fs2crew atr main ops

FS2Crew: FSX Flight 1 ATR Edition

Main Ops Manual Version 1.0

TABLE OF CONTENTS FSX Upgrade/Differences Notes …………… 3

Quick Start Quick Troubleshooting Introduction Requirements

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3

4

7

7 FSX Gauge Security End-user Support

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7

8

FSX Start Center Main & Secondary Buttons Tutorial Icing & Assisted TO Procedures Non Precision Approach Visual Approaches Go Around Procedures

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9

10

11

65

67

69

70

Checklist …………… 71

IMPORTANT! PLEASE READ!

1. You must have SP1 or later for the FSX Flight1 ATR installed prior to

installing FS2Crew or FS2Crew will not function correctly. SP1 is

available via:

http://atr.flight1.net/atr_downloads.asp

2. Only load the ATR from the FS Main Menu. Never load the ATR

from a default aircraft or the Master Panel won’t work!

3. If you need help, please post a question in the FS2Crew Support

Forum at Avsim.com! We’re here to help!

http://atr.flight1.net/atr_downloads.asp

NOTES FOR PREVIOUS FS9 ATR EDTION OWNERS (FSX UPGRADE DIFFERENCES)

1. You will need to re-read the manual! There are many important changes from the FS9 version! 2. Contrary to the FS9 version, never load the ATR from the default 172 or any default aircraft. Only

load the ATR directly from the FSX Main Menu (FSX must be set to load the 2D cockpit by default). 3. FS2Crew is now ‘activated’ via the new Master Panel. 4. Some functionality could not be carried over to the FSX version from the FS9 version. Features

that could not be carried over include the FO’s ability to include detailed weather in the Takeoff and Landing Data Cards. Moreover, the FO can no longer automatically configure the aircraft for Level II icing during his after engine start flows.

5. The upgrade and associated enhancements work in the FSX version of the Flight1 ATR only. 6. Keyboard/joystick assignments for the Main and Secondary Buttons are now controlled via the

FS2Crew Start Center and use DirectX (Direct Input) rather than stock FS commands. 7. New FSX functionality: Automatic jetway connection/disconnection. There is also a new button

to call for the fuel truck. 8. An option to skip the pre-flight events is now available. 9. For simplicity, many FS2Crew click spot locations were re-located and moved to the Master Panel. 10. The FS2Crew panels have been re-worked and now feature night lighting. The night lighting is

tied to the ATR’s instrument panel light knob. 11. As a backup, an option to manually force FS2Crew into ‘Descent Mode’ has been added to the

Approach Brief page should no TOD point be displayed in the FMC. 12. You can now run Takeoff checklist prior to the FA telling you that the cabin is ready for takeoff. 13. Numerous other tweaks and fixes.

QUICK START:

1. Run the FS2Crew Start Center (via the Start Menu or the icon on your desktop). 2. There is an FSX option that allows you to load the Virtual Cockpit (VC) by default. UNCHECK this

option. You must start using the 2D cockpit!

3. Create a flight that puts you at a gate or ramp position at your desired airport. 4. When the aircraft is loading, you will be asked to trust each individual FS2Crew gauge. The

easiest option is to select ‘Always Trust’ in the More Options tab. The publisher of FS2Crew is the developer: “Bryan York”.

5. Follow the FS2Crew tutorial in this manual line-by-line slowly and carefully. The ATR is a very complex simulation, and the SOPs FS2Crew modeled are complex and intricate. It will take the average user five attempts or more to get comfortable with the software. Please be patient. Printing out the manual is highly recommended.

6. Unless you change the keyboard and joystick assignments in the FS2Crew Start Center, the Main button is set to: Numeric Keypad Minus and Joystick Button 3. The Secondary button by default is set to: Numeric Keypad Plus and Joystick Button 4. Important: Ensure your desired joystick button or keypress is not also tied to an FS Event (like flaps down, gear up, etc). You may need to delete pre-existing FSX joystick/key assignments.

QUICK TROUBLESHOOTING: Situation: When I press “Activate” on the FS2Crew Master Panel, I do not hear a voice that says FS2Crew activated, and FS2Crew starts acting strangely.

Solution:

Never load the ATR from a default aircraft (i.e., the Cessna). Only load the ATR directly from the main FSX menu. Situation: The ATR sub-section disappeared from my FS2Crew Start Center.

Solution:

You probably installed an older version of FS2Crew after installing the ATR. This resulted in your Start Center being replaced by an older version. You can either re-install FS2Crew FSX ATR or manually install the most current version of the FS2Crew Start Center via: http://www.fs2crew.com/shop/download_files.php Situation: I get an error message stating the panel.cfg file cannot be found.

Solution:

Ensure the Flight1 ATR aircraft is installed (it is a pre-requisite). Also run the FSX Registry Repair Tool; a link is available via the Start Center. If FS2Crew cannot find FSX via your registry, the FS2Crew installer will be unable to locate your Flight1 ATR. A link to a good Registry Repair tool is available via: http://www.fs2crew.com/shop/download_files.php

http://www.fs2crew.com/shop/download_files.php

http://www.fs2crew.com/shop/download_files.php

Situation: I cannot open the FS2Crew Start Center.

Solution:

If using Vista, right click the Start Center and try running it in XP compatibility mode. Also try running the Start Center as an Admin.

Situation: My Main and Secondary buttons selections are not being saved. I use Vista.

Solution:

Login as an Admin, otherwise the FS2Crew Start Center won’t be able to write to the Program Files folder in Vista. Situation: FSX crashes when I try to load FS2Crew.

Solution:

Via the FS2Crew Start Center, restore the Gaugesound.dll. Sometimes other add-ons will overwrite the updated version of the Gaugesound.dll that FS2Crew requires when you install them.

Also, deleting your FSX.CFG file and doing a clean re-install of the Flight1 ATR and FS2Crew can fix problem should a file become corrupt.

Also, please ensure that the ATR loads in the 2D cockpit by default:

Situation: I’m running Vista and I get a CTD when I load FS2Crew.

Solution: You shouldn’t have to, but try disabling DEP (Data Execute Protection) globally. Please see this thread to disable it via the Command Prompt:

http://vista.beyondthemanual.com/2006/11/vista_tip_turn_off_data_execut.html

http://vista.beyondthemanual.com/2006/11/vista_tip_turn_off_data_execut.html

Situation: I get an error with ‘DCrew0.gau’ or the Main and Secondary buttons are not working. Solution: Install the latest version of Direct X from Microsoft. Situation: I’m getting stuttering. Solution: Running memory managers in the background can cause stuttering with FS2Crew and other FS add-ons. Disable your memory managers before running FS2Crew. Situation: FS2Crew overwrote my custom edited panel config file. Where is my original? Solution: FS2Crew creates a backup of the pre-existing panel config file located in the ATR’s panel folder. Situation: How do I uninstall FS2Crew? Solution: You can uninstall FS2Crew by selecting ‘uninstall’ in Start -> All Programs -> FS2Crew -> Flight1 ATR FSX Edition. If you uninstall FS2Crew, the FS2Crew uninstaller will automatically restore your original panel config file. Note that the Start Center will not get uninstalled as other FS2Crew products on your computer may still require the Start Center. You will need to uninstall the Start Center manually. Situation: I cannot change the Main and Secondary button assignments via the Start Center. Solution: The ATR cannot be loaded while changing the Main and Secondary button assignments. Exit FSX before changing the assignments. Do not forget to click ‘save’ when done. Also ensure you are logged in as an Administrator if using Vista. Situation: I’m using a CH yoke and my FS2Crew joystick buttons do not work. Solution: Download the latest version of the CH Manager from: http://www.ch-hangar.com/. Remove any assignments that will be used for the Main and Secondary buttons. Re-calibrate the joystick in the CH manager program, not FSX.

http://www.ch-hangar.com/

INTRODUCTION: The FSX version of FS2Crew for the Flight1 ATR features many improvements over the FS9 version. As with every version of FS2Crew, the goal is to model a realistic flight, cabin and ground crew who perform the same way they would in the real-world (within the limitations of what can reasonably be accomplished on a computer). The ATR Edition of FS2Crew is a complex product (it’s probably the most complex version of FS2Crew on the market) and this is a reflection of the fact that:

1. The ATR itself is a very sophisticated aircraft; 2. The ATR is a turboprop, and turboprops generally involve a higher workload than jets; and, 3. The company SOPs FS2Crew modeled originate from an eastern European ATR operator; they are very involved and intricate.

Please be sure to print out the manual and follow the tutorial flight several times in order to get the hang of the software. If you require assistance, please post your question on the FS2Crew support forum at Avsim. The learning curve is high at first, but once you master the software your ATR experience will be all the more realistic for it.

REQUIREMENTS:

FSX version of the Flight1 ATR with SP1 or later installed. (http://www.atr.flight1.net/) An original copy of FSX with no cracks. An authentic copy of Windows XP or Vista.

IMPORTANT MESSAGE ABOUT FSX GAUGE SECURITY WARNINGS With FSX, add-on programs should ideally be code signed. This is to help prevent users from running malicious code from unverified sources and publishers. Previous versions of MSFS did not have this requirement. FS2Crew’s gauge files are code signed. When you load the FSX ATR for the first time with FS2Crew installed, you will be asked if you want to trust the publisher of FS2Crew.

http://www.atr.flight1.net/

Please see the two examples below from the FSX 747 Edition of FS2Crew:

The publisher of FS2Crew is the developer, “Bryan York”. It is suggested that you open the “More options” menu and select “Always run software from Bryan York”. That’s your choice though. If you don’t do this, you will need to consent to each file that FS2Crew loads one at a time.

END-USER SUPPORT: Support may be obtained via the FS2Crew Customer Support Forum, which is accessible via the FS2Crew website at: www.fs2crew.com. Please allow up to 24 hours for a response owing to time zone differences. FS2Crew is based in Asia.

http://www.fs2crew.com/

THE FS2CREW FSX START CENTER:

The FS2Crew Start Center is a utility that allows you to easily obtain the latest FS2Crew news, launch FSX, read the manual and manage the Flight1 ATR’s panel.cfg file. The Start Center can be accessed via the new FS2Crew shortcut icon that is placed on your desktop during the installation. The default weather link is for the Weather Channel showing the U.S. Note: You may change the link to a different site by editing the FS2Crew Configuration file located in: Microsoft Flight Simulator X\FS2Crew\FSX Start Center. Note: The “Panel.cfg” button allows you to switch back and forth between the FS2Crew modified ATR panel.cfg files and the original ATR panel.cfg files.

Note: Reg Check: This button is used to confirm that the FSX Registry Entry is functional. If the Registry entry is not functional, the FS2Crew installer will have difficulty locating FSX on your system.

CONFIGURING THE MAIN & SECONDARY BUTTONS: Important: FSX must not be running when you save the assignments for the Main and Secondary button! If running Vista, please run as an Administrator.

In the simulation, you will use the Main Button the majority of the time to interface with the simulation.

You will use the Secondary Button on fewer occasions. By default, FS2Crew uses the following

assignments for the Main and Secondary Button:

Main Button: Joystick Button 3 Keyboard Minus Key (Numeric Keyboard)

Secondary Button: Joystick Button 4

Keyboard Plus Key (Numeric Keyboard)

The joystick buttons use DirectX. All joysticks should work except XBox controllers. When you select and save your joystick and keyboard assignments via the FSX FS2Crew Start Center, the “fifth parameter” associated with the FS2Crew gauge that controls Joystick and Keyboard functions in panel.cfg will be automatically updated. If desired, you can manually edit the panel.cfg by hand to update the Green and Red button assignments.

Important: Ensure your desired joystick button or keypress is not also tied to an FS Event (like flaps down, gear up, etc). You may need to delete pre-existing FSX joystick/key assignments to avoid unintended FS events from triggering when you press the Main or Secondary Button!

TUTORIAL STARTS HERE 1-2 Hidden Click Spots The ATR version makes use of hidden click spots to open various sub-panels and make commands. The location of the click spots are the same in the 2D cockpit as they are in the VC.

Click Spot Summary (Main Panel) #1. Airspeed Indicator. Opens the FS2Crew Main Panel. #2.RMI. On the ground, open the Departure Brief Page. In the Air open the Approach Brief Page. #3. Main Altimeter. Left clicking this area will produce two different events depending on whether you are airborne or still on the ground:

While on the ground: 1

st click: Simulates cycling the No Smoking Light to inform the FAs that

takeoff is imminent. 2

nd click: Turns on the strobes.

3

rd click: Turns on the landing and wing lights.

Note: The purpose of this click spot area is to save you the hassle of opening the overhead panel while you are trying to maneuver the aircraft onto the runway.

While in the air:

Left clicking this area will produce the following calls: “10,000 (or FL100), Landing Lights Off, Pressurization

checked.”

During the descent, clicking the area a second time will produce the following call: “10,000 (or FL100), Landing Lights On, Pressurization checked.” Note: If transition altitude in your FMC is set to an altitude greater than 10,000 feet, you will say “10,000 feet.” If the transition altitude is set to an altitude below 10,000 feet, you will say “Flight Level 100.” #4. AIRCRAFT REGISTATION PLACARD. Left clicking this area will produce three different events depending on your situation (See Page 68 for more information):

While in the Air: Produces the Captain’s “LNAV” call. The FO will set LNAV on the autopilot. This function only works when the Approach or Landing modes are not active.

While in the Air with the Approach Mode set to Non-Precision (LOC/NDB/VOR) with the gear up:

Produces the Captain’s “Course Alive,” “Localizer Alive,” or “5 Degrees” call.

