DHC-6 TWIN OTTER

MAINTENANCE TRAINING
MANUAL
VOLUME 1
ATA 100, 5-12, 20, 25, 51-57, 26, 28, 70-80 & 61
REVISION 0.5

FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
 FOR TRAINING PURPOSES ONLY

NOTICE

The material contained in this training manual is based on information obtained from
the aircraft manufacturer’s Maintenance Manuals and Pilot Manuals. It is to be used for
familiarization and training purposes only.

At the time of printing it contained then-current information. In the event of conflict between
data provided herein and that in publications issued by the manufacturer or the FAA, that
of the manufacturer or the FAA shall take precedence.

We at FlightSafety want you to have the best training possible. We welcome any suggestions
you might have for improving this manual or any other aspect of our training program.

FOR TRAINING PURPOSES ONLY

NOTICE
These commodities, technology or software were exported from the United States in accordance with the Export
Administration Regulations. Diversion contrary to U.S. law is prohibited.
Courses for the Dash 6 Series and other deHavilland aircraft are taught at the following
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For course information please contact us:

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Copyright © 2015 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
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 INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Second Edition..... 0.0..... September 2014 Revision............... 0.3............... May 2015

Revision............... 0.1......... October 2014 Revision............... 0.4...... December 2015
Revision............... 0.2............... April 2015 Revision............... 0.5...... December 2017

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision

No. No. No. No.
1-i – 1-8................................................... 0.4 57-18 – 57-19.......................................... 0.5
5-12-i....................................................... 0.5 57-20....................................................... 0.4
5-12-ii – 5-5............................................ 0.4 26-i.......................................................... 0.5
5-5........................................................... 0.5 26-ii.......................................................... 0.4
5-6 – 5-8.................................................. 0.4 26-iii......................................................... 0.5
5-9........................................................... 0.5 26-iv – 26-7............................................. 0.4
5-10 – 12-10............................................ 0.4 26-8......................................................... 0.5
20-i – 20-62............................................. 0.4 26-9 – 26-10............................................ 0.4
25-i – 25-iii............................................... 0.5 26-11....................................................... 0.5
25-iv......................................................... 0.4 26-12....................................................... 0.4
25-v......................................................... 0.5 26-13....................................................... 0.5
25-vi – 25-2............................................. 0.4 26-14....................................................... 0.4
25-3......................................................... 0.5 28-i.......................................................... 0.5
25-4 – 25-5.............................................. 0.4 28-ii – 28-iii.............................................. 0.4
25-6......................................................... 0.5 28-iv......................................................... 0.5
25-7......................................................... 0.4 28-v......................................................... 0.4
25-8 – 25-9.............................................. 0.5 28-vi......................................................... 0.5
25-10 – 25-12.......................................... 0.4 28-vii – 28-6............................................. 0.4
25-13....................................................... 0.5 28-7......................................................... 0.5
25-14 – 25-15.......................................... 0.4 28-8 – 28-33............................................ 0.4
25-16....................................................... 0.5 28-34....................................................... 0.5
25-17 – 24............................................... 0.4 28-35 – 28-54.......................................... 0.4
25-25....................................................... 0.5 28-54 – 28-56.......................................... 0.5
25-26 – 25-32.......................................... 0.4 28-57 – 28-58.......................................... 0.4
51-57-i – 51-57-iii.................................... 0.4 70-i – 70-16............................................. 0.4
51-57-iv – 51-57-v................................... 0.5 71-i.......................................................... 0.4
51-57-vi – 56-2........................................ 0.4 71-ii – 71-iii.............................................. 0.5
56-3......................................................... 0.5 71-iv – 71-14........................................... 0.4
56-4......................................................... 0.4 71-15....................................................... 0.5
56-5......................................................... 0.5 71-16 – 71-19.......................................... 0.4
56-6 – 57-17............................................ 0.4 71-20....................................................... 0.5
Page *Revision Page *Revision
No. No. No. No.
71-21....................................................... 0.4 76-i.......................................................... 0.5
71-22....................................................... 0.5 76-ii – 76-11............................................ 0.4
71-23 – 71-25.......................................... 0.4 76-12 – 76-13.......................................... 0.5
71-26 – 71-28.......................................... 0.5 76-14....................................................... 0.4
71-29 – 71-30.......................................... 0.4 73-i – 73-iii............................................... 0.5
72-i.......................................................... 0.4 73-iv – 73-1............................................. 0.4
72-ii.......................................................... 0.5 73-2......................................................... 0.5
72-iii – 72-43............................................ 0.4 73-3 – 73-4.............................................. 0.4
72-44 – 72-47.......................................... 0.5 73-5......................................................... 0.5
74-i.......................................................... 0.5 73-6......................................................... 0.4
74-ii.......................................................... 0.4 73-7......................................................... 0.5
74-iii......................................................... 0.5 73-8 – 73-20............................................ 0.4
74-iv – 74-3............................................. 0.4 73-21....................................................... 0.5
74-4......................................................... 0.5 73-22 – 73-28.......................................... 0.4
74-5 – 74-10............................................ 0.4 73-29....................................................... 0.5
74-11....................................................... 0.5 73-30 – 73-31.......................................... 0.4
74-12 – 74-15.......................................... 0.4 73-32 – 73-34.......................................... 0.5
74-16 – 74-17.......................................... 0.5 73-35 – 73-36.......................................... 0.4
74-18....................................................... 0.4 61-i – 61-iii............................................... 0.4
80-i.......................................................... 0.5 61-iv......................................................... 0.5
80-ii – 80-6.............................................. 0.4 61-v – 61-56............................................ 0.4
80-7 – 80-8.............................................. 0.5 61-57 – 61-59.......................................... 0.5
80-9 – 80-10............................................ 0.4 61-60....................................................... 0.4
75-i.......................................................... 0.5
75-ii – 75-6.............................................. 0.4
75-7......................................................... 0.5
75-8 – 75-9.............................................. 0.4
75-10 – 75-11.......................................... 0.5
75-12....................................................... 0.4
77-i.......................................................... 0.5
77-ii – 77-7.............................................. 0.4
77-8......................................................... 0.5
77-9 – 77-10............................................ 0.4
78-i.......................................................... 0.5
78-ii – 78-4.............................................. 0.4
78-5......................................................... 0.5
78-6......................................................... 0.4
79-i.......................................................... 0.4
79-ii.......................................................... 0.5
79-iii – 79-23............................................ 0.4
79-24 – 79-25.......................................... 0.5
79-26....................................................... 0.4
 CONTENTS
VOLUME 1
Chapter Title ATA Number
ATA 100 100
AIRCRAFT GENERAL 5-12
STANDARD AIRFRAME PRACTICES 20
EQUIPMENT AND FURNISHINGS 25
STRUCTURES 51-57
FIRE PROTECTION 26
FUEL 28
ENGINE STANDARD PRACTICES 70
POWERPLANT 71
ENGINE 72
IGNITION 74
STARTING 80
AIR SYSTEMS 75
ENGINE INDICATION 77
EXHAUST 78
OIL 79
ENGINE CONTROLS 76
ENGINE FUEL AND CONTROL 73
PROPELLER 61
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

1 ATA 100
CHAPTER 1
ATA 100
CONTENTS
Page

INTRODUCTION......................................................................................................... 1-1
General.................................................................................................................. 1-1
DOCUMENTATION..................................................................................................... 1-2
General.................................................................................................................. 1-2
Mandatory Manuals............................................................................................... 1-2
Dehavilland Manuals.............................................................................................. 1-2
Test Definitions...................................................................................................... 1-3
Operational Test.............................................................................................. 1-3
Functional Test................................................................................................ 1-3
Bench Test....................................................................................................... 1-3
How To Use The Maintenance Manual................................................................... 1-5
Division of Subject Matter.............................................................................. 1-5
Standard Numbering System........................................................................... 1-5
Page Numbering.............................................................................................. 1-5
List of Effective Pages.................................................................................... 1-5
REVISIONS.................................................................................................................. 1-6
General.................................................................................................................. 1-6
Record of Temporary Revision Index..................................................................... 1-6
Service Bulletins.................................................................................................... 1-6
T.A.B.S Technical Advisory Bulletins.................................................................... 1-6
MMEL Master Minimum Equipment List.............................................................. 1-6
SUMMARY................................................................................................................... 1-7

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1 ATA 100
ILLUSTRATIONS
Figure Title Page

1-1 ATA Chapter/Section Numbering................................................................. 1-4

FOR TRAINING PURPOSES ONLY 1-iii

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

1 ATA 100
CHAPTER 1
ATA 100

INTRODUCTION
The purpose of this chapter is to describe the arrangement, numbering system, and special features
of the Air Transport Association format for aircraft maintenance manuals. To take advantage of all
the material presented in an ATA 100-format manual; the maintenance technician must become
thoroughly familiar with the outline and contents presented for any given airplane.

GENERAL
Specification No.100 is issued by the Air Transport format, the maintenance manual is broken down
Association of America as the Specification for into standard chapters as defined by ATA 100.
Manufacturers’ Technical Data. ATA 100 format Each chapter covers a specific area of maintenance
varies slightly between aircraft types because the information, such as Chapter 10, “Parking and
manufacturer is not required to revise existing Mooring” or a specific system, such as Chapter
publications to conform to subsequent ATA 32, “Landing Gear”.
100 revisions. It establishes a standard for the
presentation of certain data produced by aircraft, All data pertaining to a given system is located
engine and component manufacturers required for within its chapter, regardless of whether it is
the support of their respective products. Under this mechanical, hydraulic, or electrical in nature.

FOR TRAINING PURPOSES ONLY 1-1

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
1 ATA 100

DOCUMENTATION •• Ground Support Manual....PSM 1-6-2T

•• Wiring Diagram
Manual.......................... PSM 1-63-2W
GENERAL
•• Structural Repair Manual.... PSM 1-6-3
The DHC-6 300 Series Twin Otter Maintenance
•• Generic Structural Repair
Manual is prepared from manufacturer’s technical
data in accordance with Air Transport Association •• Schemes Manual.......... PSM 1-63-3RS
format (Revision 14). The Maintenance Manual
•• Illustrated Parts
provides sufficient information to enable a mechanic
Catalogue.......................... PSM 1-63-4
who is unfamiliar with the aircraft to service,
troubleshoot, test, adjust, and repair systems and to •• Corrosion Prevention
remove and install any unit normally requiring such Manual.......................... PSM 1-GEN-5
action on the line or in the maintenance hangar. The
•• Corrosion Prevention and Control
DHC 6, 100 and 200 Series technical data with the
Manual................................ PSM 1-6-5
aircraft manuals are not in the ATA format.
•• Component Maintenance
Manuals............................ PSM1-6-6A
MANDATORY MANUALS
•• Inspection Requirements
The Authorizing Body of ATA Publications Manual................................. PSM1-6-7
Sanctioned the Following Manuals Would Be
•• Equalized Maintenance Maximum
Mandatory Publications:
•• Availability (EMMA)
•• Aircraft Maintenance Manual. Manual........................PSM 1-63-7(IC)
•• Wiring Diagram Manual. •• Weight and Balance
Manual.............................. PSM 1-63-8
•• Illustrated Parts Manual.
•• Vendors Warranties
•• Component Maintenance Manual.
Manual.............................. PSM 1-6-10
•• Structural Repair Manual.
•• Structural Component Service Life
•• Tools and Equipment Manual.
•• Limits Manual.................. PSM 1-6-11
•• Weight and Balance Manual.
•• Modifications and Options
•• Non Destructive Testing Manual. Manual.............................. PSM 1-6-12
•• Power Plant Build-Up Manual. •• Service Bulletins and Technical
•• Advisory Bulletins (T.A.B) and
DEHAVILLAND MANUALS
•• Modification
Associated manuals for reference on Twin Bulletins........... PSM 1-6-SB/MB/TAB
Otter Maintenance include:
*Replaces Equipment Overhaul
Manual.............................. PSM 1-63-6
1. DeHavilland produced Manuals
•• Operating Data.................. PSM 1-63-1 NOTE
•• Flight Manual................. PSM 1-63-lA Operating Data and Flight
Manual (1-63-1 & 1-631A).
•• Maintenance Manual......... PSM 1-63-2
These documents are not indexed
•• Maintenance Manual in the ATA format.
(Short Nose)................... PSM 1-63S-2

1-2 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

1 ATA 100
2. Other Manuals NOTES
•• Transport Canada Master Minimum
Equipment List Available on the
Transport Canada Website.
•• FAA Master Minimum Equipment List
Available on the FAA Website.
•• Hartzell Propeller Owners Manual
#106.
•• Hartzell Propeller Overhaul Instructions
#118.
•• Pratt & Whitney of Canada - 27 Engine
Manuals
•• Pratt & Whitney of Canada - Specific
Operating Instructions #3013241.
•• P r a t t & W h i t n e y o f C a n a d a -
Maintenance Manual #3013242.
•• Pratt & Whitney of Canada - Parts
Catalogue #3013244.
•• Pratt & Whitney of Canada - Service
Bulletins.

TEST DEFINITIONS
Operational Test
This test is used to ascertain that a system or
component is in an operable condition. It can
be performed with the facilities installed in the
aircraft.

Functional Test
A functional test ascertains that a system or
unit is functioning properly in all aspects
in conformance with minimum acceptable
design specifications. This test may require
supplemental ground support or test equipment.

Bench Test
A bench test requires removal of the item
from the aircraft and a visual inspection for
general condition, impending failure, need for
lubrication, need for repair or replacement of
parts, and proper adjustment or calibration to
design specifications.

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
1 ATA 100

CHAPTER/SECTION NUMBERING

SECOND
ELEMENT

FIRST ELEMENT THIRD ELEMENT

21-20-01
CHAPTER (SYSTEM) SUBJECT (UNIT)
AIR CONDITIONING BLOWER
SECTION (SUBSYSTEM)
DISTRIBUTION

EXAMPLES: COVERAGE

SYSTEM
21-00-00 WHEN CHAPTER (SYSTEM) ELEMENT
NUMBER IS FOLLOWED BY ZEROS IN
AIR CONDITIONING SECTION AND SUBJECT ELEMENTS.
INFORMATION IS APPLICABLE TO THE
ENTIRE SYSTEM.

SUBSYSTEM
21-60-00 WHEN SECTION (SUBSYSTEM) ELEMENT
NUMBER IS FOLLOWED BY ZEROS IN
TEMPERATURE CONTROL SUBJECT ELEMENT. INFORMATION IS
APPLICABLE TO SUBSYSTEM AS A WHOLE.

SUB-SUBSYSTEM
DUAL TEMPERATURE 21-61-00 THIS DIGIT REPRESENTS A SUB-
SUBSYSTEM: INFORMATION IS
CONTROL APPLICABLE TO SUB-SUBSYSTEM AS
A WHOLE.

UNIT
21-61-05 INFORMATION IS APPLICABLE TO
SPECIFIC UNIT (COMPONENT) OF SUB-
DUAL TEMPERATURE SUBSYSTEM.
CONTROL VALVE

Figure 1-1. ATA Chapter/Section Numbering

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

1 ATA 100
HOW TO USE THE List of Effective Pages
MAINTENANCE MANUAL A List of Effective Pages is located at the
beginning of each chapter to allow the user to
Division of Subject Matter determine whether the chapter is complete and
if it contains the latest issue of all pages.
The Twin Otter Maintenance Manual is
separated into chapters with each chapter
On each list, the date quoted against each page
having Table of Contents. Only applicable
should correspond to the date on the relevant
chapters are included in any particular aircraft
page. The latest revisions are marked with an
Maintenance Manual.
* versus the normal black bar.

Standard Numbering System

The numbering system identifies and segregates
subject matter by chapter (system), section
(sub-system), and subject (unit). The system is
a conventional dash-number breakdown, and
each number is composed of three elements
consisting of two digits each. When referred
to as a unit, the three-element number (chapter/
section/subject) is called the “chapter/section”
number. The chapter/section number is located
in the lower right corner of each page with the
page number and date. Each system, subsystem,
and unit is allocated a block number to allow
for coverage of various modification states. For
example, if a modified rudder is introduced, the
original and modified rudders will be covered
under separate subject numbers: original
rudder, 27-20-11; modified rudder, 27-20-12.

Figure 1-1 illustrates the basic numbering

system.

Page Numbering
Page number blocks are allocated for the
different subject topics (modules), the pages
in each module being numbered from page
1 through 999. Since no one block of page
numbers is likely to be fully used, and other
blocks may not be used at all, it is inevitable
that page numbering for a subject will have
unused numbers in the sequence.

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
1 ATA 100

REVISIONS Canada and the F.A.A. jurisdiction, by reference

to the list below will have knowledge of possible
A.D.s issued by their local authority. Revision
GENERAL status previously printed on the pages have now
been discontinued. Only the date is printed.
ATA 100 allows the manufacturer a great deal
of leeway or freedom in the area of Maintenance
Manual revisions and their dissemination. Virtually
T.A.B.S TECHNICAL ADVISORY
every aircraft manufacturer has a system different BULLETINS
from any other manufacturer; some differences are
great while others are barely noticeable, but all are This publication was designed to assist the
intended to get maintenance information, routine operator in the maintenance and operation of his
or vital, to the field in a timely manner. deHavilland Canada aircraft. These publications
were prepared from the field by operators and
Because changes, particularly new temporary produced by deHavilland Canada as a reference
changes, may be vital to ground and/or airborne to the operators. The TABs are not to be used as
safety, the maintenance technician should be a reference to release of an aircraft to service,
thoroughly familiar with the methodology used by but considered as documents with an insight
a particular manufacturer to incorporate changes into challenges the operators have faced and
into the Maintenance Manual. The manufacturer’s solved in the past. The last TAB was issued in
methods are listed in detail in the Maintenance 1989. The TAB’s are no longer produced and
Manual “Introduction” for a given aircraft. the replacement document is the Service Letter.

Two types of revisions are issued by the

manufacturer for the Twin Otter: Normal and
MMEL MASTER MINIMUM
Temporary. EQUIPMENT LIST
The Master Minimum Equipment List (MMEL) is
RECORD OF TEMPORARY developed with Transport Canada or the F.A.A.,
REVISION INDEX with participation by the aviation industry, to
improve aircraft utilization and thereby provide
Temporary Revisions are recorded on the more convenient air transportation for the public.
Temporary Revision Index. If the revision was These documents are available on the Transport
incorporated by the manufacturer, it will be Canada and the F.A.A. Website.
annotated as such.
The approved MMEL includes those items
of equipment related to airworthiness and
SERVICE BULLETINS operating regulation as well as other items
that the authorities find may be inoperative
Service bulletins were issued in the order in
and yet maintain the required level of safety by
which they were created. The original index
applying appropriate conditions and limitations.
is not in ATA order. There is a second index
The MMEL is the basis for the development
under the heading of APPENDIX, “A” which
of an operators MEL which takes into
references all services bulletins into categories
consideration the operators particular aircraft
within the ATA System. Service bulletin
equipment configuration and operational
6/1 notes all F.A.A. or Transport Canada
conditions. Operator MELs, for administrative
Airworthiness Directives. It is understood
control may include items not contained in the
under normal practice of licensing authority of
MMEL; however relief from administrative
aircraft country of origin is considered to be the
control items must be approved. An operators
prime authority from which all others take lead.
MEL may differ in format from the MMEL,
Therefore operators in areas outside Transport
but cannot be less restrictive than the MMEL.

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

1 ATA 100
SUMMARY NOTES

The Introduction to an ATA 100-format

Maintenance Manual provides an explanation
of the documentation procedures used for
that particular aircraft manual. The ATA 100
major chapter/section/subject specification
does not vary a great deal among aircraft
manufacturers, however, there are usually
minor differences among maintenance
manuals, particularly in the area of techniques
for marking changes and their dissemination,
which do vary from one manufacturer to
another. That is why the maintenance
technician should read and understand the
Introduction to the manual for any particular
aircraft that requires maintenance. The
Introduction is the key to understanding
manufacturer-peculiar techniques used in the
manual to help the maintenance technician
find the required information in a minimum
of time. Review it occasionally; it has been
put there to help you.

FOR TRAINING PURPOSES ONLY 1-7

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 5-12
AIRCRAFT GENERAL
CONTENTS
Page

05-12 AIRCRAFT GENERAL

05-00-00 – 12-00-00 AIRCRAFT GENERAL............................................................... 5-1
Introduction........................................................................................................... 5-1
05-00-00 TIME LIMITS/MAINTENANCE CHECKS................................................... 5-4
General.................................................................................................................. 5-4
Basis for Requirements.......................................................................................... 5-4
Scope..................................................................................................................... 5-4
Contents of Manual................................................................................................ 5-4
Basic Inspection Requirements - Part 1........................................................... 5-4
Special Inspections - Part 2............................................................................. 5-5
Structural Components Service Life Limits - Part 3........................................ 5-5
Supporting Reference Documents................................................................... 5-5
Definitions............................................................................................................. 5-5
Inspection Programs............................................................................................... 5-6
Inspection Program (Standard)............................................................................... 5-6
‘Routine’ Check: Performed at Least Every Seven Days.................................. 5-6
‘A’ Check: Performed Every 125 Flying Hours................................................ 5-6
‘B’ Check: Performed Every 250 Flying Hours............................................... 5-6
‘C’ Check: Performed Every 500 Flying Hours............................................... 5-6
‘D’ Check: Every 6000 Flying Hours.............................................................. 5-9
Inspection Program (EMMA Controlled)............................................................... 5-9
Low Utilization Maintenance Program................................................................. 5-10

Revision 0.5
FOR TRAINING PURPOSES ONLY 5-12-i
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Recommended Low Utilization Maintenance Program (LUMP).................... 5-10
Rules Applicable to LUMP............................................................................ 5-10
Other Than Assumed Utilization.......................................................................... 5-11
High Intensity Radiated Fields (HIRF)................................................................. 5-11
05-12 AIRCRAFT GENERAL

06-00-00 DIMENSIONS AND AREAS......................................................................... 6-3

Aircraft Dimensions and Ground clearances........................................................... 6-3
Reference Jig Point................................................................................................ 6-3
Aircraft Stations..................................................................................................... 6-5
07-00-00 LIFTING AND SHORING............................................................................. 7-3
Approximate Weight of Components...................................................................... 7-3
Hoisting the Aircraft.............................................................................................. 7-3
Hoisting the Fuselage............................................................................................. 7-3
Hoisting a Wing..................................................................................................... 7-5
Hoisting the Vertical Stabilizer............................................................................... 7-5
Hoisting the Horizontal Stabilizer.......................................................................... 7-5
Hoisting an Engine................................................................................................. 7-7
Hoisting a Propeller............................................................................................... 7-7
Jacking the Aircraft................................................................................................ 7-9
07-00-00 SPECIAL TOOLS........................................................................................ 7-13
08-00-00 LEVELING AND WEIGHING...................................................................... 8-2
09-00-00 TOWING AND TAXIING.............................................................................. 9-3
09-00-00 SPECIAL TOOLS.......................................................................................... 9-5
10-00-00 PARKING AND MOORING........................................................................ 10-3
Parking Procedure................................................................................................ 10-3
General......................................................................................................... 10-3

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Page
Parking Brake............................................................................................... 10-3
Gust Lock Installation................................................................................... 10-5
Mooring Procedure............................................................................................... 10-7
10-00-00 SPECIAL TOOLS........................................................................................ 10-9

05-12 AIRCRAFT GENERAL

11-00-00 PLACARDS AND MARKINGS................................................................... 11-3
12-00-00 SERVICING................................................................................................. 12-3
General................................................................................................................ 12-3
12-20-05 AIRCRAFT CLEANING.............................................................................. 12-4
General................................................................................................................ 12-4
Compressor Wash................................................................................................. 12-4
Windshield And Window Cleaning....................................................................... 12-4
Upholstery Cleaning............................................................................................ 12-4
12-30-05 COLD WEATHER PROTECTION............................................................... 12-6
SERIES 100 AND 200 DIFFERENCES...................................................................... 12-7
Fuselage............................................................................................................... 12-7
Powerplant........................................................................................................... 12-7
Walkaround.......................................................................................................... 12-7
12-00-00 SPECIAL TOOLS........................................................................................ 12-9

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

5-1 Explanation of Basic Inspection Form......................................................... 5-8

6-1 Aircraft Dimensions.................................................................................... 6-2

05-12 AIRCRAFT GENERAL

6-2 Jig Point...................................................................................................... 6-3
6-3 Aircraft Stations.......................................................................................... 6-4
6-4 Area Diagram.............................................................................................. 6-6
7-1 Hoisting Aircraft (Complete) and Fuselage (Sheet 1 of 2)............................ 7-2
7-2 Hoisting Aircraft (Complete) and Fuselage (Sheet 2 of 2)............................ 7-4
7-3 Engine and Propeller Hoisting..................................................................... 7-6
7-4 Aircraft Jacking........................................................................................... 7-8
7-5 Balance Diagram.......................................................................................7-10
7-6 Ground Support Equipment – Lifting and Shoring (Sheet 1 of 2)..............7-12
7-7 Ground Support Equipment – Lifting and Shoring (Sheet 2 of 2)..............7-14
8-1 Floor Seat Rails........................................................................................... 8-2
9-1 Method for Towing (With Tow Bar)............................................................. 9-2
9-2 Alternate Method for Towing....................................................................... 9-2
9-3 Accumulator................................................................................................ 9-3
9-4 Torque Link Quick Release Pin.................................................................... 9-3
9-5 Nose Gear Shock Strut................................................................................ 9-4
9-6 Ground Support Equipment – Towing and Taxiing....................................... 9-6
10-1 Parking Brake............................................................................................10-2
10-2 Gust Lock Installation...............................................................................10-4
10-3 Aircraft Mooring Points.............................................................................10-6
10-4 Ground Support Equipment – Parking and Mooring (Sheet 1 of 4)............10-8

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure Title Page

10-5 Ground Support Equipment – Parking and Mooring (Sheet 2 of 4)..........10-10

10-6 Ground Support Equipment – Parking and Mooring (Sheet 3 of 4)..........10-12
10-7 Ground Support Equipment – Parking and Mooring (Sheet 4 of 4)..........10-13
05-12 AIRCRAFT GENERAL

11-1 Example of External Placards....................................................................11-2

11-2 Example of Internal Placards.....................................................................11-4
12-1 Servicing Diagram.....................................................................................12-2
12-2 Ground Support Equipment - Servicing.....................................................12-8

TABLES
Table Title Page
7-1 
Approximate Weight of Components............................................................ 7-3

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CHAPTER 5-12
AIRCRAFT GENERAL

05-12 AIRCRAFT GENERAL

05-00-00 – 12-00-00 AIRCRAFT GENERAL
INTRODUCTION
The Twin Otter was manufactured by deHavilland Aircraft of Canada. It is an unpressurized,
all-metal, high-wing, twin turboprop aircraft with fixed tricycle gear and steerable
nosewheel. It is powered by two Pratt & Whitney Canada Limited PT6A-series engines
driving three-blade, reversible-pitch, full-feathering propellers. It carries a crew of two and
up to 20 passengers, depending on seating configuration.
The versatility of the Twin Otter allows it to be configured for many different aerial operations
such as cargo transportation, ambulance duties, supply dropping, aerial survey, and fire-
fighting. The aircraft can be adapted for operations on wheel skis, spring skis, Canadian
Aircraft Product (CAP) floats (which necessitates the installation of a short nose), and
intermediate flotation gear for “soft-field” operation. Optional installations available include
wing fuel tanks, anti-icing and deicing systems, crew and passenger oxygen systems, propeller
synchronizer, air conditioning, autopilot, and various radio, navigation, and communications
systems. Amphibious and standard floats for Series 300 aircraft are available from Wipaire
Inc with STC approval.

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Twin Otter models, by serial number, are: NOTES

•• DHC-6 Series 1 - SNs 001 through 005
•• DHC-6 Series 100 - Serial Numbers 006
through 115
•• DHC-6 Series 200 - Serial Numbers 116
through 230
05-12 AIRCRAFT GENERAL

•• DHC-6 Series 300 - Serial Numbers 231

through 844
For a general comparison, the Series 300 airplanes
are powered by PT6A-27 engines, the Series 1, 100
and 200 by the 550 shp PT6A-20. The 620 shp-27
engine is the more powerful through all phases of
flight. There are STC approved modifications to
install the -27 engines on Series 200 aircraft and
-34 engines on Series 300 aircraft are available.

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05-12 AIRCRAFT GENERAL

CHAPTER 5
TIME LIMITS/MAINTENANCE CHECKS

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05-00-00 TIME LIMITS/ SCOPE

MAINTENANCE CHECKS The purpose of this manual is to establish
“What” and “When” to inspect and conditions
to be sought. In general, the objective of
GENERAL the requirements is to direct the attention of
maintenance personnel to components and
The inspection requirements contained in
areas where defects may result from normal
05-12 AIRCRAFT GENERAL

the Inspection Requirement Manual have

usage. The requirements are not designed to
been designed to provide the operators with
lead to the detection of isolated discrepancies
inspection programs which will maintain the
that may occur on a one time basis, nor
aircraft in a continuous state of airworthiness.
discrepancies resulting from abuse or poor
Pre-established reconditioning or overhaul
maintenance practices.
time limits for complete aircraft have been
eliminated, thus preventing lengthy out-of-
When performing the inspections prescribed
service periods.
by this manual, the inspection personnel
must examine both the specified item and the
Part 3 of this manual contains supplementary
components and parts in the surrounding area
information and procedures relating to
for irregularities or defects.
recommended structural components service
life limits. The actual limits are, however,
It is the operator’s responsibility to comply
specified in the separate Structural Components
with any additional inspections (one time or
Service Life Limits Manual PSM 1-6-11.
recurring) as recommended by the airframe,
engine or component manufacturers or as
BASIS FOR REQUIREMENTS defined by airworthiness directives issued by
the controlling airworthiness authority.
The inspection requirements detailed in this
manual are based on the combined results of
fatigue and systems reliability test performed
NOTE
at the manufacturer’s facilities and service For particular inspection
experience with the aircraft under varying tasks, when establishing the
operational and environmental conditions. inspection requirements for a
particular aircraft, refer to the
The requirements will be amended on a Statement of Conformities for
continuous basis as further test results and the aircraft to determine the
service experience dictate. MOD applicability.

With respect to the main landing gear, it is

important that the total time and cycles be
CONTENTS OF MANUAL
tracked as this information is vital for future
maintenance schedule adjustments based on
Basic Inspection Requirements -
service experience. Part 1
These requirements are for normal operations
The prescribed frequencies at which the
from paved runways under moderate climatic
inspections are performed assumes an aircraft
conditions, and provide a series of visual
utilization of approximately 1200 hours
inspection checks (Routine and A through D)
annually with average stage lengths of 50
which terminate at 6000 hours.
minutes.

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Special Inspections - Part 2 PT6A-34 Engine Maintenance Series 400

Manual
This part contains the inspection requirements
which supplement the Basic Inspection 118-A Propeller Handbook ALL Series
Requirements, and provides coverage for
106G Propeller Owner’s ALL Series
special operating and environmental conditions,
Manual
calendar timed inspections, heavy landing
inspection, wing structural integrity check, DHC-6 Service Bulletins ALL Series

05-12 AIRCRAFT GENERAL

hot end inspection and alternative landing gear
DHC-6 Technical Advisory ALL Series
requirements.
Bulletins

Structural Components Service DEFINITIONS

Life Limits - Part 3
Unless otherwise stated, all prescribed
This part contains the manufacturer’s
inspections are performed by visual means,
background information on how the service
which may require a lamp, mirror, and 5-10
life limits of structural components, contained
power magnifying glass.
in PSM 1-6-11, are determined. A procedure
is included for the wing main spar Fail-Safe
Other techniques such as X-ray, dye penetrant,
inspection, with some illustrations provided for
etc. may be used if there are reasons to suspect
crack detection on critical fittings which have
that a part has been subjected to abnormal loads.
been subjected to abnormal conditions.

