MSFS | ATR72-600 Tutorial - Episode 3 - Descent, ILS, Landing and Shutdown! [4K]

[Music] thank you [Music] hello again everybody and a very warm welcome back to the channel today we continue our ATR tutorial series for Microsoft flight simulator with our flight to Manchester out from Belfast Aldergrove I hope you found the other videos really useful so far this one is going to focus on descent descent planning followed by an ILS approach all the way through to shutdown uh parking on stand at Manchester as always hit like And subscribe and I'd love to know your thoughts and any tips and tricks in the comments below to help everyone else out 2. checklists that I've created for the airplane I'll put a link to that in the description and it'll take you to flightsim.to where you'll be able to find my Osprey Airways ATR checklist downloadable for free taking a look at navigraft then folks we're going to be flying in via the Waypoint panel as we discussed on departure before departure we were flying the panel One mic arrival into Manchester which requires us to be at panel flight level one seven zero that shouldn't be too difficult today because our cruise is flight level 190. uh Max maccooks wouldn't necessarily be a suitable arrival for us because of the high altitudes um or that Airway so therefore we select something's a little bit different and panel is actually the more appropriate one or you could use Mallard as well joining that star from flight number one seven zero heading into the wallacy VOR we can tune that VOR if we wish there's a speed restriction of 250 knots maximum for wallacy that's not difficult to achieve in this airplane we will tend to be flying this 230 or so knots roughly uh in The Descent passing wallacy node out and then at Mercy Max 230 knots at flight level seven zero from there with Manchester you would expect vectors other airports might have a nice linked route all the way to the ILS approach but this one doesn't which is why we're using it today on the left hand side of the screen you can see the weather currently in Manchester showing Winds of variable at three knots all the nines no Cloud detected temperature is 9 degrees Celsius dew point plus three degrees Celsius and the Q H one zero one six we need to select an arrival we're expecting ILS two three right transition at final so we need to get ourselves from Mercy with vectors all the way to our Final Approach if we're flying a cat 2 or 3 ILS we will use the rad out for a decision height but if we're going to hand fly most of it or fly a cat one ILS which is what we're going to do today we're going to select MDA 449 isn't an option so we never round down we're going to round up to the nearest Value that way we don't bust the minimums within the charts we can see the ILS frequency 109 decimal 5 and the course inbound of two three two degrees so it's really important we set those we make sure they're set correctly in the aircraft and the Manchester vor11355 should we need to go around for any reason as well and there's a little bit of terrain for us to avoid up here too we're going to expect to decelerate fairly quickly as we do touch down I always look at the runway charts in addition to the approach so we can plan where we're likely to exit let's touch down in Runway two three rights we could probably use reverse props or just a little bit of braking to be fair to vacate down at Bravo Delta unless we can come off at papa papa with that in mind we are closing in on the Isle of Man quite quickly we need to make sure we've got those frequencies tuned in so we're going to go ILS one one zero nine decimal five 1095 enter 2 ils2 1095 we're going to tune in anything else that might help us as well so Manchester one one three five five [Music] one one three five five set and Wallace one one four one to have them displayed and active giving you a countdown as you can see vor2 now for wallacy is active all you need to do is look down to the pedestal and press bearing one and two to bring those two options for ILS VOR one and two up onto your nav display when we reach Mercy even though we cleared that discontinuity um you can leave that discontinuity in that we had originally because it's technically a vector's element of the flight plan the discontinuity should be there but I know a lot of you guys like to clear it and and kind of connect it up a little bit at least then it gives you a visual reference of roughly where you need to Vector one thing to bear in mind is it might end up vectoring you a little bit too tight so do use your judgment as you fly along uh because we'll be leaving Mercy in heading mode for this on that note as you're flying along like in the 737 and the crj always make sure that heading bug is aligned with your direction of travel at all times when we mentioned minimums a moment ago depending on the approach we're doing if it's Cat 1 Cat 2 ILS or an rmp approach we're going to select DH or MDA accordingly now with this airplane one thing they have modeled is this so if I set MDA you can see now as we're setting that it all begins to flash with MDA and DH what that is doing is telling us that there is a mismatch between the modes selected between the captain and the first officer because the first officer's side is still shown to DH to clear it click it and it will set both to MDA accordingly and clear that little warning that it gives you with the short routes like we're doing today a lot of the arrival preparation will happen in decline because there'll be a very short window in Cruise where we'll be able to get all of this sorted so already now