機型庫ATR 42-600 / 72-600

Alan Wilson from Peterborough, Cambs, UK · CC BY-SA 2.0 · ATR 72-600 of Binter Canarias

ATR 42-600 / 72-600

A high-wing regional transport family powered by two turboprops.

Airliner設定檔選項：2 個

瞭解飛機

The ATR 72 grew from the smaller ATR 42 into a longer regional transport. Its cabin sits below a straight high wing, with a turboprop on each side and a T-tail behind. Cargo and maritime-patrol versions also use the airframe.

The 42 and 72 share a family identity but differ in size and capacity. The -600 variants have a later flight deck than early ATRs, with equipment described in their respective developer manuals.

Aircraft / family

Propulsion: Twin turboprop↗
Configuration: High wing · T-tail↗

在 AirframeDB 上了解這款航空器

Development milestones

First flight: 27 October 1988

Developed from: ATR 42

A light-twin pilot joins an acceptance flight

Von Croy joined ATR test pilot Eric Delesalle for a two-hour acceptance flight in an ATR 72-500. Coming from private flying with a multiengine rating, he was surprised by how manageable the much larger aircraft felt while taxiing. Its acceleration and climb made a stronger impression after takeoff, although the aircraft carried a light load. Along the Pyrenees, his early attempts at hand-flying involved excessive control and trim inputs before he became more accustomed to its response.

Delesalle handled the systems while von Croy concentrated on flying and simple navigation. Returning to Toulouse, the test pilot also managed configuration and power. Von Croy began the flare too high, then held the nose up until the main wheels touched; the nosewheel followed less gently than he intended. He stresses the difference between that supervised demonstration and mastering airline procedures and crew coordination. The experience concerns the earlier 72-500, before the 600-series flight deck.

A quiet cockpit and a difficult moment to speak up

Joy recalls flying the ATR as a first officer with about a year on the type. A newly upgraded captain initially made the trip pleasant, but became withdrawn and defensive after a poor crosswind landing. By their fourth day together, the atmosphere had made routine questions uncomfortable. Approaching St. Louis, a controller mistook their ATR for a smaller aircraft and offered a sidestep to a runway Joy believed their airline did not permit it to use.

The captain insisted they accept. Joy hesitated, caught between his own experience on the aircraft and the other pilot's rank and confidence. Before he resolved that conflict, the controller identified the ATR and restored their clearance to the longer runway. Joy's lasting memory is his disappointment at not asserting himself. The episode changed how seriously he regarded crew-resource-management training and, later, how he wanted colleagues to question him. It is a personal crew-coordination account; the article does not identify the ATR subvariant.

The ATR chapter of a career she later reclaimed

McWhirter's first airline job began in the training department at Continental Express. After fulfilling a commitment of more than two years, she moved to full-time line flying on the ATR 42. Based in Newark, she flew throughout the northeastern United States and remembers the valuable winter-operating experience those routes provided.

She expected to upgrade to ATR captain in November 2001. The changes following September 11 accelerated the airline's move toward jets, and she chose to transition to the Embraer 145 as a first officer. She later left airline flying to raise her children, continued to miss the cockpit, and began a return with her family's support.

公開來源 8

ATR 72Research background · Wikipedia revision 1373470656 · retrieved 2026-09-12
Microsoft Flight Simulator aircraft manuals
MSFS 2024 FAQ and edition aircraft inventory
Expert Series 01: ATR 42-600 / 72-600 Expansion2024-10-10 · release and package scope
Perfect go-around: A flying visit to the ATR flight test departmentAlexis von Croy · Issue 1, 2007, page 10
Crew Members Need To Speak Up In The CockpitDustin Joy · 26 June 2018
Reclaiming A DreamErin McWhirter · 7 January 2022
ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03

設定檔如何建模

ATR 72-600

Free + Pro

MSFS 2020MSFS 2024

The ATR 72 grew from the smaller ATR 42 into a longer regional transport. Its cabin sits below a straight high wing, with a turboprop on each side and a T-tail behind. Passenger services are only part of its story: cargo and maritime-patrol versions also use the airframe.

