I don't know why you would think anything you do is boring. 😁 I'm strictly a Virtual Freighter Pilot, yet this plane has me buzzing with excitement. An absolute must buy for me...
Another added tip. If you are surrounded by terrain. You can climb initially with white bug +10knots make sure you have added the correct weight into the fmc and it corresponds to the weight displayed on the efb. So if your white bug is 130knots set manual ias climb to 140knots. Maintain this climb until you are comfortably out of terrain risk then set ias speed back to auto 170knots. Other tips packs off take off are commonly use for runways length is less than 1400meter and gross weight is above 18tonnes. By right it should give you an additional kick and safer rotation margin on short runway though i am not sure if this is simulated for this aircraft msfs. Ramp or full take off throttle can also be considered but remember to pull them back to notch by the time you are at acceleration height. There is also boost function(exclusive on 600 series) for 5% more take off power also not sure if this is simulated here.
@@PiggoNZ over here so far we use best rate climb until 9000feet for 1 certain airport and then reverting to 170knots. Other airports are standard 170knots climb at acceleration height at about 400feet. Best angle climb so far have yet to see anyone use it. But for sure it is superior in outclimbing.
I would just add to check for the ATPCS "ARM" to be checked after increasing the power levers, if that isn't shown you have to abort the takeoff. It's also important to stress how important it is to remember to move the ailerons into the wind, especially with a high wing aircraft like the ATR.
@@paulwilson8367 the switch is in the left lower part of the pedestal. You should test that in the preflight check list. in case of engine failure during take off (i believe) puts the propeller in feather
B…Bored? If you’re in aviation and you’re bored you shouldn’t be in aviation. Never bored by your videos and viral information shared, even if ifs “basic” sim knowledge. Thank you Emanuel❤
Nice tutorial. I noticed the pitching up a few knots before Vr and wasn't sure what to do with that but pushing down seems ok. What I'm interested in the probably coming tutorial of the descend and approach how you slow the aircraft down with staying in flight idle. I only managed once to perfectly slow down without going to ground idle. With flight idle I mean the lever and power position which we would have if the levers are at the lower position of the green area. That position sadly is overwritten by the hardware throttle position.
Your tutorials are very helpful. Will you be doing a departure and arrival with altitude and speed restrictions? For some reason mine will not adhere to them. Even manual entires.
@@A330Driver yes sir, I have armed VNAV. For example, I was flying from KFLL to KTPA. On the arrival, one waypoint had an altitude restriction at FL110. I entered that in the FMC and it showed. When I reached my TOD, the plane started to descend, it showed the restriction on the PFD, but it didn’t do it. I was 5000 feet higher. That will be an issue if on Vatsim.
What's the difference between MCT and CLB power management states? I would think the climb phase could be done with MCT? Your aircraft also stopped climbing as you switched modes (hence the "don't sink" warning), isn't that because the change was too soon? Is the climb phase faster / smoother if you choose MCT first?
Not a jet/turbine pilot but my understanding is MCT or maximum continuous thrust is pushing the engine to the maximum reliably, max trust but also wears the engines out at a higher rate. Climb trust will derate the engines, reducing wear, increase reliability, with the trade off of lower climb rate. I should also add that in the Airbus at least, TOGA or Take off Go Around trust will push the engines to the absolute maximum trust but there is (if i remember correctly) a 5 minute limit. My guess is if the engines runs past the 5 minute, there’s a good chance of an engine failure. Feel free to correct me though.
MCT - a legnagyobb, még kockázat (elvileg) nélkül kipréselhető - fenntartható - hajtómúteljesítmény. Többnyire noise abatement eljárások, rüvid futópályák, vagy épp akadályok elkerülése során alkalmazandó, amikor valóban szükség van az általa nyújtott többletre. CLB - amikor szükségtelen a legnagyobb, még fenntartható teljesítmény. Ez a mód a standard a repülés "climb" fázisában a legtöbb üzemeltető esetében.
