I did!

Thank you!

Single engine failure.

Yes, we control the airspeed with engine power.

@@FlywithMagnar thank you for the clarification!

By default, generic traffic is active in MSFS. But they do not trigger TCAS alerts, nor do they keep their distance. On one occasion, a jetliner flew straight through me when I was on final.

@@FlywithMagnar Thanks for the reply, for me I don't even see their markers (little diamond) or altitude difference. Will have another try and see if it is something I may be doing. Blue skies!

The aircraft has a lock that prevents the pilots from selecting ground idle in flight. The lock opens when the main wheels are on the ground. Therefore, minimum power in flight is flight idle. The recommended procedure is to maintain 170 kts on final and start configuration 8 NM from the runway.

you dont use ground idle if you're not on the ground

There are still some snags in the FMS presentation. The TOD marker should only disappear when you have started descending. When you select the new altitude, there will be a second white circle marking TOD from that altitude.

You can wait until you get past the TOD and then start the descent

I am on the same version as you. When I checked the content manager, the ATR shows to be up to date. How did he get his version?

msfs has a lot of problems with inaccurate glideslopes

We have no problem blending in with other traffic. We can maintain 240 kt until 13 NM from the threshold, and 170 kt until 8 NM. This is on a 3 degree constant descent and are conservative values. If we have a jet ahead of us, ATC will often tell us to slow down earlier.

Asobo replicates the power pretty well. We can fly at 240 kt until 13 NM from the runway, select flight idle and be fully established well before 1000 ft. Normal torque is around 22% when we are established on final.

​@@FlywithMagnarATR-42 TQ final?

In that case, the curved track will be dotted. This arrival procedure is a bit tricky, as you are supposed to overfly the waypoint before the curved track.

Standard descent is 1500 ft/min with a speed of 240 kt. This gives a 3 degrees gradient, which is standard among airliners. It is easy to calculate the top of descent: Multiply your altitude above the airport in thousands of feet with 3, and you get the distance in Nautical Miles. Example: You are cruising at 18,000 feet above the airport. 18 x 3 = 54 NM. Idle power is useful to get rid of excessive energy, as the propeller produces a lot of drag at high speeds. But it is a waste of energy during normal operations.

The air conditioning system needs maintenance to work properly. For example, if the temperature sensor in the cabin is clogged by dust, the system will not work properly. Here are some ways to reduce the heat in the cabin: 1) During turnaround, close the window shades in the cabin. This prevents the sunlight from heating the interior. 2) In hotel mode, select high flow and move the power lever forward to the stop. This increases airflow in the packs. 3) Switch off the recirculation fans, as they mix cool air from the pack with hot air from the cabin. Hope this helps.

@@FlywithMagnar Thank you Magnar for your help :D It works!!! I used option three of the above and managed to maintain the optimum temperature throughout the flight :)

No, there's too much drag from the propellers at idle power. (Idle power acts as a speed brake ) When descending on a 3 degrees profile at 240 kt, we use 40% torque.

@@FlywithMagnar Mange takk Magnar! You are an excellent educator!

The "DH/MDA" selector should have been labeled "RADIO/BARO". When you use "DH", minima is defined with the radio altimeter. We only use this for ILS Cat 2 approach. When you use "MDA", minima is defined with the barometric altimeter. We use this for all other approaches, including ILS Cat 1. In ohther words, MDA on an approach chart is not the same as the "MDA" setting in the aircraft. This video explains this better: kzfaq.info/get/bejne/arp_iNeTydjcmKM.html

All airline companies have limitations when it comes to baggage weight. The reason is that aircraft have limited capacity when it comes to volume and weight of the baggage compartments. If you load too much payload, you have to reduce the fuel load, which means the aircraft's range is decreased. Also, a heavy aircraft must cruise at lower altitudes where the fuel burn is higher, again decreasing the range. When it comes to the passengers, most airline companies use standard weights. Those weights are increasing steadily because the general population is getting heavier. You can blame it on a poor diet and lack of physical exercise. Again, this reduces the range of the aircraft. Therefore, some "creative" people have come up with the idea that the passengers should be charged in accordance with their weight. This is, in my opinion, not the right thing to do. While many people would have benefits of losing weight, there are people who are obese because of their genes or a disease that is out of their control. Charging more from them is discrimination.

Around 22%

@@FlywithMagnar Благодарю Вас

When the preliminary report was released, I made this video: kzfaq.info/get/bejne/ra-cgpCFp6rdkas.html

@@FlywithMagnar In general, it also seemed to me that everything happened under very strange circumstances. An experienced pilot, and allowed to commit such gross violations in piloting.