DHC- 6 TWIN OTTER 300 AIRCRAFT STUDY GUIDEBOOK FOR ETHIOPIAN

PILOTS

Prepared by sebsibe Thomas

Aircraft general
 All metal, high wing, twin turboprop, fixed tricycle gear, steerable nosewheel
 PT6A engines with three blades reversible pitch, full feathering,
 It can carry 2 crews and 20 passengers.
 It can perform aero-ambulance, passengers, cargo transportation, search and rescue,
supply dropping, aerial survey, and fire fighting
 Optional installations available include wing fuel tanks, anti-icing and deicing system,
crew and passenger oxygen system, propeller synchronization,

Dimensions
 Wing span=19.81m
 Prop diameter=2.59m
 Prop clearance from ground=1.52m
 Prop clearance from cabin door=0.65m
 Aircraft length from nose to tail=15.77m
 Aircraft length from nose landing gear to main landing gear=4.53m
 Aircraft height from ground to vertical stabilizer tip=5.94m
 Aircraft height from ground to cabin compartment tip=2.94m

Fuselage:
 Is all metal semi-monocoque with oval rectangular contraction.
 It is divided into nose, cockpit, cabin, aft fuselage sections
 The aircraft has two cabin compartment doors.
 Hazardous materials likely to give offensive smells should not be stored in front baggage
compartment.
 Care must be taken when putting large objects in the nose baggage compartment because
it is made of wood or other brittle composite materials.
 The floor loading limit in the front baggage compartment is 100lb per square foot.
 A map pocket is provided on each door. Neither door is connected to door annunciator
light.
Flight compartment:
 it has pilot entrance door.


rear baggage compartment:

 Has capacity of 500lb
 The door unlocked caution lights located on main annunciator panel provides warning of
an open or improperly latched door.
 The warnings are micro-switch actuated and monitor the following doors.
i. Nose baggage compartment door
ii. Rear baggage compartment door.
iii. Right cabin door
iv. Airstair door(forward cabin door)

Windows
 Twin-otter windows consist pilots and copilots.
 It has fixed and sliding window in each sliding door.


Electrical system: is mainly supplied 28 volt dc power

Power source: is mainly supplied 28 volt dc power but it also have 26/115 v ac power via
invertors

DC POWER SOURCE

 Primary dc power source: two engine driven starter generators,

 40 amp hour nickel cadmium/lead acid/ battery when generators are inoperative
 The aircraft can also powered from 28 v DC power from external power unit

AC POWER SOURCE

115/26 V AC power is converted from two engine driven starter generators by both invertor
number one and number two.
Electrical Power distribution

Dhc-6 air craft has the following buses

1. Left DC bus: From engine number one

2. Right DC bus: from engine number 2
3. Auxiliary battery bus
4. Hot battery bus: directly from battery
5. Main/external source
6. Two AC buses: from #1 and #2 invertors

Left Bus and Right Bus Can Be Connected By Bus Tie Switch To Make One Bus Power The
Other

DC system description

Main battery
 Twin otter is mainly equipped with 20 cell 40 ampere-hour nickel cadmium which is
located in rear baggage compartment floor.
 The battery supplies power to the electrical system when DC master switch is selected to
ON and BATTERY/EXTERNAL Switch is positioned BATTERY. At this time battery
energizes main battery relay and battery power is provided to the left DC bus
 Battery power flows through the bus tie relay and also provided to right bus when bus tie
switch position is in a NORMAL position

Hot battery bus

 Battery is directly connected to circuit breaker panel located at rear of the passenger
cabin.
 There are two buses in hot battery bus; passenger door entrance lights and baggage
compartment lights.
 Battery power is always available to hot battery bus.
Main battery temperature monitor
 The monitor provides continuous battery temperature indication, and an early warning of
high battery temperature conditions occurring.
 The likelihood of battery over temperature is greatest following engine start, when the
battery is being recharged.
 The warning light illuminates when the temperature exceeds 1500 F.
 The monitor is installed below the copilot flight panel, adjacent to the center pedestal
 The monitor has a pushbutton test system which uses a heater element built into the
sensors, to create simulated overheat.
 Do not allow the battery temperature exceed 180 during test as damage to the sensors
may occur.
 The system also has dial and pointer indicator graduating scale from 60 to 1800F.
 The red warning light and dial and pointer sensors circuit are entirely independent of each
other. Failure of one system does not affect the other.
 The sensor circuit is protected by the two 2-amp cbt labeled LAMP and IND.
 Power is supplied by DC bus through 5 amp cbt labeled BAT O/TEMP IND located on
the overhead console cbt panel.

External power
 Is located in the left side of rear fuselage, aft of main cabin doors.
 The external relay(EPR) and will connect external power to the left, right, and auxiliary
DC buses when ground power source is connected to the aircraft,
 The external/battery/ switch is selected external and dc master switch is ON.
 The EPR is located in the rear baggage compartment
 If a generator is selected online when the battery /external power switch is at the external
position, the EPR opens and external power is immediately cutoff.

DC MASTER SWITCH
 It is two position switch center off and lower unmarked position ON.
 The switch is located on the overhead start panel.
  The switch controls power supplied to all buses except hot buttery bus in junction with
BATTRY/EXTERNAL and bustie switch.
 If DC MASTER switch is OFF, no power is supplied to any bus regardless of the
position of external/battery bus
 When switch is set ON position, power will be supplied to left DC BUS.
 If dc bus tie switch is tied(normal/closed) it will power right DC bus
 It must be ON before the generators are selected online.

Battery/external switch
 Located in start panel
 Has three position external, off and battery
 It connects selected power source to buses when master switch is ON
 If external position is selected, external power is selected to electrical system and battery
is disconnected
 If battery position is selected, the aircraft electrical system is connected to battery and
any external power present is disconnected.
 If it is selected to OFF, both external and battery power are disconnected.
 It can be selected OFF position, once generators are online. However, it disconnects
battery from charging itself in flight; which could be used as power back in the loss of
generator.
 However, it should remain in battery position after start.
 When the switch is selected external, the main battery relay(MBR) and auxiliary battery
relay both deenergized. This prevents battery from charging
 It is impossible to charge the battery from external power source receptacle

Bus tie switch :

 Located on overhead console.
 Is two position switch NORMAL an OPEN.
 It connects the two buses and remains NORMAL all the time except emergency
conditions
  Unless the switch is on closed/normal position, power from external/battery cannot reach
right dc bus
 If both generators are operating, the normal position parallels the generator output and
loads are shared equally to left bus, right bus and battery load
 When two generators are operating, and bustie switch is in normal position generator load
is 0.1 or 20amper.
 If both generators are operating and bustie switch is open position, left generator will
power, left dc bus, battery bus and right generator bus will power right dc bus due to this
the load in left generator will be higher
 If only one generator is operating, normal position will power both dc buses

Power distribution box

 Power distribution and generator control unit are located in the cabin roof 30 inches
behind bulkhead compartment dividing the flight compartment from the cabin.
 The aircraft may be equipped with two different generator protections. RCCB( Reverse
current circuit breaker or current limiter). Aircrafts with series 631 and above are
equipped with current limiters.
 RCCB: is located in main in generator control box. It protects the main from damage and
overheat.
 RCCB: triple open and disconnect the battery from aircraft electrical system in two
conditions.
a) If the battery charge current exceeds the acceptable limit
b) If buttery power surge occurs. It is a condition where generator is online and
battery is excessively discharged. This condition can cause battery overheat and
possible cell imbalance condition
 RCCB is located between left dc bus and battery bus
 If RCCB trip, secondary contact within RCCB will open and de-energize the battery but
generators will continue to power the aircraft electrical systems.
 There is no indication in the cockpit for this condition except battery load reading 0.
 Often the first time notices this condition is at the end of the flight when all generators
are set off before engine shutdown.
  If RCCB is trips open, it may be reset by removing the access panel located on the right
hand side of cabin roof just aft of emergency exit.
 RCCB should not reset in flight except some abnormal conditions when dc generator
supply is not available.

Generator control box current limiters

 Located in battery bay compartment
 There are six current limiters in the aircraft three in generator control box and three in
main battery area.
 High battery charge in excess of 450Amps exist for prolonged time, the limiters melt
itself and isolating the main battery from the generators.
 If short circuit occurs in one of three distribution lines b/n the power distribution box and
battery, the current limiters in each side of the affected end will melt.

Flight compartment distribution circuit breakers

 Aa
 Aaa
 Aaa

Flight compartment circuit-breaker panels

 There are three circuit breaker panels in the flight compartment
 The main dc power distribution panel is located in the left wall of flight compartment
 Overhead circuit breaker panel is located on right aft side of overhead switch panel
 Avionics circuit breaker and fuse panel is located at the bottom of center pedestal.
 The main overhead panels contain only dc powered services
 Commonly dc circuits are protected by circuit breakers but ac circuits are protected by
fuses

Reverse current relays (RCR)

 Each starter generator are electrically controlled and connected to aircraft dc system by
RCR
 RCR is located in generator control box in cabin roof.
 It has two purposes.
a) To connect battery/external/ to the starter generator during startup.
b) To connect the starter generator power output to dc buses when generators are
online
 During engine start, a control voltage supplied through the START R or START L circuit
breaker is applied to the RCR. This causes the RCR to close, and supply either battery
or external power through to the starter-generator, as long as the spring-loaded START
switch is held in the start position
 When a generator is selected online using the generator RESET switch, a voltage is sup-
plied through the GEN CONTROL R or GEN CONTROL L circuit breaker. This control
voltage will close the RCR and enable the generator to supply power to the DC bus.
When the GENERATOR switch is moved to the OFF position, the generator field circuit
is interrupted and the RCR will open.
 For RCR to close circuit and connect generator to buses the following four conditions
should be met
a) The generator voltage output must be greater than 22 volts.
b) It must be positive (not negative) DC output
c) The generator voltage must be 0.5 volts higher than the voltage present on the
battery.
d) the flow of current must be from the generator to the bus or, in other words, not
a reverse current
 If a generator fails to maintain the required voltage output, the RCR will sense that
current has begun to flow in a reverse direction from the bus to the generator, and will
open to prevent the generator from functioning as a starter motor.
 The GENERATOR caution light of the affected generator will illuminate to provide
indication to the pilot that the RCR has opened.
 Normal shut down of a generator is made by selecting the GENERATOR switch to the
OFF position. This removes the control voltage from the RCR, and the RCR opens
electrically isolating the generator from the DC bus.
  If the pilot neglects to select the GENERATOR switch to OFF prior to shutting down
the engine or, should the engine flameout unexpectedly, the RCR will open
automatically when the engine speed decreases to the point that the generator cannot
maintain sufficient voltage output.
 If an overvoltage condition occurred, the over voltage relay for the affected generator
would open, thus disconnecting the generator from the bus by deenergizing the
generator field control relay

Starter generator:
 Is mounted on the accessory gear box of each engine
 Each functions as a direct-drive starter during engine start and a DC generator driven by
the engine during engine operation. The starter generators each have a nominal
regulated out put of 28.5 at 200 amps
 After the engine is started, a generator begins DC output when the GENERATOR switch
is positioned to RESET and then released to ON.
 The field circuits of the starter-generators are protected by 10-amp circuit breakers
labeled GEN CONTROL L and GEN CONTROL R. These are located on the overhead
console circuit-breaker panel.
 The generator reset circuit is protected by a 5- amp circuit breaker labeled GEN RESET,
which is located inside the engine nacelle. This circuit-breaker location was selected to
ensure that the generator would not be abused with repetitive reset attempts, which could
happen if the circuit breaker was accessible from the flight compartment.
 On standard Twin Otter aircraft, one generator can easily supply all aircraft electrical
needs, as long as the air conditioning and deice equipment is not being used, and the
battery does not require recharging
 Loss of one generator in flight does not normally require the pilot to shed loads. The
optional Freon air-conditioning system will automatically shut off if one generator trips
off in flight. Windshield heat and propeller deice are the next largest electrical loads on
the aircraft. These systems should be turned off during single generator operations if
conditions permit. The remaining generator load should be carefully monitored for the
duration of the flight.
Starter switch:
 Is three position switch, left, start and right position
 Controls power supplied to starter generators.
 When the switch is engaged, a control voltage is supplied to selected RCR causing it to
engage and electrically connect the selected starter generator, to either right or left dc bus
as appropriate.
 The control voltage used to operate RCR during startup is protected by 5amp cbt labeled
START L and START R located in main circuit breaker panel.