I have a question, you select vnav when you reach the ALT*, When I do that i get VNAV IAS or just ALT, it doesnt go to the VNAV ALT* . What is needed to activate the VNAV ALT?
Hello Hermano! First of all thank you for your advise and teaching throughout your videos! It's been a while that I've been following you in this matter! Now, with the ATR it's been also valuable! Although, I am experiencing an issue while filling in the FMS in the airways route! Sometimes the fms doesn't accept the airways correctly and by insisting it crashes! There is to say that all the switches move but there are no action at all! No action from there on! Have you experienced it? Thank you very much! Ricardo
Hi 737NG DRiver, thanks for all you informative tutorials. Here at 1:55 you say we can switch off the takeoff lights at positive rate, but I thought it was only above 10 000 feet due to risk of birds collision...Is that bird thing only valid for jet liners and not for turboprops ? Kind regards, Edit : at 3:57 you say indeed to switch off landing lights after passing 10 000 feet ...The question is : What are those previous takeoff lights ?
The light in question is located right on the nose wheel. As birds are rather unlikely to be found in the nose wheel bay (and if there are any you won't change anything with that light either way), the light should be switched off. There's no point illuminating the nose wheel bay in flight, is there? 😄
@@A330Driver thx for your prompt answer. So you mean taxi light I suppose. Edit: Ah yes the switch is called Taxi & TO ! OK , I am with you now, even if I still believe there is a single light for Taxi and TO on the nose wheel of the ATR ...) So yes, the point is to give or not to give light to the poor bird in the nose wheel bay in flight, sure ...🙂
Hi 737NG Driver British, when weather is not in LIVE mode, I just noticed lining up a RWY before TO that the RWY altitude is only right when BARO is set to 1013 Hp (STD in other words) and becomes erroneous when the BARO is set to QNH . This fact might explain certain bugs related to altitude such as VNAV, TOD, V-FP...Hope this can help other simmers.Anyway from now on I shall keep BARO at 1013 Hp all along the flight to be able to rely on the PFD and the ATR Altitude when I select a Weather which is not LIVE !
They should correct the planes manual 😂 Its not a STOL plane, it is a SL plane since you can land it on a 800ft strip but it needs years to take off with proper weight😅
Hello Captain, why when you engage the autopilot it doesn't follow the SID shown on the ND and keeps turning ? I've encountered the same issue without knowing the solution although I'm on the right track to begin with... A MSFS bug ? Thank you
Very useful, thank you. I'm still confused on throttle / engine management in Cruise though. When I set Cruise I have to carefully monitor the throttle and usually have to take it out of Notch to avoid overspeeding. Is this a bug?
i have just brought this plane and completed a few successful flights but the take off seem hard with cross winds its like the plane just vears off !!! im in VR with yoke throttle quadrant and peddles, what am i doing wrong !!
If you level off before you finish your climb what are you supposed to do? I leveled off at 6k then I was cleared to 13k but when I set the altitude the plane didn't continue to climb and actually overstressed itself since I assume it was still in clmb power. in the 737 you would do the alt intv but didn't see anything on here.
I am following your tutorials, and I've meticulously set up my short hop from BIRK (My home plate) to BIIS (the most fun regional airport in Iceland), and when I takeoff, I get a master warning because of FLT CTRL and the plane goes berzerk. What am I doing wrong?
@@A330Driver Yes, I released the gust lock just before entering the runway for takeoff. Turns out my TCA controls were absolutely borked. Had to recalibrate them completely. Stick+Throttle 1&2+Throttle 3&4 and the addons. The ATR is flying perfectly now. :)
@@A330Driver Thank you. I figure a natural instructor like you will/should end up in the Training Dept. sooner than later. Too many of the wrong types gravitate there for "power" and there are never enough guys that really want to help and teach and not just pontificate.
I'm experiencing the same problem. As well as a power problem. Trying to follow along, numerous times, and I can barely climb without stalling. Power is in the white notch, and in climb mode. Sometimes I can get up to 800 fpm before I start stalling. I just cant seem to get any power out of it. I'm scratching my head and pulling my hair out.