we're thinking about getting that destination weather making sure we know the runway in use we've got all of our arrivals and the data for it all set and cross-checked accordingly and that we made sure that the nav data matches the star and the approach that we expected to use radios are set when we do actually start to commence The Descent if we're going through Cloud we might want to make sure that the icing systems are on as well so we're going to set the icing and the ice and anti-i systems as required and if we want to set that manual Landing elevation we can do so by selecting manual and selecting the relevant elevation of the airport we're operating to but you can leave it in automatic as well that's fine one thing to be really careful of as we begin to think about the approach are the limitation speeds for flap and gear extension so we can see here lanigue extension maximum is 185 knots and the flap extension speeds 185 knots the takeoff or approach black setting which is flat 15 and we need to then bring the speed down to a maximum of 150 knots before we select Landing flap 30. a little reminder it is a very short hop when we do reach Cruise altitude we need to make sure power management modes go to cruise being so short though we're going to be moving that power management lever back to take off very soon in Cruise you're most likely going to leave it on notch both of the engines and it'll just let the airplane basically accelerate to around 230 knots or so you will find auto speed Target goes as fast as it can at the moment um but just let the airplane stabilize with the throttles in that little white gate there the notch and you'll just see it accelerate to about 230 knots roughly and then it would just kind of stabilize there quite nicely so some little tips for Crews slight change in heading so we're going to make sure we push the sink again and don't trust the top of descent marker either we're cruising at flight level 190 for example top descent is after panel which is where we're required to be at 17 000 so this is where I say don't bother trusting the v-nav on The Descent because it ends up becoming quite messy therefore I would recommend you treat this like the crj almost in the sense that we're going to without hold mode selected select our new altitude in this case flight level 170 by panel and then about 20 miles in this case so we do a workout roughly how long um The Descent will take how many miles we need but we're again going to enter vertical speed mode instead and begin a descent to penalt flight level 170. and I'll keep using vertical speed mode all the way down to flight level 7-0 by Mercy because I find that it works a lot better so we're gonna go to 800 foot per minute thereabouts to trigger this descent as we descend we can bring the range ring in monitor the airplane I'm allowing it to still accelerate a little bit here towards 230 knots and it's worth at this stage having a little look at your performance tab of the efb and working out whether or not you're going to need reverse thrust or not having a look at your Runway conditions as well whether or not there's a form of contamination whether it be snow water or ice or if the runway is dry and you can see there that it will give you the required runway length the Rival runway length available and your approach speeds and your go-around speeds within the flight plan it's worth pointing out after the approach anything in blue tends to be a missed approach procedure you may or may not have to manually fly that or you can rely on elonav perhaps even be now for that but do be careful with the airplanes some of the bugs that it does have it might be easy to hand fly or even use heading mode or lnap paired with speed mode as opposed to v-nav so I'll select IAS perhaps even a manual speed Target instead of the airplane to hold and then navigate using elnav if we get any direct twos during the approach at the start again we can just select them as required so we if we were to get a director of Mercy now we could select that and execute it accordingly and then check to make sure they are playing tracks towards Mercy nicely if it doesn't and it bugs out revert to heading mode and if you're on the vaccine Network and it all starts to go a little bit wrong just ask for a vector it is worth remembering that the Batson controllers can't tell you how to fly an airplane they assume that you already know how to operate most of its features and functions but also know how to ADH should stuff go wrong Crossing panel at seventeen thousand or flight level one seven zero we're then going to set our new descent Target which is Mercy at seven thousand go back to vertical speed mode and try to set at a uh an appropriate vertical speed to achieve that again I try not to use v-nav for descent because it just seems incredibly messy and unreliable when we cross Mercy there are going to be some important steps that we need to follow to make sure the aircraft can fly the ILS nicely if we don't follow these steps it won't establish and it necessarily won't even fly the Glide slope nicely either so something worth keeping an eye out on we're going to bring the power management mode back to take off and remember there is no Auto throttle so we're going to try and set a speed where throttle relevant to the speed that we need to achieve in the latter part of a descent you might find that you end up almost flying in Flight idle to maintain a set speed it's one of those things that we'll just get used to naturally from flying the airplane more and more those of you who fly the crj you'll be