46Pilot

Yes, I do. It is safer and better to climb using IAS mode. Indeed, the aircraft will hunt the selected speed, but instead there's no worry about stalling the airplane. If you would be using the VS to climb, the airplane will maintain the respective VS regardless of the speed. There are some occasions where we use VS for climbing, for example a desired shallow climb (cruise climb, high speed climb) when running behind the schedule.

Hi everyone, @FDEdev don't you want to fly the ATR in the sim like in the real life? @Novej757 MCT is not used in normal operation, only in some abnormal cases, where the QRH tell you to do so. With PL in the notch, CL on AUTO, PWR MGT on CRZ is possible to go over the maximum speed in real life if you fly at low altitudes. From what I've seen, if you fly at FL150 or 160, you reach a speed of 220 kts, so there are high chances of going over if a lower altitude is selected. The ATR 42 is most comfortable at FL180, where it has the biggest TAS and we tend to look for this FL if possible. Another good thing is we receive a lots of shortcuts, because there are few aircraft flying so low 😄

I have already told this many times, in the notch, small white arc ~65-68 degrees..

No, the engine parameters are correctly simulated. Check the status of the systems, the ATR is "dark cockpit" concept, you don't have to have any light on during normal ops. Make sure gust lock is released, PEC and EEC are ON, CL on AUTO, PWR MGT set on TO.

I do, but the ATR manuals are redone from scratch. Another format, another chapters, another references and so on. I'm not sure I can publish them online, because I have them from the airline I fly for. I will search for them on the web and will give you the links.

Be aware that in the meantime, the FCOM has changed. There are new limits, parameters, or even procedures. Not so much different, but, for example, for some checklist, the procedures are different now, especially abnormal or emergency ones. For sim purposes, it doesn't have so much impact, anyway...

Power Levers: - Ground Idle (GI) - to be used only on ground, for taxi purposes. - Flight Idle (FI) - once airborne, you cannot go lower than this position - it is blocked anyway by the idle gate and is prohibited to override this protection. - Notch - Normal position of the PL at takeoff. - Ramp - This position is to be used in some abnormal situations (e.g. go around) - Wall - To be used only in emergency - to obtain the maximum possible power from the engines - (to get away from a severe windshear situation or imminent EGPWS scenario). Condition Levers: - Fuel Shutoff (Fuel SO) - Engines are stopped, no fuel delivered to the engines, even with started engaged. - Feather (FTR) - after starter engaged, between 10% and 19% NH (depending on the residual ITT), you move the CL from Fuel SO to FTR. The engine is started, but the propeller blades are feathered, so you will have no thrust from the engine. Only DC power and air to condition the cabin - This is the case when you use the Hotel Mode, the engine is started, but due to engagement of the propeller brake, the propeller is not spinning. NOTE: 1. This is possible only for No. 2 engine. If you don't have prop brake installed / unserviceable, or will start No.1 engine, you will still have DC electrical power and Air to cool / warm the cabin, but the propeller with spin at low RPM. 2. When you shutdown the engines, you have to put the CL in FTR position for at least 20 seconds or NP below 15%, to allow the engine to reduce the RPMs and for the blades to feather, before shuting down the engine no.1, or before engaging the prop brake, to avoid burning the brake. - AUTO - The engine will increase the RPM to nominal RPM and the electronic systems (PEC - Propeller Electronic Control / EEC - Engine Electronic Control) will take of the rest. - 100 OVRD (Override) - The NP (propeller rotation) will be at 100%. This is to be set in some situations like, for example, a severe icing conditions, stall recovery etc. Power Management Rotary Selector (PWR MGT): - Take Off (TO) - Maximum Continuous Thrust (MCT) - Climb (CLB) - Cruise (CRZ) After start, for taxi, you will have CL in AUTO, PL in Ground Idle, PWR MGT rotary selector on TO. For takeoff, you advance the PL to the Notch position and leave them there. (PL Notch - CL AUTO - PWR MGT TO). After takeoff, at acceleration altitude, all you have to do is to increase the airspeed and select PWR MGT to CLB position, leaving the PL in the notch and CL on AUTO. For the ATR 42, climb speed is 160 kts, and for ATR 72 is 170 kts. At cruise, you only set the PWR MGT to CRZ and that's all. For fuel saving purposes, or if the engines are a little bit worn out, you can reduce the power levers from the notch position a little bit, either to set the fuel flow to 300 kg/engine, or to lower the ITT. Normally, the ATR burns aprox. 700 kg of fuel in total in the first hour of flight and 600 afterwards. If the engine parameters are all good, once you advance the PL to the notch at the start of takeoff roll, until top of descend, you don't have to get them out of the notch. When you start the descend, you will have to retard them to avoid overspeed scenario. Usually, in descend, if no turbulence encountered or ATC restrictions, the IAS is 230-235 kts or 10 kts below VMO/MMO limit (hatched white and red needle), if it's lower than 235 kts. The only thing you have to touch to control the engine power is the PWR MGT rotary selector, according to the flight phases.