This starting point selects ATR 72-600. Its aircraft-level settings do not select a particular developer’s custom systems.

Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.

Valid trim provides the configured pressure relief. Autopilot following is enabled for supported control references.

下載修訂版 3

Controls and trim

The selected ATR 42-600 and 72-600 belong to the same regional turboprop family but retain different airframes and equipment scope. The preserved technical datasheet is specifically for the 72-600, while Microsoft's simulator announcement names the included variants. Its climb figures use calibrated airspeed and its cruise figures true airspeed, so neither directly defines the profile's indicated-speed feel reference.

ATR 72-600 manufacturer data sheet

About the values

The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.

Master gain & control system

Master gain85%

施加於模型產出的一切、在裝置上限之前的最終整體輸出縮放。

調高: 一切(彈簧、載荷、效果)一同增強。

調低: 一切一同變柔。

設定理由: Scales overall profile strength while preserving effect balance, subject to device and output limits.

Forces

Spring strength74%

把搖桿拉回中央的基礎回中力。其他所有力都疊加在它之上。太低,正常飛行中搖桿會發軟;太高,它會與你的手較勁,並掩蓋疊加其上的細微提示。

調高: 更硬的回中,更抗手。

調低: 更軟的桿,只靠氣動載荷。

設定理由: The selected yoke response is nominal. The 72-600 engine datasheet is not a measurement of primary-control forces for both ATR variants. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 90 KIAS.

ATR 72-600 manufacturer data sheet

Spring deadband5%

中央附近彈簧保持安靜的小中立區,讓靜止時的微小移動不會咔嗒作響。更寬更安穩但更松,更窄更精確但可能在中央附近抖動。

調高: 更安靜但更松的中央,曠量更大。

調低: 更緊的中央,靜止時可能抖動。

設定理由: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.

Overall aerodynamic load68%

作用於兩條持續軸載荷的主縮放,在它們各自的獨立平衡之前施加。設定檔通常不動它,而是調校兩條軸載荷。

調高: 兩軸載荷一同加重。

調低: 兩軸一同減輕。

設定理由: The aerodynamic-load gain is 0.68 with an indicated-speed reference of 210 KIAS. This supplies speed-dependent loading alongside the spring.

Airspeed blendingTrue

啟用低速彈簧介入視窗(上面的起始/全強度節數)。關閉時彈簧在所有速度下恆定。

設定理由: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.

Low-speed spring floor55%

在靜止、空速尚未產生氣動力之前,彈簧還剩多少。下限高,停機時搖桿結實;下限低,則是停放輕型飛機那種鋼索鬆弛的感覺。

調高: 停機和滑行時桿更結實。

調低: 停機時桿發軟,只隨速度甦醒。

設定理由: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.

Spring engagement start20 kt

彈簧從低速下限開始向全強度攀升的空速:起飛滑跑中操縱面"甦醒"的那一刻。

設定理由: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.

Spring engagement full90 kt

彈簧達到全強度的空速。從起點到這裡,隨著氣流在操縱面上增強,回中逐漸變硬。

設定理由: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.

力回饋調校速度210

氣動載荷達到設計滿值的指示空速。它把整條載荷曲線錨定在飛機真實的速度範圍:172在110節就載滿,噴氣機要晚得多。

調高: 載荷來得更晚;桿輕到更高速度。

調低: 載荷來得更早,巡航更沉。

設定理由: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.

Centre firmness vs speed10%

在偏轉載荷之外,回中本身隨速度變硬的程度。零則中央手感恆定;越大,巡航時回中越硬,起落航線上越松。

調高: 中央隨速度明顯變硬。

調低: 任何速度下中央手感恆定。

設定理由: The high-speed spring-stiffening gain is 0.1. It strengthens the permitted spring response above 90 KIAS, with the squared-speed ratio capped at 5.

