Dhc-6-400 Rev 3 Poh

Pilot Operating Handbook
And
Aircraft Flight Manual
DHC-6 Series 400 (Twin Otter) and Variants
(Serial Numbers 845 and Subsequent)

Type Certificate A-82 (Canada)
Manufactured by Viking Air Limited

Type Certificate held by Viking Air Limited
Aircraft Serial Number _________________________

Aircraft Registration _________________________
Sections 1 through 10 inclusive of this document comprise the Pilot Operating

Handbook (POH) for the DHC-6 Series 400 Twin Otter. Sections 1, 2, 3, 4, 5 and any
supplement in Section 9 are Transport Canada Civil Aviation approved and constitute the
approval Aircraft Flight Manual. Compliance with Section 2, Limitations, is mandatory.
Sections 0, 6, 7, 8 and 10 are not approved and are provided for information only.
This document meets General Aviation Manufacturer (GAMA) Specification No.

1, Specifications for Pilot Operating Handbook, issued February 15, 1975 and
revised October 18, 1996.
PSM 1-64-1A Aircraft Flight Manual
Approved by Chief, Flight Test

Transport Canada:____________________________ Date:___________________
Revision 08 Feb. 2017
.
Copyright © 2006, 2010 Viking Air Limited. No part of this work may be reproduced
or copied in any form or by any means without prior written permission from Viking
Air Limited. Permission is granted to DHC-6 Series 400 operators to distribute copies
within their company for pilot training purposes as long as no charge is made for
these copies. Permission is granted to DHC-6 Series 400 operators to use excerpts
from this manual in DHC-6 training materials and quick reference checklists.
Please cite the revision number of this manual anytime excerpts are reproduced in
training materials or quick reference checklists.
Viking Air Limited
1959 de Havilland Way
Sidney, BC
Canada V8L 5V5
May 10th, 2017
Telephone: (250) 656-7227
Fax: (250) 656-0673
USA & Canada Toll Free:
1-(800) 663-8444
Email: technical.publications
@vikingair.com
To: Distribution
Subject: PSM1-64-1A, DHC-6 – Twin Otter Series 400 Flight Manual
Incorporate Temporary Amendment – 30, dated May 10, 2017
1 Incorporate Temporary Amendment (TA) - 30 into Section 4 of the Series 400

AFM/POH, as directed in the placement instructions on the cover page.
2 Record the insertion of TA-30 into the Log of Temporary Amendments at the front
of the manual.
Note: We recommend that this transmittal letter be kept for record

purposes and inserted at the front of the manual.
Viking Air Limited
Sidney, BC
Canada V8L 5V5
May 10th, 2017
Telephone: (250) 656-7227
Fax: (250) 656-0673
1-(800) 663-8444
@vikingair.com
Subject: PSM 1-64-POH, DHC-6 – Series 400 – Aircraft Flight Manual/POH
Incorporate Temporary Revision 29, dated May 10, 2017
1 Incorporate Temporary Revision (TR) - 29 into Section 7 of PSM1-64-POH,

as directed in the placement instructions on the cover page.
2 Update the Temporary Revision Index in the front of the manual.

Viking Air Limited
Sidney, BC
Canada V8L 5V5
May 5th, 2017
Telephone: (250) 656-7227
Fax: (250) 656-0673
1-(800) 663-8444
@vikingair.com
To: Distribution
Incorporate Temporary Amendment – 28, dated May 5, 2017

of the manual.

Viking Air Limited
Sidney, BC
Canada V8L 5V5
May 5th, 2017
Telephone: (250) 656-7227
Fax: (250) 656-0673
1-(800) 663-8444
@vikingair.com
Incorporate Temporary Revision 28, dated ay 5, 2017
1 Incorporate Temporary Revision (TR) - 28 into Section 7 of PSM1-64-POH,


Viking Air Limited
Sidney, BC
Canada V8L 5V5
April 10th, 2017
Telephone: (250) 656-7227
Fax: (250) 656-0673
1-(800) 663-8444
@vikingair.com
To: Distribution
Subject: PSM 1-64-1A, DHC-6 – Twin Otter Series 400 Flight Manual
Incorporate Temporary Amendments -25, -26 & -29, dated April 6, 2017
1 Incorporate Temporary Amendments (TAs) -25, -26 & -29 into the Series 400
AFM/POH, as directed in the placement instructions on the cover page of each TA.
2 Record the insertion of the attached TAs into the Log of Temporary Amendments
at the front of the manual.

Viking Air Limited
Sidney, BC
Canada V8L 5V5
March 28th, 2017
Telephone: (250) 656-7227
Fax: (250) 656-0673
1-(800) 663-8444
@vikingair.com
To: Distribution
Incorporate Temporary Amendment – 27, dated March 7, 2017

of the manual.

Viking Air Limited
Sidney, BC
Canada V8L 5V5
February 08, 2017
Telephone: (250) 656-7227
Fax: (250) 656-0673
1-(800) 663-8444
@vikingair.com
To: Distribution
Subject: DHC-6 Series 400 Twin Otter – Pilot Operating Handbook /

Aircraft Flight Manual (POH/AFM)
Incorporate Revision 3, dated February 08, 2017.
1. Revision 3 is compiled of changed pages (identified with change bars) and any
page ripple caused by newly incorporated or amended data.
2. Highlights of this revision:
PSM1-64-1A, Aircraft Flight Manual – Sections 2 3 & 4
The main driver of this revision is the impact of Mod 6/2315 – Avionics Start
Battery as well as the incorporation of the following Temporary Amendments
(TAs):
TA 16 – Section 2 – Limitations
Please Note: Temporary Amendment 23 (FAA Exemption) has not been

incorporated in this revision. Please keep according to placement instructions
on TA-23.
TA 24 – Section 3 – Emergency and Abnormal Procedures

TAs 17 & 22 – Section 4 – Normal Procedures
Page 1|2
PSM1-64-1A, Aircraft Flight Manual –Section 9 - Approved Supplements
The following Supplements have been updated to support changes to the main
body of the AFM at Revision 3:
Supplement 45 – Cabin Auxiliary Power Outlets
(S.O.O.s 6272, 6281, 6282 or 6283) – Issue 2
Supplement 50 – Phase 2 Avionics Upgrade – Issue 2
PSM1-64-POH, Pilot Operating Handbook – Section 7, & 10:
The following Temporary Revisions (TRs) have been incorporated:
TRs 19, 20 & 25 – Section 7 - Aircraft Systems and Description
Please Note: Temporary Revision 26 (FAA Exemption description) has

not been incorporated in this revision. Please keep
according to placement instructions on TR-26.
TR 27 – Section 10 - Safety and Operational Tips
3. Using the LOEP for each section, remove and replace the pages for
PSM 1-64-1A and PSM 1-64-POH with the attached.
4. Update the Log of Temporary Amendments (TAs) and the Temporary Revision
(TR) Index at the front of the manual.

Page 2|2
Viking Air Limited
Sidney, BC
Canada V8L 5V5
July 21st, 2016
Telephone: (250) 656-7227
Fax: (250) 656-0673
1-(800) 663-8444
@vikingair.com
Incorporate Temporary Revision 26, dated July 21, 2016.
1 Incorporate Temporary Revision (TR) - 26 into Section 7 of PSM 1-64-POH,

Please Note: TR-26 Supersedes TR-24

Viking Air Limited
Sidney, BC
Canada V8L 5V5
July 21st, 2016
Telephone: (250) 656-7227
Fax: (250) 656-0673
1-(800) 663-8444
@vikingair.com
To: Distribution
Incorporate Temporary Amendment – 23, dated July 21, 2016

Please Note: TA-23 Supersedes TA-21
of the manual.

Viking Air Limited
Sidney, BC
Canada V8L 5V5
October 16th, 2015
Telephone: (250) 656-7227
Fax: (250) 656-0673
1-(800) 663-8444
@vikingair.com
To: Distribution
Subject: DHC-6 Series 400 Twin Otter – Pilot Operating Handbook /

Aircraft Flight Manual (POH/AFM)
Incorporate Revision 2, dated October 16, 2015.
1. Revision 2 is compiled of changed pages (identified with change bars) and any
page ripple caused by newly incorporated or amended data.
PSM1-64-1A, Aircraft Flight Manual – Sections 1 to 5:
The main driver of this revision is the impact of Mod 6/2314 – Independent
Ground and Battery Switches, as well as the incorporation of the following
Temporary Amendments (TAs):
TAs 13, 19 & 20 – Section 2 – Limitations
Please Note: Temporary Amendment 21 (FAA Exemption) has not been

incorporated in this revision. Please keep according to placement
instructions on TA-21.
TA 18 – Section 3 - Emergency and Abnormal Procedures
TAs 12 & 15 – Section 4 - Normal Procedures
TA 14 – Section 5 – Performance
Page 1| 2
The following Supplements have been updated to support changes to the main
body of the AFM at Revision 2:
Supplement 1 – De-Icing System (S.O.O.s 6004, 6202 & 6187) -
Iss 3
Supplement 8 – Auxiliary Wing Tanks (S.O.O. 6247) - Iss 4
PSM1-64-POH, Pilot Operating Handbook – Section 7, 8 & 10:
TRs 15, 16 & 22 – Section 7 - Aircraft Systems and Description
TR 18 – Section 8 - Handling, Servicing and Maintenance
Please Note: Temporary Revision 24 (FAA Exemption description) has

not been incorporated in this revision. However, because of
page ripple in Section 7, TR-24 should be placed facing
page 7-83 instead of page 7-79.
TRs 21 & 23 – Section 10 - Safety and Operational Tips
Using the LOEP for each section, remove and replace the pages for
PSM 1-64-1A and PSM 1-64-POH with the attached.
Update the Log of Temporary Amendments (TAs) and the Temporary Revision
(TR) Index at the front of the manual.

Page 2| 2
Viking Air Limited
1959 De Havilland Way
Sidney, BC
Canada V8L 5V5
June 9, 2014
Telephone: (250) 656-7227
Fax: (250) 656-0673
1-(800) 663-8444
@vikingair.com
To: Distribution
Subject: DHC-6 Series 400 Twin Otter – Pilot Operating Handbook / Aircraft Flight
Manual (POH/AFM)
Incorporate Revision 1, dated May 30, 2014.
1. Revision 1 is a complete rewrite of PSM1-64-POH/AFM which includes Sections 1 to 5 & 9

(AFM) and Sections 0, 7, 8 & 10 (POH).
PSM1-64-1A, Aircraft Flight Manual – Sections 1 to 5:

Change bars indicate technical information that has been amended, as well as the
incorporation of the following Temporary Amendments (TAs). The incorporation of the
following TAs into PSM1-64-1A, have been approved and recorded in the Log of Revisions
at the front of the manual.
TA 05 – Section 2 - Limitations
Please Note: Temporary Amendment 09 was not incorporated in this revision.
TA 06 – Section 3 - Emergency and Abnormal Procedures
TAs 07, 08 & 10 – Section 4 - Normal Procedures
TAs 01, 03 – Section 5 - Performance
Please Note: Section 5 has been rewritten in its entirety, therefore no change bars
have been applied.
The following Supplements have been updated to support changes to the main body of
the AFM at Revision 1:
Supplement 1 – De-Icing System (Iss 2) (S.O.O.s 6004, 6202 & 6187)

Supplement 5 – Intermediate Flotation Gear (Iss 3) (S.O.O. 6048)
Supplement 8 – Auxiliary Wing Tanks (Iss 3) (S.O.O. 6247)
Supplement 10 – Wheel-Skiplane Operation (Iss 3) (S.O.O. 6001)
Supplement – 19 Operation with Inoperative Autofeather System (Iss 3)
Supplement 37 – Supplemental Performance Data (Iss 3)
Please Note: The latest issue of Supplements 1, 8 & 19 have been included in
the final print of this revision. The remaining supplements, if
applicable to your aircraft, are available upon request.
PSM1-64-POH, Pilot Operating Handbook – Sections 0, 7, 8 & 10:

Section 0 of the POH has been rewritten in its entirety, therefore no change bars have
been applied.
TRs 01 to 09, 11 to 13 – Section 7 - Aircraft Systems and Description
TR 10 – Section 8 – Handling, Servicing and Maintenance
TR 14 – Section 10 - Safety and Operational Tips
3. Remove and replace the all pages for PSM 1-64-1A and PSM 1-64-POH with the
attached pages.
4. The updated Log of Temporary Amendments (TAs) and the Temporary Revision (TR)
Index have been included in the front matter of this revision, however, recording of future
TAs and TRs is the responsibility of the operator.
5. A Revision Index for POH Sections 0, 7, 8 & 10 has been supplied with Revision 1,
however, recording of future revisions to PSM 1-64-POH will be the responsibility of the
operator.

TC Approved SECTIONCONTENTS
DHC-6 SERIES 400
Contents (Major Sections of this Handbook)
This handbook (Section 0 through 10 inclusive) forms the Pilot Operating Handbook
(POH); Viking Air Limited publication PSM1-64-POH.
PSM 1-64-POH contains Section 0 - Introduction, Section 7 - Aircraft and Systems

Description, Section 8 - Handling Servicing and Maintenance, and Section 10 - Safety
and Operational Tips. The Supplementary Operating Data is contained in Sections 7
& 10.
PSM 1-64-POH also contains the approved Aircraft Flight Manual PSM 1-64-1A
(Sections 1 through 5 inclusive, and Section 9) plus an excerpt from the Weight and
Balance Manual PSM 1-64-8 (Section 6). This excerpt has been included in the POH
to enable the flight crew to easily refer to it. However, PSM 1-64-8 continues to be
produced in complete form as stand-alone publication, the content in this POH does
not replace this manual.
0 INTRODUCTION
1 GENERAL
2 LIMITATIONS
3 EMERGENCY AND ABNORMAL PROCEDURES
4 NORMAL PROCEDURES
5 PERFORMANCE
6 WEIGHT AND BALANCE
7 AIRCRAFT AND SYSTEMS DESCRIPTION
8 HANDLING SERVICING AND MAINTENANCE
9 SUPPLEMENTS
10 SAFETY AND OPERATIONAL TIPS
Revision 2 PSM 1-64-POH

30 May. 2014 Page iii
SECTIONCONTENTS TC Approved
DHC-6 SERIES 400
This Page Intentionally Left Blank
PSM 1-64-POH Revision 2

Page iv 30 May. 2014
DHC-6 SERIES 400
LOG OF REVISIONS
Revisions are applicable to all Twin Otter Series 400 Flight Manuals. This Manual is
valid only when it incorporates all revisions issued. The revised portion of a given
page is indicated by a vertical black line in the margin. Transport Canada Approval
of each revision is recorded below.
Rev. Pages Subject TCCA

No. Affected Approval by/Date
1 All pages. Outstanding Temporary
Amendments (TAs) 01 through
08 & 10 incorporated.
Section 5 - Incorporated TA-04

Power Charts. Clarification
provided for preamble and
performance charts.
Miscellaneous changes
throughout.
Page v To correct TA reference for
Section 5 from TA-04 to TA-03.
Revision 2 PSM 1-64-POH

16 Oct. 2015 Page v
DHC-6 SERIES 400

2 Pages 2-13, Outstanding Temporary
2-15, 2-16, Amendments (TAs) 12 through
2-34, 2-41 & 15 and 18 incorporated.
2-42
Incorporated Mod 6/2314 to
Pages 3-22, multiple sections throughout.
3-25, 3-37,
3-45, 3-51, Miscellaneous changes
3-57, 3-59, throughout.
3-98, 3-116 to
3-119 & 3-122
Pages 4-12,
4-18 to 4-20,
4-22, 4-23,
4-26, 4-27,
4-28, 4-30,
4-34, 4-42 &
4-48
Pages 5-48
& 5-49
Page 9-1-15
Page 9-8-10
PSM 1-64-POH Revision 2

Page vi 16 Oct. 2015
DHC-6 SERIES 400

3 Page 2-33 TA-16 Incorporated
Pages 3-60 TA-24 Incorporated

& 3-61
Page 4-18 TA-17 Incorporated
Pages 4-42 TA-22 Incorporated

& 4-23
Pages 3-58, Sections 3 & 4 incorporated

Pg 3-78 to Mod 6/2315.
3-82, Pg 3-85
to 3-126, Supplement 45 incorporated
Pages 4-18, Mod 6/2315.
4-19, 4-22,
4-23, 4-42 & Supplement 50 full reprint and
4-43 incorporated Mod 6/2315.
Pages 4-45-9
& 4-45-10
Pages 9-50-66
& 9-50-67
Revision: 3 PSM 1-64-

Page vii
DHC-6 SERIES 400
PSM 1-64- Revision: 3

Page viii
PSM1-64-POH
DHC-6 SERIES 400 PILOT OPERATING HANDBOOK

REVISION INDEX
This index is for recording PSM1-64-POH, Sections 0, 7, 8 & 10. The revised
portion of a given page is indicated by a vertical black line in the margin.
Revision Revision Insertion Inserted

Details
No. Date Date by
1 30/May/2014 AUG 6, 2014 ATP/FN Complete rewrite of
Sections 0, 7, 8 & 10
2 16/Oct/2015 OCT 19, 2015 ATP/RLL Change Pages only
3 08/Feb/2017 FEB 13, 2017 ATP/RLL Changed Pages only
PAGE 1
PSM1-64-POH
REVISION INDEX
Revision Revision Insertion Inserted

Details
No. Date Date by
PAGE 2
PSM 1-64-1A
DHC-6 Series 400 AIRCRAFT FLIGHT MANUAL
LOG OF TEMPORARY AMENDMENTS

Retain this LOG at the front of the manual. When Temporary
Amendments are issued or removed (cancelled, superseded or
incorporated into a Revision), enter the relevent information in the
columns below.
TA Date Date Subject:

No. Inserted Removed Page No (s).
01 29/09/2010 30/05/2014 Section 5 – Noise Levels
page 5-10
02 Not Issued
03 30/04/2012 30/05/2014 Section 5 – Power Charts

Pages 5-34 to 5-39
04 Superseded by TA-09 Section 2 – FAA Exemption
page 2-8
05 19/08/2013 30/05/2014 Section 2 – Limitations
After page 2-20
06 19/08/2013 30/05/2014 Section 3 – Emergency & Abnormal
Procedures, Facing page 3-19
07 19/08/2013 30/05/2014 Section 4 – Normal Procedures
After Page 4-20
08 19/08/2013 30/05/2014 Section 4 – Normal Procedures
Facing page 4-25
09 Superseded by TA-11 Section 2 – Limitations
19/09/2014 After page 2-8
10 16/10/2013 30/05/2014 Section 4 - Normal Procedures
Facing page 4-23
11 (Superseded by TA-21) Section 2 – Limitations
07/10/2015 After page 2-8
After page 4-48
13 16/01/2015 16/10/2015 Section 2 - Limitations
Facing page 2-17
14 16/01/2015 16/10/2015 Section 5 - Performance
After page 5-48
Facing page 4-21
PAGE 1
PSM 1-64-1A
AIRCRAFT FLIGHT MANUAL DHC-6 Series 400
TA Date Date Subject:

No. Inserted Removed Page No (s).
After page 2-32
Facing page 4-19
18 27/03/2015 16/10/2015 Section 3 - Emergency Procedures
After page 3-24
After page 2-44
After page 2-51
21 (Superseded by TA-23) Section 2 – Limitations
21/07/2016 After page 2-8
Facing page 4-43
23 21/07/2016 Section 2 - Limitations
After Page 2-8 (Supersedes TA-21)
24 25/10/2016 08/02/2017 Section 3 - Emergency Procedures
After Page 3-60
27 MAR 30, 2017 Section 2 - Limitations
after page 2-44
25 APR 10, 2017 Section 1 - General

facing page 1-13
26 APR 10. 2017 Section 5 - Performance

after page 5-16
29 APR 10, 2017 Section 2 - Limitations

facing page 2-27
28 MAY 9, 2017 Section 3 - Emergency and Abnormal Procedures

facing page 3-59
30 MAY 11, 2017 Section 4 - Normal Procedures

after page 4-18
PAGE 2
PSM1-64-POH

TEMPORARY REVISION INDEX
Retain this index at the front of the manual. When Temporary
Revisions are issued or removed (cancelled, superseded or
incorporated into a Revision), enter the relevent information in the
columns below.
TR Date Date Subject:

No. Inserted Removed Page No.
01 04/04/2011 30/05/2014 7.8 Lighting - Facing page 7-50
02 04/04/2011 30/05/2014 7.8.3.6 Wing Inspection Lights -

Facing page 7-55
03 16/12/2011 04/09/2013 7.27 Ferry Fuel Tank System -
Superseded After page 7-181
by TR-13
04 30/05/2012 30/05/2014 7.4.5 Emergency Equipment -
After page 7-34
05 30/05/2012 30/05/2014 7.21.2 Magnetometers -
Facing page 7-157
06 30/05/2012 30/05/2014 Section 7 Facing page 7-123
07 28/01/2013 30/05/2014 Section 7 - After page 7-148
08 03/04/2013 30/05/2014 Section 7 - Facing page 7-93

Supersedes
TR-03
PAGE 1
PSM1-64-POH
TEMPORARY REVISION INDEX
TR Date Date Subject:

No. Inserted Removed Page No.
15 03/10/2014 16/10/2015 Section 7 - After Page 7-92
17 Superseded by TR-24 Section 7 - Facing Page 7-79

07/10/2015
20 29/03/2016 08/02/2017 Section - After page 7-164
21 27/03/15 16/10/2015 Section 10 - after page 10-34
24 Superseded by TR 26 Section 7 - Facing Page 7-79

07/10/2015
25 10/06/2016 08/02/2017 Section 7 - after Page 7-38
26 21/07/16 Section 7 - Facing Page 7-83
28 MAY 9, 2017 Section 7 - Aircraft and Systems Description

after page 7-100
29 MAY 11, 2017 Section 7 - Aircraft and Systems Description

facing page 7-177
PAGE 2
PSM 1-64-1A
DHC-6 Series 400 AIRCRAFT FLIGHT MANUAL

6IST OF AVAILABLE SUPPLEMENTS
The following is a list of TCCA approved Supplements available for the Series 400
A/C. If you require any of the following Supplements for your A/C please contact
Viking Air Limited.
Supplement Issue Subject

Remarks
No. Status
De-Icing System TC Approved
1 4 (S.O.O.s 6004, 6202 & 07/03/2017
6187)
Intermediate Flotation Gear TC Approved
5 3
(S.O.O. 6048) 25/04/2014
Auxiliary Wing Tanks TC Approved
8 4
(S.O.O. 6247) 13/10/2015
Wheel-Skiplane Operation TC Approved
10 4
(S.O.O. 6001) 07/03/2017
Operation with Autofeather TC Approved
19 3
Inoperative 25/04/2014
Supplemental Performance TC Approved
37 3
Data 25/04/2014
IAC AR Certified Airplanes TC Approved
38 6
(S.O.O. 6271) 09/11/2016
Barra Beach Performance TC Approved
39 1
(S.O.O. 6329) 26/02/2015
Cold Weather Operations TC Approved
42 1
Kit (S.O.O.s 6276 or 6287) 13/03/2013
Upgraded Performance TC Approved
43 2
(S.O.O. 6319) 22/05/2017
Upgraded Performance – TC Approved
44 2
Autofeather Inoperative 22/05/2017
Cabin Auxiliary Power TC Approved
45 2 Outlets (S.O.O.s 6272, 08/02/2017
6281, 6282 or 6283)
Float Mounted Depth TC Approved
46 1
Sounder (S.O.O 6295) 21/06/2013
PAGE 1
PSM 1-64-1A
AIRCRAFT FLIGHT MANUAL DHC-6 Series 400
Supplement Issue Subject

Remarks
No. Status
VHF-FM Transceiver TC Approved
47 1
(S.O.O. 6296) 21/06/2013
CAAC Certified Airplanes TC Approved
48 2
(S.O.O. 6302) 11/04/2016
TC Approved
50 4 Phase 2 - Avionics Upgrade
03/08/2017
JCAB Certified Airplanes TC Approved
51 2
(S.O.O. 6326) 07/03/2017
Stretcher Installation TC Approved
52 1
(S.O.O. 6208) 16/02/2015
Alternate Engine Display TC Approved
53 1
Colours (S.O.O. 6280) 27/11/2015
ANAC Registered Airplanes TC Approved
54 1
(S.O.O. 6363) 18/10/2016
Apex Super-Lite Avionics TC Approved
55 1
29/06/2017
FATA Certified Airplanes TC Approved
57 1
(S.O.O.6410) 21/02/2017
ANAC (Argentina) TC Approved
58 1 Registered Airplanes 26/05/2017
(S.O.O. 6412)
Operations Without Flight TC Approved
59 1 Data Recorder (S.O.O. 29/06/2017
6299 with Mod 6/2436)
PAGE 2
SECTION 0
DHC-6 SERIES 400 INTRODUCTION
SECTION 0
INTRODUCTION
Revision: 1 PSM 1-64-POH

30 May. 2014 Page 0-1
SECTION 0
INTRODUCTION DHC-6 SERIES 400
PSM 1-64-POH Revision: 1

Page 0-2 30 May. 2014
SECTION 0
LIST OF EFFECTIVE PAGES
This list shows the effective pages in the section, with their latest revision date. An
asterisk (*) indicates pages added or replaced at the latest revision. Technical changes
to the content are indicated by a black vertical line next to the change or the paragraph
that contains the change.
SECTION PAGE DATE SECTION PAGE DATE

0 *1 30 May. 2014 * 18 30 May. 2014
*2 Blank Page * 19 30 May. 2014
*3 30 May. 2014 * 20 30 May. 2014
*4 Blank Page * 21 30 May. 2014
*5 30 May. 2014 * 22 30 May. 2014
*6 30 May. 2014 * 23 30 May. 2014
*7 30 May. 2014 * 24 30 May. 2014
*8 30 May. 2014 * 25 30 May. 2014
*9 30 May. 2014 * 26 30 May. 2014
* 10 30 May. 2014 * 27 30 May. 2014
* 11 30 May. 2014 * 28 30 May. 2014
* 12 30 May. 2014 * 29 30 May. 2014
* 13 30 May. 2014 * 30 30 May. 2014
* 14 30 May. 2014 * 31 30 May. 2014
* 15 30 May. 2014 * 32 30 May. 2014
* 16 30 May. 2014 * 33 30 May. 2014
* 17 30 May. 2014 * 34 30 May. 2014

30 May. 2014 Page 0-3
SECTION 0

Page 0-4 30 May. 2014
SECTION 0
TABLE OF CONTENTS PAGE
0.1 Description and Organization of the Pilot Operating Handbook ......... 7

0.1.1 Contents ................................................................................ 7
0.1.2 Introduction (PSM 1-64-POH) – Section 0 ....................................... 7
0.1.3 Aircraft Flight Manual (PSM 1-64-1A) – Sections 1 to 5 ...................... 8
0.1.4 Excerpt from Weight and Balance Manual (PSM 1-64-8) – Section 6 ..... 8
0.1.5 Aircraft and Systems Description (PSM 1-64-POH) – Section 7 ............ 8
0.1.6 Handling, Servicing and Maintenance (PSM 1-64-POH) – Section 8 ...... 9
0.1.7 Approved AFM Supplements (PSM 1-64-1A) – Section 9 .................... 9
0.1.8 Safety and Operational Tips (PSM 1-64-POH) – Section 10 ................ 9
0.2 AFM Supplements – Provided by Manufacturer ............................. 10
0.3 Supplements Provided by Others ............................................... 11
0.4 Applicability of This Document .................................................. 12

0.4.1 Aircraft Built for Military Customers.............................................. 12
0.5 Symbols, Abbreviations, and Terminology ................................... 13

0.5.1 Publication Related Terminology ................................................. 13
0.5.1.1 Revisions........................................................................... 13
0.5.1.2 Revision Procedure .............................................................. 13
0.5.1.3 Amendments ...................................................................... 13
0.5.1.4 Supplements ...................................................................... 13
0.5.1.5 Supplement Revision Procedure .............................................. 14
0.5.1.6 Modifications ...................................................................... 14
0.5.1.7 Standard Order Options ........................................................ 14
0.5.1.8 Minimum Equipment List ....................................................... 14
0.5.1.9 Notes, Cautions and Warnings ................................................ 15
0.5.1.10 Procedures ........................................................................ 16
0.5.1.11 Metric (S.I.) Values ............................................................... 16
0.5.1.12 Blank Pages ....................................................................... 16
0.6 General Airspeed Terminology and Symbols ................................ 17
0.7 Meteorological Terminology ...................................................... 20
0.8 Engine Power Terminology........................................................ 22

30 May. 2014 Page 0-5
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0.9 Aircraft Performance and Flight Planning Terminology................... 27
0.10 Unscheduled Landing Terminology ............................................ 30
0.11 Regulatory Acronyms............................................................... 31
0.12 Conversion Information ............................................................ 32
0.13 About Viking Air Limited ........................................................... 34

Page 0-6 30 May. 2014
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0.1 Description and Organization of the Pilot Operating

Handbook
0.1.1 Contents
This document, Sections 1 through 10 inclusive, comprises the Pilot Operating
Handbook (POH) for the DHC-6 Series 400 Twin Otter, publication number PSM
1-64-POH.
The POH contains two types of information: approved and unapproved. The approved
information is contained in the Aircraft Flight Manual (AFM). Sections 1, 2, 3, 4, 5 and
any supplements in Section 9 are all approved data.
The unapproved information in Sections 0, 6, 7, 8 and 10 compliments, but does not

supersede, the contents of the AFM.
Each page of the AFM portion of this POH page carries the notation “TC Approved”.
Because the aircraft is manufactured in Canada, Transport Canada is the regulatory
authority responsible for approving the contents of the AFM.
If an aircraft is registered in a country other than Canada, it is normal practice for the
regulatory authority of the State of registration to also add their approval (by way of
stamp, signature, cover letter, etc.) to the approval page of the AFM. Note that provision
has been made on the approval page to fill in the serial number and the registration of
the specific aircraft that this AFM applies to. AFMs are not generic, and they will differ
from aircraft to aircraft as a result of different supplements and/or amendments required
for equipment that has been fitted to the aircraft.
Each aircraft must be equipped with an AFM that has been customized (by way of adding
and removing supplements from Section 9, and in some cases, adding amendments
or temporary amendment to Sections 1, 2, 3, 4, and 5) to reflect the equipment that is
fitted to that particular serial number aircraft, and each approved AFM must be marked
with the serial number and registration of the aircraft to which it applies on the Approval
Page of the AFM. This customized binder then forms part of the basic equipment of
the aircraft and must be carried on board the aircraft at all times in a location easily
accessible to the pilot.
It is the responsibility of the owner or operator of the aircraft to maintain this POH in a
current status and to incorporate successive revisions.
0.1.2 Introduction (PSM 1-64-POH) – Section 0

The Introduction section contains a description of the DHC-6 aircraft this document
applies to, a description of the POH, terms used in it, and how it is organized.

30 May. 2014 Page 0-7
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0.1.3 Aircraft Flight Manual (PSM 1-64-1A) – Sections 1 to 5

The Aircraft Flight Manual (AFM) is regulatory in nature and must be adhered to. It is
permitted to create operator-specific or aircraft-specific quick reference checklists for
daily use in the aircraft, provided that the content of these checklists does not conflict
with the AFM procedures. If it is found that an aircraft is being operated in a manner
that is not consistent with the directions published in the AFM, both the pilot(s) and
the operator may be liable to enforcement or disciplinary action from their regulatory
authority.
The layout and content of the AFM is defined by the certification regulations that
applicable to the aircraft. The main body of the AFM consists of five sections:
General, Limitations, Emergency and Abnormal Procedures, Normal Procedures, and
Performance. These sections are numbered 1 to 5 respectively, and the contents of
these first 5 sections apply to DHC-6 aircraft serial numbers 845 and subsequent.
Section 9 contains approved AFM Supplements which describe optional equipment.
Page numbering within the first five sections of the AFM follows the format “a-b”,
where “a” represents the section number, and “b” represents the page number. Page
numbering within the AFM supplements (Section 9) follows the format “a-s-b”, where
“s” represents the supplement number.
0.1.4 Excerpt from Weight and Balance Manual (PSM 1-64-8) –

Section 6
The information contained in the Weight and Balance (Section 6) explains procedures
to be followed to determine aircraft weight, arm, and moment.
There are two sections to the complete Weight and Balance Manual, which is available
as a stand-alone publication. The first section, General Weight and Balance Data, is
generic and is identical for all Series 400 aircraft. The contents of this first section have
been reproduced in Section 6 of this POH. The second section of PSM 1-64-8, Specific
Weight and Balance Data, is comprised of a detailed list of equipment fitted to each
individual aircraft and the actual current and historical aircraft weighing records.
The complete Weight and Balance Manual PSM 1-64-8 continues to be provided as a
stand-alone publication.
0.1.5 Aircraft and Systems Description (PSM 1-64-POH) – Section 7

The Aircraft and Systems Description Section of this POH provides a description of the
aircraft and its systems. System descriptions of optional equipment for which an AFM
supplement is provided can be found in the supplement.

Page 0-8 30 May. 2014
SECTION 0
0.1.6 Handling, Servicing and Maintenance (PSM 1-64-POH) –

Section 8
The information contained in the Handling, Servicing and Maintenance Section of this
POH provides guidance and information concerning towing, storage, and protection of
the aircraft as well as provision of services such as fuel and external power.
0.1.7 Approved AFM Supplements (PSM 1-64-1A) – Section 9

Sections 1 through 5 of the AFM provide approved procedures that are applicable to
all aircraft in ‘basic’ configuration – in other words, with standard wheel gear and no
optional equipment installed.
An approved AFM supplement is published for any optional equipment that changes
the Limitations, Emergency or Abnormal Procedures, Normal Operating Procedures,
or Performance characteristics of the aircraft. Optional equipment that does not affect
what is published in Sections 1 through 5 of this POH (for example, variations in cabin
furnishings) do not require an AFM supplement.
Only the AFM supplements that actually apply to the equipment fitted to an aircraft
should be included in the AFM for that aircraft. If additional equipment (for example,
aircraft tracking systems, etc.) is fitted after the aircraft leaves the factory, it is the
responsibility of the aircraft operator to ensure that a locally approved AFM supplement
is provided in this POH, and put into Section 9.
Approved AFM supplements provided by Viking Air Limited follow the same structure.
They are organized as if they were miniature flight manuals, with six sections: General,
Operating Limitations, Emergency and Abnormal Procedures, Normal Procedures,
Performance Data, and System Description. If an aircraft is fitted with equipment
described in an AFM supplement, the pilot must be familiar with the contents of
the supplement, and apply the procedures in the supplement(s) in addition to the
procedures set forth in the body text of the AFM.
0.1.8 Safety and Operational Tips (PSM 1-64-POH) – Section 10

Section 10 contains additional narrative information that expands and elaborates on
procedures presented in the approved sections of the AFM.

30 May. 2014 Page 0-9
SECTION 0
0.2 AFM Supplements – Provided by Manufacturer

The List of Supplements that describes the supplements applicable to the aircraft for
which this POH is issued, appears at the beginning of Section 9.
Only supplements that describe equipment actually fitted to a specific aircraft should
be placed in Section 9.

Page 0-10 30 May. 2014
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0.3 Supplements Provided by Others

If a modification is made to an aircraft and this modification affects the Limitations,
Normal Operating Procedures, Emergency Operating Procedures, or the Performance
of the aircraft, a locally approved AFM supplement must be provided. This locally
approved supplement should be inserted in Section 9 of this POH, along with any
previously listed Viking AFM supplements applicable to the aircraft.
Supplements describing Wipline Straight and Amphibious Floats and the R.W. Martin
Vapour Cycle Air Conditioner are examples of supplements published by others.

30 May. 2014 Page 0-11
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0.4 Applicability of This Document

This Pilot Operating Handbook provides guidance to pilots, operators and regulators of
all DHC-6 Series 400 aircraft.
The Series 400 is the fourth production series of DHC-6 aircraft and received Transport
Canada Type Certification in 2010. Series 400 and variant aircraft can be identified by
PT6A-34 engines in place of the PT6A-20 or PT6A-27 engines used on earlier aircraft,
fitment of a four screen ‘glass cockpit’ using a Honeywell Primus Apex® avionics suite,
and a cabin complying to later safety standards.
0.4.1 Aircraft Built for Military Customers

DHC-6 aircraft built for military customers may be specially configured or fitted with
equipment that has not been approved for use in aircraft that are built for civil operations.
If these aircraft are brought onto the civil register in the future, it is the responsibility of
new owner to bring the aircraft into compliance with the Type Certificate for the Series
400 aircraft.

Page 0-12 30 May. 2014
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0.5 Symbols, Abbreviations, and Terminology

0.5.1 Publication Related Terminology
0.5.1.1 Revisions
Revisions are changes which affect the Pilot Operating Handbooks of all aircraft.
They may consist of revised operating procedures, additional practices or procedures
affecting personnel, aircraft, or equipment safety; revised operating limitations or
performance data or corrections.
Future changes to the POH text or illustrations arising from revisions will be identified
by a vertical revision bar (black line) in the outside margin of the affected page, next to
the change.
0.5.1.2 Revision Procedure

To keep this POH current, revisions will be issued to the most recent registered owner
of the aircraft. Revisions to the POH will consist of a Transmittal Letter, a Log of
Revisions, a Log of Temporary Revisions, a List of Effective Pages, and any new or
revised pages. If a supplement or amendment is revised, it will be accompanied by a
new List of Supplements or Log of Amendments.
Operators are requested to keep Viking Air Limited advised of their current postal
address and the serial numbers of DHC-6 aircraft that they operate. Contact information
for Viking Air Limited can be found on the last page of this section.
0.5.1.3 Amendments
Amendments introduce changes arising from the embodiment of modifications.
Amendments should be inserted only in handbooks of aircraft when such modifications
are fitted to that aircraft. Amendments are published on light green coloured sheets,
and these sheets are then inserted in the POH opposite the page that they modify. The
procedures published in the amendment then supersede and replace the procedures
published in the body text of the POH.
0.5.1.4 Supplements
Supplements contain procedures and performance data that pertain to optional or
special order equipment. Some supplements permit operations using alternative
procedures. Supplements should only be inserted in Pilot Operating Handbooks of
aircraft which have such installations or equipment incorporated. Supplements are filed
in Section 9 of this POH.

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Examples of a Supplement:
1 Supplement 1 contains General, Limitations, Emergency Abnormal and Normal

Procedures, Performance Data, and System Description that is applicable only to
aircraft fitted with surface de-icing equipment. If your aircraft is not fitted with the
de-icing equipment described in this supplement, you should remove and discard
this supplement.
2 Supplement 8 contains General, Limitations, Emergency Abnormal and Normal

Procedures, Performance Data, and System Description that is applicable only to
aircraft fitted with wing fuel tanks. If your aircraft is not fitted with wing fuel tanks as
described in this supplement, you should remove and discard this supplement.
0.5.1.5 Supplement Revision Procedure

When a supplement is revised or a new supplement is issued, it will be distributed in
accordance with the Revision Procedure.
0.5.1.6 Modifications
The term ‘Mod’ is commonly used as an abbreviation for modification. Viking Air Limited
identifies each change to the originally certified design of the aircraft with a uniquely
numbered modification. For the DHC-6 Series 400, modification numbers begin at
6/2000. When each new aircraft leaves the factory, it is supplied with a document that
lists what modifications were embodied into the aircraft during manufacture.
0.5.1.7 Standard Order Options

S.O.O. is the abbreviation for Standard Order Option. These include options such
as installation of equipment required for certification for flight into known icing. As
with Mods, the S.O.O. status of the aircraft is important to the pilot for the purpose of
determining which AFM procedure to use.
0.5.1.8 Minimum Equipment List

A Minimum Equipment List (MEL) is not part of an AFM. A MEL is a document that has
been approved by the regulatory authority of the state of registration of the aircraft that
grants the aircraft operator relief to permit continued operation of the aircraft with certain
specified items of equipment inoperative for a defined period of time until repairs can
be accomplished. For example, display of aileron trim tab position is provided on every
DHC-6 aircraft. This display is basic to the design of the aircraft, and the type approval
was granted on the understanding that this display would be present and functional at
all times. If the display does not work the aircraft cannot be legally dispatched unless a
locally approved MEL exists that provides permission for operation with an inoperative
aileron trim display. Such permission may also impose obligations on the flight crew
or maintenance staff, for example, to visually confirm that the aileron trim tab is in the
neutral position prior to every take-off.

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MELs are developed by each individual operator based on guidance provided in a

Master Minimum Equipment List (MMEL) that has been approved by the regulatory
authority of the state of design. The operator’s own unique MEL is then submitted to
and approved by the regulatory authority of the state of registration of the aircraft. For
Canadian manufactured aircraft such as the DHC-6, Transport Canada will approve a
MMEL that has been produced by the Type Certificate holder of the aircraft.
The MMEL itself cannot be used in its original format by pilots and engineers. While
the MMEL is applicable to all serial numbers and all versions of an aircraft type, the
operator-specific MEL, that is derived from the MMEL, is tailored to the air operator's
specific aircraft and operating environment, and may be dependent upon the route
structure, geographic location, the number of airports where spares and maintenance
capability are available, and the legislative requirements imposed by the state of registry
or state of operation of the aircraft.
It is beyond the scope of the introduction section of this AFM to describe the process
that operators are obliged to follow to develop their own individual operator or aircraft
specific MEL. The regulatory authority of the state of registration should be consulted
for guidance.
If a particular component is not listed in the MMEL – for example, the stall warning
system – then that component is considered essential and it must be operational for
flight. An operator MEL may not be less restrictive than the MMEL.
0.5.1.9 Notes, Cautions and Warnings

Specific items requiring emphasis are expanded upon and ranked in increasing order
of importance in the form of a NOTE, CAUTION or WARNING.
Notes follow information that has already been presented. Warnings and Cautions may,
depending on context, precede the information, procedure or technique to which they
apply.
NOTE: A note expands on information which has already been provided. Notes
are provided to assist the reader in comprehending and applying information that
has been presented in the AFM or to apply emphasis to an operating practice or
condition.
CAUTION: A CAUTION PROVIDES INFORMATION TO PREVENT MISUSE
OF SYSTEMS WHICH COULD DIRECTLY AFFECT THEIR FUNCTION OR
SERVICEABILITY. CAUTIONS ARE INTENDED TO ALERT THE READER TO
THE RISK OF DAMAGING THE AIRCRAFT OR EQUIPMENT IF A PROCEDURE
OR TECHNIQUE IS NOT CAREFULLY FOLLOWED.

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Cautions are preceded by the symbol that follows:
WARNING: A WARNING EMPHASIZES INFORMATION OF CONSIDERABLE

FLIGHT SAFETY IMPORTANCE. WARNINGS ARE INTENDED TO ALERT THE
READER TO THE RISK OF PERSONAL INJURY OR LOSS OF LIFE IF A
PROCEDURE OR TECHNIQUE IS NOT CAREFULLY FOLLOWED.
Warnings are preceded by the symbol that follows:
0.5.1.10 Procedures
Section 3 of this POH provides operational procedures for reasonably foreseeable
emergency and abnormal operations. Section 4 provides operational procedures
for normal operations. An operational procedure is a step by step method used to
accomplish a specific task. Procedures are classified as follows:
0.5.1.10.1 Normal Procedure

A procedure associated with systems that are functioning in their usual manner.
0.5.1.10.2 Abnormal Procedure

A procedure requiring action, due to the failure of a system or a component, in order to
maintain an acceptable level of safety for continued flight and landing.
0.5.1.10.3 Emergency Procedure

A procedure requiring immediate action to protect the aircraft and occupants from
serious harm.
0.5.1.11 Metric (S.I.) Values

In many cases, metric units have been added in parentheses following Imperial units
of measure. The metric units are direct conversions of the preceding Imperial unit.
Conversions have been rounded to the level of precision inherent in the original Imperial
value.
Metric conversions have not been provided for values that are only expressed in a
single unit of measure by the aircraft indication system (e.g. torque, pressures in PSI).
0.5.1.12 Blank Pages

Pages that have been intentionally left blank will be so indicated by the statement “This
Page Intentionally Left Blank”.

Page 0-16 30 May. 2014
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0.6 General Airspeed Terminology and Symbols

CAS Crew Alerting System, the portion of the Apex avionics
system that presents warning, caution, advisory and status
messages to the crew. To avoid confusion between the two
abbreviations, KCAS has been used in this manual for all
references to airspeed.
KCAS Calibrated Airspeed expressed in “knots” (nautical miles
per hour).
KIAS Knots Indicated Airspeed is the speed indicated by the
pointer on the airspeed tape, expressed in nautical miles per
hour.
KTAS Knots True Airspeed
V1 Decision Speed is used in performance charts found in
Section 5 of the AFM. V1 is the highest airspeed on the
ground at which, as a result of engine failure or other
reasons, the pilot is assumed to have made a decision to
either continue or reject the take-off. For the purpose of
calculating accelerate-stop distance, it is the highest speed
at which a take-off would be rejected.
V2 Take-off Safety Speed is the actual speed at 35 feet above
the runway surface as demonstrated in flight during single
engine take-off.
VA Maneuvering Speed is the maximum speed for maneuvers
involving an approach to a stall condition, or full application
of one of the primary flight controls. It is equal to the stalling
speed of the aircraft at maximum allowable positive g load.
VB Gust Penetration Speed is the maximum speed
recommended for flight in rough air.
VEF Engine Failure Speed is the speed at which the engine was
presumed to have failed during the take-off roll.
VFE Maximum Flap Extended Speed is the highest speed
permissible with wing flaps in a specified position. There are
two VFE speeds published for DHC-6, one is for flight with
flaps extended up to and including 10°, the other is for flight
with flaps extended greater than 10°.

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VLOF Liftoff speed is used in certain performance graphs found in

Section 5. It is the speed at which the aircraft actually leaves
the runway surface.
VMO Maximum Operating Speed is the speed that may not be
deliberately exceeded at any time.
VMC Minimum Control Speed is the lowest speed at which the
aircraft is controllable in flight in the take-off configuration
(flaps 10° for a landplane) with one engine operating at
maximum power (50 PSI torque, 96% NP) and the propeller
of the other engine feathered. Below this speed, it is not
possible to maintain control of the aircraft if maximum
continuous power or maximum take-off power is set on the
operating engine.
VR Rotation Speed is the speed at which the pilot initiates a
change in the attitude of the aircraft with the intention of
leaving the ground.
VREF Landing Approach Speed is the speed used for final
approach and landing, and also the speed upon which
the balked landing rate of climb and gradient of climb
performance charts are based upon.
VS Stalling Speed (or minimum steady flight speed) is the
lowest speed at which the aircraft is controllable.
VS0 Stalling Speed (or minimum steady flight speed) at which
the aircraft is controllable in the landing configuration (full flap
is presumed) and at the most forward center of gravity.
VS1 Stalling Speed with a specified configuration at a specified
weight.
VTD Touchdown Speed is the speed at which the aircraft is
assumed to touch down following a landing maneuver.
VX Best Angle of Climb Speed is the speed that results in
the greatest gain of altitude over a given horizontal distance
forward.
VY Best Rate of Climb Speed is the speed which results in the
greatest gain of altitude within a given period of time.

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VYSE Best Rate of Climb Speed – One Engine Inoperative is

the speed which results in the greatest gain of altitude within
a given period of time, while flying one engine feathered and
the other engine at MTOP or Maximum Continuous Power.

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0.7 Meteorological Terminology

De-ice or De-icing The periodic shedding or removal of ice accumulations from
a surface. This is accomplished by destroying the bond
between the ice and the protected surface.
Freezing Drizzle Drizzle is precipitation on the ground or aloft in the form of
liquid water drops that have diameters less than 0.5 mm and
greater than 0.05 mm (100 μm to 500 μm). Freezing drizzle
exists at air temperatures less than 0°C (supercooled),
remains in liquid form, and freezes upon contact with objects
on the ground or airborne.
Freezing Precipitation Freezing rain or drizzle falling through or outside a visible
cloud.
Freezing Rain Rain is precipitation on the ground or aloft in the form of liquid
water drops which have diameters greater than 0.5 mm.
Freezing rain is rain that exists at air temperatures less than
0°C (supercooled), remains in liquid form, and freezes upon
contact with objects on the ground or airborne.
Icing Conditions The presence of atmospheric moisture and temperature
conducive to airplane icing.
OAT Outside Air Temperature is the ambient temperature of the
outside air.
Pressure Altitude Pressure Altitude is the altitude read from an altimeter when
the barometric subscale of the altimeter has been set to
29.92 inches of mercury (1013.2 millibars).
ISA International Standard Atmosphere is an atmosphere in
which:
1 the air is a dry perfect gas,
2 the temperature at sea level is 15°C (59°F),
3 the pressure at sea level is 29.92 inches of mercury

(1013.2 millibars),
4 the temperature gradient from sea level upwards to the

altitude where the temperature is –49.2°C (–56.5°F), is
1.98°C per 1,000 feet.

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Supercooled Drops Water drops that remain unfrozen at temperatures below

0°C. Supercooled drops exist in clouds, freezing drizzle, and
freezing rain in the atmosphere. These drops may freeze on
contact with aircraft surfaces.
SAT Static Air temperature is true ambient air temperature.
Static Air Temperature is equal to Total Air Temperature
corrected for the effect of ram air temperature rise. This
correction, which is negligible at the speeds the DHC-6
operates at, is automatically applied by the ADAHRS
computer. The OAT displayed on the Primary Flight Displays
is actually SAT.

30 May. 2014 Page 0-21
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0.8 Engine Power Terminology

Acceleration Limit In order to provide the pilot with greater latitude in operating
the engine, particularly during critical phases of flight such as
a go-around, a missed approach, or an engine failure, Pratt
and Whitney have published acceleration limits. Acceleration
limits indicate the extent to which an engine indication can
exceed the normal maximum limit, but only for a momentary,
non-stabilized transient (generally interpreted to be 2 seconds
or less, although the key criteria is ‘non-stabilized’).
Beta Range Beta Range is the propeller operational mode in which the
propeller blade angle is controlled by the beta reverse valve,
not by the propeller governor. If the propeller speed indicated
on the NP display is less than the propeller speed that has
been selected with the propeller lever, the propeller is in beta
range.
Constant Speed Range Constant Speed Range is the propeller operational mode
in which propeller rotational speed is being controlled by
the propeller governor. Provided the engine is producing
sufficient power, the propeller governor continually adjusts
blade angle in order to maintain the propeller speed selected
by the pilot using the propeller control lever.
Flameout Flameout refers to the unintentional extinguishing of the
flame in the engine combustion chamber during engine
operation. Flameout of PT6A series engines is very rare,
and is usually caused by an interruption in the supply of fuel
being provided to the engine, or an accumulation of ice on
the engine air intake screen.
Flat Rating Flat Rating refers to the practice of artificially limiting the
power output of an engine to a lower power output than the
engine manufacturer designed the engine to produce.
The PT6A-34 engine installed on the DHC-6 Series 400 is
limited to a power output of 620 SHP, which is equivalent to
50 PSI of torque.

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Hot Start Hot Start is an engine start that results in any of the following
conditions:
1 T5 is greater than 1090°C at any time
2 T5 is greater than 980°C (but less than 1090°C) for more

than 2 seconds
3 T5 is greater than 925°C (but less than 980°C) for more

than 10 seconds
T5 temperatures as high as 925°C are allowed without

time limitation for the entire duration of the start. Starting
temperatures greater than 850°C are abnormal and should
be investigated for cause.
Hung Start Hung Start is an engine start attempt during which the engine
fails to accelerate up to normal idle speed after having lit up.
Idle Idle is the lowest steady-state speed that the gas generator
section of the engine is designed to operate at. At ISA,
idle is typically 52% NG. Idle speed will begin to increase at
pressure altitudes above approximately 3,000 feet.
Idle Stop Idle Stop refers to the aft-most position that the power levers
can be moved to (the flight idle position) without twisting the
power lever grips to overcome the mechanical barrier. It is
prohibited to twist the power lever grips and move the power
levers aft of the mechanical barrier in flight.
NG NG (or Gas Generator Speed) is the speed of the gas
generator or engine compressor, as a percentage. Adjusting
the power lever changes the set point of the engine fuel
control unit, which is the speed governor for the gas
generator.
NP NP (or Propeller Speed) is the speed the propeller or turbine,
as a percentage. Propeller speed is directly controlled with
the PROP lever. Adjusting the PROP lever changes the set
point of the propeller governor, which is the speed governor
for the power section of the engine.
Maximum Climb Power Maximum Climb Power is the maximum power approved
for normal climb. There is no time restriction associated with
the use of maximum climb power. Maximum climb power is
calculated using a chart that is published in Section 5 of this
AFM.

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Maximum Cruise Maximum Cruise Power is the maximum power approved

Power for normal cruise. There is no time restriction associated with
the use of maximum cruise power. Maximum cruise power is
calculated using a chart that is published in Section 5 of this
AFM.
Maximum Take-off Maximum Take-off Power is the power setting that is
Power approved, and must be set for each take-off.
It is mandatory to set the propellers to the maximum RPM
(96% NP) position for every take-off, and it is also mandatory
to leave maximum take-off power set until the completion of
flap retraction. Full flat-rated (50 PSI torque) take-off power
is available up to ISA +27°C at sea level.
Maximum Continuous Is the power setting approved for continuous usage. For
Power the PT6A-34 engine, Maximum Continuous Power and
Maximum Take-off Power are identical.
Maximum Power The command Maximum Power refers to the practice
of setting engine power by advancing the power and
propeller levers until the first redline (Torque, T5, or NG)
is reached. Setting power this way is not an approved power
setting; however, it is sometimes necessary to do this in an
emergency.
PSI (torque) Engine torque is measured in pounds per square inch, which
is abbreviated to PSI. To convert torque PSI indications for the
PT6A-34 engine to foot-pounds (ft-lbs), multiply PSI by 30.57.
Propeller RPM Propeller RPM is the rotational speed of the propeller
expressed in revolutions per minute. There is a 15:1
reduction gearing between the power turbine and the
propeller, resulting in a propeller RPM of 2200 and a power
turbine RPM of 33,000 for an NP of 100%. The calculation
to determine Propeller RPM is as follows: Propeller RPM =
(33,000 ÷ 15) x NP.
RPM Rotations (or revolutions) per minute.
Service Ceiling The maximum density altitude at which the aircraft can
maintain a climb rate of 100 feet per minute with both engines
operating at maximum continuous power.

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SFC Specific Fuel Consumption is a measure of the fuel

consumption of the engine and is expressed in pounds of
fuel burned (WF) per equivalent shaft horsepower (ESHP)
per hour.
SHP Shaft Horsepower. Free turbine engines such as the PT6A
series do not have a gauge or indicating device that directly
displays horsepower being delivered to the propeller (in other
words, horsepower coming from the shaft at the front of the
engine). Shaft horsepower being produced is dependent on
both torque setting and propeller speed. For the PT6A-34
engine, the calculation used to determine SHP is as follows:
An example of a calculation for take-off power of a DHC-6

under ISA conditions is as follows:
ESHP Equivalent Shaft Horsepower. ESHP is shaft horsepower,

with the beneficial effect of engine exhaust thrust converted to
horsepower and then added. When set to maximum take-off
power at ISA, the exhaust blast from each engine adds the
equivalent of about 30 horsepower.
STOL Short Take-off and Landing
Torque Torque is a measurement unit used to measure rotational
moment. In the context of a DHC-6, the turning power being
applied to the propeller by the engine is measured and
displayed on the torque indicator.
T5 Temperature at Engine Station 5 is the temperature
measured between the compressor turbine wheel and the
power turbine wheel. It is sometimes referred to as interstage
turbine temperature (ITT).
WF Fuel Flow, expressed in pounds per hour.
Windmilling Windmilling refers to propeller rotation being caused by the
airstream, rather than the engine. If the aircraft is parked with
the engine shut down and the propeller is not secured, it will
windmill in a strong wind.

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Zero Thrust The absence of appreciable thrust in either direction. This

amount of thrust may be simulated in flight by setting the
engine torque between 6 and 10 psi depending on speed.

Page 0-26 30 May. 2014
SECTION 0
0.9 Aircraft Performance and Flight Planning Terminology

Accelerate – Stop The distance required to accelerate an aircraft on two engines
Distance to a speed of V1, reject the take-off and bring the aircraft to
a halt.
Accelerate – Go The distance required to accelerate an aircraft to a specified
Distance speed (typically the engine failure speed, VEF), then continue
the take-off on one engine, become airborne, accelerate to a
safe climb speed, and reach a specified height above ground
level.
Balked Landing For certification purposes, a Balked Landing consists of
application of full take-off power to both engines while the
aircraft is in the landing configuration flaps 37°.
Basic Empty Weight Weight of the aircraft, including aircraft interior fittings
supplied by the factory, unusable fuel, full operating fluids
(other than fuel), full oil, and any optional equipment added
during or after manufacture.
Climb Gradient The ratio of the change in height during a portion of climb
compared to the horizontal distance travelled during the
same time interval.
Contaminated Runway Generally speaking, a Contaminated Runway has standing
water, slush, snow, compacted snow, ice, frost or drifting
sand, covering more than 25% of the required length and
width of its surface. The precise definition of a Contaminated
Runway is set out by the regulatory authority of the state of
registration of the aircraft, and the governing regulations take
precedence over this description.
Damp Runway A runway is considered damp when the surface is not dry, but
the moisture present on it does not give a shiny appearance.
A damp runway is considered to be dry for the purpose of
performance planning.
Datum A reference point from which all distances used for station
numbers are measured.
Dry Runway A Dry Runway is neither “wet”, “damp” or “contaminated”.

30 May. 2014 Page 0-27
SECTION 0
Demonstrated Demonstrated Crosswind Velocity is the velocity of the

Crosswind Velocity crosswind component for which adequate control of the
aircraft during take-off and landing, was demonstrated
during the certification tests. The value provided has
been demonstrated, but is not limiting. No testing by the
manufacturer has been carried out at values above 20 knots,
which is equal to 27 knots at typical windsock or anemometer
height.
g g is acceleration force. It is the unit of measure used to
express load factor.
Grass Runway A smooth runway surface, similar to a hard runway except
that is surfaced with well maintained grass.
Hard Runway A smooth hard surface such as (but not limited to) concrete
or asphalt pavement that is suitable for take-off and landing.
Landing Distance Landing Distance is measured beginning at a point 50 feet
above the elevation of the runway to the point at which the
aircraft has landed on the runway and come to a complete
stop. This assumes a steady descending 3° approach and a
speed of 1.3 x VS or 1.05 x VMC, whichever is higher.
LEMAC Leading Edge of Mean Aerodynamic Chord
MAC Mean Aerodynamic Chord
NMPP An abbreviation for Nautical Miles Per Pound, which is the
distance that can be expected per pound of fuel burned.
OEI One Engine Inoperative, a term used in performance charts.
PPH PPH indicates Pounds Per Hour, another measurement of
fuel consumption.
Station A location along the aircraft fuselage, normally described as
a distance from a datum.
Take-off Distance Take-off Distance is the distance required to take-off from
a standing start with full take-off power set prior to brake
release, and to climb to a height of 50 feet above the ground
(both engines operating), or 35 feet above the ground (one
engine operating).
TEMAC Trailing Edge of Mean Aerodynamic Chord

Page 0-28 30 May. 2014
SECTION 0
Unusable Fuel Unusable Fuel is the quantity of fuel that is not available for
use in flight. In the case of the DHC-6, this is 23 lbs (10 kg)
of fuel, or about 1% of total fuel quantity.
Usable Fuel Usable Fuel is the other 99% of total fuel capacity that can
be burned by the engines during flight.
Weight The weight of the aircraft in pounds (lbs) or kilograms (kg).
Wet Runway A Wet Runway is covered with sufficient moisture to cause it
to appear reflective, but is not "contaminated". A runway with
greater than 0.125 of an inch (3 mm) of standing water on it
is deemed to be a contaminated runway.

30 May. 2014 Page 0-29
SECTION 0
0.10 Unscheduled Landing Terminology

Some abnormal or emergency conditions may require the crew to land the aircraft prior
to reaching their planned destination. Two different phrases are used in this POH.
Land as soon as possible – This means land without delay at the nearest aerodrome
that can safely be used after giving due consideration to the runway surface, runway
length, and prevailing weather conditions. This is the highest form of urgency.
Depending on the level of urgency, the pilot may wish to consider making an off-airport
(precautionary) landing.
Land as soon as practical – This means land at the next available aerodrome that can
safely be used after giving due consideration to passenger convenience after landing
and/or the possibility of having the aircraft serviced, as well as suitability of the runway
surface, runway length, and prevailing weather conditions. This describes a less urgent
condition than “land as soon as possible”.

Page 0-30 30 May. 2014
SECTION 0
0.11 Regulatory Acronyms

AFM Aircraft Flight Manual
AWM Airworthiness Manual (A Transport Canada publication).
CAR 3 Civil Air Regulation 3, a certification regulation published
by the United States government prior to the establishment
of the FARs.
CAR When used without the ‘3’, an abbreviation for Canadian Air
Regulation.
DOT Department of Transport. This was the name of the
Canadian regulatory authority. This authority is now known
as Transport Canada.
EASA European Aviation Safety Agency
EU OPS-1 Common technical requirements and administrative
procedures applicable to commercial transportation by
aircraft carried out by operators in EASA member states.
FAA Federal Aviation Administration, the regulatory authority
of the United States of America.
FAR Federal Aviation Regulation, a regulation published by the
FAA.
FIKI Flight In Known Icing
GNSS Global Navigation Satellite System
ICAO International Civil Aviation Organization
IFR In this publication, IFR refers to operation under Instrument
Flight Rules, regardless of whether the weather conditions
are VMC or IMC.
PERFORMANCE A A performance specification set out in EU OPS-1
POH Pilot Operating Handbook
RNP Required Navigation Performance
SFAR 23 Special Federal Aviation Regulation 23, a certification
regulation published by the FAA.
TCCA Transport Canada – Civil Aviation. The Canadian
regulatory authority.

30 May. 2014 Page 0-31
SECTION 0
0.12 Conversion Information

The following formulas can be used to make measurement conversions:
GENERAL
Fahrenheit (°F) = (°C x 1.8) + 32
Celsius (°C) = (°F - 32) x 0.556
Statute Mile (sm) = Nautical Mile (nm) x 1.151
Nautical Mile (nm) = Statute Mile (sm) x 0.869
Jet Fuel (JET A) Standard Weights at 15°C (Relative Density 0.806)
One (1) Litre = 1.777 lbs

One (1) U.S. Gallon (US gal) = 6.73 lbs
One (1) Imperial Gallon (IMP gal) = 8.078 lbs
STANDARD TO METRIC
Inches (in) = Millimetres (mm) x 0.039
Inches (in) = Centimetres (cm) x 0.393
Feet (ft) = Meters (m) x 3.281
Yards (yd) = Meters (m) x 1.094
Statute Miles (sm) = Kilometres (km) x 0.621
Nautical Miles (nm) = Kilometres (km) x 0.54
US Gallons (US gal) = Litres x 0.264
Imperial Gallons (IMP gal) = Litres x 0.22
Pounds (lbs) = Kilograms (kg) x 2.205
PSI = Bar x 14.504
METRIC TO STANDARD
Millimetres (mm) = Inches (in) x 25.4
Centimetres (cm) = Inches (in) x 2.54

Page 0-32 30 May. 2014
SECTION 0
Meters (m) = Feet (ft) x 0.305
Meters (m) = Yards (yd) x 0.914
Kilometres (km) = Statute Miles (sm) x 1.61
Kilometres (km) = Nautical Miles (nm) x 1.852
Litres = US Gallons (US gal) x 3.785
Litres = Imperial Gallons (IMP gal) x 4.546
Kilograms (kg) = Pounds (lbs) x 0.454
Bar = PSI x 0.069

30 May. 2014 Page 0-33
SECTION 0
0.13 About Viking Air Limited

Viking was established in Victoria, British Columbia, Canada in 1970. Company head
offices, manufacturing and maintenance, repair, and overhaul facilities are located at
Victoria International Airport (CYYJ) in Sidney, BC, approximately 12 nautical miles
north of the City of Victoria.
Since 1983, Viking has held the exclusive rights to spare parts manufacturing and
distribution for the DHC-2 Beaver and the DHC-3 Single Otter aircraft and has been a
major supplier to Bombardier for the Twin Otter and DASH 7 Series product lines.
Viking acquired the Type Certificate and production rights to the DHC-6 aircraft from
Bombardier Aerospace in January of 2006. The transfer of the Type Certificates
completes a transaction first announced in May 2005, at which time Viking acquired
specific assets from Bombardier’s Commercial Service Centre (CSC) division, including
product support responsibilities for seven de Havilland heritage aircraft.
Since that time, Viking has successfully integrated the Bombardier CSC responsibilities,
expanded operations in Victoria, B.C., opened a warehousing, distribution and
new aircraft assembly facility in Calgary, Alberta. Viking now provides a complete
range of services for all of de Havilland’s out of production aircraft, including spare
parts manufacturing and distribution, sales and customer service, technical support,
maintenance, repair and overhaul, and engineering services.
Viking also owns the Type Certificates and provides support for the de Havilland
Canada DHC-1 Chipmunk, DHC-2 Beaver, DHC-2T Turbo Beaver, DHC-3 Otter, DHC-4
Caribou, DHC-5 Buffalo, and DHC-7 DASH 7.
In 2008, Viking began production of the new Series 400 DHC-6 aircraft in Calgary,
Alberta, Canada.
Company Contact Information

Viking Air Limited
Sidney, B.C., Canada
V8L 5V5
Telephone: +1 (250) 656-7227
24 Hour AOG Support:

USA & Canada: 1 (800) 663-8444
International 1 (800) 6727–6727
Internet: www.vikingair.com
E-mail: info@vikingair.com

Page 0-34 30 May. 2014
TC Approved SECTION 1
DHC-6 SERIES 400 GENERAL
SECTION 1
GENERAL
Revision: 1 PSM 1-64-1A

30 May. 2014 Page 1-1
SECTION 1 TC Approved
GENERAL DHC-6 SERIES 400
PSM 1-64-1A Revision: 1

Page 1-2 30 May. 2014

1 *1 30 May. 2014 *8 30 May. 2014
*2 Blank Page *9 30 May. 2014
*3 30 May. 2014 * 10 30 May. 2014
*4 Blank Page * 11 30 May. 2014
*5 30 May. 2014 * 12 30 May. 2014
*6 Blank Page * 13 30 May. 2014
*7 30 May. 2014 * 14 30 May. 2014

30 May. 2014 Page 1-3

Page 1-4 30 May. 2014
1.1 General.................................................................................... 7
1.2 Scope ...................................................................................... 8
1.3 Leading Particulars.................................................................... 9

1.3.1 General ................................................................................. 9
1.3.2 Airframe ................................................................................. 9
1.3.3 Dimensions............................................................................. 9
1.3.4 Wing Area & Loading ................................................................ 9
1.4 Cabin Dimensions ................................................................... 10

1.4.1 Baggage Compartment Volume ................................................. 10
1.4.2 Engines ............................................................................... 10
1.5 Aircraft Descriptive Data (Quick Reference).................................. 11

1.5.1 Engine ................................................................................. 11
1.5.2 Propeller ............................................................................. 11
1.5.3 Fuel .................................................................................... 11
1.5.4 Oil ..................................................................................... 12
1.5.5 Maximum Weights .................................................................. 12
1.5.6 Cabin and Baggage Door Dimensions ......................................... 12
1.5.7 Extreme Temperature Operation ................................................. 12
1.5.8 Aircraft Dimensions ................................................................. 13
List of Tables Page
1-1 Engine Ratings ..................................................................... 10

1-2 Fuel Tank Capacities .............................................................. 12
List of Figures Page
1-1 Aircraft Dimensions ................................................................ 14

30 May. 2014 Page 1-5

Page 1-6 30 May. 2014
1.1 General
This section contains basic data and information of general interest to the pilot.

30 May. 2014 Page 1-7
1.2 Scope
This Aircraft Flight Manual (AFM) – PSM 1-64-1A, includes the material required to
be furnished by Transport Canada and additional information provided by the Type
Certificate Holder and constitutes the Transport Canada approved Aircraft Flight
Manual. It is the responsibility of the operator and flight crew to achieve maximum
utilization as an operating guide for the pilot.

Page 1-8 30 May. 2014
1.3 Leading Particulars

1.3.1 General
AIRCRAFT TYPE & MODEL: DHC-6 Twin Otter (Series 400)
MAXIMUM TAKE-OFF WEIGHT: 12,500 lbs (5,670 kg)
MAXIMUM LANDING WEIGHT: 12,300 lbs (5,580 kg)
NUMBER OF FLIGHT CREW: 1 or 2
MAXIMUM NUMBER OF PASSENGERS: 19
1.3.2 Airframe
CONFIGURATION & CONSTRUCTION:
All-metal, high-wing monoplane with a fixed tricycle landing gear, equipped with
steerable nose wheel.
FLIGHT CONTROLS:
Conventional three-control, dual, side-by-side rudder pedal control column combination.
1.3.3 Dimensions
NOTE
Dimensions to ground line are approximate only and may vary
depending on aircraft configuration and loading conditions. (Refer to
Figure 1-1).
Wing Span 65 feet (19.8 m)

Length 51 feet, 9 inches (15.8 m)
Cabin Height 9 feet, 8 inches (2.95 m)
Tail Height 19 feet, 9 inches (6.02 m)
1.3.4 Wing Area & Loading

Wing Area 420 square feet (39.02 m2)
Wing Loading at Gross Weight 29.8 lbs per square foot (145.5 kg/m2)
Power Loading at Gross Weight 10.1 lbs/SHP (6.1 kg/kW)

30 May. 2014 Page 1-9
1.4 Cabin Dimensions

Cabin Length 18 feet, 5 inches (5.61 m)
Cabin Width at Floor Level 4 feet, 4 inches (1.32 m)
(Fwd of FS 239)
Cabin Height 4 feet, 11 inches (1.5 m)
Cabin Volume (usable) 384 cubic feet (10.87 m3)
Cabin Doors (left side) 56 inches x 50 inches (1.42 m x 1.27 m)
Cabin Doors (right side) 30 inches x 45.5 inches (76 cm x 1.16 m)
1.4.1 Baggage Compartment Volume

Extended Rear Baggage Compartment: 88 cubic feet (2.49 m3)
Front Baggage Compartment: 35 cubic feet (1.0 m3)
NOTE
Front Baggage compartment volume will be reduced if an air
conditioner and/or TCAS II is fitted.
1.4.2 Engines
TYPE: Two Pratt & Whitney Aircraft of Canada Limited, PT6A-34, single-stage, free
turbine engines.
Table 1-1 Engine Ratings

RATING (Sea Level, Static): SHP kW
Take-off – 96% NP 620 462.3
(to ISA +27°C, SL)
Maximum Continuous Power – 96% NP 585 436.2
(to ISA +22°C, SL)
Maximum Cruise Power – 96% NP 585 436.2
(to ISA +22°C, SL)
Maximum Climb Power – 96% NP 585 436.2
(to ISA +22°C, SL)

Page 1-10 30 May. 2014
1.5 Aircraft Descriptive Data (Quick Reference)

Only minimal information conforming to GAMA Specification 1 is presented here. Refer
to Section 7 of the POH, “Aircraft and Systems Description”, for a detailed description of
the aircraft and its systems.
1.5.1 Engine
DHC-6 Series 400 aircraft are fitted with two Pratt & Whitney Canada PT6A-34 engines
that have been flat rated to a maximum of 620 HP, which is equivalent to 50 PSI of
torque at 96% NP.
The PT6A series of engines are reverse flow, annular combustion, free turbine
engines. The ‘small’ series of PT6A engines, which includes the -34 version, contain
a compressor consisting of three axial stages and one centrifugal stage driven by a
single compressor turbine wheel. The power section consists of a single power turbine
driving the propeller via a 15:1 reduction gearbox. Engine limitations can be found in
Section 2 of this AFM, and additional descriptive information about the engine can be
found in Sections 7 and 10 of the POH.
1.5.2 Propeller
The standard propeller is made by Hartzell. It is hydraulically controlled, three blade,
constant speed, fully reversing and fully feathering. The hub is a HC-B3TN-3D. If the
propeller is equipped with blade latches for floatplane operation, the letter Y will be
present at the end of the hub model number. The primary propeller governor is a
Woodward type 8210-004, and the propeller overspeed governor is a Woodward type
210625. The propeller is 8 feet 6 inches (2.6 m) in diameter. At nominal aircraft weight,
the distance between the lowest portion of the propeller and the ground is 5 feet (1.5
m). This distance will decrease slightly during braking or deceleration of a fully loaded
aircraft.
Propeller blade angle measured at the 30 inch (76.2 cm) station of the blade will vary
between +87° when feathered to –15° at full reverse. Idle blade angle is +11°. Blade
angle in flight will vary between +20° and +35° depending on air density, selected
propeller speed, and power being delivered to the propeller.
1.5.3 Fuel
Specifications for fuel that may be used in the PT6A-34 engines are provided by Pratt
& Whitney Canada, and can be found in the most recent revision of Pratt & Whitney
Canada Engine Service Bulletin 1244. Additional information about acceptable fuels
can be found in Section 2 of this AFM.
The standard fuselage fuel tanks installed under the cabin floor of the DHC-6 have the
following usable capacities:

30 May. 2014 Page 1-11
NOTE: Please see the TEMPORARY AMENDMENT that revises this page.
Table 1-2 Fuel Tank Capacities

Tank Location US Gallons Imperial Litres Lbs/kg
Gallons (Jet A or A1)
Forward Tank 181 151 686 1235 lbs / 574 kg
Rear Tank 197 164 746 1341 lbs / 608 kg
99% of the fuel is usable in flight. 23 lbs (10 kg) of fuel (approximately 3.5 US or 3
Imperial Gallons, or 12 litres) is unusable. An additional 12 lbs (5.5 kg) of fuel will
remain trapped in the plumbing system between the fuel tanks and the engines after
the fuel tanks have been drained. These 12 lbs are not considered part of the aircraft
fuel tank capacity, and are included in the basic weight of the aircraft.
1.5.4 Oil
Specifications for oil that may be used in the PT6A-34 engines are provided by Pratt
& Whitney Canada, and can be found in the most recent revision of Pratt & Whitney
Canada Engine Service Bulletin 1001.
1.5.5 Maximum Weights

The maximum ramp, taxi, and take-off weight for a civil registered DHC-6 Series 400
aircraft is . Additional weight related information can be found in
Section 2 (Limitations), and in Section 6 (Weight and Balance).
1.5.6 Cabin and Baggage Door Dimensions

The main cabin door opening is 56 inches high and 50 inches (142 by 127 cm) when
both doors are open.
The nose baggage door aperture is 29.7 inches (71 cm) wide, varying in height between
20.7 inches (52.5 cm) at the forward edge and 27.2 inches (64 cm) at the aft edge.
The rear baggage compartment door aperture is 25.7 inches wide and 35.7 inches
high (65 by 90 cm).
The door on the right rear side of the passenger cabin is 30 inches (76 cm) wide and
reaches a maximum height of 45.5 inches (115.5 cm) at the center of the door.
1.5.7 Extreme Temperature Operation

The complete aircraft, including equipment and components originally fitted at the
factory, is designed for normal operation within the temperature range –40°C (–40°F)
to +51.7°C (+125°F) without modification. This is not a limitation.
The display screens used for the Apex avionics system and the L3 Emergency Standby
Instrument System (ESIS) may not meet certification specifications for brightness and

Page 1-12 30 May. 2014
TEMPORARY AMENDMENT
PSM: 1-64-1A AIRCRAFT: DHC-6 SERIES: 400

PUBLICATION: FLIGHT MANUAL TEMP. AMENDMENT NO.: TA-25
_______________________________________________________
In Section 1, insert facing Page 1-13
GENERAL
REASON FOR ISSUE:

To update Maximum Weights for the DHC-6 Series 400 aircraft.
ACTION:
In Section 1, ignore existing Para 1.5.5 Maximum Weights and insert revised , as
shown on Page 2 of this Temporary Amendment.
-Continued overleaf-
APPROVED____________________
Chief, Flight Test
Transport Canada
DATE_________________________
RECORDING INSTRUCTIONS:
Record this TEMPORARY AMENDMENT NO. and the relevant information in the
appropriate columns of the TEMPORARY AMENDMENT INDEX provided at the front
of the manual.
PSM 1-64-1A (TA-25)

Page of
1.5.5 Maximum Weights

The maximum ramp and taxi weight for the DHC-6 Series 400 aircraft is 12,600 lbs
(5,715 kg) and the maximum take-off weight is 12,500 lbs (5,670 kg).
PSM 1-64-1A (TA-25)

Page of
contrast when the screen display surface has been cold-soaked to temperatures below
–20°C (–4°F). If the display brightness and contrast is sufficient to allow the display to be
used for engine starting, engines may be started at temperatures below –20°C (–4°F),
but the display screens must be warmed up (using cabin heat) to a minimum screen
surface temperature greater than –20°C (–4°F) prior to taxi. If the display brightness
and contrast is insufficient to allow the display to be used for engine starting, the screen
surface temperature must be warmed up to a minimum screen surface temperature
greater than –20°C (–4°F) before engines are started. This may be accomplished
with a cabin heater (a hot air blower), a heating pad, or by applying a hot water bottle
wrapped in a soft towel to the face of the screen. The temperature of the hot air, heating
pad, or hot water bottle must not be greater than what could be used to warm a human
hand without discomfort.
1.5.8 Aircraft Dimensions

Aircraft dimensions are provided in Figure 1-1 on the following page. Dimensions
are approximate and may vary based on aircraft loading. For additional dimensional
information, refer to Section 8, Handling, Servicing, and Maintenance.

30 May. 2014 Page 1-13
Figure 1-1 Aircraft Dimensions
Page 1-14 30 May. 2014
DHC-6 SERIES 400 LIMITATIONS
SECTION 2
LIMITATIONS

30 May. 2014 Page 2-1
LIMITATIONS DHC-6 SERIES 400

Page 2-2 30 May. 2014

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10 30 May. 2014 36 30 May. 2014
11 30 May. 2014 37 30 May. 2014
12 30 May. 2014 38 30 May. 2014
13 16 Oct. 2015 39 30 May. 2014
14 16 Oct. 2015 40 30 May. 2014
15 16 Oct. 2015 41 16 Oct. 2015
16 16 Oct. 2015 42 16 Oct. 2015
17 30 May. 2014 43 30 May. 2014
18 30 May. 2014 44 30 May. 2014
19 30 May. 2014 45 16 Oct. 2015
20 30 May. 2014 46 16 Oct. 2015
21 30 May. 2014 47 30 May. 2014
22 30 May. 2014 48 30 May. 2014
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24 30 May. 2014 50 30 May. 2014
25 30 May. 2014 51 16 Oct. 2015
26 30 May. 2014 52 16 Oct. 2015

08 Feb. 2017 Page 2-3

Page 2-4 08 Feb. 2017
2.1 Basis of Certification of this Aircraft ............................................. 9
2.2 Scope .................................................................................... 10
2.3 Airspeed Limitations ................................................................ 11

2.3.1 Airspeed Limitations Table ........................................................ 11
2.3.2 Airspeed Indicator Markings ...................................................... 12
2.4 Engine Limitations .................................................................. 13

2.4.1 Engine Operating Limitations Table ............................................. 13
2.4.1.1 Engine Operating Limitations Table Footnotes ............................. 14
2.4.2 Torque Pressure Indication – Power Calculations ............................ 15
2.4.3 Propeller Limitations ................................................................ 15
2.4.4 Fuel Specifications and Limitations ............................................. 16
2.4.4.1 AVGAS Limitations ............................................................... 17
2.4.5 Oil Specifications and Limitations ............................................... 18
2.4.6 Engine Instrument Markings ...................................................... 18
2.4.6.1 Torque Pressure Indicators ..................................................... 19
2.4.6.2 Interstage Turbine Temperature (T5) Indicators ............................ 19
2.4.6.3 NP, NG, Oil Pressure, and Oil Temperature Displays ..................... 20
2.5 Electrical Limitations ............................................................... 22

2.5.1 Generator Load Limitations ....................................................... 22
2.5.2 Starter Limitations .................................................................. 22
2.5.2.1 Cross Generator Starting Limitations ........................................ 22
2.5.2.2 Starter Duty Cycle Limitations ................................................. 23
2.6 Reserved ............................................................................... 24
2.7 Altitude Limitations ................................................................. 25
2.8 Weight and Center of Gravity Limitations..................................... 26

2.8.1 Take-Off ............................................................................... 26
2.8.2 Landing ............................................................................... 26
2.8.3 Zero Fuel ............................................................................. 26
2.8.4 Baggage and Freight Loading .................................................... 28
2.8.4.1 Maximum Permissible Freight Compartment Loads ...................... 28
2.8.4.2 Maximum Permissible Baggage Compartment Loads .................... 28

30 May. 2014 Page 2-5
2.8.4.3 Maximum Permissible Floor Loading Values ............................... 28
2.9 Crew Only Cargo Operations Limitations ..................................... 29
2.10 Flap System Limitations – Landplane.......................................... 30
2.11 Flight Crew Limitations ............................................................ 31

2.11.1 Quick Reference Handbook (QRH) ............................................. 31
2.12 Maneuver Limitations ............................................................... 32

2.12.1 Design Flight Load Factors ....................................................... 32
2.12.1.1 Kinds of Operations Permitted ................................................. 32
2.13 Honeywell Primus Apex® System Limitations ............................... 33

2.13.1 Documentation ...................................................................... 33
2.13.2 FMS Approval and Qualification ................................................. 33
2.13.2.1 P-RNAV ............................................................................ 33
2.13.2.2 B-RNAV ............................................................................ 33
2.13.2.3 GNSS ............................................................................... 33
2.13.2.4 Basic RNP 1.0 ..................................................................... 34
2.13.2.5 Advisory Baro VNAV............................................................. 34
2.13.2.6 Aeronautical Databases......................................................... 34
2.13.2.7 SSR Mode S Enhanced Surveillance ........................................ 34
2.13.3 FMS Operational Limitations ..................................................... 34
2.13.4 FMS Limitations Specific to Missed Approaches ............................. 36
2.13.5 CAS Messages ...................................................................... 37
2.13.6 TCAS I ................................................................................ 37
2.13.7 TAWS .................................................................................. 37
2.13.8 Transponder .......................................................................... 37
2.13.9 ADAHRS .............................................................................. 38
2.13.9.1 Flight Planning Limitations ..................................................... 38
2.13.10 Electronic Checklists ............................................................... 39
2.13.11 Electronic Charts.................................................................... 39
2.13.12 INAV Map ............................................................................. 39
2.13.13 Weather Radar Limitations ........................................................ 40
2.13.14 ADF Limitations ..................................................................... 40
2.14 Kinds of Operation Limitations .................................................. 41

2.14.1 Kinds of Operation Equipment List .............................................. 41

Page 2-6 30 May. 2014
2.15 L3 ESIS Limitations ................................................................. 42
2.16 Occupancy Limitations............................................................. 43

2.16.1 Flight Compartment Headsets ................................................... 43
2.17 Ice Related Limitations ............................................................. 44
2.18 Placards ................................................................................ 45
List of Tables Page
2-1 Airspeed Limitations ............................................................... 11

2-2 ......................................................................................... 18
2-1 Engine Operating Limitations Table ............................................ 13

2-2 Center of Gravity Limitations .................................................... 27
2-3 ADAHRS Operational Zones .................................................... 38

30 May. 2014 Page 2-7

Page 2-8 30 May. 2014
TEMPORARY AMENDMENT

_______________________________________________________
In Section 2, insert after page 2-8
LIMITATIONS
This Temporary Amendment upersedes Temporary Amendment - 21
REASON FOR ISSUE:

To incorporate an extension date to the FAA Exemption for the DHC-6 Series 400
aircraft engine indications.
ACTION:
In Section 2, remove Temporary Amendment (TA-21) and replace with Temporary
Amendment (TA-23).
APPROVED____________________
Chief, Flight Test
Transport Canada
DATE_________________________
of the manual.
PSM 1-64-1A (TA-23)

Page of
2.1 Basis of Certification of this Aircraft

The basis of certification is FAR Part 23. Certification basis details including requirement
amendment level, additional technical conditions, and other requirements are specified
in Transport Canada Type Certificate Data Sheet A-82.
The aircraft must be operated in accordance with the limitations in Section 2 and any
additional limitations in the Supplements contained in Section 9.
2.1.1 FAA Exemption

For US-registered aircraft only, operating under FAA Type Certificate A9EA, the aircraft
are subject to the terms and conditions of FAA Temporary Exemption 13042A, dated
June 27, 2016.
No person may operate this airplane after October 31, 2017, unless the engine
indications have been modified in accordance with the terms of Exemption No. 13042A.
PSM 1-64-1A (TA-23)

Page of
2.1 Basis of Certification of this Aircraft


30 May. 2014 Page 2-9
NOTE: Please see the TEMPORARY AMENDMENT that revises this page
2.2 Scope
Unless specified otherwise, the limitations provided in this section apply to aircraft
equipped with standard wheel gear. For aircraft equipped with other gear configurations
(floatplanes, skiplanes, amphibians or intermediate flotation gear), please refer to the
limitations section of the appropriate AFM supplement in Section 9.
Limitations associated with systems or equipment which require AFM supplements are
provided in the associated supplement in Section 9.

Page 2-10 30 May. 2014
2.3 Airspeed Limitations

2.3.1 Airspeed Limitations Table
The following airspeed limitations must be observed in the operation of the aircraft.
Maximum Operating Speed shall not be deliberately exceeded in any regime of flight
(climb, cruise, descent) except when a higher speed has been authorized for flight test
or pilot training purposes.
Airspeed limitations for aircraft equipped with standard wheels are listed in Table 2-1.
The airspeed limitations in Table 2-1 apply to all weights up to and including 12,500 lbs
gross weight.
Table 2-1 Airspeed Limitations

KCAS KIAS
a. Minimum Control Speed – Flaps 10° 66 64
Air (VMCA)
Minimum Control Speed – Flaps 10° 49 50
Ground (VMCG)
b. Climb Speed – Best Angle Flaps 0° 89 87
(VX)
Climb Speed – Best Rate Flaps 0° 103 100
(VY)
Climb Speed – Single Flaps 10° 82 80
Engine
(VYSE)
c. Flaps Extended Speed Flaps 10° 105 103
(VFE) Flaps 10° to 37° 95 93
d. Maximum Operating Speed
(VMO) Sea Level to 6,700 feet 170 166
10,000 feet 160 156
15,000 feet 145 141
20,000 feet 130 126
25,000 feet 115 112
NOTE
The red horizontal line on the Primary Flight Display airspeed
tape that indicates VMO will automatically move downwards
to correspond with calculated VMO whenever the aircraft is
above 6,700 feet pressure altitude.

30 May. 2014 Page 2-11
Table 2-1 Airspeed Limitations (continued)

KCAS KIAS
e. Maneuvering Speed (VA), the maximum speed for
maneuvers involving an approach to stall condition, or
full application of any one of the primary flight controls
Sea Level to 18,000 feet 136 132
Above 18,000 feet limited by VMO
f. Gust Penetration Speed (VB), the maximum speed
recommended for flight in rough air
Above 18,000 feet limited by VMO
2.3.2 Airspeed Indicator Markings

Red horizontal line (VMCA) 64 KIAS
Blue horizontal line (VYSE) 80 KIAS
Top of LSA thermometer tape VS0
(only appears when in flight. LSA = Low Speed Awareness)
Bottom of red vertical flap constraint tape VFE
(only appears when flap is extended)
Horizontal barber pole VMO
Vertical barber pole tape VMO
(only appears when within 5 knots of VMO)

Page 2-12 30 May. 2014
2.4 Engine Limitations
2.4.1 Engine Operating Limitations Table
Figure 2-1 Engine Operating Limitations Table
16 Oct. 2015 Page 2-13
In an emergency, power may be set to the first limit reached (for example, the torque,
T5, or NG redline). Other than in an emergency, Figure 2-1 must not be used for setting
engine power. Refer to Section 5 (Performance) of the AFM for power setting charts.
2.4.1.1 Engine Operating Limitations Table Footnotes

1 All limits are based on sea level pressure and ambient temperatures as specified.
2 Maximum permissible sustained torque is 50 PSI at 96% NP, which is equal to 620
horsepower. This is an airframe restriction. Unintentional, momentary pilot errors
that result in torque settings between 50 and 61 PSI torque during two engine
operations, although undesirable, are not harmful to the engine and do not need to
be reported.
3 52% NG is the typical idle speed. Idle speed may increase with pressure altitude.
Speeds below 72% NG are deemed to be idle for the purpose of the limitations table.
4 Minimum oil pressure is 85 to 105 PSI at gas generator speeds above 72%. Oil
pressures between 40 and 85 PSI are acceptable when NG is below 72%.
5 At idle, if the T5 temperature approaches the 685°C idle limit, either increase NG
or reduce engine loads (for example, turn off the generator) to stay below the idle
temperature limit. If significant mechanical load is anticipated when a generator is
to be brought online at idle speed, increase NG appropriately prior to bringing the
generator online.
6 These values are time-limited to two seconds. These acceleration limits exist to
allow for rapid application of power during abnormalities or (for example) during a
balked landing or a go-around. The acceleration limits are based on the assumption
that the deviation above the normal limit is momentary and non-stabilized.
7 Reverse power operation is limited to one minute.
CAUTION
WHEN GROUND RUNNING ENGINES (EXCEPT DURING

MANEUVERING OR TAXIING) IN AMBIENT TEMPERATURES OF
32°C (90°F) AND ABOVE, THE AIRCRAFT MUST BE HEADED
INTO 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 AIRCRAFT
HEADED INTO WIND IS LIMITED TO ONE MINUTE.

Page 2-14 16 Oct. 2015
8 Temperatures as high as 925°C are acceptable without time limitation for the entire
duration of the start. Temperatures between 925°C and 980°C are acceptable
provided that the temperature decreases to below 925°C within 10 seconds.
Temperatures between 980°C and 1090°C are acceptable provided the temperature
decreases to below 980°C within 2 seconds. Starting temperatures above 850°C
are undesirable and should be reported and investigated for cause.
9 For increased oil service life, an oil temperature below 80°C is recommended.
10 In the event of failure of the primary propeller governor to govern at 96%, it is

acceptable to continue to use the engine as long as the propeller overspeed
governor maintains the propeller speed at 101.5% or less. A landing should be
made as soon as practical, and the problem must be corrected before further flight.
11 In flight operation of the power lever aft of idle is prohibited.
12 CAS does not capture 10°C lower limit. Pilot to ensure oil temp at or above 10°C
prior to take-off or during continuous power settings.
2.4.2 Torque Pressure Indication – Power Calculations

Calculation of shaft horsepower being produced by the engine may be made as follows:
Propeller RPM must be expressed as actual propeller RPM, not as a percentage. For
example, a calculation of shaft horsepower produced with the propeller RPM set to
96% and torque set to 50 PSI gives the following result:
2.4.3 Propeller Limitations
WARNING
PROPELLERS MUST BE SET TO MAX RPM (96% NP) FOR

EVERY TAKE-OFF AND LANDING.
WARNING
PROPELLER REVERSE THRUST (MOVEMENT OF THE POWER

LEVERS AFT OF THE IDLE STOP) IS RESTRICTED TO GROUND
OPERATIONS ONLY.
Take-off Setting MAX RPM 96% NP

16 Oct. 2015 Page 2-15
Maximum Continuous Maximum RPM 96%

Power
Normal Climb Between 75% and 91% NP, as desired by the pilot.
Normal Cruise Between 75% and 91% NP, as desired by the pilot.
Landing Setting MAX RPM (96% NP)
NOTE
Propeller levers must be set to the MAX RPM (96% NP) position
no later than 500 feet above ground level (for visual approaches)
or 500 feet above decision height or minimum descent altitude (for
instrument approaches). This is essential to ensure that the pilot
has full control over propeller operation via the power lever during
the final phase of approach, and also essential to ensure that full
power will be immediately available if needed for a balked landing,
go-around, or low level windshear recovery.
Reverse Maximum RPM 91% ±1% NP.

NOTE
The limitation of 91% NP in reverse exists to prevent the propeller
from entering the constant speed range once reverse has been
selected. This is mechanically accomplished by the NF governor
automatically reducing fuel supply to the engine as the propeller
speed approaches 91% NP in reverse, thus this limit normally does
not require monitoring by the pilot.
Technical Specifications
Constant speed governor

(primary governor): Woodward Type 8210-004
Overspeed governor: Woodward Type 210625 or 210625–01
Diameter: 8 feet, 6 inches (2.6 m) Nominal
(8 feet, 4 inches (2.54 m) min. after repairs)
Blade Angle Settings at 30 inch +87° ±1° – feathered,
blade station: +17° ± 0.5° – low pitch (effective),
–15° ± 0.5° – full reverse
2.4.4 Fuel Specifications and Limitations

Series 400 and variant Twin Otters are equipped with model PT6A-34 engines
manufactured by Pratt & Whitney Canada. The following grades of fuel may be used:

Page 2-16 16 Oct. 2015
Common Product Specification

Name
Jet A, Jet A1, (ASTM-D1655, CGSB 3.23)
Jet B (ASTM-D1655, CGSB 3.22)
JP-1 (US MIL-T-5616)
JP-4, JP-5 (US MIL-PRF-5624)
JP-8, JP-8+100 (US MIL-DTL-83133)
Arctic Diesel (Satisfactory for alternative use only, OAT restrictions apply,
review PWC SB 1244 for detailed conditions and restrictions
prior to use.)
The above list is not exhaustive. Detailed specifications describing the fuels that may
be used in the PT6A-34 engines is specified in the most recent revision of Pratt &
Whitney Canada Service Bulletin 1244.
2.4.4.1 AVGAS Limitations

In an emergency when jet fuel is not available, any grade of AVGAS may be used at any
mixture ratio. If AVGAS is used, the quantity added to the fuel tanks must be recorded
in the aircraft technical logbook. Use of AVGAS is limited to the equivalent of 150 hours
of pure AVGAS usage in any one overhaul cycle. There are no changes to operating
procedures if AVGAS is used, but the following limitations apply:
1 Maximum fuel temperature and maximum ambient temperature for take-off when
using AVGAS is +25°C.
2 Maximum operating altitude when using AVGAS is 15,000 feet.
NOTE
All four boost pumps must be serviceable at all times when AVGAS
is being used. Take-off with an inoperative boost pump (primary or
standby) is prohibited.
After use of Grade 80 aviation gasoline, the fuel system must be

flushed.

30 May. 2014 Page 2-17
2.4.5 Oil Specifications and Limitations
CAUTION
DO NOT MIX DIFFERENT VISCOSITIES OR SPECIFICATIONS OF

OIL, AS THEIR DIFFERENT CHEMICAL STRUCTURE CAN MAKE
THEM INCOMPATIBLE.
For a list of approved lubricating oils refer to the most recent issue of Pratt & Whitney
Canada Service Bulletin No.1001.
2.4.6 Engine Instrument Markings

Limitations for engine operating parameters vary depending on the phase of flight, as
defined in Figure 2-1. The electronic display of engine parameters, located in the upper
inboard corner of each primary flight display, uses industry standard colour codes to
denote acceptable (black or light grey background), cautionary (amber), and warning
(red) ranges. Blue is used as an advisory colour on the NP display only to indicate
propeller operation in ground fine range (beta range). These colour codes are displayed
in the form of background colours within the ‘gauge’ depiction (for Torque and T5) or
within the numeric display (for all other engine indications), and as tick marks (radial
lines) on the Torque and T5 ‘gauges’.
The colour coding is dynamic and the thresholds at which the various colour cues
appear will change depending on the phase of flight. The Apex display system
recognizes five phases of flight for the purpose of selecting the appropriate engine
limitation table to govern the display of colours. Take-off, Climb and Cruise, and
Single Engine Flight limitations apply simultaneously to both engines. Idle and Starting
limitations apply to each engine individually when the appropriate criteria has been met.
The limitation table being used for each engine will be displayed in white text (for T/O,
S/E, and IDL) near the torque indicators, and in green text for START outboard of the
engine being started. When climb and cruise limits (the default limits) are being used,
no indication is provided.
Table 2-2
Indication (white text,
Phase of Flight outboard of torque Limitations Applied
indicators)
Take-off T/O Take-off
Climb and Cruise No indication (blank) Cruise
Single Engine Flight S/E Take-off

Page 2-18 30 May. 2014
Table 2-2 (continued)

indicators)
Idle (<72% NG) when on IDL Idle
ground
Starting START (green text Starting
beside appropriate engine
indications)
Engine Off IDL Idle
A detailed explanation of the logic used to select engine limitations based on phase of
flight and/or engine operating parameters is provided in Section 7, Aircraft and Systems
Description.
2.4.6.1 Torque Pressure Indicators

The following markings (radial lines, or arcs as appropriate) will appear on the torque
‘gauge’ displays.
Red arc above 50 at all times

Red radial mark at 50
White arc from 0 to 50 at all times
2.4.6.2 Interstage Turbine Temperature (T5) Indicators

The following markings (radial lines, or arcs as appropriate) will appear on the T5
During Start
Red arc from 925 to end of dial (950)

Amber arc from 850 to 925
Amber radial mark at 850
White arc from 450 to 850
White radial mark at 450 (beginning of dial)
During Take-off and Single Engine Flight

30 May. 2014 Page 2-19

Red radial mark at 450 (beginning of dial)
During Idle

Otherwise (default settings for climb and cruise, as well as engine not operating)

NOTE
When default engine limitations are being displayed during the climb
and cruise phases of flight, the amber radial mark at 740° indicates
the temperature limitation for normal Climb and Cruise operations,
and the red radial arc at 790° (equivalent to Take-off and Single
Engine Flight) indicates the temperature limitation for Maximum
Power (emergency power setting) operations.
Refer to Figure 2-1 for further elaboration of starting temperature limits.
2.4.6.3 NP, NG, Oil Pressure, and Oil Temperature Displays

These displays will change from a normally black background with white numbers to an
amber or red inverse video background with black numbers when limitation exceedences
warranting caution or warning messages take place. Allowances have been provided

Page 2-20 30 May. 2014
to prevent caution and warning displays from appearing during momentary transient
conditions permitted by the acceleration limits.
A warning or caution CAS message will be displayed on the CAS list concurrent with
the change in background colour of the displayed value in the engine window. The
MASTER CAUTION or MASTER WARNING annunciators will also illuminate, and an
appropriate aural warning will be generated.

30 May. 2014 Page 2-21
2.5 Electrical Limitations

2.5.1 Generator Load Limitations
The load limitations for each generator are as follows:
Load Reading Condition of NG Reason for

OAT
(Maximum) Flight (Minimum) Limitation
Voltage
Regulation
50 amps On ground 51% 15°C or less
and Generator
Cooling
Voltage
Regulation
and Generator
Cooling
Greater than Generator
160 amps On ground 59%
7°C cooling
Generator
capacity
Any Generator
200 amps In flight Any RPM
temperature capacity
NOTE
To prolong generator life, engine RPM below 59% NG should be
avoided, especially at high OAT (>15°C), and high current generator
loads (>100 Amps). If extended engine operation at low RPM
is necessary under high current loads, either shed unnecessary
electrical loads, or, if operating conditions permit, switch off one or
both generators until RPM may be safely increased.
2.5.2 Starter Limitations
2.5.2.1 Cross Generator Starting Limitations

Except in an emergency (such as an airstart), cross generator starting (starting one
engine while the generator of the other running engine is on line and producing power)
is prohibited.

Page 2-22 30 May. 2014
CAUTION
CROSS GENERATOR STARTING IS DETRIMENTAL TO

GENERATOR BRUSHES AND TO REVERSE CURRENT
CUT-OUT OPERATION (WHICH MAY CAUSE EVENTUAL
CONTACT WELDING). CROSS GENERATOR STARTING,
THEREFORE, SHOULD BE AVOIDED WHENEVER POSSIBLE.
CROSS GENERATOR STARTS ARE TO BE RECORDED IN THE
AIRCRAFT LOGS.
2.5.2.2 Starter Duty Cycle Limitations

25 seconds ON, 1 minute OFF, then
25 seconds ON, 1 minute OFF, then
25 seconds ON, followed by a 30 minute cooling period.
NOTE
Starter duty cycle limitations primarily affect maintenance activities
and unusual flight crew activities such as clearing an engine following
an unsuccessful start attempt. The above duty cycle limitations are
not intended to limit the pilot from taking any and all prudent actions
that may be necessary in the event of an emergency such as clearing
an engine fire.

30 May. 2014 Page 2-23
2.6 Reserved

Page 2-24 30 May. 2014
2.7 Altitude Limitations

Maximum Operating Altitude: 25,000 feet
Service Ceiling: 24,380 feet (both engines operating at Maximum Climb Power,
Weight 12,500 lbs, atmospheric conditions ISA +15°C).

30 May. 2014 Page 2-25
2.8 Weight and Center of Gravity Limitations

The center of gravity datum is located 109.32 inches forward of the fuselage jig points
that are marked on each side of the aircraft. The Mean Aerodynamic Chord (MAC) is
78 inches in length. Leading Edge of Mean Aerodynamic Chord (LEMAC) is 188.24
inches aft of the datum. Trailing Edge of Mean Aerodynamic Chord (TEMAC) is 266.24
inches aft of the datum.
2.8.1 Take-Off
The maximum weight for take-off is 12,500 lbs (5,670 kg).
The CG limits for take-off are as follows:
FORWARD 20% MAC (203.84 inches) at 11,600 lbs (5,262 kg) rising
linearly to 25% MAC (207.74 inches) at 12,500 lbs (5,670 kg).
AFT 36% MAC (216.32 inches) at all weights.
2.8.2 Landing
The maximum weight for landing is 12,300 lbs (5,580 kg).
The CG limits for landing are as follows:
2.8.3 Zero Fuel

The maximum zero fuel weight is 12,300 lbs (5,580 kg).

Page 2-26 30 May. 2014
TEMPORARY AMENDMENT

_______________________________________________________
In Section 2, insert facing page 2-27
Limitations
REASON FOR ISSUE:

To include statement for ramp and taxi weight.
ACTION:
In Section 2, ignore existing Para 2.8.1 Take-Off and insert revised , as shown
on Page 2 of this Temporary Amendment.
APPROVED____________________
Chief, Flight Test
Transport Canada
DATE_________________________
of the manual.
PSM 1-64-1A (TA-2 )

Page of
2.8.1 Take-Off
The maximum weight for take-off is 12,500 lbs (5,670 kg).
The CG limits for take-off are as follows:
To allow for additional fuel to be carried for taxiing, system functional checks and
take-off clearance delay the maximum allowable ramp and taxi weight is 12,600
lbs (5,715 kg). The take-off must not be commenced until the aircraft weight has
been reduced to the maximum allowable weight for take-off.
PSM 1-64-1A (TA-2 )

Page of
Figure 2-2 Center of Gravity Limitations
NOTE
Additional information about weight and balance calculations can be
found in Section 6 of this manual.
30 May. 2014 Page 2-27
2.8.4 Baggage and Freight Loading
2.8.4.1 Maximum Permissible Freight Compartment Loads

Compartment C1 through C11 – 1,333 lbs (605 kg) each.
2.8.4.2 Maximum Permissible Baggage Compartment Loads

Forward baggage compartment – 285 lbs (130 kg). This weight must be reduced
by the weight of any additional equipment installed forward of station 44 after aircraft
manufacture.
Allowance (15 lbs, 7 kg) has been made for the weight of factory-installed weather
radar equipment.
Aft baggage compartment – 500 lbs (227 kg), which includes the 150 pound (68 kg)
limit on the extension shelf.
If oxygen cylinders are installed on the extension shelf, the aft baggage compartment
limitation is reduced to 410 lbs (186 kg), which includes the 60 pound limit on the
extension shelf.
2.8.4.3 Maximum Permissible Floor Loading Values

Cabin – 200 pounds per square foot (977 kilograms per square meter).
Forward and rear baggage compartments – 100 pounds per square foot (488 kilograms
per square meter).

Page 2-28 30 May. 2014
2.9 Crew Only Cargo Operations Limitations

Any door or curtain fitted between the flight compartment and the cabin must remain
open during crew only cargo operations for cabin fire detection purposes.

30 May. 2014 Page 2-29
2.10 Flap System Limitations – Landplane

NOTE
Refer to approved AFM supplements for other gear configurations.
Approved Take-off Setting: Flaps 10°.
Approved Landing Settings: For normal operations – Flaps 20° or 37°.

During or after flight in icing conditions – Flaps 10°.
20° is considered normal for landing if runway lengths and conditions permit landing
with 20° flap. All the performance graphs in this manual give landing distances with
flaps set at 37° (full deployment of flaps). To calculate landing distance with flaps set at
20°, multiply the landing distance for flaps 37° by 1.3 – in other words, landing distance
with flaps 20° is 130% of the distance given in the charts.
To calculate landing distance with flaps set at 10°, multiply the landing distance for flaps
37° by 1.8 – in other words, landing distance with flaps 10° is 180% of the distance
given in the charts. Landing with flaps 10° is only permitted in icing conditions, or if
there is any possibility that ice may be present on any part of the aircraft. At outside air
temperatures above ISA, the groundspeeds encountered when landing with flaps 10°
may exceed the design speed of the nose wheel.
Enroute Climb – both engines Flaps 0°.
Enroute Climb – single engine Flaps 10°.
During certification testing, it was demonstrated that flaps could be fully extended or
fully retracted from any position (e.g. flaps 0° or flaps 37°) without compromising aircraft
control or generating excessive longitudinal control forces.
NOTE
When landing with Flaps 10° during or after flight in icing conditions,
after 10° landing flap has been extended, activate the TAWS FLAP
OVRD feature to prevent the TAWS Mode 2A “Too Low – Flaps”
warning from activating when the aircraft descends below 170 feet
radar altitude.
In-flight extension of flap greater than 20° is prohibited at aircraft weights less than
9,500 lbs (4,310 kg).

Page 2-30 30 May. 2014
2.11 Flight Crew Limitations

Minimum Flight Crew 1 pilot in the left seat.
2.11.1 Quick Reference Handbook (QRH)

A quick reference handbook (QRH) listing normal, abnormal, and emergency
procedures must be carried on board during single pilot IFR operations.

30 May. 2014 Page 2-31
2.12 Maneuver Limitations

2.12.1 Design Flight Load Factors
At gross weight of 12,500 lbs (5,670 kg), the flight load factors to which the DHC-6
airplane has been designed are:
Maneuvers CAR Part 3, Normal Category +3.17g (flaps retracted) or

+2.0g (flaps extended) to –1.5g
Gusts CAR Part 4b, Transport Category +3.19g to –1.63g
2.12.1.1 Kinds of Operations Permitted

The Twin Otter is certified in the Normal Category. Accordingly, operations are limited
to maneuvers incidental to normal flying (including stalls, but not whip stalls) and turns
in which the angle of bank is not in excess of 60°.
Aerobatics or even limited aerobatic maneuvers such as turns with an angle of bank
greater than 60°, spins, lazy eights and chandelles are not approved.
The type of operation is also limited according to the equipment installed. The standard
Twin Otter is equipped for Day and Night VFR operations. Optional equipment is
available to make the aircraft eligible for other types of operation such as IFR, flight
in icing conditions, commercial use, passenger transport, etc., as specified by the
applicable operating regulations.
Special purpose operations such as Short Take-off and Landing (STOL), water bombing,
agricultural spraying and dusting, and ferry flights with supplemental fuel tanks installed
are must be conducted within the limits specified by the appropriate Airworthiness
Authority.

Page 2-32 30 May. 2014
2.13 Honeywell Primus Apex® System Limitations

2.13.1 Documentation
The Aircraft Flight Manual (this publication, PSM 1-64-1A) must always be on board
the aircraft.
The Honeywell Primus Apex® Integrated Avionics System Pilot Guide for the DHC-6
Series 400, Honeywell publication number D200810000022 must always be on board
the aircraft.
For L3 GH-3100 ESIS (Pre Mod 6/2170) equipped aircraft, the L3 GH-3100 ESIS Pilot
Guide publication number TP-560 at Revision F, or later revision, must always be on
board the aircraft.
For L3 GH-3900.2 ESIS (Post Mod 6/2170) equipped aircraft, the L3 GH-3900.2 ESIS
Pilot Guide publication number 0040-34400-01 at Revision E, or later revision, must
always be on board the aircraft.
The INAV map display and/or the electronic display of Jeppesen terminal and approach
charts on the Honeywell Primus Apex® display screens is not an approved substitute
for the conventional paper maps, charts, and books that are normally required to be
carried on board the aircraft for navigation purposes.
2.13.2 FMS Approval and Qualification

The Honeywell Primus Apex® Flight Management System (FMS) complies with the
following specifications (revision status as noted, or if not noted, status at time of aircraft
certification).
2.13.2.1 P-RNAV
JAA TGL 10, Rev 1.1, Airworthiness and Operational Approval for Precision RNAV
Operations in designated European Airspace.
AC90-100A US Terminal and En-route Area Navigation (RNAV) Operation.
2.13.2.2 B-RNAV
EASA AMC 20-4 Guidance Material on Airworthiness Approval and Operational Criteria
for the use of navigation systems in European Airspace designated for basic RNAV
Operations.
2.13.2.3 GNSS
EASA AMC 20-5 Guidance Material on Airworthiness Approval and Operational Criteria
for the use of the NAVSTAR Global Positioning System (GPS).

08 Feb. 2017 Page 2-33
The GNSS (GPS) receivers do not support Satellite Based Augmentation Service
(SBAS). This capability will be provided in the future with a software upgrade.
2.13.2.4 Basic RNP 1.0

ICAO Performance Based Navigation Manual Volume II, Part C, Chapter 3, Basic
RNP 1.0 Aircraft Requirements.
2.13.2.5 Advisory Baro VNAV

AC20-129 Airworthiness Approval of Vertical Navigation (VNAV) systems for the use in
the US National Airspace System (NAS) and Alaska.
2.13.2.6 Aeronautical Databases

EASA Certification Memo SWCEH-005 at Issue 1, Revision 2, Dated 16 May 2008,
‘Aeronautical Databases’.
2.13.2.7 SSR Mode S Enhanced Surveillance

The installed Mode S system satisfies the data requirements of ICAO Doc 7030/4,
Regional Supplementary Procedures for SSR Mode S Enhanced Surveillance in
designated European airspace, and EASA AMC 20-13. The capability to transmit data
parameters is shown in the following table:
Parameter Available/Not Available

Magnetic Heading Available
Indicated Airspeed Available
Mach Number Available
Vertical Rate Available
Track Angle Rate / True Airspeed Available / Available
True Track Angle Available
Roll Angle Available
Groundspeed Available
Selected Altitude Available
Barometric Pressure Setting Available
2.13.3 FMS Operational Limitations

The following limitations apply to use of the FMS for guidance in flight.
The DHC-6 Series 400 with Apex FMS has satisfied only the airworthiness
requirements, this does not constitute an operational approval.

Page 2-34 08 Feb. 2017
1 FMS Instrument approaches must be accomplished only in accordance with

instrument approach procedures that are contained in the Apex FMS database.
The Apex FMS must incorporate the current update cycle. The pilot must verify
approach waypoints for accuracy by reference to current publications.
2 The Apex FMS is approved for FMS VFR approaches as a pilot aid only.
3 APP (approach active) mode must be annunciated at the Final Approach Fix.
Instrument approaches must be conducted in the approach mode and RAIM must
be available at the Final Approach Fix.
4 When using advisory VNAV, the altimeter on each pilot's instrument panel must
be used as the primary altitude reference for all operations. When the altimeter is
adjusted to display height above ground (QFE) rather than height above sea level,
VNAV must not be used. VNAV information is advisory only.
5 Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, LNAV/VNAV, and LPV

approaches using the FMS for guidance is prohibited.
WARNING
FMS GUIDANCE MAY ONLY BE USED FOR THE FINAL

APPROACH COURSE OF NON-PRECISION APPROACHES,
EXCEPT THAT FMS GUIDANCE MUST NOT BE USED FOR
THE FINAL APPROACH COURSE OF LOC, LOC-BC, LDA, SDF,
LNAV/VNAV, AND LPV NON-PRECISION APPROACHES.
6 The FMS can only be used for approach guidance if the reference coordinate datum
system for the instrument approach is WGS-84 or NAD-83.
7 The use of the FMS to perform RNAV operations in the designated European
airspace is limited as follows:
Given a GPS constellation of 23 satellites or less (22 or less when the FMS
incorporates automatic pressure altitude aiding) is projected to be operational,
the availability of RAIM must be confirmed for the intended flight (route and
time). Dispatch for RNAV must not be made in the event of predicted continuous
loss of RAIM of more than 5 minutes for any part of the intended flight. For RAIM
prediction the Honeywell Program “Pre-flight” or equivalent approved software
must be used.
8 Other approved navigational equipment (for example, VOR, ADF, etc.) may be
required for route navigation according to the operational approval granted by the
regulatory authority.

30 May. 2014 Page 2-35
9 The FMS must be checked for accuracy prior to use as a means of supplemental
navigation following a period of position uncertainty, dead reckoning or when
crosscheck with other onboard approved equipment reveals an error greater than
2 nautical miles. The aircraft position should be verified by visual sighting ground
reference points and/or available VOR, DME, NDB equipment.
10 When flying a LNAV approach using the vertical guidance provided by the FMS,
the crew must never allow the aircraft to descend below the published LNAV MDA
unless the runway is in sight.
11 Barometric VNAV guidance during an approach, including the approach transition,

final approach segment, and the missed approach procedure is not temperature
compensated. Unless a temperature limitation is provided on the approach chart,
operating at uncompensated minimum IFR altitudes will not provide the required
terrain and obstacle clearance at temperatures below ISA.
12 FMS flight planning parameters, including fuel display parameters and estimated
time enroute, are advisory only. The fuel quantity displayed in the fuel window
of the system display (the fuel quantity that is measured by the Fuel Quantity
Gauging System) must be used for fuel quantity determination range planning, and
decision-making.
13 The flight management system must utilize software version NZ7.1 or later FAA
approved revision. The MAU and DAU software installed in the aircraft must match
the software level referenced in the Honeywell Primus Apex® Integrated Avionics
System Pilot Guide for the DHC-6 Series 400, Honeywell publication number
D200810000022.
2.13.4 FMS Limitations Specific to Missed Approaches

In certain missed approach procedures, the first waypoint or series of waypoints of
the missed approach procedure are defined as altitudes reached along a track, and
these waypoints cannot be defined by latitude and longitude. When FMS (long range
navigation) guidance is initiated for missed approach guidance, the first waypoint that
can be selected on the FMS as a DIRECT-TO must be capable of being defined by
latitude and longitude (e.g. a navaid, an intersection, or a waypoint).
When the first waypoint or series of waypoints of the missed approach procedure
cannot be defined by latitude and longitude, and is thus not available for activation as
a DIRECT-TO on the FMS, the pilot must fly the initial portion of the missed approach
procedure using short range navigation (VOR, ILS, NDB, DME, heading, or vectors)
until such time as it is possible to select a FMS waypoint and navigate directly to that
waypoint using the FMS (long range navigation).

Page 2-36 30 May. 2014
2.13.5 CAS Messages

Take-off is prohibited with any red or amber CAS message present, except when a
defect has been investigated and deferred in accordance with the procedures and
limitations set out in an approved operator minimum equipment list.
Engine start is prohibited if the Hydraulic Power Fail CAS message is present.
2.13.6 TCAS I
The flight crew must not use a TA on the PFD traffic display to initiate evasive
maneuvering. ATC procedures and visual acquisition of the intruder prior to initiation
of evasive maneuvers must continue to be the primary means of ensuring aircraft
separation. The TCAS I display lacks the resolution necessary for use in evasive
maneuvering.
If the flight crew is advised by Air Traffic Control to disable transponder altitude reporting,
the TCAS I system must be put in standby (STBY) mode or turned OFF.
2.13.7 TAWS
The display of TAWS terrain data on the Primary Flight Displays is intended to serve
only as a situational awareness tool. Navigation must not be based on TAWS terrain
data. TAWS terrain data may not provide the accuracy and/or fidelity on which to solely
base decisions and plan maneuvers to avoid terrain or obstacles.
To avoid unwanted alerts, the TAWS must be inhibited (by use of the TERR INHIB
button) when landing at airports that are not contained in the TAWS database.
Pilots are authorized to deviate from an ATC clearance when responding to terrain or
obstacle alerts generated by the TAWS.
2.13.8 Transponder
The transponder system complies with the criteria set out in ICAO document 7030/4
(Regional Supplementary Procedures) for operations where enhanced surveillance is
required.
The transponder FL ID (flight identification) feature should not be used unless an

appropriate flight ID has been assigned to the flight (e.g. IMX 123, or RED 789).
FL ID shall be left blank if not required, in which case the aircraft registration will be
automatically substituted. The FL ID is read by the transponder at power-up. If it is
necessary to clear the FL ID subsequent to power up, the transponder must be recycled
(power switched off by pulling the transponder circuit breakers, then restored).

30 May. 2014 Page 2-37
2.13.9 ADAHRS
The system accuracy in areas where the horizontal magnetic field strength is less than
60 mGuass does not allow VOR, VOR/DME, or NDB non-precision approaches. The
flight crew must use (GPS) VOR, (GPS) VOR/DME or (GPS) NDB overlay approaches,
LNAV approaches, RNAV (GPS/GNSS) approaches, RNAV (RNP) approaches, or ILS
precision approaches instead.
Figure 2-3 ADAHRS Operational Zones
2.13.9.1 Flight Planning Limitations

Flights or portions of flights carried out in Zone 3 (Figure 2-3) must be planned based
on using track made good referenced to True North only. The southern boundary of
Zone 3 is 82° North Latitude, except for the southward extension of Zone 3 between
W80° and W130°, where the southern boundary is N73.15° North Latitude.
Flights or portions of flights carried out in Zone 2 (Figure 2-3) must be planned based
on using track made good referenced to True or Magnetic North. For the purpose of this
limitation, the southern boundary of Zone 2 shall be interpreted as corresponding with

Page 2-38 30 May. 2014
the boundary between Canadian Southern Domestic Airspace and Canadian Northern
Domestic Airspace.
In the Southern hemisphere, flights or portions of flights carried out south of S82°, and
south of S55° between E120° and E160°, must be planned based on using track made
good referenced to True North only.
2.13.10 Electronic Checklists

With respect to airworthiness approval, the AFM remains the primary reference for
checklists. Implementation of an electronic checklist is the responsibility of the operator,
and use and operational approval is dependent on the rules of operation imposed by
the appropriate Regulatory Authority. Provision of the electronic checklist feature does
not imply operational approval.
Electronic checklists may be used for Normal procedures only. It is prohibited to use
the electronic checklist for abnormal and/or emergency procedures.
2.13.11 Electronic Charts

Electronic charts are provided as advisory material to supplement situational awareness
and do not allow “blind taxi” procedures or navigation (on ground or in flight) by use of
the charts. The position accuracy of the aircraft symbol on the charts may decrease in
case of inadequate GPS signal reception or a GPS sensor failure.
The position of the ‘own aircraft’ symbol overlaid on the chart is advisory only.
The pilot shall remain responsible for taxiing by external visual reference and airborne
navigation by use of the primary navigation instruments.
Electronic charts do not replace the published paper copies of the charts. Paper charts
must be available as a primary reference at all times. The electronic Jeppesen chart
display is considered a Class 3 EFB in accordance with FAA AC 120-76A.
Provision of electronic charts does not imply operational approval.
2.13.12 INAV Map
WARNING
TOPOGRAPHIC DETAIL PRESENTED ON THE INAV MAP IS NOT

TAWS DATA.
Topographic detail (lakes, roadways, terrain) displayed on the INAV map is advisory
and is provided to assist with situational awareness and spatial orientation only. The
position of the ‘own aircraft’ symbol overlaid on the INAV map is advisory only.

30 May. 2014 Page 2-39
The INAV topographical map depiction of terrain shall not be used for navigation in IMC
or when operating IFR. The display of airspace on the INAV map shall not be used as
the sole means of reference for determination of airspace boundaries.
2.13.13 Weather Radar Limitations

The following limitations apply when the weather radar system is operated while the
aircraft is on the ground:
- Do not operate the weather radar system during aircraft refuelling or when any
refuelling operations are being carried out within 100 feet (30 m).
- Do not operate the weather radar system when personnel are standing forward of
the wings within 30 feet (10 m) of the aircraft.
2.13.14 ADF Limitations

The ADF is not approved for navigation to or from NDBs within Australian or Canadian
airspace.

Page 2-40 30 May. 2014
2.14 Kinds of Operation Limitations

The DHC-6 Series 400 is approved for the following types of operation when the
required equipment is installed and operational:
1 VFR Day
2 VFR Night
3 IFR Day, including Category I approaches
4 IFR Night, including Category I approaches
5 Flight into Known Icing Conditions (Refer to Supplement 1)
2.14.1 Kinds of Operation Equipment List

A Kinds of Operation List (KOEL) is not provided. A Master Minimum Equipment List
(MMEL) is provided. Dispatch of the aircraft with any equipment inoperative is only
permitted in accordance with the guidance provided in an operator-specific MEL that is
derived from the MMEL. A MEL may not be less restrictive than the MMEL.

16 Oct. 2015 Page 2-41
2.15 L3 ESIS Limitations

Use of the L3 Electronic Standby Instrument System (ESIS) as a heading source is
prohibited North of 70° North latitude and South of 70° South Latitude, due to weak
horizontal magnetic fields near the Earth's magnetic poles. In addition, operation is not
authorized in the following two regions:
- North of 65° North latitude between longitude 75° W and 120° W (Northern
Canada).
- South of 55° South latitude between longitude 120° E and 165° E. (Region south of
Australia and New Zealand).
Use of the ESIS as a primary aircraft heading reference when “DG” is annunciated is
prohibited.

Page 2-42 16 Oct. 2015
2.16 Occupancy Limitations

A maximum of 2 flight crew in the flight compartment and a maximum of 19 passengers
in the cabin.
NOTE
An approved seat equipped with a seat belt must be provided for
each occupant other than an infant.
2.16.1 Flight Compartment Headsets

An operable headset must be worn by each person who occupies a pilot seat.

30 May. 2014 Page 2-43
2.17 Ice Related Limitations

Flight in icing conditions is prohibited except when the aircraft is equipped with the
required de-icing and anti-icing equipment specified in Supplement 1, ‘De-Icing System’,
and the aircraft is operated in accordance with the Limitations and Procedures provided
in Supplement 1.
For aircraft without airframe de-icing equipment which fly into icing conditions, flap
extension must not exceed 10° during or after flight in icing conditions.

Page 2-44 30 May. 2014
TEMPORARY AMENDMENT

_______________________________________________________
LIMITATIONS
REASON FOR ISSUE:

To introduce Mod 6/2434, Operating Instructions Placards – Crosswind Component
Update.
ACTION:
In Section 2, ignore existing Page 2-45 and item A. Operating Instructions Placard
on Page 2-46 and insert revised as shown on Pages 3 and 4 of this Temporary
Amendment.
APPROVED____________________
Chief, Flight Test
Transport Canada
DATE_________________________
of the manual.
PSM 1-64-1A (TA-27)

Page of
PSM 1-64-1A (TA-27)

Page of
2.18 Placards
The following placards are installed in the flight compartment of the aircraft:
PSM 1-64-1A (TA-27)

Page of
A. Operating Instructions Placard
PSM 1-64-1A (TA-27)

Page of
2.18 Placards

16 Oct. 2015 Page 2-45
B. Flap Extension Placard – Aircraft Not Equipped for Flight in Known Icing
C. ELT Operations Placard

Page 2-46 16 Oct. 2015
D. Eye Height Light Switch Placard
E. Compass Card Holder Placard
F. Left and Right Hand Fuel Emergency Placard

30 May. 2014 Page 2-47
G. Pilot and Co-Pilot PTT Switch Label
H. System Test Switches Placard
I. Aisle Light Switch Label

Page 2-48 30 May. 2014
J. ECTM/FOQA Switch Overlay Placard (with S.O.O. 6288 installed)
K. Pilot and Co-Pilot Exit Turn to Open Label
L. No Step Label

30 May. 2014 Page 2-49
M. 14 Volt Power Outlet Placard
N. Trim Light Switch Placard
O. Aileron Trim Switch Label
P. Zero Trust Stop and Start Label (with S.O.O. 6203 or S.O.O. 6237)

Page 2-50 30 May. 2014
Q. Flap Position Indication Placard (LH side shown, RH opposite)
R. Manufacturer’s Plate
S. Satcom Placard (with S.O.O. 6298 installed)
T. ALT Static Source and Heat/Vent Placard
U. POH Placard (located in footwell)

16 Oct. 2015 Page 2-51
V. Pilot and Co-Pilot PTT Markings (S.O.O. 6325)

Page 2-52 16 Oct. 2015
DHC-6 SERIES 400 EMERGENCY AND ABNORMAL PROCEDURES
SECTION 3
EMERGENCY AND ABNORMAL

PROCEDURES

30 May. 2014 Page 3-1
EMERGENCY AND ABNORMAL PROCEDURES DHC-6 SERIES 400

Page 3-2 30 May. 2014

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08 Feb. 2017 Page 3-5

Page 3-6 08 Feb. 2017
3.1 Introduction ........................................................................... 13
3.2 Airspeeds for Emergency Operations ......................................... 14
3.3 No Take-Off Warning ................................................................ 15
3.4 Engine Failure ........................................................................ 16

3.4.1 Engine Failure Prior to Rotation .................................................. 16
3.4.2 Engine Failure Airborne, Prior to VMC.......................................... 16
3.4.3 Engine Failure Airborne, After VMC ............................................. 16
3.4.4 Engine Failure During Flight ...................................................... 18
3.4.5 Normal Air Start ..................................................................... 20
3.5 Smoke and Fire ....................................................................... 22

3.5.1 Engine Fire on Ground ............................................................. 22
3.5.2 Engine Fire in Flight ................................................................ 22
3.5.3 Cockpit or Cabin Smoke ........................................................... 24
3.5.3.1 Known Source of Fire or Smoke .............................................. 24
3.5.3.2 Unknown Source of Fire or Smoke ........................................... 24
3.5.4 Suspected Electrical Fire .......................................................... 24
3.6 Emergency Descent ................................................................. 25

3.6.1 High Speed Emergency Descent ................................................ 25
3.6.2 Low Speed Emergency Descent................................................. 25
3.7 Icing Emergencies ................................................................... 26

3.7.1 Inadvertent Flight in Severe Icing ............................................... 26
3.7.2 Excessive Ice Accretion ........................................................... 26
3.8 Red (Warning Level) CAS Messages ........................................... 27

3.8.1 Left (or Right) Engine Fire ......................................................... 27
3.8.2 Left (or Right) Engine Temp (Warning Level, Red) ........................... 27
3.8.3 Left (or Right) Engine Torque ..................................................... 28
3.8.4 Left (or Right) Engine NG (Warning Level, Red) ............................. 29
3.8.5 Left (or Right) Prop Overspeed (Warning Level, Red) ....................... 29
3.8.6 Left (or Right) Prop Low Pitch .................................................... 30
3.8.7 Left (or Right) Oil Pressure (Warning Level, Red) ............................ 31
3.8.8 Left (or Right) Oil Temp (Warning Level, Red) ................................ 31

30 May. 2014 Page 3-7
3.8.9 Generators Off ....................................................................... 32

3.8.10 Hydraulic Power Fail ................................................................ 32
3.8.11 Hydraulic Press Low (Warning Level, Red) .................................... 33
3.8.12 Doors Unlocked (Warning Level, Red) ......................................... 34
3.8.13 Fuel Low Both Tanks ............................................................... 34
3.8.14 Config Miscompare ................................................................. 35
3.9 Abnormal Landings ................................................................. 36

3.9.1 One Engine Inoperative Landing ................................................ 36
3.9.2 One Engine Inoperative Missed Approach (Flaps 10°) ..................... 36
3.9.3 Precautionary Landing ............................................................. 37
3.9.4 Forced Landing ...................................................................... 37
3.9.5 Landing With a Flat Tire ........................................................... 40
3.9.5.1 Landing With a Flat Main Tire ................................................. 40
3.9.5.2 Landing with a Flat Nose Wheel Tire ......................................... 40
3.9.6 Flapless Landing .................................................................... 40
3.9.7 Ditching (Landing in Water) ....................................................... 41
3.10 Engine Starting Abnormalities ................................................... 43

3.10.1 Clearing an Engine/Engine Fire During Start ................................. 43
3.10.2 No Light-up During Start .......................................................... 43
3.10.3 Failure to Accelerate During Start ............................................... 43
3.10.4 High T5 Temperature During Start .............................................. 44
3.10.5 Low Oil Pressure Following Start ................................................ 44
3.10.6 Generator Off CAS Message Fails to Appear Following Start ............. 44
3.11 Stall Recovery......................................................................... 46
3.12 Engine Abnormalities ............................................................... 47

3.12.1 Engine Shutdown in Flight ........................................................ 47
3.12.2 Engine Flameout .................................................................... 48
3.12.3 Left (or Right) Oil Pressure (Caution Level, Amber) ......................... 48
3.12.4 Left (or Right) Oil Temp Low (Caution Level, Amber) ........................ 48
3.12.5 Left (or Right) Engine Temp (Caution Level, Amber) ........................ 49
3.13 Propeller Abnormalities ............................................................ 51

3.13.1 Uncommanded Feathering........................................................ 51
3.13.2 Propeller Reversal .................................................................. 51
3.13.3 Left (or Right) Prop Speed (Caution Level, Amber) .......................... 52

Page 3-8 30 May. 2014
3.13.4 Reset Props ........................................................................ 52
3.14 Electrical Abnormalities ......................................................... 54

3.14.1 Total Electrical Failure ........................................................... 54
3.14.2 Left (or Right) Generator Off .................................................... 54
3.14.3 Both Left and Right Generator Off............................................. 55
3.14.4 Left (or Right) Generator Volts ................................................. 56
3.14.5 Left (or Right) Generator Amps ................................................ 56
3.14.6 Main Battery Volts ................................................................ 57
3.14.7 Main Battery Amps ............................................................... 57
3.14.8 Electrical Load Shedding Procedure .......................................... 58
3.14.9 Main Battery Off ................................................................... 59
3.15 Fuel System Abnormalities ..................................................... 60

3.15.1 Left (or Right) Fuel Flow Low ................................................... 60
3.15.2 Pump 1 Press Aft or Forward ................................................... 60
3.15.3 Pump 1 Press and Pump 2 Press – Same Tank ............................ 61
3.15.4 Pump 2 Press – Both Tanks .................................................... 62
3.15.5 Aft (or Fwd) Fuel Quantity Low ................................................. 63
3.15.6 Fuel Transfer Failure ............................................................. 64
3.15.7 Fuel Crossfeed Fail ............................................................... 64
3.15.8 Fuel Quantity Fault ............................................................... 65
3.15.9 Left (or Right) Wing Refuel On (Caution Level, Amber) ................... 66
3.15.10 Left (or Right) Wing Fuel Pump ................................................ 66
3.16 Hydraulic System Abnormalities .............................................. 68

3.16.1 Hydraulic Press Low (Caution Level, Amber) ............................... 68
3.16.2 Hydraulic Pump Over Temp .................................................... 69
3.17 Instrument Abnormalities ....................................................... 70

3.17.1 Airspeed Miscompare, or Questionable Airspeed Indication ............ 70
3.17.2 Left (or Right) Probe Fail ........................................................ 70
3.17.3 ESIS on Batt Power .............................................................. 71
3.18 Bleed Air and Pneumatic System Abnormalities ........................ 72

3.18.1 Pneumatic Press Low (Caution Level Amber) .............................. 72
3.18.2 Duct Overheat ..................................................................... 73
3.19 Airframe Abnormalities .......................................................... 74

08 Feb. 2017 Page 3-9
3.19.1 Doors Unlocked (Caution Level, Amber) ..................................... 74

3.19.2 ELT Active .......................................................................... 74
3.20 Flight Control Abnormalities ................................................... 76

3.20.1 Aileron Trim Tab Runaway ...................................................... 76
3.20.2 Elevator Control Malfunction ................................................... 76
3.21 Cyan (Advisory) Level CAS Messages ....................................... 77

3.21.1 Left (or Right) Autofeather ...................................................... 77
3.21.2 Autofeather Armed ............................................................... 77
3.21.3 Autofeather Selected ............................................................. 78
3.21.4 Avionics Battery Low ............................................................. 78
3.21.5 Avionics Fan Fail ................................................................. 79
3.21.6 Left (or Right) Fire Detect CB .................................................. 80
3.21.7 Left (or Right) Generator Off ................................................... 80
3.21.8 No Alt Reporting ................................................................. 80
3.21.9 Pneumatic Press Low CAS Message (Advisory Level, Cyan) .......... 81
3.21.10 Takeoff Config .................................................................... 81
3.21.11 Left (or Right) Wing Refuel On ................................................ 82
3.22 White (Status) Level CAS Messages ......................................... 83

3.22.1 ESIS Battery Test Pass .......................................................... 83
3.22.2 Gear and/or Engine Configuration Messages .............................. 83
3.22.3 Vent Fan On ....................................................................... 84
3.23 CAS Message Summary Table ................................................. 85
3.24 Honeywell Primus Apex® System CAS Messages ....................... 89

3.24.1 Displays ............................................................................. 89
3.24.1.1 Dual Display Failure (Two displays with large red X) .................... 89
3.24.1.2 Single Display Failure ......................................................... 89
3.24.1.3 Check DU (Individual or Multiple) ........................................... 90
3.24.1.4 Display Overheat (Individual or Multiple) .................................. 91
3.24.1.5 Display Overheat (All Four Displays) ....................................... 92
3.24.1.6 PFD Controller Failure (Left Controller) .................................... 92
3.24.1.7 PFD Controller Failure (Right Controller) .................................. 93
3.24.1.8 PFD Controller Failure (Both Controllers) ................................. 93
3.24.1.9 Joystick Failure ................................................................. 94
3.24.2 PFD Invalid Data Alerts (Missing Data or Red X in Window) ............ 94

Page 3-10 08 Feb. 2017
3.24.2.1 Check Pilot (or Copilot) PFD Data .......................................... 94

3.24.2.2 Attitude Indicator Failure ...................................................... 95
3.24.2.3 Heading Failure ................................................................. 95
3.24.2.4 Airspeed Tape Failure ......................................................... 96
3.24.2.5 Altitude Tape (Altimeter) Failure ............................................. 96
3.24.2.6 Vertical Speed Indicator Failure ............................................. 97
3.24.2.7 Check Engine Data Caution CAS ........................................... 97
3.24.3 PFD Miscompare Alerts ......................................................... 98
3.24.3.1 Airspeed Miscompare ........................................................ 98
3.24.3.2 Barometric Altitude Miscompare ............................................ 98
3.24.3.3 Heading Miscompare .........................................................100
3.24.3.4 Pitch Miscompare .............................................................100
3.24.3.5 Roll Miscompare ..............................................................101
3.24.3.6 Altimeter Setting Missing ....................................................101
3.24.4 Apex Miscellaneous .............................................................102
3.24.5 MAU Failures ....................................................................102
3.24.5.1 MAU Channel A Failure ......................................................103
3.24.5.2 MAU Channel B Failure ......................................................103
3.24.6 Air/Ground Failure ...............................................................104
3.24.7 Aural Warning Failure ...........................................................104
3.24.8 DME Failure.......................................................................105
3.24.9 RAD ALT Failure .................................................................105
3.24.10 ADC Failures .....................................................................106
3.24.10.1 Single ADC Failure ...........................................................106
3.24.10.2 Dual ADC Failure ..............................................................106
3.24.11 AHRS Failures....................................................................107
3.24.11.1 Single AHRS failure ..........................................................107
3.24.11.2 Dual AHRS Failure ............................................................107
3.24.12 Flight Controller ..................................................................108
3.24.12.1 Single Flight Controller Failure (Single Channel) .......................108
3.24.12.2 Dual Flight Controller Failure (Both Channels) ..........................109
3.24.13 FMS – GPS POS MISC ........................................................109
3.24.13.1 Loss of Heading Track Selection ...........................................109
3.24.13.2 Dual GPS Failure ..............................................................110
3.24.14 Unable FMS-GPS Monitor .....................................................111
3.24.15 Radio Failures ....................................................................112
3.24.15.1 Single MMDR failure .........................................................112
3.24.15.2 Dual MMDR Failure ...........................................................112
3.24.16 MMDR Overheat .................................................................113

08 Feb. 2017 Page 3-11
3.24.16.1 Single MMDR Overheat .....................................................113

3.24.16.2 Dual MMDR Overheat........................................................114
3.24.17 Transponder Failures............................................................114
3.24.17.1 Single Transponder Failure ..................................................114
3.24.17.2 Dual Transponder Failure ....................................................115
3.24.18 ASCB Failure .....................................................................115
3.24.19 Track Source Messages ........................................................116
3.24.19.1 HSI is Displaying Magnetic Track ..........................................116
3.24.19.2 HSI is Displaying True Track ................................................117
3.24.20 DAU Fail (single channel of single DAU) ....................................117
3.24.21 DAU Fail (both channels of same DAU) .....................................119
3.24.22 MW Displayed Beside CAS List ..............................................120
3.25 Avionics Advisory and Status Messages ..................................122

3.25.1 General ............................................................................122
3.25.2 CAS Advisories...................................................................122
3.25.3 CAS Status ........................................................................125
List of Tables Page
3-1 Landing (VREF) Speeds ......................................................... 36

3-2 Landing (VREF) Speeds for Flaps 0° .......................................... 41
3-3 CAS Message Summary ......................................................... 85
3-1 Glide Speed for Maximum Range .............................................. 38

3-2 Glide Speed for Maximum Endurance ......................................... 39

Page 3-12 08 Feb. 2017
3.1 Introduction
In the event of an abnormality or emergency that results in posting of numerous CAS
messages (for example, and engine failure, modular avionics unit failure, or data
acquisition unit failure), the crew should attempt to identify the root cause of the failure
and carry out the actions appropriate to the root cause.

30 May. 2014 Page 3-13
3.2 Airspeeds for Emergency Operations

All speeds are given for the maximum permitted weight in the phase of flight described.
VYSE Single Engine Best Rate of Climb Speed (Flaps 10°): 80 KIAS (all weights)
VMCA Minimum Control Speed – Air, One Engine Inoperative: 64 KIAS
VS0 Stall speed, landing configuration (Flaps 37°): 56 KIAS
VS1 Stall speed, take-off configuration (Flaps 10°): 66 KIAS
VS Stall speed, flaps up: 73 KIAS
VA Maneuvering Speed:
132 KIAS from sea level to 18,000 feet.
Limited by Maximum Operating Speed above 18,000 feet.
Glide Speed (both propellers feathered) for best range: 100 KIAS
Glide Speed (both propellers feathered) for best 77 KIAS
endurance:

Page 3-14 30 May. 2014
3.3 No Take-Off Warning

INDICATION
1 Display of the NO TAKEOFF message in each attitude indicator, and:
2 An aural warning consisting of the spoken words NO TAKEOFF.
PROBABLE CAUSE
Power levers have been advanced to greater than 20 PSI torque while the aircraft is on
ground, and the aircraft is not correctly configured for take-off.
ACTION
1 Reject the take-off.
2 Ensure that flaps and trims are correctly set for take-off, and that the autofeather
system is selected on.
NOTE
The take-off configuration monitor considers the following variables:
1 Flaps must be within ±2° of the approved take-off setting (10° for
landplanes, 20° for floatplanes).
2 Elevator and rudder trims must be within the allowable range for
take-off.
3 The autofeather system must be selected on.

30 May. 2014 Page 3-15
3.4 Engine Failure

3.4.1 Engine Failure Prior to Rotation
INDICATION
1 Uncommanded engine power reduction, and;
2 Uncommanded yaw towards affected engine, and/or;
3 No response to forward movement of power lever of affected engine.
ACTION
1 Power levers – IDLE
2 Brakes – APPLY
3.4.2 Engine Failure Airborne, Prior to VMC
WARNING
UNDER NO CIRCUMSTANCE SHOULD ROTATION BE INITIATED

PRIOR TO REACHING VMC.
INDICATION
ACTION
1 Power levers – Retard as needed to maintain aircraft control.
2 Land straight ahead, turn only to avoid obstacles using minimal bank angle.
NOTE
Be aware that after encountering an engine failure when airborne at
a speed below VMC, ‘straight ahead’ is unlikely to be the same as the
runway heading.
3.4.3 Engine Failure Airborne, After VMC

This procedure is used when the autofeather system is selected ‘ON’, prior to
completion of the AFTER TAKE-OFF checklist.

Page 3-16 30 May. 2014
INDICATION
ACTION
1 Power levers – Set Maximum Power.
Advance both power levers to the torque, T5, or NG limit, whichever is reached
first.
Ensure both PROP levers are at the MAX RPM position (96% NP).
2 FLAP position indicator – Confirm flaps are set to 10°.
3 Aircraft Control – Adjust pitch attitude to maintain 80 KIAS. Maintain

directional control with rudder.
4 Propeller of inoperative engine – Confirm that the propeller has automatically

feathered.
IF THE PROPELLER OF THE AFFECTED ENGINE HAS NOT AUTOMATICALLY

FEATHERED:
a Determine if the power loss is partial or total. If the power loss is

partial, it may be appropriate to leave the affected engine operating if
it is contributing thrust.
b If the power loss is total and the propeller of the inoperative engine has
not automatically feathered:
c Propeller of inoperative engine – FEATHER manually.
Climb to a safe altitude (typically several thousand feet AGL). If turns are
necessary for obstacle clearance, limit bank angle to 15° during single engine
operations to avoid negative rates of climb caused by higher wing loading during
turns. When a safe altitude has been reached, carry out the following secondary
actions:
5 Power lever of inoperative engine – retard to 10 PSI torque position (approximately

the zero thrust position)
6 PROP lever of inoperative engine – FEATHER

30 May. 2014 Page 3-17
7 FUEL lever of inoperative engine – OFF
8 PUMP 1 switch for inoperative engine – OFF
9 GENERATOR switch of inoperative engine – OFF
10 BLEED AIR switch of inoperative engine – OFF
11 FUEL EMERGENCY shut-off switch of inoperative engine – OFF
12 AUTOFEATHER system – OFF
13 Check the generator load on the operative engine and reduce electrical consumption
if necessary to stay within the in-flight limitation of 200 amps.
14 Use fuel as necessary to stay within center of gravity limits for the remainder of the
flight.
NOTE
After this checklist has been completed, it is recommended that the
power lever of the inoperative engine be moved forward to match
the position of the power lever of the operative engine, and that the
two power levers then be kept together and moved together for the
remainder of the flight.
15 Complete the after take-off checklist. (Section 4.11).
3.4.4 Engine Failure During Flight

This procedure is used when the autofeather system has been selected ‘OFF’,
following completion of the AFTER TAKEOFF checklist.
INDICATION
ACTION
1 Set Maximum Power.
Advance both power levers to the torque, T5, or NG limit, whichever is reached
first.

Page 3-18 30 May. 2014
Ensure the PROP lever of the operating engine is at the MAX RPM position
(96% NP).
2 Aircraft Control – Adjust pitch attitude to maintain altitude. Maintain

3 Power lever of inoperative engine – retard to 10 PSI torque position

(approximately the zero thrust position).
6 Trim aircraft as required. Flaps may be left retracted, or extended to 10° if necessary.
NOTE
At maximum take-off weight, the DHC-6 will maintain level flight with
flaps up at approximately 110 to 120 KIAS at altitudes below 10,000
feet when one engine is inoperative and feathered and the other
engine is set to maximum continuous power. If any attempt to climb
is made and airspeed drops below 103 KIAS, flaps 10° should be set
to configure the aircraft for best single engine climb performance.
7 Compute and, if necessary, set Maximum Continuous Power.
12 Check generator load on operative engine and reduce electrical consumption if

necessary to stay within the in-flight limitation of 200 amps.
flight.
NOTE

30 May. 2014 Page 3-19
3.4.5 Normal Air Start

WARNING
THE GENERATOR OF THE OPERATING ENGINE MUST REMAIN

ONLINE DURING AN AIRSTART, OTHERWISE, THE APEX
SYSTEM (INCLUDING ALL DISPLAYS) MAY FAIL DUE TO LOW
BUS VOLTAGE WHEN THE STARTER OF THE INOPERATIVE
ENGINE IS ENGAGED.
1 Power lever of inoperative engine – IDLE
4 FUEL EMERGENCY shut-off switch of inoperative engine – NORMAL
5 PUMP 1 switch for inoperative engine – ON
7 IGNITION switch – NORMAL

NOTE
The following procedure contains a cross generator start. Cross
generator starts are to be recorded in the aircraft logs.
8 START switch – proceed in accordance with the normal procedures for starting an
engine, as follows:
a START switch – Select LEFT or RIGHT as required.
b Allow the gas generator speed to stabilize. As soon as the gas generator speed
has stabilized, move the applicable engine FUEL lever to ON without further
delay.
c Light-up – Check that engine accelerates to idle RPM (typically 52% NG at ISA).
d START switch – Release when NG has reached idle speed.

Page 3-20 30 May. 2014
CAUTION
THE AIRCRAFT WILL YAW CONSIDERABLY AS SOON AS THE

PROPELLER IS MOVED OUT OF THE FEATHER POSITION
IN THE FOLLOWING STEP OF THIS CHECKLIST. DO NOT
UNFEATHER THE PROPELLER UNTIL THE PILOT IS PREPARED
TO COMPLETE STEPS 9, 10, AND 11 IN ONE CONTINUOUS
UNINTERRUPTED PROCESS.
9 PROP lever – Move to minimum governing position until unfeathered, and then
select desired NP.
10 Power lever – Advance to desired power setting.
11 Retrim aircraft as required.
12 GENERATOR switch – ON

16 Oct. 2015 Page 3-21
3.5 Smoke and Fire

3.5.1 Engine Fire on Ground
1 Bring the aircraft to a complete stop.
2 PARKING BRAKE – Set
3 Power levers (both engines) – IDLE
4 PROP levers (both engines) – FEATHER
5 FUEL levers (both engines) – OFF
6 FUEL EMERGENCY switch (affected engine only) – OFF
7 FIRE PUSH TO DISCHARGE switchlight (affected engine only) – Push to

discharge extinguisher.
8 PUMP 1 switches (both engines) – OFF
9 Evacuate aircraft. (May not always be appropriate for floatplanes unless at the
dock).
When electrical power is no longer needed for communication or illumination of the

aircraft and the evacuation has been completed:
10 MASTER switch (Pre Mod 6/2314) – OFF
BATTERY, EXTERNAL and GENERATOR switches (Post Mod 6/2314) – OFF
Consideration should be given to leaving the battery power, the aircraft cabin
and exterior lighting on at night after evacuation has been completed. This will
enable emergency response crews to more easily locate the aircraft and assist the
occupants.
3.5.2 Engine Fire in Flight

1 Set Maximum Power on the unaffected engine.
Advance the unaffected engine power lever to the torque, T5 or NG limit,

whichever is reached first.
Ensure the PROP lever of the unaffected engine is at the MAX RPM position
(96% NP).
2 Power lever (affected engine) – retard to 10 PSI torque position (approximately

the zero thrust position).

Page 3-22 16 Oct. 2015
3 PROP lever (affected engine) – FEATHER
4 FUEL lever (affected engine) – OFF
5 FUEL EMERGENCY shut-off switch (affected engine) – OFF
6 FIRE PUSH TO DISCHARGE switchlight (affected engine) – Push to discharge

extinguisher.
7 PUMP 1 switch (affected engine) – OFF
NOTE
9 Compute and, if necessary, set Maximum Continuous Power .
12 Check generator load of operative engine and reduce electrical consumption if

flight.
NOTE

16 Oct. 2015 Page 3-23
3.5.3 Cockpit or Cabin Smoke
WARNING
IN THE EVENT OF SMOKE OR FIRE, PREPARE TO LAND

THE AIRCRAFT WITHOUT DELAY WHILE COMPLETING FIRE
SUPPRESSION AND/OR SMOKE EVACUATION PROCEDURES.
IF IT CANNOT BE VISUALLY VERIFIED THAT THE FIRE HAS
BEEN COMPLETELY EXTINGUISHED, WHETHER THE SMOKE
HAS CLEARED OR NOT, LAND AS SOON AS POSSIBLE.
3.5.3.1 Known Source of Fire or Smoke

1 If required, evacuate passengers from affected area.
2 Extinguish the fire with the portable fire extinguisher.
3.5.3.2 Unknown Source of Fire or Smoke

NOTE
The following procedure has been constructed to preserve pneumatic
pressure for operation of de-ice boots. If de-icing is not required,
both bleed air switches may be turned off at the same time in step 1,
and steps 2, 3, and 4 may be disregarded.
1 LEFT BLEED switch – OFF
WAIT UP TO ONE MINUTE, IF NO IMPROVEMENT:
2 LEFT BLEED switch – ON
3 RIGHT BLEED switch – OFF
WAIT UP TO ONE MINUTE, IF NO IMPROVEMENT:
4 RIGHT BLEED switch – ON
5 Land as soon as possible.
3.5.4 Suspected Electrical Fire

If an electrical fire is suspected, it may be possible to control the problem by selecting
electrical services – OFF one at a time and observing whether there is an improvement
between each selection. This action must not compromise or delay making a landing
as soon as possible.

Page 3-24 16 Oct. 2015
3.6 Emergency Descent

3.6.1 High Speed Emergency Descent
2 PROP levers – MAX RPM (96% NP)
NOTE
If the PROP SPEED caution level (amber) CAS message appears,
adjust PROP lever(s) to maintain MAX RPM 96% NP to eliminate
CAS message.
3 Airspeed – VMO (approximately 12° nose down).
4 Begin recovery 300 feet above desired altitude.
3.6.2 Low Speed Emergency Descent

2 PROP levers – MAX RPM (96% NP)
3 FLAPS – Select full flap (37°) once VFE is reached.
4 Airspeed – maintain 93 KIAS (approximately 22° nose down).
5 Begin recovery 300 feet above desired altitude.
NOTE
Primary flight displays may declutter when pitch attitude exceeds 20°
nose down. This is by design and is normal behaviour.

16 Oct. 2015 Page 3-25
3.7 Icing Emergencies

3.7.1 Inadvertent Flight in Severe Icing
1 Autopilot (if installed) – disconnect immediately. Be prepared for a possible roll force
requirement by firmly holding the control wheel prior to disconnecting the autopilot.
2 IGNITION switch – Manual
3 INTAKE DEFLECTORS – EXTEND
4 PROP levers – MAX RPM
5 Power levers – Maximum Continuous Power
6 All installed de-icing equipment, including PITOT HEAT– ON
7 Airspeed – Minimum 125 KIAS, avoid aggressive maneuvering.
8 Exit severe icing conditions – turn back or change altitude as required to obtain an
outside air temperature that is less conducive to icing.
9 Notify Air Traffic Control of the severe icing conditions.
WHEN CLEAR OF SEVERE ICING CONDITIONS:
10 Power and PROP levers – As required
11 Airspeed – As required
12 Autopilot (if installed) – may be used as desired
14 All installed de-icing equipment – as required
3.7.2 Excessive Ice Accretion

If the rate of ice accretion is such that cruising speed at a constant power setting is
reduced by more than 10 KIAS with all de-icing systems operating, alternative action
should be taken to avoid further exposure to icing.

Page 3-26 16 Oct. 2015
3.8 Red (Warning Level) CAS Messages

3.8.1 Left (or Right) Engine Fire
INDICATION
1 Display of the LEFT (or RIGHT) ENGINE FIRE CAS message, and;
2 Display of the word FIRE in the T5 gauge display, and;
3 Change of colour of the T5 gauge display background to red, and;
4 Illumination of the FIRE PUSH TO DISCHARGE pushbutton, and;
5 An aural warning consisting of the spoken word FIRE.
PROBABLE CAUSE
Higher than acceptable temperature within the nacelle of the affected engine.
ACTION
Complete the ‘Engine Fire on Ground’ or ‘Engine Fire in Flight’ checklist Para 3.5, as
appropriate to the phase of flight.
3.8.2 Left (or Right) Engine Temp (Warning Level, Red)

INDICATION
Display of the LEFT (or RIGHT) ENGINE TEMP warning level (red) CAS message.
PROBABLE CAUSE
Grossly higher than acceptable T5 temperature for the current phase of engine operation
(starting, idle, take-off, single engine, or climb/cruise).
ACTION
The action to take will vary depending on the phase of engine operation.
DURING STARTING (ground or flight):
2 START switch (affected engine) – continue to motor engine for 10 seconds.
DURING IDLE (ground operations):
1 Increase NG until T5 decreases below the idle limit.

30 May. 2014 Page 3-27
2 If T5 does not decrease shortly after NG is increased, shut down the affected engine.
3 START switch (affected engine) – continue to motor engine for 10 seconds after
shutting off fuel.
DURING FLIGHT (all conditions except starting):
1 Power lever (affected engine) – reduce NG until acceptable T5 temperature is

achieved.
IF AN ACCEPTABLE T5 TEMPERATURE CANNOT BE ACHIEVED:
2 Shut down the affected engine.
3 Complete the ‘Engine Shutdown in Flight’ checklist Para 3.12.1.
NOTE
Display of a warning level (red) ENGINE TEMP CAS message
indicates that temperature limitations have been exceeded, even after
making allowance for the acceleration limits. Display of a caution
level (amber) CAS message indicates that temperature limitations
have been exceeded, but the exceedence has been confined to the
time limits granted for acceleration transients.
3.8.3 Left (or Right) Engine Torque

INDICATION
Display of the LEFT (or RIGHT) ENGINE TORQUE CAS message.
PROBABLE CAUSE
Torque greater than 50.5 PSI for more than 2 seconds.
NOTE
The trigger for the warning message has been set to greater than
50.5 PSI for more than 2 seconds, to avoid nuisance messages when
power is being set during and immediately following take-off. This
does not imply approval of power settings greater than 50 PSI.
ACTION
Retard power lever to reduce torque to within acceptable limits. If this does not reduce
torque sufficiently, shut down the affected engine.

Page 3-28 30 May. 2014
3.8.4 Left (or Right) Engine NG (Warning Level, Red)

INDICATION
Display of the LEFT (or RIGHT) ENGINE NG warning level (red) CAS message.
PROBABLE CAUSE
1 NG greater than 101.6%, most likely as a result of fuel governor failure, or;
2 NG less than 45%, most likely as a result of an engine flameout.
ACTION
FOR OVERSPEED CONDITIONS (NG greater than 101.6):
If the NG exceeds the normal operating limit (101.6%), proceed as follows:
1 Power lever (affected engine) – reduce NG until acceptable NG is achieved.
IF AN ACCEPTABLE NG CANNOT BE ACHIEVED:
FOR UNDERSPEED CONDITIONS (NG less than 45%):
Evaluate other engine indications (T5, Torque) to determine if a flameout has

occurred.
NOTE
Display of the LEFT (or RIGHT) ENGINE NG warning level (red) CAS
message during low NG conditions is primarily intended to assist the
pilot to correctly identify a failed (flamed out) engine. If an engine
has failed (flamed out), the ENGINE NG warning level (red) CAS
message and ENGINE TEMP and LOW FUEL FLOW caution level
(amber) CAS messages will be the first to appear. Other warning
and caution level messages may begin to appear approximately 5
seconds later.
3.8.5 Left (or Right) Prop Overspeed (Warning Level, Red)

INDICATION
Display of the LEFT (or RIGHT) PROP OVERSPEED warning level (red) CAS message.

30 May. 2014 Page 3-29
PROBABLE CAUSE
NP greater than 101.5%, most likely as a result of concurrent failure of both the primary
and overspeed governors.
ACTION
3.8.6 Left (or Right) Prop Low Pitch

INDICATION
1 Display of the LEFT (or RIGHT) PROP LOW PITCH CAS message, and;
2 An aural warning consisting of the spoken words PROPELLER LOW PITCH.
NOTE
The aural warning will not specify left or right.
PROBABLE CAUSE
Propeller blade angle is less than what is permitted for flight or ground idle and the pilot
has not twisted the power lever grips to open the idle gate and select a blade angle
less than idle.
ACTION
IF ON GROUND:
Repair before flight.
IF IN FLIGHT:
1 PROP levers (both) – move aft to minimum governing position (75% NP).
2 Power levers (both) – advance sufficiently to increase propeller speed to 75% NP.
This will transfer control of the propeller to the primary governor. The PROP LOW
PITCH CAS message should extinguish.
3 Carry out a normal approach and landing using standard procedures and speeds,
except: Do not move the PROP levers forward to MAX RPM for landing. Leave both
PROP levers at minimum governing (75% NP) until the landing has been completed.

Page 3-30 30 May. 2014
4 During final approach and landing, maintain symmetric power on both engines,
and then reduce both power levers to IDLE at touchdown. Expect the PROP LOW
PITCH CAS message to appear again when NP decreases below 75%. This will be
accompanied by a controllable yaw towards the affected engine.
5 Reverse thrust will not be available during landing due to the mechanical interlock,
because the PROP levers will be in the minimum governing (75% NP) position.
6 After landing, the affected engine may be used for taxi if desired. The affected
engine may also be shut down if desired. Zero thrust or reverse may be used on
the opposite side (unaffected) engine.
WARNING
IT IS PROHIBITED TO TWIST THE POWER LEVER GRIPS OR

MOVE THE POWER LEVERS AFT OF THE IDLE STOP WHEN IN
FLIGHT.
3.8.7 Left (or Right) Oil Pressure (Warning Level, Red)

INDICATION
Display of the LEFT (or RIGHT) OIL PRESSURE warning level (red) CAS message.
PROBABLE CAUSE
1 Oil pressure has exceeded the 105 PSI upper pressure limit during flight, or;
2 Oil pressure has been within the caution range of 40 to 85 PSI for more than 20
seconds, or;
3 Oil pressure is below 40 PSI.
ACTION
If it is safe to do so, shut down the affected engine. Complete the ‘Engine Shutdown in
Flight’ checklist Para 3.12.1.
3.8.8 Left (or Right) Oil Temp (Warning Level, Red)

INDICATION
Display of the LEFT (or RIGHT) OIL TEMP warning level (red) CAS message.
PROBABLE CAUSE
1 Oil temperature has exceeded the 99°C upper limit, or;
2 Oil temperature is below –40°C

30 May. 2014 Page 3-31
ACTION
FOR OVERTEMPERATURE CONDITIONS (Temperature greater than 99°C):
IF ON GROUND:
1 Confirm intake deflector is retracted.
2 Turn aircraft to head directly into wind.
3 If this does not result in a prompt reduction of oil temperature, shut down the affected
engine.
IF IN FLIGHT:
If it is safe to do so, shut down the affected engine. Complete the ‘Engine Shutdown
in Flight’ checklist Para 3.12.1.
FOR COLD TEMPERATURE CONDITIONS (Temperature less than –40°C):
Do not start engine until it has been preheated to a temperature greater than –40°C.
3.8.9 Generators Off

INDICATION
Display of the GENERATORS OFF warning level (red) CAS message.
PROBABLE CAUSE
The aircraft is in flight, and both generators have been off for more than 2 minutes.
ACTION
If appropriate, bring one or both generators back on line.
WARNING
DO NOT SELECT THE BUS TIE SWITCH TO OPEN IN FLIGHT IF

THE RIGHT GENERATOR IS OFFLINE.
3.8.10 Hydraulic Power Fail

INDICATION
Display of the HYDRAULIC POWER FAIL warning level (red) CAS message.

Page 3-32 30 May. 2014
PROBABLE CAUSE
HYDRAULIC OIL PUMP circuit breaker (position C6) has been pulled out, or, for some
other reason, electrical power is not available to the hydraulic oil pump.
ACTION
If appropriate, reset HYDRAULIC OIL PUMP circuit breaker. If it is not appropriate to

reset the HYDRAULIC OIL PUMP circuit breaker and the aircraft is in motion, use the
hydraulic hand pump to operate the hydraulic system.
WARNING
ENGINE START IS PROHIBITED IF THE HYDRAULIC POWER

FAIL WARNING LEVEL (RED) CAS MESSAGE IS PRESENT.
3.8.11 Hydraulic Press Low (Warning Level, Red)

INDICATION
Display of the HYDRAULIC PRESS LOW warning level (red) CAS message.
PROBABLE CAUSE
System hydraulic pressure is less than 1,225 PSI when aircraft is on ground.
ACTION
1 Bring the aircraft to a complete stop using zero thrust.
2 HYDRAULIC OIL PUMP circuit breaker (position C6) – Check, reset if necessary.
IF HYDRAULIC PRESSURES DO NOT RETURN TO NORMAL VALUES:
3 Use hydraulic hand pump to pressurize system. 30 to 40 strokes are needed to

produce 1,500 PSI.
IF HYDRAULIC PRESSURE CAN BE MAINTAINED WITH THE HAND PUMP:
4 Repair before flight.
IF HYDRAULIC PRESSURE CANNOT BE MAINTAINED WITH THE HAND PUMP:
5 Shut down engines without feathering propellers, tow aircraft to service facility.

30 May. 2014 Page 3-33
3.8.12 Doors Unlocked (Warning Level, Red)

INDICATION
Display of the DOORS UNLOCKED warning level (red) CAS message.
PROBABLE CAUSE
One of the doors monitored by the DOORS UNLOCKED circuit is not secure and the
aircraft is in flight.
ACTION
1 SEAT BELT sign – ON
2 Do not attempt to secure the door.
3 If appropriate, move passengers away from affected door.
NOTE
The DOORS UNLOCKED warning level (red) CAS message may be
inhibited (not displayed in the event of an insecure door) if the aircraft
is in the approach phase of flight. The approach phase of flight is
defined as flaps extended (flaps at any flap position other than fully
retracted), autofeather not selected ON, and radar altitude ≤ 800 feet.
3.8.13 Fuel Low Both Tanks

INDICATION
Display of the FUEL LOW BOTH TANKS warning level (red) CAS message.
PROBABLE CAUSE
Both the forward and aft fuel tanks have reached a low fuel state. The FUEL LOW
BOTH TANKS warning CAS message will appear when 200 lbs (90 kg) or less of fuel
remains in the forward tank and 200 lbs (90 kg) of fuel or less remains in the aft tank.
The level in one of the two tanks will likely be significantly lower than these thresholds
if either the FWD or AFT LOW FUEL caution level CAS message was present prior to
display of the FUEL LOW BOTH TANKS warning level CAS message .
ACTION
1 FUEL SELECTOR rotary switch – NORMAL (center position), unless fuel distribution
between the fore and aft tank is asymmetric. In such a case, select both engines to
the tank with the greater amount of fuel. Monitor fuel levels and select NORMAL as
soon as fuel levels are the same in both tanks.

Page 3-34 30 May. 2014
2 If there is fuel present in one or both wing tanks, select the appropriate WING TANK
switch to the ENGINE position.
3 Land as soon as possible after illumination of the FUEL LOW BOTH TANKS warning
level (red) CAS message, using only the minimum power necessary to continue
flight.
4 Maintain as level an attitude as possible to enable all fuel to be consumed.
3.8.14 Config Miscompare

INDICATION
Display of the CONFIG MISCOMPARE warning level (red) CAS message.
PROBABLE CAUSE
Hardware and software not in agreement concerning what equipment is fitted to the
aircraft.
ACTION
Repair before flight. The aircraft may be operated on the ground without any restrictions;
however, correct function of avionics safety systems (TAWS, TCAS, transponder,
weather radar, cartographic displays, detection of air/ground status, etc.) and correct
display of engine limitations cannot be assured.
WARNING
BECAUSE IT IS POSSIBLE THAT AIR/GROUND STATUS MAY

NOT BE CORRECTLY DETERMINED, CORRECT DISPLAY OF
CAUTION AND WARNING MESSAGES CANNOT BE ASSURED.
MONITOR ALL PRIMARY INSTRUMENT INDICATIONS
(IN PARTICULAR, ENGINE AND HYDRAULIC PRESSURE
INDICATIONS) CAREFULLY.
ENSURE THAT THE WEATHER RADAR AND TRANSPONDER

CIRCUIT BREAKERS ARE PULLED OUT.

30 May. 2014 Page 3-35
3.9 Abnormal Landings

3.9.1 One Engine Inoperative Landing
The procedure for landing with one engine inoperative is as follows:
1 Approach Flaps – 10°
2 Minimum approach airspeed – 80 KIAS (all weights). 90 KIAS is recommended.
3 PROP lever of operating engine – MAX RPM
WHEN LANDING IS ASSURED:
4 Select Landing Flaps if desired. Single engine landings with flaps 37° are not
recommended.
5 Minimum VREF airspeed – 1.3 times stall speed for selected flap setting or VMC,
whichever is greater. Refer to Table 3-1.
Table 3-1 Landing (VREF) Speeds

1.3 VS KNOTS IAS
FLAP
ANGLE 12,300 lbs 11,500 lbs 10,500 lbs 9,500 lbs 8,500 lbs 7,500 lbs
(5,580 kg) (5,220 kg) (4,760 kg) (4,310 kg) (3,860 kg) (3,400 kg)
10° 85 83 79 75 71 67
20° 80 77 73 70 66 64
37° 74 70 67 64 Not Authorized
NOTE
The use of reverse thrust during single engine landings is not
recommended.
3.9.2 One Engine Inoperative Missed Approach (Flaps 10°)

A missed approach (also referred to as a go-around or a balked landing) on one
engine must not be attempted if the airspeed is below 80 KIAS. A missed approach
on one engine should not be attempted if more than 10° of flap has been selected.
1 Set Maximum Power on the unaffected engine.
Advance the unaffected engine power lever to the torque, T5, or NG limit, whichever
is reached first.
Ensure the PROP lever of the unaffected engine is at the MAX RPM position (96%
NP).

Page 3-36 30 May. 2014
2 Airspeed (flap 10°) – Climb at 80 KIAS
3 Maintain heading by applying rudder and, if necessary, lowering the wing on the
side of the operating engine up to 5°.
3.9.3 Precautionary Landing

1 Proceed in accordance with the instructions for a normal full flap landing.
2 Touchdown on the main wheels, and keep the nose wheel off the ground as long
as possible by applying full aft movement to the control column.
3 Maintain directional control with rudder.
4 Avoid the use of zero thrust or reverse thrust on soft or rough surfaces.
3.9.4 Forced Landing

Procedures and final approach speeds for a forced landing (landing with both engines
inoperative and both propellers feathered) are identical to procedures and final approach
speeds for a normal full flap (flap 37°) degree landing.
The following additional procedures apply:
1 Refer to glide speed graphs (Figure 3-1 and Figure 3-2) to determine appropriate
power off, propellers feathered glide speed.
2 PUMP 1 switches – both OFF
3 FUEL EMERGENCY shut-off switches – both OFF
as possible by applying full aft movement to the control column.
6 MASTER (Pre Mod 6/2314) switch – OFF after aircraft has come to a full stop.
BATTERY, EXTERNAL and GENERATOR (Post Mod 6/2314) switches – OFF after
aircraft has come to a full stop.

16 Oct. 2015 Page 3-37
Figure 3-1 Glide Speed for Maximum Range

Page 3-38 16 Oct. 2015
Figure 3-2 Glide Speed for Maximum Endurance

30 May. 2014 Page 3-39
3.9.5 Landing With a Flat Tire
3.9.5.1 Landing With a Flat Main Tire

1 Carry out a normal full flap (flap 37°) degree landing.
2 Touchdown in a wings-level attitude, and reduce weight on the affected main wheel
by applying aileron to lift the wing on the affected side. The aircraft will yaw towards
the flat mainwheel as soon as the affected wheel begins to bear weight.
3 Maintain directional control with rudder and, if necessary, aileron. Use nose wheel
steering only if full rudder and aileron deflection is insufficient to maintain directional
control.
4 Apply braking as required on the unaffected mainwheel only. Do not apply braking
to the wheel with the flat tire.
3.9.5.2 Landing with a Flat Nose Wheel Tire

1 Carry out a normal full flap (flap 37°) degree landing.
as possible by applying full aft movement to the control column. Continue to keep
elevator full aft until the aircraft comes to a full stop.
3 Maintain directional control with rudder and, if necessary, aileron.
4 Avoid the use of nose wheel steering unless it is absolutely necessary to remain on
the runway.
5 Avoid use of wheel braking or reverse thrust unless it is absolutely necessary. If

runway length permits, allow the aircraft to roll to a stop.
3.9.6 Flapless Landing
WARNING
TO AVOID THE RISK OF DESCENDING BELOW A NOMINAL

3° APPROACH PROFILE, PARTICULARLY DURING THE
FINAL STAGES OF A FLAPLESS APPROACH, USE OF A
RUNWAY SERVED BY VASI, PAPI, OR ILS GLIDESLOPE IS
RECOMMENDED.
Landing distance required will be at least double the distance published for landing with
flap 37°.

Page 3-40 30 May. 2014
1 Carry out a normal approach and landing, using the speeds in the VREF table for
flaps 0°.
Table 3-2 Landing (VREF) Speeds for Flaps 0°

1.3 VS KNOTS IAS
FLAP
(5,580 kg) (5,220 kg) (4,760 kg) (4,310 kg) (3,860 kg) (3,400 kg)
0° 94 90 86 82 77 72
2 Touch down on the main wheels, and keep the nose wheel off the ground until the
airspeed has decreased below 60 KIAS. Use rudder and, if necessary, aileron for
directional control above 60 KIAS.
IF RUNWAY LENGTH IS MINIMAL:
3 Apply reverse thrust and maximum wheel braking immediately after touchdown.
NOTE
Reverse thrust is most effective at speeds greater than 60 KIAS.
3.9.7 Ditching (Landing in Water)

Information about ditching the Twin Otter is limited and speculative in nature, because
no model testing has been carried out. The following recommendations are general in
nature for high wing aircraft.
1 Transponder – 7700
2 Radios (Route Frequency and 121.5/243.0/5680) – MAYDAY GIVEN
3 ELT – ON
4 Brief passengers:
Put life vests on, but do not inflate inside the aircraft.
Explain how to use the life vests (inflation, whistle, light).
Loosen neckwear, remove glasses and keep in pocket, remove sharp objects
from pockets.
Explain brace position.
Stow loose articles under the seats.
Explain how to open the emergency exits.

30 May. 2014 Page 3-41
Turn on the cabin emergency lights (if so equipped).
On final approach:
5 Flaps – 37°
6 Speed – 75 KIAS
7 PROP levers (If Engines are Operating) – MAX RPM
8 Seat Belts/Shoulder Harnesses – FASTENED
9 Prior to Water Landing – PASSENGER ANNOUNCEMENT
Water contact:
Land parallel with the swell (major waves), if possible with a headwind. Touch down
as normal. Do not stall.
When aircraft stops:
10 Evacuate from the high side.

Page 3-42 30 May. 2014
3.10 Engine Starting Abnormalities

3.10.1 Clearing an Engine/Engine Fire During Start
If it is necessary to ensure all unburned fuel is removed from the engine combustion
section following an unsuccessful start attempt, proceed as follows:
1 IGNITION circuit breaker (affected engine) (left is position C3, right is position D3)
– Pull out
3 Power lever (affected engine) – IDLE
4 START switch (affected engine) – Hold LEFT or RIGHT (as appropriate) for 10
seconds.
IF THERE IS A FIRE IN THE AFFECTED ENGINE, CONTINUE AS FOLLOWS:
5 FUEL EMERGENCY shut-off switch (affected engine) – OFF
6 PUMP 1 (affected engine) – OFF
7 FIRE PUSH TO DISCHARGE button (affected engine) – Push to discharge

extinguisher.
Shut down the opposite side engine if it is running, evacuate the aircraft, and apply the
portable fire extinguisher into the exhaust stub of the affected engine if necessary.
3.10.2 No Light-up During Start

If the engine fails to light up within 10 seconds of introducing fuel, proceed as follows:
3 Do ‘Clearing an Engine’ checklist Para 3.10.1 before next start attempt.
3.10.3 Failure to Accelerate During Start

If the engine fails to accelerate to normal idle speed (approximately 52% NG), proceed
as follows:

30 May. 2014 Page 3-43
NOTE
At temperature and pressure conditions close to or less than ISA,
it may be necessary to unfeather the propeller of the engine being
started to permit the engine to accelerate to normal governed idle
speed.
3.10.4 High T5 Temperature During Start

If the T5 temperature exceeds starting limits during the start procedure, as evidenced by
appearance of the LEFT (or RIGHT) ENGINE TEMP warning level (red) CAS message,
proceed as follows:
If the T5 temperature approaches but does not exceed the starting limits during the
start procedure, as evidenced by appearance of the LEFT (or RIGHT) ENGINE TEMP
caution level (amber) CAS message, proceed as follows:
1 Consider the possibility that the battery may be discharged or the external power
source may be inadequate, and take appropriate action to address the problem
prior to starting another engine.
2 Record the appearance of the caution level (amber) ENGINE TEMP message in
the technical log, to enable it to be investigated for cause.
3.10.5 Low Oil Pressure Following Start

If oil pressure is less than 40 PSI at the end of the start procedure, as evidenced
by appearance of the LEFT (or RIGHT) OIL PRESSURE warning level (red) CAS
message, shut down the engine.
3.10.6 Generator Off CAS Message Fails to Appear Following Start
WARNING
THIS PROCEDURE SHOULD ONLY BE CARRIED OUT IF THE

AIRCRAFT IS ON THE GROUND.
If the GENERATOR OFF advisory CAS message of the engine being started fails to
appear when the start switch is released at the end of the start procedure, proceed as
follows:
1 Generator switch (affected engine) – OFF

Page 3-44 30 May. 2014
If the GENERATOR OFF advisory CAS message of the affected engine illuminates,
this is the end of the procedure.
IF THE GENERATOR OFF ADVISORY CAS MESSAGE DOES NOT APPEAR,

CONTINUE AS FOLLOWS:
2 BUS TIE switch – OPEN
3 MASTER (Pre Mod 6/2314) switch – OFF
BATTERY, EXTERNAL and GENERATOR (Post Mod 6/2314) switches – OFF
4 Shut down the aircraft following normal procedures.
NOTE
Both the advisory level (cyan) and the caution level (amber)
GENERATOR OFF CAS messages have the same meaning and
same significance. When the aircraft is on the ground, an advisory
level (cyan) CAS message is presented for the first 90 seconds
following engine start to avoid nuisance illumination of the MASTER
CAUTION annunciator.

16 Oct. 2015 Page 3-45
3.11 Stall Recovery

At the first indication of a stall (stall light illuminates, aural alert sounds, stall horn
sounds, wing/drop lateral instability, or stall buffet detected accompanied by an increase
in rate of descent and/or excessively low airspeed):
1 Autopilot (if in use) – DISENGAGE
2 Attitude
a REDUCE PITCH ATTITUDE
b If in a turn – ROLL WINGS LEVEL
WARNING
DO NOT PUSH THE CONTROL COLUMN FULLY FORWARD.

EITHER RELAX BACK PRESSURE ON THE CONTROL COLUMN,
OR, MOVE THE CONTROL COLUMN FORWARD UNTIL THE
DESIRED PITCH ATTITUDE IS ACHIEVED.
3 Power levers – SET MAXIMUM POWER
Advance both power levers to torque, T5, or NP limit, whichever is reached first.
Ensure both PROP levers are at the MAX RPM position (96% NP).
4 Airspeed – Increase to VREF appropriate to weight and flap configuration.
NOTE
If the aircraft pitch and roll attitudes at the time the stall (or stall
warning) is recognized are within the limits of normal flight operations,
step 2 and 3 of this procedure should be initiated at the same time. If
the aircraft is in an unusual pitch or roll attitude at the time the stall (or
stall warning) is recognized, step 2 should be initiated first, followed
by step 3.
Loss of altitude can be expected during stall recovery.

Page 3-46 16 Oct. 2015
3.12 Engine Abnormalities

3.12.1 Engine Shutdown in Flight
1 Increase power and propeller speed on the operating engine as required prior
to shutting down affected engine.
If additional power is required from the operating engine, move the PROP
lever of the operating engine to the MAX RPM (96% NP) position.
2 Power lever (affected engine) – retard to 10 PSI torque (approximately the zero
thrust position)
3 PROP lever (affected engine) – FEATHER

directional control with rudder. Trim aircraft as necessary.
NOTE
6 Compute and, if necessary, set Maximum Continuous Power.
11 Check generator load on operative engine and reduce electrical consumption if

flight.

30 May. 2014 Page 3-47
NOTE
3.12.2 Engine Flameout

If the engine flames out during flight, as indicated by a sudden and substantial loss of
thrust from the affected engine and engine instrument indications that are similar to a
normal shutdown, complete the ‘Engine Failure During Flight’ checklist Para 3.4.4.
If the cause of the flameout can be corrected (for example, if the flameout was caused
by improper fuel management or failure to extend the intake deflectors in conditions of
visible moisture at temperatures of +5°C or less), an airstart may be attempted. Refer
to the ‘Normal Air Start’ checklist Para 3.4.5.
3.12.3 Left (or Right) Oil Pressure (Caution Level, Amber)

INDICATION
Display of the LEFT (or RIGHT) OIL PRESSURE caution level (amber) CAS message.
PROBABLE CAUSE
seconds and NG has been above idle (≥72%) during that same time, or;
seconds at any NG, or;
3 The low oil pressure discrete sensor indicates oil pressure is below 40 PSI, even
though the primary oil pressure measurement sensor indicates oil pressure greater
than 40 PSI.
ACTION
Continue to monitor the engine oil pressure indication. Be prepared for the possibility
of an engine shutdown if oil pressure continues to degrade and the amber caution level
message escalates to a red warning level message.
3.12.4 Left (or Right) Oil Temp Low (Caution Level, Amber)
INDICATION
Display of the LEFT (or RIGHT) OIL TEMP caution level (amber) CAS message.

Page 3-48 30 May. 2014
PROBABLE CAUSE
Oil temperature is less than 0°C and engine speed is greater than 72% NG.
ACTION
IF ON GROUND:
Reduce engine speed to idle until oil temperature increases above 0°C.
IF IN FLIGHT:
This is an abnormal indication; however, no procedure is established for use in flight.

