Compare the best large turboprop airliners for flight simulators, from the ATR 72 and Dash 8 Q400 to the Electra, Saab 2000 and Tu-114.
Across general-purpose flight simulators, the best large turboprop airliners are the ATR 72 for modern regional operations, Dash 8 Q400 for speed and workload, Lockheed L-188 Electra for classic four-engine flying, Saab 2000 for high-performance sectors, and Tupolev Tu-114 for a demanding long-range vintage experience.
We are using “airliner” strictly here: aircraft designed for substantial passenger or civil cargo operations. Military transports and smaller utility turboprops such as the King Air and Caravan belong in different comparisons.
Best large turboprop airliners by flying style
The ATR 72 is the strongest all-round choice, but the right aircraft depends on the routes, cockpit era and workload you want.
| Aircraft | Best for | What to expect |
|---|---|---|
| ATR 72 family | Modern regional airline operations | Short sectors, power-lever detents and airline-style automation. The exact avionics and procedures vary considerably between early variants and the -600. |
| Dash 8 Q400 | Fast, demanding regional flying | Higher performance and a busier approach than most regional turboprops. Speed planning and accurate power-lever mapping matter. |
| Dash 8-300 | Slower, more conventional operations | A less hectic alternative to the Q400, well suited to short routes and pilots who prefer an older regional cockpit. |
| Lockheed L-188 Electra | Classic passenger and cargo flights | Four-engine starts, more propeller management and period navigation. It feels much closer to a vintage propliner than an ATR. |
| Saab 2000 | High-speed regional sectors | Near-jet regional performance with turboprop power response. Simulator add-on choice is usually more limited than for the ATR or Dash 8. |
| Tupolev Tu-114 | Long-range vintage complexity | A huge four-engine airliner with contra-rotating propellers and an unusual cockpit. Choose it for the challenge, not as a first turboprop. |
For FSX and Prepar3D, our ATR 72 package covering several passenger and freight variants is a practical way to sample the family. FSX pilots wanting a slower conventional regional aircraft can try this virtual-cockpit Dash 8-300, while the four-engine Electra package for FSX provides the more involved classic-airliner experience.
Which large turboprop airliner should I choose?
Choose the ATR 72 for the broadest mix of realistic airline procedures, manageable workload and short-haul route possibilities.
- Choose the ATR 72 when you want modern scheduled operations and are comfortable learning power-management detents, an FMS and an autopilot.
- Choose the Dash 8 Q400 when you want more speed, more manual energy management and a steeper learning curve.
- Choose the Dash 8-300 when you prefer a calmer aircraft with more conventional regional-airliner handling.
- Choose the Electra for four-engine checklists, older navigation and mixed passenger or cargo flying.
- Choose the Saab 2000 for fast regional sectors, provided a credible model exists for your simulator.
- Choose the Tu-114 when historical interest and unusual systems matter more than add-on availability or ease of use.
For a beginner, the ATR 72 is usually the best destination, but not always the easiest starting point. A well-modelled Dash 8-300 with clear documentation can be simpler to understand than a deeply simulated ATR with variant-specific automation.
Does the add-on matter more than the aircraft?
Yes—a credible implementation of a second-choice airframe is better than a superficial model of your favourite turboprop.
- Check exact compatibility. Do not assume an aircraft made for MSFS 2020, MSFS 2024, a particular X-Plane generation, FSX or Prepar3D will work properly in another simulator.
- Look for a proper turboprop flight model. Torque, propeller RPM, turbine response, condition levers, feathering, beta range and reverse should affect the aircraft rather than serve as decorative controls.
- Match systems depth to your purpose. Full electrical, pneumatic and engine-start simulation suits procedural flying; a lighter model may be preferable for short casual sectors.
- Inspect the documentation. Large turboprops use aircraft-specific detents and operating limits. A model without instructions often leaves pilots guessing how its custom controls are implemented.
- Consider your hardware. Separate power and condition levers help, but good axis calibration matters more than owning a four-lever throttle unit.
Why are large turboprops difficult to land in a simulator?
Large turboprops usually become difficult because their power response, propeller drag and lever detents are mapped incorrectly, not because the aircraft are inherently unstable.
- Calibrate the power axes. Confirm that flight idle, maximum power and any ground or reverse range can be selected without an abrupt jump. Remove duplicate throttle bindings before troubleshooting the aircraft.
- Set the condition levers correctly. These controls select propeller or engine modes on many turboprops; they are not simply piston-engine mixture levers.
- Stabilise early. Use the correct speed for the variant, weight and flap setting. The Q400 and Saab 2000 can bring more energy into the circuit than pilots expect.
- Avoid snapping the power to idle. Propeller drag can build quickly while turbine response takes time when power is reapplied. Anticipate the flare instead of chasing sink rate with large lever movements.
- Use ground range or reverse only as modelled. Select it after touchdown and follow the add-on’s own procedure; terminology and control assignments differ between aircraft.
Are beta range and reverse thrust the same?
No. Beta range controls low or near-flat blade angles for ground operation, while reverse uses negative blade pitch to produce braking thrust. A mistake we see constantly is expecting a jet-style reverser command to move a turboprop lever correctly through its gate.
Not every simulator or add-on exposes beta as a separate axis, and some aircraft combine ground range and reverse within the power-lever travel. Our guide to configuring and using turboprop reverse thrust covers the control logic and the most common mapping failures.