Twin Otter Flight Safety Poh

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INSTRUCTIONAL SYSTEMS DIVISION 8900 Trinity Blvd. Hurst, Texas 76053 (817) 595-5450
TWIN OTTER PILOT TRAINING MANUAL
Record of Revision No. 3
Enclosed is Revision No. 3, dated November 1996, which updates the

Twin Otter Pilot Training Manual.
Revision No. 3 includes the following pages:
1-3 2-8 7-42 11-17 16-22

1-5 2-11 7-43 13-2 NP-7
1-7 2-16 7-52 14-5 LIM-2
1-9 2-17 7-53 14-15 LIM-4
1-13 2-20 7-54 15-10 LIM-5
1-20 4-iii 7-55 16-5 LIM-8
1-21 5-2 7-58 16-7 GEN-27
1-22 5-5 8-6 16-11 GEN-28
1-35 5-6 10-5 16-12 GEN-50
2-3 7-28 10-17 16-13
2-6 7-31 10-18 16-18
2-7 7-39 10-21 16-21
The portion of the text or figure affected by the current revision is indicated by a
solid vertical line in the margin. A vertical line adjacent to blank space means that
material has been deleted. In addition, each page is marked “Revision 3” in the
lower left or right corner.
The changes made in this revision will be further explained at the appropriate
time in the training course.
Revision History
Original Issue - 1987
Revision 1 - 1989
Revision 2 - February 1996. Revision 2 was a complete rewrite and reissue of
the entire manual. All manuals dated 1987 and 1989 should be discarded.
the best safety device in any aircraft is a well-trained pilot...

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TWIN OTTER
PILOT TRAINING MANUAL
SERIES 100/200/300
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Courses for the DHC-6 Twin Otter Series 100, 200, 300, 300S,
310, 320 and other deHavilland aircraft are taught at:
FlightSafety Canada
Toronto Learning Center
95 Garratt Boulevard
Downsview, Ontario
Canada M3K 2A5
Copyright © 1987, 1989, 1996 by FlightSafety International, Inc. All

rights reserved. Printed in the United States of America.
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Pilot Manuals and Maintenance Manuals. It is to be used for
familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.

CONTENTS
SYLLABUS
Chapter 1 AIRCRAFT GENERAL
Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
Chapter 18 WEIGHT AND BALANCE/PERFORMANCE
EXPANDED CHECKLISTS (Normal Procedures)
LIMITATIONS AND SPECIFICATIONS
GENERAL PILOT INFORMATION
APPENDIX B
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Place Plane TWIN OTTER PILOT TRAINING MANUAL

Here SERIES 100/200/300
SYLLABUS
CONTENTS
Page
COURSE INFORMATION ............................................................................................... SYL-1
Learning Centre Information...................................................................................... SYL-1
Description of Learning Centre .................................................................................. SYL-3
Type of Aircraft .......................................................................................................... SYL-5
Category of Training................................................................................................... SYL-5
Duty Position .............................................................................................................. SYL-5
Curriculum Title ......................................................................................................... SYL-5
Curriculum Prerequisites ............................................................................................ SYL-5
FlightSafety Training Policy....................................................................................... SYL-6
Description of Initial Course ...................................................................................... SYL-6
Course Objectives....................................................................................................... SYL-7
Training Schedule (Typical) ....................................................................................... SYL-7
Simulator and Flight Training .................................................................................... SYL-9
Completion Standards ................................................................................................ SYL-9
AIRCRAFT GROUND TRAINING CURRICULUM SEGMENT ................................ SYL-10
Curriculum Segment Outline ................................................................................... SYL-10
Training Hours Summary ......................................................................................... SYL-11
Training Module Outlines ........................................................................................ SYL-11
FLIGHT TRAINING CURRICULUM SEGMENT ....................................................... SYL-32
Training Hours ......................................................................................................... SYL-32
Flight Training Module Outlines.............................................................................. SYL-33
Completion Standards .............................................................................................. SYL-56
Revision 2 FOR TRAINING PURPOSES ONLY SYL-i

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ILLUSTRATIONS
Figure Title Page
SYL-1 Toronto Learning Centre..................................................................................... SYL-1
SYL-2 Toronto Facility Floor Plan ................................................................................. SYL-2
SYL-3 Twin Otter Simulator .......................................................................................... SYL-3
TABLE
Table Title Page
SYL-1 Training Hours.................................................................................................. SYL-32
Revision 2 FOR TRAINING PURPOSES ONLY SYL-iii

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SYLLABUS
COURSE INFORMATION
LEARNING CENTRE INFORMATION
FlightSafety Canada is a wholly owned subsidiary of FlightSafety International, an aviation train-
ing company that provides type-specific training programs for over 50 different models of air-
craft, using a fleet of over 150 simulators. FlightSafety operates 38 Learning Centres in the
United States, Canada, Europe, and the People’s Republic of China.
The Level B, motion and daylight visual, Twin Otter aircraft simulator is located at the Toronto
Learning Centre (Figure SYL-1), adjacent to the de Havilland factory in Toronto, Canada
Pilot and maintenance technician training for the Twin Otter aircraft is normally conducted at
the Toronto Learning Centre. Both pilot and maintenance technician initial and recurrent train-
ing courses may be presented on-site, at any location in the world, by prior arrangement with
the Toronto Learning Centre.
Listed below is the address of the Centre:
FlightSafety Canada
Toronto Learning Centre
95 Garratt Boulevard
Downsview, Ontario
Canada M3K 2A5
Telephone: +1(416) 638 9313

Facsimile: +1(416) 638 3348
Figure SYL-1. Toronto Learning Centre
Revision 2 FOR TRAINING PURPOSES ONLY SYL-1

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Figure SYL-2. Toronto Facility Floor Plan
SYL-2 FOR TRAINING PURPOSES ONLY Revision 2
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DESCRIPTION OF LEARNING CENTRE

The Learning Centre has been designed for pilot and maintenance technician training. The build-
ing design prevents any distractions from instruction conducted in other rooms, or by flight
operations and maintenance operations at Downsview airport. Refer to the floor plan shown
in Figure SYL-2.
Classrooms
Classrooms are equipped with computer-based presentation systems which are controlled from
a lectern and are presented using rear-screen computer and video projections. In addition, class-
rooms are equipped for presentation of 35mm slides by rear-screen projection. A standard over-
head projector, erasable white-liquid chalkboard, and full Twin Otter instrument panel posters
are available. One Twin Otter classroom is equipped with a complete engine nacelle, including
a PT6A-27 engine and propeller and fully functional engine controls. A portable Twin Otter
propeller and variety of aircraft components are used as teaching aids. A complete library of
de Havilland technical publications is maintained in both hardcopy and microfiche.
Briefing Rooms
Briefing rooms are equipped with instrument panel posters, a white-liquid chalkboard, a table
and chairs, and a video playback system for reviewing videotapes of crew performance made
on the video camera installed in the Twin Otter Simulator (Figure SYL-3).
Simulator
FlightSafety Canada operates the world’s only FAA and DOT certified 4-axis motion and day-
light visual Twin Otter simulator (Figure SYL-3). The simulator was installed in the summer
Figure SYL-3. Twin Otter Simulator

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of 1992, and received U.S. FAA and Canadian DOT certification as a Level B (Phase 1) simu-
lator in early 1993. With this high level of certification, it is possible to renew instrument rat-
ings and pilot proficiency in the simulator.
The simulator is modeled after a late-production series 300 landplane, and may also be programmed
to simulate a series 100 or 200 Twin Otter. It is equipped with a Collins AP 106 autopilot, FD
112V flight director, 2 COMM radios, 2 VHF NAV radios, 2 ADFs, 2 RMIs, Mode C transpon-
der, intercom and headsets.
The simulator may easily be modified from the instructor control station to match the op-
tions or modification status of a specific aircraft. For example, the instructor may change
the autofeather system modification status, or install other modifications or options. Factory-
installed options on the simulator include full deice and anti-ice equipment, air condition-
ing, wing fuel tanks, generator overheat lights, and standard flotation gear. All navigation
and communication radios are fully functional in flight and on the ground—even ATIS mes-
sages are created and broadcast by the simulator, and received on the correct frequency.
Over 200 system malfunctions may be selected, from fires and engine failures to complex beta
backup system malfunctions which would be impossible to duplicate during training in an actual
aircraft. The simulator is equipped with a daylight visual system. This allows training to be car-
ried out under Day VMC conditions, as well as Twilight, Night or IMC conditions. All mainte-
nance ground checks, including a part power trim check, may be performed in the simulator.
All world airports over 1,000 feet in length are pre-programmed into the simulator, and any air-
port in the world may be added. When a new airport is added, the simulator performance will re-
flect the altitude and temperature normally prevailing at that airport. VMC short field training
may be carried out using a 1,800 foot (600 m) unimproved runway.
General
A self-study room is equipped with video cassette players and a large library of videocassettes, which
are available to all students at the learning centre.
Refer to the floor plan of the learning centre shown in Figure SYL-2.


TYPE OF AIRCRAFT
de Havilland Twin Otter (DHC-6) Series
CATEGORY OF TRAINING
Initial training for the Twin Otter series
DUTY POSITION
Pilot-in-Command (PIC)
CURRICULUM TITLE
Twin Otter Series Pilot Training Course and Simulation Training Program
CURRICULUM PREREQUISITES
A pilot may enroll in the initial training course and complete all of the items of the practical
test, and then complete the items required in flight in a Twin Otter series airplane, if the pilot:
1. H o l d s a va l i d p r iva t e , c o m m e r c i a l , o r A i r l i n e Tr a n s p o r t P i l o t c e r t i fi c a t e ,
or equivalent (ICAO).
2. Holds an airplane multiengine land rating.
3. Holds a current medical certificate.
NOTE
Pilots with less than 200 hours of total time may find it difficult to
successfully complete the course.
Optionally, a pilot may enroll in the Twin Otter series initial training course and may apply for
a United States Airline Transport Pilot Certificate when the training and the practical test is
conducted in accordance with Appendix A to Part 61, provided the pilot:
1. Holds a current first-class medical certificate.

2. Holds a Commercial Pilot Certificate or an ICAO-recognized Airline Transport Pilot
or Commercial Pilot license without restrictions.
3. Holds an instrument airplane rating.
4. Holds an airplane multiengine land rating.
5. Meets the eligibility requirements of FAR 61.151.
6. Passed the written test required by FAR 61.153.
7. Meets the experience requirements of FAR 61.155.


FLIGHTSAFETY TRAINING POLICY

The policy is to train to “Proficiency” based on need-to-know information.
DESCRIPTION OF INITIAL COURSE

The Twin Otter Series Initial Course is scheduled for six days and consists of the following pro-
grammed hours:
Ground Training
Aircraft Systems ..................................................................................................................... 20.0

Systems Integration .................................................................................................................. 3.0
Systems Review........................................................................................................................ 2.0
Written Examination ................................................................................................................ 1.0
Flight Simulator Pre/Post Briefing for Training....................................................................... 8.0
Aircraft Preflight Training........................................................................................................ 0.5
Oral Exam in accordance with FAR PART 135.293 or 135.297 .............................................. 0.5
Total Ground Training ............................................................................................................ 35.0
Flight Training
Flight training (Simulator)........................................................................................................ 8.0
Aircraft Flight Training (Optional).................................................................. (Approximate) 1.5
Total Flight Training................................................................................................................. 8.0
Qualification
Flight Simulator Practical Test ................................................................................................. 2.0
Total Qualification .................................................................................................................... 2.0
An applicant has the option of choosing to take the practical test in the aircraft rather than in
the simulator. The applicant must provide the aircraft. There are no facilities to rent Twin Otter
aircraft at Downsview Airport.
The 11 hours of programmed CPT and Flight Simulator training are for left-seat training.
When approved by the POI of the operator and the POI responsible for FlightSafety Toronto, this
course meets the conditions and limitations of FAA Exemptions 5241 and 5317D, as amended.


COURSE OBJECTIVES
Upon the completion of this course, the pilot will have the necessary knowledge and skills to
demonstrate that he/she is the master of the aircraft, with the successful outcome of a proce-
dure or maneuver never in doubt, and to meet or exceed the requirements/standards listed in
FAA Instrument Pilot Practical Test Standards.
Successful completion of the Twin Otter Series Pilot Training Course satisfies all conditions
of Exemption 5317D to meet the following requirements:
• Second-in-Command qualifications, as specified in FAR 61.55 (b)(2)
• A Flight Review, as specified in FAR 61.56 (b)(1)
• Pilot-in-Command recent flight experience, as specified in FAR 61.57 (c) and (d)
• Pilot-in-Command Proficiency Check, as specified in FAR 61.58 (c)(1) and (d)
• Practical Test Requirements for Airplane ATP Certification and Associated Class and Type
Ratings, as specified in FAR 61, Appendix A
Successful completion of the Twin Otter Series Pilot Training Course and the subsequent Twin
Otter practical test will also satisfy the requirements for an Instrument Competency Check,
as specified in FAR 61.57.
TRAINING SCHEDULE (TYPICAL)

Listed below is a typical schedule for the pilot training curriculum. On occasion, the sched-
ule may be rearranged to meet the needs of the client or Centre. The schedule consists of 6–7
training days.
Hours
Day 1 Classroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.0
Aircraft General/Walkaround
Powerplant
Fire Protection
Lighting/Master Warning
Cockpit Procedures Trainer No. 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5
Day 2 Classroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.0

Fuel System
Electrics
Pneumatics
Hydraulics
Cockpit Procedures Trainer No. 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5


Day 3 Classroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.0

Flight Controls
Avionics
Review
Simulator Pre/Post Briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0
Flight Simulator—Period One. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0
Day 4 Classroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0

Ice and Rain Protection
Performance and Weight and Balance
Flight Simulator—Period Two . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0
Day 5 Classroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0

Miscellaneous Systems
Review
Written Examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0
Flight Simulator—Period Three . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0
Aircraft—Period One (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5
Day 6 Simulator Pre/Post Briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0

Flight Simulator—Period Four . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0
Flight Simulator—Practical Test (Qualification). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0
Optional Training Day For Pilots Undergoing Single-Pilot Training

Day 7 Simulator Pre/Post Briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0
Flight Simulator—Period Five . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0
An applicant may choose to take the optional practical test in the aircraft rather than in the
simulator.
NOTE
Actual aircraft flight times may vary due to traffic and/or weather
conditions.

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SIMULATOR AND FLIGHT TRAINING

Pilot performance during simulator and flight training shall be graded as: Proficient (1), Normal
Progress (2), Additional Training Required (3), Unsatisfactory (4), or Discussed (D).
The criteria for grading shall be as follows:
• Proficient (1)—The pilot is able to easily perform the procedure or maneuver and is the
master of the aircraft, with the successful outcome of the maneuver never in doubt.
• Normal Progress (2)—The pilot is making satisfactory progress toward proficiency in the
procedure or maneuver but still requires assistance from the instructor. However, the in-
structor is satisfied that, with additional practice as provided in the standard syllabus, the
pilot will become fully proficient in the maneuver or procedure.
• Additional Training Required (3)—The pilot’s progress is not satisfactory. However, the
instructor is of the opinion that additional training over and above that specified in the
syllabus will enable the pilot to become proficient.
• Unsatisfactory (4)—The pilot shows basic deficiencies, such as lack of knowledge, skill,
or ability to perform the required procedures or maneuvers. If the present level of per-
formance or progress is maintained, it is doubtful that the pilot will become proficient.
Further training shall be given only after review by the Centre Manager.
• Discussed (D)—This designation indicates that the item was discussed and not performed
in the simulator or aircraft. The discussion revealed a satisfactory knowledge of the ap-
propriate procedure, aircraft system, etc.
Simulator Training—The pilot is required to achieve a grade of 1 (proficient) by the comple-
tion of simulator training. Additional training will be provided in the portion of the flight in
which the pilot experienced difficulty. Decision to terminate training for a pilot who demon-
strates substandard performance will be made by the Centre Manager.
Flight Training—The pilot is required to achieve a grade of 1 (proficient) by the completion of
flight training. Additional training will be provided in the portion of the flight in which the pilot
experienced difficulty. Decision to terminate training for a pilot who demonstrates substandard
performance will be made by the Centre Manager.
COMPLETION STANDARDS
The pilot must demonstrate through written examination and simulator/flight practical tests that
he/she meets the qualification standards for each segment of the course:
• Aircraft Ground Training—The pilot must demonstrate adequate knowledge of the Twin
Otter series aircraft by passing a 50-question, written, closed-book final exam with a min-
imum passing grade of 80% corrected to 100%.
• Simulator/Flight Training—The pilot will meet the standards of the FAA Instrument Pilot
Practical Test Standards.

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AIRCRAFT GROUND TRAINING CURRICULUM

SEGMENT
CURRICULUM SEGMENT OUTLINE
I. Aircraft Ground Training Curriculum Segment
A. Objective: To provide pilots with the necessary knowledge for understanding the basic
functions of aircraft systems, the use of the individual system controls, and the integration
of aircraft systems with operational procedures to sufficiently prepare them to enter
the flight training curriculum segment.
B. FlightSafety Administration
C. General Operational Subjects Modules
1. Aircraft Preflight Walkaround
2. Windshear (Optional)
D. Aircraft Systems Modules
1. Aircraft General
2. Electrical Power Systems
3. Lighting
4. Master Warning System
5. Fuel System
6. Powerplant
7. Fire Protection
8. Pneumatics
9. Ice and Rain Protection
10. Air Conditioning/Heating/Ventilation
11. Hydraulic Power Systems
12. Landing Gear and Brakes
13. Flight Controls
14. Avionics
15. Miscellaneous Systems
16. Performance/Weight and Balance
E. Systems Review
F. Systems Integration Modules
1. Cockpit Procedures Trainer (CPT)
G. Examination and Critique Completion Standards
1. Systems—The pilot must demonstrate adequate knowledge of the aircraft systems by
passing a 50-question, closed-book, written final exam with a minimum score of 80%,
that is corrected to 100%.


TRAINING HOURS SUMMARY

Aircraft Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.0
Systems Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0
Systems Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0
Written Examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0
Flight Simulator Pre/Post Briefing for Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.0
Aircraft Preflight Training (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5
Oral Exam in accordance with FAR PART 135.293 or .297 (Optional) . . . . . . . . . . . . . . . . . . 0.5
Total Ground Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35.0
TRAINING MODULE OUTLINES

II. General Operational Subjects
The subject of ground training, referred to as “General Operational Subjects,” includes in-
struction on certain operational requirements that are specific to the FAR 135 certificate holder
and to the aircraft in which the training is being conducted. Training in “General Operational
Subjects” is not conducted by FlightSafety unless specifically pertinent to this course.
A. Aircraft Preflight Walkaround (0.5 Hours)(Optional)

B. Pilot Windshear (2.0 Hours) (Optional)
1. Windshear Weather
2. Meteorology
3. Lessons Learned From Windshear Encounters
a. Encounter During Takeoff—After Liftoff
b. Encounter During Takeoff—On Runway
c. Encounter On Approach
d. Windshear Effects On Aircraft and Systems
e. Development of Wind Models
4. Model of Flight Crew Actions
a. Evaluate the Weather
b. Avoid Known Windshear
c. Consider Precautions
(1) Takeoff Precautions
(2) Approach Precautions
d. Follow Established Standard Operating Techniques

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e. Windshear Recovery Techniques

(1) Encounter During Takeoff—After Liftoff
(2) Encounter on Approach
(3) Encounter During Takeoff—On Runway
III. Aircraft Systems
A. Aircraft General Elements

1. General Elements
a. System Description
(1) Structures
(2) Aircraft Systems
(3) General Servicing
(4) Limitations
b. Controls and Components
(1) Left Cockpit Door
(2) Ram Air Intake
(3) Nose Baggage Compartment Door
(4) Radome
(5) Right Cockpit Door
(6) Fairings
(7) Wing Strut
(8) Right Emergency Exit
(9) Cabin Windows
(10) Stall Strip and Fence
(11) Static Wicks and Bonding Straps
(12) Right Rear Cabin Door
(13) Right Vortex Generators
(14) Fin Leading Edge
(15) Static Wicks and Bonding Straps
(16) Tail Bumper
(17) Left Vortex Generators
(18) Jury Strut
(19) Baggage Compartment Door
(20) Fairings

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(21) Stall Warning Vanes

(22) Cowling and All Access Panels
(23) Left Emergency Exit
(24) Rudder Pedals
(25) Control Locks
(26) Seat Belts and Shoulder Harnesses
(27) Roof Escape Hatch (If Installed)
c. Annunciators
(1) DOORS UNLOCKED
d. Servicing, Preflight, Postflight
(1) Gust Lock Installation
(2) Mooring Point Location
2. Operational Elements
a. Takeoff Briefing
b. Landing Data/Approach Briefing
c. Passenger Information Briefing
d. Exterior Check
e. Cockpit Preparation
f. Before Start
g. After Start
h. Ice Protection Checklist
i. Taxi
j. Twenty-Four Hour Checks in Runup Area
k. Lineup
l. After Takeoff
m. Cruise
n. Descent
o. Approach
p. Landing
q. After Landing
3. Limitation Elements
4. Emergency/Abnormal Procedure Elements
a. DOORS UNLOCKED Caution Light On
B. Electrical Power Systems

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1. General Elements
(1) DC Power Sources/Distribution
(2) AC Power Sources/Distribution
(1) External Power Receptacle
(2) DC Master Switch
(3) Fuses
(4) Circuit Breakers
(5) Battery/External Switch
(6) Inverter Switch
(7) Inverter Switches (S.O.O. 6142) (Optional)
(8) Battery Temperature Monitor
(9) Bus Tie Switch
(10) Generator Control Switches
c. Indicators/Indications
(1) Battery Temperature Warning Light
(2) DC Voltmeter
(3) DC Loadmeter
d. Annunciators
(1) 400 CYCLE
(2) L GENERATOR
(3) R GENERATOR
(4) L GENERATOR OVERHEAT
(5) R GENERATOR OVERHEAT
e. Servicing, Preflight, Postflight
(1) Connection/Disconnection of External Power
a. Battery Temperature Monitor Check
b. Electrical Check

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a. GENERATOR Light Fails to Come On After Start or Shutdown
b. GENERATOR Light On
c. GENERATOR OVERHEAT Light On
d. BATTERY OVERHEAT (150°) Light On
e. Loss of Both Generators—Battery Power Available
f. Total Electrical Failure—No Battery Power Available
g. 400 CYCLE Light On (Inverter Failure)
h. Total Inverter Failure
C. Lighting
1. General Elements
(1) Interior Lighting
(2) Exterior Lighting
(1) Taxi Light Switch
(2) Landing Light Switch
(3) Navigation Light Switch
(4) Rotating Beacon Switch
(5) Wing Inspection Light Switch
(6) Anticollision Light Switch
(7) Position Light Switch
(8) No Smoking Light Switch
(9) Seat Belt Light Switch
(10) Trim Panel Light Switch
(11) Cabin Signs Switch
(12) Instrument Lights Rheostats
(13) Cockpit Utility Lights
(14) Flight Compartment Light Switch
(15) General Cabin Light Switch
(16) Baggage Compartment Light Switch
(17) Boarding Light Switch

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(1) Interior Lights
(2) Exterior Lights
(3) Panel Lights
(4) Entrance Lights
(5) Reading Lights
(6) General Lights
(7) Flight Compartment Lights
(8) Cabin Lights
(9) Caution and Advisory Lights
(10) Landing/Taxi Lights
(11) Cockpit Dome Lights
(12) Cabin Emergency Lights
D. Master Warning System

1. General Elements
(1) Caution Lights
(2) Intensity and Control
(1) Caution Light Switch
c. Servicing, Preflight, Postflight
(1) Caution Light Test Switch
E. Fuel System
1. General Elements
(1) Fuel Storage
(2) Indicating Systems

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(3) Fuel Distribution

(4) Fuel Servicing and Drains
(1) Fuel Vent and Lightning Protection Tunnel
(2) Aft Fuel Cap
(3) Forward Fuel Cap
(4) Fuel Levers
(5) Fuel Off Switches
(6) Forward Boost Pump Switch
(7) Aft Boost Pump Switch
(8) Standby Boost Pump Emergency Aft Switch
(9) Standby Boost Pump Emergency Forward Switch
(10) Fuel Selector Knob
(11) Wing Tip Tank Switches
(12) Fuel Quantity Test Switch
(13) Fuel Emergency Shutoff Switches
(1) Fuel Flow Gauges
(2) Fuel Quantity Gauges
(3) Wing Tip Tank Fuel Quantity Indicator
(4) Fuel Tank Drains/Vents
d. Annunciators
(1) AFT FUEL LOW LEVEL
(2) BOOST PUMP 1 AFT PRESS
(3) BOOST PUMP 2 AFT PRESS
(4) BOOST PUMP 1 FWD PRESS
(5) BOOST PUMP 2 FWD PRESS
(6) FWD FUEL LOW LEVEL
(7) WING TIP TANK FUEL PUMP FAIL
e. Servicing, Preflight, Postflight
(1) Fuel Indicator Test
(2) Approved Fuel Additives
(3) Approved Fuels

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a. Wing Fuel Tank Check
b. Boost Pump Check
a. BOOST PUMP 1 Light On
b. Double Boost Pump Failure (Same Tank)
c. FUEL LOW LEVEL Light On
F. Powerplant/Propellers
1. General Elements
(1) Engine Sections
(2) Oil Systems
(3) Fuel System
(4) Engine Instrumentation
(5) Propeller
(6) Powerplant Control
(7) Autofeather System
(1) Propeller
(2) Cowling Access Panels
(3) Start Switch
(4) Ignition Mode Selector
(5) Ignition Switches
(6) Inertial Separator
(7) Power Levers
(8) Propeller Levers
(9) Fuel Levers
(10) Friction Knobs
(11) Autofeather Test Switch
(12) Propeller Synchronizer Test Switch
(13) Propeller Governor Test Switch
(14) Beta Range Test Switch

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(15) Power Lever Test Button

(16) Fire Pull Handles
(17) Autofeather Switch
(18) Power Lever Handgrips
(19) Intake Deflector Switch
(1) Intake Deflector Indicators
(2) Torque Gauges
(3) N P Gauges
(4) Oil Temperature Gauges
(5) T 5 Gauges
(6) Oil Pressure Gauges
(7) N G Gauges
(8) Autofeather SELECT Light
(9) Autofeather ARM Light
(10) Beta Lights
(11) Beta Backup Disarmed Light
(12) RESET PROPS Caution Light
d. Annunciators
(1) RESET PROPS
(2) L ENGINE OIL PRESSURE
(3) R ENGINE OIL PRESSURE
a. Engine Start Checks
b. Autofeather System Check (A) or (B), as appropriate to aircraft Mod status
c. Propeller Overspeed Governor Check
d. Beta Backup System Check
e. Power Lever Microswitch Check
f. RESET PROPS Caution Light Check
g. Intake Deflector Check
a. Starter Operating Limitations
b. Powerplant Operating Limitations

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a. Emergency Failure Before Takeoff
b. Engine Failure After Takeoff—Autofeather System Selected On
c. Engine Failure After Takeoff—Autofeather System Not in Use
d. Engine Failure—Other Than Takeoff or Inflight Shutdown
e. High T 5 During Start, or Hung Start, or No Light Up
f. Low Oil Pressure During Start
g. Clearing An Engine
h. Normal Airstart
i. Oil Pressure in Caution Range (40 to 80 psi)
j. Oil Pressure Caution Light On
k. No Beta Light When Reversing
l. Beta Light Cycling on Ground
m. Beta Light Cycling in Flight
n. Beta Light Steady On with Torque Increase, N P Decrease
o. Propeller Overspeed
G. Fire Protection
1. General Elements
(1) Indications
(2) Detection
(3) Testing and Extinguishing
(4) Portable Extinguishers
(1) Fire Extinguisher Discs
(2) Engine Fire Extinguishers
(3) Fire Pull Handles
(4) Fire Bell Mute Switch
(5) Fire Indication Test Switch
(6) Fire Bell Switch
(7) Portable Fire Extinguishers
(1) Fire Bell

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d. Annunciators
(1) FIRE PULL (Right)
(2) FIRE PULL (Left)
a. Fire Warning Test
a. Fire on Ground
b. Engine Fire in Flight
c. Cockpit/Cabin Fire
d. Suspected Electrical Fire
H. Pneumatics
1. General Elements
(1) Pneumatic Subsystems
(2) Operation
(3) Bleed-Air Extraction Systems
(1) Air Inlet, Inlet Deicer Boot, Air Exit Ducts
(2) Bleed-Air Switches
(3) Ram-Air Lever
(1) PNEUMATIC LOW PRESS Caution Light
d. Annunciators
(1) DUCT OVERHEAT
(2) PNEUMATIC LOW PRESS
a. Bleed-Air–Pneumatic System Check
a. DUCT OVERHEAT Caution Light On
b. PNEUMATIC LOW PRESS Light On

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I. Ice and Rain Protection

1. General Elements
(1) Powerplant Ice and Rain Protection
(2) Airframe Ice and Rain Protection
(1) Deicer Boots
(2) Horizontal Stabilizer Deicing Boots
(3) Outside Air Temperature Gauge
(4) Windshield Wiper Mode Selector Switch
(5) Windshield Wiper Speed Selector Switch
(6) Intake Anti-Ice Switch
(7) Valve Heater Switch
(8) Anti-Ice Mode Selector Switch
(9) Stabilizer Boot Selector Switch
(10) Cycle Selector Switch
(11) Wing Boot Selector Switch
(12) Propeller Deice Switch
(13) Windshield Heat Switch
(14) Intake Deflector Switch
(15) Pitot Heat Switch
(1) Stab Deice Lights
d. Annunciators
(1) PNEUMATIC LOW PRESS
J. Air Conditioning/Heating/Ventilation
1. General Elements
(1) Distribution
(2) Temperature Control

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(3) Operation
(4) Refrigeration System (If Installed)
(1) Air Inlets
(2) Air Exit Ducts
(3) Flight Compartment Fan
(4) Temperature Selector Rheostat
(5) Outside Air Gaspers
(6) Bleed-Air Switches
(7) Temperature Mode Selector Switch
(8) Vent Fan
(9) Ram-Air Vent
(10) Cabin Air Control Valve
(11) Manual Temperature Control Switch
(12) Air-Condition Power Switch
(13) Air-Condition Operation Switch
c. Annunciators
(1) DUCT OVERHEAT
K. Hydraulic Power Systems

1. General Elements
(1) General Information
(2) Hydraulic Subsystems
(1) Hydraulic Compartment Door
(2) Hand Pump
(3) Hydraulic Reservoir
(1) Brake Pressure Indicator
(2) Hydraulic System Pressure Indicator
(3) Hydraulic Pump Circuit-Breaker Open Light

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a. Loss of Hydraulic Fluid
(1) Flapless landing
(2) No nosewheel steering
b. Hydraulic Pump Failure
L. Landing Gear and Brakes

1. General Elements
(1) Landing Gear
(2) Nosewheel Steering
(3) Brakes
(1) Nosewheel Oleo
(2) Torque Link and Connecting Pin
(3) Tires
(4) Parking Brake Handle
(5) Nosewheel Steering Control Lever
(6) Brake Pedals
(7) Tail Bumper
(8) Spring Skis (Optional)
(9) Wheel Skis (Optional)
(10) Floats (Optional)

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M. Flight Controls
1. General Elements
(1) Primary Flight Controls
(2) Secondary Flight Controls
(3) Limitations
(1) Elevator Flap Interconnect Tab
(2) Flight Control Locks
(3) Lift Detecting Vanes
(4) Elevator Trim Tab
(5) Flap Selector Lever
(6) Aileron Trim Switch
(7) Rudder Trim Wheel
(8) Elevator Trim Wheel
(9) Control Yoke
(1) Flap Position Indicator
(2) STALL Light
(3) Aileron Tab Position Indicator
(1) Flight Control Check
(2) Rudder Trim Check
(3) Elevator Trim Check
a. Flight Control Trim Checks
a. Aileron Trim Tab Runaway

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N. Avionics
1. General Elements
(1) Pitot Static System
(2) Flight Instruments
(3) Automatic Flight Control System
(4) VHF Navigation
(1) Pitot Heads and Static Vents
(2) Antennas
(3) Clock
(4) Airspeed Indicators
(5) Altimeter
(6) Vertical Speed Indicators
(7) Turn and Bank Indicators
(8) Attitude Indicator
(9) DME
(10) Audio Panel
(11) Compass
(12) Radios
(13) Pitot Static Selector
(14) Emergency Selector
(15) Radar
(16) Autopilot Engage Switch
(17) Autopilot Annunciator Dimmer Switch
(18) AFCS DISC Button
(19) Timer
(20) Compass Slaving Switch
(21) ATC Transponder
(22) ELT (Emergency Locator Transmitter)
(23) ADF (Automatic Direction Finding System)
(24) Outside Air Temperature Gauge
(25) Pitch/Turn Control Knob
(26) Go-Around Pushbutton
(27) Flight Director/HSI

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(1) Marker Light
(2) Engage/Disengage Indicators
(3) Trim Up/Trim Down Indicators
(4) Trim-in-Motion Light
a. Autopilot check
a. Artificial Horizon Failure
b. Heading Indicator or RMI Failure
c. Static System Failure
d. Pitot System Failure
O. Miscellaneous Systems
1. General Elements
(1) Crew Oxygen System
(2) Passenger Oxygen System
(1) First Aid Kit
(2) Passenger Safety Briefing Cards
(3) Flashlights
(4) Safety Equipment
(5) Fire Extinguishers
(6) Hydraulic Pump Handle
(7) Control Locks
(8) Green Supply Switch
(9) Red Pressure Supply Switch
(10) Oxygen Masks
(11) Smoke Goggles
(1) Oxygen Quantity Indicator

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(1) Explain how to use the life vests (inflation, whistle, light)
(2) Oxygen System Check
a. Systems Required for Flight
P. Performance/Weight and Balance

1. General Elements


Systems Integration
Training Hours:
Cockpit Systems Simulator (Conducted in Level B Simulator)

CPT Period No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5
CPT Period No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5
Total 3.0
IV. Systems Integration Training Modules
A. CPT Modules
1. CPT Period No. 1 Module
a. Normal Procedures
(1) Cockpit Preparation
(2) Before Start
(3) Engine Start
(4) After Start
(5) Taxi
(6) Lineup Check
(7) Shutdown
b. Expanded Procedures
(1) Engine Start
(2) Beta Backup Check
(3) ‡ Power Lever Switch Check
(4) ‡ Battery Temperature Monitor Check
(5) Flight Control Trim Checks
(6) ‡ Wing Fuel Tank Check
(7) Boost Pump Check
c. Emergency/Abnormal Procedures
(1) Engine Malfunctions
(a) Hung Start
(b) No Light Up
(c) * Low Oil Pressure During Start
(d) Clearing an Engine

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(2) Electrical Malfunctions

(a) GENERATOR Light Fails to Come On After Start or Shutdown
(b) ‡ BATTERY OVERHEAT (150°) Light On
(3) Miscellaneous Malfunctions
(a) DOORS UNLOCKED Caution Light On
d. Flight Training Events
(1) Preparation
(a) Prestart Procedures
(2) Surface Operation
(a) Starting
(b) Taxi
(c) Radio and Navigation Aids Operation
(3) En Route
(a) ‡ Use of the Autopilot and/or Flight Director
(4) System Procedures (Normal, Alternate, Abnormal)
(a) Fuel and Oil
(b) Electrical
(c) Hydraulic
(d) ‡ Anti-icing and Deicing
(e) ‡ Autopilot
(f) Communications Equipment
(g) Navigation Systems
(5) System Procedures (Emergency)
(a) Powerplant Malfunctions
2. CPT Period No. 2 Module

(1) Before Start
(2) Engine Start
(3) After Start
(4) 24-Hour Checks
(5) ‡ Ice Protection
(6) After Takeoff
(7) Cruise
(8) Descent

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(9) Approach
(10) Landing
(11) After Landing
(12) Shutdown
(1) Engine Start
(2) Autofeather System Check
(3) Propeller Governor Check
(5) ‡ Power Lever Switch Check
(6) RESET PROPS Caution Light Check
(7) Electrical Check
(8) Bleed-Air–Pneumatic System Check
(9) Intake Deflector Check
(12) ‡ Autopilot Check
(13) ‡ Oxygen System Check
(a) High T 5 During Start
(b) Low Oil Pressure During Start
(c) Clearing an Engine
(2) Propeller Malfunctions
(a) * No Beta Light When Reversing
(b) * Beta Light Cycling on Ground
(1) Surface Operations
(a) Pretakeoff Checks
(a) Pneumatic
(a) Pneumatic Systems
(b) * Propeller Malfunctions

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FLIGHT TRAINING CURRICULUM SEGMENT

TRAINING HOURS
Flight simulator periods vary in length, but all incorporate 1.0 hours for debriefing and pre-
briefing times by the instructor, based on pilot prior performance.
This course consists of 8 hours of left-seat simulator time. If a crew of two is training together,
a comparable amount of time in the right seat will be provided. If the optional single-pilot train-
ing is selected, an additional 2-hour simulator period will be included. Training elements ac-
complished during this optional session will be assigned at the instructors discretion based upon
pilot training needs.
The training hours for pilots “Training as a Crew” are listed in the first part of Table SYL-1.
The training hours for pilots training as a “Single Crewmember” are specified in the second
part of Table SYL-1.
Table SYL-1. TRAINING HOURS
INITIAL TRAINING Left Seat Right Seat Total Time

Training as a Crew (Hours) (Hours) (Hours)
Flight Simulator Period No. 1 2.0 2.0 4.0

Aircraft Flight Training

(Optional) 1.5 — 1.5
TOTAL *8.0 8.0 *16.0
INITIAL TRAINING Left Seat Right Seat Total Time

Single Crewmember (Hours) (Hours) (Hours)
Flight Simulator Period No. 1 2.0 — 2.0

(Single-Pilot Training)
(Optional)
Aircraft Flight Training

(Optional) 1.5 — 1.5
TOTAL *10.0 0.0 *10.0
* Totals Will Vary With Selection Of Options.

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FLIGHT TRAINING MODULE OUTLINES

I. Flight Training Curriculum Segment
Objective: With the use of an approved flight simulator, cockpit checklist, and appropriate
instrument approach and airport charts, the pilot will be able to accomplish the Normal and
Emergency/Abnormal checklists, perform selected maneuvers and procedures, and imple-
ment Cockpit Resource Management techniques.
A. Training Equipment and Location

1. Simulator—No. 037
2. Cockpit Poster Panel—Briefing Room
3. Cockpit Checklists—Simulator and Briefing Room
4. Instrument Approach and Airport Charts—Simulator and Briefing Room
B. Maneuvers and Procedures Document (see General Pilot Information)
NOTE
The * symbol indicates an optional training item; that is, the in-
structor has the option to review the item as time permits. The ‡ sym-
bol indicates a supplemental training item; that is, this item will be
taught if the applicable system or feature is installed on the appli-
cable training device configuration.
C. Simulator Training Modules

1. Simulator Period No. 1 Module
(1) Airspeeds
(a) Emergency Airspeeds
(b) Additional Airspeed Limits
(c) Airspeeds for Safe Operations
(2) Procedures
(a) * Cockpit Preparation
(b) Before Start
(c) Engine Start
(d) After Start
(e) Taxi
(f) * 24-Hour Checks
(g) Lineup Check

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(h) ‡ Ice Protection

(i) After Takeoff
(j) Cruise
(k) Descent
(l) Approach
(m) Landing
(n) After Landing
(o) Shutdown
(p) Simulating One Engine Inoperative—Zero Thrust
(1) Engine Start
(2) * Autofeather System Check
(3) * Propeller Governor Check
(4) * Beta Backup Check
(5) * Power Lever Switch Check
(6) * RESET PROPS Caution Light Check
(7) * Electrical Check
(8) * Bleed-Air–Pneumatic System Check
(9) * Intake Deflector Check
(10) * Battery Temperature Monitor Check
(11) * Flight Control Trim Checks
(12) * Boost Pump Check
(a) High T 5 During Start
(b) * Hung Start
(c) No Light Up
(d) * Low Oil Pressure During Start
(e) * Clearing an Engine
(f) Normal Airstart
(a) No Beta Light When Reversing

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(3) Fuel System Malfunctions

(a) BOOST PUMP 1 Light On
(a) Aileron Trim Tab Runaway
(b) ‡ DUCT OVERHEAT Caution Light On
(1) Preparation
(b) * Performance Limitations
(c) * Calculation of Takeoff and Climb Power Setting
(a) Starting
(b) * Taxi
(c) Pretakeoff Checks
(d) * Radio and Navigation Aids Operation
(3) Takeoff
(a) Normal Takeoff
(4) Climb
(a) Normal Climb (V Y )
(b) Best Angle of Climb (V X )
(5) En Route
(a) Steep Turns
(b) Approach to Stall—Takeoff Configuration
(c) * Approach to Stall—En Route Configuration
(d) Approach to Stall—Landing Configuration
(e) * Unusual Attitudes
(f) Inflight Powerplant Shutdown
(g) Inflight Powerplant Restart
(h) Normal Turns
(i) Slow Flight
(j) V MCA Demonstration
(k) ‡ Use of the Autopilot and/or Flight Director

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(6) Descent
(a) Normal Descent
(7) Approaches
(a) Area Departure and Arrival
(b) Visual Approach—Normal
(c) Precision Approach—Normal
(d) Nonprecision Approach—NDB
(e) * Missed Approach From Precision Approach
(f) * Missed Approach From Nonprecision Approach
(g) * Holding (NDB)
(h) ‡ Use of Autopilot/Flight Director
(8) Landings
(a) Normal Landing
(b) Landing From a Precision Instrument Approach
(c) * Landing From a Circling Approach
(d) * Rejected Landing to a Normal Missed Approach
(e) Full Flap Landing (37.5°)
(f) * Maximum Reverse Thrust Landing
(9) After Landing
(a) * Parking
(10) Other Flight Procedures
(a) * Holding
(b) * ATC Procedures
(c) * ATC Phraseology
(d) * Go-Around Due to Hazard on the Runway
(a) * Pneumatic
(b) * Fuel and Oil
(c) * Electrical
(d) * Hydraulic
(e) Flight Controls
(f) * Anti-icing and Deicing
(g) * Autopilot
(h) * Stall Warning Devices

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(i) * Airborne Weather Radar

(j) * Flight Instrument System Malfunction
(k) * Communication Equipment
(l) * Navigation Systems
(b) Hydraulic Systems
e. Crew Resource Management
(1) Situational Awareness and the Error Chain
(2) * Reliance on Automation
(3) Stress

(1) Airspeeds
(b) * Additional Airspeed Limits
(c) Airpseeds for Safe Operations
(2) Procedures
(b) Before Start
(c) Engine Start
(d) After Start
(e) Taxi
(g) Lineup Check
(h) ‡ Ice Protection
(i) After Takeoff
(j) Cruise
(k) Descent
(l) Approach
(m) Landing
(n) After Landing
(o) Shutdown

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(1) Engine Start
(11) * Flight Control Trim Check
(1) Fire Protection
(a) Fire on Ground
(b) Engine Fire in Flight
(a) Engine Failure—Other Than Takeoff
(b) * High T 5 During Start
(c) Hung Start
(d) * No Light Up
(e) * Low Oil Pressure During Start
(f) * Clearing an Engine
(g) OIL PRESSURE Caution Light On
(a) Beta Light Cycling on Ground
(b) Beta Light Steady On with T Q Increasing, N P Decreasing
(a) GENERATOR Light Fails to Come On After Start or Shutdown
(b) GENERATOR Light On
(c) ‡ GENERATOR OVERHEAT Light On
(d) Total Electrical Failure

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(a) Double Boost Pump Failure
(b) * FUEL LOW LEVEL Light On
(6) Hydraulic Malfunctions
(a) Hydraulic Pump Failure
(b) * Loss of Hydraulic Fluid
(a) * Static System Failure
(b) * Pitot System Failure
(c) * PNEUMATIC LOW PRESS Light On
(d) DOORS UNLOCKED Caution Light On
(1) Preparation
(a) Starting
(b) * Taxi
(c) * Pretakeoff Checks
(d) Radio and Navigation Aids Operation
(3) Takeoff
(a) Normal Takeoff
(b) Crosswind Takeoff
(c) Rejected (Aborted) Takeoff
(d) Instrument Takeoff
(4) Climb
(5) En Route
(a) * Approach to Stall—Takeoff Configuration
(b) * Approach to Stall—En Route Configuration
(c) * Approach to Stall—Landing Configuration

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(d) * Unusual Attitudes

(e) Inflight Powerplant Shutdown
(f) * Inflight Powerplant Restart
(6) Descent
(a) Normal Descent
(7) Approaches
(b) Navigation Equipment and Assigned Radials
(c) Visual Approach—Single Engine
(d) Precision Approach—Normal
(e) Precision Approach—Single Engine
(f) * Nonprecision Approach—NDB
(g) Nonprecision with an Engine Out
(h) * Missed Approach From a Precision Approach
(i) * Missed Approach From a Nonprecision Approach
(j) Holding (NDB)
(k) Missed Approach From a Precision Approach—Single Engine
(l) Missed Approach From a Nonprecision Approach—Single Engine
(8) Landings
(a) * Landing From a Precision Instrument Approach
(b) Landing From a Precision Instrument Approach—Single Engine
(c) * Maneuver to Landing with a Powerplant Failure—From a Visual
Approach
(d) Crosswind Landing
(e) * Landing From a Circling Approach
(f) * Rejected Landing to a Normal Missed Approach
(g) Maneuver to Land With a Powerplant Failure
i) From a Nonprecision Approach
ii) From a Precision Approach
(h) * Zero Flap Landing

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(i) Landing with Inoperative Hydraulic System

(j) * Maximum Reverse Thrust Landing
(9) After Landing
(a) Emergency Evacuation
(a) * Ice Accumulation on Airframe
(d) * Go-Around Due to Hazard on the Runway
(a) * Anti-icing and Deicing
(b) * Stall Warning Devices
(c) * Airborne Weather Radar
(d) * Flight Instrument System Malfunction
(e) * Communications Equipment
(f) * Navigation Systems
(b) Fuel Malfunctions
(c) Electrical Systems
(d) Hydraulic Systems
(e) Propeller Malfunctions
(f) * Miscellaneous System Malfunctions
(2) Communication
(3) Synergy and Crew Concept
(4) Workload Assessment and Time Management
(5) Briefing
(7) Decision Making and Judgement
(8) * Stress

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(1) Airspeeds
(b) * Additional Airspeed Limits
(2) Procedures
(b) Before Start
(c) * Engine Start
(d) After Start
(e) Taxi
(g) Lineup Check
(h) * Ice Protection
(i) After Takeoff
(j) Cruise
(k) Descent
(l) Approach
(m) Landing
(n) After Landing
(o) Shutdown
(1) * Engine Start
(11) * Flight Controls Trim Check

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(1) Fire Protection
(a) * Engine Fire in Flight
(a) Engine Failure Before Takeoff
(b) Engine Failure After Takeoff—Autofeather System Selected ON
(c) Engine Failure After Takeoff—Autofeather Not in Use
(d) * Engine Failure—Other Than Takeoff
(e) * Oil Pressure in Caution Range
(f) OIL PRESSURE Caution Light On
(a) * Beta Light Cycling in Flight
(b) * Beta Light Steady On with T Q Increasing, N P Decreasing
(a) 400 CYCLE Light On (Inverter Failure)
(a) * FUEL LOW LEVEL Light On
(a) Loss of Hydraulic Fluid
(a) Aileron Trim Tab Runaway
(b) * Static System Failure
(c) * Pitot System Failure
(d) * PNEUMATIC LOW PRESS Light On
(e) * DOORS UNLOCKED Caution Light On
(f) * Forced Landing
(g) * Ditching
(1) Preparation
(a) * Prestart Procedures
(a) * Starting
(b) * Taxi

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(c) * Pretakeoff Limitations

(d) * Pretakeoff Checks
(3) Takeoff
(a) * Normal Takeoff
(b) * Crosswind Takeoff
(c) * Rejected (Aborted) Takeoff
(d) Power Failure V 1 (At or Above V 1 )
(e) Powerplant Failure During Climb
(f) Instrument Takeoff
(4) Climb
(a) * Normal Climb (V Y )
(b) Climb with One Engine Inoperative During Climb to En Route Altitude
(V YSE )
(5) En Route
(a) * Inflight Powerplant Shutdown
(b) * Inflight Powerplant Restart
(6) Descent
(a) Normal Descent
(b) * Maximum Rate (Emergency) Descent
(7) Approaches
(b) * Visual Approach—Single Engine
(c) Visual Approach—With Flap Malfunction
(d) * Precision Approach—Normal
(e) Precision Approach—Single Engine
(f) * Nonprecision Approach—NDB
(g) * Nonprecision Approach—VOR
(h) * Nonprecision—Localizer Front Course
(i) * Nonprecision—Localizer Back Course
(j) * Nonprecision with an Engine Out
(k) * Circling Approach
(l) * Missed Approach From a Precision Approach
(m) * Missed Approach From a Nonprecision Approach
(n) Missed Approach with a Powerplant Failure

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(o) * Holding (NDB)

(p) * Missed Approach From a Precision Approach—Single Engine
(q) Missed Approach From a Nonprecision Approach—Single Engine
(8) Landings
(a) * Landing From a Precision Instrument Approach
(b) * Landing From a Precision Instrument Approach—Single Engine
(c) * Maneuver to Landing with a Powerplant Failure—From a Visual
Approach
(d) Landing with a Flap Malfunction
(e) * Crosswind Landing
(f) * Landing From a Circling Approach
(g) Maneuver to Land With a Powerplant Failure
i) * From a Nonprecision Approach
ii) From a Precision Approach
(h) Zero Flap Landing
(i) Landing with Inoperative Hydraulic System
(h) * Forced Landing
(a) * Ice Accumulation on Airframe
(d) Go-Around Due to Hazard on the Runway
(a) * Anti-icing and Deicing
(b) * Stall Warning Devices
(c) * Airborne Weather Radar
(d) * Flight Instrument System Malfunction
(e) * Communications Equipment
(f) * Navigation Systems
(a) Aircraft Fires
(b) Powerplant Malfunctions
(c) * Electrical Systems
(d) Hydraulic Systems
(e) Flap System Malfunction

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(f) * Propeller Malfunctions

(g) * Miscellaneous System Malfunctions
(2) Communication
(5) Briefing
(8) * Stress

(1) * Cockpit Preparation
(2) Before Start
(3) * Engine Start
(4) * After Start
(5) Taxi
(6) * 24-Hour Checks
(7) Lineup Check
(8) * Ice Protection
(9) After Takeoff
(10) Cruise
(11) Descent
(12) Approach
(13) Landing
(14) * After Landing
(15) * Shutdown
(1) * Engine Start



(11) * Flight Control Trim Checks
(1) Fire Protection
(a) * Fire on Ground
(b) * Engine Fire in Flight
(c) Cockpit/Cabin Fire
(d) Suspected Electrical Fire
(a) * Engine Failure Before Takeoff
(b) * Engine Failure After Takeoff—Autofeather System Selected ON
(c) * Engine Failure After Takeoff—Autofeather Not in Use
(d) * Engine Failure—Other Than Takeoff
(e) * High T 5 During Start
(f) * Hung Start
(g) * No Light Up
(h) * Low Oil Pressure During Start
(i) * Clearing an Engine
(j) * Normal Airstart
(k) * Oil Pressure in Caution Range
(l) * OIL PRESSURE Caution Light On
(a) * No Beta Light When Reversing
(b) * Beta Light Cycling on Ground
(c) Beta Light Cycling in Flight
(d) * Beta Light Steady On with T Q Increasing, N P Decreasing
(e) Propeller Overspeed

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(a) * GENERATOR Light Fails to Come On After Start or Shutdown
(b) * GENERATOR Light On
(c) * Total Electrical Failure
(d) * 400 CYCLE Light On (Inverter Failure)
(e) Total Inverter Failure
(a) * BOOST PUMP 1 Light On
(b) * Double Boost Pump Failure
(c) * FUEL LOW LEVEL Light On
(a) * Hydraulic Pump Failure
(b) * Loss of Hydraulic Fluid
(a) * Aileron Trim Tab Runaway
(b) Artificial Horizon Failure
(c) * Heading Indicator or RMI Failure
(d) * Static System Failure
(e) * Pitot System Failure
(f) * PNEUMATIC LOW PRESS Light On
(g) * DOORS UNLOCKED Caution Light On
(h) Emergency Descent
(i) Forced Landing
(1) Preparation
(a) * Prestart Procedures
(a) * Starting
(b) * Taxi
(c) * Pretakeoff Limitations
(d) * Pretakeoff Checks

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(3) Takeoff
(a) * Normal Takeoff
(b) * Crosswind Takeoff
(c) * Rejected (Aborted) Takeoff
(d) * Power Failure V 1 (At or Above V 1 )
(e) * Powerplant Failure During Climb
(f) * Instrument Takeoff
(g) Windshear
(4) Climb
(a) * Normal Climb (V Y )
(b) * Climb with One Engine Inoperative During Climb to En Route
Altitude (V YSE )
(c) * Best Angle of Climb (V X )
(5) En Route
(a) * Steep Turns
(b) * Approach to Stall—Takeoff Configuration
(c) * Approach to Stall—En Route Configuration
(d) * Approach to Stall—Landing Configuration
(e) * Inflight Powerplant Shutdown
(f) * Inflight Powerplant Restart
(g) * Normal Turns
(h) * Slow Flight
(i) * V MCA Demonstration
(j) * Partial Panel Flight
(6) Descent
(a) Normal Descent
(b) Maximum Rate (Emergency) Descent
(7) Approaches
(a) * Area Departure and Arrival
(b) * Navigation Equipment and Assigned Radials
(c) * Visual Approach—Normal
(d) * Visual Approach—Single Engine
(e) * Visual Approach—With Flap Malfunction
(f) * Precision Approach—Normal

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(g) * Precision Approach—Single Engine

(h) * Nonprecision Approach—NDB
(i) * Nonprecision Approach—VOR
(j) * Nonprecision—Localizer Front Course
(k) * Nonprecision—Localizer Back Course
(l) * Nonprecision with an Engine Out
(m) * Circling Approach
(n) * Missed Approach From a Precision Approach
(o) * Missed Approach From A Nonprecision Approach
(p) * Missed Approach with a Powerplant Failure
(q) * Holding (NDB)
(r) Missed Approach From a Precision Approach—Single Engine
(s) * Missed Approach From a Nonprecision Approach—Single Engine
(t) Flight Instrument Failure
(u) * Partial Panel
(v) Windshear
(8) Landings
(a) * Normal Landing
(b) * Landing From a Precision Instrument Approach
(c) * Landing From a Precision Instrument Approach—Single Engine
(d) * Maneuver to Landing with a Powerplant Failure—From a Visual
Approach
(e) * Landing with a Flap Malfunction
(f) * Crosswind Landing
(g) * Rejected Landing to a Normal Missed Approach
(h) Maneuver to Land With a Powerplant Failure
i) * From a Nonprecision Approach
ii) * From a Precision Approach
(i) * Zero Flap Landing
(j) * Full Flap Landing (37.5°)
(k) * Landing with Inoperative Hydraulic System
(l) Maximum Reverse Thrust Landing
(m) * Forced Landing

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(a) * Holding
(b) * Ice Accumulation on Airframe
(c) Windshear/Microburst
(d) * ATC Procedures
(e) * ATC Phraseology
(f) * Go-Around Due to Hazard on the Runway
(a) * Pneumatic
(b) * Fuel and Oil
(c) * Electrical
(d) * Hydraulic
(e) * Flight Controls
(f) * Anti-icing and Deicing
(g) * Stall Warning Devices
(h) * Airborne Weather Radar
(i) * Flight Instrument System Malfunction
(j) * Communications Equipment
(k) * Navigation Systems
(a) * Aircraft Fires
(b) Powerplant Malfunctions
(c) * Fuel Malfunctions
(d) Electrical Systems
(e) * Hydraulic Systems
(f) * Pneumatic Systems
(g) * Flight Control System Malfunctions
(h) * Flap System Malfunction
(i) Propeller Malfunctions
(j) * Miscellaneous System Malfunctions
(2) Communication

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(5) Briefing
(8) Stress
D. Aircraft Training Module

1. Aircraft Period No. 1
(1) Airspeeds
(b) Additional Airspeed Limits
(2) Procedures
(a) Cockpit Preparation
(b) Before Start
(c) Engine Start
(d) After Start
(e) Taxi
(f) 24-Hour Checks
(g) Lineup Check
(h) * Ice Protection
(i) After Takeoff
(j) Cruise
(k) Descent
(l) Approach
(m) Landing
(n) After Landing
(o) Shutdown
(0) Simulating One Engine Inoperative—Zero Thrust
(1) Engine Start
(2) Autofeather System Check
(3) Propeller Governor Check

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(5) Power Lever Switch Check
(6) RESET PROPS Caution Light Check
(7) Electrical Check
(10) ‡ Wing Fuel Tank Check
(11) Boost Pump Check
(12) ‡ Autopilot Check
(13) ‡ Oxygen System Check
(a) * Engine Failure After Takeoff—Autofeather System Selected ON
(b) * Engine Failure After Takeoff—Autofeather Not in Use
(c) Engine Failure—Other Than Takeoff
(a) GENERATOR Light On
(a) * Static System Failure
(b) * Pitot System Failure
(c) * PNEUMATIC LOW PRESS Light On
(d) * Emergency Descent
(1) Preparation
(a) Visual Inspection (Aircraft or Pictorial Means)
(b) Prestart Procedures
(c) Performance Limitations
(d) Calculation of Takeoff and Climb Power Setting
(a) Starting
(b) Taxi
(c) Pretakeoff Limitations
(d) Pretakeoff Checks
(e) Radio and Navigation Aids Operation

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(3) Takeoff
(a) Normal Takeoff
(b) * Powerplant Failure During Climb
(4) Climb
(b) * Best Angle of Climb (V X )
(5) En Route
(a) Steep Turns
(b) Approach to Stall—Takeoff Configuration
(c) Approach to Stall—Landing Configuration
(d) * Inflight Powerplant Shutdown
(e) * Inflight Powerplant Restart
(f) Normal Turns
(g) Slow Flight
(h) Calculation of Cruise Power Setting
(i) ‡ Use of Autopilot and/or Flight Director
(6) Descent
(a) Normal Descent
(7) Approaches
(a) Precision Approach—Normal
(b) * Precision Approach—Single Engine
(c) * Nonprecision Approach—NDB
(d) * Nonprecision Approach—VOR
(e) * Nonprecision Approach—Localizer Front Course
(f) * Nonprecision Approach—Localizer Back Course
(g) * Missed Approach with a Powerplant Failure
(h) * Flight Instrument Failure
(8) Landings
(a) Normal Landing
(b) * Landing From a Precision Instrument Approach

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(c) Landing with a Flap Malfunction

(d) * Crosswind Landing
(e) * Landing From a Circling Approach
(f) * Rejected Landing to a Normal Missed Approach
(9) After Landing
(a) Parking
(b) Secure and Tiedown
(a) * Go-Around Due to Hazard on the Runway
(a) * Stall Warning Devices
(b) * Airborne Weather Radar
(c) * Flight Instrument System Malfunction
(d) * Communications Equipment
(e) * Navigation Systems
(12) Systems Procedures (Emergency)
(b) Electrical Systems
(c) Hydraulic Systems
(d) Flap System Malfunction
(e) Miscellaneous System Malfunctions
(2) Communication
(5) Briefing
(8) Stress


COMPLETION STANDARDS
The pilot must perform all procedures and maneuvers to the tolerances listed in the Airline
Transport Pilot/Type Rating Practical Test Standards. It is expected, during the earlier sim-
ulator flights, that the tolerance for completion of a maneuver or procedure be greater than dur-
ing the later simulator flights. In all cases, it is expected that the pilot should strive to meet
the tolerances listed below.
1. Takeoff
a. Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±5°
b. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±5 KIAS
2. Departure, Cruise, Holding, and Arrival
a. Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±100 Feet
b. Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±10°
c. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±10 KIAS
3. Steep Turns
a. Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±100 Feet
b. Rollout Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±10°
c. Bank Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±5°
d. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±10 KIAS
4. Approach to Stall
a. Recognize Perceptible Stall or Stall Warning
b. Recover at First Indication of Stall
c. Strive for Minimum Altitude Loss
5. IFR Approaches (Prior to Final Approach)
a. Nonprecision
(1) Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .± 100 Feet
(2) Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±5°
(3) Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±5 KIAS
b. Precision
(1) Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±100 Feet
(2) Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±5°
(3) Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±10 KIAS


6. IFR Approaches (During Final Approach)

a. Nonprecision Approach
(1) CDI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±1/2 Scale Deflection
(2) RMI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±5° Deviation
(3) Bearing Pointer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±5° Deviation
(4) MDA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +50, –0 Feet
(5) Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +5, –0 KIAS
b. Precision Approach
(1) Glide Slope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±1/4 Scale Deflection
(2) Localizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±1/4 Scale Deflection
(3) DH . . . . . . . . . . . . . . . . . . . . . . . –0 Feet Prior to Initiating Missed Approach
(4) Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +5, –0 KIAS
7. Circling to Land
a. Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +100, –0 Feet
b. Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±5°
c. Bank Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Should Not Exceed 30°
d. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±5 KIAS
8. Missed Approach
a. Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±100 Feet
b. Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±5°
c. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±5 KIAS
9. Landing
a. Final Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +5, –0 KIAS
10. Powerplant Failure—Multiengine Aircraft
a. Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±100 Feet
b. Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±10°
c. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±10 KIAS


CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-2
Description ....................................................................................................................... 1-2
Series................................................................................................................................ 1-3
Production Differences..................................................................................................... 1-3
Endnotes........................................................................................................................... 1-4
Certification...................................................................................................................... 1-5
History.............................................................................................................................. 1-5
STRUCTURES ........................................................................................................................ 1-6
General ............................................................................................................................. 1-6
Fuselage ........................................................................................................................... 1-8
Nose ................................................................................................................................. 1-8
Flight Compartment....................................................................................................... 1-11
Cabin.............................................................................................................................. 1-13
Cabin Doors and Exits .................................................................................................. 1-19
Rear Baggage Compartment ......................................................................................... 1-25
DOORS UNLOCKED Caution Light........................................................................... 1-26
Windows ....................................................................................................................... 1-26
Wing.............................................................................................................................. 1-26
Empennage.................................................................................................................... 1-28
Revision 2 FOR TRAINING PURPOSES ONLY 1-i


AIRCRAFT SYSTEMS ....................................................................................................... 1-28

General.......................................................................................................................... 1-28
Electrical Power ............................................................................................................ 1-28
Lighting......................................................................................................................... 1-29
Master Warning System................................................................................................ 1-29
Fuel ................................................................................................................................ 1-29
Powerplant .................................................................................................................... 1-29
Fire Protection............................................................................................................... 1-30
Pneumatics .................................................................................................................... 1-30
Ice and Rain Protection................................................................................................. 1-30
Heating and Ventilation ................................................................................................ 1-30
Hydraulic Power ........................................................................................................... 1-30
Landing Gear and Brakes ............................................................................................. 1-31
Flight Controls ............................................................................................................... 1-31
Avionics ........................................................................................................................ 1-31
Optional Systems .......................................................................................................... 1-31
GENERAL SERVICING ..................................................................................................... 1-32
Tie-Down ...................................................................................................................... 1-32
Servicing Points ............................................................................................................. 1-32
ENDNOTES ......................................................................................................................... 1-33
1-ii FOR TRAINING PURPOSES ONLY Revision 2


ILLUSTRATIONS
Figure Title Page
1-1 DHC-6-300 Landplane ............................................................................................. 1-2
1-2 Air Survey Configuration ......................................................................................... 1-2
1-3 Series 300M.............................................................................................................. 1-3
1-4 Water Bombers ......................................................................................................... 1-3
1-5 Ice Reconnaissance Configuration ........................................................................... 1-4
1-6 United States Air Force UV-18B.............................................................................. 1-4
1-7 First Flight, May 1965.............................................................................................. 1-6
1-8 Series 300 Landplane—Cutaway Illustration........................................................... 1-7
1-9 Aircraft Dimensions ................................................................................................. 1-9
1-10 Short Nose Configuration......................................................................................... 1-8
1-11 Doors and Principle Station Numbers ...................................................................... 1-9
1-12 Long Nose Configuration ......................................................................................... 1-8
1-13 Nose Compartments ............................................................................................... 1-10
1-14 Optional Nose Installations .................................................................................... 1-10
1-15 Nose Baggage Door ............................................................................................... 1-11
1-16 Flight Compartment—Left-Hand Side .................................................................. 1-11
1-17 Flight Compartment—Series 300S ........................................................................ 1-12
1-18 Pilot Seats............................................................................................................... 1-13
1-19 Shoulder Harness ................................................................................................... 1-13
1-20 Cabin, Bulkheads, and Baggage Compartment Access Door ................................ 1-13
1-21 Cabin and Baggage Compartment Dimensions ..................................................... 1-14
1-22 Douglas Track Seat Attach Fitting ......................................................................... 1-15
1-23 Standard Series 300 Commuter Interior................................................................. 1-15
Revision 2 FOR TRAINING PURPOSES ONLY 1-iii


1-24 Eighteen-Seat Interior With Wardrobe................................................................... 1-15

1-25 Utility Seat Configurations .................................................................................... 1-16
1-26 Thirteen-Seat Configurations ................................................................................. 1-16
1-27 Passenger Seating Arrangement and Seat Station Numbers .................................. 1-17
1-28 Floor Loading and Tie-Down Dimensions............................................................. 1-17
1-29 Aircraft Doors ........................................................................................................ 1-18
1-30 Cabin Right-Hand Door ......................................................................................... 1-19
1-31 Right-Hand Door Inspection Window ................................................................... 1-19
1-32 Cabin Doors, Locks and Safety Guards ................................................................. 1-20
1-33 Cabin Access Ladder.............................................................................................. 1-20
1-34 Series 1 Double Door ............................................................................................. 1-21
1-35 Series 300 Airstair and Cargo Doors ..................................................................... 1-21
1-36 Airstair Door .......................................................................................................... 1-21
1-37 Left Rear Double Door and Restraint Pins ............................................................ 1-22
1-38 Rear and Forward Double Door Stay Bars............................................................. 1-22
1-39 UV-18B Parachute Door ........................................................................................ 1-23
1-40 Cabin Emergency Exit ........................................................................................... 1-23
1-41 Emergency Escape Roof Hatch.............................................................................. 1-24
1-42 Rear Fuselage Baggage Compartment ................................................................... 1-25
1-43 Series 100 Baggage Compartment Door................................................................ 1-25
1-44 Cargo Door Prop Rod Attach Point ....................................................................... 1-25
1-45 Manufacturer’s Identification Plate........................................................................ 1-26
1-46 Optional Observation Windows ............................................................................. 1-27
1-47 Static Wicks............................................................................................................ 1-28
1-48 Aircraft Tie-Down Points—Under Wing ............................................................... 1-32
1-iv FOR TRAINING PURPOSES ONLY Revision 2


1-49 Aircraft Tie-Down Points....................................................................................... 1-33

1-50 Servicing Points ..................................................................................................... 1-33
Revision 2 FOR TRAINING PURPOSES ONLY 1-v

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CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the DHC-6 Twin Otter aircraft. This information is intended as an instruc-
tional aid only; it does not supersede, nor is it meant to substitute for, any of the manu-
facturer’s maintenance or operating manuals. The material presented has been prepared
from the basic design data; changes and modifications in aircraft configuration or sys-
tem operation will be covered during academic training and subsequent revisions to this
manual.
Procedures referred to in this training manual incorporate revision 45 to the Series 300
Flight Manual.
Chapter 1 covers the history, structural makeup and general servicing of the aircraft, and
gives an overview of the systems. Operating limitations are presented in the Limitations
and Specifications section. A pictorial walkaround of a Series 300 landplane is presented
in the Walkaround section.
The Annunciator Panel section displays all flight compartment light indications and may
be folded out for reference while reading this manual. An instrument panel poster is pro-
vided which is a composite photograph of all panels in the flight compartment. The air-
craft used in the instrument panel poster is FlightSafety’s Twin Otter simulator located
in Toronto, Canada. The simulator represents a late production (serial number 750)
landplane.
Revision 2 FOR TRAINING PURPOSES ONLY 1-1

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GENERAL Products (CAP) floats are used, necessitates

the installation of a short nose—and inter-
mediate flotation gear for “soft-field’’ oper-
DESCRIPTION ation. Optional installations available include
wing fuel tanks, anti-icing and deicing sys-
The DHC-6 Twin Otter (Figure 1-1) is an un- tems, crew and passenger oxygen systems,
pressurized, all metal, high wing, twin tur- propeller synchronizer, air conditioning, pres-
boprop aircraft with fixed tricycle gear and sure fueling, autopilot, and various radio, nav-
a steerable nosewheel. It is powered by two igation, and communications systems.
Pratt & Whitney Canada PT6A-series en-
gines driving three blade, reversible pitch,
full feathering propellers. Although certi-
fied as a single pilot aircraft, it carries a
crew of two and up to 20 passengers de-
pending on seating configuration. A typical
Series 300 aircraft, when manufactured,
weighed 7,000 pounds when empty.
The versatility of the Twin Otter allows it to

be configured for many different aerial oper-
ations such as cargo transportation, ambu-
lance duties, search and rescue, supply
dropping, aerial survey (Figure 1-2), and fire-
fighting. The aircraft can be adapted for op-
erations on wheel-skis, spring skis,
Figure 1-2. Air Survey Configuration
floats—which, when Canadian Aircraft
Figure 1-1. DHC-6-300 Landplane
1-2 FOR TRAINING PURPOSES ONLY Revision 2

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SERIES craft were certified to Australian specifications 2.

An experimental 300M (military) series, featur-
Aircraft models covered in this training man- ing a heads-up display and hard points for weapons
ual are: systems (Figure 1-3), was a technical success but
did not sell well. Six specially modified series
• DHC-6 Series 1 (prototype)—SNs 001 300S aircraft—featuring spoilers, anti-skid brak-
through 5 ing, improved fire detection and extinguishing
systems, an air-powered emergency braking sys-
• DHC-6 Series 100—SNs 6 through 115 tem, and multiple-redundant electrical systems—
were built for demonstration of an intercity STOL
• DHC-6 Series 200—SNs 116 through 230 service in Canada 3.
• DHC-6 Series 300—SNs 231 through 844 Where significant differences in systems exist
in these subseries, the differences will be men-
Several subseries of aircraft were also produced. tioned in the appropriate chapter of this man-
Series 110, 210, and 310 aircraft incorporated ual. It is important to note that a different
systems and structural modifications to meet Flight Manual was produced for each series
British AWB certification requirements and were and each subseries. Refer to the General Pilot
certified to British specifications 1. Series 320 air- Information section of this manual for addi-
tional information concerning de Havilland tech-
nical publications for the Twin Otter aircraft.
PRODUCTION DIFFERENCES
Many regular production aircraft were specially
modified at the factory to meet unique customer
requirements. Water bombers—using water
bombing floats or a membrane belly tank system
(Figure 1-4)—aerial photography aircraft with
camera hatches, ice reconnaissance aircraft with
chin radar and extended range fuel systems
(Figure 1-5), and aircraft engineered for 14,500
pound takeoff weights in the landplane configura-
Figure 1-3. Series 300M tion are a few examples of these modifications.
WATER BOMBING FLOATS MEMBRANE TANK SYSTEM

Figure 1-4. Water Bombers

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Figure 1-5. Ice Reconnaissance Figure 1-6. United States Air Force UV-18B
Configuration
The UV-18B aircraft in service with the United were made during the production history of the
States Air Force (Figure 1-6) is a Series 300 aircraft. In some cases, the changes are not sig-
Twin Otter which has been modified to suit the nificant to the pilot. In many cases, differ-
requirements of the USAF for parachutist op- ences in modification status or installation of
erations 4. The Alaska National Guard operates standard order options (S.O.O.s) directly af-
UV-18A aircraft which are similar. fect the pilot, resulting in changes to limita-
tion speeds, systems tests and operations, and
This training manual was written primarily normal and emergency procedures. In the past,
for operators of Series 300, 300S, 300M, 310, confusion about the reason for and operational
320, and UV-18A/B aircraft. Differences for impact of many modifications and options
Series 100 and 200 aircraft are noted in the text, have resulted in the use of inappropriate op-
or presented at the end of each chapter when erating procedures on some aircraft.
the differences are significant. Series 1 (pro-
totype) structures and systems differences FlightSafety’s policy is to train to proficiency
are extensive and not discussed in detail. based on “need to know” information. In the
preparation of this training manual, every ef-
The Series 1, 100, and 200 aircraft are pow- fort has been made to present information on
ered by PT6A-20 engines; the Series 300 and a “need to know” basis, and leave out unnec-
derivatives are powered by the PT6A-27. The essary, maintenance-oriented technical docu-
PT6A-27 engine is the more powerful through mentation. However, we recognize that the
all phases of flight. An STC modification to Twin Otter pilot who operates in remote lo-
put PT6A-27 engines on Series 200 aircraft is cations with limited communications and few
available. Some aircraft have been fitted with support facilities may have a greater “need to
PT6A-34 engines by STC modification; how- know” than, for example, the pilot of a rela-
ever, as these aircraft remain subject to the tively new jet who normally operates from
horsepower limitations imposed on the orig- airfields where services and communications
inal airframe, the primary benefit of the engine are always available.
refit is improved “hot and high” performance.
Endnotes have been provided in this manual
to refer the reader to additional sources of
ENDNOTES information, and provide additional infor-
A tremendous number of changes, improve- mation and history about modifications
ments, and modifications to the original design and aircraft improvements. Reference to


the endnotes is entirely optional. The man- The Series 1 aircraft are not, and cannot be,
ual is written to be read and used, and the certified to SFAR 23 requirements. Series 100
pilot training course completed, without any and 200 aircraft have a MTOW of 11,579
reference to the endnotes. pounds. Series 300 have a MTOW of 12,500
pounds.
Mention of modifications, options, supple-
mental type certificates (STCs), supplemen- The Federal Aviation Administration (FAA)
tal type approvals (STAs), vendors, and Twin Otter type certificate import number
operators is made for information purposes “A9EA” was issued and approved on August
only and does not constitute a recommenda- 1, 1966 for Series 100 aircraft. This was later
tion or endorsement by FlightSafety. amended by the FAA on April 1, 1968 for
Series 200 aircraft and May 8, 1969 for Series
300 aircraft.
CERTIFICATION
The Twin Otter was certificated as Normal cat- The type approval certificate “A82” recog-
egory. The aircraft is approved for VFR, IFR, over- nizes the British Series 110, 210, and 310 air-
water, and, when the required equipment is craft as being the designation of the variants
installed and operational, known icing conditions. developed from the Series 100, 200, and 300
aircraft that fulfill the special requirements
The Canadian type approval certificate “A82” considered necessary by the British CAA
was first received from the Canadian (ARB). The United Kingdom Special
Department of Transport (now known as Requirements document was raised to issue 3,
Transport Canada) for Series 1 aircraft on dated September 10, 1970, to cover all series.
April 7, 1966. Later, the type approval was In a similar manner, the Australian Series 320
amended on July 29, 1966 for Series 100 air- aircraft is the designation of the variant de-
craft, March 29, 1968 for Series 200 aircraft, veloped from the Series 300 aircraft that ful-
and April 25, 1969 for Series 300 aircraft. fi l l s t h e A u s t r a l i a n C A A a i r w o r t h i n e s s
The basic definition of the aircraft, excluding certificate requirements for importation into
S.O.O.s and custom options, is defined by de Australia in Normal or Transport operating
Havilland drawing C6-100 and is designated categories. Approval for the Series 320 aircraft
as C6-1000-1. An additional, detailed de- was issued on January 23, 1970.
scription of the aircraft and list of perfor-
mance specifications may be found in AEROC Several additional type approval certificates
6.2.G 6-1 published by de Havilland. are on record, including Ministere des Transport
France 6 No. IM-37 for Series 300 on May 29,
The basis of certification for the Twin Otter 1970, and Luftfahrt Bundesamt (Germany)
is CAR 3 dated May 15, 1956, including Number 2034 for Series 300 on August 10, 1979.
amendments 3-1 through 3-8, plus special
conditions for multiengine turbine-powered HISTORY
aircraft dated November 6, 1964. Special
Federal Aviation Regulation (SFAR) 23, dated A total of 844 Twin Otter aircraft were manu-
January 7, 1969, with amendments SFAR 23- factured in Toronto by de Havilland of Canada
1 dated December 23, 1969 also 5
apply when between 1965 and 1988. At the time of publica-
the aircraft is suitably modified and operated tion of this manual (Fall 1996), approximately
in accordance with Supplement 11 to the Flight 625 remain in service worldwide.
Manual.
The first aircraft, serial number 1 (CF-DHC-X)
Series 1 aircraft (two remain in service as of was the prototype aircraft for the early Series
1996) operate with two PT6A-20 engines and 1 models. It was later modified numerous
are restricted to an all up weight of 11,000 lb. times to participate in the flight test programs

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for the remaining series aircraft including the series 400 Twin Otter was considered, but de-
Series 300S aircraft. This aircraft has been velopment of the 35 passenger Dash 8-100
retired and is presently at the National Aviation took precedence.
Museum, Ottawa, Canada.
At present, Twin Otter aircraft are in service
The Twin Otter is an evolution of the highly with over 200 operators in nearly 80 coun-
successful DHC-3 single Otter. Development tries. The fleet-leading high-time aircraft has
of the Pratt & Whitney PT6 engine in the early over 54,000 hours, and the high-cycle aircraft
1960s coincided with a special DHC-3 STOL over 109,000 cycles. Although the aircraft is
program being conducted at de Havilland. The no longer in production, both FlightSafety
logical outcome of both programs was the and the de Havilland division of Bombardier
Twin Otter. Preliminary Twin Otter design Regional Aircraft are committed to support-
work began in April of 1963, and the first ing the Twin Otter well into the future. The last
flight was made on May 20, 1965 (Figure 1- aircraft, a Series 310, was manufactured in
7). Series 100 production began in 1966 at 1988 and later delivered to Malaysia Airlines 7.
the rate of 3 aircraft a month, and eventually
reached 10 aircraft a month. By the end of
1968, 99 had been produced. STRUCTURES
The most significant change in the produc-
tion history was the development of the Series GENERAL
300 aircraft. The PT6A-20 engines used on the Most of the aircraft structures, with the ex-
series 100 and 200 aircraft were limited to ception of the cone shaped long nose section,
550 SHP, and offered little T 5 margin at high are fabricated of high-strength aluminum alloy
ambient temperatures. When the PT6A-27 en- with steel, fiberglass, and other materials used
gine became available, temperature margins as required. The major structure consists of
were assured due to flat rating of the engine, the nose, fuselage, wings, and empennage.
and MTOW increased from 11,579 pounds to Figure 1-8 illustrates the major structural
12,500 pounds. Series 300 aircraft could lift components of the aircraft.
a 5,500-pound payload, takeoff in 860 feet, and
land in 950 feet (CAR 3 ground roll only). A
Figure 1-7. First Flight, May 1965

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Place Plane TWIN OTTER PILOT TRAINING MANUAL Place Plane TWIN OTTER PILOT TRAINING MANUAL
Here SERIES 100/200/300 Here SERIES 100/200/300
Figure 1-8. Series 300 Landplane—Cutaway Illustration
Revision 3 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

1-7
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Standard fuel storage is in tanks installed in The aircraft has two flight compartment doors,
the fuselage under the cabin floor. Optional a cabin door on the right side, and double
wing tanks are available. The discussion on cabin doors on the left side. The forward of the
each fuselage section includes the doors in two double doors may be an airstair door or a
that section. General dimensions are shown in cargo door with a ladder.
Figure 1-9.
Figure 1-11 illustrates the various doors,
hatches, and fuselage stations referred to in
FUSELAGE this chapter.
The fuselage is all-metal, semimonocoque
construction with oval-to-rectangular-shaped NOSE
bulkheads. It is divided into the nose, cockpit,
cabin, and aft fuselage sections. Series 100 air- The nose section (Figure 1-12) forms the bag-
craft without the long nose 8 are 2 feet 3 inches gage compartment on long nose aircraft.
shorter (at the nose) than the Series 200 and Access is through a door on the left side. The
300 aircraft. The short nose (Figure 1-10) is door position (open or latched) is monitored
also used on all aircraft equipped with CAP by the flight compartment DOORS UN-
floats 9. Other than the length difference when LOCKED annunciator light. Removable metal
the short nose is installed, all standard Twin panels at the rear of the baggage compartment
Otter aircraft have the same basic dimensions. at station 44 prevent damage to avionics equip-
ment which is mounted in racks forward of the
The horizontal arm datum 0 (aircraft station station 60 bulkhead (Figure 1-13).
0) is located 109.32 inches forward of the
fuselage jig point marked on either side of the The nose baggage compartment weight limit is
aircraft just behind the flight compartment 300 pounds. This weight limit is dictated by
door. On a short nose aircraft, station 0 is ap- structural strength (attachment of the nose to
proximately 6 inches forward of the tip of the station 60), rather than by balance considerations.
nose fairing. On an aircraft equipped with the The weight of any avionics equipment installed
long nose, station 0 is approximately 21 inches in the forward end of the nose compartment,
aft of the tip of the nose fairing. such as weather radar and/or glideslope antennas,
Figure 1-10. Short Nose Configuration Figure 1-12. Long Nose Configuration

* NOTE:
Revision 3
DIMENSIONS ARE APPROXIMATE

ONLY AND MAY VARY DEPENDING
Place Plane
ON AIRCRAFT CONFIGURATION DIHEDRAL 3°
Here
AND LOADING CONDITIONS.
SEE THE GROUND MANUAL,

PSM 1-6-2T FOR SPECIFIC
DETAILS.
DIAMETER 8 FT 6 IN.
(2.59m) 9 FT
CLEARANCE 60 IN. (1.52m )* 3 IN.
(3.70m)
12 FT 2 IN.
SERIES 100/200/300
65 FT 0 IN. (19.81m)
CLEARANCE 25.6 IN. (.65m)
19 FT 6 IN. (5.94m)*
APPROX AT NORMAL WEIGHT
9 FT 8 IN.
(2.94m)
(.85m) 33.8 IN.

51 FT. 9 IN
(15.77m)
14 FT 10.5 IN.
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20 FT 8 IN.
(6.29m)
Figure 1-9. Aircraft Dimensions
Place Plane
Here
PROP C/L LEADING EDGE

STA 124.49 STA 188.24 TRAILING EDGE
SERIES 100/200/300
JIG POINT
STA 109.32 MAC 78.0
56.0 LEFT DOOR

BULKHEAD
STA 60.0 BAGGAGE DOOR
BAGGAGE 30.0 RIGHT DOOR
DOOR
25.7
50.0 45.5 35.7

20.2 29.7 27.2
BULKHEAD JACKING POINT-REAR

FUEL TANKS
STA 376.0 STA 511.25
37.3
JACKING POINT-NOSE STA
STA 85.45 232.0 BULKHEAD LIFTING POINT
STA STA STA 332.0 STA STA 468.0
0 53.5 406
JACKING POINT UNDERCARRIAGE JACKING POINT-CENTRE
STRUT STA 220.5 (APPROX) STA 239.88
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Figure 1-11. Doors and Principal Station Numbers

1-9
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must be deducted from the 300-pound nose straps within the radome assembly. When
baggage compartment limit (Figure 1-14). weather radar is not installed, a metal light-
Typically, a weather radar installation in the ening protection spike, approximately 4 inches
forward end of the nose, with associated shelv- long (Figure 1-14), protrudes from the front
ing and cabling, weighs 25 to 30 pounds. A of the long nose 10.
placard is provided on the inside of the nose
baggage compartment door listing the usable Hazardous material or cargo likely to give off
capacity of the nose baggage compartment offensive smells should not be stored in the
whenever avionics equipment is installed in the nose baggage compartment. In flight, any air
forward end of the compartment. The nose which enters the nose baggage compartment
baggage compartment has a volume of 38 through gaps in the door seal or through the
cubic feet (1.08 m 3). nosewheel fork opening at station 60 will be
drawn into the flight compartment.
When optional weather radar is installed,
the front of the nose section is a radome. The long nose baggage compartment is made of
Lightning protection is provided by bonded a balsa wood and fiberglass laminate. Care must
BAGGAGE AVIONICS
Figure 1-13. Nose Compartments
WITH RADAR INSTALLED WITHOUT RADAR INSTALLED
Figure 1-14. Optional Nose Installations

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DOOR STRUT ATTACH POINT DOOR OPEN
Figure 1-15. Nose Baggage Door

be taken not to drop heavy objects in the com-
partment, to avoid damaging or puncturing
the compartment walls. Tie down rings are
provided at the front and rear of the compart-
ment to secure cargo during flight. The floor
loading limit in the nose baggage compartment
is 100 pounds per square foot.
A jury strut (prop rod) is provided to hold the

nose baggage compartment door open when
loading and unloading cargo (Figure 1-15).
The nose baggage compartment door is curved
and, when propped open, forms an almost per-
fect airfoil shape (Figure 1-15). The door
should not be left propped open, unattended,
when there is any risk that wind or wash from
another aircraft may cause the door to lift and
overcenter.
When closing the nose baggage compartment

door, both door latches must be pushed si-
multaneously to allow the door to close prop-
e r l y. O n a i r c r a f t s e r i a l n u m b e r 3 1 1 a n d
subsequent, the forward door latch incorpo-
rates a key lock 11. It is not necessary that the
compartment be key-locked in flight. The
same key locks and unlocks all other doors on Figure 1-16. Flight Compartment Door—
the aircraft. Left-Hand Side
step and handgrip is installed on each door 12.

FLIGHT COMPARTMENT The round vent installed in the smaller of the
two flight compartment door windows is not
The flight compartment has a pilot entrance provided by de Havilland, but is a common
door (Figure 1-16) on each side. An L-shaped retrofit for pilot comfort.

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Figure 1-17. Flight Compartment—Series 300S

The doors are hinged at their forward edges and Pilot Seats
latched by handles on the inside and outside.
The outside handle includes a key lock. A A seat with a loose lower cushion is provided
sliding window in each door can be adjusted for each pilot. The seat cushion was improved
to any position and can be secured by a latch. at aircraft serial number 527 to provide a
A map pocket is provided on each door. Neither denser foam, to prevent spinal contact with the
door is connected to the DOORS UNLOCKED seat structure14. Each seat is adjustable fore and
annunciator light. aft by means of a lever on the left side of the
seat, at floor level. Lifting the lever upwards
The flight compartment may be separated withdraws locking pins and allows the seat
from the cabin by sliding doors 13 or a curtain horizontal-tube structure to be moved. Care
immediately behind the crew seats. Figure should be taken to ensure that the locking pins
1-17 shows a typical flight compartment have fully engaged after the seat has been ad-
arrangement. justed.
External, hinged access panels are provided, Vertical adjustment of each seat is accom-
one on each side of the flight compartment plished by means of a lever located at the left
under each crew door, to allow access for side of each seat pan which withdraws pins
maintenance of the hydraulic, heating, venti- from the seat vertical tube structure to allow
lation, and flight control components located the seat to be moved to any one of five verti-
under the flight compartment floor. The nose cal positions and relocked. A handgrip is pro-
landing gear, with its associated nosewheel vided above each windshield to allow the pilot
steering components, is secured to the for- to remove his or her weight from the seat as-
ward face of the flight compartment front sembly prior to lifting the vertical adjust-
bulkhead at station 60. ment lever.

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Figure 1-18 illustrates the pilot seat compo- with plug-type emergency exit hatches 16 on
nents and controls. On some aircraft, a bracket both sides of the cabin between rows 2 and 3
is provided to hold the Flight Manual under- at Station 156. Access is generally available
neath the right-hand seat. Care should be taken through a partition door from the rear cabin
to ensure that the outboard armrest does not bulkhead to the rear baggage compartment
pinch or cut the crew headset cable when the (Figure 1-20); however, this access will be
armrest is lowered. restricted if commuter seats are installed,
due to the installation of a beam across the LAP STRAP
Each seat is equipped with a lap-type safety rear bulkhead to accommodate the three tip-
belt. Most aircraft are also equipped with up seats.
shoulder harnesses for both pilots 15. The shoul-
der harness is an inertia reel mechanism, Accommodation is provided for permanent or
which locks automatically when subject to folding seat configurations, including tie-
deceleration loads between 2 and 3 Gs (Figure down devices for cargo retention in lieu of LAP STRAP
1-19). passengers. Detachable panels in the ceiling
provide access for flight and engine controls
CABIN
The cabin section (Figure 1-20) is located be-
tween the forward bulkhead at Station 111 SHOULDER HARNESS
and rear bulkhead at Station 332. Doors are lo-
cated on each side of the cabin adjacent to the
rear bulkhead. Series 300 aircraft are equipped
SHOCK CORD
(FORE AND AFT ADJUSTMENT)
LEVER (FORE AND AFT

LOCKING MECHANISMS)
FORWARD VIEW
ARM REST
INERTIA REEL
LEVER
(HEIGHT ADJUSTMENT)
SHOCK CORD
(HEIGHT ADJUSTMENT)
AFT VIEW
Figure 1-20. Cabin, Bulkheads, and

Figure 1-19. Shoulder Harness Baggage Compartment
Figure 1-18. Pilot Seats
Access Door
Revision 3 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY 1-13
1-14
Place Plane
Here
37.0 36.0
IN. IN.
63.2 IN.
27.75
20.75 IN.
IN.
59.0
IN.
59 IN.
SERIES 100/200/300
30.0 IN.
RIGHT CABIN DOOR ACCESS DOOR
WIDTH 30.25 IN. (LEFT SIDE)
HEIGHT 45.5 IN.
18 FT 5 IN.
50.0 IN. 12 FT 11.5 IN. 74.0 IN.
52.5 IN. AT FLOOR. 46.5 IN. AT FLOOR.
USABLE BAGGAGE USABLE CABIN USABLE BAGGAGE

VOLUME 38 CU FT VOLUME 384 CU FT VOLUME 88 CU FT
FRONT MAIN FUSELAGE REAR FUSELAGE

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Revision 2
Figure 1-21. Cabin and Baggage Compartment Dimensions

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including electrical, airframe deicing, cabin stalled. Two or three side-facing commuter
heat, and pneumatic pressure systems. Hot air tip-up seats can be installed on the right side
ducts for cabin heat are located at floor level. of the cabin wall, replacing the fifth and sixth
Fuel cells are installed between the fuselage double seat row (Figure 1-24). Few aircraft
frames under the cabin floor. Ash trays are lo- were equipped with these side-facing seats.
cated in the cabin wall adjacent to each seat,
or recessed into the back of each seat. For the A typical floor arrangement for the Series 300
rear seats, ash trays are located in the doors. aircraft include a two-rail system (left and
center) with the center floor rail extended 19 to
Figure 1-21 illustrates cabin and baggage com- accommodate an additional sixth forward-fac-
partment dimensions. ing right-hand double seat. If installed, a third
right-hand floor rail provides floor rail loca-
A Twin Otter cabin upgrade program is offered tions for five forward-facing single (rather
by Field Aviation 17. The upgraded cabin pro- than double) right-hand seats or additional
vides a “wide body” look and incorporates tie-down locations for cargo. All floor rails in
new wall and ceiling panels which meet the Series 300 aircraft are modified to accept Figure 1-22. Douglas Track Seat Figure 1-23. Standard Series 300
1990 flammability requirements of FAR Douglas track and cargo tie-down fittings in- Attach Fitting Commuter Interior
121.189 and FAR 25.853. New passenger cluding utility seat leg alignment holes if re-
seats, additional soundproofing, fluorescent quired.
wash lighting, and individual airline-style
PSUs above each seat are also provided. The following various rail systems and seating
configurations are available:
Seating Layout
• The standard Series 300 aircraft seating
All passenger seats can be easily removed or arrangement 20 includes a two-rail floor
folded up for transportation of cargo and/or system with Douglas track for the in-
passengers. Many aircraft operate with a mix- stallation of 20 commuter seats. The
ture of commuter or utility seats depending on configuration is 6 double seats on the
the mode of operation and the configuration right of the cabin, 5 single seats on the
of the cabin aft bulkhead. left, and 3 tip-up seats against the rear
cabin bulkhead (Figure 1-23). Anchor
Commuter Seats nuts are installed in the floor rails to at-
tach the Douglas track with bolts.
Commuter-type seats are secured to Douglas
track, which is attached to floor rails and the • An alternative two-rail floor system 21
cabin side walls. Commuter seats are nor- includes attached track for the installa-
mally not folded for stowage in the aircraft but tion of 18 commuter seats and a
may be removed from the aircraft without wardrobe, or 19 commuter seats. The
tools, if required for cargo operations (Figure configuration is 4 double seats and 2 or
1-22). The weights of the standard commuter 3 single, side-facing seats on the right
seats, which should be deducted from the BOW side of the cabin, 5 single seats on the
for cargo operations, are 14 pounds for a sin- left, and 3 seats at the rear of the cabin.
gle seat and 28 pounds for a double seat. Series The single side-facing seats on the right
300 aircraft commuter seats have a slightly dif- side of the aircraft were introduced as a
ferent seatback contour and fold-down posi- method to provide additional space for
tion to comply with SFAR 23 regulations 18. All passengers entering and disembarking
passenger seats are equipped with lap-type from the aircraft and still maintain the
safety belts. maximum number of passengers (19)
for FAR 135 operation (Figure 1-24).
Commuter-type “tip-up” seats in row 7 re-
quire horizontal beams attached to the rear Figure 1-24. Eighteen-Seat Interior With Wardrobe
cabin bulkhead. These beams prevent access
to the rear baggage compartment when in-
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• A three-rail system without track 22 pro- outlets in the floor. It may be removed and
vides for the installation of 20 utility- stowed in the rear baggage compartment.
type seats arranged as in the basic
two-rail system (Figure 1-25). Douglas Rows 1 through 6 utility seats are attached to
track could be installed in aircraft two fittings on the fuselage side rail allowing
equipped with utility seats; however, an upward rotating movement for stowage.
this configuration requires the use of The inboard legs of the seats in rows 1 through
an adapter plate to secure the inboard 6 are inserted into cut-outs on the cabin floor
leg of each seat to the Douglas track and secured with spring-loaded locking pins.
(Figure 1-25). An additional leg lock 24 installed beginning
with aircraft serial number 802 provides a
• A three-rail system, without track 23, pro- locking feature on the forward seat leg to
vides for the installation of 13 utility- ensure that both seat legs remain secured to
type seats. The configuration is 6 single the floor rails. On aircraft serial number 311
WITHOUT DOUGLAS TRACK seats on the right of the cabin, 5 on the and subsequent, the utility seat back is con-
left, and 2 or 3 seats at the rear of the toured 25 to obtain increased aisle width.
cabin. This configuration is suitable for
military, SAR and parachutist opera- Wall protector pads 26 are available to prevent
NOTE: tions (Figures 1-26). the utility seat hinge lugs from damaging the
• UPPER TWO PHOTOGRAPHS SHOW
A PROTECTIVE WOODEN FLOOR cabin side walls
OVERLAY IN PLACE, WITH HOLES CUT Figure 1-27 illustrates the seating arrange-
IN THE OVERLAY TO ACCEPT THE
UTILITY SEAT LEG SPIGOTS AND ments listed above. Floor Loading And Tiedown
LOCKING PINS.
• ADAPTOR PLATES ARE REQUIRED Cabin carpet is provided as standard equipment Figure 1-28 illustrates the placement of
TO AFFIX THE UTILITY SEAT LEG on aircraft equipped with commuter seats. A Douglas track, floor loading limitations, cabin
SPIGOTS AND LOCKING PINS TO
THE DOUGLAS TRACK SHOWN IN wardrobe, equipped with a curtain and coat station numbers, and locations of factory-in-
THE MIDDLE PHOTOGRAPH. hangers, is available as an option and takes the stalled tie-down rings. There is no zero fuel
place of one seat in the cabin. Various exec- weight applicable to the standard Twin Otter
utive and military interiors have been installed aircraft. Zero fuel weight only becomes a con-
by special order. cern when the aircraft is being operated above
12,500 lb—for example, in specially modified
WITH DOUGLAS TRACK
Utility Seats ice reconnaissance or water bomber aircraft.
Figure 1-25. Utility Seat Configurations The cabin floor loading limit is 200 pounds per
Utility seats can be quickly folded and stowed square foot.
against the cabin side walls. The two seats
installed on the rear bulkhead may also be Additional information concerning cargo load-
folded flat against the bulkhead. The center ing and tiedown requirements may be found
seat has four fixed legs which fit into recessed in Chapter 18, “Weight and Balance.”
FORWARD FACING UV-18B PARACHUTE
Figure 1-26. Thirteen-Seat Configurations
1-16 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY Revision 2
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ARM
ARM
406
406
COMPT TOTAL MAXIMUM 500 LB
MAX
MAX
150
OPTIONAL
150
LB
LB
SEAT
ARM
ARM
376
376
TIE-DOWNS
ARM
ARM
332
332
325
325
STANDARD SEATING - 20 SEAT COMMUTER
300
300
Figure 1-28. Floor Loading and Tie-Down Dimensions

WARDROBE MAY BE
REPLACED BY EXTRA
PASSENGER SEAT
2 RAIL SYSTEM—18/19/20 PASSENGERS
275
275
3 RAIL SYSTEM—13-20 PASSENGERS
200 LB/SQ FT (800 LB/RUNNING FT)

250
250
225
225
200
200
ALTERNATIVE 18/19 COMMUTER SEATS
175
175
150
150
125
125
ARM
ARM
111
111
OPTIONAL
SEAT
100 LB/SQ FT
ARM
ARM
60
60
ARM
ARM
44
44
REAR
BAGGAGE EXTENSION
300 LB
300 LB
C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 SHELF
MAX
MAX
COMPARTMENT
LEGEND
ARM ARM ARM ARM ARM ARM ARM ARM ARM ARM ARM ARM ARM ARM
112 132 152 172 192 212 232 252 272 292 312 332 376 406
ARM
ARM
–6
–6
ALTERNATIVE 13/14 UTILITY SEATS
Figure 1-27. Passenger Seating Arrangement and Seat Station Numbers
1-18
Place Plane
Here
ROOF ESCAPE HATCH CABIN REAR BULKHEAD

(PRE MOD 6/1256) AND BAGGAGE

SERIES 100/200/300
COMPARTMENT
DOOR
RIGHT CABIN
DOOR
CABIN AND FLIGHT REAR BAGGAGE

COMPARTMENT COMPARTMENT
SLIDING DOORS DOOR
REAR LEFT
CABIN DOOR
FLIGHT
COMPARTMENT
DOORS
ESCAPE DOORS AIRSTAIR DOOR

OR FORWARD
SERVICING LEFT CABIN DOOR
FRONT BAGGAGE ACCESS DOORS
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Revision 2
Figure 1-29. Aircraft Doors

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Figure 1-30. Cabin Right-Hand Door

CABIN DOORS AND EXITS
Figure 1-29 illustrates the door locations on
the aircraft. Not all aircraft are fitted with all
doors and exits shown in this illustration.
Cabin Right-Hand Door

A single door is installed on the right side of
the cabin (Figure 1-30). It is hinged at the for-
ward edge to hinge plates which are perma-
nently installed in the fuselage structure. The
door is latched by using external and internal
door handles. Beginning at aircraft serial num-
ber 291, internal and exterior visual inspec-
Figure 1-31. Right-Hand Door
tion windows 27 adjacent to the door handle
Inspection Window
were installed to allow for observation of the
witness mark which indicates positive door The door has a fixed window, a door retention
latch engagement (Figure 1-31). Beginning stay strap, and a recessed ash tray located in
with aircraft serial number 171, a direct drive the molded door panel. It is available in util-
plunger 28 replaced the spring-loaded pin to ity or commuter trim finish, compatible with
provide more positive door latching. cabin interior.

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FASTENER OR
ASSIST
STRAP
The door is key-locked from the outside and,
DZUS LATCH
(CLOSED)
AIRSTAIR
beginning with aircraft serial number 311, is
DETAIL C
DOOR
CAMLOC
connected to the DOORS UNLOCKED warn-
ADJUSTABLE
EYEFITTING
ing system 29 . A red coloured safety handle

guard over the door handle 30 provides protec-
tion from inadvertent door-handle operation
by passengers.
ELASTIC
STRAP
SLIDING
BOLT
Figure 1-32 illustrates cabin doors, door locks,
inspection windows, safety guards, and exit
DOOR RESTRAINT
(DOORSAVER)
door placards.
HANDRAIL
Cabin Left-Hand Doors
EXTENSION
STEP
Figure 1-32. Cabin Doors, Locks and Safety Guards

COVERED CABLE
ASSEMBLY
INSTALLED Series 1, 100, and 200 aircraft are equipped

with cargo doors as standard equipment. The
cargo door can be easily recognized by the
window mounted in the forward of the two
A
double doors. A removable cabin entrance

RIGHT REAR CABIN DOOR
ladder is provided which is stored on the for-

ward portion of the double door when not in
use. When in use, the ladder is installed with
DETAIL B
the hooks at the upper end inserted into slots
in the door sill, and the fully extended hinged
support assembly resting against the fuselage
below the doorway (Figure 1-33). The support
assembly has a rubber pad to prevent damage
to the fuselage skin. In the stowed position, the
LOCKING PIN ROD
INSPECTION
WINDOW
WITNESS MARK
BRACKET
SAFETY GUARD
ladder is retained on the inside of the left cabin
door by a pocket at the bottom, brackets at the
top, and a strap at the center which passes
AIRSTAIR DOOR
LOCKING
over the step and hooks to a plate on the door

(Figure 1-33).
(CLOSED)
PINS
An airstair door may be fitted as an option 31

to series 100 and 200 aircraft. Series 1 aircraft,
which can be recognized by the slightly
DETAIL A
LEFT REAR CABIN DOOR
smaller left-side cabin doors with curved

B
upper edges, cannot be fitted with an airstair

C
door. Figure 1-34 shows a series 1 aircraft

which has the larger outline of the series 100
through 300 double door painted on the side
of the aircraft.
SAFETY GUARD
INSPECTION
WINDOW
LOCK MECHANISM
WITNESS MARK
PAINTED WITNESS
LINE
STOWED Series 300 aircraft (Figure 1-35) are equipped

with a standard airstair door in the forward po-
Figure 1-33. Cabin Access Ladder sition of the double doors. An optional forward
hinged cargo door 32, with a cabin access lad-
der mounted in the door, may be fitted to Series
300 aircraft (Figure 1-35). There is a weight
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savings of 38 pounds when the cargo door is and is latched with internal and external door
fitted to replace the 68 pound standard factory handles. Beginning at aircraft serial number
supplied airstair door. An improved airstair 171, inspection windows 36 were provided on
d o o r m a n u fa c t u r e d b y S m i t h A e r o s p a c e both the inside and outside of the door to ver-
Industries 33 weighs only 42 pounds. ify positive latch engagement by observation
of a witness mark. A hinged safety guard 37
If heavy cargo is to be loaded by forklift, the over the inside door handle provides protec-
standard airstair door, with the sill-hinge at- tion from inadvertent door handle operation
tached, can be quickly detached from the door by passengers. Door opening instructions are
lower surround hinge structure, by undoing the located adjacent to the door handle and on the
quick-release Camlock fasteners in two hinge- door-handle guard for passenger operation in
location brackets and removing the four screws the event of an emergency.
retaining the hinge-clamp plate 34.
Beginning with aircraft serial number 231,
The airstair door is supported by cables 35 and a retractable lower step 38 was provided, at-
posts which serve as handrails (Figure 1-36) tached to the bottom of the door to assist with
SMITH AIRSTAIR — STOWED SMITH AIRSTAIR — EXTENDED
SUPPORT SUPPORT
CABLE CABLE
Figure 1-34. Series 1 Double Door
STEP EXTENSION — STOWED
STEP EXTENSION — EXTENDED

STEP EXTENSION — STOWED
AIRSTAIR CARGO
(OPTIONAL GALLEY INSTALLED)
Figure 1-35. Series 300 Airstair and Cargo Doors
Figure 1-36. Airstair Door
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passenger boarding. The step is stowed in- The rear portion of the left-hand side double
ternally against the door during flight and re- door is the same, whether the aircraft is fitted
tained in place by fasteners 39 (Figure 1-37). with a cargo door or an airstair door. The rear
Two plungers from the airstair door-latch- portion of the door is secured closed by two
ing mechanism engage in the upper door pins, one each at the top and bottom of the for-
surround structure to retain the door in the ward edge of the door (Figures 1-37). The
closed position. pins are held in the latched position by a cam-
type locking mechanism and an elastic strap.
ELASTIC RETAINING STRAP
The airstair door may be key-locked from the An improved, single-handle, rear door latch
outside. On aircraft serial number 311 and system which positively locks both pins at the
subsequent 40, it is connected to the DOORS same time and prevents inflight dislodgement
UNLOCKED warning system. Passengers and is available from Bick Aviation Products.
crew should not walk on the open airstair door
unless both the forward and aft support cables No retaining strap is provided to limit the
are in place. If weight is placed on the door opening arc of the rear portion of the left hand
when the aft support cable has been removed, cabin door, although brackets are provided on
as is often the case when cargo is being loaded, the outside of the door and on the fuselage for
the door may deform, resulting in nuisance il- installation of a stay strut to hold the door in
lumination of the DOORS UNLOCKED cau- the 90° open position (Figure 1-38). The stay
tion light due to the increased gap where the strut should be used to prevent the rear por-
sensor for the door warning light is located 41. tion of the double door from damaging the
rear baggage compartment door when both
UPPER RESTRAINT PIN An optional airstair “door saver” will slow are open at the same time.
down the rate of descent of the door when it
is opened. The door saver was initially avail- When opening the heavy airstair door, ground
able as an option 42, and was provided as stan- crew should be aware that an airstair door
dard equipment beginning at aircraft serial without the door saver installed can cause se-
number 571. rious injury if not restrained after disengag-
ing the door latches. Because not all aircraft
Labels indicating the direction to move the have the door saver installed, the door should
door handles to open and close all fuselage always be restrained by hand until the door is
doors were introduced as standard equip- fully open and supported in the fully extended
ment 43 beginning at aircraft serial number 791 position by the retaining cables.
(Figure 1-36).
DOOR CLOSED LOWER RESTRAINT PIN
Figure 1-37. Left Rear Double Door and Restraint Pins
REAR DOOR FORWARD (CARGO)
Figure 1-38. Rear and Forward Double Door Stay Bars
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On aircraft fitted with cargo doors, the forward protruding window can be installed for crew
door movement is restrained by a stay bar observation if required. This door is not con-
(Figure 1-38) to prevent the door from open- nected to the DOORS UNLOCKED warning
ing forward past the 90° position into the area system. Supplement 23 to the Flight Manual
where the inboard trailing flap operates. If provides additional information about the air-
the stay bar has been removed or disengaged operable door.
to allow loading of bulky cargo, or loading of
the aircraft by forklift, the flaps must remain Fuselage Plug Emergency Exits
in the full up position and not be operated
while the door is open. Otherwise, substantial Emergency escape hatches were first intro-
damage to both the forward door and flap as- duced 45 at aircraft serial number 231 to com-
sembly will result. p l y w i t h U S FA R 1 3 5 . 4 2 5 a n d 9 1 . 1 6 9
regulations. The plug-type exits are located on
A cargo dimension chart is provided in the each side of the forward cabin. Each exit hatch
FlightSafety Twin Otter Pilot Checklist (page is secured by a plate on the lower edge and a
P-6) which defines the maximum width/length latch and handle on the upper edge. The exit
relationship of cargo items not exceeding 49.5 hatch may be opened by pulling to remove the TOP COVER REMOVED RELEASE HANDLE
inches in height which may be loaded through cover over the release mechanism, then pulling
the double door. down on the release handle. This action dis-
engages the hatch, which can then be pushed
Parachute Door outwards. The hatch will fall away from the
aircraft. Labels are available in various lan-
An inward opening, bifold left-hand side door guages to provide passengers with instruc-
which replaced both left-hand cabin doors tions concerning how to operate the exit 46.
was initially introduced for Canadian Military
search and rescue operations. This “parachute” Figure 1-40 shows the exit door with covers
door later became available to civil opera- in place, the exit door with the top plastic
tors 44. The top door half is attached to two cover removed, and the method of operating
hinge arms installed in the upper door sur- the exit.
round structure. With the lower door half
hinged in the center, it is folded inwards be- The hatches are not connected to the DOORS
fore the entire assembly is lifted upwards to UNLOCKED warning system.
be attached to fittings installed in the fuselage
upper structure (Figure 1-39). A bubble-type Emergency Escape Roof Hatch
An emergency escape roof hatch was initially
provided as standard equipment on all aircraft
beginning with serial number 1. Because the
fuselage plug emergency exits introduced at
the beginning of Series 300 production ful-
filled SFAR 23 regulations, the cabin roof es-
cape hatch was deleted 47 beginning at aircraft
serial number 271. Although the roof hatch it-
self was deleted, structural provision for the
hatch remained, and the hatch may be refitted
if needed.
Later, the roof escape hatch was reintroduced

for aircraft outfitted with wheel skis. This DOOR COVER INSTALLED EMERGENCY EXIT HATCH - REMOVED
Figure 1-39. UV-18B Parachute Door reintroduction of the (now mandatory) roof es- Figure 1-40. Cabin Emergency Exit
cape hatch for wheel skiplanes is the outcome
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of an incident when a wheel ski aircraft broke Figure 1-41 shows the access panel in the
through the ice after landing. The sudden sink- cabin ceiling which covers the roof hatch, the
ing of the aircraft into the water blocked both cabin ceiling after the access panel has been
plug type fuselage escape hatches and most removed, and the red tab which is pulled to
doors, requiring passengers to exit the air- open the roof hatch. The roof hatch is not con-
craft through the roof escape hatch. nected to the DOORS UNLOCKED warning
system.
The roof escape hatch offers considerable
safety advantages for aircraft operating on There is no structural support for the upper
floats, amphibious floats, and straight skis. To fuselage skin in the area where the roof escape
operate the escape hatch, a large ceiling panel hatch is located. This is the case with all air-
is pulled down by using the handhold cutout craft, regardless of whether or not the hatch
provided. A ring labeled PULL is then pulled is installed. Crew who may find it necessary
to remove the hatch, which is held in place with to stand on the aircraft roof (for example,
a rubber gasket. The hatch may then be pushed while clearing snow or checking oil) should
upwards and outwards. avoid stepping on the escape hatch area.
ACCESS PANEL ACCESS PANEL REMOVED
PULL TAB
Figure 1-41. Emergency Escape Roof Hatch

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Normally, this area is identified by paint mark- cargo door to be fitted to the baggage com-
ings on the top of the fuselage. partment for easier crew access. Figure 1-43
shows the smaller door on the Series 100 air-
craft, and a cargo restraint net which is com-
REAR BAGGAGE monly used on floatplanes.
COMPARTMENT
A prop rod is provided to hold the door open
The rear fuselage extends from the cabin rear when cargo is being loaded. The prop rod is
bulkhead at station 332 to the tail cone. A attached to the upper portion of the inside of
500-pound-capacity baggage compartment is the door, and fits into an opening on the for-
provided with an external door on the left side ward door frame (Figure 1-44). The rear bag-
(Figure 1-42). An extension, consisting of a gage compartment door is connected to the
shelf located above and behind the rear bag- DOORS UNLOCKED caution light.
gage compartment 48, was provided beginning
with aircraft serial number 116. The load limit
for the shelf is 150 pounds, and the weight of
any cargo stored on the shelf must be included
in the overall rear baggage compartment limit
of 500 pounds. The floor loading limit for the
rear baggage compartment and shelf is 100
pounds per square foot 49.
In some cases, installation of optional equip- REAR FUSELAGE

ment in the aft fuselage area such as passen-
ger oxygen or avionics may result in a lower
weight limit for the baggage compartment.
Normally, a placard will be provided in such
cases. The rear baggage compartment has a
volume of 88 cubic feet (2.49 m 3).
A small round screen is provided on the metal Figure 1-43. Series 100 Baggage
panel at the aft end of the baggage compart- Compartment Door
ment shelf extension (Figure 1-42). This en-
sures positive air exhaust from the baggage
compartment out through the aircraft tail cone.
The screen must be kept clean and unob-
structed to allow airflow and should not be re-
moved due to the risk of cargo falling though
the hole and fouling the flight controls.
Baggage tie-down rings are provided in both
the main and shelf area to secure cargo. A net
is provided to prevent cargo stored on the shelf
from moving forward into the main baggage
compartment area.
The rear baggage compartment door was en-

larged to provide better access to the baggage
compartment beginning with aircraft serial
number 116. At the same time, slots were pro- Figure 1-44. Cargo Door Prop BAGGAGE DOOR BAGGAGE SHELF EXTENSION
vided in the lower baggage compartment door Rod Attach Point Figure 1-42. Rear Fuselage Baggage Compartment
sill to enable the ladder used with the cabin
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By special order a toilet, waste container, toi- on the front cover of this manual is fitted with
let roll holder and tissue dispenser can be in- this modification.
stalled in the rear baggage compartment. A
toilet vent pipe is connected to a venturi on the Standard windshields in most nondeiced air-
roof. The toilet installation is discussed in craft are made from 5/32-inch acrylic plastic.
more detail in Chapter 17 of this manual. A 3/8-inch thick bird impact resistant acrylic
windshield is available as an option 52. An op-
The manufacturer’s identification plate, which tional heated windshield 53, if the mounting
shows the aircraft serial number and type ap- structure is suitably reinforced, meets bird
proval, is mounted on the rear bulkhead of the impact requirements.
main baggage compartment near the upper
rear corner of the baggage door (Figure 1-45).
WING
DOORS UNLOCKED CAUTION The wing is rectangular, of constant section
from root to tip, and consists of the nacelle,
LIGHT spars, ribs, reinforced skins and associated
The DOORS UNLOCKED caution light 50, lo- structure. The wing root forward fitting and
cated on the main annunciator panel, provides rear spar are attached to the fuselage. The
warning of an open or improperly latched wing is supported with a strut between the
door. The warnings are microswitch-actuated main spar and the fuselage frame at station 219.
and monitor the following doors:
Five hinge arms are located on the wing rear
• Nose baggage compartment door spar to accommodate flap and aileron moving
surfaces. A double slotted, full span flap and
• Right cabin door aileron system is installed across the rear sur-
face of the wing. A wing restraint modifica-
• Airstair door (or forward left cabin door) tion for Series 300 aircraft 54 is available to
prevent forward movement of the wing under
• Rear baggage compartment door certain crash situations. This modification
provides an energy absorbing restraint rod
Additional information about the door warn- along the rear spar, which prevents the wing
ing caution light is provided in Chapter 4, from pivoting forward and allowing the pro-
“Master Warning System.” peller blades to contact the fuselage when
crash impact loads exceed 9 Gs.
WINDOWS
Twin Otter windows consist of pilot’s and
copilot’s windshields, including a fixed win-
dow and a sliding window in each cockpit
door. Windows are provided adjacent to most
cabin seat positions, and all cabin doors ex-
cept the airstair door have a window installed.
Special bubble-type windows are available by
special order at specific locations for search
and rescue or maritime patrol operations
(Figure 1-46).
A number of Twin Otter aircraft have been

modified to provide much larger cabin win-
Figure 1-45. Manufacturer’s
dows for sightseeing purposes 51. The aircraft
Identification Plate

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Figure 1-46. Optional Observation Windows

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A wing fence is installed on the leading edge surfaces. This problem is more frequent when
and upper surface to improve the lateral han- operating in intermediate flotation or ski
dling characteristics of the aircraft at slow configuration.
speeds. The wing fences are standard equip-
ment on all Series 300 aircraft. The wing Should the tail bumper touch the ground, the
fences were not installed on series 100 and 200 rear fuselage structure skins and stringers in-
aircraft when first certified, although they cluding the aft fuselage frame webs should be
were later required to be fitted when surface examined for wrinkles and loose rivets, as the
deice equipment was installed. tail bumper design will not absorb major im-
pact loads. Damage to the tail bumper struc-
ture may require special repair schemes not
EMPENNAGE shown in the repair manual.
The empennage includes the horizontal and
vertical stabilizers, with attach structure, and Vortex Generators
elevators and rudder. The horizontal and ver-
tical stabilizers are all metal with front and Vortex generators are located on the aft fuse-
rear spars and stressed-skin construction. The lage and horizontal stabilizer areas on all air-
left elevator carries the elevator trim tab, and craft. During flight trials with the Series 300
the right elevator carries the flap/elevator in- aircraft, it was found necessary to include ad-
terconnect tab. The rudder has two tabs. The ditional vortex generators on the vertical sta-
upper tab is a trim tab, and the lower is an as- bilizer, above the horizontal stabilizer attach
sist (geared) tab. Static wicks are attached at point, to provide required lateral and direc-
various points on the empennage, including tional control.
the rudder and elevators to reduce the effect
of static electricity on communication equip- Ground crews should be cautioned not to dam-
ment (Figure 1-47). Static wicks can also age the vortex generators when washing or
be found on wing hinge arms and aileron deicing the aircraft.
tab structure.
Tail Bumper AIRCRAFT SYSTEMS

The aft fuselage includes a tail bumper to ab-
sorb impact loads should the tail of the air- GENERAL
craft make contact with the ground, an issue
The following is a brief introduction to the
of concern during landing on unprepared
major airplane systems in the Twin Otter.
Detailed descriptions of these systems are
contained within the individual chapters of
this training manual.
ELECTRICAL POWER
The airplane electrical system is a 28-volt DC
system which receives power from a battery,
two 200-ampere-hour DC starter-generators
connected in parallel, or through an external
power receptacle. Two inverters convert DC
power to 115-volt and 26-volt 400-Hz AC
power. Power distribution is through a multi-
ple bus system. The left generator is connected
Figure 1-47. Static Wicks to the left DC bus and the right generator to

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the right DC bus. Both buses can be powered FUEL

from either generator through a bus-tie relay.
The system may be monitored by the use of a Fuel is contained in forward and aft fuselage
DC voltmeter and loadmeter, both mounted to tanks located beneath the cabin floor. Normally
the right of the fire panel. Circuit-breaker pan- the forward tank supplies the right engine and
els are located overhead, to the left of the the aft tank supplies the left engine, but cross-
flight compartment, and on the center pylon feeding is possible in the event that both en-
below the instrument panel. gines must feed from one tank system. If one
engine is shut down, the operating engine may
feed from the opposite engine tank as required.
LIGHTING
The Twin Otter has standard navigation and The fuel distribution system uses two elec-
landing lights, and a rotating beacon is trically operated boost pumps in each tank
mounted on the tip of the vertical stabilizer. which supply low-pressure fuel to the fuel
Wiring is installed for the addition of optional strainer, fuel flow transmitter, and the fuel
taxi and wing inspection lights. A lower ro- emergency shutoff valves prior to delivery to
tating beacon light can be installed on the the engine pumps.
lower fuselage structure. Wing strobe lights are
standard equipment commencing at aircraft se- Optionally, the Twin Otter can be equipped
rial number 470. with wing fuel tanks which will increase range
by approximately one hour and five minutes.
Series 300 interior lighting consists of six
cabin lights, two cockpit utility lights, a cock- POWERPLANT
pit dome light, twenty passenger reading
lights, an entrance light, forward and aft bag- The PT6A-27 engine is installed on Series
gage compartment lights, and cabin signs. 300 aircraft and the PT6A-20 engine installed
Series 300 aircraft are also equipped with an on earlier Series 100 and 200 aircraft. The en-
external boarding light to illuminate the pas- gines are manufactured by Pratt & Whitney
senger entrance, installed on the left side fuse- of Canada. The primary difference between
lage outer skin surface. Cabin emergency lights the PT6A-20 and PT6A-27 is shaft horse-
can be installed in the cabin roof. White cock- power—the PT6A-20 being rated at 550 SHP
pit panel lighting is provided by post and eye- and the PT6A-27 flat rated to 620 SHP. Each
brow lights. engine has two independent turbines, one
driving the engine compressor and accessory
gearbox and the other driving the propeller.
MASTER WARNING SYSTEM A starter-generator, engine fuel pump/fuel
The flight crew receives indication of system control unit (FCU), engine oil pumps and a N G
malfunctions through 18 caution annuncia- tachometer are mounted on the accessory
tors above the emergency panel and on both gearbox. The constant speed unit (CSU), over-
sides of the standby compass. Each caution speed governor, engine torque transmitter,
light has an amber legend on a black back- and N P tachometer are installed on the re-
ground and, when illuminated, indicates a duction gearbox.
malfunction or abnormal condition to the ser-
vice or component indicated on it. The system
is 28-VDC powered.