Report the condition in the aircraft technical log and investigate for cause before further
flight.
3.12.5 Left (or Right) Engine Temp (Caution Level, Amber)

INDICATION
Display of the LEFT (or RIGHT) ENGINE TEMP caution level (amber) CAS message.
PROBABLE CAUSE
Engine temperature has reached the temperature limit established for that phase of
engine operation, but the exceedence has not yet exceeded the time limit permitted by
the acceleration limits established for engine temperature.
ACTION
The action to take will vary depending on the phase of engine operation.
DURING STARTING (ground or flight):
1 Continue to monitor T5 trend, and if the amber caution level message escalates to
a red warning level message, move the FUEL lever to the OFF position.
2 If FUEL lever is moved to the OFF position, continue to motor engine for 10 seconds.
DURING IDLE (ground operations):
1 Increase NG until T5 decreases below the idle limit.
DURING FLIGHT (all conditions except starting and single engine):
1 Power lever (affected engine) – reduce NG until acceptable T5 temperature is

achieved.

30 May. 2014 Page 3-49
DURING FLIGHT (single engine operations):
1 Power lever (affected engine) – if safe to do so, reduce NG until acceptable T5

temperature is achieved.

Page 3-50 30 May. 2014
3.13 Propeller Abnormalities

3.13.1 Uncommanded Feathering
1 Advance the unaffected engine power lever to the torque, T5, or NG limit,
whichever is reached first. Ensure the PROP lever of the unaffected engine is
at the MAX RPM position (96% NP).

3 Power lever of affected engine – IDLE
NOTE
5 Compute and, if necessary, set Maximum Continuous Power on the operating

engine.
If the affected engine operating parameters are within limits, an attempt may be
made to determine the cause of the uncommanded feathering. Proceed as follows:
6 If the autofeather system is selected on (evidenced by illumination of the SELECTED

[AUTOFEATHER SELECT] switchlight), turn the autofeather system OFF.
7 If this does not resolve the problem, shut down the engine in accordance with the
instructions provided in the ‘Engine Shutdown in Flight’ checklist Para 3.12.1.
3.13.2 Propeller Reversal

IF PROPELLER BLADE LATCHES (S.O.O. 6203) ARE NOT FITTED:
IF PROPELLER BLADE LATCHES (S.O.O. 6203) ARE FITTED:
1 Power lever (affected engine) – IDLE
2 Do not shut down the affected engine.

16 Oct. 2015 Page 3-51
3.13.3 Left (or Right) Prop Speed (Caution Level, Amber)

INDICATION
Display of the LEFT (or RIGHT) PROP SPEED caution level (amber) CAS message.
PROBABLE CAUSE
1 NP greater than 96% but not greater than 101.5%, most likely as a result of failure of
the primary governor accompanied by correct function of the overspeed governor,
or;
2 NP less than 41% while in flight.
ACTION
IF NP EXCEEDS 96% BUT IS AT OR BELOW 101.5%:
1 Move opposite side (unaffected engine) PROP lever forward to MAX RPM (96%) to
reduce NP mismatch.
2 Land as soon as practical.
IF NP IS LESS THAN 41%:
If the condition causing the low NP results from a deliberate pilot action (for example,
the propeller has been intentionally feathered by the pilot during flight for function test
or training purposes), the CAS message can be considered to be advisory in nature
and no further action is necessary.
If the condition causing the low NP does not result from a deliberate pilot action, refer
to the ‘Uncommanded Feathering’ checklist Para 3.13.1.
3.13.4 Reset Props

INDICATION
Display of the RESET PROPS caution level (amber) CAS message.
PROBABLE CAUSE
Propeller levers have not been moved forward to MAX RPM (96% NP) setting, and
airspeed is less than 87 KIAS.
ACTION
DURING FINAL APPROACH:
1 PROP levers – move forward to MAX RPM (96% NP).

Page 3-52 16 Oct. 2015
IF ON GROUND – BOTH ENGINES RUNNING:
1 PROP levers – move forward to MAX RPM (96% NP) prior to take-off.
OTHER PHASES OF FLIGHT:
No action is necessary.

30 May. 2014 Page 3-53
3.14 Electrical Abnormalities

3.14.1 Total Electrical Failure
In the event of a complete loss of electrical power, proceed as follows:
1 BUS TIE switch – OPEN
2 GENERATOR switches – Both OFF
3 GENERATOR switches – RESET individually, maximum two attempts per generator.
4 DC LOADMETERS – check to determine which generator(s) are producing power.
5 If both generators reset, leave BUS TIE switch OPEN
IF ONE GENERATOR DOES NOT RESET:
6 GENERATOR switch (malfunctioning system) – OFF
7 BUS TIE switch – NORMAL
8 DC Loadmeters – Check generator loads.
9 If safe to do so, descend to 8,000 feet or lower pressure altitude.
3.14.2 Left (or Right) Generator Off

INDICATION
Display of the LEFT (or RIGHT) GENERATOR OFF caution level (amber) CAS
message.
PROBABLE CAUSE
The affected generator is offline.
ACTION
1 GENERATOR switch (affected engine) – OFF
2 GENERATOR switch (affected engine) – RESET once
3 GENERATOR OFF caution level (amber) CAS message (affected engine) – Check
message has disappeared.

Page 3-54 30 May. 2014
IF GENERATOR DOES NOT RESET:
4 Check circuit breakers GEN CONTROL L and R (positions 2A and 2B) and
GENERATOR EXCITATION (position 1A)
5 GENERATOR switch (affected engine) – RESET once
6 GENERATOR OFF caution level (amber) CAS message (affected engine) – Check
message has disappeared.
7 DC Loadmeters – Check generator loads
IF GENERATOR DOES NOT RESET:
3.14.3 Both Left and Right Generator Off

INDICATION
Display of both the LEFT GENERATOR OFF and RIGHT GENERATOR OFF caution
level (amber) CAS messages at the same time.
PROBABLE CAUSE
Both generators are offline and one or more engines is running.
ACTION
1 GENERATOR switches (2) – Both OFF
2 GENERATOR switches (2) – Reset individually, maximum 2 attempts each.
3 DC Loadmeters – Check to determine which generator(s) are producing power.
IF ONE GENERATOR DOES NOT RESET:
4 GENERATOR switch (malfunctioning system) – OFF

30 May. 2014 Page 3-55
NOTE
If both the LEFT GENERATOR OFF and the RIGHT GENERATOR
OFF caution level (amber) CAS messages persist for more than
120 seconds while the aircraft is in flight, they will be replaced by a
single GENERATORS OFF warning level (red) CAS message. The
meaning of the plural message is the same as the meaning of both
individual messages.
WARNING
DO NOT SELECT THE BUS TIE SWITCH TO OPEN IN FLIGHT IF

THE RIGHT GENERATOR IS OFFLINE.
3.14.4 Left (or Right) Generator Volts

INDICATION
Display of the LEFT (or RIGHT) GENERATOR VOLTS caution level (amber) CAS
message.
PROBABLE CAUSE
The voltage output of the affected generator is above the acceptable range.
ACTION
1 If the engine is idling, increase gas generator speed above 55% NG
IF PROBLEM REMAINS:
3 DC Loadmeter for other generator – Check generator load
3.14.5 Left (or Right) Generator Amps

INDICATION
Display of the LEFT (or RIGHT) GENERATOR AMPS caution level (amber) CAS
message.
PROBABLE CAUSE
The electrical load on the affected generator has been above 200 amps for more than
30 seconds, or; above 160 amps for more than 60 seconds while the aircraft is on the
ground.

Page 3-56 30 May. 2014
ACTION
1 Confirm that both generators are selected ON.
2 If necessary, reduce electrical loads to comply with generator limitations.
NOTE
Individual generator load limitations are 160 amps or less while on
ground at temperatures greater than 7°C, or 200 amps at all other
times.
3.14.6 Main Battery Volts

INDICATION
1 Display of the MAIN BATTERY VOLTS caution level (amber) CAS message.
2 Change of background colour behind the numeric display of battery volts to amber.
PROBABLE CAUSE
The voltage of the main battery is below 22 volts. This is an indication of a discharged
battery.
ACTION
IF ON GROUND:
Investigate and rectify the battery voltage problem prior to starting engines.
IF IN FLIGHT:
Confirm that the POWER SOURCE switch is at the BATTERY position (Pre Mod
6/2314) or BATTERY switch is ON (Post Mod 6/2314), and confirm that the generators
are both operating properly.
3.14.7 Main Battery Amps

INDICATION
1 Display of the MAIN BATTERY AMPS caution level (amber) CAS message.
2 Change of background colour behind the numeric display of battery amps to amber.
PROBABLE CAUSE
The current being drawn from the main battery is greater than 60 amperes.

08 Feb. 2017 Page 3-57
ACTION
Either bring a generator online to provide electrical power, or, if it is safe to do so,
reduce electrical demand.
3.14.8 Electrical Load Shedding Procedure

Group 1 items
The most significant electrical consumers, listed in order of amperes consumed:
1 Windshield Heat OFF (if installed)
2 VENT FAN switch OFF
3 HF radio switch OFF (if installed – use knob on HF radio control head)
4 WEATHER RADAR switch OFF (use knob on multifunction controller)
5 All switches in EXTERNAL LIGHTING and INTERNAL LIGHTING rows OFF
6 WING TANK switches OFF
7 FOOTWELL light switch OFF (use switch on lighting control panel)
8 INSTRUMENT and FLOOD dimmers fully off (use knobs on lighting control panel)
– Only if instrument panel lighting is not needed
Group 2 items
(do this only if additional load shedding is needed during an in-flight emergency):
1 Pull PY TUBE HEATER circuit breakers (Main CB panel to left of Captain, A7 and
B7) – Only if OAT is greater than 0°C
2 Pull AVIONICS FAN circuit breaker (Avionics CB panel on center pedestal, E7, lower
left corner) – Only if OAT is less than 35°C
3 Pull AVIONICS STRT BATT CHARGE circuit breaker (Avionics CB panel on center
pedestal, M7) (Post Mod 6/2315).
4 Turn off right PFD (far right knob on reversion controller) – Only if operating single
pilot, do not turn it off during 2 crew operations

Page 3-58 08 Feb. 2017
3.14.8 Electrical Load Shedding Procedure

Group 1 items
The most significant electrical consumers, listed in order of amperes consumed:
9 FLT COMP FANS, CABIN FAN STA 332 BULKHEAD and CABIN FANS STA 111
BULKHEAD switches OFF (if installed)
Group 2 items
PSM 1-64-1A (TA-28)

Page of
TEMPORARY AMENDMENT

_______________________________________________________
In Section 3, insert facing page 3-59
EMERGENCY AND ABNORMAL PROCEDURES
REASON FOR ISSUE:

To introduce S.O.O. 6378, Cabin Fans – STA 111 Bulkhead and S.O.O. 6379, Cabin
Blower Fan – STA 332 Bulkhead.
ACTION:
In Section 3, ignore existing Para 3.14.8 and insert new Para as shown on Page 2 of
this Temporary Amendment.
APPROVED____________________
Chief, Flight Test
Transport Canada
DATE_________________________
of the manual.
PSM 1-64-1A (TA-28)

Page of
3.14.9 Main Battery Off

INDICATION
1 Display of the MAIN BATTERY OFF caution level (amber) CAS message.
2 Change of background colour behind the numeric display of battery volts to amber.
PROBABLE CAUSE (Pre Mod 6/2314)
The POWER SOURCE switch is not selected to BATTERY, and external power is not
present.
ACTION (Pre Mod 6/2314)
If appropriate, select the POWER SOURCE switch to BATTERY.
PROBABLE CAUSE (Post Mod 6/2314)
The BATTERY switch is OFF.
ACTION (Post Mod 6/2314)
If appropriate, select the BATTERY switch to ON.

08 Feb. 2017 Page 3-59
3.15 Fuel System Abnormalities

3.15.1 Left (or Right) Fuel Flow Low
INDICATION
Display of the LEFT (or RIGHT) FUEL FLOW LOW caution level (amber) CAS message.
PROBABLE CAUSE
Fuel flow less than 60 lbs (27 kg) per hour, most likely as a result of a flameout.
ACTION
No action is necessary to specifically address the low fuel flow condition. The action to
be taken will be based on the consequences of the loss of power from the engine.
NOTE
This CAS message is primarily intended to assist the pilot in correctly
identifying a failed engine.
3.15.2 Pump 1 Press Aft or Forward

INDICATION
Display of the PUMP 1 AFT (or FORWARD) PRESS caution level (amber) CAS
message.
PROBABLE CAUSE
The affected pump has failed, or the output pressure of the affected pump is insufficient.
ACTION
BOOST PUMP 1 circuit breaker for affected pump (position A8 for FORWARD or
position A9 for AFT, as appropriate) – pull circuit breaker.
NOTE
If the PUMP 1 caution level (amber) CAS message appears, but the
PUMP 2 caution level (amber) CAS message does not appear, this
indicates that the automatic changeover system has functioned as
designed and has automatically energized PUMP 2 in the affected
tank. It is neither necessary or desirable to lift the PUMP 2 switch
on the affected side to the EMERGENCY position. It is normal for
the PUMP 2 CAS message to appear momentarily (for less than one
second) at the moment the changeover takes place.

Page 3-60 08 Feb. 2017
3.15.3 Pump 1 Press and Pump 2 Press – Same Tank

INDICATION
Display of both the PUMP 1 and PUMP 2 AFT (or FORWARD) PRESS caution level
(amber) CAS messages for the same fuel tank at the same time.
NOTE
This procedure applies only to the appearance of both the PUMP 1
PRESS and PUMP 2 PRESS CAS messages for the same tank. It
does not apply to illumination of the two small PUMP 1 and PUMP
2 rectangles underneath the fuel quantity gauges. The two small
rectangles under the fuel quantity gauges operate in exactly the
same manner as DHC-6 Series 300 annunciator lights, and they
will normally appear underneath the deselected tank whenever the
FUEL SELECTOR rotary switch has been moved to BOTH ON AFT
or BOTH ON FORWARD.
PROBABLE CAUSE
PUMP 1 in the affected tank has failed, or the output pressure of PUMP 1 is insufficient,
and at the same time, the automatic changeover system has also failed.
ACTION
1 Confirm that the PUMP 1 switch for the affected tank is in the ON position.
2 PUMP 2 switch (affected side) – lift up to EMERGENCY position.
3 BOOST PUMP 1 circuit breaker for affected pump (position A8 for FORWARD or
position A9 for AFT, as appropriate) – pull circuit breaker.
The PUMP 2 PRESS caution CAS message should disappear once step 2 has been
completed.
IF BOTH BOOST PUMP CAUTION CAS MESSAGES REMAIN PRESENT:
4 FUEL SELECTOR rotary switch – select opposite side (unaffected) tank.
NOTE
CAS messages will disappear when opposite side (unaffected) tank
is selected because the boost pumps in the affected tank have been
switched off. This does not mean that the failure of the pumps in the
affected tank is no longer present.
5 For fuel planning purposes, consider the fuel in the affected tank to be unusable.

08 Feb. 2017 Page 3-61
3.15.4 Pump 2 Press – Both Tanks

INDICATION
1 Display of the FUEL CROSSFEED FAIL caution level (amber) message, and;
2 Display of both the PUMP 2 AFT PRESS and PUMP 2 FORWARD PRESS caution
level (amber) messages, and;
3 Display of the CROSSFEED BOTH AFT and CROSSFEED BOTH FWD status level
(white) messages at the same time, and;
4 No CAS messages related to either the forward or aft PUMP 1 are present.
PROBABLE CAUSE
The FUEL CROSSFEED circuit breaker (position D7) is out. Because of the loss of
power to the control and monitoring circuit for the automatic changeover system and the
crossfeed valve, both of the PUMP 2 caution messages – which are normally inhibited
when output pressure is being provided by PUMP 1 – are no longer inhibited. The
crossfeed messages are spurious and should be disregarded.
ACTION
IF ON GROUND:
IF IN FLIGHT:
1 Select the two PUMP 2 switches to EMERGENCY. This is not an urgent action or
memory item, it is done as a precaution because the automatic changeover system
will not longer operate in the event that a number 1 boost pump should fail in the
future.
2 Disregard the two fuel crossfeed status messages. The position of the fuel crossfeed
valve cannot be monitored. The fuel crossfeed valve will remain in whatever position
it was in at the time the messages appeared, and cannot be changed. The position
of the crossfeed valve can be determined by looking at the position of the FUEL
SELECTOR knob at the time the messages appeared.
3 Monitor fuel consumption from the two fuselage tanks. If the crossfeed valve was
open at the time the CAS messages appeared, fuel may not be consumed evenly
from the forward and aft tanks.
4 If fuel is being consumed unevenly from the fuselage tanks, land the aircraft before
fuel quantity in either tank decreases to less than 100 lbs.

Page 3-62 08 Feb. 2017
3.15.5 Aft (or Fwd) Fuel Quantity Low

INDICATION
Display of the AFT (or FWD) FUEL QTY LOW caution level (amber) CAS message.
PROBABLE CAUSE
Low fuel quantity in the affected tank. The FWD FUEL QTY LOW caution CAS message
will appear when approximately 75 lbs (34 kg) of fuel remains in the forward tank. The
AFT FUEL QTY LOW caution CAS message will appear when approximately 110 lbs
(50 kg) of fuel remains in the aft tank.
If either FUEL QTY LOW caution CAS message appears and the corresponding fuel
indicator indicates 300 lbs (135 kg) or more of fuel in the affected tank, refer to the
procedure provided in Para 3.15.6 ‘Fuel Transfer Failure’.
ACTION
2 Continue flight and land as soon as practical with FUEL SELECTOR rotary switch
set to the unaffected tank.
IF THE ‘FUEL LOW BOTH TANKS’ CAS MESSAGE SUBSEQUENTLY APPEARS:
4 FUEL SELECTOR rotary switch – NORM (center position)
5 If there is fuel present in one or both wing tanks, select the appropriate WING TANK
switch to the ENGINE position.
6 Land as soon as possible, but in no case later than 15 minutes after illumination
of the FUEL LOW BOTH TANKS warning level (red) CAS message, using only the
minimum power necessary to continue flight.
7 Maintain as level an attitude as possible for the remainder of the flight to enable all
fuel to be consumed.

30 May. 2014 Page 3-63
3.15.6 Fuel Transfer Failure

INDICATION
Display of an AFT (or FWD) FUEL QTY LOW caution level (amber) CAS message
in flight with 300 or more lbs (135 or more kg) of fuel remaining in the affected tank
indicates a probable failure of the fuel transfer system.
There is no CAS message that directly annunciates a fuel transfer failure. Fuel transfer
failure is inferred from the combination of a FUEL QTY LOW caution level (amber) CAS
message and the presence of 300 or more lbs (135 or more kg) of fuel in the affected
tank.
PROBABLE CAUSE
Numerous causes are possible, none of which can be directly addressed by the pilot.
ACTION
2 PUMP 2 switch (affected side) – lift up to EMERGENCY position.
3 Continue flight and land as soon as practical with FUEL SELECTOR rotary switch
set to the unaffected tank.
IF FUEL IN THE AFFECTED TANK MUST BE USED IN ORDER TO REACH THE

NEAREST AERODROME:
5 FUEL SELECTOR rotary switch – as required.
6 Avoid extreme or prolonged nose up or nose down attitudes.
3.15.7 Fuel Crossfeed Fail

INDICATION
Display of the FUEL CROSSFEED FAIL caution level (amber) CAS message.
PROBABLE CAUSE
Fuel crossfeed valve position cannot be positively confirmed to be appropriate to the

position of the FUEL SELECTOR knob (crossfeed valve closed when NORMAL is
selected, and open when the knob is set to BOTH ON AFT or BOTH ON FWD).

Page 3-64 30 May. 2014
ACTION
1 Check FUEL CROSSFEED circuit breaker (position D7). If this circuit breaker
is out, and if PUMP 2 caution level messages appear, refer to and complete the
procedure Para 3.15.4, “Pump 2 Press CAS messages both present (FORWARD
and AFT tanks)”.
2 If the FUEL CROSSFEED FAIL message appears when the FUEL SELECTOR
knob is in NORMAL:
It is possible that fuel may be consumed at unequal rates from the forward and aft
fuel tanks. Monitor the fuel quantities as they decrease in each tank, and plan to
land before either tank decreases to 200 lbs (90 kg) total quantity. Consumption
of fuel from the tank with the greater quantity may be encouraged by selecting the
PUMP 2 switch of the tank with the greater quantity up to the EMERGENCY position.
3 If the FUEL CROSSFEED FAIL message appears when the FUEL SELECTOR
knob is in BOTH ON AFT or BOTH ON FWD:
Consumption of fuel by both engines from the selected tank cannot be assured.
A flameout of the engine that is normally fed from the deselected tank is possible.
Immediately lift the PUMP 2 switch of the deselected tank up to the EMERGENCY
position. Prior to taking any further action, observe the decrease in fuel quantities
in each tank that takes place over a 20 minute period.
3.15.8 Fuel Quantity Fault

INDICATION
Display of the FUEL QUANTITY FAULT caution level (amber) CAS message.
PROBABLE CAUSE
Complete or partial failure of the Fuel Quantity Gauging System (FQGS) computer.
This may result in loss of display of aft fuselage and left wing tanks, or forward fuselage
and right wing tanks, or both, depending on whether one or both channels of the FQGS
have failed. The display of affected tanks in the fuel window will normally be replaced
by large white ‘X’ marks in place of the quantity display. The display of total fuel quantity
at the top of the fuel window will be inaccurate.
ACTION
IF ON GROUND:
Repair before flight. Check circuit breakers FUEL QUANTITY L/AFT (position C9) and
FUEL QUANTITY R/FWD (position D9).

30 May. 2014 Page 3-65
IF IN FLIGHT:
Display of fuel quantity in the affected tank(s) will not be available. Use manual
calculation (time and fuel flow indications) to estimate fuel quantity remaining. If there
is any uncertainty about fuel quantity remaining in the aircraft, land as soon as practical.
3.15.9 Left (or Right) Wing Refuel On (Caution Level, Amber)

INDICATION
Display of the LEFT (or RIGHT) WING REFUEL ON caution level (amber) CAS
message.
PROBABLE CAUSE
Affected WING TANK switch has been moved to the REFUEL position and the aircraft
is in flight.
ACTION
Move the affected WING TANK switch to the OFF or ENGINE position, as desired.
WARNING
IT IS PROHIBITED TO REFUEL THE WING TANKS WHILE IN

FLIGHT.
NOTE
An advisory level (cyan) CAS message with identical text will be
displayed when the WING TANK switch has been moved to the
REFUEL position and the aircraft is on ground.
3.15.10 Left (or Right) Wing Fuel Pump

INDICATION
Display of the LEFT (or RIGHT) WING FUEL PUMP caution level (amber) CAS
message.
PROBABLE CAUSE
Affected wing tank fuel pump pressure output is below acceptable limit. This could be
because the wing fuel tank is empty and there is no fuel remaining to be pumped, or it
could be because the pump has failed.
ACTION
1 Check the quantity of fuel in the affected tank. If the tank is empty, move the WING
PUMP switch to the OFF position.

Page 3-66 30 May. 2014
2 If the wing tank is not empty, check the circuit breaker for the affected wing fuel
pump (position A13 for left and B13 for right, as appropriate). Do not reset the
circuit breaker in flight unless it is essential to do so.
3 If the circuit breaker is not popped out and the wing tank is not empty, pump failure
can be presumed. For fuel planning purposes, the fuel in the affected wing tank
is definitely unusable. Gravity feed from the wing tank is not possible. Select the
affected WING TANK switch to the OFF position.

30 May. 2014 Page 3-67
3.16 Hydraulic System Abnormalities

3.16.1 Hydraulic Press Low (Caution Level, Amber)
INDICATION
Display of the HYDRAULIC PRESS LOW caution level (amber) CAS message.
PROBABLE CAUSE
System hydraulic pressure is less than 1,225 PSI and the aircraft is in flight.
ACTION
WARNING
DO NOT LAND AIRCRAFT UNTIL THE FOLLOWING CHECKLIST

IS COMPLETED.
1 Use hydraulic hand pump to pressurize system. 30 to 40 strokes are needed to

produce 1,500 PSI.
IF HYDRAULIC PRESSURE CAN BE MAINTAINED WITH THE HAND PUMP:
2 Ensure that hydraulic system pressure is maintained at or above 1,500 PSI at all
times following flap extension. After landing, nose wheel steering should be used
with caution. Large movements of the nose wheel steering tiller may deplete the
hydraulic system pressure faster than the pilot can operate the pump.
3 HYDRAULIC OIL PUMP circuit breaker (position C6) – Check, but do not reset in
flight.
IF HYDRAULIC PRESSURE CANNOT BE MAINTAINED WITH THE HAND PUMP:
4 HYDRAULIC OIL PUMP circuit breaker (position C6) – Pull
5 Prepare for:
a Flapless Landing (refer to Para 3.9.6, ‘Flapless Landing’, for procedure).
b Limited wheel braking if the brake system is pressurized, or;
c No wheel braking if the brake system is not pressurized.
d Use of zero thrust or slow application of reverse to stop the aircraft.
e No nose wheel steering after landing.

Page 3-68 30 May. 2014
3.16.2 Hydraulic Pump Over Temp

INDICATION
Display of HYD PUMP OVER TEMP caution level (amber) CAS message.
PROBABLE CAUSE
Electric hydraulic pump has overheated.
ACTION
IF ON GROUND:
1 Stop aircraft and apply parking brake.
2 Pull HYDRAULIC OIL PUMP circuit breaker (position C6).
3 Use hydraulic hand pump to pressurize system.
4 Taxi with caution, maintaining hydraulic pressure with hand pump.
5 Repair before flight.
IF IN FLIGHT:
WARNING
DO NOT LAND AIRCRAFT UNTIL THE FOLLOWING CHECKLIST

IS COMPLETED.
1 Pull HYDRAULIC OIL PUMP circuit breaker (position C6).
2 Use hydraulic hand pump to pressurize system.
3 Ensure that hydraulic system pressure is maintained at or above 1,500 PSI at all
times following flap extension. After landing, nose wheel steering should be used
with caution. Large movements of the nose wheel steering tiller may deplete the
hydraulic system pressure faster than the pilot can operate the pump.
4 After landing, taxi with caution, maintaining hydraulic pressure with hand pump.

30 May. 2014 Page 3-69
3.17 Instrument Abnormalities

3.17.1 Airspeed Miscompare, or Questionable Airspeed Indication
Each pilot's airspeed indicator is supplied with dynamic (pitot) pressure by its own
individual pitot tube. The ESIS (Emergency Standby Instrument System) is supplied
with dynamic pressure by the pitot tube on the right hand side of the aircraft. In the event
of a miscompare between instruments or dubious indications on both instruments:
1 PITOT HEAT switch – ON
2 PITOT HEAT circuit breakers (positions A6 and B6) – Check
3 Consider the possibility of a problem with the static pressure system.
4 Consult independent sources of groundspeed information such as:
a Groundspeed display in lower right corner of HSI on Primary Flight Displays
b Air Traffic Control Services
5 If it can be determined that one source of pitot pressure is reliable and the other is
not, press the ADAHRS button on the PFD controller of the PFD with the unreliable
source to enable data from the reliable (opposite side) ADAHRS channel to be
displayed on both PFDs.
3.17.2 Left (or Right) Probe Fail

INDICATION
Display of the LEFT (or RIGHT) PROBE FAIL caution level (amber) CAS message.
PROBABLE CAUSE
1 For “commuter configuration” (Part 121) aircraft only: The PITOT HEAT switch is
off, or;
2 For all aircraft: the heater element in the affected pitot tube (the ‘probe’) has failed.
ACTION
1 Avoid flight in visible moisture at temperatures of +5°C or less.
2 Avoid flight in icing conditions. If in icing conditions, exit icing conditions as soon
as possible.

Page 3-70 30 May. 2014
3 If appropriate, press the ADAHRS button on the PFD controller of the PFD that is
normally supplied with airspeed data from the pitot tube with the failed heater, to
enable data from the pitot tube with the properly functioning heater (the opposite
side) ADAHRS to be displayed on both PFDs.
NOTE
The ESIS (Electronic Standby Instrument System) is permanently
connected to the right hand pitot tube.
Aircraft configured for operation in jurisdictions that require pitot heat

to be turned on at all times will display both the LEFT PROBE FAIL
and RIGHT PROBE FAIL messages anytime an engine is running
and pitot heat is not turned on. All other aircraft will display left or
right PROBE FAIL messages only when the PITOT HEAT switch has
been moved to the ON position and the heating circuit in the affected
tube is found to be in an open circuit (failed) configuration.
3.17.3 ESIS on Batt Power

INDICATION
Display of the ESIS ON BATT POWER caution level (amber) CAS message.
PROBABLE CAUSE
The ESIS (Emergency Standby Instrument System) battery is not being supplied with
charging current from the aircraft electrical system.
ACTION
1 If the aircraft electrical system is otherwise operating normally, check the ESIS
BATTERY circuit breaker (position N5) and the ESIS INST circuit breaker (position
P5) on the avionics circuit breaker panel. Do not reset these circuit breakers in
flight unless the ESIS fails to operate when the ESIS POWER switch is in the ARM
position.
2 If other aircraft electrical system abnormalities are present (for example, loss of all
power on one or more DC busses), this message advises that the ESIS is now
operating on power from its own independent battery. No action is necessary.

30 May. 2014 Page 3-71
3.18 Bleed Air and Pneumatic System Abnormalities

3.18.1 Pneumatic Press Low (Caution Level Amber)
INDICATION
Display of the PNEUMATIC PRESS LOW caution level (amber) CAS message.
PROBABLE CAUSE
Surface de-ice system is selected on and pneumatic pressure is insufficient to inflate

de-ice boots when aircraft is in flight.
ACTION
If the PNEUMATIC PRESS LOW caution level (amber) CAS message appears during
flight in icing conditions:
1 BLEED AIR switches (both) – ON
2 HEATING MODE switch – OFF
3 Increase engine NG to above 70%.
IF THE PNEUMATIC PRESS LOW CAS MESSAGE DOES NOT DISAPPEAR:
4 Exit icing conditions immediately.

Page 3-72 30 May. 2014
3.18.2 Duct Overheat

INDICATION
Display of the DUCT OVERHEAT caution level (amber) CAS message.
PROBABLE CAUSE
The DUCT OVERHEAT caution level (amber) CAS message will appear when the air
temperature in the heating system plenum (directly below the floor between the two
pilot seats) exceeds a safe value. The cause is almost always a lack of outside air
flowing through the heating system.
ACTION
1 RAM AIR lever – fully OPEN
2 HEATING TEMP COOL/WARM switch – reduce cabin temperature set point to a

lower value.
IF ON GROUND:
3 VENT FAN – ON

30 May. 2014 Page 3-73
3.19 Airframe Abnormalities

3.19.1 Doors Unlocked (Caution Level, Amber)
INDICATION
Display of the DOORS UNLOCKED caution level (amber) CAS message.
PROBABLE CAUSE
One of the doors monitored by the DOORS UNLOCKED circuit is not secure and the
aircraft is on ground.
ACTION
IF BOTH ENGINES ARE OFF:
Secure doors before starting an engine.
IF ONE OR BOTH ENGINES ARE RUNNING:
1 Stop aircraft and apply parking brake.
2 Attempt to secure the affected door from within the aircraft.
3 If it is necessary to exit the aircraft to secure the door, shut down the engine on the
affected side before leaving the aircraft, and exit and re-enter the aircraft only from
the side with the inoperative engine.
3.19.2 ELT Active

INDICATION
Display of the ELT ACTIVE caution level (amber) CAS message.
PROBABLE CAUSE
ELT has been activated.
ACTION
1 Check position of the ELT switch (extreme right side of lower sub panel) and ensure
that the ELT has not been manually selected ON.
2 If the ELT switch is ON, move it to the ARM position.
3 If necessary, turn the ELT off using the switch on the ELT itself, which is located in
the empennage, aft of the bulkhead at the rear of the baggage compartment shelf.

Page 3-74 30 May. 2014
NOTE
The ELT is equipped with an aural warning device (a Sonalert,
or beeper). When the ELT is active, a loud beeping noise will be
heard from the empennage of the aircraft, aft of the rear baggage
compartment shelf extension at station 406.

30 May. 2014 Page 3-75
3.20 Flight Control Abnormalities

3.20.1 Aileron Trim Tab Runaway
1 If necessary, reduce speed to relieve control forces.
IF TRIM TAB CAN BE OPERATED BY PRESSING ROCKER SWITCH:
2 AILERON TRIM switch – Press in appropriate direction
WHEN CONTROL FORCE IS RELIEVED:
3 AILERON TRIM ACTUATOR circuit breaker (position B18) – pull
3.20.2 Elevator Control Malfunction

WARNING
THE PILOT'S CAPABILITY TO COUNTERACT CHANGES IN

ELEVATOR TRIM AND POWER SETTINGS WILL BE REDUCED.
AVOID LARGE AND/OR RAPID CHANGES IN TRIM AND POWER.
If movement of the control column does not produce a corresponding change in pitch
attitude, longitudinal control can be managed by using the elevator trim. Engine power
should be used in controlling vertical speed and airspeed.
Flaps should be extended or retracted cautiously, in increments of 5° or less.
Application of power will usually result in a nose-up pitching moment, and reduction of
power will usually result in a nose-down pitching moment.
Extension of flap will usually result in a nose-up pitching moment, and retraction of flap
will usually result in a nose-down pitching moment.

Page 3-76 30 May. 2014
3.21 Cyan (Advisory) Level CAS Messages

Blue (advisory) level CAS messages do not require immediate action. They are used
to advise the pilot of conditions that may require further consideration. The information
that follows is provided as a quick reference to assist in understanding the cause of
each message.
New cyan (advisory level) messages are presented in inverse video text for 5 seconds.
At the end of this 5 second period, they automatically change to normal text display.
Advisory messages do not trigger either the MASTER CAUTION or the MASTER
WARNING annunciator.
3.21.1 Left (or Right) Autofeather

INDICATION
Display of the LEFT or RIGHT AUTOFEATHER advisory level (cyan) CAS message.
PROBABLE CAUSE
Autofeather system has deliberately feathered the affected propeller.
NOTE
This message is provided to enhance situational awareness by
advising the crew that the autofeather system has deliberately
feathered a propeller.
3.21.2 Autofeather Armed

INDICATION
Display of the AUTOFEATHER ARMED advisory level (cyan) CAS message.
PROBABLE CAUSE
Autofeather system has been armed. The word SELECT and the word ARMED will
appear in both autofeather system pushbuttons.
ACTION
No action is required. The message is advisory in nature.

08 Feb. 2017 Page 3-77
3.21.3 Autofeather Selected

INDICATION
Display of the AUTOFEATHER SELECTED advisory level (cyan) CAS message.
PROBABLE CAUSE
Autofeather system has been selected on. The word SELECTED will appear in both
autofeather system pushbuttons.
ACTION
No action is required. The message is advisory in nature.
3.21.4 Avionics Battery Low

INDICATION
Display of the AVIONICS BATTERY LOW advisory level (cyan) CAS message.
PROBABLE CAUSE
For aircraft equipped with an avionics start battery (Post Mod 6/2315); the avionics
start battery voltage is less than 19 volts. This is an indication of a discharged avionics
start battery.
For aircraft not equipped with an avionics start battery (Pre Mod 6/2315); the voltage at
the MAU power input is below 19 volts. This is an indication of a very low aircraft voltage.
ACTION
IF ON GROUND:
For aircraft equipped with an avionics start battery (Post Mod 6/2315); investigate and
rectify the avionics start battery voltage problem prior to starting engines, or consider
using a suitable ground power source for engine starts.
For aircraft not equipped with an avionics start battery (Pre Mod 6/2315); investigate
and rectify the low aircraft voltage problem prior to starting engines.
IF IN FLIGHT:
Confirm that:
1 The AVIONICS STRT BATT CHARGE circuit breaker (M7) is closed.

Page 3-78 08 Feb. 2017
3.21.5 Avionics Fan Fail

INDICATION
Display of the AVIONICS FAN FAIL advisory level (cyan) CAS message.
PROBABLE CAUSE
Air output from one or both of the supplemental avionics fans in the forward avionics
bay has fallen below the allowable threshold. The fans may or may not be operating.
ACTION
IF ON GROUND:
IF IN FLIGHT:
If the outside air temperature is less than ISA, the probability of an undesirably warm
temperature developing within the forward avionics bay (between stations 44 and 60)
is very low and no further action needs to be taken. Repair before further flight.
If the outside air temperature is greater than ISA, there is a risk that an undesirably warm
temperature may develop in the forward avionics bay. The level of risk is proportionate
to the OAT. Airflow within the forward avionics bay can be enhanced by pulling both the
RAM AIR valve and the CABIN AIR valves fully out.
Report the condition in the aircraft technical log and investigate for cause before further
flight.

08 Feb. 2017 Page 3-79
3.21.6 Left (or Right) Fire Detect CB

INDICATION
Display of the LEFT or RIGHT FIRE DETECT CB advisory level (cyan) CAS message.
PROBABLE CAUSE
Affected FIRE DET FAULT IND circuit breaker (position C13 for left and D13 for right)
has popped out.
NOTE
If both engine FIRE PRESS TO DISCHARGE switch lights illuminate
and the aural warning for an engine fire sounds when the SYSTEM
TEST – FIRE WARNING switch is lifted, the fire detection and
indication system is operating (although in a reversionary mode) and
the aircraft may be dispatched. Report the condition in the aircraft
technical log and investigate for cause at the earliest opportunity.
If the fire detection and indication system does not test satisfactorily,
the aircraft may not be dispatched. Repair before flight.
3.21.7 Left (or Right) Generator Off

INDICATION
Display of the LEFT or RIGHT GENERATOR OFF advisory level (cyan) CAS message.
PROBABLE CAUSE
Engine has been running for less than 30 seconds and the generator has not yet been
switched on.
NOTE
The GENERATOR OFF message is presented as an advisory
level (cyan) message only during the first 30 seconds of engine
operation simply to avoid triggering the MASTER CAUTION advisory
immediately after engine start. Otherwise, the meaning of the
message is identical to that of the GENERATOR OFF caution level
(amber) CAS message.
3.21.8 No Alt Reporting

INDICATION
Display of the NO ALT REPORTING cyan level (advisory) CAS message.

Page 3-80 08 Feb. 2017
PROBABLE CAUSE
Altitude reporting has been selected OFF within the transponder detail window.
ACTION
1 Select altitude reporting ON.
2 Confirm with air traffic control that altitude reporting is functioning properly.
3.21.9 Pneumatic Press Low CAS Message (Advisory Level, Cyan)

INDICATION
Display of the PNEUMATIC PRESS LOW advisory level (cyan) CAS message.
PROBABLE CAUSE
Surface de-ice system is selected on and pneumatic pressure is insufficient to inflate

de-ice boots when aircraft is on ground. This is a normal condition when operating at
typical taxi power settings, and the advisory may be disregarded if it is not necessary
to inflate the boots while on ground.
ACTION
If the PNEUMATIC PRESS LOW advisory level (cyan) CAS message appears during
ground operations, and the crew wants full inflation and deflation of the de-ice boots
while on ground:
1 BLEED AIR switches (both) – ON
2 Increase engine NG to above 70%
3.21.10 Takeoff Config

INDICATION
Display of the TAKEOFF CONFIG advisory level (cyan) CAS message.
PROBABLE CAUSE
Aircraft is on ground, but not properly configured for take-off.

08 Feb. 2017 Page 3-81
WARNING
THE ‘TAKEOFF CONFIG’ ADVISORY MESSAGE AND THE ‘NO

TAKEOFF’ WARNING ARE BOTH INHIBITED FOR 20 SECONDS
FOLLOWING LANDING. THIS IS TO PREVENT UNWANTED
ANNUNCIATIONS IN THE EVENT OF A BAULKED OR REJECTED
LANDING. BE AWARE THAT IF ‘STOP AND GO’ LANDINGS ARE
CARRIED OUT, NO ADVISORY OR WARNING MESSAGES WILL
BE PRESENTED UNLESS THE AIRCRAFT IS STOPPED ON THE
GROUND FOR MORE THAN 20 SECONDS.
NOTE
The take-off configuration monitor considers the following variables:
1 Flaps must be within ±2° of the approved take-off setting (10° for
landplanes, 20° for floatplanes).
2 Elevator and rudder trims must be within the allowable range for
take-off.
3 The autofeather system must be selected on.
If torque is below 20 PSI, the TAKEOFF CONFIG cyan advisory

message will be presented until the above conditions have been
fulfilled. If torque is set to greater than 20 PSI, the NO TAKEOFF
warning level red message will be presented.
If the aircraft is subsequently accelerated to greater than 40 knots

airspeed while the NO TAKEOFF warning message is active, the
NO TAKEOFF warning message will disappear and the TAKEOFF
CONFIG advisory level (cyan) CAS message will reappear. The
TAKEOFF CONFIG advisory level (cyan) CAS message will then
remain active until the aircraft has left the take-off phase of flight (in
practice, the take-off phase of flight ends when radar altitude exceeds
800 feet AGL).
3.21.11 Left (or Right) Wing Refuel On

INDICATION
Display of the LEFT or RIGHT WING REFUEL ON advisory level (cyan) CAS message.
PROBABLE CAUSE
Aircraft is on ground and the left and/or right wing tanks are being refuelled from the
fuselage tanks.

Page 3-82 08 Feb. 2017
3.22 White (Status) Level CAS Messages

White (status) level CAS messages do not require action. They are used to indicate
that the pilot has deliberately activated a system or control, or to present low priority
information. The information that follows is provided as a quick reference to assist in
understanding the cause of each message.
New white (status level) messages are never presented in inverse video text. They
appear in normal text display only.
Status messages do not trigger either the MASTER CAUTION or the MASTER
WARNING annunciator.
3.22.1 ESIS Battery Test Pass

INDICATION
Display of the ESIS BATTERY TEST PASS status level (white) CAS message.
PROBABLE CAUSE
ESIS switch has been moved to the TEST position, and the ESIS battery has passed
the test.
3.22.2 Gear and/or Engine Configuration Messages

INDICATION
Display of various status level (white) CAS messages that contain the word GEAR or
ENGINES.
PROBABLE CAUSE
Configuration integrity check that is automatically executed at every power-up.
ACTION
The Apex system will display these messages at initial power-up to indicate what type
of landing gear and engine the avionics system is configured for. If the gear type and
engine type correspond to the physical configuration of the aircraft, no action is required.
If the gear type and engine type do not correspond with the physical configuration of
the aircraft, repair before engine start.

08 Feb. 2017 Page 3-83
3.22.3 Vent Fan On

INDICATION
Display of the VENT FAN ON status level (white) CAS message.
PROBABLE CAUSE
VENT FAN switch is in the ON position.
ACTION
Turn off VENT FAN if in flight.

Page 3-84 08 Feb. 2017
3.23 CAS Message Summary Table

In the summary table Table 3-3, the level of the caution message has been identified
by letter as follows:
A – Advisory (cyan) C – Caution (amber) S – Status (white) W – Warning (red)
The messages are presented in alphabetical order, exactly as they appear on the
CAS display. The following messages are unique to the Twin Otter. This table does
not include CAS messages that are generic to the Honeywell Primus Apex® Avionics
system.
Table 3-3 CAS Message Summary

Level CAS Message Probable Cause Action or Remarks
C Aft Fuel Qty Low Low Fuel Ref Section 3.15.5
A Autofeather Armed Ref Section 3.21.2
A Autofeather Selected Ref Section 3.21.3
A Avionics Battery Low Pre Mod 6/2315: Power Ref Section 3.21.4
supply to the MAU is
below 19 volts
Post Mod 6/2315:

Avionics start battery
voltage is below 19
volts
A Avionics Fan Fail Low Air Volume Ref Section 3.21.5
W Config Miscompare Hardware Problem Ref Section 3.8.14
C Doors Unlocked Insecure Door Ref Section 3.19.1
W Doors Unlocked Insecure Door Ref Section 3.8.12
C Duct Overheat RAM AIR valve closed Ref Section 3.18.2
C ELT Active ELT activated Ref Section 3.19.2
S Engines PT6A-34 Normal at power up
S Engines PT6A-35 Normal at power up
S ESIS Batt Test Pass ESIS POWER switch Ref Section 3.22.1
moved to TEST
C ESIS On Batt Power DC Bus Failure Ref Section 3.17.3
C Fuel Crossfeed Fail Valve failure Ref Section 3.15.7
W Fuel Low Both Tanks Low Fuel Ref Section 3.8.13
C Fuel Quantity Fault Hardware Problem Ref Section 3.15.8

08 Feb. 2017 Page 3-85
Table 3-3 CAS Message Summary (continued)

C Fwd Fuel Qty Low Low Fuel Ref Section 3.15.5
S Gear Amphibious Normal at power up
S Gear CAP Floats Normal at power up
S Gear Intermediate Float Normal at power up Refers to intermediate
flotation WHEELS
S Gear Skis Normal at power up
S Gear Wheels Normal at power up
S Gear Wipline Floats Normal at power up
W Generators Off Both generators off Ref Section 3.8.9
W Hydraulic Power Fail HYDRAULIC OIL Ref Section 3.8.10
PUMP CB is out
C Hydraulic Press Low Ref Section 3.16.1
W Hydraulic Press Low Ref Section 3.8.11
C Hyd Pump Over Temp Electric hydraulic pump Ref Section 3.16.2
has overheated
A Left Autofeather Engine power loss Ref Section 3.21.1
W Left Engine Fire Overheat in nacelle Ref Section 3.8.1
W Left Engine NG Limits exceeded Ref Section 3.8.4
C Left Engine Temp Limits exceeded Ref Section 3.12.5
W Left Engine Temp Limits exceeded Ref Section 3.8.2
W Left Engine Torque Limits exceeded Ref Section 3.8.3
A Left Fire Detect CB Circuit breaker out Ref Section 3.21.6
C Left Fuel Flow Low Flameout Ref Section 3.15.1
C Left Gen Volts Limits exceeded Ref Section 3.14.4
C Left Generator Amps Limits exceeded Ref Section 3.14.5
A Left Generator Off Generator offline Ref Section 3.21.7
C Left Generator Off Generator offline Ref Section 3.14.2
C Left Oil Pressure Limits exceeded Ref Section 3.12.3
W Left Oil Pressure Limits exceeded Ref Section 3.8.7
W Left Oil Temp Limits exceeded Ref Section 3.8.8
C Left Oil Temp Low Extreme cold Ref Section 3.12.4
C Left Probe Fail Pitot heater failure Ref Section 3.17.2

Page 3-86 08 Feb. 2017

W Left Prop Low Pitch Uncommanded reverse Ref Section 3.8.6
W Left Prop Overspeed Limits exceeded Ref Section 3.8.5
C Left Prop Speed Limits exceeded Ref Section 3.13.3
C Left Wing Fuel Pump Wing pump failure Ref Section 3.15.10
A Left Wing Refuel On WING TANK fuel switch Ref Section 3.21.11
at REFUEL
C Left Wing Refuel On WING TANK fuel switch Ref Section 3.15.9
at REFUEL
C Main Battery Amps High battery discharge Ref Section 3.14.7
rate
C Main Battery Off Ref Section 3.14.9
C Main Battery Volts Main battery is below Ref Section 3.14.6
22 volts
A Pneumatic Press Low Low NG, or BLEED AIR Ref Section 3.21.9
off when boots selected
on
C Pneumatic Press Low Low NG, or BLEED AIR Ref Section 3.18.1
on
C Pump 1 Aft Press Pump Failure Ref Section 3.15.2
C Pump 1 Forward Press Pump Failure Ref Section 3.15.2
C Pump 2 Aft Press Pump Failure Ref Section 3.15.4
C Pump 2 Forward Press Pump Failure Ref Section 3.15.4
C Reset Props Props not forward Ref Section 3.13.4
A Right Autofeather Engine failed Ref Section 3.21.1
W Right Engine Fire Overheat in nacelle Ref Section 3.8.1
W Right Engine NG Limits exceeded Ref Section 3.8.4
C Right Engine Temp Limits exceeded Ref Section 3.12.5
W Right Engine Temp Limits exceeded Ref Section 3.8.2
W Right Engine Torque Limits exceeded Ref Section 3.8.3
A Right Fire Detect CB Circuit breaker out Ref Section 3.21.6
C Right Fuel Flow Low Flameout Ref Section 3.15.1
C Right Gen Volts Limits exceeded Ref Section 3.14.4

08 Feb. 2017 Page 3-87

C Right Generator Amps Limits exceeded Ref Section 3.14.5
A Right Generator Off Generator offline Ref Section 3.21.7
C Right Generator Off Generator offline Ref Section 3.14.2
C Right Oil Pressure Limits exceeded Ref Section 3.12.3
W Right Oil Pressure Limits exceeded Ref Section 3.8.7
W Right Oil Temp Limits exceeded Ref Section 3.8.8
C Right Oil Temp Low Extreme cold Ref Section 3.12.4
C Right Probe Fail Pitot heater failure Ref Section 3.17.2
W Right Prop Low Pitch Uncommanded reverse Ref Section 3.8.6
W Right Prop Overspeed Limits exceeded Ref Section 3.8.5
C Right Prop Speed Limits exceeded Ref Section 3.13.3
C Right Wing Fuel Pump Wing pump failure Ref Section 3.15.10
A Right Wing Refuel On WING TANK fuel switch Ref Section 3.21.11
at REFUEL
C Right Wing Refuel On WING TANK fuel switch Ref Section 3.15.9
at REFUEL
A Takeoff Config Pre-take-off checks not Ref Section 3.21.10
completed
S Vent Fan On Ref Section 3.22.3

Page 3-88 08 Feb. 2017
3.24 Honeywell Primus Apex® System CAS Messages

The Honeywell Primus Apex® avionics system has extensive built in test and fault
detection and exclusion capability. Failures of components or loss of system capability
will be announced to the crew using the aircraft crew alerting system. Information may
be presented as caution, advisory, or status messages, depending on the importance
of the message or the severity of the condition.
The avionics system CAS messages that follow have been grouped by subject area.
3.24.1 Displays
3.24.1.1 Dual Display Failure (Two displays with large red X)

INDICATION
Large red X markings on DU 1 and 2 or DU 3 and 4, and possibly;
CAS caution level amber message:
DU 1 or DU 4 and AGM 1 FAIL or AGM 2 FAIL ADVISORY
PROBABLE CAUSE
Failure of an advanced graphic module (AGM). Failure of AGM will affect the display
units normally supplied from that AGM.
ACTION
1 Use Electronic Standby Instrument System (ESIS) for flight guidance.
2 If DU 1 and 2 are affected (left pilot and top middle), set Reversion Controller
DU 1 outer knob to AGM 2.
3 If DU 3 and 4 are affected (bottom middle and right pilot), set Reversion
Controller DU 4 outer knob to AGM 1.
4 Set affected DU control knob for the one remaining display with the large red
X to OFF/REV.
3.24.1.2 Single Display Failure

INDICATION
Black display, or;
Corrupted display, or;

08 Feb. 2017 Page 3-89
Broken display pane, or;
Large Red X on ONE display panel only.
PROBABLE CAUSE
Turn dimmer control for affected display panel fully counterclockwise, past the OFF/REV
detent.
3.24.1.3 Check DU (Individual or Multiple)

INDICATION
CAS caution level amber message:
CHECK DU 1 or DU 2 or DU 3 or DU 4
CHECK DU 1+2 or 1+3 or 1+4, 2+3 or 2+4 or 3+4
CHECK DU 1+2+3 or 1+2+4 or 1+3+4 or 2+3+4
CHECK DU 1+2+3+4
PROBABLE CAUSE
Display wrap monitoring system has detected a difference between data sent to the
display panel and data presented on the display panel.
ACTION
1 Evaluate relevant display.
IF THE DISPLAY APPEARS NORMAL:
2 Using the dimmer control on the reversion panel, turn the affected display completely
off (past the final detent), wait several seconds, then turn the display back on.
NOTE
If the CAS message disappears after carrying out the above step, no
further action, investigation, or reporting is necessary.
IF IT IS BLANK OR SUSPECT:
3 Set affected DU control knob on the Reversion Controller to OFF/REV.

NOTE
If the MFD swap button is used for DU 2 or 3, the optional electronic
charts can only be displayed on the upper MFD, which is DU 2.

Page 3-90 08 Feb. 2017
4 If necessary, use Electronic Standby Instrument System (ESIS) for flight guidance.
5 Lift EMERGENCY COM switch to select 121.5 MHz if radio control window not
visible.
3.24.1.4 Display Overheat (Individual or Multiple)

INDICATION
CAS caution message:
DU 1 or DU 2 or DU 3 or DU 4 OVERHEAT
DU 1+2 or 1+3 or 1+4, 2+3 or 2+4 OVERHEAT
DU 1+2+3 or 1+2+4 OVERHEAT
PROBABLE CAUSE
Overheat of the affected display units (DU), as indicated by the message.
ACTION
1 Maximize airflow to flight compartment as follows:
a RAM AIR valve – PULL to fully open
b CABIN AIR VALVE – PULL to direct all airflow to flight compartment
c If on ground: VENT FAN – ON
2 Evaluate relevant display and treat as suspect, be prepared for display failure.
IN CASE OF SUBSEQUENT FAILURE OF A DISPLAY:
3 Set affected DU control knob on Reversion Controller to OFF/REV.
4 Pull circuit breaker for affected DU.
DU circuit breakers are located on the avionics Circuit Breaker panel and are
labelled as follows:
Circuit Breaker Name Circuit Breaker Position Display Unit

Pilot PFD H1 DU 1
Upper MFD J1 DU 2
Lower MFD J2 DU 3
Co-Pilot PFD H2 DU 4

08 Feb. 2017 Page 3-91
NOTE
If the MFD swap button is used for DU 2 or 3, the optional Jeppesen
charts can only be displayed on the upper DU 2.
3.24.1.5 Display Overheat (All Four Displays)

INDICATION
CAS caution level (amber) message: DU 1+2+3+4 OVERHEAT (four messages)
PROBABLE CAUSE
All four displays have overheated.
ACTION
2 Lift EMERGENCY COM switch to select 121.5 MHz if appropriate.
3 Pull affected PFD and MFD circuit breakers.
4 Land as soon as possible using minimum engine power to avoid exceeding engine
limits.
3.24.1.6 PFD Controller Failure (Left Controller)

INDICATION
CAS caution level (amber) message: LH PFD CTLR FAIL
PROBABLE CAUSE
Internal failure of left hand PFD controller.
ACTION
1 RH PFD Controller – Push PFD button to enable control of left PFD display from
right side PFD controller.
NOTE
X PFD CTLR ACTIVE annunciation will be displayed in amber along
bottom right of the ADI on the pilot PFD. PFD CTLR INACTIVE will
be displayed on copilot PFD.
2 To control right side PFD, press RH PFD Controller PFD button again. The right
hand PFD controller can be ‘toggled’ back and forth between controlling the left or
right side PFD by repeatedly pressing the RH PFD Controller PFD button.

Page 3-92 08 Feb. 2017
3.24.1.7 PFD Controller Failure (Right Controller)

INDICATION
CAS caution level (amber) message: RH PFD CTLR FAIL
PROBABLE CAUSE
Internal failure of right hand PFD controller.
ACTION
1 LH PFD Controller – Push PFD button to enable control of right PFD display from
left side PFD controller.
NOTE
X PFD CTLR ACTIVE annunciation will be displayed in amber along
bottom right of the ADI on the co-pilot PFD. PFD CTLR INACTIVE
will be displayed on pilot PFD.
2 To control left side PFD, press LH PFD Controller PFD button again. The left hand
PFD controller can be ‘toggled’ back and forth between controlling the right or left
side PFD by repeatedly pressing the LH PFD Controller PFD button.
3.24.1.8 PFD Controller Failure (Both Controllers)

INDICATION
CAS caution level (amber) message: LH PFD CTLR FAIL and RH PFD CTLR FAIL
PROBABLE CAUSE
Internal failure of both PFD controllers.
ACTION
1 Use MF Controller to operate Radio window.
2 Use bezel buttons to control PFD displays.
3 Altimeter setting may only be possible on the Electronic Standby Instrument System
(ESIS).
4 If control of track bar and bearing pointers is lost during IMC flight, declare an
emergency and request radar vectors.

08 Feb. 2017 Page 3-93
3.24.1.9 Joystick Failure

INDICATION
No response or unsatisfactory response to movement of joystick on Multifunction

Controller.
PROBABLE CAUSE
Mechanical or electronic failure of a component within the joystick.
ACTION
Use the DIRECT TO button, the alphanumeric keypad, and the ENT button to create
a leg to the next desired waypoint. This process will need to be repeated for each
waypoint along the route.
OR
Navigate using Short Range Navigation (SRN) sources only, and disregard FMS.
3.24.2 PFD Invalid Data Alerts (Missing Data or Red X in Window)
3.24.2.1 Check Pilot (or Copilot) PFD Data

INDICATION
CAS caution level (amber) message: CHECK PILOT PFD DATA or CHECK COPILOT
PFD DATA
PROBABLE CAUSE
Display wrap monitoring system has detected a difference between data sent to the
display panel and data presented on the display panel.
Data being sent to left hand or right hand (as indicated) PFD may be suspect.
ACTION
1 Using dimmer control on the reversion panel, turn the affected display completely
off (past the final detent), wait several seconds, then turn the display back on.
NOTE
If the CAS message disappears after carrying out the above step, no
further action, investigation, or reporting is necessary.
2 Display – Cross check pilot PFD data with co-pilot PFD data, or with the Electronic
Standby Instrument System (ESIS).

Page 3-94 08 Feb. 2017
If data on affected display appears satisfactory, continue to use the displayed data
(without initiating reversion), but continue to monitor left and right PFDs carefully as
long as the CAS message persists.
If data confirmed to be suspect:
3 Reversion Controller –
If PILOT display affected: Set PILOT PFD reversion control knob to AGM 2.
If COPILOT display affected: Set COPILOT PFD reversion control knob to AGM 1.
3.24.2.2 Attitude Indicator Failure

INDICATION
Message displayed in red within attitude indicator: ATT FAIL
PROBABLE CAUSE
Invalid or suspect information being supplied from attitude component of the Air Data,
Attitude and Heading Reference System (ADAHRS).
ACTION
1 To obtain pitch and roll data, use Electronic Standby Instrument System (ESIS).
2 Press ADHRS pushbutton on affected PFD Controller to bring the other ADAHRS
channel data onto the affected PFD.
3.24.2.3 Heading Failure

INDICATION
HDG FAIL message displayed in red within horizontal situation indicator (HSI).
PROBABLE CAUSE
Invalid or suspect information being supplied from heading component of the Air Data,
Attitude and Heading Reference System (ADAHRS) or, TRACK SOURCE configuration
switch may not be in appropriate position.
ACTION
1 Use magnetic heading displayed on the bottom of the Electronic Standby Instrument
System (ESIS), and/or;
2 Use magnetic heading displayed on the Standby Compass.

08 Feb. 2017 Page 3-95
WARNING
THE STANDBY COMPASS AT TOP CENTER OF WINDSHIELD

WILL DISPLAY MISLEADING INFORMATION IF THE
WINDSHIELD HEAT IS TURNED ON. THE ESIS IS NOT
AFFECTED BY WINDSHIELD HEAT.
3 Press the ADHRS pushbutton on the PFD Controller of the affected side to bring
the other ADAHRS channel heading data onto the affected PFD.
3.24.2.4 Airspeed Tape Failure

INDICATION
Airspeed display replaced with a large red X.
PROBABLE CAUSE
Invalid or suspect information being supplied from air data component of the Air Data,
ACTION
1 To obtain airspeed data, refer to Electronic Standby Instrument System (ESIS).
2 Press ADHRS pushbutton on the affected PFD Controller to bring the other ADAHRS
channel Airspeed data onto the affected PFD.
3.24.2.5 Altitude Tape (Altimeter) Failure

INDICATION
Altitude display replaced with a large red X.
PROBABLE CAUSE
ACTION
1 To obtain altitude data, refer to Electronic Standby Instrument System (ESIS).
channel altitude data onto the affected PFD.

Page 3-96 08 Feb. 2017
3.24.2.6 Vertical Speed Indicator Failure

INDICATION
Vertical Speed display replaced with a large red X.
PROBABLE CAUSE
ACTION
1 To obtain vertical speed data, refer to Electronic Standby Instrument System (ESIS).
channel vertical speed data onto the affected PFD.
3.24.2.7 Check Engine Data Caution CAS

INDICATION
CAS caution level (amber) message: CHECK ENGINE DISPLAY
PROBABLE CAUSE
Possible corruption of data presented in the engine window.
ACTION
1 Display – Cross check pilot PFD data with co-pilot PFD data.
If engine window data on both PFD displays appears satisfactory, continue to use the
displayed data (without initiating reversion), but continue to monitor left and right engine
windows carefully as long as the CAS message persists.
If data confirmed to be suspect:
2 Reversion Controller – Set pilot PFD control knob to AGM 2.
NOTE
This message is intended to suggest that engine data presented on
one of the two PFDs may not be accurate. It does not suggest that
engine data on both of the PFDs is inaccurate.

08 Feb. 2017 Page 3-97
3.24.3 PFD Miscompare Alerts
3.24.3.1 Airspeed Miscompare

INDICATION
IAS? Annunciation (amber) in upper area of airspeed tape.
PROBABLE CAUSE
Difference of greater than 10 knots between results of ADAHRS channel A and

ADAHRS channel B airspeed computations. This may be caused by any one (or
combination) of three possible problems: Blocked Pitot Tube, Blocked Static Line, or
Electronic Problem within a single ADAHRS channel.
WARNING
THE ELECTRONIC STANDBY INSTRUMENT SYSTEM (ESIS)

OBTAINS AIRSPEED DATA FROM THE SAME PITOT TUBE
AND STATIC SOURCE AS THE RIGHT PFD DISPLAY. DO
NOT CONSIDER THE ESIS TO BE THE INDEPENDENT ‘TIE-
BREAKER’ IN THE EVENT OF AN AIRSPEED MISCOMPARE.
ACTION
1 Airspeed – Use independent sources of GROUNDSPEED information (FMS, Air

Traffic Control) to help determine which ADAHRS channel (if any) is likely correct.
2 Move STANDBY INSTRUMENT STATIC SOURCE handle to ALTERNATE position

to determine if problem is physical (blocked pitot or static line) or electronic (failure
of one channel of the air data computer portion of the ADAHRS).
3 If appropriate, after careful evaluation of all sources of information – Press the

ADHRS pushbutton on the suspect side PFD Controller to bring the unaffected
ADAHRS channel airspeed data onto the affected PFD.
NOTE
All ADAHRS data (attitude, heading, speed, altitude, vertical speed)
will be sourced from the opposite side ADAHRS when the ADAHRS
button is pressed.
3.24.3.2 Barometric Altitude Miscompare

INDICATION
ALT? Annunciation (amber) in upper area of altitude tape.

Page 3-98 08 Feb. 2017
PROBABLE CAUSE
Difference of greater than 200 feet between results of ADAHRS channels A and
ADAHRS channel B altitude computations. This may be caused by one of both of two
possible problems.
1 Blocked Static Line.
2 Electronic problem within a single ADAHRS channel.
WARNING
THE ELECTRONIC STANDBY INSTRUMENT SYSTEM (ESIS)

OBTAINS PRESSURE DATA FROM THE SAME STATIC SOURCE
AS THE RIGHT PFD DISPLAY. DO NOT CONSIDER THE ESIS
TO BE THE INDEPENDENT ‘TIE-BREAKER’ IN THE EVENT OF
ALTITUDE MISCOMPARE.
THE TRANSPONDERS OBTAIN PRESSURE ALTITUDE

INFORMATION DIRECTLY FROM THE ADAHRS. DO NOT
CONSIDER THE ALTITUDE INFORMATION DISPLAYED ON THE
TRANSPONDER DETAIL WINDOW OR REPORTED TO ATC
BY THE TRANSPONDER TO BE OF ANY VALUE. THE ACTIVE
TRANSPONDER RECEIVES PRESSURE ALTITUDE FROM THE
ADAHRS SOURCE, CHANNEL A OR B, AS SELECTED FOR
DISPLAY ON THE LH PFD.
ACTION
1 Check to ensure that the correct altimeter setting has been set on all three altimeters
(Left PFD, Right PFD, and ESIS).
2 Check to determine if the BARO SYNC setting (enable or disable), found on the
lower left 1/6th display of the SYSTEMS MFD, within the AVIONICS window, on
the PFD tab is correctly configured. A selection of ENABLE causes the altimeter
setting on both PFDs to be synchronized at all times. A setting of DISABLE allows
independent operation of the left and right PFD altimeter setting.
IF BARO SETTING IS CORRECT:
3 Move STANDBY INSTRUMENT STATIC SOURCE handle to ALTERNATE position

to determine if problem is physical (blocked static line) or electronic (failure of one
channel of the air data computer portion of the ADAHRS).

08 Feb. 2017 Page 3-99
4 If appropriate, after careful evaluation of all sources of information – Press ADHRS

pushbutton on suspect side PFD Controller to bring the unaffected ADAHRS channel
altitude data onto the affected PFD.
NOTE
button is pressed.
3.24.3.3 Heading Miscompare

INDICATION
HDG? Annunciation (amber) in upper area of HSI.
PROBABLE CAUSE
Difference of more than 6° between results of ADAHRS channel A and ADAHRS

channel B heading computations.
ACTION
1 Heading – Cross check with Electronic Standby Instrument System (ESIS) and
Standby Compass. The ESIS provides a totally independent source of magnetic
heading. Ensure that windshield heat is switched OFF prior to using the Standby
Compass at the top center of the windshield.
2 If appropriate, press ADHRS pushbutton on suspect side PFD Controller to bring

the unaffected ADAHRS channel heading data onto the affected PFD.
NOTE
button is pressed.
3.24.3.4 Pitch Miscompare

INDICATION
PITCH? Annunciation (amber) in upper right area of attitude indicator.
PROBABLE CAUSE

channel B pitch computations.

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ACTION
1 Pitch – Compare Left PFD, Right PFD, and Electronic Standby Instrument System
(ESIS). The ESIS provides a totally independent source of pitch information.
2 After determining which PFD is displaying correct pitch data, press the ADHRS
pushbutton on the suspect side PFD Controller to bring the unaffected ADAHRS
channel pitch data onto the affected PFD.
NOTE
will be sourced from the opposite side ADAHRS when the ADHRS
button is pressed.
3.24.3.5 Roll Miscompare

INDICATION
ROLL? Annunciation (amber) in upper left area of attitude indicator.
PROBABLE CAUSE

channel B roll computations.
ACTION
1 Roll – Compare Left PFD, Right PFD, and Electronic Standby Instrument System
(ESIS). The ESIS provides a totally independent source of roll information.
2 After determining which PFD is displaying correct roll data, press the ADHRS
pushbutton on the suspect side PFD Controller to bring the unaffected ADAHRS
channel roll data onto the affected PFD.
NOTE
button is pressed.
3.24.3.6 Altimeter Setting Missing

INDICATION
BARO? Annunciation (amber) in lower half of altitude tape.
PROBABLE CAUSE
Electronic problem in affected ADAHRS channel.

08 Feb. 2017 Page 3-101
ACTION
1 Compare altitude display and value set for altimeter setting in Left PFD, Right PFD,
and Electronic Standby Instrument System (ESIS).
2 If appropriate, press the ADHRS pushbutton on the suspect side PFD Controller to
bring the unaffected ADAHRS channel altimeter display onto the affected PFD.
NOTE
button is pressed.
3.24.4 Apex Miscellaneous

INDICATION
Any of the following amber CAS caution level (amber) messages present when the
aircraft is on ground (these messages will never appear in flight):
APM 1 OR 2 OR 1+2 FAIL

APM MISCOMPARE
CMS 1+2 FAIL
SYSTEM CONFIG FAIL
VALIDATE CONFIG
PROBABLE CAUSE
Hardware and/or software validation failed. These messages are only likely to appear
following installation or replacement of an avionics component, change of aircraft
gear configuration, or loading of new system software (not navigation or cartography
software).
ACTION
Call maintenance technician to repair aircraft.
3.24.5 MAU Failures

NOTE
The numbers 1 and 2 refer to the power inputs for a given MAU
channel. The letters A and B refer to the MAU channels themselves.
The MAU has two channels, and each channel has two power inputs,
one from the left bus and one from the right bus.

Page 3-102 08 Feb. 2017
3.24.5.1 MAU Channel A Failure

INDICATION
CAS caution level (amber) message: MAU A FAIL
PROBABLE CAUSE
Failure of Channel A of Modular Avionics Unit (MAU).
ACTION
1 Display Reversion Control Panel – Set PILOTS PFD control knob to AGM 2
2 Display Reversion Control Panel – Set UPPER MFD control knob to OFF/REV
3 Select Transponder 2. Transponder 1 will not be available for use.
3.24.5.2 MAU Channel B Failure

INDICATION
CAS caution level (amber) message: MAU B FAIL
PROBABLE CAUSE
Failure of Channel B of Modular Avionics Unit.
ACTION
1 Display Reversion Control Panel – Set COPILOTS PFD control knob to AGM 1
2 Display Reversion Control Panel – Set LOWER MFD control knob to OFF/REV
IF LONG RANGE NAVIGATION (LRN) IS ESSENTIAL TO COMPLETE THE FLIGHT:
3 MAU 2B circuit breaker (position F2) – Open
4 MAU 2A circuit breaker (position F1) – Open, wait 2 seconds and close
5 MAU 2B circuit breaker (position F2) – Close
IF FAILURE REMAINS:
If MAU Channel B cannot be reset, all FMS and INAV map functions are unavailable
for the remainder of the flight. Select the SYSTEM screen to appear on the upper
(operating) MFD, and leave it visible for the remainder of the flight. Do not use the MFD
SWAP button to refer to the INAV map and/or FMS information on the FMS screen.

08 Feb. 2017 Page 3-103
IF FAILURE CLEARS:
6 Display Reversion Control Panel – Set COPILOTS PFD control knob to NORM.
7 Display Reversion Control Panel – Turn LOWER MFD control knob clockwise to
enable use of DU 3.
3.24.6 Air/Ground Failure

INDICATION
CAS caution level (amber) message: AIR/GROUND FAIL
PROBABLE CAUSE
Failure of air/ground monitoring system.
ACTION
IF ON GROUND:
Call maintenance technician to repair aircraft.
IF IN FLIGHT:
1 All systems will default to “In Air”.
2 It will be necessary to manually switch off the weather radar and transponder after
landing.
3 Inappropriate CAS messages may appear during ground operations after landing.
3.24.7 Aural Warning Failure

INDICATION
CAS caution level (amber) message: AURAL WARNING FAIL
PROBABLE CAUSE
1 AURAL 1 MUTE and AURAL 2 MUTE configuration switch is in mute position, or;
2 Failure of aural warning channels.

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ACTION
WARNING
ALL AURAL WARNINGS EXCEPT TCAS AND TAWS WILL FAIL,

INCLUDING STALL WARNING, FIRE WARNINGS AND CREW
ALERTING SYSTEM CHIMES.
1 AURAL 1 MUTE and AURAL 2 MUTE configuration switches – Check in NORMAL

position.
3.24.8 DME Failure

INDICATION
CAS caution level (amber) message: DME 1 FAIL, or DME 2 FAIL, or both messages
present.
PROBABLE CAUSE
Failure of affected DME receiver.
ACTION
1 PFD Controller – Press DME button
IF DME HOLD IS ON:
2 PFD DME window – Press soft key and set to OFF.

Press DME PAIR soft key and change NAV association.
IF UNSUCCESSFUL:
3 DME circuit breaker (position H3 or H4, as appropriate) – Reset
3.24.9 RAD ALT Failure

INDICATION
1 CAS caution level (amber) message: RAD ALT 1 FAIL and/or RAD ALT 2 FAIL
2 RAD message displayed in amber below the associated attitude indicator.
PROBABLE CAUSE
Failure of radar altimeter.

08 Feb. 2017 Page 3-105
ACTION
WARNING
TAWS (TERRAIN AWARENESS WARNING SYSTEM)

FUNCTIONALITY WILL BE DEGRADED IN THE EVENT OF A
RAD ALT 1 FAILURE.
1 Altimeter – Use barometric altimeter information from PFD.
3.24.10 ADC Failures
3.24.10.1 Single ADC Failure

INDICATION
Loss of airspeed, altitude, and VSI information on one PFD CAS caution level (amber)
message: ADC A FAIL or ADC B FAIL
PROBABLE CAUSE
Air data computer portion of affected ADAHRS has failed.
ACTION
1 Affected PFD Controller – Press ADHRS button to select opposite side (unaffected)
ADAHRS.
2 Affected PFD Window – Confirm ADAHRS (1 or 2) text message present at bottom

of attitude indicator. This indicates that the attitude, heading and air data is coming
from the same source as the opposite side (unaffected) PFD. Compare indications
with Electronic Standby Instrument System (ESIS).
WARNING
DO NOT USE THE ADVISORY VNAV FUNCTION OF THE FMS.
3.24.10.2 Dual ADC Failure

INDICATION
CAS caution level (amber) message: ADC A+B FAIL
Loss of primary altitude and airspeed data on both PFDs.
PROBABLE CAUSE
Air data computer portion of both ADAHRS channels has failed.

Page 3-106 08 Feb. 2017
ACTION
1 Use Electronic Standby Instrument System (ESIS) for altitude and airspeed
information.
NOTE
The following services will be inoperative: Overspeed, Altitude Alert
Monitor, and air data to other systems (transponder, TCAS, etc.).
WARNING
DO NOT USE VNAV FUNCTION OF THE FMS.
3.24.11 AHRS Failures
3.24.11.1 Single AHRS failure

INDICATION
Loss of attitude and heading information on one PFD CAS caution level (amber)
message: AHRS A FAIL or AHRS B FAIL
PROBABLE CAUSE
Attitude and heading reference system portion of affected ADAHRS has failed.
ACTION
1 Affected PFD Controller – Press ADHRS button to select opposite side (unaffected)
ADAHRS.
Affected PFD Window – Confirm ADAHRS (1 or 2) text message present at bottom

of attitude indicator. This indicates that the attitude, heading and air data is coming
from the same source as the opposite side (unaffected) PFD. Compare indications
with Electronic Standby Instrument System (ESIS).
3.24.11.2 Dual AHRS Failure

INDICATION
CAS caution level (amber) message: AHRS A+B FAIL
Loss of primary attitude and heading data.
PROBABLE CAUSE
Attitude and heading reference system portion of both ADAHRS channels has failed.

08 Feb. 2017 Page 3-107
ACTION
NOTE
The INAV Map will be inoperative.
WARNING
DO NOT USE THE ADVISORY VNAV FUNCTION OF THE FMS.
If flight conditions and pilot workload permits, attempt to realign AHRS 1 and/or AHRS 2.
2 ADAHRS CH A circuit breaker (position K1) – Open, wait 5 seconds, then close.
IF SUCCESSFUL:
ADHRS CH B circuit breaker (position K2) – Open, wait 5 seconds, then close.
3 Fly strictly wings level and do not change pitch altitude for 1 minute.
IF REALIGNMENT IS SUCCESSFUL:
4 Push ADHRS button on PFD Controller to select functional ADHRS.
If realignment is not successful:
5 Land as soon as practical using ESIS and, if desired, Standby Compass.
3.24.12 Flight Controller
3.24.12.1 Single Flight Controller Failure (Single Channel)

INDICATION
CAS caution level (amber) message: FLT CTLR CH A FAIL or FLT CTLR CH B FAIL
PROBABLE CAUSE
Electronics problem.
ACTION
No pilot action necessary. No loss of functionality.

Page 3-108 08 Feb. 2017
3.24.12.2 Dual Flight Controller Failure (Both Channels)

INDICATION
CAS caution level (amber) message: FLT CTLR CH A+B FAIL
Loss of Minimums and Heading/Track selection.
PROBABLE CAUSE
Electronics problem.
ACTION
No pilot action possible.
CAUTION
A DUAL FAILURE WILL RESULT IN LOSS OF ALTITUDE

PRESELECT, LOSS OF HEADING AND TRACK SELECTION,
AND LOSS OF MINIMUMS ANNUNCIATION.
3.24.13 FMS – GPS POS MISC
3.24.13.1 Loss of Heading Track Selection

INDICATION
CAS caution level (amber) message: FMS-GPS1 POS MISC or FMS-GPS2 POS MISC
PROBABLE CAUSE
Degradation of performance of affected GPS receiver.
ACTION
1 GPS vs. FMS position – Check manually using SRN (short range navigation) or by
visual reference to ground.
2 Failed GPS – Deselect failed GPS, select other GPS on SENSORS page, GPS tab.
3 Inform ATC of any loss of RNAV or RNP capability.
NOTE
With a single GPS failure, no loss of position will occur.

08 Feb. 2017 Page 3-109
3.24.13.2 Dual GPS Failure

INDICATION
CAS caution level (amber) message: FMS-GPS1+2 POS MISC
PROBABLE CAUSE
1 Intentional degradation of GPS signal broadcast on civilian channel by satellite

constellation operator. This is possible if the aircraft is being operated near a conflict
area, or during times of heightened international or domestic security concerns.
2 Unintentional degradation of GPS signal broadcast on civilian channel by satellite

constellation operator.
3 Failure of both GPS receivers.
The Flight Management System (FMS) cannot reconcile its position with either GPS
receiver 1 or GPS receiver 2.
ACTION
1 Discontinue FMS approach if in progress.
2 Revert to alternative navigation methods other than GPS (pilotage, VOR, NDB,
dead reckoning, ground mapping with weather radar, etc.).
3 Do not rely on INAV (the large map on upper MFD) for aircraft position.
4 Inform ATC of loss of RNAV and RNP capability.
CAUTION
LOST FUCTIONALITY:
LOSS OF GPS AND FMS NAVIGATION

RAIM UNAVAILABLE
INAV MAP UNRELIABLE
NOTE
With both GPS sensors failed, the FMS and INAV system goes first
to DEGRADE and then to Dead Reckoning (DR) mode. DEGRADE
and DR modes will be annunciated on the PFD HSI.

Page 3-110 08 Feb. 2017
3.24.14 Unable FMS-GPS Monitor

INDICATION
CAS caution level (amber) message: UNABLE FMS-GPS MON
PROBABLE CAUSE
IF ON GROUND:
Flight crew failure to initialize FMS using normal procedures, or degradation of GPS
signal, or GPS antenna view of satellites blocked by nearby buildings.
IF IN FLIGHT:
Degradation of GPS signal.
ACTION
IF ON GROUND:
1 If FMS has not yet been initialized, initialize FMS using normal preflight procedures.
2 If message appears after FMS has been initialized, check GPS signal strength and
status.
3 IN FLIGHT (while conducting an FMS based approach):
a Terminate approach and execute a missed approach if required.
CAUTION
LOST FUNCTIONALITY: RAIM UNAVAILABLE
4 IN FLIGHT (enroute):
a Sensors GPS page – check GPS navigation mode.
b If FMS failed – Use other means of navigation.
c Inform ATC of any loss of RNAV capability.
5 IN FLIGHT (while conducting an FMS based approach):
a Terminate approach and execute a missed approach if required.
6 IN FLIGHT (during RNP operation):
a Terminate RNP operation and revert to other means of navigation.

08 Feb. 2017 Page 3-111
7 IN FLIGHT (during RNAV operation):
a FMS information – Cross check with VOR, DME and/or NDB information.
If FMS shows an acceptable level of navigation performance:
b Navigation may continue using the FMS.
If FMS does not show an acceptable level of navigation performance:
c Revert to alternative navigation as required.
3.24.15 Radio Failures
3.24.15.1 Single MMDR failure

INDICATION
CAS caution level (amber) message: MMDR 1 FAIL or MMDR 2 FAIL
PROBABLE CAUSE
Hardware failure of one multi-mode digital radio.
ACTION
1 MMDR 1 or 2 circuit breaker, as appropriate (position F3 or F4) – Reset
If affected COM, NAV, and ADF remain not available:
2 COM and NAV – Use unaffected radio
3.24.15.2 Dual MMDR Failure

INDICATION
CAS caution level (amber) message: MMDR 1+2 FAIL
PROBABLE CAUSE
Hardware failure of both multi-mode digital radios.
ACTION
1 MMDR 1 circuit breaker (position F3) – Reset
2 MMDR 2 circuit breaker (position F4) – Reset

Page 3-112 08 Feb. 2017
IF COM, NAV AND ADF RADIOS ARE NOT AVAILABLE AND COMMUNICATION IS
REQUIRED:
3 EMERGENCY COM switch – Lift to 121.5 MHz and release. Attempt to transmit
and receive on 121.5 MHz.
NOTE
If both MMDR’s are not completely unserviceable, communication
may be possible 121.5 MHz only.
4 Attempt to communicate using other available communications equipment (HF radio

if installed, satellite telephone if installed, etc.).
5 Proceed to next suitable airfield or continue to destination according to applicable

ATC procedures and restrictions.
3.24.16 MMDR Overheat
3.24.16.1 Single MMDR Overheat

INDICATION
CAS caution level (amber) message: MMDR 1 OVERHEAT or MMDR 2 OVERHEAT
PROBABLE CAUSE
Restricted ventilation in forward avionics bay.
NOTE
MMDR transmit capability will be reduced when internal temperature
of unit is too high. MMDR may become fully operative again after a
period of time.
ACTION
1 COM and NAV - Use unaffected radio
2 If the outside air temperature is less than ISA, the probability of an undesirably
warm temperature developing within the forward avionics bay (between stations 44
and 60) is very low.
3 If the outside air temperature is greater than ISA, there is a risk that an undesirably
warm temperature may develop in the forward avionics bay. The level of risk is
proportionate to the OAT. Airflow within the forward avionics bay can be enhanced
by pulling both the RAM AIR valve and the CABIN AIR valves fully out.

08 Feb. 2017 Page 3-113
3.24.16.2 Dual MMDR Overheat

INDICATION
CAS caution level (amber) message: MMDR 1+2 OVERHEAT
PROBABLE CAUSE
Restricted ventilation in forward avionics bay.
NOTE
MMDR 1 and 2 transmit capability will be reduced when internal
temperature of the units is too high. MMDR 1 and 2 may become
fully operative again after a period of time.
ACTION
If communication is lost, attempt communication with:
1 EMERGENCY COM switch – Lift to 121.5 MHz and release.
If communication not successful:
2 Attempt to communicate using other available communications equipment (HF radio

if installed, satellite telephone if installed, etc.).
If communication not successful:
3 XPDR – Set to 7600 and follow applicable communication loss procedures.
If all VHF and ADF navigation capabilities are lost:
4 Continue flight using GPS for navigational guidance.
3.24.17 Transponder Failures
3.24.17.1 Single Transponder Failure

INDICATION
CAS caution message: XPDR 1 FAIL or XPDR 2 FAIL
PROBABLE CAUSE
Electronic problem with affected transponder.

Page 3-114 08 Feb. 2017
ACTION
1 PFD radio window – Press bezel button adjacent to XPDR 1 window.
2 PFD Controller – Press DETAIL button.
3 XPDR detail page – Press XPDR SEL bezel button to change to unaffected
transponder.
4 Confirm TCAS is operating after switching transponders.
3.24.17.2 Dual Transponder Failure

INDICATION
CAS caution level (amber) message: XPDR 1+2 FAIL
PROBABLE CAUSE
Electronic problem affecting both transponders.
ACTION
1 XPDR 1 circuit breaker (position G3) – Reset
2 XPDR 2 circuit breaker (position G4) – Reset
If dual transponder failure CAS message remains:
3 Proceed according to ATC instructions, expect descent below controlled airspace

or diversion to next suitable airfield.
WARNING
TCAS FUNCTIONALITY WILL BE LOST.
3.24.18 ASCB Failure

INDICATION
CAS caution level (amber) message: ASCB FAIL
By evaluating the data presented on the PFD and MFD displays, the crew can determine
if the cause of the message is a single ASCB bus failure or dual ASCB bus failure.
Single ASCB Failure Indications
1 PFD and MFD data continues to be displayed (Flight data looks normal).

08 Feb. 2017 Page 3-115
2 Displayed data – Compare PFD attitude, heading, altitude, airspeed indications

with Electronic Standby Instrument System (ESIS) indications. Check engine
indications.
Dual ASCB Failure Indications
PFD and MFD data Suspect (Loss of displayed data, or questionable integrity of
displayed data).
PROBABLE CAUSE
Failure of MAU A or B channel (this will also be annunciated), or;
Failure of the ASCB (Avionics Standard Communication Bus).
ACTION
Single ASCB Failure Action To Take
Displays – Monitor and compare to ESIS for remainder of flight.
Dual ASCB Failure Action To Take
Use ESIS for primary flight guidance for the remainder of the flight.
3.24.19 Track Source Messages
3.24.19.1 HSI is Displaying Magnetic Track

INDICATION
CAS advisory level (cyan) message: HSI IS MAG TRK
Condition: The Primus Apex® system has switched the reference source for the HSI
from a magnetically corrected heading display to a magnetically corrected track based
display.
NOTE
The main difference is that the drift angle, i.e. the difference between
aircraft heading and track is not shown. The HSI shows actual track
(related to Magnetic North) being made good.
PROBABLE CAUSE
Normal system behaviour if near an area of compass unreliability.

Page 3-116 08 Feb. 2017
ACTION
1 Flight Guidance Control Panel Heading/Track selector (circular ring around HDG
select knob) – Switch to Track.
3.24.19.2 HSI is Displaying True Track

INDICATION
CAS advisory level (cyan) message: HSI IS TRU TRK
PROBABLE CAUSE
Normal system behaviour if near an area of compass unreliability.
The Primus Apex® system has switched the reference source for the HSI from a
magnetically corrected heading display to a track based display that is referenced to a
true North.
NOTE
The main difference is that the drift angle, i.e. the difference between
aircraft heading and track is not shown. The HSI shows actual track
(related to True North) being made good.
ACTION
Flight Guidance Control Panel Heading/Track selector (circular ring around HDG select
knob) – Switch to Track.
3.24.20 DAU Fail (single channel of single DAU)

INDICATION
CAS advisory level (cyan) message DAU 1A or 1B or 2A or 2B FAIL. Loss of various

electronic display indications as listed below.
DAU failures only affect indications, not function or control of systems monitored by the
DAU.
PROBABLE CAUSE
Failure of one channel of a single Data Acquisition Unit (DAU).
ACTION
No pilot action can be taken to resolve the problem; however, equivalent information
to that which has been lost from the electronic displays may sometimes be available
elsewhere within the aircraft.

08 Feb. 2017 Page 3-117
The effect of the failure will depend on what channel of what DAU is affected:
DAU 1A FAIL
The following indications are lost:
- Pitch trim electronic display – use the mechanical pointer beside trim wheel.
- Left oil temperature display.
- Cockpit temperature display – use cabin temperature display.
DAU 1B FAIL
Advisory level (cyan) CAS message MONITOR FAULT will appear.
- Rudder trim electronic display – use mechanical pointer beside rudder trim wheel.
- Brake hydraulic pressure display – use system hydraulic pressure display.
DAU 2A FAIL
- Low speed warning thermometer on airspeed indicator – use VMC redline.

- Flap indication – use markings on bezel beside flap selector lever.
- Cabin temperature display – use cockpit temperature display.
- Right oil temperature display.
DAU 2B FAIL
Warning level (red) CAS message HYDRAULIC PRESS LOW will appear due to loss of
system hydraulic pressure input to DAU, this may not reflect actual hydraulic pressure.
Brake hydraulic pressure indication will remain unaffected and may indicate hydraulic
pump operation.
- Hydraulic system pressure display.

- Aileron trim display.
- Fuel quantity ‘total’ display at top of fuel window – add individual tank quantities
manually.

Page 3-118 08 Feb. 2017
3.24.21 DAU Fail (both channels of same DAU)

INDICATION
CAS caution level (amber) messages DAU 1A FAIL and DAU 1B FAIL, or; DAU 2A FAIL
and DAU 2B FAIL
DAU 1A and 1B FAIL
Advisory level (cyan) CAS message MONITOR FAULT will appear.
- Pitch trim electronic display – use the mechanical pointer beside trim wheel.
- Left oil temperature display.
- Cockpit temperature display – use cabin temperature display.
- Rudder trim electronic display – use mechanical pointer beside rudder trim wheel.
- Brake hydraulic pressure display – use system hydraulic pressure display.
DAU 2A and 2B FAIL
Warning level (red) CAS message HYDRAULIC PRESS LOW will appear due to loss of
system hydraulic pressure input to DAU, this may not reflect actual hydraulic pressure.
Brake hydraulic pressure indication will remain unaffected and may indicate hydraulic
pump operation.
- Low speed warning thermometer on airspeed indicator – use VMC redline.

- Flap indication – use markings on bezel beside flap selector lever.
- Cabin temperature display – use cockpit temperature display.
- Right oil temperature display.
- Hydraulic system pressure display.
- Aileron trim display.
- Fuel quantity ‘total’ display at top of fuel window – add individual tank quantities
manually.

08 Feb. 2017 Page 3-119
PROBABLE CAUSE
Failure of both channels of a single Data Acquisition Unit (DAU). DAU 1 monitors the
left engine, and DAU 2 monitors the right engine.
ACTION
No pilot action can be taken to resolve the problem.
Match power lever physical position for the remainder of the flight, using indications
from the engine with functional displays as a guide to operation of the engine without
indications.
Confirm correct operation of hydraulic oil pump (by listening for pump operation when
flaps are extended or when brake pedals are repeatedly pressed) prior to landing.
Be aware that the amber MONITOR FAULT CAS message (if DAU 1 has failed) or red
HYDRAULIC PRESS LOW CAS message (if DAU 2 has failed) are direct consequences
of the DAU failure, not indications of independent and unrelated failures.
The aircraft cannot be dispatched with two channels of the same DAU failed. If it is safe
and practical to do so, land at an aerodrome that has maintenance facilities.
This failure only affects indications, not function or control.
3.24.22 MW Displayed Beside CAS List

INDICATION
Letters ‘MW’ (for ‘Monitor Warning’) displayed in amber square on left edge of CAS
window.
PROBABLE CAUSE
Monitor Warning Function Channels A and B miscompare, most likely as a result of

different results obtained when a dual-channel system such as the MAU or DAU has
calculated, converted, and compared input signals.
ACTION
1 CAS Window – Toggle the soft key (bezel button) beside the letters MW to see
alternatively Channel A or B of the CAS list to determine which message is
triggering the MW miscompare condition. The affected message will be missing, or
of a different severity level, on one of the two CAS list presentations.
2 Attempt to determine the reason for the miscompare flag and take appropriate
action, using the affected CAS message and Abnormal Procedures.

Page 3-120 08 Feb. 2017
3 Treat indications of the system affected by mismatched CAS message with

suspicion.

08 Feb. 2017 Page 3-121
3.25 Avionics Advisory and Status Messages

3.25.1 General
This section provides a description and list of meanings, effects, and any actions that
can be taken from the Crew Alerting System (CAS) cyan advisory messages that are
specific to aircraft avionics. These are failures of system module or element parts that
are not of an emergency nature. The information is given in the form of a list of all the
cyan advisory messages and their meaning, any effect on flight and where possible
any actions that can be taken that are not readily adaptable to a checklist format.
* These messages require maintenance action if they cannot be cleared before flight.
During flight, continue with remaining operational equipment and report on landing.
3.25.2 CAS Advisories

CAS ADVISORY MESSAGE MEANING, EFFECTS AND POSSIBLE ACTIONS
* 1: MWF A Fail A failure has been detected in either Monitor Warning
* 2: MWF B Fail Function A or B. No effect on flight.
* 3: Monitor Fault An amber “CAS” miscompare annunciator consisting
* 4: Monitors Fault of the letters ‘MW’ will be displayed on the left of the
CAS window, in the event of the MWF determining a
miscompare of CAS lists in the two MWF Channels.
Pressing the bezel button beside ‘MW’ allows toggle
between the MWF sources. The displayed source
is shown below the CAS annunciator in larger white
font. The pilot should select the source determined
to be correct.
* 1: AIOP A Module Fail Actuator I/O Processor module A or B has failed.
* 2: AIOP B Module Fail The AFCS monitoring function between modules is
inoperative.
Loss of corresponding MWF Channel.
* 1: CSIO A Fail Custom I/O module A or B or A and B failed.
* 2: CSIO B Fail A single A or B failure will result in some invalid data
* 3: CSIO A+B Fail on PFD/MFD windows.
* 1: MAU A Overheat An overheat condition has been detected for MAU
* 2: MAU B Overheat CH A and/or B. Auto-shutdown of the MAU is
* 3: MAU A+B Overheat possible if temperature continues to rise. When
temperature returns to a safe level, the MAU will
reset automatically. Effect on flight, loss of MAU CH
A or B.
MAU Fan Fail No flight crew action required. Corresponding MAU
Overheat advisory may occur.

Page 3-122 08 Feb. 2017

* 1: GIO A Fail Generic I/O module A or B or A and B failed.
* 2: GIO B Fail A single A or B failure will result in some invalid data
* 3: GIO A+B Fail on PFD/MFD windows.
* 1: AGM 1 Fail Advanced Graphics Module 1 or 2 failed. AGM 1
* 2: AGM 2 Fail (MAU Channel A) drives the Pilot PFD and upper
MFD. AGM 2 (MAU Channel B) drives the Co-pilot
and lower MFD.
Refer to APEX Failures – Displays for more
information.
1: CMS 1 Fail Configuration Monitoring Systems has detected a
2: CMS 2 Fail failure in the monitoring software of CMS 1 or 2. No
effect on flight.
* FMS Fail Flight Management System is not available, use
remaining operational navigation equipment as
required.
Take-off Config Take-off configuration incorrect. Correct prior to
take-off.
* 1: LH OAT Fail Loss of air temperature from ADAHRS Channel A
* 2: RH OAT Fail or B or A and B. Refer to AHRS Failures for more
* 3: LH+RH OAT Fail information.
* MF CTLR Fail Multifunction controller has failed.
Open and close the MFD CTRL circuit breaker
(position Q3). If reset unsuccessful, use remaining
operational navigation equipment as required.
If joystick has failed, use the DIRECT TO button on
MF controller and enter waypoints to operate the
FMS from point to point.
* 1: LH PFD CTLR Fail Cross check PFD data with Electronic Standby
* 2: RH PFD CTLR Fail Instrument System (ESIS). Use MF Controller
* 3: LH + RH PFD CTLR Fail to operate Radio window. Use PFD knob on
serviceable PFD Controller to set up both Pilot and
Co-pilot PFD.
* 1: FLT CTLR Ch A Fail Single channel failure has no effect.
* 2: FLT CTLR Ch B Fail Dual failure will result in loss of MINIMUMS and
* 3: FLT CTLR Ch A+B Fail heading/track select.
May result in loss of some single channel inputs.
Refer to “DAU Fail”, Para 3.24.20.

08 Feb. 2017 Page 3-123

* 1: DAU 1A Maintenance No effect on flight, will normally disappear after
* 2: DAU 1B Maintenance take-off. Will usually be accompanied by MW flag
* 3: DAU 2A Maintenance (e.g. 1A on one channel, 1B on other channel).
* 4: DAU 2B Maintenance Record in technical log.
* 1: GPS 1 Fail GPS has no satellite signal reception or GPS unit
* 2: GPS 2 Fail failed.
* 3: GPS 1+2 Fail
IF ON GROUND
Position aircraft outside, free from obstructions. If

CAS message does not clear after approximately 2
minutes, select alternate GPS on Sensors page.
IF IN FLIGHT
FMS in DR mode. Use remaining operational

navigation equipment as required. Open the GPS
1 circuit breaker (position J3), wait 5 seconds then
close the circuit breaker. Open the GPS 2 circuit
breaker (position J4), wait 5 seconds then close the
circuit breaker.
NOTE
The FMS will use ADAHRS data
to dead reckon, based on the
previously known GPS position
prior to the failure.
TCAS Fail Loss of TCAS.
TAWS Fail Loss of TAWS modes 1 through 6.
Terr Inhib Active Terrain alerting Inhibit has been selected.
Terr Inhib not Avail Terrain alerting visual and aural inhibit is not
available.
No Alt Reporting XPDR not in correct mode, select ALT mode or TA
mode or RA mode.
Avionics Battery Low Pre Mod 6/2315: Power supply to the MAU is below
19 volts.
Post Mod 6/2315: Avionics Start Battery voltage is

below 19 volts, supplemental electrical power for
avionics used during engine starting is not available.

Page 3-124 08 Feb. 2017
3.25.3 CAS Status

CAS STATUS MESSAGE MEANING AND POSSIBLE ACTIONS
Function Unavailable Indicates that an unavailable function has been

selected by the crew.
* Fuel Quantity Fault The Fuel Quantity Gauging System has a fault
condition. Fuel quantity and low level indication may
be suspect.
* AGM 2/FMS 1 GFP INOP Indicates graphical Flight Planning function failed in
Aircraft Graphics Module.
* 1: AGM 1 DB Error Indicates an error has been detected in the navigation
* 2: AGM 2 DB Error or charts database on one or both Advanced
* 3: AGM 1+2 DB Error Graphics Module (AGM).
* 1: AGM 1 DB Old Indicates the navigation or charts database in one
* 2: AGM 2 DB Old or both Advanced Graphics Module (AGM) is out of
* 3: AGM 1+2 DB Old date.

08 Feb. 2017 Page 3-125

Page 3-126 08 Feb. 2017
DHC-6 SERIES 400 NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES

30 May. 2014 Page 4-1
NORMAL PROCEDURES DHC-6 SERIES 400

Page 4-2 30 May. 2014

4 1 30 May. 2014 25 16 Oct. 2015
2 Blank Page 26 16 Oct. 2015
*3 08 Feb. 2017 27 16 Oct. 2015
*4 Blank Page 28 16 Oct. 2015
5 16 Oct. 2015 29 16 Oct. 2015
6 16 Oct. 2015 30 16 Oct. 2015
7 30 May. 2014 31 30 May. 2014
8 30 May. 2014 32 30 May. 2014
9 30 May. 2014 33 16 Oct. 2015
10 30 May. 2014 34 16 Oct. 2015
11 16 Oct. 2015 35 30 May. 2014
12 16 Oct. 2015 36 30 May. 2014
13 30 May. 2014 37 30 May. 2014
14 30 May. 2014 38 30 May. 2014
15 30 May. 2014 39 30 May. 2014
16 30 May. 2014 40 30 May. 2014
* 17 08 Feb. 2017 * 41 08 Feb. 2017
* 18 08 Feb. 2017 * 42 08 Feb. 2017
* 19 08 Feb. 2017 * 43 08 Feb. 2017
* 20 08 Feb. 2017 * 44 08 Feb. 2017
* 21 08 Feb. 2017 45 30 May. 2014
* 22 08 Feb. 2017 46 30 May. 2014
* 23 08 Feb. 2017 47 16 Oct. 2015
* 24 08 Feb. 2017 48 Blank Page

08 Feb. 2017 Page 4-3

Page 4-4 08 Feb. 2017
4.1 Introduction ........................................................................... 7

4.1.1 Electronic Checklists ............................................................... 8
4.2 Scope ................................................................................. 10
4.3 Speeds for Normal Operations ................................................ 11
4.4 Preparation and Inspection ..................................................... 12

4.4.1 Before Entering Aircraft .......................................................... 12
4.4.2 Pre-Flight Inspection ............................................................. 12
4.4.3 Exterior Check .................................................................... 12
4.4.4 Fuel Dipstick ....................................................................... 17
4.4.5 Cockpit Preparation .............................................................. 17
4.4.6 Cabin Preparation ................................................................ 20
4.5 Before Starting Engines ......................................................... 21
4.6 Starting Engines ................................................................... 22

4.6.1 External Power Start ............................................................. 22
4.6.2 Battery Power Start............................................................... 23
4.6.3 Battery Start of Cold Soaked Engines ....................................... 24
4.7 After Start (Pre-Taxi) .............................................................. 26
4.8 System Functional Checks ...................................................... 27

4.8.1 Propeller Test ..................................................................... 27
4.8.1.1 Autofeather System Test ...................................................... 27
4.8.1.2 Overspeed Governor Test .................................................... 28
4.8.2 Beta Range Annunciation Test ................................................. 28
4.8.3 RESET PROPS Annunciation Test ........................................... 29
4.8.4 Intake Deflectors Test ............................................................ 29
4.9 Before Take-Off ..................................................................... 30
4.10 Take-Off ............................................................................... 31

4.10.1 Crosswind Take-Offs ............................................................. 32
4.10.2 Take-Off with Type III Anti-Ice Fluid Applied ................................. 33

16 Oct. 2015 Page 4-5
4.11 After Take-off ........................................................................ 34
4.12 Cruise ................................................................................. 35
4.13 Descent and Approach ........................................................... 36
4.14 Final Approach, or When Joining the Traffic Pattern .................... 37
4.15 Landing ............................................................................... 38

4.15.1 Crosswind Landings.............................................................. 39
4.16 Go-Around (Balked Landing) ................................................... 40
4.17 After Landing ....................................................................... 41
4.18 Shutdown ............................................................................ 42
4.19 Flight in Icing Conditions ....................................................... 44

4.19.1 General ............................................................................. 44
4.19.2 Landing Speed and Configuration after Flight in Icing Conditions ...... 45
4.19.3 Flight Characteristics with Ice Accumulations .............................. 45
4.19.4 Operation of Intake Deflectors ................................................. 45
4.20 Operation of the TRACK SOURCE Configuration Switch .............. 47
List of Tables Page
4-1 Landing (VREF) Speeds for Flaps 20° and 37°.............................. 38

4-2 Go-around Speeds ................................................................ 40
4-3 Landing (VREF) Speeds for Flaps 10° ........................................ 45
4-1 Rotation Speeds ................................................................... 32

Page 4-6 16 Oct. 2015
4.1 Introduction
Operators are encouraged to develop their own ‘quick reference’ normal checklists
based on the procedures provided in this manual. The sequence of individual checklist
items should not be changed when operator-specific quick reference checklists are
developed. For example, turning off the autofeather system is listed as the last item in
the After Take-off checklist, and it should remain the last item in any operator-specific
‘quick reference’ After Take-off checklist.
The normal operating procedures in this section comply with the requirements of SFAR
23.

30 May. 2014 Page 4-7
4.1.1 Electronic Checklists

WARNING
IN CASE OF DIFFERENCES BETWEEN THE ELECTRONIC

CHECKLIST DISPLAYED ON THE APEX SYSTEM AND THE
CONTENTS OF THIS AIRCRAFT FLIGHT MANUAL, THE
CONTENTS OF THE AIRCRAFT FLIGHT MANUAL SHALL
PREVAIL.
SOME SERIES 400 AIRCRAFT ARE EQUIPPED WITH

AN ELECTRONIC CHECKLIST SYSTEM. BECAUSE OF
THE INHERENT LIMITATIONS OF THE ELECTRONIC
CHECKLIST (FOR EXAMPLE, TEXT DISPLAY IS LIMITED
TO 18 CHARACTERS PER LINE), THE CONTENTS OF THE
ELECTRONIC CHECKLIST HAVE BEEN CONDENSED. ACTIONS
AND/OR DESIRED STATUS STATEMENTS FOLLOWING EACH
CHALLENGE ITEM HAVE BEEN ABBREVIATED TO FIT WITHIN
THE LIMITATIONS OF THE DISPLAY SYSTEM.
NO SYSTEM TEST OR FUNCTION CHECK PROCEDURES ARE

PUBLISHED IN THE ELECTRONIC CHECKLIST. DETAILED
PROCEDURES, SUCH AS STARTING ENGINES FROM BATTERY
OR EXTERNAL POWER, OR TAKE-OFF, LANDING, GO-AROUND
AND MISSED APPROACH PROCEDURES ARE NOT PUBLISHED
IN THE ELECTRONIC CHECKLIST.
THE ELECTRONIC CHECKLIST IS A ‘QUICK REFERENCE'

MEMORY AID THAT IS PROVIDED FOR USE BY FULLY TRAINED
AND EXPERIENCED PILOTS WHO ARE THOROUGHLY
FAMILIAR WITH THE CONTENTS OF THIS AIRCRAFT
FLIGHT MANUAL. IT DOES NOT REPLACE OR SUPERSEDE
THE CONTENTS OF THIS AIRCRAFT FLIGHT MANUAL. IT
SHOULD NOT BE USED DURING INITIAL PILOT TRAINING OR
FAMILIARIZATION.

Page 4-8 30 May. 2014
CAUTION
THE ELECTRONIC CHECKLIST IS INTENDED FOR IN-FLIGHT

USE, OR FOR ON-GROUND USE AS AN ‘INTERMEDIATE –
ENROUTE STOP' CHECKLIST. IT SHOULD NOT BE USED FOR
THE FIRST FLIGHT OF THE DAY, NOR SHOULD IT BE USED
AFTER ANY MAINTENANCE WORK HAS BEEN CARRIED OUT
ON THE AIRCRAFT. IN EACH OF THESE CASES, THE FULL
(PAPER) CHECKLIST PUBLISHED IN THIS SECTION SHOULD
BE USED.
REFER TO LIMITATIONS PUBLISHED IN SECTION 2.13.11.

30 May. 2014 Page 4-9
4.2 Scope
This section provides normal operating procedures. Normal procedures are used when
systems are functioning in their usual manner.
Because the focus of this manual is on providing technical guidance that is specific or
unique to the DHC-6, no attempt has been made to include in the checklists standard
‘airmanship’ practices that are applicable to any flight such as confirming that the area is
clear around the aircraft, observation of traffic, operation of exterior lighting required for
flight, operation of avionics equipment such as communication or navigation equipment,
or operation of safety systems such as TAWS, TCAS, weather radar, and so forth.

Page 4-10 30 May. 2014
4.3 Speeds for Normal Operations

All speeds are given for the landplane at the maximum permitted weight in the phase
of flight described.
Normal Take-off (flaps 10°) Rotation at 75 KIAS,

Initial Climb to no less than 400 feet AGL at 80 KIAS
Normal Climb Speed 100 KIAS with flaps up
Best Rate of Climb 100 KIAS with flaps up
Best Angle of Climb 87 KIAS with flaps up
Enroute Descent Flaps up, speed limited by VMO
Initial Approach With flaps up, no less than 94 KIAS
With flaps 10°, no less than 85 KIAS
Final Approach With flaps 20°, 80 KIAS
With flaps 37°, 74 KIAS

16 Oct. 2015 Page 4-11
4.4 Preparation and Inspection

4.4.1 Before Entering Aircraft
It is assumed that before entering the airplane, the take-off, enroute, and anticipated
landing weight and balance have been determined, cargo is secure and loading is
within the weight and balance limitations specified in Section 2 of the AFM. It is further
assumed that the take-off, enroute, and landing performance – including single engine
performance during all phases of flight – has been calculated and found satisfactory.
4.4.2 Pre-Flight Inspection

The following pre-flight check must be carried out before the first flight of the day, or, if
maintenance has been done, before the next flight. Conduct a thorough walk-around
as detailed below.
Visually check the exterior of the airplane for condition, security (particularly access
panels), and any sign of damage. Check for any liquids on the ground or on the airplane
that may indicate engine, hydraulic, fuel, or battery system failure or malfunction. A tall
ladder will be required to check wing tank fuel caps on aircraft equipped with wing fuel
tanks.
4.4.3 Exterior Check

Left Forward Fuselage
1 Left Cockpit Door – Unlocked
2 Pitot Heads and Static Vents – Covers Removed
3 Ram Air Intake – Check Unobstructed
4 Air Temperature Probe – Check Condition
5 Hydraulic Compartment Door – Secured
6 Crew Oxygen Pressure (if installed) – Check
7 Nose Baggage Compartment Door – Secured
Nose wheel
1 Tire – Pressure and Condition
2 Shock Strut – Extension, no leaks
3 Torque Link and Connecting Pin – In place and secure

Page 4-12 16 Oct. 2015
4 Taxi Light – Check Condition of lamp and wiring
Right Forward Fuselage
1 Radome – Check Condition
2 Pitot Heads and Static Vents – Covers Removed
3 Right Cockpit Door – Unlocked
4 Hydraulic Compartment Door – Secured
Right Main Gear
2 Brake Lines – Check for Leakage
3 Fairings – Check
Right Fuselage
1 Wing Strut – Check Undamaged
2 Right Emergency Exit – Secure
3 Cabin Windows – Check
4 Antennas below Fuselage – Check for Damage
5 Fuel Drains – Drain, Check for Water and Visible Contaminants

NOTE
Do not turn boost pumps on prior to draining fuel from fuselage tanks.
Right Inner Wing
1 Leading Edge Access Panel – Check
2 Wing and Flap Undersurface – Check
Right Engine
1 Propeller Blades, Spinner – Check for Damage, Secure Mounting
2 Air Inlet, Air Exit Ducts – Check Unobstructed
3 Exhaust Stubs – Check

30 May. 2014 Page 4-13
4 Cowling and All Access Panels – Check Security
5 Fire Extinguisher Discs – Check for Discharge

NOTE
Boost pumps must be selected ON prior to draining fuel from the fuel
drains located at the rear of each engine nacelle.
Right Outer Wing
1 Wing and Flap Undersurface – Check Clean and Undamaged
2 Wing Leading Edge – Check Clean and Undamaged
3 Landing Light – Check Clean and Lens Secure
4 Stall Strip and Fence – Check
5 Fuel Vent and Lightning Protection Tunnel – Check
6 Navigation Light – Check for Damage
7 Static Wicks and Bonding Straps – Check All are Present, Secure, Good Condition
8 Aileron and Geared Tab – Check
Right Aft Fuselage
1 Right Rear Cabin Door – Unlocked
Empennage
1 Right Vortex Generators – Check
2 Fin Leading Edge – Check
3 Right Horizontal Stabilizer – Check Clean and Undamaged
4 Elevator Flap Interconnect Tab – Check
6 Tail Bumper – Check
7 Antennas – Check for Damage

Page 4-14 30 May. 2014
8 Beacon – Check
9 Elevator Trim Tab – Check
10 Rudder Trim and Geared Tab – Check
11 Left Horizontal Stabilizer – Check Clean and Undamaged
12 Left Vortex Generators – Check
Left Aft Fuselage
1 Jury Strut – Installed or Stowed, As Required
2 Baggage Compartment Door – Secure, Unlocked
3 Baggage Compartment – Contents secure, tied down as required
4 Passenger Oxygen Pressure (if installed) – Check
5 External Power Receptacle – Secure or Ground Power Connected
6 Aft Fuel Cap – Cap Secure
7 Left Cabin Doors – Secure
Left Main Gear
2 Brake Lines – Check for Leakage
3 Fairings – Check
Left Outer Wing
2 Wing Leading Edge – Check Clean and Undamaged
3 Landing Light – Check Clean and Lens Secure
4 Stall Strip and Fence – Check
5 Stall Warning Vanes – Check Clean, no Deformation
6 Fuel Vent and Lightning Protection Tunnel – Check

30 May. 2014 Page 4-15
7 Navigation Light – Check for Damage
9 Aileron and Trim Tab – Check
Left Engine
1 Propeller Blades, Spinner – Check for Damage, Secure Mounting
2 Air Inlet, Air Exit Ducts – Check Unobstructed
3 Exhaust Stubs – Check
4 Cowling and All Access Panels – Check Security
5 Fire Extinguisher Discs – Check for Discharge
Left Inner Wing
1 Leading Edge Access Panel – Check
Left Fuselage
1 Wing Strut – Check Undamaged
2 Left Emergency Exit – Secure
3 Cabin Windows – Check
4 Forward Fuel Cap – Cap Secure
5 Retractable Steps to Roof – Stowed Position
WARNING
IN COLD WEATHER IT IS ESSENTIAL TO REMOVE EVEN SMALL

ACCUMULATIONS OF FROST, ICE, OR SNOW FROM ALL WING,
TAIL, CONTROL SURFACES, PROPELLERS, SPINNERS, AND
THE ENGINE AIR INLETS. USE CAUTION WHEN CLEANING THE
HORIZONTAL STABILIZER TO AVOID DAMAGING THE VORTEX
GENERATORS. MAKE SURE THE CONTROL SURFACES
CONTAIN NO INTERNAL ACCUMULATION OF ICE OR SNOW.

Page 4-16 30 May. 2014
Prior to any flight in temperatures below +5°C check that the pitot tubes and stall vanes
are warm after turning on the pitot heat for 30 seconds and then turning pitot heat off.
Make sure that the pitot covers are removed before turning pitot heat on.
4.4.4 Fuel Dipstick

A fuel dipstick may be used to physically check the contents of the fuselage fuel tanks.
The fuel dipstick is calibrated in either pounds or kilograms of fuel, depending on the
dipstick specification, and the weight markings correspond to the weight of Jet A or A1
fuel. To check fuel contents with the dipstick, proceed as follows:
1 Ensure that the aircraft is level fore and aft and side to side.
2 Allow sufficient time for the fuel levels in the individual fuel cells to stabilize. To obtain
the most accurate reading, the fuel quantity should be checked using the dipstick
after the aircraft has been parked overnight. If the aircraft has been refuelled, allow
15 minutes after completion of refuelling for individual cell contents to stabilize.
3 Insert the dipstick into the fuel cap filler neck so that the flange near the handle of
the dipstick contacts both the upper and lower surface of the circular ring that the
fuel cap attaches to.
4 Withdraw the dipstick and read the fuel level on the appropriate side of dipstick in
accordance with instruction on the dipstick. One side of the dipstick is marked for
forward fuel tank contents, the other side is marked for aft fuel tank contents.
4.4.5 Cockpit Preparation

1 Pilot Operating Handbook, Honeywell Primus Apex® Integrated Avionics System
for the DHC-6 Series 400 Pilot Guide, and other required documents – Available in
the aircraft.
2 Pilot seat(s) – Adjusted to Eye Height Reference Device
3 Parking Brake – On
4 Control Locks – Remove and stow
5 RAM AIR handle – As required
6 STANDBY INSTRUMENT STATIC SOURCE selector – NORMAL
7 Electrical consumers (lighting, de-ice, etc.) – OFF
8 Circuit Breakers – All in (main panel, avionics panel, station 332 panel)
9 Crew Headset Noise Cancelling System switches – ON

08 Feb. 2017 Page 4-17
WARNING
ENSURE THAT THE HYDRAULIC OIL PUMP CIRCUIT BREAKER

IS IN PRIOR TO TURNING ON AIRCRAFT POWER. THE
HYDRAULIC OIL PUMP CIRCUIT BREAKER SHOULD NOT
BE PULLED OUT EXCEPT IN THE EVENT OF A HYDRAULIC
SYSTEM ABNORMALITY.
10 BLEED AIR switches – OFF
11 CONFIGURATION switches (BUS TIE, AURAL 1 MUTE, AURAL 2 MUTE,

EMERGENCY COM, CAUTION LIGHTS DIMMING, TRACK SOURCE) – all at
NORMAL (lower) position.
13 GENERATOR switches – OFF
14 LANDING LIGHT switch – OFF
15 PULSE LIGHT switch – TCAS
16 AVIONICS START BATTERY switch (Post Mod 6/2315) – OFF
17 ESIS POWER switch – ARM
18 POWER SOURCE switch (Pre Mod 6/2314) – as required
BATTERY and EXTERNAL switches (Post Mod 6/2314) – as required
19 MASTER switch (Pre Mod 6/2314) – ON
FOR AIRCRAFT WITH S.O.O. 6205 (CABIN EMERGENCY LIGHTING)

EMBODIED:
After electrical power is applied, complete the following checks:
a EMERGENCY LIGHTING switch – TEST. Check that the emergency lights

come on.
b EMERGENCY LIGHTING switch – ARM. Check emergency lights go out.
20 Power levers – IDLE. Tighten FRICTION knobs as required.
21 PROP levers – MAX RPM (fully forward)
22 FUEL levers – OFF

Page 4-18 08 Feb. 2017
TEMPORARY AMENDMENT

_______________________________________________________
NORMAL PROCEDURES
REASON FOR ISSUE:

To clarify which lights illuminate during the CAUTION LIGHTS switch TEST procedure.
ACTION:
In Section 3, ignore existing Para 4.4.5, Step 26 and insert new Step 26, as shown
on Page 2 of this Temporary Amendment.
APPROVED____________________
Chief, Flight Test
Transport Canada
DATE_________________________
of the manual.
PSM 1-64-1A (TA-30)

Page of
TC Approved
DHC-6 SERIES 400
26 CAUTION LIGHTS switch – TEST. Confirm that the STALL warning light on the
fuel selector panel illuminates, both MASTER CAUTION and MASTER WARNING
lights illuminate, the SELECTED [SELECT] and ARMED indications in both
AUTOFEATHER switchlights illuminate, and the engine FIRE warning lights
illuminate.
PSM 1-64-1A (TA-30)

Page of
23 CABIN SIGNS switch – FSB–NS.
24 FIRE WARNING SYSTEM TEST switch – Lift up. Check that each of the two FIRE
– PUSH TO DISCHARGE switchlights illuminate, the word FIRE appears in the T5
engine indications, and the aural warning for fire is voiced.
25 FUEL EMERGENCY switches – NORMAL
26 CAUTION LIGHTS switch – TEST. Confirm that the STALL warning light on the
fuel selector panel illuminate, both MASTER CAUTION and MASTER WARNING
lights illuminate, and the SELECTED [SELECT] and ARMED indications in both
AUTOFEATHER switchlights illuminate.
27 FUEL SELECTOR knob – NORMAL
28 Once every 24 hours (typically prior to the first flight of the day) complete the
following expanded system tests:
a Begin with all fuel pump switches in the NORMAL or OFF position, and the
FUEL SELECTOR knob in the NORMAL position. Complete fuel boost pump
and changeover system tests as follows:
(1) AFT PUMP 2 and FWD PUMP 2 switches – EMERGENCY. Check BOOST
PUMP 2 AFT PRESS and BOOST PUMP 2 FWD PRESS caution CAS
messages are not present.
(2) AFT PUMP 2 and FWD PUMP 2 switches – NORMAL. Check BOOST
PUMP 2 AFT PRESS and BOOT PUMP 2 FWD PRESS caution CAS
messages are present.
(3) AFT PUMP 1 and FWD PUMP 1 switches – TEST. Check BOOST PUMP
2 AFT PRESS and BOOST PUMP 2 FWD PRESS caution CAS messages
are not present.
(4) AFT PUMP 1 and FWD PUMP 1 switches – ON. Check BOOST PUMP 1
AFT PRESS and BOOST PUMP 2 AFT PRESS and BOOST PUMP 1 FWD
PRESS and BOOST PUMP 2 FWD PRESS caution CAS messages are not
present.
(5) Confirm that the fuel crossfeed annunciation in the fuel system window is
not present when the FUEL SELECTOR is at NORMAL, and that it appears
in green inverse video when the FUEL SELECTOR is at the BOTH ON AFT
or BOTH ON FWD position.
29 Confirm that the CAS messages that appear at initial power-on indicating engine
and gear fitment correspond to the engines and gear fitted to the aircraft.

08 Feb. 2017 Page 4-19
4.4.6 Cabin Preparation

Prior to the first flight of the day, and subsequent to any change of pilot during the day,
complete the following checklist:
1 Fire Extinguishers – Charged and Secure
2 First Aid Kit – Sealed and Secure
3 All 6 exit doors – Unobstructed, Unlocked and Secure
4 Left Rear Cabin Door – Locking Pins Secure
5 Cabin Furnishings – Checked
6 Passenger Safety Briefing Cards – Present
7 All Interior Lights – Check for Proper Function (if required for night operations)
For aircraft with Mod 6/2308 Photoluminescent Cabin EXIT signs incorporated:
8 For night operations CABIN LIGHTS – BRIGHT for a minimum of 5 minutes prior to
take-off to sufficiently charge the EXIT signs for up to 5 hours.
For night flights in excess of 5 hours, periodic re-charging of the EXIT signs is
required. It is recommended that every 2 to 3 hours of night flight, the cabin lights
be switched on to BRIGHT for at least 5 minutes.
NOTE
The photoluminescent cabin EXIT signs are non-electric so they
cannot be turned on or off. The photo luminescence signs absorb
energy when exposed to light, and gradually release this energy.
It takes several minutes of exposure to cabin lighting to completely
charge the EXIT signs.

Page 4-20 08 Feb. 2017
4.5 Before Starting Engines

WARNING
ENGINE START IS PROHIBITED IF THE HYDRAULIC OIL PUMP

CIRCUIT BREAKER IS PULLED OUT OR IF THE ELECTRICALLY
POWERED HYDRAULIC OIL PUMP IS INOPERATIVE.
1 Exterior Check Checklist – Completed
2 Cockpit Preparation Checklist – Completed
3 Cabin Preparation Checklist – Completed
4 Pre-flight Weight and Balance Checks – Completed
5 Passenger Briefing – Completed
6 Hydraulic Pressures – Check that both are above 1,300 PSI (1,500 PSI is typical)
7 Fuel Quantity – Sufficient for planned flight
8 AFT PUMP 1 and FWD PUMP 1 switches – ON
9 BEACON switch – ON
10 CAS Message Window – Checked, messages considered
NOTE
The propeller levers should be placed in the full forward (MAX RPM)
position prior to engine start. This will reduce starting time and lower
peak T5 temperature during start.
CAUTION
CROSS GENERATOR STARTING IS DETRIMENTAL TO

GENERATOR BRUSHES AND TO REVERSE CURRENT CUT-OUT
OPERATION (WHICH MAY CAUSE EVENTUAL CONTACT
WELDING). CROSS GENERATOR STARTS SHOULD ONLY BE
DONE IN AN EMERGENCY. CROSS GENERATOR STARTS ARE
TO BE RECORDED IN THE AIRCRAFT LOGS.

08 Feb. 2017 Page 4-21
4.6 Starting Engines

CAUTION
IMMEDIATELY FOLLOWING THE ACTIVATION OF THE START

SWITCH, IF THE MAIN BATTERY AND/OR THE AVIONICS START
BATTERY (POST MOD 6/2315) ARE NOT FULLY CHARGED,
A TEMPORARY INTERRUPTION OF ENGINE DISPLAY
GAUGES MAY OCCUR. IN THIS CASE, THE START MAY BE
CONTINUED PROVIDED THAT FUEL IS NOT INTRODUCED
UNTIL VALID ENGINE DISPLAY GAUGES HAVE RETURNED.
IF THIS SITUATION OCCURS, THE BATTERY(IES) SHOULD BE
CHARGED PRIOR TO ANOTHER ENGINE START.
NOTE
Starter Duty Cycle Limitations (Section 2.5.2.2) must be followed.
4.6.1 External Power Start

A 28 volt, negative ground external power source with a minimum of 800 ampere
capacity and a maximum of 1,700 ampere capacity may be used.
1 POWER SOURCE switch (Pre Mod 6/2314) – EXTERNAL
EXTERNAL switch (Post Mod 6/2314) – ON
2 Electrical system window – Confirm presence of 28 volt external power.
3 AVIONICS START BATTERY switch (Post Mod 6/2315) – AUTO
4 START switch – Select LEFT or RIGHT as required. When external power is used
for starting, the right engine is normally started first to minimize propeller blast
directed to the ground crew on the left side of the aircraft.
CAUTION
DO NOT MOVE THE ENGINE FUEL LEVER TO ON BEFORE

STABILIZED NG IS REACHED. THE MINIMUM STABILIZED NG
NEEDED TO INTRODUCE FUEL IS 12%. DO NOT SELECT FUEL
ON IF 12% NG CANNOT BE ACHIEVED.
5 Allow the gas generator speed to stabilize. As soon as the gas generator speed
has stabilized, move the applicable engine FUEL lever to ON without further delay.
6 Light-up – Check that engine accelerates to idle RPM (typically 52% NG at ISA) and
that the T5 temperature during the start process does not exceed the starting limits.

Page 4-22 08 Feb. 2017
7 START switch – Release when NG has reached idle speed.
8 Repeat process for opposite side engine.
9 POWER SOURCE switch (Pre Mod 6/2314) – BATTERY
NOTE
When switching the POWER SOURCE from EXTERNAL to
BATTERY, pull the lever-lock switch out, then; rapidly and deliberately
move the switch lever fully downward to the BATTERY position.
The Apex avionics system will trip offline if it is without power for
longer than 200 milliseconds. Do not bring generators online prior to
moving the POWER SOURCE switch from EXTERNAL to BATTERY.
BATTERY switch (Post Mod 6/2314) – ON
EXTERNAL switch (Post Mod 6/2314) – OFF
NOTE
Wait a few seconds for voltage to stabilize.
10 Disconnect external power.
12 GENERATOR switches – Individually RESET and release to ON
4.6.2 Battery Power Start

The process for starting the engines using the aircraft battery is exactly the same
as the process for starting the engine using an external power source, except that
the POWER SOURCE switch is selected to the BATTERY position and the voltmeter
should indicate 24 volts. The gas generator of the first engine being started will normally
stabilize between 16 and 18% NG (this is not a limitation). The gas generator of the
second engine being started will normally stabilize 1% lower than the first engine due
to depletion of the battery charge.
NOTE
It is neither necessary or desirable to recharge the battery between
engine starts unless the gas generator of the first engine started
stabilized below 16% NG.
Only if it is necessary to recharge the battery between starts, proceed as follows:
PROCEDURE FOR RECHARGING BATTERY BETWEEN STARTS:
1 PROP lever (operating engine) – MAX RPM

08 Feb. 2017 Page 4-23
2 Power lever – Increase NG to greater than 55%
3 GENERATOR switch (operating engine) – RESET and release to ON
Observe battery charge current until battery charge current is 40 amperes or less.
4 GENERATOR switch of operating engine – OFF
5 Power lever (operating engine) – As desired
6 Repeat the starting procedure for second engine.
7 Power levers – Increase NG to greater than 55%.
8 GENERATOR switches – Individually RESET and release to ON.
NOTE
Increasing NG to greater than 55% ensures that voltage stability
is maintained when one or both generators are operating under a
heavy load, such as recharging the battery following a battery start.
If NG is less than 55% and individual generator loads are greater
than approximately 50 amps, voltage may rise above 29 volts. This
is undesirable.
4.6.3 Battery Start of Cold Soaked Engines

This procedure may be used when the engine and/or the battery has been cold-soaked
to temperatures below –30°C or –20°F.
1 START switch – Select LEFT or RIGHT as desired, and engage starter for 5
seconds. Do not introduce fuel. Release switch after 5 seconds.
2 Wait approximately one minute, then start the engine using the normal battery start
procedures.
3 Allow the engine to idle until oil temperature reaches 0°C. Do not increase the
engine speed above idle until the oil temperature reaches 0°C.
ONCE THE OIL TEMPERATURE HAS REACHED 0°C:
4 Power lever – Increase NG to greater than 55%
5 GENERATOR switch – RESET and release to ON

Page 4-24 08 Feb. 2017
CAUTION
IF A CROSS GENERATOR START IS NECESSARY, BE SURE

BATTERY CHARGE CURRENT IS 50 AMPS OR LESS, BEFORE
CROSS GENERATOR STARTING THE 2ND ENGINE. CROSS
GENERATOR STARTING IS DETRIMENTAL TO GENERATOR
BRUSHES AND TO REVERSE CURRENT CUT-OUT OPERATION
(WHICH MAY CAUSE EVENTUAL CONTACT WELDING).
CROSS GENERATOR STARTS SHOULD ONLY BE DONE IN
AN EMERGENCY. CROSS GENERATOR STARTS ARE TO BE
RECORDED IN THE AIRCRAFT LOGS.
6 GENERATOR switch (operating engine) – OFF
7 Power lever (operating engine) – As desired
8 Repeat steps 1 through 3 for the second engine, including the 5 second dry motoring
and one minute wait.
9 GENERATOR switches – Individually RESET and release to ON.

16 Oct. 2015 Page 4-25
4.7 After Start (Pre-Taxi)

1 POWER SOURCE switch (Pre Mod 6/2314) – BATTERY
BATTERY switch (Post Mod 6/2314) – ON
EXTERNAL switch (Post Mod 6/2314) – OFF
2 External power – Disconnected
3 Crew Seats, Seat Belts, Shoulder Harnesses – Check Secure
4 CAS Message Window – Checked, messages considered
5 Transponder – Left portion of transponder window displaying GND (in small white
letters) and TA (in large white letters).
6 FMS – Alt/Speed and Fuel/Weight tabs completed. Confirm FMS fuel total matches
FQGS (Fuel Quantity Gauging System) fuel total. Press COMPUTE button, check
results.
NOTE
The ‘initial cruise altitude' on the Alt/Spd tab, and all the fields within
the ‘Fuel/Weight' tab of the ‘Aircraft on Ground' (setup) window of the
Flight Management Window must be completed, and the COMPUTE
button on the ‘Fuel/Weight' tab must be pressed if display of VNAV
information during climb, cruise, and approach is desired from the
FMS. It is recommended that the performance mode “current GS/FF”
be selected within the Alt/Spd tab.
7 Brakes – Off. Check operation of nose wheel steering and brakes, and correct
function of electrically operated hydraulic pump motor.
CAUTION
UNDER NORMAL CIRCUMSTANCES, TAXI SHOULD NOT BE

COMMENCED IF THERE ARE ANY AMBER OR RED CAUTION
MESSAGES PRESENT ON THE CAS LIST.

Page 4-26 16 Oct. 2015
4.8 System Functional Checks

Prior to beginning any engine related checks, ensure that the oil pressures are
satisfactory and the oil temperatures are above 10°C. The aircraft should be headed
into wind for engine and system checks.
4.8.1 Propeller Test
4.8.1.1 Autofeather System Test

2 Feather and unfeather each propeller once.
3 Reverse each propeller once. It is sufficient to momentarily move the power lever to
the zero thrust position, an increase in NG in reverse is not required. Return power
levers to IDLE.
4 Depress the AUTOFEATHER switchlight and confirm that the SELECTED [SELECT]
light in each switchlight illuminates, and the AUTOFEATHER SELECTED advisory
CAS message appears.
5 Advance the power levers until the ARMED light in the AUTOFEATHER switchlight
illuminates (approximately 25 to 30 PSI torque, will vary with temperature and
pressure altitude).
6 Lift and hold the AUTOFEATHER SYSTEM TEST switch.
7 Quickly retard the left power lever to IDLE. Check that the ARMED light extinguishes,
and that the left propeller feathers approximately two seconds after the power lever
is retarded to IDLE. Check that the LEFT AUTOFEATHER advisory (cyan) CAS
message appears.
8 Retard the right power lever to IDLE. Confirm that the right propeller does not feather.
9 Release the AUTOFEATHER SYSTEM TEST switch.
10 Repeat steps 5 through 9, transposing the left and right power levers to test
autofeathering of the right propeller. Check that the RIGHT AUTOFEATHER
advisory (cyan) CAS message appears.
11 Advance the left power lever to greater than 88% NG. Confirm that the ARMED light
in the AUTOFEATHER switchlight does not illuminate.
12 Advance the right power lever to greater than 88% NG. Confirm that the ARMED
light in the AUTOFEATHER switchlight illuminates.

16 Oct. 2015 Page 4-27
13 Retard the left power lever to less than 88% NG. Confirm that the ARMED light in
the AUTOFEATHER switchlight extinguishes.
14 Retard the right power lever to less than 88% NG. Confirm that the ARMED light in
the AUTOFEATHER switchlight remains extinguished.
15 Depress the AUTOFEATHER switchlight and confirm that the SELECTED [SELECT]
light in each switchlight extinguishes.
The autofeather system test must be done once each week. Record completion of the
test in the aircraft log book.
4.8.1.2 Overspeed Governor Test
CAUTION
ENSURE THAT THE PROPELLER GOVERNOR TEST SWITCH IS

NOT SELECTED OR RELEASED WHEN EITHER POWER LEVER
IS FORWARD OF IDLE.
2 SYSTEM TEST – PROPELLER GOVERNOR switch – Lift and hold switch
3 Power levers – Advance until propellers govern at 70% NP +2 / –3%
5 SYSTEM TEST – PROPELLER GOVERNOR switch – Release switch
The overspeed governor check must be done once every 24 hours (once per flying day).
4.8.2 Beta Range Annunciation Test

2 Left power lever – Retard until the BETA annunciation appears, then return to IDLE.
3 Right power lever – Retard until the BETA annunciation appears, then return to IDLE.
4 Confirm that the beta range annunciation appears no later than when each power
lever has been moved one inch aft of the IDLE stop position.

Page 4-28 16 Oct. 2015
4.8.3 RESET PROPS Annunciation Test

2 Left PROP lever – Retard to MIN GOV. Check RESET PROPS annunciation
appears.
3 Both PROP levers – MAX RPM. Check RESET PROPS annunciation disappears.
4.8.4 Intake Deflectors Test

1 Power levers – Set 80% NG
NOTE
When selecting EXTEND, the INTAKE DEFLECTOR switch should
be held for 3 to 5 seconds after A/I is indicated. When selecting
RETRACT, do NOT hold the switch after the two A/I annunciations
have extinguished.
2 INTAKE DEFLECTOR switch – EXTEND, then RETRACT. Check appropriate A/I

indications within engine window.
NOTE
A minimum of 80% NG is required to extend the intake deflectors.

16 Oct. 2015 Page 4-29
4.9 Before Take-Off

1 Trims – Set. The triangular trim tab position indications should be aligned within
the green take-off range markings on the trim position display.
3 AUTOFEATHER system – On. Check that the SELECTED [SELECT] light is

illuminated.
4 Fuel Quantity – Sufficient for planned flight.
5 FUEL SELECTOR – NORMAL
6 FLAPS selector lever – 10°. Check flap indicator.
NOTE
To prevent spurious NO TAKEOFF warnings from appearing as the
aircraft accelerates and air loads begin to press the flaps upwards,
ensure that the flap position is set as accurately as possible to 10°.
7 Compass Systems – Confirm correctly aligned, matching, heading verified.
8 BLEED AIR switches – ON if ice protection or cabin heat is required, otherwise OFF.
9 Ice protection, including intake deflectors – As required. PITOT HEAT must be

ON and intake deflectors must be extended when operating in visible moisture at
temperatures below +5°C.
10 Altimeters – Set
11 Flight controls – Check elevator, ailerons and rudder are free and operate each
control through the full range of travel.
12 All engine and flight instruments – Check
13 CAS Messages – Considered
WARNING
TAKE-OFF IS PROHIBITED WITH ANY RED OR AMBER CAS

MESSAGE PRESENT, EXCEPT WHEN A DEFECT HAS BEEN
INVESTIGATED AND DEFERRED IN ACCORDANCE WITH THE
PROCEDURES AND LIMITATIONS SET OUT IN AN APPROVED
OPERATOR MINIMUM EQUIPMENT LIST.
14 STROBE light switch – ON

Page 4-30 16 Oct. 2015
4.10 Take-Off
1 Line up on the runway and slowly roll forward a short distance until certain that the
nose wheel is centered. Then, stop and apply brakes.
2 Advance the power levers until 85% NG is reached, then pause for at least 5 seconds
at this power setting until all engine indications – particularly the T5 temperature
indications – have stabilized.
NOTE
Pausing for at least five seconds at 85% NG allows time for the
engine compressor bleed valves to close and allows the pilot the
opportunity to confirm (by observing the engine temperatures) that
both compressor bleed valves have closed. This procedure also
establishes airflow over the vertical stabilizer and rudder prior to
brake release, which facilitates effective directional control of the
aircraft by rudder pedal input during the early stages of the take-off
roll.
WARNING
IT IS MANDATORY TO SET FULL CALCULATED TAKE-OFF

POWER AS DERIVED FROM THE POWER SETTING GRAPH
FOR EVERY TAKE-OFF, REGARDLESS OF AIRCRAFT WEIGHT
OR RUNWAY LENGTH. REDUCED POWER TAKE-OFFS ARE
PROHIBITED.
IT IS MANDATORY TO PAUSE FOR AT LEAST 5 SECONDS AT

85% NG PRIOR TO SETTING FULL CALCULATED TAKE-OFF
POWER.
IF EITHER ENGINE IS NOT CAPABLE OF ACHIEVING FULL

CALCULATED TAKE-OFF POWER, OR IF EITHER ENGINE
REACHES THE T5 LIMIT OR THE NG LIMIT PRIOR TO
REACHING THE FULL CALCULATED TAKE-OFF POWER
TORQUE VALUE, THEN THE CONDITION OF THE ENGINE HAS
DETERIORATED AND THE PROBLEM MUST BE INVESTIGATED
AND CORRECTED BEFORE FLIGHT.
IF EITHER ENGINE CANNOT ACHIEVE THE FULL CALCULATED

TAKE-OFF POWER TORQUE PSI AS PUBLISHED IN THE TAKE-
OFF POWER SETTING GRAPH, OR IF THE T5 OR NG LIMIT
IS REACHED BEFORE THE FULL CALCULATED TAKE-OFF
POWER TORQUE VALUE IS REACHED, THE ENGINE IS NOT
AIRWORTHY AND THE AIRCRAFT MUST NOT BE FLOWN.

30 May. 2014 Page 4-31
3 Power levers – Advance smoothly to the full calculated take-off power setting (refer
to Figure 5-7, Take-off Power Setting). Check that the autofeather ARMED light
illuminates.
If a maximum performance take-off is desired, do not release the brakes until full take-off
power has been set. It is not obligatory to set full calculated take-off power prior to brake
release if sufficient runway and clearway is available to allow for a gradual increase
in power from 85% NG to full calculated take-off power following brake release. As
airspeed increases, torque pressure will increase with a constant power lever setting.
Adjust the power levers as required to avoid exceeding the calculated take-off power
setting.
5 Rotation IAS – As indicated in Figure 4-1.
Figure 4-1 Rotation Speeds
6 IAS at 50 ft – 80 knots (all weights) or, according to Figure 4-1 if maximum

performance is required.
7 Climb to a minimum of 400 feet AGL at 80 KIAS (all weights) prior to retracting flaps.
8 Do not reduce power from the take-off power setting until flap retraction is complete.
4.10.1 Crosswind Take-Offs

Take-off has been done in crosswind components of up to 20 knots measured at 6
feet, which is equivalent to 27 knots at a tower height of 50 feet. This is the maximum
experienced during crosswind trials and is not considered a limitation. Some application
of “into wind” aileron will assist in maintaining wings level during the ground roll.

Page 4-32 30 May. 2014
4.10.2 Take-Off with Type III Anti-Ice Fluid Applied
WARNING
TAKE-OFF GROUND ROLL WILL INCREASE SLIGHTLY AND

TOTAL TAKE-OFF DISTANCE REQUIRED TO CLEAR A 50
FOOT OBSTACLE WILL INCREASE SIGNIFICANTLY IF THIS
PROCEDURE IS FOLLOWED.
Follow the same procedures given for a normal take-off Para 4.10, except:
1 Rotation speed – 80 KIAS (all weights). Rotate gently, avoid a rapid rotation.
2 Speed at 50 feet – 90 KIAS (all weights).
3 Climb to a minimum of 400 feet AGL at 90 KIAS (all weights) prior to retracting flaps.

16 Oct. 2015 Page 4-33
4.11 After Take-off

WARNING
DO NOT RETRACT FLAPS BEFORE REACHING 400 FEET

ABOVE GROUND LEVEL. DO NOT REDUCE POWER FROM THE
TAKE-OFF POWER SETTING UNTIL THE FLAPS HAVE FULLY
RETRACTED.
When clear of obstacles and at least 400 feet above ground level:
1 Flaps – UP
2 Airspeed – transition to 100 KIAS for best rate of climb, or 87 KIAS for best angle
of climb.
CAUTION
WHEN DECREASING POWER FROM TAKE-OFF POWER

TO CLIMB POWER, REDUCE ENGINE TORQUE BEFORE
REDUCING PROPELLER RPM.
3 Power – After flaps have fully retracted, set climb power when safe to do so. Lower
power settings than maximum calculated climb power may be selected if desired.
4 Nose wheel steering lever – Centered. Align with index marks if required.
5 VENT FAN – OFF
6 LANDING LIGHTS – OFF
7 PULSE switch – TCAS position
8 Transponder – confirm that transponder has automatically transitioned from GND

mode to TA mode.
9 AUTOFEATHER system – OFF. Check SELECTED [SELECT] and ARMED lights

out.
NOTE
Propellers may be feathered manually whether the autofeather
system is ON or OFF.

Page 4-34 16 Oct. 2015
4.12 Cruise
1 Airspeed – Allow aircraft to accelerate in level flight to desired cruise speed.
2 Power – Reduce to cruise power setting. Lower power settings than maximum
calculated cruise power may be selected if desired.
3 Fuel – Manage as required. If wing tank fuel is required to complete the flight, it
must be consumed prior to the point of no return.

30 May. 2014 Page 4-35
4.13 Descent and Approach

1 CABIN SIGNS switch – FSB-NS
2 Altimeters – Set
4 WING TANK fuel switches – OFF
5 Nose wheel steering lever – Centered. Align with index marks if required.
6 CAS Message window – Checked, messages considered.
7 Minimum initial approach airspeeds (valid for all weights at or below 12,300 lbs
(5,580 kg)):
Flap 0° – 94 KIAS
Flap 10° – 85 KIAS
NOTE
Do not select autofeather ON for approach or landing.

Page 4-36 30 May. 2014
4.14 Final Approach, or When Joining the Traffic Pattern

1 FLAPS – Select 10° when below 103 KIAS
2 PROP levers – advance to MAX RPM immediately following flap extension, or when
the RESET PROPS caution CAS message appears, whichever occurs first.
Prop levers must be set to the MAX PRM position prior to reaching 500 feet AGL
(for visual approaches) or prior to reaching 500 feet above minima (for instrument
approaches).

30 May. 2014 Page 4-37
4.15 Landing
1 Flaps – Select 20° or 37°
For all normal operations where landing distance permits, 20° flap is recommended.
To determine the landing distance required with flap set to 20°, multiply the landing
distance for flap 37° by 1.3.
Minimum VREF airspeed – 1.3 times stall speed as appropriate to flap angle and weight
according to the following chart.
Table 4-1 Landing (VREF) Speeds for Flaps 20° and 37°
FLAP 1.3 VS KNOTS IAS
(5,580 kg) (5,218 kg) (4,764 kg) (4,310 kg) (3,857 kg) (3,400 kg)
20° 80 77 73 70 66 64
2 PROP levers – Check MAX RPM (96% NP). Confirm RESET PROPS caution CAS
message is not present.
3 When crossing runway threshold at 50 feet AGL: Power levers – promptly move to
IDLE
4 Touchdown – On main wheels
5 Brakes – Apply as required after nose wheel contact
WARNING
DUE TO THE MECHANICAL INTERLOCK, REVERSE POWER

CANNOT BE APPLIED UNLESS THE PROP LEVERS ARE AT
MAX RPM. DURING THE USE OF REVERSE, ENGINE POWER
MAY INCREASE ASYMMETRICALLY.
6 Zero Thrust or Reverse power – As required
7 Nose wheel steering lever – Use as required. Coarse application of rudder should
be used as the primary control for heading until the aircraft has decelerated to taxi
speed.

Page 4-38 30 May. 2014
NOTE
The shortest landing distances and the best quality landings are
achieved when the VREF in the table above is maintained with
precision and the power levers are brought sharply back to idle when
crossing the runway threshold at 50 feet AGL. Do not carry any power
into the flare as this will greatly increase both the touchdown speed
and the landing distance required.
4.15.1 Crosswind Landings

With flap set to 37°, crosswind landings have been demonstrated in a maximum
crosswind component of 20 knots measured at 6 feet, which is equivalent to 27 knots
at 50 feet. This was the maximum encountered during crosswind landing trials, and is
not considered limiting. In strong crosswinds, landing with flaps at 20° rather than 37°
is recommended to reduce the crosswind component (as percentage of airspeed) at
touchdown.
The preferred crosswind technique requires that the upwind wing be lowered during the
approach with sufficient opposite 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 nose wheel should be held on the ground during the ground
roll, along with “into wind” aileron. Directional control should be maintained with rudder
only unless it becomes absolutely necessary to use nose wheel steering.

30 May. 2014 Page 4-39
4.16 Go-Around (Balked Landing)

If possible, the decision to go-around should be made before flaps have been extended
beyond 10°. If flaps are set to 10° and the propeller levers are at the MAX RPM position,
aircraft performance and handling during the go-around maneuver will be very similar
to aircraft performance and handling during a normal take-off.
1 Power levers – Advance to take-off setting. Ensure that the propellers are at the
MAX RPM position.
2 Flaps – Select 10°
3 Minimum airspeed – 1.3 times stall speed with flap 10°.
Table 4-2 Go-around Speeds

1.3 VS KNOTS IAS
FLAP
(5,580 kg) (5,220 kg) (4,760 kg) (4,310 kg) (3,860 kg) (3,400 kg)
10° 85 83 79 75 71 67
WHEN CLEAR OF OBSTACLES WITH POSITIVE CLIMB RATE:
4 Flaps – Select 0°
WARNING
WITH FLAP FULLY EXTENDED AT 37°, ANY PITCH ATTITUDE

IN THE GO-AROUND MANEUVER GREATER THAN 0° (LEVEL
FLIGHT ATTITUDE) MAY CAUSE A RAPID DECREASE IN
AIRSPEED AND POSSIBLE STALL.
DURING FLAP RETRACTION:
5 Airspeed – Increase to 87 KIAS (the best angle of climb speed for flaps 0°).

Page 4-40 30 May. 2014
4.17 After Landing

1 STROBE light switch – OFF
2 RADAR – STANDBY or OFF
3 Flaps – UP
4 Unnecessary electrical equipment – Off
5 De-ice equipment – Off if not required for taxi.
6 LANDING LIGHTS – OFF
7 PULSE switch – TCAS position

08 Feb. 2017 Page 4-41
4.18 Shutdown
1 Parking brake – Apply
FOR AIRCRAFT WITH S.O.O. 6203 & S.O.O. 6237 (PROPELLER BLADE
LATCHES) INSTALLED:
If propeller blade latches are to be engaged, align power levers aft of zero thrust
reference lines prior to, or immediately following the selection of FUEL levers to OFF.
NOTE
The latches will not engage until the propeller RPM has decreased
below 30%.
3 PROP levers – FULL INCREASE (If propeller latches are to be engaged) or

FEATHER (if propeller latches are not to be engaged).
4 BLEED AIR switches – OFF
5 GENERATOR switches – OFF
6 T5 temperature – Stable and below 685°C for one minute or more.
7 FUEL levers – OFF
8 BEACON switch – OFF
9 CABIN SIGNS switch – OFF
10 AFT PUMP 1 and FWD PUMP 1 switches – OFF
FOR AIRCRAFT WITH S.O.O. 6205 (CABIN EMERGENCY LIGHTING)

EMBODIED:
a EMERGENCY LIGHTING switch – OFF
11 AVIONICS START BATTERY switch (Post Mod 6/2315) – OFF
12 MASTER switch (Pre Mod 6/2314) – OFF
BATTERY switch (Post Mod 6/2314) – OFF
13 POWER SOURCE switch (Pre Mod 6/2314) – OFF
Confirm EXTERNAL switch (Post Mod 6/2314) is OFF

Page 4-42 08 Feb. 2017
14 Ensure ESIS is still ON when aircraft electrical power is OFF.
15 ESIS POWER switch – OFF
16 Control Locks – Installed
CAUTION
BE CERTAIN THAT THE RUDDER IS CENTERED PRIOR TO

LIFTING THE SMALL DOOR IN THE FLIGHT COMPARTMENT
FLOOR THAT ACTIVATES THE RUDDER LOCK. AFTER
INSTALLING THE VERTICAL STRUT THAT HOLDS THE DOOR
IN THE LIFTED POSITION, CHECK TO ENSURE THAT THE
RUDDER IS LOCKED IN THE CENTER (NEUTRAL) POSITION.
17 Chocks, jury strut, propeller restraining straps, covers, and aircraft tie-down – as
required

08 Feb. 2017 Page 4-43
4.19 Flight in Icing Conditions

Ice may form in conditions of visible moisture at temperatures below +5°C OAT.
4.19.1 General
WARNING
1 DURING OR AFTER FLIGHT IN ICING CONDITIONS, FLAP

EXTENSION MUST BE LIMITED TO NOT MORE THAN 10°
ON AIRPLANES NOT EQUIPPED WITH AIRFRAME DE-ICING
EQUIPMENT. REFER TO TABLE 4-3 FOR LANDING SPEEDS
WITH FLAPS 10°.
2 FOR ALL AIRCRAFT, FOLLOWING EXPOSURE TO ANY

ICING CONDITIONS IN FLIGHT, ALL FLAP EXTENSION
MUST BE ACCOMPLISHED PRIOR TO DESCENDING BELOW
500 FEET AGL. THE SPEEDS LISTED IN TABLE 4-3 MUST
BE MAINTAINED. THESE SPEEDS MAY BE INCREASED BY
A MAXIMUM OF 5 KNOTS TO OFFSET CONDITIONS OF
TURBULENCE. HIGHER SPEEDS INCREASE THE RISK OF
ICE CONTAMINATED TAILPLANE STALL (ICTS).
3 AN ACCUMULATION OF ICE ON THE AIRPLANE MAY

CHANGE THE STALL CHARACTERISTICS, STALL SPEED,
OR WARNING MARGIN PROVIDED BY THE STALL
WARNING DEVICE. THEREFORE, WHEN THE AIRPLANE
HAS ACCUMULATED A SIGNIFICANT AMOUNT OF ICE,
AN AIRSPEED MARGIN OF 1.3 TIMES THE NORMAL
STALL SPEED APPROPRIATE TO WEIGHT SHOULD BE
MAINTAINED.
The airplane must not be flown into known or forecast icing conditions unless it is
equipped with approved means for de-icing. A list of the equipment required for flight
in known or forecast icing conditions is provided in the Section 10 of this manual and
in Section 9, Supplement 1.

Page 4-44 08 Feb. 2017
4.19.2 Landing Speed and Configuration after Flight in Icing

Conditions
Table 4-3 Landing (VREF) Speeds for Flaps 10°
FLAP 1.3 VS KNOTS IAS

ANG- 12,300 lbs 11,500 lbs 10,500 lbs 9,500 lbs 8,500 lbs 7,500 lbs
LE (5,580 kg) (5,220 kg) (4,760 kg) (4,310 kg) (3,860 kg) (3,400 kg)
10° 85 83 79 75 71 67
WARNING
LANDING DISTANCE REQUIRED WITH FLAPS SET AT 10° IS

APPROXIMATELY 1.8 TIMES THE LANDING DISTANCE WITH
FLAPS 37°.
4.19.3 Flight Characteristics with Ice Accumulations

Longitudinal control at large flap extension angles during landing approach may be
affected by accumulations of ice on the horizontal stabilizer leading edges, particularly
if airspeed is excessively high. This can result in a pronounced nose down pitch due
to Ice Contaminated Tailplane Stall.
Therefore, after any inadvertent exposure to icing in flight (for aircraft not equipped with
de-icing equipment), or during approach and landing in icing conditions (for aircraft
equipped with de-icing equipment) flap angles must not exceed 10°, and approach
airspeed should be maintained at the value provided in Table 4-3 as appropriate to
weight.
4.19.4 Operation of Intake Deflectors

When selecting EXTEND, the INTAKE DEFLECTOR switch should be held for 3 to 5
seconds after A/I is indicated. When selecting RETRACT, do not hold the switch after
the two A/I annunciations have extinguished.
The intake deflectors are normally left in the retracted (up) position due to the
possibility of a reduction in engine power (approximately 3% maximum) at temperatures
substantially above ISA when they are extended. However, for flight in icing conditions,
they must be extended to ensure continued engine operation.
In the event of a malfunction the deflectors will remain at their last selected position. If
a failure occurs that prevents extension of one or both of the deflectors, icing conditions
must be avoided.

30 May. 2014 Page 4-45
A minimum of 80% NG is required to extend the intake deflectors. Intake deflectors will
normally retract at idle NG; however, if difficulty is encountered retracting the deflectors,
increasing NG to 80% before retracting the deflectors may assist with retraction.

Page 4-46 30 May. 2014
4.20 Operation of the TRACK SOURCE Configuration

Switch
Refer to the ADAHRS chapter of the Honeywell Primus Apex® Integrated Avionics
System Pilot Guide for the DHC-6 Series 400 for instructions concerning operation of
the TRACK SOURCE switch.

16 Oct. 2015 Page 4-47

Page 4-48 16 Oct. 2015
DHC-6 SERIES 400 PERFORMANCE
SECTION 5
PERFORMANCE

30 May. 2014 Page 5-1
PERFORMANCE DHC-6 SERIES 400

Page 5-2 30 May. 2014

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16 Oct. 2015 Page 5-3

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Page 5-4 16 Oct. 2015
5.1 General ................................................................................. 9

5.1.1 Certification Data ................................................................... 9
5.1.1.1 Supplemental Certification Data .............................................. 9
5.1.2 Advisory Data........................................................................ 9
5.1.3 Noise Levels ....................................................................... 10
5.2 Conventions and Practices Used in Presentation of Performance

Data .................................................................................... 11
5.2.1 Assumptions and Conditions Common to all Charts ...................... 11
5.2.1.1 Flap Settings .................................................................... 11
5.2.1.2 Engine Performance ........................................................... 11
5.2.1.3 Runway Surface Conditions ................................................. 12
5.2.1.4 Headwinds....................................................................... 12
5.2.1.5 Tailwinds ......................................................................... 12
5.2.1.6 Effect of Intake Deflectors .................................................... 12
5.2.2 Landing Distance Adjustments for Different Flap Settings ............... 13
5.3 Key Performance Metrics ........................................................ 14

5.3.1 Cruise Speed at Maximum Cruise Power, KTAS ........................... 14
5.3.2 Payload – Range ................................................................. 14
5.3.3 Maximum Range .................................................................. 14
5.3.4 Maximum Endurance ............................................................ 14
5.3.5 Stalling Speeds ................................................................... 15
5.3.6 Take-Off Distance ................................................................. 15
5.3.7 Accelerate-Stop Distance ....................................................... 15
5.3.8 Landing Distance ................................................................. 15
5.3.9 Enroute Rate of Climb ........................................................... 15
5.3.10 Ceiling ............................................................................... 16
5.4 Overview of Performance Calculation ....................................... 17

5.4.1 Maximum Permissible Operational Weights................................. 17
5.4.1.1 Maximum Take-Off Weight ................................................... 17
5.4.1.2 Maximum Landing Weight.................................................... 18
5.5 Temperature Conversion ........................................................ 19
5.6 Wind Component .................................................................. 22

16 Oct. 2015 Page 5-5
5.7 Airspeed Position Error Correction – Ground ............................. 24
5.8 Altimeter Position Error Correction – Flight ............................... 26
5.9 Airspeed Position Error Correction – Flight................................ 28
5.10 Stalling Speed – Propellers Feathered ...................................... 30
5.11 Take-Off Power Setting ........................................................... 32
5.12 Maximum Continuous Power Setting ........................................ 34
5.13 Maximum Climb Power Setting ................................................ 36
5.14 Maximum Normal Operating Power – 91% NP ............................. 38
5.15 Maximum Cruise Power Setting ............................................... 40
5.16 Maximum Take-Off Weight – One Engine Inoperative Climb with

Propeller Feathered ............................................................... 42
5.17 Maximum Take-Off Weight – One Engine Inoperative with Propeller

Windmilling .......................................................................... 44
5.18 Take-Off Distance to 50 Feet, Both Engines Operating ................. 46
5.19 Take-Off Ground Roll Distance (Two Engines) ............................ 48
5.20 Accelerate-Stop Distance to 35 Knots ....................................... 50
5.21 Distance to Liftoff Speed – Engine Failure at V1 .......................... 52
5.22 Take-Off Distance to 35 Feet – Engine Failure at V1 ..................... 54
5.23 Take-Off Rate of Climb, Both Engines Operating ......................... 56
5.24 Take-Off Gradient of Climb, Both Engines Operating ................... 58
5.25 Take-Off Rate of Climb – One Engine Inoperative, Propeller

Feathered ............................................................................ 60

Page 5-6 16 Oct. 2015
5.26 Take-Off Gradient of Climb – One Engine Inoperative, Propeller

Feathered ............................................................................ 62
5.27 Take-Off Rate of Climb – One Engine Inoperative, Propeller

Windmilling .......................................................................... 64
5.28 Take-Off Gradient of Climb – One Engine Inoperative, Propeller

Windmilling .......................................................................... 66
5.29 Enroute Gross Rate of Climb – One Engine Inoperative, Propeller

Feathered ............................................................................ 68
5.30 Enroute Gross Gradient of Climb – One Engine Inoperative,

Propeller Feathered ............................................................... 70
5.31 Maximum Permissible Landing Weight...................................... 72
5.32 Balked Landing Rate of Climb ................................................. 73
5.33 Balked Landing Gradient of Climb............................................ 76
5.34 Landing Distance from 50 feet AGL to Full Stop .......................... 78
List of Tables Page
5-1 Engine Power Ratings ............................................................ 12

5-2 Effect of Intake Deflectors ........................................................ 13
5-3 Stalling Speeds ..................................................................... 15
5-1 Temperature Conversion Chart ................................................. 21

5-2 Wind Component .................................................................. 23
5-3 Airspeed Position Error Correction – Ground ................................ 25
5-4 Altimeter Position Error Correction – Flight ................................... 27

16 Oct. 2015 Page 5-7
5-5 Airspeed Position Error Correction – Flight ................................... 29

5-6 Stalling Speed – Propellers Feathered ........................................ 31
5-7 Take-Off Power Setting............................................................ 33
5-8 Maximum Continuous Power Setting .......................................... 35
5-9 Maximum Climb Power Setting.................................................. 37
5-10 Maximum Normal Operating Power – 91% NP .............................. 39
5-11 Maximum Cruise Power Setting................................................. 41
5-12 Maximum Take-Off Weight – One Engine Inoperative with Propeller
Feathered ............................................................................ 43
5-13 Maximum Take-Off Weight – One Engine Inoperative with Propeller
Windmilling .......................................................................... 45
5-14 Take-Off Distance to 50 Feet, Both Engines Operating .................... 47
5-15 Take-Off Ground Roll Distance (Two Engines) ............................... 49
5-16 Accelerate-Stop Distance to 35 Knots ......................................... 51
5-17 Distance to Liftoff Speed – Engine Failure at V1 ............................ 53
5-18 Take-Off Distance to 35 Feet – Engine Failure at V1 ....................... 55
5-19 Take-Off Rate of Climb, Both Engines Operating ............................ 57
5-20 Take-Off Gradient of Climb, Both Engines Operating ....................... 59
5-21 Take-Off Rate of Climb – One Engine Inoperative, Propeller Feathered 61
5-22 Take-Off Gradient of Climb – One Engine Inoperative, Propeller
Feathered ............................................................................ 63
5-23 Take-Off Rate of Climb – One Engine Inoperative, Propeller Windmilling 65
5-24 Take-Off Gradient of Climb – One Engine Inoperative, Propeller
Windmilling .......................................................................... 67
5-25 Enroute Gross Rate of Climb – One Engine Inoperative, Propeller
Feathered ............................................................................ 69
5-26 Enroute Gross Gradient of Climb – One Engine Inoperative, Propeller
Feathered ............................................................................ 71
5-27 Balked Landing Rate of Climb ................................................... 75
5-28 Balked Landing Gradient of Climb .............................................. 77
5-29 Landing Distance from 50 feet AGL to Full Stop ............................. 79

Page 5-8 16 Oct. 2015
5.1 General
Performance data in this section is presented to enable the pilot to know what to expect
from the aircraft under various conditions, and to enable planning of flights. Unless
noted in an individual chart, the performance data is unfactored.
Performance data can be divided into two types: certification data, which includes
supplemental certification data; and advisory data.
5.1.1 Certification Data

Certification data is performance data that was collected in accordance with specific
regulatory requirements for the purpose of certification of the aircraft.
Certification data is used by the pilot, dispatcher, or operator to make planning and
operational decisions prior to dispatching the aircraft. Certification data defines the
most limiting regulatory condition. Other data, such as advisory data, may only be used
if it is more limiting than certification data.
Certification data is published in this section (Section 5) of the approved AFM.

Performance data in this section applies to aircraft equipped with standard wheel gear
only.
5.1.1.1 Supplemental Certification Data

Supplemental certification data is performance data that was collected in accordance
with specific regulatory requirements for the purpose of certification of the aircraft either
in configurations other than the standard wheel gear (e.g. floats, skis, intermediate
flotation gear), or for operation in a manner that differs from the procedures set out in
Sections 4 and 5 of the approved AFM.
Supplemental certification data is used in addition to, or in place of, certification data
contained in Section 5. For example, the pilot, dispatcher, or operator uses performance
data from an appropriate supplement to make planning and operational decisions prior
to dispatching an aircraft equipped with gear other than standard wheel gear.
Supplemental certification data is published in each of the individual supplements

contained in Section 9 of the AFM.
5.1.2 Advisory Data

Advisory data is additional performance data that has been collected and published by
the manufacturer, above and beyond the minimum requirements for data published for
certification purposes.
Advisory data may be used by the pilot, dispatcher, or operator to assist in making
informed flight operations decisions after it has been determined that the flight can be

30 May. 2014 Page 5-9
dispatched in compliance with the certification data. Advisory data may be used in
addition to, but not as a replacement for, certification data.
Advisory data is published in Section 10 of the POH, “Safety and Operational Tips.”
5.1.3 Noise Levels

The fly-over noise level established in compliance with Chapter 10 of ICAO Annex 16,
Volume 1; and FAR Part 36, Appendix G, at the referenced power settings, is 85.6 db(A).
NOTE
No determination has been made by Transport Canada that the noise
levels of this airplane are or should be acceptable or unacceptable
for operation at, into, or out of any airport.

Page 5-10 30 May. 2014
5.2 Conventions and Practices Used in Presentation of

Performance Data
All distances have been expressed in nautical miles (for large distances), or in feet
(for small distances). Where appropriate, values have been given in metric units
immediately following the Imperial value.
Only pressure altitude has been used whenever any reference to altitude is made in a
chart. Each chart will have an entry point that allows the pilot to adjust to the prevailing
temperature.
Distances presented with references to “Take-off Power” always assume that full
calculated take-off power is used. Landing distances presented always assume that
maximum wheel braking effort is used on a dry, hard, level surface. No credit has been
taken for use of zero thrust or reverse thrust in any chart.
An arrow (—>) is used to indicate the entry point to a chart, and also to indicate the
direction in which lines making up the calculation progress. An asterisk (*) is used on
examples to indicate the exit point from a chart.
5.2.1 Assumptions and Conditions Common to all Charts
5.2.1.1 Flap Settings

Flap Settings will be as follows:
Take-off – 10°
Take-off climb (prior to 400 feet AGL or obstacle clearance,
whichever comes later) – 10°
Enroute climb with two engines – 0°
Any form of climb with one engine – 10°
Landing – 37°
5.2.1.2 Engine Performance

The aircraft is equipped with two Pratt & Whitney Canada PT6A-34 engines and two
Hartzell HC-3TN-3D or (Y)/T10282N(B) blade propellers. The values in Table 5-1
reflect the flat rating that has been applied to this 750 SHP engine. Take-off power
(96% NP) may be used in emergency or abnormal conditions.
The output of the engine has been limited to a flat rating of 620 SHP.

30 May. 2014 Page 5-11
Table 5-1 Engine Power Ratings

Power Rating SHP ESHP SFC Note
(lbs/ESHP/hr)
Take-off Power 620 652 0.618 (refer to
NOTE)
Maximum Continuous 585 615 – –
Power
Maximum Climb Power 585 615 – –
Maximum Cruise 585 615 – –
Power
NOTE
620 SHP Take-off Power is available to 27°C at sea level.
5.2.1.3 Runway Surface Conditions

Unless otherwise specified, all performance data presented in this section was collected
using a runway with a dry, hard, level surface.
5.2.1.4 Headwinds
For operation in headwinds exceeding 20 knots, the take-off and landing data
appropriate to 20 knots should be used.
5.2.1.5 Tailwinds
Landing or taking off with a tailwind component of greater than 10 knots is prohibited.
5.2.1.6 Effect of Intake Deflectors

Extension of engine intake deflectors will only affect take-off and climb performance
when the torque setting is less than 50 PSI. Extension of engine intake deflectors has
no effect on landing performance.
The effect of extending the engine intake deflectors at power settings of maximum
Take-off Power, Maximum Continuous Power, and Maximum Climb Power, when those
settings are calculated to be less than 50 PSI, is as follows:

Page 5-12 30 May. 2014
Table 5-2 Effect of Intake Deflectors

Single Engine Operation Two Engine Operation
Loss in rate of climb 15 FPM 30 FPM
Loss in gradient of climb 002 (0.2%) 004 (0.4%)
Loss in operating ceiling 400 feet 400 feet
5.2.2 Landing Distance Adjustments for Different Flap Settings

All landing charts give distances for landing with full flap (37°). Landing with 20° flap is
permitted when sufficient runway is available. Landing with 10° flap is only permitted
during or subsequent to exposure to icing conditions. Landing with 0° flap is an
unapproved, abnormal maneuver that is only permitted in the event of a malfunction of
the flap system.
To adjust the published landing distances for flaps 37° to suit other flap settings,
proceed as follows:
For landing with flaps 20°, multiply calculated distance by 1.3 (130%).

30 May. 2014 Page 5-13
5.3 Key Performance Metrics

Some key performance data for a standard wheel gear, at maximum gross weight
and standard atmosphere conditions unless otherwise stated, are presented below for
reference purposes. For additional information, refer to the performance charts in this
section.
5.3.1 Cruise Speed at Maximum Cruise Power, KTAS

Sea Level 170 KTAS (refer to NOTE)
5,000 feet 181 KTAS
10,000 feet 182 KTAS
NOTE
Maximum cruise speed at sea level is limited by VMO. Refer to
Section 2 (Limitations) for VMO.
5.3.2 Payload – Range

Payload for 100 nautical mile range 4,420 lbs (2,000 kg)
Payload for 400 nautical mile range 3,400 lbs (1,540 kg)
Payload may be less than above if optional equipment is fitted to the aircraft, thus
increasing the empty weight. Values given are based on an operational empty weight
of 7,320 lbs (3,320 kg), cruise at 10,000 feet at maximum cruise power, and fuel reserve
for 45 minutes at long range cruise power.
5.3.3 Maximum Range

722 nautical miles, with zero payload, cruise at 10,000 feet at long range cruise power,
and fuel reserve for 45 minutes at long range cruise power.
5.3.4 Maximum Endurance

6.85 hours, based on maximum endurance speed at 10,000 feet, fuel reserve for 45
minutes at maximum endurance, gross weight equal to operational empty weight (7,320
lbs (3,320 kg)) plus full fuel (2,457 lbs (1,115 kg), equal to 315 Imperial gallons) and
1,000 lbs (454 kg) of payload.

Page 5-14 30 May. 2014
5.3.5 Stalling Speeds

At the maximum gross weight and with the center of gravity at the most forward position,
level flight, idle power, propeller feathered, stalling speeds (KIAS) are as follows:
Table 5-3 Stalling Speeds

Stalling Speed
Phase of Flight Flap Setting (KIAS)
Enroute 0° 73
Enroute 10° 66
Take-off 10° 66
Landing 37° 56
5.3.6 Take-Off Distance

The two engine take-off distance to clear a 50 foot obstacle at maximum take-off weight
is 1,490 feet (455 m), (Sea Level, ISA, MTOW, No Wind).
5.3.7 Accelerate-Stop Distance

The accelerate stop distance (to a full stop) is 2,220 feet (677 m), (Sea Level, ISA,
MTOW, No Wind).
5.3.8 Landing Distance

The landing distance from an obstacle height of 50 feet at maximum landing weight is
1,510 feet (460 m), (Sea Level, ISA, MLW, No Wind).
5.3.9 Enroute Rate of Climb

At maximum take-off weight (Sea Level, ISA):
Both engines at maximum climb power 1,470 FPM
One engine at maximum continuous power 340 FPM

30 May. 2014 Page 5-15
5.3.10 Ceiling
Both engines at maximum climb power (ISA, 12,500 lbs – 5,670 kg):
Service Ceiling (100 FPM rate of climb) 26,700 feet (refer to NOTE)
Absolute Ceiling (0 FPM rate of climb) 27,900 feet (refer to NOTE)
NOTE
Maximum altitude limitation is 25,000 feet.
One engine at maximum continuous power (ISA, 12,500 lbs – 5,670 kg):
Service Ceiling (100 FPM rate of climb) 11,600 feet
Absolute Ceiling (0 FPM rate of climb) 14,600 feet

Page 5-16 30 May. 2014
TEMPORARY AMENDMENT

_______________________________________________________
In Section 5, insert after Page 5-16
PERFORMANCE
REASON FOR ISSUE:

To update Maximum Take-Off Weight for the DHC-6 Series 400 aircraft.
ACTION:
In Section 5, ignore existing Para 5.4.1.1 Maximum Take-Off Weight and insert revised
, as shown on Page 2 of this Temporary Amendment.
APPROVED____________________
Chief, Flight Test
Transport Canada
DATE_________________________
of the manual.
PSM 1-64-1A (TA-26)

Page of
5.4.1.1 Maximum Take-Off Weight

The maximum take-off weight must not exceed the most restrictive of the following
limitations or requirements:
1 STRUCTURAL LIMITATIONS
The maximum structural gross weight for take-off is 12,500 lbs (5,670 kg).
2 CLIMB REQUIREMENTS
The single engine rate of climb must be positive.
The chart ‘Maximum Take-off Weight – One Engine Inoperative with Propeller
Feathered’ may be consulted to quickly determine the maximum weight that will
permit compliance with the minimum enroute climb requirements.
If any obstacles are present beyond the runway, the single engine take-off gradient
of climb must be sufficient to enable meeting obstacle clearance requirements.
If the obstacle clearance calculations require a lateral change in direction to be

made after take-off in order to avoid an obstacle, the aircraft may be banked up to
an angle of 15 degrees. The decrease in climb gradient during a steady turn of 15°
of bank with 10° of flap extended is 0.006. To apply this correction when using the
performance charts, deduct 0.006 (0.6%) from the calculated gradient of climb for
the duration of the turn. For bank angles of less than 15°, the decrease in climb
gradient may be considered to be proportional to bank angle.
3 RUNWAY LENGTH REQUIREMENTS
Sufficient runway and/or clearway to meet the all-engine take-off distance

requirement (Take-off Distance to 50 Feet, Both Engines Operating), the
accelerate-stop distance requirement, and the accelerate-go (Take-off Distance to
35 Feet – Engine Failure at V1) requirement must be available.
PSM 1-64-1A (TA-26)

Page of
5.4 Overview of Performance Calculation

5.4.1 Maximum Permissible Operational Weights
5.4.1.1 Maximum Take-Off Weight

The maximum take-off weight must not exceed the most restrictive of the following
The structural weight limitation of 12,500 lbs (5,670 kg). Note that there is no
allowance for maximum ramp weight for the DHC-6. The maximum ramp weight is
also 12,500 lbs (5,670 kg).
The single engine rate of climb must be positive.
The chart ‘Maximum Take-off Weight – One Engine Inoperative with Propeller
Feathered’ may be consulted to quickly determine the maximum weight that will
permit compliance with the minimum enroute climb requirements.
If any obstacles are present beyond the runway, the single engine take-off gradient
of climb must be sufficient to enable meeting obstacle clearance requirements.
If the obstacle clearance calculations require a lateral change in direction to be

made after take-off in order to avoid an obstacle, the aircraft may be banked up to
an angle of 15 degrees. The decrease in climb gradient during a steady turn of 15°
of bank with 10° of flap extended is 0.006. To apply this correction when using the
performance charts, deduct 0.006 (0.6%) from the calculated gradient of climb for
the duration of the turn. For bank angles of less than 15°, the decrease in climb
gradient may be considered to be proportional to bank angle.
Sufficient runway and/or clearway to meet the all-engine take-off distance

requirement (Take-off Distance to 50 Feet, Both Engines Operating), the
accelerate-stop distance requirement, and the accelerate-go (Take-off Distance to
35 Feet – Engine Failure at V1) requirement must be available.

30 May. 2014 Page 5-17
5.4.1.2 Maximum Landing Weight

The maximum landing weight must not exceed the most restrictive of the following
The structural landing weight limitation of 12,300 lbs (5,580 kg).
The single engine take-off gradient of climb should also be considered, to enable
meeting obstacle clearance requirements if a single-engine missed approach is
carried out at the destination.
Sufficient runway to meet the ‘Landing Distance from 50 feet AGL to Full Stop’ must
be available at the destination.

Page 5-18 30 May. 2014
5.5 Temperature Conversion

Interpretive Guidance
This chart enables conversion of temperature from Fahrenheit to Celsius and vice-versa.
Summary of Example Calculation
+32° Fahrenheit is equal to 0° Celsius.
NOTE
To convert in the opposite direction, from Celsius to Fahrenheit, enter
the chart from the bottom (horizontal axis) and proceed upwards to
the reference line, then proceed left to exit at degrees Fahrenheit.

30 May. 2014 Page 5-19

Page 5-20 30 May. 2014
Figure 5-1 Temperature Conversion Chart

30 May. 2014 Page 5-21
5.6 Wind Component

This chart enables conversion of reported wind speed and direction into headwind or
tailwind component and crosswind component.
The reported wind is 23 knots velocity from a direction that is 55° offset from the runway.
The headwind component is 13 knots and the crosswind component is 19 knots.

Page 5-22 30 May. 2014
Figure 5-2 Wind Component

30 May. 2014 Page 5-23
5.7 Airspeed Position Error Correction – Ground

Conditions associated with this chart
Both main wheels and the nose wheel are on ground. Flaps 10°, both engines at
take-off power.
This chart enables correction of the airspeed displayed on the airspeed indicator due
to errors caused by the location of the sources of pitot and static air pressure used by
the airspeed indicators.
This chart is only valid when the aircraft is being operated on the ground (e.g. take-off
roll) and flaps are set to 10°. For indicated airspeed error correction in flight, use the
chart “Airspeed Position Error Correction – Flight.”
At 60 knots indicated airspeed ground operations, negative one knot must be added to
the indicated airspeed (in other words, one knot must be subtracted from the indicated
airspeed) to correct for position error and yield a calibrated airspeed of 59 knots.
NOTE
During the ground roll, at all indicated speeds less than 83 knots, the
calibrated airspeed will be slightly less than the indicated airspeed.

Page 5-24 30 May. 2014
Figure 5-3 Airspeed Position Error Correction – Ground
30 May. 2014 Page 5-25
5.8 Altimeter Position Error Correction – Flight

Co-ordinated flight (no slip or skid). Power for level flight at selected speed.
This chart is valid for all gear configurations.
This chart enables correction of altitude displayed on the pressure altimeter due to
errors caused by the location of the source of static air pressure used by the pressure
altimeters.
This chart is only valid when flaps are fully retracted. When flaps are extended any
amount, the maximum error in altimeter reading is 30 feet at any altitude.
At 130 knots indicated airspeed at an indicated altitude of 5,000 feet, 50 feet must be
added to the altimeter reading to yield a corrected altitude of 5,050 feet.
NOTE
This chart will only correct for errors caused by the position of the
static source. Other calculations that are not documented in this
AFM may be required to correct for errors caused by temperature
differences from ISA.

Page 5-26 30 May. 2014
Figure 5-4 Altimeter Position Error Correction – Flight
30 May. 2014 Page 5-27
5.9 Airspeed Position Error Correction – Flight

Co-ordinated flight (no slip or skid). This chart is valid for all gear configurations.
This chart enables correction of airspeed displayed on the airspeed indicator due to
errors caused by the location of the sources of pitot and static air pressure used by the
airspeed indicators. This chart is only valid when the aircraft is being operated in flight.
The chart is valid for all possible gear configurations (floats, skis, intermediate flotation
gear, etc.).
The vertical axis of the chart, marked Velocity (knots), represents the difference
between calibrated airspeed (CAS) and indicated airspeed (IAS). The triangle symbol
represents ‘difference’.
At 64 knots indicated airspeed with flaps 10° and power to maintain level flight, 2
knots must be added to the indicated airspeed to correct for position error and yield a
calibrated airspeed of 66 knots.
NOTE
In flight, indicated airspeed will always be lower than calibrated
airspeed. In other words, the airspeed indicator will always indicate
less than the actual airspeed. The amount of the error varies
between an average of 2 knots with flaps extended, to a maximum
of 4 knots with flaps retracted. The amount of error is slightly less at
lower aircraft weights.

Page 5-28 30 May. 2014
Figure 5-5 Airspeed Position Error Correction – Flight

30 May. 2014 Page 5-29
5.10 Stalling Speed – Propellers Feathered

Center of Gravity at forward limit (the most unfavourable condition for stalls).
Engines idling and both propellers feathered.
Gear configurations produced by Viking Air Ltd (standard wheel gear, intermediate
flotation gear, wheel-skiplane).
This chart presents the stalling speed of the aircraft. It will only be accurate under
the conditions described above. During slow flight at high power settings, the stalling
speed will decrease due to propeller slipstream over the wing and horizontal stabilizer.
When the power levers are at the idle position and the propellers are not feathered,
the stalling speed will be higher than what is shown on the chart due to the turbulence
created by the windmilling propellers.
Refer to the airspeed position error correction (flight) chart to convert the CAS result
from this chart to IAS.
At 11,250 lbs (5,103 kg) weight and a flap setting of 10°, in a 35° coordinated banked
turn, the aircraft will stall at 71 knots CAS with both propellers feathered and the center
of gravity at the forward limit.
NOTE
Altitude loss during stall recovery can vary between 200 and 500 feet.

Page 5-30 30 May. 2014
Figure 5-6 Stalling Speed – Propellers Feathered
30 May. 2014 Page 5-31
5.11 Take-Off Power Setting

1 Propeller speed is always set to 96% NP (the maximum RPM position) for take-off.
2 T5 temperature must not exceed 790°C (the Take-off and Maximum Continuous
Limit).
This chart is used to calculate the Take-off Power that must be set for every take-off.
The chart is constructed to allow for the effect of intake deflectors extended and/or
bleed air extraction for cabin heat and de-ice turned on.
At +20°C OAT and 6,000 feet pressure altitude, with intake deflectors extended and
heater off (Rating 2), the engines must achieve 42 lbs torque at 0 knots airspeed in
order to achieve the aircraft performance shown.
NOTE
If either engine cannot produce full calculated take-off power, or, if
either engine reaches the T5 limit or the NG limit prior to reaching the
full calculated take-off power torque value, then the condition of the
engine has deteriorated and the problem must be investigated and
corrected before flight.