Centre stiffening cap5

速度驅動的中央變硬上限,防止高速飛行把彈簧無限上緊。

調高: 高速允許更多總硬化。

調低: 硬化更早封頂。

設定理由: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.

Aileron load72%

由副翼偏轉和空速產生的持續橫滾載荷,獨立於俯仰調校。與升降舵載荷一起,決定評測中常說的操縱協調比。

調高: 橫滾力更重。

調低: 副翼更輕更靈。

設定理由: Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.

Elevator load100%

由升降舵偏轉和空速產生的持續俯仰載荷,獨立於橫滾調校。這是決定機型俯仰重量的主槓桿。它不影響副翼、彈簧、配平或抖振力。

調高: 速度下持續俯仰力更重。

調低: 升降舵更輕,握持更省力。

設定理由: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.

Max output force55%

每個穩態俯仰或橫滾力到達裝置前的上限,防止猛烈機動中砸擊或飽和硬體。

調高: 削波前更高的穩態力峰值。

調低: 更柔的上限;猛烈機動更早被抹平。

設定理由: Caps directed-force output. Native spring effects and device limits remain separate.

Trim

Trim relief (elevator)30%

升降舵配平緩解持續俯仰力、移動桿的安定位置的強度。在100 %時,配平得當的飛機不需要保持壓力——正是真實飛行中"用配平消掉載荷"的流程。

調高: 配平消掉更多持續力;100 %時滿配平可完全抵消。

調低: 即使配平也仍要持續用力。

設定理由: The selected pitch-trim relief is a software approximation; the acquired technical overview does not quantify trim-driven hardware movement. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.14.

ATR 72-600 manufacturer data sheet

Trim relief (aileron)14%

橫滾配平的同類緩解。多數通航機型沒有真正的副翼配平,所以保持為零;有橫滾配平的機型獲得相應的值。

調高: 橫滾配平消掉更多持續力。

調低: 橫滾配平作用更小。

設定理由: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.

Effect gains · Ground

Runway rumble42%

由輪速和地面型別(鋪裝、草地、礫石)產生的滾動振動。

調高: 桿上更強的地面質感。

調低: 更平滑的滑行。

設定理由: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.

Gear bumps32%

來自伸縮縫、車轍和粗糙地面的短促離散顛簸,為持續隆隆聲打上標點。

調高: 接縫與車轍的衝擊更清晰。

調低: 更柔的地面細節。

設定理由: Sets gear-bump texture during ground motion, separate from touchdown impact.

Effect gains · Airframe

Stall buffet28%

接近失速及失速警告響起時的機體抖動:這副機翼宣告不滿的音量。斷失乾脆的機型抖振收斂,讓喇叭承擔警告。

調高: 更強的失速前顫抖。

調低: 更含蓄的機翼;警告交給喇叭。

設定理由: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.

Mach buffet0%

接近馬赫極限的跨音速抖振。對接近MMO的噴氣機有意義,對到不了那裡的活塞機和渦槳機為零。

調高: 接近馬赫極限時更強的跨音速抖振。

調低: 高馬赫下更平滑的飛行。

設定理由: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.

Flap buffet14%

襟翼伸入氣流後機體的低頻振動,發生在它們真正做功的速度視窗內。

調高: 襟翼做功時更粗糙的飛行。

調低: 更柔的進近襟翼。

設定理由: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.

Gear buffet10%

可收放起落架懸在氣流中引起的機體鼓振。固定起落架機型為零,它們的機體外形從不改變。

調高: 放起落架時更多鼓振。

調低: 放起落架飛行更乾淨。

設定理由: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.

Stick shaker50%

由飛機自身失速警告系統觸發的專用抖桿器振動。只有真有抖桿器的機型才有值;其餘全靠氣動抖振和喇叭。

調高: 更硬的抖桿器。

調低: 更含蓄的抖桿器。

設定理由: Sets triggered shaker strength; inactive while the shaker feature is disabled.