Generator switch
 Two GENERATOR switches, labeled LEFT and RIGHT, are located on the
overhead console
 Each is a three-position switch with OFF, ON, and RESET positions. The ON position
connects the applicable generator output to the electrical system through the reverse
current relay and the voltage regulator. OFF disconnects the generator. Reset is spring
loaded that brings generator online.
 Repeated attempts to reset a failed generator could result in an overheat condition at the
generator shunt field. No more than two attempts should be made to reset a generator.

DC INDICATIONS
 Generator caution light R and L shows that generator gone offline and has not yet been
selected online.
 Controlled by RCR and shows that RCR is open and starter generator is not connected to
the bus
 Left generator caution light is powered from right bus and right generator caution light is
powered from left generator bus
 Generator overheat caution light: used to indicate high generator temperatures
 Generator overheat is located in annunciator panel. It comes when temperature reaches
3500F and goes off when it drops to 3120F
 Left generator overheat caution is powered from right bus and right generator caution is
powered from left bus
DC voltmeter
 Is mounted to the right of fire emergency handle
 The meter is connected to left bus and shows highest available voltage on left dc bus.
 It is unaffected by position of the IND SEL switch
 To check battery, left dc bus or right dc bus inflight two of the sources should be isolated.

DC LOADMETER


NORMAL OPERATIONS
 Most commonly, battery power is used to start the aircraft. A well maintained battery
should enable the pilot to achieve a stabilized Ng of 16 to 18%, depending on
outside air temperature before fuel is introduced
 In all but the coldest temperatures, it should be possible to start both engines from the
battery without recharging the battery between starts. If, after making the first start,
the pilot has reason to doubt the ability of the battery to start the second engine, the
battery may be recharged. Under these conditions, it is sufficient to recharge the
battery until the battery load indicates 0.4 or less, then select the generator to OFF and
start the second engine
 It is not desirable to recharge the battery between starts. Doing so “short cycles” the
battery and will, in the long term, diminish the battery’s capacity.
 When starting aircraft which have an auxiliary battery installed, fuel should be
introduced as soon as the engine Ng stabilizes. It is not necessary or desirable to wait 5
seconds to introduce fuel after Ng stabilization.
 The minimum stabilized Ng required before fuel is introduced is 12%. Attempting a
start with less than 12% Ng is hazardous and will likely result in an engine over
temperature.
 A DC ground power unit capable of providing 28 volts at a minimum load of 800 amps
may be used for external power requirements and starting. The higher Ng achieved with
external power typically 22 to 23% reduces both start temperatures and the time
required to start the engines.
Generator operations
 Following engine start, generators are brought online by pressing the GENERATOR
switch momentarily forward to the RESET position, then releasing it.
 It is necessary to increase engine Ng to 15% higher than idle before selecting a generator
online.
 If a generator is selected online while the engine is at idle speed, the additional
mechanical load imposed by the generator would cause Ng to decrease.
 The engine fuel control unit would attempt to maintain idle speed by supplying more
fuel, and the T5 limit of 660°C could easily be exceeded
 Idle Ng plus 15 rather than specific value like 67% Ng, is required because engine idle
speed will increase with pressure altitude. The PT6A-27 engines on the Series 300
aircraft are set to idle at 52% Ng at sea level ISA conditions, but idle speed at higher
altitudes, such as 6,000 feet above sea level, can be as high as 55 to 60% NG.
 After engine speed has been increased to idle Ng plus 15% and the generator selected
on, the engine speed should not be reduced to idle until the generator load, as
displayed on the loadmeter, has dropped to 0.5 (100 amps) or less. Again, this is to
ensure that the T5 temperature does not exceed idle limits, as would likely happen if the
generator load exceeds 0.5
 Generator loads will remain high for several minutes following a battery start, while the
main battery is recharging. The risk of a battery overheat is greatest when the battery is
recharging after start. Check the battery temperature indication after the battery has
recharged, but prior to takeoff.
 The generators are tightly cowled within the accessory compartment at the rear of the en
gine. They will overheat if subjected to high electrical demands on the ground on a warm
day when the ram air cooling normally provided in flight is not present.
 On the ground, generators may be operated up to their full rating (1.0 loadmeter indi
cation), if the air temperature is below 45°F (8°C). When operating on ground with air
temperatures above 45°F (8°C), generator loads are limited to 0.8 loadmeter indication to
prevent overheating.
 In flight, the generators may be operated up to their full load rating regardless of outside
air temperature.
  When buses are closed, loads in each generator, should be balanced to within 0.1 (20
amps). Should this generator load sharing tolerance not be met, the BUS TIE switch may
be selected to open, if this is necessary to prevent overloading of one generator.
 This action would isolate the left and right bus from each other and allow each generator
to power its own bus independently. Load sharing problems can be corrected by your
maintenance technician with voltage regulator adjustment or replacement.

 It is possible that a generator may trip offline in flight. The generator switch should be
moved to the OFF position, then to RESET to bring the generator back online. There is a
limitation of two attempts to reset a failed generator.
 Prior to engine shutdown before feathering the propellers, both generators should be
selected to OFF. This will result in lower T5 temperatures at idle prior to shutdown.

Fuel system
 Fuel is stored in the belly of the aircraft, under the cabin floor. There are two fuel tanks,
FWD and AFT. Each tank consists of four inter connected nylon rubber cells, three of
which are feeder cells, and one which functions as a collector cell. The collector cells are
located in the center of the aircraft, to minimize the effect of fuel transfer on aircraft
center of gravity. The fuel tank location was chosen to make it possible to refuel from
drums easily.
 The forward tank supplies fuel to the right engine and the aft tank supplies fuel to the left
engine. It is possible to feed both engines from one tank or, if one engine is shut down,
to supply the operating engine from the opposite engine tank as required.
 It is not possible to transfer fuel from one tank to the other.
 The fuel distribution system uses two electrically operated boost pumps in each
collector cell to supply relatively low-pressure fuel through the fuel strainer, fuel flow
transmitter, and the fuel emergency shutoff valves prior to delivery to the high
pressure engine pumps.
 Wing tanks provide additional fuel capacity, which will increase the range by approxi-
mately one hour
  The collector cells (nu 4 and 5) each contain two boost pumps, a low level float switch,
a quick drain outlet, a fuel capacity probe, a level control valve, and a sump drain. The
other (non- collector) cells each contain a fuel capacity probe.

Fuel filler types

 The fuel filler ports are located on the left side of the fuselage. Each tank has one filler
port.
 Normally, when re fueling, the front tank is filled first. This is done to reduce the risk of
the aircraft tipping backwards onto the jury strut or tail bumper. This could happen if a
person stands on the airstair door when the rear baggage compartment is heavily
loaded, the cabin and flight compartment are empty, and the rear fuel tank is FULL.

FUEL TANK VENTING

 Each fuel cell has two vents, one each on the top left and right side of the cell. The eight
left and right cell vents on each side of the aircraft are all connected together. The left
and right sets of vents are connected to a vent fitting located on the lower skin surface
of each wing
 The vent outlet is designed to maintain a very slight positive pressure in each cell, to
prevent collapse of the flexible tanks that would occur if a negative pressure existed.
 Beginning with aircraft serial number 311, each vent opening was provided with a
lightning protection tunnel around the vent and a wooden bullet-shaped fitting mounted
forward of the vent opening to prevent ice formation on the vent. The vents are not
heated.
 There is no limit on fuel imbalance between the two tanks, as long as aircraft center of
gravity remains within acceptable limits.
 The caution lights are labeled FWD FUEL LOW LEVEL and AFT FUEL LOW LEVEL.
 In level flight the tank caution light illuminates when approximately 75 pounds of usable
fuel remains in the forward collector cell.
 The aft tank light will illuminate when approximately 110 pounds of usable fuel remains
in the aft collector cell.
  Note that these figures are based on the aircraft being parked and level. Changes in body
angle during flight may result in the light illuminating at higher or lower quantities of
fuel.
 The circuits are powered from the left and right DC bus through 5-amp circuit breakers
labeled FUEL LEVEL AFT and FUEL LEVEL FWD, located on the main circuit-
breaker panel. The DC powered caution lights provide a backup for the AC powered fuel
indication system.

FUEL DISTRIBUTION
 FUEL TANK SELECTOR
 The fuel selector switch is located on the instrument panel and is marked FUEL
SELECTOR. The rotary knob switch has three positions: BOTH ON FWD, NORM, and
BOTH ON AFT.
 Beginning with aircraft serial number 36, an automatic changeover system was
introduced. The changeover system turns on the number 2 boost pump automatically in
the event of a pressure loss from the number 1 boost pump.
 In the NORM position the forward and aft collector cells supply fuel to the right and left
engines, respectively. The crossfeed valve is closed, and the number 1 boost pump in
each collector cell is turned on.
 When the switch is selected to the BOTH ON FWD or BOTH ON AFT positions, the
crossfeed valve is opened and both number 1 and number 2 boost pumps of the
selected tank are turned on. The non-selected tank number 1 boost pump is
automatically turned off.

FUEL MOVEMENT WITHIN THE TANK TO THE COLLECTOR CELL

 Any one boost pump’s output, in pounds per hour, exceeds the maximum possible
consumption of the engine. The boost pumps have a nominal output of 450 pounds per
hour at a nominal pressure of 22 psi. Excess boost pump output is used to transfer fuel
to the collector cells in each tank, by means of a motive-flow valve, which is
sometimes referred to as an ejector or a jet pump.
  Boost pump output which is surplus to the engine’s needs is routed under pressure into
the motive-flow valve, where it induces a flow from the common manifold at the
bottom of the 4 cells.
 The combined fuel (motive flow from the boost pump output, which originates in the
collector cell, and induced flow from the noncollector cells) then flows into the
collector cell. The design of the one-way flapper valve at the bottom of the collector cell
prevents fuel from returning to the other tanks via the lower manifold. When the col
lector cell is full, input from the motive flow valve is blocked by means of a float-type
level control valve located at the top of the input standpipe.
 The design of the one-way flapper valve at the bottom of the collector cell prevents fuel
from returning to the other tanks via the lower manifold. When the col lector cell is full,
input from the motive flow valve is blocked by means of a float-type level control valve
located at the top of the input standpipe.
 There are several advantages to the collector cell design.
i. Changes to aircraft center of gravity are minimized because the two collector cells
are located in the center of the aircraft.
ii. The possibility of uncovering the boost pump intake during turbulence or
extreme noseup or nosedown attitudes is minimized.
 Should the motive-flow valve become blocked, or the level-control valve become stuck
in the closed position, or boost pump supply fail, fuel levels will decline equally in
all 4 cells in the tank. This will cause the FUEL LOW LEVEL light to illuminate when
approximately 330 pounds of fuel remains in the tank, assuming the aircraft is parked
on a level surface. In flight, depending on body angle, the light may come on when
between 300 and 500 pounds of fuel remaining.