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The engines drive a Hartzell three-bladed, equipment is installed and operational. The
full-feathering, reversible pitch, hydrome- ice-protection systems are designed to pre-
chanical action propeller incorporating coun- vent or dispose of ice or rain on the critical
terweights and feathering springs for pitch areas of the airplanes. All ice protection sys-
increase and a single-acting governor control tems are optional except the pitot and stall
system using engine oil pressure for fine and warning heat. The sources of energy and com-
reverse pitch mode. The propellers have a di- ponents protected are:
ameter of 8 feet 6 inches. Propeller operation
provides for feathering and constant speed for • Engine compressor bleed air—Wing and
normal operation, beta control for approach, tail leading edge deicing (inflatable boots)
ground handling, and reversing mode.
• Electric heat—Propeller deicing and en-
gine air intake anti-icing (electrical heat-
FIRE PROTECTION ing boots), pitot tube, stall warning vane,
Fire protection systems on the Twin Otter in- and windshield
clude both fire detection and fire extinguish-
ing. The systems are independently operated • Inertial separation—Engine intake
for each engine. Flight compartment indica- deflectors
tions of fire include illumination of the FIRE
PULL handle of the affected engine and a fire • Electromechanical—Windshield wipers
bell. The fire-extinguishing systems use a and washer system
Freon extinguishing agent stored under pres-
sure in a bottle in each nacelle. The fire-ex- HEATING AND VENTILATION
tinguishing system is activated manually from
the flight compartment. Normal heating and ventilation is provided
by modulation of hot engine compressor bleed
air with outside ram air for flight compartment
PNEUMATICS and cabin ventilation. The hot air valve can be
Bleed air from each engine is ducted into a operated automatically or manually. To pro-
common manifold in the fuselage for operat- vide a supply of ambient air when the airplane
ing the airplane heating system and other op- is stationary, an electric fan is installed in the
tional equipment. The bleed-air supply from main ram-air duct. An optional factory in-
each engine is controlled by a shutoff valve in stalled Freon air-conditioning system is avail-
the engine nacelle which is electrically operable which cools and circulates cabin air. The
ated by a switch in the flight compartment. compressor is powered by a 28-volt DC elec-
When optional equipment using bleed air is in- tric motor and is mounted under the right side
stalled, annunciators on the caution lights of the rear cabin floor.
panel illuminate to warn of insufficient air
pressure to satisfactorily operate those systems HYDRAULIC POWER
indicated. Either engine is capable, under nor-
mal operating conditions, of furnishing bleed The Twin Otter hydraulic system is pressur-
air to support all pneumatic systems. ized by an electrically driven pump, backed up
by an emergency hand pump. The system pro-
vides pressure for three (or four) subsystems:
ICE AND RAIN PROTECTION wing flaps, nosewheel steering, wheel brakes,
The Twin Otter is approved for flight into and skis (when installed).
known icing conditions when the required

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System operation is monitored by pressure AVIONICS

indicators. There are no flight compartment
switches for hydraulic system operation; pres- The standard-installation pitot-static system
sure is automatically maintained within a pre- includes two pitot tubes, four static vent ports,
determined operating range, provided the left and a static source emergency selector valve.
DC bus is powered and the electric hydraulic Standard flight instruments consist of pilot’s
pump is operational. airspeed indicator, altimeter, vertical speed
indicator (VSI), turn and slip indicator, di-
rectional gyro, magnetic standby compass,
LANDING GEAR AND BRAKES and attitude indicator. Direct-reading outside
The landing gear consists of two fixed main air temperature is provided. Many optional
gears, a fixed nose gear shock strut equipped flight instrument installations are available.
with nosewheel steering, and a tail bumper.
Normally, the nose gear is latched and centered A number of autopilot/flight director or flight
in flight after takeoff but can be hydraulically director-only installations are certificated for
centered with the nosewheel steering system use in the Twin Otter. With autopilot engaged
if required. The hydraulically actuated nose- but no flight director mode(s) selected, the
wheel steering is controlled by cable linkage pilot can steer the airplane using the pitch
from a control lever on the pilot’s control wheel and turn knob. When engaged with flight
wheel. Two configuration of skis and several director mode(s) selected, the autopilot auto-
models of floats are available. matically steers the airplane using flight di-
rector commands.
The aircraft has a power braking system. Each
main gear wheel houses a single-disc brake as- With a flight director-only installation, the
sembly that can be actuated from the aircraft pilot manually flies the airplane to follow
hydraulic system or an emergency hydraulic flight director commands as programmed.
hand pump. A parking brake is provided for
parking the aircraft. OPTIONAL SYSTEMS
Oxygen system installation is not standard
FLIGHT CONTROLS equipment; however, either a crew oxygen
The Twin Otter is equipped with conventional, system or a crew-and-passenger system is
manually actuated primary flight controls op- available. The crew system is diluter-demand;
erated through cables, pulleys, and mechani- the passenger system is continuous flow and
cal linkage. Rudder and elevator trim are connected to the crew system. The installation
manually controlled and mechanically actu- consists of high-pressure cylinder(s) installed
ated; aileron trim is electrically actuated. in the nose baggage compartment (crew sys-
Secondary flight controls consist of hy- tem) and aft baggage compartment (passenger
draulically actuated wing flaps. The stall warn- system) and masks, pressure gauge, charging
ing system consists of two lift detecting vanes valve, outlets, regulator, and the necessary
on the left wing leading edge— one operative plumbing to complete the system.
during the full range of flap operation, the
other one during the latter part of flap travel.
Stall warning is provided by a warning light,
supplemented by an audible horn.

FlightSafety
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GENERAL SERVICING • FUEL levers to OFF
• BATTERY/EXTERNAL switch to OFF

TIE-DOWN
Figure 1-49 shows airplane tie-down points.
Park the airplane heading into the wind, apply When tying down the aircraft, wheels should
the parking brakes, lock the control surfaces, be chocked.
install protective covers, and propeller re-
straints as necessary. Close all doors and ac- Information about control lock installation is
cess provisions. Before leaving the flight provided in Chapter 15, “Flight Controls.”
compartment, ensure that the controls are set
as follows:
SERVICING POINTS
• Power levers to IDLE
Figure 1-50 illustrates major aircraft servic-
• Propeller levers to FEATHER ing points.
Figure 1-48. Aircraft Tie-Down Point Under Wing

Revision 2
Here
Place Plane
C
DETAIL A
DETAIL C
SERIES 100/200/300
TIE DOWN RING
C
A

Figure 1-49. Aircraft Tie-Down Points
B
international
DETAIL B
FlightSafety
Here
Place Plane
ENGINE WASH
CONNECTION
ENGINE OIL FUEL STRAINER DRAIN VALVES

TANK FILLER
AUXILIARY
BATTERY
ENGINE WASH
CONNECTION
PASSENGER OXYGEN
CHARGING VALVE
(EXTENDED NOSE)
FUEL TANK
DRAIN VALVES BATTERY AND SUMP JAR
(UNDER BAGGAGE
SERIES 100/200/300
COMPARTMENT FLOOR)
STATIC VENTS
PITOT
HEADS EXTERNAL ELECTRICAL
POWER RECEPTACLE
FUEL MANIFOLD
DRAIN VALVES
(ON FUSELAGE
UNDERSIDE)
CREW
OXYGEN
CHARGING
VALVE FUEL TANK FILLER
(ON FUSELAGE SIDE)
EXTERNAL ELECTRICAL
POWER RECEPTACLE
OPTONAL LOCATION WINSHIELD WASHER RESERVOIR
HYDRAULIC RESERVOIR FILLING

AND ACCUMULATOR CHARGING
international
Figure 1-50 . Servicing Points

FlightSafety
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FlightSafety
international

ENDNOTES
1
S.O.O. 6000 details British Civil Airworthiness requirements.
2
Principal differences for the Australian certification include S.O.O. 6118 (additional fuel
tank water drains), 6119 (external “break-in” markings), 6120 (revised airspeed indica-
tor and limitation markings), 6121 (autopilot disengagement indications), and 6122 (al-
timeter calibrated in millibars).
3
These Series 300S aircraft were equipped with S.O.O. 6124 (aluminum main landing gear),
6128 (improved braking system), 6129 (anti-skid braking), 6130 and 6138 (wing spoil-
ers), and 6144 (hydraulic provisions for anti-skid and wing spoilers). A two-zone engine
fire detection system was also installed (as on the USAF UV-18B). Most of these systems
have been disabled or removed from the few 300S aircraft which remain in service.
4
Refer to AEROC 6.1.G.6-5, Issue 1, for aircraft serial numbers 554 and 555.
5
S/N 311 and all subsequent aircraft can be considered to be “suitably modified.” Additional
information concerning SFAR 23 requirements is presented in the “General Pilot
Information” section and “Performance and Weight and Balance” chapter of this manual.
6
S.O.O. 6163 details French certification requirements.
7
For further information, refer to The Twin Otter in Review, by Walter Henry, published in
The Canadian Aviation Historical Society Journal, Volume 26, Number 2 (Summer 1988),
pages 40–49.
8
Mod 6/1077, incorporated as standard equipment at S/N 116, which was the first Series 200
aircraft.
9
S.O.O. 6002 for series 100 and 200; and S.O.O. 6082 for Series 300.
10
Mod 6/1272 (S/B 6/210 Rev. B) standard equipment beginning at S/N 311—Previously
available by S.O.O. 6028.
11
Mod 6/1325—Previously available as S.O.O. 6077.
12
Prior to Mod 6/1603 at S/N 571, the right-hand pilot door step and handgrip was installed
only on request, by S.O.O. 6066. S/B 6/172 provides additional information about the refit.
13
The sliding door was initially available by S.O.O. 6070, but became standard equipment
by Mod 6/1225 at serial number 231—the beginning of Series 300 production.
14
Mod 6/1625, Technical Advisory Bulletin (TAB) 666/2 references.
15
Mod 6/1601 (TAB 664/4) introduced the shoulder harness as standard equipment at S/N
531. It was previously available as S.O.O. 6014.
16
Mod 6/1193 (S/B 6/201 Rev. A) to comply with SFAR 23 requirements.

FlightSafety
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17 Field Aviation Company Inc., Pearson International Airport, P. O. Box 6023, Toronto AMF,
Ontario, Canada L5P 1B9 (905) 676-1540
18 Mods 6/1382 and 6/1383
19
Mod 6/1176, cut in at aircraft S/N 231.
20
Mod 6/1225, the standard Series 300 interior
21
S.O.O. 6103
22
S.O.O. 6105
23
S.O.O. 6106
24
Mod 6/1828B (S/B 6/447 Rev. D)
25
Mod 6/1366 (S/B 6/221)
26
Mod 6/1332 (TAB 617/1) references; Mod 6/1483 (cut in at S/N 411) provides protector
pads to prevent damage to cabin windows when the seats are folded up.
27
Mod 6/1269 (S/B 6/205), to comply with SFAR 23 requirements
28
Mod 6/1161 (S/B 6/204, Rev. B)
29
Mod 6/1268 (S/B 6/208): An earlier DOORS UNLOCKED warning system, if previously installed
by S.O.O. 6061, will require Mod 6/1239 (S/B 6/209) to accommodate the SFAR 23 regulations.
30
The guard was originally provided by Mod 6/1069B (S/Bs 6/42, 6/102, and M/B 6/1069)
at S/N 61. Later, Mod 6/1232 (S/B 6/189) at S/N 231 improved and redesigned the door
handle guard.
31
S.O.O. 6025 for the airstair door and S.O.O. 6126 for the door quick-release kit: A step
extension is also available by S.O.O. 6065 (S/B 6/167).
32
S.O.O. 6107
33
Smith Aerospace Industries, Everett, WA. Retrofit airstair doors are also provided by Bick
Aviation Products Ltd., 990 McTavish Road N. E., Calgary, Alberta, Canada (403) 452-6258
34
Mod 6/1562 (S/B 6/346) at S/N 577 improved the quick-release system to decrease the
failure rate of the bracket.
35
Mod 6/1527, cut in at S/N 560, provides for cable length adjustment to ensure equal load
sharing and avoid door warpage. TAB 654/4 provides additional details.
36
Mod 6/1184 (S/B 6/171)

FlightSafety
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37
Similar to the right hand door, the guard was originally provided by Mod 6/1068 (S/Bs
6/28, 6/101, and M/B 6/1068) at S/N 61. Later, Mods 6/1183 (S/B 6/168), 6/1184 (S/B
6/171), and 6/1185 (S/B 6/175, Rev. A) improved the door and guard assembly. These mod-
ifications were available for retrofit only to aircraft serial numbers 170 and lower. Mod
6/1778 (S/B 6/439) at S/N 811 provided an improved door-handle guard.
38
The step was previously available as S.O.O. 6065.
39
Mod 6/1648 at S/N 603 replaced the original Dzus fasteners with Camlock fasteners to
provide better service (TAB 670/2 references).
40
Mod 6/1268 (S/B 6/208): An earlier door opening warning scheme, if incorporated by Mod
S.O.O. 6061, will require further changes by Mod 6/1239 (S/B 6/209) to comply with SFAR
23 regulations.
41
Mod 6/1641 (S/B 6/392) at S/N 621 attempted to address the problem of nuisance warn-
ings; however, the only long term solution is not to walk on an unsupported door.
42
S.O.O. 6114; later standard equipment by Mod 6/1606 at S/N 571
43
Mod 6/1780 (S/B 6/415): applicable to S/Ns 210 and 231 and subsequent
44
S.O.O. 6169
45
Mod 6/1193 (S/B 6/201 Rev. A)
46
Mod 6/1364 (S/B 6/219) cut in at S/N 311. S.O.O. 6092 provides internal and external
markings in Spanish. S.O.O. 6110 provides cabin signs in other languages.
47
Mod 6/1256
48
Mod 6/1076: Mod 6/1075 allows the shelf to be retrofitted to earlier aircraft.
49
Mod 6/1756 at S/N 737 provided load limitation labels for the baggage compartment.
50
Mod 6/1268 (S/B 6/208) was installed as standard equipment beginning at S/N 311.
Previously, the warning system was available as S.O.O. 6061, which could be modified
to meet FAR 23 requirements with Mod 6/1239.
51
Further information about the ‘VistaLiner’ modification is available from Twin Otter
International, 195 East Reno Avenue, Suite C, Las Vegas, Nevada, 89119/(702) 597-0710.
52
S.O.O. 6027: Option is mandatory on Series 110, 210, and 310 aircraft not equipped with
a heated windshield.

FlightSafety
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53
S.O.O. 6007 (S/B 6/177 Rev. C), later S.O.O. 6187: S.O.O. 6187 adopted the stronger bird-
proof windscreen retaining angles, as installed in the British CAA Mod S.O.O. 6027, to
convince the CAA that the heated windscreen could be certified with birdproof impact
capability. The rest of the S.O.O. 6187 heated windscreen modification is the same as the
original heated windscreen S.O.O. 6007. The change appeared at the same time as S/B
6/442 in February 1983.
54 Mod 6/1752 (S/B 6/469 Rev. D) cut in at S/N 813. This Mod is mandatory on British air-
craft, and may be refitted to earlier aircraft.


CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL............................................................................................................................... 2-2
DC SYSTEM DESCRIPTION ................................................................................................ 2-2
Main Battery .................................................................................................................... 2-2
Hot Battery Bus................................................................................................................ 2-4
Main Battery Temperature Monitor ................................................................................. 2-4
Auxiliary Battery.............................................................................................................. 2-5
External Power ................................................................................................................. 2-7
DC Master Switch............................................................................................................ 2-7
Battery/External Switch ................................................................................................... 2-8
Bus Tie Switch ................................................................................................................. 2-8
Power Distribution Box.................................................................................................... 2-9
Generator Control Box—Reverse Current Circuit Breaker ............................................. 2-9
Generator Control Box—Current Limiters.................................................................... 2-10
Flight Compartment Distribution Circuit Breakers ....................................................... 2-11
Flight Compartment Circuit-Breaker Panels ................................................................. 2-12
Reverse Current Relays.................................................................................................. 2-13
Overvoltage Relays ........................................................................................................ 2-14
Voltage Regulators ......................................................................................................... 2-14
Starter-Generators .......................................................................................................... 2-15
Starter Switch................................................................................................................. 2-16


Generator Switches ........................................................................................................ 2-16

DC INDICATIONS ............................................................................................................... 2-16
Generator Caution Lights............................................................................................... 2-16
Generator Overheat Caution Lights ............................................................................... 2-17
DC Voltmeter ................................................................................................................. 2-17
DC Loadmeter................................................................................................................ 2-18
AC SYSTEM DESCRIPTION .............................................................................................. 2-18
Inverters ......................................................................................................................... 2-18
AC Equipment ............................................................................................................... 2-19
AC INDICATIONS ............................................................................................................... 2-21
400 CYCLE Caution Light ............................................................................................ 2-21
Series 310 Differences ................................................................................................... 2-21
NORMAL OPERATIONS .................................................................................................... 2-22
Starting........................................................................................................................... 2-22
Generator Operations..................................................................................................... 2-22
QUESTIONS ......................................................................................................................... 2-24
ENDNOTES .......................................................................................................................... 2-25


ILLUSTRATIONS
Figure Title Page
2-1 Electrical Load Distribution ..................................................................................... 2-2
2-2 Electrical System Schematic (Pre Mod 6/1651)....................................................... 2-3
2-3 Electrical System Schematic (Mod 6/1651)............................................................. 2-3
2-4 Main Battery (Cover Removed) ............................................................................... 2-4
2-5 Main Battery Vent .................................................................................................... 2-4
2-6 Hot Battery Bus Circuit-Breaker Panel .................................................................... 2-4
2-7 Battery Temperature Monitor ................................................................................... 2-4
2-8 Battery Temperature Monitor Sensor Locations ...................................................... 2-5
2-9 Auxiliary Battery...................................................................................................... 2-6
2-10 External Power Cart ................................................................................................. 2-7
2-11 External Power Receptacle....................................................................................... 2-7
2-12 DC Master and Battery External Switch .................................................................. 2-8
2-13 Bus Tie Switch ......................................................................................................... 2-8
2-14 Power Distribution and Generator Control Box ....................................................... 2-9
2-15 Reverse Current Circuit Breaker .............................................................................. 2-9
2-16 Resetting the RCCB ............................................................................................... 2-10
2-17 Current Limiters ..................................................................................................... 2-10
2-18 Current Limiters Schematic ................................................................................... 2-11
2-19 Power Distribution and Generator Control Box (Mod 6/1651) ............................. 2-11
2-20 Power Distribution Circuit Breaker Schematic ...................................................... 2-11
2-21 Power Distribution Circuit Breakers—Main Panel................................................ 2-11
2-22 Main Circuit-Breaker Panel ................................................................................... 2-12
2-23 Overhead Circuit-Breaker Panel ............................................................................ 2-12


2-24 Avionics Circuit-Breaker and Fuse Panel .............................................................. 2-13

2-25 Reverse Current Relays .......................................................................................... 2-13
2-26 Voltage Regulators (S/Ns 531 and Subsequent)..................................................... 2-14
2-27 Starter-Generator Installation................................................................................. 2-15
2-28 Generator Switches ................................................................................................ 2-16
2-29 Generator Caution Lights....................................................................................... 2-17
2-30 Generator Overheat Lights ..................................................................................... 2-17
2-31 DC Voltmeter and Loadmeter ................................................................................ 2-17
2-32 Inverters.................................................................................................................. 2-18
2-33 Inverter Switch (Pre S/Ns 311) .............................................................................. 2-19
2-34 AC Fuse Panel (Pre S/Ns 311) ............................................................................... 2-19
2-35 Inverter Selector Switch—Series 300, S/Ns 311 and Subsequent ......................... 2-19
2-36 AC Fuse Panel—S/Ns 311 and Subsequent ........................................................... 2-19
2-37 AC Electrical Schematic ........................................................................................ 2-20
2-38 AC Electrical Schematic—Series 310/320 Aircraft............................................... 2-20
2-39 400 CYCLE Light .................................................................................................. 2-21
2-40 AC Fuse Panel—Series 310 Aircraft...................................................................... 2-21
TABLES
Table Title Page
2-1 Generator Limitations ............................................................................................ 2-21


CHAPTER 2
ELECTRICAL POWER SYSTEMS
G
EN PL
#1 IL
O
DC
#1 EN
G
FF
O
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BA
O ACEN
RV M
SE TE T G
1
# SY S HO
A TT
B
INTRODUCTION
The Twin Otter electrical system functions primarily on 28 volt DC power. AC power is
used for some avionics, the fuselage fuel quantity indicating system, and some engine
instruments.
The electrical system normally consists of two batteries (main and auxiliary), two
starter-generators, two inverters, provisions to connect ground power, and devices for
indication, regulation, and control. The main battery is used to start the engines and for
emergency in-flight backup power. The auxiliary battery supplies power to the engine
glow plugs and start control relays.
The aircraft has two inverters. On most aircraft, only one at a time is used to supply the
required AC power. Commonly, but not always, DC circuits are protected by circuit break-
ers, and AC circuits are protected by fuses.

FlightSafety
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GENERAL beneath the rear baggage compartment floor
WINDSHIELD WIPER WASHER

SENSING
(Figure 2-4).
AIR CONDITIONING SYSTEM

400 CYCLE
} CABIN LTS
WING FUEL CONTROL R
WING FUEL CONTROL L

The electrical system is a 28-volt DC single-
FUEL QTY FWD & AFT
BOOST PUMP PRESS

Series 100 aircraft were fitted with a light-duty
BOOST PUMP FWD 1

wire installation, with the airframe being used
DIRECTIONAL IND
OIL LOW PRESS L

R OIL PRESS IND
GYRO COMPASS
GYRO COMPASS
L OIL PRESS IND
19-cell, 24-volt, 22-amp-hour Nicad battery
R TORQUE IND
as a ground return. The primary DC power is

L TORQUE IND
ANTICOLL LTS
AS REQUIRED
ATTITUDE IND
R FUEL FLOW
L FUEL FLOW
or a lead-acid battery of similar capacity. An
R GEN FAIL
READING R
OIL TEMP L
supplied by two engine-driven starter-gener-
POSN LTS
POSN LTS
GENERAL
ators. A 40-amp-hour Nicad (nickel cadmium) alternative light-duty Nicad battery was sup-
or lead-acid battery will provide power when plied beginning at aircraft serial number 106 2.
the generators are inoperative. Either one of It became apparent, however, that light-duty
115 VAC 26-VAC 26-VAC R 28-VDC BUS L 28-VDC BUS
the two static inverters will provide 115- and Nicad and lead-acid batteries were unable to
26-volt AC power. provide sufficient power for heavy commuter-
type operations or meet the aircraft require-
PLT ENG CONS & TRIM PML LT

ments during severe cold winter conditions.
INV
Electrical power is distributed through a mul-

1
CABIN WARNING SIGN
FIRE DET FAULT IND L

tiple bus system consisting of left DC, right DC,
ANTI-COL LT LOWER
FIRE WARNING BELL

INV 1 OUTPUT (SAME AS INV 2)
BOOST PUMP AFT 2
BOOST PUMP AFT 1

DOORS UNLOCKED To solve these problems, a heavy-duty 19-cell
R INTAKE ANTI-ICE
L INTAKE ANTI-ICE
400 CYCLE AC (115V & 26V)
W/S HEAT CONT R
OIL LOW PRESS R

INV
main battery, battery/external power, an aux-

2
TURN & SLIP PLT

GYRO COMPASS
FUEL LEVEL AFT
FLT COMP FANS
FLT COMPT LTS
CABIN HT/VENT
Nicad or lead-acid battery were made avail-
CAUT LTS DIM
GEN O/HEAT L
TEMP COMP L
iliary battery bus, and two AC buses (Figures
AIL TRIM ACT
INVR 2 CONT
AIL TRIM IND
PITOT HTR L
OIL TEMP R
FUEL SOV L
FIRE DET R
FIRE EXT R
able by option3. This change required structural
L GEN FAIL
FIRE DET L
FIRE EXT L
BETA SYS
2-1 through 2-3).
LDG LT L
reinforcement in the battery bay to accom-
Figure 2-1. Electrical Load Distribution

RELAY
INV
modate the heavier battery. The Nicad bat-

XFMR
Power from the DC buses is distributed through

circuit breakers in the main distribution box to tery was eventually installed as standard
equipment at aircraft serial number 291 4 .
INV 2
INV 1
R 28-VDC BUS L 28-VDC BUS

three circuit breaker panels in the flight com-
partment, which supply DC circuits through in-
115V
Other improved batteries were later available

26V
26V
dividual system circuit breakers.

by optional order 5 . A heavy-duty 20-cell
INVERTER
INVERTER
AIRFRAME DEICE MANUAL

NO. 1
INV CONT NO. 2
1 Marathon battery became standard aircraft

AIRFRAME DEICE AUTO
STALL WARNING HORN
Beginning with aircraft serial number 311 , ad-
FIRE DET FAULT IND R

TURN AND SLIP CPLT
BOOST PUMP PRESS
equipment at aircraft serial number 511 6.

BOOST PUMP FWD 2
PNEUMATIC PRESS ditional bus feed circuit breakers were installed

PROP AUTOFEATH
400 CYCLE CAUT L
W/S HEAT CONT L
FUEL LEVEL FWD
START RELAYS R
CABIN VENT FAN
COPLT RAD & VA
START RELAYS L
READING LTS L
ENTRANCE/BOARDING LTS
in auxiliary panels in the flight compartment

GEN O/HEAT R
HYD OIL PUMP
TEMP COMP R
O/SPEED GOV
WING INSP LT
X FEED FUEL
STALL WARN
PITOT HTR R
BLEED AIR R
PROP DEICE
The main battery is located under the rear bag-

BLEED AIR L
FUEL SOV R
PROP SYNC
W/S HEAT R
W/S HEAT L
IGNITION R
supplying the main, overhead and radio circuit
IGNITION L
TOILET/BAGGAGE LTS
LDG LT R
INT DEFL
AUXILIARY BATTERY BUS

gage compartment floor. The battery has a
TAXI LT
PNL LT
breaker panels. This change was made to reduce

quick-disconnect fitting for power supply, a fit-
VM
the probability of an electrical power loss on the

DC distribution buses should a fault occur. The ting for the temperature monitoring system, and
R 28-VDC BUS L 28-VDC BUS a fitting for the venting system (Figure 2-5).
L 28-VDC
BUS
AC power distribution system was also modi-

HOT BATTERY BUS
VOLTMETER
NORMAL
BUS TIE
R 28-VDC
BUS
REFUEL
OPEN
fied at the same time with wiring changes and

RADIO
DC
CONT
FEED
The venting system vents gas pressure buildup

AFT
relocation of the inverter control switch.

BLOCKING
DIODE
within the battery box, especially during recharg-

EXT PWR
RELAY
RELAY
BUS-
TIE
ing after engine start. Gas is vented from the bat-

CURRENT
RCCB OR
LIMITERS
L GEN BAT R GEN
The left generator is connected to the left DC

DC LOADMETER
bus and the right generator to the right DC bus. tery box into a glass sump jar, then to a vent
Both buses are normally connected together outlet in the fuselage under the rear baggage
through the bus tie relay, allowing either gen- compartment.
AUX BAT
RELAY
erator to supply power to all electrical services.

The sump jar contains a pad saturated with boric
MAIN BAT
RELAY
acid solution for Nicad batteries, or with sodium

CAUTION LIGHTS
CAUTION LIGHTS
bicarbonate solution for lead-acid batteries.

REVERSE-CURRENT
REVERSE-CURRENT
R GENERATOR
R GENERATOR
L GENERATOR
L GENERATOR
DC SYSTEM
OVERHEAT
OVERHEAT
BATTERY DC MASTER
This neutralizes any electrolyte spillage that

RELAY
RELAY
may occur.
DESCRIPTION
EXTERNAL POWER
MAIN BATTERY
RECEPTACLE
OFF
R GENERATOR
L GENERATOR
EXTERNAL
The battery supplies power to the electrical

MAIN BATTERY system when the DC MASTER switch is se-
AUX ILIARY
BATTERY
OFF
ON
RESET
OFF
ON
RESET
OFF
lected to ON, and the BATTERY/EXTERNAL

ENERATOR
ENERATOR
Most Series 300 aircraft now operate with switch is positioned to BATTERY. These ac-
a 20-cell, 40-amp-hour Nicad battery, located tions energize the main battery relay (MBR),
Revision 3
GEN R GEN
ESET L GEN RESET
OFF DC MASTER R GEN
Place Plane
OFF
ON ON
OFF
RESET
Here
RESET RIGHT
STARTER-
GENERATOR
EXT R GEN
L GEN SHUNT
LEFT SHUNT OFF
STARTER BATT R GENERATOR
GENERATOR
REVERSE- BATT REVERSE-

CURRENT SHUNT CURRENT
RELAY MAIN RELAY
BATT
RELAY
MAIN
BATTERY
SERIES 100/200/300
BATT/EXT HOT BATT BUS
PWR BUS
MOD 6/1651
EXT
CURRENT
LIMITERS PWR
RELAY
EXT PWR
RECEPTACLE BATT
L GEN R GEN
INDICATOR SELECT
DC VOLTS
AUX BATT
RELAY
L ENG START R ENG DC LOAD
START AUXILIARY
R ENG BATTERY
L ENG IGNITION IGNITION
VOLTMETER
400 Hz FAIL
BUS TIE
NO. 1 INV RELAY
AUX BATT BUS
BUS
NORM TIE
OPEN
L 28-VDC BUS R 28-VDC BUS
LEGEND GENERATOR POWER AUXILIARY POWER
FlightSafety
BATTERY POWER EXTERNAL POWER
international
RR3316B-02-003
11/13/95RDjlc
Figure 2-2. Electrical System Schematic (Pre Mod 6/1651) – RCCB
Place Plane
L GEN R GEN
RESET RESET
Here
L GEN DC MASTER R GEN
OFF OFF
ON ON
OFF
RESET RESET RIGHT
STARTER-
GENERATOR
EXT R GEN
L GEN SHUNT
LEFT SHUNT OFF
L GENERATOR STARTER BATT R GENERATOR
GENERATOR
START REVERSE- BATT REVERSE-

SWITCH R CURRENT SHUNT CURRENT
RELAY MAIN RELAY
IGNITER BATT
SWITCH L RELAY
SERIES 100/200/300
1 NORM
BOTH MAIN
BATTERY
2 MAN
BATT/EXT HOT BATT BUS
PWR BUS
IGN
MODE MOD 6/1651
CURRENT EXT
LIMITERS PWR
RELAY
EXT PWR
GLOW-PLUG RECEPTACLE BATT
POWER SUPPLY
L GEN R GEN
INDICATOR SELECT
DC VOLTS
AUX BATT
RELAY
L ENG START R ENG DC LOAD
START AUXILIARY
R ENG BATTERY
L ENG IGNITION IGNITION
VOLTMETER
400 Hz FAIL
BUS TIE
NO. 1 INV
RELAY
AUX BATT BUS
BUS
NORM TIE
OPEN
L 28-VDC BUS R 28-VDC BUS

FlightSafety
LEGEND GENERATOR POWER AUXILIARY POWER

BATTERY POWER EXTERNAL POWER
international
2-3
Figure 2-3. Electrical System Schematic (Mod 6/1651) – Current Limiters

FlightSafety
international

the hot battery bus. Battery power is always

available to the hot battery bus.
MAIN BATTERY TEMPERATURE

MONITOR
A battery temperature monitor (Figure 2-7)
was provided as standard equipment beginning
at aircraft serial number 406 7. The monitor
provides a continuous battery temperature in-
dication, and an early warning of high battery
temperature condition occurring.
The monitor was required by FAA regulation

Figure 2-4. Main Battery (Cover Removed) for all main Nicad batteries. This regulation
was the result of a battery overheat incident on
another type of aircraft resulting in structural
damage. The likelihood of a battery overtem-
perature is greatest following engine start,
when the battery is being recharged.
Figure 2-5. Main Battery Vent

and battery power is provided to the left bus.
Battery power flows through the bus tie relay and
is also provided to the right bus whenever the Figure 2-6. Hot Battery Bus
BUS TIE switch is in the NORMAL position. Circuit-Breaker Panel
HOT BATTERY BUS

The battery is directly connected to the circuit-
breaker panel located at the rear of the pas-
senger cabin (Figure 2-6). There are usually
only two circuit breakers on this “Hot Battery”
bus: the passenger door entrance lights and the
baggage compartment lights. If the aircraft is
equipped with an optional coffee maker (some-
times referred to as a hot cup), this is also
powered from the hot battery bus.
Some aircraft which have been modified have

additional equipment which is powered from Figure 2-7. Battery Temperature Monitor


HEAVY-DUTY NICAD LIGHT-DUTY NICAD
SONOTONE CA5
{ MOD 6/1315 GE 43B022RB27
PREMOD 6/1479
MARATHON 29094 (MOD 6/1479) { MOD 6/1315
PREMOD 6/1479
SENSOR ASSEMBLY
FLANGE OF
CONNECTOR
ON OUTSIDE
Figure 2-8. Battery Temperature Monitor Sensor Locations

The warning light on the monitor panel is la- lamp is controlled by the position of the CAU-
beled 150° F and, when illuminated, indicates TION LTS switch.
a battery temperature exceeding 150° F. The
indicator also has a moving pointer and a grad- The red warning light and dial and pointer
uated scale ranging from 60 to 180° F with the sensor circuits are entirely independent of
scale expanded in the 120 to 180° F segment. each other. Failure of one system does not af-
Colour-coded bands (green, yellow, and red) fect the other.
on the dial refer to normal, cautionary, and dan-
gerous temperature ranges. The sensor circuits are protected by the two
2-amp circuit breakers labeled LAMP and
Two sensors are mounted on the battery in- IND, located on the monitor unit. Power for
tercell connectors (Figure 2-8). The sensor the complete system is provided from the left
signals are suppplied to the red warning light DC bus through a 5-amp circuit breaker la-
and the dial-type temperature indicator. The beled BATT O/TEMP IND, located on the
monitor is installed below the copilot flight overhead console circuit-breaker panel.
panel, adjacent to the center pedestal.
The much smaller auxiliary battery does
The monitor has a pushbutton test system which not have temperature monitoring. Lead-
uses a heater element built into the sensors to acid main batteries do not require temper-
create a simulated overheat. Do not allow the ature monitoring.
battery temperature to exceed 180° during the
test as damage to the sensors may occur. AUXILIARY BATTERY
The monitor is internally illuminated for night Beginning with aircraft serial number 81 8 a 24-
operation, and brightness of the red warning volt, 3.6-amp-hour Nicad auxiliary battery was

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The auxiliary battery will supply power when

the DC MASTER switch is selected ON, and
the BATTERY/EXTERNAL switch is selected
to BATTERY. These two actions energize the
auxiliary battery relay (ABR), and auxiliary
battery power is then available to the auxiliary
battery bus.
If the auxiliary battery is discharged, a well

maintained main battery can still supply power
through the left bus to the auxiliary battery
bus—provided the blocking diode between
both buses remains intact. Due to the high
power demand required for engine start, a very
cold or partially depleted main battery may not
be able to provide the necessary power for the
engine start control relay and glow plug (ig-
niter) operation at the same time as the starter-
generator is cranking the engine. It is,
therefore, essential that both batteries be in-
stalled and properly maintained for a opti-
mum engine start operation.
The auxiliary battery is recharged when a gen-

Figure 2-9. Auxiliary Battery erator is selected online. Generator power
flows to the left bus and through the blocking
installed to provide a separate power source for diode, then to the auxiliary bus, through the
engine start control relays and glow plug (ig- auxiliary battery relay (ABR), through the
niter) operation. Faster and cooler engine starts 30-amp limiter fuse, and finally to the auxil-
are possible with the auxiliary battery because iary battery.
voltage supplied to the glow plugs and start
control relays does not suffer from the same The blocking diode, which is located on the
voltage drop that occurs when the main battery reverse side of the main circuit-breaker panel,
is engaged to turn the starter-generator. was installed to prevent a possible power drain
from the auxiliary battery to the main battery,
The auxiliary battery does not supply power especially if the main battery was low when
to energize the starter-generators during the the generators are not online.
engine start sequence.
Failure of the diode (open circuit) will re-
The auxiliary battery is installed on the right sult in the gradual reduction of auxiliary
side of the forward wall of the rear baggage battery power because the battery cannot
compartment (Figure 2-9). Because the battery be recharged. A maintenance technician can
was part of the Series 300 approved equipment jumper the diode contacts as temporary mea-
when the aircraft was certified, the auxiliary sure to allow the aircraft to return to a main-
battery should not be removed from the aircraft tenance base for diode replacement 9.
without regulatory approval. Removal of the
auxiliary battery is not recommended by de On a small number of aircraft, the auxiliary
Havilland, as removing the battery eliminates battery also powers the left DC powered at-
the benefits provided, especially for Arctic titude indicator, which was substituted in
or commuter-type operations. place of the normally AC powered attitude

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and will connect external power to the left, right,

and auxiliary DC buses when a ground power source
is connected to the aircraft, the BATTERY/EX-
TERNAL switch is selected to EXTERNAL, and the
DC MASTER switch is ON. The EPR is located
under the rear baggage compartment.
Beginning with aircraft serial number 255 11,

a diode was installed in the external power
control circuit. This protects the aircraft elec-
trical system from a possible reverse polarity
input in the event that the external power unit
has been incorrectly configured.
Figure 2-10. External Power Cart The reverse polarity protection is obtained
from the smaller of the two positive DC power
pins. When external power is supplied in the
correct polarity, the EPR contacts will close.
This permits external power from the larger
positive power pin to supply the external power
bus. The remaining large pin on the recepta-
cle acts as a ground (negative DC) pin for the
external power receptacle.
If a generator is selected online when the BAT-

TERY/EXTERNAL power switch is at the
EXTERNAL position, the EPR opens and ex-
ternal power is immediately cutoff. This de-
sign is intentional, to avoid having both an
Figure 2-11. External Power Receptacle external source and an aircraft generator con-
nected on the same bus. There is no indication
indicator. This change 10 was a British CAA provided to the pilot that the external power
certification requirement for the Series 310 source has been disconnected.
aircraft, and has been approved by Transport
Canada for retrofit to all series of aircraft.
DC MASTER SWITCH
A two-position switch labeled DC MASTER
EXTERNAL POWER is located on the start panel, over the left wind-
shield (Figure 2-12). The switch has a center
An external power receptacle is located on OFF position and a lower, unmarked, on po-
the left side of rear fuselage, aft of the main sition. This switch controls power supplied to
cabin doors (Figures 2-10 and 2-11). On a all buses except the hot battery bus, in con-
number of aircraft built for the Australian op- junction with the BATTERY/EXTERNAL
erator T.A.A., who wanted the main battery in- switch and the BUS TIE switch.
stalled in the nose compartment, the external
power receptacle was located forward of the When the DC MASTER switch is at OFF, no
copilot’s door. power is supplied to any bus regardless of
the position of the BATTERY/EXTERNAL
The receptacle is covered by a spring-loaded ac- switch. When the switch is moved to the on
cess panel. The external relay (EPR) is energized position, power will be provided to the left

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bus from either an external power source or without affecting generator power output to the
t h e b a t t e r y, d e p e n d i n g o n t h e BAT - DC buses. Normally, the BATTERY/EXTER-
TERY/EXTERNAL switch position. If the NAL switch remains at the BATTERY position
BUS TIE switch is at the NORMAL (closed) following start. This allows the main battery
position, DC power will also be available to to recharge, and ensures that battery power is
the right bus. available as a backup supply in the event of
generator power loss.
The master switch must be on before the
generators can be selected online. When the BATTERY/EXTERNAL switch is
selected to EXTERNAL, the main battery relay
(MBR) and the auxiliary battery relay (ABR)
are both deenergized. This prevents external
power from reaching the aircraft batteries when-
ever the BATTERY/EXTERNAL power switch
is selected to the EXTERNAL position.
It is not possible to charge the aircraft bat-

teries from power supplied to the external
power receptacle.
BUS TIE SWITCH

The BUS TIE switch (Figure 2-13), located on
Figure 2-12. DC Master and Battery the overhead console, has two positions: NOR-
External Switch MAL and OPEN. The bus tie connects the left
and right DC buses together. The BUS TIE
switch remains in the NORMAL (closed) po-
BATTERY/EXTERNAL SWITCH sition at all times and is moved to OPEN only
The BATTERY/EXTERNAL switch is also during abnormal conditions.
located on the start panel (Figure 2-12), and
has three positions, EXTERNAL, OFF, and Battery or external power will not be available
BATTERY. This switch connects the se- to the right DC bus unless the BUS TIE switch
lected source of electrical supply to the is in the NORMAL (closed) position.
buses when the DC MASTER switch is
turned on. If both generators are operating, the NOR-
MAL position parallels generator output, and
If it is selected to the EXTERNAL position, the combined left and right bus and battery
external power is connected to the electrical loads are shared equally.
system and the battery is disconnected.
If it is selected to the BATTERY position,

the aircraft battery is connected to the elec-
trical system and any external power present
is disconnected.
If it is selected to the OFF position, both the

aircraft battery and any external power present
are disconnected.
The BATTERY/EXTERNAL switch can be

selected to OFF once the generators are online Figure 2-13. Bus Tie Switch

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LEFT REVERSE-CURRENT
CB1 AND CB2 WINDSHIELD HEAT RELAY (K1) POWER DISTRIBUTION
CIRCUIT BREAKERS
MOD 6/1274
LEFT GENERATOR
FAIL RELAY (PD-K5)
RIGHT GENERATOR
FAIL RELAY (PD-K6)
MOD
6/1283
DIODES
MOD 6/1651—CURRENT LIMITERS
MOD 6/1389 DIODE BUS-TIE RIGHT REVERSE-CURRENT

RELAY (K3) RELAY (K2)
GENERAL
CIRCUIT BREAKERS
RESET
PUSH
TO
ELECTRIC
REVERSE-CURRENT
CIRCUIT BREAKER
Figure 2-15. Reverse Current Circuit Breaker

Check with your maintenance technician to de- battery from the aircraft electrical system if
termine your aircraft modification status. It is the battery charge current exceeds acceptable
important that the pilot know if the aircraft is limits.
ACCESS PANEL PRE MOD 6/1651—RCCB equipped with a reverse current circuit breaker
or current limiters, as the actions taken by pi- A power surge to the battery could adversely
Figure 2-14. Power Distribution and Generator Control Box lots during various electrical abnormalities affect the battery, resulting in an overheat and
(both on ground and in flight) vary depending possible cell imbalance condition. This can
An equalizing circuit in each voltage regula- If only one generator is operating, NORMAL on whether there is a reverse current circuit sometimes occur when the generators are se-
tor ensures generator load sharing to within a position allows the single generator to power breaker (Pre Mod 6/1651) or current limiters lected online and the battery is heavily dis-
loadmeter reading of 0.1, equal to 20 amps, both DC buses. (Mod 6/1651) installed. charged.
when both generators are online and the bus
tie switch is in the NORMAL position.
POWER DISTRIBUTION BOX Figure 2-14 shows the Mod 6/1651 box (open Schematically, the RCCB is located between
and closed) and the Pre Mod box, and the ac- the left bus and the battery power bus. Should
If both generators are operating and the BUS The power distribution and generator control cess panel location. the RCCB trip, secondary contacts within the
TIE switch is in the OPEN position, the left box is located in the cabin roof (Figure 2-14), on RCCB will open the main battery relay (MBR)
generator will supply power to the left DC the right-hand side of the fuselage, about 30 control circuit. The battery power bus is deen-
bus and to the batteries and the right genera- inches behind the bulkhead dividing the flight GENERATOR CONTROL BOX— gerized, but the generators will continue to be
tor will supply power to the right DC bus. compartment from the cabin. REVERSE CURRENT CIRCUIT online, supplying power to the aircraft.
BREAKER
When the bus tie is OPEN, loadmeter read- There are two different designs, Pre Mod and If the RCCB trips open, there will be no indi-
ings will normally be higher on the left bus Mod 6/1651. This modification was incorpo- The reverse current circuit breaker (RCCB), cation in the flight compartment, other than the
than on the right, because of both the bat- rated as standard equipment beginning at air- located in generator control box (Figure 2- battery loadmeter indicator will read 0, in-
tery load and the greater number of services craft serial number 631, and may be refitted 15). It protects the main battery from damage stead of showing the usual charge current
on the left bus. to earlier aircraft. and possible overheat during battery recharge, going to the battery. In case of a high charg-
by tripping open and disconnecting the main ing load, the battery loadmeter reading would
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rise to 1.0 and then drop suddenly to 0 when with the battery that should be resolved before
the RCCB opens. If the pilot was not observ- the battery is brought back online.
ing the loadmeter carefully at the moment the
RCCB opened, this indication could be missed. Except in the most extreme abnormal condi-
tions when DC generator power supply is not
Often the first time the pilot notices the tripped available, the RCCB should not be reset in flight.
RCCB is at the end of the flight. All power on
the aircraft will be lost when the generators are
selected OFF prior to engine shutdown.
GENERATOR CONTROL BOX—
CURRENT LIMITERS
The first RCCB had a nominal setting of 375
The RCCB was replaced with current limiters
amps, and the RCCB frequently tripped open
beginning with aircraft serial number 631 15
with commuter-type, short segment operations.
(Figure 2-17).
A higher 450-amp nominal trip setting 12 was
This change was made because of the problems
introduced to eliminate nuisance trips of the
associated with unwanted tripping of the
RCCB. Newer RCCB units showed a yellow
RCCB, and the increasing replacement cost of
dot beside the RCCB identification plate to
the RCCB itself. Current limiters were also in-
identify the higher trip setting 13.
stalled at the opposite end of the power sup-
ply cables, located in the battery bay
If the RCCB trips open, it may be reset by re-
compartment.
moving the access panel located on the right-
hand side of the cabin roof, just aft of the
Figure 2-18 illustrates the design of the cur-
emergency exit. The RCCB trip arm, which is
rent limiter system. The current limiters, some-
covered by a rubber boot, is visible through a
times referred to as battery feeders, are
small round finger hole which has been pro-
150-amp, time-delay, slow-blow fuses. Note
vided to allow resetting (Figure 2-16).
that there are six current limiters in total—
three in the generator control box and three in
If the RCCB has tripped, some effort will be
the main battery area.
required to press the rubber boot and reset the
circuit breaker to its normal in position.
The time-delay design of the current limiters
permits high current flows of 800 to 1000
The finger hole was enlarged beginning with
amps to the starter-generators during the short
aircraft serial number 311 14 for easier access.
time needed to start the engines.
Contact your maintenance technician before
Should a high battery charge current—in ex-
resetting the RCCB. There may be problems
cess of 450 amps—exists for a prolonged time,
Figure 2-16. Resetting the RCCB Figure 2-17. Current Limiters

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IN GENERATOR IN REAR OF AIRCRAFT FLIGHT COMPARTMENT RIGHT BUS POWER WINDSHIELD LEFT BUS POWER
CONTROL BOX NEAR BATTERY
DISTRIBUTION CIRCUIT DISTRIBUTION CBs HEAT DISTRIBUTION CBs
BREAKERS WINDSHIELD
HEAT 50 50 50 50 50 50
CB2 CB4 CB6 CB8 CB10 CB1 CB3 CB5 CB7 CB9
On all aircraft, DC power is distributed to the 30 30
30 30 30 30
left and right DC buses through bus feed cir- CB2 CB4 CB6 CB8 CB10 CB11 CB13 CB15 CB17 CB19
cuit breakers located in the power distribution RADIO BUS POWER
and generator control box (Figure 2-19). DISTRIBUTION CBs
A system improvement was introduced, be-

ginning at aircraft serial number 311 16, to re-
duce the probability of a power loss to an BUS-TIE
RELAY
entire DC bus if a fault was present on one of
the distribution lines.
GRD3
Figure 2-18. Current Limiters Schematic This was achieved by dividing the left and RIGHT GENERATOR
GEN A2
X2
A1
X1
BAT
LEFT GENERATOR
REVERSE-CURRENT REVERSE-CURRENT
right DC bus main power supply into smaller RELAY (K2)
BAT K3 K4 K5 K6 GEN
RELAY (K1)
the current limiters will melt, electrically iso- subsections, and installing additional circuit
lating the main battery from the generators. breakers at the flight compartment end of the K2 K6 K5 K1
supply lines. 15 CR1 CR1 15

GRD2 GRD1
If a short circuit occurs in one of the three dis-

tribution lines between the battery and the power Figure 2-20 shows a schematic of the im-
distribution box, the current limiters at each end proved system. (PD K6) CURRENT (PD K5)
LIMITERS
of the affected line will melt. This condition could R
The additional circuit breakers isolate indi- Figure 2-19. Power Distribution and Generator Control Box (Mod 6/1651)
exist unnoticed by the pilots.
vidual distribution lines at each end of the
If one current limiter (or both current limiters line, to ensure that one individual distribu- ABOVE GENERATOR FLIGHT
on the same line) melts, battery service will still tion line fault will not result in a total power CONTROL BOX COMPARTMENT
be available, but will be limited to 300 amps. This failure on the affected bus.
may be enough to start the aircraft and recharge
the battery during light-duty conditions, but the Six 50-amp circuit breakers labeled CB4A to
remaining current limiters would most likely melt CB9A were included in a new main circuit
the next time the aircraft was started during cold breaker power distribution panel, located ad-
weather or using external power. jacent to the existing main circuit-breaker
panel (Figure 2-21).
The change to current limiters eliminated the
problem of unwanted tripping of the RCCB. Six 30-amp circuit breakers labeled CB12B to
Current limiters may be refitted to earlier pro- CB17B were installed on a new overhead cir-
duction aircraft. cuit-breaker power distribution panel, adjacent
to the existing overhead circuit-breaker panel.
The fourth 150-amp current limiter, visible at the
left of the three limiter group in Figure 2-17, sup- Six 30-amp circuit breakers were installed in the
new radio circuit-breaker power distribution Figure 2-20. Power Distribution Circuit Figure 2-21. Power Distribution Circuit
plies power to the air-conditioning system, and Breaker Schematic Breakers—Main Panel
is not part of the system discussed here. panel, located at the bottom of the avionics cir-
cuit-breaker panel.
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Each circuit-breaker panel is provided with

power by three parallel distribution lines,
which are individually protected by circuit
breakers at each end.
If a power distribution circuit breaker pops at

one end, the circuit breaker for the same line will
most likely also pop at the other end. Power will
still be available to the affected bus, although
the total available amperage will be reduced.
If a power distribution circuit breaker pops, it

indicates a serious electrical problem in the air-
craft and should not be reset by the pilot.Where
possible, electrical loads on the affected bus
should be reduced for the remainder of the flight.
FLIGHT COMPARTMENT
CIRCUIT-BREAKER PANELS
Circuit breakers may be found in one of three
locations in the flight compartment. The main
DC distribution panel is located on the left wall
of the flight compartment (Figure 2-22).
The overhead circuit-breaker panel is located

on the right aft side of the overhead switch Figure 2-22. Main Circuit-Breaker Panel
panel (Figure 2-23).
The avionics circuit-breaker and fuse panel is

located at the bottom of the center pedestal
(Figure 2-24).
The main and overhead panels contain only DC

powered services.
On the main panel, each vertical row of cir-

cuit breakers is fed from the same (left or
right) DC bus. The FIRE EXT R, FIRE DET
R, and FIRE DET FAULT IND R circuit
breakers are exceptions to this rule; they are
supplied from the left DC bus, but are located
in a row in which all other circuit breakers are
supplied from the right DC bus. Figure 2-23. Overhead Circuit-
Breaker Panel
There is no similar pattern for the overhead The avionics circuit-breaker and fuse panel
panel, which for the most part contains circuit contains a mixture of DC circuit breakers and
breakers for equipment that was added by AC fuses. Labels indicate which services are
modifications, options, and improvements not provided with power from the 26-volt AC and
in the original Series 100 design. 115-volt AC buses.

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starter-generator during starting; and second,

to connect the starter-generator power output
to the DC buses when the generators are brought
online. The RCR includes relays and a num-
ber of coils within the body of the RCR unit.
During engine start, a control voltage sup-

plied through the START R or START L cir-
cuit breaker is applied to the RCR.This causes
the RCR to close, and supply either battery or
external power through to the starter-genera-
tor, as long as the spring-loaded START switch
is held in the start position.
When a generator is selected online using the

generator RESET switch, a voltage is sup-
plied through the GEN CONTROL R or GEN
CONTROL L circuit breaker. This control
voltage will close the RCR and enable the
generator to supply power to the DC bus. When
the GENERATOR switch is moved to the OFF
position, the generator field circuit is inter-
rupted and the RCR will open.
Four conditions must be met before the RCR

will close and connect the generator output to
Figure 2-24. Avionics Circuit-Breaker and the DC buses. First, the generator voltage out-
Fuse Panel put must be greater than 22 volts. Second, it
must be positive (not negative) DC output.
Commonly, DC circuits are protected by cir- Third, the generator voltage must be 0.5 volts
cuit breakers and AC circuits are protected higher than the voltage present on the battery.
by fuses. There may be exceptions, particularly Finally, the flow of current must be from the
in the case of equipment that has been in- generator to the bus or, in other words, not a
stalled after the aircraft left the factory. reverse current.
REVERSE CURRENT RELAYS If a generator fails to maintain the required volt-

age output, the RCR will sense that current has
Do not confuse the reverse current relays, dis-
cussed here, with the reverse current circuit
breaker, discussed earlier. Although the names
are similar, the components serve entirely dif-
ferent purposes.
Each starter-generator is electrically con-

trolled and electrically connected to the air-
craft DC system by a reverse current relay
(RCR). The RCRs are located in the genera-
tor control box in the cabin roof (Figure 2-25).
The RCRs serve two purposes: first, to Figure 2-25. Reverse Current Relays
connect the battery or external power to the

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begun to flow in a reverse direction from the bus VOLTAGE REGULATORS

to the generator, and will open to prevent the
generator from functioning as a starter motor. Prior to aircraft serial number 531, the volt-
age regulators were located in the battery bay.
The GENERATOR caution light of the af- The voltage regulators automatically adjust the
fected generator will illuminate to provide in- generator field current to produce a constant
dication to the pilot that the RCR has opened. voltage output from the generator under vary-
ing speeds and loads.
Normal shut down of a generator is made by
selecting the GENERATOR switch to the OFF Beginning with aircraft serial number 531 18,
position. This removes the control voltage a new voltage regulator with built-in over-
from the RCR, and the RCR opens electri- voltage sensing capability was provided. The
cally isolating the generator from the DC bus. original two overvoltage relays in the cabin
roof were deleted. At the same time, the volt-
If the pilot neglects to select the GENERATOR age regulators were relocated from the battery
switch to OFF prior to shutting down the en- bay to the aft right side of the cabin rear bulk-
gine or, should the engine flameout unex- head station 332 near the auxiliary battery
pectedly, the RCR will open automatically (Figure 2-26).
when the engine speed decreases to the point
that the generator cannot maintain sufficient The relocation eliminated grounding and con-
voltage output. taminated contact problems due to water in-
filtration. For operators who wanted to refit the
new voltage regulators, but could not locate
OVERVOLTAGE RELAYS them on the baggage compartment bulkhead
Aircraft prior to serial number 531 were due to existing avionics or other equipment in-
equipped with two overvoltage relays. These stalled there, a modified installation plan was
are located in the overvoltage relay panel in available 19 . This modified plan allowed the
the cabin roof, on top of the power distribu- new voltage regulators to be installed in the
tion box. Two voltage regulator units were in- original battery bay location.
stalled beneath the rear baggage compartment
floor adjacent to the main battery. The over- Voltage regulators function automatically and
voltage relay was connected to each genera- there is no provision for control or adjustment
tor circuit to protect the DC system from an
overvoltage output from a generator.
If an overvoltage condition occurred, the over-

voltage relay for the affected generator would
open, thus disconnecting the generator from
the bus by deenergizing the generator field
control relay.
Early overvoltage relays were susceptible to

malfunction in extreme cold weather, espe-
cially when the aircraft was parked overnight
without cabin heat. Although an alternative
relay was introduced at aircraft serial number
521 17, the overvoltage relay was eliminated
after aircraft serial number 531 with the in- Figure 2-26. Voltage Regulators (S/Ns 531
troduction of new voltage regulators which and Subsequent)
provided built-in overvoltage protection.

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MOUNTING FACE
(REAR OF ENGINE)
STARTER-GENERATOR
ENGINE
REAR
FIRESEAL COOLING
AIR DUCT
DUCT
ASSEMBLY
Figure 2-27. Starter-Generator Installation

by the pilot. An equalizing circuit is included When the GENERATOR switch is selected to
to ensure equal generator loading (within 20 RESET, the generator shunt field is excited.
amps) when both generators are operating in This increases generator voltage and current
parallel with the BUS TIE switch selected to output to meet system demand. The field circuits
NORMAL. of the starter-generators are protected by 10-amp
circuit breakers labeled GEN CONTROL L and
The loadmeter readings of both generators GEN CONTROL R. These are located on the
should indicate load sharing within 20 amps overhead console circuit-breaker panel.
(0.1 indicator deflection) when the BUS TIE
switch is at NORMAL and both generators The generator reset circuit is protected by a 5-
are online. However, this is a maintenance cal- amp circuit breaker labeled GEN RESET,
ibration standard and not a pilot operating which is located inside the engine nacelle.
limitation. This circuit-breaker location was selected to
ensure that the generator would not be abused
with repetitive reset attempts, which could
STARTER-GENERATORS happen if the circuit breaker was accessible
A starter-generator is mounted on the acces- from the flight compartment.
sory gearbox of each engine (Figure 2-27).
Each functions as a direct-drive starter during Excessive reset attempts during fault condi-
engine start and a DC generator driven by the tions will adversely effect the shunt coil field,
engine during engine operation. The starter- possibly resulting in damage to the generator.
generators each have a nominal regulated out-
put of 28.5 at 200 amps. On standard Twin Otter aircraft, one genera-
tor can easily supply all aircraft electrical
After the engine is started, a generator begins needs, as long as the air conditioning and deice
DC output when the GENERATOR switch is equipment is not being used, and the battery
positioned to RESET and then released to ON. does not require recharging.

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Loss of one generator in flight does not nor- RESET is a spring-loaded position used to
mally require the pilot to shed loads. The op- bring the generator online.
tional Freon air-conditioning system will
automatically shut off if one generator trips Control voltage, used to close the reverse cur-
off in flight. Windshield heat and propeller rent relays when the generators are brought on-
deice are the next largest electrical loads on line, is supplied by the generator to the reverse
the aircraft. These systems should be turned current relay when the GENERATOR switch is
off during single generator operations if moved to the RESET position. Voltage used to
conditions permit. The remaining generator excite the generator field circuits is protected by
load should be carefully monitored for the two 5-amp circuit breakers labeled GEN FIELD,
duration of the flight. one in the each nacelle, just aft of the oil dipstick
access door on top of the nacelle.
A 250-amp starter-generator has been installed
in several geophysical and scientific survey air- Repeated attempts to reset a failed generator
craft if fitted with special equipment. This could result in an overheat condition at the gen-
configuration also required heavier wiring erator shunt field. No more than two attempts
and a 250-amp shunt for the increased gener- should be made to reset a generator.
ator output.
STARTER SWITCH DC INDICATIONS

A three-position, toggle lock switch labeled
LEFT–START–RIGHT (Figure 2-12) controls GENERATOR CAUTION LIGHTS
power supplied to the starter-generators. The
Generator caution lights, labeled L GENER-
switch is spring-loaded to the unmarked cen-
ATOR and R GENERATOR, are located in
ter off position.
the annunciator panel to provide an indication
that the generator has gone offline or has not
When the switch is engaged, a control voltage
yet been selected online (Figure 2-29).
is supplied to the selected reverse current relay
causing it to engage and electrically connect
The caution lights are controlled by the reverse
the selected starter-generator to either the left
current relays (RCRs) and indicate whether the
or right DC bus, as appropriate.
RCR is open or closed. If the RCR is open, the
starter-generator is not connected to the bus
The control voltage used to operate the re-
verse current relays during starting is pro-
tected by two 5-amp circuit breakers, labeled
START L and START R and located on the
main circuit-breaker panel.
GENERATOR SWITCHES
Two GENERATOR switches, labeled LEFT
and RIGHT, are located on the overhead con-
sole (Figure 2-28). Each is a three-position
switch with OFF, ON, and RESET positions.
The ON position connects the applicable gen-
erator output to the electrical system through
the reverse current relay and the voltage
regulator. OFF disconnects the generator. Figure 2-28. Generator Switches

FlightSafety
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The L GENERATOR OVERHEAT caution light

is powered from the right DC bus and the R
GENERATOR OVERHEAT caution light is
powered from the left DC bus. The system is
protected by 5-amp circuit breakers labeled
GEN O/HEAT L and GEN O/HEAT R, located
on the overhead circuit-breaker panel.
DC VOLTMETER
A DC voltmeter (Figures 2-30 and 2-31) is
mounted to the right of the fire emergency
panel. The voltmeter dial is marked DC VOLTS
Figure 2-29. Generator Caution Lights and has a scale graduated in 1-volt increments
from 0 to 30, with numerals at 10-volt inter-
and the caution light will be illuminated. If the vals. The meter is connected to the left DC bus
RCR is closed, the caution light will be off. and indicates the highest available voltage on
the left DC bus, regardless of power source.
The L GENERATOR caution light is powered
from the right DC bus and the right generator The voltmeter circuit is protected by a 5-amp
caution light is powered from the left DC bus. circuit breaker labeled VA, located on the
Each circuit is protected by 5-amp circuit main circuit-breaker panel.
breakers labeled L GEN FAIL and R GEN
FAIL, located on the main circuit-breaker
panel.
GENERATOR OVERHEAT
CAUTION LIGHTS
An optional 20 generator overheat caution light
system can be installed to indicate high gen-
erator temperature. These caution lights are a
British CAA certification requirement, and
were installed on all Series 110, 210, and 310
aircraft.
Caution lights labeled L GENERATOR OVER- Figure 2-30. Generator Overheat Lights
HEAT and R GENERATOR OVERHEAT are
located on the annunciator light panel to pro-
vide a visual indication of generator overheat
(Figure 2-30). A heat sensor is installed on the
top of each generator casing. The contacts of
the heat sensor close when the generator tem-
perature increases to 350°F, thus providing a
ground to illuminate the caution light. The
caution light will extinguish when the gener-
ator has cooled down to a temperature of
312°F, by removing the ground when the sen-
sor contacts open. Figure 2-31. DC Voltmeter and Loadmeter

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The voltmeter is unaffected by the position of above the inverters. Each inverter supplies
the IND SELECT switch (Figure 2-31). To 115-volt and 26-volt, 400-Hz single-phase
check the voltage output of one of the three AC power.
sources of power normally available in flight
(battery, left generator, or right generator), it The No. 1 inverter was initially supplied with
is necessary to shut off or isolate the other two 28-volt DC power from the battery/external
sources from the left bus. power bus, through a 7.5-amp circuit breaker
labeled INVERTER 1, located on the over-
head circuit-breaker panel.
DC LOADMETER
A DC loadmeter (Figures 2-30 and 2-31) is lo- Beginning with aircraft serial number 290 21,
cated just to the right of the DC voltmeter. the No. 1 inverter was supplied power through
The loadmeter dial is marked DC LOAD and a 7.5-amp circuit breaker from the left DC
has a scale graduated in positive and negative bus. This change providing a higher degree of
units of 0.1 over a range of –1.0 to +1.0, with protection from the possibility of a hazard
numerals at .4, .8, and 1.0 on each side of the condition arising due to overloading under
zero reference. certain fault conditions.
The value of the battery charge or discharge, The No. 2 inverter receives 28-volt DC power
or the amount of generator load, is expressed from the right DC bus through a 7.5-amp cir-
in units of 0.1. A unit of 0.1 represents 10 cuit breaker labeled INVERTER 2, also lo-
amps of current for battery reading and 20 cated on the overhead circuit-breaker panel.
amps of current for generator reading.
The loadmeter is controlled by a three-posi-

tion switch labeled IND SELECT, which is
spring-loaded to the center BAT position.
When in the BAT position, the loadmeter will
display the battery charge demand (positive
reading) or battery discharge rate (negative
reading). When the switch is selected to the
L GEN or R GEN position, the loadmeter will
display the load being carried by the selected
generator.
The loadmeter is momentarily disconnected

when the starter switch is selected to the
START position for either engine.
AC SYSTEM
DESCRIPTION
INVERTERS
Early aircraft were equipped with two 65 VA
static inverters installed in the rear fuselage,
behind the baggage compartment shelf (Figure
2-32). The inverter control relay is located Figure 2-32. Inverters

FlightSafety
international
FlightSafety
international
The two-position inverter selector switch, la- If inverter No. 1 is selected, and the left gener-
beled INVERTER 1 and INVERTER 2, was ini- ator is offline with the BUS TIE switch open, bat-
tially located on the overhead console switch tery power will still be available on the left bus CO-PILOT PILOT
panel, just forward of the BUS TIE switch (assuming the BATTERY/EXTERNAL switch 1A 1/2A 1/2A
SPARE GYRO 400 ~ DIR ART DIR ART
(Figures 2-33 and 2-34). The inverter selector is at BATTERY). DC power will still be avail- 1A COMP FAIL GYRO HORIZ GYRO HORIZ
switch was relocated to the AC fuse panel, above able to supply the No. 1 inverter. No. 1 inverter
and behind the captain’s seat, beginning with AC output will not be lost.
aircraft serial number 311 22 (Figures 2-35 and 2-
36). The switch relocation was part of significant
changes made to the aircraft DC and AC electrical
AC EQUIPMENT SPARE
TORQUE PRESS
L 1A R L
OIL PRESS
1A R L
FUEL FLOW
1/2A R
1/2A
system design at serial number 311. The FUEL FLOW, OIL PRESS, FUEL QUAN-
TITY, and TORQUE PRESS gauges are AC
Larger capacity 250 VA static inverters with powered. Typically, both attitude indicators
26-volt transformers were initially available and both directional gyros will also be AC FUEL QTY
as options and later became standard equip- L 1A R
powered. Some avionics, such as some mod-
ment beginning at aircraft serial number 291 23. els of HSIs, may use a combination of AC
This improvement provided increased AC power for the compass card and DC power for
power output to meet the needs of additional
avionics equipment.
The DC input supplied to each inverter is pro-

tected by 20-amp circuit breakers labeled IN- PRE MOD 6/1274
VERTER 1 and INVERTER 2, which are
located on the overhead circuit-breaker panel Figure 2-34. AC Fuse Panel (Pre S/Ns 311)
(Figure 2-23).
The inverter selector switch, which controls

the inverter relay, receives power from the 1A
CO-PILOT PILOT
right DC bus through a 5-amp circuit breaker GYRO 400 ~ DIR
1/2A
ART DIR
1/2A
ART
labeled INV 2 CONT located on the main cir- COMP FAIL GYRO HORIZ GYRO HORIZ
cuit-breaker panel (Figure 2-22). INVERTER
NO. 1
The two inverters each provide a separate Figure 2-33. Inverter Switch (Pre S/Ns 311)
TORQUE PRESS OIL PRESS FUEL FLOW
source of AC power. Both inverters should re- L 1A R L 1A R L 1/2A R
ceive equal use with alternate selection made NO. 2
from day to day. The unused inverter remains
as a standby in the event that the selected in-
verter fails during flight. FUEL QTY
L 1A R
It is important for the pilot to be aware of

which inverter is selected prior to opening the
BUS TIE switch. If the INVERTER switch is
selected to NUMBER 2, and the right gener-
ator is off line with the BUS TIE switch open,
no DC power will be present on the right DC Figure 2-35. Inverter Selector Switch— MOD 6/1274 AND S.O.O. 6127
bus to supply the No. 2 inverter. This will re- Series 300, S/Ns 311 and
sult in the loss of all AC-operated avionics and Subsequent Figure 2-36. AC Fuse Panel—S/Ns 311 and Subsequent
indications.
2-20
Place Plane
Here
LEFT 28-VDC BUS BUS TIE RIGHT 28-VDC BUS
RELAY
SERIES 100/200/300
400~FAIL (CB) INVERTER 1 INVERTER 2 INVR 2
CONT
400 CYCLE INV

RELAY
LEGEND
GENERATOR
DC POWER
NO. 1 NO. 2
FAIL BATTERY
INV INV
RELAY POWER
400~FAIL (FUSE) EXTERNAL

XFMR POWER
NO. 1
26-VAC BUS RADIO AC INVERTER
SUPPLY
NO. 2
NO. 1 INVERTER
INV
26-VAC
POWER
115-VAC BUS
115-VAC
NO. 2 POWER
INV
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international
Figure 2-37. AC Electrical Schematic
Place Plane
400~ INVERTER #2
FAIL CONTROL
Here
LEFT 28-VDC BUS RIGHT 28-VDC BUS
INVERTER 1 INVERTER 2
# 1 INVERTER SERIES 310/320 # 2 INVERTER

AC POWER
115 AC 26 AC
R 400 L 400
CYCLE FAIL 115 AC CYCLE FAIL
SERIES 100/200/300
26 AC
115 TO 26 AC 115 TO 26 AC LH 26 AC
RH 26 AC TRANSFORMER
TRANSFORMER FAIL
FAIL
RELAY
RELAY
RADIO AC POWER
CONTROL
115 & 26 AC
RADIO BUSES
115-VAC BUS 115-VAC BUS
26-VAC BUS
#1 INVERTER SWITCH #2 INVERTER SWITCH
LEGEND
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GENERATOR EXTERNAL NO. 2 115-VAC

POWER POWER INVERTER POWER
NOTE:
BATTERY NO. 1 26-VAC INVERTER SWITCHES
international
POWER INVERTER POWER SHOWN IN OFF POSITION.

Revision 2
Figure 2-38. AC Electrical Schematic—Series 310/320 Aircraft

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the CDI. Fuses for all of these services are presence of AC power maintains the AC fail- attitude indicator, and both engine fuel quan- switch positions for each, labeled NORM, OFF,
found on the AC fuse panel which is located ure relay in the open position, preventing the tity, fuel flow, oil pressure, and torque pressure and EMER. Both switches are selected to the
above the captain’s seat. DC power from finding a ground and illumi- indicators. The right inverter supplies the NORM position for dual operation.
nating 400 CYCLE caution light. right AC bus to power the copilot’s direc-
tional and attitude indicators. Other avionics Two caution lights are provided on the an-
Avionics installation in Twin Otter aircraft If AC power is lost, the relay springs close and nunciator panel, one for each inverter, labeled
varies greatly, and the majority of aircraft may be added to either bus.
DC power flows through the relay, finds the 400 CYCLE L and 400 CYCLE R.
have had additional or modified avionics in- ground, and illuminates the 400 CYCLE cau- There are two inverter control switches, one for
stalled since the aircraft left the factory. tion light. each inverter (Figure 2-40). These are labeled If either inverter caution light illuminates,
INVERTER R BUS and L BUS, with three the switch for the affected inverter should be
It is a good practice to make a careful inven- If the 400~CYCLE circuit breaker is popped,
tory of which equipment is AC-powered in DC power to illuminate the caution light will
each individual aircraft. This will avoid un- not be available and the caution light will not
certainty should an AC problem occur in flight. illuminate in the event of AC power loss.
This inventory may be easily completed with
the maintenance technician while the aircraft If the 400~FAIL fuse is blown, the caution CO-PILOT PILOT
is on the ground, by pulling both INVERTER light will be continuously illuminated regard- INVERTERS 1/2A
1/2A 1/2A
GYRO DIR ART DIR ART
circuit breakers and observing which services less of whether or not AC power is present. COMP GYRO HORIZ GYRO HORIZ
R BUS
are lost. A secondary method of testing for the presence NORM
of AC power is the fuel system IND TEST
button. If 115-volt AC power is not present, OFF L BUS
TORQUE PRESS OIL PRESS FUEL FLOW
AC INDICATIONS the fuel gauges will not move when the IND
EMER
NORM
L 1/2A R L 1A R L 1/2A R
TEST button is pressed.
OFF
400 CYCLE CAUTION LIGHT
SERIES 310 DIFFERENCES EMER
A loss of power to an AC-powered gauge or FUEL QTY
flight instrument may go unnoticed. AC The British CAA Series 310 Certification 24 FWD 1A AFT
gauges usually freeze in position when power required creation of separate left and right
is lost, rather than falling to zero as DC gauges 400-cycle buses. Unlike the standard Twin
usually do. AC-powered gyroscopic flight in- Otter AC system, both inverters function at
struments are commonly equipped with a flag all times, each supplying their own left and
to alert the pilot of a loss of power; but gauges, right AC buses.
such as torque, fuel flow, oil pressure, and
fuel quantity, are not. “DC dies, but AC lies” The left inverter supplies power to the left AC
bus powering the captain’s directional gyro and S.O.O. 6142
is an often quoted expression which describes
this behavior. Figure 2-40. AC Fuse Panel—Series 310 Aircraft
A caution light labeled 400 CYCLE, located

on the annunciator panel, will illuminate if 26 Table 2-1. GENERATOR LIMITATIONS
volt AC power fails (Figure 2-39).
DC Power is always attempting to flow through LOADMETER TEMPERATURE
READING MINIMUM NG CONDITIONS REASON
the 5-amp circuit breaker labeled 400~FAIL,
located on the main circuit-breaker panel, then 0 – 0.5 Idle NG All Engine
through the AC failure relay to find a ground T5
and illuminate the 400 CYCLE caution light. 0.5 – 1.0 Idle NG + 15% All Temperatures
When AC power is present on the 26-volt AC 0.8 Ground — From 45 to 125°F

Generator
bus, the AC power flows through a 1-amp fuse, 1.0 Ground — Up to 45°F Cooling
also labeled 400~FAIL, located on the over-
head fuse panel, to the AC failure relay. The Figure 2-39. 400 CYCLE Light 1.0 Flight — Up to 125°F
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selected to the OFF position. If the affected 400 When starting earlier model aircraft which do not
CYCLE caution light extinguishes, then the in- have an auxiliary battery, wait 5 seconds after the
struments and services powered from that bus N G has stabilized. This allows the glow plugs to
are lost. This condition would most commonly fully heat up before fuel is introduced.
be caused by a ground fault.
In either case, the minimum stabilized N G re-
If the 400 CYCLE caution remains illuminated quired before fuel is introduced is 12%.
after the affected inverter has been switched to Attempting a start with less than 12% N G is
OFF, the affected inverter switch may be moved hazardous and will likely result in an engine
fully down to the EMER position. AC power overtemperature.
from the remaining (opposite side) inverter
will be routed to the AC bus with the failed- When external power is available, it is pre-
inverter. The one remaining inverter will sup- ferred. A DC ground power unit capable of pro-
ply all AC services on the aircraft. viding 28 volts at a minimum load of 800 amps
may be used for external power requirements
The 400 CYCLE caution light for the failed in-
and starting. The higher N G achieved with ex-
verter will extinguish when AC supply is
ternal power—typically 22 to 23%—reduces
reestablished from the remaining inverter.
both start temperatures and the time required
to start the engines.
NORMAL OPERATIONS GENERATOR OPERATIONS

STARTING Following engine start, generators are brought
online by pressing the GENERATOR switch
Most commonly, battery power is used to start momentarily forward to the RESET position,
the aircraft. A well maintained battery should then releasing it. It is necessary to increase en-
enable the pilot to achieve a stabilized N G of gine N G to 15% higher than idle before select-
16 to 18%, depending on outside air temper- ing a generator online. If a generator is selected
ature before fuel is introduced. online while the engine is at idle speed, the ad-
ditional mechanical load imposed by the gen-
In all but the coldest temperatures, it should erator would cause N G to decrease. The engine
be possible to start both engines from the bat- fuel control unit would attempt to maintain idle
tery without recharging the battery between speed by supplying more fuel, and the T 5 limit
starts. If, after making the first start, the pilot of 660°C could easily be exceeded.
has reason to doubt the ability of the battery
to start the second engine, the battery may be Idle N G plus 15%, rather than a specific
recharged. Under these conditions, it is suffi- value such as 67% N G , is required because
cient to recharge the battery until the battery engine idle speed will increase with pressure
load indicates 0.4 or less, then select the gen- altitude. The PT6A-27 engines on the Series
erator to OFF and start the second engine. 300 aircraft are set to idle at 52% N G at sea
level ISA conditions, but idle speed at higher
It is not desirable to recharge the battery be- altitudes, such as 6,000 feet above sea level,
tween starts. Doing so “short cycles” the bat- can be as high as 55 to 60% N G .
tery and will, in the long term, diminish the
battery’s capacity. After engine speed has been increased to idle
N G plus 15% and the generator selected on, the
When starting aircraft which have an auxiliary engine speed should not be reduced to idle
battery installed, fuel should be introduced until the generator load, as displayed on the
as soon as the engine N G stabilizes. It is not loadmeter, has dropped to 0.5 (100 amps) or
necessary or desirable to wait 5 seconds to less. Again, this is to ensure that the T 5 tem-
introduce fuel after N G stabilization 25. perature does not exceed idle limits, as would

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likely happen if the generator load exceeded 0.5 With the bus tie closed, loads on the genera-
at sea level engine speeds of less than 67% N G . tors should be balanced to within 0.1 (20
amps). Should this generator load sharing tol-
Generator loads will remain high for several erance not be met, the BUS TIE switch may
minutes following a battery start, while the be selected to open, if this is necessary to pre-
main battery is recharging. The risk of a bat- vent overloading of one generator.
tery overheat is greatest when the battery is
recharging after start. Check the battery tem- This action would isolate the left and right
perature indication after the battery has bus from each other and allow each generator
recharged, but prior to takeoff. to power its own bus independently. Load
sharing problems can be corrected by your
The generators are tightly cowled within the maintenance technician with voltage regula-
accessory compartment at the rear of the en- tor adjustment or replacement.
gine. They will overheat if subjected to high
electrical demands on the ground on a warm It is possible that a generator may trip offline
day when the ram air cooling normally pro- in flight. The generator switch should be moved
vided in flight is not present. to the OFF position, then to RESET to bring the
generator back online. There is a limitation of
On the ground, generators may be operated two attempts to reset a failed generator.
up to their full rating (1.0 loadmeter indi-
cation), if the air temperature is below 45°F Prior to engine shutdown before feathering
(8°C). When operating on ground with air the propellers, both generators should be se-
temperatures above 45°F (8°C), generator lected to OFF. This will result in lower T 5
loads are limited to 0.8 loadmeter indication temperatures at idle prior to shutdown.
to prevent overheating.
In flight, the generators may be operated up

to their full load rating regardless of outside
air temperature.


QUESTIONS
1. Normal in-flight electrical power re- 7. T h e r eve r s e c u r r e n t c i r c u i t b r e a k e r
quirements are met by: (RCCB) is located in the:
A. The main battery A. Main cabin roof
B. Two starter-generators B. Battery compartment
C. A ram-air turbine C. Overhead console
D. The auxiliary battery D. Baggage compartment
2. The battery can be charged from: 8. Names of the engine instruments which
A. Either generator require DC power may be found on the:
B. External power A. Instruments themselves
C. Auxiliary battery B. Main circuit-breaker panel
D. Both A and B C. AC fuse panel above the Captain’s seat
D. Avionics circuit-breaker and fuse panel
3. With engines off, battery voltage can be
checked by: 9. For ground operations above 45° F (8°C),
A. Looking at the DC voltmeter the generator loadmeter reading must be:
B. Using a volt/ohmmeter A. 0.5 or less
C. Using the overhead loadmeter B. 0.8 or less
D. Both B and C C. 0.8 or more
D. 1.0 or more
4. In flight, the main battery is used to
provide: 10. An engine must be at what value before
A. Backup DC power a generator should be put on the line?
B. Emergency lighting A. Idle N G –15%
C. ELT power B. Idle N G
D. Air-conditioning power C. Idle N G +15%
D. The Generator comes online auto-
5. Both generators supply power to all buses: matically at 55% N G
A. At all times
11. The auxiliary battery provides power to:
B. During an emergency
C. When the bus tie is in the NORMAL A. Essential DC circuits if main power
position fails
D. Only on the ground B. Avionics systems
C. Assist the starter motor during cold
6. The main battery is located: weather
D. Start controls and ignition circuits
A. Under the cockpit floor
B. On the aft baggage compartment for-
12. At any one time, you may use:
ward bulkhead
C. In the aft compartment A. Either battery or external power
D. Beneath the aft baggage compartment B. Either auxiliary battery or generator
floor power
C. External and generator power
D. Generator or external power, as long
as they are on different busses.

FlightSafety
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ENDNOTES
1
SFAR 23 Mod 6/1274 (S/B 6/215 Rev C)
2
Mod 6/1145 (S/B 6/138 M/B 6/1145)
3
S.O.O. 6018: A heavy duty 19-cell Marathon (Sonotone) CA5 40-amp-hour Nicad bat-
tery, or a Military Spec AN3150-2 lead-acid battery
4
Mod 6/1315
5
S.O.O. 6167, TAB 674/4: Marathon model BTCA400, later installed as standard equipment
6
Mod 6/1611
7
Mod 6/1479 (S/B 6/301 Rev C)
8
Mod 6/1073 (S/B 6/95 M/B 6/1073)
9
TAB 662/3 discusses diode failure.
10
S.O.O. 6176
11
Mod 6/1293 (S/B 6/198)
12
TAB 616/4
13
The part number remains unchanged.
14
Mod 6/1324 (TAB 613/8)
15
Mod 6/1651 (S/B 6/434 Rev A, S/B 6/466)
16
SFAR 23 Mod 6/1274 (S/B 6/215 Rev C)
17
Mod 6/1539 (TAB 658/4)
18
Mod 6/1590 (S/B 6/347 Rev B)
19
Mod 6/1636 (S/B 6/366)
20
S.O.O. 6031

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21
Mod 6/1372 (S/B 6/245 Rev A)
22
SFAR 23 Mod 6/1274 (S/B 6/215 Rev C)
23
First by S.O.O. 6079 and later by Mod 6/1317
24
S.O.O. 6142
25
TAB 676/6 discusses starting procedures.


CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
CABIN LIGHTING................................................................................................................. 3-2
Cabin Signs ...................................................................................................................... 3-2
General Cabin Lights ....................................................................................................... 3-2
Passenger Reading Lights ................................................................................................ 3-2
Cabin Exit Signs............................................................................................................... 3-3
Forward Baggage Compartment Light............................................................................. 3-3
Rear Baggage Compartment Lights ................................................................................. 3-3
Emergency Lighting......................................................................................................... 3-4
Series 110 and 210 Aircraft Emergency Lighting............................................................ 3-5
FLIGHT COMPARTMENT LIGHTING ................................................................................ 3-6
Flight Compartment Lights.............................................................................................. 3-6
Cockpit Dome Light......................................................................................................... 3-6
Switch Panel Lighting ...................................................................................................... 3-6
Flap Position Indicator and Flap Selection Panel Lighting.............................................. 3-7
FLIGHT COMPARTMENT LIGHTING CONTROLS .......................................................... 3-8
Pilot’s Flight Instrument, Engine Instrument, and Emergency Panel Lights ................... 3-8
Copilot’s Flight Instrument and RH Radio Panel Lights ................................................. 3-8
Trim Console and Overhead Switch Panel Lights ........................................................... 3-8


EXTERIOR LIGHTING ......................................................................................................... 3-9

Position Lights ................................................................................................................. 3-9
Landing Lights ................................................................................................................. 3-9
Beacon and AntiCollision Lights................................................................................... 3-10
Taxi Light....................................................................................................................... 3-11
Wing Inspection Lights.................................................................................................. 3-11
Logo Lights.................................................................................................................... 3-12
Entrance and Boarding Lights ....................................................................................... 3-12
QUESTIONS ......................................................................................................................... 3-14
ENDNOTES .......................................................................................................................... 3-15


ILLUSTRATIONS
Figure Title Page
3-1 Cabin Signs............................................................................................................... 3-2
3-2 Lighting Switches..................................................................................................... 3-2
3-3 General Cabin Lights................................................................................................ 3-2
3-4 Passenger Reading Lights ........................................................................................ 3-3
3-5 Cabin Exit Signs....................................................................................................... 3-3
3-6 Forward Baggage Compartment Light..................................................................... 3-3
3-7 Rear Baggage Compartment Light........................................................................... 3-4
3-8 Rear Baggage Compartment Light Switch (Optional) ............................................. 3-4
3-9 Emergency Lighting ................................................................................................. 3-4
3-10 Emergency Lighting (Alternate Location) ............................................................... 3-4
3-11 Emergency Light Switch .......................................................................................... 3-5
3-12 Flight Compartment Lights ...................................................................................... 3-6
3-13 Flight Compartment Lights ...................................................................................... 3-6
3-14 Cockpit Dome Light................................................................................................. 3-6
3-15 Post Lights Installation............................................................................................. 3-7
3-16 Instrument Post Lights (Typical) .............................................................................. 3-7
3-17 Flap Selector Indicator Lights .................................................................................. 3-7
3-18 Trim Panel Light Switch........................................................................................... 3-7
3-19 Flight Compartment Light Dimmers (Left Side) ..................................................... 3-8
3-20 Flight Compartment Light Dimmers (Right Side) ................................................... 3-8
3-21 Position And Strobe Lights ...................................................................................... 3-9
3-22 Landing Light ........................................................................................................... 3-9
3-23 Beacon Light .......................................................................................................... 3-10


3-24 Lower Beacon Light (Optional) ............................................................................. 3-10

3-25 Taxi Light (Dual Installation)................................................................................. 3-11
3-26 Wing Inspection Light............................................................................................ 3-11
3-27 Logo Lights (Optional) .......................................................................................... 3-12
3-28 Entrance Light........................................................................................................ 3-12
3-29 Boarding Light ....................................................................................................... 3-13
3-30 Entrance/Boarding Light Switch (Cabin)............................................................... 3-13
3-31 Entrance/Boarding Light Switch (Flight Compartment)........................................ 3-13

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CHAPTER 3
LIGHTING
EXIT
INTRODUCTION
Lighting systems on all Twin Otter aircraft are similar, and relatively few changes were
made during the production history of the aircraft. Some lighting systems were optional
on early model aircraft, but were provided as standard equipment on later models. All
lights are incandescent and are DC powered.
GENERAL Flight compartment lighting consists of in-

strument lights, Grimes utility lights, internal
Aircraft lighting is divided into cabin light- switch panel lighting, and a dome light.
ing, flight compartment lighting, and exte-
rior lighting. Exterior lighting consists of entrance and
boarding lights, two landing lights, a taxi light,
Cabin lighting consists of general cabin lights, position lights, one or two beacon lights, and
forward and rear baggage compartment lights, optional strobe and logo (fin) lights.
optional independently powered emergency
lights, and, on Series 300 aircraft, self pow- Wing inspection lights were fitted on all air-
ered signs indicating exit locations. craft equipped with wing de-icing systems.
Most aircraft are equipped with flashlights.

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CABIN LIGHTING bus through a 5-amp circuit breaker located

in the main circuit breaker panel labeled FLT
Cabin lighting consists of six general cabin COMP LT.
lights, two cockpit utility lights, a cockpit
dome light, passenger reading lights, for- Cabin signs are available from de Havilland
ward and aft baggage compartment lights, in numerous languages to accommodate the
and cabin sign lights. Optional emergency needs of passengers throughout the world.
lights may be installed.
GENERAL CABIN LIGHTS
CABIN SIGNS Six general cabin lights are installed in the
cabin ceiling center panel, running the length
Two cabin signs, NO SMOKING and FAS- of the passenger cabin (Figure 3-3). They are
TEN SEAT BELTS, are installed in the controlled by the switch labeled GENERAL
cabin to the right of the doorway between the located on the overhead console lighting panel.
cabin and flight compartment (Figure 3- The switch has three positions, DIM, BRT,
1). They are illuminated by a number of and OFF. Power is provided from the right
small bulbs behind the translucent panels. DC bus through a 7.5-amp circuit breaker la-
The cabin signs are controlled by separate beled CABIN LTS GENERAL, which is lo-
ON–OFF switches labeled NO SMOKING cated in the overhead circuit breaker panel.
and FASTEN BELT, which are located on the
overhead console switch panel (Figure 3-2).
These circuits are powered from the right DC
Figure 3-1. Cabin Signs Figure 3-3. General Cabin Lights
PASSENGER READING LIGHTS

Series 300 aircraft 1 are fitted with twenty pas-
senger reading lights, six on the left and four-
teen on the right. These lights are installed in
the ventilation ducts along the top of the cabin
walls (Figure 3-4).
The pilot may enable or disable use of these

lights with a two-position ON–OFF switch
labeled READING located on the overhead
Figure 3-2. Lighting Switches console switch panel. A push button adjacent

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to each light allows passenger to turn on or off FORWARD BAGGAGE

the individual lights, if the pilot has selected COMPARTMENT LIGHT
the READING light switch to ON.
The long nose baggage compartment, which
The circuits are protected by two circuit was installed on all aircraft except floatplanes
breakers labeled READING, one (5 amp) beginning at aircraft serial number 116, in-
powered from the left bus which supplies the cludes a light operated by an pushbutton
lights on the left side of the cabin, and one switch. The switch was installed on the light
(7.5 amp) powered from the right bus which assembly, and is similar to the flight com-
supplies the right side of the cabin. Both cir- partment dome light (Figure 3-6). For aircraft
cuit breakers are located in the overhead cir- with a short nose baggage compartment, open-
cuit breaker panel. ing or closing of the hinged nose cap activates
a microswitch which automatically operates
the light.
Figure 3-4. Passenger Reading Lights

CABIN EXIT SIGNS
Continuously illuminated EXIT signs are stan- Figure 3-6. Forward Baggage
dard equipment for all Series 300 aircraft 2. Compartment Light
They are installed above the right cabin door,
left airstair, or cargo door, and the forward Power for both switching arrangements is ob-
cabin left and right emergency escape hatch tained from the hot battery DC bus through a
locations (Figure 3-5). The signs show exit 5-amp circuit breaker labeled COMP LTS,
door locations in the event of an electrical which is located on the cabin rear bulkhead cir-
power failure occurring during emergency cuit breaker panel.
conditions. They are internally powered by
Tritium, and require no aircraft power, battery
power, or servicing. REAR BAGGAGE
COMPARTMENT LIGHTS
The rear baggage compartment is illuminated
by two dome lights (Figure 3-7). Normally
these lights are automatically operated by
switches within the baggage door latch as-
sembly, and are activated when the door is
opened. Aircraft which were fitted with a toi-
let in the rear baggage compartment are pro-
vided with an additional toggle switch labeled
BAGGAGE COMP LT. This switch may be
Figure 3-5. Cabin Exit Signs operated by hand when the compartment is

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type of aircraft) failed to illuminate during an

overshoot landing incident.
The initial emergency lighting, S.O.O. 6098,

installed two removable dry cell units in the
cabin roof (Figures 3-9 and 3-10). Each unit
was controlled by an integral switch labeled
PUSH ON, PUSH & PULL TO RESET. The
lights were designed to illuminate automati-
cally with the tripping of the switch should the
aircraft encounter an abnormal landing or in-
cident condition. The switch activated when
a positive or negative acceleration between 2
Figure 3-7. Rear Baggage to 4 G’s was encountered. The inertia switch
Compartment Light is retained in position by a ball click mecha-
entered from the cabin during flight (Figure nism and a bayonet catch in a circular retain-
3-8). The switch is located adjacent to the door i n g r i n g . I f n e c e s s a r y, t h e u n i t c a n b e
between the baggage compartment and the withdrawn from the container to be hand-held.
cabin, on the aft face of the bulkhead between
the cabin and baggage compartment. The lights The later configuration by S.O.O. 6179 3 pro-
are powered from the hot battery DC bus, vided two lights in the cabin center ceiling
through a 5-amp circuit breaker labeled COMP panel at stations 164 and 295 which are acti-
LTS, which is located on the cabin rear bulk- vated in the event of a DC power failure. Each
head (hot battery bus) circuit breaker panel.
EMERGENCY LIGHTING
Emergency lighting is a requirement for all
aircraft operating under British CAA regula-
tions, and was an option on other aircraft.
Two configurations were available under
S.O.O. 6098 and 6179. The configuration
change resulted from an British investiga-
tion, when emergency lighting (on a different
Figure 3-9. Emergency Lighting
Figure 3-8. Rear Baggage Compartment Figure 3-10. Emergency Lighting

Light Switch (Optional) (Alternate Location)

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light is powered by two integral nickel cad- SERIES 110 AND 210
mium batteries that are trickle charged from AIRCRAFT EMERGENCY
the DC system. The system operation is con-
trolled by a switch in the overhead console LIGHTING
switch panel labeled EMER, which has three Series 110 and 210 aircraft were supplied with
p o s i t i o n s , A R M , T E S T, a n d D I S A R M emergency lighting by S.O.O. 6034. This con-
(Figure 3-11). figuration adopted a similar inertia switch and
lighting arrangement in the cabin as the first
When aircraft DC power is available and the arrangement described above, S.O.O. 6098.
emergency light control switch is placed in the For aircraft operated in countries governed
ARM position, internal batteries within the by British CAA regulations, both early con-
light receive a charge, and two charge indicator figurations have been replaced by S.O.O. 6179.
lights on the emergency lights illuminate. This change is mandatory to fulfill
BritishCAA Airworthiness Notice No 42
Requirements. It is possible that a few early
When the switch is selected to TEST, the air- model aircraft which have been re-registered
craft DC power is interrupted and the emer-
gency lights illuminate using their internal
battery power.
When the switch is selected to DISARM, both

the internal battery and the DC power sources
are disconnected.
During normal aircraft shut down, the emer-

gency light switch should be selected to
DISARM, to prevent the emergency lights
from illuminating when aircraft DC power
is removed.
The lights receive power from the right DC bus,

through a 5-amp circuit breaker labeled EMER
LTS which is located on the overhead circuit Figure 3-11. Emergency Light Switch
breaker panel.

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outside of British CAA jurisdiction may still rotating a rheostat switch on the end of each
be equipped with the original configuration. light. The lights can produce either red or
white light, depending on the position of the
rotating sleeve at the front of the light.
FLIGHT COMPARTMENT The circuit is powered from the right DC bus
LIGHTING and is protected by the 5-amp circuit breaker
labeled FLT COMP LT, located on the main cir-
cuit breaker panel.
FLIGHT COMPARTMENT
LIGHTS
COCKPIT DOME LIGHT
Two utility lights, manufactured by Grimes,
are mounted in quick-release clips, one above The dome light became standard equipment be-
each flight compartment door (Figures 3-12 ginning with aircraft serial number 311 4, but
and 3-13). They can be easily removed and was available only as an option on earlier air-
mounted on the bulkhead behind the captain’s craft. It is installed on the flight compartment
and copilot’s seats. The lights are controlled roof, to the right of the overhead switch panel
by a two-position ON–OFF switch labeled (Figure 3-14). The dome light is powered from
FLIGHT COMP LT, located on the overhead the right DC bus through the 5-amp circuit
console switch panel. They may be dimmed by breaker labeled FLT COMP LT located on the
main circuit breaker panel.
The dome light is controlled by a built in

push on, push off switch.
SWITCH PANEL LIGHTING

Switch panel lighting is provided by integral
lights located in the flight and engine instru-
ment panels, overhead console, emergency
panel, and DC meter panel. The integral light
assemblies consist of a printed circuit on a
glass base epoxy resin material with a minia-
Figure 3-12. Flight Compartment Lights
ture lamp cemented to it. The lamp wires are
soft soldered to the printed circuit. The light
assemblies are installed into panel cutouts
Figure 3-13. Flight Compartment Lights Figure 3-14. Cockpit Dome Light

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and secured by screws which are covered with FLAP POSITION INDICATOR
PVC insulation tape. On later aircraft, a small AND FLAP SELECTION PANEL
+ symbol on each panel indicates where the
electrical connection providing power to the LIGHTING
lights is located on the back side of the panel. Beginning with aircraft serial number 531 6, a
light was added to the pointer on the wind-
Post lights for instrument lighting were in- shield center post which indicates flap position.
troduced beginning with aircraft serial num- At the same time, two post lights were installed
ber 955 to provide a standard panel adjacent to the overhead flap selector lever
configuration more adaptable to customer re- (Figure 3-17). This additional lighting pro-
quirements (Figure 13-15). The post lamps vided illumination of the flap selector and flap
are bolted to the panel through the instrument position scale during nighttime operation.
itself, thereby replacing one of the instrument
attaching bolts. The lamps used are midget The flap selector lever post lights are wired
flange base type 327, with colored filters in- through the PNL LIGHTS switch, located at
stalled in the lamp caps (Figure 3-16). the rear of the trim console (Figure 3-18).
This allows the pilot to turn off the trim panel
Post lights can be easily replaced or changed. lights and the flap selector lights to eliminate
Because there is a possibility of a short de- glare, if desired.
veloping in the post lamp base, loose post
lamp assemblies should be serviced promptly.
A short in one post lamp may cause a loss of
electrical power to all of the post lamps which
are supplied from the same circuit breaker.
Figure 3-17. Flap Selector Indicator Lights
Figure 3-15. Post Lights Installation
Figure 3-16. Instrument Post

Figure 3-18. Trim Panel Light Switch
Lights (Typical)

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FLIGHT COMPARTMENT a dimmer rheostat labeled COPLT RAD &

V/A PNL LTS, positioned on the overhead
LIGHTING CONTROLS console circuit-breaker panel (Figure 3-20).
This circuit is protected by a 5-amp circuit
breaker labeled COPLT RAD & VA PNL LT,
PILOT’S FLIGHT INSTRUMENT, located on the main circuit-breaker panel.
ENGINE INSTRUMENT, AND
EMERGENCY PANEL LIGHTS
TRIM CONSOLE AND
The captain’s flight instrument panel, engine OVERHEAD SWITCH PANEL
instrument panel, emergency panel, brake LIGHTS
hydraulic gauge, captain’s oxygen gauge,
and the magnetic standby compass are illu- The trim console panel, overhead switch pan-
minated by lights powered from the left DC els, intake deflector, flap position and flap
bus and controlled with a dimmer control selector lights, including the nosewheel po-
unit. The control rheostat labeled PLT ENG sition indicator illumination light (installed be-
INST & EMER PNL LTS is located on the ginning at aircraft serial number 431 7 ) are
overhead console below the AC fuse panel powered from the left DC bus. The lights are
(Figure 3-19). This circuit is protected by controlled by a dimmer rheostat labeled CON-
5-amp circuit breaker labeled PLT ENG SOLE FLAPS & TRIM PNL LTS positioned
CONSOLE & TRIM PNL LTS located on the in the overhead console below the AC fuse
main circuit-breaker panel. panel (Figure 3-19). This circuit is protected
by a 5-amp circuit breaker labeled PLT ENG
CONS & TRIM PNL LT located in the main
COPILOT’S FLIGHT circuit-breaker panel.
INSTRUMENT AND RH RADIO
PANEL LIGHTS A switch, labeled PNL LIGHTS, is provided
at the rear of the trim panel. This allows the
The copilot’s flight instrument panel, radio pilot to turn off the lights in the trim panel to
panel, copilot’s oxygen gauge, hydraulic eliminate light reflections on the windshield
system gauge, DC volt and load meters during night operations. This switch also con-
and deicing gauges (when installed) are trols the flap selector indicator lights on air-
illuminated by lights powered from the craft so equipped (Figure 3-18).
right DC bus. These lights are controlled by
Figure 3-19. Flight Compartment Light Figure 3-20. Flight Compartment Light
Dimmers (Left Side) Dimmers (Right Side)

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Figure 3-21. Position and Strobe Lights Figure 3-22. Landing Light
EXTERIOR LIGHTING The circuit is powered from the left DC bus

and protected by a 5-amp circuit breaker la-
The basic exterior lighting system consists beled POSN LT located on the main circuit-
of position lights, landing lights, and a bea- breaker panel.
con light. Wiring is installed for the addi-
tion of a special order taxi light and wing LANDING LIGHTS
inspection lights. A lower beacon light and
strobe lights can also be installed. All ex- Two 250 watt landing lights are installed, one
terior lights, except for the boarding (en- in each wing leading edge outboard of the en-
trance) light, are powered from the left or gine nacelle (Figure 3-22). The lights are con-
right DC bus. trolled individually by two switches on the
engine start panel labeled LANDING LT. The
switches have two positions, LEFT and OFF,
POSITION LIGHTS and RIGHT and OFF. Power is obtained from
The conventional position (navigation) the left and right DC bus through 10-amp cir-
lights consist of red, green, and white light- cuit breakers labeled LDG LT L and LDG LT
ing for the left wing, right wing and tail lo- R on the main circuit-breaker panel.
cations respectively. A plastic vertical
reflector plate was installed beginning at Beginning with aircraft serial number 231 9,
aircraft serial number 15 8, adjacent to the a new landing light glass cover and bonded
wing position lights. This allows the crew seal was installed to prevent engine exhaust
to observe the light from the flight com- gas distortion of the early polycarbonate
partment (Figure 3-21). These lights are material covers. The covers are essential to
controlled with a switch labeled POSN prevent corrosive engine exhaust gases from
located on the overheadconsole. entering the wing.

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BEACON AND horn on each wing tip. A flasher unit was in-
ANTICOLLISION LIGHTS stalled above the cabin roof at station 210,
and power supply units were located on each
The aircraft is equipped with a dual fila- wing tip rib. Power was obtained from the left
ment red beacon light rotated by a 28V DC bus through a 5-amp circuit breaker labeled
DC motor. This is contained within the ANTI COLL LT located on the main circuit
light assembly housing, mounted on the tip breaker panel. The strobe lights were con-
of the horizontal stabilizer (Figure 3-23). trolled by an ON-OFF switch labeled ANTI
Both the light and motor are powered from COLL installed on the overhead lighting panel.
the left DC bus through a 5-amp circuit
breaker labeled BEACON LT, located on Nomenclature used to describe the rotating
the overhead circuit-breaker panel. beacon and the flashing strobes was not con-
sistent throughout the manufacturing run of
If required, a second beacon light can be in- the aircraft. It is possible that an aircraft may
stalled on the lower fuselage by S.O.O. 6125 be equipped with switches labeled STROBE,
(Figure 3-24). This light receives power BEACON, or ANTI COLL LT, and the same
from the left DC bus through a separate 5- switches may operate different systems on
amp circuit breaker labeled BEACON LT different aircraft.
LOWER, located on the overhead circuit
breaker panel. It is controlled by the same A later change, beginning at aircraft serial
beacon switch on the overhead console. Two number 656 12, improved the installation of the
later modifications 10 were introduced to power units by adopting insulation material be-
adopt a white lens in lieu of the red lens for tween the power unit and wing rib structure to
the upper and lower beacon light locations. eliminate compass deflection errors.
White strobe lights were introduced as stan- Prior to the introduction of strobe lights as
dard equipment beginning at aircraft serial standard equipment at serial number 470,
number 470 11. The existing wing position they were available as an option, installed
lights were replaced by an integral strobe and under Engineering Order (EO) 68461.
position light with a lightning protection
Figure 3-24. Lower Beacon

Figure 3-23. Beacon Light Light (Optional)

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TAXI LIGHT connected to the steering system, but the

nosewheel can rotate freely through 360°
The taxi light mounted on the nosewheel fork when the torque link pip pin is removed.
(Figure 3-25) was originally available as an
option. Beginning at aircraft serial number
531 13, it was installed as standard equipment. WING INSPECTION LIGHTS
The 100 watt light receives power from the Twin Otter aircraft certified for icing oper-
right DC bus through a 5-amp circuit breaker ation require wing inspection lights 14 , al-
labeled TAXI LT on the main circuit-breaker lowing the pilot to monitor the condition of
panel. It is controlled by the on-off switch la- the wing surface and deicing boot opera-
beled TAXI LT, on the overhead console tion. A 40 watt light located on the outboard
switch panel. side of the nacelle of each engine surface
clearly illuminates the outer wing leading
Ground handlers must exercise care when edge (Figure 3-26). The two-position ON-
towing the aircraft to ensure that the power OFF switch is located on the overhead con-
supply cable to the nosewheel mounted taxi sole deicing panel, labeled WING INSP LT.
light is not damaged. The cable is long It is powered from the right DC bus through
enough to allow free movement of the nose- 5-amp circuit breaker labeled WING INSP
wheel 60° either side of center when it is LT on the main circuit-breaker panel.
Figure 3-25. Taxi Light (Dual Installation)

Figure 3-26. Wing Inspection Light

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LOGO LIGHTS ENTRANCE AND BOARDING

A optional system, Engineering Order
LIGHTS
(EO) 68849, is available to install DeVore15 Entrance lights consist of a door thresh-
brand lights in the horizontal stabilizer old floodlight recessed in the cabin roof
structure to illuminate a company logo on above the airstair door (Figure 3-28), and
the vertical stabilizer surface (Figure 3- an airstair door floodlight located on the
27). The lights will illuminate both sides fuselage skin forward of the airstair door
of the vertical stabilizer. Power is ob- entrance (Figure 3-29).
tained from the right DC bus through a 5-
amp circuit breaker labeled LOGO LT, The single circuit which powers both lights
located in the main circuit-breaker panel. may be controlled by either one of two
It is controlled by an ON–OFF switch in switches: the flight compartment overhead
the overhead console. console switch labeled ENTRANCE (Figure
3-30);or the rocker type operated switch lo-
cated by the airstair door labeled BOARD-
ING LIGHT (Figure 3-31). The wiring
design is similar to a three-way switch lo-
cated at the top and bottom of a set of stairs
in a building: operating either switch turns
the light on or off.
Power is obtained from the hot battery bus

through a 5-amp circuit breaker labeled
COMP LTS located on the passenger cabin
rear bulkhead circuit-breaker panel. This
circuit-breaker panel is located above the
right hand side row 7 seat.
LOGO LIGHTS
Figure 3-27. Logo Lights (Optional) Figure 3-28. Entrance Light

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Figure 3-30. Entrance/Boarding Light

Figure 3-29. Boarding Light Switch (Flight Compartment)
Figure 3-31. Entrance/Boarding

Light Switch
(Cabin)

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QUESTIONS
1. The cockpit utility lights and dome light 3. The emergency lights receive power from
are powered from the: the:
A. DC busses A. Battery bus
B. Main Battery bus B. Left DC bus
C. Auxiliary Battery bus C. Right DC bus
D. Hot Battery bus D. Internal batteries
2. The controls for the lights that illumi- 4. The emergency lights are actuated by:
nate the entrance area are labeled: A. Sudden acceleration or deceleration
A. ENTRANCE B. Loss of main bus power
B. DOOR C. Generator failure
C. BOARDING LIGHTS D. Either A or B, depending on which
D. Both A and C modification is installed.

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ENDNOTES
1
Mod 6/1225, standard equipment beginning with serial number 231
2
Required by SFAR Mod 6/1193 (S/B 6/201) at aircraft 231
3
S/B 6/407
4
Mod 6/1327, earlier by S.O.O. 6071.
5
Mod 6/1111
6
Mod 6/1609 (S/B 6/462), earlier by S.O.O. 6161.
7
Mod 6/1478
8
Mod 6/1024 (S/B 6/54 and M/B 6/1024)
9
Mod 6/1197 (TAB 603/9). See also Mod 6/1403 (S/B 6/273), cut in at S/N 331.
10
Mods 6/1517 and 6/1518 (S/B 6/320 Rev B)
11
Mod 6/1513 (S/B 6/323 Rev A)
12
Mod 6/1712 (S/B 6/394)
13
Mod 6/1600, earlier by S.O.O. 6012.
14
S.O.O. 6006
15
DeVore Aviation Corporation, 6104-B Jefferson NE, Albuquerque, New Mexico 87109.


CHAPTER 4
MASTER WARNING SYSTEMS
CONTENTS
INTRODUCTION ................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
CAUTION LIGHTS ................................................................................................................ 4-2
Test and Intensity Control ................................................................................................ 4-2
Power Supply ................................................................................................................... 4-6
Optional Systems ............................................................................................................. 4-6
AUTOFEATHER AND BETA SYSTEM ADVISORY LIGHTS ........................................... 4-7
STALL WARNING LIGHT AND HORN .............................................................................. 4-7
FIRE WARNING LIGHTS...................................................................................................... 4-8
SERIES 100/200 DIFFERENCES .......................................................................................... 4-8
Reset Props Indication ..................................................................................................... 4-8
Caution Light Cluster....................................................................................................... 4-8
QUESTIONS ........................................................................................................................... 4-9
ENDNOTES .......................................................................................................................... 4-10


ILLUSTRATIONS
Figure Title Page
4-1 Caution Lights Panel ................................................................................................ 4-2
4-2 Emergency and Caution Lights Panel ...................................................................... 4-2
4-3 Caution Light Test And Intensity Switch ................................................................. 4-6
4-4 Autofeather and Beta Backup Lights (Early Aircraft) ............................................. 4-7
4-5 Autofeather and Beta Backup Lights (Later Aircraft).............................................. 4-7
4-6 Stall Warning Light .................................................................................................. 4-8
4-7 Fire Warning Lights.................................................................................................. 4-8
TABLES
Table Title Page
4-1 Caution Lights Summary.......................................................................................... 4-3
4-2 Caution Light Power Source .................................................................................... 4-6

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CHAPTER 4
MASTER WARNING SYSTEM
T
BR
ST
TE DI
M
TEST
S
ES
PR
DE
INTRODUCTION
The warning system for Twin Otter aircraft provides a caution light annunciation to the crew
of airplane equipment malfunctions, indications of unsafe operating conditions which require
immediate attention, or an indication that a particular system is in operation. Beginning with
aircraft serial number 311 1, a horn was added to sound with the caution light for stall warning,
and a bell was added to ring in the event of an engine fire. An equivalent warning system was
available by S.O.O. 6033 on earlier serial number aircraft.
Autopilot annunciators are not discussed in this Chapter, please refer to Chapter 16, “Avionics.”
Fire warning indications are briefly mentioned here but covered in more detail in Chapter 8,
“Fire Protection.”
GENERAL each chapter. Note that there are two possible

configurations for the Autofeather system and
An instrument panel poster at the back of this the Beta Back Up system annunciator lights,
training manual illustrates all of the annunci- only one configuration is installed on the air-
ator lights, their colors and their locations; it craft.
may be folded out as reference when reading


Two panels consisting of nine caution lights are

installed above the fire emergency panel
CAUTION LIGHTS
(Figures 4-1 and 4-2). The lights are arranged Table 4-1 shows the caution lights, their in-
in three rows on each side of the magnetic scriptions, reasons for illumination, and the
standby compass. Each caution light has an immediate action to be taken for each caution
amber inscription on a black background and, light on the annunciator panel. There are two
when illuminated, indicates a malfunction or bulbs in each caution light assembly. The bulbs
abnormal condition of the system associated are Grimes 327 or MS25237–327, and are sim-
with it. The caution lights are powered from ilar to the post light lamps.
the 28 volt left or right DC buses, through cir-
cuit breakers for the individual systems circuits.
TEST AND INTENSITY
CONTROL
A three-position switch labeled CAUTION LT,
with selections labeled DIM, BRT, and TEST,
is located on the overhead console. The DIM
and BRT selections provide alternative de-
grees of lighting brilliance for all caution
lights, Beta range lights, Beta backup disarmed
light, autofeather indicator lights, stall warn-
ing light, and, if applicable, wheel ski position
indicator lights 2. It is recommended that the
switch be left in the BRT position at all times,
Figure 4-1. Caution Lights Panel unless it is necessary to dim a light which has
illuminated during night operations.
COMPASS CALIBRATION
RADIO ON
L GENERATOR DOORS PNEUMATIC R GENERATOR

COMPASS RESET PROPS
OVERHEAT UNLOCKED LOW PRESS OVERHEAT
BOOST PUMP 1 BOOST PUMP 2 BOOST PUMP 2 BOOST PUMP 1

L GENERATOR FWD PRESS R GENERATOR
AFT PRESS AFT PRESS FWD PRESS
L ENGINE AFT FUEL DUCT FWD FUEL R ENGINE

400 CYCLE
OIL PRESSURE LOW LEVEL OVERHEAT LOW LEVEL OIL PRESSURE
ENGINE FIRE INSTRUCTIONS

1 POWER LEVER—IDLE
2 PROP LEVER—FEATHER
IND SELECT
3 FUEL LEVER—OFF
FUEL FUEL
4 FUEL EMERGENCY—OFF BAT
OFF OFF
5 FIRE PULL HANDLE—PULL
6 BOOST PUMP—OFF DC VOLT DC LOAD
L R
GEN GEN
LEFT ENGINE TEST RIGHT ENGINE
NORMAL NORMAL
FIRE PULL FIRE PULL

FIRE DETECTION
Figure 4-2. Emergency And Caution Lights Panels (Series 300)

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Table 4-1. CAUTION LIGHTS SUMMARY — FLIGHT MANUAL REVISION 45
CAUTION LIGHT IMMEDIATE

INDICATION PROBABLE CAUSE ACTION REMARKS
BOOST PUMP 1 No. 1 boost pump Pull BST PUMP No.2 booster pump
AFT PRESS in aft tank failed. AFT 1 circuit in aft tank will
breaker. switch on automati -
cally to supply
pressure.
BOOST PUMP 2 No. 2 boost pump Move fuel selector to Continue flight on
AFT PRESS in aft tank failed. BOTH ON FWD. crossfeed selection.
Monitor forward
Pull BST PUMP AFT 2 fuel quanity indicator
circuit breaker.
BOOST PUMP 1 No. 1 boost pump Pull BST PUMP FWD 1 No. 2 booster pump
FWD PRESS in forward tank circuit breaker. in fwd tank will
failed. switch on automati-
cally to supply
pressure.
BOOST PUMP 2 No. 2 boost pump Move fuel selector to Continue flight on
FWD PRESS in forward tank BOTH ON AFT. crossfeed selection.
failed. Monitor aft fuel
Pull BST PUMP quanity indicator.
FWD 2 circuit
breaker.
AFT FUEL 110 lb only remaining Check rear tank Refer to AFM para.
LOW LEVEL in aft tank. fuel quanity indicator. 3.4.2 and 3.4.3.
FWD FUEL 75 lb only remaining Check rear tank Refer to AFM para.
LOW LEVEL in aft tank. fuel quanity indicator. 3.4.2 and 3.4.3.
L GENERATOR Left generator mal- Attempt reset With left generator

function. Overvolt- of left generator. off and bus tie
age, undervoltage, If caution light remains switch at NORMAL,
or failure. on, switch off generator. right generator
will supply all
services.
L ENGINE OIL Left engine oil pres- Confirm that pressure

PRESSURE sure has fallen to 40 is low by checking oil
psi or below. pressure gauge
If confirmed, shut
down left engine.

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Table 4-1. CAUTION LIGHTS SUMMARY — FLIGHT MANUAL REVISION 45 (Cont)

R GENERATOR Right generator mal- Attempt reset With right generator

function. Overvolt- of right generator. off and bus tie
age, undervoltage, If caution light remains switch at NORMAL,
or failure. on, switch off generator. left generator
will supply all
services.
R ENGINE OIL Right engine oil pres- Confirm that pressure

PRESSURE sure has fallen to 40 is low by checking oil
psi or below. pressure gauge.
If confirmed, shut
down right engine.
RESET PROP Propeller levers not Advance propeller

at full INCREASE levers to full INCREASE
when power levers if on final approach.
retarded below 75% Ng.
400 CYCLE Selected inverter Select alternate Immediate Action

failed. inverter on inverter not applicable to
switch. series 310 & 320
aircraft.
DUCT Control settings not Move ram air lever to

OVERHEAT consistent with open. Adjust controls
O.A.T. to maintain lower
temperature.
DOORS Any one of the following Close applicable door.

UNLOCKED doors not properly
closed:
Rear baggage compartment
Right cabin
Airstair
Front baggage compartment
PNEUNMATIC BLEED AIR switches off Turn BLEED AIR on if

LOW PRESS required
Low engine speed Increase engine Refer to AFM para.

generating insufficient speed as required. 3.8.1.
pressure.
Engine failure or Shut off engine Light not functional

bleed pipe failure. bleed supply of on aircraft which are
inoperative system. not equipped with
Shut off heating system deicing systems or
if necessary. pneumatic autopilots.

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Table 4-1. CAUTION LIGHTS SUMMARY — FLIGHT MANUAL REVISION 45 (Cont)

ANTI-SKID FAIL Parking brakes on or Ensure parking Was only installed

(S.O.O. 6129) main wheel anti-skid brake is off and on series 300S
system failed. if caution light aircraft (6 built)
remains on pull
the ANTI-SKID
PWR circuit
breaker and
revert to
conventional
braking method.
L GENERATOR Left generator overheated Select left generator If caution light goes
OVERHEAT OFF. out, flight may be
continued. Do not
select generator ON.
If caution light does

not go out within 3
minutes, shut down
left engine.
R GENERATOR Right generator overheated Select right generator If caution light goes
OVERHEAT OFF. out, flight may be
continued. Do not
select generator ON.
If caution light does

not go out within 3
minutes, shut down
right engine.