Supporting Reference Documents

Information on ‘’How’’ to perform the tests,
adjustments or calibrations and ‘’How’’ to
establish performance tolerances, wear limits,
etc. will be found in the following:

PSM 1-6-2 Maintenance Series 100/200

Manual, DHC-6

PSM 1-63-2 Maintenance Series 300

Manual, DHC-6

PSM 1-64-2 Maintenance Series 400

Manual, DHC-6

PSM 1-6-3 Structural Repair ALL Series

Manual, DHC-6

PSM 1-6-11 Structural

Components
Service Life Limits

Manual, DHC-6 ALL Series

PT6A-20 Engine Maintenance Series 100/200

Manual

PT6A-27 Engine Maintenance Series 300

Manual

Revision 0.5
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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

INSPECTION PROGRAMS ‘B’ Check: Performed Every 250

To facilitate effective utilization of the aircraft
Flying Hours
compatible with operational requirements the This visual check is performed together with
operator may choose between two standard the ‘A’ check and includes requirements for
inspection programs. These inspection main fuel filter inspection and detailed wheel
programs contain the detailed requirements and brake inspections.
for performance of the scheduled aircraft
05-12 AIRCRAFT GENERAL

inspections. The frequencies at which the

inspections are performed are expressed in
‘C’ Check: Performed Every 500
flying hours, calendar times and cycles or Flying Hours
flights as applicable.
This is a comprehensive, thorough and searching
visual inspection of all items which are subject
Both programs are described more fully
to adjustment, discrepancies, or failure. Included
in “Inspection Program (Standard)” and
in these requirements are operational and
“Inspection Program (EMMA Controlled)”.
functional tests. Some items are inspected at
intervals that are multiples of 500 hours, example
INSPECTION PROGRAM 1000, 1500, 2000, 3000 and 6000 hours. Under
‘C’ check x 500 heading are twelve columns
(STANDARD) numbered 1 to 12; each numbered inspection
will be performed 500 hours after completion
This Inspection Program incorporates the Basic
of the last numbered inspection. A detailed
Inspection Requirements (Part 1) and Special
breakdown of the inspection cycle is as follows:
Inspection Requirements (Part 2) as applicable.
These requirements detail the routine and
regular frequency inspections between 125 and Flying Time (Hours) Check
6000 hours. Testing of operating components to
125 A Check
determine continued serviceability is performed
at various periods up to 6000 hours; removal 250 A and B Checks
for bench testing or internal examination is the
375 A Check
general requirement. The types of checks with
related frequencies and scope are detailed as 500 A, B and C1 Checks
follows:
625 A Check

750 A and B Checks

‘Routine’ Check: Performed at
875 A Check
Least Every Seven Days
1000 A, B and C2 Checks
This is a visual inspection for obvious damage
and leaks, general security and system 1125 A Check
pressures. Some access doors and engine
1250 A and B Checks
cowlings are to opened for this inspection.
1375 A Check

‘A’ Check: Performed Every 125 1500 A, B and C3 Checks

Flying Hours 1625 A Check

This visual check includes the requirements for 1750 A and B Checks
removal of the engine fuel and oil filters.
1875 A Check

2000 A, B and C4 Checks

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Flying Time (Hours) Check NOTES

2125 A Check

2250 A and B Checks

2375 A Check

2500 A, B and C5 Checks

05-12 AIRCRAFT GENERAL

2625 A Check

2750 A and B Checks

2875 A Check

3000 A, B and C6 Checks

3125 A Check

3250 A and B Checks

3375 A Check

3500 A, B and C7 Checks

3626 A Check

3750 A and B Checks

3875 A Check

4000 A, B and C8 Checks

4125 A Check

4250 A and B Checks

4375 A Check

4500 A, B and C9 Checks

4675 A Check

4750 A and B Checks

4875 A Check

5000 A, B and C10 Checks

5125 A Check

5250 A and B Checks

5375 A Check

5500 A, B and C11 Checks

5625 A Check

5750 A and B Checks

5875 A Check

6000 A, B and C12 Checks

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05-12 AIRCRAFT GENERAL

Figure 5-1. Explanation of Basic Inspection Form

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

‘D’ Check: Every 6000 Flying

Hours
This is a meticulous inspection usually
requiring disassembly of the component and/
or a bench or calibration test.

Figure 5-1 shows a typical Basic Inspection

05-12 AIRCRAFT GENERAL

page with explanation of the column headings
and codes used.

INSPECTION PROGRAM
(EMMA CONTROLLED)
This program consists of 48 equalized checks
performed at 125 hour intervals. The total
inspection effort prescribed by the basic
inspection requirements has been prescheduled
so as to provide an approximately equal
manhour requirement for each check. This
prevents peak workloads with resulting
extended downtime, thus providing maximum
continuous aircraft availability.

Each check contains inspection items for each

of the five work areas to provide a basis for
task allocation if inspection teams are used.

The program checks are allotted in the

following manner:

Flying Time EMMA Check

(Hours) No.

125 1 NOTE: If the EMMA controlled Inspection Program is introduced during the
Standard Inspection Program, certain additional items must be performed to
bring the EMMA program into phase.

250 2

375 3 NOTE: If the EMMA controlled Inspection Program is introduced during the
Standard Inspection Program, certain additional items must be performed to
through
bring the EMMA program into phase.
6000 48

Revision 0.5
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The program is available on special order The calendar based EMMA, plus the applicable
as a package, designated EMMA (Equalized items in “Rules applicable to LUMP”,
Maintenance for Maximum Availability) and listed below, become the Low Utilization
comes complete with convenient 11 x 8½ inch Maintenance Program.
size work cards, work area reference diagrams
and forms for the recording of inspection work, Using this format, even for operators flying
discrepancies and replacements. less than 875 flight hours per year, the EMMA
program would be completed at the maximum,
05-12 AIRCRAFT GENERAL

The recording forms are designed to provide the every 8 years.

operator with a convenient and effective system
by which to maintain continuing analysis and The implementation of the LUMP ensures the
surveillance of his inspection and maintenance level of maintenance is comparable to aircraft
programs. operating at the nominal annual utilization
rate and maintains using the limitations in the
The Inspection Program (EMMA) consists of Inspection Requirement Manual.
the following documents:
Rules Applicable to LUMP
Item Part Number
1. The PSM 1-6-7 Inspection Requirements
Complete Package PSM 1-6-7 (E) Manual; the ‘Routine Check’ remains
(EMMA) unchanged; to be performed at least every
seven (7) days.
Inspection Work Cards PSM 1-6-7 (IC)
2. The PSM 1-6-7 Inspection Requirements
Area Diagram PSM 1-6-7 (D1)
Manual Part 2 ‘Special Inspection
Access and Insp Panels PSM 1-6-7 (D2) Requirements’, apply as appropriate.
Diagram
3. I n P S M 1 - 6 - 7 a n d P S M 1 - 6 - 1 1 , a l l
Lubrication Diagram PSM 1-6-7 (D3) programs/checks based on Calendar or
Cycles are to be adhered to.
Servicing Diagram PSM 1-6-7 (D4)
4. T h e r e q u i r e m e n t s o f t h e C o r r o s i o n
Torque Values Diagram PSM 1-6-7 (D5)
Inspection Program must be adhered to
Inspection Log PSM 1-6-7 (F1) verbatim; EMMA ‘Aircraft Corrosion Card
No. Corr’ and ‘Year’.
Discrepancy Report PSM 1-6-7 (F2)
5. Limitations mandated by ADs are to be
Replacement Record PSM 1-6-7 (F3)
adhered to.
6. Long/Short-term storage requirements
LOW UTILIZATION should be followed if applicable.
MAINTENANCE PROGRAM 7. Additional tasks or frequency of tasks,
as determined by the local operating
Recommended Low Utilization conditions, should be performed.
Maintenance Program (LUMP) 8. The operator’s local regulatory authority,
For aircraft operating less than 875 flight hours prior to implementation, must approve all
per year, it is recommended that the operator programs.
follow the EMMA program, with checks spaced
at two-month (60 day) intervals (6 per year),
with a maximum of 125 flight hours between
any two checks (to compensate for peak season
flying).

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

OTHER THAN ASSUMED NOTES

UTILIZATION
For utilization other than that specified in
items 2. Basis for Requirements or 10. Low
Utilization Maintenance Program (e.g. high
utilization and/or high cycle/hour ratio

05-12 AIRCRAFT GENERAL

operations), consult with the OEM to obtain
guidance on establishing an appropriate
maintenance program.

HIGH INTENSITY RADIATED

FIELDS (HIRF)
Inspection of this aircraft system or airframe
area is intended to maintain protection features
in the installation and airframe design that are
essential to minimizing adverse effects from
High Intensity Radiated Fields (HIRF) and
from the direct and indirect effects of lightning
strike (DEL/IRL). If an alternate procedure is to
be used for conducting the inspection, contact
Viking Air Limited or the local airworthiness
authority for approval prior to implementing
the alternate procedure.

This manual and the EMMA inspection package

will be updated by Temporary Revision if and
when needed.

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05-12 AIRCRAFT GENERAL

CHAPTER 6
DIMENSIONS AND AREA

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DIHEDRAL 3˚

PROPELLER PROPELLER
GROUND CLEARANCE 60 IN (1.52m) DIAMETER 8 FT 6 IN 9 FT
05-12 AIRCRAFT GENERAL

(2.6 m) 3 IN
(2.82 m)
(3.7 m)
TRACK
12 FT 2 IN
WING SPAN 65 FT 0 IN (19.8m)

PROPELLER SIDE
CLEARANCE 25.6 IN (65 cm)

*DIMENSIONS TO GROUND LINE ARE **SERIES 100/200

APPROXIMATE ONLY AND VARY PRIOR TO MODIFICATION
DEPENDING UPON AIRPLANE 6/1077
CONFIGURATION AND LOADING
CONDITIONS REFER TO PSM 1-5-21
GROUND SUPPORT MANUAL FOR
SPECIFIC DETAILS.

20 FT 8 IN
(6.3 m)
TAIL SPAN
HEIGHT
19FT 6 IN (6.5 m)
APPROX AT NORMAL
WEIGHT
9 FT 1 IN
(3 m)
CABIN HEIGHT 3 FT 11 IN

14 FT 10 IN
(4.5 m)
LENGTH 48 FT 6 IN ** (14.8 m)
LENGTH 51 FT 9 IN (15.8 m)

Figure 6-1. Aircraft Dimensions

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

06-00-00 DIMENSIONS 4. Vertical stabilizer

AND AREAS •• Height................................ 13 ft - 6 in.

•• Root Chord............ 10 ft - 0 in. (Basic)
AIRCRAFT DIMENSIONS AND •• Tip Chord......................... 5 ft - 0.6 in.
GROUND CLEARANCES •• Aspect ratio.................................. 1.84

05-12 AIRCRAFT GENERAL

5. Fuselage
With the aircraft supported on its landing gear,
refer to Figure 6-1, the principal dimensions •• Width (maximum)............. 5 ft - 9.2 in.
and ground clearances are as follows:
•• Height (top of center
fuselage).............................. 9 ft - 8 in.
NOTE 6. Areas
Dimensions to Ground Line
•• Wing...................................... 420 sq ft
are approximate only and vary
depending on aircraft configuration •• Horizontal stabilizer and
and loading conditions. elevators.................................. 98 sq ft
7. Landing gear
1. Overall Dimensions
•• Main Wheels track............. 12 ft - 2 in.
•• Span................................... 65 ft - 0 in.
•• Length............................... 51 ft - 9 in. REFERENCE JIG POINT
•• Height (tires normal).......... 19 ft - 6 in.
Refer to Figure 6-2. Jig Point.
•• Propeller ground clearance
(static)................................. 5 ft - 0 in. On each side of the fuselage attached to the
sloping bulkhead at station 109.32, WL-13.85
•• Design gross weight...... 12,500 pounds
is a button shaped protrusion which is the
2. Wings reference jig point. This is used for symmetry
checks. For aircraft in the float configuration,
•• Type............................................ High
it is the front float attachment point.
•• Chord................................... 6 ft - 6 in.
•• Incidence................................. 2 - 1/2°
•• Dihedral............................................3°
•• Aspect Ratio................................. 10.0
•• Airfoil Section.......... High Lift Section
3. Horizontal stabilizer and elevators
•• Span................................... 20 ft - 8 in.
•• Chord................................... 4 ft - 9 in.
•• Incidence..........................................0°
•• Dihedral............................................0°
•• Aspect ratio.................................. 4.35
•• Airfoil Section........... 63A213 Inverted
and Modify
Figure 6-2. Jig Point

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05-12 AIRCRAFT GENERAL

Figure 6-3. Aircraft Stations

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AIRCRAFT STATIONS NOTES

In Figure 6-3, the stations diagram shows
the location of the structural members of the
aircraft in inches from three reference sources,
each designated as station 0. Station 0 of the
fuselage is 60.00 inches forward of the flight
compartment front bulkhead, station 0 of the

05-12 AIRCRAFT GENERAL

wing, horizontal stabilizer and elevator is the
centerline of the aircraft; and station 0 of the
vertical stabilizer and rudder is the aircraft
water line.

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05-12 AIRCRAFT GENERAL

Figure 6-4. Area Diagram

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05-12 AIRCRAFT GENERAL

CHAPTER 7
LIFTING AND SHORING

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05-12 AIRCRAFT GENERAL

Figure 7-1. Hoisting Aircraft (Complete) and Fuselage (Sheet 1 of 2)

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

07-00-00 LIFTING AND mounting brackets) is therefore required to

hoist these Post Mod aircraft. Both slings are
SHORING designed to enable the aircraft to be hoisted
complete with furnishings and full fuel load
(refer to Figure 7-1 and Figure 7-2).
APPROXIMATE WEIGHT OF
COMPONENTS HOISTING THE FUSELAGE

05-12 AIRCRAFT GENERAL

ITEM APPROXIMATE
The fuselage, with empennage removed, is
WEIGHT (POUNDS)
hoisted using the same sling and attachment
Engine 324 points as for the aircraft hoisting. The aircraft
sling cannot be used if empennage is installed
Propeller 134
to fuselage (refer to Figure 7-1 and Figure 7-2).
Wing 910

Wing Strut 90

Aileron 79

Flaps 133

Vertical Stabilizer 53

Rudder 67

Horizontal Stabilizer 94

Elevator 70

Main Wheel Ski 234

Nose Wheel Ski 160

Main Spring Ski 218

Nose Spring Ski 149

Table 7-1. A
 pproximate Weight of
Components

HOISTING THE AIRCRAFT

The entire aircraft (Pre Mod 6/1752 and
6/1881) may be hoisted by an aircraft hoisting
sling (SD12501-3) attached to special pins
which are inserted through the four hollow
wing-to-fuselage attachment bolts. On aircraft
incorporating Mod 6/1752 and 6/1881, the
hardware securing the two rear wing-to-
fuselage attachment fittings differs from the
Pre Mod design in order to accommodate new
link rods; sling SD12501-5 (with different rear

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05-12 AIRCRAFT GENERAL

Figure 7-2. Hoisting Aircraft (Complete) and Fuselage (Sheet 2 of 2)

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

HOISTING A WING NOTES

A wing may be hoisted by means of the wing
sling (SD12505), two lifting cradles and a
crane with a sufficient lifting capacity. The
cradles should be placed about ten feet apart and
positioned slightly toward the wing root from
center (refer to Figure 7-1 and Figure 7-2).

05-12 AIRCRAFT GENERAL

HOISTING THE VERTICAL
STABILIZER
The vertical stabilizer is hoisted by means of
a vertical stabilizer hoisting sling (SD12507),
which is secured to the top rib of the vertical
stabilizer, after first removing the stabilizer cap
(refer to Figure 7-1 and Figure 7-2).

HOISTING THE HORIZONTAL

STABILIZER
The horizontal stabilizer is hoisted by means
of a horizontal stabilizer and elevator hoisting
sling (SD 12508), which is secured at two
forward points and one rear point about the
center of the stabilizer cap (refer to Figure 7-1
and Figure 7-2).

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05-12 AIRCRAFT GENERAL

Figure 7-3. Engine and Propeller Hoisting

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HOISTING AN ENGINE NOTES

The engine may be hoisted using the engine
sling (SD12541) attached to the lifting points
of the engine. If desired, the engine may be
removed or installed with propeller attached
(refer to Figure 7-3).

05-12 AIRCRAFT GENERAL

HOISTING A PROPELLER
1. From a vertical position:
Position the propeller with one blade
pointing vertically down, loop sling
(SD5534) around roots of upper blades and
hoist using a crane of sufficient capacity
(refer to Figure 7-3).
2. From a horizontal position:
Loop sling (SD5534) around roots of two
blades, support unslung blade to prevent
damage to tip, and hoist using a crane of
sufficient capacity.

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05-12 AIRCRAFT GENERAL

Figure 7-4. Aircraft Jacking

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JACKING THE AIRCRAFT NOTES

Five jacking points are provided on the aircraft
and are located on the underside of the fuselage
and main gear as follows;

•• Nose Fuselage Sta 85.45

05-12 AIRCRAFT GENERAL

•• Undercarriage / Strut Sta 229.53
•• Strut Sta 239.88
•• Rear Fuselage Sta 511.25
•• Rear lifting point Sta 468.0.

Each jacking pad is coded with a letter, the

related insert shows the jacking application.
Tail lifting or slinging is accomplished by a
bar inserted in the rear fuselage lifting tube and
supported by two jacks, one at each end (refer
to Figure 7-4).

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05-12 AIRCRAFT GENERAL

Figure 7-5. Balance Diagram

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05-12 AIRCRAFT GENERAL

PAGE INTENTIONALLY LEFT BLANK

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05-12 AIRCRAFT GENERAL

Figure 7-6. Ground Support Equipment – Lifting and Shoring (Sheet 1 of 2)

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

07-00-00 SPECIAL TOOLS

Refer to:

•• Figure 7-6. Ground Support Equipment – Lifting and Shoring (Sheet 1 of 2).
•• Figure 7-7. Ground Support Equipment – Lifting and Shoring (Sheet 2 of 2).

05-12 AIRCRAFT GENERAL

ITEM NO. DESCRIPTION FUNCTION IDENTIFICATION
1 Adapter Locates tripod jack on underside of SD5506–1
aircraft

2 Aircraft sling Used to hoist complete aircraft (Pre SD12501–3

Mod 6/1752 and 6/1881)
2A Aircraft sling refer to Figure Used to hoist complete aircraft (Post SD12501–5
1, Sheet 1 Mod 6/1752 and 6/1881)

2B Conversion Kit refer to Used to convert sling SD12501–3 into SD10503–201

Figure 1, Sheet 1 sling SSD12501–5

3 Jacking beam Used to jack nose section of aircraft SD12538–1

when changing skis

4 Jury strut (standard landing Used to support rear fuselage C6GT1012–1 (SD12539–1)
gear)

5 Jury strut (intermediate Used to support rear fuselage C6GT1012–3 (SD12539–3)

flotation gear)

6 Tripod jack and extension Used to jack aircraft at main wheel and SD12545–1
nose jacking positions; height range 14
1/2 to 51 inches; capacity 3 tons
7 Support jack Used to support rear fuselage during SD12564–1
heavy maintenance; height range 52
7/8 to 88 1/4 inches

8 Adapter jacking (A-K) Used with item 6 at main wheel SD12534–1

positions

FOR TRAINING PURPOSES ONLY 7-13

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05-12 AIRCRAFT GENERAL

Figure 7-7. Ground Support Equipment – Lifting and Shoring (Sheet 2 of 2)

7-14 FOR TRAINING PURPOSES ONLY

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05-12 AIRCRAFT GENERAL

CHAPTER 8
LEVELING AND WEIGHING

FOR TRAINING PURPOSES ONLY 8-1

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08-00-00 LEVELING AND

WEIGHING
Refer to Figure 8-1. Floor Seat Rails.

Chapter 8 of the Maintenance Manual covers

levelling and weighing. Lateral and longitudinal
05-12 AIRCRAFT GENERAL

levelling is accomplished, respectively, by

placing a straight edge and spirit level across,
and then along, the seat rail, or rail and track
assembly, and adjusting the supporting jacks
until the aircraft is level.

The aircraft must be reweighed if alterations

have resulted in an estimated 2% change to the
empty weight or if five years have elapsed since
the last weighing. The weighing procedure is
found in the PSM 1-6-8.

Figure 8-1. Floor Seat Rails

8-2 FOR TRAINING PURPOSES ONLY

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05-12 AIRCRAFT GENERAL

CHAPTER 9
TOWING AND TAXIING

FOR TRAINING PURPOSES ONLY 9-1

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05-12 AIRCRAFT GENERAL

Figure 9-1. Method for Towing (With Tow Bar)

Figure 9-2. Alternate Method for Towing

9-2 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

09-00-00 TOWING AND

TAXIING
Refer to:

•• Figure 9-1. Alternate Method for Towing.

05-12 AIRCRAFT GENERAL

•• Figure 9-2. Accumulator.
•• Figure 9-3. Torque Link Quick Release Pin.
•• Figure 9-4. Nose Gear Shock Strut.

CAUTION
ENSURE THAT BRAKE
ACCUMULATOR IS FULLY
CHARGED TO 1500 PSI
Figure 9-3. Accumulator
BEFORE COMMENCING TO
TOW AIRCRAFT.

CAUTION
ENSURE THAT THE QUICK
RELEASE PIN IS INSTALLED
IN THE TORQUE LINKS FOR
TAXI.

Towing the aircraft is accomplished by attaching

a tow bar (SD12502-7) to the nose wheel axle
and disconnecting the nose leg torque links.
To connect the tow bar to the nose wheel axle,
insert pawl pins through ends of the tow bar into
the axle spools, and then insert L-shaped locking
pins vertically through ends of the tow bar and
the groove in pawl pins.

To tow an aircraft fitted with wheel skis, rotate

tow bar (SD12502–7) to position the swivel
caster on the ground. Align tow bar with holes
in nose wheel ski, insert pawl pins and secure Figure 9-4. Torque Link Quick Release Pin
with locking pins.

Station a crew member in flight compartment

to operate brakes when aircraft is being towed.

FOR TRAINING PURPOSES ONLY 9-3

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05-12 AIRCRAFT GENERAL

Figure 9-5. Nose Gear Shock Strut

9-4 FOR TRAINING PURPOSES ONLY

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05-12 AIRCRAFT GENERAL

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 9-5

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05-12 AIRCRAFT GENERAL

Figure 9-6. Ground Support Equipment – Towing and Taxiing

9-6 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

09-00-00 SPECIAL TOOLS

ITEM NO. DESCRIPTION FUNCTION IDENTIFICATION
1 Towbar, floatplane Used to tow aircraft when beaching SD5562–1
gear is fitted

2 Towbar, wheels or skis Used to tow aircraft fitted with SD12502–7

05-12 AIRCRAFT GENERAL

wheels or skis

-2A Towbar, wheels or skis Used to tow aircraft fitted with 01–1128–0008 (Alternate to item 2)
wheels or skis (Tronair Ground Support Equipment)

3 Towbar Used to tow aircraft with SD12502–9

intermediate flotation gear

4 Beaching gear Fitted to forward right and left sides C6GT1016–3–LH C6GT1016–4–RH
of floats when beaching aircraft

5 Beaching gear, tail Fitted to rear end of floats when C6GT1017–5

beaching aircraft

6 Towbar, portable A collapsible bar to facilitate towing C6GT1032–1

long or short nose aircraft with
standard landing gear

FOR TRAINING PURPOSES ONLY 9-7

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05-12 AIRCRAFT GENERAL

CHAPTER 10
PARKING AND MOORING

FOR TRAINING PURPOSES ONLY 10-1

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05-12 AIRCRAFT GENERAL

Figure 10-1. Parking Brake

10-2 FOR TRAINING PURPOSES ONLY

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10-00-00 PARKING AND NOTES

MOORING
PARKING PROCEDURE
General

05-12 AIRCRAFT GENERAL

Park the aircraft by heading it into the wind,
applying the parking brakes, locking the control
surfaces, fitting protective covers and propeller
restrainers as necessary, and closing all doors
and access provisions. Before leaving the flight
compartment ensure that controls are set as follows:

Parking Brake
Refer to Figure 10-1. Parking Brake.

A push-pull type parking brake handle is on a

pedestal between the pilot rudder pedals. To
apply the parking brake, depress both brake
pedals fully, pull out the parking brake handle
and release pedals. To release parking brake,
apply pressure to both brake pedals, push brake
handle fully in and release pedals.

FOR TRAINING PURPOSES ONLY 10-3

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05-12 AIRCRAFT GENERAL

Figure 1: Gust Lock Installation

Figure 10-2. Gust Lock Installation

10-4 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Gust Lock Installation NOTES

Position aileron and elevator gust lock hook
assembly over left arm of control column and
engage hand wheel inner spoke in padded
support. Align hook assembly lug with eyebolt
on control column and install pip pin.

05-12 AIRCRAFT GENERAL

Move rudder pedals to neutral position, lift
rudder gust lock lever and insert spring loaded
spigot of strut assembly into socket below floor.
Position the caution flag in the tube assembly
so that the flag obscures the instrument panel.
Move control column forward until end fitting
of hook assembly is aligned with gust lock
bracket on instrument panel. Push down on
strut assembly and engage strut upper spigot
pin through hook assembly end fitting and gust
lock bracket (refer to Figure 10-2).

FOR TRAINING PURPOSES ONLY 10-5

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05-12 AIRCRAFT GENERAL

Figure 10-3. Aircraft Mooring Points

10-6 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

MOORING PROCEDURE NOTES

Mooring is accomplished by parking the
aircraft as in “Parking Procedure”, chocking
all wheels fore and aft, and tying aircraft down
with mooring rope (SD12519) using aircraft
tie-down points (refer to Figure 10-3).

05-12 AIRCRAFT GENERAL

FOR TRAINING PURPOSES ONLY 10-7

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Figure 10-4. Ground Support Equipment – Parking and Mooring (Sheet 1 of 4)

10-8 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

10-00-00 SPECIAL TOOLS

Refer to:

•• Figure 10-4. Ground Support Equipment – Parking and Mooring (Sheet 1 of 4).
•• Figure 10-5. Ground Support Equipment – Parking and Mooring (Sheet 2 of 4).

05-12 AIRCRAFT GENERAL

•• Figure 10-6. Ground Support Equipment – Parking and Mooring (Sheet 3 of 4).
•• Figure 10-7. Ground Support Equipment – Parking and Mooring (Sheet 4 of 4).

ITEM NO. DESCRIPTION FUNCTION IDENTIFICATION

-1 Tool kit (A-A) Loose equipment comprising SD12511–1, SD12512–1
SD12509–3, SD12510–1, and SD5527–1

-2 Tool kit (A-B) Loose equipment comprising SD12511–1, SD12512–3

SD12509–3, SD12510–13, and SD5527–1

-3 Tool kit (A-C) Loose equipment comprising SD12511–1, SD12512–5

SD12509–3, SD12510–5, and SD5527–1

-3A Tool kit (A-M) Loose equipment comprising SD55271–1, SD12512–7

SD12509–3, SD12510–7, and SD12511–1 (can be
used in place of items 2 and 3)

-3B Tool kit (A-N) Loose equipment comprising SD55271–1, SD12512–9

SD12509–3, SD12510–9, and SD12511–3 (can be
used in place of items 2, 3 and 3A)

4 Tool roll Holds all loose equipment tools (included in kits SD12511–1
SD12512–1, –3, –5 and –7)

4A Tool roll Holds all loose equipment tools (included in kits SD12511–3
SD12512–1, –3, –5, –7 and –9)

5 Engine exhaust cover (A-D) Fits over engine exhaust to prevent ingress of SD12557–1
foreign objects when aircraft is parked

6 Engine exhaust cover (A-E) See item 5 SD12557–5

(A-O)

7 Engine exhaust cover (A-A) See item 5 SD12504–1

8 Gust lock, elevator and Used to lock elevator and aileron controls SD12510–1
aileron (A-A) (included in kit SD12512–1)

9 Gust lock, elevator and Used to lock elevator and aileron controls SD12510–3
aileron (A-A) (included in kit SD12512–3)

10 Gust lock, elevator and Used to lock elevator and aileron controls SD12510–5
aileron (A-C) (included in kit SD12512–5)

10A Gust lock, elevator and Used to lock elevator and aileron controls C6GT1020–5
aileron (A-C) replaces SD12510–5 in kit SD12512–5 )

FOR TRAINING PURPOSES ONLY 10-9

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05-12 AIRCRAFT GENERAL

Figure 10-5. Ground Support Equipment – Parking and Mooring (Sheet 2 of 4)

10-10 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

ITEM NO. DESCRIPTION FUNCTION IDENTIFICATION

10B Gust lock, elevator and Used to lock elevator and aileron controls SD12510–7
aileron (A-M) (included in kit SD12512–7) (replaces item 10)

10C Gust lock, elevator and Used to lock elevator and aileron controls C6GT1042-3
aileron (A-N) (included in kit SD12512–9) (replaces items 8, 9,
10 and 10B)

05-12 AIRCRAFT GENERAL

11 Windshield cover Fits over windshield during aircraft mooring SD12518–1

12 Pitot tube cover Fits over pitot tube to prevent ingress of foreign SD5527–1
objects when aircraft is parked (included in kits
SD12512–1, –3, –5, –7 and –9)

13 Engine air intake Fits over engine air intake to prevent ingress of SD12503–1
foreign objects when aircraft is parked

14 Engine air intake cover, See item 13 SD12503–3

deiced

-14A Engine air intake cover See item 13 (replaces items 13 and 14) C6GT1050–1

-15 Engine air intake cover See item 13 C6GT1050–3

(A-O)

16 Tie-down ring Used to secure aircraft during mooring SD12509–3

17 Tie-down rope Used with tie-down rings when mooring aircraft SD12519–1

18 Propeller restraining device Prevents propeller windmilling when aircraft is SD12523–1

parked

19 Propeller restraining device Prevents propeller windmilling when aircraft is SD12523–3

(A-I) parked

-20 Engine nacelle cover Used for winter protection of engine C6GT1033–1

FOR TRAINING PURPOSES ONLY 10-11

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05-12 AIRCRAFT GENERAL

Figure 10-6. Ground Support Equipment – Parking and Mooring (Sheet 3 of 4)

10-12 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

05-12 AIRCRAFT GENERAL

Figure 10-7. Ground Support Equipment – Parking and Mooring (Sheet 4 of 4)

FOR TRAINING PURPOSES ONLY 10-13

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

05-12 AIRCRAFT GENERAL

CHAPTER 11
PLACARDS AND MARKINGS

FOR TRAINING PURPOSES ONLY 11-1

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05-12 AIRCRAFT GENERAL

Figure 11-1. Example of External Placards

11-2 FOR TRAINING PURPOSES ONLY

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11-00-00 PLACARDS NOTES

AND MARKINGS
Refer to:

•• Figure 11-1. Example of External

Placards.

05-12 AIRCRAFT GENERAL

•• Figure 11-2. Example of Internal
Placards.

Numerous placards, nameplates, and markings

are listed in Chapter 11 of the Maintenance
Manual, and their locations are shown. They
are used for various purposes, including:

•• Operating or installation instructions

•• Directional movements
•• Servicing instructions
•• Part or position identification
•• Rescue and escape instructions
•• Safety precautions.

A table in the Maintenance Manual lists the

external types of markings (stencil or other),
letter size in inches, and color of the letters.
Many markings are used inside the aircraft
and are listed in a second table by type (label,
placard, silkscreen, or plate) and part number.
Markings required by government regulations
are those concerned with:

•• Baggage
•• Fuel and Oil
•• Emergency
•• Safety
•• Airspeed
•• Operating limitations
•• Aircraft registration.

FOR TRAINING PURPOSES ONLY 11-3

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05-12 AIRCRAFT GENERAL

Figure 11-2. Example of Internal Placards

11-4 FOR TRAINING PURPOSES ONLY
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05-12 AIRCRAFT GENERAL

CHAPTER 12
SERVICING

FOR TRAINING PURPOSES ONLY 12-1

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05-12 AIRCRAFT GENERAL

Figure 12-1. Servicing Diagram

12-2 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

12-00-00 SERVICING NOTES

GENERAL
Particular attention was given to the Twin
Otter design with respect to providing
simple servicing features. Chapter 12 of the

05-12 AIRCRAFT GENERAL

Maintenance Manual, “Servicing”, consists
of descriptions and illustrations to aid in
locating system or component servicing points.
Instructions for application and removal of
electrical and hydraulic power are given.
Replenishing data specifications and procedures
for replenishing or servicing airplane systems
and specific components are listed. Major
servicing points of the airplane are shown in
Figure 12-1.

The application or removal of electrical power

will be found in ATA 24 of this manual. The
replenishment procedures normally listed in
Chapter 12 will be found in the ATAs as follows:

•• Fuel refer to ATA 28

•• Hydraulics refer to ATA 29
•• Landing gear refer to ATA 32
•• Engine oil refer to ATA 79
•• Oxygen refer to ATA 35.

Chapter 12 also has aircraft cleaning

instructions and cold weather protection
procedures detailed.

FOR TRAINING PURPOSES ONLY 12-3

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12-20-05 AIRCRAFT NOTE

CLEANING Never use familiar products
such as acetone, Avgas, jet fuel,
carbon tetrachloride, alcohol, or
GENERAL commercial household window
and glass cleaners for cleaning
The Maintenance Manual outlines procedures windshields or windows.
05-12 AIRCRAFT GENERAL

for compressor wash, windshield and window

cleaning, and upholstery cleaning.
NOTE
Do not use any abrasive
COMPRESSOR WASH materials, strong acids, or
methyl ethyl ketone (MEK) on
WARNING aircraft windows.

All personnel and equipment

must be kept clear of the
NOTE
propeller when carrying out an Do not allow solvent to contact
engine compressor wash. rubber, plastic, or fiberglass parts
when cleaning the propellers.
An engine compressor wash can be
accomplished with the engine running or
motoring. A spray ring installed in the nacelle
UPHOLSTERY CLEANING
is used for engine washes. A hand held wash
When possible, use only vacuum cleaning on
wand may be used for motoring washes. The
the upholstery when cleaning the inside of
Maintenance Manual refers users to the Pratt
the airplane. Avoid commercial upholstery
& Whitney Canada specifications listed in the
cleaners, as they may remove any flame-
Pratt & Whitney Canada Engine Maintenance
retardant chemical contained in the cloth.
Manual for washing equipment. The
compressor washes must be carried out strictly
For cleaning the polyvinyl chloride upholstery
in accordance with instructions given in the
surfaces, the Maintenance Manual recommends
Pratt & Whitney Canada Engine Maintenance
the use of soft wiping rags immersed and
Manual.
wrung out in warm water at 110 to 120°F. Mild
detergents or soap flakes may be dissolved in
WINDSHIELD AND WINDOW the water at approximately 5% by weight. Rinse
with a soft, damp cloth saturated with clear,
CLEANING warm water. Wipe dry with soft, clean, dry
rags. Do not use excessive pressure on matte
Clean the windshield and cabin windows with
surfaces, which are less abrasive-resistant than
soap and water applied by sponge, clean rag,
textured surfaces.
or hands. Any rubbing necessary to remove
obstinate spots of dirt should be done with bare
Stubborn spots such as shoe polish, lipstick,
hands so that static electricity (which attracts
iodine, mercurochrome, paint, etc., can be
dust) is not generated. After cleaning, polish
removed with polyplastex vinyl cleaner. Use
with anti-static plastic cleaner, and finish to
a soft rag and wring out after immersing in
a high polish with a clean, dry, soft cloth.
the cleaner. If stains persist, add a very small
Remove jewelry from hands and wrists, and do
amount of abrasive powder cleaner to the vinyl
not allow metal snaps on shirt or jacket cuffs
cleaner. Again, use a soft rag and work on the
to scrape the surface.
stained area only.