BOOST-PUMP DESIGN& OPERATION

The pumps deliver relatively low-pressure fuel to the engine-driven high-pressure fuel
pumps. They are powered from the left and right DC buses, and protected by 15-amp
circuit breakers labeled BST PUMP AFT 1, BST PUMP AFT 2, BST PUMP FWD 1, and
BST PUMP FWD 2 on the main DC circuit breaker panel. The number 1 boost pumps
are powered from the left DC bus, and the number 2, or standby boost pumps, are
powered from the right DC bus
When the FWD and AFT boost pump switches are selected upward to ON and the
FUEL SELECTOR switch is selected to the NORM position, the number 1 boost
pumps in each tank operate, and the number 2 boost pumps remain inoperative.
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 a number 1 boost pump. Loss of
output pressure from the number 1 boost pump will be detected by the pressure switch
which monitors the output of each boost pump. If the pressure output of the number 1
boost pump falls below 2 psi, the caution light of that pump illuminates, and the number
2 boost pump on the same side is automatically energized.
Independent operation of the number 2 boost pumps may be controlled by separate
emergency switches, labeled STDBY BOOST PUMP EMER AFT and STDBY
BOOST PUMP EMER FWD, located on the fuel panel. They are lever-lock, two-
position toggle switches. When these switches are selected up, the number 2 pumps are
turned on independently of the automatic changeover system, and regardless of the
position of the selector knob or number 1 boost pump switches.
There are four boost pump pressure caution lights located on the caution lights panel.
They are marked BOOST PUMP 1 AFT PRESS, BOOST PUMP 2 AFT PRESS, BOOST
PUMP 1 FWD PRESS, and BOOST PUMP 2 FWD PRESS. Each caution light is
energized by a pressure switch in the base of the corresponding boost pump if fuel
pressure output of the pump falls below 2 to 3 psi.
Power for the caution lights is obtained from the left and right DC bus through two 5-
amp circuit breakers located in the main circuit breaker panel, both of which are
labeled BOOST PUMP PRESS. If the FWD BOOST and AFT BOOST switches are off,
and the FUEL SELECTOR is at NORM, no pressure will be present at any boost pump,
and all four caution lights should be illuminated. When completing the preflight
inspection, it is important to check that all 4 caution lights are illuminated when the boost
pumps are turned off. This is the only functional check that proves that the pressure
switches will detect a low-pressure condition.
 When the FWD BOOST and AFT BOOST switches are selected on, the caution lights for
the number 1 boost pumps will extinguish as soon as sufficient pressure output is sensed
at the pressure switch. Although there is no pressure present at the number 2 boost pump
pressure switches, because the number 2 pumps are not operating, the caution lights for
the number 2 boost pumps will extinguish when pressure output is sensed at the number 1
pump. As long as there is pressure at the number 1 pump pressure switch, the caution
lights of the number 2 pump will be inhibited, so the light will not distract the pilot.

BOOST PUMP TESTING

 When the FWD BOOST or AFT BOOST switches are pressed down to the spring loaded
TEST position, a failure of the number 1 boost pump is simulated. The BOOST PUMP 1
PRESS light should illuminate, and the number 2 boost pump should begin to operate.
Operation of the number 2 boost pump may be confirmed by listening for the sound of
the pump running, and observing that the BOOST PUMP 2 PRESS caution light is
not illuminated.

FAILURE OF THE NUMBER 1PUMP

If the number 1 pump should fail, the caution light of the affected pump will
illuminate, and the number 2 pump in the same fuel tank will switch on automatically
to maintain fuel pressure to the engine. The number 2 caution light will come on
momentarily, but will go out once the number 2 fuel boost pump pressure switch contacts
open with the rising number 2 boost pump output pressure. Subsequent failure of the
number 2 fuel boost pump would cause the number 2 caution light to illuminate.
Note that if the number 1 boost pump fails, and the automatic changeover system
functions properly, as evidenced by the number 2 caution light not being illuminated, it is
neither necessary or desirable to select the STDBY BOOST PUMP EMER switch of the
affected tank to the ON (upward) position.
By selecting the STDBY BOOST PUMP EMER AFT switch on, the you may prevent
the aft number 2 pump from turning off when the fuel selector was positioned to
BOTH ON FWD. The newer number 2 boost pump in the aft tank had a slightly
 higher output pressure than the two forward pumps, and in fact supplied the majority
of the fuel to both engines when the selector was placed in BOTH ON FWD.

SIMULTANEOUS FAILURE OF THE NUMBER 1 PUMP AND THE CHANGEOVER

SYSTEM
Should a simultaneous failure of a number 1 boost pump and the automatic changeover
system occur, the boost pump caution light for the number1 pump would illuminate and
the boost pump caution light for the number 2 pump would also illuminate. The
operation of the number 2 caution light is only inhibited as long as pressure is sensed at
the number 1 pressure switch. Under these conditions, the number 2 boost pump could
be turned on manually, using the appropriate STDBY BOOST PUMP EMER switch.

SIMULTANEOUS FAILURE OF THE NUMBER 1 PUMP AND PRESSURE SWITCH

Should a simultaneous failure of a number 1 boost pump and the number 1 boost pump
pressure switch arise, there would be no automatic switchover to the number 2 pump,
because there would be no means of detecting that the number 1 pump had failed. None
of the caution lights would illuminate.
Under certain operating conditions, such as high power settings above 8,000 feet, an
engine flame out condition could occur without boost pump caution light illumination.
This rather rare double failure could be detected when the engine shutdown checklist is
completed following the flameout, because the boost pump caution lights would not
illuminate when the FWD BOOST or AFT BOOST switch was moved to the OFF
position. If this happened, it would be possible to restart the engine, either by selecting
the STB Y BOOST PUMP EMER switch for the affected tank on, or by switching the
fuel selector so that both engines are fed from the other (non-affected) tank.

A fuel emergency shutoff valves

A fuel emergency shutoff valve is located behind each engine nacelle in the lower aft
face of the rear firewall. Shutoff valve operation is controlled by two switches on the
fire control panel, one for each engine. The switches have two positions labeled
FUEL OFF and NORMAL. Each switch is left in the NORMAL or open position
 at all times and is only selected to OFF to shut off the engine fuel supply in an
emergency situation. The switches are powered from the left and right DC bus
through 5-amp circuit breakers labeled FUEL SOV L and FUEL SOV R, located on
the main circuit-breaker panel.
A fuel emergency shutoff valve is located behind each engine nacelle in the lower aft
face of the rear firewall. Shutoff valve operation is controlled by two switches on the
fire control panel, one for each engine. The switches have two positions labeled
FUEL OFF and NORMAL. Each switch is left in the NORMAL or open position
at all times and is only selected to OFF to shut off the engine fuel supply in an
emergency situation. The switches are powered from the left and right DC bus
through 5-amp circuit breakers labeled FUEL SOV L and FUEL SOV R, located on
the main circuit-breaker panel.
Note that unlike some other models of aircraft, where firewall shutoff valves are
automatically operated or cable operated from the FIRE PULL handles, the fuel
shutoff valves on the Twin Otter are only operated by the above mentioned switches.
DC power must be available for the shutoff valves to function.

Fuel Cross feed

A fuel emergency shutoff valve is located behind each engine nacelle in the lower aft
face of the rear firewall. Shutoff valve operation is controlled by two switches on the fire
control panel, one for each engine. The switches have two positions labeled FUEL OFF
and NORMAL. Each switch is left in the NORMAL or open position at all times and
is only selected to OFF to shut off the engine fuel supply in an emergency situation.
The switches are powered from the left and right DC bus through 5-amp circuit breakers
labeled FUEL SOV L and FUEL SOV R, located on the main circuit-breaker panel.
The term ‘cross-feed’ can be misleading when discussing the Twin-Otter aircraft. While
it is possible to supply both engines from one tank, which is how cross-feed is
described here, it is not possible to move fuel from one fuselage tank to another.
The fuel cross-feed valve is closed during normal operations, with each engine being
supplied from its own fuel tank. The forward tank supplies the right engine and the aft
 tank supplies the left engine. The electric cross-feed valve will open whenever the FUEL
SELECTOR switch is positioned away from NORM to either the BOTH ON FWD or
BOTH ON AFT positions. This allows both engines to be supplied from the selected
tank or, in the event of a failed engine, the operating engine to feed from the inoperative
engine-side fuel tank. The cross-feed valve circuit is powered from the right DC bus
through a 5-amp circuit.

PT6A-27 ENGINE
Free turbine engine advantages

1. Only rear half engine is needed to start the engine

2. Propeller speed can be adjusted independently of gas generator speed
3. Hot section can be inspected without removing the entire engine from the wing
4. In case of prop strike only front section can be overhauled

 Compressor section/gas generator section is the rear of the engine.

 It has three stage axial compressor and one stage centrifugal compressor.
 This units are mounted on single shaft which is driven by single stage compressor
turbine.

o Power section is located in the front section of the engine.

o It consists of single stage power turbine.
o It drives propeller through two stage planetary reduction gear box.
o The power turbine and gas turbine rotate in opposite direction.

Advantage of reverse flow engines

1. Protection against FOD by using inertial particle separation
2. Much shorter and lighter engine weight.

Flat rating
PT6A-27 produces 680 SHP.

However, in design the company limited the maximum power at any condition not more than
620SHP.

ENGINE SECTIONS

PT6A-27 engine has the following seven parts

1. Air inlet
2. Air compressor
3. Combustor
4. Turbine
5. Exhaust
6. Reduction gear box and
7. Accessory gear box.

Air inlet:

Located at the rear of the engine.

It has mesh screen (course or fine) to prevent entry of large foreign objects.
Centerfigual separation on the other hand prevents small particles from entering the
engine
The air makes 1800 directional change after passage of inlet and enters to compressors.

Compressor section

Compressor receives air from air inlet and progressively increases its pressure.
It supplies compressed air
i. For combustion
ii. Bearing seal pressurization
iii. Engine cooling and
iv. Airframe Pneumatic system.
It has three axial stage and one centrifugal stage impeller
 The first-stage rotor blades are titanium, which provide greater resistance to foreign
object damage, while the second and third stage rotor blades are stainless steel with
cadmium plating.
If axial air pressure is greater than centrifugal pressure the bleed air valve will be open
reduce the axial compressor pressure until it matches the centrifugal pressure.
At higher engine speeds where the centrifugal compressors work at peak efficiency the
valve will close.
The bleed valve opens by gravity when engines shutdown.
It is normally open at idle and taxing speeds but closed when engine is operating at
takeoff and cruise power settings
It is recommended to stabilize the engine speeds at 85% NG for 5 seconds prior to
applying take of power. This will have the following advantages
1. Compressor bleed valve smoothly close
2. Stabilized airflow in compressor before full power is applied
Generally speaking, the compressor bleed valve will be fully closed when the engine has
stabilized at or above 80 to 85% Ng.
 Compressor malfunction
The compressor bleed valve stuck open, in this condition
i. Calculated torque cannot be obtained.
ii. Compressor rotation(NG) will be higher than normal since compressor
is unloaded due to air discharging
iii. T5 will be higher than normal
iv. It cannot be identified at start and taxing but only at takeoff.
v. In this condition pilot cannot do anything except aborting
vi. If the condition is not identified and take off is attempted compressor
over speed will occur and needs very expensive overhaul.
The compressor bleed valve stuck closed in low speed, in this condition
a) Compressor stall will occur.
b) Recognized by low banging sound from within compressor area.
c) This noise is caused by disruption of airflow within compressor.