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The spring-loaded TEST position of the switch power from the opposite bus and will illu-
allows the pilot to test the operation of all of minate to indicate the failure.
the above mentioned lights (Figure 4-3). In ad-
dition, the stall warning horn will sound when Loss of the power from one bus would extin-
the caution lights are tested. The autopilot an- guish all the caution lights powered from that
nunciators (if installed), battery temperature bus, if the bus tie switch is not in the NORMAL
warning light, and engine FIRE PULL lights position.
are not considered part of the caution light
system, and are tested separately using other
switches. The test and intensity circuit re-
NOTE
ceives power from the right bus and is pro- It is important that the pilot be aware
tected by a 5-amp circuit breaker labeled that if one DC bus is without power, the
CAUT LT DIM, located on the main circuit caution lights will not accurately reflect
breaker panel. the state of the aircraft systems.
Table 4-2. CAUTION LIGHT

POWER SOURCE
LEFT BUS PROVIDES RIGHT BUS PROVIDES
POWER TO POWER TO
R GENERATOR L GENERATOR
L ENGINE OIL PRESS FWD FUEL LOW LEVEL
400 CYCLE DOORS UNLOCKED
AFT FUEL LOW LEVEL R ENGINE OIL PRESS
PNEUMATIC LOW BOOST PUMP 2 FWD
Figure 4-3. Caution Light Test And PRESS PRESS
Intensity Switch BOOST PUMP 1 FWD BOOST PUMP 2 AFT
PRESS PRESS
When the CAUTION LT switch is selected to BOOST PUMP 1 AFT GENERATOR
PRESS OVERHEAT L 3
TEST, all eighteen caution lights should illu-
GENERATOR RESET PROPS
minate; regardless of the number which are OVERHEAT R3
functional on the aircraft. Unused lights should
illuminate with a horizontal bar showing the DUCT OVERHEAT
full width of the light. ANTI-SKID4
POWER SUPPLY
Caution lights are powered from the left and OPTIONAL SYSTEMS
right DC bus (Table 4-2). There are no AC
powered caution lights. DC powered OIL Anti-Skid
PRESSURE and LOW FUEL caution lights
provide a backup for the AC powered gauges The anti-skid braking system was installed in
normally used to monitor these systems. six specially modified series 300S aircraft
When both left and right caution lights are which were built for a demonstration of an
displayed for a system, power for the corre- inter-city commuter operation in Canada.
sponding light is obtained from the opposite The system provides protection against wheel
system bus. In the case of an electrical fail- skid during braking and consists of an elec-
ure occurring in any one bus system, this will tronic control box with anti-skid valves and
ensure that the caution light will receive wheel transducers.

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Series 310 Differences

British CAA certification requirements called
for the isolation of 400 cycle buses. On aircraft
equipped with this modification 5 , both in-
verters operate simultaneously. Two caution
lights, labeled L 400 CYCLE and R 400
CYCLE, are located on each side of the an-
nunciator caution light panel. The L 400
CYCLE light is powered from the right DC bus
and the R 400 CYCLE light is powered from
the left DC bus.
Pneumatic Low Pressure Figure 4-4. Autofeather and Beta Backup

Although all aircraft are provided with a cau- Lights (Early Aircraft)
tion light labeled PNEUMATIC LOW PRESS,
the light is only functional in aircraft equipped from the right bus through a 5-amp circuit
with either airframe deicing 6 or the H14 King breaker labeled BETA SYS located on the
Radio pneumatically operated autopilot 3 ( in- main circuit breaker panel. The above series
stalled in some early aircraft). The PNEU- of lights use the 327 bulbs.
MATIC LOW PRESS caution light warns of
a pressure reduction in the operating pressure A modular type switch and light assembly
available for either system. manufactured by Aerospace Optics 9 was
adopted to replace the early Autofeather and
Beta warning lights, including the initial Licon
Doorwarning System switch and light assembly. The modular switch
The doorwarning system, which operates the is similar to the switch installed in the Dash
DOORS UNLOCKED light, was installed as 8 aircraft. The modular switch is installed in
standard equipment 8 beginning at aircraft se- many higher serial number aircraft with Series
rial number 311. Previously, a doorwarning 300 instrument panels. This combined switch
system had been available as S.O.O. 6061. and light unit includes 4 MS3338–6839 Type
T1 light bulbs (Figure 4-5).
AUTOFEATHER AND
BETA SYSTEM
ADVISORY LIGHTS
Early Series 300 aircraft had autofeather ad-
visory lights manufactured by Honeywell in-
stalled on the instrument panel (Figure 4-4).
These are powered from the left bus through
a 5-amp circuit breaker labeled PROP AUTO
FEATH on the main circuit breaker panel.
Two Beta Range advisory lights labeled L and

R and a single BACK UP DISARMED light,
all manufactured by Dialco, were installed on Figure 4-5. Autofeather and Beta Backup
the instrument panel. These lights are powered Lights (Later Aircraft)

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STALL WARNING LIGHT area sense an overtemperature condition. The

left bus supplies power to the LEFT and
AND HORN RIGHT pull handle light circuits through 5-
amp circuit breakers, labeled FIRE DET L
The red STALL warning light on the pilot’s in- and FIRE DET R. Both pull handles are located
strument panel, and audible stall horn in the on the main circuit breaker panel. A fire warn-
flight compartment are powered from the left ing bell, which was previously an option, be-
bus through a 5-amp circuit breaker, labeled came standard equipment beginning with
STALL WARN on the main circuit breaker aircraft serial number 311 10.
panel (Figure 4-6). The Grimes stall warning
light uses the 327 lamps. The bulbs used in the FIRE PULL handles are
327 lamps, the same as a post lamp. If neces-
sary, an inoperative fire handle warning light
could be replaced in the field with a spare
post lamp. Simply unscrew the lamp assem-
bly from the side of the pull handle, and re-
place the bulb.
The fire detection and warning system is dis-

cussed further in Chapter 8, “Fire Protection.”
SERIES 100/200
DIFFERENCES
Figure 4-6. Stall Warning Light
RESET PROPS INDICATION
FIRE WARNING LIGHTS Aircraft serial numbers 117 to 213 were
Fire warning lights are located on the emer- equipped with a different design of RESET
gency panel above the instrument panel re- PROPS annunciator light (Figure 4-8). This
sponding to the left and right nacelle engine light was mounted to the underside of the right
positions (Figure 4-7). The lights located in hand glareshield.
the FIRE PULL handle will illuminate when
the heat sensor probes in the engine nacelle
Figure 4-7. Fire Warning Lights Figure 4-8. RESET PROPS Light
(Early Aircraft)

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The operational differences between aircraft

equipped with this flashing red light, and se-
ries 300 aircraft equipped with the orange
light are discussed in Chapter 7, “Powerplant.”
CAUTION LIGHT CLUSTER

Aircraft serial numbers 1 through 55 were
equipped with a smaller caution light cluster.
The 18 indicator caution light panel (Figures
4-1 and 4-2) was introduced as standard equip-
ment beginning with aircraft serial number
56 11.
Series 300S aircraft were equipped with a

larger caution light cluster (Figure 1-17).

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QUESTIONS
1. The caution lights receive power from: 2. A switch used to control intensity and
A. The battery test the caution lights is located on the:
B. The emergency bus A. Caution lights panel
C. Left or right 28-volt DC buses B. Overhead console
D. Only the generators C. Instrument panel
D. Left side panel

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ENDNOTES
1
SFAR 23 Mod 6/1277 (S/B 6/209 Rev C), optionally earlier by S.O.O. 6033 or S.O.O.
6155 (S/B 6/255)
2
S.O.O. 6001
3
S.O.O. 6031
4
S.O.O. 6129
5
S.O.O 6142
6
S.O.O. 6004
7
S.O.O. 6085
8
Mod 6/1268 (S/B 6/208)
9
TAB 676/1 and TAB 677/10
10
SFAR 23 Mod 6/1277 (S/B 6/209 Rev C), earlier by S.O.O. 6033 or S.O.O. 6123.
11
Mod 6/1036


CHAPTER 5
FUEL
CONTENTS
INTRODUCTION ................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
FUEL STORAGE........................................................................................................................... 5-3
Fuselage Tanks ................................................................................................................. 5-3

Fuel Filler Ports................................................................................................................ 5-3
Fuel Tank Venting ............................................................................................................ 5-4
FUEL INDICATING SYSTEMS ............................................................................................ 5-5
Fuel Quantity Gauges and Test System ........................................................................... 5-5
Fuel Quantity Dipstick .......................................................................................................5-6
Fuel Low-Level Caution Lights ....................................................................................... 5-6
Fuel Flow Indicating System ........................................................................................... 5-6
FUEL DISTRIBUTION .......................................................................................................... 5-7
Fuel Tank Selector............................................................................................................ 5-7
Fuel Movement Within the Tank to the Collector Cell .................................................... 5-7
Boost Pump Design......................................................................................................... 5-8
Boost Pump Operation .................................................................................................... 5-9
Boost Pump Caution Lights ............................................................................................ 5-9
Failure of the Number 1 Pump ...................................................................................... 5-10
Simultaneous Failure of the Number 1 Pump and the Changeover System .................. 5-10
Simultaneous Failure of the Number 1 Pump and Pressure Switch .............................. 5-11
Fuel Filter....................................................................................................................... 5-11
Fuel Emergency Shutoff Valves..................................................................................... 5-11


Fuel Crossfeed ............................................................................................................... 5-12

OPTIONAL EXTENDED RANGE WING TANKS ............................................................ 5-13
General........................................................................................................................... 5-13
Wing Tank Controls and Indications ............................................................................. 5-13
Wing Tank Refueling ........................................................................................................... 5-15
Wing Tank Operations ......................................................................................................... 5-15
OPTIONAL PRESSURE FUELING SYSTEM.................................................................... 5-16

General........................................................................................................................... 5-16
Pressure Fueling Controls and Indications .................................................................... 5-16
FUEL REQUIREMENTS ..................................................................................................... 5-16
Fuel Specification .......................................................................................................... 5-16
Fuel Additives ................................................................................................................ 5-17
QUESTIONS ......................................................................................................................... 5-18
ENDNOTES .......................................................................................................................... 5-20


ILLUSTRATIONS
Figure Title Page
5-1 Fuel System .............................................................................................................. 5-2
5-2 Fuselage Tanks ......................................................................................................... 5-2
5-3 Water Drain Under Fuselage .................................................................................... 5-3
5-4 Fuel Filler Ports ........................................................................................................ 5-3
5-5 Forward Fuel Cap ..................................................................................................... 5-3
5-6 Aft Fuel Cap ............................................................................................................. 5-3
5-7 Locking Fuel Cap (Optional) ................................................................................... 5-4
5-8 Fuselage Fuel Tank Vent .......................................................................................... 5-4
5-9 Fuel Control and Indicators (Series 100/200 Aircraft)............................................. 5-5
5-10 Fuel Control and Indicators (Early Aircraft)............................................................ 5-5
5-11 Fuel Control and Indicators (Later Aircraft) ............................................................ 5-5
5-11A Fuel Dipstick ............................................................................................................ 5-6
5-12 Low Level Lights...................................................................................................... 5-6
5-13 Fuel Flow Gauge ...................................................................................................... 5-6
5-14 Fuel Ejector .............................................................................................................. 5-7
5-15 Collector Cell Sump Plate ........................................................................................ 5-8
5-16 Boost Pump Caution Lights ..................................................................................... 5-9
5-17 Nacelle Fuel Filter.................................................................................................. 5-10
5-18 Nacelle Fuel Filter Drain........................................................................................ 5-11
5-19 Fuel Emergency Shutoff Switches ......................................................................... 5-12
5-20 Fuel Crossfeed Indicator—Closed ......................................................................... 5-12
5-21 Fuel Crossfeed Indicator—Open............................................................................ 5-12
5-22 Fuel Crossfeed Indicator—In Transit..................................................................... 5-13
5-23 Wing Tank Fuel Drain............................................................................................ 5-13


5-24 Wing Tanks............................................................................................................. 5-14

5-25 Wing Fuel Tank Controls and Indicators (Later Aircraft)...................................... 5-14
5-26 Wing Fuel Tank Controls (Early Aircraft) ............................................................. 5-14
5-27 Wing Tank Fuel Cap............................................................................................... 5-15
5-28 Prist Blending Apparatus ....................................................................................... 5-17
TABLE
Table Title Page
5-1 Fuselage Fuel Tank Capacities and Fuel Grades...................................................... 5-4

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CHAPTER 5
FUEL
4 6
MAIN
FUEL
2 8
LBS X 100
0 10
INTRODUCTION
This chapter presents the Twin Otter fuselage and wing fuel system. This chapter cov-
ers the fuel system operation up to the engine driven, high-pressure fuel pumps. At that
point, fuel system operation becomes a function of the engine. Refer to Chapter 7,
Powerplant, for additional information.
GENERAL The forward tank supplies fuel to the right

engine and the aft tank supplies fuel to the left
Fuel is stored in the belly of the aircraft, under engine. It is possible to feed both engines
the cabin floor. There are two fuel tanks, FWD from one tank or, if one engine is shut down,
and AFT. Each tank consists of four inter- to supply the operating engine from the op-
connected nylon rubber cells, three of which posite engine tank as required. It is not pos-
are feeder cells, and one which functions as a sible to transfer fuel from one tank to the other.
collector cell. The collector cells are located
in the center of the aircraft, to minimize the The fuel distribution system uses two electrically
effect of fuel transfer on aircraft center of operated boost pumps in each collector cell to
gravity. The fuel tank location was chosen to supply relatively low-pressure fuel through the
make it possible to refuel from drums easily. fuel strainer, fuel flow transmitter, and the fuel

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emergency shutoff valves prior to delivery to nylon rubber cells. The forward tank number 4
the high pressure engine pumps. cell and aft tank number 5 cell are collector
FUEL FILLER
FILLER
cells; fuel from the remaining three cells in
VENT
FUEL
NO. 1
CELL
PRIMING STRAINER
Wing tanks provide additional fuel capacity, each tank is transferred into the collector cell
EJECTOR
RIGHT
TANK
WING
FUEL FLAPPER FWD FUEL

LOW- VALVE QUANTITY
INDICATOR
which will increase the range by approxi- before being pumped out of the collector cell to
mately one hour 1 .
LEVEL CONTROL
the engine. The collector cells each contain two
STRAINER
NO. 2
CELL
boost pumps, a low level float switch, a quick
VALVE
FUEL
PUMP
LINE
Figure 5-1 illustrates schematically the fuel drain outlet, a fuel capacity probe, a level con-
FORWARD TANK
storage, distribution and transfer systems. The trol valve, and a sump drain. The other (non-
(MOD 6/1398)
NO. 3
CELL
optional extended range wing tank system is collector) cells each contain a fuel capacity
FILTER
RIGHT ENGINE
included. Note that the collector cells appear probe.

PRESSURE
LEVEL
LIGHT
BOOST
LEVEL CONTROL VALVE

PUMP
FCU PURGE VALVE
REFUEL SWITCH
larger than the other cells in the schematic, in

LOW-
LOW-PRESSURE
order to display the components. In actual There will be a minimum of four fuel drains
NO. 4 COLLECTOR
BOOST PUMP
SHUTOFF VALVE
fact, the collector cells are approximately the on the belly of the aircraft, one in each col-
TRANSFER
VALVE
same size as the other cells. lector cell and one at the lowest part of each
FUEL
FIREWALL
LIGHTS
CELL
fuel transfer manifold (Figure 5-3). Additional
belly fuel drains may be fitted by S.O.O. 60482,
1
which provides a drain for cell 8, and S.O.O.
FUEL STORAGE 6118, which provides additional manifold
VENT
2
drains under cells 1 and 8.
FUSELAGE TANKS
Figure 5-1. Fuel System

With the exception of the first five Series 1
Fuselage fuel storage consists of one forward
SWITCHES
(prototype) Twin Otter aircraft built, which
SELECTOR
STANDBY
BOOST
PUMP
EMER
PUMPS
BOOST
and one aft tank, located in the lower fuselage had slightly smaller tank capacity, the de-
FUEL
CROSSFEED
area under the cabin floor (Figure 5-2). Each tank
AUTOMATIC
sign and capacity of the fuselage fuel system

CHANGE-
SYSTEM
VALVE
SWITCH
ENGINE
is composed of four interconnected flexible

OVER
START
is identical on all aircraft, other than those
*
PRESS. SW
SWITCHES
FUEL LOW-
CROSSFEED LIGHTING PROTECTION
INDICATOR
BOOST
TUNNEL ENGINE
PUMP
WING
TANK
VALVE
LEFT
STA 247.50 NACELLE

COUPLING
TO
FUEL FEED
NOTE: AFT TANK ILLUSTRATES NORMAL THERMAL RELIEF

TO ENGINE
FUEL STRAINER
CHECK VALVE
FLOW
ENGINE TRANSMITTER
NACELLE
VENT
TO VENT OUTLET
COLLECTOR
LEFT WING UNDERSIDE OF

FUEL EMERGENCY
SHUTOFF VALVE
FUEL
FORWARD TANK ILLUSTRATES BLOCKED VENT
FUEL
STRAINER
EACH WING EMERGENCY

2
OUTLET
NO. 5
CELL
FWD TANK SHUTOFF

FILLER VALVE
FUEL STRAINER
INTERCONNECTING
FUEL LOW-LEVEL
DRAIN
OR INOPERATIVE FUEL TRANSFER.
FLOAT SWITCH
PIPES BOOST PUMPS

1
FCU PURGE VALVE
FEED LINE AFT

FUEL FLOW
INDICATOR
TANK TO LEFT
FUEL ENGINE WING STRUT
EJECTOR
LEFT ENGINE
LEFT SIDE
* OPTIONAL
VENT LINE
AFT TANK
FUEL
LOW-
LEVEL
LIGHT
FILLER
AFT TANK
WATER DRAIN
(SOO 6118)
FUEL TRANSFER.
NO. 6
CELL
BOOST PRESSURE
CHECK
TRANSFER FUEL
VALVES/ STRAINER WATER DRAIN FW

D
CAPACITANCE
CHECK VALVE
WATER DRAIN
FUEL SUPPLY
FUEL TRANSFER FUEL

ELECTRICAL
INDICATOR
CHECK
QUANTITY
LINE DRAIN
AFT FUEL
VALVE/ STRAINER
NO. 7
CELL
INTER- INTERCONNECTOR
FUEL DRAIN MANIFOLD FUEL EJECTOR
CONNECTOR
PROBE
EJECTOR
MANIFOLD
VENT
FUEL FILLER
LEGEND
WATER DRAIN WATER DRAIN

(MOD 6/1498 AND
SOO 6118)
NO. 8
CELL
FUEL LOW
PRESSURE SWITCHES
Figure 5-2. Fuselage Tanks
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ventional and are attached to the inside of

the filler neck with a chain to prevent loss
(Figures 5-5 and 5-6). Normally, when re-
fueling, the front tank is filled first. This is
done to reduce the risk of the aircraft tipping
backwards onto the jury strut or tail bumper.
This could happen if a person stands on the
airstair door when the rear baggage com-
partment is heavily loaded, the cabin and
flight compartment are empty, and the rear
fuel tank is FULL.
A locking fuel cap, with the lock mechanism

built into the cap, may be retrofitted to the air-
Figure 5-3. Water Drain Under Fuselage craft (Figure 5-7).
which have been modified to provide an air

photography or geophysical equipment access
bay in the floor of the aircraft 3 . The forward
tank capacity on all aircraft is slightly less
than the aft tank. There is no limit on fuel im-
balance between the two tanks, as long as
aircraft center of gravity remains within ac-
ceptable limits.
Usable capacities of the fuselage tanks for

aircraft serial number 6 and higher, excluding
Series 300S models, are shown in Table 5-1.
FUEL FILLER PORTS

The fuel filler ports are located on the left Figure 5-5. Forward Fuel Cap
side of the fuselage (Figure 5-4). Each tank
has one filler port. The fuel caps are con-
Figure 5-4. Fuel Filler Ports Figure 5-6. Aft Fuel Cap

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Table 5-1. FUSELAGE FUEL TANK CAPACITIES AND FUEL GRADES

DENSITY
(AVERAGE) FORWARD TANK AFT TANK
FUEL LB PER
GRADE IMPERIAL GAL WEIGHT—LB IMP. GAL U.S. GAL WEIGHT—LB IMP. GAL U.S. GAL
Jet A 8.16 1,235.2 151.0 181.2 1,341.5 164.0 197.8
Jet A1 8.16 1,232.2 151.0 181.2 1,338.2 164.0 197.8
Jet B 7.80 1,177.8 151.0 181.2 1,279.2 164.0 197.8
JP-4 7.80 1,177.8 151.0 181.2 1,279.2 164.0 197.8
JP-5 8.16 1,232.2 151.0 181.2 1,338.2 164.0 197.8
JP-8 8.07 1,218.6 151.0 181.2 1,323.5 164.0 197.8
Figure 5-7. Locking Fuel Cap (Optional) Figure 5-8. Fuselage Fuel Tank Vent
Some fuel will siphon out of a tank during Beginning with aircraft serial number 311 4 ,
flight if the cap is left off or improperly closed. each vent opening was provided with a lightning
protection tunnel around the vent and a wooden
bullet-shaped fitting mounted forward of the
FUEL TANK VENTING vent opening to prevent ice formation on the
vent. The vents are not heated.
Each fuel cell has two vents, one each on the
top left and right side of the cell. The eight left The optional wing fuel tank is vented directly
and right cell vents on each side of the aircraft out of the lower surface of the wing near the
are all connected together. The left and right tank water drain, as shown in Figure 5-23.
sets of vents are connected to a vent fitting lo- The vents are flush mounted to the surface
cated on the lower skin surface of each wing and are not heated.
(Figure 5-8).
The vent outlet is designed to maintain a very

GROUNDING PLUG
slight positive pressure in each cell, to prevent A receptacle is provided on the side of the
collapse of the flexible tanks that would occur aircraft, just above the forward fuel filler ports,
if a negative pressure existed. to connect a MS 25384 grounding plug.

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FUEL INDICATING
SYSTEMS
FUEL QUANTITY GAUGES AND
TEST SYSTEM
A capacitance type fuel quantity indicating
system provides an accurate indication of fuel
quantity in the forward and aft fuel tanks. A
fuel quantity gauge is provided for each tank,
which displays fuel quantity in pounds.
Because of the design on the capacitance sys-
tem, fuel weight will be accurately displayed,
despite the differences in density between the Figure 5-10. Fuel Control and Indicators
various approved types of jet fuel. The gauges (Early Series 300 Aircraft)
are calibrated to indicate usable fuel. and fuel selector were relocated to under the
engine instrument panel beginning with air-
A new AC power system and improved in- craft serial number 511 6 , to provide more
struments were fitted beginning with aircraft space for avionics installation (Figure 5-11).
serial number 160 5 . The gauges are powered
from the 400-cycle, 115-volt AC bus, through It is important to note that the main fuel tank
two 1-amp fuses labeled FUEL QTY FWD gauges are AC powered. If AC power is lost, the
and FUEL QTY AFT, which are located on the fuel gauges simply remain at the indication
fuse panel above the captain’s seat. displayed when power was lost, rather than
falling to zero, as many DC powered gauges do.
The fuel gauges and selector switch on In the event of AC power loss to the fuel gauges,
100/200 series aircraft are mounted verti- the crew must note the time of the failure, and
cally on the left of the engine instruments calculate fuel endurance based on fuel flow
(Figure 5-9.) On early 300 series aircraft, and fuel quantity remaining at the time of the
fuel quantity gauges and the selector switch inverter failure.
are located under the captain’s flight instru-
ments (Figure 5-10). The fuel quantity gauges A fuel quantity indicator pushbutton test switch
is located adjacent to the fuel selector and is
marked IND TEST. When pressed, the pointer
should fall and indicate zero fuel. When the but-
ton is released, the pointers should resume the
Figure 5-9. Fuel Control and Indicators Figure 5-11. Fuel Control and Indicator
(Series 100/200 Aircraft) (Later Series 300 Aircraft)

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correct fuel quantity indication. Note that this panel. The caution lights are labeled FWD
test only examines the calibration of the indi- FUEL LOW LEVEL and AFT FUEL LOW
cators (the zero point of the dials themselves), LEVEL (Figure 5-12). In level flight the tank
and does not test the function or calibration of caution light illuminates when approximately
the fuel quantity probes. 75 pounds of usable fuel remains in the for-
ward collector cell. The aft tank light will il-
luminate when approximately 110 pounds of
FUEL QUANTITY DIPSTICK usable fuel remains in the aft collector cell.
A fuel quantity dipstick, part number C6G-
1088-1, is available to carry out a physical Note that these figures are based on the air-
check of the fuselage fuel level. The dipstick craft being parked and level. Changes in
is marked in 200 pound increments, and pro- body angle during flight may result in the
vides an approximate reading of fuel in each light illuminating at higher or lower quanti-
tank. The check should only be carried out ties of fuel.
after the engine has been shut down for at
least 15 minutes with the aircraft level and the The circuits are powered from the left and
boost pumps off. This should provide sufficient right DC bus through 5-amp circuit breakers
time to allow the fuel to settle, filling the four labeled FUEL LEVEL AFT and FUEL LEVEL
cells in each tank to the same level. The wet FWD, located on the main circuit-breaker
mark on the dipstick has been calibrated using panel. The DC powered caution lights pro-
Figure 5-12. Low Level Lights JP-4 fuel to identify the approximate weight vide a backup for the AC powered fuel indi-
of remaining fuel in each fuel tank. cation system.
The dipstick is a secondary means of check- FUEL FLOW INDICATING

ing fuel quantity, and is not meant to take the SYSTEM
place of the fuel gauges.
FUEL LOW LEVEL CAUTION Two fuel flow indicators are located on the cen-
ter instrument panel and are marked FUEL
LIGHTS FLOW PPH x 100 (Figure 5-13). Each indi-
cator shows fuel flow in pounds per hour and
is powered from 400-cycle, 26-volt AC bus.
Each tank has a low fuel level warning cir- The circuits are protected by 0.5-amp fuses la-
cuit. This consists of a float switch connected beled FUEL FLOW L and FUEL FLOW R on
to a caution light on the main annunciator the overhead fuse panel.
Figure 5-13. Fuel Flow Gauge
Figure 5-11A. Fuel Dipstick
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FUEL MOVEMENT WITHIN THE

FUEL DISTRIBUTION TANK TO THE COLLECTOR
CELL
FUEL TANK SELECTOR
Any one boost pump’s output, in pounds per
The fuel selector switch is located on the in- hour, exceeds the maximum possible con-
strument panel and is marked FUEL SELEC- sumption of the engine. The boost pumps have
TO R . T h e r o t a r y k n o b s w i t c h h a s t h r e e a nominal output of 450 pounds per hour at a
positions: BOTH ON FWD, NORM, and nominal pressure of 22 psi. Excess boost pump
BOTH ON AFT. output is used to transfer fuel to the collector
cells in each tank, by means of a motive-flow
Beginning with aircraft serial number 36 7 , an valve, which is sometimes referred to as an
automatic changeover system was intro- ejector or a jet pump (Figure 5-14).
duced.The changeover system turns on the
number 2 boost pump automatically in the Boost pump output which is surplus to the en-
event of a pressure loss from the number 1 gine’s needs is routed under pressure into the
boost pump. motive-flow valve, where it induces a flow
from the common manifold at the bottom of
In the NORM position the forward and aft col- the 4 cells. The combined fuel (motive flow
lector cells supply fuel to the right and left from the boost pump output, which origi-
engines, respectively. The crossfeed valve is nates in the collector cell, and induced flow
closed, and the number 1 boost pump in each from the noncollector cells) then flows into
collector cell is turned on. When the switch the collector cell. The design of the one-way
is selected to the BOTH ON FWD or BOTH flapper valve at the bottom of the collector
ON AFT positions, the crossfeed valve is cell prevents fuel from returning to the other
opened and both number 1 and number 2 tanks via the lower manifold. When the col-
boost pumps of the selected tank are turned lector cell is full, input from the motive-
on. The non-selected tank number 1 boost flow valve is blocked by means of a float-type
pump is automatically turned off. level control valve located at the top of the
input standpipe.
FUEL CELL CONNECTION
TO COLLECTOR CELL
MOTIVE FLOW
LINE
Figure 5-14. Fuel Ejector

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The three cells in each tank which are not col-

lector cells will empty at the same rate, while
the collector cell remains full. When these
three cells are empty, the fuel level in the col-
lector cell will begin to fall.
There are several advantages to the collector

cell design. Changes to aircraft center of grav-
ity are minimized because the two collector
cells are located in the center of the aircraft.
The possibility of uncovering the boost pump
intake during turbulence or extreme noseup or
nosedown attitudes is minimized.
Should the motive-flow valve become blocked,

or the level-control valve become stuck in the Figure 5-15. Collector Cell Sump Plate
closed position, or boost pump supply fail, circuit-breaker panel. The number 1 boost
fuel levels will decline equally in all 4 cells pumps are powered from the left DC bus, and
in the tank. This will cause the FUEL LOW the number 2, or standby boost pumps, are
LEVEL light to illuminate when approxi- powered from the right DC bus.
mately 330 pounds of fuel remains in the tank,
assuming the aircraft is parked on a level sur- The choice of fuel boost pumps in early Twin
face. In flight, depending on body angle, the Otter aircraft was limited mainly by the lat-
light may come on when between 300 and 500 est pump design and the level of reliability and
pounds of fuel remaining. While this does not service that was provided from that particu-
present a serious operational problem, some lar pump. A substantial number of part num-
precautions and pilot actions are necessary, and ber and manufacturer changes were made
the actions to take under these conditions are during the production run of the aircraft.
discussed in the Flight Manual. Although each replacement pump showed an
obvious improvement over the preceding one,
De Havilland Technical Advisory Bulletin it was not until the latter stage of the Series
(TAB) 663/1 discusses in more detail problems 200 aircraft that a fuel boost pump could be
that have occurred with the fuel level-control obtained which provided the necessary level
valve becoming stuck in the closed position. of reliability and performance.
A stuck valve can sometimes be cleared and
returned to normal service by switching the For Series 300 aircraft, four different fuel
boost pumps OFF, then back ON, to momen- pumps were supplied at various times as stan-
tarily relieve the diaphragm pressure lock in dard equipment, with an optional canister-type
the valve. pump available8. The canister pump allowed for
more rapid pump changes in the field, as the fuel
BOOST PUMP DESIGN tank did not have to be drained when the pump
was replaced. From a pilot’s perspective, op-
Two submerged, constant speed, DC electric eration of the system was unchanged, regard-
fuel boost pumps are located in each collec- less of the type of pump installed.
tor cell (Figure 5-15). The pumps deliver rel-
atively low-pressure fuel to the engine-driven For Series 100/200 aircraft, four different ear-
high-pressure fuel pumps. They are powered lier pump units were installed on production
from the left and right DC buses, and pro- aircraft. In most cases, later improvements
tected by 15-amp circuit breakers labeled BST made to the 300 series could be adopted to the
PUMP AFT 1, BST PUMP AFT 2, BST PUMP 100/200 series aircraft.
FWD 1, and BST PUMP FWD 2 on the main

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BOOST PUMP OPERATION Aircraft serial number 36 and above incorpo-

rate the automatic changeover system.
On most Series 300 aircraft the number 1 fuel Normally only the number 1 boost pump in
boost pump switches are located on the fuel each tank functions, with the number 2 re-
panel adjacent to the FUEL SELECTOR maining as a standby pump. Regardless of
switch. The switches are labeled AFT BOOST FUEL SELECTOR position, only two boost
and FWD BOOST with OFF and TEST posi- pumps are normally operating in flight, ei-
tions shown. The upper ON position is un- ther the number 1 pump in each tank, if the se-
marked. When the FWD and AFT boost pump lector is at NORM, or both boost pumps in the
switches are selected upward to ON and the selected tank, if the selector is at BOTH ON
FUEL SELECTOR switch is selected to the FWD or BOTH ON AFT.
NORM position, the number 1 boost pumps in
each tank operate, and the number 2 boost
pumps remain inoperative. BOOST PUMP CAUTION
LIGHTS
Control of the number 2 boost pump in each tank
is by means of an automatic electrical There are four boost pump pressure caution
changeover sequence which is initiated by the lights located on the caution lights panel
failure of a number 1 boost pump. Loss of out- (Figure 5-16). They are marked BOOST PUMP
put pressure from the number 1 boost pump 1 AFT PRESS, BOOST PUMP 2 AFT PRESS,
will be detected by the pressure switch which BOOST PUMP 1 FWD PRESS, and BOOST
monitors the output of each boost pump. If the PUMP 2 FWD PRESS. Each caution light is
pressure output of the number 1 boost pump energized by a pressure switch in the base of
falls below 2 psi, the caution light of that pump the corresponding boost pump if fuel pres-
illuminates, and the number 2 boost pump on sure output of the pump falls below 2 to 3 psi.
the same side is automatically energized.
Power for the caution lights is obtained from
Independent operation of the number 2 boost the left and right DC bus through two 5-amp
pumps may be controlled by separate emer- circuit breakers located in the main circuit-
gency switches, labeled STDBY BOOST breaker panel, both of which are labeled
PUMP EMER AFT and STDBY BOOST BOOST PUMP PRESS. If the FWD BOOST
PUMP EMER FWD, located on the fuel panel. and AFT BOOST switches are off, and the
They are lever-lock, two-position toggle FUEL SELECTOR is at NORM, no pressure
switches. When these switches are selected up, will be present at any boost pump, and all four
the number 2 pumps are turned on indepen- caution lights should be illuminated. When
dently of the automatic changeover system, and completing the preflight inspection, it is im-
regardless of the position of the selector knob portant to check that all 4 caution lights are
or number 1 boost pump switches.
Series 100 aircraft serial number 6 to 35 with-

out modification 6/1044 lack the automatic
changeover system or the standby boost pump
switches. There are only two fuel boost pump
switches, located to the left of the fuel quantity
indicators and labeled FWD BOOST and AFT
BOOST with marked center OFF positions.
When these switches are selected on and the
FUEL SELECTOR switch is positioned to
NORM, both boost pumps in each tank are se-
lected on. On these early series 100 aircraft only,
all four boost pumps operate in normal flight. Figure 5-16. Boost Pump Caution Lights

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illuminated when the boost pumps are turned pump output pressure. Subsequent failure of
off. This is the only functional check that the number 2 fuel boost pump would cause the
proves that the pressure switches will detect number 2 caution light to illuminate.
a low-pressure condition.
Note that if the number 1 boost pump fails, and
When the FWD BOOST and AFT BOOST the automatic changeover system functions
switches are selected on, the caution lights properly, as evidenced by the number 2 cau-
for the number 1 boost pumps will extinguish tion light not being illuminated, it is neither
as soon as sufficient pressure output is sensed necessary or desirable to select the STDBY
at the pressure switch. Although there is no BOOST PUMP EMER switch of the affected
pressure present at the number 2 boost pump tank to the ON (upward) position. Consider the
pressure switches, because the number 2 following incident report: Following failure of
pumps are not operating, the caution lights a number 1 aft boost pump, the changeover sys-
for the number 2 boost pumps will extinguish tem functioned properly and the number 2
when pressure output is sensed at the number pump began operation. The pilot moved the
1 pump. As long as there is pressure at the num- STDBY BOOST PUMP EMER AFT switch to
ber 1 pump pressure switch, the caution lights the on position. Later, the pilot changed the
of the number 2 pump will be inhibited, so the fuel selector to BOTH ON FWD, to balance
light will not distract the pilot. fuel. The aft tank fuel quantity continued to
decrease, until the FUEL LEVEL AFT light
illuminated. The pilot, concerned that the fuel
BOOST PUMP TESTING crossfeed was not working as was desired, se-
When the FWD BOOST or AFT BOOST lected the fuel system to NORM, and shortly
switches are pressed down to the spring loaded thereafter the left engine flamed out due to lack
TEST position, a failure of the number 1 boost of fuel in the aft tank.
pump is simulated. The BOOST PUMP 1
PRESS light should illuminate, and the num- By selecting the STDBY BOOST PUMP
ber 2 boost pump should begin to operate. EMER AFT switch on, the pilot prevented the
Operation of the number 2 boost pump may be aft number 2 pump from turning off when
confirmed by listening for the sound of the the fuel selector was positioned to BOTH ON
pump running, and observing that the BOOST FWD. The newer number 2 boost pump in the
PUMP 2 PRESS caution light is not illumi- aft tank had a slightly higher output pres-
nated. sure than the two forward pumps, and in fact
supplied the majority of the fuel to both en-
FAILURE OF THE NUMBER 1 gines when the selector was placed in BOTH
ON FWD.
PUMP
Refer to the Flight Manual for the correct
If the number 1 pump should fail, the caution procedures to follow in the event of a boost
light of the affected pump will illuminate, and pump failure.
the number 2 pump in the same fuel tank will
switch on automatically to maintain fuel pres-
sure to the engine. The number 2 caution light
will come on momentarily, but will go out once
the number 2 fuel boost pump pressure switch
contacts open with the rising number 2 boost

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SIMULTANEOUS FAILURE OF
THE NUMBER 1 PUMP AND
THE CHANGEOVER SYSTEM
Should a simultaneous failure of a number 1
boost pump and the automatic changeover
system occur, the boost pump caution light
for the number 1 pump would illuminate and
the boost pump caution light for the number
2 pump would also illuminate. The operation
of the number 2 caution light is only inhibited
as long as pressure is sensed at the number 1
pressure switch. Under these conditions, the
number 2 boost pump could be turned on man-
ually, using the appropriate STDBY BOOST Figure 5-17. Nacelle Fuel Filter
PUMP EMER switch.
SIMULTANEOUS FAILURE OF
THE NUMBER 1 PUMP AND
PRESSURE SWITCH
Should a simultaneous failure of a number 1
boost pump and the number 1 boost pump
pressure switch arise, there would be no au-
tomatic switchover to the number 2 pump, be-
cause there would be no means of detecting that
the number 1 pump had failed. None of the cau-
tion lights would illuminate.
Under certain operating conditions, such as Figure 5-18. Nacelle Fuel Filter Drain
high power settings above 8,000 feet, an en-
gine flame out condition could occur without
FUEL FILTER
boost pump caution light illumination.
A large fuel filter is installed in the rear of
the engine nacelle, between the boost pump
This rather rare double failure could be de-
output and the fuel flow transmitter (Figure
tected when the engine shutdown checklist is
5-17). This filter was originally of 74 mi-
completed following the flameout, because
cron size, but was changed to a 10 micron
the boost pump caution lights would not illu-
size 9 for better filtration beginning with air-
minate when the FWD BOOST or AFT
craft serial number 291. The filter is equipped
BOOST switch was moved to the OFF posi-
with a drain valve, which is located on the
tion. If this happened, it would be possible to
center rear of the engine nacelle (Figure 5-
restart the engine, either by selecting the STBY
18). Fuselage boost pumps must be turned on
BOOST PUMP EMER switch for the affected
before draining this filter, to prevent air from
tank on, or by switching the fuel selector so
entering the system and causing erratic fuel
that both engines are fed from the other (non-
flows and starting difficulties the next time
affected) tank.
the engine is started.

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not possible to move fuel from one fuselage

tank to another.
The fuel crossfeed valve is closed during nor-

mal operations, with each engine being sup-
plied from its own fuel tank. The forward tank
supplies the right engine and the aft tank sup-
plies the left engine. The electric crossfeed
valve will open whenever the FUEL SELEC-
TOR switch is positioned away from NORM
to either the BOTH ON FWD or BOTH ON
AFT positions. This allows both engines to be
supplied from the selected tank or, in the event
of a failed engine, the operating engine to feed
Figure 5-19. Fuel Emergency Shutoff from the inoperative engine-side fuel tank.
Switches The crossfeed valve circuit is powered from
the right DC bus through a 5-amp circuit
FUEL EMERGENCY SHUTOFF
VALVES
A fuel emergency shutoff valve is located be-
hind each engine nacelle in the lower aft face
of the rear firewall. Shutoff valve operation is
controlled by two switches on the fire control
panel, one for each engine. The switches have
two positions labeled FUEL OFF and NOR-
MAL (Figure 5-19). Each switch is left in the
NORMAL or open position at all times and is
only selected to OFF to shut off the engine
fuel supply in an emergency situation. The
switches are powered from the left and right
Figure 5-20. Fuel Crossfeed
DC bus through 5-amp circuit breakers labeled Indicator—Closed
FUEL SOV L and FUEL SOV R, located on the
Note that unlike some other models of aircraft,
where firewall shutoff valves are automatically
operated or cable operated from the FIRE PULL
handles, the fuel shutoff valves on the Twin
Otter are only operated by the above mentioned
switches. DC power must be available for the
shutoff valves to function.
FUEL CROSSFEED
The term ‘crossfeed’ can be misleading when
discussing the Twin Otter aircraft. While it is
possible to supply both engines from one tank, Figure 5-21. Fuel Crossfeed
which is how crossfeed is described here, it is Indicator—Open

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Figure 5-22. Fuel Crossfeed Figure 5-23. Wing Tank Fuel Drain
Indicator—In Transit
breaker labeled FUEL X FEED, located in the OPTIONAL EXTENDED
RANGE WING TANKS
A fuel crossfeed valve position indicator was
available by S.O.O. 6035. The valve position
indicator was required for British C.A.A. cer- GENERAL
tification of all aircraft series. The indicator
displays the letters CL when the valve is closed Optional extended range wing fuel tanks were
and OPEN when the valve is open (Figures 5- available by S.O.O. 6095. The wing tanks are
20 and 5-21). When no power is on the circuit integral, wet-wing design and are located for-
or the valve is transit, the indicator displays ward of the main wing spar, at the outboard end
a failure mode with black and white diagonal of each wing. Each tank has a capacity of 37
stripes (Figure 5-22). Imperial or 44 US Gallons. Using JP4 fuel,
this would equal 287 pounds. The wing tanks
Should the crossfeed valve fail in the closed increase the cruise range by approximately
position, no fuel crossfeed would be avail- one hour.
able. Should the fuel crossfeed valve fail in
the open position, it is possible that fuel quan- Each wing tank contains a level-control valve,
tity would not diminish equally when the se- a strainer, a fuel transmitter, a vent pipe, drain
lector was in the NORM position, but this valve (Figure 5-23), and a filler cap. Mounted
could easily be corrected by selecting both en- outside each tank, at the very outboard end of
gines to the tank with the greater quantity each wing, is a fuel pump, a pressure switch, a
until the imbalance was corrected. This ac- fuel transfer valve, and a refuel shutoff valve
tion would turn off the boost pumps in the tank (Figure 5-24). A fuel pipe in each wing directs
with the lesser quantity. pressurized fuel along the wing rear spar before
entering the main fuel supply fitting located in
During single-engine operations, it is possible to the nacelle area. Beginning at aircraft serial
crossfeed fuel from one wing tank to the op- number 286 10, a fuel filter was installed at each
posite side engine, by selecting the wing tank wing tank.
switch to the ENGINE position and moving the
fuel selector switch to any position other than Installation of optional wing fuel tanks in-
NORM, thus opening the crossfeed valve. creases aircraft empty weight by 139 pounds.

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FUEL TRANSFER VALVE

LOW-PRESSURE
SWITCH CHECK VALVE
PRESSURE PUMP
REFUEL
WATER DRAIN SHUTOFF
VALVE
STA 247.50
EMERGENCY
SHUTOFF VALVE
FUSELAGE
TANK VENT
STRAINER
FILTER
STA 376.20
WING
T-FITTING TANK
FUEL FLOW VENT
STRAINER TRANSMITTER LIGHTING PROTECTION
DRAIN TUNNEL
WING STRUT
Figure 5-24. Wing Tanks
Figure 5-25. Wing Fuel Tank Controls and Figure 5-26. Wing Fuel Tank Controls
Indicators (Later Aircraft) (Early Aircraft)
WING TANK CONTROLS AND left wing and R ENGINE, OFF, and REFUEL
for the right wing. Two warning lights are pro-
INDICATIONS vided, labeled PUMP FAIL L TANK and PUMP
FAIL R TANK. The lights illuminate when fuel
Control panels are labeled WING FUEL output pressure from the wing fuel tank boost
TANKS. The switches on the panels are la- pumps drops (Figures 5-25 and 26).
beled L ENGINE, OFF, and REFUEL for the

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Two fuel quantity gauges are provided for the caps are provided for overwing fueling, how-
wing fuel system, one for each tank. The ever, this is inconvenient due to the height of
gauges are located adjacent to the wing fuel the wing above the ground (Figure 5-27).
tank controls, and are marked E, 1/4, 1/2, 3/4,
and F. A stick-on label on the face of each WARNING
gauge is marked, “F = 287 LBS,” referring
to the capacity of the tank when filled with Refueling of wing tanks should only
JP-4 fuel. To eliminate confusion that could be carried out during ground opera-
arise if different fuels were used, beginning tion. Refueling during flight is not
with aircraft serial number 541 11 , new la- permitted.
bels were adopted which read, “F = 37 IMP
GALS = 44 US GALS,” and the reference to
weight was deleted. To supply wing fuel to the engines, the wing
fuel tank switches are moved to the ENGINE
The wing fuel tank gauges are powered through position. The fuselage boost pumps should
two 7.5-amp circuit breakers located on the not be turned off. The wing fuel pumps have
overhead circuit-breaker panel, labeled WING a higher output pressure than the fuselage tank
FUEL CONT R, powered from the right DC boost pumps, and wing fuel will force its way
bus, and WING FUEL CONT L, powered from to the engine. If wing tank fuel supply should
the left DC bus. Note that unlike the main fuel fail or become exhausted, fuselage fuel pres-
gauges, which are AC powered, the wing fuel sure will assure an uninterrupted supply of
tank gauges are DC powered. fuel to the engines.
WING TANK REFUELING WING TANK OPERATIONS

The wing tanks are normally filled by using Prolonged operation of the wing fuel tank
the fuselage tank boost pumps to pump fuel boost pump without fuel will damage the
into the wing tanks while the aircraft is on pump. The wing fuel tanks should be used
the ground. To accomplish this, the fuselage based on the quantity of fuel displayed and the
boost pumps are selected on and the wing tank time anticipated to consume the fuel, rather
switches moved to the REFUEL position. This than by running the tank until the PUMP FAIL
procedure normally takes about 15 to 20 min- light illuminates.
utes to complete. Fuel will be pumped from the
fuselage tank to the wing tanks. Fuel filler It is good operating practice to note the fuel
quantity in the fuselage tanks prior to select-
ing the wing tanks to the ENGINE position,
and then recheck the quantity of the fuselage
tanks when the wing tanks are selected to OFF.
It is possible that in the event of a blockage
of the wing tank strainer, or partial pressure
loss from the wing tank pump, that a mixture
of fuel could be drawn from the wing and fuse-
lage tanks at the same time.
The fuel control panel switches, warning

lights, and fuel gauges have been located in a
number of areas. The initial panel position
was on the captain’s subpanel with the gauges
on the center console. A change made at air-
craft serial number 31112 relocated the controls
Figure 5-27. Wing Tank Fuel Cap to the parking brake pedestal, to move the

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wing fuel tank switches away from the pro- The pressure fueling components use the
peller overspeed governor test switch. A final same space occupied by the optional JB 1000
change made at aircraft serial number 771 13 air-conditioning unit (S.O.O. 6109), below
consolidated the wing tank controls, lights the rear cabin floor. It is not possible to in-
and gauges together on the center pedestal. stall JB 1000 air-conditioning and pressure-
fueling on the same aircraft.
Wing or fuselage fuel may be used in any se-
quence because the Twin Otter aircraft (in Installation of the pressure fueling system in-
normal operations at or below 12,500 lbs creases aircraft empty weight by 46 pounds.
AUW) is not limited by zero fuel weight. There
are, however, two important restrictions that PRESSURE FUELING
pilot should be aware of when operating air-
craft fitted with wing tanks. CONTROLS AND INDICATIONS
There is only one boost pump in each wing tank A system control panel is located on the right
and there is no backup system to move the side of the fuselage aft of the right cabin door.
fuel should the boost pump fail. For that rea- This allows ground crew to monitor the fuel-
son, wing tank fuel must be used prior to the ing procedure and stop the fueling operation
point of no return, if successful completion of at any desired level. Fuel is delivered from the
the flight requires the wing tank fuel. Aircraft pressure refuel connection point to cells 1 and
equipped with skis or floats are often subject 7, which are the same cells equipped with
to more impact forces during landing than filler caps. An automatic fuel shut off feature
wheel-equipped aircraft. Following investi- is installed to prevent continued fueling when
gation of an incident when a ski-equipped air- the number 1 and number 7 fuel cells are full.
craft with full wing tanks suffered a wing
collapse outboard of the wing strut after hit- The system includes a refueling adapter, re-
ting an ice ridge on landing, de Havilland is- fueling valves, overload test solenoid valves,
sued a restriction that wing tanks must be less overload float switches, level control valves
than half full when landing a float- or ski- and the refueling panel. The control panel
equipped aircraft. Although the manufacturer consists of two fuel quantity indicators show-
has not placed a similar restriction on wheel ing forward and aft fuel system cell levels
equipped aircraft, operators who plan to land with MASTER REFUEL, OVERLOAD TEST,
on very rough or unprepared surfaces would and FWD and AFT system switches. Warning
do well to consider the rationale behind the re- lights are installed indicating POWER ON
striction on float- and ski-equipped aircraft. and FUEL OVERLOAD conditions. The panel
is illuminated by post lighting.
OPTIONAL PRESSURE Fuel is transferred from the refueling adapter
FUELING SYSTEM to a common feed line directing fuel through
two solenoid refueling valves to the number
1 and number 7 fuel cells for the forward and
GENERAL aft tanks. A fuel level control valve and
overload float switch is installed in both
A pressure refueling system was made avail- cells to control overfilling. 40 psi of pres-
able by S.O.O. 6111 to provide simultaneous sure is required from the fuel supply truck
or independent filling of the fuselage fuel to refuel the aircraft when using the pressure
tank systems. Although the system worked fueling system.
well, the option added weight and cost to the
aircraft, and was not widely adopted. Pressure refueling receives power from the
hot battery bus, through a 5-amp circuit breaker

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BLENDER HOSE
FUEL ADDITIVE
O
FL
HI- IST
PR R)
(O -I-
L
MI 86
7 6
2
HANDLE
RING
TRIGGER
FUEL NOZZLE
Figure 5-28. Prist Blending Apparatus

located in the rear cabin bulkhead circuit- by lead contained in the Avgas. If you use
breaker panel labeled REFUEL. This power is Avgas, log the quantity used, and advise your
used for panel post lights and test/shut off maintenance technician.
solenoid valve operations. The fuel quantity
gauges use the 400-cycle, 115-volt AC system FUEL ADDITIVES
protected by 1-amp, or, after aircraft serial
number 428 14 , 0.5-amp fuses. Anti-icing additive conforming to specifica-
tion MIL-I-27686 (Prist) is an approved fuel
additive. It is not mandatory. If used, it must
FUEL REQUIREMENTS be in amounts not less than 0.06% and not to
exceed 0.15% by volume when soluble in jet
turbine fuel (Figure 5-28).
FUEL SPECIFICATION
Follow the manufacturer’s instructions care-
fully when adding the icing inhibitor during
Approved fuels for Twin Otter operations are refueling. Excessive concentrations of Prist
listed in Table 5-1, this chapter. Aviation gaso- can harm fuel tanks and seals. The additive
line (Avgas) may be used if no other fuel is should start flowing after fuel begins flowing
available. The engine must be overhauled after from the nozzle and stop before the flow stops.
the equivalent of 150 hours of use with Avgas, Figure 5-26 illustrates the proper way to add
due to sulfidation of the turbine blades, caused anti-icing additive to the fuel.

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QUESTIONS
1. During normal operation the 6. The function of the motive flow valve
e n g i n e – d r iv e n f u e l p u m p s r e c e i v e (ejector, jet pump) is to:
low–pressure fuel from: A. Supply low–pressure fuel to the en-
A. Gravity feed gines
B. The transfer pumps B. Transfer fuel from the wing tanks to
C. The boost pumps the fuselage tanks
D. Suction feed C. Transfer fuel between the forward and
aft fuselage tanks
2. Boost pump failure is indicated by the D. Transfer fuel within the fuselage tanks
respective: to keep the collector cells at a proper
level
A. FUEL LOW LEVEL light
B. BOOST PUMP PRESS light
7. Motive–flow fuel for the jet pumps is
C. BOOST PUMP FAIL light supplied by the:
D. LOW PRESS light
A. E x t e r n a l l y m o u n t e d i n – l i n e m o -
tive–flow pumps
3. The AFT FUEL LOW LEVEL light illu-
B. Extended–range wing fuel tank boost
minates when the aft fuel tank quantity is
pumps
approximately:
C. Engine high–pressure fuel pumps
A. 25 US gallons
D. Fuselage tank boost pumps
B. 44 US gallons
C. 75 pounds 8. When performing a fuel quantity gauge
D. 110 pounds test, the indications should be:
A. The gauge needles read actual fuel
4. The FWD FUEL LOW LEVEL light il- quantity, and then return to zero when
luminates when the forward fuel tank the button is released.
quantity is approximately:
B. The gauge needles fall to zero, and
A. 25 US gallons then return to actual fuel quantity
B. 44 US gallons when the button is released.
C. 75 pounds C. The gauge needles move to the near-
D. 110 pounds est 250 pounds, and then return to ac-
tual fuel quantity when the button is
5. All fuselage tank fuel quantity gauges released.
are: D. T h e g a u g e n e e d l e s m o v e t o 2 5 0
pounds, and then return to actual fuel
A. AC powered
quantity when the button is released.
B. DC powered
C. AC and DC powered
D. DC powered on the Series 100/200
and AC powered on the Series 300

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9. The extended–range fuel gauges are 11. On all but the earliest aircraft, number 2
marked in: boost pumps operate:
A. Quarters of a tank from empty to full A. Only upon failure of number 1 pumps
B. Pounds B. Only upon failure of number 1 pumps
C. US gallons or when turned on manually
D. Imperial gallons C. At all times when the boost pump
switches are placed to FWD and AFT
10. With the FUEL SELECTOR positioned to D. Only when turned on manually after
NORM, the fuel sequence is: failure of number 1 pumps
A. Aft tank to forward tank to both en-
gines 12. During normal operations (not crossfeed):
B. Forward tank to aft tank to both en- A. The aft tank supplies the left engine,
gines and the forward tank supplies the right
C. Aft tank to left engine, forward tank engine
to right engine B. Both engines drain fuel from both
D. Aft tank to right engine, forward tank tanks
to left engine C. Four boost pumps are functioning
D. Changeover will take place automat-
ically if one tank runs empty.
13. Wing Tank Fuel

A. Should be used prior to PNR
B. Is more susceptible to water infiltra-
tion than fuselage fuel, and should be
tested during taxi
C. May, if necessary, be crossfed to the
opposite side
D. All of the above

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ENDNOTES
1 S.O.O. 6095
2 Mod 6/1498
3 Refer to FLIGHT MANUAL supplements.
4 SFAR 23 Mod 6/1375 (S/B 6/211 Rev B)
5 Mod 6/1169 (S/B 6/356)
6 Mod 6/1475
7 Mod 6/1044 (S/B 6/50 and M/B 1044)
8 S.O.O. 6159 (S/B 6/300)
9
Mod 6/1229 (S/B 6/231)
10
Mod 6/1398 (S/B 6/261)
11
Mod 6/1627, for aircraft with wing fuel tanks installed.
12
Mod 6/1421
13
Mod 6/1723
14
Mod 6/1388 (S/B 6/263 Rev 3)

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The information normally contained in this chapter is
not applicable to this particular aircraft.


CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
PT6A ENGINE........................................................................................................................ 7-1
Terminology..................................................................................................................... 7-1
General............................................................................................................................. 7-2
History.............................................................................................................................. 7-4
Flat-Rating ....................................................................................................................... 7-4
ENGINE SECTIONS .............................................................................................................. 7-4
Air Inlet ............................................................................................................................ 7-5
Compressor ...................................................................................................................... 7-5
Combustion Chamber....................................................................................................... 7-8
Turbines............................................................................................................................ 7-8
Exhaust............................................................................................................................. 7-9
Reduction Gear ................................................................................................................ 7-9
Chip Detector................................................................................................................. 7-11
Accessory Gearbox ........................................................................................................ 7-12
ENGINE SUBSYSTEMS ..................................................................................................... 7-12
Nacelles and Intake Deflectors ...................................................................................... 7-12
Oil System...................................................................................................................... 7-15
Fuel System.................................................................................................................... 7-18
Ignition System .............................................................................................................. 7-22
Engine Instrumentation.................................................................................................. 7-23


Engine Maintenance ...................................................................................................... 7-27

Engine Condition Trend Monitoring ............................................................................. 7-28
ENGINE STARTING ............................................................................................................ 7-28
Ground Starting.............................................................................................................. 7-28
Air Starting .................................................................................................................... 7-30
ENGINE LIMITATIONS ...................................................................................................... 7-30
General........................................................................................................................... 7-30
Understanding Temperature Limitations ....................................................................... 7-30
Takeoff and Maximum Continuous Single Engine........................................................ 7-31
Maximum Climb and Maximum Cruise........................................................................ 7-33
Idle ................................................................................................................................. 7-33
Starting........................................................................................................................... 7-33
Acceleration ................................................................................................................... 7-32
Reverse........................................................................................................................... 7-34
CALCULATING AND SETTING ENGINE POWER ......................................................... 7-34
Takeoff, Climb, and Cruise Power Settings ................................................................... 7-34
Engine Performance Margins ........................................................................................ 7-35
Single-Engine Power Setting ......................................................................................... 7-35
Reduced Power Takeoffs................................................................................................ 7-35
POWERPLANT CONTROL.................................................................................................. 7-37
General........................................................................................................................... 7-37
Fuel Levers..................................................................................................................... 7-37
Propeller Levers ............................................................................................................. 7-37
Power Levers.................................................................................................................. 7-38
RESET PROPS Indication ............................................................................................. 7-38
Friction Control.............................................................................................................. 7-39


PROPELLER......................................................................................................................... 7-39
General........................................................................................................................... 7-39
Operating Principles ...................................................................................................... 7-39
Beta Range..................................................................................................................... 7-46
PROPELLER MODES OF OPERATION ............................................................................ 7-47
Beta Control Mode......................................................................................................... 7-47
Constant-Speed Mode.................................................................................................... 7-47
Approach Beta Mode ..................................................................................................... 7-47
Reversing Mode ............................................................................................................. 7-49
Reverse to Idle Mode..................................................................................................... 7-49
PROPELLER SUBSYSTEMS .............................................................................................. 7-49
Beta Backup System ...................................................................................................... 7-49
Propeller Blade Latches ................................................................................................. 7-52
Overspeed Governor ...................................................................................................... 7-55
Autofeather System........................................................................................................ 7-56
Propeller Synchronizer .................................................................................................. 7-58
Governors....................................................................................................................... 7-60
LIMITATIONS ...................................................................................................................... 7-62
QUESTIONS ......................................................................................................................... 7-63
ENDNOTES .......................................................................................................................... 7-65


ILLUSTRATIONS
Figure Title Page
7-1 PT6A-27 Engine on Workstand................................................................................ 7-3
7-2 Optional 4-Bladed Propeller..................................................................................... 7-3
7-3 Free-Turbine Engine................................................................................................. 7-3
7-4 Operating Principles ................................................................................................. 7-3
7-5 Major Sections.......................................................................................................... 7-4
7-6 Air Inlet .................................................................................................................... 7-5
7-7 Compressor (Cutaway)............................................................................................. 7-5
7-8 Compressor Efficiency ............................................................................................. 7-6
7-9 Compressor Bleed Valve .......................................................................................... 7-6
7-10 Compressor Bleed Valve Operation ......................................................................... 7-7
7-11 Combustion Airflow ................................................................................................. 7-8
7-12 Engine Exhaust......................................................................................................... 7-9
7-13 Reduction Gear....................................................................................................... 7-10
7-14 Torquemeter Operation .......................................................................................... 7-11
7-15 Chip Detector ......................................................................................................... 7-11
7-16 Aft View of Engine on Workstand ......................................................................... 7-12
7-17 Intake Deflector Operation..................................................................................... 7-13
7-18 Intake Deflectors and Exit Doors ........................................................................... 7-14
7-19 Intake Deflector Switch.......................................................................................... 7-14
7-20 Intake Deflector Actuator....................................................................................... 7-14
7-21 Intake Deflector Position Indicators....................................................................... 7-15
7-22 Oil System Operation............................................................................................. 7-15
7-23 Oil Dipstick Markings............................................................................................ 7-15


7-24 Oil Service Door .................................................................................................... 7-15

7-25 Fuel Heater ............................................................................................................. 7-17
7-26 Oil Cooler Installation—Series 300 ....................................................................... 7-17
7-27 Oil Cooler Air Exit Duct ........................................................................................ 7-17
7-28 Engine Oil Vent Outlet ........................................................................................... 7-18
7-29 Fuel System Operation—PT6A-27 Engines .......................................................... 7-19
7-30 Fuel System Operation—PT6A-20 Engines .......................................................... 7-19
7-31 High-Pressure Fuel Pump and FCU....................................................................... 7-20
7-32 Flow Divider and Fuel Nozzles.............................................................................. 7-21
7-33 EPA Canister .......................................................................................................... 7-21
7-34 Ignition and Glow-Plug Switches .......................................................................... 7-23
7-35 High-Energy Ignition Exciter Box ......................................................................... 7-24
7-36 Engine Instrument Panel ........................................................................................ 7-24
7-37 Torque and T5 Gauges............................................................................................ 7-24
7-38 T5 Thermocouple Probes ....................................................................................... 7-25
7-39 Gas Generator (NG) Gauge .................................................................................... 7-26
7-40 Oil Pressure Gauge................................................................................................. 7-26
7-41 Low Oil Pressure Caution Lights ........................................................................... 7-27
7-42 Oil Temperature Gauge .......................................................................................... 7-27
7-43 Fuel Flow Gauge .................................................................................................... 7-27
7-44 Trend-Monitoring Printout..................................................................................... 7-29
7-45 Temperature Limitations—Starting Conditions Only (PT6A-27) ......................... 7-31
7-46 Temperature Limitations—Other Than Starting (PT6A-27).................................. 7-32
7-47 Engine Torque Computers...................................................................................... 7-34
7-48 Overtorque Limits—All Conditions ...................................................................... 7-36
7-vi FOR TRAINING PURPOSES ONLY Revision 2


7-49 Engine Controls...................................................................................................... 7-37

7-50 RESET PROPS Caution Light ............................................................................... 7-39
7-51 Three-Bladed Propeller .......................................................................................... 7-39
7-52 Propeller Tie........................................................................................................... 7-39
7-53 Propeller Control Components............................................................................... 7-40
7-54 Propeller Governor—Oil Control........................................................................... 7-40
7-55 Propeller Operation ................................................................................................ 7-41
7-56 Propeller Range of Operation................................................................................. 7-41
7-57 Propeller—Beta Range........................................................................................... 7-42
7-58 Propeller—Slight Underspeed ............................................................................... 7-43
7-59 Propeller—Slight Overspeed ................................................................................. 7-44
7-60 Propeller—Significant Overspeed.......................................................................... 7-44
7-61 Propeller—Onspeed ............................................................................................... 7-45
7-62 Beta Range Control—PT6A-20 Engines ............................................................... 7-48
7-63 Beta Reverse and Beta Backup Valves................................................................... 7-50
7-64 Propeller Beta Backup Valve Operation—Electrical Flow Schematic .................. 7-50
7-65 Beta System Lights ................................................................................................ 7-52
7-66 Beta System Test Switches..................................................................................... 7-52
7-67 Beta Microswitch ................................................................................................... 7-53
7-68 Zero Thrust Markings ............................................................................................ 7-54
7-69 Propeller Overspeed Governor............................................................................... 7-55
7-70 Propeller Governor Test Switch ............................................................................. 7-56
7-71 Autofeather Switch................................................................................................. 7-57
7-72 Autofeather System—Armed................................................................................. 7-59
7-73 Autofeather System—Testing ................................................................................ 7-59
Revision 2 FOR TRAINING PURPOSES ONLY 7-vii

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7-74 Autofeather System—Engine Failure .................................................................... 7-60

7-75 Propeller Synchronizer Operation.......................................................................... 7-60
7-76 NF Governor Reset Arm (PT6A-27) ...................................................................... 7-61
TABLES
Table Title Page
7-1 PT6A-27 Engine Limitations ................................................................................. 7-30
7-2 PT6A-20 Engine Limitations ................................................................................. 7-31
7-3 Propeller Terminology ........................................................................................... 7-39
7-4 Beta Reverse and Backup Valve Differences ......................................................... 7-50
7-viii FOR TRAINING PURPOSES ONLY Revision 2

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CHAPTER 7
POWERPLANT
#1 DC
GEN
INTRODUCTION
This chapter describes the powerplant installed on the de Havilland DHC-6 Twin Otter
Series 100, 200, and 300 aircraft. The information presented primarily describes the PT6A
27 engine installed in the Series 300 aircraft.Where significant differences exist between
the PT6A-27 and PT6A-20 engines, additional information is presented.
The chapter describes the engine and engine-related systems and the propeller and re-
lated systems. Optional systems are also described.
All values expressed (such as rpm, temperature, pressure, and flow) are used only for
their illustrative meanings. Actual values must be obtained from the approved manuals
issued by the manufacturer.
PT6A ENGINE Station Numbers and Symbols

Station numbers are assigned to the aircraft
TERMINOLOGY fuselage allowing reference to a certain area
with precision. The PT6A engine also uses
Like many other technical subjects, gas turbine station numbers for reference to certain areas
engines have their own particular nomenclature, of the engine with greater precision. The num-
which can be overwhelming at first. The fol- bers used for the engine are sequential, rather
lowing terms are used throughout this chapter. than being measurements.

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Engine station 1 is the air inlet. Station 2 is the at full power, equivalent to another 35 SHP.
entry to the compressor, and station 3 is the exit Therefore, it produces 680 SHP or 715 ESHP.
from the compressor. Station 2.5 is between sta-
tion 2 and 3, and refers to the area between the Annular simply means round, in the sense of
axial compressor and the centrifugal com- making a full 360° circle. A donut or inner tube
pressor. Station 5 is between the compressor is annular in shape. Plenum refers to an air
turbine wheel and the power turbine wheel. chamber. Axial refers to the direction of move-
Station numbers 4, 6, and 7 are used, but they ment being in a straight line, usually fore and
are not discussed in this chapter. aft, as opposed to centrifugal movement, which
is spinning outward through 360°. The terms
Symbols are also used as a form of shorthand. “compressor” and “gas generator” are often
“P” refers to pressure, “T” to temperature, and used interchangeably. They both refer to the
“N” to rotational speed. The subscripted let- rear portion of the engine.
ters “ F ,” “ G ,” and “ P ” refer to fuel, the gas gen-
The engine model number, PT6A-27, may be
erator, and the propeller, respectively. “N F ” is
decoded as follows. PT means propeller tur-
sometimes used to refer to the power turbine
bine, as opposed to, for example, an ST (shaft
speed; although, this is uncommon on the PT6A
turbine) version of the engine used for indus-
engines, since propeller speed (N P ) and power
trial purposes. The number 6 indicates the en-
turbine speed (N F ) are directly proportional.
gine family series. The letter A indicates a
two- stage reduction gearbox. The specific en-
Symbols and letters are often combined. N G
gine model numbers are 27 or 20.
refers to gas generator rotational speed, which
is almost always referred to as a percentage,
rather than an actual rpm. T 5 refers to tem- GENERAL
perature at station 5. P 3 refers to air pressure
Twin Otter aircraft are powered by two PT6A
at station 3.
turboprop engines manufactured by Pratt &
Whitney of Canada Limited. The engines are
Percentages used to describe gas generator
very lightweight, weighing about 330 pounds
speed (N G ) and propeller speed (N P ) are nom-
each, not counting the propeller or engine ac-
inal. On the PT6A-27 engines, the red line for
cessories (Figure 7-1).
N G is 101.5% and the redline for N P is 96%.
By itself, 100% is not a significant speed or The engine drives a Hartzell three-bladed con-
limitation. stant-speed propeller providing full feather-
ing capabilities and Beta (ß) mode control for
Maintenance technicians refer to engine ground handling. Four-bladed propellers were
flanges (where two engine sections are joined not fitted at the factory, but have been available
together) by letters. However, this level of de- since the late 1980s by STC refit (Figure 7-2).
tail is beyond the scope of this chapter.
The left and right engines are identical and can
Miscellaneous Terms be interchanged. Both propellers rotate in a
clockwise direction, when viewed from the rear.
Shaft horsepower (SHP) is the power output of the This makes the left engine the critical engine.
engine measured at the propeller hub (the shaft).
All small PT6A engines are similar. The PT6A
Equivalent shaft horsepower (ESHP) is SHP plus is a lightweight gas turbine engine consisting
the value, equivalent to horsepower, of the jet blast of a gas generator section and a power turbine
created by the engine exhaust when the engine is section. These two sections are aerodynami-
operating at full-rated power. The PT6A-27 en- cally coupled. There is no mechanical cou-
gine exhaust creates 87.5 pounds of jet thrust pling, hence the designation free turbine.
Figure 7-3 illustrates this principle.

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Figure 7-1. PT6A-27 Engine on Workstand

is located at the rear of the engine. It consists
of a three-stage axial compressor followed by
a single-stage centrifugal compressor. These Figure 7-3. Free-Turbine Design
two compressors, axial and centrifugal, are as-
sembled as an integral unit on the same shaft
and are driven by a single- stage turbine, the
compressor turbine.
The second section, or power section, is located

at the front of the engine. It consists of a sin-
gle-stage power turbine which drives the pro-
peller through a two-stage planetary reduction
gearbox. The power turbine rotates in the op-
posite direction to the compressor turbine.
Figure 7-2. Optional 4-Bladed Propeller
One of the features of the PT6A engine is re-
There are a considerable number of advan- verse airflow. Figure 7-4 illustrates the airflow.
tages to the free-turbine design. Only the rear Between the inlet and the exhaust, the air will
half of the engine needs to be turned to start undergo four complete flow reversals. The re-
the engine. The propeller speed can be adverse flow design provides protection against
justed independently of the gas generator foreign object damage (FOD) by using iner-
speed. Hot section inspections can be per- tial particle separation. The design also al-
formed without removing the entire engine lows for a much shorter, lighter-weight engine.
from the wing and, in the case of a propstrike, LEGEND
often only the forward section of the engine Air enters the engine through an annular inlet INLET AIR COMPRESSOR OUTLET AIR EXHAUST AIR
needs to be overhauled. at the rear. It is compressed, then enters the
COMPRESSOR AIR COMBUSTION AIR
combustion chamber where fuel is injected.
In the small PT6A engine series (-6 to -34 mod- When the mixture ignites, the expanding gases Figure 7-4. Engine Airflow
els), the compressor section, or gas generator, pass over the compressor turbine, providing
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power to drive the compressor; then, the gases the pilot must not at any time extract more than
pass over the power turbine, providing power 620 SHP.
to drive the propeller. The burned gases then
exhaust to atmosphere through two exhaust Single-engine minimum control speed (V MC )
ducts, one on each side of the engine. has been calculated with one engine feath-
ered and the other producing 620 SHP. V MC
HISTORY would rise if more than 620 SHP was pro-
duced by the functioning engine with the other
ACCESSORY
Production of the PT6A family of free tur- engine shut down.
GEAR
bine engines began in 1964. The first certified
engine was the 450 SHP PT6A-6. The PT6A- There are several advantages to flat-rating the
AIR INLET
27 engine entered service in October 1965. engine. The primary advantage is that available
Since then, the output of PT6A series engines engine power does not begin to fall off imme-
has greatly increased, with relatively little diately when ambient temperature rises above
COMPRESSOR
change visible from the outside of the engine. ISA or when pressure altitude is above sea
For example, the PT6A-50 engine used in the level. The PT6A-27 engine in the Twin Otter
de Havilland Dash 7 is rated at 1,120 SHP. will produce 620 horsepower up to ISA +18°
at sea level. A secondary advantage is that
During the early stages of Twin Otter prototype there is more T5 margin available with take-
development, the aircraft was fitted with PT6A- off power set.
Figure 7-5. Major Sections

6 engines. The PT6A-20 engine was selected
COMBUSTOR
for the first five Series 1 aircraft (serial num- Some Twin Otter aircraft have been modified
bers 1 to 5) and later retained for the series in the field by STC and equipped with PT6A-
100/200 aircraft. The PT6A-27 was installed 28 or PT6A-34 engines for hot-and-high op-
in all Series 300 aircraft. Some Series 200 air- erations. Although these engines can produce
TURBINE
craft have been refitted with PT6A-27 engines. greater SHP at sea level, aerodynamic and
structural considerations require that they also
be flat-rated to 620 horsepower.
FLAT-RATING
ENGINE SECTIONS
EXHAUST
The PT6A-20 engines used in the series 100

and 200 aircraft provides 550 SHP at ISA con-
ditions. Whenever air density is less than ISA In this chapter, the PT6A engine (Figure 7-5)
conditions, such as during hot weather or at is divided into seven major sections:
airports located above sea level, available SHP
will be less than 550. • Air inlet
• Compressor
Pratt & Whitney rates the PT6A-27 engine at
680 SHP. If you were to install this engine in • Combustor
an aircraft other than a Twin Otter and if struc-
REDUCTION
tural and aerodynamic conditions permitted, • Turbine

GEAR
you could extract the full 680 SHP for take-

off and cruise, without damaging or reducing • Exhaust
the life of the engine.
• Reduction gear
The PT6A-27 engine was installed in the Twin
Otter airframe which was originally de- • Accessory gear
signed for the 550-SHP PT6A-20 engine.
Although the airframe was suitably strength-
ened and modified to accept the more power-
ful PT6A-27 engine, de Havilland deliberately
flat-rated the engine to 620 SHP, meaning that
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AIR INLET compressor supplies air for combustion, bear-

ing seal pressurization, engine cooling, and
The air inlet (Figure 7-6) is located at the rear airframe pneumatic services. It is a highly ef-
of the engine. A mesh screen (fine or coarse) ficient air pump, which moves 6.5 pounds of
is installed on the engine inlet to prevent entry air per second when operating at takeoff power.
of large foreign objects in the airflow that could
damage the compressor stator or rotor blades. The compressor rotor assembly consists of
three axial stages and a single-stage cen-
A fine-mesh screen was initially recommended trifugal impeller. Figure 7-7 shows a cutaway
by Pratt & Whitney for use in desert conditions. of the compressor.
The fine-mesh inlet screen should only be in-
stalled based on operating experience and if The first-stage rotor blades are titanium ,
it is found that the compressor stator and rotor which provide greater resistance to foreign
blades are showing severe signs of erosion. The object damage, while the second and third
fine screen is more susceptible to blockage due stage rotor blades are stainless steel with cad-
to ice buildup on the screen. mium plating. The axial compressor blades
are installed into dovetail grooves machined
The airflow makes a 180° directional change in the disk rims. The clicking noise often heard
as it enters the inlet. Centrifugal separation due when the engine is shut down is caused by the
to the abrupt change in direction prevents limited clearance between the blade root and
small particles from entering the engine. the disk blade dovetail grooves.
The air inlet consists of a circular aluminum Fore and aft movement of the blades is pre-
alloy casting with the front section forming a vented by spacers between the rotor disks.
plenum for the passage of inlet air to the com- The centrifugal compressor impeller is bolted
pressor. The rear section is a hollow compart- to the axial compressor assembly to form an
ment which forms the front section of the oil integral unit. The combined axial and cen-
tank. Heat from the oil in the tank helps pre- trifugal compressor assembly and the com-
vent ice buildup on the rear portion of the inlet. pressor turbine wheel is supported by roller and
thrust bearings.
COMPRESSOR Stator vanes are provided to smooth out the
The compressor receives air from the air inlet airflow before it reaches each stage of the
and progressively increases air pressure. The axial compressor. All three stages of stator
Figure 7-6. Air Inlet Figure 7-7. Compressor (Cutaway)

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vanes are made of stainless steel. Rotation of speeds. The compressor bleed valve is not to
the stator blades is prevented by slots and lugs be confused with bleed air supplied for air-
in the assembly.The compressor rotates at ex- frame services such as heating and deicing.
tremely high speeds: 100% N G is equal to
37,500 rpm. At idle, the compressor is rotat- Operation
ing at approximately 19,500 rpm.
The compressor bleed valve opens at low
An air outlet at station 3 on the compressor is power settings and closes as power is in-
the pressure source to power aircraft systems creased. This operation is automatic and re-
such as pressure instruments, airframe deic- quires no pilot action.
ing, H14 pneumatic autopilot, aircraft heat, and
the engine intake deflector system. Air sup- The compressor bleed valve is located on the
ply for all of the previously mentioned func- bottom of the gas generator case (Figure 7-9).
tions, except the intake deflectors, pressure It consists of a piston valve operating within
instruments, and autopilot is controlled by an open housing. The free moving piston is
the switches labeled BLEED AIR in the flight supported by a guide pin. The valve operates
compartment. Air supply for the intake de- automatically by comparing compressor P 2.5
flectors is always available, regardless of the
position of the BLEED AIR switch. The com-
pressor also supplies P 3 air to operate the en-
gine’s own compressor bleed valve and fuel
control unit (FCU).
Air leaving the compressor, prior to combus- OUTPUT

tion, has a nominal pressure of 103 psi and a
nominal temperature of 280°C at takeoff
power, under ISA conditions. L
IA
AX
AL
G
Compressor Bleed Valve FU
TRI
CEN
General
52% RPM 100%
The axial compressor is more efficient at lower
power settings than the centrifugal compres- Figure 7-8. Compressor Efficiency
sor (Figure 7-8). Because of this, the axial
compressor could supply more air to the cen-
trifugal compressor than the centrifugal com-
pressor could accept. If this was allowed to
happen, the back pressure that would be cre-
ated between the axial and centrifugal com-
pressors would disrupt the smooth flow of air
over the axial compressor blades. The axial
compressor blades, which are miniature air-
foils, would then stall. The result of the stall
would be a complete breakdown of the smooth
airflow through the engine.
To avoid this, an automatic compressor bleed

system is incorporated. This bleed system
automatically dumps excess output from the Figure 7-9. Compressor Bleed Valve
axial compressor to atmosphere at low engine

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(axial compressor output) and P 3 (centrifugal Generally speaking, the compressor bleed valve
compressor output) differential air pressure. will be fully closed when the engine has stabi-
Figure 7-10 illustrates the air pressures which lized at or above 80 to 85% N G . Variations in
operate the compressor bleed valve. If the axial ambient conditions and compressor conditions
compressor output pressure is greater than the make it difficult to specify an exact N G value.
centrifugal compressor output, the valve will
open, reducing axial pressure output until it Malfunctions
matches what the centrifugal compressor can
accept. At higher engine speeds, when the cen- Occasionally, the bleed valve will fail to close
trifugal compressor is operating at peak effi- when it should. This problem would not be de-
ciency, the valve closes to ensure that all of the tected during startup and taxi, because the
axial compressor air is supplied to the cen- bleed valve is normally open throughout the
trifugal compressor. lower engine speeds. When takeoff power is
set, the first indication of a problem will be the
The bleed valve falls open due to gravity when inability to achieve calculated torque due to
the engine is shut down. It is normally open the continued dumping of compressor air be-
at idle and taxi speeds, and closed when the fore it reaches the combustion chamber. As fur-
engine is operating at cruise or takeoff power ther power is applied in an effort to achieve the
settings. The Flight Manual recommends sta- desired torque, engine T 5 temperature will
bilizing engine speeds at 85% N G for 5 sec- rise above normal values in response to the in-
onds prior to applying takeoff power, allowing creased fuel flow.
the compressor bleed valve to smoothly close
and thus ensuring stabilized airflow in the
compressor before full power is applied.
P2.5
PISTON
INTERSTAGE GAS GENERATOR
P3 AIR
COMPRESSOR CASE
DISCHARGE AIR
SPRING PIN
DISCHARGE
HOUSING TO ATMOSPHERE
ROLLING DIAPHRAGM
PRIMARY
ORIFICE
COVER
FINAL
LEGEND ORIFICE
P3 AIR
P2.5 AIR
CONTROL AIR
AMBIENT AIR
Figure 7-10. Compressor Bleed Valve Operation

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With the bleed valve stuck open, calculated burned and unburned air ensures that gases
torque cannot be achieved. Compressor rotation leaving the combustor are cooled to a tempera-
speed (N G ) will be higher than normal, because ture which the compressor turbine can tolerate.
the compressor is being unloaded due to the air
being discharged to the atmosphere between the Only about 25% of the air entering the en-
axial and centrifugal compressor. If the problem gine inlet is actually burned. The majority
is not noticed and a takeoff is attempted, a com- of the air is used for cooling, sealing, con-
pressor overspeed may well occur, necessitating trol purposes, or other airframe purposes
a very expensive engine overhaul. such as heating or deicing.
The problem cannot be corrected by the pilot,

the only alternative is to return to the hanger and
TURBINES
have maintenance action performed. Usually, the The engine contains two turbines, one to drive
problem can be corrected easily at the hanger the compressor and one to drive the power
by the maintenance technician. section and propeller. A guide vane before
each turbine directs the expanding gas flow at
If the valve sticks closed and fails to open the optimum angle towards the turbine vanes.
when engine speed is reduced, a compressor The turbines rotate in opposite directions,
stall will occur. This is recognized by loud eliminating torsional load buildup and P-fac-
banging noises from within the compressor tor. Compressed air escaping through seals
area. The noise is caused by disruption of the and flanges cools the forward and aft faces of
airflow within the compressor. This condi- both turbine disks.
tion—the bleed valve sticking closed, and the
resultant compressor stall—is extremely rare
on the PT6A engine series.
COMBUSTION CHAMBER
The combustion chamber is physically sup-
ported within the engine by two glow plugs (or COMBUSTION
spark igniters 1, if optional spark ignition is in- CHAMBER
stalled) and the 14 fuel nozzles.
GLOW PLUG
COOLING
The combustion chamber is an annular cham- AIR PASSAGE
ber with perforations of varying shapes and GAS GENERATOR CONNECTOR FROM
sizes. The air flowing forward from the com- CASE OUTPUT BOX
pressor is turned aft 180° in the combustor. LEGEND
Pressurized air mixed with fuel from the noz- COMPRESSOR DISCHARGE AIR
zles ignites, and the resulting expanding gases
are directed rearwards into the exit duct, where COMBUSTION GASES
the gas flow is again completely reversed to EXHAUST GASES
flow forward through the compressor turbine
inlet guide vanes to the compressor turbine. Figure 7-11. Combustion Airflow
Some air near the fuel nozzle ports burns, while

most air provides a cooling air layer adjacent to
the combustor walls to keep the flame away
from the walls (Figure 7-11). The mixing of the

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The compressor turbine is a single-stage, axial-

flow, impulse-reaction turbine, rotating within
a shroud housing. Two-thirds of the energy pro-
duced by the engine is used to turn the com-
pressor, and only one third is delivered to the
propeller by the power turbine.
There is no mechanical connection between the

power turbine shaft and the compressor turbine
shaft. All of the power is transmitted by the
hot gas. The two turbines are about 3 inches
(8 cm) apart. The shafts on which they rotate
have a clearance of less than 1/4 of an inch (5
mm) from each other.
The power turbine is also a single-stage tur- PT6A-20

bine. The power turbine drives the reduction
gearbox, which drives the propeller. A con-
tainment ring is installed around the power tur-
b i n e . I f a t u r b i n e b l a d e b r e a k s o ff , t h e
containment ring will ensure that the blade
does not penetrate the engine casing, nacelle
or fuselage. The forward end of the power tur-
bine shaft is connected to the first-stage re-
duction gear mechanism.
EXHAUST
The engine exhaust duct consists of a heat-re-
sistant nickel alloy duct with two exhaust out-
lets, one on either side of the engine. The PT6A-27
exhaust outlets are provided by de Havilland,
not Pratt & Whitney, and are designed to re- Figure 7-12. Engine Exhaust
cover as much energy as possible in the form
of jet thrust from the exhaust gases. REDUCTION GEAR
Early series 100 and 200 aircraft fitted with The reduction gear (Figure 7-13) consists of
PT6A-20 engines can be recognized by the two planetary reduction gears connected by a
small stub exhaust stacks used (Figure 7-12). flexible coupling to dampen oscillations. The
Due to the increased exhaust gas temperature power turbine shaft provides the input to the
of the PT6A-27 engine, a titanium plate 2 was rear planetary assembly. The planet carrier of
installed below the exhaust stub to direct the the forward reduction gear provides the out-
exhaust gases away from the nacelle. Beginning put to the propeller shaft. The direction of ro-
with aircraft serial number 279, a redesigned tation (rearview) is clockwise.
and much larger “fingernail” exhaust stack 3
was installed to direct the exhaust gas away The function of the reduction gear assembly
from the nacelle structure (Figure 7-12). is to convert the high rpm/low torque input

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ter and supplied to a gauge in the flight com-

partment which is calibrated in psi.
Since the torque oil pressure gauge indicates

pressure above ambient, the indicated pressure
would decrease in proportion to altitude in-
crease. To offset this, gearcase pressure is
also sensed by the transmitter. Therefore, the
actual pressure sensed by the torquemeter
transmitter is the difference between torqueme-
ter and gearcase pressure, thus providing an
accurate indication of the actual power sup-
plied to the propeller.
Figure 7-13. Reduction Gear Figure 7-14 illustrates operation of

the torquemeter.
from the power turbine to high torque/low
rpm power for the propeller. The reduction
ratio is 15:1. When the power turbine is ro-
tating at a typical cruise setting of 76% N P , it
is turning at 25,080 rpm, and the propeller is
turning at 1,672 rpm. A tachometer is installed
on the side of the reduction gearbox to provide
indication of propeller speed (N P ).
Torquemeter
A torquemeter is installed in the rear reduc-
tion gear assembly. The unit consists of a
cylinder, piston, valve plunger, and a spring.
Oil is supplied to the cylinder at a relatively
constant pressure by the engine oil pump. A
ring gear, which has straight-cut teeth on the
inside and helical-cut teeth on the outside,
moves the piston in and out of the cylinder.
Any rotation of the ring gear is resisted by he-

lical splines in the gearcase, which causes a
fore-and-aft movement of the ring gear against
the torque piston.
The ring gear does not rotate beyond a few de-

grees in either direction; however, it has some
axial (fore and aft) motion. It is, therefore, a
reaction member, reacting to applied torque.
The ring gear fore and aft motion moves the
torquemeter piston, which moves the valve
plunger against the spring, and allows oil to
flow into the torquemeter cylinder until the
pressure is proportional to the applied torque.
The torque pressure is sensed by a transmit-

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26-VAC TRANSMITTER
PSI LEGEND
AMBIENT
CASE
PRESSURE OIL PRESSURE
RING GEAR
HELICAL ELECTRICAL POWER
ENGINE OIL
PRESSURE HELICAL GEAR
PISTON
POWER TURBINE SHAFT PROPSHAFT
TORQUEMETER
CHAMBER
Figure 7-14. Torquemeter Operation

CHIP DETECTOR
A chip detector is provided on PT6A-27 en-
gines. The chip detector is a magnetic plug in-
stalled in the forward end of the engine, under
the reduction gearbox (Figure 7-15). Metal
fuzz and ferrous metal particles adhere to the
magnetic plug. The plug is removed and ex-
amined at regular intervals by maintenance
personnel. Any metal particles found on the
magnet provide an early warning of possible
engine breakdown.
The chip detector in other models of aircraft

may be connected to a light on the annuncia-
tor panel to provide crew indication of metal
particles in the oil; however, the chip detec-
tors installed in the Twin Otter do not include
wiring to operate a warning light. Figure 7-15. Chip Detector

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ACCESSORY GEARBOX engine on a workstand, with all accessories in-

stalled on the accessory gearbox.
The accessory gearbox is housed in a case at
the rear end of the engine. The accessory gear-
box consists of two magnesium castings bolted
together. The forward casting forms an oil- ENGINE SUBSYSTEMS
tight diaphragm between the oil tank com-
partment and the accessory gearbox. The di-
aphragm provides support for the oil pump NACELLES AND INTAKE
and pressure relief valve. The rear casting DEFLECTORS
forms the gearbox housing and provides mount-
ing pads for auxiliary equipment such as the The engines are tightly cowled in streamlined
starter generator, oil pressure and scavenge nacelles. The nacelle air inlet is located on the
pumps, engine fuel pump, fuel control unit lower forward face of the nacelle.
(FCU), and the compressor (N G ) tachometer.
An engine inertial deflector system is installed
Extra drive pads are provided for optional op- in each engine lower cowling to prevent snow
erator accessories. Normally, there are two and ice from entering the engine. The system
unused drive pads on the Twin Otter aircraft. includes a retractable deflector which, when
Figure 7-16 shows an aft view of a Twin Otter extended, deflects heavier particles away from
the engine inlet to an exit door at the rear of
the nacelle. The exit door is connected to the
deflector mechanism by a cable and opens and
shuts as the deflector extends or retracts.
When the intake deflector is extended, air is

forced to make a very sharp turn to enter the com-
pressor. Liquid droplets, ice crystals, snowflakes,
and sand particles tend to maintain their origi-
nal high velocity paths and discharge overboard
through the exit door at the rear of the nacelle.
Figure 7-17 illustrates airflow through the na-
celle when the deflector is extended.
Ice particles may form during visible moisture

conditions below 5°C. De Havilland recom-
mends that the intake deflector be extended
whenever the aircraft is being operated in vis-
ible moisture at or below 5°C. The intake de-
flectors are an anti-ice system, not a deice
system, and should be extended before enter-
ing icing conditions.
Figure 7-16. Aft View of Engine on

Workstand

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BELL CRANK SCREEN
CABLE
GUIDE
EXIT
DUCT
DOOR
MICRO
SWITCH
AIRF
LOW
INTAKE DEFLECTOR
MICROSWITCH DOOR RETURN

SPRING
LOWER COWLING LINKAGE
CABLE OIL COOLER
OIL COOLER
AIR OUTLET
Figure 7-17. Intake Deflector Operation
The reduction in engine efficiency when de- Operation and Control

flectors are extended is caused by the loss of
ram air pressure within the nacelle when the The inertial separators for both engines are
rear exit door opens. When the deflectors are controlled by a single three-position switch on
extended in warm temperatures to prevent the main switch panel located on the over-
compressor rotor and stator vane erosion by head console (Figure 7-19).
sand ingestion, higher oil temperatures will re-
sult because excess ram airflow is no longer The switch is labeled INTAKE DEFLECTOR
forced to pass through the oil cooler. Engine and has RETRACT, OFF, and EXTEND posi-
oil temperature under these conditions should tions. Power is obtained from the right DC bus
be carefully monitored. Figure 7-18 illustrates through a 10-amp circuit breaker labeled INT
the position of the intake deflectors and exit DEFL, located on the main circuit-breaker panel.
doors in operation.
Each deflector is operated by two pneumatic ac-
Some operators have reported problems with tuators (Figure 7-20). When the control switch
the operation of the deflector system in ex- is selected to EXTEND, the air valve is ener-
treme cold weather conditions. To provide gized open, supplying compressor P 3 pressure
some relief, some approved Twin Otter min- to both actuators to extend the deflector. Two
imum equipment lists (MELs) have provided spring-loaded locking levers hold the deflec-
permission for continued operation with the tor in the extended position when pressure is
deflectors extended and wirelocked in position. released. The levers will automatically engage
This concession should not be considered as into slots to retain the deflector in the extended
a permanent solution, but only as a tempo- position. A cable mechanism automatically
rary measure to continue further operations opens the rear exit duct door when the deflec-
until the system can be repaired and returned tor extends. When the EXTEND switch is re-
to the required operational condition. leased, the air valve is deenergized and air
pressure purges from the system.

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EXTENDED RETRACTED
Figure 7-18. Intake Deflectors and Exit Doors
Figure 7-19. Intake Deflector Switch Figure 7-20. Intake Deflector Actuator

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When the switch is selected to RETRACT, the

air valve is again opened, permitting air pres-
sure into the system to fully extend the de-
flector and thus removing the spring pressure
from the locking levers. At the same time the
energized release solenoid rotates, with-
drawing the locking pins from the duct slots
and operating a microswitch to deengerize the
air valve closed. With the air valve closed,
the system air pressure will be purged per-
mitting the spring-loaded deflector to retract
to the stowed position.
A considerable amount of air pressure is re-

quired to lower the deflectors against the
force of the spring which normally holds
them in the retracted position. For this rea-
son, it is recommended that engine N G be in-
creased to 80% to extend the deflectors. The
INTAKE DEFLECTOR switch should be
held at EXTEND for three to five seconds
after the indications show EXT. When re-
tracting the deflectors, the switch should be
released immediately when the indicators
no longer show EXT.
Indication
Two independent position indicators, for the
left and right deflector systems, are located on Figure 7-21. Intake Deflector
the instrument panel outboard of the torque Position Indicators
gauges. When the deflector is retracted and cruise. This drop is caused by a loss of ram-air
the exit duct door closed, the indicator will be recovery when the deflector extends and the
blank (Figure 7-21). Two microswitches, wired exit door opens.
in series, sense the main deflector plate and rear
exit duct door positions. When the deflector is
extended and the exit duct door is open, the in- OIL SYSTEM
dicator will display EXT (Figure 7-21). The in-
dicators, air valve, and rotary solenoid are The engine oil system provides a filtered and
powered from the right bus through the 10- temperature-regulated supply of oil for cool-
amp circuit breaker labeled INT DEFL, lo- ing and lubrication of the engine bearings, in-
cated on the main circuit-breaker panel. cluding the bearings and gears of the reduction
and accessory gear systems. In addition, the
Although a number of early aircraft displayed engine oil is used for fuel heating, propeller
RET on the indicator face when the deflector control, and operation of the torquemeter. The
was retracted, the display during retracted oil system consists of a pressure system for oil
conditions was later changed to a blank, as delivery, a scavenge system for oil return, and
there is no positive indication that the de- a breather system for venting the oil tank.
flectors are in fact fully retracted.
Figure 7-22 illustrates typical operation of
Torque pressure will usually drop by about 1 or the oil pressure and scavenge systems, in-
2 psi when the deflectors are extended during cluding fuel heating and oil cooling.
Revision 3 FOR TRAINING PURPOSES ONLY

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The oil pressure lines supply oil through noz- very little oil. The maximum allowable con-
CENTRIFUGAL
SCAVENGE
ACCESSORY
AIR OUT
REDUCTION
SCAVENGE
FUEL OUT
OIL COOLER
BEARINGS
SCAVENGE
SCAVENGE
zles to the gas generator and power turbine sumption is 0.2 pounds per hour, or approxi-
TURBINE
BEARING
BREATHER
POWER
OIL-TO-FUEL
shaft bearings. Mist and spray lubrication is also mately one quart per 10 hours of operation.
PUMP
PUMP
NO. 2
HEATER
PUMP
CASE
PUMP
CASE
provided for all accessory and reduction gears.
Oil level should be checked within 10 minutes
The engine uses a dry-sump system. Oil is of engine shutdown. If a greater period of time
FUEL IN
constantly scavenged (pumped back) to the elapses, oil can migrate from the oil tank rear-
MINIMUM PRESSURIZING VALVE

ASSEMBLY
CHECK
VALVE
oil reservoir by scavenge pumps, rather than wards to the accessory gearbox, and an in-
CHECK
FILTER
VALVE
AIR IN
being allowed to accumulate in the lower areas correct low reading will be obtained when the
BYPASS
VALVE
AND DIPSTICK
AND
OIL
BREATHER
OIL FILLER
of the engine. dipstick is viewed. To avoid this, dry motor the
OIL TANK
ENGINE OIL LEVEL SHOWN AS IT WOULD BE I HOUR AFTER SHUTDOWN

engine before checking the oil level if the en-
Oil Tank and Dipstick gine has been shut down for more than 10
minutes but less than 12 hours. If the engine
DRAIN
TANK
OIL
The oil tank is an integral part of the com- has been shut down for more than 12 hours,
pressor inlet case, which is located in the front start the engine, allow engine oil tempera-
of the accessory gearbox. The tank is serviced tures to stabilize, then shut the engine down
TRANSMITTER
DEAERATOR
TEMPERATURE
PRESSURE
through a filler neck on the top of the engine and check the oil within 10 minutes.
INTEGAL OIL TANK

CAPACITY 2.3 GALLONS
OIL PRESSURE
which passes through the gearbox and acces-
BULB
NO. 1 BEARING
sory diaphragm into the tank. The dipstick, cal- Each engine has its own natural oil level: The
Figure 7-22. Oil System Operation

COMPRESSOR
2 BEARING
FILTER BYPASS
VALVE RETURN
TO OIL TANK
BEARINGS
ibrated in U.S. quarts, is attached to the bottom level at which oil will stabilize. It is not un-
RELIEF
VALVE
of the oil filler cap (Figure 7-23). A small common to see engine oil levels stabilizing one
INSTRUMENTS
NO.
door with a finger-operated latch, located on quart, or even two quarts below the maximum
TO COCKPIT
top of the engine nacelle, allows access to the
NO. 3 BEARING
filler cap (Figure 7-24).
TORQUEMETER OIL
The oil tank has a total capacity of 2.3 U.S. gal-
CONTROL VALVE
lons of oil, of which 1.5 U.S. gallons (5.7 liters)
OIL SUPPLY TO PROPELLER AND REDUCTION GEAR

is usable. The difference (0.7 U.S. gallons) is
used as expansion space. The engine consumes
PRESSURE INDICATOR
SCAVENGE OIL FROM PROPELLER AND

NO. 4 BEARING
BEARINGS
TO TORQUEMETER
TURBINE
POWER
TORQUEMETER OIL
PROPELLER SPLINES, BEARINGS AND
OIL TANK FILLER CAP
REDUCTION GEAR
NOTE:
REDUCTION GEARS
SCAVENGE OIL
OIL PRESSURE
CLOSED
DIPSTICK
MAX
SUPPLY
HOT
MAX
COLD
LEGEND
AIR
LITERS 1 IMPERIAL QUARTS
TORQUE
0.947 0.633
METER
NORMAL OIL LEVEL
1.892 2 1.66
GOVERNOR
2.839 3 2.49
3.785 4 3.32
US
BEARING
THRUST
QTS
PROPELLER
OIL
SUPPLY
OPEN
Figure 7-23. Oil Dipstick Markings
Figure 7-24. Oil Service Door
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY 7-15

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level on the dipstick. If you will be away from There are two advantages to heating the fuel.
base for an extended period of time and re- First, the FCU will perform more reliably and
sponsible for checking the oil level yourself, with greater precision if fuel is delivered to it
check with your maintenance technician be- at a constant temperature, regardless of am-
fore you leave to determine the natural oil bient conditions. Second, heating the fuel will
level for the engines on your aircraft. thaw any microscopic ice crystals which may
be present in the fuel, preventing these crys-
It is critical that the dipstick be properly en- tals from blocking filters or small passageways
gaged and locked after checking the oil level. in the FCU.
An incorrectly installed dipstick will permit
oil in the tank to escape through the filler To heat the fuel to a temperature above freez-
neck 4. A damaged dipstick seal may cause a ing, the engine oil temperature must be above
similar venting condition. In either case, a 55°C. This is not, however, an operating lim-
large quantity of oil would be rapidly lost itation, and a takeoff may be made as soon as
through the filler neck, requiring an un- the oil temperature is above 10°C.
scheduled engine shutdown.
Two check valves are incorporated in the sys-
Oil Pressure Pump tem. One prevents engine oil flow to the heat
exchanger unless the engine oil pressure is
An oil pump is mounted in the oil tank. Oil en- greater than 40 psi. This is to ensure that, in
ters the pump through a mesh screen. Pump the event of a low oil pressure condition such
pressure is limited by a relief valve which as starting, all available oil is routed to the en-
senses pump outlet pressure. gine for lubrication and cooling purposes. The
second valve is to ensure that oil pressure is
Filter always greater than fuel pressure in the oil to
fuel heater.
The oil filter is located downstream of the
pump and consists of a cartridge filter ele- Initially, the fuel heater was available for Series
ment which can be easily removed for ser- 100/200 aircraft as an option 5. When this op-
vicing. Various disposable and reusable filter tion was ordered, modifications were made to
elements are used. The filter is equipped with the engine oil cooling temperature control sys-
a bypass mechanism, allowing oil to continue tem 6. Beginning with the first Series 300 air-
to flow if the filter should become plugged. No craft at serial number 231, both options, the fuel
warning is provided to the pilot of a plugged heater and the oil cooling improvements, were
filter or bypass condition. provided as standard equipment 7.
Fuel Heater Oil Scavenge Pumps

Fuel is heated by warm oil in a heat exchanger The two oil scavenge pumps are driven by ac-
before being delivered to the fuel control unit cessory gearbox drive shafts. One pump is lo-
(FCU). The warm oil raises fuel temperature cated internally and the other is mounted
to a constant value, typically between 21 and outside at the rear of the accessory gearbox.
32°C, as fuel flows through the heat exchanger. These pumps recover oil from various areas of
Figure 7-25 illustrates fuel and oil flow through the engine and return it to the oil tank for fil-
the heater. The illustration shows a heater tering, cooling, and recirculation.
from a –20 engine, –27 heaters have a different
appearance; however, the operating principle Oil scavenged from the power reduction gear-
is identical. box and propeller area is pressurized by a
scavenge pump and sent to the oil cooler be-
fore returning to the tank.

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FUEL IN
AIR EXIT
DUCT
ASSEMBLY
OUTLET
LINE
FUEL OUT
COOLER
UPPER
FLANGE INLET
LINE
OIL IN
DRAIN
LINES
BRACKET
COOLER
LOWER
FLANGE
OIL COOLER
Figure 7-26. Oil Cooler Installation—Series 300

Figure 7-25. Fuel Heater OIL OUT
Some early Series 100 aircraft were provided sition. Two control switches labeled OIL
When the propeller is feathered just prior to The total bypass system introduced a new oil with oil temperature control capability by a COOLER LOWER COWL, LEFT and RIGHT
engine shutdown, a considerable amount of oil cooler design with automatically operating tem- pilot-operated remote control flap at the en- with switch positions labeled CLOSE and
is purged out of the propeller dome into the re- perature valves. No pilot action is required to con- gine cowl 9. Installation of this flap was manda- OPEN were located on the overhead console
duction gearbox. The engine should be al- trol oil temperature. tory when early aircraft were equipped with switch panel. Power was obtained from the left
lowed to run for a few seconds after feathering, the then optional fuel heater 10. An electrically DC bus through a 5-amp circuit breaker labeled
but prior to shutdown, to allow the scavenge In the total bypass system, the thermostatic operated flap actuator located at the oil cooler OIL COOLER L & R, located on the over-
system to recover this oil back to the oil tank. regulator controls the flow of oil through the outlet moved the flap in the open or closed po- head console circuit-breaker panel.
If this is not done, the oil may “coke” due to oil cooler. Depending on oil temperature, oil
the very high temperatures in the area of the may be routed through the cooler or bypass the A later improvement 11 allowed for the retrofit
exhaust system, and the engine oil level would cooler entirely. When oil temperature is lower of the automatic total bypass system for all
appear abnormally low when checked, due to than 68°C, the oil totally bypasses the cooling Series 100/200 aircraft, by installing a new
the oil present in the front area of the engine. core of the oil cooler. As the oil temperature in- oil cooler 12 .
creases, sensing devices operate and direct a
Oil Cooler portion of oil through the cooling core to main- Oil System Venting
tain oil temperature within the recommended
The oil cooler is supplied by de Havilland (not operating limits. When the oil temperature All oil returning to the oil tank passes over a
Pratt & Whitney) and is mounted on the lower reaches 80°C, all oil flow is directed through deaerator plate. A centrifugal impeller driven
rear area of the engine (Figure 7-26). A portion the cooling core. The system works well; how- by the accessory gear separates oil and foam
of the ram airflow inside the nacelle is directed ever, close attention must be paid to oil tem- from the air in the tank. The oil-free air is di-
through the oil cooler, and exits at the bottom perature when operating on the ground in high rected to the atmosphere through a vent line
of the nacelle (Figure 7-27). ambient temperatures with the intake deflectors attached to the oil tank diaphragm and ex-
extended. Higher oil temperatures are likely due tending out to a vent outlet.
All Series 300 aircraft are equipped with the to the loss of the ram air through the oil cooler Figure 7-27. Oil Cooler Air Exit Duct
total bypass oil temperature control system 8. when the intake deflectors are extended.
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The vent outlet was originally located under FUEL SYSTEM

the engine nacelle. The outlet was relocated 13
to a different position on the nacelle beginning The engine fuel system is a complex pneu-
with aircraft serial number 136 in an attempt matic-mechanical system designed to provide
to eliminate horizontal stabilizer deicer boot metered fuel to the combustion chamber to
contamination and unsightly oil stain signs on suit all operating conditions of starting, ac-
the wing and nacelle surfaces. This relocation celeration, deceleration, and steady-state op-
failed to completely solve the problem, and be- eration. In addition, automatic compensation
ginning with aircraft serial number 311, the oil is provided for altitude, temperature, and air-
vent was moved to a new location 14, midway be- craft speed.
tween the fuselage and nacelle on the trailing
edge of the wing strut (Figure 7-28). The fuselage boost pumps (discussed in
Chapter 5) deliver fuel to the high-pressure fuel
Overfilling the engine oil tank may cause the ex- pump. The high-pressure fuel pump supplies
cess oil to be ejected overboard through the vent the fuel control unit (FCU), which is con-
outlet the next time takeoff power is applied. trolled by the power lever in the flight com-
partment. Fuel travels from the FCU to the
Approved Oils fuel cutoff valve, which is operated by the
FUEL lever in the flight compartment. From
The engine uses synthetic turbine oil. A list the fuel cutoff valve, fuel travels to a flow di-
of approved oils is contained in the aircraft vider, then finally to the fuel nozzles which are
Maintenance Manual 15 . Pratt & Whitney mounted on the combustor.
Canada Service Bulletin 1001 provides addi-
tional detail concerning oil specifications. Figure 7-29 illustrates operation of the fuel
system on PT6A-27 engines. Figure 7-30 il-
Check with your maintenance technician to de- lustrates the fuel system of PT6A-20 engines.
termine what specific brand of oil is being
used in your engine. Oil brands should not be High-Pressure Fuel Pump
mixed between oil changes. The chemical
structure of some brands of synthetic oil may A high-pressure fuel pump is driven by the ac-
differ sufficiently to make them incompatible cessory gear. This gear-type pump receives
with others. fuel from the fuselage boost pumps, and greatly
increases fuel pressure to allow efficient op-
eration of the fuel controller. Maximum pump
pressure is limited by a relief valve.
It is essential that the high-pressure fuel pump

be supplied with fuel from the fuselage boost
pumps, at a pressure of 5 psi or greater. The
high-pressure fuel pump will cavitate if sup-
ply pressure is less than 5 psi, and the pump
will wear out quickly. Normally, the fuselage
boost pumps supply fuel to the high-pressure
pump at pressures between 20 and 30 psi.
Figure 7-28. Engine Oil Vent Outlet

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COLLECTOR TANK
SPRAY
P BOOST P NOZZLES
PUMP
LEGEND
BOOST PUMP PRESSURE
CROSSFEED
HP FUEL PUMP PRESSURE
PRESSURE
SWITCHES METERED FUEL
COMBUSTION
FILTER PRIMARY FUEL
CHAMBER
SECONDARY FUEL
DRAIN PRI SEC
FLOW
DIVIDER
FLOWMETER
HIGH PRESSURE P3 POWER PA FUEL LEVER EPA

FUEL OFF
PUMP LEVER DRAIN
NF
GOV CUTOFF
VALVE
NORMAL
P
FCU EPA
NG DRAIN
GOV
Figure 7-29. Fuel System Operation—PT6A-27 Engines
COLLECTOR TANK
BOOST LEGEND
P P
PUMP
BOOST PUMP PRESSURE
HP FUEL PUMP PRESSURE
CROSSFEED
METERED FUEL
PRESSURE DRAIN
SWITCHES
FILTER
FLOWMETER
P3 POWER PA
FUEL OFF LEVER
HIGH PRESSURE
NF
PUMP GOV
NORMAL
P
FCU
NG
GOV OFF ON
FUEL LEVER EPA DRAIN
Figure 7-30. Fuel System Operation—PT6A-20 Engines

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If the high-pressure fuel pump is operated with fuel metering to accelerate or decelerate the
a supply pressure below 5 psi for more than 10 gas generator or maintain steady-state rpm.
hours, overhaul of the high-pressure pump is
required. If you operate the engine without The computing or pneumatic section of the
fuselage boost pump supply to the engine, no- FCU receives input signals representing com-
tify your maintenance technician. pressor discharge pressure (P 3 ) and ambient
pressure (P A ). These signals are computed
The output pressure of the high-pressure fuel (modified) and transmitted to the N G governor
pump is directly proportional to N G speed. At and the power turbine governor (N P ). Any
12% NG, output pressure is approximately 75 psi. change in P 3 and/or P A will affect metered fuel
At takeoff power (101.5% N G ), output pressure to the combustion chamber.
is approximately 850 psi.
The FCU is adjusted to provide an engine idle
Figure 7-31 shows the location of the high-pres- speed of 52% N G at ISA conditions. A mini-
sure fuel pump and fuel control unit. mum fuel flow supply, similar to an automo-
bile carburetor idle jet, provides a minimum
Fuel Control Unit (FCU) quantity of fuel at all times, to prevent a flame-
out from occurring if the power levers are
The FCU is mounted on and driven by the rapidly pulled back to idle. At ISA conditions,
high-pressure fuel pump. The FCU is divided the minimum flow fuel would only provide an
into three sections: governing, computing, idle speed of about 48% N G , and the govern-
and metering. ing section of the FCU provides additional
fuel to maintain the desired 52% NG idle speed.
The governing section controls gas generator At pressure altitudes above 3,000 feet, how-
rpm (N G). The flight compartment power lever ever, the minimum flow fuel alone will cause
provides a mechanical input signal to the N G idle speed to rise above 52%.
governor which varies a speeder-spring force.
Rotational speed signals representing N G are Fuel Cutoff Valve
provided to vary mechanical flyweight forces.
The computing section provides a pneumatic The fuel cutoff valve is controlled by the FUEL
input signal to the governing section. Any im- lever, located on the flight compartment over-
balance between speeder-spring force and fly- head panel. The fuel cutoff valve has two posi-
weight force will change the pneumatic input tions, ON and OFF. The fuel cutoff valve receives
signal. This, in turn, will increase or decrease fuel from the FCU and, when open, allows the
fuel to flow to the combustion chamber.
Some other makes of aircraft equipped with

PT6A engines utilize a three-position fuel cut-
off valve labeled, OFF, FLIGHT IDLE, and
GROUND IDLE. This system is not used on
Twin Otter aircraft.
Spray Nozzles
Fourteen spray nozzles are installed in the
combustion chamber on both the PT6A-20
and PT6A-27 engines. On the PT6A-20 en-
gines, all nozzles are supplied by a single fuel
manifold and all function together.
Figure 7-31. High-Pressure Fuel
Pump and FCU
On early PT6A-27 engines, the nozzles were
divided into two groups of seven, in an attempt

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to reduce engine T 5 temperatures during start- engine was shut down (Figure 7-33). A siphon
ing. One set is called primary and the other sec- line installed in the EPA canister vented the
ondary. During the initial process of starting, collected fuel overboard to the atmosphere
prior to about 38% N G , fuel is supplied only when airspeed reached a specific value fol-
from the seven primary nozzles. As the en- lowing the next takeoff.
gine accelerates past approximately 38% N G ,
the secondary nozzles also begin to supply An alternative system by Devore returned the
fuel to the combustor. By the time the engine purged fuel through the wing strut into the
has reached a stabilized idle—typically about fuselage fuel cell vent lines. Being cost ef-
52% N G —all 14 nozzles are operating. fective, the Devore scheme was quickly
adopted by operators affected by EPA regu-
Later16, the fuel spray pattern during starting was lations. A later change18 beginning with aircraft
changed by Pratt & Whitney to provide 10 pri- serial number 511, eliminated the canister
mary and 4 secondary nozzles (Figure 7-29). system entirely and directed the purged fuel
This improvement further lowered starting tem- to the wing fuel vent line.
peratures, and provided more reliable starts.
Almost all the PT6A-27 engines in operation Other types of fuel collector systems which
today have been modified to the 10 and 4 de- meet the EPA requirements are available.
sign.
Control of the fuel to the primary and sec-

ondary nozzles during starting is automatic,
and provided by a flow divider. The flow di-
vider consists of two pressure cracking valves.
The first valve, supplying the primary nozzles,
opens at approximately 12% N G . The second
valve, controlling the secondary nozzles, opens
at approximately 38% N G . It is the opening of
the second cracking valve, supplying fuel to
the remaining 4 nozzles, that causes the sec-
ond peak in T 5 temperature during starting.
Figure 7-32 shows the location of the flow di-

vider (marked with the arrow), at the bottom Figure 7-32. Flow Divider and Fuel Nozzles
of the ring of fuel nozzles surrounding the
combustion chamber.
EPA Canister
When the engine is shut down, fuel from the
engine manifold must be drained to prevent
coking of fuel in the lines surrounding the hot
combustion chamber. Originally, this fuel was
drained to the ground beneath the nacelle when
the engine was shut down.
Legislation passed by the United States

Environmental Protection Agency (EPA) for-
bid draining of fuel on the ground; therefore,
an EPA canister system 17 was installed rout- Figure 7-33. EPA Canister
ing the fuel into a small canister when the

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Fuel Specification and peak T5 temperatures observed during start-

ing will be slightly higher than normal.
Information concerning approved fuels is pro-
vided in Chapter 5 of this training manual. Control
Pratt & Whitney Service Bulletin 1244 pro-
vides additional information concerning en- The glow-plug ignition system is controlled
gine fuel specifications. by switches on the DC power and engine start
control section (Figure 7-34) of the overhead
IGNITION SYSTEM console. A guarded, two-position ignition
mode selector switch is labeled IGNITION
Two types of ignition systems are available for and has MANUAL and NORMAL positions.
installation: glow-plug ignition and high-en- When in the NORMAL (down) position, the
ergy (igniter) ignition. Glow-plug ignition is ignition system is activated by the engine
standard. The high-energy (igniter) ignition START switch. The glow plugs will be auto-
system is an uncommon option on late model matically energized whenever the START
Twin Otter aircraft. switch is engaged, and deenergized as soon as
the START switch is released. The IGNITION
Glow-Plug Ignition switch and the START switch operate in con-
junction with two engine igniter switches, la-
Two glow plugs are installed in each engine, beled ENG IGNITER L and R with NO. 1,
at the 4 o’clock and 8 o’clock positions on the BOTH, and NO. 2 positions.
combustion chamber. A glow plug and power
supply lead can be seen in Figure 7-32. The The ENG IGNITER switch name is a bit mis-
glow plugs, which resemble an automobile leading, as the switch actually controls glow
cigarette lighter, have a helical-wound coil plugs, and not spark igniters. The ENG IG-
heating element inside the plug. During igni- NITER switch is always placed in the BOTH
tion the vaporized fuel is ignited by the hot coil. position. The NO. 1 and NO. 2 switch positions
are provided only for maintenance technician
Each glow plug is connected in series with two use when testing the system.
parallel connected ballast tubes. The ballast
tubes contain helium and hydrogen gases and Very early aircraft Series 100 aircraft were
a pure iron filament. The filament has a posi- equipped with NO. 1 and NO. 2 switch posi-
tive coefficient of resistance. During low tem- tions only. The correct procedure for these
perature conditions, the filament resistance is early, unmodified aircraft is to alternate se-
low. This permits a fast heatup of the glow plug. lection of number one and number two glow
When the filament temperature rises as a result plugs from start to start. Beginning with air-
of the current flowing through it, the ballast craft serial number 8119, a three-position switch
tube resistance also increases. This reduces the was provided, which should be left in the
current being supplied to the glow plug. When BOTH position at all times to ensure faster,
power is initially applied, the ballast tubes per- cooler starts (Figure 7-34).
mit a current surge followed by a reduced cur-
rent flow after a short period of operation to The glow plugs may be manually turned on for
quickly heat the glow plug for ignition. continuous operation by lifting the red switch
guard up and moving the IGNITION switch up
The two glow plugs are normally energized to the MANUAL position. De Havilland rec-
only during starting. If one glow plug is un- ommends that the glow plugs be turned on
serviceable, the engine will usually start; al- manually when operating in extreme turbu-
though there will be a slightly longer delay lence or extreme icing conditions. Be aware
between introduction of fuel supply and lightup, that the starter will not function if the IGNI-
TION switch is in the MANUAL position.

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S/Ns 81 AND SUBSEQUENT PRE S/N 80
Figure 7-34. Ignition and Glow-Plug Switches

To disable the ignition system when engine No. 1 or No. 2. Twin Otter aircraft equipped
clearing or dry cranking is required, the igni- with spark igniters can be recognized by the
tion circuit breakers, which are powered from absence of IGNITER switches.
the left and right DC bus, must be pulled.
These two 15-amp circuit breakers are located System control, operation, and power supply
on the main circuit-breaker panel and are la- are identical to the glow-plug system.
beled IGN L and IGN R.
WARNING
High-Energy Ignition
The optional high-energy spark ignition sys- High-energy ignition systems are
tem consists of an exciter box mounted on the lethal. They are capable of causing se-
engine, two shielded cables, and two high- vere burns, injury, or death. Extreme
energy igniter plugs mounted in the combus- care is required when in the proxim-
tion chamber. ity of the exciter box and cables.
This system was originally available from Figure 7-35 shows the high-energy ignition
Pratt & Whitney 20, but was later made avail- system exciter box.
able as a factory installed option from de
Havilland 21. Spark-type ignition replaced the
glow plugs and ballast tubes with two spark ENGINE INSTRUMENTATION
igniters and an exciter box. Minor wiring and
starter switch panel changes 22 are required for The engine instruments are normally mounted
aircraft fitted with spark ignition. The IG- in vertical rows on the engine instrument panel.
NITER switches are removed and the switch A typical layout is illustrated in Figure 7-36.
holes plugged. Both spark igniters operate at Optionally, engine instruments could be laid
the same time, and it is not possible to choose out horizontally, similar in appearance to a
Beech 18.

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Torque is sensed by the hydromechanical

torquemeter in the first-stage reduction gear.
The torquemeter pressure and reduction
gearcase pressure signals are converted to elec-
trical signals by the torquemeter transmitter
and displayed on a gauge labeled TORQUE
PRESS calibrated in psi. Figure 7-37 shows
torque gauges on an early serial number air-
craft and the final production design.
The torquemeter system requires 26-VAC

power, which is provided through 1-amp fuses
labeled TORQUE PRESS L and R located on
the overhead console fuse panel.
Figure 7-35. High-Energy Ignition
Exciter Box
EARLY MODEL
Figure 7-36. Engine Instrument Panel

Torque Pressure
Engine torque pressure is the primary power
indication for the aircraft; however, as the
subsequent formulas indicate, torque must be LATE MODEL
considered together with propeller speed to de- Figure 7-37. Torque and T5 Gauges
termine horsepower being produced.