Is there a way to set the airspeed on the ATR 72-600/ATR 42-600 so as not let the aircraft go overspeed in which it will trigger the overspeed beeping sound inside the cockpit while flying in autopilot mode?
Emmanuel...you're the G.O.A.T! Can't wait for the Descent, Approach & Landing Tutorial
I don't know why you would think anything you do is boring. 😁 I'm strictly a Virtual Freighter Pilot, yet this plane has me buzzing with excitement. An absolute must buy for me...
Aint it free
Timestamps for myself:
*---- Takeoff Guide **0:25**-**7:30** ----*
Power leavers - White Notch
VR - Rotate
8 Degree TakeOff
Landning gear - UP
YD - ON
IAS - ON
AP - ON (400ft or 12sec)
PWR MGT - CLB
Above White Marker - Flaps UP
*---- Cleared to Flight Level **7:55**-**8:58** ----*
Altimeter STANDARD
Taxi - Takeoff Lights - OFF
*---- 10 000 Feet **9:00**-**9:45** ----*
Landing Lights OFF
Seat Belts OFF
Check Pressure
*---- CRZ **10:18** ----*
VNAV
PWR MGT - CRZ
Thank you good sir
@@Ruhaan77 Glad it helped you😊👍
Very helpful, thanks mate!
Another added tip. If you are surrounded by terrain. You can climb initially with white bug +10knots make sure you have added the correct weight into the fmc and it corresponds to the weight displayed on the efb. So if your white bug is 130knots set manual ias climb to 140knots. Maintain this climb until you are comfortably out of terrain risk then set ias speed back to auto 170knots.
Other tips packs off take off are commonly use for runways length is less than 1400meter and gross weight is above 18tonnes. By right it should give you an additional kick and safer rotation margin on short runway though i am not sure if this is simulated for this aircraft msfs. Ramp or full take off throttle can also be considered but remember to pull them back to notch by the time you are at acceleration height. There is also boost function(exclusive on 600 series) for 5% more take off power also not sure if this is simulated here.
@@PiggoNZ over here so far we use best rate climb until 9000feet for 1 certain airport and then reverting to 170knots. Other airports are standard 170knots climb at acceleration height at about 400feet. Best angle climb so far have yet to see anyone use it. But for sure it is superior in outclimbing.
I would just add to check for the ATPCS "ARM" to be checked after increasing the power levers, if that isn't shown you have to abort the takeoff.
It's also important to stress how important it is to remember to move the ailerons into the wind, especially with a high wing aircraft like the ATR.
Thanks!
where do you check that?
@@paulwilson8367 the switch is in the left lower part of the pedestal. You should test that in the preflight check list. in case of engine failure during take off (i believe) puts the propeller in feather
Your videos are superb! You have expanded my knowledge from your videos and tutorials, especially on the PMDG 737 and now the ATR. Please keep it up!
Love all your videos Emanuel, thanks for your time and dedication on making those 🛫
B…Bored? If you’re in aviation and you’re bored you shouldn’t be in aviation. Never bored by your videos and viral information shared, even if ifs “basic” sim knowledge. Thank you Emanuel❤
Thank you for these tutorials! I wouldn't know how to fly this aircraft properly otherwise.
Great tutotial series! Question; Where/how is the magenta target speed set?
Reminds me of the AT72 FFS.. a bit tricky to fly but a very nice experience...
Nobody experienced a strong left drift while running the runway during take off? ( obviosuly the wind was calm)
“Okay sorry I’m wasting your time” 😂😂😂❤️
great video, thank you. I love the ATR! 🙂
So far and in previous videos I didn't notice where did you set qnh
Sorry if I missed it
Nice tutorial.
I noticed the pitching up a few knots before Vr and wasn't sure what to do with that but pushing down seems ok.