more than familiar with throttle management anyway in that case same for the va146 pilots amongst you all tick ass for The Descent can be set to tcast below as well and if you're flying around terrain you can choose terrain mode if you wish through ten thousands lights and signs or sellers required it's worth as well pressing recall just to see if you have any massive cautions or Warnings that may have propped up you might have missed or canceled by accident and forgotten about and we're going to work to manage the speed and the energy of the airplane to achieve 7000 and speed below 230 knots by Mercy again keeping that heading bug centered on that direction of travel really important and as we get closer we'll activate both of the ILS frequencies 10 Master mercy so we're on profile quite nicely here after Mercy we're going to leave on a heading of about zero seven five degrees zero eight zero degrees actually because of the wind pushing Us North so zero eight zero degrees and then it should give us a nice little turn on to final where we want to establish around 3 500 feet roughly for the ILS approach this is where our work gets a little bit busier so just before we reach Mercy because we're going to use heading mode to Vector ourselves to final we need to make sure once more that it's pushed and synced then we're going to activate heading mode from here we can now start to think about the ILS approach as well so we're gonna have to do a little bit of multitasking and we're then going to select the ils1 or the ils2 most cases we're just going to use ILS one you can see now that 1095 is active that is the ILS frequency for Manchester's Runway two three right ILS and the course is incorrect it says 154 we actually need to set that to two three two really important two three two now we're going to flick the dial across to the ils2 and we're going to make sure that data matches 1095 of course two three two degrees really really important then we're going to reselect ILS one Crossing Mercy now we're going to leave heading zero eight zero as we discussed and planned and we're going to reselect a new altitude 3500 feet Q h1016 is we're at transition level now so vertical speed mode bring the nose down in The Descent just the throttles accordingly as well to stabilize the speeds setting the local q h to 1016 so actually ever so slightly higher than we thought if the Q H was one zero zero six and we're going from standard pressure to that new q h which is a lot lower than one zero one three high to low down you go is the rule that you want to remember so we're actually lower than we realize when we do finally go to local pressure we will lose a little bit of altitude so speed's good around 200 knots for now we'll just let it sort of sit around there as long as it doesn't exceed 230 220 knots it's fine if ATC give you a speed restriction though then of course we need to work to comply with that with the ILS active and we've got it in blue cyan we've also got the Glide slope active at the moment too currently we're above the Glide slope but that will stabilize and switch in a little while as we get nearer towards the Final Approach point we've got a 15 knot wind to the north it's kind of pushing us away from the airfields it's giving us this nice wide turn I'm not following this very sharp El nav path where we did clear that discontinuity and it connected the two because as you can see it gives us a very tight turn to final and you don't want to intercept an ILS like that you want to kind of come out and then intercept with a little bit of vectoring no more than 30 degrees onto the ILS to establish nicely let that Speed come off a little bit more down towards 180 power Management's set to take off pressure set frequencies are all set and checked overhead panel lights and signs or Setters required condition levers both set to automatic parking brake is off and we're going to do a recall to check for any warnings now as we've got closer to the airport the mcdu and the FMS have automatically reverted our Auto speed Target to approach it now knows that we are in the approach page or the phase of flight so by clicking Perth it will bring up the approach page we can see the Q H the transition altitude our speeds and the approach speed is shown active in green with an option to deselect it if we wish because of that when we go and add Flaps in a moment around 180 knots the speed Target will then move back down to about 140 or so knots do bear in mind as well if you are flying on that Sim you've got to try and keep that speed up if you can as long as you can because you're going to have all of the airliners around you so the a320s the 737s and the bigger Jets um all descending on new who are unable to fly at the slow speeds that this aircraft being the category B airplane can fly you can write 100 degrees wins increased 20 degrees to the north 20 knots now to the north but we're holding 200 knots quite nicely barely turbulent and you can actually see we're traveling in that direction but the nose is pointing over there because of the Winds bring that Ranger in one more final time eyelashes are both active courses cross-checked and set coming around 140 degrees to head back towards the airport making sure the ils1 is active keep mentioning it because if we don't we accidentally move it away from a different mode it might not establish and we can actually then get the correct display shown underneath the Artificial Horizon as well on that display unit one by the way the little B and the C they increase the brightness and the contrasts of the displays 200 degrees