Combustion chamber
 It is annular type.
Only 25% air entering the engine is actually burned
The majority of air used for cooling, sealing, control purposes, other airframe
purposes such as deicing or heating.

TURBINES:

Engine contains two turbines; one to drive propellers and power sections and the other to
drive compressors .
Guide vane before each turbine directs the expanding gas flow at optimum angle to
turbine vanes.
The turbines rotate in opposite direction which reduces torsional load buildup and P face
factor.
Compressed air escaping through flanges and seals cool forward and aft turbine faces
turbine disks.
The compressor turbine is a single-stage, axial- flow, impulse-reaction turbine, rotating
within a shroud housing. Two-thirds of the energy produced by the engine is used to
turn the compressor, and only one third is delivered to the propeller by the power
turbine.
There is no mechanical connection between the power turbine shaft and the compressor
turbine shaft. All of the power is transmitted by the hot gas. The two turbines are about
3 inches (8 cm) apart. The shafts on which they rotate have a clearance of less than 1/4
of an inch (5 mm) from each other.
The power turbine is also a single-stage turbine. The power turbine drives the reduction
gearbox, which drives the propeller. A containment ring is installed around the power
turbine. If a turbine blade breaks off, the containment ring will ensure that the blade
does not penetrate the engine casing, nacelle or fuselage. The forward end of the power
turbine shaft is connected to the first-stage reduction gear mechanism.

Exhaust
 The engine exhaust duct consists of a heat-resistant nickel alloy duct with two exhaust
outlets, one on either side of the engine.
Due to the increased exhaust gas temperature of the PT6A-27 engine, a titanium plate
was installed below the exhaust stub to direct the exhaust gases away from the nacelle
Beginning with aircraft serial number 279, a redesigned and much larger “fingernail”
exhaust stack was installed to direct the exhaust gas away from the nacelle structure

Reduction gear box

The power turbine shaft provides the input to the rear planetary assembly. The planet
carrier of the forward reduction gear provides the out put to the propeller shaft. The
direction of rotation (rearview) is clockwise.
The function of reduction gear box is to convert high RPM /low torque to low RPM/high
torque
The reduction ratio is 15:1
A tachometer installed in reduction gear box to provide indication for NP

Torquemeter

Installed in rear reduction gear box.

Cheap detector

Is magnetic plug located in forward end of engine and reduction gear box
Metal fuzz and ferrous metal particles adhere to the magnetic plug and need to be
removed under regular maintenance action.
It provides early warning for engine breakdown

Accessory gear box

It contains two magnesium castings.

The forward one forms an oil tight diaphragm b/n oil tank compartment and accessory
gear box.
 It provides support oil pump and pressure relief valve.
The rear casting provides gear boxing housing and provides mounting pads for starter
generator, oil pressure, scavenge pumps, compressor/NG tachometer, FCU, ENGINE
FUEL PUMP

ENGINE SUBSYTEMS
Engine Inertial deflector: installed in each engine lower cowling
Used to prevent ice and snow from entering the engine
When extended it deflects heavier particles away from the engine inlet to exit door.
The exit door is connected to intake deflector by cable and it opens and closes when the
intake deflector extends and retracts
It is recommended to extend the intake defalcator at or below temperature 50c.
It is anti-icing system not deicing system and should be extended before entering icing
conditions
When the deflectors are extended it causes reduction in engine efficiency which is due to
loss ram air through exit door.
When engine deflector is extended in warm conditions to prevent compressor stator and
rotor vane erosion by sand ingestion, high oil temperature will result due to less ram air
passing to oil cooler. Therefore, oil temperatures should be carefully monitored
The inertial separators for both engines are controlled by a single three-position switch
on the main switch panel located on the overhead console
The switch is labeled INTAKE DEFLECTOR and has RETRACT, OFF, and EXTEND
positions. Power is obtained from the right DC bus through a 10-amp circuit breaker
labeled INT DEFL, located on the main circuit-breaker panel.
Each deflector is operated by two pneumatic actuators. When the control switch is
selected to EXTEND, the air valve is energized open, supplying compressor P3
pressure to both actuators to extend the deflector. Two spring-loaded locking levers
hold the deflector in the extended position when pressure is released. The levers will
automatically engage into slots to retain the deflector in the extended position. A cable
mechanism automatically opens the rear exit duct door when the deflector extends.
 When the EXTEND switch is released, the air valve is deenergized and air pressure
purges from the system.
When the switch is selected to RETRACT, the air valve is again opened, permitting
air pressure into the system to fully extend the deflector and thus removing the spring
pressure from the locking levers. At the same time the energized release solenoid
rotates, with drawing the locking pins from the duct slots and operating a microswitch
to deengerize the air valve closed. With the air valve closed, the system air pressure will
be purged permitting the spring-loaded deflector to retract to the stowed position.
A considerable amount of air pressure is required to lower the deflectors against the force
of the spring which normally holds them in the retracted position. For this reason, it is
recommended that engine Ng be increased to 80% to extend the deflectors. The
INTAKE DEFLECTOR switch should be held at EXTEND for three to five seconds
after the indications show EXT. When retracting the deflectors, the switch should be
released immediately when the indicators no longer show EXT.
Two independent position indicators, for the left and right deflector systems, are located
on the instrument panel outboard of the torque gauges. When the deflector is retracted
and the exit duct door closed, the indicator will be blank. Two microswitches, wired in
series, sense the main deflector plate and rear exit duct door positions. When the
deflector is extended and the exit duct door is open, the indicator will display EXT. The
indicators, air valve, and rotary solenoid are powered from the right bus through the
10-amp circuit breaker labeled INT DEFL, located on the main circuit-breaker panel.
Torque pressure will usually drop by about 1 or 2 psi when the deflectors are extended
during cruise. This drop is caused by a loss of ram air recovery when the deflector
extends and the exit door opens.

OIL SYSTEM
 The engine oil system provides a filtered and temperature-regulated supply of oil for
1. cooling and lubrication of the engine bearings, including the bearings and
gears of the reduction and accessory gear systems
2. fuel heating,
3. propeller control, and
 4. Operation of the torquemeter.
 The oil system consists of a pressure system for oil delivery, a scavenge system for oil
return, and a breather system for venting the oil tank.
 The oil pressure lines supply oil through nozzles to the gas generator and power turbine
shaft bearings. Mist and spray lubrication is also provided for all accessory and reduction
gears.
 The engine uses a dry-sump system.
 Oil is constantly scavenged (pumped back) to the oil reservoir by scavenge pumps,
rather than being allowed to accumulate in the lower areas of the engine.
 The oil tank is an integral part of the compressor inlet case, which is located in the front
of the accessory gearbox. The tank is serviced through a filler neck on the top of the
engine which passes through the gearbox and accessory diaphragm into the tank.
 The oil tank has a total capacity of 2.3 U.S. gallons of oil, of which 1 .5 U.S. gallons (5.7
liters) is usable. The difference (0.7 U.S. gallons) is used as expansion space. The
engine consumes very little oil. The maximum allowable consumption is 0.2 pounds
per hour, or approximately one quart per 10 hours of operation
 Oil level should be checked within 10 minutes of engine shutdown. If a greater period of
time elapses, oil can migrate from the oil tank rear wards to the accessory gearbox, and
an in correct low reading will be obtained when the dipstick is viewed. To avoid this,
dry motor the engine before checking the oil level if the engine has been shut down for
more than 10 minutes but less than 12 hours. If the engine has been shut down for more
than 12 hours, start the engine, allow engine oil temperatures to stabilize, then shut the
engine down and check the oil within 10 minutes.

Oil Pressure Pump

 An oil pump is mounted in the oil tank. Oil enters the pump through a mesh screen.
 Pump pressure is limited by a relief valve which senses pump outlet pressure

Filter
 The oil filter is located downstream of the pump and consists of a cartridge filter element
which can be easily removed for servicing. The filter is equipped with a bypass
 mechanism, allowing oil to continue to flow if the filter should become plugged. No
warning is provided to the pilot of a plugged filter or bypass condition.

Fuel Heater
 Fuel is heated by warm oil in a heat exchanger before being delivered to the fuel control
unit (FCU). The warm oil raises fuel temperature to a constant value, typically between
21 and 32°C, as fuel flows through the heat exchanger.
 There are two advantages to heating the fuel.
1. First, the FCU will perform more reliably and with greater precision if fuel is
delivered to it at a constant temperature, regardless of ambient conditions.
2. Second, heating the fuel will thaw any microscopic ice crystals which may be
present in the fuel, preventing these crystals from blocking filters or small
passageways in the FCU.
 Two check valves are incorporated in the system. One prevents engine oil flow to the heat
exchanger unless the engine oil pressure is greater than 40 psi. This is to ensure that, in the
event of a low oil pressure condition such as starting, all available oil is routed to the engine
for lubrication and cooling purposes. The second valve is to ensure that oil pressure is
always greater than fuel pressure in the oil to fuel heater.

Oil Scavenge Pumps

 The two oil scavenge pumps are driven by accessory gearbox drive shafts. One pump is
located internally and the other is mounted outside at the rear of the accessory gearbox.
These pumps recover oil from various areas of the engine and return it to the oil tank for
filtering, cooling, and recirculation.
 Oil scavenged from the power reduction gearbox and propeller area is pressurized by a
scavenge pump and sent to the oil cooler before returning to the tank.
 When the propeller is feathered just prior to engine shutdown, a considerable amount of
oil is purged out of the propeller dome into the reduction gearbox. The engine should be
allowed to run for a few seconds after feathering, but prior to shutdown, to allow the
scavenge system to recover this oil back to the oil tank. If this is not done, the oil may
“coke” due to the very high temperatures in the area of the exhaust system, and the
 engine oil level would appear abnormally low when checked, due to the oil present in
the front area of the engine.

Oil Cooler
 The oil cooler is supplied by and is mounted on the lower rear area of the engine. A
portion of the ram airflow inside the nacelle is directed through the oil cooler, and exits at
the bottom of the nacelle.
 In the total bypass system, the thermostatic regulator controls the flow of oil through the
oil cooler. Depending on oil temperature, oil may be routed through the cooler or bypass
the cooler entirely. When oil temperature is lower than 68°C, the oil totally bypasses the
cooling core of the oil cooler. As the oil temperature increases, sensing devices operate
and direct a portion of oil through the cooling core to maintain oil temperature within the
recommended operating limits. When the oil temperature reaches 80°C, all oil flow is
directed through the cooling core.
 The system works well; however, close attention must be paid to oil temperature when
operating on the ground in high ambient temperatures with the intake deflectors
extended. Higher oil temperatures are likely due to the loss of the ram air through the oil
cooler when the intake deflectors are extended.

