Well, not for this actual aircraft in detail, but I can tell you how they generally work on turboprop aircraft.
The condition lever for most turboprop aircraft when put to the full rear position both feathers the propellers and shuts off fuel flow. On some turboprop aircraft, a mid-range setting can cut off the fuel flow without feathering the prop.
You should also have a speed lever, that can put the engine into low speed and high speed modes. Low speed is generally used for startup and ground operations, such as taxi. On the C-130's I used the fly, the flight engineer had four buttons, one for each engine, that put them into low or high speed mode. On the turboprop I teach now, it is a single engine, and uses a speed lever that rotates forward to 100% RPM and retards aft down to 65% RPM, which is called low speed, and normal operations dictate one extreme or the other, but we do tweak the full speed setting a bit in flight to conserve fuel consistent with EGT, but that is entirely aircraft dependent. On most turboprop aircraft you put the speed lever full forward and let the plane fly at a 100% constant RPM setting.
Normally, you taxi with all engines powered on, but with some engines, or all engines, in low speed. A lot of that depends upon managing engine EGT (exhaust gas temperature) but also may be dictated by managing the generators which may not be able to provide sufficient power for the aircraft systems unless at least one engine is kept in high speed. High speed is used for takeoff and all inflight operations. So, that information should be provided in the aircraft's operations manual, which hopefully the vendor who made your virtual one provided to you. EGT is the best way to measure how hard the engines are working, and EGT is an excellent means of being aware of engine overheat or even engine failure. As I tell my students, "EGT never lies, but it does take its time!"
In looking at this photo of a real Dash-7 throttle quadrant:
http://www.google.com/imgres?sa=X&e...bnh=174&tbnw=243&start=0&ndsp=34&tx=134&ty=80
I can see that the condition levers are labeled for the fuel shutoff at the rear position, so this tells me that the Dash-7 system has the pilots go full aft to shutdown the engines and feather. The reason is that you do not want the props in feather with the engine still running as that could put a tremendous degree of stress on the system. If you can put all engines in low speed without losing adequate system power to keep the systems working properly, then that would be the way to taxi.
So, without knowing for certain, I would say you have two "settings" on your condition levers (normal ops and feather/fuel shutoff) and I was not able to find a photo of the real Dash-7 system that clearly showed the speed levers.
Spoilers are used to help slow down the aircraft after landing. So, I cannot see taxiing with the spoilers deployed. Like I wrote, you use low speed to control taxi speeds.
The throttles simply control the fuel flow to the engine, which are synched up with torque. So, you reference torque (or TIT depending upon how the aircraft is designed) as you advance the throttle. Torque is a measure of power output. RPM is a measure of propeller rotational velocity. On a piston engine complex aircraft (like a Cessna 310 or Baron) each work in harmony to control actual thrust. But, in a turboprop, it is generally more straightforward to leave the speed lever at 100% and use the throttles to control torque to meter power (also described as thrust).
Hope this helps!
Ken