While in the Air with the Approach Mode set to Non-Precision (LOC/NDB/VOR) with the gear down: Produces the Captain’s “Contact, Landing” call.

#5. Middle section of the Standby Attitude Indicator. Left clicking this area will result in the following call:

PF: “Transition” PNF: “Altimeters”

Note that the FO will not set your altimeters for you. You must manually set your own altimeters. If you forgot to make this call during the climb the FO will remind you about it; however, if you miss this call during the descent the FO will not remind you as Transition Levels are not fixed in many parts of the world, and FS2Crew is unable to determine a value for the TL as there is no input field in the FMC for a TL, only a TA. #6. Middle section of the Standby Altimeter. Left clicking on this area plays miscellaneous dialogues between the Captain and FO. Note: The dialogues play in sequential order and are not random. #7. ADC-SW Light. Left click this area when you want to initiate a go-around. This click spot area is only active during Landing Mode. Note that when you press this button, you do not need to press GA on the Throttle Panel. This saves you the hassle of trying to open the Throttle Panel to initiate a go-around, which can be awkward.

2-1 Introduction The following tutorial flight describes in detail a typical flight with the ATR Edition of FS2Crew. Given that most simmers only shoot ILS approaches, an ILS approach will be described in this tutorial. Please read the tutorial at least twice before attempting your own flight with FS2Crew. Most of the information needed to successfully operate FS2Crew is contained within this tutorial. Remember, in FS2Crew you are the Captain and you are always the Pilot Flying (PF) unless otherwise noted. For this tutorial, you can choose any departure or arrival airport you like. In the tutorial flight, only the 2D cockpit is used. You can use FS2Crew in the ATR’s VC cockpit if you like, but I personally find flying from any VC rather awkward so I decided to stick to the 2D cockpit. I recommend you do the same. Important: Do not use the FSX built-in ATC or any on-line ATC such as VATSIM or IVAO for this tutorial. You do not want any added distractions that will impede your learning. For this tutorial flight, we’re trying to keep things as simple as possible! If you require general or detailed explanations on the ATR’s operating systems (i.e., the nuances of Hotel Mode), please consult the Flight1 ATR aircraft manuals and ATR support forum. Part 1: From Setup to Taxi 1. Using the FSX ATR Flight1 Configuration Manager (this is not the FS2Crew Start Center) ensure that

the Flight1 ATR is configured to start-up in a “Cold and Dark” cockpit. In the FSX version of FS2Crew you have the option to skip the pre-flight events and start in the taxi phase, but for the purposes of this tutorial we will start from a cold and dark cockpit.

2. From the Main Menu in FSX select your departure airport. In this tutorial, I’m going to use Jeju

Airport, but you can pick your own. Also be sure to select a Gate position. It doesn’t matter which Gate you select.

3. While in the FSX aircraft menu, I suggest changing the ATR’s registration so it ends with the letters FH (more on that later). Note that unlike the PMDG 737 version of FS2Crew, you do not need to shut the Cessna down prior to loading the ATR.

Important: Do not use saved start up files. They can cause havoc with complex 3

rd party addons.

Also, never load the ATR from a default aircraft. Only load the ATR directly from the main FSX menu.

4. Okay, the ATR has finished loading, and you are now hopefully staring at a cold and dark cockpit.

All the power is off. If the power is still on, then you need to go back to the ATR Configuration Manager and select cold and dark for your start up situation. Then reload the simulation.

5. If you’re transitioning from the PMDG or Default 737 versions of FS2Crew, please note the absence of the CPAL icon. In the ATR version of FS2Crew, everything is built directly into the plane so the CPAL icon is no longer needed.

6. Before we get going, we should select our fuel. Let’s keep things simple and just reduce our fuel load to 50 percent in each tank.

7. Now it’s time to turn the power-on. So open the Main Overhead panel and turn on the Battery.

Next, we want to connect Ground Power to the aircraft, so select External Power DC and AC Wild to the on position. Remember to select both of them! FS2Crew assumes that you are using both of them.

8. Since the plane is now powered, we need to turn on the Nav lights. If it was dark, you would also turn on the Logo lights, as well as turn on the Dome and Storm Light on the Overhead Panel. Don’t worry about the other instrument panel lights, the FO will take care of them during his Cockpit Preparation flow.

9. At this point, touch nothing else on the plane!

10. Very Important: Leave the parking brake on. Do not release the parking brake until you are

ready to start the taxi! The parking brake must be on for FS2Crew to be activated.

11. Let’s activate FS2Crew. To do that, left click the Captain’s Airspeed Indicator. The FS2Crew Master Panel will then pop-up.

12. Now press the green Activate FS2Crew Button. You should hear a voice that says “FS2Crew

activated”. If not, make sure your parking brake is set before trying to activate FS2Crew. After you press activate, the remaining FS2Crew panels will pop up for a second and then automatically close. This is done to initialize the other FS2Crew panels.

13. To close the Master panel, left click on the “FS2Crew Master” text.

14. The Master panel can perform numerous functions:

SET START UP STATE: Prior to activating FS2Crew, you can select between two different start-up

states: Cold and Dark and Ready for Taxi. If you select Ready for Taxi, the FS2Crew pre-flight

events will be skipped.

FAST FWD: Used to fast forward the pre-flight time remaining down in increments of 1 minute.

It is recommended that you pause a few seconds between each click to avoid multiple events

from being triggered at the exact same time.

Important: The FO must be allowed to complete his pre-flight flow. As indicated on the Master Panel, he will start his flow at 22 minutes and finish his flow at 18 minutes. Between that time

you will not be able to cycle the time down. Also, you will not be able to cycle the time down between 7 and 5 minutes as you must use that time to perform your Final Cockpit Preparation checklist and start Hotel Mode.

PAUSE: Pauses the simulation during the Pre-Flight phase only.

DOORS: FS2Crew will attempt to control the ATR’s doors automatically. However, if you require

to manually control the doors (because they were somehow thrown out of sequence), you may

use these two buttons.

CALL FUEL: Click to request the fuel truck. There is no associated audio with this button.

Depending on your airport and position, the FSX fuel truck may or may not be available.

MISC BUTTONS: These buttons are self-explanatory.

FO COMMANDS (ENTERING ICE): If entering icing conditions, this command can be used to

instruct the FO to configure the aircraft for icing conditions.

FO COMMANDS (TERMINATION FLOW): This command is used to instruct the FO to perform his

termination flow. This would be done at the end of the flight if you’ll be leaving the aircraft

unattended for a long period of time (such as overnight).

15. At this point, do not fast forward the time down. We have some other chores we need to

perform first, so please close the Master Panel now.

16. The other panel I would like you to open right now is the Departure Briefing Page. You can open the Departure Briefing Page by left clicking on the RMI. The RMI is the gauge located beneath the airspeed indicator. (Note that when you’re in the air, the same click spot area will open the Approach Page.)

RWY COND: Runway Condition. Will be played back during Takeoff Briefing. Left click in the box

area to cycle through available runway states (wet, contaminated, etc). During the taxi, you will

left click on the RWY COND “text” to initiate the playback. There is a hidden click spot there.

Hidden click spots are also located on BLEEDS, DP and PA text. They are used to actually play the

recording.

Reminder: To change the selection, click the rectangle. To play the selection, click on the text to the left of the rectangle.

BLEEDS: Bleeds On/Off for takeoff. In most cases leave the Bleeds On. Will be played back

during Takeoff Briefing, in the same manner as RWY COND.

DP: Departure Procedure. Select the SID for your departure. VEC/ALTS stands for Vectors and

Altitudes. It is a generic brief that is used when there is no pre-recorded full brief for your

departure, or if you’re using Microsoft’s built-in ATC which always assigns heading and altitudes

for the departure.

If your specific departure airport is not on the list, just select VEC/ALTS in the list.

Remember, don’t play the SID back until the taxi. If you play these recordings back now they will sound very loud owning to the lack of engine background noise.

ICE FLUID: Press the button to inform the FO that you may require assistance during rotations

due to increased stick forces associated with the TYPE II/IV de-icing fluid that was applied. (Note:

Prop 1 anti-ice must be selected on for the assisted takeoff calls to be triggered).

ICE-STAND: YES/NO. If ‘YES’, De-Icing truck will come to the aircraft’s stand after the FA informs

you that the cabin is ready for departure.

ACC ALT: Acceleration Altitude. Default is 1000 feet AFE (Above Field Elevation). Click this area

to change the ACC. Available ACCs are: 400, 800, 1000 and 1500 AFE.

PA: Takeoff sequence PA (Optional). During taxi, select your takeoff sequence. Left click on the

PA text to make the PA.

AUTO TAKEOFF (TO) CALLS: . When automated takeoff calls are active, you will see the text

“Auto T/O Calls” appear beneath the Mode Box. When automated takeoff calls are active, you

do not need to press the Main Button to call “70 knots, my controls,” “Rotate,” “Gear Up” or

“Climb Sequence” as they will play automatically at the appropriate time. Those are the only

takeoff calls that are automated; you still need to press the Main Button to call “Inner 170” after

the FO announces that the Climb Sequence is complete.

MODE: Displays the current active fs2Crew Mode so you know where you are in the simulation.

17. Here are some additional points about the Departure Brief Page. First, among other things, this page is used to configure your takeoff briefing. In the ATR version you will perform your takeoff brief during the taxi, but I recommend setting up for the brief now as it can be awkward to do while the plane is in motion. You can cycle the available entries by left-clicking on the display boxes themselves. The only one that you cannot change is the Mode Box. Right now we are in Pre-Flight mode. The * symbol beside the Mode indicates that there is no associated checklist with this Mode.

18. Okay, it’s time to radio Operations and let them know that the crew is at the plane. How do we

do that? Simple. First, turn on NAV 2 (no, that is not a typo) and then turn on COMM Radio 2. Next, change the COMM 2 frequency to 131.95, and make sure that frequency is active (in other words, not in standby).

19. Next, click the Secondary button, which will either be one of your joystick buttons or a keyboard

button depending on how it was configured.

20. You’re probably wondering why you need to turn on NAV 2 before you can swap COMM 2 frequencies. It’s a known Microsoft limitation. Just accept it.

21. Assuming 131.95 is set in COMM 2 and you’ve hit the Secondary button, you will hear the Captain (which is you) say the following: “Vera, it’s Fox Hotel, the crew is aboard.”

22. You probably have several questions now, like who is Vera, and why am I called Fox Hotel. Vera

is the name FS2Crew uses for your company Operation Centre. Vera was chosen because Vera is the radio call sign for the Operations Centre in the company where my consultant ATR pilot works.

23. Regarding Fox-Hotel, at my consultant pilot’s company, when communicating with the company

on the radio, they identify themselves using the last two digits of the Aircraft Registration. It is accordingly suggested that you change your registration on the ATR so the last two letters are FH. You can do this when you’re selecting the ATR from the FSX Aircraft Menu. Now, you don’t need to do this, but it will look better, especially when looking at the registration placard on the main panel.

24. If you’re coming over from the PMDG 737 version of FS2Crew, you’re probably wondering as to

the whereabouts of your loyal FA, Jane. Well, she’s in the cabin getting everything set up. You’re probably also wondering why she didn’t come up to the cockpit to get her briefing. That’s because you already briefed her at the gate or in the crew bus. The ATR version of FS2Crew does not include FA briefs for that very reason; at least at the company whose procedures I am modeling, the FA does not get briefed in the cockpit.

25. Where is the FO? He’s out doing his walk-around. 26. All right, now let’s get back to work. Let’s setup the FMC for Departure. If you don’t know how

to set up the FMC, please consult the ATR manual. It’s a pretty simple FMC, so there’s not much to it. The important thing is that you clear all route discontinuities and that VNAV is computing a Top of Descent (TOD) point.

27. Here’s a sample of how an FMC can be setup. Again, you can use your own route. Do not feel

obligated to use mine.

Note: The Gross Weight and ZFW values as illustrated above may differ from your values depending on how you set up the ATR in the ATR Configuration Manager with respect to passenger loads, etc.

Note: Make sure you clear any Route Discontinuities or a distance to the TOD point will not be generated. A valid distance to the TOD point must be computed for certain FS2Crew functions to work automatically! 28. If the FMC is not showing a computed TOD point, then you should fix the situation. Make sure

you’ve cleared all route discontinuities. I’ve found that sometimes it’s easy to mess-up the FMC if you try changing routes, or if you do not enter a waypoint between your SID and STAR, etc., and as a result the TOD point does not get computed properly. That is bad. For FS2Crew to function properly, a TOD point must be displayed on the FMC, because FS2Crew uses that information to properly trigger certain events that occur during the cruise portion of the flight (i.e. the point at which the FO hands you the Landing Data card).

29. Let’s open the Master Panel again and see how much time we have left. It shouldn’t have taken too long to setup the FMC, so as a rough estimate your time remaining should be in the neighborhood of 26 to 27 minutes.

30. It is important that you set up the FMC right away because when the FO performs his pre-flight

flow, he will use the information entered in the FMC to set the Landing Elevation in the Pressurization Controller.

31. When you’re finished setting up the FMC, you should perform your oxygen test. The oxygen test

only needs to be performed on the first flight of the day. To perform your oxygen test, open the Master Panel and press the Oxygen button. The oxygen test panel looks like this:

To perform your oxygen test, click on the Press to Test button located on the left side (hold down your left mouse button). Then press the Press to Test button located in the middle of the panel beneath the hose.