Page 5-32 30 May. 2014
Figure 5-7 Take-Off Power Setting
30 May. 2014 Page 5-33
5.12 Maximum Continuous Power Setting

1 Propeller speed is always set to 96% NP (the maximum RPM position) when
Maximum Continuous Power is required.
2 T5 temperature must not exceed 790°C (the Take-off and Maximum Continuous
Limit).
This chart is used to calculate Maximum Continuous Power Setting, which is a power
setting available to the pilot for continuous usage. The chart is constructed to allow for
the effect of intake deflectors retracted and/or bleed air extraction for cabin heat and
de-ice turned on.
At –15°C OAT and 10,000 feet pressure altitude, with intake deflectors retracted and
heater on (Rating 3), at a calibrated airspeed of 100 knots, Maximum Continuous Power
Setting is 46 lbs torque.

Page 5-34 30 May. 2014
Figure 5-8 Maximum Continuous Power Setting
30 May. 2014 Page 5-35
5.13 Maximum Climb Power Setting

1 Propeller speed 96% NP or less (normally less than 96% is used for climb).
2 T5 temperature must not exceed 765°C (the Climb limit).
This chart is used to calculate Maximum Climb Power. The T5 temperature limit is
lower than what is allowed for take-off.
The chart enables the effects of intake deflectors extended, bleed air extraction for
cabin heat and de-ice to be calculated. The chart also allows calculation of Maximum
Climb Power at any propeller speed between 75% NP and 96% NP to suit the prevailing
operational requirements.
A lower torque value than the maximum calculated may be used for climb if desired.
At +30°C OAT, commencing climb at 1,000 feet pressure altitude, with intake deflectors
retracted and heater off (Rating 1), at a calibrated airspeed of 100 knots and a propeller
speed of 84% NP, Maximum Climb Power is 49 lbs torque.
NOTE
It is not obligatory to use maximum calculated climb power. Any climb
power setting up to and including the maximum calculated value may
be used at the discretion of the pilot. The engine must be able to
produce maximum calculated climb power. If maximum calculated
climb power cannot be achieved without exceeding the 765°C climb
T5 temperature limit, the engine is not airworthy and the aircraft must
not be flown.

Page 5-36 30 May. 2014
Figure 5-9 Maximum Climb Power Setting
30 May. 2014 Page 5-37
5.14 Maximum Normal Operating Power – 91% NP

Propeller speed 91% NP, Maximum Torque – 50 PSI.
Note that 96% NP (Maximum Take-off Power) is always used for the take-off and initial
portion of the take-off climb prior to the completion of flap retraction.
At +15°C OAT, commencing climb or cruise at 2,000 feet pressure altitude, with intake
deflectors extended and heater off (Rating 2), at a calibrated airspeed of 100 knots and
a propeller speed of 91% NP, Maximum Normal Operating Power is 50 lbs of torque.
It is noteworthy that the flat rating torque limit of 50 PSI is what ultimately determined the
maximum power setting for this example. Whenever the final calculated value exceeds
the flat rating torque limit of 50 PSI, the result must be corrected by reducing it to 50 PSI.

Page 5-38 30 May. 2014
Figure 5-10 Maximum Normal Operating Power – 91% NP
30 May. 2014 Page 5-39
5.15 Maximum Cruise Power Setting

1 Propeller speed 96% NP or less (normally 75% is used for cruise, although higher
NP settings are permitted if desired).
2 T5 temperature must not exceed 740°C (Cruise Limit).
This chart is used to calculate Maximum Cruise Power.
A lower torque value than the maximum calculated may be used for cruise if desired.
At –15°C OAT, cruising at 10,000 feet pressure altitude, with intake deflectors retracted
and heater on (Rating 3), at a calibrated airspeed of 130 knots and a propeller speed of
75% NP. Even though the torque value is computed to be 51 PSI, the maximum torque
must be set to 50 PSI because of engine gearbox torque limitation.
It is noteworthy that the flat rating torque limit of 50 PSI is what ultimately determined the
maximum power setting for this example. Whenever the final calculated value exceeds
the flat rating torque limit of 50 PSI, the result must be corrected by reducing it to 50 PSI.
NOTE
Any propeller speed may be used for cruise. 75% NP is normally
used for cruise because it provides optimum fuel consumption and
the lowest cabin noise level.

Page 5-40 30 May. 2014
Figure 5-11 Maximum Cruise Power Setting
30 May. 2014 Page 5-41
5.16 Maximum Take-Off Weight – One Engine Inoperative

Climb with Propeller Feathered
Flaps set at take-off position (10°), intake deflectors retracted (refer to NOTE if deflectors
are extended), one engine inoperative with the propeller feathered, the other engine
set to Take-off Power (refer to “Take-off Power Setting” chart), speed according to chart
inset.
This chart is used to determine the maximum allowable take-off weight for an aircraft
with one engine inoperative (OEI) and the propeller of that engine feathered. This chart
may only be used if the autofeather system is installed, operational, and selected ON
prior to take-off.
At an OAT of ISA +24°C and aerodrome pressure altitude of 10,000 feet, the maximum
allowable take-off weight to meet the single engine take-off climb requirements of SFAR
23 is 12,100 lbs (5,490 kg). Single engine rate of climb speed for that weight is 77 knots.

Page 5-42 30 May. 2014
Figure 5-12 Maximum Take-Off Weight – One Engine Inoperative with Propeller
Feathered
30 May. 2014 Page 5-43
5.17 Maximum Take-Off Weight – One Engine Inoperative

with Propeller Windmilling
are extended), one engine inoperative with the propeller windmilling, the other engine
set to Take-off Power (refer to “Take-off Power Setting” chart).
This chart is used to determine the maximum allowable take-off weight at Take-off
Power for an aircraft with one engine inoperative (OEI) and the propeller windmilling.
This chart is used and is limiting if the autofeather system is inoperative.
At a pressure altitude of 5,000 feet and an air temperature of ISA +20°C (equal to a free
air temperature of +25°C at 5,000 feet pressure altitude), the maximum take-off weight
that would allow a positive rate of climb with one engine inoperative and the propeller
windmilling is 11,300 lbs (5,126 kg). Rate of climb speed is 75 knots.
WARNING
VMC RISES TO 68 KNOTS IAS WHEN THE PROPELLER IS NOT

FEATHERED.

Page 5-44 30 May. 2014
Windmilling
30 May. 2014 Page 5-45
5.18 Take-Off Distance to 50 Feet, Both Engines Operating

are extended), both engines set to Take-off Power prior to brake release, propeller
speed 96% (refer to “Take-off Power Setting” chart), speed according to chart inset; dry,
hard, level surface. Distances are for actual winds and are not factored.
The distances have been calculated using the procedure and technique specified in
SFAR 23 and are consistent with the procedures given for a maximum performance
take-off in Section 4 of this AFM. The distance calculated when using this chart will
only be achieved if full Take-off Power is set prior to brake release.
This chart may only be used if the autofeather system is installed, operational, and
selected ON prior to take-off.
For an ambient temperature of +18°C, pressure altitude of 2,000 feet, weight of 10,500
lbs (4,760 kg), and headwind component of 10 knots, the DHC-6 will require 900
feet (275 m) total distance from brake release to 50 feet above ground if a maximum
performance take-off is conducted in accordance with the instructions in Section 4 of
this AFM. V1 and V2 speeds are both 73 knots. VR is assumed to be equal to V1.

Page 5-46 30 May. 2014
Figure 5-14 Take-Off Distance to 50 Feet, Both Engines Operating
16 Oct. 2015 Page 5-47
5.19 Take-Off Ground Roll Distance (Two Engines)

speed 96% (refer to “Take-off Power Setting” chart), liftoff speed according to chart
inset; dry, hard, level surface. Distances are for actual winds and are not factored.
take-off in Section 4 of this AFM. The distance calculated when using this chart will
only be achieved if full Take-off Power is set prior to brake release.
lbs (4,763 kg), and headwind component of 10 knots, the DHC-6 will require 675 feet
(206 m) total ground roll from brake release to liftoff if a maximum performance take-off
is conducted in accordance with the instructions in Section 4 of this AFM. V1 and VLOF
are both 73 knots.

Page 5-48 16 Oct. 2015
Figure 5-15 Take-Off Ground Roll Distance (Two Engines)
16 Oct. 2015 Page 5-49
5.20 Accelerate-Stop Distance to 35 Knots

speed 96% (refer to “Take-off Power Setting” chart), V1 speed according to chart inset;
dry, hard, level surface. Engine failed at V1 and then goes into autofeather, remaining
engine reduced to idle power. Distances are for actual winds and are not factored.
take-off in Section 4 of this AFM.
For an ambient temperature of +35°C, pressure altitude of 0 feet (sea level), weight of
10,500 lbs (4,760 kg), and tailwind component of –8 knots, 2,300 feet (701 m) total
accelerate-stop distance is needed if a maximum performance take-off is initiated in
accordance with the instructions in Section 4 of this AFM, and the take-off is then
rejected at V1 and maximum braking is applied. V1 speed is 73 knots.

Page 5-50 16 Oct. 2015
Figure 5-16 Accelerate-Stop Distance to 35 Knots
30 May. 2014 Page 5-51
5.21 Distance to Liftoff Speed – Engine Failure at V1

Flaps set at take-off position (10°), intake deflectors retracted, both engines set to
Take-off Power prior to brake release, propeller speed 96% (refer to “Take-off Power
Setting” chart), speeds according to chart inset; dry, hard, level surface. Engine failed
at VEF and then goes into autofeather, functioning engine remains at Take-off Power
and take-off is continued. Rotation initiated at V1 and aircraft becomes airborne at
VLOF. Distances are for actual winds and are not factored.
lbs (5,670 kg), and headwind component of 6 knots, the DHC-6 will require 1,400 feet
(470 m) total take-off distance to liftoff speed. VLOF speed is 78 knots and V1 speed is
75 knots.

Page 5-52 30 May. 2014
Figure 5-17 Distance to Liftoff Speed – Engine Failure at V1
30 May. 2014 Page 5-53
5.22 Take-Off Distance to 35 Feet – Engine Failure at V1

Flaps set at take-off position (10°), intake deflectors retracted, both engines set to
Take-off Power prior to brake release, propeller speed 96% (refer to “Take-off Power
Setting” chart), V1 speed according to chart inset; dry, hard, level surface. Engine failed
at VEF and then goes into autofeather, functioning engine remains at Take-off Power
and take-off is continued. Rotation initiated at V1 and aircraft becomes airborne at VLOF
and climbs to 35 feet at V2. Distances are for actual winds and are not factored.
This chart enables calculation of “accelerate-go” distance. No factors have been

applied.
lbs (5,670 kg), and tailwind component of 4 knots, the DHC-6 will require 3,600 feet
(1,097 m) to take-off and reach a height 35 feet AGL. VEF speed is 73 knots, V1 speed
is 75 knots, VLOF speed is 78 knots and V2 speed is 79 knots.

Page 5-54 30 May. 2014
Figure 5-18 Take-Off Distance to 35 Feet – Engine Failure at V1
30 May. 2014 Page 5-55
5.23 Take-Off Rate of Climb, Both Engines Operating

are extended), both engines set to Take-off Power, propeller speed 96% (refer to
“Take-off Power Setting” chart), climb speed according to chart inset.
This chart provides the initial gross take-off rate of climb in feet per minute when both
engines are set to Take-off Power and the aircraft speed is maintained at the value
determined from the inset chart.
At an air temperature of +13°C, pressure altitude of 6,000 feet, and aircraft weight of
10,700 lbs (4,850 kg), the take-off rate of climb will be 1,580 feet per minute at 73 knots.

Page 5-56 30 May. 2014
Figure 5-19 Take-Off Rate of Climb, Both Engines Operating
30 May. 2014 Page 5-57
5.24 Take-Off Gradient of Climb, Both Engines Operating

are extended), both engines set to Take-off Power, propeller speed 96% (refer to
“Take-off Power Setting” chart), climb speed according to chart inset.
This chart provides initial gross take-off climb gradient when both engines are set to
Take-off Power and the aircraft speed is maintained at the value determined from the
inset chart.
10,700 lbs (4,850 kg), the take-off climb gradient will be 0.193 (19.3%) at 72 knots.

Page 5-58 30 May. 2014
Figure 5-20 Take-Off Gradient of Climb, Both Engines Operating
30 May. 2014 Page 5-59
5.25 Take-Off Rate of Climb – One Engine Inoperative,

Propeller Feathered
are extended), one engine set to Take-off Power, propeller speed 96% (refer to “Take-off
Power Setting” chart), one engine inoperative with propeller feathered, climb speed
according to chart inset.
This chart provides initial gross rate of climb in feet per minute when one engine is set
to Take-off Power, the other engine is inoperative and feathered, and the aircraft speed
is maintained at the value determined from the inset chart.
12,500 lbs (5,670 kg), the take-off rate of climb will be 290 feet per minute at 79 knots.

Page 5-60 30 May. 2014
Figure 5-21 Take-Off Rate of Climb – One Engine Inoperative, Propeller Feathered
30 May. 2014 Page 5-61
5.26 Take-Off Gradient of Climb – One Engine Inoperative,

Propeller Feathered
Power Setting” chart), one engine inoperative with propeller feathered, climb speed
This chart provides initial gross climb gradient when one engine is set to Take-off Power,
the other engine is inoperative and feathered, and the aircraft speed is maintained at
the value determined from the inset chart.
10,500 lbs (4,760 kg), the take-off climb gradient will be 0.05 (5%) at 74 knots.

Page 5-62 30 May. 2014
Figure 5-22 Take-Off Gradient of Climb – One Engine Inoperative, Propeller Feathered
30 May. 2014 Page 5-63
5.27 Take-Off Rate of Climb – One Engine Inoperative,

Propeller Windmilling
Power Setting” chart), one engine inoperative with propeller windmilling, climb speed
to Take-off Power, the other engine is inoperative and propeller windmilling, and the
aircraft speed is maintained at the value determined from the inset chart.
WARNING
VMC RISES TO 68 KNOTS IAS IF THE PROPELLER IS NOT

FEATHERED.

Page 5-64 30 May. 2014
Figure 5-23 Take-Off Rate of Climb – One Engine Inoperative, Propeller Windmilling
30 May. 2014 Page 5-65
5.28 Take-Off Gradient of Climb – One Engine Inoperative,

Power Setting” chart), one engine inoperative with propeller windmilling, climb speed
This chart provides initial gross climb gradient when one engine is set to Take-off
Power, the other engine is inoperative and propeller windmilling, and the aircraft speed
11,800 lbs (5,350 kg), the initial take-off climb gradient will be –0.011 (–1.1%) at 77
knots.
WARNING
VMC RISES TO 68 KNOTS IAS IF THE PROPELLER IS NOT

FEATHERED.

Page 5-66 30 May. 2014
Figure 5-24 Take-Off Gradient of Climb – One Engine Inoperative, Propeller Windmilling
30 May. 2014 Page 5-67
5.29 Enroute Gross Rate of Climb – One Engine Inoperative,

Propeller Feathered
are extended), one engine set to Maximum Continuous Power (refer to “Maximum
Continuous Power Setting” chart), propeller speed 96%, one engine inoperative with
propeller feathered, climb speed according to chart inset.
This chart provides enroute gross rate of climb in feet per minute when one engine is
set to Maximum Continuous Power, the other engine is inoperative and feathered, and
the aircraft speed is maintained at the value determined from the inset chart.
12,500 lbs (5,670 kg), the enroute rate of climb will be 295 feet per minute at 80 knots.

Page 5-68 30 May. 2014
Figure 5-25 Enroute Gross Rate of Climb – One Engine Inoperative, Propeller Feathered
30 May. 2014 Page 5-69
5.30 Enroute Gross Gradient of Climb – One Engine

Inoperative, Propeller Feathered
are extended), one engine set to Maximum Continuous Power (refer to “Maximum
Continuous Power Setting” chart), propeller speed 96%, one engine inoperative with
This chart provides enroute gross climb gradient when one engine is set to Maximum
Continuous Power, the other engine is inoperative and feathered, and the aircraft speed
10,500 lbs (4,760 kg), the initial enroute climb gradient will be 0.051 (5%) at 72 knots.

Page 5-70 30 May. 2014
Figure 5-26 Enroute Gross Gradient of Climb – One Engine Inoperative, Propeller
Feathered
30 May. 2014 Page 5-71
5.31 Maximum Permissible Landing Weight

When equipped with standard wheel gear, the balked landing climb requirement
of SFAR 23 can be met at the maximum landing weight under all conditions up
to 10,000 feet pressure altitude and ISA +30°C, with intake deflectors extended or
retracted. Therefore, there is no landing weight limitation that arises from performance
requirements.
The maximum landing weight for a landplane is 12,300 lbs (5,580 kg). This is a
structural limitation, not a performance limitation.

Page 5-72 30 May. 2014
5.32 Balked Landing Rate of Climb

Flaps fully extended (37°), intake deflectors retracted (refer to NOTE if deflectors are
extended), both engines set to Take-off Power, propeller speed 96% (refer to “Take-off
Power Setting” chart), climb speed according to chart inset.
This chart provides gross rate of climb information with the aircraft in the landing
configuration (flaps fully extended, propellers set to 96% NP).
At an air temperature of +13°C, pressure altitude of 6,000 feet, and 10,500 lbs (5,760
kg) landing weight, the initial rate of climb with flaps fully extended will be 1,120 feet
per minute, at a climb speed of 67 knots.

30 May. 2014 Page 5-73

Page 5-74 30 May. 2014
Figure 5-27 Balked Landing Rate of Climb
30 May. 2014 Page 5-75
5.33 Balked Landing Gradient of Climb

Flaps fully extended (37°), intake deflectors retracted (refer to NOTE if deflectors are
extended), both engines set to Take-off Power, propeller speed 96% (refer to “Take-off
Power Setting” chart), climb speed according to chart inset.
This chart provides gross climb gradient information with the aircraft in the landing
At an air temperature of +13°C, pressure altitude of 6,000 feet, and 10,500 lbs (4,760
kg) landing weight, the initial climb gradient with flaps fully extended will be 0.14 (14%),
at a climb speed of 67 knots.

Page 5-76 30 May. 2014
Figure 5-28 Balked Landing Gradient of Climb
30 May. 2014 Page 5-77
5.34 Landing Distance from 50 feet AGL to Full Stop

Flaps fully extended (37°), intake deflectors retracted or extended, propeller speed 96%,
power as required to maintain a 3° approach angle to 50 feet, then power promptly
reduced to IDLE at 50 feet AGL. Speed at 50 feet according to inset chart. Dry, hard,
level surface. Retardation by brakes alone. Maximum brake effort used for stopping.
SFAR 23 and are consistent with the procedures given for a normal landing in Section
4 of this AFM.
At a temperature of +8°C, airfield pressure altitude of 4,000 feet, 10,500 lbs (4,760 kg)
landing weight, with a headwind component of 15 knots, the aircraft configured with full
flap extended and at a speed of 67 knots at 50 feet AGL, the total distance from 50 feet
AGL to a full stop on a dry, hard, level surface will be 1,050 feet (320 m) if maximum
braking is used.
There is no effect on landing distance of intake deflector extension or cabin heat.

Page 5-78 30 May. 2014
Figure 5-29 Landing Distance from 50 feet AGL to Full Stop
30 May. 2014 Page 5-79

Page 5-80 30 May. 2014
SECTION 6
DHC-6 SERIES 400 WEIGHT AND BALANCE
SECTION 6
WEIGHT AND BALANCE

30 May. 2014 Page 6-1
SECTION 6
WEIGHT AND BALANCE DHC-6 SERIES 400

Page 6-2 30 May. 2014
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
SECTION 1
GENERAL WEIGHT
AND BALANCE
DATA
Page 1-1
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
SECTION 1 – GENERAL WEIGHT AND BALANCE DATA
1.1 Weight and Balance Limitations .............................................................. 5

1.1.1 Take-off Weight Limitations ................................................................... 5
1.1.2 Landing Weight Limitations ................................................................... 5
1.2 Weight Definitions ............................................................................. 5

1.2.1 Standard Basic Weight ....................................................................... 5
1.2.2 Basic Weight ................................................................................. 5
1.2.3 Operational Load ............................................................................ 5
1.2.4 Payload ...................................................................................... 5
1.2.5 All-up Weight (A.U.W.) ....................................................................... 5
1.2.6 Horizontal Arm ............................................................................... 6
1.3 Aircraft Weight and Balance Data ............................................................. 6
1.4 Preparation for Flight .......................................................................... 6
1.5 Center of Gravity (C.G.) ....................................................................... 6
1.6 Freight Loading ................................................................................ 6
1.7 Compartment Definitions ..................................................................... 7

1.7.1 Front Baggage Compartment ................................................................ 7
1.7.2 Flight Compartment .......................................................................... 7
1.7.3 Cabin Compartment.......................................................................... 7
1.7.4 Rear Baggage Compartment ................................................................. 7
1.8 Reweighing Aircraft ........................................................................... 7
1.9 To Check Aircraft Loading .................................................................... 8
1.10 Loading Calculations.......................................................................... 8
Page 1-3
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
1-1 Sample Worksheet .......................................................................... 9

1-2 Sample Worksheet ......................................................................... 10
1-5 Balance Diagram........................................................................... 13
1-6 Cabin Seating Configurations .............................................................. 14
1-7 Cargo Nets (S.O.O. 6274) .................................................................. 15
1-8 Combi Configuration Layouts ............................................................... 16
1-9 Floor Loading and Tie-down Locations ..................................................... 19
1-10 Personnel Table – 14 or 19 Passenger Seating ............................................. 22
1-11 Baggage Compartment Table .............................................................. 23
1-12 Cargo Compartment Freight Table.......................................................... 24
1-13 Usable Fuel Table .......................................................................... 25
1-14 Wing Long Range Fuel Table ............................................................... 26
1-15 CG Limits – Landplane ..................................................................... 26
1-16 Safe Moments Table – Landplane and Wheel-skiplane ..................................... 27
Page 1-4
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
1.1 Weight and Balance Limitations

The design gross weight of the aircraft is 12,500 pounds (5,670 kg). In the interests of airworthiness
it is essential that the weight and balance limits for the aircraft be adhered to in accordance with the
recommendations and information given in the following paragraphs, tables and diagrams.
1.1.1 Take-off Weight Limitations

The all-up weight must not exceed the figures stated below for the various configurations.
1 Landplane – The take-off weight must not exceed 12,500 pounds (5,670 kg).
2 Floatplane – The take-off weight must not exceed 12,500 pounds (5,670 kg).
3 Wheel-Skiplane – The take-off weight must not exceed 12,500 pounds (5,670 kg).
1.1.2 Landing Weight Limitations

1 Landplane – The landing weight must not exceed 12,300 pounds (5,579 kg).
2 Floatplane – The landing weight must not exceed 12,500 pounds (5,670 kg).
3 Wheel-Skiplane – The landing weight must not exceed 12,300 pounds (5,579 kg).
1.2 Weight Definitions

1.2.1 Standard Basic Weight
The Standard Basic Weight is the weight of the aircraft including all standard equipment supplied with the
aircraft. This weight is used for reference purposes only and is not generally representative of an operational
aircraft, which would have avionics and possibly special order equipment installed. Trapped and unusable
fuel and full oil are included in the Standard Basic Weight. Standard Basic Weight will always be considered
as the landplane configuration, other forms of alighting gear being considered as special order equipment.
See Basic Weight below.
1.2.2 Basic Weight

Basic Weight is the Standard Basic Weight as defined above plus all other equipment, both fixed and
removable, which is additional to the standard configuration, for example, avionics, airframe and propeller
de-icing, complete external paint etc. Such equipment is identified for the subject aircraft by a check mark
on the Equipment Check List.
1.2.3 Operational Load

The Operational Load comprises crew, fuel and payload weights.
1.2.4 Payload
Payload consists only of passengers, baggage and cargo. The aircraft payload capabilities will obviously vary
with flight range requirements.
1.2.5 All-up Weight (A.U.W.)

The all-up weight is the sum of the basic weight plus operational load and must not exceed the limits stated
in Para 1.1 for the applicable aircraft configuration.
Page 1-5
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
1.2.6 Horizontal Arm

This term for the Twin Otter is synonymous with Aircraft Station. Horizontal Arm 0 or Aircraft Station 0 is located
109.32 inches forward of the fuselage jig points which are marked on either side of the fuselage. With the
standard extended nose Station 0 is approximately 21 inches aft of the tip of the nose fairing.
1.3 Aircraft Weight and Balance Data

This data consists of an Equipment Check List, Weighing Record and a Basic Weight Change Record. The
Equipment Check List indicates with a check mark in the appropriate column the equipment that was in the
aircraft in the "As Weighed" and "Basic Weight" configurations. If the equipment is changed then the basic
weight changes also.
All equipment changes to the aircraft should be recorded on the Basic Weight Change Record, so that an
up-to-date record of the weight is available at all times. Similarly if the configuration of the aircraft is altered at
any time, for example, changing from wheel landing gear to floats, such alterations must be recorded in the
Basic Weight Change Record. The obligation that all changes must be recorded applies also to modifications
of all types, for example, repair to damage suffered in service. In these cases all parts removed from or
added to the aircraft must be separately weighed and their locations measured so that the Basic Weight
Change Record can be correctly updated.
The Balance Diagram Figure 1-5 may be used to determine the approximate arms of any equipment, or
modifications not listed on the Equipment Check List. When Viking Air Ltd. modifications are incorporated, the
Weight & Balance Change will be found on the appropriate Modification Bulletin.
1.4 Preparation for Flight

The all up weight should be computed for the conditions at the beginning and end of the flight, using the current
Basic Weight from the Basic Weight Change Record, and the Operational Load Diagrams. 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 the condition at the end of the flight subtract from the all up weight and total moment, the weights
and moments of fuel used during the flight, to ensure that the aircraft center of gravity (represented by the Safe
Moments Table Figure 1-16) does not fall outside the prescribed limits. (See also Para 1.1 and Para 1.10)
1.5 Center of Gravity (C.G.)

For center of gravity Limits, see Figure 1-15. The limiting center of gravity locations are shown both as Aircraft
Horizontal Stations and as percentages of the Mean Aerodynamic Chord.
1.6 Freight Loading

The cabin floor loading limit is 200 pounds per square foot (975 kg/m2) overall; this is equivalent to 800 pounds
per foot run (1,190 kg per linear meter). The front and rear baggage compartment floor loading must not
exceed 100 pounds per square foot (488 kg/m2). The maximum weights shown per compartment on Figure
1-12 are limited by the 200 pounds per square foot overall loading. Whether such quantities can actually be
loaded into these compartments, for the configuration to be flown, can only be determined by individually
checking the particular complete aircraft loading concerned. However, under no circumstances must the loads
shown for the designated compartments be exceeded.
CAUTION IF THERE IS ANY DOUBT THAT A CONCENTRATED LOAD MAY EXCEED THE 200 POUNDS
PER SQUARE FOOT (975 KG/M2) LIMIT, THEN SHORING SHOULD BE USED.
Page 1-6
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
1.7 Compartment Definitions

(See Figures 1-5 through 1-9.)
1.7.1 Front Baggage Compartment

Area forward of bulkhead Station 44. The load here should be limited to 285 pounds. An allowance of 15 pounds
(7 kg) for the weight of the avionics equipment forward of station 44 has been made. (Refer to Figure 1-11)
1.7.2 Flight Compartment

From aircraft Station 60 to the sloping bulkhead at Station 111 approximately.
1.7.3 Cabin Compartment

From the sloping bulkhead aft to bulkhead Station 332. This area has been subdivided into eleven 20-inch
(50 cm) sections designated C-1 to C-11. Limits of compartments C-1 to C-11 are marked on the lower air
distribution ducts.
1.7.4 Rear Baggage Compartment

Area between cabin rear bulkhead Station 332 and aft bulkhead Station 376 with extension shelf from Station
376 to Station 406. The load on the shelf must not exceed 150 pounds (68 kg). The total weight in the baggage
compartment must not exceed 500 pounds (227 kg). When a toilet or other special installation is installed in
this compartment a weight restriction will be imposed. (Refer to Figure 1-11).
1.8 Reweighing Aircraft

Following a modification or a major repair that involves a change to the empty weight or centre of gravity of an
aircraft, it is a requirement that the aircraft be reweighed. Local or military regulations may differ from those
stated above. The actual method of weighing will be at the discretion of the operator or their agent; platform
scales may be used beneath the wheels or electronic sensing devices at the fuselage jacking points. For
locations of jacking points, jig points and stations of the standard nose and main wheels see Figure 1-5.
Irrespective of the weighing method chosen, the following points should be noted.
1 The basic weight condition is established with flaps up, controls locked in the neutral position, all doors and
hatches closed, full oil, trapped fuel only in the aircraft and the hydraulic system full.
2 The aircraft should be weighed with all fuel drained. Drain from the two tank drain points in the manifold
fairing at approximately Station 185 and 214, with the aircraft level. Drain the collector tanks by attaching a
one inch hose to the drain valves at Station 188 and 211 approximately.
3 The aircraft should NEVER be weighed with partially filled fuel tanks, since it is impossible to establish
an accurate weight for the fuel aboard.
4 If it is impossible for the aircraft to be drained, a weighing with full fuel is permissible (though this is not
advised). The tanks have been calibrated and their volume is known with some accuracy (Refer to Figure
1-13). If a weighing is made with full fuel then the specific gravity of the fuel must be measured at the time
of weighing so that, knowing the volume, an accurate weight of fuel aboard can be established.
Note Fuel Quantity Gauging System Indications are not accurate enough to be used when establishing
the Aircraft Basic Weight.
5 On piston engine aircraft full oil is not normally included as part of the basic weight. However, for turboprop
aircraft, the oil quantity is relatively small, and no appreciable amount is used during normal flights, thus
Page 1-7
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
loading calculations etc. can be simplified by always considering full oil as part of the Aircraft Basic
Weight for the Twin Otter.
6 For levelling the aircraft, prior to weighing, use an inclinometer and levelling bar laid on the extruded
floor channels. Work through the open door, ensuring that no load is inadvertently applied during the
levelling process. Aircraft attitude can be adjusted by varying nose and main tire pressures or nose gear
strut pressure, if platform scales are being used.
1.9 To Check Aircraft Loading

Prior to flight all loadings of the aircraft must be checked to ensure that weight and CG locations do not fall
outside the prescribed limits. A valid Weight and Balance Loading Form should be available for every loading
flown. The Basic Weight and Basic Moment will be found on the Basic Weight Change Record.
1.9.1 Add to the Basic Weight and Basic Moment:
1. Pilot(s) and Passenger(s) }

2. Freight and Baggage } Weights and Moments
3. Fuel }
1.9.2 Make sure that:
1 The Take-off Weight, less any fuel consumed for warm-up and taxi, does not exceed the limits stated for
the applicable configuration.
2 The Total Moment value is within the Safe Moment limits.
3 Available take-off distance permits take-off at this weight.
4 The landing weight does not exceed the applicable limits.
1.10 Loading Calculations

On the following pages will be found charts showing the weights and moments of crew, fuel and payload,
permissible center of gravity limitations etc. Two sample loadings have been made for a high density passenger
version and for a freight version using the weight and moment charts.
It is appreciated that for operational use this method though accurate is tedious, and loading trim sheets have
been devised to speed the process of checking the loading. The same sample loadings are also shown
on the trim sheets.
Page 1-8
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Sample Worksheet
Figure 1-1
Page 1-9
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Sample Worksheet
Figure 1-2
Page 1-10
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Sample Worksheet
Figure 1-3
Page 1-11
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Sample Worksheet
Figure 1-4
Page 1-12
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Balance Diagram
Figure 1-5
Page 1-13
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Cabin Seating Configurations
Figure 1-6
Page 1-14
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Cargo Nets (S.O.O. 6274)

Figure 1-7
Page 1-15
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Combi Configuration Layouts
Figure 1-8 (Sheet 1 of 3)
Page 1-16
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Page 1-17
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Page 1-18
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Floor Loading and Tie-down Locations
Page 1-19
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER

Page 1-20
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER

Page 1-21
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Personnel Table – 14 or 19 Passenger Seating

Figure 1-10
Page 1-22
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Baggage Compartment Table

Figure 1-11
Page 1-23
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Cargo Compartment Freight Table

Figure 1-12
Page 1-24
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Usable Fuel Table

Figure 1-13
Page 1-25
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Wing Long Range Fuel Table

Figure 1-14
CG Limits – Landplane
Figure 1-15
Page 1-26
PSM 1-64-8
WEIGHT & BALANCE
DHC-6 TWIN OTTER
Safe Moments Table – Landplane and Wheel-skiplane

Figure 1-16
Page 1-27
SECTION 7
DHC-6 SERIES 400 AIRCRAFT AND SYSTEMS DESCRIPTION
SECTION 7
AIRCRAFT AND SYSTEMS

DESCRIPTION

30 May. 2014 Page 7-1
SECTION 7
AIRCRAFT AND SYSTEMS DESCRIPTION DHC-6 SERIES 400

Page 7-2 30 May. 2014
SECTION 7

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Page 7-6 08 Feb. 2017
SECTION 7
7.1 Aircraft Overview .................................................................. 19
7.2 Structure ............................................................................. 20

7.2.1 Overview ........................................................................... 20
7.2.2 Nose Section ...................................................................... 20
7.2.3 Flight Compartment Section.................................................... 20
7.2.4 Forward And Rear Cabin Sections ............................................ 22
7.2.5 Rear Fuselage Section .......................................................... 22
7.3 Wings ................................................................................. 24

7.3.1 Wing Construction ................................................................ 24
7.3.2 Nacelles ............................................................................ 24
7.3.3 Cowlings ............................................................................ 24
7.3.4 Intake Deflector ................................................................... 25
7.3.5 Engine Mounts .................................................................... 25
7.3.6 Firewalls And Fire Seals ......................................................... 25
7.3.7 Nacelle Drains ..................................................................... 25
7.4 Cabin .................................................................................. 26

7.4.1 General ............................................................................. 26
7.4.2 Doors ................................................................................ 26
7.4.2.1 Entrance Doors ................................................................. 26
7.4.2.2 Flight Compartment Doors ................................................... 26
7.4.2.3 Cabin Doors ..................................................................... 26
7.4.2.4 Cabin/Flight Compartment Passage ....................................... 28
7.4.2.5 Baggage Compartment Doors............................................... 28
7.4.2.6 Indication and Warning ....................................................... 29
7.4.3 Seating .............................................................................. 31
7.4.3.1 Flight Compartment Seats ................................................... 31
7.4.3.2 Passenger Seating Arrangement ........................................... 31
7.4.3.3 Passenger Seats ............................................................... 31
7.4.4 Cargo And Baggage Loading .................................................. 33
7.4.4.1 Cargo Tie-Down Rings ........................................................ 35
7.4.4.2 Jury Strut ........................................................................ 35
7.4.5 Emergency Equipment .......................................................... 37
7.4.5.1 First Aid Kit ...................................................................... 37
7.4.5.2 Portable Fire Extinguishers .................................................. 37
7.4.5.3 Emergency Exits ............................................................... 37

08 Feb. 2017 Page 7-7
SECTION 7
7.4.5.4 Portable Emergency Locator Transmitter .................................. 37

7.4.5.5 Passenger Life Vest Provisions.............................................. 37
7.4.5.6 Flight Compartment Axe ...................................................... 39
7.5 Empennage .......................................................................... 40

7.5.1 Horizontal Stabilizer ............................................................. 40
7.5.2 Elevator ............................................................................. 40
7.5.3 Vertical Stabilizer ................................................................. 40
7.5.4 Rudder .............................................................................. 40
7.6 Corrosion Protection Treatment ............................................... 42

7.6.1 Internal Details .................................................................... 42
7.6.2 External Details ................................................................... 42
7.6.3 Landing Gear ...................................................................... 42
7.6.4 Castings And Forgings .......................................................... 43
7.6.5 Magnesium ........................................................................ 43
7.6.6 Dissimilar Metals .................................................................. 43
7.6.7 Installation Of Bearings And Bushings ....................................... 43
7.6.8 Control Rods ....................................................................... 43
7.6.9 Welded Assemblies .............................................................. 43
7.7 Electrical Systems ................................................................. 44

7.7.1 Overview ........................................................................... 44
7.7.2 Battery .............................................................................. 44
7.7.3 Avionics Start Battery ............................................................ 44
7.7.4 External Power Receptacle ..................................................... 45
7.7.5 Hot Battery Bus ................................................................... 46
7.7.6 Starter Switch Panel (Pre Mod 6/2314) ...................................... 46
7.7.6.1 Master Switch ................................................................... 46
7.7.6.2 Power Source Switch .......................................................... 47
7.7.7 Power Source and Starter Switch Panel (Post Mod 6/2314) (Pre Mod
6/2315) .............................................................................. 48
7.7.8 Power Source and Starter Switch Panel (Post Mod 6/2315) ............. 49
7.7.9 Bus Tie Switch .................................................................... 50
7.7.10 Starter-Generators ............................................................... 50
7.7.11 Generator Switches .............................................................. 53
7.7.12 Generator Annunciation ......................................................... 53
7.7.13 Electrical Load Distribution ..................................................... 54
7.7.14 Circuit Breaker Panels ........................................................... 55

Page 7-8 08 Feb. 2017
SECTION 7
7.8 Lighting ............................................................................... 59

7.8.1 General ............................................................................. 59
7.8.2 Interior Lighting.................................................................... 59
7.8.2.1 Flight Compartment Dome Light ............................................ 60
7.8.2.2 Flight Compartment Map Lights............................................. 60
7.8.2.3 Instrument Panel Lighting .................................................... 60
7.8.2.4 General Cabin Lights .......................................................... 61
7.8.2.5 Emergency Lighting ........................................................... 61
7.8.2.6 Passenger Reading Lights ................................................... 61
7.8.2.7 Entrance Lights ................................................................. 62
7.8.2.8 Cabin Signs ..................................................................... 62
7.8.2.9 Forward Baggage Compartment Light ..................................... 62
7.8.2.10 Rear Baggage Compartment Lights ....................................... 62
7.8.3 Exterior Lighting................................................................... 62
7.8.3.1 Position Lights .................................................................. 63
7.8.3.2 Strobe Lights .................................................................... 63
7.8.3.3 Beacon Light .................................................................... 63
7.8.3.4 Landing Lights .................................................................. 63
7.8.3.5 Taxi Light ......................................................................... 64
7.8.3.6 Wing Inspection Lights ........................................................ 64
7.9 Fuel System ......................................................................... 65

7.9.1 Overview ........................................................................... 65
7.9.2 Fuselage Fuel Tank System .................................................... 67
7.9.2.1 Boost Pump Switches ......................................................... 67
7.9.2.2 Boost Pump Pressure Caution Lights ...................................... 68
7.9.2.3 Standby Boost Pump Emergency Switches .............................. 69
7.9.2.4 Crossfeed ........................................................................ 69
7.9.2.5 Fuel Crossfeed Valve Position Indication .................................. 69
7.9.3 Fuel Quantity Gauging System ................................................ 70
7.9.4 Fuel Emergency Shut-Off Switches ........................................... 71
7.9.5 Fuel Heaters ....................................................................... 72
7.9.6 Fuel Control Sensor Tube Heaters ............................................ 72
7.10 Power Plants ........................................................................ 73

7.10.1 Overview ........................................................................... 73
7.10.2 Engine Wash System ............................................................ 73
7.10.3 Engine/Propeller Controls ....................................................... 73

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7.10.3.1 Power Levers.................................................................... 73

7.10.3.2 Friction Control Knobs ........................................................ 74
7.10.3.3 Fuel Control System ........................................................... 74
7.10.3.4 Engine Fuel Levers ............................................................ 75
7.10.4 Ignition System .................................................................... 75
7.10.4.1 Ignition Switch .................................................................. 75
7.10.5 Starting System ................................................................... 76
7.10.5.1 Start Switch ..................................................................... 76
7.10.6 Oil System .......................................................................... 76
7.10.7 Propellers ........................................................................... 77
7.10.7.1 Propeller Levers ................................................................ 77
7.10.7.2 Propeller Governor ............................................................. 77
7.10.7.3 Propeller Beta Range ......................................................... 78
7.10.7.4 Beta (Ground Fine Range) Indication System ............................ 79
7.10.7.5 Reset Props Caution CAS Message ....................................... 79
7.10.7.6 Propeller Overspeed Governor .............................................. 80
7.10.7.7 Propeller Overspeed Governor Test Switch ............................... 80
7.10.7.8 Propeller NF Governor ........................................................ 81
7.10.7.9 Propeller Autofeather System ................................................ 81
7.10.7.10 Propeller Autofeather Switch ................................................. 82
7.10.7.11 Propeller Autofeather Indicator .............................................. 82
7.10.7.12 Propeller Autofeather Test Switch ........................................... 82
7.10.8 Engine Indication ................................................................. 83
7.11 Fire Detecting and Extinguishing Systems ................................. 86

7.11.1 Overview ........................................................................... 86
7.11.2 Fire Extinguisher Operating Push Buttons ................................... 86
7.11.3 Fire Extinguisher Indicating Discs ............................................. 87
7.11.4 Fire Detection Test Switch ...................................................... 87
7.11.5 Hand-Operated Fire Extinguishers ............................................ 87
7.12 Bleed Air and Pneumatic System ............................................. 88

7.12.1 Overview ........................................................................... 88
7.12.2 Bleed Air Switches ............................................................... 89
7.13 Ice and Rain Protection .......................................................... 90

7.13.1 Controls ............................................................................. 90
7.13.2 Windshield Wiper System ....................................................... 91
7.13.3 Engine Intake Deflectors ........................................................ 91

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7.13.4 Intake Deflector Switch .......................................................... 93

7.13.5 Intake Deflector Indication ...................................................... 93
7.13.6 Pitot Heat .......................................................................... 93
7.14 Heating and Ventilating System ............................................... 96

7.14.1 Overview ........................................................................... 96
7.14.2 Ram Air Handle ................................................................... 98
7.14.3 Vent Fan ............................................................................ 98
7.14.4 Cabin Air Control Handle ........................................................ 98
7.14.5 Heating Control ................................................................... 99
7.14.6 Duct Overheat Annunciation ..................................................100
7.14.7 Flight Compartment Fans ......................................................101
7.15 Hydraulic System .................................................................102

7.15.1 Overview ..........................................................................102
7.15.2 Electric Hydraulic Pump ........................................................103
7.15.3 Emergency Hand Pump ........................................................103
7.15.4 Hydraulic System Pressure Indications. .....................................104
7.15.5 Hydraulic Pump Temperature Monitoring ...................................104
7.16 Landing Gear ......................................................................106

7.16.1 Standard Landplane ............................................................106
7.16.2 Nose Wheel Steering ...........................................................106
7.16.3 Wheel Brake System ............................................................107
7.16.4 Parking Brake ....................................................................107
7.17 Flight Controls.....................................................................108

7.17.1 Overview ..........................................................................108
7.17.2 Control Column ..................................................................108
7.17.3 Rudder Pedals ...................................................................108
7.17.4 Elevator Trim ......................................................................108
7.17.5 Flap/Elevator Interconnect Trim ...............................................109
7.17.6 Rudder Trim .......................................................................110
7.17.7 Rudder Geared Tab .............................................................110
7.17.8 Aileron Trim .......................................................................110
7.17.9 Aileron Geared Tabs ............................................................111
7.17.10 Flight Control Locks .............................................................111
7.17.11 Indication and Warning .........................................................111
7.17.12 Document Stowage .............................................................115

08 Feb. 2017 Page 7-11
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7.17.12.1 Approach Plate Holder .......................................................115

7.17.13 Wing Flap System ...............................................................115
7.17.13.1 Flap Selector Lever ...........................................................115
7.17.13.2 Indication and Warning ......................................................116
7.18 Primus Apex® Avionics Suite .................................................118

7.18.1 Scope ..............................................................................118
7.18.2 Instrument Panel Description .................................................119
7.18.3 Avionics System Functionality .................................................122
7.18.4 Acronyms and Abbreviations ..................................................123
7.18.5 Modular Avionics Unit (MAU) ..................................................123
7.18.5.1 Theory of Operation ..........................................................127
7.18.6 Data Acquisition Unit (DAU) ...................................................127
7.18.7 Configuration Management System .........................................128
7.18.8 Air/Ground System ..............................................................129
7.18.9 ADAHRS...........................................................................129
7.18.9.1 General..........................................................................129
7.18.9.2 Description .....................................................................129
7.18.9.3 Operation .......................................................................130
7.18.9.4 Reversion .......................................................................130
7.18.9.5 Indication/Warning ............................................................130
7.18.10 Display Control And Window Configuration ................................133
7.18.11 Primary Flight Display ..........................................................135
7.18.11.1 Primary Flight Display Controller ...........................................138
7.18.11.2 Display Reversion .............................................................140
7.18.12 Configuration Switches .........................................................141
7.18.13 Situational Awareness Multifunction Display ...............................143
7.18.14 Systems Multifunction Display ................................................144
7.18.15 Flight Controller ..................................................................144
7.18.16 Indication/Warning...............................................................145
7.19 Primus Apex® Communication and Navigation .........................148

7.19.1 Radio Tuning Window ...........................................................148
7.19.2 Audio Control Panel .............................................................148
7.19.3 Noise Cancelling Headsets ....................................................150
7.19.4 Multi Mode Digital Radio .......................................................151
7.19.5 High Frequency Radio ..........................................................151
7.19.6 Distance Measuring Equipment ..............................................152
7.19.7 Transponder ......................................................................153

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7.19.8 Global Positioning System .....................................................155

7.20 Primus Apex® Safety Systems ...............................................157

7.20.1 Weather Information Systems .................................................157
7.20.1.1 Weather Radar System ......................................................157
7.20.1.2 XM Satellite Weather System ...............................................158
7.20.2 Radar Altimeter ..................................................................159
7.20.3 TCAS ...............................................................................160
7.20.4 TAWS...............................................................................161
7.20.5 CVR ................................................................................163
7.20.6 FDR ................................................................................163
7.20.7 Passenger Address System ...................................................164
7.21 Other Avionics Systems ........................................................165

7.21.1 Pitot Static System ..............................................................165
7.21.2 Magnetometers...................................................................165
7.21.3 Magnetic Standby Compass ..................................................166
7.21.4 Clock ...............................................................................166
7.21.5 Outside Air Temperature Indication ..........................................166
7.21.6 Eye Height Reference Device .................................................166
7.21.7 Intercom ...........................................................................167
7.21.8 ELT .................................................................................167
7.21.9 Electronic Standby Instrument System (ESIS) ............................168
7.21.9.1 ESIS Static Emergency Selector ...........................................171
7.21.9.2 ESIS Power Supply ...........................................................171
7.21.10 Convenience Outlets ............................................................171
7.21.10.1 14 Volt Convenience Outlets ...............................................171
7.21.11 Forward Avionics Compartment Fans .......................................172
7.22 Primus Apex® Crew Alerting System (CAS) ..............................173

7.22.1 Inhibition of CAS Messages ...................................................173
7.22.1.1 Warning Level Messages ....................................................174
7.22.1.2 Caution Level Messages ....................................................174
7.22.1.3 Advisory Level Messages ...................................................175

08 Feb. 2017 Page 7-13
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7.22.1.4 Status Level Messages ......................................................175

7.22.2 Master Caution and Master Warning Lights ................................176
7.22.3 Caution Light Test And Intensity Switch .....................................176
7.22.4 Stall Warning System ...........................................................177
7.22.5 Aural Warnings ...................................................................178
7.22.5.1 Prioritization and Grouping of Aural Warnings ..........................179
7.22.5.2 Muting Of Aural Warnings ...................................................179
7.23 Primus Apex® Flight Management System ...............................180

7.24 Flight Director .....................................................................183
7.25 Autopilot ............................................................................184
7.26 List of Options .....................................................................185

7.26.1 Airframe............................................................................185
7.26.2 Ice And Rain Protection ........................................................185
7.26.3 Power Plant .......................................................................186
7.26.4 Fuel System .......................................................................186
7.26.5 Landing Gear .....................................................................186
7.26.6 Equipment & Furnishings ......................................................186
7.26.7 Avionics Options .................................................................187
7.26.8 Communication ..................................................................189
7.27 Ferry Fuel Tank System .........................................................190

7.27.1 General ............................................................................190
7.27.2 Legal Considerations ...........................................................190
7.27.3 Description ........................................................................190
7.27.4 Operation ..........................................................................193
7.27.5 Limitations .........................................................................193
7.27.6 Performance Data ...............................................................193
7.27.7 Weight and Balance .............................................................193
7.28 Engine Condition Trend Monitoring/Flight Operations Quality

Assurance System ...............................................................194
7.28.1 General ............................................................................194
7.28.1.1 GPS Position Source .........................................................194
7.28.2 Operation ..........................................................................195

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7.28.3 Latitude Technologies Contact Information .................................195
7.29 Satellite Communication System.............................................196

7.29.1 General ............................................................................196
7.29.1.1 Latitude Technologies Contact Information ..............................197
7.29.2 Operating Procedures ..........................................................198
7.29.2.1 Control Panel Display ........................................................198
7.29.2.2 Startup ..........................................................................198
7.29.2.3 Screen Brightness ............................................................199
7.29.2.4 Control Buttons ................................................................199
7.29.2.5 Emergency or May Day Mode ..............................................200
7.29.2.6 Telephone.......................................................................200
7.29.2.7 Messaging ......................................................................202
7.30 Parachute Anchor Line Installation ..........................................205

7.30.1 General ............................................................................205
7.30.2 Description ........................................................................205
7.30.3 Operation ..........................................................................205
7-1 Station Numbers ................................................................... 21

7-2 Cabin Dimensions ................................................................. 23
7-3 Aircraft Doors ....................................................................... 27
7-4 Cabin Door Details................................................................. 30
7-5 Floor Rail System .................................................................. 32
7-6 Package Size Limitations for Cabin Cargo .................................... 34
7-7 Cabin Seating Layouts (19 & 14 passenger) ................................. 36
7-8 Life Vest Provisions (S.O.O. 6309) ............................................. 38
7-9 Flight Compartment Axe and Axe Stowage .................................. 39
7-10 Cutaway Illustration ................................................................ 41
7-11 Hot Battery Bus Panel ............................................................ 46
7-12 Starter Switch Panel (Pre Mod 6/2314) ........................................ 47
7-13 Power Source and Starter Switch Panel (Post Mod 6/2314) (Pre Mod
6/2315) ............................................................................... 48
7-14 Power Source and Starter Switch Panel (Post Mod 6/2315) .............. 49
7-15 Electrical Schematic 400 (Pre Mod 6/2314) .................................. 51

08 Feb. 2017 Page 7-15
SECTION 7
7-16 Electrical Schematic 400 (Post Mod 6/2314) ................................. 52

7-17 Electrical System Window ........................................................ 54
7-18 Main CB Panel...................................................................... 56
7-19 Avionics CB Panel (Pre Mod 6/2315) .......................................... 57
7-20 Avionics CB Panel (Post Mod 6/2315) ......................................... 58
7-21 Flight Compartment Lighting Controls ......................................... 59
7-22 External and Internal Lighting Switches ....................................... 60
7-23 Fuselage Fuel Storage ............................................................ 66
7-24 Fuel Selector Control Panel ...................................................... 68
7-25 Fuel System Window .............................................................. 69
7-26 Fuel System Window – All Annunciations Illuminated ...................... 71
7-27 Power Levers ....................................................................... 74
7-28 Indication of Propellers in Ground Fine Range............................... 79
7-29 System Test Switches ............................................................. 80
7-30 Primary Flight Display, showing engine indications (upper left) .......... 83
7-31 Engine Window showing torque exceedance and fire warning ........... 84
7-32 Engine Window showing miscellaneous parameters ....................... 85
7-33 Fire System Components ........................................................ 86
7-34 Pneumatic System Components ................................................ 89
7-35 Left Pilot Sub-Panel ............................................................... 90
7-36 Right Pilot Sub-Panel ............................................................. 90
7-37 Engine Air Intake Airflow – Deflector Extended .............................. 91
7-38 Intake Deflector Components ................................................... 92
7-39 Intake Deflector Indication ....................................................... 93
7-40 Surface De-Ice System Components .......................................... 95
7-41 Heating and Ventilation Air Distribution........................................ 97
7-42 Ram Air and Cabin Air Control Handles ....................................... 99
7-43 Cabin Heating System Components ..........................................100
7-44 Hydraulic Power Pack ............................................................103
7-45 Hydraulic Pressure Display .....................................................104
7-46 Hydraulic System Schematic ...................................................105
7-47 Landing Gear (landplane) .......................................................106
7-48 Trim Tab, Flap Position, and Hydraulic Pressure System Window ......109
7-49 Flight Control Surfaces...........................................................110
7-50 Series 400 Instrument Panel – (drawing) ....................................113
7-51 Series 400 Instrument Panel ..................................................114
7-52 Wing Flap Components ..........................................................116
7-53 Apex Architecture .................................................................121
7-54 MAU Schematic ...................................................................125

Page 7-16 08 Feb. 2017
SECTION 7
7-55 Apex Display System Schematic ..............................................132

7-56 KMC 2220 Multifunction Controller Keypad .................................134
7-57 Multifunction Controller and Reversion Controller Mounting (Mounted
on the aft face of the central control column) ................................134
7-58 Primary Flight Display ............................................................136
7-59 KMC 2210 Primary Flight Display Controller ................................138
7-60 Attitude Indicator and Horizontal Situation Indicator .......................139
7-61 Reversion Control Panel .........................................................140
7-62 Multifunction Displays (Center Displays) .....................................141
7-63 Right Sub-Panel Switch Panel .................................................143
7-64 KMC 9200 Flight Controller .....................................................144
7-65 Radio Tuning Window ............................................................148
7-66 KMA 29 Audio Control Panel ...................................................149
7-67 PS 440 HF Radio Control Head................................................152
7-68 Antenna Locations (Typical) ....................................................154
7-69 CVR Cutaway Illustration ........................................................163
7-70 L3 GH-3100 Electronic Standby Instrument System (Pre Mod 6/2170) 170
7-71 L3 GH-3900.2 Electronic Standby Instrument System (Post Mod
6/2170) ..............................................................................170
7-72 Sample of CAS Message Screen ..............................................176
7-73 Stall Warning (Visual) ............................................................178
7-74 Ferry Fuel System ................................................................192
7-75 ECTM/FOQA Wi-Fi Transmit Placard Location (Typical) ..................194
7-76 COM 5 Placard Installation (Typical) ..........................................196

08 Feb. 2017 Page 7-17
SECTION 7

Page 7-18 08 Feb. 2017
SECTION 7
7.1 Aircraft Overview

The Viking DHC-6 Series 400 Twin Otter aircraft is an all-metal, high wing monoplane,
powered by two wing-mounted turboprop engines, each driving a three-bladed,
reversible pitch, fully feathering propeller. The aircraft carries a pilot, co-pilot, and up to
19 passengers, depending upon the seating configuration.
The Series 400 is an updated version of the Series 100, 200, and 300 Twin Otters.
As with previous series updates, changes made have been only to take advantage of
newer technologies that permit more reliable and more economical operations. Aircraft
dimensions, construction techniques, and primary structures have not changed. The
aircraft is manufactured at Viking Air Limited facilities in Calgary, Alberta, Canada. The
type certificate (A-82 from Transport Canada) is held by Viking Air Limited.
The most significant change made to the Series 400 has been the introduction of a
Honeywell Primus Apex® integrated avionics suite. In addition to providing flat panel
display of all flight instrumentation, the Apex suite also provides flat panel display of
all engine parameters, all aircraft system parameters, all radio frequencies, the active
flight plan, terrain and topography around the aircraft, weather radar, TCAS, and TAWS
status. Display of video input (from a low-vision camera system) and display of satellite
weather data is available by optional order.
The flight compartment layout has been modernized, and all switches have been moved
from the flight compartment roof to the sub-panels below each primary flight display.
Engines have been upgraded from the PT6A-27 to the PT6A-34. The engine continues
to be flat rated to 620 horsepower, and all take-off and landing distances remain
unchanged. Full flat rated take-off power from the PT6A-34 will be available to ISA
+27°C. Because of the significant flat rating limitation, reduced power take-offs (e.g.
taking off with 45 PSI torque at ISA conditions) are prohibited. Full calculated power
must be used for every take-off.
A lightweight commuter interior is fitted as standard. Almost all interior and exterior
lighting has been upgraded to LED or high intensity discharge (xenon). Cabin
ventilation, heating, and optional air conditioning systems have been modernized.
Viking offers the Series 400 aircraft factory equipped with conventional landing gear or
intermediate flotation gear, Wipline seaplane floats, or Wipline amphibious floats which
will be available via STC.
The Series 400 is intended to be a ‘world-compliant’ aircraft, eligible for airworthiness

approval and registration in all countries. Although minor modifications to markings
and placards to comply with local language requirements may be required.

30 May. 2014 Page 7-19
SECTION 7
7.2 Structure
7.2.1 Overview
The fuselage primary structure is, except for the conical nose section, of all metal
conventional construction with frames, stringers, and skin of aluminum alloy. It
comprises five permanently attached sections: the nose section (stations 21 to 60); the
flight compartment (stations 60 to 111); the fuselage front cabin (stations 111 to 262);
the fuselage rear cabin (stations 262 to 332); and the rear fuselage (stations 332 to 535).
7.2.2 Nose Section

The nose section, manufactured in three sections, consists of nose cap, center, and rear
sections. The nose cap is a radome. The center (cone-shaped) section is a composite
assembly and forms the nose baggage compartment. The center (cone-shaped)
section is a carbon fibre composite assembly with a Nomex® foam core, and forms
the nose baggage compartment. Copper mesh is embedded in the center section to
provide electrical conductivity and assist in mitigating the indirect effects of lightning
and high intensity radiated fields.
Lightning protection is provided in the form of bonding strips, connected to the radome
and grounded at the rear section forward frame to allow for electrical discharge.
Additional bonding strips are provided externally between the baggage compartment
access door hinge and sill, and the rear section frame. The upward and outward
opening nose baggage compartment access door, located on the left side of the nose
section, is equipped with a prop rod to hold the door open and two latches, the forward
of which can be locked externally by key.
7.2.3 Flight Compartment Section

The flight compartment extends from the forward bulkhead (station 60) aft to a flight
compartment / cabin bulkhead (station 111) and consists of a conventional skin /
stringer frame bulkhead structure. Two forward, outward opening doors, one on the
left and one on the right, are provided for external access to the flight compartment.
Access to the flight compartment from the cabin is provided by a central doorway in
the flight compartment/cabin bulkhead. A step and handgrip are installed to aid access
through each pilot's door. External, hinged access panels are provided, one on each
side of the flight compartment section, to allow access for the maintenance of the
hydraulic, heating, ventilation, and flight control system components that are located
under the flight compartment floor. The nose landing gear, with its associated nose
wheel steering components, is secured to the forward face (station 60) of the flight
compartment front bulkhead.
Bird impact resistant plastic windshield panels are standard.

Page 7-20 30 May. 2014
SECTION 7
Figure 7-1 Station Numbers
08 Feb. 2017 Page 7-21
SECTION 7
7.2.4 Forward And Rear Cabin Sections

The fuselage forward section extends from the flight compartment/cabin bulkhead
(station 111) to a frame (station 262) forward of the left door surround, and the rear
section to a cabin/rear baggage compartment bulkhead (station 332). These sections
form one large main cabin section.
The cabin section consists of floor, side and roof panel assemblies. The roof panels are
stiffened by longitudinal stringers, except for the center portion which is a honeycomb
core sandwich panel. Each side panel includes a door frame at the aft end. The left
rear cabin door frame is 50 inches high and 56 inches wide, the right rear cabin door
frame is 45.5 inches high and 30 inches wide. The left cabin entrance door is in two
sections, the aft section is a dual cargo door half, locked and unlocked from within,
and the forward half is a quickly detachable airstair door complete with handrails. The
airstair door can be locked and unlocked externally. Two plug-type emergency exits
are provided in the main cabin, one in each side panel at the forward end of the cabin.
Eight acrylic plastic windows are installed on the right side of the cabin; one in the
forward emergency exit, one in the right cabin door, and six in the side panel. Seven
similar windows are installed on the left side of the cabin; one in the forward emergency
exit, one in the rear cargo door, and five in the side panel.
The floor structure consists of eleven transverse frames, skins, and longitudinal
stringers, which form a grid with continuous flanges in the fore and aft direction. Eight
of the compartments formed by the transverse frames are cavities for fuel tanks. The
tops of the frames forming the tank cavities are skinned over with a light gauge clad
sheet, which forms a barrier between the tanks and the cabin. Three heavy extrusions
run the full length of the cabin section, attaching to the top cap of each transverse frame.
Two of the transverse frames are of a heavy construction to support the main landing
gear. The front heavy frame is also provided with a single-lug pick-up on each side
for the attachment of the left and right wing lift struts. The rearmost of these frames
is joined at floor level to a heavier frame. The floor and cabin side walls are fitted with
rails to accommodate passenger seats. The complete main cabin has a total usable
volume of approximately 384 cubic feet (10.9 m3).
7.2.5 Rear Fuselage Section

The rear fuselage section, which contains the rear baggage compartment, extends
aft from the bulkhead, dividing it from the cabin section to the rudder hinge line in a
gradual taper. This section is of a conventional frame, skin, and stringer construction
to the vertical stabilizer front spar bulkhead. The section between the vertical stabilizer
front and rear spars is modified monocoque (stringers), and the top surface carries the
suitable hard points for mounting the vertical and horizontal stabilizers.

Page 7-22 08 Feb. 2017
SECTION 7
Figure 7-2 Cabin Dimensions
30 May. 2014 Page 7-23
SECTION 7
7.3 Wings
The wing consists of the left and right mainplanes, rectangular in planform and of
constant section. Each mainplane is attached to the fuselage structure, at roof level,
by two bolts through fork and lug fittings at the front and rear spars, and is supported
by a lift strut having single bolt attachments at each end. A double-slotted, full-span
flap/aileron system is installed at each mainplane trailing edge.
7.3.1 Wing Construction

Each wing structure is a box of constant section, manufactured from high strength
aluminum alloy, and consists of main and rear spars, a short front spar at the root
end, and top and bottom skin panels. The top skin panels consist of spanwise skin
sheets, clad on the outer surface, and tapered in thickness on the inner surface by
chemical milling. The sheets are anodized, and stiffened by spanwise corrugations of
semi-circular section which are attached by riveting and bonding. The lower skin panels
consist of skin sheets, clad both sides with spanwise extruded tee-stringers which are
attached by riveting. Stability of the top and bottom skin panels is accomplished
by providing ribs of conventional design which are adequate to accept concentrated
loads and conduct them to the box structure. Both main-plane leading edges are
hinged between the fuselage and nacelle to permit access for servicing. Access is
also provided to the mainplane interior for the maintenance of flap and aileron control
systems. Five hinge arms are provided on each mainplane rear spar to carry the
flap/aileron system.
The wing tips, which are removable for servicing and maintenance, have internal
lightning protection bonding strips which are secured to each wing structure to provide
a ground for electrical discharge. Electrical wiring to each wing tip is routed through
conduit tubing for protection.
7.3.2 Nacelles
The two tractor-type, normal rotation, turbo-propeller engines are installed in wing-
mounted nacelles, located forward and slightly below each mainplane. Each nacelle in
addition to enclosing the engine, its related components, engine and propeller controls,
provides sufficient space for the oil and fire extinguishing systems. The nacelles are
of a conventional skin/frame aluminum alloy construction except for the firewalls and
fire seals which are of titanium. The upper aft section of each nacelle forms the engine
support structure. Access to the nacelle components is provided by a forward top cowl
and a lower hinged cowl, both of which can be removed with ease. Access to the
engine oil tank filler, filter and controls is also provided in the rear section of the nacelle.
7.3.3 Cowlings
The upper and lower cowls fasten to each other and the nacelle structure with flush-
mounted, quarter-turn fasteners and latches. The upper cowl is equipped with a

Page 7-24 30 May. 2014
SECTION 7
rearward facing duct which provides an air outlet for engine compartment ventilation.
The lower cowl contains the intakes for the engine compressor and engine cooling air,
oil cooler and oil-cooler by-pass ducts, and air exit duct door. A cylindrical screen in
the air inlet throat prevents ingestion of all large foreign objects.
7.3.4 Intake Deflector

An intake deflector system is installed in each engine lower cowl to prevent the entry of
snow and ice. The deflector is a louvered plate hinged at the forward end of the intake
roof, operated electro-pneumatically utilizing air from the aircraft bleed-air system. In
situations where sand and dust are particularly severe, the deflectors may also be
utilized to reduce the amount of foreign matter ingested by the engine.
7.3.5 Engine Mounts

Each engine is supported in its nacelle at three points, attached at each point by an
attachment bolt. Engine vibration is dampened by vibration isolators, secured to the
engine combustion casing, through which the attachment bolts pass. Each engine
mount consists of the front frame of the nacelle structure and three fittings which are
riveted to the frame. The vibration isolators are of a resilient rubber block type, resistant
to deterioration caused by contaminating fluids such as fuel, oil, etc.
7.3.6 Firewalls And Fire Seals

The main firewall in each nacelle is located at the aft end of the engine, and extends the
full depth and width of the nacelle. The sides and the area of the mainplane D-nose,
forward of the main firewall, is also protected against fire. Two fire seals are fitted to the
engine, one forward of, and the other to the rear of the engine compressor intake. Each
fire seal is manufactured in two semi-circular sections which are bolted to the engine
fire seal flange, and to each other, to form a complete fire seal between the engine and
the cowlings. The fire seals also provide location and support for all lines, controls and
ducts which pass from one engine fire zone to another.
7.3.7 Nacelle Drains

The area surrounding the power plant installation is purged of inflammable vapours by
the cooling airflow within the nacelle, but to prevent the accumulation of liquids capable
of creating a fire hazard, a drain system is provided. When the engine is shut down,
excess fuel in the Fuel Control Unit and the manifold supplying the fuel nozzles is
returned to the fuselage fuel tanks via the fuel tank vent lines. Any liquid fuel that may
be present in the combustion chamber is drained overboard.

30 May. 2014 Page 7-25
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7.4 Cabin
7.4.1 General
A lightweight interior package is standard fitment to all aircraft. This upgraded commuter
interior complies with FAR 23.853 at amendment 23-49 flammability specifications.
The aft cabin bulkhead at station 332 consists of a solid interior wall panel. Ashtrays
are not provided, either in the passenger cabin or the flight compartment.
Nineteen upholstered seats are fitted as standard in the cabin. The 6th row consists
of only one single seat, providing a larger entry area at the airstair door. Shoulder
harnesses are standard for both pilots.
7.4.2 Doors
All doors are single-piece structures constructed of composite material. Composite
construction was chosen for the Series 400 doors because it permitted construction of
substantially lighter, single-piece doors.
7.4.2.1 Entrance Doors

The aircraft has two flight compartment doors, one on each side of the flight
compartment, a single cabin door on the right side of the cabin, and a set of double
doors on the left side of the cabin. The forward of the two double doors is an airstair
door. By special order this can be replaced by a side-hinged door section better suited
to all-cargo operations.
7.4.2.2 Flight Compartment Doors

The flight compartment doors are hinged at their forward edges and latched by handles
on the inside and outside. The outside handle incorporates a key-operated lock. A
sliding window in each door can be adjusted to any position and be secured by a cam
type latch. A map stowage pocket is provided on each door.
7.4.2.3 Cabin Doors

A single door is installed on the right side of the cabin and double doors on the left side,
of which the forward section is an airstair door. The right door is hinged at its forward
edge and is latched by internal and external door handles, the latter incorporating a
key-operated lock. Inspection windows on the inside and outside of the door beside the
door handles allow visual checking of the security of the door when closed by means
of red witness marks on the latch mechanism inside the door. The right door is also
equipped with a fixed window and a door stay.

Page 7-26 30 May. 2014
SECTION 7
Figure 7-3 Aircraft Doors
30 May. 2014 Page 7-27
SECTION 7
The airstair door section of the double doors occupies the forward position and is hinged
to the sill so that it opens outward and downward. It is supported by two cables and
a post assembly on each side of the door, which also serve as the handrails. A latch
mechanism secures the door in its closed position which is operated by a handle on
the inside and outside of the door, the latter of which incorporates a key-operated lock.
A guard is installed over the internal handle to prevent inadvertent operation and is
appropriately labelled to indicate the location of the exit handle. Inspection windows are
provided both on the inside and outside of the door, beside the door handles through
which the security of the door, when closed, can be verified by means of witness marks
on the latch mechanism inside the door.
The aft section of the double doors is hinged at its aft edge and is secured in the closed
position by bolts at the top and bottom of the forward edge. In its fully-open position it lies
against the rear fuselage where it can be secured by an attached elastic cord restraint.
By special order an optional forward cargo door section can be installed in place of
the airstair door. It is hinged at its forward edge and latched by means of internal
and external door handles. The external door handle can be key locked. Inspection
windows for latch mechanism checking are provided, similar to those on the right cabin
door. The door is equipped with stowage for a passenger ladder and a door stay.
7.4.2.4 Cabin/Flight Compartment Passage

No door is provided in the passageway between the passenger cabin and the flight
compartment. Provision is made to allow installation of a curtain.
7.4.2.5 Baggage Compartment Doors

The rear baggage compartment exterior door on the left side of the fuselage is hinged
at its top edge and opens upward and outward, and can be supported in the open
position by a door stay. The door handle has an integral key lock. The rear baggage
compartment door is included in the DOORS UNLOCKED annunciation circuit.
With a standard cabin interior fitted, no passageway is provided between the passenger
cabin and the rear baggage compartment at station 332. Restraint panels are
permanently attached to the aperture in station 332 to prevent forward movement of
baggage in the rear baggage compartment up to a loading of 9 g. The restraint panels
are installed against the aft face of the bulkhead, one above the other.
The forward baggage compartment door on the left side of the nose is hinged at its top
edge and opens upward and outward and can be supported in the open position by a
door stay. The door is secured in the closed position by two recessed latch assemblies.
The forward latch can be key-locked. This baggage compartment door is included in
the DOORS UNLOCKED annunciation circuit.

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7.4.2.6 Indication and Warning

Annunciation of an open or improperly closed door is provided by the Crew Alerting
System (CAS) portion of the avionics system. The nose baggage, rear baggage, right
rear cabin, and forward portion of the left rear cabin door are monitored. The two pilot
doors, the two plug type emergency exits, and the aft portion of the left rear cabin
door are not monitored. When on ground, an amber (caution level) CAS message will
appear if any of the monitored doors are insecure. In flight, a red (warning level) CAS
message is presented for the same condition.

30 May. 2014 Page 7-29
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Figure 7-4 Cabin Door Details
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7.4.3 Seating
7.4.3.1 Flight Compartment Seats

A seat with a loose cushion is provided on each side of the flight compartment, the
left seat for the pilot and the right seat for the co-pilot or a passenger. Each seat is
adjustable fore-and-aft by means of a lever on the left side at floor level which withdraws
locking pins from the seat horizontal tube structure to allow the seat to be moved to
anyone of four positions and be relocked. Vertical adjustment of each seat is by means
of a lever at the left side of the seatpan which withdraws locking pins from the seat
vertical tube structure to allow the seat to be moved vertically to anyone of five positions
and be relocked.
Each seat is equipped with a lap-type safety belt and a shoulder harness with inertia
reel. The inertia reel will lock automatically under a deceleration load of 2 to 3 g.
An eye height reference device is provided to ensure proper adjustment of the pilot
seats for optimum viewing of the avionics displays and the area forward of the aircraft.
7.4.3.2 Passenger Seating Arrangement

Passenger seats may be arranged in any one of several configurations depending upon
the desire of the operator. A three rail Douglas track system which can accommodate
variations in types of seat, location of seats, and number of seats, is provided as basic
equipment.
The seating configuration can be adapted to suit a lesser number of cabin seats, or for
mixed passenger and cargo operation.
7.4.3.3 Passenger Seats

Passenger seats can be removed and re-installed when necessary for the transportation
of cargo. The first six rows of seats are secured to the Douglas track that is attached
to the floor rails and cabin side rails. The seventh (last) row of seats is supported by
fittings on the cabin rear bulkhead at station 332 in a manner similar to theatre seats,
and swivel about the fittings to the upper stowed position. For ease of movement in the
cabin and to comply with certification regulations, the backs of all seats (except for row
7) fold forward. All passenger seats are equipped with lap type safety belts.

30 May. 2014 Page 7-31
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Figure 7-5 Floor Rail System
Page 7-32 30 May. 2014
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7.4.4 Cargo And Baggage Loading

The main cabin floor is designed to carry loads of 200 pounds per square foot (976
kg/m3) and the forward and rear baggage compartments are stressed to carry 100
pounds per square foot (488 kg/m3).
The front and rear baggage compartments have usable volumes of 36 and 88 cubic
feet (1.0 and 2.5 m3) respectively. A maximum load of 285 lbs (130 kg) can be carried
in the forward (nose) baggage compartment. This figure allows for the 15 lbs (7 kg)
weight of factory-installed weather radar equipment forward of station 44 but does not
include allowance for other equipment that may be installed forward of station 44. The
rear baggage compartment can carry up to 500 lbs (225 kg), of which a maximum of
150 lbs (68 kg) may be loaded on the rear baggage compartment aft shelf extension.
The nose baggage compartment cubic capacity has decreased from 38 cubic feet
(1.07 m3) on the Series 300 to 36 cubic feet (1.0 m3) on the Series 400. This is due
to the extension of the uppermost avionics rack from station 44 to station 38. This is
not foreseen to present any operational restrictions as the nose baggage compartment
normally reaches its weight capacity prior to reaching its cubic capacity.
Baggage tie-down rings are provided in each baggage compartment.
The main cabin door (left rear door) aperture is 50 inches high and 56 inches wide.
A graph is provided that defines the length/width relationship of objects that can be
loaded into the cabin through this door.

30 May. 2014 Page 7-33
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Figure 7-6 Package Size Limitations for Cabin Cargo

Page 7-34 30 May. 2014
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7.4.4.1 Cargo Tie-Down Rings

Anchor nuts in the floor rails, seat side rails and the beam on the cabin rear bulkhead
may be used for attaching tie-down rings when cargo is to be carried in the cabin.
Douglas track is installed on existing floor and side rails, and commercially-supplied
tie-down rings designed for Douglas track may also be used. Four tie-down rings
are installed in the forward baggage compartment and four in the rear baggage
compartment.
7.4.4.2 Jury Strut

A jury strut is supplied with the aircraft for use when loading heavy cargo items. The
strut is attached to the aircraft by engagement of its upper end with an adapter on the
underside of the fuselage below the rear baggage compartment door. It will normally
be clear of the ground but during loading it may support the aircraft by contact with the
ground. After completion of loading it should again be clear of the ground.
The jury strut is not used on float-equipped aircraft, and is not supplied when an aircraft
is ordered with floats installed.

30 May. 2014 Page 7-35
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Figure 7-7 Cabin Seating Layouts (19 & 14 passenger)
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7.4.5 Emergency Equipment
7.4.5.1 First Aid Kit

A first aid kit is located on the aft side of fwd cabin wall (station 111).
7.4.5.2 Portable Fire Extinguishers

A hand fire extinguisher is located inboard of the Co-pilot's seat near the floor, in the
flight compartment. A second hand fire extinguisher is located in the cabin, forward of
the airstair door.
7.4.5.3 Emergency Exits

Two plug-type emergency exits are provided in the passenger cabin, one on each side
of the cabin at the forward end. Each is secured in the closed position by two plates on
the lower edge of the door and by the hatch release mechanism on the upper edge of
the door; each is jettisoned by detaching the cover over the release mechanism, pulling
down the release handle (which then becomes detached), and then pushing the door
outward.
7.4.5.4 Portable Emergency Locator Transmitter

With S.O.O. 6270 a portable Emergency Locator Transmitter may be stored under the
Co-pilot's seat in the flight compartment.
7.4.5.5 Passenger Life Vest Provisions

For aircraft incorporating Mod 6/2281 and Mod 6/2282, Passenger Life Vest Provisions
(S.O.O. 6309) may be installed. With S.O.O. 6309, cabin seats are equipped with a
life vest pouch mounted on the bottom of each passenger seat. The life vest pouch is
designed to accommodate a maximum packaged life vest of 7 x 7 x 2 inches and a
maximum packaged weight of 2.0 pounds. A life vest harness/pull strap is stowed in
each pouch.
S.O.O. 6309 does not include life vests, these are to be acquired by the operator of
the aircraft. Only approved life vests, TSO–C13e or later Revision, are to be used with
S.O.O. 6309.
Forward of each seat row, mounted on the side wall is a ‘LIFE VEST UNDER SEAT’
placard (refer to Figure 7-8).

16 Oct. 2015 Page 7-37
SECTION 7
Figure 7-8 Life Vest Provisions (S.O.O. 6309)

Page 7-38 16 Oct. 2015
SECTION 7
7.4.5.6 Flight Compartment Axe

For aircraft incorporating S.O.O. 6376, a ‘Crash Axe’ and axe stowage brackets are
installed in the flight compartment on the cockpit wall, adjacent to the pilot’s seat. The
axe IS retained with a holder structure encasing the cutting head, and the handle is
secured with a nylon retention strap with a pull lanyard (refer to Figure 7-9). The axe
weighs approximately 2.5 pounds (1.13 kg) and is approximately 15.7 inches in length.
To remove the axe, grasp the pull lanyard and firmly pull forward to release the handle.
Using the axe handle, rotate the axe away from the side wall and lift the axe out from
the axe head holder.
Figure 7-9 Flight Compartment Axe and Axe Stowage

08 Feb. 2017 Page 7-39
SECTION 7
7.5 Empennage
The tail group comprises horizontal stabilizer, elevator, vertical stabilizer, and rudder.
7.5.1 Horizontal Stabilizer

The horizontal stabilizer is a one-piece unit consisting of front and rear full span spars
and full span top and bottom skin/stringer panels. The stringers are top-hat sections
adhesive bonded to the skin, and the spars are connected by conventionally designed
ribs. Each spar carries two fittings, adjacent to the aircraft centerline, for bolting the
horizontal stabilizer to the fuselage. Hinge arms extending rearward from the rear spar
carry the elevator.
7.5.2 Elevator
The elevator consists of left and right-hand units, joined at the aircraft centerline by
bolted torque tubes. Each elevator unit is of a conventional all-metal construction,
comprising two spanwise spars with intersecting chordwise ribs, covered with swaged
skin panels to provide torsional strength. The elevator is aerodynamically and mass
balanced to meet flutter criteria, mass balancing being achieved by attaching lead
weights to the outboard horns. The left elevator unit incorporates a pilot-operated trim
tab, and the right elevator unit a wing flap/elevator interconnect tab.
7.5.3 Vertical Stabilizer

The vertical stabilizer is of conventional form, consisting of front and rear spars
connected by ribs and covered by vertical skin/stringer panels. Fittings are provided
on the bottom of each spar for bolted attachment to the rear fuselage. The rear spar is
provided with two hinge brackets for rudder attachment (a third rudder hinge attachment
is located on the rear fuselage structure). For lightning protection purposes, the vertical
stabilizer cap is provided internally with a bonding strip which allows for electrical
discharge. Electrical wiring within the vertical stabilizer is routed through conduit tubing
for protection.
7.5.4 Rudder
The rudder consists of a main spar and ribs covered with swaged skin panels (with
swages running fore and aft). Three hinge brackets are provided on the front face of the
spar for the attachment of the rudder to the vertical stabilizer rear spar and rear fuselage
structure. The leading edge of the rudder is faired with a symmetrical D-shaped nose.
The rudder is aerodynamically and mass balanced as required to meet control force
and flutter criteria, mass balancing being achieved by attaching lead weights to the rib
of the rudder horn. Two tabs are provided on the rudder trailing edge, the upper trim
tab being operated manually by the pilot, and the lower, a variable mechanically-geared
assist tab.

Page 7-40 08 Feb. 2017
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Figure 7-10 Cutaway Illustration
08 Feb. 2017 Page 7-41
SECTION 7
7.6 Corrosion Protection Treatment

The following is a general description of the corrosion-protection treatment systems
applied to the DHC-6 Series 400 aircraft. The systems chosen reflect the use of some
of the newer techniques and materials available in order to provide maximum resistance
to corrosion. The external surfaces of the standard aircraft are primed with a chromated
epoxy primer and finished with a polyurethane topcoat.
7.6.1 Internal Details

Detail parts made from aluminum alloys are alodined (a chemical surface conversion
coating) and chromate epoxy primed (fluid resistant chromate epoxy primer) before
assembly. Details fabricated from extrusions, bar stock and bare plate are treated as
above but chromic acid anodizing is used in lieu of alodining. On primary structural
machined details an additional coat of epoxy primer is added.
Details within the engine nacelles are primed with a fluid resistant chromated epoxy
primer which is resistant to synthetic turbine engine oils and turbine fuels.
7.6.2 External Details

External alclad detail parts, including skins, are dip alodined and chromated epoxy
primed on the internal faces, and external faces before assembly. Bare detail parts
are anodized and chromated epoxy primed before assembly. After assembly, external
surfaces are painted with a second chromated epoxy primer and a urethane top coat,
as specified by the customer.
Structurally bonded wing and tailplane skin panels are anodized before bonding. In
addition, the complete inside surface of the skin, together with the inside surface of the
skin panel corrugations , is primed with phenolic-nitrile base primer prior to bonding.
This primer not only protects the cleaned surfaces prior to bonding and forms part of
the bonding process, but affords corrosion protection to the unbonded surfaces of the
assembly. After bonding, chromated epoxy primer is applied to the exterior surfaces of
the corrugations. External machined details such as flap and aileron hinge arms are
epoxy primed over an anodized surface.
7.6.3 Landing Gear

External surfaces of the landing gear are aluminum metal sprayed, primed with a
chromated epoxy primer and painted with a urethane system.
Internal surfaces are treated with a petroleum-base corrosion-preventive compound

which affords a durable, long lasting protective film.
All landing gear legs are marked with serial numbers.

Page 7-42 08 Feb. 2017
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7.6.4 Castings And Forgings

Aluminum castings and forgings are anodized or alodined, depending on the alloy, and
primed with chromated epoxy.
7.6.5 Magnesium
Only a very limited amount of magnesium is used in areas not normally subject to
corrosion. Details are dichromate treated, primed with a baked on polyester primer,
and painted.
7.6.6 Dissimilar Metals

Dissimilar metals are insulated from each other by the use of chromate compounds,
non-metallic films, cadmium plate, or sacrificial aluminum washers.
7.6.7 Installation Of Bearings And Bushings

All bearings are of stainless steel or plated alloy steel. They are installed with a
clearance fit and retained by the use of a high strength sealant. This sealant is used in
lieu of staking for more positive retention, to insulate bearings from aluminum housings,
and to avoid damage to anodized surfaces.
Bushings of stainless or alloy steel are insulated from the aluminum housings and
installed by shrink fit in lieu of press fit, again to avoid damage to the anodized housing
bores. Attention is paid to the fit of bushings in aluminum parts in order to avoid high
residual stresses and possible stress-corrosion attack.
7.6.8 Control Rods

Aluminum tubular control rods and fittings are anodized internally and externally, heat
treated to a stress corrosion resistant condition, and primed with a chromated epoxy
after assembly. Rods exposed to weather are also painted with urethane.
7.6.9 Welded Assemblies

Aluminum welded assemblies are alodined and primed with chromated epoxy. Stainless
steel assemblies are passivated after welding; assemblies subject to high operating
temperatures are, in addition, stabilized to prevent possible intergranular corrosion
attack in service. Alloy steel assemblies are plated (also painted in some areas).
Tubular assemblies are either sealed or treated internally with a corrosion preventive
compound.

08 Feb. 2017 Page 7-43
SECTION 7
7.7 Electrical Systems

7.7.1 Overview
The electrical system is a 28 volt, direct current, single wire installation with the airframe
used as ground return. The aircraft is entirely 28 volt powered. There are no inverters
or fuses. Primary DC power is supplied by two engine-driven starter-generators. A
48-amp-hour battery provides power when the generators are inoperative. Electrical
power is distributed through a multiple bus system consisting of left, right, hot battery,
and battery/external power busses.
From the left and right DC buses, power is distributed through main circuit breakers
in the main distribution box located in the cabin roof to supply DC circuits through
individual system circuit breakers located on the main circuit breaker panel, to the left of
the pilot, and on the avionics circuit breaker panel, at the base of the center pedestal,
and on the lower two rows of the circuit breaker panel on the forward face of the station
332 bulkhead. Bus feed circuit breakers on auxiliary panels beside the main and
avionics circuit breaker panel provide additional circuit protection. The left generator is
connected to the left DC bus and the right generator to the right DC bus, but both buses
can be powered from either generator through a bus tie relay which is controlled by a
BUS TIE switch. An external power receptacle is provided for connection to a 28 volt
DC ground supply for engine starting and maintenance purposes.
7.7.2 Battery
The main battery is a 24 volt, 48 amp-hour lead acid type located beneath the floor of the
rear baggage compartment. The main battery supplies power to the electrical system
when the starter-generators inoperative. It also supplies power independently through a
hot battery bus to the entrance lights and forward and rear baggage compartment lights.
On Pre Mod 6/2314 aircraft, equipped with POWER SOURCE and MASTER switches,
battery power is applied when the MASTER switch is ON and the POWER SOURCE
switch is set to BATTERY.
On aircraft with Mod 6/2314 incorporated, equipped with separate BATTERY and
EXTERNAL switches, battery power is applied when the BATTERY switch is ON.
The battery is protected from excessive charge and discharge currents by three 150
amp current limiters that are installed at each end of the cables that connect the battery
to the main power distribution panel.
7.7.3 Avionics Start Battery

On aircraft with Mod 6/2315 incorporated, a small 3.3 amp-hour battery located in
the forward avionics compartment, supplies supplemental power to some avionics
components during engine starting, when low voltage can cause the displays to
momentarily fail. The Avionics Start Battery system consists of the battery and a control

Page 7-44 08 Feb. 2017
SECTION 7
relay located in the forward avionics compartment, power isolation diodes located in the
center pedestal forward of the avionics circuit breakers, and a switch labeled AVIONICS
START BATTERY [OFF / AUTO] located in the overhead starter switch panel. Avionics
equipment supplied with supplemental power by the avionics start battery are indicated
on the avionics circuit breaker panel by round halos around some circuit breakers (refer
to Figure 7-20).
The avionics start battery is charged by the left bus via a 30-amp circuit breaker labeled
AVIONICS STRT BATT CHARGE, located in position M7 on the avionics circuit breaker
panel. Control power for the output relay is provided by the 2-amp AVIONICS STRT
BATT CTRL circuit breaker in position N7.
With main battery power ON and power on the left bus, just prior to operating the START
switch, set the AVIONICS START BATTERY to the AUTO position. This connects the
avionics start battery to the avionics equipment through power isolation diodes. When
an engine starter is engaged, the main battery voltage is pulled low and the avionics
start battery supplies supplementary power to the avionics so that engine indications
are maintained on the displays and a safe start can be completed.
Setting the AVIONICS START BATTERY switch to the OFF position disconnects the
avionics start battery from the avionics equipment. This is a useful capability when
on the ground and powering the aircraft on main battery, so that the avionics battery
doesn’t prematurely discharge.
The output voltage of the avionics start battery is monitored by the AVIONICS BATTERY
LOW advisory level CAS message. The CAS message is displayed when the avionics
start battery voltage is below 19 volts.
7.7.4 External Power Receptacle

An external power receptacle is located on the fuselage left side aft of the cargo doors;
it is covered by a spring-loaded access panel. If a generator is brought on line while
external power is applied, the external power relay will open automatically to disconnect
external power from the aircraft.
On Pre Mod 6/2314 aircraft, equipped with POWER SOURCE and MASTER switches,
setting the MASTER switch ON and the POWER SOURCE switch EXTERNAL will
energize the external power relay when external power is connected.
On aircraft with Mod 6/2314 incorporated, equipped with separate BATTERY and
EXTERNAL switches, setting the EXTERNAL switch to ON will energize the external
power relay when external power is connected.
The outboard (forward) of the two large pins on the external power receptacle is the
ground pin, the center pin is the positive pin. The small pin at the aft end of the
receptacle is used to provide polarity protection. The external power connector is

08 Feb. 2017 Page 7-45
SECTION 7
protected from excessive current demands by a single 500 amp current limiter in series
with the positive pin.
7.7.5 Hot Battery Bus

A hot battery bus provides continuous power to the clock and the flight compartment
dome light (circuit breaker S1), the boarding lights and baggage compartment lights
(circuit breaker R1), the battery voltmeter circuit (circuit breaker T1), and the ELT switch
(circuit breaker U1). The circuit breakers for the hot battery bus are located on the top
horizontal row of the circuit breaker panel installed on the forward face of the station
332 bulkhead, directly above the right-most row 7 passenger seat. Power supply to the
Hot Battery bus is protected by a single 10 amp CB located under the rear baggage
compartment floor.
Circuit breakers in the middle and lower row of this station 332 panel are powered from
the left bus via a 50 amp CB located under the rear baggage compartment floor. They
are not supplied with power from the hot battery bus. They protect electrical loads
located in the aft portion of the aircraft.
Figure 7-11 Hot Battery Bus Panel
7.7.6 Starter Switch Panel (Pre Mod 6/2314)
7.7.6.1 Master Switch

A two-position MASTER switch is located on the electrical panel directly above the left
pilot windshield. The switch has a center off position labelled OFF and an on position
labelled ON. This switch controls the power supply to all buses, except the main battery

Page 7-46 08 Feb. 2017
SECTION 7
bus, in conjunction with the POWER SOURCE switch and the BUS TIE switch; when
the MASTER switch is at OFF, no power is supplied to these buses regardless of the
position of the POWER SOURCE switch. At the ON position, the switch connects
power from an external power source or the battery, (as determined by the POWER
SOURCE switch position) to left and right buses or to the left bus only (as determined
by the BUS TIE switch position), or the generators to their respective buses.
Figure 7-12 Starter Switch Panel (Pre Mod 6/2314)
7.7.6.2 Power Source Switch

A three-position POWER SOURCE switch, located on the electrical panel directly
above the left pilot windshield, has positions labelled EXTERNAL, OFF, and BATTERY.
The POWER SOURCE switch connects the various sources of electrical supply to the
buses dependent upon the position of the MASTER switch. At EXTERNAL, the switch
connects an applied external power source to the system and isolates the battery. At
BATTERY, the battery powers the electrical system if the generators are inoperative,
or their voltage output is less than that of the battery. One or both generators may be
connected to the system at BATTERY position if the generator voltage output exceeds
that of the battery.

08 Feb. 2017 Page 7-47
SECTION 7
7.7.7 Power Source and Starter Switch Panel (Post Mod 6/2314)
(Pre Mod 6/2315)
Four power source switches are arranged beside each other along the top edge of the
Power Source and Starter Switch Panel. Connecting external power to the external
power connector aft of the left hand passenger compartment door and setting the
EXTERNAL switch to ON, will energize the external power relay and apply power to all
busses in the airplane (if the BUS TIE switch is in the NORMAL position), except the
battery bus. Setting the BATTERY switch to the ON position will energize the battery
relay and apply battery power to all busses in the airplane (if the BUS TIE switch is in
the NORMAL position).
Figure 7-13 Power Source and Starter Switch Panel (Post Mod 6/2314) (Pre Mod
6/2315)
All power source switches (EXTERNAL, BATTERY, LEFT GENERATOR and RIGHT
GENERATOR) are arranged in a row so that all electrical power can be quickly switched
off with one hand.
When both EXTERNAL and BATTERY are ON, the power sources operate in parallel.
Check the electrical system window on the cockpit display to confirm battery current is
within limits. Positive battery AMPS indicates battery charge. Negative battery amps

Page 7-48 08 Feb. 2017
SECTION 7
indicate battery discharge. Battery amps in excess of ± 100 AMPS cause the numbers
to disappear.
7.7.8 Power Source and Starter Switch Panel (Post Mod 6/2315)
On aircraft with Mod 6/2315 incorporated, the Power Source and Starter Switch Panel
is the same as the Mod 6/2314 panel except for the addition of a two position switch
labeled AVIONICS START BATTERY [OFF / AUTO].
Figure 7-14 Power Source and Starter Switch Panel (Post Mod 6/2315)
In the OFF position, the avionics start battery is disconnected from the avionics
equipment.
In the AUTO position, the avionics start battery is connected to avionics equipment
through power isolation diodes. This will provide supplemental electrical power to
certain avionics equipment during low voltages, caused by operation of the engine
starters.
Avionics equipment provided with supplemental power is indicated on the avionics

circuit breaker by round halos around the circuit breakers.

08 Feb. 2017 Page 7-49
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To prevent premature draining of the avionics start battery on the ground while powering
the aircraft with main battery, turn the switch to the OFF position. Set to the AUTO
position just prior to operating the engine START switch.
7.7.9 Bus Tie Switch

A switch labelled BUS TIE, located on the right pilot sub-panel, is a two-position type
with markings NORMAL and OPEN. The primary function of the switch is to connect the
operating source of power to both left and right DC buses. At NORMAL with generators
not operating, the switch connects an applied external power source or the battery
to both left and right DC buses. With both generators operating, NORMAL position
parallels their output, and the combined left and right bus and battery loads are shared
equally between them. With one generator operating, NORMAL position connects it
to both DC buses and its output is distributed between them. At the OPEN position,
power from an applied external power source or from the battery is supplied only to the
left DC bus. With generators operating and the switch at the OPEN position, the left
generator supplies the left DC bus and the battery, and the right generator supplies the
right DC bus.
If the BUS TIE switch is in the OPEN position, this will be annunciated within the
electrical system window.
7.7.10 Starter-Generators
CAUTION
TO MAINTAIN VOLTAGE STABILITY, ENGINE IDLE SPEED

SHOULD BE INCREASED TO 55% NG OR GREATER WHENEVER
GENERATOR LOADS ARE GREATER THAN APPROXIMATELY
50 AMPS PER GENERATOR.
A starter-generator is mounted on the accessory gearbox of each engine. These

function as a direct drive starter during engine start, and as a DC generator driven by
the engine once the engine is running. The starter-generators each have a nominal
regulated output of 28.5 volts at 200 amperes. Following engine start a generator
begins generating power when the generator switch is selected to RESET and released
to ON. The field circuits of the starter-generators are protected by GEN CONTROL
circuit breakers. The generator reset circuits are protected by GEN RESET circuit
breakers, each of which is inside its respective engine nacelle top cowling.
The starter-generators use a wet spline.

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Figure 7-15 Electrical Schematic 400 (Pre Mod 6/2314)
08 Feb. 2017 Page 7-51
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Figure 7-16 Electrical Schematic 400 (Post Mod 6/2314)
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7.7.11 Generator Switches

Two switches labelled GENERATOR, and LEFT and RIGHT, are located on the start
control panel directly above the left pilot windshield. Each is a three positions switch
with positions labelled OFF, ON, and RESET. The ON position connects the applicable
generator output to the electrical system through a reverse current relay and a voltage
regulator. Undervoltage or overvoltage conditions de-energize the generator field relay
to disconnect the generator from the system; before reconnection can take place,
the applicable generator switch must be held momentarily at RESET to restore the
generator field circuit, and then released to ON.
Generator excitation voltage is provided through and protected by circuit breaker A1.
The generator control circuits are protected by circuit breakers A2 and B2.
7.7.12 Generator Annunciation

Generator status is annunciated on the crew alerting system (CAS) text message list.
Voltage level and amperage demand is continually displayed on the electrical system
window.
The left generator failure detection system is powered from the right DC bus and
protected by the GENERATOR FAIL L circuit breaker (position B3). The right
generator failure detection system is powered from the left DC bus and protected by an
GENERATOR FAIL R circuit breaker (position A3). Both of these circuit breakers are
on the main circuit breaker panel.
Figure 7-17 shows the electrical system window, which is normally displayed on the
lower multi-function display (MFD).
Provision has been made to support future retrofit of generator overheat detection
capability.

08 Feb. 2017 Page 7-53
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Figure 7-17 Electrical System Window
7.7.13 Electrical Load Distribution

For practical purposes, the aircraft can be considered to be a three-bus aircraft. In
addition to the hot battery bus, there is a left bus and a right bus. Normally, the left
and right busses are connected together by the bus tie relay. The bus tie relay is only
opened during emergency conditions.
Load distribution between the left bus and right bus is as follows: Whenever two similar
loads exist (for example, left and right side pitot tube heater, left and right engine PY
tube heaters, etc.), one load has been assigned to the left bus and one to the right
bus. Single loads that are critical to flight safety (for example, the hydraulic pump) have
generally been assigned to the left bus. Single loads that are not critical to flight safety
(for example, the vent fan) have generally been assigned to the right bus.
When the aircraft is operating normally and the bus tie is in the normal (closed) position,
the electrical loads on both busses will be approximately equal. This can be observed
by referring to the GEN AMPS readings in the electrical system window. If the bus tie is
opened, the left bus will show a higher load than the right bus. This is due to the load
assignment practice explained in the previous paragraph.

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The aircraft has very robust electrical generation capacity. Provided that the (optional)
air conditioning system is off, and that the battery is charged, it is impossible to exceed
the 200 amp per generator load limitations, even if one generator has been selected off
and every possible factory-installed electrical load is turned on.
With the exception of the START R (position D2), FIRE EXTINGUISHER R (position
D10), FIRE DETECTION R (position D11), and FIRE DET FAULT IND R (position D13)
circuit breakers in column D, which are all powered from the left bus, bus assignment
for the circuit breakers on the main panel is organized vertically. Columns A and C are
powered from the left bus, and column B and D are powered from the right bus.
Bus assignment for the horizontal rows of the avionics circuit breaker panel and the
station 332 circuit breaker panel is clearly marked on these panels.
7.7.14 Circuit Breaker Panels

The aircraft has 7 circuit breaker panels. CB panels (CBP) A, B, C and D are accessible.
CB panels E, F, and G are not accessible without removing cabin interior components
(for access to CBP-E) or the battery cover (for access to CBP-F and G).
Drawing
Common Name Location Function
Name
CBP-A Main CB Panel Outboard of left pilot Primary CB panel
CBP-B Avionics CB Panel Bottom of instrument Avionics loads and
panel ESIS bus
CBP-C Bus Feeder Panel Above left pilot door Forward end of CBP-E
power supply lines
CBP-D Hot Battery Bus Forward face of rear Hot battery bus and
cabin bulkhead some left bus loads
CBP-E Power Feeder Panel Starboard side of Supplies power to
cabin roof near row 2 both busses of CBP-A
and B
CBP-F Battery Compartment Port side of battery, Supply power to both
Panel under baggage busses of CBP-D
compartment floor
CBP-G Emergency Lighting Starboard side Single CB protecting
Panel of battery, cabin emergency
under baggage lighting battery output
compartment floor

08 Feb. 2017 Page 7-55
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Figure 7-18 Main CB Panel

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Figure 7-19 Avionics CB Panel (Pre Mod 6/2315)

08 Feb. 2017 Page 7-57
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Figure 7-20 Avionics CB Panel (Post Mod 6/2315)

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7.8 Lighting
7.8.1 General
Wherever possible, LED high reliability lighting has been implemented.
With the exception of the landing lights, which are high intensity discharge (xenon) (Pre
Mod 6/2285), and the wing inspection lights, which are incandescent (Pre Mod 6/2140),
all interior and exterior lighting is provided by LED (light emitting diode) arrays. All LED
lamps are ‘high reliability’ specification, which means the failure of a single LED in an
array will not result in failure of the lamp unit.
Pulse lighting capability is built into the landing light controller assembly. Aircraft
equipped with TCAS I or optional TCAS II have a pulse light switch that enables manual
or automatic (in response to a traffic advisory) activation of the pulse light system.
Controls for all instrument panel lighting are mounted on the control yoke, immediately
forward of the reversion controller. There are two dimmers and two small toggle
switches. An illuminated eye height reference device is standard. A two position toggle
switch to turn the integral lighting of the eye height reference device on and off is
provided on the windshield centerpost, directly above the eye height reference device.
7.8.2 Interior Lighting

The interior lighting system consists of six general cabin lights, two flight compartment
map lights, a flight compartment dome light, twenty passenger reading lights, an
entrance light, forward and aft baggage compartment lights, and cabin sign lights. All
lights are LED (light-emitting diode).
All lighting switches are located on the middle row (for external lighting) or the bottom
row (for internal lighting) of the lower left pilot sub-panel. There are no switches of any
kind on the overhead (roof) panel area.
Figure 7-21 Flight Compartment Lighting Controls

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Figure 7-22 External and Internal Lighting Switches
7.8.2.1 Flight Compartment Dome Light

A flight compartment dome light is installed on the center aft overhead console. The
dome light uses a special assembly of both clear and coloured LEDs to emit light at
a colour temperature similar to daylight, so as to enable accurate crew perception of
multicoloured charts and maps. An additional utility light is installed on the aft face of
the control column, below the data entry keypad, for the purpose of illuminating flight
cases that are stored in the well below the two pilot seats. Each of these lights have
their own switches and are not controlled by switches on the instrument panel.
The dome light is powered directly from the hot battery bus and will operate when
the LEFT and RIGHT busses are not powered. The dome light circuit is protected by
the CLOCK AND DOME LIGHT circuit breaker (position S1) on the station 332 circuit
breaker panel. The dome light consumes less than 1/3 of an amp of power.
7.8.2.2 Flight Compartment Map Lights

Two flight compartment map lights (wander lights) are mounted above each pilot door.
The map lights have a concentric control for dimming. A toggle switch on the left pilot
sub-panel labelled MAP controls master power to both map lights. Additional bayonet
fittings for these light fixtures are provided on the forward face of the station 111
bulkhead. The map lights are protected by circuit breaker A16.
7.8.2.3 Instrument Panel Lighting

White flood lighting is provided for the instrument panel by numerous small lamp
assemblies, most of which contain a six LED array. Pilot footwell lighting is provided
and controlled on the same circuit. All avionics, display, and radio equipment is
internally illuminated. Two dimmers are provided. One dimmer control marked FLOOD

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the flood lighting LED arrays, and one dimmer control marked INSTRUMENT both
bezel lighting that is integral to avionics equipment and the four switch panel overlays
(left sub-panel, right sub-panel, fuel panel, and starter panel), all of which have integral
LED illumination.
A toggle switch marked FOOTWELL permits the pilot to turn off lighting of the pilot
footwells and the avionics circuit breaker panel to eliminate reflections from these
lights that may appear in the windshield. Footwell lighting intensity is controlled by the
FLOOD lighting dimmer. A similar toggle switch is fitted for the same purpose at the
rear of the flight control trim panel. This toggle switch permits the pilot to switch off
lighting within the elevator and rudder trim controls, the post lights on either side of the
flap selector, and the post lights on either side of the ESIS static source selector.
The bezel and switch panel overlay lights are powered from both the left and right
busses, and are protected by circuit breakers P6 and P7 at the base of the avionics
circuit breaker panel. The flood lighting, is protected by the FLOOD LIGHTS circuit
breaker at position Q7.
7.8.2.4 General Cabin Lights

Six general cabin lights are installed centrally in the cabin roof. They are controlled
from a three-position switch labelled GENERAL on the lower left pilot sub-panel; the
switch positions are labelled DIM, OFF and BRIGHT. They are protected by the CABIN
LIGHTS circuit breaker at position C14.
7.8.2.5 Emergency Lighting

The six cabin general lights also serve as cabin emergency lights if S.O.O. 6205, Cabin
Emergency Lighting, has been installed. A small 2 amp hour battery is fitted under the
rear baggage compartment floor, on the starboard side of the main battery. This battery
is supplied with charging current from the EMERGENCY LIGHTING BATTERY circuit
breaker at position T2 on the CB panel on the forward face of the station 332 bulkhead.
The emergency lighting battery supplies power to a relay installed in the nose of the
aircraft via a single CB on the emergency lighting battery.
If the EMERGENCY LIGHTING switch on the instrument panel is selected to the upper
ARM position, the six cabin general lights will be automatically illuminated using power
from the emergency lighting battery if left DC bus power is lost. The emergency lighting
system can be tested by selecting the EMERGENCY LIGHTING switch to the lower
TEST position, or by moving the EMERGENCY LIGHTING switch to the upper ARM
position when the LEFT and RIGHT busses are not powered.
7.8.2.6 Passenger Reading Lights

Twenty passenger reading lights, six on the left and fourteen on the right, are integral
with the cove ventilating ducts in the cabin walls. The lights are controlled from a two

08 Feb. 2017 Page 7-61
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position switch labelled READING on the lower left pilot sub-panel. A switch beside
each light provides passenger control over individual lights. They are protected by the
READING LIGHTS circuit breaker at position D14.
7.8.2.7 Entrance Lights

The entrance light is a threshold floodlight recessed in the main cabin door aperture.
The light is controlled by either one of two switches; one on the lower left pilot sub-panel
labelled BOARDING and the other (a rocker type switch) on the fascia immediately
forward of the door and labelled COMPT LIGHTS. The entrance lights circuit is powered
from the hot battery bus through the BOARDING LIGHT circuit breaker (position R1)
on the station 332 bulkhead (the aft wall of the passenger cabin) circuit breaker panel.
7.8.2.8 Cabin Signs

Two cabin signs with pictograms indicating NO SMOKING and FASTEN SEAT BELT
are installed in the cabin to the right of the cabin/flight compartment doorway. They are
illuminated by lights controlled by a switch labelled NS/FSB on the left sub-panel. There
are three possible switch positions; both off, no smoking on, and both no smoking and
fasten seat belt on. The cabin signs share the same circuit as the map lights, and are
protected by the MAP LIGHTS circuit breaker at position A16.
7.8.2.9 Forward Baggage Compartment Light

The forward baggage compartment light is operated by a light switch integrated into
the forward nose baggage door latch. The light is powered from the hot battery bus
through the COMPT LIGHT circuit breaker (position R1) on the station 332 bulkhead
circuit breaker panel.
7.8.2.10 Rear Baggage Compartment Lights

The rear baggage compartment is illuminated by two dome lights which are operated
by either a limit switch activated by the exterior baggage door latching pins or by a
switch (labelled BAGGAGE COMP LT) on the aft face of the baggage compartment
forward bulkhead. The lights are powered from the hot battery bus through the COMPT
LIGHT circuit breaker (position R1) on the station 332 bulkhead circuit breaker panel.
7.8.3 Exterior Lighting

The exterior lighting system consists of position lights, landing lights, a red anti-collision
light, and white strobe lights. All exterior lights are powered from the left or right DC
buses. Circuit breakers for these lights are grouped together in the lower forward corner
of the main circuit breaker panel. A taxi light is supplied as standard equipment on all
aircraft except floatplanes.

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7.8.3.1 Position Lights

The position (navigation) lights consist of red and green wing tip lights and a white
taillight. The lights are controlled by a switch labelled POSITION on the left sub-panel
console. The circuit is powered from the left DC bus and protected by a POSITION
LIGHTS circuit breaker (position C17) on the main circuit breaker panel.
7.8.3.2 Strobe Lights

White strobe type lights are part of the position light assembly installed in each wing
tip. The white strobe lights are controlled by a switch labelled STROBE on the lower left
sub-panel; the circuit is powered from the left DC bus and is protected by the STROBE
LIGHTS circuit breaker (position D15) on the main circuit breaker panel.
7.8.3.3 Beacon Light

A red flashing beacon light is mounted on the top of the vertical stabilizer. The red
flashing beacon light is controlled by a switch labelled BEACON on the lower left
sub-panel; the circuit is powered from the left DC bus and is protected by the BEACON
LIGHT circuit breaker (position C15) on the main circuit breaker panel. The beacon
light on the Series 400 aircraft is approximately 3 inches taller than the beacon light on
the Series 300 aircraft.
7.8.3.4 Landing Lights

Two high intensity discharge (xenon) (Pre Mod 6/2285) or LED (Post Mod 6/2285)
landing lights are installed, one in each wing leading edge outboard of the engine. The
lights are controlled by two switches labelled LANDING LIGHTS that are located on
the start panel directly above the left pilot windshield. The circuits are powered from
the left and right DC buses and protected by LANDING LIGHT L and LANDING LIGHT
R circuit breakers (positions C16 and D16, respectively) on the main circuit breaker
panel. The power supplies for the landing lights are mounted in the wings, between the
nacelle and the fuselage (Pre Mod 6/2285).
The left switch under the LANDING LIGHTS group label is labelled STEADY and
controls steady illumination of the two landing lights. If this switch is moved downward
to the ON position, both landing lights will illuminate steadily, regardless of the position
of the PULSE switch. If the STEADY switch is moved upward to the OFF position,
control of the landing lights is transferred to the PULSE switch.
The right switch under the LANDING LIGHTS group label is labelled PULSE and
controls operation of the pulse light function, which is used to increase conspicuity of
the aircraft. Normally, the PULSE light switch is left in the upper TCAS position. In
this position, the pulse lights will automatically activate in response to a TCAS traffic
advisory (TA) or resolution advisory (RA, provided only when optional TCAS II is fitted).
If the PULSE switch is moved to the OFF position, the pulse lights will not operate.

08 Feb. 2017 Page 7-63
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Normally the switch is only placed in the OFF position if operation of the pulse lights
creates a distraction for the pilots, for example, in night IMC.
If the PULSE switch is placed in the lower PULSE position, the pulse lights will operate
continually. This position may be selected for take-off, landing, or circuit operations at
busy airports.
7.8.3.5 Taxi Light

A LED taxi light is installed on the nose wheel fork. The light is controlled by a switch
labelled TAXI on the lower left sub-panel and the circuit is powered from the right DC
bus and protected by a TAXI LIGHT circuit breaker (position B16) on the main circuit
breaker panel. The taxi light is not installed on floatplanes.
7.8.3.6 Wing Inspection Lights

Two wing inspection lights are provided, one on the outboard side of each engine
nacelle. The lights illuminate the leading edges of the wings and are controlled by a
switch labeled WING INSP on the lower left sub-panel. The circuit is powered from the
right DC bus and protected by a WING INSPECTION LIGHT circuit breaker (position
D17) on the main circuit breaker panel.

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7.9 Fuel System

7.9.1 Overview
Fuel is contained in forward and aft fuselage tanks located in the lower fuselage
beneath the cabin floor. A filler neck and cap for each tank is provided on the left side
of the fuselage. Each tank consists of four interconnected flexible rubber cells, one of
which is a collector cell (cell number 4 forward and cell number 5 aft) into which fuel
is transferred from the other cells through a boost pump operated ejector. The fuel is
delivered by boost pumps to the engines. All cells are vented to atmosphere. Each
collector cell contains two boost pumps, a float switch, and a level control valve. Every
cell contains a capacitance probe.
Four water drain valves are provided on the fuselage fuel gallery. Check valves are
installed in the sump plate of each collector cell to prevent fuel in the supply lines to
each engine from draining back into the fuselage tank when the engine is shut down.
All check valves are marked to identify direction of flow.
Fuel supply to the engines is controlled by fuel levers on the overhead console. Each
fuel lever actuates a fuel cut-off valve on the FCU. From the fuselage tank, fuel flows
up the delivery tube in the wing strut, through a fuel filter and strainer, through the
electrically operated emergency fuel cut-off valve, to the FCU, through a fuel flow
transmitter, and onwards to the flow divider on the bottom of the fuel nozzle manifold.

08 Feb. 2017 Page 7-65
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Figure 7-23 Fuselage Fuel Storage
Page 7-66 08 Feb. 2017
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7.9.2 Fuselage Fuel Tank System

The fuel tank selector on the instrument panel is labelled FUEL SELECTOR. It is a
rotary knob with three marked positions: BOTH ON FWD, NORMAL, and BOTH ON
AFT. At the NORMAL position the forward and aft tanks supply the right and left engines
respectively, the crossfeed valve being closed; the number 1 boost pump in each tank is
energized when its related switch is on; the number 2 boost pump remains inoperative.
At BOTH ON FWD or BOTH ON AFT the crossfeed valve is opened, the boost pump
of the non-selected tank is automatically de-energized and both boost pumps in the
selected tank energized, the boost pump switch selection being overridden.
7.9.2.1 Boost Pump Switches

Two boost pump switches are located one on each side of the fuel selector. The
switches are three-position type and are labelled PUMP 1. The switch positions are
labelled ON, OFF and TEST, the latter being a momentary on position. Each switch
controls the number 1 boost pump in its respective tank, and both switches should be
on at all times during normal flight operations. Control of the number 2 boost pump in
each tank is by means of an automatic electrical changeover sequence which is initiated
by the failure of the number 1 boost pump. Independent operation of the number 2
boost pumps is possible by using the standby emergency switches. The boost pumps
are powered from the left and right DC buses and protected by circuit breakers on the
main circuit breaker panel labelled BOOST PUMP AFT 1 (position A9), BOOST PUMP
AFT 2 (position B9), BOOST PUMP FWD 1 (position A8), and BOOST PUMP FWD 2
(position B8).

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Figure 7-24 Fuel Selector Control Panel
7.9.2.2 Boost Pump Pressure Caution Lights

Four boost pump pressure “caution lights” are displayed in the 1/6th screen fuel window
on the multifunction display. These “caution lights” are amber inverse video blocks
within the display.
These amber inverse video blocks will illuminate and extinguish based on signals sent
from the boost pump changeover control box that is mounted on the aft face of station
60. It is normal for both “lights” on the de-selected side to be illuminated when the fuel
selector switch has been set to feed both engines from one tank.

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Figure 7-25 Fuel System Window
7.9.2.3 Standby Boost Pump Emergency Switches

Two lever-lock switches labelled PUMP 2 are located directly above the PUMP 1
switches. Each is a two-position switch, and when moved to the upper EMERGENCY
position it energizes the number 2 boost pump independently of the automatic
changeover system or the position of the FUEL SELECTOR control.
7.9.2.4 Crossfeed
Normally the forward tank supplies the right engine and the aft tank supplies the left
engine, but crossfeeding is possible so that one tank can feed both engines and even
the opposite engine if the normally supplied engine is shut down. It is not possible to
transfer fuel between the two tanks. Crossfeeding takes place via a crossfeed valve
which is controlled by the fuel selector rotary switch in the flight compartment. The
crossfeed valve circuit is powered from the right DC bus and protected by a FUEL
CROSSFEED circuit breaker (position D7) on the main circuit breaker panel.
7.9.2.5 Fuel Crossfeed Valve Position Indication

Correct function of the fuel crossfeed valve is indicated by appearance of a green
inverse video rectangle containing the word CROSSFEED whenever the fuel selector
is placed in the BOTH ON FWD or BOTH ON AFT position.
Failure of the fuel crossfeed valve under any circumstances (failure to open when it
should, or failure to close when it should) or uncertainty about valve position is indicated
by appearance of an amber inverse video rectangle containing the word CROSSFEED,

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and by the amber warning level message Fuel Crossfeed Fail appearing in the CAS
list, accompanied by illumination of the MASTER CAUTION light and sounding of the
single chime.
7.9.3 Fuel Quantity Gauging System

Fuel level sensing in both fuselage and wing tanks is accomplished by capacitance
probes. Output from the capacitance probes is sent to an Ametek solid-state fuel
quantity computer, and output from the fuel computer is sent via ARINC 429 data bus
to the Apex system for display on the multifunction system. The summed indications
of four capacitance probes (one in each cell) are then displayed in pounds on the fuel
quantity indicator for each fuselage tank.
The fuel quantity computer provides complete built-in self test (BIST) and fault detection
and exclusion (FDE) capability, and can be interrogated by the maintenance technician
to pinpoint the location of any fault in the fuel measuring system. The fuel quantity
computer is dual channel, with automatic reversion capability in the event of failure of a
single channel.
Fuel quantity and fuel system status is displayed on the fuel system window of the
multifunction display.
Fuel quantity on board the aircraft is measured gravimetrically (by weight), not
volumetrically. The Fuel Quantity Gauging System (FQGS) is calibrated to correctly
measure the mass of JET A or JET A1 fuel at +15°C, and assumes a nominal mass
of 6.716 lbs per US gallon (8.066 lbs per Imperial gallon, or 807.5 kg/m3) at +15°C. To
some extent, the physical properties of jet fuel are self-compensating for temperature
differences and fuel density. At extreme temperatures (–40°C or +70°C), an error of
approximately 2% will be present when JET A or JET A1 fuel is being used.
Denser fuels have a higher dielectric constant, which results in a higher fuel quantity
reading for a given volume. The opposite is also true. This effect is not exactly perfect,
so there will be some error for fuels other than the JET-A or Jet-A1 fuel for which the
system is optimized. This error will vary with fuel temperature. Avgas will present the
largest error; the probable error for Avgas is:
+2% of reading at –40°C

–2% of reading at 20°C
–4% of reading at 40°C
In level flight the low level trigger point is 75 lbs usable fuel remaining for the forward
tank and 110 lbs usable fuel remaining for the aft tank. The circuits are supplied through
two circuit breakers on the main circuit breaker panel labelled FUEL QUANTITY L/AFT
(position C9) and FUEL QUANTITY R/FWD (position D9).

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When the fuel quantity in a tank drops below 200 lbs, or whenever the independent
float switch for the low fuel level sensing system activates, an amber rectangle will be
drawn around the affected tank, and a CAS message will be presented to the crew.
Figure 7-26 shows the fuel system window with all possible annunciations displayed.
In practice, such a cluttered presentation would not be possible. Note that the aft
tank is displaying a low level warning. This would be accompanied by an amber CAS
message, illumination of the master caution light, and a single chime.
Figure 7-26 Fuel System Window – All Annunciations Illuminated
A fuel dipstick (part number C6G1088-1) is available to physically check quantity in the
fuselage tanks. Prior to using the dipstick, the aircraft must be parked on a level surface
and a suitable period of time (not less than 15 minutes following refuelling, or, ideally 12
hours after boost pumps have been shut down if maximum accuracy is desired) must
have passed to allow fuel levels to equalize between the four cells that comprise a tank.
7.9.4 Fuel Emergency Shut-Off Switches

Two lever-lock fuel emergency shut-off switches, one for each engine, are located
outboard of their respective fire warning lights; each is labelled FUEL EMERGENCY
with OFF and NORMAL positions. The switches are powered through circuit breakers
on the main circuit breaker panel labelled FUEL SHUT OFF L (position C8) and FUEL
SHUT OFF R (position D8). Each switch controls a firewall shut-off valve for its engine.

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Under normal operating conditions each switch remains at NORMAL and is only moved
to OFF to shut off the engine fuel supply in certain emergency conditions.
7.9.5 Fuel Heaters

A fuel heater is installed on each engine to prevent ice crystals from forming in the
engine fuel control unit during cold temperature operations. The fuel heater is a heat
exchanger with the engine oil providing the heat source. It is functional only when the
engine is running, and is controlled automatically by a temperature control valve which
governs the oil flow through the heater. The temperature control valve is set to deliver
fuel to the engine at about +35°C if sufficient heat is available from the engine oil. Oil
temperature must be equal or greater than +55°C to ensure that the fuel temperature is
raised above the freezing point by the heater; however, this is not an operating limitation
and this requirement may be disregarded by the crew if the temperature of fuel in the
tanks is known to be above freezing.
Anti-icing additives are not required; however, if an anti-icing additive is used, it must
conform to MIL-1-27686, and be used in compliance with the directions provided in the
Pratt & Whitney maintenance documentation accompanying the engine.
7.9.6 Fuel Control Sensor Tube Heaters

Electrical heater elements are installed in each engine to maintain the temperature of
the enrichment pressure line between the compressor tap and the fuel control unit and
the governor pressure line between the propeller governor and the fuel control unit.
These heaters are powered from the left and right DC buses through PY TUBE HTR L
and R circuit breakers (position A7 for the left engine and B7 for the right engine) on
the main circuit breaker panel. The heaters are energized whenever power is supplied
to the DC buses. No pilot action is required.

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7.10 Power Plants

7.10.1 Overview
The aircraft is equipped with two 750 shaft horsepower PT6A-34 engines, flat rated to
620 horsepower. The engines use a single line fuel delivery system feeding 14 nozzles
from the same manifold. Purolator fuel filters are provided. An engine wash spray ring
is provided as standard in each nacelle.
50 PSI torque take-off power at 96% NP is available to ISA +27°C at sea level, and 50
PSI torque cruise power at 91% NP is available to ISA +13°C at sea level. Specific fuel
consumption (SFC) is approximately 1% higher than the -27 engine at a typical cruise
altitude of 9,500 feet, this due to the increased use of compressor output air to cool
the inlet vane ring. Baseline engine TBO is 4,000 hours, and ‘hard time’ between hot
section inspections is 2,000 hours.
7.10.2 Engine Wash System

The engine wash spray ring installed in each engine nacelle provides for engine
compressor washing when operating in atmospheric conditions of high salt content or
industrial pollution. The installation in each nacelle consists of a pipe assembly (the
spray ring) attached to the nacelle structure and partially encircling the upper portion
of the engine air intake. Perforations in the pipe face inward to direct cleansing agent
into the engine air intake. A capped connector in the pipe assembly, which protrudes
through the inboard side of the nacelle, provides for the connection of a hose and
pumping apparatus when a washing operation is to be carried out.
7.10.3 Engine/Propeller Controls

The engine and propeller controls are mounted in the overhead console in the flight
compartment, and consist of power levers, propeller levers, and engine fuel levers.
Friction control knobs for the power and propeller levers are also installed.
7.10.3.1 Power Levers

The power levers move in slots in a quadrant labelled THROTTLE, with position
markings MAX, IDLE, and MAX to denote the limits in the engine forward and reverse
power ranges and the idle speed position. The reverse range is labelled REVERSE.
Each power lever controls engine gas generator speed in the forward and reverse
power ranges and propeller blade angle in the beta range.
A cable and pulley system and mechanical linkage connects each power lever to the
fuel control unit power shaft and to the fuel governing section of the propeller governor
(through the beta feedback linkage) on its related engine. To prevent inadvertent
selection of reverse, a mechanical stop mechanism is provided in each power lever
quadrant which is effective at the IDLE position; it is overridden by twisting the grip of
the power lever to disengage the stop, and then moving the lever into the reverse range.

08 Feb. 2017 Page 7-73
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A microswitch, operated by either power lever, is in circuit with the propeller beta
switches. A second microswitch, operated by the right power lever only, is connected
to the RESET PROPS annunciation logic circuit. An interlock mechanism, operated by
the propeller lever quadrants, prevents the power levers from being moved aft beyond
the idle stop if both propeller levers are positioned at less than 91% NP. Individual
movement of either propeller lever above 91% NP disengages the interlock mechanism.
When propeller blade latches are installed a reference line is marked on each power
lever and a similar line marked across the power lever quadrant facilitates exact
positioning of the power levers for zero thrust engine starting and stopping.
Figure 7-27 Power Levers
7.10.3.2 Friction Control Knobs

Two friction control knobs, one for the power levers and one for the propeller levers, are
located immediately aft of their respective levers. Each knob is labelled FRICTION and
is marked with an arrow to indicate the direction of rotation for increased friction.
7.10.3.3 Fuel Control System

Each engine fuel control system consists of an engine-driven high pressure fuel pump;
a fuel control unit which determines the proper fuel schedule for engine steady state
operation and acceleration in response to power lever selection; fourteen fuel nozzles
through which fuel is delivered to the combustion chamber; a fuel shut-off valve (integral
to the FCU) which controls fuel delivery to the fuel manifold and is operated by the
fuel lever; a temperature compensator which modifies the fuel control unit acceleration
schedule for variations in compressor inlet temperature; a spring-operated dump valve

Page 7-74 08 Feb. 2017
SECTION 7
at the bottom of the combustion chamber which expels residual fuel after engine
shutdown.
A fuel governing mechanism in the propeller governor limits propeller speed to 91%
when the power levers are moved aft of the idle stop by reducing fuel flow at the fuel
control unit, and also limits NG in the event of failure of the propeller governor and the
overspeed governor. Control of the engine fuel control system is by pulley and cable
systems which connect the power, prop, and fuel levers to the fuel control unit, propeller
governor, and fuel shut-off valve on the FCU respectively.
7.10.3.4 Engine Fuel Levers

The fuel levers move in slots in a quadrant in the overhead console. The quadrant
is labelled FUEL with the lever extreme positions labelled ON and OFF. Each lever is
connected to the engine fuel shut-off valve on the FCU which controls the delivery of
fuel to the engine. A spring-loaded detent acting upon the fuel lever positively ensures
it remains at the OFF or ON position. When an engine is shutdown, its fuel lever
remains at the OFF position so that fuel will not be fed to the combustion chamber if the
starter switch for the engine is inadvertently operated. A clear plastic guard is installed
to prevent inadvertent movement of the fuel levers from the ON position. The guard is
a spring-loaded hinged clip which covers the lever grips and prevents lever movement
without first depressing the guard to disengage it.
7.10.4 Ignition System

The ignition system for each engine consists of two spark igniter plugs installed in each
engine, an ignition exciter unit, two shielded cables, a manual ignition switch, and an
ignition relay. Power is supplied through push-to-reset circuit breakers on the main
circuit breaker panel labelled IGNITION L (position C3) or IGNITION R (position D3).
Both igniters of each engine are energized simultaneously during engine start and both
igniters of both engines are energized simultaneously when continuous (MANUAL)
ignition is selected. The left and right engine spark igniters are powered through their
respective ignition relays. When dry motoring the left or right engine, the appropriate
circuit breaker IGNITION L or IGNITION R may be pulled, the same as the dry motoring
procedures for engines equipped with glow plugs.
7.10.4.1 Ignition Switch

The ignition switch, which is common to both engines, is located on the overhead
console directly above the left pilot windshield. The switch is labelled IGNITION with
positions MANUAL and NORMAL and is guarded in NORMAL. When the switch is
selected to NORMAL, the ignition circuit of each engine is integrated with its respective
starting system so that when the START switch is moved to the required engine start
position (LEFT or RIGHT), current is supplied to the relevant igniter. When the ignition

08 Feb. 2017 Page 7-75
SECTION 7
switch is selected to MANUAL, current is supplied to the igniters of both engines

simultaneously, independently of the starting systems.
The MANUAL position should be selected during flight in extreme turbulence or flight
in severe icing conditions. The left and right engine spark igniters are powered directly
from the auxiliary battery bus through their respective ignition relays. Both igniters of
each engine are energized simultaneously during engine start and when continuous
(MANUAL) ignition is selected.
The starter will not operate if the START switch is engaged and the ignition switch is in
the MANUAL position.
7.10.5 Starting System

The starting system for each engine consists of a starter generator, a START switch
(common to both engines), and two starter relays. When the external and/or battery
power are on and the START switch is selected for an engine, power is supplied to
the starter-generator, which rotates the gas generator turbine at sufficient speed to
allow for engine light-up. When light-up occurs and the engine has accelerated to idle
speed and the switch is released, the starter relays de-energize the starter circuit, and
when the generator is switched on the starter generator produces DC power for the
aircraft electrical system. Power for the starting systems is supplied through two circuit
breakers on the main circuit breaker panel, labelled START L (position C2) and START
R (position D2).
7.10.5.1 Start Switch

The three position START switch is located on the overhead console directly above the
left pilot windshield. It is labelled START and has a center OFF position and momentary
on LEFT and RIGHT positions. When the switch is held to LEFT or RIGHT, electrical
power is supplied to the relevant starter-generator relay. With the ignition switch at
NORMAL, the START switch also energizes the ignition system and opens the fuel
purge valve of the selected engine.
If the START switch is released during a start cycle, the starter system will be de-
energized and the engine will run down. The switch should not be operated again until
the rundown is complete.
7.10.6 Oil System

Each engine oil system is integral with the engine and incorporates an oil pump, filter,
and tank. An oil cooler is installed on the underside of the engine and is enveloped
by the engine lower cowling which directs the airflow through the cooler. Oil flow
through the core of the cooler is controlled by a regulator which diverts the oil through
a bypass until normal operating temperature is reached; it also ensures oil circulation
in the event of restricted or blocked flow through the cooler. Heated oil is used as a

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medium for raising the temperature of the fuel prior to its delivery to the engine. This is
accomplished by piping oil through a fuel heater mounted on the engine upper casing.
For oil pressure indication a pressure transmitter is installed in the engine accessory
gearcase and supplies input for oil pressure measurement; a pressure switch that
operates at approximately 40 PSI is also installed in a line tapped into the accessory
gear case end and this provides a backup source of low oil pressure indication and
annunciation.
A resistance bulb is installed in the accessory gear case to support oil temperature
indication.
Each engine oil tank has a capacity of 1.9 Imperial (2.3 U.S.) gallons of which 1.3
Imperial (1.5 U.S.) gallons is usable. The oil tank filler neck is accessible at the engine
accessory gear case.
7.10.7 Propellers
The two Hartzell propellers are metal, counterweight, three-bladed, fully feathering,
reversible, and speed governed units. Each propeller is 8 feet 6 inches (2.6 m) in
diameter and has a blade angle range of –15° (full reverse) to +87° (feathered),
and a low pitch pickup setting of +17°. Each is controlled in the constant speed
range and when feathered by the propeller lever through a propeller governor on the
propeller reduction gearbox. The power lever is connected to the propeller reverse cam
mechanism for control of the propeller in the beta (+17° to –15°) range. Each propeller
system incorporates a propeller overspeed governor and an automatic feathering
system. Propeller blade latches (when installed) permit engine starting and stopping
with propeller blades at the zero thrust position.
7.10.7.1 Propeller Levers

Two propeller levers are located side by side in the overhead console, and they move
in slots in a quadrant labelled PROP RPM. Each slot has FEATHER and INCREASE
markings. Each lever is connected through a cable and pulley system and mechanical
linkage to its corresponding propeller governor. To prevent inadvertent propeller
feathering, a gate stop is built into the quadrant for each lever; when feathering, the
appropriate gate stop is overridden by pushing up on the lever and then continuing
the movement aft. A propeller lever – power lever interlock mechanism is installed to
prevent aft movement of the power levers beyond the idle stop if both propeller levers
are positioned at less than 91% NP. Individual movement of either propeller lever
forward, above 91% NP, disengages the interlock lever.
7.10.7.2 Propeller Governor

The propeller governor is mounted on the propeller reduction gearbox front case. It
combines the functions of constant speed governor, beta valve, and fuel governor (NF

08 Feb. 2017 Page 7-77
SECTION 7
governor). As constant speed governor it regulates propeller speed by varying the

propeller blade angle to keep the propeller speed at the value selected by the pilot using
the propeller levers. Changing conditions of flight, such as increased or decreased
power settings, climb or descent, or increased or decreased airspeed require the
propeller governor to change blade angle in order to maintain the selected propeller
speed.
The beta valve controls the propeller blade angle in the beta range. When the power
is being delivered to the propeller is not sufficient to rotate the propeller at the speed
which the pilot has selected using the propeller lever, the propeller governor reduces
blade angle in order to cause propeller speed to increase to the set point. There is a
practical limit to how fine the blade angle can be allowed to go during normal forward
thrust or idle power operations. That limit is set during the propeller rigging process at
+11° and is referred to as ‘idle blade angle’. As propeller blade angle decreases through
+17°, the beta valve slowly begins to close, and when blade angle reaches +11°, an
equilibrium is reached between oil flow through the beta valve and oil leakage out of
the propeller system. The propeller blade then ‘idles’ at +11°, and propeller blade angle
will not decrease further unless the pilot twists the power lever grips and moves the
power levers aft of the idle stop. The idle blade angle is the same regardless of whether
the aircraft is in flight or on the ground.
If the propeller speed observed on the NP display is the same as the propeller speed
that has been selected with the propeller levers (for example, 96% during take-off, or
75% during cruise), the propeller is operating in the constant speed range and is under
the control of the propeller governor. The propeller governor varies blade angle in order
to maintain a constant RPM.
If the propeller speed observed on the NP display is less than the speed that has been
selected with the propeller levers (for example, 44% at idle power on the ground, or
below 96% at the low power settings that are used during final approach after the
propeller levers have been moved forward to 96%), the propeller is operating in beta
range and is under the control of the beta valve. The beta valve varies blade angle in
response to movement of the power lever by the pilot.
The term ‘hydraulic low pitch stop’ refers to the beta reverse valve that is mounted on
the forward face of the propeller governor.
7.10.7.3 Propeller Beta Range

The propeller beta range is that segment in the overall operating range of the propeller
in which propeller blade angle is directly controlled by the power lever. It extends from
+17° in the forward thrust range to –15° in the reverse thrust range.

Page 7-78 08 Feb. 2017
SECTION 7
7.10.7.4 Beta (Ground Fine Range) Indication System

The beta backup system has been deleted from the Series 400 Twin Otter. Indication
that a propeller is in ground fine range (blade angles of +9° or less) during normal
ground operations (power lever grips twisted) is shown in Figure 7-28. If a propeller
enters ground fine range and the power lever grip switch has not been twisted, a
warning level message PROPELLER LOW PITCH will be displayed, and an aural alert
PROPELLER LOW PITCH will be voiced, in addition to the indications shown above.
Should a propeller enter the ground fine range uncommanded: Move the propeller lever
to the minimum governing speed (75% NP) position, and add power. This will transfer
control of the propeller away from the beta system and back to the propeller governor
system.
Correct operation of the propeller position sensing microswitches can be confirmed by

observing that the cyan BETA annunciation appears when the power lever grips are
twisted and moved aft.
Figure 7-28 Indication of Propellers in Ground Fine Range
7.10.7.5 Reset Props Caution CAS Message

An amber CAS message with the text RESET PROPS will appear at airspeeds below
87 knots if the power levers are retarded below approximately the 75% NG position
with the propeller levers set at approximately 91% NP or less. The criteria is based
on physical position of the power and PROP levers, thus, the exact values may vary

08 Feb. 2017 Page 7-79
SECTION 7
with temperature and pressure altitude. This caution message indicates the need to
move the propeller levers forward to MAX RPM in order to put the propeller governor
into an underspeed condition and provide the pilot with direct control of propeller blade
angle via the power levers. The RESET PROPS message electrical circuit is energized
through two microswitches connected in series, one operated by the left propeller lever
and the other by the right power lever. The circuit is powered from the right DC bus and
is protected by the PROPELLER OVERSPEED GOVERNOR circuit breaker (position
D5) on the main circuit breaker panel.
7.10.7.6 Propeller Overspeed Governor

The propeller overspeed governor is mounted on the engine reduction gear casing.
It provides automatic control of a propeller overspeed condition by dumping oil from
the propeller dome, which permits the propeller counterweights and return springs to
increase (coarsen) propeller blade angle. This absorbs engine power and maintains
propeller speed at the preset overspeed governor setting of 101.5%.
7.10.7.7 Propeller Overspeed Governor Test Switch

The propeller overspeed test switch is located on the left sub-panel. It is a guarded
two-position switch labelled SYSTEM TEST – PROPELLER GOVERNOR with a center
off position and up (test) position. The overspeed governor test can be completed on
both engines at the same time or, if desired, one engine at a time.
Figure 7-29 System Test Switches

Page 7-80 08 Feb. 2017
SECTION 7
7.10.7.8 Propeller NF Governor

The fuel governing section of the propeller governor (often referred to as a ‘fuel topping
governor’) serves two entirely different purposes. During forward thrust operation (the
power levers at idle or forward of idle), the NF governor will limit fuel flow if propeller
speed reaches 6% higher than what has been selected with the propeller levers.
This protects the engine against propeller overspeeding in the event of failure of both
the propeller governor and the propeller overspeed governor. The maximum speed
selectable with the propeller lever is 96%, and the propeller overspeed governor is
preset to intervene at 101.5%. If the propeller speed reaches 96% +6% (102%), the NF
governor will also intervene.
When the power levers are twisted and moved aft of the idle stop, the NF governor
is reset to a significantly lower datum (5% less than selected propeller speed). This
prevents the propeller speed from exceeding 91% in the reverse range.
In order to ensure that the pilot always has direct control over propeller blade angle via
the power levers whenever the power levers have been moved into the reverse range,
it is essential to ensure that the propellers can never reach the speed to which the
propeller governor has been set. The mechanical interlock between the power levers
and the propeller levers ensures that the propeller levers must be set to 96% before
the power levers can be moved aft of the idle stop. By using the NF governor to reduce
fuel flow to the engine as the propeller speed approaches 96% less 5% (91%) when
the power levers are in the reverse range, it can be assured that the propeller speed in
reverse will never reach the propeller governor set point and the propellers will always
be underspeeding – and thus subject to control by the beta valve – whenever the power
levers have been twisted and moved aft of idle.
7.10.7.9 Propeller Autofeather System

An automatic propeller feathering system is provided which automatically feathers the
propeller of an underpowered engine when a decrease in torque to below approximately
20 PSI is detected. Subsequent autofeathering of the other propeller is prevented by
a blocking relay which disarms the autofeather system after the first propeller has
feathered. The system is armed for operation when the following three conditions have
been met: (a) The AUTOFEATHER switch is selected ON, (b) Torque has risen above
a specified threshold on both engines, and; (c) The power levers are advanced beyond
the physical position corresponding with approximately 86 to 88% NG.
Pulling either or both power levers back below 86 - 88% NG (for example, in the event
of a rejected take-off) disarms the autofeather system. Two autofeather indicator lights
(one on each side of the instrument panel) illuminate to signify when the system is
selected on and when it is armed. An autofeather test switch is provided to permit
a ground check of the autofeather system. The autofeather system is powered from
the left DC bus and is protected by a PROPELLER AUTOFEATHER circuit breaker
(position C7) on the main circuit breaker panel.

08 Feb. 2017 Page 7-81
SECTION 7
A two-second delay between the detection of low torque and automatic feathering of
the propeller is provided. This allows propeller discing to be used in the event of a
rejected take-off due to a loss of torque. Dual circuitry is used on all autofeather sensors
and relays to reduce the probability of a single system failure causing an unwanted
autofeathering.
7.10.7.10 Propeller Autofeather Switch

Two identical propeller autofeather switches are provided, located outboard of each
pilot’s primary flight display. When activated (accomplished by pressing either switch)
electrical power is supplied to the autofeather system as indicated by the illumination of
SELECTED on both switches. The dual switch design eliminates the need for the right
seat pilot to stretch across the instrument panel to operate the switch.
The two switches operate in the same manner as a household three-way switch system
that is found at the top and bottom of a flight of stairs. Pressing either switch once
changes the state of the system, from ON to OFF or from OFF to ON as appropriate.
The physical position of the switch (in or out) is not significant.
7.10.7.11 Propeller Autofeather Indicator

The propeller autofeather indicator lights are integral with the autofeather switches.
The indicators consist of two rectangular lights, one above the other, in each switch;
the upper light is labelled SELECTED and when illuminated, indicates that the system
has been selected on. The lower light is labelled ARMED and when illuminated,
indicates that the autofeather system is armed for operation. The ARMED indicator
light illuminates when the autofeather switch is on and both power levers are advanced
to 86 - 88% NG or beyond, it goes out if either or both power levers are retarded and/or
when automatic feathering of a propeller has occurred. The autofeather indicator lights
are included in the caution lights test and intensity switch circuit.
To comply with contemporary guidelines for the use of colour in switches and indications,
the SELECTED light is white and the ARMED light is green.
7.10.7.12 Propeller Autofeather Test Switch

The propeller autofeather test switch is located on the left sub panel and is a guarded
two-position momentary-on switch labelled SYSTEM TEST – AUTOFEATHER. The
switch is spring loaded to the center off position and has an unmarked test (up) position.
The test switch permits a ground test of the autofeather system with engines operating
at low speed, by bypassing the power lever-operated microswitches.

Page 7-82 08 Feb. 2017
TEMPORARY REVISION
PSM: 1-64-POH AIRCRAFT: DHC-6 SERIES: 400

PUBLICATION: TEMP. REVISION NO.: TR-2
_______________________________________________________
Insert in Section 7, facing Page 7-
AIRCRAFT AND SYSTEMS DESCRIPTION
This Temporary Revision upersedes Temporary Revision 24
REASON FOR ISSUE:

To incorporate new FAA Exemption number.
ACTION:
In Section 7, remove Temporary Revision (TR-24) and replace with Temporary Revision
(TR-26).
Record this TEMPORARY REVISION NO. and the relevant information in the
appropriate columns of the TEMPORARY REVISION INDEX provided at the front of
the manual.
PSM 1-64-POH (TR-2 )

Page of
SECTION 7
7.10.8.1 FAA Exemption Description

FAA Exemption No. 13042A applies only to DHC-6 Series 400 aircraft that are U.S.
registered.
Operators of such aircraft are advised that the exemption allows the EFIS display
colours shown in Figure 7-24, Figure 7-25 and Figure 7-26 to be used. The FAA
requires the white arcs shown for the engine TRQ and T5 to be green and all numbers,
other than the OAT, to be green when in the normal range.
PSM 1-64-POH (TR-

Page
NOTE: Please see the TEMPORARY REVISION that revises this page.
SECTION 7
7.10.8 Engine Indication
Figure 7-30 Primary Flight Display, showing engine indications (upper left)
Display of engine operating parameters is provided in the upper inboard 1/6 portion
of the primary flight displays. Torque and engine temperature are depicted with
pointer-type displays and integer values beneath each display. Other parameters are
depicted with integers only.
During normal operations, all integer values are displayed in white against a black
background, and gauge backgrounds are depicted in grey and black, to the left and
right of the pointer needle respectively.
When an engine parameter exceeds its limitation, the integer background will change
to amber or to red, depending on the severity of the exceedence. This will always be
accompanied by a CAS message, also in amber or red, and a single chime (for amber
messages) or triple chime (for warning messages).
The logic that drives the monitoring of engine limitations makes allowances for
acceleration limits that are granted during various phases of engine operation. Cautions
and warnings will not be generated provided that the exceedence is within both the
time and value parameters for the acceleration limit.

08 Feb. 2017 Page 7-83
SECTION 7
Five different sets of limitations are used for each engine, depending on the phase of
flight. These include starting, ground idle, take-off, climb and cruise, and single engine
operations. The appropriate set of limitations is automatically applied based on logic
inputs from other aircraft systems.
For example, if the starter switch is engaged, starting limits will be applied to the engine
being started. If the NG is below 72% and the aircraft is on the ground, idle limits will
be applied. If the autofeather system has been selected on, the take-off configuration
monitor indicates that the aircraft is configured for take-off, and power levers are
advanced for take-off, take-off limitations will be applied. If the aircraft is in flight and
one engine registers NG of less than 45%, single engine limitations (equivalent to
take-off limitations) will be applied. If single engine limitations have been applied in
flight due to shut down of one engine, they will continue to be applied for an additional
120 seconds following an in-flight start-up of engine that was shut down. This is to
allow adequate time for checklists to be completed prior to reverting to normal climb
and cruise engine limits.
The limitations presently being used at any given time are displayed in white text or, in
the case of start limitations, in green text. No annunciation is provided when the default
(climb and cruise) limitations are in use.
Figure 7-31 Engine Window showing torque exceedance and fire warning

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SECTION 7
Display of miscellaneous engine parameters, such as deployment of engine intake

deflectors, starter activation, and entry of a propeller into the ground fine range (a
propeller blade angle of less than +9°) is depicted symbolically. When a propeller
enters the ground fine range during the course of normal aircraft operations (power
lever grips twisted), the NP display for that propeller changes to cyan inverse video, and
the text ‘Beta’ appears in cyan next to the NP display.
Torque is displayed in PSI. 50 PSI torque is equal to 1,528.5 ft·lbs or 2,072.4 N·m torque.
NP, NG, Fuel Flow, Oil Pressure and Oil Temperature are all measured and continuously
calculated to one decimal point of precision; however, to avoid unwanted distraction to
the flight crew caused by frequently changing digits to the right of the decimal point, only
whole numbers are displayed in the engine window. If display of any of these values with
single decimal point precision is required (for example, for engine rigging purposes), an
ARINC 429 bus reader may be used to display the value with full available precision.
Figure 7-32 Engine Window showing miscellaneous parameters

08 Feb. 2017 Page 7-85
SECTION 7
7.11 Fire Detecting and Extinguishing Systems

7.11.1 Overview
Fire detecting and extinguishing systems are installed in both engine nacelles to provide
warning of fire and means to extinguish a fire. Fire detection is by means of detection
units in each nacelle, any one of which, if closed by heat, activates a warning light in
the fire extinguisher push button of the affected engine. An aural warning, consisting
of the word FIRE, is provided concurrent with illumination of either fire warning push
button. The system incorporates a test switch for visually checking the operation of the
fire warning push buttons and the aural warning.
Figure 7-33 Fire System Components
A single fire extinguisher bottle is installed in each nacelle. Each bottle, when operated,
discharges its contents (bromotriflouromethane, also known as Halon 1301 or CF3Br)
through a pipe into the engine accessories compartment. Indication of fire extinguisher
bottle discharge is provided in the form of two coloured discs on the inboard side of
each nacelle. The detecting units are powered from the left DC bus through FIRE
DETECTION L and R circuit breakers (positions C11 and D11, respectively), and the
extinguisher circuits from the same supply through FIRE EXTINGUISHER L and R
circuit breakers (positions C10 and D10, respectively).
7.11.2 Fire Extinguisher Operating Push Buttons

The two fire extinguisher push buttons are located on either side of the flight
control panel, and are labelled LEFT ENGINE and RIGHT ENGINE, with PUSH TO
DISCHARGE inscribed under each label. The push buttons are illuminated by internal
LED arrays and are equipped with a spring-loaded clear plastic cover to prevent

Page 7-86 08 Feb. 2017
SECTION 7
accidental activation. When pushed, each button electrically triggers a detonator at the
flood valve of its corresponding extinguisher bottle and releases the agent instantly.
7.11.3 Fire Extinguisher Indicating Discs

Two fire extinguisher indicating discs are located on the inboard side of each engine
nacelle. The forward disc of each pair is coloured red and when punctured indicates
that the associated extinguisher bottle contents have discharged due to excessive
pressure caused by thermal expansion. The aft disc of each pair is yellow and when
punctured indicates discharge of the bottle by normal system operation.
7.11.4 Fire Detection Test Switch

The fire detection test switch is located on the extreme outboard end of the left pilot
sub-panel, adjacent to the autofeather test switch and the propeller governor test
switch. It is a two-position switch labelled SYSTEM TEST – FIRE WARNING and is
spring loaded to an unmarked off position. The alternative position is up, to which the
switch may be held momentarily to check that all fire warning lights in the push buttons
illuminate and the fire aural warning is voiced.
7.11.5 Hand-Operated Fire Extinguishers

A hand-operated fire extinguisher is located on the forward face of the station 111
bulkhead behind the co-pilots seat. The extinguisher contains a frangible disc which,
when broken, allows bromochlorodifluoromethane (BCF, also known as Halon 1211)
contents to discharge under pressure. An identical extinguisher is mounted on the
forward face of the station 332 bulkhead, under the last row of cabin seats.

08 Feb. 2017 Page 7-87
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7.12 Bleed Air and Pneumatic System

7.12.1 Overview
Heated air is bled from each engine compressor casing at engine station 3 and ducted
to a common pipe in the fuselage for operation of the aircraft heating system and, when
installed, the optional surface de-icing system. Bleed air is also supplied directly from
each engine, upstream of the BLEED AIR control valve, to its respective intake deflector
actuator. The bleed air supply from each engine is controlled by a shut-off valve in the
engine nacelle which is operated electrically from a switch in the flight compartment.
Air is supplied to the de-icing system (if installed) through a heat exchanger, pressure
switch, strainer, pressure regulator and pressure relief valve.
The pressure switch consists of a single switch that activates when pneumatic pressure
has decreased to 13-15 PSI. A CAS message is displayed to the crew when pneumatic
pressure falls below this level if the surface de-ice system has been selected on. This
message indicates that there is insufficient pressure to satisfactorily operate the de-ice
boots. The PNEUMATIC PRESS LOW message is advisory level (cyan) when the
aircraft is on the ground, and caution level (amber) when the aircraft is in flight. This
message is never displayed on aircraft that are not fitted with surface de-ice boots.

Page 7-88 08 Feb. 2017
SECTION 7
Figure 7-34 Pneumatic System Components
7.12.2 Bleed Air Switches

The two bleed air switches are located on the lower right sub-panel; they are labelled
BLEED AIR, and (individually) LEFT and RIGHT; the ON and OFF positions are also
marked. Each is a two-position, lever-lock, toggle-type switch and controls the bleed
air shut-off valve in the related engine nacelle. The electrical circuits are powered from
the left and right DC buses. BLEED AIR L and BLEED AIR R circuit breakers (positions
C4 and D4, respectively) on the main circuit breaker panel protect the circuits. The
switches must be in the BLEED AIR position to supply bleed air to the heating and/or
de-icing systems.

08 Feb. 2017 Page 7-89
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7.13 Ice and Rain Protection

7.13.1 Controls
Figure 7-35 Left Pilot Sub-Panel
Controls for most ice and rain protection features, including functions that are provided
as standard equipment on every aircraft and for the optional heated windshield, are
located on the upper row of the left pilot sub-panel. Controls for the optional surface
de-ice boots and associated surface de-ice systems are located in the middle row of
the right pilot sub-panel when these options are fitted to the aircraft.
Figure 7-36 Right Pilot Sub-Panel

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7.13.2 Windshield Wiper System

A windshield wiper system is installed to provide ice and rain protection for the
windshield. The system consists of two windshield wipers, one for each panel, driven
by a single DC motor powered from the left DC bus. The system is controlled by two
switches labelled WIPER and WIPER SPEED located on the lower left sub-panel.
The WIPER switch has positions labelled PARK, OFF, and ON, with PARK being
momentary-on. The WIPER SPEED switch has positions labelled FAST and SLOW
and selects the operating speed. The circuit is protected by a circuit breaker labelled
WINDSHIELD WIPER (position A5), located on the main circuit breaker panel.
7.13.3 Engine Intake Deflectors

An engine intake deflector and diffuser are installed in the lower cowl of each engine
to prevent the entry of snow and ice into the engine plenum chamber. The deflector
functions as an inertial separator and is a retractable louvered plate, hinged at its
forward end to the upper surface of the inlet duct, which can be lowered into the inlet
airflow by depression of its rear end. The diffuser is a fixed fine mesh screen installed
at the upswept aft end of the inlet duct and projecting into the airflow. An exit duct door
in the rear of the cowl operates in conjunction with the deflector, opening when the
deflector extends to allow deflected snow or ice particles to pass out of the cowl, and
closing when the deflector retracts.
Figure 7-37 Engine Air Intake Airflow – Deflector Extended
Each intake deflector is operated by two pneumatic actuators and compression return
springs mounted one on each side above the inlet duct and connected to the deflector

08 Feb. 2017 Page 7-91
SECTION 7
by turnbuckle type piston rods. Air pressure from the bleed/pneumatic system extends
the actuators to lower the deflector, and the return springs retract it when the imposed
air pressure is vented. The air pressure is admitted to and exhausted from the actuators
through an electrically operated air valve. Two spring-loaded lock levers lock the
deflector at its extended position while a solenoid-operated lever and rod mechanism
withdraws the lock levers to allow the deflector to retract due to the force exerted by the
door spring. A cable interconnecting the deflector operating mechanism with the exit
duct door, and door spring, provide for automatic operation of the exit duct door.
The system is powered from the right DC bus through a single INTAKE DEFLECTORS
circuit breaker (position B5) on the main circuit breaker panel.
Figure 7-38 Intake Deflector Components

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7.13.4 Intake Deflector Switch

A three-position toggle switch with two momentary-on positions controls the operation
of the intake deflectors in both engine nacelles. The switch is located on the left pilot
sub-panel and is labelled INTAKE DEFLECTOR, with positions labelled RETRACT,
OFF, and EXTEND. When selecting EXTEND the switch should be held for 3 to
5 seconds after ‘A/I’ (for anti-ice) is indicated. When selecting RETRACT it is not
necessary to hold the switch.
7.13.5 Intake Deflector Indication

Indication that the intake deflectors have extended and locked in place is provided by
display of the text ‘A/I’ on the outboard portion of each engine parameter display. The
figure below shows the indication provided when the right intake deflector is extended.
Figure 7-39 Intake Deflector Indication
7.13.6 Pitot Heat

Heater elements in the two pitot heads are controlled by a PITOT HEAT switch on the
lower left sub-panel. The heater circuits are powered from the left and right DC buses
and protected by PITOT HEAT L and PITOT HEAT R circuit breakers (positions A6 and
B6, respectively) on the main circuit breaker panel. The switch also controls heating of
the lift detector (stall warning) vanes.

08 Feb. 2017 Page 7-93
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Pitot heater elements are monitored for electrical continuity. Failure of an element will
be annunciated on the CAS with the text ‘Left (or Right) Probe Fail'.

Page 7-94 08 Feb. 2017
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Figure 7-40 Surface De-Ice System Components
08 Feb. 2017 Page 7-95
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7.14 Heating and Ventilating System

7.14.1 Overview
The heating and ventilating system utilizes bleed air from the engines and ram air
from a scoop intake in the fuselage to provide heated, ram, or mixed air to maintain
appropriate temperatures in the cabin and flight compartment. Heated air is circulated
through ducts beneath the flooring to outlets at the base of each cabin wall and in the
flight compartment floor. Two tubes, one for each side of the windshield, deliver heated
air to the windshield defrost outlets. The same ducts also circulate cooling ram air or a
mixture of heated air and ram air in the cabin and flight compartment. Two additional
tubes, one for each side of the flight compartment, deliver unconditioned ram air to the
punkah louvers located on each outboard side of the instrument panel.
Additional ducts deliver ram air to the cabin through individual passenger punkah
louvers located in the cove moulding ducts on each side of the cabin upper walls. A
fan is installed in the air intake duct for forced ram air ventilation when on ground. The
system provides for manual temperature control by means of a manually controlled
motorized hot air valve and manual control of both ram air inflow and cabin / flight
compartment air distribution balance. An exhaust vent is installed in the cabin roof.
Two gasper outlets with dedicated supply hoses are fitted to the instrument panel to
provide fresh air for the pilots.
A third dedicated supply hose connected to the fresh air intake plenum supplies outside
air to the main avionics bay forward of station 60 whenever the aircraft is in motion or
the vent fan is turned on. An air filter is installed in the avionics bay at the termination
of this air supply line.

Page 7-96 08 Feb. 2017
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Figure 7-41 Heating and Ventilation Air Distribution
08 Feb. 2017 Page 7-97
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7.14.2 Ram Air Handle

The ram air handle is labelled RAM AIR, with the instruction PULL TO OPEN above it,
and is located near the top of the flight compartment pedestal, on the left hand side,
above the avionics circuit breaker panel. The lever operates the ram air valve in the
intake duct via a Teleflex cable, and controls the flow of ram air from the intake into the
system in accordance with cool air requirements. When the ram air valve is closed,
the injection of bleed air into the mixing chamber draws in air from the aircraft interior
through a grille in the side of the flight compartment floor well for recirculation.
Both the RAM AIR handle and the CABIN AIR handle incorporate ‘twist to lock'
functionality. Twisting the handle approximately 90° counterclockwise unlocks the
handle and allows the control to be pulled out or pushed in. Twisting the handle
clockwise locks the control in the selected position and prevents further fore and aft
movement.
7.14.3 Vent Fan

A ventilation fan is installed in the ram air intake duct to provide forced ventilation for
the cabin and flight compartment; it is only intended for use on the ground. The fan is
operated by a VENT FAN switch on lower right sub-panel; it is a two-position switch
with labelled ON and OFF positions. The fan electrical circuit is protected by the VENT
FAN circuit breaker (position B4) on the main circuit breaker panel. The VENT FAN
toggle switch operates a relay (identical to the hydraulic pump relay) that supplies high
amperage power to the fan.
When the vent fan is turned on, the white status CAS message VENT FAN ON will
appear in the CAS light. This message is triggered by operation of the vent fan switch,
actual function of the vent fan is not monitored.
7.14.4 Cabin Air Control Handle

The cabin air control handle is located near the top of the flight compartment pedestal,
on the right hand side, above the avionics circuit breaker panel and directly below the
lower multifunction display. It is labelled CABIN AIR with the instruction PULL FOR
DEFROST above it. The handle regulates the distribution of conditioned air between
the passenger cabin and the flight compartment via a Teleflex cable. Closing the
valve (by pulling the control knob fully out) directs the entire flow of air to the flight
compartment. Both the RAM AIR handle and the CABIN AIR handles operate Teleflex
cables that are connected to butterfly valves in the air distribution system.

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Figure 7-42 Ram Air and Cabin Air Control Handles
7.14.5 Heating Control

The heating control switches are grouped with the environmental controls on the upper
row of the right hand sub-panel. There are two switches, a MODE switch with ON and
OFF positions, and a TEMP switch with an upper WARM, unmarked center off, and
lower COOL position. The system is powered through a CABIN HEAT circuit breaker
(position A4) on the main circuit breaker panel.
When the MODE switch is placed in the ON position, temperature of the aircraft interior
can be governed by direct pilot control of the hot air valve (which admits bleed air to the
system) by means of the TEMP toggle switch beside the MODE switch.
The TEMP switch is a three-position switch, spring-loaded to the center position; the
upper and lower positions are labelled COOL, and WARM. The TEMP control switch
governs the position of the hot air valve and thereby regulates the inflow of hot air. When
moved to COOL, the hot air valve is motored in the closed direction consistent with the
length of time the switch is held at COOL. Similarly, when the switch is held at WARM
the hot air valve is motored in the open direction. Releasing the switch maintains the
valve at the position set. The hot air valve takes approximately 30 seconds to motor
from fully closed to fully open or vice versa.

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The heating system offers manual control of temperature only. No automatic

temperature control is provided.
Indication of both flight compartment temperature and passenger cabin temperature is

provided in the lower right corner of the Systems multifunction display to enable crew
to monitor passenger cabin temperature and the differential between passenger cabin
temperature and flight compartment temperature.
The sensor for flight compartment temperature is a small round disc on the flight
compartment ceiling, just forward of the station 111 bulkhead, on the right side of the
flight compartment.
The sensor for cabin temperature is an identical disc in the center of the cabin ceiling,
abeam the airstair door.
7.14.6 Duct Overheat Annunciation

An amber CAS text message, DUCT OVERHEAT, appears if an excessive temperature
is detected in the heating duct. The temperature is sensed by an overheat switch in the
duct beneath the flight compartment floor.
Figure 7-43 Cabin Heating System Components

Page 7-100 08 Feb. 2017
TEMPORARY REVISION

PUBLICATION: PILOT OPERATING TEMP. REVISION NO.: TR-28
_______________________________________________________
REASON FOR ISSUE:

To introduce S.O.O. 6378, Cabin Fans – STA 111 Bulkhead and S.O.O. 6379, Cabin
Blower Fan – STA 332 Bulkhead.
ACTION:
In Section 7, ignore existing Page 7-101 and insert revised pages, as shown on Pages
2 and 3 of this Temporary Revision.
the manual.
PSM 1-64-POH (TR-28)

Page of
7.14.7 Flight Compartment Fans

When S.O.O. 6322 is incorporated, one or two fans are installed in the flight
compartment ceiling for windshield de-misting or flight compartment cooling.
Power to both fans is routed from the FLT COMP FANS circuit breaker on the main CB
panel (refer to Figure 7-44), and is controlled from a switch labelled FLT COMP FANS
on the pulley bracket box located on the upper forward side of the station 111 bulkhead,
to the LH side of the bulkhead opening (refer to Figure 7-45).
Each fan can be adjusted to direct the airflow in any direction. A three-position toggle
switch is located on the back of each fan and may be used to control each fan’s speed
(LOW/OFF/HIGH).
Figure 7-44 FLT COMP FANS Circuit Breaker Location (Typical)

Page of
Figure 7-45 Fans Switch(es) Locations (Typical)

PSM 1-64-POH (TR-
Page of
7.14.8 Cabin Fans – STA 111 Bulkhead

When S.O.O. 6378 is incorporated, two fans are installed on the aft side of the STA 111
bulkhead for air circulation and passenger comfort.
Power to both fans is routed from the CABIN FANS circuit breaker on the main CB panel
(refer to Figure 7-46), and is controlled from a switch labelled CABIN FANS STA 111
BULKHEAD on the pulley bracket box located on the upper forward side of the station
111 bulkhead, to the LH side of the bulkhead opening (refer to Figure 7-45).
Each fan has a three-position toggle switch located in the fan base to control the fan
speed (LOW/OFF/HIGH).
7.14.9 Cabin Fans – STA 332 Bulkhead

When S.O.O. 6379 is incorporated, a squirrel cage style blower fan is installed on the
aft side of the STA 332 bulkhead, directing air forward for circulation and passenger
comfort.
Power to the fan is routed from the CABIN FANS circuit breaker on the main CB panel
(refer to Figure 7-46), and is controlled from a switch labelled CABIN FAN STA 332
BULKHEAD on the pulley bracket box located on the upper forward side of the station
111 bulkhead, to the LH side of the bulkhead opening (refer to Figure 7-45). The switch
controls the fan speed (LOW/OFF/HIGH).
Figure 7-46 CABIN FANS Circuit Breaker Location (Typical)

Page of
SECTION 7
7.14.7 Flight Compartment Fans

When S.O.O. 6322 is installed, one or two fans are installed in the flight compartment
ceiling for windshield de-misting or flight compartment cooling.
Power to both fans is routed from the FLT COMP FANS circuit breaker (position B1) on
the main CB panel and is controlled from a switch labelled FLT COMP FANS on the
pulley bracket box located on the upper forward side of the station 111 bulkhead, to the
LH side of the bulkhead opening.
Each fan can be adjusted to direct the airflow in any direction. A three-position toggle
switch is located on the back of each fan and may be used to control each fan’s speed
(LOW/OFF/HIGH).

08 Feb. 2017 Page 7-101
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7.15 Hydraulic System

7.15.1 Overview
The hydraulic system operates the wing flaps, nose wheel steering, wheel brakes and
(if installed) the wheel-skis. The main components of the system are an electric motor-
driven pump, an emergency hand pump, a reservoir, damping and brake accumulators,
flap and nose wheel steering actuators, brake valves, and a flap selector. A filter,
pressure switch, relief and thermal relief valves, check valves, and pressure gauges
and transducers are also included in the system.
The system is pressurized by the motor-driven pump and pressure supply is retained
by the damping and brake accumulators. Pressure is immediately available from the
damping accumulator for operation of the flaps, nose wheel steering, and wheel brakes.
The brake accumulator supplements the damping accumulator in supplying the brakes,
and also maintains a reserve pressure for brake operation in the event of pressure loss
from the damping accumulator or failure of the motor-driven pump. The pressure switch
senses system pressure and regulates the operation of the motor-driven pump so that
a predetermined working pressure is always maintained by the two accumulators.
The emergency hand pump is provided for use in the event of failure of the motor-driven
pump. It may be used manually to pressurize the accumulators or to operate the wing
flaps and nose wheel steering directly. The two accumulators are precharged with
nitrogen, which is accomplished by a charging valve and a pressure gauge beside
each accumulator. The main power components of the hydraulic system (motor-driven
pump, reservoir, accumulators and their pressure gauges) are combined in a power
package mounted on the fuselage structure beneath the flight compartment floor. It is
accessible for servicing from both sides of the fuselage through access doors.

Page 7-102 08 Feb. 2017
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Figure 7-44 Hydraulic Power Pack
7.15.2 Electric Hydraulic Pump

The electric motor-driven hydraulic pump is powered from the left DC bus. It maintains
the damping and brake accumulators at a working pressure in response to pressures
sensed by the pressure switch. When pressure falls between 150 to 300 PSI below
the normal system pressure of 1,500 PSI, the motor-driven pump is energized and
pressurizes the accumulators to 1575 ± 50 PSI, at which pressure the pump is de-
energized. The motor-driven pump circuit is protected by a HYDRAULIC OIL PUMP
circuit breaker (position C6) on the main circuit breaker panel.
The HYDRAULIC OIL PUMP circuit breaker should not be pulled out except in the
event of an abnormality. It is neither necessary nor desirable to pull the HYDRAULIC
OIL PUMP circuit breaker to minimize electrical system demand prior to engine start.
7.15.3 Emergency Hand Pump

The emergency hand pump is located beneath the flight compartment floor with the
pump handle socket accessible through a hinged door in the floor to the right of the
left side pilot seat. The emergency hand pump is for use in the event of failure of the
motor-driven pump, to restore sufficient pressure to the system to operate all circuits.
The hand pump handle is stowed on the sub-floor structure below the fire extinguisher.

08 Feb. 2017 Page 7-103
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7.15.4 Hydraulic System Pressure Indications.

Both brake and system hydraulic pressures are displayed within the system window of
the multifunction display.
Amber caution level CAS messages (in flight) or red warning level CAS messages (on
ground) are provided if the hydraulic pressure drops below 1,200 PSI. In addition, the
display of system and brake hydraulic pressure will change to an amber or red inverse
video background as appropriate. A red warning level CAS message is provided if the
HYDRAULIC OIL PUMP circuit breaker is open circuit at any time.
Figure 7-45 Hydraulic Pressure Display
7.15.5 Hydraulic Pump Temperature Monitoring

The temperature of the electric motor that drives the hydraulic pump is monitored by a
discrete sensor attached to the motor. In the event of an overheat condition, an amber
caution level CAS message HYDRAULIC PUMP OVER TEMP will appear in the CAS
list.

Page 7-104 08 Feb. 2017
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Figure 7-46 Hydraulic System Schematic

08 Feb. 2017 Page 7-105
SECTION 7
7.16 Landing Gear

7.16.1 Standard Landplane
The landing gear is a non-retractable type and consists of two main landing gear units
and a nose landing gear. Each main landing gear unit consists of a wheel mounted on
a stub axle which is attached to a Y strut assembly hinged to the side of the fuselage.
Each Y strut assembly is a serialized unit. Compression urethane shock absorbers
are connected between the Y strut and the fuselage. A hydraulically operated brake
assembly is embodied in each wheel unit. Each main landing gear leg is enclosed in a
two-piece fairing. The nose landing gear consists of a pneumatic/hydraulic shock strut
with a hydraulically operated steering mechanism and a nose wheel installed in the
strut fork assembly. A tail bumper is installed on the underside of the rear fuselage.
Figure 7-47 Landing Gear (landplane)
7.16.2 Nose Wheel Steering

The nose wheel is steerable over a range of 60°s to left and right of the center position
for purposes of low speed ground maneuvering. Steering is controlled from a steering
lever which pivots about the hub of the left control wheel and is labelled N.W. STEER,
with directional arrows R and L. The nose wheel is swivelled by a hydraulically-operated
steering actuator mounted on the nose gear strut; the actuator being connected to a
steering collar and torque links at the lower end of the strut. The steering lever is
connected by a cable and pulley system to a drum on the actuator steering valve,

Page 7-106 08 Feb. 2017
SECTION 7
which controls the direction and amount of turn in response to steering lever up
or down movement. A spring-loaded latch retains the nose wheel in the centered
position in flight. For ground handling purposes, the nose gear leg torque links may be
disconnected by removing a pip pin so that the leg can caster freely.
Unnecessary pressure on the steering lever while airborne should be avoided in order
to prevent unnecessary loads on the steering lock mechanism.
7.16.3 Wheel Brake System

Cleveland wheels and brakes, manufactured by Parker Hannifin, are provided as
standard equipment. The main landing gear wheels are equipped with hydraulically
operated disc brakes which are applied independently by brake pedals integral with
the rudder pedals. Each brake is a single caliper, 4 piston, external disc design, with
sintered metallic pads. The main landing gear consists of two cast magnesium 11.00
– 12 divided wheels.
A parking brake handle retains the brakes in the on condition when the pedals are
depressed. Less than full braking pressure is applied when the park brake is engaged,
and chocks should be used if the aircraft is not on a level surface. Brake pressure is
supplied from a brake accumulator which is pressurized by the hydraulic system electric
motor-driven pump or hand pump. Brake system hydraulic pressure is displayed on the
multifunction display.
7.16.4 Parking Brake

The parking brake handle is located on a structure between the rudder pedals at the left
pilot position. After the left side brake pedals are depressed, the parking brake is applied
by pulling the handle; this retains the brake torsion springs so that the brake pedals
cannot return to the off position. The parking brake is released by applying additional
pressure on the left pilot position brake pedals and pushing in the brake handle.

08 Feb. 2017 Page 7-107
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7.17 Flight Controls

7.17.1 Overview
The flight controls are conventionally operated through pulley and cable systems and
mechanical linkage by a control column, control wheel and rudder pedals. The control
column is of a dual Y configuration located on the aircraft centerline with a control
wheel pivoted at the upper end of each arm. The ailerons lower with the wing flaps
and their degree of movement, including degree of differential movement, increases
proportionately with flap deflection. The ailerons move differentially at any flap position.
The left elevator, rudder and left aileron are equipped with flight adjustable trim tabs,
and the right elevator with a trim tab that is interconnected with the flaps. A geared tab
(a servo tab) is installed on each aileron and on the rudder.
7.17.2 Control Column

The dual ‘Y’ configuration control column supports left and right control wheels that are
interconnected through a chain and sprocket system and linked to the aileron control
system A double acting spring strut attached to the forward side of the right arm of
the control column assists the return of the aileron controls to the neutral position. A
control arm attached to a transverse torque tube on the base of the control column is
connected to the elevator control system. A nose wheel steering lever on the control
column pivots about the hub of the left side control column. A microphone switch is
mounted on each control wheel. Some of the non-structural covers on the control
column are made of Fiberglas®.
7.17.3 Rudder Pedals

Rudder pedals are installed at the pilot and co-pilot positions. Each set of rudder
pedals is adjustable fore and aft for comfortable reach by means of a knob below each
instrument panel. When the knob is pulled, leg reach can be adjusted by allowing a
spring-loaded adjuster to move the pedals aft, or by exerting pressure on the pedals to
move the pedals forward. Re-engagement of the knob locks the pedals in the desired
position. The rudder pedals also function as independent left and right brake pedals
when the top of each pedal is pressed forward.
7.17.4 Elevator Trim

The adjustable trim tab on the left elevator is controlled by means of an elevator trim
wheel on the trim console inboard of the left pilot seat. Indication of tab position,
including correct tab position for take-off, is provided on the multifunction display and
by the mechanical pointer forward of the elevator trim bullwheel. The take-off range
corresponds to between 3° nose up to 3° nose down. Elevator trim is applied through
a drum and cable system and a screw jack to which the tab is connected.

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Figure 7-48 Trim Tab, Flap Position, and Hydraulic Pressure System Window
7.17.5 Flap/Elevator Interconnect Trim

The flap/elevator interconnect trim tab on the right elevator provides for automatic
adjustment of longitudinal trim when the flaps are operated to maintain pitch attitude.
The flap operating mechanism is coupled to a screw jack which transmits proportional
movement to a cable and pulley system which operates the tab through a second screw
jack.

08 Feb. 2017 Page 7-109
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Figure 7-49 Flight Control Surfaces
7.17.6 Rudder Trim

The rudder trim tab, which is above the geared tab on the rudder trailing edge, is
adjustable by means of a rudder trim wheel on the trim console. Indication of tab
position, including correct tab position for take-off, is provided on the multifunction
display and by a mechanical pointer forward of the rudder trim control. Trim wheel
movement is transmitted through a drum and cable system to a screw jack to which the
trim tab is connected.
7.17.7 Rudder Geared Tab

The rudder geared tab is located on the lower portion of the rudder trailing edge and
provides aerodynamic assistance by moving proportionately in the opposite direction. A
gearbox on the lower rudder hinge bracket transmits a varying ratio of rudder movement
to the geared tab through a linkage of rods and levers.
7.17.8 Aileron Trim

The aileron trim tab is hinged to the trailing edge of the outboard end of the left aileron.
The tab is operated electrically by an actuator housed in the aileron, and controlled from
a switch on the trim console. The trim control switch is a rocker type press switch with
a center-off position and two momentary-on positions. A label inside the translucent

Page 7-110 08 Feb. 2017
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knob is marked LW DN and RW DN. The electrical circuit is protected by an AILERON

TRIM ACTUATOR circuit breaker (position B18) on the main circuit breaker panel. The
direction and degree of trim applied is shown on the multifunction display.
7.17.9 Aileron Geared Tabs

A geared tab is hinged to the trailing edge of the inboard end of each aileron, and
provides aerodynamic assistance to aileron movement. Each tab moves a proportionate
amount in the opposite direction to the aileron to which it is attached, by means of a rod
connecting it to the aileron arm. The gearing of the tab varies with flap deflection.
7.17.10 Flight Control Locks

All flight controls can be locked when the aircraft is parked. The rudder is locked in
the neutral position by centering the rudder pedals and lifting the lever in the floor
labelled LIFT FOR GUST LOCK in the floor just aft of the left side rudder pedals.
The lever is connected through a permanently installed mechanical linkage below the
flight compartment floor to a spring-loaded plunger which engages a detent in the
rudder control quadrant. The rudder lock lever is retained in the locked position by a
spring-loaded spigot at the lower end of a vertical strut, which is interconnected with
the aileron and elevator lock. The aileron and elevators are locked by a device which
braces the left control wheel and control column arm to the instrument panel structure.
The control wheel is secured by two prongs engaged with the right yoke of the control
wheel, and the column is braced between two lugs on the column and one lug on the
instrument panel structure.
A folding gust lock warning flag is mounted on the aileron and elevator gust lock hook
assembly, which covers the flight instruments when the gust lock is in place. The aileron
and elevator control lock assembly is stowed in a bracket and retainer strap under the
left pilot seat; the rudder vertical strut assembly is stowed behind the left pilot seatback.
7.17.11 Indication and Warning

Rudder and elevator trim positions and the flap setting are monitored for correct take-off
configuration. When the aircraft is on the ground, the rudder and elevator triangular
pointers will turn green when trims have been set within the approved range for take-off,
and the flap position indicator will turn green when flaps have been set within the
approved range (10° for landplanes, 20° for floatplanes) for take-off. If a take-off is
attempted with trims or flaps out of range, the appropriate indication will turn red, the
NO TAKEOFF warning will be displayed in the attitude indicators, and the take-off
configuration aural warning will sound.
Aileron trim position is not monitored by the take-off configuration warning system.
In flight, the three triangular indicators are displayed in white. in the event of a failure of
a flap or trim position sensor, the affected display will be replaced with an amber cross.

08 Feb. 2017 Page 7-111
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When on ground, the aircraft is monitored for Take-off Configuration by the Monitoring
Warning System (MWS). The MWS monitors the position of the elevator and rudder trim
tabs. If the tab positions do not correspond to the correct take-off position, a Take-off
Configuration advisory will be shown in the CAS window of the systems MFD. If the
two trim tab positions are not within the correct take-off range and the engine torque is
increased to more than 20 PSI with airspeed of less than 40 KIAS, the Flight Alerting
System (FAS) will initiate a NO TAKEOFF warning on the PFD and a No Take-off voice
callout will be heard.
The green bands indicating ‘take-off range' on the Apex system display of elevator
and rudder trim are fractionally larger than the corresponding white bands indicating
‘take-off range' that are adjacent to the mechanical pointers for elevator and rudder trim
position on the trim panel. This is deliberate, to avoid spurious activation of the take-off
configuration warning system if the pilot has set a trim tab to the extreme limit of range
according to the white markings on the trim panel.
In the event of a disagreement between the indication provided by the mechanical

pointers for elevator and rudder trim position and the electronic indications for elevator
and rudder trim position displayed on the Apex system, the mechanical pointers shall
be considered authoritative.

Page 7-112 08 Feb. 2017
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Figure 7-50 Series 400 Instrument Panel – (drawing)
08 Feb. 2017 Page 7-113
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Figure 7-51 Series 400 Instrument Panel
Page 7-114 08 Feb. 2017
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7.17.12 Document Stowage

A book-holder is provided at the forward end of the footwell between the two pilot seats
to permit storage of the POH/AFM (Section 1 to 10 inclusive), and the Honeywell Pilot
Guide for Primus Apex®. These two books must always be carried on board. The
book-holder is placarded to limit the dimensions of the books to 10 inches by 10 inches
by 3 inches (26 cm by 26 cm by 8 cm). It is essential that this limitation be respected.
Larger documents may interfere with free movement of the control yoke.
7.17.12.1 Approach Plate Holder

A removable approach plate holder is provided. This fits into a slot on the left side of
the pedestal attached to the center column of the control yoke.
This holder is designed to hold approach plates only. It is not intended to be used as a
writing surface.
It is recommended that the approach plate holder be removed and stowed when not in
use.
7.17.13 Wing Flap System

The wing flaps consist of inboard and outboard fore flaps and an inboard trailing flap on
each wing. The fore flaps are hinged to flap hinge attachment brackets which extend
from the wing rear spars, and each trailing flap is hinged by its own hinge arms to hinge
arms on the inboard fore flap. Each aileron is hinged to its corresponding outboard fore
flap. The wing flaps are operated hydraulically by an actuator in the cabin roof through
a system of push-pull rods, levers, and bellcranks, and can be selected to any desired
setting within a range of 0° to 37.5° by a flap selector lever. A flap-elevator interconnect
tab on the right elevator is linked to the flap control system and operates simultaneously
with the flaps to provide compensating longitudinal trim.
7.17.13.1 Flap Selector Lever

The flap selector lever is mounted on the overhead console and moves in a slot labelled
FLAPS and with position settings marked at 0, 10, 20, and 37. The selector lever
incorporates a lock lever which engages a toothed quadrant and positively retains the
lever in any selected position. The lock lever knob projects from the selector handle and
must be depressed to disengage the lock prior to operation of the selector lever. The
selector lever is connected through a quadrant and cable system to the flap actuator
operating valve.

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Figure 7-52 Wing Flap Components
7.17.13.2 Indication and Warning

A symbolic view of the flap position is provided within the Flight Controls window of
the systems MFD. When the aircraft is on the ground, the pointer symbol representing
flap position will appear in green when flap has been selected to the correct value for
take-off (10° for landplanes, 20° for floatplanes). The full flap extension position, which
actually corresponds to 37.5° average flap extension, is shown as 37° on the screen
because the display field is limited to 2 digits.
If the airspeed exceeds the limit applicable to current flap extension (no more than
103 KIAS with flap 10° extended, and no more than 93 KIAS with more than flap 10°
extended), the Flight Alerting System will initiate an “Overspeed” warning on the PFDs
and a “Speed” voice callout will be heard. A red V-constraint bar will be shown on the
right side of the PFD airspeed indicator tape, and the display of airspeed digits will
change to red.