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Torque pressure and propeller rpm may be Engine Temperature (T5)

converted to shaft horsepower (SHP) by using
the following formula. Engine interstage turbine temperature (T 5 ) is
measured by eight thermocouple probes extend-
For the PT6A-27 engine: SHP = N P x T Q ing into the gas stream between the gas genera-
172.77 tor turbine and the power turbine (Figure 7-38).
The probes are wired in parallel to provide an av-
For the PT6A-20 engine: SHP = N P x T Q erage temperature indication. The probes are
170 made of two dissimilar metals, chromel and
alumel. When heated, the dissimilar metals cre-
• N P equals propeller rpm as an integer, ate a millivoltage which is then measured and dis-
not a percentage. played in the flight compartment.
• T Q equals torque pressure in psi. For Series 300 aircraft, a trim thermocouple is
connected in parallel with the T 5 thermocou-
• The numbers 172.17 and 170 equal the ple. The trim thermocouple is located exter-
applicable thermodynamic constant for nally on the right side of the engine, and has
the particular model engine. two leads which are connected to the T 5 ter-
minal block at the gas generator case. The trim
Alternatively, horsepower may be quickly cal- thermocouple is, in effect, a T 1 or ambient air
culated by using the circular torque computer. temperature probe combined with a resistor.
Note that as NP decreases, horsepower will also Engine T 5 temperature is displayed on gauges
decrease, if torque is maintained at a constant labeled T 5 °C x 100. Temperature is shown
value. Maximum horsepower can only be ob- in nonlinear spaced increments of 100 to
tained when the propeller levers are fully for- 1200° with intervals between 600 and 800°
ward at the highest rpm position. A clear displayed in increments of 10°. The dial face
understanding of this concept is essential to is enhanced with a colour coded range ref-
safe operation of aircraft equipped with PT6A erence. The colour codes apply to stabilized
series engines.
Propeller rpm (NP)

Propeller rpm (N P ) is sensed by a tachometer
generator driven by the reduction gearbox at
the front of the engine. The tachometer gen-
erator provides an electric current to gauges
labeled PERCENT N P RPM located on the en-
gine instrument panel (Figure 7-36). The gauge
is graduated from 0 to 100 in increments of 2%
with numbers every 10%-interval. A small
dial scale with pointer has intervals numbered
0 to 9 indicating units of 1% for a more accu-
rate reading of propeller speed.
The N P indicating system generates its own

power and does not require any power from the
aircraft electrical system.
Figure 7-38. T5 Thermocouple Probes

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engine operation, and do not apply to start- Oil Pressure

ing conditions. There are additional limita-
tions for idle temperature and momentary An oil pressure transmitter on the accessory
acceleration temperature which are not gearbox provides an indication of oil pressure,
marked on the gauge. which is shown on gauges located on the in-
strument panel. The L and R engine gauges are
The T 5 gauge does not require aircraft power. It located on each side of the instrument panel and
operates in response to the voltage generated by labeled OIL PRESS (Figure 7-40). They are
the T5 probes as engine temperature increases. scaled in 5-psi-increments from zero to 120
psi with pressure levels shown at 20-psi-inter-
T 5 gauges are shown in Figure 7-37. vals. A yellow band, from 40 to 80 psi, indicates
pressures which are acceptable at idle engine
Gas Generator rpm (N G ) speeds (75% N G or less) only. A green band
from 80 to 99 psi indicates the range of pres-
Gas generator rpm (NG) is sensed by a sure acceptable at engine speeds above 75% NG.
tachometer generator driven by the accessory
gearbox at the rear of the engine. The tachome-
ter generator provides an electric current to
gauges labeled PERCENT N G RPM located on
the engine instrument panel (Figure 7-39).
The gauge is graduated from 0 to 100 in in-
crements of 2% with numbers every 10%-in-
terval. A small dial scale with pointer has
intervals numbered 0 to 9 indicating units of
1% for a more accurate reading of gas gener-
ator N G speed.
The N G indicating system generates its own

power and does not require any power from the
aircraft electrical system.
Figure 7-40. Oil Pressure Gauge
Power for the transmitters and gauges is supplied

from the 26-volt AC system through 1-amp fuses
labeled OIL PRESS L and OIL PRESS R, located
on the fuse panel in the overhead console. For
Series 310 aircraft requiring British CAA cer-
tification 23, both fuses are rated at 0.5 amps.
Should the engine oil pressure drop between 40

and 42 psi, a caution light labeled L ENG OIL
PRESS or R ENG OIL PRESS will illuminate.
The caution light will extinguish with rising oil
pressure between 44 and 46 psi (Figure 7-41).
The left engine caution light is powered from

the L DC bus and the right engine caution light
is powered from the R DC bus through 5-amp
circuit breakers labeled OIL LOW PRESS L
Figure 7-39. Gas Generator (NG) Gauge and OIL LOW PRESS R, both located on the

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Figure 7-41. Low Oil Pressure Caution Lights

main circuit-breaker panel. A pressure sensor Fuel Flow
located near the oil cooler operates the caution
light circuit. Two fuel flow indicators are located on the cen-
ter instrument panel and are marked FUEL
Oil Temperature FLOW PPH x 100 (Figure 7-43). Each indica-
tor shows fuel flow in pounds per hour and is
Engine oil temperature is measured by a tem- powered from the 400-cycle 26-volt AC bus. The
perature probe installed on the accessory circuits are protected by 0.5-amp fuses labeled
gearcase of each engine and displayed on tem- FUEL FLOW L and FUEL FLOW R on the over-
perature gauges positioned on each side of head fuse panel.
the instrument panel (Figure 7-42).
ENGINE MAINTENANCE
The gauges, labeled OIL TEMP, are scaled in in-
crements of 10°C ranging from –50 to +150°C, There are two major service activities per-
with temperature levels shown every 50 degrees. formed on the engine: an overhaul, which re-
The sensors and gauges are powered from the left quires the entire engine minus the propeller be
and right DC bus for the left and right engine, sent to an approved overhaul facility, and a hot
respectively, through 5-amp circuit breakers la- section inspection (HSI), which is usually per-
beled OIL TEMP L and OIL TEMP R. formed at the operator’s maintenance base
Figure 7-42. Oil Temperature Gauge Figure 7-43. Fuel Flow Gauge

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without removing the entire engine from the the control of the pilot that will greatly enhance (within a 5,000 foot normal operating range), tions labeled EXTERNAL, OFF, and BAT-
wing of the aircraft.Overhauls are very thor- the accuracy and usefulness of the trend-mon- OAT, airspeed or power setting from day to day. TERY. When selected to the EXTERNAL po-
ough and expensive inspections. The entire en- itoring program. The data collected by the There is no problem whatsoever if power is set sition, external power is available for
gine is disassembled and inspected. As the pilot each day is entered into a Pratt & Whitney at maximum torque one day, and endurance distribution. When at BATTERY position, bat-
name suggests, HSIs are inspections of the hot trend-monitoring program which runs on a power the next. Therefore, it is critical that pi- tery power and/or generator power is available
area of the engine: the combustion chamber, personal computer. Some external variables, lots do not target a certain power setting prior for distribution. When the DC master switch
compressor turbine, power turbine, and asso- such as daily differences in OAT, pressure al- to recording the data. If you set power at 40 is at the DC MASTER position, the selected
ciated components. A routine HSI can often be titude, and power setting, are easily factored pounds torque, and 5 minutes later this value source of power (battery or external) is avail-
completed in one day at the aircraft home base out by the software. Other variables, such as has drifted off to 39.8 or 40.1, record the ac- able to the left DC bus. If the BUS TIE switch
and at relatively low cost. external demands on the engine caused by tual value observed. If you adjust it back to the is in the NORMAL position, the selected
deice or heating, parallax errors, and a lack of target, you will have to wait another 5 minutes source of power will also be available to the
The PT6A-27 engine has an initial time-be- precision in recording the data, cannot be com- before recording the data. If you adjust it back right DC bus.
tween-overhaul (TBO) of 3,500 hours. Operators pensated for by the software. Figure 7-44 to the target and then immediately record the
may apply to Pratt & Whitney for extension (Sheet 1) illustrates the raw data record. data, the recorded data will be unstabilized, The IGNITION switch must be in the NORMAL
of the TBO based on operating experience and causing great inaccuracies and scatter when the (down and guarded)position to allow the starter
Pratt & Whitney’s examination of reports of Readings recorded should be as precise as data is plotted. to function. The ENG IGNITER switches, if in-
the condition of the operator’s engines at over- possible. T 5 temperature should be recorded stalled, should be in the BOTH position.
haul time. Some Twin Otter operators have to the degree; for example, list 683°, and do Maintenance technicians will record service
achieved TBOs in excess of 9,000 hours. not round off. Torque, N G , and N P should be performed on the engine, such as part re- Cross-generator starts (starting one engine using
The engine requires an HSI every 1,250 hours. recorded to the closest tenth of a percent; for placement or compressor washes, often on the power from the generator of a functioning en-
Alternatively, engines may be placed on a example, record 39.8 psi, 97.3%, and 76.1%, same data form used by the pilots to record the gine) are not permitted in the Twin Otter, ex-
trend-monitoring program immediately fol- respectively. Pressure altitude (with the al- daily readings. cept during airstarts or emergency conditions.
lowing overhaul or hot section inspection altimeter subscale set to 29.92) should be Generator-assisted starts (bringing the generator
lowing the HSI to be completed on condition recorded to the closest 50-foot mark. Fuel Accurate recording of data will result in accu- of the functioning engine online after the engine
(when indicated by the results of the trend flow and OAT should be recorded to the clos- rate and dependable trend lines (Figure 7-44, being started has achieved a minimum 12% N G )
monitoring), rather than at the 1,250-hour hard est integer. The location of the Twin Otter en- Sheets 2 and 3). are permitted, but not encouraged.
time. There are considerable safety and fi- gine instruments between the pilots can cause
parallax errors unless some effort is made to
nancial advantages to using trend monitoring.
look directly at the instrument.
GROUND STARTING
ENGINE STARTING External power is available to start both en-
ENGINE CONDITION TREND The trend-monitoring software cannot com-
Engine starting can be discussed in three cat- gines when external power is connected to the
MONITORING pensate for some external factors within the
egories—ground battery starts, ground starts external power receptacle, the power selector
pilot’s control which affect the engine: for switch is at EXTERNAL, the DC MASTER
Trend monitoring consists of recording certain using external power, and airstarts. When suit-
example, bleed-air extraction and intake de- switch is at DC MASTER, and the BUS TIE
engine instrument readings under carefully able external power is available, it is recom-
flector position. Wherever possible, record switch is at NORMAL.Battery starting an en-
controlled conditions, and then comparing mended that the engines be started using the
the data with the intake deflectors up and the gine is identical to starting with external power.
these readings to past history of the same en- external power source. The higher NG achieved
BLEED AIR switches OFF. If this is not pos- The exceptions are the power selector switch
gine, and typical characteristics of a new en- with external power—typically in the range of
sible, be sure to note on the record that bleed is set to the BATTERY position, and stabi-
gine. During the life of the engine, the trends 22 to 23%—results in much cooler starts.
air was on or intake deflectors extended. lized N G prior to fuel introduction will typi-
recorded (fuel flow, N G speed, T 5 , etc.) will cally be 17 or 18% N G at ISA temperature.
remain stable as long as no deterioration oc- Those descriptions of engine starting are not
The engine must have the opportunity to sta-
curs in the engine. As the engine deteriorates, intended to be procedural since they deal only
bilize for 5 minutes before the data is recorded. When the power selector switch is at BAT-
the trends recorded will reflect the deteriora- with the basic steps to prepare for starting. All
In particular, this means that power and PROP TERY, the DC MASTER switch is at DC
tion. A decision can then be made to inspect, engine starts must be performed as outlined in
levers should not be touched and airspeed and MASTER, and the BUS TIE switch is a NOR-
repair, or overhaul the engine based on the the Flight Manual or approved checklist.
pressure altitude should remain constant. If MAL, battery power is available to start both
recorded data. The accuracy of the informa- power or PROP levers are moved, no matter engines. A properly maintained battery should
tion which the pilot records is critical to the Engine starting is controlled by switches on
how little, wait another 5 minutes before tak- be able to start both engines without being
success of the trend-monitoring program. the overhead console (Figure 7-34). DC power
ing the reading. recharged. The Flight Manual does describe
Although it is beyond the scope of this man- distribution is controlled by the two-position
DC MASTER switch, with positions labeled a procedure to recharge the battery between
ual to discuss trend monitoring in depth, the The software will compensate without any starts if and only if there is doubt about the
following will highlight some factors within OFF and DC MASTER. There is also a three-
difficulty for differences in pressure altitude ability of the battery to start the second engine.
position DC power selector switch with posi-
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Figure 7-44. Trend-Monitoring Printout (Sheet 1 of 3)

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LEGEND
WCW - Pure Water Wash
E45, E46 - EMMA Check
PR9 - Prop Governor Replacement
RCW -Compressor Recovery Wash
TQI -Torque Indicator Replacement
IAS -Airspeed Indicator Replacement

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The battery should not be recharged between AIR STARTING The limitations tables show six different con- UNDERSTANDING
starts without cause, because doing so short- ditions for which different limits apply. For TEMPERATURE LIMITATIONS
cycles the battery and will lead to a condition Normal Airstart some conditions, such as acceleration, the
where the battery does not have the capacity time limits are defined. For other conditions, Engine internal temperature (T 5 ) displayed in
to start both engines without being recharged. A normal airstart is accomplished as outlined such as starting, the time limits vary depend- the flight compartment is measured at station
If this happens, the battery must be deep-cy- in the aircraft checklist. The propeller lever ing on the actual temperature achieved. More 5, which is between the compressor turbine and
cled by the maintenance technicians to return must be at FEATHER, the FUEL lever at OFF, detailed limitations tables are published in the power turbine. Station 5 is not, however,
it to original performance specifications.When and the power lever at IDLE; select NORMAL P ra t t & W h i t n ey ’s E n g i n e M a i n t e n a n c e the area of the engine which is exposed to the
starting a cold soaked engine (OAT less than ignition and BOTH igniters.The generator of Manual. Two of the more detailed limitations highest temperature. Station 4, which is the aft
–20°C), follow the checklist but dry motor the engine being started is turned off, but the tables from these manuals, those for starting face of the vane ring which guides the hot, ex-
the engine for five seconds; then wait one generator of the functioning engine is left on. and acceleration T 5 limitations, are repro- panding gases to impact the compressor tur-
minute and proceed with a normal start. The An airstart, therefore, is always a deliberate duced here in Figures 7-45 and 7-46, to illus- bine blades at the correct angle, is exposed to
minimum temperature that the engine may be cross-generator start. trate the design of the limitation process. much higher temperatures. The ability of the
cranked at is –40°C. At colder temperatures, vane ring to withstand these high tempera-
preheating is required. Emergency Relight Whenever a prescribed engine limit (rpm, torque, tures is actually what determines engine tem-
T 5 or others) is exceeded, the incident must be perature limitations.
Observe the starter duty cycle limits and the For many years, the Twin Otter Flight Manual reported as an engine discrepancy in the aircraft
required starter cooldown periods. The starter contained a description of a procedure referred flight report. It is particularly important to record It is not practical to install a temperature mea-
is limited to 25 seconds of continuous operation, to as an “Emergency Relight.” This procedure the maximum value registered by the instrument suring system at station 4 because of the high
and requires a one-minute cooldown period be- involved turning the ignition system to man- and the duration of the incident.
fore another start attempt is made. After three start ual in an attempt to relight an engine in the
attempts, the starter must be allowed to cool for event of a fuel interruption. Table 7-1. PT6A-27 ENGINE LIMITATIONS
30 minutes before making another start attempt.
OPERATING
The procedure was dropped from the de CONDITION
OPERATING LIMITS
Havilland Flight Manual when revision 43
Maximum
CAUTION was issued in 1993 and should no longer be Power Setting SHP
Torque (1)
Observed
NG (2) NP (1) Oil Pressure Oil Temperature
considered an approved operating practice. PSI % RPM % RPM PSI (3) °C (4)
ITT°C
When ground running engines (ex-
Takeoff 620
cept during maneuvering or taxiing)
Maximum Continous ISA 50 725 101.5 96 80 to 100 10-99
in ambient temperatures of 32° C(90°
F) and above, the aircraft must be ENGINE LIMITATIONS Single Engine +18° C
headed into wind and operation in Max Climb 620

ISA 50 695 (5) 96 80 to 100 0-99
other than forward thrust must be GENERAL Max Cruise +6° C
kept to a minimum and in no case Idle (6) 660 (6) 40 min -40-99
exceed one minute. At temperatures Table 7-1 lists limits for various operating Starting 1,090 (7) -40 min
below 32° C, ground operation in re- conditions of the PT6A-27 engine. Table 7-2 68.8 (7) 825 (7) 102.6 110 (9) 0-99
Acceleration
verse thrust with aircraft headed into lists similar limits for the PT6A-20 engine. It
is important to note that these tables show Max Reverse 620 50 (8) 725 101.5 91±1 80 to 100 0-99
wind is limited to one minute. These
restrictions must be observed in order maximum values which must not be exceeded. NOTES:
1. Maximum permissible sustained torque is 50 psi.
to prevent overheat damage to the The tables are not to be used to calculate en-
2. For every 10° C below –30° C ambient temperature, reduce maximum allowable NG by 2.2%.
internal nacelle and upper wing skin. gine power settings. Engine power settings 3. Normal oil pressure is 80 to 100 psi at gas generator speeds above 72% with oil temperature between 60 and 70° C. Oil pressures below 80 psi
are calculated and set using power setting ta- are undesirable and should be tolerated only for the completion of the flight, preferably at reduced power setting. Oil pressures below normal
bles or a torque computer, both of which are should be reported as an engine discrepancy and should be corrected before next takeoff. Oil pressures below 40 psi are unsafe and require that
either the engine be shut down or a landing be made as soon as possible, using the minimum power required to sustain flight.
described later in this chapter.
4. For increase service life of the engine (i.e., time between oil changes), an oil temperature between 74 and 80° C is recommended. A minimum oil
temperature of 55° C is recommended for fuel heater operation at takeoff power.
5. Climb and cruise power settings should be achieved by use of power setting charts.
6. At 51% rpm (NG) minimum, increase NG as required to maintain idle temperature limit (approximately 65%).
7. These values are time-limited to two seconds. Starting temperatures above 925°C should be investigated for cause.
8. Reverse-power operation is limited to one minute.
9. In the event of a failure of the propeller governor toward overspeed, it is permissible to complete a flight with propeller control via the overspeed
governor, providing this limit is not exceeded.
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temperatures encountered there. During the de- Figure 7-45 illustrates the relationship between
sign and testing of the engine, a special tem- time and temperature during the starting pro-
perature probe was installed at station 4, and cess. Figure 7-46 shows time and temperature
it was determined that the maximum temper- limitations during all other operating conditions
ature the vane ring could withstand without de- other than starting.
terioration was 1050°C. Engineers then noted
the following constant relationship between
station 4 and station 5 temperature:
TAKEOFF AND MAXIMUM
CONTINUOUS SINGLE ENGINE IF TEMPERATURE EXCEEDS THIS VALUE
CONDITION STATION 4 STATION 5 FOR 2 SECONDS RETURN ENGINE TO AN
It is important to understand the definitions OVERHAUL FACILITY. COMPRESSOR
and meaning of the different conditions. The TURBINE BLADES AND POWER TURBINE
Starting 1040 1090 T5 BLADES MUST BE DISCARDED AND BOTH
first horizontal row in Tables 7-1 and 7-2, 1090 THE TURBINE DISKS SUBJECT TO
Takeoff and Maximum Continuous Single- STRETCH CHECK AND FLUORESCENT
Idle 1050 660
Engine limitations, apply only to those two PENETRANT INSPECTION
temporary, short duration operations. The NOTE:
Acceleration 1050 850
PT6A-27 engine is designed to withstand an in-
TEMPERATURES SHOWN MAKE NO
ternal temperature at station 5 of 725°C and the
As you can see, even though the limits for T 5 ALLOWANCE FOR CORRECTION
associated pressures produced for the duration FACTORS OR INSTRUMENT ERRORS
(station 5) temperature appear to change a
of a takeoff—typically about two minutes or BUT DO ALLOW FOR SOME TYPICAL
great deal, they are based upon a known met- INSTRUMENT LAG.
less, or for longer periods on the rare occasion
allurgical limit at T4 (station 4), which can only
RE
that the aircraft is being operated single engine.
TURBINE TEMPERATURE °C
TU
be observed using test laboratory equipment. AREA A NO ACTION REQUIRED
The PT6A-27 engine cannot withstand these
RN
1035
EN
AREA B VISUAL INSPECTION AND RECORD IN ENGINE LOG BOOK
GI
Table 7-2. PT6A-20 ENGINE LIMITATIONS
N
AREA C 1-PERFORM HOT SECTION INSPECTION
ET
2-RETURN COMPRESSOR TURBINE BLADE AND DISK
O
ASSEMBLY TO AN OVERHAUL FACILITY FOR
AN
OPERATING STRETCH CHECK AND FLUORESCENT PENETRANT
OV
CONDITION OPERATING LIMITS INSPECTION.
ER
HA
Maximum NG (2) NP (1) Oil Oil
Power SHP Torque (1) Nominal Observed Pressure Temperature
UL
Setting PSIG ITT °C ITT °C RPM % RPM % PSIG (2) °C (3)
FA
CI
Takeoff & 550
LI
Max Continious (21°C) 42.5 750 101.5 100 65–85 10–99 980
TY
Enroute Emergency AREA C
Max Climb 538 42.5 705 725 101.5 100 65–85 0–99
(15°C)
Max Cruise 495 42.5 705 101.5 100 65–85 0–99

(15°C) AREA B
Idle 685 (4) 52 (min) 40 (min) –40–99
Starting 925 1,090 (5,7) –40 (min)
Acceleration 48.5 (5) 850 (5) 102.6 (5) 110 (5) 0–99 AREA A
Max Reverse 500 42.5 (6) 925
(21°C) 750 101.5 65–85 0–99
NOTES:
1. All Limits are based on sea level and ambient temperatures as specified.
2. Minimum oil Pressure above 72% NG is 80 psig.
1 2 5 10 15 20 30
3. For increased service life of the engine (i.e., time between oil changes) an oil temperature between 74 and 80°C is recommended. A minimum oil
temperature of 55°C (130°F) is recommended for fuel heater operation at takeoff power.
4. At idle, increase Ng as required to keep within this limit. TIME–SECONDS
5. These values are time-limited to two seconds.
6. Reverse-power operation is limited to one minute.
7. Starting temperatures above 925°C should be investigated for cause. Figure 7-45. Temperature Limitations—Starting Conditions Only (PT6A–27)
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IF TEMPERATURE EXCEEDS THIS VALVE

FOR 2 SECONDS RETURN ENGINE TO AN
OVERHAUL FACILITY. COMPRESSOR
TURBINE BLADES AND POWER TURBINE
BLADES MUST BE DISCARDED AND BOTH
T5 THE TURBINE DISKS SUBJECTED TO
825 STRETCH CHECK AND FLUORESCENT
PENETRANT INSPECTION
AREA A 1-DETERMINE AND CORRECT CAUSE OF

OVERTEMPERATURE
2-PERFORM VISUAL INSPECTION
3-RECORD IN ENGINE LOG BOOK
765
AREA B PERFORM HOT SECTION INSPECTION
RE AREA C 1-PERFORM HOT SECTION INSPECTION
AREA C TU
RN 2-RETURN COMPRESSOR TURBINE BLADE AND DISK ASSEMBLY
EN TO AN OVERHAUL FACILITY FOR STRETCH CHECK AND
GI
NE FLUORESCENT PENETRANT INSPECTION.
TO
AN
TURBINE TEMPERATURE
755 OV
ER
HA
UL
FA
CI
LIT
Y
AREA B
745
735
AREA A
725
NO ACTION REQUIRED
0 2 10 20 30 40 50 60 70 80 90
TIME–SECONDS
Figure 7-46. Temperature Limitations—Other Than Starting (PT6A–27)

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temperatures for a prolonged climb on a regular down within the limit. Switching off the gen-
basis, or for extended periods of cruise flight. erator, which imposes a significant mechani-
cal load on the engine, will also reduce idle T 5
The condition of operating below these limits is temperature.
referred to as TAKEOFF POWER, when the
power is set using the TAKEOFF POWER graphs A new engine will normally maintain engine
from the Flight Manual or TAKEOFF POWER oil pressure within the green arc when idling.
INDEX on the torque computer. During engine The lower oil pressure limit published for idle
failures, when power is set to these limits by ad- conditions allows for some wear to occur
vancing power to either the T 5 , torque, or N G within the oil system, giving lower pressures
limit, whichever is reached first, without using at idle, as long as the oil pressure rises to
the graphs or torque computer, the condition is within the green arc when engine power is in-
referred to as MAX POWER. creased. A footnote on the table explains the
lower oil pressure limits in more detail. The
Reciprocating engine manufacturers often spec- engine may be started and left at idle speed
ify a limit of five minutes for operations at full when the oil temperature is as low as –40°C,
power. Pratt & Whitney have not published a but oil temperature must be allowed to rise to
hard-time limit for either TAKEOFF POWER 0°C before the engine is accelerated above
or MAX POWER; however, the message is fairly idle speed.
clear—use these higher power settings only
when needed and for no longer than needed.
STARTING
MAXIMUM CLIMB AND The Starting condition limit for T 5 tempera-
ture is much higher than that allowed for sta-
MAXIMUM CRUISE bilized takeoff, cruise, or idle power. Starting
Maximum Climb and Maximum Cruise limi- is a temporary condition only when the engine
tations are shown in the second horizontal is rotating at very low speed. The engine parts
row of Tables 7-1 and 7-2. The most signifi- are only exposed to the high temperatures for
cant difference is that T 5 temperatures (PT6A- a very brief period of time, and therefore do
27 engine) are limited to 695°C for continuous not become heat soaked as they would during
operation. Because the engine may be set at stabilized operation.
relatively low power settings, a slightly lower
oil temperature lower range limit for climb and The limit shown for maximum observed ITT
cruise flight is provided. Maximum climb and is difficult to understand unless it is viewed
cruise power should be set by reference to the in the context of the more detailed starting
power setting graphs in the Flight Manual or temperature limitations diagram shown in
the torque computer. Figure 7-45. In the case of the PT6A-27 engine,
temperatures of 1,090°C can be tolerated as
long as the temperature drops below 980°C
IDLE within two seconds. Temperatures between
980°C and 925°C are acceptable for varying
Idle condition limits are shown in the third row
lengths of time, and temperatures of up to
of the previous tables. The maximum permit-
925°C are acceptable without time limits dur-
ted T 5 temperature is much lower than that
ing the starting process.
for cruise, because the engine is operating at
very low speeds and the quantity of air avail-
able for cooling of parts within the engine is ACCELERATION
minimal. If the T 5 temperature is higher than
the limit shown when the engine is at idle, N G Acceleration limits allow for momentary, tran-
speed must be increased to provide additional sient surges above the normal limits to be ob-
cooling airflow bringing the T 5 temperature served without requiring a teardown and

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overhaul of the engine. Footnotes given for the computer for PT6A-27 engines is included in
torque and T 5 acceleration limits specify that the FlightSafety Twin Otter Pilot Checklist.
the excursion above the normal limit is only Instructions for using the torque computer are
permitted for two seconds. A time limit is not printed on the reverse side of the computer.
specified for N G and N P acceleration limits.
This is interpreted to mean that the excursion Except in the case of an engine failure or sin-
above the normal limit must be a spike only, gle-engine go-around when MAX POWER is
and not a stabilized indication.
Whenever the engine has exceeded the limits

shown for Takeoff and Maximum Continuous
Single Engine, or Maximum Climb and
Maximum Cruise, the incident should be re-
ported to the maintenance technician—even if
the Acceleration limits have not been exceeded.
It is particularly important to report the max-
imum value observed, and the length of time
the normal limit was exceeded.
REVERSE
Max Reverse limits are almost identical to the
takeoff limits. This is understandable, as re-
verse thrust is a temporary condition, not un-
like a takeoff. The N P limit is lower in reverse;
however, the engine is rigged in such a man-
ner that the N F governor will automatically
maintain this lowered limit when reverse power PT6A-27
is used. The lower N P limit in reverse is, there-
fore, more of a rigging specification for the
maintenance technician than a limitation im-
posed on the pilot.
CALCULATING AND
SETTING ENGINE
POWER
TAKEOFF, CLIMB, AND CRUISE
POWER SETTINGS
Power for the takeoff, climb, and cruise phases
of flight should be calculated and set by using
the power setting tables given in Section 4 of
the Flight Manual, or by using the torque com-
puter, which is a miniature version of the ta- PT6A-20
bles. Figure 7-47 shows the torque computers
for the PT6A-27 and PT6A-20 engines. A torque Figure 7-47. Engine Torque Computers

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called for, power must not be set by simply ad- SINGLE-ENGINE POWER
vancing the power levers until a redline such SETTING
as torque, T 5 , or N G is reached.
There are only two occasions when the Flight
Takeoff power settings are calculated using the Manual calls for power to be set based on a red-
TA K E O F F P OW E R g r a p h o r TA K E O F F line, rather than a calculation, and both are dur-
POWER INDEX on the torque computer. If full ing single-engine flight. The power setting
power is desired for takeoff, intake deflectors following an engine failure during takeoff or
should be retracted and BLEED AIR switches a single-engine go-around is made by ad-
should be off—if weather conditions permit. vancing the power levers until either the T 5 ,
torque, or N G limit redline is reached.
Climb and cruise power settings are calcu-
lated using the MAXIMUM CONTINUOUS
POWER graph, or the MAX CRUISE INDEX REDUCED POWER TAKEOFFS
on the torque computer. Two supplements to the Series 300 Flight Manual
permit takeoffs to be made with 90% power, in-
The calculations made impose a responsibil- stead of the full calculated takeoff power nor-
ity on both the pilots and maintenance staff. mally used. Supplement 27 provides information
The pilots must not exceed the calculated for operators using CAR 3 specifications, and
power settings, even if additional forward Supplement 26 provides information for opera-
power lever movement is available and no tors using SFAR 23 specifications.
published engine limit has been reached when
calculated power is set. Maintenance techni- The supplements were published in response
cians are responsible for ensuring that the pi- to requests from operators who were con-
lots can, in fact, achieve the calculated power cerned about high T 5 temperatures that were
setting on every takeoff without exceeding being experienced during takeoff in hot
any other engine limits, such as T 5 or N G . weather conditions. The argument was made
that if runway length and clearway were not
ENGINE PERFORMANCE limiting factors, a takeoff could safely be made
MARGINS at a lower power setting, and engine mainte-
nance costs would be lower, due to the lower
PT6 turboprop engines are designed to produce T 5 temperatures. Acting on these requests, de
the power output specified in the Flight Havilland published the supplements autho-
Manual power setting charts, without ex- rizing the 90% power takeoffs.
ceeding any engine limitations. New engines
will produce the calculated power with ob- However, there are significant restrictions to
served T 5 and N G speeds below their respec- when reduced power takeoffs can be made.
tive limits by an amount which is called the Reduced power takeoffs must not be made
margin. This margin will decrease during the when the OAT is 0°C or below. Reduced power
service life of the engine. Maintenance ac- takeoffs must not be made when the runway is
tion is required in the event that the quoted contaminated with standing water, ice, slush
power cannot be achieved without exceeding or snow.
T 5 or N G limits.
Revised graphs in the supplements show the
longer takeoff distance, longer accelerate and
stop distance, and reduced takeoff rates of
climb and climb gradients. These performance
penalties must be considered prior to making
a reduced power takeoff. Weight, Altitude and

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Temperature (WAT) limitations will be en- is already a reduced power takeoff in the con-
countered at much lower temperatures and al- text of torque limits (Figure 7-48).
titudes when 90% power is used 24.
The supplement permitting reduced power
Torque limits on the Series 300 Twin Otter takeoffs imposes a very important limitation
have never been a limiting factor in engine life, upon the pilots. Full-rated takeoff power
because the PT6A-27 engine, as discussed ear- checks must be carried out at regular intervals.
lier, is designed and rated for 680 horsepower, The reason becomes clear when single-engine
equivalent to 53.3 psi torque. De Havilland has performance is considered.
flat-rated the engine to 620 horsepower, equiv-
alent to 50.0 psi torque. Therefore, a full power All single-engine performance data for the
takeoff (50 psi torque) made at ISA conditions Twin Otter is based on the operating engine
OUTPUT
PSI
68.7
59.0
RE
TU
R NP
OW
ER
SE
CT
ION
TO
AN
OV
ER
HA
ULF
RECORD IN ENGINE LOG BOOK AC
ILIT
Y
53.3
NO ACTION REQUIRED
50.0
1 2 3 4 5
0 2 SEC
TIME–MINUTES
Figure 7-48. Overtorque Limits—All Conditions

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being able to produce full-rated takeoff power.

Under ISA conditions, the normal takeoff power
setting is 50 psi torque which will yield 620
horsepower. The 90% takeoff power setting is
45 psi torque which will yield 558 horsepower.
If for any reason—internal deterioration, rig-
ging problems, or engine gauge problems—
only 570 horsepower (for example) is available
when the power levers are advanced to the full
forward position, this inability to reach full
power will not be apparent to the pilots when
the reduced power takeoff is made. If an engine
fails, a serious accident may occur because the
remaining engine will only produce 570 horse-
power, not the 620 horsepower that the single-
engine performance tables are based upon.
WARNING
Before making reduced power take-

offs, read and understand the supple- Figure 7-49. Engine Controls
ments—paying particular attention to Beginning with aircraft serial number 475 25,
the operating limitations and perfor- a plastic guard was installed over ON positions
mance charts. Conduct full power of the FUEL levers, to prevent inadvertent
takeoff checks on a regular basis to en- movement of the lever. The FUEL lever is me-
sure that both engines will produce chanically connected to the fuel shutoff valve,
full power when required. located in the nacelle between the FCU and the
flow divider.
The FUEL lever must be in the OFF position

POWERPLANT when the engine is shut down. Failure to check
CONTROL the FUEL lever position can result in fuel being
transmitted to the combustion chamber anytime
that the engine is cranked for any reason.
GENERAL
The powerplant (engine and propeller) is con- PROPELLER LEVERS
trolled by three levers located in the power
quadrant section (Figure 7-49) of the over- The PROP lever operates in a slot with posi-
head console. The levers are identified as tions labeled INCREASE and FEATHER. The
FUEL, PROP, and THROTTLE. PROP levers allow the pilot to select propeller
rotational speeds of 75 to 96% on PT6A-27 en-
gines, and 75 to 100% on PT6A-20 engines.
FUEL LEVERS The PROP lever is mechanically connected to
the propeller primary governor.
The FUEL levers have two positions, labeled
ON and OFF. Each lever is preloaded to require A lever gate stop is provided in the slot to pre-
deliberate intent to move the lever from the ON vent inadvertent selection of FEATHER. The
or OFF position. PROP lever must be pushed upward before
being moved back to the feather position.

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The PROP levers also operate a mechanical in- Whenever the engine speeds cannot be con-
terlock which prevents the power levers from trolled by retarding the power lever, either
being moved aft of the idle stop unless at least the engine must be shut down, or a landing
one PROP lever is set at 96% N P . The inter- must be made as soon as possible.
lock is engaged if both PROP levers are set
below 96%, and disengaged when any one
PROP lever is moved fully forward.
RESET PROPS INDICATION
On all Series 300 aircraft, a caution light on
POWER LEVERS the annunciator panel labeled RESET PROPS
will illuminate when the power levers are re-
Though labeled THROTTLE, this lever is usu- tarded to approximately 70% N G or less while
ally called the power lever. Its extreme posi- the propeller levers are at 91% or less. The light
tions are labeled MAX, indicating full power circuit is wired through a microswitch oper-
in the forward thrust and reverse thrust ranges. ated by the right power lever in series with a
The intermediate positions are labeled IDLE microswitch operated by the left propeller
and REVERSE. lever. Power is obtained from the right DC
Bus from a 5-amp circuit breaker labeled
On float-equipped aircraft incorporating zero OVER SPEED GOV, located on the main cir-
thrust latches, a mark across the plastic power cuit-breaker panel.
lever cover (when aligned with a similar mark
on the power lever) indicates power lever po- The RESET PROPS warning light was not
sition for zero thrust latch engagement dur- provided until aircraft serial number 117 26.
ing shutdown. The first version of the warning system used
on aircraft serial numbers 117 through to 213
An anti-reverse stop is incorporated in each consisted of a flashing red light mounted on
power lever to prevent inadvertent selection of the instrument panel. If the left propeller lever
reverse thrust. The stop is released by rotating was at 95% or less, the right power lever at 75%
the power lever handgrip before the lever is N G or less, and the flaps selected to 7.5° or
moved into the REVERSE range. more, the light would flash. Advancing the
power levers to the full-forward position
An interlock mechanism in the power lever (100% N P on the Series 100 and 200 aircraft)
quadrant prevents lever movement aft of IDLE would extinguish the light.Beginning with
if the propeller levers are at less than 96%. The aircraft serial number 214, a new mechanical
interlock is disengaged by moving at least one interlock mechanism 27 was introduced which
PROP lever forward to 96%. prevented the power levers from being moved
aft of the idle position unless the PROP levers
The power lever is mechanically connected were at the full-forward position. At the same
through a cam cluster to the fuel control unit time, the microswitch which detected flap ex-
and to the primary governor. Movement of the tension was deleted from the system, and the
power lever between IDLE and MAX in the RESET PROPS annunciator light was relo-
forward-thrust range affects only the FCU. cated to the annunciator panel (Figure 7-50).
The colour of the light was changed from red
Moving the power lever between IDLE and to amber.
MAX in the reverse-thrust range permits the
cam cluster to interconnect the FCU, the power
turbine (N F ) governor, and the Beta valve—
thus providing Beta mode (blade-angle) con-
trol, rpm limiting, and fuel flow control in the
Beta range of operation.

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S/Ns 117–213 S/Ns 214 AND SUBSEQUENT

Figure 7-50. RESET PROPS Caution Light
FRICTION CONTROL
A friction adjustment knob is provided for
both the power levers and the PROP levers.
Knurled knobs labeled FRICTION are located
aft of each set of levers. The left knob sets fric-
tion for both power levers, and the right knob
sets friction for both PROP levers. An arrow
marked on the plastic cover area indicates di-
rection of friction increase.
PROPELLER
Figure 7-51. Three-Bladed Propeller
GENERAL
The propeller is manufactured by Hartzell. It
The propellers used on the PT6A-20 engines is an all-metal, three-bladed, single-acting,
and that used on the PT6A-27 engines (Figure constant-speed assembly. The blade diame-
7-51) are similar but not identical. Cockpit ter is 8 feet 6 inches.
control and propeller reaction to cockpit con-
trol inputs are identical. Some technical dif- Full feathering and full reversing capabilities
ferences exist. The descriptions and values are provided, as well as Beta mode control for
given in this chapter apply to the PT6A-27 en- ground handling and Beta backup protection
gine fitted with three-bladed propellers. during flight, preventing blade angle decrease
Differences for the PT6A-20 engine will be dis- below a specific value if malfunctions occur.
cussed at the end of the chapter. Some values
given are different when the aircraft is fitted Increasing blade angles are induced by internal
with four-bladed propellers, although the the- springs in the propeller dome and counterweights
ory remains the same. Refer to the Flight at each blade root. Decreasing blade angles are
Manual supplements for the correct values induced by oil pressure developed by the oil
for aircraft fitted with four-bladed propellers. pump in the base of the propeller governor.

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Normally, the propeller will feather when the blade with respect to the plane of its rotation, to the speed selected with the PROP lever. Engine oil enters a pump which is built into
engine is shut down, regardless of PROP lever and pitch is the linear distance the propeller Table 7-3 lists some of the terminology used the base of the propeller governor. This gear-
position, and unfeather (if the PROP lever is moves in one revolution. in this chapter. type pump increases the oil pressure to ap-
not in the FEATHER position) when the en- proximately 385 psi, as the normal engine oil
gine is started. Pitch is constant because it is determined by Propeller Oil Supply pressure of approximately 85 psi is not suffi-
propeller blade design. Blade angle is a vari- cient to overcome the counterweight force
Float-equipped aircraft are equipped with zero able, controlled by many factors. The blade- All control of oil supply to the propeller is ac- when the propeller is rotating rapidly. Pump
thrust latches which hold the blades at a zero angle range of the three-bladed propellers complished by the propeller governor assem- output pressure is regulated by a relief valve.
thrust position to allow engine starting on used on the Series 300 Twin Otter extend from bly. This assembly includes the constant-speed
water without forward movement of the air- –15° (full reverse) to +87° (full feather). At unit (CSU), Beta reverse valve, Beta backup After passing through the pump, the oil passes
craft. The latches are centrifugal, and auto- idle speed when the aircraft is stationery, the valve, and other components. Figure 7-53 shows through the Beta backup solenoid valve,
matically disengage when the engine is started blade angle is +11°. a propeller governor assembly installed on through the Beta reverse valve, and then
and stabilized at idle N G . the engine. reaches the constant-speed section of the gov-
Blade angle is described in degrees, measured ernor. After passing through the constant-
Manual and automatic feathering systems are at a specific location. On the Twin Otter pro- The propeller on the Twin Otter is operated by speed section of the governor, the oil enters
provided. An optional synchronizing system peller, the station at which blade angle is mea- oil pressure. The oil needed to operate the the propeller dome through a transfer sleeve.
was also available as a factory installation. sured is located 30 inches out from the hub of propeller is taken from the engine lubrication The transfer sleeve remains stationery, while
the propeller. Often, this will be marked on the system. Figure 7-54 illustrates the control of the propeller shaft rotates within it. There is
Because no oil is available to lubricate the propeller with a painted line on the forward oil within the propeller governor. a constant leakage of oil from the dome to the
bearings in the power turbine assembly, the face of the blade. Maintenance technicians
propeller must be restrained to prevent it from use a protractor, placed against this line, to
windmilling when the aircraft is parked with measure blade angle. Table 7-3. PROPELLER TERMINOLOGY
the engine shut down. Figure 7-52 shows a
Feather 87° blade angle Mechanical stop in propeller dome, can
typical propeller tie used to prevent the pro- Beta and reverse do not have the same mean- be adjusted.
peller from windmilling. ing. Beta refers to the operating condition that
exists when the propeller blade angle is con- Constant Speed Range 75 to 96% NP Prop speed controlled by CSU section of
trolled by the power lever, rather than the con- propeller governor.
OPERATING PRINCIPLES stant-speed unit (CSU).
Contact Angle 21° blade angle Point at which low-pitch stop nuts contact
Terminology Strictly speaking, reverse should refer to neg-
propeller piston and begin to move low-
pitch stop (feedback) ring.
In constant-speed propellers, the terms pitch ative blade angles; but when discussing the
Twin Otter propeller system, the term reverse Prime Blade Angle 17° blade angle Low-pitch stop (feedback) ring movement
and blade angle are sometimes used inter- has repositioned Beta valve—oil flow to
changeably. The terms, however, are not iden- is often loosely used to refer to any time when
propeller governor (CSU) is restricted.
tical. Blade angle is defined as the angle of the the power lever grips are twisted and the power
levers moved aft of the idle position. Idle Blade Angle 11° blade angle Blade angles set by Beta reverse valve
low pitch stop (feedback) ring when
The propeller can be in either the constant power lever is at idle.
speed range or in the Beta range. The power
Beta Backup Activation 9° blade angle Backup Beta solenoid valve actuated by
levers can be in the forward (flight) range or travel of low pitch stop (feedback)
in the reverse (ground operations only) range. ring stops flow of oil to prop, Beta
The propeller can, however, be operating in light cycles.
Beta range when the power levers are in the
forward range. This is normal and occurs dur- Beta Range — Idle Power +11° to –2° blade angle Blade angle changes as power lever
moves rearward with no change in
ing every approach, taxi, and idle. NG (51%).
The propeller is operating in Beta range Reverse 0 to –15° blade angle As set by Beta reverse valve low pitch
whenever the propeller speed shown on the stop (feedback) ring and power lever
N P gauge is less than the propeller speed se- movement in the power lever
reverse range.
lected with the PROP lever. The propeller is
Figure 7-52. Propeller Tie
in the constant-speed range whenever the ac- Max Reverse –15° blade angle Set by mechanical stops in prop dome
tual propeller speed is approximately equal which limits piston travel—not adjustable.

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BETA ROD
NP SPEED CONTROL
(FROM PROP LEVER)
HYDRAULIC LOWPITCH
TELEFLEX CONTROL
ADJUSTMENT
(FROM POWER LEVER) PROPELLER GOVERNOR
REVERSING LEVER
COUTERWEIGHT
BETA REVERSE VALVE
AUTOFEATHER
SOLENOID VALVE
TORQUE SENSOR
BETA BACKUP
BETA BACKUP VALVE
TORQUE PRESSURE
BETA BACKUP VALVE SWITCH

BETA REVERSE
SENSOR
VALVE
NP TACHOMETER
Figure 7-54. Propeller Governor—Oil Control

FEEDBACK RING
PUSH-PULL CONTROL
TO PUMP
Figure 7-53. Propeller Control Components
VALVE
PILOT
SPEEDER
SPRING
reduction gearbox. This leakage ensures that is supplied to the piston, the propeller blade
OIL IN
oil does not stagnate within the propeller dome angle will decrease (move to a finer blade
and congeal in cold temperatures. The oil that angle or higher rpm). If oil pressure is re-
leaks into the reduction gearbox is scavenged duced or the oil supply is interrupted, the
TO SUMP
by the engine oil system, and returned to the springs and counterweights will cause the
rear portion of the engine where it is cooled propeller blade angle to increase (move to-
OVERSPEED GOVERNOR
SPEED ADJUSTING LEVER
and filtered. wards a coarser blade angle or low rpm).
TEST SOLENOID
A large quantity of oil under pressure is required The extreme limit of forward piston travel will
to move the propeller to the reverse position. place the propeller in the full reverse position.
The extreme limit of rearward piston travel will
RESET POST
If the supply of oil is interrupted for any rea- place the propeller in the feathered position.
(RESET LEVER)
AIRBLEED LINK
son, the propeller will feather. Centrifugal Figure 7-55 shows the propeller in the feathered,
TO SUMP
force acting on the counterweights attached to idle, cruise, and reverse positions, respectively.
PY
ADJUSTMENT
GOVERNING
the root of the propeller blades will cause the
MINIMUM
propeller to feather if it is rotating. Pressure The constant speed section of the propeller
from the large springs within the propeller governor modulates the oil supply to main-
PROPELLER OVERSPEED GOVERNOR

dome will cause the propeller to feather if it tain the propeller speed selected by the pilot
is not rotating. with the PROP lever. If the propeller speed
exceeds the setting made with the PROP
Major Propeller Components lever, the constant-speed section will re-
duce or cut off the oil supply to the dome.
PROPELLER
REVERSING CAM
The propeller has three blades which are Oil will continue to escape from the dome
mounted on a hollow hub. On the front end of through the leak in the transfer sleeve, and
the hub is a piston which moves forward when counterweight force will cause the propeller
oil pressure is applied, or aft when spring blade angle to increase (to coarsen or move
FCU ARM
pressure (or propeller counterweight force) is to low rpm). Propeller speed will decrease
greater than the force applied by the oil pres- until the speed matches the speed selected
sure. Mechanical links connect the piston to with the PROP lever.
the propeller blades. If sufficient oil pressure
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PROPELLER GOVERNOR GOVERNOR

TEST RESET VALVE
PROPELLER
CONTROL LEVER
SPEEDER
SPRING
OVER
FLYWEIGHTS SPEED
LEGEND TEST RESTRICTOR
PILOT
ENGINE OIL PRESSURE VALVE PILOT
VALVE
GOVERNOR PUMP PRESSURE
DRAIN
STATIC FLUID
OVER
SPEED
PRIMARY GOVERNOR
GOVERNOR
FEATHERED BETA RANGE—IDLE
AUTO
FROM ENGINE
Figure 7-56. Propeller Range of Operation

DRAIN FEATHER DRAIN
OIL PUMP VALVE
GOVERNOR
PUMP COUNTERWEIGHT
MICRO-
SWITCH
P FEED FEATHER
BACK SPRINGS SERVO
RING PISTON
RELIEF VALVE
BETA
REVERSE BACKUP ROTATION
MAX VALVE
MAX
IDLE REVERSE RETURN
SPRINGS
CONSTANT SPEED RANGE—CRUISE BETA RANGE—FULL REVERSE REVERSING VALVE
DRAIN LEVER
Figure 7-55. Propeller Operation POWER TURBINE (NF)
PROPELLER BETA REVERSE GOVERNOR
If the actual propeller speed is less than the propeller has a limited blade-angle range CONTROL LEVER VALVE
speed selected with the PROP lever, the con- wherein the CSU can control the propeller. MAX STOP
stant-speed section of the propeller governor Mechanical stops limit the blade angle at each POWER
will admit a greater quantity of oil to the pro- end of the range. The CSU can vary the blade LEVER
peller dome. This will force the dome for- angle within the range allowed by the me-
ward, and the propeller blade angle will chanical stops. If the propeller is rotating FUEL
CONTROL
decrease (the blades will fine out or move to slowly, the mechanical stop will limit the blade UNIT
high rpm). Propeller speed will increase until angle from decreasing below a preset fine- LEVER
the speed matches the speed selected with the blade angle (high rpm) position.
PROP lever, or until the propeller blade angle
decreases to the angle at which the Beta reverse T h e Tw i n O t t e r p r o p e l l e r c a n b e m ove d
valve begins to operate. through a much greater angular range. Figure
7-56 illustrates the range of travel. Although
Beta Reverse Valve mechanical stops do exist on the Twin Otter
(at the feather and full reverse position), an
Introduction and Theory additional mechanism must be provided to
prevent the propeller blade angle from de-
On an aircraft with a simple, nonreversing con- creasing below a certain angle if the propeller TE
stant-speed propeller, such as a Cessna 185, the
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governor is unable to maintain the selected to the Beta reverse valve by the reversing lever,
propeller speed. Without this additional mech- which is connected to a carbon block within
anism, the CSU would drive the dome all the the feedback ring. As the feedback ring moves
PROPELLER GOVERNOR GOVERNOR way forward, to the full reverse position, if it forward, the reversing lever pulls the Beta re-
TEST RESET VALVE was unable to maintain the speed selected verse valve out. The outward movement of
PROPELLER with the PROP lever. the Beta reverse valve restricts the flow of oil
CONTROL LEVER
SPEEDER
until the amount of oil reaching the dome is
SPRING This additional mechanism is referred to as a equal to the amount leaving the dome by leak-
OVER Beta reverse valve. (Some publications refer age at the transfer sleeve (Figure 7-57).
FLYWEIGHTS SPEED
LEGEND TEST RESTRICTOR
to this same mechanism as a hydraulic low-
PILOT In effect, the Beta reverse valve is a hydraulic
ENGINE OIL PRESSURE VALVE PILOT pitch stop.) The Beta reverse valve must not
VALVE be confused with the Beta backup valve, which low-pitch stop (as opposed to mechanical stop).
DRAIN serves a totally different purpose and will be
The power levers should not be moved aft of
STATIC FLUID discussed later on in this chapter. The Beta re-
the idle position unless the engine is running.
verse valve limits the propeller blade angle
OVER The mechanical linkage connecting the power
from decreasing below a preset value when the
SPEED levers, cam cluster, reversing lever, Beta re-
PRIMARY GOVERNOR propeller governor is unable to maintain the
GOVERNOR verse valve, and feedback ring together will
propeller rpm which has been selected with the
be damaged if the power levers are forced aft
PROP lever.
AUTO of idle when the engine is not running.
FROM ENGINE FEATHER
OIL PUMP DRAIN DRAIN The Beta reverse valve is compressed inwards
VALVE
(aft) and allows unimpeded flow of oil to the
Constant Speed Unit (CSU)
GOVERNOR
PUMP MICRO-
COUNTERWEIGHT CSU when the CSU is able to maintain the speed Constant-speed propellers operate in three
SWITCH
FEATHER
selected with the PROP lever. If the CSU can- ranges: underspeed, overspeed, and onspeed.
P FEED not maintain the selected propeller speed, the
BACK SPRINGS SERVO
RING PISTON Beta reverse valve will begin to move forward Underspeed is the range of operation in which the
and restrict oil supply when the propeller blade actual propeller rpm is less than the rpm which
RELIEF VALVE angle decreases to approximately +21°. The has been selected with the PROP lever.
Beta reverse valve will limit the propeller blade
angle to +17° in flight, and to +11° at idle power. Overspeed is the range of operation in which
BETA
REVERSE BACKUP ROTATION the actual propeller rpm is greater than the rpm
MAX VALVE
which has been selected with the PROP lever.
MAX Design and Operation
IDLE REVERSE RETURN
SPRINGS Onspeed refers to the condition that exists
The Beta feedback mechanism consists of
REVERSING VALVE when the actual propeller rpm is approxi-
DRAIN LEVER three rods which are attached to a feedback
mately the same as the rpm which has been se-
POWER TURBINE (NF) ring at the rear end of the propeller. The rods
PROPELLER BETA REVERSE GOVERNOR lected with the PROP lever.
CONTROL LEVER
pass through holes formed in the outer casing
VALVE
MAX STOP of the propeller dome. Pitch setting nuts are
The speed of the Twin Otter propeller can be
installed at the forward end of each rod. When
POWER selected using the PROP lever, through a range
LEVER the propeller is operating in the constant-speed
of 75% N P (normal cruise) to 96% N P (normal
range, which is anywhere from +87° blade
takeoff). The CSU will adjust blade angle as
FUEL angle to approximately +21° blade angle, the
CONTROL required to achieve the desired speed.
Beta feedback mechanism is unaffected by
UNIT Typically, blade angles used by the CSU vary
LEVER the position of the propeller dome.
from +17° at takeoff to between +25 to +35°
When the propeller blade angle begins to ap- in cruise; although, the CSU could, theoreti-
proach the minimum acceptable blade angle cally, increase the blade angle all the way to
for flight, the propeller dome begins to push +87°, at the feather position.
forward on the pitch setting nuts. This action
pulls the feedback ring forward. The forward Propeller speed is controlled by a governor which
Figure 7-57. Propeller—Beta Range movement of the feedback ring is transmitted is driven by the propeller reduction gear at the
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front of the engine. The governing principle is When propeller rpm increases above the speed
based on the balance and imbalance of two op- selected, the flyweight force becomes greater
posing forces, both of which are variables. than the speeder-spring force, and the pilot
valve restricts or cuts off the oil supply to the PROPELLER GOVERNOR GOVERNOR
The first variable is the force of a speeder spring dome. The springs and counterweights will TEST RESET VALVE
which is controlled by the position of the PROP cause the propeller blade angle to increase PROPELLER
CONTROL LEVER
control lever. Increasing the speed selected and the propeller will slow down to the selected
with the PROP lever increases the downward speed (Figure 7-59). SPEEDER
SPRING
force on the speeder spring. OVER
In the event of a significant overspeed, the FLYWEIGHTS SPEED
The second force is centrifugal and is pro- pilot valve will be forced so far upward that PILOT TEST RESTRICTOR
duced by mechanical flyweights. Because the oil within the dome will be allowed to return LEGEND VALVE PILOT
VALVE
flyweights are driven by the propeller reduc- to the pilot valve assembly, where it is dumped ENGINE OIL PRESSURE
tion gear, the flyweight force is directly related back into the reduction gearbox. This will GOVERNOR PUMP PRESSURE
to propeller rpm. As the propeller speed in- hasten the process of increasing the blade DRAIN
creases, the flyweights exert a greater force up- angle (Figure 7-60). STATIC FLUID
OVERSPEED
wards against the speeder spring. GOVERNOR
PRIMARY
When the speeder-spring force and flyweight GOVERNOR
The differential which exists at any time be- force are equal, the pilot valve reaches a po-
tween these two forces determines the position sition where the quantity of oil supplied to the AUTO
of a plunger called a pilot valve. The position dome exactly matches the quantity leaving the FROM ENGINE FEATHER
OIL PUMP DRAIN DRAIN
VALVE
of the pilot valve determines whether the oil is dome through the leak in the transfer sleeve.
allowed to enter the propeller dome, or whether The blades will be held at a constant angle and GOVERNOR
COUNTERWEIGHT
PUMP
the oil supply is partially restricted or entirely the propeller will remain at a constant rpm MICRO-
SWITCH
cut off. (Figure 7-61). P FEATHER
FEED SPRINGS SERVO
BACK PISTON
When the propeller speed falls below the speed For a given rpm and fixed power setting, blade RING
selected with the PROP lever, the speeder- angle is a function of true airspeed, and rpm RELIEF VALVE
spring force becomes greater than the fly- is a function of blade angle.
weight force, and more oil pressure is directed
to the propeller piston to decrease blade angle BETA
BACKUP ROTATION
REVERSE
and allow the propeller to accelerate to the MAX VALVE
speed selected (Figure 7-58). MAX
IDLE REVERSE RETURN
SPRINGS
REVERSING VALVE
DRAIN LEVER
POWER TURBINE (NF)
CONTROL LEVER VALVE
MAX STOP
POWER
LEVER
FUEL
CONTROL
UNIT
LEVER
Figure 7-58. Propeller—Slight Underspeed
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TEST RESET VALVE
PROPELLER
CONTROL LEVER
OFF
SPEEDER PROPELLER GOVERNOR GOVERNOR
SPRING TEST RESET VALVE
OVER PROPELLER
FLYWEIGHTS SPEED CONTROL LEVER
TEST
PILOT RESTRICTOR OFF SPEEDER
LEGEND VALVE PILOT SPRING
VALVE
ENGINE OIL PRESSURE OVER
GOVERNOR PUMP PRESSURE FLYWEIGHTS SPEED
TEST
DRAIN PILOT RESTRICTOR
LEGEND VALVE PILOT
STATIC FLUID VALVE
OVERSPEED ENGINE OIL PRESSURE
GOVERNOR GOVERNOR PUMP PRESSURE
PRIMARY
GOVERNOR DRAIN
STATIC FLUID
AUTO OVERSPEED
FROM ENGINE FEATHER GOVERNOR
OIL PUMP DRAIN DRAIN PRIMARY
VALVE GOVERNOR
GOVERNOR
PUMP COUNTERWEIGHT
MICRO- AUTOFEATHER
SWITCH FROM ENGINE VALVE
FEATHER OIL PUMP DRAIN DRAIN
P FEED SPRINGS SERVO
BACK PISTON
RING GOVERNOR
PUMP COUNTERWEIGHT
MICRO-
SWITCH
RELIEF VALVE FEATHER
P FEED SPRINGS SERVO
BACK PISTON
RING
BETA
REVERSE BACKUP ROTATION
MAX VALVE RELIEF VALVE
MAX
IDLE REVERSE RETURN
SPRINGS BETA
REVERSING VALVE REVERSE BACKUP ROTATION
LEVER MAX VALVE
DRAIN
POWER TURBINE (NF) MAX
PROPELLER GOVERNOR IDLE REVERSE RETURN
BETA REVERSE
CONTROL LEVER VALVE SPRINGS
MAX STOP REVERSING VALVE
DRAIN LEVER
POWER POWER TURBINE (NF)
LEVER PROPELLER BETA REVERSE GOVERNOR
CONTROL LEVER VALVE
MAX STOP
FUEL POWER
CONTROL LEVER
UNIT
LEVER
FUEL
CONTROL
UNIT
LEVER
Figure 7-59. Propeller—Slight Overspeed Figure 7-60. Propeller—Significant Overspeed
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TEST RESET VALVE
PROPELLER
CONTROL LEVER
OFF SPEEDER
SPRING
OVER
FLYWEIGHTS SPEED
TEST
PILOT RESTRICTOR
LEGEND VALVE PILOT
VALVE
ENGINE OIL PRESSURE
DRAIN
STATIC FLUID
OVERSPEED
GOVERNOR
PRIMARY
GOVERNOR
AUTO
FROM ENGINE FEATHER
OIL PUMP DRAIN VALVE DRAIN
GOVERNOR
PUMP COUNTERWEIGHT
MICRO-
SWITCH
P FEATHER
FEED SPRINGS SERVO
BACK PISTON
RING
RELIEF VALVE
BETA
ROTATION
REVERSE BACKUP
MAX VALVE
MAX
IDLE REVERSE RETURN SPRINGS
REVERSING VALVE
DRAIN LEVER
POWER TURBINE (NF)
CONTROL LEVER VALVE
MAX STOP
POWER
LEVER
FUEL
CONTROL
UNIT
LEVER
Figure 7-61. Propeller—Onspeed

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Forward Flight Summary After touchdown, the pilot can modulate pro-
peller blade angle between +11 to about –2°
Except when it is feathered, the propeller is while the engine remains at idle speed. This
always in one of two operating conditions: gives the pilot a range of variable taxi speed with
constant-speed range or Beta range. In the low propeller rpm and, hence, quiet operation.
constant-speed range, the propeller rpm is
controlled by the governor, and, in turn, the If reverse thrust is needed, further rearward move-
governor is controlled by the PROP lever. In ment of the power lever moves the propeller into
Beta range, the propeller blade angle is con- the reverse thrust range, from –2 to –15° blade
trolled by the Beta reverse valve and, in turn, angle, while at the same time increasing engine
the valve is controlled by the power lever. power output proportionately. This provides a
range of reverse thrust from gentle to powerful
In the constant-speed range, blade angle is not to suit varying operational requirements.
an objective. The CSU adjusts blade angle as
needed in order to achieve the selected speed.
BETA RANGE
In the Beta range, propeller rotational speed
(rpm) is not an objective. The Beta reverse General
valve will control angle only. Propeller rota- The term Beta defines the range of operation
tional speed will vary between 45 and 91% N P, whereby the pilot can directly select blade
depending on power lever position (ground angle with the power lever, as opposed to con-
and flight) and airspeed (during approach or trolling the propeller by selecting a specific
when Beta/reverse is used after landing). rotational speed with the PROP lever. Beta is
not synonymous with reverse. The propeller
The propeller control system is designed so is operating in Beta range whenever the pro-
that the CSU has the first right of refusal to peller rpm, as indicated on the N P gauge, is
control rpm. If the CSU can achieve the speed less than the propeller rpm selected with the
selected by the pilot with the PROP lever, the PROP lever.
Beta reverse valve will remain wide open and
not interfere with the flow of oil to the CSU. Thus, the propeller is in Beta range when-
If, however, the CSU cannot achieve the speed ever the engine is at idle power on the ground,
selected with the PROP lever, the Beta reverse during taxi, and also during approach, when-
valve will begin to function, and prevent the ever propeller speed is less than the speed se-
propeller blade angle from becoming finer lected with the PROP lever. Propeller levers
than the +11° limit set for operation in the are normally moved to the MAX RPM posi-
power lever forward range. tion prior to landing in order to give the pilot
direct control over propeller blade angle dur-
Reason for the Design ing the approach.
De Havilland chose the above described rela-
tionships of power and propeller control to PT6A-27 Engines
meet the STOL design requirements of the The propeller governor has a Beta reverse
airplane. In the approach Beta mode, the pilot valve. The Beta reverse valve is located in the
can adjust the rate of descent by varying pro- pressure line from the governor pump to the
peller blade angle between +17 and +11°, propeller servo piston. The power lever is con-
while at the same time modulating engine nected to the Beta valve through a cam clus-
power, all with one control lever (the power ter and an attachment to one end of the
lever). This enables the pilot to select the most reversing lever. The opposite end of the re-
appropriate descent pattern for a short field. versing lever is connected to a carbon block
Note that this occurs without moving the sliding in the feedback ring, which is con-
power levers aft of idle.

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nected to the propeller blades through three BETA CONTROL MODE

sliding rods attached to the dome on the front
of the propeller. The adjustment of pitch set- Prior to engine starting, the power lever is set
ting nuts on these rods establish the low-pitch at IDLE and the propeller control lever is set
stop of the propeller. at FEATHER.
PT6A-20 Engines After the engine is running with the propeller

in feather (+87°), the propeller lever is moved
Beta mode control on PT6A-20 engine in- to the full INCREASE (forward) position. The
stallations is a function of the N F governor. governor senses an underspeed and then oil
The power lever (through the cam box) is pressure is applied to the servo piston to de-
connected to the FCU, the N F governor, and crease blade angle. This condition will prevail
to a Beta bellcrank on the N P governor. The until the propeller dome moves sufficiently far
Beta bellcrank is mechanically connected to forward to begin to apply pressure on the pitch
the reversing lever which, in turn, is posi- setting nuts (+21°). Then the guide rods begin
tioned by the feedback ring (low stop collar) to move the feedback ring, causing the re-
on the propeller. versing lever to act on the Beta valve to move
it until the amount of oil flowing to the servo
When the power lever is moved from IDLE piston equals the amount draining from the
to REVERSE, the governing function of the transfer valve to the sump. At this point, the
N P governor is inhibited. Consequently, the idle blade angle of +11° will be maintained.
N F governor becomes the primary control
during reverse. CONSTANT-SPEED MODE
Power lever movement in reverse will act on As the power lever is advanced, it acts on the
the N P governor pilot valve, porting oil pres- FCU to increase gas generator rpm. As the
sure to the propeller piston, decreasing blade power turbine accelerates, the governor fly-
angle through zero, and then increasing blade weight force increases, governor oil pump out-
angle in reverse direction. This process con- put is being dumped to the reduction gearbox,
tinues only as long as the power lever is being and the flyweights and springs are increasing
moved. If power lever motion is stopped, the blade angle to absorb the engine power. When
feedback ring, acting through the Beta bell- the flyweight force equals the speeder-spring
crank, will null the N P governor pilot valve and force, the governor will maintain the propeller
hold a constant blade angle. The reversing at that rpm.
mechanism is capable of producing infinite
blade angles between full REVERSE and Whenever the propeller speed indicated on
IDLE. The N P governor controls rpm in the the N P gauge is equal to the speed selected by
Beta/reverse range by increasing or decreas- the pilot with the PROP levers, the propeller
ing fuel flow as power lever position changes. is in constant-speed mode. Examples of this
would include takeoff (propellers are set at
Figure 17-62 illustrates Beta mode control MAX RPM and are governing at maximum
for the propeller on PT6A-20 installations. rpm) and cruise (PROP levers are set to a lower
speed and the propeller governor is main-
taining that speed).
PROPELLER MODES OF
OPERATION APPROACH BETA MODE
In approach Beta, the power lever controls
The propeller modes of operation are described fuel flow via the FCU and controls propeller
in the following. Refer to Figure 7-56 for il- blade angle via the Beta reverse valve.
lustration of the operational modes.

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TO CAM BOX
PROPELLER
SPEED ADJUSTING LEVER OVERSPEED
BETA CONTROL GOVERNOR
PROPELLER GOVERNOR
GOVERNOR
PUMP
ENGINE
OIL SUPPLY
STOP SPRING
STOP
RELIEF
VALVE TO FEEDBACK RING
BETA BACKUP
SOLENOID OIL DUMP TO
REDUCTION GEARBOX
OIL DUMP TO
REDUCTION GEARBOX
LEGEND
ENGINE OIL PRESSURE
GOVERNOR OIL PRESSURE
STATIC AND DRAIN OIL
LOW STOP
COLLAR COUNTERWEIGHT
FEEDBACK
FEATHER
RING
RETURN SPRINGS
SERVO PISTON
ROTATION
PISTON SEAL
PROPELLER OIL
TRANSFER HOUSING REVERSE LOW STOP ROD
CARBON (3 OFF)
RETURN SPRINGS
BLOCK
Figure 7-62. Beta Range Control—PT6A-20 Engines

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Approach Beta begins when the actual pro- speed setting (91%), thus ensuring that the
peller speed, as observed on the N P gauge, falls propeller will be prevented from reaching gov-
below the speed selected with the PROP lever. erning speed while in reverse.
In day-to-day operations, this usually occurs

when the pilot moves the PROP levers from the
REVERSE TO IDLE MODE
MIN GOV position forward to MAX RPM The process of returning to idle from reverse
during final approach. is exactly the opposite. Blade angles from –15
to +11° can be achieved and maintained. Fuel
REVERSING MODE flow is also being reduced by the cam cluster
as the power levers are moved forward from
When the power lever handgrips are twisted the reverse through the idle null and eventu-
and moved from the IDLE stop toward the re- ally back to the flight idle position. The N F
verse range, the power levers pass through an (fuel topping) governor will be reset by the
idle null range. power lever linkage to the normal forward
thrust position.
The idle null is approximately the first one inch
of power lever travel aft of the idle stop. In this
area, rearward movement of the power levers
will cause the Beta reverse valve to open and
PROPELLER
supply more oil to the propeller, decreasing SUBSYSTEMS
blade angle from the +11° idle setting down to
approximately –2° blade angle, which is equal
to zero thrust. The gas generator speed (N G ) re- BETA BACKUP SYSTEM
mains at idle throughout the idle null to ensure
that there is no increase in forward thrust. Description and Purpose
The electrically operated Beta backup system
Once the propeller blade angles have reached functions only during abnormalities or mal-
–2°, further aft movement of the power lever functions, to prevent the blade angle from de-
will cause the cam cluster to begin to increase creasing toward the reverse range if the Beta
fuel flow, in addition to moving the propeller reverse valve mechanism fails. Failures of the
blades back into the reverse thrust range (from Beta reverse mechanism are extremely rare.
–3 to –15°). Engine speed will begin to in-
crease as the propeller blades move further into The Beta backup system includes a solenoid
the reverse range, thus providing reverse thrust valve installed between the governor pump
to slow down the aircraft. and the Beta valve, a microswitch operated by
the feedback ring, and a microswitch in the
This progressive blade-angle change can only power lever quadrant (Figure 7-63).
occur as long as the power lever position is
changing. If power lever movement is stopped, Power is supplied to the Beta backup system
the feedback ring will null the Beta valve until from the right DC bus, through a 5-amp cir-
the flow of oil to the servo piston equals the cuit breaker labeled BETA SYS on the main
flow leaving the piston chamber through the circuit-breaker panel.
leak at the transfer sleeve, thus maintaining the
selected blade angle. The Beta backup system plays no part in the
normal control of the propeller during flight,
At the same time as the power levers are pass- ground handling, or reverse. Normally, the
ing through the idle null, a cable and lever Beta backup valve is open and does not affect
mechanism controlled by the power lever re- oil supply in any way.
sets the N F (fuel topping) governor to a lower

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BETA BETA
cutting off all oil supply to the servo piston. The
K4
NORMAL CRUISE MODE
REVERSE BACKUP counterweights and spring will increase the
VALVE VALVE blade angle. The Beta backup valve will be
CIRCUIT SHOWN IN
RIGHT
PROP
BETA
SWITCH
deenergized and open again when the propeller
RIGHT
LIGHT
BETA
blade angle increases sufficiently to move the
feedback ring away from the microswitch.
Figure 7-64. Propeller Beta Backup Valve Operation—Electrical Flow Schematic (Sheet 1 of 4)
K4
The propeller will cycle back and forth, on and
NOTE:
off the microswitch, in the range of +9 to +11°.
K2
This condition would only exist if for some rea-
K4
son the Beta reverse valve failed to stop the
propeller at the normal idle position of +11°.
K2
When the pilot twists a power lever grip (an
Figure 7-63. Beta Reverse and action which is necessary before selecting
Backup Valves zero thrust or reverse), a small microswitch in
RIGHT BETA BACKUP

the area above the power levers detects that a
SOLENOID VALVE
Table 7-4 highlights the differences between the grip has been twisted and prevents electricity
NC
Beta reverse valve and the Beta backup valve.

K2
K4
from flowing to the Beta backup valve. As the
power levers are moved toward reverse, the
"BETA SYS"
Table 7-4. BETA REVERSE AND BACKUP

BREAKER
Beta lights will illuminate when the blade

CIRCUIT
VALVE DIFFERENCES
NO
angle decreases below +9°, but the Beta backup

K2
SWITCH
RANGE
valve will not function. Figure 7-64 illustrates

BETA
TEST
RIGHT DC BUS
BETA REVERSE BETA BACKUP the electrical flow in Beta backup valve op-
DISARM
LIGHT
VALVE VALVE eration during normal cruise, normal reverse,
5A
system function, and system test.

Mechanically Electrically
Operated Operated
Indication
FWD
NO
Modulating Valve: Solenoid Valve:

Infinite Range of Either Fully
During an abnormality, the affected propeller
LEFT BETA BACKUP
Beta range light will flash on and off as the pro-

K1
SOLENOID VALVE
Positions Open or Fully

Closed peller cycles on and off the microswitch in the
NC
POWER
LEVER
MICROSWITCH
range of +9°.
REV
Operates Every Only Operates

K1
K3
Approach, Landing, During Abnormal- When a power lever grip has been twisted and
Taxi and When ities—Very Rare moved aft of the idle position and the blade angle
Engine is Idling is below +9°, the appropriate Beta range light will
K2—RIGHT DISARM LIGHT RELAY
POWER
LEVER
TEST
PUSHBUTTON
K1—LEFT DISARM LIGHT RELAY
K4—RIGHT BETA RANGE RELAY
be on steady. The Beta backup valve will not

K3—LEFT BETA RANGE RELAY
function, because the action of twisting the power

K1
Operation
NC—NORMALLY CLOSED
lever handgrip has disconnected the power sup-

NO—NORMALLY OPEN
K1
ply to the Beta backup valve.

Normally, the propeller blade angle does not
decrease below +11° unless the power lever
K3
Two different suppliers provided the Beta

LIGHT
BETA
LEFT
handgrip is twisted and the power lever moved range indicator lights during the production
aft of the idle stop. history of the aircraft (Figure 7-65). Early air-
LEGEND
craft were equipped with 2 blue lights (Beta

If the power lever is forward of IDLE (not
SWITCH
range) and one amber light (Beta backup dis-

K3
PROP
BETA
twisted) and the blade angle decreases to +9°

LEFT
armed). Later production aircraft were

or less, a microswitch will be activated by the equipped with one modular assembly which
K3
movement of the feedback ring. The Beta contained three amber lights. There is no func-
backup solenoid will be energized closed, thus tional difference between the two designs.
Revision 2
LEGEND
Place Plane
Here
K2—RIGHT DISARM LIGHT RELAY RIGHT DC BUS

NOTE:
K4—RIGHT BETA RANGE RELAY "BETA SYS" CIRCUIT SHOWN WITH
5A CIRCUIT TEST SWITCH LIFTED AND
NC—NORMALLY CLOSED BREAKER POWER LEVERS IN FORWARD
NO—NORMALLY OPEN RANGE
LEFT POWER BETA RIGHT
SERIES 100/200/300
PROP LEVER RANGE PROP
BETA MICROSWITCH TEST BETA
SWITCH SWITCH SWITCH

REV FWD
NC NO NO NC
K1 K2
K1 K1 K1 K2 K2 K2
POWER
LEVER
TEST
PUSHBUTTON
K3 K4
K3 K3 K3 K4 K4 K4
LEFT RIGHT
BETA LEFT BETA BACKUP RIGHT BETA BACKUP BETA
LIGHT SOLENOID VALVE SOLENOID VALVE LIGHT
DISARM
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LIGHT
international
Place Plane
LEGEND
Here
RIGHT DC BUS
K4—RIGHT BETA RANGE RELAY NOTE:
"BETA SYS" CIRCUIT IS SHOWN WITH
NC—NORMALLY CLOSED 5A CIRCUIT LEFT ENGINE SELECTED TO
BREAKER REVERSE AND RIGHT ENGINE
NO—NORMALLY OPEN
IN FORWARD THRUST RANGE.
SERIES 100/200/300

REV FWD
NC NO NO NC
K1 K2
K1 K1 K1 K2 K2 K2
POWER
LEVER
TEST
PUSHBUTTON
K3 K4
K3 K3 K3 K4 K4 K4
LEFT RIGHT
BETA LEFT BETA BACKUP RIGHT BETA BACKUP BETA
SOLENOID VALVE SOLENOID VALVE
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LIGHT LIGHT
DISARM
LIGHT
international
Place Plane
LEGEND Here

RIGHT DC BUS
K3—LEFT BETA RANGE RELAY NOTE:
K4—RIGHT BETA RANGE RELAY CIRCUIT IS SHOWN WITH
"BETA SYS" BACKUP SYSTEM FUNCTIONING.
NC—NORMALLY CLOSED 5A CIRCUIT LEFT PROPELLER HAS BECOME
BREAKER FINER THAN +9°, PILOT HAS NOT
NO—NORMALLY OPEN
TWISTED POWER LEVER GRIP.
SERIES 100/200/300


REV FWD
NC NO NO NC
K1 K2
K1 K1 K1 K2 K2 K2
POWER
LEVER
TEST
PUSHBUTTON
K3 K4
K3 K3 K3 K4 K4 K4
LEFT RIGHT
LEFT BETA BACKUP RIGHT BETA BACKUP
BETA BETA
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SOLENOID VALVE SOLENOID VALVE

LIGHT LIGHT
DISARM
LIGHT
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7-51
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Beta Backup Proximity Switch green light if the power lever microswitch is
functioning correctly.
The microswitch installed at the propeller to
detect blade angles of +9° or finer operates in a
harsh environment, and is subject to failure. If PROPELLER BLADE LATCHES
the switch fails to close when it should, the Beta
backup system will not function if needed. If the General
switch closes when it should not, a false alarm Propeller blade latches 31 are mandatory for all
is sent to the Beta backup system, which could float operations. The latches retain the three
result in the propeller feathering during flight. propeller blades at a zero thrust position (ap-
proximately +1°) when the engine is shut
Several changes were introduced to improve down. With the blade latches installed, a pilot
the Beta backup system reliability, such as an can shut down and start up a float-equipped
improved microswitch mount (Figure 7-67) aircraft without encountering a sudden lurch
and a moisture proof microswitch 28. Despite forward when the propellers are feathered
EARLY AIRCRAFT Figure 7-66. Beta System Test Switches these improvements, the microswitch system and unfeathered.
valve is maintained, even though the power still required frequent maintenance to main-
lever grip has been twisted. In effect, the air- tain operational condition. The latches will release during starting when
craft does not know that the grip has been N P reaches approximately 30%. The blade
twisted, and therefore the backup system ac- To overcome the many problems encountered latches are centrifugal and spring-loaded. The
tivates to prevent the blade from fining out to with the microswitch, a new sensing method centrifugal force developed at approximately
an angle less than +9°. was provided which used a magnetic sensor 29 30% N P overcomes the spring force and the
to detect propeller blade angle. The magnetic latches release. During engine shutdown, the
Beta Disarmed Light sensor is available as a retrofit to replace the decaying centrifugal force is overcome by the
microswitch. The principles of operation of the springs and the latches engage.
It is possible, at the end of a normal landing system remain unchanged.
when reverse thrust is used, for the pilot to Operation
move the power levers back to the IDLE posi- Power Lever Microswitch
tion more rapidly than the propeller blades can Twin Otters equipped with floats have zero
move back to the normal +11° idle blade angle. A power-lever-operated microswitch associ- thrust latches installed, a marking across the
LATER AIRCRAFT During this brief period of time, the Beta backup ated with the Beta backup system is normally power quadrant, and a marking on the power
system would cycle because the propeller blades closed when the power levers are at IDLE or lever. A label to the left of the power levers
Figure 7-65. Beta System Lights would be finer than +9°; however, the power above. This provides power to the Beta backup reads ZERO THRUST–START–STOP (Figure
lever grip would no longer be twisted. system solenoid valve in the event that the 7-68). These marks must be aligned before
Testing blade angle decreases below +9°. The switch engine shutdown and during starting. This po-
To avoid the possibility of unwanted cycling will open when the power lever handgrip is sitions the propeller at somewhat less than
The Beta range backup system may be tested of the Beta backup system when the power twisted, inhibiting the backup system and per-
for each propeller, individually or simultane- +1°. When the FUEL lever is moved to the OFF
levers are rapidly moved from reverse to IDLE, mitting propeller reversing. position and propeller rpm decreases, the latch
ously, by lifting a two-position spring-loaded a blocking relay was provided in the system.
switch located on the pilot’s subpanel (Figure springs will overcome the centrifugal force and
If a grip has been twisted and a propeller is finer No method to test the integrity of this switch the latches will engage holding the propeller
7-66).When the engines are running, holding than +9°, the relay is activated. If the grip is was provided on early aircraft. If the switch
the test switch up at BETA RANGE TEST and at the +1° position.
later returned to the idle position (untwisted) failed in the open position, the pilot would
retarding one or both power levers aft of IDLE but the blade has not yet returned to idle, the have no way of knowing. The Beta backup sys-
will cause the appropriate Beta range light to If the power levers are properly positioned dur-
Beta backup system will be disarmed until the tem would be permanently inhibited, and no ing starting, the latches will automatically re-
flash on and off as the propeller cycles in the blade returns to idle. During this time, the yel- Beta backup protection would be available.
+9° range. In addition, a light labeled BETA lease at approximately 30% N P . If the power
low BACK UP DISARMED light illuminates lever is slightly forward of the zero thrust scribe
BACKUP DISARMED will also flash on and off. to advise the pilot that the Beta backup system A push-to-test switchlight with a green lens mark, the latches will be preloaded by the pro-
has been disarmed and is not functioning. (Figure 7-66) was installed on the pilot’s sub- peller and may not release. If this occurs, the
When the pilot lifts the BETA RANGE TEST panel, beginning with aircraft serial number
switch, electricity supply to the Beta backup 451 30. Pushing the switchlight, with the power
levers in the forward range, will turn on the
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LOW-STOP COLLAR (FEEDBACK RING)

(SHOWN IN CONSTANT
SWITCH AND DEICER SPEED RANGE POSITION)
BRUSH BLOCK
MOUNTING
ROLLER LEAF CARBON BLOCK ASSEMBLY
MICROSWITCH ACTUATOR SLIDE
SWITCH PLATE
NUT AND BOLT

ADJUSTMENT
SWITCH BRACKET
NC NO COM
LOW-STOP COLLAR (FEEDBACK RING)

ACTUATOR ARM (SHOWN WITH PROPELLER
BLADE LESS THAN
CRUISE (OPEN) POSITION +9° POSITION)
NC NO COM
REVERSE (CLOSED) POSITION
Figure 7-67. Beta Microswitch

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THROTTLE
MAX
ZERO THRUST
REVERSE
REFERENCE LINE
ZERO THRUST
STOP & START
IDLE
FWD POWER LEVER
OVERHEAD CONSOLE—LEFT SIDE

MAX
VIEW ON ARROW A
Figure 7-68. Zero Thrust Markings

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power levers should be retarded slightly aft of

the scribe mark to unload the latches. Then, as
the power levers are moved forward to the IDLE
position, the latches will release.
The power levers should not be forced forward

of IDLE until the zero thrust latches are re-
leased. Forcing a power lever forward with the
latches engaged will cause mechanical damage.
History
Propeller blade latches were originally avail-
able only as an option 32. Effective with aircraft
serial number 281 33, blade latches were in- Figure 7-69. Propeller Overspeed Governor
stalled as standard equipment on all Twin
Otters. The intention of the factory was to Testing
provide an aircraft which could easily be mod-
ified for float operations, without having to be A test system is provided for the overspeed
refitted with new propellers. However, there governor. The test system hydraulically re-
were considerable disadvantages to having sets the governor to a value below that of the
blade latches installed on landplanes and, ef- primary governor.
fective with serial number 616 34, blade latches
were provided on new aircraft only upon re- Control
quest. De Havilland later recommended that
blade latches be deactivated on all aircraft A two-position guarded switch on the pilot’s
which were not being operated on floats 35, and subpanel (Figure 7-70) labeled PROP GOV
that blade latches be permanently removed TEST is used to test the overspeed governor.
from all but float-equipped aircraft when the Both propellers may be checked simultane-
propellers were overhauled. Blade latches may ously. First set the power levers at IDLE and
be reinstalled if the aircraft is fitted with floats. allow time to stabilize. Hold the test switch at
the PROP GOV TEST position, and advance
OVERSPEED GOVERNOR the power levers slowly—note that the N P
does not increase above 70% for the PT6A-27
The overspeed governor is a preset conven- engines and 92% for PT6A-20 engines.
tional governor, hydraulically in series with the
primary propeller governor. It is mounted on the A modification is available to install a newer
side of the reduction gearbox (Figure 7-69). Its governor on PT6A-20 engines, which will
function is to limit the ultimate propeller rpm to govern at 70% N P when tested 36.
101.5% N P if the primary governor fails. The
overspeed governor performs this function by The test switch originally tested the governors
dumping the governor pump output to the sump, individually and was initially installed to the
allowing the counterweights and feathering right of the center pylon below the copilot
springs to coarsen the blades and cycle pro- flight panel (Figure 7-70). This switch was re-
peller rpm in the overspeed range. located 37 beginning with aircraft serial num-
b e r 3 1 1 t o t h e l e f t s i d e b e l ow t h e p i l o t
instrument panel. The single test switch then
activated both test circuits at the same time.

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system during approach and landing. The aut-

ofeather system includes power-lever-operated
microswitches,torque pressure switches,
solenoid valves, and an isolation relay.
The autofeather system was installed as stan-

dard equipment on all Series 300 aircraft.
Earlier 100/200 Series aircraft could be refit-
ted with an autofeather system 38 if required by
their regulatory authority, or if desired by the
aircraft operator.
The early versions of the autofeather system

gained a reputation for unwanted, “hair-trig-
LATER AIRCRAFT ger” autofeathering of fully functional en-
gines. A great number of modifications were
made 39, both by service bulletin and line pro-
duction improvements, to eliminate these prob-
lems. The most significant changes were
introduction of a 2-second delay system 40 re-
quiring a full 2 seconds of torque loss before
initiation of autofeather, and a modification to
prevent any single fault in the system from in-
advertently feathering a propeller 41. The final
version of the system has proven to work re-
liably and well.
The system will feather a propeller only when

it is selected on, both power levers are set at
a position which normally produces 86 to 88%
EARLY AIRCRAFT N G or more, and the torque of one engine then
decreases to less than 11 psi.
Figure 7-70. Propeller Governor
Test Switch
Control
AUTOFEATHER SYSTEM
The system is controlled by either a dual-lens
General switchlight on the pilot’s instrument panel or
a lever-lock toggle switch (Figure 7-71). When
The aircraft incorporates a torque sensitive pushed or lifted on, the SELECT light will
autofeather system to automatically feather the come on. The system arms when both power
propeller of a failing engine and simultane- levers are advanced beyond 86 to 88% N G and
ously inhibit the autofeather system of the op- both engines are developing greater than 20 to
posite engine. 25 psi torque. The amber ARMED light will
then come on.
Autofeather is required only for takeoff. The
Flight Manual prohibits use of the autofeather

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In a system which has been updated with all

modifications, a propeller will feather if torque
output drops below 11 psi for 2 full seconds.
If the power levers are moved back to the idle

position, the power lever switches will be de-
activated before the torque drops to 11 psi and
autofeathering will not occur.
Indication
LATER AIRCRAFT The green light labeled SELECT and the amber
light labeled ARMED provide indication for
the autofeathering system. The SELECT light
will be on when the autofeather switch is on.
The only function of the select light is to in-
dicate that the system has been selected on.
The ARMED light will be on when both power

levers are set above 86 to 88% N G rpm and the
torque on both engines is in excess of 20 to
25 psi. The ARMED light will go out if either
or both power levers are retarded to less than
86 to 88% N G rpm or if either engine’s torque
decreases to 11 psi while both power levers
are advanced.
EARLY AIRCRAFT
Either propeller may be manually feathered at
Figure 7-71. Autofeather Switch any time when the autofeather system is on.
Three conditions must be met before the
autofeather system will arm: CAUTION
• The system must be selected ON by op- If an engine fails while the autofeather
erating the SELECT switch. system is on, the power lever of the
failed engine should not be retarded
• Torque output on both engines must rise until autofeathering is complete. This
to a value between 20 and 30 psi, de- will ensure that power to the auto-
pending on modifications status. feather system is not turned off by
the action of retarding the power lever.
• Both power levers must be advanced
sufficiently far forward to activate sens-
ing microswitches in the power lever
assembly (typically, at 88% N G under
ISA conditions).

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Testing tarded, and the drop in torque pressure has

caused the left torque pressure switch to open,
The autofeather system should be checked on energizing the 2-second time delay relay. After
a regular basis. Detailed procedures for test- 2 seconds, the autofeather solenoid valve, lo-
ing the system are given in the Flight Manual cated on the propeller overspeed governor,
and in the expanded procedures section of the opens to dump oil from the propeller dome.
FlightSafety checklist. Test procedures will The springs and counterweights will feather
vary depending on the modification status of the propeller.
the aircraft. The following is a summary of
what takes place during testing: Figure 7-74 illustrates the operation of the aut-
ofeather system when an engine fails. The sys-
• Both engines must be running. tem was previously in the same condition as
Figure 7-72. Power loss on the right engine
• The autofeather switch must be on. opens the right engine torque switch as torque
falls. The ARMED light goes out, the 2-second
• The power levers are set at 88% N G or time delay relay is energized. After 2 seconds,
greater (at ISA conditions). the autofeather solenoid valve opens, and pro-
peller oil is dumped from the right propeller
• Torque on both engines is indicating be- dome. The springs and counterweight feather
tween 20 and 30 psi. the propeller.
• The green SELECT light and the The autofeather system can only feather one
ARMED light will both be on. propeller. Inspection of Figure 7-74 will reveal
that after one propeller has autofeathered, no
• W h e n t h e AU T O F E AT H E R T E S T power is available at the other torque switch in
switch is lifted, the power lever position case of a torque loss on the remaining engine.
sensing switches are bypassed.
• When a power lever is then retarded to PROPELLER SYNCHRONIZER

idle, the affected propeller will feather.
General
Operation A Woodward master/slave propeller syn-
chronizer installation 42 is available. Although
Figures 7-72, 7-73, and 7-74 illustrate oper- the system worked well, very few aircraft were
ation of the autofeather system in three modes: manufactured with this option.
arming, testing, and operating.
The propeller synchronizer system includes
In Figure 7-72 the autofeather switch is on, the magnetic speed pickups in each overspeed
SELECT light is on, and the power levers are governor, a synchronizer controller, an actu-
advanced to provide at least 86 to 88% N G . ator mounted on the right engine, and a trim-
Torque has risen between 20 and 30 psi, and mer connected to the primary propeller
the associated torque switches have closed to governor reset mechanism. The left propeller
complete the autofeather circuit. The arming is the master and the right propeller the slave.
relays are then energized, and the ARMED
light illuminates. The system operates over a very narrow band;
if this band is exceeded, the system will be au-
In Figure 7-73, the autofeather test switch has tomatically inhibited, thus preventing serious
been lifted. The test switch bypasses the power spooldown of the slave engine if the master en-
lever switches. The left power lever is re- gine fails.

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OVERSPEED GOVERNORS
OVERSPEED GOVERNORS
TO NP GOVERNORS
TO NP GOVERNORS
O/S O/S
GOV GOV
O/S O/S TEST TEST
GOV GOV
TEST TEST
GOVERNOR
PUMP PRESSURE
GOVERNOR
PUMP PRESSURE TO SUMP TO SUMP
AUTOFEATHER
TO SUMP TO SUMP
SOLENOID VALVE
AUTOFEATHER
TIME DELAY TIME DELAY
SOLENOID VALVE
RELAY RELAY
TIME DELAY TIME DELAY DRAIN TO
RELAY RELAY REDUCTION GEAR
DRAIN TO
REDUCTION GEAR
TORQUE
PRESSURE
TORQUE
PRESSURE
TORQUE SWITCH TORQUE

SWITCH
TORQUE SWITCH TORQUE
SWITCH TORQUE
PRESSURE
TORQUE
PRESSURE
TEST SWITCH
SEL ARM
TEST SWITCH POWER
SEL ARM LEVER
POWER ARMING RELAYS
SWITCHES
LEVER ARMING RELAYS
SWITCHES
AUTOFEATHER SWITCH
AUTOFEATHER SWITCH
DC BUS
DC BUS
LEGEND
LEGEND GOVERNOR PUMP PRESSURE
GOVERNOR PUMP PRESSURE LOW PRESSURE
STATIC FLUID STATIC FLUID
ELECTRICAL POWER ELECTRICAL POWER
Figure 7-72. Autofeather System—Armed Figure 7-73. Autofeather System—Testing
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Control The synchronizer switch should be OFF for

takeoff and landing, during ground operation,
The system is controlled by a two-position and during engine-out operation. If the pro-
on–off switch on the copilot’s instrument panel pellers go out-of-sync during operation, the
labeled PROP SYNC with ON and OFF posi- system should be turned OFF and the propeller
OVERSPEED GOVERNORS tions. Prior to turning the system ON, the pro- manually synchronized; then turned on again.
pellers should be manually synchronized by
TO NP GOVERNORS
the propeller control lever to within 2.5% N P . Operation
When ON, power is applied to the solid state
O/S O/S controller. The magnetic pickups in each over- Figure 7-75 illustrates operation of the pro-
GOV GOV speed governor are transmitting rpm signals peller synchronizer system.
TEST TEST to the controller. The controller determines the
error difference between the input signals.
Then it computes and amplifies a pulsating GOVERNORS
GOVERNOR
corrector signal which is transmitted to the The powerplant installation on Twin Otter aircraft
PUMP PRESSURE stepmotor actuator on the right engine. The utilizes four governors: the primary (N P ) or pro-
actuator motion is applied through the rod peller governor, the overspeed governor, a gas
TO SUMP TO SUMP
AUTOFEATHER
trimmer to the primary governor of the right generator (N G ) governor, and a fuel-topping or
SOLENOID VALVE propeller, adjusting the rpm precisely to that N F governor.
TIME DELAY TIME DELAY of the left propeller.
RELAY RELAY
DRAIN TO NP Governor
REDUCTION GEAR Indication
The N P governor is mounted on and driven by
A blue light will be on when the PROP SYNC the propeller reduction gear. This governor’s
TORQUE switch is ON. primary function during flight is to act as a
PRESSURE
PRIMARY GOVERNOR
TORQUE SWITCH TORQUE PRIMARY STEPMOTOR M
SWITCH GOVERNOR ACTUATOR
TORQUE
PRESSURE OVERSPEED OVERSPEED
MASTER GOVERNOR GOVERNOR SLAVE
LEFT RIGHT
TEST SWITCH
SEL ARM
POWER
LEVER ARMING RELAYS
SWITCHES
CONTROLLER
LEGEND
AUTOFEATHER SWITCH
POWER
MASTER
SLAVE
DC BUS OUTPUT
ELECTRICAL ON
LEGEND SYNC SWITCH
MECHANICAL OFF
LOW PRESSURE
STATIC FLUID
ELECTRICAL POWER DC POWER
Figure 7-74. Autofeather System–Engine Failure Figure 7-75. Propeller Synchronizer Operation
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CSU, maintaining the rpm selected by the sures that the N P governor is always under-
pilot by varying blade angle to balance the speeding, and thus not interfering with oil
engine load under varying flight conditions. supply being sent to the propeller by the Beta
reverse valve.
Propeller Overspeed Governor
When the power levers are moved aft of the idle
The overspeed governor is in series with the position, the N F governor is mechanically reset
N P governor. It is driven by the reduction gear. to 5% below the selected propeller governor
It is preset at 101.5% during installation. Its rpm. In reverse, the only possible selection on
sole function is to limit propeller rpm to that t h e P RO P l eve r s i s M A X R P M , o r 9 6 % .
value in case of N P governor failure. Whenever the power levers are aft of the idle
position, the N F governor will limit fuel sup-
NG Governor ply when the propeller speed reaches 91%,
thus ensuring that the propellers never rotate
The N G governor is integral with the FCU. Its rapidly enough for the N P governor to begin to
sole function is to provide for gas generator govern, and leaving control of the propeller
speed scheduling through the computing sec- with the Beta reverse valve at all times during
tion of the FCU. It does not control the pro- reverse operations (Figure 7-76).
peller; however, the N F governor can control
the FCU.
NF Governor
PT6A-27 Engines
The N F governor, sometimes called the fuel
topping governor, is an integral part of the
propeller governor. Its function and purpose
are very different during forward and reverse
thrust operation.
The N F governor functions by sending a pneu-

matic pressure signal to the FCU, causing the
FCU to reduce fuel being supplied to the engine.
Figure 7-76. NF Governor Reset Arm
During forward thrust operation the sole func- (PT6A-27)
tion of the N F governor is to protect the engine
against a power turbine overspeed by limiting PT6A-20 Engines
fuel flow. The N F governor will cause the FCU The N F governor on PT6A-20 engine instal-
to limit fuel supply to the engine if the actual lations is a separate engine-driven governor
propeller rotational speed is greater than 6% sensitive to power turbine rpm. In the normal
higher than the speed selected with the PROP forward thrust range, the N F governor is pre-
lever. In forward flight with the propellers set set and reacts only to a power turbine over-
at MAX RPM, the N F governor will begin to speed which is limited by limiting metered
govern at 102% N P . fuel flow. In the reverse thrust range, the N P
(propeller) governor is manually inhibited and
During reverse thrust operation, the function incapable of controlling propeller rpm. The N F
of the N F governor is to ensure that the pro- governor is mechanically reset by reverse se-
peller speed never reaches the 96% which has lection and therefore controls power by con-
been selected with the PROP levers. This en- trolling fuel flow. Power turbine rpm in the

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reverse range is limited to a preset value which the Flight Manual contains power setting
is less than 100%. charts. Additional powersetting charts are con-
tained in Section 5 of the Flight Manual (SFAR
23 compliance supplement) and the two sup-
LIMITATIONS plements provided for reduced power takeoffs
Some of the limitations for the engine are pro- (CAR 3 and SFAR 23).
vided in Tables 7-1 and 7-2. Table 7-1 is also pro-
vided in the FlightSafety Twin Otter Checklist. Limitations in the Flight Manual may differ
from limitations in Pratt & Whitney’s docu-
The limitations outlined in Section 1 of the mentation. Where differences arise, the Flight
Flight Manual must be complied with, re- Manual is always the authoritative document.
gardless of the type of operation. Section 4 of

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QUESTIONS
1. The PT6A engine may be defined as a: 6. The reduction gear used in PT6A engines
A. Twin-spool nonreader turboprop is defined as:
B. Free-turbine reverse-flow turboprop A. Two-stage planetary
C. Twin-spool centrifugal-flow turboprop B. Single-stage epicyclic
D. Single-spool axial-flow turboprop C. Single-stage spur
D. Single-stage planetary
2. The compressor rotor assembly of the
PT6A engine includes: 7. The power turbine section of the PT6A is:
A. One axial and three centrifugal stages A. Mounted on the front end of the com-
B. Four axial stages pressor rotor shaft
C. Two axial and one centrifugal stage B. A two-stage impulse reaction turbine
D. One centrifugal and three axial stages C. Aerodynamically coupled to the gas
generator
3. The torque indication on the Twin Otter D. A two-stage radial flow turbine
series aircraft indicates:
A. Power delivered to the propeller 8. The maximum permissible torque for
takeoff (PT6A-27 engines) is:
B. Ratio of thrust to propeller rpm
C. Power delivered by the propeller A. 50 psi
D. Thrust output of the gas generator B. 68.8 psi
C. 22 psi
4. A bleed valve on the compressor case D. Not a limiting factor
functions to:
A. Maintain proper fuel air ratios 9. The maximum permissible N P (propeller)
rpm (PT6A-27 engines) for climb or
B. Limit engine torque at high altitudes
cruise is:
C. Prevent compressor stalls and surges
A. 101.5%
D. Synchronize the power and compres-
sor turbines B. 102.6%
C. 110%
5. The type of combustor used in PT6A en- D. 96%
gines is defined as:
A. Straight-flow annular
B. Reverse-flow can
C. Straight-flow can-annular
D. Reverse-flow annular

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10. The maximum T 5 indication during an 13. Before takeoff in marginal icing condi-
engine start is: tions, the maximum oil temperature for
A. 825° C fuel heating is:
B. 725° C A. 55° C
C. 1,090° C B. –40° C
D. 660° C C. 60 to 70° C
D. 0.99° C
11. While the engine is static, the power lever
should not be moved into the reverse 14. If the Beta range light is flashing during
range since the: approach, reversing is not recommended
A. Propeller will unfeather and cavitate since the:
the dome. A. Blade angle will cycle between 0
B. Power lever linkage may be damaged. and +9°.
C. Primary governor will be reset to 91%. B. Engine may bog down and over-
D. Blade latches (if installed) will re- torque.
lease. C. Propeller will not come out of re-
verse.
12. The minimum oil pressure acceptable for D. N P governor may induce an over-
completion of a flight to destination is: speed.
A. 40 psi
B. 60 to 75 psi
C. 35 psi
D. 80 psi

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ENDNOTES
1.
S.O.O. 6180 (TAB 675/12)
2.
Mod 6/1286B at SN 231: Deleted at SN 316 by Mod 6/1361.
3.
Mod 6/1306 (S/B 6/237 Rev A, TAB 619/3)
4.
Pratt & Whitney Service Information Letter 20040 (June 20, 1990) refers.
5.
S.O.O. 6020 (S/B 6/76 M/B 6020)
6.
S.O.O. 6019 (S/B 6/81 M/B 6019)
7.
S.O.O 6094 introduced the engine oil cooling total bypass concept superseding S.O.O. 6019 to
become basic with Series 300 aircraft by Mod 6/1227 at aircraft 231.
8.
Mod 6/1227
9.
S.O.O. 6019 (S/B 6/81 M/B 6019)
10.
S.O.O. 6020
11.
S.O.O. 6094 (S/B 6/234 Rev A)
12.
This change is mandatory with early aircraft having the fuel heater Mod S.O.O. 6020
incorporated.
13.
Mod 6/1143 (S/B 6/155)
14.
Mod 6/1326 (TAB 619/4)
15.
Chapter 12-10-25, Page 1, Tables 1 and 2
16.
Pratt & Whitney Service Bulletin 1372
17.
Mod 6/1165 (S/B 6/169) available for retrofit to SNs prior to 231. See also S.O.O. 6153.
18.
Mod 6/1583
19.
Mod 6/1053 (S/B 6/118, M/B 6/1053)
20.
Pratt & Whitney Service Bulletin 1196
21.
S.O.O. 6180 (TAB 675/12)
22.
Mod 6/1849 (S/B 6/470)
23.
S.O.O. 6142
24.
Figure 5-26-2, Series 300 Aircraft Flight Manual (PSM 1-63-1)
25.
Mod 6/1515 (S/B 6/326 Rev B), initially by E.O. 68387 for 300S models
26.
Mod 6/1139B (S/B 6/133 M/B 6/1139): No longer mandatory when Mod 6/1223 incorporated
27.
Mod 6/1223 (S/B6/183 Rev B)
28.
Mod 6/1220 at SN 251, Mod 6/1282 (S/B 6/246) at SN 311, Mod 6/1831 (S/B 6/478 Rev B)
by retrofit
29.
Mod 6/1831 (S/B 6/478 Rev A)
30.
Mod 6/1492 (S/B 6/309 Rev D)
31.
S.O.O. 6022
32.
S.O.O. 6022
33.
Mod 6/1303
34.
Mod 6/1659 (TAB 671/4)
35.
TAB 671/4
36.
Mod 6/1259 (TAB 609/6)
37.
Mod 6/1323 (TAB 629/3)
38.
Mod 6/1278 (S/B 6/214 Rev H)—Subsequent S/Bs affecting Series 100/200 systems included:
6/1329 Part B, 6/1459 (S/B 6/297 Rev C), 6/1472 (S/B 6/299 Rev A), 6/1484 (S/B 6/303), and
6/1493 (S/B 6/306 Rev A)
39.
6/1329 Part A (S/B 6/236 Rev A) at aircraft 291, 6/1329 Part B, 6/1422, 6/1423 (S/B 6/276),
6/1470 at aircraft 471, 6/1484 (S/B 6/303), 6/1493 (S/B 6/306 Rev A), 6/1503 (S/B 6/333),
6/1504 (S/B 6/315) and 6/1837 (S/B 6/465 Rev A)

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40.
Mod 6/1329 at SN 290
41.
Mod 6/1470 at SN 471
42.
Mod S.O.O. 6099 for series 300 aircraft and S.O.O. 6041 for series 100/200 aircraft


CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL............................................................................................................................... 8-1
FIRE INDICATION .................................................................................................................. 8-2
Fire Pull Handles.............................................................................................................. 8-2

Fire Bell............................................................................................................................ 8-2
Fire Detection................................................................................................................... 8-3
Fire Detection System Testing ......................................................................................... 8-4
Fire Detection System Electrical Design ......................................................................... 8-4
ENGINE FIRE EXTINGUISHING ........................................................................................ 8-6
Indicating Discs................................................................................................................ 8-7
PORTABLE FIRE EXTINGUISHERS ................................................................................... 8-8
QUESTIONS ........................................................................................................................... 8-9
ENDNOTES .......................................................................................................................... 8-10


ILLUSTRATIONS
Figure Title Page
8-1 Fire Pull Handles ...................................................................................................... 8-2
8-2 Fire Bell Mute Switch (Later Aircraft)..................................................................... 8-2
8-3 Fire Bell Mute Switch (Earlier Aircraft) .................................................................. 8-2
8-4 Fire Detection Probe................................................................................................. 8-3
8-5 Fire Detection System (100 and 200 Series) ............................................................ 8-3
8-6 Fire Detection System (300 Series).......................................................................... 8-4
8-7 Fire Detection Test Switch ....................................................................................... 8-4
8-8 Fire Detection Circuit (Normal Condition) .............................................................. 8-5
8-9 Fire Detection Circuit (Right Side Normal, Left Side Short Circuit ) ..................... 8-6
8-10 Fire Detection System Circuit Breakers ................................................................... 8-6
8-11 Fire Extinguisher Bottle ........................................................................................... 8-7
8-12 Fire Extinguisher Discharge Outlet .......................................................................... 8-7
8-13 Fire Bottle Indicating Discs...................................................................................... 8-7
8-14 Cabin Fire Extinguisher............................................................................................ 8-8

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CHAPTER 8
FIRE PROTECTION
FIRE
WARN
FIRE PULL
INTRODUCTION
All Twin Otter aircraft are equipped with engine fire detection and fire extinguishing
systems. The two systems operate independently of each other and are controlled from
the flight compartment. A portable fire extinguisher is installed in the flight compart-
ment, and a second portable extinguisher is usually installed in the rear of the passen-
ger cabin.
GENERAL bottle in each nacelle. The bottle may be dis-

charged by pulling on the appropriate handle in
The engine fire detection system provides the the flight compartment, provided DC power is
means to detect a fire in either engine nacelle. available on the left bus.
The system is automatic and is in operation any
time the left DC bus is powered. It is important to note that the fire detection
and fire extinguishing systems will not work
The engine fire-extinguishing system uses a if the aircraft DC Master switch is off, or if DC
Freon extinguishing agent stored in a pressurized power is unavailable to the left bus.

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FIRE INDICATION A mute select switch labeled FIRE BELL MUTE

is included to silence the bell, as the rather loud
and distracting noise will continue as long as
FIRE PULL HANDLES the overheat condition exists (Figure 8-2).
Indication of a overheat in an engine nacelle The fire bell mute switch was originally located
is provided by illumination of the applicable on the bottom surface of the AC fuse panel, be-
red FIRE PULL handle located above the en- hind the captain’s head (Figure 8-3), or at the
gine instrument panel (Figure 8-1). bottom of the main DC circuit breaker panel.
Shortly after Series 300 production began, the
The actuation of any of the heat sensing units mute switch was relocated to the lower left
in a nacelle completes a circuit to illuminate area of the instrument panel, along with the pro-
the handle. peller governor test switch and autofeather
system test switch (Figure 8-2).
FIRE BELL
The fire warning bell, which is located on the
flight compartment bulkhead behind the cap-
tain’s seat, was originally available only as an
option to fulfill the British C.A.A. require-
ments 1 for series 110, 210, and 310 aircraft,
and the Australian requirements 2 for Series
320 aircraft.

the bell was installed as standard equipment
on all aircraft to fulfill the requirements of
SFAR 23 certification 3.
The fire warning bell can be refitted to early

production aircraft which did not have a bell Figure 8-2. Fire Bell Mute Switch
installed at the factory. (Later Aircraft)
FIRE DETECTION
Figure 8-1. Fire Pull Handles Figure 8-3. Fire Bell Mute Switch
(Earlier Aircraft)

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The fire detection system consists of four ther- sign throughout the production history of the
mal fire detector units and interconnecting har- aircraft (Figure 8-5). Figure 8-6 illustrates
nesses on each engine. The detector units contain the change made beginning at aircraft serial
two bimetallic strips, which will move together number 106, to provide improved wiring and
to complete an electrical circuit when exposed relocation of fire detectors that were shielded
to excessive heat (Figure 8-4). When the heat by adjacent nacelle structures 4.
source is removed, the electrical circuit is then
broken and the fire warning will cease. Beginning with the introduction of the Series
300 Twin Otter at serial number 231, higher
Changes were made to the detection circuit de- temperature rated detectors were introduced 5.
These detectors eliminated premature trigger-
ing of the fire warning system. This problem
was occurring in hot environmental conditions
when reverse power or zero thrust was selected
for prolonged periods of time. By replacing
the existing 300° F forward detectors, located
near the engine combustion area, with higher
temperature 450° F detectors, the nuisance
warnings were eliminated.
The rear detectors, located in the accessory

gearbox area, were not subject to this problem,
and continued to be triggered at 300° F.
Figure 8-4. Fire Detection Probe
THERMAL BLOWOUT DISC FIRE EXTINGUISHER

BOTTLE
DISCHARGE PRESSURE
FIRE-DETECTING UNIT NOZZLE BLOWOUT DISC
FIRE-DETECTING
UNIT
SQUIB
FIREWALL
FIRE-DETECTING UNIT
Figure 8-5. Fire Detection System (SN 1-105)

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THERMAL PRESSURE
BLOWOUT DISC BLOWOUT FIRE
FIRE-DETECTING UNIT DISC EXTINGUISHER
BOTTLE
SQUIB
FIRE
FIRE-DETECTING UNIT DETECTING
UNIT
DISCHARGE NOZZLE
WITH MOD 6/1108
Figure 8-6. Fire Detection System (SN 106 and Subsequent)
FIRE DETECTION SYSTEM through the warning light to ground. With
TESTING the illumination of the handle lights and ring-
ing of the warning bell, operation of the fire
A spring-loaded switch labeled TEST is lo- warning system is verified.
cated on the emergency fire panel to test the
fire bell and lights in the FIRE PULL handles The bulbs used in the FIRE PULL handles are
(Figure 8-7). model 327 miniature bulbs, the same as the bulb
used for the post lights. An inoperative bulb
Selecting the switch to the TEST position may be easily changed by unscrewing the red
connects the two thermal detecting loops of bulb holder from the end of the FIRE PULL
each engine system to complete the circuit handle.
FIRE DETECTION SYSTEM

ELECTRICAL DESIGN
The detection system for each engine is pow-
ered by a independent circuit; however, both
are powered from the left DC bus. The elec-
trical wiring for the fire detection system is
somewhat complex, as the system design
provides for continued operation in the event
of an electrical ground fault within the nor-
mally powered side of the detection circuit.
Figure 8-7. Fire Detection Test Switch

Normally, power for fire detection is provided
through two magnetic switch type circuit break-

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ers labeled FIRE DET FAULT IND L and R. an overheat condition develop, the affected de-
Power is supplied to one side of the detectors tector will close, and power will flow onto the
(Figure 8-8). Should an overheat condition side of the circuit which has the short circuit
exist, the detector will close, completing the cir- to ground. When this happens, the FIRE PULL
cuit, illuminating the FIRE PULL handle, and handle will illuminate, and the bell will ring.
ringing the bell.
The system was designed in this manner to
If a short circuit to ground exists on the nor- allow some degree of fault tolerance in the
mally powered side of the detector circuit, the detection system. If during preflight inspec-
affected FIRE DET FAULT IND circuit breaker tion a FIRE DET FAULT IND circuit breaker
will pop out. This is a magnetic type switch (Figure 8-10) is found popped, the pilot should
circuit breaker, and in addition to interrupting test the system. If the system tests satisfacto-
the power to the normally powered side, it rily, a ground fault exists and should be re-
will reroute DC power through the FIRE DET paired at the first opportunity; however, fire
L or FIRE DET R circuit breaker to the side detection ability on the affected circuit is still
of the detection circuit which is normally not present. If the system does not test, the pilot
powered, while at the same time removing the should reset the circuit breaker and attempt the
ground which is normally provided on that test again. If the system does not test satis-
side of the circuit (Figure 8-9). factorily when the circuit breaker is reset, the
affected fire detection system is inoperative.
DC Power is now available on the opposite
(normally ground) side of the circuit. Should
FIRE BELL
MUTE SWITCH FIRE BELL
FIRE CONTROL PANEL

L 28-VDC R FIRE EXT
BUS R FIRE EXT BOTTLE
5A
R FIRE DET
5A DET DET DET DET
R FIRE DET NO. 4 NO. 3 NO. 2 NO. 1
FAULT IND R FIRE
WARNING
LIGHTS
L 28-VDC FIRE DET

L FIRE LEGEND
BUS TEST SWITCH
EXT
5A DC ELECTRICAL POWER
L FIRE
DET
5A
L FIRE DET
FAULT
IND
DET DET DET DET
NO. 4 NO. 3 NO. 2 NO. 1
L FIRE
WARNING
LIGHTS L ENGINE
L FIRE EXT
BOTTLE FIRE BOTTLE
Figure 8-8. Fire Detection Circuit (Normal Condition)


FIRE BELL
MUTE SWITCH FIRE BELL
FIRE CONTROL PANEL

L 28-VDC R FIRE EXT
BUS R FIRE EXT BOTTLE
5A
R FIRE DET
5A DET DET DET DET
R FIRE DET NO. 4 NO. 3 NO. 2 NO. 1
FAULT IND R FIRE
WARNING
LIGHTS
L 28-VDC FIRE DET

L FIRE LEGEND
BUS TEST SWITCH
EXT
5A DC ELECTRICAL POWER
L FIRE
DET
5A SHORT CIRCUIT
POPPED CIRCUIT
L FIRE DET BREAKER
FAULT IND
DET DET DET DET
NO. 4 NO. 3 NO. 2 NO. 1
L FIRE
WARNING
LIGHTS L ENGINE
L FIRE EXT
BOTTLE FIRE BOTTLE
Figure 8-9. Fire Detection Circuit (Right Side Normal, Left Side Short Circuit Condition)
Figure 8-10. Fire System Circuit

Breakers Figure 8-11. Fire Extinguisher Bottle
pressure. It extinguishes the fire by displac-
ENGINE FIRE ing oxygen, and by cooling the affected parts
EXTINGUISHING when the Freon turns to a gas. The engine
components are not damaged by the Freon gas
Each engine accessory compartment is and no evidence remains on the engine to in-
equipped with one steel fire extinguisher bot- dicate that the bottle has been discharged.
tle containing Freon 13B1 extinguishing
agent (Figure 8-11). This chemical is liquid The extinguishing agent is only discharged
when stored under pressure, but turns to a gas into the accessory gearbox area (Figure 8-12).
immediately upon discharge to atmospheric The systems for the right and left engine are

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INDICATING DISCS
Two fire-extinguishing system indicating discs
are located on the inboard side of each engine
nacelle (Figure 8-13). The discs are checked
during the preflight inspection to verify that the
fire bottle has not discharged. Each fire bottle
is equipped with a pressure gauge; however, the
engine lower cowling must be opened to check
the gauge, and this is not normally done as
part of the preflight inspection. The discs are
visible in flight through the cabin windows.
Figure 8-12. Fire Extinguisher

Discharge Outlet
physically and electrically independent, and
crossfeeding of the bottles from one side to an-
other is not possible.
Six model 300S Twin Otter aircraft were built

for a commuter airline demonstration in RED YELLOW
Canada, and equipped with two sensor systems
and two bottles in each engine compartment 6.
Because all of the remaining Series 300S air-
craft are used by one operator (Transport
Canada), this unique system will be taught
Figure 8-13. Fire Bottle Indicating Discs
only as required.
When the fire bottle is discharged as a result
The fire bottle uses an explosive cartridge of the FIRE PULL handle being pulled, a small
(commonly referred to as a squib) to puncture amount of the extinguishing agent is routed by
a metal seal on the end of the bottle and release a tube to the rear surface of the yellow disc.
the entire contents in one blast. The squib is The disc either shatters or is blown out of po-
electrically activated from the cockpit by sition due to the force of the extinguishing
pulling a FIRE PULL handle. There is no flight fluid. The yellow disc, when blown out, thus
compartment indication that the bottle has been indicates deliberate discharge of the bottle
discharged. The red light in the FIRE PULL for normal system operation.
handle will remain illuminated as long as an
overheat condition exists in the nacelle area. Each fire bottle is equipped with a thermal re-
lief valve to vent extinguishing fluid in the
Pulling the FIRE PULL handle completes the event that the bottle becomes overheated. Fluid
electrical circuit to discharge the bottle, by sup- which escapes from the thermal relief valve is
plying DC power through the left or right FIRE routed by a tube to a vent behind the rear sur-
EXT circuit breaker to the squib on the bottom face of the red disc. The red disc, when blown
of the bottle. Unlike some other aircraft, no other out, indicates that the associated extinguisher
actions take place when the FIRE PULL handle bottle contents have been discharged due to
is pulled. For this reason, it is essential that the excessive thermal expansion pressure. The ther-
fire procedures are completed in the order listed mal relief valve will open when bottle tem-
on the fire panel. This ensures that the fuel sup- perature reaches 208 to 220° F (98 to 104° C).
ply to the affected engine has been completely If the thermal relief valve opens, the entire
shut off prior to discharging the bottle.