12-4 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Persistent rubbing “glazes” a matte surface. NOTES

To remove the glaze, use 200-grit sandpaper
or emery paper. Dip in polyplastex vinyl
cleaner, and stroke the glazed surface gently,
horizontally and vertically, to form a criss-cross
surface, which will match the matte surface.

Mildew stains from adjacent trim or moulding

05-12 AIRCRAFT GENERAL

can be removed and the mildew suppressed by
using warm water and Clorox, approximately
1 part Clorox to 9 parts warm water.

Contact cement stains can be removed by using

a soft rag immersed in gasoline, aircraft grade.

CAUTION
Ketones, such as methyl ethyl
ketone (MEK), aldehydes, and
esters will dissolve or mar the
surface finish.
Fingernail polish or remover
contains acetone or MEK and
should be removed from the
polyvinyl surface before it has
a chance to dry. The remaining
stain can be removed with
Polyplastex Vinyl Cleaner.

FOR TRAINING PURPOSES ONLY 12-5

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

12-30-05 COLD CAUTION

WEATHER PROTECTION All exterior surfaces, particularly
airfoil surfaces, must be
Cold weather procedures vary according to completely clear of snow, slush,
conditions and available equipment. Generally, or ice immediately prior to takeoff.
the handling of aircraft in extreme cold and/
or severe ice, snow, slush, or freezing rain
05-12 AIRCRAFT GENERAL

conditions is a matter of judgement, on the part CAUTION

of the maintenance technician and the air crew, if
Use FPD fluids with extreme caution
flying is scheduled. Standard precautions include:
near engines and exhaust gas areas
to avoid accumulations that could
•• Clearing the parking area of ice, snow,
be ingested or ignited on engine
and slush
start. Remove any accumulation
•• Clearing (at a minimum) the area before starting engines.
around the landing gear struts of ice,
snow, and slush
CAUTION
•• Plugging all exterior openings to
prevent blowing snow or rain from Do not use hard or sharp tools
entering the structure or aircraft systems for removing ice. Use FPD fluids
sparingly around hinge points
•• S e r v i c i n g a n y a n t i - i c i n g s y s t e m s
and bearings. Do not spray
installed in the aircraft
directly onto these areas.
•• Applying Icex to propeller blades
•• D e - i c i n g t h e e x t e r n a l s u r f a c e s NOTE
immediately before flying.
The procedures given in the
De-icing is defined as the process of removing Maintenance Manual may be
accumulations of snow or ice from the aircraft. varied according to conditions
Freezing point depressant (FPD) fluids can aid and available equipment.
in snow and ice removal. Heat the FPD fluids
contained in the de-icer/washer rig if facilities
exist for heating the fluids; this makes them
NOTE
more effective in the deicing process than In extremely cold weather,
unheated fluids. covers can be prevented from
freezing to the airplane by
Anti-icing is defined as the procedure used to prevent applying a light brush coat of
or delay the formation of ice accumulations on the FPD fluid.
airplane and flight control surfaces. Application of
unheated FPD fluids is more effective in the anti-
icing process than heated fluids.
NOTE
FPD fluids must be applied at
The Maintenance Manual gives detailed the correct mixture strength and
instructions for cold weather protection of the temperature as determined by
Twin Otter and lists the following cautions and the rig manufacturer.
notes concerning cold weather handling:

12-6 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

NOTE NOTES
Application of hot air can
also be used to melt ice from
surfaces, but do not direct hot air
on window surfaces. Melting ice
must be mopped dry to prevent
subsequent re-freezing on the

05-12 AIRCRAFT GENERAL

airplane.

SERIES 100 AND 200

DIFFERENCES
FUSELAGE
All series aircraft without the long nose baggage
compartment (mod 6/1077) incorporated are 2
feet 3 inches shorter (at the nose) than those
aircraft models with the long nose installed.
The short nose is required for all series aircraft
equipped with Canadian Aircraft Products
floats. The amphibious or standard floats from
Wipaire Inc with STC approval for series
300 aircraft can retain the long nose baggage
compartments.

POWERPLANT
Either PT6A-20 (Series 100 and 200 airplanes)
or -27 (Series 300 and retrofitted Series 200
airplanes) engines are installed on the Twin
Otter. The primary difference between the -20
and -27 is shaft horsepower, the -20 being rated
at 550 shp and the -27 at 620 shp.

Wipaire and Viking Air LTD hold STCs to

upgrade only the 300 series to a PT6A-34
engine at 750 shp. Wipaire’s STC allows for
a maximum torque of 61 psi (750 shp) for 5
minutes followed by 50 psi (620 shp) for Max
continuous. The Viking Air LTD installation is
limited to 50psi (620 shp) continuous.

WALKAROUND
Refer to Appendix A in this manual for
the Twin Otter pictorial walkaround or the
FlightSafety Ground Run Checklist for a
written walk around procedure.

FOR TRAINING PURPOSES ONLY 12-7

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05-12 AIRCRAFT GENERAL

Figure 12-2. Ground Support Equipment - Servicing

12-8 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

12-00-00 SPECIAL TOOLS

Refer to Figure 12-2. Ground Support Equipment - Servicing.

ITEM NO. DESCRIPTION FUNCTION IDENTIFICATION

1 Oxygen recharging adapter Used to recharge oxygen SD5687–1

05-12 AIRCRAFT GENERAL

cylinders

2 Fuel funnel filter Used with fuel funnel C3Y29–17 SD12522–3

3 Nozzle extension (A-F) Used to increase rate of refueling SD12525–1

4 Fuel funnel Used with filter SD12522 to fuel C3Y29–17

aircraft when manual refueling
from cans is required

-5 Fuel dipstick gauge Used to check approximate levels C6G1088–1

of fuel tanks (lbs)

-5A Fuel dipstick gauge (A-O) Used to check approximate levels C6G1088–3
of fuel tanks (kgs)

-6 Fuel quantity test assembly Test To test fuel quantity indicating C5GT100112–3 or
Set Harness to measure probe system C5GT100126–3 89–108–1
capacitance AC power cable DC (Ragen) 78–108–1 (Ragen)
power cable (if required) System 78–108–5 (Ragen) 78–108–7
harness – single tank (Ragen) 78–108–4 (Ragen)

-7 Oil or fuel warning switch To bench test pressure settings of SD5688–3 (See Chapter 79)
pressure tester oil or fuel warning switches

-8 Engine wash compression tank Used to provide solution under C6G1084–3 (Two tank system)
pressure to nacelle mounted
engine spray ring

-9 Multimeter Testing aircraft 8010A (Fluke) (or equivalent)

-10 Combination level and angle Used for checking angles when Model XLO (Ex-Cell-O Corp)
finder rigging or leveling aircraft or (Bushing Sales)
components
-11 Plumb bob Used in leveling aircraft LS STarret Tool No.87 (or
equivalent)

-12 Grease gun General lubrication 28–2715 (Canadian Tire) (or

equivalent)

-13 Adapter valve To adapt to nitrogen charging 2755 (Schrader) (or equivalent)
points

-14 Bevel protractor For flight controls rigging, 607–436813–48 (Do-All)

propeller deicing brush block
setting, etc.

-16 Engine/generator unit, portable, Electrical power source for Rev-it III (Diesel)
trailer type with tow bar starting and ground functioning (Trilectron Industries Inc.)
tests

FOR TRAINING PURPOSES ONLY 12-9

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

ITEM NO. DESCRIPTION FUNCTION IDENTIFICATION

-17 Self-propelled unit (capable of See item 16 Power-tug 20 (gasoline)
towing aircraft) Alternative: Power-tug
D24 (diesel) (Trilectron
Industries Inc.)

-17A Mobile unit, hand pushable See item 16. Operates on AC D. C. Lectropak (Trilectron
3-phase 220 V/60 Hz or 440/480V Industries Inc.)
05-12 AIRCRAFT GENERAL

or 380V 50 Hz supply Note: When ordering specify

“with wheels” and appropriate
voltage/Hz required

-18 Engine/generator unit, trailer See item 16 Model Jet EX II (Hobart)

type with tow bar or unit suitable
for mounting on a wheeled
vehicle

-19 AC to DC converter unit, For use in hangar, or on ramp 6FR28–400CL (60 Hz)
stationary or portable where AC supply is available 5FR28–400 CL (50 Hz) (Hobart)
Note: When ordering,
appropriate voltage/Hz must
be specified.

-20 Master tool list of commercially Used for general maintenance C5GT100158–1
available tools

-21 Demineralizer To purify water used in engine 8901 (Fisher) (or as required)
wash

-22 DC output cable (length 20 or For use with items 18 and 19 AN2551
30 ft)

-23 Suction gauge (0.30 Hg) Required to test aircraft deicing Fig. 5801 Spec No. 126596
system (when installed) (Ametek)

-24 Pressure gauge (0–30 psi) For pneumatic system functional Fig. 5801 Spec No. 126587
test (Ametek)

-25 Fuel transfer pump To transfer fuel from drums or Wix model
underground tanks to aircraft

-26 Hose kit Used with item 25 Wix

-27 Tool kit, basic line maintenance Used for ground servicing C5GT100113–1

-28 Roller, cabinet Used with item 20 2260

-29 Engine Compressor Washer, Used for engine compressor 08–4022–1000 (Tronair
portable motoring was (Includes 7 gallon Inc (Danair)
tank, 50–foot hose and AN
connector)

-30 Battery service kit For servicing Marathon battery 71300174–001 (DHC)

-31 Battery service kit For servicing Saft battery 71300174–003 (DHC)

12-10 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 20
STANDARD AIRFRAME PRACTICES
CONTENTS
Page

20-00-00 STANDARD AIRFRAME PRACTICES....................................................... 20-1

General................................................................................................................ 20-1
20-10-06 FLUID LINES AND FITTINGS - TORQUING............................................ 20-3
General................................................................................................................ 20-3
Materials and Equipment...................................................................................... 20-3
Materials.............................................................................................................. 20-3

20 STANDARD AIRFRAME
Equipment............................................................................................................ 20-3

PRACTICES
Lubricate Threads................................................................................................. 20-3
Torquing............................................................................................................... 20-3
Torque Oxygen and Pitot System Tapered Thread Fittings.................................... 20-3
Torque Fluid Lines and Fittings............................................................................ 20-5
20-10-25 ADHESIVES - GENERAL ELECTRIC PSA529/SRC–18............................ 20-7
General................................................................................................................ 20-7
Materials and Equipment...................................................................................... 20-7
Surface Treatment................................................................................................ 20-7
Safety Precautions................................................................................................ 20-7
Cleaning the Bonding Surfaces............................................................................ 20-9
Preparation of Adhesives...................................................................................... 20-9
20-20-14 FASTENERS - TORQUING....................................................................... 20-10
General.............................................................................................................. 20-10
Materials and Equipment.................................................................................... 20-10

FOR TRAINING PURPOSES ONLY 20-i

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Materials............................................................................................................ 20-10
Equipment.......................................................................................................... 20-10
Requirements..................................................................................................... 20-10
Torquing............................................................................................................. 20-10
Overtorqued Fasteners........................................................................................ 20-10
Retorquing......................................................................................................... 20-11
Use of Torque Wrenches and Adapters............................................................... 20-11
Identification of Torqued Fasteners.................................................................... 20-11
20-30-32 PROTECTIVE COATINGS ALODINE 1200S - MANUAL
APPLICATION......................................................................................................... 20-12
20 STANDARD AIRFRAME

General.............................................................................................................. 20-12
PRACTICES

Materials and Equipment.................................................................................... 20-12

Safety Precautions.............................................................................................. 20-12
Cleaning Before Manual Application................................................................. 20-13
Degreasing and Manual Solvent Cleaning.......................................................... 20-13
Mechanical Cleaning.......................................................................................... 20-14
Manual Deoxidizing (Deoxidine 624, Alumi Prep 33 or Turco W.O.1)................ 20-14
Preparation of Alodine 1200S Solution.............................................................. 20-14
Manual Application of Alodine 1200S Solution................................................. 20-15
Application of Alodine 1200S Chemical Conversion Coating............................. 20-15
Touch Up of Chemical Conversion Coating Using
Touch-N-Prep Alodine 1132 or Alodine 1200S................................................... 20-15
Equipment Notes................................................................................................ 20-16
Requirements..................................................................................................... 20-16
Additional Information....................................................................................... 20-16
Handling of Processed Parts............................................................................... 20-16

20-ii FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Defective Coatings............................................................................................. 20-16
Storage............................................................................................................... 20-17
Disposal of Solutions......................................................................................... 20-17
20-35-16 PROTECTIVE COATINGS - HARD AND SOFT FILM
CORROSION PREVENTIVE COMPOUNDS.....................................................................................20-18
General.............................................................................................................. 20-18
Material............................................................................................................. 20-18
Safety Precautions.............................................................................................. 20-18
Preparation of Corrosion Preventive Compounds............................................... 20-18
Hard Film Compound......................................................................................... 20-18

20 STANDARD AIRFRAME
Soft Film Compound.......................................................................................... 20-19

PRACTICES
Soft Film Compound (Boeshield and LPS No. 3)............................................... 20-19
Preparation of Parts............................................................................................ 20-19
Prepare Parts...................................................................................................... 20-19
Application of Hard Film Compound (Grade 1)................................................. 20-19
Open End Tubes................................................................................................. 20-19
Sealed Tubes...................................................................................................... 20-19
Small Parts......................................................................................................... 20-19
Application of Soft Film Compound (Grade 2)................................................... 20-20
Small Parts......................................................................................................... 20-20
Application of Soft Film Compound (Grade 3 Type I and Type II)..................... 20-20
Small Parts......................................................................................................... 20-20
Large Parts......................................................................................................... 20-20
Removal of Film................................................................................................. 20-20
Touch-Up and Repair......................................................................................... 20-20

FOR TRAINING PURPOSES ONLY 20-iii

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Requirements..................................................................................................... 20-21
20-40-21 SEALANTS - WEATHER SEALING......................................................... 20-22
General.............................................................................................................. 20-22
Location of Sealant............................................................................................ 20-22
Safety Precautions.............................................................................................. 20-22
Preparation of Sealant........................................................................................ 20-22
Pot Life of Mixed Adhesive................................................................................ 20-22
Preparation of Parts............................................................................................ 20-23
Application of Sealant........................................................................................ 20-25
Faying Surface Sealing....................................................................................... 20-25
20 STANDARD AIRFRAME

Fillet Sealing...................................................................................................... 20-25

PRACTICES

Dome Sealing Fasteners..................................................................................... 20-29

Butt Joint Sealing............................................................................................... 20-31
Resealing........................................................................................................... 20-31
Sealant Curing................................................................................................... 20-31
Clean-Up............................................................................................................ 20-31
Maintenance of Equipment................................................................................. 20-31
20-45-03 BRAZING - INDUCTION - CORROSION RESISTANT
STEEL CABLES....................................................................................................... 20-32
General.............................................................................................................. 20-32
Materials and Equipment.................................................................................... 20-32
Safety Precautions.............................................................................................. 20-32
Pre-cleaning....................................................................................................... 20-32
Assembly and Brazing........................................................................................ 20-32
Defluxing and Oiling.......................................................................................... 20-33

20-iv FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Visual Requirements.......................................................................................... 20-33
Testing............................................................................................................... 20-34
Inspection Markings........................................................................................... 20-34
Storage............................................................................................................... 20-34
20-50-10 SEALANT AND ADHESIVES.................................................................. 20-35
20-60-01 INSPECTION, CLEANING AND LUBRICATION OF 7X19
AND 7X7 CONTROL CABLES................................................................................ 20-38
General.............................................................................................................. 20-38
Materials and Equipment.................................................................................... 20-38
Materials............................................................................................................ 20-38

20 STANDARD AIRFRAME
Equipment.......................................................................................................... 20-38

PRACTICES
Safety Precautions.............................................................................................. 20-38
Cleaning............................................................................................................. 20-38
Inspection/Check................................................................................................ 20-39
Cable Damage.................................................................................................... 20-39
External Wear..................................................................................................... 20-39
Broken Wires..................................................................................................... 20-39
Corrosion........................................................................................................... 20-39
Lubrication......................................................................................................... 20-40
Requirements..................................................................................................... 20-40
20-70-01 HANDLING OF STATIC SENSITIVE ELECTRONIC
COMPONENTS AND DEVICES.............................................................................. 20-43
Scope................................................................................................................. 20-43
Equipment.......................................................................................................... 20-43
Procedure........................................................................................................... 20-43
General.............................................................................................................. 20-43

FOR TRAINING PURPOSES ONLY 20-v

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Storage............................................................................................................... 20-44
Stores Handling.................................................................................................. 20-44
Installation and Removal of Avionics Boxes....................................................... 20-44
20-75-00 ELECTRICAL BONDING AND GROUNDING OF
AIRCRAFT STRUCTURES...................................................................................... 20-47
General.............................................................................................................. 20-47
Types of Bonding Installation............................................................................. 20-47
Requirements..................................................................................................... 20-47
Installation of Bonding Hardware and Ground Studs.......................................... 20-48
Bonding Hardware............................................................................................. 20-48
20 STANDARD AIRFRAME

Ground Studs..................................................................................................... 20-48

PRACTICES

Installation of MS90298 Fuel Nozzle Grounding Receptacles............................ 20-48

Surfaces to be Prepared for Electrical Bonding.................................................. 20-48
Surface Preparation............................................................................................ 20-49
Removal of High Resistance Films..................................................................... 20-49
Manual Solvent Cleaning................................................................................... 20-50
Resistance Measurement.................................................................................... 20-50
General.............................................................................................................. 20-50
Equipment.......................................................................................................... 20-50
Testing of Stripped or Masked Electrical Bond Contact Areas............................ 20-51
Electrical Component Bonding........................................................................... 20-51
Touch-up of Bond Points and Resistance Measurements Points.......................... 20-52
Sealing of Bonding and Grounding Hardware.................................................... 20-55
Materials............................................................................................................ 20-55
Equipment.......................................................................................................... 20-55

20-vi FOR TRAINING PURPOSES ONLY

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Page
Preparation......................................................................................................... 20-55
Application of Sealant........................................................................................ 20-55
20-75-02 ELECTRICAL BONDING OF PLUMBING LINES.................................. 20-57
General.............................................................................................................. 20-57
Electrical Bonding of Plumbing Lines (Typical)................................................. 20-57
20-80-00 INSTALLATION OF AIRCRAFT ANTENNAS......................................... 20-59
General.............................................................................................................. 20-59
Materials and Equipment.................................................................................... 20-59
Requirements..................................................................................................... 20-59
Installation Procedures....................................................................................... 20-60

20 STANDARD AIRFRAME
PRACTICES

FOR TRAINING PURPOSES ONLY 20-vii

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

20-1 Fluid Lines and Fittings Thread Lubricants................................................20-2

20-2 Shelf Life Adhesive Label..........................................................................20-8
20-3 Faying Surface Seal.................................................................................20-24
20-4 General Description of Fillet Seal............................................................20-24
20-5 Acceptable Application of Fillet Seals.....................................................20-26
20-6 Typical Dome Sealing of Fasteners..........................................................20-28
20-7 Dome Sealing Anchor Nut.......................................................................20-28
20-8 Butt Seal Joint.........................................................................................20-30

20 STANDARD AIRFRAME
20-9 Butt Seal Configurations.........................................................................20-30

PRACTICES
20-10 Static Awareness Label............................................................................20-42
20-11 Set-up Static Free Work Stations..............................................................20-42
20-12 Alternative Set-up of Static Free Work Stations.......................................20-42
20-13 Surfaces to be Prepared for Bonding........................................................20-54
20-14 Surfaces to be Prepared with Conductive Nuts and Bolts.........................20-54
20-15 Sealing of Electrical Bonding Assemblies - Indirect Bonding..................20-56
20-16 Sealing of Electrical Bonding Assemblies - Direct Bonding....................20-56
20-17 Plastic Sachet Sealant..............................................................................20-58
20-18 Base of the Antenna.................................................................................20-58
20-19 Antenna Bolt Pattern...............................................................................20-60

FOR TRAINING PURPOSES ONLY 20-ix

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

TABLES
Table Title Page

20-1 Fluid Lines and Fittings Thread Lubricants................................................20-4

20-2 Fluid Lines and Fittings Torque Values......................................................20-5
20-3 Solvent Selection For General Materials....................................................20-8
20-4 Minimum Breaking Load.........................................................................20-34
20-5 Coil Diameter..........................................................................................20-34
20-6 Sealant and Adhesives - List of Manufacturers (Sheet 1 of 3)..................20-35
20-7 Sealant and Adhesives - List of Manufacturers (Sheet 2 of 3)..................20-36
20-8 Sealant and Adhesives - List of Manufacturers (Sheet 3 of 3)..................20-37

20 STANDARD AIRFRAME
20-9 Type of Bonding Installations..................................................................20-46

PRACTICES
20-10 Bonding Hardware Torque Value..............................................................20-46

FOR TRAINING PURPOSES ONLY 20-xi

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 20
STANDARD AIRFRAME PRACTICES

20 STANDARD AIRFRAME
PRACTICES
20-00-00 STANDARD AIRFRAME PRACTICES
GENERAL
The standard practices continued in this chapter apply to adhesives, fasteners, sealants and
protective coatings as used and recommended by Viking Air Limited.

FOR TRAINING PURPOSES ONLY 20-1

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
Figure 20-1. Fluid Lines and Fittings Thread Lubricants
20 STANDARD AIRFRAME
PRACTICES
20-2 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20-10-06 FLUID WARNING

LINES AND FITTINGS DO NOT LUBRICATE
- TORQUING OXYGEN SYSTEM FITTING.
OIL OR GREASE EXPOSED
TO OXYGEN UNDER
GENERAL PRESSURE COULD CAUSE
AN EXPLOSION RESULTING
Unless otherwise detailed in individual
IN SERIOUS INJURY TO
maintenance practices this standard specifies
PERSONNEL AND/OR
procedures and requirements for torquing fluid
DAMAGE TO EQUIPMENT.
line tapered thread fittings and AN818 and
NAS591 fluid line coupling nuts.
4. On oxygen and pitot-static system tapered
threads, wrap the thread circumference
MATERIALS AND EQUIPMENT once with teflon tape, cut tape length to
obtain a minimum overlap, and work into
Materials threads with fingers.
•• Anti-seize Compound – Zinc Oxide 5. When the system fluid is specified in Table
Base, Castrol Canada Ltd 20-1 as the lubricant, the fluid may be

20 STANDARD AIRFRAME
applied generously.
•• Anti-seize Compound – Amber Petrolatum,
Penreco Division of Penzoil Ltd
TORQUING

PRACTICES
•• Anti-seize Compound – Tite Seal No. 1
or No. 2, Radio Specialty Co. Torque Oxygen and Pitot System
•• Anti-seize Compound – MIL–G–4343 Tapered Thread Fittings
•• Anti-seize Compound – MIL–T–5544 1. Screw fitting in not less than two and one half
turns then torque between 22 and 30 pounds
•• Teflon Tape – No. 48, Minnesota
– inches.
Mining and Manufacturing Co.
2. Replace fittings that leak when torqued to
Equipment 30 pound – inches.
•• Torque wrenches, sockets and adapters 3. Remove and discard any fitting torqued
as required. to more than 30 pounds – inches. Do not
loosen and retorque.
LUBRICATE THREADS
Refer to Table 20-1. Fluid Lines and Fittings
Thread Lubricants.

1. Apply lubricant sparingly to male threads

only (to prevent clogging of system or
contamination of fluid).
2. On straight threads, apply lubricant to all
but the first two threads.
3. On tapered threads (except oxygen and
pitot-static systems), apply lubricant to
the first three threads and ensure that no
lubricant enters the bore of the fitting.

FOR TRAINING PURPOSES ONLY 20-3

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Line Content Type of Thread Thread Lubricant

Fuel or Oil Straight Thread Anti-Seize Compound – Zinc Oxide Base
or Amber Petrolatum

Tapered Thread Anti-Seize Compound – Tite Seal No. 1

or No. 2

Hydraulic Fluid – MIL–H–5606 Straight Thread Hydraulic Fluid – MIL–H–5606 or

20 STANDARD AIRFRAME

Amber Petrolatum

Tapered Thread Amber Petrolatum

PRACTICES

Oxygen Straight Thread NIL

Tapered Thread Teflon Tape – No. 48

Pitot-Static Straight Thread Anti-Seize Compound

MIL–G–4343

Tapered Thread Teflon Tape – No. 48

Compressed Air (Not Oxygen) All Anti-Seize Compound

MlL–G–4343

Hot Gases – Up to 800°F (426.7°C) All Anti- Seize Compound

MIL–T–5544

Other Fluids – Up to 300°F (148.9°C) All Anti-Seize Compound – Zinc Oxide Base

Table 20-1. Fluid Lines and Fittings Thread Lubricants

20-4 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Torque Fluid Lines and Fittings 4. Remove and discard fitting or line on
connections that continue to leak after
Refer to Table 20-2. Fluid Lines and Fittings
being torqued to maximum value indicated
Torque Values.
in Table 20-2. Fluid Lines and Fittings
Torque Values.
1. Correct size and proper fitting wrenches
only must be used. 5. Remove and discard overtorqued fittings.
Do not loosen and retorque.
2. T or que fi t t i ngs t o a mi ni mum va lue
indicated in Table 20-2. 6. When torquing the nut on a union, restrain
union with a wrench while torquing nut.
3. Torque fittings to maximum value indicated
in Table 20-2 only to adjust a position type 7. Ensure that flexible hoses and rigid lines are
fitting or to correct a leaking connection. not twisted or under preload during torquing.

Torque Values (pounds-inches) AN818 and Torque Values

Outside NAS591 Nuts (pounds-inches)

20 STANDARD AIRFRAME
Dia. of Tapered Pipe
Hose Assemblies
Tube Aluminum Alloy Threads
Steel Tube

PRACTICES
(inches) Tube (Note 1) (Except oxygen and
pitot systems)
Min. Max. Min. Max. Min. Max. Min. Max.
1/8 20 30 75 85 40 300

3/16 25(15) 35(25) 95 105 - -

1/4 50(20) 65(40) 135 150 60 600

5/16 70(30) 90(60) 170 200 - -

3/8 100(35) 130(75) 270 300 75 700

1/2 230 260 450 500 100 900 Refer to Refer to

Notes 2&3 Notes 2&3
5/8 330 360 650 700 - -

3/4 460 500 900 1000 300 1600

1 500 700 1200 1400 400 2200

1 1/4 800 900 1520 1680 500 2500

1 1/2 800 900 1900 2100 - -

2 1800 2000 2660 2940 - -

Note
1. Torque values in parenthesis apply to annealed aluminum tubing with a wall thickness of 0.022 inch.
2. When the hose fitting is aluminum, the min/max. values for aluminum alloy tubing shall apply.
3. When the hose fitting is steel, the min/max. values for steel tubing shall apply.

Table 20-2. Fluid Lines and Fittings Torque Values

FOR TRAINING PURPOSES ONLY 20-5

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
20 STANDARD AIRFRAME
PRACTICES

PAGE INTENTIONALLY LEFT BLANK

20-6 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20-10-25 ADHESIVES SURFACE TREATMENT

- GENERAL ELECTRIC 1. Aluminum alloy parts must have bonding
PSA529/SRC–18 surfaces primed with fluid resistant epoxy
primer.
2. Bonding surfaces of cadmium plated parts must
GENERAL be primed with fluid resistant epoxy primer.
3. Precautions must be taken and masking
WARNING
employed where necessary to ensure that
plexiglass parts have only their bonding
THIS PROCEDURE USES
surfaces scuffed.
MATERIALS THAT MAY
BE DANGEROUS TO THE
PERSONNEL’S HEALTH AND/ SAFETY PRECAUTIONS
OR THE ENVIRONMENT.
SUFFICIENT PRECAUTIONS 1. Adhesive, primer and solvents must be kept
MUST BE TAKEN AT ANY away from fire and other sources of ignition.
STEP OF USE. IF NOT, THIS
2. Sufficient ventilation must be provided
CAN CAUSE DAMAGE TO
when using solvent, primer or adhesive in
THE ENVIRONMENT AND

20 STANDARD AIRFRAME
confined areas.
DANGEROUS EFFECTS ON
THE PERSONNEL’S HEALTH 3. Skin contact with solvent, primer and adhesive

PRACTICES
AND SAFETY. must be avoided; wear protective gloves.
4. Protective hand cream must not be used as
This standard specifies the procedure and
it may cause contamination of cleaned or
requirements for bonding aircraft parts with
adhesive coated surfaces.
PSA529/SRC18 two part adhesive.

MATERIALS AND EQUIPMENT

•• NAPHTHA
•• Suitable grooved work holder
•• D i s p o s a b l e w a x - f r e e p a p e r b o a r d
containers
•• Eye Dropper
•• Clean cotton gloves
•• Masking tape
•• Weighing scale; capable of weighing to
within + or –0.1 grams
•• PSA529/SRC18
•• Self-adhesive labels
•• Disposable wooden tongue depressor

FOR TRAINING PURPOSES ONLY 20-7

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

MATERIAL TO BE CLEANED SOLVENT (Note 1)

Electrical connections IPA

Bare metal DS108, Diestone DLS, Diestone HFP or MEK

Primed or painted metal parts DS108, Diestone DLS, Diestone HFP or MEK (Note 1)

Unprimed plastic parts (Note 2) NAPHTHA

Unprimed fiberglass or phenolic (Note 3) DS108 or MEK

Thermoplastic (Note 4) Methanol or Naphtha

Thermoset plastic (Note 5) MEK

Rulon A DS108

Rubber (Note 6) except silicone Naphtha

Silicone rubber IPA

Porous materials (Note 7) Do not clean porous materials in any way. If the surfaces
are contaminated, do not use the materials for bonding.

Note
20 STANDARD AIRFRAME

1. Use DS108 for cleaning aircraft exterior before painting.

2. Plastic parts include Formica, Arborite, etc. Plastic parts do not include Kevlar and fiberglass.
PRACTICES

3. Fiberglass includes Kevlar laminates and composites. Phenolic laminates do not include Formica, Arborite, etc.
4. Thermoplastic: acrylic (Plexiglas), Acrylic/PVC (kydex), nylon (Zytel), polycarbonate (Lexan), PTFE (teflon), PVC/PVF (Tedlar).
5. Thermoset plastics: fibre-reinforced epoxy, polyester or phenolic composites.
6. Rubber: neoprene, Buna-N (nitrile, NBR).
7. Porous materials: Velcro, fabrics, balsa, cork, etc.

Table 20-3. Solvent Selection For General Materials

Figure 20-2. Shelf Life Adhesive Label

20-8 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Cleaning the Bonding Surfaces NOTES

1. Surfaces to be bonded must be clean and
completely free of contamination such as dirt,
mould release agent, grease or finger marks.
2. When cleaning bonding surfaces with
solvent saturate a clean lint-free cloth with
solvent, as specified, and thoroughly scrub
the bond surfaces. Wipe dry with a clean
lint-free cloth before the solvent evaporates.
3. Keep solvent cloth saturated and turn
frequently to avoid reusing a dirty area.
4. When cleaning or applying adhesive to
long lengths of silicone rubber extrusion,
a suitable grooved work holder should be
used to hold and support part.
5. Cleaned, primed or adhesive coated surfaces
must not be touched with bare hands or otherwise
subjected to contamination. Wear clean cotton

20 STANDARD AIRFRAME
gloves when handling prepared surfaces.
6. Refer to Table 20-3 for cleaning and

PRACTICES
preparation of various materials.

Preparation of Adhesives
NOTE
PSA529/SRC18 adhesive
is received in kits from the
supplier. Each kit includes resin
in a 4 fl. oz. glass bottle and a
3.3 ml glass bottle of catalyst.

7. Remove cap from the bottle of adhesive resin.

8. Add the contents of the bottle of catalyst
directly into the bottle of resin. The kit
supplies the resin and catalyst in the correct
mixing ratio.
9. Using the disposable wooden tongue
depressor, stir the resin/catalyst mixture
thoroughly to obtain a homogeneous air-
free mix. Immediately cap and close the
bottle tightly.
10. Label the bottle according to Figure 20-2
and stamp with the expiry date (mixing date
+ 3 months pot life).