32. With 25 minutes remaining, the FO will enter the flight deck and tell you if he spotted any snags

that require attention. In most instances the FO will report that there are no snags, however, there is a chance that something may be wrong with the plane.

33. If the FO reports a snag with the aircraft, you’ll need to call Maintenance and have them take a

look at the problem. To call Maintenance, change COMM 2 to 129.50 and press the Secondary Button. That will initiate a conversation with Maintenance. Maintenance will come over and inspect the problem, and then enter the cockpit to report their findings. The conversation between yourself and Maintenance is pretty cavalier in many ways, but it’s just not practical to program a complex conversation with Maintenance and every possible thing you could say.

34. When time remaining reaches 22 minutes, the FO will start his cockpit setup flow. Basically what

you’ll notice is that the FO does pretty much all the work. There isn’t much for you to do! So while the FO is working away, go grab a coffee or grab your newspaper or study your charts. You can also watch him perform his flow by opening the various panels or using the VC. Now however is a good time to turn on the Prop Brake (the FO will not do this), so click the HYD AUX button then move the Prop Brake to the on position.

FO’S FLIGHT DECK PREPARATION FLOW

Overhead Panel Electrical fuel pumps – On Door switch test – Press Engine #1 fire test (Squib, Loop and Fire test) Nav and logo lights – Check on Prop brake – Check on (You as Captain must manually turn the P. Brake On) Electrical system – Check all buttons in CVR – Test (CVR will be set ‘on’ on the pedestal and ‘off’ after the test). No Smoking and Seatbelt signs – on Probe heating – Capt and FO on, STBY off Windshield Heating – On ACW system – Check all buttons in HYD system – Check all buttons in Annunciator lights – Test Bleeds – Off Packs – On Oxygen main supply – On Oxygen pressure – Check Compartment smoke – Test Exhaust mode – Rest Engine #2 fire test (Squib, Loop and Fire Test) Pedestal Instrument/panel/flood lights – As required (will turn on if dusk/dawn or night) ATPCS – Test FDEP – Check time and Date/ Enter flight number Trims – Check ADF/COM/XPDR – On (Xpdr to Standby) TCAS – Test TO/GA button – Press Flaps/PLs/CLs – Check Radar – Standby EFIS – All CRTs on, check composite mode Set RA DH > 100, press to test and reset DH to 0 Center Panel Fuel Quantity Indicator – Test ADC Switch – 1 on even days, 2 on odd days Stby ADI – Pull to erect Fuel Used – Reset Auto Press Panel – Test Landing Elevation – Set Antiskid – Test

FO Panel Check all instruments TCAS – RNG 12 NM, ABV GPWS – Test Oxygen Mask – Test (First flight of day only) Glareshield NAV 1 – On and test ADU – set HDG LO IAS (FO will set Alt to 5000 and IAS to V2 + 10)* NAV 2 – On and test Pedestal (Again) Radar Test then Off *Note: The default altitude the FO will set in the AFCS is 5000 feet, assuming your cruise altitude is 5000 feet or greater. However, if your cruise altitude (as entered on the FMC) is lower than 5000 feet, the FO will set that altitude. Furthermore, please note that FS2Crew comes with an airport database that includes airports whose initial altitude as defined off the SID is other than 5000 feet. Vancouver, Canada, for example is in the existing database, and at Vancouver the initial climb altitude as defined off the SID is 7000 feet. If you enter Vancouver (CYVR) in the FMC, the FO will set the AFCS to 7000 feet assuming your cruise altitude is 7000 feet or greater. Note that the database is limited and not all airports are included. If you want your airport’s information added, please post the information on the FS2Crew Support forum.

Important Note: The FO cannot set up the NAV Radios for Departure, or set the Squawk Code. He will turn the NAV Radios on, but he will not tune and set them to the appropriate navaids. That you will have to do. Please set up the NAV radios as described below. This is how I have mine setup, you your frequencies will probably be different because you’re at a different airport.

Capt’s Side FO’s Side

NAV 1: YDM VOR: 109.0 Standby : ILS RKPC 06: 109.9 Set Course to: 065 Set the Heading Bug to: 065

NAV 1: YDM VOR: 109.0 Standby: ILS RKPC 06: 109.9 Set Course to: 065

35. Okay, we’re going to assume now that the FO has completed his cockpit setup duties. The FO will let you know when he’s done. In the ATR version of FS2Crew, the FO can flip every switch on the plane. If you own the PMDG 737 version of FS2Crew, you’re also going to notice something different. There are no mini-panels that pop-up when the FO is interacting with the plane. There are no mini-panels in the ATR version of FS2Crew because they’re not needed. Flight1 provided me with all the information needed to seamlessly integrate FS2Crew with the ATR without having to use simulated mouse clicks. That really makes a world of difference.

36. All right, when the time remaining timer reaches 15 minutes, the FA is going to make her first

real appearance in FS2Crew. She’s going to enter the cockpit and tell you that the cabin is ready for boarding, and that she’s ready for her intercom test. Naturally you can’t physically see the FA in flight simulator, but you will be able to see the FA dialogue panel, which automatically pops up on your screen. It looks like this:

Note: If you’re not sure which button to press, click the Green Button. When in doubt click Green.

37. Okay, so let’s perform the intercom test. Click the green button to proceed through the test.

The red button is only used to say “Standby” or “No thanks” after the FA offers you tea or coffee. It’s important to wait until the FA calls you before replying using the green button or you can throw the dialogue out of sequence.

INTERCOM TEST DIALOGUE

CAPT FA Yes I am. (Ding Dong sound, Blue Attendant Call light Illuminates on the overhead panel)

Hello Captain, are you ready for the Intercom test? Ok, talk to you in a second (FA goes back into the cabin and picks up the interphone) How do you read?

Loud and clear (Ding Dong sound, EMER illuminates on the Call Light on the overhead panel. Note: EMER is only visible on the 2D cockpit overhead panel) Emergency is working. Now let me test the PA system (Now select Test on the PA Announcements Page. To do that, press INT on the audio panel. The PA Panel will then pop-up. Next, press the PA TEST button. Testing 1,2,3 Yes/No

Ok, now let me test the Emergency button It’s loud and clear. Can I get you guys anything to drink?

38. To open the PA Panel you need to press the round INT button on the ATR’s radio panel. When you press the INT button it will turn white and the PA page will appear on your screen. INT stands for intercom. Please note that the PA button will be used to monitor the PA system via the cockpit speakers (more on that later).

39. The PA Page looks like this. The PA TEST button is located below GATE RTRN.

40. To close the PA Page, click on the text that says PUBLIC ADDRESS. 41. There is something you should know about communicating with the FA. The pilots typically

communicate with the FA via their headsets. The headset is essentially ‘hot’. On the real ATR, you do not need to press any buttons to talk to the FA. You just simply talk.

42. Also, when the FA wants to talk to you, you will hear a ‘ding-dong’ chime and the blue ATTD Call

Light will illuminate on the Overhead Panel. The Call Light will automatically extinguish after 30 seconds.

43. After you’ve finished the Intercom test, you need to contact Vera again and let them know that

you’re ready to start boarding the plane. So ensure that COMM 2 is still on 131.95 and click the Secondary Button to radio Vera. A few minutes later the passengers will start arriving. If you forget to call Vera, the FO will remind you to do it.

44. As mentioned, FS2Crew models the ability to listen in on the PA intercom system via the cockpit

speakers. Once you’ve finished the Intercom Test the FA will turn on the cabin boarding music, and you can listen to it via the cockpit speakers by pressing the round PA button on the ATR’s

audio panel. Note that the PA button will turn white. To stop monitoring the PA system, simply select VHF1 or VHF2 on the audio panel.

Note: When monitoring the FA’s cabin announcements, the entire sound file will play once you start it. You cannot turn off a cabin announcement sound file once it starts by selecting VHF1 or VHF2. This rule does not apply to the cabin boarding music.

45. With approximately 7 minutes remaining to departure, one of the ground crew will pass you the

Load sheet through the Cockpit Com Hatch. The load sheet is generic, but it is a real one used by an ATR operator. As the Captain, you will need to sign-off on the load sheet. You do that by clicking in top circle area in the area pictured below. To close the load sheet, left click in the lower circle area.

Note: The circles are not visible on the load sheet used in the simulation. The circles pictured below are added to this screenshot to help you identify the click spot areas.

46. Regarding the Captain’s signature, if you want your name to appear in the signature field, be sure

to enter your name in the FSX ATR Configuration Manager’s Placard Menu.

47. With approximately 6 minutes remaining till departure, the FO will hand you the Takeoff Data

Card. The Takeoff Data Card contains a lot of important information. Most importantly, however, it contains the Takeoff Speeds which need to be bugged on your Airspeed indicator. Note that your actual airspeed callouts are based on the speeds you have physically bugged on the ASI

You must bug the speeds on the Airspeed Indicator!!! Note: A lot of the information displayed on the Takeoff Data Card is sourced directly from your FMC. Therefore, if you have not programmed the FMC by the time the FO hands you the Takeoff Data Card, many of the fields in the Takeoff Data Card will be empty. When using FS2Crew with the ATR, you must program the FMC for every flight. Note: The takeoff speeds FS2Crew generates are based on the TOW in non-limiting conditions. V1 and VR are always the same. In the real world, unless you are departing from a very short runway on a hot day, V1 will usually always equal VR. FS2Crew does not take into account the numerous circumstances and conditions that could lead to V1 being less than VR as the simulation does not make available the data necessary to make those calculations.

Note: When you fly the tutorial, your FO may write down V-Speeds that differ from the ones illustrated above depending on your aircraft’s weight (which in part is a function of how you configured your aircraft’s payload in the ATR Configuration Manager).

Let’s examine the Takeoff Data Card. Most of the fields are self-explanatory, some are not:

2:56 – 3:26: The time on the left is the planned departure time. The time on the right is the

planned Arrival time as computed by your FMC. Note that all times are in Zulu.

1201: This is your Flight number as entered on the FMC.

DATA: Today’s Date (Note: The date may be off by up to 46 days in certain areas. This is a known

Microsoft issue and is out of FS2Crew’s hands.)

PAX: Number of passengers on board as defined in the ATR Config Utility.

ATIS: The code is generic as it is not possible to read the ATIS code directly out of FSX.

Rwy: Your departure runway as entered in the FMC.

TL: Transition level as entered in the FMC. The Transition level you enter in the FMC is very

important as it is used to determine which units of measurement will be used.

If you select 18,000 feet as the Transition Level, FS2Crew assumes that you are in North America, in which case your altimeter setting is displayed and read back in inches of mercury (i.e., 29.92) rather than millibars (i.e., 1013). The fuel weight will also be read back as pounds instead of kilograms.

Of course, if you input any Transition Level other than 18,000 then FS2Crew assumes you are outside of North America, in which case the appropriate units are used.

Note: When using the words “pounds” or “kilograms” when talking, the FO is strictly referencing the Transition Altitude on the FMC to determine what he should say. If you want the ATR to actually use units other than metric for the displays (i.e., the fuel gauge), then you must make the appropriate selection on the ATR Configuration Manager.

Wind, Vis and Cloud: Data not available in the FSX version.

T/DP: Temperature. Dew Point not available in the FSX version.

Wlim: Weight Limitation. Always Nil.

OBJ TQ: Takeoff Torque.

RTO TQ: Rejected Takeoff Torque.

RKPC: The Departure Airport as entered on the FMC.

TOW: Takeoff Weight.

V1, VR, V2, VMLB (Norm and Icing): V speeds. See the Flight1 ATR manual for more info.

SQ: The current Squawk code as entered in the Transponder.

ACC: Acceleration Height. This is the height above the runway during takeoff at which the FO will

call “Acceleration.”

CG% TRIM: This is the CG as a percentage of MAC using to calculate the Takeoff Trim setting.

The displayed value is generic as it is not yet possible to accurately read the correct value from

the simulation. I do however recommend setting your Takeoff Trim to 1.2 units as it works fairly

well.

48. How do I set the Bugs? It’s very easy. Look at the picture below:

The click spots for the colored bugs are located along the left hand side of the gauge, with the exception for the ‘Inner’ bug, which is controlled by the knob in the lower right hand corner. From top to bottom on the left hand side the hidden click spots for the bugs are arranged: Yellow, White, Red and on the bottom, Green.

I suggest setting the bugs in the following order:

Green Bug: The Green Bug is used for V1, but since V1 and VR are usually the same, we don’t need to use it, so move the Green Bug down to 60 knots (the bottom of the scale). However, if you want to get fancy and compute a V1 on your own that does not equal VR, then go ahead and set V1 to the correct speed. Important note: If V1 is bugged at a speed less than 65 knots, the FO will not read back its value during the Final Cockpit Preparation checklist. The FO will assume in that case that V1 equals VR. However, if the Green Bug is set at any speed higher than 65 knots, then the FS2Crew FO will assume that V1 does not equal VR, and he will call out the V1 bug setting during the Final Cockpit Preparation checklist. Furthermore, during the takeoff role, if V1 equals VR then the FO will call V1 when the airspeed reaches VR minus 5 knots. However, if you set the Green Bug to any speed greater than 65 knots, the FO will call that speed during the takeoff roll as V1. Note: Do not select automated takeoff calls if V1 does not equal VR. It sounds complex, but it’s really quite simple. Red Bug, VMLB (Icing): If icing conditions exist, the FO will announce “Red Bug” when passing this speed during the climb. It is then safe to call for flaps up. White Bug, VMLB (Norm): If icing conditions do not exist, the FO will call “White Bug” when passing the bugged speed during the climb. It is then safe to call for flaps up. Yellow Bug, (VR): This is the rotation speed. In FS2Crew, the Pilot Flying calls “Rotate,” not the PNF. That is somewhat unique to the company whose procedures are being modeled.