Oil System Venting

 All oil returning to the oil tank passes over a deaerator plate. A centrifugal impeller
driven by the accessory gear separates oil and foam from the air in the tank. The oil-free
air is directed to the atmosphere through a vent line attached to the oil tank diaphragm
and extending out to a vent outlet.
 Overfilling the engine oil tank may cause the excess oil to be ejected overboard through
the vent outlet the next time takeoff power is applied.

FUEL SYSTEM
 The engine fuel system is a complex pneumatic-mechanical system designed to provide
metered fuel to the combustion chamber to suit all operating conditions of starting,
 acceleration, deceleration, and steady-state operation. In addition, automatic
compensation is provided for altitude, temperature, and aircraft speed
 The fuselage boost pumps deliver fuel to the high-pressure fuel pump. The high pressure
fuel pump supplies the fuel control unit (FCU), which is controlled by the power lever in
the flight compartment. Fuel travels from the FCU to the fuel cutoff valve, which is
operated by the FUEL lever in the flight compartment. From the fuel cutoff valve, fuel
travels to a flow divider, then finally to the fuel nozzles which are mounted on the
combustor.

High-Pressure Fuel Pump

 A high-pressure fuel pump is driven by the accessory gear. This gear-type pump
receives fuel from the fuselage boost pumps, and greatly increases fuel pressure to
allow efficient operation of the fuel controller. Maximum pump pressure is limited
by a relief valve.
 It is essential that the high-pressure fuel pump be supplied with fuel from the fuselage
boost pumps, at a pressure of 5 psi or greater. The high-pressure fuel pump will
cavitate if supply pressure is less than 5 psi, and the pump will wear out quickly.
Normally, the fuselage boost pumps supply fuel to the high-pressure pump at
pressures between 20 and 30 psi.
 If the high-pressure fuel pump is operated with a supply pressure below 5 psi for
more than 10 hours, overhaul of the high-pressure pump is required. If you operate
the engine without fuselage boost pump supply to the engine, notify your
maintenance technician
 The output pressure of the high-pressure fuel pump is directly proportional to Ng
speed. At 12% Ng, output pressure is approximately 75 psi. At takeoff power
(101.5% Ng), output pressure is approximately 850 psi.

Fuel Control Unit (FCU)

 The FCU is mounted on and driven by the high-pressure fuel pump. The FCU is divided
into three sections: governing, computing, and metering.
  The governing section controls gas generator rpm (Ng). The flight compartment power
lever provides a mechanical input signal to the Ng governor which varies a speeder-
spring force. Rotational speed signals representing Ng are provided to vary mechanical
flyweight forces.
 The computing section provides a pneumatic input signal to the governing section. Any
imbalance between speeder-spring force and fly weight force will change the pneumatic
input signal. This, in turn, will increase or decrease fuel metering to accelerate or
decelerate the gas generator or maintain steady-state rpm.
 The computing or pneumatic section of the FCU receives input signals representing
compressor discharge pressure (P3) and ambient pressure (Pa). These signals are
computed (modified) and transmitted to the NG governor and the power turbine governor
(Np). Any change in P3 and/or Pa will affect metered fuel to the combustion chamber.
 The FCU is adjusted to provide an engine idle speed of 52% NG at ISA conditions. A
minimum fuel flow supply, similar to an automobile carburetor idle jet, provides a
minimum quantity of fuel at all times, to prevent a flameout from occurring if the power
levers are rapidly pulled back to idle. At ISA conditions, the minimum flow fuel
would only provide an idle speed of about 48% NG, and the governing section of the
FCU provides additional fuel to maintain the desired 52% NG idle speed.
 At pressure altitudes above 3,000 feet, however, the minimum flow fuel alone will cause
idle speed to rise above 52%.

Fuel Cutoff Valve

 The fuel cutoff valve is controlled by the FUEL lever, located on the flight compartment
over head panel. The fuel cutoff valve has two positions, ON and OFF. The fuel cutoff
valve receives fuel from the FCU and when open, allows the fuel to flow to the
combustion chamber.

Spray Nozzles
 Fourteen spray nozzles are installed in the combustion chamber on both the PT6A-20 and
PT6A-27 engines.
  On early PT6A-27 engines, the nozzles were divided into two groups of seven, in an
attempt to reduce engine T5 temperatures during starting. One set is called primary
and the other secondary. During the initial process of starting, prior to about 38% Ng,
fuel is supplied only from the seven primary nozzles. As the engine accelerates past
approximately 38% Ng, the secondary nozzles also begin to supply fuel to the combustor.
By the time the engine has reached a stabilized idle typically about 52% NG all 14
nozzles are operating.
 Later, the fuel spray pattern during starting was changed by Pratt & Whitney to provide
10 primary and 4 secondary nozzles (Figure 7-29). This improvement further lowered
starting temperatures, and provided more reliable starts. Almost all the PT6A-27 engines
in operation today have been modified to the 10 and 4 design.
 Control of the fuel to the primary and secondary nozzles during starting is automatic, and
provided by a flow divider. The flow divider consists of two pressure cracking valves.
The first valve, supplying the primary nozzles, opens at approximately 12% NG. The
second valve, controlling the secondary nozzles, opens at approximately 38% NG . It is
the opening of the second cracking valve, supplying fuel to the remaining 4 nozzles,
that causes the second peak in T5 temperature during starting.

EPA Canister
 When the engine is shut down, fuel from the engine manifold must be drained to prevent
coking of fuel in the lines surrounding the hot combustion chamber. Originally, this fuel
was drained to the ground beneath the nacelle when the engine was shut down.

IGNITION SYSTEM
 Two types of ignition systems are available for installation: glow-plug ignition and high-
energy (igniter) ignition. Glow-plug ignition is standard. The high-energy (igniter)
ignition system is an uncommon option on late model Twin Otter aircraft.

Glow-Plug Ignition
 Two glow plugs are installed in each engine, at the 4 o’clock and 8 o’clock positions on
the combustion chamber. The glow plugs, which resemble an automobile cigarette
 lighter, have a helical-wound coil heating element inside the plug. During ignition the
vaporized fuel is ignited by the hot coil.
 Each glow plug is connected in series with two parallel connected ballast tubes. The
ballast tubes contain helium and hydrogen gases and a pure iron filament. The filament
has a positive coefficient of resistance. During low temperature conditions, the filament
resistance is low. This permits a fast heat-up of the glow plug. When the filament
temperature rises as a result of the current flowing through it, the ballast tube resistance
also increases. This reduces the current being supplied to the glow plug. When power is
initially applied, the ballast tubes permit a current surge followed by a reduced cur rent
flow after a short period of operation to quickly heat the glow plug for ignition.
 The two glow plugs are normally energized only during starting. If one glow plug is un-
serviceable, the engine will usually start; al though there will be a slightly longer delay
between introduction of fuel supply and light-up; and peak T5 temperatures observed
during starting will be slightly higher than normal.
 The glow-plug ignition system is controlled by switches on the DC power and engine
start control section of the overhead console. A guarded, two-position ignition mode
selector switch is labeled IGNITION and has MANUAL and NORMAL positions.
When in the NORMAL (down) position, the ignition system is activated by the engine
START switch. The glow plugs will be automatically energized whenever the START
switch is engaged, and deenergized as soon as the START switch is released. The
IGNITION switch and the START switch operate in conjunction with two engine
igniter switches, labeled ENG IGNITER L and R with NO. 1, BOTH, and NO.
2positions.
 The ENG IGNITER switch name is a bit misleading, as the switch actually controls glow
plugs, and not sparks igniters. The ENG IGNITER switch is always placed in the BOTH
position. The NO. 1 and NO. 2 switch positions are provided only for maintenance
technician use when testing the system.
 The glow plugs may be manually turned on for continuous operation by lifting the red
switch guard up and moving the IGNITION switch up to the MANUAL position. De
Havilland recommends that the glow plugs be turned on manually when operating in
 extreme turbulence or extreme icing conditions. Be aware that the starter will not
function if the IGNITION switch is in the MANUAL position.
 To disable the ignition system when engine clearing or dry cranking is required, the
ignition circuit breakers, which are powered from the left and right DC bus, must be
pulled. These two 15-amp circuit breakers are located on the main circuit-breaker panel
and are labeled IGN L and IGN R.

ENGINE STARTING
 Engine starting can be discussed in three categories ground battery starts, ground
starts using external power, and airstarts. When suitable external power is
available, it is recommended that the engines be started using the external power
source. The higher Ng achieved with external power typically in the range of 22 to
23% results in much cooler starts.
 Engine starting is controlled by switches on the overhead console. DC power
distribution is controlled by the two-position DC MASTER switch, with positions
labeled OFF and ON DC MASTER. There is also a three- position DC power
selector switch with positions labeled EXTERNAL, OFF, and BATTERY. When
selected to the EXTERNAL position, external power is available for distribution.
When at BATTERY position, battery power and/or generator power is available for
distribution. When the DC master switch is at the DC MASTER position, the
selected source of power (battery or external) is available to the left DC bus. If the
BUS TIE switch is in the NORMAL position, the selected source of power will also
be available to the right DC bus.
 The IGNITION switch must be in the NORMAL (down and guarded) position to
allow the starter to function. The ENG IGNITER switches, if in stalled, should be in
the BOTH position.
 Cross-generator starts (starting one engine using power from the generator of a
functioning engine) are not permitted in the Twin Otter, except during airstarts or
emergency conditions. Generator-assisted starts (bringing the generator of the
functioning engine online after the engine being started has achieved a minimum 12%
NG) are permitted, but not encouraged.
GROUND STARTING
 External power is available to start both engines when external power is connected
to the external power receptacle, the power selector switch is at EXTERNAL, the
DC MASTER switch is at DC MASTER, and the BUS TIE switch is at NORMAL.
Battery starting an engine is identical to starting with external power. The exceptions
are the power selector switch is set to the BATTERY position, and stabilized Ng prior
to fuel introduction will typically be 17 or 18% Ng at ISA temperature.
 When the power selector switch is at BAT TERY, the DC MASTER switch is at DC
MASTER, and the BUS TIE switch is a NORMAL, battery power is available to start
both engines. A properly maintained battery should be able to start both engines
without being recharged. The Flight Manual does describe a procedure to recharge
the battery between starts if and only if there is doubt about the ability of the battery
to start the second engine.
 The battery should not be recharged between starts without cause, because doing
so short cycles the battery and will lead to a condition where the battery does not
have the capacity to start both engines without being recharged. If this happens, the
battery must be deep-cycled by the maintenance technicians to return it to original
performance specifications. When starting a cold soaked engine (OAT less than -
20°C), follow the checklist but dry motor the engine for five seconds; then wait one
minute and proceed with a normal start. The minimum temperature that the engine
may be cranked at is -40°C. At colder temperatures, preheating is required.
 Observe the starter duty cycle limits and the required starter cooldown periods. The
starter is limited to 25 seconds of continuous operation, and requires a one-minute
cooldown period before another start attempt is made. After three start attempts, the
starter must be allowed to cool for 30 minutes before making another start attempt.

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. These restrictions must be
observed in order to prevent overheat damage to the internal nacelle and upper wing
skin.