FOR TRAINING PURPOSES ONLY 20-9

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20-20-14 FASTENERS 2. Wherever possible, in a bolt-nut or screw-

nut combination, the bolt or screw must be
- TORQUING held stationary and the nut turned.
3. When it is necessary to tighten a fastener
GENERAL from the bolt or screw side, the torque
value must approach the high side of the
This standard specifies the procedure and specified range.
requirements for torquing bolts, nuts and
4. Whenever torqued fasteners are to be secured
screws (excluding fluid line fittings), which
by means of cotter pins or lockwire, the low
have torque values given in MAINTENANCE
side of the torque range must be used for
PRACTICES.
tightening. If necessary, tighten the fastener so
that the next slot aligns with the hole, provided
MATERIALS AND EQUIPMENT the maximum torque value is not exceeded.
5. When the maximum torque value is reached
Materials and the slot in the nut does not line up with
•• Red Lacquer Specification TT–L–32. the hole in the bolt, the nut and washer
must be changed.
Equipment 6. When installation of a part involves
20 STANDARD AIRFRAME

•• Torque wrenches. tightening a group of more than three

fasteners, pre-torque all fasteners to 75%
•• Sockets and adapters as required.
of final torque value in the following
PRACTICES

sequence, as applicable:
REQUIREMENTS
A. For relatively solid parts where length to
1. Bolts, nuts and screws must only be torqued width ratio of fastener pattern is less than
when specified in MAINTENANCE two, pre-torque in a criss-cross order.
PRACTICES.
B. When length to width ratio of fastener
2. Lubricating and anti-seize compounds must pattern is two or more, or when the flatnose
not be used on threaded fasteners unless of thin parts or gaskets may be affected by
such preparation is specifically called up. the torquing sequence, pre-torquing must
be carried out starting from the center of the
3. All paint, dirt and corrosion must be removed
pattern and working outwards to the ends.
from threads prior to mating up and torquing.
Mating parts must be smooth and clean. 7. After pre-torquing, torque all fasteners to
final torque value in same sequence as used
4. Threaded fasteners must engage freely.
in pre-torquing.
5. T h e i n s t a l l e d b o l t m u s t n o t e n g a g e
imperfect threads of tapped blind holes, and OVERTORQUED FASTENERS
the threads of tapped holes must not engage
the run-out of the bolt or screw threads. 1. Fasteners which have been tightened
beyond the maximum specified torque value
6. Bolts, nuts and washers must seat squarely
must be removed, rendered unserviceable,
with the mating surfaces.
and scrapped.
TORQUING 2. Overtorqued fasteners must not be backed
off and retorqued to the correct value.
1. Installed fasteners must be torqued to
3. In the case of overtorqued bolt-nut or
values specified in MAINTENANCE
screw-nut fasteners, both bolt or screw and
PRACTICES.
nut must be discarded.

20-10 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

RETORQUING 4. Where external appearance of aircraft may

be affected, identification may be omitted.
1. Where it is necessary to retorque a fastener
5. If at any time misalignment or displacement
assembly, the nut must be backed off one
of the identification stripe or blot indicates
full turn and retightened to the specified
relative movement of the fastener, the
value.
fastener must be retorqued in accordance
2. The bolt or screw must not be allowed to with “Retorquing” and identification
turn throughout the operation, unless the reapplied.
installation requires the torque to be applied
to the bolt or screw in the first instance.

Use of Torque Wrenches and

Adapters
1. When torquing fasteners, the torque wrench
drive must be held squarely to the mating
surface receiving the fastener.
2. A slow steady motion must be applied to
torque wrenches when tightening a fastener.

20 STANDARD AIRFRAME
3. Torque wrenches must be checked for
accuracy before use.

PRACTICES
4. When using offset adapters, the adapter must be
in line with the torque wrench arm.
5. Allowance for the offset adapter must
be made to calculate torque value in
accordance with the following formula:
A. Dial Reading = (Specified Torque x L)
÷ (L + L1)
B. L = Distance in inches from mid point
of grip to centerline of wrench drive.
C. L1 = Distance in inches from centerline
of wrench drive to centerline of offset
adapter drive.

Identification of Torqued
Fasteners
1. All torqued fasteners should be identified
after torquing.
2. Identification should consist of a stripe or
blot of red lacquer.
3. Identification must be placed on the nut of any
bolt-nut or screw-nut combination, whenever
practicable, and mating surface, otherwise
head of bolt or screw must be marked.

FOR TRAINING PURPOSES ONLY 20-11

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20-30-32 PROTECTIVE touch-up applications and will improve

paint adhesion for aluminum and
COATINGS ALODINE aluminium alloys.
1200S - MANUAL •• C l a s s 3 c o a t i n g s a r e c o r r o s i o n
APPLICATION preventative films for electrical and
electronic applications where low
resistance contacts are required.
GENERAL
MATERIALS AND EQUIPMENT
WARNING
•• Alodine 1200S
THIS PROCEDURE USES •• De-Ionized Water
MATERIALS THAT MAY
•• Scotch-Brite Pads
BE DANGEROUS TO THE
PERSONNEL’S HEALTH AND/ •• Fine Abrasive Paper
OR THE ENVIRONMENT.
•• Suitable Brushes
SUFFICIENT PRECAUTIONS
MUST BE TAKEN AT ANY •• Polyethylene Container
STEP OF USE. IF NOT, THIS
•• Clean Cotton Wipers
20 STANDARD AIRFRAME

CAN CAUSE DAMAGE TO

THE ENVIRONMENT AND •• Approved Safety Glasses
DANGEROUS EFFECTS ON
PRACTICES

•• Protective Rubber Gloves

THE PERSONNEL’S HEALTH
AND SAFETY. •• Deoxidine 624 (or Alumi Prep 33 or
Turco W.O. 1)
Manually apply chemical conversion coating
•• Approved Respirator
solution only if application by immersion
is not permitted due to the part’s size or the •• Cellulose Sponge
assemblies’ potential for solution entrapment.
•• Touch-N-Prep Alodine 1132 Marker
For touch-up of small surfaces (i.e. spotfacing,
countersinks, repair areas etc.), it is •• Aluminum Foil Tape, adhesive backed
recommended that Touch-N-Prep Alodine 1132 (3M #425)
markers be used.
SAFETY PRECAUTIONS
If assemblies contain materials other than
aluminum or titanium, take extreme care 1. Wear neoprene rubber gloves, aprons, boots
when processing these assemblies because the and approved chemical splash goggles
chemical conversion coating solution may cause while carrying out chemical conversion
corrosion. It is recommended that material other coating operations.
than aluminum or titanium be masked off when
2. Ensure adequate ventilation is supplied to
processing using aluminum foil tape.
the areas where the chemical conversion
coating process is being carried out. Avoid
Manual application meets all requirements of
breathing the fumes or vapors during
MIL–DTL–5541 and covers two classes of
application.
chemical conversion coatings formed by the
reaction of the chemical materials and the 3. Take care to prevent the powder from being
surfaces of aluminum and aluminum alloys: distributed into the air. Airborne powder
will cause a serious health hazard. Wear
•• C l a s s 1 A c o a t i n g s a r e c o r r o s i o n protective respiratory equipment when
protective films for parts, repair and handling conversion coating materials.

20-12 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

4. Avoid skin contact with solutions. If skin •• If Touch-up refer to “Touch Up of

contact occurs, wash the affected area Chemical Conversion Coating Using
immediately with large quantities of water. Touch-N-Prep Alodine 1132 or Alodine
If irritation of the skin occurs, contact a 1200S”, do not deoxidize
First Aid attendant immediately.
5. Avoid eye contact with chemicals or
Degreasing and Manual Solvent
solutions. If eye contact occurs, immediately Cleaning
flush eyes in a directed stream of water for
1. Apply a small amount of solvent to a
at least 15 minutes while forcibly holding
clean wiping cloth. For solvents which
eyelids apart to ensure completed irrigation
evaporate quickly, apply more solvent than
of all eye and lid tissue. Contact a First Aid
for solvents which evaporate slowly.
attendant and a physician.
2. Wipe the area with the solvent dampened
6. Avoid ingestion of chemicals or solutions.
wiping cloth.
If ingestion occurs, do not induce vomiting.
Drink large amounts of water or milk A. When cleaning bond surfaces with
of magnesia, but never give anything solvent saturate a clean lint-free cloth,
by mouth to an unconscious person. and thoroughly scrub the bond surfaces.
Immediately contact a First Aid attendant Wipe dry with a clean lint-free cloth
and a physician. before the solvent evaporates.

20 STANDARD AIRFRAME
CLEANING BEFORE MANUAL NOTE

PRACTICES
APPLICATION Wiping cloth (CID A–A–59323)
shall be lint free, 100 percent
cotton cloth conforming to A–A–
WARNING
2522, Grade A, color 1: cotton
gauze/cheese cloth conforming
KEEP SOLVENT AWAY
to CCC–C–440, Type II or III,
FROM FIRE AND OTHER
which are unbleached or white
SOURCES OF IGNITION.
cleaning cloths conforming to
PROVIDE SUFFICIENT
AMS 3819A, Class 2, Grade A,
VENTILATION WHEN
and have not been exposed to
WORKING IN CONFINED
any other chemical solutions.
SPACES. AVOID SKIN
CONTACT WITH SOLVENT. B. Keep solvent cloth saturated and turn
frequently to avoid reusing a dirty area.
Before manual chemical conversion coating as
3. Wipe dry with another clean wiping cloth
specified in “Manual Deoxidizing (Deoxidine
before the solvent evaporates.
624, Alumi Prep 33 or Turco W.O.1)”. (except
Type II IVD aluminum coated parts):
NOTE
•• Degrease as per “Degreasing and It is important to dry the surface
Manual Solvent Cleaning”. immediately after cleaning
because if the solvent evaporates
•• If heavy oxides are present, mechanically
before it is wiped up, oil and
clean according to “Mechanical
grease residue will be left on
Cleaning”.
the cleaned surface. Although
•• M a n u a l l y d e o x i d i z e a c c o r d i n g t o DS108 solvent has a slow
“Manual Deoxidizing (Deoxidine 624, evaporation rate, wipe dry as
Alumi Prep 33 or Turco W.O.1)” only soon as possible as delay will
if using Alodine 1200S result in a longer lingering odor.

FOR TRAINING PURPOSES ONLY 20-13

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

4. Check for a water break free surface. NOTE

5. If more cleaning is needed, apply fresh Rinse cloths with clean water
solvent to a clean portion of the cloth and frequently.
repeat step 2, 3 and 4.
1. Apply water moistened litmus paper while
Mechanical Cleaning the surface is wet. If the litmus paper
changes color repeat “Manual Deoxidizing
1. Remove surface oxides or heavy deposits
(Deoxidine 624, Alumi Prep 33 or Turco
of contamination using aluminum wool or
W.O.1)”.
scotch-brite pad.
2. If the component has laps or seams then
2. Dust off loose particles with a clean cloth.
apply water moistened litmus paper to
the laps or seams. If litmus paper changes
Manual Deoxidizing (Deoxidine 624, color, blow out seams and laps with clean
Alumi Prep 33 or Turco W.O.1) filtered compressed air. Repeat step until
paper does not change color.
1. Apply manual deoxidizer using a cellulose
sponge or sheepskin roller. 3. If the component does not have laps or
seams, if specified, manually apply
NOTE chemical conversion coating in accordance
to “Manual Application of Alodine 1200S
20 STANDARD AIRFRAME

Close tolerance holes and

Solution”.
surfaces must be masked before
PRACTICES

deoxidizing. Close tolerance

holes do not require masking if
PREPARATION OF ALODINE
final reaming of close tolerance 1200S SOLUTION
holes will be done at the
assembly stage.
WARNING

NOTE WEAR RESPIRATOR TO

PREVENT INHALATION OF
Clean only small areas at a time.
ALODINE POWDER.
Do not allow the solution to dry
on the surface. If necessary,
1. Prepare Alodine 1200S solution as follows:
apply the deoxidizer to a section
of the part at a time. A. Fill an acid resistant mixing container
with clean lukewarm water.
2. Initial water rinse (must occur within 5
B. Carefully add the Alodine 1200S
minutes of applying deoxidizer).
powder 1.0 to 3.0 wt oz per US gallon.
3. Wipe surface clean with water soaked
C. Thoroughly stir the solution until the
cloths.
powder is dissolved. Disregard the
small amount of insoluble material
NOTE which may settle out of solution.
If the surfaces have been
2. Use Touch-N-Prep Coating Alodine 1132
chemically conversion coated,
marker as supplied.
wipe lightly to prevent damage
to the coating.

20-14 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

MANUAL APPLICATION OF to tan depending on the metal type,

temperature, solution concentration and
ALODINE 1200S SOLUTION number of applications. Ensure that the
coating is not powdery.
Application of Alodine 1200S
G. For aluminum parts, prime parts as soon
Chemical Conversion Coating as possible after drying.
CAUTION Touch Up of Chemical Conversion
TAKE EXTREME CARE WHEN Coating Using Touch-N-Prep
PROCESSING ASSEMBLIES
CONTAINING METALS
Alodine 1132 or Alodine 1200S
OTHER THAN ALUMINUM. 1. If using a Touch-N-Prep Coatings Alodine
THE SOLUTIONS USED MAY 1132 marker, touch-up parts as follows:
BE CORROSIVE TO THESE
A. Remove cap.
METALS.
B. If necessary, the applicator tip can be
1. Apply chemical conversion coating to the cut to conform to any shape with a
surfaces of cleaned parts as follows: single edge razor blade.
A. For aluminum parts, apply conversion C. Hold unit with applicator tip down.

20 STANDARD AIRFRAME
coating solution to the surface using
D. To activate, press tip against a firm
a brush. Maintain a continuous wet

PRACTICES
surface. This will open the valve
surface.
allowing Alodine 1132 to reach the
B. Leave the solution on the part for 1 to applicator tip. A new unit should charge
5 minutes. Do not allow the solution to in 30 – 45 seconds. When the Alodine
dry on the surface. If drying does occur, wets the tip, release pressure. Unit is
re-wet the surfaces with solution before ready to use.
water rinsing.
E. Check to ensure that the surface to be
C. Gently wipe all surfaces with a clean coated is dry.
cloth soaked in the conversion coating
F. A p p l y T o u c h - N - P r e p C o a t i n g s
solution just before rinsing.
Alodine 1132 to the repaired surface
D. Rinse parts thoroughly with water not in smooth, even strokes. Be sure to
exceeding a conductivity limit of 600 cover edges. For best results, the
μmhos and pH of 5.0 to 8.0. Chemical initial coating should be applied in
salts trapped under a paint film will one direction using a 50% overlap
eventually result in blistering or on each pass. After allowing the first
corrosion problems. coat to dry, apply the second coat at
right angles to the first coat with 50%
E. Wipe all part surfaces dry using a
overlap. Do not allow the solution
clean lint-free cloth. Use clean oil free
to puddle (puddling may result in
compressed air to blow dry treated
improper drying leading to paint
surfaces such as lap joints, seams,
adhesion failures, flaking, etc.). A
pockets, etc.
pre-warmed surface will result in a
F. Carefully inspect all treated surfaces smoother coating. To recharge the
and if necessary, re-apply the solution applicator tip, repeat step d. Replace
to bare or starved areas according to cap when not in use.
step A through step E in order to get
G. Allow the chemical conversion coating
the desired coating thickness. The
to air dry, force dry with warm air (eg.
coating color ranges from light gold

FOR TRAINING PURPOSES ONLY 20-15

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

hair dryer) or using a heat lamp (130°F ADDITIONAL INFORMATION

maximum). Do not rinse.
2. Except as specified in step 1, touch-up parts
Handling of Processed Parts
with small surface areas with chemical 1. Do not touch conversion coated surfaces
conversion coating solution as follows: with bare hands. Wear clean cotton gloves
when handling such parts.
A. Apply chemical conversion coating
solution to prepared surface using a 2. For parts to be transported for further
pencil brush, small Scotch-Brite pad or processing or to be held for more than
foam tip applicator to fully cover the 24 hours, wrap the parts completely or
applicable area. Prevent excess solution interlace with Kraft paper to ensure that the
from dripping onto the surrounding conversion coated surfaces are not exposed
structure. to contamination. Coated parts that are to
be primed within 24 hours do not require
B. Allow the solution to remain on the
protective wrapping but must be kept free
part surface for 1 to 5 minutes before
from contamination and be handled only
washing off. Do not allow the solution
while wearing clean cotton gloves.
to dry on the surface. If drying does
occur, re-wet the surface with solution
before water rinsing.
Defective Coatings
1. One or more of the following conditions
20 STANDARD AIRFRAME

C. Remove all traces of solution by rinsing

may cause the conversion coating to be too
with clean water or wiping with water-
light:
damp cloths followed by wiping dry
PRACTICES

with clean lint-free cloth or blowing A. The dwell time of alodine on the part
dry with clean oil-free compressed air. was too short.
B. The chemical concentration of the
Equipment Notes alodine solution is too low.
1. Containers to hold the Alodine 1200S
C. The pH of the alodine solution is not
solution must be constructed from stainless
within the specified limits.
steel, plastic, rubber or other acid proof
material. Lead, glass, tin or galvanized iron 2. One or more of the following conditions
must not be used. may be the cause of abnormal amounts of
powder being encountered:
2. Storing the solution in mild steel containers
will result in a slow decomposition of the A. The parts were improperly cleaned.
fluid.
B. The chemical concentration of the
alodine solution is too high.
REQUIREMENTS
C. The dwell time of the alodine on the
1. The treated surfaces must be free from bare part was too long.
or starved areas.
D. The pH of the alodine solution is not
2. The coating must be continuous and free from within the specified limits.
powder, imperfections and excessive blotches
which may result in poor paint adhesion.
3. The coating must be light gold to tan in
color.

20-16 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

STORAGE NOTES
1. Store Alodine 1200S in a cool dry area
away from organic compounds or easily
oxidizable materials. Alodine 1200S is an
acidic oxidizing agent and is not affected
by freezing.
2. Store Touch-N-Prep Coatings Alodine 1132
markers away from incompatible materials.
Alodine 1132 contains chromate. Protect
from freezing. Do not tamper with packaging
and do not try to refill used markers.

DISPOSAL OF SOLUTIONS
1. Dispose of chemical conversion coating
solutions according to MSDS and all
applicable regional regulations.
2. Dispose of used Touch-N-Prep Coatings

20 STANDARD AIRFRAME
Alodine 1132 markers by re-packaging
used markers and mail back to supplier
for disposal (mailing label is supplied in

PRACTICES
original packaging).

FOR TRAINING PURPOSES ONLY 20-17

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20-35-16 PROTECTIVE •• Solvent – NAPHTHA

COATINGS - HARD AND •• Solvent – Diestone DLS or HFP

SOFT FILM CORROSION •• Solvent – Varsol

PREVENTIVE COMPOUNDS •• Solvent – Toluol

GENERAL SAFETY PRECAUTIONS

1. Smoking, open flames or naked lights are
WARNING prohibited in areas where spray application
of corrosion preventive compound is being
THIS PROCEDURE USES carried out.
MATERIALS THAT MAY
2. The aircraft and aircraft major assemblies
BE DANGEROUS TO THE
shall be electrically grounded during spraying
PERSONNEL’S HEALTH AND/
operations.
OR THE ENVIRONMENT.
SUFFICIENT PRECAUTIONS 3. Operators shall wear suitable protective
MUST BE TAKEN AT ANY respiratory equipment when applying
STEP OF USE. IF NOT, THIS corrosion preventive compound.
CAN CAUSE DAMAGE TO
20 STANDARD AIRFRAME

THE ENVIRONMENT AND PREPARATION OF

DANGEROUS EFFECTS ON
CORROSION PREVENTIVE
PRACTICES

THE PERSONNEL’S HEALTH

AND SAFETY. COMPOUNDS
This standard specifies the procedures and
WARNING
requirements for the application of hard and
soft film corrosion preventive compound to
KEEP SOLVENT AWAY
aircraft parts and assemblies.
FROM FIRE AND OTHER
SOURCES OF IGNITION,
MATERIAL PROVIDE SUFFICIENT
VENTILATION WHEN
•• H a r d F i l m C o r r o s i o n P r e v e n t i v e WORKING IN CONFINED
Compound to MIL–C–16173 Grade SPACES, AND AVOID SKIN
1 (TECTYL 891, NOX-RUST 501, CONTACT WITH SOLVENT.
ESGARD PL-1)
•• S o f t F i l m C o r r o s i o n P r e v e n t i v e Hard Film Compound
Compound to MIL–C–16173 Grade
For brush, spray, dip, oil can or pour
2 (TECTYL 502C, NOX-RUST 502,
application, use as received.
ESGARD PL-2)
•• S o f t F i l m C o r r o s i o n P r e v e n t i v e
Compound, Transparent, Water
NOTE
Displacing, Type I (colorless Boeshield Do not thin hard film, Grade 1
T9 and LPS No. 3) and Type II compounds, with solvents.
(coloured Boeshield T9, ZC 023, ZCD-
5023NS, COR-BAN35, LPS HARD
COAT, PROTECTOR 100 and AV08)
•• Solvent – DS108

20-18 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Soft Film Compound D. Position the part vertically and allow to

dry for at least 4 hours.
For dip or brush application, dilute soft film
compound with varsol to the consistency of E. Ensure that the inside of the tube is
thin syrup. completely covered with the film (i.e.,
the film should be continuous and
uniformly black). Re-coat if necessary.
Soft Film Compound (Boeshield
and LPS No. 3) Sealed Tubes
For brush or spray application, use as received 1. Sealed or closed tubes or parts must be
from manufacturer. treated by pressure oiling through the
drilled holes provided for this purpose.
When sufficient compound is inside, seal
PREPARATION OF PARTS the holes temporarily with tape. Rotate
and upend the part to ensure that the film
Prepare Parts contacts all interior surfaces.
1. All operations, including welding, heat
2. Remove tape and allow excess compound
treatment, sand blasting, plating and painting,
to drain completely. Multi-sectioned
must be completed prior to applying corrosion
parts must be turned frequently to ensure
preventive compound, except that open
drainage from all low points and pockets.

20 STANDARD AIRFRAME
end tubes may be treated before painting,
provided that sufficient time is allowed for 3. When the parts are thoroughly drained, seal
the film to dry, and the outside of the tube is the drill holes with self-plugging cherry

PRACTICES
adequately cleaned prior to painting. rivets.
2. Parts must be free from rust, oxides, etc.,
WARNING
before applying corrosion preventive
compound.
KEEP SOLVENT AWAY
3. Except for large parts or assemblies, FROM FIRE AND OTHER
degrease parts contaminated with shop SOURCES OF IGNITION,
oil or grease before applying corrosion PROVIDE SUFFICIENT
preventative compound solvent clean large VENTILATION WHEN
assemblies. WORKING IN CONFINED
SPACES, AND AVOID SKIN
APPLICATION OF HARD FILM CONTACT WITH SOLVENT.
COMPOUND (GRADE 1) 4. Clean all excess compound from exterior
surfaces by wiping with a clean cloth
Open End Tubes dampened with NAPHTHA. Wipe dry with
1. Apply F13 Grade 1 hard film to the inside a clean cloth before solvent evaporates.
of open ended tubes as follows:
A. Mask off any open holes or cut-outs. If
Small Parts
the tube is open at both ends, mask off Small parts and assemblies on which the
one end. surfaces to be treated are readily accessible
may be treated by dipping or brush coating with
B. Fill the tube with F13 Grade 1 hard
a thin uniform film of compound.
film slowly to prevent any air bubble
formation.
C. Completely drain excess film from the
inside of the tube.

FOR TRAINING PURPOSES ONLY 20-19

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

APPLICATION OF SOFT FILM NOTE

COMPOUND (GRADE 2) A light over spray on the
following items is not
Small Parts detrimental, but direct spray
shall be avoided:
Small parts and assemblies may be treated by
dipping or brush coating with a thin uniform
- Bearings
film of compound.
- Pulleys
APPLICATION OF SOFT FILM
- Rubber items
COMPOUND (GRADE 3 TYPE I
AND TYPE II) - Non-oxygen system tubes

Small Parts NOTE

Small parts and assemblies may be treated by
Subsequent to spray application,
brush or spray coating using mist action hand
enclosed areas shall be allowed
trigger spray bottles or standard paint spraying
to dry in accordance with one of
equipment to achieve a thin uniform film of
the following schedules before
20 STANDARD AIRFRAME

compound.
resuming work on the aircraft or
assembly:
PRACTICES

Large Parts
- Drying Time:
Large parts or areas shall be treated by spraying
using mist action hand trigger spray bottles,
• 1 hour with forced ventilation
standard paint spraying equipment or extension
spray equipment to achieve a thin film of compound.
•6
 -8 hours with natural
ventilation
NOTE
When spraying compound on REMOVAL OF FILM
to the interior of an aircraft,
the following items shall be Hard and soft film may be removed by washing
suitably masked or shielded the part with DS108, Diestone DLS or Diestone
from direct spray or over spray HFP.
contamination:

- Black boxes with cooling holes

TOUCH-UP AND REPAIR
1. If corrosion preventive compound has
- Windows
been removed from treated surfaces,
touch-up these areas with the same type
- Oxygen tubes and fittings
of compound as originally used on the
parts. It is acceptable to use aerosol cans,
-A
 ll other system tubing open
if available, containing the same compound
ends
for touch-up.
-C
 ontrol cables and associated 2. If parts have been reworked after application
hardware of corrosion preventive compound, ensure
that the surfaces are free of swarf or chips
- Systems components before re-application of compound.

20-20 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

REQUIREMENTS NOTES
1. All areas must be completely covered with
a continuous film of compound.
2. Insides of open tubes must be examined for
continuity of coating by examining the bore
against a light. Uncovered areas will show
up as dark patches.
3. The film thickness shall be such that the
applied coating is continuous, but running
of the compound is kept to a minimum.

20 STANDARD AIRFRAME
PRACTICES

FOR TRAINING PURPOSES ONLY 20-21

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20-40-21 SEALANTS - 4. Avoid skin contact with solvents or sealants.

Where skin contact has occurred, the
WEATHER SEALING affected area should be washed thoroughly
with soap and water.
GENERAL 5. In case of sealant or solvent ingestion,
immediate medical attention should be
obtained.
WARNING
6. Splash goggles should be worn when
THIS PROCEDURE USES mixing and handling sealant components.
MATERIALS THAT MAY
7. When eye contact with sealing components
BE DANGEROUS TO THE
has occurred, thoroughly flush eye with
PERSONNEL’S HEALTH AND/
water and obtain medical attention.
OR THE ENVIRONMENT.
SUFFICIENT PRECAUTIONS
MUST BE TAKEN AT ANY
PREPARATION OF SEALANT
STEP OF USE. IF NOT, THIS
Prepare Sealant as follows:
CAN CAUSE DAMAGE TO
THE ENVIRONMENT AND
A. Thoroughly stir base compound and
DANGEROUS EFFECTS ON
accelerator in their original separate
20 STANDARD AIRFRAME

THE PERSONNEL’S HEALTH

container until a uniform consistency
AND SAFETY.
is achieved.
PRACTICES

For fay surface sealing use sealant to MIL– B. When supplied in kit form, add all
PRF–81733 Type IV, Class 1, Grade A (P/S accelerator supplied to the base
870 C). For fillet or butt joint sealing use compound and mix slowly and
sealant PR–1776MB. thoroughly. Scrape sides and bottom
of container and mixing paddle
periodically, to ensure thorough mixing.
LOCATION OF SEALANT Mix for five or six minutes. If required,
transfer mixed sealant to polyethylene
The sealant is used:
cartridge and use with applicator gun.
1. To fill butt joints around door sills, hatches, and C. When packaged in bulk, mix according
external fittings which penetrate skin panels. to manufacturer’s instructions. Mix
thoroughly as in step B.
2. Between faying surfaces.
3. Fillet sealing along edges of skin panels. Pot Life of Mixed Adhesive
4. To dome seal fasteners. A. Pot life is the time and condition during
which mixed sealant remains suitable for
SAFETY PRECAUTIONS application.
B. Refer to manufacturer’s data for sealant
1. Keep solvents and sealant away from fire
pot life. High humidity and temperature
and other sources of ignition.
conditions will shorten the pot life.
2. Provide sufficient ventilation when working
in confined spaces; avoid breathing of
solvent or sealant fumes.
3. Wear protective respiratory equipment
when spraying sealant or working in spray
sealing areas.

20-22 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

PREPARATION OF PARTS NOTES

Prepare parts as follows:

WARNING

KEEP SOLVENT AWAY

FROM FIRE AND OTHER
SOURCES OF IGNITION.
PROVIDE SUFFICIENT
VENTILATION WHEN
WORKING IN CONFIRMED
SPACES. AVOID SKIN
CONTACT WITH SOLVENT.

1. Apply small amount of solvent to a clean

wiping cloth. Refer to 20-10-25/14,
Adhesives – General Electric PSA529-
SRC18, Table 1 for the solvent appropriate
for the surface to be cleaned. For solvents

20 STANDARD AIRFRAME
which evaporate quickly, apply more solvent
than for solvents which evaporate slowly.

PRACTICES
2. Wipe the area with a solvent dampened
wiping cloth.
A. W h e n c l e a n i n g b o n d e d s u r f a c e s
with solvent saturated wiping cloth,
thoroughly scrub the bonding surfaces.
Wipe dry with cloth before solvent
evaporates.
B. Keep solvent cloth saturated and turn
frequently to avoid reusing a dirty area.
3. Wipe dry with another clean wiping cloth
before the solvent evaporates. It is important
to wipe the surface immediately after cleaning
because if the solvent evaporates before it is
wiped up, the oil, and grease residue will
remain on the surface. Although the DS 108
solvent has a slow evaporation rate, wipe dry
as soon as possible as delay will result in a
longer lingering odor.
4. If more cleaning is needed, apply fresh
solvent to a clean portion of the wiping
cloth and repeat step 1 through to step 3.
5. Areas to be sealed which contain acrylic
plastic (plexiglass) parts must be cleaned
with NAPHTHA spirits.

FOR TRAINING PURPOSES ONLY 20-23

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
20 STANDARD AIRFRAME
PRACTICES

Figure 20-3. Faying Surface Seal

Figure 20-4. General Description of Fillet Seal

20-24 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

APPLICATION OF SEALANT H. Wipe sealant from fastener ends. Remove

and fair the excess sealant extruded along
Faying Surface Sealing both sides of the overlap after assembly
using a sealant scraper before the sealant
1. A faying surface seal is a thin, even layer of cures (refer to Figure 20-3). Minimum
sealant between two overlapping surfaces visible sealant shall remain along the entire
preventing leakage of air or liquid from
mating surfaces.
a sealed area to an unsealed area (refer to
Figure 20-3).
Fillet Sealing
A. If necessary, mask off adjacent areas
1. A fillet seal is a bead of sealant applied as
using masking tape and/or cardboard.
a dam along a seam, on either the pressure
B. If using a 3” mohair roller, pour a small or weather side of the structure, preventing
quantity of sealant onto a clean piece of the passage of air or liquid through the joint
polyethylene plastic sheet and saturate (refer to Figure 20-4).
the roller surface with sealant. If using
Apply fillet seals as follows:
a standard 1/2” bristle brush, pour the
sealant into a clean wax free container A. Load a sealant gun with sealant. For
and saturate the brush with sealant. overhead fillet sealing, use sealant that
has approximately half of its pots life
C. Apply a uniform coat of sealant to the
expired.

20 STANDARD AIRFRAME
faying surface of one part. Completely
cover the faying surface leaving a B. Hold the flared or standard nozzle at 90°
smooth layer approximately 0.005" to the direction of travel and 45° to the

PRACTICES
thick if using the brush method or 0.004" surface of the parts.
thick if using the roller method. Avoid
C. Squeeze the gun trigger and move the
applying the sealant too heavily or over-
nozzle along the seam in approximately
brushing applied sealant.
3 foot increments at a rate that maintains
D. Draw parts together using Cleco fasteners a slight build-up of sealant in front of
or slave bolts in at least every fourth the nozzle. This will force the sealant
fastener hole. Install temporary fasteners into the root of the angle and exclude air
with a washer under the head and nut to from the bead. If required, cut nozzles
prevent marking the part surfaces. back to obtain larger holes.
E. Re-tighten wing-nut Clecos or slave bolts D. Ensure that applied sealant beads do not
approximately 5 minutes after initial extend across the manufactured heads
tightening. of installed fasteners (refer to Figure
20-5).
F. Install permanent fasteners starting at
the centre of the pattern or line and E. After applying each 3 foot increment,
working outwards, removing Clecos or examine the seal for air bubbles. Open
slave bolts as installation progresses. any air bubbles and fill them with fresh
Do not remove temporary fasteners sealant. When opening the bubbles, make
until installing permanent fasteners. the cavities large enough to permit the
Remove sealant extruded into fastener fresh sealant to fill them.
holes before inserting fasteners or wipe
F. If a sealant bead overlaps onto the structure
sealant from fastener ends, locking
in a fuel area, fair the sealant bead into the
grooves or threads after insertion.
structure as shown in Figure 20-5.
G. Torque or drive all fasteners at least twice
within the assembly life of the sealant.
Allow a minimum of 5 minutes between
torquing operations.