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contents of the bottle will be vented overboard. rear flight compartment bulkhead. Beginning
at aircraft serial number 511, this extinguisher
During the preflight inspection, check that nei- was relocated to the flight compartment floor-
ther of the discs on each nacelle is blown out. well beside the copilot seat. This relocation
cleared the bulkhead area for the crew shoul-
The original plastic (Firex) indicators and der harness and inertia reel, which became
discs were replaced 7 beginning with aircraft standard equipment on the aircraft beginning
serial number 231. The new indicators have with serial number 531. The new location also
metal type discs with a higher temperature provided a quicker response in the event of a
capability than the plastic material discs. The fire because the extinguisher could be more
change prevented the discs from falling out of easily reached and detached for operation.
the retainers, a problem that was reported by Upon customer request, the extinguisher could
operators of early aircraft in extreme hot be located beneath the copilot seat.
weather conditions.
A number of engineering changes are on record
identifying Graviner brand extinguishers on the
cabin right hand door: such as S.O.O. 6178 and
PORTABLE FIRE EO 66353 for BCF and water glycol models.
EXTINGUISHERS
Recent changes in environmental and safety
A number of different hand held fire extin- regulations have required that some types of
guishers were installed at the factory using extinguishers be replaced by models contain-
water glycol or BCF (bromochlorodifluo- ing extinguishing agents which are less toxic,
romethane) as fire extinguishing agents. Every and, in some cases, less effective. It is possi-
aircraft is equipped with a fire extinguisher in ble that the extinguisher originally installed
the flight compartment area and most aircraft in your aircraft may have been replaced with
have an additional hand held fire extinguisher a different model. We suggest that pilots re-
mounted in the rear of the passenger cabin. move the extinguisher from the mounting
bracket and become familiar with the operat-
In most aircraft the extinguishers were lo- ing instructions and classification of the ex-
cated on the flight compartment bulkhead be- tinguisher before the need arises to use it.
hind the copilot seat and on the passenger
cabin right hand door. Beginning with aircraft
serial number 457, a smaller Graviner brand WARNING
extinguisher was introduced, mounted on the
Frostbite or low temperature burns
will result if Freon 13B1 contacts
the skin when the extinguisher is
discharged.
Figure 8-14. Cabin Fire Extinguisher

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QUESTIONS
1. Extinguishing agent from either engine 5. The fire detection system uses:
fire bottle: A. Gas filled loops
A. Cannot be crossfed to the other engine B. Optical sensors
B. Can be crossfed to the other engine C. Fenwal resistance coils
C. Is distributed equally to each engine D. Thermal sensors
when either FIRE PULL handle is ac-
tuated 6. When the T handle illuminates, it indi-
D. Is automatically discharged into an cates that:
engine fire without any action from
A. One of the sensors is hot
the crew
B. The bottle is now armed
2. Fire warning is provided by: C. A fault exists in the detection system
D. The emergency fuel shutoff valve has
A. Illumination of a light on the annun-
closed
ciator panel
B. Sounding of a fire bell only
7. Pilots can check fire bottle serviceabil-
C. Illumination of a FIRE PULL handle ity by:
light and simultaneous sounding of
the fire bell (if installed) A. Checking the gauges in the cockpit
D. None of the above B. Checking the gauge on the bottle
C. Checking the blow out disks on the na-
3. When the contents of a fire bottle is dis- celle
charged into an engine nacelle: D. Lifting the “Fire Det Test” switch.
A. There is no cockpit indication of the
bottle being discharged. 8. One feature of the fire detection system
is:
B. The yellow disc on the nacelle of the
affected engine is blown out. A. A completely separate system to serve
C. There is no indication that the bottle as a backup in case of a system fault.
has been discharged. B. It may still be serviceable if there is
D. A and B a short circuit in the detection circuit.
C. The system adjusts trip thresholds
4. Pulling a FIRE PULL handle: based on ambient temperature.
D. A bottle may be crossfeed to the op-
A. Illuminates the red light in the handle
posite engine if needed.
B. Arms the squib circuit to that bottle
C. Fires the squib on the applicable fire
bottle and discharges its contents into
the selected nacelle
D. Fires the squibs on both bottles and
discharges their contents into both
nacelles

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ENDNOTES
1
S.O.O. 6033
2
S.O.O. 6123
3
Mod 6/1277 (S/B 6/209 Rev C)
4
Mod 6/1108 (SB 6/250). See also Mod 6/1307 (TAB 612/4 and S/B 6/251)
5
Mod 6/1201 (TAB 602/7 and TAB 612/4)
6
E.O. 68347
7
Mod 6/1263 (TAB 616/3)


CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
History.............................................................................................................................. 9-1
ENGINE BLEED AIR............................................................................................................. 9-2
System Design.................................................................................................................. 9-2
CONTROL............................................................................................................................... 9-2
BLEED AIR Switches ..................................................................................................... 9-2
Dual Pressure Switch ....................................................................................................... 9-4
Indications........................................................................................................................ 9-4
Operations ........................................................................................................................ 9-6
BLEED-AIR TEMPERATURE CONTROL SYSTEMS........................................................ 9-6
Mixing Valve System ....................................................................................................... 9-6
DeVore Shroud System .................................................................................................... 9-8
PNEUMATIC SUBSYSTEMS................................................................................................ 9-8
General ............................................................................................................................. 9-8
Intake Deflector................................................................................................................ 9-8
Cabin Heating .................................................................................................................. 9-9
Airframe Deicing ............................................................................................................. 9-9
Autopilot—King Radio H14............................................................................................ 9-9
SERIES 100/200 AIRCRAFT............................................................................................... 9-10
Pneumatic Instrumentation ............................................................................................ 9-10


Flight Instrument Vacuum ............................................................................................. 9-10

Flight Instrument Bleed Air........................................................................................... 9-12
Flight Instrument Dry Air Pump.................................................................................... 9-12
QUESTIONS ......................................................................................................................... 9-15
ENDNOTES .......................................................................................................................... 9-16

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ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic Pressure Regulator and Strainer ............................................................. 9-2
9-2 18-PSI Pneumatic Package Components ................................................................. 9-3
9-3 Bleed-Air Shutoff Valve ........................................................................................... 9-3
9-4 BLEED AIR Switches.............................................................................................. 9-4
9-5 18-PSI Pneumatic Package Schematic ..................................................................... 9-5
9-6 Pneumatic Low Pressure Condition Light................................................................ 9-4
9-7 Bleed-Air Extraction Systems .................................................................................. 9-7
9-8 Bleed-Air Temperature Indicator (S/N 231–410 Only)............................................ 9-6
9-9 DeVore Shroud System (Inspection Cover Removed) ............................................ 9-8
9-10 Intake Deflector (Retracted) ..................................................................................... 9-9
9-11 Intake Deflector Activating Piston ........................................................................... 9-9
9-12 Heating System Hot Air Valve ................................................................................. 9-9
9-13 Model H14 Pneumatic Autopilot (Early Aircraft) ................................................. 9-10
9-14 Flight Instrument Vacuum System (S/N 6–57) ...................................................... 9-11
9-15 Dual Pressure Gauge .............................................................................................. 9-13
9-16 Flight Instrument Bleed-Air System (S/N 58–149) ............................................... 9-12
9-17 Flight Instrument Dry Air Pump System (S/N 150–230) ..................................... 9-14

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CHAPTER 9
PNEUMATICS
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
This chapter describes the pneumatic systems installed in the DHC-6 Twin Otter Series
100, 200, and 300 airplanes. Values expressed for temperature, pressure, flow rate, and
volume, are used solely for their illustrative meanings. Actual values must be obtained
from the manuals and publications issued by de Havilland.
GENERAL Series 200 aircraft, electric gyroscopic flight

instruments were adopted as standard equip-
ment beginning with the first Series 300 aircraft
HISTORY at serial number 231. The electric gyroscopic
flight instruments were retained without chang-
The pneumatic power systems installed over the ing the remaining production aircraft.
22-year production run of the Twin Otter air-
craft varied considerably. Initial production The first autopilot available, Model H-14,
aircraft were fitted with a variety of air pow- used pneumatically activated servos to oper-
ered gyroscopic flight instruments. Both pres- ate the primary flight controls. Many of these
surized air and vacuum systems were used. early autopilots have been removed or up-
Eventually, following evaluation on some late graded. Later autopilots were entirely electric.

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The optional surface deice system has always package, installed in the cabin roof, which
used engine bleed air to operate the airframe filters, cools, and regulates the pressure of
deicing boots. Intake deflectors, which are the bleed air, before making it available to
standard equipment on all aircraft, use bleed other systems. The pneumatic control package
air for deflector extension. was only provided on aircraft which were
equipped with the H-14 autopilot or surface
It is possible to have a high serial number air- deice systems (Figures 9-1 and 9-2).
craft, without deice equipment, which will
only use bleed air for intake deflector oper-
ation and cabin heat, or a low serial number
aircraft which will use bleed air for all gy-
roscopic flight instruments, the autopilot,
and deice systems. Therefore, pilots are ad-
vised to compare the descriptions given in this
chapter with the manuals and supplements is-
sued by de Havilland (including the airframe
log book and record of modifications and op-
tions) for verification of the current aircraft
equipment status.
ENGINE BLEED AIR

Figure 9-1. Pneumatic Pressure Regulator
SYSTEM DESIGN and Strainer
Hot bleed air will first pass through a heat ex-
Bleed air is obtained from engine compres- changer in the cabin roof, then enter the pneu-
sor case bleed ports at engine station 2.5 and matic package control unit. After filtering the
directed into common and separate mani- air to eliminate engine particle contamination,
folds for distribution to various installed the air pressure is regulated to 18 PSI for use
pneumatic subsystems. by the surface deice and autopilot systems.
The bleed air supply, which at cruise power
is approximately 80 PSI and 450° F, flows
through the bleed-air shut off valves, which CONTROL
are located forward of the engine nacelle rear
firewall. The air is then routed through a sup- BLEED-AIR SWITCHES
ply duct, between the wing nose spar and
wing main spar, before joining into a common Each engine is fitted with a bleed-air control
duct above the cabin roof. One way check valve (Figure 9-3). The valves are individually
valves are installed in the fuselage bleed-air controlled by switches on the overhead con-
roof ducts, isolating the pressure supply from sole (Figure 9-4). The switches are labeled
either wing in the event of a differential en- BLEED AIR LEFT and BLEED AIR RIGHT,
gine power or flame out condition. This de- and are protected by 5-amp circuit breakers la-
sign also allows operation with only one bleed beled BLEED AIR L and BLEED AIR R, located
valve open. on the main circuit breaker panel. The switches
are toggle-locked, and must be pulled out (down-
Bleed air which will be used for cabin heat is ward) before changing switch position.
routed directly to the heating system, without
pressure reduction or cooling. Bleed air used Bleed-air supply for 100 and 200 series aircraft
for other purposes enters a pneumatic control (using pneumatic powered flight instruments)

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FROM BLEED-AIR DUCT
COOLED-AIR LINE
PNEUMATIC LOW PRESS
CAUTION LIGHT SWITCH
HEAT EXCHANGER
CONNECTION TO
BLEED-AIR LINE
DUAL PRESSURE
SWITCH
AUTOPILOT
PRESSURE
PRESSURE
LINE
REGULATOR AIRFRAME
STRAINER VALVE DEICING LINE
Figure 9-2. 18-PSI Pneumatic Package Components
SOLENOID VALVE ELECTRICAL CONNECTOR
UPSTREAM DUCT VALVE DISC
VALVE SEATING SURFACE
PORT A
PORT B
LEGEND
BLEED AIR
AMBIENT PRESSURE
MOVING PART
COMPRESSION SPRING PISTON DOWNSTREAM DUCT
Figure 9-3. Bleed-Air Shutoff Valve

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Bleed-air supply pressure is directly pro-

portional to engine N G speed. It is not un-
common to hear the heating system hot air
valve motoring closed when power is reduced
during the approach and landing phase of
flight, if the cabin heat system is operating
in the AUTO mode.
When the cabin heating system is being con-

trolled manually, the pressure protection pro-
vided by the dual pressure switch is not
available, as the pilot is directly controlling
the position of the hot air valve with the MAN-
UAL COOL—MANUAL WARM switch.
Figure 9-4. BLEED AIR Switches
is picked off upstream of the bleed-air valves. INDICATIONS
This ensures that the flight instruments will There is a low pressure switch downstream
function regardless of the bleed air switch po- of the 18 PSI regulator to sense output air
sition. Bleed-air supply to extend the intake pressure. Should the regulated pressure de-
deflectors is picked off upstream of the bleed crease to between 13 and 15 PSI, a caution
air valves on all aircraft (Figure 9-5). The light on the annunciator panel labeled PNEU-
switches, therefore, control only bleed-air MATIC LOW PRESS will illuminate (Figure
supply used for cabin heating, airframe deic- 9-6). The light will extinguish when pres-
ing, and pneumatically operated autopilot use. sure rises to between 16 and 18 PSI. Power
for the low pressure caution light is obtained
DUAL PRESSURE SWITCH from the L DC bus through a 5-amp circuit
breaker labeled PNEUMATIC PRESS located
For aircraft equipped with a pneumatic au- in the overhead circuit breaker panel.
topilot or surface deice system, maintaining
sufficient bleed-air pressure to operate these The caution light is installed on all aircraft and
systems is clearly a greater priority than pro- will illuminate on all aircraft when the CAU-
viding bleed air to heat the cabin. For this rea- TION LIGHT TEST switch is pressed. Actual
son, a dual pressure switch was installed as part warning of pneumatic low pressure, however,
of the pneumatic package control unit. is only provided on aircraft equipped with the
18-PSI pneumatic control package.
This switch senses two thresholds of declin-
ing pneumatic pressure, 25 PSI and 20 PSI. If
the bleed-air pressure being supplied from the
engines falls below 25 PSI, the dual pressure
switch will send a signal to the automatic
cabin temperature system, preventing the heat-
ing system hot air supply valve from opening
further. Should the bleed-air pressure from
the engines fall to 20 PSI, the dual pressure
switch will send a second signal to the auto-
matic cabin temperature system, causing the
hot air valve to motor closed and shut off all
bleed air to the heating system. If bleed-air
pressure from the engines later increases, the Figure 9-6. Pneumatic Low Pressure
hot air valve for the heating system will reopen. Condition Light


TO CABIN HEAT LEGEND

HIGH PRESSURE BLEED AIR
AUTOMATIC
TEMPERATURE REGULATED PRESSURE BLEED AIR
CONTROLLER
ELECTRICAL
HOT AIR
VALVE
AIRFRAME DEICING
PNEUMATIC
AUTOPILOT
(OLDER AIRCRAFT ONLY)
DUAL PRESSURE
PRESSURE REGULATOR
SWITCH AND PRESSURE
PRESSURE
RELIEF VALVE
SWITCH
HEAT STRAINER
EXCHANGER
PNEUMATIC
OVERBOARD LOW PRESS
BLEED AIR
VENT
OFF OFF
LEFT RIGHT
TO LEFT ENGINE TO RIGHT ENGINE

INTAKE DEFLECTOR INTAKE DEFLECTOR
LEFT TO FLIGHT TO FLIGHT RIGHT

ENGINE INSTRUMENTS INSTRUMENTS ENGINE
(SERIES 100/200) (SERIES 100/200)
BLEED-AIR BLEED-AIR
SHUTOFF SHUTOFF
VALVE VALVE
Figure 9-5. 18-PSI Pneumatic Package Schematic

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OPERATIONS valve, located in the engine nacelle forward of

the firewall. One pipe incorporating finned
The pilot does not operate the pneumatic sys- cooling vanes, lowered the air temperature in
tem directly, other than to select the BLEED that pipe before it reached the mixing valve.
AIR switches on or off. Control of subsystems The other pipe routed hot air directly to the
which use bleed air is discussed briefly in this mixing valve.
chapter, and in more detail in the appropriate
other chapters of this training manual. The mixing valve consisted of a thermostati-
cally controlled two port valve which mixed
It is important to note that engine torque will the two air supplies. When the bleed-air out-
drop, typically by one pound at cruise power, let temperature is 270°F or less, the valve hot
and engine T5 temperatures will rise when port is open, and the cooler port closed. This
BLEED AIR is selected ON. Fuel consump- provides maximum bleed-air temperature from
tion and N G speed will also rise slightly if the engine. When the outlet bleed-air tem-
power is reset to the original torque value perature increases to between 270°F and 300°F
which existed before bleed air was turned on. the hot port will begin to close and the cooler
port will begin to open. When bleed-air tem-
If maximum engine power is required (i.e., dur- perature exceeds 350° F, both ports will close,
ing a maximum performance takeoff or dur- and the bleed supply from that engine is shut
ing single engine operations), BLEED AIR off. The valve will automatically modulate
switches should be off, when surface deice again when outlet bleed-air temperature de-
equipment is not needed. creases below 350° F.
A temperature sensor, located between the

BLEED AIR mixing valve outlet and bleed-air shut off
valve, is connected to a bleed-air temperature
TEMPERATURE indicator on the copilot’s sub panel (Figure 9-
8). The indicator is marked with three color
CONTROL SYSTEMS coded bands, green for acceptable output tem-
peratures, yellow for higher temperatures
MIXING VALVE SYSTEM which are acceptable for short periods of time,
and red for excessively high temperatures.
Two different methods have been adopted to The pilot can monitor the performance of the
fulfill the requirements of SFAR 23. These system, but has no control over it, other than
methods ensure that in the event of a rupture
in one of the ducts which run from the engine
to the wing, the wing internal structure in-
tegrity would not be adversely affected by the
hot engine bleed air escaping within the con-
fines of the wing area (Figure 9-7).
Prior to serial number 231, bleed air was routed

through a simple pipe, and no protection sys-
tem was provided.
Beginning with aircraft serial number 231 1, a

temperature controlled system 2 was introduced
to reduce the bleed-air temperature before it
reached the bleed-air shut-off valve in the en-
gine nacelle. High temperature air was di- Figure 9-8. Bleed-Air Temperature Indicator
rected through two pipes to an air mixing (S/N 231–410 Only)

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TO LH ENGINE TO CABIN TO RH ENGINE

INTAKE DEFLECTOR INTAKE DEFLECTOR
TO FLIGHT TO FLIGHT
LH INSTRUMENTS INSTRUMENTS RH
ENGINE ENGINE
BLEED-AIR BLEED-AIR
SHUTOFF SHUTOFF
VALVE VALVE
STANDARD
(SERIAL NUMBERS 1-230)
TO INSTRUMENTS TO INSTRUMENTS
TEMP CONTROL TEMP CONTROL

MIXING VALVE MIXING VALVE
TO
LH RH
BLEED-AIR
ENGINE HOT AIR PIPE HOT AIR PIPE ENGINE
SWITCHES
COLD AIR TO LH ENGINE TO TO RH ENGINE COLD AIR

(FINNED) INTAKE DEFLECTOR CABININTAKE DEFLECTOR (FINNED)
TEMP TEMP
SENSOR SENSOR
BLEED-AIR SHUTOFF VALVE BLEED-AIR SHUTOFF VALVE
TEMPERATURE INDICATOR
COPILOT'S SUBPANEL
TEMPERATURE CONTROLLED
(SERIAL NUMBERS 231-410)
TO RH
TO LH
ENGINE
ENGINE
INTAKE
INTAKE
DEFLECTOR
DEFLECTOR
TO CABIN
LH RH
ENGINE DE VORE ENGINE
SHROUD
BLEED-AIR BLEED-AIR
SHUTOFF SHUTOFF
VALVE CHECK VALVES VALVE
LEGEND
OVERBOARD VENT PIPE OVERBOARD VENT PIPE HOTAIR
DE VORE SHROUD COOLED AIR
(SERIAL NUMBERS 411 AND HIGHER)
MIXED AIR
ELECTRICAL
Figure 9-7. Bleed-Air Extraction Systems

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to shut off the bleed-air supply if the temper- incorporating an expansion bellows 5 . This
ature is unacceptably high. mandatory change was necessary to eliminate
cracking of the duct assembly end plates. The
Although this system met the design require- cracking was due to the differential rates of
ments of reducing bleed-air temperatures heat expansion occurring between the duct
within the duct in the wing, it also limited the and shroud materials.
efficiency of the cabin heating system in ex-
treme cold temperatures. In addition, the sys-
t e m w a s c o m p l e x , h e a v y, a n d r e q u i r e d
considerable maintenance.
PNEUMATIC
SUBSYSTEMS
DEVORE SHROUD SYSTEM
GENERAL
The DeVore shroud system replaced the mix-
ing valve as standard equipment beginning There are three possible pneumatic power
with aircraft serial number 411 3. This restored sources: 1) engine bleed air, supplied under
the original level of cabin heat for extreme cold pressure; 2) engine bleed air, converted to
weather environments. The DeVore system suction, and 3) dry air pumps, mounted on the
was a straightforward installation which ful- engine accessory gearbox.
filled the SFAR 23 requirement. Previously,
it was available as an aftermarket refit for all The first Series 100 aircraft produced, serial
series aircraft 4. numbers 6 to 57, used bleed air which was
routed through a venturi to operate vacuum
The DeVore installation provides a bleed-air instruments. There were moisture problems
duct surrounded with a shroud between the en- during low temperatures with this design,
gine nacelle and the cabin. The outer duct in- and in an attempt to solve the problem, the
cludes a vent pipe to the lower wing skin design was changed beginning with serial
surface. The vent pipe is located midway be- number 58 to bleed-air pressure instruments 6 .
tween the engine and fuselage, about 4 inches The moisture problems continued, and a dry
aft of the wing leading edge. This allows es- air pump system 7 was installed beginning
caping hot air to vent if the inner duct ruptures with serial number 150. This system, which
(Figure 9-9). Beginning with aircraft serial used dry air pumps mounted on the rear of the
number 533, an improvement replaced the engine accessory gearbox, was installed until
complete duct assembly with a new assembly Series 200 aircraft production was discon-
tinued at serial number 230.
Series 300 aircraft were fitted with electri-

cally powered gyroscopic flight instruments.
Provisions to control engine bleed-air supply

are installed on all aircraft, to operate, at a
minimum, the intake deflectors and cabin
heating system.
DEVORE SHROUD
VENT PIPE
INTAKE DEFLECTOR
The pneumatic pressure source for operation of
the intake deflector (Figure 9-10) is separate and
Figure 9-9. DeVore Shroud System independent for each nacelle. Bleed air is taken
(Inspection Cover Removed) from the bleed 2.5 port on each engine casing

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CABIN HEATING
Bleed air is routed forward along the fuse-
lage left side wall, through the bulkhead be-
tween the cabin and flight compartment at
station 111, to an electrically controlled vari-
able position valve beneath the flight com-
partment floor (Figure 9-12). The hot, high
pressure air is then available for injection to
the cabin heating system.
For more information on the heat and venti-

l a t i o n s y s t e m , s e e C h a p t e r 1 1 , “A i r
Conditioning,” in this training manual.
Figure 9-10. Intake Deflector (Retracted)
and routed directly to the intake deflector con-
trol valve, which is located in the engine nacelle
lower cowling.
Because the bleed-air supply to operate the de-

flectors is picked off upstream of the bleed-air
valves, the bleed-air switches do not have to be
on to extend the intake deflectors. Relatively
high air pressure is needed to extend the de-
flectors against the force of the retention spring
and air loads imposed during flight. Engine
NG speed must be above 80% to provide the nec-
essary pressure (Figure 9-11). Figure 9-12. Heating System Hot Air Valve
For control and operation of the intake de- AIRFRAME DEICING

flector system, see Chapter 10, “Ice and Rain
Protection,” in this training manual. The surface deice boot system is pneumati-
cally operated and electrically controlled.
The BLEED AIR switches must be on before
bleed air is available to the deicing system.
The airframe deicing system is further con-
trolled by a group of switches on the overhead
switch panel.
For more information on the airframe deice

system, see Chapter 10, “Ice and Rain
Protection,” in this training manual.
AUTOPILOT—KING RADIO H14

The electropneumatic King Radio (Honeywell)
H14 autopilot 8 obtains air pressure from the
Figure 9-11. Intake Deflector pneumatic package control unit. The regu-
Activating Piston lated air supply is controlled by a solenoid

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shut-off valve. It is operated by turning the FLIGHT INSTRUMENT VACUUM

autopilot on and off, before directing air
pressure to the aileron, elevator, and rudder This system was fitted to aircraft serial num-
servo valves. bers 6 to 57 inclusive (Figure 9-14).
The H14 electropneumatic autopilot (Figure A system pressure between 4.5 to 5.5 inches
9-13) was only installed on early production H G is required for proper operation of the
aircraft, prior to approximately serial number flight vacuum instruments. This is achieved
350. All subsequent autopilot systems were en- by air pressure being obtained from the 18 PSI
tirely electrically operated. pneumatic control package located in the
fuselage roof. Regulated pressure is directed
For more information on autopilot control and forward into the flight compartment area be-
operation, see Chapter 16, “Avionics.” hind the instrument panel to the vacuum in-
strument pneumatic installation. The system
consists of a by-pass valve, suction relief
valves, air ejectors, low suction warning
switches, an emergency instrument vacuum
valve, and associated pressure and suction
gauges. A pressure gauge is located on the
pedestal below the instrument panel.
Pressurized air is directed through the ejectors

to create the vacuum for instrument opera-
tion. Should the pneumatic supply pressure
fall, the bypass valve is energized open by the
dual pressure switch. This allows bleed air
from an alternative tapping in the bleed air duct
(below the cockpit floor), to flow directly to
Figure 9-13. Model H14 Pneumatic the ejectors.
Autopilot (Early Aircraft)
Should the pneumatic system fail or supply
SERIES 100/200 pressure continue to deteriorate, the LOW
SUCTION light on the caution panel will il-
AIRCRAFT luminate. Power for this light is supplied
from the left DC bus through a 5-amp circuit
PNEUMATIC breaker labeled LOW SUCTION, located on
the overhead circuit breaker panel.
INSTRUMENTATION
On Series 100 and 200 aircraft, the original Should the caution light illuminate, an alter-
equipment captain and copilot attitude and native supply of bleed air can be used by open-
directional gyro flight instruments were ing the manually operated emergency
pneumatically operated. Each of the fol- instrument vacuum valve mounted on the lower
lowing systems were initially available for left of the instrument panel. The valve, which
single pilot operation but the installation can be used to increase the vacuum supply,
could be modified, if required, to provide should be adjusted to indicate 4.5 to 4.7 inches
copilot flight instruments 9 . H G on the instrument suction gauges. This will
maintain the required ejector pressure flow.


ATTITUDE DIRECTION
INDICATOR INDICATOR CUSTOMER OPTION
INSTALLATION
– + VENTED OVERBOARD VENTED OVERBOARD TO COPILOT'S
INSTRUMENTS
EJECTORS EJECTORS
SUCTION
GAUGE
LOW-SUCTION SUCTION SUCTION LOW-SUCTION
WARNING RELIEF RELIEF WARNING
VALVE SWITCH
SWITCH VALVE
PRESSURE
GAUGE
BLEED AIR
OFF OFF
LEFT RIGHT
18-PSI
SYSTEM
EMERGENCY
INSTRUMENT
VACUUM
VALVE
NORMALLY
CLOSED)
BYPASS
VALVE
(NORMALLY
CLOSED)) TO HEATING PRESSURE
IN REGULATOR
OUT
HEAT
EXCHANGER STRAINER
CUSTOMER OPTION
INSTALLATIONS
PRESSURE SWITCH (DEICING, AUTO-
ASSEMBLY PILOT)
TO LH ENGINE
INTAKE
DEFLECTOR TO RH ENGINE
INTAKE
DEFLECTOR
ENGINE ENGINE
LH RH
BLEED-AIR INTERCONNECTING DUCT BLEED-AIR
SHUTOFF VALVE SHUTOFF VALVE
LEGEND
BLEED AIR
REGULATED AIR
VACUUM
AMBIENT
ELECTRICAL
FLIGHT COMPARTMENT
Figure 9-14. Flight Instrument Vacuum System (S/N 6–57)

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FLIGHT INSTRUMENT
BLEED AIR
This system 10 was fitted to aircraft serial num-
bers 58 to 149 inclusive (Figure 9-16).
Pressure for pneumatic powered instruments

is obtained from the engine compressor cas-
ing 2.5 air outlet. It is directed, without going
through the bleed-air shut off valve, along the
wing leading edge to the left side of the fuse-
lage where both engine pressure lines join
into a common line. The pressure line is routed
forward to the flight compartment instrument
regulator package. Figure 9-15. Dual Pressure Gauge
The flight compartment instrument regulator FLIGHT INSTRUMENT DRY

package is installed on a mounting plate lo- AIR PUMP
cated on the lower forward face of the bulk-
head at station 60 on aircraft which have the This system 12 was fitted to aircraft serial num-
long nose baggage compartment 11. On earlier bers 150 to 230 inclusive (Figure 9-17).
short nose aircraft the flight compartment in-
strument regulator package is located behind Pressure supply is obtained from a dry air
the instrument panel. pump mounted on each engine accessory
gearcase. The individual air pressure supplies
The pneumatic system consists of pressure are routed through each wing to the fuselage
regulators, strainers, automatic water drains, left side, where they then run in parallel to the
filter, pressure relief valve, and piping. flight compartment. The supply pressures are
Pressurized bleed air is regulated to 2.4 PSI first regulated to 8 PSI followed by a further
before passing through check valves into the reduction to 2.5 PSI before entering the cap-
captain and copilot manifolds. The manifold tain and copilot’s supply manifolds.
check valves isolate the captain and copilot
manifold pressure supplies in the event of a in- The flight compartment instrument regulator
operative source of supply. package is installed on a mounting plate lo-
cated on the lower forward face of the bulk-
A twin red ball pressure indicator on the cap- head at station 60 on aircraft which have the
tain’s instrument panel (Figure 9-15), show- long nose baggage compartment 13. For earlier
ing manifold pressures, should correspond short nose aircraft the flight compartment
within 0.3 inch H G with the pressure gauge in- instrument regulator package is located be-
stalled on the copilot panel. hind the instrument panel. An air intake fil-
ter and regulator for each engine dry air pump
is installed on each engine nacelle firewall.
An additional filter for each line is located
below the flight compartment floor.

Revision 2
Place Plane
DUAL PRESSURE GAUGE
Here
– +
ATTITUDE DIRECTION
INERTIAL INERTIAL
SEPARATOR SEPARATOR
PILOT'S FLIGHT INSTRUMENTS
COPILOT'S FLIGHT INSTRUMENTS
SERIES 100/200/300
RELIEF ATTITUDE DIRECTION RELIEF
VALVE – + VALVE
SUR- SUR-
FACE PRESSURE FACE
XMT DEICE DEICE
XMT
FILTER SOLENOID FILTER

JET PUMP VALVE
H2O H2O
DRAIN REGULATOR REGULATOR DRAIN
HEAT
STRAINER AND
STRAINER
VENTILATION
RELIEF
REGULATOR
IN
XMT
OUT
BLEED BLEED
VALVE VALVE
L R
ENG ENG
LEGEND
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ENGINE BLEED AIR DEICE AND AUTOPILOT AIR DEICER VACUUM
INSTRUMENT AIR WATER DRAIN ELECTRICAL
international
9-13
Figure 9-16. Flight Instrument Bleed-Air System (S/N 58–149)

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DUAL
PRESSURE ATTITUDE DIRECTION
GAUGE INDICATOR INDICATOR
PILOT'S INSTRUMENT PANEL
PRESSURE ATTITUDE DIRECTION

GAUGE INDICATOR INDICATOR
PRESSURE PRESSURE
RELIEF RELIEF
VALVE COPILOT'S INSTRUMENT PANEL VALVE
PRESSURE PRESSURE
REGULATOR REGULATOR
FILTER FILTER
3 MICRON 3 MICRON
AUTOMATIC AUTOMATIC
WATER WATER
DRAIN DRAIN
LEGEND
PUMP INLET AIR
PUMP OUTLET PRESSURE
8-PSI 8-PSI
PRESSURE PRESSURE MODIFIED PRESSURE
REGULATING REGULATING REGULATED PRESSURE
VALVE VALVE
WATER
AMBIENT
LEFT ENGINE-DRIVEN
AIR PUMP ELECTRICAL
RIGHT ENGINE-DRIVEN
AIR PUMP
FILTER FILTER
Figure 9-17. Flight Instrument Dry Air Pump System (S/N 150–230)

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QUESTIONS
1. On most Series 300 aircraft, pneumatic 3. When the PNEUMATIC LOW PRESS
supply is used for: light illuminates:
A. Gyros, heating, de-ice A. Engine speed should be immediately
B. Co-pilot gyros, heating and optional increased
de-ice B. No heat will be produced
C. Heating and ice protection only C. All bleed air is routed to ice
D. Heating, ice protection and autopilot protection
D. There is not sufficient pressure
2. In the event of a DC power failure: available to operate the de-ice boots
A. Bleed air is shut off
B. Bleed air remains on at low flow only
C. All bleed air is routed to ice
protection
D. Intake deflectors may still be extended
and retracted, but heating and surface
deice is unavailable

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ENDNOTES
1
For Series 100/200 aircraft the temperature controlled system may be retrofitted by Mod 6/1265
(S/B 6/212 Rev A)
2
Mod 6/1266 (S/B 6/213 Rev A)
3
Mod 6/1482 (Replacing Mods 6/1265 and 6/1266).
4
STC SA943EA
5
Mod 6/1614 (Replacing Mod 6/1482), S/B 6/355.
6
Mod 6/1046
7
Mod 6/1166
8
S.O.O. 6085
9
S.O.O. 6075
10
Mod 6/1046
11
Mod 6/1077. Standard equipment on all aircraft except floatplanes after serial number 116.
12
Mod 6/1166
13
Mod 6/1077. Standard equipment on all aircraft except floatplanes after serial number 116.


CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
INDICATIONS...................................................................................................................... 10-2
POWERPLANT ICE AND RAIN PROTECTION ............................................................... 10-2
General........................................................................................................................... 10-2
Intake Deflector ............................................................................................................. 10-2
Nacelle Air Inlet Anti-ice System ................................................................................. 10-5
Propeller Deice System.................................................................................................. 10-6
Surface Protection.......................................................................................................... 10-8
AIRFRAME ICE AND RAIN PROTECTION ..................................................................... 10-9
General........................................................................................................................... 10-9
Surface Deice System .................................................................................................... 10-9
Automatic Stabilizer Boot Operation with Flap Extension ......................................... 10-14
Heated Windshield System.......................................................................................... 10-14
Pitot Anti-ice System................................................................................................... 10-15
Rain Removal System.................................................................................................. 10-16
Windshield Washer ...................................................................................................... 10-18
LIMITATIONS .................................................................................................................... 10-19
SERIES 100/200 DIFFERENCES ...................................................................................... 10-20
Wing Fences ................................................................................................................ 10-20
CERTIFICATION REQUIREMENTS FOR KNOWN ICING .......................................... 10-20


AIRFRAME GROUND SERVICING—DEICING AND ANTI-ICING FLUIDS ............ 10-21

ICING PRECAUTIONS AND PROCEDURES—DEICING AND
ANTI-ICING FLUIDS ................................................................................................ 10-22
Ramp Maintenance Precautions .................................................................................. 10-22
QUESTIONS....................................................................................................................... 10-26
ENDNOTES ....................................................................................................................... 10-27


ILLUSTRATIONS
Figure Title Page
10-1 Intake Deflector—Retracted .................................................................................. 10-2
10-2 Intake Deflector—Extended................................................................................... 10-2
10-3 Air Flow with Intake Deflector Extended .............................................................. 10-3
10-4 Engine Intake Deflector System............................................................................. 10-3
10-5 Intake Deflector Switch.......................................................................................... 10-4
10-6 Intake Deflector Position Indicators....................................................................... 10-4
10-7 Intake Deflector Actuator....................................................................................... 10-5
10-8 Nacelle Air Inlet Anti-Ice Boot.............................................................................. 10-5
10-9 Nacelle Air Inlet Anti-Ice System Schematic ........................................................ 10-6
10-10 Propeller Deice Boot .............................................................................................. 10-7
10-11 PROP DE-ICE Ammeter........................................................................................ 10-7
10-12 PROP DE-ICE Ammeter (Alternate Location) ...................................................... 10-7
10-13 Propeller Deice System Schematic ........................................................................ 10-8
10-14 Metal Fuselage Ice Guard ...................................................................................... 10-9
10-15 Wing Deicing Boots ............................................................................................... 10-9
10-16 Neoprene Stall Bar on Deicing Boot...................................................................... 10-9
10-17 Horizontal Stabilizer Deicing Boots .................................................................... 10-10
10-18 DE-ICE and ANTI-ICE System Switches ........................................................... 10-10
10-19 Wing Inspection Light ......................................................................................... 10-11
10-20 Stabilizer Deice Pressure Annunciator Lights ..................................................... 10-11
10-21 Pneumatic Low Pressure Annunciator Light ....................................................... 10-11
10-22 Surface Deice Operation ...................................................................................... 10-12
10-23 Wing and Tail Deicing System (S.O.O. 6044)..................................................... 10-12


10-24 Mandatory Placard (Aircraft with Surface Deice) ............................................... 10-13

10-25 Mandatory Placard (Aircraft Without Surface Deice) ......................................... 10-13
10-26 Electrically Heated Windshield ........................................................................... 10-15
10-27 Windshield Wiper, Washer and Heat Switches.................................................... 10-15
10-28 Windshield Heat Sensor....................................................................................... 10-15
10-29 Windshield Heat (Schematic) .............................................................................. 10-15
10-30 Electrically Heated Pitot Tube ............................................................................. 10-15
10-31 Electrically Heated Lift Detector (Stall Warning Sensor) ................................... 10-16
10-32 Pitot Heat Operation Schematic........................................................................... 10-17
10-33 Windshield Wipers, Parked Position (Early Aircraft).......................................... 10-17
10-34 Windshield Wipers, Parked Position (Later Aircraft) .......................................... 10-16
10-35 Windshield Wiper System Schematic .................................................................. 10-18
10-36 Windshield Deicing Fluid Tank ........................................................................... 10-19
10-37 Windshield Washer Nozzle Jets ........................................................................... 10-19
10-38 Wing Fences......................................................................................................... 10-20

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CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
This chapter describes the ice and rain protection systems installed on, or available as
options on, Series 100, 200, and 300 airplanes. All values expressed, such as for tem-
perature, time, or pressure are used only for their illustrative meanings. Actual values
may be obtained from the manuals and publications issued by de Havilland. Supplement
1 to the Flight Manual and supplement 1 to the Supplementary Operating Data provide
additional information about the aircraft deice system.
GENERAL
Heated pitot tubes and engine intake deflec- • Propeller deice 3
tors were installed as standard equipment on
all aircraft. All other deice and anti-ice sys- • Fuselage ice guards 4
tems were available as options. • Windshield wiper and washers 5
The following ice and rain protection systems • Surface protection
were available as factory installed options for
all series of the aircraft: In this chapter, ice and rain protection will be
dealt with in two categories—powerplant and
• Nacelle air inlet anti-ice 1 airframe.
• Airframe surface deice 2

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INDICATIONS mesh screen (Figures 10-1 and 10-2), which

inhibits normal air flow to the engine. Heavy
System monitoring is provided by wing in- snow or ice accumulation on the engine air
spection lights 6, which allow the pilot to view inlet screen results in compressor stalls and
the condition of the leading edge surface when possible flameouts. This condition is more
flying at night. critical on planes outfitted with fine mesh en-
gine inlet screens, which are sometimes used
Two small blue lights on the overhead panel in desert operations. Standard installation uses
illuminate when pressure is sent from the dis- coarse mesh engine inlet screens.
tributor valves to the horizontal stabilizer
boots 7. These lights were provided as stan- When extended, the intake deflector directs
dard equipment on aircraft with a deicing sys- heavier snow or ice particles past the engine
tem installed, beginning with aircraft serial inlet duct, to the rear of the cowling. A small
number 290. door opens in the rear of the cowling when the
deflector is extended, to allow particles to
A low pressure caution light is installed on the exit (Figure 10-3).
annunciator panel to monitor the pneumatic
system bleed-air supply pressure. Intake deflectors are extended pneumatically,
Some aircraft have been fitted with an am- held in place mechanically, and retracted elec-
meter 8 to enable the pilot to observe current tromechanically (Figure 10-4).
draw taken by the propeller deice system.
POWERPLANT ICE AND

RAIN PROTECTION
GENERAL
The most critical area of the powerplant with
respect to ice formation are the propeller
blades. The nacelle air inlet is not critical 9, and
the optional nacelle inlet deicing boot is not
required for certification for flight into known
icing conditions. Figure 10-1. Intake Deflector—Retracted
Although most problems with engine inlet

screen icing are eliminated when a larger mesh
air intake screen is fitted to the engine air in-
take, it is essential that the intake deflector be
operational during flight in visible moisture
when the air temperature is +5°C or less. The
Flight Manual requires that the intake deflec-
tor be extended when flying in these conditions.
INTAKE DEFLECTOR
The lower engine cowling intake deflector
system was developed to prevent snow and
Figure 10-2. Intake Deflector—Extended
ice from collecting on the engine air inlet duct

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BELL CRANK SCREEN
CABLE
GUIDE
EXIT
DUCT
DOOR
MICRO
SWITCH
AIRF
LOW
INTAKE DEFLECTOR
MICROSWITCH DOOR RETURN

SPRING
LOWER COWLING LINKAGE
CABLE OIL COOLER
OIL COOLER
AIR OUTLET
Figure 10-3. Air Flow with Intake Deflector Extended
BLEED-AIR SPRING
EXIT DUCT DOOR
LINE
MICROSWITCH
EXIT
DUCT
AIR VALVE
DOOR
QUADRANT
FILTERS
RETURN
PISTON SPRING
CAM
INTAKE
DEFLECTOR
MICROSWITCH
LOCK
DEFLECTOR LEVER
ACTUATOR
MICROSWITCH
Figure 10-4. Engine Intake Deflector System

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Torque will drop, typically by about 1 or 2 air exit duct door. The microswitches are con-
pounds, when the intake deflectors are ex- nected in series.
tended. This is due to degradation of the air-
flow and the loss of ram-air effect within the Operation
engine inlet. If maximum engine power is
required (maximum performance takeoffs or Prior to extending the deflectors, engine
single-engine flight), the deflectors should N G speed must be above 80% to provide the
be retracted, if icing conditions permit. necessary pneumatic pressure to move the
deflector against the retraction and reten-
Control tion spring.
A control switch labeled INTAKE DEFLEC- To extend the deflectors, the INTAKE DE-
TOR with switch positions EXTEND, RE- FLECTOR switch must be held in the EX-
TRACT, and OFF (Figure 10-5), is located on TEND position until both intake deflector
the overhead deice switch panel. The switch indicators display EXT. Typically, extension
is spring-loaded to return to the center OFF po- takes about 3 seconds. The switch should be
sition. Power to extend and retract the de- held at EXTEND for 3 to 5 seconds after the
flectors, and to operate the indicators, is indicators display EXT.
obtained from the right DC bus through a 10-
amp circuit breaker labeled INT DEFLECT, lo- To retract the deflectors, the INTAKE DE-
cated on the main circuit breaker panel. FLECTOR switch must be moved to the RE-
TRACT position. The switch may be released
Indication when EXT disappears from both intake de-
flector indicators and the display becomes
Two magnetically operated ‘Dolls Eye’ type blank. It is normally not necessary to increase
indicators, one for each engine, are installed engine N G or to hold the switch in position
on the engine instrument panel, outboard of the longer than 1 second to retract the deflectors.
torque gauges (Figure 10-6). These indica-
tors are not labeled. When the INTAKE DEFLECTOR switch is
moved to the EXTEND position, a bleed-air
The indicators will display EXT when the in- solenoid valve opens in each nacelle. This al-
take deflector is in the down and locked po- lows engine bleed-air pressure into the intake
sition and will be blank when the deflector is deflector actuators (Figure 10-7). The bleed-
retracted or in transit. The indicators are op- air pressure moves the intake deflector down-
erated by two microswitches on each nacelle— ward to the extended position. At the same
one at the intake deflector plate and one at the time, a cable attached to the intake deflector
Figure 10-5. Intake Deflector Switch Figure 10-6. Intake Deflector

Position Indicators

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NACELLE AIR INLET ANTI-ICE

SYSTEM
General
The optional nacelle air inlet anti-icing sys-
tem 10 prevents formation of ice on the inlet lip
of the engine air intake. This is achieved by
utilizing an electrically heated boot which is
bonded to the leading edge of the engine lower
cowling (Figure 10-8). A thermostatic sens-
ing element protrudes through the lip structure,
making contact with the inside surface of the
Figure 10-7. Intake Deflector Actuator boot to sense boot temperature.
assembly opens the particle exit door at the The nacelle air inlet anti-icing installation is
rear of the nacelle. When the deflector is fully not required for known ice operation.
extended, two spring loaded lock levers en-
gage and hold the deflector plate in the ex-
tended position. Control
The nacelle inlet anti-icing for both engines
When the control switch is released the bleed- is controlled by a single two-position switch
air solenoid valve is deenergized. This allows on the deice switch panel located on the over-
the air pressure present in both actuators to es- head console. The switch is labeled INTAKE
cape to the atmosphere. The deflectors are ANTI-ICE and has two positions, INTAKE
held in the extended positions by two spring- ANTI-ICE and OFF.
loaded pins, one on either side of the deflec-
tor plate. There is no sensing system to determine if the
engine is running before power is sent to the
When the INTAKE DEFLECTOR switch is deicing boot. The boot will begin to heat up
moved to the RETRACT position, the bleed-
air solenoid valve is again opened, allowing
engine bleed-air pressure (if the engine is run-
ning) to extend the deflector plate and remove
the retraction spring pressure from the lock-
ing pins. The release lever electrical solenoid
is energized, rotating a cam which withdraws
the locking pins. When the pins have retracted
fully, they operate a microswitch which deen-
ergizes the bleed-air solenoid valve. The air
in the actuators is again purged to atmosphere,
allowing the spring-loaded deflector plate to
move to the retracted (UP) position. As the de-
flector plate moves upward, the cable con-
nected to it causes the rear particle exit duct Figure 10-8. Nacelle Air Inlet
door to close. Anti-Ice Boot

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immediately when power is supplied. Care reaches 190°F. This will deenergize the sys-
must be taken during the preflight inspection tem control relays, removing power to the
to ensure that the switch is in the OFF posi- heating elements. When the boot temperature
tion before the aircraft DC MASTER switch decreases to approximately 160°F the heat
is turned on, otherwise, the boot may be dam- sensing switch contacts will close once again,
aged by the excessive heat generated without energizing the relays and providing power to
the benefit of cooling airflow from the pro- the boot heating elements. The system will
peller. In addition, if the nacelle inlet boots are continue to cycle within this temperature range
inadvertently left on prior to engine starting, until the switch is moved to the OFF position.
the battery charge could be depleted, as the
boots draw a considerable amount of power. The nacelle inlet boot is designed as an anti-
ice system, rather than a deice system. The
Operation boots should be turned on prior to entering
icing conditions.
When the switch is moved forward to the IN-
TAKE ANTI-ICE position, power is supplied
to the system (Figure 10-9) from the left and PROPELLER DEICE SYSTEM
right 28 VDC bus through two 25-amp circuit
breakers labeled INTAKE ANTI-ICE L and General
INTAKE ANTI-ICE R, located on the main cir-
cuit-breaker panel. Deicer boots are bonded to the leading edge
of each propeller blade (Figure 10-10). Each
The boot will begin to heat up rapidly when boot consists of two separate heating elements,
power is supplied. The heat sensing switch an inner and outer portion. The elements are
contacts will open when the boot temperature divided into four groups, consisting of left
HEATING ELEMENTS
THERMAL
SWITCHES
INTAKE
ANTI-ICE
LEGEND
CONTROL CIRCUIT
POWER CIRCUIT
L DC BUS R DC BUS
Figure 10-9. Nacelle Air Inlet Anti-Ice System Schematic

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Indication
An ammeter 11 was available as a factory in-
stalled option to enable the pilot to observe cur-
rent draw of the propeller deice system.
Figure 10-11 shows a factory installed am-

meter on aircraft serial number 841. Figure
10-12 shows an alternative installation
which was completed by the operator of
Figure 10-10. Propeller Deice Boot

propeller inner, left propeller outer, right pro-
peller inner, and right propeller outer.
Control
The propeller deicing system for both pro-
pellers is controlled by a single two-position
switch labeled PROP DE-ICE, located on the
overhead deice switch panel. Electrical power
to heat the boots is obtained from the left
DC Bus through a 20-amp circuit breaker la- Figure 10-11. PROP DE-ICE Ammeter
beled PROP DE-ICE, located on the main
circuit breaker panel. In addition, control
voltage to operate the prop deice timer and
relays is obtained from a 5-amp circuit
breaker labeled PROP DE-ICE which is lo-
cated on the prop deice timer and relay box,
in the right hand cabin roof area, aft of the
power distribution and control box. The 5-
amp circuit breaker is not accessible in flight,
as cabin roof panels need to be removed to
gain access to it.
Voltage supplied to the prop deice relays must

travel in series through the engine low oil
pressure sensor. If the engine oil pressure is
less than 40 PSI, power will not be supplied
to the boots on that propeller. This ensures that
the propeller deice elements will not function
if the engine is not running. Figure 10-12. PROP DE-ICE Ammeter
(Alternate Location)

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serial number 842. Note the installation of If the system is left on, a complete cycle is
an annunciator light in the unused washer completed every 2 minutes.
switch hole to indicate when windshield heat
has been selected on. The timer does not have a nulling (return to the
beginning) function. If the system is turned off,
Operation the timer ceases operation. When the system
is turned on again, the timer will resume at the
The electronic timer will direct power through point where it left off, completing the heating
the relay contacts to the propeller brush block interval on the element last in operation.
assembly and propeller back spin plate for
approximately 34-second intervals to each If an engine is shut down in flight, power will
group of heating elements. The sequence is as not be supplied to that propeller; however, the
follows: timer will still allocate time to that side. The
remaining functioning propeller will receive
• First to the outer portion of one propeller two 34-second cycles every 2 minutes.
• Then to the inner portion of the same Figure 10-13 illustrates operation of the pro-
propeller peller deice system.
• Then to the outer portion of the other

propeller
SURFACE PROTECTION
Ice is thrown off the propellers at high speed
• Finally, to the inner portion of the other and with considerable force. This can cause
propeller chipping of paint on the side of the fuselage
and dents in the fuselage skin.
A LH
OUTER PROP
B
INNER DEICER
PROP C BOOTS
CONTROL BOX
LH
LOW OIL
E PRESS
LEFT SWITCH
F PROP PROP DEICE
DEICE SWITCH
G L DC BUS
5A 20A
D
RIGHT RH
C LOW OIL
B PRESS
SWITCH
PROP
DEICING TIMER
C RH
INNER PROP
B
OUTER DEICER
A BOOTS
Figure 10-13. Propeller Deice System Schematic

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To minimize this damage, a Celastic sheet ma- deicing system, windshield anti-ice, pitot tube
terial 12 was bonded to the sides of the fuselage heat, windshield wipers, and the windshield
in line with the propellers. The Celastic ma- washer systems. The static ports on the Twin
terial functioned well, but did not offer long Otter are not heated.
service life. A more durable, detachable metal
ice guard installation was developed by Field
Aviation in Calgary, Canada, and later re-
SURFACE DEICE SYSTEM
placed the Celastic ice guards as a factory op-
tion 13.
General
The surface deice system consists of rubber
The metal ice guard shields are attached to the boots with inflatable breaker tubes cemented
fuselage structure by nylock screws in con- to the leading edge of the wing (Figure 10-15),
junction with rivnuts (Figure 10-14). A sponge outboard of the nacelles, and to the leading
seal positioned between the shield and the edge of the horizontal stabilizer. Deicing is not
fuselage skin dampens ice impact. A mois- provided for the vertical stabilizer.
ture drain hole, located at the bottom, will
allow moisture behind the shield to escape 14. Metal stall bars, which were riveted to the wing
leading edges on non deiced aircraft, are re-
moved and replaced with neoprene material
AIRFRAME ICE AND stall bars bonded in position to the leading edge
surface of the deicing boot (Figure 10-16).
RAIN PROTECTION
GENERAL
The airframe ice and rain protection systems
consist of the wing and horizontal stabilizer
Figure 10-15. Wing Deicing Boots
Figure 10-16. Neoprene Stall

Figure 10-14. Metal Fuselage Ice Guard Bar on Deicing Boot

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The horizontal stabilizer leading edge sur- bus. The other is labeled AFR DEICE MAN, and
faces are protected from damage caused by ice is powered from the right DC bus. If one sys-
thrown off by the wing and propeller ice deice tem is inoperative due to a popped circuit
systems by a nylon cap bonded to the metal breaker, the other system will function, as-
leading edge surface 15. The horizontal stabi- suming no failure of the control components.
lizer deicing boots are then installed over the
bonded nylon cap surface (Figure 10-17). Pneumatic power to inflate the boots is con-
trolled by the BLEED AIR L and BLEED AIR
The wing and stabilizer boots are pneumati- R switches. Pneumatic pressure for deicer
cally operated and electrically controlled. boot inflation is obtained from the bleed air
Manual control is selective, permitting the 18 PSI pneumatic control package located in
pilot to select either the inner or outer wing the cabin roof. It is recommended that both
boots, or the left or right tail boots. BLEED AIR switches be on when the deice
system is in use.
Control
Indication
The system is controlled by a group of
switches on the deice switch panel (Figure Proper function of the wing deicing boots
10-18). From left to right the switches are: may be visually confirmed from the flight
a three-position mode selector switch labeled compartment. A light is provided on the out-
MANUAL–OFF–AUTO; a two-position cycle side of each engine nacelle to allow observa-
selector switch labeled SLOW–FAST (these tion of wing deicer boot inflation at night 16
two switches constitute the automatic mode (Figure 10-19). The lights are controlled by
control); a wing boot selector labeled WING a two position ON–OFF switch labeled WING
INNER–WING OUTER; a tail boot selector INSP LT, which is located on the deice con-
labeled LEFT STAB–RIGHT STAB (these trol panel. Power for the light is obtained
two switches constitute manual mode con- from the right DC bus, through a 5-amp cir-
trol); and a two-position switch labeled cuit breaker labeled WING INSP LT on the
VALVE HTR, which controls the power to the main circuit breaker panel.
jacket heaters on each distributor valve.
The horizontal stabilizer deicing boots are not
Power to operate the electric timer, relays, and visible from the flight compartment. Beginning
indications for the surface deice system is pro- with aircraft serial number 290 17 , pressure
vided from two 5-amp circuit breakers on the switches were installed on the lines leading to
main distribution panel. One is labeled AFR the horizontal stabilizer deice boots, and an-
DEICE AUTO, and is powered from the left DC nunciator lights were installed in the flight
Figure 10-17. Horizontal Stabilizer Figure 10-18. DE-ICE AND ANTI-ICE

Deicing Boots System Switches

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will illuminate the annunciator light should the

pressure drop to between 13 and 15 PSI. Rising
pressure between 16 and 18 PSI will extinguish
the caution light. Power for the low pressure
caution light is obtained from the left DC bus
through a 5-amp circuit breaker labeled PNEU-
MATIC PRESS, located in the overhead cir-
cuit breaker panel.
When the PNEUMATIC LOW PRESSURE

light illuminates, there is insufficient pres-
sure available for operation of the surface
deice system. Engine N G must be increased,
Figure 10-19. Wing Inspection Light or cabin heating shut off, to increase pressure
available to the surface deice system.
compartment (Figure 10-20). When pressure is
sent to the boot, the appropriate small blue
light (located on the deice control panel and la- System Design
b e l e d S TA B D E I C E P R E S S , L E F T a n d Pneumatic pressure is supplied from the en-
RIGHT), will illuminate. gine bleed-air system, and passes through a
heat exchanger located in the cabin roof which
Illumination of the lights confirms that pneu- lowers the bleed-air temperature. The cool air
matic pressure is being sent to the boot, how- is then filtered by a mesh wire element to re-
ever, they do not provide a confirmation that move contamination. A regulator then reduces
the boot has inflated or that the surface is, in air pressure to 18 PSI for deicing boot pres-
fact, free of ice. When checking the deice sys- surization. A safety relief feature in the reg-
tem on the ground prior to flight, an outside ulator is set to relieve pressure at 25 PSI should
observer is needed to visually check inflation the regulator section fail.
of the boots. In flight, the boots may be visu-
ally checked through the windows in the rear When the cabin heating (not surface deice) sys-
cabin doors. tem is being operated in the AUTO mode, a
dual-pressure switch senses the bleed-air pres-
A pneumatic low pressure warning light is sure available from the engines before it enters
provided on the main annunciator panel the 18 PSI regulator. If the unregulated pres-
(Figure 10-21). A switch which senses oper- sure from the engines decreases to 25 PSI, the
ating pressure available to the deice system
Figure 10-20. Stabilizer Deice Pressure Figure 10-21. Pneumatic Low Pressure
Annunciator Lights Annunciator Light

10-12
Place Plane
NOTE:
THE WING OUTER BOOTS ARE BEING INFLATED.
Here
OUTER BOOT INNER BOOT INNER BOOT OUTER BOOT
HEATER HEATER
JACKET JACKET
DISTRIBUTOR DISTRIBUTOR
SERIES 100/200/300
VALVE VALVE
WATER
WATER SEPARATOR
SEPARATOR
TO TEMPERATURE
CONTROLLER DUAL-PRESSURE
SWITCH PNEUMATIC
TO WING DISTRIBUTORS
LOW PRESS
TO CABIN REGULATOR WING LEFT
HEATING AND RELIEF MANUAL SLOW INNER STAB
VALVE
LOW OFF
PRESSURE TIMER
SWITCH AUTO FAST WING RIGHT VALVE
HEAT STRAINER OUTER STAB HTR
EXCHANGER TO TAIL DISTRIBUTOR
TO PNEUMATIC
AUTOPILOT
CHECK VALVES
EJECTOR (JET PUMP)
BLEED-AIR VALVES
WATER SEPARATOR LEGEND
BLEED-AIR PRESSURE
PRESSURE SWITCH PRESSURE SWITCH
REGULATED PRESSURE
DISTRIBUTOR
VALVE LOW PRESSURE (VACUUM)
INDICATOR INDICATOR
LIGHT L STABILIZER R STABILIZER LIGHT AMBIENT AIR
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JACKET ELECTRICAL
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Figure 10-22. Surface Deice Operation
Place Plane
DISTRIBUTOR Here
LEFT AND RIGHT VALVE DEICER
STABILIZER BOOT BOOTS
EJECTOR
PRESSURE SWITCHES
HEATER
WATER JACKET
SEPARATOR
(MOD 6/1440)
SERIES 100/200/300
WATER WATER
SEPARATOR SEPARATOR
(PRE MOD 6/1440)
ELECTRONIC
TIMER
DISTRIBUTOR REFER TO
VALVE PNEUMATIC
SYSTEM FOR PRESSURE
DETAILS OF SUPPLY
THIS AREA
EXHAUST
DISTRIBUTOR
VALVE
PRESSURE
SWITCH
SWITCH
PANEL
WATER
SEPARATOR TO
(MOD 6/1440) DEICER
LOW-PRESSURE BOOT
WARNING LIGHT SUCTION
SUPPLY HEATER
JACKET
WATER
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SEPARATOR
(PRE MOD 6/1440)
DEICER BOOT
international
Revision 2
Figure 10-23. Wing and Tail Deicing System (S.O.O. 6044)

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switch will send a signal to the automatic cabin

temperature system which will stop further
opening of the cabin motorized hot air valve.
A further fall in available engine bleed-air pres-
sure to 20 PSI will cause a second signal to be
sent. This causes the hot air valve to close com-
pletely, and shuts down the cabin heating sys-
tem; thus preserving bleed air pressure for the
deice system. This system functions without any
indication to the pilot, although the cabin heat
valve can sometimes be heard motoring closed
when power is reduced.
The regulated air supply is directed to an ejec- Figure 10-24. Mandatory Placard (Aircraft
tor located in the rear fuselage adjacent to the with Surface Deice)
horizontal stabilizer boot distributor valve.
This provides a motive force for a venturi,
and creates a vacuum which retains the wing
and horizontal stabilizer boots tight against the
leading edge surface when they are deflated.
This vacuum will always be present when the
deicing system is not in use, if bleed-air pres-
sure is available for ejector operation.
Pressure is supplied to three distributor valves,

one for each wing and one for the horizontal
stabilizer. The distributor valves are operated
by electric solenoids. Each valve has two pres-
sure ports and one purge or suction port. When Figure 10-25. Mandatory Placard (Aircraft
the solenoids are deenergized, the suction Without Surface Deice)
ports are connected to the vacuum line.
being relocated. Beginning with aircraft se-
Figure 10-22 is a schematic of the surface rial number 338, they were moved from in-
deice system. Figure 10-23 illustrates the lo- board of the nacelle to an outboard position
cation of components which make up the sur- adjacent to the distributor valves 19. At the same
face deice system. Figure 10-24 shows the time, valve heater jackets were installed around
mandatory placard required on aircraft all three distributor valves, to prevent ice form-
equipped with surface deice systems. Figure ing in the valves.
10-25 shows the mandatory placard required
on aircraft which are not equipped with sur- The valve heaters, if installed, should be turned
face deice systems. Both placards are avail- on prior to entering freezing temperatures.
able in either English or Spanish. The valve heaters are designed to prevent ice
formation, not to thaw frozen valves.
Condensation and freezing of moisture within
the distributor valves has been an ongoing Operation
problem. Beginning with aircraft serial num-
ber 149 18, each valve was protected by a water The distributor valve solenoids may be con-
separator to prevent moisture entering the trolled automatically or manually. Automatic
valves and deicer boots. Ongoing icing prob- control is achieved by an electronic timer ca-
lems with the wing distributor valves re- pable of producing a slow or fast cycle. When
sulted in the water separators for each wing the system is being operated in the AUTO

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mode, each boot will inflate once every minute surface from which the ice will easily dislodge.
(FAST cycle), or once every three minutes Consult the technical documentation provided
(SLOW cycle). When the system is operated by de Havilland and the boot manufacturer
in the MANUAL mode, the boots will only infor specifications and directions for use.
flate when the pilot activates and holds the ap-
propriate switch for the desired boot(s).
AUTOMATIC STABILIZER BOOT
In the AUTO mode, the timer will operate and OPERATION WITH FLAP
inflate the inner wing boots for 5-seconds, the EXTENSION
outer wing boot for 5-seconds, the left stabi-
lizer boot for 3-seconds, and finally the right Ice accumulation on the horizontal stabilizer
stabilizer boot for 3-seconds. The actual length when flaps are extended is known as a condi-
of time the boots remain inflated is the same tion which can cause loss of control. Several
whether the cycle selector is on FAST or SLOW. fatal accidents have been attributed to flap
If the selector is on FAST, the timer will enter extension when ice was present on the hori-
a dwell mode of 44 seconds after an inflation zontal stabilizer, or ice forming on the hori-
cycle, thus providing one complete cycle every zontal stabilizer when flaps are extended.
minute. If the selector is on SLOW, the timer
will enter a dwell mode of 164 seconds after an A m o d i f i c a t i o n 20 i s a v a i l a b l e f r o m d e
inflation cycle, thus providing one complete Havilland which will cause the horizontal
cycle every three minutes. stabilizer boots to cycle automatically when
flaps are extended. This will take place only
The electronic timer has a nulling function: if the surface deice system is selected OFF
when turned off, the timer will complete any and bleed-air pressure is available. This sys-
cycle it may be in, then reset to begin the next tem enhancement is recommended by de
cycle with the inner wing boot sections. If the Havilland for all Twin Otter aircraft certified
timer fails, boot inflation can be controlled for icing conditions.
manually.
If this modification had been installed, proper
To operate the system manually, move the se- system operation may be checked by extend-
lector switch to the MANUAL position. ing the flaps and observing that the horizon-
Selected boots may then be inflated as re- tal stabilizer boots pulsate twice when the flap
quired by operating the spring-loaded WING selector is placed in the range between 5 and
INNER–WING OUTER or LEFT STAB–RIGHT 12°. When flaps are further extended beyond
STAB switches. The boot(s) will remain in- 17°, an additional two pulsations should occur.
flated as long as the switch is held in position. If the airframe deice system is selected to ei-
The manual wing and stabilizer switches ther MANUAL or AUTO, automatic cycling
should not be operated simultaneously as the with flap extension will not take place.
load imposed may cause the AFR DEICE MAN
circuit breaker to pop.
HEATED WINDSHIELD SYSTEM
Efficient ice removal by pneumatic boots re-
quires a certain amount of ice buildup. The General
most efficient removal occurs when buildup is
approximately 1/4 inch thick. The cycle se- Electrically heated captain and copilot’s wind-
lection should be based on the rate of buildup. shields 21 were available as a factory installed
option (Figure 10-26). For structural reasons,
Various chemicals are both available and rec- both windshields must be heated if this option
ommended for use by the boot manufacturers is installed. The heated windshield eliminates
to prevent boot deterioration due to ultravio- the need for the windshield washer system to
let light exposure, and to maintain a slippery be functional for deice purposes. The later

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HEATER
relays and temperature sensors is provided by SENSOR
two 5-amp circuit breakers labeled W/S HEAT
L and W/S HEAT R. They are located on the
main circuit breaker panel. RIGHT
CONTROLLER
High amperage power to heat the windshield
is provided by two 30-amp circuit breakers
identified as CB2 and CB1, and located in the
power distribution and generator control box
in the right hand cabin roof area. The 30-amp LEFT
circuit breakers are not accessible in flight, as CONTROLLER
roof panels need to be removed to gain access.
Figure 10-26. Electrically Operation

Heated Windshield WINDSHIELD ON
LEGEND
version of the heated windshield 22 also meets Except for a common control switch, the cap- HEAT
SWITCH CONTROL CIRCUIT CONTROL
British CAA certification requirements for tain and copilot’s windshield heaters are ac- OFF RELAYS
bird impact resistance. tually two separate systems. Each system SENSING CIRCUIT
includes a controller, a heat sensor, and a con-
30A
30A
5A
5A
HEATING CIRCUIT
The heated windshields are a laminated struc- trol relay. The sensor transmits temperature
ture consisting of inner and outer glass panes signals to the controller which then cycles the L DC R DC L DC BUS R DC BUS
system on and off in a temperature range which BUS BUS
and a vinyl center portion. Fine wire conduc-
tors are embedded in the vinyl. will prevent ice formation (Figure 10-28).
Figure 10-29. Windshield Heat (Schematic)
Figure 10-29 illustrates operation of the wind-
Control shield heating system. The windshield heat system may also be used (Figure 10-30). Beginning with aircraft se-
in warm moist air to remove condensation rial number 6, each pitot tube has a heating
The windshield anti-ice system is controlled by which forms on the inside of the windshield element included to prevent ice formation
a two–position switch labeled OFF and HEAT. When the switch is selected on, control volt-
age is directed to the temperature controllers. when descending from higher altitudes. on the tube. The static ports are not heated
This switch is located on the windshield con- on Twin Otter aircraft.
trol panel, which is above the copilot’s wind- If a sensor embedded in the windshield calls
for heat, the temperature controller in the The windshield heat system is second only to
shield (Figure 10-27). The single switch freon air conditioning as the single biggest
controls both the left and right windshield. windscreen heat control box will energize a Control
relay and allow power to pass to the heating factory installed electrical load on the air-
element in the windshield. The windshield craft. Windshield heat alone consumes more The pitot anti-ice system is controlled by a
Four circuit breakers provide power to oper- power than all avionics and radios found in a two-position switch labeled PITOT HEAT
ate the system. Control voltage to operate the heat sensor, connected to the temperature con-
troller, maintains the correct temperature and typical aircraft. If electrical load shedding is on the overhead console main switch panel.
prevents overheating. required, for example during single generator
operation, windshield heat should be turned
off if not required.
The standby magnetic compass (whisky com-

pass) is unreliable when windshield heat is on,
due to deflection caused by the electrical fields
generated by the windshield heating elements.
PITOT ANTI-ICE SYSTEM

General
Pitot tubes are mounted on each side of the
Figure 10-27. Windshield Wiper, Washer, Figure 10-28. Windshield Heat Sensor Figure 10-30. Electrically Heated Pitot Tube
cockpit structure forward of the crew doors
and Heat Switches
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When selected forward, power is supplied to windshield centre post (Figure 10-34). The
the pitot tube heating elements from the left initial installation originally aligned the cap-
and right DC buses, through two 7.5-amp cir- tain’s wiper blade in the vertical position to-
cuit breakers labeled PITOT HEAT L and wards the windshield centre post with the
PITOT HEAT R. These are located on the copilot’s wiper blade in a lower outboard lo-
main circuit breaker panel. cation. However, this alignment could be al-
tered to park both wipers in vertical position.
The wing lift detector (stall warning sensor) is
also fitted with a heating element, and this is Control
turned on automatically whenever the PITOT
HEAT switch is selected on. Power to heat the The windshield wiper system is controlled by
lift detector is supplied on the same circuit as two switches, a mode selector and a speed se-
the left hand pitot tube (Figure 10-31). lector. They are located on the windshield
control panel, which is above the copilot wind-
Operation shield (Figure 10-26). The mode selector
switch has positions labeled PARK, OFF, and
The heating elements in the pitot tubes are ON. The switch is spring-loaded from PARK
very powerful. If the pitot heat is selected on to the OFF position. The speed selector switch
when the aircraft is stationary, or not turned is labeled SLOW and FAST.
off until the aircraft has been parked follow-
ing flight, serious injury will result if ground
personnel inadvertently touch the pitot tube.
To avoid the risk of injury, ensure that the
pitot heat switch is off before turning the DC
MASTER switch on, and shut off the pitot
heat as soon as practical following landing.
Figure 10-32 illustrates operation of the pitot

heat system.
RAIN REMOVAL SYSTEM

General Figure 10-31. Electrically Heated Lift Detector
Conventional windshield wipers are installed (Stall Warning Sensor)
for the captain and copilot’s windshields. The
original installation 23 operated with both wiper
blades moving in the same direction(Figure
10-33). This was followed by an improved
system manufactured by Alco 24. Both wiper
blades moved inward and away from the wind-
shield centre post at the same time on the
newer system. The Alco system was installed
as standard equipment25 beginning with aircraft
serial number 531.
Both systems are operated by a single DC

motor through a flexible cable and converter
units. The wipers operate at two speeds, fast
or slow. When parked, the Alco wiper blades Figure 10-34. Windshield Wipers, Parked
are aligned in a vertical position parallel to the Position (Later Aircraft)

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LEFT PITOT RIGHT PITOT

TUBE TUBE
STALL
VANE
HEATERS
ON
OFF
PITOT HEAT
PITOT HEAT L PITOT HEAT R
7.5A 7.5A
L DC BUS R DC BUS
Figure 10-32. Pitot Heat Operation Schematic
BLADE
ARM
ANGLE
ADJUSTMENT
NUT
FLEXIBLE DRIVE
LEFT
CONVERTER
FLEXIBLE DRIVE
MOTOR
Figure 10-33. Windshield Wipers, Parked Position (Early Aircraft)

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Power is supplied to the windshield wiper WINDSHIELD WASHER

motor from the left DC bus, through a 10-amp
circuit breaker labeled W/S WIPER WASHER. General
The circuit breaker is located on the main cir-
cuit-breaker panel. The windshield washer system consists of a
reservoir with a capacity of 1.5 US gallons,
Operation a pump, and two jet nozzles located forward
of the windshields. The reservoir is located
Figure 10-35 illustrates the electrical schematic in the lower left corner of the flight com-
of the windshield wiper system. If the mode se- partment, under the main circuit breaker panel
lector switch is moved to OFF, the wipers will (Figure 10-36). The system was originally an
stop immediately. Momentarily holding the option 26, but was later provided as standard
switch at the PARK position will cause the blades equipment beginning with aircraft serial num-
to move to the parked position. ber 531 27 . De Havilland ceased installing
windshield washer systems on new aircraft at
The windshield wipers should never be oper- serial number 799 28 , and now recommends
ated on a dry windshield, because the wind- that any existing windshield washer systems
shield will be scratched. be removed from all aircraft.
There is no published limit speed for wind- The system was originally designed to deice
shield wiper operation. Air loads imposed when the windshield, which was achieved by filling
the aircraft is traveling over 100 KIAS make it the reservoir with isopropyl alcohol and pump-
difficult for the wipers to function, and may ing alcohol onto the windshield as required.
make it impossible to move the wipers to the
parked position. The circuit breaker may pop Investigation of a serious in-flight fire deter-
if the wipers are turned on for a prolonged pe- mined that the fire was caused by ignition of
riod of time above 100 KIAS. the highly flammable isopropyl alcohol as a
WIPER
SWITCH
W/S WIPER ON
DC BUS 10A
OFF
W/S WIPER
PARK MOTOR
FAST W/S WIPER

CONVERTER
SLOW L SIDE
1.5 Ω
Figure 10-35. Windshield Wiper System Schematic

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supplied to the windshield washer pump from

the left DC bus, through a 10-amp circuit
breaker labeled W/S WIPER WASHER.
Operation
When the switch is held at the WASHER po-
sition, a circuit is completed which sup-
plies power to the pump. Fluid is sprayed
onto the windshields by the nozzles on the
nose structure forward of each windshield
(Figure 10-37).
Figure 10-36. Windshield Deicing Fluid Tank

result of a leak under the cabin floor. The LIMITATIONS
leak was caused by deterioration of the fluid
lines, and a service bulletin was sent to all Some limitations apply to the aircraft deicing
operators forbidding the use of isopropyl al- and anti-icing systems. For further informa-
cohol, and requiring that a new label be in- tion, consult the limitations section of the
stalled on the reservoir. The new label 29 Flight Manual, and the limitations section of
prohibited the use of isopropyl alcohol, and Supplement 1, Deicing Systems.
identified two fluids, Kilfrost or Pace, which
were permitted for use.
Many operators have removed the washer sys-

tem (as recommended) to eliminate the risk of
isopropyl alcohol being used, and to eliminate
the risk of scratching the windshield during at-
tempts to remove insects and dirt. The switch
position is covered by a small round cap.
Control
The windshield washer is controlled by a mo-
mentary two-position switch located on the
windshield control panel, which is above the
copilot windshield. The switch positions are Figure 10-37. Windshield Washer
labeled OFF and WASHER, and the switch is Nozzle Jets
spring-loaded to the OFF position. Power is

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SERIES 100/200 were installed on early series aircraft when

operating in float configurations or with air-
DIFFERENCES frame surface deicing equipment installed.
Wing fences were installed during the initial

WING FENCES Series 300 aircraft flight test program to take
Although wing fences are standard equipment advantage of the lateral control enhancement
on all Series 300 aircraft (Figure 10-38), they capability. The Series 300 aircraft was certi-
were not installed on early 100 and 200 series fied with wing fences installed. The wing
aircraft during the initial flight test certifica- fences must be installed on all Series 300 air-
tion program. Type approval was obtained for craft.
the Series 1 (prototype), Series 100, and Series
200 aircraft without wing fences installed. An improved low pressure warning switch,
Wing fences were found to improve the han- with revised pressure and tolerance settings
dling characteristics of the aircraft, particu- was introduced beginning with aircraft serial
larly with regard to lateral control, and they number 136, to eliminate false PNEUMATIC
LOW PRESS warnings 30.
CERTIFICATION
REQUIREMENTS
FOR KNOWN ICING
Series 300, 310, and 320 aircraft require the
following systems installed and operational to
meet certification requirements for operation
in known icing conditions:
• S.O.O. 6004—Airframe Deicing

WITH DEICE • S.O.O. 6006—Wing Inspection Lights
• S.O.O. 6005—Propeller Deicing
• One of the following heated windshields:
• S.O.O. 6007—Heated Windscreen

(Standard Airplane)
• S.O.O. 6187—Heated Windscreen

(British Series 310Airplane)
• One of the following windshield wipers:
• S . O . O . 6 0 0 9 — Wi n d s h i e l d Wi p e r
Marquette model
WITHOUT DEICE
• S.O.O. 6157—Windshield Wiper Alco
Figure 10-38. Wing Fences model

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• Operational nacelle intake deflectors The following fluids may be used full strength
(or diluted per the fluid manufacturer’s in-
• An appropriate Flight Compartment structions) over the fluid manufacturer’s rec-
Placard for operation in icing conditions ommended temperature range:
• Type 1 ethylene glycol (e.g. UCAR ADF

AIRFRAME GROUND 11D or equivalent)
SERVICING—DEICING • Union Carbide UCAR AAF 250-3
AND ANTI-ICING FLUIDS The additional fluids may be used at 50:50
De Havilland has recommended operators in- concentration (anti-icing fluid/water, per the
clude airframe ground deicing techniques with manufacturer’s instructions) over the fluid
operational procedures. Two types of fluids are manufacturer’s recommended temperature
available. Type 2 is preferred, as it is better range:
suited to preventing ice, snow, and frost from
adhering to the treated airframe surfaces, al- • Kilfrost (ARCO) ABC3
though this fluid can have adverse effects on • SPCA AD 104
take-off performances.
• Hoechst 1704 LTV (Dow Flightgard
Type 2 fluids have been found to require a 2000)
larger performance adjustment because the
fluids begin to flow off the wing when the air- Type 1 diethylene or propylene glycol may
speed reaches approximately 30 knots, with the be used at 50:50 concentration (with water
wing intended to be free of fluid when the air- and a suitable margin existing between the
speed reaches 130 knots. The Twin Otter is, ambient temperature and the mixture’s freez-
of course, long since airborne by the time the ing point) over the fluid temperature range
airspeed reaches 130 knots. appropriate to that mixture for the fluid used,
under the following conditions:
Wind tunnel tests conducted by NASA Lewis
Icing Research wind tunnel to evaluate the Series 300 Aircraft
aerodynamic effects of both fluids on models
of typical commuter aircraft wing/flap and • Takeoff flap 10 degrees
tailplane/elevator airfoil sections, in take–off
acceleration profiles, have resulted in the fol- • Maximum takeoff weight = 12,500 LB
lowing recommended procedures. (5670 kg)

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• Lift-off speed no less than 70 KIAS RAMP MAINTENANCE

• Rotation should be smooth and at a nor- PRECAUTIONS
mal rate, “Avoid Rapid Rotation” Deicing and anti-icing procedures in principle
• Ice Protection Systems “ON” have not changed with the introduction of Type
II fluids. The final objective is still the same.
• Takeoff distances and reference speeds
used are determined for the Flight Manual An aircraft ready for flight must not have ice,
based on maximum takeoff weight. snow, and/or frost adhering to its critical fly-
ing surfaces. The “make it clean and keep it
Series 100/200 Aircraft clean” rule still applies.
• Takeoff flap 10 degrees Deicing is a procedure by which ice, snow
and/or frost is removed from the airplane by
• Maximum takeoff weight = 11,579 applying hot water or a hot mixture of water
LB(5252 kg) and deicing/anti-icing fluid.
• Lift-off speed no less than 72 KIAS Anti-icing consists of the application of an
anti-icing fluid or a mixture of anti-icing fluid
• Rotation should be smooth and at a nor- and water to the airplane to protect against the
mal rate, “Avoid Rapid Rotation” accumulation and adherence of ice, snow
and/or frost to airplane surfaces—before the
• Ice Protection Systems “ON” condition exists.
• Takeoff distances and reference speeds One-step deicing/anti-icing consists of the

used are determined from the Flight application of ground deicing/anti-icing fluid
Manual based on maximum takeoff weight. either full strength or diluted with water. The
fluid (mixture) may be heated as necessary tak-
ing into consideration the ambient temperature
In all cases the cruise, descent, approach, and and weather conditions. The purpose of the ap-
landing phases of flight are not affected by the plication is to both remove ice, snow and/or
use of deicing or anti-icing fluids. frost from the surface and to protect the sur-
face against the accumulation and adherence
of ice, snow, and/or frost.
ICING PRECAUTIONS
Two-step deicing/anti-icing consists of deic-
AND PROCEDURES— ing with hot water only or a hot water mixture
DEICING AND ANTI- of water diluted deicing/anti-icing fluid, fol-
lowed immediately by anti-icing with an over-
ICING FLUIDS spray of anti-icing fluid. Care must be taken
not to allow the aircraft surfaces to re-freeze
The following precautions and procedures re- between the deicing and anti-icing processes.
garding use of deicing/anti-icing fluids and To prevent re-freezing, the first mixture (de-
icing precautions in general are drawn from the icing) fluid concentration may have to be in-
relevant Aircraft Flight Manuals with excerpts creased appropriately to local conditions.
from the Boeing Airliner, Newsletter No. 36,
dated October-December 1989. Operators Holdover time is the estimated time anti-icing
should also refer to Service Letter DH6-SL-12- fluid will prevent ice, snow, and/or frost from
001 on the subject of Ground Deicing/Anti- forming or accumulating on the treated sur-
icing Fluid Evaluation Update. faces of an airplane. The protection time is de-

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pendent upon the temperature and type of vis- Do not spray hot fluid directly on cold windows.
ible moisture and fluid mixture selected. The
holdover time cannot be precisely pre-deter- Do not force ice and snow into openings
mined for each application. Therefore the ex- around flight control surfaces during re-
pected protection time should ultimately be moval procedures.
based on operator experience.
Clear ice, which is difficult to detect, may be
Be sure to use equipment designated for the present below the layer of snow and slush.
fluids being applied. Equipment suitable for Visually check to ensure removal of all ice after
the application of Type I fluids may not be suit- deicing/anti-icing procedures. Some cases
able for the application of Type II fluids. The may require inspection by touch.
protective properties of Type II fluids can be
seriously degraded by mechanical shearing Snow should be removed from parked airplanes
that is inherent in the design of some dis- at regular intervals to prevent a large build-up,
pensing equipment. Mechanical or equipment and possible freezing to the airplane surfaces.
shearing of many Type II fluids may reduce
their viscosity and therefore, the estimated Do not direct a solid stream of fluid perpen-
holdover time. Since Type I fluids are not sim- dicular to airplane surfaces. A high pressure
ilarly affected, be sure to refer to the fluid stream of fluid can damage airplane surfaces.
manufacturer’s guidelines for specific fluid
being used. Both the right and left sides of the wing and
the right and left sides of the horizontal sta-
Type II fluids require storage tanks to be made bilizer must receive equal and complete de-
of materials not susceptible to corrosion, since icing/anti-icing treatment.
a corrosive vapor develops above the fluid. For
this reason, carbon steel tanks, which are com- Pre-taxi Precautions
monly used for storage of Type I fluids, would
not generally be recommended for the storage Determine and verify existence of icing conditions.
of Type II fluids. Stainless steel or fiberglass
tanks are generally recommended for storage Preflight the airplane to see that the airplane
of Type II fluids. Carbon steel tanks can be is free of snow, ice and frost. Ensure that all
used if lined with an appropriate material. control surfaces are clean; that all protective
covers are removed; that engine inlets are
Check deicing/anti-icing fluid concentration clear of snow or ice; that pitot heads, static
before application to airplane. To determine ports, fuel tank and ram-air vents are clear of
the mixture percentage of deicing/anti-icing snow, ice and slush.
fluid to water that should be used at a given
temperature, refer to the manufacturer’s spec- If any doubt remains as to the aerodynamic
ifications for the particular fluid. cleanliness of your aircraft, request deic-
ing/anti-icing or proceed to a deicing/anti-
Avoid operating engines while deicing/anti-icing. icing facility. Never assume that snow will
blow off, there could be a layer of ice under
Select BLEED AIR OFF if engines are run- it. Do not underestimate the effect of even a
ning while deicing/anti-icing. thin layer of ice on wing and horizontal sta-
bilizer surfaces. Data from the available lit-
Do not spray deicing/anti-icing fluid directly erature suggests that ice roughness as small as
into engine inlets, exhausts, pitot and static .010-.015 inches may negate takeoff stall mar-
port inlets, scoops, vents, and drains. gins altogether on commuter type aircraft.
Do not spray fluid directly on cockpit windows.

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Taxi Precautions In-Flight Precautions

During icing conditions, select intake deflec- Do not use propeller anti-ice in a deicing mode
tors down and ignition to MANUAL immedi- (i.e. don’t wait until ice has accumulated be-
ately after engine start. fore selecting propeller anti-ice).
During taxi avoid using excessive power to pre- During climb, cruise and descent, periodi-
vent displacement of ground deicing/anti- cally increase propeller rpm to 100% (Series
icing fluids applied. 100/200 aircraft) and 96% (Series 300 air-
craft) as required to expedite ice clearing.
During taxi avoid using reverse thrust on snow
or slush covered runways, taxiways or ramps Disengage autopilot ALT VS or IAS mode
unless absolutely necessary. Reversing on if there is significant performance loss in
snow and slush covered ground can cause slush icing conditions.
and water to become airborne and adhere to
wing surfaces. Using reverse in freezing con- Adhere strictly to the icing procedures in
ditions is not recommended. the AFM.
Maintain greater than normal distances be- Use 0° flap only for holding in icing conditions.
tween airplanes while taxiing to aid in stop-
ping, turning and to reduce the possibility of Cycle de-icer boots before commencing hold, ap-
snow and slush being blown onto your air- proach or landing, following flight in icing con-
plane or engine inlets and re-freezing. ditions (even if ice appears to be insignificant).
Avoid hot exhaust gases form the aircraft in Do not assume that, because there is no longer
front of you. Hot exhaust gases can melt snow
on your aircraft which may re-freeze. significant ice on parts of the aircraft you can
see, the same is true of parts you cannot see.
If taxi route will be through slush or standing
water in low temperatures, taxi with flaps up. Use deicing boots in automatic (fast/slow)
Do not accomplish takeoff checklist until flaps mode. The manual mode is intended primar-
are extended to takeoff settings. ily as backup.
Use of landing lights, where practical, in icing

Takeoff Precautions conditions, minimizes ice accumulation on
Verify from the cockpit as best as you can that that portion of the wing leading edge.
the airplane is free of ice, snow and/or frost
before moving into position for takeoff. If Remember that an accumulation of ice on the
there is any doubt as to the cleanliness of the wing may change stall characteristics, stall
airplane, an external inspection and/or re- speeds or stall warning margins and if unchecked,
spray must be conducted. could ultimately negate stall warning.
Before brake release, check for stable engine Be aware that even light icing can be hazardous.
operation. After setting takeoff power check
to see that cockpit indications are normal. Anticipate the need for engine/nacelle pro-
peller anti-ice and wing/tail deicing at all
Select both BLEED AIR switches ON prior to times, especially during low speed hold or ap-
encountering icing conditions. Turn the valve proach in instrument meteorological condi-
heater ON prior to encountering temperatures tions (IMC) or through precipitation.
below freezing.
Do not use autopilot VS mode in climb out.

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Landing Precautions Further reference information can be ob-

tained from:
If landing flap selection is accompanied by
stick force lightening, or stick force irregu- Civil Aviation Administration (CAA)
larities, immediately retract flap to 10° setting.
Cycle wing/tail de-icer boots several times • CAP 512 (Civil Aviation Publication—
and if possible, land using a 10° flap setting. 1985—Ground Deicing of Aircraft
(This condition, which is the precursor to tail
stall, will not occur on most commuter aircraft For information or to obtain a copy,
if AFM icing procedures are followed.) contact:
The airplane should be flown to a firm touch-

down at the aiming point. Civil Aviation Authority
Greville House
Immediately after main wheel touchdown, 37 Gratton Road
lower the nosewheel to the runway to enhance Cheltenham
directional control. Glosterschire GL502BN
England
Avoid use of reverse thrust on icy or slip- Federal Aviation Administration (FAA)
pery runways.
• AC 20-117 (Advisory Circular)—17 Dec
If reverse thrust is used in a crosswind, be pre- 1 9 8 2 — H a z a rd s Fo l l o w i n g G ro u n d
pared for a possible down-wind draft on slip- D e i c i n g a n d G ro u n d O p e ra t i o n i n
pery runways. To correct back to runway Conditions Condusive to Aircraft Icing
centerline, advance power levers to flight idle
and reduce braking. After regaining directional For information or to obtain a copy,
control, increase braking and select power contact:
levers aft of flight idle as required. Avoid use
of maximum reverse thrust if possible. U.S. Department of Transportation
Utilization and Storage
Do not attempt to turn off the runway until Section M-443.2
speed has been reduced to a manageable level. Washington, D.C. 20590 U.S.A.
One final word of advice on icing in general—

“if you don’t have to be in it, you shouldn’t be
in it. Play it safe—play it clean!”

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QUESTIONS
1. The optional nacelle inlet anti–ice system 6. Which statement is true:
consists of a: A. Pitot tubes are heated.
A. Hot air duct B. Static ports are heated.
B. Engine scavenge oil tubes C. Both the pitot tube and the static ports
C. Neoprene heating boot are heated.
D. Conductive spray mat D. Only the lower (Captain) static ports
are heated.
2. The optional propeller deice system is a:
A. Cyclic, electrically controlled system 7. Blue stabilizer boot indicating lights in
the flight compartment tell you that:
B. Continuous pneumatic heating system
C. Self-contained system supplied by A. The boot is inflating.
alternators B. Ice is present on the boot.
D. Chemical system using isopropyl C. Ice has been cleared from the boot.
alcohol D. Pressure is being sent to the boot.
3. The major difference between fast and 8. Cabin heat suddenly shuts down after
slow cycles of the surface deice system is: passing the beacon inbound and starting
A. Inflation time descent on a NDB approach. This is:
B. Inflation pressure A. Normal
C. Cycle sequence B. Abnormal
D. Dwell time C. Perplexing
D. An early warning of an impending
4. Propeller deice requires which of the fol- failure
lowing to operate:
A. N P above 17% 9. When extended, intake deflectors can
cause problems with:
B. Pneumatic pressure
C. AC power A. Oil temperature in warm climates
D. Engine oil pressure B. Single-engine climb in cold climates
C. Bleed-air supply to the heater
5. Windshield heat: D. Electrical demand in any climate
A. Is required for birdstrike protection
10. When conducting an approach in any
B. Requires crew monitoring
icing condition:
C. If installed, is one of the single high-
est electrical power consumers on the A. Extend flaps cautiously, in small in-
aircraft crements, to a maximum of 10°.
D. Is not a substitute for liquid deice flu- B. Operate the surface deice system.
ids applied with the WASHER switch C. Turn off the cabin heat.
D. All of the above.

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ENDNOTES
1
S.O.O. 6062
2
S.O.O. 6004
3
S.O.O. 6005
4
S.O.O. 6168
5
S.O.O 6009 or 6157 (basic Mod 6/1607)
6
S.O.O. 6006
7
Mod 6/1393 at aircraft 290 with Opt Mod S.O.O. 6004 incorporated. As a mandatory change
Mod 6/1393 is also available for retrofit Ref S/B 6/275 Rev B
8
E.O. 68411
9
TAB 633/1
10
S.O.O. 6062
11
E.O. 68411
12
S.O.O. 6080
13
S.O.O. 6168
14
Details of the scheme are shown in TAB 666/5
15
Mandatory Mod 6/1089 (S/B 6/52 and Mod Bulletin 6/1089) at aircraft 51 having S.O.O
6004 incorporated. The horizontal stabilizer leading edge bonded caps may remain in
place for normal operation should the airframe deicing system be removed.
16
S.O.O. 6006
17
Mod 6/1393 (S/B 6/275 Rev B) at aircraft 290 with S.O.O. 6004 installed.
18
Mod 6/1155 (S/B 6/162) at aircraft 149 with S.O.O. 6004 installed and later superceded
by Mod 6/1440.
19
Mod 6/1440 (S/B 6/286 Rev A) at aircraft 338, with S.O.O. 6004 installed. This supercedes
Mod 6/1155.

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20
Mod 6/1874 (S/B 6/501)
21
S.O.O. 6007 followed by S.O.O. 6187
(S/B 6/442 Rev A)
22
Mod S.O.O. 6187 (S/B 6/442 Rev A)
23
by Marquette, Mod S.O.O. 6009
24
S.O.O. 6157
25
Mod 6/1607
26
S.O.O. 6008
27
Mod 6/1607
28
Mod 6/1827 (S/B 6/441)
29
Mod 6/1815 (S/B 6/437 Rev C)
30
Mod 6/1150 (S/B 6/163)


CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL ............................................................................................................................ 11-1
VENTILATION..................................................................................................................... 11-2
General........................................................................................................................... 11-2
Flight Operations ........................................................................................................... 11-3
Ground Operations ........................................................................................................ 11-5
Air Exhaust ......................................................................................................................11-6
Emergency Air Evacuation ............................................................................................ 11-6
HEATING.............................................................................................................................. 11-7
General........................................................................................................................... 11-7
Controls.......................................................................................................................... 11-8
Indications...................................................................................................................... 11-9
Manual Heating.............................................................................................................. 11-9
Automatic Temperature Control Heating .................................................................... 11-10
WINDSHIELD DEMISTING............................................................................................. 11-13
OPTIONAL AIR CONDITIONING................................................................................... 11-15
General......................................................................................................................... 11-15
System Description...................................................................................................... 11-16
Controls ....................................................................................................................... 11-16


Operation ..................................................................................................................... 11-18

Operating Principles .................................................................................................... 11-18
QUESTIONS....................................................................................................................... 11-20
ENDNOTES ........................................................................................................................ 11-22


ILLUSTRATIONS
Figure Title Page
11-1 Heating and Ventilation System Component Locations......................................... 11-2
11-2 Cabin Gasper Air Scoop—Serial Numbers 1–135 Only........................................ 11-2
11-3 Ram-Air Inlets........................................................................................................ 11-3
11-4 System Airflow—Maximum Ventilation ............................................................... 11-3
11-5 Passenger Gasper Outlets ....................................................................................... 11-3
11-6 Ram-Air Valve and Vent Fan Switch ..................................................................... 11-3
11-7 Cabin Air Valve...................................................................................................... 11-4
11-8 Cabin Air Valve Control......................................................................................... 11-4
11-9 Flight Compartment Outlets................................................................................... 11-4
11-10 Cabin Baseboard Outlets........................................................................................ 11-5
11-11 Cabin Baseboard Outlets........................................................................................ 11-5
11-12 Flight Compartment Fans (Casco) ......................................................................... 11-5
11-13 Flight Compartment Fans (Caframo) ..................................................................... 11-5
11-14 Cabin Exhaust Vent on Top of Fuselage (Heat Exchanger) ................................... 11-6
11-15 Flight Compartment Windows ............................................................................... 11-6
11-16 System Airflow—Heating...................................................................................... 11-7
11-17 Heating System Component Locations.................................................................. 11-7
11-18 Heating System Controls........................................................................................ 11-8
11-19 Heating System Hot Air Valve ............................................................................... 11-8
11-20 DUCT OVERHEAT Light ..................................................................................... 11-8
11-21 Recirculated Air Intake ........................................................................................ 11-10
11-22 Automatic Temperature Control System Component Locations ......................... 11-11
11-23 Cabin Temperature Sensor—Factory Installation................................................ 11-11

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11-24 Cabin Temperature Sensor (AlternativeInstallation) ........................................... 11-11

11-25 Automatic Temperature Controller (In Cabin Roof) ........................................... 11-12
11-26 Heating System Design (Pre S/N 136)................................................................. 11-14
11-27 Optional JB 1000 (Factory Installed) Air Conditioning
System Component Locations ............................................................................. 11-15
11-28 Air Conditioning Supply Outlet (R.W. Martin Inc.) ............................................ 11-16
11-29 Air Conditioning System Cabin Intake................................................................ 11-16
11-30 Air Conditioning Duct in Rear Baggage Compartment....................................... 11-16
11-31 Air Conditioning Delivery Duct on Cabin Ceiling .............................................. 11-17
11-32 Air Conditioning Condenser Discharge Vent ...................................................... 11-17
11-33 Air Conditioning Switches................................................................................... 11-17
11-34 Air Conditioning (JB 1000) Electrical Schematic ............................................... 11-18
11-35 Refrigeration System (Operating Principles)....................................................... 11-19

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CHAPTER 11
AIR CONDITIONING
INTRODUCTION
This chapter discusses the heating, ventilation and air-conditioning systems of the Twin
Otter Series 100, 200, and 300 aircraft.
“Air Conditioning” can be a misleading term when referring to the Twin Otter. Standard
aircraft were only equipped with cabin heating and ventilation systems. An air condi-
tioning (i.e. refrigeration) system was available as a factory installed option, but it was
not commonly ordered.
GENERAL heating and ventilation design, which elimi-

nated the sidewall scoops for the passenger
There are two different designs of heating and gaspers and provided a vent fan for ground op-
ventilation systems. Early production aircraft, erations. Control and operation of both systems
prior to serial number 136 1, are outfitted with is identical during flight operations.
the first design. These aircraft can be recog-
nized by the presence of small ram air scoops Optional Freon air-conditioning is a separate,
for the passenger air gasper vents, which are add-on system which does not use any of the
located on the upper sides of the fuselage just ducting or components used by the basic heat-
aft of the flight compartment doors. All sub- ing and ventilation system (Figure 11-1). It
sequent aircraft were equipped with the newer will be discussed at the end of this chapter.

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BLEED-AIR CABIN
DUCT DUCT
CONTROL CABIN AIR
BOX OUTLET
TEMPERATURE
CONTROL
UNIT
HEATING
DUCT
CABIN
DUCT
BLEED-AIR
COOLING DUCT
DUCT BLEED-AIR
COOLING AND DUCT
LIGHTING BLEED-AIR
DUCT DUCT
Figure 11-1. Heating and Ventilation System Component Locations
VENTILATION compartment. Originally the inlet was a NACA

duct, flush with the fuselage surface (Figure
11-3). Beginning with serial number 136, a
GENERAL protruding scoop was fitted over the inlet to in-
crease airflow during flight (Figure 11-3).
There are two possible routes by which out-
side ambient temperature air may be used to When heating is not desired, the mode selec-
ventilate the cabin: one route provides air tor MANUAL–AUTO switch should be in the
through cabin gasper outlets, and is con- OFF position, to ensure that hot bleed air is
trolled by the passengers, the other provides
air through the cabin baseboard outlets and
flight compartment outlets and is controlled
by the pilot.
On Series 100/200 aircraft with serial numbers

below 136, air for the passenger gasper out-
lets enters through small scoops located on the
left and right sides of the fuselage (Figure 11-
2), and air for the flight compartment and
cabin baseboard outlets enters through the
ram-air duct. On aircraft with serial numbers
136 and above, outside air for both systems en-
ters the aircraft through the ram-air inlet.
The ram-air inlet is located on the front left side

of the fuselage, just aft of the nose baggage Figure 11-2. Cabin Gasper Air Scoop—
Serial Numbers 1–135 Only

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ON OVERHEAD CONSOLE CAUTION

FRONT OF CABIN LIGHTS PANEL
BEHIND HEADLINER MANUAL
MANUAL COOL DUCT OVERHEAT
AUTOMATIC
TEMPERATURE OFF HOLD
CONTROLLER AUTO MANUAL
DUAL- WARM
PRESSURE COOL WARM
SWITCH
TEMP CONTROL
Figure 11-5. Passenger Gasper Outlets RAM
AIR WINDSHIELD HEATER OUTLETS
Flight Compartment and Cabin OAT

Baseboard Outlets SENSOR RAM AIR
VALVE
FOOT WARMERS
S/Ns 1 TO 135 (MANUAL)
The pilot controls the quantity of outside air
entering the heating and ventilation system
by adjusting the ram-air valve, which is con-
trolled by a lever at the base of the center
pedestal labeled RAM AIR (Figure 11-6). The
valve is fully opened when the lever is up- EJECTOR DUCT
OVERHEAT
ward and fully closed when the lever is down- DUCT SWITCH
HOT AIR
ward. Any intermediate position may be used. VALVE
CHECK TEMP
VALVE SENSOR
(MOTORIZED)
When the ram-air valve is opened, air is ad-
PILOT'S COPILOT'S
mitted to a plenum under the flight compart- HEATER RECIRCULATED HEATER
ment floor. From this silencer plenum, air can OUTLET AIR INTAKE OUTLET
travel to the flight compartment outlets lo-
cated on the flight compartment floor by each BLEED
SILENCER
door sill, the footwarmer outlets located in SUPPLY CABIN AIR CONTROL
S/Ns 136 AND SUBSEQUENT the forward area of the flight compartment VALVE (MANUAL)
floor, and the windshield outlets located at
Figure 11-3. Ram-Air Inlets the forward edge of the instrument panel
not supplied to the ventilation system. Figure glareshield.
11-4 illustrates airflow during ventilation. CABIN
CABIN TEMP
LOUVERS SENSOR
FLIGHT OPERATIONS CABIN
BASEBOARD CABIN
FAN
HEATER CEILING
Passenger Gasper Outlets OUTLETS EXHAUST
VENT
On all aircraft, the passengers have inde- LEGEND

pendent control of airflow from the gasper HOT BLEED AIR
o u t l e t s m o u n t e d i n t h e c a b i n s i d ew a l l s RECIRCULATED AIR
(Figure 11-5). The quantity of air admitted
CONDITIONED AIR
can be regulated or shut off entirely by twist-
ing the collar on the gasper outlet. It is not AMBIENT AIR
possible for the pilot to restrict or shut off ELECTRICAL
the outside air supply to the gasper outlets Figure 11-6. Ram-Air Valve and MODULATING VALVE
from the flight compartment. Vent Fan Switch
Figure 11-4. System Airflow—Maximum Ventilation
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Air can also pass through the silencer plenum, When maximum ventilation is required dur-
through the cabin air control valve (Figure ing warm weather (Figure 11-4), the RAM
11-7), and into the cabin baseboard outlets. AIR lever is normally moved upward to the
These outlets run along the base of the pas- full open position and the CABIN AIR CON-
senger cabin side walls, beginning at the for- TROL knob is moved upwards to the fully
ward cabin bulkhead and ending just prior to closed position. This configuration provides
the doors at the rear of the cabin. large quantities of high-velocity air to the
flight compartment. Passengers may obtain
By adjusting the cabin air control valve, which their own supply of high-velocity air by
is located on the flight compartment floor be- opening the individual gasper outlets. No
hind the copilot’s seat, the pilot can control the advantage is gained by leaving the cabin
ratio of ram air distributed between the flight air control valve open during warm weather,
compartment and passenger cabin. as the air emerging from the baseboard out-
lets is of low-velocity and provides the pas-
Pulling upward on the knob, labeled CABIN sengers with little evaporative cooling
AIR CONTROL (Figure 11-8), cuts off the flow benefit. During flight, passengers will often
of air to the passenger cabin and greatly in-
creases the volume and velocity of the air de-
livered to the flight compartment (Figure 11-9).
Pushing the knob to the full downward position

opens the cabin air control valve fully, and the
majority of the ram air entering the aircraft will
flow through the silencer plenum and be deliv-
ered to the passenger outlets. The valve can be
adjusted to any desired intermediate position.
Figure 11-8. Cabin Air Valve Control
INPUT
FROM
FLIGHT
COMPARTMENT
Figure 11-9. Flight Compartment

Figure 11-7. Cabin Air Valve Outlets

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complain of cold feet if the cabin air valve Early model Casco fans had an on–off switch
is open, because cold, low-velocity air will on the fan body (Figure 11-12). Later model
flow from the baseboard outlets (Figures 11- Casco fans did not have a switch 4.
10 and 11-11).
The final model of fan used, supplied by
Flight Compartment Fans Caframo 5, was equipped with three position
switches on the fan body, allowing the pilot
Flight compartment fans were installed as to adjust the fan speed or turn the fans off in-
standard equipment beginning with aircraft dividually (Figure 11-13).
serial number 531 2. Previously, the fans had
been available as an option 3. The fans may be
adjusted to provide airflow as required in the
GROUND OPERATIONS
flight compartment. Power is supplied to the
fans from the right DC bus through a combi-
Vent Fan
nation switch and circuit breaker labeled FLT On aircraft serial number 136 and above 6, ven-
COMTP FANS, located on the overhead cir- tilation for crew and passengers can be
cuit-breaker panel.
Figure 11-12. Flight Compartment

Figure 11-10. Cabin Baseboard Outlets Fans (Casco)
Figure 11-11. Cabin Baseboard Outlets Figure 11-13. Flight Compartment

Fans (Caframo)

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provided while the aircraft is on the ground by created by the plastic guards which cover the
turning on a fan which is installed downstream rudder bellcrank. Aircraft which were
of the ram-air inlet. The fan is controlled by equipped with a factory installed toilet in the
a two-position on–off switch labeled VENT rear baggage compartment may have an addi-
FAN, located just above the RAM AIR handle tional screen in the doorway between the pas-
(Figure 11-6), and is supplied with power from senger cabin and rear baggage compartment,
the left DC bus through a 20-amp circuit to enhance air exhaust from the toilet area.
breaker labeled VENT FAN, located on the
overhead circuitbreaker panel. The crew have no control over the air exhaust.
The quantity of air exhausted increases with
The fan creates a considerable suction at the airspeed.
ram-air vent. If the fan is being operated while
baggage is being loaded or unloaded from the
nose baggage compartment, care should be The flight compartment windows may be
taken to ensure that passenger or crew cloth- opened in flight, but care should be taken to
ing is not drawn into the ram-air inlet. avo i d s c r a t c h e s o n t h e w i n d ow s u r f a c e
caused by dirt and sand trapped at the base
The vent fan is not required in flight and should of the window.
be turned off after takeoff.
EMERGENCY AIR EVACUATION
AIR EXHAUST
In an emergency, opening the flight compart-
Stale air is exhausted through grilles in the ment windows is the most effective way of
cabin ceiling panels and then exits the fuse- rapidly ventilating the aircraft, as there is an
lage through an aft facing scoop located on top area of low pressure outside the windows
of the aircraft (Figure 11-14). Air will also be (Figure 11-15). It should be noted that any
drawn through the rear baggage compartment, smoke or fumes in the passenger compart-
through a screen on the panel at the back of ment will travel forward through the flight
the rear baggage compartment shelf, and will compartment before being exhausted through
leave the aircraft in the low-pressure area the window opening.
Figure 11-14. Cabin Exhaust Vent on Top of Figure 11-15. Flight Compartment Windows
Fuselage (Heat Exchanger)

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Without opening the windows, the most effi-

cient manner of evacuating air from the aircraft
HEATING
is to set the system up for maximum ventila- FRONT OF CABIN
ON OVERHEAD CONSOLE CAUTION
tion, with the ram-air valve fully open, the GENERAL BEHIND HEADLINER MANUAL
LIGHTS PANEL
cabin air valve fully closed, and the mode se- AUTOMATIC
MANUAL COOL DUCT OVERHEAT
lector switch OFF. This will supply the great- The cabin and flight compartment may be TEMPERATURE OFF HOLD
est amount of fresh outside air to the flight heated by injecting hot bleed air from the en- CONTROLLER AUTO MANUAL
gines into the silencer plenum. The normal DUAL- WARM
compartment, and airflow within the aircraft PRESSURE
will be from the flight compartment aft to- rearward flow of air in the fuselage will heat SWITCH
COOL WARM
wards the cabin exhaust duct. Air evacuation the rear baggage compartment to some ex- TEMP CONTROL
tent, even though there are no heating or RAM

from the flight compartment may be enhanced AIR
WINDSHIELD HEATERS OUTLETS
by closing the passenger gasper outlets. Moving ventilation outlets provided in the rear bag-
the mode selector switch to the OFF position gage compartment.
OAT
will cause the hot air valve to motor to the SENSOR RAM AIR
closed position, stopping the flow of bleed The nose baggage compartment is not heated. FOOT WARMERS VALVE
(MANUAL)
air from the engines to the cabin heating sys-
tem. If there is any reason to suspect the qual- Figure 11-16 illustrates airflow during heating.
ity of the air being delivered from the engine
bleed-air system, the BLEED AIR switches Figure 11-17 illustrates the heating system
should also be switched off, if bleed air is not component locations.
required for deicing purposes. EJECTOR DUCT
OVERHEAT
DUCT SWITCH
HOT AIR CHECK TEMP
VALVE VALVE SENSOR
(MOTORIZED)
PILOT'S COPILOT'S
HEATER RECIRCULATED HEATER
CHECK OUTLET AIR INTAKE OUTLET
RIGHT SHUTOFF
VALVE VALVES
SILENCER
BLEED
SUPPLY CABIN AIR CONTROL
CABIN HEATING DUCTS VALVE (MANUAL)
WINDSHIELD
HEATING
OUTLET CABIN AIR
CONTROL VALVE
CABIN AIR
CABIN
CREW HEATING CONTROL VALVE
CABIN TEMP
OUTLETS TO CABIN SENSOR
LOUVERS CABIN
RAM-AIR VALVE HEATING CABIN FAN
BASEBOARD
DUCTS CEILING
HEATER EXHAUST
LEFT SHUTOFF OUTLETS VENT
BLEED-AIR VALVE
PIPE ASSEMBLY LEGEND
HOT BLEED AIR
RECIRCULATED AIR
CONDITIONED AIR
HOT-AIR VALVE
CREW FOOT WARMER AMBIENT AIR
RECIRCULATED-
ELECTRICAL
AIR INTAKE
EXPANSION
EJECTOR CHAMBER SILENCER MODULATING VALVE
Figure 11-17. Heating System Component Locations Figure 11-16. System Airflow—Heating
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CONTROLS When the system is in MANUAL mode, the po-

sition of the valve may be adjusted by the pilot
Engine bleed air must be switched on at one using a second three-position switch which is la-
or both engines, using the BLEED AIR beled MANUAL COOL–HOLD–MANUAL
switches (Figure 11-18), before bleed air is WARM. This switch is spring-loaded to the cen-
available to the heating system. Bleed air pro- ter HOLD position and is only effective when
vided to the heating system is not cooled, fil- the mode selector is in the MANUAL position.
tered or pressure regulated. For more
information on bleed-air extraction and con- When the system is in AUTO mode, the tem-
trol, see Chapter 9, Pneumatics. perature may be adjusted with the large rotary
knob labeled COOL–WARM, which is located
When a BLEED AIR switch is turned on, hot just forward of the two previously mentioned
high-pressure bleed air is available at the mo- switches. The rotary knob is only effective when
torized hot air valve, which is located under the mode selector is in the AUTO position.
the flight compartment floor (Figure 11-19).
Power to operate the hot air valve and the
The heating system may be turned OFF, or automatic temperature controller is sup-
the mode selected to MANUAL or AUTO, plied from the left DC bus through a 5-amp
with a three-position mode selector switch lo-
cated in the TEMP CONTROL area of the
overhead panel.
Figure 11-19. Heating System Hot Air Valve
Figure 11-18. Heating System Controls

Figure 11-20. DUCT OVERHEAT Light

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circuit breaker labeled CABIN HT/VENT, It takes approximately 30 seconds for the hot
located on the main circuit-breaker panel. air valve to travel from the fully closed to the
fully open position. The degree of opening of
The ram-air control valve, cabin air control the hot air valve needed to produce a com-
valve, and vent fan, all previously discussed fortable cabin temperature will be a function
in the Ventilation section of this chapter, are of three variables: 1) engine speed, which
also used to control flight compartment and affects both bleed-air volume and bleed-air
cabin heating, and regulate the amount of fresh temperature; 2) outside air temperature; and
external air brought into the aircraft when the 3) ram-air lever position, which affects how
heating system is in use. much outside air is brought into the aircraft
heating system.
INDICATIONS During ground operations, engine speed is low,
Indication of excessive temperature in the si- resulting in a relatively low volume of warm
lencer plenum is provided by a caution light air being supplied from the engines, and no ram
labeled DUCT OVERHEAT (Figure 11-20), lo- airflow is available without the use of the vent
cated on the annunciator panel. The caution fan. For maximum heating on the ground, open
light is controlled by a sensor in the silencer the hot air valve fully by holding the MANUAL
plenum. Power for the caution light is ob- COOL–HOLD–MANUAL WARM switch for-
tained from the left DC bus through a 5-amp ward at the MANUAL WARM position until
circuit breaker labeled BLEED AIR L located the valve stops operating. It is usually possi-
on the main circuit-breaker panel. The light ble to hear the sound of the valve motoring
will illuminate when the air temperature in when the engines are at idle power. Open the
the silencer plenum reaches 300°F. ram-air valve slightly, and turn on the vent fan
to assist in moving the warm bleed air out of
In most cases, the duct overheat is caused by the silencer plenum and into the flight com-
stagnation of hot bleed air in the silencer partment and cabin. Adjust the cabin air con-
plenum and can be rapidly corrected by open- trol valve to balance the flow of air between
ing the ram-air valve. the flight compartment and cabin as desired.
As soon as the engine power is advanced to the

MANUAL HEATING takeoff power setting, both the volume and
temperature of the bleed air entering the si-
Operation lencer plenum will increase significantly. If the
hot air valve is left in the fully open position
To operate the heating system in the manual
during takeoff, the DUCT OVERHEAT cau-
mode, select one or both BLEED AIR switches
tion light will often illuminate shortly after
to the ON position, move the mode selector
takeoff. For this reason, the valve should be
switch to the MANUAL position, and open the
motored to approximately the 1/3 open posi-
hot air valve to the desired position by press-
tion prior to applying takeoff power. Hot air
ing and holding the MANUAL COOL–HOLD
and ram-air valve positions may then be ad-
–MANUAL WARM switch forward at the
justed as required after climb power is set.
MANUAL WARM position.
The vent fan should be turned off as part of the
after takeoff checklist.
If the mode selector switch is in the OFF po-
sition, and DC power is present on the left bus,
If the heating system is left off during taxi
the hot air valve will move to the fully closed
and takeoff and later turned on during flight,
position. The system is designed to motor the
an initial position for the valve of about 1/3
valve closed whenever the mode selector switch
open (10 seconds actuation of the switch
is moved to OFF and power is present.

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towards MANUAL WARM) is suggested. If the ram-air valve is closed, previously

The ram-air vent valve may be opened warmed cabin air will be drawn in through
slightly if desired to assist in moving the hot the recirculated-air intake and mixed with the
air out of the silencer and into the flight com- hot bleed air. This will reduce the volume of
partment and cabin. air delivered to the cabin, but may increase the
cabin temperature in extreme cold conditions.
During temperate weather conditions, when
heat is required at altitude, but not on the A one-way check valve in the recirculated-air
ground, the mode selector can be left at MAN- intake is intended to prevent hot bleed air
UAL and one or both BLEED AIR switches may from escaping out the recirculated-air intake.
be turned on when heat is needed and off when The check valve does not provide a perfect seal
heat is not needed. As long as the mode selector and pilots are advised not to leave tempera-
switch remains at MANUAL, the position of ture sensitive items, such as flight bags or
the hot air valve will not change when the air- vinyl binders, pressed against the recircu-
craft is shut down. This procedure avoids the lated-air intake.
trouble of continually searching for the cor-
rect hot air valve position from flight to flight.
AUTOMATIC TEMPERATURE
Air Recirculation CONTROL HEATING
When the aircraft is being heated, engine bleed General
air is directed at high velocity into an ejector
An electronic automatic temperature control
duct, which functions as a venturi to recirculate
system is provided. The system is capable of
cabin air. A low-pressure area is created within
maintaining a constant cabin temperature in
the ejector duct. The low-pressure area of the
flight, despite changes in outside air temper-
venturi is connected to the cabin recirculated-
ature and engine power settings.
air intake (Figure 11-21), which is located on
the left hand side of the flight compartment
footwell area between the pilot seats. Components
The system consists of a controller, located in
If the ram-air valve is open or partially open
the right cabin roof area near the power dis-
a slight back pressure will be created in the
tribution box, a temperature selector knob, lo-
venturi, and recirculation will not take place.
cated on the overhead switch panel, an outside
All of the heated air will be fresh, either from
air temperature sensor, located in the ram-air
the engines or the ram-air vent.
vent, a duct temperature sensor, located in the
silencer plenum, and a cabin temperature sen-
sor (Figures 11-22, 11-23, and 11-24).
On early aircraft, the cabin temperature sen-

sor was located by the cabin exhaust vent and
sensed temperature of the air leaving the cabin.
On aircraft serial number 136 and above 7, the
sensor is located on the forward cabin bulk-
head to the right of the passageway between
the cabin and flight compartment (Figures
11-23 and 11-24). The sensor on the bulk-
head incorporates a miniature fan to prevent
stagnation of the air at the sensor. This fan op-
erates whenever the mode selector switch is
in the AUTO position.
Figure 11-21. Recirculated Air Intake

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DUCT OST PUMP 1 BOOST PUMP 2
TEMP AFT PRESS
AFT FUEL
AFT PRESS
DUCT
SENSOR LOW LEVEL OVERHEAT
DUCT CABIN
OVERHEAT TEMP
CAUTION AUTO TEMP
SENSOR
LIGHT CONTROLLER
AUTO TEMP
CONTROL
PANEL MANUAL
MANUAL
COOL
OFF HOLD
MANUAL
WARM
COOL WARM
TEMP CONTROL
OAT
SENSOR
Figure 11-22. Automatic Temperature Control System Component Locations
Figure 11-23. Cabin Temperature Sensor— Figure 11-24. Cabin Temperature Sensor
Factory Installation (Alternative Installation)

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System Design Operation

The automatic temperature control system is To operate the heating system in the auto-
based on the Wheatstone bridge principle of matic mode, select one or both BLEED AIR
control. The temperatures of the outside air, switches to the ON position, select the mode
cabin air, and air in the silencer plenum are selector switch to the AUTO position, and ad-
compared against the temperature selected by just the large TEMP CONTROL knob to the
the pilot on the rotary knob. The hot air valve desired temperature. Adjust the cabin air con-
is then opened or closed by pulses sent by the trol valve to provide the desired balance of air-
temperature controller (Figure 11-25), in an flow between the flight compartment and
effort to asymptotically capture the desired cabin. Open the ram-air valve slightly, to pro-
cabin temperature. Changes in any of the vari- vide a motive force to move the hot air out of
ables — OAT, cabin temperature, duct tem- the silencer plenum. If the aircraft is on the
perature, or temperature selected — will result ground, turn the vent fan on to provide a mo-
in an out-of-balance condition, which the con- tive force to move the hot air out of the silencer
troller attempts to correct with a pulsed move- plenum. Once the aircraft is airborne, the vent
ment of the hot air valve. fan should be shut off, and the ram-air valve
may be closed if desired.
The magnitude of the pulsating signals sent
from the controller to the hot air valve are If automatic temperature control is desired
proportionate to the difference between tem- while the aircraft is on the ground, and the air-
perature selected and actual cabin temperature. craft is (or was) equipped with surface deicing
Each pulse is shorter than the preceding one. boots 8 or an H14 King Radio pneumatically
This prevents overshooting. operated autopilot 9, increase engine N G speed
until the PNEUMATIC LOW PRESS light ex-
The above explanation may sound complex, tinguishes, then add 2 additional pounds of
but it is exactly the same principle used by the torque. Aircraft with deicing boots or pneu-
autopilot when it attempts to balance course matic autopilots are equipped with a dual pres-
deviation, drift, rate of change, and ground sure switch which will prevent the hot air valve
track by adjusting aircraft heading when track- from opening if bleed-air pressure available
ing to a VOR. from the engine is less than 25 psi.
Once the cabin temperature has stabilized,

the controller will maintain the desired tem-
perature, despite variations of outside air tem-
perature, bleed-air temperature, or cabin
temperature caused by passengers opening
gasper outlets.
Common Problems
Many pilots have attempted to use the auto-
matic temperature control system once or
twice, then given up on it as a result of a DUCT
OVERHEAT warning or undesirable hot or
cold cabin temperature during the first few
minutes of operation. Listed below are some
Figure 11-25. Automatic Temperature common problems encountered, and sugges-
Controller (In Cabin Roof) tions to solve these problems.