AIR STARTING
 A normal airstart is accomplished as outlined in the aircraft checklist. The propeller
lever must be at FEATHER, the FUEL lever at OFF, and the power lever at IDLE;
select NORMAL ignition and BOTH igniters. The generator of the engine being
started is turned off, but the generator of the functioning engine is left on. An
airstart, therefore, is always a deliberate cross-generator start.

Power plant controls

Engine and propellers are controlled by three levers on power quadrant section: fuel, power and
propeller levers.

Fuel lever
 Has two positions(ON & OFF)
 It is mechanically connected to fuel shut of valve which is located between FCU and flow
devider valve.
 It must be in OFF position whenever engine is shutdown
 If not it will allow flow fuel to combustion chamber any time that engine is cranked for
any reason

Propeller levers
 Has two positions(feather and increase)
 It allows pilots to control propeller rotation between 75%Np and 96%Np
 They are connected with propeller primary governor
 A lever stop gate is installed to prevent inadvertent movement of propeller to feather
 Prop levers are interlocked with power lever to prevent the movement of power lever aft
of flight idle unless at least one of prop levers is at 96%Np
 It is engaged when two prop levers are below 96%Np and disengaged at least one of the
prop levers is in fully forward position
Power lever
 Has four positions (max full, idle, reverse and max reverse)
 Anti-reverse stop is incorporated to prevent inadvertent movement of power lever to
revers position
 Power lever is connected to both FCU and primary governor through cam cluster
 The movement of power lever between idle and max forward range only affects FCU
 The movement of power lever between idle and max reverse permits cam cluster to
connect FCU, power turbine governor and beta valve this enables beta mode(blade angle)
control, RPM limiting, fuel flow control beta range of operation
 Whenever, engine speed is not controlled by power lever, shutdown engine or land as
soon as possible

Reset prop indication

 On all Series 300 aircraft, a caution light on the annunciator panel labeled RESET
PROPS will illuminate when the power levers are retarded to approximately 70% NG or
less while the propeller levers are at 91 % or less.

Propeller
 It is manufactured by Hartzel
 It is all metal, three bladed, single acting and constant speed assembly
 The blade diameter is 8 feet and 6 inches
 Full feathering and full reversing
 It has Beta mode control for ground handlings and beta backup protection in flight
 Beta backup protection is to prevent blade angle decrease below specific value when
malfunction occurs
 Internal springs in Propeller dome and counter weights in each blade root increase blade
angle
 Oil pump in base of propeller governor induce oil pressure which is reason for blade
angle decrease
 Propeller will feather regardless of prop lever position when engine is shut down and
unfeather(if prop lever is not in feather position) when engine started
  Manual and automatic feathering systems are available
 Prop must be restrained from wind milling when aircraft is parked while engines is shut
down because no oil is available to lubricate the bearing in the power turbine assembly.

Propeller operating principles and terminologies

 Blade angle: is the angle of the blade with respect to plane of rotation.
 Pitch is the linear distance propeller movies in single revolution.
 Pitch is constant but blade angle is variable controlled by many factors.
 Blade angle is -150(full reverse) to +870(full feather)
 At idle when propeller is stationery, the blade angle is +110
 Beta range: is operating condition where propeller blade angle is controlled by power
lever rather than constant speed unit(CSU)
 REVERESE: refers to negative blade angles. But in dhc-6 it is about power lever grips
are twisted and power levers moved aft of idle position.
 Propellers can be in either Constant speed range or beta range.

Propeller oil supply

 All oil supply control is accomplished by propeller governor assembly. This assembly
consists of CSU, beta reverse valve, betaback up valve and other components.
 The propeller in twin otter is operated by oil pressure. And this oil is taken from engine
oil lubrication system.
 The oil enters oil pump which is built at the base of propeller governor.
 It increases oil pressure from 85 to 385psi to balance force from counterweights during
high propeller rotation. Pump out pressure is controlled by pressure relief valve
 Oil from pump passes through beta backup valve-reverse valve- CSU of governor-
propeller dome through transfer sleeve
 A large quantity of oil is needed to move propeller to reverse position
 If the supply of oil is interrupted for any reason, the propeller will feather.
 Centrifugal force acting on the counterweights attached to the root of the propeller blades
will cause the propeller to feather if it is rotating.
 Pressure from the large springs within the propeller dome will cause the propeller to
feather if it is not rotating.
Propeller components
Propeller has the following components

1. Propeller blade
2. Propeller hub
3. Piston
4. Counter weights
5. Mechanical links
 The propeller has three blades which are mounted on a hollow hub. On the front end of
the hub is a piston which moves forward when oil pressure is applied or aft when spring
pressure (or propeller counterweight force) is greater than the force applied by the oil
pressure.
 Mechanical links connect the piston to the propeller blades. If sufficient oil pressure is
supplied to the piston, the propeller blade angle will decrease (move to a finer blade angle
or higher rpm). If oil pressure is reduced or the oil supply is interrupted, the springs and
counterweights will cause the propeller blade angle to increase (move towards a coarser
blade angle or low rpm).
 The extreme limit of forward piston travel will place the propeller in the full reverse
position.
 The extreme limit of rearward piston travel will place the propeller in the feathered
position.
 The constant speed section of the propeller governor modulates the oil supply to maintain
the propeller speed selected by the pilot with the PROP lever.
 If the propeller speed exceeds the setting made with the PROP lever, the constant-speed
section will reduce or cut off the oil supply to the dome. Oil will continue to escape from
the dome through the leak in the transfer sleeve, and counterweight force will cause the
propeller blade angle to increase (to coarsen or move to low rpm). Propeller speed will
decrease until the speed matches the speed selected with the PROP lever.
 If the actual propeller speed is less than the speed selected with the PROP lever, the
constant-speed section of the propeller governor will admit a greater quantity of oil to
the propeller dome. This will force the dome for ward, and the propeller blade angle will
decrease (the blades will fine out or move to high rpm). Propeller speed will increase
 until the speed matches the speed selected with the PROP lever, or until the propeller
blade angle decreases to the angle at which the Beta reverse valve begins to operate.

Beta reverse valve

 The Beta reverse valve limits the propeller blade angle from decreasing below a present
value when the propeller governor is unable to maintain the propeller rpm which has been
selected with the PROP lever.
 The Beta reverse valve is compressed inwards (aft) and allows unimpeded flow of oil to
the CSU when the CSU is able to maintain the speed selected with the PROP lever. If the
CSU can not maintain the selected propeller speed, the Beta reverse valve will begin to
move forward and restrict oil supply when the propeller blade angle decreases to
approximately +21°. The Beta reverse valve will limit the propeller blade angle to +17°
in flight, and to +11 ° at idle power.
 When the propeller is operating in the constant-speed range, which is anywhere from
+87° blade angle to approximately +21° blade angle, the Beta feedback mechanism is
unaffected by the position of the propeller dome.
 When the propeller blade angle begins to approach the minimum acceptable blade angle
for flight, the propeller dome begins to push forward on the pitch setting nuts. This action
pulls the feedback ring forward. The forward movement of the feedback ring is
transmitted to the Beta reverse valve by the reversing lever, which is connected to a
carbon block within the feedback ring. As the feedback ring moves forward, the reversing
lever pulls the Beta reverse valve out. The outward movement of the Beta reverse valve
restricts the flow of oil until the amount of oil reaching the dome is equal to the amount
leaving the dome by leak age at the transfer sleeve
 The power levers should not be moved aft of the idle position unless the engine is
running. The mechanical linkage connecting the power levers, cam cluster, reversing
lever, Beta reverse valve, and feedback ring together will be damaged if the power levers
are forced aft of idle when the engine is not running.

Constant speed unit

 Constant-speed propellers operate in three ranges: underspeed, overspeed, and onspeed.
 Underspeed is the range of operation in which the actual propeller rpm is less than the
rpm which has been selected with the PROP lever.
 Overspeed is the range of operation in which the actual propeller rpm is greater than the
rpm which has been selected with the PROP lever.
 Onspeed refers to the condition that exists when the actual propeller rpm is
approximately the same as the rpm which has been selected with the PROP lever.
 The speed of the Twin Otter propeller can be selected using the PROP lever, through a
range of 75% Np (normal cruise) to 96% Np (normal takeoff). The CSU will adjust lade
angle as required to achieve the desired speed. Typically, blade angles used by the CSU
vary from +17° at takeoff to between +25 to +35° in cruise; although, the CSU could,
theoretically, increase the blade angle all the way to +87°, at the feather position.
 Propeller speed is controlled by a governor which is driven by the propeller reduction
gear at the front of the engine. The governing principle is based on the balance and
imbalance of two op posing forces, both of which are variables.
 Except when it is feathered, the propeller is always in one of two operating conditions:
constant-speed range or Beta range. In the constant-speed range, the propeller rpm is
controlled by the governor, and, in turn, the governor is controlled by the PROP
lever. In Beta range, the propeller blade angle is controlled by the Beta reverse valve and,
in turn, the valve is controlled by the power lever.
 In the constant-speed range, blade angle is not an objective. The CSU adjusts blade angle
as needed in order to achieve the selected speed.
 In the Beta range, propeller rotational speed (rpm) is not an objective. The Beta reverse
valve will control angle only. Propeller rotational speed will vary between 45 and 91 %
Np, depending on power lever position (ground and flight) and airspeed (during approach
or when Beta/reverse is used after landing).
 The propeller control system is designed so that the CSU has the first right of refusal to
control rpm. If the CSU can achieve the speed selected by the pilot with the PROP lever,
the Beta reverse valve will remain wide open and not interfere with the flow of oil to the
CSU. If, however, the CSU cannot achieve the speed selected with the PROP lever, the
Beta reverse valve will begin to function, and prevent the propeller blade angle from
becoming finer than the +11° limit set for operation in the power lever forward range.
  In the approach Beta mode, the pilot can adjust the rate of descent by varying propeller
blade angle between +17 and +11°, while at the same time modulating engine power,
all with one control lever (the power lever). This enables the pilot to select the most
appropriate descent pattern for a short field. Note that this occurs without moving the
power levers aft of idle.
 After touchdown, the pilot can modulate propeller blade angle between +11 to about -2°
while the engine remains at idle speed. This gives the pilot a range of variable taxi speed
with low propeller rpm and, hence, quiet operation.
 If reverse thrust is needed, further rearward movement of the power lever moves the
propeller into the reverse thrust range, from -2 0 to -15° blade angle, while at the same
time increasing engine power output proportionately. This provides a range of reverse
thrust from gentle to powerful to suit varying operational requirements.

Beta range:
 The term Beta defines the range of operation whereby the pilot can directly select
blade angle with the power lever, as opposed to controlling the propeller by electing a
specific rotational speed with the PROP lever. Beta is not synonymous with reverse.
The propeller is operating in Beta range whenever the propeller rpm, as indicated on
the Np gauge, is less than the propeller rpm selected with the PROP lever.
 Thus, the propeller is in Beta range whenever the engine is at idle power on the
ground, during taxi, and also during approach, whenever propeller speed is less
than the speed selected with the PROP lever.
 Propeller levers are normally moved to the MAX RPM position prior to landing in
order to give the pilot direct control over propeller blade angle during the approach.
 The propeller governor has a Beta reverse valve. The Beta reverse valve is located in
the pressure line from the governor pump to the propeller servo piston. The power
lever is connected to the Beta valve through a cam cluster and an attachment to one
end of the reversing lever. The opposite end of the re versing lever is connected to
a carbon block sliding in the feedback ring, which is connected to the propeller
blades through three sliding rods attached to the dome on the front of the propeller.
The adjustments of pitch setting nuts on these rods establish the low-pitch stop of the
propeller.
Propeller operation mode
Propeller has the following modes; Beta control mode, Constant speed mode, Approach mode
reversing mode and from reversing to idle mode.