FOR TRAINING PURPOSES ONLY 20-25

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
20 STANDARD AIRFRAME
PRACTICES

Figure 20-5. Acceptable Application of Fillet Seals

20-26 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20 STANDARD AIRFRAME
PRACTICES
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 20-27

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
20 STANDARD AIRFRAME
PRACTICES

Figure 20-6. Typical Dome Sealing of Fasteners

Figure 20-7. Dome Sealing Anchor Nut

20-28 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Dome Sealing Fasteners NOTES

1. Unless specified dome sealing fasteners that
penetrate pressure or fluid light structures,
dome seal on the pressure side.
2. Dome seals must completely cover the
fastener head or end (including attachment
hardware, nuts, washers, locking collars,
etc.) and overlap the adjacent structure by
approximately 1/4” (refer to Figure 20-6).
3. If using modified nozzles for dome sealing
rivets and lockbolts, ensure the nozzle is
full of sealant and free of voids before
applying the first dome seal in a series.
4. It is acceptable to use a modified flared
nozzle for dome sealing NAS 1473A–3 and
NAS 1473A–4 capped anchor nuts. Ensure
the nozzle is full of sealant and free of
voids before applying the first dome seal

20 STANDARD AIRFRAME
in a series.
5. Dome seal anchor nuts approximately as

PRACTICES
follows (refer to Figure 20-7).
A. Hold the sealant gun perpendicular
to the work with the modified flared
nozzle completely covering the anchor
nut.
B. Apply the dome seal to completely
cover the anchor nut plate. Ensure that
the sealant dome is at least 0.1875”
(3/16”) above each rivet shop head and
also extends 0.1875” (3/16”) beyond the
edge of the anchor nut plate as shown
in Figure 20-7.

FOR TRAINING PURPOSES ONLY 20-29

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
20 STANDARD AIRFRAME
PRACTICES

Figure 20-8. Butt Seal Joint

Figure 20-9. Butt Seal Configurations

20-30 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Butt Joint Sealing Resealing

1. A butt joint seal is a bead of sealant applied Seams and joints which show signs of leakage
to the gap between the parts that butt can be resealed by laying a fillet of sealant
together, such as skin panels, providing an along the weather edge of the defective seam
aerodynamically smooth surface (refer to or joint. Use applicator gun to pressure feed the
Figure 20-8). sealant into the leak path. Allow to cure, as in
“Sealant Curing”.
2. Avoid applying butt joint seals between
exterior skin panels within 72 hours before
painting the aircraft exterior. SEALANT CURING
3. Apply butt joint seals as follows:
1. Curing of the mixed sealant is as per
A. Load a sealant gun within sealant. Use manufacturers recommendation.
a standard nozzle. If necessary, cut the
A. The curing rate of mixed sealants varies
nozzle back to obtain a larger hole.
greatly with changes in temperature or
B. Hold the nozzle in line with the joint, at humidity. Sealant curing is extremely
approximately 45° to the part surface, slow when the ambient temperature is
and place the nozzle tip in the bottom less than 60°F.
of the joint.
NOTE

20 STANDARD AIRFRAME
C. Squeeze the trigger and move the nozzle
back along the joint in approximately 3 Lower temperature and relative
foot increments at a rate that allows

PRACTICES
humidity extends cure time.
the sealant to continuously fill the joint Higher temperature and relative
flush with the adjacent surfaces. humidity shortens application
life.
D. Avoid air entrapment in the sealant
bead. The cured sealant must be flush
B. Tack-free cure is the time required for
(0” to + 0.005”) with the surrounding
the sealant to cure sufficiently such that
structure (refer to Figure 20-9). Ensure
shop swarf, chips, etc. will not stick to
sealant does not overlap onto adjacent
the sealant. To prevent contamination
skin surfaces on the weather side of a
of the seal, do not perform further
structure when aerodynamic smoothness
work on sealed areas until the sealant
is a requirement.
is tack-free.
E. After applying each 3 foot increment
of sealant, examine the bead for air Clean-Up
bubbles. Open any air bubbles and fill
1. Remove excess sealant from structures and
them with fresh sealant. When opening
parts, before the sealant material has cured,
bubbles, make the cavities large enough
with DS108 or MEK (except as noted in
to permit the fresh sealant to fill them
step 2.
easily.
2. Acrylic plastic (plexiglass) parts must be
F. If necessary, smooth out the sealant
cleaned with NAPHTHA.
bead with a sealant spatula.
4. R e f e r t o F i g u r e 2 0 - 9 f o r a c c e p t a b l e MAINTENANCE OF
and unacceptable butt joint sealing
configurations.
EQUIPMENT
Clean all equipment with methyl ethyl ketone
before the sealant materials have cured.

FOR TRAINING PURPOSES ONLY 20-31

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20-45-03 BRAZING - 1. Do not handle an energized induction coil,

or wear a ring or watch in close proximity
INDUCTION - CORROSION to the energized coil, as a high frequency
RESISTANT STEEL burn may be received.

CABLES 2. Use a wood or fiber dowel if it is necessary to

adjust brazing assembly when induction coil
is energized.
GENERAL
PRE-CLEANING
This standard describes the procedure and
requirements for induction brazing (silver 1. Cleaning must be carried out immediately
brazing) terminals to ends of 1/16–inch dia. 7 prior to fluxing and brazing.
x 7 and 7 x 19 corrosion resistant steel cables.
2. Degrease barrel, and portion of cable
where barrel is to be positioned, using
MATERIALS AND EQUIPMENT trichloroethylene. Do not degrease
remainder of cable.
•• Terminals and cables as specified in
Chapter 91. WARNING
•• Trichloroethylene.
20 STANDARD AIRFRAME

OBSERVE HEALTH AND

•• Silver alloy (MlL–B–15395 Gr VIL.) FIRE PRECAUTIONS WHEN
PRACTICES

HANDLING SOLVENT. USE

•• Silver brazing flux (Handy and Harman
IN WELL VENTILATED
B-1, Handy Harman, Toronto Canada.)
ROOM AND AVOID SKIN
•• Bristle brush. CONTACT AND PROLONGED
BREATHING OF FUMES.
•• Fluid Shell #3 (MIL–L–7870).
•• Suitable radio frequency induction unit. 3. After degreasing, protect cleaned parts
from contamination, and allow a minimum
•• Suitable container and heater for water
of five minutes to dry prior to brazing.
at boiling temperature.
4. The degreasing fluid should be changed
SAFETY PRECAUTIONS after each batch or as necessary.

ASSEMBLY AND BRAZING

CAUTION
1. In addition to required cables being made
OWING TO THE VERY
up, two samples of barrels brazed to cables
SMALL DIAMETER OF THE
18 inches long must be provided for test
INDIVIDUAL WIRES OF
purposes.
NYLON COVERED 1/16–INCH
DIAMETER EXTRA FLEXIBLE 2. Apply even coat of flux to joint surfaces of
7 X 9 CABLE, EXTREME CARE barrel and cable.
MUST BE TAKEN AT ALL
3. Install barrel on cable end and spread wire
TIMES WHEN HANDLING THIS
ends uniformly around countersunk recess
TYPE OF CABLE AS DAMAGE
of barrel.
CAN BE TRANSMITTED
THROUGH THE NYLON 4. Place silver alloy in suitable receptacle.
COVER. Position receptacle with open end
uppermost.

20-32 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

5. Install correct brazing coil around receptacle, DEFLUXING AND OILING

in line with bottom of receptacle interior. Pre-
set the variable machine functions as for the 1. Immediately assembly has cooled, immerse
relevant Induction Brazing Schedule for the brazed portion and approximately three
details being brazed. inches of cable beyond the barrel in clean
water at boiling temperature. Carefully but
6. Energize the brazing coil in accordance with
thoroughly scrub bare cable with bristle
the machine manufacturer’s instructions and
brush. Leave to boil for approximately 15
convert the solid silver alloy to liquid state.
minutes to one half hour.
WARNING 2. Allow assembly to air dry.
3. Coat the barrel and cleaned part of the
SILVER ALLOY CONTAINS
cable with fluid Shell #3 (MIL–L–7870)
CADMIUM. USE WITH
and overlap uncleaned part of cable by
ADEQUATE VENTILATION.
approximately three inches. Work fluid
HEATING WHEN BRAZING
well into cable. Remove excess fluid by
CAN PRODUCE TOXIC FUMES.
wiping with a clean rag.
7. Install heat guard over coil, with access
available to insert cable end and barrel into
NOTE
liquid silver alloy. On nylon covered cable, apply

20 STANDARD AIRFRAME
fluid to exposed portion only.
8. Suspend cable at suitable distance from barrel
and lower cable end and barrel into liquid

PRACTICES
silver alloy until barrel is half immersed. VISUAL REQUIREMENTS
9. Remove barrel and cable end from silver
1. Cables and barrels must be in accordance
alloy when silver alloy is observed around
with Chapter 91.
entry of cable into barrel.
2. The wires of the cable, end must finish
CAUTION flush with the perimeter of the barrel and
be spread towards the outer edge of the
DO NOT PERMIT SILVER countersunk recess.
ALLOY TO OVERHEAT AS
3. T h e s p a c e b e t w e e n t h e w i r e s i n t h e
EXCESSIVE TEMPERATURE
countersunk recess of the barrel must be
MAY DAMAGE CABLE.
completely filled with silver alloy and be
free from blow holes, oxides and other
NOTE impurities or defects.
Bluing of cable adjacent to 4. Brazed joints with partially fused beads of
barrel indicates that cable has silver alloy are not acceptable.
been subjected to excessive
5. Silver alloy must not have flowed more
temperature. Melting point for
than 3/32–inch up the cable from where the
Grade VII silver alloy is 1125°F
cable enters the barrel.
(607°C) and flow point is 1145°F
(618°C). 6. Excess silver alloy which may have run on
to outer surface of barrel must be removed.
10. Allow brazed assembly to cool until silver
7. Cable wires must not be damaged during
alloy solidifies.
removal of silver alloy from cable. Nylon
11. Remove assembly from Radio Frequency cover (if fitted) must be inspected for
Induction Heater. Cool by quenching in indications of cable damage underneath
cold water. cover.

FOR TRAINING PURPOSES ONLY 20-33

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

8. Cable must be free of kinks, and the spiral Type of Cable Nominal Minimum
pattern of the wire must be uniform over the Diameter Breaking
whole length with no looseness or looping (inches) Load (lbs)
of individual wires or strands.
MIL–C–5424 1/16 (7x7) 480
9. No indication of excessive temperature
1/16 (7x19) 480
application to cable is permitted (bluing).
10. There must be no visual evidence of broken
wires or strands in cables, or cracking of Table 20-4. Minimum Breaking Load
barrels.
11. A s s e m b l i e s n o t m e e t i n g t h e a b o v e
requirements must be rejected.
INSPECTION MARKINGS
TESTING 1. One terminal only of each satisfactorily
tested assembly must be marked by metal
1. All fully completed cable assemblies must be
stamping with a 1/16–inch diameter circled
subjected to a proof load test value as specified
“T”.
in Chapter 91.
2. When applying the stamp, one striking
2. Prior to proof load test; check the cable
operation only is permitted to the end face
20 STANDARD AIRFRAME

samples as follows:
of the barrel. This must be applied lightly
A. Proof load first cable assembly sample. to ensure that the terminal is not damaged.
PRACTICES

B. Tensile test same cable assembly sample 3. Ball end terminals must not be stamped.
to destruction to determine the breaking
load. The sample must withstand at STORAGE
least 80 percent of the breaking load
for the cable, as specified in Table 20-4. When storing or transporting partially or fully
completed cable assemblies, each one must be
C. Section barrel of second cable assembly
rolled in a coil, the diameter of which must not
sample longitudinally through the
be less than that shown in Table 20-5.
center, and polish and etch one face
of the cross-section for microscopic
examination. Microscopic examination
Cable Diameter Coil Diameter
must show silver alloy flow along entire
(inches) (inches)
length of cable through barrel.
3/32 and under 8
3. Proof load cable assemblies to values
specified in Chapter 91.
4. There must be no slippage or breakage of Table 20-5. Coil Diameter
the cable on proof loading.
5. Cable assembly length must be checked
after proof loading and conform to
dimension specified in Chapter 91.
6. Assemblies not conforming to above
requirements must be rejected.

20-34 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20-50-10 SEALANT AND

ADHESIVES
Sealant/Adhesives Prefix Manufacturers
PR PPG

PPG Aerospace North America Sales Office Phoenix

22665 Dobson Rd.
Suite 200
Mesa AZ 85202

Europe France
Victoria Center
Building A2
20 Chenin Laporte
313000 Toulouse
France.

Far East Hong Kong

20 STANDARD AIRFRAME
Suites 1010–1015,
Cityplaza One
1111, King's Road

PRACTICES
Taikoo Shing
Hong Kong

GC Goal Chemical Sealants Corp

refer to PPG

PRO-SEAL Pro-Seal
refer to PPG

CS Chemseal Corp.

North America Chemseal Corp.

11120 Sherman Way
Sun Valley
California
U.S.A. 01352

No Overseas Outlets

3C Churchill Chemical Corp.

North America Churchill Chemical Corp 344

Franklin Street.
Melrose Mass.
U.S.A. 02176

No Overseas Outlets

Table 20-6. Sealant and Adhesives - List of Manufacturers (Sheet 1 of 3)

FOR TRAINING PURPOSES ONLY 20-35

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Sealant/Adhesives Prefix Manufacturers

Loctite Loctite Corp.

North America Loctite Corp.

705N Mountain Rd.
Newington Ct
U.S.A. 06111

Europe Loctite Deutschland GMbh

Arabellastrasse 17
8000 Muechen 81
West Germany

Far East Loctite (Australia) PTY LTD

56– 58 Alexander Ave.
Taren Point NSW 2229

Postal Address P.O. Box 361

Miranda 2228
Australia

3M and EC 3M
20 STANDARD AIRFRAME

North America Minnesota Mining &

Manufacturing Co.
PRACTICES

3M Center
St. Paul Minnesota
U.S.A. 55101

Europe 3M Europe S.A.

106 BOUL de la Woluwe
B–1200 Brussels
Belgium

Far East 3M Australia Ltd.

950 Pacific Highway
P.O. Box 99
Tymble NSW 2073
Australia

Table 20-7. Sealant and Adhesives - List of Manufacturers (Sheet 2 of 3)

20-36 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Sealant/Adhesives Prefix Manufacturers

PSA529/SR18 PSA529/SR18

North America Silchem Products

526 Gordon Baker Road
Willowdale Ontario
Canada M2H 3B4.

Europe General Electric Plastics B.V.

Postbus 117
4600 AC
Bergew OP Zoom
Netherlands

Far East GE Plastics Australia Ltd

Silicone Products Div.
112–114 Wetherill St
Silverwater NSW 2141 Australia

Dow Corning

North America Dow Corning (Canada) Inc.

20 STANDARD AIRFRAME
6747 Tampobello Road
Mississauga Ontario

PRACTICES
Canada L5N 2M1

Europe Dow Corning Ltd

Barry
Glamorgan
South Wales CX6 7YL
U.K

Far East Dow Corning Ltd

4 Ray Road
Epping N.S.W. 2121
Australia

Ciba–Geigy Corp.

North America Ciba–Geigy Corp.

Three Skyline Drive
Hawthorn New York
U.S.A. 10532

Europe Ciba–Geigy GMbh

Post Fach 1160/1180
D–7867
Wehr–Baden West Germany

Far East Ciba–Geigy (Aust) Ltd.

P.O. Box 332
Thomastown Victoria
3074 Australia

Table 20-8. Sealant and Adhesives - List of Manufacturers (Sheet 3 of 3)

FOR TRAINING PURPOSES ONLY 20-37

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20-60-01 INSPECTION, MATERIALS AND EQUIPMENT

CLEANING AND Materials
LUBRICATION OF 7X19 •• IPA or Acetone
AND 7X7 CONTROL •• L u b r i c a n t – M I L – P R F – 8 1 3 2 2
CABLES (Aeroshell 22)
•• DS108, Diestone DLS, or Diestone HFP
GENERAL Equipment
•• Cloths–lint free
WARNING
•• Cloth–course weave
THIS PROCEDURE USES
•• 10 powermagnifying glass
MATERIALS THAT MAY
BE DANGEROUS TO THE •• Fibrebrush
PERSONNEL’S HEALTH AND/
OR THE ENVIRONMENT. SAFETY PRECAUTIONS
SUFFICIENT PRECAUTIONS
MUST BE TAKEN AT ANY 1. Use a cloth of sufficient thickness for
20 STANDARD AIRFRAME

STEP OF USE. IF NOT, THIS protection of your hands when inspecting

CAN CAUSE DAMAGE TO control cables for broken wires. Broken
PRACTICES

THE ENVIRONMENT AND wires can cause injuries.

DANGEROUS EFFECTS ON
2. Sufficient ventilation must be provided
THE PERSONNEL’S HEALTH
when using solvent in confined areas.
AND SAFETY.
When applying solvent, operator will wear
protective respiratory equipment.
This standard practice specifies the procedures
and requirements for wear and damage 3. Protective gloves will be worn to avoid
inspection of 7x19 and 7x7 control cables skin contact with solvent. If contact occurs,
such as used for flight controls; cleaning and wash the area thoroughly with soap and
lubrication procedures are also provided. The water.
control cables are of 7x19 construction type
4. Refer to the applicable manufacturer’s
(7 strands, each strand with 19 wires) or 7x7
Material Safety Data Sheet (MSDS) for
(7 strands, each strand with 7 wires). Control
specific safety data on any of the materials
cable wear or breakage usually occurs where
specified herein.
the cable passes through fairleads, over pulleys
and quadrants. At manufacture, the wire rope is
treated with an internal lubricating compound.
CLEANING
This lubrication compound decreases internal
friction, helps to prevent corrosion and adds to CAUTION
the life of the cable.
DO NOT USE VAPOR
For carbon steel non-jacketed cables, added DEGREASING, STEAM
lubrication and protection from corrosion is CLEANING, OR SOLVENTS
applied externally when the cable assembly is TO REMOVE CORROSION
made and or installed. PREVENTIVE COMPOUNDS
FROM THE OUTER
SURFACES OF THE
CONTROL CABLES. THESE

20-38 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

PROCEDURES WILL ALSO A. Rub a cloth along the length of the

REMOVE THE INTERNAL cable. Broken wires catch the cloth.
LUBRICANT.
B. U s e s p e c i a l c a r e i n a r e a s w h e r e
sections of the cable go around pulleys,
1. Clean the cables as follows:
quadrants, drums and through fairleads
A. Remove corrosion preventive compound or pressure seals.
(MIL–C–16173 Grade 2) with a clean
C. Check sections of the cable that are
lint free cloth that is soaked with
worn or have corrosion.
DS108, Diestone DLS, or Diestone
HFP. 2. When broken wires are found, carefully
examine the cable with a 10 power
INSPECTION/CHECK magnifying glass to make the full level of
the damage known.
Cable Damage 3. Replace a control cable when one or more
1. No bruising, kinking, untwisting, bends or of the conditions that follow are found:
distortion on any control cable is permitted.
A. More than three broken wires in a one
Install new control cable when such defects
inch (25.4 mm) span of 7x7 cable. If
are found.
limit is exceeded, install new cable.

20 STANDARD AIRFRAME
External Wear B. More than six broken wires in a one
inch (25.4 mm) span of 7x19 cable.
1. It is not practical to measure individual

PRACTICES
wires to determine wear; however, minor
wear of individual wire appearing on the
Corrosion
surface of any control cable is permissible. 1. Carefully examine the cable external
surfaces for corrosion. Use special care
2. If wear on individual wire exceeds 40% of
when the conditions that follow occur:
the original wire size, remove and discard
cables and install new cables. A. There are cable runs through or near
areas such as battery and baggage
NOTE compartments, lavatories, and wheel
wells.
An indication of wear beyond
40% is the apparent blending B. Broken wires are found in sections
of worn areas on the adjacent where wear is not caused by airframe
wires. components such as pulleys, pressure
seals or fairleads.
Broken Wires C. C l e a n i n g o r m e t a l b r i g h t e n i n g
procedures are done adjacent to cable
1. Do an inspection for broken wires as
runs.
follows:
2. If external surface corrosion is found (white
NOTE powder or a dark red), release the tension
or remove the cable and twist it to visually
Broken wires do not always
examine the internal surfaces for corrosion
extend from the lay of the cable.
products (white powder or a dark red).
If necessary, remove the cable
and carefully bend and twist the
cable with your hands to make
sure that all broken wires are
found.

FOR TRAINING PURPOSES ONLY 20-39

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CAUTION NOTE
Apply lubricant MIL–PRF–
DO NOT USE METALLIC
81322 (Aeroshell 22) at regular
WOOL, WIRE BRUSHES,
times during the life of the
OR ABRASIVE MATERIALS
carbon steel non-jacketed cable.
TO REMOVE SURFACE
CORROSION FROM CABLES.
THESE MATERIALS WILL REQUIREMENTS
CAUSE CONTAMINATION
THAT WILL RESULT IN Examine the airframe components.
SUBSEQUENT INTERNAL
WEAR AND CORROSION. 1. Examine the airframe components (such as
pulleys, fairleads and guard pins) that are
3. Remove corrosion from the external related to cables that have damage. Wear
surfaces with a coarse weave cloth or a patterns on related airframe components are
fibre brush. frequently an indication of the conditions
that follow:
4. Replace control cable when internal
corrosion is found. A. The cable tension is too high.
B. The pulley bearing is seized.
LUBRICATION
20 STANDARD AIRFRAME

C. The airframe components not aligned

1. Examine the full length of carbon steel correctly.
PRACTICES

non-jacketed cables for a sufficient external

2. Correct all of the unsatisfactory conditions
coating of MIL–PRF–81322 (Aeroshell 22)
that can cause cable damage.
lubricant. Use special care in those areas of
the aircraft where frequent maintenance and
servicing tasks are done.

NOTE
This does not apply to
corrosion resistant steel cables
(composition B) and jacketed
cables (Type 2). Lubrication
attracts abrasive particles to
corrosion resistant steel cables
resulting in wear on pulleys,
fairleads and pressure seals.
Jacketed cables do not require
lubrication.

2. When lubricant is removed as a result of

inspection or removal and installation
procedures on carbon steel non-jacketed
cables, apply a thin layer of MIL–PRF–
81322 (Aeroshell 22).

20-40 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20 STANDARD AIRFRAME
PRACTICES
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 20-41

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 20-10. Static Awareness Label

20 STANDARD AIRFRAME
PRACTICES

Figure 20-11. Set-up Static Free Work Stations

Figure 20-12. Alternative Set-up of Static Free Work Stations

20-42 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20-70-01 HANDLING 106 – 109 ohms; it is not acceptable to use

conductive (105 or less ohms) or insulated
OF STATIC SENSITIVE (1010 or more ohms) table mats, floor mats,
ELECTRONIC wrist straps or ground cords.

COMPONENTS AND •• 8210 Series Static Table Mat

DEVICES •• 8220 Series Static Floor Mat

•• 2066 CHARGE-GUARD Wrist Strap
(with ground cord)
SCOPE
•• 3040 Ground Cord
This standard specifies the procedure and
•• 3043 Inter-Connecting Ground Cord
requirements for the protection of static
sensitive electronic components and devices 6. Tote-Boxes, conductive plastic.
during receipt verification, transportation,
7. Connector caps, conductive plastic.
storage, stores handling, assembly, assembly
verification, installation and removal. 8. Resistivity meter (e.g., ACL model 375 or
ACL model 475).
EQUIPMENT 9. Wrist strap tester (e.g., Bystat Strapcheck
BSL–9010).

20 STANDARD AIRFRAME
1. Static awareness labels, self-adhesive,
as per JEDEC–14 standard (e.g., 3M No. PROCEDURE

PRACTICES
7101), as shown in Figure 20-10.
2. Static shielding bags, transparent plastic, 6”
General
X 10”, capable of preventing static damage 1. Components or devices which can be
to static sensitive components or devices damaged or destroyed by an electrostatic
(e.g., 3M No. 2100–6–10). discharge (ESD), or shock, are termed static
sensitive. Consider all components which
3. C o n d u c t i v e f o a m , n o n - c o r r o s i v e ,
are to be assembled to printed circuit boards
high density, 1/4” thick (e.g. 3M No.
(transistors, integrated circuit (IC) chips,
2910–1/4–12–12).
etc.) static sensitive components. Consider
4. Static free cushioning material, plastic all completed or partially completed circuit
honeycomb cell construction to PPP–C– boards and avionics black boxes are static
1842, Type III. sensitive devices. Printed circuit boards on
which no components have been assembled
5. 3M #8020 static free work station grounding
are not considered static sensitive.
kit, components as listed below. Set up
static free work stations as shown in Figure 2. A static electronic shock is caused by the
20-11. As an alternative to the set-up shown instantaneous discharge of an electrostatic
in Figure 20-11, static free work stations potential or voltage which is built through
may be set up as shown in Figure 20-12. It friction against a non-conducting surface,
is acceptable for the wrist strap ground cord such as a nylon rug or a plastic chair. An
to be connected to the same ground lug as ESD shock too small to even notice may
the table mat ground cord or directly to an be enough to destroy the electronic logic
electrical connection to earth ground. As of an IC chip.
an alternative to the 3M #8020 static free
3. To prevent ESD damage to static sensitive
work station grounding kit, it is acceptable
components and devices it is necessary
to equip static free work stations with static
to protect from static shock at all times.
dissipative table mats, floor mats, wrist
During transport and storage, the static
straps and grounding cords with a resistance
sensitive components and devices must

FOR TRAINING PURPOSES ONLY 20-43

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

be shielded from electrostatic fields by B. Transfer IC chips onto conductive foam

being packaged in ESD protective material. pads by placing the chip onto the foam
During receipt verification, stores handling, pad and gently pushing down to press
assembly and installation or removal of the chip leads partially into the foam
static sensitive components or devices, and then place the foam pad in a static
personnel must be grounded at all times by shielding bag. Take extreme care at all
means of a conductive wrist strap. When times when handling IC chips to avoid
installing or removing avionics boxes, touching or bending the chip leads.
personnel must be grounded to the aircraft
C. Place printed circuit boards on which
structure by means of a wrist strap or other
components have been assembled
grounding equipment at all times.
within a static shielding bag. Printed
circuit boards on which no components
Storage have been assembled do not require
1. Store static sensitive components in their ESD protective packaging.
original boxes, bags or static shielded
D. For avionics boxes, cap all connectors
tubes, identified by a static awareness label.
with ESD protective caps and package
2. Place completed or partially completed in static free cushioning material.
printed circuit boards to be stored within a
3. Seal static shielding bags or static shielding
suitable static shielding bag identified and
material and identify as static sensitive by
20 STANDARD AIRFRAME

sealed by means if a static awareness label.

means of a static awareness label placed in
3. Ensure all connectors are capped with ESD a readily visible location.
PRACTICES

protective caps and package avionics black

4. Place the identified static shielding bag
boxes to the stored in static free cushioning
or static cushioning material bag in a
material. Identify the package as static
conductive plastic tote-box.
sensitive by means of a static awareness
label.
Installation and Removal of
Stores Handling Avionics Boxes
Unless it is necessary to split a lot or batch 1. Take care to avoid touching the connector
of components or devices, static sensitive contact pins when installing or removing
components or devices may be issued from avionics boxes.
stores with no special handling procedures,
2. Immediately after removing installed
except that the package must not be opened. If
avionics boxes, fit conductive plastic
it is necessary to split a lot or batch, repackage
caps over the connectors and package the
the components or devices for issue as follows.
avionics in static free cushioning material.
Identify the static free cushioning material
1. Place the original package of components
as containing a static sensitive component
or devices on a conductive table mat at a
or device.
static free work station. Personnel filling
the order must be grounded to the static free
work station by means of a conductive wrist
strap before opening the container in which
the components or devices are packaged.
2. Repackage static sensitive components and
devices as follows:
A. Individually repackage static sensitive
components, other than IC chips, in a
suitable static shielding bag.

20-44 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20 STANDARD AIRFRAME
PRACTICES
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 20-45

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

TYPE OF BONDING (AS SPECIFIED IN THE SURFACE TO BE PREPARED (ELECTRICAL BOND

PSM 1-63-2 SECTIONS) CONTACT AREA)
Bonding through Direct Contact

Bonding through Attachment Hardware Nuts/Bolts refer to Figure 2

Screws refer to Figure 3
Rivets Inner surface of rivet hole

Bonding of Connectors refer to Figure 4

Bonding through Bonding Jumpers (e.g., ground studs) refer to Figure 5

Bonding of Conductive Plumbing Line Fittings which refer to Figure 6

Pass through the Structure

Note Electrically bond externally mounted equipment (i.e. antennas, light housings, data sensors, static wicks, etc.)
through direct contact.
Note After bonding, touch-up the bond points according to Para 10. and seal the bonding and grounding hardware
20 STANDARD AIRFRAME

according to Para 11.

Note “Bonding through Attachment Hardware” for riveted joints must be with a minimum of three rivets if the rivet
PRACTICES

holes are bare of all insulating finishes, possesses an alodine finish and have been driven (i.e., are not pull type).
However, there are high current applications in which more than three rivets are required or where rivets are not
acceptable. Specific section of PSM 1-63-2 will specify.

Table 20-9. Type of Bonding Installations

SCREW SIZE CONVENTIONAL AND BLIND PEM STUDS (INCH POUNDS)

TYPE STUDS (INCH POUNDS)
#6 N/A 5-9

#8 15 - 20 15 - 18

#10 25 - 30 25 - 30

1/4 40 - 45 N/A

5/16 80 - 85 N/A

3/8 110 - 125 N/A

1/2 140 - 155 N/A

Table 20-10. Bonding Hardware Torque Value

20-46 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20-75-00 ELECTRICAL 4. Ensure that the method and materials used

for bonding and ground connections are
BONDING AND in conformance with the standards and
GROUNDING OF procedures in 20-80-00, Installation of
Aircraft Antennas – General data.
AIRCRAFT STRUCTURES 5. Ensure that bonding jumpers are installed so
that the wire does not come into contact with
GENERAL surrounding structure, equipment, fuel pipes,
or other bonding jumpers (refer to 20-75-01,
Aircraft electrical bonding is the process by Application of Bonding Jumpers – General
which electrical conductivity is achieved data Figure 2). If contact is unavoidable, use
between the component and parts of the aircraft, a CSP 476 bonding jumper (complete with
to ensure electrical continuity of the structure. insulating sleeve). If there is a jumper other
than the CSP 476, contact Viking Air Ltd.
Grounding is the electrical connection of a
6. For cable harnesses with individually
conducting object to primary structure to
shielded wires but without overbraid
provide a path for current.
shields, verify proper shield termination
according to PSM 1-63-2W, as applicable,
Bonding and grounding connections as
before the backshell is closed.
specified in these procedures are made in order

20 STANDARD AIRFRAME
to ensure the proper operation of the electrical 7. E n s u r e t h a t t o u c h - u p p r i m e r a n d , i f
equipment, to suppress the electromagnetic applicable, paint top-coat, has been

PRACTICES
interference resulting from static discharge, applied to any aircraft structure remaining
electrical shock and lightning strikes and to exposed after installation of all bonding and
ensure the aircraft is electrically stable. grounding hardware.

TYPES OF BONDING
INSTALLATION
The types of bonding installation required
should be specified within the appropriate
installations of the PSM 1-63-2. Refer to
Table 20-9. If the type of bonding installation
required is not specified within the associated
section of the PSM 1-63-2, contact Viking Air
Ltd., Technical Support.

REQUIREMENTS
1. Check that all bonding point surfaces were
thoroughly cleaned before the installation
of clamps and bonding jumpers. This
ensures a satisfactory bond.
2. Check pipe lugs for cracks, bonding
terminals for insecure wire braiding, and
clamps and connections for looseness.
3. Ensure that all bond connections are tightened
to the torque value specified in Table 20-10.

FOR TRAINING PURPOSES ONLY 20-47

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

INSTALLATION OF BONDING SURFACES TO BE PREPARED

HARDWARE AND GROUND FOR ELECTRICAL BONDING
STUDS 1. Except as noted below, the electrical bond
contact area refers to an area approximately
Bonding Hardware 1/16” larger all around than the area of the
Install bonding hardware and connections component being bonded or, in the case of
according to the specified type of bonding loop type clamps on tubing, approximately
installation. If the type of bonding installation 50% greater than the clamp contact area.
required is not specified within the associated
section of the PSM 1-63-2, contact Viking Air Ltd. NOTE
Voi-Shan E-M grounding
When installing the bonding hardware,
studs utilize the fastener hole
including jumpers, check that all of the nuts or
to establish the electrical
attachment screws are fully tightened.
conductivity.

Ground Studs Therefore, for Voi-Shan E-M

grounding studs, the electrical
1. Install all blind type bonding and grounding
bond contact area is limited to
terminal studs in accordance with
20 STANDARD AIRFRAME

the fastener hole.

manufactures recommendation.
PRACTICES

2. Install all PEM studs for use as bonding 2. If surface is covered with a high resistance
and grounding terminal studs in accordance film then:
with manufactures recommendation.
A. Strip the high resistance film from
3. Torque all ground stud jam nuts and the electrical bond contact area as per
securing nuts to the values shown in Table “Surface Preparation”.
20-10.
NOTE
INSTALLATION OF MS90298 Strip high resistance films on the
FUEL NOZZLE GROUNDING grounding lug side to provide
an acceptable electrical bond
RECEPTACLES contact area.
1. Prepare the inner surface if the skin around
the hole is drilled as specified in Para 6. NOTE
2. Install the receptacle, including the inner After stripping any high
and outer washers, and tighten the nut resistance films, test the
securely so that the receptacle does not electrical bond contact area for
rotate and the inner washer is firmly in consistent electrical conductivity
contact with the skin. and then chemical conversion
coat, Class 3, within 8 hours
3. C a r r y o u t t h e b o n d i n g r e s i s t a n c e
of stripping the high resistance
measurement test in accordance to “Testing
films.
of Stripped or Masked Electrical Bond
Contact Areas”.
B. Test the electrical bond contact area
4. Stake the receptacle nut at 3 points, for consistent electrical conductivity
approximately 120° apart, and seal the according to “Testing of Stripped or
interior hardware and exterior hardware as Masked Electrical Bond Contact
specified in Para 11. Areas”.