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The automatic temperature controller cannot valve provides the additional advantage of
adjust the ram-air valve, the cabin air control greatly increasing the volume of mixed hot
valve, the bleed-air switches, or control the bleed air and cold outside air delivered to the
vent fan. The pilot must set these controls up cabin. This will result in a faster cabin warmup. The
properly to allow the automatic system to addition of cold outside air will be sensed by the
function. duct temperature sensor, which will then compen-
sate by adding greater quantities of hot bleed air,
During ground operations, the vent fan must thus raising the temperature of the air delivered to
be on and the cabin air control valve partially the cabin to the desired setting.
open, in order to move the hot air out of the
plenum and into the flight compartment or When engine power is substantially reduced,
cabin. If the ram-air duct is closed, and/or the the hot air valve will be prevented from open-
vent fan is off, hot bleed air will stagnate in ing further, or possibly closed completely, by
the silencer plenum. This condition will be the dual pressure switch. This is normal. When
sensed by the duct temperature sensor, and engine power is increased, the automatic tem-
the controller will close the hot air valve in an perature controller will reopen the hot air valve.
attempt to reduce the duct temperature. The re-
sult will be an unacceptably cold cabin. The cabin temperature sensor must not be ob-
structed by cargo, or subject to a strong blast
If the mode selector switch is at AUTO and of outside air directed at it from a passenger
there is no bleed air available, the temperature gasper outlet.
controller will drive the hot air mixing valve
fully open. To prevent this, the mode selector Because the pilot has no control over the sup-
switch should be selected off until the engines ply of air to the passenger gasper outlets, en-
are running and bleed air is available. sure that all of these outlets are closed as
part of the preflight inspection during cold
The previously mentioned dual pressure weather conditions.
switch, if installed, will prevent the hot air
valve from opening if the bleed-air pressure
from the engine is less than 25 psi. This is to
preserve bleed-air pressure for surface deice
WINDSHIELD
and autopilot operation. Regrettably, the dual DEMISTING
pressure switch has no way of knowing that the
aircraft is on the ground, and that surface deice Electric windshield heat 10, if installed, is by far
and autopilot services are not required on the the most effective method of clearing moisture
ground. The PNEUMATIC LOW PRESSURE from the windshield.
annunciator light will extinguish when bleed-
air pressure rises to between 16 and 18 psi, For maximum windshield demisting or de-
hence the requirement to add an additional 2 frosting from the heating system, pull the cabin
pounds of torque after the light extinguishes, air control valve fully up, to direct all the air
to raise the bleed-air pressure to above 25 psi. to the flight compartment and cut off the sup-
ply of air to the cabin. Open the ram-air valve
The automatic temperature control system partially to increase the volume of the air de-
was designed primarily for flight operation. livered, move the mode selector switch to
MANUAL, and open the hot air valve by hold-
During flight, the ram-air valve should be slightly ing the MANUAL COOL–HOLD–MANUAL
open, except during the most extreme cold tem- WARM switch forward at the MANUAL
peratures. Again, this is to provide a motive WARM position as required. In extreme cold
force to move the hot air out of the plenum and temperatures, the ram-air valve can be closed
into the cabin. Slightly opening the ram-air if required to increase air temperature.

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ON OVERHEAD CONSOLE
FRONT OF CABIN
CAUTION
BEHIND HEADLINER MANUAL LIGHTS PANEL
MANUAL COOL
AUTOMATIC
TEMPERATURE OFF HOLD DUCT OVERHEAT
CONTROLLER AUTO MANUAL
DUAL- WARM
LEGEND
PRESSURE COOL WARM
SWITCH
HOT BLEED AIR
TEMP CONTROL
RECIRCULATED AIR
RAM CONDITIONED AIR
AIR
AMBIENT AIR
WINDSHIELD HEATER OUTLETS
OAT ELECTRICAL
SENSOR
MODULATED VALVE
RAM-AIR
VALVE
(MANUAL)
EJECTOR
HOT AIR DUCT

CHECK TEMP DUCT
VALVE OVERHEAT
(MOTORIZED) VALVE SENSOR
SWITCH
PILOT'S COPILOT'S
FOOT RECIRCULATED FOOT
WARMER AIR INTAKE WARMER
SILENCER
BLEED
SUPPLY CABIN AIR CONTROL
RAM-AIR VALVE (MANUAL) RAM-AIR
CABIN
BASEBOARD
CABIN HEATER CABIN
LOUVERS OUTLETS TEMP CABIN
SENSOR CEILING
EXHAUST
VENT
Figure 11-26. Heating and Ventilation System (Pre S/N 136)

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DISTRIBUTION DUCTS
STA 321.60
MAIN DUCT
STA 332.00 THERMOSTAT
SWITCH
RELAY PANEL STA 301.50 CONDENSER
FAN
CIRCUIT EVAPORATOR
BREAKERS FAN AIR
CONDENSER EXHAUST
STA 281.00
RETURN AIR PRESSURE

GRILLE (FLOOR) SWITCH
EVAPORATOR
SERVICING
EXPANSION
CONNECTIONS
VALVE
COMPRESSOR
COMPRESSOR
MOTOR RECEIVER
AIR INTAKE DRYER
Figure 11-27. Optional JB 1000 (Factory Installed) Air

Conditioning System Component Locations
The flight compartment fans can also be The cabin air temperature sensor used by the
used to assist in demisting and defrosting automatic temperature control system is
the windshield. mounted in the cabin roof, near the cabin
ceiling exhaust vent. A fan to create circula-
tion around the sensor is not provided.
SERIES 100/200
DIFFERENCES OPTIONAL AIR
Figure 11-26 shows the heating system de- CONDITIONING
sign on all Series 100 aircraft, and Series 200
aircraft prior to serial number 136 11. In this
design, the ram-air duct is connected di-
GENERAL
rectly to the ejector plenum chamber. Ram A JB 1000 Air-Conditioning Unit 13 is avail-
air and recirculated air can be proportioned able for all series of aircraft. This is an add-
by operating the ram-air valve. A vent fan for on system which is entirely separate from
ground operations 12 is not provided. the standard heating and ventilation system.
Approximately 12% of the Twin Otter fleet
The air supply for the passenger gasper out- were fitted with this system at the factory.
lets is obtained directly from small ram-air This installation adds 132 pounds to the
scoops mounted on the fuselage sides. Air weight of the aircraft (Figure 11-27).
supply to the gaspers will only be available
in flight.

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Metro Airlines obtained STC approval for Figure 11-27 illustrates a typical installation
retrofit of a different design of air-condition- in Twin Otter aircraft.
ing system, which weighed about 120 pounds.
An alternative high-capacity system is avail-

CONTROLS
a b l e f o r r e t r o fi t f r o m R . W. M a r t i n I n c . Air-conditioning system controls are located
(Figure 11-28) 14 . on the overhead switch panel, just forward of
the taxi light and pitot heat switches (Figure
SYSTEM DESCRIPTION 11-33). There are two three-position switches:
one is labeled POWER with FLIGHT, OFF, and
The system consists of a DC-powered Freon GROUND selections. The other is labeled OP-
compressor, a condenser with fan, evaporator ERATION with NORMAL, FAN ONLY, and
with fan, associated refrigeration components, QUICK COOL positions.
relays and circuit breakers, and a thermostat. All
of these components are contained on a slide
in–slide out tray which is located under the
cabin floor in the area of the rear cabin doors.
Air enters the system through a metal floor grill

located at the rear of the cabin (Figure 11-29).
After being cooled, it travels upwards through
an insulated main duct in the rear baggage com-
partment before turning forward (Figure 11-30),
passing through the bulkhead and being dis-
tributed throughout the cabin by ducts installed
along the center of the cabin ceiling (Figure 11-31).
Outside air used to cool the compressor and

condenser enters through a grill located under
the right rear cabin door and exits through a Figure 11-29. Air Conditioning System
grill under the airstair door (Figure 11-32).
Cabin Intake
Figure 11-28. Air Conditioning Supply Figure 11-30. Air Conditioning Duct in Rear
Outlet (R.W. Martin Inc.) Baggage Compartment

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System power is obtained from the left DC bus The 5-amp circuit breaker labeled F1 provides
through a 150-amp current limiter (fuse) lo- protection for the relay coils and associated
cated adjacent to the power distribution and wiring and switch contacts. The 120-amp cir-
generator control box in the cabin roof area. cuit breaker labeled F2 protects the compres-
This power is further regulated and protected sor motor, and two 40-amp circuit breakers
by four circuit breakers and five relays, all of labeled F3 and F4 protect the evaporator and
which are located on a panel beneath the cabin condenser fans.
floor near the air-conditioner unit.
Figure 11-31. Air Conditioning Delivery Figure 11-32. Air Conditioning Condenser
Duct on Cabin Ceiling Discharge Vent
Figure 11-33. Air Conditioning Switches

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The compressor motor will be automatically position other than OFF, power is supplied in
RELAYS ARE ENERGIZED (CLOSED) WHEN deenergized if either starter is engaged while series to the condenser fan and then the evap-
* GENERATORS ARE ON LINE.
the air conditioning is selected on. orator fan, and both fan motors will operate at
PART OF PD-K5 PART OF PD-K6 moderate speed.
RELAY RELAY
* * OPERATION When the OPERATION switch is selected to
Figure 11-34 illustrates the electrical compo- QUICK COOL, and the POWER switch is at any
nents of the factory installed (JB Air) air condi- position other than OFF, power is supplied in
tioning system. parallel to the condenser fan and the evapora-
tor fan, and both fan motors will operate at a
high speed. QUICK COOL is intended for
Power Switch ground operation when power is being sup-
When the POWER switch is selected to FLIGHT, plied from an external source.
a circuit is armed in the generator control sys-
tem which prevents operation of the refrigera-
FLIGHT K2
tion unit unless both generators are on line. This
CAUTION
EVAPORATOR
OFF FAN is intended to provide automatic load shedding When operating on the ground with
of the air conditioner compressor if one gener- only one generator on, do not select
GROUND ator should trip off line for any reason. If desired, QUICK COOL, as the operating gen-
the system may be operated while on the ground erator may overheat due to the high
POWER
SWITCH with the switch in the FLIGHT position, if both current demand.
generators are online.
K3
F4 40A CONDENSER
NORMAL
F3
FAN
W h e n t h e P OW E R s w i t c h i s s e l e c t e d t o When the two switches are set to the GROUND
GROUND, the system will operate when only and FAN ONLY positions, the compressor
FAN ONLY 40A one generator is running, or when an external motor is deenergized and the compressor and
power source is connected to the aircraft. If condenser fans will operate in series, at a mod-
QUICK COOL the system is being operated on the ground erate speed. This provides recirculation of
150A with only one generator online, care should ambient temperature air within the cabin. Fan
OPERATION
SWITCH
K4 LIMITER be taken to ensure that the generator load lim- only operation is unnecessary in flight, as a
TO LEFT DC BUS its are not exceeded. The generator ground better effect can be achieved by opening the
F2
F1 load limit, at temperatures above 45°F (8°C) passenger gasper outlets to provide ambient
is 160 amps, or a reading of 0.8 on the load- air flow.
5A 120A meter. The air conditioner alone can draw up
to 150 amps, leaving very little capacity for
COMPRESSOR
MOTOR other aircraft systems. OPERATING PRINCIPLES
K1 TO AUXILIARY Figure 11-35 illustrates the operating princi-
BATTERY BUS The air conditioner must not be operated in ples of a typical refrigeration system. This
THROUGH
IGNITION
flight with the power switch in the GROUND information is generic in nature, and not lim-
LEFT MODE SWITCH position. ited to the Twin Otter system.
PART OF De Havilland recommends that external power Low-pressure Freon vapor from the evapora-
P START be connected and used any time that operation
THERMOSTAT tor enters the compressor, where it is then
SWITCH
SWITCH HIGH-PRESSURE of the air-conditioning system is required compressed to a higher pressure and temper-
SWITCH when the aircraft is parked. ature. This high-pressure gas enters a con-
denser. As heat is removed from the Freon by
Operation Switch the air flowing over the compressor, the Freon
K5 condenses into a liquid form. It then flows
When the OPERATION switch is selected to through a receiver dryer before reaching the
Figure 11-34. Air Conditioning (JB 1000) Electrical Schematic NORMAL, and the POWER switch is at any
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LEGEND
DISTRIBUTION
DUCTS LOW-PRESSURE FREON VAPOR
HIGH-PRESSURE FREON VAPOR
HIGH-PRESSURE LIQUID FREON
CABIN
AREA
AIR CONDITIONING
FLIGHT NORMAL
OFF FAN ONLY
GROUND QUICK COOL
EVAPORATOR POWER OPERATION
FAN PRESSURE
SWITCH
COMPRESSOR
THERMO-
SWITCH
EVAPORATOR
CONDENSER
AIRFLOW
SIGHT GAUGE
EXPANSION
VALVE DEHYDRATOR
Figure 11-35. Refrigeration System (Operating Principles)

expansion valve. The receiver dryer removes Operation is normally controlled by a pressure
moisture particles that may exist in the liquid switch which will cycle the compressor on and
Freon, and stores a supply of liquid Freon off within a predetermined range. There is a di-
under high pressure. rect relationship between pressure of the Freon
in the evaporator and temperature of the cabin
The expansion valve is similar to the nozzle air passing over the evaporator coils.
on an aerosol can. When the Freon passes
through the expansion valve, both pressure If the pressure switch fails or if other mal-
and temperature drop. The lower pressure, functions occur, a thermostatic switch in the
liquid Freon enters the evaporator, where it ex- evaporator plenum will cycle the system within
tracts heat from the cabin air being passed a safe temperature range. The pressure switch
over the evaporator grill. As the Freon pres- and the thermostatic switch are in series in the
sure drops further in the evaporator, warm compressor power circuit. Both must be closed
cabin air passing over the cold evaporator fins before the compressor will operate.
and coils expands the Freon into a low-pres-
sure vapor. The Freon leaves the evaporator and The air-conditioning system will not operate
enters the compressor once again. during cold weather conditions, because the
ambient air temperature is not high enough to
Cooled cabin air flows from the evaporator to close the thermostatic switch in the evapora-
exit from the ceiling panel ducts. tor plenum.

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QUESTIONS
1. Airflow to the flight compartment outlets 6. To maximize the flow of heating air to the
may be increased by: interior, it may be necessary to:
A. Reducing cabin temperature A. Position the bleed FLOW selector at
B. Recirculated air its MAX detent.
C. Closing the cabin air control valve B. Shut down all sources of outside air
D. Opening the ram-air valve and motor the hot air valve to its full
open position with the toggle switch.
2. The motive force for the heating system C. Leave the system in the AUTO mode
is supplied by the: and it will work automatically.
D. Position the ram air vent lever slightly
A. Main duct fan
OPEN and ram air motive flow will in-
B. Engine bleed air crease the flow of warm air.
C. Ram air motive flow
D. Recirculated air duct 7. You are carrying freight only and, dur-
ing flight, you want to maximize the
3. Normal operation of the hot air mixing heating air flow into the flight com-
valve may be overridden by the: partment. You would:
A. Refrigeration system operation A. Close the cabin air supply valve using
switch the control behind the copilot’s seat.
B. Cabin air control valve B. Open the cabin air supply valve using
C. Duct overheat sensor the control behind the captain’s seat.
D. Dual-pressure switch C. Open the flight compartment windows.
D. Select the Ram Air vent lever to the
4. Refrigeration system cycling is deter- fully OPEN position.
mined by:
A. The cabin temperature sensor 8. In flight, you wish to quickly ventilate the
aircraft interior. You would:
B. A pressure switch and a
thermostatic switch A. Open the overhead cabin escape hatch.
C. The duct temperature sensor B. Open the cabin air supply valve, using
D. The ambient-air temperature sensor the control behind the captain’s seat.
C. Open the flight compartment win-
5. QUICK COOL should not be selected on dows slightly.
the ground except when: D. Open all passenger air louvers fully.
A. The main duct fan is operating.
B. OAT is above ISA.
C. At least one generator is on.
D. External power is selected or both
generators are operating.

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9. The Freon air conditioning system: 10. With DC power supplied to the aircraft
A. Was available as a factory option and busses, you select OFF on the TEMP
can be retrofitted CONTROL panel. The hot air valve will:
B. Uses bleed air to drive an air cycle ma- A. Immediately move to the full closed
chine mounted in the tail position
C. Was installed as standard equipment B. Immediately move to the full open
but many operators have removed it position
for weight-saving purposes C. Be held at last position until further
D. Reads bleed air supply temperatures inputs are made
for controlling purposes D. Cycle between hot and cold until fur-
ther inputs are made

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ENDNOTES
1
Mod 6/1070 was introduced at aircraft 136.
2
Mod 6/1602
3
S.O.O. 6015
4
Mod 6/1238 (TAB 604/2)
5
Mod 6/1852 (S/B 6/464) at aircraft serial number 815. The first Caframo product, model
707DC, has been superceded by model 757DC (Mod 6/1857), which may be refitted to all
aircraft.
6
Mod 6/1181
7
Mod 6/1070
8
S.O.O. 6004
9
S.O.O. 6085
10
S.O.O. 6007 followed by S.O.O. 6187 (S/B 6/442 Rev A)
11
Pre Mod 6/1070
12
Mod 6/1181
13
S.O.O. 6109
14
R.W. Martin, 2186 Palomer Airport Road, Carlsbad, California 92008; STC SA7738SW.
A third, alternative airconditioning retrofit for the Twin Otter is available from J.L. Childs
Air Conditioning Systems, 1801 Oleander Rood, Dickerson,Texas 77539; STC SA 4622
SW.

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The information normally contained in this chapter is
not applicable to this particular aircraft.


CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
INTRODUCTION ................................................................................................................. 13-1
GENERAL ............................................................................................................................ 13-1
SYSTEM DESCRIPTION .................................................................................................... 13-1
Electric Motor And Pump.............................................................................................. 13-3
Pressure Switch.............................................................................................................. 13-3
Reservoir ........................................................................................................................ 13-3
Drain Tube ..................................................................................................................... 13-4
Damping Accumulators ................................................................................................. 13-4
Pressure Relief Valves ................................................................................................... 13-4
Hand Pump .................................................................................................................... 13-4
Hydraulic Subsystems.................................................................................................... 13-4
INDICATIONS...................................................................................................................... 13-5
Pressure Gauges............................................................................................................. 13-5
Circuit-Breaker Warning Light ...................................................................................... 13-6
SYSTEM OPERATION ........................................................................................................ 13-6
Electric Pump Failure .................................................................................................... 13-7
Hydraulic Fluid Loss ..................................................................................................... 13-7
QUESTIONS ......................................................................................................................... 13-8
ENDNOTES .......................................................................................................................... 13-9


ILLUSTRATIONS
Figure Title Page
13-1 Hydraulic System Schematic ................................................................................. 13-2
13-2 Hydraulic Power Package Components ................................................................. 13-2
13-3 Hydraulic Power Package (Installed in Aircraft) ................................................... 13-3
13-4 Hydraulic Power Package Access Door................................................................. 13-3
13-5 Hydraulic Hand Pump Handle (Installed).............................................................. 13-5
13-6 Hydraulic Hand Pump Handle (Stowed)................................................................ 13-5
13-7 Hydraulic System Gauges ...................................................................................... 13-5
13-8 Hydraulic Pump Circuit Breaker Open Caution Light........................................... 13-6

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;;;;
;
CHAPTER 13
HYDRAULIC POWER SYSTEMS
INTRODUCTION
;
;;
The Twin Otter hydraulic system is powered by an electrical pump and a backup hand
pump. The system provides pressure for three standard installation subsystems: wing
flaps, nosewheel steering, and wheel brakes. An optional hydraulically powered wheel/ski
installation is available 1 . Amphibious Wipline floats are equipped with hydraulically
operated retractable landing gear; however, the float gear system is powered by a sepa-
rate, completely independent hydraulic system provided by Wipaire.
GENERAL SYSTEM DESCRIPTION

Hydraulic system operation (Figure 13-1) is
automatic. Power is provided to the pump Almost all of the components of the hydraulic
whenever the left DC bus is energized. A pres- power system are contained on a tray which
sure switch controls the pump to maintain is installed in the forward fuselage, under the
pressure within an appropriate range. Should flight compartment floor (Figures 13-2 and 13-
the electrical pump fail, pressure can be main- 3). Access panels are provided on the left and
tained with a hand pump, located on the left right sides of the fuselage, directly under the
hand side of the flight compartment center flight compartment doors (Figure 13-4).
pedestal.


HYD PUMP LEFT DC BUS SYSTEM ACCUMULATOR

C/BKR OPEN HYDRAULIC PRESSURE INDICATOR
CAUTION LIGHT MOTOR RESERVOIR
1.0
PUMP
1.5
.5
HAND PUMP 0 2.0
x 1000
SYSTEM
RELIEF DAMPING
VALVE ACCUMU-
NOSEWHEEL
PRESSURE FILTER STEERING LATOR
HYDRAULIC SYSTEM
SWITCH SERVO ACTUATOR
PRESSURE INDICATOR
(FLIGHT COMPARTMENT)
1000
0 2000
PRESS
PSI
BRAKE
1.0 ACCUMULATOR
1.5
.5
0 2.0
TO
x 1000 BRAKE SKIS
BRAKE RELIEF
ACCUMULATOR VALVE
PRESSURE FLAP
INDICATOR CONTROL
VALVE
1000
0 2000
PRESS
PSI
BRAKE SYSTEM
PRESSURE INDICATOR
(FLIGHT COMPARTMENT)
THERMAL RELIEF
PARKING VALVES
BRAKE
DH DH
BRAKE
VALVES FLAP
ACTUATOR
LEGEND
BRAKE BRAKE
PRESSURE UNIT UNIT
SUPPLY
RETURN
NITROGEN RESTRICTOR
METERED BRAKING PRESSURE
ELECTRICAL
Figure 13-1. Hydraulic System Schematic

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PRESSURE SWITCH
FILLER NECK
BRAKE RELIEF RESERVOIR
VALVE
28-VDC
HYDRAULIC MOTOR
PUMP
SYSTEM
RELIEF
VALVE
BRAKE
ACCUMULATOR
SYSTEM
ACCUMULATOR
FILTER
Figure 13-2. Hydraulic Power Package Components
ELECTRIC MOTOR AND PUMP turn the pump on when pressure dropped by 150
to 250 psi. Series 300 aircraft were provided
A gear-type pump, operated by a 28-volt DC with a different pressure switch beginning with
motor, is located on the power package tray. aircraft serial number 511 2 , which turned the
Power to operate the motor is provided from pump off at 1525 to 1625 psi and turned it on
the left DC bus through a 35-amp circuit when pressure dropped by 300 psi, to between
breaker labeled HYD OIL PUMP, located on 1225 and 1325 psi. This change provided a
the main circuit-breaker panel. The pump op- larger differential between on and off and re-
erates intermittently in short pulses of 3 to 5 duced the frequency of pump operation.
seconds. The sound of the pump operating can
be clearly heard in the flight compartment. The hydraulic system pressure gauges are not
marked with colour coded bands to identify the
PRESSURE SWITCH acceptable pressure ranges. For this reason, the
pilot must be aware of the acceptable pressure
Operation of the pump is controlled by a pres- ranges for the model of aircraft being used.
sure switch, also located on the power pack-
age tray. The pressure switch operates a relay, RESERVOIR
located in the cabin roof near the main distri-
bution box, which supplies power to the pump. An unpressurized hydraulic fluid reservoir is
located on the power package tray. The reser-
On Series 100, 200 and early Series 300 air- voir cap contains a built in dipstick, with mark-
craft, the pressure switch would turn the pump ings FULL and REFILL to show the acceptable
off when pressure rose to 1550 to 1600 psi and range of fluid levels.

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Figure 13-3. Hydraulic Power Package

(Installed in Aircraft) Figure 13-4. Hydraulic Power Package
Access Door
Beginning with aircraft serial number 251, a
new reservoir cap was introduced with a screw- When hydraulic pressure in the system drops,
type expanding plug providing a more positive as would happen when a hydraulic subsystem
lock of the cap in the tank 3 . such as flaps, brakes, or steering is operated,
the gas pressure acting on the puck forces the
The reservoir holds approximately 2/3 of a fluid out of the accumulator to operate the
U.S. gallon of fluid. Prior to checking the subsystem. When the pump turns on, fluid is
fluid level, the flaps must be retracted and forced back into the accumulator.
system pressure must read zero on both flight
compartment indicators. The pressure of the gas precharge within the
accumulator is 750 pounds, equal to about one
The fluid used is MIL-H-5606. It is red in half of the normal system operating pressure.
colour.
One accumulator serves all hydraulic systems,
DRAIN TUBE the other serves only the brake system. The pri-
mary purpose of the system accumulator is to
Fluid which may leak from the hydraulic power absorb the shock that occurs within the sys-
pack will flow to a drain tube located at the tem when the hydraulic pump turns on. Both
lowest point of the hydraulic power pack tray. accumulators also provide a reserve of fluid
The tube exits the fuselage under the flight under pressure, which ensures that pressure is
compartment, under the access doors for the immediately available when required.
hydraulic system. The fluid used in the Twin
Otter hydraulic system is flammable, therefore The brake accumulator was installed to ensure
any apparent leaks should be carefully inves- that a reserve of pressure was always available
tigated and corrected before the DC MAS- to the brake system. During landing, heavy de-
TER switch is turned on. mands on the hydraulic system from nose-
wheel steering, flaps and brakes may occur
DAMPING ACCUMULATORS simultaneously, possibly exceeding the elec-
tric pump’s capacity to maintain pressure.
Two damping accumulators are installed on the
aircraft. An accumulator is a tube with a ni- It is important to note that the effective range
trogen gas precharge in one end, hydraulic of pressure available is from 750 psi upwards.
fluid in the other end, and a free floating puck If the pump is not operating, pressure will
in the middle separating the gas and the fluid. gradually fall to 750 psi, then fall sharply to
zero once 750 psi is reached.

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Figure 13-6. Hydraulic Hand Pump

Handle (Stowed)
PRESSURE RELIEF VALVES
A system pressure relief valve is provided. It
permits fluid to circulate in a loop between the
electric pump and the reservoir, in the event
of a system fault causing the electric pump to
run continuously. The relief valve opens at
1750 psi, or at 1950 psi on aircraft serial num-
ber 511 and above 4 .
Beginning with aircraft serial number 66, a sec-

Figure 13-5. Hydraulic Hand Pump ond pressure relief valve was installed in the
Handle (Installed) brake hydraulic system 5 . This valve opens at
1750 psi, and routes fluid to the return line. It
was installed to prevent excessive pressure
BRAKE PRESSURE SYSTEM PRESSURE
Figure 13-7. Hydraulic System Gauges


buildup in the brake system, which may have The BRAKE PRESSURE indicator shows
been caused by pump surges. p r e s s u r e ava i l a b l e f o r b r a k e o p e r a t i o n .
Normally, after completion of a pump cycle,
HAND PUMP it will show the same pressure as the system
pressure indicator. The indicator is illu-
A double-acting, hand-operated pump dis- minated by eyebrow lighting controlled by
places an equal quantity of hydraulic fluid the rheostat labeled PLT ENG INST &
with each stroke. The hand pump provides a EMER PNL LTS, located in the flight com-
backup method of providing hydraulic power partment roof.
if the electric pump should fail during flight.
It also provides an alternative method of build- Pressure indicators are also installed on the
ing up the hydraulic system pressure on the hydraulic power package (Figure 13-3).
ground without turning on the aircraft elec- These indicators show the gas pressure in the
trical system (Figure 13-5). accumulators and are used by the mainte-
nance technician when the system is being
The hand pump handle is normally stowed on serviced. When normal pressure is present
the bulkhead behind the copilot’s seat (Figure on the fluid side of the system, these gauges
13-6). On some aircraft 6 , the hand pump will show the same value as the pressure
handle is stowed under the fire extinguisher gauges in the flight compartment. When no
on the right hand side of the flight compart- pressure is present on the fluid side (when
ment footwell. both flight compartment gauges are reading
zero), the accumulator gauges will show the
HYDRAULIC SUBSYSTEMS pressure of the nitrogen precharge in the
accumulators.
Flap system operation is discussed in detail in
Chapter 15, “Flight Controls.” Nosewheel CIRCUIT-BREAKER
steering, brakes, and the optional wheel ski WARNING LIGHT
system are discussed in detail in Chapter 14,
“Landing Gear and Brakes.” An optional caution light 7 provides a warn-
ing that the HYD OIL PUMP circuit breaker
INDICATIONS is not properly engaged. The caution light
was provided as standard equipment 8
beginning with aircraft serial number 531.
PRESSURE GAUGES
Two pressure gauges are installed in the flight
c o m p a r t m e n t o n t h e l ow e r s u b p a n e l s
(Figure 13-7). These gauges are bourdon
tube-type indicators. Fluid under pressure is
supplied to each gauge to operate the needle.
The SYSTEM PRESSURE indicator shows

available pressure for operation of all sub-
systems: flaps, nosewheel steering, wheel
brakes, and optional wheel/skis. The indica-
tor is illuminated by eyebrow lighting con-
trolled by the rheostat labeled COPLT RADIO
& VA PNL LTS, located in the flight com-
partment roof. Figure 13-8. Hydraulic Pump Circuit
Breaker Open Caution
Light

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The light is labeled HYD PUMP C/BKR some initial steering, even if the circuit
OPEN and was originally located below the breaker is disengaged. When pressure in the
BRAKE PRESSURE gauge. Power to illu- accumulators depletes, no brakes or steering
minate the light is provided from the copi- will be available.
lot’s panel light dimming rheostat.
If there are concerns about the ability of the
Beginning with aircraft serial number 595, battery to start the aircraft, and pilots wish to
the caution light was relocated 9 to a higher avoid having the pump cycle when the DC
position near the left-hand airspeed indicator, MASTER switch is turned on, hydraulic pres-
to improve the visibility of the caution light sure should be built up using the hand pump
(Figure 13-8). The light receives power prior to turning on the DC MASTER. If this
from the left DC bus and is protected by a is done, the pump will not cycle when power
5-amp circuit breaker labeled PLT ENG is supplied.
CONS & TRIM PNL LT, located in the main
circuit-breaker panel. The only time the pilots should pull out the
HYD OIL PUMP circuit breaker is when an
The light is an amber coloured press-to-test abnormality, such as a continuously run-
light. The light may be dimmed by rotating the ning pump, requires such action. De
ring around the outside of the light. Havilland will not approve installation of
switches to cut off electrical power to the pump.
WARNING
One incident has been reported in which the
circuit breaker tripped at a current flow well
The HYD OIL PUMP 35-amp circuit
below the 35-amp rating. Investigation sug-
breaker must be properly engaged
gested that this may have been caused by ex-
at all times to ensure that electrical
cessive wear of the circuit breaker, caused by
power is always available for hy-
repeated pulling and resetting.
draulic pump operation. This is es-
pecially important prior to starting
Some operators have reported frequent cy-
engines, as forward movement of the
cling of the hydraulic pump. In many cases
aircraft without a supply of pressure
this is caused by excessive wear of the nose-
for braking or steering could result
wheel steering actuator control spool and
in a life-threatening situation and
sleeve. These two components make direct
severe damage to the aircraft.
metal-to-metal contact—there is no O-ring —
and excessive wear will allow system pressure
to decrease. This condition is not experienced
SYSTEM OPERATION on float aircraft, which are not equipped with
nosewheel steering.
System operation is normally automatic. The
electric pump will cycle as required to main- ELECTRIC PUMP FAILURE
tain pressure within the allowable range.
Should the electrically driven pump becomes
As mentioned earlier, it is critical that the inoperative, a hand pump located under a hinged
hydraulic circuit breaker be properly en- door on the cockpit floor to the right of the
gaged prior to engine start. Many accidents pilot can be used to pressurize the entire sys-
have occurred because pilots have started en- tem. Pressure buildup to approximately 1300
gines and begun to taxi with the hydraulic psi will require between 20 to 30 strokes of the
circuit breaker pulled out. The brake and sys- hand pump. Higher pressures to 1500 psi by
tem accumulators will retain sufficient pres- hand can be achieved with some difficulty.
sure for several application of brakes and
A check valve installed on the brake system

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traps a limited amount of pressure in the brake main in the brake accumulator, usually suffi-
system accumulator, in the unlikely event both cient for 2 or 3 applications of the brakes.
the electrically driven pump and the hand
pump are inoperative. The nosewheel shimmy damper is part of the
nosewheel steering system and requires hydraulic
HYDRAULIC FLUID LOSS fluid to function. Severe nosewheel shimmy can
be expected if hydraulic fluid is lost.
If a leak in the system occurs upstream of the
brake system, flap and nosewheel steering If a leak occurs in the brake system, all hy-
services will be lost. Some pressure will re draulic fluid will be lost and no services will
be available.

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QUESTIONS
1. Hydraulic system pressure is kept within 5. The fluid used in the system:
the desired pressure range by: A. Is sometimes called Skudrol
A. The relief valve B. Can compress to 1950 psi
B. A variable-volume, electrically driven C. Is flammable
pump D. Is normally checked by the pilot each
C. The pressure switch day
D. The accumulators
6. The hydraulic system circuit breaker:
2. The hand pump: A. Should be pulled before start
A. Supplies pressure to all hydraulic sub- B. Powers the electric pump and guages
systems C. Imposes a great demand on the battery
B. Supplies pressure only to the flaps D. Should never be pulled by the pilot,
and wheel brakes except in the case of a hydraulic sys-
C. Cannot be used to pressurize the wheel tem abnormality
brakes
D. Cannot be used to pressurize the nose- 7. Pilots should check the accumulator
wheel steering system precharge:
A. Daily
3. The hydraulic reservoir:
B. After checking the tire pressure
A. Supplies fluid to the electrically C. Before checking the cable tension
driven pump and the handpump
D. Only if jerky steering or jerky brake
B. Is unpressurized response suggests there may be a
C. Is pressurized problem
D. A and B
4. The hydraulic accumulators:

A. Absorb pressure ‘spikes’ in the sytem
B. Store a small reserve of pressure
C. Accumulate contaminated fluid
D. Both A and B

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ENDNOTES
1 S.O.O. 6001
2 Mod 6/1570 (TAB 658/6)
3 Mod 6/1228 (TAB 606/6)
4 Mod 6/1570 (TAB 658/6)
5 Mod 6/1042 (S/B 6/27)
6 Mod 6/1728
7 S.O.O. 6113
8 Mod 6/1605
9 Mod 6/1654


CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION ................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR ................................................................................................................. 14-2
Main Gear ...................................................................................................................... 14-2
Nose Gear ...................................................................................................................... 14-3
Nosewheel Steering ....................................................................................................... 14-4
Tail Bumper ................................................................................................................... 14-6
Jury Strut........................................................................................................................ 14-6
OPTIONAL GEAR SYSTEMS ............................................................................................ 14-7
Spring Skis..................................................................................................................... 14-7
Wheel Skis ..................................................................................................................... 14-8
Straight Floats.............................................................................................................. 14-10
Amphibious Floats....................................................................................................... 14-10
Intermediate Flotation Gear......................................................................................... 14-12
BRAKES ............................................................................................................................. 14-12
Goodyear Brakes ......................................................................................................... 14-12
Cleveland Brakes ......................................................................................................... 14-13
Brake Operation........................................................................................................... 14-13
Parking Brake .............................................................................................................. 14-13
QUESTIONS....................................................................................................................... 14-14
ENDNOTES ........................................................................................................................ 14-15


ILLUSTRATIONS
Figure Title Page
14-1 Landplane Conventional Landing Gear ................................................................. 14-2
14-2 Main Gear............................................................................................................... 14-2
14-3 Main Gear (Fairings Removed).............................................................................. 14-2
14-4 Main Gear Assembly.............................................................................................. 14-2
14-5 Nose Gear............................................................................................................... 14-3
14-6 Nose Gear Components.......................................................................................... 14-3
14-7 Nosewheel Steering Actuator................................................................................. 14-4
14-8 Nosewheel Steering Lever...................................................................................... 14-4
14-9 Nosewheel Steering System ................................................................................... 14-5
14-10 Nosewheel Steering Actuator Schematic ............................................................... 14-5
14-11 Station 60 Damage ................................................................................................. 14-6
14-12 Tail Bumper............................................................................................................ 14-6
14-13 Jury Strut ................................................................................................................ 14-7
14-14 Spring Ski Installation............................................................................................ 14-7
14-15 Wheel Ski Installation ............................................................................................ 14-8
14-16 Wheel Skis—Extended1 ...........................................................................................14-8
14-17 Wheel Skis—Retracted .......................................................................................... 14-9
14-18 Wheel Ski Position................................................................................................. 14-9
14-19 Series 100 Aircraft on CAP Floats....................................................................... 14-10
14-20 Water Bombing Floats ...........................................................................................14-10
14-21 Cap Straight Float Installation ............................................................................. 14-11
14-22 Zero Thrust Reference Lines ............................................................................... 14-11
14-23 Wipline Amphibious Floats ................................................................................. 14-11


14-24 Intermediate Floatation Gear .................................................................................14-12

14-25 Goodyear Brakes—Factory Installed................................................................... 14-12
14-26 Goodyear Brake Assembly .................................................................................. 14-12
14-27 Cleveland Brake Assembly .................................................................................. 14-13
14-28 Brake System Schematic...................................................................................... 14-13
14-29 Parking Brake Handle ......................................................................................... 14-13

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CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
Twin Otter landplane gear is not retractable. Nosewheel steering is mechanically
controlled and hydraulically actuated. Wheel brakes are powered by the aircraft
hydraulic system.
GENERAL The hydraulically actuated nosewheel steer-

ing is controlled by cable linkage from a lever
The landing gear consists of two fixed main on the pilot’s control column.
wheels and a fixed nose wheel equipped with
nosewheel steering. The pilot centers the nose- The airplane has a hydraulically operated
wheel after takeoff using the nosewheel steer- power braking system. Each main gear wheel
ing system. Two configurations of skis, several houses a single disc brake assembly that is
models of floats, and larger, intermediate operated by the aircraft hydraulic system.
floatation tires are also available. A parking brake is provided.

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Figure 14-1. Landplane Conventional Figure 14-3. Main Gear (Fairings Removed)
Landing Gear
The two lower urethane blocks will com-
LANDING GEAR press and not reach their full service life if
the aircraft is regularly left fully loaded (at
gross weight) overnight.
MAIN GEAR
Main gear tire pressure is normally main-
Each main gear consists of a leg assembly, tained at 38 psi if the ambient temperature is
shock absorbers, brake hydraulic fluid pipe, above –20°F (–29°C), and 34 psi of the tem-
and a jacking pad, all enclosed within a two perature is less. The tires also absorb shocks
piece fiberglass gear leg fairing (Figures 14-1, during landing and taxi, and the pressure
14-2, 14-3 and 14-4). Each main gear wheel change at lower temperatures is necessary to
is equipped with a disc brake assembly.
UPPER LOWER
Shock absorption is provided by a urethane ATTACH UPPER ATTACH
block system, located at the upper end of the FITTING PLATEN FITTING
gear leg where the gear leg attaches to the
fuselage. Two urethane blocks absorb im-
pact loads and a third urethane block controls PIVOT
gear rebound. SHOCK ABSORBER POINT
REBOUND
SHOCK ABSORBER
LEG
FAIRING
BRAKE
LINE
Figure 14-2. Main Gear Figure 14-4. Main Gear Assembly

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ensure that the tires meet required energy CHARGING VALVE

absorbing requirements.
Beginning with aircraft serial number 371, a UPPER

tire inflation placard was provided listing CYLINDER
correct pressures for both standard and in-
termediate floatation gear 2 .
NOSE GEAR STEERING

COLLAR
The nose gear is attached to the forward face NOSEWHEEL STEERING
of the bulkhead at fuselage station 60 (Figure ACTUATOR
14-5). The nose gear consists of a conven- CENTERING LATCH
tional pneumatic (air-oil) shock strut, wheel UPPER
fork, and upper and lower torque arms. A QUICK-RELEASE TORQUE ARM
steering actuator attached to the shock strut PIN
PISTON
moves a steering lever, which rotates the
LOWER TORQUE ARM
steering collar. The steering collar is attached FORK
to the upper torque arm, which is connected
to the lower torque arm by a removable pip
pin. The lower torque arm is attached to the
nosewheel fork, which holds the nosewheel
(Figure 14-6).
Figure 14-6. Nose Gear Components
Landing and taxi loads are dampened by oil
flow through an orifice in the shock strut, and
by a nitrogen charge in the strut. The chrome
piston at the bottom of the shock strut is nor-
mally extended 5.5 to 6 inches when the air-
craft is parked; however, the distance will
vary with aircraft loading.
A towbar can be attached to the nosewheel at

the center of the wheel hub to tow the aircraft.
The pip pin which connects the two torque
links together must be removed before the
towbar is attached, otherwise the hydraulic
steering mechanism will be damaged.
When the pip pin is removed, the nosewheel

may be rotated freely through 360°; however,
the wire supplying power to the taxi light must
be disconnected if the nosewheel is to be
rotated more than 90° in either direction
when the towbar is being used. The quick-
release pin must be reinstalled prior to taxi-
ing or flight.
Figure 14-5. Nose Gear


Nose tire pressure is normally maintained 32

psi, regardless of ambient air temperature.
NOSEWHEEL STEERING
General
There is no connection between the nosewheel
steering system and the rudder pedals.
Nosewheel steering is provided by a double

acting hydraulic actuator located on the for-
ward side of the nosegear shock strut (Figure
14-7). The actuator moves a steering lever, Figure 14-8. Nosewheel Steering Lever
rotating the steering collar around the shock
strut cylinder, to turn the nosewheel fork the NW STEER lever is horizontal, the nose-
through the upper and lower torque arms at- wheel is centered.
tached to the collar and fork.
Beginning with aircraft serial number 331 5 ,
The nosewheel may be steered 60° either side a luminous tape strip was installed on the
of center. nosewheel steering lever and the control col-
umn to confirm the center position. Beginning
with aircraft serial number 431 6 , a post light
was added on the control column to illumi-
nate the tape strip during nighttime operation.
At the same time, the cord-wrapped control
wheel handgrips were replaced with plastic
handgrips. All of these modifications may be
easily refitted to older aircraft.
The NW STEER lever is connected by cables

to the control valve on the steering actuator
(Figure 14-9). The control valve moves a spool
within a sleeve, which opens and closes pres-
sure ports, thus directing hydraulic fluid to one
Figure 14-7. Nosewheel Steering Actuator side or the other of the actuator piston. When
the pilot ceases applying pressure to the nose-
wheel lever, the control valve centers, and
A shimmy damper was provided as standard locks in the hydraulic pressure present on
equipment beginning at aircraft serial number both sides of the actuator, thus holding the
549 3 . Previously, it had been available as an nosewheel in position. If hydraulic system
option 4 . p r e s s u r e i s l o s t , t h e n o s ew h e e l w i l l h y -
draulically lock in the position it was in at the
Operation time the pressure was lost.
A lever, labeled NW STEER, is provided on Figure 14-10 illustrates operation of the nose-
the left-hand control column (Figure 14-8). wheel steering actuator.
Upward movement of the lever causes the
nosewheel to turn right and downward move- When the piston within the nosewheel actu-
ment causes the nosewheel to turn left. When ator moves, the actuator body also moves.

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RELIEF VALVE:
CRACKING PRESSURE
1,300 PSI MINIMUM,
RESEAT PRESSURE
1,100 PSI MINIMUM
INPUT
FROM PILOT
SHIMMY DAMPER
STEERING CONTROL VALVE

BACK PRESSURE CHECK
VALVE: INLET CHECK VALVE
RESEAT PRESSURE 40 TO 60 BACK CRACKING PRESSURE
PSI PRESSURE 15 TO 30 PSI
VALVE
LEGEND 1,500 PSI
SUPPLY RETURN PRESSURE SUPPLY
RETURN FILTER: 10 MICRON.

TO 5 PSI PRESSURE DROP
PRESSURE APPLICATION — RIGHT TURN ATMOSPHERE MAXIMUM AT 1/4 GPM (U.S)
PRESSURE APPLICATION — LEFT TURN
RATE RESTRICTOR
Figure 14-10. Nosewheel Steering Actuator

Movement of the actuator body is transmit-
TO STEERING ted back to the NW STEER lever through the
LEVER, PILOT'S cables. Movement of the NW STEER lever
CONTROL WHEEL is positive indication of movement of the
nosewheel.
The nose tire has a large footprint and the

steering system normally cannot apply
STEERING enough force to turn the nosewheel if the air-
ACTUATOR
STEERING
craft is stationary on a hard surface such as
COLLAR asphalt or concrete. In this case, it is neces-
sary to taxi forward slowly before the nose-
QUICK wheel can be turned.
RELEASE
PIN
TORQUE ARM Steering during tight turns can be supple-
mented with differential engine power, in-
cluding propeller discing or reverse if needed.
Use of differential braking to assist with steer-
ing is not recommended, because of the
stresses imposed on the nose strut.
The hydraulic nosewheel steering system

is primarily used during low speed taxiing.
During higher speed ground operations,
Figure 14-9. Nosewheel Steering System such as takeoff, landing, and high speed

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taxiing, aircraft heading can be controlled

aerodynamically with coarse movement of WARNING
the rudder.
It is critical that pilot comply with
The nosewheel is held in the centered position the Flight Manual requirement that
during flight by a spring-loaded pin on the the nosewheel be centered following
upper torque link which engages into the lower takeoff. The Flight Manual also re-
noseleg retention clamp notch when the nose quires that the nosewheel be checked
gear leg extends fully after takeoff 7 . The pin again to ensure it is centered before
will not engage properly if the nosewheel is landing. If the aircraft is landed with
not centered at takeoff, a condition that some- the nosewheel off center, this con-
times occurs when taking off during strong dition may result in loss of control
crosswinds or on rough surfaces. and severe damage to the aircraft.
The nosewheel must be centered after every TAIL BUMPER

takeoff by moving the NW STEER lever to-
wards center until the pin locks in the center A leaf-spring tail bumper is installed on the
position and resistance is felt. If it is not cen- aft fuselage, to prevent or minimize structural
tered after takeoff, the nosewheel may slowly damage should overrotation occur (Figure 14-
drift off center to the limit of full deflection. 12). A rubber pad within the fuselage aids the
leaf spring in absorbing the shock of ground
contact.
JURY STRUT
A jury strut is provided for use when the air-
craft is being loaded or unloaded (Figure 14-
13). The jury strut clips on to the lower aft
fuselage and will prevent the aircraft from
settling onto the tail bumper if the center of
Figure 14-11. Station 60 Damage Figure 14-12. Tail Bumper

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compartment, and have the refueller add fuel

to the forward tank before filling the aft tank.
OPTIONAL GEAR
SYSTEMS
SPRING SKIS
Spring skis 8 are available for operation on
snow or ice surfaces. Installation of spring
skis or wheel skis requires replacement of the
Figure 14-13. Jury Strut airspeed indicator and flight limitation plac-
ard appropriate to the ski system installed.
gravity is temporarily aft of allowable limits.
The jury strut is normally stowed in the rear Spring skis are installed on the existing main
baggage compartment when not in use. wheel axles (Figure 14-14). The main gear
spring skis are restrained in flight by front and
Certain conditions encountered during load- rear bungee-loaded cables attached to the un-
ing and unloading may cause the aircraft to tip derside of the wing. Short carbon steel check
backwards. If the cabin and nose baggage cables are attached parallel to the front and
compartment are empty, the rear baggage com- rear bungee loops to limit ski movement and
partment is full, the aft fuel tank is full, and act as safety cables in the event of a bungee
heavy freight is then loaded into the cabin loop breaking.
through the back door, the aircraft may tip
backwards. To avoid this, unload the rear bag- The nose gear ski retaining harness consists
gage compartment before the nose baggage of front and rear cables. The front cables each
BUNGEE
CHECK CABLE
BUNGEE LOOP
LEAF CHOCKS
SPRING
CHECK CABLE
LEAF SPRING
NOSE GEAR
MAIN GEAR
Figure 14-14. Spring Ski Installation

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incorporate a bungee in parallel with the steel Movement of the selector lever changes the po-
TELESCOPING SHOCK check cable. sition of the hydraulic control valve to direct
UNITS
RESTRAINING BUNGEE SHOCK hydraulic system pressure to the hydraulic ac-
CABLE CORD Spring skis installed in place of conventional tuators on the main and nose gear skis.
wheels increase the aircraft empty weight by Selecting the lever to UP will retract the skis
FW
approximately 396 pounds. allowing a wheel landing and the three indi-
D
cator lights labeled UP will illuminate.
FORWARD LIMIT
CABLE
AFT LIMIT WHEEL SKIS Selecting the lever to DOWN will reverse
CABLE
the hydraulic flow to the actuators, extend-
Wheel skis9, manufactured by Bristol
ing the ski below the wheels for a ski land-
Aerospace, are installed on special wheel
ing. The three indicator lights labeled DN
FW
D axles (Figure 14-15). Each main gear ski is
will illuminate.
connected to its axle by levers, cables, links,
and bungee cords, and to three fittings on the Power for the system is obtained from the left
lower surface of the wing. DC bus through a 5-amp circuit breaker labeled
SKI POS IND, located on the forward avion-
HYDRAULIC Both main gear skis incorporate a device for
ACTUATOR ics circuit-breaker panel. Each ski has two
controlling the lateral attitude of the skis position limit switches, actuated by a latch
HYDRAULIC NOSE GEAR throughout the deflection range of the main lever, to provide a signal for the appropriate
ACTUATOR gear leg, from flight to maximum landing position light illumination (Figure 14-18).
SKI RAISING weight deflection. This feature is active
MAIN GEAR CABLE
only when the skis are extended for ski land-
Figure 14-15. Wheel Ski Installation ings. (Figure 14-16). Positioning the skis for STRAIGHT FLOATS
wheel landings cancels this feature and
causes automatic positioning of the skis for Straight floats, manufactured by Canadian
optimum ground clearance during taxiing Aircraft Products (CAP), are available for all
(Figure 14-17). series of aircraft 10 (Figure 14-19). All air-
craft with CAP floats must operate with the
The nosewheel ski is attached to the nose gear short-nose configuration. The main and rear
axle and to the fork by two pairs of telescop- struts between the fuselage and floats are en-
ing bungee-ring shock units. Both the main closed in fairings. The forward and rear
and nose skis are rigged level in flight and are spreader bars maintain float alignment.
self-trimming in pitch for ski or wheel landings. Beaching gear can be attached to the floats to
remove the aircraft from water.
Wheel skis installed in place of conventional
wheels increase the aircraft empty weight by
Many additional changes are required when
approximately 660 pounds.
floats are installed. All aircraft must have
upper and lower finlets installed on the hori-
Wheel Ski Operation zontal stabilizer surfaces to improve lateral sta-
bility of the aircraft (Figure 14-21). A feel
Operation of the wheel skis is controlled with
spring is installed in the elevator control sys-
the ski position selector lever, located on the
tem to provide the required control charac-
ski selector panel which is to the left of the cen-
teristics. This spring must be removed if the
ter pedestal (Figure 14-18). The ski selector
aircraft is later reconfigured as a landplane.
panel hand lever has two positions labeled UP
and DOWN, and six position indicator lights,
Float installation also requires the addition
three labeled UP and three labeled DN. The po-
of an airspeed indicator with different range
Figure 14-16. Wheel Skis Extended1 sition lights identify the left and right main ski
and nose ski base plate positions.
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WHEEL SKI INSTALLATION
MAIN GEAR (FORWARD VIEW) MAIN GEAR (AFT VIEW)
Figure 14-17. Wheel Skis—Retracted
SKI POSITION
INDICATOR
LIGHTS TORQUE SHAFT ARM STOP
WARNING
DO NOT APPLY BRAKES
DURING SKI ACTUATION
UP SKI POSITION
UP UP SELECTOR
LEVER
SKI POSITION
DN DN
DN
U
P NOTE:
NOSEWHEEL SKI SHOWN MAIN
WHEEL SKI SIMILAR
LATCH SPRING
UP LATCH
MICROSWITCH LEVER
D
O LATCH PIN
W
N
DOWN MICROSWITCH
CONTROL PANEL MICROSWITCHES

Figure 14-18. Wheel Ski Position

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markings (Figure 14-21). An additional stall increase the aircraft empty weight by ap-
bar is also installed on the right wing. proximately 878 pounds.
Propeller zero-pitch blade latches 11 must be
installed for float operation. Reference lines
are added to the power lever quadrant to in-
WATER BOMBING FLOATS
dicate the zero thrust position (Figure 14-22). By special order, water bombing floats used
for forest fire control may be fitted. (Figure
Although wing fences are standard equipment 14-20). The water pickup probes and bomb
on all Series 300 aircraft, earlier Series doors on the floats are controlled by a sepa-
100/200 aircraft are required to have wing rate hydraulic system. A considerable num-
fences installed when equipped with floats. ber of modifications to the aircraft, including
thicker wing skins from the fuselage to the en-
Straight CAP floats and associated equipment gine mounting, are required to operate at the
installed in place of conventional wheels 15,000 maximum takeoff weight used for
increases the aircraft empty weight by ap- water bombing. To reduce wing bending mo-
proximately 812 pounds. ments, wing fuel tanks must be full when op-
erating at weights in excess of 12,500 pounds.
Further information about the water bombing
AMPHIBIOUS FLOATS floats is contained in Supplement 28 of the
Flight Manual, “Water Bomber Operation at
A new amphibious float configuration by
15,000 Pounds”.
Wipaire Inc. has been certified for Series 300
aircraft (Figure 14-23). Wipaire Inc. also man-
ufactures straight floats for Series 300 air-
craft. The long nose baggage compartment
may be retained when Wipline floats are in-
stalled. Both Wipline Amphibious 13000 and
Standard float models have STC approval.
Wipline amphibious floats and associated

equipment installed in place of conventional
wheels increases the aircraft empty weight by
approximately 1,466 pounds. Wipline straight
floats installed in place of conventional wheels
Figure 14-20. Water Bombing Floats

Figure 14-19. Series 100 Aircraft
on CAP Floats

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FINLETS
FENCE
FLOATPLANE FINLETS SERIES 100 FLOATPLANE

AIRSPEED INDICATOR
Figure 14-21. Cap Straight Float Installation
THROTTLE
MAX
ZERO THRUST
REFERENCE LINE REVERSE
ZERO THRUST
STOP & START
IDLE
FWD
POWER LEVER
OVERHEAD CONSOLE—LEFT SIDE
MAX
A
VIEW ON ARROW A
Figure 14-23. Wipline Amphibious Floats

Figure 14-22. Zero Thrust Reference lines
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INTERMEDIATE FLOTATION Intermediate flotation landing gear in-

GEAR stalled in place of conventional landing
gear increases the aircraft empty weight by
An intermediate flotation landing gear con- approximately 111 pounds.
figuration 12 is available for desert and soft
field landing strip surfaces. (Figure 14-24).
The main wheel 11.00 x 12 standard tires are
replaced with Goodyear 1500 x 12 type 111
BRAKES
(10 ply) tires, or Dunlop 36 x 1300 x 12 (6
Ply) tires 13 . GOODYEAR BRAKES
Aircraft were fitted with Goodyear brakes at
the factory (Figure 14-25). One single-disc
Figure 14-24. Intermediate Flotation Gear
In addition, a larger nosewheel fork is in-

stalled on the nose gear leg to accommodate
a 11.00 x 12 mainwheel fitted with the larger
Goodyear or Dunlop tire. A longer jury strut
is also provided 14 . Figure 14-25. Goodyear Brakes—Factory
Installed
WEAR INDICATOR (3) HOUSING
PISTON (3)
ROTATING DISC DISC GUIDE

(GEARED TO WHEEL)
Figure 14-26. Goodyear Brake Assembly

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brake assembly, geared to and driven by the CLEVELAND BRAKES

wheel, is installed on each main gear wheel BRAKE ACCUMULATOR PRESSURE
(Figure 14-26). An alternative wheel and brake assembly is INDICATOR AND AIR CHARGE VALVE
available by STC 17 from the Parker Hannifin BRAKE
The brake housing is attached to the gear leg. Corporation. This wheel and brake unit can be 1.0 ACCUMULATOR
Six brake pucks are installed in each brake as- installed on all series Twin Otter aircraft
1.5
.5
sembly, three in the pistons and three in the (Figure 14-27). 0
2.
0 BRAKE
brake housing. The brake disk rotates between X 1000
1000
RELIEF
these pucks. When brake pressure is applied, The wheel is of cast magnesium material VALVE
(1,750
it forces the rotating brake disk against the and is suitable for use with all 11.00 x 12 tires. 2000
PRESS PSI)
brake pucks, creating friction for braking. The wheel will accommodate tire tubes if re- PSI
quired. The brake is a single caliper, four BRAKE SYSTEM

An automatic adjust feature on each brake piston external disc design with sintered PRESSURE
maintains constant running clearance as the metallic linings. A flexible wire-braided hy- INDICATOR
brake pad wears. Although wear indicator pins draulic hose replaces the hard steel pipe from DH DH
recede into the brake housing as wear occurs, the main gear leg lower flange housing to the
the recommended method of checking puck brake assembly. LEGEND PARKING
wear is to measure the dimension, after ap- HYDRAULIC SYSTEM PRESSURE BRAKE
plying the brakes, between the brake disc and The larger intermediate flotation tires may not METERED BRAKING PRESSURE
machined face of the main body housing in the be installed on the Cleveland wheel and brake BRAKE
RETURN
piston housing area 15 . a s s e m b l y u n i t s 1 8 . T h e Pa r ke r H a n n i fi n CONTROL
Corporation should be contacted for all details NITROGEN VALVES
Anti-rattle plungers 16were installed in the of the Cleveland wheel and brake installation. MECHANICAL
mainwheel drive ring, beginning with aircraft
serial number 351, to eliminate noise during BRAKE OPERATION
taxiing and after takeoff.
BRAKE BRAKE
The brakes can be applied by either the pilot ASSEMBLY ASSEMBLY
or the copilot. The right and left brakes func-
tion independently. Applying toe pressure to
the top of either set of rudder pedals actuates
the brake metering valves. Figure 14-28. Brake System Schematic
Hydraulic pressure is metered by the brake PARKING BRAKE

valves in direct proportion to force applied to The brakes can be locked in the applied posi-
the pedals. Releasing the pressure on the top tion by applying the brakes and then pulling
of the rudder pedals releases the metering the PARKING BRAKE handle (Figure 14-29).
valves, allowing fluid in the brake lines to re- This will mechanically lock the brake link-
verse flow to the return system and thus release age in the applied position to hold constant
the brakes (Figure 14-28). hydraulic pressure on the brakes. The park-
ing brake may be released by pressing firmly
Pressure for brake operation is supplied by the on the top of the rudder pedals. The parking
aircraft hydraulic system (electrically driven brake may only be released from the left-hand
pump or the hand pump). If both sources fail pilot position.
a check valve retains pressure in the brake ac-
cumulator. Pressure left in the brake accu- Parking brake pressure is limited to 850 psi,
mulator will only provide 2 or 3 brake which is less than the maximum pressure
applications. In this case, do not “pump’’ the available when the brake pedals are fully de-
brakes as brake accumulator pressure will be pressed. The parking brake is not a substitute Figure 14-29. Parking Brake Handle
rapidly depleted. for chocks or tiedowns when the aircraft is
Figure 14-27. Cleveland Brake Assembly parked outdoors.
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QUESTIONS
l. The main landing gear: 4. Nosewheel steering is:
A. Utilizes urethane blocks to absorb A. Mechanically controlled
landing shock B. Hydraulically actuated
B. Utilizes air–oil shock struts to absorb C. Capable of steering the nosewheel
landing shock 60° either side of center
C. Is solidly mounted to the fuselage with D. All the above
no provisions for shock absorption
D. Is retractable 5. Wheel skis are:
A. Retracted for wheel landings
2. The nose landing gear:
B. Fixed and cannot be extended or re-
A. Incorporates a hydraulically actuated tracted
steering actuator C. Not hydraulically actuated
B. Utilizes a conventional air–oil shock D. None of the above
strut
C. A and B 6. Spring skis are:
D. Is retractable
A. Attached to the landing gear axles
B. Restrained in flight by bungee-loaded
3. Prior to towing the airplane:
cables attached to the underside of
A. Disconnect the upper torque arm from the wing
the steering collar. C. A and B
B. Disconnect the torque arms by pulling D. Attached to the landing gear wheels
the quick-disconnect pip pin.
C. Ensure the quick-disconnect pip pin is 7. The wheel brake assembly:
installed, connecting the torque arms.
A. Incorporates one rotating disc
D. Release the nitrogen charge from the
nose strut B. Is self-adjusting
C. Is powered by the aircraft hydraulic
system
D. All the above

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ENDNOTES
1 Photo of VB-FBL with radar-echo antenna under wings ©Copyright British Antarctic
Survey 1994. File MP 3/94. Used with Permission. Photo Credit: M. Preston.
2 Mod 6/1446 (TAB 640/2) is applicable to all aircraft
3 Mod 6/1554 (TAB 664/1): See also Mod 6/1580 (TAB 661/7 and 670/1).
4 S.O.O. 6149
5 Mod 6/1396 (TAB 625/6)
6 Mod 6/1478 (nosewheel steering lever illumination) and 6/1476 (plastic handgrips)
7 Mod 6/1040 (S/B 6/20) begins at aircraft serial number 38. Later improved by Mod 6/1562
(SM 6/346) providing a narrower notch to reduce veer on landing, beginning at serial num-
ber 491.
8 S.O.O. 6116
9 S.O.O. 6001, although initially designed and supplied by Bristol Aerospace in Winnipeg,
the manufacturing and STA rights are now held by Centair located in Fort Erie, Ontario.
Bristol Aerospace does not respond to Twin Otter wheel ski problems.
10 S.O.O. 6002 for 100/200 series and S.O.O. 6082 for 300 series. Although initially designed
and manufactured by Canadian Aircraft Products in Vancouver, the manufacturing and STA
rights are now held by Kenn Borek Air in Calgary, Alberta.
11 S.O.O. 6022 or Mod 6/1303
12 S.O.O. 6048 (S/B 6/156)
13 Mod 6/1526
14 Mod 6/1411 (TAB 632/1) is applicable only to aircraft fitted with S.O.O. 6048.
15 TAB 669/4
16 First by Mod 6/1217 at S/N 223 and later by Mod 6/1387 (S/B 6/186 Rev D); later improved
by Mods 6/1733 and 1768 (TAB 674/2) at aircraft 700. Refer also to Mod 6/1685 at S/N
631 and TAB 672/6. The guide pad cannot be fitted when wheel skis are installed.
17 STC SA1065GL, Approved Equipment List AEROC 6.6.G.1: Parker Hannifin Corporation,
1160 Center Road, Akron, Ohio 44011. Kit number 199 09200
18 TAB 664/8


CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS ........................................................................................ 15-2
Ailerons.......................................................................................................................... 15-2
Elevators......................................................................................................................... 15-2
Rudder............................................................................................................................ 15-3
Bonding Straps............................................................................................................... 15-4
FLIGHT CONTROL LOCKS ............................................................................................... 15-4
General........................................................................................................................... 15-4
Modification History...................................................................................................... 15-5
TRIM SYSTEMS .................................................................................................................. 15-6
Rudder and Elevator Trim.............................................................................................. 15-6
Aileron Trim .................................................................................................................. 15-6
Flap-Elevator Interconnect Tab...................................................................................... 15-7
SECONDARY FLIGHT CONTROLS .................................................................................. 15-7
Flaps............................................................................................................................... 15-7
STALL WARNING ............................................................................................................. 15-11
Indication ..................................................................................................................... 15-11
System Design ............................................................................................................. 15-11
Stall Bar ....................................................................................................................... 15-12


AIRSPEED LIMITATIONS................................................................................................ 15-13

100 and 200 Series Airplanes ...................................................................................... 15-13
300 Series Airplanes.................................................................................................... 15-13
Other Airspeed Limitations ......................................................................................... 15-13
QUESTIONS....................................................................................................................... 15-15
ENDNOTES ........................................................................................................................ 15-16


ILLUSTRATIONS
Figure Title Page
15-1 Control Column...................................................................................................... 15-2
15-2 Rudder Pedals......................................................................................................... 15-2
15-3 Flight Control Surfaces .......................................................................................... 15-3
15-4 Wing Fence ............................................................................................................ 15-3
15-5 Wiper Seals ............................................................................................................ 15-3
15-6 Vortex Generators................................................................................................... 15-4
15-7 Bonding Straps and Static Wicks ........................................................................... 15-4
15-8 Flight Control Locks (Original Design Pre Mod 6/1676)...................................... 15-5
15-9 Rudder Gust Lock (Installed)................................................................................. 15-5
15-10 Control Lock Modification History ....................................................................... 15-5
15-11 Gust Lock (Pre Mod 6/1676) ................................................................................. 15-5
15-12 Gust Lock (Mod 6/1676)........................................................................................ 15-5
15-13 Gust Lock with Flag (Mod 6/1726) ....................................................................... 15-6
15-14 Trim Controls ......................................................................................................... 15-6
15-15 Flap/Elevator Interconnect Trim System................................................................ 15-7
15-16 Aileron/Flap Arrangement—Inboard Left Wing ................................................... 15-8
15-17 Wing Flap System .................................................................................................. 15-9
15-18 Wing Flap Selector Lever and Position Indicator .................................................. 15-9
15-19 Inboard Trailing Flap Fully
Extended—Note Rigging Mark for 0°-Position .................................................. 15-10
15-20 RESET PROPS Caution Light............................................................................. 15-11
15-21 Stall Warning Light.............................................................................................. 15-11
15-22 Lift Detecting Vanes ............................................................................................ 15-12


15-23 Metal Stall Bar ..................................................................................................... 15-12

15-24 Neoprene Stall Bar............................................................................................... 15-13
15-25 Airspeed Limitations Placards ............................................................................. 15-13


CHAPTER 15
FLIGHT CONTROLS
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INTRODUCTION
Twin Otter aircraft are equipped with conventional, manually actuated primary flight controls
operated by cables, pulleys, and mechanical linkage.
Rudder and elevator trim are manually controlled and mechanically actuated; aileron trim is elec-
trically controlled and electrically actuated.
Secondary flight controls consist of hydraulically actuated wing flaps.
A stall warning system provides warning of an impending stall .
GENERAL Fore and aft column movement operates the el-

evators.
The dual-Y design control column is fitted
with control wheels which are interconnected Rudder pedals are provided for both the pilot
with a chain and sprocket system for aileron and the copilot (Figure 15-2). Each set of ped-
control (Figure 15-1). The control wheels are als is adjusted fore and aft for pilot comfort
spring-loaded to neutral by a spring strut be- with a knob located between the pedals. Pulling
hind the copilot’s control column. the knob allows spring pressure to move the

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Figure 15-1. Control Column Figure 15-2. Rudder Pedals

pedals aft; pulling the knob and exerting pres- and back symmetrically when the flaps are
sure on both pedals moves them forward. extended.
Releasing the knob locks the pedals in the se-
lected position. The ailerons move differentially at any flap po-
sition. The degree of movement relative to
Control locks secure the rudder, ailerons, and control wheel movement increases when flaps
elevator when the aircraft is parked. are extended.
Primary flight control surface trim is con- Each aileron is equipped with a geared servo
trolled by manual and electrical controls on the tab. The servo tabs move in the opposite di-
trim console on the right side of the pilot. rection to the aileron surface movement to
provide aerodynamic assistance. The geared
The wing flaps are manually controlled with a tabs considerably reduce the effort required to
lever on the overhead console and are powered by operate the ailerons.
a hydraulic actuator mounted in the cabin roof.
Wing Fences
The stall warning system consists of two lift
detecting vanes on the left wing leading edge: Wing fences, provided as standard equipment
one is operative during the full range of flap on all Series 300 aircraft and on Series 100 and
operation and the other is operative after 12° 200 aircraft equipped with surface deice equip-
of flap travel. Stall warning is provided by a ment or floats, enhance aileron effectiveness
warning light, and in most aircraft, a stall at low airspeed (Figure 15-4).
warning horn.
ELEVATORS
PRIMARY FLIGHT The elevators are not equipped with geared
tabs, as the leverage provided by the con-
CONTROLS trol yoke provides sufficient mechanical
advantage to operate the elevator without
AILERONS difficulty.
The ailerons are unique. They are attached Wiper seals are located on the elevator lead-
to the outboard fore flaps and extend down ing edge skin to prevent air leakage between
the front of the elevator and the rear of the

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RUDDER
FLAP/ELEVATOR
INTERCONNECT TRIM
TAB TAB
ELEVATOR
GEARED GEARED TAB
TAB
INBOARD
FORE FLAP TRIM TAB
INBOARD TRAILING
FLAP
GEARED
TAB
OUTBOARD
FORE FLAP
AILERON
TRIM
TAB
Figure 15-3. Flight Control Surfaces
Figure 15-4. Wing Fence Figure 15-5. Wiper Seals

horizontal stabilizer. The gap seals enhance A wiper seal located on the forward edge of
the handling qualities of the aircraft during ap- the rudder prevents air leaks between the rud-
proach and low speed conditions (Figure 15-5). der and the fin, preserving rudder effectiveness
at large angles of deflection.
RUDDER Vortex Generators
The rudder is equipped with a geared tab, to
minimize force required to operate the rudder, Vortex generators, installed on either side
particularly during single-engine operation. of the fin and on the horizontal stabilizer

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Figure 15-7. Bonding Straps and

Static Wicks
BONDING STRAPS
Bonding straps are provided at all flight sur-
face hinge locations to enhance the electrical
grounding qualities of the aircraft structure
(Figure 15-7). Proper grounding will mini-
mize the damage caused at hinge locations by
a lightning strike.
SERIES 300 AIRCRAFT
Static wicks are provided on all flight control
trailing edges (Figure 15-7). Some flight con-
trols have more than one static wick.
All flight control surfaces, including primary,

secondary, and trim control surfaces, are shown
in Figure 15-3.
FLIGHT CONTROL
LOCKS
ALL AIRCRAFT GENERAL
Figure 15-6. Vortex Generators The flight control locks (gust locks) are pro-
(Figure 15-6). They enhance rudder ef- vided to secure the ailerons, rudder, and el-
fectiveness at low airspeeds. Series 300 evators when the airplane is parked (Figure
aircraft have additional vortex generators 15-8). The rudder is locked by centering ei-
on the fin above the horizontal stabilizer i ther set of rudder pedals and lifting the LIFT
(Figure 15-6). FOR GUST LOCK lever on the floor just aft
of the pilot’s rudder pedals (Figure 15-9).
When washing the aircraft or removing snow The lever may be lifted when the rudder is off
and ice, care must be taken not to bend or center, but the lock will not engage until the
damage the vortex generators. rudder passes through the center position.

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AILERON AND ELEVATOR

GUST LOCK HOOK
MOD 6/1676 MOD 6/1726
WARNING FLAG
RUDDER VERTICAL TUBE
STRUT ASSEMBLY ASSEMBLY
RUDDER
LOCK
(LIFT FOR GUST LOCK)
RUDDER GUST LOCK

MECHANISM
(PERMANENTLY INSTALLED)
RUDDER CONTROL
QUADRANT LOCKED SPRING-LOADED AILERON
(RUDDER PEDALS IN NEUTRAL) PLUNGER LEVER AND ELEVATOR
STRUT STRUT ASSEMBLY
AILERON AND ELEVATOR GUST LOCK
GUST LOCK HOOK ASSEMBLY ASSEMBLY HOOK ASSEMBLY
Figure 15-8. Flight Control Locks (Original Design Pre Mod 6/1676)
The lever is connected through a permanently The ailerons and elevators are locked by a de- Figure 15-10. Control Lock Modification History
installed link below the flight compartment vice that braces the pilot’s control wheel and
floor to a spring-loaded plunger that engages the control column to the instrument panel. The
in a detent in the rudder control quadrant. The control wheel is secured by two prongs en-
rudder lock lever is retained in the locked po- gaged on the right side of the left hand con-
sition by a spring-loaded device at the lower trol wheel, and the column is braced between
end of the vertical strut, which is intercon- two lugs on the column and one lug on the in-
nected with the aileron and elevator lock. strument panel (Figure 15-10).
MODIFICATION HISTORY
The original design gust lock held the ele-
vators in the neutral position. This allowed
the gust lock to be used by the maintenance
technicians as a rigging tool; however, it
also allowed inadvertent flight with the gust
lock installed (Figure 15-11).
A modified gust lock2 was provided, beginning

with aircraft serial number 613, which holds Figure 15-11. Gust Lock (Pre Mod 6/1676) Figure 15-12. Gust Lock (Mod 6/1676)
the control column in the full forward (nose-
down) position( Figure 15-12).
Following the report of a takeoff attempt with

Figure 15-9. Rudder Gust Lock (Installed) the new shorter gust lock installed, a further
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modification was made to install a large flag RUDDER AND ELEVATOR TRIM
on the shorter gust lock as the ultimate warn-
ing of gust lock engagement. This new gust The rudder and left elevator tabs are mechan-
lock, with warning flag 3, was provided as stan- ically connected by cables to the respective
dard equipment beginning with aircraft serial trim wheels on the trim console on the right
number 691 (Figure 15-13). side of the pilot (Figure 15-14).
Transport Canada, the Canadian regulatory Rotation of either trim wheel actuates a me-
authority responsible for certification and chanical jackscrew to position the respective
ongoing safety of the Twin Otter aircraft, is- tab. The rudder and elevator tabs have me-
sued a mandatory airworthiness directive 4 in chanically activated position pointer scale
1990 requiring installation of the shorter gust indicators beside the trim wheels. The rudder
lock with warning flag on all Twin Otter air- trim wheel has trim positions labeled LEFT
craft worldwide. and RIGHT including a position for takeoff
labeled T.O. The elevator trim wheel has trim
The gust locks may be stored behind the pilot positions labeled DOWN and UP and direc-
seats. Care should be taken to ensure that the tional arrows.
gust lock does not foul on the cables which
control fore and aft or up and down pilot AILERON TRIM
seat travel.
Aileron trim is electric, and is provided by a
small electric motor mounted within the left
TRIM SYSTEMS aileron, which is controlled by a rocker switch
at the rear of the trim console.
Primary control surface trim is provided by the
aileron, elevator, and rudder trim tabs. One tab ELEVATOR
is located on the left aileron, one tab on the TRIM
INDICATOR
upper portion of the rudder, and one tab on the
left elevator. ELEVATOR
TRIM
WHEEL
RUDDER
TRIM
INDICATOR
RUDDER
TRIM
WHEEL
AILERON TAB
POSITION
INDICATOR
AILERON
TRIM
SWITCH
Figure 15-13. Gust Lock with Flag
(Mod 6/1726) Figure 15-14. Trim Controls

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The switch is spring-loaded to the center off During flap operation, the flap-elevator in-
position. The two actuating positions, labeled terconnect tab is mechanically actuated by
LW DN and RW DN, are momentary on. Power cable linkage from a ball screwjack actua-
is supplied from the left DC bus through a 5- tor driven by the right flap bellcrank as-
amp circuit breaker labeled AIL TRIM ACT, s e m b l y. A s t h e f l a p s e x t e n d , t h e r i g h t
located at the bottom of the main circuit- elevator tab is deflected upward, function-
breaker panel. In the event of a switch failure, ing as a servo tab to lower the nose and aid
runaway aileron trim can be stopped by pulling the pilot in counteracting the pitchup that ac-
the circuit breaker. companies flap extension.
The aileron trim indicator is labeled AIL TRIM The flap interconnect tab operates through a
with positions labeled LW DN and RW DN at range of 12° up and down, relative to the ele-
each end of the scale with a center 0 reference vator trailing edge.
point. Power for the indicator is supplied from
the right DC bus through a 5-amp circuit This tab operates automatically and cannot
breaker labeled AIL TRIM IND, located at be controlled or adjusted by the pilot.
the bottom of the main circuit-breaker panel.
FLAP-ELEVATOR SECONDARY FLIGHT

INTERCONNECT TAB CONTROLS
To minimize pitch changes during flap oper-
ation, a mechanical interconnect linkage ex- FLAPS
ists between the flap actuating mechanism and
the flap interconnect tab, located on the trail- System Design
ing edge of the right elevator (Figure 15-15).
The entire trailing edge of the wing may be
considered to be a flap, given that both ailerons
SHAFT
INTERCONNECT
TRIM TAB
CABLE
DRUM BALL JACKSCREW
BELLCRANK
CABLE
DRUM ROD EN
Figure 15-15. Flap/Elevator Interconnect Trim System

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FLAP HINGE
ARM ATTACHMENT
BRACKET
AILERON TRIM TAB
(LEFT WING ONLY)
FORE FLAP
HINGE ARM
WING
WING
TRAILING OUTBOARD
OUTBOARD EDGE FORE FLAP AILERON
FORE FLAP
AILERON
AILERON CONTROL
ROD FAIRING
AILERON
GEARED TAB
INBOARD
FORE FLAP INBOARD
TRAILING FLAP
INBOARD TRAILING
FLAP HINGE ARM
LOOKING INBOARD,
LEFT WING
Figure 15-16. Aileron/Flap Arrangement— Left Wing
extend down and backwards when flaps are a range of 0 to 26°, and the inboard trailing flap
lowered. This provides the pilot with the abil- through a range of 0 to 60°. These numbers are
ity to reconfigure the entire wing by extend- averaged together to give an overall flap op-
ing flaps, which accounts for the outstanding eration range of 0 to 37.5°. This average num-
low speed handling characteristics of the Twin ber is used for the markings on the flap selector
Otter aircraft—and the relatively low V FE lever and flap position indicator.
limit speeds.
Operation
There are three flap surfaces on each wing, not
counting the ailerons. The inboard and out- The flap selector lever on the overhead console
board fore flaps are hinged to the main hinge moves in a slot labeled FLAPS with approxi-
arms, which are attached to the wing rear spar. mate position indications in 10° increments
The inboard trailing flap and the aileron are from 0 to 40°. The lever incorporates a lock-
attached to the inboard and outboard fore- ing device that must be depressed to release the
flaps, respectively (Figures 15-16 and 15-17). lever for movement (Figure 15-18).
On Series 300 aircraft, the inboard fore flap Moving the selector lever actuates a cable
operates through a range of 0 to 40°, the out- linkage to position a selector valve, direct-
board fore flap (and attached aileron) through ing aircraft system hydraulic pressure to the

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FLAP ACTUATOR
AND BELLCRANK
FLAP/ELEVATOR
TRIM INTERCONNECT CABLE
INTERMEDIATE
BELLCRANK
OUTBOARD
BELLCRANK
Figure 15-17. Wing Flap System
POSITION
FLAP POSITION INDICATOR
FLAP SELECTOR QUADRANT
SELECTOR
LEVER
SERRATED
ROD SEGMENT PAWL
FLAP POSITION INDICATOR
Figure 15-18. Wing Flap Selector Lever and Position Indicator

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flap actuator piston. As the flaps move, a fol- sidered to be positive indication of flap move-
lowup cable driven by the flap actuating ment. If the cable operating the indicator
mechanism repositions the selector valve to breaks or becomes loose, a spring will move
a null position, stopping the flaps at the de- the indicator to the 0° position.
sired angular point.
A triangular rigging mark is provided on the left
Restrictors in the hydraulic lines to the flap ac- side of the fuselage, just forward of the main
tuator limit the rate of fluid flow, thereby lim- cabin door, to indicate the 0° flap position
iting flap extension and retraction speeds. (Figure 15-19).
Flaps extend more rapidly than they retract.
This is deliberate, to minimize the subsidence Malfunctions
and out-of-trim control forces that would occur
if flaps were allowed to rapidly retract during In the event of a loss of hydraulic fluid dur-
a go-around. ing flight, flaps will remain in the selected po-
sition, as long as the flap selector lever is not
Indication moved and internal leakage is not excessive.
Flap position is shown on a position indica- Flap hydraulic pressure is isolated by a check
tor located on the windshield center post. The valve in the flap actuator system to maintain
indicator, which travels beside a scale with the pressure in that area. If the flaps are se-
numbers from 0 to 40 in increments of 10, is lected UP, air loads applied to the flap surfaces
moved by a cable connected to the flap mech- will gradually push the flaps to the UP posi-
anism. Movement of the indicator can be con- tion. Any leakage through the control valve to
return will also allow gradual movement of the
flaps to the upright position.
If the flaps droop to the extended position

when the aircraft is parked overnight, the cause
is most likely an internal leak at one of the pop-
pet valves in the flap control mechanism.
RESET PROPS Caution Light

Figure 15-20 illustrates the RESET PROPS cau-
tion light. Aircraft serial numbers 117 to 213 5
have a microswitch built into the flap mecha-
nism which controls the operation of the RESET
PROPS caution light. If the flaps are extended
beyond 7.5° with the power levers below 75%
N G and the PROP levers at 91% N P or less, the
RESET PROPS caution light will illuminate.
On aircraft serial numbers 214 and above 6 , the

flap microswitch is deleted from the RESET
PROPS caution light circuit. The RESET PROPS
caution light on these aircraft is controlled
only by the right power lever and left pro-
Figure 15-19. Inboard Trailing Flap Fully peller lever position sensing microswitches.
Extended—Note Rigging
Mark for 0°-Position

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S/Ns 117–213 S/Ns 214 AND SUBSEQUENT
Figure 15-20. RESET PROPS Caution Light
WARNING
SYSTEM DESIGN
Two lift detecting vanes are mounted in the
leading edge of the left wing (Figure 15-22 )
Flap operation during approach and The vanes are electrical switches that, when
landing both in and after encoun- raised, provide power to the STALL light and
tering icing conditions can be ex- horn. The lower vane is always functional;
tremely hazardous. Ice buildup on the upper vane is not part of the circuit until
the horizontal stabilizer can alter the flaps are extended beyond 12°.
its airfoil shape to the extent that
stabilizer stall occurs, resulting in
rapid and uncontrollable pitchdown.
Refer to the Flight Manual, Safety
of Flight Supplement No. 1, for fur-
ther information.
STALL WARNING
INDICATION
The stall warning system warns of impending
stalls by illuminating a red STALL light on the
pilot’s instrument panel (Figure 15-21). An
optional stall warning horn was available 7
which sounded simultaneously with the illu-
mination of the STALL light. The warning
horn was provided as standard equipment on
aircraft serial number 311 and above 8 .
Figure 15-21. STALL Warning Light

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The upper vane is required because the aircraft A resistor, powered by the PITOT HEAT
body angle decreases when flaps are lowered. switch, is installed behind the vanes and pro-
If the lower vane was not present, the lower vides some heat to prevent condensation from
vane would not be activated, with flaps ex- forming on the lift detector vanes and switch
tended, until very close to stalling speed. body. The heating resistor has little effect dur-
ing extreme icing conditions, as the stall de-
As a stall condition approaches, the airflow tector vanes are often completely covered or
stagnation point moves below the vanes, caus- blocked from free movement by ice.
ing one or both to deflect upwards and com-
plete the electrical circuit. The vanes are The STALL light and warning horn may be
adjusted to provide a warning at an airspeed tested by moving the CAUTION LT switch on
between 4 and 9 knots higher than stall. the overhead console to the TEST position.
This tests the light and horn only, and does not
The stall warning system is powered from the test the integrity of the stall warning system.
left DC bus, through a 5-amp circuit breaker
labeled STALL WARN, located on the main An improved stall warning sensor which uses
circuit-breaker panel. a hermetically sealed proximity sensor in-
stead of a microswitch is available from Field
Aviation 1. This sensor was developed to elim-
inate problems caused by moisture, particu-
larly deicing fluid, entering the microswitch
assembly.
STALL BAR
A metal stall bar is installed on the left wing
leading edge (Figure 15-23). The stall bar dis-
rupts airflow over a small area of the wing at
high angles of attack. This disruption causes
a noticeable buffet on the elevator directly be-
hind it. The buffet can be felt on the control
column, providing a clear warning to the pilot
of the impending stall.
Figure 15-22 Lift Detecting Vanes Figure 15-23. Metal Stall Bar

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OTHER AIRSPEED LIMITATIONS

Beginning with aircraft serial number 271 9, the
approved maximum operating airspeed (V MO )
was increased from 160 to 170 KCAS. The air-
speed indicator and the Operating Limitations
Placard (Figure 15-25) were revised to show
the increased V MO of 170 KCAS between sea
level and 6,700 feet altitude. This change is
applicable to all Series 300 aircraft with the
exception of Series 300 Float, British CAA
Series 310 and Australian CAA Series 320
aircraft.
Figure 15-24. Neoprene Stall Bar
On aircraft with deicing boots installed, a neo- Beginning with aircraft serial number 290 10,
prene stall bar is installed over the left boot flap extended airspeed limitations were in-
(Figure 15-24). On float aircraft, an addi- troduced to comply with Federal Aviation
tional stall bar is installed on the right wing. Administration (FAA) requirements. This
change is applicable to all Series 300 and
Australian 320 aircraft, but not British CAA
AIRSPEED LIMITATIONS Series 310 aircraft.
V MO decreases with pressure altitude. This

100 AND 200 SERIES limit is imposed to maintain an adequate mar- TYPICAL SERIES 300 LANDPLANE PLACARD
AIRCRAFT gin of airspeed before the onset of control
flutter. The damping effect of the airflow over
Flaps Extended Speed (VFE) the control surface, which assists in prevent-
ing control flutter, decreases as the density of
Flap Position KIAS KCAS the air decreases.
0 – 20° 97 100 Note that the speeds printed on the limita-
tions placard and the speeds marked on the air-
20 – 37.5° 83 85 speed indicator are calibrated airspeeds, not
indicated airspeeds. It is necessary in every
300 SERIES AIRCRAFT case to convert calibrated speeds to indicated.
Flaps Extended Speed (VFE) For example, to achieve V YSE (12,500 lbs) in
a Series 300 landplane, the airspeed indicator
(Mod 6/1395) should read 80 knots, even though the blueline
is marked at 82 on the face of the airspeed in-
Flap Position KIAS KCAS dicator. V YSE is 82 calibrated, which is
achieved at 80 indicated.
0 – 10° 103 105
There are many different airspeed limita-
10 – 37.5° 93 95 tions placards available for Twin Otter air-
craft. Airspeed limitations will vary with
aircraft series, gear configuration installed,
TYPICAL SERIES 100 FLOATPLANE PLACARD
Figure 15-25. Airspeed Limitations Placards (Sheet 1 of 2)
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and modification status. Those illustrated in Changes in aircraft certification regulations

Figure 15-25 are samples only and should not in the late 1960s eliminated the cautionary
be used for reference. Consult the Flight range (yellow arc) from all turbine powered
Manual or limitations placard of the specific aircraft. Later production aircraft, including
serial number aircraft you operate to deter- all Series 300 aircraft, do not have a cau-
mine airspeed limitations. tionary range. The redline is marked at the
end of the green arc, either at 160 or 170
KCAS, depending on the aircraft modifica-
tion status 11.
SERIES 100/200
DIFFERENCES
Series 100 and 200 were certified with a nor-
mal operating range (green arc) ending at
160 KCAS, and a cautionary range (yellow
arc) from 160 to 202 KCAS. The redline
was established at 202 KCAS.
TYPICAL SERIES 300 FLOATPLANE (WIPLINE STRAIGHT FLOATS)
Figure 15-25. Airspeed Limitations Placards (Sheet 1 of 2)
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QUESTIONS
1. The primary flight control surfaces are ac- 6. The wing flaps are:
tuated: A. Actuated hydraulically by an actuator
A. Hydraulically located in the cabin roof
B. Manually through cables, pulleys, and B. Actuated by an electric motor
mechanical linkage C. Capable of extension to 45°
C. With servo tabs D. Actuated hydraulically by actuators
D. Manually and hydraulically located at each flap segment
2. The ailerons: 7. The stall warning system:

A. Are attached to the outboard fore flaps A. Receives inputs from lift detector anes
B. Are manually actuated in the leading edge of the left wing
C. Move differentially at any flap position B. Illuminates the STALL light at 4–9
D. All of the above knots above stall speed
C. Provides visual and audible stall warn-
3. As flap extension angle increases, aileron: ing after modification S.O.O. 6155
or 6/1277
A. Degree of movement increases rela-
D. All the above
tive to control wheel movement.
B. Degree of movement decreases rela-
8. As the flaps are extended or retracted:
tive to control wheel movement.
C. Degree of movement remains constant A. T h e a i r p l a n e m u s t b e m a n u a l l y
relative to control wheel movement. trimmed.
D. Effectiveness decreases. B. Automatic longitudinal trim is pro-
vided by the autopilot.
4. Trim tabs are located on: C. A tab on the right elevator is me-
chanically positioned to assist the
A. The rudder, both elevators, and the pilot in applying longitudinal trim.
right aileron
D. Longitudinal trim is not affected.
B. The ailerons and elevators only
C. The rudder, left elevator, and left
aileron
D. All primary flight control surfaces
5. Geared tabs are:

A. Mechanically deflected in the same di-
rection of surface movement
B. Mechanically deflected in the oppo-
site direction of surface movement
C. Actuated by trim controls in the cockpit
D. Located on all primary flight control
surfaces

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ENDNOTES
1
Mod 6/1103
2
Mod 6/1676 (6/383 Rev A)
3
Mod 6/1726 (S/B 6/391 Rev A): This modification is mandatory (Transport Canada
Airworthiness Directive CF–90–01) and supercedes Mod 6/1676 (S/B 6/383 Rev A).
4
AD CF–90–01
5
Pre Mod 6/1223 (S/B 6/183 Rev B)
6
Post Mod 6/1223 (S/B 6/183 Rev B)
7
S.O.O. 6155 (S/B 6/255)
8
Mod 6/1277 (S/B 6/209 Rev C)
9
Mod 6/1291 (S/B 6/264)
10
Mod 6/1395 (S/B 6/262)
11
Mod 6/1281 (S/B 6/216 Rev C): This modification, which deletes the yellow arc and repo-
sitions the red radial from 202 to 160 knots, must not be incorporated unless Mod 6/1278
(autofeather system) is embodied on Series 100/200 landplanes (SFAR 23 requirement).


CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
PITOT-STATIC SYSTEM ..................................................................................................... 16-3
General........................................................................................................................... 16-3
Pitot Tubes ..................................................................................................................... 16-3
Static Ports ..................................................................................................................... 16-3
Pilot Static Emergency Selector..................................................................................... 16-3
ELECTRICAL POWER SOURCES..................................................................................... 16-4
FLIGHT INSTRUMENTS .................................................................................................... 16-5
General........................................................................................................................... 16-5
Airspeed Indicator.......................................................................................................... 16-7
Altimeter ........................................................................................................................ 16-8
Vertical Speed Indicator................................................................................................. 16-8
Turn and Slip Indicator .................................................................................................. 16-8
Heading Indicator .......................................................................................................... 16-9
Magnetic Standby Compass ........................................................................................ 16-10
Attitude Indicator......................................................................................................... 16-10
Clock............................................................................................................................ 16-12
Outside Air Temperature Gauge.................................................................................. 16-12
NAVIGATION AND COMMUNICATION........................................................................ 16-12
General......................................................................................................................... 16-12
Intercom....................................................................................................................... 16-14


Audio Control Panels................................................................................................... 16-14

Cabin Address System................................................................................................. 16-14
VHF Navigation........................................................................................................... 16-15
VOR Operation ..............................................................................................................16-16
ILS Operation .............................................................................................................. 16-16
DME ............................................................................................................................ 16-16
ADF ............................................................................................................................. 16-17
Radio Magnetic Indicator ............................................................................................ 16-18
Transponder ................................................................................................................. 16-18
GPWS .......................................................................................................................... 16-19
Flight Data Recorder ................................................................................................... 16-19
Weather Radar ............................................................................................................. 16-19
AP-106 AUTOMATIC FLIGHT CONTROL SYSTEM .................................................... 16-20
General......................................................................................................................... 16-20
AP-106 Autopilot System............................................................................................ 16-23
Autopilot Control and Indication................................................................................. 16-23
FD-112V FLIGHT DIRECTOR SYSTEM......................................................................... 16-25
General......................................................................................................................... 16-25
Attitude Director Indicator .......................................................................................... 16-26
Pictorial Navigation Indicator...................................................................................... 16-27
Computer/Control........................................................................................................ 16-28
AFCS Operational Considerations .............................................................................. 16-31
LIMITATIONS .................................................................................................................... 16-31
QUESTIONS....................................................................................................................... 16-33
ENDNOTES ........................................................................................................................ 16-35


ILLUSTRATIONS
Figure Title Page
16-1 Collins AP-106 Autopilot ...................................................................................... 16-2
16-2 Collins APS-65 Autopilot ...................................................................................... 16-2
16-3 Honeywell H-14 Pneumatic Autopilot................................................................... 16-2
16-4 Bendix M4C Autopilot........................................................................................... 16-3
16-5 Right-Hand Pitot Tube ........................................................................................... 16-3
16-6 Pitot Static System ................................................................................................. 16-3
16-7 Static Ports ............................................................................................................. 16-3
16-8 Pitot Static Selector ................................................................................................ 16-4
16-9 Avionics Power Supply Panel ................................................................................ 16-4
16-10 Early Production Aircraft Avionics Installation..................................................... 16-5
16-11 Twin Otter Avionics, Series 300S, Serial Number 351.......................................... 16-5
16-12 FlightSafety Simulator—Toronto........................................................................... 16-5
16-13 Twin Otter Avionics—Serial Number 841............................................................. 16-6
16-14 Twin Otter Avionics—Serial Number 842............................................................. 16-6
16-15 Airspeed Indicator.................................................................................................. 16-7
16-16 Operating Instruction Placard ................................................................................ 16-7
16-17 Altimeter ................................................................................................................ 16-7
16-18 Vertical Speed Indicator ......................................................................................... 16-8
16-19 Turn and Slip Indicator .......................................................................................... 16-8
16-20 Heading Indicator................................................................................................... 16-9
16-21 Remote Compass Gyroscope ................................................................................. 16-9
16-22 C-14A Gyro Compass System ............................................................................... 16-9
16-23 Gyro Compass Control Head ................................................................................. 16-9


16-24 Magnetic Standby Compass................................................................................. 16-10

16-25 Attitude Indicator ................................................................................................. 16-10
16-26 AIM Attitude Indicator ........................................................................................ 16-11
16-27 Standby Horizon .................................................................................................. 16-11
16-28 Mechanical Clock ................................................................................................ 16-11
16-29 Outside Air Temperature Gauge Indicator........................................................... 16-11
16-30 Outside Air Temperature Gauge Probe................................................................ 16-12
16-31 Avionics Equipment Bay ..................................................................................... 16-12
16-32 Avionics Equipment Bay Covers ......................................................................... 16-12
16-33 Avionics Installation Behind Rear Parcel Shelf................................................... 16-12
16-34 Avionics Component Locations ........................................................................... 16-13
16-35 Intercom and Radio Transmit Switch .................................................................. 16-13
16-36 Headset Jacks and Stowage Hook........................................................................ 16-14
16-37 Audio Control Panel ............................................................................................ 16-14
16-38 Cabin Address Speaker ........................................................................................ 16-14
16-39 HF Tuner Installation ........................................................................................... 16-15
16-40 VHF Radios ......................................................................................................... 16-15
16-41 Marker Beacon Display ....................................................................................... 16-16
16-42 DME Control Head .............................................................................................. 16-17
16-43 ADF Control Head............................................................................................... 16-17
16-44 RMI Indicator....................................................................................................... 16-18
16-45 Transponder ......................................................................................................... 16-18
16-46 Typical Weather Radar Location.......................................................................... 16-19
16-47 Radar Equipment Installation .............................................................................. 16-19
16-48 FD-112V Flight Director ..................................................................................... 16-20
16-49 AP-106 Autopilot Control Head .......................................................................... 16-21


16-50 Autopilot Component Locations.......................................................................... 16-21

16-51 AP-106 AFCS Schematic .................................................................................... 16-22
16-52 Autopilot and Flight Director Controls................................................................ 16-23
16-53 CWS and GA Pushbuttons................................................................................... 16-24
16-54 FD-112V Flight Director Indications................................................................... 16-25
16-55 Linear Deviation ON–OFF Switch ...................................................................... 16-30
16-56 AP-106 Autopilot Limitations Placard ................................................................ 16-32
TABLES
Table Title Page
16-1 HSI Indicators ...................................................................................................... 16-27
16-2 913K-1/-1A Annunciators ................................................................................... 16-29
16-3 Remote Annunciators........................................................................................... 16-29

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CHAPTER 16
AVIONICS
INTRODUCTION
The DHC-6 Twin Otter series 100, 200, and 300 avionics covered in this chapter include
the pitot-static system, the basic flight instruments, and a typical automatic flight control
system. It is not inclusive of all the optional avionics items available for installation. The
user should consult applicable supplements in the Flight Manual and vendor manuals for
additional information and information on specific systems not included in this chapter.
GENERAL
The typical Series 300 pitot-static system in- The Collins AP-106 automatic flight control
cludes pilot and copilot pitot tubes, four static system (AFCS) 1 (Figure 16-1) described in this
vent ports, and a static source emergency se- chapter is typical of a number of systems which
lector valve. Standard flight instruments in- may be installed in the Twin Otter. The de-
stalled on Series 300 aircraft consist of pilot and scription does not necessarily reflect any par-
copilot airspeed indicator, altimeter, vertical ticular aircraft; it is merely presented as an
speed indicator (VSI), turn and slip indicator, introduction to a standard integrated AFCS au-
directional gyro, magnetic standby compass, topilot and flight director. This is also the sys-
and attitude indicator. Direct-reading outside t e m i n s t a l l e d i n t h e Tw i n O t t e r L eve l B
air temperature is provided. Many optional simulator at FlightSafety Toronto; it is recom-
flight instrument installations are available. mended that those who wish to use the AP-
106/FD-112 installation familiarize themselves

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Figure 16-2. Collins APS-65 Autopilot

(Honeywell) H14 autopilot 4 (Figure 16-3), or
an electric Bendix M4C autopilot 5. Further
information concerning operation of the H14
autopilot may be found in Supplement 2 of the
Flight Manual and Supplement 2 of the
Supplementary Operating Data. Further in-
formation concerning operation of the M4C au-
topilot may be found in Supplement 13 of the
Flight Manual.
A Bendix M4C model autopilot was available

for Series 100 aircraft6. The same autopilot was
available for Series 200 aircraft 7 (Figure 16-
Figure 16-1. Collins AP-106 Autopilot 4). A Bendix M4D autopilot model has also
been approved by Transport Canada for Series
with this information. Additional information 200 aircraft.
about the Collins AP 106 system may be found
in Supplement 21 of the Flight Manual.
The final optional autopilot system certified

for the Twin Otter by the aircraft manufacturer
was the Collins APS-65 model 2 (Figure 16-2).
This autopilot was first installed on aircraft se-
rial number 834. Future retrofit installations
are the responsibility of Rockwell
I n t e r n a t i o n a l , C o l l i n s G e n e r a l Av i a t i o n
Division, Cedar Rapids, Iowa, USA. Further
information concerning operation of the APS-
65 flight control system may be found in
Supplement 35 of the Flight Manual.
Series 100/200 aircraft were available with

the pneumatic King Radio (Honeywell) H14
model 3. Early Series 300 aircraft were avail- Figure 16-3. Honeywell H-14
able with a pneumatically driven King Radio Pneumatic Autopilot

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PILOT'S INSTRUMENT COPILOT'S INSTRUMENT

PANEL PANEL
IAS ALT VSI IAS ALT VSI
Figure 16-4. Bendix M4C Autopilot Figure 16-5. Right-Hand Pitot Tube
MOISTURE
PITOT-STATIC SYSTEM STATIC PORTS TRAP
Two static air ports are installed on each side

GENERAL of the fuselage nose area, just below the pitot PILOT'S COPILOT'S
tubes (Figure 16-7). In normal operation the PITOT STATIC VALVE PITOT
The standard-installation pitot-static system lower port on each side supplies the pilot’s in- TUBE NORMAL TUBE
supplies dynamic and static air pressures for struments, and the upper port on each side POSITION
operation of the pilot’s and copilot’s airspeed supplies the copilot’s instruments. The two
indicator, altimeter, and VSI. Although dual upper ports are connected to the PILOT
installation was optional during the early STATIC emergency selector valve. The static
Series 100 production run, regulations in most pressure ports are not heated. MOISTURE TRAP MOISTURE TRAP
operating regions required both flight panels MOISTURE
similarly equipped for two-crewmember op- TRAP
eration. All series 200 and 300 aircraft were PILOT STATIC EMERGENCY
provided with dual installation. SELECTOR LH UPPER
STATIC VENT
RH UPPER
STATIC VENT
The PILOT STATIC emergency selector is lo-
PITOT TUBES cated below the instrument panels. Figure 16-
8 shows a typical location. It is a two-position
The pilot’s pitot probe is mounted on the left STATIC
LH LOWER RH LOWER
side of the fuselage nose. The copilot’s pitot STATIC VENT MANIFOLD STATIC VENT
probe is mounted in a similar manner on the
right side (Figure 16-5). They provide inde-
pendent dynamic pressure supplies as shown
in the pitot-static system schematic (Figure 16-
6). Both pitot probes are electrically heated and
controlled by a switch labeled “PITOT HEAT”
located on the overhead console switch panel. TO PILOT'S STATIC VALVE
LEGEND
The circuits are powered from the left and INSTRUMENTS EMERGENCY POSITION
right bus through 7-amp circuit breakers la- PILOT'S PITOT
beled “PITOT HEAT L” and “PITOT HEAT R” PILOT'S STATIC
located on the main circuit-breaker panel. (See COPILOT'S PITOT
Chapter 10, “Ice and Rain Protection,” for ad-
COPILOT'S STATIC
ditional information.)
Figure 16-7. Static Ports Figure 16-6. Pitot Static System
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ELECTRICAL POWER
SOURCES
The avionics equipment uses both AC and DC
power. For identical instruments on the pilot
and copilot sides, power distribution is sepa-
rated and, in most cases, provided from dif-
ferent buses for redundancy.
Most avionics are supplied with power from

the avionics panel at the bottom of the center
pedestal (Figure 16-9). Commonly, a fuse in-
dicates an AC power supply, and a circuit breaker
indicates a DC power supply. The center pedestal
Figure 16-8. Pilot Static Selector
was redesigned and improved beginning with
handle labeled “PILOT STATIC” with EMER aircraft serial number 7119 to provide additional
and NORM positions. The selector is used in area for avionics circuit breakers.
the event of a malfunction to the pilot’s (left)
static pressure system. Turn and bank indicators are always supplied
with power from circuit breakers on the main
When positioned to NORM, the valve con- DC circuit-breaker panel, to the left of the pilot.
nects the lower static vents to the pilot’s in-
struments; when the selector is moved to the Attitude indicators and directional gyros are
EMER position the upper vents are connected in most cases supplied with power from fuses
to the pilot’s instruments. The copilot’s static on the AC fuse panel above the pilot’s head,
source is unaffected by the position of the although other power sources necessary for the
valve. The upper static vents are always con- operation of these two instruments, such as re-
nected to the copilot’s instruments. Note that mote compasses or flight directors, may be
the selector is labeled “PILOT STATIC”, not supplied with power from other sources.
pitot static. The Twin Otter was designed as
a single pilot aircraft. Considered in this con-
text, the label is a clear indication that the
valve only affects the pilot (left) static source.
An improved static selector valve8 was installed

beginning at aircraft serial number 491. The new
valve eliminated the dead band between the
NORM and EMER position, to prevent isola-
tion of altimeters during selection. The im-
proved valve may be refitted to older aircraft.
Figure 16-6 shows the schematic layout of the

pitot static system, and illustrates the two po-
sitions of this valve.
Figure 16-9. Avionics Power Supply Panel

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There are significant differences in the AC number 377 10 to accommodate heavier avion-
power supply system design on Series 310 ics installation. The shock mounts were further
and 320 aircraft. For additional information improved at aircraft serial number 511 11, at the
refer to Chapter 2 of this training manual, same time the instrument panel was redesigned
“Electrical Power Systems,” and the approved to move the fuel system controls to a new lo-
Flight Manual and Maintenance Manual for cation under the engine instruments. This pro-
a specific aircraft. vided more room for avionics equipment on the
left hand instrument panel.
Both the type and quantity of avionics in-

FLIGHT INSTRUMENTS stalled varied greatly over the 21 year pro-
duction run of the Twin Otter aircraft. Figure
GENERAL 16-10 shows a typical installation in an early
aircraft. Copilot flight instruments were op-
Flight instruments are installed in a shock- tional 12 prior to aircraft serial number 531.
mounted instrument panel. The instrument Figure 16-11 shows a typical installation of
panel mounting design provides some isolation a Twin Otter Avionics, series 300S, serial
for avionics from the vibration and impact of number 351.
off airport operations. Additional shock mounts
were installed beginning with aircraft serial
Figure 16-11. Twin Otter Avionics, Series 300S, Serial Number 351
Figure 16-12 is a photograph of the simulator
at FlightSafety in Toronto, Canada, which was
designed to resemble an aircraft serial number
close to 750. Figure 16-13 shows serial num-
ber 841. Figure 16-14 shows a complete Collins
EFIS system installed in serial number 842.
AIRSPEED INDICATOR
The airspeed indicator (Figure 16-15) con-
verts pitot and static pressure into airspeed in-
dication by a differential pressure measuring
mechanism. The indicator is calibrated in
knots with the scale reading from 0 to 250, with
5-knot increments from 30 to 250. Large nu-
merals denote the 50-knot increments, start-
ing at 40. Airspeed and flap operating limits
are marked on the face of the instrument. (See
Chapter 1, “Aircraft General,” for all instru-
ment markings.)
It is important to note that the coloured mark-

ings on the airspeed indicator face are given
in KCAS (calibrated airspeed), not KIAS (in-
Figure 16-12. FlightSafety Simulator
Figure 16-10. Early Production Aircraft Avionics Installation dicated airspeed). For example, to achieve a
Toronto
calibrated airspeed of 82 knots, used for best
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Figure 16-13. Twin Otter Avionics—Serial Number 841
Figure 16-14. Twin Otter Avionics—Serial Number 842

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Flap extension speeds were also increased on

Series 300 and 320 landplanes, beginning with
serial number 290 15. The change allowed ex-
tension of 0 to 10° of flap at speeds up to 103
KIAS. The speed limit of 93 KIAS for flap ex-
tension greater than 10° remained unchanged.
Airspeed indicator faces and operating in-
struction placard were again revised (Figure
16-16). Series 310 aircraft were not affected
by this change 16.
Figure 16-15. Airspeed Indicator

single-engine rate of climb on Series 300 air-
craft, it is necessary to position the airspeed
indicator needle at 80 knots indicated air-
speed, even though the blue line is marked on
the face of the airspeed indicator at 82 knots.
Similarly, the red line of 170 knots calibrated
airspeed is reached when the indicator needle
is at 166 knots indicated airspeed, even though
the red-line marking is at 170 knots.
Series 100 aircraft were originally certified

with a green arc (normal operation range) Figure 16-16. Operating Limitation
from 74 to 160 KCAS, and a yellow arc (cau- Placard
tionary range) from 160 to 202 KCAS. The red
line (VMO) was marked at 202 KCAS. Changes
in airworthiness and certification regulations ALTIMETER
later eliminated the cautionary range for all tur-
The barometric altimeter has three pointers
bine powered aircraft, and the red line speed
which indicate altitude in hundreds, thou-
was reduced to 160 KCAS 13 for all Series 100
sands, and multiples of ten-thousand feet.
and 200 Twin Otter aircraft.
Optionally, a drum and pointer type altime-
ter could be installed (Figure 16-17). The
barometric scale is adjusted with a knob at the
the red line was increased to 170 KCAS on all
landplanes. Earlier production Series 300 air-
craft could be modified to benefit from this im-
p r ove m e n t 1 4 . T h e m o d i fi c a t i o n i n c l u d e d
replacement of the airspeed indicator face and
operating instruction placard with newer ver-
sion showing the 170 KCAS red line. Although
Series 310 (British) and Series 320
(Australian) aircraft were structurally the same
as the 300 Series, so far as airspeed limits
were concerned, the new 170 KCAS V MO did
not apply to these aircraft, as there was not suf-
ficient demand to recertify the aircraft with the
higher speed limit. Figure 16-17. Altimeter

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lower left of the instrument. Beginning with Aircraft prior to serial number 650 19 have in-
aircraft serial number 491 17 , the altimeter dicators marked to military specifications. Later
was provided with two barometric scales, one aircraft have two-minute indicators (civil spec-
in inches of mercury and the other in mil- ification) which are unmarked (Figure 16-19).
libars. An optional altimeter is available with
the scale calibrated in millibars only 18. HEADING INDICATOR
VERTICAL SPEED INDICATOR Various types of directional gyros have been
available for installation. Many early aircraft
The vertical speed indicator (VSI) (Figure 16- were equipped with a simple AC-powered gy-
18) operates from static pressure. The indicator roscope. The most common installation in later
embodies a differential pressure mechanism model aircraft is a slaved compass system.
which is actuated by momentary pressure
changes between the inside of the capsule and The heading indicator (Figure 16-20) is used
the instrument case as the aircraft climbs or with the slaved gyro compass system to pro-
descends. It has a range of ±3,000 feet with the vide a constant directional reference and con-
first 1,000 feet each side of zero marked in 100- sists of three major sections:
foot increments.
1. Directional gyro
TURN AND SLIP INDICATOR 2. Slaving circuit
The turn and slip indicators consist of a spring-
controlled, direct-reading, electrically driven 3. Compass (heading) indicator
gyroscope which indicates rate of yaw, and a
fluid-dampened, ball-type inclinometer which The directional gyros for the pilot and copi-
indicates slip and skid. lot flight panels are operated by 115-volt AC,
400-Hz power through 0.5-amp fuses labeled
The indicators are powered from the left and “PILOT DIR GYRO” and “COPILOT DIR
right DC buses through 5-amp circuit break- GYRO,” located on the overhead fuse panel.
ers labeled “TURN & SLIP PLT” and “TURN
& SLIP COPLT,” located on the main circuit- The DG can be operated as a free-running
breaker panel. Each instrument has a red gyro (unslaved), or it can be slaved to the flux
power-off warning flag. valve. A two position switch, marked CMPS
and DG, allows choice of slaved or unslaved
Figure 16-18. Vertical Speed Indicator Figure 16-19. Turn and Slip Indicator

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COMP – DEC SW
COMP – DEC SW
COMP FR/SL SW
COMP FR/SL SW
COMP + INC SW
COMP + INC SW
COPILOT'S RMI
COPILOT'S RMI
PILOT'S RMI
PILOT'S RMI
SWITCH DISCONNECT
SWITCH DISCONNECT
TO ANNUNCIATOR
TO ANNUNCIATOR
HEADING VALID
HEADING VALID
Figure 16-21. Remote Compass Gyroscope
The DG is marked in 5° increments with nu-
Figure 16-22. C-14A Gyro Compass System

MANUAL SYNC SWITCH
MANUAL SYNC SWITCH

merals at 30° intervals through 360°. The in-
SYNC ANNUN SIGNAL
SYNC ANNUN SIGNAL

FREE/SLAVE SWITCH
FREE/SLAVE SWITCH
HEADING OUTPUT 2
HEADING OUTPUT 1
HEADING OUTPUT 2
HEADING OUTPUT 1
strument has a power-off warning flag.
HEADING VALID
HEADING VALID
MAGNETIC STANDBY
COMPASS
A magnetic standby compass, or ‘whisky com-
pass’ is mounted on the windshield center
post (Figure16–24). The compass is fluid
AMPLIFIER 1
AMPLIFIER 2
AMPLIFIER 2
AMPLIFIER 2
GYRO AND
GYRO AND
GYRO AND
GYRO AND
dampened, has a built-in compensator, and is
internally lighted. Power for the light is ob-
Figure 16-20. Heading Indicator tained from the left DC bus through a 5-amp
mode. The switch is visible in the lower left circuit breaker labeled “PLT ENG CONS &
corner of Figure 16-20. The flux valve is nor- TRIM PNL LT,” located on the main circuit-
CORRECTED MAGNETIC SIGNAL
CORRECTED MAGNETIC SIGNAL

breaker panel. A dimming control rheostat la-
400Hz
400Hz
mally remote-mounted near a wingtip, and
115V
115V
the gyroscope which stabilizes the DG is in- beled “PLT ENG INST & EMERG PNL LTS,”
stalled in the avionics bay, forward of the located on the overhead fuse box controls the
flight compartment (Figure 16-21). intensity of the light. A compass correction
CIRCUIT-BREAKER
SYSTEM NO. 1 (PILOT)
The gyro will precess, resulting in heading
PANEL
SYSTEM NO. 2 (PILOT)

26V 400 Hz
P/O
26V 400 Hz
errors, if it is operated for long periods of
time in the unslaved mode. A spring-loaded
toggle switch is provided to allow the pilot to
manually slew the gyroscope to the desired
heading. An indicator, with + and – markings,
(HDG TRANSMITTER)
(HDG TRANSMITTER)
shows discrepancy between the flux valve sig-
COMPENSATOR
COMPENSATOR
FLUX VALVE 1
FLUX VALVE 2
nal and the position of the heading card. Both
the spring-loaded switch and the synchro-
AND
AND
nization annunciator can be seen at the bottom
of Figure 16-20. (A C14A Gyro Compass sys-
tem was available as a factory installed option.
Figure 16-22 illustrates schematically how
the system operates. The control head for this
Gyro Compass is shown in Figure 16-23.) Figure 16-23. Gyro Compass Control Head
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labeled “PILOT ART HORIZ” and “COPI-

LOT ART HORIZ,” located on the overhead
fuse panel.
A symbolic aircraft (reference bar) in the cen-

ter of the instrument represents the aircraft.
On most indicators, the reference bar can be ad-
justed to compensate for parallax error result-
ing from adjustment of the pilot seat height.
British CAA regulations did not permit ad-
justment of the indicator, and attitude indica-
tors on Series 310 aircraft have the adjustment
knob covered up with a small metal assembly.
This cover is visible at the top of Figure 16-20.
Figure 16-24. Magnetic Standby Compass Some attitude indicators have a caging knob
card is retained by a holder immediately above on the lower right side marked “PULL FOR
the compass. QUICK ERECT” to centralize the horizon bar
and bank pointer. On aircraft which use a re-
It is important to note that the magnetic mote-mounted gyroscope to provide infor-
standby compass is strongly affected by the mation to an attitude indicator tape, a small
magnetic field that exists when electric wind- “VG QUICK ERECT” switch is provided on
shield heat is operating, and the compass is the instrument panel.
therefore unreliable when windshield heat is
turned on. AIM 500ED attitude indicators were installed
on many Series 300 aircraft. Persistent dis-
ATTITUDE INDICATOR engaging problems during adverse operating
conditions led to the introduction of improved
The attitude indicator, or artificial horizon, AIM 510-7A and AIM 510-17A models be-
displays a constant visual indication of the air- ginning with aircraft serial number 682 20 .
craft’s lateral and longitudinal attitude rela- These newer instruments may be refitted to
tive to the horizon (Figure 16-25). The pilot older aircraft. The newer model attitude in-
and copilot attitude indicators are powered dicators are internally lit, therefore post lights
with 115-VAC, 400-Hz through 0.5-amp fuses were deleted.
Series 300 aircraft have adopted several re-

placement AC-powered attitude indicators to
achieve an improved level of reliability and
performance. Mods 6/1656 and 6/1730 (S/B
6/395) at aircraft 682 introduced the AIM 510-
7A and AIM 510-17A models in lieu of the ini-
tial AIM 500ED unit to overcome persisting
disengaging problems attributed to adverse
operating conditions (Figure 16-26). As both
models were self-lit, post lights were deleted.
A DC powered Attitude Indicator, model AIM

510-10A 21 was installed on the pilot’s (left)
flight panel to fulfill British certification reg-
Figure 16-25. Attitude Indicator
ulations for Series 310 and earlier aircraft.
Power for the unit was obtained from the hot

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Figure 16-26. AIM Attitude Indicator Figure 16-28. Mechanical Clock

battery bus through a 5-amp circuit breaker la- OUTSIDE AIR TEMPERATURE
beled “PILOT ART HORIZ” located on the
main circuit-breaker panel. GAUGE
An outside air temperature gauge is installed
M a ny o p e r a t o r s h ave s i n c e fi t t e d s m a l l in the left side of the flight compartment roof
“peanut” or “JET” battery-powered attitude in- with the dial facing down (Figure 16-29), and
dicators, to provide a third attitude reference the stem of the instrument protruding through
which can operate independent of the aircraft the roof into the slipstream (Figure 16-30). The
electrical supply (Figure 16-27). gauge reads in both Centigrade and Fahrenheit.
In some aircraft, it is fitted with a light.
CLOCK
All aircraft were fitted with a mechanical clock.
Figure 16-28 shows a typical installation.
Figure 16-29. Outside Air Temperature

Figure 16-27. Standby Horizon Gauge Indicator

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Figure 16-30. Outside Air Temperature Figure 16-31. Avionics Equipment Bay
Gauge Probe
NAVIGATION AND
COMMUNICATION
GENERAL
An avionics equipment bay is provided be-
tween the nose baggage compartment and the
flight compartment (Figure 16-31). The equip-
ment bay is covered by three metal panels
which are held in position by quick release fas-
teners (Figure 16-32).
Some avionics equipment, such as HF tuners

and some autopilot components, may be in- Figure 16-32. Avionics Equipment
stalled in the empennage of the aircraft, be- Bay Covers
hind the parcel shelf area of the rear baggage
compartment (Figure 16-33). Aircraft prior
to serial number 441 22 may be subject to pay-
load limitations in the rear baggage compart-
ment if avionics are installed in the rear
fuselage area.
Figure 16-34 illustrates possible avionics equip-

ment component locations in the aircraft.
INTERCOM
All Twin Otter aircraft are equipped with an in-
tercom system to permit communication be-
tween the pilots. Intercom controls are mounted
on the outboard portion of the control wheel. Figure 16-33. Avionics Installation Behind
A three-position rocker switch allows for in- Rear Parcel Shelf

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HF ANTENNA VOR ANTENNA

ADF NO. 2
RADIO POWER PRE MOD 6/1473 MOD 6/1473
LOOP ANTENNA
PANEL (AFT)
ADF NO. 1
ADF NO. 2 SENSE ANTENNA
LOOP ANTENNA CPI
BEACON
VOR ANTENNA
DISCONNECT
NAV/COMM ANTENNA
OR VHF COUPLER
ANTENNA
DME INTERROGATOR
RADIO DME ANTENNA
EQUIPMENT RADIO EQUIPMENT
RACKS (FWD) RACK (AFT)
MARKER BEACON
RECEIVER AND
ADF NO. 1 ANTENNA
WEATHER LOOP ANTENNA
RADAR HEADSETS TRANSPONDER
GLIDE-SLOPE ANTENNA
ANTENNA STANDBY
VHF ANTENNA
Figure 16-34. Avionics Component Locations

tercom communication when pressed to the
right (INPH), and radio transmissions when
pressed to the left (XMIT) (Figure 16-35). The
switch is spring-loaded to return to the un-
marked center off position.
Some aircraft have been equipped with a mod-

ified switch on the left-hand control wheel,
which allows the intercom switch to remain in
the INPH position until manually returned to
the center. This allows the pilot to operate the
nosewheel steering tiller and communicate on
the intercom at the same time.
Twin Otter aircraft were not fitted with radio

speakers at the factory. All aircraft were Figure 16-35. Intercom and Radio
equipped with jacks for headsets, and a hook Transmit Switch
for stowage of the headset behind each pilot
seat (Figure 16-36). Some aircraft have a third
headset jack, to allow an observer or check
pilot to listen.