Inner Bug, (V2): Set the Inner Bug to V2. (At the same time, ensure that the airspeed in the ADU is set to V2 plus 10 knots. The FO should have done that, but he should be double-checked.)

49. Okay, you’ve just bugged the Airspeeds, now it’s time to call for the Final Cockpit Preparation checklist. Now how do we do that? It’s very simple. Just click the Main Button. Remember, you selected that earlier when you were setting up the joystick and keyboard assignments for FS2Crew. On my setup, the right button on the top of my Sidewinder Joystick is used for the Main Button.

50. So click the Right Button once, and you will hear yourself call for the Final Cockpit Preparation

checklist. To respond to each of the FO’s challenges, click the Main Button again. If you need more time, just click the Secondary Button to announce “Standby.”

FINAL COCKPIT PREPARATION CHECKLIST EXAMPLE

FO CAPT

Memo Panel Gear Pins and Covers Flash Lights/ Torches (Depends on region. See the note regarding fuel units) Fuel Quantity Takeoff Data Bugs Yellow 115, Inner 118, White 140, Red 170, ADU 128, Torques 90 Percent (ADU should display HDG LO BANK and IAS V2 +10) Trims

No Smoking, Seatbelts, Prop Brake Three on Board On Board 2500 Pounds/Kilograms (Crew will read back Pounds if the Transition Altitude on the FMC is set to 18,000; otherwise Kilograms will be used regardless of the actual displayed units) Yellow 115, Inner 118, White 140, Red 170 (Crew will read back actual speeds as bugged on their ASI) Takeoff Data Bugs Set 1.2 Units (Actual trim setting read back provided the time is within the takeoff range)

Altimeters: 2992 (FO reads his Alt Setting) Checked Landing Elevation COM/NAV Engine Test – Performed (The FO performed the Engine test, so he responds to his own challenge) Parking Brake Final Cockpit Preparation Checklist Completed

2992, Standby Altimeter: 2992, Indicating 1032 feet (Captain reads back indicated Alt on main altimeter) 400 Feet (Captain reads back landing elevation as entered in the Pressurization Controller) Set Set, pressure good

51. Here are some hints when running checklist with FS2Crew:

i. Do not use rapid fire clicks. Click the Main or Secondary button slowly and

deliberately. FS2Crew is not a fast paced shooter. If you click the buttons too fast, you can cause problems.

ii. Let the FO finish talking before you click the Main or Secondary button. Once

you’ve got the system down pat, then you can go faster, but until you’ve got everything figured out, go slowly. Make sure the FO is finished talking before you start talking.

52. While running the Final Cockpit Preparation checklist, the FO and Captain will read back the

bugged speeds set on the Airspeed Indicator. Again, that is why it is important that you bug the airspeed correctly, or you and the FO will read back incorrect speeds (which won’t make you look very good!).

53. Okay, now the fun begins. It’s time to start Hotel Mode. You’ll note on the Mode Box display

found on the Departure Brief Page that once you complete the Final Cockpit Prep Checklist that the mode changes to Pre-Hotel. However, before we can start Hotel Mode, we need to talk to the Ground Crew to make sure that all the service doors are closed.

54. How do we contact the Ground Crew? Well, in the real world you can always make eye contact

or wave your headset. Or you can honk your horn. Which one sounds like more fun? Of course, honking your horn. So open the Overhead panel and hold down the ‘MECH’ Call Button for a couple seconds. You’ll hear a horn sound play when do this. The ground crew guys really love it when you use the horn! NOTE: If you can’t get the MECH button to work in the VC, switch to the 2D cockpit. This appears to be a bug in the FSX ATR that we hope will be addressed.

55. A few seconds after activating the horn, the Ramp Agent will connect his headset and call you up.

The Ramp Agent dialogue panel will then appear on the screen.

H: Request permission to start Hotel Mode. 2: Request permission to start #2. 1: Request permission to start #1. D: Disconnect the Ramp Agent. S: Tell the Ramp Agent to “Standby’.

56. At this point, click the “H” button on the Ramp Agent dialogue panel to ask permission to start

Hotel Mode. Do not click any other buttons on the Ramp Agent dialogue panel, especially “D” because that is used to tell the Ramp Agent that he may disconnect his headset. The Ramp Agent dialogue panel should remain open on the screen until you’re ready to taxi. If you accidentally close the Ramp Agent dialogue by clicking the “D” button you can open it again by selecting it in the FSX Instrument Panel view menu.

57. After the Ramp Agent gives you permission to start Hotel Mode, go ahead and start Hotel Mode.

To do that, ensure that that Prop Brake is on and move the Start Selector to A and B. When you move the Start Selector out of the Off position, you will automatically announce to your FO: “Starting Number 2 in Hotel Mode.”

Very Important: If you haven’t already done so, you will need to manually engage the prop brake. To engage the prop brake, click the HYD AUX pump button located on the throttle quadrant, wait 15 seconds, then move the prop brake switch to the on position (it’s located on the overhead panel). For more information about Hotel Mode, please consult your Flight1 ATR Aircraft Manual and/or check the Filght1 ATR aircraft forum.

58. Go ahead and press the Start 2 Button on the Overhead. Now get ready to be quick on the Main

Button. You need to make 6 callouts while starting Hotel Mode assuming that the GPU is connected (which it should be if you’ve been following the directions). That means you will need to press the Main Button 6 times in total. Do not forget to move CL2 from Shutoff to Feather. In order, the callouts are:

STARTING HOTEL MODE CALLOUTS

NH – When the NH indicator start moving FUEL – At 10% NH and when CL2 is moved from Fuel S.O. to FTR ITT – When ITT starts rising

OIL PRESSURE – When Oil Pressure Starts rising

45, STARTER DISCONNECT – At 45% NH, when the starter disconnects PARAMETERS STABILIZED

59. Each of these calls is triggered when you hit the Main Button in successive order. So if you’re using the GPU, you will need to click the Main Button a total of 6 times.

Note: Things happen very fast when you start Hotel Mode. So I recommend you do it this way. After pressing the Start Button on the Overhead Panel, click the Main button once to call “NH.” Once you move the Fuel Lever to FTR, click the Main button one more time to call “Fuel.” Then click the Main Button in quick succession to make each call.

60. Okay, the #2 engine is now running in Hotel Mode, now you as the Captain must perform the

following memory items in order:

CAPTAIN’S POST HOTEL START FLOW

61. One thing you should know regarding Hotel Model is that the Time to Departure time will stop running from the time you call for Hotel Mode to the time you finish the Hotel Mode callouts.

62. Can you start Hotel Mode sooner? The answer is you could, but at the company whose

procedures I am modeling, starting Hotel Mode any sooner is not permitted. FS2Crew will not let you start Hotel Mode until the Final Cockpit Preparation checklist has been read.

63. So what now? Depending on how fast you’ve been going, you should have a couple minutes left

before the Departure Timer countdown reaches zero. Do you remember how to check the time remaining until departure? That’s right. Open the Master Panel by click the Airspeed gauge.

i. Eng start rotary selector – Off & Start Abort ii. Ext power – Off (DC and Wild) iii. Emer exit lights – Arm iv. Bleed #2 – On

v. Radar – Stby

64. Since you’ve got some time to kill, you can always double check your instruments or your paperwork. Or, equally good, you can engage your FO in a little banter. Just click on the Standby Altimeter to do that. There is a hidden click spot there that will play a different miscellaneous dialogue each time you click it.

65. If you want to listen to the cabin music, why not monitor the PA channel? How do you monitor

the cabin PA channel? It’s easy. Just select PA on the Audio Panel.

66. Now might be a good time to fasten your seatbelt. Open the Master panel and click the Seatbelt button.

67. With only a couple minutes left, the FO is going to lock the flight deck door by flipping the switch

located on the center console, and he will fasten his seatbelt.

68. Okay, the Departure Timer has now reached zero. The FA is now going to call you up. The cockpit door is closed and locked, so she’s going to call you over her handset.

69. You will hear a ding-dong sound when she calls you. And, as mentioned before, the blue ATTD

call light will illuminate on the overhead panel. The FA dialogue panel will also pop-up.

70. Click the Green button on the FA dialogue panel to say hello after she calls you. The FA will then tell you that the cabin is ready for departure. She’s also going to tell you about the passenger seating to make sure it’s okay.

Note: The numbers she gives for the passenger count are generic; that’s one of the few generic recordings in FS2Crew. Click the Green Button to tell her the seating is okay. That will end the dialogue.

71. However, if the taxi time is going to be short, you’re going to want to respond by clicking the Red

Button on the FA dialogue panel. Clicking the Red Button will inform the FA that the taxi time is going to be short, and that she should alter the timing of her safety brief.

72. All right, now the cabin is ready for departure and the FA has given the okay signal. It’s time to

run the Before Taxi Checklist.

73. How do you think we call for the Before Taxi Checklist? It’s easy! Click the Main Button either on your joystick or your keyboard and you will hear yourself (a.k.a. the Captain) call: “Before Taxi Checklist please.” You will use the Main Button to respond to each of the FO’s challenges in the checklist. If you need time to double check something, just click the Secondary Button to say “Standby.”

BEFORE TAXI CHECKLIST

FO CAPT

Tail Prop Doors Beacon

On Board Closed On

Prop Brake

*Captain now calls Ground and asks permission to start #2 by clicking the “2” Box on the Ground Comm dialogue panel. At this point, you will not need to press the Main Button again until you move CL2 from Feather to Auto to produce the “Single Channel” and “Low Pitch” callouts associated with the engine start! This is described in more detail below.

74. You might be wondering at this point how the same button (namely, the Main Button) is able to produce different calls. It’s magic! Well, not really, FS2Crew assigns named modes to each section of the flight. These modes automatically change to the next mode when certain conditions are met. The callout that is produced when you click the Main or Secondary Button is dependent on what mode you are in.

75. Here’s something important for you to know, and it can be a little confusing. Some of the items

in the Before Taxi checklist are “Read and Do.” In other words, the FO reads the items, and the Captain then performs it. This is different from the PMDG 737 version, where you’d call for a checklist, perform your flow, and then double check it all with the checklist.

76. The Beacon challenge is one such example. When the FO calls for the “Beacon” during the

Before Taxi Checklist, select the beacon on. If you don’t select the beacon to the on position, and you press the Main Button to continue the checklist, you’re going to hear yourself catch your own mistake: “Woops, I left the Beacon off. I’d better turn it on.”

77. Very Important! When the FO reads “Prop Brake” a few things are going to happen before you

physically start engine #2:

i. The FO will call “Clear,” meaning that the area around Engine #2 is clear and it’s safe to start the engine.

ii. However, you must obtain clearance from the Ground Crew before you can start #2.

The Ground Crew Dialogue Page should still be open on your screen (I hope you didn’t accidentally close it. If you did, you can re-open it by selecting the Ground Comm view in the FSX Instrument Menu).

iii. Click “2” on the Ramp Agent dialogue panel to request permission to Start Engine 2. iv. Once the Ramp Agent gives you the go ahead, you can start Engine 2.

v. To do that, activate the HYD AUX pump located on the Throttle Quadrant. vi. Release the Prop Brake on the Overhead Panel. vii. Wait 15 seconds.

viii. When 15 seconds are up, move CL#2 to AUTO.

ix. You need to make two callouts after you move CL#2 to Auto.

x. When “SINGLE CHANNEL” is illuminated on the PEC panel, click the Main Button

once to call “SINGLE CHANNEL.”

xi. Then, when “LO PITCH” illuminates on the Center Panel, click the Main Button one more time to call “LOW PITCH.”

xii. Basically this happens really fast, so what you’ll essentially be doing is clicking the

Main Button twice in quick succession the moment you move CL#2 from FTR to AUTO.

xiii. When the prop reaches 40% RPM, the FO will automatically perform his flow.

Remember, the FO does this part, not you:

a) STBY Probe Heating – On b) Antiskid – Test c) Flaps – 15

xiv. If icing conditions are a factor, the FO will NOT automatically configure the aircraft accordingly (Level II anti-ice). Unlike the FS9 version, you will need to manually configure Level II anti ice. Please see the Icing section in the manual for more information.

78. The FO will then automatically call for the next item in the BEFORE TAXI checklist after finishing

his flow, and you will use the Main Button to go through the checklist the same way you did before.

BEFORE TAXI CHECKLIST (CONT’D)

FO CAPT

Condition Lever 2 Flaps Anti Skid Radar Before Taxi Checklist Completed

Auto 15 Tested Standby

79. Very Important! When the BEFORE TAXI checklist is completed, it’s time to start engine #1. So

what do you do? Like with engine #2, you need to get clearance from the Ramp Agent to ensure that it’s safe to start #1 lest you chop anyone up.

80. To get that clearance, just click on “1” on the Ramp Agent Dialogue panel to ask permission to

start engine 1.

Important: The FO will start engine number 1 all by himself when so commanded! You do not need to do a thing other than tell him to start engine number 1.

81. Once the Ramp Agent gives the go ahead to start engine 1, you may command your FO to start

Engine #1. To command your FO to start Engine 1, just click the Main Button once after you’ve received clearance to start number 1. The FO will then do all the work and make the necessary callouts associated with starting engine 1. But you should still closely monitor him. Now is not the time to sit back and relax!