20-48 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

C. If the electrical conductivity is not 2. Removal of High Resistance Films

consistent over the electrical bond contact
Except as noted below, mechanically
area then repeat step A and B as required.
remove oxides and anodic films, dichromate
D. Touch up the electrical bond contact treatment, paint, primer, etc. Using either
area with chemical conversion coating an SD 8383 spot facing tool or abrasive
Class 3 as per 20-30-32, Chemical paper. Keep the amount of metal removed
Conversion Coatings (Alodine) – during mechanical cleaning to a minimum.
Manual Application).
A. On structure other than aluminium alloy,
E. Solvent clean the electrical bond contact it is also acceptable to use a stainless
area as per “Surface Preparation”. steel wire brush to mechanically remove
oxides and anodic films, dichromate
F. Install component as per the applicable
treatment, paint, primer, etc. Do not
section PSM 1-63-2.
use stainless steel wire brushes on
3. If the surface is not covered with a high aluminum alloys.
resistance film then:
B. On aircraft fluid lines which have
A. Solvent clean the electrical bond contact been F19 primed (without bond point
area as per “Surface Preparation”. masking), locally strip the primer from
the bond contact area using chemical
B. Install component as per the applicable
paint stripper according to manufactures

20 STANDARD AIRFRAME
section in PSM 1-63-2.
recommendations, use masking tape to
4. T h e f o l l o w i n g f i n i s h e s a n d s u r f a c e limit the extent of stripping.

PRACTICES
conditions are satisfactory for bonding
C. If mechanical stripping is impractical,
connections and do not need to be removed.
strip paints, dyes or stains from bond
Solvent clean these finishes according to
contact areas chemically according
“Surface Preparation”. immediately before
to manufactures recommendations.
installation:
Use masking tape to limit the extent
A. Plated surfaces of stripping. When removing non-
conductive coatings, do not use the
B. Graphite (powder, flake or stick)
same abrasive tool on different kinds of
C. C h r o m e p i c k l e o r s e l e n i o u s a c i d metal (i.e. don’t use a toll on aluminum
treatment on magnesium alloys parts that have been used on steel parts).
D. C o n d u c t i v e C h e m i c a l c o n v e r s i o n D. After mechanically abrading the surface,
coating (E.g. MIL–C–5541 Class 3) use a tack rag to remove any dust or
adhering particles.
5. If specified in the associated sections
of PSM 1-63-2, coating the shank of a E. T r e a t t h e b o n d c o n t a c t a r e a s o f
conductive bolt with F13, ensure that no magnesium alloy parts which have
F13 gets under the bolt head. been mechanically cleaned with 10%
selenious acid solution according to
SURFACE PREPARATION manufactures recommendations.
F. Thoroughly clean all bond contact
Removal of High Resistance Films surfaces (including terminal lugs of
1. Materials and Equipment bonding jumpers) by solvent wiping
them according to “Manual Solvent
•• SD 8383 spot facing tool
Cleaning” immediately before
•• Abrasive paper, aluminium oxide, 180 installation.
– 240 grit
•• Tack rag

FOR TRAINING PURPOSES ONLY 20-49

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Manual Solvent Cleaning 5. Wipe dry with another clean wiping cloth
before the solvent evaporates.
NOTE
Solvent clean area about 50%
NOTE
than sealant contact area. It is important to wipe the
surface immediately after
1. Materials and Equipment cleaning because of the solvent
evaporates before it is wiped up,
•• Clean Lint-free wiping clothes
the oil, and grease residue will
•• Protective Gloves (e.g. DSC 422–1 and remain in the surface. Although
DSC 422–2) the DS 108 solvent has a slow
evaporation rate, wipe dry as
•• Approved Respirator
soon as possible.
•• Approved Safety glasses
6. Check for a water free surface.
2. Manual Solvent Cleaning
7. If more cleaning is needed, apply fresh
NOTE solvent to a clean portion of the wiping
cloth and repeat step 1 through step 6.
Solvent clean an area about 50%
than sealant contact area.
20 STANDARD AIRFRAME

RESISTANCE MEASUREMENT
WARNING General
PRACTICES

1. If possible, take resistance measurements or

KEEP SOLVENT AWAY
mask areas where resistance measurements
FROM FIRE AND OTHER
are to be taken before applying non-
SOURCES OF IGNITION.
conductive coatings.
PROVIDE SUFFICIENT
VENTILATION WHEN 2. If non-conductive coatings have been
WORKING IN CONFINED applied to the area where the resistance
SPACES. AVOID SKIN measurement is to be taken, remove an area
CONTACT WITH SOLVENT. of coating sufficient to accommodate the
ohmmeter probe according to “Removal of
3. Apply small amount of solvent to a clean High Resistance Films” before taking the
wiping cloth. Refer to 20-10-25, Adhesives - measurement.
General Electric PSA 529-SRC-18 – General
3. If the protective coating has been removed
Data Table 1 for the solvent appropriate for
from a part or an area of the part was masked
the surface to be cleaned. For solvents which
to accomplish resistance measurement,
evaporate quickly, apply more solvent for
touch up the area as follows after taking the
solvents which evaporate slowly.
measurement.
4. Wipe the area with a solvent dampened
wiping cloth. Equipment
A. W h e n c l e a n i n g b o n d e d s u r f a c e s 1. Approved Safety glasses
with solvent saturated wiping cloth,
2. Multimeter, 1 megohm range.
thoroughly scrub the bonding surfaces.
Wipe dry with a cloth before solvent 3. 500 volt Insulation Resistance Tester (e.g.,
evaporates. Biddle Instruments P/N 210801–2)
B. Keep solvent cloth saturated and turn 4. Spot facing tool (e.g., SD 8383)
frequently to avoid reusing a dirty area.

20-50 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

NOTE NOTE
Any of the following ohmmeters It is acceptable to use one of
may be used, provided hardware the ohmmeters specified in
and training is available: “Removal of High Resistance
Films” as an alternative to the
- BCD M1 Milliohm meter BCD M1 Milliohm meter.

- Biddle Instruments digital low 2. Check the electrical conductivity between

resistance ohmmeter, DRLO several random pairs of points within the
#247001 electrical bond contact area to ensure
consistency.
- SD 8778–1 10 amp constant
3. I f t h e e l e c t r i c a l c o n d u c t i v i t y i s n o t
current ohmmeter test set
consistent over the electrical bond contact
area, remove the non-conductive coating
- D ucter Instruments/Megger
as specified in “Surface Preparation”. and
Instruments BT51 digital low
re-test the area.
resistance ohmmeter

- Ducter D203 Micro-Ohmmeter

ELECTRICAL COMPONENT
by Megger Instruments BONDING

20 STANDARD AIRFRAME
- HP 4328A Milliohm meter All Rack Mount/Remote Mount units shall

PRACTICES
be electrically bonded to the airframe. This
- HIOKI 3220 or 3540 Milliohm is accomplished by ensuring that the mating
meter surfaces between the LRU mounting tray
(or LRU mounting feet if a tray is not used)
- Eaton Corp. model 584 provides a low impedance electrical path. The
resistance tester mating surfaces must be free of all paint and
other non-conductive elements and should be
- Eutron S.A.S. Micro-Ohmmeter burnished to ensure a good bond.
BVM 3–10
All units must be properly grounded to the
- AOIP Measures OM 21–1 airframe ground. Resistance measurements
Ohmmeter to be made between the unit mounting tray
or unit mounting feet if a tray is not used
- AEMC Micro-Ohmmeter, (or other acceptable/known unit ground) and
Model 5600 the applicable mounting surface. Maximum
resistance per each electrical bonding interface
is 2.5 milliohms not to exceed 10 milliohms
Testing of Stripped or Masked from unit to primary structure.
Electrical Bond Contact Areas
Panel/Pedestal Mount Units cannot be readily
1. Verify that the electrical conductivity is
grounded to the airframe via the panel mounting
consistent over the electrical bond contact
screws of DZUS fasteners. Grounding of these
area by placing both probes of a BCD M1
units is accomplished by using the shield
Milliohm meter on the stripped/masked
grounding braid or bonding jumper bonded to
surface and measuring the resistance. The
the airframe.
resistance between the two points must be
no more than 2.5 milliohms unless stated
otherwise.

FOR TRAINING PURPOSES ONLY 20-51

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

TOUCH-UP OF BOND NOTES

POINTS AND RESISTANCE
MEASUREMENTS POINTS
1. Except as noted below, if the protective
coating has been removed from a part or
an area of the part that was masked to
accomplish electrical bonding or resistance
measurement, solvent clean the affected
area according to “Surface Preparation”.
and touch-up the area with F19 primer
applied by brush within 24 hours of
installing the bonding hardware:

NOTE
Touch-up integral fuel tanks
with F21 Type II primer applied
by brush. Bond points which
are to be potted with sealant
20 STANDARD AIRFRAME

as specified in Para 11. do not

require primer touch-up.
PRACTICES

2. Ensure that primer refinishing provides

complete coverage of the affected area and
cover an area approximately twice that of
the area cleaned for bonding/resistance
measurement.
3. If the affected area requires paint touch-up,
brush coat the area with the top-coat paint
system matching the existing.
4. Touch-up any unused bonding points
provided at the ends of primed fluid lines
by:
A. S o l v e n t c l e a n t h e a f f e c t e d a r e a
according to “Surface Preparation”.
B. Touch-up the area with F19 primer
applied by brush within 24 hours of
installing the bonding hardware.

20-52 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20 STANDARD AIRFRAME
PRACTICES
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 20-53

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
20 STANDARD AIRFRAME
PRACTICES

Figure 20-13. Surfaces to be Prepared for Bonding

Figure 20-14. Surfaces to be Prepared with Conductive Nuts and Bolts

20-54 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

SEALING OF BONDING AND Application of Sealant

GROUNDING HARDWARE 1. Apply sealant to the electrical bonded
assemblies using the procedures listed in
Refer to Figure 20-13 and Figure 20-14 for the 20-40-21, Sealants - Weather Sealing –
typical areas to be sealed on the various types General Data. Refer to the electrical bonded
of bonding assemblies. assemblies as shown in Figure 20-15 and
Figure 20-16 for the final application of
For clamps which secure/support overbraid sealant.
harness and provide electrical bonding and
2. Extend the sealant approximately 1/8”
grounding, pot the clamp attachment point to
beyond the area stripped of protective
the structure; however, it is not necessary to
coating.
pot or seal in the area where the clamp contacts
overbraid the harness.

Materials
•• Sealant spatulas (e.g. SD9164, Mk1,
Mk2, Mk3 and Mk4)
•• Humiseal 1B15 Sealant if no sealant has

20 STANDARD AIRFRAME
been specified
•• Neozapon red dye only if Humiseal is

PRACTICES
used

Equipment
•• Protective Gloves (e.g. DSC 422–1 and
DSC 422–2)
•• Approved Safety glasses

Preparation
1. Solvent clean an area about 50% then
sealant contact area in accordance to
“Surface Preparation”.
2. Pot the electrical bonding or grounding
attachment points and hardware on the
fuselage as well as those inside the fuel tanks
with sealant. If the sealant is not specified
then pot as follows:
A. On fuselage unless specified, pot with
Humiseal 1B15 sealant.
B. Inside fuel tanks, pot with Class B–2
sealant. DO NOT use Humiseal 1B15
sealant inside fuel tanks.
(1) Dye the Humiseal 1B15 sealant red by
mixing in 4 grams of Neozapon red
dye per U.S. quart of sealant.

FOR TRAINING PURPOSES ONLY 20-55

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
20 STANDARD AIRFRAME
PRACTICES

Figure 20-15. Sealing of Electrical Bonding Assemblies - Indirect Bonding

Figure 20-16. Sealing of Electrical Bonding Assemblies - Direct Bonding

20-56 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20-75-02 ELECTRICAL NOTES

BONDING OF
PLUMBING LINES
GENERAL
This standard specifies the procedures and
requirements for the typical electrical bonding
for plumbing lines.

ELECTRICAL BONDING OF
PLUMBING LINES (TYPICAL)
1. Unless otherwise specified, bond metal
plumbing lines to the structure with a
mechanically secure connection.
2. If a plumbing line has intervening non-

20 STANDARD AIRFRAME
conductive joints (e.g. T–joints with
anodized threads), bond each individual

PRACTICES
section of more than 3 inches either to the
structure or the adjacent plumbing line
section.
3. If two or more components are bonded in
a series, bond both ends of the circuit to
the structure to ensure that the loss of an
intermediate bond connection will not leave
any component isolated from ground.
4. Regard tube connections which include an
electrical bonding feature (e.g. Wiggins
W700 series) as inherently bonded and
therefore an integral (conductive) part of
the plumbing line.
5. Bond plumbing line sections to the structure
at intervals not exceeding 144 inches.

FOR TRAINING PURPOSES ONLY 20-57

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
20 STANDARD AIRFRAME
PRACTICES

Figure 20-17. Plastic Sachet Sealant

Figure 20-18. Base of the Antenna

20-58 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

20-80-00 INSTALLATION 4. Ensure that the method and materials used

for bonding and ground connections are
OF AIRCRAFT ANTENNAS in conformance with the standards and
procedures in 20-75-00, Electrical Bonding
GENERAL and Grounding of Aircraft Structures –
General data.
This standard specifies the procedures and
5. Ensure that bonding jumpers are installed
requirements for the typical installation of
so that the wire does not come into contact
aircraft antenna. To be used when no antenna
with surrounding structure, equipment, fuel
installation is provided in the applicable
pipes, or other bonding jumpers. If contact
sections of the PSM 1-63-2.
is unavoidable, use a CSP 476 bonding
jumper (complete with insulating sleeve).
MATERIALS AND EQUIPMENT If there is a jumper other than the CSP 476,
contact Viking Air Ltd.
1. Felt pad impregnated with release agent,
6. For cable harnesses with individually
HR Smith gasket wipes (Product No.
shielded wires but without overbraid
10–900–SS).
shields, verify proper shield termination
2. Sealant, MIL–PRF–81733 prepared in according to PSM 1-63-2W, as applicable,
accordance to 20-40-21, Sealants - Weather before the backshell is closed.

20 STANDARD AIRFRAME
Sealing – General Data.
7. E n s u r e t h a t t o u c h - u p p r i m e r a n d , i f
3. Sealant, Courtaulds Aerospace PR1428 applicable, paint top-coat, has been

PRACTICES
prepared according to 20-40-21, Sealants - applied to any aircraft structure remaining
Weather Sealing – General Data. If using exposed after installation of all bonding and
sealant which comes in a plastic sachet, after grounding hardware.
mixing the sealant squeeze it all to one end of
the sachet and then cut a small hole in the corner
as shown in Figure 20-17.
4. Sealant spatulas (e.g. SD9164, Mk1, Mk2,
Mk3 and Mk4).
5. Protective Gloves (e.g. DSC 422–1 and
DSC 422–2).
6. Approved Safety glasses.

REQUIREMENTS
1. Check that all bonding point surfaces were
thoroughly cleaned before the installation
of clamps and bonding jumpers. This
ensures a satisfactory bond.
2. Check pipe lugs for cracks, bonding
terminals for insecure wire braiding, and
clamps and connections for looseness.
3. Ensure that all bond connections are
tightened to the torque value specified in
Table 20-10.

FOR TRAINING PURPOSES ONLY 20-59

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

INSTALLATION PROCEDURES 1. For wet-fit and dry-fit gaskets, apply release

agent to the antenna base and the mounting
area of the airframe using a gasket wipe.
NOTE Ensure that the surfaces are well covered
If the antenna is being mounted with release agent, but not to excess.
on the upper surface of the
2. If the engineering drawing specifies use
airframe and is fitted with
of wet-fit gasket, apply PR1428 sealant
drainage holes, ensure that the
to the antenna base and the mounting area
drainage holes at the base and
of the airframe approximately as shown
sides are kept free of sealant to
below and then spread the sealant evenly
allow drainage from the shell.
over the complete surface of the antenna
Plug and fillet seal any drainage
base and the mounting area of the airframe
holes on top of the antenna using
to a thickness of approximately, but not
the plugs provided.
more than, 0.010” using a wooden spatula.
Do not apply sealant if installing a dry-fit
NOTE gasket.
If the antenna is being mounted A. Carefully place the gasket on the
on the lower surface of the antenna base, ensuring that the
airframe and is fitted with mounting holes in the gasket align with
20 STANDARD AIRFRAME

drainage holes, ensure that the the antenna mounting holes. If a H.R.
drainage holes at the tip (i.e., Smith conductive dry fit sealing gasket
is to be used, remove all the release
PRACTICES

lowest point of inverted antenna)

are kept free of sealant to allow paper from the mating side of the gasket
drainage from the shell. Plug and to expose the adhesive surface before
fillet seal any drainage holes on applying the gasket.
the base or sides of the antenna
B. Fit the antenna/gasket assembly on the
using the plugs provided.
aircraft and secure it with the fixing
bolts. For H.R. Smith conductive dry fit
sealing gaskets, remove all the release

Figure 20-19. Antenna Bolt Pattern

20-60 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

paper from the mating side of the gasket NOTES

to expose the adhesive surface before
applying in the antenna/gasket assembly.
C. Tighten the bolts, in the pattern shown
in Figure 20-19.
D. Solvent clean the exposed area of the
aircraft structure around the antenna.
E. Touch-up the exposed area of airframe
around the antenna if required with F19
primers by brush within 24 hours of the
antenna installation. Ensure that the
primer refinishing provides complete
coverage of the affected area.
F. If the affected area requires paint
touch-up, brush coat the area with the
top-coat paint system matching the
existing.
G. U s e M I L – P R F – 8 1 7 3 3 s e a l a n t t o

20 STANDARD AIRFRAME
fillet seal around the antenna base in
accordance with 20-40-21, Sealants -

PRACTICES
Weather Sealing – General Data and
seal the securing screws in accordance
with 20-75-00, Electrical Bonding and
Grounding of Aircraft Structures –
General data Para 10. The aircraft will
be ready to fly approximately 24 hours
after sealing.
H. Carry out the antenna electrical bonding
check.

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CHAPTER 25
EQUIPMENT AND FURNISHINGS
CONTENTS
Page

25-00-00 EQUIPMENT AND FURNISHINGS............................................................ 25-1

Introduction......................................................................................................... 25-1
25-10-00 FLIGHT COMPARTMENT.......................................................................... 25-3
General................................................................................................................ 25-3
Flight Compartment Seats.................................................................................... 25-3
25-20-00 CABIN COMPARTMENT COMMUTER VERSION................................... 25-5
General................................................................................................................ 25-5
Seating Arrangement............................................................................................ 25-5
Commuter - Twenty Seats (Basic).................................................................. 25-5
Commuter - Mixed Seats (Mod S.O.O. 6102)................................................ 25-5
Commuter - Nineteen Seats (Mod S.O.O. 6103)............................................ 25-5
Commuter - Eighteen Seats (Mod S.O.O. 6104)............................................ 25-5
Cabin Upholstery................................................................................................. 25-6

25 EQUIPMENT AND
FURNISHINGS
Draft-proof Bulkhead........................................................................................... 25-6
Carpets................................................................................................................. 25-6
25-20-01 CABIN COMPARTMENT - UTILITY VERSION........................................ 25-8
General................................................................................................................ 25-8
Seating Arrangement............................................................................................ 25-9
Utility - Twenty Seats (Mod S.O.O. 6105)..................................................... 25-9
Utility - Thirteen Seats (Mod S.O.O. 6106)................................................... 25-9
Cabin Upholstery................................................................................................. 25-9

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Page
Draft-proof Bulkhead........................................................................................... 25-9
25-30-00 COMMISSARY (MOD S.O.O. 6175)......................................................... 25-11
General.............................................................................................................. 25-11
Description......................................................................................................... 25-11
Electric Power.................................................................................................... 25-12
25-40-00 TOILET (MOD S.O.O. 6136)..................................................................... 25-13
General.............................................................................................................. 25-13
25-50-00 CARGO COMPARTMENTS...................................................................... 25-15
General.............................................................................................................. 25-15
Front Baggage Compartment.............................................................................. 25-15
Rear Baggage Compartment............................................................................... 25-15
Cabin Compartment........................................................................................... 25-15
25-60-00 EMERGENCY........................................................................................... 25-16
General.............................................................................................................. 25-16
First Aid Kit....................................................................................................... 25-16
25-60-11 EMERGENCY LOCATOR TRANSMITTER............................................. 25-17
25 EQUIPMENT AND

Introduction....................................................................................................... 25-17
FURNISHINGS

General.............................................................................................................. 25-17
System Description............................................................................................ 25-17
Component Details............................................................................................. 25-18
Transmitter Unit.......................................................................................... 25-18
Buzzer......................................................................................................... 25-21
Antenna....................................................................................................... 25-21
Coaxial Cables............................................................................................ 25-21
Remote Switch............................................................................................ 25-21

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Battery Pack................................................................................................ 25-21
Operation........................................................................................................... 25-22
ELT Modes of Operation............................................................................. 25-22
Automatic (Normal) Operation.................................................................... 25-22
Manual Operation....................................................................................... 25-22
Reset the ELT.............................................................................................. 25-23
ELT Operational Test................................................................................... 25-23
Self-Test Procedure..................................................................................... 25-23
25-00-00 MAINTENANCE PRACTICES.................................................................. 25-25

25 EQUIPMENT AND
FURNISHINGS

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ILLUSTRATIONS
Figure Title Page

25-1 Pilot and Co-pilot Seat...............................................................................25-2

25-2 Seat Arrangement - Commuter...................................................................25-4
25-3 Commuter Seats.........................................................................................25-5
25-4 Seat Arrangement - Utility.........................................................................25-8
25-5 Utility Seats...............................................................................................25-8
25-6 Parachute Seats..........................................................................................25-8
25-7 Commissary Installation..........................................................................25-10
25-8 Commissary.............................................................................................25-11
25-9 Electrical Provisions................................................................................25-12
25-10 Washroom................................................................................................25-13
25-11 Cargo Tie-Down Points Location.............................................................25-14
25-12 
Cabin Compartment - Looking Forward...................................................25-15
25-13 Executive Club Seating............................................................................25-15
25-14 ELT Transmitter Unit - Components........................................................25-19
25-15 ELT Switch..............................................................................................25-19

25 EQUIPMENT AND
FURNISHINGS
25-16 ELT Transmitter Unit - Buzzer.................................................................25-20
25-17 ELT Antenna............................................................................................25-20

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CHAPTER 25
EQUIPMENT AND FURNISHINGS

25-00-00 EQUIPMENT AND FURNISHINGS

25 EQUIPMENT AND
INTRODUCTION

FURNISHINGS
The equipment/furnishings consist of flight compartment seats, cabin compartment seats, cargo
tie-down fittings, and first aid kit. A customer option toilet may be fitted. The basic aircraft is
fully equipped to accommodate up to twenty passengers within a “Commuter” styled interior,
but at the customer’s option, variations of the cabin interior are available in the “Commuter”
or “Utility” form. The user should consult the Maintenance Manual, applicable AFM
supplements and vendor manuals for additional information on specific manufacturers
installations not included in this chapter.

FOR TRAINING PURPOSES ONLY 25-1

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
25 EQUIPMENT AND
FURNISHINGS

Figure 25-1. Pilot and Co-pilot Seat

25-2 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

25-10-00 FLIGHT NOTES

COMPARTMENT
GENERAL
The flight compartment equipment furnishings
consist of the pilot and co-pilot seats, which are
both of the same type.

FLIGHT COMPARTMENT SEATS

Each seat has independent adjustment for
height, and fore-and-aft movement. Elastic
shock cords are used to take part of the weight
of the seat and occupant and make adjustment
easier. The seats have lap-type safety belts,
swing back arm rests fitted shoulder straps and
an inertia reel for pilot and co-pilot seats.

25 EQUIPMENT AND
FURNISHINGS

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25 EQUIPMENT AND
FURNISHINGS

Figure 25-2. Seat Arrangement - Commuter

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

25-20-00 CABIN Commuter - Nineteen Seats (Mod

COMPARTMENT S.O.O. 6103)
COMMUTER VERSION The customer option nineteen passenger seat
version is similar to the twenty seat layout,
except that the fifth and sixth right-hand double
GENERAL seats are not fitted and three side (inward)
facing seats are installed in lieu.
The cabin compartment equipment/furnishings
consist of passenger seats, cabin upholstery,
draft-proof bulkhead and carpets.
Commuter - Eighteen Seats (Mod
S.O.O. 6104)
SEATING ARRANGEMENT The customer option eighteen passenger seat
version is essentially the same as a nineteen
Refer to Figure 25-2. Seat Arrangement - Commuter. seat version, except that the forward side facing
seat is removed and a wardrobe is installed in
The basic interior layout of the cabin its place.
compartment provides for twenty passengers
in commuter type seating. The commuter style
seats comprise a metal frame covered with
padding and upholstery material, fitted with
lap type safety belts. The seat covering is easily
removed for cleaning. The seats have baggage
restraint bars fitted to the legs. Single and
double seats are provided, and are installed to
a side track rail on the cabin wall and to a seat
rail and track assembly on the cabin floor.

Four configurations of commuter seating

arrangements are available as follows:

Commuter - Twenty Seats (Basic)

25 EQUIPMENT AND
The twenty seat configuration comprises six

FURNISHINGS
double seats on the right side of the cabin, five
Figure 25-3. Commuter Seats
single seats on the left side and three single tip-up
type seats mounted across the rear bulkhead, all
of which face forward.

Commuter - Mixed Seats (Mod

S.O.O. 6102)
At the customer’s option a third rail and track
assembly may be installed to provide for a
mixed seating arrangement of single or double
seats on the right-hand side of the cabin.

FOR TRAINING PURPOSES ONLY 25-5

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CABIN UPHOLSTERY NOTES

The cabin compartment ceiling is composed of
sheet metal panels especially prepared with a
pebble grained neutral colored durable finish
on the exposed side, and sound deadening
foam on the other. Camloc studs to replace the
ceiling attachment plates, which pick up the
aluminum ceiling panels.

Provision is made in the panels for including

passenger address system speakers. The center
ceiling panels are wood grained and house
flush-mounted lights. The cabin sidewall panels
are manufactured from a vinyl/fabric, foam-
backed material, and the dado panels from a
quilted vinyl/fabric over an alclad backing.
The cabin compartment front bulkhead and its
double sliding doors are finished in a simulated
wood grain, and the rear bulkhead is upholstered
to conform with the main cabin interior. Access
to the rear baggage compartment from tile
cabin is provided through a panel located above
and behind the rear center seat. A reading light
and cold air outlet, located on the cold air
ducting on both sides of the cabin, are provided
for each passenger seat. The lights and the cold
air outlets can be individually controlled by
the passengers. The inner portion of the cabin
window panels are tinted to reduce glare. Either
of two basic color schemes (blue or cinnamon)
are available as a standard option.
25 EQUIPMENT AND

DRAFT-PROOF BULKHEAD
FURNISHINGS

A draft-proof bulkhead, which incorporates the

boarding lights switch, is fitted between the rear
single seat on the left-hand side of the cabin and
the air stair door. The bulkhead has a plywood
core and is faced with fruitwood Formica.

CARPETS
The floor, and cabin walls immediately below the
seat rails are carpeted to match the cabin interior.

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PAGE INTENTIONALLY LEFT BLANK

25 EQUIPMENT AND
FURNISHINGS

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 25-4. Seat Arrangement - Utility

25 EQUIPMENT AND
FURNISHINGS

25-20-01 CABIN
COMPARTMENT -
UTILITY VERSION
GENERAL
The utility version of the cabin compartment
equipment/furnishings are available as a
customer option, and consist of passenger seats,
cabin upholstery and draft-proof bulkhead.

Figure 25-5. Utility Seats Figure 25-6. Parachute Seats

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

SEATING ARRANGEMENT from below the window panels to the top of the
floor mounted heater duct, are foam-backed,
Refer to Figure 25-4. Seat Arrangement - Utility. washable hard-wall (“Ab - skin” material),
color coordinated to match the main cabin color
The passenger seats are of the high density light- scheme. The cabin compartment front bulkhead
weight folding tubular type, upholstered in a and its double sliding doors are finished in a
washable vinyl/fabric in either blue or cinnamon simulated wood grain. The rear cabin bulkhead
colors. Each seat is provided with lap type safety is covered in “Ab - skin” material furnished
belts. This type of utility seating allows the the same as the dado panels, and a zippered
operator to have either a full or partial freight quilted vinyl/fabric doorway is provided to
capacity without having to remove the passenger permit access to the rear baggage compartment.
seats from the aircraft. The seats are secured to Ash trays are provided in the dado panels.
seat attachments on the cabin side walls and to
seat/tie-down rails on the cabin floor. A third seat
rail is installed on the right-hand side cabin floor.
DRAFT-PROOF BULKHEAD
Both the single and double seats are designed to
A draft-proof bulkhead, which incorporates the
permit them to be folded up to the cabin walls.
boarding lights switch, is fitted between the rear
Two configurations of utility seating arrangements
single seat on the left-hand side of the cabin and
are available at the customer’s option as follows:
the airstair door. The bulkhead has a plywood
core and is faced with fruitwood Formica.
Utility - Twenty Seats (Mod S.O.O.
6105)
The twenty passenger seating configuration,
comprises six double seats on the right side of
the cabin, five single seats on the left side, and
three single tip-up seats mounted across the
rear bulkhead, all of which face forward.

Utility - Thirteen Seats (Mod

S.O.O. 6106)
The thirteen passenger seating configuration,

25 EQUIPMENT AND
comprises six single seats on the right side of the

FURNISHINGS
cabin, five single seats on the left side, and two
tip-up single seats mounted on the left and right
of the rear bulkhead, all of which face forward.

CABIN UPHOLSTERY
The cabin compartment ceiling is composed of
sheet metal panels especially prepared with a
pebble grained neutral colored durable finish on
one side and sound deadening foam on the other.
Provision is made in the panels for including
passenger address system speakers. The center
ceiling panels are wood grained and house flush-
mounted lights. The cabin sidewall panels are
manufactured from a vinyl/fabric, foam-backed
material, and the dado panels, which extend

Revision 0.5
FOR TRAINING PURPOSES ONLY 25-9
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
25 EQUIPMENT AND
FURNISHINGS

Figure 25-7. Commissary Installation

25-10 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

25-30-00 COMMISSARY
(MOD S.O.O. 6175)
GENERAL
A self-contained commissary unit is installed
at the left hand rear cabin compartment just
forward of the door.

DESCRIPTION
Refer to:

•• Figure 25-7. Commissary Installation.

•• Figure 25-8. Commissary.

The commissary unit incorporates two liquid

containers that may be either hot or cold type.
The containers are of approximately 2 U.S.
gallon capacity (depending on type) and are
removable for replenishing or servicing. The
hot liquid type containers incorporate an
integral heater and an automatic plug-in type
Figure 25-8. Commissary
electrical connector. The commissary unit also
incorporates a cup dispenser, a waste bin, a
storage bin, a drawer and an electrical panel.

A removable faceplate secured by four quick-

release fasteners retains the liquid containers
in position.

25 EQUIPMENT AND
The commissary unit is secured to the cabin

FURNISHINGS
floor by screws and to the cabin wall by screws
and washers.

FOR TRAINING PURPOSES ONLY 25-11

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

ELECTRIC POWER
Refer to Figure 25-9. Electrical Provisions.

Electric power is supplied from the right main

DC bus through the 20 AMP circuit breaker
CB10 on the generator control box circuit
breaker panel, and through individual 5 AMP
circuit breaker switches on the electrical panel
to electrical connectors on the liquid container
shelf back panels. The switches are labeled
HEATED BEVERAGE UPPER UNIT and
HEATED BEVERAGE LOWER UNIT. The
switch incorporates an indicator light that
comes on to show that the heater circuit is
powered. Connection of the commissary unit
to the aircraft electrical system is provided
by a cable assembly with a plug connector.
The mating aircraft system jack connector is
mounted on a bracket located in the cable duct
behind the commissary. The duct is concealed
by a removable cover.
25 EQUIPMENT AND
FURNISHINGS

Figure 25-9. Electrical Provisions

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

25-40-00 TOILET
(MOD S.O.O. 6136)
GENERAL
A chemical toilet is installed in the rear baggage
compartment. The toilet is secured to the floor and
is vented through a flexible pipe to an external
venture type outlet on the right side of the rear
fuselage. A Wash-N-Dry dispenser, waste paper
container and paper holder are provided.

Figure 25-10. Washroom

25 EQUIPMENT AND
FURNISHINGS

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
Figure 25-11. Cargo Tie-Down Points Location
25 EQUIPMENT AND
FURNISHINGS
25-14 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

25-50-00 CARGO CABIN COMPARTMENT

COMPARTMENTS Refer to:

GENERAL •• Figure 25-12. C

 abin Compartment -
Looking Forward.
Refer to Figure 25-11. Cargo Tie-Down Points
•• Figure 25-13. Executive Club Seating.
Location.
With any passenger seat removed, cargo tie-
Provision is made for carrying cargo in the
down rings can be attached to anchor nuts
front, rear and cabin compartments.
on the floor rail and cabin wall side rail. On
aircraft with rail and track assembly, tie-down
FRONT BAGGAGE rings can be fitted at any location on the track,
using Aeroquip cargo tie-down rings.
COMPARTMENT
Four permanently attached tie-down rings are
provided in the front baggage compartment.