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This permits VHF transmissions on COMM

1 in the event of a failure or malfunction
within the audio selector panel.
CABIN ADDRESS SYSTEM

All Series 300 aircraft are fitted with a pas-
senger cabin address system. Announcements
are delivered through 2 or more speakers in-
stalled in the cabin roof (Figure 16-38). Details
of operating the system vary slightly depend-
ing on the brand of audio control panel in-
stalled. In most aircraft, a switch is provided
which turns on the PA system. In other aircraft,
Figure 16-36. Headset Jacks and
Stowage Hook
AUDIO CONTROL PANELS
An audio selector panel is provided for each
pilot. Figure 16-37 shows a typical installa-
tion. Although details vary between brands,
each audio selector panel allows for the var-
ious radio inputs to be selected on (up) or off
(down), and allows the pilot to choose which
radio to transmit on by rotating a knob. Most
panels have an EMER switch, which con-
nects the COMM 1 radio output directly to the
headset, and the headset microphone, via the
XMIT switch, directly to COMM 1 radio. Figure 16-38. Cabin Address Speaker
ON RECEIVERS
1 2 3 1 ADF2 VOR DME
I 2 3 1
N 2
P 1 INPH
H 3
PHONE NORM
PA
VOLUME MIKE
SELECT
SPKR EMERG
Figure 16-37. Audio Control Panel

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the microphone transmit selector knob has a Collins are commonly used VHF navigation
fifth position for PA announcements. systems in the Twin Otter.
HF COMMUNICATION Figure 16-40 shows a typical Gables VHF

NAV control head unit, with de Havilland
Various types of HF radios were available as decal, installed in a Twin Otter.
factory installed options. Most commonly, the
antenna tuner was installed in the aft fuse- VOR OPERATION
lage, behind the rear baggage compartment
shelf. One such installation is visible in Figure In VOR mode the VHF NAV receives course
16-39. Some problems of interference and os- and bearing information from a selected
cillation of the yaw damper during HF trans- ground station. Aircraft position with respect
mission have been reported, and some HF to the station or courses to the station is dis-
installations have been placarded to advise played. VOR identifier audio signals are pro-
that the yaw damper must be off when the HF vided to the aircraft audio system.
radio is in use. The HF antenna is normally
mounted between the top of the fin and top of VOR signals, received and processed by the
the forward fuselage, however, alternative navigation system, consist of reference and
installations were available. Supplement 22 to variable-phase signals. The two signals are in
the Flight Manual provides additional infor- phase at magnetic north, and the phase shift at
mation about double HF antenna installations. any other bearing from the VOR station is equal
in degrees to the aircraft bearing from the
VHF NAVIGATION ground station. This generates VOR radials
that radiate outward from the ground station.
The VHF navigation system supplies VOR in- The VHF NAV receives and processes the com-
formation, localizer and glide-slope devia- posite VOR signal for display of VOR bearing
tion, flag signals, to–from signals, marker and course on the RMI and flight director.
beacon signals, VOR localizer, and marker
beacon audio outputs. The VHF NAV receiver
provides sine/cosine VOR outputs to a radio
magnetic indicator (RMI). Magnetic compass
information is combined with the VOR data
within the RMI to display VOR position. The
RMI also displays ADF bearing. King and
Figure 16-39. HF Tuner Installation Figure 16-40. VHF Radios

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ILS OPERATION Marker Beacon

General The VHF NAV system receives marker beacon
signals from ground stations on the localizer
The VHF NAV receives ILS signals (localizer, flight path. As the aircraft passes over each
glide slope, and marker beacon), provides ter- marker beacon ground station, the marker bea-
minal navigation data for the flight director, and con indicators illuminate (blue, outer marker;
sends localizer ground station identifier audio amber, middle marker; white, inner marker).
signals to the aircraft audio system. The middle marker signal is sent to the flight
computer, which adjusts command gain rates
Localizer and glide-slope ground station fre- during landing. Aural signals are sent to the
quencies are paired. When a localizer fre- aircraft audio system as the aircraft passes
quency is selected on the VHF NAV control each marker. Figure 16-41 shows a typical
head, the corresponding frequency is also se- marker beacon display.
lected within the VHF NAV receiver. If a glide-
slope frequency is selected, the corresponding DME
localizer frequency is automatically selected.
Localizer General
The distance-measuring equipment consists
The navigation receiver receives and demod- of transmitter-receiver, antenna, and display.
ulates two AM signals—90 Hz and 150 Hz— It measures and displays line-of-sight dis-
on the localizer signal. The 90-Hz modulation tance in nautical miles from the aircraft to a
is predominant when the aircraft is to the left ground station. Figure 16-42 shows the DME
of the runway centerline, and 150 Hz is pre- display head.
dominant when the aircraft is to the right. The
two demodulated signals are compared to de-
termine direction and amount of deviation Operation
from the runway centerline.
The DME transmits pulse pairs from the an-
tenna by line-of-sight to a ground station. The
Glide Slope ground station receives the interrogation, de-
The glide-slope signal is similar to the local- lays, and sends back a reply pulse pair. The
izer signal except that the glide-slope devia- DME uses elapsed time between the interro-
tion is perpendicular to the localizer deviation. gation and reply pulse pair to compute the
The 90-Hz signal is above the glide slope, and distance to the ground station.
the 150-Hz signal is below. Glide-slope devi-
ation signals are displayed on the flight di-
r e c t o r. T h e n u l l g l i d e - p a t h s l o p e s u p
approximately 3° in a typical installation, al-
though other glide-slope angles may be used,
depending on the terrain and obstacles sur-
rounding the airport.
The VHF NAV sends localizer and glide-slope

deviation information for visual display. When
on course and on glide-path, the CDI and GS
pointers are centered. If the ground station
signals are lost, the VHF NAV sends GS and
NAV flag signals to the flight director.
Figure 16-41. Marker Beacon Display

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aural receiver. In ADF mode, it provides rela-

tive bearing-to-the-station information as well
as the audio output. When TONE is selected,
unmodulated CW signals can be received.
All aircraft operate with No. 1 and No. 2 ADF

systems using loop and sense antennas for rel-
ative bearing and audio tone signals. The ADF
sense antennas are aligned parallel to each other
on the cabin roof using antiprecipitation static
wire suspended between short masts. The ADF
loop plate antennas, also located on the cabin
roof, are positioned in line with each other.
Operation
1. Position the control mode switch to
ANT. Note that the ADF indicator is
Figure 16-42. DME Control Head parked in the horizontal position
Ground speed and time-to-station (if equipped) relative to the lubber line.
indications are accurate only if the aircraft is
flying directly to or from and is far enough 2. Tune the ADF to a beacon, outer marker,
away from the ground station for the slant or broadcast station. Position the mode
range and ground range to be nearly equal. At switch to ADF, and note that the ADF
12,000 feet above the ground station elevation indicator points to a bearing suitable
and 10 nm slant range, the ground speed infor the station received.
dication is lower than actual ground speed by
approximately 2%. 3. With the receiver tuned to a station fre-
quency, note the bearing indication as ref-
erence. Activate the self-test. The pointer
ADF should rotate 90° and return to reference
General when the self-test switch is released.
The automatic direction finding system re- 4. Activate the TONE position, and ensure
ceives radio signals in the frequency selection that the tone is audible when a station is
range of 190 to 1,749.5 kHz. In antenna (ANT) received. Without a signal at the an-
mode, the ADF (Figure 16-43) operates as an tenna, the tone will not be audible.
5. If stations are available, check for ADF

operation on the following bands:
• 190 to 279.5 kHz
• 280 to 399.5 kHz
• 400 to 599.5 kHz
• 600 to 899.5 kHz
• 900 to 1,399.5 kHz

Figure 16-43. ADF Control Head

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• 1,400 to 1,749.5 kHz TRANSPONDER

Ensure that the needles on the RMI are General
positioned correctly with the ADF/VOR
selector switch. The transponder allows automatic identifica-
tion of the aircraft for the air traffic control
radar system. It is interrogated by pulses re-
RADIO MAGNETIC INDICATOR ceived from a ground station and automatically
The radio magnetic indicator (RMI) is a dual- replies with a series of pulses. Reply pulses
pointer, rotating servo-driven azimuth dial in- are coded to supply identification and, op-
strument, compatible with either sine/cosine tionally, altitude. An identification pulse is pre-
or conventional ARINC receiver output. A sent only when the IDENT switch is depressed
fixed-index mask is marked with a lubber line and for approximately 15 seconds after re-
and triangular markers at 45° increments. A l e a s e . F i g u r e 1 6 - 4 5 s h ow s a t y p i c a l d e
single-bar pointer and a wide, double-bar Havilland installation using a Gables transpon-
pointer provide bearing indication for either der control head unit.
ADF or VOR as read on the face of the in-
strument. The pointers can be switched to ei- To avoid interference between the transpon-
ther ADF or VOR modes by means of either der and the DME, the transponder is inhibited
rotary switches or “push” transfer buttons when the DME transmits and vice versa.
(Figure 16-44), depending on the particular in-
strument. Servo error, compass validity, and Self-Test/Monitor
instrument power are monitored by a single
power off flag. When the TEST button is pressed, a pulse pair
simulating an interrogation from a ground sta-
The RMI bearing pointers are parked hori- tion is injected into the decoder. Normal op-
zontally when a localizer frequency is se- eration is indicated by illumination of a green
lected, pointing to the right. monitor light as long as the TEST button is de-
pressed. In the MON or monitor position, the
Figure 16-44. RMI Indicator Figure 16-45. Transponder

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green light illuminates each time the ground

radar scans the aircraft for identification.
GPWS
A Sundstrand Mark II ground proximity warn-
ing system was available as a factory installed
option. Further information concerning op-
eration of this system may be found in
Supplement 32 of the Supplementary
Operating Data.
FLIGHT DATA RECORDER

A Sundstrand F-542B flight data recorder was
available as a factory installed option 23. This
system recorded time, airspeed, heading, ver-
tical acceleration and attitude. Power to the
system is supplied by a fuse on the center
pedestal avionics panel. An annunciator light
labeled “FDR POWER FAIL” provided warn-
ing of a loss of AC power to the unit.
WEATHER RADAR
Many different types of weather radar were
available for installation in the Twin Otter.
Figure 16-46 shows the most common display
location, at the top of the center pedestal. Figure 16-46. Typical Weather Radar
Figure 16-47 shows the remote-mounted Location
equipment in the aircraft nose.
Aircraft without weather radar installed have

a small spike protruding from the center of the
nose cap. This is part of the lightning protec-
tion package 24. Aircraft with weather radar
installed have a radome which is electrically
bonded to the aircraft with straps integral to
the radome assembly.
The weight of the radar and other avionics

equipment installed forward of the nose bag-
gage compartment must be deducted from the
nose baggage capacity. A placard is normally
provided on the inside of the nose baggage door
indicating the weight of equipment installed
Figure 16-47. Radar Equipment Installation
in the radome.

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HEADS UP DISPLAY
The first factory installed heads up display
was installed in serial number 829. The sys-
tem consisted of the display unit and collimator
mounted on a removable bracket.
AP-106 AUTOMATIC
FLIGHT CONTROL
SYSTEM
GENERAL
The Collins AP-106 autopilot integrated with the
Collins FD-112V flight director 25 is a common
automatic flight control system (AFCS) installed
in Series 300 Twin Otter aircraft. This system
is fitted to the Level B Twin Otter simulator op-
erated by FlightSafety in Toronto, Canada.
Figure 16-48 shows the FD-112V flight di-

rector display. Figure 16-49 shows the AP-106
autopilot control head mounted on the center
of the control yoke. Figure 16-50 shows the lo-
cations of various components of the flight di-
rector and autopilot system.
When engaged and coupled to the flight di-

rector, the autopilot controls the aircraft by
using the commands generated by the flight
computer. When engaged without a flight di-
rector mode selected (not coupled), manual
pitch and roll commands are inserted using the
pitch wheel and turn knob. The pilot may man- Figure 16-48. FD-112V Flight Director
ually fly the aircraft using command bar guid-
ance commands if the autopilot is not engaged, • Capture and maintain a desired heading
but desired flight director modes are selected.
• Capture and maintain a preselected
The typical AFCS can perform the follow- radio course
ing functions:
• Capture and maintain an ILS approach
• Maintain a preselected attitude to published minimums
• Maintain a barometric altitude Some Twin Otters have only the flight direc-
tor portion of the AFCS installed, without an
• Maintain an indicated airspeed autopilot. A flight director-only installation
does not include autopilot servos, the
pitch/turn control, and the yaw damper. All of

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the functions described above can still be ac-

complished, but the pilot must manually fly the
aircraft to satisfy the flight director com-
mands. Some aircraft have an autopilot in-
stalled, but not a flight director.
Figure 16-51 illustrates the fully integrated

AP-106 AFCS. Note the separation of the
major components of the system. A complete
Collins Flight Director and Autopilot system
would increase aircraft weight by 82 pounds.
Figure 16-49. AP-106 Autopilot

Control Head
AFCS DISC SW
GA SW
CWS SW
YAW DAMPER
COMPUTER SW
CONTROL
913K.1
PITCH/TURN STA 436.0
CONTROL ELEVATOR
FLT/DIR SERVO STA 391.0
IND 334C-9A
PITCH
AILERON TRIM SERVO
SERVO 334D-6
334C-9A
RUDDER
SERVO
334C-9A
INDICATOR GAIN PROGRAMMER

AIRSPEED 161H-1 AUTOPILOT
SENSOR
INTERLOCK
STA 590B.3 RELAY AND BRIDGE
4 4 .0 RECTIFIER
B/ L 4 ST
5.3 60 A
K1 K1 .0
TB150
PITOT-STATIC
TEST DISABLE ALTITUDE
MANIFOLD ASSEMBLY
RELAYS CONTROLLER
590A-6
Figure 16-50. Autopilot Component Locations

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{ Y
Z
X VERTICAL
{ Y
Z
GYRO
FLIGHT
DIRECTOR PITCH
X AP-106 AUTOPILOT SYSTEM
ATTITUDE
Y
Z { DATA
DIRECTOR X ROLL TURN AND RUDDER SERVO

X
INDICATOR Y
Z { DATA
PITCH
STEERING
{ Y
SLIP INDICATOR YAW CMD
(WITH YAW
DAMPER)
ROLL
STEERING ALTITUDE
PN-101 PICTORIAL HEADING X FLIGHT GAIN
NAVIGATION SYSTEM COMPUTER/ CONTROLLER
OR C-14 COMPASS
DATA
{ Y
Z
CONTROL
COMPUTER
PROGRAMMED
PROGRAMMER
X ALTITUDE
SLAVING
{ Y PITCH
VERT ERROR
PROGRAMMED AND IAS AIRSPEED ELEVATOR SERVO
ATTITUDE COMPUTER PITCH CMD PROGRAMMER SENSOR

SIGNAL
DIRECTOR X
INDICATOR { Y
RUDDER
PROGRAMMER
RUDDER CMD
TRIM SERVO
MAGNETIC
ROLL CMD
HEADING X
{ { ROLL VOR A OC DEV
DATA
{ Y
Z
COURSE
{
DATA
HEADING {
COMPUTER ELEVATOR
PROGRAMMER
ELEVATOR CMD AILERON SERVO
DATA
HDG FLAG
FAULT MONITOR GYRO MONITOR AILERON AILERON CMD
AND DISPLAY TRIM AUTOPILOT TRIM PROGRAMMER
CONTROLLER
PITCH ROLL RADIO ALT SIG
KNOB KNOB MODE DATA GS/VORA OC DME SIG
MODE SELECT PROGRAMMER VORAL OC SIG
LOGIC
MODE LOGIC
PITCH/TURN AND
CONTROL ANNUNCIATOR
GA SW AP DRIVE
DISEN SW
COURSE SYNC SW
TRIM SW
RESOLVER GS SYSTEM
DATA FLAG NAV FLAG ANNUNCIATOR
AUTOPILOT TRIM
MANUAL TRIM
NAVIGATION RADIO
DME
RECEIVER ALTIMETER
Figure 16-51. AP-106 AFCS Schematic
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AP-106 AUTOPILOT SYSTEM (with autopilot engaged) to the rudder, aileron,

and elevator servos, and the pitch trim system.
General
Primary servos and servo mounts—The pri-
The AP-106 provides autopilot engagement mary servos position the aircraft control sur- 913K-1/A COMPUTER CONTROL
control, the pitch wheel and turn knob for faces in response to commands from the
manually controlling the autopilot. Figure autopilot flight computer. The use of servo NAV MODE SELECTOR APPR MODE SELECTOR
HDG MODE SELECTOR SELECTS AUTOPILOT
16-52 shows the autopilot and flight direc- mounts allows the servos to be removed with- SELECTS AUTOPILOT NAVIGATION MODE
SELECTS AUTOPILOT
tor controls. APPROACH MODE
out disturbing the flight controls rigging. HEADING MODE (VOR/LOCALIZER MODES)
Operating Modes AUTOPILOT CONTROL AND

B/C MODE SELECTOR
The autopilot has two modes of operation— INDICATION SELECTS AUTOPILOT
ALT MODE SELECTOR
attitude and guidance. HDG NAV APPR BACK COURSE MODE
Autopilot Engage Switch SELECTS AUTOPILOT
ALTITUDE HOLD
IAS MODE SELECTOR
Attitude (manual) mode—When the autopi- MODE ALT IAS M/C
lot is engaged (the spring-loaded engage lever The autopilot engage switch allows manual en- SELECTS AUTOPILOT
gagement or disengagement of the autopilot INDICATED AIRSPEED
moved to the ENG position) and no modes are AUTOPILOT ENG INDICATOR ALT MODE
selected on the computer/control or with the system. The lever has 3 positions: DIS (disen- LIGHTS WHEN AUTO- TRIM UP
go-around button, the autopilot is in the man- gaged), an unmarked center position, and a mo- PILOT SYSTEM IS TRIM DN DIMMER CONTROL/
ual mode. The autopilot accepts pitch and roll mentary ENG (engage) position. Moving the ENGAGED ENS
SELF-TEST SWITCH
rate or position commands from the pitch lever to the spring-loaded ENG position en- CONTROLS BRIGHTNESS
gages the autopilot. This is confirmed by the il- AUTOPILOT OF DISPLAY AND
wheel and turn knob. ENGAGE SWITCH SELECTOR LAMPS; TESTS
lumination of a small green triangle adjacent to DISPLAY AND SELECTOR
PROVIDES MANUAL
Guidance mode—When the autopilot is en- the ENG label. When the lever is moved to the ENGAGEMENT AND DIS- LAMP CIRCUITS WHEN
gaged and a lateral and/or vertical mode is DIS position, a small amber triangle illumi- ENGAGEMENT OF AUTO- CLOCKWISE.
selected on the flight director control, the au- nates by the DIS label. The autopilot may be in PILOT SYSTEM
topilot is in the guidance mode and accepts either condition, engaged or disengaged, when TRIM UP INDICATOR
TRIM DN INDICATOR
steering commands from the flight computer the lever is in the unmarked center position. LIGHTS WHEN AUTOPILOT
LIGHTS WHEN AUTO-
AUTOPILOT DIS INDICATOR PILOT IS DRIVING TRIM
(the computer section of the flight director). LIGHTS WHEN IS DRIVING TRIM SERVO SERVO IN UP
Whether the autopilot is engaged or disen- The amber triangle illuminates whenever the AUTOPILOT SYSTEM IN DOWN DIRECTION, OR DIRECTION, OR IF AUTO-
gaged, the ADI command bars are always autopilot is disengaged by pressing the au- IS DISENGAGED IF AUTOPILOT IS DISENGAGED, PILOT IS DISENGAGED,
LIGHTS WHEN MANUAL UP
driven by the flight computer. topilot disconnect button on the control wheel, TRIM IS REQUIRED
LIGHTS WHEN MANUAL
when the autopilot fails to engage, or when au- DOWN TRIM IS REQUIRED
tomatic disengagement occurs. The DIS switch
Component Description position, when selected manually, is used as
Autopilot controls—The autopilot controls the autopilot master disconnect. If the au-
topilot becomes disengaged at any time while TURN CONTROL
include the engage/disengage switch, pitch KNOB DN
wheel and turn knob, autopilot disengage the flight director is in use (guidance mode), SUPPLIES ROLL TURN CONTROL
switch on the control wheel, and two trim an AFCS DISC (automatic flight control sys- RATE COMMANDS KNOB
SUPPLIES RATE
up/down indicators. tem disconnect) annunciator will illuminate on TO AUTOPILOT; IS
COMMANDS TO AUTO-
the instrument panel. SPRING-LOADED
PILOT; IS SPRING-LOADED
TO CENTER L R TO CENTER DETENT
Flight computer—The flight computer is the DETENT
heart of the AFCS. It is composed of the com- Turn Knob
puter/control, pitch computer, roll computer,
and trim controller. The signals received by the The turn knob is spring-loaded to the center
detent position. It is used to supply roll com- UP
flight computer from various systems and sen-
sors are converted into proper command sig- mands to the autopilot when no lateral modes
nals according to the selected mode of are selected on the computer/control. If a lat-
operation. The command signals are sent to the eral mode is selected and the autopilot is en-
flight director pitch and roll command bars and gaged, moving the turn knob from detent Figure 16-52. Autopilot and Flight Director Controls
deselects that mode. When the aircraft is rolled

to a normal roll attitude and the knob is then 913K-1A has modifications factory-installed).
positioned to the center detent, the existing roll As supplied from the factory (913K-1 only),
attitude is held. HDG, NAV, or B/C disengages when the CWS
button is pressed and movement of the control
UP–DN Pitch Wheel wheel results in more than 10° of bank. When
CWS is released, the existing attitude is main-
The pitch wheel is spring-loaded to the center tained. Bank angles of less than 10° will not
detent position. It supplies pitch commands to disengage a selected lateral mode.
the autopilot when no vertical modes are se-
lected on the computer/control. Moving this If the 913K-1 computer/control has been field-
thumbwheel to UP or DN causes an appropri- modified by Service Bulletin No. 9 (customer
ate change in pitch attitude at a rate proportional option) or a 913K-1A is being used, HDG,
to the amount of pitch wheel displacement. On NAV, APPR, and B/C do not disengage when
release, the pitch wheel returns to the center de- the CWS button is pressed and bank angles ex-
tent, and the pitch attitude present at that time ceed 10°. When the CWS button is released,
is held. Movement of the pitch wheel clears any the aircraft returns to the selected heading or
selected vertical mode; the autopilot then as- radio course.
sumes pitch hold mode.
APPR does not disengage when the CWS but-
Control Wheel Steering ton is pressed. When the CWS button is re-
leased, the aircraft returns to the localizer
When the AFCS includes control wheel steer- course and glide slope.
ing (CWS), pressing the CWS button (Figure 16-
53) disengages the autopilot servos from the GA Pushbutton
control surfaces and disengages the ALT or IAS
hold mode, if these modes have been selected. The GA pushbutton on the control wheel
(Figure 16-53) is used to select go-around
The effect of CWS on HDG, NAV, or B/C mode, a flight-director-only mode. When de-
when selected, depends on the modification pressed, the GA button commands a wings-
status of the 913K-1 computer/control (the l eve l , fi xe d - p i t c h - u p c o m m a n d w i t h o u t
disengaging the autopilot. GA may be selected
CWS G/A any time after APPR is selected.
Autopilot Disengagement
The autopilot can be disengaged by any of
the following:
• Depressing the AP disengage button on

the control column
• Moving the ENG–DIS switch to the

DIS position
• Actuating the electric trim switch

Figure 16-53. CWS and GA Pushbuttons (if installed)

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The autopilot automatically disengages when In some installations, RF energy caused by HF

any of the following occurs: radio transmissions has caused interference
with the yaw damper operation, and a placard
• Autopilot power failure is provided indicating that the yaw damper is not
to be engaged when making HF transmissions.
• Gyro monitor failure ROLL INDEXES
WARNING FLAG
Testing WARNING FLAG
• The force required to maintain the con- ATTITUDE TAPE
trol surfaces in the desired position ex- Detailed procedures for preflight testing of the TEST BUTTON HORIZON REFERENCE
ceeds a certain threshold, or if the pilot autopilot may be found in the expanded pro- LINE
overpowers the autopilot cedures section of the FlightSafety Twin Otter GLIDE-SLOPE
TEST
Checklist, and in Supplement 21 to the Flight POINTER AND AT CM
PT
• GA (go-around) mode is selected Manual and Supplementary Operating Data. SCALE T R
RADIO ALTITUDE
23 POINTER AND SCALE
Autopilot Annunciation WARNING FLAG 20
R (OPTIONAL)
ENG–DIS indicators—The triangular green

FD-112V FLIGHT G 12 13
A
D
WARNING FLAG
engage light illuminates when the autopilot is DIRECTOR SYSTEM COMMAND BAR
S A
L AIRPLANE
engaged. The triangular amber disengage light T
REFERENCE
10
illuminates when the autopilot is disengaged. 10 SYMBOL
GENERAL 20
20
WARNING FLAG 30 DOWN
TRIM UP/TRIM DN indicators—The ap- The Collins FD-112V flight director com- BANK INDICATOR
propriate flashing amber legend illuminates bines an attitude director indicator (ADI) and LUBBER LINE BOTTOM
when the autopilot is driving the trim servo in pictorial navigation (course) indicator (PNI) HEAD
the up or down direction or, if the autopilot is HEADING MARKER ING
in one instrument. It displays attitude, head-
disengaged, illuminates when manual up or ing, radio deviation, and steering commands. 6 9
down trim is required. The lateral modes are HDG, NAV, APPR, and
COURSE ARROW 3 COURSE DEVIATION SCALE
12
B/C (back course). The vertical modes are
TRIM-IN-MOTION—The legend illuminates pitch hold, ALT (altitude hold), and, as an op- WARNING FLAG COURSE DEVIATION BAR
0
when the autopilot is trimming.
15
tion, IAS (indicated airspeed hold). TO—FROM POINTER
RADIO BEARING POINTER
AIRPLANE SYMBOL
33
Yaw Damper When the autopilot is engaged, the pilot mon-
18
itors autopilot performance on the flight di-
A yaw damper is available as an optional in- AZIMUTH CARD
30
rector. When the autopilot is not engaged, the 21
stallation. The pilot must manually trim the air- pilot flies the aircraft manually in response to 27 COURSE
craft ‘put the ball in the middle’ of the turn and HDG 24
flight director commands. COURSE SELECT KNOB
bank indicator before engaging the yaw HEADING SELECT KNOB
damper. The yaw damper is engaged by press- The cockpit-installed flight director compo-
ing on the YAW DAMPER button, which is a nents include the attitude director indicator
magnetic-type pushswitch normally located (ADI), the pictorial navigation indicator (PNI),
beside the autopilot control head. The yaw and the computer/control panel (flight direc-
damper may be disengaged by pressing the tor mode selector). Figure 16-48 shows a
AFCS DISC button. Collins FD-112V flight director. Figure 16-54
SLIP INDICATOR
illustrates the FD-112V indications and flags. Figure 16-54. FD-112V Flight Director Indications
The yaw damper is independent of the au-
topilot, and does not normally disengage when
the ENG–DIS switch is moved to the DIS po-
sition. The yaw damper must be disengaged for
takeoff and landing.
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ATTITUDE DIRECTOR Glide-Slope Pointer and Scale

INDICATOR A glide-slope pointer represents the center of
the glide-slope beam. The center of the glide-
General slope scale represents the aircraft. When the
The ADI provides a visual presentation of the pointer is deflected upward, the aircraft is below
aircraft attitude as furnished by the remote the glide-path. This is reference information
primary vertical gyro. The flight director in- (raw data) only; pitch commands are presented
dicator (FDI) is built into the ADI and consists by the command bars. The glide-slope pointer
of a set of computer-positioned command bars is in view only when the VHF navigation sys-
providing a single-cue command reference tem is tuned to a localizer frequency.
for both pitch and roll. The bars move up or
down to command pitch and rotate counter- Radio Altimeter Pointer
clockwise and clockwise to command roll.
The radio altimeter pointer displays radio al-
When a flight director mode(s) has been se- titude from 200 feet to touchdown. The pointer
lected, the command bars appear in view to pro- is deflected out of view when not in use.
vide the computed pitch and roll commands;
if the autopilot is engaged, it then automatically Inclinometer
responds to the command bars. If the autopi-
lot is disengaged, the pilot must perform the An inclinometer or slip indicator displays skid
roll and pitch maneuvers necessary to align or slip. The inclinometer is a curved, liquid-
the aircraft symbol with the command bars. filled glass tube containing a weighted ball.
The ADI also provides indication of glide- TEST Button

slope deviation radar altitude below 200 feet.
A TEST button is used to test portions of the ADI
Following are detailed descriptions of the ADI pitch and roll circuits. When pressed, the ATT
displays and their functions. and HEADING flags appear, and the display
changes by 10° pitch-up and 10° right bank.
Aircraft Symbol and Attitude
Display GS Flag
A GS flag covers the glide-slope deviation
A delta-shaped symbol represents the aircraft.
pointer when receiver output is unreliable.
Pitch and roll are displayed by the relationship
of the aircraft symbol to a moveable attitude
tape. The tape is coloured—blue sky above ATT Flag
brown earth separated by a white horizon line.
The ATTitude warning flag is in view when an
Pitch indexes on the tape show pitch attitude
erroneous vertical gyro input, a power failure,
up to +90°. Roll indexes show 10, 20, 30, and
or an attitude indicator servo failure occurs.
45° of bank left and right.
Command Bars CMPTR Flag

The computer warning flag is in view when the
Command bars display computed pitch and
computer output is unreliable.
bank commands. These bars move up or down
to command climb or descent, and roll clock-
wise or counterclockwise to command right or RAD ALT Flag
left bank. The aircraft is maneuvered so that the
The RADar ALTitude flag is in view when the
aircraft symbol is flown into the command bars.
radio altimeter output is unreliable.


PICTORIAL NAVIGATION Aircraft Symbol

INDICATOR An aircraft symbol shows aircraft position
and heading with respect to the azimuth card,
General lateral deviation bar, heading marker, and
The pictorial navigation indicator (PNI) pro- bearing pointer.
vides a pictorial presentation of aircraft posi-
tion relative to VOR radials and localizer beams. Azimuth Card
Heading reference with respect to magnetic
north is provided by a remote directional gyro A rotating azimuth card displays magnetic
which is slaved to a remote fluxgate compass. heading information from a gyro-stabilized
magnetic compass. Magnetic heading is read
The PNI provides the AFCS with computer in- on the compass card under the lubber line.
formation regarding existing heading, head-
ing marker reference, selected course, and Lubber Line
course deviation. The heading marker (bug) is
used to direct the aircraft to turn to and main- The lubber line is a fixed reference line for the
tain the heading selected with the heading azimuth card, centered at the top of the PNI.
(HDG) control knob. It represents the nose of the aircraft.
The course deviation indicator is used to in- Heading Marker

tercept and track a VOR or localizer course
which is set with the COURSE knob. Warning The heading marker (bug) is set to the desired
flags monitor the azimuth card and navigation heading as read on the azimuth card. Once
signals. Following are detailed descriptions of set, the bug rotates with the azimuth card to
the PNI displays and their functions. give a continuous reading of the selected head-
ing. With autopilot engaged and HDG selected
Table 16-1 summarizes the most commonly on the computer/control, the AFCS flies to
used information displayed on the PNI portion this heading and then maintains it. If the au-
of the FD-112V. topilot is not engaged, but HDG is selected on
Table 16-1. HSI INDICATORS
INDICATOR READ AGAINST DISPLAYS
Azimuth card Lubber line Magnetic heading
Course arrow Azimuth card Selected VOR or

localizer course
Lateral deviation bar Airplane symbol Course deviation
Heading marker Azimuth card Selected magnetic

heading
Lubber line Selected magnetic

heading error
Bearing pointer Azimuth card Magnetic bearing of

navigation ground
station from airplane
(VOR or ADF)

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the computer/control, the command bars will NAV Flag

indicate the turn required to manually fly to
the set heading. The NAV flag comes into view if the naviga-
tional receiver output is unreliable.
Heading Select Knob
Rotating the HDG knob sets the heading bug to
COMPUTER/CONTROL
the desired heading as read on the azimuth card. General
Course Arrow The 913K-1 and -1A computer/control is a
combined flight director computer, autopilot
The course arrow is set to the selected VOR amplifier, and system mode controller. The
or localizer radial (bearing) as read against the modes are selected by alternate–action (push-
azimuth card. on/push-off) switches (Figure 16-52). The lat-
eral modes are HDG, NAV, APPR, and B/C
COURSE Select Knob (back course). When not in a lateral mode,
the ADI command bars are moved out of view.
Rotating the COURSE knob sets the course
arrow to the desired bearing as read against the The vertical modes are ALT, IAS, and pitch;
azimuth card. these are all hold modes. The pitch hold mode
is operational when none of the vertical modes
Lateral Deviation Bar are selected.
The lateral (course) deviation bar (CDI) rep- Selection of a mode causes that pushbutton to
resents the centerline of the selected VOR or light. The button can be illuminated only when
localizer course. The aircraft symbol repre- that mode is positively engaged. Switch light-
sents the position of the aircraft with respect ing intensity is controlled by the dimmer con-
to this selected course. The aircraft is on the trol on the lower right of the unit. The dimmer
selected course when the CDI is lined up with control also acts as a lamp test when turned
the course arrow. fully counterclockwise.
Bearing Pointer NOTE

With respect to the lubber line, the bearing There are no flight director oper-
pointer indicates the relative bearing of the ational differences between the
VOR or ADF transmitter from aircraft heading. 913K-1 and -1A installations.
Refer to Control Wheel Steering,
To–From Pointer (VOR) this chapter, for autopilot opera-
tional differences between the -1
The to–from pointer indicates if the selected and -1A computer/controls in those
VOR course is to or from the selected VOR sta- aircraft equipped with control
tion. The pointer is not visible when the navi- wheel steering.
gation receiver is tuned to a localizer frequency.
HEADING Flag Table 16-2 lists the 913K-1 and -1A annunci-
ators and the conditions under which they
The HEADING flag comes into view if an er- light. Table 16-3 lists the remote autopilot
roneous directional gyro input, a power fail- and flight director annunciators and the con-
ure, or a compass card servo failure occurs. ditions under which they light. The remote
annunciators are normally mounted on the in-
strument panel, above the FD112 display.

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Table 16-2. 913K-1/-1A ANNUNCIATORS Table 16-3. REMOTE ANNUNCIATORS
ANNUNCIATORS CONDITIONS UNDER ANNUNCIATORS CONDITIONS UNDER

WHICH IT LIGHTS WHICH IT LIGHTS
Engage Green triangle lights N/L ARM After APPR or NAV mode is
whenever the autopilot selected and before radio
is engaged. capture
Disengage Amber triangle lights N/L CAP After APPR or NAV mode is
whenever the autopilot is selected and after radio
disengaged. capture
TRIM UP Autopilot is commanding G/S ARM After APPR mode is

trim-up. selected and a glide-slope
signal is received on a front
TRIM DN Autopilot is commanding course approach
trim-down.
G/S CAP After glide-slope capture in
HDG Selection of heading mode APPR mode on a front
course approach
NAV Selection of navigation
mode B/C After back course is selected
for a back course approach
APPR Selection of approach
(front course) mode D/R When passing over a VOR
station in NAV mode indi-
ALT Selection of altitude hold cates computer is in head-
mode ing memory submode
IAS Selection of indicated air- GA Selection of go-around mode

speed hold mode
TRIM-IN- Autopilot is trimming
B/C Selection of back course MOTION
approach mode
To complete a turn of more than 135°, set the
PNI heading marker approximately 135° in
Following are detailed descriptions of the AP- the direction of the desired turn. After com-
106/FD-112V mode selections. pleting approximately 120° of the turn, reset
the bug up to an additional 135°.
Basic Mode
NAV
Basic mode exists when no mode is selected
in the lateral or vertical channels. ADI com- When navigation mode (NAV) is selected, the
mand bars are biased out of view. When the au- system initially switches to navigation/local-
topilot is engaged, autopilot manual mode izer arm (N/L ARM), heading hold submode.
exists, allowing manual autopilot control using At this time, the autopilot commands the air-
the turn knob or pitch wheel. craft to follow the heading under the heading
marker. The heading marker should be set to
HDG produce the desired VOR or localizer intercept
angle.
When heading mode (HDG) is selected on the
computer/control and the autopilot is engaged, The flight computer computes a capture point
the autopilot turns the aircraft to and maintains based on deviation from the desired radio
the heading set under the PNI heading bug. beam, the rate at which the aircraft is ap-
proaching the beam, and the course intercept

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angle. When beam capture occurs, the HDG

and N/L ARM annunciators go out, and the
navigation/localizer capture (N/L CAP) an-
nunciator lights. The autopilot then turns the LINEAR
aircraft and tracks the selected radio course
with automatic crosswind correction. A cone DEVN
suppression circuit provides a smooth station
passage for VOR.
OFF ON
Linear Deviation
The system features a linearized VOR devia-
tion when the aircraft is DME-equipped and Figure 16-55. Linear Deviation
a VORTAC is being used. The CDI indicates ON–OFF Switch
the distance in miles from the selected radial switch light changing from off to on, and
regardless of how close-in the aircraft is to the could be very hazardous if undetected during
ground station. In the NAV mode, each dot of a VOR approach.
deviation equals five miles from the selected
radial (full-scale deviation is ten miles). In APPR
APPR mode, each dot of deviation indicates
one mile from the selected radial (full-scale Approach mode (APPR) is selected for any
type of approach (localizer/glide slope, VOR,
deviation is two miles). RNAV, etc.). In APPR, localizer capture is the
same as in NAV. The approach mode also
Linear course deviation display can be useful provides glide-slope arm and capture.
when enroute, as it minimizes the tendency of
the aircraft autopilot to become overly sensi- When APPR is selected and the localizer is
t iv e w h e n p a s s i n g o v e r h e a d c o l l o c a t e d being tracked, the GS ARM annunciator illu-
VOR/DME installations. Linear deviation dis- minates. Glide-slope capture is dependent
play may be undesirable during VOR or upon localizer capture and must occur after lo-
VOR/DME approaches, because in certain calizer capture.
conditions it is more appropriate to have in-
creased angular deviation sensitivity as the Glide-slope capture can be accomplished from
aircraft approaches the ground station. above (not recommended) or below the glide
slope. When the glide slope is captured, the GS
Aircraft equipped with the linear deviation ARM annunciator goes out, and the GS CAP
feature will have a small pushswitch labeled annunciator illuminates.
“LINEAR DEVN” installed on the instrument
panel (Figure 16-55). The system is capable of a VOR approach to
minimums. With the navigation receiver tuned
It is important to note that the pushswitch, to the VOR, selecting APPR provides the lat-
which also functions as an annunciator light, eral guidance. Linear deviation is also avail-
will continue to indicate OFF until both a able when conducting a VOR approach and a
valid VOR signal and a valid DME signal VORTAC is being used. However, the gain
have been acquired. It is possible to have the limits of the computer are increased so that
Linear deviation feature turned on (button full-scale deflection of the CDI equals one
pushed in), and the annunciator light is off. mile from the selected radial (one-half mile per
If a VOR/DME signal is later acquired, the dot). Capture is the same as in NAV. The glide-
system will automatically go into linear de- slope pointer remains out of view during a
viation mode, and the pushbutton will indi- VOR approach.
cate on. This will occur without any
annunciation to the pilot other than the push-

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B/C • After localizer capture, preset the

missed-approach heading so that missed-
In B/C (back course mode), localizer cap- approach steering commands will be
ture is the same as in a front-course approach. available by selecting HDG.
The glide slope is inhibited during a back-
course approach. • Radio course may be changed over a
VOR station when operating in NAV as
Vertical Modes long as the course change is not more
than 30°. If the course change is more
In addition to the lateral modes, there are two than 30°, the heading mode should be se-
standard and one optional vertical modes. The lected to establish a new intercept, and
two standard vertical modes are altitude hold then NAV should be reselected to set up
(ALT) and pitch hold. The optional vertical a new capture.
mode is IAS hold. ALT and IAS are selected
with their respective mode select buttons on • When inbound to a VOR, do not set up
the computer/control. a VOR capture problem within approx-
imately five miles of the VOR (depend-
IAS is a hold only mode; it does not capture ing on groundspeed). The system will
a desired airspeed. not have sufficient time to solve the
problem and stabilize on course before
Pitch hold mode is selected by having all of passing over the station.
the vertical mode select buttons in the off po-
sition or actuating the CWS button. The CWS • Limit capture angles to 90° or less (or
button allows the pilot to fly the aircraft to the to the number of degrees specified in
new pitch attitude and synchronize the ADI to the Flight Manual supplement).
the new reference.
• Do not put DME in hold position while
AFCS OPERATIONAL flying a VOR. This inhibits the linear de-
viation feature, and the system will re-
CONSIDERATIONS vert to conventional (angular) deviation
The following “Points to Remember” are taken from the selected radial.
from the de Havilland Service School Twin
Otter Pilot Training Manual:
LIMITATIONS
• Always maneuver the aircraft to “fly” the
symbol into the command bars to satisfy Refer to the approved Flight Manual for avion-
the pitch and bank commands. ics limitations applicable to the equipment
installed in specific aircraft.
• Always check the annunciator display
to verify that proper switching has The Collins AP-106 autopilot minimum speed
taken place. for operation is 95 KCAS, maximum speed for
operation is V MO . The autopilot is limited to
a pitch attitude between +12 and –12°. The au-
topilot should not be engaged when the aircraft

FlightSafety
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attitude is outside of these limits, otherwise

the autopilot will command an abrupt pitch
change to the 12° limit.
The Collins AP-106 autopilot must be disen-

gaged if one engine becomes inoperative.
Additional limitations apply to the autopilot,
and may be found in Supplements 21 to the
Flight Manual and Supplementary Operating
Data, and on the mandatory placard installed
on the control yoke of aircraft fitted with this Figure 16-56. AP-106 Autopilot
autopilot (Figure 16-56). A different placard Limitations Placard
is required on Series 310 aircraft 26.


QUESTIONS
1. I f E M E R i s s e l e c t e d o n t h e P I L OT 4. When the autopilot is engaged without a
STATIC emergency selector valve, the flight director mode selected:
following condition will exist:
A. The pilot must manually fly the aircraft
A. The pilot’s static pressure source until a flight director mode is selected.
is supplied from inside the cabin. B. Pitch and roll commands must be in-
B. The copilot’s static pressure source is serted by the computer/control.
supplied from inside the cabin. C. Pitch and roll commands must be
C. T h e p i l o t ’s a n d c o p i l o t ’s s t a t i c inserted using the pitch wheel and
pressure sources are reversed turn knob.
from normal operation. D. T h e a u t o p i l o t w i l l f o l l o w t h e
D. The pilot’s static pressure instru- flight director command bars
ments are connected to the copilot’s for pitch and roll corrections.
static pressure source.
2. The autopilot controls the aircraft 5. The pilot may manually fly the air craft
using commands generated by the flight using command bar guidance commands
director when the: if the autopilot is:
A. A u t o p i l o t i s e n g a g e d b u t n o t A. Not engaged, and no flight director

coupled to the flight director. modes are selected
B. A u t o p i l o t i s e n g a g e d a n d B. Not engaged, but desired flight di-
coupled to the flight director. rector modes are selected
C. Flight director only is engaged. C. E n g a g e d , a n d n o f l i g h t d i r e c t o r
D. A u t o p i l o t i s e n g a g e d a n d n o modes are selected
modes are selected on the com- D. E n g a g e d , b u t d e s i r e d f l i g h t d i -
puter/control. rector modes are selected
3. When the autopilot is in guidance 6. When the ADI TEST button is pressed:
mode, it accepts steering commands from
the:
A. The ATT and HEADING flags appear
for five seconds and then are removed
A. Flight computer from view.
B. Autopilot computer B. All flight director flags appear for
C. Autopilot turn knob five seconds and then are removed
D. Autopilot servos from view.
C. The ATT and HEADING flags appear,
and the display changes by 10° pitch-
up and 10° right bank.
D. A l l f l i g h t d i r e c t o r f l a g s a p p e a r,
and the display changes by 10°
pitch-up and 10° right bank.

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7. Flight computer gain signal rates are: 9. DME reads:
A. Adjusted at the outer marker A. Ground range in statute miles

B. Adjusted at the middle marker B. Slant range in statute miles
C. Adjusted at the inner marker C. Ground range in nautical miles
D. Not adjusted during final phases D. Slant range in nautical miles
of approach
8. Range of the radio altimeter is:
A. Surface to 200 feet

B. 200 feet to 2,000 feet
C. 50 feet to 2,000 feet
D. Surface to 2,000 feet

FlightSafety
international

ENDNOTES
1
S.O.O. 6162, available as a factory installation on SNs ≈500 and up
2
S.O.O. 6188 (S/B 6/505 Rev A)
3
S.O.O. 6003 for Series 100, and S.O.O. 6060 for Series 200
4
S.O.O. 6085: Later, Mod 6/1455 introduced an improved BG374E computer.
5
Provided by de Havilland Custom Avionic Order (CAO)
6
Provided by Field Aviation Calgary, Canada; Transport Canada STA 67-7 approval
7
Provided by de Havilland Engineering Order EO68767
8
Mod 6/1506 (S/B 6/317 Rev A and S/B 6/344)
9
Mod 6/1700: At the same time, wing fuel tank controls were moved to the center pedestal.
10
Mod 6/1445
11
Mod 6/1538: Mod 6/1595 (S/B 6/370) introduced a further improvement at SN 527.
12
S.O.O. 6075 (Copilot Flight Instruments) became basic installation with Mod 6/1604.
13
Mod 6/1281, (S/B 6/216 Rev C): V MO , V FE and V YSE were also slightly revised at this time.
14
Mod 6/1291, (S/B 6/264)
15
Mod 6/1395, (S/B 6/262)
16
Mod 6/1833 (S/B 6/459) introduced new flap and airspeed limitations for Series 310 aircraft.
17
Mod 6/1589
18
S.O.O. 6122, required for Series 320 aircraft
19
Mod 6/1686: TAB 672/7 discusses the 4-minute turn markings in detail.
20
Mods 6/1656 and 6/1730 (S/B 6/395)
21
S.O.O. 6176
22
Mod6/1494, cut in at SN 411.

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23
CAO (Custom Avionics Order) 60409
24
Mod 6/1272, cut in at SN 311 to meet SFAR 23 requirements
25
S.O.O. 6162
26
Mod 6/1400 (S/B 6/272) for CAA aircraft only


CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 17-1
GENERAL ............................................................................................................................ 17-1
CREW OXYGEN SYSTEM ................................................................................................. 17-1
General........................................................................................................................... 17-1
Components ................................................................................................................... 17-2
Operation ....................................................................................................................... 17-4
PASSENGER OXYGEN SYSTEM ...................................................................................... 17-6
General........................................................................................................................... 17-6
Components ................................................................................................................... 17-6
Operation ....................................................................................................................... 17-9
OXYGEN SYSTEM LIMITATIONS.................................................................................... 17-9
FERRY FUEL SYSTEM....................................................................................................... 17-9
General........................................................................................................................... 17-9
Components ................................................................................................................. 17-12
Ferry Fuel Limitations ................................................................................................. 17-12
EXTENDED RANGE FUEL TANKS (MARITIME PATROL CONFIGURATION) ....... 17-14
TOILET ............................................................................................................................... 17-15
General......................................................................................................................... 17-15
Components ................................................................................................................. 17-15
QUESTIONS....................................................................................................................... 17-17
ENDNOTES ........................................................................................................................ 17-18

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ILLUSTRATIONS
Figure Title Page
17-1 Crew Oxygen System............................................................................................. 17-2
17-2 Crew Oxygen Cylinder........................................................................................... 17-3
17-3 Crew Oxygen Regulator......................................................................................... 17-3
17-4 Crew Oxygen Regulator Panel ............................................................................... 17-3
17-5 Crew Oxygen Mask Supply Line ........................................................................... 17-4
17-6 Typical Crew Oxygen Mask................................................................................... 17-4
17-7 Crew and Passenger Oxygen System Schematic ................................................... 17-5
17-8 Passenger Oxygen System Components ................................................................ 17-7
17-9 Passenger Oxygen Tank ......................................................................................... 17-6
17-10 Oxygen Charging Valve ......................................................................................... 17-6
17-11 Passenger Oxygen Control Panel ........................................................................... 17-8
17-12 Main System Shutoff Valve and Guard Assembly................................................. 17-8
17-13 Passenger Oxygen Mask ........................................................................................ 17-8
17-14 Passenger Oxygen Outlets...................................................................................... 17-9
17-15 Crew Oxygen System Duration Chart ................................................................. 17-10
17-16 Passenger Oxygen System Duration Chart .......................................................... 17-11
17-17 Ferry Fuel Installation.......................................................................................... 17-12
17-18 Ferry Fuel System Schematic .............................................................................. 17-13
17-19 Extended Range Fuel Tanks................................................................................. 17-14
17-20 Toilet in Rear Baggage Compartment.................................................................. 17-15
17-21 Toilet Door (Closed) ............................................................................................ 17-15
17-22 Toilet Door (Open, Row 7 Seat Removed) .......................................................... 17-15

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TABLES
Table Title Page
17-1 Average Time of Useful Consciousness................................................................. 17-9
17-2 Ferry Fuel System Capacity................................................................................. 17-13

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CHAPTER 17
MISCELLANEOUS SYSTEMS
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RESET
ANTI-ICE
12 ON
TEST
OIL
16
8 BLOWER
OFF
NO 1 FUEL ENG 1 XMSN
TRANS CHIP OIL
NO 1 FUEL NO 1 FUEL 90° BOX
LOW FILTER OIL
4 BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
0
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INTRODUCTION
This chapter covers the crew oxygen, passenger oxygen, ferry fuel, and toilet systems
on Twin Otter aircraft. All of these systems are optional.
GENERAL CREW OXYGEN SYSTEM

Oxygen systems could be installed for crew
only, or for both crew and passenger use.
GENERAL
Several designs of ferry fuel systems were Standard crew oxygen 1 and main cabin pas-
available, including single-use (temporary) senger oxygen 2 systems were available as fac-
and permanent systems. Use of the ferry fuel tory-installed options. These systems will be
system requires regulatory authority approval. discussed in this chapter. Additional informa-
Various toilet installations were offered by tion describing these systems is also available
Special Order Option (S.O.O.), or by custom
Engineering Order (E.O.).

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in Supplement 3 to the AFM and Supplement The layout and component location of the
3 to the Supplementary Operating Data. crew oxygen system is shown in Figure 17-1.
Smaller systems were also available for spe- COMPONENTS

cial operations such as geophysical survey or
coastal patrol 3 operations. Because only a lim- Cylinder
ited number of aircraft (primarily military)
were equipped with these modified systems, The green 650-cubic-inch oxygen cylinder
they will not be discussed in this chapter. (Figure 17-2) is located forward of the station
60 bulkhead, below the avionic equipment
All oxygen systems consist of oxygen cylin- shelves. Access for servicing and recharging
ders, masks, pressure gauges, charging valves, is from the nose baggage compartment door.
outlets, regulators, and associated piping to
complete the installations. A self-opening valve in the cylinder outlet
automatically opens when the line is con-
A crew oxygen system is required before in- nected and closes when the line is discon-
stalling a separate passenger oxygen system. nected. This feature permits the changing of
cylinders without loss of oxygen content. The
The crew oxygen system is a diluter-demand cylinder outlet valve contains a safety plug and
system, providing oxygen for the pilot and disc to release the oxygen if excessive thermal
copilot through demand regulators. expansion occurs.
PRESSURE
GAUGE
1000
0 2000
OXYGEN
CYLINDER
PRESSURE
COPILOT'S OXYGEN
MASK OUTLET
DILUTER-DEMAND
REGULATORS
CHARGING
VALVE
OXYGEN
(DUST COVER
CYLINDER PILOT'S OXYGEN
INSTALLED)
MASK OUTLET
CHECK FS 60.0
VALVE
Figure 17-1. Crew Oxygen System

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Figure 17-2. Crew Oxygen Cylinder Figure 17-3. Crew Oxygen Regulator
The normal charge for the cylinder is 1,800±50 Regulators
psi. Empty cylinders should be stored with a
minimum oxygen charge of 25 psi to prevent Two oxygen regulators are installed on the
system contamination. lower subpanel of each instrument panel within
easy reach of both crew. Each regulator has
Pressure Gauge and three switches, a flow indicator, and an oxy-
gen pressure gauge. The regulators are illu-
Charging Valve minated with an eyebrow-type light. Figure
A direct-reading gauge labeled “OXYGEN 17-3 shows the left-hand side regulator.
CYLINDER PRESSURE” is mounted adja-
cent to the charging valve (Figure 17-1) in the Figure 17-4 shows the controls and indications on
lower frame of the avionics protection shield, the regulator. The right-hand side, two-position,
inside the nose baggage compartment door. green SUPPLY switch includes positions
The gauge is calibrated from 0 to 2,000 psi in marked “ON” and “OFF.” The center, two-po-
increments of 200 psi. sition, white switch is a diluter switch labeled
OXYGEN REGULATOR
PRESSURE DEMAND
1000
500 1500
FULL
0 2000
OXYGEN
P.S.I.
FLOW
100% SUPPLY
OXYGEN ON
EMERGENCY
NORMAL
TEST MASK
NORMAL
OXYGEN OFF
Figure 17-4. Crew Oxygen Regulator Panel

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“100% OXYGEN” and “NORMAL OXYGEN.” OPERATION

In the 100% OXYGEN position, the air valve
of the diluter-demand route is closed, and undi- With the crew masks plugged into supply lines
luted oxygen is supplied to the mask. This po- and the SUPPLY switch turned ON, low-pres-
sition should be used if any doubt exists about sure oxygen from the regulators is available
the oxygen supply; however, the duration of the to both crewmembers.
oxygen supply will be reduced when the switch
is in the 100% OXYGEN position. In the NOR- Figure 17-7 schematically illustrates the oxy-
MAL position, the degree of dilution is con- gen flow, controls and indications in a combined
trolled barometrically at any altitude. crew and passenger oxygen system.
The left-hand, red switch has three positions

labeled “EMERGENCY,” “NORMAL,” and
“TEST MASK.” In the EMERGENCY posi-
tion, 100% oxygen under pressure is supplied
to the mask regardless of the white diluter
switch position. In the NORMAL position, the
oxygen supply is controlled by the white di-
luter switch. When momentarily depressed,
the spring-loaded TEST MASK position pro-
vides an oxygen flow to the mask to enable the
pilot to test the system for leaks while on the
ground. A white flag indicator labeled “FLOW”
provides visual indication of oxygen flow.
Masks Figure 17-5. Crew Oxygen Mask

Crew oxygen masks are equipped with quick- Supply Line
disconnect fittings, and are plugged into out-
lets provided in the flight compartment. When
not in use, the masks may be stored in the
door pockets (Figure 17-5). Care should be
taken to prevent contaminants from entering
the mask.
When positive pressures are required, it is es-

sential that the oxygen mask be well fitted to
the face (Figure 17-6). Unless special pre-
cautions are taken to ensure that there is no
leakage, continued use of positive pressure
will result in the rapid depletion of the oxy-
gen supply.
An improved mask, with a dynamic micro-

phone installed, was introduced at aircraft se-
rial number 576 4. This mask may be refitted
to earlier aircraft.
Figure 17-6. Typical Crew Oxygen Mask

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CREW OXYGEN AUTOMATIC TO PASSENGER

REGULATORS PRESSURE OUTLETS
REGULATOR
OXYGEN REGULATOR OXYGEN REGULATOR

PRESSURE DEMAND PRESSURE DEMAND
1000 1000
500 1500 500 1500
FULL FULL
0 2000 0 2000
FLOW
OXYGEN
P.S.I.
FLOW
OXYGEN
P.S.I.
SHUTOFF
TO PILOT 100% SUPPLY 100% SUPPLY
TO COPILOT
VALVE
OXYGEN ON OXYGEN ON
EMERGENCY EMERGENCY
NORMAL NORMAL
TEST MASK TEST MASK

NORMAL NORMAL
OXYGEN OFF OXYGEN OFF
PRESSURE
GAUGE
TRANSFER SHUTOFF
VALVE VALVE
PRESSURE
GAUGE
PRESSURE
GAUGE
CREW OXYGEN
CYLINDER
PASSENGER
OXYGEN
CYLINDERS
CHARGING CHARGING
VALVE VALVE
LEGEND
HIGH PRESSURE CREW OXYGEN
HIGH PRESSURE PASSENGER OXYGEN
LOW PRESSURE REGULATED OXYGEN
OXYGEN RECHARGE FROM GROUND EQUIPMENT
Figure 17-7. Crew and Passenger Oxygen System Schematic

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PASSENGER OXYGEN
SYSTEM
GENERAL
The continuous-flow passenger oxygen system
is capable of supplying twenty passengers.
The system is interconnected with the crew
oxygen system for crew use only in the event
of an extended flight. It is possible for the
crew to obtain oxygen from the passenger sys-
tem, but it is not possible for oxygen to flow
from the crew system to the passenger system.
The layout and component location of the pas-

senger oxygen system is shown in Figure 17-8.
COMPONENTS
Cylinders
Two green oxygen cylinders with a total ca-
pacity of 3,180 cubic inches are located in the
extended rear baggage compartment shelf aft Figure 17-9. Passenger Oxygen Tank
of station 376 on either side of the shelf open-
ing 5. Each cylinder, charged to 1,800 ±50 psi,
incorporates a self-opening valve that auto-
matically opens when the line is connected.
The valve closes when disconnected, permit-
ting cylinder changes without loss of oxygen
content. A safety disc in the valve ruptures to
release cylinder contents if excessive thermal
expansion pressure occurs. Figure 17-9 shows
the right hand side tank. An optional panel6 was
available to protect the cylinders if the shelf
was also used for cargo.
Pressure Gauge and

Charging Valve
The oxygen charging valve (Figure 17-10) is
located on the forward face of bulkhead sta-
tion 376, which is the rear wall of the main bag-
gage compartment. It is accessible through
the rear baggage compartment door. The ad-
jacent OXYGEN CYLINDER PRESSURE
gauge, calibrated from 0 to 2,000 psi in 200- Figure 17-10. Oxygen Charging Valve
psi increments, reads pressure in the cylinders.


YG
EN SHUTO PASSENGER OXYGEN
OPEN
OX
FF
SHUTOFF
VALVE
PA
SSE GERS
N SELF-OPENING
VALVE
R
EN T ANS
YG PEN F
O PASSENGER-TO-CREW
OX
ER
TRANSFER SHUTOFF VALVE

PA
EW
S
S
EN C
GERS TO
PRESSURE
1000
GAUGE
0
OXYGEN
2000 CHECK
CYLINDER
PRESSURE
VALVES
SHUTOFF VALVE
OXYGEN
CYLINDERS
OXYGEN
REGULATOR OXYGEN OUTLETS (20)
PANEL
FS 376.0
CHECK
VALVE
CHARGING
VALVE (DUST
COVER INSTALLED)
CONSTANT-FLOW
REGULATOR 1000
(BEHIND REGULATOR
PRESSURE
TO CREW OXYGEN PANEL) 0
OXYGEN
2000
GAUGE CYLINDER
PRESSURE
CYLINDER, GAUGE,
AND CHARGING
VALVE
Figure 17-8. Passenger Oxygen System Components

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The control panel for the passenger oxygen

system is located behind the copilot seat in the
flight compartment (Figure 17-11). The panel
consists of a PASSENGER oxygen shutoff
valve and a PASSENGER TO CREW oxygen
transfer shutoff valve. Each valve handle is
marked with a directional arrow showing
which way to rotate to OPEN the valve. The
regulator is altitude compensating, reducing
cylinder pressure to a continuous oxygen sup-
ply for each cabin outlet.
The control panel also includes an oxygen

gauge showing passenger oxygen bottle pres-
sure. The gauge is calibrated from 0 to 2,000
psi in 200-psi increments. Figure 17-12. Main System Shutoff Valve
and Guard Assembly
The main system shutoff valve is upstream of
the control panel and is located on the rear bag- Masks
gage compartment ceiling. This valve must
be open before oxygen from the passenger The continuous-flow passenger masks are dis-
bottles may be used. A guard assembly to pro- posable (Figure 17-13). A one-liter capacity
tect the shutoff valve and piping 7 was pro- rebreathing bag is connected by plastic tub-
vided on later model aircraft (Figure 17-12). ing to a connector which can be inserted in the
appropriate oxygen outlet.
Plug in type outlets for the passenger masks

are located along the cove molding, near the
gasper vent and reading lights for each seat
(Figure 17-14).
Figure 17-11. Passenger Oxygen

Control Panel Figure 17-13. Passenger Oxygen Mask

OXYGEN SYSTEM
LIMITATIONS
Table 17-1 depicts the average time of useful
consciousness (time from onset of hypoxia
until loss of effective performance) at various
25,000 FT
20,000 FT
15,000 FT
10,000 FT
altitudes.
2,000
Figures 17-15 and 17-16 depict oxygen dura-
tion for the crew oxygen system and the pas- MAX SUPPLY PRESSURE
senger oxygen system, respectively. 1,800
Table 17-1. AVERAGE TIME OF USEFUL

Figure 17-14. Passenger Oxygen Outlets CONSCIOUSNESS 1,600
OPERATION 15,000 to 18,000 feet ........30 minutes or more

22,000 feet...............................5 to 10 minutes 1,400
With the shutoff valve (Figure 17-12) in the 25,000 feet.................................3 to 5 minutes
rear baggage compartment open, the passen- 28,000 feet........................... 21/2 to 3 minutes
ger oxygen system is controlled by the pilot 30,000 feet.................................1 to 2 minutes
SUPPLY PRESSURE—PSIG
1,200
from the regulator panel. When the system is
supplying passengers only, the PASSENGER-
TO-CREW transfer valve is closed, and the
OXYGEN SHUTOFF valve is open. In this FERRY FUEL SYSTEM 1,000
condition, system pressure is indicated on the
pressure gauge on the regulator panel, and GENERAL
oxygen flows at a regulated pressure to the 800
cabin outlets, where it is metered to each pas- A ferry fuel system can be installed to supple-
senger mask by the outlet orifice. ment the main fuel system to provide additional
fuel for prolonged flight. Two basic installations 600
In use, 30% of the oxygen flowing into or out are available from the aircraft manufacture with
of the mask originates from, or is discharged minor variations both depending on the type of
to, atmospheric air. The remaining 70% of floor fittings, such as Douglas track or standard
400
oxygen flow originates from, or is discharged floor rail-tie-down fittings.
to, the rebreather bag.
The first system is a nonquick-disconnect in-
The PASSENGER TO CREW oxygen transfer stallation requiring adaptation of the existing 200
valve can be opened to supply the pilots’ de- tank venting system to accommodate the ferry
mand regulators from the passengers’ oxygen fuel system. The second system is a quick-dis-
cylinders. Under these conditions, if the OXY- connect installation that can be readily con- 0
GEN SHUTOFF valve is closed, oxygen to nected to the pre-installed ferry system 0 1.0 2.0 3.0 4.0 5.0
the passenger system outlets is shut off, and couplings if incorporated in the existing tank DURATION—HOURS
only the crew is supplied. venting system. A number of fuel-drum in-
stallations are available to cover various ferry
flight routes.
Supplement 14 to the Supplementary

Operating Data contains additional informa-
tion concerning the ferry fuel system. Figure 17-15. Crew Oxygen System Duration Chart
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The shutoff valves are located at each end of the

WARNING common line to control a fuel flow from the
drums to the No. 1 forward and No. 8 aft fuel
Some ferry fuel systems were con- cell beneath the cabin floor. Transfer of fuel is
19 PASSENGERS 14 8 PASSENGERS structed for single use only, such as
PASSENGERS
as required by monitoring the fuel capacity in
delivery of a new aircraft across an the main fuel tanks. When the main fuel tank
25,000 FT
20,000 FT
15,000 FT
10,000 FT
25,000 FT
20,000 FT
15,000 FT
10,000 FT
ocean. The tubing used in these sys- quantity reading is low, opening the two man-
tems was not designed or intended to ually operated shutoff valves will allow fuel
MAX PRESS remain serviceable beyond the dura- from the drums to gravity flow into the forward
1,800 tion of the initial delivery flight. Great and aft main fuel cell systems.
care should be taken to ensure that
ferry systems designed for one-time The drums are vented through a common line
1,600 use are not later returned to service. attached to each drum from each end into the
forward and aft fuel cell venting system. The
drums are fueled through a single filler-neck
When a ferry fuel system is installed,
1,400 assembly attached to drum 6 when 6 or more
each flight with the system in use
drums are installed (or drum 4 when 4 or 5
must be authorized by the appropri-
drums are installed). This design located the
SUPPLY PRESSURE—PSIG
ate airworthiness authority or, if ap-

1,200 filler port near the right-hand emergency es-
plicable, local regulatory authorities.
cape hatch, for convenience in refueling the
system. The drums can be modified 8 to provide
1,000 filler bungs for individual drum fueling.
COMPONENTS
Ferry installations consist from 4 to 9 steel Each drum has a usable capacity of 42 Imperial
800
drums each with a fuel capacity of 45 imperial gallons (50 U.S. gallons). The total contents of
gallons mounted in a wooden cradle. The cra- the ferry system can vary between 168 Imperial
dles are bolted to the cabin floor rails with the (202 U.S.) gallons (1310 lb) with four drums
600
drums in a horizontal position, retained by web- and 378 Imperial (454 U.S.) gallons (2948 lb)
bing straps attached to the floor rail tie down fit- when the 9-drum configuration is installed.
tings. A common fuel line in the lower drum area
400
is attached to each drum and runs along the right- Figure 17-18 illustrates schematically the fuel
hand side, collecting fuel from all the drums. flow and venting arrangements for both systems.
Figure 17-17 shows a typical installation. Table 17-2 lists fuel capacity.
200
FERRY FUEL LIMITATIONS

0
0 1 2 3 4 5 6 A great number of special limitations apply to
DURATION—HOURS use of the ferry fuel system, particularly if
permission is obtained to operate the aircraft
NOTE: above the certified maximum takeoff weight.
FOR OXYGEN DURATION FOR LESS THAN It is beyond the scope of this manual to list all
PASSENGER CAPACITY, MULTIPLY DURATION the limitations. Operators considering flights
BY PASSENGER CAPACITY which would require the use of the ferry fuel
ACTUAL PASSENGERS
system are advised to refer to Supplement 14
EXAMPLE: of the Supplementary Operating Data, and to
IF DURATION FOR 14 PASSENGERS IS contact de Havilland and the local regulatory
3 HOURS, DURATION FOR 7 PASSENGERS authority for the required permissions. The
= 3 X 14 = 6 HOURS following is a partial list of limitations only.
7
Figure 17-16. Passenger Oxygen System Duration Chart Figure 17-17. Ferry Fuel Installation
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY Revision 2

17-10
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Table 17-2. FERRY FUEL SYSTEM CAPACITY
SHUTOFF VALVE
SHUTOFF VALVE
GRAVITY
FEED LINE
GRAVITY
FEED LINE
FERRY FUEL SYSTEM—DRUMS IN CABIN
TOTAL TOTAL TOTAL WT
8
FORWARD MAIN TANK
FORWARD MAIN TANK

CAPACITY FUEL OF FUEL
CELL
NO. 1
CELL
NO. 1
NO. OF USABLE TRAPPED TOTAL FUEL
DRUMS IMP U.S. IMP U.S. WT OF FUEL + USABLE CG MOMENT LB IN.
FILLER
FILLER
GAL GAL GAL GAL LB LB IN. 100
CELL
NO. 2
CELL
NO. 2
6
6
MANIFOLD
MANIFOLD
9 402 482.8 378 453.9 2948 3136 222 6962
CELL
NO. 3
CELL
NO. 3
4
4
8 357 428.7 336 403.5 2621 2784 210 5846
Figure 17-18. Ferry Fuel System Schematic

7 313 375.9 294 353.1 2293 2441 222 5419
CELL
NO. 4
CELL
NO. 4
NON-QUICK-DISCONNECT INSTALLATION
6 268 321.8 252 302.6 1965 2090 234 4891
QUICK-DISCONNECT INSTALLATION
5 223 267.8 210 252.2 1638 1739 222 3861
CELL
NO. 5
CELL
NO. 5
4 179 215.0 168 201.8 1310 1396 210 2932
VENT
VENT
2
2
CELL
NO. 6
CELL
NO. 6
THESE WEIGHTS AND VOLUME ARE APPROXIMATE ONLY, BASED ON 42 IMP GAL USABLE FUEL PER DRUM:
• FUEL DENSITY ASSUMED = 7.8 LB/IMP GAL
• FUEL DENSITY ASSUMED = 6.5 LB/U.S. GAL
1
CELL
NO. 7
CELL
NO. 7
de Havilland Limitations 4. If a JB Systems Air Conditioning
FUEL DRUM
FUEL DRUM
Unit 9 is installed it must be made in-
CELL
NO. 8
CELL
NO. 8
Ferry flights with ferry fuel system installed operative in accordance with instruc-
AFT MAIN TANK
AFT MAIN TANK

may be approved by de Havilland subject to tions given in PSM 1-63-2, the
5
the following conditions: Maintenance Manual.
1. Personnel aboard must be restricted to 5. Each ferry flight must be authorized
essential crew only. by the appropriate airworthiness
authority (or authorities).
2. Smoking is prohibited in the flight
7
compartment and cabin. 6. Ferry fuel system must be removed when
the authorized ferry flight is completed.
3. The operating limitations and spe-
GRAVITY FEED LINE
GRAVITY FEED LINE

cial procedures contained in Product For Series 100/200 aircraft, the ferry flight op-
Support Manual (PSM) 1-63-1, Part erating limitations and procedures are shown
9
6, Supplement 14 must be com- in AEROC 6.1.G.7 which should be complied
HUTOFF VALVE
HUTOFF VALVE
plied with. with. The AEROC should be obtained from the
aircraft manufacturer before commencing a
prolonged ferry flight operation.
Revision 2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

17-11
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REGULATORY AGENCY such installation. Supplements 35 and 36 to

LIMITATIONS the Supplementary Operating Data provide
more information about this configuration.
Airworthiness authorities may impose addi-
tional conditions. The following additional Engineering Order 69077 details the struc-
limitations were imposed by Transport Canada tural modifications required for Series 300
in a flight permit issued to allow delivery of landplanes at 14,000 pound takeoff weights11.
a new Twin Otter from the factory to Europe 10: A Flight Manual Supplement, entitled
“Operation at Gross Weights Exceeding
1. Valid for the purpose of ferry flight in 12,500 Pounds up to 14,000 Pounds
Canadian airspace only from Downsview, (Landplane-Wheels Only) forms part of the
Ontario to the Canadian border. Engineering Order.
2. Controlling agency at airport of takeoff A considerable number of limitations apply

to be informed of the overload condition to operation of the aircraft above 12,500
prior to takeoff. pounds, including a restriction to non-rev-
enue operations only, special approval from
3. Must be able to maintain a positive rate the local regulatory authority, and a re-
of climb on one engine. quirement to supply de Havilland with an op-
erations profile for evaluation to establish
4. Flight over builtup areas in excess of revised fatigue life limits for life limited
certificated weight is prohibited. components before the aircraft is placed in
service above 12,500 pounds.
5. Approval from foreign Airworthiness
Authority required prior to flight over
their territory. TOILET
6. Flight into known or forecast icing con-
ditions, or moderate or heavy turbulence GENERAL
is prohibited at weights excess of nor-
mal gross weight. A number of toilet options were available as
factory installations for the aircraft. The most
7. Operation of aircraft for commercial common was a chemical toilet installed in the
purposes is prohibited. rear baggage compartment 12.
8. Takeoff to be from paved runway when

in excess of normal gross weight.
EXTENDED RANGE
FUEL TANKS (MARITIME
PATROL
CONFIGURATION)
Permanently installed extended range fuel
tanks for aircraft designed for maritime pa-
trol work were available as a factory in-
stalled option. Figure 17-19 illustrates one Figure 17-19. Extended Range Fuel Tanks

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COMPONENTS
A typical toilet installation consisted of a
chemical toilet, a door installed between the
passenger compartment and the rear baggage
compartment, and a removable seat installed
in the center of row 7 to allow access to the
door. Figures 17-20 through 17-22 show the
various components.
A revised rear baggage compartment loading

limitations placard 13 is required when a toilet
is installed.
Beginning with aircraft serial number 456 14,

an ashtray, no smoking sign and metal waste
container were also provided in the toilet area.
Figure 17-21. Toilet Door (Closed)
Figure 17-20. Toilet in Rear Baggage Figure 17-22. Toilet Door (Open, Row 7
Compartment Seat Removed)

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QUESTIONS
1. The crew oxygen system: 4. Passenger oxygen masks:
A. Is a continuous-flow system A. Are diluter-demand-type masks
B. Is a diluter-demand system B. Are always plugged in, ready for use
C. Can supply oxygen to the passengers
C. Are disposable
D. Incorporates two oxygen cylinders
D. Have built-in pressure regulators
2. The passenger oxygen system:
5. Oxygen cylinders:
A. Can supply oxygen to the crew, if
required A. Should be maintained above 25 psi to
prevent system contamination
B. Is a diluter-demand system
B. Are painted green for identification
C. Incorporates a pressure regulator for
each passenger C. Are serviced to 1,800 psi
D. Is supplied by three oxygen cylinders D. All the above
3. Pressure gauges in the oxygen system:

A. Read oxygen cylinder pressure
B. Are direct-reading instruments
C. Read regulated oxygen pressure
D. A and B

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ENDNOTES
1
S.O.O. 6044, SNs 116 and subsequent: S.O.O. 6010 was available for SNs 1 to 115.
2
S.O.O. 6101, SNs 231 and subsequent: S.O.O. 6011 (14 passenger) and 6046 (hardwall, Pre
Mod 6/1077 only) was available for SNs 1 to 230.
3
Refer to Supplement 24 and 34 to the AFM.
4
Mod 6/1631
5
Pre Mod 6/1076, cut in at SN 116, the bottles were located in the main baggage compartment.
6
S.O.O. 6166, mandatory on Series 310 and 320 aircraft
7
Mod 6/1362, cut in at SN 324, may be retrofitted to earlier Series 300 aircraft.
8
EO 68559
9
S.O.O. 6109
10
21 March 1980, TC file 5218-4 (OCAR) and 5010-10-139 (OCAR), for delivery of serial
number 658
11
E.O. 69077 requires installation of the following modifications: Mod 6/1647, Mod 6/1655,
Mod 6/1719, S.O.O. 6095, S.O.O. 6124, and either E.O. 69057 (Spanish) or E.O. 69095
(English), as well as a modification label and special airspeed indicators.
12
S.O.O. 6136
13
Mod 6/1551
14
Mod 6/1519 (TAB 654/2)


CHAPTER 18
WEIGHT AND BALANCE/PERFORMANCE
CONTENTS
Page
INTRODUCTION ................................................................................................................. 18-1
GENERAL ............................................................................................................................ 18-1
WEIGHT AND BALANCE LIMITATIONS........................................................................ 18-1
Takeoff Weight Limitations ........................................................................................... 18-2
Landing Weight Limitations .......................................................................................... 18-2
WEIGHT DEFINITIONS ..................................................................................................... 18-2
Standard Basic Weight................................................................................................... 18-2
Basic Weight .................................................................................................................. 18-2
Operational Load ........................................................................................................... 18-2
Payload........................................................................................................................... 18-2
All-Up Weight (A.U.W.)................................................................................................ 18-2
Horizontal Arm .............................................................................................................. 18-2
AIRCRAFT WEIGHT AND BALANCE DATA .................................................................. 18-2
PREPARATION FOR FLIGHT ............................................................................................ 18-3
CENTER-OF-GRAVITY ...................................................................................................... 18-3
FREIGHT LOADING ........................................................................................................... 18-3
Maximum Package Size................................................................................................. 18-3
COMPARTMENT DEFINITIONS ....................................................................................... 18-3
REWEIGHING AIRCRAFT............................................................................................... 18-17
TO CHECK AIRCRAFT LOADING ................................................................................. 18-19
LOADING CALCULATIONS............................................................................................ 18-19


ILLUSTRATIONS
Figure Title Page
18-1 Basic Weight Change Record............................................................................. 18-3
18-2 Cargo Dimension Chart...................................................................................... 18-4
18-3 Balance Diagram ................................................................................................ 18-4
18-4 Operational Load Diagram (Commuter) ............................................................ 18-5
18-5 Operational Load Diagram (Freight).................................................................. 18-6
18-6 CG Limits—Series 300 Landplane, Wheel-Skiplane and Floatplane................ 18-9
18-7 Cargo Compartment and Standard Seating—20 Passengers ........................... 18-11
18-8 Cargo Compartment and Alternate Utility Seating—13/14 Passengers .......... 18-12
18-9 Floor Loading and Tie-Down Locations .......................................................... 18-13
18-10 Weight and Balance Passenger Loading Manifest ........................................... 18-20
18-11 Weight and Balance Freight Loading Manifest ............................................... 18-21
TABLES
Table Title Page
18-1 Safe Moments Table—Series 300 Landplane and Wheel-Skiplane................... 18-7
18-2 Safe Moments Table—Series 300 Floatplane (CAP Floats) .............................. 18-8
18-3 Cargo Compartment Freight Table................................................................... 18-10
18-4 Baggage Compartment Table ........................................................................... 18-16
18-5 Usable Fuel Tables ........................................................................................... 18-18
18-6 Personnel Table—Commuter (20 Passengers)................................................. 18-22
18-7 Personnel Table—Utility (13/20 Passengers) .................................................. 18-23
18-8 Wing Long Range Fuel Table .......................................................................... 18-24

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CHAPTER 18
WEIGHT AND BALANCE/
PERFORMANCE
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2. 2.5
CARGO
1.5 FUEL
1500 NM 300
INTRODUCTION
This chapter will introduce the various charts, tables, and methods used to compute airplane
performance and weight and balance. A set of conditions (airplane load, ambient conditions,
etc.) is presented and used throughout each section in examples which demonstrate the use of
charts and tables. All weights ans specifications in this chapter refer to Series 300 aircraft only.
For Series 100 and 200 aircraft, refer to the appropriate Weight and Balance Manual (PSM 1-6-8).
GENERAL WEIGHT AND BALANCE

Performance data for all approved operating LIMITATIONS
conditions are provided in the Performance Data
Section 4 of the approved Flight Manual. Climb, The design gross weight of the aircraft is
cruise, and descent data are provided in the 12,500 lb. In the interests of airworthiness it is
Supplementary Operating and Performance. essential that the weight and balance limits for
Data Part 5 of the Supplementary Operating the aircraft be adhered to in accordance with the
Data Manual. recommendations and information given in the

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following paragraphs, tables and diagrams. standard configuration, i.e. avionics, airframe
and propeller deicing, complete external paint,
TAKEOFF WEIGHT etc. Such equipment is identified for the
subject aircraft by a check mark on the
LIMITATIONS Equipment Checklist.
The all-up weight must not exceed the figures
stated below for the various configurations. OPERATIONAL LOAD
A. Landplane—The takeoff weight must not The operational load comprises crew, fuel and
exceed 12,500 lb. payload weights.
B. Floatplane—The takeoff weight must not PAYLOAD

exceed 12,500 lb.
Payload consists only of passengers, baggage
C. Wheel-Skiplane—The takeoff weight and cargo. The aircraft payload capabilities will
must not exceed 12,500 lb. obviously vary with flight range requirements.
LANDING WEIGHT ALL-UP WEIGHT (A.U.W.)
LIMITATIONS
The all-up weight is the sum of the basic weight
A. Landplane—The landing weight must plus operational load and must not exceed the
not exceed 12,300 lb. limits stated in the Weight and Balance
Limitations section for the applicable aircraft
B. Floatplane—The landing weight must
configuration.
not exceed 12,500 lb.
C. Wheel-Skiplane—The landing weight HORIZONTAL ARM
must not exceed 12,300 lb.
This term for the Twin Otter is synonymous with
aircraft station. Horizontal arm 0 or aircraft
WEIGHT DEFINITIONS Station 0 is located 109.23 inches forward of the
fuselage jig points which are marked on either
STANDARD BASIC WEIGHT side of the fuselage. With the short nose structure
configuration Station 0 is approximately 6 inches
The standard basic weight is the weight of the forward of the tip of the nose fairing and with the
aircraft including all standard equipment standard extended nose Station 0 is approximately
supplied with the aircraft. This weight is used 21 inches aft of the tip of the nose fairing.
for reference purposes only and is not generally
representative of an operational aircraft, which
would have avionics and possible special order
AIRCRAFT WEIGHT AND
equipment installed. Trapped and unusable fuel BALANCE DATA
and full oil are included in the standard basic
weight. Standard basic weight will always be This data consists of an Equipment Checklist,
considered as the landplane configuration, Weighing Record, and a Basic Weight Change
other forms of alighting gear being considered Record. The Equipment Checklist indicates with
as special order equipment. a check mark in the appropriate column the
equipment that was in the aircraft in the “as
BASIC WEIGHT weighed” and “basic weight” configurations. If
the equipment is changed then the basic weight
Basic weight is the standard basic weight as changes also. All equipment changes to the
defined above plus all other equipment, both aircraft should be recorded on the Basic Weight
fixed and removable, which is additional to the

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Change Record (Figure 18-1), so that an up-to- aircraft horizontal stations and as percentages
date record of the weight is available at all times. of the mean aerodynamic chord.
Similarly if the configuration of the aircraft is
altered at any time (e.g., changing from wheel
landing gear to floats), such alterations must be FREIGHT LOADING
recorded in the Basic Weight Change Record.
The obligation that all changes must be recorded The cabin floor loading is 200 pounds per sqare
applies also to modifications of all types, e.g., foot (psf) overall; this is equivalent to 800 psf
repair to damage suffered in service. In these run. The front and rear baggage compartment
cases all parts removed from or added to the floor loading must not exceed 100 psf. The
aircraft must be separately weighed and their maximum weights shown per compartment on
locations measured so that the Basic Weight the Cargo Compartment Freight Table (Table
Change Record can be correctly updated. The 18-3) are limited by the 200 psf overall loading.
balance diagram (Figure 18-1) may be used to Whether such quantities can actually be loaded
determine the approximate arms of any into these compartments, for the configuration
equipment, or modifications not listed on the to be flown, can only be determined by
Equipment Checklist. When de Havilland individually checking the particular complete
Figure 18-1. Basic Weight Change Record

modifications are incorporated, the weight and aircraft loading concerned. However, under no
balance change will be found on the appropriate circumstances must the loads shown for the
modification bulletin. designed compartments be exceeded.
CAUTION
PREPARATION
If there is any doubt that a concen-
FOR FLIGHT trated load may exceed the 200 psf
limit, then shoring should be used.
The A.U.W. should be computed for the
conditions at the beginning and end of the flight,
using the current basic weight from the Basic MAXIMUM PACKAGE SIZE
Weight Change Record (Figure 18-1), and the
operational load diagrams (Figures 18-3 and 18- See the Cargo Dimension Chart (Figure 18-2).
4). The resulting A.U.W. and total moment must
fall within the limits shown on the appropriate
chart for the aircraft configuration. To arrive at COMPARTMENT
the condition at the end of the flight subtract
from the A.U.W. and total moment, the weights
DEFINITIONS
and moments of fuel used during the flight, to For illustrations of the following definitions, see
ensure that the aircraft center-of-gravity Figures 18-3, 18-7, 18-8, and 18-9.
(represented by Tables 18-1 and 18-2) does not
fall outside the prescribed limits. Front Baggage Compartment—Area forward
of bulkhead Station 60. The load here should
CENTER-OF-GRAVITY be limited to 200 lb for the short nose, and 300
lb for the standard extended nose. (This is ad-
(CG) ditional to any radar that may already be in-
stalled in this area. A standard extended nose
For CG limits see Figure 18-6 for the will have a weight restriction when weather
particular configuration under consideration. radar is installed. (Refer to Table 18-4.)
The limiting CG locations are shown both as
Flight Compartment—From aircraft Station 60 to
the sloping bulkhead at Station 111 approximately.
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600
JACKING POINT—REAR
550
MAXIMUM PACKAGE SIZES
STA 511.25
PACKAGE WIDTH IN INCHES
8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48
52
500
LIFTING POINT
55
STA 468.0
60
BAGGAGE DOOR
65
70
450
75
49.5 INCHES
80 PACKAGE
85 HEIGHT
STA
406
90
400
BULKHEAD
95
STA 376.0
35.7
PACKAGE LENGTH IN INCHES
100
Figure 18-3. Balance Diagram

105
25.7
30.0 RIGHT DOOR
56.0 IN.
110
56.0 LEFT DOOR
350
BULKHEAD
STA 332.0
115
120
45.5
37.3
125
130
300
135 50.0 IN.
TRAILING EDGE
JACKING POINT—CENTRE
50.0
140
145
STA 239.88
150
250
155
MAC 78.0
160 CARGO DOOR OPENING
STA
232.0
165
LEADING EDGE
170
STA 188.24
200
175
FUEL TANKS
JACKING POINT U/C STRUT

180
THIS CHART DEFINES THE MAXIMUM WIDTH/LENGTH
STA 229.5 (APPROX)

185
RELATIONSHIP OF CARGO ITEMS NOT EXCEEDING 49.5
190
INCHES IN HEIGHT THAT CAN BE LOADED THROUGH
150
195 THE CARGO DOORWAY.
STA 124.49
PROP C/L
200
JACKING POINT—NOSE
205
210
STA 85.45
215
100
STA 109.32
JIG POINT
BULKHEAD
STA 60.0
27.2
50
BAGGAGE
DOOR
STA
53.5
29.7
STA
20.7
0
Figure 18-2. Cargo Dimension Chart
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Figure 18-4. Operational Load Diagram (Commuter)
18-6
2 4 6 8 10 12 14 16 18
BASIC INDEX
Place Plane
GROSS WEIGHT COMPUTATION Location WT—LB
100
250
Here
NOSE
BASIC WEIGHT
6 5 0 0 100
CREW
3 4 0
CREW 340
100
CREWS BAGGAGE
C-1 —
100
EXTRA EQUIPMENT
C-2 200
100
C-3 353
200
OPERATIONAL WT C-4 250
EMPTY 6 8 4 0 C-5 400 500
FREIGHT
3 2 0 3 C-6 400 500
WEIGHT LESS FUEL 1 0 0 34 C-7 350 200

SERIES 100/200/300
100
FUEL
2 4 5 7 C-8 300
100
TAKEOFF GROSS WEIGHT 1 2 5 00
C-9 200
100
C - 10 —
FUEL USED 1 5 0 0 C - 11 — 100
LANDING WEIGHT 1 1 0 00 Baggage 500 100
SHELF 100
INDEX FORMULA
10 + BASIC WT (H. ARM – 210) FWD 100
10,000
* FUEL
REAR 100
INDEX = 10
+ 6500
10,000
(215.
0– 210) = +3.25 Uniform
Distr 2457 300
GROSS WEIGHT
% M.A.C.
20 22 24 26 28 30 32 34 36
12500LB
12300LB
11600LB
11000
PERMISSIBLE WEIGHT & C.G. LIMITS
* FOR WING TANK FUEL USE UNIFORM FUEL DISTRIBUTION COLUMN 10500LB
LANDPLANE
AIRCRAFT REGISTRATION: DATE: 9500LB WHEEL-SKIPLANE
C-FDHC MAR CH 1, 1996

FLIGHT NO: FROM: TO:
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CAPTAIN: FIRST OFFICER:
ORAL SM ITH DON CREIGHTON CANADA
7500LB
international
Revision 2
BASIC INDEX 2 4 6 8 10 12 14 16 18
ISSUE 4 FEB 1969
Figure 18-5. Operational Load Diagram (Freight)

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Table 18-1. SAFE MOMENTS TABLE—SERIES 300 LANDPLANE AND WHEEL-SKIPLANE
LANDPLANE AND LANDPLANE AND

GROSS WHEEL-SKIPLANE GROSS WHEEL-SKIPLANE
WEIGHT MOMENT/100 LB IN. WEIGHT MOMENT/100 LB IN.
LB FWD CG AFT CG LB FWD CG AFT CG
LIMIT LIMIT LIMIT LIMIT
7,000 14,269 15,142 10,000 20,384 21,632
7,100 14,473 15,359 10,100 20,588 21,848
7,200 14,676 15,575 10,200 20,792 22,065
7,300 14,880 15,791 10,300 20,996 22,281
7,400 15,084 16,008 10,400 21,199 22,497
7,500 15,288 16,224 10,500 21,403 22,714
7,600 15,492 16,440 10,600 21,607 22,930
7,700 15,696 16,656 10,700 21,811 23,146
7,800 15,900 16,873 10,800 22,015 23,363
7,900 16,103 17,089 10,900 22,219 23,579
8,000 16,307 17,306 11,000 22,422 23,795
8,100 16,511 17,522
8,200 16,715 17,738 TAKE-
LAND
8,300 16,919 17,954 OFF
8,400 17,123 18,170
8,500 17,326 18,387 11,100 22,626 22,655 24,012
8,600 17,530 18,604 11,200 22,830 22,859 24,228
8,700 17,734 18,820 11,300 23,034 23,122 24,444
8,800 17,938 19,036 11,400 23,238 23,356 24,660
8,900 18,142 19,252 11,500 23,442 23,591 24,877
9,000 18,346 19,469 11,600 23,645 23,826 25,093
9,100 18,549 19,685 11,700 23,900 24,062 25,309
9,200 18,753 19,901 11,800 24,155 24,299 25,526
9,300 18,957 20,118 11,900 24,412 24,535 25,742
9,400 19,161 20,334 12,000 24,668 24,773 25,958
9,500 19,365 20,550 12,100 24,926 25,011 26,174
9,600 19,569 20,767 12,200 25,186 25,249 26,391
9,700 19,772 20,983 12,300 * 25,445 25,488 26,607
9,800 19,976 21,199 12,400 25,705 26,824
9,900 20,180 21,416 12,500 25,968 27,040
*MAXIMUM LANDING WEIGHT

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Table 18-2. SERIES 300 SAFE MOMENTS TABLE—

SERIES 300 FLOATPLANE (CAP FLOATS)
MOMENT/100 LB IN. MOMENT/100 LB IN.
GROSS GROSS
WEIGHT 25% MAC 32% MAC WEIGHT 25% MAC 32% MAC
LB H. ARM H. ARM LB H. ARM H. ARM
207.74 IN. 213.2 IN. 207.74 IN. 213.2 IN.
7,000 14,542 14,924 10,000 20,774 21,320

7,100 14,750 15,137 10,100 20,982 21,533
7,200 14,957 15,350 10,200 21,189 21,746
7,300 15,165 15,564 10,300 21,397 21,960
7,400 15,373 15,777 10,400 21,605 22,173
7,500 15,581 15,990 10,500 21,813 22,386
7,600 15,788 16,203 10,600 22,020 22,599
7,700 15,996 16,416 10,700 22,228 22,812
7,800 16,204 16,630 10,800 22,436 23,026
7,900 16,411 16,843 10,900 22,644 23,239
8,000 16,619 17,056 11,000 22,851 23,452
8,100 16,827 17,269 11,100 23,059 23,665
8,200 17,035 17,482 11,200 23,267 23,878
8,300 17,242 17,696 11,300 23,475 24,092
8,400 17,450 17,909 11,400 23,682 24,304
8,500 17,658 18,122 11,500 23,890 24,518
8,600 17,866 18,335 11,600 24,098 24,731
8,700 18,073 18,548 11,700 24,306 24,944
8,800 18,281 18,762 11,800 24,513 25,158
8,900 18,489 18,975 11,900 24,721 25,371
9,000 18,697 19,188 12,000 24,929 25,584
9,100 18,904 19,401 12,100 25,137 25,797
9,200 19,112 19,614 12,200 25,344 26,010
9,300 19,320 19,828 12,300 25,552 26,224
9,400 19,528 20,041 12,400 25,760 26,437
9,500 19,735 20,254 12,500 25,968 26,650
9,600 18,934 20,467
9,700 20,151 20,680
9,800 20,359 20,894
9,900 20,566 21,107

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MAX TAKEOFF WEIGHT

12,500
12,300
12,000 MAX LANDING WEIGHT
11,600
11,000
10,000
A.U.W.—LB
SERIES 300
9,000 LANDPLANE AND
WHEEL-SKIPLANE
8,000
7,000
20 25 30 36
ARM ARM ARM ARM
203.84 207.74 211.64 216.32
HORIZONTAL CG LIMIT—% MAC AND ARM IN.
MAX LANDING AND

TAKEOFF WEIGHT
12,500
12,000
A.U.W.—LB
11,000
SERIES 300
10,000 FLOATPLANE
(CAP FLOATS)
9,000
25 32
ARM ARM
207.74 213.20
HORIZONTAL CG LIMIT—% MAC AND ARM IN.
Figure 18-6. CG Limits—Series 300 Landplane, Wheel-Skiplane and Floatplane

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Table 18-3. CARGO COMPARTMENT FREIGHT TABLE
MOMENT/100 LB IN.
CARGO
WEIGHT—LB COMPT C1 COMPT C2 COMPT C3 COMPT C4 COMPT C5 COMPT C6
ARM 122 IN. ARM 142 IN. ARM 162 IN. ARM 182 IN. ARM 202 IN. ARM 222 IN.
100 122 142 162 182 202 222

200 244 248 324 364 404 444
300 366 426 486 546 606 666
400 488 568 648 728 808 888
500 610 710 810 910 1,010 1,110
600 732 852 972 1,092 1,212 1,332
700 854 994 1,134 1,274 1,414 1,554
800 976 1,136 1,296 1,456 1,616 1,776
900 1,098 1,278 1,458 1,638 1,818 1,998
1,000 1,220 1,420 1,620 1,820 2,020 2,220
1,100 1,342 1,562 1,782 2,002 2,222 2,442
1,200 1,464 1,704 1,944 2,184 2,424 2,664
1,333 MAX 1,626 1,892 2,158 2,424 2,690 2,958
COMPT C7 COMPT C8 COMPT C9 COMPT C10 COMPT C11

ARM 242 IN. ARM 262 IN. ARM 282 IN. ARM 302 IN. ARM 322 IN.
100 242 262 282 302 322

200 484 524 564 604 644
300 726 786 846 906 966
400 968 1,048 1,128 1,208 1,288
500 1,210 1,310 1,410 1,510 1,610
600 1,452 1,572 1,692 1,812 1,932
700 1,694 1,834 1,974 2,114 2,254
800 1,936 2,096 2,256 2,416 2,576
900 2,178 2,358 2,538 2,718 2,898
1,000 2,420 2,620 2,820 3,020 3,220
1,100 2,662 2,882 3,102 3,322 3,542
1,200 2,904 3,144 3,384 3,624 3,864
1,333 MAX 3,224 3,490 3,756 4,022 4,290

Revision 2
Place Plane
Here
SERIES 100/200/300
OPTIONAL
SEAT
REAR
BAGGAGE EXTENSION
C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 COMPARTMENT SHELF
112 132 152 172 192 212 232 252 272 292 312 332 376 406
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18-11
Figure 18-7 Cargo Compartment and Standard Seating—20 Passengers

18-12
Place Plane
Here
SERIES 100/200/300
OPTIONAL
SEAT
REAR
BAGGAGE EXTENSION
C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 COMPARTMENT SHELF
112 132 152 172 192 212 232 252 272 292 312 332 376 406
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Revision 2
Figure 18-8. Cargo Compartment and Alternate Utility Seating—13/14 Passengers

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MAX
200 SHORT NOSE BAGGAGE COMPARTMENT
LB
ARM
44
ARM
60
3 RAIL SYSTEM—13-20 PASSENGERS
MAX MAX
150
300 LB LB
ARM 125 150 175 200 225 250 275 300 325
44
ARM ARM ARM ARM ARM ARM
–6 60 111 332 376 406
COMPT TOTAL MAXIMUM 500 LB

LEGEND
100 PSF 200 PSF (800 LB/RUNNING FT) TIE-DOWNS
NOTE:
CARGO IS TO BE RESTRAINED IN ACCORDANCE WITH THE
OPERATING RULES UNDER WHICH THE AIRCRAFT IS OPERATED.
Figure 18-9. Floor Loading and Tie-Down Locations (Sheet 1 of 3)


TIE-DOWN DATA
FLOOR RAILS WITHOUT DOUGLAS TRACK MAX CAPACITY = 1,400 LB IN ALL DIRECTIONS
LOCATIONS
3 RAIL SYSTEM 13-20 PASSENGERS
LH CENTER AND RH LH AND RH
ARM 126.78
ARM 141.68
ARM 156.78
ARM 171.68
ARM 186.78
ARM 201.68
ARM 216.78
ARM 231.68
ARM 245.82
ARM 260.72
ARM 280.62
ARM 301.19
ARM 321.98
CABIN SIDE RAILS WITHOUT DOUGLAS TRACK
TIE-DOWN RING C6FF1872

WITH FITTING C6FS2551 TIE-DOWN RING C6FF1872 IN SEAT
IN FUSELAGE SIDE FRAMES PICK-UPS. MAX CAPACITY = 500 LB IN ALL
MAX CAPACITY = 1,400 LB DIRECTIONS. MIN PITCH = 14.0 IN.
IN ALL DIRECTIONS
LOCATIONS LH AND RH SIDES LH AND RH SIDES LH SIDE RH SIDE
ARM 143.45 ARM 125.28 ARM 244.32 ARM 242.28

ARM 161.85 ARM 126.78 ARM 245.82 ARM 244.32
ARM 180.25 ARM 140.18 ARM 259.22 ARM 245.82
ARM 200.15 ARM 141.68 ARM 260.72 ARM 256.21
ARM 219.0 ARM 155.28 ARM 259.22
ARM 261.5 ARM 156.78 ARM 260.72
ARM 170.18 ARM 271.64
ARM 171.68 ARM 273.14
ARM 185.28 ARM 275.18
ARM 186.78 ARM 286.54
ARM 200.18 ARM 288.04
ARM 201.68 ARM 289.10
ARM 215.28
ARM 216.78
ARM 230.18
ARM 231.68

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TIE-DOWN DATA
FLOOR AND CABIN SIDE RAILS—WITH DOUGLAS TRACK INSTALLED
FLOOR
USING COMMERCIAL SUPPLIED RINGS—MAX CAPACITY = 2,000 LB
IN ALL DIRECTIONS, RINGS NOT LESS THAN 20 IN. APART
SIDE RAILS
USING COMMERCIALLY SUPPLIED RINGS—MAX CAPACITY = 500 LB
IN ALL DIRECTIONS, RINGS NOT LESS THAN 20 IN. APART
BULKHEAD ARM 332—FORWARD FACE (SEATS NOT INSTALLED)

UTILITY VERSION COMMUTER VERSION
(DOORWAY IN BULKHEAD) (SEAT BEAM INSTALLED)
OUTBOARD SEAT BELT TIE-DOWNS (2)

MAX CAPACITY = 1,000 LB EACH—SIDE ANY COMBINATION OF UP TO 6 RINGS
LOADS PROHIBITED. MAY BE INSTALLED. MAX CAPACITY =
1,000 LB EACH IN ALL DIRECTIONS.
INBOARD SEAT BELT TIE-DOWNS (2)

MAX CAPACITY = 1,400 LB EACH IN ALL
DIRECTIONS.
FORWARD BAGGAGE COMPARTMENT SPECIAL ORDER SHORT NOSE ONLY FWD

MAX CAPACITY IN ALL DIRECTIONS BAGGAGE COMPARTMENT
LH AND RH SIDE MAX CAPACITY = 500 LB IN ALL DIRECTIONS
ARM –6.0 250 LB LH SIDE RH SIDE

ARM 44.0 400 LB
ARM 23.65 ARM 23.65
ARM 50.9 ARM 41.85
AFT BAGGAGE COMPARTMENT.
(ARM 332.0 TO ARM 376.0 FWD) BAGGAGE COMPARTMENT EXTENSION

MAX CAPACITY = 1,000 LB IN ALL
DIRECTIONS MAX CAPACITY = 500 LB
IN ALL DIRECTIONS
ARM = 332.0
ARM = 376.0 FWD ARM = 376.0 AFT
ARM = 406.0
NOTE:
In cases where Douglas Track is installed which also allows access to the fixed tie-down positions, the
use of both Douglas Track tie-downs and the fixed tie-down positions is not allowed simultaneously unless
correct spacing is adhered to.

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Table 18-4. BAGGAGE COMPARTMENT TABLE
MOMENT/100 LB IN.
S.O.O.
FORWARD COMPT FORWARD
BAGGAGE SHORT NOSE COMPT NOSE REAR COMPT EXTENSION SHELF
WT— LB H. ARM = 41.0 IN. H. ARM = 25.0 IN. H. ARM = 354.0 IN. H. ARM = 391.0 IN.
25 10 6 89 98
50 21 13 177 196
75 31 19 266 293
100 41 25 354 391
125 51 31 443 489
150 62 38 531 587
175 72 44 620
200 82 50 702
225 56 797
250 63 885
275 69 974
300 75 1062
325 1151
350 1239
375 1328
400 1416
425 1505
450 1593
475 1682
500 1770
NOTE:
Weight limitations for both front and rear baggage compartments vary dependent upon installations of
avionics, oxygen systems, etc. For limitations of individual aircraft, see labels permanently installed in the
baggage compartments.
WARNING
Any Modification aft of Station 332 requiring weight and balance changes will affect the
rear fuselage strength. This may require a change to the rear baggage compartment
weight limitation. Therefore de Havilland aircraft must be informed of these modifications
so that the weight limit label can be reevaluated.
Rear Baggage Compartment—Area between

Cabin Compartment—From the sloping bulk- cabin rear bulkhead Station 332 and aft bulkhead
head aft to bulkhead Station 332. This area has Station 376, with extension shelf from Station
been subdivided into eleven 20-inch sections 376 to Station 406. The load on the shelf must
designated C-1 to C-11. Limits of compart- not exceed 150 lb. The total weight in the
ments C-1 to C-11 are marked on the lower air baggage compartment must not exceed 500 lb.
distribution ducts. When a toilet or other special installation is
installed in this compartment a weight restriction

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will be imposed. (Refer to Table 18-4.) C. The aircraft should never be weighed with
partially filled fuel tanks, since it is
impossible to establish an accurate weight
REWEIGHING AIRCRAFT for the fuel aboard.
If alterations have resulted in an estimated 2% D. If it is impossible for the aircraft to be
change to the empty weight or if five years have drained, a weighing with full fuel is
elapsed since the last weighing then it is a permissible (though this is not advised). The
requirement that the aircraft be reweighed. Local tanks have been calibrated and their volume
or military regulations may differ from those is known with some accuracy (Table 18-5).
stated above. The actual method of weighing If a weighing is made with full fuel then the
will be at the discretion of the operator or his specific gravity of the fuel must be measured
agent; platform scales may be used beneath the at the time of weighing so that, knowing the
wheels or electronic sensing devices at the volume, an accurate weight of fuel aboard
fuselage jacking points. For locations of jacking can be established.
points, jig points and stations of the standard
nose and main wheels see Figure 18-3. NOTE
Irrespective of the weighing method chosen, the
following points should be noted. Fuel gauge recordings are not accurate
enough to be used when establishing
A. The basic weight condition is established the aircraft basic weight.
with flaps up, controls locked in the neutral
position, all doors and hatches closed, full
E. On piston engined aircraft full oil is not
oil, trapped fuel only in the aircraft, and the
normally included as part of the basic
hydraulic system full.
weight. However, for turboprop aircraft, the
B. The aircraft should be weighed with all fuel oil quantity is relatively small, and no
drained. Drain from the two tank drain appreciable amount is used during normal
points in the manifold fairing at flights, thus loading calculations, etc., can
approximately Station 185 and 214, with the be simplified by always considering full oil
aircraft level. Drain the collector tanks by as part of the aircraft basic weight for the
attaching a one-inch hose to the drain valves Twin Otter.
at Station 188 and 211 approximately.
F. For leveling the aircraft, prior to weighing,
use a inclinometer and leveling bar laid on
the extruded floor channels. Work through
the open door, ensuring that no load is
inadvertently applied during the leveling
process. Aircraft attitude can be adjusted by
varying nose and main tire pressures or nose
gear strut pressure, if platform scales are
being used.

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Table 18-5. USABLE FUEL TABLES
NORMAL OPERATION—FRONT AND REAR TANKS COMBINED ARM = *200.5 **202.9

MOMENT LB IN. MOMENT LB IN.
U.S. GAL IMP GAL WT— LB U.S. GAL IMP GAL WT— LB
100 100
14.6 12.2 100 201 * 190.2 158.5 1,300 2,606 *
29.3 24.4 200 401 204.8 170.7 1,400 2,807
43.9 36.6 300 602 219.5 182.9 1,500 3,007
58.6 48.8 400 802 234.1 195.1 1,600 3,208
73.2 61.0 500 1,002 248.8 207.3 1,700 3,409
87.8 73.2 600 1,203 263.4 219.5 1,800 3,609
102.5 85.4 700 1,404 278.0 231.7 1,900 3,810
117.1 97.6 800 1,604 292.7 243.9 2,000 4,010
131.8 109.8 900 1,805 307.3 256.1 2,100 4,210
146.4 122.0 1,000 2,005 322.0 268.3 2,200 4,411
160.9 134.1 1,100 2,206 336.6 280.5 2,300 4,611 *
175.6 146.3 1,200 2,406 * 346.2 288.5 2,366 4,744 ***
362.2 301.8 2,475 4,962 *
378.0 315.0 2,583 5,241 **
FRONT TANK REAR TANK
14.6 12.2 100 191 14.6 12.2 100 210

29.3 24.4 200 381 29.3 24.2 200 419
43.9 36.6 300 570 43.9 36.6 300 629
58.6 48.8 400 723 58.6 48.8 400 874
73.2 61.0 500 875 73.2 61.0 500 1,124
87.8 73.2 600 1,028 87.8 73.2 600 1,376
102.5 85.4 700 1,182 102.5 85.4 700 1,625
117.1 97.6 800 1,334 117.1 97.6 800 1,874
131.8 109.8 900 1,489 131.8 109.8 900 2,123
146.4 122.0 1,000 1,642 146.4 122.0 1,000 2,373
160.9 134.1 1,100 1,795 160.9 134.1 1,100 2,621
169.2 141.0 1,156 1,866*** 175.6 146.3 1,200 2,872
175.6 146.3 1,200 1,952 177.0 147.5 1,210 2,895 ***
181.2 151.0 1,238 2,011 196.8 164.0 1,345 3,228
JP-1 FUEL = 8.2 LB/IMP GAL 1 IMP GAL = 1.2 U.S. GAL
CONVERSION FACTORS:
JP-4 FUEL (7.8 LB/IMP GAL) MULTIPLY
JP-5 FUEL (8.3 LB/IMP GAL) MULTIPLY
AVGAS (7.2 LB/IMP GAL) MULTIPLY

MOMENT
100
MOMENT
MOMENT
100
100
BY 0.95
BY 1.01
BY 0.88
} VALUES QUOTED ARE
AVERAGES AT 15.5°C (60°F)
NOTE:
* This fuel CG position is true for equal weights of fuel in each tank.
** With full tanks the fuel CG is at Arm 202.9. It is recommended that,
once cruise conditions have been achieved, fuel levels in the front and
rear tanks be equalized by crossfeeding.
*** Maximum capacity with pressure refueling method: If normal full capacity
is required, tank must be topped up using gravity fillers.

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TO CHECK AIRCRAFT 2. The total moment value is within the

safe moment limits.
LOADING 3. Available takeoff distance permits
Prior to flight all loadings of the aircraft must be takeoff at this weight.
checked to ensure that weight and CG locations 4. The landing weight does not exceed the
do not fall outside the prescribed limits. A valid applicable limits.
Weight and Balance Loading Form should be
available for every loading flown. The basic
weight and basic moment will be found on the LOADING
Basic Weight Change Record. CALCULATIONS
A. Add to the basic weight and basic moment The following pages contain charts showing the
1. Pilot(s) and Passenger(s) weights and moments of crew, fuel and payload,
}
permissible CG limitations, etc. (See Figures 18-
8 to 18-9, and Tables 18-6 to 18-8.) Two sample
2. Freight and Baggage We i g h t s loading charts have been made for a high density
and passenger version and for a freight version using
Moments the weight and moment charts.
3. Fuel
It is appreciated that for operational use this
method though accurate is tedious, and loading
B. Make sure that: trim sheets have been devised to speed the
1. The takeoff weight, less any fuel process of checking the loading. The same
consumed for warmup and taxi, does not sample loadings are also shown on the trim
exceed the limits stated for the sheets. Pads of these trim sheets are included
applicable configuration. with the Weight and Balance Handbook.

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Figure 18-10. Weight and Balance Passenger Loading Manifest

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Figure 18-11. Weight and Balance Freight Loading Manifest

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Table 18-6. PERSONNEL TABLE—COMMUTER (20 PASSENGERS)
MOMENT LB IN.*
POSITION WT— LB* ARM—IN.
100
CREW’S SEATS
PILOT 170 95 162
COPILOT 170 95 162
FWD-FACING
PASSENGER’S SEATS
ROW 1 LEFT 165 135 223
RIGHT 165 135 223
RIGHT 165 135 223
ROW 2 LEFT 165 165 272

RIGHT 165 165 272
RIGHT 165 165 272
ROW 3 LEFT 165 195 322

RIGHT 165 195 322
RIGHT 165 195 322
ROW 4 LEFT 165 225 371

RIGHT 165 225 371
RIGHT 165 225 371
ROW 5 LEFT 165 254 419

RIGHT 165 254 419
RIGHT 165 254 419
ROW 6 RIGHT 165 281 464

RIGHT 165 281 464
REAR-MOUNTED
SEATS LEFT 165 320 528
CENTER 165 320 528
RIGHT 165 320 528
*Above figures should be reevaluated if the personnel to be on board

vary appreciably from the standard 165 lb.

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Table 18-7. PERSONNEL TABLE—UTILITY (13/20 PASSENGERS)
MOMENT LB IN.*
POSITION WT— LB* ARM—IN.
100
CREW’S SEATS
PILOT 170 95 162
COPILOT 170 95 162
FWD-FACING
PASSENGER’S SEATS
ROW 1 LEFT 165 135 223
RIGHT 165 135 223
RIGHT 165 135 223
ROW 2 LEFT 165 165 272

RIGHT 165 165 272
RIGHT 165 165 272
ROW 3 LEFT 165 195 322

RIGHT 165 195 322
RIGHT 165 195 322
ROW 4 LEFT 165 225 371

RIGHT 165 225 371
RIGHT 165 225 371
ROW 5 LEFT 165 254 419

RIGHT 165 254 419
RIGHT 165 254 419
ROW 6 RIGHT 165 281 464

RIGHT 165 281 464
ROW 7 LEFT 165 322 531

RIGHT 165 322 531
CENTER 165 322 531
*Above figures should be reevaluated if the personnel to be on board

vary appreciably from the standard 165 lb.

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Table 18-8. WING LONG RANGE FUEL TANKS
LEFT WING RIGHT WING
IMP U.S. MOMENT LB IN. IMP U.S. MOMENT LB IN.

GAL GAL WT— LB 100 GAL GAL WT— LB 100
10 12.0 82 167 10 12.0 82 167

20 24.0 164 333 20 24.0 164 333
30 36.0 246 500 30 36.0 246 500
37 44.4 303.4 617 37 44.4 303.4 617


EXPANDED CHECKLISTS
CONTENTS
Page
NORMAL PROCEDURES.................................................................................................. NP-1
Before Start................................................................................................................... NP-1
After Start ..................................................................................................................... NP-2
Ice Protection ................................................................................................................ NP-3
Taxi ............................................................................................................................... NP-4
Twenty-Four Hour Checks in Runup Area ................................................................... NP-4
Lineup ........................................................................................................................... NP-5
After Takeoff................................................................................................................. NP-6
Cruise............................................................................................................................ NP-7
Descent ......................................................................................................................... NP-8
Approach....................................................................................................................... NP-8
Landing ......................................................................................................................... NP-8
Go-Around (Two Engines) ........................................................................................... NP-9
Go-Around (Single-Engine) ....................................................................................... NP-10
After Landing ............................................................................................................. NP-10
Shutdown .................................................................................................................... NP-11
Revision 2 FOR TRAINING PURPOSES ONLY EC-i


NORMAL PROCEDURES
This chapter presents the FlightSafety Pilot Checklist provided to each student in expanded form.
Should any conflict exist between this information and the checklist in the DOT-approved
(Transport Canada) Flight Manual, the Flight Manual shall take precedence. Any implied
technique presented assumes that proper pilot skill and judgment are exercised.
This expanded checklist incorporates Flight Manual Revision 45, and matches Revision 1 (April
1995) of the FlightSafety Pilot Checklist.
BEFORE START
The Before Start checklist should be carried out “challenge and response.”
1. Exterior Check ...........................................................................................................COMPLETE

2. Cockpit Preparation ...................................................................................................COMPLETE
Ensure that the log book and any other required documents are on board.
3. Control Locks ..............................................................................................................REMOVED
4. PARKING BRAKE..................................................................................................................SET
5. Power Levers..........................................................................................................................IDLE
6. PROP Levers.........................................................................................................AS REQUIRED
7. FUEL Levers........................................................................................................................... OFF
8. DC MASTER Switch ................................................................................................................ON
9. EXTERNAL/BATTERY Switch...........................................................................AS REQUIRED
Check the VOLTMETER to ensure that the voltage from ground power or the battery is
sufficient for start. There is no specified minimum voltage for starting; but, by always checking
the voltage prior to starting and after engaging the starter, you will learn what is normally
sufficient voltage for starting your aircraft.
10. BEACON...................................................................................................................................ON
11. Hydraulic Pressures (2) ....................................................................................ABOVE 1,300 PSI
Check that the HYD C/B light is out (if installed), and that the HYD SYS circuit breaker is
fully engaged.
12. FUEL SELECTOR Switch/Fuel Quantity .............................................NORMAL/SUFFICIENT
13. Boost Pumps..............................................................................................................................ON
Check that all 4 BOOST PUMP lights go out.
14. Doors ...............................................................................................................................SECURE
Check that the DOORS UNLOCKED light is out.
Revision 2 FOR TRAINING PURPOSES ONLY NP-1


NOTE
Start engines with PROP levers in full INCREASE position when pressure altitude is
less than 3,000 feet and temperature is below 10° C (50° F).
See the Engine Start Procedure and After Start Flow in the General Pilot Information
chapter, or in the Expanded Procedures section of the Pilot Checklist, for detailed
starting procedures.
AFTER START
CAUTION
When operating engines on the ground, other than when maneuvering or taxiing, in
ambient temperatures of 32° C or above, the aircraft must be headed into the wind and
operation in other than forward thrust must be kept to a minimum and in no case exceed
one minute.
At temperatures below 32° C, ground operation in reverse thrust with the aircraft headed
into the wind is limited to one minute. These restrictions must be observed to prevent
overheat damage to the internal nacelle and upper wing surface.
The After Start checklist is normally carried out “challenge and response,” after the flying pilot
has completed the after start flow.
1. EXTERNAL/BATTERY Switch ...................................................................................BATTERY

If the switch is moved rapidly from EXTERNAL to BATTERY, there is usually no loss of
power to aircraft systems.
2. External Power .................................................................................................DISCONNECTED
Signal to “remove chocks,” if required.
3. PROP Levers ................................................................................................................MAX RPM
Some Twin Otter aircraft vent a little fuel overboard from the engine when the PROP levers are
brought out of FEATHER and power is increased. It is best to wait until the ramp attendant is
clear of the area behind the left engine before moving the PROP levers out of feather. After
unfeathering the propellers, wait until the propeller RPM has stabilized at idle before adjusting
the Power Levers to “idle NG plus 15%.”
4. GENERATOR Switches ..............................................................................................RESET/ON
5. Volts and Loads ............................................................................................................CHECKED
When the generator loads are less than 0.5 each, reduce power from idle plus 15% to idle. Do
not confuse generator loads with the battery load (the 0.4 specification) if you are charging the
battery between starts.
6. Cabin Lights..........................................................................................................AS REQUIRED
NP-2 FOR TRAINING PURPOSES ONLY Revision 2


7. Bleed Air...............................................................................................................AS REQUIRED

BLEED AIR switches should be ON when taking off into forecast icing conditions, because
vacuum is applied to the boots to hold them tight against the wings at any time BLEED AIR is
ON, even when surface DE-ICE is selected OFF.
8. Cabin Heat ............................................................................................................AS REQUIRED
To allow heat to the passenger compartment, move the CABIN AIR control valve behind the
copilot to the full down position. For maximum defrosting or flight compartment heat, move
the valve to the full up position.
9. Ice Protection ....................................................................................................AS REQUIRED**
If ice protection is required for the flight, refer to the Ice Protection checklist which follows. If
ice protection is not required, continue to step 10.
10. Flaps......................................................................................................................AS REQUIRED
Except when taxiing in very strong winds, lower the flaps to the takeoff position at this time.
This will deflect propeller wash below the horizontal stabilizer and result in less aircraft
vibration during taxi and engine checks.
11. Trims ............................................................................................................................CHECKED
Elevator trim should be set within the white band on the elevator trim indicator, and rudder trim
should be set at the takeoff marking on the rudder trim indicator, and not the center marking.
Aileron trim should be at the known neutral position for your aircraft.
12. Autofeather ...........................................................................................ON, SELECT LIGHT ON
13. Altimeters/Flight Instruments ................................................................SET/CROSS-CHECKED
14. Gyros/Compasses...........................................................................SLAVED/CROSS-CHECKED
The magnetic compass will indicate erroneous headings when WINDSHIELD HEAT is ON.
The DG/COMP Switch should be in “COMP” unless flying in extreme northern or southern
latitudes, when other methods of navigation (grid or true north) are being used.
15. Radar/Transponder .......................................................................................................STANDBY
16. Radios ...................................................................................................................AS REQUIRED
17. Wing Fuel Tanks (If Required for Flight) ....................................................................CHECKED
If wing tank fuel will be used in flight, both wing tanks should be selected ON for a minute
at this time. If there is a problem with the quality of the wing tank fuel, it is best to discover
it on the ground, during taxi. The wing tank switches should be moved to the OFF position
prior to takeoff.
**ICE PROTECTION
Icing conditions are considered to exist any time the outside air temperature is below +5° C with
visible moisture present; including fog, snow, rain, sleet, or water/slush on the runway. See the Flight
In Icing Conditions section of the General Pilot Information chapter for complete instructions on
ground checks of ice protection systems.
1. PITOT HEAT.............................................................................................................................ON
2. BLEED AIR Switches (2) .............................................................................................BOTH ON


3. Deicer Boots................................................................................................MANUAL OR AUTO

4. VALVE HTR .............................................................................................................................ON
5. Intake Deflectors........................................................................................................EXTENDED
6. INTAKE ANTI-ICE ..................................................................................................................ON
7. PROP DEICE ............................................................................................................................ON
8. Windshield Heat ........................................................................................................................ON
9. IGNITION/IGNITER Switches............................................................................AS REQUIRED
CAUTION
During taxi with ice protection systems ON, the generator load limits of 0.5 or less
when power is less than idle plus 15% may be exceeded. If this occurs, select the
windshield heat OFF until immediately prior to takeoff.
TAXI
The Taxi checklist should be carried out as “challenge and response,” with the copilot reading aloud the
appropriate items and the Captain giving the appropriate responses.
1. Brakes...........................................................................................................................CHECKED
2. Flight Instruments/Navigation Instruments .........................................................CHECKED/SET
3. Engine Instruments ........................................................................................................NORMAL
4. Takeoff Briefing ......................................................................................................COMPLETED
5. Passenger Briefing ..............................................................................................................GIVEN
6. Battery Temperature.....................................................................................................CHECKED
TWENTY-FOUR HOUR CHECKS IN RUNUP AREA

1. Autofeather Check
2. Propeller Governor Check
3. Beta Backup Check
4. Electrical Check
5. Specific Systems Required for Flight (e.g., Deice, Oxygen, Autopilot)


LINEUP
The Lineup checklist should be read aloud by the nonflying pilot as he or she completes the actions in
the checklist. The Lineup checklist can be completed “to the line” (the dashed line between item 5 and
6) prior to taxiing onto the runway. When it is complete “to the line,” the NFP should announce out
loud to the flying pilot, “Complete to the line.” Once the aircraft has been cleared for takeoff, the NFP
will finish the checklist “below the line,” reading out loud the checklist as the items are completed, and
announce, “Lineup checklist complete.”
1. Caution and Advisory Lights .......................................................................................CHECKED

The PNEUMATIC LOW PRESS light will normally be on until NG is above approximately
65%.
2. Flaps .............................................................................................................SET FOR TAKEOFF
For Series 300 landplanes, the only Flight Manual approved takeoff flap setting is 10°.
3 PROP Levers ................................................................................................................MAX RPM
4. Trims.............................................................................................................SET FOR TAKEOFF
Recheck trim settings at this time.
5. Flight Controls ...........................................................................................FREE/FULL TRAVEL
6. Transponder/Radar ....................................................................................................................ON
If taking off into icing conditions the following should be selected on:
• PITOT HEAT
• Both BLEED AIR switches
• VALVE HTR
• PROP DE-ICE
• INTAKE ANTI-ICE (if installed)
• INTAKE DEFLECTORS to EXTEND
• WINDSHIELD HEAT
NOTES
Do NOT select the deicing mode switch to AUTO for takeoff. MANUAL or AUTO DE-
ICE should only be selected after ice has accumulated on the airframe.
Intake deflectors must be extended anytime visible moisture is present and the
temperature is below +5° C.

