Please review Magnar’s new MSFS takeoff tutorial and see if you’re doing anything differently: https://www.youtube-nocookie.com/embed/kcSTkHC9yTQ
I’m confused by the title of this thread because wouldn’t “climb” be less powerful than “takeoff” in any plane? Something truly bizarre is that CLB is weaker than CRZ in one of the variants. From what I’ve read, that’s the behavior of the real plane.
Are you getting the same result starting the sim on the runway with engines running?
Autopilot can and should be engaged when taking off into IMC as soon as possible as we don’t really want to be practicing our hand flying when in cloud with terrain on a SID. I seem to recall you can press the button at 150 feet but to say you shouldn’t bang it on until 170 IAS is incorrect.
Perfectly normal. So i am not sure who is the stupid here lol.
You want to improve your climb rate let go of load or reduce the temperature.
Wanna know how weak the atr is in real life try to do 1 engine failure past v1 and see how miserable your climb rate is compared to the q400 and even dhc 06.
Hi, what was ‘stupid’ was having 100ft ish trees by and in the runway threshold, other than that I was only reporting what I got vs wise during my climb. My issue is the atr on initial climb out after takeoff will not climb using ias or vnav. It levels off and actually loses altitude until reaching 170 , then will climb again, so not sure I was being stupid but will certainly learn from my mistakes and will seek advice elsewhere going forward.
My bad for misreading what you wrote and i must apologize for that.
In the case for the wonky IAS climb behavior. I’ve sat on the jump seat thrice before and i noticed the crew rarely engage it that early until most of the workload phase have stabilize.
What i noticed they would do for take off and climb.
Rotate out at v2 onwards pitch it between 8 to 10 degrees but never more than 10degrees.
Positive rate gear up.
At around 200 feet engage yaw damper.
At 400feet(may wary depending on the airport your operating out of it may be higher) is the typical acceleration height and they would pitch it to 5-6 degree let it climb very shallow and trim.
Set engine power management to climb.
Let the speed go past flap speed and retract the flaps.
Engage autopilot.
Use v/s +1000fpm until 160knots or approaching 170knots only then ias climb is engaged bugged to 170knots.
Was also told by the crew if the airport is surrounded by mountains and they wanna climb the hell out of it. They would opt to climb using IAS climb at white bug +10knots which is usually around 140-150knots for a steeper climb until satisfied they would use back v/s +500 and let to the speed go back to 170knots and reengage IAS climb at 170.
A bit different from the Boeing and Airbus where they can just turn on the autopilot at 200feet and let the plane settle itself and only move the flap or thrust(for airbus) lever position based on speed and acceleration height schedule lol. The LVL change/FL CH and Open climb/descent is also a lot more stable than the Atr.
I’m sorry too. I had watched the notebook and my feminine side was dominant at the time. Some really good info there thanks. I wrote a post yesterday to someone who needed help and it is pretty close so thanks for filling in a few holes with accelleration alt etc.
Isn’t this default behavior? The power should go down when switching from TO to CLB as TO is almost max power which puts strain on the engines, while CLB is more economical. As a result the nose drops down, and if done too early (below 1000ft thereabouts) you’ll get some “don’t sink” notifications while it levels out until it reaches 170kts. Then it starts climbing ever so slowly. Waiting until you’re around 170kts will work I suppose.
Once it’s on Cruise it’ll set the Cruise speed. Since the latest 1.0.23/34 patch the Cruise speed it sets is about what it will reach. Before that it would set 245 and never reach it, which is fine as it means drag equals power.