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When on ground, the aircraft is monitored for Take-off Configuration by the Monitoring
Warning System (MWS). The MWS monitors the position of the flaps. If the flap
position does not correspond to the correct take-off setting for the type of gear fitted to
the aircraft, a Take-off Configuration advisory will be shown in the CAS window of the
systems MFD. If the flap position is not at the correct take-off setting and the engine
torque is increased to more than 20 PSI with airspeed of less than 40 KIAS, the Flight
Alerting System (FAS) will initiate a NO TAKEOFF warning on the PFD and a No
Take-off voice callout will be heard.
When the aircraft is on the ground, the pointer of the flap position indicator will turn
green when the correct flap position for take-off has been selected. When the flaps are
retracted and the aircraft reaches cruise speed, the flap position indicator dims to grey
to reduce display clutter. In flight, the pointer symbol will appear in green when flap has
been selected to 10°, 20°, or 37°.

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7.18 Primus Apex® Avionics Suite

To permit a coherent description of the fully integrated avionics suite installed in the
DHC-6 Series 400 Twin Otter, the pages that follow include descriptions of some
components that are optional at extra cost and are not included in the basic aircraft.
The definition of what is standard equipment and what is optional equipment is provided
later in this document, beginning at Para 7.26.
The Primus Apex® Software and all parts thereof installed in the aircraft are subject
to various Honeywell proprietary rights. The Software License Agreement covers
the aircraft owner/operator for the usage of the software installed in the aircraft and
any updates, but only the functionality the customer has paid for. By accepting the
License, Honeywell grants the aircraft owner/operator a nonexclusive license to use
one electronic copy of the Software, solely in conjunction with the installed avionics
equipment, to operate the specific aircraft identified at the time the License was granted
to the owner/operator. Any other uses, copying or distribution of the Software without
prior written approval are strictly prohibited. Honeywell retains all title and interest in
and to the Software.
7.18.1 Scope
Detailed instructions for operation of the Honeywell Primus Apex® avionics suite are
provided in the Honeywell Primus Apex® Integrated Avionics System Pilot Guide for the
DHC-6 Series 400, Honeywell publication number D200810000022. The Honeywell
Pilot Guide is an appendix to Section 7 of this POH and must always be carried on
board the aircraft.
The description of the Honeywell avionics system and Honeywell components in the
following pages provides only a high level overview of the Apex system and is not
intended to substitute for or to replace the contents of the Honeywell Pilot Guide.
For L3 GH-3100 Electronic Standby Instrument System (ESIS) equipped aircraft (Pre
Mod 6/2170), detailed instructions for operation of the ESIS are provided in the L3
GH-3100 ESIS Pilot Guide publication number TP-560 at Revision F, or later revision.
For L3 GH-3900.2 Electronic Standby Instrument System (ESIS) equipped aircraft

(Post Mod 6/2170), detailed instructions for operation of the ESIS are provided in the
L3 GH-3900.2 ESIS Pilot Guide publication number 0040-34400-01 at Revision E, or
later revision.
The description of the L3 ESIS in the following pages provides only a high level overview
of the ESIS and is not intended to substitute for or replace the contents of the L3 Pilot
Guide.

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7.18.2 Instrument Panel Description

The aircraft is equipped with a Honeywell Primus Apex® ‘glass cockpit’ integrated
avionics system interconnected via various data buses. The Apex system architecture
is designed to allow multiple system options, future system enhancements, and future
feature upgrades – many of which can be installed by way of software upgrades.
The integrated design approach provides a consistent display format across all of the
instrument panel display units and display controllers.
The avionics suite is based on a four display unit layout, arranged in a T configuration.
All of the cockpit controls, switches, and displays are readily accessible to the pilot
for single pilot operation. There is a single overhead panel located directly above the
left pilot windshield that contains controls for engine starting, ignition, DC electrical,
and landing lights. Circuit breaker panels are located on the left wall of the flight
compartment and at the base of the instrument panel pedestal. All aircraft system
controls and switches are located on two sub-panels, directly below the two primary
flight displays.
The left display unit (DU) is the pilot’s primary flight display (PFD), the center upper DU
is normally used for the situational awareness multi function display (MFD), the lower
MFD is normally used for the systems MFD, and the right DU is the co-pilot’s PFD. The
presentation of information on the two MFD’s can be electronically swapped to display
systems on the upper MFD and situational awareness on the lower MFD.
These four display panels are installed in a single-piece, shock mounted instrument
panel.
To the right of the pilot’s PFD is the Electronic Standby Instrument System (ESIS), the
main function of which is to display altitude, attitude, heading, and airspeed in the event
of a total failure of the primary avionics system or a total electrical failure. The ESIS is
powered by a dedicated battery that is entirely independent of the main DC electrical
system.
A Thommen quartz chronometer is located inboard of the co-pilot’s PFD. The clock
occupies a 3 ATI standard space, and two additional 3 ATI spaces are provided below
the clock for optional equipment such as HF radio or satellite communications controls.
The KMA 2210 PFD and radio control panels are directly inboard of each PFD. The KMA
29 audio control panels are directly above each PFD. The KMC 9200 flight guidance
control panel is directly above the upper multifunction display.
Fuel system controls and switches are located directly below the ESIS, on the left side
of the instrument panel. Engine fire control switches are mounted outboard of the flight
guidance control panel.
The MFD controller, the display reversion control panel, and dimming control for the
instrument panel are located on the aft face of the center control yoke.

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The lower sub-panel on the left side contains all switches for internal and external
lighting and for the most commonly used ice and rain protection controls. The lower right
sub-panel contains switches for heating and ventilation controls, certain emergency
and configuration functions, and for optional surface de-ice boots. Engine fire detection
indication and control switches are mounted outboard of the flight guidance control
panel, at the top center of the instrument panel. Dimming controls for instrument panel
lighting are mounted forward of the multifunction controller on the control yoke.

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Figure 7-53 Apex Architecture
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7.18.3 Avionics System Functionality

The Apex system includes the following functions:
Electronic Display System and Graphics Generation

Configuration Management System (CMS)
Automatic Flight Control System (AFCS) – will be available at a later date
Multi Mode Digital Radios (MMDR)
Flight Management System (FMS)
Monitor Warning Function (MWF) including Crew Alerting System (CAS)
Data acquisition functions
Maintenance functions
The Apex system connects to and controls the following stand-alone Honeywell
equipment:
Air Data Attitude Heading Reference System (ADAHRS)

Multi-Mode Digital Radios (MMDR)
Weather Radar System (WX)
Radar Altimeter System (RA)
Global Positioning System (GPS)
Class A Terrain Awareness and Warning System
Mode S Transponder
Traffic Collision Avoidance System (TCAS I or II)
Distance Measuring Equipment (DME)
XM Satellite Weather
HF Radio (via the audio panel only, the HF has its own 3 ATI control head)
Satellite telephone (via the audio panel only, the satellite phone has its own control
head)
The Apex system connects to and, in the case of the Stormscope, controls the following
stand-alone equipment provided by other companies:
L3 Stormscope (optional)

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AMETEK Fuel Quantity Measurement Computer

Other aircraft systems
An Electronic Standby Instrument System (ESIS) is installed and displays altitude,

attitude, airspeed, and magnetic heading. The ESIS is completely independent from
the APEX system.
7.18.4 Acronyms and Abbreviations

A complete list of acronyms and abbreviations used to describe the components and
functions of the avionics system is provide in the Honeywell Primus Apex® Integrated
Avionics System Pilot Guide for the DHC-6 Series 400.
7.18.5 Modular Avionics Unit (MAU)

The Primus Apex® system uses card-based components installed in a Modular Avionics
Unit (MAU). Communication between the system components hosted in the MAU is via
a high integrity bus network called the Avionics Standard Communication Bus (ASCB).
Single channel Apex equipment is powered by a single circuit breaker and dual channel
Apex equipment is powered by two circuit breakers, each connected independently to
each channel of the equipment and powered from different aircraft electrical busses.
The MAU is installed on the upper of the three avionics racks between the nose
baggage compartment and the flight compartment. It consists of a cabinet/chassis
containing a backplane circuit card assembly, two cooling fans, and 12 user module
slots that host a variety of line replaceable modules. The MAU cabinet is divided into
two channels (A and B), and each channel is electrically isolated from the other with
its own power supply module, Network Interface Controller (NIC) module and data
communications backplane. The dual channel architecture of the MAU allows system
functions to be distributed between channels. All modules are field replaceable and
software updates can be loaded in the field. The modules communicate to the Avionics
Standard Communications Bus (ASCB) via the NIC modules.
The ASCB consists of two independent busses, the left and right busses corresponding
to pilot and co-pilot side primary data. Each NIC in the system reads and writes to the
onside primary bus, and reads from the cross-side primary bus.
The aircraft wiring interface to the MAU is segregated into two systems, MAU Channel
A to system 1 (left side aircraft wiring) and MAU Channel B to system 2 (right side
aircraft wiring).
The communication mechanism that Line Replaceable Units (LRUs) in the Apex system
use to communicate is called the Virtual Backplane. The Virtual Backplane concept
allows more than one physical MAU cabinet to be installed and for all MAU cabinets
on an aircraft to function as if they were a single cabinet. At present, only one MAU
cabinet is installed in the Series 400 Twin Otter. The Virtual Backplane comprises a

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high integrity bus network called Avionics Standard Communication Bus (ASCB) and
the software and hardware mechanisms within the LRUs that communicate on ASCB.
In the DHC-6, only channels A and B of the MAU are directly connected to ASCB.
Line replaceable units (LRU) connected to ASCB use a common interface bus control
module called a Network Interface Controller (NIC). The NIC provides a high integrity
method for an LRU to interface with the ASCB.
A 10BASE2 thin Ethernet Local Area Network (LAN) connection using a BNC (Bayonet
Neill-Concelman) connector provides a general purpose method of transferring data
to any LRU in the APEX system. Typical use of the LAN is on-ground data transfer
(software installation) and maintenance data transfer (data collection). The LAN is
connected to each channel of the MAU, to the multifunction (MF) Controller, and to the
maintenance panel.
The Apex system includes two Monitor and Warning Function (MWF) systems
that independently calculate the logic for Crew Alerting System (CAS) messages.
Comparison monitors within the display system alert the pilot when there is difference
between the results generated from MWF system 1 and MWF system 2.
MWF system 1 displays DAU channel A CAS messages and MWF system 2 displays
DAU channel B CAS messages. Both channels of a DAU should always output the
same message but in the event of a malfunction the two DAU channels could disagree
and trigger the miscompare monitor.
In normal operation there should be no discrepancy between the calculations of the two
MWF systems. In the event of a fault in a DAU channel that results in different outputs
between DAU channels, the CAS miscompare monitor will activate. The pilot may
then toggle the CAS message window between MWF system 1 and MWF system 2 by
pressing the bezel button beside the small amber ‘MW' square to display and compare
output from each of the two MWF systems. By identifying the difference between
the CAS messages generated by the two MWF system, and then gathering further
information about the affected aircraft component from other sources (e.g. engine
indications, mechanical trim indications, visual observation of flap or control surface
positions, etc.), it should be possible to determine which MWF system is most credible.
Under certain rare circumstances (for example, an advisory maintenance message

concerning one of the two DAUs) both MWF systems will be correct. The difference
between the MWF systems will trigger a MW annunciation because the DAU
maintenance message sent to each individual MWF will contain fractionally different
text (DAU channel ‘A' self-identification sent to MWF 1 will differ from DAU channel ‘B'
self-identification sent to MWF 2).
Certain types of data such as navigation database updates may be uploaded to the
aircraft by using the SD (Secure Digital) card slot on the multifunction controller.

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Figure 7-54 MAU Schematic

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The following LRUs are installed in the MAU cabinet:
1 The Power Supply (PS) module. Each channel of the MAU has a dedicated,
independent power supply. Either power supply can operate both of the MAU
cabinet cooling fans. Each power supply receives power from both the left and
right busses. The PS modules contain no processing or backplane communication
capability.
2 The Network Interface Controller (NIC) modules provide a gateway for the MAU
modules to access the ASCB and the LAN. Two NIC modules are installed, one for
each channel of the MAU.
3 The Aircraft Personality Module (APM) is a memory storage device contained within
the MAU NIC backshell connectors. Two APM’s are installed, one for each channel
of the MAU. They contain Apex configuration data – typically, avionics system
identifier, aircraft type, aircraft serial number, installed configuration options and
system settings. The APM enables components such as individual cards within the
MAU to be removed and replaced quickly, without the need to reconfigure the card
for a specific aircraft.
4 The Advanced Graphics Module (AGM) is a single channel module and one
AGM is installed for each channel of the MAU. The AGM does general purpose
processing as well as display processing and graphics generation. The configuration
management function (CMS), flight management System (FMS), electronic display
of Jeppesen charts function and maintenance functions (CMC) are also hosted on
the AGM module. AGM 1 (MAU channel A) drives the pilot PFD and upper MFD
and AGM 2 (MAU channel B) drives the co-pilot PFD and lower MFD. A repeater
capability allows the Pilot PFD to be displayed on the co-pilot PFD (and vice-versa)
in the event of a single AGM failure. The display controllers, MF controller and
Display Reversion Control Panel (DRCP) connect to the AGMs. AGM integrity is
monitored by the Monitor Warning Function (MWF), which verifies that the data
selected by the AGM for display on the DUs has high integrity.
5 The Generic Input/Output (GIO) Module is a dual channel module. Each module
channel is connected to a different MAU backplane (channel A and B). The GIO
module translates aircraft I/O data onto and off of the ASCB via the MAU’s backplane.
The GIO also translates selected fuselage signals from analog to digital, and then
sends this digital data back to the Data Acquisition Units (DAU) for consolidation.
6 The Custom Input/Output (CSIO) Module is a dual channel module, each module
channel is connected to a different MAU backplane (channel A and B). The CSIO
module also translates aircraft I/O data onto and off of the ASCB similar to the
GIO module, but is more specialized to meet aircraft model-specific interface
requirements. The CSIO also translates selected fuselage signals from analog to

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digital, and then sends this digital data back to the Data Acquisition Units (DAU) for
consolidation.
7 The Actuator Input/Output Processor (AIOP) Module is a single lane module

and one is installed for each channel of the MAU. The AIOP module is principally
associated with the Automatic Flight Control System (AFCS). The AIOP has primary
responsibility for the AFCS.
7.18.5.1 Theory of Operation

All the MAU modules use a Honeywell proprietary operating system called Digital
Engine Operating System (DEOS). This system provides time and space partitioning
that allows functions of mixed criticality levels to coexist on the same processing
platform and isolates application software from the underlying hardware used in many
of the modules and units.
The Apex operational software for the MAU is installed in each aircraft during production
and subsequently may be re-installed in the field when software updates become
available. Apex operational software is distributed on a CD-ROM. Data loading from
the CD-ROM is accomplished by using a PC laptop connected to the Apex system
installed on the aircraft via a LAN connector located in the nose avionics bay.
The System Configuration and Data Loading window is a page selection on the
systems MFD lower left 1/6th window. This page is only available for display when the
aircraft is on the ground. The SYS CONFIG window displays 12 pages of configuration
information for all software and data bases installed in the MAU. It does not display
information about the software version loaded in the Data Acquisition Units (DAUs).
When the Data Loading window is displayed, the multi function controller joystick control
is used to select one of the four selections to start the Data Load process.
7.18.6 Data Acquisition Unit (DAU)

The aircraft is equipped with two dual-channel data acquisition units (DAUs) that
collect and process various analogue, discrete, resistive, variable voltage and other
signals from the engines and airframe and then encode this data into digital format for
transmission via ARINC 429 data link to the MAU. The DAUs are mounted above the
cabin headliner, approximately abeam the trailing edge of the wings.
All non-avionic aircraft sensor data required to drive system pages, CAS messaging
and monitors and inhibit logic is fed to the DAU. An external signal connecting to the
DAU is brought in through a single set of pins on the connector, internally routed to two
sets of input-output (I/O) circuitry, processed redundantly by independent processors,
and transmitted redundantly onto the ARINC 429 busses to the MAU. Each DAU is a
dual channel device for most signals. A subset of lower criticality signals are single
channel on the A side and a subset of lower criticality signals are single channel on the
B side. These single channel signals are processed by one channel and communicated

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to the other channel for further processing and transmission. The DAU channels are
powered by independent power supplies. The primary benefit of this architecture is
that no single point failure can cause the loss of I/O processing in both channels. A
secondary benefit is the ability to redundantly process I/O without having to externally
splice wires to more than one connector.
The ARINC 429 outputs to the MAU are a combination of graphics commands to drive
systems indications, CAS message triggers, monitors that trigger aural warnings and
PFD alerts, and phase of flight inhibit logic bits that are used by the MAU monitor and
warning function (MWF) to inhibit selected CAS messages during certain phases of
flight. The ARINC 429 data to the MAU also includes data required by the MAU to do
logic related to avionic systems.
Each ARINC 429 input to the MAU is split internally within the MAU and available to
both channels I/O modules. Each channel of the MAU reads the ARINC 429 data
independently and makes the data available to the ASCB bus. Once the data is placed
on the ASCB bus it is available to all applications within the MAU regardless of channel.
The relevant applications in each channel of the MAU use this data to drive displays
and alerts.
Numerous sensors have been added to the aircraft to detect conditions such as primary
and secondary control surface position, flap position, power lever angle, and hydraulic
pressures. Data from these sensors is either routed to the DAUs for processing or
supplied directly to I/O cards in the MAU. The data is then used to generate information
presented to the crew on the Apex display units, or converted into ARINC 717 format
for supply to the flight data recorder, or both.
Both DAUs operate continually, and process all signals independently using dual
channel architecture. Outputs from both channels are used and monitored for
consistency. A small avionics cooling fan is installed above the cabin roof panels.
The fan circulates air over the DAUs to disperse heat. The fan is controlled by a thermal
sensor mounted on the DAU maintenance panel (immediately forward of the DAUs)
and operates automatically when needed. The fan is supplied with power from CB U2
on the aft cabin CB panel.
7.18.7 Configuration Management System

The avionics system uses a hardware and software based configuration management
system to ensure that variables that change with gear configuration (such as VMO,
VYSE, approved take-off flap settings, etc.) and variables that change within aircraft
option fitment are correctly presented on the pilot displays. A software configuration
file matching the gear and option configuration of the aircraft is loaded into the MAU.
The two DAUs are physically strapped to generate a binary bit corresponding with the
gear and option fitted to the aircraft. If the software file and DAU strapping match,
the aircraft gear configuration and engine fitment is displayed in plain text on the CAS

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message screen at power-on. If the two values do not match, a red warning level
configuration error message is displayed. Gear configuration settings may be changed
by a maintenance technician. The ADAHRS must also be configured for the gear
configuration fitted to the aircraft.
7.18.8 Air/Ground System

The aircraft “in air” or “on ground” (Air/Ground) status is determined from data supplied
by two of the avionics components that are connected to the Modular Avionics Unit
(MAU):
- Indicated airspeed (ADAHRS computed)

- Radar Altimeter – altitude
40 KIAS is the indicated airspeed threshold used to determine air/ground status.
Each channel of the dual-channel MAU does its own independent monitoring of Air
/Ground status. The results are then compared for consistency. If the MAU determines
a disparity between the monitors by comparison monitoring, a correct determination
of the AIR/GND status is still possible as the suspect (invalid) monitor is disregarded
in the determination. If the MAU determines that all monitors disagree it results in an
invalid Air/Ground state. If the Air/Ground state is invalid an AIR/GND FAIL caution will
be shown on the Crew Alerting System (CAS).
When the AIR/GND FAIL caution is present the Air/Ground state defaults to AIR.
7.18.9 ADAHRS
7.18.9.1 General
The aircraft is equipped with one dual channel KSG 7200 Air Data and Attitude Heading
Reference System (ADAHRS). Each channel has a separate power supply, Channel A
from the left 28 Volt DC bus and Channel B from the right 28 Volt DC bus. The system
provides primary attitude, heading and air data parameters from each channel to the
Modular Avionics Unit (MAU). This design ensures that a single component failure will
not affect both channels.
7.18.9.2 Description
Each channel of the ADAHRS contains a solid-state micro-electro-mechanical systems
(MEMS) technology sensor block, which contains three rate sensors and three
accelerometers in an orthogonal triad configuration. The triad in Channel B is skewed
relative to Channel A. Each channel has a connection for an Outside Air Temperature
(OAT) probe, a magnetometer, and two isolated absolute pressure sensors (one for pitot
and one for static pressure). Channel A receives inputs from the left pitot tube, lower
static ports, one magnetometer and one channel of the temperature probe. Channel

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B receives inputs from the right pitot tube, upper static ports, the other magnetometer
and the second channel of the temperature probe. Each channel of the ADAHRS has
a Central Processing Unit (CPU). The ADAHRS is installed in the nose avionics rack.
A Rosemount (Goodrich) dual element OAT sensor is mounted just forward and below
the ram air scoop on the left side of the fuselage to supply the ADAHRS with OAT data.
Two KMG 7010 magnetometers are mounted near the outboard end of the right wing
(Pre Mod 6/2171), or in the vertical stabilizer (Post Mod 6/2171), one for each channel
of the ADAHRS.
During normal operation, the left pilot’s PFD receives ADAHRS source data from
the left pitot tube and lower static ports and ADAHRS Channel A. The right pilot’s
PFD receives ADAHRS source data from the right pitot tube, upper static ports, and
ADAHRS Channel B.
7.18.9.3 Operation
Each ADAHRS channel CPU receives air data, temperature and heading information
from that channel’s sensor block and passes it to the other channel. Both CPUs then
compare the data to verify sensor integrity. Verified ADAHRS information is sent to
each channel of the MAU for display on the Apex system.
If the data from a sensor does not pass the verification check the data is discarded and
will not be used. A fault signal will be sent to the MAU and a caution will be posted on
the CAS. In this case the ADHRS button on the PFD Controller of the failed side can be
pressed to change the ADAHRS source channel to the opposite side. An amber text
message will appear in the HSI window when both PFDs are using the same ADAHRS
source channel.
7.18.9.4 Reversion
The left and right Primary Flight Display controllers each have an ADHRS button,
which can be used to change the PFD ADAHRS source channel. In the event of
failure or degradation of the signal from the channel normally used, the signal from the
opposite-side channel may be selected. ADAHRS source annunciations will be shown
in amber in the lower left region of PFD ADI window when the same source has been
selected on both left and right PFDs, otherwise, the source annunciation is displayed
in white.
7.18.9.5 Indication/Warning
The Crew Alerting system (CAS) window of the systems Multi Function Display (MFD)
displays the following Cautions and Advisory messages for the ADAHRS status.

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ADC refers to the Air Data Computer (pitot, static, and temperature) portion of the
ADAHRS, and AHRS refers to the Attitude and Heading Reference System portion of
the ADAHRS. OAT refers to problems with the air temperature probe.
AMBER CAUTION
ADC A FAIL Loss of altitude and airspeed data from ADAHRS Channel A
ADC B FAIL Loss of altitude and airspeed data from ADAHRS Channel B
ADC A+B FAIL Loss of altitude and airspeed data from ADAHRS Channel A
and B
AHRS A FAIL Loss of attitude and heading data from ADAHRS Channel A
AHRS B FAIL Loss of attitude and heading data from ADAHRS Channel B
AHRS A+B FAIL Loss of attitude and heading data from ADAHRS Channel A
and B
CYAN ADVISORY
CHANNEL A OAT FAIL Loss of air temperature from ADAHRS Channel A

CHANNEL B OAT FAIL Loss of air temperature from ADAHRS Channel B
CHANNEL A+B FAIL Loss of air temperature from ADAHRS Channel A and B

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Figure 7-55 Apex Display System Schematic

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7.18.10 Display Control And Window Configuration

The Apex Avionics suite is based on a four Display Unit (DU) layout arranged in a T
configuration. The four KDU 1080 display units are numbered as follows:
DU 1 is the left pilot’s PFD.

DU 2 is the upper MFD (default format is Situation Awareness Display MFD).
DU 3 is the lower MFD (default format is Systems Display MFD).
DU 4 is the right pilot’s PFD.
The DUs are simple, rugged, inexpensive 10 by 8 inch LCD displays with integral LED
backlighting, and do not contain any flight operational software. All four are identical
and fully interchangeable. They are driven by the AGMs installed in the MAU. DUs
1 and 2 are driven by AGM 1, and DUs 3 and 4 are driven by AGM 2. The DU area
of display is divided into 1/6 screen size sections. These sections can be combined
into larger sections to provide the required display functionality. These sections of the
displays are referred to as windows.
Data entry and operation of the interactive windows is accomplished by PFD or MFD
controllers and/or the DU bezel buttons. The KMC 2210 PFD controllers only control
the PFDs. The KMC 2220 MF controller can control both the PFDs and the MFDs. The
two PFD controllers are installed inboard of each PFD and the single MF controller is
installed on the aft face of the control yoke.
In the event of failure of a PFD controller, the opposite side controller may be used to
control both displays independently.

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Figure 7-56 KMC 2220 Multifunction Controller Keypad
Figure 7-57 Multifunction Controller and Reversion Controller Mounting

(Mounted on the aft face of the central control column)

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7.18.11 Primary Flight Display

The Primary Flight Display (PFD) provides all the essential flight data to the pilot. The
PFD displays attitude, heading, airspeed and altitude in the left 2/3 window. The right
upper 1/6 window displays the engine indicators and the right lower 1/6 window displays
the radio controls. During normal operation, the PFD receives air data, heading inputs
for flight guidance, radio navigation or FMS data and engine instrument data.
The PFD is divided into the following display areas:
Flight Mode Annunciators (not presently used on the Twin Otter)

Attitude Director Indicator (ADI)
Airspeed
Altitude
Vertical Speed
Horizontal Situation (HSI) Displays and Annunciators
Radio Management
Engine Instruments

08 Feb. 2017 Page 7-135
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Figure 7-58 Primary Flight Display
Attitude information is displayed on the electronic Attitude Direction Indicator (ADI) and
heading and course information on the electronic Horizontal Situation Indicator (HSI).
The Avionics window on the systems MFD provides the pilot the capability to configure
display options on the ADI and HSI. The displayed data is compared by the comparison
monitors and if data is determined to be invalid or different between the right and left
PFD, warning, caution and miscompare annunciations are shown on the PFD. The
warning annunciators are shown in white on a red box or a red cross over the symbol
or tape. Some miscompare annunciators are shown in white on a red box and some
are shown in black on an amber box. The NO TAKEOFF and ATT FAIL annunciators
are shown in the same location on the ADI.
The following displays can be overlaid on the HSI in the partial compass (ARC) mode:
Traffic
Lightning Sensor (Stormscope)
Weather Radar
Terrain from TAWS

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Display of terrain from the TAWS and display of Weather Radar on the HSI are mutually
exclusive. Only one of the two may be overlaid on the HSI at any one time. If a TAWS
alert is generated when the weather radar overlay is active, the TAWS overlay will
automatically replace the weather radar overlay.

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7.18.11.1 Primary Flight Display Controller

Figure 7-59 illustrates the controls on the KMC 2210 PFD controller.
This controller is fully described in the Honeywell Primus Apex® Integrated Avionics
System Pilot Guide for the DHC-6 Series 400.
Figure 7-59 KMC 2210 Primary Flight Display Controller

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Figure 7-60 Attitude Indicator and Horizontal Situation Indicator

08 Feb. 2017 Page 7-139
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7.18.11.2 Display Reversion

The display system allows the pilot to revert the Display Units (DU) and Advanced
Graphics Module 1 and 2 (AGM) in the event of failure of an individual display unit or an
AGM. The Display Reversion control panel is installed directly above the MF controller,
on the aft face of the control column.
Figure 7-61 Reversion Control Panel
The reversion control panel has potentiometers for the PILOTS PFD, UPPER MFD,
LOWER MFD and CO-PILOTS PFD. The four potentiometers are used to adjust the
individual DU brightness and, at their most counter-clockwise position, to switch
the displays to OFF/REV. A firm twist is required to move the knob to the fully
counterclockwise (OFF/REV) position. This is by design, to prevent inadvertent
activation of a reversion mode.
The right side PFD has no REV setting. Turning off the right side PFD simply turns off
the display, and does not affect the contents of the other three display units.
When the PILOTS PFD, UPPER MFD, or LOWER MFD potentiometers are moved to
the OFF/REV position, the selected DU goes blank and the information is moved to
another display.
In some reversion cases (typically when two DUs have been turned off) the PFD will
enter a composite mode. The PFD composite format shows the ADI/HSI, up to twelve
CAS messages, the Systems Summary and the Radio windows, all on a single screen.
Messages can be scrolled.
The two PFD controls also have a rotating switch surrounding their potentiometer that
can be used to select the opposite side Advanced Graphics Module in the event of a
failure of the AGM normally assigned to drive that PFD. When the right hand rotating
switch has been moved away from the NORM position and the co-pilot PFD is being
supplied with data from AGM 1, the engine instruments and radio window will appear
on the outboard side of the co-pilot's PFD.
Operation of the reversion control panel is fully explained in the Honeywell Primus
Apex® Integrated Avionics System Pilot Guide for the DHC-6 Series 400.

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Figure 7-62 Multifunction Displays (Center Displays)
7.18.12 Configuration Switches

Six configuration switches are provided, located on the lower row of the right sub-panel
switch panel. These configuration switches are only used during abnormal conditions.
The lower (down) position of each of these six switches is marked NORMAL. These
six switches should always be placed in the lower (down) NORMAL position, unless an
abnormal or emergency checklist directs the flight crew to operate them.
From inboard to outboard, the switches are as follows:
BUS TIE Switch
The lever-lock switch has two positions, a lower NORMAL position and an upper OPEN
position. The upper OPEN position is used to open the bus tie relay and electrically
isolate the left and right busses. Be aware that the right engine cannot be started if the
BUS TIE switch is in the OPEN position.
AURAL 1 MUTE Switch
This lever-lock switch has two positions, a lower NORMAL position and an upper MUTE
position. The upper MUTE position is used to silence all aural warnings generated by
channel A of the aural warning system. This switch is provided for use in the unlikely
event that channel A begins to generate a repetitive and unwanted aural warning that
cannot be silenced in the normal manner.

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AURAL 2 MUTE Switch
This lever-lock switch has two positions, a lower NORMAL position and an upper MUTE
position. The upper MUTE position is used to silence all aural warnings generated by
channel B of the aural warning system. This switch is provided for use in the unlikely
event that channel B begins to generate a repetitive and unwanted aural warning that
cannot be silenced in the normal manner.
EMERGENCY COM Switch
This switch has two positions, a lower NORMAL position and an upper 121.5 position.
The switch is spring-loaded to return to the NORMAL position when released. When
lifted, it sets 121.5 MHz as the active frequency in the number 1 VHF communications
radio. This switch is provided to enable the pilot to tune the VHF radio to the emergency
frequency should a catastrophic loss of Apex display capability take place resulting in
failure of the Apex system to display the radio control window. The switch may also
be used when the Apex system is operating normally, to quickly set 121.5 MHz as the
active frequency for the number 1 VHF communication radio.
CAUTION LIGHTS DIMMING Switch
The various caution and warning lights on the instrument panel (engine FIRE warning
lights, MASTER CAUTION and MASTER WARNING lights, autofeather SELECTED
and ARMED lights, and the STALL light below the ESIS) may be dimmed for night flight
by lifting the CAUTION LIGHTS switch on the left switch panel up to the DIM position.
Doing this sends a signal to a solid-state dimming device that adjusts the electrical
power sent to each caution light.
In the unlikely event of a failure of the solid-state dimming device that results in no
electrical power whatsoever being provided to one or more of the caution lights (as
evidenced by failure of the caution lights to illuminate when the CAUTION LIGHTS
switch on the left switch panel is pressed down to the spring-loaded TEST position, or;
failure of one or more of the caution lights to illuminate when it should during flight), the
solid-state dimming device may be bypassed by lifting the CAUTION LIGHTS DIMMING
switch on the right sub-panel up to the BYPASS position. When this is done, full power
will be supplied to all caution lights, regardless of whether the CAUTION LIGHTS switch
on the left switch panel is in the center BRIGHT position or the upper DIM position.
Note that the CAUTION LIGHTS switch on the left switch panel is the switch that
is normally used to select BRIGHT or DIM display of caution lights. The CAUTION
LIGHTS DIMMING switch on the right sub-panel is only used for reversion purposes,
in the event of failure of the caution lights to operate properly due to a failure in the
dimming circuit.

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TRACK SOURCE Switch
The Apex ADAHRS will automatically switch from magnetic heading mode (using
information derived from the two magnetometers) to GPS track mode (using information
derived from GPS system calculation of aircraft movement along a track) whenever the
aircraft is being operated near or in an area of compass unreliability. The automatic
switchover from magnetic heading mode (the default mode) to GPS track mode
takes place whenever strength of the earth's magnetic field, as sensed by the two
magnetometers, drops below 80 milligauss.
Under certain circumstances, such as when the aircraft is operating near the edge
of an area of compass unreliability and the pilot wishes to have a constant and
uninterrupted display of either magnetic heading or GPS track displayed on the aircraft
HSIs, the automatic switchover capability may be over-ridden by the pilot by placing
the TRACK SOURCE switch in either MAG (for magnetic heading) or GPS (for GPS
track). Operation of the TRACK SOURCE switch is explained in detail in the Honeywell
Primus Apex® Integrated Avionics System Pilot Guide for the DHC-6 Series 400.
Be aware that the TRACK SOURCE switch only affects the Apex system. It does not
affect the display of magnetic heading on the ESIS. The ESIS is hard-wired to use
its own independent magnetometer, located near the left wingtip, and constantly uses
input from this magnetometer for heading display.
Figure 7-63 Right Sub-Panel Switch Panel
7.18.13 Situational Awareness Multifunction Display

The upper MFD display is normally used for situational awareness formats (primarily
mapping) with various other system displays (primarily the flight plan) in dedicated
windows. The bezel buttons on the sides of the MFD are used to select formats and
control various systems.

08 Feb. 2017 Page 7-143
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7.18.14 Systems Multifunction Display

The lower MFD display is normally used for the aircraft systems displays, for control
of the various components of the avionics system, and for the display of CAS (Crew
Alerting System) messages. The lower MFD display is divided into six windows.
7.18.15 Flight Controller

The KMC 9200 Flight Controller is used to enter selected minima, set heading or track,
and enter selected altitude. At the time of first certification of the Series 400, the
autopilot and flight director functions will not be supported. Flight director and autopilot
capability will be provided during second certification.
Figure 7-64 KMC 9200 Flight Controller
The controls supported at the time of first certification are:
MINIMUMS The octagonal rotary knob adjusts the approach minima height/altitude,
referenced to either a target Radar Altitude or Barometric altitude respectively.
Clockwise or counterclockwise rotation when RA is active increases or decreases
the minimums value over a range of 0 to 2500 feet. Clockwise or counter-clockwise
rotation when BARO is active increases or decreases the minimums value over a range
of 20 to 16,000 feet. The knob adjusts the minimums value 10 feet per detent. The
rotary knob is also a momentary push-button PUSH RA/BARO to switch between a
minima referenced to radar altitude or minima referenced to barometric altitude.
HDG TRK This control is a dual concentric knob that allows selection between HDG
and TRK mode. The outer knob is a two-position rotary switch with a pointer. It
selects either heading or track on the HSI compass card. The inner knob increments
(clockwise) and decrements (counter-clockwise) the heading or track value by 1 degree
per detent. The dual concentric knob is also a momentary push-button PUSH SYNC for
synchronization of the selected Heading or Track to the current aircraft heading or track.
ALT Controls the altitude pre-select and alerting bug on the altitude tape of the PFD
displays. The control is a dual concentric knob. Clockwise rotation of the outer control
increments and counter-clockwise decrements the altitude pre-select value by 1,000
feet per detent. Clockwise rotation of the inner knob increments and counter-clockwise
decrements the altitude preselect value by 100 feet per detent.

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All other buttons on the Flight Controller are inoperative. If an inoperative button is
pushed, the message “FUNCTION UNAVAILABLE” will be posted on the CAS display.
7.18.16 Indication/Warning
The Crew Alerting System (CAS) window on the systems MFD will show the following
Caution and Advisory messages for the APEX core system status:
All of these messages are fully explained in Section 3 of the AFM.
AMBER CAUTION
MAU A FAIL Indicates Channel A or B of Modular Avionics Unit is
MAU B FAIL failed.
CHECK DU 1
CHECK DU 2
CHECK DU 3
CHECK DU 4
CHECK DU 1+2
CHECK DU 1+3
CHECK DU 1+4 Indicates one or more Display Units have failed.
CHECK DU 2+3
CHECK DU 2+4
CHECK DU 3+4
CHECK DU 1+2+3
CHECK DU 1+2+4
CHECK DU 1+2+3+4
DU 1 OVERHEAT
DU 2 OVERHEAT
DU 3 OVERHEAT
DU 4 OVERHEAT
Indicates one or more Display Units have overheated.
DU 1+2 OVERHEAT
DU 1+3 OVERHEAT
DU 1+4 OVERHEAT
DU 2+3 OVERHEAT

08 Feb. 2017 Page 7-145
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AMBER CAUTION
DU 2+4 OVERHEAT
DU 3+4 OVERHEAT
DU 1+2+3 OVERHEAT
Indicates one or more Display Units have overheated.
DU 1+3+4 OVERHEAT
DU 1+2+4 OVERHEAT
DU 1+2+3+4 OVERHEAT
CHECK PILOT PFD Indicates pilots PFD wrap monitor failed.
CHECK COPILOT PFD Indicates co-pilots PFD wrap monitor failed.
CHECK ENGINE DISPLAY Indicates pilot and co-pilot engine displays wrap monitor
failed.
LH PFD CTLR FAIL Indicates Pilot’s PFD Controller has failed (amber
message provided when on ground only).
RH PFD CTLR FAIL Indicates Co-pilot’s PFD Controller has failed (amber
message provided when on ground only).
LH+RH PFD CTLR FAIL Indicates Pilot’s and Co-pilot’s PFD Controllers have
failed (amber message provided when on ground only).
ASCB FAIL Indicates Avionics Standard Data Bus has failed.
APM 1 FAIL Indicates No.1, No. 2 or both Aircraft Personality
APM 2 FAIL Modules have failed (amber message provided when
APM 1+2 FAIL on ground only).
CMS 1+2 FAIL Indicates No.1 and No. 2 Configuration Management
System has failed (amber message provided when on
ground only).
SYSTEM CONFIG FAIL Indicates System Configuration Monitor detects a HW
or SW configuration error (amber message provided
when on ground only).
VALIDATE CONFIG Indicates System Configuration Monitor detects a
system part number change (amber message provided
when on ground only).
APM MISCOMPARE Indicates Aircraft Personality Modules disagree over
in-stalled systems configuration (amber message
provided when on ground only).

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CYAN ADVISORY
AIOP A MODULE FAIL Indicates Actuator I/O Module Ch A or B has failed in
AIOP B MODULE FAIL the Modular Avionics Unit.
CSIO A FAIL
Indicates Custom I/O Module Ch A or B has failed in the
CSIO B FAIL
Modular Avionics Unit.
CSIO A+B FAIL
MAU A OVERHEAT
Indicates Modular Avionics Unit Channel A or B or both
MAU B OVERHEAT
channels have overheated.
MAU A+B OVERHEAT
MAU FAN FAIL Indicates a Modular Avionics Unit fan, or fans have
failed.
GIO A FAIL
Indicates Generic I/O Module Ch A or B or both have
GIO B FAIL
failed in the Modular Avionics Unit.
GIO A+B FAIL
AGM 1 FAIL Indicates Advanced Graphics Module Ch A or B has
AGM 2 FAIL failed in the Modular Avionics Unit. If both AGMs fail, it
will not be possible to display a message.
MF CTLR FAIL Indicates Multi Function Controller has failed.
LH PFD CTLR FAIL Indicates Pilot’s PFD Controller has failed (cyan
mes-sage provided when in flight only).
RH PFD CTLR FAIL Indicates Co-pilot’s PFD Controller has failed (cyan
message provided when in flight only).
LH+RH PFD CTLR FAIL Indicates Pilot’s and Co-pilot’s PFD Controllers have
failed (cyan message provided when in flight only).
CMS 1 FAIL Indicates Configuration Management System 1 has
failed.
CMS 2 FAIL Indicates Configuration Management System 2 has
failed.
Avionics Battery Low Pre Mod 6/2315: Power supply to the MAU is below 19
volts.
Post Mod 6/2315: Avionics Start Battery voltage is

below 19 volts.

08 Feb. 2017 Page 7-147
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7.19 Primus Apex® Communication and Navigation

7.19.1 Radio Tuning Window
The radio tuning window is located in the lower inboard corner of each Primary Flight
Display (PFD). Each radio tuning window is divided into sub-windows which show the
installed radio equipment. From top to bottom, the display reads COM1, COM2, NAV1,
NAV2, ADF and XPDR. Tuning and volume changes made by one pilot automatically
appear in the display of the other pilot.
Figure 7-65 Radio Tuning Window
7.19.2 Audio Control Panel

The KMA 29 audio control panel provides audio system control. The panel also provides
an interface to the Passenger Address (PA) system amplifier and the aural warning
system. A marker beacon receiver is integral to the panel.

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Figure 7-66 KMA 29 Audio Control Panel
The audio control panel is used to make audio selections for all audio communications.
The audio control panel receives inputs from all audio communication channels and
aural warnings. Audio outputs from the panel are provided to the corresponding side
crew headset.
The audio panel supports up to five communication radios, one of which can be
configured as a telephone (full duplex, with no requirement to push to talk). It also
supports up to eight switched audio inputs (VHF navigation, ADF, DME, marker beacon,
and auxiliary) and up to four unswitched audio inputs (aural warnings, TAWS and TCAS
alerts, etc.). Up to four headset connections can be supported. The audio panel also
has the ability to support two stereo entertainment audio inputs; however, connections
to support this function are not factory installed on DHC-6 aircraft.
An audio control panel is installed above each PFD. Momentary push-buttons are used
to select the desired COM transceiver. Pressing a button turns on the associated
receiver and the green LED. The pilot can identify which receivers are selected by
noting which LEDs are on. Offside radio indication is user selectable. When the offside
indication is off, only the Mic select arrow for the KMA 29 position will be active. When
on, the pilot can see which radio the co-pilot has selected for transmit, and vice versa,
by noting which of the arrows is illuminated. To toggle the offside transmit selection
indication, press the right side of the “SPLIT” button three (3) times within one and a
half seconds (1 1/2). When the mode is activated, the NAV 1 indicator will blink once.
When the mode is toggled off, the NAV 1 indicator will blink twice. This mode selection
will remain in effect until changed by the user, including through power cycles. The left
and right audio panels and left and right crew headsets operate independently of each
other. Each pilot may transmit and receive at the same time, using different VHF or
other communication radios such as HF or satellite communications option.
A marker beacon receiver provides the necessary marker beacon signals to the PFD
and audio indications for an Instrument Landing System (ILS). The MKR push button
allows the MKR SENS button to be used to set either high or low sensitivity or mute the

08 Feb. 2017 Page 7-149
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marker beacon audio by pressing the MUTE button. The marker beacon can be tested
by pressing and holding the MKR MUTE/TEST button on the pilots panel for several
seconds. The marker beacon system may only be tested from the left audio panel. The
test function on the right side (co-pilot) audio panel is inoperative.
Each audio panel has a single-button emergency reversion function that allows the pilot
headset to be directly connected to the number 1 communications radio. This function
is activated by pushing inwards on the volume knob. The audio panel also supports
digital data communication between the two panels, and between the audio panels
and the CVR.
7.19.3 Noise Cancelling Headsets

Two David Clark H10-13XP noise cancelling headsets are provided as basic equipment
with each aircraft. The power supply for the headsets is hardwired to the aircraft, with
the specialized David Clark connector and control box located at the upper outboard
corners of the forward face of the sloping bulkhead at station 111. A two position switch
labelled ON and OFF, installed on each control box, controls the noise-cancelling
feature of each headset.
The circuit for both headsets noise cancelling function is protected by a circuit breakers
labelled HEADSETS, located on the avionics circuit breaker panel at position G6. The
headset microphone and ear speakers will still function if the circuit breaker is out.
The circuit breaker only provides power for the noise cancellation feature of the two
headsets.
There are no speakers in the flight compartment. Because critical aural warnings are
delivered to the crew via the headsets, a functional headset is obligatory at each crew
station. Standard jacks to accommodate use of a non-noise cancelling headset, in the
event of failure of the noise cancelling headset, are provided at each crew station. The
jacks are positioned such that it is not possible to install both a noise cancelling and a
non-noise cancelling headset at the same time.
Jacks to accommodate a third (standard, non noise-cancelling) headset, for use by an

observer sitting in the first row of passenger seats, are provided as standard on each
aircraft. These jacks are installed on the inboard face of the trim panel.
When S.O.O. 6229 is installed, a fourth (standard, non noise-cancelling) headset may
be used by a passenger sitting in the aft row of passenger seats. The jacks are installed
on the aft R/H cabin sidewall.
Crew are advised that it is best to leave the radio volume controls (visible above each
radio in the radio window, and controlled by the VOLUME knob on the PFD controller)
set to default volume, and to then use the volume controls on each earcup of the
headset to reduce radio volume to a comfortable level. If the earcup volume controls
are turned fully up, and the radio volume controls are adjusted downward to provide

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a comfortable radio volume, the volume of the altitude alert chime – which cannot
be independently adjusted – will be too high relative to com radio reception, and the
altitude alert chime will 'step on' communication radio reception.
7.19.4 Multi Mode Digital Radio

Two KTR 2280 Multi Mode Digital Radio (MMDR) integrated transceivers are installed
in the nose avionics bay. Each MMDR comprises one transmitter and six receivers. The
single transmitter is a 2,280 channel, 16 watt, double sideband amplitude modulation
communication transmitter capable of 8.33 or 25 kHz channel spacing operation. Two
VHF communication frequencies may be monitored simultaneously. The six receivers
include one 200 channel VHF Nav receiver, one 40 channel glideslope receiver, and
four receivers which may be any combination of VHF Comm or ADF. The VHF Comm
receivers have 2,280 channels and are capable of 8.33 or 25 kHz channel spacing.
The ADF tunes frequencies from 190 kHz to 1,799 kHz and 2,180 kHz to 2,189 kHz
and has ANT, ADF, and BFO functions.
With the exception of the glideslope receiver, all functions are waveform agile in the
sense that the VHF Comm receivers and transmitter are upgradeable in the future to
VDL mode 2, 3, 4. The VHF Nav receiver is upgradeable in the future to LAAS.
Primary controls for the MMDR are on the MF controller and the PF controllers,
with display of the selected information on the PFD screen. A momentary action
“EMERGENCY COMM” switch is installed on the lower right sub-panel to enable
instantaneous tuning of the number 1 VHF communications radio to 121.5 MHz. The
transmitter has stuck microphone protection and will cease transmitting if the transmit
function is active for more than 32 continuous seconds.
7.19.5 High Frequency Radio

A KHF 1050 high frequency radio system may be ordered. The HF radio is controlled
by a PS 440 control head that is mounted on the instrument panel, directly below the
clock, on the right hand side of the multifunction displays. The audio functions of the
HF radio are fully integrated into the KMA 29 audio control panels. In all other respects,
the HF radio is entirely independent of the Apex avionics systems.
The KHF 1050 HF Communication System (also known as a Primus HF 1050) consists
of three individual units: a KAC 1052 Antenna Coupler, a KPA 1052 Power Amplifier,
and a KRX 1053 Receiver/Exciter. All three of these are installed in the aft avionics
racks, between stations 406 and 451.
Receiver and low level transmitter signals are located in the Receiver/Exciter. The
Receiver/Exciter employs a master oscillator, which requires a short warm-up period
when operating at cool temperatures.

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The Power Amplifier amplifies the excitation signal from the Receiver/Exciter to 200
watts peak effective power, or 50 watts of carrier power in AM. The amplified signal
is then routed to the Antenna Coupler, which matches the various impedances of the
longwire antenna to the 50 ohm output of the transmitter. When in receive mode, the
signals from the antenna pass through the Antenna Coupler to the Receiver/Exciter via
the Power Amplifier.
The frequency of operation ranges between 2.0 and 29.9999 MHz with 100 Hz
resolution. Up to 99 user selected channels may be programmed. The radio supports
upper sideband voice (USB A3J), amplitude modulation (AME A3H), lower sideband
(LSB), reduced carrier (RC A3A), and both USB and LSB data modes. The radio
supports SELCAL, but this requires installation of a separate SELCAL decoder.
Figure 7-67 PS 440 HF Radio Control Head
7.19.6 Distance Measuring Equipment

One or two KN-63 DME transceivers may be installed in the nose avionics bay. The
maximum range of the DME transceiver is 389 nautical miles. The transceiver has 200
different channels. The transmitter processes signals between 1,025 MHz and 1,150
MHz and the receiver processes signals between 962 MHz and 1,213 MHz. Range,
groundspeed, and time to station are output to the MAU as digital serial data.
The DME detail window can be displayed in the radio tuning window by pressing the
DME button on the PFD Controller. An alternative means of accessing the DME window
is by using the DME Detail soft key in the NAV detail window. The DME detail window
contains soft keys ‘DME PAIR’ to select the association of the DME to NAV 1 or NAV 2,

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and ‘DME HOLD’ to select DME hold ON or OFF. When the DME HOLD is selected to
ON, an H adjacent to the DME distance is displayed on the PFD HSI display.
7.19.7 Transponder
A KXP 2290 Mode S transponder is installed behind each pilot’s PFD controller. The
transponder provides Air Traffic Control Radar Beacon System (ATCRBS), Modes A, C,
and S, including capability for diversity and data link enhancements. The transponder
supports Comm A & Comm B Mode S data link protocols. A dedicated pair of upper
(directional) and lower (monopole) transponder antennas are installed to support
diversity logic for each transponder.
The basic transponder installation fully complies with Eurocontrol Mode S Enhanced
Surveillance requirements, by way of an extended (112-bits) squitter broadcast on
1,090 MHz. The KXP-2290 has the ability to transmit an 8 digit alphanumeric Flight
ID code. The flight crew may enter Flight ID information into the system via the bezel
buttons, PFD controller, or MF controller. If the Flight ID field is left blank, the aircraft
registration will automatically be transmitted.
The XPDR detail window is displayed in the radio tuning window by pressing the
adjacent bezel button or XPDR button on MF Controller and then pressing the DETAIL
button on either the PFD or MF Controller. The detail window of the transponder
contains soft keys for the selection of XPDR MODE, TCAS functionality and default
VFR CODE. A dual transponder installation will also have a XPDR SEL soft key for
active transponder selection. The non selected transponder will be in a standby mode.
The transponders receive input from the aircraft air ground monitor and use this input
to automatically switch from ground to flight mode and vice-versa. Prior to flight, the
pilot should ensure that the transponder is in GND (ground) mode, never in standby.
The transponder will automatically switch from ground mode to flight mode (and vice
versa) based on the status of the air ground monitoring function of the Apex system.
In the event of failure of the air-ground monitor, automatic switching of the transponder
will not be provided.

08 Feb. 2017 Page 7-153
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Figure 7-68 Antenna Locations (Typical)
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The transponders use ARINC 735A TCAS interface protocol to interface with the
(optional) TCAS II system. As a peripheral to the TCAS II processor, the transponder
receives and replies to short and long air to air surveillance and TCAS coordination
interrogations, and receives and replies to ground to air surveillance and Comm A
interrogations directed to TCAS.
The transponder contains BITE (Built In Test Equipment) to enable the operational
health of the unit to be constantly monitored. When a critical fault is detected, the
transponder will notify the Apex maintenance system, which will record the fault. The
transponder also stores detected failures in non volatile memory for later review. The
transponder has a temperature sensor and a timer so that faults can be time stamped
and temperature data can be collected and stored.
7.19.8 Global Positioning System

Two independent KGS 200 Global Positioning System (GPS) sensors are installed in
the nose avionics bay. The receivers use 24 channels grouped in 3 hardware groups
each consisting of 8 channels. One group of 8 channels is used for navigation at
any given time. The GPS sensor unit calculates and outputs navigation data, satellite
measurement data, Receiver Autonomous Integrity Monitoring (RAIM) and Predictive
RAIM (PRAIM). The processed output data is sent to the CSIO module in the MAU
via ARINC 429 for use by the rest of the avionic system. The sensor data unit also
manages Sign Status Matrix (SSM), satellite status and does BITE functions. An Apex
maintenance function interfaces with the GPS sensor.
Provisions have been made to allow for future upgrades to support LAAS (Local Area
Augmentation Service) and SBAS (Satellite Based Augmentation Services).
The GPS data page can be accessed from the SENSORS page. The SENSORS page
can be accessed with the systems MFD lower left window in focus and selecting the
SENSORS page menu.
displays the following Cautions and Advisory messages for the communication and
navigation equipment status:
AMBER CAUTION
MMDR 1 FAIL Multi Mode Digital Radio No. 1 has failed

MMDR 2 FAIL Multi Mode Digital Radio No. 2 has failed
MMDR 1+2 FAIL Multi Mode Digital Radios No. 1 and 2 have failed
MMDR 1 OVERHEAT Multi Mode Digital Radio No. 1 has overheated

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MMDR 2 OVERHEAT Multi Mode Digital Radio No. 2 has overheated

MMDR 1+2 OVERHEAT Multi Mode Digital Radios No. 1 and 2 have overheated
DME 1 FAIL Distance Measuring Equipment No. 1 has failed
DME 2 FAIL DME No. 2 has failed
DME 1+2 FAIL DME No. 1 and 2 have failed
XPDR 1 FAIL Transponder No. 1 has failed
XPDR 2 FAIL Transponder No. 2 has failed
XPDR 1+2 FAIL Transponder No. 1 and 2 have failed
CYAN ADVISORY
GPS 1 FAIL Global Positioning System No. 1 has failed

GPS 2 FAIL GPS No. 2 has failed
GPS 1+2 FAIL GPS 1 and 2 have failed
NO ALT REPORTING In flight and transponder is not selected to ALT or TA mode

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7.20 Primus Apex® Safety Systems

7.20.1 Weather Information Systems
The weather information systems available on the DHC-6 400 series aircraft are:
1 RDR 2000 Weather Radar System
2 XM Satellite Weather System (Optional Mod S.O.O. 6211)
7.20.1.1 Weather Radar System

The RDR 2000 weather radar system gives the pilot a horizontal display of
thunderstorms or high density precipitation in front of the aircraft.
The installation consists of a 4kW radar transmitter, a receiver, and an integral

processing unit, all installed in the nose radome. Power to the weather radar system
is provided through the WX RADAR circuit breaker at position P3. The processing
unit receives pitch and roll signals from the ADAHRS via ARINC 429 and processes
this data to stabilize the 12 inch flat panel radar antenna. The sensor unit transmits a
beam of pulsed microwave energy. When a pulse reaches visible moisture, the energy
is reflected back to the antenna. The return signals are processed and sent to the
Modular Avionics Unit (MAU). The weather radar system is connected to the air/ground
monitor system, and is automatically switched to STANDBY mode when the aircraft is
on the ground.
The azimuth motor drives the antenna up to 50° left and right for a total maximum scan
angle of 100°, although in practice a 90° image is scanned. The scan rate is 25° per
second, providing 16.7 “looks per minute”.
The antenna pedestal elevation assembly permits the radar beam to be tilted up or
down 15°. Tilt may be controlled manually on the multifunction controller or may be
determined automatically. In the case of automatic tilt, the manual tilt control provides a
trim capability around the automatically set position. Stabilization capability of up to 30°
in pitch and roll is possible. Combined antenna stabilization plus tilt angle is functional
over a range of ±30°.
The system displays storm intensity levels in colour against a black background. Rainfall
intensity is presented in four colours: green, yellow, red, and magenta, with magenta
representing rainfall of the highest intensity.
The radar system can also be used for ground mapping (GMAP). In GMAP mode,
prominent landmarks are displayed which enable the pilot to identify coastlines, hilly
or mountainous regions, cities, or in some cases even large structures. GMAP mode
uses green, yellow and magenta colours to display the different reflectivities. Magenta

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represents the most highly reflective target. Separate sensitivity timing control (STC)
compensation is used for weather and GMAP modes.
Weather radar information can be displayed as overlays on the Primary Flight Display
(PFDs) and the navigation map display of the Multi Function Display (MFD). The PFD
weather radar overlay can be assessed by pressing the soft key on the side of the HSI
display. The soft key identifier OVRLY then appears in white. Pressing the OVRLY soft
key displays the overlay selection menu. Selecting WX RDR will enable the weather
radar overlay to be displayed on the HSI if WX RDR display has been activated on the
left PFD. There is also an OFF section to remove the overlay.
The controls for the weather radar are located on the MF Controller. Refer to Figure
7-57. A WX RADAR dual concentric knob control with a push select function is used to
control the mode and the tilt, gain settings.
The outer control is a four position rotary knob with the positions OFF/STBY/TEST/WX.
The inner control is rotary click control knob and is pressed to modify the tilt or gain
setting.
Weather radar annunciations for ALERT, MODE and TILT are located on the left side of
the HSI. The ALERT annunciations are TX ON GND in amber when WX is selected on
the MF Controller and the aircraft is on the ground. TGT ALRT is given in amber when
there are potentially hazardous targets directly in front of the aircraft that are outside of
the selected range. Longer ranges should then be selected to view the questionable
target. TGT is given in white when WX is selected and the aircraft is in the air.
The MODE annunciation is that set by the WX RADAR outer control knob. The TILT
annunciation value is a three digit number preceded by an arrow, up for positive value
and down for negative value. Faults are annunciated WX FAULT in white on the right
lower part of the weather radar overlay and failures are annunciated WX FAIL in amber.
The Avionics window of the systems MFD contains WX/LX/TAWS setup pages. The
WX setup tab is selected via the page menu of the multi functional window.
The RDR 2000 Weather Radar, when installed in combination with the Honeywell
Primus Apex® integrated avionics suite, is not capable of displaying vertical depiction
of weather. Refer to the Honeywell Primus Apex® Integrated Avionics System for the
Viking Twin Otter Series 400 – Pilot Guide for complete information on the description
and operation of the weather radar system.
7.20.1.2 XM Satellite Weather System

The XM Satellite Weather System is a streaming weather data receiver. The weather
data is broadcasted from two satellites and displays thunderstorm information, clouds
and wind information and real-time weather reports from airports on the ground. The
satellite footprint covers the continental United States and portions of Southern Canada

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(approximately 55° North Latitude). The weather data is updated automatically and
stored until the pilot requests the data to be displayed on the MFD. The data received is
a delayed view of the weather condition and the weather images displayed are produced
on a cyclical period repeat. The delay is estimated to be a minimum of eight minutes.
The installations consists of a XM Weather Satellite receiver, mounted on the rear

avionics rack near the Flight Data Recorder, and an antenna mounted on the top of
the fuselage at FS315. Power to the XM Satellite System is provided through the
SATELLITE WX circuit breaker at position K4 on the Avionics Circuit Breaker Panel.
The XM Satellite Weather System sends the received data to the Modular Avionics Unit
(MAU) Advanced Graphics Unit (AGU), which then displays the information as overlays
on the navigational map display on the MFD. The display consists of the following
components:
1 Next Generation Radar (NEXRAD)
2 Temporary Flight Restrictions (TFR)
3 Airman's Meteorological Advisories (AIRMET)
4 Significant Meteorological Information (SIGMET)
5 Storm tops
6 Lightning
7 Winds
8 Satellite cloud heights
9 CAT (Clear Air Turbulence)
10 METAR
11 Continental United States (CONUS) radar coverage mask (part of NEXRAD)
12 Echo tops
Refer to the Honeywell Primus Apex Integrated Avionics System Viking Air Twin Otter
Series 400 - Pilot Guide for complete information and operation of the XM Satellite
Weather System.
7.20.2 Radar Altimeter

The KRA 405B radar altimeter transceiver is installed in the empennage aft of the rear
baggage compartment. A second radar altimeter (S.O.O. 6218) can be fitted if desired.

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The transceiver sends a signal to the transmit antenna and gets the return signal from
the receive antenna. The maximum operating height AGL used by the system is 2,500
feet.
The radar altimeter system measures the aircraft height Above Ground level (AGL)
electronically and sends the height AGL data to the Modular Avionics Unit (MAU) for
display in the ADI window of the left and right PFDs. For dual systems, the No. 1 radar
altimeter displays on left PFD and No. 2 radar altimeter displays on right PFD. The
digital readout for radio altitude is displayed in white text in a black box in the lower
center part of the attitude display on the PFD. The radar altitude display is removed at
altitudes greater than 2,500 feet. When altitude is less than 550 feet, the lower portion of
the PFD altitude tape will show a yellow cross hatched box to indicate ground proximity.
If the radar altitude data becomes invalid, the digital readout will be replaced with RAD
in black in an amber box. The radar altimeter data (in addition to indicated airspeed data
from the ADAHRS) is used by the aircraft air-ground monitor logic system to determine
on ground or in-flight status.
The radar altimeter No. 1 is an integral component of the Class A TAWS (Terrain
Awareness and Warning System) and must be installed in aircraft that are ordered with
TAWS.
displays the following Caution messages for the radar altimeter status:
AMBER CAUTION
RAD ALT 1 Fail Indicates No. 1 Radar Altimeter failed in both CSIO module
channels
RAD ALT 2 Fail Indicates No. 2 Radar Altimeter failed in both CSIO module
channels
7.20.3 TCAS
A KTA 910 TCAS I or TPU-67A TCAS II can be fitted. The TCAS display is integrated
into the Apex system, and TCAS alerts are voiced through the aural warning system.
Both TCAS systems use a processor, two directional antennas (upper and lower) and a
configuration module. Aural alerts are provided through the audio panel and from there
onward to the crew headsets.
TCAS I provides traffic advisories (TA), but does not provide resolution advisories (RA).
TCAS II provides both traffic advisories (TA) and resolution advisories (RA).

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Refer to the Honeywell Primus Apex® Integrated Avionics System for the Twin Otter
Series 400 – Pilot Guide for complete information on the description and operation of
the TCAS I system. Refer to the Honeywell Primus Apex® Integrated Avionics System
for the Twin Otter Series 400 – Pilot Guide and the TCAS II AFM Supplement for
complete information on the description and operation of the TCAS II system.
advisory messages for the TCAS I systems status:
CYAN ADVISORY
TRAFFIC FAIL Indicates traffic avoidance system data has become invalid
For TCAS II indications and warning, refer to the AFM supplement for TCAS II.
7.20.4 TAWS
CAUTION
TERRAIN AVOIDANCE WARNING SYSTEM (TAWS) DATA IS

ONLY DISPLAYED ON THE PRIMARY FLIGHT DISPLAYS (PFDS).
IT IS NEVER DISPLAYED ON EITHER OF THE TWO CENTER
MULTIFUNCTION DISPLAYS.
TOPOGRAPHY DISPLAYED ON THE INAV MAP SUCH AS

DEPICTIONS OF WATER, LAND, AND RELIEF, IS NOT TAWS
DATA AND MUST NEVER BE RELIED UPON FOR TERRAIN
AVOIDANCE PURPOSES. THE GEOGRAPHIC DATA DISPLAYED
ON THE TWO CENTER DISPLAYS IS PROVIDED ONLY TO
ENHANCE SITUATIONAL AWARENESS WHEN USING THE
NAVIGATION AND FLIGHT PLANNING SYSTEMS.
Class A TAWS can be fitted. The TAWS display is integrated into the Apex system, and
TAWS alerts are voiced through the aural warning system.
The Honeywell Mk VI Enhanced Ground Proximity Warning System (EGPWS) consists

of an TAWS computer and configuration module installed in the nose avionics bay.
TAWS provides an enhanced capability of reducing accidents caused by controlled flight
into terrain. The system achieves this by receiving a variety of aircraft parameters as
inputs, then applying alerting algorithms to provide the flight crew with aural messages
and visual annunciation and display.
The TAWS unit receives GPS position via the MAU for accurate position determination
in conjunction with a regional database. One of three databases may be installed in

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the system (Atlantic, Americas or Pacific). The databases also contain the locations of
all runways longer than 2000 feet (600 m) that have a published instrument approach.
A visual depiction of the terrain proximate to the aircraft can be displayed on the PFD
and the MFD.
The terrain alerting algorithms continuously compute the terrain clearance envelopes
ahead of the aircraft. If the boundaries of these envelopes conflict with terrain elevation
data in the terrain database, then alerts are issued. Two envelopes are computed, one
corresponding to a terrain caution alert and the other to a terrain warning alert. Terrain
awareness caution and warning alerts are inhibited below 30 feet of radio altitude,
within 1 nautical mile of the runway, and below 30 knots groundspeed.
When the conditions exist to generate a terrain or obstacle caution alert, the terrain
image on the PFD TAWS Overlay is enhanced to highlight the threatening terrain as
solid yellow for caution threats and the appropriate aural alert is given. When the
required conditions have been met to generate a terrain or obstacle warning alert, the
display image on the PFD TAWS Overlay is enhanced to highlight the terrain as solid
red and the appropriate aural alert is given.
The TAWS sends aural alert messages, when necessary, to the audio control panel
and from there onward to the headsets. At the same time annunciations are displayed
on the PFD ADI in an amber box for GND PROX or red for PULL UP. The annunciations
flash in reverse video for 5 seconds and then remain on until the condition is no
longer detected. If the terrain overlay is not selected for display and a TAWS alert is
generated, the terrain overlay will be displayed (automatic pop-up) on the HSI in the
partial compass mode. The TAWS sends a suppression signal to the TCAS to inhibit
voice messages from the TCAS when the TAWS is generating voice messages.
the MK VI EGPWS (TAWS).
advisory messages for the TAWS systems status:
CYAN ADVISORY
TAWS FAIL Indicates terrain avoidance system data has become invalid
TERR INHIB ACTIVE Indicates terrain alerting visual and aural are inhibited
TERR INHIB NOT AVAIL Indicates terrain alerting visual and aural inhibit is not
available

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7.20.5 CVR
A four channel Honeywell AR 120 Cockpit Voice Recorder with 120 minute recording
capacity can be fitted. The CVR is integrated with the Apex system and captures radio
communication, intercom communication, and input from a flight compartment area
microphone that is mounted in the center of the flight compartment, directly below the
glareshield. The recorder includes provisions for future capture of data linked air traffic
control messages (ACARS) via a dedicated ARINC 429 input.
The CVR uses flash memory modules to record data, and has no moving parts. It is
equipped with an underwater location beacon. No pre-flight test routine is required,
because if a fault condition is detected by the CVR built-in self test system, a caution
level CAS message will be displayed to the crew. A 3 g impact switch automatically
shuts the recorder off in case of impact. There are no crew controls for the CVR.
Figure 7-69 CVR Cutaway Illustration
7.20.6 FDR
A 256 word per second Honeywell AR-256 Flight Data Recorder (FDR) with 25 hour
recording capacity can be fitted. The FDR captures all 88 mandatory parameters
specified in regulatory requirements. Additional capacity beyond the maximum of
88 parameters mandated by certification requirements is used to capture Twin Otter
specific data such as autofeather status, autofeather activation, and all warning and
caution level CAS messages that are displayed by the Apex system.

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The Apex MAU functions as the FDR data acquisition unit, and transmits data to the
FDR via ARINC 717 data bus. A stand-alone tri-axial accelerometer is installed to
support the FDR. A quick access recorder can be fitted in series with the FDR to
support FOQA and other data analysis programs.
The FDR uses flash memory modules to record data, and has no moving parts. It is
equipped with an underwater location beacon. No pre-flight test routine is required,
because if a fault condition is detected by the FDR built-in self test system, a caution
level CAS message will be displayed to the crew. There are no crew controls for the
FDR.
7.20.7 Passenger Address System

A passenger address system can be fitted. The system uses a dedicated NAT SM245
18 watt amplifier that is located in the forward avionics rack, and broadcasts through
six speakers mounted in the passenger cabin roof.

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7.21 Other Avionics Systems

7.21.1 Pitot Static System
The pitot static system supplies the ADAHRS (Air Data, Attitude, Heading Reference
System), which in turn generates output used by the airspeed indicator, altimeter, and
vertical speed indicators. The left pitot head supplies the left ADAHRS and the right
side pitot head supplies the right ADAHRS. The pitot heads are equipped with pitot tube
heaters. The lower static vent on each side supplies static for the left side ADAHRS
and the upper vent on each side operates the right side ADAHRS.
Normally, each ADAHRS supplies one primary flight display only – either the left or the
right. Switching of ADAHRS inputs between the left and right primary flight displays
is accomplished electronically. If there is any doubt about the accuracy of output from
one ADAHRS, a button can be pressed to provide data output from the other ADAHRS
to both the pilot and the co-pilot primary flight display, and to disqualify the suspect
ADAHRS.
displays the following Cautions for the pitot systems:
AMBER CAUTION
LEFT PROBE FAIL Indicates open circuit in the left pitot tube heater
RIGHT PROBE FAIL Indicates open circuit in the right pitot tube heater
Aircraft configured for operation in jurisdictions that require pitot heat to be turned on at
all times will display the above two messages whenever pitot heat is turned off and one
or more engines are running. The messages will clear when the PITOT HEAT switch is
moved to the ON position. If one or both of the messages do not clear when the PITOT
HEAT switch is moved to the ON position, failure of the heater element in the probe, or
an open circuit condition on the relevant PITOT HEAT circuit breaker (positions A6 and
A7) can be presumed.
7.21.2 Magnetometers
Two KMG 7010 magnetometers for the Apex system are mounted near the outboard
end of the right wing (Pre Mod 6/2171), or in the vertical stabilizer (Post Mod 6/2171).
A single L3 MAG 3000 magnetometer, to enable display of magnetic heading on the
ESIS, is installed at the outboard end of the left wing.

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7.21.3 Magnetic Standby Compass

An illuminated magnetic standby compass is mounted at the top of the windshield
center post. A compass correction card is retained by a holder immediately below the
compass. The magnetic compass cannot be relied upon if electric windshield heat is
being used.
7.21.4 Clock
An illuminated Thommen model Q13 quartz chronometer is located on the instrument
panel, to the right of the upper multifunction display. A setting knob is provided beside
the clock face. The clock provides a standard 3 function, single pushbutton operation
of a 60 minute timer (a chronometer) using start/stop/reset-to-zero in a fixed, repeating
sequence. The 60 minute timer has its own minute hand (with a triangular pointer on
the end) and also uses the sweep second hand for the timer function.
The clock is internally illuminated and equipped with antireflective coated glass. Power
and control for illumination is provided from the same circuit that controls all other bezel
lights.
The quartz movement in the clock is powered from the hot battery bus via circuit
breaker position S1, CLOCK AND DOME LIGHT, on the station 332 circuit breaker
panel. Electrical power consumption is negligible; approximately 4 milliamps. The clock
has an integral backup battery to provide power in the event of a loss of power from the
hot battery bus. The backup battery will support operation of the clock (in the absence
of 28 volt hot battery bus power) for approximately one month of cumulative use.
The CLOCK AND DOME LIGHT circuit breaker must never be pulled out, except in
case of an electrical abnormality on that circuit. Pulling the circuit breaker will cause
premature failure of the backup battery in the clock, and may lead to eventual failure of
the clock itself.
7.21.5 Outside Air Temperature Indication

Outside air temperature is sensed by a dual element Rosemount sensor and transmitted
to each channel of the ADAHRS. Static air temperature (identified as OAT) is displayed
at the bottom of the engine instrument window. The Rosemount sensor is located
forward of and below the ram air intake scoop on the left side of the aircraft.
7.21.6 Eye Height Reference Device

An illuminated eye height reference device is provided on the windshield center post
to ensure that the pilots adjust their seating position correctly, to ensure unobstructed
viewing and control of all Apex display and control units and optimum exterior vision
over the nose of the aircraft.

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7.21.7 Intercom
An intercom for communication between the pilots (and, if desired, an observer) is
standard. The intercom system is voice activated, and no transmit switch is provided
on the control wheel for the intercom.
Intercom volume can be adjusted using the inner knob of the VOLUME control on the
KMA 29 audio panel (for control of pilot to pilot intercom), or the outer knob of the
same VOLUME control (for control of passenger to pilots intercom). Intercom volumes
should be adjusted after the volume knobs on each individual headset earcup have
been adjusted to provide a comfortable communications radio volume.
7.21.8 ELT
An Emergency Locator Transmitter (ELT) is installed in the empennage. It is connected
to an antenna which is installed on the top of the fuselage just ahead of the vertical
stabilizer. The ELT will transmit on the international distress frequencies of 121.5, 243.0
and 406 MHz.
An Aircraft Personality Module (APM) is installed in the ELT wiring harness. The APM
is programmed with identity data (registration, etc.) unique to the aircraft. This allows
the ELT to be removed and replaced without the need to reprogram the ELT with aircraft
identity data.
A navigation interface module is installed adjacent to the ELT in the rear fuselage.
It receives DC power supply from the Hot Battery Bus and continually receives GPS
derived aircraft position information from the MAU. This navigation interface module is
connected to the ELT. If the ELT is activated, the ELT will transmit the last recorded
latitude and longitude of the aircraft in addition to data identifying the aircraft.
An ELT remote control switch is installed at the far right end of the instrument panel
sub-panel. This switch has positions ON, ARM and RESET/TEST, and an indicator
light. If the ELT is accidentally activated, either by g force or with the instrument panel
switch, an amber CAS message ‘ELT ACTIVE’ will be posted on the Apex CAS window.
The ELT is installed in the empennage of the aircraft with the control switch on the ELT
itself set at the ARM position. This makes the remote control switch on the instrument
panel active. The remote control switch on the instrument panel must always be left
be in the ARM position. When armed, the ELT will automatically activate and begin
transmitting when a specified g force is detected. This is accomplished by a g switch
integral to the ELT. The ELT will continuously transmit at 121.5 and 243.0 MHz for up
to 48 hours and it will also transmit a digital message on 406 MHz every 50 seconds
for the first 24 hours. The last known aircraft position is also transmitted as part of the
digital message on 406 MHz.

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In an emergency the remote switch installed on the instrument panel can be selected to
the ON position. The ELT will then immediately start distress signal transmission. The
red indicator at the top of the remote switch on the instrument panel will come on, and
if the Apex system is operating, an amber CAS message ELT ACTIVE will be posted.
It is not necessary that the aircraft MASTER switch be ON or that the Apex system be
operating in order to activate the ELT using the instrument panel switch.
In the event of an accident or serious incident that triggers the ELT, if appropriate,
please remember to pull out the circuit breakers for the FDR (position M3) and the CVR
(position K3). Doing so will preserve the recordings of these two devices and prevent
them from being overwritten.
7.21.9 Electronic Standby Instrument System (ESIS)

The ESIS instrument is powered by its own dedicated backup battery, and is entirely
independent of the Apex system. When fully charged, the backup battery has sufficient
capacity to operate the ESIS for at least 6 hours. The battery is located in the
empennage of the aircraft, aft of the rear baggage compartment bulkhead at station
406.
The ESIS is a 3-ATI size instrument with no moving parts. It utilizes flat panel, Active
Matrix Liquid Crystal Display (AMLCD) technology. The ESIS contains a 3 axis inertial
measurement sensor cluster that is used to compute attitude information. Airspeed and
altitude information is displayed on either side of the attitude display in a digital vertical
scale. Magnetic heading is displayed at the bottom. Airspeed and attitude information
are computed using an integrated air data computer module that is supplied with pitot
and static pressure from the right hand pitot tube and the upper set of static vents. The
design of the display has been customized to replicate as closely as possible the display
of information on the Apex PFD, to allow transition from primary to standby instrument
navigation to take place with minimal “learning” time for the crew in the event of a PFD
failure.
The ESIS uses a configuration module which contains sufficient non-volatile memory
to retain all the programming codes that describe the specific hardware and software
configuration of each installation, such as display format configuration and landing gear
specific VMO parameters. When the ESIS is removed from the aircraft, the configuration
module remains in the aircraft. This eliminates the need to reprogram a new ESIS if
the instrument is replaced.
The ESIS is controlled by a switch on the fuel control panel labelled ESIS POWER. The
switch has three positions, OFF, ARM, and TEST. The ARM position is selected prior
to each flight to turn the instrument on. The instrument requires up to 180 seconds to
become functional after the switch is moved to the ARM position. It is desirable that
the aircraft not be moving until the alignment process has completed. If the aircraft
is moved or moving during this alignment process, the ESIS will still satisfactorily

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complete the alignment process, but it may take additional time to complete. The ESIS
contains algorithms to correct for the effect of periodic wave action (for floatplanes)
during start-up. If start-up is initiated when the aircraft is taxiing or in flight, it may be
necessary to use the manual FAST ERECT function (GH-3100, Pre Mod 6/2170) or
ALIGN MODE > INITIATE ALIGNMENT FUNCTION (GH-3900.2, Post Mod 6/2170)
function following the end of the alignment period to obtain satisfactory indication.
Whenever power is applied to the ESIS, a complete internal self test sequence is
carried out. Any faults found will be displayed on the ESIS screen. When the ESIS is
operating normally, the system continues to perform diagnostic self-tests to assure the
crew of accurate information. Errors detected during the background self-test will be
displayed until the problem is rectified.
NOTE
Faults found in the ESIS are not recorded on the Apex central
maintenance computer.
When the switch is held in the momentary TEST position, the ESIS backup battery
carries out a capacity test. If the backup battery capacity is greater than 50% after 5
seconds of holding the switch in the TEST position, the ESIS BATT TEST PASS status
CAS will appear. If the battery capacity test fails, the battery may need to be recharged.
A failure could also indicate a weak battery, or that the circuit breaker on the front face
of the battery is open.
No navigation information of any kind (FMS, VOR, DME, ILS) can be displayed on the
ESIS. It displays attitude, magnetic heading, altitude, airspeed, and vertical speed only.
The ESIS display brightness is controlled by an integral automatic photocell. The

photocell will vary the display brightness to compensate for ambient cockpit light
level. The ESIS includes a trim adjustment in the pilot menu which is used to fine
tune the photocell curve to suit personal preferences. For the GH-3900.2 ESIS (Post
Mod 6/2170), a brightness trim value of “75” has been found to allow the photocell to
automatically provide full brightness during the day, and optimal dimming for twighlight
and night operations reducing the need for the pilot to manually set the brightness trim
value during flight.
The bezel M key and adjustment knob are illuminated by the aircraft dim bus; use the
INSTRUMENT dim knob to adjust the illumination.
For L3 GH-3100 Electronic Standby Instrument System (ESIS) equipped aircraft (Pre
Mod 6/2170), detailed instructions for operation of the ESIS are provided in the L3
GH-3100 ESIS Pilot Guide publication number TP-560 at Revision F, or later revision.

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For L3 GH-3900.2 Electronic Standby Instrument System (ESIS) equipped aircraft

(Post Mod 6/2170), detailed instructions for operation of the ESIS are provided in the
L3 GH-3900.2 ESIS Pilot Guide publication number 0040-34400-01 at Revision E, or
later revision.
Figure 7-70 L3 GH-3100 Electronic Standby Instrument System (Pre Mod 6/2170)
Figure 7-71 L3 GH-3900.2 Electronic Standby Instrument System (Post Mod 6/2170)

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7.21.9.1 ESIS Static Emergency Selector

The ESIS (Electronic Standby Instrument System) is plumbed to normally use input
from the right hand pitot tube and the upper set of static vents. In the event of
obstruction of the upper static vents, the ESIS Static Selector handle may be moved to
the ALTERNATE position (as shown in Figure 7-42). When this is done, static pressure
from the lower static vents is supplied to the ESIS. The dynamic (pitot tube) pressure
input to the ESIS is not switchable.
7.21.9.2 ESIS Power Supply

Four circuit breakers are associated with power supply to the ESIS. The ESIS BATTERY
circuit breaker (position N5, avionics panel) supplies 28 volt left bus DC power to the
ESIS battery. This power is used to keep the ESIS battery charged. The ESIS battery
provides 24 volt output to the ESIS bus (CBs P5 and Q5 on the avionics CB panel).
This ESIS battery output to the ESIS bus is protected by a circuit breaker located on
the forward face of the ESIS battery unit as well as a second circuit breaker mounted
on the equipment shelf directly beside the ESIS battery unit. The ESIS INST (position
P5) and ESIS MAG (position Q5) circuit breakers provide 24 volt power from the ESIS
bus to the ESIS instrument and to the ESIS magnetometer. The ESIS instrument and
magnetometer always obtain operating power from the ESIS battery via the ESIS bus,
never directly from the aircraft DC busses.
A CAS message ESIS ON BATT POWER will be posted whenever the ESIS battery is
not being supplied with 28 volt charging power by the aircraft.
7.21.10 Convenience Outlets
7.21.10.1 14 Volt Convenience Outlets

Two 14 volt convenience outlets are provided in the flight compartment. They are
located on either side of the instrument panel center pedestal, just below the base of
the instrument panel. These two outlets have maximum combined load of 7.5 amps.
They are provided to permit charging of small personal electronic devices, or power
for operation of equipment intended and approved for use inside an aircraft such as
portable GPS systems. The 28 to 14 volt power transformer (located in the forward
avionics compartment) does not have the capacity to power any form of heat-producing
device.
Many personal electronic devices, including some portable GPS navigators designed
for aviation use, will interfere with the correct function of avionics installed in the aircraft.
Unless the crew is certain that a specific device will not interfere with the avionics
installed in the aircraft, the convenience outlets should be used only for the purpose of
charging devices that are turned off.

08 Feb. 2017 Page 7-171
SECTION 7
The power transformer supply circuit is protected by a circuit breaker labelled 28V
INPUT (position M6), and the output of the transformer is protected by a circuit breaker
labelled 14V OUTPUT (position N6).
WARNING
ENSURE THAT ANY CABLES OR EQUIPMENT PLUGGED

INTO THE CONVENIENCE OUTLETS DOES NOT INTERFERE
WITH FULL AND FREE MOVEMENT OF THE PRIMARY FLIGHT
CONTROLS.
ENSURE THAT ANY CABLES OR EQUIPMENT PLUGGED INTO

THE CONVENIENCE OUTLETS DOES NOT INTERFERE WITH
USE OF THE TWO PILOT DOORS AS CREW AND PASSENGER
EMERGENCY EXITS.
7.21.11 Forward Avionics Compartment Fans

Two fans are installed in the forward avionics compartment to circulate air around the
components installed between station 44 and station 60. An air filter is installed at
the air intake that supplies the two fans. The fans are powered from the AVIONICS
FANS circuit breaker at position E7. Airflow through the fans is monitored by an integral
monitoring circuit. If airflow drops below an acceptable value, the AVIONICS FAN FAIL
advisory level (cyan) CAS message will be posted on the CAS list.
7.21.12 Deleted.

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SECTION 7
7.22 Primus Apex® Crew Alerting System (CAS)

Approximately 90 different DHC-6 specific text messages can be communicated to the
crew by way of the Crew Alerting System (CAS). These messages are grouped by
severity into four priority levels: warning messages, which are displayed in red text,
caution messages, which are displayed in amber text, advisory messages, which are
displayed in cyan text, and status messages, which are displayed in white text.
CAS messages are posted in the lower left 1/6 window of the system window on the
multi-function display.
Warning messages are accompanied by illumination of the red MASTER WARNING

lights and sounding of a triple chime. Caution messages are accompanied by
illumination of the amber MASTER CAUTION lights and sounding of a single chime.
Advisory and status messages are not annunciated.
7.22.1 Inhibition of CAS Messages

Certain CAS messages are inhibited during different phases of flight, or are inhibited
when the associated system is not being used. For example, no caution or warning
messages about the status of an engine will be posted if the fuel lever for that engine
is in the OFF position.
During critical phases of flight such as take-off and approach, less severe caution and
warning level messages are automatically inhibited for the duration of the take-off or
the approach. Generally speaking, the inhibit is applied from surface to 800 feet AGL
during take-off, and from 800 feet AGL until touchdown when landing.
CAS messages may have different importance levels depending on whether the aircraft
is in flight or on ground. For example, a PNEUMATIC LOW PRESSURE state will post
an ADVISORY message when the aircraft is on the ground and surface de-ice has
been selected ON, but it will post a CAUTION level message if the aircraft is in flight
and the surface de-ice has been selected ON. If the surface de-ice is switched OFF, no
PNEUMATIC LOW PRESSURE message will be posted at any time.
Inhibition of CAS messages can be either functional or global in nature. Functional

inhibits prevent messages from being displayed during specific phases of flight (for
example, take-off or approach) or during particular system events (for example, engine
starting). If a message is active prior to the functional inhibit becoming enabled, the
message shall become inactive when the functional inhibit becomes enabled. If a
message becomes active after the functional inhibit becomes enabled, the message is
not displayed until the functional inhibit logic is disabled.
Global inhibits are intended to inhibit messages during specific phases of flight so the
posting or clearing of CAS messages will not distract the crew during these critical
phases of flight. If a message is present prior to the global inhibit becoming enabled,

08 Feb. 2017 Page 7-173
SECTION 7
the message remains displayed regardless of the state of the message logic. If a
message becomes active after the global inhibit becomes enabled, the message is
not posted until the global inhibit logic is disabled. An example of this is suppression
during all phases of flight of low-priority avionics system maintenance CAS messages
for which no remedial or corrective action by the flight crew is possible.
The following tables list warning, caution, advisory and status messages specific to
the DHC-6 that can be posted. Some of these messages will not be provided unless
the appropriate optional equipment that they monitor has been fitted. A considerable
number of additional CAS messages that are not aircraft specific but pertain directly to
the Apex avionics system can also be posted. These messages are not included in the
following list, but are described in Section 3.
7.22.1.1 Warning Level Messages

Left Engine Fire Left Prop Overspeed Hydraulic Press Low
Right Engine Fire Right Prop Overspeed Left Prop Low Pitch
Left Engine Temp Left Oil Pressure Right Prop Low Pitch
Right Engine Temp Right Oil Pressure Doors Unlocked (flight)
Left Engine Torque Left Oil Temp Fuel Low Both Tanks
Right Engine Torque Right Oil Temp
Left Engine NG Generators Off (flight)
Right Engine NG Hydraulic Power Fail
7.22.1.2 Caution Level Messages

Reset Props Pump 2 Aft Press Main Battery Off
Left Engine Temp Pump 1 Forward Press Left Probe Fail
Right Engine Temp Pump 2 Forward Press Right Probe Fail
Left Engine NG Low Fuel Quantity Fault ELT Active
Right Engine NG Low Left Fuel Flow Low Doors Unlocked
(ground)
Left Prop Speed Right Fuel Flow Low ESIS On Battery
Power
Right Prop Speed Fuel Crossfeed Fail Left Wing Refuel On
Left Oil Pressure Hydraulic Press Low Right Wing Refuel On
Right Oil Pressure Duct Overheat Left Generator Off
Left Oil Temp Low Pneumatic Press Low Right Generator Off
Right Oil Temp Low Left Gen Volts

Page 7-174 08 Feb. 2017
SECTION 7
Forward Fuel Qty Low Right Gen Volts

Aft Fuel Qty Low Left Generator Amps
Left Wing Fuel Pump Right Generator Amps
Right Wing Fuel Pump Main Battery Volts
Pump 1 Aft Press Main Battery Amps
7.22.1.3 Advisory Level Messages

Takeoff Config Right Wing Refuel On DAU 2B Maintenance
Left Autofeather Avionics Fan Fail Engines PT6A-34
Right Autofeather Pneumatic Low Press Gear Wheels
(ground)
Left Fire Detect CB FDR Fault Autofeather Selected
Right Fire Detect CB CVR Fault Autofeather Armed
Left Generator Off (ground) DAU 1A Maintenance Avionics Battery Low
Right Generator Off (ground) DAU 1B Maintenance
Left Wing Refuel On DAU 2A Maintenance
7.22.1.4 Status Level Messages

Crossfeed - Both On Aft ESIS Battery Test Left Wing Tank On
Passed
Crossfeed - Both On Fwd Interlock Open
Vent Fan On Right Wing Tank On

08 Feb. 2017 Page 7-175
SECTION 7
Figure 7-72 Sample of CAS Message Screen
7.22.2 Master Caution and Master Warning Lights

Two 1 inch by 1.2 inch LED switchlights, internally labelled MASTER CAUTION and
MASTER WARNING, are provided directly above each pilot’s primary flight display.
These lights will illuminate whenever a caution level (amber) CAS message or a warning
level (red) CAS message appears. The lights extinguish when pressed to acknowledge
the warning. The caution lights are powered from the 28 volt left or right DC bus through
circuit breakers CAUTION LTS NORMAL (position N3) and CAUTION LTS BYPASS
(position N2) located on the avionics circuit breaker panel.
7.22.3 Caution Light Test And Intensity Switch

A three-position switch labelled CAUTION LT with positions DIM, BRT, and TEST is
located on the lower left sub-panel. The momentary TEST position of the switch permits
a simultaneous check of all the aforesaid lights except for the engine FIRE lights, which
are tested using their own dedicated switch. The test and intensity circuit is protected
by a CAUT LT TEST circuit breaker on the main circuit breaker panel.
The DIM and BRT positions provide alternative levels of lighting brilliance for
the MASTER CAUTION and MASTER WARNING lights, the autofeather system
SELECTED and ARMED indicator lights, and the stall warning light, the engine FIRE
warning lights, and if fitted, the wheel-ski position indicator lights. In the event of failure
of the control system used for caution light dimming, a reversionary, non-dimming
mode can be selected by moving the CAUTION LIGHTS DIMMING switch on the lower
right sub-panel from NORMAL to BYPASS.

Page 7-176 08 Feb. 2017
DHC-6 SERIES 400
7.22.3 Caution Light Test And Intensity Switch

A three-position switch labelled CAUTION LIGHTS, with positions DIM, BRT, and TEST,
is located on the lower left sub-panel. DIM and BRT positions provide alternate levels
of lighting brilliance for the MASTER CAUTION and MASTER WARNING lights, the
AUTOFEATHER SELECTED [SELECT] and AUTOFEATHER ARMED indicator lights,
the STALL warning light and the engine FIRE warning lights.
The DIM and BRT positions provide alternative levels of lighting brilliance for
the MASTER CAUTION and MASTER WARNING lights, the autofeather system
SELECTED and ARMED indicator lights, and the stall warning light, the engine FIRE
warning lights, and if fitted, the wheel-ski position indicator lights. In the event of failure
of the control system used for caution light dimming, a reversionary, non-dimming
mode can be selected by moving the CAUTION LIGHTS DIMMING switch on the lower
right sub-panel from NORMAL to BYPASS.
Gear indication lights for aircraft fitted with amphibious floats are independent of the
CAUTION LT dimming and test switch. No indication or notifications about retractable
gear landing systems (wheel-skis or amphibious floats) are ever provided on the Apex
system. Retractable gear landing systems are totally independent from the Apex
system.
PSM 1-64-POH (TR-

Page of
TEMPORARY REVISION

PUBLICATION: PILOT OPERATING TEMP. REVISION NO.: TR-29
_______________________________________________________
Insert in Section 7, facing Page 7-177
REASON FOR ISSUE:

To clarify the description of the CAUTION LIGHTS switch.
ACTION:
In Section 7, ignore existing Para 7.22.3 and insert revised Para, as shown on Page 2
of this Temporary Revision.
the manual.

Page of
SECTION 7
Gear indication lights for aircraft fitted with amphibious floats are independent of the
CAUTION LT dimming and test switch. No indication or notifications about retractable
gear landing systems (wheel-skis or amphibious floats) are ever provided on the Apex
system. Retractable gear landing systems are totally independent from the Apex
system.
7.22.4 Stall Warning System

The stall warning system consists of two lift detecting vanes and switches (which are
connected in parallel) located on the left wing leading edge.
The two vanes are set at slightly different levels in the wing leading edge to ensure
the complete effectiveness of the stall warning system at all flap settings and aircraft
attitudes. The lower vane is operative over the full flap range of 0° to 37.5°, but the
upper vane is effective only with flaps extended. From 0° to 12° (±2°) flap settings
the upper vane is rendered electrically inoperative by a microswitch actuated by the
flap mechanism. In operation, as a stall condition is approached, the stagnation point
moves from above of the affected vane to below it and causes it to deflect upward
sufficiently to actuate its switch and complete the circuit to the warning light.
The stall warning activates at 4 to 9 knots above stall speed. Correction of the near
stall condition by the pilot causes the vane to move in the opposite direction and
de-energize the electrical circuit. The stall warning system is activated by the lift
transducers supplying a ground signal to the data acquisition unit (DAU), therefore the
stall warning system does not require a circuit breaker. The detector vanes are heated
to prevent condensation; the heaters are controlled by the pitot heat switch and the
power to the heaters is protected by the PITOT HEAT L (position A6) circuit breaker.
The lift transducer heaters do not provide any de-ice or anti-ice protection to the stall
warning system.
Indication of a stall is provided by display of two rectangular inverse video annunciations

on either side of the left and right attitude indicator display, and is accompanied by
a persistent aural warning. A supplementary stall warning light is installed directly
underneath the ESIS, to provide visual annunciation of a stall condition in the event of
failure of the Apex display and/or aural alert functions.

08 Feb. 2017 Page 7-177
SECTION 7
Figure 7-73 Stall Warning (Visual)
7.22.5 Aural Warnings

Various aural warnings are generated by the Apex avionics system. They include the
following, which are listed in priority order:
Aural Priority Group

Condition Type Mutable
Message Order Number
Stall STALL Continuous No 1 1
TAWS Alert Numerous Numerous Some 2 1
Traffic-
Numerous Numerous Some 3 2
Warn-ings
Overspeed OVERSPEED Continuous No 4 2
Take-off NO
Continuous No 5 2
Configuration TAKEOFF
CAS Warning Triple Chime Continuous Yes 6 2
Engine Fire FIRE Continuous Yes 7 2
Propeller PROPELLER
Continuous Yes 8 2
Low Pitch LOW PITCH
CAS Caution Single Chime Continuous Yes 9 3
Minimums MINIMUMS Single No 10 3

Page 7-178 08 Feb. 2017
SECTION 7
Aural Priority Group

Condition Type Mutable
Message Order Number
Altitude C Chord Single No 11 4
Vertical
C Chord Single No 12 4
Track Alert
Additional aural warnings will be added to the list when flight director and autopilot
functions are certified.
7.22.5.1 Prioritization and Grouping of Aural Warnings

Each aural alert is prioritized and grouped with other audio alerts, called priority groups,
as listed above. Group 1 is the highest priority group and Group 4 is the lowest priority
group. When two alerts of different groups are enabled at the same time, only the aural
alerts of the highest priority group will be sounded. When the alerts of the highest
priority group stop, the aural alert of the next highest priority group will be sounded, if
still active.
7.22.5.2 Muting Of Aural Warnings

Aural warnings listed in the above table that are noted as ‘mutable’ are silenced by
depressing the Master Caution (MC) or Master Warning (MW) switch, as appropriate
to the notification. When the logic that drives a mutable aural is enabled and the
appropriate MC/MW switch is depressed, the mutable aural is silenced until the enabling
logic transitions off. When multiple mutable aural warnings are active, all will be muted
at once. Therefore, each aural cannot be muted individually. All aural warnings will be
heard at least once before muting becomes effective.
TAWS and TCAS aural warnings may or may not be mutable, depending on the severity
of the warning. Mutable TAWS warnings are muted by pressing the appropriate TAWS
control button on the multifunction controller.
Aural warnings are independently processed by both channels of the custom I/O board
in the MAU, then compared to ensure validity. In the event of a passive failure of one
channel, a CAS message advising of the failure will be displayed, but full aural warning
capability will continue to be available from the single remaining channel. In the event
of an active failure of one channel that results in unwanted sound coming from one of
the two channels, the pilot can silence the defective channel by selecting the AURAL 1
MUTE or AURAL 2 MUTE switch, as appropriate, to the upper MUTE position. If both
switches are placed in the MUTE position, no aural warnings will be heard.

08 Feb. 2017 Page 7-179
SECTION 7
7.23 Primus Apex® Flight Management System

The Flight Management System (FMS) provides flight planning capability, navigation
information and flight performance data to the pilot. The FMS is capable of managing
flight planning details from aircraft take-off to touchdown including predictions of fuel
and time.
The FMS uses two navigation databases which contain worldwide or regional data
housed in the Modular Avionics Unit (MAU), a custom database which contains flight
plans and pilot defined waypoints and an aircraft database consisting of aircraft specific
parameters used in FMS performance calculations.
The FMS uses information from the databases stored in memory and information
from the GPS and ADAHRS to calculate and display navigational and flight planning
information. Flight planning information can be entered by the pilot using the MF
Controller keyboard. The navigation database holds airport, navigation aid and
waypoint information, and is loaded when the aircraft is on the ground through the
LAN BUS connector on the Aircraft Maintenance Panel. This database is commercially
produced, updated and issued every 28 days. The custom database holds flight plans
and waypoints entered by the pilot.
The FMS shows information on the PFD and upper MFD for:
- Flight planning
- Navigation
- Situational awareness
- Flight performance data
The Viking Twin Otter Series 400 has not been evaluated or qualified for Reduced
Vertical Separation Minimum (RVSM) operations.
the FMS.
caution, advisory and status messages for the FMS:
AMBER CAUTION
FMS-GPS1 POS MISC Indicates FMS to GPS 1 position miscompare

FMS-GPS2 POS MISC Indicates FMS to GPS 2 position miscompare

Page 7-180 08 Feb. 2017
SECTION 7
FMS-GPS1+2 POS Indicates FMS to GPS 1+2 position miscompare

MISC
UNABLE FMS-GPS Indicates FMS to GPS position monitor has failed (Typically
MON this means the aircraft position has not been confirmed by
the pilot following initial power-up of the aircraft on ground,
or; RAIM is not available if this message appears following
initial power-up and confirmation of aircraft position)
CYAN ADVISORY
FMS FAIL Indicates FMS has failed
WHITE STATUS
AGM 2/FMS 1 GFP Inop Indicates graphical flight planning function failed in AGM 2
AGM 1 DB Error Indicates database in AGM 1 has an error
AGM 2 DB Error Indicates database in AGM 2 has an error
AGM 1+2 DB Error Indicates database in AGM 1+2 have an error
AGM 1 DB Old Indicates database in AGM 1 is out of date
AGM 2 DB Old Indicates database in AGM 2 is out of date
AGM 1+2 DB Old Indicates database in AGM 1+2 are out of date
The following FMS annunciations can be shown on the PFD:
APP Approach advisory. Indicates FMS is in approach mode

XTK Offset advisory. Displayed when lateral offset has been
entered
MSG Message advisory. Displayed when a message is shown on
INAV map
DR Dead Reckoning alert. Displayed when operating in DR
mode for more than 2 minutes
DGRD Degraded alert. Displayed when FMS accuracy cannot
guarantee accuracy for present phase of flight due to sensor
availability
The following FMS annunciators will be shown on the INAV map, refer to the Honeywell
Primus Apex® Integrated Avionics System – Pilot Guide for the explanations:

08 Feb. 2017 Page 7-181
SECTION 7
ACTIVE MODE IS MAG HEADING HIGH HOLDING GRD SPD

ACTIVE MODE IS TRUE HEADING HIGH PCDR TURN GRD SPD
CHECK ALT CONSTRAINT LAST LEG
CHECK BARO SET RESET ALT SEL
CHECK DEST FUEL NO PRESENT POSITION
CHECK GPS 1 POSITION OFFSET CANCEL
CHECK GPS 2 POSITION OFFSET CANCEL NEXT WPT
CHECK SPD/ALTITUDE LIMIT RAIM WILL EXCEED LIMIT
DATABASE OUT OF DATE UNABLE NEXT ALT
END OF FLIGHT PLAN UNABLE OFFSET
EXCEEDS MAX LANDING WT UNABLE PCDR TURN CHANGE
FLIGHT PLAN FULL UNABLE RNP
FLT PATH ANGLE TOO STEEP UNABLE RNP NEXT WPT
FPL CONTAINS INVALID WPT NO POSITION SENSORS
GPS 1 UNAVAILABLE GPS 2 UNAVAILABLE
GPS RAIM ABOVE LIMIT GPS RAIM UNAVAILABLE

Page 7-182 08 Feb. 2017
SECTION 7
7.24 Flight Director

Reserved.

08 Feb. 2017 Page 7-183
SECTION 7
7.25 Autopilot
Reserved.

Page 7-184 08 Feb. 2017
SECTION 7
7.26 List of Options

The following is a list of Standard Order Options (S.O.O.) and items of equipment which,
by customer request, can be furnished with the aircraft. Although most options are
additional to the standard aircraft described in Part I, prices quoted for options which
replace standard installations (e.g. alternate gear configurations, heated windshields,
alternate cabin configurations) are for the optional equipment only, therefore the
customer will not receive both the standard and optional equipment for the option price.
Certain optional items such as external paint will be called up by Aircraft Configuration
Drawing (ACD) rather than by S.O.O.
In some cases, the maximum cubic and or mass payload capacity of a baggage
compartment will be reduced by the volume and weight of the options located in that
compartment.
Individual options are described in greater detail later on in this document.
7.26.1 Airframe
S.O.O. 6150 External Break-in Markings
S.O.O. 6241 Foreign Language Exterior Markings
S.O.O. 6301 Foreign Language Placard – Emergency Break-In Area
7.26.2 Ice And Rain Protection

S.O.O. 6004 Airframe De-icing
Includes timer system, automatic horizontal stabilizer activation with flap extension,
and annunciation of stabilizer boot inflation
S.O.O. 6202 Propeller De-icing boots (electric) (without pitch latches)
or
S.O.O. 6237 Propeller De-icing boots (electric) (with pitch latches)
Fuselage ice guards S.O.O. 6168 is required
S.O.O. 6187 Glass Electrically Heated Windshields (all A/C with de-icing requirements)
NOTE
All of the above options are required for ‘known ice’ certification.

08 Feb. 2017 Page 7-185
SECTION 7
7.26.3 Power Plant

S.O.O 6203 Propeller Pitch Lock (Propeller Blade Latches)
7.26.4 Fuel System

S.O.O. 6247 Increased Fuel Capacity – Wing Tip Tanks
7.26.5 Landing Gear

S.O.O. 6001 Wheel-Skis
S.O.O. 6048 Intermediate Flotation Gear (larger tires)
Includes slightly shorter jury strut, deletes standard length jury strut.
7.26.6 Equipment & Furnishings

S.O.O. 6205 Cabin Emergency Lighting System
S.O.O. 6208 Stretcher Rack Installation
S.O.O. 6230 Rosen Flight Compartment Sun Visor Installation
S.O.O. 6236 Foreign Language Interior Placards
The following configurations will be available in lieu of the standard nineteen-seat

commuter interior:
S.O.O. 6232 Cabin Upholstery – 19 Passenger – Concrete/Blue Vinyl
S.O.O. 6234 Cabin Upholstery – 19 Passenger – Blue Leather
S.O.O. 6235 Pilots Seats Upholstery – Blue Leather
S.O.O. 6281 14V DC Power Outlets – RH Cabin
S.O.O. 6282 14V DC Power Outlets – LH Cabin
S.O.O. 6283 14V DC Power Outlets – Sta 332.0
S.O.O. 6286 LOPA Option 14 Passenger Single Seats (S.O.O. 6243 required)
S.O.O. 6287 Cold Weather Operations Kit (115VAC)
S.O.O. 6297 Configuration for Custom Seat Arrangement (No Seat Option)
S.O.O. 6309 Passenger Life Vest Provisions

Page 7-186 08 Feb. 2017
SECTION 7
7.26.7 Avionics Options

The standard (basic) aircraft includes the following avionics, which are suitable for day
VFR certification.
BASIC AVIONICS INCLUDED IN AIRCRAFT PURCHASE PRICE
Left and Right Pilot Primary Flight Displays and PFD controllers
One Left Pilot KMA 29 Audio Panel
Both Upper and Lower Center MFD Displays (2 MFDs total)
Moving Map display on MFD, Engine Indications on PFD, Crew Alerting System,
Systems Displays
Flight Director panel
Single KGS 200 GPS installation
Single Channel Air Data and AHRS system
Single multi-mode digital radio (MMDR) – provides 1 VHF communications radio
and 1 VHF navigation radio (VOR / localizer)
MFD Controller, including keyboard
Display reversion control panel
Aural warning system (spoken warnings and annunciations)
Two David Clark noise cancelling headsets, airframe powered
One Thommen quartz chronometer with sweep second hand
One Magnetic Compass
Two ‘bundles’ are available to meet the needs of IFR operators and public commercial
operators. The IFR bundle provides the equipment necessary for day or night, VFR or
IFR certification. The public commercial bundle provides safety and recording systems
necessary for scheduled or charter operations.
S.O.O. 6209 – IFR OPERATIONS BUNDLE
Second KGS 200 GPS installation

Upgrade to Dual Channel, dual source Air Data and AHRS system with second
magnetometer
Second MMDR (second VHF com, second VOR / localizer)
Dual Glideslope receivers (single shared antenna)

08 Feb. 2017 Page 7-187
SECTION 7
Single ADF
ART 2000 Weather Radar (stabilized)
Dual KXP 2290 Mode S diversity (EHS) transponders
406 MHz ELT with navigation interface and remote switch
Dual KN-63 DME
L3 Emergency Standby Instrument System (ESIS) with battery backup and
navigation input Independent (third) Magnetometer for L3 ESIS – provides stabilized
magnetic heading display
Two 14 volt convenience outlets in flight compartment
The Public Commercial Operations Bundle provides the equipment most commonly
required for public commercial passenger carrying operations. The IFR bundle is a
prerequisite to order the public commercial bundle.
S.O.O. 6210 – PUBLIC COMMERCIAL OPERATIONS BUNDLE (6209 prerequisite)
Right side KMA 29 Audio Panel

Cabin Address System with independent amplifier
Honeywell MK IV Class A TAWS (EGPWS)
King KRA 405 Radar Altimeter (required to support TAWS)
KTA 970 TCAS I
Honeywell AR-120 120 minute solid state cockpit voice recorder (CVR)
Honeywell AR-256 256 word per second, 25 hour solid state flight data recorder
(FDR)
The following optional avionics equipment is available for ordering and, except as noted,
does not require any prerequisites.
S.O.O. 6211 – XM Aviation Weather display on MFD (suitable for use in the
continental USA only)
S.O.O. 6213 – Electronic Display of Normal Operations Checklists
S.O.O. 6214 – Electronic Display of Jeppesen Charts and Maps
S.O.O. 6215 – Complete KHF 1050 HF Radio installation with PS 440 Control Head
S.O.O. 6217 – Second ADF (prerequisite is IFR Bundle)

Page 7-188 08 Feb. 2017
SECTION 7
S.O.O. 6218 – Second KRA 405 Radar Altimeter (prerequisite is Public Commercial
Bundle)
S.O.O. 6219 – Upgrade TCAS I (TA only) to TCAS II with TA and RA (prerequisite
is Public Commercial Bundle)
7.26.8 Communication
S.O.O 6229 Fourth Crew Intercom Jack – Stn 332
S.O.O 6295 Float Mounted Depth Sounder
S.O.O 6296 VHF-FM Radio
S.O.O 6298 Satellite Communication System

08 Feb. 2017 Page 7-189
SECTION 7
7.27 Ferry Fuel Tank System

7.27.1 General
The ferry fuel system can be installed in the Series 400 Twin Otter as a temporary
arrangement for long range ferry flights.
This installation requires adaptation of the existing tank venting system to accommodate
the ferry fuel system.
Six different volume configurations (between 4 to 9 barrels) are available. Each drum
can be filled with approximately 44.6 Imperial gallons (202 litres, 0.202 m3) of fuel.
The ferry fuel system is fully described in E.O. 66596 and on drawings C6G1241.
7.27.2 Legal Considerations

The ferry fuel system is not approved as part of the DHC-6 type design. Authorization
to operate the aircraft with this ferry fuel system must be obtained from the aviation
regulatory authority for which the aircraft is registered. The operator is responsible for
obtaining the necessary permits. Normally this will consist of a flight permit issued by
the State of Registry and validated by each state overflown.
Viking will provide documentation to the operator to assist in securing a ferry flight
permit. However, the responsibility and expense associated with obtaining ferry permits
and complying with all regulations is entirely that of the operator.
7.27.3 Description
The ferry fuel system consists of a minimum of four to a maximum of nine interconnected
steel drums mounted in wooden cradles and secured to cabin floor tie-down rings with
webbing straps. Fuel from the drums is delivered by gravity feed to the main tanks,
below the cabin floor, through shut-off valves.
The drums must be installed in the numerical order specified in Figure 7-74.
Regardless of the number of drums used, the fuel feed and vent piping arrangement
is the same. All drums are interconnected by a common filling and delivery fuel line
which carries fuel to all drums and delivers fuel to the aircraft main fuel tanks during
transfer operations.
Two manually-operated shut-off valves in the line control the delivery of fuel from the
drums to Cell No. 1 in the forward main tank and to Cell No. 8 in the aft main tank.
Fuel enters Cell No. 1 and Cell No. 8 through the existing aircraft system vent pipes.
The drums are filled through a filler neck assembly which is connected to the common
filling and delivery fuel line and is attached to drum No. 6 when 6, 7, 8, or 9 drums are

Page 7-190 08 Feb. 2017
SECTION 7
installed, or to drum No. 4 when 4 or 5 drums are installed. This always locates the
filler neck adjacent to the right emergency exit hatch for convenience when refueling.
In the installation a common vent line interconnects all drums and the filler neck with
the existing vent lines of all main tank cells except Cell No. 1 and Cell No. 8. All aircraft
system fuel cells contain two vents to ensure venting is possible at all times. Based on
42 usable Imperial gallons per drum, the total contents of the ferry fuel system can vary
between 168 Imperial (equivalent to 202 U.S.) gallons (1,378 lbs) with four drums and
378 Imperial (equivalent to 454 U.S.) gallons (3,100 lbs) with nine drums.

08 Feb. 2017 Page 7-191
SECTION 7
Figure 7-74 Ferry Fuel System
Page 7-192 08 Feb. 2017
SECTION 7
7.27.4 Operation
The system is capable of transferring into either aircraft main tank or both tanks at the
same time at rates in excess of engine fuel consumption.
In most cases, the center of gravity shifts forward as fuel is used from the ferry
system. The fuel contents may be roughly estimated by observing the fluid level on the
transparent filler pipe, but only when the aircraft is parked on the ground.
When the ferry tanks are full, fuel will transfer via the vent system into the rear fuselage
tank during sustained nose up attitudes. If the rear fuselage tank is also full, this will
give the impression that no fuel is being used from the rear fuselage tank. This is a
normal condition.
Operations must be conducted in accordance with the procedures and limitations set
out in PSM 1-64-POH Section 10, Para 10.11, Ferry Fuel System.
7.27.5 Limitations
The limitations set out in PSM 1-64-POH Section 10, Para 10.11, Ferry Fuel System,
must be observed.
7.27.6 Performance Data

For landplane performance data, refer to PSM 1-64-POH Section 10, Para 10.11, Ferry
Fuel System.
7.27.7 Weight and Balance

For weight and balance calculations, refer to PSM 1-64-8 Supplement 1, Weight and
Balance Information and Limitations – Ferry Fuel System.
The maximum capacity with 9 drums installed and all drums full is 378 Imperial gallons,
(1,718 litres), weighing approximately 3,100 lbs (1,406 kg); assuming a nominal fuel
density of 8.2 lbs per Imperial gallon (.82 kg/litre).
The weight of the ferry fuel system itself will vary depending on the number of drums
and the materials used. Drums weigh approximately 70 lbs (30 kg) each, depending on
the type of steel and the method of construction of the drum. The cradles and fittings
weigh approximately 9 lbs (4 kg) per drum. Each ferry system is individually weighed
prior to installation or the aircraft is reweighed after the empty ferry fuel system is
installed. Weight and balance regulations, for the State of Registry of the aircraft, must
be adhered to.

08 Feb. 2017 Page 7-193
SECTION 7
7.28 Engine Condition Trend Monitoring/Flight Operations

Quality Assurance System
7.28.1 General
The Engine Condition Trend Monitoring/Flight Operations Quality Assurance (ECTM
/FOQA) system (S.O.O. 6288) is a small recording IONode device (ION100–4) that
records all ARINC 717 Flight Recorder data in its internal memory, for download from
the aircraft for subsequent analysis. The data may be used to assess flight operations
and aircraft trends. It also records data from a GPS receiver, internal accelerometers
and gyros which, when downloaded, can display aircraft route, altitude, times and other
flight operations information.
If GPS position is changing (> 10 kts) Wi-Fi data transmission cannot be enabled.
Figure 7-75 ECTM/FOQA Wi-Fi Transmit Placard Location (Typical)
7.28.1.1 GPS Position Source

When S.O.O. 6288 is installed in conjunction with the Satellite Communications option
(S.O.O. 6298), GPS position is derived from the SkyNode satellite communications
transceiver.
When S.O.O. 6288 is installed alone, GPS position is derived from an internal GPS
receiver.

Page 7-194 08 Feb. 2017
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7.28.2 Operation
There are no special in-flight operating procedures. When power is applied to the RH
bus and GPS position is changing, the IONode commences recording.
Post flight, data may be downloaded from the aircraft to a nearby personal computer
which must be equipped with Wi-Fi Base Station Software, (available from Latitude
Technologies Corp.). The data transfer is manually initiated while the aircraft is on
the ground, by holding the ECTM/FOQA Wi-Fi switch in the ON position for ten (10)
seconds.
After data is transferred to the Basestation PC, it is sent over the internet from to
Latitude Technologies for decoding and is then accessible via a Web browser.
When the IONode detects aircraft movement via changing GPS position, the Wi-Fi
transmitter is turned off.
The system includes the following components:
- ION100–4 recorder in the forward avionics bay

- Low profile GPS/Wi-Fi antenna on the upper fuselage at station 246.5
- Circuit breaker, 3 Amp, in the avionics CB panel labeled ECTM/FOQA, typically
located in position 4M.
The ECTM/FOQA system has no power switch.
7.28.3 Latitude Technologies Contact Information

Contact Latitude Technologies Corp. for system activations and account information.
Mailing and Shipping Address:
Latitude Technologies Corporation

Unit 101, 3375 Whittier Avenue
Victoria, BC V8Z 3R1
Canada
Toll Free: 1-888-966-5599

Direct and International: 1-250-475-0203
US Sales Office: 1-509-621-0229
Fax: 1-250-475-0204
Service Disruptions (24/7): 1-250-475-0203
Device Activations: 1-250-475-0203; activations@latitudetech.com

08 Feb. 2017 Page 7-195
SECTION 7
7.29 Satellite Communication System

7.29.1 General
The Satellite Communications System (S.O.O. 6298) provides the following functions:
1 Flight tracking which provides automatic position reporting at configurable intervals

between the aircraft and ground-based personal computer, via the Iridium Low
Earth Orbit (LEO) satellites and the internet. Position is determined by an internal
GPS receiver within the satellite communications transceiver.
2 Satellite telephone audio conversation, via the Iridium satellite communications

system. Communications is through the COM 5 transmit channel on the pilot or
co-pilot audio panels. Control, including dialing, is via the RC6000/A panel in the
center pededstal.
Figure 7-76 COM 5 Placard Installation (Typical)
3 Short-text messaging, via the RC6000/A panel in the center pedestal.

Page 7-196 08 Feb. 2017
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The system includes the following components:
- RC6000/A control panel in the center pedestal

- S200 Skynode in the forward avionics bay
- Low profile GPS/Iridium antenna on the upper fuselage at Station 246.5
- Circuit breaker, 3 Amp, in the avionics CB panel labeled either “SATELLITE PHONE”
or “SAT COM”, typically located in position 4N.
The satellite communications system has no power switch. The system operate anytime
power is applied to the R/H bus, and will start transmitting position reports when the
GPS detects groundspeed.
As delivered, the SkyNode is set to the standard default settings. However, it is possible
to modify the configuration. Some settings, such as the GPS Interval (length of time
between the SkyNode’s processing and storing of a GPS position) and Connection
Interval (length of time between regularly scheduled transmissions of GPS data), can
be adjusted by the user from their Web SentinelTM account.
Other settings such as OOOI (Out, Off, On, In) reporting, and Latitude Messaging API
can be altered remotely by Latitude Technologies Corporation.
7.29.1.1 Latitude Technologies Contact Information

Contact Latitude Technologies Corporation for system activations and account
information.
Mailing and Shipping Address:
Latitude Technologies Corporation

Unit 101, 3375 Whittier Avenue
Victoria, BC V8Z 3R1
Canada
Toll Free: 1-888-966-5599

Direct and International: 1-250-475-0203
US Sales Office: 1-509-621-0229
Fax: 1-250-475-0204
Service Disruptions (24/7): 1-250-475-0203
Device Activations: 1-250-475-0203; activations@latitudetech.com

08 Feb. 2017 Page 7-197
SECTION 7
7.29.2 Operating Procedures
7.29.2.1 Control Panel Display

The RC6000/A has a two line, 48-character LED display. The top line shows the Iridium
Network Signal Strength (“RSSI”), menu items, or other information depending on what
the user is doing. The bottom line displays the soft key menu and other information
depending on current user activity.
There are two LED indicators on the left. The top LED indications are:
- OFF, if there are no messages in the Inbox

- BLINKING, if there are messages in the Inbox marked as unread
- ON, if there are messages that have all been read.
The bottom LED has no function.
7.29.2.2 Startup
On start up, the RC6000/A will display an animated cursor moving right and left on the
display’s bottom line, while the top line will alternate between displaying the following
two lines:
Where “#.##” is the firmware version currently installed on the RC6000/A. After the
SkyNode is fully initialized and communication is established with the RC6000/A, the
home screen will appear with TEL, MSG and SYS above select buttons S1, S2 and S3
respectively:
The home screen is the starting point for access to all other areas on the menu. From
any other screen, or during any functions operation, it is possible to return to the home
screen by pressing the HOME button.

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7.29.2.3 Screen Brightness

Adjust the screen brightness from the system menu.
1 Start in the Home Screen, then press “S3” (labeled “SYS”); to display the System
Menu.
2 Press “S3” (labeled “BRT”) from the System Menu.
3 Adjust the screen brightness by using soft keys “S2” and “S3” or the arrow keys.
7.29.2.4 Control Buttons

Home The “HOME” key brings the user back to RC6000/A’s main menu
screen
Menu No function
Soft Keys The RC6000/A has three keys that are used as contextual
buttons: “S1”, “S2” and “S3”. The functions and labels of these
keys change depending on the operating mode of the control
panel.
Function Keys No function
Alpha-Numeric There are 10 alpha-numeric keys similar to those found on a
Keys telephone. These are used for dialing telephone numbers or
entering text.
Arrow and Return The arrow keys and the return key (aka the enter key; “ ”) are
Keys used to navigate the RC6000/A’s menus. Use the arrow keys to
navigate with the menus and use the return key to select a menu
item.
Mark & DN/CLR The “Mark” (Mark Target, also labeled “#”) and “DN/CLR” (Down
& Clear, also labeled “*”) keys can be used as signaling inputs;
pressing one of these keys triggers the SkyNode SATCOM to
immeditely generate and transmit a GPS position report with a
special reason code that will be displayed on the Web Sentinel
ground based computer. (Note 1)
May Day The “MAY DAY” key can be used to place the SkyNode in
Emergency Tracking mode. This means that the SkyNode will
override the configured reporting interval and begin transmitting
specially flagged GPS position reports every 10 seconds. (Notes
1, 2, 3)

08 Feb. 2017 Page 7-199
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NOTE
1 Special feature, contact Latitude Technologies
2 The destination to where the emergency messages are transmitted is determined

by the SkyNode SATCOM equipment that the RC6000/A is connected with. At
minimum, the SATCOM must have an active satellite network account and be
configured for emergency reporting.
3 Emergency Tracking MAY DAY mode is not part of the emergency locator transmitter.
7.29.2.5 Emergency or May Day Mode

Emergency Tracking MAY DAY mode is not part of the emergency locator transmitter. It
is a supplementary capability that sends position reports to the company WebSentinal
base station at faster timed intervals than for normal position reports.
To activate Emergency Tracking mode, press the “MAY DAY” key. Once Emergency
Mode is initialized, the top line of the screen will display the flashing text:
To deactivate Emergency Mode, press “S2” (labeled “END”).
7.29.2.6 Telephone
7.29.2.6.1 Main Telephone Screen
To use the satellite telephone features, start in the Home Screen then press “S1”
(labeled “TEL”); this will bring up the Main Telephone Screen.
7.29.2.6.2 Dialing
When dialing a phone number, remember that all calls placed form an Iridium telephone
are considered international calls and must begin with an international dialing code (for
example, “001” from North America).
From the Main Telephone Screen, use the number keys to dial a phone number. The
number you are entering will be displayed on the top line of the screen. Once you have
finished dialing, press “S1” (labeled “DIAL”) to initiate the call.

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7.29.2.6.3 Pressing Keys During a Call

There are often instances when you must press keys during a voice call, such as
remotely checking voicemail and navigating telephone menu systems. With the RC60
00/A, when you press a key during the call, the bottom right corner of the screen will
display the text:
Where “#” is the key that was pressed (i.e. 1-9, #, *). You must wait until this text
disappears before pressing another key.
7.29.2.6.4 Answering a Call

When a satellite call is received, the top line of the screen will display the flashing text:
To answer the call select COM 5 Transmit on the audio panel and press “S2” (labeled
“ANS”) on the RC6000/A.
The aural “ringing” alert can only be heard if COM 5 audio is selected on the aircraft
audio panel.
7.29.2.6.5 Ending a Call

To end a phone call that is in progress (i.e. “hang up”), press “S1” (labeled “END”).
7.29.2.6.6 Redial
From the Main Telephone Screen, press “S3” (labeled “RDL”) to place a call to the
number you dialed last. The RCR6000/A will ask for confirmation; press “S3” (labeled
“YES”) to place the call, or “S1” (labeled “NO”) to cancel and return to the Main
Telephone Screen.
7.29.2.6.7 Phonebook
To use the RC6000/A’s Phonebook, first navigate to the Main Telephone Screen and
then press “S2” (labeled “PBK”). The screen will display the first contact entry on
the top line (alternating between contact name and phone number), and the soft key
options on the bottom line.

08 Feb. 2017 Page 7-201
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7.29.2.6.8 Phoning a Contact

From within the Phonebook, scroll to the desired contact entry using the left and right
arrow keys (“<” and “>”). Once the desired contact is displayed on the top line of the
screen, press “S1” (labeled “DIAL”) to place a call to this contact.
7.29.2.6.9 Adding a Contact

From the Phonebook’s main screen, press “S2” (labeled “EDT”); to access the
Phonebook Editing Screen. To add a new entry at the first empty location, press
“S1” (labeled “ADD”), then enter the name of the contact using the alphanumeric keys
(press “ ” when finished), and then enter the phone number of the contact (press “
” when finished). When entering a contact’s phone number, remember that all calls
placed from an Iridium telephone are considered international calls and must begin
with an international dialing code (for example, “001” for North America).
Once you are finished adding contacts, press “S3” (labeled “EXIT”) to return to the
Phonebook’s main screen.
7.29.2.6.10 Deleting a Contact

From the Phonebook’s main screen, press “S2” (labeled “EDT”); this will take you to the
Phonebook Editing Screen. To delete a Phonebook entry, scroll to the desired entry
using the arrow keys (“<” and “>”), and then press “S2” (labeled “DEL”) to delete the
entry. The RC6000/A will ask for confirmation; press “S3” (labeled “YES”) to delete the
entry, or “S1” (labeled “NO”) to cancel and return to the Phonebook Editing Screen.
When a contact is deleted, an empty slot will remain in its place.
7.29.2.6.11 Editing a Contact

Editing contacts is not supported. To edit a contact, delete the entry and re-enter it
correctly.
7.29.2.7 Messaging
To use the systems messaging features, start in the Home Screen, then press “S2”
(labeled “MSG”); to display the Main Messaging Screen.
7.29.2.7.1 Sending a Message

Sent messages are viewed on the ground in Web Sentinel. Forwarding to user-
configured emails can also be set up in your Web Sentinel administrator account.

Page 7-202 08 Feb. 2017
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To send a text message, first navigate to the Main Messaging Screen and then press
“S2” (labeled “NEW”). The screen will display the first of 9 canned messages on the
bottom line. Use the arrow keys to navigate to your desired message, then press return
to select the message.
There are two types of canned messages; Static and Hybrid. Canned messages are
configured remotely from a Web Sentinel administrator account.
Static Canned Messages are pre-configured messages that can be quickly transmitted
without having to enter any text. When a Static Canned Message is selected, you will
be prompted to confirm that you want to send the message (soft keys “S1” and “S3”
will be flashing “NO” and “YES”); simply press “YES” and the message will transmit
(pressing “NO” will return you to the Main Messaging Screen).
Hybrid Canned Messages are messages with a pre-configured portion, and an optional
free-form text portion. These messages are displayed with an asterisk (*) in front of
them. When a Hybrid Canned Message is selected, you will be prompted to enter
additional text using the alphanumeric keypad. After entering text (or if you do not
want to enter text), press return and you will be prompted to confirm that you want to
send the message (soft keys “S1” and “S3” will be flashing “NO” and “YES”); simply
press “YES” and the message will transmit (pressing “NO” will return you to the Main
Messaging Screen).
7.29.2.7.2 Receiving a Message

When a new text message is received, the LED (green) at the left-side of the display’s
top line will begin to blink, and the word “*MESSAGE*” will begin to blink on the bottom
line of the display. These indications will continue until all messages in the inbox have
been read.
Received text messages can be viewed from the Inbox.

08 Feb. 2017 Page 7-203
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Navigate to the Inbox from the Main Messaging Screen by pressing “S3” (labeled “IBX”).
Using the arrow keys, navigate to the desired message, then press “S2” (labeled “REP”)
to be taken to the New Message Screen or “S3” (labeled “DEL”) to delete the message
(you will be prompted to confirm deletion).
A message is marked as read after being displayed for a few seconds or after one
complete scroll across the screen in the case of longer messages.

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7.30 Parachute Anchor Line Installation

7.30.1 General
The Parachute Anchor Line, S.O.O. 6291, runs from station 112.73 to station 321.98 in
the passenger compartment. This installation requires that the third seat rail standard
customer option Mod S.O.O. 6243, be installed on the aircraft.
7.30.2 Description
The Parachute Anchor Line installation consists of a cable assembly that runs between
two anchor plates; a forward anchor plate at station 112.73 and aft anchor plate at
station 321.98, secured on the right hand and centre seat rails and a tie down for an
Emergency Static Line hook-up at station 301.19 located on the left hand seat rail.
The cable assembly is made from a 3/8 inch diameter 7x19 steel cable, with a turn
barrel for adjustments, and the required attachment fittings and hardware. The cable
assembly runs down the right hand side of the aircraft between stations 112.73 and
321.98.
7.30.3 Operation
Authorization by your local regulatory authority must be obtained before installation of
the Parachute Anchor Line, per PSM 1-64-2, Section 25-23-00 (Parachute Anchor Line
(S.O.O. 6291)), Para 3.B., and subsequent use in flight.

08 Feb. 2017 Page 7-205
SECTION 7

Page 7-206 08 Feb. 2017
Pilot’s Guide
for the
Electronic Standby
Instrument System
Model GH-3100
Software Version 1.x and 3.x
Document Precedence
This Pilot’s Guide provides general information about the operation
of the GH-3100. Refer to your FAA-approved Airplane Flight Manual
(AFM) and its flight manual supplements for information specific to
your aircraft. If there is conflicting information between the AFM and
this guide, the AFM takes precedence over this guide.
Disclaimer
This Pilot’s Guide is subject to change without notice. The illustrations
in this guide are typical to the GH-3100, but may not exactly match
your configuration options.
Export Notice
This data is provided at no charge, or at cost, to the public and is
considered publicly available, No License Required (NLR) as defined
in the Export Administration Regulations (EAR) Part 734.7-11.
Revision Note
Revision F improves the layout to accommodate binder holes, fix minor
font errors, update MAG-3000 illustrations.
A Pilot’s Guide
GH-3100 Introduction
Introduction
YOU HAVE AN IMAGE TO MAINTAIN!
WELCOME
Congratulations on your new purchase of the Avionics Systems GH-3100

(Software version 1.x or 3.x) Electronic Standby Instrument System (ESIS).
We are pleased to welcome you to the Avionics Systems family of high
quality avionics products that allow pilots to fly more safely and with greater
confidence. Compact and lightweight, the GH-3100 enables you to add the
latest safety innovations from Avionics Systems to today’s already overcrowded
cockpit panels.
BRIGHTER, TOUGHER, SMARTER, BETTER
Standby instrumentation is taking on a whole new attitude – with advanced

technologies; solid-state designs; reduced operating costs; and integrated
instrumentation. The Avionics Systems GH-3100 ESIS combines all the
important cues – attitude, altitude, airspeed, heading and navigation – in one
easy-to-read AMLCD. It’s like having a complete standby EFIS suite in a single
3-inch display. Designed by the world’s leader in standby instrumentation,
the FAA TSO certified GH-3100 offers the ability to visually match the look
and format of your aircraft’s primary EFIS.
ONE OF THE BEST PARTS – NO MOVING PARTS
The GH-3100 has easy-to-read symbology with digital simplicity assuring

precise readings and high reliability. The self-contained inertial measurement
cluster eliminates the need for a mechanical gyro. And best of all, it has
absolutely no moving parts. The high-performance GH-3100 provides
outstanding features such as precision attitude, altitude, airspeed, and heading;
reduced pilot workload; and improved flight safety. It combines the strengths of
flat panel technology with solid-state sensors to become one of the world’s most
sophisticated standby instrument systems. The GH-3100 also features a full-
color, active matrix LCD; dimmable fluorescent backlighting and a full range
of navigation interface capabilities, and the MAG-3000 Magnetometer.
A HISTORY OF LEADING EDGE INNOVATION
In addition to the GH-3100 ESIS, Avionics Systems also develops and
manufactures the RGC-350 Radar Graphics Computer, Stormscope® weather
mapping systems, Skywatch™Traffic Advisory System, TCAS I collision
avoidance systems, electromechanical standby attitude indicators and power
conversion products. Avionics Systems also maintains a global support network
at a number of factory-authorized service centers worldwide. Avionics Systems
is a division of L-3 Communications.
Pilot’s Guide i
Table of Contents GH-3100
Table of Contents
Introduction............................................................................. i
Table of Contents .................................................................. ii
Purpose .................................................................................. 1
Equipment Description ......................................................... 2
Screen Features
Menu Access .......................................................................... 5

Barometric Setting ................................................................ 8
Attitude Information .............................................................. 9
Air Data Information .............................................................11
Navigational Information .................................................... 13
Heading Information............................................................ 16
Start-Up and Self Test
Power ON Self Test Mode ................................................... 17

Identification Mode .............................................................. 17
Sensor Alignment Mode ..................................................... 20
Normal Operating Mode (Invalidity Indications) ............... 21
Troubleshooting .................................................................. 26
Specifications ...................................................................... 28
Notes..................................................................................... 30
Pilot’s Guide for the GH-3100

Electronic Standby Instrument System
(Software Version 1.x & 3.x)
Part No. 501-1860-xxx1 & 501-1860-xxx3
© Copyright 2003, 2007, 2009
L-3 Avionics Systems, Inc.

5353 52nd Street, S.E.
Grand Rapids, MI USA 49512-9704
Customer Support (800) 453-0288
International (616) 949-6600
FAX (616) 977-6898
www.as.l-3com.com
ii Pilot’s Guide
GH-3100 Purpose
Purpose
This Pilot’s Guide provides the flight crew with operation instructions,
quick reference troubleshooting assistance and typical display examples
so the cockpit crew can quickly and easily operate the GH-3100.
Actual appearance of display arrangements and colors are dependent
on the unit’s specific configuration as it is applied in specific aircraft
installations.
The Model GH-3100 ESIS (Electronic Standby Instrument System)

provides backup pitch, roll, and slip/skid information, and backup Air
Data information (airspeed, altitude and vertical speed) using internal
sensor systems. Also, the system contains interface capabilities that
provides Heading and Navigation information.
Pilot’s Guide 1
Purpose GH-3100
Equipment Description
Avionics Systems GH-3100 series ESIS’s are the only electronic
standby systems that include a Detachable Configuration Module
(DCM), which stores the display’s format configuration. The DCM
contains sufficient memory to retain information specific to the hardware
and software configuration for each installation, such as panel angle,
navigation interface, aircraft heading calibration, and display format.
When the GH-3100 is removed from the aircraft, the DCM remains in
the aircraft, attached to the aircraft wiring harness that mates with the
GH-3100, eliminating the need to re-configure a replaced GH-3100
Line Replaceable Unit (LRU).
GH-3100 Electronic Standby Instrument System
2 Pilot’s Guide
GH-3100 Purpose
Equipment Description (cont.)

The GH-3100 is packaged in a 3 ATI housing, which needs only 11
inches of length behind the instrument panel. At a maximum weight of
4 pounds, the GH-3100 offers exceptional weight savings by combining
the functions of three existing instruments into one. The weight decrease
is up to half the weight of today’s typical electromechanical systems.
Pilot’s Guide 3
Purpose GH-3100
Equipment Description (cont.)
For standby magnetic heading capabilities, the optional MAG-3000

magnetometer can be added. The MAG-3000 is comprised of a 3-axis
magnetic sensor that converts magnetic field data into a digital format
for the GH-3100 indicator. Heading information is displayed on a
horizontal tape at the bottom of the GH-3100 display.
The DCM-3100 is the memory device that stores the indicator’s display
configuration. The device remains in the aircraft to allow the removal
and replacement of the GH-3100 indicator unit, thus allowing automatic
configuration to the replacement unit.
4 Pilot’s Guide
GH-3100 Screen Features
Screen Features
Menu Access
The Model GH-3100 ESIS, regardless of configuration, offers crew
members the ability to toggle, adjust and initiate various display
elements via a Menu.
To access the Menu, press the Menu Access Button located below the
Display Screen.
A menu listing will appear along the bottom portion of the Display
Screen with four line items visible at a time. Rotate the Adjustment
Knob, located below and to the right of the Display Screen, to scroll
through the Menu and highlight a Menu item.
Menu items that Toggle ON/OFF will indicate opposite the current
condition.
Menu Items that are followed by indicate that an associated
Sub-Menu will appear when selected.
Pilot’s Guide 5
Screen Features GH-3100
Menu Access (cont.)

To select a highlighted Menu item, press the Adjustment Knob located
below and to the right of the Display Screen.
A Sub-Menu provides additional adjustments and selections. To select

or adjust a value in the Sub-Menu, rotate the Adjustment Knob.
To Toggle ON/OFF, initiate a highlighted Menu item, or to finalize an

adjusted value, press the Adjustment Knob.
Menu access will terminate when a setting is initiated or by pressing

the Menu Access Button. Menu access termination will occur
automatically after 15-20 seconds of inactivity.
6 Pilot’s Guide
Menu Access (cont.)

Press Menu Access Button, Rotate Adjustment Knob to...
FAST ERECT ... press knob to initiate
SET BRIGHTNESS OFFSET ... press knob for sub-menu, rotate

knob to adjust, press knob to finish
FAST ALIGN ... press knob to initiate
*SET HEADING ... press knob for sub-menu, rotate

knob to set heading, press knob to
NAV ... press knob to toggle for opposite of
[ON or OFF] current condition
NAV MODE ... press knob for sub-menu, rotate
knob to select mode, press knob to
SET CRS ... press knob for sub-menu, rotate
knob to set course, press knob to
ILS ... press knob to toggle for opposite of
[BC or NORMAL] current condition
CRS AUTO CENTER ... press to initiate
NAV DISPLAYS ... press knob for sub-menu, rotate

knob to select, press knob to finish
BARO TYPE ... press knob for sub-menu, rotate
knob to select type, press knob to
IAS TAPE DIRECTION... press knob to toggle for opposite of
[UP or DOWN] current condition
NOTE: Menu item appearance is dependent on the unit’s specific configuration. The
last selected settings remain after power is cycled. FAST ERECT and FAST ALIGN
commands are similar to CAGING an electromechanical attitude indicator. Both
commands must be performed when the aircraft is stationary or in straight and level,
non-accelerated flight. FAST ALIGN will require straight and level, non-accelerated
flight sustained for 90 seconds. * Appears with loss of Magnetometer.
Pilot’s Guide 7
Barometric Setting
The Barometric Setting is indicated at the uppermost, right-hand corner

of the Display Screen.
Barometric Setting adjustments are made by rotating the Adjustment

Knob located below and to the right of the Display Screen.
To establish Standard Pressure Barometric Setting, (29.92 InHg/1013

HPA or MB), push the Adjustment Knob. STD will be indicated at
the Barometric Setting window.
Menu access will allow the flight crew to select barometric types as
Inches of Mercury (in), Hectopascals (hPa), or Millibars (mb).
See page 5.
8 Pilot’s Guide
Attitude Information
Aircraft Attitude
Information is provided
in the center portion of
the Display Screen. Pitch
and roll data is generated
by internal sensors that
produce recognizable
attitude indications.
Attitude information is displayed in a manner similar to traditional

Artificial Horizon and Slip/Skid Indicators
Pilot’s Guide 9
Attitude Information (cont.)
An Extended Maneuver indication will appear as a

message whenever the GH-3100 detects a long-duration attitude event
(e.g. flight for a duration exceeding 6 minutes at a roll angle >7° from
level).
Also, the indication will appear when the unit senses it is not within ±8°
of the magnetic heading provided by the Magnetometer for an extended
period (when the unit is configured for Heading).
These “extended” conditions may increase the possibility for erroneous

Attitude and Heading displays.
The GH-3100 will self-correct for small Attitude errors, or the flight
crew may initiate a FAST ERECT from the Menu (see page 7) when
the aircraft has returned to straight and level, non-accelerated flight.
If the GH-3100 continues to display erroneous attitude, the flight

crew may then initiate a FAST ALIGN from the Menu (page 7) when
the aircraft has returned to straight and level, non-accelerated flight
sustained for 90 seconds. The GH-3100 will display the Alignment in
Progress Screen (see page 19) with a 90 second countdown.
The GH-3100 will self-correct for minor Heading errors, or the flight
crew can use the Menu access (see page 7) to select “Set Heading...”
option to align the Heading Tape to the cockpit compass.
10 Pilot’s Guide
Air Data Information

The GH-3100 has the capability to display Air Data Information. Air
Data information includes aircraft Altitude, Airspeed, and Vertical
Speed information. Airspeed and Altitude information is displayed
in a scrolling “Tape” format with “Digital Readout” windows
available for airspeed,
altitude, vertical speed,
and metric equivalent
altitude (dependent on
unit configuration).
Altitude Information is located on the right side of the Display Screen.

The appearance of the Digital Readouts and Altitude Tapes is dependent
upon the specific configuration for the GH-3100.
Possible Altitude Readouts
Pilot’s Guide 11
Air Data Information (cont.)
Airspeed Information is located on the left side of the Display Screen.

The appearance of the Digital Readouts and Airspeed Tapes is dependent
upon the specific configuration for the GH-3100.
Possible Airspeed Readouts
12 Pilot’s Guide
Navigation Information
Navigation Information is displayed in the center portion of the Display
Screen, sharing space with the Attitude Information. Navigation
displays are designed to visually match the look and format of the
primary navigational systems in the cockpit.
Crew member inputs, i.e. frequency and station selections, are made at
the source navigational units, with exception to those Navigation items
configured for and available through the Menu access (see page 5).
Pilot’s Guide 13
Navigation Information (cont.)
14 Pilot’s Guide
Navigation Information (cont.)
Attitude Declutter, the removal of Navigation Information from the

screen, will occur when the aircraft exceeds ±65° of center in roll and/or
+30°/-20° of center in pitch. Navigation Information will be restored
when the aircraft no longer exceeds these conditions.
Software Versions and Navigation Configuration Options
Unit with 1.x software and configured for ARINC 710 ILS Receiver
will have the VOR/ILS NAV Mode replaced with ILS Mode in the
sub-menu.
Unit with 3.x software and configured for ARINC 710 ILS Receiver
will have the first VOR/ILS NAV Mode replaced with ILS Mode in the
sub-menu and the second VOR/ILS NAV Mode replaced with VOR
Mode in the sub-menu.
Pilot’s Guide 15
Heading Information
When configured for Heading Information, the GH-3100 will display a
Heading Tape at the bottom-center portion of the Display Screen.
A DG (directional gyro) indication will appear above the Heading Tape

Index Line when there is a temporary loss of the external magnetic
source or (MAG-3000) or external heading source.
If the DG indication continues, use the Menu access to select the “Set
Heading...” option and align the Heading Tape to the cockpit reference
compass. See page 7.
If the GH-3100 is configured for Navigation capabilities and the Menu

selections are made for VOR, ILS, FMS/NAV or TACAN, the Course
Arrow is indicated on the Heading tape.
The “To” arrow will point up on the Heading Tape at the selected
course setting.
The “From” arrow points down on the tape at 180° of the course
setting. See page 7 for “Set CRS” and “CRS Auto Center” Menu
options.
16 Pilot’s Guide
GH-3100 Start-Up and Self Test
Start-Up and Self Test
Power ON Self Test Mode

Power application to the GH-3100 starts an automatic process of self-
diagnostics prior to normal operations. After power application the
Display Screen will be blank approximately 15 seconds while the tests
are performed.
Identification Mode
If no failures were detected during the Power ON Self Test Mode, the
Identification Screen will appear.
Pilot’s Guide 17
Start-Up and Self Test GH-3100
Start-Up and Self Test (cont.)
Identification Mode (cont.)
Should the GH-3100 detect a failure, the Identification Screen will

appear with either a clearly stated error message or an error code.
Failures are either System Failures or Function Failures. System
Failures will cease the start-up
process, where as Function
Failures will complete start-up
process and allow the system
to operate despite the loss of
the affected function. See
Invalidities (see page 20).
NOTE: Use the provided Notes pages (see page 30) to record the date
and time and error message/code. Report the information to a Avionics
Systems authorized dealer or Avionics Systems Field Service.
18 Pilot’s Guide
Identification Mode (cont.)

Power-Up test will
occasionally encounter an
internal fault condition that
will result in the display of a
“System Test Failure” error
message.
Some of the faults are unit

self-correcting. Perform
a Power Reset to allow
unit to perform the internal
diagnostics and possibly
correct the fault condition.
A similar condition will

appear with the “System
Test Failure” and a Red
X.
Again, perform a
Power Reset. Repeated
unsuccessful resets confirm
that the unit requires service
and/or repair.
NOTE: Use the provided Notes page (see page 30) to record the date
and time and error message/code. Report the information to an Avionics
Systems authorized dealer or Avionics Systems Field Service.
Pilot’s Guide 19
Sensor Alignment Mode

If no System Failures are detected, the unit will then display the ATT
FAIL indication with the message ALIGNING and a completion timer/
counter below the Aircraft Symbol.
Sensor Alignment Mode will reach Normal Operation Mode within

three minutes of applying power. During abnormal conditions, such
as motion during the Sensor Alignment Mode, the indicator will reset
and attempt to reach the Normal Operation Mode within six minutes
of applying power.
If sensor alignment is unsuccessful, the message will change to

ALIGNMENT FAIL and the system will not enter the operational mode.
See Troubleshooting (see page 25).
Systems authorized dealer or Avionics Systems Field Service as soon
as possible.
20 Pilot’s Guide
Normal Operating Mode

While the GH-3100 is operating normally, the system continues
to perform diagnostic self-tests to assure the crew of accurate
information.
Invalidities are display

indications that reveal a
loss of information from
their associated sources.
The invalidities are detected
d u r i n g t h e G H - 3 1 0 0 ’s
Power ON Self-Test or by
the continuous Background
Self-Test. They may appear
as either of the examples
offered here dependent on
unit configuration.
Air Data information will

revert to normal display
when invalidity conditions
no longer exist. The GH-
3100 will continue to operate,
displaying information from
sources that are still valid.
Pilot’s Guide 21
Normal Operating Mode (cont.)

The Attitude Failure indication will appear as ATT FAIL in the center
of the Display Screen during the system start-up process (see page 19)
and/or when the GH-3100’s Background Self-Test detect erroneous
attitude information.
Heading Tape Invalidity and Attitude Failure will appear as either
of the examples offered
here dependent upon unit
configuration. The Heading
Tape will always appear
invalid simultaneously
with ATT FAIL. Heading
and Attitude Invalidities
(internal sensor source)
must be reported. Air Data
and Navigation information
will continue to display
if those sources are still
valid.
as possible.
22 Pilot’s Guide
Navigation Invalidities detected using the GH-3100’s continuous

Background Self-Test will cause Navigation Indicators to disappear
or display with dashes (color dependent on unit configuration) in the
navigation value field.
Because Navigation information displayed on the GH-3100 originates

from the aircraft’s primary navigational units, those units must be
checked when invalidities occur.
as possible.
Pilot’s Guide 23
During normal
operation, a Red X may
momentarily appear
across the screen when the
GH-3100’s continuous
Background Self-test
detects and automatically
attempts to correct an
internal fault condition.
Intervention is not yet
needed.
If the continuous
background Self-test
diagnostics can not correct
the condition, the unit will
then display the “System
Test Failure” error message
combined with the Red X.
Bring the aircraft to straight

and level, non-accelerated
flight, then reset/recycle the
power to the GH-3100.
Repeated unsuccessful
resets confirms that the
unit requires service and/or
repair.
as possible.
24 Pilot’s Guide
In the event that the GH-3100’s diagnostic capabilities detect an internal

condition which cannot be corrected automatically, the system will
prompt the flight crew to intervene to prevent any loss of display. Bring
the aircraft to straight and level, non-accelerated flight, then reset/recycle
the power to the GH-3100.
as possible.
Pilot’s Guide 25
Troubleshooting
BIG RED X displays across the screen. If the Red X

appears with the Identification Screen during the start-up
process, perform a Power Reset. Repeated unsuccessful
attempts indicates the need for repair. Report the failure to
Avionics Systems. See page 19.
The Red X will occasionally, momentarily appear during normal
operation when the unit detects an internal fault and works to correct
the fault. No intervention is required. See page 24.
If the Red X appears with the Identification Screen during normal

operation, perform a Power Reset at straight and level, non-accelerated
flight to correct the condition. Repeated unsuccessful attempts
indicates the need for repair and must be reported to Avionics Systems.
See page 24.
WARNING displays across the screen. The unit is
prompting the flight crew to Power Reset. Attempt recycle
of power at straight and level, non-accelerated flight to
correct condition. Note the error message/code indicated on
Identification Screen and report to Avionics Systems. See
page 25.
Identification Screen continues to display at unit start-up.

The unit has suffered a System Failure and will not operate.
Attempt recycle of power at straight and level, non-accelerated
flight to correct condition. Note the error message/code
indicated on Identification Screen and report to Avionics
Systems. See page 17.
INVALIDITY indications appear in the AIR DATA and

HEADING TAPES. These indications result from the loss
of source sensor information. Information will return when
internal corrections occur. Report to Avionics Systems if
invalidities continue or become persistent. See page 21&22.
or
26 Pilot’s Guide
Troubleshooting (cont.)
INVALIDITY indications appear in Navigation data fields

or disappear. Typically these indications result from the loss of
information provided by the source units. Check those units for
operation. Report to Avionics Systems if indications become
persistent. See page 23.
ATTITUDE FAILURE indication appears. The unit’s

internal attitude sensors have unsuccessfully aligned or failed.
Alignment can be attempted by recycling unit power, but this
MUST be performed when the aircraft is stationary or in
straight and level, non-accelerated flight. The unit’s Air Data
and Navigational information will continue to operate. Report
the failure to Avionics Systems. See page 22.
The indication will also temporarily appear during unit start-
up with an additional message “Aligning.” No action is
required.
Obvious discrepancy of pitch/roll indicators to that of true-
flight. Initiate FAST ERECT (similar to Caging) when the
aircraft is stationary or in straight and level, non-accelerated
flight. If condition continues, perform FAST ALIGN (approx.
90 seconds). Initiate either action from the unit’s Menu Access,
see page 10. Report to Avionics Systems if discrepancy
becomes persistent.
EXTENDED MANEUVER indication appears. The

indication will appear when a long-duration maneuver has
been sensed by the unit. See page 10.
VERTICAL SPEED appears as RED digits or AMBER

dashes. Red digits appear when the indicator reaches
maximum display capability. Amber dashes appear when or
vertical speed exceeds measurable range of GH-3100.
Identification Screen displays “Fan Failure”. This message

indicates a function failure related to the operation of the
cooling fan. The GH-3100 will continue the “Start-Up”
process, remove the message when completed, then proceed
with operation. No action is required.
Pilot’s Guide 27
Specifications GH-3100
Specifications
GH-3100 ESIS and DCM-3100 Detachable Configuration Module
TSO No.: C2d, C4c, C6d, C8d, C10b, C34e, C36e, C40c, C46a, C66c, C113,
C115b
MAG-3000 Magnetometer
TSO No.: C6d
GH-3100 Electronic Standby Indicator

Power Starting: (warm up) 50.0 watts at +28.0 Vdc, continues
Requirements for first five minutes of operation.
Running: (with heaters, fan, and thermal electrical
cooler off) will not exceed 23.5 watts at 28 Vdc input.
Lighting Power: 0.708 watts at 5.0 Vac or Vdc or
0.9 watts at 28.0 Vac or Vdc (dependent on model
variant).
Weight 4.00 Lbs. (1.81 Kg) maximum.
Connector (J1) Avionics Systems P/N 563-1113-01 mates with
MS3116F18-32S (solder contacts) or MS3126F18-32S
(front crimp contacts) or MS3476L18-32S (rear crimp
contacts) with M85049/52S18W strain relief.
Connector (J2) Avionics Systems P/N 563-1013-21 for interface port
to DCM-3100 and diagnostic port.
Static Air Port: IAW MS33649-05
Pitot Air Port IAW MS33649-04
Service Life Repairable by an authorized commercial instrument
repair station. Service Life is unlimited.
Schedules No scheduled maintenance interval applicable. Unit
Maintenance is subject to bi-annual requirements of FAA CFR par
FAR 91.411.
Storage Indicator performs satisfactorily after periods of up to
24 months.
Operation DCM-3100 installed at J2 is required to operate.
Requirements
Mach Range 0.30 to 1.00
Altitude Range –1,000 to +55,000 feet
Indicated 0 to 450 knots
Airspeed Range
28 Pilot’s Guide
GH-3100 Specifications
Specifications
DCM-3100 Detachable Configuration Module
Power 5.0 Vdc Regulated from GH-3100 via J2
Requirements: Connector.
Weight: 0.05 Lbs. (0.023 Kg) maximum.
Service Life: The Module has unlimited service life.
Repairability: Repairs will be performed at the factory.
Scheduled No scheduled maintenance interval applicable.
Maintenance
MAG-3000 Magnetometer
Power 1.5 watts maximum operating power at + 28.0
Requirements: Vdc. During power-on tests the maximum power
shall not exceed 2.5 watts.
Weight: Not to exceed 0.5 pounds (0.23 kg).
Dimensions: Magnetometer is approximately 2.30 inches (5.84
cm) in diameter by 2.12 inches (5.38 cm) high
with a 2.38 inch (6.05 cm) diameter mounting lip.
Connector (P1): P1 mates with JT01RE-10-35S (SR) Straight
JT06RE-10-35P(SR) Strain Relief or JT07RE-10-35S (SR) or
equivalent.
Service Life: The magnetometer has unlimited service.
Repairability: Repairs will be performed at factory.
Scheduled No scheduled maintenance interval applicable.
Maintenance
Pilot’s Guide 29
Notes
30 Pilot’s Guide
TP-560 Rev F (07-22-09)
L-3 Avionics Systems, Inc. GH-3100

5353 52nd Street, S.E. Software Version 1.x & 3.x

Telephone (800) 453-6600 International (616) 949-6600
www.as.l-3com.com
Pilot’s Guide
for the
Electronic Standby
Instrument System
Model GH-3900.2
Release 1.0, 1.1, 1.2, 1.3, & 1.4
Guide Includes Instructions for

Models with three buttons
Avionics Systems
Flexible, Intuitive, Accurate
Designed by the leader in standby instrumentation, L-3 Avionics
Systems’ FAA TSO and ETSO (pending) GH-3900.2 offers maximum
flexibility to visually match the look and format of your aircraft’s primary
displays, while maintaining the accuracy of its GH predecessors.
GH-3900.2 Electronic Standby Instrument System (ESIS) combines vital
backup instrumentation with operational flexibility to meet the needs of
a wide range of Part 23/25 aircraft, and Part 27/29 rotorcraft.
GH-3900.2 Highlights:
• Vital cues – attitude, altitude, and airspeed – combined with optional
data like heading, navigation, vertical speed, slip skid, and metric
altitude.
• Flexible, operator-adjustable options.
• Lightweight and compact in design with a full-color active matrix
LCD, and dimmable LED backlighting.
Document Precedence
This Pilot’s Guide provides general information about the operation of
the GH-3900.2. Refer to your FAA-approved Airplane Flight Manual
(AFM) and its flight manual supplements for information specific to
your aircraft. If there is conflicting information between the AFM and
this guide, the AFM takes precedence over this guide.
Disclaimer
This Pilot’s Guide provides the flight crew with operation instructions,
quick reference error and invalidity assistance, and pictorial examples
of how a typical GH-3900.2 display may look. Appearance of GH-
3900.2 display features and colors in this guide are representative and
may look different based on the unit’s hardware configuration, aircraft
configuration options chosen at installation, and display brightness
levels. This Pilot’s Guide is subject to change without notice.
Export Notice
This technical data is controlled under the Export Administration
Regulations (EAR) and may not be exported without proper authorization
by the U.S. Department of Commerce.
Revision E Highlights
Incorporate new functionality per software release 1.4 and new part
number 9200-34410-( ). Refer to the software release paragraph (pg.
1-4) for details.
A Pilot’s Guide
Electronic Standby
Instrument System
Model GH-3900.2
Pilot’s Guide
Release 1.0, 1.1, 1.2, 1.3, & 1.4
Methods and apparatus disclosed and described herein have been
developed solely on company funds of L-3 Communications Avionics
Systems, Inc. No government or other contractual support or relationship
whatsoever has existed which in any way affects or mitigates proprietary
rights of L-3 Communications Avionics Systems, Inc. in these
developments. Methods and apparatus disclosed herein may be subject
to U.S. Patents existing or applied for. L-3 Communications Avionics
Systems, Inc. reserves the right to add, improve, modify, or withdraw
functions, design modifications, or products at any time without notice.
Product Part No. 9200-34400-( ), 9200-34410-( ), 9200-34500( ),

9200-34600-( ), 9200-34700-( ), 9200-34800-( ), 9200-34900-( )
Document Part No. 0040-34400-01
© Copyright 2012 - 2015

L-3 Communications Avionics Systems, Inc.
Distributed by:
L-3 Avionics Systems, Inc.
Grand Rapids, MI 49512 USA
Customer Support (800) 453-0288
FAX (616) 977-6898
Avionics Systems www.l-3avionics.com
Pilot’s Guide i
TABLE OF
CONTENTS
CHAPTER 1: DESCRIPTION .................................................................................... 1-1
INTRODUCTION ........................................................................................................ 1-1
GH-3900.2 SPECIFICATIONS ................................................................................... 1-2
SOFTWARE RELEASE .............................................................................................. 1-4
EQUIPMENT .............................................................................................................. 1-5
Configuration Module ......................................................................................... 1-5
Optional Equipment ............................................................................................ 1-6
Limitations .......................................................................................................... 1-6
CHAPTER 2: BASIC OPERATION............................................................................ 2-1

INTRODUCTION ........................................................................................................ 2-1
POWER ON................................................................................................................ 2-1
SELF-TEST ................................................................................................................ 2-1
SPLASH SCREEN ..................................................................................................... 2-1
ALIGNMENT............................................................................................................... 2-3
NORMAL OPERATING MODE................................................................................... 2-4
MENU ......................................................................................................................... 2-5
Menu Operation ................................................................................................. 2-6
Activate Menu............................................................................................. 2-6
Move Up/Down .......................................................................................... 2-6
Select/Toggle/Initiate Menu Items ............................................................. 2-6
Adjust Values.............................................................................................. 2-6
Exit Menu ................................................................................................... 2-6
Return to Menu .......................................................................................... 2-6
Menu Item Description ....................................................................................... 2-7
NAV MODE ................................................................................................ 2-7
SET CRS .................................................................................................... 2-7
CRS DIRECT TO........................................................................................ 2-8
BACKCOURSE .......................................................................................... 2-8
NAV DATA .................................................................................................. 2-8
BARO REF ................................................................................................ 2-8
METRIC ALT ............................................................................................. 2-8
ADC SRC (ADS SRC) ................................................................................ 2-9
ATT/HDG SRC ........................................................................................... 2-9
SET BRT TRIM........................................................................................... 2-9
ALIGN MODE ........................................................................................... 2-10
SYS ID...................................................................................................... 2-11
SYS STATUS ........................................................................................... 2-11
Default Menu Settings ...................................................................................... 2-13
BAROMETRIC PRESSURE ..................................................................................... 2-14
Adjust Barometric Pressure.............................................................................. 2-15
Set Standard Pressure ..................................................................................... 2-15
Select a Unit of Measurement .......................................................................... 2-15
DISPLAY BRIGHTNESS .......................................................................................... 2-16
Display Brightness Menu.................................................................................. 2-17
CHAPTER 3: DISPLAY FEATURES.......................................................................... 3-1

INTRODUCTION ........................................................................................................ 3-1
ATTITUDE .................................................................................................................. 3-1
Attitude Background ........................................................................................... 3-2
Aircraft Reference Symbol ................................................................................. 3-2
ii Pilot’s Guide
TABLE OF CONTENT (continued)
Attitude (continued)
Pitch Ladder ....................................................................................................... 3-3
Pitch Chevrons ................................................................................................... 3-3
Roll Scale and Pointer ........................................................................................ 3-3
Slip Skid (Optional)............................................................................................. 3-4
Degraded Attitude............................................................................................... 3-4
AIRSPEED ................................................................................................................. 3-5
Airspeed Tape..................................................................................................... 3-6
Airspeed Digital Readout.................................................................................... 3-6
Mach Speed Digital Readout.............................................................................. 3-7
Airspeed Awareness Color Bar .......................................................................... 3-7
ALTITUDE ................................................................................................................ 3-11
Altitude Tape ..................................................................................................... 3-11
Altitude Digital Readout .................................................................................... 3-12
Barometric Pressure Digital Readout ............................................................... 3-12
Metric Altitude Digital Readout (Optional) ........................................................ 3-12
VERTICAL SPEED (OPTIONAL) ............................................................................. 3-13
NAVIGATION (OPTIONAL) ...................................................................................... 3-14
Menu Options ................................................................................................... 3-17
Navigation Display Features ............................................................................ 3-17
FMS Message (Optional) ......................................................................... 3-17
Groundspeed............................................................................................ 3-17
Bearing To Waypoint ................................................................................ 3-17
Distance To Station/Waypoint................................................................... 3-18
FMS Alerts (Optional) ............................................................................... 3-18
Selected Course ....................................................................................... 3-16
Lateral Deviation/Vertical (Left/Right) Deviation ....................................... 3-19
Marker Beacon ......................................................................................... 3-20
Navigation Source .................................................................................... 3-20
Time To Station......................................................................................... 3-20
To/From .................................................................................................... 3-20
HEADING (OPTIONAL)............................................................................................ 3-21
Heading Tape ................................................................................................... 3-21
Heading Digital Readout (Optional).................................................................. 3-22
Course Arrows .................................................................................................. 3-23
DG Mode (Optional) ......................................................................................... 3-23
PILOT MESSAGE (OPTIONAL) ............................................................................... 3-24
CHAPTER 4: ERRORS & INVALIDITIES .................................................................. 4-1

INTRODUCTION ........................................................................................................ 4-1
SPLASH SCREEN MESSAGES ................................................................................ 4-1
SYSTEM STATUS PAGE MESSAGES ...................................................................... 4-1
INVALIDITIES ............................................................................................................. 4-3
MESSAGES ............................................................................................................... 4-6
GENERAL CONDITIONS ........................................................................................... 4-9
APPENDIX A ............................................................................................................. A-1

LIST OF ABBREVIATIONS AND ACRONYMS ..........................................................A-1
APPENDIX B............................................................................................................. B-1

RECORD OF IMPORTANT INFORMATION ..............................................................B-1
NOTES .......................................................................................................................B-2
Pilot’s Guide iii

LIST OF
ILLUSTRATIONS
CHAPTER 1: DESCRIPTION
Figure 1-1A: GH-3900.2 One Button Bezel and Display Features ............................ 1-1
Figure 1-1B: GH-3900.2 Three Button Bezel and Display Features ......................... 1-2
Figure 1-2: Optional Equipment (Not To Scale) .......................................................... 1-5
CHAPTER 2: BASIC OPERATION

Figure 2-1: System Identification Splash Screen........................................................ 2-2
Figure 2-2: System Identification Splash Screen Error Message ............................... 2-2
Figure 2-3: Alignment ................................................................................................. 2-3
Figure 2-4: Normal Operating Mode ........................................................................... 2-4
Figure 2-5: Menu ........................................................................................................ 2-5
Figure 2-6: Menu Arrows ............................................................................................ 2-5
Figure 2-7: Align Mode Confirmation Screen.............................................................. 2-8
Figure 2-8: System ID Page ..................................................................................... 2-10
Figure 2-9: System Status Page – Recorded Failures ............................................. 2-11
Figure 2-10: System Status Page – No Recorded Failures...................................... 2-11
Figure 2-11: Barometric Pressure Digital Readout ................................................... 2-13
Figure 2-12: Barometric Unit Menu Toggle ............................................................... 2-14
Figure 2-13: Adjust Display Brightness – Menu Button ............................................ 2-15
Figure 2-14: Adjust Display Brightness – Menu........................................................ 2-15
CHAPTER 3: DISPLAY FEATURES

Figure 3-1: Attitude Features ...................................................................................... 3-1
Figure 3-2: Sky/Ground Colors ................................................................................... 3-2
Figure 3-3: Aircraft Reference Symbols ..................................................................... 3-2
Figure 3-4: Example of Bottom Roll Scale.................................................................. 3-4
Figure 3-5: Airspeed Features .................................................................................... 3-5
Figure 3-6: Airspeed Awareness Color Indication Examples ...................................... 3-8
Figure 3-7a: Airspeed Awareness Color Bar - Part 23................................................ 3-9
Figure 3-7b: Airspeed Awareness Color Bar - Part 25................................................ 3-9
Figure 3-7c: Airspeed Awareness Color Bar - Part 27/29 ........................................... 3-9
Figure 3-8: Altitude Features .................................................................................... 3-11
Figure 3-9: Vertical Speed ........................................................................................ 3-13
Figure 3-10: VOR Navigation Features .................................................................... 3-15
Figure 3-11: ILS Navigation Features with DME ...................................................... 3-15
Figure 3-12: FMS Navigation Features .................................................................... 3-16
Figure 3-13: TACAN Navigation Features ................................................................ 3-16
Figure 3-14: Deviation Pointer Examples ................................................................. 3-19
Figure 3-15: Heading Tape Display Features ........................................................... 3-21
Figure 3-16: North Indication With Heading Digital Readout .................................... 3-22
Figure 3-17: North Indication Without Heading Digital Readout ............................... 3-22
Figure 3-18: DG Mode Indicator ............................................................................... 3-23
CHAPTER 4: ERRORS & INVALIDITIES

Figure 4-1: Example of Invalidities ............................................................................. 4-3
Figure 4-2: Air Data Reversion Indication ................................................................... 4-6
Figure 4-3: Attitude/Heading Reversion Indication ..................................................... 4-6
Figure 4-4: Crosscheck Attitude Indication ................................................................. 4-6
Figure 4-5: Air Data Error Correction Indication ......................................................... 4-6
iv Pilot’s Guide
LIST OF
TABLES
CHAPTER 1: DESCRIPTION
CHAPTER 2: BASIC OPERATION

Table 2-1: Default Menu Settings ............................................................................. 2-13
CHAPTER 3: DISPLAY FEATURES

Table 3-1: Vertical Speed Calculated Values ........................................................... 3-11
CHAPTER 4: ERRORS & INVALIDITIES

Table 4-1: System ID Splash Screen Error Messages ............................................... 4-1
Table 4-2: System Status Page Error Messages ........................................................ 4-2
Table 4-3: Invalidities .................................................................................................. 4-4
Table 4-4: Display Messages...................................................................................... 4-6
Table 4-5: General Conditions .................................................................................... 4-9
Pilot’s Guide v
GH-3900.2
CHAPTER 1
DESCRIPTION
INTRODUCTION
The GH-3900.2 ESIS (Electronic Standby Instrument System) provides
backup attitude (pitch and roll), airspeed, and altitude for Part 23 and
Part 25 aircraft and Part 27/29 rotorcraft. Based on aircraft configuration
at installation, the GH-3900.2 can also provide metric altitude,
navigation, slip skid, speed awareness cues, and vertical speed. When
configured to operate with a magnetometer or other external heading
source, the GH-3900.2 provides aircraft heading (figure 1-1).
Airspeed, Mach Altitude, Vertical

Attitude, Navigation,
Display Area Speed Display Area
Heading Display Area
Light Menu Adjustment

Sensor Button Knob
Figure 1-1A: GH-3900.2 One Button Bezel and Display Features
NOTE
GH-3900.2 appearance and functionality is dependent on aircraft
configuration options chosen at installation.
1-1 Pilot’s Guide

GH-3900.2 Description: Equipment
Airspeed, Mach Altitude, Vertical
Attitude, Navigation,
Display Area Speed Display Area
Heading Display Area
Light Menu Adjustment

Sensor Button Knob
Dim Brighten
Button Button
Figure 1-1B: GH-3900.2 Three Button Bezel and Display Features
GH-3900.2 SPECIFICATIONS
GENERAL
Part Numbers 9200-34400-( ) 9200-34410-( ) 99200-34500-( )
9200-34600-( ) 9200-34700-( )
9200-34800-( ) 9200-34900-( )
Size Bezel: 3.28” x 3.28” max /

Chassis: 3-ATI opening
Weight Nominal 2.6 Lbs ( 1.2 kg ) / Max 3.2 lbs (1.5 kg)
9200-34400-(), 9200-34410-() & 9200-34600-()
Nominal 2.4 Lbs ( 1.1 kg ) / Max 3.0 lbs (1.4 kg)
9200-34500-( ), 9200-34700-( ),
9200-34800-( ), 9200-34900-( )
Pilot’s Guide 1-2

Description: Equipment GH-3900.2
GH-3900.2 Specifications (continued)
Power Requirements +28.0 VDC nominal

16.0 watts nominal and 22.0 watts max at full
display brightness with display heater
7.0 watts nominal and 16.0 watts max at full
display brightness without display heater
NVIS Versions with Night Vision Imaging System
are compatible with minimum operational
performance standards for integrated NVIS
equipment.
Service Life Unlimited
Scheduled Units with internal air data: P/N 9200-34400-( ),
Maintenance 9200-34410-( ), and 9200-34600-( ) only. Subject
to requirements of FAA document 14 CFR FAR
Part 91.411
Repairs Repairs performed at the FAA certificated repair
station co-located at the OEM facility.
DISPLAY RANGE
Airspeed 0 to 450 kts (0 to 833 Km/h)
Altitude -2,000 ft to 55,000 ft
Altitude, Metric -600 m to 16,765 m

Baro Value IN: (16.00 or 22.00) to 32.50 (STD 29.92)
(low level value HPA: (542 or 745) to 1,100 (STD 1013)
configuration option) MB: (542 or 745) to 1,100 (STD 1013)
DME Ground Speed: 0 to 999 kts
Distance: 0 to 512 nmi
Time To Go: 0 to 399 min
FMS/GPS Distance 0 to 999 nmi
to Waypoint
Mach Speed 0.999 max
Vertical Speed 0 to +/-9,900 Ft/Min (0 to +/-99.0 Meter/Sec)
1-3 Pilot’s Guide

GH-3900.2 Description: Equipment
SOFTWARE RELEASE
The following software releases are available for the GH-3900.2. The
SW Version is what is displayed on the unit. The information provided
here is a summary of changes that would affect this Pilot’s Guide. Where
applicable the details on specific release information is provided in this
guide. Greater detail of changes is provided in the installation manual
and service bulletins.
Release 1.0 (SW Version R01.00). Original release.
Release 1.1 (SW Version R01.01). Incorporate new configuration
options to disable NAV MODE in the Pilot’s Menu, disable air data
display from normal operation, and TACAN selections. Provide TACAN
navigation option. Move System Status and System ID menu items
from the Pilot’s Menu to the Setup Menu. New On-Ground status option
using the true airspeed.
Release 1.2 (SW Version R01.02). Incorporate the following new
configuration options: new pilot menu items (ATT/HDG SRC & ADS
SRC, new “miscellaneous” ARINC Input for discrete input option, CSDB
input bus, select DME data source, new air data flag options, VOR
omnibearing label option and options to remove course, baro unit, &
metric altitude display control from the pilot menu and use ARINC 429
input instead.
configuration options: Knob Function Label Display, Air Data Display
Units, Baro Setting Lower Limit.
configuration options: Alternate chevrons located at +/-55 & +/-75
deg., alternate airspeed awareness in Vcaution range, alternate speed
awareness hysteresis setting for Part 27/29, no altitude readout shutter,
alternate label 275 setup, bottom roll scale, DG Mode enable, Alternate
ARINC 429 Label 274, and Disable/Enable Normal Range Cue.
Pilot’s Guide 1-4

Description: Optional Equipment GH-3900.2
EQUIPMENT
The GH-3900.2 is 3-ATI, solid state instrument, weighing no more than
4 pounds. The bezel features an Active Matrix Liquid Crystal Display
(AMLCD), a back-lit button for menu access and control, and a back-lit
adjustment knob used to adjust barometric pressure. The adjustment
knob also assists with the selection and adjustment of menu items.
A bezel light sensor can be used to automatically adjust display
brightness based on ambient lighting conditions in the cockpit.
Configuration Module
The GH-3900.2 is configured at installation via a configuration
module often referred to as the Data Configuration Module (DCM).
An Electrically Erasable Programmable Read-Only Memory
(EEPROM), the configuration module contains sufficient memory to
retain information specific to the hardware and software configuration
for each installation, such as navigation interface, aircraft heading
calibration, display colors and features, and menu options.
The configuration module is permanently attached to the aircraft’s
wiring harness, eliminating the need to re-configure a replaced GH-
3900.2 Line Replaceable Unit (LRU).
Optional Equipment (See Figure 1-2)

For standby magnetic heading capabilities, the optional
MAG-3100 or MAG-3000 magnetometer can be added (figure 1-2).
Both the MAG-3100 and MAG-3000 use a 3-axis magnetic sensor
that converts magnetic field data into a digital format for the GH-
3900.2 unit.
The optional ADC-4000 Air Data Computer measures total pressure
and static pressure and calculates altitude, altitude rate, mach,
computed airspeed, and maximum allowable airspeed.
L-3 Avionics Systems manufactures the TACAN+ Tactical Air
Navigation System (model TRC2634) that can interface with the GH-
3900.2.
1-5 Pilot’s Guide

GH-3900.2
MAG-3100
MAG-3000
ADC-4000
Figure 1-2: Optional Equipment (Not To Scale)
Limitations
When configured to operate with a magnetometer for heading reference
input, the use of heading is not authorized to operate in the following
polar regions due to magnetic field unsuitability:
• North of 70° N latitude
• South of 70° S latitude
• North of 65° N latitude between 75° W and 120° W longitude
(northern Canada)
• South of 55° S latitude between 120° E and 165° E longitude
(south of Australia and New Zealand)
It is recommended to remove heading input in these geographic
areas. Attitude and air data information is still usable within these
conditions.
When the GH-3900.2 is using a MAG-3000 or MAG-3100 and detects an
excessive dip in the magnetic field, the heading display will be removed
and replaced with a flag. Heading display returns when magnetic
conditions return to normal.
Pilot’s Guide 1-6

GH-3900.2
CHAPTER 2
BASIC OPERATION
INTRODUCTION
This chapter describes GH-3900.2 basic operational procedures that
includes, but are not limited to, power on sequence, setting barometric
pressure, and adjusting display brightness. An explanation of menu
options, menu controls, adjustment knob, brightness adjustment buttons
(model specifc) and button functions are also included.
POWER ON
There is no power on/off switch on the GH-3900.2. Depending on the
aircraft, use either the battery switches or avionics master switch to apply
power. Once on, the unit cycles through the following sequence:
• Self Test
• Splash Screen with system identification
• Sensor Alignment
• Normal Operating Mode
Note–If the unit is powered on in-air, the unit transitions directly to sensor
alignment, showing attitude data (blue sky over brown ground).
SELF-TEST
Application of power begins the unit’s diagnostic of sensors, memory,
and circuitry. The self-test lasts for approximately 7 seconds, and during
this time the display remains blank. Once the self-test is complete, the
display transitions to the system identification splash screen.
SPLASH SCREEN
The system identification splash screen (figure 2-1) shows the following
information:
• System Name and L-3 Logo
• Aircraft Type
• Software Version
• Firmware Version
2-1 Pilot’s Guide

GH-3900.2 Basic Operation: System ID Splash Screen
If an error is detected during the initial power on self-test, the system
identification splash screen shows one of the following error messages
(figure 2-2):
• DCM Read Error • DCM Configuration Error
• DCM Compatibility Error • Configuration Validation Error
These errors halt the start-up process until the problem is corrected,
and the unit does not transition to normal operating mode. See Chapter
4, Errors & Invalidities.
NOTE
Use the provided Notes section (page B-2) to record the date, time,
and error message. Report the information to an Avionics Systems
authorized service center or Avionics Systems Customer Service
Figure 2-1: System Identification Splash Screen
Error Message
Figure 2-2: System Identification Splash Screen Error Message
Pilot’s Guide 2-2

Basic Operation: Alignment GH-3900.2
ALIGNMENT
For GH-3900.2 models with internal rate and level sensors, the unit
transitions from the system identification splash screen and begins
aligning if no system failures are detected. When aligning, an “ATT
ALIGNING” message shows above the aircraft reference symbol and
a status bar tracks alignment progress. If on ground, the display also
shows a “DO NOT TAXI” message (figure 2-3).
During alignment, navigational data is removed from the display and a
heading invalidity may show in place of heading data at the bottom of
the display until alignment is complete. The menu can still be accessed
while the unit is aligning.
To manually align the GH-3900.2, select “ALIGN MODE” on the menu.
See Menu, page 2-5.
In-air alignment should only be performed during
CAUTION straight and level flight without acceleration.
Heading
Invalidity
Alignment
Message
Status Bar
Percentage
of Alignment
Completed
Figure 2-3: Alignment
NOTE
Alignment accuracy depends on current flight conditions and the
ability to maintain straight and level flight throughout the alignment
process. During abnormal conditions, such as high turbulence, the
unit may not be able to align. The status bar may show negative
progress and/or hold at zero progress until conditions improve.
2-3 Pilot’s Guide

GH-3900.2 Basic Operation: Normal Operating Mode
When the unit is on ground and stationary, attitude aligns to +/- 1° of
vertical pitch and roll.
When the unit is configured for a magnetometer and is receiving valid
heading data, the unit aligns to the following:
• If on ground and stationary, the heading aligns to less than or equal
to 2°.
• If in air, the heading tape and readout align to less than or equal to
10° where the flight path heading is maintained within +/- 10°.
• If in air, the attitude aligns to less than or equal to +/- 4° vertical pitch
and roll when the flight path heading is maintained within +/- 10°.
NORMAL OPERATING MODE

Once aligning is complete, the GH-3900.2 transitions to normal
operating mode with display features configured at installation (figure
2-4). See Chapter 3, Display Features for information on the display
and varying aircraft configuration options.
Failure invalidities show when source sensor data loss is detected. See
Chapter 4, Errors & Invalidities for more information.
Figure 2-4: Normal Operating Mode
Pilot’s Guide 2-4

Basic Operation: Menu GH-3900.2
MENU
The GH-3900.2 offers crew members the ability to toggle, adjust, and
initiate functions through the menu using a combination of the menu
button and adjustment knob control (figure 2-5).
Selected menu items are indicated by cyan text, preceded by an open,
right-facing arrow. Unselected menu items are indicated by white text. In
certain navigation modes, menu items may show as gray text and are
not selectable. Solid, right-facing triangles after a menu item indicates
an additional page (figure 2-6).
Menu toggles show options in both white and cyan text. White text
indicates the option is off. Cyan text indicates the option is on.
Knob Function
Label (Rel 1.3)
Configuration
Option
Knob Icon
Adjustable
Value
Selected
(cyan)
Unselected
(white)
Unselectable
(gray)
Menu Button Adjustment Knob
Figure 2-5: Menu
Open Arrow: Solid Triangle:

Highlighted row Submenu/Additional
Page Icon
Figure 2-6: Menu Arrows
2-5 Pilot’s Guide

GH-3900.2 Basic Operation: Menu
NOTE
When the menu is active, heading and navigation are removed
from the display.
Configuration Options
• Menu items can show in all caps or in mixed case.
• Menu access can terminate automatically after 3, 8, or 15 seconds
of inactivity or the menu may require a manual exit.
• Knob Function Label available for Release 1.3 or greater.
Menu Operation
Use the following instructions to navigate the menu. Changes made to
menu items are applied immediately after selection.
Activate Menu
Press the menu button to activate the menu.
Move Up/Down
Rotate the knob to move through the list of menu items.
Select/Toggle/Initiate Menu Items

After navigating to the desired menu item, press the knob to:
• Toggle menu items
• Select and simultaneously initiate a menu function
• Access an additional menu page
Adjust Values
Menu items with adjustable values are indicated by a knob icon ( ).
Navigate to the desired line, press the knob , then rotate the knob
to adjust the selected menu item’s value.
Exit Menu
Press the menu button to manually exit the menu.
Certain menu functions such as ALIGN MODE and CRS DIRECT TO

automatically terminate the menu when selected.
Return to Menu
To return to the menu from the SYS STATUS or SYS ID pages, press
the menu button (“PREV”) or press the knob .
Pilot’s Guide 2-6

Menu Item Description
The following is a list of possible GH-3900.2 menu items:
• NAV MODE • METRIC ALT

• SET CRS • ADC SRC or
• CRS DIRECT TO ADS SRC (release 1.2 or greater)
• BACKCOURSE • ATT/HDG SRC (release 1.2 or greater)
• NAV DATA • SET BRT TRIM
• BARO REF • ALIGN MODE
Release 1.0 menu items only:
• SYS STATUS*
• SYS ID*
*Not available in air.
NOTE
Available menu items and options are dependent on GH-3900.2
model and aircraft configuration options chosen at installation.
NAV MODE
When configured for navigation input, this option provides a list of
available navigational modes including “OFF”. NAV MODE options
are dependant on aircraft installation configuration. See Navigation,
page 3-12.
A configuration option is available that disables the NAV Mode from
the pilot’s menu.
Note - Depending on configuration options when the NAV MODE is
set for OFF, then ILS data automatically displays on the screen when
data is detected.
SET CRS
When configured for VOR/ILS or TACAN, the set course menu option
provides course adjustment within a 001° to 360° range. Selected
course, located in the upper left portion of the attitude display area,
reflects the value chosen in the menu. Course arrows on the optional
heading tape also reflect current course. See Navigation, page 3-12
and Heading, page 3-19.
A configuration option is available that disables the Set CRS from the
pilot’s menu.
2-7 Pilot’s Guide

CRS DIRECT TO
When configured for VOR or TACAN input, the CRS Direct To option
sets the selected course to current bearing. Selecting this menu option
automatically updates the selected course, located in the upper left
portion of the attitude display area. Course arrows on the optional
heading tape also reflect current course. See Navigation, page 3-12
and Heading, page 3-19.
BACKCOURSE
When configured for navigation, the backcourse menu option provides
a toggle for normal or backcourse when in ILS mode.
If toggled “ON”, “B/C” (backcourse) shows in front of the selected course
value , located in the upper left portion of the attitude display area. If
toggled “OFF”, “CRS” (selected course) displays in front of the selected
course value. See Navigation, page 3-12.
Backcourse may be auto-detected or disabled based on aircraft
configuration options chosen at installation.
NAV DATA
When configured for navigation input, NAV DATA provides an on/off
display option for navigation information.
When navigation is in VOR/ILS mode NAV DATA is used to toggle ON
“DME” data or “OFF”.
When navigation is in TACAN mode (revision 1.2) NAV DATA is used
to toggle ON “TTG-GS” data or “OFF”.
When navigation is in FMS/GPS mode NAV DATA is used to toggle ON
“FMS BRG” data or “OFF”.
See Navigation, page 3-12.
BARO REF
To change the unit of measurement for the barometric digital readout,
located at the top, right-hand corner of the display, BARO REF
provides a toggle selection of barometric types: Inches of Mercury
(IN), Hectopascals (HPA), or Millibars (MB). See Barometric Pressure,
page 2-13.
A configuration option is available that disables the BARO Ref from
the pilot’s menu.
Pilot’s Guide 2-8

METRIC ALT
This menu option provides an on/off toggle for the metric altitude digital
readout located on the altitude tape below the digital readout. See
Altitude, page 3-9.
A configuration option is available that disables the Metric Alt from the
pilot’s menu.
ADC SRC
This menu option is shown when more the one external air data source
is available and when one of the following Air Data Reversion indications
were selected: ADREV or for Release 1.2 and greater - ADC1, ADC2,
ADC3, or ADC4,
The menu provides a toggle option between configured air data sources.
Toggle options depend on unit configuration and can include primary,
secondary, and auto.
When the secondary air data source is selected the Air Data Reversion
Indication is displayed along the right edge of the air speed tape. See
messages and flags for more details.
ADS SRC
Release 1.2 and greater. This menu option is shown when more than
one external air data source is available and when one of the following
Air Data Reversion indications were selected: ADS1, ADS2, ADS3, or
ADS4,
The menu provides a toggle option between configured air data sources.
Toggle options depend on unit configuration and can include primary,
secondary, and auto.
When the secondary air data source is selected the Air Data Reversion
Indication is displayed along the right edge of the air speed tape. See
messages and flags for more details.
ATT/HDG SRC
Release 1.2 and greater. This menu option is shown when the unit is
configured for internal and external attitude/heading source and pilot
menu option has been selected.
The menu toggles between the internal (“INT”) and external (“EXT”)
attitude and heading source data.
When the external air data source is selected the Attitude/Heading
Reversion Indication is displayed along the right edge of the air speed
tape. See messages and flags for more details.
2-9 Pilot’s Guide

SET BRT TRIM
Brightness offset adjusts display brightness in increments of 1 from 0
(lowest brightness level) to 100 (highest brightness level). When the
menu is not active, pressing and holding the menu button also
increases display brightness. See Display Brightness, page 2-15.
ALIGN MODE
This selection provides attitude alignment if the unit is configured for
internal sensors. Selecting ALIGN MODE transitions the unit to a page
requiring confirmation or cancellation of the request (figure 2-7). See
Alignment, page 2-3.
To begin aligning, press the adjustment knob . To cancel and return
to the menu, press the menu button (“PREV”).
In-air alignment should only be performed during

CAUTION
straight and level flight without acceleration.
Figure 2-7: Align Mode Confirmation Screen
Pilot’s Guide 2-10

SYS ID
Available for Release 1.0 only. The system identification page can be
accessed when the aircraft is on the ground (figure 2-8). The page
shows the following information:
• Unit Serial Number
• Total Power On Time
• Software Part Number
• Software Version
• Firmware Version
• Bootloader Version
• Aircraft Configuration Module Version, Aircraft Effectivity,
and Part Number
To return to the menu, press the menu button (“PREV”) or press
the adjustment knob .
Return
to menu
Figure 2-8: System ID Page
SYS STATUS
Available for Release 1.0 only. The system status page contains
recorded failures/errors that have occurred during the current power
cycle and previous three power cycles (figure 2-9).
The page can be accessed when the aircraft is on the ground. To
return to the menu, press the menu button (“PREV”) or press
the adjustment knob .
2-11 Pilot’s Guide

White text indicates power up failures during the current power cycle.
Gray text indicates failures occurring during the previous three power
cycles.
Solid, white triangles indicate a scroll up or scroll down is required
to view all recorded errors. For a complete list of system status error
messages, see Chapter 4, Errors & Invalidities.
Past Failure
(Gray)
Current Failure
(White)
Return
Indicates additional to menu
items listed below
Figure 2-9: System Status Page – Recorded Failures
NOTE
Use the provided Notes section (page B-2) to record the date, time,
and error message. Report the information to an Avionics Systems
authorized service center or Avionics Systems Customer Service
A “SYSTEM OK” message shows on the system status page if no

failures have been detected during the current power cycle or previous
three power cycles (figure 2-10).
Figure 2-10: System Status Page – No Recorded Failures

Default Menu Settings
The GH-3900.2 saves some user-selected settings. At the next power
cycle, the unit reverts to the last saved menu options for the following
menu items:
• NAV MODE
• SET CRS
• BACKCOURSE
• NAV DATA
• BARO REF
• METRIC ALT
• SET BRT TRIM
If no selections were made for these menu items before last power
down, the unit reverts to the default menu settings shown in table 2-1.
NOTE
Saved user-selected settings and defaults may or may not apply
depending on GH-3900.2 model, aircraft configuration options
chosen at installation, and the last selected menu options chosen
before powerdown.
Table 2-1: Default Menu Settings
SAVED MENU SETTING DEFAULT MENU SETTING

NAV MODE Off
SET CRS 360°
BACKCOURSE Off
NAV DATA Off
BARO REF Inches of Mercury
METRIC ALT On
ADC SRC or ADS SRC Primary or Auto
ATT/HDG SRC Internal
SET BRT TRIM 80

GH-3900.2 Basic Operation: Barometric Pressure
BAROMETRIC PRESSURE
The barometric pressure digital readout is located in the uppermost
right-hand corner of the display above the altitude tape (figure 2-11).
At power up, the GH-3900.2 reverts to the last selected barometric
pressure setting. If no previous setting is available, the unit shows
the default value of 29.92 IN or “STD” (Standard Pressure Barometric
Setting).
• Standard barometric pressure can show as either “STD” or the
numerical value.
• Baro readout (both unit of measurement and numeric value) or
“STD” can be white or cyan.
• Baro background is set to the same color as the altitude tape and
can be semi-transparent, gray, or black.
• Barometric Lowest Value set to 16.00 InHg (542 hPa). Software
Release 1.3 or greater.
Barometric Pressure
Digital Readout
Altitude
Tape
Figure 2-11: Barometric Pressure Digital Readout
UNIT STANDARD LOWEST LOWEST HIGHEST INCREMENT

VALUE VALUE VALUE VALUE
(OPTION) (OPTION)
In. Hg 29.92 16.00 22.00 32.50 0.01
hPa 1013 542 745 1100 1.0
mb 1013 542 745 1100 1.0

Basic Operation: Barometric Pressure GH-3900.2
NOTE
If aircraft pitch has met or exceeded +30° or -20°, or roll has met or
exceeded +/- 65°, barometric pressure digital readout is removed
from the display and barometric pressure adjustment is disabled.
Adjust Barometric Pressure

To adjust barometric pressure, rotate the adjustment knob when
the menu is not active. Millibars (MB) and Hectopascals (HPA) are
adjusted in increments of 1.0 and Inches of Mercury (IN) are adjusted
in increments of 0.01.
Set Standard Pressure
To establish Standard Pressure Barometric Setting (29.92 In.Hg, 1013
hPa, 1013 mb) press the adjustment knob when the menu is not
active.
Select a Unit of Measurement
The unit may allow for a toggle selection between barometric units, using
the BARO REF option on the menu, depending on aircraft configuration
options (figure 2-12).
To select a barometric unit of measurement:
1. Press the menu button to access the menu.
2. Rotate the knob to navigate to BARO REF.
3. Press the knob to toggle between “IN”, “HPA”, and “MB”.
Baro Toggle
Unit Options
Menu
Option
Adjustment
Knob
Menu Button
Figure 2-12: Barometric Unit Menu Toggle

GH-3900.2 Basic Operation: Display Brightness
DISPLAY BRIGHTNESS
To quickly increase display brightness, press and hold the button
(figure 2-13).
Menu Button
Figure 2-13: Adjust Display Brightness – Menu Button
Display brightness can also be adjusted using the SET BRT TRIM
option on the menu (figure 2-14).
To access the SET BRT TRIM menu option:
1. Press the menu button to access the menu.
2. Rotate the knob to navigate to SET BRT TRIM until the menu
item is highlighted.
3. Press the knob .
4. Rotate the knob to adjust value.