Hi Colin, Prop brake engagement procedure is: 1. Gust lock - ON 2. Condition Lever - FUEL SO or FTR position 3. Blue Hydraulic Pressure - Available NOTE: If you don't have any engine started, you have to press the AUX HYD PUMP button, located on the pedestal, to have blue hydraulic pressure. If you have one engine running, you don't have to press it, because the aux hyd pump is already engaged in single engine ops. 4. Prop Brake Switch - Select ON. After all of this, make sure you have prop brake light on. There are two locations where you can find this information: next to the prop brake switch and on the MEMO Panel, located on the center panel, under TRIM Indicator. All the best, Alex

I have already submitted a request on Carenado Support website, I'm waiting for them to contact me. Is there any other forum for Carenado, beside of avsim?

No, you will use Condition Levers in AUTO for all phases of flight and set the engine parameters using PWR MGT rotary selector. CL will be in 100 OVRD (full forward) position only for some abnormal situations (severe icing, TCAS RA, Single Engine Operation in flight etc). Same for Power Levers, in normal situation, the most forward position is the Notch Position (small white arc ~65-68 degrees). There are two more positions, RAMP and WALL, but these are to be used only in abnormal or emergency situations.

I want to send the list with the bugs I've found to Carenado team, but I don't know how. I will look tomorrow again, to see if I find another ones. Yes, the Flight1 ATR was the best, I can't remember 5 bugs... Maybe if Carenado could buy the F1 project and remake it to today's standard.... Oh, I can't even imagine! "in the RW, you cannot even change the Course unless the EHSI is in VOR mode" - Correct, more or less. If in NAV mode you turn the CRS selector, the course will change, but it is not displayed, so you will see the change after V/L mode and page are selected.

The ATR usually climbs with 1000-1500 FPM, depending on weight or meteo conditions. Also, I recommend to use IAS mode while climbing and VS in descend.

Yeah, got the "Invalid Serial" issues too.

