL100. This will get your speed around 180kias and if you use this calculations for whole phase of descend than you can use flaps to lower your speed. Remember to check speeds for airport you're flying to. Good rule is to be not above 180kias on approach, 160kias on final and on final speed when 4nm from airport 😊

No

The area right below the flaps indicator is clickable (notice how he checks the items by clicking in the bottom portion of it). The checklist will popup in during the flight phase or you can select them in the normal procedures.

The trigger to have them show automatically is passing the TOD.

@@A330Driver hmmm that does not seem to be the case for me

The engine power settings are definitely not accurate. For example, the propeller speed (Np) should be 100% during takeoff and go-around, 82% in other flight phases, and 71% on the ground. Also since torque equals engine power divided by propeller speed, the correct torque will definitely be higher.

The indication may or may not be correct there, anyway the way the plane responds seems to be what is detailed in the (real) flight manuals.

@@A330Driver quite far from it sadly..

It all depends on your load and flight altitude. I'm just flying to EDDM with 30pax and 700kg cargo, my FL250 and my speed is 188. Lower pax and lower cargo AND lower altitude gives me speed around 240kias. Make sure you set your TMS to CRZ when cruising not CLB and your throttles to NOTCH-NOTCH position 😊

In turbo props you typically don't pull the climb power off in descent until you reach a speed near VMO/MMO. That should easily give you 240kt.

@@A330Driver I was convinced that limitation applied to old turboprops, like dc3, dc6 or twin otter as engines would not be capable of maintaining bleed air and anti ice as well as keeping oil press high enough to keep engines oiled. But there is FI function on ATR's throttle which I was convinced allows to pull the throttle back so to easily manage descend speed without compromising oil press, air cond and anti ice? I get no indication of a problem when I use FI function. The FI position was what I meant when typing to pull throttle all the way back. This (and any other?) ATR seem to not allow to pull throttle all the way to GI. If FI position is not appropriate to use, what is its function?

@@A330Driver I've been reading. So FI on throttle is used for emergency descend only rather than normal descend?

FI is standard procedure as this is set to enable fast approaches not disturbing the faster flying jets on approach patterns.

There is no auto throttle in the ATR, you still need to manage thrust yourself. The power management is only the maximum power and the phase of flight. It does not provide automatic speed control.