Brightness is adjusted in increments of 1.0 from 000 (lowest brightness
level) to 100 (highest brightness level).
Adjustable Value
Display Knob Icon

Brightness
Menu
Option
Adjustment
Knob
Menu Button
Figure 2-14: Adjust Display Brightness – Menu
NOTE
If a dim bus is being used and an out of range voltage is detected,
the brightness level is set to 80%. SET BRT TRIM has limited
brightness level control based on configuration options chosen
at installation.

Basic Operation: Display Brightness GH-3900.2
Display Brightness Menu
This function is available only for model configurations with 3 buttons
and is used to increase or decrease the display brightness.(figure 2-
15).
Dim Brighten
Button Button
Figure 2-15: Display Brightness Buttons
• Press either the Dim or Brighten button to access the Brightness

Trim Adjustment Menu.
• The Dim and Brighten buttons can be used to change the trim value
one unit at a time or can be pressed and held to rapidly change the
value. The brightness trim value has a range of 000 to 100.
• Exit the Brightness Adjustment Menu by pressing the M Button,
pressing the adjustment knob, rotating the adjustment knob, or by
allowing the menu to time out
Configuration Options Brightness Trim Adjustment Menu time out options

are 3, 8, or 15 seconds.

GH-3900.2
This page intentionally left blank.

GH-3900.2
CHAPTER 3
DISPLAY FEATURES
INTRODUCTION
This chapter provides an explanation of the various GH-3900.2 display
features and variations based on individual aircraft configuration options
chosen at installation.
ATTITUDE
Aircraft attitude information is provided in the center portion of the
display and consists of a pitch ladder, roll scale, roll pointer, slip skid,
aircraft reference symbol, and a background of blue sky and brown
ground with a dividing horizon line (figure 3-1).
If the unit shows erroneous attitude, select the ALIGN MODE option on
the menu during straight and level flight or while stationary on ground.
See Menu, page 2-5.
Attitude features are based on aircraft configuration options chosen
at installation.
The display is decluttered by removing some display elements under
certain extreme pitch and roll conditions. Refer to general conditions
in table 4-4 for details.
Roll Scale
(45 degree triangles)
Zero Roll
Sky (solid)
Slip Skid
Horizon Line
(optional)
(inclinometer) Roll Pointer
Aircraft Reference
Chevrons Symbol (waterline)
Boresight
Ground
Dashed
Negative Pitch Lines
End Caps (optional)
(optional) Pitch Ladder
(+/- 16)
Figure 3-1: Attitude Features
3-1 Pilot’s Guide

GH-3900.2 Display Features: Attitude
Attitude Background
The attitude background is divided into blue sky (upper) and brown
ground (lower). The horizon line is located where sky and ground meet.
The background moves around the boresight of the aircraft reference
symbol in relation to the pitch and roll of the aircraft. The background
is pitch limited to allow a portion of sky and ground to remain visible at
all times for reference.
Configuration Options One of two sky colors and one of two ground colors
can be selected for the attitude background (figure 3-2).
Figure 3-2: Sky/Ground Colors
Aircraft Reference Symbol

Fixed in the center of the display, the aircraft reference symbol provides
a reference to determine the aircraft’s pitch and roll. The aircraft is at a
zero degree pitch when the horizon line intersects the aircraft reference
symbol’s boresight.
Configuration Options Aircraft reference symbol can be single cue, spit
cue, or waterline (figure 3-3).
Single Cue Split Cue Waterline

Figure 3-3: Aircraft Reference Symbols
Pilot’s Guide 3-2

Display Features: Attitude GH-3900.2
Pitch Ladder
The pitch ladder is comprised of horizontal lines that rotate around
the aircraft reference symbol in relation to the aircraft’s roll. The pitch
ladder scrolls up and down in response to the aircraft’s pitch with a
maximum pitch of +/- 90°.
• Long pitch lines can have end caps.
• Long, negative pitch lines can be dashed or solid lines.
• The pitch ladder can accommodate one of the following:
1. A viewing area of +/- 7.5°, designated by long horizontal lines
at every 5° and short horizontal lines at +/-2.5° and +/-7.5°.
2. A viewing area of +/- 16°, designated by long horizontal lines
at every 10° and short horizontal lines at every 5°.
3. A viewing area of +/- 23.5°, designated by long horizontal lines
at every 10° and short horizontal lines at every 5°.
Pitch Chevrons
Red “V” shaped chevrons are shown on the pitch ladder to indicate
excessive pitch. Pitch chevrons point towards the horizon line and
rotate with the pitch ladder.
Configuration Options The point of the chevron “V” is positioned at specific
pitch values based on the type of pitch ladder chosen:
• +/- 7.5° pitch ladder: -85°, -77.5°, -70°, -62.5°, -55°, -47.5°, -40°,
-32.5°, -25°, +35°, +42.5°, +50°, +57.5°, +65°, +72.5°, +80°, and
+87.5°.
• +/- 16° pitch ladder: -75°, -60°, -45°, -30°, +40°, +55°, +70°, and
+85°.
• +/- 23.5 pitch ladder: -75°, -55°, -35°, +45°, +65° and +85°.
• Alternate configuration: Chevrons located on pitch ladder at +/-55º
and +/-75º for each of the pitch ladder viewable area configurations.
Release 1.4 and greater.
3-3 Pilot’s Guide

GH-3900.2 Display Features: Attitude
Roll Scale and Pointer
Roll data consists of a roll scale and a roll pointer. White roll scale
lines are set at +/- 10°, +/- 20°, +/- 30°, +/- 45°, and +/- 60°. The roll
pointer indicates the roll angle of the aircraft with a maximum roll angle
of +/- 180°.
• Zero roll – a white, downward-facing triangle on the roll scale – can
be solid white or hollow white.
• 45° roll scale marks can be white lines or solid white triangles.
• If the roll pointer is set for movable, the roll pointer rotates +/- 180°
around the aircraft reference symbol boresight. If the roll pointer is
set for fixed positioning, the roll scale rotates +/- 180° around the
aircraft reference symbol boresight.
• Bottom roll scale - see figure 3-4. Release 1.4 and greater.
Figure 3-4: Example of Bottom Roll Scale
Slip Skid (Optional)

The slip skid indicator location is based on the type of slip skid indicator
configured. Range is +/- 7° when configured for top roll scale and +/- 8°
when configured for bottom roll scale.
Slip skid indicator can be a trapezoid or rectangle that is located below
the roll pointer or can be an inclinometer that is located at the base of
the roll scale.
Pilot’s Guide 3-4

Display Features: Airspeed GH-3900.2
AIRSPEED
Aircraft airspeed information is provided on the left-hand side of the
display and consists of an airspeed tape, airspeed digital readout,
airspeed awareness color bar and a mach speed digital readout (Figure
3-5).
Airspeed features are based on aircraft configuration options chosen
at installation.
• Disable the display of air data. Release 1.1 or greater.
• Airspeed set for metric units. Release 1.3 or greater.
Semi-
Transparent Gray Black
Mach
Speed
Airspeed
Awareness
Color Bar
Airspeed
Digital
Readout
80 knots viewable 100 knots viewable

Tickmarks every 20 kts Tickmarks every 10 when flying
up to 200 knots and every 20
when flying 200 kts of more
Figure 3-5: Airspeed Features
3-5 Pilot’s Guide

GH-3900.2 Display Features: Airspeed
Airspeed Tape
The scrolling airspeed tape moves down as speed increases, marked
by white tickmarks every 10 kts. The airspeed tape has a maximum
viewable airspeed of 450 kts.
• Minimum airspeed value.
• Airspeed tape range can be 80 kts or 100 kts viewable.
• Airspeed tape numbered digits can be one of the following:
• Every 20 kts.
• Every 10 kts when flying up to 200 kts and every 20 kts when
flying 200 kts or more.
• Airspeed tape background can be semi-transparent, gray, or
black.
• Metric Tape has tickmarks every 10 km/h with a maximum viewable
airspeed of 833 km/h. Release 1.3 or greater.
Airspeed Digital Readout
The odometer-styled IAS digital readout is located in the center of the
airspeed tape. Aircraft speed is shown in increments of 1.0 kt, with a
maximum value of 450 kts.
• Minimum airspeed value.
• Digital readout can be configured as rolling digits with pointer, non-
rolling digits with pointer, rolling digits, or non-rolling digits,
• If the aircraft has not yet reached the configured minimum airspeed,
the digital readout can show as two dashes, remain blank, or show
the numerical value of the configured minimum airspeed. This
condition remains until the aircraft accelerates past the set minimum
airspeed value.
• When flying within normal operating range, digits can be green or
white.
• Metric Readout has aircraft speed shown in increments of 1.0 km/h,
with a maximum value of 833 km/h. Release 1.3 or greater.
Pilot’s Guide 3-6

Mach Speed Digital Readout
Calculated in increments of 0.001, the mach speed digital readout
is located at the top of the airspeed tape. The mach digital readout
remains visible on the display when mach value is within the range
set at installation.
• Mach digits can be green or white, when flying within normal
operating range.
• Mach background is set to the same color as the airspeed tape and
can be semi-transparent, gray, or black.
• Mach digital readout on and off threshold.
NOTE
If mach exceeds 0.999, the mach digital readout continues to show
“0.999” until the aircraft resumes a speed within range.
Airspeed Awareness Color Bar

An airspeed awareness color bar is located behind the airspeed tape.
The airspeed digital readout and Mach speed digital readout change
colors to indicate current aircraft speed range as follows (Figure 3-6):
• Low Speed (Part 23): white text and digits on a red background.
• Normal operation speed: green or white text and digits on a black
background.
• Caution speed: yellow text and digits on a black background.
• High speed: white text and digits on a red background.
The airspeed awareness color bar is configured based on aircraft part
number (Figure 3-7 a, b, and c).
• Part 23 Aircraft: Vne (Vne, Vno, Vfe, Vs1, Vso) or Vmo (Vmo, Vfe, Vs1, Vso)
• Part 25 Aircraft: Vmo
• Part 27/29 Rotorcraft: Vne Power ON, VCAUTION ,Vne Power OFF.
• Calculate tolerances between ranges (bias and hysteresis).
The following options are available for Release 1.4 or greater.
• Calculate different tolerance ranges for bias and hysteresis for Part
27/29 type aircraft.
• Vcaution Airspeed Digital Display: black text and digits on an amber
background (Part 23 Vne and Part 27/29 type aircraft.
• Vcaution (yellow speed awareness bar below Minimum IAS.
• Disable/Enable Normal Range (green) Cue (Part 27/29).
3-7 Pilot’s Guide

GH-3900.2 Display Features: Airspeed
Low Normal
Range Operating Range
Mach Speed
Airspeed
Awareness
Color Bar
Airspeed
Digital Readout
(rolling digits)
Caution High
Range Speed
Figure 3-6: Airspeed Awareness Color Indication Examples
Pilot’s Guide 3-8

Figure 3-7a: Airspeed Awareness Color Bar - Part 23
Figure 3-7b: Airspeed Awareness Figure 3-7c: Airspeed Awareness

Color Bar - Part 25 Color Bar - Part 27/29
3-9 Pilot’s Guide

GH-3900.2
This page intentionally left blank.

Display Features: Altitude GH-3900.2
ALTITUDE
Baro-corrected altitude is provided on the right side of the display and
consists of an altitude tape, altitude digital readout, barometric pressure
digital readout, and optional metric digital readout (Figure 3-8).
Altitude features are based on aircraft configuration options chosen at
installation.
• Altitude set for metric units. Release 1.3 or greater.
Semi-
Transparent Gray Black
Barometric
Pressure
Altitude
Digital Readout
Metric Altitude
(optional)
Chevrons every 500 ft. Square Regular

Double chevrons every tickmarks tickmarks
1000 ft every 500 ft every 100 ft
Figure 3-8: Altitude Features

Altitude Tape
The scrolling altitude tape displays numbered digits every 500 ft and
white tick marks every 100 ft. The tape moves relative to the baro-
corrected altitude with a minimum viewable altitude of -2,000 ft and a
maximum viewable altitude of 55,000 ft. The altitude tape scrolls down
as altitude increases.
• Altitude tape background can be semi-transparent, gray, or black.
• The altitude tape may show with one of the following:
• Single chevrons every 500 ft and double chevrons every
1,000 ft.
• Square tickmarks every 500 ft.
• Metric Tape has a minimum viewable altitude of -600 m and a
maximum viewable altitude of 16,765 m. Release 1.3 or greater.
GH-3900.2 Display Features: Altitude
Altitude Digital Readout
The odometer-styled altitude digital readout is located in the center
of the altitude tape and shows baro-corrected altitude rounded to the
nearest 20 ft. For altitude less than zero, a minus sign (—) shows to
the left of the numerical digits. Striped boxes show in the place of
leading zeros.
• Digital readout can have rolling or non-rolling digits.
• Altitude digits can be green or white.
• Digital readout can be set for metric units. (baro-corrected altitude
rounded to the nearest 10 m.
• Altitude Readout Shutters can be set for display or not displayed.
Barometric Pressure Digital Readout
The barometric pressure digital readout is located in the uppermost
right-hand corner of the display, above the altitude tape.
To adjust barometric pressure or set baro to standard barometric
pressure see Barometric Pressure, page 2-13.
• Standard barometric pressure can show as “STD” or as digits and
unit of measurement.
• Barometric readout text and/or digits can be white or cyan.
• Barometric pressure background is set to the same color as the
altitude tape and can be semi-transparent, gray or black.
Metric Altitude Digital Readout (Optional)
If configured, the metric digital readout displays altitude in baro-
corrected metric units. Located below the altitude digital readout, the
metric digital readout has a maximum range of -600 to +16,765 meters
and rounds to the nearest 3.0 meters.
To turn the metric altitude digital readout on or off, select the METRIC
ALT option on the menu. See Menu, page 2-5.
• Metric altitude digits and “M” can be green or white.
• Metric readout activated using the pilot’s menu.
• Metric readout activated via discrete input or ARINC 429 Input.

Display Features: Vertical Speed GH-3900.2
VERTICAL SPEED (OPTIONAL)
If configured at installation, a vertical speed digital readout shows on
the altitude tape between the barometric pressure digital readout and
altitude digital readout (Figure 3-9). Arrows next to the numerical digits
V
indicate an ascent “ ”, or descent “V” of more than 60 feet per minute
(FPM) or more.
The vertical speed digital readout has a viewable range of +/- 60 to
+/- 9,900 feet per minute. Vertical speed calculations vary depending
on the aircraft’s current vertical speed range (table 3-1).
• Vertical speed digits and arrow set to green or white.
• Display Vertical Display in Metric units. Release 1.3 or greater.
Altitude Tape
Barometric Pressure
Vertical Speed
Digital Readout
Vertical Speed Arrow

(ascending)
Altitude Digital Readout
Figure 3-9: Vertical Speed
Table 3-1: Vertical Speed Calculated Values
VERTICAL SPEED RANGE VERTICAL SPEED

(FT PER MINUTE) DIGITAL READOUT
(METERS PER SECOND)
+60 to -60 Ft/Min Remains at “00”
+61 to +1,000 and -61 to -1,000 Ft/Min 20 ft increments
+1,001 to -9,900 and -1,001 to -9,900 Ft/Min 100 ft increments
Greater than +9,900 and less than -9,900 Ft/Min Remains at “9900”
Between +99.9 to -99.9 m/s 0.1 m/s increments
Greater than +99.9 and less than -99.9 m/S Remains at “99.9”

GH-3900.2 Display Features: Navigation
NAVIGATION (OPTIONAL)
Navigation data is located in the center portion of the display, sharing
space with attitude display features (Figure 3-10, 3-10, 3-11, & 3-12).
Available GH-3900.2 navigation modes are noted below:

• VHF Omnidirectional Range (VOR)
• Localizer (LOC) or Instrument Landing System (ILS)
• Flight Management System (FMS)
• Global Positioning System (GPS)
• Long Range Navigation System Right or Left (NAVR, NAVL)
• TACAN, Tactical Air Navigation System (TCN), Release 1.1
NOTE
Navigation data is removed when the menu is active, when aligning
attitude, or if aircraft pitch has met or exceeded +30° or -20°, or
roll has met or exceeded +/- 65°.
Navigation features are based on aircraft configuration options chosen

at installation. Most navigation display features are shown with the
configuration options listed in the paragraph below. Other configuration
options are noted where applicable.
• Navigation descriptors and digits can be configured separately
as magenta, green, white, cyan, or set to the navigation source
color.
• Navigation descriptors and digits can show within a black box or
with a black outline.
• VOR display data may be disabled.

Display Features: Navigation GH-3900.2
Navigation To/From Selected
Source Course
Marker Beacon
Lateral
Deviation
(cross bar)
Deviation
Scale Dots
Figure 3-10: VOR Navigation Features
Navigation BackCourse* DME Distance

Source To Station
Marker Beacon
Vertical Deviation/
Glide Slope
(cross bar)
Lateral Deviation
(cross bar)
DME
Ground Speed
DME
Time To Station
*Selected course value

may not show in certain
ILS modes.
Figure 3-11: ILS Navigation Features with DME

To/From
Navigation Distance To Waypoint
Source
FMS Receiver
Message
Desired Track
Vertical Deviation/
Glide Path
(cross bar)
Lateral Deviation
(cross bar)
FMS Alerts
Bearing to
Waypoint
Figure 3-12: FMS Navigation Features
Navigation To/From Distance To Station

Source
Selected Course
Ground Speed
or Time To Go
Lateral
Deviation
(dot scale)
Time To Station
Figure 3-13: TACAN Navigation Features with DME

Menu Options
Navigation functionality can be accessed through the menu, depending
on aircraft configuration options chosen at installation. See Menu, page
2-5.
BACKCOURSE toggles backcourse on/off when in ILS mode.
CRS DIRECT TO sets the selected course to the current VOR
bearing.
NAV DATA toggles DME data / bearing to waypoint data on/off.
NAV MODE provides a selection of available navigation modes including
“OFF”.
SET CRS provides course adjustment.
Navigation Display Features

The following paragraphs describe the navigation display features called
out in figures 3-9, 3-10, 3-11, & 3-12.
FMS Message (Optional)
In FMS mode, an optional “MSG” indication shows in the upper right
corner of the attitude display area, below distance to waypoint. The
appearance of this message indicates there is a message on the FMS
receiver that requires pilot attention.
Groundspeed
DME or TACAN groundspeed is located in the lower left corner of the
attitude display area, above the optional heading tape. Current aircraft
groundspeed to or from the DME station is shown in 1.0 kt increments,
with a max range of 999 kts.
Bearing To Station/Waypoint
When navigating in FMS mode, bearing to station/waypoint reflects
the aircraft’s current bearing position in relation to the next station/
waypoint. Bearing to waypoint is located in the lower right corner of
the attitude display area above the heading tape. Bearing to station is
located in the upper left corner of the attitude display area below the
FMS annunciator.

Distance To Station/Waypoint
Distance to station/waypoint is located in the upper right corner of the
attitude display area and provides the distance in nautical miles from the
waypoint. Distance to station/waypoint is shown in 0.1 nmi increments
for distances under 100 nmi and 1.0 nmi increments for distances of
100 nmi or more. DME or TACAN distance to station has a max range
of range of 512 nmi.
When a DME hold is initiated, an “H” replaces the distance to station
“NM” label. The DME hold indicates that the DME is no longer coupled
to the VOR.
In FMS/GPS mode, the distance to waypoint display range is 0 to
999 nmi.
FMS Alerts (Optional)
When navigating in FMS mode, optional alerts can be configured to
show in the bottom left corner of the attitude display area:
• “XTK” indicates a parallel crosstrack.
• “APR” indicates an runway approach.
• “WP ALERT” flashes to indicate the aircraft is approaching a
waypoint.
• “WAY PT” flashes briefly to indicate the aircraft has passed the
waypoint and is then removed from the display.
Selected Course
Selected course is located in the upper left corner of the attitude display
area, below the navigation source and shows the selected course
value.
If configured for a heading tape, course arrows show on the tape as a
visual indicator of the selected course. See Heading, page 3-19.
• When flying a selected course, “CRS” shows before the course
value.
• When flying in FMS/GPS mode, selected course (“CRS”) or desired
track, (“DTK”) may show before the course value, depending on
aircraft configuration.
• When flying backcourse, “B/C” shows before the course value.
NOTES
Depending on aircraft configuration options, backcourse may be
a menu option requiring manual selection OR backcourse may be
automatically detected if current heading is more than 110° from
the selected course.
Based on ILS equipment options chosen at installation, the course
descriptor “CRS”, backcourse descriptor “B/C”, and selected course
value may not show.

Lateral Deviation (Left/Right Deviation) /Vertical Deviation
Deviation data consists of a deviation scale and deviation pointer and
shows the aircraft’s position in relation to the current selected course
(Figure 3-10 thru Figure 3-13).
ILS Backcourse mode reflects current deviations as if flying front course.
ILS Backcourse mode may be automatically activated using heading or
manually set in the menu depending on configuration options. When
active, “B/C” is shown preceding the selected course value.
• Deviation data can be a dot scale with a solid center dot, a dot scale
with a center line, or as cross bars.
• If configured for dot scale, deviation pointers can be a hollow
diamond, solid diamond, or T-bar (sliding needle with a bar
extending from the center mark).
If configured for a dot scale, lateral deviation is located near the bottom
of the display, centered horizontally beneath the pitch ladder. Vertical
deviation (glide slope or glide path) is located to the left of the altitude
digital readout, centered vertically with the aircraft reference symbol.
If configured for cross bars, lateral and vertical deviations are located
in front of the pitch ladder and aircraft reference symbol, centered with
the aircraft reference symbol boresight.
Within Scale Scale Exceeded

Hollow
Diamond
Solid
Diamond
T-bar
Cross Bar
Figure 3-14: Deviation Pointer Examples

With the cross bar option, lateral deviation scale marks are provided on
the aircraft reference symbol for reference when the vertical deviation
is not shown (VOR or TACAN) or the deviation is invalid (ILS or FMS).
(See Figure 3-10).
If the deviation scale is exceeded, deviation pointers or cross bar remain
fixed at the far edge of the scale. Additionally, hollow and solid diamond
deviation pointers show as half diamonds (Figure 3-14).
Marker Beacon
VOR/ILS marker beacons are located towards the top right corner of the
attitude display area, beneath distance to waypoint. When the marker
beacon receiver detects passage over a radio beacon, a corresponding
marker beacon flashes on the display: cyan “OM” (Outer Marker), yellow
“MM” (Middle Marker), or white “IM” (Inner Marker).
Configuration Options Marker beacons can show as a filled or hollow
box.
Navigation Source
Located in the upper left corner of the attitude display area, the
navigation source annunciator shows the indicators current navigation
mode.
Configuration Options Annunciator text shows based on current navigation
mode and navigation source options chosen at installation.
Time To Station
DME time to station shows time to station, or if flying away from a station,
the time from station. Time to station is located in the lower right-hand
corner of the attitude display area above the optional heading tape.
Time to station has a max range of 399 minutes. If time to station is
under 100 minutes, it shows in 0.1 minute increments showing minutes
and tenths of a minute. If time to station is 100 minutes or more, it shows
in 1.0 minute increments.
To/From
Located to the right of the navigation source, in the top left portion of
the display area, to/from shows based on the aircraft’s relationship to
the selected course.
In VOR or TACAN, “TO” shows when the selected course is less than
or equal to 85° from the current bearing. “TO” is removed from the
display when the selected course value returns to a value greater than
95° from the VOR bearing.
“FR” shows when the selected course is more than or equal to 95°
from the current bearing. “FR” is removed from the display when the
selected course value returns to a value less than 85° from the current
bearing.

Display Features: Heading GH-3900.2
HEADING (OPTIONAL)
When configured for heading, heading data is located at the bottom of
the display between the airspeed and altitude tapes. Heading consists
of a heading tape, digital readout, course arrow, and heading index
(Figure 3-15). Heading features are based on the aircraft configuration
options chosen at installation.
NOTE
Heading data is removed from the display when the menu is
active.
Course Heading
Arrow (To) Heading Index/ Digital
Lubber Line Readout
(optional)
Figure 3-15: Heading Tape Display Features
Heading Tape
The heading tape is a continuous 360° linear scale and scrolls left and
right to track aircraft direction. The tape’s 60° minimum span shows
minor tickmarks every 5° and major tickmarks every 10°.
Numerical values show below tickmarks at 30° intervals except where
“N” (360°), “S” (180°), “E” (90°), and “W” (270°) are marked. The
numerical values show the tens digit for 10° to 90° and the ten and
hundreds digits for 100° to 360°. The heading index (lubber line) is fixed
at the center of the heading tape indicating current heading.
The Configuration Options Heading tape background can be semi-
transparent, gray, or black.

GH-3900.2 Display Features: Heading
Heading Digital Readout (Optional)
Located above the heading tape, the optional heading digital readout
shows the aircraft’s current heading as a numerical value.
When using FMS/GPS as the navigational source, true north and
magnetic north are shown within the heading digital readout (Figure 3-
16). If the unit has not been configured for a heading digital readout, true
and magnetic north indication show above the heading tape, centered
in the middle of the display (Figure 3-17).
• Heading digital readout digits/letters can be green or white.
• “TRU” and “MAG” indications may show in a black box or with a
black outline.
True Magnetic
Figure 3-16: North Indication With Heading Digital Readout
True Magnetic
Figure 3-17: North Indication Without Heading Digital Readout

Display Features: Heading GH-3900.2
Course Arrows
When navigation input is enabled, course arrows provide course
guidance. Course arrows show twice on the tape:
The head arrow points upward on the heading tape at the selected
course setting.
The tail arrow points downward on the heading tape at 180° from
the course setting.
Adjusting the course via the SET CRS menu option updates the heading
tape course arrows. See Menu, page 2-5.
• Course arrows can be magenta, black, or the navigation source
color.
• Course arrows may have a black outline.
DG Mode (Optional)
Available with Release 1.4. DG Mode provides heading information
when the normal heading input is invalid or missing. When DG Mode is
active a “DG” indicator is shown on the screen and heading information
is determined using an external ARINC input.
• DG Mode indicator is shown either above the heading tape in place
of the heading digital readout or is located to the right of the digital
readout.
Figure 3-18: DG Mode Indicator

GH-3900.2
PILOT MESSAGE (OPTIONAL)
The pilot message is a custom message that is defined at installation.
The message is shown in amber text within a black box outlined in
amber located centered at the top of the display above the pitch ladder
and roll scale. An example message is shown in figure 4-6.

GH-3900.2
CHAPTER 4
ERRORS & INVALIDITIES
INTRODUCTION
This chapter describes potential errors, invalidities, and conditions
that could occur while using the GH-3900.2 including, but not limited
to, system identification splash screen messages, system status page
messages (release 1.0 only), invalidities, and display messages. A quick
reference for potential general display conditions is also provided.
It is recommended to crosscheck other cockpit displays/instruments
for errors and/or data inconsistency.
If problems persist, contact an Avionics Systems authorized service
center or Avionics Systems Customer Support at (800) 453-0288 noting
any error messages and flight conditions.
SPLASH SCREEN MESSAGES
If an error is detected at system start up, an error message may show
on the splash screen. Detected errors cease the start-up process until
the problem is corrected.
System Identification Splash Screen Messages:
• DCM Read Error
• DCM Compatibility Error
• DCM Configuration Error
• Configuration Validation Error
Record the error and report to an Avionics Systems authorized service
center or Avionics Systems Customer Support as soon as possible.
SYSTEM STATUS PAGE MESSAGES
For Release 1.0 access to the System Status page is available in the
pilot’s menu. For Release 1.1 or greater access to the System Status
page is available only in the Setup menu.
The system status page lists unit errors occurring during the last 3 power
cycles (shown as gray text preceded by a dash) and errors occurring
during the current power cycle (shown as white text). See table 4-1.
The system status page can be accessed only when on-ground using
the SYS STATUS menu option. See Menu, page 2-5 (release 1.0).
Record errors and report errors to an Avionics Systems authorized
service center or Avionics Systems Customer Service as soon as
possible.
4-1 Pilot’s Guide

GH-3900.2 Errors & Invalidities: System Status Page
Table 4-1: System Status Page Error Messages
CONDITION DESCRIPTION
MEMORY FAIL GH-3900.2 may be defective. Have
PROCESSOR FAIL GH-3900.2 checked by authorized
SENSOR FAIL service center.
SUPPLY FAIL
EXTERNAL SUPPLY FAIL Over-voltage condition detected.
Have GH-3900.2 and aircraft voltage
input checked by authorized service
center to determine if proper voltage
has been supplied.
MAG INSTALL REQ Magnetometer installation/
MAG SWING REQ calculation required. Have MAG
checked by authorized service
center.
CALIBRATION REQ GH-3900.2 installation/calculation
PANEL ANGLE INSTALL REQ required. Have GH-3900.2 checked
by authorized service center.
MAG FAIL Verify mag circuit breaker is closed.
Cycle power.
• No data received from the
magnetometer.
• Internal magnetometer BIT
failure.
• Dip angle has exceeded usable
limits. Typically only experienced
if the aircraft is flying in regions
listed in the limitation regions.
• Magnetometer or GH-3900.2
may be defective. Have MAG
and GH-3900.2 checked by
authorized service center.
AIRDATA 1 DATA ABSENT External data is not being received.
AIRDATA 2 DATA ABSENT Verify external equipment is
ATTITUDE DATA ABSENT operational. Cycle power to GH-
3900.2 and external unit.
ARINC710 ILS DATA ABSENT
DME DATA ABSENT Have external source checked by
authorized service center.
FMS/GPS1 DATA ABSENT
FMS/GPS2 DATA ABSENT NOTE
HEADING DATA ABSENT Messages apply to current
MAG DATA ABSENT power on cycle only.
VOR/ILS1 DATA ABSENT
VOR/ILS2 DATA ABSENT
TACAN1 DATA ABSENT
TACAN2 DATA ABSENT
Pilot’s Guide 4-2

Errors & Invalidities: Invalidities GH-3900.2
INVALIDITIES
Invalidity messages show when a loss of data is detected (figure 4-1,
4-2 and 4-3). When an invalidity is detected, the system continues to
operate, showing data from sources that are still valid. Invalidities may
self correct. Crosscheck cockpit instrumentation until data returns.
Refer to table 4-3.
If invalidities persist, contact an Avionics Systems authorized service
center or Avionics Systems Customer Service as soon as possible.
Configuration Options Some invalidities may show as one or more of
the following:
• Red box with white text
• Amber box with black text
• Red X
• Amber X
• Red digits/text/dashes
• Amber digits/text/dashes
Figure 4-1: Example of Invalidities
4-3 Pilot’s Guide

GH-3900.2 Errors & Invalidities: Invalidities
NOTES
Invalidity location and appearance are dependent on configuration
options chosen at installation and current navigation mode.
“ADEC”, “CROSS CHECK ATTITUDE”, “AD REV” (includes
alternate configurations), or “AHRS” indications may or may not
indicate invalid data.
Table 4-3: Invalidities
“ALT” Loss of altitude data. All altitude data is removed
MESSAGE from the display including altitude tape, altitude digital
OR readout, vertical speed, and metric altitude digital
LARGE X readout. Message shows on the right side of the
display. Unit restart may be required.
NOTE
If the GH-3900.2 is configured for dual air data
sources, the ADC SRC (or ADS SRC) menu option
provides a toggle option to switch between air data
sources.
“ATT FAIL” All attitude data is removed from the display including
MESSAGE pitch tape, roll scale, roll pointer and slip/skid. Message
OR shows in the center of the display above the aircraft
LARGE X reference symbol.
1. Aircraft rate of motion has exceeded 100° per
second (in any axis).
When the aircraft returns to straight and level flight,
or while stationary on ground, align sensors by
selecting ALIGN MODE on the menu.
NOTE
Depending on aircraft configuration options, the
ALIGN MODE menu option may not be available.
2. Loss of attitude data.
Pilot’s Guide 4-4

Errors & Invalidities: Invalidities GH-3900.2
Table 4-3: Indications and Invalidities (Continued)
“CROSS Unusual or degraded attitude conditions detected.
CHECK Indication shows in the center of the display above
ATTITUDE” the aircraft reference symbol. Indication flashes for 5
seconds and is then removed from the display (figure
4-4).
1. Aircraft is operating without valid air data for a
minimum of 3 minutes. (Airspeed, altitude, and
vertical speed data are removed from the display.)
2. Aircraft has exceeded the pitch or roll cut out angle
of 35° for a minimum of 3 minutes.
RED OR Nav Source shows in fail color and deviations are
AMBER FAIL removed from the display.
COLORS Loss of source data.
SHOW
Nav descriptors (i.e. CRS, B/C, NM) show in fail colors.
Digits replaced by dashes or show in fail colors.
Loss of source data.
“HDG” Loss of heading data. All heading data is removed from
MESSAGE the display including heading tape, and heading digital
OR readout. Message shows at the bottom of the display.
LARGE X Internal sensors may have detected excessive dip
angles. Heading will return after dip angles return to
normal.
NOTE
During an attitude alignment, the heading invalidity
may show until alignment is complete.
“IAS” All airspeed data including airspeed tape, airspeed
MESSAGE digital readout, airspeed awareness bar, and mach
OR speed digital readout is removed from the display.
LARGE X Message shows on the left side of the display. Unit
restart may be required.
1. Loss of airspeed data.
2. Loss of Vmo data.
NOTE
If the GH-3900.2 is configured for dual air data
sources, the ADC SRC (ADS SRC) menu option
provides a toggle option to switch between air data
sources.
4-5 Pilot’s Guide

GH-3900.2 Errors & Invalidities: Messages
MESSAGES
This section provides information on messages that may appear on the
display during normal use of the GH-3900.2 (table 4-4).
Figure 4-2: Air Data

Reversion Indication
Figure 4-4: Crosscheck Attitude Indication
Figure 4-3: Attitude/Heading Figure 4-5: Air Data Error Correction

Reversion Indication
Pilot
Message
Figure 4-6: Pilot Message Example
Table 4-4: Display Messages
MESSAGE CAUSE / CORRECTIVE ACTION

PILOT The 6-character (2 lines of 3 characters) custom
MESSAGE message is defined at installation. The message is
shown centered at the top of the display above the
(Optional) pitch ladder and roll scale (figure 4-6).
The message is shown in amber text within a black
box outlined in amber.
NOTE
Pilot messages are unique to each aircraft.
Consult your Aircraft Flight Manual (AFM) for
further instruction.
Pilot’s Guide 4-6

Errors & Invalidities: Messages GH-3900.2
“ADEC” Red box with white text. Air data error correction
has been disabled. Flag flashes for approximately 5
seconds when first displayed (figure 4-5).
1. Error message is shown during maintenance
procedure and is removed once ADEC is enabled
through the setup menu by maintenance tech.
2. If shown during normal flight, cycle power to the
GH-3900.2.
3. If the message continues, the unit may be defective.
Call L-3 Avionics Customer Service before removing
or servicing.
(Release 1.2 or greater) Amber box with white text. Air
data error correction is in degraded mode Flag flashes
for approximately 5 seconds when first displayed. See
figure 4-5.
1. Error message is shown when gear data is invalid
and altitude is below configured value.
2. If the message continues when gear position is up,
then the unit may be defective. Call L-3 Avionics
Customer Service before removing or servicing.
“AD REV” Yellow and black Air Data Reversion indication shows
vertically alongside the airspeed tape (figure 4-2).
Release 1.2
or greater 1. GH-3900.2 is configured for dual external air data
sources, and the secondary source is being used for
“ADC1” air data calculations.
“ADC2” To change current air data source, select ADC SRC
(ADS SRC) option on the menu.
“ADC3”
NOTE
“ADC4” Depending on aircraft configuration options, the
“ADS1” ADC SRC (ADS SRC) menu option may not be
available.
“ADS2”
“ADS3” 2. Primary air data source is invalid. Have unit checked
by authorized service center.
“ADS4”
NOTE
The “AD REV” indication does not show on the
display if aircraft pitch has met or exceeded +30° or
-20°, or roll has met or exceeded +/- 65° (or +/-47° if
both AHRS and ADREV indications are configured).
Or if air data has sourced back the primary source
as configured at installation.
4-7 Pilot’s Guide

GH-3900.2 Errors & Invalidities: General

“AHRS” Yellow and black Attitude/Heading Reversion indication
shows vertically alongside the airspeed tape (figure
4-3).
1. GH-3900.2 is configured for dual external attitude/
heading sources, and the secondary source is being
used.
To change current attitude/heading source, select
ATT/HDG SRC option on the menu.
NOTE
Depending on aircraft configuration options, the ATT/
HDG SRC menu option may not be available.
2. Primary attitude/heading source is invalid. Have unit

checked by authorized service center.
NOTE
The “AHRS” indication does not show on the display
if aircraft pitch has met or exceeded +30° or -20°,
or roll has met or exceeded +/- 65° (or +/-47° if both
AHRS and ADREV indications are configured). Or
if air data has sourced back the primary source as
configured at installation.
“CROSS Unusual or degraded attitude conditions detected.

CHECK Indication shows in the center of the display above
ATTITUDE” the aircraft reference symbol. Indication flashes for 5
seconds and is then removed from the display (figure
4-4).
1. Aircraft is operating without valid air data for a
minimum of 3 minutes. (Airspeed, altitude, and
vertical speed data are removed from the display.)
2. Aircraft has exceeded the pitch or roll of 35° for a
minimum of 3 minutes.
Pilot’s Guide 4-8

Errors & Invalidities: General Conditions GH-3900.2
GENERAL CONDITIONS
This section provides information on conditions that may occur during
normal use of the GH-3900.2 (table 4-5). Refer to the applicable
section in Chapter 3 for more information on display features and
functionality.
If conditions persist, contact an Avionics Systems authorized service
center or Avionics Systems Customer Service.
Table 4-5: General Conditions
CATEGORY CONDITION DESCRIPTION

Alignment Return aircraft to straight and level
status bar flight conditions. Or keep aircraft
shows negative stationary on-ground.
ALIGNMENT
progress or
holds at zero
progress.
Obvious Select ALIGN MODE on the menu to
discrepancy of re-align attitude.
pitch/roll to that
of true flight. NOTE
Depending on aircraft
configuration options, the
ALIGN MODE menu option may
not be available.
ATTITUDE
Attitude or Select ALIGN MODE on the menu to
heading does re-align attitude.
not match
primary flight NOTE
display. Depending on aircraft
configuration options, the
ALIGN MODE menu option may
not be available.
Missing pixels Does not indicate a unit defect

or abnormal unless pixel loss or discoloration
DISPLAY
bright/dark exceed pre-set limits based on pixel
SCREEN pixels. type and frequency.
Contact authorized service center for
acceptability limitations.
4-9 Pilot’s Guide

GH-3900.2 Errors & Invalidities: General Conditions
Table 4-5: General Conditions (Continued)

Display is 1. Verify power has been applied to
blank. the unit.
Display brightness level may be low.
Press and hold the Menu button.
If the screen is visible, check current
brightness level by selecting SET
BRT TRIM on the menu. To adjust,
rotate adjustment knob.
If no brightness change is observed,
contact authorized service center.
OR
2. Check aircraft dim bus setting if
aircraft configured.
If no brightness change is observed,
contact authorized service center.
DISPLAY
SCREEN Display is Aircraft pitch has met or exceeded
(CONTINUED) decluttered +30° or -20°, or roll has met or
exceeded +/- 65°.
Barometric digital readout is
removed from the display and baro
value cannot be adjusted. Navigation
data and “AD REV” indication
removed from display.
If “AD REV” and “AHRS” indications
are both configured then the display
declutter’s when Aircraft pitch has
met or exceeded +30° or -20°, or roll
has met or exceeded +/- 47°.
Display elements and baro
adjustment are restored when
the aircraft no longer meet these
conditions.

Errors & Invalidities: General Conditions GH-3900.2

Obvious If unit does not self-correct, contact
heading authorized service center.
difference
is observed
HEADING between the
GH-3900.2 and
the primary
display.
Items on the Menu function not available.

menu show Choose a different navigation source
MENU in gray text from the menu.
and cannot be
selected.
Shows on the Message on the FMS receiver
upper right- requires pilot attention.
hand corner
“MSG” of the attitude
INDICATION display area,
below the
distance to
waypoint.

GH-3900.2 Errors & Invalidities: General Conditions

Deviation The aircraft has exceeded deviation
pointers or scale.
cross bar Deviation pointers return to normal
remain fixed at function when aircraft no longer
the far end of exceeds scale.
the deviation
scale (and
may appear
half-hidden).
Missing Verify a navigation mode has been
NAVIGATION navigation selected.
data but no Select NAV MODE on the menu and
invalidities make sure it is not set to “OFF”.
show.
NOTE
Navigation data is removed from
the display if aircraft pitch has
met or exceeded +30° or -20°, or
roll has met or exceeded +/- 65°,
Navigation data is restored when
the aircraft no longer meets these
conditions.
Missing vertical 1. Loss of source data.
VERTICAL speed digital 2. Vertical speed was not configured
SPEED readout. for the aircraft at installation.

APPENDIX A
LIST OF ABBREVIATIONS AND ACRONYMS
° Degree
° Magnetic North
3-ATI 3” Air Transport Instrument
ADC Air Data Computer
ADS Air Data Sensor
AD REV Air Data Reversion
AFM Airplane Flight Manual
ALT Altitude
AMLCD Active Matrix Liquid Crystal Display
APR Runway Approach
ATT Attitude
B/C Backcourse
BARO REF Barometric Reference
BL VER Bootloader Version
BRG Bearing
BRT Bright
CRS Course
CSDB Commercial Standard Digital Bus
DCM Data Configuration Module
DME Distance Measuring Equipment
DN Down
DO- RTCA Document
EAR Export Administration Regulations
EEPROM Electrically Erasable Programmable Read-Only
Memory
ESIS Electronic Standby Instrument System
ETSO European Technical Standards Order
FAA Federal Aviation Administration
ft Feet
FPM Feet Per Minute
FR From
FW VER Firmware Version
H Hold
HDG Heading
HPA Hectopascals
IAS Indicated Airspeed
ID Identification
A-1 Pilot’s Guide

LIST OF ABBREVIATIONS AND ACRONYMS (continued)
IM Inner Marker Beacon
IN Inches of Mercury
kt/kts Knot(s)
lbs pounds
LCD Liquid Crystal Display
LED Light-emitting Diode
LOC Localizer
LRU Line Replaceable Unit
NAV Navigation
NM Nautical Miles
nmi Nautical Miles
NVIS Night Vision Instrument System
M Mach
M Menu (Button)
MAG/mag Magnetometer
MAG Magnetic North
max Maximum
MB Millibars
min Minutes
MM Middle Marker Beacon
OM Outer Marker Beacon
P/N Part Number
PREV Previous
REF Reference
REQ Required
RTCA Radio Technical Commission for Aeronautics, Inc.
SEL Select
SN Unit Serial Number
SRC Source
STD Standard Pressure Barometric Setting
SW VER Software Version
SYS ID System Identification
SYS STATUS System Status
TACAN Tactical Air Navigation System
TOT PWR ON TM Total Power On Time
TSO Technical Standard Order
TRU True North
Way Pt Waypoint
WP Waypoint
XTK Parallel Crosstrack
Pilot’s Guide A-2

APPENDIX B
RECORD OF IMPORTANT INFORMATION
Dealer Information
Name
Address
City, State, Zip
Telephone
Equipment Information
Date of Purchase
Installation Date
Model Number
Part Number
Serial Number
Mod Letter
Software Release
Aircraft Information
Aircraft Make
Aircraft Model
Serial Number
N Number
Register this product online at:

www.l-3avionics.com/customercare/warrantyregistration
B-1 Pilot’s Guide

NOTES
Pilot’s Guide B-2

GH-3900.2
Release 1.0, 1.1, 1.2, 1.3 & 1.4
Avionics Systems 0040-34400-01
L-3 Avionics Systems

Telephone (800) 453-6600
www.l-3avionics.com Rev E (01/29/2015)
SECTION 8
DHC-6 SERIES 400 HANDLING, SERVICING AND MAINTENANCE
SECTION 8
HANDLING, SERVICING AND

MAINTENANCE

30 May. 2014 Page 8-1
SECTION 8
HANDLING, SERVICING AND MAINTENANCE DHC-6 SERIES 400

Page 8-2 30 May. 2014
SECTION 8

8 1 30 May. 2014 11 30 May. 2014
*3 16 Oct. 2015 13 30 May. 2014
5 30 May. 2014 15 30 May. 2014
*7 16 Oct. 2015 * 17 16 Oct. 2015
*8 16 Oct. 2015 * 18 16 Oct. 2015
*9 16 Oct. 2015 * 19 16 Oct. 2015
* 10 16 Oct. 2015 * 20 Blank Page

16 Oct. 2015 Page 8-3
SECTION 8

Page 8-4 16 Oct. 2015
SECTION 8
8.1 General.................................................................................... 7
8.1.1 Other Sources of Information Within the AFM/POH ........................... 7
8.1.2 Identification Plate .................................................................... 7
8.2 Replenishing ............................................................................ 9

8.2.1 Fuel ...................................................................................... 9
8.2.1.1 Fuelling ............................................................................... 9
8.2.1.2 Defuelling ............................................................................ 9
8.2.1.3 Grounding............................................................................ 9
8.2.1.4 Safety Precautions during Fuelling ............................................. 9
8.2.2 Engine Oil ............................................................................ 10
8.2.3 Hydraulic System ................................................................... 10
8.2.4 Tire Pressures ....................................................................... 10
8.2.5 Ground Electrical Power ........................................................... 11
8.3 Towing .................................................................................. 12

8.3.1 General ............................................................................... 12
8.3.2 Safety Precautions .................................................................. 12
8.3.3 Turning Radius Under Tow ........................................................ 12
8.3.4 Towbar Specifications .............................................................. 12
8.3.5 Overhead Clearance ............................................................... 12
8.4 Parking and Storage ................................................................ 14
8.5 Cleaning Transparencies .......................................................... 15

8.5.1 General ............................................................................... 15
8.5.1.1 Windshield (if Electrically Heated Glass) .................................... 15
8.5.1.2 Windshield (if Plastic) and Side Windows ................................... 16
8.6 Care and Cleaning of Apex Displays ........................................... 17
8.7 Uploading FMS Database Updates.............................................. 19
8-1 Servicing Points ...................................................................... 8

8-2 Turning Radius Under Tow ....................................................... 13

30 May. 2014 Page 8-5
SECTION 8

Page 8-6 30 May. 2014
SECTION 8
8.1 General
This section provides information of use to the flight crew concerning replenishment,
parking, and overnight storage of the aircraft. For more detailed information concerning
ground handling, refer to PSM 1-6-2T (Ground Support Manual).
NOTE
Maintenance tasks completed by the flight crew/operator are subject
to Local Airworthiness Authorities.
8.1.1 Other Sources of Information Within the AFM/POH

Refer to Section 1, General, for dimensions and areas of the standard wheel gear.
Refer to Section 9, Supplements, for dimensions and areas unique to float, ski, and
intermediate flotation gear aircraft.
Refer to Section 6, Weight and Balance, for station numbers.
8.1.2 Identification Plate

A metal identification plate is mounted on the co-pilot side forward of the aft bulkhead
(station 326) and is elevated 33 inches above the cabin floor. This identification plate
lists the aircraft model number, type certificate number, serial number, and date of
manufacture.

16 Oct. 2015 Page 8-7
SECTION 8
Figure 8-1 Servicing Points
Page 8-8 16 Oct. 2015
SECTION 8
8.2 Replenishing
8.2.1 Fuel
8.2.1.1 Fuelling
For fuel specifications, refer to the specifications provided in Section 2, Limitations.
8.2.1.2 Defuelling
Refer to the procedures contained in the Maintenance Manual, PSM 1-64-2.
8.2.1.3 Grounding
Fuel caps for the fuselage fuel tanks are located on the port side of the aircraft,
approximately 4 feet above ground level. Any nozzle with a maximum diameter of up to
3 inches (7.5 cm) may be used. Grounding receptacles conforming to ANSI 3117 are
provided above and slightly inboard of each fuel cap. These receptacles accept a MS
25384 plug (a standard male tip and ring phone plug, identical to the speaker portion
of a pilot headset). The male grounding plug should be wired so that both the tip and
ring are connected to the ground source.
It is less desirable to ground the aircraft by connecting an alligator clip to the main gear
or the main gear brake assemblies.
If the aircraft must be grounded using an alligator clip, a sacrificial bolt for this purpose
may be attached to the starboard side of the nose wheel fork, opposite the bolt on the
port side of the aircraft that retains the taxi light mounted on the nose wheel fork.
8.2.1.4 Safety Precautions during Fuelling

To prevent the aircraft from tipping on its tail during fuelling, always fill the forward
fuselage tank first.
Refuel and defuel only in a well ventilated area.
Do not allow open flame or smoking in the vicinity of the airplane while refueling.
Do not replenish the oxygen system (if installed) during refueling or defueling.
Remove external power, if connected. Make sure all aircraft electrical power (MASTER
and POWER SOURCE switches (Pre Mod 6/2314) or BATTERY, EXTERNAL and
GENERATOR switches (Post Mod 6/2314)) are OFF. Do not operate airplane electrical
or radio equipment while refueling.
High frequency pulse transmissions in the vicinity of the airplane may present a fire
hazard.

16 Oct. 2015 Page 8-9
SECTION 8
Be certain the fuel supplied is checked for type, grade and freedom from contamination.
Ground the refuelling vehicle or drum to the airplane (attach the vehicle or drum
grounding lead to the ground points provided on the port side of the fuselage). Ground
the refuelling nozzle in the same manner.
Allow the fuel to settle when topping-off the fuel tank.
Secure the filler cap with the tab on the cap facing aft, in a manner that airflow will
flatten the tab.
8.2.2 Engine Oil

For oil specifications, refer to the specifications provided in Section 2, Limitations.
The normal oil level in the engine is between the 1 and 2 mark on the dipstick. Each
engine will find its own ‘natural oil level'.
Oil level should be checked within 10 minutes of engine shutdown. If it is necessary to

check engine oil level after the engine has been shut down for more than 10 minutes,
refer to the Maintenance Manual, PSM 1-64-2; or to the Pratt & Whitney maintenance
manual for detailed instructions and procedures.
8.2.3 Hydraulic System

The hydraulic fluid tank is located under the flight compartment floor and can be
accessed via a small door directly underneath the port side pilot door.
The hydraulic fluid specification is MIL-H-5606. A dipstick is integral to the cap of the
hydraulic fluid tank. The normal level is close to the FULL mark.
8.2.4 Tire Pressures

Tire Pressures at ISA conditions for standard wheel gear are as follows:
Nose wheel: 32 PSI (2.2 bar)

Main wheels: 38 PSI (2.6 bar)
Tire pressures at ISA conditions for intermediate flotation gear are as follows:
Nose wheel: 24 PSI (1.7 bar)

Main wheels: 35 PSI (2.4 bar)
Wheels are fitted with Schrader valve cores that comply with TRC-4 specifications.
Tires are normally and preferentially inflated with nitrogen but if it is not available,
compressed air may be used.

Page 8-10 16 Oct. 2015
SECTION 8
8.2.5 Ground Electrical Power

A single receptacle conforming to AN2552-3A for 28 volt ground power is provided
on the port side of the aircraft, just below the rear baggage compartment door. The
receptacle is approximately 3.5 feet (110 cm) above the ground. The receptacle
matches with an AN2551 type plug.
28 volt power is preferred; however, 24 volt power may also be used.

30 May. 2014 Page 8-11
SECTION 8
8.3 Towing
8.3.1 General
The nose gear torque links must be disconnected before the aircraft is towed.
8.3.2 Safety Precautions

When towing the airplane, a qualified person should sit in the left pilot seat ready for
immediate braking action, in the event that the towbar becomes uncoupled. The towing
vehicle should be started and stopped slowly to avoid unnecessary shock loads. When
towing in a congested area, two helpers should watch the wing tip and tail clearances.
8.3.3 Turning Radius Under Tow

The turning radius under tow is shown in Figure 8-2.
8.3.4 Towbar Specifications

A Viking part number C6GT1032 towbar or equivalent may be used.
8.3.5 Overhead Clearance

For landplane configurations, additional overhead clearance for hangars with low door
entry heights may be obtained by raising the aircraft nose during entry or exit. With the
nose raised approximately 18 inches, the vertical stabilizer is lowered approximately 34
inches.

Page 8-12 30 May. 2014
SECTION 8
Figure 8-2 Turning Radius Under Tow

30 May. 2014 Page 8-13
SECTION 8
8.4 Parking and Storage

In calm weather conditions, the airplane can be parked on any firm surface with the
parking brake applied and/or wheel chocks in place. Flaps should always be retracted.
The control locks should be installed if the aircraft will be unattended and/or if any
significant wind or exposure to propeller wash from other aircraft is possible. Ensure
that the rudder is centered when installing the control locks.
Propeller restraint ties should be installed if there is any possibility of wind rotating the
propellers when the engine is shut down.
Covers and plugs (pitot tube covers, engine inlet and exhaust covers) should be fitted
at any time the airplane is parked unattended.
When tying the aircraft down, strong rope or chain should be used, and each tie-down
anchor should be capable of withstanding the force generated by the aircraft in all
possible wind conditions that may be encountered. Be aware that the aircraft wing will
generate enough lift to apply a combined total of 8,000 lbs force to the tie-down anchors
at wind speeds of approximately 40 knots.

Page 8-14 30 May. 2014
SECTION 8
8.5 Cleaning Transparencies

8.5.1 General
CAUTION
REMOVE WRISTWATCHES, RINGS AND OTHER JEWELLERY

FROM HANDS AND WRISTS BEFORE CLEANING THE
WINDOWS. WINDSHIELDS AND WINDOWS ARE EASILY
DAMAGED BY IMPROPER HANDLING AND CLEANING
TECHNIQUES.
DO NOT USE SOLVENTS, FUELS, DETERGENTS, ALCOHOL,

ACETONE OR THINNERS TO CLEAN THE PLASTIC SIDE
WINDOWS. TRANSPARENT PLASTICS LACK THE SURFACE
HARDNESS OF GLASS. USE CAUTION WHEN CLEANING
THE SIDE WINDOWS TO AVOID SCRATCHING OR SCORING
TRANSPARENCIES.
The following procedures provide information regarding cleaning and servicing of

windshields and windows. Improper cleaning, or use of unapproved cleaning agents,
can cause damage to these surfaces. As a preventative measure, do not park the
airplane where it might be subjected to direct contact with or vapor from: methanol,
denatured alcohol, gasoline, benzene, xylene, MEK, acetone, carbon tetrachloride,
lacquer thinners, commercial or household window cleaning sprays, paint strippers or
other types of solvents. Do not park the airplane near a paint spray shop.
8.5.1.1 Windshield (if Electrically Heated Glass)

Ensure that the glass surface is cool to the touch before cleaning. Using clean
(preferably running) water, flood the surface.
To remove insect residue or bird droppings, first soak a cotton terrycloth towel (a bath
towel) in warm water, then place the warm soggy towel over the windshield for 15
minutes. This will re-hydrate any organic debris on the windshield and enable it to be
flushed off with running water.
Use bare clean hands, with no jewellery, to feel and dislodge any dirt or abrasive
materials.
Using a mild soap or detergent (such as dish washing liquid) in water, wash the surface.
Again, use only the bare hands to provide rubbing force. (A clean lint-free cloth may be
used to transfer the soap solution to the surface, but extreme care must be excised to
prevent scratching the surface).

30 May. 2014 Page 8-15
SECTION 8
Rinse the surface thoroughly with clean fresh water and dry with a clean cloth or damp
chamois leather.
8.5.1.2 Windshield (if Plastic) and Side Windows

Ensure that the plastic surface is cool to the touch before cleaning. Using clean
(preferably running) water, flood the surface.
To remove insect residue or bird droppings, first soak a cotton terrycloth towel (a bath
towel) in warm water, then place the warm soggy towel over the windshield for 15
minutes. This will rehydrate any organic debris on the windshield an enable it to be
flushed off with running water.
Wash the side windows using a soft sponge, warm water and soft soap solution. Rinse
with clean water and dry with a damp chamois leather.
Use an appropriate transparency cleaner to remove any grease, smears, etc., still
adhering to the side windows.
NOTE
Rubbing transparencies with a dry cloth will cause scratches and
the build-up of an electrostatic charge which attracts dust. Where
an electrostatic charge is present, gently pat the area with a damp
chamois leather to remove the charge and any accumulated dust.

Page 8-16 30 May. 2014
SECTION 8
8.6 Care and Cleaning of Apex Displays

The face of each Apex KDU-1080 display panel is similar to a display panel used on
a laptop computer. Any form of impact from a sharp or rigid object will permanently
damage the surface of the display panel. For this reason, particular care needs to be
taken when installing and removing the flight control lock to ensure that no part of the
control lock assembly ever touches the display.
Due to the nature of the anti-reflective coating used, the face of the display will pick up
fingerprints easily if it is touched. Pilots and maintenance technicians must be trained
to not touch the surface of the display.
The manufacturer of the display panels provides detailed care and cleaning instructions
in their Component Maintenance Manual for the KDU-1080, which is Barco publication
number K5920078-00. This Component Maintenance Manual must be read prior to
making any attempt to clean the surface of a display or the surrounding bezel.
The following guidance material describes how to clean the displays:
1 First, make sure the display is in the power off mode. The aircraft MASTER switch
should be OFF (Pre Mod 6/2314) or BATTERY, EXTERNAL and GENERATOR
switches all OFF (Post Mod 6/2314).
2 Second, remove dust by cleaning the display with a soft, clean cloth such as a
Scotch-Brite™ high performance microfibre cloth (3M part number 2011-CC5B).
Do not use any paper products to clean the screen.
3 If it is necessary to wash the screen, spray a film of Instanet (a consumer market

lens cleaning product manufactured by Henkel, Belgium) on the screen and clean
the screen with the same specification microfiber cloth. The use of a liquid lens
cleaning product designed for optical lenses with anti-reflective coatings permits
removal of dirt, grease, dust and fingerprints or other contaminants from the screen.
Do not use acetone, thinner, benzene, ethyl alcohol, toluene, ethyl acid, ammonia,
methyl chloride or alkaline-based solvents. These cleaners might cause permanent
damage to the LCD due to a chemical reaction. Some commercial window cleaners
contain ammonia and are generally unacceptable. Do not use water to clean the
display.
4 Stroke the microfiber cloth across the display in one direction only, moving from the
top of the display to the bottom.
5 Do not apply excessive pressure to the LCD screen. This may cause permanent
damage to the display.

16 Oct. 2015 Page 8-17
SECTION 8
6 Do not scratch or rub the screen with a hard object. This will damage the anti-
reflection coating and the optical filter surface. Rub the filter glass of the display
evenly with the dampened microfiber cloth.
7 Never touch or press the LCD screen with your fingers.
8 To clean the bezel and the bezel buttons surrounding the display screen, use a
new, non-abrasive lint free cotton cloth humidified with a multipurpose detergent
containing no alcohol.

Page 8-18 16 Oct. 2015
SECTION 8
8.7 Uploading FMS Database Updates

Subscription data used by the flight management system (FMS) is published by
Honeywell according to the ARINC schedule. This data is distributed in CD (compact
disc) form, and may also be downloaded directly from Honeywell at this URL:
http://inds.epicinds.com/epic/login
The FMS can hold two complete FMS navigation data loads at any given time, for
example, the current issue of a data load, and the upcoming (not yet effective) issue of
a data load.
All data must be uploaded by an aircraft maintenance technician in accordance with

the procedures set out in the Maintenance Manual.

16 Oct. 2015 Page 8-19
SECTION 8

Page 8-20 16 Oct. 2015
DHC-6 SERIES 400 SUPPLEMENTS
SECTION 9
SUPPLEMENTS

30 May. 2014 Page 9-1
SUPPLEMENTS DHC-6 SERIES 400

Page 9-2 30 May. 2014
TC Approved SECTION 9-1
DHC-6 SERIES 400 DE ICING SYSTEM
SECTION 9 – SUPPLEMENT 1
DE-ICING SYSTEM
S.O.O. 6004, S.O.O. 6202 and S.O.O. 6187
Sections 9-1.1, 9-1.2, 9-1.3, 9-1.4 and 9-1.5 are Transport Canada Civil Aviation
approved and constitute the approved Aircraft Flight Manual Supplement.
Compliance with Section 9-1.2, Limitations, is mandatory. All other Sections are not
approved and are provided for information only.
The information and data contained in this document supersede or supplement

that contained in the Pilot Operating Handbook (POH) and Transport Canada
Civil Aviation (TCCA) approved Aircraft Flight Manual for the Viking Air Limited
(VAL) DHC-6 Series 400 (Twin Otter) in the areas listed therein. For limitations,
procedures and performance not contained in this document refer to the POH
and approved Aircraft Flight Manual and other applicable approved Flight Manual
Supplements.
This Supplement is part of and must be attached to the basic POH and approved
Aircraft Flight Manual for airplanes with the subject design change incorporated.
Approved:____________________
Chief, Flight Test
Transport Canada
Date:_______________________
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-1
SECTION 9 1 TC Approved
DE ICING SYSTEM DHC-6 SERIES 400
PSM 1-64-1A Issue 4

Page 9-1-2 07 Mar. 2017

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8 30 May. 2014 * 24 07 Mar. 2017
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* 12 07 Mar. 2017 * 28 07 Mar. 2017
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Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-3
PSM 1-64-1A Issue 4

Page 9-1-4 07 Mar. 2017
9-1.1 General ................................................................................. 7

9-1.1.1 Scope ................................................................................. 7
9-1.1.2 Certification Basis .................................................................. 8
9-1.1.3 Equipment Required For Flight In Icing Conditions .......................... 8
9-1.2 Limitations ............................................................................. 9

9-1.2.1 Operating Limitations .............................................................. 9
9-1.2.2 Placards ............................................................................ 10
9-1.3 Emergency Operating Procedures ............................................ 14

9-1.3.1 Excessive Ice Accretion ......................................................... 14
9-1.3.2 De-Icing System Failure ......................................................... 14
9-1.3.3 Inadvertent Flight in Severe Icing ............................................. 14
9-1.4 Normal Operating Procedures ................................................. 16

9-1.4.1 Stall Speed Increase ............................................................. 16
9-1.4.2 Flap Angles and Approach Speed ............................................ 16
9-1.4.3 Weight – Altitude Icing Limitations ............................................ 16
9-1.4.4 Engine Speed Required for De-Icer Boot Operation ...................... 16
9-1.4.5 Before Starting Engines ......................................................... 16
9-1.4.6 Bleed/Pneumatic System Test ................................................. 18
9-1.4.7 After Starting Engines ........................................................... 18
9-1.4.8 Before Entering Icing Conditions .............................................. 20
9-1.4.9 Climb, Cruise and Descent in Icing Conditions ............................. 20
9-1.4.10 Holding, Approach and Landing in Icing Conditions ....................... 21
9-1.4.11 Approach and Landing Procedures After any Flight in Icing Conditions 21
9-1.4.12 Windshield De-Icing .............................................................. 22
9-1.5 Performance......................................................................... 23
9-1.6 Weight and Balance ............................................................... 24
9-1.7 De-Icing ............................................................................... 25

9-1.7.1 Surface De-Ice Systems......................................................... 25
9-1.7.2 Wing And Tail De-Icing .......................................................... 25
9-1.7.3 Wing And Stabilizer De-Icing Control ......................................... 26
9-1.7.4 Indication/Warning................................................................ 26
9-1.7.5 Distributor Valve Heaters ........................................................ 27
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-5
9-1.7.6 Propeller De-Icing................................................................. 29

9-1.7.7 Windshield Heating ............................................................... 29
9-1.8 Handling, Servicing, and Maintenance ...................................... 30
9-1.9 Safety and Operational Tips .................................................... 31
List of Tables Page
9-1-1 Indicated Airspeeds to Achieve 1.3 times the Power-off Stall Speed as
a Function of Weight .............................................................. 22
9-1-1 Operating in Icing Conditions Label (S.O.O. 6004, 6202, 6187 and
Mod 6/2228) ........................................................................ 10
9-1-2 De-icing Placard Locations ...................................................... 11
9-1-3 Weight – Altitude Icing Limitations ............................................. 17
9-1-4 Stabilizer Boot Inflation Annunciation .......................................... 27
9-1-5 Surface De-Ice Schematic ....................................................... 28
PSM 1-64-1A Issue 4

Page 9-1-6 07 Mar. 2017
9-1.1 General
9-1.1.1 Scope
Airplanes with the required de-icing equipment are authorized to fly in icing conditions
when operation is in compliance with the operating limitations and procedures in this
supplement. Such airplanes are certificated with ice protection provisions in compliance
with 14 CFR, Part SFAR 23.
NOTE
Icing conditions exist when the static air temperature on the ground
and for take-off is +10°C or below, or static air temperature in flight
is +5°C or below, and visible moisture in any form is present (such
as clouds, fog with visibility one mile or less, rain, snow, sleet, or ice
crystals).
Icing conditions also exist when the static air temperature on the
ground and for take-off is +10°C or below when operating on ramps,
taxiways or runways where surface snow, ice, standing water, or slush
may be ingested by the engines or freeze on engines or nacelles.
WARNING
FLIGHT IN FREEZING RAIN, FREEZING DRIZZLE OR MIXED

ICING CONDITIONS (SUPERCOOLED LIQUID WATER AND ICE
CRYSTALS) MAY RESULT IN ICE BUILD-UP ON PROTECTED
SURFACES EXCEEDING THE CAPABILITY OF THE ICE
PROTECTION SYSTEM OR MAY RESULT IN ICE FORMING AFT
OF THE PROTECTED SURFACES. THIS ICE MAY NOT BE SHED
USING THE ICE PROTECTION SYSTEMS AND MAY SERIOUSLY
DEGRADE THE PERFORMANCE AND CONTROLLABILITY OF
THE AIRPLANE.
SEVERE ICING CONDITIONS MAY BE ENCOUNTERED DURING

FLIGHT IN VISIBLE RAIN WITH STATIC AIR TEMPERATURE
BELOW 0°C AMBIENT TEMPERATURE AND SPECIFICALLY
WITH DROPLETS THAT SPLASH OR SPLATTER ON IMPACT.
SEVERE ICING MAY BE IDENTIFIED BY UNUSUALLY

EXTENSIVE ICE ACCRETED ON THE AIRFRAME IN AREAS NOT
NORMALLY OBSERVED TO COLLECT ICE, THE ACCRETION
OF ICE ON THE PROPELLER SPINNER AFT OF THE SPINNER
NOSE TOWARD THE PROPELLER BLADES OR ICE ACCRETED
ON THE SIDE WINDOWS OF THE FLIGHT COMPARTMENT AFT
OF THE LEADING EDGE.
Issue 4 PSM 1-64-1A

30 May. 2014 Page 9-1-7
9-1.1.2 Certification Basis

9-1.1.3 Equipment Required For Flight In Icing Conditions

The DHC-6 Series 400 landplane or skiplane is approved for operation in known or
forecast icing conditions (but not severe icing conditions) only when the aircraft is
equipped with the following modifications and options:
1 A yellow procedural placard on the aft face of the control column, suitable for aircraft
with de-ice equipment installed.
2 S.O.O. 6004 with Mod 6/2042 installed – Wing and Tail de-icing boots
3 S.O.O. 6202 or 6237 with Mod 6/2022 installed – Propeller (installation includes
valve heaters and PNEUMATIC LOW PRESS advisory and caution CAS messages)
4 S.O.O. 6187 with Mod 6/2045 – An electrically heated windshield
5 S.O.O. 6168 – Fuselage Ice Guards
The following equipment, which is standard on all DHC-6 aircraft, must be working
properly prior to entry into known or forecast icing conditions:
6 Pitot heat (two tubes)
7 Windshield wipers
8 Engine intake deflectors
9 Outside air temperature indicator
PSM 1-64-1A Issue 4

Page 9-1-8 30 May. 2014
9-1.2 Limitations
9-1.2.1 Operating Limitations
1 All de-icing systems must be fully operative prior to entering known or probable
icing conditions.
2 If any icing condition has been encountered, the de-icer boots must be operated
prior to flap extension.
3 In icing conditions flap angles must not exceed 10°.
4 Intake deflectors must be extended during flight in snow or icing conditions.
5 Intentional flight in severe icing is prohibited.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-9
9-1.2.2 Placards
Airplanes with the required de-icing equipment must have the following placards
installed in the flight compartment of the aircraft:
Figure 9-1-1 Operating in Icing Conditions Label (S.O.O. 6004, 6202, 6187 and Mod
6/2228)
PSM 1-64-1A Issue 4

Page 9-1-10 07 Mar. 2017
Figure 9-1-2 De-icing Placard Locations
A. Operating Procedure in Icing Conditions Label (S.O.O. 6004 and Mod 6/1847)
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-11
B. Compass Card Holder Placard (S.O.O. 6187 and Mod 6/2045)
C. LH Panel Overlay – Heated Windshield (S.O.O. 6187)
PSM 1-64-1A Issue 4

Page 9-1-12 07 Mar. 2017
D. RH Panel Overlay – Surface De-ice (S.O.O. 6004, 6202 and 6237)
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-13
9-1.3 Emergency Operating Procedures

9-1.3.1 Excessive Ice Accretion
If the rate of ice accretion is such that cruising speed at a constant cruise power setting
is reduced by more than 10 KIAS with all de-icing systems operating, alternative action
should be considered which could be taken to avoid further exposure to icing.
9-1.3.2 De-Icing System Failure

If any of the de-icing systems become inoperative, descent or other avoidance of
icing conditions should be attempted. If further exposure to icing conditions cannot be
avoided, a landing should be made as soon as possible using procedure for Approach
and Landing in Icing Conditions Para 9-1.4.10 as much as is practicable.
WARNING
IT IS POSSIBLE FOR SATISFACTORY OPERATION TO BE

INDICATED WITH UNSERVICEABLE TAILPLANE DE-ICER
BOOTS.
9-1.3.3 Inadvertent Flight in Severe Icing

1 Autopilot (if installed) – disconnect immediately. Be prepared for a possible roll force
requirement by firmly holding the control wheel prior to disconnecting the autopilot.
2 IGNITION switch – Manual
3 INTAKE DEFLECTORS – EXTEND
4 PROP Levers – MAX RPM
5 Power Levers – Maximum Continuous Power
6 All installed de-icing equipment, including PITOT HEAT– ON
7 Airspeed – Minimum 125 KIAS, avoid aggressive maneuvering.
8 Exit severe icing conditions – turn back or change altitude as required to obtain an
outside air temperature that is less conducive to icing.
9 Notify Air Traffic Control of the severe icing conditions.
WHEN CLEAR OF SEVERE ICING CONDITIONS:
10 Power and PROP Levers – As required
11 Airspeed – As required
PSM 1-64-1A Issue 4

Page 9-1-14 07 Mar. 2017
12 Autopilot (if installed) – may be used as desired
13 All installed de-icing equipment – as required
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-15
9-1.4 Normal Operating Procedures

Important factors to be considered and procedures which must be followed if icing
conditions are anticipated are given in the following paragraphs.
9-1.4.1 Stall Speed Increase

An accumulation of ice on the airplane may change the stall characteristics, stall speed
and warning margin provided by the stall warning system. Therefore, when the airplane
has accumulated ice, an approach speed no less than 1.3 times the normal stall speed
should be maintained.
9-1.4.2 Flap Angles and Approach Speed

An airspeed of 1.3 times stall speed appropriate to flap angle and weight should be
maintained. Refer to Table 9-1-1.
9-1.4.3 Weight – Altitude Icing Limitations

The loss in performance from ice accretion with all de-icing systems operating may be
such that the airplane may have to descend to the limits shown in Figure 9-1-3.
9-1.4.4 Engine Speed Required for De-Icer Boot Operation

Sufficient engine speed must be maintained to ensure de-icer boot operation under
all conditions. This may vary consistent with flight mode, altitude, and use of heating
system.
9-1.4.5 Before Starting Engines

1 Carry out the checks in AFM Section 4.5, steps 1 to 10 inclusive.
2 POWER SOURCE switch (Pre Mod 6/2314) − BATTERY
BATTERY or EXTERNAL switch (Post Mod 6/2314) − ON
3 MASTER switch (Pre Mod 6/2314) − ON
4 Check for loadmeter discharge when:
a WINDSHIELD HEAT switch is momentarily selected to ON
b VALVE HEAT switch is momentarily selected to ON
PSM 1-64-1A Issue 4

Page 9-1-16 07 Mar. 2017
Figure 9-1-3 Weight – Altitude Icing Limitations

Issue 4 PSM 1-64-1A
07 Mar. 2017 Page 9-1-17
9-1.4.6 Bleed/Pneumatic System Test
9-1.4.7 After Starting Engines

Select VALVE HEAT switch ON, complete pre-taxi check, and carry out the following
checks in addition to the ground checks in AFM Section 4.8 and 4.9:
1 Select BOOTS AUTO switch to SLOW or FAST
2 Ensure BLEED AIR switches are OFF
3 Confirm PNEUMATIC LOW PRESS CAS message is present.
4 Power levers – Advance to idle NG + 15%
5 BLEED AIR – LEFT switch – ON. Check PNEUMATIC LOW PRESS CAS message
disappears.
6 BLEED AIR – LEFT switch – OFF. Check PNEUMATIC LOW PRESS CAS message
reappears after approximately 7 seconds.
7 BLEED AIR – RIGHT switch – ON. Check PNEUMATIC LOW PRESS CAS message
disappears.
8 BLEED AIR – LEFT switch – ON
9 Select BOOTS AUTO switch to OFF/MANUAL, then return to SLOW or FAST
10 Confirm that the green LSTAB and RSTAB annunciations appear sequentially within
15 seconds.
11 BLEED AIR and BOOTS AUTO switches – as desired.
12 Power levers – Idle
13 Select PROP DE-ICE switch to ON and observe loadmeter fluctuation indicating

propeller de-icing cycling. Select propeller de-ice switch as desired.
14 Check wing inspection lights.
15 Power lever – 75% NG
16 De-icing system BOOTS AUTO switch − OFF/MANUAL
17 BOOTS MANUAL – WING switch − Hold at WING INNER then WING OUTER and
check that wing boots operate.
PSM 1-64-1A Issue 4

Page 9-1-18 07 Mar. 2017
18 BOOTS MANUAL – STABILIZER switch – Hold at LEFT STAB then RIGHT STAB
while ground crew verify that tailplane boots operate. Check that LEFT STAB and
RIGHT STAB annunciations in the electrical system window each illuminate within
two seconds of appropriate switch selection to LEFT STAB and RIGHT STAB, and
each light goes out almost immediately switch is released to OFF. Operation of
indicator lights should be consistent with each other.
WARNING
IF EITHER ANNUNCIATION DOES NOT APPEAR WITHIN 2

SECONDS, RELEASE SWITCH AND REPEAT CHECK. IF THE
CHECK IS NOT SATISFACTORY A MALFUNCTION IS INDICATED
AND RECTIFICATION MUST BE CARRIED OUT BEFORE FLIGHT
IN ICING CONDITIONS.
THE DE-ICER BOOT INDICATOR ANNUNCIATION IS OPERATED

BY PRESSURE SWITCHES IN THE AIR PRESSURE LINES
SUPPLYING THE DE-ICER BOOTS AND DO NOT, THEREFORE,
POSITIVELY INDICATE DE-ICER BOOT OPERATION.
19 BOOTS AUTO switch − FAST

NOTE
A fast cycle takes 60 seconds which comprises 5 seconds inflation
time for inner wings, 5 seconds for outer wings, 3 seconds for left
stabilizer and 3 seconds for the right stabilizer followed by 44 seconds
dwell period.
A slow cycle takes 180 seconds. Inflation time for each boot remains
the same; dwell time lasts 164 seconds.
When the BOOTS AUTO switch is selected to OFF/MANUAL,

de-icer boots must be selected individually by use of the appropriate
switches.
20 Check that each stabilizer boot annunciation appears for at least 1 second in each
60 second cycle (or 180 second cycle), and at no time are both on simultaneously.
NOTE
If the LEFT indicator annunciation does not go out before the RIGHT
comes on, a malfunction is indicated and rectification must be carried
out before flight in icing conditions.
21 BOOTS AUTO switch − OFF/MANUAL
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-19
22 Flaps – Select 10 degrees, check LEFT STAB and RIGHT STAB DEICE PRESS
lights illuminate within a 12 second period in a sequence of right, left, right, left
stabilizer. Select greater than 15 degrees, check that another 12 second cycle
consisting of two alternating 3 second inflations occurs for each stabilizer boot.
9-1.4.8 Before Entering Icing Conditions

1 VALVE HEAT switch – ON
2 PITOT HEAT switch − ON
3 INTAKE DEFLECTORS − EXTEND. Check intake deflector position indicator reads

A/I. If not, select as described in AFM Section 4.8.4.
4 PROP DE-ICE switch − ON
5 WINDSHIELD HEAT switch − ON
9-1.4.9 Climb, Cruise and Descent in Icing Conditions

ON INITIAL DETECTION OF ICE:
1 BOOTS AUTO switch – FAST or SLOW depending on the rate of ice accumulation.
Check LEFT and RIGHT STAB DEICE PRESS lights illuminate.
NOTE
Monitor ice accumulation between boot cycles (use wing inspection
lights as required) to confirm that the FAST/SLOW selection is
appropriate.
WHEN CLEAR OF ICING CONDITIONS:
2 BOOTS AUTO switch − OFF/MANUAL.
PSM 1-64-1A Issue 4

Page 9-1-20 07 Mar. 2017
9-1.4.10 Holding, Approach and Landing in Icing Conditions
WARNING
WHEN HOLDING IN ICING CONDITIONS, FLAP MUST BE AT 0°.
ON INITIAL DETECTION OF ICE:
1 BOOTS AUTO switch − FAST. Check LEFT and RIGHT STAB DEICE PRESS lights
illuminate.
BEFORE LOWERING 10° FLAP:
2 Operate de-icer boots continuously at FAST until touchdown.
3 Maximum flaps − 10°
4 Minimum approach speeds appropriate to weight with 10° flap are as follows:
12,300 lbs 11,500 lbs 10,500 lbs 9,500 lbs 8,500 lbs 7,500 lbs
Weight
(5,580 kg) (5,220 kg) (4,760 kg) (4,310 kg) (3,860 kg) (3,400 kg)
KIAS 85 83 79 75 71 67
These speeds may be increased by a maximum of 10 knots. Airspeeds in excess of

those recommended for flap angle and operating weight must be avoided.
Landing distance with flaps 10° for all landing gear configurations is approximately
1.8 times the landing distance with flaps 37° obtained from AFM Section 5, Figure 29,
Landing Distance from 50 feet AGL to Full Stop; or skiplane landing distance graph
(refer to Figure 9-10-13), as appropriate.
9-1.4.11 Approach and Landing Procedures After any Flight in Icing

Conditions
The following procedures must be observed during approach and landing after any
flight in icing conditions:
1 BOOTS AUTO switch – Select FAST at least three minutes before flap extension.
2 Flap – Select desired settings and if any loss of control occurs retract to 10°.
Extension of flaps beyond 10° must only be made above 500 feet above ground
level.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-21
3 If any part of the de-icer boot system was inoperative or if the aircraft behaved
abnormally during flight in icing conditions, approach and land as for APPROACH
AND LANDING PROCEDURES IN ICING CONDITIONS. Strictly observe
appropriate airspeed for 10° flap.
4 Do not use excessively high airspeeds with flaps extended after flight in icing
conditions. Airspeeds given in may be increased by 5 knots to offset conditions
of turbulence, but airspeeds in excess of those recommended for flap angle and
operating weight must be avoided.
Table 9-1-1 Indicated Airspeeds to Achieve 1.3 times the Power-off Stall Speed as a
Function of Weight
1.3 VS KIAS
FLAP
(5,580 kg) (5,220 kg) (4,760 kg) (4,310 kg) (3,860 kg) (3,400 kg)
10° 85 83 79 75 71 66
20° 80 77 73 70 66 64
5 An approach speed equal to 1.3 times the power-off stalling speed (VS) appropriate
to the prevailing weight and flap setting is recommended. These values are given
in the table above.
9-1.4.12 Windshield De-Icing

The windshield heat switch should remain at the ON position continuously in icing
conditions.
PSM 1-64-1A Issue 4

Page 9-1-22 07 Mar. 2017
9-1.5 Performance
There is no change to the performance data provided in Section 5.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-23
SECTION 9 1
9-1.6 Weight and Balance

Refer to the Part 2 of PSM 1-64-8, Weight and Balance Manual.
PSM 1-64-1A Issue 4

Page 9-1-24 07 Mar. 2017
SECTION 9-1
9-1.7 De-Icing
9-1.7.1 Surface De-Ice Systems
By special order, de-icing and anti-icing systems provide for wing, tail, and propeller
de-icing. Pneumatically operated boots are installed on the wing and tail leading edges
which break up formations of ice by inflation and deflation pulsations, which can be
automatically or manually controlled.
9-1.7.2 Wing And Tail De-Icing

The wing and tail de-icing boots are operated by air pressure from the bleed/pneumatic
system, through a system which includes distributor valves, an ejector, an electronic
timer, and control switches.
In the automatic mode, the air supply is controlled by the distributor valves and inflates
the de-icer boots in a sequence and speed governed by the electronic timer. The timer
has two operating speeds, SLOW and FAST, either of which can be selected by the
pilot dependent upon the severity of icing conditions. A fast cycle occurs every minute,
which comprises 5 seconds inflation time for inner wings, 5 seconds for outer wings, 3
seconds for left stabilizer and 3 seconds for the right stabilizer followed by 44 seconds
dwell (standby) period. A slow cycle occurs every 3 minutes. Inflation time for each
boot remains the same; however, the dwell time increases to 164 seconds.
In the MANUAL/OFF mode, de-icer boots must be operated individually by use of

the appropriate switches on the right sub-panel. The manual control switches are
collectively labelled BOOTS MANUAL and consist of two switches, individually labelled
WING and STABILIZER, both of which are spring loaded to a center off position. The
wing switch may be moved up or down to activate the INNER or OUTER wing boots.
The STABILIZER switch may be moved up or down to activate the LEFT or RIGHT
stabilizer boot. Manual control of the de-ice boots is provided for emergency purposes
only, in the event of a failure of the timer or loss of power to the timer from the left DC bus.
Deflation of the boots in both automatic and manual modes is by suction induced by
ejector venturi action. Suction is automatically applied to the boots anytime one or both
of the BLEED AIR switches is placed in the ON position.
The wing and tail de-icer boot electrical circuits are powered from the left and right DC
buses and are protected by AIRFRAME DEICE AUTO (position C18) and AIRFRAME
DEICE MAN (position D18) circuit breakers on the main circuit breaker panel.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-25
SECTION 9 1
9-1.7.3 Wing And Stabilizer De-Icing Control

Three switches located on the middle row of the right side sub-panel are provided
for control of the wing and tail de-icing boots. They are grouped in a row labelled
SURFACE DEICE. The switches and their functions are as follows:
1 BOOTS AUTO for selection of FAST, SLOW or OFF/MANUAL modes.
2 A WING manual mode switch to manually inflate the wing de-icer boots at the
discretion of the pilot. Alternative positions are marked INNER and WING.
3 A STABILIZER manual mode switch to manually inflate the tail deice boots at the
pilot's discretion. Alternative positions are marked LEFT and RIGHT.
9-1.7.4 Indication/Warning
To provide positive indication of tailplane stabilizer de-ice boot inflation, the words
L STAB and R STAB will appear in green inverse video blocks at the bottom of the
electrical and de-ice 1/6 size system window whenever a pressure sensing switch
detects that pressure is being sent to the stabilizer de-ice boots.
The Crew Alerting System (CAS) window on the Systems MFD will show the following
Caution and Advisory messages for the de-ice systems:
AMBER CAUTION
PNEUMATIC PRESS Displayed in flight, whenever the BOOTS AUTO switch is

LOW in the FAST or SLOW position and insufficient pressure is
available to inflate the boots.
CYAN ADVISORY
PNEUMATIC PRESS Displayed on ground, whenever the BOOTS AUTO switch is

LOW in the FAST or SLOW position and insufficient pressure is
available to inflate the boots.
PSM 1-64-1A Issue 4

Page 9-1-26 07 Mar. 2017
SECTION 9-1
Figure 9-1-4 Stabilizer Boot Inflation Annunciation
9-1.7.5 Distributor Valve Heaters

Distributor valve heaters are installed to improve the operational reliability of the de-icer
system. The heaters are controlled by a switch labelled VALVE HEAT on the right
sub-panel. The circuit is protected by the AIRFRAME DEICE MANUAL circuit breaker
(position D18) on the main circuit breaker panel.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-27
SECTION 9 1
Figure 9-1-5 Surface De-Ice Schematic
PSM 1-64-1A Issue 4
Page 9-1-28 07 Mar. 2017
SECTION 9-1
9-1.7.6 Propeller De-Icing

By special order, electric de-ice boots can be installed at the root of each propeller
blade. Each de-icing boot contains an inner and an outer heater element; these are
energized through a slip ring assembly on the propeller hub. The propeller de-icing
system is controlled from a two-position switch marked PROP DE-ICE on the right
sub-panel. Each boot is protected by the oil pressure switch on its respective engine.
This interconnection with the oil pressure switch ensures that the boot cannot be
operated unless the engine is operating. A circuit breaker on the main circuit breaker
panel marked PROPELLER DEICE (position C5) safeguards the circuit.
9-1.7.7 Windshield Heating

By special order, electrically heated glass windshield panels can be installed in
place of the standard plastic windshield panels. The heated windshield incorporates
temperature controllers to automatically regulate the heating capability. Two special
glass windshield panels, each with an integral heater element and sensor, two
temperature controllers, two relays, and a switch comprise the main components of the
system. Each windshield panel is heated independently of the other, each having its
own power source, temperature controller, and relay; one double-pole switch controls
both windshields simultaneously.
The WINDSHIELD HEAT switch is located on the lower left sub-panel panel and has
positions marked ON and OFF. The left windshield glass panel is powered from the
left DC bus and the right windshield glass panel from the right DC bus. WINDSHIELD
HEAT L and R circuit breakers (position C1 and D1, respectively) on the main circuit
breaker panel protect the circuits.
The glass windshield is inherently bird-proof, and there is no requirement to turn the
heat on to increase impact resistance. Windshield heat greatly assists in de-misting
the inside of the windshield panels when descending into warm, humid air masses.
The windshield heater system is calibrated to maintain the glass windshield panels at
approximately 40°C (105°F).
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-29
SECTION 9 1
9-1.8 Handling, Servicing, and Maintenance

Refer to Section 8 of PSM 1-64-POH or PSM 1-6-2T.
PSM 1-64-1A Issue 4

Page 9-1-30 07 Mar. 2017
SECTION 9-1
9-1.9 Safety and Operational Tips

Refer to Section 10 of PSM 1-64-POH.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-1-31
SECTION 9 1
PSM 1-64-1A Issue 4

Page 9-1-32 07 Mar. 2017
TC Approved SECTION 9 5
DHC-6 SERIES 400 INTERMEDIATE FLOTATION GEAR
INTERMEDIATE FLOTATION GEAR
S.O.O. 6048

Supplements.
Approved:____________________
Chief, Flight Test
Transport Canada
Date:_______________________
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-5-1
INTERMEDIATE FLOTATION GEAR DHC-6 SERIES 400
PSM 1-64-1A Issue 3

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PSM 1-64-1A Issue 3

Page 9-5-4 30 May. 2014
9-5.1 General.................................................................................... 7
9-5.1.1 Certification Basis .................................................................... 7
9-5.2 Limitations ............................................................................... 8
9-5.3 Emergency and Abnormal Procedures .......................................... 9
9-5.4 Normal Procedures .................................................................. 10
9-5.5 Performance Data and Charts .................................................... 11

9-5.5.1 General ............................................................................... 11
9-5.5.1.1 Take-off and Landing Data ..................................................... 11
9-5.5.2 List of Replacement Performance Charts ...................................... 12
9-5.5.3 List of AFM Section 5 Charts that are not Applicable to IFG ............... 13
9-5.5.4 Maximum Take-Off Weight – One Engine Inoperative Take-Off Climb
with Propeller Feathered........................................................... 14
9-5.5.5 Take-Off Rate of Climb, Both Engines Operating ............................. 16
9-5.5.6 Take-Off Gradient of Climb, Both Engines Operating ........................ 18
9-5.5.7 Enroute Gross Rate of Climb – One Engine Inoperative, Propeller
Feathered ............................................................................. 20
9-5.5.8 Enroute Gross Gradient of Climb – One Engine Inoperative, Propeller
Feathered ............................................................................. 22
9-5.5.9 Balked Landing Rate of Climb.................................................... 24
9-5.5.10 Balked Landing Gradient of Climb............................................... 26
9-5.5.11 Maximum Landing Weight Limit – Balked Landing Climb .................. 28
9-5-1 Maximum Take-Off Weight – One Engine Inoperative Take-Off Climb

with Propeller Feathered.......................................................... 15
9-5-2 Take-Off Rate of Climb, Both Engines Operating ............................ 17
9-5-3 Take-Off Gradient of Climb, Both Engines Operating ....................... 19
9-5-4 Enroute Gross Rate of Climb – One Engine Inoperative, Propeller
Feathered ............................................................................ 21
9-5-5 Enroute Gross Gradient of Climb – One Engine Inoperative, Propeller
Feathered ............................................................................ 23
9-5-6 Balked Landing Rate of Climb ................................................... 25
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-5-5
9-5-7 Balked Landing Gradient of Climb .............................................. 27

9-5-8 Maximum Landing Weight Limit – Balked Landing Climb ................. 29
PSM 1-64-1A Issue 3

Page 9-5-6 30 May. 2014
9-5.1 General
Intermediate Flotation Gear (IFG) consists of three standard 11.00 x 12 wheels, fitted
with 15.00 by 12 tires. A special nose landing gear fork is installed to accommodate the
larger nose wheel. Dunlop tires may be fitted, the procedures and performance data
are identical for both. A modified nose wheel shimmy damper (Mod 6/1321, TAB 619/6
refers) may be installed on aircraft equipped with Intermediate Flotation Gear; however,
the presence or absence of this modified shimmy damper does not affect procedures
or performance.
Intermediate Flotation Gear is available as a factory installed option by S.O.O. 6048.

The limitations, procedures, and performance data presented in this supplement comply
with the requirements of FAR 23 at Amendment 7.
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-5-7
9-5.2 Limitations
The operating limitations detailed in Section 2 of the main body of the AFM apply when
Intermediate Flotation Gear is fitted.
PSM 1-64-1A Issue 3

Page 9-5-8 30 May. 2014
9-5.3 Emergency and Abnormal Procedures

The emergency procedures detailed in Section 3 of the main body of the AFM apply
when Intermediate Flotation Gear is fitted.
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-5-9
9-5.4 Normal Procedures

The Operating Procedures detailed in Section 4 of the main body of the AFM apply.
Because of the flexibility of the large low-pressure tire casings, some lateral movement
of the airplane can be expected in crosswind take-offs and landings. Depending upon
the type of surface, consideration should be given to the possibility of lateral movement
when taking off or landing in crosswind conditions as discussed in Section 4.
A longer jury strut is available for use on aircraft fitted with Intermediate Flotation Gear.
PSM 1-64-1A Issue 3

Page 9-5-10 30 May. 2014
9-5.5 Performance Data and Charts

9-5.5.1 General
Performance charts provided in Section 5 of the main body of the AFM apply when
Intermediate Flotation Gear (IFG) is fitted, except that both two-engine and single-
engine climb performance will be degraded as a result of the additional drag created
by the larger wheels and tires. Eight replacement performance charts are provided in
this supplement to address the degraded climb performance.
Take-off and landing distances will vary considerably depending on airfield surface
characteristics. The take-off and landing distances published in Section 5 of the main
body of the AFM apply to aircraft fitted with Intermediate Flotation Gear, however,
it must be understood that all of these distances are based on dry, hard, level
surfaces. Operators who fit intermediate flotation gear to their aircraft generally do
so in anticipation of operating on surfaces that are not dry, hard, or level. Therefore, the
operator must consider and allow for degradation in take-off and landing performance
arising from the unique characteristics of each airfield at which operations are planned.
9-5.5.1.1 Take-off and Landing Data

The take-off and landing distances with intermediate flotation gear will vary considerably
depending on the surface characteristics. Operators should therefore take this into
account when determining the take-off and landing performance from an airfield under
operating environmental conditions.
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-5-11
9-5.5.2 List of Replacement Performance Charts

The following eight charts replace the data provided in Section 5 of the main body of
the AFM when Intermediate Flotation Gear is fitted.
Figure Chart Title Replaces AFM Section 5

Chart
Figure 9-5-1 Maximum Take-Off Weight – 5-12, Maximum Take-off Weight
One Engine Inoperative with – One Engine Inoperative
Propeller Feathered – IFG Take-Off Climb with Propeller
Feathered
Figure 9-5-2 Take-off Gross Rate of Climb, 5-19, Take-off Rate of Climb,
Both Engines Operating – IFG Both Engines Operating
Figure 9-5-3 Take-off Gradient of Climb, Both 5-20, Take-off Gradient of Climb,
Engines Operating – IFG Both Engines Operating
Figure 9-5-4 Enroute Gross Rate of Climb 5-25, Enroute Gross Rate of
– One Engine Inoperative, Climb – One Engine Inoperative,
Propeller Feathered – IFG Propeller Feathered
Figure 9-5-5 Enroute Gross Climb of Gradient 5-26, Enroute Gross Gradient of
– One Engine Inoperative, Climb – One Engine Inoperative,
Propeller Feathered – IFG Propeller Feathered
Figure 9-5-6 Balked Landing Rate of Climb – 5-27, Balked Landing Rate of
IFG Climb
Figure 9-5-7 Balked Landing Gradient of 5-28, Balked Landing Gradient
Climb – IFG of Climb
Figure 9-5-8 Maximum Landing Weight Limit New performance chart
– Balked Landing Climb – IFG
PSM 1-64-1A Issue 3

Page 9-5-12 30 May. 2014
9-5.5.3 List of AFM Section 5 Charts that are not Applicable to IFG
The following charts from Section 5 of the main body of the AFM must not be used
when Intermediate Flotation Gear (IFG) is fitted because the data presented in these
charts is only applicable to aircraft with standard wheel gear.
Figure Chart Title

5-13 Maximum Take-off Weight – One Engine Inoperative with Propeller
Wind-milling
5-23 Take-Off Rate of Climb – One Engine Inoperative, Propeller Windmilling
5-24 Take-off Gradient of Climb – One Engine Inoperative, Propeller Windmilling
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-5-13
9-5.5.4 Maximum Take-Off Weight – One Engine Inoperative Take-Off

Flaps set at take-off position (10°), intake deflectors retracted (refer to NOTE on chart if
deflectors are extended), one engine inoperative with the propeller feathered, the other
engine set to Take-off Power (refer to Figure 5-7, “Take-off Power Setting” chart).
This chart is used to determine the maximum allowable take-off weight permitted for an
aircraft with one engine inoperative (OEI) and the propeller of that engine feathered.
selected on prior to take-off.
The structural limits for the maximum take-off and landing weights are given in Section
5 of the main body of the AFM.
One engine inoperative enroute climb requirements are met at the maximum structural
weight.
No example calculation is provided, because the chart shows that as long as pressure
altitude is equal to or less than 5,000 feet and ambient air temperature is less than
ISA +22.5°C, the maximum take-off weight is limited by a structural limitation, not by a
performance limitation.
PSM 1-64-1A Issue 3

Page 9-5-14 30 May. 2014
Figure 9-5-1 Maximum Take-Off Weight – One Engine Inoperative Take-Off Climb with
Propeller Feathered
Issue 3 PSM 1-64-1A
30 May. 2014 Page 9-5-15
9-5.5.5 Take-Off Rate of Climb, Both Engines Operating

deflectors extended), both engines set to Take-off Power (refer to Figure 5-7, “Take-off
Power Setting” chart), propeller speed 96%, climb speed according to chart inset.
11,000 lbs (4,990 kg), the take-off rate of climb will be 1,500 feet per minute at 74 KIAS.
PSM 1-64-1A Issue 3

Page 9-5-16 30 May. 2014
Figure 9-5-2 Take-Off Rate of Climb, Both Engines Operating
Issue 3 PSM 1-64-1A
30 May. 2014 Page 9-5-17
9-5.5.6 Take-Off Gradient of Climb, Both Engines Operating

deflectors extended), both engines set to Take-off Power (refer to Figure 5-7, “Take-off
Power Setting” chart), propeller speed 96%, climb speed according to chart inset.
inset chart. The gradient is expressed as a ratio of vertical distance gained to horizontal
distance travelled.
10,700 lbs (4,855 kg), the take-off climb gradient will be 0.18 (18%) at 73 KIAS. The
aircraft will climb 180 feet (59 m) for every 1,000 feet (305 m) of forward travel.
PSM 1-64-1A Issue 3

Page 9-5-18 30 May. 2014
Figure 9-5-3 Take-Off Gradient of Climb, Both Engines Operating
Issue 3 PSM 1-64-1A
30 May. 2014 Page 9-5-19
9-5.5.7 Enroute Gross Rate of Climb – One Engine Inoperative,

Propeller Feathered
Flaps set at take-off position (10°), intake deflectors retracted (refer to NOTE on chart
if deflectors extended), one engine set to Maximum Continuous Power (refer to Figure
5-8, “Maximum Continuous Power Setting” chart), propeller speed 96%, one engine
inoperative with propeller feathered, climb speed according to chart inset.
This chart provides enroute gross rate of climb in feet per minute when one engine is
set to Maximum Continuous Power, the other engine is inoperative and feathered, and
the aircraft speed is maintained at the value determined from the inset chart.
10,500 lbs (4,765 kg), the take-off rate of climb will be 340 feet per minute at 72 KIAS.
PSM 1-64-1A Issue 3

Page 9-5-20 30 May. 2014
Figure 9-5-4 Enroute Gross Rate of Climb – One Engine Inoperative, Propeller
Feathered
Issue 3 PSM 1-64-1A
30 May. 2014 Page 9-5-21
9-5.5.8 Enroute Gross Gradient of Climb – One Engine Inoperative,

Propeller Feathered
if deflectors extended), one engine set to Maximum Continuous Power (refer to Figure
5-8, “Maximum Continuous Power Setting” chart), propeller speed 96%, one engine
inoperative with propeller feathered, climb speed according to chart inset.
This chart provides enroute gross climb gradient when one engine is set to Maximum
Continuous Power, the other engine is inoperative and feathered, and the aircraft speed
is maintained at the value determined from the inset chart. The gradient is expressed
as a ratio of vertical distance gained to horizontal distance travelled.
10,700 lbs (4,855 kg), the initial enroute climb gradient will be 0.037 (3.7%) at 73 KIAS.
The aircraft will climb 37 feet (11 m) for every 1,000 feet (305 m) of forward travel.
PSM 1-64-1A Issue 3

Page 9-5-22 30 May. 2014
Figure 9-5-5 Enroute Gross Gradient of Climb – One Engine Inoperative, Propeller
Feathered
Issue 3 PSM 1-64-1A
30 May. 2014 Page 9-5-23
9-5.5.9 Balked Landing Rate of Climb

Flaps fully extended (37°), intake deflectors retracted (refer to NOTE on chart if
deflectors are extended), both engines set to Take-off Power (refer to Figure 5-7,
“Take-off Power Setting” chart), propeller speed 96%, climb speed according to chart
inset.
At +12°C air temperature, 6,000 foot pressure altitude, and 10,500 lbs (4,765 kg)
landing weight, the initial rate of climb with flaps fully extended will be 1,100 feet per
minute, at a climb speed of 68 KIAS.
PSM 1-64-1A Issue 3

Page 9-5-24 30 May. 2014
Figure 9-5-6 Balked Landing Rate of Climb
Issue 3 PSM 1-64-1A
30 May. 2014 Page 9-5-25
9-5.5.10 Balked Landing Gradient of Climb

deflectors are extended), both engines set to Take-off Power (refer to Figure 5-7,
“Take-off Power Setting” chart), propeller speed 96%, climb speed according to chart
inset.
At +13°C air temperature, 6,000 foot pressure altitude, and 10,500 lbs (4,765 kg)
landing weight, the initial climb gradient with flaps fully extended will be 0.14 (14%), at
a climb speed of 68 KIAS. The aircraft will climb 140 feet (43 m) for every 1,000 feet
(305 m) of forward travel.
PSM 1-64-1A Issue 3

Page 9-5-26 30 May. 2014
Figure 9-5-7 Balked Landing Gradient of Climb
Issue 3 PSM 1-64-1A
30 May. 2014 Page 9-5-27
9-5.5.11 Maximum Landing Weight Limit – Balked Landing Climb

Flaps set at landing flap position (37°), power 2x MTOP (Maximum Take-off Power).
This chart is used to determine the maximum allowable landing weight for the aircraft,
equipped with Intermediate Flotation Gear.
At altitudes less than 5,000 feet and ambient air temperatures less than ISA +22.5°C,
the maximum landing weight is limited to the maximum structural weight limit of 12,300
lbs (5,580 kg).
PSM 1-64-1A Issue 3

Page 9-5-28 30 May. 2014
Figure 9-5-8 Maximum Landing Weight Limit – Balked Landing Climb

Issue 3 PSM 1-64-1A
30 May. 2014 Page 9-5-29
PSM 1-64-1A Issue 3

Page 9-5-30 30 May. 2014
DHC-6 SERIES 400 AU ILIARY WING TAN S
AUXILIARY WING TANKS
S.O.O. 6247

Supplements.
Approved:____________________
Chief, Flight Test
Transport Canada
Date:_______________________
Issue 4 PSM 1-64-1A

16 Oct. 2015 Page 9-8-1
AU ILIARY WING TAN S DHC-6 SERIES 400
PSM 1-64-1A Issue 4

Page 9-8-2 16 Oct. 2015

9-8 *1 16 Oct. 2015 *9 16 Oct. 2015
*2 Blank Page * 10 16 Oct. 2015
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7 30 May. 2014 15 30 May. 2014
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16 Oct. 2015 Page 9-8-3
PSM 1-64-1A Issue 4

Page 9-8-4 16 Oct. 2015
9-8.1 General.................................................................................... 7
9-8.1.1 Scope ................................................................................... 7
9-8.2 Limitations ............................................................................... 8

9-8.2.1 Operating Limitations ................................................................ 8
9-8.2.2 Placards ................................................................................ 8

9-8.3.1 Single Engine Operation ............................................................ 9
9-8.3.2 Wing Tank Fuel Pump Failure ...................................................... 9

9-8.4.1 Wing Fuel Tank Refuelling Procedures ......................................... 10
9-8.4.2 Pre-Flight Procedure ............................................................... 10
9-8.4.3 In-Flight Procedures ................................................................ 11
9-8.4.4 Landing Procedures ................................................................ 11
9-8.5 Performance ........................................................................... 12
9-8.6 Weight and Balance ................................................................. 13
9-8.7 Wing Fuel System .................................................................... 14

9-8.7.1 Wing Fuel Tank Controls........................................................... 14
9-8.7.2 Wing Fuel Tank Indications ....................................................... 15
9-8.7.3 Wing Tank Fuel Quantity Measurement ........................................ 15
9-8-1 Fuel Selector Panel Location ...................................................... 8
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30 May. 2014 Page 9-8-5
PSM 1-64-1A Issue 3

Page 9-8-6 30 May. 2014
9-8.1 General
9-8.1.1 Scope
Auxiliary Wing Fuel Tanks (S.O.O. 6247) allow an additional 37 Imperial Gallons (44.5
U.S. Gallons, 168 litres) of fuel to be carried in each wing. This is equivalent to 300
pounds (136 kg) of Jet A or A1 in each wing tank at standard temperature and nominal
density, according to ASTM specification D1655.

Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-8-7
9-8.2 Limitations
9-8.2.1 Operating Limitations
The operating limitations detailed in Section 2 of the AFM apply when auxiliary wing
fuel tanks are fitted. The following additional limitations apply:
1 It is prohibited to refuel the wing tanks while in flight.
2 If the fuel contained in the auxiliary wing tanks is required for completion of the
flight, it must be used prior to the point of no return.
3 Wing fuel tank switches must be at OFF for take-off, climb, descent, and landing.
9-8.2.2 Placards
Aircraft with auxiliary wing fuel tanks fitted have the following placard installed in the
flight compartment of the aircraft:
Figure 9-8-1 Fuel Selector Panel Location
PSM 1-64-1A Issue 3

Page 9-8-8 30 May. 2014

The emergency and abnormal procedures detailed in Section 3 of the AFM apply when
auxiliary wing fuel tanks are fitted. The following additional procedures also apply.
9-8.3.1 Single Engine Operation

When operating on one engine, fuel may be drawn from the opposite wing tank by
selecting the appropriate WING TANK switch (left ENGINE if left engine is shut down or
right ENGINE if right engine is shut down) and selecting the FUEL SELECTOR (main
tanks) toward the side of the aircraft in which the engine has been shut down.
For example, if the left engine has been shut down, and the pilot wishes to send fuel
from the left wing tank to the right engine, switch and fuel selector settings should be
set as follows.
1 Left WING TANK Switch – ENGINE
2 FUEL SELECTOR Knob – BOTH ON AFT
The pilot must then monitor the contents of the two fuselage fuel tanks and the selected
wing tank to confirm that fuel is being consumed from the selected wing tank.
9-8.3.2 Wing Tank Fuel Pump Failure

Wing tank fuel pump failure would be indicated by:
1 Appearance of the LEFT or RIGHT WING FUEL PUMP caution level (amber) CAS
message when the tank is not empty.
2 Observation of fuel gauges – with wing tank switch(es) selected to ENGINE the left
or right WING TANK indicators register no change in contents while the main tank
contents gradually decrease.
In this event the fuel in the tank with the defective pump should be considered unusable
and, if necessary, the flight plan should be adjusted accordingly.
Issue 4 PSM 1-64-1A

16 Oct. 2015 Page 9-8-9

The normal procedures detailed in Section 4 of the AFM apply when auxiliary wing fuel
tanks are fitted. The following additional procedures also apply.
9-8.4.1 Wing Fuel Tank Refuelling Procedures
WARNING
IT IS PROHIBITED TO REFUEL THE WING TANKS WHILE IN

FLIGHT.
In addition to the normal over-wing refueling capability using the filler caps located on
the top of the wing tanks, the wing tanks may be refilled on the ground from the main
tank system as follows:
1 MASTER switch (Pre Mod 6/2314) – ON
2 POWER SOURCE switch (Pre Mod 6/2314) – as desired (refer to NOTE below)
BATTERY and/or EXTERNAL switches (Pre Mod 6/2314) – as desired (refer to

NOTE below)
3 BOOST PUMP 1 switches – ON
4 WING TANK fuel switches (left and/or right) – REFUEL
The forward fuselage tank will refill the right wing tank and the rear fuselage tank will
refill the left wing tank.
5 Observe that left WING TANK and right WING TANK indicators register gradual
increase in contents, and that AFT and FWD (main tank) fuel quantity indicators
register a corresponding decrease. When tank content indicators show no further
change, select wing fuel tank switch(es) and boost pump switch(es) to OFF.
NOTE
It takes approximately 15 to 20 minutes to completely fill a wing tank.
To avoid depleting the battery, it is recommended that a generator be
on line or that an external power source be connected.
9-8.4.2 Pre-Flight Procedure

The following checks and procedures should be carried out in addition to those given
in Section 4.
1 Check wing tank fuel contents.
PSM 1-64-1A Issue 4

Page 9-8-10 16 Oct. 2015
2 After the engines have been started, select left and right WING TANK fuel switches
to ENGINE for approximately 30 seconds and then return both switches to OFF.
This will purge any air that may be in the wing tank fuel lines.
9-8.4.3 In-Flight Procedures
WARNING
WING TANK FUEL SWITCHES MUST BE AT OFF FOR TAKE-OFF,

CLIMB, DESCENT, AND LANDING.
When fuel is required from wing tanks proceed as follows:
2 WING TANK fuel switches – ENGINE
3 Observe that the left and right WING TANK fuel quantity indicators register gradual
decrease in contents and that AFT and FWD (main tank) fuel quantity indicators
register no change in contents.
4 Monitor wing tank fuel quantity indicator to confirm fuel flow and when each denotes
tank empty and fuel flow from the main tanks is confirmed, select wing tank switches
OFF.
CAUTION
WING TANK SWITCHES MUST BE SELECTED OFF WHEN

THE TANKS ARE EMPTY, OTHERWISE PUMP LIFE MAY BE
SERIOUSLY REDUCED THROUGH RUNNING WITHOUT FUEL
TO COOL AND LUBRICATE. THE PUMP FAIL LIGHTS WILL
EVENTUALLY BEGIN TO FLICKER ON AND OFF TO CONFIRM
LACK OF FUEL IN THE TANKS. THE PUMP FAIL LIGHTS
SHOULD NOT BE USED AS A TANKS EMPTY WARNING.
9-8.4.4 Landing Procedures

If the aircraft is being operated on skis or floats, irregularities in the landing surface can
produce very high post-touchdown wing loads when the auxiliary wing fuel tanks are
full. It is therefore recommended that landings on water, snow, or ice surfaces be made
with the wing tanks not more than half full.
Issue 4 PSM 1-64-1A

16 Oct. 2015 Page 9-8-11
9-8.5 Performance
There is no change to the performance data provided in Section 5 when auxiliary wing
fuel tanks are fitted.
PSM 1-64-1A Issue 4

Page 9-8-12 16 Oct. 2015

Optional equipment described in this supplement will be listed in Part 2 of PSM 1-64-8.
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-8-13
9-8.7 Wing Fuel System

Optionally, the aircraft can be equipped with an integral fuel tank in each wing to
increase flight endurance by approximately one hour. Each wing tank has a nominal
capacity of 300 pounds of Jet A fuel, which is equal to 37 Imperial gallons or 44 US
gallons or 168 litres, and is located just inboard of each wing tip, forward of the main
spar. Unusable fuel in each wing tank is negligible, approximately 1 pint (0.5 litres).
Contained in each tank is a level control valve, a strainer, a capacitance probe fuel
quantity transmitter, a vent pipe, and a filler cap. Mounted outside each tank on the
wing outboard nose rib is a fuel pump, a pressure switch, a fuel transfer valve and a
refuel shut-off valve. Two switches control the fuel supply from the wing tanks to the
engines, and when appropriately selected (with the fuel tank selector at NORMAL) the
left wing tank supplies the left engine and the right wing tank supplies the right engine.
The wing fuel system is operated from the left and the right and left DC buses through
WING FUEL CONTROL L and WING FUEL CONTROL R circuit breakers (positions
A13 and B13, respectively) on the main circuit breaker panel.
A drain valve for each wing tank is provided on the bottom each wing.
When the aircraft is fitted with spring skis or wheel skis and a landing on snow or ice is
planned, the wing tanks must be less than half full before landing on snow or ice. There
is no similar landing restriction for wheel or floatplanes. Because there is only one fuel
boost pump for each wing tank, wing tank fuel must be consumed prior to the point of
no return if completion of the flight is dependent on using the fuel in the wing tanks.
9-8.7.1 Wing Fuel Tank Controls

The switches that control operation of the wing fuel tanks are located directly below the
main boost pump switches.
There are two lever-lock switches marked REFUEL at the down position, OFF at the
center lock position, and ENGINE at the up position. The OFF position de-energizes
the system and ENGINE positions energize the respective wing tank fuel pumps.
The REFUEL position of the switches opens the refuel shut-off valve. The main
(fuselage) boost pump switches must then be moved to the on (up) position in order to
pump fuel from the fuselage tanks to the wing tanks. If the fuselage tank fuel selector
is in the NORMAL position, the forward main tank will refill the right wing tank and the
rear main tank will refill the left wing tank. Refuelling of the wing tanks in this manner
must only be conducted when the aircraft is on the ground. When the fuselage boost
pumps are on and the WING TANK switch is in the REFUEL position, very little fuel will
be supplied to the ejector in the fuselage fuel system, and it is possible that the collector
cell will empty rapidly. The wing tanks must not be refuelled in flight. It is acceptable
to refuel wing tanks during taxi after landing, but it is not permitted to refuel wing tanks
during taxi prior to take-off.
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It takes between 15 and 20 minutes to fill empty wing tanks by pumping fuel to them from
the fuselage tanks. An external power source should be connected, or alternatively, one
engine may be left running to provide electrical power during fuel transfer operations.
Wing tanks can also be conventionally refuelled through the filler caps located on the
top of each wing.
9-8.7.2 Wing Fuel Tank Indications

When a wing fuel tank switch is selected to the ENGINE position and satisfactory output
pressure is detected by the pressure switch, an inverse green PUMP annunciation will
appear directly underneath the fuel quantity indication for that wing fuel tank.
If less than satisfactory output pressure is detected, an inverse amber PUMP

annunciation will appear, and an amber (caution level) CAS message LEFT or RIGHT
WING FUEL PUMP will appear in the CAS message list.
When a wing fuel tank switch is selected to the REFUEL position and the aircraft is on
ground, an inverse green XFER annunciation will appear directly underneath the fuel
quantity indication for that wing fuel tank, and a cyan (advisory level) CAS message
LEFT or RIGHT WING REFUEL ON will appear in the CAS message list.
If a wing fuel tank switch is selected to the REFUEL position and the aircraft is in flight,
an inverse amber XFER annunciation will appear directly underneath the fuel quantity
indication for that wing fuel tank, and a amber (caution level) CAS message LEFT or
RIGHT WING REFUEL ON will appear in the CAS message list.
9-8.7.3 Wing Tank Fuel Quantity Measurement

Fuel quantity in the wing tanks is measured by one capacitance probe installed in
each wing tank. These probes are monitored by the Fuel Quantity Gauging Systems
(FQGS), and the output from the FQGS is sent by ARINC 429 data bus to the Apex
system for display on the fuel system window.
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-8-15
PSM 1-64-1A Issue 3

Page 9-8-16 30 May. 2014
DHC-6 SERIES 400 WHEEL S IPLANE OPERATION
WHEEL-SKIPLANE OPERATION
S.O.O. 6001
Sections 9-10.1, 9-10.2, 9-10.3, 9-10.4 and 9-10.5 are Transport Canada Civil
Aviation approved and constitute the approved Aircraft Flight Manual Supplement.
Compliance with Section 9-10.2, Limitations, is mandatory. All other Sections are
not approved and are provided for information only.

Supplements.
Approved:____________________
Chief, Flight Test
Transport Canada
Date:_______________________
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-1
WHEEL S IPLANE OPERATION DHC-6 SERIES 400
PSM 1-64-1A Issue 4

Page 9-10-2 07 Mar. 2017

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Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-3
PSM 1-64-1A Issue 4

Page 9-10-4 07 Mar. 2017
9-10.1 General ................................................................................. 7

9-10.1.1 Scope ................................................................................. 7
9-10.2 Limitations ............................................................................. 8

9-10.2.1 Airspeed Limitations................................................................ 8
9-10.2.2 Placards .............................................................................. 9
9-10.3 Emergency and Abnormal Procedures ...................................... 12

9-10.3.1 Ski Position Indication Malfunction ............................................ 12
9-10.3.2 Ski Operation with Hydraulic Hand Pump ................................... 12
9-10.4 Normal Procedures................................................................ 13

9-10.4.1 Pre-Flight Inspection ............................................................. 13
9-10.4.2 Taxiing .............................................................................. 13
9-10.4.3 Take-Off ............................................................................. 13
9-10.4.4 After Take-Off ...................................................................... 13
9-10.4.5 Ski Extension/Retraction ........................................................ 14
9-10.4.5.1 Extension ........................................................................ 14
9-10.4.5.2 Retraction ........................................................................ 14
9-10.4.6 Before Landing .................................................................... 14
9-10.4.7 Landing ............................................................................. 14
9-10.4.8 After Landing ...................................................................... 15
9-10.5 Performance......................................................................... 16
9-10.5.1 General ............................................................................. 16
9-10.5.2 Chart Differences ................................................................. 16
9-10.5.3 Wheel-Skiplane Performance Charts ......................................... 16
9-10.5.4 Flap Settings ....................................................................... 18
9-10.5.5 Landing and Take-off Distances .............................................. 18
9-10.5.6 Maximum Take-Off Weight – One Engine Inoperative Enroute Climb
with Propeller Feathered ........................................................ 19
9-10.5.7 Take-Off Distance to 50 Feet, Both Engines Operating ................... 21
9-10.5.8 Take-Off Rate of Climb, Both Engines Operating .......................... 23
9-10.5.9 Take-Off Gradient of Climb, Both Engines Operating ..................... 25
9-10.5.10 Enroute Gross Rate of Climb – One Engine Inoperative, Propeller
Feathered .......................................................................... 27
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-5
9-10.5.11 Enroute Gross Gradient of Climb – One Engine Inoperative, Propeller

Feathered .......................................................................... 29
9-10.5.12 Balked Landing Rate of Climb ................................................. 31
9-10.5.13 Balked Landing Gradient of Climb ............................................ 33
9-10.5.14 Maximum Landing Weight Limit ............................................... 35
9-10.5.15 Landing Distance from 50 feet AGL to Full Stop ........................... 37
9-10.7 System Description ............................................................... 40

9-10.7.1 Wheel-Skiplane ................................................................... 40
9-10.7.2 Main Ski Units ..................................................................... 40
9-10.7.3 Nose Ski Unit ...................................................................... 41
9-10.7.4 Ski Position Selector Lever ..................................................... 41
9-10.7.5 Ski Position Indicator Lights .................................................... 41
9-10-1 Wheel-Skis Airspeed Limitations Placard ....................................... 9

9-10-2 Wheel-Skis IAC AR Airspeed Limitations Placard ........................... 10
9-10-3 Warning Placard – Do Not Apply Brakes During Ski Actuation ........... 11
9-10-4 Maximum Take-Off Weight – One Engine Inoperative Enroute Climb
with Propeller Feathered ......................................................... 20
9-10-5 Take-Off Distance to 50 Feet, Both Engines Operating .................... 22
9-10-6 Take-Off Rate of Climb, Both Engines Operating ............................ 24
9-10-7 Take-Off Gradient of Climb, Both Engines Operating ....................... 26
9-10-8 Enroute Gross Rate of Climb – One Engine Inoperative, Propeller
Feathered ............................................................................ 28
9-10-9 Enroute Gross Gradient of Climb – One Engine Inoperative, Propeller
Feathered ............................................................................ 30
9-10-10 Balked Landing Rate of Climb ................................................... 32
9-10-11 Balked Landing Gradient of Climb .............................................. 34
9-10-12 Maximum Landing Weight Limit................................................. 36
9-10-13 Landing Distance from 50 feet AGL to Full Stop ............................. 38
9-10-14 Wheel-Skis .......................................................................... 40
9-10-15 Wheel-Ski Control and Indication ............................................... 42
PSM 1-64-1A Issue 4

Page 9-10-6 07 Mar. 2017
9-10.1 General
9-10.1.1 Scope
This supplement applies to the Wheel-Skiplane aircraft with S.O.O. 6001 incorporated.

Issue 3 PSM 1-64-1A

06 Sep. 2012 Page 9-10-7
9-10.2 Limitations
The limitations provided in this supplement supersede the equivalent limitations in
Section 2. All other limitations in Section 2 not specifically addressed in this supplement
remain valid.
9-10.2.1 Airspeed Limitations

The air speed limitations and associated definitions for the Wheel-Skiplane are as
follows:
NOTE
The airspeed limitations apply to all weights up to 12,500 lbs (5,670
kg) gross weight.
KNOTS
CAS IAS
a. Minimum Control Speed (VMC) Flaps 10° 67 65
b. Climb Speed – Best Angle (VX) Flaps 0° 89 87

Climb Speed – Best Rate (VY) Flaps 0° 103 100
Climb Speed – Single Engine (VYSE) Flaps 10° 82 80
c. Flaps Extended Speed (VFE) Flaps 10° 105 103

Flaps 10° to 37° 95 93
d. Maximum Operating Speed (VMO) Sea Level 160 156

5,000 feet 155 151
10,000 feet 150 146
15,000 feet 145 141
20,000 feet 130 126
25,000 feet 115 112
e. Maneuvering Speed (VA), the maximum speed for maneuvers

involving an approach to stall conditions, or full application of
the elevator
Above 18,000 feet VA is limited by VMO
PSM 1-64-1A Issue 3

Page 9-10-8 06 Sep. 2012
9-10.2.2 Placards
The following placards must be displayed in full view of pilot, in place of the similar
landplane placards.
Figure 9-10-1 Wheel-Skis Airspeed Limitations Placard
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-9
Figure 9-10-2 Wheel-Skis IAC AR Airspeed Limitations Placard

PSM 1-64-1A Issue 4
Page 9-10-10 07 Mar. 2017
Figure 9-10-3 Warning Placard – Do Not Apply Brakes During Ski Actuation
Issue 4 PSM 1-64-1A
07 Mar. 2017 Page 9-10-11

9-10.3.1 Ski Position Indication Malfunction
In event the ski position indicator lights are not correctly illuminated for selected gear
configuration.
1 Test Lamps – Select CAUTION LIGHTS SWITCH to TEST
2 Visually check Main Gear configuration (nose gear configuration unknown).
3 If asymmetric Wheel and Ski Condition exists, attempt to return the skis to
last symmetrical position. If asymmetry persists, plan a landing to maximize
controllability after touchdown. Consideration should be given to the following
issues:
- Increased Landing Distance

- Decreased directional control after touchdown
- Reduced crosswind tolerance
- Mixed use of reverse and braking on available wheel for stopping
- Maintenance will be required prior to next take-off
Take-offs with asymmetric Wheel and Ski configuration are not authorized.
9-10.3.2 Ski Operation with Hydraulic Hand Pump

The wheel-ski hydraulic system operates from the aircraft's normal hydraulic supply. In
the event of a hydraulic system emergency or abnormality, refer to PSM 1-64-1A (AFM)
Section 3 Emergency and Abnormal Procedures to restore hydraulic pressure.
NOTE
If operation of manual hydraulic hand pump is required to pressurize
hydraulic system, at least 10 minutes of continuous pump operation
should be planned for full extension or retraction of the wheel-skis.
PSM 1-64-1A Issue 4

Page 9-10-12 07 Mar. 2017

The normal operating procedures detailed in Section 4 apply to the Wheel-Skiplane
with the exceptions given in the following paragraphs.
9-10.4.1 Pre-Flight Inspection

The following checks should be carried out prior to take-off.
1 Any snow and/or ice should be removed from the top surface of the skis. Check
that neither wheels nor skis are frozen to the ground. If either are frozen in, break
or melt ice to free the airplane.
2 Check that ski running surfaces are free from ice.
3 Check security of skis, shock units, and trim cables. Check hydraulic lines for
leakage.
9-10.4.2 Taxiing
When maneuvering on snow or ice, the airplane should be steered by nose wheel
steering and asymmetric thrust.
CAUTION
WHEN GROUND MANEUVERING WITH REVERSE THRUST,

CARE MUST BE TAKEN NOT TO REVERSE OVER LOOSE
OBJECTS (E.G. LOOSE ICE CHUNKS, SNOW CRUST) WHICH
CAN DAMAGE THE PROPELLER OR BE BLOWN FORWARD.
To extend or retract skis while on the ground, the airplane must be stopped and wheel
brakes must be off. The aircraft will move forward by approximately 12 inches (30 cm)
during the ski extension process, and aft by approximately 12 inches (30 cm) during
the ski retraction process.
9-10.4.3 Take-Off
The take-off procedure with skis retracted or extended is identical to that given for the
landplane. The take-off roll with skis down may be longer depending upon surface
conditions. Heavier than normal snow creates considerable friction on the skis as well
as packing ahead of the skis; consequently more backward pressure on the control
wheel may be necessary to attain the take-off attitude.
9-10.4.4 After Take-Off

The skis should be configured in their required position for landing prior to flight in any
icing conditions, and prior to the midpoint of the flight.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-13
9-10.4.5 Ski Extension/Retraction

NOTE
Extension/Retraction of skis may take up to 5 minutes to
complete. Extremely low temperatures normally increase ski
extension/retraction times. During extensions or retraction a
hydraulic low pressure CAUTION or WARNING CAS message may
be generated.
Brakes must be OFF to extend or retract the skis.
9-10.4.5.1 Extension
CAUTION
EXTENSION OF SKIS SHOULD NOT TAKE PLACE ON

CONCRETE OR TARMAC OR ANY HARSH SURFACE LIKELY
TO DAMAGE THE SKIS.
1 Select Ski Position Selector Valve Lever – DOWN/SNOW.
2 Confirm Ski Position Indicator Lights – 3 white DOWN/SNOW lights illuminated.
3 If CAS message occurred, confirm CAS message clears when Skis are full “DOWN”.
9-10.4.5.2 Retraction
1 Select Ski Position Selector Valve Lever – UP/LAND.
2 Confirm Ski Position Indicator Lights – 3 green UP/LAND lights.
3 If CAS message occurred, confirm CAS message clears when Skis are full “UP”.
9-10.4.6 Before Landing

Prior to the landing approach, the pilot should confirm that the skis are configured
appropriately for the landing surface requirements. When the skis are at the desired
position they should be checked by reference to the indicators.
9-10.4.7 Landing
A normal landing approach should be made. In deep snow, the control column should
be held back after touchdown to relieve nose ski load.
KNOTS
CAS IAS
Recommended Approach Speed – Flaps 37° 76 74
PSM 1-64-1A Issue 4

Page 9-10-14 07 Mar. 2017
9-10.4.8 After Landing

Care should be taken to prevent freezing the aircraft to the ground whenever parking
with the skis down on snow or ice.
Any refreezing tendency may be partially reduced by parking on previously compacted

snow, for example, by taxiing the airplane in a circle, then stopping on top of the
aircraft's original position.
When stopping for longer duration, a barrier of wooden boards or another available
material should be used to prevent the skis from contacting and freezing to the ground.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-15
9-10.5 Performance
9-10.5.1 General
The performance data given in this section is consistent with the limitations set forth in
Section 2 of the AFM and Para 9-10.2 of this supplement.
9-10.5.2 Chart Differences

Because of performance differences arising from fitment of the skis between the
wheel-skiplane and other DHC-6 gear configurations, many of the performance charts
provided in Section 5 of the AFM are not suitable for use with the wheel-skiplane.
Any chart in Section 5 of the AFM that addresses take-off and landing weight limits,
take-off or landing distances or rates/gradients of climb is unsuitable for use with the
wheel-skiplane.
9-10.5.3 Wheel-Skiplane Performance Charts

The following figures (performance charts) from AFM Section 5 may be used for both
the landplane and the wheel-skiplane, therefore, duplicates of these Section 5 charts
are not provided in this supplement – the charts in Section 5 should be used.
Section 5 Performance Charts Applicable to the Wheel-Skiplane

Figure Chart Title
Figure 5-1 Temperature Conversion Chart
Figure 5-2 Wind Component
Figure 5-3 Airspeed Position Error Correction – Ground
Figure 5-4 Altimeter Position Error Correction – Flight
Figure 5-5 Airspeed Position Error Correction – Flight
Figure 5-6 Stalling Speed – Propellers Feathered
Figure 5-7 Take-Off Power Setting
Figure 5-8 Maximum Continuous Power Setting
Figure 5-9 Maximum Climb Power Setting
Figure 5-10 Maximum Normal Operating Power – 91% NP
Figure 5-11 Maximum Cruise Power Setting
PSM 1-64-1A Issue 4

Page 9-10-16 07 Mar. 2017
The following performance charts, provided in this supplement, are unique to the
wheel-skiplane and should be used as direct replacements for charts provided in
Section 5.
Section 9-10 Performance Charts Unique to the Wheel-Skiplane

Figure Chart Title Replaces AFM Section 5 Chart
Figure 9-10-4 Maximum Take-Off Weight – New performance chart, unique
One Engine Inoperative Enroute to wheel-skiplane
Figure 9-10-5 Take-Off Distance to 50 Feet, Figure 5-14, Take-Off Distance to
Both Engines Operating 50 Feet, Both Engines Operating
Figure 9-10-6 Take-Off Rate of Climb, Both Figure 5-19, Take-Off Rate of
Engines Operating Climb, Both Engines Operating
Figure 9-10-7 Take-Off Gradient of Climb, Both Figure 5-20, Take-Off Gradient of
Engines Operating Climb, Both Engines Operating
Figure 9-10-8 Enroute Gross Rate of Climb Figure 5-25, Enroute Gross
– One Engine Inoperative, Rate of Climb – One Engine
Propeller Feathered Inoperative, Propeller Feathered
Figure 9-10-9 Enroute Gross Gradient of Figure 5-26, Enroute Gross
Climb – One Engine Inoperative, Gradient of Climb – One Engine
Propeller Feathered Inoperative, Propeller Feathered
Figure 9-10-10 Balked Landing Rate of Climb Figure 5-27, Balked Landing Rate
of Climb
Figure 9-10-11 Balked Landing Gradient of Climb Figure 5-28, Balked Landing
Gradient of Climb
Figure 9-10-12 Maximum Landing Weight New performance chart, unique
to wheel-skiplane
Figure 9-10-13 Landing Distance from 50 feet Figure 5-29, Landing Distance
AGL to Full Stop from 50 feet AGL to Full Stop
The following figures (performance charts) from AFM Section 5 must not be used,
however, no equivalent replacement chart applicable to the wheel-skiplane has been
published.
Section 5 Performance Charts Not Applicable to the Wheel-Skiplane

Figure Chart Title
Windmilling
Figure 5-15 Take-Off Ground Roll Distance (Two Engines)
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-17
Section 5 Performance Charts Not Applicable to the Wheel-Skiplane

Figure Chart Title
Figure 5-16 Accelerate-Stop Distance to 35 Knots
Figure 5-17 Distance to Liftoff Speed – Engine Failure at V1
Figure 5-18 Take-Off Distance to 35 Feet – Engine Failure at V1
Figure 5-23 Take-Off Rate of Climb – One Engine Inoperative, Propeller
Wind-milling
Figure 5-24 Take-Off Gradient of Climb – One Engine Inoperative, Propeller
Windmilling
9-10.5.4 Flap Settings

All charts presented in this supplement are based on the following aircraft configuration:
Take-Off 10°
Take-Off climb (prior to 400 feet AGL or obstacle clearance,
whichever comes later) 10°
Enroute climb with one engine 0°
Landing 37°
9-10.5.5 Landing and Take-off Distances

When landing or taking-off on snow and ice, distances may vary considerably from
those obtained on hard, dry runways.
PSM 1-64-1A Issue 4

Page 9-10-18 07 Mar. 2017
9-10.5.6 Maximum Take-Off Weight – One Engine Inoperative Enroute

Conditions associated with this Chart
Flaps set at take-off position (10°), one engine inoperative with the propeller feathered,
the other engine set to Take-off Power (refer to Figure 5-7, Take-Off Power Setting
chart), Propeller 96% NP.
This chart is used to determine the maximum allowable take-off weight at pressure
altitudes equal to or less than 5,000 feet that will ensure a positive rate of climb enroute
for an aircraft with one engine inoperative (OEI) and the propeller of that engine
feathered.
No weight limitation exists at temperatures of ISA or below. A positive rate of climb

is possible at all weights up to and including the maximum take-off weight of 12,500
lbs (5,670 kg) at pressure altitudes equal to or less than 5,000 feet provided that the
ambient temperature is equal to or less than ISA.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-19
Figure 9-10-4 Maximum Take-Off Weight – One Engine Inoperative Enroute Climb with
Propeller Feathered
PSM 1-64-1A Issue 4
Page 9-10-20 07 Mar. 2017
9-10.5.7 Take-Off Distance to 50 Feet, Both Engines Operating

Conditions associated with this Chart
Flaps set at take-off position (10°), both engines set to Take-off Power (refer to Figure
5-7, Take-Off Power Setting chart), propeller speed 96%, intake deflectors retracted
(refer to NOTE on chart if deflectors are extended), speed according to chart inset; dry,
hard, level surface. Distances are for actual winds and are not factored.
This chart allows calculation of the total distance required to take-off from a dry, hard,
level surface and reach a height of 50 feet above the runway.
Operations on Snow
It should be noted that the distance will vary according to snow conditions which are
difficult to define. The following criteria, therefore, should be used as a guide:
(a) on “very slippery” snow, increase distance by 100 to 500 feet (30 to 150 m).
(b) on “normal” snow increase distance by 1,000 feet (305 m).
(c) on “sticky” snow or “doubtful” conditions increase distance by 2,000 to 3,000
feet (610 to 915 m) or more.
On a dry hard runway, an OAT of –10°C, pressure altitude 2,000 feet, a weight of 11,000
lbs (4,990 kg), and a headwind component of 10 KIAS, the wheel-skiplane will require
980 feet (299 m) total distance for take-off. Take-off speed at 50 feet is 74 KIAS.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-21
Figure 9-10-5 Take-Off Distance to 50 Feet, Both Engines Operating
PSM 1-64-1A Issue 4
Page 9-10-22 07 Mar. 2017
9-10.5.8 Take-Off Rate of Climb, Both Engines Operating

deflectors are extended), both engines set to Take-off Power (refer to Figure 5-7, Take-Off
Power Setting chart), propeller speed 96%, climb speed according to chart inset.
At an air temperature of –10°C, pressure altitude of 2,000 feet, and aircraft weight of
11,000 lbs (4,990 kg), the take-off rate of climb will be 1,620 feet per minute at 74 KIAS.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-23
Figure 9-10-6 Take-Off Rate of Climb, Both Engines Operating
PSM 1-64-1A Issue 4
Page 9-10-24 07 Mar. 2017
9-10.5.9 Take-Off Gradient of Climb, Both Engines Operating

inset chart. The gradient is expressed as a ratio of vertical distance gained to horizontal
distance travelled.
11,000 lbs (4,990 kg), the take-off climb gradient will be 0.21 (21%) at 74 KIAS. The
aircraft will climb 210 feet (64 m) for every 1,000 feet (305 m) of forward travel.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-25
Figure 9-10-7 Take-Off Gradient of Climb, Both Engines Operating
PSM 1-64-1A Issue 4
Page 9-10-26 07 Mar. 2017
9-10.5.10 Enroute Gross Rate of Climb – One Engine Inoperative,

Propeller Feathered
Flaps set at (0°), intake deflectors retracted (refer to NOTE on chart if deflectors are
extended), one engine set to Maximum Continuous Power (refer to Figure 5-8, Maximum
Continuous Power Setting chart), propeller speed 96%, one engine inoperative with
This chart provides enroute gross rate of climb in feet per minute when one engine
is set to Take-off or Maximum Continuous Power, the other engine is inoperative and
feathered, and the aircraft speed is maintained at the value determined from the inset
chart.
11,000 lbs (4,990 kg), the enroute rate of climb will be 350 feet per minute, at speed of
80 KIAS.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-27
Figure 9-10-8 Enroute Gross Rate of Climb – One Engine Inoperative, Propeller
Feathered
PSM 1-64-1A Issue 4
Page 9-10-28 07 Mar. 2017
9-10.5.11 Enroute Gross Gradient of Climb – One Engine Inoperative,

Propeller Feathered
Flaps set at (0°), intake deflectors retracted (refer to NOTE on chart if deflectors are
extended), one engine set to Maximum Continuous Power (refer to Figure 5-8, Maximum
Continuous Power Setting chart), propeller speed 96%, one engine inoperative with
This chart provides enroute gross climb gradient when one engine is set to Take-off or
Maximum Continuous Power, the other engine is inoperative and feathered, and the
aircraft speed is maintained at the value determined from the inset chart. The gradient
is expressed as a ratio of vertical distance gained to horizontal distance travelled.
11,000 lbs (4,990 kg), the initial single engine enroute climb gradient will be 0.041
(4.1%) at a speed of 80 KIAS. The aircraft will climb 41 feet (12.5 m) for every 1,000
feet (305 m) of forward travel.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-29
Figure 9-10-9 Enroute Gross Gradient of Climb – One Engine Inoperative, Propeller
Feathered
PSM 1-64-1A Issue 4
Page 9-10-30 07 Mar. 2017
9-10.5.12 Balked Landing Rate of Climb

At –10°C air temperature, 2,000 feet pressure altitude, and 11,000 lbs (4,990 kg)
landing weight, the initial rate of climb with flaps fully extended will be 1,080 feet per
minute, at a speed of 68 KIAS.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-31
Figure 9-10-10 Balked Landing Rate of Climb
PSM 1-64-1A Issue 4
Page 9-10-32 07 Mar. 2017
9-10.5.13 Balked Landing Gradient of Climb

At –10°C air temperature, 2,000 feet pressure altitude, and 11,000 lbs (4,990 kg)
landing weight, the initial climb gradient with flaps fully extended will be 0.153 (15.3%)
at a speed of 68 KIAS. The aircraft will climb 153 feet (47 m) for every 1,000 feet (305
m) of forward travel.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-33
Figure 9-10-11 Balked Landing Gradient of Climb
PSM 1-64-1A Issue 4
Page 9-10-34 07 Mar. 2017
9-10.5.14 Maximum Landing Weight Limit

Flaps set at landing flap position (37°), power 2 x MTOP (Maximum Take-off Power).
This chart is used to determine the maximum allowable landing weight for the aircraft
equipped as a wheel-skiplane.
At altitudes less than 5,000 feet and ambient air temperatures less than ISA, the
maximum landing weight is limited to the maximum structural weight limit of 12,300 lbs
(5,580 kg).
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-35
Figure 9-10-12 Maximum Landing Weight Limit

PSM 1-64-1A Issue 4
Page 9-10-36 07 Mar. 2017
9-10.5.15 Landing Distance from 50 feet AGL to Full Stop

Flaps fully extended (37°), intake deflectors retracted or extended, propeller speed
96%, speed according to chart inset, power as required to maintain a 3° approach
angle to 50 feet, then power promptly reduced to IDLE at 50 feet AGL. Wheel landing
at a dry, hard, level surface. Retardation by brakes alone. Maximum brake effort used
for stopping. Distances are for actual winds and are not factored.
The distances are consistent with those given for a normal landing in Section 4 of this
AFM.
Operation on Snow
It should be noted that the distance will vary according to snow conditions which are
difficult to define. The following criteria, therefore should be used as a guide.
1 On “very slippery” snow or “doubtful” conditions increase distance by 2,000 to 3,000

feet (610 to 915 m) or more.
2 On “dry” snow or favourable conditions increase distance by 500 to 1,500 feet (150
to 457 m).
At a temperature of 0°C, airfield pressure altitude of sea level an approach speed of 73

KIAS, a 12,300 lbs (5,580 kg) landing weight, with a headwind component of 5 KIAS,
with full flap extended, the total distance from 50 feet AGL to a full stop on a dry, hard,
level surface will be 1,700 feet (518 m) if maximum braking is used.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-37
Figure 9-10-13 Landing Distance from 50 feet AGL to Full Stop
PSM 1-64-1A Issue 4
Page 9-10-38 07 Mar. 2017
SECTION 9-10

Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-39
SECTION 9 10
9-10.7 System Description

9-10.7.1 Wheel-Skiplane
The combination wheel-ski installation comprises a retractable ski installed on each
main landing gear unit and on the nose landing gear unit. The skis are retracted and
extended by hydraulic actuators incorporated in each ski, and are operated by hydraulic
pressure from the aircraft hydraulic system. Retraction and extension are effected from
a single control in the flight compartment. Indicator lights are provided to denote the
positions of the skis. The skis may be retracted or extended in flight or on the ground.
9-10.7.2 Main Ski Units

Each main ski is of stressed skin construction and is attached to two lugs on the axle of
the main gear leg with the fork of the ski straddling the wheel. A linkage system of shafts,
levers and rods connects the actuator to the ski and effects its retraction and extension.
A U-shaped metal sling, which is also operated by the linkage system, swivels through
a 90° arc simultaneously with movement of the ski, to open and close the aperture at
the crotch of the ski fork consistent with the ski position. With the ski extended, the
sling closes the aperture and increases the total ski area. With the ski retracted, the
sling is swivelled forward and upward, allowing the wheel to occupy the fork aperture.
Limit cables are connected between the heel and toe of each ski to brackets on the
underside of the sling and assist a torsion bar mechanism in trimming the skis.
Figure 9-10-14 Wheel-Skis
PSM 1-64-1A Issue 4

Page 9-10-40 07 Mar. 2017
SECTION 9-10
9-10.7.3 Nose Ski Unit

The nose wheel-ski is similar in construction and operation to the main skis. Two pairs
of trim cables and shock units provide self-trimming of the nose ski; the forward pair is
connected between the toe of the ski and the wheel fork, and the aft pair between the
heel of the ski and the wheel fork.
9-10.7.4 Ski Position Selector Lever

The ski position selector lever is mounted on a panel below the instrument panel to the
left of the pedestal. The lever moves in a slot with marked UP and DOWN positions.
Movement of the lever to UP or DOWN appropriately retracts or extends the skis.
9-10.7.5 Ski Position Indicator Lights

The ski position indicator lights are located on the ski position selector lever panel (refer
to Figure 9-10-15). When illuminated, the upper group of three lights (green) inscribed
UP/LAND, indicate main and nose skis up for runway landing. When illuminated, the
lower group of three lights (white) inscribed DOWN/SNOW indicate main and nose skis
are down for snow landing. The lights are activated by switches on each wheel-ski.
The indicator lights are powered by the LEFT bus through a 5 ampere circuit breaker
labeled GEAR IND (position H7) on the avionics circuit breaker panel. Lamps can be
tested and set to bright or dim by CAUTION LIGHTS (DIM/BRIGHT/TEST) switch on
the L/H switch panel.
Issue 4 PSM 1-64-1A

07 Mar. 2017 Page 9-10-41
SECTION 9 10
Figure 9-10-15 Wheel-Ski Control and Indication

PSM 1-64-1A Issue 4
Page 9-10-42 07 Mar. 2017
DHC-6 SERIES 400 OPERATION WITH INOPERATIVE
AUTOFEATHER SYSTEM
OPERATION WITH INOPERATIVE

AUTOFEATHER SYSTEM

Supplements.
Approved:____________________
Chief, Flight Test
Transport Canada
Date:_______________________
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-19-1
OPERATION WITH INOPERATIVE AUTOFEATHER DHC-6 SERIES 400
SYSTEM
PSM 1-64-1A Issue 3

Page 9-19-2 30 May. 2014
AUTOFEATHER SYSTEM

9-19 *1 30 May. 2014 * 11 30 May. 2014
*2 Blank Page * 12 30 May. 2014
*3 30 May. 2014 * 13 30 May. 2014
*4 Blank Page * 14 Blank Page
*5 30 May. 2014 * 15 30 May. 2014
*6 30 May. 2014 * 16 30 May. 2014
*7 30 May. 2014 * 17 30 May. 2014
*8 30 May. 2014 * 18 30 May. 2014
*9 30 May. 2014 * 19 30 May. 2014
* 10 30 May. 2014 * 20 Blank Page
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-19-3
SYSTEM
PSM 1-64-1A Issue 3

Page 9-19-4 30 May. 2014
AUTOFEATHER SYSTEM
9-19.1 General.................................................................................... 7
9-19.1.1 Scope ................................................................................... 7
9-19.1.2 Purpose of Supplement ............................................................. 7
9-19.2 Limitations ............................................................................... 8

9-19.2.1 General ................................................................................. 8
9-19.2.2 Airspeed Limitations .................................................................. 8
9-19.2.3 Use of Supplements .................................................................. 8
9-19.2.4 Placards ................................................................................ 8

9-19.3.1 General ................................................................................. 9
9-19.3.2 Engine Failure During Take-Off .................................................... 9
9-19.3.3 Go-Around With Engine Inoperative ............................................ 10

9-19.4.1 General ............................................................................... 11
9-19.4.2 System Functional Checks ........................................................ 11
9-19.4.3 Take-Off ............................................................................... 11
9-19.4.4 After Take-Off ........................................................................ 11
9-19.5 Performance ........................................................................... 12

9-19.5.1 Replacement Performance Charts .............................................. 12
9-19.5.2 Amending Performance Calculations ........................................... 12
9-19.5.3 Maximum Take-Off Weight – One Engine Inoperative Take-off Climb
with Propeller Windmilling ......................................................... 13
9-19.5.4 Take-Off Rate of Climb – One Engine Inoperative, Propeller Windmilling 16
9-19.5.5 Take-Off Gradient of Climb – One Engine Inoperative, Propeller
Windmilling ........................................................................... 18
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-19-5
SYSTEM
9-19-1 Maximum Take-Off Weight – One Engine Inoperative Take-off Climb

with Propeller Windmilling ........................................................ 15
9-19-2 Take-Off Rate of Climb – One Engine Inoperative, Propeller Windmilling 17
9-19-3 Take-Off Gradient of Climb – One Engine Inoperative, Propeller
Windmilling .......................................................................... 19
PSM 1-64-1A Issue 3

Page 9-19-6 30 May. 2014
AUTOFEATHER SYSTEM
9-19.1 General
9-19.1.1 Scope
This supplement provides procedures for flight when the autofeather system is
inoperative. It is valid for aircraft fitted with standard wheels only.
9-19.1.2 Purpose of Supplement

The propeller autofeather system is standard equipment on all Series 400 aircraft, and
is part of the basic configuration of every aircraft.
AFM Supplement 19, Operation with Inoperative Autofeather System, is only provided
to permit temporary continued operation of the aircraft in accordance with the relief
provided in the MMEL, until such time as the autofeather system can be repaired. The
MMEL lists the autofeather system as a ‘Category C’ item, which means that repairs
shall be carried out within ten (10) consecutive calendar days, excluding the day of
discovery. Individual operator MELs may impose more restrictive limitations.
Viking Air Limited does not and will not grant permission for routine (i.e. ongoing)
operation of any DHC-6 Series 400 aircraft in any configuration, for any purpose
(except when authorized for flight test or pilot training purposes), without use of the
autofeather system as set out in Section 4 of the AFM.

Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-19-7
SYSTEM
9-19.2 Limitations
9-19.2.1 General
This supplement is applicable to the DHC-6 Series 400 on standard wheels only.
“PROPELLER AUTOFEATHER” circuit breaker (C7 on main circuit panel) must be

pulled for operations in accordance with this supplement.
NOTE
If partial or complete failure of the autofeather system exists,
operations are prohibited with the “PROPELLER AUTOFEATHER”
circuit breaker (C7 on main circuit panel) engaged.
The operating limitations detailed in Section 2 of the POH/AFM and any other applicable,
approved supplements are not affected except as noted in the following.
9-19.2.2 Airspeed Limitations

The minimum control speed (VMC) with flaps 10° is 70 KCAS, 68 KIAS.
NOTE
The minimum control speed (red horizontal line) at the bottom of the
airspeed tape is not appropriate for operations with an inoperative
autofeather system. The crew should consider the minimum control
speed marking to be at 68 KIAS.
9-19.2.3 Use of Supplements

With autofeather system inoperative, use of the following supplement is
pro-hibited:
Supplement 37, Supplemental Performance Data
9-19.2.4 Placards
An inoperative autofeather system requires a placard, reading “AUTOFEATHER INOP”
or equivalent, placed in full view of the pilot in vicinity of both AUTOFEATHER switch
annunciators.
A placard is required reading “VMC 68 KIAS”, in 1/2 inch lettering placed in full view of
Pilot, in vicinity of the two Primary Flight Displays.
PSM 1-64-1A Issue 3

Page 9-19-8 30 May. 2014
AUTOFEATHER SYSTEM

9-19.3.1 General
The emergency and abnormal operating procedures detailed in Section 3 of the
POH/AFM and any other applicable, approved supplements are not affected except as
noted in the following.
9-19.3.2 Engine Failure During Take-Off

If an engine failure occurs at or above VMC and a decision is made to continue the
take-off, the propeller of the failed engine must be feathered manually as follows:
1 Power and PROP Levers – Set Maximum Power
2 FLAP position indicator – Confirm flaps are set to 10°
3 Aircraft Control – Climb at 80 KIAS
4 Propeller lever of affected engine – FEATHER

Climb to a safe altitude, if turns are required, bank angles of 15° or less will ensure
maximum climb rate.
5 Power lever of inoperative engine – IDLE
6 PROP lever of inoperative engine – Confirm FEATHER
8 PUMP 1 switch of inoperative engine – OFF
12 AUTOFEATHER system – OFF
13 Reduce electrical demand to stay below 200 amps.
14 Use fuel as necessary to stay within center of gravity limits.
15 Complete the after take-off checklist. (Section 4.11).
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-19-9
SYSTEM
NOTE
After an engine failure, and after all checklists are completed, the
power lever of the failed engine may be moved together with the
power lever of the operating engine.
9-19.3.3 Go-Around With Engine Inoperative

VMC is 68 KIAS.
PSM 1-64-1A Issue 3

Page 9-19-10 30 May. 2014
AUTOFEATHER SYSTEM

9-19.4.1 General
The normal operating procedures detailed in Section 4 of the POH/AFM and any other
applicable, approved supplements are not affected except as noted in the following.
9-19.4.2 System Functional Checks

1 Ensure the “PROPELLER AUTOFEATHER” circuit breaker (C7 on main circuit
panel) is pulled.
2 Carrying out an autofeather system test does not apply.
9-19.4.3 Take-Off
1 AUTOFEATHER system – select ON as per Normal Procedures. (Section 4.9
Before Take-off).
To enable correct operation of the “NO TAKEOFF” message in each attitude

indicator and “NO TAKEOFF” aural warning systems with Autofeather system
inoperative, Autofeather switchlight must be selected ON.
NOTE
When the PROPELLER AUTOFEATHER circuit breaker is pulled,
the AUTOFEATHER system will be inoperative. All autofeather
related system indications can be ignored. “NO TAKEOFF” warning
will continue to function based on flaps and trims in the appropriate
take-off settings.

1 AUTOFEATHER system – Select OFF, as per Normal Procedures. (Section 4.11
After Take-Off).
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-19-11
SYSTEM
9-19.5 Performance
The performance data provided in Section 5 applies when the autofeather system is
inoperative, with the exceptions given below.
9-19.5.1 Replacement Performance Charts

Section 5 of the AFM contains performance charts that address performance with
and without a feathered propeller. The performance charts that address performance
with a windmilling (not feathered) propeller must be used if the autofeather system is
inoperative.
These performance charts must not be used if the autofeather system is

inoperative
5-12, Maximum Take-off Weight – One Engine Inoperative with Propeller Feathered
5-21, Take-Off Rate of Climb – One Engine Inoperative, Propeller Feathered
5-22, Take-Off Gradient of Climb – One Engine Inoperative, Propeller Feathered
9-19.5.2 Amending Performance Calculations

The process for calculating the Take-Off Distance to 50 feet, Both Engines Operating
(Figure 5-14), the Take-Off Ground Roll Distance (Figure 5-15) and the Accelerate-Stop
Distance to 35 Knots (Figure 5-16) is amended by adding the following steps to the
process to be followed to determine the required distances:
1 Increase V1 and V2 (derived from the inset charts) by 4 knots.
2 Add 15% to the distances determined from Figure 5-14 (Take-Off Distance to 50
Feet, Both Engines Operating), Figure 5-15 (Take-Off Ground Roll Distance (Two
Engines)) and Figure 5-16 (Accelerate-Stop Distance to 35 Knots).
WARNING
VMC RISES TO 68 KNOTS IAS WITH AUTOFEATHER

INOPERATIVE.
PSM 1-64-1A Issue 3

Page 9-19-12 30 May. 2014
AUTOFEATHER SYSTEM
9-19.5.3 Maximum Take-Off Weight – One Engine Inoperative Take-off
Climb with Propeller Windmilling
if deflectors are extended), one engine inoperative with the propeller windmilling (not
feathered), the other engine set to Take-off Power (refer to Figure 5-7, Take-off Power
Setting chart).
This chart is used to determine the maximum allowable take-off weight necessary
to ensure a positive rate of climb at Take-off Power for an aircraft with one engine
inoperative (OEI) and the propeller of that engine windmilling (not feathered). This
chart is used and is limiting if the autofeather system is inoperative.
Example Calculation (dotted line)
At a pressure altitude of 5,000 feet and an air temperature of ISA +20°C (+25°C), the
maximum take-off weight that would allow a positive rate of climb with one engine
inoperative and the propeller windmilling is 11,400 lbs (5,170 kg). Climb speed is 75
knots.
Issue 3 PSM 1-64-1A

30 May. 2014 Page 9-19-13
SYSTEM
PSM 1-64-1A Issue 3

Page 9-19-14 30 May. 2014
AUTOFEATHER SYSTEM
Figure 9-19-1 Maximum Take-Off Weight – One Engine Inoperative Take-off Climb with
Issue 3 PSM 1-64-1A
30 May. 2014 Page 9-19-15
SYSTEM
9-19.5.4 Take-Off Rate of Climb – One Engine Inoperative, Propeller
Windmilling
deflectors are extended), one engine set to Take-off Power (refer to Figure 5-7, Take-off
Power Setting chart), propeller speed 96%, one engine inoperative with propeller
windmilling (not feathered), climb speed according to chart inset.
to Take-off Power, the other engine is inoperative and not feathered, and the aircraft
speed is maintained at the value determined from the inset chart.
At an air temperature of 18°C, pressure altitude of 6,000 feet, and aircraft weight of
PSM 1-64-1A Issue 3

Page 9-19-16 30 May. 2014
AUTOFEATHER SYSTEM
Figure 9-19-2 Take-Off Rate of Climb – One Engine Inoperative, Propeller Windmilling
Issue 3 PSM 1-64-1A
30 May. 2014 Page 9-19-17
SYSTEM
9-19.5.5 Take-Off Gradient of Climb – One Engine Inoperative, Propeller
Windmilling
deflectors are extended), one engine set to Take-off Power (refer to Figure 5-7, Take-off
Power Setting chart), propeller speed 96%, one engine inoperative with propeller
windmilling (not feathered), climb speed according to chart inset.
This chart provides initial gross climb gradient when one engine is set to Take-off Power,
the other engine is inoperative and not feathered, and the aircraft speed is maintained
at the value determined from the inset chart.
11,800 lbs (5,350 kg), the initial take-off climb gradient will be negative 0.01 (negative
1%) at 77 knots.
PSM 1-64-1A Issue 3

Page 9-19-18 30 May. 2014
AUTOFEATHER SYSTEM
Figure 9-19-3 Take-Off Gradient of Climb – One Engine Inoperative, Propeller
Windmilling
Issue 3 PSM 1-64-1A
30 May. 2014 Page 9-19-19
SYSTEM
PSM 1-64-1A Issue 3

Page 9-19-20 30 May. 2014
DHC-6 SERIES 400 IAC AR CERTIFIED AIRPLANES
IAC AR CERTIFIED AIRPLANES
S.O.O. 6271
Sections 9-38.1, 9-38.2, 9-38.3, 9-38.4 and 9-38.5 are Interstate Aviation
Committee Aviation Register (IAC AR) approved and constitute the approved
Aircraft Flight Manual Supplement. Compliance with Section 9-38.2, Limitations, is
mandatory. All other Sections are not approved and are provided for information
only.

that contained in the Pilot Operating Handbook (POH) and Transport Canada (TC)
approved Aircraft Flight Manual for the Viking Air Limited (VAL) DHC-6 Series 400
(Twin Otter) in the areas listed therein. For limitations, procedures and performance
not contained in this document refer to the POH and approved Aircraft Flight
Manual and other applicable approved Flight Manual Supplements.
Aircraft Flight Manual for airplanes when configured for and certified to the
standards of the Commonwealth of Independent States.
Approved:____________________
Jorge Canal
Transport Canada
Date:_______________________
Issue 6 PSM 1-64-1A

0 Nov. 2016 Page 9-38-1
IAC AR CERTIFIED AIRPLANES DHC-6 SERIES 400
PSM 1-64-1A Issue 6

Page 9-38-2 0 Nov. 2016

9-38 1 0 Nov. 2016 * 14 09 Nov. 2016
2 Blank Page * 15 09 Nov. 2016
*3 09 Nov. 2016 * 16 09 Nov. 2016
*4 Blank Page * 17 09 Nov. 2016
*5 09 Nov. 2016 * 18 09 Nov. 2016
*6 09 Nov. 2016 19 04 Nov. 2016
7 04 Nov. 2016 20 04 Nov. 2016
8 04 Nov. 2016 21 04 Nov. 2016
9 04 Nov. 2016 22 04 Nov. 2016
10 04 Nov. 2016 23 04 Nov. 2016
11 04 Nov. 2016 24 04 Nov. 2016
12 04 Nov. 2016 25 04 Nov. 2016
* 13 09 Nov. 2016 26 Blank Page
Issue 6 PSM 1-64-1A

09 Nov. 2016 Page 9-38-3
PSM 1-64-1A Issue 6

Page 9-38-4 09 Nov. 2016
9-38.1 General ................................................................................. 7

9-38.1.1 Introduction .......................................................................... 7
9-38.1.2 Applicability .......................................................................... 7
9-38.1.3 Extreme Temperature Operation ................................................ 7
9-38.2 Limitations ............................................................................. 8

9-38.2.1 Fuel .................................................................................... 8
9-38.2.2 Altitude Limitations ................................................................. 8
9-38.2.3 Flight Crew Limitations ............................................................ 8
9-38.2.4 Types of Operations and Miscellaneous Operating Limitations ........... 9
9-38.2.5 Outside Ground Temperature Limitations .................................... 10
9-38.2.6 Other Limitations .................................................................. 10
9-38.2.6.1 Minimum Surface Hardness ................................................. 10
9-38.2.6.2 Maximum Airfield Pressure Altitude ........................................ 10
9-38.2.6.3 Combi (Cargo / Passenger) Operations ................................... 10
9-38.2.6.4 Stretcher Rack Installation Operations .................................... 13

9-38.3.1 Forced Landing ................................................................... 14
9-38.3.2 Ditching (Landing in Water) ..................................................... 14
9-38.3.3 Flight Control Abnormalities .................................................... 14
9-38.3.4 Stretcher Rack Emergency Evacuation ...................................... 17
9-38.5 Performance......................................................................... 20
9-38.5.1 Cold Temperature Operations .................................................. 20
9-38.5.2 Crosswinds Operations .......................................................... 20
9-38.7 Aircraft and System Description .............................................. 23

9-38.7.1 Primus Apex® Metric Units ..................................................... 23
9-38.7.2 Primus Apex® – Monitor Warning System ................................... 23
9-38.7.3 Ice Protection System ............................................................ 23
9-38.7.4 Extreme Temperature Operations ............................................. 24
Issue 6 PSM 1-64-1A

09 Nov. 2016 Page 9-38-5
9-38-1 IAC AR Operating Instructions Placard (S.O.O. 6269) ....................... 9

9-38-2 Floor Loading and Tie-down Locations (S.O.O. 6274) ..................... 12
PSM 1-64-1A Issue 6

Page 9-38-6 09 Nov. 2016
9-38.1 General
9-38.1.1 Introduction
This supplement has been developed for use on aircraft operating under the IAC AR
Type Certificate. Sections 9-38.1 through to 9-38.5 inclusive constitute the approved
Aircraft Flight Manual Supplement. Compliance with Section 9-38.2, Limitations, is
mandatory. All other Sections are not approved and are provided for information only.
In this document, unless otherwise noted, references to the DHC-6 Series 400 POH
/AFM refer to VAL document 1-64-POH (the Pilot Operating Handbook) including
Transport Canada Civil Aviation (TCCA) approved document PSM-1-64A (the TCCA
approved Aircraft Flight Manual).
9-38.1.2 Applicability
This Supplement is part of, and must be attached to, the basic POH and approved
Aircraft Flight Manual for aircraft configured for, and certified to, the standards of the
Commonwealth of Independent States in accordance with Viking Air Limited (VAL)
Standard Option Order (S.O.O. 6271).
This document supersedes and/or supplements the information and data contained in
the Pilot Operating Handbook (POH) and approved Aircraft Flight Manual for the VAL
DHC-6 Series 400 (Twin Otter) in the areas listed therein. For limitations, procedures
and performance not contained in this document, refer to the POH, approved Aircraft
Flight Manual and other applicable approved Flight Manual Supplements.
9-38.1.3 Extreme Temperature Operation

In addition to Section 1.5.7 (Extreme Temperature Operation) of the POH/AFM:
During long term parking in outside ambient temperatures below –20°C, the aircraft
battery should be removed from the airplane and stored in a heated location.
Issue 5 PSM 1-64-1A

04 Nov. 2016 Page 9-38-7
9-38.2 Limitations
In addition to limitations in the basic aircraft POH/AFM and any applicable supplements,
the following limitations apply.
9-38.2.1 Fuel
In addition to approved fuels listed in the POH/AFM Section 2.4.4, the following fuels
can be used:

Name
TS-1 (Russian GOST 10227-86)
RT (Russian GOST 10227-86)
NOTE
Use of TS-1 fuel is subject to the restrictions specified in Pratt &
Whitney Canada Service Bulletin (SB) No. 1244.
9-38.2.2 Altitude Limitations

The following is added to Section 2.7 (Altitude Limitations) of the POH/AFM:
Unless an approved supplementary oxygen system is installed, maximum operational

pressure altitude is 10,000 feet (3050 meters).
NOTE
Flight durations of not more than 30 minutes above 10,000 feet (3050
meters) up to and including 12,000 feet (3650 meters) are permitted.
Unless an independent, approved third static source is installed, the maximum operating
altitude for IFR operations is 14,000 feet (4250 meters).
9-38.2.3 Flight Crew Limitations

The existing flight crew limitations of Section 2.11 (Flight Crew Limitations) of the
POH/AFM are replaced with the following:
Minimum Flight Crew (Ten (10) Passengers or More): Two (2)

pilots.
Minimum Flight Crew (Nine (9) Passengers or Less): One (1)
pilot.
PSM 1-64-1A Issue 5

Page 9-38-8 04 Nov. 2016
9-38.2.4 Types of Operations and Miscellaneous Operating Limitations

The following is added to Section 2.12.1.1 (Kinds of Operations Permitted) of the
POH/AFM:
Extended over-water flights are permitted within the limitations prescribed by CIS
operational regulations.
The following is added to Section 2.14 (Kinds of Operation Limitations) of the POH/AFM:
The aircraft may be operated in CIS airspace on routes covered by АТС ground facilities
using RBS mode and VHF radio fields.
HF radio must be installed if aircraft is operated in areas where the communication

through VHF radio station is not available for more than 5 minutes but less than one
hour.
The Operating Instructions Placard (Figure 2-4) of Section 2.18 (Placards) of the
POH/AFM is replaced with the following:
Figure 9-38-1 IAC AR Operating Instructions Placard (S.O.O. 6269)
Issue 5 PSM 1-64-1A

04 Nov. 2016 Page 9-38-9
9-38.2.5 Outside Ground Temperature Limitations

Demonstrated ambient ground temperature –40°C - +51.7°C.
9-38.2.6 Other Limitations
9-38.2.6.1 Minimum Surface Hardness

Aircraft operations are limited to dry and wet paved runways or unpaved runways and
surfaces with a surface hardness as follows:
1 Standard Wheels (Goodyear 112T06–2 Tires) – 4.2 kg/cm2 or greater.
NOTE
Including wheel-skis when operating on the wheels.
2 Intermediate Flotation Gear (Dunlop DR 18322T Tires with Inner Tube) – 2.4 kg/cm2
or greater.
These minimum surface hardness limitations have been demonstrated at the maximum
certificated gross weight of 12,500 pounds (take-off) and 12,300 pounds (landing).
NOTE
At surface hardness less than 5.1 kg/cm2 3.8 (Standard Wheels)
kg/cm2 (Intermediate Flotation Gear) surface damage of unpaved
runways is possible, and in such case, depth of wheel track may be
greater than 10 cm.
9-38.2.6.2 Maximum Airfield Pressure Altitude

Maximum airfield pressure altitude elevation is 10,000 feet MSL. It is noted that the
DHC-6 Twin Otter has successfully demonstrated operations as a special mission
aircraft from high altitude (over 12,000 feet MSL pressure altitude) on Antarctic ice
plateaus. For additional information, contact Viking Air Limited.
9-38.2.6.3 Combi (Cargo / Passenger) Operations

NOTE
Commuter 19 passenger operations to be in accordance with the
POH/AFM and PSM 1-64-8.
Crew only cargo operational limitations are in accordance with

Section 2.9 (Crew Only Cargo Operations Limitations) of the POH
/AFM and PSM 1-64-8.
PSM 1-64-1A Issue 5

Page 9-38-10 04 Nov. 2016
Combi (cargo / passenger) operations are approved subject to the following:
1 The cargo loading and configuration limitations established in the POH/AFM,

Section 2.8.4 (Baggage and Freight) and its subsections are to be followed except
as noted below.
a For combi configurations with cargo only in a freight compartment zone:
(1) Maximum permissible freight compartment loads (zones C1 through

C11 inclusive) (refer to Section 2.8.4.1 [Maximum Permissible Freight
Compartment Loads] of the POH/AFM) are 660 pounds (302 kg) each.
b For combi configurations with combined passenger seat(s) and cargo in the
same freight compartment zone:
(1) Maximum permissible freight compartment load (zones C1 through C11

inclusive) in that zone (refer to Section 2.8.4.1 [Maximum Permissible Freight
Compartment Loads] in the POH/AFM) is 330 pounds (151 kg) each.
(2) Maximum permissible baggage compartment loads per Section 2.8.4.2

(Maximum Permissible Baggage Compartment Loads) in the POH/AFM are
unchanged.
(3) Maximum permissible floor loading values per Section 2.8.4.3 (Maximum
Permissible Floor Loading Values) in the POH/AFM are unchanged.
2 Maximum number of passengers in any combi configuration is nine (9).
3 All passengers must be seated in approved seats.
4 Maximum cargo tie-down load limitations are per Figure 9-38-2.
5 All cargo must be restrained by approved cargo nets per the following:
a Maximum cargo net static load capacity is 1,688 lbs (766 kg).
b Minimum required tie downs = (18 x Cargo Weight) / (Tie Down Load Rating).
6 Emergency exit access and aisle way width requirements for all combi configurations
(S.O.O. 6274) must be maintained in accordance with PSM 1-64-8, Figure 1-7.
7 Placards for emergency exits that are not useable due to cargo are to be covered.
Issue 5 PSM 1-64-1A

04 Nov. 2016 Page 9-38-11
Figure 9-38-2 Floor Loading and Tie-down Locations (S.O.O. 6274)

PSM 1-64-1A Issue 5
Page 9-38-12 04 Nov. 2016
9-38.2.6.4 Stretcher Rack Installation Operations

NOTE
Installation of Stretchers to be in accordance with PSM 1-64-1A
Section 9, Supplement 52, Stretcher Installation.
S.O.O. 6205 “Cabin Emergency Lighting System” is a prerequisite for

S.O.O. 6208, “Stretcher Rack Installation”.
A minimum of three crew members (Flight Crew and/or Attendants) are required when
a Single Stretcher is installed and four crew members (Flight Crew and/or Attendants)
are required when Two Stretchers are installed.
All crew members must be trained on the emergency evacuation procedures, refer to
Para 9-38.3.4.
Issue 6 PSM 1-64-1A

09 Nov. 2016 Page 9-38-13

9-38.3.1 Forced Landing
The following is added to Section 3.9.4 of the POH/AFM:
After an emergency landing, remove the portable ELT located beneath the right-hand
(RH) crew seat and operate it as defined in the portable ELT instructions.
9-38.3.2 Ditching (Landing in Water)

The following is added to Section 3.9.7 (Ditching in Water) of the POH/AFM:
Remove the portable ELT located beneath the RH crew seat and operate it as defined
in the portable ELT instructions.
9-38.3.3 Flight Control Abnormalities

The following is added to Section 3.20 (Flight Control Abnormalities) of the POH/AFM:
General
In the event of a flight control system abnormality, if warranted by the severity of the
abnormality, land at an airport which has lower levels of wind and turbulence.
Some flight control abnormalities may result in large control forces. Control forces are
alleviated at lower speeds, reduction of speed from cruising speeds to 110 KIAS or
below may significantly reduce control forces and facilitate control of the aircraft in the
event that high control forces as a result of a flight control abnormality are encountered.
Procedure for Pitch Trim Failure:
1 Use elevator to control the pitch attitude of the aircraft.
3 Change flap settings slowly. Maximum recommended flap setting for landing is 20°.
NOTE
Under certain conditions, high control forces may result. Control
forces may be alleviated by minimizing speed and flap changes from
the trim conditions at which the failure occurred.
PSM 1-64-1A Issue 6

Page 9-38-14 09 Nov. 2016
Procedure for Aileron Trim Failure:
The following procedures are in addition to Section 3.20.1 (Aileron Trim Tab Runaway)
of the POH/AFM:
1 Use aileron to control bank angle.
NOTE
The aircraft ailerons have sufficient control authority to overcome
aileron trim at the most adverse trim positions. Monitor aileron trim
position on Apex. Under certain conditions, significant aileron control
forces may result.
Procedure for Rudder Trim Failure:
1 Use rudder to control aircraft yaw.
NOTE
The aircraft rudder has sufficient control authority to overcome rudder
trim at the most adverse trim positions. Monitor rudder trim on Apex.
Under some conditions, significant rudder control forces may result.
Slightly asymmetric, stabilized engine power settings may alleviate
rudder control forces.
Procedure for Elevator Failure:
The following procedures are in addition to Section 3.20.2 (Elevator Control Malfunction)
of the POH/AFM:
1 Use pitch trim to control pitch attitude of the aircraft.
2 Once aircraft is stabilized, avoid pitch trim changes caused by flap position changes.
If the aircraft is not at Flaps 0°, and pitch control is difficult, a slow reduction of flap
to Flaps 0° may result in a configuration that is easier to control in pitch.
NOTE
Under some circumstances, pitch control may be facilitated by small
power changes, by small speed changes, and/or by flap position
changes.
3 In the event of a jammed elevator, attempt to free elevator with moderate application
of control force.
Issue 6 PSM 1-64-1A

09 Nov. 2016 Page 9-38-15
4 If elevator remains jammed, use small power changes, small speed changes
and/or flap position changes to establish a speed/flap configuration that results in a
controllable configuration for landing.
5 Do not exceed 15 degrees of bank while accomplishing turns as required to navigate

or complete an approach for landing.
6 Plan and execute an approach at Flaps 0° at a shallow flightpath angle (3 degrees or

less) and minimize power changes during the approach to avoid pitch trim changes
and pitch oscillations. Use a longer runway if available.
Procedure for Aileron Failure:
1 Use aileron trim to trim aircraft to a wings level attitude.
2 Once aircraft is stabilized, avoid abrupt maneuvering and flap position changes.
NOTE
Under some circumstances, bank angle excursions may be corrected
by small power changes, by small speed changes, and/or by flap
position changes. Avoid use of flaps over 10 degrees.
3 In the event of a jammed aileron, attempt to free aileron with moderate application
of control force.
4 If aileron remains jammed, use rudder to maintain bank angle control and establish
wings level flight. Determine a speed / flap configuration that results in a controllable
configuration for landing.
5 Use rudder and, if required, differential engine power to make heading changes, and
execute shallow banked turns, as required, to navigate or to complete an approach
for landing. Do not exceed 15 degrees of bank during turns.
6 Plan and execute a landing approach at Flaps 10° and at VREF.
Procedure for Rudder Failure:
1 If aircraft is in a banked turn, use aileron to bring the aircraft to wings level flight.
2 Use rudder trim to trim aircraft to wings level, coordinated flight.
PSM 1-64-1A Issue 6

Page 9-38-16 09 Nov. 2016
4 In the event of a jammed rudder, attempt to free rudder with moderate application
of control force.
5 If rudder remains jammed, turns will be uncoordinated, use aileron for bank angle
control. Small differential power changes may also assist in cancelling out any
adverse effects due to the jammed rudder.
NOTE
Complete power, speed and flap changes cautiously as required
to establish a controllable configuration. Check configuration
changes, particularly flaps and power at a safe altitude to establish a
controllable stable configuration for landing. Flaps settings above 10
degrees should not be used.
6 Use ailerons to control bank angle, and, if required, differential engine power to make
heading changes, and execute shallow banked turns, as required, to navigate or to
complete an approach for landing. Do not exceed 15 degrees of bank during turns.
NOTE
A rudder failure in combination with an engine failure, while
improbable, may result in uncontrollable yaw at higher power settings.
Single engine overshoot at go-around power with a failed rudder is
not recommended, loss of control of the aircraft may result.
9-38.3.4 Stretcher Rack Emergency Evacuation

The following procedure supersedes PSM 1-64-1A, Supplement 52, Para 9-52.4.1,
Operational Requirements, Item 1:
1 All crew must be trained on the following emergency evacuation procedures:
a Single Stretcher Installation
(1) Once the flight crew instructs the passengers to evacuate the aircraft, the
attendant shall tell the passengers to open their nearest available exit or
escape hatch if the area outside the exit is deemed safe.
(2) The attendant shall instruct the passengers to exit the aircraft through their
nearest available exit.
(3) The attendant shall instruct the co-pilot on which door the stretcher will
be passed through. The co-pilot shall exit the aircraft through that door,
following the passengers.
Issue 6 PSM 1-64-1A

09 Nov. 2016 Page 9-38-17
(4) The stretcher shall be removed from the racks by the attendant and pilot.
(5) The stretcher is positioned beside the door and the attendant lowers the
stretcher to the floor so the attendant can exit the aircraft first.
(6) When outside, the attendant grabs the stretcher so the pilot can direct it out
the door.
(7) The pilot passes off the stretcher to the co-pilot.
(8) The pilot exits the aircraft and everyone moves a safe distance away.
b Double Stretcher Installation
rear attendant shall tell the passengers to open their nearest available exit
or escape hatch if the area outside the exit is deemed safe.
(2) The rear attendant shall instruct the passengers to exit the aircraft through
their nearest available exit.
(3) The rear attendant and co-pilot follow the passengers out the door that the
stretchers will be passed through.
(4) The aft stretcher shall be removed from the racks by the forward attendant
and pilot.
(5) The forward attendant and pilot shall move the stretcher to the door, where
the rear attendant and co-pilot remove the stretcher from the aircraft.
(6) The rear attendant and co-pilot shall deposit the stretcher a safe distance
from the aircraft and come back to receive the forward stretcher.
The forward stretcher shall be removed from the racks by the forward
attendant and pilot.
(7) The forward attendant and pilot shall move the forward stretcher to the door,
where the rear attendant and co-pilot remove the stretcher from the aircraft.
(8) The pilot and forward attendant exit the aircraft and everyone moves a safe
distance away.
PSM 1-64-1A Issue 6

Page 9-38-18 09 Nov. 2016

No change.
Issue 5 PSM 1-64-1A

04 Nov. 2016 Page 9-38-19
9-38.5 Performance
No change except for the following:
9-38.5.1 Cold Temperature Operations

For operations below the available published performance data temperature range
in Section 5 (Performance) of the POH/AFM or in Supplement 37 (Supplemental
Performance Data) or in other applicable supplements, use the published performance
data at the lowest temperature limit published, this is conservative.
9-38.5.2 Crosswinds Operations

Paved Runways
The maximum demonstrated crosswind component for take-offs and landings are
shown in Section 4 Para 4.10.1 and Para 4.15.1. When runway surface conditions are
affected by water, snow, slush or ice the following must be considered:
Reported Braking Runway Condition Normative Maximum

Action Runway Crosswind,
Friction kt (m/s)
Coefficient
Excellent Dry ≥0.60 22 (11.3)
Excellent to Good Dry 0.60-0.55 21 (10.8)
Good Wet 0.54-0.45 18.5 (9.5)
3 mm or less of: Water, 0.44-0.42 16 (8.2)
Slush, Dry Snow or Wet
Snow
Good to Medium Frost, Compacted Snow 0.41-0.40 14.5 (7.5)
at or colder than –15°C
Medium Wet (Slippery), Dry Snow 0.39-0.37 14 (7.2)
or Wet Snow (any depth)
over Compacted Snow.
Greater than 3 mm of:
Dry Snow or Wet Snow or
Compacted Snow at OAT
warmer than –15°C
Medium to Poor Greater than 3 mm of: 0.36-0.35 13 (6.7)
Water or Slush
Poor Ice 0.34-0.30 12 (6.2)
PSM 1-64-1A Issue 5

Page 9-38-20 04 Nov. 2016
Unpaved Runways
The maximum allowable crosswind component must be considered as follows:
- for grass airfields and also for dry and wet runways 22 kt
- for compacted snow, including when covered with fresh snow 15 kt
- for runways with sodden top layer or covered with slush or wet snow 11 kt
Issue 5 PSM 1-64-1A

04 Nov. 2016 Page 9-38-21
SECTION 9 38

Factory installed optional equipment is included in the licensed weight and balance
data in Section 6 (Weight and Balance) of the basic POH/AFM.
PSM 1-64-1A Issue 5

Page 9-38-22 04 Nov. 2016
SECTION 9-38
9-38.7 Aircraft and System Description

9-38.7.1 Primus Apex® Metric Units
The avionics window on the Primus Apex® Systems Multi-Function Display (MFD)
provides the pilot with the capability to configure the barometric altimeter setting
window to HPA and to enable metric altitude digital readouts on the PFDs. This is done
by selecting the AVIONICS page on the Systems MFD lower left window and then on
the SET UP tab selecting BARO CORRECTION to HPA and METRIC ALTITUDE to
ENABLE.
Dual unit feet and meter altitudes are displayed for barometric altitude only. Dual units
or metric units are not displayed on the ESIS. Display of radar altimeter altitude is in
feet only.
Use of altitudes and barometric altimeter setting in metric units is subject to the
requirements of the CIS member states.
9-38.7.2 Primus Apex® – Monitor Warning System

NOTE
For normal operations, the AURAL WARN INHIBIT switches should
not be selected to INHIBIT.
9-38.7.3 Ice Protection System

Information, including limitations and procedures, for the operation of the Ice Protection
System (IPS) on the DHC-6 Series 400 is provided in Supplement 1.
Primus Apex provides for annunciation and CAS messages related to the IPS consisting
of the following:
1 There is a caution CAS message “Pneumatic Press Low” that illuminates if the
overall pneumatic pressure is low and the aircraft is not on ground (POH/AFM,
Section 7.22.1.2 and Table 3-3, Section 3.23). Crew response to this CAS is per
POH/AFM, Section 3.18.1. The message can come on under low NG conditions, but
this is considered in the POH/AFM procedures and information, and in Supplement
1. There is also an advisory message which comes on when the aircraft is on
the ground (refer to POH/AFM, Section 3.21.8). In addition, there is information
on these CAS messages in Supplement 1, Section 9-1.7.4). Under normal flight
operations, this CAS message will only come on if there is inadequate pneumatic
pressure in the boot system which would be indicative of a boot system fault.
2 Supplement 1, Figure 9-1-2 also describes operation of the “L STAB” and “R

STAB:” boot inflation annunciation. Section 9-1.7.4 contains information on how this
provides a positive indication of tailplane stabilizer de-ice boot inflation.
Issue 5 PSM 1-64-1A

04 Nov. 2016 Page 9-38-23
SECTION 9 38
Absence of this indication suggests a possible failure of the corresponding tailplane

stabilizer boot system.
3 Each engine intake deflector is annunciated in the engine display pane when in the
snow / ice protection position. Failure of an individual intake deflector to move to
the correct position will be apparent to the flight crew because of the absence of
this annunciation.
In addition to the above annunciations and CAS messages, the following is additional
information on the IPS that will assist the flight crew in confirming proper function of all
elements of the system and in identifying any system problems or failures:
1 Failure of windshield heat will be apparent as frost / ice will accumulate on the
affected portion of the windshield. As well, a flight crew member can touch the
windshield to determine that heat is on and functioning. Some increase in current
draw is also apparent when windshield heat is turned on. It is also noted that the left
and right heating elements are independent and provide for a degree of redundancy
in the system.
2 Failure of prop de-ice will be apparent as ice will not shed from the prop or may
result in vibration if prop de-ice is only partially functioning. As well, aircraft electrical
loads can be monitored to determine that prop de-ice is on.
3 In addition to the Primus Apex pneumatic pressure annunciations and CAS

messages described in the POH / AFM and in Supplement 1 and in the above
discussion, failure of wing boots can also be determined by observing the inflation
cycle of the outboard edge of the boots from the cockpit.
4 There are procedures in the POH/AFM and in Supplement 1 regarding preflight

checks for all elements of the IPS.
The DHC-6 Series 400 is a small aircraft. As such, accumulation of ice on the leading
edge of the wing struts, on the windshield or on the leading edge of the wing will be
apparent to the flight crew. Observation at night is facilitated by the wing inspection
lights.
9-38.7.4 Extreme Temperature Operations

There are no ambient air operating temperature limitations for the aircraft.
Engine start is prohibited if the oil temperature is below –40°C. This is not an
ambient temperature operating limitation, engine pre-heat may be used to raise the oil
temperature to –40°C or higher prior to start.
The DHC-6 Twin Otter aircraft has an extensive service history of operations in extreme
Arctic / Antarctic and tropical / desert environments with demonstrated operations in the
PSM 1-64-1A Issue 5

Page 9-38-24 04 Nov. 2016
SECTION 9-38
temperature range –55°C to +51.7°C. Cockpit pre-heat (for the display screens) may
be required prior to start-up and taxi at temperatures below –20°C (refer to Sections
1.5.7 [Extreme Temperature Operation] and 10.2.2 [Effect of Cold on Avionics Display
Screens] of the POH/ AFM).
For additional information on cold weather safety and operational considerations, refer
to Section 10.2 (Cold Weather Operations, Flight in Known Icing [FIKI]) of the POH/AFM
and its subsections.
For additional information on hot weather and desert operations, refer to Section 10.4
(Hot Weather and Desert Operation) of the POH/AFM and its subsections.
Issue 5 PSM 1-64-1A

04 Nov. 2016 Page 9-38-25
SECTION 9 38
PSM 1-64-1A Issue 5

Page 9-38-26 04 Nov. 2016
DHC-6 SERIES 400 COLD WEATHER OPERATIONS KIT
COLD WEATHER OPERATIONS KIT
S.O.O. 6276 or S.O.O. 6287

Supplements.
Approved:____________________
Chief, Flight Test
Transport Canada
Date:_______________________
Issue 1 PSM 1-64-1A

27 Mar. 2013 Page 9-42-1
SECTION 9-42 TC Approved
COLD WEATHER OPERATIONS KIT DHC-6 SERIES 400
PSM 1-64-1A Issue 1

Page 9-42-2 27 Mar. 2013

9-42 1 27 Mar. 2013 9 27 Mar. 2013
2 Blank Page 10 27 Mar. 2013
3 27 Mar. 2013 11 27 Mar. 2013
5 27 Mar. 2013 13 27 Mar. 2013
7 27 Mar. 2013 15 27 Mar. 2013
8 27 Mar. 2013 16 Blank Page
Issue 1 PSM 1-64-1A

27 Mar. 2013 Page 9-42-3
PSM 1-64-1A Issue 1

Page 9-42-4 27 Mar. 2013
9-42.1 General.................................................................................... 7
9-42.2 Limitations ............................................................................... 8

9-42.2.1 Placards and Markings .............................................................. 8
9-42.3 Emergency Procedures ............................................................ 10

9-42.4.1 Preheat System Operation and Control ........................................ 11
9-42.4.2 Preflight Procedures ................................................................ 11
9-42.4.3 Post Flight Operation ............................................................... 12
9-42.5 Performance Data .................................................................... 13
9-42.7 System Description.................................................................. 15
List of Tables Page
9-42-1 Extension Cord Specifications .................................................... 8
9-42-1 Shore Power Plug Placard Locations ............................................ 9

9-42-2 Shore Power Plug Configurations ................................................ 9
Issue 1 PSM 1-64-1A

27 Mar. 2013 Page 9-42-5
PSM 1-64-1A Issue 1

Page 9-42-6 27 Mar. 2013
9-42.1 General
Cold Weather Operations Kit (S.O.O. 6276 or S.O.O. 6287) provides procedures for
preheating aircraft systems preflight. All other procedures for operating the aircraft are
detailed in PSM 1-64-1A, Section 3, Emergency and Abnormal Procedures and Section
4, Normal Procedures.