REAR BAGGAGE
COMPARTMENT
Eight permanently attached tie-down rings are
provided, four in the baggage compartment and
four in the baggage compartment extension. A
baggage restraint webbing is fitted at the semi-
bulkhead between the baggage compartment
and the extension.

Two baggage restraint panels are installed, one

above the other, on the aft face of the front Figure 25-12. C
 abin Compartment -
bulkhead of the rear baggage compartment. The Looking Forward

25 EQUIPMENT AND
panels extend across the cabin/rear baggage

FURNISHINGS
compartment doorway and are held in place by
three elastic straps which hook into slots in the
bulkhead on either side of the doorway.

A compartment closure panel is secured by

Camloc fasteners to the semi-bulkhead between
the baggage compartment and the extension.

Figure 25-13. Executive Club Seating

FOR TRAINING PURPOSES ONLY 25-15

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

25-60-00 EMERGENCY NOTES

GENERAL
The emergency equipment consists of a first aid
kit and an emergency locator transmitter with
antenna. As a customer option, a stowage for a
life jacket is fitted under each seat.

FIRST AID KIT

On commuter and utility aircraft, the first aid
kit is stowed in a container on the inside of the
rear cargo door.
25 EQUIPMENT AND
FURNISHINGS

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

25-60-11 EMERGENCY The remote switch cannot disarm or disable

the ELT. The switch can deactivate the ELT or
LOCATOR TRANSMITTER manually activate the ELT (switch selected to
the On position).
INTRODUCTION When the ELT is transmitting one of the
emergency signals, the LED on the ELT
The ELT is designed to transmit emergency
control panel in the flight compartment flashes
frequencies upon impact, as would be experienced
continuously and the buzzer in the aircraft tail
in a crash. It transmits three frequencies at 121.5,
section emits a distinct sound. The flashing
243 MHz and 406.025 MHz.
light is to alert the pilot that the ELT is
transmitting and the buzzer sound is to aide in
GENERAL locating the transmitting aircraft on the ground.

The Kannad (406MHz) ELT transmits three signals The ELT transmitted digital message helps
from a transmitter unit on the emergency frequencies the search and rescue authority to contact
of 121.5, 243.0 and 406.025 MHz to enable search the owner/operator of the aircraft through a
and rescue personnel to locate the aircraft after a database. The database is updated when the
crash. The 406.025 MHz signal is enclosed with a registration of the ELT transmitter unit is filed
digital message which is sent to a satellite. by the owner/operator for a changed unit or a
newly installed unit. For the use in the event of
a crash, the database contains the information
SYSTEM DESCRIPTION that follows:
The ELT system consists of the components
•• Type of aircraft
that follow:
•• Address of owner
•• Transmitter unit
•• Telephone number of owner
•• Buzzer
•• Aircraft registration number
•• Antenna
•• Alternate emergency contact.
•• Coax Cables
When the ELT is active and the 406.025 MHz
•• Flight Compartment Remote Switch

25 EQUIPMENT AND
signal is transmitted to the satellite, a ground

FURNISHINGS
•• Electrical power supply. station receives the signal and the data of the
distressed aircraft.
The Kannad ELT transmitter unit, buzzer
antenna and coax are installed on the aircraft The method used to locate the distressed aircraft
tail section. The ELT remote switch is located is to monitor the 121.5 MHz transmission by
in the flight compartment and is connected to the aircraft that are tuned to the frequency and
transmitter unit by the aircraft electrical wiring. within range. The 121.5 MHz transmissions
The remote switch is powered from the avionics are used to home in on the crash site and on
circuit breaker panel. The remote switch has two the ground the continuous flashing (LED) light
positions, labeled ARM and ON. in the flight compartment and the ELT buzzer
sound from the distressed aircraft are also
In the ARM position, which is the normal monitored.
position, the ELT is inactive.
The ELT can transmit the emergency frequency
In the ON position, the ELT is active and the of 406.025 MHz continuously for 24 hours and
emergency signals are transmitted. then stops automatically.

FOR TRAINING PURPOSES ONLY 25-17

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

The ELT can transmit the emergency frequencies Transmission is effective if the beacon is
of 121.5 MHz continuously until the battery activated (either manually on the ELT control
power is exhausted, which is over 48 hours. panel, automatically by the shock sensor, or
remotely by the “ON” switch of an optional
A programming dongle is required to reprogram remote control panel when connected).
the ELT with a unique 24-bit address assigned
to the customer aircraft by ICAO. The 24-bit 1. Off
address is commonly expressed in hexadecimal
The ELT is off when the switch is in
format and converted to binary.
position “OFF”, no part of the ELT is
energized.
COMPONENT DETAILS This mode must only be selected when the
ELT is removed from the aircraft or when
Transmitter Unit the aircraft is parked for a long period or
The ELT transmitter unit is an orange-colored for maintenance.
(yellow), self-contained unit that is installed in
2. Self-Test
the roof of the aircraft below the ELT antenna
near the tail section. The ELT transmitter unit The self-test mode is a temporary mode
is housed in a tray assembly. (max duration 15 sec) in which the
ELT checks the main characteristics
Refer to Figure 25-14. E
 LT Transmitter Unit of the transmitter (battery voltage,
- Components. programming...) and enables digital
communication with programming and
The ELT transmitter unit contains the test equipment.
components that follow:
This mode is selected:
•• ON/OFF/ARM switch. •• When switching from “OFF” to “ARM”;
•• Visual Indicator (red). •• When switching to “RESET / TEST”
on an optional remote control panel
•• A socket for connection to an optional
(provided that the switch of the ELT is
Remote Control Panel, a programming
in position “ARM”);
dongle or programming equipment.
•• When switching to “ON” prior to
•• BNC connector for the antenna.
25 EQUIPMENT AND

transmission.
FURNISHINGS

The transmitter unit starts transmission of

The buzzer operates during the self-test
emergency signals when the inertia G-switch closes
procedure.
upon high impact or when the unit is switched on
from the remote switch or from the unit. After about 10 seconds, the test result is
displayed on the visual indicator as follows:
The unit transmits the emergency signals on the
•• One long flash indicates valid test.
frequencies of 121.5 MHz and 406.025 MHz.
•• A series of short flashes indicates false
The ELT has 4 different modes: test result.
3. Armed
•• Off.
In order to enable activation by the
•• Self-test (temporary mode).
G-Switch or with an optional remote control
•• A r m e d ( s t a n d b y m o d e t o e n a b l e panel, the ELT must be in standby mode
automatic activation by the shock sensor with the switch in the “ARM” position.
or by an optional remote control panel).
•• On (transmission).

25-18 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

NOTE
This mode is mandatory during
flight. The ELT should remain
in the “ARM” position except
when the aircraft is parked for a
long period or for maintenance.

4. On
This mode is selected:
•• Manually by switching the ELT to
“ON”;
•• By switching an optional remote control
panel switch to “ON” (provided that the Figure 25-15. ELT Switch
ELT switch is in the “ARM” position);
•• Automatically when a crash occurs
(provided that the ELT switch is in the
“ARM” position).

25 EQUIPMENT AND
FURNISHINGS
Figure 25-14. E
 LT Transmitter Unit -
Components

FOR TRAINING PURPOSES ONLY 25-19

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 25-16. ELT Transmitter Unit - Buzzer

25 EQUIPMENT AND
FURNISHINGS

Figure 25-17. ELT Antenna

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Buzzer Remote Switch

Refer to Figure 25-16. ELT Transmitter Unit The remote switch is a two-position pole
- Buzzer. switch located on the pilot instrument panel or
adjacent to the Caution Panel.
The ELT buzzer is installed adjacent to the
transmitter unit. The LED (monitor light) adjacent to the remote
switch glows when the transmitter unit is in the
Electrical power to the buzzer is supplied by active mode.
the battery pack in the transmitter unit.

When the ELT transmits the emergency signals,

NOTE
the buzzer gives out a distinct audio signal. The aircraft electrical power
may be necessary to operate the
The distinct audio signal from the buzzer helps the ELT remote switch.
search and rescue personnel to locate the aircraft
with a transmitting ELT in a confined area with The switch is connected to the ELT transmitter
a large number of aircraft (as in an airport). The unit through the aircraft electrical wiring to
search and rescue personnel can listen for the buzzer provide the remote activation, testing, arming and
sound to locate the aircraft and disable the ELT. reset functions of the ELT system. The switch has
two positions, labeled as ARM and ON.
Antenna The remote switch can also be used to reset the
Refer to Figure 25-17. ELT Antenna. transmitter unit after an automatic activation by the
G-switch. The remote switch when moved from
The ELT antenna is installed directly above the ARM to ON and back to ARM again will stop the
transmitter unit near the aircraft tail section. ELT transmission and reset the transmitter unit.
The fixed antenna is a whip type of antenna
which is installed on the aircraft structure with
screws, washers and nuts.
Battery Pack
NOTE
Coaxial Cables The transmitter unit must be

25 EQUIPMENT AND
The coaxial cables connect the transmitter unit removed from the aircraft to
to the antenna. The length of the coaxial cable replace the battery pack. Do not

FURNISHINGS
should not exceed 2.7 meters (9 ft).The cables recharge the battery pack. If you
are installed in a coil formation and attached to recharge the battery pack, you
the airframe section with tie-wraps. The cable can cause the batteries to explode.
end connectors are swaged to permit positive
contacts and quick installation. The energy is provided by a battery pack
composed of a LiMnO2 two-element battery.
NOTE
If the cable length exceeds
NOTE
2.7 meters, a low loss cable of Lithium cells, lithium batteries
attenuation less than 1 dB@400 and equipment containing
MHz must be used. such batteries are subjected to
regulations and classified under
class 9 as from 1st of January 2003.

FOR TRAINING PURPOSES ONLY 25-21

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

The battery cells are independent of the aircraft help the search and rescue personnel to locate
electrical system. the aircraft.

The transmitter battery expiry date is fixed at 6 The second signal (406.025 MHz) is transmitted
years after manufacturing. If no activation of the every 50 seconds to a satellite. This signal is
ELT occurs during the battery lifetime, it shall encoded with a digital message.
be replaced 6 years after date of manufacture.
The ELT stops transmission of the emergency
signals when it is reset.
NOTE
The useful life time of batteries After the ELT is reset with the remote switch,
is twelve (12) years. To be the red LED stops flashing, stays on for
in compliance with FAR approximately one second and then goes off.
regulations, they have to be
replaced six (6) years after date When the ELT system senses a problem, the LED
of manufacture when 50 percent flashes a coded signal after the one second pulse.
of their useful life has expired.
Manual Operation
OPERATION Manual operation of the ELT system is usually
done for the test purposes or to activate the
ELT Modes of Operation ELT in an emergency.
The ELT has two modes of operation:
The ELT can be manually operated with the
•• Inactive mode - ELT armed. remote switch in the flight compartment or with
the transmitter unit ON/OFF/ARM switch in the
•• Active mode - ELT transmitting the
tail section. The ELT must be connected with
emergency signals.
the coaxial cables to the antenna for operation.
Automatic (Normal) Operation The ELT operates when the remote switch
The ELT remote switch in the flight in the flight compartment is put to the ON
compartment is normally set to the ARM position. When the ELT operates, it transmits
position. In this position the ELT is inactive, the signals on the emergency frequencies of
25 EQUIPMENT AND

armed and ready for the active mode. 121.5 MHz and 406.025 MHz.
FURNISHINGS

The ELT automatically goes into the active After 50 seconds of normal ELT operation, the
mode when: second signal (406.025 MHz) is transmitted to
the satellite, which is considered to be a valid
•• The inertia G-switch in the transmitter distress signal.
unit is closed due to an impact.
To stop the ELT from transmission of the
NOTE emergency signals, the ELT must be reset.
When the ELT transmits the
The standard emergency frequency of 121.5
emergency signals, the red
MHz can be heard on the VHF and UHF
LED comes on and flashes
communication systems that are in range and
continuously, and the buzzer
tuned to the emergency frequency.
gives out a distinct audible sound.
The second signal (406.025 MHz) is encoded
The ELT transmits the signals on the emergency
with a digital message and is sent to a satellite.
frequencies of 121.5 MHz and 406.025 MHz to

25-22 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Reset the ELT NOTE

The remote switch in the flight compartment If the ELT operates for
is used to reset the transmitter unit after an approximately 50 seconds, a 406
automatic activation by the G-switch. MHz signal is transmitted and is
considered valid by the satellite
system.
NOTE
The aircraft electrical power is 4. Switch ELT to ARM.
necessary to operate the ELT
remote switch. NOTE
This check shall only be
When the inertia G-switch is closed and the ELT
conducted during the first
transmission of the emergency signals is on, the
five minutes of any UTC,
remote switch can stop the ELT transmission
(co-ordinated universal time)
and at the same time reset the inertia G-switch.
hour, and restricted in duration
to not more than five seconds.
When the remote switch is selected from ARM
Be sure to notify any nearby
to ON and back to ARM again, the ELT stops the
control tower of your intentions.
transmission and the transmitter unit gets reset.

After the ELT is reset with the remote switch, Self-Test Procedure
the red LED stops flashing, stays on for
1. C h e c k t h a t t h e a n t e n n a i s c o r r e c t l y
approximately one second and then goes off.
connected.
The ELT transmission can also be stopped with
the ON/OFF/ARM switch on the transmitter
NOTE
unit. When the ON/OFF/ARM switch on the Do not perform self-test without
transmitter unit is set from ARM to OFF and back antenna connected.
to ARM again, the ELT transmission stops and
at the same time the inertia G-switch gets reset. 2. Tune aircraft radio to 121.5 MHz and
ensure you can hear it.
ELT Operational Test 3. Switch from position “OFF” to position

25 EQUIPMENT AND
“ARM” or press RESET & TEST on the
This test must be carried out with a VHF

FURNISHINGS
Remote Control Panel (ensure that the ELT
receiver (Aircraft VHF receiver may be used).
switch is in position “ARM”).
1. Tune VHF receiver to 121.5 MHz; 4. Listen for the buzzer - it operates during the
whole Self-test procedure.
2. Start transmission:
Close to the end of self-test a short (3-4
•• Switch ELT to ON.
sweeps) 121.5 transmission is made -
•• Only 2 “sweep tones” are heard after 5 confirm this on the aircraft radio.
seconds, then the 121.5 MHz stops.
5. After a few seconds, the test result is
3. Stop transmission: displayed with the red visual indicator and
the buzzer will sound.
•• Switch to OFF;
6. One long flash indicates that the system
•• Continue to listen to 121.5 MHz for a
is operational and that no error conditions
few seconds to ensure that the ELT does
were found.
not continue to transmit after the test is
terminated.

FOR TRAINING PURPOSES ONLY 25-23

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

7. A series of short flashes indicates the test NOTES

has failed.

NOTE
The number of flashes gives an
indication of the faulty parameter
detected during the self-test.

NOTE
If self-test fails, contact the
distributor as soon as possible.
Unless a waver is granted, flight
should be cancelled.

3+1 Low Battery Voltage

3+2 Low Rf Power

3+3 Faulty Vco Locking (Faulty Frequency)

3+4 No Identification Programmed

25 EQUIPMENT AND
FURNISHINGS

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

25-00-00 MAINTENANCE PRACTICES

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 25-10-00: Removal/installation of the pilot and co-pilot seats.

•• AMM 25-20-00: Inspection/check of the passenger seats, seat belts and restraint bars.
•• AMM 25-20-01: Inspection/check of the utility seats.
•• AMM 25-40-00: Servicing of the toilet.
•• AMM 25-50-00: Inspection/check of the cargo nets.
•• AMM 25-60-11: Removal/installation of the ELT.
•• AMM 25-00-00: Equipment/furnishing general maintenance practices.

25 EQUIPMENT AND
FURNISHINGS

Revision 0.5
FOR TRAINING PURPOSES ONLY 25-25
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 51-57
STRUCTURES
CONTENTS
Page
51-00-00 STRUCTURES............................................................................................ 51-1
Introduction......................................................................................................... 51-1
General................................................................................................................ 51-3
51-00-00 AIRCRAFT STRUCTURES ........................................................................ 51-4
General................................................................................................................ 51-4
53-00-00 FUSELAGE................................................................................................. 53-3
General................................................................................................................ 53-3
Aircraft Reference Jig Points................................................................................ 53-4
Nose Sections....................................................................................................... 53-5
General......................................................................................................... 53-5
Construction......................................................................................................... 53-7
Long Nose Baggage Compartment................................................................ 53-7
Short Nose Baggage Compartment................................................................ 53-8
Flight Compartment............................................................................................. 53-9
General......................................................................................................... 53-9
Construction....................................................................................................... 53-11
Roof Access Stairs...................................................................................... 53-11
Cabin................................................................................................................. 53-13
Flight Compartment and Fuselage Cabin Forward Section Mating..................... 53-13
51-57 STRUCTURES

Construction Forward Cabin............................................................................... 53-15

Forward Section Upper Panel...................................................................... 53-15
Forward Section Side Panels....................................................................... 53-17

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Page
Forward Section Lower Panel ..................................................................... 53-17
53-20-00 FLOORS.................................................................................................... 53-19
General.............................................................................................................. 53-19
Cabin Floor................................................................................................. 53-19
Flight Compartment Floor........................................................................... 53-19
Aft Cabin........................................................................................................... 53-21
Aft Section Upper Panel.............................................................................. 53-21
Aft Section Lower Panel.............................................................................. 53-21
Aft Section Side Panels............................................................................... 53-21
Cabin Forward and Aft Section Mating Alignment............................................. 53-21
Rear Fuselage ............................................................................................. 53-23
Rear Baggage Compartment............................................................................... 53-25
Aft Fuselage................................................................................................ 53-25
Rear Fuselage and Aft Fuselage Section Mating..................................................................53-25
55-00-00 STABILIZERS............................................................................................. 55-2
General................................................................................................................ 55-2
55-10-00 HORIZONTAL STABILIZER...................................................................... 55-3
Construction......................................................................................................... 55-3
Horizontal Stabilizer Spacing Block..................................................................... 55-3
55-20-00 ELEVATORS............................................................................................... 55-7
General................................................................................................................ 55-7
Elevator Tabs................................................................................................. 55-7
51-57 STRUCTURES

55-30-00 VERTICAL STABILIZER............................................................................ 55-9

General................................................................................................................ 55-9
Construction......................................................................................................... 55-9

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Page
55-40-00 RUDDER................................................................................................... 55-11
General.............................................................................................................. 55-11
Rudder Tabs................................................................................................ 55-11
52-00-00 DOORS........................................................................................................ 52-3
General................................................................................................................ 52-3
Flight Compartment Doors................................................................................... 52-5
Cabin Doors......................................................................................................... 52-5
Cabin Door Right................................................................................................. 52-7
Cabin Left Side Doors.......................................................................................... 52-9
Airstair Door................................................................................................. 52-9
Inward Opening Door LH Side........................................................................... 52-11
52-20-00 EMERGENCY EXIT................................................................................. 52-13
Fuselage Side Emergency Escape Hatches......................................................... 52-13
Fuselage Roof Emergency Escape Hatch............................................................ 52-13
52-30-00 BAGGAGE COMPARTMENT DOORS..................................................... 52-15
Nose Baggage Compartment.............................................................................. 52-15
Forward LH Cargo Door..................................................................................... 52-15
Aft LH Cargo Door............................................................................................ 52-15
Rear Baggage Compartment............................................................................... 52-17
52-70-00 MONITORING AND OPERATION........................................................... 52-17
Door Open Warning System............................................................................... 52-17
52-70-00 DOORS UNLOCKED CAUTION SYSTEM.............................................. 52-19
51-57 STRUCTURES

General.............................................................................................................. 52-19
54-10-00 COMPOSITE NACELLE FAIRINGS (MOD 6/2021)................................... 54-3
General................................................................................................................ 54-3

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Page
Description........................................................................................................... 54-3
Nacelles........................................................................................................ 54-3
56-00-00 WINDOWS.................................................................................................. 56-3
Cockpit Windshields............................................................................................ 56-3
Fuselage Windows................................................................................................ 56-5
56-30-00 DOOR WINDOWS...................................................................................... 56-7
General................................................................................................................ 56-7
Flight Compartment...................................................................................... 56-7
Cabin Compartment...................................................................................... 56-7
Right-Hand Cabin Door................................................................................ 56-7
Left-Hand, Forward and Aft Cabin Doors...................................................... 56-7
Cabin Escape Door........................................................................................ 56-7
57-00-00 WINGS........................................................................................................ 57-3
General................................................................................................................ 57-3
Construction......................................................................................................... 57-3
Wing Box...................................................................................................... 57-3
Wing Spars........................................................................................................... 57-6
Nose Spar...................................................................................................... 57-6
Front Spar..................................................................................................... 57-7
Main Spar..................................................................................................... 57-8
Rear Spar...................................................................................................... 57-9
Wing Skin Panels............................................................................................... 57-11
51-57 STRUCTURES

Wing Top Skin Panels................................................................................. 57-11

Wing Lower Skin Panels............................................................................. 57-11
Wing Rear Shroud....................................................................................... 57-11

Revision 0.5
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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Wing Nose Skins......................................................................................... 57-12
Attached Moving Structures............................................................................... 57-12
Inboard Foreflaps ....................................................................................... 57-12
Outboard Fore flaps..................................................................................... 57-12
Trailing Flaps.............................................................................................. 57-12
Ailerons...................................................................................................... 57-12
Aileron Tabs......................................................................................................................... 57-13
Fairings....................................................................................................... 57-13
Wing Struts........................................................................................................ 57-15
Wing Fences....................................................................................................... 57-17
Stall Strips......................................................................................................... 57-17
51-00-00 SERIES 100 AND 200 DIFFERENCES..................................................... 57-18
51-00-00 SPECIAL TOOLS...................................................................................... 57-19
51-00-00 MAINTENANCE PRACTICES.................................................................. 57-19

51-57 STRUCTURES

Revision 0.5
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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
51-1 Aircraft Dimensions..................................................................................51-2
53-1 Airplane Stations.......................................................................................53-2
53-2 Jig Reference Point....................................................................................53-4
53-3 Front Baggage Compartment Door (1 of 2)................................................53-5
53-4 Front Baggage Compartment Door (2 of 2)................................................53-5
53-5 Front Fuselage Structure............................................................................53-6
53-6 
Short Nose Baggage Compartment............................................................53-8
53-7 FS 60.0 (Front View).................................................................................53-8
53-8 Flight Compartment Floor.........................................................................53-9
53-9 Left Hydraulic System Access Door..........................................................53-9
53-10 Twin Roof Access Steps...........................................................................53-10
53-11 Station 110.0 Sloping Bulkhead (Rear View)...........................................53-10
53-12 Cabin Fuselage Structure.........................................................................53-12
53-13 Roof Section............................................................................................53-12
53-14 Roof Escape Hatch Location....................................................................53-14
53-15 Roof Escape Hatch Heavy Frame and Balsa Insert...................................53-14
53-16 Left Airstair Cabin Door..........................................................................53-14
53-17 
Side Panel, Windows and Emergency Exit...............................................53-16
53-18 Emergency Exit Window..........................................................................53-16
53-19 Roof Escape Hatch Location....................................................................53-16
53-20 
External View Rear Cabin Roof...............................................................53-16
51-57 STRUCTURES

53-21 Floor Structure........................................................................................53-18

53-22 Floor Structure........................................................................................53-18

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure Title Page

53-23 Cargo Tie Down Points............................................................................53-18
53-24 Internal View Cabin Structure..................................................................53-20
53-25 Frame 239 Hockey Stick Bulkhead..........................................................53-20
53-26 Rear Fuselage Structure...........................................................................53-22
53-27 Rear Baggage Compartment Door...........................................................53-24
53-28 Baggage Compartment Shelf...................................................................53-24
53-29 
Rear Baggage Compartment Door Open..................................................53-24
53-30 Battery Compartment & External Power Connector.................................53-24
53-31 Rear Fuselage Interior.............................................................................53-26
53-32 Aft Fuselage Structure.............................................................................53-26
55-1 Empennage................................................................................................55-2
55-2 Horizontal Stabilizer..................................................................................55-2
55-3 Vortex Generators......................................................................................55-2
55-4 Horizontal Stabilizer Spacer .....................................................................55-3
55-5 Horizontal Stabilizers Installation (1 of 2).................................................55-4
55-6 Horizontal Stabilizer Installation (2 of 2)..................................................55-5
55-7 Elevator Torque Tube Flanges....................................................................55-6
55-8 Elevator Horn Weights and Air Seal...........................................................55-6
55-9 Vertical Stabilizer and Rudder...................................................................55-8
55-10 Side View Rudder....................................................................................55-10
55-11 Rudder Counter Weight............................................................................55-10
52-1 Twin Otter Door Locations........................................................................52-2
51-57 STRUCTURES

52-2 Pilot Flight Compartment Door.................................................................52-4

52-3 Cabin Right-Side Door..............................................................................52-6
52-4 Cabin Left-Side Doors...............................................................................52-8

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure Title Page

52-5 Opening Door Inwards ............................................................................52-10
52-6 Side Emergency Escape Hatch ................................................................52-12
52-7 Window Emergency Escape Access.........................................................52-12
52-8 Fuselage Roof Emergency Escape Hatches..............................................52-12
52-9 Front Fuselage Structure..........................................................................52-14
52-10 Rear Baggage Compartment Door (1 of 2)...............................................52-16
52-11 Rear Baggage Compartment Door (2 of 2)...............................................52-16
52-12 Doors Unlocked Caution - Electrical Schematic (Sheet 1 of 2)................52-18
52-13 Doors Unlocked Caution - Electrical Schematic (Sheet 2 of 2)................52-20
54-1 Nacelle Structure and Engine Mounts........................................................54-2
54-2 Engine Nacelle .........................................................................................54-3
54-3 Engine Installed in Nacelle .......................................................................54-3
56-1 Cockpit Windows.......................................................................................56-2
56-2 Cabin Window...........................................................................................56-4
56-3 Cabin Window Construction......................................................................56-4
56-4 Cabin Window Sealing and Securing.........................................................56-6
57-1 Twin Otter Wing .......................................................................................57-2
57-2 Wing Construction.....................................................................................57-2
57-3 Wing Structural Drawing...........................................................................57-4
57-4 Nose Spar..................................................................................................57-6
57-5 Front Spar .................................................................................................57-7
57-6 Front Spar Attachment Point......................................................................57-7
51-57 STRUCTURES

57-7 
Front Spar Hollow Attachment Bolt...........................................................57-7
57-8 Main Spar (1 of 2).....................................................................................57-8
57-9 Main Spar (2 of 2).....................................................................................57-8

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Figure Title Page

57-10 Rear Spar Flap Attachment........................................................................57-9
57-11 Mod 6/1752 Rear Wing Crash Ability Torsion Rod Rear Spar....................57-9
57-12 Rear Spar Mod 6/1752 Attachment............................................................57-9
57-13 Upper Wing Surfaces...............................................................................57-10
57-14 Inboard Wing Leading Edge....................................................................57-10
57-15 Wing Structure Attachment to Frame 219................................................57-14
57-16 Wing Structure Attachment to the Main Spar...........................................57-14
57-17 Wing Strut...............................................................................................57-15
57-18 Wing Fence .............................................................................................57-16
57-19 Stall Strip................................................................................................57-16
51-57 STRUCTURES

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 51-57
STRUCTURES

51-00-00 STRUCTURES
INTRODUCTION
The DHC-6 Twin Otter is an unpressurized, all-metal, high-wing monoplane powered
by two Pratt and Whitney Canada PT6A-series turboprop engines driving Hartzel three-
bladed metal, constant-speed, reversible-pitch, full-feathering propeller. The airframe is
manufactured as three major subassemblies: the fuselage, wing, and empennage.
51-57 STRUCTURES

FOR TRAINING PURPOSES ONLY 51-1

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

DIHEDRAL 3˚

PROPELLER PROPELLER
GROUND CLEARANCE 54 IN DIAMETER 8 FT 6 IN
TRACK
12 FT 6 IN
WING SPAN 65 FT 0 IN

PROPELLER SIDE
CLEARANCE 25 IN

*DIMENSIONS TO GROUND LINE ARE **SERIES 100/200

APPROXIMATE ONLY AND VARY PRIOR TO MODIFICATION
DEPENDING UPON AIRPLANE 6/1077
CONFIGURATION AND LOADING
CONDITIONS REFER TO PSM 1-5-21
GROUND SUPPORT MANUAL FOR
SPECIFIC DETAILS.

20 FT 8 IN
TAIL SPAN

HEIGHT
18 FT 7 IN

9 FT 1 IN
CABIN HEIGHT
3 FT 11 IN
51-57 STRUCTURES

14 FT 9 IN
LENGTH 48 FT 6 IN **
LENGTH 51 FT 9 IN

Figure 51-1. Aircraft Dimensions

51-2 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

GENERAL NOTES
Twin Otter construction uses sheet metal,
aluminum alloy, steel, glass, glass fiber,
plastics, fabric, and other materials as needed.
The fuselage construction is conventional semi-
monocoque employing longerons, longitudinal
stringers, intercostals, frames, and stressed-
skin panels. The wing group consists of the
wings, wing struts, wing fences, nacelles,
and wingtips. The empennage consists of the
horizontal and vertical stabilizers, elevators,
and rudder. Standard fuel storage is two tank
systems each consisting of four rubber cells
installed in the fuselage under the cabin floor.
Optional integral wing tanks are available.

The “Structures” chapter of this training

manual includes the following DHC-6 Twin
Otter Series 300 Maintenance Manual chapters:

•• ATA 51 - “Structures” (General).

•• ATA 52 - “Doors”.
•• ATA 53 - “Fuselage”.
•• ATA 55 - “Stabilizers”.
•• ATA 56 - “Windows”.
•• ATA 57 - “Wings”.

51-57 STRUCTURES

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

51-00-00 AIRCRAFT The resulting estimated fatigue life was

adjusted by a factor to cover unavoidable
STRUCTURES “scatter” in production parts and “scatter” in
fatigue loads due to differences from surveyed
operations. The resulting service limits now
GENERAL relating to all series of aircraft with Transport
Canada approval are shown in the Structural
With the exception of the composite fiberglass C ompone nts S e r vic e lif e lim its man u al
honeycomb core material of the long nose PSM1-6-11.
baggage compartment, the aircraft primary
structure consists mainly of high strength 2024 Items of note in this document are the
aluminum alloy members of conventual semi- following:
monocoque construction with the framework
attached with stress skin panels. •• The fuselage life has been validated at
66,000 hours or a 132,000 flights.
The cabin floor consists of aluminum balsa
core sandwich panel sections supported by •• The lower Transverse Frame at Station
longitudinal floor rails and transverse web 219 (218.875) is also a lifted item and
bulkheads. The wing box consists of spars, must be replaced at 39,000 hours or
ribs and top and lower stress skin panels either 78,000 flights.
side of the main spar. Corrugations are bonded •• The Wing Struts and Link Assemblies
to the top inner and outer skin panels. The are also lifted items which must be
lower forward and aft skin panels include replaced 36,000 hours or 72,000 flights.
stringers running the full span length of the
wing. The vertical and horizontal stabilizers
are two spar conventual structures of 2024-
alloy material with ribs, stringers and stress
skin panels. Structure components throughout
the aircraft, manufactured from 2024 and 2014
alloy material, encountering stress corrosion
cracking such as fuselage forward spar and
side frames were replaced with 7075-T7351
material more immune to stress corrosion
cracking.

Structure protection from corrosion entailed

alodining followed by a vinyl wash prime
before a further zinc chromate or epoxy
prime base application. External surfaces are
further protective with an epoxy paint base
primer followed by epoxy paint outer coat.
All fittings such as hinge arms, adapters etc.,
are individually primed prior to installation.
Reference should be made to the corrosion
manual PSM.1-6-5 Part 1 for details relating
to corrosion protective measures applicable
51-57 STRUCTURES

to the aircraft. Part 3 of the corrosion manual,

approved by Transport Canada, identifies
inspection intervals with specific items shown
in Part 2 of the manual.

51-4 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 53
FUSELAGE

51-57 STRUCTURES

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Figure 53-1. Airplane Stations
51-57 STRUCTURES 53-2 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

53-00-00 FUSELAGE NOTES

The fuselage’s five sections (Figure 53-1) are

identified as follows:

•• Nose Stn -21.0 to 60.0 Post Mod 6/1077

(Long Nose).
•• Flight compartment Stn 60.0 to 110.0.
•• Fuselage forward cabin Stn 110.0 to
262.0.
•• Fuselage Aft cabin Stn 262.0 to 332.0.
•• Rear fuselage Stn 332.0 to 535.24.

GENERAL
The fuselage is aluminum alloy, semi-
monocoque construction consisting of
longerons, longitudinal stringers, intercostals,
frames, and stressed skin panels. It comprises
five permanently attached sections: nose section
(stations –21.00 to 60.00); flight compartment
(stations 60.00 to 110.00); fuselage forward
cabin (station 110.00 to 262.00); fuselage aft
cabin (stations 262.00 to 332.00); and rear
fuselage (stations 332.00 to 535.24).