Hi to everyone, Being a real world pilot on the ATR 42&72 aircraft, I tried the Carenado's one, to see how it performs. Good and bad. Let's see: - Superb visual model, as always. - They've done a real good job modelling the prop brake. - External power not modelled correct, or not fully available. It appears as AVAIL both on DC and ACW a short time after switching battery on, but after a short while, DC EXT PWR goes off - it is the main EXT PWR in real life, not the AC one. When the DC EXT PWR AVAIL light goes off, the ACW remains on, but has no effect on electrical system. - ENG OIL alarm at startup, for both engine. It shouldn't come on as modelled in the sim. - "ON"/"FAULT"/"OFF" lights for the pushbuttons do not lit according to the status. They don't work at all if loading the sim with the ATR from the start, you have to load the sim with another aircraft and after that load the ATR. - Big issues with the hydraulics. With the Condition Levers on FTR position, "OVHT", "LO LVL" and "LO PR" are all lit, which is incorrect. - NP values are too high for the FTR and AUTO positions of the Condition Levers. - Electrical "OVRD" (override) and "UNDV" (undervoltage) lights are always on. - Nav waypoints are always ON on the EHSI display and all of the nav waypoints near the aircraft are displayed. This is incorrect, because in real life, only the waypoints from the GNSS flightplan are displayed and maximum 5 waypoints at a time. - ATPCS test is not modelled. - "INST" (instruments) rotary buttons controls all the lights inside the aircraft, including the cabin lightning - it should control only instruments lightning. - "LT FLOOD" is not modelled. In fact, INST button is controlling the flood light also. - Storm light is not modelled - it is a powerfull light beneath the AFCS panel. - NAV BRG selectors: on NAV 2 selector (ADF/VOR/NAV), if you click on the side of the selector, it changes NAV 2 selection. If you click on the upper side of the selector (white line), it changes NAV 1 selection. This bug is only valid for the NAV 2. NAV1 BRG selector works correct. - No RDR/TERR mode available. - RCL/CLR/TO INHI modes are not modelled, as well as GPWS test. - For taxi, you have to add too much power, comparing to real life. Sometimes, in real life, you have to apply reverse or brakes to slow down during taxi, because it accelerates even with engines at idle. Also, during single engine taxi operation, you have to add too much power to taxi and it turns too much to the left, making it difficult to maintain the center line. - Correct power ratio for the flight phases, really good modelled the engines power and PWR MGT behaviour. - If you press a button, it remains on. For example, if you press once HYD AUX PUMP button, to engage the prop brake, the READY light will be always on, until if you press again the pump button. In real life, it is on for only 30 seconds. - No ALT Alert during climb or descend, when 1000 ft apart from selected altitude. - If you press HDG bug, it syncronizes the HDG. For CRS, it shows a direct to value. This is not correct for the real aircraft. - You cannot intercept a VOR radial or the ILS if you are in the FMS mode and showing the map, you have to be in NAV mode and full rose mode or arc. In the sim, you can intercept the ILS while in FMS or FMS map displayed. - With CL in FTR, ACW GEN FAULT, BLUE and GREEN hydraulic main pumps LO PR. This is correct. AUX PUMP LO PR, OVHT, LO LVL lights should be off. - SVCE UNLK does not come on when the service door is open. - Regarding the power levers, there is a small white arc (between 65-68 d). That is the takeoff notch. With PL in that position, the torque should be 90% and normal engine parameters for takeoff. There are two more position, after TO Notch, the RAMP and WALL position (red zone). These are used only in case of abnormal or emergency situations (go around or windshear situation). - The FMS is not realistic. The real aircraft uses Honeywell HT1000 GNSS, which is completely different than the one used by Carenado. - Sounds are not realistic, nor the engine sounds or the system / cockpit sound. You don't have vocal aural alerts, as for example "Altitude Select" or "No takeoff". - The procedures provided with the installer are scans of the real FCOM manuals, but we use abbreviated checklists, not the checklist they have provided us with. What is presented in the Carenado folder is more a flow rather than a normal checklist. All in all, it's not a bad aircraft at all and it's fun to fly. There could be released a patch or a 1.1 version, including some improvements. Being a two years development and the most ambitious project of them, there are too many bugs, unfortunately.... Have a good night, Alex

Hi everyone, I bought RXP GTN 750 on 31st december and everything went well. I haven't used P3D V4.4 for a while and today, when I wanted to do a flight using GTN 750, I received this message when turned on the battery and avionics: "Invalid licence: contact vendor". I've tried to reinstall using F1 installer, once using email, everything was the same. I've requested a new licence key, received on email. When reinstalled the GTN using the new key, the F1 installer told me the activation period has been reached (or something like this). I've logged in to my account and requested to reactivate my licence. Reinstalled again the GTN, still receiving the message with invalid licence. Please, can you give me any advice? Best regards, Alex