Effect gains · Engine, mechanical & drag

Touchdown thump82%

機輪觸及跑道那一下的單次衝擊,按下沉率縮放:輕柔著陸是耳語,結實到達是一記悶響。

調高: 觸地時更硬的一擊。

調低: 更柔的到達。

設定理由: Sets landing-impact strength; landing telemetry and response shape determine the pulse.

Reverse rumble48%

反推或槳葉beta區工作時的滑跑振動。無反推機型為零。

調高: 反推下更粗糙的滑跑。

調低: 更含蓄的反推。

設定理由: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.

Engine rumble6%

從慢車到全功率跟隨轉速的持續動力裝置振動——前方有東西在燒油的永恆提醒。

調高: 桿裡更多引擎。

調低: 更含蓄的引擎。

設定理由: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.

Flap motion12%

僅在模擬器報告襟翼舵面確實移動時的持續振動。它跟隨真實作動器的運動和故障,而非估算的計時器。

調高: 襟翼移動中更多振動。

調低: 更含蓄的襟翼行程。

設定理由: Sets texture from observed flap movement; a command without movement does not establish the cue.

Autopilot follow

AP follow authority10%

自動駕駛指令可以讓桿實際移動多遠。在MSFS中保持極小,因為移動的軸可能被讀回為飛行員輸入;零則完全停用跟隨。

調高: 自動駕駛讓你的桿移動得明顯更多。

調低: 幾乎察覺不到的跟隨。

設定理由: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.

Stick feel

StickFeel · Trim feel enabledTrue

Whether this feature is active in this profile.

設定理由: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.

StickFeel · Trim relief enabledTrue

Whether this feature is active in this profile.

設定理由: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.

StickFeel · Force trim enabledFalse

Whether this feature is active in this profile.

設定理由: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.

StickFeel · G load enabledTrue

Whether this feature is active in this profile.

設定理由: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.

StickFeel · Rate damping enabledTrue

Whether this feature is active in this profile.

設定理由: Enables rate damping with the configured coefficients and control law.

Autopilot

Autopilot · Follow enabledTrue

Whether this feature is active in this profile.

設定理由: Following is on at 0.1 authority when a supported, valid autopilot control reference is available.

Autopilot · Neutral hold enabledFalse

Whether this feature is active in this profile.

設定理由: Permits centering hold during a supported AP state, separate from following a moving target.

Autopilot · Neutral hold strength0.6

設定理由: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.

Aero

Aero · EnabledTrue

Whether this feature is active in this profile.

設定理由: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.

Aero · Max flap index2

Where this effect reaches full strength (or has fully faded, for washouts).

調高: a more gradual build to a later peak.

調低: a quicker build.

設定理由: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.

Aero · Min flap index2

Where this effect begins fading in.

調高: the effect begins later.

調低: it begins earlier.

設定理由: Sets the first flap detent that admits buffet; this is a handle index, not degrees.

Aero · Shaker enabledFalse

Whether this feature is active in this profile.

設定理由: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.

Ground

Ground · EnabledTrue

Whether this feature is active in this profile.

設定理由: Enables ground effects; each still needs its own strength and contact or motion telemetry.

Engine

Engine · EnabledTrue

Whether this feature is active in this profile.

設定理由: Enables engine cues with nonzero settings and valid running-engine telemetry.

Mechanical

Mechanical · EnabledTrue

Whether this feature is active in this profile.

設定理由: Enables accessory cues with configured strengths and observed accessory movement.

Mechanical · Gain0.12

The strength of this effect.

調高: a stronger effect.

調低: a weaker one.

設定理由: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.