Beta control mode

 Prior to engine starting, the power lever is set at IDLE and the propeller control lever is
set at FEATHER
 After the engine is running with the propeller in feather (+87°), the propeller lever is
moved to the full INCREASE (forward) position. The governor senses an under speed
and then oil pressure is applied to the servo piston to decrease blade angle. This
condition will prevail until the propeller dome moves sufficiently far forward to begin to
apply pressure on the pitch setting nuts (+21°). Then the guide rods begin to move the
feedback ring, causing the reversing lever to act on the Beta valve to move it until the
amount of oil flowing to the servo piston equals the amount draining from the transfer
valve to the sump. At this point, the idle blade angle of +11° will be maintained.

Constant speed mode

 As the power lever is advanced, it acts on the FCU to increase gas generator rpm. As the
power turbine accelerates, the governor flyweight force increases, governor oil pump
out put is being dumped to the reduction gearbox, and the flyweights and springs are
increasing blade angle to absorb the engine power. When the flyweight force equals the
speeder-spring force, the governor will maintain the propeller at that rpm.
 Whenever the propeller speed indicated on the Np gauge is equal to the speed selected by
the pilot with the PROP levers, the propeller is in constant-speed mode. Examples of this
would include takeoff (propellers are set at MAX RPM and are governing at maximum
rpm) and cruise (PROP levers are set to a lower speed and the propeller governor is
maintaining that speed).

Approach beta mode

 In approach Beta, the power lever controls fuel flow via the FCU and controls propeller
blade angle via the Beta reverse valve.
 Approach Beta begins when the actual propeller speed, as observed on the Np gauge,
falls below the speed selected with the PROP lever.
  Speed setting (91%), thus ensuring that the propeller will be prevented from reaching
governing speed while in reverse.
 In day-to-day operations, this usually occurs when the pilot moves the PROP levers from
the MIN GOV position forward to MAX RPM during final approach.

Reverse mode
 When the power lever handgrips are twisted and moved from the IDLE stop toward the
re verse range, the power levers pass through an idle null range.
 The idle null is approximately the first one inch of power lever travel aft of the idle stop.
In this area, rearward movement of the power levers will cause the Beta reverse valve to
open and supply more oil to the propeller, decreasing blade angle from the +11° idle
setting down to approximately -2° blade angle, which is equal to zero thrust. The gas
generator speed (Ng) remains at idle throughout the idle null to ensure that there is no
increase in forward thrust.
 Once the propeller blade angles have reached -2°, further aft movement of the power
lever will cause the cam cluster to begin to increase fuel flow, in addition to moving
the propeller blades back into the reverse thrust range (from -3 to -15°). Engine speed
will begin to increase as the propeller blades move further into the reverse range, thus
providing reverse thrust to slow down the aircraft.
 This progressive blade-angle change can only occur as long as the power lever position is
changing. If power lever movement is stopped, the feedback ring will null the Beta
valve until the flow of oil to the servo piston equals the flow leaving the piston
chamber through the leak at the transfer sleeve, thus maintaining the selected blade
angle.
 At the same time as the power levers are passing through the idle null, a cable and
lever mechanism controlled by the power lever re sets the Np (fuel topping) governor to
a lower

REVERSE TO IDLE MODE

 The process of returning to idle from reverse is exactly the opposite. Blade angles from -
15 to +11° can be achieved and maintained. Fuel flow is also being reduced by the cam
cluster as the power levers are moved forward from the reverse through the idle null and
 eventually back to the flight idle position. The Np (fuel topping) governor will be reset by
the power lever linkage to the normal forward thrust position.

PROPELLER SUBSYSTEMS

BETA BACKUP SYSTEM Description and Purpose

 The electrically operated Beta backup system functions only during abnormalities or mal
functions, to prevent the blade angle from decreasing toward the reverse range if the Beta
reverse valve mechanism fails. Failures of the Beta reverse mechanism are extremely
rare.
 The Beta backup system includes a solenoid valve installed between the governor pump
and the Beta valve, a microswitch operated by the feedback ring, and a microswitch in
the power lever quadrant.
 Power is supplied to the Beta backup system from the right DC bus, through a 5-amp
circuit breaker labeled BETA SYS on the main circuit-breaker panel.
 The Beta backup system plays no part in the normal control of the propeller during flight,
ground handling, or reverse. Normally, the Beta backup valve is open and does not affect
oil supply in any way.
Comparing betabackup vs beta valve system

Beta reverse valve system Beta backup valve system

Mechanically operated Electrically operated
Modulating valve, infinite number of Solenoid valve; either fully open or fully
positions. closed
Operates during every approach, landing, Only operates during abnormalities
taxing and when idling
 Normally, the propeller blade angle does not decrease below +11° unless the power lever
handgrip is twisted and the power lever moved aft of the idle stop.
 If the power lever is forward of IDLE (not twisted) and the blade angle decreases to +9°
or less, a microswitch will be activated by the movement of the feedback ring. The Beta
backup solenoid will be energized closed, thus cutting off all oil supply to the servo
piston. The counterweights and spring will increase the blade angle. The Beta backup
 valve will be deenergized and open again when the propeller blade angle increases
sufficiently to move the feedback ring away from the microswitch.
 The propeller will cycle back and forth, on and off the microswitch, in the range of +9 to
+11 °. This condition would only exist if for some reason the Beta reverse valve failed to
stop the propeller at the normal idle position of + 11°.
 When the pilot twists a power lever grip (an action which is necessary before selecting
zero thrust or reverse), a small microswitch in the area above the power levers detects
that a grip has been twisted and prevents electricity from flowing to the Beta backup
valve. As the power levers are moved toward reverse, the Beta lights will illuminate
when the blade angle decreases below +9°, but the Beta backup valve will not function.

OVERSPEED GOVERNOR
 The overspeed governor is a preset conventional governor, hydraulically in series
with the primary propeller governor. It is mounted on the side of the reduction. Its
function is to limit the ultimate propeller rpm to 101.5% Np if the primary governor
fails. The overspeed governor performs this function by dumping the governor pump
output to the sump, allowing the counterweights and feathering springs to coarsen the
blades and cycle propeller rpm in the overspeed range.
 A two-position guarded switch on the pilot’s subpanel labeled PROP GOV TEST is
used to test the overspeed governor. Both propellers may be checked simultaneously.
First set the power levers at IDLE and allow time to stabilize. Hold the test switch
at the PROP GOV TEST position, and advance the power levers slowly note that the
Np does not increase above 70% for the PT6A-27

Auto feather system

 The aircraft incorporates a torque sensitive autofeather system to automatically
feather the propeller of a failing engine and simultaneously inhibit the autofeather
system of the opposite engine.
 Autofeather is required only for takeoff. The Flight Manual prohibits use of the
autofeather system during approach and landing. The auto feather system includes
power-lever-operated microswitches, torque pressure switches, solenoid valves, and
an isolation relay.
  The system will feather a propeller only when it is selected on, both power levers are
set at a position which normally produces 86 to 88% NG or more, and the torque of
one engine then decreases to less than 11 psi.
 The system is controlled by either a dual-lens switch light on the pilot’s instrument
panel or a lever-lock toggle switch. When pushed or lifted on, the SELECT light
will come on. The system arms when both power levers are advanced beyond 86 to
88% Ng and both engines are developing greater than 20 to 25 psi torque. The
amber ARMED light will then come on.


Propeller

At 30 inch blade station:

 +170 +-1/20 low pitch effective

 870+-10 high pitch
 -150+-1/20 reverse pitch

Operating Operating limits

condition
Power SHP Torque Maximum NG% NP% Oil pressure Oil
setting TIT temp
Take off 620 50 725 101.5 96 80-100 10-
max cont + 180C 990C
Max climb 629 50 695 96 80-100 0-99
max cruise +60C
Idle 660(5) 58-61 40 MIN -40-99
Starting 1090(2) -
40MIN
Acceleration 68.8(2) 825(6) 102.6 110 0-99
Max reverse 620 50(7) 725 101.5 91+- 80-100 0-99
1
  Normal oil pressure is 80-100 at generator speeds above 72% with oil temperature
between 60 and 700c
 Oil pressure below 80psi is undesirable and should be tolerated only for the completion of
flight by reducing power setting
 Oil pressure below 40 psi is unsafe and needs either engine shut down or lading as soon
as possible
 For an increased service life of engine (time between an oil change) an oil temperature
between 74 and 800 c is recommended
 A minimum oil temperature recommended for fuel heater operation for takeoff is 55 0c
 A minimum oil temperature of 550c is recommended
 Reverse power operation is limited to one minute.
 At 51%ng minimum, increasing as required to stay below idle temperature limit

Red arc(max Yellow arc Green arc

red)
torque pressure 50psi 0-50 psi (68.8) 2 sec
acceleration
TIT 725-1200 695-725 400-695 1090 2 sec starting
NP 96% 75-96
NG 101.5% 50-101.%
OIL TEMP 99 -40-10 10-99
OIL PRESSURE Max red 100 40-80 80-100 Minmum red 40 psi

Load meter limitation

 Idle Ng =0-0.5
 Idle Ng+ 15% = 0.5-1.0
 0.8 ground from 450F TO 1250F
 1.0 Ground up to 450F
  1 flight upto 1250F

Single generator operations

If generator load exceeds above limitations, non-essential services should be manually

switched off within 2 minutes to meet the load limit factor

Starter limitations

 25 seconds on 1 off
 25 seconds on 1 minute off
 25 seconds on 30 minute off

Air speed limitations

The following air speed limitations apply to all weights upto 12,500lb

Flaps CAS IAS

Minimum control air speed 10 66 64
Gust penetration speed 136 132
Maneuvering speed 136 132
Flaps operating speed 58-95
Climb speed (best angle)Vx 0 89 87
Best rate(Vy) 0 103 100
Single engine 10 82 80
Flaps extended speed 10 105 103
Flaps extended speed 10-37 95 93
Maximum operating speed Sl-6700 170 166
10,000 160 156
15,000 145 141
20,000 130 126
25,000 115 112

Maximum service ceiling 24,380ft

Takeoff weight= 12,500lb

Landing weight= 12,300lb

Components of hydraulic system

Electrically driven pump

 Is directly powered when dc master switch is set ON.

 It supplies positive pressure for flaps, steering and wheel brakes.
 Hand pump
 Two alternate accumulators

This accumulators are filled with nitrogen in one end hydraulic fluid in the other end.

The primary purpose of these accumulators is to absorb shocks that occurs within the system
when hydraulic pump turns ON and to provide a reserve of fluid under pressure, which ensures
that pressure is immediately available when required.
Accumulators pressure is 750 psi and more.
 Reservoir
 Pressure switch

Is automatic switch which closes the pump when system pressure is in the range of 1500-
1600 and opens when the system pressure drops by more than 150 psi

 Pressure relief valve

is pressure relief switch which reliefs the system pressure when it exceeds 1750 psi in condition
at which the pump works continuously.