What I'm interested in the probably coming tutorial of the descend and approach how you slow the aircraft down with staying in flight idle. I only managed once to perfectly slow down without going to ground idle. With flight idle I mean the lever and power position which we would have if the levers are at the lower position of the green area. That position sadly is overwritten by the hardware throttle position.
Your tutorials are very helpful. Will you be doing a departure and arrival with altitude and speed restrictions? For some reason mine will not adhere to them. Even manual entires.
Have you armed VNAV?
@@A330Driver yes sir, I have armed VNAV. For example, I was flying from KFLL to KTPA. On the arrival, one waypoint had an altitude restriction at FL110. I entered that in the FMC and it showed. When I reached my TOD, the plane started to descend, it showed the restriction on the PFD, but it didn’t do it. I was 5000 feet higher. That will be an issue if on Vatsim.
What's the difference between MCT and CLB power management states? I would think the climb phase could be done with MCT? Your aircraft also stopped climbing as you switched modes (hence the "don't sink" warning), isn't that because the change was too soon? Is the climb phase faster / smoother if you choose MCT first?
Not a jet/turbine pilot but my understanding is MCT or maximum continuous thrust is pushing the engine to the maximum reliably, max trust but also wears the engines out at a higher rate.
Climb trust will derate the engines, reducing wear, increase reliability, with the trade off of lower climb rate.
I should also add that in the Airbus at least, TOGA or Take off Go Around trust will push the engines to the absolute maximum trust but there is (if i remember correctly) a 5 minute limit. My guess is if the engines runs past the 5 minute, there’s a good chance of an engine failure.
Feel free to correct me though.
MCT - a legnagyobb, még kockázat (elvileg) nélkül kipréselhető - fenntartható - hajtómúteljesítmény. Többnyire noise abatement eljárások, rüvid futópályák, vagy épp akadályok elkerülése során alkalmazandó, amikor valóban szükség van az általa nyújtott többletre. CLB - amikor szükségtelen a legnagyobb, még fenntartható teljesítmény. Ez a mód a standard a repülés "climb" fázisában a legtöbb üzemeltető esetében.
thank you!
The QNH/Standard bug. I would leave it at 29.92 after trans alt so your airplane get to its altitude with no issues
Incredibly well- made and detailed tutorial. Thank you very much for your time and dedication!
Thank you so much, that's really appreciated!
I have a question, you select vnav when you reach the ALT*, When I do that i get VNAV IAS or just ALT, it doesnt go to the VNAV ALT*
. What is needed to activate the VNAV ALT?
Hello Hermano! First of all thank you for your advise and teaching throughout your videos! It's been a while that I've been following you in this matter! Now, with the ATR it's been also valuable! Although, I am experiencing an issue while filling in the FMS in the airways route! Sometimes the fms doesn't accept the airways correctly and by insisting it crashes! There is to say that all the switches move but there are no action at all! No action from there on! Have you experienced it? Thank you very much! Ricardo
Hi 737NG DRiver, thanks for all you informative tutorials.
Here at 1:55 you say we can switch off the takeoff lights at positive rate, but I thought it was only above 10 000 feet due to risk of birds collision...Is that bird thing only valid for jet liners and not for turboprops ?
Kind regards,
Edit : at 3:57 you say indeed to switch off landing lights after passing 10 000 feet ...The question is : What are those previous takeoff lights ?
The light in question is located right on the nose wheel. As birds are rather unlikely to be found in the nose wheel bay (and if there are any you won't change anything with that light either way), the light should be switched off. There's no point illuminating the nose wheel bay in flight, is there? 😄
@@A330Driver thx for your prompt answer. So you mean taxi light I suppose.
Edit: Ah yes the switch is called Taxi & TO ! OK , I am with you now, even if I still believe there is a single light for Taxi and TO on the nose wheel of the ATR ...)
So yes, the point is to give or not to give light to the poor bird in the nose wheel bay in flight, sure ...🙂
Hi 737NG Driver British, when weather is not in LIVE mode, I just noticed lining up a RWY before TO that the RWY altitude is only right when BARO is set to 1013 Hp (STD in other words) and becomes erroneous when the BARO is set to QNH . This fact might explain certain bugs related to altitude such as VNAV, TOD, V-FP...Hope this can help other simmers.Anyway from now on I shall keep BARO at 1013 Hp all along the flight to be able to rely on the PFD and the ATR Altitude when I select a Weather which is not LIVE !
Thank you
Man, I can't even get the autopilot to engage in this aircraft...
They should correct the planes manual 😂 Its not a STOL plane, it is a SL plane since you can land it on a 800ft strip but it needs years to take off with proper weight😅
Hello Captain, why when you engage the autopilot it doesn't follow the SID shown on the ND and keeps turning ? I've encountered the same issue without knowing the solution although I'm on the right track to begin with... A MSFS bug ?
Thank you
Very useful, thank you. I'm still confused on throttle / engine management in Cruise though. When I set Cruise I have to carefully monitor the throttle and usually have to take it out of Notch to avoid overspeeding. Is this a bug?
i have just brought this plane and completed a few successful flights but the take off seem hard with cross winds its like the plane just vears off !!! im in VR with yoke throttle quadrant and peddles, what am i doing wrong !!
It's always pitching up by itself approximately 10 knots before v1. Very strange. Also after applying reverser.
Great video. What does the TRU button do ?
Converts AC into DC incase of DC gen failure
I cannot get my tgt speed to increase from 170kts to 240kts during cruise, any help thanks
So you put the throttles into the "notch" instead of all the way forward for takeoff power?
yes
If you level off before you finish your climb what are you supposed to do? I leveled off at 6k then I was cleared to 13k but when I set the altitude the plane didn't continue to climb and actually overstressed itself since I assume it was still in clmb power. in the 737 you would do the alt intv but didn't see anything on here.
Just put it into speed hold mode (IAS) again.
I am following your tutorials, and I've meticulously set up my short hop from BIRK (My home plate) to BIIS (the most fun regional airport in Iceland), and when I takeoff, I get a master warning because of FLT CTRL and the plane goes berzerk. What am I doing wrong?
Are you sure you released the gust lock?
@@A330Driver Yes, I released the gust lock just before entering the runway for takeoff. Turns out my TCA controls were absolutely borked. Had to recalibrate them completely. Stick+Throttle 1&2+Throttle 3&4 and the addons. The ATR is flying perfectly now. :)
I find the displays nearly impossible to read while also looking outside. Is there a brightness knob?
It's right on the bottom of the screens.
@@A330Driver Thank you. I figure a natural instructor like you will/should end up in the Training Dept. sooner than later. Too many of the wrong types gravitate there for "power" and there are never enough guys that really want to help and teach and not just pontificate.
I've been struggling with this for a day. Are the climb rates in this aircraft supposed to be horrible?
I'm experiencing the same problem. As well as a power problem. Trying to follow along, numerous times, and I can barely climb without stalling. Power is in the white notch, and in climb mode. Sometimes I can get up to 800 fpm before I start stalling. I just cant seem to get any power out of it. I'm scratching my head and pulling my hair out.
@@PB-im9bd Book climb rate is about 1400. I have to use MCT to get a good climb.
Depends what you mean with "horrible". The ATR 72 is not too powerful, and you can expect sluggish climb, especially at higher altitudes.
@@JDSleeper I'll give that a try and see how it works. Thanks for the feedback!
@@hrips I think "horrible" means less than 800 fpm, power in the notch setting, and still about to stall. That is how I would describe it.
Is there a way to set the airspeed on the ATR 72-600/ATR 42-600 so as not let the aircraft go overspeed in which it will trigger the overspeed beeping sound inside the cockpit while flying in autopilot mode?
Not automatically, you need to manage power yourself.
@@A330Driver How do I do that? Via the throttles?
and for climbing the v/s is just with ias or nav?
For climb speed did you say 116 knots or 160?
116 initial (magenta bug), later 170.
Hard
Thank you very much for the great instructions ATR airplane.,🛫✈️🛬