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8. Strobe (Anticollision) Lights.....................................................................................................ON

On some aircraft, use of the strobe lights is not permitted when the deice system is being used
in the AUTO mode.
NOTE
At temperatures above ISA, pause for at least 5 seconds at 85% NG to allow engine air
inlet condition to stabilize before advancing power levers to the calculated takeoff power
settings.
V1, V2 IN KIAS
(SFAR 23)
90
IAS—KNOTS
) )
80 F T (V 2 ED (V 1
AT 50 N SPE
ED ISIO
SPE DEC
70
9 10 11 12 13
GROSS WEIGHT—1,000 LB
AFTER TAKEOFF
The After Takeoff checklist should not be started before 400 feet AGL. The After Takeoff checklist is
normally completed silently by the NFP, upon request of the FP. The FP will normally call “Flaps up,”
then “Climb power,” and then “After Takeoff checklist.”
1. Flaps...........................................................................................................................................UP
If a 20° flap takeoff has been performed, first call for flap 10°, then flaps up. Be alert for the
trim change and possible subsidence during flap retraction.
2. Climb Power ............................................................................................................................SET
Wait until the flaps have fully retracted before selecting climb power. Reduce the power to
approximately 6 pounds of torque below the calculated climb power setting, then bring the props
back to the desired NP for climb. As the props are brought back the torque will climb back up 6
pounds. Once the props are set, make final adjustments to climb power as necessary. This may
be done in several stages if preferred due to climb gradient requirements.
3. Cabin Signs...........................................................................................................AS REQUIRED
4. Landing/Taxi Lights..............................................................................................AS REQUIRED
5. Cabin Heat/Air Conditioning................................................................................AS REQUIRED
If the crew prefers to operate the cabin heat in the AUTO mode, it should be selected now.
Deice equipment should be on for flight in visible moisture when the OAT is below +5° C.


7. Nosewheel ..................................................................................................................CENTERED
The nosewheel should be called out by the copilot as “challenge and response” if the Captain is
the flying pilot. It is important to check that the nosewheel is centered. Should a hydraulic
problem arise later in flight, and the nosewheel was not centered after takeoff, it could move
fully to one side.
8. VENT FAN ..............................................................................................................................OFF
9. Engine Instruments.......................................................................................................CHECKED
10. Caution Panel ...............................................................................................................CHECKED
11. Autofeather ..............................................................................................................................OFF
The Autofeather switch is intentionally left at the end of the checklist as it serves as a reminder
that if it is still lit, the After Takeoff checklist has not been completed. Therefore the Captain, if
FP, should not select it off independently, but should wait for the NFP to either select it off, or
call for “Autofeather off.”
CRUISE
The Cruise checklist should be carried out as “challenge and response.”
1. Altimeters...............................................................................................SET/CROSS-CHECKED
2. Cruise Power ............................................................................................................................SET
Upon level-off, climb power is normally maintained until airspeed has stabilized. Refer to the
torque computer or cruise power charts for cruise power settings. If engine trend monitoring is
to be carried out, allow engines to stabilize at cruise power setting for 5 minutes prior to
recording data.
3. Fuel Crossfeed/Wing Tanks ..................................................................................AS REQUIRED
a. Wing tank fuel switches must be at OFF for takeoff, climb, descent, and landing.
b. Whenever possible float and ski equipped aircraft should be landed with the wing tanks
not more than half full. Landing on rough surfaces with full wing tanks may impose
excessive loads on the wings. This does not apply to water bombing operations above
12,500 pounds takeoff weight.
NOTE
If wing tank fuel is needed to complete the flight, wing tank fuel must be used prior to
point of no return.


DESCENT
The Descent checklist should be carried out as “challenge and response.”
1. Fuel Quantity/FUEL SELECTOR Switch.................................................CHECKED/NORMAL

Refer to the Ice Protection checklist if ice protection is required.
3. Cabin Signs...........................................................................................................AS REQUIRED
4. Altimeters ................................................................................................SET/CROSSCHECKED
5. Landing Data/Approach Briefing .............................................................REVIEWED/BRIEFED
If an instrument approach briefing is to be given, it is recommended that the flying pilot
transfer control to the non-flying pilot during briefing. (See the Approach Briefing section of
the General Pilot Information chapter.)
6. Navigation Aids .......................................................................................................................SET
Ensure that the appropriate navigation aids are tuned and identified.
APPROACH
1. Radar Altimeter ................................................................................................SET TO MDA/DH
2. Brakes/Hydraulic Pressure ...........................................................................................CHECKED
Apply toe brakes and check that resistance is felt, and that both Brake Hydraulic Pressure and
System Hydraulic Pressure are normal.
3. Nosewheel ..................................................................................................................CENTERED
4. Caution and Advisory Lights .......................................................................................CHECKED
5. VREF .............................................................................................................................CHECKED
The Approach checklist should be completed prior to turning final.
LANDING
The Landing checklist should be completed as “challenge and response.”
Normally, the Landing checklist is carried out prior to 500 feet AGL under VMC conditions, and prior
to 500 feet above either MDA or DH when weather conditions are IMC.
1. Flaps......................................................................................................................AS REQUIRED
2. Prop Levers...................................................................................................................MAX RPM

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Minimum Approach Speeds
94 KIAS 0°FLAP
85 KIAS 10° FLAP
VREF (VS x 1.3) in KIAS

(SFAR 23)
Flaps 12,300 11,500 10,500 9,500 8,500

0° 94 90 86 82 77
10° 85 83 79 75 71
20° 80 77 73 70 66
1
37 ⁄2° 74 70 67 64 60
WARNING
Approach and landing procedures for flight in any icing conditions require:
• Deicer Boots—Before lowering 10° flap, select AUTO and FAST with cabin heat OFF
and operate continuously until touchdown.
• Flaps—Not more than 10°.
• Speeds—Approach using the speeds given in the VREF table. These speeds may be
exceeded by 5 knots in turbulence.
Approach and landing procedures after flight in any icing conditions require:
• Deicer Boots—Select AUTO and FAST at least 3 minutes before flap extension.
• Flaps—Select desired settings and if any loss of control occurs immediately retract to 10°.
• Speeds—Approach using the speeds given in the VREF table. These speeds may be
exceeded by 5 knots in turbulence.
GO-AROUND (TWO ENGINES)

CAUTION
The decision to go-around should be made, if possible, during approach with flaps
10°. With flap 37 1/2°, pitch attitude in the go-around will be approximately 0° (level
flight attitude).
With flap 37 1/2°, pitch attitude in the go-around greater than 0° (level flight attitude)
may cause a rapid decrease in airspeed and possible stall.


1. Power and PROP Levers (Both Engines) .......................................................TAKEOFF POWER

Advance the Power Levers to the calculated takeoff power setting (from torque computer or
takeoff power setting chart).
2. Minimum Airspeed ......................................................................................VREF for FLAPS 10°
When clear of obstacles:
4. Flaps....................................................................................................................................UP (0°)
During flap retraction:
5. Airspeed .................................................................................................INCREASE TO 87 KIAS
6. Complete the AFTER TAKEOFF checklist.
GO-AROUND (SINGLE-ENGINE)
WARNING
Go-around on one engine must not be attempted at speeds less than VMC. A go-around
on one engine should be made with not more than 10° flap.
1. Power and PROP Lever (Operating Engine)...........................................................MAX POWER

Advance the Power Levers up to the T5, Torque, or NG limit, whichever is reached first.
2. Airspeed (Flap 10°) ..........................................................................................................80 KIAS
3. Complete the AFTER TAKEOFF checklist.
AFTER LANDING
The After Landing checklist is normally completed “silently” by the copilot. When the checklist is
complete the copilot should call out “After Landing checks complete.”
NOTE
The After Landing checklist should not be started until the aircraft has cleared the
runway, and/or slowed to taxiing speed. In particular, flaps should not be retracted
during the landing rollout, at the same time high demands are being placed on the
hydraulic system by nosewheel steering and brakes.
1. Landing Lights.........................................................................................................................OFF
2. Flaps...........................................................................................................................................UP
3. Strobe (Anticollision) Lights ...................................................................................................OFF
4. Ice Protection ...........................................................................................................................OFF


CAUTION
Following a single-engine landing with deice equipment ON, the generator load on the
operating engine will exceed the ground limit of 0.5 at idle NG, resulting in very high T5
temperatures when power is reduced. To minimize this problem, turn off Windshield
Heat and Prop Deice as soon as possible after landing.
5. Radar/Transponder .......................................................................................................STANDBY
6. VENT FAN ...........................................................................................................AS REQUIRED
SHUTDOWN
After setting the Parking Brake, the Shutdown checklist may be done by memory as a “flow.” After
completing the “flow,” the checklist should be used to confirm the actions in the “flow.” The checklist
may be done by either pilot, or by both crewmembers as “challenge and response.”
1. PARKING BRAKE...................................................................................................................ON
After taxiing through water or slush when the OAT is below freezing, it may not be appropriate
to use the parking brake, due to the risk of the brake pads freezing in position.
2. Taxi Light.................................................................................................................................OFF
3. Radios ......................................................................................................................................OFF
4. BLEED AIR Switches .............................................................................................................OFF
BLEED AIR switches are turned off prior to shutdown to reduce T5 temperature at idle.
5. GENERATOR Switches ..........................................................................................................OFF
GENERATOR switches are turned off prior to shutdown to reduce T5 temperature at idle.
6. Power Levers..........................................................................................................................IDLE
7. Engine Temperatures................................................................................................BELOW 585°
When operating in “hot and high” conditions, it may be necessary to increase engine speed
above idle to allow temperatures to stabilize below 585° prior to shutdown.
8. PROP Levers .................................................................................................................FEATHER
Wait a few seconds to allow oil from the propeller to be scavenged back to the oil tank before
selecting fuel levers to OFF.
9. FUEL Levers............................................................................................................................OFF
10. Interior Lights ..........................................................................................................................OFF
11. BEACON .................................................................................................................................OFF


12. Boost Pumps ............................................................................................................................OFF

13. DC MASTER Switch ..............................................................................................................OFF
14. EXTERNAL/BATTERY Switch .............................................................................................OFF
15. Control Locks ............................................................................................................INSTALLED
NOTE
Ensure that engine temperatures have stabilized below 585° for one minute before
shutting down engine.
During shutdown, listen for and report any scraping or engine rubbing noises.



CONTENTS
Page
GENERAL.......................................................................................................................... LIM-1
Weight Limitations ...................................................................................................... LIM-1
Center-of-Gravity Range ............................................................................................. LIM-1
Ramp Weight and CG Limitations .............................................................................. LIM-2
MANEUVERS.................................................................................................................... LIM-3
General ........................................................................................................................ LIM-3
Approved Maneuvers—Normal Category Operations ................................................ LIM-3
Design Flight Load Factors ......................................................................................... LIM-3
FLIGHT IN ICING CONDITIONS.................................................................................... LIM-3
AIRSPEED LIMITATIONS................................................................................................ LIM-6
AIRSPEED INDICATOR MARKINGS............................................................................. LIM-6
General ........................................................................................................................ LIM-6
Series 300 .................................................................................................................... LIM-6
Series 100/200 ............................................................................................................. LIM-6
ENGINE INSTRUMENT MARKINGS............................................................................. LIM-7
Torque.......................................................................................................................... LIM-7
Propeller RPM............................................................................................................. LIM-7
ITT............................................................................................................................... LIM-7
Gas Generator RPM .................................................................................................... LIM-8
Oil Temperature........................................................................................................... LIM-8
Oil Pressure ................................................................................................................. LIM-8
Revision 2 FOR TRAINING PURPOSES ONLY LIM-i

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ILLUSTRATIONS
Figure Title Page
LIM-1 Horizontal CG Limits ...................................................................................... LIM-2
TABLES
Table Title Page
LIM-1 Weight Limitations........................................................................................... LIM-1
LIM-2 Center-of-Gravity Limitations ......................................................................... LIM-1
LIM-3 Airspeed Limitations—Series 100/200............................................................ LIM-4
LIM-4 Airspeed Limitations—Series 300................................................................... LIM-5
Revision 2 FOR TRAINING PURPOSES ONLY LIM-iii

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GENERAL
The limitations presented in this chapter focus primarily on the operational capabilities of the aircraft.
Specific system limitations are provided in the individual systems’ chapters with the exception of
instrument markings, which are presented in this chapter. Refer to the approved Flight Manual for
complete limitations listings.
WEIGHT LIMITATIONS
Table LIM-1 lists Twin Otter weight limitations.
Table LIM-1. WEIGHT LIMITATIONS

AIRPLANE TAKEOFF LANDING
SERIES WEIGHT (LB) WEIGHT (LB)
100/200 11,579 11,000/11,400*
300 12,500 12,300
* Temperature –20° F or above—11,400

Temperature below –20° F—11,000
CENTER-OF-GRAVITY RANGE
Table LIM-2 lists Twin Otter center-of-gravity limitations.
Table LIM-2. CENTER-OF-GRAVITY LIMITATIONS

TAKEOFF CG RANGE LANDING CG RANGE
AIRPLANE AIRPLANE
FORWARD AFT FORWARD AFT
SERIES SERIES
100/200 20% MAC 36% MAC 100/200 20% MAC
at 11,000 lb 36% MAC
300 20% MAC 36% MAC
at 11,600 lb 22 % MAC
at 11,400 lb
25% MAC
at 12,500 lb 300 20% MAC 36% MAC
at 11,000 lb
25% MAC
at 12,300 lb
Revision 2 FOR TRAINING PURPOSES ONLY LIM-1

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RAMP WEIGHT AND CG LIMITATIONS

Series 100/200—Ramp weight may exceed maximum takeoff weight by 100 pounds to provide for
additional fuel for taxiing and takeoff clearance delay. The forward CG limit must not exceed 21%
MAC. The takeoff must not be commenced until the ramp weight has been reduced to the certified
maximum takeoff weight.
Figure LIM-1 shows the horizontal CG limits for the Twin Otter.
MAX LANDING WEIGHT (–20° F AND ABOVE)

MAX TAKEOFF WEIGHT
11,579
11,400
11,000
MAX LANDING WEIGHT (BELOW –20° F)
ALL UP WEIGHT—LB
10,000
LANDPLANE
9,000
8,000
20 22 25 30 35 36
HORIZONTAL CG LIMIT—% MAC
SERIES 100/200
MAX TAKEOFF WEIGHT

12,500
12,300
12,000 MAX LANDING WEIGHT
11,600
11,000
ALL UP WEIGHT—LB
10,000
9,000
8,000
20 25 30 35 36
ARM ARM ARM
203.84 207.74 216.32
HORIZONTAL CG LIMIT—% MAC
SERIES 300
Figure LIM-1. Horizontal CG Limits
LIM-2 FOR TRAINING PURPOSES ONLY Revision 3

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MANEUVERS
GENERAL
All Twin Otter series aircraft are restricted to Normal Category maneuvers.
APPROVED MANEUVERS—NORMAL CATEGORY OPERATIONS

For Normal Category operations, only normal flying including stalls, but not whip stalls, is authorized.
All aerobatic maneuvers, including limited aerobatic maneuvers such as spins, lazy eights, chandelles,
and steep turns in which the angle of bank exceeds 60°, are prohibited.
DESIGN FLIGHT LOAD FACTORS

Series 100/200
Maneuvers—Part 3, Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +3.21 to –1.5 g
Gusts—Part 4b, Transport Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +3.47 to –1.78 g
Series 300
Maneuvers—Part 3, Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +3.17 to –1.5 g
Gusts—Part 4b, Transport Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +3.19 to –1.63 g
FLIGHT IN ICING CONDITIONS

For aircraft without airframe deicing equipment which inadvertently fly into icing conditions, flap
angles must not exceed 10° during flight in icing conditions.
For aircraft with airframe deicing equipment, flap angles must not exceed 10° during flight in
icing conditions.
Engine intake deflectors must be extended during flight in snow or icing conditions.
AIRSPEED LIMITATIONS
Tables LIM-3 and LIM-4 list Series 100/200 and Series 300 airspeed limitations, respectively.

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Table LIM-3. AIRSPEED LIMITATIONS—SERIES 100/200
Airspeed limitations apply to all weights up to 11,579 lb gross weight.
CONDITION KNOTS
CAS IAS
Minimum control speed (VMC) —flaps 10° 65 63
Climb speed —best angle (VX) —flaps 0° 85 83

—best rate (VY) —flaps 0° 89 87
—single engine (VYSE) —flaps 10° 78 76
Flaps extended speed (VFE) —flaps 0 to 20° 62–100 60–97

—flaps 20 to 37.5° 56–85 54–83
Maximum operating speed (VMO) —sea level 160 156

—10,000 ft 160 156
—15,000 ft 145 141
—20,000 ft 130 126
—25,000 ft 115 112
CAUTION
Maximum operating speed shall not be deliberately exceeded in any regime of

flight (climb, cruise, or descent) unless a higher speed is authorized for flight
test or pilot training operations.
Maneuvering speed (VA)* —sea level to 20,000 ft 130 126
The maximum speed for maneuvers involving an approach to stall conditions

or full application of the primary flight controls
Gust penetration speed (VB)* —sea level to 20,000 ft 130 126

The speed recommended for flight in severe turbulence
*Above 20,000 ft VA and VB are limited by VMO.

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Table LIM-4. AIRSPEED LIMITATIONS—SERIES 300
Airspeed limitations apply to all weights up to 12,500 lb gross weight.
CONDITION KNOTS
CAS IAS
Minimum control speed (VMC) —flaps 10° 66 64
Climb speed —best angle (VX) —flaps 0° 89 87

—best rate (VY) —flaps 0° 103 100
—single engine (VYSE) —flaps 10° 82 80
Flaps extended speed (VFE) —flaps 10° 105 103

—flaps 20 to 37.5° 95 93
Maximum operating speed (VMO) —sea level to 6,700 ft 170 166

—10,000 ft 160 156
—15,000 ft 145 141
—20,000 ft 130 126
—25,000 ft 115 112
CAUTION
Maximum operating speed shall not be deliberately exceeded in any regime of

flight (climb, cruise, or descent) except where a higher speed has been
authorized for flight test or pilot training operations.
Maneuvering speed (VA)* —sea level to 18,000 ft 136 132
The maximum speed for maneuvers involving an approach to stall condition,

or full application of the primary flight controls
Gust penetration speed (VB)* —sea level to 18,000 ft 136 132
Recommended reference speed (VAT) —flaps 37.5°, 12,300 lbs 76 74
*Above 18,000 ft VA and VB are limited by VMO.
CAUTION
Specifications given are for a DHC-6-300 landplane with standard equipment.
Modifications, options, and regulatory approvals may result in changes. Speeds given are
for aircraft with Mod 6/1291 (Revised Maximum Operating Speed) and Mod 6/1395
(Revised Flaps Extended Speed) incorporated. Check with your maintenance technician if
you are unsure of your aircraft’s modification or option status.

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AIRSPEED INDICATOR MARKINGS

GENERAL
Colored markings are placed on the airspeed indicator dials to assist
the pilot in observing the airspeed operating limitations. All markings
represent calibrated airspeeds. All photos are Series 300 instruments.
SERIES 300
Maximum operating speed (red radial line) . . . . . . . . . . . 170 KCAS
Normal operating range (green arc) . . . . . . . . . . . . 74 to 170 KCAS
Flap operating range (white arc) . . . . . . . . . . . . . . . . 58 to 95 KCAS
Minimum control speed (red radial line) . . . . . . . . . . . . . . 66 KCAS
Speed for best rate of climb with one engine
inoperative, flaps 10° (blue radial line) . . . . . . . . . . . . . . . 82 KCAS
SERIES 100/200
Maximum operating speed (red radial line) . . . . . . . . . . . 160 KCAS
Normal operating range (green arc) . . . . . . . . . . . . 72 to 160 KCAS
Flap operating range (white arc)
—flaps 0 to 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 to 100 KCAS
—flaps 20 to 37.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 to 85 KCAS
Minimum control speed (red radial line) . . . . . . . . . . . . . . 65 KCAS
Speed for best rate of climb with one engine
inoperative, flaps 10° (blue radial line) . . . . . . . . . . . . . . . 78 KCAS

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ENGINE INSTRUMENT MARKINGS

TORQUE
Series 100/200
Maximum (red radial). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42.5 psi
Normal (green arc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 to 42.5 psi
Acceleration (unmarked) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48.5 psi
Series 300
Maximum (red radial). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50.0 psi
Normal (green arc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 to 50.0 psi
Acceleration (unmarked) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68.8 psi
PROPELLER RPM
Series 100/200
Maximum (red radial) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100%
Normal (green arc). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 to 100%
Series 300
Maximum (red radial) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96%
Normal (green arc). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 to 96%
ITT
Series 100/200
Maximum (red radial) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 750° C
Caution (yellow arc). . . . . . . . . . . . . . . . . . . . . . . . . . . 705 to 750° C
Normal (green arc). . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 to 705° C
Starting (unmarked) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,090° C
Series 300
Red segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 725 to 1,200° C
Caution (yellow arc). . . . . . . . . . . . . . . . . . . . . . . . . . . 695 to 725° C
Normal (green arc). . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 to 695° C
Starting (white radial) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,090° C

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GAS GENERATOR RPM

All Models
Maximum (red radial) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101.5%
Normal (green arc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 to 101.5%
OIL TEMPERATURE
All Models
Maximum (red radial) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99° C
Normal (green arc). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 to 99° C
Caution (yellow arc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . –40 to 10° C
OIL PRESSURE
Series 100/200
Maximum (red radial) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 psi
Caution (yellow arc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 to 65 psi
Normal (green arc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 to 85 psi
Minimum (red radial) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 psi
Series 300
Maximum (red radial) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 psi
Caution (yellow arc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 to 80 psi
Normal (green arc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 to 100 psi
Minimum (red radial) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 psi



CONTENTS
Page
INTRODUCTION............................................................................................................. GEN-1
AIRCRAFT DOCUMENTATION.................................................................................... GEN-1
CREW COORDINATION ................................................................................................ GEN-3
General....................................................................................................................... GEN-3
Radio Communication............................................................................................... GEN-3
Normal Checklists ..................................................................................................... GEN-3
Checklist Usage During Normal Operations ............................................................. GEN-3
Cockpit Resource Management................................................................................. GEN-4
Abnormal Checklists ................................................................................................. GEN-5
Automatic Flight Control Systems (AFCS)............................................................... GEN-5
Standard Calls............................................................................................................ GEN-5
Scan Transfer ............................................................................................................. GEN-8
Flight Deck Discipline............................................................................................... GEN-8
OPERATING TECHNIQUES........................................................................................... GEN-9
Preflight and Taxi Procedures.................................................................................... GEN-9
Engine Start Procedure .............................................................................................. GEN-9
Before Taxi .............................................................................................................. GEN-11
Taxi .......................................................................................................................... GEN-11
Reverse Taxiing ....................................................................................................... GEN-11
TAKEOFF PROCEDURES ............................................................................................ GEN-12
Crew Briefing .......................................................................................................... GEN-12
Sample Pretakeoff Briefings.................................................................................... GEN-12
Revision 2 FOR TRAINING PURPOSES ONLY GEN-i


General Takeoff Procedures .................................................................................... GEN-17

Normal Takeoff........................................................................................................ GEN-18
Crosswind Takeoffs ................................................................................................. GEN-18
Rejected Takeoff...................................................................................................... GEN-18
Engine Failure During Takeoff................................................................................ GEN-20
Obstacle Clearance Following Engine Failure During Takeoff............................... GEN-21
Maximum Performance Takeoff (STOL) ................................................................ GEN-21
FLIGHT PROFILES ....................................................................................................... GEN-21
Stalls ........................................................................................................................ GEN-21
Inflight Shutdown.................................................................................................... GEN-22
Emergency Descent ................................................................................................. GEN-26
APPROACH AND LANDING PROCEDURES ............................................................ GEN-26
Approach Briefing ................................................................................................... GEN-26
Sample Approach Briefing ...................................................................................... GEN-29
Normal Landing—Flaps 20° ................................................................................... GEN-30
Rough or Soft Field Landings ................................................................................. GEN-39
Flap 37.5° Approach and Landing .......................................................................... GEN-39
Flapless Approach and Landing .............................................................................. GEN-39
Crosswind Landing.................................................................................................. GEN-40
Circling Approaches................................................................................................ GEN-40
Go-Around and Missed Approaches ....................................................................... GEN-40
Ditching ................................................................................................................... GEN-41
FLIGHT IN ICING CONDITIONS................................................................................ GEN-42
General .................................................................................................................... GEN-42
Effect of Cold on Aircraft and Equipment .............................................................. GEN-42
Preflight Checks ...................................................................................................... GEN-43
GEN-ii FOR TRAINING PURPOSES ONLY Revision 2


Engine Starting in Cold Weather............................................................................. GEN-44

Ice Protection Ground Checks................................................................................. GEN-44
Operation of Intake Deflectors ................................................................................ GEN-45
Flight Characteristics with Ice Accumulations ....................................................... GEN-45
UNUSUAL ATTITUDES ............................................................................................... GEN-48
General .................................................................................................................... GEN-48
Recovery Procedures ............................................................................................... GEN-48
Revision 2 FOR TRAINING PURPOSES ONLY GEN-iii

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ILLUSTRATIONS
Figure Title Page
GEN-1 Normal Takeoff ............................................................................................ GEN-13
GEN-2 Engine Failure After V1 ............................................................................... GEN-14
GEN-3 Reject or Engine Failure Before Rotation.................................................... GEN-15
GEN-4 Engine Fire Before Rotation ........................................................................ GEN-16
GEN-5 Accelerate-Stop Distance (to 35 Knots) ...................................................... GEN-19
GEN-6 Decision Making Model—Engine Failure During Takeoff ......................... GEN-21
GEN-7 Slow Flight (Two Engines) .......................................................................... GEN-23
GEN-8 Approach to Stall and Recovery .................................................................. GEN-24
GEN-9 Emergency Descent—No Structural Damage (High Speed) ....................... GEN-27
GEN-10 Emergency Descent—Structural Damage (Low Speed).............................. GEN-28
GEN-11 Visual Approach .......................................................................................... GEN-31
GEN-12 Precision Approach...................................................................................... GEN-32
GEN-13 Precision Approach—Single-Engine ........................................................... GEN-33
GEN-14 Nonprecision Approach ............................................................................... GEN-34
GEN-15 Circling Approach........................................................................................ GEN-35
GEN-16 Approach to Landing—Nonprecision Approach ......................................... GEN-36
GEN-17 Missed Approach—Two Engines ................................................................ GEN-37
GEN-18 Missed Approach—Single-Engine .............................................................. GEN-38
GEN-19 Air Carrier Advisory Circular...................................................................... GEN-50
Revision 2 FOR TRAINING PURPOSES ONLY GEN-v

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TABLES
Table Title Page
GEN-1 Available Manuals for the Twin Otter............................................................ GEN-2
GEN-2 Suggested Methods for Checklist Response .................................................. GEN-5
GEN-3 Performance Requirement Comparison....................................................... GEN-22
GEN-vi FOR TRAINING PURPOSES ONLY Revision 2

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INTRODUCTION
This section presents general pilot information concerning the operation of the DHC-6-300 land-
plane only. Although some of the information does apply to the 100 and 200 series aircraft, no
attempt has been made to identify Series 100 and 200 differences. Floatplane, skiplane, wheel-
ski and intermediate floatation tire procedures are not discussed, and operators of aircraft in
these configurations should refer to the appropriate Flight Manual and Supplementary Operating
Data supplements.
The procedures given are advisory in nature, and the chapter has been written for pilots with
little or no experience on the Twin Otter who are completing initial classroom and simulator
training at FlightSafety in Toronto. The Standard Operating Practices given are generic and de-
signed to provide a model for new operators who do not have a SOP. There is, of course, more
than one way to do things correctly, and we do not suggest that these SOPs are the final and au-
thoritative word on the subject.
The contents of this section, and the contents of the FlightSafety DHC-6-300 Landplane
Checklist (at Revision 1, April 1995), are current up to and including Revision 45 of the Flight
Manual. No revision service is provided by FlightSafety for this chapter. In the event of any
discrepancy between the information presented here and the Flight Manual, the Flight Manual
is, of course, authoritative.
AIRCRAFT DOCUMENTATION
The Bombardier Regional Aircraft Division of Bombardier Inc. is responsible for printing and
maintaining manuals for the Twin Otter aircraft. The following table is an overview of the man-
uals provided for the Twin Otter aircraft. (See Table GEN-1.)
The Flight Manual and Weight and Balance Manual are customized to each individual serial
number, and are not interchangeable between aircraft.
The Flight Manual and Operation Data Manual (commonly referred to as Supplementary Operating
Data) are kept together in one binder, the Flight Manual making up the first half and the Supplementary
Operating Data making up the second half. They are, however, two entirely different publications.
The Flight Manual is DOT approved and is regulatory. The Supplementary Operating Data man-
ual is advisory in nature and, in many ways, is similar to this FlightSafety publication.
For further information concerning manuals, including ordering and pricing information,
please contact:
Bombardier Regional Aircraft Division

Technical Publications Department
Mail Stop N10-02
1 Garratt Boulevard
Downsview, Ontario, Canada
M3K 1Y5
Revision 2 FOR TRAINING PURPOSES ONLY GEN-1


Table GEN-1. AVAILABLE MANUALS FOR THE TWIN OTTER.

Publication
Title
Number
For the 300 series aircraft, the following manuals are available:
1-63-1 Operating Data Manual (Supplementary Operating Data)
1-63-1 (M) Operating Data Manual (Supplementary Operating Data) — Metric

Measurements
1-63-1 (MOT) Operating Data Manual (Supplementary Operating Data) (Series 300S Aircraft)
1-63-1A Flight Manual (Series 300 Aircraft)
1-63-1A (ARB) Flight Manual (Series 310 [British] Aircraft)
1-63-1A (DCA) Flight Manual (Series 320 [Australian] Aircraft)
1-63-1A (M) Flight Manual (Series 300 Aircraft—Metric Measurements)
1-63-1A (MOT) Flight Manual (Series 300S Aircraft)
1-63-2 Maintenance Manual
1-63S-2 Maintenance Manual (Short Nose)
1-63-2W Wiring Diagrams Manual
1-63-4 Illustrated Parts Catalog
1-63-8 Weight and Balance Manual (prepared for each aircraft upon delivery)
For the Series 100 and 200:

1-6-1 Operating Data Manual (Supplementary Operating Data)
1-6-2 Maintenance Manual
1-6-2W1 Wiring Diagrams Manual (100 Series)
1-6-2W2 Wiring Diagrams Manual (200 Series)
1-6-4 Illustrated Parts Catalog
1-6-8 Weight and Balance Manual (prepared for each aircraft upon delivery)
The following publications are common to all Series of Twin Otters:
1-6-2T Ground Support Manual
1-6-3 Structural Repair Manual
1-6-5 Corrosion Prevention and Control Manual
1-6-6A Component Maintenance Manual
1-6-7 Inspection Requirements
1-6-10 Vendors Warranties Manual
1-6-11 Structural Components Service Life Limits Manual
1-6-12 Mods and Option Manual
NOTE:
Each manual is identified by a number code, for example, PSM 1-63-1A refers to Product Support Manual 1-6 (for DHC-6) 3 (Series 300) 1A
(Flight Manual).
GEN-2 FOR TRAINING PURPOSES ONLY Revision 2

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CREW COORDINATION
NOTE
The following are suggested procedures for those who have no standard policy.
GENERAL
Crew coordination is an essential part of every successful flight. It is the responsibility of each
crewmember to be thoroughly familiar with his or her responsibilities and complete them in a
professional and timely manner. See the Cockpit Resource Management section for further ex-
planation of crew coordination.
The inflight duties of the pilots are interchangeable, therefore the terminology ‘flying pilot’
(FP) and ‘non flying pilot’ (NFP) will be used to distinguish pilot duties. During ground oper-
ations, the captain always assumes the duties of FP until the aircraft has lined up for takeoff,
and takes over FP duties after landing once the aircraft has decelerated to taxi speed.
The FP/NFP duties may be exchanged during flight. The pilot relinquishing FP duties will an-
nounce, “You have control.” The pilot assuming control will then announce, “I have control.”
RADIO COMMUNICATION
During all normal phases of flight, it is the responsibility of the NFP to handle radio commu-
nications, and to then convey all appropriate information to the FP.
During the completion of a non-normal checklist, the responsibility of radio communications

becomes that of the FP, until such time as the NFP states “(name of abnormal checklist)
Complete,” at which time the responsibility for radio communications reverts back to the NFP.
NORMAL CHECKLISTS
During normal operations when the FP calls for a checklist, the required actions are completed
by the NFP in the order presented in the checklist (usually by geographic flow), then followed
up with the checklist.
When the required checklist has been completed, the NFP will announce that the checklist is
complete, for example, “After Takeoff checklist complete.”
When the response to a particular checklist item is “as required,” the actual response will be
positive and the action required will be stated, such as “ON,” “OFF,” “CLOSED,” etc.
CHECKLIST USAGE DURING NORMAL OPERATIONS

Not all checklists need to be completed as ‘Challenge and Response’ items. The After Takeoff
and After Landing checklists are normally completed at a time of high workload for the FP, and
should be completed silently by the NFP at the request of the FP. Table GEN-2 suggests which
method should be used for each of the normal checklists.

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CREW RESOURCE MANAGEMENT

Crew Resource Management
Crew Resource Management
COMMUNICATION PROCESS
SITUATIONAL AWARENESS IN THE COCKPIT INTERNAL EXTERNAL INTERNAL
BAR RIERS BAR RIERS BAR RIERS THINK:
CAPTAIN COPILOT Remember • Solicit and give
INDIVIDUAL INDIVIDUAL OPERATIONAL feedback
S/A S/A NEED SEND RECEIVE GOAL
2+2=2 • Listen carefully
-- or --
2+2=5
• Focus on behavior,
(Synergy) not people
GROUP • Maintain focus on
S/A the goal
• Verify operational
outcome is
CLUES TO IDENTIFYING: FEEDBACK
achieved
• Loss of Situational Awareness
• Links in the Error Chain
OPERATIONAL
1. FAILURE TO MEET TARGETS

2. UNDOCUMENTED PROCEDURE * State Position * Decide What, Whom, How to ask
3. DEPARTURE FROM SOP * Suggest Solutions * Ask Clear, Concise Questions
4. VIOLATING MINIMUMS OR LIMITATIONS
5. NO ONE FLYING AIRPLANE * Be Persistent and Focused * Relate Concerns Accurately
6. NO ONE LOOKING OUT WINDOW
* Listen Carefully * Draw Conclusions from Valid Information
7. COMMUNICATIONS
* Keep an Open Mind
HUMAN
8. AMBIGUITY
9. UNRESOLVED DISCREPANCIES — REMEMBER —
10. PREOCCUPATION OR DISTRACTION Questions enhance communication flow
11. CONFUSION OR EMPTY FEELING Don't give in to the temptation to ask questions when Advocacy is required
Use of Advocacy or Inquiry should raise a "red flag".
12.
DECISION MAKING PROCESS

COMMAND AND LEADERSHIP
HINTS:
LEADERSHIP STYLES • Identify the problem:
LAIS SEZ- EVALUATE — Communicate it
AUTOCRATIC AUTHORITARIAN DEMOCRATIC RECOGNIZE
STYLE LEADERSHIP LEADERSHIP
FAIRE RESULT
NE ED — Achieve agreement
STYLE
(EXTREME) STYLE STYLE (EXTREME) — Obtain commitment
IDENTIFY • Consider appropriate SOP's
AND
PARTICIPATION IMPLEMENT DEFINE • Think beyond the obvious
PROBLEM
RESPONSE alternatives
LOW HIGH
COL LECT • Make decisions as a result of
FACTS the process
Command — Designated by Organization
— Cannot be Shared SELECT A IDENTIFY • Resist the temptation to make
RESPONSE ALTERNATIVES
Leadership — Shared among Crewmembers WEIGH IMPACT
an immediate decision and
— Focuses on "What's right," not "Who's right" OF ALTERNATIVES then support it with facts
GEN-4 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY Revision 2
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Table GEN-2. SUGGESTED METHODS FOR CHECKLIST RESPONSE

Item Action
Before Start C&R

After Start C&R
Taxi C&R
Line Up R&D
After Takeoff S
Cruise R&D
Descent C&R
Landing C&R
After Landing S
Shutdown C&R
NOTE:
C & R = Challenge and Response
S = Silent
R & D = Read Aloud & Do
ABNORMAL CHECKLISTS
In the event of an abnormal situation, the crew will assess the problem. Once the nature of the
problem has been established, the FP will call for the appropriate memory items if applicable.
The NFP will complete the memory items. In the case of operating critical controls (Power Levers,
PROP and FUEL levers, and FUEL OFF switches), the FP will confirm the NFP’s selection prior
to the NFP operating the control. When the appropriate memory items are complete, the FP will
call for the appropriate emergency checklist. The NFP will complete the checklist, beginning
by repeating the memory items, if there are any, using the “read aloud and do” method.
AUTOMATIC FLIGHT CONTROL SYSTEMS (AFCS)

To reduce crew workload and improve safety, it is recommended that the autopilot and flight di-
rector (if installed) be used from initial climbout to final approach. When the FP engages or dis-
engages the autopilot he or she should announce “autopilot engaged” or “autopilot disengaged.”
STANDARD CALLS
Safety demands that both crewmembers remain aware of aircraft position, altitude and instru-
ment indications during flight. One method of achieving this is to adopt a system of standard
calls, not only to reduce ambiguity but to minimize conversation during critical phases of flight.
It is recommended that the crew refrain from all nonessential and distracting conversation dur-
ing the departure and approach phases of flight.
The table below outlines a series of standard calls, which should be utilized to enhance safety
during both VFR and IFR operations. The NFP should make the appropriate call, based on in-
strument indications or observations outlined in the table, and the FP should verify and ac-
knowledge the call. If the NFP does not make the required call, then the FP should make it.

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All Phases of Flight

Observation Call by NFP Response by FP
Bank angles exceeding “Check Bank Angle” “Correcting”

30 degrees
Heading deviations “Heading (left, right), “Correcting”

greater than ± 10 degrees fly (left, right)”
Speed deviations “Fast 15” “Correcting”

greater than ± 10 knots or
“Slow 10”
Altitude deviations “Altitude—correct up” “Correcting”

greater than ± 100 feet or
“Altitude—correct down”
Climb and Descent

Approaching transition “Transition—altimeter 29.92 set”— “29.92 set”

altitude “Crosschecked”
Climb or descent—1,000 “8,000 for 9,000” “Check 8,000 for 9,000”

feet to go
Approaches
Speed deviations “Fast 15” “Correcting”

(tolerances +5 and –0 knots) or
“Slow 10”
Rates of descent exceeding 1,000 “Sink rate 1,200” “Correcting”

feet per minute
First positive movement “Localizer alive” “Check localizer alive”

of localizer bar
ILS approach, when 1 dot “Correct left/right” “Correcting left/right”

off localizer centerline

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First positive movement “Glidepath alive” “Check glidepath alive”

of glidepath
1 dot above glidepath “Glideslope down, fly down” “Correcting down”
1 dot below glidepath “Glideslope up, fly up” “Correcting up”
Crossing FAF or OM “Crossing height checks, “Cross checked, no flags”

no flags” (and, on non-
precision approaches)
“Time’s running”
500 feet above minimums “500 above” “PROPS MAX RPM,

landing checks”
100 feet above minimums “100 above” “Check 100 above”
Visual contact with Announce what is seen. For example: “Continuing”

runway environment “Approach lights in sight” or
or “Runway in sight” “Landing”
At Decision Height “Minimums—Lights only,” or “Continuing”

(precision approaches)
“Minimums—Runway in sight,” or “Landing”
“Minimums—Nothing seen” “Go Around, Max

Power, Flaps 10°.”
VOR approaches, when “Correct left/right” “Correcting left/right”

± 1 dot
NDB approaches, when “Correct left/right” “Correcting left/right”

± 5 degrees
At MDA “Minimums, level off, “Call missed approach point”

(nonprecision approaches) __ seconds to go”
At the Missed Approach Point “Time’s up, runway in sight,” or “Landing”
“Time’s up, nothing seen.” “Go Around, Max

Power, Flaps 10°.”

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SCAN TRANSFER
The scan transfer from instruments to visual flight should be as follows.
The FP stays focused on flying by instruments all the way down to DH/MDA. When the NFP
advises, “Minimums, runway in sight,” the FP progressively adjusts his scan outside to visual
references and announces, “Landing.”
The NFP monitors the FP’s performance all the way down to DH/MDA, and calls out any de-
viations as appropriate. The NFP also checks periodically for the runway environment and makes
the following calls:
• “500 feet above minimums” (FP calls for “PROPS MAX RPM”)
• “100 feet above minimums”
• For an ILS—“minimums, runway in sight” or “minimums, nothing seen.” For a nonprecision

approach: “level off, time to go is ,” followed by either, “runway in sight” or “time’s up,
nothing seen.”
When the FP calls “landing,” the NFP will monitor and call out any deviations to airspeed, glide-
path, and/or vertical speed.
FLIGHT DECK DISCIPLINE

Good operating practices are essential for precise execution of approach procedures, whether
on instruments or visual. By constantly maintaining an awareness of the progress along the ap-
proach profile, the crew provides for an orderly transition to the landing runway; cross-check-
ing must be thorough and continuous.
Approach planning should begin well in advance of the approach, with a review of the approach
charts and consideration given to alternative courses of action. Consideration should be given
to weather conditions at destination and the alternate, and to fuel requirements for any antici-
pated holds caused by a missed approach and flight to the alternate.
Flight information redundancy improves the ability to cross-check, which in turn provides for
a continuous validation of one information source against another. It also decreases the effect
of over-concentration on a single instrument display.
The cross-check on final approach is, therefore, enhanced by tuning both pilots’ navigation aids
to the same frequencies. Should a NAV flag appear on either pilot’s instrument when inside the
final approach fix, it is recommended to commence a missed approach and, when at a safe al-
titude, determine whether the failure is a result of ground based equipment or aircraft equip-
ment. Once the cause of the indication has been determined, the crew should rebrief the approach
based on the equipment and navigational aids available.

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OPERATING TECHNIQUES
PREFLIGHT AND TAXI PROCEDURES
First Flight of the Day
A thorough preflight inspection shall be conducted in accordance with the DOT (Transport Canada)
approved Flight Manual (de Havilland publication PSM 1-63-1A). The format shall emphasize the
safety of flight items. Refer to the “Walkaround” section in this manual for further information.
Subsequent Flights
A walkaround shall be performed in order to conduct a visual preflight inspection to detect any
significant changes since the aircraft was parked. The inspection shall include checks for removal
of chocks, engine plugs, and pitot covers, condition of tires, nose steering mechanism, fluid leaks,
and security of fuel caps. A check should be made to ensure that any cargo that may have been
loaded has been loaded properly, and that there is adequate fuel on board for the next flight.
ENGINE START PROCEDURE

The following is an outline of the procedure and scan to follow when starting the engine. Once
you introduce fuel, your hand should stay on the fuel lever until the start is complete.
1. Note the battery or external power voltage, the outside air temperature, and what direction the
wind is coming from. All these factors will have an impact on the amount of the T5 rise and
peak T5 encountered during the start.
2. When the Before Start checklist is complete, indicate to the ground crew which engine you
wish to start first.
3. Engage the start switch. As you do this watch the voltage to see if it drops, and if so, how far.
Normally, the voltage will only drop when on battery power. If the voltage drops below 17
volts, and does not recover to the 20 volt range, there is a possibility that battery power
available may not be sufficient to start the engine. You may have to abort the start if NG and T5
indications exceed allowable limitations.
4. Check the OIL PRESS gauge. Simply note that the oil pressure is rising. Because air pressure
is used to seal some of the bearings, oil pressure on some engines may not rise above 40 psi
until after light-off. Following light-off, oil pressure should be 40 psi or higher.
5. Monitor the NG gauge for stabilization. As soon as the NG stabilizes, introduce fuel. Do not waste
time trying to get another 0.5 or 1%, as you will be depleting battery power and possibly exceeding
starter time limits. Typically, a well charged battery will give a stabilized speed of 16 to 18%, and
external power may give stabilized speeds as high as 23%. Do not introduce fuel if the NG fails to
achieve a stabilized speed above 12%. The practice of waiting 5 seconds after stabilization before
introducing fuel only applies to aircraft which are not equipped with an auxiliary battery, which
was provided as standard equipment beginning at aircraft serial number 81.
6. Monitor the T 5 gauge for light-off. The engine should light off within 10 seconds of
introducing fuel. If it does not, move the fuel lever to OFF and motor the engine for another 10
seconds to evacuate the unburned fuel from the engine.

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7. After light-off, monitor the T5 and NG gauges. NG should continue to rise steadily. There will
be a surge in T5 when the secondary fuel nozzles begin providing fuel, typically between 30
and 40% NG. At sea level and ISA temperatures, the NG will normally stabilize at about 48% if
the propeller is feathered, or 52% if the propeller is not feathered. Above 3,000 feet pressure
altitude, the idle speed will be higher. NG gauge indications will also provide warning of a
“hung start,” a condition where the engine stabilizes below the normal idling value. Usually, if
the engine “hangs” during the start, it will do so in the speed range where the secondary fuel
should come in. If you encounter a “hung start,” select the fuel lever to OFF, and motor the
starter for 10 seconds.
8. The start can be considered complete when the T5 drops from its peak value, and the NG has
stabilized at the appropriate idle NG. When the NG has stabilized and the T5 is in the green,
release the starter switch.
9. Check the generator light. Check that the generator light has come back ON. This indicates that
the starter has cut out.
10. Start the second engine in the same manner. Normally a well-charged and well-maintained
battery will be able to start both engines without recharging between starts. The battery should
only be recharged between starts if there is reason to believe the battery capacity is not
sufficient to start the second engine.
Generator-Assisted Starts
Generator-assisted starts may be used when the pilot has encountered difficulty getting a suit-
able stabilized N G from the battery during the first engine start.
During starts in very cold conditions, the battery is drawn down considerably during the first
engine start, leaving the battery in a very weak condition for the second start. If the aircraft has
been out in the cold for an extended period of time, the battery may also be “cold soaked.” It
may not be possible or practical to charge the battery sufficiently for the second start.
During engine starts in very hot temperatures, it can be difficult to achieve a high enough sta-
bilized N G to ensure T 5 temperatures stay within limits during the start. With a generator-as-
sisted start, stabilized N G can often be raised 4–5% higher prior to introduction of fuel, which
will ensure enough air cooling for a successful start.
In the above cases, a generator-assisted start may be used to help achieve the required N G for
a successful start. Generator-assisted starts are not a normal procedure, and are neither suggested
nor prohibited by de Havilland.
After the first engine has been started and is operating:
1. Set idle NG +15% on the operating engine.

2. Recharge the battery until the battery load is 0.4 or less.
3. Select both GENERATOR switches to OFF.
4. Advance the power lever of the operating engine to 80% NG. This high NG will help minimize
T5 rise on the operating engine when the generator is selected ON during step 6.
5. Engage the START Switch.

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6. When NG stabilizes, select the GENERATOR switch of the operating engine to RESET and
then ON.
7. When NG of the engine being started has risen and stabilized again (above 12%), move the
FUEL lever of that engine to ON.
8. When start is complete, complete After Start Flow checklist.
After Start Flow

After starting both engines, the following actions are normally completed as a flow, prior to call-
ing for the checklist:
1. Move the EXTERNAL/BATTERY switch to BATTERY.

2. Signal to the ground crew to disconnect ground power and remove chocks.
3. Move the PROP levers forward to MAX RPM.
4. When the propellers stabilize at approximately 45% NP, advance the power levers to idle NG
plus 15%.
5. Individually select the GENERATOR switches forward to RESET, then ON.
6. Check the generator loads. If the generator loads are less than 0.5, the power levers may be
brought back to idle.
7. Set the flaps to desired takeoff setting.
8. Select autofeather on.
9. Call for the After Start checklist.
BEFORE TAXI
System checks shall be conducted in accordance with the DOT-approved Flight Manual for all
aircraft systems required for the flight. Flight control, communications, navigation, and elec-
tronic checks should be conducted prior to taxiing, if feasible.
TAXI
Systems checks carried out while moving should be kept to a minimum. The primary concern
of the crew must be safe ground movement of the aircraft.
REVERSE TAXIING
The Twin Otter landplane may be backed up on the ground by use of reverse thrust. When pos-
sible, this should be avoided, and certainly not used as a normal operating technique.

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When backing up on the ground, observe the following precautions:
• Back up very slowly, and have an outside observer in view of the flight crew at all times.
• Avoid backing up on sand or snow covered surfaces, because of the likelihood of the engine
ingesting particles blown up from the ground. Observe oil temperature limits carefully when
backing up.
• Do not use brakes when backing up, as the aircraft will tip backwards immediately and may be
damaged if the tail strikes the ground. To avoid unintentional brake use, it may be best to keep
both feet flat on the floor, rather than on the rudder pedals.
TAKEOFF PROCEDURES
The following flight profiles (Figures GEN-1 through GEN-4) are provided to show normal and
emergency takeoff procedures. They are designed to be used only as a general guide for training
purposes. Actual in-flight procedures may differ due to airplane configuration, weather, traffic,
ATC instructions, etc.
CREW BRIEFING
The minimum crew briefing prior to takeoff shall include the following:
• A statement indicating the type of takeoff to be made (static, rolling, flaps 10°, maximum
performance, anti-ice on, etc.).
• Takeoff torque setting and airspeed callouts to be given.
• A statement of the intentions of the Pilot-in-Command in the event of an emergency/caution light

prior to, or after, takeoff decision speed (V1) to include emergency return/obstacles and MSA.
• A statement of the intentions of the Pilot-in-Command with regard to headings and altitudes to
be flown for intended departure.
• Radio, navigation and flight instrument setup.
• A request for “Any questions?” directed to the NFP.
NOTE
The approach plate to be used in the event of an emergency return should be displayed
at all times.

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CLIMB
1. CALL 100' BEFORE LEVEL
2. LEVEL — SET CRUISE POWER
3. CRUISE CHECKLIST
ROTATE
1. 75 KIAS — CALL ROTATE
2. ROTATE TO 10˚ NOSE UP
3. POWER LEVERS — ADJUST AFTER TAKEOFF
1. NFP — CALLS "400 FEET"
BRAKE RELEASE 2. FP — CALLS "FLAPS UP, CLIMB
POWER, AFTER TAKEOFF
1. CHECK ENGINE CHECKLIST"
INSTRUMENTS 3. NFP — SELECTS FLAPS UP,
2. BRAKES — RELEASE SETS 45 TORQUE, SETS 76% NP
3. APPLY T/O POWER 4. NFP — DOES AFTER TAKEOFF
CHECKLIST (SILENTLY)
BEFORE TAKEOFF
1. LINEUP CHECKS —
COMPLETE
Figure GEN-1. Normal Takeoff

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SECURE AND RETURN

1. PNF — COMPLETES AFTER TAKEOFF
CHECKLIST
2. RETURN TO DEPARTURE AIRPORT
OR CONTINUE TO THE TAKEOFF
INSTRUMENT ALTERNATE
ROTATE
1. 75 KIAS — CALL ROTATE
2. ROTATE TO 10˚ NOSE UP ABOVE 400' AGL
3. POWER LEVERS — ADJUST OR OBSTACLE CLEARANCE
1. PF — CALLS FOR EMERGENCY CHECKLIST
2. PNF — COMPLETES EMERGENCY CHECKLIST
BRAKE RELEASE
1. CHECK ENGINE INSTRUMENTS
2. BRAKES — RELEASE
3. APPLY TAKEOFF POWER ENGINE FAILURE
1. PNF — CALLS "ENGINE FAIL R/L ENGINE"
2. PF — CALLS "MAX POWER/FLAPS 10˚"
3. PNF — CHECK/SET
4. CLIMB AT 80 KIAS
5. PF — CALLS "CHECK AUTOFEATHER"
6. PNF — CONFIRMS AUTOFEATHER
COMPLETED OR PROPELLER FEATHERED
BEFORE TAKEOFF
1. LINEUP CHECKS —
COMPLETE
NOTE:
DO NOT REQUEST EMERGENCY CHECKLIST BEFORE
AIRCRAFT IS CLEANED UP AND ESTABLISHED IN A
POSITIVE CLIMB AND FLIGHT PATH; IN NO CASE BELOW
400 FT AGL.
Figure GEN-2. Engine Failure After V1

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ENGINE FAILURE
1. FP — CALLS "REJECT" AND BRINGS
POWER LEVERS BACK TO IDLE
2. APPLY MAXIMUM BRAKES
3. NFP — INFORMS TOWER OF REJECT
BRAKE RELEASE
1. CHECK ENGINE
INSTRUMENTS
3. APPLY T/O POWER
SECURING AIRCRAFT
1. COMPLETE "ENGINE FAILURE
BEFORE TAKEOFF" CHECKLIST
BEFORE TAKEOFF
1. LINEUP CHECKS — COMPLETE
Figure GEN-3. Reject or Engine Failure Before Rotation

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ENGINE FIRE
1. CAPTAIN CANCELS BELL
2. FP — CALLS "REJECT"
3. POWER LEVERS TO
BETA/REVERSE
4. APPLY MAXIMUM BRAKING
5. NFP — INFORMS TOWER
OF REJECT
BRAKE RELEASE 6. STOP A/C ON RUNWAY —
DO NOT TAXI OFF
1. CHECK ENGINE
INSTRUMENTS
3. APPLY T/O POWER
SECURING AIRCRAFT
1. CAPTAIN SETS PARKING BRAKE
2. CO-PILOT GOES TO BACK TO
EVACUATE
3. CAPTAIN DOES FIRE ON GROUND
CHECKLIST
BEFORE TAKEOFF
1. LINEUP CHECKS — COMPLETE
Figure GEN-4. Engine Fire Before Rotation

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SAMPLE PRETAKEOFF BRIEFINGS

The following briefing should be used for the first flight of the day, and anytime the weather is
below VFR.
Standard (IMC) Briefing

1. “This will be a flap (10 or 20) Takeoff, 50 pounds of torque.” (Mention anti-ice if required, soft
or short field, etc.)
2. “V1/VR speeds are .”
3. “Monitor engine instruments and caution panel, call out any malfunctions.”
4. “Call out ‘Autofeather armed’ ‘Power set’ ‘60 knots’ ‘V1/rotate’ ‘400 feet’.”
5. “If malfunctions occur below V1 I will reject, after V1 we will treat it as an in-flight emergency
with no actions below 400 feet except to feather an engine which has not autofeathered.”
6. “For emergency return, plan to fly a (VOR/ILS/NDB/Visual) approach to runway ___.”
7. “Highest obstacle(s) on departure is .”
8. “Heading bug is set to runway heading, NAV aids are set to for departure, track bars
are set to for the on-course.”
9. “Departure instructions are .”
10. “Any questions?”
Abbreviated Takeoff Briefing

The following is an abbreviated takeoff briefing for good VFR, and takeoff other than the first
flight of the day.
1. “This will be a flap takeoff, pounds of torque.” (Mention anti-ice if

required, soft or short field, etc.)
2. “V1/VR speeds are .”
3. “Emergency return will be visually to runway .”
4. “Departure instructions are .”
GENERAL TAKEOFF PROCEDURES

The FP should advance the power levers slowly until N G reaches 85%, while holding the air-
craft in position with the toe brakes. This allows both pilots to confirm that the compressor bleed
valves have closed (this will be indicated by a drop in T 5 temperature as the N G reaches 85%),
and also allows sufficient time to check engine instruments prior to setting takeoff power.

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After the engines have stabilized at 85% N G for 5 seconds, and engine indications have been
observed to be satisfactory, the FP releases the brakes and advances the power levers to within
10 pounds of the calculated takeoff power setting. The NFP will both guard the power levers
and advance them to the calculated takeoff power setting. In addition, the NFP will make the
following calls during the takeoff roll:
1. “Autofeather armed.”
2. “Power set.”
3. “60 knots.”
4. “V1—Rotate.”
NORMAL TAKEOFF
At V R , the FP will rotate the aircraft between 8° (heavy) and 10° (light) nose-up attitude. The
target speed at 50 feet should be maintained until the aircraft has reached 400 feet. When clear
of obstacles, but in no case less than 400 feet AGL, the FP will call “flaps up,” and the NFP will
select the flaps to 0°. As flaps are retracted nose-up trim (usually about half a turn upwards of
the trim wheel) will be required. It is important to maintain pitch attitude during flap retraction
to prevent descent from occurring.
When the flaps have retracted the aircraft will normally accelerate to 100 knots. Once the air-
craft has accelerated, and after flap retraction is complete, the FP will call “Climb Power.” The
NFP sets the computed climb power, and when the FP calls “After Takeoff checklist,” silently
completes the After Takeoff checklist. Normally, it will only be necessary for the NFP to ask
the FP to center the nosewheel if the pilot in the left seat is the FP.
CROSSWIND TAKEOFFS
Takeoffs have been performed in crosswind components of up to 20 knots measured at 6 feet,
which is considered equivalent to 27 knots at a tower height of 50 feet. This was the maximum
required during crosswind trials and is not considered a limitation. When performing a cross-
wind takeoff, apply aileron into wind and, as the aircraft accelerates, reduce the amount of aileron
as appropriate until airborne. As the aircraft accelerates, a small amount of rudder will be re-
quired to maintain heading control. It may be appropriate to ask the right seat pilot to maintain
aileron into wind at the beginning of the takeoff roll, to allow the left seat pilot to operate the
nosewheel steering tiller.
REJECTED TAKEOFF
Accelerate stop distances may be found in Supplement 11 of the Flight Manual. Because the ac-
celerate stop distances were calculated under the rules of SFAR 23, they are actually “accelerate-
slow” distances, sufficient to slow the aircraft to a 35 knot speed. To bring the aircraft to a complete
stop, 235 feet must be added to the distances calculated on the graph. (See Figure GEN-5.)

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IAS—KNOTS 90 LANDPLANE
DECISION SPEED
80 (V1)
NOTE: FOR DISTANCE TO FULL STOP
70 INCREASE DISTANCE BY 235 FT
9 10 11 12 13
GROSS WEIGHT—100 LBS PRESSURE
ACCELERATE-STOP DISTANCE TO 35 KT SPEED—FT

ALTITUDE 5,000
IS
100 FT
A+
IS
35
A+
°C
IS
30
10 GU
A+
°C
IDE
IS
4,000
20
GU
LIN
A+
ES
°C
I
DE
10
IS
°C
LIN
A+
IS
IS
35
ES
A
A–
4
°C
20
3,000
2
°C
REFERENCE LINE 2,000
REFERENCE LINE
1,000
EXAMPLE
5,000
–20 –10 0 10 20 30 40 50 13 12 11 10 9 –10 0 10 20
AIRFIELD TEMPERATURE—°C GROSS WEIGHT—1,000 LB TAIL HEAD
WIND AT 50 FT–KT
ASSOCIATED CONDITIONS:
FLAPS: 10° SPEEDS: SEE CHART INSET
INTAKE DEFLECTORS: RETRACTED RETARDATION: WHEEL BRAKES ONLY
ENGINES: BOTH AT TAKEOFF POWER BEFORE BRAKE RUNWAY: DRY, HARD, LEVEL SURFACE
R ELEASE, AND UP TO ENGINE FAILURE SPEED.
CRITICAL ENGINE FAILED AT THIS SPEED, PROP
FEATHERED, REMAINING ENGINE AT IDLE.
Figure GEN-5. Accelerate-Stop Distance (to 35 Knots)

Normally, a takeoff should be rejected if any of the following occurs prior to V 1 /V R or, for the
sake of simplicity in the Twin Otter, prior to rotation.
• The autofeather system fails to arm.
• Any abnormal engine indication.
• Major differences in airspeed indication.
• Engine failure or fire.
• Illumination of a caution light.
• Bird strike.
• If any difficulty is encountered in controlling the aircraft during the takeoff roll.

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During the takeoff roll the NFP will clearly indicate to the FP any abnormalities observed. If
either pilot decides the problem requires a reject, the following procedure will apply.
1. The pilot calls out his intention loudly and clearly, “REJECT,” and if appropriate, adds one or
two words to raise the situational awareness of the other pilot. For example “REJECT,
birdstrike,” or “REJECT, power loss.”
2. The FP then retards both power levers to idle and applies braking. If both engines are
producing power, reverse may be used. Asymmetric use of reverse should be avoided unless
absolutely necessary.
3. The NFP informs the tower of the reject, and also advises if emergency equipment is required.
4. If there is a fire, the Captain will bring the aircraft to a complete stop on the runway, set the
parking brake, instruct the copilot to evacuate the passengers on the opposite side to that of the
fire, shut down both engines, and carry out the fire drill.
ENGINE FAILURE DURING TAKEOFF

In the event of an engine failure prior to V 1 /V R , reject the takeoff. If an engine fails at or above
V 1 /V R , the takeoff should normally be continued. Adjust the pitch attitude to between 4 to 6
degrees nose up to achieve the desired single-engine climb speed, which is 80 KIAS at 12,500
pounds, decreasing by 4 KIAS for each 1,000 pounds below gross weight to a minimum speed
of 71 KIAS at 10,000 pounds.
Maintain heading by applying rudder and lowering the wing on the side of the operating engine
by up to 5°. Apply maximum power (advance the power levers until either the Torque, T 5 , or
N G redline is reached), and ensure that flaps are set to 10°. Confirm that the failed engine has
autofeathered. If the engine has not autofeathered, a manual feathering of the failed engine must
be done immediately—do not wait until 400 feet AGL has been reached.
Full trim on both rudder and aileron will be required at V YSE when maximum power is set.
When a safe altitude has been reached—in no case less than 400 feet AGL—complete the Engine
Failure After Takeoff—Autofeather Selected On checklist, and then the After Takeoff checklist.
Flap setting must remain at 10° for satisfactory single-engine climb performance until the de-
sired altitude has been reached, and even then flaps should only be retracted to 0° if extended
cruise flight to an alternate airport is planned. If a return to the takeoff airport is planned, it is
simplest to leave the flaps at 10° while maneuvering.
When possible, bank angles should be limited to 15° when maneuvering single-engine.
NOTE
Do not let an emergency or abnormality distract you from flying the airplane. Wait
until you are safely airborne and clear of obstacles before taking care of the emergency
or abnormality and completing the After Takeoff—Climb checklist. Figure GEN-6
provides an outline of the decision making model used in these SOPs for engine fail-
ures which occur in the takeoff phase of flight. Please keep in mind that this is pre-
sented as a guideline, and that it is not carved in stone.

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OBSTACLE CLEARANCE FOLLOWING ENGINE FAILURE
APPROPRIATE
APPROPRIATE
CHECKLIST
CHECKLIST
DURING TAKEOFF
CHOOSE
CHOOSE
Neither CAR 3 or SFAR 23 certification regulations required the Twin Otter to display a single-
engine takeoff flight path profile (a segment climb). Therefore, the flight crew should pay special
attention to any obstacles in the departure path, and refer to the climb performance charts in Section
YES
PROBLEM
IDENTIFY
4 of the Flight Manual (CAR 3 data), or in Supplement 11 of the Flight Manual (SFAR 23 data).
(HEADING, ALTITUDE,
AIRSPEED, ETC.)
The difference in legislative requirements to prove aircraft performance capabilities during dif-
FLY AIRCRAFT
FULLY UNDER
CONTROL?
AIRCRAFT
ferent phases of flight, and most particularly during engine failures in the takeoff phase of flight,
NO
YES
IS
Figure GEN-6. Decision Making Model—Engine Failure During Takeoff

can be confusing to the pilot who does not have a detailed knowledge of aircraft certification re-
quirements. Pilots who transition to a Twin Otter after having flown a newer or heavier aircraft
(HEADING, ALTITUDE,
which is certified to more recent or more demanding standards may incorrectly assume that the
AIRSPEED, ETC.)
FLY AIRCRAFT
FULLY UNDER
Twin Otter was required to meet the same regulatory requirements.
CONTROL?
AIRCRAFT
IS
In some cases, such as the transition from first segment to second segment climb, all the newer re-
"INFLIGHT SHUTDOWN"
quirements would not apply due to the fixed gear design of the aircraft. Table GEN-3 provides a
= CHECKLIST OR MEMORY ITEMS
MEMORY ITEMS
comparison between the performance requirements that the Twin Otter and other similarly sized
COMPLETE
commuter aircraft were reqired to meet, and Part 25 certification requirements. This table does not
LEAST 400 FT
CLIMB TO AT
address all of the differences in certification requirements, but it does highlight some of the more
AGL
significant ones.
IDENTIFY, CONFIRM
APPROPRIATE
AND FEATHER
PROPELLER
CHOOSE
MAXIMUM PERFORMANCE TAKEOFF (STOL)
ACTION
YES
YES
Although STOL takeoff procedures are both presented and discussed in Part 4 of the Supplementary
Operating Data, the aircraft was not certificated using these procedures, and these procedures
APPROPRIATE?
are not DOT-approved. The notes on the first page of the STOL procedures section clearly state
SHUTDOWN
PROPELLER
FEATHER?
that specific authorization is required for each operator from the local regulatory authority be-
NO
IS
NO
DID
fore the STOL procedures may be used.
The Air Carrier Advisory Circular (Figure GEN-19) published at the end of this section was
released by Transport Canada in the fall of 1994 to establish guidelines for the regulation of
AUTOFEATHER SELECTED ON"

FAILURE AFTER TAKEOFF—
STOL operating procedures in Canada. This document was also circulated by Transport Canada
COMPLETE "ENGINE
to regulatory authorities in all countries in which Twin Otter aircraft were registered at the time.
= DECISION
MEMORY ITEMS
PROBLEM
IDENTIFY
FLIGHT PROFILES
STALLS
AUTOFEATHER
"SELECT"
General
LIGHT
YES
ON?
NO
IS
= EVENT
The 1 ‘G’ stall characteristics are satisfactory with power on or off at all approved CG posi-
tions. At the stall, the aircraft pitches nose down slowly. Recovery is effected by moving the
control column forward and applying engine power; height loss need not exceed 300 feet.
Throughout the stall, controls remain positive. An electric stall warning system is provided be-
POWER LOSS
cause, with flaps extended, there is a very small margin between the natural stall warning (buf-
OCCURS
LE GEND
fet) and the stall. The electric stall warning system operates at 4 to 9 knots above the stall speed.
Revision 2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY GEN-21
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Table GEN-3. PERFORMANCE REQUIREMENT COMPARISON Stall Practice

It is not recommended that 1 ‘G’ power on stalls above the certification power level (28 psi torque
COMMUTER AIRPLANE (10- TO 19-PLACE) and 90% N P ) be routinely practiced.
COMPARISON OF PERFORMANCE REQUIREMENTS TO PART 25 REQUIREMENTS
Prior to any slow flight or planned approaches to stall (Figures GEN-7 and GEN-8), clear the
GROUP 1* GROUP 2* GROUP 3* area visually. All recoveries will be made with power followed by a climb away from the stall.
Part 25 Part 23 SFAR 41C SFAR 41C Part 135 SFAR 23 CAR 3/
Condition Commuter ISAO App A Far 23 and At least one approach to a stall shall be made in other than straight flight not to exceed 30° bank.
Ann 8 Special The usual condition is 20° bank and approach flaps.
Condition
Stall warning is provided by a stall light and (optional) horn. They are activated by a stall vane,
First segment climb, typically at speeds of 4 to 9 knots above the stall. Stall warning is also achieved aerodynami-
positive rate (T/O flaps, ✓ ✓ ✓ ✓ ✓ Allows Allows
cally, aided by a stall strip on the outboard section of the wing. The strip disrupts the airflow
gear down, one engine Demo Demo
inoperable, T/O power)
over the horizontal stabilizer, resulting in a pre-stall buffet. Stall recovery should be initiated
at the onset of the first indication—stall light, horn or buffet.
Second segment
climb to 400 feet Prior to practicing stalls:
(T/O flaps, gear up, (2.4%) (2.0%) (2.0%) (2.0%) (2.0%) N/A N/A
one engine inoperable, 1. Compute climb power setting for altitude and temperature.
T/O power)
2. Ensure the airframe is clean—no ice is allowed for stall practice.
Final takeoff
segment climb
(gear up, flaps up,
1,500 FT
(1.2%)
1,500 FT
(1.2%)
1,500 FT
(1.2%)
1,000 FT
(1.2%)
1,000 FT
(1.2%)
N/A N/A INFLIGHT SHUTDOWN
MC power) Any inflight shutdown will be initiated by the following memory items, followed, when time
permits, by the Engine Failure Other Than Takeoff or Inflight Shutdown checklist. When the
Accelerate-Stop Slow to Slow to
checklist is called for, the NFP will begin at step 1 of the checklist, repeating the memory items
Distance ✓ ✓ ✓ ✓ ✓ 35 KT 35 KT
to ensure that nothing was missed before continuing on to the end of the checklist.
Brake energy limits ✓ ✓ ✓ N/A N/A N/A N/A
The following example illustrates the actions, callouts and teamwork used when an engine fails
One engine inoperable at any time when the autofeather system is not selected on.
distance to 35 feet ✓ ✓ ✓ N/A N/A N/A N/A
In most cases, the first action completed by the FP, is to bring the PROP lever of the function-
Takeoff path to ing (unaffected) engine to the full forward position, and set power as required on the function-
1,500 feet ✓ ✓ ✓ N/A N/A N/A N/A ing engine.
Approach climb Flying Pilot (FP) Non Flying Pilot (NFP)
(one engine inoperable, (2.1%) (2.1%) (2.1%) N/A N/A N/A N/A
approach flap, gear up)
1. “Confirm left engine has failed.” 2. “Confirmed.” (Confirmation is made by
Landing climb (all observation of engine instruments).
engines, landing flap) (3.2%) (3.3%) (3.3%) (3.3%) (3.3%) (3.3%) (3.3%)
3. “Shut down the left engine.” 4. The NFP puts his/her hand on the left power
En route flight path lever and calls out: “Left power lever.”
(25.123 and 121.191) ✓ N/A✝ N/A✝ N/A✝ N/A✝ N/A✝ N/A✝
5. The FP visually confirms the NFP’s 6. The NFP brings the left power lever
NOTES: selection of the correct power to idle.
* Group 1: BAe Super Jetstream; Beech 1900D
* Group 2: BAe Jetstream 3103; Beech 1900C
lever, and calls out: “Confirmed—Idle.”
* Group 3: Twin Otter; Beech 99; Beech 200; Fairchild early Metro SA 226, EMB 110
✝ FAR 135.181 provides en route climb performance requirements 7. The NFP selects the left PROP lever and
calls out: “Left propeller lever.”
GEN-22 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY Revision 2
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Flying Pilot (FP) Non Flying Pilot (NFP)
8. The FP visually confirms the NFP’s 9. The NFP moves the left PROP lever
selection of the correct PROP lever, to FEATHER.
and calls out: “Confirmed—FEATHER.”
10. The NFP selects the left FUEL lever

and calls out: “Left FUEL lever.”
11. The FP visually confirms the NFP’s 12. The NFP moves the left FUEL lever
selection of the correct FUEL Lever, to FUEL CUT-OFF.
and calls out: “Confirmed—
FUEL CUT-OFF.”
13. At the appropriate time (generally 14. The NFP selects the checklist, confirms
as soon as altitude, heading and the title of the checklist selected with
airspeed are stabilized), the the FP, and proceeds to complete
FP will call for the the checklist as a “Read aloud and do”
Inflight Shutdown checklist. starting with the first item. The NFP
must obtain confirmation from the
FP before operating the FUEL OFF
toggle switch on the fire panel.
If the engine is being shutdown as a result of an engine fire, continue with the following three
memory items before the FP calls for the checklist:
Flying Pilot (FP) Non Flying Pilot (NFP)
1. The NFP puts his/her hand on the

left FUEL OFF switch and calls out:
“Left FUEL OFF switch.”
2. The FP visually confirms the NFP’s 3. The NFP selects the FUEL
selection of the correct FUEL OFF switch to OFF.
OFF switch, and calls out:
“Confirmed—OFF.”
4. The NFP puts his/her hand on the

left FIRE PULL handle and calls out:
“Left FIRE PULL handle.”
5. The FP visually confirms the NFP’s 6. The NFP puts his/her hand on the
selection of the correct FIRE PULL left BOOST pump switch and calls
handle, and calls out: out: “Left BOOST pump switch,” then
“Confirmed—PULL.” moves the switch to off.
7. At the appropriate time (generally 8. The NFP selects the checklist, confirms
as soon as altitude, heading and the title of the checklist selected with
airspeed are stabilized), the FP the FP, and proceeds to complete the
will call for the Engine Fire checklist as a “Read aloud and do” starting
in Flight checklist. with the first item.

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BEGINNING OF MANEUVER END OF MANEUVER
CONFIGURATION MANEUVER RECOVERY
1. AIRSPEED 1. ESTABLISH REFERENCE HEADING/ALTITUDE 1. INCREASE TO CLIMB POWER

90 KIAS, FLAPS 0˚, 15 PSI TQ 2. REDUCE TORQUE TO 5 PSI (45 PSI TQ/76% NP)
80 KIAS, FLAPS 10˚, 13 PSI TQ 3. MAINTAIN ALTITUDE 2. FLAPS — UP
75 KIAS, FLAPS 20˚-37.5˚, 4. TRIM — AS DESIRED 3. TRIM — AS DESIRED
20-28 PSI TQ 5. AT 5 KTS ABOVE DESIRED AIRSPEED — 4. REDUCE TO CRUISE POWER
2. PROP RPM — 76% NP (IF FLAPS INCREASE TORQUE TO CONFIG. SETTING (40 PSI TQ/76% NP)
30˚ OR GREATER — 96% NP) 6. MAINTAIN AIRSPEED/ALTITUDE 5. TRIM — AS DESIRED
3. ANGLE OF BANK — 15˚
Figure GEN-7. Slow Flight (Two Engines)

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BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER
1. CONFIGURATION 1. STALL OCCURRENCE 1. POWER SET — 45 PSI TQ, 76% NP

REFERENCE HEADING/ALTITUDE IMMINENT STALL — HORN/LIGHT OR 2. FLAPS — UP
TORQUE — IDLE ONSET OF BUFFETING 3. MAINTAIN ALTITUDE/HEADING
PROP RPM — 96% NP FULL STALL — NOSE PITCHES DOWN 4. ABOVE 130 KIAS — SET CRUISE
FLAPS — SET (0˚, 10˚, 37.5˚) POWER
2. MAINTAIN HEADING/BANK ANGLE FP CALLS:
3. MAINTAIN ZERO CLIMB/DESCENT " MAX POWER"
" FLAPS 10˚"
2. STALL RECOVERY
REDUCE PITCH ATTITUDE TO 5˚ - 10˚
AIRSPEED ABOVE VMC
FLAPS 10˚
ROLL TO WINGS LEVEL
INCREASE AIRSPEED TO 80 KIAS
INITIATE CLIMB OR MISSED APPROACH
Figure GEN-8. Approaches to Stall and Recovery

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EMERGENCY DESCENT
Two different profiles are provided for an emergency descent (Figures GEN-9 and GEN-10).
Both techniques result in rapid rates of descent, in excess of 3,000 feet per minute. Less hori-
zontal distance is covered using the low speed descent.
Although the low speed descent is identified as more appropriate for conditions involving struc-
tural damage, it may not, in some cases, be appropriate to reconfigure the aircraft by extending
flap following structural damage.
APPROACH AND LANDING PROCEDURES

APPROACH BRIEFING
The briefing should accomplish the following:
• Identify the approach to be flown and the transition.
• Assign the NFP to identify all intersections and the FAF.
• Assign the NAV frequencies and course SEL changes for the entire approach, and assign the NFP
to tune and identify all navaids to be used for the approach, if this has not been done already.
• Assign the timing responsibility upon request.
• Assign the NFP the standard callouts:
• 1,000 feet before assigned altitudes
• Localizer or course alive
• 500 feet and 100 feet above published minimums
• “Minimums, runway in sight.”
OR
“Minimums, nothing seen.”

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INITIAL D ESCENT LEVEL-OFF
CONFIGURATION
CRUISE FLIGHT
DESCENT
1. LOWER NOSE — 12˚ PITCH DOWN RECOVERY

2. AT 160 KIAS — POWER IDLE, PROP RPM 96%
3. ADJUST PITCH TO MAINTAIN 160 KIAS 1. START LEVEL OFF 300'
4. TRIM — AS DESIRED PRIOR TO ASSIGNED
ALTITUDE
2. CONTROL COLUMN —
GENTLY BACKWARDS
3. SET CRUISE POWER
4. MAINTAIN ASSIGNED
ALTITUDE
5. TRIM — AS DESIRED
Figure GEN-9. Emergency Descent—(High Speed)

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INITIAL D ESCENT LEVEL-OFF
CONFIGURATION
CRUISE FLIGHT
DESCENT
1. POWER — IDLE RECOVERY

2. MAINTAIN ZERO RATE OF
CLIMB/DESCENT 1. START LEVEL OFF 300'
3. PROP RPM — 96% NP PRIOR TO ASSIGNED
4. AT 103 KIAS — FLAPS 10˚ AND ALTITUDE
LOWER NOSE 2. CONTROL COLUMN —
5. AT 95 KIAS — FLAPS 37.5˚ GENTLY BACKWARDS
6. PITCH DOWN — APPROX. 22˚ 3. INCREASE POWER TO
7. ADJUST PITCH TO MAINTAIN 90 KIAS MAINTAIN 90 KIAS
8. TRIM — AS DESIRED 4. FLAPS — UP
5. SET CRUISE POWER
6. MAINTAIN AIRSPEED/
ALTITUDE
7. TRIM — AS DESIRED
Figure GEN-10. Emergency Descent—(Low Speed)

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SAMPLE APPROACH BRIEFING

Visual Approach Briefing
A visual approach briefing may be used when flying into familiar airports with good VMC weather
conditions. If operating VFR at night into airports with “Black Hole” approaches (no lighting
of the ground surface near the airport), it is recommended to carry out a full instrument approach
briefing and stay at or above the minimum safe altitudes until established on final approach and
the proper glidepath.
1. “This will be a visual approach to runway .”

2. “Airport elevation is feet.”
3. “VREF for flap will be knots.”
4. “Go-Around torque will be pounds.”
5. “Standard calls.”
Instrument Approach Briefing

A complete instrument approach briefing should be given any time there is cloud below the relevant
minimum sector altitude, or anytime the visibility is less than 3 nautical miles (5 kilometers).
Organizing the Briefing

1. Transfer control to the NFP. State specifically what heading, altitude and airspeed you wish
flown, as well as any other instructions, such as holding. For example, “Fly direct to the Lima
Alfa beacon, 5,000 feet, enter a standard hold using a parallel entry.”
2. Review the approach plate and ensure you have the latest weather report and/or ATIS.
The briefing has a logical flow that starts at the top of the approach plate and works its way down-
ward. This particular briefing format has been designed for Jeppesen Approach Plates, but can
be easily adapted to suit other formats.
1. “This will be an (type of approach), to runway at (destination).

Effective date of the approach plate is .” (Give plate number as well if applicable.)
2. “Minimum sector altitude coming from this direction is .”
3. “Tune and identify localizer and NDB .”
4. ”Inbound track is . Procedure turn altitude is within nautical miles
of the final approach fix/beacon.”
5. “Final approach fix crossing altitude is .”
6. “Inside the final approach fix we will descend to a decision height, (or MDA) of ,
airport elevation is . Temperature correction is/is not required.” (Note: Temperature
corrections are only applied to the barometric altimeter, not the radar altimeter.)

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7. (For a non precision approach) “Timing to the missed approach point is .”

8. ”Missed approach instructions are .”
9. Mention any notes or special instructions on the approach plate.
10. “Call 100 feet above all altitudes and at minimums.” (A call is also made no later than 500 feet
above minimums to advance the PROP levers to MAX RPM.)
11. “Approach speed will be knots with flap , VREF for landing flap is.”
Figures GEN-11 through GEN-18 provide guidelines for several types of approaches.
NORMAL LANDING—FLAPS 20°

A flap 20° landing should be preceded by a 3 degree glidepath approach. The approach may be flown
with either flap 10° or flap 20°; however, it is recommended to have flap 20° selected and the PROP
levers fully forward to MAX RPM by 500 feet AGL when operating in VMC conditions.
Maintain the selected approach speed until at 200 feet AGL, then adjust power as required to
achieve V REF at 50 feet AGL crossing the runway threshold. At approximately 10 feet AGL re-
duce power to flight idle and flare to achieve about a 3-degree nose-up attitude at touchdown.
Do not allow the nosewheel to contact the runway first. When the main wheels contact the run-
way, relax the back pressure on the control column, allowing the nosewheel to also contact the
runway. Apply brakes and Beta/Reverse as required.
Although nosewheel steering may be used anytime the nosewheel is in contact with the runway,
it is best to steer on the runway with coarse application of rudder, and wait until the aircraft has
slowed to taxi speed before using nosewheel steering.
Note that published landing distances are calculated with power reduced to flight idle when the
aircraft crosses the threshold at 50 feet AGL.
WARNING
Reverse power cannot be applied unless PROP levers are at full INCREASE.
Adjustments to Landing Distance

For all normal operations where landing distance permits, a 20° flap landing is satisfactory. All
performance charts for the Twin Otter show landing distances for flaps 37.5° only. To obtain the
landing distance required when using flap 20°, multiply landing distance flap 37.5° by 1.3. If
landing with flap 10° (such as in icing conditions) multiply flap 37.5° landing distance by 1.5.

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TOUCHDOWN AND ROLLOUT

1. AT TOUCHDOWN LANDING ASSURED AND
BETA/REVERSE — APPLY LINED UP WITH RUNWAY
BRAKES — APPLY 1. FLAPS — SET FOR LANDING
2. 50' ABOVE THRESHOLD —
AIRSPEED — VREF
ADD GUST FACTOR
TORQUE — IDLE
FINAL TURN - 500' AGL

1. FLAPS — AS DESIRED
2. PROPELLERS — MAX RPM
3. LANDING CHECKLIST —
COMPLETE
PATTERN ENTRY
1. ALTITUDE — 1000 FT AGL
2. POWER — 25 PSI TQ
3. AIRSPEED — AS DESIRED
DOWNWIND 15 SEC
1. AIRSPEED — AS DESIRED
2. FLAPS — 0˚
BASE LEG
1. AIRSPEED — 90 KIAS
2. FLAPS — 10˚
Figure GEN-11. Visual Approach

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OUTSIDE IAF PROCEDURE TURN OUTBOUND

1. DESCENT CHECKLIST/APPROACH 1. POWER SET
BRIEFING — COMPLETE TORQUE — APPROXIMATELY 25 PSI
2. POWER SET AIRSPEED — 120 KIAS
TORQUE — AS DESIRED 2. COMPLETE APPROACH CHECKLIST
PROP RPM — 76% NP
AIRSPEED — NOT ABOVE VMO
PRIOR TO FIX
1. POWER SET
TORQUE — REDUCED
AIRSPEED — 100 KIAS
1/2 DOT BELOW GLIDEPATH

1. TORQUE — APPROXIMATELY 10 PSI
3. FLAPS — 10˚
AT 500' ABOVE
MINIMUMS (IMC)
1. FP: "PROPS — MAX RPM"
2. NFP: SETS PROPS TO 96% NP
3. LANDING CHECKLIST —
COMPLETE
AT MINIMUMS (DH)
1. CALL 100 FT ABOVE DH AND AT MINIMUMS
2. NFP: "RUNWAY IN SIGHT", OR "NOTHING SEEN"
FP: "LANDING, FLAPS __", OR "GO-AROUND,
MAX POWER, FLAPS 10˚" (AND PITCH
NOSE UP TO 10˚)
Figure GEN-12. Precision Approach

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PROCEDURE TURN OUTBOUND

1. POWER — SET
OUTSIDE IAF
PROP RPM — MAX
1. ENGINE FAILURE CHECKLIST — COMPLETE TORQUE — 35 PSI
2. DESCENT CHECKLIST/APPROACH 2. AIRSPEED — 90 - 100 KIAS
BRIEFING — COMPLETE 3. FLAPS — 10˚
2. POWER — SET (GOOD ENGINE) 4. COMPLETE APPROACH CHECKLIST
PROP RPM — 76%/96% NP
AIRSPEED — AS DESIRED (100 KIAS)
1/2 DOT BELOW GLIDEPATH

1. POWER SET
TORQUE — 20 PSI
3. LANDING CHECKLIST — COMPLETE
AT MINIMUMS (DH)
1. CALL 100 FT ABOVE DH AND AT MINIMUMS
NOSE UP TO 5˚)
Figure GEN-13. Precision Approach—Single-Engine


OUTSIDE IAF
1. DESCENT CHECKLIST/APPROACH
PROCEDURE TURN OUTBOUND
BRIEFING — COMPLETE
2, POWER — SET 1. POWER — SET
TORQUE — 40 PSI TORQUE — 25 PSI
PROP RPM — 76% NP AIRSPEED — 120 KIAS
AIRSPEED — NOT ABOVE VMO 2. COMPLETE APPROACH CHECKLIST
PROCEDURE TURN
INBOUND
1. FLAPS — 10˚
PRIOR TO THE FIX

1. POWER — SET
TORQUE — REDUCE
AT THE FINAL FIX

1. START TIMING
2. POWER — SET
TORQUE — 10 PSI
MINIMUMS 500' ABOVE MINIMUMS

(MDA)
1. PROPS — MAX RPM
2. LANDING CHECKLIST
AT MINIMUMS (MDA)
1. CALL 100 FT ABOVE MDA, AND AT MINIMUMS
NOSE UP TO 10˚)
Figure GEN-14. Nonprecision Approach

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MANEUVERING
1. DESCENT CHECKLIST/APPROACH
BRIEFING — COMPLETE
2. POWER — SET
TORQUE — 40 PSI
AIRSPEED — NOT ABOVE VMO
INBOUND TO FAF
1. FLAPS — 10˚
3. APPROACH CHECKLIST
— COMPLETE
500' ABOVE MINIMUMS

(MDA)
1. PROPS — MAX RPM AT THE FINAL FIX
1. START TIMING
2. REDUCE POWER
3. DESCEND TO CIRCLING
MINIMUMS
90˚
FINAL
15 SEC
1. SET LANDING FLAPS
2. LANDING CHECKLIST — COMPLETE
3. AIRSPEED AT THRESHOLD — VREF
AT CIRCLING MINIMUMS
1. MANEUVER TO DOWNWIND
2. AIRSPEED — 90 KIAS 15 SEC
TURNING BASE LEG

Figure GEN-15. Circling Approach

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APPROACHING MDA
1. NFP — CALLS 100 FT ABOVE MINIMUMS, AND
AT MINIMUMS
2. FP — CONTINUES ON INSTRUMENTS TO MDA
AND UNTIL TIMING EXPIRES, IF REQURED
3. FP — LEVELS OFF AT MDA AND ADDS POWER
TO MAINTAIN 90 KIAS
50 FT ABOVE THRESHOLD
1. FP — APPLY GUST FACTOR, IF
APPLICABLE
2. FP — SET LANDING TORQUE AND
ESTABLISH LANDING ATTITUDE
N) 3. AFTER LANDING —
SEE POWER LEVER — BETA/REVERSE,
ING
TH IF REQUIRED
(NO BRAKES — AS REQUIRED
MDA MAP
RUNWAY
AT MAP
RUNWAY IN SIGHT NOTHING SEEN
1. NFP — CALLS "RUNWAY IN SIGHT" 1. NFP — CALLS "TIME'S UP, NOTHING SEEN"
2. FP — TRANSITIONS TO VISUAL 2. FP — CALLS "GO-AROUND, MAX POWER,
REFERENCES FLAPS 10." PITCHES NOSE UP 10 DEGREES
3. FP — CALLS "LANDING, FLAPS _____" FOR 2 ENG'S, 5 DEGREES FOR S/E
4. NFP — SETS LANDING FLAPS
Figure GEN-16. Approach to Landing—Nonprecision Approach

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TAKEOFF (CALCULATED) POWER NORMAL CLIMB (CALCULATED) POWER
3. AFTER TAKEOFF
CHECKLIST —COMPLETE
DESCENT TO
LANDING INITIATE MISSED APPROACH
1. CALL " GO-AROUND, MAX POWER, 2. CLIMB POWER SET
1. APPROACH AND 45 PSI TQ
FLAPS 10˚" (A) 1. FLAPS — UP
LANDING 76% NP
2. APPLY MAX POWER ( TWO ENGINE
CHECKLISTS —
(50 PSI TQ, 96% NP) (B) ONLY)
COMPLETE
3. ROTATE 10˚ NOSE UP
2. DESCENDING TO
(AIRSPEED 87 VX/100 VY)
MDA/DA
4. EXECUTE MISSED APPROACH
PROCEDURE
3,000 FT AGL
400 FT AGL MINIMUM

"GO AROUND"
AIRPORT
(A) FP INITIATES POWER LEVER ADVANCE TOWARD MAX

(B) NFP ENSURES PROPS ARE AT MAX RPM AND FINE TUNES
MAX POWER (CALLS "MAX POWER SET")
Figure GEN-17. Missed Approach—Two Engines

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MAXIMUM POWER (advance to red line) MAXIMUM (CALCULATED) POWER

DESCENT TO LANDING
1. APPROACH AND LANDING CLIMB
CHECKLISTS — COMPLETE 1. COMPLETE AFTER TAKEOFF CHECKLIST
2. ENGINE FAILURE
CHECKLISTS — COMPLETE INITIATE MISSED APPROACH
3. DESCENDING TO MDA/DH
4. FLAPS — NOT GREATER 1. CALL "GO-AROUND, MAX POWER,
THAN 10˚ FLAPS 10˚" (A)
5. AIRSPEED — NOT LESS 2. SET MAX POWER (B)
THAN VAPP 3. ROTATE 5˚ NOSE UP
4. FLAPS — 10˚
1,500 FT AGL
400 FT AGL MINIMUM

"GO AROUND"
AIRPORT
(A) FP INITIATES POWER LEVER ADVANCE TOWARD MAX

(B) NFP ENSURES PROP IS AT MAX RPM AND FINE TUNES
MAX POWER (CALLS "MAX POWER SET")
Figure GEN-18. Missed Approach—Single-Engine

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ROUGH OR SOFT FIELD LANDINGS

The technique for a normal landing applies up to the point where the main wheels contact the
surface. When the main wheels contact the landing surface, gently ease the control column aft
as required to hold the nosewheel off the ground for as long as possible. Use brakes and
Beta/Reverse as required. Consideration should also be given to using flap 37.5° which will re-
sult in a slower touchdown speed. However, with flap 37.5°, the aircraft will tend to land “flat-
ter,” requiring good flaring technique to avoid a 3-point touchdown.
FLAP 37.5° APPROACH AND LANDING

If planning to land with full flap, it is recommended to have the PROP levers at MAX RPM and
flap 37.5° selected no later than 500 feet AGL. This gives the pilot time to establish the proper
power setting for the required flap 37.5° profile. The pitch attitude of the aircraft may be be-
tween 7–10° nose-down, and power required for the profile will be approximately 15–20 pounds
of torque, depending on weight (less for a steeper approach, more for a flatter approach).
Although the aircraft body angle will be significantly more nose-down, the actual approach pro-
file should be similar to the 3°-glideslope used for a normal landing. Avoid extremely steep ap-
proach profiles, or “death drag” shallow profiles.
Plan to cross over the runway threshold at 50 feet and at V REF . When crossing the threshold,
bring the power levers back to flight idle, and as the ground approaches make a positive round
out and flare to achieve a nose-up attitude at touchdown. If landing on a rough or soft surface,
maintain back pressure on the control column to hold the nosewheel off for as long as possible.
Apply braking and Beta/Reverse as required.
FLAPLESS APPROACH AND LANDING

Landings with 0° flap are not approved for the Twin Otter. Supplement 23 to the Supplementary
Operating Data, “Operation With Flaps Retracted—Landplane (Emergency Operations Only)”
contains additional information which should be considered before making a flapless approach
and landing. The following procedures follow the assumption that braking and nosewheel steer-
ing are serviceable.
A nose-up attitude of approximately 2–3 degrees is required to maintain the normal 3-degree
glidepath during a flapless approach in the Twin Otter. This will seem quite different from the
normal 2–3 degree nose-down attitude for an approach with flap 10°. However, power require-
ments will be about the same as for a flap 10° approach (8–10 pounds of torque). To ensure pos-
itive airspeed and power control, it is recommended to advance the propeller levers to MAX
RPM at 1,000 feet AGL.
Plan to cross the threshold at 50 feet at the appropriate flaps 0° V REF speed. As you pass through
50 feet slowly ease the power levers back to idle and maintain the 2–3-degree nose-up attitude
to touchdown. Do not allow the aircraft to float down the runway. The objective is to get the air-
craft on the runway so that reverse and braking can be applied. Runway distance required for a
flap 0° landing will be considerably more than 1.5 times the flaps 37.5° landing distance.
When landing with 0° flap on a runway contaminated with water or slush, hydroplaning may
be experienced due to the higher touchdown speeds encountered with flap 0°.

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CROSSWIND LANDING
With flap 37.5°, crosswind landings have been demonstrated in a maximum crosswind compo-
nent of 20 knots measured at 6 feet, which is equivalent to 27 knots at 50 feet. This was the max-
imum encountered during crosswind landing trials, and is not considered limiting. The preferred
technique requires that the upwind wing be lowered during the approach with sufficient oppo-
site rudder applied to align the aircraft with the runway. As airspeed decreases during the flare
and rollout, both of these control applications must be increased. The nosewheel should be held
on ground during the ground roll, along with the “into wind” aileron. Directional control should
be maintained with rudder. Nosewheel steering and brakes should be used only at taxi speeds.
CIRCLING APPROACHES
A circling approach may follow any authorized instrument approach. The Twin Otter aircraft
is in approach category A; however, category B minimums may be used during the circling ap-
proach due to higher maneuvering airspeeds. A normal instrument approach is flown until vi-
sual contact with the runway environment is made at the MDA published for the particular circling
approach. With the airport in sight, the approach becomes a visual reference approach with a
continued cross-check of the flight instruments. Since it is primarily a visual approach at this
point, configuration and speeds will be the same as for a normal visual approach.
Leaving the final approach fix, maintain minimum maneuvering speed with the flaps at approach
flap setting. Reduce the power to provide a 750-foot-per-minute rate of descent. When approaching
MDA, power should be added to maintain airspeed while leveling off, thereby reducing the rate
of descent and ensuring that the aircraft does not go below MDA. There are many recommended
circling procedures once the airport is in sight. Any procedure is acceptable, provided the fol-
lowing criteria are met:
• The airport environment is always in sight.
• A safe and controllable airspeed is maintained.
• Bank angles do not become excessive—a maximum of 30° is recommended.
• MDA is maintained until the aircraft is in position to perform a normal descent to a landing on
the landing runway without excessive maneuvering.
• One pilot keeps his or her attention “inside,” monitoring airspeed, altitude and angle of bank.
• The other pilot—normally the FP—stays “outside,” maintaining VFR with the airport in sight at
all times.
GO-AROUND AND MISSED APPROACHES

The decision to go-around should be made, if possible, during approach with flaps 10°. Advance
the power levers to the calculated takeoff power setting, and maintain not less than V REF for
flaps 10°. When clear of obstacles and a positive rate of climb has been established, flaps may
be retracted. As flaps are retracting, allow the airspeed to increase to 87 KIAS, which is the
speed for best angle of climb. As soon as the crew is satisfied that obstacle clearance is not an
immediate concern, speed may be increased to 100 KIAS, which is the best rate of climb speed.

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Note that if a go-around is made with flaps 37.5°, pitch attitude in the go-around will be ap-
proximately 0°, which is a level flight attitude, until flaps have retracted to 10°. When a flap
37.5° go-around is made, raising the pitch attitude above 0° may cause a rapid decrease in air-
speed and a possible stall.
DITCHING
General
Information is limited on ditching of the Twin Otter because no deliberate model testing has
been carried out. De Havilland is aware of one successful Twin Otter ditching following com-
plete engine stoppage due to fuel contamination.
Ditching should not be attempted unless it is absolutely unavoidable. The recommendations that
follow are general for high wing configurations, and do not constitute a formal procedure. It is
assumed that the crew is familiar with, and has practiced, specific ditching procedures as appro-
priate to their operations. The crew should be familiar with the use of emergency and survival equip-
ment contained in their aircraft. The passengers should be briefed on ditching procedures.
When a possible ditching emergency exists, appropriate distress procedures should be fol-
lowed, and preparations for the ditching should be initiated. All cargo and equipment that will
not be required following the ditching should be jettisoned, and any loose objects in the cabin
should be secured.
Fuel should be used until only the minimum required for several approaches remains, because
empty fuel tanks provide additional buoyancy.
Ditching Technique
In order to select a heading for ditching which will make for an optimum touchdown, the wind
speed and direction should be determined and as many low passes as circumstances permit should
be made to assess surface condition relative to the wind direction. If swell conditions exist, they
should be assessed to avoid touching the water with a wingtip during or immediately after touch-
down. Generally, it is preferable to land parallel to the swells. If approaching across the swell,
avoid landing into its face, as the impact could cause structural failure or loss of control.
Approach Check
1. Final distress message
2. Flaps—Landing full 37.5°
3. PROP levers—full INCREASE
4. Landing lights—ON (if applicable)
5. Seat belts and shoulder harness—secure
If possible, perform a power on approach at the normal speed with a rate of descent as low as
possible (maximum 200 feet per minute). As the surface is approached, the nose should be raised

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in a normal flare, and power should be smoothly brought to IDLE by the time the level attitude
has been reached in the flare. The aircraft should be held off the water until the aft limit of the
control column travel has been reached.
If you elect to use reverse thrust at or near touchdown to minimize nose-down pitch, be aware that:
• Reverse thrust applied at altitudes above approximately 10 feet AGL may result in a very hard
landing and possible structural damage to the airplane.
• It may not be possible to apply reverse thrust after contact with the water, owing to the ‘G’
forces caused by very rapid deceleration of the airplane.
The control column should be held fully aft until the aircraft has come to a complete stop.
Since the undercarriage is not retractable, the aircraft will decelerate very rapidly following con-
tact with the water, and will be subject to a strong nose-down pitching motion. The aircraft should
be expected to initially float with one wing in the water. The evacuation should be made from
the high side, since opening doors or escape hatches on the high side would admit less water.
The escape hatches in the passenger cabin do not reach the floor, and would not be expected to
admit water as readily as the doors in the crew or passenger compartments.
The aircraft should be evacuated as quickly as possible after coming to a complete stop. Life
vests or inflation devices should not be inflated until well clear of the aircraft.
No data is available for estimating the floating duration of the Twin Otter landplane.
FLIGHT IN ICING CONDITIONS

GENERAL
The aircraft must not be flown into known or forecast icing conditions unless it is equipped with
approved means for deicing the parts of the aircraft that are essential to safety. Special order
equipment which must be installed for flight in icing conditions is described in Chapter 10, “Ice
and Rain Protection.”
Flap extension must be limited to not more than 10° on aircraft not equipped with airframe de-
icing equipment, during or after flight in icing conditions. The landing distance required to land
with flaps 10° will be approximately 1.5 times the landing distance required with flaps 37.5°.
Note that any accumulation of ice on the aircraft may change the stall characteristics, stall speed
or the warning margin provided by the stall warning device. Therefore, when the aircraft has
accumulated a significant amount of ice, an airspeed margin of not less than 1.3 times the nor-
mal stall speed appropriate to weight should be maintained.
EFFECT OF COLD ON AIRCRAFT AND EQUIPMENT

Ice, snow and frost must be removed from the aircraft prior to takeoff, especially from control
surfaces and wing and tail leading edges. This is particularly important if a thaw is forecast so
that the formation of ice and frozen slush in subsequent freezing temperatures is prevented. Ice

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can be readily removed from the aircraft exterior with deicing fluid, but at temperatures below
–16° C the use of hot air may be required. When hot air is used, sufficient air only should be
applied to loosen the ice; a stiff brush should then be used to remove it. If the ice were melted
completely, the resultant water could enter control surface hinges or control mechanisms and
subsequently freeze again. If covers are available they should be fitted to the aircraft while it
is parked outside.
During very cold weather a close check should be kept on the water content of fuel in the tanks.
Water separates itself from fuel more readily in low temperatures and descends to the lowest
part of the container, where it may freeze. This could result in restricted flow or loss of fuel
flow to the engines. It is important, therefore, to check the fuel at the strainers and tank drains
for the presence of ice or water whenever the aircraft has been exposed to low temperatures.
Engine starting during cold weather will be facilitated by the application of hot air to each en-
gine intake for a ten-minute period.
Plastics are more prone to cracking when subjected to sudden changes in temperature, for ex-
ample, when moving an aircraft from a warm hanger to a cold atmosphere. Cracks usually orig-
inate at the edges of mounting frames or at small radii on curved panels. Careful checks should
be made under such conditions, as cracks in the windshield could result in its complete failure
in flight. Electric windshield heat, if installed, can be operated on the ground provided an ex-
ternal power source is connected, or electrical power is being generated by the engine.
Tires on an aircraft parked in the open during cold weather develop flat spots where the tires
contact the ground. This “set” in the tires is temporary and disappears quickly when the aircraft
is taxied.
PREFLIGHT CHECKS
Additional preflight checks to be carried out in cold weather if the aircraft has been parked out-
side, before starting the engines, are as follows:
• Check that all ice, snow and frost has been removed from the wings, tailplane and all
control surfaces.
• Inspect all control surface hinges for removal of ice or packed snow likely to cause jamming.
• Check for water and ice in fuel at fuel strainers and tank drains.
• Check all deicing boots for damage.
• Check that the windshield and windows are defrosted. Deicing fluid should be used for
defrosting, as scraping scratches the surface of plastic panels.
• Test all main and auxiliary controls to ensure their freedom of operations.
When continually operating in subzero temperatures, care must be taken not to introduce sub-
stantial quantities of snow into the passenger cabin during cargo loading or through open door-
ways. Should cabin heat be used, the snow may melt and refreeze beneath the cabin floor. This

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may result in ice forming and buildup which may affect flight controls. Ensure that prior to flight
any snow or standing water is removed from the aircraft cabin.
ENGINE STARTING IN COLD WEATHER

If time and equipment are available, engines and accessories should be preheated. Cold start-
ing, if necessary during very cold weather, will be facilitated if the battery or external supply
unit are stored in a warm place until just before they are required.
ICE PROTECTION GROUND CHECKS

The following checks should be carried out prior to flying into known, probable or forecast
icing conditions to ensure that all deicing systems are functioning properly, as required by
the Flight Manual. Icing conditions are considered to exist any time the outside air temper-
ature is below +5° C with visible moisture present, including fog, snow, rain, sleet, or
water/slush on the runway.
The ice protection checks described below should be carried out after engines are running, and
after the battery charge rate has recovered to a normal value.
1. Move both GENERATOR switches to OFF.

2. Select the following switches ON then OFF individually, checking that the loadmeter shows an
increased discharge (needle deflects further to the left) when the selected services are moved to
the ON position.
• WINDSHIELD HEAT
• PITOT HEAT
• VALVE HTR
• PROP DE-ICE
• INTAKE ANTI-ICE (if installed)
3. Move both GENERATOR switches to RESET and ON.
4. Turn both BLEED AIR switches to OFF. Check that the PNEUMATIC LOW PRESS caution
light is illuminated. Turn both BLEED AIR switches to ON, and check that the PNEUMATIC
LOW PRESS caution light goes out. NG may have to be advanced to idle + 15% before the
caution light goes out.
5. Check both wing inspection lights to ensure that they work.
6. Push to test both STAB DE-ICE indicator lights.
7. Advance the power levers to approximately 75% NG.
8. Move the deicing mode switch to MANUAL.
9. Select the wing deice boot switch to WING INNER and then WING OUTER, and check that
wing boots operate.

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10. Select the stabilizer boot switch to LEFT STAB, then RIGHT STAB while ground crew verify
stabilizer boots operate. The flight crew should check that LEFT STAB and RIGHT STAB DE-
ICE PRESS lights illuminate within two seconds of appropriate switch selection. The STAB
DE-ICE PRESS lights only indicate that pressure switches in the pressure lines to the stabilizer
deice boots have sensed sufficient pressure at that particular point in the system, and not that
the boots have actually inflated. Therefore, it is necessary to have ground crew observe the
stabilizer boots to confirm actual inflation.
11. Move the deicing mode switch to AUTO.
12. Move the deice rate switch to FAST. Check for appropriate inflation of all boots and
illumination of STAB DE-ICE PRESS lights.
13. Move the deicing mode switch to OFF.
14. Move the power levers to 80% NG or more, and select the INTAKE DEFLECTOR switch to
EXTEND. Confirm that the indicators on engine instrument panel show EXT. If taking off
from a snow or slush contaminated runway, or into icing conditions, leave the intake deflectors
extended for taxi and takeoff.
OPERATION OF INTAKE DEFLECTORS

The intake deflectors are normally retained in the retracted position due to the reduction in en-
gine power (approximately 3%) when they are extended. However, for flight in visible mois-
ture at temperatures below +5° C, they must be extended to ensure continued engine operations.
In the event of a malfunction the deflectors will remain at their last selected position. If a fail-
ure occurs that prevents extension of one or both of the deflectors, icing conditions must be avoided.
FLIGHT CHARACTERISTICS WITH ICE ACCUMULATIONS

Taxiing
Taxi slowly on slippery ground and use brakes and nosewheel steering with caution.
Do not stop the aircraft on slush; continue moving until dry snow is reached.
Beware of obstacles, such as airfield markers, concealed by snow.
Switch on pitot heat to ensure that the pitot head is warm before takeoff.
If it is installed, switch on engine intake anti-ice if necessary.
Takeoff
As acceleration is poor from unpacked ice or snow, it may be necessary to taxi back and forth on
the intended takeoff path a few times to compress the surface sufficiently to facilitate takeoff.
A temperature inversion can occur while climbing which may cause sudden and complete frost-
ing of the windshield if it is not preheated. If electric windshield heat is not installed, instru-
ment flight will be necessary until the windshield clears.

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Cruise
Switch on propeller deicing as soon as icing conditions are encountered. Operate wing and tail
deicing when an estimated 1/4 inch thickness of ice has accumulated.
Flight instruments may be initially sluggish and unreliable; this is caused by additional bear-
ing friction due to congealed lubricants. Above 60° to 65° North or South latitude a magnetic
compass is usually unreliable, a gyroscopic instrument should be used for heading. Select the
DG mode on the HSI or PNI, and set it as required.
Approach and Landing

Longitudinal control at large flap angles during landing approach may be affected by accumu-
lations of ice on the horizontal stabilizer leading edges, particularly if airspeed is excessively
high. This can result in a pronounced nose-down pitch. Therefore, flap angles must not exceed
10°, and airspeed should be held at 1.3 times stall speed appropriate to weight and flap setting.
Incidents have been reported of uncommanded rapid nose-down pitch occurrences when flap
has been extended during or after flight in icing conditions. In all cases, the deice boots had not
been cycled prior to flap extension and indicated airspeed was in excess of the approach speeds
listed in the Supplement 1 (Deice and Anti-Ice Equipment) to the Flight Manual. In each inci-
dent, a complete loss of pitch control occurred, accompanied by a significant loss of altitude.
In most incidents, complete control was regained through flap retraction.
Failure to operate the boots before extending flaps beyond 10° after any exposure to icing con-
ditions can cause tailplane stall producing rapid uncommanded nose-down pitch. As a result,
instructions given in Supplement 1 to the Flight Manual require boot operation prior to flap ex-
tension greater than 10° any time following mere exposure to ice during that flight.
Approach and Landing Procedures

A) In any icing condition:
1. Deice boots—Before lowering 10° flap, select AUTO FAST with cabin heat OFF and operate
continuously until touchdown.
2. Flaps—Set not more than 10°.
3. Speed—Maintain as per the following table. (May be exceeded by 5 knots in turbulence.)
VREF (VS X 1.3 in KIAS)
Flaps 12,300 11,500 10,500 9,500

10° 85 83 79 75

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B) After flight in any icing conditions:
1. Deice boots—Select AUTO FAST at least three minutes before flap extension.
2. Flaps—Select desired setting and, if any loss of control occurs, retract to 10°.
3. Speed—Maintain as per the following table. (May be exceeded by 5 knots in turbulence.)
VREF (VS X 1.3 in KIAS)

(SFAR 23)
Flaps 12,300 11,500 10,500 9,500 8,500
0° 94 90 86 82 77
10° 85 83 79 75 71
20° 80 77 73 70 66
1
37 ⁄2° 74 70 67 64 60
After any exposure to icing conditions, ice may still be present on the horizontal stabilizer lead-
ing edge even though no airframe ice is visible to the pilot. Therefore, the procedures from
Supplement 1 (Deice and Anti-Ice Equipment) to the Flight Manual must be followed for ap-
proach and landing in any icing conditions, or after flight in any icing conditions.
If the horizontal stabilizer deice boots are not installed or are unserviceable, the “In Icing
Conditions” procedure must be used.
After Landing
Leave the parking brake off if moisture is present. Brakes may freeze on if left applied. Refuel
as soon as possible to minimize condensation in fuel tanks. Install all available covers.
NASA Research Report

In 1986, the Lewis Research Centre of the United States National Aeronautics and Space
Administration published a research report entitled “The Measurement of Aircraft Performance
and Stability and Control After Flight Through Natural Icing Conditions.” This report docu-
mented the effects of ice accumulation on a Twin Otter aircraft which was equipped with spe-
cial measurement equipment and flown with varying amounts of ice on the airframe and control
surfaces. The tests were conducted in the Northeastern United States during December, 1985.
The report is very detailed and academic in nature, but may be of interest to pilots who often
operate in icing conditions. The document reference is NASA Technical Memorandum 87265.

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UNUSUAL ATTITUDES
GENERAL
An unusual attitude is an aircraft attitude occurring inadvertently. It may result from one fac-
tor or a combination of several factors such as turbulence, distraction from cockpit duties, in-
strument failure, inattention, spatial disorientation, etc. In most instances, these attitudes are
mild enough for the pilot to recover by reestablishing the proper attitude for the desired flight
condition and resuming a normal cross-check.
Techniques of recovery should be compatible with the severity of the unusual attitude, the char-
acteristics of the airplane, and the altitude available for recovery.
The following aerodynamic principles and considerations are applicable to the recovery from
unusual attitudes:
• The elimination of a bank in a dive aids in pitch control.
• The use of bank in a climb aids in pitch control.
• Power, used properly, aids in airspeed control.
RECOVERY PROCEDURES
Attitude Indicators Operative
Normally, an unusual attitude is recognized in one of two ways: an unusual attitude “picture”
on the attitude indicator or unusual performance on the performance instruments. Regardless
of how the attitude is recognized, verify that an unusual attitude exists by comparing control
and performance instrument indications prior to initiating recovery on the attitude indicator.
This precludes entering an unusual attitude as a result of making control movements to correct
for erroneous instrument indications. If there is any doubt as to proper attitude indicator oper-
ation, then recovery should be made using “Attitude Indicator Inoperative” procedures:
• If diving, adjust power as appropriate while rolling to a wings-level, upright attitude, and correct
to level flight on the attitude indicator.
• If climbing, add power as required, and bank to the “nearest” horizon as necessary to assist in
pitch control and to avoid negative G forces. As the airplane symbol approaches the horizon bar,
roll wings level, adjust pitch and adjust power to complete the recovery and establish the desired
aircraft attitude.
Attitude Indicators Inoperative—Using Turn and Bank

With an inoperative attitude indicator, successful recovery from unusual attitudes depends
greatly on early recognition of attitude indicator failure. For example, attitude indicator fail-
ure should be immediately suspected if control pressures are applied for a turn without corre-
sponding attitude indicator changes. Another example is satisfactory performance instrument
indications that contradict the “picture” on the attitude indicator.

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If an unusual attitude is encountered with an inoperative attitude indicator, the following pro-
cedures are recommended:
• Check other attitude indicators for proper operation and recover on the operative attitude indicator.
• If no attitude indicator is operational:
• Determine whether the airplane is in a climb or a dive by referring to the airspeed, altimeter,
and vertical velocity indicators.
• If diving, roll away from the turn needle to center the turn indicator and recover from the dive.
Reduce power as appropriate.
• If climbing, add power as required. If the airspeed is low or decreasing rapidly, pitch control
may be aided by maintaining a turn of approximately standard rate until the nose-up attitude
falls back down to the horizon.
• Upon reaching level flight, center the turn needle. Reversal of the altimeter and vertical
velocity trends indicate passage of a level flight attitude.

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Figure GEN-19. Air Carrier Advisory Circular (Sheet 1 of 7)

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Figure GEN-19. Air Carrier Advisory Circular (Sheet 7of 7)

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APPENDIX B
Appendix B presents a color representation
of all the annunciator lights in the airplane.

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L GENERATOR DOORS PNEUMATIC RESET PROPS R GENERATOR

OVERHEAT UNLOCKED LOW PRESS OVERHEAT
L GENERATOR BOOST PUMP 1 BOOST PUMP 2 BOOST PUMP 2 BOOST PUMP 1 R GENERATOR
AFT PRESS AFT PRESS FIRE PULL FIRE PULL FWD PRESS FWD PRESS
L ENGINE AFT FUEL DUCT OVERHEAT 400 CYCLE FWD FUEL R ENGINE
OIL PRESSURE LOW LEVEL LOW LEVEL OIL PRESSURE
SEL
AUTOFEATHER
SYSTEM ARMED
(EARLY AIRCRAFT)
BETA BACKUP
DISARMED BETA RANGE
INTAKE
EXT DEFLECTOR
PWR LVR
TEST
TRIM IN TRIM
G/S IN
ARM G/S
MOTION MOTION CAPT HYD PUMP
C/BKR OPEN
STALL DEAD
REC
DEAD
NAV ARM
REC
NAV
CAPT BATTERY
OVERHEAT
BACK UP (LATER 150°

SELECT (TYPICAL
DISARMED AIRCRAFT) LOCATION)
BETA AUTO-FTR
L R ARMED
ENG ENG
YAW
DAMP
HDG NAV APPR
PUMP FAIL PUMP FAIL

L TANK R TANK ALT IAS B/C
LINEAR
TRIM IN
DEV
MOTION
DEAD
OFF ON
REC ENG TRIM UP
(AIRCRAFT EQUIPPED
WITH WING TANKS ONLY)
DIS
TRIM DN
Revision 3 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY ANN-1

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TWIN OTTER PILOT TRAINING MANUAL

Record of Revision No. 3

Enclosed is Revision No. 3, dated November 1996, which updates the

Revision No. 3 includes the following pages:

1-3 2-8 7-42 11-17 16-22

the best safety device in any aircraft is a well-trained pilot...

FlightSafety International, Inc.

Copyright © 1987, 1989, 1996 by FlightSafety International, Inc. All

At the time of printing it contained then-current information. In the event of conflict

FOR TRAINING PURPOSES ONLY

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Listed below is the address of the Centre:

Telephone: +1(416) 638 9313

Figure SYL-1. Toronto Learning Centre

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DESCRIPTION OF LEARNING CENTRE

Figure SYL-3. Twin Otter Simulator

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1. Holds a current first-class medical certificate.

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FLIGHTSAFETY TRAINING POLICY

DESCRIPTION OF INITIAL COURSE

Aircraft Systems ..................................................................................................................... 20.0

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• Second-in-Command qualifications, as specified in FAR 61.55 (b)(2)

• A Flight Review, as specified in FAR 61.56 (b)(1)

• Pilot-in-Command Proficiency Check, as specified in FAR 61.58 (c)(1) and (d)

TRAINING SCHEDULE (TYPICAL)

Day 2 Classroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.0

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Day 3 Classroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.0

Day 4 Classroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0

Day 5 Classroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0

Day 6 Simulator Pre/Post Briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0

Optional Training Day For Pilots Undergoing Single-Pilot Training

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SIMULATOR AND FLIGHT TRAINING

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AIRCRAFT GROUND TRAINING CURRICULUM

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TRAINING HOURS SUMMARY

TRAINING MODULE OUTLINES

A. Aircraft Preflight Walkaround (0.5 Hours)(Optional)

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e. Windshear Recovery Techniques

III. Aircraft Systems

A. Aircraft General Elements

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TOTAL 8.0 8.0 16.0

TOTAL 10.0 0.0 10.0