The procedures described in this supplement express the capabilities of the Cold
Weather Operations Kit on the aircraft. The basis of certification is FAR Part 23.
Issue 1 PSM 1-64-1A

27 Mar. 2013 Page 9-42-7
9-42.2 Limitations
The Preheat System installed on this aircraft does not operate in flight, is not connected
to or dependant on aircraft systems, and is only capable of operation when connected
to a ground based AC power source.
The aircraft is not to be fueled and engines are not to be operated while the system is
plugged in or connected to an extension cord.
The installation of the preheat system does not change existing environmental
restrictions. Before operating the aircraft under cold weather conditions, reference
appropriate Flight Manual and/or Flight Manual Supplements, and FAA Advisory
Circulars (AC), for specific instructions that apply to this aircraft regarding cold weather
operations and starting procedures.
9-42.2.1 Placards and Markings

The system's aircraft shore power connection is located behind an accessory door,
which is part of hydraulic bay access door below the pilot’s door (refer to Figure 9-42-1).
System voltage requirement can be identified by plug type and placard (refer to Figure
9-42-1 and Figure 9-42-2).
Table 9-42-1 Extension Cord Specifications

Extension Cord Specifications
Conductor gauge/wires: Max amps: Max length:
13A 50’
16/3
10A 100’
15A 50’
14/3
13A 100’
12/3 15A 100’
10/3 15A 100’
PSM 1-64-1A Issue 1

Page 9-42-8 27 Mar. 2013
Figure 9-42-1 Shore Power Plug Placard Locations
Figure 9-42-2 Shore Power Plug Configurations
Issue 1 PSM 1-64-1A

27 Mar. 2013 Page 9-42-9
9-42.3 Emergency Procedures

The Preheat System installed on this aircraft does not operate in flight, is not connected
to or dependant on aircraft systems, and is only capable of operation when connected
to a ground based AC power source.
Should a malfunction be detected, disconnect the system from power source, flag as
inoperable and inspect before flight. Repairs are to be conducted by an appropriately
rated and certified mechanic with airframe and power plant experience on this type of
aircraft.
PSM 1-64-1A Issue 1

Page 9-42-10 27 Mar. 2013

The system is operated on the ground when connected to a ground based AC power
supply. Only operate the aircraft with the preheat system unplugged and the plug door
fully closed.
Only operate the preheat system with aircraft engine oil quantity at operational levels.
The system may be operated as soon as practical following full engine shut down.
Refer to Para 9-42.2, Figure 9-42-1 and Figure 9-42-2 for power and extension cord
requirements.
9-42.4.1 Preheat System Operation and Control

1 Ensure system is disconnected prior to refuelling.
2 Operation and control of the preheat system is accomplished by simply plugging in

to activate and unplugging the system to deactivate.
3 When the system is connected to power, the system's red indicator light (located
adjacent to shore power plug) illuminates.
4 For the system to be of maximum benefit when temperatures are at or below 0°C
(32°F), it should be in continual use for a minimum of 6 hours before engine start.
5 When operating at –12°C (+10°F) and below, the use of insulated engine and
airframe cowl plugs and/or covers increases the efficiency of preheating operation,
retaining heat and acting as a windbreak.
9-42.4.2 Preflight Procedures

1 Check to see that the indicator light is on and the system has been in operation.
2 Remove engine and airframe cowl plugs and/or covers, if used.
3 Perform preflight procedures and walk around.
4 Unplug the aircraft preheat system from the extension cord.
5 Ensure the plug door on the aircraft is closed.
6 Appropriately stow extension cord.
7 Start the aircraft following normal starting procedures.
Issue 1 PSM 1-64-1A

27 Mar. 2013 Page 9-42-11
9-42.4.3 Post Flight Operation

The preheat system may be plugged in as soon as practical after full engine shut down.
1 Once the aircraft has been secured, open the plug door and plug in the system.
2 Verify system operation by checking to see that the indicator light is on.
3 If used, install engine and airframe, cowl plugs and/or covers per manufacturer's
instructions.
PSM 1-64-1A Issue 1

Page 9-42-12 27 Mar. 2013
9-42.5 Performance Data

Issue 1 PSM 1-64-1A

27 Mar. 2013 Page 9-42-13
SECTION 9-42

PSM 1-64-1A Issue 1

Page 9-42-14 27 Mar. 2013
SECTION -42

Surface mounted electrical resistance pad heat elements sized and shaped to fit the
engines, oil coolers, batteries, and PFD/MFD mounting structure, when connected to
ground based AC power.
Preheating is a cold weather aviation procedure that reduces thermal stress and
spool-up times, and increases reliability and safety of operations.
Power outlet provided in cockpit for connection of operator supplied space heater to
heat interior of aircraft. Outlet is restricted to output of 10 amps as defined by placard.
- The system is placarded adjacent to the plug (refer to Figure 9-42-1).

- Placard states voltage requirements (refer to Figure 9-42-1).
- Voltage requirements are verified by plug configuration (refer to Figure 9-42-2).
- Design is for operation at plus or minus 10% of system voltage requirement.
- Airframe mounted circuit protection is 12 amps.
Issue 1 PSM 1-64-1A

27 Mar. 2013 Page 9-42-15
SECTION 9-42
PSM 1-64-1A Issue 1

Page 9-42-16 27 Mar. 2013
DHC-6 SERIES 400 CABIN AU ILIARY POWER OUTLETS
CABIN AUXILIARY POWER OUTLETS
S.O.O. 6272, S.O.O. 6281, S.O.O. 6282 or S.O.O. 6283

Supplements.
Approved:____________________
Chief, Flight Test
Transport Canada
Date:_______________________
Issue 2 PSM 1-64-1A

Page 9-45-1
.
CABIN AU ILIARY POWER OUTLETS DHC-6 SERIES 400
PSM 1-64-1A Issue 2

Page 9-45-2

9-45 1 8 12 Jun. 2013
2 Blank Page *9 08 Feb. 2017
*3 08 Feb. 2017 * 10 08 Feb. 2017
*4 Blank Page * 11 08 Feb. 2017
*5 08 Feb. 2017 * 12 08 Feb. 2017
*6 Blank Page * 13 08 Feb. 2017
7 12 Jun. 2013 * 14 08 Feb. 2017
Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-45-3
PSM 1-64-1A Issue 2

Page 9-45-4 08 Feb. 2017
9-45.1 General ................................................................................. 7

9-45.1.1 Scope ................................................................................. 7
9-45.2 Limitations ............................................................................. 8

9-45.2.1 General ............................................................................... 8
9-45.2.2 Placards .............................................................................. 8
9-45.3 Emergency and Abnormal Procedures ........................................ 9

9-45.3.1 General ............................................................................... 9
9-45.3.2 Electrical Load Shedding Procedures .......................................... 9

9-45.4.1 General ............................................................................. 11
9-45.4.2 Take-off ............................................................................. 11
9-45.4.3 After Take-off....................................................................... 11
9-45.4.4 Before Landing .................................................................... 11
9-45.4.5 After Landing ...................................................................... 11
9-45.5 Performance......................................................................... 12

9-45.7.1 General ............................................................................. 14
9-45.7.2 14VDC Cabin Auxiliary Power Outlets (S.O.O. 6272, S.O.O. 6281,
S.O.O. 6282) ....................................................................... 14
9-45.7.3 STA 332 28VDC Auxiliary Power Outlet...................................... 14
9-45-1 Power Outlet Control Switch (Typical) ........................................... 8
Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-45-5
PSM 1-64-1A Issue 2

Page 9-45-6 08 Feb. 2017
9-45.1 General
9-45.1.1 Scope
This supplement applies to aircraft with any of the cabin auxiliary power outlets (S.O.O.
6272, S.O.O. 6281, S.O.O. 6282 or S.O.O. 6283) incorporated.

Issue 1 PSM 1-64-1A

12 Jun. 2013 Page 9-45-7
9-45.2 Limitations
9-45.2.1 General
The operating limitations detailed in Section 2 of the AFM apply when S.O.O. 6272,
S.O.O. 6281, S.O.O. 6282 or S.O.O. 6283 are fitted. The following additional limitations
apply:
1 Cabin outlet switch must be OFF for take-off and landing.
9-45.2.2 Placards
The following placards must be displayed in view of the pilot, and are typically located
as shown in Figure 9-45-1.
Figure 9-45-1 Power Outlet Control Switch (Typical)
PSM 1-64-1A Issue 1

Page 9-45-8 12 Jun. 2013

9-45.3.1 General
The emergency and abnormal operating procedures detailed in Section 3 of the
POH/AFM and other applicable, approved supplements are not affected except as
noted in the following:
9-45.3.2 Electrical Load Shedding Procedures

Group 1 items
(the most significant electrical consumers, listed in order of amperes consumed):
4 CABIN 14VDC OUTLETS switch OFF (if S.O.O. 6272, S.O.O. 6281, S.O.O. 6282
installed)
7 CABIN 28VDC OUTLETS switch OFF (if S.O.O. 6283 installed)
Group 2 items
Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-45-9
PSM 1-64-1A Issue 2

Page 9-45-10 08 Feb. 2017

9-45.4.1 General
The normal operating procedures detailed in Section 4 of the POH/AFM and other
applicable, approved supplements are not affected except as noted in the following:
NOTE
As the exact configuration of an on board personal electronic device
(PED) cannot be anticipated, the possibility of interference with
aircraft systems cannot be avoided. Caution should be exercised
regarding all navigation information presented whiled PED’s and
Cabin Auxiliary Power Outlets are powered on.
9-45.4.2 Take-off
1 Pilot shall ensure cabin power outlet switch is in OFF position and PED’s are
powered OFF and stowed.
9-45.4.3 After Take-off

1 Cabin power outlet switch may be ON for passenger convenience. PED’s may be
operated with caution.

1 Prior to the landing approach, the pilot shall confirm that the cabin power outlet
switch is in the OFF position and PED’s are OFF and stowed.
9-45.4.5 After Landing

1 The pilot may turn ON the cabin power outlets for passenger convenience provided
generator capacity is not exceeded. PED’s may be operated with caution.
Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-45-11
9-45.5 Performance
PSM 1-64-1A Issue 2

Page 9-45-12 08 Feb. 2017

Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-45-13
SECTION 9 45

9-45.7.1 General
Many personal electronic devices, including some portable GPS navigators designed
for aviation use, will interfere with the correct function of avionics installed in the aircraft.
Unless the crew is certain that a specific device will not interfere with the avionics
installed in the aircraft, the convenience outlets should be used only for the purpose of
charging devices that are turned off.
9-45.7.2 14VDC Cabin Auxiliary Power Outlets (S.O.O. 6272, S.O.O.

6281, S.O.O. 6282)
The 14VDC auxiliary power outlet installation comprises of a 28VDC to 14VDC
power converter and ‘cigarette lighter’ style electrical outlets installed throughtout the
passenger compartment to allow for the use/charging of personal electronic devices
(PED).
The pilot can turn off the power converter output with the switch labeled ‘CABIN 14VDC
OUTLETS’ located in the cockpit. (Refer to Figure 9-45-1).
9-45.7.3 STA 332 28VDC Auxiliary Power Outlet

The 28VDC auxiliary power outlet installation comprises of ‘cigarette lighter’ style
electrical outlet installed on the right hand side of the station 332 bulkhead to allow for
the use/charging of personal electronic devices (PED).
The pilot can turn off the power outlet with the switch labeled ‘CABIN 28VDC OUTLETS’
located in the cockpit. (Refer to Figure 9-45-1).
PSM 1-64-1A Issue 2

Page 9-45-14 08 Feb. 2017
DHC-6 SERIES 400 FLOAT MOUNTED DEPTH SOUNDER
FLOAT MOUNTED DEPTH SOUNDER
S.O.O. 6295

Supplements.
Approved:____________________
Chief, Flight Test
Transport Canada
Date:_______________________
Issue 1 PSM 1-64-1A

21 Jun. 2013 Page 9-46-1
FLOAT MOUNTED DEPTH SOUNDER DHC-6 SERIES 400
PSM 1-64-1A Issue 1

Page 9-46-2 21 Jun. 2013

9-46 1 21 Jun. 2013 8 21 Jun. 2013
2 Blank Page 9 21 Jun. 2013
3 21 Jun. 2013 10 21 Jun. 2013
5 21 Jun. 2013 12 21 Jun. 2013
7 21 Jun. 2013 14 Blank Page
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21 Jun. 2013 Page 9-46-3
PSM 1-64-1A Issue 1

Page 9-46-4 21 Jun. 2013
9-46.1 General.................................................................................... 7
9-46.1.1 Scope ................................................................................... 7
9-46.2 Limitations ............................................................................... 8

9-46.2.1 General ................................................................................. 8
9-46.2.2 Placards ................................................................................ 8

9-46.4.1 General ............................................................................... 10
9-46.4.2 Take-Off ............................................................................... 10
9-46.4.3 After Take-Off ........................................................................ 10
9-46.4.4 Before Landing ...................................................................... 10
9-46.4.5 After Water Landing ................................................................ 10
9-46.5 Performance ........................................................................... 11

9-46.7.1 General ............................................................................... 13
9-46-1 Depth Sounder Control Switch (Typical)......................................... 8
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21 Jun. 2013 Page 9-46-5
PSM 1-64-1A Issue 1

Page 9-46-6 21 Jun. 2013
9-46.1 General
9-46.1.1 Scope
This supplement applies to aircraft with a Float Mounted Depth Sounder (S.O.O. 6295)
installed on Wipaire 13000 amphibious or straight floats.

Issue 1 PSM 1-64-1A

21 Jun. 2013 Page 9-46-7
9-46.2 Limitations
9-46.2.1 General
The operating limitations detailed in Section 2 of the POH/AFM apply with S.O.O. 6295
fitted. The following additional limitation applies:
1 Depth sounder must be OFF for flight.
9-46.2.2 Placards
The following placard must be displayed in view of the pilot, and is typically located as
shown in Figure 9-46-1.
Figure 9-46-1 Depth Sounder Control Switch (Typical)
PSM 1-64-1A Issue 1

Page 9-46-8 21 Jun. 2013

There is no change to the emergency and abnormal procedures provided in Section 3
of the POH/AFM.
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21 Jun. 2013 Page 9-46-9

9-46.4.1 General
9-46.4.2 Take-Off
1 Pilot shall ensure depth sounder control switch is in the OFF position.

1 Depth sounder control switch is to stay in the OFF position for the duration of the
flight.

1 Pilot shall confirm the depth sounder control switch is in the OFF position.
9-46.4.5 After Water Landing

1 The pilot may turn ON the depth sounder.
PSM 1-64-1A Issue 1

Page 9-46-10 21 Jun. 2013
9-46.5 Performance
There is no change to the performance data provided in Section 5 of the POH/AFM.
Issue 1 PSM 1-64-1A

21 Jun. 2013 Page 9-46-11
SECTION 9 46

PSM 1-64-1A Issue 1

Page 9-46-12 21 Jun. 2013
SECTION 9 46

9-46.7.1 General
The depth sounder system is comprised of a control head and power switch in the
L/H pilot subpanel, a circuit breaker labeled ‘DEPTH SOUNDER’ in the avionics circuit
breaker panel, and an acoustic transducer mounted in the L/H float forward of the step.
The control head provides a backlit digital depth reading in feet, meters or fathoms.
The control head can be configured for a shallow alarm which provides an aural alert if
the set minimum depth is exceeded.
The pilot can turn off the depth sounder system with the switch labeled ‘DEPTH
SOUNDER’ located in the cockpit. (Refer to Figure 9-46-1).
NOTE
The depth sounder system should not be used as a navigational aid
to prevent collision, grounding or float damage.
Issue 1 PSM 1-64-1A

21 Jun. 2013 Page 9-46-13
SECTION 9 46
PSM 1-64-1A Issue 1

Page 9-46-14 21 Jun. 2013
DHC-6 SERIES 400 VHF FM TRANSCEIVER
VHF-FM TRANSCEIVER
S.O.O. 6296

Supplements.
Approved:____________________
Chief, Flight Test
Transport Canada
Date:_______________________
Issue 1 PSM 1-64-1A

21 Jun. 2013 Page 9-47-1
VHF FM TRANSCEIVER DHC-6 SERIES 400
PSM 1-64-1A Issue 1

Page 9-47-2 21 Jun. 2013

9-47 1 21 Jun. 2013 13 21 Jun. 2013
3 21 Jun. 2013 15 21 Jun. 2013
5 21 Jun. 2013 17 21 Jun. 2013
6 21 Jun. 2013 18 21 Jun. 2013
7 21 Jun. 2013 19 21 Jun. 2013
8 21 Jun. 2013 20 21 Jun. 2013
9 21 Jun. 2013 21 21 Jun. 2013
10 21 Jun. 2013 22 21 Jun. 2013
11 21 Jun. 2013 23 21 Jun. 2013
12 21 Jun. 2013 24 Blank Page
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21 Jun. 2013 Page 9-47-3
PSM 1-64-1A Issue 1

Page 9-47-4 21 Jun. 2013
9-47.1 General.................................................................................... 7
9-47.1.1 Scope ................................................................................... 7
9-47.2 Limitations ............................................................................... 8

9-47.2.1 General ................................................................................. 8
9-47.2.2 Placards ................................................................................ 8

9-47.4.1 General ............................................................................... 10
9-47.4.2 All Flight Modes ..................................................................... 10
9-47.5 Performance ........................................................................... 11

9-47.7.1 General ............................................................................... 13
9-47.7.2 Operating Procedure ............................................................... 13
9-47.7.3 Programming Instructions ......................................................... 15
9-47.7.4 Priority Scanning .................................................................... 16
9-47.7.5 Scanning.............................................................................. 17
9-47.7.6 Direct Frequency Entry Mode .................................................... 17
9-47.7.7 Receive Frequency Simplex Function .......................................... 18
9-47.7.8 LED Display Variable Dimming Mode .......................................... 18
9-47.7.9 90 Second Transmitter Time Out Feature ...................................... 18
9-47.7.10 Quick Guard Programming Feature ............................................. 18
9-47.7.11 Programming CTCSS Tones/DPL Codes ...................................... 19
9-47.7.12 PC Memory Programming Up/Download Capability ......................... 21
9-47.7.13 Marine FM Channels ............................................................... 21
List of Tables Page
9-47-1 Available CTCSS Tones .......................................................... 19

9-47-2 Usable and Unique Octal 3-digit DPL/DCS ................................... 20
Issue 1 PSM 1-64-1A

21 Jun. 2013 Page 9-47-5
9-47-1 VHF-FM Receiver Placard Installation (Typical) ............................... 8

9-47-2 VHF-FM Front Panel .............................................................. 14
PSM 1-64-1A Issue 1

Page 9-47-6 21 Jun. 2013
9-47.1 General
9-47.1.1 Scope
This supplement applies to aircraft with Technisonic TFM-138B VHF-FM Transceiver
installation (S.O.O. 6296).

Issue 1 PSM 1-64-1A

21 Jun. 2013 Page 9-47-7
9-47.2 Limitations
9-47.2.1 General
The operating limitations detailed in Section 2 of the POH/AFM apply when S.O.O.
6296 is installed.
9-47.2.2 Placards
The following placards must be displayed in view of the pilot, and is typically located as
Figure 9-47-1 VHF-FM Receiver Placard Installation (Typical)
PSM 1-64-1A Issue 1

Page 9-47-8 21 Jun. 2013

of the POH/AFM.
Issue 1 PSM 1-64-1A

21 Jun. 2013 Page 9-47-9

9-47.4.1 General
9-47.4.2 All Flight Modes

1 VHF-FM ON or OFF as required. Audio and squelch set to comfortable levels.
NOTE
The VHF-FM transceiver is connected to the pilot and co-pilot
audio panels. Depending on other optional communications radios
installed, the VHF-FM may be connected to the COM 3, COM 4, or
COM 5 selector buttons. A label is affixed to the instrument panel
adjacent to the VHF-FM transceiver.
PSM 1-64-1A Issue 1

Page 9-47-10 21 Jun. 2013
9-47.5 Performance
Issue 1 PSM 1-64-1A

21 Jun. 2013 Page 9-47-11
SECTION 9 47

Optional equipment described in this supplement will be listed in Part 2 of the PSM
1-64-8.
PSM 1-64-1A Issue 1

Page 9-47-12 21 Jun. 2013
SECTION 9 47

9-47.7.1 General
The VHF-FM transceiver provides secondary airborne voice communications on crew
selectable frequencies, operating in the 138.000 MHz to 174.000 MHz frequency range
in 2.5 kHz increments, with either 25 kHz or 12.5 kHz channel spacing. The transmitter
section of this unit has a minimum of 8 watts and does not exceed 10 watts output
power. Output power may be reduced by a front panel switch to 1 watt, in order to
reduce interference to land based systems.
The VHF-FM system includes a self-contained transceiver installed in the cockpit

instrument panel, a blade style antenna installed on the cabin roof near the LH wing
root, and circuit breaker (3 amp) labeled ‘VHF FM’, installed in the avionics circuit
breaker panel.
The VHF-FM transceiver provides 120 operator accessible memory positions, each of
which is capable of storing a transmit frequency, receive frequency, transmit frequency
Continuous Tone-Coded Squelch System (CTCSS) tone or Digital Private Line (DPL)
code, receive frequency CTCSS tone or DPL code, and an alphanumeric identifier
for each channel. Operating frequency and other related data are presented on a 48
character, two line LED matrix display.
Data entry and function control are done via a 12 button keypad on the front panel.
Preset channels may also be scrolled and scanned using the keypad.
Data may also be entered via a PC computer with the provided software and optional
PIB-100 programming interface box. Data loading is normally accomplished on a
service bench by a qualified service facility.
9-47.7.2 Operating Procedure

1 Switch power on by turning the main volume clockwise. Depending how the radio
is configured, either the last programmed or last displayed frequency will appear on
the screen. The transceiver is now in normal operating mode.
2 Select VHF-FM audio on the audio panel (COM 3, COM 4, or COM 5 depending
on the specific aircraft installation).
3 Control the audio level by adjusting the MAIN and GUARD volume knobs.
4 Pressing the squelch defeat button will open both receivers to confirm they work.
5 On the alphanumeric display:
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21 Jun. 2013 Page 9-47-13
SECTION 9 47
a The top line will indicate the memory selected followed by a “+” if the memory
position is included in a scan list, an alphanumeric message, and the frequency
of the main receiver.
b A small “n” before the frequency indicates 12.5 kHz narrowband channel spacing
is in effect on this memory position.
c In the receive mode, the frequency is followed by an “RT” if a receive CTCSS

tone or receive DPL code is programmed, or an “RX” if no receive tone/code is
programmed.
d Similarly, in the transmit mode either a “TT” or “TX” is shown after the frequency.
e The bottom line indicates similar information about the guard receiver.
f At the beginning of each line, an LED indicates open squelch.
Figure 9-47-2 VHF-FM Front Panel
6 TX CTCSS tones or TX DPL codes may be programmed for the guard receiver.
7 Set the MN/GD switch to main or guard transmit frequency.
8 Set the G1/G2 switch to the desired guard channel.
PSM 1-64-1A Issue 1

Page 9-47-14 21 Jun. 2013
SECTION 9 47
9 Set the HI/LO switch to the desired RF output power.
10 Select the desired memory by using the M.UP and M.DN buttons, or the RCL button
and a three digit number followed by ENTER.
11 To transmit DTMF tones, use the keyboard keys while holding the PTT button on the
microphone. The keyboard returns to its normal function when the PTT is released.
12 The display shows the status of both receivers and the transmitter. The light at the
left of the top and bottom line indicates which receiver is receiving. The display also
indicates the memory channel in use and the guard channel in use. A “TX” (no
TX tone/codes programmed) or “TT” (either TX tone or code programmed) on the
right side of the display indicates whether the guard or main channel is active when
transmitting.
13 The transmit frequency is also shown. In the receive mode the display shows “RX”
beside the receive frequency if no RX tone or DPL code is programmed and “RT” if
a CTCSS tone or DPL code is programmed.
14 When the transceiver is in either of the operating frequency or CTCSS tone/DPL

code programming modes and you must respond to a call, click the microphone PTT
once (the radio will not transmit during this click). This will cause the transceiver to
revert back to the normal operating mode and communications with the caller can
proceed in the usual fashion.
9-47.7.3 Programming Instructions

Programming using the front panel requires many steps and should not be attempted
during flight.
1 Press the FUNC key. The display will show the function prompt.
2 Press the PROG key. The display will show the current receive frequency with a
flashing cursor on the second digit (the first digit is always a one “1”).
3 Enter the desired receive frequency. If you type in a frequency which is not a 2.5
kHz step, the nearest valid frequency will be automatically selected.
4 The cursor will return to the second digit. You can now retype the frequency if you
made an error or press ENTER to continue.
5 The transmit frequency will be displayed with the cursor on the second digit. Follow
the same methods as in Step 3 and Step 4.
6 The channel spacing increment of either 25.0 or 12.5 kHz is now displayed. Use the
M.UP and M.DN keys to elect the desired channel spacing for the memory position,
and then press ENTER.
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21 Jun. 2013 Page 9-47-15
SECTION 9 47
7 The alphanumeric title is now displayed. Use the M.UP and M.DN keys to scroll
through the alphabet, numbers and symbols. When the desired character is
displayed, press ENTER to advance to the next character. To backspace, press “1”.
8 Keep repeating Step 7 until the last space is set. The display will show SCAN or
LOCKOUT to enable this memory position as part of the scan list or to lock it out
of the scan list. Use the 1, 2, 3, 4, 5 keys to add the channel to the corresponding
scan list or press M.DN to clear the channel from all scan lists (for more details refer
to Para 9-47.7.4).
9 Once the desired condition has been selected, press ENTER. The transceiver’s
display will later show a “+” beside the memory channel number if scan is enabled.
10 The display will now show the current memory number. Type in a 3-digit number of
the memory you want to save to (if different from displayed one), and press ENTER.
11 You now have the option to program the guard frequencies by pressing FUNC, or
press ENTER to return to normal operating mode.
12 If you pressed FUNC to program the guards, Guard“1” transmit frequency will be
displayed with the flashing cursor on the second digit. Enter the frequencies for
Guard“1” receive/transmit and Guard”2” receive/transmit as in Step 3 and Step 4.
13 The alphanumeric label for Guard“1” and Guard“2” are entered the same as in
Step 7 and Step 8. When the last character is entered, the radio returns to normal
operating mode.
14 If the guard I to be programmed for 12.5 kHz narrowband operation, it can be quickly
coped to GD1 or GD2 memory positions. Refer to Para 9-47.7.10.
Alternatively the transceiver can be programmed on a service bench of a qualified facility

using a personal computer and a Technisonic Industries Limited PIB-100 programming
interface box.
9-47.7.4 Priority Scanning

Any of the 120 channels can be assigned to any one of more of 5 scan lists. The
channels do not have to be repeated for them to be in more than one block and any
number of channels placed into any scan list.
The priority memory channel is always memory position number 1. The priority memory
channel is scanned every other step (i.e. 121314151...), to ensure that no incoming
messages are missed. The priority channel can be locked out, which will result in the
normal scanning of the other memory positions.
PSM 1-64-1A Issue 1

Page 9-47-16 21 Jun. 2013
SECTION 9 47
Selective memory scanning allows the user to select which of the 120 memory channels
are to be scanned or locked out when the scan function is invoked. To use this feature,
follow the Programming Instructions in Para 9-47.7.3. When the screen displays SCAN
or LOCKOUT, use the 1, 2, 3, 4 or 5 key to add the channel to the corresponding scan
list or lists. The M.DN key acts as a clear button removing the channel from all scan
lists and displaying LOCKOUT. Press ENTER when selections are complete. In normal
operating mode the display will later show a “+” beside the memory channel number if
it has been included in any of the 5 scan lists.
9-47.7.5 Scanning
To start scanning of the memory channels:
1 Press FUNC
2 Press SCAN
3 Press the number (1, 2, 3, 4, 5) of the desired scan list.
The radio will scan through all the preset memory positions in the selected scan list and
will stop at the first active channel in the scan sequence. It will remain on the channel
until the channel becomes inactive.
Scanning will resume again after five seconds of inactivity.
To exit the scan mode, press the SCAN key to revert back to the normal operating mode.
If, while scanning, a call directed to the aircraft is heard:
1 Respond to the call within 5 seconds. When scanning is interrupted by an incoming

signal, the channel will remain open for 5 seconds before resuming scanning.
2 During communications, the 5 second timer is reset from the last RX or TX signal
experienced.
The radio resumes scanning once the RX or TX activity has ceased for more than 5
seconds. The SCAN key must be pressed to exit the scan mode.
9-47.7.6 Direct Frequency Entry Mode

To directly enter a frequency, start with the transceiver is in the normal operating mode:
1 Press FUNC
2 Enter the desired operating frequency, i.e. 153.275.
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21 Jun. 2013 Page 9-47-17
SECTION 9 47
NOTE
After FUNC and “1” are entered, the LED display will show memory
channel “000” and then the remaining digits in the desired frequency
are shown as they are entered. No alphanumeric message can be
entered in this mode.
3 Operation on the new frequency is simplex (same frequency on both the transmitter
and the receiver), and no DPL or CRCSS codes are possible.
9-47.7.7 Receive Frequency Simplex Function

The receive frequency simplex function allows quick change of the transmit frequency,
when operating on a split pair (repeater/semi-duplex mode), to the receive frequency,
to allow direct communications. For example, if transmitting on 152.000 MHz and
receiving 152.555 MHz, press FUNC then UP to transmit on 152.555 MHz. To return
to the split pair condition, recall the memory channel again. This is quickly done by
pressing M.UP for one step up, then back down one step with the M.DN key.
9-47.7.8 LED Display Variable Dimming Mode

To adjust the brightness of the LED display, with the transceiver in normal operating
mode:
1 Press the UP or DN keys to increase or decrease the intensity of the LED display.
Once maximum intensity of the display is achieved, the UP key no longer functions.
Conversely, once minimum intensity is reached, the DN key ceases to function.
9-47.7.9 90 Second Transmitter Time Out Feature

A selectable 90 second transmitter time out feature is provided to prevent accidental
continuous transmission in the event of a faulty PTT switch. With this feature enabled
the transceiver will stop transmitting after the PTT is engaged continuously for 90
seconds. The timer is reset by first releasing, then re-engaging the PTT switch.
Press the FUNC then the M.UP key. Use the M.UP and M.DN keys to select 90 SEC,
which enables the feature, or NONE, which disables it.
9-47.7.10 Quick Guard Programming Feature

A quick download of any of the 120 memory positions to either of the guard memory
positions can be accomplished.
1 Select the memory position whose contents you desire to download to a guard
memory.
2 Select either GD1 or GD2 memory channel a desired
PSM 1-64-1A Issue 1

Page 9-47-18 21 Jun. 2013
SECTION 9 47
3 Press FUNC then 7
The guard memory channel will now contain all the same information as the selected
memory position.
9-47.7.11 Programming CTCSS Tones/DPL Codes

Continuous Tone-Coded Squelch System (CTCSS) tones or receive Digital Private Line
(DPL) codes are sub audible tones and codes that control the squelch of the receiver.
They allow multiple services to share a common radio frequency.
CTCSS tones/DPL codes can be assigned to each memory channel. The guard
receiver squelch will operate only on carrier detection, but Guard 1 and 2 transmit tones
or codes can be programmed. To program a tone/code to a memory channel:
1 Use the M.UP and M.DN keys to elect the memory channel that you want to assign
a CTCSS tone or DPL code.
2 Press the FUNC key then the TONE key. The display will show “RX TONE:” and the
current tone number, as well as the tone frequency in Hz.
3 Use the M.UP and M.DN keys to select the tone number you require. Table 9-47-1
lists the available CTCSS tones.
Table 9-47-1 Available CTCSS Tones

Number Tone Number Tone Number Tone
01 67.0 23 146.2 45 58.8*
02 71.9 24 151.4 46 63.0*
03 74.4 25 156.7 47 69.4*
04 77.0 26 162.2 48 159.8*
05 79.7 27 167.9 49 165.5*
06 82.5 28 173.8 50 171.3*
07 85.4 29 179.9 51 177.3*
08 88.5 30 186.2 52 183.5*
09 91.5 31 192.8 53 189.9*
10 94.8 32 203.5 54 196.6*
11 97.4 33 33.0* 55 199.5*
12 100.0 34 35.4* 56 206.5*
13 103.5 35 36.6* 57 210.7*
14 107.2 36 37.9* 58 218.1*
15 110.9 37 39.6* 59 225.7*
Issue 1 PSM 1-64-1A

21 Jun. 2013 Page 9-47-19
SECTION 9 47
Table 9-47-1 Available CTCSS Tones (continued)

Number Tone Number Tone Number Tone
16 114.8 38 44.4* 60 229.1*
17 118.8 39 47.5* 61 233.6*
18 123.0 40 49.2* 62 241.8*
19 127.3 41 51.2* 63 250.3
20 131.8 42 53.0* 64 No Tone
21 136.5 43 54.9*
22 141.3 44 56.8
NOTE
* indicates non-standard tones.
4 Press ENTER. “TX TONE” appears on the display. Repeat Step 3.
5 Press ENTER. “G1 TONE” appears on the display. Repeat Step 3.
6 Press ENTER. “G2 TONE” appears on the display. Repeat Step 3 and press
ENTER.
7 The display will next show “RX DPL:” and the current 3-digit DPL code. If no DPL
code is required “000” should be entered. If a DPL code is to be programmed a
CTCSS tone should not be enabled.
8 Use the keypad to enter the required octal 3-digit DPL (Digital Coded Squelch or
DCS) code. Table 9-47-2 lists all usable and unique octal 3-digit DPL/DCS codes.
Table 9-47-2 Usable and Unique Octal 3-digit DPL/DCS

017* 051 116 156 243 266* 346 431 466 612 721
023 053* 122* 162 244 271 351 432 503 624 731
025 054 125 165 245 274* 356* 445 506 627 732
026 065 131 172 246* 306 364 446* 516 631 734
031 071 132 174 251 311 365 452* 523* 632 743
032 072 134 205 252* 315 371 454* 526* 654 754
036* 073 143 212* 255* 325* 411 455* 532 662
043 074 145* 223 261 331 412 462* 546 664
047 114 152 225* 263 332* 413 464 565 703
050* 115 155 226 265 343 423 465 606 712
PSM 1-64-1A Issue 1

Page 9-47-20 21 Jun. 2013
SECTION 9 47
NOTE
* indicates GE Digital Coded Squelch (DCS) Code
9 Press ENTER. “TX DPL” appears on the display. Repeat Step 8.
10 Press ENTER. “G1 DPL” appears on the display. Repeat Step 8.
11 Press ENTER. “G2 DPL” appears on the display. Repeat Step 8 and press ENTER.
9-47.7.12 PC Memory Programming Up/Download Capability

The VHF-FM transceiver may be connected to a Technisonic Industries Limited PIB-100
programming interface on a service bench and programmed using a PC interface. Use
of that equipment and software is beyond the scope of this supplement.
9-47.7.13 Marine FM Channels

The following table lists the VHF FM marine channels pre-loaded by Viking Air Ltd.,
when marine channels are requested by the customer. Content was developed by
merging public lists of international and USA frequencies. No scanning sequences are
pre-programmed. Guard channel 1 is programmed to MARINE 16.
Mem Name Freq Freq CTCSS CTCSS DPL DPL Scab
Transmit Receive Receive Transmit Receive Transmit
1 MARINE 1 160.6500 156.0500 None None None None LOCK
2 MARIN 01A 156.0500 156.0500 None None None None LOCK
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21 Jun. 2013 Page 9-47-21
SECTION 9 47

23 MARIN 21B 161.6500 161.6500 None None None None LOCK
PSM 1-64-1A Issue 1

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SECTION 9 47

69 MARIN WX1 162.5500 162.5500 None None None None LOCK
Channels 72 thru 120 are not pre-programmed.
GD1 MARINE 16 156.8000 None None None None None
GD2 CHAN 122 157.0000 None None None None
Issue 1 PSM 1-64-1A

21 Jun. 2013 Page 9-47-23
SECTION 9 47
PSM 1-64-1A Issue 1

Page 9-47-24 21 Jun. 2013
DHC-6 SERIES 400 CAAC CERTIFIED AIRPLANES
CAAC CERTIFIED AIRPLANES
S.O.O. 6302
Sections 9-48.1, 9-48.2, 9-48.3, 9-48.4 and 9-48.5 are Civil Aviation Administration
of China (CAAC) approved and constitute the approved Aircraft Flight Manual
Supplement. Compliance with Section 9-48.2, Limitations, is mandatory. All other
Sections are not approved and are provided for information only.

Supplements.
Approved:____________________
Henry Wong
Regional Engineer
Transport Canada
Date:_______________________
Issue 2 PSM 1-64-1A

11 Apr. 2016 Page 9-48-1
CAAC CERTIFIED AIRPLANES DHC-6 SERIES 400
PSM 1-64-1A Issue 2

Page 9-48-2 11 Apr. 2016

9-48 *1 11 Apr. 2016 * 10 11 Apr. 2016
*2 Blank Page * 11 11 Apr. 2016
*3 11 Apr. 2016 * 12 11 Apr. 2016
*4 Blank Page * 13 11 Apr. 2016
*5 11 Apr. 2016 * 14 11 Apr. 2016
*6 Blank Page * 15 11 Apr. 2016
*7 11 Apr. 2016 * 16 11 Apr. 2016
*8 11 Apr. 2016 * 17 11 Apr. 2016
*9 11 Apr. 2016 * 18 11 Apr. 2016
Issue 2 PSM 1-64-1A

11 Apr. 2016 Page 9-48-3
PSM 1-64-1A Issue 2

Page 9-48-4 11 Apr. 2016
9-48.1 General ................................................................................. 7

9-48.1.1 Scope ................................................................................. 7
9-48.2 Limitations ............................................................................. 8

9-48.2.1 General ............................................................................... 8
9-48.2.2 Fuel .................................................................................... 8
9-48.2.3 Placards .............................................................................. 8
9-48.2.3.1 Passenger Compartment Placards ........................................... 9
9-48.2.3.2 External Placards .............................................................. 13
9-48.5 Performance......................................................................... 18
9-48.5.1 General ............................................................................. 18
9-48-1 Passenger Compartment Placards Locations.................................. 9

9-48-2 Exterior Placard Locations ....................................................... 13
Issue 2 PSM 1-64-1A

11 Apr. 2016 Page 9-48-5
PSM 1-64-1A Issue 2

Page 9-48-6 11 Apr. 2016
9-48.1 General
9-48.1.1 Scope
This supplement has been developed for use on aircraft operating under the Civil
Aviation Administration of China (CAAC) Type Certificate, incorporating S.O.O. 6302.
It is valid only for aircraft registered under CAAC jurisdiction in the People’s Republic of
China.
Issue 2 PSM 1-64-1A

11 Apr. 2016 Page 9-48-7
9-48.2 Limitations
9-48.2.1 General
6302 is installed. The following additional limitations apply.
9-48.2.2 Fuel
In addition to the approved fuels listed in the POH/AFM Section 2.4.4 Fuel Specifications
and Limitations, the following fuels can be used:
Common Product Name Specification

No. 3 JET FUEL GB 6537
NOTE
Use of No. 3 Jet Fuel is subject to the restrictions specified in Pratt &
9-48.2.3 Placards
The following Chinese Placards replace the standard placards as shown in
Para 9-48.2.3.1 and Para 9-48.2.3.2.
PSM 1-64-1A Issue 2

Page 9-48-8 11 Apr. 2016
9-48.2.3.1 Passenger Compartment Placards

The following placards are installed in the passenger compartment of the aircraft:
Figure 9-48-1 Passenger Compartment Placards Locations
Issue 2 PSM 1-64-1A

11 Apr. 2016 Page 9-48-9
A. Turn & Pull Down Label
B. Turn & Lift Label
C. Exit Turn & Push Label (Airstair Door)
PSM 1-64-1A Issue 2

Page 9-48-10 11 Apr. 2016
D. Support Door while Lowering Label
E. Lift Label
F. Pull Label
Issue 2 PSM 1-64-1A

11 Apr. 2016 Page 9-48-11
G. Remove This Cover, Pull Handle Down, Push Window Out Label
H. Emergency Exit Label
I. First Aid Kit Label (apply to first Aid Kit)
J. Exit Turn & Push (Rear Right Hand Door)
PSM 1-64-1A Issue 2

Page 9-48-12 11 Apr. 2016
9-48.2.3.2 External Placards

The following placards are installed on the exterior of the aircraft:
Figure 9-48-2 Exterior Placard Locations
Issue 2 PSM 1-64-1A

11 Apr. 2016 Page 9-48-13
A. Open/Close Airstair Door
B. Support Door While Lowering
PSM 1-64-1A Issue 2

Page 9-48-14 11 Apr. 2016
C. Open/Close Rear RH Door Label
D. No. 3 Jet Fuel Label (Fuselage Tanks)
E. No. 3 Jet Fuel Label (Wing Tip Tanks) with S.O.O. 6247
Issue 2 PSM 1-64-1A

11 Apr. 2016 Page 9-48-15

of the POH/AFM.
PSM 1-64-1A Issue 2

Page 9-48-16 11 Apr. 2016

There is no change to the normal procedures provided in Section 4 of the POH/AFM.
Issue 2 PSM 1-64-1A

11 Apr. 2016 Page 9-48-17
9-48.5 Performance
9-48.5.1 General
There is no change to the performance provided in Section 5 of the POH/AFM.
PSM 1-64-1A Issue 2

Page 9-48-18 11 Apr. 2016
DHC-6 SERIES 400 PHASE 2 AVIONICS UPGRADE
PHASE 2 AVIONICS UPGRADE
Viking DHC-6 Series 400 (Twin Otter) aircraft (Serial Numbers 845 and subsequent) are
eligible for this supplement when modified with the following:
a. Phase 2 Avionics including the following standard type design changes:
(1) MOD 6/2303 Honeywell Apex Avionics Upgrade (Phase 2A) consisting of
Integrated Primary Flight Displays (IPFD’s), Flight Director,
and 512 Word FDR ARINC 717 Apex outputs.
(2) MOD 6/2304 SBAS GPS Receivers.
(3) MOD 6/2354 ADS-B Out Transponder Upgrade.
(4) MOD 6/2332 512 Word FDR.
b. Phase 2 optional avionics items including:
(1) S.O.O. 6221 Autopilot.

(2) S.O.O. 6222 Synthetic Vision System (Primus Apex SmartView).
(3) S.O.O. 6312 Vertical Situational Display (VSD).
(4) S.O.O. 6313 Dual Flight Management Systems.
(5) S.O.O. 6225 SBAS Navigation and Approach Capability.
(6) S.O.O. 6219 TCAS II with TA and RA in lieu of Phase 1 TCAS II
installation with TA only.
(7) S.O.O. 6347 ADS-B Out Functionality Enabled.
(8) S.O.O. 6213 Electronic Display of Normal Check List (ECL)

Supplements.
Approved:____________________
Chief, Flight Test
Transport Canada
Date:_______________________
Issue 4 PSM 1-64-1A

Page 9-50-1
.
TC Approved
DHC-6 SERIES 400
PSM 1-64-1A Issue 4

Page 9-50-2 03 Aug. 2017
DHC-6 SERIES 400

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03 Aug. 2017 Page 9-50-3
TC Approved
DHC-6 SERIES 400

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PSM 1-64-1A Issue 4

Page 9-50-4 03 Aug. 2017

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Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-50-5
PHASE 2 AVIONICS UPGRADE DHC-6 SERIES 400
PSM 1-64-1A Issue 2

Page 9-50-6 08 Feb. 2017
DHC-6 SERIES 400
9-50.1 General ............................................................................. 13

9-50.1.1 Introduction ...................................................................... 13
9-50.1.1.1 Description and Organization of the Supplement ..................... 13
9-50.1.1.2 Symbols, Abbreviations, and Terminology .............................. 13
9-50.1.1.3 Notes, Cautions and Warnings ............................................ 17
9-50.1.2 Scope ............................................................................. 18
9-50.1.3 Certification Basis .............................................................. 18
9-50.1.4 Avionics Upgrade Description................................................ 18
9-50.1.4.1 Automatic Flight Control System (AFCS)................................ 20
9-50.1.4.2 Manual Electric Pitch Trim.................................................. 20
9-50.1.4.3 Integrated Primary Flight Display (IPFD) / Synthetic Vision System
(SVS) (SmartView) .......................................................... 20
9-50.1.4.4 Vertical Situation Display (VSD) .......................................... 20
9-50.1.4.5 TCAS II ......................................................................... 21
9-50.1.4.6 Dual Flight Management System (FMS) ................................ 21
9-50.1.4.7 SBAS GPS Approach Capability .......................................... 21
9-50.1.4.8 512 Word FDR ................................................................ 22
9-50.1.4.9 ADS-B Out .................................................................... 22
9-50.1.4.10 Flap 10 Normal Landing .................................................... 22
9-50.1.4.11 Electrical Power .............................................................. 22
9-50.1.5 Compatibility ..................................................................... 22
9-50.2 Limitations ........................................................................ 24

9-50.2.1 General Configuration Limitations ........................................... 24
9-50.2.2 Quick Reference Handbook (QRH) ......................................... 24
9-50.2.3 Honeywell Primus Apex System Limitations .............................. 25
9-50.2.3.1 System Software and Documentation ................................... 25
9-50.2.3.2 Automatic Flight Control System (AFCS)................................ 25
9-50.2.3.3 Synthetic Vision System (SVS) ............................................ 26
9-50.2.3.4 Vertical Situation Display (VSD) .......................................... 27
9-50.2.3.5 TCAS II ......................................................................... 27
9-50.2.3.6 Dual Flight Management System (FMS) ................................ 27
9-50.2.3.7 FMS Qualification, Navigation and Approach Limitations ............ 28
9-50.2.3.8 ADS-B Out .................................................................... 36
9-50.2.4 Flap System Limitations ....................................................... 37
9-50.2.5 Markings and Placards ........................................................ 38
9-50.3 Emergency and Abnormal Procedures .................................... 40
Issue 4 PSM 1-64-1A

03 Aug. 2017 Page 9-50-7
TC Approved
DHC-6 SERIES 400
9-50.3.1 Automatic Flight Control System (AFCS) .................................. 40

9-50.3.1.1 Engine and Propeller Emergencies and Abnormalities with
Autopilot Engaged ........................................................... 40
9-50.3.1.2 Autopilot Disengage – Intentional ......................................... 41
9-50.3.1.3 Autopilot Disengage – Automatic ......................................... 42
9-50.3.1.4 Go-Around – One Engine Inoperative ................................... 43
9-50.3.1.5 FD Source Data – Invalid or Miscompare ............................... 44
9-50.3.1.6 AP Holding CAS Message (Caution Level, Amber) ................... 45
9-50.3.1.7 AP Servo Runaway .......................................................... 46
9-50.3.1.8 Pitch Trim System Runaway ............................................... 47
9-50.3.1.9 Flight Control Abnormalities ............................................... 47
9-50.3.1.10 Ice Related Emergencies ................................................... 48
9-50.3.1.11 Emergency Descent ......................................................... 48
9-50.3.1.12 Electrical Load Shedding Procedure ..................................... 49
9-50.3.1.13 AFCS Cyan (Advisory) CAS Messages ................................. 50
9-50.3.2 Synthetic Vision System (SVS) (SmartView).............................. 50
9-50.3.2.1 SVS Failure .................................................................... 51
9-50.3.3 Vertical Situation Display (VSD) Abnormalities ........................... 52
9-50.3.4 TCAS II Abnormal Procedures ............................................... 52
9-50.3.4.1 TCAS II Fail Annunciation .................................................. 52
9-50.3.4.2 TCAS II Abnormal Traffic Display ......................................... 53
9-50.3.4.3 Transponder Failure ......................................................... 54
9-50.3.5 Dual Flight Management System (FMS) ................................... 54
9-50.3.5.1 Single FMS Failure .......................................................... 54
9-50.3.5.2 Dual FMS Failure ............................................................ 54
9-50.3.5.3 Dual Flight Management Systems Become Unsynchronized ....... 55
9-50.3.6 GNSS SBAS Abnormal Procedures ........................................ 55
9-50.3.6.1 FMS/GPS Failures – General ............................................. 55
9-50.3.6.2 Degraded FMS Accuracy ................................................... 56
9-50.3.6.3 Dead Reckoning Navigation Mode ....................................... 56
9-50.3.6.4 LPV Unavailable .............................................................. 57
9-50.3.6.5 FMS INAV Map Messages ................................................. 59
9-50.3.7 ADS-B OUT...................................................................... 59
9-50.3.7.1 Failures Affecting ADS-B Out .............................................. 59
9-50.3.7.2 ADS-B Out Emergency Status ............................................ 61
9-50.3.8 “Too Low Flaps” Aural Alert................................................... 61
9-50.3.9 Summary of CAS Messages ................................................. 61
9-50.4 Normal Procedures ............................................................. 68
PSM 1-64-1A Issue 4

Page 9-50-8 03 Aug. 2017
DHC-6 SERIES 400
9-50.4.1 Automatic Flight Control System (AFCS) .................................. 68

9-50.4.1.1 After Start ...................................................................... 68
9-50.4.1.2 System Operational Checks .............................................. 68
9-50.4.1.3 Before Take-off................................................................ 69
9-50.4.1.4 In-Flight Procedures ......................................................... 70
9-50.4.2 Manual Electric Pitch Trim System .......................................... 75
9-50.4.3 IPFD / SmartView (SVS) ...................................................... 75
9-50.4.4 Vertical Situation Display (VSD) ............................................. 76
9-50.4.5 TCAS II ........................................................................... 76
9-50.4.5.1 Pilot-Initiated TCAS II Self-Test ........................................... 76
9-50.4.5.2 TCAS II Operation ........................................................... 77
9-50.4.5.3 TCAS II Flight Procedures .................................................. 77
9-50.4.6 Flight Management System (FMS).......................................... 80
9-50.4.6.1 General FMS Operational Considerations .............................. 80
9-50.4.6.2 FMS Database Considerations ............................................ 80
9-50.4.6.3 Temperature Compensation ............................................... 80
9-50.4.7 GNSS SBAS ..................................................................... 83
9-50.4.7.1 Operation ...................................................................... 83
9-50.4.7.2 Navigation Database Verification ......................................... 83
9-50.4.7.3 Requirements for Flying an RNAV Approach to LPV Minima ....... 83
9-50.4.8 FMS Annunciations ............................................................ 83
9-50.4.9 Flight ID and ADS-B Out ...................................................... 90
9-50.4.9.1 ADS-B Out Operation ....................................................... 90
9-50.4.9.2 Flight ID ........................................................................ 91
9-50.4.10 Flaps 10 Landings .............................................................. 92
9-50.5 Performance ...................................................................... 94

9-50.5.1 Landings at Flap Settings Other than Flaps 37 ........................... 94
9-50.6 Weight and Balance............................................................. 95
9-50.7 Systems Description ........................................................... 96

9-50.7.1 Available Mods and S.O.O.’s ................................................. 96
9-50.7.2 Block Diagram and Electrical Power ........................................ 98
9-50.7.2.1 Block Diagram ................................................................ 98
9-50.7.2.2 Electrical Power .............................................................. 99
9-50.7.3 Automatic Flight Control System (AFCS) .................................103
9-50.7.3.1 Installation Overview .......................................................103
9-50.7.3.2 Component Description ....................................................106
Issue 4 PSM 1-64-1A

03 Aug. 2017 Page 9-50-9
TC Approved
DHC-6 SERIES 400
9-50.7.3.3 Mode Information and Awareness .......................................110

9-50.7.3.4 Flight Director (FD) .........................................................111
9-50.7.3.5 Autopilot and Yaw Damper Miscellaneous Information ..............116
9-50.7.3.6 Automatic Pitch Trim ........................................................117
9-50.7.4 Electric Pitch Trim System ...................................................118
9-50.7.5 IPFD / SVS (SmartView) .....................................................119
9-50.7.5.1 Apex SVS Display in Crosswind Situations ............................120
9-50.7.5.2 IPFD and SVS Display in Non-Conformal Situations ................121
9-50.7.6 Vertical Situation Display (VSD) ............................................121
9-50.7.7 TCAS II ..........................................................................122
9-50.7.8 Flight Management System (FMS).........................................123
9-50.7.8.1 Description ...................................................................123
9-50.7.8.2 Dual FMS (Optional)........................................................124
9-50.7.8.3 RESET ALT SEL?...........................................................124
9-50.7.8.4 Temperature Compensation ..............................................124
9-50.7.8.5 CDI Scaling...................................................................124
9-50.7.9 GNSS SBAS Capability ......................................................125
9-50.7.9.1 SBAS Approaches ..........................................................125
9-50.7.10 512 Word FDR .................................................................126
9-50.7.11 ESIS ..............................................................................126
9-50.7.12 Mode S Transponder Operations Including ADS-B Out ...............126
9-50.7.12.1 General........................................................................126
9-50.7.12.2 XPDR Tuning Sub-Window ...............................................127
9-50.7.12.3 ATC Code (Mode 3/A) ......................................................128
9-50.7.12.4 IDENT Annunciator .........................................................128
9-50.7.12.5 ATC AIR / GND Mode ......................................................128
9-50.7.12.6 ATC Selectable Mode ......................................................128
9-50.7.12.7 ATC Active Mode ............................................................128
9-50.7.12.8 Soft Key Identifier ...........................................................128
9-50.7.12.9 ADS-B Out Status...........................................................128
9-50.7.12.10 XPDR Detail Window .......................................................129
9-50.7.12.11 KXP 2290A Operation .....................................................131
9-50.7.12.12 IDENT Button ................................................................132
9-50.7.12.13 VFR Button ...................................................................132
9-50.7.12.14 DETAIL Button ...............................................................133
9-50.7.12.15 XPDR Button .................................................................133
9-50.7.12.16 Tuning Select (SEL) Control ..............................................133
9-50.7.12.17 XPDR Mode Soft Key ......................................................133
9-50.7.12.18 STBY (Standby) ............................................................133
PSM 1-64-1A Issue 4

Page 9-50-10 03 Aug. 2017
DHC-6 SERIES 400
9-50.7.12.19 ON .............................................................................133
9-50.7.12.20 ALT (Altitude) ................................................................133
9-50.7.13 Flap 10 Normal Landing .....................................................134
List of Tables Page
9-50-1 Summary of Mods and S.O.O.s Covered by Supplement 50 ............. 19

9-50-2 FMS Navigation Operational Capabilities ..................................... 29
9-50-3 Required Equipment for Compliance with FAR 91.227 and AMC 20-24 37
9-50-4 AP-Generated “Holding” CAS Messages ..................................... 45
9-50-5 Phase 2 CAS Message Summary .............................................. 62
9-50-6 FD Modes* .......................................................................... 71
9-50-7 SBAS GPS Approach and Navigation System Annunciations, CAS
Messages and Related Information ............................................ 85
9-50-8 VREF Speeds as a Function of Flap Setting and Aircraft Weight ........ 93
9-50-9 Landing Distance Factors for Flap Settings other than Flaps 37 ......... 94
9-50-10 Summary of Mods and S.O.O.s Available..................................... 96
9-50-11 Summary of Electric Power Changes for Phase 2 Modifications........101
9-50-12 FD Colour Philosophy ............................................................112
9-50-13 TCS Modes ........................................................................116
9-50-14 Lateral and Vertical Deviation Display Scaling ..............................125
9-50-1 Phase 2 Markings and Placards Locations ................................... 38

9-50-2 LPV Unavailable Outside APP Indication ..................................... 57
9-50-3 LPV Unavailable Inside APP Indication ....................................... 58
9-50-4 Lateral Deviation Data Invalid ................................................... 58
9-50-5 TCAS ADI Pitch Target Symbology............................................. 78
9-50-6 Temp Comp Tab .................................................................... 82
9-50-7 Pending Temperature Compensation Altitudes .............................. 82
9-50-8 Primus Apex 12-Slot MAU Configuration ...................................... 98
9-50-9 Circuit Breaker for Primary and Trim Servos (Avionics CB Panel) ....... 99
9-50-10 Apex Automatic Flight Control System – Block Diagram ..................106
9-50-11 Flight Controller on Series 400 .................................................107
9-50-12 Pilot (Left Hand) Control Wheel (RH is opposite) ...........................109
Issue 4 PSM 1-64-1A

03 Aug. 2017 Page 9-50-11
TC Approved
DHC-6 SERIES 400
9-50-13 Pitch Trim Disable Switch (located on Pilot’s Switch Panel) ..............110
9-50-14 Apex Visual and Aural Annunciation ..........................................111
9-50-15 Left Control Wheel AFCS Switches (Right Side Opposite) ...............118
9-50-16 PITCH TRIM Switch ..............................................................119
9-50-17 SVS (SmartView) PFD Presentation ..........................................120
9-50-18 Vertical Situation Display (VSD) ...............................................122
9-50-19 KXP 2290 / KXP 2290A XPDR Tuning Sub-Window ......................127
9-50-20 ADS-B OUT ON / OFF Control .................................................129
9-50-21 XPDR Detail Window with TCAS I or TCAS II...............................129
9-50-22 Traffic Detail Window with TCAS I .............................................130
9-50-23 Traffic Detail with TCAS II .......................................................130
9-50-24 KMC 2210 PFD Controller (Partial) ...........................................131
9-50-25 KDU 1080 Display Unit Bezel Soft Keys .....................................131
9-50-26 KMC 2220 Multi-Function Controller (MFC) .................................132
PSM 1-64-1A Issue 4

Page 9-50-12 03 Aug. 2017
9-50.1 General
9-50.1.1.1 Description and Organization of the Supplement

As part of Phase 2 (Avionics Upgrade), Viking Air Limited (VAL) has introduced a
number of avionics functionality upgrades and improvements for the DHC-6 Series
400 (Twin Otter). This Aircraft Flight Manual Supplement (AFMS) / Pilots Operating
Handbook (POH) supplement is provided for the upgrades implemented as part of
Phase 2. Some items will be approved after initial Phase 2 certification, therefore
this AFMS will be updated as required for the new functionality being introduced. In
a number of locations in the document, there will be place/section holders that are
intended to accommodate future functional changes that are not incorporated at initial
release of this document.
In this document, any reference to the DHC-6 Series 400 Aircraft Flight Manual (AFM)
is intended to mean VAL document PSM 1-64-1A, Revision 2 (or later Transport
Canada Civil Aviation [TCCA] approved revision). Any reference to the Series 400
Pilots Operating Handbook (POH) is intended to mean VAL document PSM 1-64-POH,
Revision 2 (or later VAL released revision). Reference to these documents is intended
to include any applicable, approved Temporary Amendments to the TCCA approved
AFM and any applicable, approved Temporary Revisions to the POH.
This document is organized so that major sections in the document correspond to the
same major sections in the Series 400 POH/AFM.
Primus® and Apex are trademarks of Honeywell (whether registered or not, and whether
shown with ® or TM symbols) and are used with Honeywell’s permission for the purpose
of supporting the DHC-6 Series 400 Phase 2 Upgrade program.
Twin Otter is a registered trademark of Viking Air Limited.
9-50.1.1.2 Symbols, Abbreviations, and Terminology

Commonly used symbols, abbreviations, and terminology in this supplement:
ADAHRS Air Data and Attitude and Heading Reference System

ADF Automatic Direction Finder
ADI Attitude Display Indicator
ADS-B Automatic Dependent Surveillance – Broadcast
AFCS Automatic Flight Control System
AFM Aircraft Flight Manual
Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-50-13
AFMS Aircraft Flight Manual Supplement

AGM Advanced Graphics Module
ALT Altitude Hold Mode (Flight Director)
AP Autopilot
APCH Approach
AP DISC Autopilot Disconnect
APR Approach Mode (Flight Director) or Approach CDI Scaling
(Note: Depending on context)
ATC Air Traffic Control
BC Back Course
BL Bank Limit Mode
CAS Calibrated Airspeed or Computed Airspeed or
Crew Alerting System
(Note 1: Depending on context)
(Note 2: Honeywell utilizes CAS in the Honeywell Apex Pilot
Guides. The meaning is Computed Airspeed, for the Series
400 application, Apex only displays Indicated Airspeed)
CB Circuit Breaker
CVR Cockpit Voice Recorder
DAU Data Acquisition Unit
DGRD Degrade
DME Distance Measuring Equipment
DP Departure Procedure
EASA European Aviation Safety Agency
EFIS Electronic Flight Instruments System
EGPWS Enhanced Ground Proximity Warning System
ELT Emergency Locator Transmitter
EPU Estimated Position Uncertainty
ESIS Electronic Standby Instrument System
FAA Federal Aviation Administration
PSM 1-64-1A Issue 2

Page 9-50-14 08 Feb. 2017
FAF Final Approach Fix

FAR Federal Aviation Regulation
FAWP Final Approach Waypoint
FC Flight Controller
FD Flight Director
FDE Fault Detection and Exclusion
FDR Flight Data Recorder
FIKI Flight In Known Icing
FMS Flight Management System
GA Go Around Mode (Flight Director)
GND Ground Mode
GNSS Global Navigation Satellite System
GPS Global Positioning System
HDG Heading Mode (Flight Director)
HDG/T Heading or Track Directional Refrence
IAS Indicated Airspeed
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
IPFD Integrated Primary Flight Display
ISA International Standard Atmosphere
KIAS Knots Indicated Airspeed
LDA Localizer Directional Aid
LNAV Lateral Navigation
LOA Letter of Acceptance
LOC Localizer
LOS Level of Service
Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-50-15
LP Localizer Performance
LPV Localizer Performance with Vertical Guidance
LRU Line Replaceable Unit
LSA Low Speed Awareness
MAP Missed Approach Point
MAU Modular Avionics Unit
MAWP Missed Approach Waypoint
MEH Minimum Engage Height
MFD Multi-Function Display
MMDR Multi-Mode Digital Radio
MLS Microwave Landing System
MOD or Mod Modification
MSS Meggitt Safety System
MUH Minimum Use Height
NAV or Nav Navigation, Navigation Source or
Navigation Mode (Flight Director)
(Note: Depending on context)
NDB Non-Directional Beacon
OAT Outside Air Temperature
PFD Primary Flight Display
PIT Pitch Mode (Flight Director)
POH Pilot’s Operating Handbook
QNH Barometric pressure adjusted to sea level
QRH Quick Reference Handbook
RA Resolution Advisory
RAD ALT Radar Altimeter
RF Radius to Fix
RNAV Area Navigation
PSM 1-64-1A Issue 2

Page 9-50-16 08 Feb. 2017
RNP Required Navigation Performance

ROL Roll Mode (Flight Director)
S.O.O. Standard Option Order
SBAS Satellite-Based Augmentation System
SDF Simplified Directional Facility
SPD Speed Mode (Flight Director)
SVS Synthetic Vision System
TAWS Terrain Avoidance Warning System
TCAS Traffic Alert and Collision Avoidance System
TCCA Transport Canada Civil Aviation
TCS Touch Control Steering (Flight Director)
TRK Track Mode (Flight Director)
VAL Viking Air Limited
VFR Visual Flight Rules
VGP Vertical Glidepath
VHF Very High Frequency
VMC Visual Meteorological Conditions
VNAV Vertical Navigation or Vertical Navigation
Mode (Flight Director)
(Note: Depending on the context)
VS Vertical Speed Mode
VSD Vertical Situation Display
XMIT Transmit
YD Yaw Damper
9-50.1.1.3 Notes, Cautions and Warnings

Notes, Cautions and Warnings are as per Section 0.5.1.9 of the POH/AFM.
Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-50-17
9-50.1.2 Scope
As part of Phase 2 Avionics Upgrade, VAL has introduced a number of avionics
functionality upgrades and improvements for the DHC-6 Series 400 (Twin Otter).
This Aircraft Flight Manual Supplement (AFMS) / Pilots Operating Handbook (POH)
Supplement is provided for the upgrades implemented as part of the initial Phase 2
certification. This AFM/POH supplement is to be used in conjunction with the following
Honeywell publications:
Primus Apex® Integrated Avionics System Common Build Loads 4.2,

4.4, 4.6 Pilot’s Guide, Honeywell International Inc. Publication Number
D201402000099, Revision 1, July 2015 or later applicable approved
revision for Load 4.4.
Viking DHC-6 Twin Otter Series 400 (Load 4.4) Supplement to Primus
Apex® Integrated Avionics System Common Build Pilot’s Guide,
Publication No. D201402000099 Pilot’s Guide, Honeywell International
Inc. Publication No. D201101000016, Revision 2, July 2015 or later
applicable approved revision for Load 4.4.
Viking DHC-6 Series 400 (Twin Otter) aircraft (Serial Numbers 845 and subsequent)
are eligible for the modifications described in this Flight Manual Supplement.

The certification basis of the Phase 2 Avionics Upgrade is FAR Part 23. Certification
basis details including requirement amendment level, additional technical conditions,
and other requirements are specified in Transport Canada Type Certificate Data Sheet
(TCDS) A-82.
9-50.1.4 Avionics Upgrade Description

Table 9-50-1 summarizes the modifications included in the initial Phase 2 avionics
upgrades and their status with respect to this supplement. In this table, reference to
a Mod means a design change that is type design standard on the Series 400 (this
means that it will be incorporated on all production aircraft). Reference to a Standard
Option Order (S.O.O.) means that the modification is optional and will not be installed
on all production aircraft.
PSM 1-64-1A Issue 2

Page 9-50-18 08 Feb. 2017
Table 9-50-1 Summary of Mods and S.O.O.s Covered by Supplement 50

Description Reference Remarks
Mod or
S.O.O.
Number
Honeywell Apex Avionics Mod 6/2303 512 Word FDR outputs are for
Upgrade Consisting of Integrated Apex ARINC 717 output data
Primary Flight Displays (IPFD’s), stream only. For installation of 512
Flight Director (FD) and 512 Word Word FDR, refer to Mod 6/2332.
FDR ARINC 717 Apex Outputs
SBAS GPS Receivers Mod 6/2304 For installation of SBAS-capable
GPS receivers only. SBAS
GPS-based approaches are
enabled as part of S.O.O. 6225.
ADS-B Out Transponder Upgrade Mod 6/2354 For transponder upgrade only,
ADS-B functionality is part of
S.O.O. 6347.
512 Word FDR Mod 6/2332
Autopilot S.O.O. 6221
Synthetic Vision System (SVS) S.O.O. 6222
(Primus Apex SmartView)
Vertical Situation Display (VSD) S.O.O. 6312
Dual Flight Management Systems S.O.O. 6313
SBAS Navigation and Approach S.O.O. 6225
Capability
TCAS II with Traffic Advisory (TA) S.O.O. 6219 In Phase 1, TCAS II was
and Resolution Advisory (RA) configured for TA’s only. In Phase
2, TCAS II equipped aircraft have
both TA’s and RA’s enabled.
Aircraft are equipped with either

TCAS I (type design standard per
Mod 6/2303) or optional TCAS II.
ADS-B Out Functionality Enabled S.O.O. 6347
Electronic Display of Normal S.O.O. 6213
Check List (ECL)
The following subsections provide additional brief descriptions of the avionics upgrades
covered by this supplement. Additional, more detailed systems level information is
provided in Para 9-50.7, System Description.
Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-50-19
9-50.1.4.1 Automatic Flight Control System (AFCS)

The Automatic Flight Control System (AFCS) is used to guide the flight path of the
aircraft by generating Flight Director commands that can be coupled to an optional
three-axis autopilot (AP). The optional three-axis autopilot controls the aileron, elevator,
and rudder servos to maintain the aircraft in a desired attitude. When equipped with
the AP, the aircraft also has electric pitch trim and a yaw damper system.
9-50.1.4.2 Manual Electric Pitch Trim

Trimming allows the flight crew to adjust the flight controls so that the aircraft will
maintain a desired attitude in steady flight. An airplane is normally trimmed so the pilot
control forces are reduced to zero. The pitch trim systems may be either manually or
electrically controlled.
9-50.1.4.3 Integrated Primary Flight Display (IPFD) / Synthetic Vision

System (SVS) (SmartView)
Phase 2 includes an Integrated Primary Flight Display (IPFD) and optional SVS
(SmartView).
These improvements enhance the images presented on both PFD’s to provide a more
representative aspect ratio from the pilot’s eye point.
IPFD combines traditional PFD and HSI displays into one window, allowing the attitude
display to continue behind the HSI. The aspect ratio of the IPFD presents a pitch range
of approximately +15 to –20 degrees, relative to the aircraft’s current attitude.
Synthetic vision is a computer generated image of the external scene topography as

viewed from the flight deck. This image is computed using aircraft altitude, attitude,
navigation sources, and terrain and obstacle databases. The image created is bounded
by the limits of the ADAHRS and navigation source capabilities and databases. The
image is displayed on the primary flight displays from the perspective of the flight deck.
SVS provides increased situational awareness by overlaying typical Head-up Display

(HUD) symbology and navigation information on a computer generated three
dimensional view of the terrain forward and below the aircraft’s flight path. Aspect ratio
of the SVS display matches that of the IPFD and more correctly represents the view of
the outside world to enhance pilot situational awareness.
9-50.1.4.4 Vertical Situation Display (VSD)

The VSD displays the profile view of the predicted VNAV path of the FMS flight plan in
relation to the terrain along the planed route or track. When the optional VSD is enabled
and selected by the flight crew, the VSD occupies the lower ¼ of the INAV map window.
PSM 1-64-1A Issue 2

Page 9-50-20 08 Feb. 2017
9-50.1.4.5 TCAS II
The TCAS II is an on-board collision avoidance and traffic situation display system with
computer processing to identify and display potential and predicted collision targets,
and issue vertical resolution advisories (RA’s) on the pilot’s and co-pilot’s ADI. It is
considered a backup system to the “SEE AND AVOID” concept and ATC surveillance.
The TCAS II system can determine the relative altitude, range and bearing to any
Transponder Mode C or Mode S equipped aircraft with altitude reporting. With this
information the TCAS II system will determine the level of advisory as either a Traffic
Advisory (TA) or a Resolution Advisory (RA).
Phase 2 enables Resolution Advisory functionality for those operators that have
incorporated S.O.O. 6219. This provides the ability to present a resolution advisory
to pilots through aural and visual commands to avoid potential collision with another
aircraft.
9-50.1.4.6 Dual Flight Management System (FMS)

A Flight Management System is an integrated system designed to give the pilot
centralized control for the navigation sensors, computer based flight planning, fuel and
radio management. The FMS uses two navigation databases housed in the Modular
Avionics Unit (MAU) containing worldwide or regional data. A custom database contains
flight plans and pilot defined waypoints and an aircraft database contains the aircraft
specific configuration for FMS performance calculations.
Using the databases, along with GPS and ADAHRS information, the FMS calculates
and displays navigational and flight planning information to the flight crew. The
navigation database is commercially produced and updated on a 28 day cycle.
Phase 2 includes the option for a second Flight Management System (FMS), providing
dual FMS functionality.
9-50.1.4.7 SBAS GPS Approach Capability

Accurate aircraft positioning is aided by the Wide Area Augmentation System
(WAAS) that was developed to augment GPS. WAAS utilizes ground-based reference
stations and geostationary WAAS satellites in a system known as the Satellite Based
Augmentation System (SBAS). WAAS is capable of achieving comparable Category I
instrument landing system (ILS) precision approach accuracy.
Phase 2 includes provision for optional SBAS GPS approach capability to allow
SBAS-based GPS approaches such as LPV approaches. This capability is optional
and requires replacement of GPS receivers for aircraft without Mod 6/2304.
Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-50-21
9-50.1.4.8 512 Word FDR

After production cut-in, per Mod 6/2332, all Phase 2 production aircraft will be equipped
with a 512 Word Flight Data Recorder (FDR). Phase 2 hardware and software is capable
of interfacing with both the 256 and 512 word FDR units. Prior to production cut-in of
Mod 6/2332, aircraft will continue to be produced with a 256 Word FDR.
9-50.1.4.9 ADS-B Out

ADS-B Out is a technology that automatically periodically broadcasts information
including the aircraft’s identification, current position, altitude, velocity and various other
parameters. This information is received by ATC and can be served as a replacement
for secondary radar. The data link is provided by upgraded Mode S Transponders.
Phase 2 production aircraft are equipped with Honeywell Mode S transponders per
Mod 6/2354 that are upgraded for ADS-B out functionality. ADS-B out functionality,
however, is enabled through an option on Primus Apex per S.O.O. 6347.
9-50.1.4.10 Flap 10 Normal Landing

Phase 2 aircraft are authorized to land at Flaps 10. Performance data for Flaps 10
landings is provided in Para 9-50.5.
Supplementary performance data associated with certain types of commuter and other
commercial operations is provided in Supplement 37, Supplemental Performance Data.
For such operations, compliance with the associated conditions, including flaps, under
which Supplement 37 landing distance is established continue to apply.
9-50.1.4.11 Electrical Power

The Phase 2 functionality changes are introduced with upgraded Apex software
changes and with the introduction of new hardware where required. There is no
design change to the aircraft electrical generating and distribution system. Refer to
Para 9-50.7.2.2 for details regarding the circuit breakers and electrical busses providing
28 VDC power for the Phase 2 Avionics Upgrade.
9-50.1.5 Compatibility
The following general compatibility statements are applicable to the Phase 2
modifications covered by this supplement (for specific configuration limitations, refer
to Para 9-50.2 Limitations):
1 The modifications are compatible for use with Phase 1 aircraft equipped with dual
Meggitt Safety Systems (MSS) Data Acquisition Units (DAU’s).
2 The modifications are compatible for use with aircraft incorporating the Alternate
Apex Engine Instrumentation Display Colours under S.O.O. 6280 (refer to
Supplement 53, Alternate Engine Display Colours).
PSM 1-64-1A Issue 2

Page 9-50-22 08 Feb. 2017
3 Aircraft can have only one of TCAS I or TCAS II (S.O.O. 6219) installed.
4 Phase 1 aircraft are not eligible for any of the Phase 2 options unless Mod 6/2303
is installed.
5 The modifications are compatible with aircraft equipped with the standalone L-3
Avionics GH-3100 Electronic Standby Instrument System (ESIS) approved in Phase
1 or the new L-3 GH-3900.2 ESIS installed per Mod 6/2170 approved in parallel
with initial Phase 2 certification. Neither ESIS installation is eligible for navigation
interfacing with Apex at this time.
6 The gear configurations listed below are compatible with Flight Director (Mod
6/2303) and Autopilot (S.O.O. 6221) provided that the aircraft is operating up to
12,500 pounds and within the approved Weight and Balance envelope:
Standard Gear – Wheels

S.O.O. 6001 Wheel-Skis
S.O.O. 6048 Intermediate Flotation Gear (IFG)
Wipaire Model 13000 Amphibious or Model 13000 Seaplane Floats when
installed in accordance with TCCA STC SA11-7 or SA93-103 or corresponding
foreign design approvals
Issue 3 PSM 1-64-1A

06 Mar. 2017 Page 9-50-23
9-50.2 Limitations
Compliance with limitations is mandatory. The limitations contained in this supplement
supersede the Approved Flight Manual only in those areas listed. For limitations not
contained in this supplement consult the Approved Flight Manual or any other applicable
Flight Manual Supplements.
9-50.2.1 General Configuration Limitations

The following configuration limitations are applicable to the Phase 2 modifications and
options covered by this supplement:
1 Phase 2 Mod 6/2303 must be incorporated and is a prerequisite for all Phase 2
modifications and options.
2 ADS-B Out Transponder Upgrade (Mod 6/2354) and installation of SBAS GPS
Receivers (Mod 6/2304) are prerequisites to enabling ADS-B functionality (S.O.O.
6347).
3 Installation of Mod 6/2304 (SBAS GPS Receivers) is a prerequisite to enabling

SBAS GPS approach functionality (S.O.O. 6225).
NOTE
Both installed GPS receivers must be SBAS receivers (Mod 6/2304).
4 Navigation interfacing of the L-3 Avionics GH-3100 ESIS or GH-3900.2 ESIS is

prohibited.
5 Deleted
9-50.2.2 Quick Reference Handbook (QRH)

A Quick Reference Handbook (QRH) applicable to the Phase 2 avionics upgrades
installed on the aircraft providing abnormal and emergency procedures must be carried
on board during single pilot IFR operations. Additional QRH information on Flight
Management System (FMS) operations is to be included in this QRH (or in a separate
FMS QRH).
PSM 1-64-1A Issue 3

Page 9-50-24 06 Mar. 2017
DHC-6 SERIES 400
9-50.2.3 Honeywell Primus Apex System Limitations
9-50.2.3.1 System Software and Documentation

This supplement must always be onboard the aircraft and available to the flight crew.
The Primus Apex system must utilize Software Load 4.4 indicated by Top Level System
Part Number EB60002734-0104 displayed in the System Config ID Window.
The following Honeywell Primus Apex Pilot Guides must be onboard the aircraft and
available to the flight crew:
1 Primus Apex® Integrated Avionics System Common Build Loads 4.2, 4.4, 4.6 Pilot’s
Guide, Honeywell International Inc. Publication Number D201402000099, Revision
1, July 2015 or later applicable approved revision for Load 4.4.
2 Viking DHC-6 Twin Otter Series 400 (Load 4.4) Supplement to Primus Apex®
Integrated Avionics System Common Build Pilot’s Guide, Publication No. D2014020
00099 Pilot’s Guide, Honeywell International Inc. Publication No. D201101000016,
Revision 2, July 2015 or later applicable approved revision for Load 4.4.
9-50.2.3.2 Automatic Flight Control System (AFCS)

The following limitations are applicable to Flight Director (FD), and Autopilot (AP)
operation:
1 FD operation is approved for Flaps 0, 10 and 20, and during transition between
these flap settings. FD operation at Flaps 37 is approved for enroute and terminal
operations. FD operation is prohibited for flap settings greater than 20 degrees on
approach.
2 AP operation is approved for Flaps 0 and 10 and for transitions between these flap
settings. AP operation at flap settings greater than 10 degrees is prohibited. YD
operation is approved for all flap settings.
3 In the event of an engine failure, AP operation is prohibited until appropriate

procedures from Section 3, Emergency and Abnormal Procedures of the POH/AFM
are completed and the aircraft is re-trimmed. AP may be re-engaged once the
engine is secured and the aircraft is trimmed for one engine operation.
4 The Minimum Engage Height (MEH) for the AP is 400 feet Above Ground Level
(AGL).
5 AP must be disengaged at initiation of a Go-Around (GA) or missed approach. AP

may be re-engaged when established in the climb at or above the MEH.
Issue 4 PSM 1-64-1A

03 Aug. 2017 Page 9-50-25
TC Approved
DHC-6 SERIES 400
6 The Minimum Use Height (MUH) for the AP is 200 feet AGL during approach and
enroute operations.
7 During AP operations, one pilot must be seated in a flight crew seat at the flight
controls with seat belt and shoulder harness fastened.
8 Use of AP and YD during take-off and landing is prohibited.
9 During normal operations, overpowering the AP in the pitch and roll axes is
prohibited.
10 AP and YD are approved for Flight in Known Icing (FIKI) conditions that are within
the certified capabilities of the aircraft’s installed and serviceable ice protection
system (refer to Supplement 1, De-icing System). All Supplement 1 FIKI limitations
are applicable to FIKI with AP and YD engaged.
11 Use of AP and YD is prohibited if excessive ice accretion is encountered on an

aircraft without an installed and/or serviceable ice protection system, or when
unusual trim requirements or autopilot trim warnings are encountered. Follow all
“Ice Related Limitations” in Section 2.17 of the POH/AFM.
12 Selection of Apex Steep Approach mode during FD or FD/AP coupled approaches

is prohibited.
9-50.2.3.3 Synthetic Vision System (SVS)

SVS (SmartView) presentation is advisory only, and must not be used as a primary
means of ensuring terrain clearance and obstacle avoidance, or as a primary means
of navigation. The installed SmartView Synthetic Vision System complies with AC
20-167 Airworthiness Approval of Enhanced Vision System, Synthetic Vision System,
Combined Vision System, and Enhanced Flight Vision System Equipment, for only
situational awareness.
The synthetic vision field of regard is limited to approximately 46 degrees vertically (± 1

degree) and 41 degrees laterally (± 1 degree).
SVS function is not available unless the Honeywell MK VI EGPWS is installed and
operating.
A valid and compatible Honeywell Terrain DB (database) must be installed in the MAU.
The terrain, obstacle, and airport databases have the following areas of coverage:
1 The terrain database has an area of coverage limited to North 75 degrees latitude
to South 60 degrees latitude in all longitudes.
PSM 1-64-1A Issue 4

Page 9-50-26 03 Aug. 2017
DHC-6 SERIES 400
2 The worldwide obstacle database is limited to reported obstacles taller than 200
feet (approximately 100,000 obstacles). Newer and/or unreported obstacles may
not be contained in the currently loaded database.
3 The airport database has a worldwide area coverage limited to airports with runways
longer than 2,000 feet (approximately 8,600 airports and 30,000 runways).
9-50.2.3.4 Vertical Situation Display (VSD)

VSD presentation is advisory only, and must not be used as a primary altitude reference
or as a primary means of ensuring obstacle clearance and terrain avoidance.
Below transition altitude or level, the altimeter setting must be set to QNH for the use
of VSD.
VSD presentation is based on the current aircraft barometric altitude and is not
temperature compensated. As such, a current altimeter setting must be used and
indications will be subject to all traditional altimetry errors as well as VSD presentation
errors.
When FMS waypoints have been temperature compensated by the FMS Temperature
Compensation Function (refer to Para 9-50.4.6.3), the VSD displays the waypoints and
calculated flight path profile based on the temperature compensated waypoint altitudes.
9-50.2.3.5 TCAS II
The following limitations are applicable to aircraft with TCAS II installed and Resolution
Advisories (RA’s) enabled:
1 Pilots are authorized to deviate from their current ATC clearance only to the extent
necessary to comply with a TCAS II resolution advisory (RA).
2 Only RA’s configured to display on the Apex PFD’s utilizing ADI Pitch Target
Symbology are approved for use on the Series 400.
3 Maneuvers based solely on a traffic advisory (TA) or on information displayed on

the traffic displays are not authorized.
9-50.2.3.6 Dual Flight Management System (FMS)

Aircraft equipped with the Dual FMS option must have synchronized (SYNCH) mode
selected in the FMS Mode Selection page. Use of unsynchronized (SINGLE) mode in
flight is prohibited.
Issue 4 PSM 1-64-1A

03 Aug. 2017 Page 9-50-27
TC Approved
DHC-6 SERIES 400
9-50.2.3.7 FMS Qualification, Navigation and Approach Limitations

9-50.2.3.7.1 FMS Approval and Qualification
The Honeywell Primus Apex Flight Management System (FMS) (single or dual) has
been installed in accordance with FAA Advisory Circular (AC) 20-138B. Provided the
FMS is receiving usable signals from the GPS receivers, it has been demonstrated
capable of and has been shown to meet the accuracy requirements of the following
specifications (revision status as noted, or if not noted, status at time of aircraft
certification):
1 Aeronautical Databases:
a FAA Type 2 Letter of Acceptance (LOA) per FAA AC 20-153A.
b UROCAE ED-76 / RTCA DO-200A.
2 The installed navigation equipment complies with the following navigation

specifications (refer to Table 9-50-2):
PSM 1-64-1A Issue 4

Page 9-50-28 03 Aug. 2017
Table 9-50-2 FMS Navigation Operational Capabilities

Operational
Navigation Minimum Required Reference
Requirements /
Specification Equipment Documents
Autorizations
Oceanic and GNSS Fault Detection Dual Apex Flight Meets the
Remote Areas and Exclusion (FDE) Management System applicable
of Operation availability must be operating and receiving requirements of:
(Class II verified in conjunction usable navigation
Navigation) with the onboard RAIM information from each of the AC 20-138B
prediction program, or dual KGS 200 GPS receivers AC 90-100A
equivalent approved or optional dual KGS 200 AC 91-70
software prior to flight. GPS/SBAS receivers, FAA Order 8400.33
Maximum predicted
FDE unavailability is 25 Or, This does not
minutes. constitute an
Single Apex Flight operational
No time limit using GNSS Management System approval.
as the primary navigation operating and receiving
sensor. useable navigation
information from minimum
one KGS 200 GPS receiver
or optional KGS 200
GPS/SBAS receiver for
those routes requiring only
one long range navigation
sensor.
North Atlantic GNSS FDE availability Dual Apex Flight Meets the
(NAT) must be verified Management System applicable
in conjunction with operating and receiving requirements of:
Minimum the onboard RAIM usable navigation
Navigation prediction program, or information from each of the AC 20-138B
Performance equivalent approved dual KGS 200 GPS receivers AC 91-70
Specifications software prior to flight. or optional dual KGS 200 AC 91-49
(MNPS) Maximum predicted GPS/SBAS receivers,
FDE unavailability is 25 This does not
minutes. Or, constitute an
operational
No time limit using GNSS Single Apex Flight approval.
as the primary navigation Management System
sensor. operating and receiving
useable navigation
one KGS 200 GPS receiver
or optional KGS 200
GPS/SBAS receiver for
those routes requiring only
one long range navigation
sensor.
Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-50-29
Table 9-50-2 FMS Navigation Operational Capabilities (continued)

Operational
Requirements /
Autorizations
RNAV-10 GNSS FDE availability Dual Apex Flight Meets the
RNF-10 must be verified Management System applicable
in conjunction with operating and receiving requirements of:
the onboard RAIM usable navigation
prediction program, or information from each of the AC 20-138B
equivalent approved dual KGS 200 GPS receivers FAA Order
software prior to flight. or optional dual KGS 200 8400-12C
Maximum predicted GPS/SBAS receivers.
FDE unavailability is 25 This does not
minutes. constitute an
operational
EPU/ANP does not approval.
exceed RNP.
No time limit using GNSS

as the primary navigation
sensor.
B-RNAV EPU/ANP does not Single Apex Flight Meets the
RNP-5 exceed RNP. Management System applicable
RNAV-5 operating and receiving requirements of:
No time limit using GNSS useable navigation
as the primary navigation information from minimum AC 20-138B
sensor. one KGS 200 GPS receiver AC 90-96A
or optional KGS 200 AC 90-100A
GPS/SBAS receiver. AMC 20-4
This does not

constitute an
operational
approval.
PSM 1-64-1A Issue 2

Page 9-50-30 08 Feb. 2017

Operational
Requirements /
Autorizations
RNP-4 GNSS FDE availability Dual Apex Flight Meets the
Oceanic and must be verified Management System applicable
Remote Area in conjunction with operating and receiving requirements of:
Operations. the onboard RAIM usable navigation
prediction program, or information from each of the AC 20-138B
equivalent approved dual KGS 200 GPS receivers FAA Order 8400.33
software prior to flight. or optional dual KGS 200
Maximum predicted GPS/SBAS receivers. This does not
FDE unavailability is 25 constitute an
minutes. operational
approval.
EPU/ANP does not
exceed RNP.

sensor.
RNAV-2 GNSS is required for Single Apex Flight Meets the
RNAV-1 take-off in P-RNAV Management System applicable
P-RNAV airspace. operating and receiving requirements of:
RNAV Routes useable navigation
(DPs, STARS, GNSS FDE availability information from minimum AC 20-138B
Q and T must be verified in one KGS 200 GPS receiver AC 90-105
Routes) conjunction with the or optional KGS 200 AC 90-96A
RNP-2 onboard RAIM prediction GPS/SBAS receiver. AC 90-100A
RNP-1 program, or equivalent JAA TGL 10
approved software prior
Final approach to flight for DPs that This does not
procedures require GNSS. constitute an
with RF legs operational
are NOT EPU/ANP does not approval.
authorized. exceed RNP.

sensor.
Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-50-31

Operational
Requirements /
Autorizations
RNP-0.3 Includes non-precision Single Apex Flight Meets the
RNP-APCH approaches based on Management System applicable
to LNAV or conventional navigation operating and receiving requirements of:
LNAV/VNAV aids with “GPS” or useable navigation
minimums “GNSS” in the title and information from minimum AC 20-138B
RNAV approaches titled, one KGS 200 GPS receiver AC 90-105
RNP AR-APCH “GPS”, “RNAV (GNSS)” or optional KGS 200 AMC 20-27
procedures, or “RNAV (GPS)”. GPS/SBAS receiver.
and final
approach GNSS is required to This does not
procedures initiate RNAV (GPS) constitute an
with RF legs approach procedures. operational
are NOT approval.
authorized. Missed approach is
required if GNSS
navigation becomes
unavailable.
EPU/ANP does not

exceed RNP (except
during a missed
approach procedure
following loss of GNSS
navigation.
Maximum predicted
RAIM outage is 5
minutes.
For ILS, LOC, LOC-BC,

LDA, and SDF approach
procedures, the active
navigation source
selected for display on
the PFD must be LOC,
GS, or BC as applicable
prior to crossing the
FAWP.
PSM 1-64-1A Issue 2

Page 9-50-32 08 Feb. 2017

Operational
Requirements /
Autorizations
RNP-0.3 Includes approaches Single Apex Flight Meets the
RNP-APCH to titled “RNAV (GPS)” or Management System applicable
LPV minimums “RNAV (GNSS)”. operating and receiving requirements of:
useable navigation
RNP AR-APCH LPV minimums are only information from minimum AC 20-138B
procedures, available when within one KGS 200 GPS/SBAS AC 90-105
final approach SBAS coverage. receiver. AC 90-107
procedures AMC 20-27
with RF legs, Use of Vertical Glidepath AMC 20-28
and RNAV (VGP) guidance to
approaches to a published DA is This does not
LP minimum approved. constitute an
are NOT operational
authorized. GNSS is required to approval.
initiate RNAV (GPS)
approach procedures.
Missed approach is
required if GNSS
navigation becomes
unavailable.
EPU/ANP does not

exceed RNP (except
during a missed
approach procedure
following loss of GNSS
navigation.
Maximum predicted
RAIM outage is 5
minutes.
For ILS, LOC, LOC-BC,

LDA, and SDF approach
procedures, the active
navigation source
selected for display on
the PFD must be LOC,
GS, or BC as applicable
prior to crossing the
FAWP.
Issue 2 PSM 1-64-1A

08 Feb. 2017 Page 9-50-33

Operational
Requirements /
Autorizations
Enroute, Use of Vertical Glidepath For Enroute and Terminal Meets the
Terminal and (VGP) guidance to Baro VNAV: applicable
Approach a published DA is requirements of:
Vertical approved. Single Apex Flight
Navigation Management System AC 20-138B
(VNAV) operating and receiving AC 90-105
useable navigation AC 90-107
information from minimum AMC 20-27
one KGS 200 GPS receiver AMC 20-28
or optional KGS 200
GPS/SBAS receiver and air This does not
data computer. constitute an
operational
For GPS Derived Approach approval.
VNAV/VGP:
Single Apex Flight

Management System
operating and receiving
useable navigation
one KGS 200 GPS/SBAS
receiver and air data
computer.
SBAS The SBAS GNSSU Single Apex Flight Meets the
capability complies with TSO-C Management System applicable
146b Class delta 4 and operating and receiving requirements of:
TSO-C145d Class beta useable navigation
3. information from minimum AC 20-138B
one KGS 200 GPS/SBAS AC 90-105
receiver and air data AC 90-107
computer. AMC 20-27
AMC 20-28
This does not

constitute an
operational
approval.
PSM 1-64-1A Issue 2

Page 9-50-34 08 Feb. 2017
9-50.2.3.7.2 FMS-Based Navigation and Approach Limitations

When SBAS GPS is installed and approaches requiring SBAS GPS are enabled, the
FMS-based navigation and approach limitations from Section 2.13.3 (FMS Operational
Limitations) in the POH/AFM are updated to the following (for ease of reference and
completeness, all limitations including FMS-based navigation and approach limitations
not affected in the POH/AFM are presented in the following):
1 The DHC-6 Series 400 with single or dual FMS’s meets equipment and aircraft
level design / certification requirements for a variety of FMS / GPS – based enroute
and terminal navigation, and approaches, as noted in this supplement and in the
POH/AFM. This does not constitute an operational approval.
2 FMS Instrument approaches must be accomplished only in accordance with

instrument approach procedures that are contained in the Apex FMS database.
3 When flying an RNAV (GPS) approach with LPV minima and annunciation, “LPV”
must be annunciated on the PFD prior to the Final Approach Waypoint and no
navigation flags are visible.
4 The Apex FMS must incorporate the current update cycle. The pilot must verify
approach waypoints for accuracy by reference to current publications.
5 The Apex FMS is approved for FMS VFR approaches as a pilot aid only.
6 APP (approach active) must be annunciated at the Final Approach Waypoint.
7 RAIM must be available at the Final Approach Waypoint.
8 When using advisory VNAV, the altimeter on each pilot's instrument panel must
be used as the primary altitude reference for all operations. When the altimeter is
adjusted to display height above ground (QFE) rather than height above sea level,
VNAV must not be used. VNAV information is advisory only.
9 Accomplishment of the final approach segment of ILS, LOC, LOC-BC, LDA, and
SDF approaches using the FMS for guidance is prohibited.
WARNING
FMS GUIDANCE ON THE FINAL APPROACH COURSE

MAY ONLY BE USED FOR NONPRECISION APPROACHES.
FMS GUIDANCE MUST NOT BE USED FOR THE FINAL
APPROACH COURSE OF LOC, LOC-BC, LDA, SDF, AND MLS
NONPRECISION APPROACHES.
10 The FMS can only be used for approach guidance if the reference coordinate datum
system for the instrument approach is WGS-84 or NAD-83.
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11 The use of the FMS to perform RNAV operations in the designated European
airspace is limited as follows:
Given a GPS constellation of 23 satellites, or less, is projected to be

operational, the availability of RAIM must be confirmed for the intended
flight (route and time). Dispatch for RNAV must not be made in the event
of predicted continuous loss of RAIM of more than 5 minutes for any
part of the intended flight. For RAIM prediction the Honeywell Program
“Pre-flight” or equivalent approved software must be used.
12 Other approved navigational equipment (for example, VOR, ADF, etc.) must be
installed appropriate for the operational requirements.
13 The FMS must be checked for accuracy prior to use as a means of supplemental
navigation following a period of position uncertainty, dead reckoning or when
crosscheck with other onboard approved equipment reveals an error greater than
2 nautical miles. The aircraft position should be verified by visual sighting ground
reference points and/or available VOR, DME, NDB equipment.
14 When flying an FMS approach to MDA minimums the advisory vertical guidance
will not command a level off at minimums but will continue to direct a descent below
MDA. The pilot must anticipate the requirement to level off at MDA by commencing
the level off just prior to reaching MDA. The aircraft must not be permitted to descend
below MDA until the decision to land has been made.
15 FMS flight planning parameters, including fuel display parameters and estimated
time enroute, are advisory only. The fuel quantity displayed in the fuel window
of the system display (the fuel quantity that is measured by the Fuel Quantity
Gauging System) must be used for fuel quantity determination range planning, and
decision-making.
16 RNAV (GPS) approaches with Localizer Performance (LP) minima are prohibited.
9-50.2.3.8 ADS-B Out

Apex with Load 4.4 or later software with Mode S transponders with ADS-B Out enabled
must have the system interfaces in Table 9-50-3 fully functional in order to be compliant
with the equipment requirements of FAA FAR 91.227 and EASA AMC 20-24 ADS-B Out
operations (or the corresponding requirements of the local regulatory jurisdictions).
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Table 9-50-3 Required Equipment for Compliance with FAR 91.227 and AMC 20-24
Number Number
Interfaced Equipment
Installed Required
Air Data – Dual Channel ADAHRS 1 1
GPS SBAS Position Sources 2 1
Mode S Transponders 2 1
Apex with Load 4.4 or later software only complies with FAR 91.227 and AMC 20-24
for ADS-B Out when all required functions are operational. When the system is
not operational, the ADS-B Out status annunciator will indicate the failure on the
transponder tuning window.
9-50.2.4 Flap System Limitations

There are no changes to approved landing flap configurations for standard wheels from
the basic POH/AFM except that Flaps 10 normal landings are permitted for standard
wheels aircraft.
NOTE
Refer to approved AFM supplements or other approved data for other
landing gear configurations.
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9-50.2.5 Markings and Placards

The following placards and markings are introduced for the initial Phase 2 design
changes:
Figure 9-50-1 Phase 2 Markings and Placards Locations
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A. Primary Control Servo Circuit Breaker (Avionics CB Panel, Position P1) and the Trim
System Circuit Breaker (Position N1)
B. Instrument Panel PITCH TRIM Switch (Left Instrument Panel)
C. Left Control Wheel AFCS Switches (Right Side Opposite)
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The emergency and abnormal procedures contained in this supplement supersede
the Approved Flight Manual only in those areas listed. For emergency and abnormal
procedures not contained in this supplement consult the Approved Flight Manual or
any other applicable Flight Manual Supplements.
For procedures that include a CB reset, if the system failure is not cleared after one
(1) CB reset attempt, consider the system unavailable for the remainder of flight until
maintenance actions can be carried out. If required, the system CB should be pulled to
remove erroneous indications.
The definition of emergency and abnormal conditions is provided in Section 10.8.1 of

the POH. The procedures in this supplement adhere to the conventions established in
the Approved Flight Manual.
9-50.3.1 Automatic Flight Control System (AFCS)

This section and its subsections provides AFCS emergency and abnormal procedures
for the FD, AP and YD. Also refer to the Honeywell Primus Apex® Integrated Avionics
System Common Build Pilot’s Guide and the Viking DHC-6 Twin Otter Series 400
Supplement to the Honeywell Primus Apex® Integrated Avionics System Common Build
Pilot’s Guide (refer to Para 9-50.2.3.1).
9-50.3.1.1 Engine and Propeller Emergencies and Abnormalities with

Autopilot Engaged
INDICATION
Indications are explained for each Emergency and Abnormal scenarios in Section 3
of the POH/AFM that involves a power loss or failure resulting in engine shutdown.
Engine and propeller related emergencies and abnormalities include the following:
Section 3.4.3 Engine Failure Airborne, After VMC
Section 3.4.4 Engine Failure During Flight
Section 3.5.2 Engine Fire in Flight
Section 3.12.1 Engine Shutdown in Flight
ACTION
1 Disengage AP / YD by pressing either AP DISC control wheel button.
2 Manually fly aircraft and follow applicable procedure(s) in Section 3 of the POH/AFM.
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3 Re-trim as required.
4 Once procedure(s) is complete, AP and YD may be used as desired.
NOTE
The autopilot has limited authority to counter the effects of asymmetric
power often associated with an engine or propeller related emergency
or abnormal condition. If there is any doubt as to the effectiveness
of the autopilot to adequately control the aircraft, the pilot shall
disengage the autopilot and fly the aircraft manually.
NOTE
Power changes during single engine flight will require pilot application
of rudder and yaw trim to maintain coordinated flight. Consider use
of Bank Limit (BL) Mode during single engine operation in ROL and
HDG FD modes.
NOTE
AP will not maintain the optimum single engine climb technique (3 to
5° bank towards live engine, 1/2 ball slip indication). Disengage AP
and YD and fly manually if optimal single engine climb performance
is required.
9-50.3.1.2 Autopilot Disengage – Intentional

INDICATION
1 AP or YD disengagement, as desired.
ACTION
The AP may be disengaged utilizing any one of the following methods:
NOTE
All AP disconnects (except for GA and TCS button press) will trigger
Apex to sound persistent “Cavalry Charge” Aural Warning which must
be silenced by press of either AP DISC control wheel button after
approximately 1.5 seconds.
1 Press either AP DISC control wheel button (both AP and YD will disengage).
2 Press the AP button on the FC (AP only will disengage).
3 Press the YD button on the FC (both YD and AP will disengage).
4 Select electric pitch trim UP or DN as appropriate (both AP and YD will disengage).
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5 Press either GA control wheel button (both AP and YD will disengage).
NOTE
Pressing the GA button will activate ROL and GA FD modes, and will
select FMS as the active NAV source for the PFD. Desired active and
armed FD Modes and NAV SEL source must be selected.
6 Press and hold the TCS button (AP servos will disengage temporarily, until release
of the TCS button).
IF NORMAL DISENGAGE METHODS ARE NOT SUCCESSFUL:
7 PITCH TRIM switch – Select DISABLE

NOTE
If the DISABLE selection is made during automatic AP actuation
of the pitch trim servo, several seconds may elapse before AP
disengages.
8 AP SERVOS CB (position P1) – PULL
IF AP SERVO ARE STILL ENGAGED:
9 Flight Controls – Actuate with force (AP Servo clutch forces permit manual override
in all control axes).
9-50.3.1.3 Autopilot Disengage – Automatic

INDICATION
1 Persistent “Cavalry Charge” Aural Warning.
NOTE
The persistent “Cavalry Charge” aural warning must be
acknowledged by the flight crew after 1.5 seconds with a push of the
AP DISC button on the control wheel.
2 PFD Mode indication shows A/P flashing Red and White.
3 AP servos have disconnected, leaving flight controls free.
ACTION
1 Take manual control of the aircraft.
2 After approximately 1.5 seconds, press either AP DISC control wheel button to
acknowledge the disconnect and to silence the aural.
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3 Investigate cause of disconnect (determine if any CAS messages [e.g. -AP 1 Fail-]
open CB’s indicate system failures).
IF AP RE-ENGAGEMENT IS DESIRED:
4 Ensure FD modes are configured as desired.
5 Manually follow the FD commands.
6 Manually trim the aircraft for current fight requirements.
7 Engage AP.
NOTE
Causes for AP automatic disengage include:
- Indication of Stall Warning encountered on PFD

- One or more of the AP servo(s) exceed torque limits or fail internal
checks
- Detection by AP monitors that aircraft dynamic conditions or
servo operating conditions require AP disengagement
- Major degradation, interruption or failure of input electrical power
9-50.3.1.4 Go-Around – One Engine Inoperative

INDICATION
1 Go-Around from current approach desired.
ACTION
1 Press either Green GA control wheel button (AP and YD will disconnect).
2 Operating Engine – Set Maximum Power.
NOTE
Advance power lever to the torque, T5 or NG limit, whichever is
reached first.
3 Manually follow FD commands.
4 Manually adjust pitch to achieve airspeed of 80 KIAS.
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NOTE
FD guidance will not command or maintain the optimum single
engine climb technique (3 to 5° bank towards live engine, 1/2 ball slip
indication). If optimal single engine climb performance is required,
the pilot must fly manually and disregard FD commands.
5 Follow One Engine Inoperative Missed Approach (Flap 10) procedure from Section
3.9.2 of the POH/AFM.
6 AP may be re-engaged above MEH (400 feet AGL) provided aircraft is trimmed for
one engine inoperative flight.
CAUTION
PRESSING THE GA BUTTON WILL SELECT FMS AS THE ACTIVE

NAV SOURCE FOR THE PFD. IF A NAVIGATION SOURCE OTHER
THAN FMS IS DESIRED, IT MUST BE SELECTED MANUALLY.
CAUTION
GO AROUND FD GUIDANCE IS ADEQUATE FOR INITIAL CLIMB

GUIDANCE ONLY. ONCE STABILIZED IN GO-AROUND, FD
MODES SHOULD BE RESET TO PROPERLY NAVIGATE THE
MISSED APPROACH AND MAINTAIN A SAFE AIRSPEED FOR
REQUIRED CLIMB PERFORMANCE.
NOTE
Power changes during single engine flight will require pilot application
of rudder and yaw trim to maintain coordinated flight. Consider use
of Bank Limit (BL) Mode during single engine operation in ROL and
HDG FD modes.
9-50.3.1.5 FD Source Data – Invalid or Miscompare

NOTE
Typical causes for source data to become invalid:
- Change to active FMS leg during NAV or APR FD modes

- Change preselected altitude value during ASEL capture
- Change coupled source (L or R, commanded or automatic)
- Display reversion affecting coupled source PFD
- Failure or change to coupled ADAHRS or NAV source
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INDICATION
1 FD reverts to basic modes ROL and/or PIT.
2 Miscompare or ‘Question mark’ indications on PFD.
ACTION
1 Confirm valid data for the desired mode is available to the FD.
2 L/R selection and FD modes – Use as desired
IF VALID DATA IS NOT AVAILABLE FOR REQUIRED FD MODE(S):
3 FD – Deactivate
CAUTION
ACTIVE AND ARMED FD MODES ARE INDICATED ON

THE PFD’S. CHANGES TO FD MODES (INTENTIONAL OR
OTHERWISE) ARE NOT ACCOMPANIED BY ANY AURAL
ANNUNCIATION OR CAS MESSAGE. IN ORDER TO PREVENT
DISCONTINUITIES IN FLIGHT PATH CONTROL, FD MODES ARE
DROPPED WHEN SOURCE DATA IS CHANGED.
CAUTION
INPUT DATA FAILURES MAY CAUSE FD TO COUPLE TO

OPPOSITE PFD.
9-50.3.1.6 AP Holding CAS Message (Caution Level, Amber)

INDICATION
Presentation of any of the ‘AP Hold’ CAS messages in Table 9-50-4 indicates that
AP disconnect may occur due to excessive servo torque, or other situations trending
beyond the capabilities of the AP.
Table 9-50-4 AP-Generated “Holding” CAS Messages

Control Axis CAS Message Remarks
-AP Hold Nose UP- AP will post caution level CAS
Pitch Axis message(s) under conditions where
-AP Hold Nose DN- limits are approached progressively.
-AP Hold LH Wing DN- CAS message may not post if mistrim
Roll Axis occurs rapidly, e.g. if manual rudder or
-AP Hold RH Wing DN- electric aileron trim are applied rapidly.
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NOTE
During periods of normal aircraft acceleration / deceleration and
/ or flap position change and / or during large power changes,
transient -AP Hold Nose UP- or -AP Hold Nose DN- messages
are presented (generally less than two [2] seconds). Under normal
operational conditions, the AP and the Automatic Pitch Trim System
will resolve the underlying conditions causing the CAS message and
the message will disappear.
ACTION
1 When an “AP Hold” CAS message is posted – guard controls.
IF CAS MESSAGE PERSISTS FOR MORE THAN FIVE (5) SECONDS:
2 Disconnect AP utilizing either control wheel AP DISC button while holding control
inputs as per CAS message (e.g. if -AP Hold Nose UP- message is posted, pilot
should hold nose up pressure on the control yoke while disconnecting AP to avoid
a nose down aircraft response after servos disengage).
3 Re-trim the aircraft for current flight requirements.
4 If desired, AP may be re-engaged and used normally.
IF MESSAGE APPEARS, RE-APPEARS FREQUENTLY FOR PERIODS OF

LONGER THAN FIVE (5) SECONDS, OR IF AUTOMATIC AP DISCONNECTS
OCCUR:
5 Discontinue use of AP / YD.
6 Report fault to maintenance personnel for investigation.
9-50.3.1.7 AP Servo Runaway

INDICATION
1 While AP is engaged, uncommanded departure from intended flight path in one or

more axes.
2 Excessive pitch or bank angles develop.
ACTION
1 Control Wheel – Grasp firmly.
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3 Recover aircraft manually to desired attitude and flight path.
4 Do not re-engage AP.
5 Set-up FD guidance as required for intended phase of flight.
6 Confirm valid FD guidance is available and continue to use FD.
NOTE
AP servo runaways will disengage the AP. AP should not be used
until problem can be diagnosed and rectified.
9-50.3.1.8 Pitch Trim System Runaway

INDICATION
1 CAS message -Pitch Trim Runaway- illuminates.
2 Aural alert “Trim Runaway”.
3 AP (if engaged) may automatically disengage.
ACTION
1 Press and hold either AP DISC control wheel button.
2 PITCH TRIM switch – Select DISABLE.
3 Release the AP DISC control wheel button.
4 Do not re-engage AP / YD.
5 Manually re-trim as required.
9-50.3.1.9 Flight Control Abnormalities

The following AFCS procedure is used for any of the Flight Control Abnormalities in
Section 3.20 of the POH/AFM and its subsections.
INDICATION
1 Nonresponsive primary flight control(s) (free or jammed) or restricted movement

noticed on any primary flight control.
2 If AP is engaged, persistent or frequent “AP Hold” CAS messages and/or associated

AP disconnects.
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ACTION
1 Guard controls “hands-on”.
3 Regain control of aircraft following appropriate procedure applicable to the

abnormality encountered per Section 3.20 and its subsections of the POH/AFM.
4 Determine whether manual or coupled flight is more effective at controlling the

aircraft, proceed accordingly.
CAUTION
CONFIGURATION CHANGES SHOULD BE MADE CAUTIOUSLY.

EXCESSIVE MANEUVERING SHOULD BE AVOIDED.
9-50.3.1.10 Ice Related Emergencies

INDICATION
1 The rate of ice accretion increases to SEVERE.
2 The rate of ice accretion is such that cruising speed at a constant power setting
is reduced by more than 10 KIAS with all installed and functioning de-ice systems
operating.
ACTION
1 AP – Disengage
2 Follow procedure in POH/AFM Section 3.7, Icing Emergencies.
NOTE
Use of AP may be resumed after icing conditions have been exited
and airframe is free of ice.
9-50.3.1.11 Emergency Descent

Flight Director and Autopilot may be used within their approved limitations during
emergency descents.
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9-50.3.1.12 Electrical Load Shedding Procedure

NOTE
The AP, YD, and electric pitch trim servos introduce a small
continuous load on the aircraft battery. Disengaging these systems is
not required to meet the minimum 30 minutes battery only operation
certification requirements.
Use of the AP, YD, and electric pitch trim systems is beneficial
to reduce cockpit workload during abnormal and emergency
procedures.
At the pilot’s discretion, the AP, YD, and electrical pitch trim systems
may be turned off to offer slightly increased time available before the
main aircraft battery capacity is completely depleted.
The following procedure will turn off the AP, YD, and electric pitch trim when the flight
crew needs to further reduce the electrical power load for Group 2 Items in Section
3.14.8, Electrical Load Shedding Procedure, of the POH/AFM.
ACTION
1 Complete Group 1 Items’ checklist in Section 3.14.8 of the POH/AFM.
2 AP DISC control wheel button – Press to disengage AP / YD
3 Confirm on the Flight Controller that YD and AP annunciations are not illuminated.
4 PITCH TRIM switch – Select DISABLE to turn off the Electric Pitch Trim
5 Fly aircraft manually, control pitch trim through mechanical pitch trim wheel.
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9-50.3.1.13 AFCS Cyan (Advisory) CAS Messages

9-50.3.1.13.1 -AP 1 Fail- CAS Message
ACTION
1 Confirm PITCH TRIM switch – NORMAL
2 If CAS message persists, AP is unavailable.
NOTE
If AP is installed and any power interruption has occurred prior to
completion of the MAU's internal self-test at initial power-up, -AP 1
Fail- may persist longer than 2 minutes. If this occurs, an OFF/ON
cycle of the master power is required to allow the MAU to reboot
without power interruptions.
9-50.3.1.13.2 -YD 1 Fail- CAS Message

ACTION
1 AP and YD are unavailable for flight.
NOTE
completion of the MAU's internal self-test at initial power-up, -YD 1
Fail- may persist longer than 2 minutes. If this occurs, an OFF/ON
cycle of the master power is required to allow the MAU to reboot
without power interruptions.
9-50.3.1.13.3 -AFCS Fault- CAS Message

ACTION
1 AP and FD normal functionality cannot be assured for the remainder of flight. Use
of AP and FD is at pilot’s discretion.
2 Report AFCS Fault to maintenance.
9-50.3.2 Synthetic Vision System (SVS) (SmartView)

NOTE
SVS (SmartView) presentation is advisory only, and must not be
used as a primary means of ensuring terrain clearance and obstacle
avoidance, or as a primary means of navigation.
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9-50.3.2.1 SVS Failure

INDICATION
1 SVS overlay selected but not displayed.
NOTE
SVS may require approximately two (2) minutes to recover after AGM
processor or valid interfaced data interruptions (e.g. GPS).
2 Abnormal or misleading SVS indications are presented.
NOTE
Certain SVS failures may be temporary in nature due to failure or
reduced integrity of GPS information, Geometric Altitude input from
EGPWS failure, radar altimeter failure, display refresh rate issue,
PFD reversion (PFD composite mode) selected, etc.
3 CAS messages indicating GPS, EGPWS, or AGM failure conditions.
4 PFD caution annunciation(s) SV RATE, SV POS, SV FPS, SV TER, SV TRK, and/or

SV REV.
NOTE
Detailed description of the above PFD caution annunciations is
contained in the Honeywell Primus Apex® Integrated Avionics System
Common Build Pilot’s Guide.
ACTION
IF SVS FUNCTIONALITY IS NEITHER ERRONEOUS, INTERMITTENT, NOR

DISTRACTING:
1 No action is required – SVS may remain selected for overlay on PFD and SVS
functionality may be automatically returned in a few minutes depending on the
source of the failure. While SVS failed, the PFD will automatically revert to the IPFD
presentation.
IF SVS FUNCTIONALITY IS ERRONEOUS, INTERMITTENT OR DISTRACTING:
2 PFD OVRLY button – Press
3 SVS ON overlay button – Deselect
4 Use IPFD for remainder of flight.
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9-50.3.3 Vertical Situation Display (VSD) Abnormalities
CAUTION
VSD PRESENTATION IS ADVISORY ONLY, AND MUST NOT

BE USED AS A PRIMARY ALTITUDE REFERENCE OR AS A
PRIMARY MEANS OF ENSURING OBSTACLE CLEARANCE AND
TERRAIN AVOIDANCE.
NOTE
VSD presentation is based on the current aircraft barometric altitude
and is not temperature compensated. As such, a current altimeter
setting must be used and indications will be subject to all traditional
altimetry errors as well as VSD presentation errors.
When FMS waypoints have been temperature compensated by the

FMS Temperature Compensation Function (refer to Para 9-50.4.6.3),
the VSD displays the waypoints and calculated flight path profile
based on the temperature compensated waypoint altitudes.
INDICATION
1 Abnormal or misleading VSD indications are presented that are inconsistent with
aircraft altitude and position determined by primary barometric altimeter and position
sources.
ACTION
1 Use primary or standby barometric altimeter and available navigation equipment

to validate the safety of the current and planned operating altitudes, and to ensure
terrain and obstacle clearance.
NOTE
VSD is advisory only and must not be used as a primary means of
ensuring obstacle and terrain clearance.
9-50.3.4 TCAS II Abnormal Procedures
9-50.3.4.1 TCAS II Fail Annunciation

INDICATION
1 -TCAS Fail- CAS message or TCAS FAIL annunciation on the PFD and MFD.
2 “TCAS System Test Fail” aural after a TCAS II self-test.
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ACTION
1 Deselect and reselect TCAS display on the PFD and/or on the MFD.
IF TCAS FAIL MESSAGE AND ANNUNCIATION DOES NOT CLEAR:
2 Pull and reset the TCAS circuit breaker (position H5) to reset the TCAS processor.
3 Verify proper operation of all interfaced equipment required for TCAS operation and
resolve any failures (e.g. Transponder, ADAHRS or Radar Altimeter).
4 TCAS functionally will not be available.
IF TCAS FAIL MESSAGE AND ANNUNCIATION CLEARS:
5 Normal TCAS operation can be expected.
NOTE
A TCAS Fail will be presented when ADAHRS track source is GPS
and ground speed is less than 7 knots. When ground speed exceeds
7 knots the TCAS will automatically return to normal operation.
9-50.3.4.2 TCAS II Abnormal Traffic Display

INDICATION
1 Target display abnormalities occur.
NOTE
Unless individual traffic targets indicated by TCAS system can be
visually confirmed as anomalous, all TA and RA information should
be treated as valid.
ACTION
1 Pull and reset TCAS circuit breaker (position H5) to reset the TCAS II processor
and clear the abnormalities.
IF TARGET DISPLAY ABNORMALITIES ARE CLEARED:
2 Continue to operate TCAS II system for the remainder of the flight.
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IF TARGET DISPLAY ABNORMALITIES ARE NOT CLEARED:
3 Disable TCAS system by pulling circuit breaker (position H5) for remainder of flight.
9-50.3.4.3 Transponder Failure

INDICATION
1 -XPDR 1 Fail- or -XPDR 2 Fail- CAS messages.
ACTION
Select alternate transponder for use:
1 Press XPDR soft key on PFD or XPDR button on Multifunction Controller (MFC).
2 Press DETAIL button on PFD Controller or MFC.
3 Press XPDR SEL soft key on PFD to select alternate XPDR for use.
9-50.3.5 Dual Flight Management System (FMS)
9-50.3.5.1 Single FMS Failure

INDICATION
1 -FMS1 Fail- or -FMS2 Fail- CAS messages.
2 Unable to access FMS functionality through the FMS MFD window.
ACTION
1 Select the functioning FMS as the navigation source for display on the affected PFD.
2 Verify proper FMS functions are restored on the functioning FMS.
3 Verify flight plan and waypoints are complete and correct in functioning FMS.
4 Complete flight on functioning FMS.
9-50.3.5.2 Dual FMS Failure

INDICATION
1 -FMS1+2 Fail- CAS message.
2 Unable to access FMS functionality through the FMS MFD window.
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ACTION
1 Select alternate means of navigation appropriate for the route and phase of flight.
9-50.3.5.3 Dual Flight Management Systems Become Unsynchronized

INDICATION
1 Lack of cyan extended arrival runway centerline in SVS overlay (“breadcrumbs”) on

one PFD.
2 CDI display remains white on uncoupled side when course is armed or active
instead of cyan and magenta respectively.
3 Abnormal FMS operation, database or flight plan loading.
ACTION
1 Verify FMS SYNCH is selected (MFD Avionics window).
2 Verify flight plan and waypoints are complete and correct in synchronized FMS’s.
IF RELIABLE FMS NAVIGATION CANNOT BE RESTORED:
3 Select alternate means of navigation appropriate for the route and phase of flight.
NOTE
When both FMS’s are operational the custom database is
automatically synchronized between the FMS’s. If changes
are made to the custom database when only one FMS is
operational or the FMS’s are unsynchronized, and the second FMS
subsequently becomes operational, the custom databases must
be manually synchronized. Refer to the Honeywell Primus Apex®
Integrated Avionics System Common Build Pilot’s Guide (refer to
Para 9-50.2.3.1) for additional information.
9-50.3.6 GNSS SBAS Abnormal Procedures
9-50.3.6.1 FMS/GPS Failures – General

Should a GPS or an FMS system component fail, the fault will be detected and indicated
by PFD navigation flags, an annunciation and/or CAS message.
If FMS navigation information is intermittent or lost, utilize remaining operational

navigation equipment as may be required by regulation.
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NOTE
Primus Apex is a GPS-based FMS. The FMS does not use blended
position sensor solutions for any operations. Rather, the GPS with
the best horizontal and vertical navigation solution is utilized as the
navigation source for any operations requiring FMS navigation and
approaches.
9-50.3.6.2 Degraded FMS Accuracy

INDICATION
-DGRD- displayed on the attitude indicator and/or -UNABLE RNP- displayed in the FMS
message window when FMS accuracy cannot be assured due to the GPS Estimated
Position Uncertainty (EPU) being greater than the required RNP for that particular
phase of flight.
ACTION
Continue navigating using the FMS or revert to an alternate means of navigation

appropriate to the route and phase of flight.
When continuing to use FMS enroute navigation, position is to be verified every fifteen
minutes using another appropriate approved navigation system.
If condition persists, FMS approaches are prohibited.
NOTE
GPS navigation accuracy can degrade for a number of reasons
related to the GPS satellites as well as to GPS receiver faults.
Refer to Table 9-50-7 in Section 4 and the Honeywell Primus Apex®
Integrated Avionics System Common Build Pilot’s Guide (refer to
Para 9-50.2.3.1) for additional information on integrity / degrade
annunciations.
9-50.3.6.3 Dead Reckoning Navigation Mode

INDICATION
-DR- is displayed on the attitude indicator when a valid GPS position solution is
unavailable. The FMS uses the GPS sensors to determine aircraft position. When
position information from the GPS sensors is lost during flight, the FMS reverts to using
heading and airspeed data from the ADAHRS to calculate position based on dead
reckoning from the last known GPS position.
ACTION
Select another NAV aid as appropriate.
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9-50.3.6.4 LPV Unavailable

Outside of 2 NM from FAWP or FAF:
INDICATION
If an LPV approach becomes unavailable outside of 2 NM from the FAWP or FAF

(before -APP- indication is displayed on the PFD), the -LPV UNVL- annunciation is
displayed and the vertical deviation NAV source automatically changes to VNAV, as
Figure 9-50-2 LPV Unavailable Outside APP Indication
ACTION
IF NAV PREVIEW IS ACTIVE:
1 Deselect NAV Preview.
IF -LPV UNVL- DISAPPEARS:
2 Continue with LPV approach.
IF -LPV UNVL- PERSISTS:
3 Do not descend to LPV minimums.
4 If available, descend to other RNAV (non LPV) minimums, or select another

approach or execute missed approach.
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08 Feb. 2017 Page 9-50-57
Within 2 NM from FAWP:
INDICATION
1 -LPV UNVL- displays on PFD replacing -LPV- under the FD vertical mode display.
This has occurred after -APP- indication was displayed on the PFD within 2 NM of
the FAWP or FAF (but is no longer displayed).
2 The vertical and/or lateral deviation pointers are replaced with a red X, as shown in
Figure 9-50-3 and Figure 9-50-4.
Figure 9-50-3 LPV Unavailable Inside APP Indication
Figure 9-50-4 Lateral Deviation Data Invalid
ACTION
1 Do not descend.
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2 Execute a missed approach.
NOTE
The red X continues to be displayed until a go-around is completed
or an alternate approach is reloaded.
9-50.3.6.5 FMS INAV Map Messages

The following messages will appear on the FMS INAV map window when appropriate.
If any of the situations cannot be resolved, reliance on GNSS SBAS for approach
guidance is prohibited. For additional information on these messages, refer to the
Honeywell Primus Apex® Integrated Avionics System Common Build Pilot’s Guide
(refer to Para 9-50.2.3.1).
INDICATION
-MS-LPV MISCOMPARE- – Displayed after transmitting the FAS DB for at most five
times and the GPS receiver is in SBAS PA mode but the FMS compares the FMS
Channel ID for the approach with the GPS Channel ID and are not a match.
-PREDICT LPV UNAVAIL- – Displayed if no alternate valid GPS sensor is available for
SBAS operations and the SBAS 5 minute look ahead predicts inadequate geometry to
complete the approach when the aircraft is within 3 NM of the FAWP or FAF.
-SBAS APPR LOAD FAIL- – When after transmitting the FAS DB for, at most, 5 times
and the GPS receiver signals the FAS DB did not load successfully.
-NO POSITION SENSORS- – Displayed when the following conditions are satisfied:
The aircraft is airborne; no sensors are being used as a position reference source (the
navigation mode is dead reckoning or no navigation); and Heading and/or TAS are
invalid (the last known position can no longer be integrated by the FMS).
ACTION
1 Discontinue use of SBAS navigation on approach.
2 Revert to an alternate means of navigation.
9-50.3.7 ADS-B OUT
9-50.3.7.1 Failures Affecting ADS-B Out

INDICATION
1 CAS Messages such as -XPDR 1 Fail-, -XPDR 2 Fail-, -ADC A Fail-, -ADC B Fail-,
-GPS 1 Fail-, -GPS 2 Fail- or -Unable FMS-GPS MON-.
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2 The ADS-B Out status displayed in amber indicates ADS-B Out is failed.
3 When the ADS-B Out status is not displayed, ADS-B Out is disabled by Apex
configuration option, or the XPDR indicates ADS-B Out is selected off, or the XPDR
is failed.
NOTE
The loss of an interfaced input to the Honeywell KXP 2290A Mode S
transponder may cause the transponder to stop transmitting ADS-B
Out data. Depending on the nature of the fault or failure, the KXP
2290A may no longer be transmitting all of the required data in the
ADS-B Out messages.
ACTION
1 Confirm ADS-B Out is enabled on XPDR detail window for active transponder.
To ENABLE ADS-B Out:
a Press XPDR soft key on PFD or XPDR button on Multifunction Controller (MFC).
b Press DETAIL button on PFD Controller or MFC.
c Press XPDR TCAS soft key on PFD to select TA or TA/RA.
d Press ADS-B OUT soft key on PFD to select ON.
e Verify the ‘ADS-B OUT’ status annunciator is displayed in white.
2 Verify proper operation of all interfaced equipment and resolve any failures (e.g.
Transponder, ADAHRS or GPS).
IF ADS-B OUT PROBLEM PERSISTS:
3 Use alternate transponder for remainder of flight.
To Select Alternate Transponder:
a Press XPDR soft key on PFD or XPDR button on Multifunction Controller (MFC).
b Press DETAIL button on PFD Controller or MFC.
c Press XPDR SEL soft key on PFD to select alternate XPDR for use.
d Verify the ‘ADS-B OUT’ status annunciator is displayed in white.
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9-50.3.7.2 ADS-B Out Emergency Status

The ADS-B Out system automatically transmits an ADS-B emergency status whenever
Mode 3/A code of 7500, 7600, or 7700 is selected in the transponder tuning window.
The ADS-B Out emergency status will be automatically cancelled when the Mode 3/A
code is selected away from 7500, 7600, or 7700.
9-50.3.8 “Too Low Flaps” Aural Alert

INDICATION
1 During approach to landing, the aural alert “Too Low Flaps” comes on.
ACTION
IF LANDING IS INTENDED WITH FLAP LESS THAN 20:

NOTE
Flap less than 20 landing may include:
- Abnormal procedure flap 0 landing
1 FLAP OVRD button on MFC – Press
2 Verify -FLAP OVRD Active- CAS message is displayed.
3 If TAWS is selected for PFD overlay, FLAP OVRD annunciation will also be displayed
to the left of the HSI.
4 Continue with Landing.
IF LANDING WITH FLAPS GREATER THAN 10 IS INTENDED:
5 Conduct Go-Around as per POH/AFM Section 4.16.
6 Return for Landing, as required.
NOTE
The TAWS Mode 4B aural alert “Too Low Flaps” is not annunciated
until penetration of an altitude below 170 feet AGL, which allows
insufficient time for flaps to travel to an increased setting prior to
landing.
9-50.3.9 Summary of CAS Messages

There are a number of new CAS messages introduced by the Phase 2 Avionics
Upgrade. Table 9-50-5 provides a summary of Crew Alerting System (CAS) messages,
the probable cause of the CAS message, and suggested crew action. As appropriate,
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08 Feb. 2017 Page 9-50-61
references to the applicable section in the POH/AFM or this supplement are provided
in the “Actions or Remarks” column.
For other Apex CAS messages, refer to the Honeywell Primus Apex® Integrated
Avionics System Common Build Pilot’s Guide and the Viking DHC-6 Twin Otter Series
400 Supplement to the Honeywell Primus Apex® Integrated Avionics System Common
Build Pilot’s Guide (refer to Para 9-50.2.3.1).
Table 9-50-5 Phase 2 CAS Message Summary

CAS Message or
Probable Cause Action or Remarks
Indication
Warning (Red) CAS Messages
-Config Miscompare- Hardware Problem Ref POH/AFM Section 3.8.14
-Door Unlocked- Insecure Door Ref POH/AFM Section 3.8.12
-Fuel Low Both Tanks- Low Fuel Ref POH/AFM Section 3.8.13
-Generators Off- Both generators off Ref POH/AFM Section 3.8.9
-Hydraulic Power Fail- HYDRAULIC OIL PUMP Ref POH/AFM Section 3.8.10
CB is out
-Hydraulic Press Low- Hydraulic pressure is less Ref POH/AFM Section 3.8.11
than 1,225 PSI, when
aircraft is on ground
-Left Engine Fire- Overheat in nacelle Ref POH/AFM Section 3.8.1
-Left Engine NG- Limits exceeded Ref POH/AFM Section 3.8.4
-Left Engine Temp- Limits exceeded Ref POH/AFM Section 3.8.2
-Left Engine Torque- Limits exceeded Ref POH/AFM Section 3.8.3
-Left Oil Pressure- Limits exceeded Ref POH/AFM Section 3.8.7
-Left Oil Temp- Limits exceeded Ref POH/AFM Section 3.8.8
-Left Prop Low Pitch- Uncommanded reverse Ref POH/AFM Section 3.8.6
-Left Prop Overspeed- Limits exceeded Ref POH/AFM Section 3.8.5
-Right Engine Fire- Overheat in nacelle Ref POH/AFM Section 3.8.1
-Right Engine NG- Limits exceeded Ref POH/AFM Section 3.8.4
-Right Engine Temp- Limits exceeded Ref POH/AFM Section 3.8.2
-Right Engine Torque- Limits exceeded Ref POH/AFM Section 3.8.3
-Right Oil Pressure- Limits exceeded Ref POH/AFM Section 3.8.7
-Right Oil Temp- Limits exceeded Ref POH/AFM Section 3.8.8
-Right Prop Low Pitch- Uncommanded reverse Ref POH/AFM Section 3.8.6
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Table 9-50-5 Phase 2 CAS Message Summary (continued)

CAS Message or
Indication
-Right Prop Overspeed- Limits exceeded Ref POH/AFM Section 3.8.5
Caution (Amber) CAS Messages
-Aft Fuel Qty Low- Low Fuel Ref POH/AFM Section 3.15.5
-AP Hold LH Wing Apex has detected an Ref Section 9-50.3.1.6
Down- aileron mistrim that
requires the pilot to apply
left wing down aileron
to prevent undesirable
aircraft response if the
AP disconnects or is
disconnected.
-AP Hold RH Wing Apex has detected an Ref Section 9-50.3.1.6
Down- aileron mistrim that
requires the pilot to apply
right wing down aileron
disconnected.
-AP Hold Nose Down- Apex has detected a Ref Section 9-50.3.1.6
pitch trim or elevator
mistrim that requires
the pilot to apply hold
nose down elevator
disconnected.
-AP Hold Nose Up- Apex has detected a Ref Section 9-50.3.1.6
pitch trim or elevator
mistrim that requires
the pilot to apply hold
nose up elevator to
prevent undesirable
disconnected.
-Doors Unlocked- Insecure Door Ref POH/AFM Section 3.19.1
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CAS Message or
Indication
-Duct Overheat- RAM AIR valve closed Ref POH/AFM Section 3.18.2
-ELT Active- ELT activated Ref POH/AFM Section 3.19.2
-ESIS On Batt Power- DC Bus failure Ref POH/AFM Section 3.17.3
-Fuel Crossfeed Fail- Valve failure Ref POH/AFM Section 3.15.7
-Fuel Quantity Fail- Hardware Problem Ref POH/AFM Section 3.15.8
-Fwd Fuel Qty Fail- Low Fuel Ref POH/AFM Section 3.15.5
-Hydraulic Press Low- Hydraulic pressure is less Ref POH/AFM Section 3.16.1
than 1,225 PSI, when
aircraft is in flight
-Hyd Pump Over Temp- Electric hydraulic pump Ref POH/AFM Section 3.16.2
has overheated
-Left Engine Temp- Limits exceeded Ref POH/AFM Section 3.12.5
-Left Fuel Flow Low- Flameout Ref POH/AFM Section 3.15.1
-Left Gen Volts- Limits exceeded Ref POH/AFM Section 3.14.4
-Left Generator Amps- Limits exceeded Ref POH/AFM Section 3.14.5
-Left Generator Off- Generator offline Ref POH/AFM Section 3.14.2
-Left Oil Pressure- Limits exceeded Ref POH/AFM Section 3.12.3
-Left Oil Temp Low- Extreme cold Ref POH/AFM Section 3.12.4
-Left Probe Fail- Pitot heater failure Ref POH/AFM Section 3.17.2
-Left Prop Speed- Limits exceeded Ref POH/AFM Section 3.13.3
-Left Wing Fuel Pump- Wing pump failure Ref POH/AFM Section
3.15.10
-Left Wing Refuel On- WING TANK fuel switch Ref POH/AFM Section 3.15.9
selected to REFUEL,
when aircraft in flight
-Main Battery Amps- High battery discharge Ref POH/AFM Section 3.14.7
rate
-Main Battery Off- BATTERY switch is off Ref POH/AFM Section 3.14.9
and external power is not
present
-Main Battery Volts- Main battery is below 22 Ref POH/AFM Section 3.14.6
volts
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CAS Message or
Indication
-Pitch Trim Runway- Apex has detected Ref Section 9-50.3.1.8
an uncommanded
movement of the electric
pitch trim
-Pneumatic Press Low- Low NG, or BLEED AIR Ref POH/AFM Section 3.18.1
-Pump 1 Aft Press- Pump failure Ref POH/AFM Section 3.15.2
-Pump 1 Forward Pump failure Ref POH/AFM Section 3.15.2
Press-
-Pump 2 Aft Press- Pump failure Ref POH/AFM Section 3.15.4
-Pump 2 Forward Pump failure Ref POH/AFM Section 3.15.4
Press-
-Reset Props- Props not forward Ref POH/AFM Section 3.13.4
-Right Engine Temp- Limits exceeded Ref POH/AFM Section 3.12.5
-Right Fuel Flow Low- Flameout Ref POH/AFM Section 3.15.1
-Right Gen Volts- Limits exceeded Ref POH/AFM Section 3.14.4
-Right Generator Limits exceeded Ref POH/AFM Section 3.14.5
Amps-
-Right Generator Off- Generator offline Ref POH/AFM Section 3.14.2
-Right Oil Pressure- Limits exceeded Ref POH/AFM Section 3.12.3
-Right Oil Temp Low- Extreme cold Ref POH/AFM Section 3.12.4
-Right Probe Fail- Pitot heater failure Ref POH/AFM Section 3.17.2
-Right Prop Speed- Limits exceeded Ref POH/AFM Section 3.13.3
-Right Wing Fuel Pump- Wing pump failure Ref POH/AFM Section
3.15.10
-Right Wing Refuel On- WING TANK fuel switch Ref POH/AFM Section 3.15.9
selected to REFUEL,
when aircraft in flight
Advisory (Cyan) CAS Messages
-AFCS Fault- Indicates an AFCS fail Ref Section 9-50.3.1.13.3
condition
-AP 1 Fail- Indicates an AP fail Ref Section 9-50.3.1.13.1
condition
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CAS Message or
Indication
-Autofeather Armed- Autofeather is armed Ref POH/AFM Section 3.21.2
-Avionics Battery Low- Pre Mod 6/2315: Power Ref POH/AFM Section 3.21.4
supply to the MAu is below
19 volts
Post Mod 6/2315:

Avionics Start Battery
voltage is below 19 volts
-Avionics Fan Fail- Low Air Volume Ref POH/AFM Section 3.21.5
-Engines PT6A-34- Normal at power up
-Gear Amphibious- Normal at power up, when
in Wipline Amphibious
Float configuration
-Gear IFG Wheels- Normal at power up,
when equipped with
Intermediate Floatation
Gear
-Gear Skis- Normal at power up, when
equipped with Wheel-Skis
-Gear Wheels- Normal at power up, when
equipped with Standard
Wheel Gear
-Gear Wipline Floats- Normal at power up, when
equipped with Wipline
Seaplane Floats
-FMS1 Fail- Indicates FMS 1 has failed Ref Section 9-50.3.5.1
-FMS1+2 Fail- Indicates FMS 1+2 has Ref Section 9-50.3.5.2
failed
-FMS2 Fail- Indicates FMS 2 has failed Ref Section 9-50.3.5.1
-Left Autofeather- Engine power loss Ref POH/AFM Section 3.21.1
-Left Fire Detect CB- Circuit breaker out Ref POH/AFM Section 3.21.6
-Left Generator Off- Generator offline Ref POH/AFM Section 3.21.7
-Pneumatic Press Low- Low NG, or BLEED AIR off Ref POH/AFM Section 3.21.9
when boots selected on
-Right Autofeather- Engine power loss Ref POH/AFM Section 3.21.1
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CAS Message or
Indication
-Right Fire Detect CB- Circuit breaker out Ref POH/AFM Section 3.21.6
-Right Generator Off Generator offline Ref POH/AFM Section 3.21.7
-Takeoff Config- Pre-take-off checks not Ref POH/AFM Section 3.21.10
completed
-YD 1 Fail- Indicates a YD fail Refer to Section 9-50.3.1.13.2
condition.
Status (White) CAS Messages
-Autofeather Selected- Autofeather system is on Ref POH/AFM Section 3.21.3
(Note: Message colour has
changed to Status (White) for
Phase 2 Avionics Upgrade)
-ESIS Batt Test Pass- ESIS POWER switch Ref POH/AFM Section 3.22.1
TEST selected for 5
seconds or more
-FLAP OVRD Active- FLAP OVRD has been Ref Section 9-50.3.8 and
selected Section 9-50.4.11
-Left Wing Refuel On- WING TANK fuel selected Ref POH/AFM Section 3.21.11
to REFUEL, when on (Note: Message colour has
ground changed to Status (White) for
-Right Wing Refuel On- WING TANK fuel selected Ref POH/AFM Section 3.21.11
to REFUEL, when on (Note: Message colour has
ground changed to Status (White) for
-Vent Fan On- VENT FAN switch Ref POH/AFM Section 3.22.3
selected on
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The normal procedures contained in this supplement supersede the Approved Flight
Manual only in those areas listed. For normal procedures not contained in this
supplement consult the Approved Flight Manual or any other applicable Flight Manual
Supplements.
For a complete explanation of the system details affecting operational practices, refer to
Para 9-50.7 and to the Honeywell Primus Apex® Integrated Avionics System Common
Build Pilot’s Guide and the Viking DHC-6 Twin Otter Series 400 Supplement to the
Honeywell Primus Apex® Integrated Avionics System Common Build Pilot’s Guide (refer
to Para 9-50.2.3.1).
9-50.4.1.1 After Start

NOTE
completion of the MAU's internal self-test, -AP 1 Fail- CAS message
may persist longer than 2 minutes. If this occurs, an OFF/ON cycle
of the master power is required to allow the MAU to reboot without
power interruptions.
9-50.4.1.2 System Operational Checks

The following checks must be done once per flying day (within a 24 hour period).
NOTE
For two-crew operations, the following checks apply to buttons on
both control wheels.
Electric Pitch Trim and AP DISC Interrupt check:
1 Pitch Trim switch – NORMAL, confirm -AP 1 Fail- CAS message not present.
2 Control wheel trim selector – Hold UP or DN (both halves), confirm trim wheel
travels appropriately.
3 AP DISC button – Press and hold, confirm trim wheel stops.
4 AP DISC button – RELEASE, confirm trim wheel travel resumes.
5 Pitch Trim switch – Select DISABLE, confirm that trim wheel stops and -AP 1 Fail-
CAS message is displayed.
6 Control wheel trim selector – RELEASE
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7 Pitch Trim switch – NORMAL, confirm -AP 1 Fail- CAS message disappears.
AP DISC check:
1 Flight Controller YD button – SELECT. Confirm only YD annunciation comes on.
2 YD Active – CONFIRM. Visually confirm YD displays on PFD and physically check

rudder pedals for resistance.
3 AP DISC button – Press, confirm YD OFF.
FD check:
1 GA Button – Push, confirm FD activates into ROL and GA modes.
2 Select FD – OFF
9-50.4.1.3 Before Take-off

NOTE
AP and YD must be OFF for Take-off and Landing.
To use FD for take-off:
1 ALT SEL – Set to initial climb altitude.
2 GA button – Press
NOTE
GA provides pitch target (+9°) and ROL mode for wings level.
Activation of GA mode will also automatically select FMS as the
navigation source on the coupled PFD.
3 NAV SEL – Select PFD navigation source as required for initial routing and/or
desired FD lateral mode on Flight Controller.
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9-50.4.1.4 In-Flight Procedures
CAUTION
MODE REVERSION (INTENTIONAL OR OTHERWISE) IS

ANNUNCIATED BUT IS NOT ACCOMPANIED BY ANY AURAL OR
VISUAL CAS MESSAGE INDICATIONS AND CAN BE EXPECTED
IN A NUMBER OF NORMAL AND ABNORMAL CONDITIONS
(REFER TO Para 9-50.3 FOR PROCEDURES ASSOCIATED WITH
ABNORMAL CONDITIONS) INCLUDING THE FOLLOWING:
- CHANGE OF COUPLED SOURCE (L / R PFD)

- DISPLAY UNITS (DU) REVERSION
- DEGRADATION AND/OR SWITCHING OF SOURCE DATA
ESSENTIAL TO ANY ACTIVE FD MODE (I.E. ADHRS, FMS
CHANGES, NAV SEL, LOC FREQUENCY CHANGE, ETC.)
IF THE AUTOPILOT WAS ENGAGED DURING MODE

REVERSION, IT WILL REMAIN ENGAGED.
NOTE
FD & AP operations on any aircraft require high levels of mode
awareness. The current armed and active FD modes are annunciated
at the top of the PFDs. These modes should become part of the
pilot’s scan.
NOTE
Selections made on the Flight Controller do not guarantee activation
of a mode, confirmation of active and armed modes must be
accomplished by checking the PFD annunciations (e.g. pressing
SPD mode within 200 feet of selected altitude will not activate SPD
mode).
9-50.4.1.4.1 Flight Director – Modes & Operation

The FD may be engaged in any attitude by pressing the FD button on the FC, this will
activate the FD into basic modes (Lateral – ROL, Vertical – PIT). If the FD is engaged
beyond command limits, the FD will command a return to FD limits for each mode.
To toggle FD activation ON or OFF:
1 Flight Controller FD button – Press
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2 FD modes are armed and activated using buttons on the FC and control wheel.
Individual FD lateral and vertical modes can be used as appropriate for various
phases of flight.
Table 9-50-6 FD Modes*

Lateral Modes Vertical Modes Approach Modes
ROL, HDG, TRK, NAV, BL PIT, VS, SPD, ALT, GA, VOR approach (displayed
VNAV** as APR), LOC, BC, VGP
(displayed as LPV)
NOTE
* Refer to the Honeywell Primus Apex® Integrated Avionics System
Common Build Pilot’s Guide and the Viking DHC-6 Twin Otter
Series 400 Supplement to the Honeywell Primus Apex® Integrated
Avionics System Common Build Pilot’s Guide (refer to Para 9-50.2.
3.1) for additional mode function and annunciation information.
** ASEL and MaxSPD are automatic modes.
NOTE
FD Modes listed above can be selected based on the needs of the
phase of flight.
To toggle FD modes ON or OFF:
1 FC button for desired mode – Press
CAUTION
PILOT SELECTION OF FD MODES DOES NOT GUARANTEE

ACTIVATION OF THOSE MODES. EACH FD MODE WILL ONLY
ACTIVATE WHEN IT’S INDIVIDUAL CAPTURE CRITERIA HAS
BEEN MET. ACTUAL STATUS OF ACTIVE AND ARMED MODES
IS DISPLAYED ON THE PFD’S.
9-50.4.1.4.2 Flight Director Mode Reversion Procedures

When a mode reversion occurs:
1 Identify underlying cause of reversion. If reversion is due to invalid data source then
resolve problem prior to re-selecting affected modes on FC.
2 Confirm FC is coupled to the desired side (L/R).
3 Confirm which active and armed Vertical and Lateral Modes are annunciated on
PFD.
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08 Feb. 2017 Page 9-50-71
4 Select Desired Vertical and Lateral Mode(s) on FC and confirm active/armed status
on PFD.
9-50.4.1.4.3 Flight Director – Touch Control Steering (TCS)

To activate TCS:
1 TCS control wheel button – Press and hold.
2 Manually control the aircraft to the desired attitude and flight path.
3 When desired, TCS control wheel button – Release

NOTE
Pressing and holding either TCS button will synchronize the FD
commands to the current aircraft attitude. Releasing the TCS button
will cause the FD to resume previously active modes. If ROL, ALT,
SPD, VS or PIT are active, their targets will be modified to the flight
conditions at TCS button release. If TCS is pressed while GA is the
active vertical mode, PIT will become active.
9-50.4.1.4.4 Flight Director – Approach Considerations

APR mode should only be used when approved vertical guidance is available for an
approach (i.e. GS or VGP).
CAUTION
WHEN AN APR MODE WITH VERTICAL GUIDANCE IS ACTIVE,

THE FD WILL IGNORE ALL PRESELECTED ALTITUDES,
RESULTING IN AN OPEN DESCENT. THIS ALLOWS THE MISSED
APPROACH ALTITUDE TO BE SET ONCE GS OR VGP MODES
ARE ACTIVE.
It is recommended FD approach guidance using NAV and/or VNAV modes should be

used for all approaches without approved vertical guidance. The ALT SEL window
may be used through the approach for step-down altitudes, MDA and the subsequent
missed approach.
CAUTION
ADVISORY VERTICAL GUIDANCE AVAILABLE FOR SOME

APPROACHES MAY NOT ENSURE THE PUBLISHED ALTITUDE
RESTRICTIONS ARE MET.
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9-50.4.1.4.5 Flight Director – Go-Around (Both Engines Operating)

1 Press either Green GA control wheel button.
2 Operating Engines – Set Take-off Power.
3 Manually follow FD commands.
CAUTION
PRESSING THE GA BUTTON WILL SELECT FMS AS THE ACTIVE

NAV SOURCE FOR THE PFD. IF A NAVIGATION SOURCE OTHER
THAN FMS IS DESIRED, IT MUST BE SELECTED MANUALLY.
CAUTION
GO AROUND FD GUIDANCE IS ADEQUATE FOR INITIAL CLIMB

GUIDANCE ONLY. ONCE STABILIZED IN GO-AROUND, FD
MODES SHOULD BE RESET TO PROPERLY NAVIGATE THE
MISSED APPROACH AND MAINTAIN A SAFE AIRSPEED FOR
REQUIRED CLIMB PERFORMANCE.
4 Follow Go-Around (Balked Landing) procedure outlined in Section 4.16 of the

POH/AFM.
5 Upon reaching safe altitude select desired lateral and vertical modes.
9-50.4.1.4.6 Autopilot – Operation

The AP may be engaged in any phase of flight (other than take-off and landing) and
normal flying attitude with flaps at 0 or 10. If FD is not active prior to AP activation, FD
will be activated into basic modes (PIT vertical mode, ROL lateral mode). AP will follow
FD commands. If YD is not active prior to AP activation, YD will activate.
If AP is disconnected FD active modes and commands will be unaffected.
Ensure the aircraft is properly in trim before engaging the autopilot. Rudder trim may
be adjusted during coupled flight.
To activate AP:
1 Flight Controller AP button – Press
To deactivate AP:
1 Press one of:
a Flight Controller AP button; or
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b AP DISC control wheel button.

NOTE
Whenever persistent “Cavalry Charge” is annunciated after AP
Disconnect, wait approximately 1.5 seconds, then press AP Disc
again to silence aural alert.
9-50.4.1.4.7 Autopilot – Touch Control Steering (TCS)

To activate TCS mode with AP engaged:
1 TCS button – Press and hold

NOTE
Pressing and holding either Control Wheel TCS button will neutralize
the AP by releasing the Aileron and Elevator servo clutches.
2 Manually control the aircraft to the desired attitude and flight path.
3 When desired, TCS control wheel button – Release
9-50.4.1.4.8 Autopilot – Approach Considerations

If a landing is desired at flap settings greater than 10 flap, the AP must be disengaged
prior to selecting increased flap settings. The intended procedure for transitioning
from 10 flap AP coupled flight, to manual flight with increased flap settings should
be considered during the approach planning phase, with due regard for anticipated
weather conditions on approach, intended landing runway and the likelihood of a
missed approach / go-around. Selecting flaps to greater than 10 flap should only be
initiated once the decision to land has been made and the AP has been disconnected.
Operations in compliance with Supplement 37 may prohibit 10 flap landings under

some conditions. As required during the approach planning phase pilots are to refer to
the applicable performance information to ensure that a landing is permissible for the
intended runway at the desired flap setting.
9-50.4.1.4.9 Yaw Damper – Operation

Aircraft with the optional AP will also have a Yaw Damper (YD). YD may be activated
in any phase of flight (use of the YD is prohibited during take-off and landing) and any
normal flight attitude, and is activated automatically when the AP is engaged.
To activate YD:
1 Flight Controller YD button – Press
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DHC-6 SERIES 400
To deactivate YD:
1 Press one of:
a Flight Controller YD button; or
b AP DISC control wheel button.
9-50.4.2 Manual Electric Pitch Trim System

A manual electric pitch trim system is only available on aircraft with AP installed.
The PITCH TRIM switch must be left in the NORMAL position for normal operations.
To activate electric pitch trim:
1 Both Halves of Control Wheel PITCH TRIM rocker switches – Press and hold (UP
or DN as required).
NOTE
Activation of the manual electric pitch trim system while AP is
engaged will disengage the AP.
9-50.4.3 IPFD / SmartView (SVS)

To toggle between IPFD & SVS:
1 PFD OVRLY soft key – Press
2 SVS ON soft key – Press
3 PFD OVRLY soft key – Press
NOTE
SVS is a track-based representation of the outside world. When
transitioning from IMC to VMC, it is important for complete pilot
situational awareness that the pilot be cognizant of the relationship
between the aircraft heading and the aircraft track as displayed on
the PFD independently of the SVS presentation in order to facilitate
the transition from IMC to VMC and the location of the runway out
the windshield. Factors that affect the difference between aircraft
track and aircraft heading, as displayed on the PFD, include higher
crosswinds and lower speeds at the time of transition. As well,
transition at lower altitudes may also require more rapid visual
adjustment than if the transition occurs at higher altitude. Refer to
Para 9-50.7.5 for more information.
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TC Approved
DHC-6 SERIES 400
9-50.4.4 Vertical Situation Display (VSD)

VSD is displayed on the MFD.
To toggle VSD ON and OFF:
1 INAV map MFD VSD soft key – Press
CAUTION
VSD PRESENTATION IS ADVISORY ONLY, AND MUST NOT

BE USED AS A PRIMARY ALTITUDE REFERENCE OR AS A
PRIMARY MEANS OF ENSURING OBSTACLE CLEARANCE AND
TERRAIN AVOIDANCE.
NOTE
VSD presentation is based on the current aircraft barometric altitude
and is not temperature compensated. As such, a current altimeter
setting must be used and indications will be subject to all traditional
altimetry errors as well as VSD presentation errors.

9-50.4.5 TCAS II
9-50.4.5.1 Pilot-Initiated TCAS II Self-Test

If desired, the TCAS II can be tested on the ground using the pilot-initiated self-test
feature during cockpit preparation.
1 Select Traffic for display on PFD overlay menu.
2 Select range to 5 miles.
5 Press TRFC soft key on PFD to select ‘Go To Traffic Detail’.
6 Select ‘TCAS TEST’.
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7 The test takes approximately 8 seconds to complete. During the test, traffic targets
will be depicted on the traffic displays and a RA fly to pitch target displayed on the
ADI.
8 At the end of a successful self-test, an aural “TCAS SYSTEM TEST OK” will be
heard in the crew headsets.
9-50.4.5.2 TCAS II Operation

To toggle TCAS II ON & OFF:
4 Press XPDR TCAS soft key on PFD to cycle through modes to select TA/RA.
NOTE
Reverting from TA/RA to TA mode should only be used to prevent
unnecessary RAs when intentionally operating near other aircraft
such as closely spaced parallel runways (less than 1200 feet apart).
9-50.4.5.3 TCAS II Flight Procedures

INDICATION
1 RA instructions presented on PFD.
2 Aural RA instructions.
The RA presentation is a PFD ADI pitch target (refer to Figure 9-50-5).
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TC Approved
DHC-6 SERIES 400
Figure 9-50-5 TCAS ADI Pitch Target Symbology
ACTION
NOTE
TCAS II resolution advisory (RA) should be followed as soon as
possible unless the pilot considers it unsafe to do so, or unless the
pilot has information about the cause of the RA and can maintain
safe separation for example visual acquisition of, and safe separation
from, a nearby aircraft on a parallel approach.
1 AP DISC button (if AP installed) – Press
2 Maneuver to comply with RA command (set power and change configuration, as

required).
NOTE
After deviating from an ATC clearance or instruction in response to a
TCAS II RA, notify ATC of the deviation as soon as possible.
Following a TCAS II “CLEAR OF CONFLICT” advisory, the pilot

should expeditiously return to the applicable ATC clearance unless
otherwise directed by ATC.
The threat aircraft track or altitude information can be lost during an

RA. If so, the RA will terminate without a “CLEAR OF CONFLICT”
annunciation.
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NOTE
If a stall warning occurs during a RA maneuver, immediately abandon
the RA and execute the stall recovery procedure.
NOTE
If a climb RA is issued with the aircraft in the landing configuration,
a normal go-around should be initiated including the appropriate
power increase and configuration changes. Initiating the go-around
procedure for a climb RA does not mandate a missed approach. It
is intended to assure that the airplane is properly configured for the
expected maneuver.
In most cases, the TCAS event will be resolved with only a minor
deviation to the intended flight path and sufficient time and altitude
will exist to recover safely to the desired flight path.
Due to the climb performance characteristics of the Twin Otter, the

TCAS II installation is programmed to avoid providing Climb RA’s for
most traffic resolutions. However, when no better conflict resolution
solution is available the TCAS II may still command a Climb RA
in some circumstances. In these cases, TCAS II may command
maneuvers that may significantly reduce stall margins or result in
stall warning.
Evasive maneuvering should be limited to the minimum required to

comply with the RA. Excessive responses to RAs are not desirable or
appropriate because of other potential traffic and ATC consequences.
From level flight, proper response to an RA typically results in an
overall altitude deviation of 300 to 500 feet in order to successfully
resolve a traffic conflict.
Once a non-crossing RA has been issued, safe operation could be

compromised if current aircraft vertical speed is changed, except as
necessary to comply with the RA. This is because TCAS II-to-TCAS
II coordination may be in progress with the intruder airplane, and
any change in vertical speed that does not comply with the RA may
negate the effectiveness of the other airplane’s compliance with its
RA.
Noncompliance with a crossing RA by one airplane may result in

reduced vertical separation; therefore, safe horizontal separation
must also be assured by visual means.
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DHC-6 SERIES 400
9-50.4.6 Flight Management System (FMS)
9-50.4.6.1 General FMS Operational Considerations

The Series 400 Phase 2 FMS provides enhanced capabilities and features from those
found on Phase 1 aircraft. For operational procedures associated with the single or dual
FMS installations, refer to the Honeywell Primus Apex® Integrated Avionics System
Common Build Pilot’s Guide (refer to Para 9-50.2.3.1).
CAUTION
WHEN AN RNAV APPROACH CONTAINING LPV MINIMUMS IS

LOADED INTO THE FLIGHT PLAN, MINIMUMS WILL DEFAULT
TO LPV. IF INTENDING TO FLY AN APPROACH TO OTHER
MINIMUMS (I.E. LNAV/VNAV), THAT SELECTION MUST BE
MADE IN THE ‘STAR/LDG’ MENU.
9-50.4.6.2 FMS Database Considerations

CAUTION
NOT ALL WORLDWIDE INSTRUMENT APPROACHES

ARE LOCATED IN THE HONEYWELL DATABASE. CREWS
SHOULD ENSURE THAT THE INTENDED APPROACHES AND
TRANSITIONS ARE INCLUDED IN THE DATABASE PRIOR TO
FLIGHT.
9-50.4.6.3 Temperature Compensation

Temperature compensation can be accessed in the FMW window by selecting the
‘STAR/Landing’ tab followed by the ‘Temp Comp’ tab as shown in Figure 9-50-6.
To apply temperature compensation to waypoints in the approach:
1 Input arrival station temperature in the ‘OAT’ field.
2 Select TComp to ‘Cold’ or ‘Cold/Hot’ as required.
NOTE
TComp Cold mode provides compensation between –54 degrees
Celsius and ISA.
TComp Cold/Hot mode provides compensation between –54 degrees

Celsius and +50 degrees Celsius.
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To calculate required compensation for a specific altitude:
1 Input desired station temperature in the ‘OAT’ field.
2 Input desired altitude in the ‘TComp Calculator’ field.
CAUTION
THE TCOMP FUNCTION DOES NOT AUTOMATICALLY

TEMPERATURE CORRECT BAROMETRIC MDA, DA OR DH
APPROACH MINIMA ALTITUDES. THE PILOT MUST STILL
CALCULATE THE TEMPERATURE CORRECTIONS AND APPLY
THEM FOR APPROACH MINIMUMS.
CAUTION
BAROMETRIC VNAV GUIDANCE DURING AN APPROACH,

INCLUDING THE APPROACH TRANSITION, FINAL APPROACH
SEGMENT, AND THE MISSED APPROACH PROCEDURE IS NOT
TEMPERATURE COMPENSATED IN THE FMS UNLESS TCOMP
IS MANUALLY ENTERED PER THE ABOVE PROCEDURE.
UNLESS A TEMPERATURE LIMITATION IS PROVIDED ON
THE APPROACH CHART, OPERATING AT UNCOMPENSATED
MINIMUM IFR ALTITUDES WILL NOT PROVIDE THE REQUIRED
TERRAIN AND OBSTACLE CLEARANCE AT TEMPERATURES
BELOW ISA.
NOTE
The -TComp- dropdown menu is selectable when a valid runway

elevation exists and a valid OAT has been entered from the
destination.
The -TComp- label is displayed in amber when FMS validation of

the Temp Comp mode selection and OAT value are invalid.
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Figure 9-50-6 Temp Comp Tab
When a pending flight plan is created due to a temperature activation or removal,

the cursor moves to the Activate prompt in the waypoint list window. The pending
temperature compensated altitude is displayed in cyan, as shown in Figure 9-50-7.
When the Cancel button is pushed, the Temp Comp selections return to the previous
state.
Figure 9-50-7 Pending Temperature Compensation Altitudes
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To cancel Temperature Compensation mode, take one of the following actions:
1 Activate another pending flight plan, or;
2 Change or delete the approach, or;
3 Change or delete the destination airport, or;
4 Select temperature compensation to OFF in the TComp dropdown menu.
9-50.4.7 GNSS SBAS
9-50.4.7.1 Operation
Normal operating procedures are provided in Honeywell Primus Apex® Integrated
9-50.4.7.2 Navigation Database Verification

After power-on self-tests have been completed, the Revision Info dialog box is displayed
when the charts window is accessed for the first time after aircraft power-up. The crew
can confirm geographical coverage and currency of the navigation charts prior to using
the charts function.
Out-of-date databases are indicated by -AGM 1 DB Old-, -AGM 2 DB Old- or -AGM

1+2 DB Old- CAS messages.
9-50.4.7.3 Requirements for Flying an RNAV Approach to LPV Minima

1 LPV approaches can only be utilized in areas of approved SBAS coverage, with
operational approved SBAS capable equipment.
2 LPV must be displayed below the vertical deviation indicator.
3 SBAS identifier for the approach must be displayed to the right of the HSI.
4 If NAV PREVIEW of a LOC/VOR frequency is selected, it will prevent use of LPV.
5 The green APP mode annunciator (on the lower PFD’s) must be displayed within 2
NM before passing the FAWP.
9-50.4.8 FMS Annunciations

The FMS annunciates the following:
1 Approach, degrade, and dead reckoning modes.
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2 An improperly configured GPS or ADAHRS sensor.
3 A failed GPS or ADAHRS sensor.
4 A position input (e.g., GPS or ADAHRS) that differs from the FMS position by a
predetermined distance.
Table 9-50-7 describes the annunciations that are displayed on Apex depending on the
type of approach being flown (messages displayed only in the CAS window are noted
as such). The table also provides additional important information indicating how the
FMS handles different types of approaches (e.g. LPV, LNAV, LNAV / VNAV and how
the system fails down). For additional information, refer to the Honeywell Primus Apex®
Integrated Avionics System Common Build Pilot’s Guide (refer to Para 9-50.2.3.1).
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Table 9-50-7 SBAS GPS Approach and Navigation System Annunciations, CAS Messages
and Related Information
Annunciation Colour Description
VNAV White VGP mode is a vertical mode that
provides approach guidance based on
FMS barometric VNAV information as
well as GPS VNAV information (for LPV
approaches). The VNAV and LPV vertical
deviation pointers are used to display
LPV White deviation information during operation
in VGP mode. The VNAV and LPV
vertical deviation pointers are shown in
the adjoining figures.
During operation in VGP mode, the vertical

deviation pointer is labeled as listed in the
following table.
The VNAV approach pointer is used to indicate vertical

path deviations during an LNAV/VNAV approach. The
NAV source of the VNAV pointer is FMS barometric-altitude
based. When an LNAV/VNAV approach is activated without
LPV minimums selected, the VNAV approach pointer is
displayed during the approach, as shown in the following
For more information on the vertical deviation scale and

pointer, refer to Section 6 Primary Flight Display (PFD), in
the Honeywell Primus Apex® Integrated Avionics System
Common Build Pilot’s Guide (refer to Para 9-50.2.3.1).
RNAV Approaches with LPV minimums are flown using

VGP mode.
VGP White VGP Mode Armed – When VGP mode is armed, -VGP- is
displayed in the vertical mode armed field on the ADI. The
VGP armed mode is shown in the following figure:
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and Related Information (continued)
VGP Green VGP Mode Active – When VGP mode is active, -VGP- is
displayed in the vertical mode active field on the ADI. The
VGP active mode is shown in the following figure:
VGP Green The FMS message -VGP Unavailable- is displayed when

Unavailable the APR button is pushed, FMS is the selected navigation
source, ILS preview mode is not selected on the coupled
FMS, and VNAV determines that VGP is not arm capable.
LPV Refer to The LPV approach status is indicated on the LPV status
Approach Description field. The LPV status field is located below the flight director
Status vertical mode display. The LPV approach status display is
shown in the following figure:
The LPV status is only displayed when the aircraft is within

approximately 30nm of the destination airport.
The following table lists the possible LPV approach status

annunciators.
LPV White -LPV- is displayed in white on the PFD when armed. This
indicates that the FAS data block has been loaded from
the FMS. However, the lateral and vertical deviations on
the PFD are still driven by the FMS (or linear-based GPS
deviation information).
Pilot Action – Expect to descend to LPV minimums.
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LPV Green -LPV- is displayed in green on the PFD when active. When
LPV status is active and the aircraft is within the approach
(as indicated by a green APP indication on the PFD), the
lateral and vertical deviation information presented on the
PFD are high integrity angular deviations derived from the
SBAS-capable GPS.
Pilot Action – Descend to LPV minimums.