82. After the FO has started engine number 1, press “D” on the Start Crew panel to disconnect the start crew.

83. Okay, engine 1 is started and start crew has been disconnected, and we’re almost ready to go,

but first we have to call Operations and give them our Blocks Off time. To do that, ensure COMM2 is set to 131.95 and click the Secondary Button to start the dialogue.

Note: The Block Off time you transmit is not generic, but rather the actual time as displayed on the chronometer.

84. Before we start the taxi, I want you to complete the flow described below. There is no official

SOP on this, but it’s the way my ATR consultant pilot does it:

PILOT FLYING’S AFTER ENGINE #1 START FLOW

-Timer: Stop and Reset -Select RNV and MAP -Set the MAP range to 25 miles *The PNF will leave his displays set to “Raw Data”

85. All right, let’s get rolling, so release the parking brake now. When you release the parking brake a small dialogue will play asking your FO to request taxi clearance from ATC. Obviously the FO cannot do this, especially if you’re using VATSIM or live ATC at a later point in time, so go ahead and make the taxi call for him.

86. Once the taxi clearance is obtained, turn on the taxi light and start the taxi. It’s your job to turn

on the taxi light; you must do it. If you forget to turn it on, the FO will remind you. Part II: From Taxi to Takeoff

1. Once you’re clear of the apron, call for the TAXI CHECKLIST. How do you do that? You guessed it! Click the Main Button.

TAXI CHECKLIST

FO CAPT

Brakes My side checked Engine #1 Start Condition Lever 1 Cockpit Com Hatch AFCS Takeoff Config – Tested (FO will press the Takeoff Config Button) Takeoff Briefing Taxi Checklist Completed

My side checked Performed Auto Closed, Checked 5000, Heading LO Bank, IAS 128, my coupling, squawk 4554 (Open the Takeoff Briefing Page by clicking on the RMI and complete the Briefing)

2. Here are some thing to know about the Taxi Checklist:

a. When the FO calls “AFCS,” the Captain will read back the Altitude, Bank Setting, Squawk Code and selected Speed (which you should have set to V2 +10) which are entered in the AFCS. That’s why it’s very important that you confirm that the FO setup the AFCS properly during the cockpit setup, otherwise garbage values will be read back.

Note that the Captain can only read back altitudes properly up to a maximum of 10,000 on the AFCS. If the selected altitude on the AFCS is greater than 10,000 the altitude read back will not be correct; you will say something strange like “ten-thousand, three thousand” if 13,000 feet is set in the AFCS.

b. The Takeoff Configuration challenge is a read and do item that the FO performs by himself. The FO will call “Takeoff Configuration,” and then perform the takeoff configuration test. Once the test is complete, he will announce “Tested,” and then he will call for AFCS.

c. When the FO calls “Takeoff Briefing,” you should open the Takeoff Briefing Page by

clicking the RMI.

Note: At any time you can make a PA to your passengers informing them of your takeoff sequence and welcoming them aboard, but I do suggest monitoring the PA channel first to ensure that you do not cut the FA off if she happens to be talking at the time.

3. A short while after you’ve completed the takeoff brief, the FA will call you to inform you that the

cabin is ready for takeoff.

Important: Do not be alarmed if it seems like it’s taking the FA a long time to call you up; this will seem very apparent if your taxi time to the runway is short. The FA will call you approximately seven seconds after she’s finished her passenger safety brief. Her safety brief is very long; that’s why it takes such a long time.

4. As usual, when the FA calls you, you will hear a chime and the FA Dialogue Page will appear on

your screen. Use the Green Button to reply. The Red Button is used to say “Standby.”

5. Okay, so let’s assume we are now coming up on our departure runway. When we taxi on to the runway, call for the BEFORE TAKEOFF CHECKLIST by clicking the Main Button. We also need to inform the FA’s that departure is imminent (see Step 9).

BEFORE TAKEOFF CHECKLIST

FO CAPT

Gust Lock Flight Controls – Left (Deflects the yoke full left) Illuminated (Checks the left SPLR light) Right – Checked (Deflects the yoke full right and checklist the right aileron and spoiler) Up….Down (Deflects the yoke up and down) Flight Controls Checked Bleed Valves Airflow CCAS External Lights Transponder – Altitude TCAS – Auto Rudder Cam

Released Checked (Checks the left aileron and spoiler) Illuminated (Checks the left SPLR light) Pedals checked (Deflects the rudder left and right) On/Off Normal/High Takeoff Inhibition On (Turns on all remaining external lights except the Logo light if it’s day) Centered (Momentarily deflects yaw trim left and right)

Radar Runway heading lined up, lateral FD bars (FO only makes this call when the heading bug and plane’s magnetic heading match up. If you find that the FO is not making this call, adjust the Heading Bug a few degrees left or right to trigger the call.) Before Takeoff Checklist Completed

Standby/On Centered

6. Here are some things you need to know about the Before Takeoff Checklist:

a. Ensure that Auto-Coordination is turned off in the FSX Settings menu. That is critically important. Why? Because the during the Before Takeoff Checklist the FO will deflect the yoke left and right and if Auto-Coordination is enabled, the aircraft will likely start going places it shouldn’t, especially if you are moving.

b. The Before Takeoff Checklist is long. There is no getting around that. But with practice

though you will learn to do it quick. I asked my consultant ATR pilot about this issue, and he said the length of the Before Takeoff Checklist is rarely an issue.

c. After you call for the Before Takeoff checklist, the FO will automatically start his Before

Takeoff flow. He will: Release the gust lock, set the transponder to ALT and set TCAS to AUTO.

d. For the Flight Controls challenges in the checklist, if you’re using the VC you can see the

FO physically move the controls.

e. If you have elected to perform a Bleeds Off takeoff, you are responsible for turning the Bleeds Off. I suggest you turn the Bleeds Off when the FO calls for Bleeds during the checklist. However, after takeoff the FO (who is always the PNF in FS2Crew), will turn the Bleeds back on during the Climb Sequence.

Important note: Your heading bug must be bugged for the runway heading prior to calling for the Before Takeoff checklist. That is critical. Why? Because the FO will not call “Runway Heading Lined up, Lateral Flight Director Bars” until the aircraft’s magnetic heading matches the runway heading. But how does FS2Crew know what the runway heading is? It’s simple. FS2Crew uses the heading bug (which you hopefully set to match the runway heading) as its reference to determine the runway heading.

f. CCAS and External Lights are both Read-and-Do items. You should, however, turn on

the strobe lights when you take the runway. You need to turn on all the exterior lights, except for the Logo lights if it’s not dark. It’s very important that you turn on all of them!

g. For the Rudder Cam: You should momentary deflect the yaw trim left and right before

calling “Centered.” However, given that that’s rather awkward to do in Flightsim

because you have to open more panels, etc., if not using the VC, I usually just skip deflecting the yaw trim.

h. Radar: When prompted for Radar, you can either leave it in the Standby or On position.

That depends on the weather conditions.

i. When the FO announces “UP….Down” he will physically move the control column up and down to check for freedom of movement. During this time you should also deflect the rudders left and right to check for freedom of movement, and then click the Main Button to call “Pedals Checked.”

j. When he FO announces “Flight Controls – Left,” he will deflect the yoke full left. You

will then check the left aileron and spoiler and then click the Main Button to announce “Checked.” The FO will then check the left SPLR light and announce “Illuminated.”

k. The FO will then deflect the yoke full right, and the FO will check the right aileron and

the spoiler. At this point you will click the Main Button again to announce “Illuminated” after checking the associated SPLR light on the overhead.

7. Okay, the Before Takeoff Checklist has been completed. Whew! That was a lot of work. Don’t worry, with practice you’ll be able to get through it quicker. Now it’s time to get this bird in the air!

8. But wait! There is one more thing we need to do first. We need to let the FAs know that the

takeoff is about to begin, so we need to cycle the seatbelt switch. Given that opening the Overhead panel during the takeoff phase can be awkward, FS2Crew added a hidden click spot to the Altimeter which can be used to make things easier for you. To simulate cycling the seatbelt switch, just left click on the altimeter. To turn on your strobes, click the altimeter again. To turn on your landing lights, click the altimeter a third time.

9. Now click the Main button to ask the FO if he’s ready for Takeoff. The FO will always reply that

he’s ready.

10. Now, start the timer by clicking on the chronometer (select ET for Elapsed Time). The timer will start ticking, and you will announce “Timer’s on, Taking off.” Note that you do not need to click the Main Button to make that call; the call will play automatically when you start the timing.

11. At this point, the FO will deflect the control column full forward. Very important: Do not touch

the control column! Takeoffs on the ATR are different than takeoffs on most other planes. They’re rather unique owing to the ATR’s high C of G, narrow undercarriage and lack of linkage between the nose wheel and the rudders. Regardless of who is the PF for the sector, the Captain will always perform the initial takeoff run up to 70 knots. The Captain will hold his left hand on the tiller and his right hand on the throttles, while the FO will deflect the yoke in the nose down position and deflect the ailerons into the wind. The FO will then gradually unload the nose wheel as the speed increases. The Captain will maintain directional control with the rudder and the tiller, which is a big no-no in other airplanes.

12. Okay, enough of that little lecture, let’s get going. Move the Power Levers into the Notch by

clicking them using your right mouse button. When you move the Power Levers into the notch position you will automatically announce “Notch, Check Power.” Note that as with the “Timer On, Taking Off” call, you do not need to press the Main Button.

13. The FO will call “ARM” when the ATPCS ARM light illuminates, which will usually happen the second you move the PL’s into the notch.

1. The plane will now start rolling down the runway and the speed will start to increase.

2. If you’re in the VC, you will notice that the yoke is starting to move back as the airspeed builds.

That’s because as mentioned above, the FO will start unloading the nose wheel as the speed increases. Note that if you wiggle the joystick a tad, that will override the FO’s control inputs.

3. Does the FO deflect the ailerons into the wind? Not yet. Maybe in a future upgrade.

4. At 60 knots, the FO will check the power and call “Power Set.”

5. At 70 knots, the FO will call “70 Knots.”

6. This part is interesting. When the FO calls “70 Knots,” click the main button to call “70 Knots, My

Controls.” At this point you are now back in charge of the Yoke.

Note: If you configured FS2Crew for “Automatic Takeoff Calls,” you do not need to press the main button at this point. The call will play automatically. The same thing goes for the Rotate, Gear Up and Climb Sequence calls.

7. Assuming that V1 equals VR, the FO will call “V1” 5 knots before the bugged rotation speed.

What color is the bug for VR? That’s right! It’s the yellow one! This is one reason why it is so important to bug your speeds properly, because many of the automatic speed callouts are based directly on what you have bugged on your airspeed indicator.

8. When the airspeed needle reaches the Yellow Bug, click the Main Button to call “Rotate,” and

then pitch the nose up to 9 degrees, and then follow the FD bars at V2 + 10.

9. What if I want to reject the takeoff? It’s simple. Just click the Secondary Button to call “Stop! Wings level.”

TAKEOFF CALLS SUMMARY

CAPT (PF) FO (PNF)

Ready to go? Timer’s On, taking Off (Starts his timers, advances the PLs to the Notch) Notch, Check Power (As soon as the PLs are in the Notch) 70 knots, my controls

I’m ready Starts his timer ARM (When ATPCS ARM light Illuminates) Power Set (Call is made at 60 knots) 70 Knots Your controls V1

Rotate (If reject: Stop! Wings Level!) Gear Up, Yaw Damper Checked --------------------------------------------------------- Options: LNAV (If desired. HDG mode is active by default. Click the Aircraft Reg Placard to call LNAV) Autopilot On (If desired. Click the “Z” key on your keyboard to ask the FO to engage the autopilot)

Positive Rate (FO retracts gear and engages Yaw Damper) Power Set (Checks the power again) Gear is Up --------------------------------------------------------- LNAV set Autopilot On

Part III: From Wheels Up to the Approach Checklist

1. Once airborne, the FO will automatically call “Positive Rate.” At this point, click the Main Button again to call “Gear Up, Yaw Damper.”

2. The FO will then retract the gear and engage the yaw damper.

3. When the FO announces “Gear is Up,” check the gear lever and gear indicator lights. Then click

the Secondary Button to call “Checked.”

4. For the Roll Mode, heading mode should be active. Why? Because the FO selected HDG LO BANK on the autopilot panel during his pre-flight setup. However, if you want to engage LNAV you need to command the FO to set LNAV. You can do that by left clicking the aircraft registration placard.

5. Passing 1000 feet above the departure runway, the FO will call “Acceleration” assuming that you

left the ACC at 1000 feet on the Departure Brief Page.

6. At this point, click the Main Button to call “Climb Sequence.”

7. The FO will then perform his climb sequence flow. He will:

i. Select PWR MGT to CLB ii. Set the TAXI&TO and WING lights off iii. Set the IAS to 170 knots iv. If you flew a Bleeds Off takeoff, the FO will turn the engine bleeds back on v. The FO will then announce “Climb Sequence Completed.”

8. Because the FO reset IAS to 170, the horizontal FD bars will drop a bit so you can pick up some speed. Prior to the climb sequence, you should have been flying at V2 + 10.

9. As soon as the FO finishes calling “Climb Sequence Complete,” click the Main Button again to call

“Inner 170.”