全部設定檔設定

估算的設定檔設定
引數	數值	控制作用及原因
Spring strength	0.74	The selected yoke response is nominal. The 72-600 engine datasheet is not a measurement of primary-control forces for both ATR variants. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 90 KIAS.
Spring deadband	0.05	Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Force gain	0.68	The aerodynamic-load gain is 0.68 with an indicated-speed reference of 210 KIAS. This supplies speed-dependent loading alongside the spring.
Master gain	0.85	Scales overall profile strength while preserving effect balance, subject to device and output limits.
Dynamic-pressure blend	True	Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Minimum spring factor	0.55	Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring wake-up speed	20 kt	Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring full-strength speed	90 kt	Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
力回饋調校速度	210.0 kt	Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Airspeed spring stiffening	0.1	The high-speed spring-stiffening gain is 0.1. It strengthens the permitted spring response above 90 KIAS, with the squared-speed ratio capped at 5.
Airspeed stiffening cap	5	Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron force scale	0.72	Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
Elevator force scale	1.0	Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Maximum output force	0.55	Caps directed-force output. Native spring effects and device limits remain separate.
StickFeel · Trim feel enabled	True	Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
StickFeel · Trim relief enabled	True	Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
StickFeel · Elevator authority	0.3	The selected pitch-trim relief is a software approximation; the acquired technical overview does not quantify trim-driven hardware movement. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.14.
StickFeel · Aileron authority	0.14	Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
StickFeel · Force trim enabled	False	Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
StickFeel · G load enabled	True	Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
StickFeel · Rate damping enabled	True	Enables rate damping with the configured coefficients and control law.
Autopilot · Follow enabled	True	Following is on at 0.1 authority when a supported, valid autopilot control reference is available.
Autopilot · Follow authority	0.1	Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Autopilot · Neutral hold enabled	False	Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength	0.6	Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero · Enabled	True	Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Aero · Gain	0.28	Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Aero · Gain	0	Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Aero · Gain	0.14	Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Aero · Max flap index	2	Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Aero · Min flap index	2	Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Aero · Gain	0.1	Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Aero · Shaker enabled	False	Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Aero · Amplitude	0.5	Sets triggered shaker strength; inactive while the shaker feature is disabled.
Ground · Enabled	True	Enables ground effects; each still needs its own strength and contact or motion telemetry.
Ground · Gain	0.42	Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Ground · Gain	0.32	Sets gear-bump texture during ground motion, separate from touchdown impact.
Ground · Gain	0.82	Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Ground · Gain	0.48	Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine · Enabled	True	Enables engine cues with nonzero settings and valid running-engine telemetry.
Engine · Gain	0.06	Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Mechanical · Enabled	True	Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain	0.12	Sets texture from observed flap movement; a command without movement does not establish the cue.
Mechanical · Gain	0.12	Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.

公開來源 9

ATR 72Research background · Wikipedia revision 1373470656 · retrieved 2026-09-12
ATR 72-600 manufacturer data sheetATR 42-600 / 72-600
Microsoft Flight Simulator aircraft manuals
MSFS 2024 FAQ and edition aircraft inventory
Expert Series 01: ATR 42-600 / 72-600 Expansion2024-10-10 · release and package scope
Perfect go-around: A flying visit to the ATR flight test departmentAlexis von Croy · Issue 1, 2007, page 10
Crew Members Need To Speak Up In The CockpitDustin Joy · 26 June 2018
Reclaiming A DreamErin McWhirter · 7 January 2022
ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03

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飛行員糾錯

飛過這款飛機?糾正本頁。

本頁基於引用資料構建,而真機經驗勝過任何引用。請引用有誤的主張,並告訴我們真機的實際表現。糾錯將交由維護者稽核,並納入本研究的下一次修訂。

機庫閒談

關於 ATR 42-600 / 72-600 的飛行與調校的公開討論(社群論壇)。上方的糾錯將私下送達維護者;機庫閒談是公開的。

ATR 42-600 / 72-600 還沒有機庫閒談。來做第一個吧。

社群

該機型的社群配置

該機型還沒有社群配置。 調出了自己的風格? 分享一個配置它就會出現在這裡。