LPV UNVL Amber -LPV UNVL- is displayed on the attitude indicator when an
LPV approach is loaded and the NAV preview function is
selected on the coupled side and VGP is armed or captured
but the system is not yet in the approach (approximately 30
NM from the destination airport and not in the approach).
-LPV UNVL- is also displayed when an error is detected or

VGP was not armed nor captured.
Pilot Action – Do not descend to LPV minimums. Descend

to other (non LPV) minimums (DH / MDA, etc.), select
another approach, deselect NAV preview, or execute a
missed approach. When the same approach is desired,
the pilot must reload the LPV approach in order to clear the
unavailable condition.
NOTE
When the selected NAV Source is FMS
and the LPV status field changes state
(transitions), the display flashes reverse
video for five (5) seconds, then remains
steady. This applies to any state where
text is displayed in the LPV status field
(armed, active, or unavailable).
Function White The CAS message -Function Unavailable- (Advisory) is
Unavailable displayed in reverse video for 5 seconds if the pilot attempts
to access the NAV preview function (disabled when the
system is coupled to LPV [VGP] and the system is in the
approach).
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N/A N/A The -RNAV Minima- dropdown box on the -STAR/Landing-
page permits selection of the approach minimums. When
an RNAV approach with LPV minimums is selected, the
-RNAV Minima- dropdown box defaults to -LPV-, when
available. When a RNAV approach does not include LPV
minimums is selected, the -RNAV Minima- dropdown box
defaults to -LNAV(/VNAV)-. The approach minimum is
applicable to both LNAV and LNAV/VNAV minimums.
When an LPV approach is being flown and an -LPV UNVL-

condition occurs, the dropdown box automatically changes
from -LPV- to -LNAV(/VNAV)-. This is called faildown.
XTK Amber FMS is in parallel offset mode.
DGRD Amber The FMS determines when the navigation mode is
degraded by determining whether the sensor being used
for position update is acceptable for the current phase of
flight. The FMS drops to degraded (DGRD) navigation
mode when the EPU is greater than the required navigation
performance (RNP) for that particular phase of flight. This
is not a navigation mode like GPS, ADAHRS, or DR. It is an
indication / annunciator that the FMS position solution is not
meeting the RNP requirements. The -DGRD- annunciator
is displayed in the same location as the -DR- annunciator.
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RNP / EPU Refer to The system provides the following RNP alerts and
Alerts and Description advisories in the FMS message window and the -MSG-
Advisory annunciator in the HSI is displayed.
Messages
The message -UNABLE RNP- is displayed in the FMS
message window when EPU is greater than RNP or when
horizontal integrity limit (HIL) is greater than the integrity
limit based on the following:
- The -DGRD- annunciator is displayed when EPU

exceeds RNP.
- For changing of RNP values at a waypoint due to
changes in phase of flight such as the first waypoint of
a STAR, the message is displayed 2 minutes prior to
sequencing the waypoint. This is simultaneous with the
display of the waypoint alert.
The message -GPS RAIM ABOVE LIMIT- is displayed in

the FMS message window when GPS is required and the
RAIM value is above the limit.
The message -UNABLE RNP NEXT WPT- is displayed in

the FMS message window to alert the crew that the current
EPU exceeds the RNP required at the next waypoint. This
implies a change to a more precise RNP value is required
at the next waypoint.
The message -PILOT RNP CANCEL- is displayed in the

FMS message window when there is a manual RNP value
active, the aircraft is within the waypoint sequence alert
distance, and the RNP on the next leg is less than the
pilot-entered (manual) RNP or the RNP for the next phase
of flight changes to a lower value.
The message -PILOT RNP CANCEL NEXT WP- is

displayed in the FMS message window when there is a
manual RNP value active and the active Arrival/Approach
waypoint has a smaller RNP than the pilot-entered (manual)
RNP.
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FMS Refer to The FMS navigation mode is displayed to the right of the
Navigation Description lateral (Lat) mode label, below the FMS label. The possible
Mode FMS navigation modes are global positioning system
(GPS), dead reckoning (DR), and No Navigation. The -DR-
annunciation is shown in the following figure:
The FMS uses a position and velocity filter. In the absence

of a valid GPS position solution, the FMS performs dead
reckoning (DR) mode of navigation based on ADAHRS
heading and the air data computer (ADC) true airspeed
(TAS) inputs. DR mode is only annunciated when the FMS
is the active navigation source.
Unable Amber The -Unable FMS-GPS MON- CAS message is displayed
FMS-GPS when the FMS position is not initialized. The Phase 2 Apex
MON software has introduced changes that initialize the system
to last known position, so for most boot-ups of the system,
no initializing will be required by the flight crew.
9-50.4.9 Flight ID and ADS-B Out
9-50.4.9.1 ADS-B Out Operation

ADS-B Out is normally enabled (turned ON) during all phases of flight operation
including airport surface movement operations.
To ENABLE ADS-B Out:
2 Press DETAIL button on PFD Controller or the MFC.
3 Press ADS-B OUT soft key on PFD to select ON.
4 Verify the ADS-B OUT status annunciator is displayed in white.
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To DISABLE ADS-B Out (with Transponder and TCAS still operational):
2 Press DETAIL button on PFD Controller or the MFC.
3 Press ADS-B OUT soft key on PFD to select OFF.
4 Verify the ADS-B OUT status annunciator is not displayed.
To DISABLE ADS-B Out, Transponder, and TCAS:
4 Press XPDR TCAS soft key on PFD to cycle through modes to select TA/RA.
5 Verify STBY is annunciated white.
CAUTION
DISABLING OF THE ADS-B OUT DURING FLIGHT OR GROUND

OPERATIONS WILL REDUCE THE TRAFFIC AWARENESS AND
AVOIDANCE CAPABILITIES OF ADS-B IN EQUIPPED AIRCRAFT
AND AIR TRAFFIC CONTROL OPERATIONS.
ADS-B IN SURFACE APPLICATIONS AND ATC SURFACE

SURVEILLANCE WILL USE ADS-B BROADCASTS, THUS IT
IS IMPORTANT FOR AIRCRAFT ADS-B OUT SYSTEMS TO
CONTINUE TO TRANSMIT ON THE AIRPORT SURFACE.
9-50.4.9.2 Flight ID
The Mode S Transponder transmits the Flight ID (Flight Identification) entered into
Apex. The default Flight ID populated automatically during Apex power up is the aircraft
registration. If desired, the Flight ID can be manually changed at the beginning of a
flight when the flight is being carried out using an International Air Transport Association
(IATA) flight identification number.
To Manually Enter a Flight ID:
1 The transponder must be in GND mode as indicated in the XPDR tuning sub-
window.
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2 FMS INIT Page – Select S/W Ident
3 Flt ID Field – Enter the IATA Flight ID applicable to this one flight.
9-50.4.10 Flaps 10 Landings

The procedure in this section can be used along with the procedure in Section 4.15
of the POH/AFM to support normal Flaps 10 landings. Under some operational
circumstances (FD and FD / AP approaches in IMC), the approaches are conducted at
Flaps 10, a transition to higher flap settings at minimums can be avoided with the use
of a Flaps 10 landing.
ACTION
1 Confirm adequate Flaps 10 landing distance is available for the prevailing conditions.
NOTE
All DHC-6 performance landing data is based on Flaps 37. When
allowed by runway length, Flaps 10 or 20 may also be used for
normal operations. Use of Flaps 10 for IFR approaches and landings
is desirable when runway length permits. Use landing distance
factors in Table 9-50-9 for appropriate landing flap configuration.
2 Flaps – Select 10
NOTE
When landing with flaps at 10, ‘FLAP OVRD’ mode must be selected
prior to descent below 170 ft to avoid TAWS ‘Too Low – Flaps’ aural
alert.
3 FLAP OVRD button on MFC – Press
4 Verify -FLAP OVRD Active- CAS message is displayed.
NOTE
If TAWS is selected for PFD overlay, FLAP OVRD annunciation will
also be displayed to the left of the HSI.
5 Minimum VREF airspeed – 1.3 times stall speed as appropriate to flap angle and
weight according to the data in Table 9-50-8. Linear interpolation may be used at
weights between the weights provided.
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Table 9-50-8 VREF Speeds as a Function of Flap Setting and Aircraft Weight
1.3 VS KIAS
FLAPS 12,300 lbs 11,500 lbs 10,500 lbs 9,500 lbs 8,500 lbs 7,500 lbs
(5,580 kg) (5,218 kg) (4,764 kg) (4,310 kg) (3,875 kg) (3,400 kg)
10 85 83 79 75 71 67
20 80 77 73 70 66 64
37 74 70 67 64 Not Authorized
As a sample calculation, the VREF speed for a Flaps 10 landing at 11,900 pounds
is 84 KIAS.
6 PROP Levers – Check MAX RPM (96% NP). Confirm -Reset Props CAS- message
is not present.
7 When crossing runway threshold at 50 feet AGL: Power levers – promptly move to
IDLE.
8 Touchdown – On main wheels
9 Brakes – Apply as required after nose wheel contact
WARNING
DUE TO THE MECHANICAL INTERLOCK, REVERSE POWER

CANNOT BE APPLIED UNLESS THE PROP LEVERS ARE AT
MAX RPM. DURING THE USE OF REVERSE, ENGINE POWER
MAY INCREASE ASYMMETRICALLY.
10 Zero Thrust or Reverse Power – As Required
11 Nose wheel steering lever – Use as required. Coarse application of rudder should
be used as the primary control for heading until the aircraft has decelerated to taxi
speed.
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9-50.5 Performance
The performance contained in this supplement supersede the Approved Flight Manual
only in those areas listed. For performance not contained in this supplement consult
the Approved Flight Manual or any other applicable Flight Manual Supplements.
9-50.5.1 Landings at Flap Settings Other than Flaps 37

NOTE
All data in this section is for Series 400 aircraft in a Standard Wheels
configuration.
All DHC–6 Series 400 performance landing data is based on Flaps 37 per Section 5
of the basic POH/AFM. When allowed by runway length, Flaps 20 or 10 may also be
used for normal landing operations. Use of Flaps 10 for IFR approaches and landings
is desirable when runway length permits.
Table 9-50-9 provides landing distance factors appropriate for landing flap configuration.
Use the landing distance for Flaps 37 from Section 5 of the basic POH/AFM and multiply
by the applicable factor to obtain the landing distance at Flaps 10 or Flaps 20.
Table 9-50-9 Landing Distance Factors for Flap Settings other than Flaps 37
Flap Setting Landing Distance Factor
Flaps 10 Multiply landing distance for Flaps 37 by 1.8
Flaps 20 Multiply landing distance for Flaps 37 by 1.3
NOTE
Certain types of commuter operations require supplementary
performance data as provided in Supplement 37. For such
operations, use the performance data in Supplement 37 and
associated conditions.
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SECTION 9-50

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SECTION 9 50
9-50.7 Systems Description

9-50.7.1 Available Mods and S.O.O.’s
Table 9-50-10 summarizes the Modifications (MOD’s) and Standard Option Orders
(S.O.O.’s) available in the initial Phase 2 avionics upgrades. This table allows you to
check off the Mods and S.O.O. installed on your aircraft.
Table 9-50-10 Summary of Mods and S.O.O.s Available

Reference Installed
Description Mod or S.O.O. on
Number Aircraft
Honeywell Apex Avionics Upgrade Mod 6/2303
Consisting of Integrated Primary Flight Displays
(IPFD’s), Flight Director (FD), and 512 Word FDR
ARINC 717 Apex Outputs
SBAS GPS Receivers Mod 6/2304
ADS-B Out Transponder Upgrade Mod 6/2354
512 Word FDR Mod 6/2332
Autopilot S.O.O. 6221
Synthetic Vision System (SVS) S.O.O. 6222
(Primus Apex SmartView)
Vertical Situation Display (VSD) S.O.O. 6312
Dual Flight Management Systems S.O.O. 6313
SBAS Navigation and Approach Capability S.O.O. 6225
TCAS II with Traffic Advisory (TA) and Resolution S.O.O. 6219
Advisory (RA)
ADS-B Out Functionality Enabled S.O.O. 6347
Electronic Display of Normal Check List (ECL) S.O.O. 6213
In summary, the DHC-6 Series 400 initial Phase 2A/2A+ design changes include the
following items:
1 Flight Director (FD)
2 Autopilot (AP) (Optional)
3 Introduction of a number of Apex (Phase 2) common functionalities including the

following:
a Integrated Primary Flight Displays (IPFD’s) (standard).
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b SmartView Synthetic Vision System (SVS) (optional).
c Vertical Situation Display (VSD) terrain profiling (optional).
d Second Flight Management System (FMS) (optional).
4 Integration of an L-3 Communication 512 Word Flight Data Recorder (FDR).
5 SBAS-capable GPS sensors with SBAS approach capability.
6 Full integration of TCAS II with Apex to include Resolution Advisory (RA)

functionality. This addresses a TCAS II / Apex integration issue identified in Phase 1.
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9-50.7.2 Block Diagram and Electrical Power
9-50.7.2.1 Block Diagram

A Primus Apex block diagram for the 12-Slot Modular Avionics Unit (MAU) installed on
the Series 400 is shown in Figure 9-50-8.
Figure 9-50-8 Primus Apex 12-Slot MAU Configuration
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9-50.7.2.2 Electrical Power
Figure 9-50-9 Circuit Breaker for Primary and Trim Servos (Avionics CB Panel) (Sheet
1 of 2)
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Figure 9-50-9 Circuit Breaker for Primary and Trim Servos (Avionics CB Panel) (Sheet
2 of 2)
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SECTION 9-50
Table 9-50-11 summarizes the electrical power changes and the affected buses. (Refer
to Figure 9-50-9).
Table 9-50-11 Summary of Electric Power Changes for Phase 2 Modifications

Description Bus Circuit Breaker Size, Remarks
Location & Label
Honeywell SM3000 Left 28 VDC Avionics CB Panel CBP-B There are three servos,
Fail Passive Smart Position P1 one for control of each
Primary Control control axis for ailerons,
Servos for Autopilot 7.5 Amperes elevator, and rudder.
All three servos are
Label: AP SERVOS powered through one
CB. This CB is also
required for Flight
Director TCS and GA
modes.
Honeywell KSG Left 28 VDC Avionics CB Panel CBP-B A two position pitch
272A Pitch Trim Position N1 trim lever lock switch
Servo is provided in the left
5 Amperes lower instrument panel
labelled PITCH TRIM.
Label: PITCH TRIM The switch has two
positions: NORMAL
(down) and DISABLE
(up). The switch may
be used to disable the
trim system in the event
of a trim system fault or
abnormal condition.
ADS-B Out Left 28 VDC Avionics CB Panel CBP-B In order to enable ADS-B
Transponder Position G3 functionality, the two
Upgrade Phase 1 KXP 2290
5 Amperes Each mode S transponders
No. 1 Transponder must be upgraded to
Label: XPDR 1 KXP 2290A Mode S
transponders.
The existing Phase

1 circuit breakers are
unaffected.
Transponder control,
including for the ADS-B
functionality, is through
Apex.
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Table 9-50-11 Summary of Electric Power Changes for Phase 2 Modifications (continued)
Location & Label
ADS-B Out Right 28 Avionics CB Panel CBP-B Refer to No. 1
Transponder VDC Position G4 Transponder remarks.
Upgrade
5 Amperes Each
No. 2 Transponder
Label: XPDR 2
L-3 Left 28 VDC Avionics CB Panel CBP-B Aircraft will be equipped
Communications Position M3 with either a 256 Word
FA2100 FDR 512 (Phase 1 certified) or
Word Flight Data 5 Amperes 512 Word FDR. Both
Recorder are powered through the
Label: FDR same aircraft circuit.
Honeywell KGS Left 28 VDC Avionics CB Panel CBP-B Non-SBAS Honeywell
200 GPS (SBAS Position J3 KGS 200 GPS receivers
Enabled) were approved in Phase
3 Amperes 1. Phase 2 brings in
No. 1 GPS upgraded SBAS enabled
Label: GPS 1 GPS receivers. CB size
and locations are not
affected.
Honeywell KGS Right 28 Avionics CB Panel CBP-B Refer to No. 1 GPS
200 GPS (SBAS VDC Position J4 remarks.
Enabled)
3 Amperes
No. 2 GPS
Label: GPS 2
L-3 Right 28 Avionics CB Panel CBP-B
Communications VDC Position M4
WX-500
Stormscope 3 Amperes
Label: STORM SCOPE
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Table 9-50-11 Summary of Electric Power Changes for Phase 2 Modifications (continued)
Location & Label
Honeywell CAS 67A Left 28 VDC Avionics CB Panel CBP-B Resolution advisory
TCAS II Position H5 (RA) functionality is
introduced in Phase 2.
5 Amperes This does not affect the
CB size or location.
Label: TCAS
Multi-Function Function- Functionality Through MFD Video Input is
Display (MFD) ality Apex planned for certification
Video Input (RIB Through after initial Phase 2
Video) Apex certification and is for the
Apex functionality only
excluding any required
video or interfacing
equipment. There is
no CB size or location
effect.

Section 9-50.7.3 and its subsections present an overview of the Automatic Flight Control
System (AFCS) installation on the Series 400. Additional information is provided in the
Honeywell Primus Apex® Integrated Avionics System Common Build Pilot’s Guide and
the Viking DHC-6 Twin Otter Series 400 Supplement to the Honeywell Primus Apex®
Integrated Avionics System Common Build Pilot’s Guide (refer to Para 9-50.2.3.1).
9-50.7.3.1 Installation Overview

Primus Apex on the Series 400 is configured with dual Flight Directors and, when
installed, a single autopilot and yaw damper system. There are three primary servos,
one for each of aileron, elevator, and rudder and a pitch trim servo.
The AFCS consists of a Flight Director (FD) and an Autopilot (AP). The AFCS provides
flight guidance and AP control for vertical and lateral enroute and terminal navigation,
and for approaches. Navigation and approaches may be accomplished utilizing
short-range navigation (SRN) (such as VOR) and long-range navigation (LRN) (for
the Series 400 all LRN is based on the two GPS receivers). The FD and AP are also
capable of Category I (CAT I) approaches with an AP MUH of 200 feet AGL. The AFCS
includes an automatic pitch trim system and a Yaw Damper (YD). The AFCS functions
are integrated into Apex. The FD generates guidance commands both for PFD display
to the flight crew (during manual flight) as well as to the AP for coupled flight.
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The AP only receives vertical and lateral steering commands from the FD. FD
commands are used to generate required control deflections that are actuated by
aileron, elevator and rudder servos, and automatic actuation of the electric pitch trim
system. The servos are connected to the MAU via dual Controller Area Network
(CAN) data buses. Commands received by the servo are processed within the servo
to check for agreement prior to servo action. Both servo channels must agree in their
monitoring of motor current, clutch solenoid engagement and motor position. The
servos incorporate internal electric clutch mechanisms that open when electrical power
is removed (CB open or power failure). The servo clutch settings have been configured
to allow the pilot to overpower them if required.
The AP controls the primary servos and pitch trim servo through the MAU. The FD
generates AP commands utilizing data from the dual-channel ADAHRS, two GPS
receivers, the Flight Management System, two MMDRs, a single Flight Controller,
engine data provided to Apex through two Data Acquisition Units (DAU’s), and the
aircraft’s stall warning system. Figure 9-50-10 details a functional block diagram of the
Apex AFCS as installed on the Series 400.
Key elements of the Series 400 AFCS installation consist of the following:
1 Single 12-Slot MAU – The Primus Apex 12-Slot MAU is a hardware cabinet which
has a backplane interface, multiple module mounting locations, and conditioned
power (via power supply modules) for the plug-in modules. These modules are
field-replaceable and field-loadable. The modules are linked to the Avionics
Standard Communication Bus, Version D (ASCB-D) via the Network Interface
Controller (NIC) module.
2 Two Actuator I/O Module with Processor (AIOP) – The Actuator I/O module provides
the primary interface to the Automatic Flight Control System (AFCS) related
functions and other functions that require dual lane module architecture.
3 Two Aircraft Personality Module (IM-950) – Apex has small solid-state Aircraft
Personality Modules (APM’s), also known as Configuration Modules, to retain
aircraft configuration information. The AP’s are hard wired to the timing NICs but
are installed such that the AP’s remain with the aircraft when the NIC’s are removed.
4 AP’s contain the following information:
a System Identifier
b Aircraft Type
c Aircraft Serial Number, and;
d Installed Configuration Options
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5 One KMC 9200 Flight Controller (FC) / Flight Control Panel (FCP)
6 Three SM 3000 Servos (elevator, aileron, and rudder)
7 One KSG 272 Trim Servo
8 Instrument panel trim master.
9 Control wheel switches on each control wheel consisting of:
a AP Disengage
b Touch Control Steering (TCS)
c Go-Around (GA), and;
d Split Trim Switch
10 Two logic modules that:
a Disengage the AP on GA, and;
b Cancel AP continual aural after GA disconnect after a prescribed period of time.
The following configuration considerations and limitations are related to the Series 400
AFCS implementation:
1 FD is enabled with all VAL Phase 2 equipped aircraft.
2 AP installation is an option.
3 Electric pitch trim system is provided by VAL with AP option. When installed with
AP option, pitch trim system can be operated in manual electric (trim operation
through a split trim switch on the control wheel) or automatic modes.
4 AP disengage on GA is functionally enabled on the Series 400 Apex installation

through aircraft level design. The Apex option associated with AP disengage on GA
is set to leave AP on during GA.
5 Apex FLCH or speed mode is set to give altitude priority over speed.
6 The initial Phase 2 certification envelope for the FD is Flaps 0, 10, 20 and 37 and
for the AP is Flaps 0 and 10.
7 The initial Phase 2 certification gear configuration is standard wheels.
8 With the AP option, a manual electric pitch trim is installed.
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The AFCS architecture operates around two parallel channels (A and B) within the
Apex Modular Avionics Unit (MAU), both channels are required to be functional for
normal AFCS operation. An AP disengage occurs if a miscompare is detected between
AP channel commands.
Figure 9-50-10 Apex Automatic Flight Control System – Block Diagram
9-50.7.3.2 Component Description

9-50.7.3.2.1 Flight Controller
The Flight Controller (FC) (sometimes referred to as the Flight Control Panel [FCP])
(refer to Figure 9-50-11) provides selection for all AFCS FD and AP modes except for
the following:
1 Go-Around (GA) mode
2 Touch Control Steering (TCS)
3 Quick Disconnect (AP DISC)
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The single FC is located on the upper centre instrument panel.
Figure 9-50-11 Flight Controller on Series 400
9-50.7.3.2.2 Flight Controller – Knobs

FC knob controls are summarized per the following:
Minimums – Rotary knob adjusts the approach minima height/altitude, referenced to

either a target Radar Altitude or Barometric altitude. The knob also incorporates a
momentary push-button (PUSH RA/BARO) to select between Radar and Barometric
altitudes. Rotation of the knob adjusts minimums to a resolution of 10 feet within the
ranges of 0-2500 RA, or 20-16,000 BARO.
HDG TRK – Dual concentric rotary knobs, including momentary push-button inner
knob. Rotation of the 2 position outer knob allows selection between HDG or TRK
navigation modes. Rotation of the inner knob adjusts the bug in HDG or TRK modes.
Pressing the inner knob (PUSH SYNC) synchronizes the bug to the current HDG/TRK.
ALT – Dual concentric rotary knobs controlling the Altitude Pre-Select and alerting bug
on the altitude tape of the PFD displays. Rotation of the outer knob adjusts in 1000 ft
increments, rotation of the inner knob adjusts in 100 ft increments.
9-50.7.3.2.3 Flight Controller – Buttons

Once a button has been pressed for a valid function, the active or armed mode indication
is displayed in the appropriate location on the PFD. The green annunciator above each
active or armed mode button on the FC will be illuminated, but final confirmation for
the status of FD modes is only displayed on the PFD's. Detailed explanation of each
FD mode is located in Para 9-50.7.3.4 and in the Honeywell Primus Apex® Integrated
L/R – Selects which PFD (Left or Right) is used for FD coupling. At power-up, the
default setting is Left.
FD, AP, YD – Engage or disengage the Flight Director (FD) and (if installed) Autopilot
AP / Yaw Damper YD.
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Nose DN / Nose UP – Adjusts target values in modes: PIT, SPD, VS.
HDG/T, NAV, BL, VS, SPD, ALT, VNAV, APR – Engage or disengage each associated
lateral and vertical mode of the FD.
9-50.7.3.2.4 Flight Control Servos

The aileron (roll), elevator (pitch) and rudder (yaw) servos move the associated aircraft
control surfaces in response to command signals from the MAU (refer to Figure 9-50-10).
Power for all the primary servos is supplied by the left bus through a 7.5 Ampere circuit
breaker (refer to Figure 9-50-9). Each servo is mounted on and drives a capstan, which
actuates the associated aircraft control surfaces through servo bridal cables clamped
to the control cables.
9-50.7.3.2.5 Pitch Trim Servo

The elevator trim servo controls the elevator trim tab in response to signals from the
MAU when AP is enabled or when the servo is manually operated by the pilot or co-pilot.
Manual operation of the elevator trim servo will disengage the AP. Power for the servo
is supplied by the left bus through a 5 Ampere circuit breaker, refer to Figure 9-50-9.
The trim servo is mounted on and drives a capstan which actuates the elevator trim tab
through servo bridal cables clamped to the trim tab control cable.
9-50.7.3.2.6 Switches
Four AFCS control wheel switches are located on the outboard side of the pilot and
co-pilot control wheels (refer to Figure 9-50-12). To accommodate AFCS switches, the
radio XMIT switch has been relocated to the forward face of the hand wheel switch
housing utilizing a different switch type from the legacy design.
The switch functions are as follows:
1 AP disconnect switch marked AP DISC (red) (installed with AP) is located top-
centre on the hand wheel switch cluster. AP DISC is a momentary switch which
disconnects autopilot, yaw damper and the trim servo when pressed. Autopilot,
yaw damper will remain disconnected after the AP DISC switch is released.
2 Go-around switch marked G/A (green) is located on the outboard side of the hand
wheel switch cluster. G/A is a momentary switch which commands the aircraft into
a wing up pitch attitude and disengages the autopilot.
3 Touch control steering switch marked TCS (black) is located on the inboard side of
the hand wheel switch cluster. TCS temporarily disconnects flight control servos
and trim servo from the control surfaces when pressed. The system will maintain
the aircraft flight condition (attitude, heading) when the switch is released.
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4 Trim switch marked TRIM DN and TRIM UP (installed with AP) is located in the
centre of the hand wheel switch cluster. The trim switch manually controls the
elevator trim servo. The switch has split controls (refer to Figure 9-50-12), trim
engage and trim direction. Both controls must be engaged to actuate the trim servo.
Activation of the trim engage switch while autopilot is engaged will disengage
autopilot.
Figure 9-50-12 Pilot (Left Hand) Control Wheel (RH is opposite)
A pitch trim disable switch marked PITCH TRIM is located on the pilot’s switch panel,
refer to Figure 9-50-13. The switch has two positions DISABLE and NORMAL. The
switch must be in the NORMAL position (down) for the autopilot to function or for
manual electronic control of the elevator trim servo. Selecting DISABLE will disconnect
autopilot as well as disabling the manual electric pitch trim.
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Figure 9-50-13 Pitch Trim Disable Switch (located on Pilot’s Switch Panel)
9-50.7.3.3 Mode Information and Awareness

FD and AP operations on any aircraft require high levels of mode awareness. The
current armed and active FD modes are annunciated at the top of the PFDs. These
modes must become part of the pilot's scan.
Selections made on the FC do not guarantee activation of a mode, confirmation of

active and armed modes must be accomplished by checking the PFD annunciations
(e.g. pressing SPD mode within 200 ft of selected altitude will not activate SPD mode).
CAUTION
MODE REVERSION (INTENTIONAL OR OTHERWISE) IS

NOT ACCOMPANIED BY ANY AURAL OR CAS MESSAGE
INDICATIONS.
It is noted that mode reversion (intentional or otherwise) is not accompanied by any

aural or CAS message indications. The selected mode is displayed on the PFD.
Flight crews need to expect mode reversion in numerous normal and abnormal
conditions including the following:
1 Change of coupled source (L / R PFD)
2 Display unit reversion
3 Degradation and/or switching of source data essential to any active FD mode (i.e.
ADHRS, FMS changes, NAV SEL, LOC frequency change, etc.).
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Honeywell’s Primus Apex design philosophy triggers persistent visual and aural
annunciations for all commanded and uncommanded AP disconnects. The crew can
silence the persistent AP “Cavalry Charge” aural after approximately 1.5 seconds by
pressing the “AP DISC” control wheel button again to acknowledge and stop the aural.
The exception to the above is that for Go-Around (in consideration of pilot workload),
after pressing the GA button, an aircraft logic module with a time delay automatically
sends the AP DISC signal to Apex to silence the “Cavalry Charge” aural warning after
approximately 2.5 seconds.
9-50.7.3.3.1 Visual and Aural Annunciation

Display of the active and Armed Flight Director, Autopilot and Yaw Damper modes
are arranged on the upper middle portion of the PFD’s (above the ADI display) as per
Figure 9-50-14.
Figure 9-50-14 Apex Visual and Aural Annunciation
Additional information is provided in the Honeywell Primus Apex® Integrated Avionics

System Common Build Pilot’s Guide and the Viking DHC-6 Twin Otter Series 400
Supplement to the Honeywell Primus Apex® Integrated Avionics System Common Build
Pilot’s Guide (refer to Para 9-50.2.3.1).
When an armed FD mode captures, the new mode is annunciated on the PFD,
displacing the previously active mode and flashing in reverse video for five (5) seconds.
9-50.7.3.4 Flight Director (FD)

The FD can be activated and operated in numerous lateral and vertical modes using
inputs from Flight Controller (FC) and control wheel buttons. The FD generates attitude
commands to achieve the goals of the active modes. Only one vertical and one lateral
mode can be active at any time. However, one lateral and up to two vertical modes may
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be armed, depending on phase of flight. Active and Armed FD modes (when valid) are
displayed on the upper middle portion of the PFDs (refer to Para 9-50.7.3.3.1).
Armed FD modes will only activate if their individual capture criteria have been met.
FD commands are displayed in magenta on the Primary Flight Displays (PFDs), using
one of 3 command bar presentations:
1 Single Cue
2 Cross Pointer
3 Flight Path Indicator (available only if SVS option is enabled and selected)
Further information for FD command bar presentations is available in the Honeywell

Primus Apex® Integrated Avionics System Common Build Pilot’s Guide (refer to Para
9-50.7.3.3.1).
9-50.7.3.4.1 FD Colour Philosophy

While the FD is in use, source data (i.e. Track Bar & CDI, Vertical deviation indicator)
for active and armed modes is presented on the PFDs in several colours corresponding
to the status of each FD mode.
Table 9-50-12 FD Colour Philosophy

FD Colour Philosophy
Colour Meaning
White Not Active or armed
Note: Similar to Phase 1 Display.
Cyan Armed
Magenta Active
9-50.7.3.4.2 FD Lateral Modes

Roll Mode (ROL) – This most basic FD lateral mode is activated when no other lateral
FD mode is engaged. ROL target is established when engaging the FD, adjusted using
TCS mode, and activates when disabling a more advanced lateral mode.
Heading Mode (HDG) or Track Mode (TRK) – Maintains the heading or track at the
bug setting.
Navigation Mode (NAV) – Intercept and follow the active lateral navigation source on
the selected PFD (VOR, LOC or FMS). If requirements for intercepting the active leg
have not been met upon initiation of NAV mode, HDG (or TRK) will become active, and
the ‘bug’ should be used to facilitate the intercept.
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Bank Limit Mode (BL) – Limits bank to 17°. A magenta arc is displayed on both ADI
roll scales when selected. The BL mode is only available in HDG or TRK mode. BL
is not automatically activated within the Series 400’s flight envelope up to the certified
maximum operating altitude of 25,000 feet MSL.
9-50.7.3.4.3 FD Vertical Modes

Pitch Mode (PIT) – This most basic FD vertical mode is activated when no other vertical
FD mode is engaged. Pitch Mode maintains the aircraft’s pitch attitude. The PIT target
is established when engaging the FD, is adjusted in 1/4 degree increments using Nose
UP / Nose DN buttons or TCS mode, and activates when disabling a more advanced
vertical mode. This is a flight level change mode, meaning that if the vertical flight
path intersects the altitude selected in the ALTSEL window, the FD will automatically
transition from PIT mode through ASEL mode to ALT mode.
CAUTION
IN THE EVENT OF AN UNDERPOWERED CLIMB IN PIT MODE,

THE AIRSPEED WILL DECREASE. AP (IF INSTALLED) WILL
DISCONNECT AT STALL WARNING.
When in Pitch Mode, priority is to maintain the commanded pitch attitude. Therefore,
power management is important in order to maintain safe airspeeds when Pitch Mode
is in use.
Vertical Speed Mode (VS) – This mode is used to maintain a target Vertical Speed
(VS). Initial VS target is established when engaging the VS mode and can be adjusted in
100 fpm increments using the Nose UP / Nose DN buttons or TCS functionality. This is
a “flight level change mode”, meaning that if the vertical flight path intersects an altitude
selected in the ALTSEL window, the FD will automatically transition through ASEL
mode to ALT mode. The Series 400 implementation gives priority to holding the target
altitude, therefore, power management is important in order to maintain safe airspeeds
when VS mode is in use and in transitioning from VS Mode to Altitude Hold Mode.
CAUTION
IN THE EVENT OF AN UNDERPOWERED CLIMB IN VS MODE,

THE AIRSPEED WILL DECELERATE. AP (IF INSTALLED) WILL
DISCONNECT AT STALL WARNING.
Speed Hold (SPD) Mode – This mode is used to maintain Indicated Airspeed on the
selected PFD. Initial SPD target is established when engaging the SPD mode and
can be adjusted in 1 Knot increments using the Nose UP / Nose DN buttons or TCS
functionality between 80 KIAS and VMO. As for VS Mode, this is a flight level change
mode, meaning that if the vertical flight path intersects an altitude selected in the
ALTSEL window, the FD will automatically transition through ASEL mode to ALT mode.
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The Series 400 implementation gives priority altitude over airspeed, meaning, the AFCS
will not command a descent below the selected altitude to maintain target airspeed.
Therefore, power management is important in order to maintain safe airspeeds when
Speed Hold Mode is in use and in transitioning from SPD Mode to Altitude Hold Mode.
CAUTION
IN THE EVENT OF AN UNDERPOWERED CLIMB IN SPD MODE,

THE AIRCRAFT WILL LEVEL OFF, AND MAY DECELERATE. AP
(IF INSTALLED) WILL DISCONNECT AT STALL WARNING.
Altitude Select Mode (ASEL) – This is an automatic altitude capture mode, and is not
pilot selectable. If the vertical flight path commanded by another FD mode intersects
the altitude selected in the ALTSEL window, the FD will automatically transition through
ASEL mode to ALT mode.
Altitude Hold Mode (ALT) – This mode holds the current altitude.
CAUTION
IN THE EVENT OF UNDERPOWERED FLIGHT IN ALT MODE,

THE AIRCRAFT WILL DECELERATE. AP (IF INSTALLED) WILL
DISCONNECT AT STALL WARNING. THIS COULD OCCUR IN
THE EVENT OF GRADUAL POWER LOSS OR FLIGHT IN ICING
WITH INCREASING ICE ACCUMULATION ON THE AIRFRAME.
Vertical Navigation Mode (VNAV) – This mode arms the VNAV FD modes, which
reference the vertical path defined in the active FMS flight plan. The FMS flight plan
must contain altitude targets for VNAV to function. With VNAV active the FMS will
automatically sequence the vertical flight modes to follow the vertical profile of the
active flight plan. FMS VNAV will continue until reaching the Altitude selected in the
preselect window.
Speed Protection Mode (MaxSPD) – This is an automatic mode and is not pilot
selectable. MaxSPD will issue FD commands to avoid exceeding VMO in VS, PIT, SPD
or VGP.
9-50.7.3.4.4 FD Approach Mode

Approach Mode (APR) – This mode arms the approach FD modes based on the
current active NAV source or approach preview. Once armed, the lateral and vertical
modes (if applicable) will become active individually when their intercept criteria have
been met. If requirements for intercepting the active leg are not satisfied at the time of
APR mode selection, HDG (or TRK) will become active, and the bug should be used
to facilitate the intercept.
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Approach Preview – Approach Preview may be used to display either a LOC or VOR
while the FMS is selected as the active NAV source. An appropriate frequency and
course may be set manually, selected and tuned using the INAV map, or auto-tuned
by the FMS to the LOC or VOR approach loaded into the flight plan. The previewed
approach can be armed using the APR button on the FC.
NOTE
Auto-tuning only affects the PFD coupled to the FD.
9-50.7.3.4.5 FD Go-Around Mode

Go-Around Mode (GA) – Pressing the GA button activates GA mode which triggers
separate FD, AP/YD, and FMS actions depending on phase of flight.
GA mode activation will cause the FD to:
1 Enable ROL lateral mode with a wings-level target.
2 Enable GA vertical mode for initial climb guidance, with a fixed pitch target of +9°
during which nose UP/DN buttons are ignored (target adjusts to +4.5° if one engine
NG is below 60%).
GA mode activation will cause the FMS to:
1 Become the active NAV source.
2 If an approach is loaded which contains a missed approach procedure, that

procedure will be activated, provided that:
a The FD is in approach mode; or,
b The aircraft is within 5 NM from the destination, with an approach loaded for
which no final approach fix exists (i.e. approach being flown in NAV).
GA mode activation will cause AP and YD (if installed) to be disconnected, and will
automatically silence the persistent “Cavalry Charge” aural alert.
NOTE
If go-around flight path will cross the altitude set in the ASEL window,
the aircraft will level at that altitude (provided the selected altitude
is greater than 400 ft above the altitude at which go-around was
pressed).
9-50.7.3.4.6 FD Touch Control Steering

Pressing and holding either Control Wheel TCS button will activate TCS mode while
depressed and centre the FD commands to the current attitude.
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Releasing the TCS button will cause the FD to resume previously active modes. If any
of the modes listed in Table 9-50-13 are active, their targets will be modified to the
current flight condition at button release.
Table 9-50-13 TCS Modes

TCS will modify current targets for these modes:
Lateral ROL
Vertical ALT, SPD, VS, PIT, GA (Releases to PIT)
9-50.7.3.5 Autopilot and Yaw Damper Miscellaneous Information

AP will disengage due to any of the following actions or conditions:
1 Pushing AP or YD button on FC.
2 Pushing AP DISC or GA buttons on control wheel.
3 Activation of the Electric Pitch Trim System due to:
a Manual flight crew activation
b Runaway
c Power interruption
4 Aircraft enters Ground Mode.
5 AP primary control servo failure (any axis).
6 Apex AP monitors detect a condition (e.g. a mistrim) requiring disengagement.
7 Apex stall warning is triggered by the aircraft’s stall warning system.
8 Holding TCS button (autopilot re-engages upon release of TCS button).
The Yaw Damper is installed as part of the optional Autopilot. This system is engaged
and disengaged by pressing the YD button on the FC, and is engaged when turning
on the AP. This system can be operated independently to provide yaw damping of
momentary lateral accelerations and yawing motion, and operates integrally as part of
the AP to assist turn coordination. The YD must be functioning for the AP to engage.
The AP / YD installation on the Series 400 does not include any automatic rudder trim
capability. Upon activation, the YD establishes the current lateral acceleration value
as a target (indicated by the current position of the Slip/Skid indicator). For all flight
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operations, rudder trim may be accomplished through the aircraft’s manual rudder trim
system.
The rudder servo clutch setting has been set low enough to allow pilot input using
rudder and rudder trim as required to counteract aircraft flight characteristics.
Due to the clutch settings and system architecture, some rudder force will be held after
changes in speed or attitude. For maximum passenger comfort, the aircraft should be
manually trimmed before engaging the AP and/or YD, and after any change to aircraft
speed or configuration that induces a yaw trim requirement.
CAUTION
THE AUTOPILOT AND YAW DAMPER MUST BE DISENGAGED

FOR TAKE-OFF AND LANDING.
9-50.7.3.5.1 AP Go-Around Mode

Go-Around Mode (GA) – Pressing the GA button during any phase of flight will activate
FD GA mode, disconnect the AP & YD, and will automatically silence the persistent
“Cavalry Charge” aural alert resulting from the AP disconnect.
9-50.7.3.5.2 Autopilot – Touch Control Steering

Touch Control Steering Mode (TCS) – Pressing and holding either Control Wheel TCS
button will release the aileron and elevator servo clutches. An amber TCS indication
will replace the AP indication on the PFD’s while the button is pressed.
9-50.7.3.5.3 AP Disconnect
AP Disconnect – Red button located on the outboard side of either control wheel that
sends a disconnect message to the AP and YD (if installed). A second press of the AP
Disc button is required to silence the persistent “Cavalry Charge” aural warning.
9-50.7.3.6 Automatic Pitch Trim

When the optional Autopilot is engaged, the pitch trim system is activated automatically
by the AP to accomplish pitch trim requirements and relieve sustained load on the pitch
control servo.
A green dot is displayed beside the digital pitch trim position indicator (typically located
on the lower MFD) while the AP is currently actuating the pitch trim servo.
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9-50.7.4 Electric Pitch Trim System

If AP option is installed, the electric pitch trim system may also be used as a manual
electric pitch trim system. The pitch trim system has a pitch trim master operating in a
NORMAL / DISABLE switching configuration as well as split control wheel switches that
allows electric pitch trim commands from either the Pilot or Co-pilot’s control wheel.
Activation of the manual electric pitch trim by the flight crew while the AP is engaged
will disengage the AP.
The Electric Pitch Trim system is incorporated as a required part of the Autopilot.
This system uses a servo and bridle cables to actuate the aircraft’s existing manual
mechanical pitch trim system, including the pitch trim wheel and all cables leading to
the elevator trim tab.
The system is activated manually by moving both halves of the Nose UP / Nose DN
selectors located on either control wheel. Both halves must be actuated and functioning
to accomplish trim actuation. If the pilot’s and co-pilot’s switches are selected in opposite
directions, both inputs will be cancelled, resulting in no trim actuation.
Figure 9-50-15 Left Control Wheel AFCS Switches (Right Side Opposite)
This system is also actuated when required as part of the Autopilot functionality. As
such, this system must be functioning for operation of the AP.
Electric pitch trim is powered through the PITCH TRIM CB (position N1) and may
be interrupted temporarily by pressing and holding the AP DISC button, or disabled
permanently by selecting the red PITCH TRIM switch on the left sub-panel to DISABLE.
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Figure 9-50-16 PITCH TRIM Switch
9-50.7.5 IPFD / SVS (SmartView)

Integrated PFD (IPFD) or Synthetic Vision System (SVS) (SmartView) can be displayed
on either or both PFD’s. When compared to typical attitude indicator presentations, the
aspect ratio of PFD images in Phase 2 has been adjusted to more closely represent
the pilot’s actual vertical and horizontal field of view.
The SVS SmartView system consists of the KGS 200 GPS, the Honeywell Mark
VI EGPWS geometric altitude, terrain and obstacle databases (located within each
Advanced Graphics Module [AGM]), and the KSG 7200 ADAHRS.
The SVS system is based entirely on aircraft track as derived from GPS position. SVS
can provide a significant increase in situational awareness regarding terrain in the
aircraft’s environment by generating overlay images based on TAWS terrain data, flight
path and ground track.
Under certain flight conditions, the SVS will de-clutter to enhance readability of the
display. This will happen under scenarios such as the following:
- TAWS (EGPWS) failure

- Bank angle in excess of 65°
- Pitch in excess of 30° nose up or 20° nose down
- GPS failure
- RAD ALT failure
- PFD reversion (PFD composite mode) selected
Aircraft with the SVS option (SmartView) have additional control in Apex through
the MFD that allows the contrast of the SmartView presentation to be controlled
independently of the PFD display intensity. Access to this control is through the MFD
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Controller and PFD interface, refer to the Honeywell Primus Apex® Integrated Avionics
System Common Pilot’s Guide (refer to Para 9-50.2.3.1).
The SmartView SVS, shown in Figure 9-50-17, provides a three-dimensional view of

surrounding terrain, obstacles, and runways in addition to standard flight and navigation
data.
The SVS terrain database is located within each Advanced Graphics Module (AGM).
Figure 9-50-17 SVS (SmartView) PFD Presentation
9-50.7.5.1 Apex SVS Display in Crosswind Situations

Due to the Twin Otter’s speed envelope, under stronger crosswind conditions, significant
drift angles can result in flight and on approach.
Pilot awareness of drift angle and direction is necessary to determine the relative
position of the runway. This situation is most critical during the transition from IMC to
VMC on an approach during high crosswinds, particularly under conditions where there
is obstruction of the runway (such as blowing snow).
The SVS system draws a white ‘T’ indicating the aircraft's ground track at the centre of
the SVS Horizon.
Provided a valid magnetic heading is available, a white ‘V’ indicating the aircraft's
heading (or ‘Visual’ direction) is drawn in the appropriate lateral position on the SVS
horizon. This ‘V’, together with a properly set HSI NAV track bar, indicates the drift angle
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resulting from the current crosswind situation. For example, if flying an approach with
a crosswind from the right, the ‘V’ will be depicted to the right of the approach path.
Regardless of drift, whenever the aircraft’s flight path is aligned with the runway
centerline, the SVS will display the runway in the centre of the PFD. This may be
misleading during crosswind approaches as the drift angle is not apparent when looking
only at the position of the SVS runway. The position of the ‘V’ and track bar must be
considered for a full situational awareness picture.
9-50.7.5.2 IPFD and SVS Display in Non-Conformal Situations

SVS symbol graphics being displayed using a white dashed line indicate a non-
conformal situation. There are two possible causes for a non-conformal display:
1 Excessive Crosswinds – The ‘V’ depicted on the horizon will indicate the aircraft’s
heading. An increasing crosswind will cause an increasing drift angle. When
crosswind conditions produce a drift angle greater than approximately 9 degrees,
the ‘V’ will be displayed in dashed lines and the angle from the ‘V’ to the aircraft's
track ‘T’ will not be correctly represented. For the Twin Otter, this is very important
as a 90 knot initial approach speed in a crosswind of 15 knots will result in a drift
angle of approximately 10 degrees.
2 Excessive Pitch Attitudes – The zero pitch reference line (or artificial horizon) is
normally displayed as a solid white line on the horizon. When excessive nose up
or down attitudes are encountered, this will change to dashed lines. Additionally,
the vertical aspect ratio of the PFD image will be compressed to accommodate the
extra vertical requirement.
This situation is most commonly encountered when pitching up or down in excess of

25 degrees. In a nose-down presentation, the remaining sky will be drawn in a darker
blue, in a nose-up situation the remaining ground will be drawn in a darker brown.
In the Twin Otter, the nose down non-conformal presentation can be commonly
encountered during descent with flaps extended, and can be aggravated with relatively
high speeds (i.e. low power and IAS above VREF).
9-50.7.6 Vertical Situation Display (VSD)

The VSD receives position and flight plan data from the Flight Management System
(FMS) and altitude data from the dual channel ADAHRS. The VNAV profile of the FMS
flight plan may be displayed using VSD on the bottom quarter of the INAV map.
VSD presentation is based on the current aircraft barometric altitude and is not
temperature compensated. As such, a current altimeter setting must be used and
indications will be subject to all traditional altimetry errors as well as VSD presentation
errors.
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When FMS waypoints have been temperature compensated by the FMS Temperature
Compensation Function (refer to Para 9-50.4.6.3 and Para 9-50.7.8.4), the VSD displays
the waypoints and calculated flight path profile based on the temperature compensated
waypoint altitudes.
VSD shows the aircraft’s vertical flight profile using two automatic modes as follows:
1 Terrain Under Flight Plan – This mode will be displayed when the aircraft is on the
ground, or in the air whenever Terrain Under Track is not being presented.
2 Terrain Under Track – This mode will show when aircraft track is more than 20°
away from desired FMS track or when the lateral deviation is greater than the
current level of RNP. This mode displays the terrain ahead along the actual track of
the aircraft.
Figure 9-50-18 Vertical Situation Display (VSD)
9-50.7.7 TCAS II
For practical purposes, the traffic notification functions (TA functions) of TCAS I and
TCAS II are the same. TCAS II simply adds the resolution advisory (RA) function.
The TCAS II system is comprised of a Honeywell TPU CAS 67A TCAS Processor, dual
Honeywell KXP-2290 Mode S Transponders, dual top mounted Directional Antenna
and dual bottom mounted Omni-Directional Antenna. The TCAS system is controlled
by the Radio Tuning XPDR and Traffic Detail Windows.
TCAS II Resolution Advisories (RA’s) are available when TA/RA mode is active. An
RA is an automatic display indication recommending a maneuver to increase vertical
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separation relative to an intruding aircraft. RA’s will be either corrective or preventive in

nature. Both are presented on the PFD’s using Green and/or Red graphics overlaid on
the IPFD or SVS image, and are accompanied by an appropriate aural command.
TCAS II Resolution Advisory mode (RA Mode) is inhibited when descending below 900
feet (radar altitude) or on climb-out prior to 1100 ft (radar altitude).
“Increase Descent” resolution advisories are inhibited below 1450 ft AGL (radar altitude).
Due to the performance characteristics of the DHC-6 Series 400, resolution advisories
involving a climb command are inhibited unless the aircraft is below 1450 ft AGL.
TCAS Avoidance Zones – A preventative RA will cause display of one or two red
trapezoid avoidance zones. The crew must not climb or descend into the red avoidance
zones.
TCAS Fly-To Zone – A corrective RA will add the display of a green fly-to zone. The
aircraft must be maneuvered in the direction of the fly-to zone to avoid the threat.
CAUTION
IN THE EVENT THAT A CLIMB RA IS PRESENTED, ENSURE

SPEED DOES NOT FALL BELOW SAFE CLIMB SPEED FOR THE
CURRENT CONFIGURATION.
9-50.7.8 Flight Management System (FMS)
9-50.7.8.1 Description
Phase 2 enhances the FMS capabilities found in Phase 1 aircraft. For more information,
consult the Honeywell Primus Apex® Integrated Avionics System Common Build Pilot’s
Guide and the Viking DHC-6 Twin Otter Series 400 Supplement to the Honeywell
Primus Apex® Integrated Avionics System Common Build Pilot’s Guide (refer to Para
9-50.2.3.1).
The FMS functions are provided by the two Advanced Graphics Modules (AGM) located
inside the Modular Avionics Unit (MAU) assembly.
The FMS interfaces to the following components:
1 MF Controller (KMC 2220)
2 Dual KGS 200 GPS Receivers or Dual KGS 200 SBAS GPS Receivers
3 KSG 7200 Dual Channel Air Data Attitude Reference System (ADAHRS)
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The FMS navigation information is displayed on the PFD’s and provides lateral and
vertical control output to the Automatic Flight Control System (AFCS).
9-50.7.8.2 Dual FMS (Optional)

Dual Flight Management System’s (FMS’s) are supported as an option on the Series
400. For the Series 400 certification, the two FMS’s must be operated in a synchronized
(SYNCH) configuration.
9-50.7.8.3 RESET ALT SEL?

The FMS will prompt the pilot with RESET ALT SEL? prior to reaching the defined
vertical path. Once a lower altitude preselect input has been made, the prompt will
disappear and the VNAV mode transitions (VSPD, VPTH) will become active at TOD to
command the VNAV descent. FMS vertical targets will be navigated by the FD VNAV
modes until reaching the altitude set by the pilot in the altitude preselect window (i.e.
Altitude ‘bug’).
9-50.7.8.4 Temperature Compensation

The updated Phase 2 Series 400 Flight Management System (FMS) includes a TComp
dropdown menu for calculating temperature compensation factors. Calculations can
be made for specific altitudes, or applied to all FMS waypoint altitude constraints in the
approach phase below 15,000 ft, excluding the runway.
FMS waypoints with Temperature Compensation applied will display a white TComp in
the waypoint list.
When temperature compensation is used correctly, it ensures the aircraft is at the

published true altitudes even with non-standard temperatures.
NOTE
9-50.7.8.5 CDI Scaling

The FMS determines the maximum scale values based on the phase of flight for
the lateral and vertical deviation scale displays, as listed in Table 9-50-14. Lateral
and vertical deviations are further described in Section 6 and Section 12 of the
Honeywell Primus Apex® Integrated Avionics System Common Build Pilot’s Guide
(refer to Para 9-50.2.3.1).
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Table 9-50-14 Lateral and Vertical Deviation Display Scaling

Vertical RNP
Phase of Flight Definition Lateral Scaling
Scaling Required*
Approach 2 NM from FAWP 0.3 NM / 2 dots or 150 ft / 2 0.3
or FAF as defined by the dots or as
specific approach defined by
the specific
approach
Terminal <=30 NM 1.0 NM / 2 dots 500 ft / 2 dots 1.0
from Destination
Enroute > 30 NM 2.0 NM / 2 dots 500 ft / 2 dots 2.0
from Destination
Remote / > 200 NM 4.0 NM / 2 dots 500 ft / 2 dots 4.0
Oceanic from Nearest
NAVAID
NOTE
* This does not constitute an operational approval.
9-50.7.9 GNSS SBAS Capability

Phase 2 includes an optional capability to allow the use of GNSS Satellite Based
Augmentation System (SBAS).
Various GNSS systems around the world use a correction signal generated by ground
sensors, transmitted via geosynchronous satellites to SBAS capable GPS receivers.
This facilitates the conduct of more accurate GPS-based navigation and approaches.
9-50.7.9.1 SBAS Approaches

LPV procedures are RNAV approaches that use a geometric glide path generated
from GPS position derived independently from barometric data, although minimums
still reference barometric altitude (which must be temperature compensated for non-
standard conditions). These LPV procedures take advantage of the improved accuracy
of SBAS lateral and vertical guidance to provide an approach that is very similar to a
Category I (CAT I) ILS.
If the annunciated Level of Service (LOS) is LPV then the FMS will use GPS altitude
for approach vertical guidance. If the annunciated Level of Service (LOS) is LNAV or
LNAV/VNAV, or there is a degraded LOS / GPS reduced integrity situation, the FMS
will use barometric altitude for approach vertical guidance.
Although the upgraded GPS receivers carry out transparent automatic internal checks
that negate the need for RAIM under certain circumstances, this does not satisfy
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the requirement to conduct a predictive RAIM (PRAIM) check as required by local

regulations.
When flying an approach using SBAS to LPV minimums, the approach identifier must
be displayed to the right of the HSI, and NAV Preview must not be active.
When SBAS becomes unavailable during an LPV approach, a lower Level of Service
(LOS) may be available such as LNAV/VNAV or LNAV. At this point, the vertical guidance
is BARO only, and all altitudes require application of temperature compensation for
non-standard conditions.
9-50.7.10 512 Word FDR

Phase 2 software provides ARINC 717 outputs to accommodate a 512 Word FDR
installation. The 512 Word FDR is able to record the extended parameters and at the
required sample rates to meet FDR operational requirements that could not be met with
a 256 Word FDR.
Both the 256 Word FDR and the 512 Word FDR are eligible for installation on the
Series 400 Twin Otter. Review the aircraft equipment list to confirm which type of FDR
is installed on your aircraft.
There are no pilot controls for the FDR.
9-50.7.11 ESIS
Phase 2 aircraft can have either the L-3 Avionics GH-3100 ESIS, as certified in Phase 1
or the GH-3900.2 ESIS. Both are installed as standalone instruments with independent
battery power supply that will power the instrument in the event of total aircraft electrical
power loss.
NOTE
There is no navigation interface to the ESIS.
9-50.7.12 Mode S Transponder Operations Including ADS-B Out

This section and its subsections provides information on the operation of the upgraded
Honeywell KXP 2290A Mode S transponders with ADS-B Out enabled. The basic
operation of the transponders with control through Apex and including TCAS I is
unchanged. For ease of reference, operating procedures for all transponder operations
rather than just for new Phase 2 functionality are included in this section.
9-50.7.12.1 General
Transponder Modes A, C, and S functionality including optional ADS-B Out functionality
is included in the dual KXP 2290A Mode S Transponder installation but is dependent
on signal inputs from external system interfaces. These include air data and heading
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from the Dual Channel KSG 7200 ADAHRS and information from the Dual KGS 200
GPS SBAS Position Sources.
Provided the required system interfaces are fully functional, the installed KXP 2290A
Mode S Transponder installation has been shown to meet the following Mode S
Enhanced Surveillance requirements:
- ICAO Doc 7030/4

- EASA AMC 20-13
Provided the optional ADS-B Out system is enabled, the installed KXP 2290A Mode
S Transponder installation has been shown to also meet the ADS-B Out equipment
requirements of FAR 91.227 and AMC 20-24.
9-50.7.12.2 XPDR Tuning Sub-Window

The Pilot and Co-pilot XPDR functions and display locations are as shown in the
following examples of the XPDR tuning sub-window.
Figure 9-50-19 KXP 2290 / KXP 2290A XPDR Tuning Sub-Window
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9-50.7.12.3 ATC Code (Mode 3/A)

The Transponder ID code (squawk code) for the aircraft is displayed on the left side of
the XPDR tuning sub-window. The outer tuning knob on the PFD Controller controls the
left two digits of the ATC code. The inner tuning knob on the PFD Controller controls
the right two digits of the ATC code.
9-50.7.12.4 IDENT Annunciator

When the IDENT button is pressed, ‘IDT’ will be illuminated on the display for
approximately 18 seconds.
9-50.7.12.5 ATC AIR / GND Mode

The XPDR displays ‘GND’ when the Apex System is not airborne and blank otherwise.
When in GND status, the XPDR will inhibit ATCRBS, ATCRBS/Mode S All Call and
Mode S-only All Call replies. However, the unit will continue to generate Mode S squitter
transmissions and reply to discretely addressed Mode S interrogations.
9-50.7.12.6 ATC Selectable Mode

This identifies the quick selectable mode of the XPDR in cyan. If the active mode is
ALT, the selectable mode is STBY and when the active mode is STBY, the selectable
mode is ALT. If ON mode has been selected via the detail page then the active mode
is ON and the selectable mode is STBY. The selectable is also in Cyan and can be
swapped with the active mode by pressing the ‘XPDR MODE’ soft key or the swap
button on either the PFD or MFC.
9-50.7.12.7 ATC Active Mode

This identifies the current active mode of the XPDR in white. The choices are STBY,
ON, ALT, TA, or TA/RA (if optional TCAS II installed).
9-50.7.12.8 Soft Key Identifier

This shows the function of the soft key on the PFD bezel next to the identifier. The
choices are XPDR1 MODE or XPDR2 MODE.
9-50.7.12.9 ADS-B Out Status

ADS-B Out control and status indications are contained on the XPDR Tuning Sub-
Window (refer to Figure 9-50-19).
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Figure 9-50-20 ADS-B OUT ON / OFF Control
The ADS-B Out status annunciator is displayed in the transponder tuning window below
the ATC code (refer to Figure 9-50-19).
The ADS-B Out status displayed in white indicates normal ADS-B Out operation.
The ADS-B Out status displayed in amber indicates ADS-B Out is failed.
The ADS-B Out status not displayed at all indicates ADS-B Out is disabled by Apex
configuration option, or the XPDR indicates ADS-B Out is selected off, or the XPDR is
failed.
9-50.7.12.10 XPDR Detail Window

The XPDR Detail window will be displayed when the cursor focus is on the XPDR
tuning sub-window and the DETAIL button is pressed on either the PFD or MFC.
Figure 9-50-21 XPDR Detail Window with TCAS I or TCAS II
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Figure 9-50-22 Traffic Detail Window with TCAS I
Figure 9-50-23 Traffic Detail with TCAS II
The XPDR modes and VFR code are shown in the detail window. TCAS mode and
TCAS Test are shown in the Traffic Detail window. The active mode/setting is indicated
by a green dot.
The XPDR selector allows the pilots to select the XPDR1 or XPDR2 as the selected
transponder. The non-selected transponder is put in STBY mode.
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The Pilot can also select a pre-configured VFR code (1200) or select a custom VFR
code via the VFR code entry.
9-50.7.12.11 KXP 2290A Operation

The XPDR can be operated using the Display Bezel Soft Keys, the PFD Controller or
the MFC.
Figure 9-50-24 KMC 2210 PFD Controller (Partial)
Figure 9-50-25 KDU 1080 Display Unit Bezel Soft Keys
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Figure 9-50-26 KMC 2220 Multi-Function Controller (MFC)
9-50.7.12.12 IDENT Button

The PFD Controller IDENT button is pressed when ATC requests an “Ident” or “Squawk
Ident” from the aircraft. When the IDENT button is pressed ‘IDT’ will be illuminated on
the display for approximately 18 seconds.
9-50.7.12.13 VFR Button

Momentarily pressing the VFR button on the PFD Controller will change the active
transponder code to the configured VFR code, independent of the cursor position.
If a preset VFR code other than the factory-set is desired, a new code may be
programmed as follows:
1 Select the XPDR Detail window.
2 Select the VFR soft key, which places a tuning cursor around the current VFR code.
3 Select the desired VFR code by rotating the Tuning Select knob inner and outer
knob on the PFD Controller.
The VFR code can also be entered using the MFC numeric keypad, followed by the
Enter (ENT) key.
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9-50.7.12.14 DETAIL Button

The DETAIL button on either the PFD or MFC activates a secondary window related to
the currently active window providing additional details or controls related to the item.
A subsequent selection of the DETAIL button removes the secondary window and
displays the primary window for the item.
Selection of modes from the MFC is accomplished using the SEL outer knob.
9-50.7.12.15 XPDR Button

The XPDR button on the MFC transfers window focus to the pilot's Radio Tuning window
and sets the cursor focus to the XPDR sub-window.
9-50.7.12.16 Tuning Select (SEL) Control

The Tuning Select Control consists of two concentric knurled knobs. The outer knob
typically controls coarse tuning and the inner controls fine tuning. In the case of the
XPDR, the outer knob controls the left two digits of the ATC code, and the inner knob
controls the right two digits of the ATC code.
Setting the ATC code from the MFC is accomplished using the numeric keypad followed
by the Enter (ENT) key.
9-50.7.12.17 XPDR Mode Soft Key

The XPDR mode soft key is used to select the active XPDR mode. STBY, ON, ALT,
TA, and TA/RA (if optional TCAS II is installed) modes are selectable in the XPDR
sub-window. ON mode is selectable only in the XPDR Detail window.
9-50.7.12.18 STBY (Standby)

In STBY, the XPDR is energized but is inhibited from replying to any interrogation.
‘STBY’ is shown on the display as the active mode.
9-50.7.12.19 ON
The XPDR is able to reply to all valid Mode A, C and S interrogations. However, the
altitude information will not be transmitted.
9-50.7.12.20 ALT (Altitude)

The XPDR replies to all valid Model A, C, and S interrogations. ‘ALT’ is shown on display
as the active mode. Altitude information will be transmitted, if available and valid.
Soft keys are also selectable from the MFC using the Joystick control followed by the
Enter (ENT) key.
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9-50.7.13 Flap 10 Normal Landing

Refer to Para 9-50.5 for performance data for Flap 10 landings. Flap 10 landings may
be appropriate for landings from instrument approaches to conditions approaching
minimums where a transition to Flaps 37 for landing may not be desirable.
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DHC-6 SERIES 400 CAB CERTIFIED AIRPLANES
JCAB CERTIFIED AIRPLANES
S.O.O. 6326
Sections 9-51.1, 9-51.2, 9-51.3, 9-51.4 and 9-51.5 are Japan Civil Aviation Bureau
(JCAB) approved and constitute the approved Aircraft Flight Manual Supplement.

Supplements.
Approved:____________________
Chief, Flight Test
Transport Canada
Date:_______________________
Issue 2 PSM 1-64-1A

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CAB CERTIFIED AIRPLANES DHC-6 SERIES 400
PSM 1-64-1A Issue 2

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9-51 *1 07 Mar. 2017 * 12 07 Mar. 2017
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*3 07 Mar. 2017 * 14 07 Mar. 2017
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*5 07 Mar. 2017 * 16 07 Mar. 2017
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9-51.1 General ................................................................................. 7

9-51.1.1 Scope ................................................................................. 7
9-51.2 Limitations............................................................................. 8
9-51.2.1 General ............................................................................... 8
9-51.2.2 Placards .............................................................................. 8
9-51.2.2.1 Flight Compartment Placards ................................................. 8
9-51.2.2.2 Passenger Compartment Placards ......................................... 11
9-51.4 Normal Procedures ................................................................ 18

9-51.4.1 Cabin Preparation ................................................................ 18
9-51.5 Performance......................................................................... 19
9-51.5.1 General ............................................................................. 19
9-51.5.2 Noise Level ........................................................................ 19
9-51.5.3 Engine Emissions ................................................................ 21
9-51.5.3.1 Fuel Venting ..................................................................... 21
9-51.5.3.2 Exhaust Emissions ............................................................ 21
9-51-1 Flight Compartment Placards Location .......................................... 8

9-51-2 Passenger Compartment Placards Locations................................ 11
9-51-3 External Placards Locations ..................................................... 15
9-51-4 Noise Document ................................................................... 20
Issue 2 PSM 1-64-1A

07 Mar. 2017 Page 9-51-5
PSM 1-64-1A Issue 2

Page 9-51-6 07 Mar. 2017
9-51.1 General
9-51.1.1 Scope
This supplement has been developed for use on aircraft operating under the JCAB Type
Certificate, incorporating S.O.O. 6326. It is valid for aircraft registered in Japan only.
Issue 2 PSM 1-64-1A

07 Mar. 2017 Page 9-51-7
9-51.2 Limitations
9-51.2.1 General
6326 is installed. The following additional limitations apply.
9-51.2.2 Placards
The following Japanese Placards replace the standard placards as shown in
Para 9-51.2.2.1, Para 9-51.2.2.3 and Para 9-51.2.2.3.
9-51.2.2.1 Flight Compartment Placards

Figure 9-51-1 Flight Compartment Placards Location
PSM 1-64-1A Issue 2

Page 9-51-8 07 Mar. 2017
Issue 2 PSM 1-64-1A

07 Mar. 2017 Page 9-51-9
A. Operating Instructions Placard – Equipped for Icing (with S.O.O. 6004, 6187 and
6202 or 6237)
PSM 1-64-1A Issue 2

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Issue 2 PSM 1-64-1A

07 Mar. 2017 Page 9-51-11
B. Turn & Pull Down Label
C. Exit Turn & Push Airstair Door Label
D. Lift Label
PSM 1-64-1A Issue 2

Page 9-51-12 07 Mar. 2017
E. Remove Cover, Pull Handle, Push Window Out Label
F. Exit Sign – Photo Luminescent
G. Emergency Exit Label
H. First Aid Kit Label
Issue 2 PSM 1-64-1A

07 Mar. 2017 Page 9-51-13
I. Pull Label
J. Support Door While Lowering Label
K. Turn & Lift Label
L. Exit Turn & Push Rear RH Door Label
PSM 1-64-1A Issue 2

Page 9-51-14 07 Mar. 2017

The following placards are installed on the exterior of the aircraft:
Figure 9-51-3 External Placards Locations
M. Open/Close Airstair Door Label
Issue 2 PSM 1-64-1A

07 Mar. 2017 Page 9-51-15
N. Support Door While Lowering Label
O. Open/Close Rear RH Door Label
P. Cut Here in Emergency Marking
PSM 1-64-1A Issue 2

Page 9-51-16 07 Mar. 2017

of the POH/AFM.
Issue 2 PSM 1-64-1A

07 Mar. 2017 Page 9-51-17

9-51.4.1 Cabin Preparation

1 For night operations CABIN LIGHTS – BRIGHT for a minimum of 5 minutes prior to
take-off to sufficiently charge the EXIT signs for up to 5 hours.
For night flights in excess of 5 hours, periodic re-charging of the EXIT signs is
required. It is recommended that every 2 to 3 hours of night flight, the cabin lights
be switched on to BRIGHT for at least 5 minutes.
NOTE
The photo luminescent cabin EXIT signs are non-electric so they
cannot be turned on or off. The photo luminescence signs absorb
energy when exposed to light, and gradually release this energy.
It takes several minutes of exposure to cabin lighting to completely
charge the EXIT signs.
PSM 1-64-1A Issue 2

Page 9-51-18 07 Mar. 2017
9-51.5 Performance
9-51.5.1 General
The performance procedures detailed in Section 5 of the POH/AFM and other
9-51.5.2 Noise Level

The fly-over noise level established in compliance with Chapter 10 of ICAO
Annex 16, Volume 1, at the referenced power settings, is 85.6 dB(A).
Refer to the noise level descriptions presented in Figure 9-51-4.
Issue 2 PSM 1-64-1A

07 Mar. 2017 Page 9-51-19
Figure 9-51-4 Noise Document

PSM 1-64-1A Issue 2
Page 9-51-20 07 Mar. 2017
9-51.5.3 Engine Emissions
9-51.5.3.1 Fuel Venting

DHC-6 Series 400 complies with the requirements of ICAO Annex 16 “Environmental
Protection”, Volume II “Aircraft Engine Emissions”, Part II “Vented Fuel”.
9-51.5.3.2 Exhaust Emissions

ICAO Annex 16 “Environmental Protection”, Volume II “Aircraft Engine Emissions”,
Part III “Emissions Certification” are not applicable for DHC-6 Series 400.
Issue 2 PSM 1-64-1A

07 Mar. 2017 Page 9-51-21
PSM 1-64-1A Issue 2

Page 9-51-22 07 Mar. 2017
DHC-6 SERIES 400 STRETCHER INSTALLATION
STRETCHER INSTALLATION
S.O.O. 6208

Supplements.
Approved:____________________
Transport Canada
Date:_______________________
Issue 1 PSM 1-64-1A

16 Feb. 2015 Page 9-52-1
STRETCHER INSTALLATION DHC-6 SERIES 400
PSM 1-64-1A Issue 1

Page 9-52-2 16 Feb. 2015

9-52 1 16 Feb. 2015 11 16 Feb. 2015
3 16 Feb. 2015 13 16 Feb. 2015
5 16 Feb. 2015 15 16 Feb. 2015
6 16 Feb. 2015 16 16 Feb. 2015
7 16 Feb. 2015 17 16 Feb. 2015
8 16 Feb. 2015 18 16 Feb. 2015
9 16 Feb. 2015 19 16 Feb. 2015
10 16 Feb. 2015 20 16 Feb. 2015
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PSM 1-64-1A Issue 1

Page 9-52-4 16 Feb. 2015
9-52.1 General ................................................................................. 7

9-52.1.1 Scope ................................................................................. 7
9-52.2 Limitations ............................................................................. 8

9-52.2.1 General ............................................................................... 8
9-52.2.2 Stretcher Rack Limitations ........................................................ 8

9-52.4.1 Operational Requirements ...................................................... 10
9-52.5 Performance......................................................................... 11
9-52.7 Aircraft and Systems Description ............................................. 16

9-52.7.1 General ............................................................................. 16
9-52.7.2 Loading and Securing the Stretcher .......................................... 16
9-52.7.3 Verifying the Patient Restraints ................................................ 18
9-52.7.4 Removing the Stretcher ......................................................... 20
9-52.7.5 Additional Considerations ....................................................... 20
List of Tables Page
9-52-1 Imperial Weight and Balance .................................................... 14

9-52-2 Metric Weight and Balance ...................................................... 15
9-52-1 Single Stretcher Configuration .................................................. 13

9-52-2 Double Stretcher Configuration ................................................. 13
9-52-3 Loading and Securing the Stretcher ........................................... 17
Issue 1 PSM 1-64-1A

16 Feb. 2015 Page 9-52-5
9-52-4 Stretcher Installation .............................................................. 17

9-52-5 Patient Restraint Attachment .................................................... 19
PSM 1-64-1A Issue 1

Page 9-52-6 16 Feb. 2015
9-52.1 General
9-52.1.1 Scope
This supplement applies to aircraft equipped with S.O.O. 6208 Stretcher Racks
Installation.

amendment level, addition technical conditions, and other requirements are specified
Issue 1 PSM 1-64-1A

16 Feb. 2015 Page 9-52-7
9-52.2 Limitations
9-52.2.1 General
The operating limitations detailed in Section 2 of the POH/AFM and any other applicable
approved supplements apply when S.O.O. 6208 is fitted. The following additional
limitations apply:
9-52.2.2 Stretcher Rack Limitations

1 No stowage under stretcher and rack assemblies.
2 Stretcher racks and stretchers must be located as shown in Figure 9-52-1 and
Figure 9-52-2.
3 Stretcher must be installed in accordance with Para 9-52.7.2.
4 Only Thunder Bay Aviation 915704–1 stretchers are approved for carriage.
5 Smoking onboard aircraft is not permitted.
6 One or two stretchers may be installed at one time, on the right hand side of the
fuselage only.
7 Maximum occupancy (including flight crew, attendant, patient and passengers):
One stretcher: 15
Two stretchers: 12
8 Occupant restraint to be configured and occupant to be secured in accordance with

Para 9-52.7.3.
9 Only one person is permitted on each stretcher.
10 Stretchers are for carrying patients only, not for cargo.
PSM 1-64-1A Issue 1

Page 9-52-8 16 Feb. 2015

of the POH/AFM.
Issue 1 PSM 1-64-1A

16 Feb. 2015 Page 9-52-9

9-52.4.1 Operational Requirements

1 The operator must develop an emergency evacuation procedure and ensure that
all crew members are familiar with it.
2 The stretcher should be boarded before all other passengers.
3 The patient must be accompanied by a qualified attendant who should be assigned

the seat which is most convenient to attend the patient.
4 A patient should be accepted for carriage without a qualified attendant only when
the saving of life is involved.
5 At least one attendant must remain on board as long as the patient is on board.
PSM 1-64-1A Issue 1

Page 9-52-10 16 Feb. 2015
9-52.5 Performance
Issue 1 PSM 1-64-1A

16 Feb. 2015 Page 9-52-11

The following data presents weights and moment arms for patient, stretcher and
support assemblies when S.O.O. 6208 is installed.
For reconfiguration, remove double and single seat assemblies on the right hand side
of the aisle as necessary (rows 3 through 6 for one stretcher, rows 1 through 6 for two
stretchers), using weight and moment arms provided in PSM 1-64-8.
Weights and moment arms for added stretcher, fwd and aft support racks and patients
are given in Table 9-52-1 for Imperial and Table 9-52-2 for Metric.
PSM 1-64-1A Issue 1

Page 9-52-12 16 Feb. 2015
Figure 9-52-1 Single Stretcher Configuration
Figure 9-52-2 Double Stretcher Configuration
Issue 1 PSM 1-64-1A

16 Feb. 2015 Page 9-52-13
Table 9-52-1 Imperial Weight and Balance

Weight Arm Moment
Item Note
lb in in*lb
Aft Stretcher Installation
Stretcher 17 F.S. 233 3,961 915704–1 Stretcher
Fwd Rack 7.5 F.S. 218 1,635 Wall Fitting at F.S. 221
Aft Rack 7.5 F.S. 257 1,928 Wall Fitting at F.S. 260
Fwd Stretcher Installation

Stretcher 17 F.S. 153 2,601 915704–1 Stretcher
Fwd Rack 7.5 F.S. 138 1,035 Wall Fitting at F.S. 141
Aft Rack 7.5 F.S. 177 1,328 Wall Fitting at F.S. 180
Patient (Aft) 80 F.S. 233 18,640 Patient Facing Fwd

Patient (Fwd) 80 F.S. 153 12,240 Patient Facing Fwd

PSM 1-64-1A Issue 1

Page 9-52-14 16 Feb. 2015
Table 9-52-2 Metric Weight and Balance

Weight Arm Moment
Item Note
kg in in*kg
Aft Stretcher Installation
Stretcher 7.7 F.S. 233 1,794 915704–1 Stretcher
Fwd Rack 3.4 F.S. 218 741 Wall Fitting at F.S. 221
Aft Rack 3.4 F.S. 257 874 Wall Fitting at F.S. 260
Fwd Stretcher Installation

Stretcher 7.7 F.S. 153 1,178 915704–1 Stretcher
Fwd Rack 3.4 F.S. 138 469 Wall Fitting at F.S. 141
Aft Rack 3.4 F.S. 177 602 Wall Fitting at F.S. 180
Patient (Aft) 36.3 F.S. 233 8,458 Patient Facing Fwd

Patient (Fwd) 36.3 F.S. 153 5,554 Patient Facing Fwd

Issue 1 PSM 1-64-1A

16 Feb. 2015 Page 9-52-15
9-52.7 Aircraft and Systems Description

9-52.7.1 General
Provisions have been made to accommodate one stretcher (with double and single
seat assemblies rows 3 through 6 removed), or two stretchers (with double and single
seat assemblies rows 1 through 6 removed), that can be installed on the right hand side
of the fuselage. Figure 9-52-1 and Figure 9-52-2 provides illustrations of the support
assembly and stretcher installation.
NOTE
Stretchers may NOT be installed on the left hand side of the fuselage.
9-52.7.2 Loading and Securing the Stretcher

1 Load the stretcher through the aft, left hand cabin door.
2 Place the outboard portion of the stretcher frame into the fwd and aft outboard
keepers on the racks ((1) in Figure 9-52-3).
NOTE
Make sure the aft legs of the stretcher bear against the inboard and
outboard keepers. (Refer to Figure 9-52-4).
3 Place the inboard portion of the stretcher frame into the fwd and aft inboard keepers
on the racks ((2) in Figure 9-52-3).
4 Close the fwd and aft inboard keepers over the stretcher frame ((3) in Figure 9-52-3).
5 Latch the fwd and aft inboard keepers using the pull action latch clamp provided
((4) in Figure 9-52-3).
NOTE
Adjust the latch clamp as required to provide positive latching.
PSM 1-64-1A Issue 1

Page 9-52-16 16 Feb. 2015
Figure 9-52-3 Loading and Securing the Stretcher
Figure 9-52-4 Stretcher Installation
Issue 1 PSM 1-64-1A

16 Feb. 2015 Page 9-52-17
9-52.7.3 Verifying the Patient Restraints

Before transporting a patient, verify that the patient restraints are installed as follows:
1 The reclining headboard must be facing forward.
2 The shoulder straps must be looped around the stretcher frame and secured
immediately aft of the wheel attachment as shown in Figure 9-52-5.
3 The chest straps must be looped around the stretcher frame and secured
immediately aft of the headboard hinges as shown in Figure 9-52-5.
4 The lap belt must be looped around the stretcher frame and secured in the center
fabric cut-out as shown in Figure 9-52-5.
5 The leg belt must be looped around the stretcher frame and secured in the aft fabric
cut out or at the foot-end as shown in Figure 9-52-5.
PSM 1-64-1A Issue 1

Page 9-52-18 16 Feb. 2015
Figure 9-52-5 Patient Restraint Attachment

Issue 1 PSM 1-64-1A
16 Feb. 2015 Page 9-52-19
9-52.7.4 Removing the Stretcher

1 Unlatch the pull action latch clamps at the fwd and aft inboard keeper (undo (4) in
Figure 9-52-3).
2 Open the fwd and aft inboard keepers (undo (3) in Figure 9-52-3).
3 Lift the stretcher out of the fwd and aft inboard keepers (undo (2) in Figure 9-52-3).
4 Slide the stretcher out of the outboard fwd and aft keepers (undo (1) in Figure
9-52-3).
5 Unload the stretcher through the aft, left hand cabin doors.
9-52.7.5 Additional Considerations
• Each projecting object of the stretcher that may injure the person occupying it,
or persons moving about the airplane in flight, must be padded.
• The patient restraint shall prevent unwanted movements of the patient during
turbulence or in an emergency landing, and apply the restraining loads over a
large area of the body. Some patients may be so injured that the restraint used
will be based on medical opinion.
• The preferred orientation is that the patient’s head is forward. Medical opinion
may dictate otherwise.
• An emergency evacuation procedure should be established and all crew

members must be familiar with it.
PSM 1-64-1A Issue 1

Page 9-52-20 16 Feb. 2015
DHC-6 SERIES 400 ALTERNATE ENGINE DISPLAY COLOURS
ALTERNATE ENGINE
DISPLAY COLOURS
S.O.O. 6280

Supplements.
Approved:____________________
Transport Canada
Date:_______________________
Issue 1 PSM 1-64-1A

27 Nov. 2015 Page 9-53-1
ALTERNATE ENGINE DISPLAY COLOURS DHC-6 SERIES 400
PSM 1-64-1A Issue 1

Page 9-53-2 27 Nov. 2015

9-53 1 27 Nov. 2015 11 27 Nov. 2015
2 Blank Page 12 27 Nov. 2015
3 27 Nov. 2015 13 27 Nov. 2015
5 27 Nov. 2015 15 27 Nov. 2015
7 27 Nov. 2015 17 27 Nov. 2015
8 27 Nov. 2015 18 27 Nov. 2015
9 27 Nov. 2015 19 27 Nov. 2015
10 27 Nov. 2015 20 Blank Page
Issue 1 PSM 1-64-1A

27 Nov. 2015 Page 9-53-3
PSM 1-64-1A Issue 1

Page 9-53-4 27 Nov. 2015
9-53.1 General ................................................................................. 7

9-53.1.1 Scope ................................................................................. 7
9-53.2 Limitations ............................................................................. 8

9-53.2.1 Engine Instrument Markings ..................................................... 8
9-53.2.1.1 Torque Pressure Indicators ..................................................... 9
9-53.2.1.2 Interstage Turbine Temperature (T5) Indicators ............................ 9
9-53.2.1.3 NP, NG, Oil Pressure, and Oil Temperature Displays ................... 10
9-53.5 Performance......................................................................... 14

9-53.7.1 General ............................................................................. 16
List of Tables Page
9-53-1 ........................................................................................... 8
9-53-1 Primary Flight Display, showing engine indications (upper left) .......... 16
9-53-2 Engine Window ,showing torque exceedance and fire warning .......... 18
9-53-3 Engine Window, showing miscellaneous parameters ...................... 19
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27 Nov. 2015 Page 9-53-5
PSM 1-64-1A Issue 1

Page 9-53-6 27 Nov. 2015
9-53.1 General
9-53.1.1 Scope
This supplement applies to aircraft equipped with S.O.O. 6280.

in Transport Canada Type Certificate Data Sheet A-82 and FAA Type Certificate Data
Sheet A9EA.
Issue 1 PSM 1-64-1A

27 Nov. 2015 Page 9-53-7
9-53.2 Limitations
S.O.O 6280 is mandatory for US-registered aircraft.
The operating limitations detailed in Section 2 of the AFM apply with S.O.O. 6280
fitted. The following limitations replace Para 2.4.6, Engine Instrument Markings in the
POH/AFM.
9-53.2.1 Engine Instrument Markings

Limitations for engine operating parameters vary depending on the phase of flight, as
defined in Figure 2-1, Engine Operating Limitations Table, in Section 2 of the AFM. The
electronic display of engine parameters, located in the upper inboard corner of each
primary flight display, uses industry standard colour codes to denote acceptable (black
or light grey background), cautionary (amber), and warning (red) ranges. Blue is used
as an advisory colour on the NP display only to indicate propeller operation in ground
fine range (beta range). These colour codes are displayed in the form of background
colours within the ‘gauge’ depiction (for Torque and T5) or within the numeric display
(for all other engine indications), and as tick marks (radial lines) on the Torque and T5
‘gauges’.
The colour coding is dynamic and the thresholds at which the various colour cues
appear will change depending on the phase of flight. The Apex display system
recognizes five phases of flight for the purpose of selecting the appropriate engine
limitation table to govern the display of colours. Take-off, Climb and Cruise, and
Single Engine Flight limitations apply simultaneously to both engines. Idle and Starting
limitations apply to each engine individually when the appropriate criteria has been met.
The limitation table being used for each engine will be displayed in white text (for T/O,
S/E, and IDL) near the torque indicators, and in green text for START outboard of the
engine being started. When climb and cruise limits (the default limits) are being used,
no indication is provided.
Table 9-53-1
indicators)
Take-off T/O Take-off
Climb and Cruise No indication (blank) Cruise
Single Engine Flight S/E Take-off
Idle (<72% NG) when on IDL Idle
ground
PSM 1-64-1A Issue 1

Page 9-53-8 27 Nov. 2015
Table 9-53-1 (continued)

indicators)
Starting START (green text Starting
beside appropriate engine
indications)
Engine Off IDL Idle
A detailed explanation of the logic used to select engine limitations based on phase of
flight and/or engine operating parameters is provided in Section 7, Aircraft and Systems
Description.
9-53.2.1.1 Torque Pressure Indicators

The following markings (radial lines, or arcs as appropriate) will appear on the torque
Red arc above 50 at all times

Green arc from 0 to 50 at all times
9-53.2.1.2 Interstage Turbine Temperature (T5) Indicators

The following markings (radial lines, or arcs as appropriate) will appear on the T5
During Start

Green arc from 450 to 850
Issue 1 PSM 1-64-1A

27 Nov. 2015 Page 9-53-9
During Take-off and Single Engine Flight

During Idle

Otherwise (default settings for climb and cruise, as well as engine not operating)

NOTE
When default engine limitations are being displayed during the climb
and cruise phases of flight, the amber radial mark at 740° indicates
the temperature limitation for normal Climb and Cruise operations,
and the red radial arc at 790° (equivalent to Take-off and Single
Engine Flight) indicates the temperature limitation for Maximum
Power (emergency power setting) operations.
9-53.2.1.3 NP, NG, Oil Pressure, and Oil Temperature Displays

These displays will change from a normally black background with green numbers to an
amber or red inverse video background with black numbers when limitation exceedences
warranting caution or warning messages take place. Allowances have been provided
PSM 1-64-1A Issue 1

Page 9-53-10 27 Nov. 2015
to prevent caution and warning displays from appearing during momentary transient
conditions permitted by the acceleration limits.
A warning or caution CAS message will be displayed on the CAS list concurrent with
the change in background colour of the displayed value in the engine window. The
MASTER CAUTION or MASTER WARNING annunciators will also illuminate, and an
appropriate aural warning will be generated.
Issue 1 PSM 1-64-1A

27 Nov. 2015 Page 9-53-11

There is no change to the Emergency and Abnormal Procedures provided in Section
3 of the POH/AFM.
PSM 1-64-1A Issue 1

Page 9-53-12 27 Nov. 2015

There is no change to the Normal Procedures provided in Section 4 of the POH/AFM.
Issue 1 PSM 1-64-1A

27 Nov. 2015 Page 9-53-13
9-53.5 Performance
There is no change to the Performance provided in Section 5 of the POH/AFM.
PSM 1-64-1A Issue 1

Page 9-53-14 27 Nov. 2015

There is no change to the Weight and Balance provided in PSM 1-64-8.
Issue 1 PSM 1-64-1A

27 Nov. 2015 Page 9-53-15

9-53.7.1 General
Display of engine operating parameters is provided in the upper inboard 1/6 portion
of the primary flight displays. Torque and engine temperature are depicted with
pointer-type displays and integer values beneath each display. Other parameters are
depicted with integers only.
During normal operations, engine related numeric values are displayed in green against
a black background, and gauge backgrounds are depicted in grey and black, to the left
and right of the pointer needle respectively.
Figure 9-53-1 Primary Flight Display, showing engine indications (upper left)
When an engine parameter exceeds its limitation, the integer background will change
to amber or to red, depending on the severity of the exceedence. This will always be
accompanied by a CAS message, also in amber or red, and a single chime (for amber
messages) or triple chime (for warning messages).
PSM 1-64-1A Issue 1

Page 9-53-16 27 Nov. 2015
The logic that drives the monitoring of engine limitations makes allowances for
acceleration limits that are granted during various phases of engine operation. Cautions
and warnings will not be generated provided that the exceedence is within both the
time and value parameters for the acceleration limit.
Five different sets of limitations are used for each engine, depending on the phase of
flight. These include starting, ground idle, take-off, climb and cruise, and single engine
operations. The appropriate set of limitations is automatically applied based on logic
inputs from other aircraft systems.
For example, if the starter switch is engaged, starting limits will be applied to the engine
being started. If the NG is below 72% and the aircraft is selected on the ground, idle
limits will be applied. If the autofeather system has been selected on, the trims are set
to the appropriate take-off bands, the take-off configuration monitor indicates that the
aircraft is configured for take-off, and power levers are advanced for take-off, take-off
limitations will be applied. If the aircraft is in flight and one engine registers NG of less
than 45%, single engine limitations (equivalent to take-off limitations) will be applied. If
single engine limitations have been applied in flight due to shut down of one engine,
they will continue to be applied for an additional 120 seconds following an in-flight
start-up of engine that was shut down. This is to allow adequate time for checklists to
be completed prior to reverting to normal climb and cruise engine limits.
The limitations presently being used at any given time are displayed in green text or, in
the case of start limitations, in white text. No annunciation is provided when the default
(climb and cruise) limitations are in use.
Issue 1 PSM 1-64-1A

27 Nov. 2015 Page 9-53-17
Figure 9-53-2 Engine Window ,showing torque exceedance and fire warning
Display of miscellaneous engine parameters, such as deployment of engine intake

deflectors, starter activation, and entry of a propeller into the ground fine range (a
propeller blade angle of less than +9°) is depicted symbolically. When a propeller
enters the ground fine range during the course of normal aircraft operations (power
lever grips twisted), the NP display for that propeller changes to cyan inverse video, and
the text ‘Beta’ appears in cyan next to the NP display.
Torque is displayed in PSI. 50 PSI torque is equal to 1,528.5 ft·lbs or 2,072.4 N·m torque.
NP, NG, Fuel Flow, Oil Pressure and Oil Temperature are all measured and continuously
calculated to one decimal point of precision; however, to avoid unwanted distraction to
the flight crew caused by frequently changing digits to the right of the decimal point, only
whole numbers are displayed in the engine window. If display of any of these values with
single decimal point precision is required (for example, for engine rigging purposes), an
ARINC 429 bus reader may be used to display the value with full available precision.
PSM 1-64-1A Issue 1

Page 9-53-18 27 Nov. 2015
Figure 9-53-3 Engine Window, showing miscellaneous parameters
Issue 1 PSM 1-64-1A

27 Nov. 2015 Page 9-53-19
PSM 1-64-1A Issue 1

Page 9-53-20 27 Nov. 2015
DHC-6 SERIES 400 ANAC REGISTERED AIRPLANES
ANAC REGISTERED AIRPLANES
S.O.O. 6363
Aviation (TCCA) approved and constitute the approved Aircraft Flight Manual

Supplements.
Approved:____________________
Transport Canada
Date:_______________________
Issue 1 PSM 1-64-1A

18 Oct. 2016 Page 9-54-1
ANAC REGISTERED AIRPLANES DHC-6 SERIES 400
PSM 1-64-1A Issue 1

Page 9-54-2 18 Oct. 2016

9-54 1 18 Oct. 2016 10 18 Oct. 2016
3 18 Oct. 2016 12 18 Oct. 2016
5 18 Oct. 2016 14 18 Oct. 2016
7 18 Oct. 2016 16 18 Oct. 2016
8 18 Oct. 2016 17 18 Oct. 2016
9 18 Oct. 2016 18 18 Oct. 2016
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PSM 1-64-1A Issue 1

Page 9-54-4 18 Oct. 2016
9-54.1 General ................................................................................. 7

9-54.1.1 Scope ................................................................................. 7
9-54.2 Limitations ............................................................................. 8

9-54.2.1 General ............................................................................... 8
9-54.2.2 GNSS ................................................................................. 8
9-54.2.3 VHF-COMM.......................................................................... 8
9-54.2.4 FMS ................................................................................... 8
9-54.2.5 Placards .............................................................................. 8
9-54.2.5.1 Passenger Compartment Placards ........................................... 9
9-54.5 Performance......................................................................... 18
9-54.5.1 General ............................................................................. 18
9-54.5.2 Noise Levels ....................................................................... 18
9-54-1 Passenger Compartment Placards Locations.................................. 9

9-54-2 External Placard Locations ...................................................... 13
Issue 1 PSM 1-64-1A

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9-54.1 General
9-54.1.1 Scope
This supplement has been developed for use on aircraft operating under the Brazilian
National Civil Aviation Agency (ANAC) Type Certificate, incorporating S.O.O. 6363. It
is valid for aircraft registered under ANAC jurisdiction in Brazil.
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9-54.2 Limitations
9-54.2.1 General
The operating limitations detailed in Section 2 of the POH/AFM and any applicable,
approved supplements apply when S.O.O. 6363 is installed. The following additional
limitations apply.
9-54.2.2 GNSS
The SBAS functionality is not available in Brazil, therefore operations that require such
functionality, GPS RNP-APCH to LPV minimums, are prohibited in Brazilian airspace.
Baro altitude derived FMS procedures such as RNP-APCH to LNAV or LNAV/VNAV
minimums do not require SBAS and are not affected.
Use of GNSS/GPS is prohibited under IFR unless other means of navigation, suitable
and approved for the intended route, are installed and operational. It must be possible at
any point along the route, to navigate to the destination or alternate, using such means.
9-54.2.3 VHF-COMM
When operating the VHF-COMM system in Brazilian airspace, the selection of 8.33
kHz in the channels spacing can cause the loss of communication with the Air Traffic
Control (ATC) if the radio is tuned to the wrong frequency.
9-54.2.4 FMS
For all IFR Operations, the Apex FMS must incorporate the current update cycle.
9-54.2.5 Placards
The following Brazilian placards replace the standard placards as shown in Para 9-54.
2.5.1 and Para 9-54.2.5.2.
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A. Turn & Pull Down Label
B. Turn & Lift Label
C. Exit Turn & Push Airstair Door Label
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D. Support Door While Lowering Label
E. Lift Label
F. Exit Sign – Photoluminescent
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G. Remove this Cover Pull Handle Down Push Window Out Label
H. Pull Label
I. Emergency Exit Label
J. First Aid Kit Label
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K. Exit Turn & Push Rear RH Door Label

The following placards are installed on the exterior of the aircraft.
Figure 9-54-2 External Placard Locations
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L. Front Baggage Load Limits Label
M. Open/Close Airstair Door Label
N. Support Door While Lowering Label
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O. Rear Baggage Load Limits Label
P. Open/Close Rear RH Door
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of the POH/AFM and any other applicable, approved supplements.
PSM 1-64-1A Issue 1

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There is no change to the normal procedures provided in Section 4 of the POH/AFM
and any other applicable, approved supplements.
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9-54.5 Performance
9-54.5.1 General
The performance data and procedures detailed in Section 5 of the POH/AFM and other
9-54.5.2 Noise Levels

Refer to Section 5 Performance, Para 5.1.3 Noise Levels in the AFM/POH.
The following take-off noise level complies with ANAC RBHA 36 corresponding to ICAO
Annex 16 Volume 1 Chapter 10 Amendment 8.
Aircraft Configuration Take-off Noise Level dB(A)

Landplane (refer to Note) 85.6
NOTE
Landplane Configuration comprises the DHC-6 Series 400 aircraft
configured in one of the three operational gear configurations:
Standard Wheels, Intermediate Flotation Gear (IFG) (S.O.O. 6048)
and Wheel Skis (S.O.O. 6001).
No determination has been made by the National Civil Aviation Agency (ANAC) that the
noise levels of this aircraft are, or should be acceptable or unacceptable for operation
at, into, or out of, any airport.
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DHC-6 SERIES 400 FATA CERTIFIED AIRPLANES
FATA CERTIFIED AIRPLANES
S.O.O. 6410

Supplements.
Approved:____________________
Transport Canada
Date:_______________________
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FATA CERTIFIED AIRPLANES DHC-6 SERIES 400
PSM 1-64-1A Issue 1

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9-57 1 21 Feb. 2017 14 21 Feb. 2017
3 21 Feb. 2017 16 21 Feb. 2017
5 21 Feb. 2017 18 21 Feb. 2017
6 21 Feb. 2017 19 21 Feb. 2017
7 21 Feb. 2017 20 21 Feb. 2017
8 21 Feb. 2017 21 21 Feb. 2017
9 21 Feb. 2017 22 21 Feb. 2017
10 21 Feb. 2017 23 21 Feb. 2017
11 21 Feb. 2017 24 21 Feb. 2017
12 21 Feb. 2017 25 21 Feb. 2017
13 21 Feb. 2017 26 Blank Page
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PSM 1-64-1A Issue 1

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9-57.1 General ................................................................................. 7

9-57.1.1 Introduction .......................................................................... 7
9-57.1.2 Applicability .......................................................................... 7
9-57.1.3 Extreme Temperature Operation ................................................ 7
9-57.2 Limitations ............................................................................. 8

9-57.2.1 Fuel .................................................................................... 8
9-57.2.2 Altitude Limitations ................................................................. 8
9-57.2.3 Flight Crew Limitations ............................................................ 8
9-57.2.4 Types of Operations and Miscellaneous Operating Limitations ........... 9
9-57.2.5 Outside Ground Temperature Limitations ...................................... 9
9-57.2.6 Other Limitations .................................................................. 10
9-57.2.6.1 Minimum Surface Hardness ................................................. 10
9-57.2.6.2 Maximum Airfield Pressure Altitude ........................................ 10
9-57.2.6.3 Combi (Cargo / Passenger) Operations ................................... 10
9-57.2.6.4 Stretcher Rack Installation Operations .................................... 13

9-57.3.1 Forced Landing ................................................................... 14
9-57.3.2 Ditching (Landing in Water) ..................................................... 14
9-57.3.3 Flight Control Abnormalities .................................................... 14
9-57.3.4 Stretcher Rack Emergency Evacuation ...................................... 17
9-57.5 Performance......................................................................... 20
9-57.5.1 Cold Temperature Operations .................................................. 20
9-57.5.2 Crosswinds Operations .......................................................... 20
9-57.7 Aircraft and System Description .............................................. 23

9-57.7.1 Primus Apex® Metric Units ..................................................... 23
9-57.7.2 Primus Apex® – Monitor Warning System ................................... 23
9-57.7.3 Ice Protection System ............................................................ 23
9-57.7.4 Extreme Temperature Operations ............................................. 24
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9-57-1 FATA Operating Instructions Placard (S.O.O. 6411) .......................... 9

9-57-2 Floor Loading and Tie-down Locations (S.O.O. 6274) ..................... 12
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9-57.1 General
This supplement has been developed for use on aircraft operating under the FATA Type
Certificate. Sections 9-57.1 through to 9-57.5 inclusive constitute the approved Aircraft
Flight Manual Supplement. Compliance with Section 9-57.2, Limitations, is mandatory.
All other Sections are not approved and are provided for information only.
In this document, unless otherwise noted, references to the DHC-6 Series 400
POH /AFM refer to VAL document 1-64-POH (the Pilot Operating Handbook)
including Transport Canada Civil Aviation (TCCA) approved document PSM-1-64 A
(the TCCA approved Aircraft Flight Manual).
9-57.1.2 Applicability
This Supplement is part of, and must be attached to, the basic POH and approved
Aircraft Flight Manual for aircraft configured for, and certified to, the standards of the
Federal Air Transport Agency of the Russian Federation (FATA) in accordance with
Viking Air Limited (VAL) Standard Option Order (S.O.O. 6410).
This document supersedes and/or supplements the information and data contained in
the Pilot Operating Handbook (POH) and approved Aircraft Flight Manual for the VAL
DHC-6 Series 400 (Twin Otter) in the areas listed therein. For limitations, procedures
and performance not contained in this document, refer to the POH, approved Aircraft
Flight Manual and other applicable approved Flight Manual Supplements.
9-57.1.3 Extreme Temperature Operation

In addition to Section 1.5.7 (Extreme Temperature Operation) of the POH/AFM:
During long term parking in outside ambient temperatures below –20°C, the aircraft
battery should be removed from the airplane and stored in a heated location.
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9-57.2 Limitations
In addition to limitations in the basic aircraft POH/AFM and any applicable supplements,
the following limitations apply.
9-57.2.1 Fuel
In addition to approved fuels listed in the POH/AFM Section 2.4.4, the following fuels
can be used:

Name
TS-1 (Russian GOST 10227-86)
RT (Russian GOST 10227-86)
NOTE
Use of TS-1 fuel is subject to the restrictions specified in Pratt &
9-57.2.2 Altitude Limitations

The following is added to Section 2.7 (Altitude Limitations) of the POH/AFM:
Unless an approved supplementary oxygen system is installed, maximum operational

pressure altitude is 10,000 feet (3050 meters).
NOTE
Flight durations of not more than 30 minutes above 10,000 feet (3050
meters) up to and including 12,000 feet (3650 meters) are permitted.
Unless an independent, approved third static source is installed, the maximum operating
altitude for IFR operations is 14,000 feet (4250 meters).
9-57.2.3 Flight Crew Limitations

The existing flight crew limitations of Section 2.11 (Flight Crew Limitations) of the
POH/AFM are replaced with the following:
Minimum Flight Crew (Ten (10) Passengers or More): Two (2) pilots.
Minimum Flight Crew (Nine (9) Passengers or Less): One (1) pilot.
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9-57.2.4 Types of Operations and Miscellaneous Operating Limitations

The following is added to Section 2.12.1.1 (Kinds of Operations Permitted) of the
POH/AFM:
Extended over-water flights are permitted within the limitations prescribed by Russian
Federation operational regulations.
The following is added to Section 2.14 (Kinds of Operation Limitations) of the POH/AFM:
The aircraft may be operated in Russian airspace on routes covered by АТС ground
facilities using RBS mode and VHF radio fields.
HF radio must be installed if aircraft is operated in areas where the communication

through VHF radio station is not available for more than 5 minutes but less than one
hour.
The Operating Instructions Placard (Figure 2-4) of Section 2.18 (Placards) of the
POH/AFM is replaced with the following:
Figure 9-57-1 FATA Operating Instructions Placard (S.O.O. 6411)
9-57.2.5 Outside Ground Temperature Limitations

Demonstrated ambient ground temperature –40°C - +51.7°C.
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9-57.2.6 Other Limitations
9-57.2.6.1 Minimum Surface Hardness

Aircraft operations are limited to dry and wet paved runways or unpaved runways and
surfaces with a surface hardness as follows:
1 Standard Wheels (Goodyear 112T06–2 Tires) – 4.2 kg/cm2 or greater.
NOTE
Including wheel-skis when operating on the wheels.
2 Intermediate Flotation Gear (Dunlop DR 18322T Tires with Inner Tube) – 2.4 kg/cm2
or greater.
These minimum surface hardness limitations have been demonstrated at the maximum
certificated gross weight of 12,500 pounds (take-off) and 12,300 pounds (landing).
NOTE
At surface hardness less than 5.1 kg/cm2 3.8 (Standard Wheels)
kg/cm2 (Intermediate Flotation Gear) surface damage of unpaved
runways is possible, and in such case, depth of wheel track may be
greater than 10 cm.
9-57.2.6.2 Maximum Airfield Pressure Altitude

Maximum airfield pressure altitude elevation is 10,000 feet MSL. It is noted that the
DHC-6 Twin Otter has successfully demonstrated operations as a special mission
aircraft from high altitude (over 12,000 feet MSL pressure altitude) on Antarctic ice
plateaus. For additional information, contact Viking Air Limited.
9-57.2.6.3 Combi (Cargo / Passenger) Operations

NOTE
Commuter 19 passenger operations to be in accordance with the
POH/AFM and PSM 1-64-8.
Crew only cargo operational limitations are in accordance with

Section 2.9 (Crew Only Cargo Operations Limitations) of the POH
/AFM and PSM 1-64-8.
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Combi (cargo / passenger) operations are approved subject to the following:
1 The cargo loading and configuration limitations established in the POH/AFM,

Section 2.8.4 (Baggage and Freight) and its subsections are to be followed except
as noted below.
a For combi configurations with cargo only in a freight compartment zone:
(1) Maximum permissible freight compartment loads (zones C1 through

C11 inclusive) (refer to Section 2.8.4.1 [Maximum Permissible Freight
Compartment Loads] of the POH/AFM) are 660 pounds (302 kg) each.
b For combi configurations with combined passenger seat(s) and cargo in the
same freight compartment zone:
(1) Maximum permissible freight compartment load (zones C1 through C11

inclusive) in that zone (refer to Section 2.8.4.1 [Maximum Permissible Freight
Compartment Loads] in the POH/AFM) is 330 pounds (151 kg) each.
(2) Maximum permissible baggage compartment loads per Section 2.8.4.2

(Maximum Permissible Baggage Compartment Loads) in the POH/AFM are
unchanged.
(3) Maximum permissible floor loading values per Section 2.8.4.3 (Maximum
Permissible Floor Loading Values) in the POH/AFM are unchanged.
2 Maximum number of passengers in any combi configuration is nine (9).
3 All passengers must be seated in approved seats.
4 Maximum cargo tie-down load limitations are per Figure 9-38-2.
5 All cargo must be restrained by approved cargo nets per the following:
a Maximum cargo net static load capacity is 1,688 lbs (766 kg).
b Minimum required tie downs = (18 x Cargo Weight) / (Tie Down Load Rating).
6 Emergency exit access and aisle way width requirements for all combi configurations
(S.O.O. 6274) must be maintained in accordance with PSM 1-64-8, Figure 1-7.
7 Placards for emergency exits that are not useable due to cargo are to be covered.
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Figure 9-57-2 Floor Loading and Tie-down Locations (S.O.O. 6274)

PSM 1-64-1A Issue 1
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9-57.2.6.4 Stretcher Rack Installation Operations

NOTE
Installation of Stretchers to be in accordance with PSM 1-64-1A
Section 9, Supplement 52, Stretcher Installation.
S.O.O. 6205 “Cabin Emergency Lighting System” is a prerequisite for

S.O.O. 6208, “Stretcher Rack Installation”.
A minimum of three crew members (Flight Crew and/or Attendants) are required when
a Single Stretcher is installed and four crew members (Flight Crew and/or Attendants)
are required when Two Stretchers are installed.
All crew members must be trained on the emergency evacuation procedures, refer to
Para 9-57.3.4.
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9-57.3.1 Forced Landing
The following is added to Section 3.9.4 of the POH/AFM:
After an emergency landing, remove the portable ELT located beneath the right-hand
(RH) crew seat and operate it as defined in the portable ELT instructions.
9-57.3.2 Ditching (Landing in Water)

The following is added to Section 3.9.7 (Ditching in Water) of the POH/AFM:
Remove the portable ELT located beneath the RH crew seat and operate it as defined
in the portable ELT instructions.
9-57.3.3 Flight Control Abnormalities

The following is added to Section 3.20 (Flight Control Abnormalities) of the POH/AFM:
General
In the event of a flight control system abnormality, if warranted by the severity of the
abnormality, land at an airport which has lower levels of wind and turbulence.
Some flight control abnormalities may result in large control forces. Control forces are
alleviated at lower speeds, reduction of speed from cruising speeds to 110 KIAS or
below may significantly reduce control forces and facilitate control of the aircraft in the
event that high control forces as a result of a flight control abnormality are encountered.
Procedure for Pitch Trim Failure:
1 Use elevator to control the pitch attitude of the aircraft.
3 Change flap settings slowly. Maximum recommended flap setting for landing is 20°.
NOTE
Under certain conditions, high control forces may result. Control
forces may be alleviated by minimizing speed and flap changes from
the trim conditions at which the failure occurred.
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Procedure for Aileron Trim Failure:
The following procedures are in addition to Section 3.20.1 (Aileron Trim Tab Runaway)
of the POH/AFM:
1 Use aileron to control bank angle.
NOTE
The aircraft ailerons have sufficient control authority to overcome
aileron trim at the most adverse trim positions. Monitor aileron trim
position on Apex. Under certain conditions, significant aileron control
forces may result.
Procedure for Rudder Trim Failure:
1 Use rudder to control aircraft yaw.
NOTE
The aircraft rudder has sufficient control authority to overcome rudder
trim at the most adverse trim positions. Monitor rudder trim on Apex.
Under some conditions, significant rudder control forces may result.
Slightly asymmetric, stabilized engine power settings may alleviate
rudder control forces.
Procedure for Elevator Failure:
The following procedures are in addition to Section 3.20.2 (Elevator Control Malfunction)
of the POH/AFM:
1 Use pitch trim to control pitch attitude of the aircraft.
2 Once aircraft is stabilized, avoid pitch trim changes caused by flap position changes.
If the aircraft is not at Flaps 0°, and pitch control is difficult, a slow reduction of flap
to Flaps 0° may result in a configuration that is easier to control in pitch.
NOTE
Under some circumstances, pitch control may be facilitated by small
power changes, by small speed changes, and/or by flap position
changes.
3 In the event of a jammed elevator, attempt to free elevator with moderate application
of control force.
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4 If elevator remains jammed, use small power changes, small speed changes
and/or flap position changes to establish a speed/flap configuration that results in a
controllable configuration for landing.
5 Do not exceed 15 degrees of bank while accomplishing turns as required to navigate

or complete an approach for landing.
6 Plan and execute an approach at Flaps 0° at a shallow flightpath angle (3 degrees or

less) and minimize power changes during the approach to avoid pitch trim changes
and pitch oscillations. Use a longer runway if available.
Procedure for Aileron Failure:
1 Use aileron trim to trim aircraft to a wings level attitude.
NOTE
Under some circumstances, bank angle excursions may be corrected
by small power changes, by small speed changes, and/or by flap
position changes. Avoid use of flaps over 10 degrees.
3 In the event of a jammed aileron, attempt to free aileron with moderate application
of control force.
4 If aileron remains jammed, use rudder to maintain bank angle control and establish
wings level flight. Determine a speed / flap configuration that results in a controllable
configuration for landing.
5 Use rudder and, if required, differential engine power to make heading changes, and
execute shallow banked turns, as required, to navigate or to complete an approach
for landing. Do not exceed 15 degrees of bank during turns.
Procedure for Rudder Failure:
1 If aircraft is in a banked turn, use aileron to bring the aircraft to wings level flight.
2 Use rudder trim to trim aircraft to wings level, coordinated flight.
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4 In the event of a jammed rudder, attempt to free rudder with moderate application
of control force.
5 If rudder remains jammed, turns will be uncoordinated, use aileron for bank angle
control. Small differential power changes may also assist in cancelling out any
adverse effects due to the jammed rudder.
NOTE
Complete power, speed and flap changes cautiously as required
to establish a controllable configuration. Check configuration
changes, particularly flaps and power at a safe altitude to establish a
controllable stable configuration for landing. Flaps settings above 10
degrees should not be used.
6 Use ailerons to control bank angle, and, if required, differential engine power to make
heading changes, and execute shallow banked turns, as required, to navigate or to
complete an approach for landing. Do not exceed 15 degrees of bank during turns.
NOTE
A rudder failure in combination with an engine failure, while
improbable, may result in uncontrollable yaw at higher power settings.
Single engine overshoot at go-around power with a failed rudder is
not recommended, loss of control of the aircraft may result.
9-57.3.4 Stretcher Rack Emergency Evacuation

The following procedure supersedes PSM 1-64-1A, Supplement 52, Para 9-52.4.1,
Operational Requirements, Item 1:
1 All crew must be trained on the following emergency evacuation procedures:
a Single Stretcher Installation
attendant shall tell the passengers to open their nearest available exit or
escape hatch if the area outside the exit is deemed safe.
(2) The attendant shall instruct the passengers to exit the aircraft through their
nearest available exit.
(3) The attendant shall instruct the co-pilot on which door the stretcher will
be passed through. The co-pilot shall exit the aircraft through that door,
following the passengers.
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(4) The stretcher shall be removed from the racks by the attendant and pilot.
(5) The stretcher is positioned beside the door and the attendant lowers the
stretcher to the floor so the attendant can exit the aircraft first.
(6) When outside, the attendant grabs the stretcher so the pilot can direct it out
the door.
(7) The pilot passes off the stretcher to the co-pilot.
(8) The pilot exits the aircraft and everyone moves a safe distance away.
b Double Stretcher Installation
rear attendant shall tell the passengers to open their nearest available exit
or escape hatch if the area outside the exit is deemed safe.
(2) The rear attendant shall instruct the passengers to exit the aircraft through
their nearest available exit.
(3) The rear attendant and co-pilot follow the passengers out the door that the
stretchers will be passed through.
(4) The aft stretcher shall be removed from the racks by the forward attendant
and pilot.
(5) The forward attendant and pilot shall move the stretcher to the door, where
the rear attendant and co-pilot remove the stretcher from the aircraft.
(6) The rear attendant and co-pilot shall deposit the stretcher a safe distance
from the aircraft and come back to receive the forward stretcher.
The forward stretcher shall be removed from the racks by the forward
attendant and pilot.
(7) The forward attendant and pilot shall move the forward stretcher to the door,
where the rear attendant and co-pilot remove the stretcher from the aircraft.
(8) The pilot and forward attendant exit the aircraft and everyone moves a safe
distance away.
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No change.
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9-57.5 Performance
No change except for the following:
9-57.5.1 Cold Temperature Operations

For operations below the available published performance data temperature range
in Section 5 (Performance) of the POH/AFM or in Supplement 37 (Supplemental
Performance Data) or in other applicable supplements, use the published performance
data at the lowest temperature limit published, this is conservative.
9-57.5.2 Crosswinds Operations

Paved Runways
The maximum demonstrated crosswind component for take-offs and landings are
shown in Section 4 Para 4.10.1 and Para 4.15.1. When runway surface conditions are
affected by water, snow, slush or ice the following must be considered:
Reported Braking Runway Condition Normative Maximum

Action Runway Crosswind,
Friction kt (m/s)
Coefficient
Excellent Dry ≥0.60 22 (11.3)
Excellent to Good Dry 0.60-0.55 21 (10.8)
Good Wet 0.54-0.45 18.5 (9.5)
3 mm or less of: Water, 0.44-0.42 16 (8.2)
Slush, Dry Snow or Wet
Snow
Good to Medium Frost, Compacted Snow 0.41-0.40 14.5 (7.5)
at or colder than –15°C
Medium Wet (Slippery), Dry Snow 0.39-0.37 14 (7.2)
or Wet Snow (any depth)
over Compacted Snow.
Greater than 3 mm of:
Dry Snow or Wet Snow or
Compacted Snow at OAT
warmer than –15°C
Medium to Poor Greater than 3 mm of: 0.36-0.35 13 (6.7)
Water or Slush
Poor Ice 0.34-0.30 12 (6.2)
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Unpaved Runways
The maximum allowable crosswind component must be considered as follows:
- for grass airfields and also for dry and wet runways 22 kt
- for compacted snow, including when covered with fresh snow 15 kt
- for runways with sodden top layer or covered with slush or wet snow 11 kt
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SECTION 9 57

Factory installed optional equipment is included in the licensed weight and balance
data in Section 6 (Weight and Balance) of the basic POH/AFM.
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SECTION 9-57
9-57.7 Aircraft and System Description

9-57.7.1 Primus Apex® Metric Units
The avionics window on the Primus Apex® Systems Multi-Function Display (MFD)
provides the pilot with the capability to configure the barometric altimeter setting
window to HPA and to enable metric altitude digital readouts on the PFDs. This is done
by selecting the AVIONICS page on the Systems MFD lower left window and then on
the SET UP tab selecting BARO CORRECTION to HPA and METRIC ALTITUDE to
ENABLE.
Dual unit feet and meter altitudes are displayed for barometric altitude only. Dual units
or metric units are not displayed on the ESIS. Display of radar altimeter altitude is in
feet only.
Use of altitudes and barometric altimeter setting in metric units is subject to the
requirements of the Russian Federation.
9-57.7.2 Primus Apex® – Monitor Warning System

NOTE
For normal operations, the AURAL WARN INHIBIT switches should
not be selected to INHIBIT.
9-57.7.3 Ice Protection System

Information, including limitations and procedures, for the operation of the Ice Protection
System (IPS) on the DHC-6 Series 400 is provided in Supplement 1.
Primus Apex provides for annunciation and CAS messages related to the IPS consisting
of the following:
1 There is a caution CAS message “Pneumatic Press Low” that illuminates if the
overall pneumatic pressure is low and the aircraft is not on ground (POH/AFM,
Section 7.22.1.2 and Table 3-3, Section 3.23). Crew response to this CAS is per
POH/AFM, Section 3.18.1. The message can come on under low NG conditions, but
this is considered in the POH/AFM procedures and information, and in Supplement
1. There is also an advisory message which comes on when the aircraft is on
the ground (refer to POH/AFM, Section 3.21. ). In addition, there is information
on these CAS messages in Supplement 1, Section 9-1.7.4). Under normal flight
operations, this CAS message will only come on if there is inadequate pneumatic
pressure in the boot system which would be indicative of a boot system fault.
2 Supplement 1, Figure 9-1-2 also describes operation of the “L STAB” and “R

STAB:” boot inflation annunciation. Section 9-1.7.4 contains information on how this
provides a positive indication of tailplane stabilizer de-ice boot inflation.
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SECTION 9 57
Absence of this indication suggests a possible failure of the corresponding tailplane

stabilizer boot system.
3 Each engine intake deflector is annunciated in the engine display pane when in the
snow / ice protection position. Failure of an individual intake deflector to move to
the correct position will be apparent to the flight crew because of the absence of
this annunciation.
In addition to the above annunciations and CAS messages, the following is additional
information on the IPS that will assist the flight crew in confirming proper function of all
elements of the system and in identifying any system problems or failures:
1 Failure of windshield heat will be apparent as frost / ice will accumulate on the
affected portion of the windshield. As well, a flight crew member can touch the
windshield to determine that heat is on and functioning. Some increase in current
draw is also apparent when windshield heat is turned on. It is also noted that the left
and right heating elements are independent and provide for a degree of redundancy
in the system.
2 Failure of prop de-ice will be apparent as ice will not shed from the prop or may
result in vibration if prop de-ice is only partially functioning. As well, aircraft electrical
loads can be monitored to determine that prop de-ice is on.
3 In addition to the Primus Apex pneumatic pressure annunciations and CAS

messages described in the POH / AFM and in Supplement 1 and in the above
discussion, failure of wing boots can also be determined by observing the inflation
cycle of the outboard edge of the boots from the cockpit.
4 There are procedures in the POH/AFM and in Supplement 1 regarding preflight

checks for all elements of the IPS.
The DHC-6 Series 400 is a small aircraft. As such, accumulation of ice on the leading
edge of the wing struts, on the windshield or on the leading edge of the wing will be
apparent to the flight crew. Observation at night is facilitated by the wing inspection
lights.
9-57.7.4 Extreme Temperature Operations

There are no ambient air operating temperature limitations for the aircraft.
Engine start is prohibited if the oil temperature is below –40°C. This is not an
ambient temperature operating limitation, engine pre-heat may be used to raise the oil
temperature to –40°C or higher prior to start.
The DHC-6 Twin Otter aircraft has an extensive service history of operations in extreme
Arctic / Antarctic and tropical / desert environments with demonstrated operations in the
PSM 1-64-1A Issue 1

Page 9-57-24 21 Feb. 2017
SECTION 9-57
temperature range –55°C to +51.7°C. Cockpit pre-heat (for the display screens) may
be required prior to start-up and taxi at temperatures below –20°C (refer to Sections
1.5.7 [Extreme Temperature Operation] and 10.2.2 [Effect of Cold on Avionics Display
Screens] of the POH/ AFM).
For additional information on cold weather safety and operational considerations, refer
to Section 10.2 (Cold Weather Operations, Flight in Known Icing [FIKI]) of the POH/AFM
and its subsections.
For additional information on hot weather and desert operations, refer to Section 10.4
(Hot Weather and Desert Operation) of the POH/AFM and its subsections.
Issue 1 PSM 1-64-1A

21 Feb. 2017 Page 9-57-25
SECTION 9 57
PSM 1-64-1A Issue 1

Page 9-57-26 21 Feb. 2017
DHC-6 SERIES 400 OPERATIONS WITHOUT FLIGHT DATA RECORDER
OPERATIONS WITHOUT FLIGHT

DATA RECORDER
S.O.O. 6299 with Mod 6/2436

Supplements.
Approved:____________________
Chief, Flight Test
Transport Canada
Date:_______________________
Issue 1 PSM 1-64-1A

29 Jun. 2017 Page 9-59-1
OPERATIONS WITHOUT FLIGHT DATA RECORDER DHC-6 SERIES 400
PSM 1-64-1A Issue 1

Page 9-59-2 29 Jun. 2017

9-59 1 29 Jun. 2017 7 29 Jun. 2017
3 29 Jun. 2017 9 29 Jun. 2017
5 29 Jun. 2017 11 29 Jun. 2017
6 Blank Page 12 Blank Page
Issue 1 PSM 1-64-1A

29 Jun. 2017 Page 9-59-3
PSM 1-64-1A Issue 1

Page 9-59-4 29 Jun. 2017
9-59.1 General ................................................................................. 7

9-59.1.1 Scope ................................................................................. 7
9-59.2 Limitations ............................................................................. 8

9-59.2.1 General ............................................................................... 8
9-59.2.2 Occupancy Limitations ............................................................ 8
9-59.2.3 Placards .............................................................................. 8
9-59.5 Performance......................................................................... 11
9-59-1 Passenger Seating Limitations Placard (Mod 6/2436) ....................... 8
Issue 1 PSM 1-64-1A

29 Jun. 2017 Page 9-59-5
PSM 1-64-1A Issue 1

Page 9-59-6 29 Jun. 2017
9-59.1 General
9-59.1.1 Scope
This supplement is introduced to identify operating limitations associated with an
aircraft not equipped with a Flight Data Recorder per S.O.O. 6299, “Removal of FDR”.
Mod 6/2436 “Passenger Seating Limitations Placard for FDR Removal” is introduced
to S.O.O. 6299 to help operators meet compliance with Canadian Aviation Regulation
(CAR) 603.33 (1)(a) and Federal Aviation Regulation CFR 135.152 (a).

Issue 1 PSM 1-64-1A

29 Jun. 2017 Page 9-59-7
9-59.2 Limitations
9-59.2.1 General
The Operating Limitations detailed in Section 2 of the POH/AFM and any other
applicable approved supplements apply when S.O.O. 6299 is fitted. The following
addition limitations apply:
9-59.2.2 Occupancy Limitations

Maximum Seating Configuration: 9 Passengers
2 Flight Crew
NOTE
Passenger seats must be mounted in approved locations and may
consists of any combination of single or double seats.
An approved seat, equipped with a seat belt, must be provided for

each occupant other than an infant.
9-59.2.3 Placards
Airplanes operating without an FDR (S.O.O. 6299), must have the following placard
installed in the aircraft:
Figure 9-59-1 Passenger Seating Limitations Placard (Mod 6/2436)
PSM 1-64-1A Issue 1

Page 9-59-8 29 Jun. 2017

There is no change to the Emergency and Abnormal Procedures provided in Section
3 of the POH/AFM.
Issue 1 PSM 1-64-1A

29 Jun. 2017 Page 9-59-9

There is no change to the Normal Procedures provided in Section 3 of the POH/AFM.
PSM 1-64-1A Issue 1

Page 9-59-10 29 Jun. 2017
9-59.5 Performance
There is no change to the Performance Data provided in Section 5 of the POH/AFM.
Issue 1 PSM 1-64-1A

29 Jun. 2017 Page 9-59-11
PSM 1-64-1A Issue 1

Page 9-59-12 29 Jun. 2017
SECTION 10
DHC-6 SERIES 400 SAFETY AND OPERATIONAL TIPS
SECTION 10
SAFETY AND OPERATIONAL TIPS

30 May. 2014 Page 10-1
SECTION 10
SAFETY AND OPERATIONAL TIPS DHC-6 SERIES 400

Page 10-2 30 May. 2014
SECTION 10

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Page 10-6 08 Feb. 2017
SECTION 10
10.1 General Information ............................................................... 17

10.1.1 Events Requiring Unscheduled Maintenance Inspection ................. 17
10.1.2 Headset Use ....................................................................... 17
10.1.3 Touch and Go Flights ............................................................ 18
10.1.4 In-Flight Selection of Reverse Thrust Prohibited ........................... 18
10.1.5 Generator Operations ............................................................ 19
10.1.6 Resetting Circuit Breakers ...................................................... 20
10.1.7 Series 400 Limitations – Elaboration ......................................... 20
10.1.8 Weight and Balance Calculation ............................................... 21
10.2 Cold Weather Operations, Flight in Known Icing (FIKI) ................. 22

10.2.1 Effect of Cold on Aircraft and Equipment .................................... 22
10.2.2 Effect of Cold on Avionics Display Screens ................................. 23
10.2.3 Pre-Flight Checks ................................................................. 24
10.2.4 Removal of Ice, Snow of Frost Prior to Take-Off ............................ 24
10.2.5 Inspection of Pitot and Static Sources ........................................ 26
10.2.6 Use of De-Icing and Anti-Icing Fluids......................................... 26
10.2.6.1 De-Icing (Type I) Fluids ....................................................... 26
10.2.6.2 Anti-Icing (Type II, III and IV) Fluids ........................................ 26
10.2.6.3 Fluid Application Guidelines ................................................. 27
10.2.7 Engine Starting .................................................................... 28
10.2.8 Additional Ground Checks ...................................................... 28
10.2.9 Taxiing .............................................................................. 28
10.2.10 Operation From Snow Covered Surfaces .................................... 28
10.2.11 Take-Off Procedures Following De-Icing or Anti-Icing ..................... 29
10.2.12 Equipment Required For Flight In Icing Conditions ........................ 29
10.2.13 Operation of De-Ice Equipment ................................................ 30
10.2.13.1 Pitot Heat ........................................................................ 30
10.2.13.2 Intake Deflectors ............................................................... 30
10.2.13.3 Windshield Heat ................................................................ 30
10.2.13.4 Valve Heat ....................................................................... 30
10.2.13.5 Bleed Air Switches ............................................................. 31
10.2.13.6 Surface De-Ice Boots ......................................................... 31
10.2.13.7 Propeller Anti-Ice ............................................................... 32
10.2.13.8 Engine Ignition System ....................................................... 32
10.2.14 Precautions During Flight in Icing Conditions ............................... 32
10.2.15 Use of Flap During if Following Flight in Icing Conditions ................ 33
10.2.16 Recognition and Recovery from Tailplane Stall ............................. 34

08 Feb. 2017 Page 10-7
SECTION 10
10.2.17 Precautions During Approach and Landing in Icing Conditions ......... 35

10.2.18 Training or Maintenance Flights in Icing Conditions ....................... 36
10.2.19 Contamination Arising from Anti-Icing Fluid Residue...................... 36
10.3 Ground Operations ................................................................ 40

10.3.1 Hydraulic Circuit Breaker ........................................................ 40
10.3.2 Flight Control Locks .............................................................. 40
10.3.3 Backing with Reverse Thrust ................................................... 41
10.3.4 Contamination Arising from Operation on Unprepared Surfaces ....... 41
10.3.5 Nose Wheel/Rudder Pedal Steering .......................................... 41
10.3.6 Use of the Autofeather System................................................. 41
10.3.7 Pulse Lighting ..................................................................... 42
10.3.8 Cabin Reading Lights ............................................................ 42
10.4 Hot Weather and Desert Operation ........................................... 44

10.4.1 Pre-Flight Checks ................................................................. 44
10.4.1.1 Engine Starting ................................................................. 44
10.4.1.2 Taxiing ............................................................................ 45
10.4.1.3 Take-Off .......................................................................... 45
10.4.1.4 Landing........................................................................... 46
10.4.1.5 After Landing .................................................................... 47
10.4.2 Turbulent Air and Thunderstorms.............................................. 47
10.5 Take-Off ............................................................................... 48

10.5.1 Directional Control During Take-Off ........................................... 48
10.5.2 Noise Abatement ................................................................. 48
10.5.3 Minimum Fuel Requirements ................................................... 48
10.5.4 Brake Energy Limitations ....................................................... 49
10.5.5 Headwinds and Tailwinds ....................................................... 49
10.5.6 Crosswind Take-Offs ............................................................. 49
10.5.7 Setting Take-Off Power .......................................................... 49
10.5.8 Reduced Power Take-Offs Prohibited ......................................... 50
10.5.9 Initial Climb ........................................................................ 50
10.5.10 Flap Retraction .................................................................... 50
10.5.11 Engine Failure During Take-Off ................................................ 51
10.5.12 Flap Retraction – One Engine Inoperative................................... 51
10.6 Flight Characteristics, Maneuvers ............................................ 52

10.6.1 Climb ................................................................................ 52

Page 10-8 08 Feb. 2017
SECTION 10
10.6.2 Single Engine Climb ............................................................. 52

10.6.3 Slow Flying ......................................................................... 52
10.6.4 Steep Turns ........................................................................ 52
10.6.5 Spins ................................................................................ 52
10.6.6 Stalls ................................................................................ 53
10.6.6.1 Stall Recovery .................................................................. 53
10.6.7 Recovery from Inadvertent High Angles of Attack ......................... 54
10.6.8 Minimum Control Speed......................................................... 54
10.6.9 Single Engine Operations ....................................................... 55
10.6.10 Windshear Recovery Procedures ............................................. 55
10.6.10.1 Background ...................................................................... 55
10.6.10.2 Windshear Avoidance ......................................................... 56
10.6.10.3 Windshear Precautions – Take-Off ......................................... 56
10.6.10.4 Windshear Precautions – Approach ........................................ 57
10.6.10.5 Windshear In-Flight Recovery Maneuver ................................. 57
10.7 Approach and Landing ........................................................... 61

10.7.1 Propeller Speed ................................................................... 61
10.7.2 Landing ............................................................................. 61
10.7.3 Crosswind Landings.............................................................. 61
10.7.4 Selection of Landing Flap ....................................................... 62
10.7.5 Single Engine Approaches ..................................................... 63
10.7.6 Reverse Thrust Operation ...................................................... 63
10.7.7 Brake Operation .................................................................. 63
10.7.8 Directional Control During Landing ........................................... 63
10.7.9 Landing with Precision ........................................................... 63
10.7.10 Overweight Landings ............................................................ 64
10.8 Amplified Emergency and Abnormal Procedures ........................ 65

10.8.1 Emergency vs. Abnormal – Definition ........................................ 65
10.8.2 Procedure Titles ................................................................... 65
10.8.3 Organization of Emergency Procedures ..................................... 65
10.8.4 Organization of Abnormal Procedures ....................................... 65
10.8.5 Presentation of Operational Checklists ....................................... 66
10.8.6 Relationship of Recommended Action to Probable Cause ............... 66
10.8.7 Memory Items ..................................................................... 67
10.8.8 Definition of Ground .............................................................. 67
10.8.9 Circuit Breakers ................................................................... 67
10.8.10 Crew Alerting System ............................................................ 67

08 Feb. 2017 Page 10-9
SECTION 10
10.8.11 Acknowledgment of Master Caution and Master Annunciators ......... 67

10.8.12 Identical or Similar Warning (Red) and Caution (Amber) CAS Message
Text .................................................................................. 68
10.8.13 Prohibition of Take-Off with a Red or Amber CAS Message Present ... 68
10.8.14 Flight Alerting System Messages ............................................. 69
10.8.15 No Take-off Warning ............................................................. 69
10.8.16 One Engine Inoperative Landing .............................................. 70
10.8.17 One Engine Inoperative Missed Approach (Flaps 10°) ................... 71
10.8.18 Precautionary Landing ........................................................... 71
10.8.19 Forced Landing ................................................................... 71
10.8.20 Landing with a Flat Tire.......................................................... 72
10.8.21 Flapless Landing .................................................................. 72
10.8.22 Ditching ............................................................................. 73
10.8.23 Starting Abnormalities ........................................................... 74
10.8.24 Engine Shutdown in Flight ...................................................... 75
10.8.25 Engine Flameout .................................................................. 76
10.8.26 Propeller Abnormalities .......................................................... 76
10.8.26.1 RESET PROPS Caution CAS Message ................................... 78
10.8.27 Electrical Abnormalities – DC Electrical ..................................... 78
10.8.28 Fuel System Abnormalities ..................................................... 79
10.8.29 Duct Overheat ..................................................................... 82
10.8.30 Hydraulic System Abnormalities ............................................... 82
10.8.31 Doors Unlocked Caution CAS Message ..................................... 84
10.8.32 Static System Miscompare, or Questionable Static Instrument
Indications .......................................................................... 85
10.9 Apex Avionics Suite .............................................................. 86

10.9.1 Amplified Normal Procedures .................................................. 86
10.9.1.1 Avionics Power Supply ........................................................ 86
10.9.1.2 Apex Start-up and Initialization .............................................. 86
10.9.1.3 L3 ESIS Start-up and Initialization .......................................... 87
10.9.1.4 Eye Height Reference Device ............................................... 87
10.9.1.5 Weight Calculation ............................................................. 87
10.9.1.6 Mach Number ................................................................... 88
10.9.1.7 Multifunction Display Swap................................................... 88
10.9.1.8 MFD Shortcut Keys ............................................................ 88
10.9.1.9 V speeds – Take-off and Landing ........................................... 88
10.9.1.10 Use of the Minima and Altitude Alert Bug on Approach ................ 88
10.9.1.11 Trim Tab Position Indicators .................................................. 89

Page 10-10 08 Feb. 2017
SECTION 10
10.9.1.12 Changing the Destination Airport ........................................... 89

10.9.1.13 “Closing” the Flight Plan ...................................................... 89
10.9.1.14 Automatic Decluttering of the INAV Map .................................. 89
10.9.1.15 Determining Present Position Direct to a Point ........................... 90
10.9.1.16 Absence of VHF Navigation Signals ....................................... 90
10.9.1.17 Descent Calculations .......................................................... 90
10.9.1.18 Transition from FMS to VHF Navigation Guidance – Approaches ... 91
10.9.1.19 Manual Entry of Latitude and Longitude .................................. 91
10.9.1.20 Runway Changes at Airports (when no Arrival or Approach
Selected) ......................................................................... 92
10.9.1.21 Transponder Operations ...................................................... 93
10.9.2 Amplified Abnormal Procedures ............................................... 94
10.9.2.1 CAS Message Suppression .................................................. 94
10.9.2.2 CAS Message Elevation ...................................................... 94
10.9.2.3 CAS Message Debounce and Persistence ............................... 95
10.9.2.4 No Take-Off Warning .......................................................... 95
10.9.2.5 Engine Shut Down in Flight – CAS Behaviour ........................... 95
10.9.2.6 Minor Avionics Component Failures ........................................ 96
10.9.2.7 Amber DAU FAIL Messages ................................................. 96
10.9.2.8 Cyan DAU Maintenance Messages ........................................ 96
10.9.2.9 TAWS Fail vs. Terrain Fail .................................................... 97
10.9.3 Data Loading ...................................................................... 98
10.9.4 Configuration Switches .......................................................... 98
10.9.4.1 Bus Tie Switch .................................................................. 98
10.9.4.2 Aural 1 and Aural 2 Mute Switches ......................................... 99
10.9.4.3 Emergency Com Switch ...................................................... 99
10.9.4.4 Caution Lights Dimming Switch ............................................. 99
10.9.4.5 TRACK SOURCE Switch ..................................................... 99
10.10 Maximum Performance STOL Operations .................................100
10.11 Ferry Fuel System ................................................................101

10.11.1 General ............................................................................101
10.11.2 Operating Limitations ...........................................................101
10.11.2.1 Limitations at Weights in Excess of 12,500 lbs..........................101
10.11.2.2 Weight and CG Limitations ..................................................102
10.11.2.3 Maneuvers and Flight in Turbulence ......................................104
10.11.2.4 Type of Operation .............................................................104
10.11.3 Emergency Operating Procedures ...........................................104

08 Feb. 2017 Page 10-11
SECTION 10
10.11.4 Normal Operating Procedures ................................................105

10.11.5 Performance Data and Charts ................................................107
10.11.5.1 Stalling Speeds ................................................................107
10.11.5.2 Enroute Rate of Climb ........................................................109
10.11.5.3 Enroute Rate of Climb – One Engine Inoperative ......................111
10.11.5.4 Service Ceilings ...............................................................113
10.11.5.5 Cruise Data .....................................................................115
10.12 Supplementary Operating and Performance Data.......................119

10.12.1 Introduction .......................................................................119
10.12.1.1 General..........................................................................119
10.12.1.2 Qualifications ..................................................................119
10.12.1.3 Flap Configurations ...........................................................119
10.12.1.4 List of Abbreviations and Terms ............................................120
10.12.2 Enroute Climb Data .............................................................120
10.12.2.1 Enroute Rates of Climb ......................................................120
10.12.2.2 Absolute and Service Ceilings..............................................123
10.12.2.3 Time, Distance and Fuel in Climb ..........................................126
10.12.3 Cruise Data .......................................................................139
10.12.3.1 Nautical Air Miles Per Pound of Fuel ......................................139
10.12.3.2 Fuel Consumption at Maximum Endurance (Holding) Speed ........145
10.12.4 Descent and Driftdown Data...................................................147
10.12.4.1 Time, Distance and Fuel in Descent ......................................147
10.12.4.2 Time, Distance and Fuel in Driftdown .....................................151
10.12.5 Sector Performance – Block Fuel and Time at Constant Cruise
Altitude .............................................................................156
10.12.5.1 Introduction .....................................................................156
10.12.5.2 Use of Charts (Illustrative Example) ......................................157
10.12.6 Sector Performance – Block Fuel and Time at Optimum Cruise
Altitude .............................................................................166
10.12.6.1 Introduction .....................................................................166
10.12.6.2 Enroute Performance Data ..................................................166
10.12.6.3 Results ..........................................................................167
10.12.6.4 Examples .......................................................................167
10.12.7 Intermediate Flotation Gear ...................................................172
10.12.7.1 Description .....................................................................172
10.12.7.2 Climb Data ......................................................................172
10.12.7.3 Cruise Data .....................................................................182
10.12.7.4 Descent Data ..................................................................189

Page 10-12 08 Feb. 2017
SECTION 10
10.12.8 Wheel-Skiplane ..................................................................193

10.12.8.1 Climb Data ......................................................................193
10.12.8.2 Cruise Data .....................................................................203
10.12.8.3 Descent Data ..................................................................211
List of Tables Page
10-1 Windshear In-Flight Recovery Procedures (Two Pilot Operations) ...... 59
10-1 Latitude/Longitude Text Box ..................................................... 92

10-2 CG Limits – Landplane and Wheel-skiplane with Ferry Fuel System ..103
10-3 Rear Baggage Compartment Total Load Limits ............................103
10-4 Stalling Speeds ....................................................................108
10-5 Enroute Rate of Climb ...........................................................110
10-6 Enroute Rate of Climb – One Engine Inoperative ..........................112
10-7 Service Ceiling (Rate of Climb 100 fpm) .....................................114
10-8 Nautical Air Miles Per Pound of Fuel – Sea Level ..........................116
10-9 Nautical Air Miles Per Pound of Fuel – 5,000 ft .............................117
10-10 Nautical Air Miles Per Pound of Fuel – 10,000 ft ...........................118
10-11 Enroute Rate of Climb – Both Engines at Maximum Climb Power ......121
10-12 Enroute Rate of Climb – One Engine at Maximum Continuous Power 122
10-13 Absolute and Service Ceiling – Both Engines at Maximum Climb
Power ................................................................................124
10-14 Absolute and Service Ceiling – One Engine at Maximum Climb Power 125
10-15 Time, Distance & Fuel in Climb – Type I (High Speed) ISA –20°C .....127
10-16 Time, Distance & Fuel in Climb – Type I (High Speed) ISA ..............128
10-17 Time, Distance & Fuel in Climb – Type I (High Speed) ISA +10°C .....129
10-18 Time, Distance & Fuel in Climb – Type I (High Speed) ISA +20°C .....130
10-19 Time, Distance & Fuel in Climb – Type II (Intermediate Speed) ISA
–20°C ................................................................................131
10-20 Time, Distance & Fuel in Climb – Type II (Intermediate Speed) ISA ...132
+10°C................................................................................133

08 Feb. 2017 Page 10-13
SECTION 10
+20°C................................................................................134
10-23 Time, Distance & Fuel in Climb – Type III (Low Speed) ISA –20°C.....135
10-24 Time, Distance & Fuel in Climb – Type III (Low Speed) ISA .............136
10-25 Time, Distance & Fuel in Climb – Type III (Low Speed) ISA +10°C ....137
10-26 Time, Distance & Fuel in Climb – Type III (Low Speed) ISA +20°C ....138
10-27 Nautical Air Miles Per Pound of Fuel ISA –20°C............................140
10-28 Nautical Air Miles Per Pound of Fuel ISA ....................................141
10-29 Nautical Air Miles Per Pound of Fuel ISA +10°C ...........................142
10-30 Nautical Air Miles Per Pound of Fuel ISA +20°C ...........................143
10-31 Nautical Air Miles Per Pound of Fuel (One Engine Inoperative) .........144
10-32 Fuel Consumption at Maximum Endurance (Holding) Speed ............146
10-33 Time, Distance and Fuel in Descent – Type I (High Speed) ..............148
10-34 Time, Distance and Fuel in Descent – Type II (Intermediate Speed) ...149
10-35 Time, Distance and Fuel in Descent – Type III (Low Speed) .............150
10-36 Time, Distance and Fuel in Drift Down ISA –20°C .........................152
10-37 Time, Distance and Fuel in Drift Down ISA ..................................153
10-38 Time, Distance and Fuel in Drift Down ISA +10°C .........................154
10-39 Time, Distance and Fuel in Drift Down ISA +20°C .........................155
10-40 Block Fuel (Maximum Cruise Rating) (Distance 0 to 400 nm) ...........158
10-41 Block Fuel (Maximum Cruise Rating) (Distance 0 to 800 nm) ...........159
10-42 Block Time (Maximum Cruise Rating) (Distance 0 to 400 nm) ..........160
10-43 Block Time (Maximum Cruise Rating) (Distance 0 to 800 nm) ..........161
10-44 Block Fuel (Long Range Cruise) (Distance 0 to 400 nm) .................162
10-45 Block Fuel (Long Range Cruise) (Distance 0 to 800 nm) .................163
10-46 Block Time (Long Range Cruise) (Distance 0 to 400 nm) ................164
10-47 Block Time (Long Range Cruise) (Distance 0 to 800 nm) ................165
10-48 Minimum Block Time Technique ...............................................169
10-49 Minimum Block Fuel Technique ................................................170
10-50 Minimum Cost Technique .......................................................171
10-52 Enroute Climb Gradient ..........................................................174
10-53 Absolute and Service Ceiling ...................................................176
10-54 Absolute and Service Ceiling – One Engine Inoperative .................177
10-55 Time, Distance and Fuel – Climb at 500 fpm ................................179
10-56 Time, Distance and Fuel – Climb at Maximum Climb Power .............181
10-57 Nautical Air Miles per Pound of Fuel – Sea Level ..........................183
10-58 Nautical Air Miles per Pound of Fuel – 5,000 ft .............................184
10-59 Nautical Air Miles per Pound of Fuel – 10,000 ft ............................185

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10-61 Nautical Air Miles per Pound of Fuel: One Engine – Sea Level .........187
10-62 Nautical Air Miles per Pound of Fuel: One Engine – 5,000 ft ............188
10-63 Time, Distance and Fuel – Descent at 500 fpm ............................190
10-64 Time, Distance and Fuel – Power-off Descent ..............................192
10-66 Enroute Climb Gradient ..........................................................195
10-67 Absolute and Service Ceiling ...................................................197
10-68 Absolute and Service Ceiling – One Engine ................................198
10-69 Time, Distance and Fuel – Climb at 500 fpm ................................200
10-70 Time, Distance and Fuel – Climb at Max Climb Power ....................202
10-71 Nautical Air Miles per Pound of Fuel – Sea Level ..........................204
10-72 Nautical Air Miles per Pound of Fuel – 5,000 ft .............................205
10-75 Nautical Air Miles per Pound of Fuel: One Engine – Sea Level .........208
10-76 Nautical Air Miles per Pound of Fuel: One Engine – 5,000 ft ............209
10-77 Nautical Air Miles per Pound of Fuel: One Engine – 10,000 ft...........210
10-78 Time, Distance and Fuel – Descent at 500 fpm ............................212
10-79 Time, Distance and Fuel – Power-off Descent ..............................214

08 Feb. 2017 Page 10-15
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Page 10-16 08 Feb. 2017
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10.1 General Information

Unless specified otherwise, the information provided in this section refers to an aircraft
on standard wheel gear.
NOTE
Maintenance tasks completed by the flight crew/operator are subject
to Local Airworthiness Authorities.
10.1.1 Events Requiring Unscheduled Maintenance Inspection

During ground or flight operations, events may occur which require a maintenance
inspection after flight. Most operators have established a procedure/policy to ensure
that pilots document these events so that proper maintenance can take place. Such an
event is called a “Conditional Inspection”. These include, but are not limited to:
- hard landing
- any wheel or gear component striking an object while maneuvering
- nose wheel or main wheel becoming stuck in a soft surface, subsequently greater
than normal taxi power having been applied to free the wheel
- severe turbulence
- flap (VFE) or (VMO) overspeed
- high-energy stop such as a rejected take-off
- lightning strike
- operation in extreme dust such as a sandstorm or volcanic ash
- tail strike
- overweight landing
Additional events may also require maintenance inspection and should also be reported.
An example of such an event is an overly aggressive pitch up during a TCAS event or a
Terrain Avoidance maneuver that could cause structural damage. If in doubt, the best
course of action is to report it.
10.1.2 Headset Use

A headset must be worn by all flight deck occupants (including passengers who may
be carried in the right seat) at all times from block departure to block arrival.

08 Feb. 2017 Page 10-17
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10.1.3 Touch and Go Flights

Touch and go flights are strongly discouraged. During training or proficiency checks,
stop and go landings may be conducted. To ensure that training and proficiency checks
are carried out using procedures that match normal line operation procedures, both
the ‘after landing’ and ‘before take-off' checklists should be completed whenever a stop
and go landing is made.
Brake kinetic energy limitations normally will not restrict stop and go landings because
the exposed brake assemblies will cool sufficiently during the time it takes to complete
a circuit. If a practice rejected take-off is planned for a training or checking flight,
consideration should be given to completing this maneuver last, after all flights have
been made, particularly if the aerodrome being used is above 5,000 feet pressure
altitude, if the runway has a downslope, or if there is any tailwind.
If there is any doubt about brake kinetic energy limitations following a rejected take-off
from a speed greater than 40 KIAS, wait 30 minutes, or wait until the brake discs are cool
enough to allow them to be touched without discomfort before making the next take-off.
WARNING
THE TAKE-OFF CONFIGURATION WARNING SYSTEM WILL

NOT BE OPERATIONAL IF A TOUCH AND GO LANDING
IS CARRIED OUT. THE AIRCRAFT MUST REMAIN ON THE
GROUND FOR 20 SECONDS AFTER LANDING BEFORE THE
TAKE-OFF CONFIGURATION WARNING SYSTEM BECOMES
OPERATIONAL.
10.1.4 In-Flight Selection of Reverse Thrust Prohibited

Fatal accidents have been caused by the in-flight selection of reverse thrust, which
would require the pilot to first over-ride the flight idle stop by twisting the power lever
handles to permit access to the reverse thrust range.
WARNING
PILOTS ARE ADVISED THAT THE TWIN OTTER AIRCRAFT

FLIGHT MANUAL PERMITS THE USE OF REVERSE POWER
ONLY WHEN WATER-BORNE OR GROUND-BORNE, AND DOES
NOT DESCRIBE ANY PROCEDURE WHICH PERMITS THE
SELECTION OF REVERSE WHILE AIRBORNE. THE IN-FLIGHT
SELECTION OF REVERSE THRUST CAN CAUSE SERIOUS
CHANGES IN AIRCRAFT HANDLING CHARACTERISTICS WITH
POSSIBLE LOSS OF CONTROL, TOGETHER WITH SIGNIFICANT
CHANGES IN STALLING SPEEDS AND ENGINE BEHAVIOUR.

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It is strictly prohibited to twist the power lever grips and move the power levers aft of
the IDLE position unless the aircraft is on the ground or water surface.
10.1.5 Generator Operations

It is normally not necessary to increase NG to idle +15% prior to bringing a generator
online. This requirement was originally published for 100 aircraft equipped with PT6A-20
engines, and was carried over without change to Series 300 aircraft equipped with
PT6A-27 engines. The purpose of the requirement was to ensure that T5 temperatures
in these engines did not rise above the unmarked idle limit when the additional
mechanical load arising from bringing the generator online was imposed on the engine
accessory drive train.
The PT6A-34 engine used in the Series 400 Twin Otter has a higher idle T5 limit
than the -20 and -27 engines. The idle temperature limitation of 685° is automatically
applied whenever NG is below 72%, and an amber caution level CAS message will be
presented if this limitation is exceeded.
The generators used in the Series 400 aircraft are slightly different than those used
on legacy aircraft, and these generators may be prone to voltage fluctuation at engine
speeds of less than 55% NG if the amperage demand on an individual generator is
greater than approximately 80 amps. To ensure that generator voltage output remains
within the desirable range of 28.0 to 29.0 volts, it is recommended that the engine speed
be increased to 55% NG or greater prior to bringing a generator online if it is anticipated
that the initial amperage demand from that generator will be greater than 80 amps.
Engine speed may be reduced to idle once the amperage demand has decreased to
less than 40 to 50 amps per generator. If voltage outputs should subsequently rises
above 29 volts at idle, engine speed should be increased as necessary to maintain
voltage at or below 29 amps.
If an extraordinarily high electrical load is anticipated prior to bringing a generator online,

for example, as a result of a heavily discharged battery, use of windshield and prop heat
immediately after start, or use of air conditioning immediately after start, engine speed
may need to be increased to 60% NG or higher in order to maintain voltage levels at or
below 29 amps and to maintain T5 temperature below 685°.
Normal electrical load on a Series 400 aircraft is between 40 and 50 amps total once
the battery has been fully charged. This does not include loads arising from de-ice
equipment or air conditioning.
To ensure rapid acceleration to governed idle speed, Series 400 aircraft should always
be started with the propeller levers in the full forward (MAX RPM) position.

08 Feb. 2017 Page 10-19
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10.1.6 Resetting Circuit Breakers

Pilots may create a potentially hazardous situation if they reset a CB without knowing
what caused it to trip. A tripped CB should not be reset in flight unless doing so is
consistent with explicit procedures set out in AFM Section 3 or unless, in the judgment
of the Captain, resetting a CB is necessary for the safe completion of the flight. In
principle, a tripped CB should not be reset before any associated fault is located and
eliminated. This may require maintenance attention.
Under no circumstances should power distribution circuit breakers be reset by a pilot.
10.1.7 Series 400 Limitations – Elaboration

Some Series 400 limitations (published in Section 2 of the AFM) are unique to the
Series 400 aircraft. In most cases, these ‘new’ limitations were not published for the
Series 300 aircraft simply because the certification criteria applicable to the Series 300
did not mandate them.
The Zero Fuel Weight limitation of 12,300 lbs (5,579 kg) is not foreseen to have any
operational impact because the maximum landing weight in the landplane and skiplane
configuration is also 12,300 lbs (5,579 kg).
The prohibition of flap extension beyond 20° at weights below 9,500 lbs (4,309 kg) is
not foreseen to have any operational impact because at weights below 9,500 lbs (4,309
kg), the take-off distance required is greater than the flap 20° landing distance required.
The VMCG has been published to enable use of lower V1 speeds on contaminated
runways, in accordance with data provided in Flight Manual Supplement 37.
Crew will notice that the horizontal barber pole depicting VMO will begin to decrease
from 166 KIAS as the aircraft climbs above 6,700 feet pressure altitude.
FMS approaches are, by definition, GPS based approaches, because the FMS relies
exclusively on the GPS receivers to determine aircraft position. For this reason, the FMS
may only be used for non-precision approaches. Non-precision approaches that use a
localizer-type signal (LOC, LOC-BC, LDA, and SDF) must be carried out with reference
to the VHF ground-based signal, using Short Range Navigation (SRN), because the
ground based signal provides more precise guidance than the unaugmented GPS
signal used by the FMS Long Range Navigation (LRN) system.
LNAV/VNAV and LPV approaches are prohibited because at the time of first certification,
the GPS receivers do not support Satellite Based Augmentation Service (SBAS) such
as the North American WAAS or European EGNOS, and SBAS is a prerequisite for
LNAV/VNAV and LPV approaches.
A passenger may occupy the right pilot seat of the aircraft during single pilot operations;
however, that passenger must be provided with a fully functional headset. Passengers

Page 10-20 08 Feb. 2017
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who occupy the right pilot seat during single pilot operations are considered
‘passengers’ for the purpose of the limitation of 19 passengers on board.
Propeller speed is limited to 91% NP during climb and cruise. This limitation is
not intended to prevent the pilot from taking any and all prudent actions that may
be necessary in the event of an emergency such as an engine failure, windshear
encounter, or inadvertent flight into severe icing.
10.1.8 Weight and Balance Calculation

Series 400 aircraft are equipped with cabin interiors that are considerably lighter than
the cabin interiors installed in Series 300 aircraft. This, combined with the lighter weight
of the composite doors on the aircraft, can result in the aircraft balance point being
outside of the forward center of gravity limit when operating at very light weights (for
example, with only one pilot, minimal fuel, and seats removed).
Weight and balance assumptions that may have worked for many years on Series 300
aircraft are not valid for use on the substantially lighter Series 400 aircraft.

08 Feb. 2017 Page 10-21
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10.2 Cold Weather Operations, Flight in Known Icing (FIKI)

The operation and maintenance of the aircraft in low temperature conditions presents
a number of challenges; these, together with recommended precautions and remedies
are presented in this section.
10.2.1 Effect of Cold on Aircraft and Equipment

Ice, snow, and frost must be removed from the aircraft prior to take-off, 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 can be readily removed from the aircraft exterior with
de-icing fluid, but at temperatures below –15°C (4°F) the use of hot air may be required.
When hot air is used, only enough should be applied to loosen the ice; a stiff brush
should then be used to remove the ice. If the ice were melted completely with the hot
air, the resultant water could enter control surface hinges or control mechanisms and
subsequently freeze again. If wing and horizontal stabilizer 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 from fuel more readily in low temperatures and descends to
the lowest point of its container, where it may freeze. This could result in restricted flow
or loss of fuel flow to the engines. It is important 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 engine intake for a ten minute period. The normal operations section of the AFM
contains a special procedure that may be followed when starting engines in extreme
cold conditions.
Plastics are prone to cracking if subjected to sudden changes in temperature, for

example, when moving an aircraft from a warm hangar outside to a cold atmosphere.
Cracks usually originate 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. The electrically heated windshield
(when installed) can be operated on the ground provided an external power source is
connected, or electrical power is being generated by the engines. It is not recommended
to operate windshield heat from aircraft battery power as this will rapidly deplete the
battery.
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.

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A temperature inversion can occur while climbing, which may cause sudden and
complete frosting of the windshield if the windshield has not been pre-heated. If electric
windshield heat is not installed, instrument flying will be necessary until the windshield
clears. For this reason, it is recommended that windshield heat be turned on prior to
taxi if it will be needed during flight.
Mechanical flight instruments may be initially sluggish and unreliable; this is caused
by additional bearing friction due to congealed lubricants. Above 60° to 65° N and S
latitude a magnetic compass is usually unreliable; a gyroscopic instrument should be
used for steering.
If a de-icing system is not installed, or has become inoperative during the flight, and
icing conditions have been encountered, the landing must be carried out using a flap
setting no greater than 10°.
Leave the parking brake off if moisture is present. Brakes may freeze if the parking
brake is applied when the brakes are hot and moisture is present. Refuel as soon as
possible after landing to minimize condensation in fuel tanks. Finally, install all available
covers before leaving the aircraft outside.
10.2.2 Effect of Cold on Avionics Display Screens

The display screens used for the Apex avionics system and the L3 Emergency Standby
Instrument System (ESIS) may not meet certification specifications for brightness and
contrast when the screen display surface has been cold-soaked to temperatures below
–20°C (–4°F).
If the display brightness and contrast is sufficient to allow the display to be used for
engine starting, engines may be started at temperatures below –20°C (–4°F), but the
display screens must be warmed up (using cabin heat) to a minimum screen surface
temperature that is greater than –20°C (–4°F) prior to taxi.
If the display brightness and contrast is insufficient to allow the display to be used for
engine starting, the screen surface must be warmed up to a minimum screen surface
temperature that is greater than –20°C (–4°F) before engines are started. This may be
accomplished with a cabin heater (a hot air blower), a heating pad, or by applying a hot
water bottle wrapped in a soft towel to the face of the screen. The temperature of the
hot air, heating pad, or hot water bottle must not be greater than what could be used
to warm a human hand without discomfort.
The entire display box does not need to be warmed up – only the face of the screen
itself, which is approximately ¼ of an inch (5 mm) thick, needs to be warmed up.
Visually confirm that the all 5 flat-panel displays (the 4 Apex screens and the L3 ESIS)
are properly functioning and easily readable prior to taxi. It may be necessary to wait
and warm up the flight compartment (using the aircraft heating system) prior to taxi.

08 Feb. 2017 Page 10-23
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10.2.3 Pre-Flight Checks
WARNING
WHEN CONTINUALLY OPERATING IN SUB ZERO

TEMPERATURES, CARE MUST BE TAKEN NOT TO INTRODUCE
SUBSTANTIAL QUANTITIES OF SNOW INTO THE PASSENGER
CABIN DURING CARGO LOADING OR THROUGH OPEN
DOORWAYS. SHOULD CABIN HEAT BE USED, THE SNOW MAY
MELT AND REFREEZE BENEATH THE CABIN FLOOR. THIS
MAY RESULT IN ICE FORMATION AND BUILD-UP WHICH MAY
AFFECT FLIGHT CONTROL CABLES THAT RUN UNDERNEATH
THE CABIN FLOOR.
Determine and verify the existence or risk of icing conditions along the proposed route.
Obviously, flight into known or forecast icing conditions is prohibited unless the aircraft
is fitted with all required de-icing equipment, and all of that equipment is functional. Be
aware that ice may form in conditions of visible moisture at temperatures below +5°C.
Additional pre-flight checks to be carried out in cold weather if the aircraft has been
parked outside, before starting the engines, are as follows:
1 Check that all ice, snow, or frost has been removed from wings, tailplane, and all
control surfaces.
2 Ensure that prior to flight any snow or standing water is removed from the airplane
cabin.
3 Inspect all control surface hinges for removal of ice or packed snow likely to cause
jamming.
4 Check for water and ice in fuel at fuel strainers and tank drains.
5 Check all de-icing boots (if installed) for damage.
6 Check that the windshield and windows are defrosted. De-icing fluid should be
used for defrosting as scraping scratches the surfaces of plastic panels.
7 Test all main and auxiliary controls to ensure their freedom of operation.
10.2.4 Removal of Ice, Snow of Frost Prior to Take-Off

A very small amount of roughness, in thickness as low as 1/64 inch (half a millimeter),
caused by ice, snow, or frost, disrupts the air flow over the lift and control surfaces of
an aircraft. The consequence of this roughness is severe lift loss, increased drag and
impaired maneuverability, particularly during the take-off and initial climb phases of

Page 10-24 08 Feb. 2017
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flight. Ice can also interfere with the movement of control surfaces or add significantly
to aircraft weight. There is no such thing as an insignificant amount of ice.
Wind tunnel and flight tests indicate that ice, frost, or snow formations on the leading
edge and upper surface of a wing, having a thickness and surface roughness similar
to medium or coarse sandpaper, can reduce wing lift by as much as 30% and increase
drag by 40%. This may negate take-off stall margins altogether on commuter type
aircraft. The only method currently known of positively ascertaining that an aircraft is
clean prior to take-off is by close inspection.
Ice and frost formation is not limited to northern latitudes. Frost often forms on
the horizontal surfaces of DHC-6 aircraft parked overnight in Africa when night-time
temperatures fall to +5°C (41°F) or less and skies are clear.
Ice can form even when the outside air temperature (OAT) is well above freezing. A
DHC-6 aircraft equipped with extended range wing fuel tanks may have fuel in these
tanks that is at a sufficiently low temperature that it lowers the wing skin temperature to
below the freezing point. This phenomenon is known as cold-soaking. This situation
can also occur when a Twin Otter fitted with extended range wing tanks has been
cruising at high altitude for a period of time and this is followed by a quick descent to
a landing in a humid environment. Any form of moisture that comes in contact with a
wing that is at a temperature below freezing will then freeze to the wing surfaces.
Cold-soaking can also be caused by fuelling Twin Otter extended range wing tanks
with cold fuel. If there is rain or high humidity present, ice can form on the cold-soaked
portions of the wing and accumulate over time. This ice can be invisible to the eye and
is often referred to as clear ice. This ice can be detected by doing a tactile inspection
or by using specially designed ice detecting systems such as a Ground Ice Detection
System (GIDS).
It is essential that all lift and control surfaces of the aircraft be completely clear of ice,
snow, or frost prior to take-off. At major airports, de-icing services may be available
from a contractor, or the aircraft can be put in a heated hangar until such time that all
ice, snow, or frost melts. At remote airports, manual methods of ice, snow, or frost
removal such as use of a broom, brush, or rope may be used. Using these devices to
remove contamination does not always mean that the lift or control surface is clean and
safe for flight. Every time a manual method (as opposed to application of hot de-icing
fluid, or parking the aircraft in a heated hangar) is used to remove contamination, a
tactile inspection shall be done. If any contamination is found adhering to a lift or control
surface, it must be removed prior to flight. All frost must be removed – even residual
‘polished’ frost is dangerous and must be removed.
If any doubt exists concerning the aerodynamic cleanliness of the aircraft, request
de-icing or proceed to a de-icing facility. NEVER assume that snow will blow off,

08 Feb. 2017 Page 10-25
SECTION 10
because there could be a layer of frost or ice under it. Do not underestimate the effect
of even a thin layer of frost or ice on wing surfaces.
Under no circumstances should ice or snow that has frozen and adhered to the aircraft
be ‘chipped’ off the aircraft. The allowable damage tolerances for dents in the aircraft
skin – particularly for dents or scratches in the upper surface of the wings and horizontal
stabilizer – is measured in thousandths of an inch. A few moments of carelessness
attempting to chip ice off a wing surface can easily cause damage that may cost
hundreds of thousands of dollars to repair. The cost of using heated Type I de-icing
fluid to remove ice or snow, or parking the aircraft in a heated hangar for a few hours to
remove ice or show is insignificant by comparison.
10.2.5 Inspection of Pitot and Static Sources

Fluctuating and inaccurate airspeed and altimeter indications after take-off have been
attributed to static ports obstructed by ice formed while the airplane was on the ground.
Precipitation or water rundown after snow removal may freeze on or near the static ports.
This may cause an ice build-up which disturbs airflow over the static ports resulting in
erroneous airspeed and altimeter readings, even when static ports appear to be clear.
Since static ports are not heated when pitot heat is activated, a thorough pre-flight
inspection and clearing of all contaminants around these static ports are critical.
Pay particular attention to the static ports during the exterior inspection when the
airplane has been subjected to freezing precipitation. Clear ice on or around the static
ports can be difficult to detect visually. A tactile inspection should be made.
10.2.6 Use of De-Icing and Anti-Icing Fluids
10.2.6.1 De-Icing (Type I) Fluids

De-icing fluids are thin liquids that are intended to remove ice, snow, or frost from
an aircraft. They are not designed to adhere to the aircraft or to provide any residual
protection against possible future contamination. Heated Type I fluids are normally
used to de-ice an aircraft. Type I fluids are acceptable for use on the Twin Otter.
10.2.6.2 Anti-Icing (Type II, III and IV) Fluids

Anti-icing fluids are thicker liquids that are intended to adhere to the surface of the
aircraft (in other words, to not run off) to provide ongoing protection against snow, ice,
or frost forming or adhering to the aircraft after it has been de-iced. These fluids are
known as pseudo-plastic fluids or non-Newtonian fluids, and are identified as Type II,
III, or IV anti-ice fluids.
Type II and Type IV anti-icing fluids are designed to adhere to the surface of the aircraft
until speeds just below the typical rotation speed of large jets, in other words, to adhere
to the aircraft until speeds are well above 100 KIAS. If these fluids are used on a Twin
Otter, they will continue to adhere to the lift and control surfaces after the Twin Otter

Page 10-26 08 Feb. 2017
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has become airborne, and the anti-icing fluid itself will become a contaminant to the
lift or control surface. For this reason, Type II and Type IV anti-icing fluids must not be
applied to Twin Otter aircraft to provide residual anti-ice protection.
Type III anti-icing fluids are suitable for aircraft such as the Twin Otter that have take-off
rotation speeds between 60 and 100 KIAS. Type III fluids begin to flow off the wing at
approximately 30 KIAS and the wing is intended to be essentially clean at airspeeds of
typically 60 KIAS. Type III fluids may be applied to DHC-6 aircraft in accordance with
the instructions provided by the fluid manufacturer.
If anti-icing fluid is to be applied to a Twin Otter after it has been de-iced, considerable
care must be taken to ensure that the formulation of the fluid is such that it is suitable for
application to low speed aircraft. In practice, this means following a two-step process,
using only Type I fluid for ice, snow, and frost removal, and only Type III fluid if residual
anti-ice protection is required during the time between de-icing and take-off.
Some airports or de-ice service providers offer a one-step de-icing and anti-icing fluid
application using heated and diluted Type II fluid. This one-step procedure using Type
II fluid is not acceptable for Twin Otter aircraft.
10.2.6.3 Fluid Application Guidelines

No special or unique procedures need to be followed when applying de-ice or anti-ice
fluids to DHC-6 aircraft. The following general guidelines, which are common to all
aircraft, should be followed:
- Apply fluid from the front of the aircraft so that the fluid flows in the same direction
as airflow when the aircraft is in flight. This will avoid fluid accumulation behind
wing and horizontal stabilizer rear spars, and prevent fluid from entering the cabin
and engine air vent outlets.
- Do not force ice and snow into openings around flight control surfaces during
removal procedures.
- Do not apply fluid directly to aircraft windows.
- Do not spray fluid in engine air intakes or exhaust pipes, or to the cabin air intake.
- Do not apply fluid directly to pitot tubes or static ports.
- Do not spray fluid directly onto the lift detector (stall warning sensor).
- Do not direct a solid stream of fluid perpendicular to airplane surfaces. A high
pressure stream of fluid can damage airplane surfaces.
- Both the right and left sides of the wing and the right and left sides of the horizontal
stabilizer must receive equal and complete de-icing and/or anti-icing treatment.

08 Feb. 2017 Page 10-27
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If possible, shut down the engines prior to applying fluid to the aircraft. If this is not
possible, ensure that the bleed air valves are closed prior to applying fluid to the aircraft.
10.2.7 Engine Starting

If time and appropriate equipment is available, the engines and engine accessories
should be preheated. Cold starting will be facilitated if the battery or external power
supply unit are stored in a warm place until just before they are required.
If the pilot wishes to prevent the hydraulic pump from cycling prior to engine start, the
hydraulic hand pump may be used to pump up the hydraulic system to normal operating
pressure. Do not, under any circumstances, pull the hydraulic system circuit breaker
out prior to engine start. This practice is no longer permitted. Series 400 aircraft are
fitted with 48 amp-hour batteries that have more than sufficient energy, even during
very cold weather, to bring the hydraulic system pressure up to normal levels and then
start the engine.
Series 400 engines are always started with the propellers in the full forward position. If
operationally necessary, an exception can be made for a floatplane if the propeller pitch
lock(s) did not engage when the engine was previously shut down. In such a case the
engine NG should be increased to 55% prior to bringing a generator online.
10.2.8 Additional Ground Checks

After the engines have been started and the generators brought online, switch on the
electric windshield heat (if installed). If ground temperatures are close to the freezing
point or if it is likely that the de-ice systems will be needed during the flight, fully check
and confirm the correct operation of all the installed de-ice and anti-ice systems.
10.2.9 Taxiing
During taxiing the following precautions should be observed:
1 Taxi slowly on slippery ground and use brakes and nose wheel steering with caution.
2 Do not stop the aircraft on slush; continue moving until dry snow is reached.
3 Beware of obstacles, such as airfield markers, that may be concealed by snow.
4 Switch on pitot heat and windshield heat to ensure that the pitot head is warm
before taking off.
10.2.10 Operation From Snow Covered Surfaces

Because acceleration is poor from unpacked snow, it may be necessary to taxi back
and forth on the intended take-off path a few times to compress the surface sufficiently
to facilitate take-off.

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When landing on unbroken snow, height should be judged by reference to trees, fences,
or other ground objects.
10.2.11 Take-Off Procedures Following De-Icing or Anti-Icing

Whenever ANY de-icing or anti-icing fluid is present on the aircraft, follow these
guidelines during take-off:
1 Accelerate to 75 KIAS prior to rotation.
2 Rotate gently at a normal rate of rotation – avoid a rapid rotation.
3 If conditions permit, conduct the initial climb to 400 feet AGL (or greater) at 90 KIAS,
instead of the normal initial climb speed of 80 KIAS.
Procedures for the cruise, descent, approach and landing phases of flight are not
affected by application of de-ice or anti-ice fluids.
10.2.12 Equipment Required For Flight In Icing Conditions

The DHC-6 Series 400 landplane or skiplane is approved for operation in known or
forecast icing conditions (but not severe icing conditions) only when the aircraft is
equipped with the following modifications and options:
1 A yellow procedural placard on the aft face of the control column, suitable for aircraft
with de-ice equipment installed.
2 S.O.O. 6004 with Mod 6/2042 installed – Wing and Tail de-icing boots
3 S.O.O. 6202 or 6237 with Mod 6/2022 installed – Propeller (installation includes
valve heaters and PNEUMATIC LOW PRESS advisory and caution CAS messages)
4 S.O.O. 6187 with Mod 6/2045 – An electrically heated windshield
5 S.O.O. 6168 – Fuselage Ice Guards (Field Aviation)
The following equipment, which is standard on all DHC-6 aircraft, must be working
properly prior to entry into known or forecast icing conditions:
6 Pitot heat (two tubes)
7 Windshield wipers
8 Engine intake deflectors
9 Outside air temperature indicator

08 Feb. 2017 Page 10-29
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10.2.13 Operation of De-Ice Equipment
10.2.13.1 Pitot Heat

Pitot heat must be turned on anytime the aircraft is being operated in visible moisture at
temperatures below +5°C. The pitot tube heating element is a robust component, and
pitot heat may be turned on for the entire duration of a flight if temperatures below +5°C
are anticipated. To minimize the risk of injury to ground crew who may accidentally
touch the very hot pitot tube, pitot heat should be turned off promptly after landing.
A small heater behind the lift detectors (stall warning sensors) is energized when pitot
heat is selected on, however, this heater is primarily intended to dry out the lift detectors,
not to de-ice the lift detectors. The lift detectors (stall warning system) must not be
relied upon as the only source for advance warning of impending stall whenever the
aircraft is being operated in icing conditions.
10.2.13.2 Intake Deflectors

Intake deflectors must be extended anytime the aircraft is being operated in visible
moisture at temperatures below +5°C. If 50 PSI torque can be achieved with intake
deflectors extended (refer to the power setting tables in Section 5), the intake deflectors
may be extended prior to take-off and left extended for the duration of the flight. If
extension of intake deflectors results in a reduction of maximum calculated take-off
power, intake deflectors should not be extended until after take-off, except that they
must be extended prior to take-off when the take-off will be made in visible moisture at
temperatures below +5°C.
10.2.13.3 Windshield Heat

Each windshield is individually thermostatically controlled, and the heating element
automatically switches off when the windshield temperature (detected by the embedded
sensor) reaches approximately 40°C (≈105°F). Windshield heat may be left on for the
entire duration of the flight. If icing conditions are anticipated, windshield heat should
be turned on prior to commencing taxi, to allow sufficient time for the windshield to
warm up prior to take-off.
10.2.13.4 Valve Heat

Valve heat should be turned on prior to taxi on every flight if there is any possibility at all
that de-ice boots may be required during the flight. The valve heaters are intended to
prevent moisture from freezing in the valves. It takes some time for the valve heater to
thaw out a valve that contains frozen moisture. To ensure that all valves are operating
properly, a complete functional check of operation of the surface de-ice boots should
be conducted prior to take-off if there is any possibility at all that the surface de-ice
boots may be required during the flight.

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10.2.13.5 Bleed Air Switches

It is generally not necessary to remind pilots to turn on bleed air switches prior to flight
in known icing conditions, because bleed air will likely have been turned on to provide
cabin heat prior to entering icing conditions. This notwithstanding, both bleed air
switches must be turned on prior to encountering any visible moisture at temperatures
below +5°C. When the bleed air switches are turned on, suction is applied to the surface
de-ice boots (whether the surface de-ice boots are on or off), and this suction retains
the boots in the fully deflated position. This ensures maximum boot deflection when the
surface de-ice system is turned on. Although it is acceptable to have only one bleed air
switch selected on for the purpose of heating the cabin, both bleed air switches must
be selected on when the surface de-ice boots are being used.
10.2.13.6 Surface De-Ice Boots

The surface de-ice boots should be turned on – meaning, selected to the AUTO-FAST
or AUTO-SLOW position – at the very first sign of any ice accumulation on the aircraft.
Several generations of pilots operating aircraft with pneumatic de-icing boots have been
cautioned against the dangers of ice bridging. Pilots were advised against activation
of the de-icing boots before sufficient ice has built up on the leading edge – generally
between 0.25 and 1 inch – out of concern that the ice would form around the shape
of the inflated boot, resulting in the boot inflating and deflating under a shell of ice,
making de-icing impossible. Despite the widespread belief in this phenomenon within
the pilot community and its coverage in numerous technical publications, its existence
cannot be substantiated, either technically or anecdotally. The major manufacturers
of de-icing boots reported that they had been unable to reproduce ice bridging under
any laboratory/wind tunnel conditions, and that any operational report of ice bridging
investigated by them had been determined to be a report of residual ice.
Residual ice is the ice remaining on a boot surface after an inflation cycle. Wind tunnel
tests have shown that a higher percentage of the ice on a boot breaks away if the ice is
allowed to build up to 0.25 to 1 inch prior to boot activation. Even in this case, some ice
may adhere to the boot after inflation, and be removed after a subsequent boot cycle.
If, however, the boots are inflated with a thin layer of ice on the boot surface, as little as
40% of the ice may be removed during the inflation cycle. This is not ice bridging, but
residual ice. When pneumatic boots with an automatic cycle are selected "On" with a
thin layer of ice on the boots, typically some residual ice will remain on the boots after
the first and second inflation/deflation cycles, but be totally cleared following the third or
fourth cycle. If the boots are left on automatic, the clearing pattern will repeat every third
or fourth cycle. To repeat, the ice remaining on the boots under such circumstances is
not evidence of ice bridging; it is evidence of residual ice.
It is both unnecessary and unsafe to “wait until a certain amount of ice has developed”
before turning on the de-ice boots. All Twin Otter de-ice boots are of a newer design that
provides a rapid inflation whenever pressure is applied to the boot. Twin Otter de-ice

08 Feb. 2017 Page 10-31
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boots have short, segmented, small diameter tubes that are operated by relatively
high-pressure engine bleed air. Older boot designs (dating back to the 1930s) such as
those fitted to the DC-3 or Gulfstream 1 have long, unsegmented, large diameter tubes
that are typically operated by engine-driven pneumatic pumps at lower pressures. The
NASA Glenn Research Center has used a Twin Otter aircraft to conduct icing research
since the early 1990s, and have never reported evidence of “ice bridging” on their Twin
Otter.
In Advisory Circular (AC) 91-74A, the FAA states that “even a thin layer of ice at the
leading edge of a wing, especially if it is rough, can have a significant effect in increasing
stall speeds” and recommends that de-ice systems be activated at the first indication
of icing.
The MANUAL mode of operation of the surface de-ice boots is provided only to increase
dispatch reliability in the event of a failure of the automatic (SLOW – FAST) timer. The
MANUAL mode should not be used in flight except as a reversionary mode in the event
of timer failure.
In summary: Viking recommends that surface de-ice boots be turned on using either
AUTO-FAST or AUTO-SLOW, as appropriate to the rate of ice accretion, at the first
indication of ice formation, and operated continuously in the automatic mode at all
times while flying in icing conditions.
10.2.13.7 Propeller Anti-Ice

Propeller anti-ice boots should be turned prior to entering icing conditions, and left on
at all times when flying in icing conditions. Propeller boots are an anti-icing system,
intended to prevent ice from forming on the propeller blades. They are not designed
to be used as de-icing devices to remove ice that has already formed on the propeller
blades.
If necessary, propeller ice removal can be enhanced by periodically increasing propeller

speed to the 96% NP (maximum RPM) position.
10.2.13.8 Engine Ignition System

The IGNITION switch should be moved to the MANUAL (continuously on) position if
severe icing conditions are encountered. Otherwise, it should be left in the NORMAL
(starting only) position.
Severe icing is considered an in-flight emergency, therefore, there is no limitation on the

length of time that the IGNITION switch may be left in the MANUAL position if severe
icing conditions are encountered.
10.2.14 Precautions During Flight in Icing Conditions

Do not use the autopilot in Vertical Speed mode during initial climb out.

Page 10-32 08 Feb. 2017
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Use 0° flap only when holding in icing conditions.
Cycle surface de-ice boots before commencing holding, approach, or landing, following
any flight in icing conditions (even if ice appears to be insignificant).
Do not assume that because there is no longer significant ice on parts of the aircraft
you can see, the same is true of parts you cannot see.
Use surface de-ice boots in the automatic (fast/slow) mode. The manual inflation mode
is provided as a back-up in case of failure of the timer.
Remember that an accumulation of ice on the wing may change stall characteristics,
stall speeds or stall warning margins and if unchecked, could ultimately negate stall
warning.
Be aware that even light icing can be hazardous.
Anticipate ahead of time the need for windshield heat, engine anti-ice (intake deflector
extension), propeller anti-ice (propeller heat) and wing/tail surface de-ice at all times,
especially during low speed hold or approach in instrument meteorological conditions
(IMC) or through precipitation.
Always know “the way out” of icing conditions. This may be above, below, forward, or
behind the aircraft. DHC-6 aircraft equipped for flight in known icing are designed for
flight in light or moderate icing conditions. Intentional flight in severe icing conditions
is prohibited.
10.2.15 Use of Flap During if Following Flight in Icing Conditions

All Twin Otter pilots are required to be fully familiar with the procedures and limitations in
the de-icing supplement (Supplement 1) of the AFM dealing with approach and landing
in icing conditions, and approach and landing after flight in icing conditions.
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
de-icer boots had not been cycled prior to flap extension and indicated airspeed was
in excess of the approach speeds listed in the de-icing supplement. In each incident 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 conditions can cause tailplane stall, producing uncommanded rapid nose down
pitch. As a result, the de-ice supplement instructions require boot operation prior to flap
extension greater than 10° any time following mere exposure to ice during that flight.