10. At this point, you should set your Inner Bug to 170. The FO will do the same thing on his side.

11. When the airspeed passes the White Bug, the FO will call “White Bug,”

12. After the FO calls “White Bug,” click the Main button to call “Flaps 0.”

13. The FO will then bring the flaps up and call “Flaps 0 Set” when they’re up.

14. After the FO calls “Flaps 0 Set,” visually check that the flaps are up and then click the Secondary button to call “Checked.”

15. Feel like turning on the Autopilot? You can turn on the Autopilot by clicking the “Z” key on your

keyboard. Very important! In the FSX assignments menu, Z is the default key used to engage and disengage the autopilot. However, if you changed that assignment, you will need to use whatever new key or button assignment you selected to engage and disengage the autopilot.

16. After the FO calls “Flaps 0 Set” and you’ve checked that the flaps are indeed where they should

be, it’s time to call for the AFTER TAKEOFF CHECKLIST. If you are in Europe, it is suggested that you call for the After Takeoff Checklist after passing the Transition Altitude or 5000 feet AFE.

ACCELERATION ALTITITUDE CALLOUT SUMMARY

PF PNF

Climb Sequence Inner 170 Flaps 0 Checked Autopilot On (Optional – Use the Z key on your keyboard to make this call)

Acceleration Climb Sequence Completed (After performing climb sequence duties) White Bug (When speed > White Bug on ASI in non-icing conditions. If Level II anti-ice is active the FO would not call White Bug; instead he’d call Red Bug) Speed Checked Flaps 0 set Autopilot On

17. To call for the After Takeoff Checklist, simply click the Main Button. The After Takeoff checklist is very straightforward and there isn’t much to explain. By now you should have figured out how to work a checklist. It’s very easy. You basically just use the Main Button to go through the checklist and use the Secondary button to say “Checked.” That’s if you’re in the air of course. (If you’re on the ground, you no doubt have figured out by now that the Secondary Button can result in other calls being made depending on what Mode you’re in).

18. The only thing that might be new to you during the After Takeoff checklist is the Altimeters call,

and the specific way in which the Captain and the FO cross check their altimeters. The way it works is this:

19. When the PNF calls “Altimeters” during the After Takeoff Checklist (remember, in FS2Crew the

FO is always the PNF), click the Main Button to read back your existing altimeter setting.

20. Now comes the interesting part…

21. The FO will then read back his Altimeter setting. However, after finishing reading that setting back, he will then round-up his current indicated altitude by 100 to 200 feet. He will then announce that rounded-up altitude. For example: “29.97, 5700,” where 5700 is the rounded-up altitude.

22. When the needle on the FO’s altimeter reaches 5700 feet, the FO will then call out: “Now.”

23. When the FO calls “Now,” you then look at your altimeter and confirm that it also reads 5700

feet. You will then click the Secondary Button to call: “Checked.” That is how you and the FO cross check your altimeters. Don’t forget to use the SECONDARY BUTTON for this!

24. After doing that, the FO will announce “After Takeoff Checklist Complete.”

AFTER TAKEOFF CHECKLIST

PF PNF

Up, no lights Off Climb Zero On 2992 Checked

Landing Gear Taxi & TO Lights Power Management Flaps Bleed Valves Altimeters 2992, 5700… Now After takeoff checklist completed

25. All right, most of the hard part is over –for now at least! I’ll assume the autopilot is on and that you are now climbing at 170 and the airplane is all cleaned up.

26. Passing 5000 feet, if the conditions permit it you may turn off the seatbelt sign.

27. At 10,000 feet, turn the no smoking sign off and on. That’s the FAs signal that it’s okay to start

the onboard service.

28. At 10,000 feet you also have to make this callout: “10,000, Landing Lights Off, Pressurization Checked.”

29. You make that call by left clicking on the hidden click spot located in the center of the main

Altimeter on the Captain’s panel. Before you make this call, check that pressurization is okay (it will be… the Flight1 ATR does not model failures). Also note that the FO, not you, will turn off the Landing Lights.

30. If you forget to make this call, the FO will remind you about your mistake at 10,500. However,

the FO, being the great guy that he is, will have automatically turned off the landing lights anyway so you do not need to click the hidden click spot on the altimeter to make the call.

31. Passing the Transition Altitude, click on the hidden click spot located in the center of the Standby

Attitude Indicator to call: “Transition, Altimeters.”

32. At this point you should set 1013 or 2992 in your Altimeter. The FO will do the same in his. If you forget to make this call, again, your friendly FO will politely remind you of your mistake. However, unlike the missed 10,000 feet call, you have to make the call by clicking on the hidden click spot.

33. 1000 feet below your cruise altitude, the FO will call “1000 to Level Off.” When the autopilot

starts to capture the level altitude, the FO will call “Alt STAR” when *ALT is displayed.

34. Okay, we’re now level at our cruise altitude. Leave the Power Levers in the notch. You do not need to touch them until the descent unless your speed builds up too much. After the aircraft levels off at the cruise altitude, the FO will automatically move the Power Management switch to Cruise.

35. Now it’s time to call for the Cruise Checklist. It’s a very short and simple checklist. Just use the

Main Button to call for the Cruise Checklist, and use the Main Button again as necessary to run through the Checklist like you’ve done with the previous checklists. Important: Do not try to call for the Cruise Checklist until the FO has moved the Power Management switch to Cruise.

CRUISE CHECKLIST

PF PNF

Cruise Off/On

Power Management Seatbelt Switch Cruise Checklist Completed

Note: If the time to the TOD is less than 30 miles (or if the FMC is not even computing a TOD point) then the Takeoff Data Card will immediately appear on the screen when you complete the Cruise Checklist. In the case of the latter that is why it is critically important that the FMC be setup properly and that all route discontinuities have been cleared prior to departure.

36. During the Cruise you can always calculate ∆ISA and check the cruise tables to obtain the target torque, fuel consumption, TAS and IAS. The Power Levers should remain in the notch, but may be reduced to 61 degrees Power Lever Angle (with the Captain’s permission). Usually the FO would perform this task in real life, but in FS2Crew I decided to leave that up to you!

37. At about 50NM from the TOD, the FO will pickup the ATIS and start filling out the Landing Data

Card. Unfortunately in FSX the range of the ATIS is rather limited, so this is not possible. The FO will hand you the Landing Card about 30 miles back from the TOD point.

38. Earlier I mentioned that it is critically important that the FMC compute and display a TOD point.

This is why. If a computed TOD point is not available, the FO will not know when to give you the Landing Data Card. In that case, you will need to manually open the Landing Card via the Main Panel. You will also need to manually force FS2Crew into Descent Mode via the button available on the Approach Brief page.

39. Okay, coffee time! Let’s ask Jane to bring us up some fresh brew. How do you call the FA? All

you have to do is press the ATTD button on the Overhead and the FA will contact you a few moments later after she picks up the phone. The FA Dialogue Panel will pop up and you just have to press the “Café” button.

40. What do we do now? Well, about 30 minutes before we land, we should call Operations and let

them know our ETA. To do that, simply set COMM 2 to frequency 130.95 and press the Secondary Button (Note that the frequency is different than the one you used before). That will initiate a dialogue in which you tell Operations your ETA as indicated on your FMC. You’ll note that when giving the time, you only read back the minutes, not the hour. That’s because it’s not necessary to include the hour.

41. Let’s fast forward to about 30 miles before the TOD. It’s going to start to get busy, so let’s get

ready.

42. The first thing you should do is call the FA and inform her of how much time is left remaining till you start the descent. So to do that, simply press the ATTD button on the overhead panel. After the FA contacts you, press the “DESC” button to bring her up to speed. “DESC” as you guessed it stands for Descent. The time you give her to the TOD is an actual time. It is not generic.

Note: If you want the FA to bring you coffee, press the “CAFÉ” button.

43. At about 30 miles before the TOD, the FO will hand you the Landing Card. An example of a Landing Data card is depicted below. Remember that if the FO doesn’t automatically hand you the card because no TOD point is available in the FMC, you will need to manually open the Landing Data Card via the Main Panel and force FS2Crew into Descent mode.

Let’s examine the Landing Data Card. It’s important to remember that the data presented represents the weather at the actual arrival airport as entered in the FMC, and not actual conditions at the aircraft. Only the fields that require clarification will be explained below. The rest are self-explanatory. Note: The FO will mark with an arrow which VAPP you should use (icing or non-icing) depending on the weather conditions at the arrival airport.

LW: Landing Weight. The ATR doesn’t burn very much fuel, so the FO will enter the weight of

the aircraft when he fills out the Landing Card.

GA TQ: Go-Around Torque setting. Always 100 percent.

VGA: Go around speed. Value on the left is non-icing conditions; value on the right is for icing

conditions.

VAPP (n/w): Approach speed with no wind.

VAPP (n/w icing): Approach speed with no wind, icing conditions.

VAPP: VAPP No Wind plus 1/3 of the steady wind or gust in full, which ever is greater. Maximum

additive: 15 knots.

VAPP (icing): VAPP correct for icing conditions.

VMLBO (Norm and Icing): Flaps up maneuvering speeds.

44. It’s time to bug the bugs. This is what you need to do: Airspeed Indicator: YELLOW: Go around speed (VGA or 1.1 VMCA, whichever is higher) INNER: Final Approach speed (To be set on final after Flaps 30 selected) WHITE: VMLB Normal RED: VMLB Icing Altimeter: Red Bug: DA/MDA/DDA (ILS and NP Approaches Only) White Bug: Arrival Runway Touchdown Zone Elevation (TDZE) Engine Gauges: Torque Bugs: 100 Percent

45. After you’ve finished bugging the landing speeds on your airspeed indicator, you need to do two more things. You need to set DH on the Radar Altimeter. We’ll be shooting a CAT I approach so set DH to 200 feet (if we were shooting a CAT II approach we would set DH to 100 feet).

46. Next, and this is also very important, we need to bug the Decision Altitude (DA) on the Altimeter using the Red Bug. On a normal CAT I ILS approach, the FO’s “Approaching Minimums” and “Minimums” callouts are based on DA. Only minimums for a CAT II approach are based on DH. Now how do we bug DA? It’s easy. If DA is, for example, 2723 feet, just move the red bug to 723 feet. Do not worry about the thousands part; you can’t bug that anyway. FS2Crew reads the FMC and determines the thousands part for you based on the arrival runways TDZE, which stored in the FMC database.

If I were to land at Busan for example, the DA is 213 feet, so I want you to move the Red Bug on the Altimeter to 213 feet. If, however, the DA was 3213 feet, you would still move the Red bug on the Altimeter to 213 feet. Make sense? For ILS approach, you just basically need to drop the thousand’s part. (Non-Precision Approaches are handled a bit differently; they are explained later). Reminder: Do not forget to bug the DA on the Altimeter using the Red Bug!

47. Now, with that out of the way, we need to brief the FO for the approach. To open the approach

briefing page, you need to left click the hidden click spot located in the middle of the RMI.

48. The Approach Briefing Page looks like this:

STAR: Click on display box to cycle through available Star Briefs. Left click on the STAR text in

white to play the brief. If no STAR is available for your airport, just select STAR CANC (Star

Cancelled).

IAP: Same as STAR.

RWY: Same as STAR. Left click on the display box to cycle through available runway conditions.

APP TYPE: Click on display box to cycle through available Approach Types. Default is CAT 1 ILS.

NP ADD (NON PRECISION ADDITIVE): Note: If you select a Non-Precision Approach Mode (VOR,

NDB or LOC) a number will appear beneath the APP TYPE rectangle. That number will be the

additive that FS2Crew uses to computer the MDA, DDA or DA for a Non Precision Approach if the

MDA, DDA or DA is greater than 1000 AFE. This is described in further detail in the Non-Precision

Approach section.

CAT II: Click to inform the FO that additional CAT II procedures will be required. This has no

impact on the simulation.

APP BAN: Click to inform the FO that the Approach Ban is in effect. This button has no impact

on the simulation and is for ambience only.

49. After you have finished briefing the FO for the approach, you should call for the DESCENT

checklist by clicking the Main Button.

50. The descent checklist is pretty straightforward and if you miss any steps (such as forgetting to inform the FA of the upcoming descent), you will be alerted to it. The descent checklist should be read no later than 10NM back from the TOD.

DESCENT CHECKLIST

PF PNF

Recall Speeds: Inner 111, Yellow 115, White 132, Red 160, RA 200, Standby Altimeter 2992, Torques 100%, Elevation 400, ADF Set, charts prepared* On Informed *Note: The speed read back for Inner is not the

CCAS Landing Data Checked, Landing Data Set Seatbelts Cabin Crew Descent Checklist Completed

current speed that the Inner Bug is currently at, but rather the planned Approach Speed found on the Landing Data Card marked by an arrow. If icing conditions exist at the arrival airport, VAPP (Icing) will be read back.

51. Okay, we’ll assume now that you’re at the TOD and you’ve started the descent. Descent at the

one company whose procedures I am modeling is usually carried out in V/S mode at a 3 degree flight path with a speed of 230 knots. You’re probably going to need to descend at around 1800 fpm in order to stay on the vertical profile.

52. Passing the Transition Level, click on the appropriate hidden click spot (namely, the Standby

Attitude Indicator) to call “Transition, Altimeters.” Then set your altimeter to the appropirate altimeter setting ATC gives you.

Note: If you forget this call the FO will not inform you of it. Why? It’s due to a programming issue associated with people using on-line ATC and non-fixed transition levels in Europe.