 Pres
 Hydraulic pump cbt

Hydrolic fluid used in dhc-6 aircraft is MIL-H-5606. It is red in color and flammable. So it needs
a carefull handling and investigation for single drop of fluid before turning ON master switch.
Hydraulic system emergencies

Caution with hydraulic circuit breakers

Pump failure= hand pump

System hydraulic loss= emergency accumulators.

Pneumatic System
 Bleed air is obtained from engine compressor case bleed ports at engine
station 2.5 and directed into common and separate manifolds for distribution
to various installed pneumatic subsystems.
 The bleed air supply, which at cruise power is approximately 80 PSI and
450°F, flows through the bleed-air shut off valves, which are located forward
of the engine nacelle rear firewall. The air is then routed through a supply
duct, between the wing nose spar and wing main spar, before joining into a
common duct above the cabin roof. One way check valves are installed in the
fuselage bleed-air roof ducts, isolating the pressure supply from either wing
in the event of a differential engine power or flame out condition. This design
also allows operation with only one bleed valve open.
 Each engine is fitted with a bleed-air control valve. The valves are individually
controlled by switches on the overhead console. The switches are labeled
BLEED AIR LEFT and BLEED AIR RIGHT, and are protected by 5-amp circuit
breakers labeled BLEED AIR L and BLEED AIR R, located on the main circuit
breaker panel. The switches are toggle-locked, and must be pulled out
(downward) before changing switch position.

With magic
At idle +15 rpm

Switch on the generator

And low oil pressure light will extinguish

Fuel system
4 booster pumps

8 capacitor transmitters

4 pressure switches
2 fuel quantity indicators

1 fuel cross feed valve indicators

Wing tanks
2 fuel booster pumps

1 indicator

Float type transmitter ( like potentio meter)

2 tip tanks

Indication with E, 1/4, ½, ¾

2 control switches with ENGINE POSITION, OFF AND REFUEL

Hydraulic system
28/24 v dc power volt used to power hydraulic umps

1530 psi working pressure

1750psi maximum pressure

Fire system
2 Fire pull handle

1 Fire bell

1 Fire test switch

Power 28 dc volt

2 fire extinguisher
Starting engine procedure
The following is an outline of the procedure and scan to follow when starting the engine. Once
you introduce fuel, your hand should stay on the fuel lever until the start is complete.
 Note the battery or external power voltage, the outside air temperature, and what
direction the wind is coming from. All these factors will have an impact on the amount of
the T5 rise and peak T5 encountered during the start.
 Engage the start switch. As you do this watch the voltage to see if it drops, and if so, how
far. Normally, the voltage will only drop when on battery power. If the voltage drops
below 17 volts, and does not recover to the 20 volt range, there is a possibility that
battery power available may not be sufficient to start the engine. You may have to abort
the start if Ng and T5 indications exceed allowable limitations.
 Check the OIL PRESS gauge. Simply note that the oil pressure is rising. Because air
pressure is used to seal some of the bearings, oil pressure on some engines may not rise
above 40 psi until after light-off. Following light-off, oil pressure should be 40 psi or
higher.
 Monitor the Ng gauge for stabilization. As soon as the Ng stabilizes, introduce fuel. Do
not waste
 Time trying to get another 0.5 or 1%, as you will be depleting battery power and possibly
exceeding starter time limits. Typically, a well charged battery will give a stabilized
speed of 16 to 18%, and external power may give stabilized speeds as high as 23%. Do
not introduce fuel if the Ng fails to achieve a stabilized speed above 12%. The practice of
waiting 5 seconds after stabilization before introducing fuel only applies to aircraft which
are not equipped with an auxiliary battery, which was provided as standard equipment
beginning at aircraft serial number 81.
 Monitor the T5 gauge for light-off. The engine should light off within 10 seconds of
introducing fuel. If it does not, move the fuel lever to OFF and motor the engine for
another 10 seconds to evacuate the unbumed fuel from the engine.
 After light-off, monitor the T5 and Ng gauges. Ng should continue to rise steadily.
There will be a surge in T5 when the secondary fuel nozzles begin providing fuel,
typically between 30 and 40% Ng. At sea level and ISA temperatures, the Ng will
normally stabilize at about 48% if the propeller is feathered or 52% if the propeller is not
 feathered. Above 3,000 feet pressure altitude, the idle speed will be higher. Ng gauge
indications will also provide warning of a
 “Hung start,” a condition where the engine stabilizes below the normal idling value.
Usually, if the engine “hangs” during the start, it will do so in the speed range where the
secondary fuel should come in. If you encounter a “hung start,” select the fuel lever to
OFF, and motor the starter for 10 seconds.
 The start can be considered complete when the T5 drops from its peak value, and the Ng
has Stabilized at the appropriate idle Ng. When the Ng has stabilized and the T5 is in the
green, release the starter switch.
 Check the generator light. Check that the generator light has come back ON. This
indicates that the starter has cut out.
 If the generator out light does not illuminate, select external/battery switch to OFF shut
down the engine and have unserviceability rectified.
 Do not switch generator ON before advancing power to idle +15Ng and do not retard
power lever it if load is 0.5 or less. If power is reduced before this condition is met,
generator must be Switched OFF.

Take of abort conditions

Take of is rejected when any of the following conditions occur before V1/Vr

 Auto feather system fails to arm

 Any abnormal engine conditions
 Major difference in airspeed indications
 Engine failure and fire
 Illumination of caution light
 Bird strike
 If any difficulty is encountered in controlling the aircraft occurred during takeoff roll.

Take of abort procedure

1. Call reject and if possible reason out why aborting takeoff, for example, reject! bird strike
2. Power level ----idle(FP)
 3. Brakes----------apply(FP
4. Reveres ------------if required(FP) asymmetric power reveres is not advised
5. Notify tower-----------------NFP

IF THERE IS FIRE BRING THE AIRCRAFT TO STOPE ON THE RUNWAY AND

6. SET---------------PARKING BRAKE(CAPTAIN)
7. EVACUATE PASSANGERS------------------CP/FE
8. SHUTDOWN BOTH ENGINES----------------------CAPTAIN

IF engine failure occurs after V1/Vr, continue take off.

1. Adjust pitch angle------------4-6 degrees nose-up

2. Maintain single engine speed ------------------80KIS for 12,500lb decreasing 4knts for
any 1000lb decrease
3. Apply opposite rudder
4. Bank 5 degrees away from died engine
5. Ensure Flaps 10
6. Apply maximum power until either Ng, T5 or torque comes first
7. Conform failed engine is auto feathered if not,
8. Auto feather it manually before 400 feet AGL is reached

Maximum bank angle permissible is 150 to the live engine

Inflight engine shutdown procedure:

First action completed by FP is to advance prop lever of live engine fully forward and adjusting
power as necessary.

Before shutting down the affected engine all the crew should identify and conform died engine
by looking the engine instruments.

1. POWER LEVER----------------IDLE (NFP) but all crews should conform the NFP hand is
on affected engine power lever
2. PROP LEVER-------------------FEATHER(NFP) but all crews should conform the NFP
hand is on affected engine prop lever
 3. FUEL LEVER----------------------CUTOFF(NFP) but all crews should conform the NFP
hand is on affected engine fuel lever
4. For engine fire, FUEL SHUT OFF SWITCH------------- OFF(NFP) but all crews should
conform the NFP hand is on affected engine fuel shut off switch
5. For engine fire, FIRE HANDLE---------------PULL(NFP) but all crews should conform
the NFP hand is on affected engine fire handle
6. For engine fire, BOOST PUMP--------------OFF(NFP) but all crews should conform the
NFP hand is on affected engine boost pump switch
7. At appropriate time, generally as soon as possible, when heading, altitude and airspeed
are stabilized NFP should call cleaning procedure

Dhc-6 weight calculations

 Max T/O Weight: 12500Lb

 Max Landing Weight: 12300Lb

 Operating Weight: 7377Lb

 Empty Weight: 7000Lb

 Fuel Capacity: 2457lbs

 Payload: 2666 Lb
  Max Payload: 5123 Lb

 Operating weight=empty weight+oil+crew+tools; 7377=7000+X, x=377lb X, refers to

oil for flight+crew+tools=377lb/=171Kg note number of crew is assumed only two
 Zero fuel weight= operating weight+payload= 7377+2666=10,043lb
 Max T/O weight= zero fuel weight + max fuel= 9993+2457=12500lb

Therefore, with full fuel the maximum load the aircraft can lift is 2666lb=12009kg/1.2tone.

 Maximum range is 580NM

 Normal range is 540NM
 Landing distance is 2200 feet=670meters
 Balanced field length is 2700feet= 823meters

Air conditioning system

When heating is not desired, the mode selector MANUAL-AUTO switch should be in the OFF position,
to ensure that hot bleed air is not supplied ventilation system.

 All passengers have independent control of their respective airflow from gasper outlets.
Pilots cannot control air flow from these gasper outlets.
 The pilot controls the quantity of outside air entering the heating and ventilation system
by adjusting the ram-air valve, which is controlled by a lever at the base of the center
pedestal labeled RAM AIR.
 The valve is fully opened when the lever is upward and fully closed when the lever is
downward. Any intermediate position may be used.
 When the ram-air valve is opened, air is admitted to a plenum under the flight
compartment floor. From this silencer plenum, air can travel to the flight compartment
 outlets located on the flight compartment floor by each door sill, the footwarmer outlets
located in the forward area of the flight compartment floor, and the windshield outlets
located at the forward edge of the instrument panel glareshield.
 By adjusting the cabin air control valve, which is located on the flight compartment floor
behind the copilot’s seat, the pilot can control the ratio of ram air distributed between the
flight compartment and passenger cabin.
 Pulling upward on the knob, labeled CABIN AIR CONTROL, cuts off the flow of air to
the passenger cabin and greatly increases the volume and velocity of the air delivered to
the flight compartment.
 Pushing the knob to the full downward position opens the cabin air control valve fully,
and the majority of the ram air entering the aircraft will flow through the silencer plenum
and be delivered to the passenger outlets. The valve can be adjusted to any desired
intermediate position.
 During warm weather, the RAM AIR lever is normally moved upward to the full open
position and the CABIN AIR CONTROL knob is moved upwards to the fully closed
position. This configuration provides large quantities of high-velocity air to the flight
compartment.
 Passengers may obtain their own supply of high-velocity air by opening the individual
gasper outlets. No advantage is gained by leaving the cabin air control valve open during
warm weather, as the air emerging from the baseboard outlets is of low-velocity and
provides the passengers with little evaporative cooling benefit.
 During flight, passengers will often complain of cold feet if the cabin air valve is open,
because cold, low-velocity air will flow from the baseboard outlets.

1225-1625 is taxi pressure

EMMERGENCY OPERATIONS

ENGINE SHUT-DOWN CONDITIONS

1. Excessive rise in ITT: if T5 exceeds maximum limit 725

2. Excessive rise in NG: if NG exceeds maximum limit (101.5)
3. Excessive drop in oil pressure(<40psi)
4. Engine fire
5. Generator overheat
6. Uncommanded propeller feathering
7. Engine flame out indicated by simultaneous decrease in ITT, TI, FUEL FLOW, & NG. It
may happened due to engine fuel starvation. If fuel supply is restored engine may be
restarted
8. Propeller reversal (for engines with )