I'm actually going to increase that to 210 that's going to give us our 30 degrees approach mode active because we can see the cyan needle moving so that means the localizer is now active on our displays with about to cross through it so it'd be proactive in getting the airplane set up now 180-ish knots if we can hold that that'll be ideal lock has gone active in green light slopes cyan and armed ready long at the slower speed gives us a little bit more time to make decisions Glide slopes now gone green and active as we cross the Glide slope and we're managing the throttle all the way so both the localizer and the Glide slope are now active we need to make sure the heading mode is pushed and synced and we're now going to try and Achieve 180 170 knots on The Descent to allow us to add in flapsing gear so hot through 185 lap 15. no more than that otherwise we over stress the aircraft we're now at seven miles so we'll go gear down as well looking for gear down three green again that's going to add drag to the aircraft help decelerate down towards our Final Approach speeds and we're looking at about 112 or so knots for this today letting the speed trickle down still through 160. and with this airplane we need to make sure that the your damper and the autopilot both come off by minimums to 150 at four miles now below 150 knots we can then extend flaps to full lap 30. gear down three green and flaps 30 set part break is definitely off Happy Days and we're going to monitor all of the systems until we're happy to take over and hand flight ourselves as you can see at the minute we've got winds 152 degrees at 13 knots so we've got a bit of a crosswind actually to contend with here even though the meta said Win calm so I'm actually keeping the speed up a little bit higher than where we want in case it does Veer around so we're going for a little bit above just above that speed bug there that's where I'm holding it and at this stage of flight autopilot off your damper disengaged my controls my throttles the whole way through anyway and by using parallel 4 2 down the bottom left you can see the control visualizer to see what control inputs I'm making on the airplane as well as we fly the ils23 right into Manchester oh 500. we've swept around now to a slight Tailwind so that's why I'm quite happy I've got the extra bit of AirSpeed for the approach otherwise we can end up too slow and it's trimmed quite nicely at the moment so as we cross the thresholds 100 should be around 50 feet roughly idle the throttle I let the airplane blur hold the flare down reverse let the nose wheel come down slowly and if you want to use brakes as well you can do so speeds at 40 so we'll get rid of reverse pitch and 202 see on the right hand side there our Landing touchdown quite nice actually just after the touchdown Zone on the center line there nice landing rate widget parallel 4-2 Low Pro vacating at the high speed exit making sure the speed isn't above 50 knots we can bring the flaps up pop the selector mode back to fms1 for the next pilot bring the speed back as we cross the whole point on the exit Landing lights off taxi lights on strobe lights off vacating Idle Gate has been pulled already laps up transponder can go off onto standby or on is automatically reverted to on that's fine Peter Heats could go off and after around one minute we're going to move the engine one condition lever down to feather with that as well we may as well pop the gust lock in place that's going to stop the throttles being Advanced too far above that point there and then we can press the system page to look at the display unit two cycle it rounds through to the engine secondary instrument page and engine one after about 30 more seconds onto this shutoff position you might need to taxi with a little bit of right Rudder in this instance just to maintain that Center Line and we're going to get a few Master cautions as the engine one bleeds and things start to fault out as you reach the gate that you're going to be parking at pop the taxi lights off and follow whatever guidance whether it be martial or vdgs or whatever else you're using to park with stop in place we can then look at shutdown checks so we need to decide whether or not we want to use Hotel mode because we've got Engine 2 still running at the moment what we can do is bring it down to feather prop breaks shown ready we can open the guards turn it on prop breaks now blue and the prop has been stopped from spinning with the prop brake engaged but the engine 2 is still technically running giving us power to the electrics and everything else from here aircraft chocks tail prop ER door main door we can add ground power if we wish to completely isolate the airplane and we can then disengage Hotel mode and turn the engines off completely if we wish pump one can go off and then fuel control shut off engine two we go off as well pump two off and there we have it descent true to the eyeless approach after landing checks and shut down in the Microsoft ATR hope you guys have enjoyed these basic tutorial videos to help you get a to B with a little bit of confidence as you learn the aircraft do check out my checklists and all of my other tutorials for various aircraft like the pmdg 737 and the Aerosoft crj hit like And subscribe and come and say hello in any future live streams that we may have as always thank you very much for watching and I'll see you soon take care [Music]

Channel: British Avgeek

Views: 25,645

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Id: 7IFrWMA62O8

Length: 33min 30sec (2010 seconds)

Published: Fri Apr 28 2023