53. Passing 10,000 feet, click on the Altimeter to call “10,000, landing lights on, pressurization

checked.” The FO will then turn on the landing lights.

54. Between 7000 and 5000 feet, the FA will contact you to let you know that the Cabin is ready for landing. Click the Green Button on the FA dialogue panel to acknowledge this.

55. After the FA tells you the cabin is secure,, call for the APPROACH checklist. It’s very

straightforward. The important thing to remember is that it uses the same altimeter cross check method used during the After Takeoff Checklist. So when the FO gives the altitude and says “Now!” be prepared to click the Secondary Button to say “Checked.”

Note: It’s important that you remember to press the Secondary, not the Main, button to call “Checked.” Also note that for the altimeter cross check to work properly, the aircraft must be descending. Due to a programming limitation, the altimeter cross check routine will not function properly if the aircraft is flying level.

APPROACH CHECKLIST

PF PNF

2992 Checked (Remember, use the Secondary Button to called Checked) Going Down Not illuminated Normal Speeds/ Illuminated, Icing Speeds Obtained

Altimeters 2992, 5500… Now Cabin Altitude Speed Versus Icing AOA Light Cabin Report Approach Checklist Completed

Part IV: From the Full Procedure ILS Approach to the End of the Leg

1. We’ll pretend that we’ve been cleared for the approach, so arm approach mode on the autopilot

panel by clicking APP. Only do this during the procedure turn inbound. 2. When the LOC makes positive movement (this should happen somewhere during the procedure

turn inbound), click the Main button to call “Localizer Alive.”

3. In terms of flying procedure, my consultant ATR pilot likes to maintain 230 knots until 10 miles back from the runway. At that point, he will bring back the throttles to idle and slow to 160 knots. But for this tutorial let’s use 210 knots instead of 230 to help give you more time.

4. Now, when the autopilot grabs the Localizer and *LOC is displayed on the autopilot, click the

Main button again to call “LOC Star, runway heading, dual ILS.” At this point the FO will set your runway heading bug so it matches the runway heading and set the ILS frequency in NAV 2. After the FO has set the ILS frequency in NAV 2, he will call “ILS Set.” It’s important to note that while the FO usually sets NAV 2 correctly, sometimes he does not. So be alert for that.

5. Now click the Main Button again to call “Set Go Around Altitude.” The FO will then set the go-

around altitude in the autopilot. What altitude will he set? He will set Landing Elevation (as entered on the Pressurization Controller on the overhead) plus 2900 feet. Accordingly if you’re arriving at a sea level airport, the FO will enter 3000 feet for the Go Around altitude. Why 3000 and not 2900 feet? Because the Landing Elevation in the Pressurization controller for a sea level airport would be 100 feet. However, FS2Crew also includes a custom airport database for select airports, and if your airport is in the database then the FO will set the actual MAP initial climb altitude in the AFCS as defined off the chart.

Note: The database only includes one possible MAP altitude per airport, so it may not always be 100 percent perfect if you are flying into a complex airport with multiple approaches. For Busan (RPKP), the FO will enter 5000 feet.

6. At this point you should definitely be tracking inbound on the localizer. At 11 DME IKMA, I want

you to bring the throttles to idle and slow to 160 knots.

7. When the autopilot grabs the glide slope, the FO will call “Glide slope STAR.”

8. About 9 miles back from touchdown, click the Main Button again to call “Flaps 15, gear down.” Your speed needs to be below 170 knots for this to happen, otherwise the FO will tell you that you’re going too fast to drop the gear and flaps.

9. When the FO drops the gear and flaps, he will call: “Speed Checked.” He will then set PWR MGT

to T/O and set the TAXI&TO and Wing Lights On.

10. When the FO calls “Flaps 15, gear down set,” double check that the flaps are indeed at 15 and that the gear is down and then press the Secondary Button to call “Checked.”

11. Then click the Main Button to call “Inner 140.” At that point, move the Inner Bug on your

Airspeed indicator to 140 knots and slow to 120 knots.

Note: In the recording it sounds a little like the Capt is saying “Inner 120,” but he’s really saying “Inner 140.”

12. Keep slowing down. As soon as the airspeed reaches 140 knots, click the Main Button again to

call “Flaps 30.”

13. The FO will then select Flaps 30 and call “Flaps 30 Set.” Again, when the FO calls “Flaps 30 Set,” press the Secondary Button to call “Checked” after you’ve verified that the flaps are indeed set.

14. As for speed management, with the flaps set at 30 you should maintain 120 knots (you should

bug that with the Inner Bug). You should slow to approach speed (VAPP) 1000 feet above the runway on the glide slope. When you do that, do not forget to bug VAPP with the INNER BUG!

15. Now it’s time to call for the BEFORE LANDING CHECKLIST.

16. To do that, just use the Main Button just as you would with any another checklist, and run the

full checklist accordingly.

17. At 1000 feet on the Radar Altimeter, the FO will call “One thousand, stabilized.” If you are not stabilized, the FO will call “One thousand, not stabilized.” At that point click the Secondary Button to call “Checked.”

18. At 500 feet on the Radar Altimeter, the FO will call “500, stabilized (or not stabilized). If you’re

not stabilized at this point, you need to go around. You do that by clicking the ADC button. See the Go Around Section for more information.

19. If however you are stabilized at 500 feet RA, then click the Main Button to call “Continue, no

action except for a PEC fault.”

20. When the FO calls “Minimums,” click the Main button again to call “Landing” if you have the runway in sight. If you do not have the required visual reference, then click the ADC button to put FS2Crew into Go-Around mode.

21. The FO will disengage the Yaw Damper at 200 feet RA.

22. The FO will then call “100,” “80,” “50,” and “20” feet on the radar altimeter as you near the

runway.

23. After the FO calls “20” feet, the FO will call out your pitch attitude during the flare “Pitch 0… Plus 1… Plus 2… Plus 3, etc.” The ATR is said to be a tricky plane to land and this is done to help avoid tail strikes, which can occur around 8 to 8.5 degrees nose up.

CAT I ILS APPROACH CALLOUTS INCLUDING THE BEFORE LANDING CHECKLIST

PF PNF

LOC Alive (At Localizer positive movement) LOC Star, runway heading, dual ILS Set Go Around Altitude Flaps 15, Gear down Checked (Use the Secondary Button) Inner 140 Flaps 30 Checked Before Landing Checklist Down, Six green LO Speed 30 Takeoff On My discretion/Off Checked (Remember to use the Secondary button for this call) Continue, no action except for PEC Fault (This call is made after the PNF’s 500 RA call)

ILS Set (After ILS Freq set in Nav 2) Go Around Altitude Set Speed Checked (Then selects flaps 15, gear down, PWR MGT to TO and Taxi&Wing Lights On) Flaps 15, Gear down set Flaps 30 Set Landing Gear TLU Green Light Flaps Power Management External Lights Autopilot Before Landing Checklist Complete 1000, Stabilized/ Not Stabilized (1000 RA) 500, Stabilized/ Not Stabilized (500 RA) 100 to Minimums

Contact, Landing or Going Around

Minimums 100 (RA) 80 50 20 Pitch 0… Plus 1… Plus 2… Plus 3…

24. During touch down, the FO will call “Both LO pitch lights illuminated” when you reduce the Power Levers to idle. Make sure you hit the F2 button for reverse thrust.

25. During the roll-out, the FO will callout the following airspeeds: “80 Knots” and “60 Knots.”

26. At around 70 Knots click the Main Button to call: “Wings Level.”

27. Just before you’re about to exit the runway (you’ll be exiting to the right), click the Main Button

to call: “After Landing Memory Items.” The FO will then perform his After Landing flow:

i. Flaps 0 ii. Engage gust lock iii. Radar off iv. Landing lights off v. Anti ice and probe heats off vi. Trims reset to zero (Elevator trim reset to 1) vii. Strobes off viii. Xpndr to standby ix. TCAS off

28. When the FO completes his After Landing Memory items, he will then call: “Memory Items

Completed.” 29. Somewhere during the taxi, usually during a turn, you can command the FO to feather engine #1

and run the After Landing checklist. You can do that by clicking the Main Button. The call goes like this: “Number 1 feather, after landing checklist please.”

30. The FO will feather number 1 and perform the After Landing checklist. The FO will also start his

Timer. Note that the FO reads the After Landing checklist silently, so please don’t send me any emails about that.

31. When the FO timer reaches 1 minute, the FO will call out “One minute.”

32. After the FO calls “One minute,” you should then click the Main button again to make the

following command: “Fuel Shutoff, bleeds off.” The FO will then do that.

Note: It can be a little tricky to taxi with Engine #1 feathered or shut down, but it is do-able. The important thing is to keep your speed up. Do not let the airplane stop until you are at the stand.

33. After the plane has stopped, you as the Captain need to perform your memory items and engage

Hotel Mode:

i. Parking brake – Set

ii. Taxi & wing lights – Off

iii. Cl#2 – Feather

iv. Prop brake – On (after 30 seconds)

When the Prop has stopped:

i. Beacon - Off ii. Seatbelt signs - Off iii. Emergency exit lights – Disarm

Note: The doors will open automatically. However, for that to happen, the following conditions must be met: The parking brake must be set, the beacon must be off, and the prop brake must be on. If those conditions are not met, then the doors will not open! Note: Do not move CL#2 to Shutoff until you’ve completed the Parking Checklist. *Note: Don’t forget to turn-off your timer!

34. With the prop brake on and the emergency lights disarmed, you should now call for the PARKING

CHECKLIST by clicking the Main Button. The Parking Checklist is very self-explanatory and straight forward.

PARKING CHECKLIST

FO CAPT

Parking Brake Condition Lever 2 Prop Brake Tail Prop Parking Checklist Completed

Set Feather On and Locked Required

35. When the GPU is available, the Captain sets:

i. GPU – ON ii. CL#2 – FUEL SHUTOFF iii. Bleed #2 – OFF

You will hear the Ground Crew banging on the side of the plane. That is how they will let you know that the GPU is connected. On the Flight1 ATR, however, the GPU is automatically connected anytime you set the parking brake.

36. The Captain will then fill out the Tech Log (this is a peculiarity – in most other airlines the FO does

it). The FO will then unlock the cockpit door and fill out the journey log. 37. At this point we need to decide if this is going to be the last flight of the day or if we are going to

fly another leg. For the purposes of this tutorial, it is going to be the last flight of the day. In that case, the FO will collect all the charts and papers, and then shut down the systems. To tell FS2Crew that this is the last flight of the day, open the Master Panel and click the TERM button. Basically the FO will do all the work:

i. Both packs – Off ii. Oxygen Supply – Off iii. No smoking sign – Off iv. Anti Ice/Probe heat – Off v. All Ext Lights – Off vi. Fuel Pumps – Off vii. Pedestal Lights – Off viii. Radios – Off ix. RA DH – Zero x. EFIS CRTs – Off xi. Fuel Used – Reset xii. Torque Bugs – 90 percent xiii. Map/Chart/Reading Lights – Off

38. The FO will then read silently the LEAVING THE AIRCRAFT checklist. Upon leaving the aircraft, the

FO selects the dome and storm lights off, selects GPU off and turns the battery switch off.

39. If you want to setup for another leg, you need to open the Master Panel again and click the Activate Button again to start FS2Crew in Thru-Flight mode for the next leg. In that case, the FO will perform the following:

i. ENG #1 fire test & Seatbelt switch on ii. Capt/FO windshield heating on iii. Smoke test & Extract fan reset iv. ENG #2 fire test v. RA and DH to zero vi. Reset fuel used & Torque bugs to 90 percent vii. Antiskid test viii. Landing elevation for next sector (The FMC must be programmed first) ix. HDG LO BANK and IAS on the ADU (The FMC must be programmed first or default

values will be set) x. Exits the aircraft and performs the walk around

TUTORIAL END

Icing Procedures Special icing procedures have been developed for the ATR. First of all, what are icing conditions? Icing conditions exist when the outside air temperature on ground is less than +5 degrees centigrade or in the air TAT is less than +7 degrees centigrade AND there is any visible moisture in the air, such as clouds, precipitation, or fog with visibility of 1 mile or less. For cloud type visible moisture, the FO will only select anti-ice on the ground if the clouds are below the Acceleration Altitude. For the purposes of icing considerations, the Acceleration Altitude is fixed at 1000 AFE. Ground icing conditions exist when outside air temperature is less than +5 degrees centigrade when operating on ramps, taxiways and runways where surface snow, standing water or slush is present. Generally, whenever icing conditions exist, anti ice (level 2) should be on - i.e. Propellers, aileron and elevator horns as well as side window heat. The FO will configure for Level 2 anti-ice Before Taxi flow when the Prop for Engine 2 reaches 40%. Once the horns heat has been switched on, the green “Icing AOA” caption illuminates on the left side of center panel. It can be switched off (by pressing it) only by the Capt., when the horns anti ice has been switched off and the aircraft has been verified clear of ice. When the “Icing AOA” light is on, stick shaker and stick pusher activation thresholds are set at lower AOA. Therefore, minimum icing speeds have to be bugged and observed. These are as follows: - For flaps 0 – red bug - Best single eng. climb speed at flaps 15 – white bug - Other speeds (V1/Vr. V2, Vapp, Vga) have to be determined from the QRH When ice accretion is detected (visually, or by ice detector), De-icing (level 3) - Engine and Airframe de-icing, should be switched on. Procedures in flight: When entering ice conditions, PF should call for “Entering icing conditions procedures” by clicking the ENT ICE button on the Master Panel for Level II anti-ice. This procedure is performed by PNF:

i. Anti icing (prop-horn-side windows) – On ii. Mode selector – Auto iii. Minimum maneuver/operating icing speeds - Bugged and observed iv. Ice accreditation - Monitor

On first indication of ice accretion, the PNF (who in FS2Crew is always the FO) will set Level III anti-ice.

i. Anti icing (prop-horns-side windows) – Confirm on ii. De icing eng 1+2 – On iii. Airframe de icing – On iv. MINIMUM MANEUVER/OPERATING ICING SPEEDS - BUGGED AND OBSERVED

When leaving icing conditions: -DE ICING and ANTI ICING may be switched off. When the aircraft has been verified clear of ice: - ICING AOA may be switched off by Capt. and normal speeds may be used.