08 Feb. 2017 Page 10-33
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10.2.16 Recognition and Recovery from Tailplane Stall

If landing flap selection is accompanied by stick force lightening, or stick force
irregularities, immediately retract flap to a lesser setting. Cycle the surface de-ice
boots several times and if possible, land using a lesser landing flap setting. This
condition, which is the precursor to ice contaminated tail plane stall, will not occur if the
procedures in AFM Supplement 1, De-Icing, are followed.
Description
Since the rate at which ice accumulates on an airfoil is related to the shape of the
airfoil, and thinner airfoils have a higher collection efficiency than thicker ones, ice may
accumulate on the horizontal stabilizer at a higher rate than on the wings. Ice has in
fact been reported on the tailplane with none at all visible on the wings.
Tailplane stall occurs when the critical AOA of the tailplane is exceeded. Because the
horizontal stabilizer produces a downward force to counter the nose down tendency
caused by the centre of lift on the wing, stall of the tailplane will lead to a rapid pitch
down. Application of flaps, which in the case of the Twin Otter will increase downwash
on the tailplane, can aggravate or initiate the stall. Pilots should therefore be very
cautious in lowering flaps if tailplane icing is suspected. Abrupt nose-down pitching
movements should also be avoided, since these increase the tailplane AOA and may
cause a contaminated tailplane to stall.
Tailplane stall can occur at relatively high speeds, well above the normal 1g stall speed.
The pitch down may occur without warning and be uncontrollable. It is more likely to
occur when the flaps are selected to the landing position, after a nose down pitching
maneuver, during airspeed changes following flap extension, or during flight through
wind gusts.
Recognition
Symptoms of incipient tailplane stall may include:
- Abnormal elevator control forces, pulsing, oscillation or vibration.

- An abnormal nose down trim change.
NOTE
This may not be detected if the autopilot is engaged.
- Any other abnormal or unusual pitch anomalies (possibly leading to pilot induced
oscillations).
- Reduction or loss of elevator effectiveness.

Page 10-34 08 Feb. 2017
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NOTE
This may not be detected if the autopilot is engaged.
- Sudden change in elevator force (control would move nose down if not restrained).
- A sudden, uncommanded nose down pitch.
Corrective Actions
If any of the above symptoms occur, the pilot should:
- Plan approaches in icing conditions with minimum flap settings for the conditions. In
the case of the Twin Otter, this means using flap 10° for both approach and landing.
Fly the approach "on speed" for the configuration.
- If symptoms occurred shortly after flap extension, immediately retract the flaps to
the previous setting.
- Increase airspeed as appropriate to the reduced flap setting.
- Apply sufficient power for the configuration and conditions.
- Make any nose down pitch changes slowly, even in gusting conditions, if
circumstances allow.
- If the aircraft is equipped with a surface de-ice boots, operate the boots through
several cycles to attempt to clear ice from the tailplane.
Once a tailplane stall is encountered, the stall condition tends to worsen with increased
airspeed and possibly may worsen with increased power settings at the same flap
setting. At any flap setting, airspeed in excess of the published VREF (1.3 times VS1) for
the configuration and environmental conditions, accompanied by uncleared ice on the
tailplane, may result in tailplane stall and an uncontrollable nose down pitch. Tailplane
stall may occur at speeds below Maximum Flap Extended Speed (VFE).
WARNING
THE PROCEDURES FOR RECOVERY FROM WING STALL

AND TAILPLANE STALL ARE ALMOST EXACTLY OPPOSITE.
IMPROPER IDENTIFICATION OF THE EVENT AND APPLICATION
OF THE WRONG RECOVERY PROCEDURE WILL MAKE AN
ALREADY CRITICAL SITUATION EVEN WORSE.
10.2.17 Precautions During Approach and Landing in Icing Conditions

The airplane should be flown to a firm touchdown at the aiming point.

08 Feb. 2017 Page 10-35
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Immediately after main wheel touchdown, lower the nose wheel to the runway to
enhance directional control.
Avoid use of reverse thrust on icy or slippery runways.
If reverse thrust is used in a crosswind, be prepared for a possible down-wind drift on

slippery runways. To correct back to runway centerline, advance power levers to flight
idle and release the brakes. After regaining directional control, apply braking and select
zero thrust. Do not select reverse thrust unless required.
Do not attempt to turn off the runway until speed has been reduced to a manageable
level.
10.2.18 Training or Maintenance Flights in Icing Conditions

Multiple approaches and/or stop and go landings in icing conditions may result in
significant ice accumulations beyond those experienced during typical revenue flights.
During ground maneuvering, ice may accumulate on unprotected surfaces. Therefore,
multiple approaches and/or stop and go landings for training or maintenance test
purposes should not be conducted during icing conditions.
If multiple approaches and/or stop and go landings in icing conditions must be carried
out, the aircraft must be fully visually inspected by a qualified ground observer prior to
each take-off, with particular attention paid to inspection of the upper surface of the
wings and horizontal stabilizers. If any contamination is found, it must be removed prior
to flight.
10.2.19 Contamination Arising from Anti-Icing Fluid Residue

Some anti-icing (Type II, III, and IV) fluids may leave a powder-like residue behind on
the aircraft when they evaporate. This residue can accumulate on the aircraft and in
crevices on the wings and control surfaces. This accumulation presents two hazards.
First is a possible loss of correct balance of flight control surfaces caused by the weight
of the residue, and second is possible blockage of flight control surface movement if
the residue is later rehydrated during ground operations or flight in rain.
Blockage of flight controls has been reported by operators of MD-80, BA-146, and
Dash 8 aircraft. The cause of the blockage of flight controls was found to be rehydrated
residue from Type IV fluid.
The rehydration occurred after Type IV fluid was repeatedly applied to these aircraft in
dry conditions, either to prevent frost from forming overnight or for de-icing just before
flight. The fluid dried out either prior to or during flight, and fluid residue remained in
aerodynamically quiet areas such as balance bays and wing and stabilizer rear spars.
In such conditions, if the airplane later encounters rain on the ground or during climb,
the dry residue will absorb water and turn into a gel. The gel then swells to many times

Page 10-36 08 Feb. 2017
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its original size and can freeze during flight, potentially restricting the movement of flight
control surfaces.
As stated earlier, Type IV fluid should never be used on Twin Otter aircraft. It is
theoretically possible that residue may accumulate on DHC-6 aircraft if Type III fluid
is used for anti-ice purposes. Although Type III fluids have not been directly linked to
any events involving flight controls, the composition of these fluids makes them equally
susceptible to residue problems as the Type II and Type IV fluids. It is important to note
that Type III fluids have only been commercially available for a short time, and on a
limited distribution basis, which is possibly the reason why no residue problems have
been reported so far.
Inspection and Recognition
To guard against the possibility of residue problems arising from the use of anti-icing
fluids, the aircraft should be inspected on a scheduled basis by an appropriately trained
and licensed maintenance technician if anti-icing fluids have been used. Viking cannot
prescribe an inspection interval because of the significant differences in weather
conditions and operational environments affecting the worldwide fleet. At a minimum,
aircraft should be inspected at least once per month whenever anti-icing fluids are
being used. Each operator needs to develop their own inspection schedule based
on operational experience, and to revise that schedule periodically based on findings
arising from the inspections.
To carry out an inspection for dried anti-ice fluid residue, visually inspect the above-
mentioned areas for the presence of dry or rehydrated residue anywhere in these areas.
The residue may be very hard to see, especially if dry.
Type I fluids, which are not thickened fluids and which are used only for de-ice (ice, snow
and frost removal) purposes, do not present the same risk of residue accumulation. No
inspection program is required if only Type I fluids are used.
Areas to be inspected if anti-icing fluids are used include the wing rear spar area,
including the actuating components for the ailerons and flaps, the aileron trim tab, and
all control surface hinges and balance bays; the horizontal stabilizer rear spar, including
the actuating components for the elevators, the gap seals, both elevator tabs, and
the control surface hinges and balance bays; and the vertical stabilizer, including the
actuating components for the rudder, both rudder tabs, and the control surface hinges.
Dry residue will normally be a thin film that may be partially covered with dirt or grease.
Rehydrated residue will often be a gel-like substance of more visible thickness, very
similar in appearance and texture to wallpaper paste. It is typically clear to slightly
straw-coloured, and thus difficult to see unless it is well illuminated.

08 Feb. 2017 Page 10-37
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Spray all the above-noted areas with a fine mist of warm water to rehydrate any residue
that may be present and to make it easier to identify. In some cases, rehydration may
occur quickly, but the process may be slow, especially if residue has accumulated
from multiple applications over a long period of time. Wait at least 15 minutes to allow
rehydration to take place. Obviously, do not spray the controls with water when the
ambient temperature is below freezing unless the airplane is in a heated hangar.
Cleaning and Removal
Once identified, the residue should be removed by using warm water with rags and/or
soft brushes to hand clean the gel-like substances away. You may also use a low-
pressure stream of water or compressed air to rinse away the residue. Make sure the
water or compressed air does not cause the residue to enter crevice areas that are not
accessible.
Research and experience have shown that the use of Type I de-icing fluid, or a mixture
of water and Type I de-icing fluid, is also a good cleaning agent for removal of residue
left by Type II, III, or IV anti-icing fluids.
Relubrication
This cleaning process has the potential of removing lubricants from control system
bearings and fittings, and removing corrosion inhibiters from control cables. Care
should be taken to avoid spraying cleaning fluids onto bearings, fittings, control cables,
and electrical connectors.
The cleaning process also has the potential to wash the residue into other areas, where
it may deposit and create a future problem. Attention should be paid to the runoff from
the cleaning process into other areas of the airplane, and these areas should also be
flushed until the operator is confident that any de-icing/anti-icing fluid residues have
completely left the airplane.
Similar to the inspection phase, do not spray the controls with water when the ambient
temperature is below freezing unless the airplane is in a heated hangar. Doing so may
result in ice that impairs the flight controls.
If residue has been found and removed by cleaning, all bearings, fittings, and control
cables in the area that was cleaned should be relubricated in accordance with Aircraft
Maintenance Manual instructions.
Prevention
If only Type I de-icing fluid is used, residue will not develop. If two-step de-icing and
anti-icing procedures are used, the residue problem will be greatly reduced (but not

Page 10-38 08 Feb. 2017
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entirely eliminated) because application of Type I de-icing fluid contributes to cleaning

any residue that may be present from a previous application of Type III anti-icing fluid.
One-step de-ice and anti-ice procedures using Type II or Type IV fluid must not be
carried out on DHC-6 aircraft. Type III anti-ice fluid should not be applied to parked, dry
DHC-6 aircraft to prevent anticipated frost or ice formation unless an immediate take-off
is planned after application of the fluid.
When Type III fluid is applied to the aircraft to provide holdover protection, the spray
should only be directed from the front of the aircraft towards the back, in the same
direction as airflow in flight. This will prevent Type III fluid from being forced into areas
behind the rear spar of the wing and horizontal stabilizer.
Application of any anti-icing fluid (e.g. Type III fluid) must be recorded in the aircraft
technical log.

08 Feb. 2017 Page 10-39
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10.3 Ground Operations

10.3.1 Hydraulic Circuit Breaker
Engine start is prohibited if the hydraulic oil pump circuit breaker is pulled out or if the
electrically powered hydraulic oil pump is inoperative.
Loss of control and collision with objects on the ground because the hydraulic oil pump
circuit breaker has been pulled out has been the single largest cause of Twin Otter
accidents during the past 30 years.
There is no justifiable reason for flight crew or maintenance staff to pull out the hydraulic
oil pump circuit breaker except when directed to do so by an abnormal or emergency
checklist, or if maintenance work is to be carried out on the hydraulic power pack and/or
associated electrical circuits.
10.3.2 Flight Control Locks

Incidents have occurred of attempted take-offs with flight control locks installed,
notwithstanding the Flight Manual requirements to remove the control locks and to
check flight controls for full and free travel before take-off. In view of the disastrous
consequences which could result from such an oversight, attention is drawn to the
following amplification of the pre-take-off check: Before take-off, check that flight control
locks are removed and stowed and that all flight controls operate freely.
In 1990, Transport Canada published Airworthiness Directive CF-90-01 that mandated

incorporation of de Havilland Modification 6/1676 which ensures full downward
deflection of the elevators when the control locks are engaged and mandated
incorporation of de Havilland Modification 6/1726 to add to the control lock a warning
flag which masks essential flight instruments on the pilot's instrument panel.
These two modifications are obligatory, and aircraft operating without these two
modifications embodied to the control lock are not airworthy. The warning flag must not
be removed from the control lock.
Flight control locks must always be removed and stowed prior to engine start. Flight
controls must always be checked for full and free movement prior to take-off.
The upper portion of the control lock (the portion that attaches to the control yoke and
has the metal flag attached to it) is not interchangeable between the Series 400 aircraft
and legacy Series 300 aircraft. The metal flag on Series 400 control locks has been
modified to prevent it from rotating forward and damaging the left pilot PFD screen. If a
Series 300 or earlier control lock is fitted to a Series 400 aircraft, the flag may contact
the display screen and damage it. The lower portion of the control lock (the stick that
fits into the floor) is identical on both Series 300 and Series 400 aircraft.

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10.3.3 Backing with Reverse Thrust

Backing the aircraft using reverse thrust must be accomplished with great care, as dust
and debris from the surface will be disturbed and blown up in front of the engines. This
may result in propeller blade damage or ingestion of sand and FOD into the engine.
If the aircraft must be backed up, an outside observer should assist to ensure that the
area behind the aircraft remains clear. The use of brakes should be avoided when
backing up.
10.3.4 Contamination Arising from Operation on Unprepared

Surfaces
Ground operations on muddy and/or wet surfaces may result in soil and debris being
thrown up by the main and nose wheels and deposited on the underside of the wing
and possibly on both sides of the horizontal stabilizer. This type of contamination of
the wing and/or horizontal stabilizer presents equally as serious a problem as ice, and
it must be removed prior to flight.
10.3.5 Nose Wheel/Rudder Pedal Steering

The nose wheel steering system is primarily intended for use when maneuvering on
the airport apron or parking areas, or for making tight turns from runways to taxiways
and vice-versa. To maintain a straight path when taxiing, the nose wheel steering tiller
should be left alone in the center position and coarse (full deflection) application of
rudder used to make any necessary corrections to the aircraft’s path down the taxiway.
Avoid prolonged brake application to control taxi speed as this causes high brake
temperatures and increased wear of brakes. If taxi speed is too high, reduce speed by
selecting zero thrust with the power levers.
Under normal conditions, differential braking and braking while turning should be
avoided. Allow for decreased braking effectiveness on slippery surfaces. Avoid
following other airplanes too closely. Jet blast is a major cause of foreign object damage.
During taxi, the use of reverse thrust above zero thrust is not recommended due to the
possibility of foreign object damage and engine surge. Momentary use of reverse thrust
may be necessary on slippery surfaces for airplane control while taxiing. Consider
having the airplane towed rather than relying on extended use of reverse thrust for
airplane control if the surface is extremely slippery.
10.3.6 Use of the Autofeather System

The propeller autofeather system is standard equipment on all Series 400 aircraft, and
is part of the basic configuration of every aircraft. It is one of the most important safety
systems on the aircraft, and it must be used for every take-off. This requirement applies
to all gear configurations of the aircraft.

08 Feb. 2017 Page 10-41
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AFM Supplement 19, Operation with Inoperative Autofeather System, is only provided
to permit temporary continued operation of the aircraft in accordance with the relief
provided in the MEL until such time as the autofeather system can be repaired. The
MMEL lists the autofeather system as a ‘Category C’ item, which means that repairs
shall be carried out within ten (10) consecutive calendar days, excluding the day of
discovery. Individual operator MELs may impose more restrictive limitations.
The autofeather system must be selected on prior to each take-off, and should not be
selected off until completion of the after-take-off checklist. Selecting the autofeather
system off is the last item on the after-take-off checklist.
The autofeather system is not designed or intended for use during approach and
landing and must not be selected on during approach and landing.
The autofeather system should be tested once per week. Satisfactory completion of
the functional test should be recorded in the aircraft technical log.
10.3.7 Pulse Lighting

The normal position of the LANDING LIGHTS – PULSE switch is fully up, at the TCAS
position. The LANDING LIGHTS – PULSE switch should be left at the TCAS position at
all times. This will permit the pulse lights to operate automatically if the TCAS detects
another aircraft in close proximity.
If operation of the pulse lights creates a distraction to the crew (for example, in night IMC
conditions), the LANDING LIGHTS – PULSE switch may be moved to the OFF position.
The pulse lights will operate when the aircraft is on the ground if the TCAS detects
another aircraft in close proximity (in other words, an amber target is depicted on the
TCAS screen). This is normal and unavoidable.
If the LANDING LIGHTS – STEADY switch is in the ON position, the landing lights will
remain on, steadily, at all times, regardless of the position of the LANDING LIGHTS –
PULSE switch.
10.3.8 Cabin Reading Lights

The transistorized circuitry integral to each cabin reading light is cooled by airflow
passing through the gasper vent ducting in which the cabin reading lights are embedded.
Adequate airflow can be assured whenever the aircraft is in flight. If cabin reading lights
are enabled (by use of the CABIN READING switch on the lower left instrument panel)
when the aircraft is on the ground, the vent fan must be turned on to provide cooling
air to the circuitry behind each reading light. This will prevent premature failure of the
reading lights.
Cabin reading lights must not be turned on for extended periods of time (for example,
to illuminate the cabin during maintenance or cargo loading activities) when the aircraft

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is on the ground. The 6 general cabin lights mounted in the center of the roof panel
should be used for passenger and cargo loading during night operations.

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10.4 Hot Weather and Desert Operation

An aircraft operated in hot weather conditions, particularly in tropical climates, requires
protection from dust and sand, and precautionary measures against humidity. The
following recommendations are made for safeguarding the aircraft while operating in
such conditions:
1 Park the aircraft in an area that is likely to be free of sand or dust blown by other
aircraft.
2 Maintain fuel tanks full to reduce the susceptibility of fuel to moisture contamination.
3 Maintain intake deflectors at the extended positions during engine start and ground
maneuvering in desert environments.
4 Use covers to prevent the entry of sand or dust into the engines and pitot heads.
5 Head the aircraft into wind during loading and unloading to minimize sand entry into
the cabin.
10.4.1 Pre-Flight Checks

In tropical conditions certain special checks should be made and some normal checks
need to be carried out with particular care during the pre-flight inspection. These are
as follows:
1 Check the fuel strainers and fuel tanks for condensate by draining off a small
amount of fuel for examination.
2 Examine the tires for deterioration and check pressures.
3 Check the engine intakes, pitot heads, and static vents for obstructions.
4 If the aircraft has been exposed to blowing sand, even with engine intake covers
installed, lower the engine cowlings before engine start and check for sand in the
air ducts. Even small accumulations of sand in the lower engine cowling can cause
considerable damage to the engine during start.
5 Check all control surface hinges for sand or dust accumulations.
10.4.1.1 Engine Starting

In conditions of sand and dust it is advisable to plan operations so that it will be possible
to commence taxi as soon as the engines have been started. This will avoid problems
caused by propeller blades stirring up sand and debris while the aircraft is stationery.
Many experienced desert operators choose to install large steel plates (approximately

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8 feet square) on the ground, centered under the propellers in the aircraft parking
position. These plates can then be swept clean with a broom before engine start.
A somewhat less effective method of minimizing sand erosion caused by propellers

is to feather the propellers after engine start, and to not unfeather the propellers until
ready to taxi. The disadvantage of this technique is that temperatures within the engine
cowling can rise to undesirable levels if more than 5 minutes elapse between engine
start and commencing taxi.
If a stop is to be longer than 5 minutes shut down both engines; if 5 minutes or less shut
down the left engine and leave the right engine running with the propeller feathered.
Constantly monitor the oil temperature of the operating engine.
When the propeller is feathered, there is very little airflow through the engine oil cooler
and close attention must be paid to engine oil temperature, particularly if the intake
deflectors are extended. It is possible that the oil temperature of an engine running
with propeller feathered will rise above the maximum limit due to loss of airflow over
the oil cooler. Normal operating temperature will be regained as soon as airflow over
oil cooler is restored by unfeathering the propeller.
10.4.1.2 Taxiing
The following recommendations are made to alleviate the conditions associated with
taxiing in hot weather and on sand strips.
Minimize taxiing as much as possible, particularly downwind and crosswind taxiing.
Use brakes as little as possible to avoid overheating them, but be aware that it is
far better to use brakes than it is to use reverse thrust when operating in desert
environments. Brake pads and discs can be replaced for only a fraction of the cost of
an engine overhaul. Use of beta range between idle and zero thrust is acceptable, but
use of reverse during taxi or landing is to be avoided unless it is absolutely necessary
for safety reasons.
While turning in soft sand maintain a taxi speed and radius of turn that is compatible
with conditions. A turn made at excessive speed using nose wheel steering may cause
the nose wheel to plow and dig in, and this may overstress the nose wheel mounting at
fuselage station 60, resulting in a very expensive and time-consuming repair.
Do not, under any circumstances, use reverse power for backing the aircraft on sand.
10.4.1.3 Take-Off
When taking off from sand strips and in high ambient temperatures the following
procedures are recommended:
1 Do not lower flaps to the take-off setting of 10° until the aircraft is lined up into wind.

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2 Leave the engine intake deflectors in the extended position until in position and
ready for take-off. Then, advance the power levers to 85% NG, retract intake
deflectors, wait 5 seconds until all engine indications have stabilized, then proceed
with the take-off.
3 To facilitate unstick of nose wheel during take-off from soft sand, hold the control
column fully back to relieve the load on the nose wheel, then check forward as the
aircraft becomes airborne; this will allow the nose wheel to lift clear of ground and
thus reduce drag during ground roll.
4 Due to lower air density in hot temperatures, the take-off run will be longer than
normal and the rate of climb will be reduced. Greater allowances, therefore, should
be made for clearing obstacles.
The intake deflectors must be retracted (as described in step 2, above) prior to take-off
whenever the outside air temperature is higher than ISA +27°C. This is because at
temperatures above ISA +27°C, engine power is limited by the thermodynamic limitation
of the engine, rather than by the flat rating limitation. This means that less than 50 lbs
of torque will be available for take-off at temperatures above ISA +27°C. Extending the
intake deflectors will reduce available torque by 2 PSI whenever the engine is operating
against its thermodynamic limit.
When intake deflectors are used during winter operations to prevent snow from entering
the engine, available torque is always limited by the flat rating of the engine, thus the
loss of 2 PSI of torque arising from intake deflector deployment is not a concern – the
power levers can still be advanced until 50 PSI of torque is achieved. In hot weather
conditions, when operating against the engine thermodynamic limit, it is not possible
to advance the power levers to recover the torque lost as a result of intake deflector
deployment.
10.4.1.4 Landing
When landing the aircraft in high ambient temperatures and on soft sand, the following
recommendations are made:
1 Extend the intake deflectors before power is reduced below 80% NG at the beginning
of the approach.
2 Avoid using reverse power when landing. If, however, it is necessary to use reverse
power for safety reasons, select full reverse immediately after touchdown, pause
momentarily, then advance the power levers to the zero thrust position in time to
prevent engine gas generator speed from increasing in reverse range. This will
prevent sand or dust from being blown forward into the engine air intakes and into
the propeller blades.

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3 After touchdown hold the control wheel fully back until elevator effectiveness is lost.
This will maximize aerodynamic braking and minimize the risk of the nose wheel
digging into soft sand.
4 Use normal braking during landing ground roll. Heavy braking may cause brakes
to overheat. However, as was mentioned before, keep in mind that it is far less
expensive to replace brakes than it is to overhaul an engine, therefore heavy braking
should be used in preference to reverse thrust if retardation is required.
5 Because of the low air density in hot environments, the true airspeed of the aircraft
will be greater than the indicated air speed and the landing run will be longer.
6 When landing in the desert, judgement of height during the flare may be affected
by heat shimmer which produces a water effect and loss of horizon. Under these
conditions a powered approach is recommended and the flare may be made with
reference to ground objects.
10.4.1.5 After Landing

To minimize the effects of heat, humidity, and sand or dust, the following
recommendations are made:
1 Apply the parking brake only after the brake calipers and discs have cooled.
2 Refuel as soon as possible to keep condensation in the fuel tanks to a minimum.
3 Leave the intake deflectors extended.
4 Promptly install covers on pitot tubes, static ports, engine inlets, engine exhaust
stubs, and the ram air inlet scoop.
10.4.2 Turbulent Air and Thunderstorms

Flight into areas where severe turbulence is forecast or will be encountered should
be avoided if possible. Power settings and pitch attitude should be established before
entering a storm and maintained, rather than attempting to maintain a constant airspeed.
A safe penetration speed for the aircraft is provided in the limitations section of the AFM.

08 Feb. 2017 Page 10-47
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10.5 Take-Off
10.5.1 Directional Control During Take-Off
The nose wheel must be confirmed to be centered in the straight-ahead position prior
to commencing the take-off roll. After maneuvering to take-off position on the runway,
center the nose wheel using the tiller, then allow the aircraft to roll forward approximately
3 meters (10 feet) to confirm that the nose wheel is correctly centered.
Normal take-off procedures dictate that NG must be increased to approximately 85% and
held at that value for 5 seconds (with brakes applied) prior to commencing the take-off
roll. This requirement ensures that the compressor bleed valves at engine station
2.5 fully close prior to application of take-off power, and allows the pilot to confirm (by
observation of the sharp drop in T5 on both engines) that both bleed valves have closed.
A significant additional benefit of stabilizing NG at 85% for 5 seconds prior to brake

release is that this practice establishes sufficient airflow over the rudder to enable the
rudder – rather than nose wheel steering – to be used to maintain directional control
during the first few hundred feet of the take-off run. Use of the nose wheel steering
tiller during the take-off roll is strongly discouraged; maintaining directional control with
rudder and/or asymmetric application of power is the preferred (and safest) technique.
Allowing the engines to stabilize at 85% NG for 5 seconds prior to brake release also
provides uniform engine acceleration when full take-off power is set, thus minimizing
directional control problems. This is particularly important if crosswinds exist or the
runway surface is slippery. Achieving an exact initial setting of 85% NG on both engines
is not as important as setting symmetrical torque when both engines are operating at
or above 85% NG.
Under normal circumstances, when the all of the above procedures are followed, nose
wheel steering should not be required at any time during the take-off run.
10.5.2 Noise Abatement

Normal take-off procedures satisfy typical noise abatement requirements. When
departing airports that have particularly demanding noise abatement procedures,
maintaining best rate of climb speed in the take-off configuration (80 KIAS with 10° of
flap) and leaving take-off power set until reaching circuit height is the most effective
way of containing the aircraft noise footprint within the airport boundary.
10.5.3 Minimum Fuel Requirements

Take-off should not be made with less than 100 lbs fuel in either fuselage tank.

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10.5.4 Brake Energy Limitations

Twin Otter aircraft are not normally limited by brake kinetic energy requirements;
however, a combination of any two of the following three conditions may cause brake
temperatures to reach or exceed limits following a rejected take-off from a speed greater
than 40 KIAS:
1 An aerodrome pressure altitude greater than 5,000 feet
2 A downslope runway
3 A tailwind
Following any rejected take-off from a speed greater than 40 KIAS, consideration should
be given to allowing brakes to cool prior to the next take-off.
10.5.5 Headwinds and Tailwinds

The maximum allowable tailwind component for landing or take-off is 10 KIAS.
When operating in headwinds greater than 20 KIAS, take-off and landing performance
data appropriate to 20 KIAS headwind shall be used.
10.5.6 Crosswind Take-Offs

Take-off (with flaps set at 10°) has been done in crosswind components of up to 20 KIAS
measured at 6 feet, which is equivalent to 27 KIAS at a tower height of 50 feet. This
is the maximum experienced during crosswind trials and is not considered a limitation.
Operators are encouraged to establish their own crosswind take-off policies.
Proper initial runway alignment and take-off power application result in good crosswind
control capability during take-off. Partial aileron deflection – approximately 30% of total
aileron travel – should be applied into wind at the beginning of the take-off roll, with
aileron input gradually reduced as speed increases. Light forward pressure on the
control column during the initial phase of take-off roll (below approximately 50 KIAS)
increases the contribution the nose wheel provides to maintaining a straight path on
the runway centerline. Any deviation from the centerline during the take-off run should
be countered with immediate rudder pedal inputs.
When taking off with strong crosswinds, asymmetric application of engine power at the
very beginning of the take-off roll may assist in maintaining directional control.
10.5.7 Setting Take-Off Power

If sufficient runway is available, brakes may be released after pausing for 5 seconds
at 85% NG, thus allowing the aircraft to begin to roll forward prior to setting full take-off
power. If a maximum performance take-off is desired, or if runway distance is marginal,
full static take-off power should be set prior to brake release.

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All take-off distances, accelerate-stop distances, and accelerate-go distances presented

in the charts provided in the performance section of this manual are based on full
static power being applied prior to brake release. Take-off distances will increase by
approximately 100 feet if take-off power is set after brakes are released. Full calculated
take-off power should be set before the aircraft speed reaches 40 KIAS.
Control forces are light throughout the take-off when the correct flap and trim settings
are used. The airplane accelerates rapidly and can be rotated to unstick at liftoff
speed. At all weights 12,500 lbs and below, the target V2 airspeed of 80 KIAS should
be achieved by 50 feet and maintained until no less than 400 feet AGL. Power must
not be reduced from the full calculated take-off power setting until the flaps have fully
retracted, and flap retraction must not be initiated until either above 400 feet AGL or
clear of all obstacles, whichever occurs last.
10.5.8 Reduced Power Take-Offs Prohibited

Reduced power take-offs are prohibited.
The PT6A-34 engine installed on Series 400 and aircraft has been flat rated to 620 SHP.
This is a 130 SHP reduction from the engine's full rated power of 750 SHP. Therefore, a
take-off during ISA conditions with 620 SHP set (equivalent to 50 PSI torque) is already
an 83% power take-off.
Many years of operational experience with PT-6A series engines has proven that
imposing a further reduction on take-off power does not increase engine TBO or
decrease TBO costs. If an additional reduction from full calculated take-off power
is applied, the take-off distance increases, the accelerate-stop distance increases,
directional control during take-off degrades, and the risk of an unsatisfactory outcome
in the event of a power loss during take-off greatly increases.
10.5.9 Initial Climb

Following rotation, initial climb to 400 feet AGL must be made at 80 KIAS, which is the
best rate of climb speed (one engine or two engines) when the aircraft is in the flap 10°
configuration.
Conducting the initial climb at higher airspeeds offers no safety benefit, increases the
noise footprint of the aircraft, and increases the length of time required to reach 400
feet AGL.
10.5.10 Flap Retraction

The minimum height for flap retraction following take-off is 400 feet AGL. Engine power
must not be reduced from the take-off power setting until the flaps have fully retracted.

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10.5.11 Engine Failure During Take-Off

V1 is equal to VLOF (liftoff speed) at all weights (SFAR 23 basis). In principle, this
means that if a power loss occurs and the aircraft is on the ground, it should be kept
on the ground (a rejected take-off should be made), and if a power loss occurs and the
aircraft is in the air, take-off should be continued (single engine flight should continue).
The first indication of a power loss will be yaw. If the aircraft is airborne during the
take-off phase of flight and a power loss occurs, pitch attitude must be reduced promptly
in order to maintain V2, which is 80 KIAS at maximum take-off weight. Reducing pitch
attitude by approximately half (e.g. if normal two engine pitch attitude to maintain V2 is
approximately 10° nose up, reduce pitch attitude to 5° nose up following a power loss)
is normally sufficient to maintain V2. The reduction in pitch must be made promptly
following recognition of a power loss. Failure to promptly reduce pitch attitude will result
in airspeed decreasing below V2, and this is a most serious piloting error that will likely
have fatal consequences.
Maximum power should already have been set as part of the normal take-off power
setting procedure. If maximum calculated take-off power was less than 50 PSI, the
power levers must be advanced until the first redline (Torque, NG, or T5) is reached.
Power levers must NOT be slammed forward to the physical stops, because this may
result in torque greater than 50 PSI. If torque is set higher than 50 PSI during single
engine operations VMC will increase and directional control may be lost.
If the power loss occurs at an altitude less than 400 feet, flaps should already be set at
10°, which is the only approved take-off flap setting for a landplane.
Confirm that the affected engine has feathered. If the affected engine has feathered, no
further immediate actions are necessary. All attention should be given to maintaining
V2 speed, maintaining directional control, and continuing to climb to a safe altitude.
The propeller of the operating engine is normally left at the 96% NP (maximum RPM)
position at all times following an engine failure. This ensures that maximum power is
always immediately available from the operating engine.
Only the first four actions (the bold print actions) in Section 3.4.3, Engine Failure
Airborne, After VMC should be carried out immediately, from memory. All subsequent
actions in that checklist should be deferred until the aircraft has reached a safe altitude
(typically several thousand feet AGL), and the aircraft has been established and properly
trimmed in level cruise flight.
10.5.12 Flap Retraction – One Engine Inoperative

Following an engine failure during take-off, flaps should not be retracted from the 10°
best single engine rate of climb position until after the aircraft has reached the desired
cruise altitude and has been accelerated to 100 KIAS.

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10.6 Flight Characteristics, Maneuvers

The stability of the airplane is good about all axes. All flight controls are effective
under all operating conditions and forces are light for ease of maneuvering during low
airspeed operations.
10.6.1 Climb
Once the flaps have been retracted and the aircraft has accelerated, any speed equal
to or greater than 100 KIAS may be used for enroute climb. 100 KIAS is the best rate
of climb speed when flaps are retracted. Higher climb speeds may be used if desired.
Best angle of climb with two engines operating is achieved at 87 KIAS with flaps fully
up. This configuration is rarely if ever used in day to day operations. If maximum climb
performance is required to clear a ‘close-in’ obstacle immediately after take-off, it is
best to leave maximum take-off power set, leave flaps set at 10°, and continue to climb
at 80 KIAS until a satisfactory altitude is reached. For ‘close-in’ obstacle clearance, the
performance penalty incurred during flap retraction and subsequent acceleration to 87
KIAS is far greater than the increase in angle of climb gained.
10.6.2 Single Engine Climb

Flaps should always be selected to 10° for any single engine climb. Propeller RPM
should always be selected to 96% NP for any single engine climb. 80 KIAS is the best
rate of climb speed (single engine or two engine) when flaps are set to 10°. Higher
speeds than 80 KIAS may be used for single climb if desired, however, at heavy weights,
single engine climb performance may be poor at speeds greater than 80 KIAS.
10.6.3 Slow Flying

Handling characteristics are excellent in slow flight and controls remain light and
effective down to the stall. With take-off flaps (10°) set, visibility is good and the
airplane can be maneuvered at speeds of 67 to 72 KIAS IAS. Refer to Para 10.6.6 and
Para 10.6.7 for information about recovery from high angles of attack.
10.6.4 Steep Turns

The objective of a steep turn maneuver is to familiarize the pilot with airplane handling
characteristics beyond 35° of bank and improve the instrument cross check. During
training, up to 45° of bank may be used for this maneuver. It is not intended that the pilot
should ever be required to bank greater than 25° to 30° in any normal or non-normal
condition.
10.6.5 Spins
Intentional spins are prohibited. However, should an inadvertent spin develop, normal
(generic) recovery technique should be employed. This consists of full opposite rudder

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followed by progressive forward movement of the control column. When the spin stops,
the rudder should be centralized and the airplane eased out of the ensuing dive.
10.6.6 Stalls
The 1 g stall characteristics are satisfactory with power on or off at all approved center
of gravity positions. At the stall, the airplane pitches nose down slowly. Recovery is
effected by moving the control column forward and applying engine power; height loss
during a practice power-off stall need not exceed 300 feet. Throughout the stall, the
controls remain positive. An artificial stall warning system consisting of a light and
warning horn is provided because with flaps fully extended, there is only a very small
margin between the ‘natural’ stall warning of the aircraft (a gentle buffet of the elevator)
and the stall.
It is not recommended that 1 g power on stalls above the certification power level (28
PSI torque and 90% propeller RPM) be practiced. At higher power settings than this, the
airspeed will be very low (in the range of 30 to 40 KIAS) before the stall occurs, and any
error in aircraft handling or stall recovery technique may result in a violent aircraft upset.
Accelerated stalls (also known as whip stalls) are strictly prohibited. An accelerated
stall is a stall with a g loading greater than 1 g.
Stalls should not be practiced when the aircraft is configured for simulated single engine
operations, because the aircraft will decelerate below VMC prior to stalling.
10.6.6.1 Stall Recovery

A procedure is provided in Section 3 for Stall (or Stall Warning) Recovery. This
procedure required that the primary pitch control (elevator) be used to initiate a stall
recovery. The goal of minimizing altitude loss should be a secondary consideration,
until a positive stall recovery has been completed. Correct control of pitch attitude (angle
of attack, or alpha) throughout the stall recovery is essential to avoid a recurrence of
the stall (or stall warning) and, as a secondary consideration, to minimize the altitude
loss during the recovery.
At all times handling of aircraft should be in a smooth, deliberate and positive manner.
Avoid increasing load factors until a minimum maneuvering speed – nominally VREF –
has been achieved. Airspeed should be increased to no less than the VREF (1.3 times
stall speed) applicable to the aircraft weight and flap configuration, plus any additional
factors (for example, an additional airspeed allowance for gusts) that may be applicable.
The flap configuration should not be changed until airspeed has been increased to
VREF.
During training or checking activities that address recovery from stall warnings, the
training or checking should encourage recovery at the first indication of an impending
stall (stall annunciation appears, stall warning is voiced, or stall buffet detected). At no

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time should a goal of zero altitude loss be a criteria for successful demonstration of
recovery from the initial indications of a stall.
10.6.7 Recovery from Inadvertent High Angles of Attack

If a high angle of attack has been inadvertently allowed to develop, recovery is
accomplished by reducing pitch attitude and allowing airspeed to increase. Once the
pitch attitude has been reduced and airspeed begins to increase, power may then be
increased if necessary to avoid further descent. It is not acceptable to maintain a high
angle of attack, add power, and attempt to “power out” of the high angle of attack. It is
essential that the nose be lowered in order to increase airspeed.
In a situation where the airplane pitch attitude is unintentionally more than 25 degrees
nose high and increasing, airspeed will be decreasing rapidly. Normally (but not always)
this will be accompanied by a stall warning (stall annunciation appears, stall warning
is voiced).
As airspeed decreases, the pilot's ability to maneuver the airplane also decreases. In
this situation the pilot should trade altitude for airspeed, and maneuver the airplane's
flight path back toward the horizon. This is accomplished with nose-down elevator
movement. A rapid and large elevator application should be avoided as it could result
in a negative g maneuver. However, the rate of and degree of nose down pitch must
be sufficient to achieve the desired airspeed.
Once pitch attitude has been reduced airspeed will increase, improving elevator and
aileron control effectiveness. After the pitch attitude and airspeed return to the desired
range the pilot can reduce angle of bank with normal lateral flight controls and return
the airplane to normal flight.
Refer to the ‘Windshear Recovery Procedures’ later in this section for additional
guidance concerning operations at, and recovery from, high angles of attack. In
particular, note the warning immediately following “Windshear In-Flight Recovery
Procedure”.
10.6.8 Minimum Control Speed

The airplane has a low minimum control speed (VMC), 64 KIAS with 10° flaps. When
operating single engine, the aircraft can be trimmed for ‘hands off’ flight at all speeds
down to approximately 80 KIAS. When power to maintain level flight is set, as the
airspeed decreases from 80 KIAS to the 64 KIAS VMC, it may be necessary to apply
force to the controls (most especially the rudder) to maintain directional control, even
when the trims have been fully deflected. Considerable rudder force is required close
to VMC with maximum power set. Because of this, it is strongly recommended that
airspeed during single engine operations never be allowed to decrease below 80 KIAS.

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10.6.9 Single Engine Operations

Although optimum single engine performance will be achieved with 5° of bank towards
the live engine and the slip-skid ball displaced half a ball width from center, it should
not be necessary to do this except during the most demanding single engine climb
scenario when the greatest possible rate of climb is required for obstacle clearance.
For all other single engine operation conditions, the aircraft should be trimmed for wings
level flight with the ball in the middle. This will result in a decrease of about 30 feet per
minute from the single engine rate of climb figures published in the performance charts,
however, pilot workload will be substantially reduced, particularly so during instrument
flight conditions.
During single engine level cruise flight with the flaps up, airspeed will stabilize
somewhere between 105 KIAS and 120 KIAS (depending on weight) at normal cruise
power settings. If the airspeed falls below 100 KIAS during single engine cruse, this
usually indicates that an attempt to climb is being made, and consideration should be
given to extending 10° of flap in order to configure the aircraft for best single engine
climb performance.
10.6.10 Windshear Recovery Procedures

This section provides information to the Operator's Flight Operations Department for
review of their windshear recovery procedures to ensure they are appropriate for DHC-6
Twin Otter aircraft.
It must be emphasized that the Twin Otter aircraft must NOT be flown at stall warning
as a windshear recovery technique.
10.6.10.1 Background
Windshear is defined as a sudden change in air mass direction and speed lasting for
a measurable period of time (as opposed to simple turbulence). Knowledge of how
windshear affects aircraft performance is essential to the application of proper vertical
flight path control techniques during an inadvertent windshear encounter. While many
windshear encounters have been related to weather fronts, strong surface winds,
mountain waves, etc., the worst encounters have involved wet microburst/downburst
phenomena associated with thunderstorms.
A microburst or downburst is a shaft of high velocity air moving down from the core of a
convective cloud to the ground where it spreads out in a gustfront in all directions. The
wind component is mostly horizontal at altitudes below 500 feet.
Horizontal windshear may improve or degrade vertical flight path performance.

Performance improving windshear will first be indicated in the cockpit by an increasing
airspeed. Performance improving windshear may be a precursor of a shear that will
decrease airspeed and degrade vertical flight path performance. Accordingly, when

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windshear is suspected, avoid large power reductions and excessive trim changes in
response to sudden airspeed increases as these may be followed quickly by sudden
decreases. All events will not be in the classic mould of symmetrical outflows as
described above. In fact, they can vary to the extent that the first recognizable encounter
might be the decreasing performance tailwind shear. Crew actions are divided into
three areas: Avoidance, Precautions and Recovery.
10.6.10.2 Windshear Avoidance

Carefully access all available information such as pilot reports of windshear or
turbulence, low level windshear alerts, and weather reports, including thunderstorm
and virga activity.
Avoid areas of known severe windshear. If severe windshear is indicated, delay take-off
or do not continue an approach until conditions improve. All crews should broadcast
any instances of airspeed fluctuation when shear is encountered. One aircraft, upon
entering the outflow area of a downburst, may encounter airspeed fluctuations but no
significant control problems. Another aircraft on the same flight path a few minutes
later, may experience airspeed changes many times greater than the previous aircraft,
accompanied by marked performance degradation and handling difficulties.
10.6.10.3 Windshear Precautions – Take-Off

Always use the full calculated take-off power given in Section 5 of the Aircraft Flight
Manual (AFM).
Use the full length of the longest suitable runway, provided it is clear of areas of known
windshear.
Be alert for airspeed fluctuations during take-off and initial climb. Airspeed fluctuations
may be the first indication of windshear.
Rotate at the normal pitch rate to the normal take-off pitch attitude. Minimize reductions
from this initial attitude until terrain and obstacle clearance is assured. Crews should
develop an awareness of the normal values of airspeed, attitude, vertical speed and
acceleration. Vertical flight path instruments such as vertical speed indicators and
altimeters should be closely monitored.
The PNF (pilot not flying) should call out any deviations from normal. If the PF (pilot
flying) feels that vertical flight path control is marginal at any time the PF will call
"WINDSHEAR – MAX POWER" and carry out the in-flight recovery maneuver outlined
below.
NOTE
MAX POWER is achieved at the torque, T5 or NG limit, whichever is
reached first.

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10.6.10.4 Windshear Precautions – Approach

Utilize all available means in the cockpit that might indicate the presence of windshear
such as visual indications, pilot reports, radar and flight instruments.
Select the minimum approach/landing flap position consistent with field length and
add an appropriate wind correction to approach airspeed (such correction is applied in
the same manner as gust correction). Avoid large power reductions or trim changes
in response to sudden airspeed increases as these may be followed by airspeed
decreases. Closely monitor the vertical flight path instruments, specifically vertical
speed, altimeters and glideslope indicators – increasing the normal cross check
between these instruments and the flight director commands.
In this regard, crew coordination is most important, especially at night or in marginal

weather conditions. The PNF should be ready to promptly call out any deviation from
normal. If the PF feels that vertical flight path control is marginal at any time the PF
will call "WINDSHEAR – MAX POWER" and carry out the in-flight recovery maneuver
outlined below.
10.6.10.5 Windshear In-Flight Recovery Maneuver

The flight crew must make the determination of marginal flight path control using all the
information available in the cockpit and react promptly. This determination is subjective
and based on the pilots' judgment of the situation. As a guideline, marginal flight
path control may be indicated by uncontrolled changes from normal steady state flight
conditions in excess of:
10 KIAS indicated airspeed

500 feet per minute vertical speed
5 degrees pitch attitude
1 dot displacement from the glideslope
The following action is recommended when preventative action is not successful, or

whenever flight path control becomes marginal below 500 feet above the ground on
take-off or landing:
Initial response:
1 Apply MAX POWER/target known go-around attitude. This provides a fixed pitch
target in turbulence.
2 Do not change configuration unless the flight path is under control.
3 If the aircraft is still descending:

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Increase thrust and pitch attitude:
a Firewall power (POWER levers fully forward).
b Increase pitch target sufficient to stop descent but do not allow airspeed to
decrease below SPEED AT 50 FEET (from landing data graphs) or BALKED
LANDING CLIMB SPEED (from balked landing charts).
c Maintain the pitch attitude that achieves airspeed given in Step b.
4 If the STALL annunciation illuminates:
Should the STALL annunciation illuminate in turbulence, immediately reduce the

pitch attitude sufficient to extinguish the STALL annunciation. In the event this
should occur close to the ground, maintain the pitch attitude which extinguishes the
STALL annunciation, until terrain contact is no longer a factor, then allow the aircraft
to accelerate back to the airspeed given in Step b.
5 Continue climb until clear of terrain.
6 Select FLAP to 10°
7 Airspeed – 80 KIAS
8 When clear of terrain:
a Reduce power and pitch attitude appropriate to the phase of flight.
b Reconfigure aircraft as necessary.

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Table 10-1 Windshear In-Flight Recovery Procedures (Two Pilot Operations)

PF PNF
Commands “Windshear – Max Power” Sets Prop Levers to MAX
Simultaneously advances Power Levers Follows up on power Levers to set MAX

and smoothly rotates aircraft to go-around POWER
attitude
Calls “POWER SET”
Monitor radar altimeter and IVSI
Calls “<radar altitude> FEET

CLIMBING” or “<radar altitude> FEET
DESCENDING”
Aircraft Still Descending or GPWS Warning Continues
Advance Power Levers to maximum
available Power (firewall)
Increase pitch attitude sufficient to stop

descent
Do not allow airspeed to decrease below

SPEED AT 50 FT or BALKED LANDING
CLIMB SPEED
If STALL WARNING occurs
Immediately reduce pitch attitude to
extinguish the STALL annunciation, then
adjust pitch to return to SPEED AT 50 FT
or BALKED LANDING CLIMB SPEED
Aircraft Climbing
Continue climb as required to safe altitude Determine safe altitude
Call FLAP 10°
Calls “<obstacle clearance altitude ASL>
FEET”
Select FLAP 10°

Once Clear Terrain
Reduce power and pitch attitude Advise ATC of any deviation to clearance
appropriate to the phase of flight
Reconfigure aircraft as necessary

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WARNING
DO NOT CHANGE THE FLAP CONFIGURATION IF THE

VERTICAL FLIGHT PATH IS NOT UNDER CONTROL. DO NOT
ALLOW THE AIRSPEED TO DECREASE BELOW THE TARGET
AIRSPEED.
UNLIKE A JET AIRCRAFT, IT IS NOT PERMISSIBLE TO

CONTINUE TO INCREASE PITCH ATTITUDE UNTIL STALL
WARNING OCCURS. THIS IS BECAUSE AT HIGH POWER
SETTINGS, THE PROPELLER SLIPSTREAM CREATES
ADDITIONAL LIFT ON THE AIRFRAME, WHICH IS NOT
ACCOUNTED FOR IN THE STALL WARNING ACTIVATION
POINT. AS A RESULT, THE AIRCRAFT COULD REACH A
DANGEROUSLY LOW INDICATED AIRSPEED BEFORE THE
STALL ADVISORY LIGHT ILLUMINATES.
AT THESE VERY LOW AIRSPEEDS, THE AIRCRAFT IS

OPERATING ON THE EXTREME "BACK SIDE" OF THE
LIFT/DRAG CURVE WITH A SIGNIFICANT DETERIORATION
OF CLIMB CAPABILITY. ADDITIONALLY, THE FLIGHT
CONTROLS MAY NOT RETAIN SUFFICIENT AUTHORITY TO
MAINTAIN CONTROL OF THE AIRCRAFT IN TURBULENCE OR
FOLLOWING AN ENGINE FLAMEOUT.
JET AIRCRAFT CAN BE FLOWN TO STICKSHAKER BECAUSE

THE STICKSHAKER PROVIDES AN ARTIFICIAL BARRIER TO
REACHING VERY LOW IAS. PROPELLER AIRCRAFT MUST
"CREATE" SUCH A BARRIER USING PROCEDURAL MEANS
INSTEAD. RESTRICTING THE AIRCRAFT TO THE MINIMUM GO-
AROUND AIRSPEED DURING THE RECOVERY IS A NATURAL
CHOICE SINCE THESE SPEEDS ARE READILY AVAILABLE TO
CREW MEMBERS AND MATCH OPTIMAL CLIMB SPEED.

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10.7 Approach and Landing

Under FAA criteria, the speed used to determine the approach category is the VREF
speed. Aircraft with a VREF equal to or less than 90 KIAS are considered Category A.
Thus, the Twin Otter is a Category A aircraft. ICAO and other regulatory agencies may
use different criteria.
Circling approaches – single engine or two engine – should be flown with flaps extended
to 10°.
10.7.1 Propeller Speed

Propellers must be set to 96% NP (the maximum RPM setting) in order to enable direct
pilot control over propeller blade angle, and in order to enable maximum engine power
to be developed if required for windshear recovery or if a go-around is required.
Once final approach has been commenced, the propeller levers must be set to the 96%
NP position no later than 500 feet AGL, or 500 feet above DH or MDA, or whenever
the RESET PROPS caution CAS message appears, whichever of the three conditions
occurs first. The RESET PROPS caution CAS message will appear if the propeller
levers are not fully forward whenever torque is less than 20 PSI and airspeed has
decreased to less than 87 KIAS.
10.7.2 Landing
All landing performance figures (total landing distance, ground roll distance) were
determined using the following technique: Airspeed at 1.3 times stall for the selected
flap configuration, propeller levers forward, power sufficient to maintain a 3° glide path
until 50 feet above airport elevation (in practice, this means until ‘crossing the fence’),
then power reduced sharply to idle at 50 feet above airport elevation. In all cases, the
touchdown speed was 1.05 times stall speed for the selected flap configuration.
When the aircraft is landed using this technique, the kinetic energy traded off between
‘power levers to idle’ at 130% of stall speed and touchdown at 105% of stall speed is
sufficient to permit a steady and gentle transition from a 3° descent profile at 50 feet
above airport elevation to level flight just a few inches above the runway moments prior
to touchdown.
If this recommended technique is accomplished with precision, the stall warning will
sound just prior to touchdown as the aircraft is decelerating in level flight a few inches
above the runway.
10.7.3 Crosswind Landings

Adequate controllability during landing has been demonstrated using full flap extension
(37° flap) in crosswind components up to 25 KIAS measured at a tower height of 33
feet. This demonstration was made with both engines operating, on a dry runway. This

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is the maximum crosswind experienced during crosswind trials and is not considered
limiting. Operators are encouraged to establish their own crosswind landing policies.
The recommended technique for crosswind landing is to approach and touchdown with
the upwind wing lowered, using rudder to align the aircraft with the runway. As airspeed
decreases in the flare to touchdown, lateral and directional control requirements will
increase.
Following touchdown, hold the nose wheel on the runway with the elevators and use the
ailerons to inhibit any upwind wing lifting. The rudder should be used to control aircraft
heading until deceleration to taxi speed is complete, at which point nose wheel steering
and brakes may be used. Early use of brakes or application of significant amounts of
reverse thrust may produce lateral skidding, making directional control more difficult. If
lateral skidding is encountered during a crosswind landing, brakes should be released
and the power levers should be moved out of reverse to either zero thrust or IDLE thrust.
When runway lengths permit, landing flap setting may be reduced to further improve
both controllability and tolerance to crosswind.
The DHC-6 can land on very short runways if full flap is used for landing, and it can also
land in strong crosswinds when less than full flap is used for landing. Attempting to land
in strong crosswinds with flaps fully extended is not recommended, simply because the
crosswind component (as a percentage of touchdown speed) becomes too great.
10.7.4 Selection of Landing Flap

Only two flap settings are approved for landing the wheelplane. They are flaps 20° and
flaps 37°. The performance charts are all based on landing with flaps 37°. Flaps 20°
may be used if runway length permits.
Exceptionally, flaps 10° must be used for landing if an aircraft equipped for flight in known
icing (FIKI) is landing during icing conditions, or if an aircraft not equipped for FIKI is
landing following inadvertent exposure to icing conditions at any time during the flight.
Flaps 37° should not be used for landing if strong crosswinds are present.
Normally, flaps are not extended beyond 10° in IMC until the runway is in sight and
the decision to land has been made. This ensures that the aircraft is configured for
maximum missed approach performance if a missed approach becomes necessary.
During approach in VMC, landing flap may be extended once the aircraft is established
on final. Landing flap should be selected with sufficient time remaining to allow the
aircraft to be fully trimmed and fully stabilized prior to reaching 50 feet AGL.

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10.7.5 Single Engine Approaches

During single engine approaches, flap should not be extended beyond 10° until landing
is assured. The decision of what final flap configuration to use for single engine landings
is made using the same criteria that would be used for a normal two engine landing.
10.7.6 Reverse Thrust Operation

Reverse thrust – defined as power lever movement aft of the IDLE stop that results in a
NG increase at negative blade angles – is most effective at speeds greater than 60 KIAS.
If reverse thrust is to be used, it should be applied immediately following main gear
touchdown. The objective is to use reverse thrust as the primary force to decelerate the
aircraft to a speed less than 60 KIAS. On dry runways that offer good braking action,
reverse thrust is of little value once speeds decrease to less than 40 KIAS. If desired,
the power levers may be left at the zero thrust position while decelerating from 40 KIAS
to taxi speeds.
After any power lever movement aft of the IDLE stop is initiated, a full stop landing must
be made.
Use of reverse thrust during single engine landings is not recommended.
10.7.7 Brake Operation

Brakes may be applied once the nose wheel has contacted the ground.
The pilot’s seat(s) and the rudder pedals should be adjusted so that it is possible to
apply maximum braking with full rudder deflection.
10.7.8 Directional Control During Landing

Directional control during landing should be maintained by use of rudder. As the aircraft
slows down, asymmetric thrust may be used to control any tendency to weathercock in
crosswinds.
In a crosswind, apply into wind aileron to maintain a wings-level attitude. This will
increase directional control. Nose wheel steering should not be used until the aircraft
has decelerated to taxi speeds.
10.7.9 Landing with Precision

If the aircraft is stabilized exactly at VREF at 50 feet AGL when crossing the runway
threshold, and if the power levers are promptly brought fully back to the IDLE position
at 50 feet AGL, a precision (‘spot’) landing can be made. A firm touchdown should be
targeted. Floating above the runway must be avoided, because the deceleration rate on
the runway is approximately three times as great as the deceleration rate when airborne.

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10.7.10 Overweight Landings

An overweight landing with a Twin Otter should be carried out using the same
procedures as a normal landing. Because the difference between maximum take-off
weight and maximum landing weight is only 200 lbs, no special techniques are required.
To minimize brake energy requirements, the longest available into-wind runway should
be used.
A maintenance inspection must be carried out following any overweight landing.

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10.8 Amplified Emergency and Abnormal Procedures

This section provides additional explanation and elaboration of certain emergency and
abnormal procedures that are provided in Section 3 of the AFM. In case of any conflict
or ambiguity between the information presented here and the directions presented in
Section 3, the directions presented in Section 3 take precedence.
10.8.1 Emergency vs. Abnormal – Definition

An emergency is an event that requires immediate flight crew action to protect the
aircraft and the occupants from serious harm. An abnormality is an event that requires
flight crew action, due to the failure of a system or component, to maintain an acceptable
level of airworthiness for continued flight and eventual landing.
10.8.2 Procedure Titles

Procedure titles for equipment abnormalities have been constructed to describe the
conditions or the annunciations that the pilot will observe in the event of an abnormality.
10.8.3 Organization of Emergency Procedures

Procedures in the emergency (red bordered) portion of Section 3 have been organized
into two groups. The first group of procedures addresses conditions that are not directly
associated with one specific Crew Alerting System (CAS) message, for example, engine
failures, emergency descents, and ice related emergencies.
The second group of procedures within the emergency (red bordered) portion directly
address individual CAS warning level (red) messages, for example, HYDRAULIC
POWER FAIL or DOORS UNLOCKED. Procedural names within this second group of
procedures exactly match the CAS message displayed.
10.8.4 Organization of Abnormal Procedures

Procedures in the abnormal (not red bordered) portion of Section 3 have been
grouped together by aircraft system, for example, propeller abnormalities, electrical
abnormalities, fuel system abnormalities, and so on. Within each grouping,
abnormalities that do not have a unique caution level (amber) CAS message associated
with them are generally presented first, and abnormalities that can be identified by the
appearance of a unique caution level (amber) CAS message are presented next.
Advisory level (cyan) CAS messages are grouped together after the amber messages.
Status level (white) CAS messages are also grouped together, after the cyan messages.
CAS messages that are specific to the Apex avionics system (in other words, not
Twin Otter aircraft specific) are presented together in the last portion of the abnormal
procedures section under the heading “Honeywell Primus Apex® System CAS
Messages”.

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10.8.5 Presentation of Operational Checklists

In the operational checklists in Section 3, the name of a switch or control is
CAPITALIZED if it exactly matches the labelling of the same switch or control in the
aircraft. For example, the fuel levers of the engine are clearly marked FUEL, thus this
word will be capitalized as follows:
1 FUEL lever – OFF
If a switch or control is not labelled, or if the label on the switch or control is different
from the term that is commonly used to refer to that switch or control, the reference will
not be capitalized. For example:
The action to be carried out by the pilot on the switch or control is also capitalized if it
exactly matches the labelling of the switch or control being referenced. Thus, references
to operating the pitot heat switch will appear as follows:
1 PITOT HEAT switch – OFF
2 PITOT HEAT switch – ON
The exact text of CAS messages is presented in ALL CAPITAL LETTERS within the
body of the checklist procedures to facilitate recognition of the CAS message text. The
exact text of CAS messages is not presented in all capital letters in the titles of the
checklists, nor is it presented in all capital letters when it appears on the display screen
of the aircraft.
10.8.6 Relationship of Recommended Action to Probable Cause

Checklists that directly address a single CAS message contain both a probable cause
for the CAS message and a recommended action.
The logic that drives the CAS messages and the checklist actions have been
constructed to address all reasonably foreseeable emergencies and abnormalities.
It is not possible to construct an aircraft checklist that addresses every possible
circumstance, particularly when a complex malfunction or a series of malfunctions
takes place.
Crew are advised that if a CAS message appears for a reason other than the ‘probable
cause’ described in the checklist, the recommended actions that follow may not be
appropriate in that circumstance. For example, a GENERATOR OFF caution CAS
message will appear if a generator trips offline, and the recommended actions address
this particular causal factor. The GENERATOR OFF caution CAS message will also
appear if an engine fails due to fuel exhaustion or catastrophic internal failure. In such

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a case, the recommended actions for the GENERATOR OFF caution CAS message
would not be appropriate or beneficial.
10.8.7 Memory Items

Procedures in the operational checklist portion of Section 3 shown in bold face type are
immediate action items that should be committed to memory.
10.8.8 Definition of Ground

For aircraft fitted with floats or amphibious floats, the word ‘ground’ shall be read to
mean ‘water surface’ when appropriate.
10.8.9 Circuit Breakers

If a procedure requires a circuit breaker to be “reset”, this means to pull out (open) the
circuit breaker, wait approximately 2 seconds, then push in (close) the circuit breaker. If
the circuit breaker is found to be popped out, reset means to push in (close) the circuit
breaker.
If a procedure requires the pilot to “pull” a circuit breaker, this means to pull it out (open
it), and to leave it pulled out.
If a procedure requires the pilot to “check” a circuit breaker, this means to observe and
note the state of the circuit breaker only, and not to take any action.
10.8.10 Crew Alerting System

The crew alerting system (CAS) gives:
- RED Warning messages which require immediate corrective action by the pilot.
- AMBER Caution messages which requires the pilot's attention but may not require
an immediate action.
- CYAN Advisory messages which indicate a system condition that requires pilot
awareness and may require action.
- WHITE Status messages which convey low priority information.
10.8.11 Acknowledgment of Master Caution and Master Annunciators

When a caution or warning CAS message appears, the MASTER CAUTION or MASTER
WARNING annunciator, as appropriate, will illuminate and a single chime (for caution
messages) or triple chime (for warning messages) will sound. The newly presented
red or amber CAS message(s) will appear in inverse video text, and will be displayed in
inverse video text until the crew acknowledges the message(s) by pressing the MASTER
WARNING or MASTER CAUTION switchlight. When the switchlight is pressed, the
newly presented messages will change from inverse video text to normal text display.

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Standard practice calls for the pilot to acknowledge the caution or warning then press
the illuminated MASTER annunciation button to silence the chime and extinguish the
MASTER annunciation light when it is safe and convenient to do so. Silencing the
chime and extinguishing the MASTER annunciation light will also enable the CAS to
notify the crew of future warning or caution messages, should additional messages
appear whilst other cautions or warnings are still present.
To avoid repeating this obvious action at the beginning of every procedure that
generates a caution or warning CAS message, this need to acknowledge the MASTER
annunciation and silence the chime by pressing the appropriate MASTER annunciation
button is stated here and will not be repeated in the checklists that follow.
10.8.12 Identical or Similar Warning (Red) and Caution (Amber) CAS

Message Text
Certain CAS messages may appear as either warning level (red) or caution level
(amber) messages, depending on either the severity of the condition or the phase
of flight. The exact wording of the CAS message may be identical whether either a
warning level (red) or caution level (amber) message is displayed, or, the difference
in the wording may be minor. Examples of conditions that will generate either red
and amber CAS messages include ENGINE NG, ENGINE TEMP, OIL PRESSURE,
OIL TEMPERATURE, PROP SPEED, and DOORS UNLOCKED. In all cases, red and
amber CAS messages are mutually exclusive – if a red warning level message appears,
no similar amber caution level message will be displayed.
Prior to taking any action, confirm that the checklist action selected matches the correct
colour of the CAS message.
In the checklists in Section 3, whenever there is any possibility of confusion between

a warning level (red) or caution level (amber) CAS message for the same system, the
colour of the CAS message has been stated in the title of the checklist, immediately
following the exact text of the CAS message.
10.8.13 Prohibition of Take-Off with a Red or Amber CAS Message

Present
It is prohibited to take-off when any red (warning level) or amber (caution level) CAS
message is displayed, except when a flight has been authorized by the appropriate
regulatory authority to move the aircraft to a location where the condition causing the
CAS message can be repaired, or when the defect causing the red or amber CAS
message has been investigated and deferred in accordance with the procedures and
limitations set out in approved operator minimum equipment list.
Once the aircraft enters the take-off phase of flight during the take-off ground roll (this
is defined by the autofeather system being selected on, groundspeed ≥ 25 knots, and
both engine torque PSI ≥20 PSI), all warning level and caution level CAS messages

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that are not considered to be absolutely critical are inhibited (suppressed from display)
until the aircraft leaves the take-off phase of flight. Prior to all of the above conditions
being fulfilled, no CAS messages are inhibited. Refer to Section 3 for a detailed listing
of CAS message inhibits.
Therefore, take-off should be rejected if any warning or caution level CAS message –
as evidenced by the illumination of the MASTER WARNING or MASTER CAUTION
annunciator – appears at any time between brake release and V1. There is no need for
the pilot to distinguish between a ‘critical' and a ‘non-critical' CAS message during the
take-off phase of flight, because the aircraft does so automatically and will only present
‘critical' CAS messages.
10.8.14 Flight Alerting System Messages

Flight alerting system messages are given when it is necessary to alert the pilot
of a condition that requires immediate action. Flight alerting system messages are
displayed within the attitude indicator display and are accompanied by a voice callout
that is unique to each message. The voice callout cannot be silenced. Both the voice
callout and the message displayed within the attitude indicator will disappear once the
condition causing the alert has been corrected.
There are only three flight alerting system messages. They are:
Message Text Voice Callout Corrective Action

STALL Stall Reduce angle of attack
OVERSPEED Speed Reduce speed
NO TAKEOFF No Take-off Reject take-off and then correctly configure
aircraft for take-off
10.8.15 No Take-off Warning

The aircraft is equipped with a take-off configuration warning system that considers flap
setting, rudder and elevator trim setting, and autofeather system status. The required
criteria for take-off are defined in the note at the end of Section 3.3, “No Take-off
Warning”.
A cyan advisory message TAKEOFF CONFIG will be displayed on the CAS until the
aircraft has been configured to meet the required criteria. If power of both engines is
set to greater than 20 PSI torque whilst this message is present, a red NO TAKEOFF
annunciation will appear in the attitude indicators and the aural warning NO TAKEOFF
will be voiced. To avoid nuisance warnings when autofeather and propeller governor
system tests are carried out, the aircraft should be configured for take-off prior to
commencing the system test(s).

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If it is necessary to make a take-off when it is not possible to satisfy the criteria of

the take-off warning system (for example, when making a take-off if the autofeather
system is inoperative and this defect has been deferred in accordance with an approved
operator MEL), the crew should be aware of the following:
1 The NO TAKEOFF warning will become active when power is advanced at the
commencement of the take-off.
2 The NO TAKEOFF warning will persist for 2 seconds after the airspeed has
increased above 40 KIAS (40 KIAS being the threshold used for determination of
air or ground status).
3 The NO TAKEOFF warning will cease 2 seconds after the airspeed has increased
above 40 KIAS. The cyan TAKEOFF CONFIG CAS message will then reappear.
4 The cyan TAKEOFF CONFIG CAS message will disappear when the aircraft climbs
above 800 feet radar altitude.
5 Take-off (T/O) power limitations will not be automatically applied to the engine
instrument indications if the autofeather system has not been selected ON. Climb
and cruise limitations (indicated by the absence of any limitation text) will be applied.
Under most circumstances, this will not have any impact on operations; however,
an amber T5 temperature caution message will appear if T5 temperatures during
the take-off phase of flight exceed the climb and cruise limitation of 740°. The
crew should disregard this amber caution message. A red T5 warning message will
appear if T5 temperatures exceed the normal take-off limitation of 790°. After climb
power has been set, the CAS messages will provide normal notification of climb
and cruise power limitations.
10.8.16 One Engine Inoperative Landing

Approach flap (10° flap) and maximum RPM for the propeller of the operating engine
(96% NP) should be selected prior to circuit entry. This configures the aircraft for best
rate of climb if climb should later be necessary. Once 10° flap has been selected,
airspeed is limited by VFE at the high end (103 KIAS) and VYSE at the low end (80
KIAS). 90 KIAS is recommended as a single engine initial approach speed, as this
provides the best margin between the two limitations.
Flaps should not be extended beyond 10° until the decision to land the aircraft has been
made. Likewise, airspeed should not be decreased below 80 KIAS until the decision
to land the aircraft has been made. Flap 20° may be selected for a single engine
landing if runway length permits. If the runway is so short that full flap (37°) is needed,
consideration should be given to selecting a different, longer runway.
Be prepared for greater than normal deceleration of the aircraft when flap is extended
during single engine operation. This will require a proportionately larger than normal

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forward movement of the power lever to counteract it. If the aircraft has been properly
trimmed during the single engine approach, it will yaw towards the operating engine
when power is reduced to idle, so be prepared to adjust rudder trim during the flare.
Use of reverse thrust during single engine landings of landplanes and skiplanes is
not necessary and is discouraged; however, it is not prohibited. Use of single engine
reverse is prohibited when the aircraft is operating on floats.
10.8.17 One Engine Inoperative Missed Approach (Flaps 10°)

A single engine missed approach (or go-around) is straightforward and not difficult
as long as the airspeed is equal to or greater than 80 KIAS at the beginning of the
maneuver and no more than 10° of flap has been extended. The procedure is exactly
the same as the procedure for an engine failure after take-off – set maximum power,
maintain 80 KIAS, and ensure flaps are set to 10°. A climb will begin immediately. If
flaps have been extended beyond 10° and/or airspeed is less than 80 KIAS, the aircraft
will continue to descend while airspeed increases and flaps retract before transitioning
to climb. For this reason, initiation of a single engine missed approach or single engine
go-around at speeds less than 80 KIAS is prohibited, and initiation of a single engine
missed approach or single engine go-around with flap settings greater than 10° is not
recommended.
10.8.18 Precautionary Landing

The procedure for a precautionary (off-airport) landing is exactly the same as the
procedure for a normal full flap landing. To minimize total landing distance, precise
control of approach airspeed at 1.3 VS (the normal published reference speed) is
required. Power levers should be brought back to the idle stop at 50 feet above ground,
the same as a normal landing. Touchdown should be made on the main wheels, and
the nose wheel should be kept off the ground as long as possible with elevator back
pressure. On soft or rough surfaces, the most effective direction control is achieved
with use of rudder only while the nose wheel is kept off the ground with full aft elevator
movement. Use of reverse thrust should be avoided because application of reverse
causes forward rotation about the lateral axis of the aircraft and brings the nose wheel
down.
The main gear of the DHC-6 is robust. The nose wheel is less robust, particularly if it
is not in the centered position. The objective during an off-airport landing is to keep the
nose wheel off the ground as until the lowest possible speed, and to avoid using nose
wheel steering when landing on soft or rough surfaces.
10.8.19 Forced Landing

The concepts are the same as for a precautionary landing. By landing with full flap and
using full aft elevator to keep the nose wheel off the ground for as long as possible,

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maximum aerodynamic braking will be accomplished and the risk of nose wheel
damage or collapse will be minimized.
The power off glide ratio of the Twin Otter, with both propellers feathered, is –8.18%.
This results in a power off glide range of approximately two nautical miles for every
1,000 feet of height lost if the aircraft is flown at the appropriate glide speed for maximum
range.
Graphs showing the appropriate speeds for glide (for maximum range, and for maximum
endurance) are presented in Section 3, Figures 3-1 and 3-2.
10.8.20 Landing with a Flat Tire

When landing with a flat main tire, the aircraft will begin to yaw towards the flat tire
as soon as the flat tire begins to bear weight. This yaw can be minimized by using
full aileron deflection to minimize weight on the flat tire during the initial portion of the
landing. Rudder should be used to maintain directional control, followed by braking on
the unaffected wheel only if required. Nose wheel steering should be avoided unless
absolutely necessary to prevent a runway excursion.
When landing with a flat nose wheel tire, the concepts and procedure are similar to
a precautionary or forced landing. The objective is to keep weight off the nose wheel
until the lowest possible speed, hence the recommendation to avoid using the wheel
brakes or reverse thrust, both of which will apply pressure to the nose wheel. Nose
wheel steering should not be used at any time except as a last resort to prevent the
aircraft from leaving the runway.
10.8.21 Flapless Landing

The most serious concern associated with making a flapless landing is the possibility
of descending below a nominal 3° approach profile, most especially during the final 500
feet of descent, due to the unusual (uncommon for the pilot) pitch attitude of the aircraft
during a flapless landing. To avoid this risk, it is recommended that the pilot choose
a runway that is served by some form of vertical approach guidance system such as
VASI or PAPI lighting or an ILS glideslope.
Carry out the initial portion of the approach at no less than 95 KIAS with a descent rate
of 300 to 400 feet per minute, then slow to no less than 1.3 times stall speed for the
aircraft weight during the last 500 feet of descent. Speed should be reduced below 95
KIAS only when landing has been assured. The target descent rate of 300 to 400 feet
per minute should be maintained with power until just before touchdown. If the power
levers are moved to the IDLE position too early (at too great a height above the runway)
the tail skid may strike the ground during the flare. Touchdown should be made on the
main wheels only.

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If the aircraft begins to sink below a nominal 3° approach profile during the final 500
feet of descent once speed has been reduced below 95 KIAS, recovery will require
substantial application of power.
If a go-around is necessary, best rate of climb speed with flaps 0° is 100 KIAS.
After touchdown on the main wheels, the nose wheel should be kept off the ground
with application of aft elevator until airspeed decreases below 60 KIAS. This will avoid
possible nose wheel shimmy due to the high touchdown speed. If runway length
is minimal, apply reverse thrust and maximum wheel braking immediately following
touchdown on the main wheels, but be alert to the risk of unequal response from the
engines when reverse thrust is applied, and the possibility of nose wheel shimmy due
to the high nose wheel touchdown speed.
The total landing distance required is substantial, at least twice the total landing
distance published for a full flap landing under the same circumstances.
A flapless landing is an abnormal maneuver, permitted only when necessary due to a

malfunction of the flap system.
10.8.22 Ditching
Ditching should not be attempted unless it is absolutely unavoidable. No ditching trials
were conducted during certification testing of the DHC-6. Several Twin Otters have
been unintentionally ditched. Based upon experience gathered from these unintended
ditchings, the following recommendations – which are generic in nature for high wing
aircraft, and do not constitute a formal procedure – are offered.
The crew should be familiar with the use of emergency and survival equipment
contained in their airplane. The passengers should be briefed on ditching procedures.
When a possible ditching emergency exists, appropriate distress procedures should be

followed and preparations for the ditching should be initiated. If a passenger is available
to assist, all cargo and equipment that will not be needed following the ditching should
be jettisoned overboard via the right rear cabin door, and any loose objects remaining
in the cabin should be secured. Do not jettison objects out the flight compartment
windows due the risk of objects striking the propeller.
Fuel should be consumed until only the minimum fuel required for several approaches
remains because empty fuel tanks will provide additional buoyancy. To maximize
buoyancy, all doors and escape exits should be left closed until the airplane has come
to a complete stop on the water.
In order to select a heading for ditching which will allow 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 water surface condition relative to the

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wind direction. If swell conditions exist, they should be assessed to avoid touching the
water with a wingtip during or immediately after touchdown. If approaching across the
swell, avoid landing into the face of the swell because the impact could cause structural
failure or loss of control.
Do a power-on approach at the normal speed with a rate of descent of as low as possible
(maximum 200 feet per minute rate of descent). As the water surface is approached,
the nose should be raised 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 airplane should
be held off the water until the aft limit of the control wheel 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 hard landing and structural damage to the airplane. The structural damage
may make it difficult to open doors for escape. Additionally, it may not be possible to
apply reverse thrust after contact with the water, owing to the “g” forces caused by rapid
deceleration of the airplane.
The control wheel should be held fully aft until the airplane has come to a complete
stop. Both the engine FUEL levers and the FUEL OFF emergency switches on the fire
panel should be used to shut off the engines.
Because the undercarriage is not retractable, the airplane will decelerate rapidly
following contact with the water, and will be subject to a strong nose-down pitching
motion. The airplane should be expected to initially float with one wing in the water.
The evacuation should be made from the high side of the aircraft, since opening doors
or escape hatches on the high side will admit less water. The plug-type escape hatches
near the wing 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
top portion of the escape hatches must open before the retaining tabs in the bottom of
the escape hatch doors can come free of the fuselage. If it is necessary, kick or punch
the top half of the escape hatch plug-type door outwards after the release handle has
been pulled.
The airplane should be evacuated as quickly as possible after coming to a complete

stop. Life vests or other flotation devices should not be inflated until well clear of the
airplane.
No data is available for estimating the floating duration of the DHC-6 airplane.
10.8.23 Starting Abnormalities

A fully charged main battery will normally accelerate the engine to between 16% and
18% NG when the starter is engaged. If the engine stabilizes at less than 12% NG, fuel
should not be introduced and no further battery start attempt should be made.

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If a starting abnormality is encountered after fuel has been introduced to the engine, the
starter should be kept engaged for 10 seconds after the FUEL lever is moved to the OFF
position. This will aid in reducing engine internal temperatures and clearing unburned
fuel out of the engine. If a fire develops in an engine during start (as evidenced by
smoke or flames visible at the exhaust stub), move the FUEL lever to the OFF position
immediately, and continue to crank the engine with the starter to clear the fire. It may
be appropriate in such circumstances to exceed the normal 25 second starter operation
time limit.
Starting temperatures as high as 1090° is acceptable as long as the temperature

decreases to below 980° within 2 seconds, and continues to decrease to below 925°
within 10 seconds. Temperatures as high as 925° are acceptable for the entire duration
of the start, without time limitation. Starting temperature above 850° are, however,
abnormal and should be investigated for cause. At the end of the start procedure, the
idle temperature limit of 685° becomes applicable.
During engine start (as evidenced by the annunciation “Start” in green text within the
engine window), engine limitations and gauge colour code markings are automatically
recalibrated to reflect the limitations that apply during starting conditions. The numeric
indication for any displayed engine parameter will appear in inverse video against an
amber or red background if a starting limitation is exceeded. As long as the numeric
indication of an engine parameter is presented in normal white text against a black or
grey background, the parameter is within limits for starting conditions.
10.8.24 Engine Shutdown in Flight

Always increase power on the operating engine as required before beginning
shut-down of the problem engine. It is normally appropriate to move the PROP lever
of the operating engine to the MAX RPM position prior to beginning shut-down of the
problem engine in order to ensure that full power is available from the operating engine.
When beginning the engine shutdown procedure, reduce torque on the problem engine
to 10 PSI torque – this is approximately equal to zero thrust. If the engine has failed
completely and is not producing any torque at all, retard the power lever of the problem
engine to the position that would normally produce 10 PSI torque – this is about one
inch forward of the idle stop. If the power lever is brought back all the way to the idle
stop before the propeller is feathered, excessive drag will be created (this as a result of
the beta reverse valve on the propeller governor being partially depressed) and this will
aggravate yaw, create directional control difficulties, and cause an unwanted reduction
in airspeed.
After retarding the power lever of the problem engine to about one inch forward of the
idle stop, feather the propeller of the problem engine. Finally, shut the problem engine
down by moving the fuel lever of the problem engine to the OFF position.

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Once this is done, attention should be focused entirely on aircraft control, trim setting,
and aircraft performance. Calculate and, if necessary, set maximum continuous power
on the operating engine. The remainder of the checklist may be completed once the
aircraft is fully trimmed and satisfactorily under control.
After the inoperative engine has been shut down, the position of the power lever of the
inoperative engine should be brought forward and matched to the position of the power
lever for the operating engine, and the two power levers should be moved together for
the remainder of the flight. This will simplify engine control actions for the remainder of
the flight and eliminate any confusion about which power lever needs to be moved –
the pilot just moves both power levers together at the same time, same as he or she
would during two engine flight.
The practice of moving the power lever of the problem engine back to only one inch
forward of the idle stop (rather than moving it all the way back to the idle stop) applies
any time an engine needs to be shut down during flight for any reason.
When an engine is shut down by moving the FUEL lever aft from the ON position to the
OFF position, CAS messages about conditions that are normally associated with an
engine that is not running (for example, low oil pressure) are automatically suppressed
to avoid cluttering the engine display and CAS list with unnecessary information. If
an engine is shut down while the aircraft is in flight, most (but not all) CAS messages
associated with that engine will be cleared from the CAS list, and the engine limitations
applicable to the remaining operative engine will automatically be recalibrated to reflect
maximum continuous power limitations. This is indicated by the appearance of ‘S/E'
(indicating single engine limitations are in effect) in the upper outboard corner of the
engine window.
10.8.25 Engine Flameout

Many years ago, the DHC-6 AFM contained a procedure entitled ‘Emergency Relight’.
This procedure was deleted from the aircraft flight manual in 1993 and should no longer
be attempted. If an engine flames out, treat it as an ‘Engine Failure in Flight’, using
the appropriate operational checklist, and if following investigation of the cause of the
flameout it is appropriate to restart the engine, use the ‘Airstart’ operational checklist.
10.8.26 Propeller Abnormalities

Propeller Overspeed
The primary propeller governor is calibrated to allow a maximum speed of 96% NP. If
the primary governor should fail, the propeller overspeed governor will limit maximum
propeller speed to 101.5%. If the primary governor fails and the overspeed governor
operates satisfactorily at 101.5%, the engine does not need to be shut down, and it may
be used through its full range of power output for the balance of the flight. A landing
should be made as soon as practical. To reduce the propeller speed mismatch between

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engines, the PROP lever of the unaffected engine should be moved forward to the MAX
RPM position. This will reduce power lever stagger and minimize rudder trim change.
If NP exceeds 101.5%, the overspeed governor is not functioning correctly and the
engine should be shut down.
Uncommanded Feathering
An uncommanded feathering of a propeller in flight results in a loss of all propulsion

from that engine, thus the immediate actions are similar to those for an engine failure in
flight. Engine gauge indications of the affected engine, particularly engine oil pressure,
should be checked to see if they are within limits. If the NG of the affected engine can be
controlled with the power lever and all engine indications other than NP are satisfactory,
the problem should be investigated for cause before the engine is shut down. It may be
possible to solve the problem and restore normal engine function.
A failure of any one of several unrelated sub-systems could be responsible for an

uncommanded feathering. A catastrophic loss of oil quantity or oil pressure will cause
the propeller to feather. In most cases, this will be indicated on the engine oil pressure
gauge, and the engine should be shut down if oil pressure is below normal and the
propeller has feathered by itself.
A failure of the autofeather system, if selected on, could also cause a propeller to
feather, although the probability of this happening is rare. Selecting the autofeather
switch to the off position should cause the propeller to come out of feather. If this solves
the problem, the engine may be used for the remainder of the flight.
If none of these actions solve the problem, and all engine indications other NP than are
satisfactory, the engine may be left running at idle power if so desired in order to supply
electricity and bleed air for operation of the de-icing systems. The PROP lever of the
affected engine should be moved to the FEATHER position. If the affected engine is
not needed for electrical generation or bleed air purposes, it should be shut down.
Propeller Reversal
The actions to take for an in-flight propeller reversal depend on whether the aircraft
is equipped with propeller blade latches. Propeller blade latches are fitted to all
floatplanes, but are normally not fitted to aircraft used exclusively on wheels or skis.
If the propeller is not fitted with blade latches, the engine should be shut down. If the
propeller is fitted with blade latches, the power lever of the affected engine should be
brought to IDLE, and the engine left running.

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10.8.26.1 RESET PROPS Caution CAS Message

The RESET PROPS caution CAS message will appear if the propeller levers are not
fully forward whenever torque is less than 20 PSI and airspeed has decreased to less
than 87 KIAS.
During final approach, the RESET PROPS caution light serves as a reminder to the
pilot to put the two PROP levers forward to the MAX RPM position in order to force
the primary propeller governor into an underspeed condition and thus give the pilot
direct control of propeller blade angle via the power levers. To enhance control of the
aircraft and also to ensure that the pilot has full engine horsepower available during
final approach, the PROP levers must be moved forward to the MAX RPM position no
later than 500 feet AGL when making a visual approach, or 500 feet above decision
height or MDA when making an instrument approach.
10.8.27 Electrical Abnormalities – DC Electrical

No more than two attempts should be made to reset a generator which has failed.
Series 400 aircraft are equipped with current limiters. There is no reverse current circuit
breaker.
The BUS TIE switch should never be opened during electrical abnormalities unless it
is absolutely necessary to do so. There will be a significant loss of avionics and system
display functionality whenever one bus (left or right) is not powered. It is recommended
that this be demonstrated during pilot training, when the aircraft is parked on the ground,
securely chocked with both engines running at idle power. Note that the abnormal
procedures for resetting a failed generator on the Series 400 aircraft do not call for the
BUS TIE switch to be opened at any time.
In the event of a failure of both generators that cannot be resolved, the main aircraft
battery will support IFR operations for at least 30 minutes. Battery life may be prolonged
by shutting off unnecessary electrical services. Electrical services that use considerable
amounts of power, in approximate order from highest to lowest, include air conditioning,
windshield heat, propeller de-ice, the vent fan, valve heat, pitot heat, weather radar,
landing lights, and HF radios.
Series 400 aircraft are equipped with 48 amp-hour main batteries. A rough
approximation of battery life can be made by dividing electrical demand observed on
the battery loadmeter by the amp hour rating of the battery. If electrical demand is 60
amps, the battery will provide power for up to 48 minutes. This calculation should be
discounted by approximately 20% because the battery will not maintain full voltage
until total discharge is reached. Thus, 38 minutes of battery service could reasonably
be expected from a 48 amp-hour battery if the electrical demand is 60 amps.

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Typical electrical current demand of the Series 400 aircraft, without de-ice or cabin
heating, cooling, or ventilation services operating, is 45 amps. The Apex avionics
system (the MAU) will shut down when voltage drops to 18 volts. Other avionics
components (e.g. transponders, weather radar) may shut down at higher voltage
thresholds. This Electronic Standby Instrument System (ESIS) is powered by its own
independent battery, and will normally operate for approximately 6 hours from this
battery.
If the aircraft is in flight and both generators are switched off, individual amber LEFT and
RIGHT GENERATOR OFF caution level CAS messages will post for each generator.
After two minutes flight time has elapsed with both generators off, these two messages
will be consolidated into a single red (warning level) CAS message GENERATORS
OFF. The two minute delay prior to consolidation of the two messages into the single
collector message is provided to allow abnormal procedures that call for both generators
to be momentarily turned off to be carried out without immediate posting of the warning
level collector message. The collector message will never post when the aircraft is on
the ground.
10.8.28 Fuel System Abnormalities

Posting of the BOOST PUMP 1 FAIL caution CAS message for one fuel tank is not a
serious problem and does not require immediate action. The automatic changeover
system will automatically energize the number 2 boost pump in the affected tank. This
can be confirmed by observing that the BOOST PUMP 2 FAIL caution CAS message
for the affected tank does not post. A brief (1 second) posting of the BOOST PUMP
2 FAIL caution CAS message for the affected tank is normal at the moment that boost
pump number 1 fails; however, the BOOST PUMP 2 FAIL caution CAS message should
disappear within one second of failure of the number 1 boost pump, as soon as boost
pump 2 begins to develop operating pressure.
If the automatic changeover system works as designed and the BOOST PUMP 2 FAIL
caution CAS message for the affected tank is not present, do not lift up (turn on) the
BOOST PUMP 2 switch.
If the automatic changeover system does not work, as evidenced by posting of both the
BOOST PUMP 1 FAIL and BOOST PUMP 2 FAIL caution CAS message for the same
tank, lift up (turn on) the BOOST PUMP 2 switch for the affected tank. If the BOOST
PUMP 2 FAIL caution CAS message does not disappear, adjust the FUEL SELECTOR
rotary switch so that both engines are supplied from the opposite side (unaffected)
tank, and land with the FUEL SELECTOR switch in this position. Consider the fuel in
the affected tank to be unusable for fuel planning purposes.
It has been demonstrated that the engines will perform at low altitudes without the
fuselage fuel tank boost pumps operating. The altitude at which the fuel supply to the
engine may become inadequate varies with the fuel used and the temperature of the

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fuel. Flights over 10,000 feet have been made using new engines, new engine-driven
fuel pumps, and cold JP4 fuel. If a double boost pump failure occurs at high altitudes
(above 8,000 feet pressure altitude at cruise power), an engine flameout is possible.
If this occurs, the engine may be re-started once fuel supply has been re-established.
In all of the above cases, the abnormal procedure provided in Section 3 will include
pulling the circuit breaker for the affected number 1 pump.
The FUEL LOW LEVEL caution CAS message will post when 75 lbs of fuel remains
in the forward tank and/or when 115 lbs of fuel remains in the aft tank. This is equal
to 12 minutes and 17 minutes, respectively, of flight at maximum continuous power. It
is unlikely that any pilot would choose to operate the engine at maximum continuous
power when a FUEL LOW LEVEL caution CAS message is illuminated. Be aware that
the FUEL LOW LEVEL caution CAS message on the Series 400 aircraft is driven by
either one of the following conditions:
1 The floats switch in the collector cell moves downwards, or;
2 The fuel quantity gauging system indicates that the fuel quantity in the tank has
reached the level at which the float switch should move downwards (75 lbs forward
tank, 115 lbs aft tank).
The basic principle to follow when a FUEL LOW LEVEL caution CAS message posts
is to adjust the FUEL SELECTOR rotary switch so that both engines are supplied from
the opposite side (unaffected) tank, and then land with the FUEL SELECTOR switch in
this position. The fuel in the tank with the FUEL LOW LEVEL caution CAS message
should be considered unusable for fuel planning purposes.
A FUEL LOW BOTH TANKS red warning level CAS message will post if a low level
condition is detected in both fuselage tanks. The red FUEL LOW BOTH TANKS
message replaces the two individual FUEL LOW LEVEL messages. In the event of
imminent fuel exhaustion, as indicated by posting of the FUEL LOW BOTH TANKS
red CAS message and correspondingly low fuel levels indicated on the fuel gauges,
virtually all the remaining fuel may be used down to the zero point on the fuel gauges,
but in order to use all of the usable fuel on board (in other words, in order to use the
last 100 lbs remaining in each tank), the aircraft pitch attitude must be kept as close to
level as possible. The FUEL SELECTOR rotary switch may be adjusted as necessary
to balance fuel tank levels so as to make use of all fuel on board. Obviously, a landing
must be made as soon as possible. This may require consideration of an off-aerodrome
precautionary landing. Minimum power necessary to sustain flight should be used in
order to conserve fuel.
In an emergency, 240 lbs per engine per hour (assuming no winds aloft and a pressure
altitude of 10,000 feet) may be used as a starting point while more precise calculations
are made to determine the appropriate power setting for best fuel range.

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If a FUEL LOW LEVEL caution CAS message posts and the fuel gauge for the
corresponding tank indicates a quantity of 300 lbs or greater, it is probable that fuel
is not transferring correctly from the collector cells into the fuel tank cell that contains
the boost pumps and the fuel low level float switch. Lifting up (turning on) the BOOST
PUMP 2 switch for the affected tank may help with fuel transfer if the problem is
caused by reduced performance of the number 1 boost pump, but this may not help
if the problem is caused by a blockage in the fuel gallery under the tanks. The most
appropriate action is to adjust the FUEL SELECTOR rotary switch so that both engines
are supplied from the opposite side (unaffected) tank, then consider the fuel remaining
in the affected tank to be unusable for fuel planning purposes.
If fuel quantity becomes critical following a fuel transfer failure, almost all of the fuel
in the affected tank can be used provided that the aircraft is kept in an approximately
level pitch attitude. A slight nose-up attitude will facilitate gravity transfer of fuel if the
problem is in the forward tank, likewise, a slight nose down attitude will facilitate gravity
transfer of fuel if the problem is in the aft tank. Extreme pitch attitudes, or prolonged
nose-up or nose-down attitudes that do not favour gravity flow of fuel within the cells of
the affected tank should be avoided.
Be aware that when the BOOST PUMP 2 switch for either tank has been selected up
to the on position, the number 2 boost pump will continue to operate even when the
FUEL SELECTOR rotary switch has been rotated to selected the other (opposite side)
tank. This can be either advantageous or undesirable, depending on fuel tank levels
and fuel management objectives.
If the aircraft is equipped with optional extended range wing tanks, the boost pumps
for the wing tanks may be selected ON in order to take advantage of any fuel that may
be present in the wing tanks. Fuel will continue to flow from any one wing tank to the
engines when the FUEL SELECTOR rotary switch has been moved away from the
center (NORM) position, as long as fuel is present in the wing tank and the wing tank
boost pump is ON. This may be confirmed by observing the reduction in fuel quantity
in the wing tank over time, and the corresponding decrease in the rate of consumption
of fuel from the selected main tank over time.
The inverse video amber blocks beneath the fuel gauges within the fuel system window
that display ‘Pmp1' and ‘Pmp2' exactly mimic the behaviour of Series 300 Twin Otter
caution lights. These indications are provided to enhance commonality between
aircraft in a mixed fleet (300/400) environment and they are not considered to be
CAS messages. There are no procedures associated with these amber inverse video
indications. All of the fuel abnormality procedures are based on the messages that are
posted to the CAS list.

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10.8.29 Duct Overheat

Duct Overheat problems almost always occur shortly after take-off. The overheat
condition is caused by a lack of ram air input needed to move hot bleed air out of the
heater plenum to the flight compartment and the cabin. In most cases, fully opening
(pulling out) the RAM AIR handle will solve the problem.
10.8.30 Hydraulic System Abnormalities

The normal range of hydraulic pressure for the Series 400 aircraft is between 1,225 and
1,625 PSI. Pressures as high as 1,750 PSI may be observed in the hydraulic system
during flight. If the hydraulic pressure is within an acceptable range, the pressure will
be displayed at the bottom of the flight controls system window with white numbers on
a black background. If the pressure of either hydraulic system is above or below the
acceptable range, the affected pressure will be displayed on an inverse video amber or
red background, and a corresponding amber or red CAS message will be posted.
It is not possible to determine from observation alone whether lower than normal
hydraulic pressure is caused by a failure of the electric hydraulic pump or by a loss of
hydraulic system fluid. If the electric hydraulic pump runs continuously but pressure
does not rise, this suggests a loss of fluid.
If low hydraulic pressure is observed, the first action to take is to attempt to pump up
hydraulic pressure using the hand pump. If pressure rises, a failure of the electric
pump can be presumed, and the circuit breaker for the electric pump should be pulled.
Hydraulic pressures as low as zero PSI are acceptable in cruise flight because air
loads will keep the flaps in the fully retracted position, and wheel brakes and nose
wheel steering are not required in flight. Prior to reducing speed in preparation for flap
extension, hydraulic pressure should be pumped up to approximately 1,500 PSI.
Once flaps are extended, hydraulic pressure should be maintained at 1,500 PSI or
higher at all times. The pilot should plan to come to a full stop following landing. Flaps
should not be retracted until the aircraft has come to a full stop and the parking brake has
been set. Otherwise, a normal approach and landing may be carried out. Subsequent
taxiing of the aircraft should be carried out slowly and with considerable caution. Large
movements of the nose wheel tiller may deplete hydraulic system pressure faster than
the pilot can operate the pump.
If hydraulic pressure does not rise after 30 to 40 strokes of the hand pump, a loss of
hydraulic fluid can be presumed. If the leak is in the braking system, all fluid will be
lost. If the leak is not in the braking system, sufficient fluid may remain in the brake
accumulator to allow for 2 or 3 applications of brakes after landing. To conserve fluid, do
not press the brake pedals until the aircraft is on ground and wheel braking is needed.
In either case, if hydraulic fluid has been lost, flaps will not be available, and nose
wheel steering will not be available. A flapless landing will need to be made. Runway

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requirements will be well in excess of twice the length published for a normal landing,
and a minimum 4,000 foot runway length at ISA conditions is recommended if there is
any doubt about availability of wheel brakes.
The recommended procedure for a flapless landing is provided in the abnormal checklist
for ‘Flapless Landing’. Additional guidance is for a flapless landing without wheel brakes
is as follows:
After touchdown, the nose wheel should be kept off the ground as long as possible
with application of aft elevator. Rudder should be used for directional control. Aileron
may also be used if a crosswind is present, to equalize the weight on the main wheels.
When the nose wheel eventually falls to the ground even though full aft elevator has
been applied (typically this will happen at approximately 30 KIAS), slow and cautious
application of zero thrust (not reverse thrust) will assist in stopping.
Be aware that engines may not spool up at equal rates of speed if reverse thrust is
used, and nose wheel steering will not be available. For this reason, use of reverse is
not recommended unless there is a risk of over-running the far end of the runway.
Once the aircraft has come to a stop on the runway, shut the engines down by moving
the fuel levers to the OFF position without feathering the propellers. Do not under any
circumstances attempt to taxi the aircraft after it has come to a full stop on the runway
following landing. The aircraft will need to be towed off the runway.

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10.8.31 Doors Unlocked Caution CAS Message

The aircraft control problems caused by a door (or number of doors) opening on the
ground or in flight are minimal. The risk of serious injury or death resulting from efforts
made to close doors is far more serious.
The operational checklists for a DOOR UNLOCKED CAS message are thus constructed
based on the lessons learned in these unfortunate accidents. It is difficult and
dangerous to attempt to exit the DHC-6 on ground via the flight compartment doors
unless the engine on the appropriate side has been shut down. At normal engine idle
speed, even a feathered propeller still rotates with sufficient force to kill a person on
contact.
Successful control of the DHC-6 has been demonstrated in flight with all doors opened.
During nose up climb attitudes, the nose baggage compartment door will open fully.
It is quite likely that the door will part from the nose baggage compartment structure
shortly after it opens if it becomes unlatched during a climb, and it will likely strike the left
propeller after it parts from the nose section. There is nothing that can be done to stop
this from happening; therefore all attention should be focused on normal control of the
aircraft during the climb. If the nose baggage door is still present at the top of climb, it
will move towards the closed position when the aircraft is levelled off. A full flap landing
should be made to minimize the likelihood of the door lifting again during the flare.
The flight compartment doors will open and trail several inches out at the aft edge due
to low pressure in the area of the door if they become unlocked during flight. Closing
and re-locking the door can be assisted by lowering the window of the opposite side
pilot door several inches and then making a forward slip towards the affected door. The
pilots should keep their seat belt and shoulder harness fastened at all times. If it is not
possible to easily close the door, simply disregard it.
If the main cabin doors (the double doors) become unlocked on an aircraft equipped
with cargo doors (dual sideways opening doors), the forward of the two doors will remain
almost fully closed due to airflow. The rear of the two doors may open fully and impact
the baggage compartment door handle. This may cause the baggage compartment
door to unlock, however, the baggage compartment door will not be able to open due
to the presence of the aft main door which will held against the baggage compartment
door by the airflow.
If the airstair door opens in flight, considerable rudder and aileron trim will be required
to compensate for the drag created by the door, but the aircraft will continue to be fully
controllable. The landing should be made in as level an attitude as possible to minimize
the possibility of the airstair door touching the ground during the flare and causing
directional control difficulties during the flare. No attempt of any kind should be made
to close the airstair door in flight.

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If the right rear door becomes unlocked in flight, it will remain mostly closed due to air
flow.
There has been one report of a passenger unintentionally opening a plug-type

emergency exit (near passenger seat row 2) during flight. The exit door parted the
aircraft as expected and fell free without interference to the propeller. The engine noise
and blast of wind was frightening to all, but no control difficulties were encountered and
a normal approach and landing was carried out.
10.8.32 Static System Miscompare, or Questionable Static Instrument

Indications
The pitot and static system plumbing on the Series 400 aircraft is very straightforward.
The left pitot tube and the lower set of static ports are permanently connected to the left
channel of the ADAHRS, which normally supplies the left pilot instruments. The right
pitot tube and upper set of static ports are permanently connected to the right channel
of the ADAHRS, which normally supplies the right pilot instruments. No mechanical
switching of the plumbing of these circuits is possible.
In the event of a failure of one channel of the ADAHRS, or presentation of inaccurate

data from one channel of the ADAHRS (for example, as a result of a plugged pitot or
static system on that channel), the data from the other channel of the ADAHRS can
be electronically transferred to appear on both pilot displays. This is accomplished by
pressing the “ADHRS” button on the PFD controller. An amber text message will appear
at the top of the HSI window to indicate that both pilots are looking at data from the
same ADAHRS channel.
The ESIS (Electronic Standby Instrument System) always receives pitot pressure from
the right side pitot tube. No provision for switching pitot pressure supply to the ESIS
is provided. The rationale for this is that during normal operations of the aircraft, the
left pilot will be looking at the left pitot tube pressure input on the primary flight display,
and right pitot tube pressure input on the ESIS. The ESIS normally receives static
information from the upper static ports – the same static ports that normally supply
the right side primary flight display. The rationale for this is the same – during normal
operations, the left pilot will be looking at lower static port information on the primary
flight display, and upper static port information on the ESIS.
If the upper static port information is known to be unreliable (for example, it is known that
the upper static ports are plugged), the source of static air for the ESIS can be switched
to the lower static ports by operating the valve on the center pedestal, between the
RAM AIR valve and the CABIN AIR valve. Note that on the Series 400 aircraft, this valve
only affects the ESIS static supply. Pitot and static data for the primary flight displays
can only be switched electronically, as explained in the second paragraph above.

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10.9 Apex Avionics Suite

The Honeywell Primus Apex® Avionics suite is quite straightforward and logically
organized. The design of the system is not new, it is virtually identified to the Primus
Epic® avionics systems that have been in use on the large Gulfstream and Dassault
business jets since 2003.
As with any new (to an individual pilot) avionics system, the initial learning curve is
quite steep, but it is no more difficult than the initial learning curve associated with
similar integrated avionics system such as the Garmin 430 and 530 units, the Garmin
1000 integrated avionics system, or the Honeywell Primus Epic® avionics system. The
following suggestions are offered to assist the pilot:
1 Thoroughly review the Honeywell Pilot Guide for the Primus Apex® Integrated
Avionics Suite in the Series 400 Twin Otter. This pilot guide presents key concepts
such as windowing, focus, paging, and control. These concepts must be understood
before any attempt is made to operate the system.
2 Be aware that in most cases, there is more than one way to carry out a procedure,
and more than one way to accomplish a desired result. It is impossible to state
that “one way is better than another”; however, as experience is gained using the
system, each individual pilot will learn that for any given situation, one way may be
more efficient than another. Operating procedures should be carried out using the
method that is most appropriate for a particular situation.
3 After completion of initial classroom training that presents theory of operation and
explains basic concepts such as windowing, focus, cursor control, data entry,
paging, and reversion, the best possible learning environment is sitting in the actual
aircraft, with ground power connected.
10.9.1 Amplified Normal Procedures
10.9.1.1 Avionics Power Supply

There is no avionics master switch. The avionics system is designed to operate
satisfactorily on voltages between 18 and 30 volts. The Apex system will drop offline if
voltage falls below 18 volts for more than 200 milliseconds. For this reason, care should
be taken to not discharge the aircraft battery prior to starting the aircraft. A properly
charged and properly maintained aircraft battery can easily start both engines without
voltage falling below 18 volts at any time.
10.9.1.2 Apex Start-up and Initialization

The avionics system takes approximately 20 seconds to carry out a cold boot, including
all self tests, when the aircraft is first turned on. If the aircraft was in ‘flight' mode when

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the avionics system was last powered down, the self tests will be skipped and the
system will boot up somewhat faster.
Following normal start-up, the INAV map display will always show Phoenix Deer Valley
airport (the site of Honeywell's manufacturing facility) at the center of the map, and no
aircraft symbol will present. If the pilot pans the map to the known present position
of the aircraft, no aircraft symbol will be displayed. The Flight Management System
(FMS) must be always initialized by selecting and confirming the present position of the
aircraft, as explained in the Honeywell Pilot Guide. Until this is done, the amber CAS
message UNABLE FMS-GPS MON will be displayed.
If the pilot has not initialized the FMS and the aircraft subsequently enters flight mode,
the FMS will auto-initialize based on GPS position information.
10.9.1.3 L3 ESIS Start-up and Initialization

The Electronic Standby Instrument System (ESIS) requires 120 seconds to self-test
and align. During this time, the aircraft should not be moved. Rolling action caused by
loading the aircraft or rolling action caused by waves (affecting floatplanes) does not
interfere with ESIS initialization. It is acceptable to leave the ESIS running between
flight segments if the aircraft will only be shut down for a few minutes. The ESIS has its
own dedicated battery that is entirely independent of the aircraft DC electrical system.
10.9.1.4 Eye Height Reference Device

The aircraft is equipped with an eye height reference device to enable the pilots to
ensure that they have adjusted the pilot seat so as to place themselves at the design
eye reference position. It is important that the pilot be seated at the design eye reference
position in order to ensure that all displays and display controls can be both seen and
reached during flight. If there is any doubt, it is better to err towards being slightly higher
than the target reference point. If the seat height is correctly adjusted, each pilot should
be able to see the top of the nose baggage compartment without stretching.
10.9.1.5 Weight Calculation

No fuel consumption prediction or vertical navigation information will be available within
the flight log (the waypoint list) unless the weight calculation has been completed and
the COMPUTE button has been pressed. This does not imply that it is essential to do
this for every flight (it may not be desirable to complete this calculation if a series of 10
minute flights are to be made in VMC conditions). It is however, important that the pilot
comprehends that a considerable part of the FMS capability will not be available if the
weight calculation has not been completed. This includes loss of all advisory VNAV
guidance, both in the enroute and approach phase of flight.
If the weight calculation is completed, the FMS will compare fuel consumption recorded
by the fuel flow sensors against the reduction in fuel on board measured by the

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fuel quantity gauging system (FQGS), and the FMS will generate an alert message
(displayed on the INAV map screen) if a difference of more than 4% exists between
FMS recorded fuel flow and FQGS measured fuel quantity.
10.9.1.6 Mach Number

The FMS can use either a Mach number or a true airspeed (TAS) for performance
calculations. It will use whichever of the two values becomes the first limiting value.
Because Mach is not of any value for Twin Otter operations, Mach speed limitation is
normally set to .90, to prevent a Mach number from being displayed in the flight log.
This ensures that TAS will always be displayed in the flight log.
10.9.1.7 Multifunction Display Swap

The MFD SWAP button permits the pilot to swap the position of the INAV map (normally
on the top MFD) and the systems screen (normally on the lower MFD). Although it is
normally preferable during flight to have the INAV map on the top screen, it may be
desirable during pre-start, start and taxi operations to have the system screen on the
upper MFD.
10.9.1.8 MFD Shortcut Keys

The shortcut keys for COM, NAV and XPDR on the multifunction controller give focus
to their respective radios on the left PFD display. Changes to selected frequencies
entered on the numeric keypad will be apparent on the left PFD as they are typed, but
the change will not be apparent in the same location of the right PFD until the ENT
button is pressed to commit the numeric entry made on the keypad.
10.9.1.9 V speeds – Take-off and Landing

It is not absolutely necessary to enter all four V speeds for take-off, or all three V speeds
for landing. If the V1 and VR speeds are very close together, it may be preferable to only
enter the most important speeds (or speeds) to reduce clutter on the airspeed tape.
For normal Twin Otter take-offs, V2 will always be 80 KIAS, and VT (target speed after
flap retraction) will always be 100 KIAS. These two speeds correspond to best rate of
climb with flaps 10° and best rate of climb with flaps 0°, respectively. For normal Twin
Otter landings, VGA (go-around speed) will always be 80 knots, and VT (target speed
after flap retraction) will always be 100 knots. The correlations are the same as those
given for take-offs.
10.9.1.10 Use of the Minima and Altitude Alert Bug on Approach

The minima bug should be set to the approach minima. Once the aircraft has
commenced descent on the final approach path (or, once the aircraft has descended
below the missed approach holding altitude), the altitude alert bug should be set to the
holding altitude for the missed approach.

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10.9.1.11 Trim Tab Position Indicators

Normally, the mechanical pointers for elevator and rudder trim tab position should agree
with the electronic indications in the flight control window. The acceptable take-off
ranges of the electronic indicators are fractionally larger than those of the mechanical
pointers, to prevent spurious activation of the take-off configuration warning system.
The difference is normally not detectable by the pilot.
In the event of a disagreement between the mechanical pointer and the electronic
indication, the mechanical pointer should be considered authoritative, unless a visual
inspection of the affected trim tab and comparison of the two indication systems
suggests otherwise.
10.9.1.12 Changing the Destination Airport

To change the destination airport while enroute, the following procedures may be used:
1 Insert the destination airport into the flight plan if it is not already in the flight plan.
2 Place the cursor over the destination airport (within the flight plan list).
3 Press the enter button, the select “Change Destination” from the drop-down menu.
There are other methods of changing the destination airport; however, the procedure
provided above is generally the simplest and most straightforward method.
10.9.1.13 “Closing” the Flight Plan

When the pilot constructs a flight plan using the FMS, he or she begins by entering an
origin and destination airport in the Flight Management Window (FMW), then proceeds
to add intermediate waypoints (the route) within the waypoint window. The FMS has no
way of knowing that the pilot does not wish to add any further waypoints to the route
unless the pilot repeats the identifier of the destination waypoint as the last “waypoint”
in the route. As soon as the FMS recognizes that the last waypoint entered is the
same as the identifier of the destination airport, the FMS will “close” the flight plan.
Honeywell documentation refers to the practice of naming the destination airport as the
last waypoint in the flight plan as “closing” the flight plan.
10.9.1.14 Automatic Decluttering of the INAV Map

The INAV map will automatically remove certain overlay data as the map scale is
increased. For example, low altitude airways (when selected for display) are only
displayed at map scales of 10 miles or less. Similarly, when the pilot scrolls the map
(when the map is not centered on the present position of the aircraft), data such
as intersections, airports, roadways, and railroads (when selected for display) are
automatically removed from the map.

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In general, this automatic decluttering is desirable and beneficial, but it can be both
confusing and frustrating for the pilot if the pilot does not fully comprehend the logic
that drives the automatic decluttering. The Honeywell Pilot Guide provides complete
elaboration and explanation of what data is removed under what circumstances.
Pilots are encouraged to connect the aircraft to ground power and to explore the
behaviour of different data overlay layers at different map display scales. Once the
basic principles are understood, the automatic decluttering makes sense.
10.9.1.15 Determining Present Position Direct to a Point

The following procedure may be used to determine heading and distance from the
present position of the aircraft to any point:
1 Select the point of interest (an airport, navaid, or simply a location on the map)
using the cursor.
2 Press ENT, and then select SHOW INFO.
3 Within the SHOW INFO dialog box, select CROSS PTS.
4 Select PPOS DIRECT (present position direct).
10.9.1.16 Absence of VHF Navigation Signals

Legacy VHF navigation displays typically indicated lack of reception of a valid navigation
signal by dropping a flag over the course deviation indicator (for VOR or ILS signals) or
dropping a flag over the glideslope indicator. The Apex displays do not drop a flag or
display a red X when no valid VOR, localizer, or glideslope is being received. Instead,
the Apex display simply removes the course deviation indicator or the glideslope pointer.
The track bar and/or the glideslope window will remain, but no deviation guidance will
be present.
This can be confusing for pilots who are used to seeing a flag whenever the selected
navigation signal is invalid.
The Apex displays will only show a red X in place of the course deviation indicator or the
glideslope pointer in the event of a failure of the VHF receiver (a failure of the multi-mode
digital receiver within the aircraft). The red X symbol will not be displayed if the VHF
receiver is operating properly but no valid VHF navigation signal is being received.
10.9.1.17 Descent Calculations

The FMS will, by default, calculate enroute descents using a 3° angle. This may not
be satisfactory for passenger operations, where a 3° descent at VMO would result in a
750 FPM descent rate.

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The pilot can modify the descent angle used by selecting the TOD (top of descent)
waypoint in the waypoint list, and changing the descent angle manually within the
CROSS dialog box. A 2° angle will yield a 500 FPM rate of descent at VMO.
10.9.1.18 Transition from FMS to VHF Navigation Guidance –

Approaches
The NAV SEL button on the PFD controller gives the pilot the choice of using the FMS,
VHF NAV 1, or VHF NAV 2 as the source of track guidance that is provided to the track
bar on the HSI. Under almost all conditions, the pilot will elect to use FMS guidance,
which is based entirely on GPS derived position.
It is acceptable (and arguably desirable) to use FMS guidance for VOR and NDB
instrument approaches, provided that the approach has been approved for GPS overlay
use. It is not acceptable (and is prohibited in the limitations section of the AFM) to use
the FMS for guidance on any form of approach that uses a localizer type signal for final
approach guidance. This includes ILS and LOC approaches, and also includes back
course localizer, localizer directional aid (LDA) approaches, and surveillance radar
approaches (SRA). Unlike Garmin 430 and 530 navigators, the Apex system does
not provide a textual prompt reminding the pilot to switch from FMS guidance to VHF
(localizer) guidance.
Standard operating procedures must be established to ensure that FMS based

navigational guidance is only used for the initial and intermediate portion of ILS, LOC,
LOC-BC, LDA and SRA approaches, or for the STAR that positions the aircraft on an
intercept for the final approach course, and to ensure that the crew switches from FMS
to VHF navigation guidance (VHF NAV 1 or VHF NAV 2) once the aircraft becomes
established on the localizer based final approach course, as will be indicated by the
localizer coming alive on the NAV PREVIEW track bar display.
10.9.1.19 Manual Entry of Latitude and Longitude

The depiction of the blank text box for entry of Latitude/Longitude can be misleading,
because the visual depiction of the blank text box implies that spaces should be entered
between degrees, minutes, and seconds. This is not the case – no spaces should be
used when entering a Latitude/Longitude.

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Figure 10-1 Latitude/Longitude Text Box
To manually enter a latitude and longitude into the FMS (for example, for FMS
initialization in the absence of GPS reception, or to define a pilot waypoint), place the
cursor over the Latitude/Longitude text box to give it focus. This will be indicated by
a cyan rectangle around the text box. Enter the North or South latitude in degrees,
minutes, and seconds, beginning with either a N or S as appropriate. For example,
N5105.79 (without any spaces) is entered for North latitude of 51 degrees, 5.79 minutes.
No degree symbol is provided on the MFC keypad, therefore, it is not necessary (or
possible) to enter a degree symbol.
Note also that degrees, minutes, and seconds less than 10 are entered with a
leading zero, and that seconds are entered as a two digit number that represents
one hundredths of minutes.
Next, without entering a space after the latitude, enter the longitude in the same format
that the latitude was entered, preceded by a W or E as appropriate. For example,
N5105.79W11400.99 (note that there are no spaces of any kind in this entire entry),
then push ENT on the MFC to enter the position into the Latitude/Longitude field.
Finally, push the Apply button to commit the entry.
The same concept of ‘no spaces’ also applies to entry of date and time, if it should ever
be necessary to manually initialize the date and time stored in the Modular Avionics Unit.
10.9.1.20 Runway Changes at Airports (when no Arrival or Approach

Selected)
If the crew has selected a specific runway at the destination airport using the ARRIVAL
tab of the Approach Phase of Flight (POF) portion of the Flight Management Window,
and the airport does not have any arrival transitions or approaches associated with it,
and the crew subsequently wish to change the selected runway to a different runway,

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OR;
If the crew have selected a specific runway at the destination airport using the ARRIVAL
tab of the Approach Phase of Flight (POF) portion of the Flight Management Window,
and the airport does have arrival transitions or approaches associated with it, but the
crew have not selected an arrival transition or an approach (in other words, the crew
have only selected a runway).
The following procedure must be followed if the crew wishes to subsequently change
to a different runway:
1 Press the DIRECT-TO button on the Multifunction Controller, then re-enter the
destination airport name.
2 Enter and activate the destination airport.
3 Re-select the desired runway using the ARRIVAL tab of the Approach Phase of
Flight (POF) portion of the Flight Management Window.
If either arrival transitions or approaches exist at the destination airport:
1 Select either an arrival or an approach (or both) for the desired runway at the
destination airport using the ARRIVAL tab of the Approach Phase of Flight (POF)
portion of the Flight Management Window.
10.9.1.21 Transponder Operations

All DHC-6 Series 400 aircraft transmit a set of Downlink Aircraft Parameters (DAP) by
way of a 1090 MHz extended squitter. A list of the DAPs transmitted is provided in
Section 2 of the AFM. The DAPs are transmitted in two manners, either in response to
a specific interrogation of the aircraft transponder, or automatically (typically once per
second while in flight) in the absence of a specific interrogation.
When the Twin Otter is on ground, the transponder will only respond to specifically
directed interrogations from other aircraft, ground vehicles, and ATC services if the
Twin Otter transponder is turned ON (in other words, not in standby [STBY] mode). It
is therefore essential that the crew ensure that the transponder is always selected ON
(typically, it should be selected to TA mode for TCAS equipped Twin Otters) when the
aircraft is on the ground.
The transponder should be turned ON (or, preferably, operated in TA mode) at all

times when in flight and on the ground, even if it is known to the crew that there is no
secondary surveillance radar or ground based multilateration equipment nearby. TCAS
systems of other aircraft can only “see” the Twin Otter if the transponder of the Twin
Otter is operating. The transponder STBY mode should not be used on the ground or in

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flight unless there is a unique and specific temporary requirement – such as a request
from ATC – to operate in STBY mode.
The Twin Otter will automatically switch the transponder between air mode (broadcast
mode) and ground mode (response to specifically directed interrogations only) based
on the air-ground monitor status of the Twin Otter. This can be confirmed by noting the
presence of the indication GND in the left side of the transponder window when the Twin
Otter is on ground and the absence of the indication GND when the Twin Otter is in flight.
10.9.2 Amplified Abnormal Procedures
10.9.2.1 CAS Message Suppression

Many CAS messages are suppressed or inhibited at various times, either by phase of
flight monitors (ground vs. air, take-off vs. cruise vs. approach, etc.) or by logic inherent
to the CAS messages, in order to not present unnecessary or nuisance information.
For example, no ‘generator off' notification will be provided if an engine is not running.
Likewise, no messages concerning engine limitation exceedence (except for high T5
temperature exceedence) will be presented if an engine is not running. The aircraft uses
the position of the fuel lever to determine if the engine is ‘desired to be running' or not.
10.9.2.2 CAS Message Elevation

Some conditions – such as low pneumatic pressure – warrant only an advisory message
during certain phases of flight, but a caution message during other phases of flight. In
some cases, the pilot has no interest at all in monitoring pneumatic pressure, and no
CAS message will ever be presented.
The logic for the LOW PNEUMATIC PRESSURE message is constructed such that if
the surface de-ice boot switch is not in the FAST or SLOW position, no monitoring of
pneumatic pressure is provided. If the aircraft is on the ground and the surface de-ice
boot switch is in the FAST or SLOW position, and advisory level (blue) message will
be presented if pneumatic pressure is low. If a low pressure condition exists in flight, a
caution level (amber) message will be presented.
If the aircraft is not fitted with surface de-ice boots, this CAS message will never be
presented.
The same concept applies to other CAS messages. A GENERATOR OFF message
will be cyan (advisory level) on the ground for the first 90 seconds after the engine
has been started, to avoid nuisance illumination of the MASTER CAUTION light. If
the generator is not brought online within 90 seconds of starting the engine, the cyan
message will elevate to an amber caution message.

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10.9.2.3 CAS Message Debounce and Persistence

All CAS messages have a rising debounce (a filter) applied to them that requires that
the condition causing the CAS message exist for 300 milliseconds prior to the CAS
message being displayed. This reduces nuisance alerts caused by transient conditions.
Under certain conditions, where both an analog and digital indication are provided
(for example, stall warning), this may result in the digitally processed annunciation
appearing to lag the analog indication.
Some CAS message have a one second falling debounce applied to them to ensure
that the message remains visible for no less than one second after being posted,
even if the condition causing the message only lasted fractionally longer than 300
milliseconds. This is to ensure that the crew have adequate time to read the message.
Under certain conditions, this may give the impression that the CAS system is ‘slow' to
respond, because the falling debounce criteria will result in the message persisting for
one second after the condition causing the message has been cleared.
10.9.2.4 No Take-Off Warning

The aircraft has a take-off configuration warning system. The purpose of this system
is to alert the pilot if a take-off is attempted when the aircraft is not properly configured
for take-off. Flap position, trim position, and autofeather system status (selected on or
not selected on) are monitored.
The take-off configuration warning system becomes active when torque on both engines
rises above 20 PSI. Prior to that, the cyan advisory message TAKEOFF CONFIG will
be presented if the aircraft is not properly configured for take-off.
If a rejected take-off (due to a take-off configuration warning) would present a hazardous

situation, the crew should increase torque to greater than 20 PSI on both engines prior
to brake release, to confirm that no warning is present. If the take-off configuration
warning then activates once the take-off roll has been commenced (for example, due
to a sensor failure), it should be disregarded.
10.9.2.5 Engine Shut Down in Flight – CAS Behaviour

When an engine is shut down in flight (when the fuel lever is moved aft in flight),
a considerable number of CAS messages related to that engine are suppressed or
cleared.
This can be demonstrated during initial training – without the need to operate the engine
– by connecting the aircraft to external power and inserting the maintenance connector
that modifies DAU air-ground status into the receptacle on the avionics service panel
in the nose of the aircraft. The engine fuel levers can then be moved forward and aft,
from the ‘fuel on' position to the ‘fuel off' position.

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Be aware that when this maintenance connector is used to simulate flight, only the DAUs
enter flight mode. The MAU and air data computers remain in ground mode. To fully
simulate flight mode when the aircraft is on the ground, it is necessary to hook up pitot
pressure test equipment and increase pitot pressure until airspeed indicates greater
than 40 knots. For training purposes, setting the airspeed to 80 knots is recommended.
10.9.2.6 Minor Avionics Component Failures

Almost all avionics components are monitored for valid functionality, and any loss of
functionality will be annunciated with a CAS message. It is not always appropriate
to attempt to troubleshoot or resolve every problem during flight. For example, if a
single DME receiver fails during flight, this will be annunciated with a DME 1 FAIL or
DME 2 FAIL message. Unless it is absolutely necessary for both DME receivers to be
functional in order to safely complete the flight, it would not be appropriate to carry out
the complete checklist (including pulling and resetting circuit breakers) in flight. The
checklist should be reviewed, the effect of the problem evaluated, and if appropriate,
further investigation and action should be deferred until after landing.
10.9.2.7 Amber DAU FAIL Messages

The abnormal checklist for single channel failures of an Data Acquisition Unit (DAU)
indicates that no pilot action is possible to resolve the failure. This is correct; however,
it is sometimes possible to clear an DAU failure message by pulling the circuit breaker
for the affected DAU channel, waiting 2 seconds, then resetting the circuit breaker.
Because no flight-critical information is lost as a result of a single DAU channel failure,
the circuit breaker should only be pulled and reset when the aircraft is on the ground.
Shutting the aircraft down in the normal manner (turning the MASTER switch OFF (Pre
Mod 6/2314) or BATTERY, EXTERNAL and GENERATOR switches all OFF (Post Mod
6/2314)) will have the same effect as pulling and resetting the DAU circuit breaker.
Failure of a single channel of a DAU will be indicated by posting of an amber caution

level CAS message DAU 1A FAIL (or 1B, or 2A, or 2B).
10.9.2.8 Cyan DAU Maintenance Messages

If one of the data acquisition units is not receiving a valid signal from any one of the
parameters that monitors, a cyan advisory CAS message DAU 1A MAINTENANCE (or
1B, or 2A, or 2B) will be displayed while the aircraft is on the ground. This message
will never be displayed in flight.
It is possible that the cause of the maintenance message is known to the maintenance
technician, and it is also possible that the display of this message is a result of a
failure of a sensor (for example, a flight control position sensor) that has been deferred
in accordance with an approved MEL. For this reason, it is permitted to dispatch the
aircraft with a cyan DAU MAINTENANCE message present; however, prior to dispatch,

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the crew should know exactly what sensor on the aircraft is causing the maintenance
message to appear. Some sensors, such as primary flight control position sensors and
engine control position sensors, supply information only to the FDR and not to the crew.
Other sensors, such as engine and trim tab sensors, temperature sensors, and hydraulic
pressure sensors, supply information to both the FDR and to the Apex displays.
Be aware that it is normal (and fully expected) that a monitor warning system
miscompare icon will appear in the CAS list whenever a cyan maintenance message is
posted for a DAU. The monitor warning miscompare icon is a small amber square with
the letters MW displayed inside of it. This icon will appear at the left edge of the CAS
list. By pressing the bezel button beside the MW annunciation, the crew can compare
the results of MAU monitor warning system 1 and MAU monitor warning system 2. If a
DAU MAINTENANCE message is present, one MAU monitor warning system will post
a xA message (where x is the number of the DAU affected), and the other MAU monitor
warning system will post an xB warning message. The MW annunciation appears
because the letters corresponding to the DAU channels A and B are not identical. The
letters will never be identical, because one monitor warning system monitors the A
channels of each DAU, and the other monitor warning system monitors the B channels
of each DAU.
10.9.2.9 TAWS Fail vs. Terrain Fail

The aircraft is equipped with a Class A Terrain Awareness Warning System (TAWS),
a component that is sometimes referred to as Enhanced Ground Proximity Warning
System (EGPWS).
EGPWS provides all of the functionality of ‘classic' GPWS, which includes warning
modes 1 through 6 inclusive. GPWS warning modes 1 through 6 inclusive require only
information provided by the radar altimeter, glideslope receiver, and the barometric
altimeter.
EGPWS also provides additional terrain warning capability that retrieves information
provided by the terrain database within the device and compares this information to
the position of the aircraft as derived from the GPS navigation system. This is referred
to as Forward Looking Terrain Avoidance (FLTA). The aircraft must know where it is
(latitude/longitude) and where it is going (heading, rate of turn) in order to provide FLTA.
Failure of a component such as a radar altimeter or barometric input required to support

the ‘classic' GPWS functions (warning modes 1 through 6) will cause a TAWS FAIL
cyan advisory level CAS message to be posted. Loss of GPS position input or heading
input will cause a TERRAIN FAIL cyan advisory level CAS message to be posted.
Mode 1 to 6 ‘classic' GPWS warnings are not dependent on position or heading input
and will still function normally when the TERRAIN FAIL message is present.

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10.9.3 Data Loading

Data is normally loaded into the avionics system using a portable computer that
connects to the aircraft thin Ethernet local area network (LAN) via a BNC connector
in the nose avionics compartment. The Honeywell maintenance application “Central
Maintenance Computer” is then used to load all data.
It is possible to load cartography (the 14 Jeppesen and 28 day airspace, communication,

and navigation data updates) and electronic checklists via the Secure Digital (SD) flash
card slot on the multifunction controller, but this is not recommended because the SD
slot only provides a low-speed serial connection. It will take in excess of 90 minutes
to load cartography via the SD slot. The aircraft must be provided with external power
during this time, and the Apex avionics suite will be unusable during the data upload.
Electronic checklists take about 10 minutes to upload via the SD slot, the same
restrictions apply.
If a SD card is used, it must be formatted to the FAT (File Allocation Table) standard,
with a single partition of no larger than 2 gigabytes. Zipped files need to be unpacked
(extracted) but otherwise left in the same hierarchical folder order as they were received.
The SD card should not contain any other data than what is to be loaded into aircraft.
Standard, full size SD cards should be used; mini or micro size SD cards that are fitted
into a full size SD adapter are not reliable.
The aircraft can store two different sets of airspace, communication and navigation data
(the purple CD, distributed every 28 days). When a new CD is received, or when a new
data package is downloaded from the http://inds.epicinds.com website, the data may
be loaded immediately, and the aircraft will not use it until it becomes effective.
The aircraft can only store one version of the Jeppesen electronic approach charts (the
blue CD, distributed every 14 days); however, the approach chart data is organized so
that charts that are not yet effective will not be presented to the pilot until their effective
date. When a new CD is received, or when a new data package is downloaded, the
new data should be loaded immediately.
10.9.4 Configuration Switches

Configuration switches are provided for use during abnormal conditions only, and
should only be operated as specifically directed in the Aircraft Flight Manual. At all
other times, these switches should be left in the lower NORMAL position, and not
operated by the crew.
10.9.4.1 Bus Tie Switch

The BUS TIE switch should only be operated as indicated in Section 3 of the AFM.
Otherwise, the BUS TIE switch should remain in the NORMAL position at all times.

Page 10-98 08 Feb. 2017
SECTION 10
10.9.4.2 Aural 1 and Aural 2 Mute Switches

These switches should only be operated in the event of a failure of an aural warning
channel that results in continual inappropriate operation of an aural warning. They
should never, under any circumstances, be operated to silence any form of safety
system aural warning that is operating in a normal manner. Operation of the AURAL 1
MUTE and AURAL 2 MUTE switches is logged by the Flight Data Recorder (FDR) and
will also be logged by any Quick Access Recorder (QAR) installed for Flight Operations
Quality Assurance (FOQA) purposes.
10.9.4.3 Emergency Com Switch

The spring-loaded EMERGENCY COM switch may be used if desired to tune 121.5 as
the active frequency in the number 1 COM radio. Be aware that the previously active
frequency may be lost (not moved to the standby position) when the EMERGENCY
COM switch is lifted.
10.9.4.4 Caution Lights Dimming Switch

Be aware that if the CAUTION LIGHTS DIMMING switch is moved away from the
NORMAL position, it will not be possible to control dimming of any caution lights
(autofeather, engine fire, supplemental stall warning) using the CAUTION LIGHTS
switch on the left sub-panel. All caution lights will operate at full brightness (when
active) if the CAUTION LIGHTS DIMMING switch is in the BYPASS position.
10.9.4.5 TRACK SOURCE Switch

The TRACK SOURCE switch should only be used in accordance with the directions
provided in the Honeywell Apex Pilot Guide, and then only when previous operational
experience has demonstrated the need to use this switch during departure and/or
approach operations at specific airports in Polar Regions. Any operation of the TRACK
SOURCE switch outside of polar regions – including momentary operation – may
result in unwanted changes in the presentation of heading and/or track data, and these
changes may not automatically clear or revert to normal operations when the TRACK
SOURCE switch is moved back to the NORMAL position.
The HEADING bug will not be available when the TRACK SOURCE switch is in the GPS
position. Wind vectors may not be available when the TRACK SOURCE switch is in the
GPS position. Track and/or heading reference may change without CAS annunciation
to True North when the TRACK SOURCE switch is moved to the GPS, and may not
automatically revert to Magnetic North when the TRACK SOURCE switch is moved
back to the NORMAL position. This may require the crew to manually reconfigure
track and/or heading reference to Magnetic North by way of the AVIONICS page of the
System configuration window.

08 Feb. 2017 Page 10-99
SECTION 10
10.10 Maximum Performance STOL Operations

The procedures for Maximum Performance STOL (MPS) operations exploit the full
STOL capabilities of the aircraft. Because they do not provide the level of safety
required by FAR 23, Normal Category Operations, they may be used only when
specifically authorized by the appropriate regulatory authority.
These procedures and the supporting performance data may be obtained by DHC-6
operators upon written application to Viking Air Limited – Technical Support.

Page 10-100 08 Feb. 2017
SECTION 10
10.11 Ferry Fuel System

10.11.1 General
This ferry fuel system, fully described in EO 66596 and on drawing C6G1241, is not
approved as part of the DHC-6 type design. Authorization to operate the aircraft with
the ferry fuel system must be obtained from the aviation regulatory authority for which
the aircraft is registered.
For a description of the Ferry Fuel Tank System, refer to Section 7, Para 7.27 Ferry Fuel
Tank System.
10.11.2 Operating Limitations

When a ferry fuel system is installed, the following operating limitations apply in addition
to or instead of (as applicable), the limitations contained in Section 2 of PSM 1-64-1A.
10.11.2.1 Limitations at Weights in Excess of 12,500 lbs.

a. Maximum Operating Speed (VMO)
KNOTS
ALTITUDE WEIGHT CAS IAS
0 – 5,000 ft 13,000 lbs 167 163

5,000 – 10,000 ft* 13,000 lbs 160 156
0 – 5,000 ft 14,000 lbs 160 156
5,000 – 12,000 ft* 14,000 lbs 154 150
0 – 6,000 ft 15,000 lbs 152 148
6,000 – 15,000 ft* 15,000 lbs 145 141
0 – 6,000 ft 17,500 lbs 135 131
6,000 – 15,000 ft 17,500 lbs 130 126
* Above these altitudes VMO is reduced by 3 knots per 1,000 ft.
b. Flaps Extended Speed (VFE) KNOTS

CAS IAS
Flaps 0° to 10° 105 103

In case of emergency Flaps 10° to 30° 95 93
NOTE
At weights in excess of 12,500 lbs do not extend flaps beyond 10°.

08 Feb. 2017 Page 10-101
SECTION 10
10.11.2.2 Weight and CG Limitations

NOTE
Refer to PSM 1-64-8 Weight and Balance Handbook, Supplement 1,
for complete ferry fuel loading data.
a. Take-off Weight. The maximum ferry fuel system take-off weight is 17,500 lbs for
the landplane or wheel-skiplane, unless limited by operating conditions such as
temperature, altitude, runway length, etc.
NOTE
Take-off at weight in excess of 12,500 lbs must be performed from
prepared runways.
When installed, auxiliary wing tanks must remain full when operating
at weights exceeding 12,500 lbs.
CAUTION
WHEN TAXIING AT WEIGHTS IN EXCESS OF 12,500 LBS,

AVOID HIGH SPEED TURNS AND COARSE USE OF BRAKES.
b. Landing Weight. The maximum weight authorized for landing is 12,300 lbs.
Emergency landings may be made safely up to 17,500 lbs, however, every
effort should be made to ensure that the touchdown is as gentle as possible.
After a heavy landing, before next flight, have qualified authorized personnel
to carry out inspection per PSM 1-6-7 Part 2, SP3 Operational Conditions, E.
Inspection after Heavy Landing.
c. CG Range – Landplane and Wheel-skiplane. The CG limits (Figure 10-2) are
as follows:
Forward Aft
25% MAC at 12,500 lbs

30% MAC at 17,500 lbs 36% MAC at all weights
d. Rear Baggage Compartment Load Limit. Refer to Figure 10-3 for the rear
baggage compartment load limit.

Page 10-102 08 Feb. 2017
SECTION 10
Figure 10-2 CG Limits – Landplane and Wheel-skiplane with Ferry Fuel System
Figure 10-3 Rear Baggage Compartment Total Load Limits

08 Feb. 2017 Page 10-103
SECTION 10
10.11.2.3 Maneuvers and Flight in Turbulence

Flights in moderate or severe turbulence, maneuvers involving extreme application of
the primary flight controls, and angles of attack near the stall, are to be avoided at
weights in excess of 12,500 lbs. If severe turbulence is encountered, before next flight,
have qualified authorized personnel to carry out inspection per PSM 1-6-7 Part 2, SP3
Operational Conditions, G. Severe Turbulence or Buffeting Inspection.
10.11.2.4 Type of Operation

Ferry flights with the ferry fuel system installed are subject to the following conditions:
a. Minimum 2 pilots required.

b. Personnel aboard must be restricted to essential crew only.
c. Smoking is prohibited in flight compartment and cabin.
d. The Operating Limitations and procedures contained herein must be complied
with.
e. Each flight or series of flight must be authorized by the appropriate airworthiness
authority.
f. The purpose of the ferry fuel system is for extended range operation for ferry
flights; not for hauling fuel.
g. The ferry fuel system must be removed when the authorized ferry flight is
completed.
h. Flight over populated areas must be avoided, except for the purpose of take-off
and landing.
i. Control tower must be notified of overweight take-off condition to permit use of
runway to minimize flight over populated areas.
j. Turns after take-off must be avoided while any usable runway or clearway exists
ahead.
k. Above 12,500 lbs or when drums are not empty, aggressive maneuvers exceeding
40° bank angle must be avoided.
Where applicable these conditions shall be noted on the flight permit.
10.11.3 Emergency Operating Procedures

When a ferry fuel system is installed the following emergency operating procedures
apply in addition to, or instead of (as applicable), the emergency operating procedures
in Section 3 of PSM 1-64-1A:

Page 10-104 08 Feb. 2017
SECTION 10
a. It may not be possible to maintain altitude should an engine fail at high weights.
(Refer to Figure 10-6). A forced landing should be carried out using the power on
the live engine to maximum advantage.
b. Refer to Figure 10-6 for single engine climb speed.
c. Flaps may be extended beyond 10° for landing at gross weight, exceeding 12,500
lbs.
NOTE
If flaps have been extended beyond 10° for landing at gross
weight exceeding 12,500 lbs, before next flight, have qualified
authorized personnel to carry out inspection per PSM 1-6-7
Part 2, SP3 Operational Conditions, G.6 Wing Flaps and
Ailerons.
10.11.4 Normal Operating Procedures

When ferry fuel system is installed, the following normal operating procedures apply in
addition to, or instead of (as applicable), the normal procedures contained in Section 4
of the PSM 1-64-1A.
a. Ferry fuel drums shall always be filled to capacity with shut-off valves closed and
aircraft properly ground supported. Valves shall remain closed until flight. Cabin
shall be ventilated after filling.
b. On the ground, with the airplane static, check the fuel contents of the ferry
system as seen in the transparent filler neck. The transparent filler neck does
not indicate fuel level in the ferry system during flight.
CAUTION
THE TRANSPARENT FUEL FILLER NECK MAY BE USED

AS AN APPROXIMATE INDICATION OF FUEL LEVEL IN THE
FERRY SYSTEM, ON THE GROUND ONLY. THIS INDICATION
IS SUBJECT TO ERRORS CONSISTENT WITH AIRPLANE
ATTITUDE ON THE GROUND.
NOTE
With ferry fuel system installed, main wheel tire pressure should be
increased to 45 psi.
c. At weights in excess of 12,500 lbs, taxi with caution, avoid high speed turns, and
avoid coarse use of brakes.

08 Feb. 2017 Page 10-105
SECTION 10
d. Take-off and climb with ferry fuel system shut-off valves closed. During cruise,
use normal fuel system until fuel level drops to approximately 800 lbs per tank and
then transfer fuel from the ferry system by opening shut-off valves. In level flight
only, fuel shall be transferred in stages by opening shut-off valves periodically
to top up main tanks to 80%. This method allows a record to be maintained of
approximate quantities transferred by reference to the main tank fuel quantity
indicators. Transfer of fuel to either or both main tanks can be made as desired,
by operating the shut-off valves appropriately. Valves may only be left open when
drums are emptied.
CAUTION
IF THE FERRY FUEL SYSTEM SHUT-OFF VALVES ARE LEFT

OPEN AFTER FILLING THE MAIN FUEL TANKS TO CAPACITY,
FUEL SYSTEM CONNECTIONS MAY LEAK DUE TO OVER-
FILL-ING AND PRESSURIZATION OF THE MAIN FUEL SYS-
TEM.
e. Do not remove the filler cap in flight as the tanks are under vent pressure and
fuel will flow up and out the filler neck.
f. Ferry Fuel system can be completely drained after normal gravity feed has
ceased by flying with right wing down slightly.
g. Ferry fuel drums shall be empty prior to landing, unless in an emergency.
h. If auxiliary wing tanks are installed, wing tank contents should be used as soon
as possible after airplane weight has decreased to 12,500 lbs.

Page 10-106 08 Feb. 2017
SECTION 10
10.11.5 Performance Data and Charts

When a ferry fuel system is installed the following performance data and charts apply in
addition to or instead of (as applicable), the performance data and charts contained in
PSM 1-64-1A, Section 5. It should be noted that the performance data above a gross
weight of 12,500 lbs is estimated and should be used in conjunction with the operating
limitations specified in Para 10.11.2.1.
10.11.5.1 Stalling Speeds

The power off stalling speeds in calibrated airspeed at a forward CG limit and for wing
flap deflection at various angles are given in Figure 10-4. Correct stalling speeds at
various bank angles are also provided.
Associated Conditions:
CG = Forward
Engine idling, propeller feathered

08 Feb. 2017 Page 10-107
SECTION 10
Figure 10-4 Stalling Speeds
Page 10-108 08 Feb. 2017
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10.11.5.2 Enroute Rate of Climb

The Rates of climb in enroute configuration with both engines operating are given in
Figure 10-5.
Wing Flaps = 0°
Intake Deflectors = Retracted
Engines = Both at maximum climb power, prop rpm 96%
Speed = Refer to chart

08 Feb. 2017 Page 10-109
SECTION 10
Figure 10-5 Enroute Rate of Climb
Page 10-110 08 Feb. 2017
SECTION 10
10.11.5.3 Enroute Rate of Climb – One Engine Inoperative

The rates of climb in enroute configuration with one engine inoperative are given in
Figure 10-6.
Wing Flaps = 10°

Engines = One engine inoperative, prop feathered, other at maximum
continuous power, prop rpm 96%

08 Feb. 2017 Page 10-111
SECTION 10
Figure 10-6 Enroute Rate of Climb – One Engine Inoperative
Page 10-112 08 Feb. 2017
SECTION 10
10.11.5.4 Service Ceilings

The service ceilings at which the rate of climb is 100 feet per minute are given in both
engines operating and one engine inoperative in Figure 10-7.
1) Both engines operating:
Wing Flaps = 0°
Engines = Both at climb power, prop rpm 96%
2) One engine inoperative:
Wing Flaps = 10°

Engines = One engine inoperative, prop feathered, other at max

08 Feb. 2017 Page 10-113
SECTION 10
Figure 10-7 Service Ceiling (Rate of Climb 100 fpm)

Page 10-114 08 Feb. 2017
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10.11.5.5 Cruise Data

The nautical air miles per pound of fuel at various cruise powers is given for a range of
altitudes and weights for both engines operating in Figure 10-8 through Figure 10-10. A
table providing suggested values of torque and propeller rpm is also provided on each
chart for various power settings. Information regarding long range cruise and maximum
endurance is also shown on each chart. The data is given with intake deflectors
retracted.

08 Feb. 2017 Page 10-115
SECTION 10
Figure 10-8 Nautical Air Miles Per Pound of Fuel – Sea Level
Page 10-116 08 Feb. 2017
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Figure 10-9 Nautical Air Miles Per Pound of Fuel – 5,000 ft
08 Feb. 2017 Page 10-117
SECTION 10
Figure 10-10 Nautical Air Miles Per Pound of Fuel – 10,000 ft
Page 10-118 08 Feb. 2017
SECTION 10
10.12 Supplementary Operating and Performance Data

10.12.1 Introduction
10.12.1.1 General
The supplementary operating and performance data is for the Series 400 Landplane
and is not TCCA approved. The certificated performance data is contained in Section
5 of PSM 1-64-1A.
All airplane operating limitations and normal and emergency procedures specified in
PSM 1-64-1A must be observed.
10.12.1.2 Qualifications
All performance data is based on PT6A–27 engine power corrected for installation
losses and power absorbed by the accessories appropriate to the particular ambient
atmospheric and flight conditions.
Unless otherwise stated, all performance data are given with intake deflectors in the
retracted position and with bleeds for heating, ventilating and de-icing “off”.
Climb, cruise and descent fuel consumption data are based on the engine
manufacturer's new engine minimum estimated performance, with fuel having a
heating value of 18,400 BTU per pound.
Fuel consumption based on the engine manufacturer's new engine, average estimated
performance with a more typical fuel having a heating value of 18,600 BTU per pound, is
6.13% lower than the fuel consumption shown in Para 10.12, Supplementary Operating
and Performance Data.
For long-term average fuel usage planning the fuel consumption data may be reduced
by 5%.
10.12.1.3 Flap Configurations

Take-off (SFAR 23) = 10°
Enroute Climb – both engines = 0°
– one engine = 10°
Landing (SFAR 23) = 37°

08 Feb. 2017 Page 10-119
SECTION 10
10.12.1.4 List of Abbreviations and Terms

Altitude = All altitudes are pressure altitudes
IAS = Indicated Airspeed
TAS = True Airspeed
IAS = International Standard Atmospheric Conditions
OAT = Outside Air Temperature
10.12.2 Enroute Climb Data
10.12.2.1 Enroute Rates of Climb

Rates of climb in enroute configuration with both engines operating and with one
engine inoperative are given in Figure 10-11 and Figure 10-12 respectively for various
altitudes, weights and temperatures.
Wing Flaps = 0° (for both engines operating, Figure 10-11)

10° (for one engine inoperative, Figure 10-12)
Speed = Refer to chart insets
Power = Figure 10-11, both engines at maximum climb power
(91% prop RPM)
Figure 10-12, one engine inoperative, with prop feathered,
other engine at maximum continuous power
Engine Bleed = Off
Example (dotted lines):
At an altitude of 6,000 ft, outside air temperature 13°C and weight 11,000 lbs, the rates
of climb are as follows:
1 Both engines operating (Figure 10-11) = 1,500 fpm
2 One engine inoperative (Figure 10-12) = 370 fpm

Page 10-120 08 Feb. 2017
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Figure 10-11 Enroute Rate of Climb – Both Engines at Maximum Climb Power
08 Feb. 2017 Page 10-121
SECTION 10
Figure 10-12 Enroute Rate of Climb – One Engine at Maximum Continuous Power
Page 10-122 08 Feb. 2017
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10.12.2.2 Absolute and Service Ceilings

Absolute and service ceilings in enroute configuration with both engines operating and
with one engine inoperative are given in Figure 10-13 and Figure 10-14 respectively,
for various weights and temperatures.
Absolute ceiling is defined as the altitude at which the rate of climb is zero fpm.
Service ceiling is defined as the altitude at which the rate of climb is 100 fpm.
Wing Flaps = 0° (for both engines operating, Figure 10-13)

10° (for one engine inoperative, Figure 10-14)
Speed = Refer to chart insets
Power = Figure 10-13, both engines at maximum climb power
(91% prop RPM)
Figure 10-14, one engine inoperative, with prop feathered,
other engine at maximum continuous power
Engine Bleed = Off
Example (dotted line):
At a gross weight of 12,100 lbs, temperature ISA +20°C, the service ceilings are as
follows:
1 Both engines operating (Figure 10-13) = 24,400 ft.
2 One engine inoperative (Figure 10-14) = 8,800 ft.

08 Feb. 2017 Page 10-123
SECTION 10
Figure 10-13 Absolute and Service Ceiling – Both Engines at Maximum Climb Power
Page 10-124 08 Feb. 2017
SECTION 10
Figure 10-14 Absolute and Service Ceiling – One Engine at Maximum Climb Power
08 Feb. 2017 Page 10-125
SECTION 10
10.12.2.3 Time, Distance and Fuel in Climb

Time, distance and fuel used in Types I, II and III climb with both engines operating, are
given in Figure 10-15 through Figure 10-26 for a range of weights and temperatures
from sea level to various altitudes.
Wing Flaps = 0°
Speed = Type I (High Speed), Figure 10-15 inset
= Type II (Intermediate Speed), Figure 10-19 inset
= Type III (Low Speed) 90 KIAS
Power = Both engines at maximum climb power (91% prop RPM)
Engine Bleed = Off
Find time, distance and fuel used in a Type I (High Speed) climb at ISA +20°C, weight
12,000 lbs from an altitude of 8,000 ft to 18,000 ft.
Since the data in all climb charts is given from sea level, the time, distance and fuel
from 8,000 ft to 18,000 ft is determined as follows:
From Figure 10-18 Time Distance Fuel

min. n.m. lbs.
Climb from sea level to 18,000 ft 30.5 74 290
Climb from sea level to 8,000 ft 10.0 24 105
Therefore climb from 8,000 ft to 18,000 ft 20.5 50 185

Page 10-126 08 Feb. 2017
SECTION 10
Figure 10-15 Time, Distance & Fuel in Climb – Type I (High Speed) ISA –20°C
08 Feb. 2017 Page 10-127
SECTION 10
Figure 10-16 Time, Distance & Fuel in Climb – Type I (High Speed) ISA
Page 10-128 08 Feb. 2017
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Figure 10-17 Time, Distance & Fuel in Climb – Type I (High Speed) ISA +10°C
08 Feb. 2017 Page 10-129
SECTION 10
Figure 10-18 Time, Distance & Fuel in Climb – Type I (High Speed) ISA +20°C
Page 10-130 08 Feb. 2017
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Figure 10-19 Time, Distance & Fuel in Climb – Type II (Intermediate Speed) ISA –20°C
08 Feb. 2017 Page 10-131
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Figure 10-20 Time, Distance & Fuel in Climb – Type II (Intermediate Speed) ISA
Page 10-132 08 Feb. 2017
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Figure 10-21 Time, Distance & Fuel in Climb – Type II (Intermediate Speed) ISA +10°C
08 Feb. 2017 Page 10-133
SECTION 10
Figure 10-22 Time, Distance & Fuel in Climb – Type II (Intermediate Speed) ISA +20°C
Page 10-134 08 Feb. 2017
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Figure 10-23 Time, Distance & Fuel in Climb – Type III (Low Speed) ISA –20°C
08 Feb. 2017 Page 10-135
SECTION 10
Figure 10-24 Time, Distance & Fuel in Climb – Type III (Low Speed) ISA
Page 10-136 08 Feb. 2017
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Figure 10-25 Time, Distance & Fuel in Climb – Type III (Low Speed) ISA +10°C
08 Feb. 2017 Page 10-137
SECTION 10
Figure 10-26 Time, Distance & Fuel in Climb – Type III (Low Speed) ISA +20°C
Page 10-138 08 Feb. 2017
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10.12.3 Cruise Data
10.12.3.1 Nautical Air Miles Per Pound of Fuel

Nautical air miles per pound of fuel in cruise configuration at various altitudes,
temperatures and weights are given with both engines operating in Figure 10-27
through Figure 10-30 and with one engine inoperative in Figure 10-31.
All data is given with intake deflectors in the retracted position and with engine bleed
for heating, ventilating and de-icing “off”. Maximum propeller RPM for cruise is 91%.
Examples (dotted lines):
1 At a weight of 11,000 lbs, cruise altitude 12,000 ft, temperature ISA +10°C, find
nautical air miles per pound of fuel and TAS with both engines operating.
From Figure 10-29

Maximum Cruise Long Range
Rating Cruise
Nautical air miles per pound of fuel .307 .346
TAS 179 knots 145 knots
2 At a weight of 11,000 lbs, cruise altitude 4,000 ft, temperature ISA, find nautical
air miles per pound of fuel and TAS with one engine inoperative.
From Figure 10-31

Maximum Cruise
Rating
Nautical air miles per pound of fuel .356
TAS 137.5 knots

08 Feb. 2017 Page 10-139
SECTION 10
Figure 10-27 Nautical Air Miles Per Pound of Fuel ISA –20°C
Page 10-140 08 Feb. 2017
SECTION 10
Figure 10-28 Nautical Air Miles Per Pound of Fuel ISA
08 Feb. 2017 Page 10-141
SECTION 10
Figure 10-29 Nautical Air Miles Per Pound of Fuel ISA +10°C
Page 10-142 08 Feb. 2017
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Figure 10-30 Nautical Air Miles Per Pound of Fuel ISA +20°C
08 Feb. 2017 Page 10-143
SECTION 10
Figure 10-31 Nautical Air Miles Per Pound of Fuel (One Engine Inoperative)
Page 10-144 08 Feb. 2017
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10.12.3.2 Fuel Consumption at Maximum Endurance (Holding) Speed

Fuel consumption and maximum endurance speed in IAS are given in Figure 10-32 for
various weights, temperatures and altitudes. Associated conditions are shown on the
chart.
NOTE
It is recommended that 75% prop RPM be used for the maximum
endurance condition.
Find fuel consumption (pounds per hour) and speed for maximum endurance at a
weight of 11,000 lbs, altitude 8,000 ft, outside air temperature 14°C.
From Figure 10-32
Fuel Consumption = 350 lbs/hr (175 lbs/hr/engine)

Holding speed = 87.5 KIAS

08 Feb. 2017 Page 10-145
SECTION 10
Figure 10-32 Fuel Consumption at Maximum Endurance (Holding) Speed
Page 10-146 08 Feb. 2017
SECTION 10
10.12.4 Descent and Driftdown Data
10.12.4.1 Time, Distance and Fuel in Descent

Time, distance and fuel in descent Types I, II and III are given in Figure 10-33 through
Figure 10-35.
Wing Flaps = 0°
Speed = Type I (High Speed), Figure 10-33
= Type II (Intermediate Speed), Figure 10-34
= Type III (Low Speed), Figure 10-35
Max Rate of Descent = 500 fpm
Power = Both engines operating, power as required to maintain
the maximum rate of descent, but not to exceed maximum
cruise power
Intake Deflectors = Retracted or extended
Engine Bleed = Off
Find time, distance and fuel in Type III (low speed) descent at +20°C, weight 12,000
lbs from an altitude of 20,000 ft to 10,000 ft.
Since the data in all descent charts commences at sea level, the time, distance and
fuel in descent from 20,000 ft to 10,000 ft is determined as follows:
Distance Fuel
n.m. lbs.
Descent from 20,000 ft to sea level 87 210
Descent from 10,000 ft to sea level 40 112
Therefore descent from 20,000 ft to 10,000 ft 47 98
Time in descent from 20,000 ft to 10,000 ft = Altitude interval in descent (ft)
Rate of descent (500 fpm)
= 20,000 – 10,000 = 20 min.
500

08 Feb. 2017 Page 10-147
SECTION 10
Figure 10-33 Time, Distance and Fuel in Descent – Type I (High Speed)
Page 10-148 08 Feb. 2017
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Figure 10-34 Time, Distance and Fuel in Descent – Type II (Intermediate Speed)
08 Feb. 2017 Page 10-149
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Figure 10-35 Time, Distance and Fuel in Descent – Type III (Low Speed)
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10.12.4.2 Time, Distance and Fuel in Driftdown

Time, distance and fuel in driftdown after an engine failure are given in Figure 10-36
through Figure 10-39 for various weights, altitude and temperatures.
Wing Flaps = 0°
Speed = Refer to Figure 10-36 inset
Power = One engine inoperative with its propeller feathered
Other engine at maximum continuous power
Engine Bleed = Off
Example (dotted line)
Find time, distance and fuel in driftdown at ISA, weight 11,000 lbs from an altitude of
22,000 ft to 16,600 ft.
Since the data in all driftdown charts commences at 25,000 ft, the time, distance and
fuel in driftdown from 22,000 ft to 16,600 ft is determined as follows:
Time Distance Fuel

min. n.m. lbs
Driftdown from 25,000 ft to 16,600 ft 46 95 190
Driftdown from 25,000 ft to 22,000 ft 8 17 30
Therefore driftdown from 22,000 ft to 16,600 ft 38 78 160

08 Feb. 2017 Page 10-151
SECTION 10
Figure 10-36 Time, Distance and Fuel in Drift Down ISA –20°C
Page 10-152 08 Feb. 2017
SECTION 10
Figure 10-37 Time, Distance and Fuel in Drift Down ISA
08 Feb. 2017 Page 10-153
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Figure 10-38 Time, Distance and Fuel in Drift Down ISA +10°C
Page 10-154 08 Feb. 2017
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Figure 10-39 Time, Distance and Fuel in Drift Down ISA +20°C
08 Feb. 2017 Page 10-155
SECTION 10
10.12.5 Sector Performance – Block Fuel and Time at Constant Cruise

Altitude
10.12.5.1 Introduction
The block fuel and time performance data is shown in Figure 10-40 through Figure
10-47. Correction for weights, temperatures and wind speeds are given on the charts.
All data is given with intake deflectors in the retracted position, and with bleed for
heating, ventilating and de-icing “off”.
Block Time The time from the start of taxi for take-off to the end of taxi after
landing. It consists of:
Time for taxi-out, take-off, climb, cruise, descent, landing and
taxi-in.
Block Fuel The fuel used in the block time as defined above.
Allowances Block time and fuel include the following allowances:
Time – min. Fuel – lbs.

Taxi-Out 2 8
Take-off 1 12
Circuit and Landing 2 8
Taxi-In 2 8
___ ___
7 36

Page 10-156 08 Feb. 2017
SECTION 10
10.12.5.2 Use of Charts (Illustrative Example)

The use of the charts is illustrated by an arrowed broken line, example on the chart.
For a sector distance of 600 n.m., cruise altitude of 5,000 ft., temperature ISA +10°C,
take-off weight 10,000 lbs., and tailwind of 25 knots, find the block time and fuel.
1 Maximum cruise rating:
From Figure 10-41 : Block fuel = 2,040 lbs.

From Figure 10-43 : Block time = 182 min.
2 Long range cruise:
From Figure 10-45 : Block fuel = 1,700 lbs.

From Figure 10-47 : Block time = 231 min.

08 Feb. 2017 Page 10-157
SECTION 10
Figure 10-40 Block Fuel (Maximum Cruise Rating) (Distance 0 to 400 nm)
Page 10-158 08 Feb. 2017
SECTION 10
Figure 10-41 Block Fuel (Maximum Cruise Rating) (Distance 0 to 800 nm)
08 Feb. 2017 Page 10-159
SECTION 10
Figure 10-42 Block Time (Maximum Cruise Rating) (Distance 0 to 400 nm)
Page 10-160 08 Feb. 2017
SECTION 10
Figure 10-43 Block Time (Maximum Cruise Rating) (Distance 0 to 800 nm)
08 Feb. 2017 Page 10-161
SECTION 10
Figure 10-44 Block Fuel (Long Range Cruise) (Distance 0 to 400 nm)
Page 10-162 08 Feb. 2017
SECTION 10
Figure 10-45 Block Fuel (Long Range Cruise) (Distance 0 to 800 nm)
08 Feb. 2017 Page 10-163
SECTION 10
Figure 10-46 Block Time (Long Range Cruise) (Distance 0 to 400 nm)
Page 10-164 08 Feb. 2017
SECTION 10
Figure 10-47 Block Time (Long Range Cruise) (Distance 0 to 800 nm)
08 Feb. 2017 Page 10-165
SECTION 10
10.12.6 Sector Performance – Block Fuel and Time at Optimum Cruise

Altitude
10.12.6.1 Introduction
This section presents the flight planning data which may be used to optimize the enroute
sector performance. Three categories of optimum performance have been considered.
1 Minimum block time
2 Minimum block fuel
3 Minimum cost
For each of the above categories the specified type of climb, cruise and descent
are suggested and optimum cruise altitudes are given for a series of sector distances,
take-off weights and outside air temperatures. All data is given with the intake deflectors
in the retracted position at zero wind condition, and with bleed for heating, ventilating
and de-icing “off”.
NOTE
For definitions of block time and fuel, refer to Para 10.12.5.1.
10.12.6.2 Enroute Performance Data

The optimization process is based on the following enroute performance data.
1 Climb (Refer to Para 10.12.2)

a. Type I – High Speed
b. Type II – Intermediate Speed
c. Type III – Low Speed
2 Cruise (Refer to Para 10.12.3)

a. Maximum Cruise
b. Long Range Cruise
3 Descent (Refer to Para 10.12.4)

a. Type I – High Speed
b. Type II – Intermediate Speed
c. Type III – Low Speed

Page 10-166 08 Feb. 2017
SECTION 10
10.12.6.3 Results
The sector block time, fuel, and cost were calculated using the various climb, cruise and
descent techniques described in Para 10.12.6.2. The optimized data are presented in
tables on the subsequent pages. It should be noted that there is no single technique
which will achieve all of the three optimized goals, namely the minimum block time,
minimum block fuel and the minimum cost. In order to achieve the minimum fuel, block
time or cost, not only is a proper selection of climb/cruise/descent techniques required,
but the selection of the appropriate optimum cruise altitude is essential.
NOTE
The cost assumptions used in arriving at the minimum cost technique
are representative of North American practice. Therefore, it may
not be applicable to some operators whose depreciation and
maintenance policies, as well as fuel and crew costs are significantly
different from those of their North American counterparts.
10.12.6.4 Examples
Example 1:
Sector distance 200 n.m.
Take-off weight 12,500 lbs
Temperature ISA
Determine the block time and fuel data and optimum cruise altitudes with the three
techniques (minimum block time, minimum block fuel and minimum cost techniques).
Minimum Minimum Minimum

Time Technique Fuel Technique Cost Technique
(Figure 10-48) (Figure 10-49) (Figure 10-50)
Block time – min. 74.9 93.2 78.1
Block fuel – lbs. 839 646 710
Technique: Climb Type I Type I Type I
Cruise Maximum Long Range Maximum
Cruise Rating Cruise Cruise Rating
Descent Type I Type III Type I
Optimum Cruise Altitude – ft. 6,000 19,000 16,000

08 Feb. 2017 Page 10-167
SECTION 10
Example 2:
If the choice of cruise altitude is restricted (A.T.C. clearance, etc) the block time and
fuel may be determined from the data presented in Para 10.12.5.
Cruise altitude 10,000 ft

Sector distance 200 n.m.
Take-off weight 12,500 lbs.
Temperature ISA
At Optimum
At Fixed Altitude
Cruise Altitude Increase
of 10,000 ft.
(Example 1)
Block time – min. 74.9/6,000 ft 75.5 (Figure 10-42) .8%
Block fuel – lbs. 646/19,000 ft 695 (Figure 10-44) 7.6%

Page 10-168 08 Feb. 2017
SECTION 10
Figure 10-48 Minimum Block Time Technique

08 Feb. 2017 Page 10-169
SECTION 10
Figure 10-49 Minimum Block Fuel Technique

Page 10-170 08 Feb. 2017
SECTION 10
Figure 10-50 Minimum Cost Technique

08 Feb. 2017 Page 10-171
SECTION 10
10.12.7 Intermediate Flotation Gear

The following is support performance data for Section 9 Supplement 5 – Intermediate
Flotation Gear.
10.12.7.1 Description
On special order, the aircraft can be equipped with Intermediate Flotation Gear to
facilitate “soft field” operation. The intermediate flotation gear consists of standard
11.00 x 12 wheels with 15.00 x 12 tires on the main landing gear and nose landing gear.
A special nose landing gear fork is installed to accommodate the large nose wheel.
10.12.7.2 Climb Data

10.12.7.2.1 Enroute Climb Data – Both Engines Operating
The rates and gradients of climb are given in Figure 10-51 and Figure 10-52 respectively,
with the aircraft in the enroute configuration and both engines operating. The climb
speeds are also shown on the charts.
Wing Flaps = Enroute (0°)

Speeds = Refer to charts
Ambient temperature 13°C, pressure altitude 6,000 ft, gross weight 11,000 lbs. The
rate of climb is 1,425 feet per min and the gradient of climb is 0.151.
NOTE
With intake deflectors extended, reduce rate of climb by 30 feet per
min and gradient of climb by .004 when engine torque is less than
50 psi.

Page 10-172 08 Feb. 2017
SECTION 10
08 Feb. 2017 Page 10-173
SECTION 10
Figure 10-52 Enroute Climb Gradient
Page 10-174 08 Feb. 2017
SECTION 10
10.12.7.2.2 Absolute and Service Ceilings

The absolute ceiling at which the rate of climb is zero feet per minute, and the service
ceiling at which the rate of climb is 100 feet per minute with both engines operating and
one engine inoperative, are given in Figure 10-53 and Figure 10-54 respectively.
Figure 10-53 Wing Flaps = Enroute (0°)

Engines = Both at maximum climb power,
prop rpm 96%
Speeds = Refer to chart

Engines = One engine inoperative, prop
feathered, other at maximum
NOTE
With intake deflectors extended, reduce ceiling by 400 feet when
engine torque is less than 50 psi.

08 Feb. 2017 Page 10-175
SECTION 10
Figure 10-53 Absolute and Service Ceiling

Page 10-176 08 Feb. 2017
SECTION 10
Figure 10-54 Absolute and Service Ceiling – One Engine Inoperative

08 Feb. 2017 Page 10-177
SECTION 10
10.12.7.2.3 Time Distance and Fuel used in Climb at 500 Feet Per Minute
Time, distance and fuel used versus altitude are presented in Figure 10-55 for a climb
at a constant rate of climb of 500 feet per minute. This figure is applicable to all
temperatures and weights unless otherwise noted.

Engines = Power as required to maintain a rate of climb of 500 feet per
min but not in excess of maximum cruise power
Speeds = Not greater than VMO
With a gross weight of 12,500 lbs, the time distance and fuel used in a climb from sea
level to an altitude of 10,000 ft is 20 minutes, 53 nautical miles and 210 lbs respectively.

Page 10-178 08 Feb. 2017
SECTION 10
Figure 10-55 Time, Distance and Fuel – Climb at 500 fpm
08 Feb. 2017 Page 10-179
SECTION 10
10.12.7.2.4 Time Distance and Fuel used in Climb at Max Climb

at max climb power and speeds to give maximum rate of climb.

Engines = Max climb power, prop rpm 96%
With a gross weight of 12,500 lbs and an ambient temperature of ISA +20°C, find the
time, distance and fuel used in a climb from an altitude of 5,000 ft to an altitude of
15,000 ft.
Time Dist Fuel

min nm lbs
_______ _______ _______
Climb from sea level to 15,000 ft = 17 34 180
___ ___ ___
Therefore climb from 5,000 ft to 15,000 ft = 11 26 130

Page 10-180 08 Feb. 2017
SECTION 10
Figure 10-56 Time, Distance and Fuel – Climb at Maximum Climb Power
08 Feb. 2017 Page 10-181
SECTION 10

The nautical air miles per pound of fuel at various power settings is given for a
range of altitudes, temperatures and weights for two engines in Figure 10-57 through
Figure 10-60, and for one engine in Figure 10-61 and Figure 10-62. A table providing
recommended values of torque and propeller rpm is also provided on each chart
for various power settings. Information regarding long range cruise and maximum
retracted.
Example:
Two engine cruise at 150 knots TAS (135 KIAS), at 5,000 ft, ISA at 12,500 lbs gross
weight.
Nautical air miles per pound of fuel = 0.2557

SHP = 415
Torque ) by interpolation = 43.0 psi
Propeller rpm ) from table = 75%
Fuel flow ) on chart = 295 lbs/hr per engine
NOTE
With intake deflectors extended, at a constant SHP, reduce speed by
4 knots and nautical air miles per pound of fuel by 1%.

Page 10-182 08 Feb. 2017
SECTION 10
Figure 10-57 Nautical Air Miles per Pound of Fuel – Sea Level
08 Feb. 2017 Page 10-183
SECTION 10
Figure 10-58 Nautical Air Miles per Pound of Fuel – 5,000 ft
Page 10-184 08 Feb. 2017
SECTION 10
08 Feb. 2017 Page 10-185
SECTION 10
Page 10-186 08 Feb. 2017
SECTION 10
Figure 10-61 Nautical Air Miles per Pound of Fuel: One Engine – Sea Level
08 Feb. 2017 Page 10-187
SECTION 10
Figure 10-62 Nautical Air Miles per Pound of Fuel: One Engine – 5,000 ft
Page 10-188 08 Feb. 2017
SECTION 10
10.12.7.4 Descent Data

10.12.7.4.1 Time Distance and Fuel used in Descent at 500 Feet per Min.
Time, distance and fuel used versus altitude are presented in Figure 10-63 for a descent
at a constant rate of descent of 500 feet per minute. This figure is applicable to all
Wing Flaps = Cruise (0°)

Engines = Power as required to maintain a rate of descent of 500 feet
per min but not in excess of maximum cruise power
With a gross weight of 12,500 lbs and an ambient temperature of ISA +20°C, the time
distance and fuel used in descent from 10,000 feet to sea level is 20 min, 56 nautical
miles and 215 lbs respectively.

08 Feb. 2017 Page 10-189
SECTION 10
Figure 10-63 Time, Distance and Fuel – Descent at 500 fpm
Page 10-190 08 Feb. 2017
SECTION 10
10.12.7.4.2 Time Distance and Fuel used in a Power-off Descent

Time, distance and fuel used versus altitude, are presented in Figure 10-64 for a
power-off descent. The data is calculated at speeds for maximum lift to drag ratio, and
will give the maximum range at minimum fuel in glide. This figure is applicable to all
weights and temperature unless otherwise noted.
Wing Flaps = 10°

Engines = Idle power
With a gross weight of 12,500 lbs, find the time, distance and fuel used in descent from
15,000 ft to 5,000 ft.
Time Dist Fuel

min nm lbs
_______ _______ _______
Descent from 15,000 ft to sea level = 17.0 29.5 46.0
___ ___ ___
Therefore descent from 15,000 ft to = 11.0 20.0 30.0
5,000 ft

08 Feb. 2017 Page 10-191
SECTION 10
Figure 10-64 Time, Distance and Fuel – Power-off Descent
Page 10-192 08 Feb. 2017
SECTION 10
10.12.8 Wheel-Skiplane
The following is support performance data for Section 9, Supplement 10 –
Wheel-Skiplane Operation.
10.12.8.1 Climb Data

10.12.8.1.1 Enroute Climb Data – Both Engines Operating
The rates and gradients of climb are given in Figure 10-65 and Figure 10-66 respectively,
with the aircraft in the enroute configuration and both engines operating. The climb
speeds are also shown on the charts.

Speeds = Refer to charts
Ambient temperature –24°C, pressure altitude 6,000 ft, gross weight 11,000 lbs. The
rate of climb is 1,600 feet per min and the gradient of climb is 0.185.
NOTE
With intake deflectors extended, reduce rate of climb by 30 feet per
min and gradient of climb by 0.004 when engine torque is less than
50 psi.

08 Feb. 2017 Page 10-193
SECTION 10
Page 10-194 08 Feb. 2017
SECTION 10
Figure 10-66 Enroute Climb Gradient

08 Feb. 2017 Page 10-195
SECTION 10
10.12.8.1.2 Absolute and Service Ceilings

The absolute ceiling at which the rate of climb is zero feet per minute, and the service
ceiling at which the rate of climb is 100 feet per minute with both engines operating and
one engine inoperative, are given in Figure 10-67 and Figure 10-68 respectively.

Engines = Both at maximum climb power,
prop rpm 96%

Engines = One engine inoperative, prop
feathered, other at maximum
NOTE
With intake deflectors extended, reduce ceiling by 400 feet when
engine torque is less than 50 psi.

Page 10-196 08 Feb. 2017
SECTION 10
Figure 10-67 Absolute and Service Ceiling

08 Feb. 2017 Page 10-197
SECTION 10
Figure 10-68 Absolute and Service Ceiling – One Engine

Page 10-198 08 Feb. 2017
SECTION 10
10.12.8.1.3 Time Distance and Fuel Used in Climb at 500 Feet Per Min
at a constant rate of climb of 500 feet per minute. This figure is applicable to all

Engines = Power as required to maintain a rate of climb of 500 feet per
min but not in excess of max climb power
With a gross weight of 12,500 lbs, the time, distance and fuel used in a climb from sea
level to an altitude of 10,000 ft is 20 minutes, 49 nautical miles and 250 lbs respectively.

08 Feb. 2017 Page 10-199
SECTION 10
Figure 10-69 Time, Distance and Fuel – Climb at 500 fpm
Page 10-200 08 Feb. 2017
SECTION 10
10.12.8.1.4 Time, Distance and Fuel used in Climb at Max Climb Power
at max climb power and speeds to give maximum rate of climb.

Engines = Max climb power, prop rpm 96%
With a gross weight of 11,000 lbs and an ambient temperature of ISA –20°C, find the
time, distance and fuel used in a climb from an altitude of 5,000 ft to an altitude of
15,000 ft.
Time Dist Fuel

min nm lbs
_______ _______ _______
Climb from sea level to 5,000 ft = 3.5 4 40
___ ___ ___
Therefore climb from 5,000 ft to 15,000 ft = 6.5 11 85

08 Feb. 2017 Page 10-201
SECTION 10
Figure 10-70 Time, Distance and Fuel – Climb at Max Climb Power
Page 10-202 08 Feb. 2017
SECTION 10

The nautical air miles per pound of fuel at various power settings is given for a range
of altitudes, temperatures and weights for two engines in Figure 10-71 through Figure
10-74 and for one engine in Figure 10-75 through Figure 10-77. A table providing
recommended values of torque and propeller rpm is also provided on each chart
for various power settings. Information regarding long range cruise and maximum
retracted.
Example:
Two engine cruise at 150 knots TAS (144 KIAS), at 5,000 ft, ISA –30°C at 12,500 lbs
gross weight.
Nautical air miles per pound of fuel = 0.228

SHP = 520
Torque ) = 50
by interpolation
Propeller rpm ) = 80.5
from table on chart
Fuel flow ) = 330 lbs/hr per engine
NOTE
With intake deflector extended, at a constant SHP, reduce speed by
4 knots and nautical air miles per pound of fuel by 1%.

08 Feb. 2017 Page 10-203
SECTION 10
Figure 10-71 Nautical Air Miles per Pound of Fuel – Sea Level
Page 10-204 08 Feb. 2017
SECTION 10
08 Feb. 2017 Page 10-205
SECTION 10
Page 10-206 08 Feb. 2017
SECTION 10
08 Feb. 2017 Page 10-207
SECTION 10
Figure 10-75 Nautical Air Miles per Pound of Fuel: One Engine – Sea Level
Page 10-208 08 Feb. 2017
SECTION 10
08 Feb. 2017 Page 10-209
SECTION 10
Page 10-210 08 Feb. 2017
SECTION 10
10.12.8.3 Descent Data

10.12.8.3.1 Time Distance and Fuel used in Descent at 500 Feet Per Min.
Time, distance and fuel used versus altitude are presented in Figure 10-78 for a descent
at a constant rate of descent of 500 feet per minute. This figure is applicable to all
Wing Flaps = Cruise (0°)

Engines = Power as required to maintain a rate of descent of 500 feet
per min but not in excess of maximum cruise power
With a gross weight of 12,500 lbs and an ambient temperature of ISA –20°C the time
distance and fuel used in descent from 10,000 feet to sea level is 20 min, 54 nautical
miles and 215 lbs respectively.

08 Feb. 2017 Page 10-211
SECTION 10
Figure 10-78 Time, Distance and Fuel – Descent at 500 fpm
Page 10-212 08 Feb. 2017
SECTION 10
10.12.8.3.2 Time, Distance and Fuel used in a Power-off Descent

Time, distance and fuel used versus altitude are presented in Figure 10-79 for a
power-off descent. The data is calculated at speeds for maximum lift to drag ratio, and
will give the maximum range at minimum fuel in glide. This figure is applicable to all
weights and temperature unless otherwise noted.
Wing Flaps = 0°
Engines = Idle power
With a gross weight of 12,500 lbs, find the time, distance and fuel used in descent from
15,000 ft to 5,000 ft.
Time Dist Fuel

min nm lbs
_______ _______ _______
___ ___ ___
Therefore descent from 15,000 ft to = 10.0 17.0 25.0
5,000 ft

08 Feb. 2017 Page 10-213
SECTION 10
Figure 10-79 Time, Distance and Fuel – Power-off Descent
Page 10-214 08 Feb. 2017

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Pilot Operating Handbook

DHC-6 Series 400 (Twin Otter) and Variants

(Serial Numbers 845 and Subsequent)

Manufactured by Viking Air Limited

Aircraft Serial Number _________________________

Sections 1 through 10 inclusive of this document comprise the Pilot Operating

This document meets General Aviation Manufacturer (GAMA) Specification No.

PSM 1-64-1A Aircraft Flight Manual

Approved by Chief, Flight Test

Revision 08 Feb. 2017

Subject: PSM1-64-1A, DHC-6 – Twin Otter Series 400 Flight Manual

Incorporate Temporary Amendment – 30, dated May 10, 2017

1 Incorporate Temporary Amendment (TA) - 30 into Section 4 of the Series 400

Note: We recommend that this transmittal letter be kept for record

Subject: PSM 1-64-POH, DHC-6 – Series 400 – Aircraft Flight Manual/POH

Incorporate Temporary Revision 29, dated May 10, 2017

1 Incorporate Temporary Revision (TR) - 29 into Section 7 of PSM1-64-POH,

2 Update the Temporary Revision Index in the front of the manual.

Note: We recommend that this transmittal letter be kept for record

Subject: PSM1-64-1A, DHC-6 – Twin Otter Series 400 Flight Manual

Incorporate Temporary Amendment – 28, dated May 5, 2017

1 Incorporate Temporary Amendment (TA) - 28 into Section 3 of the Series 400

Note: We recommend that this transmittal letter be kept for record

Subject: PSM 1-64-POH, DHC-6 – Series 400 – Aircraft Flight Manual/POH

Incorporate Temporary Revision 28, dated ay 5, 2017

1 Incorporate Temporary Revision (TR) - 28 into Section 7 of PSM1-64-POH,

2 Update the Temporary Revision Index in the front of the manual.

Note: We recommend that this transmittal letter be kept for record

Note: We recommend that this transmittal letter be kept for record

Subject: PSM1-64-1A, DHC-6 – Twin Otter Series 400 Flight Manual

Incorporate Temporary Amendment – 27, dated March 7, 2017

1 Incorporate Temporary Amendment (TA) - 27 into Section 2 of the Series 400

Note: We recommend that this transmittal letter be kept for record

Subject: DHC-6 Series 400 Twin Otter – Pilot Operating Handbook /

Incorporate Revision 3, dated February 08, 2017.

2. Highlights of this revision:

PSM1-64-1A, Aircraft Flight Manual – Sections 2 3 & 4

Please Note: Temporary Amendment 23 (FAA Exemption) has not been

TA 24 – Section 3 – Emergency and Abnormal Procedures

PSM1-64-POH, Pilot Operating Handbook – Section 7, & 10:

The following Temporary Revisions (TRs) have been incorporated:

TRs 19, 20 & 25 – Section 7 - Aircraft Systems and Description

Please Note: Temporary Revision 26 (FAA Exemption description) has

TR 27 – Section 10 - Safety and Operational Tips

Note: We recommend that this transmittal letter be kept for record

Subject: PSM 1-64-POH, DHC-6 – Series 400 – Aircraft Flight Manual/POH

Incorporate Temporary Revision 26, dated July 21, 2016.

1 Incorporate Temporary Revision (TR) - 26 into Section 7 of PSM 1-64-POH,

Please Note: TR-26 Supersedes TR-24

2 Update the Temporary Revision Index in the front of the manual.

Note: We recommend that this transmittal letter be kept for record

Subject: PSM1-64-1A, DHC-6 – Twin Otter Series 400 Flight Manual

Incorporate Temporary Amendment – 23, dated July 21, 2016

1 Incorporate Temporary Amendment (TA) - 23 into Section 2 of the Series 400

Please Note: TA-23 Supersedes TA-21

Note: We recommend that this transmittal letter be kept for record

Subject: DHC-6 Series 400 Twin Otter – Pilot Operating Handbook /

Incorporate Revision 2, dated October 16, 2015.

2. Highlights of this revision:

PSM1-64-1A, Aircraft Flight Manual – Sections 1 to 5:

Please Note: Temporary Amendment 21 (FAA Exemption) has not been

TA 18 – Section 3 - Emergency and Abnormal Procedures

TAs 12 & 15 – Section 4 - Normal Procedures

PSM1-64-POH, Pilot Operating Handbook – Section 7, 8 & 10: