ATR 42/72 -600 updated v. 1.0.36

[Farlis 2,287]

21 hours ago, Tuskin38 said:

for me it fluctuates. It will be 8-9 for a few minutes, jump to 100-150 for few drop back down and repeat.

That's what happens to me as well. It starts incredibly slow, stays there for minutes and then jumps up. But still not to the max of my capacity.

[Farlis 2,287]

20 hours ago, mryan75 said:

I've never touched that button in my life.

Then you surely have no idea how to operate an ATR. 😉

[Fiorentoni 4,248]

2 hours ago, mryan75 said:

Except that works just fine and I seem to be the only person not having any issues with the prop brake. Just did it agian on my first flight after the update, no problems. Hotel mode -> Prop in FTR -> flip Prop brake cover open -> "Ready" light illuminates -> Flop switch to "off" and voilard. Never fails.

Yeah this is obviously a bug. Shouldn't work like that, or at least it's damaging the components in real life (or being a safety hazard). What happens is that you actually start the engine and get hyd pressure through that and then engage the prop break with the hyd pressure from the engine. I don't think one should engage a prop break into a starting engine, in real life that is.

Edited January 19 by Fiorentoni

[RichieFly 730]

After another flight or so, I wanted to post an update to my earlier offering.

The ND does work, it must have been BP (bad piloting).

Not perfect, but getting better for sure.

About the prop brake:

The hydraulic pump button must be pressed prior to switching the brake on or off. Unless engine #1 is running, of course.

The fuel lever must be in feather for the brake to release or re-engage (after pressing the hydraulic pump button [unless #1 is running]).

 

[vonduck 99]

Great update! Although something been plaguing me is the toe brakes...its starts to roll on its own steam but when it gets to a certain taxi speed, the foot brakes are ineffective meaning i have to jam on the parking brake to slow down! Have i set things up wrong?

[btacon 1,808]

Doing another flight, same route as before.  All my previous issues seem to be caused by pilot error.  I’m pretty sure I got the VNAV figured out and dialed in and if it performs consistently, as I expect it to, it will be pretty nice to have; a working and predictable VNAV in a small regional passenger plane. 
 

-B

Edited January 19 by btacon

[regis9 4,014]

I’ve always found the VNAV climb in this aircraft really lethargic (bad in the -42, worse in the -72).

Maybe it’s user error, but with PWR MGT set to climb, throttles in notch, condition auto, I’m only getting 900 fpm in the high teen flight levels.  The TQ% is in the high 60’s low 70’s so it would seem there’s a lot more power not being commanded.

Is this how it’s supposed to be or am I doing something wrong?

[dusty_sourdough907 73]

3 minutes ago, regis9 said:

I’ve always found the VNAV climb in this aircraft really lethargic (bad in the -42, worse in the -72).

Maybe it’s user error, but with PWR MGT set to climb, throttles in notch, condition auto, I’m only getting 900 fpm in the high teen flight levels.  The TQ% is in the high 60’s low 70’s so it would seem there’s a lot more power not being commanded.

Is this how it’s supposed to be or am I doing something wrong?

An idea...not sure how bright

If you have speed-brakes/spoilers assigned to hardware, that could be the culprit.

[ATRguy 52]

The prop brake seems to confuse a lot of people, and when it is used.  
 

The prop brake needs a few things before the ready light will become available.  
 

The aircraft has to be on the ground.  No brainer.  The gust lock must be engaged.  The #2 condition lever needs to be in either feather, or fuel cutoff.  And the blue hydraulic system must be at 2900 PSI or higher.  
 

So if you want to start the engine in Hotel Mode, you would have the aircraft powered up either on the battery, or the GPU.  Fuel pumps on.  Gust lock engaged.  Push the AUX PUMP button on the left side of the center console by the power levers.  Wait for it to pressurize the system.  The green READY light will appear.  Engage the prop brake.  You will see the red UNLOCK light come on, regardless of whether you are engaging or disengaging the brake.  Then you will see the blue PROP BRK light come on. 
 

Your prop is now locked.  Turn the right bleed on, and then you have heating or AC for the aircraft, which is basically the point of Hotel Mode.  Start the other engine normally.  Bring that prop to AUTO.  That will bring the AC Wild system online, and the hydraulic pumps.  You should have a green READY light on the prop brake control.  You can now disengage the prop brake with the switch. 
 

On arrival say, you want to engage Hotel Mode, you would park the aircraft.  Leave the #1 condition lever in AUTO.  Bring the #2 to feather.  The prop brake READY light should be on. Engage the prop brake.  The UNLOCK light will come on, and the prop will stop spinning.   Shut down the other engine normally.  
 

You are now in Hotel Mode and can load/unload passengers.  IRL, fueling the 72 is not allowed in Hotel Mode, but the 42 it is.  
 

There is also no VNAV on climb in the ATR.  Climb in IAS mode, 160 knots for the -42, 170 knots for the -72.  VNAV is only used on the descent.  
 

Hope this helps.  

[ATRguy 52]

4 hours ago, regis9 said:

I’ve always found the VNAV climb in this aircraft really lethargic (bad in the -42, worse in the -72).

Maybe it’s user error, but with PWR MGT set to climb, throttles in notch, condition auto, I’m only getting 900 fpm in the high teen flight levels.  The TQ% is in the high 60’s low 70’s so it would seem there’s a lot more power not being commanded.

Is this how it’s supposed to be or am I doing something wrong?

Seems about right.  The ATR is a dog high up, and I’ve rarely flown it above FL220 unless the winds really favour it.  
 

The ATR has less power in both engines than the Q400 has in one.  It’s not a fast airplane lol. 

[roland_lfor 245]

For that reason I prefer to fly the 42 which has a better climb rate than the 72.

[davenicoll 104]

Updating now, got the appalling download speed back...

[mryan75 281]

15 hours ago, Fiorentoni said:

Yeah this is obviously a bug. Shouldn't work like that, or at least it's damaging the components in real life (or being a safety hazard). What happens is that you actually start the engine and get hyd pressure through that and then engage the prop break with the hyd pressure from the engine. I don't think one should engage a prop break into a starting engine, in real life that is.

I’m starting from hotel mode. I’m talking about disengaging the prop brake. I start my flights from a turnaround state with the engine already in hotel mode. 

[mryan75 281]

14 hours ago, RichieFly said:

The hydraulic pump button must be pressed prior to switching the brake on or off. Unless engine #1 is running, of course.

The fuel lever must be in feather for the brake to release or re-engage (after pressing the hydraulic pump button [unless #1 is running]).

Got it, thank you. If what I’ve been doing shouldn’t work then it’s a big, which given that I was impolitely escorted out the door of the official forums, I cannot report. 

[martinboehme 493]

11 hours ago, regis9 said:

Maybe it’s user error, but with PWR MGT set to climb, throttles in notch, condition auto, I’m only getting 900 fpm in the high teen flight levels.  The TQ% is in the high 60’s low 70’s so it would seem there’s a lot more power not being commanded.

The ATR very likely isn't able to produce full torque this high up. Turboprops are typically torque limited down low and ITT limited higher up. How close is your ITT to the limit? 

Edit: Here's a video of an ATR 72 in cruise at FL 220 with a CRZ torque of around 65%, so your numbers sound about right. IIRC, it's a quirk of the ATR that the torque limit is actually higher for CRZ than CLB. I believe Magnar has a video about this.

 

Edited January 20 by martinboehme