Procedures on the Ground When icing conditions exist on ground and/or in the air below the acceleration altitude: - Icing speeds should be used for takeoff - Anti ice level 2 should be configured by the PF when performing the BEFORE TAXI checklist (after selecting the Standby Probe heat on) - After climb sequence, flaps may be set to 0 after passing RED BUG De icing on Ground The ATR version of FS2Crew models a de-icing truck that will come to your aircraft at the stand after the FA has informed you that the cabin is ready for departure. Important: Do not start the Before Taxi Checklist until De-Icing procedures have been completed. Just prior to the de-icing truck arriving at the aircraft, the FO will perform the following tasks: - BLEEDS OFF - OVBD VALVE CLOSED When de-icing is complete, the FO will turn the bleeds back on and open the overboard valve. The panel pictured below will automatically appear:

Notes: The de-icing attendant will automatically connect to the aircraft and initiate the dialogue. You have two choices: You can request to be de-iced only or you can request to be de-iced and to have anti-icing fluid applied. Click the appropriate box to make your selection. You can only pick one! If you requested anti-icing fluid to be applied, then you can select your holdover time using the + and – buttons. Charts are publicly available on the Internet to help you determine what your holdover time should be depending on the prevailing conditions. Important: The Holdover Time will automatically start counting down after the final application of anti-fluid has been applied. If you try to take-off with 0 remaining time left for your hold over, the FO will remind you that you are not legal for takeoff. When you’re finished, the FO will turn the bleeds back on and open the overboard valve. At this point you should call for the Before Start checklist by clicking the Main Button. The De-Icing Panel will automatically close. You do not need to manually close it. Assisted takeoff After de-icing with TYPEII, or TYPEIV fluids, considerably higher elevator forces may be encountered on rotation (especially after type IV de icing). Takeoff should be performed from full stop and the takeoff briefing should be complemented by the Capt. with the following phrase: “Due to type IV fluid, if I need your help, I will call PULL. You will pull back the control column up to 5 degrees pitch. At 5 degrees, you will call 5 DEGREES PITCH and release the controls. I confirm, I remain the pilot flying.” In FS2Crew, after calling Rotate, immediately click the Secondary button again to call “Pull” and then rotate. When the plane reaches five degrees nose up, the FO will call “5 Degrees.” You should then click the Secondary button again to call “Checked.” At this point you can continue the climb normally. Note: Prop 1 Anti-Ice must be selection on for these calls to trigger. 3-2 Non Precision Approaches

FS2Crew models Non Precision Approach procedures. Non Precision Approaches should be flown as a continue descent approach, usually auto coupled until visual with the runway.

The final approach configuration should be established and the BEFORE LANDING CHECKLIST should be completed before the FAF. Callouts are similar to a CAT I ILS approach. However, there a few minor substitutions and changes:

CALLOUT SUBSTITUTIONS FOR A NON-PRECISION APPROACH

Intercepting the Approach Course: Non Precision Approach (LOC) Non Precision Approach (NDB) Non Precision Approach (VOR) When calling: “Contact Landing” When disconnecting the Autopilot: CAT I ILS Approach Non Precision Approach (All Types) Omitted Calls: In a CAT I ILS Approach the 3

rd Main Button press

produces the “Set Go-Around Call.” During a Non-Precision Approach, however, this call is omitted as its function is embedded in the Autopilot Disconnect Call. Accordingly, the 3

rd Main Button

press during a Non-Precision Approach produces the “Flaps 15, Gear Down Call.”

*Hidden click spots located on Aircraft Registration Placard. Hidden click spot = LOCALIZER ALIVE Hidden click spot = 5 DEGREES Hidden click spot = COURSE ALIVE Hidden click spot with the gear down. If the gear is up you will call COURSE ALIVE AUTOPILOT OFF STBY MODE, RWY HEADING, CHECK GO AROUND ALTITUDE (The PNF will set STBY on the ADU, set the Runway heading and set the Go Around Altitude)

About Setting the DA, DDA or MDA with the Red-Bug: On a CAT 1 ILS approach we would set the Red Bug on the altimeter to the DA. For example, if the DA is 300 feet you would set the Red Bug to 300 feet. If the DA is 2650 feet you would set the Red Bug to 650 feet (FS2Crew automatically determines the runway elevation in thousands from the FMC and adds that to the Red Bug setting in 100’s to compute the DA.)

The same principle applies when shooting Non-Precision approaches. However, in cases where the MDA is greater than runway elevation plus the Red Bug setting, we need to tell FS2Crew to make a correction otherwise the FO will not be able to properly call “100 Above” or “Minimums.” Example: MDA is 2500 feet. Runway elevation = 2000 Red Bug = 500 FO will call “Minimums” at 2500 feet. But what happens if the MDA is 3500 feet? How can we add an extra 1000 feet to the runway elevation? We can do that by selecting a Non-Precision Approach Mode on the Arrival Brief Page. When you do that, you will see a new set of numbers appear directly beneath the Approach Type box. If you click on those numbers (which are displayed in 1000s), you can effectively raise the runway elevation so that that FS2Crew can compute your MDA. In the example, above, we would want to raise the runway elevation by 1000 feet, so we would select 1000 feet as our additive. Runway Elevation = 2000 Additive = 1000 Red Bug = 500 Total: MDA = 3500 3-3 Visual Approach Procedures Visual Approach procedures are easy to fly in the ATR. Downwind should be flown at roughly 1000 to 1500 feet above the runway at 160 knots (or Red bug plus 10 in icing conditions). Abeam the threshold, call for flaps 15 and gear down. You will then call for the Before Landing Checklist. It is recommended that you fly the approach on autopilot until 500 feet on final, and then disconnect the autopilot by pressing the ‘Z’ key on your keyboard. Disconnecting the autopilot while on a visual approach will result in the Captain making the following call: “STBY MODE, RWY HEADING, CHECK GO AROUND ALTITUDE.” The PNF will then perform those actions. It is also suggested that you be configured for landing before turning final (in other words, you should select Flaps 30 on your base leg). The order of Main Button Presses to calls goes as follow on a Visual Approach:

i. First click = Flaps 15, gear down ii. Second click = Before Landing Checklist iii. Third click through Seventh click = Before Landing Checklist items iv. Eight click = Inner 140 v. Ninth click = Flaps 30 vi. Tenth click = Continue, no action except for PEC fault (Done at 500 RA) vii. Remainder the same

Note: On a Visual Approach the FO will not call Minimums or Approaching Minimums.

3-4 Go Around Procedures To initiate a go-around, you need to click ADC-SW Light, not the GA button on the Throttle Quadrant. That will put FS2Crew in Go-Around mode. When you press the ADC-SW Light you should advance the PL’s to RAMP. The following call will automatically be produced when you press the ADC-SW button: GOING AROUND, FLAPS 15, CHECK POWER. It is important to remember that you will need to re-select and re-brief the approach on the Approach Briefing Page before you shoot another approach. Note: The ADC-SW click spot only puts FS2Crew in Go Around mode when FS2Crew is in Landing Mode. The following table illustrates the Go Around calls, where each of the PF’s calls are made in sequence with each successive Main Button press.

GO AROUND CALLS

PF PNF

*ADC-SW Click spot pressed. Go around and flaps call made. GOING AROUND, FLAPS 15, CHECK POWER GEAR UP HEADING, LO BANK, IAS CHECKED *At the Acceleration Altitude, calls and actions performed as in normal takeoff. For go-around, the Acceleration Altitude is fixed at 1000 AFE.

Selects Flaps 15, checks power and calls: POWER SET, FLAPS 15 SET POSITIVE RATE GEAR UP SET HEADING LO BANK, IAS SET

4-1 Normal Checklist FINAL COCKPIT PREPARATION MEMO PANEL………………………………………………………………………........ CHECK GEAR PINS & COVERS………………………………………………………………… ON BOARD TORCHES……………………………………………………………………….............. ON BOARD FUEL QTY………………………………………………………………………………….. CHECK TO DATA-BUGS………………………………………………………………………….. SET TRIMS……………………………………………………………………………………..... SET ALTIMETERS……………………………………………………………………………... SET LANDING ELEVATION………………………………………………………………….. SET COM/NAV…………………………………………………………………………………. SET ENG TEST……...………………………………………………………………………….. PERFORMED PARKING BRAKE………………………………………………………………………... SET BEFORE TAXI TAIL PROP……………………………………………………………………………….. ON BOARD DOORS……………………………………………………………………………………. CLOSED BEACON………………………………………………………………………………….. ON PROP BRAKE…………………………………………………………………………..… OFF CL 2……………………………………………………………………………………...... AUTO ANTI ICING……………………………………………………………………..………… AS RQD FLAPS……………………………………………………………………………………... SET ANTISKID…………………………………………………………………………………. TEST RADAR……………………………………………………………………………………. STBY TAXI BRAKES…………………………………………………………………………………..... CHECK ENG 1 START……………………………………………………………………………. PERFORMED CL 1……………………………………………………………………………………........ AUTO COCKPIT COM HATCH………………………………………………………………… CLOSED AFCS………………………………………………………………………………………….. SET TO CONFIG………………………………………………………………………………. TEST TAKE OFF BRIEFING…………………………………………………………………… SET BEFORE TAKE OFF GUST LOCK……………………………………………………………………..………. RELEASE FLIGHT CONTROLS…………………………………………………………………….. CHECK BLEED VALVES………………………………………………………………..………... AS RQD AIRFLOW…………………………………………………………………………………. NORM CCAS………………………………………………………………………………………… TO INHI EXT LT…………………………………………………………………………………….. SET XPDR……………………………………………………………………………………… ALT TCAS………………………………………………………………………………………. AUTO RUDDER CAM…………………………………………………………………………… CENTER RADAR……………………………………………………………………………………. AS RQD RUNWAY HEADING LINED UP: LATERAL FD BARS……………………………………………………………………... CENTERED

AFTER TAKE OFF LANDING GEAR…………………………………………………………………………. UP TAXI & TO LT…………………………………………………………………………….. OFF PWR MGT………………………………………………………………………………… CLB FLAPS……………………………………………………………………………………….. 0 BLEED VALVES…………………………………………………………………………. ON ALTIMETERS…………………………………………………………………………..… SET MEMOPANEL…………………………………………………………………………….. CHECK CRUISE PWR MGT………………………………………………………………………………… CRZ SEAT BELT SW……………………………………………………………………......... AS RQD DESCENT CCAS (if necessary)……………………………………………………………….….. RCL LANDING DATA…………………………………………………………………………. SET SEAT BELTS……………………………………………………………………………... ON CABIN CREW…………………………………………………………………………….. INFORM APPROACH ALTIMETERS…………………………………………………………………………….. SET CABIN ALTITUDE………………………………………………………………………. CHECK SPEED VERSUS ICING AOA LT…………………………………………………… CHECK CABIN REPORT……………………………………………………………………........ OBTAIN BEFORE LANDING LDG GEAR……………………………………………………………….………………. 3 GREEN TLU green light……………………………………………………..................... CHECK ILLUMINATED FLAPS…………………………………………………………………………………….. SET PWR MGT………………………………………………………………………………… SET EXT LT…………………………………………………………………………………….. SET AP……………………………………………………………………………................. AS REQD AFTER LANDING XPDR………………………………………………………………………………………. STBY RADAR……………………………………………………………………………………. STBY TCAS………………………………………………………………………………………. STBY FLAPS……………………………………………………………………………………... 0 GUST LOCK……………………………………………………………………………… ENGAGE PITCH AND ROLL CONTROLS……………………………………………………. CHECK LOCKED TRIMS……………………………………………………………………………………… RESET ENG START……...………………………………………………………………………. OFF/START ABORT EXT LIGHTS………………………………………………………………………………… OFF ENG COOLING TIME………………………………………………………………… 1 MIN OBSERVED CL 1………………………………………………………………………………………...... FUEL SO

PARKING PARKING BRK……………………………………………………………………………… SET CL 2………………………………………………………………………………………...... FTR PROP BRAKE…………………………………………………………………................ ON/LOCKED TAIL PROP………………………………………………………………………………….. AS RQD LEAVING THE AIRCRAFT OXYGEN MAIN SUPPLY……………………………………………………………….. OFF ICE AND RAIN PROTECTION…………………………………………………………. OFF EXT LT………………………………………………………………………………………… OFF EFIS…………………………………………………………………………………………… OFF RADAR……………………………………………………………………………………… OFF COM / NAV……………………………………………………………………………….. OFF CL 2……………………………………………………………………….………………….. FUEL SO FUEL PUMPS……………………………………………………………………………… OFF EMER EXIT LT……………………………………………………………………........... DISARM BAT……………………………………………………………………………………………. OFF

MANUAL END

fs2crew atr main ops

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