On aircraft with Mod S.O.O. 6080, ice guards

(celastic) are provided on both sides of the
fuselage, in the plane of the propellers, go give
protection from ice which may be shed by the
propeller blades. On aircraft with Mod S.O.O.
6168, removable ice shields are provided in
place of the celastic ice guards.

51-57 STRUCTURES

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

AIRCRAFT REFERENCE JIG

POINTS
Refer to Figure 53-2. Jig Reference Point.

On the sloping bulkhead at station 109.32 W.L.

-13.85 is a button which can be used as the
starting measuring point for symmetry checks.

Figure 53-2. Jig Reference Point

51-57 STRUCTURES

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NOSE SECTIONS
General
The typical series 300 aircraft includes a long
nose section (see Figure 53-3 and Figure 53-4)
by mod 6/1077 commencing at aircraft 116
to form the baggage/equipment compartment
with an access door on the left side. Removable
mesh screens at Stn 44 provide protection for
avionic equipment from baggage stowed in
the baggage compartment and access to the
nose gear installed on the forward face of
bulkhead Stn 60. When optional weather radar
is installed, forward nose cap is replaced with
a fiberglass/honeycomb core radome by mod
S.O.O. 6074. When closing the nose baggage Figure 53-3. F
 ront Baggage Compartment
compartment door, both door latches must be Door (1 of 2)
pushed simultaneously to allow the door to close
properly. Aircraft incorporating the short nose
pre mod 6/1077 baggage compartment have a
small baggage area forward of Stn 60 extending
to Stn 23.65. Access is through the fiberglass
nose cap, which swivels open on two hinges
and closed by two latches. Weather radar units
have been installed inside the nose cap section
on several aircraft with local approval.

Figure 53-4. F
 ront Baggage Compartment
Door (2 of 2)
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Figure 53-5. Front Fuselage Structure

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CONSTRUCTION NOTES
Long Nose Baggage
Compartment
The long nose baggage compartment (Figure
53-5) is manufactured in three parts: the nose
cap, center and rear sections. The nose cap
and center sections are manufactured from a
molded fiberglass and honeycomb core sections
with a fiberglass skin surface. The rear section
from Stn 60 to 44 comprises of aluminum metal
frames and formers covered with stress skin
panels. The floor of the fiberglass nose section
is limited to a maximum baggage weight of 300
lbs which must not exceed a l00 lbs per square
foot. A baggage weight restriction will apply
if weather radar components are installed.
Damage to the fiberglass skins and core by
impact including delamination aggravated
with dampness can be repaired providing
the condition is not excessive. Details of all
damage should be provided to the aircraft
manufacture for evaluation and possible repair
scheme. Bonding straps are imbedded into the
fiberglass structure for a bonding path between
the nosecap/radome and metal frame structure
at Stn 44 to provide lightning protection for the
nose section of the aircraft.

WARNING

Unrestrained baggage during

flight or baggage loading with
undue care into the nose baggage
compartment will eventually
damage the fiberglass inner skin
surface.

Water access to the honeycomb core will

result in delamination of inner and outer skins
restricting baggage loading in the nose baggage
compartment. All operators should examine
the inner and outer skin surface conditions
frequently and repair areas showing signs of
51-57 STRUCTURES

deterioration quickly to maintain the structural

integrity and cargo carrying weight of the nose
baggage compartment.

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Short Nose Baggage

Compartment
The short nose baggage (Figure 53-6)
compartment consists of 2024 alloy skin
panels, frames, webs, channels, doublers,
brackets, angles, hinge fitting including floor
panels extending from Stn 60 to Stn 23.65.
The fiberglass nose cap structure includes an
alloy frame at Stns 23.65 and angle support
frame at Stn 18.65, doublers, hinges, brackets,
guide pins and latches built into the nose cap
structure. The nose cap swivels on upper and
lower hinges attached to hinge fitting brackets
in the compartment frame structure at Stn 25.65.
Three guide pins in the nose cap frame mate
Figure 53-6. S
 hort Nose Baggage
with location holes in the compartment frame
Compartment
Stn 23.65 and two press action latch fittings in
the nose cap structure retain the nose cap closed
with latch brackets in the compartment frame.

Refer to Figure 53-7. FS 60.0 (Front View).

A magnaformed tubular stay bar, to retain the

nose cap when open, is stowed within the nose
cap structure when closed. The lower skins
adjacent to bulkhead Stn 60 include a detachable
cover plate with seal surrounding the nose leg
piston. The 2024 alloy material floor panel
is supported with angles and frame channels.
Sections of the floor can be quickly detached
for access beneath the floor. The floor of the
short nose section is limited to a maximum
baggage weight of 200 lbs, which must not
exceed an 100 lbs per square foot. Light alloy
skins are attached to the frames above the floor
isolating the structure and upper nose leg from
the baggage. The nose cap is not attached to the Figure 53-7. FS 60.0 (Front View)
door open warning system.
51-57 STRUCTURES

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FLIGHT COMPARTMENT
General
Refer to:

•• Figure 53-8. Flight Compartment Floor.

•• Figure 53-9. Left Hydraulic System
Access Door.

The series 300-flight compartment has an entrance

door on each side of the aircraft including
an L-shaped step and handgrip as standard
equipment. Two hinged doors one on each side of
the aircraft provide maintenance access to flight
control, hydraulic and heating system components
Figure 53-8. Flight Compartment Floor
below the cockpit floor. The flight compartment
forward bulkhead Stn 60 carries the nose gear as
shown in (Figure 53-7). The aileron control cables
are routed from beneath the floor up and through
the forward face of bulkhead Stn 111 to the cabin
roof quadrant before entering the wings to the
aileron control quadrants. Rudder and elevator
cables are routed from under the floor through
the bulkhead and along the cabin fuselage right
side beneath the floor through bulkhead Stn 332
to the rear fuselage and empennage area. Rudder
and elevator trim tab cables are routed from
the right side trim tab control console up and
through bulkhead Stn 111 along the cabin roof
through bulkhead Stn 332 to the rear fuselage and
empennage area.

The left hydraulic system access door is below

flight compartment beneath captain’s seat.
Figure 53-9. L
 eft Hydraulic System
Access Door

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Figure 53-10. Twin Roof Access Steps

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Figure 53-11. Station 110.0 Sloping Bulkhead (Rear View)

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CONSTRUCTION NOTES
The flight compartment consists of forward and
aft bulkheads, formers, and stringers, reinforcing
channels and stressed skin panels. The floor
consists of plywood core aluminum alloy skin
panels riveted to the floor support structure.

Roof Access Stairs

Refer to:

•• Figure 53-10. Twin Roof Access Steps.

•• Figure 53-11. Station 110.0 Sloping
Bulkhead (Rear View).

There is a local STA/STC that allows the

installation of peg type stairs installed on the
sloping bulkhead Left side.

NOTE
Stepping on the front fuselage by
the windshield to gain access to
the roof will do structural damage
and compromise windshield seal
integrity.

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Figure 53-12. Cabin Fuselage Structure

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Figure 53-13. Roof Section

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CABIN NOTES
The fuselage cabin is in two sections (forward
and aft) joined together at Stn 262 to produce
a single fuselage structure extending between
Stns 111 and 332. During manufacture each
section is supplied in four individual separate
skin panel assemblies namely top, lower and
sides. Panels are mostly complete with stringers,
formers, frame sections and stress skin panels
riveted in position. The aft section will include
door surround structure on the left and right side
panel structures (Figure 53-12). Both forward
and aft cabin section panels are jig assembled
together with major frame structure at Stn 239
to produce the cabin fuselage.

FLIGHT COMPARTMENT AND

FUSELAGE CABIN FORWARD
SECTION MATING
With the fuselage structure assembled in
the mating fixture the flight compartment,
complete with bulkhead is aligned with the
fuselage forward section panel structures to be
spliced together at Stn 111.

51-57 STRUCTURES

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ROOF ESCAPE HATCH

(PRE MOD 6/1256)

Figure 53-14. Roof Escape Hatch Location

51-57 STRUCTURES

Figure 53-15. R
 oof Escape Hatch Heavy Figure 53-16. Left Airstair Cabin Door
Frame and Balsa Insert

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CONSTRUCTION FORWARD NOTES

CABIN
Forward Section Upper Panel
The forward section roof panel (Figure 53-14 and
Figure 53-15) is manufactured with longitudinal
stringers and fabricated frames attached to stress
skin panels. The section includes two balsa wood
core metal sandwich metal panels from Stn 111
to Stn 239 in the center of the top panel of
sufficient strength to support ground crew when
working on top of the fuselage. The roof includes
a heavy machined Y frame to accommodate the
flap hydraulic actuator mechanism. The escape
hatch hole (Figure 53-15) on the roof skin panel
is now deleted and replaced with a new skin and
stringers by mod 6/1256 at aircraft 271. The
original doubler beneath the skin still retains
the existing roof escape hatch hole should it be
found necessary to adopt the escape hatch for
wheel/ski operation at a later date. The fuselage
7075 alloy material forward spar by mod 6/1463
at aircraft 433 at Stn 200, more immune to stress
corrosion cracking, is part of the forward roof
panel. The upper section panel is attached to the
machined hockey stick frame forward flange at
Stn 239 during final assembly of both sections.

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Figure 53-17. S
 ide Panel, Windows and Figure 53-18. Emergency Exit Window
Emergency Exit

Figure 53-19. Roof Escape Hatch Location Figure 53-20. E

 xternal View Rear
51-57 STRUCTURES

Cabin Roof

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Forward Section Side Panels mandatory steel bush to increase the fatigue life
of the frame lug. The lower lug on the aft frame
Refer to:
Stn 239 accommodates the mainleg rear pivot
fitting. The remaining fabricated frames form
•• Figure 53-17. Side Panel, Windows and
continuous flanges in the fore and aft directions
Emergency Exit.
for cabin floor rail attachment. Compartments
•• Figure 53-18. Emergency Exit Window. formed by the transverse frames are locations for
the fuel cells. Figure 53-21 through Figure 53-23
The forward section side skin panels have seven illustrate the cabin structural details.
and eight window openings for the left and
right side panels respectively and an escape
hatch opening on each panel by SFAR mod
6/1193 at Stn 155 for emergency conditions.
The skin panel is manufactured with longitudinal
stringers, window/escape hatch opening,
doublers, brackets, angles, diaphragm skins and
fabricated frames at most locations. Post mod
6/1461 and 6/1462 frames (S/B 6/371 Rev C)
changed to 7075 alloy material to overcome
stress corrosion cracking are attached either
side to the lower machined transverse frame
at Stn 219. Special cargo tie down fittings are
installed in the fuselage side frames, at specified
stations shown in the series 300 aircraft weight
and balance manual PSM 1-63-8, with a max
cargo tie down load capacity of 1400 lbs in all
directions. Side seat rails are attached to the
fuselage sidewall structure between Stns 111
and 262. Fasteners are located in the side rails
to accommodate utility seat side rail fittings or
Douglas track as required. With Douglas track
attached or using the fasteners for the cargo seat
fittings the max load capacity for cargo tie down
is 500 lbs in all directions. The side panels are
attached to the hockey stick frame forward flange
at Stn 239 during final assembly of both sections.

Forward Section Lower Panel

The forward lower section skin panel consists
of fabricated and machined frames supported
by stress skin panels, brackets, angles, doublers,
diaphragms, fuel gallery skins, sump plate
structure and longitudinal stringers. Two heavy
machined transverse frames at Stns 219 and
51-57 STRUCTURES

239 are built into the lower section skin panel

structure. The lower lug on the forward frame
accommodates the mainleg forward pivot fitting
and the side face lug, with spherical bearing,
is the attachment point for the wing strut.
All frame side face lugs at Stn 219 require a

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Figure 53-21. Floor Structure Figure 53-22. Floor Structure

51-57 STRUCTURES

Figure 53-23. Cargo Tie Down Points

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

53-20-00 FLOORS from the left and right floor rail parallel to aft
cabin sidewall. Standard series 300 aircraft
also include an extended center floor rail aft
GENERAL of Stn 262 by mod 6/1225 at aircraft 231 for
the sixth right side double seat. All series 300
The floors consist of nine panels in the cabin aircraft floor rails include fasteners for Douglas
compartment, skin panels and a plywood center track and cargo tie down rings including cut
panel in the flight compartment, and skin panels outs for utility seat leg spigot locations. Tie
in the rear baggage/equipment compartment. down locations including several cabin floor
rail configurations is shown in the weight and
balance PSM 1-63-8 manual. Without Douglas
Cabin Floor track installed the floor tie down locations have
The cabin floor panels are constructed from a max cargo tie down load capacity of 1400 lbs
balsa wood core (Pre Mod 6/2166) or aluminum in all directions. With Douglas track attached
honeycomb core (Post Mod 6/2166) sandwiched to the floor rails the max load capacity is 2000
between two light alloy sheets laid over lbs in all directions when using the appropriate
transverse beams. The top surface of the panels tie down rings compatible with Douglas track.
is coated with polyurethane enamel mixed with
aluminum granules (balsa panels, Pre Mod
6/2166) or polyurethane enamel mixed with
griptex granules (Post Mod 6/2166) to form a
non skid surface. Transverse joints of the floor
panels are secured by stud rails and straps,
and longitudinal joints by seat rail and track
assemblies.

Flight Compartment Floor

The flight compartment floor consists of aluminum
alloy skin panels riveted to the floor support
structure, and a plywood center panel which is
sealed and coated with interpon epoxy paint.

The present cabin floor (Figure 53-21, Figure

53-22 and Figure 53-23) panels are of alclad-
balsa core sandwich construction introduced
by mod 6/1402 at aircraft 331 replacing an
earlier floor having PVC core material. Both
floors have a similar load bearing capacity
of 200 lbs per square foot. The floor panels
are located and retained in position with floor
rail flanges including sidewall and bulkhead
web angles. The floor rails are secured to the
lower structure transverse frames. Although
standard series 300 aircraft have two floor rails
51-57 STRUCTURES

(left and center) located between Stns 111 and

262 to accommodate left side single and right
side double seating a number of aircraft have
an additional right side floor rail installed for
single right side seating. Two floor rails are also
installed between Stns 263 and 332 extending

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Figure 53-24. Internal View Cabin Structure

51-57 STRUCTURES

Figure 53-25. Frame 239 Hockey Stick Bulkhead

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AFT CABIN are spliced. The hockey stick (back to back)

side frames at Stn 239 are attached to the lower
Refer to: section panel machined frame and aligned in
the mating fixture jig for side and top section
•• Figure 53-24. Internal View Cabin skin panel attachment. The hockey stick frames
Structure. stiffen the center fuselage sidewall structure
and provide upper side lug forks for wing rear
•• Figure 53-25. Frame 239 Hockey
spar attachment. The fuselage front spar beam
Stick Bulkhead.
includes adapter brackets bolted and riveted
to the skin and adjacent side frame structure.
Aft Section Upper Panel When the fuselage structure is assembled the
fuselage hockey stick side frame upper fork lugs
The upper panel consists of fabricated frames,
at Stn 239 and the front spar beam with brackets
channels, intercostals, doublers, angles,
at Stn 200 are both reamed for steel bushes.
brackets, stringers and stress skin panels. The
upper skin panel is attached to the aft lug of
the hockey stick frame at Stn 239 and the cabin
rear bulkhead at Stn 332 during final assembly.

Aft Section Lower Panel

The lower panel consists of fabricated
frames, intercostals, diaphragms, Z members,
fuel gallery skins, stringers, and sump plate
structure and stress skin panels.

Aft Section Side Panels

Both side panels include door surround
structure, the cabin door located on the right
side and the double entrance doors on the left
side. Structure consists of door floor sills,
fabricated frames, doublers, angles, stringers,
channels and stress skin panels.

CABIN FORWARD AND AFT

SECTION MATING ALIGNMENT
Forward and aft cabin section panels are
assembled using rigging holes in panel
structures including the lower/side frame and
forward spar locations at Stns 200, 219 and 239
and lower forward jig point Stn 109 to ensure
that the structural integrity of the fuselage,
when assembled, remains structurally sound
51-57 STRUCTURES

throughout the operational life of the aircraft.

Major side frames at Stns 219 and 239 are
bolted with corresponding mating lower frames.
Side fabricated frame sections are riveted
together. Longitudinal stringers in both sections

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Figure 53-26. Rear Fuselage Structure

51-57 STRUCTURES

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Rear Fuselage NOTES

The rear fuselage is identified in two sections,
rear and aft, extending from the cabin rear
bulkhead at Stn 332.0 to the rudder hinge line
at Stn 535.34 in a gradual taper contour shape
(Figure 53-26 and Figure 53-27).

The rear fuselage (Figure 53-26) consists of four

stress skin panels upper, lower and sides with
stringers, doublers and fabricated frames. The
left side panel includes door surround structure
with heavy doublers in the baggage door area
and an upper and lower hinge attachment plate
for the cabin left aft door hinges. A box with
spring powered access cover is located in the
left forward side of the lower skin panel to
accommodate the aircraft electrical system
ground supply electrical connector.

51-57 STRUCTURES

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Figure 53-27. R
 ear Baggage Figure 53-28. Baggage Compartment Shelf
Compartment Door

Figure #. Title

Figure 53-29. R
 ear Baggage Compartment Figure 53-30. B
 attery Compartment &
Door Open External Power Connector
51-57 STRUCTURES

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

REAR BAGGAGE compartment extended shelf (Figure 53-31) is

through quick release restraint panels attached
COMPARTMENT to structure fasteners at Stn 406.
The rear baggage compartment is provided System components accessible in the rear
with an external door on the left side (see fuselage area are:
Figure 53-27 through Figure 53-29). Access to
flight control cables is through the aft bulkhead •• Inverters.
Stn 376 of the rear baggage compartment. If
a passenger oxygen system is installed, the •• Deicing distributor valve.
oxygen filling point and pressure gage are •• Flight control cables.
located inside the aft baggage compartment
frame web Stn 376. A metal sheet is attached •• Auto-pilot servo unit.
to the right side skin panel frames for structure
protection from baggage contact during
loading. The rear baggage compartment door
Aft Fuselage
is connected to the door open warning system. The aft fuselage (Figure 53-32) consists of
stress skin panels, nose skin, ribs, doublers,
The rear baggage compartment has a maximum bulkheads, webs, frames, splice plates, angles,
loading capacity of 500 lbs with a floor loading diaphragms, straps, stiffeners, access panels
capacity of l00 lbs per square foot. The extended and machined adapter plates incorporated into
baggage shelf (Figure 53-28) is limited to 100 lbs bulkhead frame structure at Stns 503, 507,
to 150 lbs subject to aircraft C of G. All loads from 528 and 535 to accommodate vertical and
the rear compartment will be subtracted from the horizontal stabilizer location attachment points.
500 lb max limit. The 500 lb total weight includes A tubular frame attached to the aft bulkhead
the floor manufactured from magnesium material frame supports the rudder at the lower hinge
and the extended shelf area. A baggage weight arm bearing location point and positions rudder
reduction will apply if additional equipment is stop blocks to limit rudder movement.
installed in the baggage area. Operators with
aircraft without the cabin door structure surround
doubler by mod 6/1494 at 441 installed should
REAR FUSELAGE AND AFT
contact the aircraft manufacture for clarification FUSELAGE SECTION MATING
of rear baggage weight limitations before adopting
any major changes. During mating the aft and cabin fuselages are
located in alignment jig fixtures. The four rear
A baggage weight label by mod 6/1551 is fuselage skin panels are aligned and riveted
applicable when installing toilet mod S.O.O. in position to the aft fuselage and cabin rear
6136 equipment providing other changes is not section bulkhead structure at Stn 332 and aft
being made at the same time. fuselage structure frame Stn 503 and diaphragm
flanges with splicing straps.
The main battery is beneath the rear cargo
compartment floor just aft of bulkhead Stn 332
(Figure 53-30). A floor cover over the battery
can be quickly removed from the floor panels
for access to the battery. The external power
connector is below and forward of the rear
51-57 STRUCTURES

baggage compartment door 5. The auxiliary

battery and post mod 6/1590 (S/B 6/347 Rev B)
voltage regulators are mounted on the aft-right
side face of bulkhead Stn 332. Access to aircraft
components located aft of the rear baggage

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Figure 53-31. Rear Fuselage Interior

51-57 STRUCTURES

Figure 53-32. Aft Fuselage Structure

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TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 55
STABILIZERS

51-57 STRUCTURES

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55-00-00 STABILIZERS
GENERAL
The empennage (Figure 55-1, Figure 55-2
and Figure 55-3) include the horizontal and
vertical stabilizers and their attach structure,
elevators, and rudder. The horizontal and
vertical stabilizers are conventual structures
of 2024-alloy material with forward and rear
spars and stressed-skin panel construction.
They are independently secured with bolts and
barrel nuts located in the aft fuselage frame
adapter plate structure. The left elevator carries
the elevator trim tab, and the right elevator
Figure 55-2. Horizontal Stabilizer
carries the flap-elevator interconnect tab. The
rudder has two tabs; the upper is a trim tab,
and the lower is a servo (geared) tab. Optional
de-icing boots may be installed on the leading
edge of the horizontal stabilizer after installing
the fiberglass reinforcing caps on the leading
edge skin by mod 6/1089 (S/B 6/52 M/B 1089)
to prevent skin damage from propeller ice.
Both the horizontal and vertical stabilizers are
fitted with vortex generators to improve the
handling qualities of the aircraft at slow speed
by disturbing the airflow around the tail.

Figure 55-3. Vortex Generators

51-57 STRUCTURES

Figure 55-1. Empennage

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55-10-00 HORIZONTAL for the upper and lower finlet attachment as

standard aircraft equipment. Figure 55-4 and
STABILIZER Figure 55-6 show details of the horizontal
stabilizer installation and construction.
CONSTRUCTION
HORIZONTAL STABILIZER
Refer to:
SPACING BLOCK
•• Figure 55-4. Horizontal Stabilizer
This device (Figure 55-4) located at the
Spacer.
bottom front mounting points of the horizontal
•• Figure 55-5. Horizontal Stabilizers stabilizer sets the angle of incidence for the
Installation (1 of 2). horizontal stabilizer. The Pre Mod 6/1639
was made from 2024 T4 aluminum and as
•• Figure 55-6. Horizontal Stabilizer
the horizontal stabilizer was removed
Installation (2 of 2).
and installed for maintenance reasons it’s
dimensions changed microscopically with
The horizontal stabilizer comprises of forward
every re-torquing. This effected some of the
and rear spars, conventional ribs and 7075
slow flight characteristics and required a
alloy material stress skin panels by mod
Modification. The Post Mod 6/1693 spacer
6/1782 at aircraft 794 with full span bonded
is made of 7075 T7351 aluminum which is a
stringers manufactured from 2014 material.
harder material and the problem was rectified.
Nose skins complete with riblets and channels
are attached to the forward spar. Both forward
and aft spars are strengthened at mid section
with doublers and include 7075 alloy material
post mod 6/1809/1808 (S/B 6/438 Rev D)
brackets at aircraft 821 for attachment to the
aft fuselage frame adapter plate barrel nuts
at Stns 507 and 528 (Figure 55-5). The two
forward attach points include a spacing block
inserted between them to ensure the correct
angle of incidence. The main upper and lower
skins are chemically milled tapering from .055
at the root to .020 inch thickness at the wing
tip. Four hinge arm adapter plates built into the
rear spar and rib structure interface with the
mid and outer elevator hinge arms. A center
hinge arm (Figure 55-6) attached to the rear
spar and mid section rib vertical flanges serves
as a common hinge point for both left and right Figure 55-4. Horizontal Stabilizer Spacer
side elevators. The center hinge arm elevator
stop blocks attached to the upper and lower
flanges by mod 6/1798 (S/B 6/432) at aircraft
Serial # 805 with rivets limit elevator travel. A
doubler is installed on the top rear mid section
51-57 STRUCTURES

skin beneath the pick up bracket area by mod

6/1615 at aircraft 575 to prevent skin cracking.

For series 300 float aircraft adapter fittings

were installed in the left and right side structure

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Figure 55-5. Horizontal Stabilizers Installation (1 of 2)

51-57 STRUCTURES

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Figure 55-6. Horizontal Stabilizer Installation (2 of 2)

51-57 STRUCTURES

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Figure 55-7. Elevator Torque Tube Flanges

51-57 STRUCTURES

Figure 55-8. Elevator Horn Weights and Air Seal

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55-20-00 ELEVATORS Elevator Tabs

Both elevators include tabs attached to a
Refer to: hinge on the elevator rear spar. The trim tab
is attached to the left elevator and the wing
•• Figure 55-7. Elevator Torque Tube flap/elevator-interconnecting tab is connected
Flanges. to the right elevator. Both tabs are constructed
from light alloy skin formed to provide a
•• Figure 55-8. Elevator Horn Weights
base for piano hinge section attachment. Ribs
and Air Seal.
are located at each end including a Z section
between the skins to stiffen the structure. Hinge
GENERAL arms forks are installed for pushrod attachment.

Elevators built as separate left and right hand

structure components are bolted directly
together at the torque tubes. The elevators are
of conventual alloy construction consisting of
forward and rear spars with intersecting chord
wise ribs enclosed with swaged skins providing
tensional strength, intercostals and torque tubes.
The elevators are supported and aligned by
outer and mid section hinge arms on each side
including the center hinge arm. The mid and
outer hinge arms are replaceable if excessive
wear is found in the bearing attachment points.
A bolt inserted through both torque tubes and
center hinge arm bearing (Figure 55-7) allows
a swivelling motion for both elevators when
driven by the elevator push rod. The torque tube
flange was altered by mod 6/1450 (S/B 6/287
Rev A) at aircraft 349 to provide some degree
of structure lateral flexibility. Root and adjacent
nose rib were replaced with ribs with heavier
gage material by mod 6/1769 (S/B 6/399 Rev E)
at aircraft 811 to provide a lateral stiffening of
the elevator structure. The change, which also
includes a new intercostal between the torque
tube and upper skin, has eliminated the root and
nose rib cracking condition. The elevators are
static balanced by adjusting the mass balanced
lead weights (Figure 55-8) in the outboard horn
area according to instructions shown in the
aircraft Structural Repair Manual PSM 1-6-3
chapter 55-20-00 Figure 1 Pages 1 to 3.
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Figure 55-9. Vertical Stabilizer and Rudder

55-8 FOR TRAINING PURPOSES ONLY

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55-30-00 VERTICAL NOTES

STABILIZER
GENERAL
The vertical stabilizer is secured by four
bolts at front and rear attachment fittings to
corresponding fittings on the rear fuselage.

The vertical stabilizer comprises spars, ribs, and

skins reinforced by stringers. The front and rear
attachment fittings are riveted to the bottom of
the front and rear spars. The top and center hinge
plates for rudder attachment are riveted to the
ribs. A detachable cap on top of the stabilizer
houses the VOR antenna and the anti-collision
light. On aircraft with lightning protection (Mod
6/1272), a horn assembly is attached to the cap,
and protection straps and a conduit extension
assembly are fitted between the cap and stabilizer
structure. On aircraft incorporating Mod 6/1473,
structural provision has been made on each side
of the vertical stabilizer for the installation of a
half loop type VOR antenna.

CONSTRUCTION
The vertical stabilizer (Figure 55-9) consists of
three spars identified nose, forward and rear with
stringers, nose ribs, main section and aft ribs,
doublers and reinforced skin panels. Adapter
plates are located at the bottom of the forward and
rear spars for direct attachment with four bolts to
the aft fuselage frame adapter plate barrel nuts at
Stns 503 and 535. Leading edge nose skins are
attached to the nose and forward spar flanges. The
rear spar has two attachments fittings built into
the structure for rudder hinge arm attachment.
The cap on the stabilizer has bonding strips for
lightning protection with electrical wiring routed
through conduit. 2024 alloy material .020-inch
thick skins cover the structure.
51-57 STRUCTURES

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Figure 55-10. Side View Rudder

51-57 STRUCTURES

Figure 55-11. Rudder Counter Weight

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55-40-00 RUDDER NOTES

GENERAL
The rudder (Figure 55-10 and Figure 55-11)
consists of three spars (nose, main and rear),
nose and main section ribs and, channels
covered by swaged skins. A hinge attached
to the rear spar locates the lower gear tab and
upper trim tab hinges. A bottom hinge arm
fitting complete with bearing and cable forks
is attached to the lower front spar web. Two
additional mid and top hinge arm fittings are
attached to the front spar structure for hinge
arm attachment to the vertical stabilizer. The
rudder is supported through the bottom hinge
arm bearing located between the aft fuselage
tubular frame plates. Bearings in the hinge arms
allow a swivelling movement controlled by
rudder pedal command. Mass balance weights
are located in the rudder horn structure. If
excessive wear is found in any Rudder bearing,
all bearings should be inspected and changed as
required. Rudder static balancing checks should
be carried out in accordance with instructions
shown in the aircraft Structural Repair Manual
PSM 1-6-3 chapter 55-40-00 Figure 1 Pages 1
and 2. As rudders are supplied with fixed non-
adjustable balance weights any rudder found
out of balance should be sent to an approved
repair facility.

Rudder Tabs
Rudder gear and trim tabs are attached to
the rudder rear spar piano hinge adapter.
Both tabs are constructed from light alloy
skin formed to provide a base to install short
lengths of piano hinge sections. Ribs are
located at each end including a Z section
between the skins to stiffen the structure.
Hinge arms forks and doublers are installed
for pushrod attachment. Movement of the
lower gear tab is from a pushrod driven by
51-57 STRUCTURES

the rudder gear tab gearbox attached to a

mounting plate on the vertical stabilizer.
Movement of the trim tab is from a pushrod
driven by trim tab screw jack in the rudder
front spar web structure.

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CHAPTER 52
DOORS

51-57 STRUCTURES

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51-57 STRUCTURES

Figure 52-1. Twin Otter Door Locations

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52-00-00 DOORS compartment. A zippered, quilted vinyl/fabric

type door is available including a two-part
upper and lower hinged door by mod 6/1613
GENERAL (S/B 6/369) with a vent and latch arrangement.

Refer to Figure 52-1. Twin Otter Door Locations.

Chapter 52 of the Maintenance Manual covers

Twin Otter doors. The Maintenance Manual
divides the “Doors” chapter into the following
major areas for reference:

•• Doors - General.
•• Passenger crew.
•• Emergency exit.
•• Baggage compartment.
•• Door open warning system.

For all series aircraft normal entry and exiting,

the aircraft has two flight compartment doors,
a cabin door on the right side and a double
door arrangement on the left side. For series
300 aircraft the forward left-hand door of the
double door arrangement is usually an air stair
door unless replaced by a cargo utility door by
mod S.O.O. 6107. An inward-opening door by
mod S.O.O. 6169 is available for search and
rescue operations replacing both left side doors.

Aircraft prior to Mod 6/1256 have a roof

emergency escape hatch located in the upper
fuselage roof area (Figure 52-8). The roof
hatch was deleted from aircraft at serial number
271 as aircraft had two-side fuselage escape
hatches by SFAR mod 1193 (S/B 6/201 Rev
A) installed since the first series 300 aircraft
serial number 231.

A door open warning system is presently

installed by SFAR mod 6/1268 (S/B 6/208)
on aircraft commencing at serial number 311.
Aircraft previously incorporating a door open
warning system by mod S.O.O. 6061 require
51-57 STRUCTURES

additional work by mod 6/1239 S/B 6/207)

to be the equivalent of mod 6/1268. The left-
hand cargo door latch was modified by SFAR
mod 6/1284 for positive latch engagement. For
utility configuration aircraft several doors are
available providing access to the rear baggage

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Figure 52-2. Pilot Flight Compartment Door

51-57 STRUCTURES

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FLIGHT COMPARTMENT NOTES

DOORS
The flight compartment has entrance doors
(Figure 52-2) on each side of the aircraft
including an L-shaped step and handgrip for
exiting and entering as standard equipment.
Early aircraft had only the left side step and
handgrip and required mod S.O.O. 6066 to
install the right side step and handgrip.

Although both were installed on many aircraft

before the series 300 model was released, the
right side eventually became standard and is
documented by mod 6/1603 for aircraft 571.
Both doors are hinged at their forward edges
to plate fittings in the structure and are latched
by exterior and interior door handles. Exterior
handles include door locks for security. The
door latch engagement was improved by SFAR
mod 6/1270 (S/B 6/206 Rev A) at aircraft 311.

Sliding windows in each door can be adjusted to

any position and secured by a geometric latch.
A flight manual and map pocket is provided on
each door. The flight compartment doors are
not connected to the door open warning system.
The flight compartment may be isolated from
the cabin by sliding doors or curtain partitions,
immediately behind the crew seats.

CABIN DOORS
The fuselage cabin has a forward and aft
entrance door on both ends of the cabin. The
cabin forward and aft (Figure 52-1) bulkheads
(Stn 110.0 and Stn 332.0) form the entrances
to the flight compartment and rear baggage
compartment respectively. The cabin has a
right side door and two left side doors; either
an air stair door or utility cargo door, according
to the configuration of the aircraft.
51-57 STRUCTURES

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Figure 52-3. Cabin Right-Side Door

52-6 FOR TRAINING PURPOSES ONLY

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CABIN DOOR RIGHT NOTES

A single door is installed on the right side
of the cabin (Figure 52-3). The right door is
hinged at the forward edges to plate fittings
in the structure and latched by exterior and
interior door handles. The exterior handle has a
key lock. Inspection windows on the inside and
outside of the door adjacent to the door handles
allow visual checking of the door locks when
closed (red witness marks are on the latching
mechanism inside the door).

A red colored safety guard is located over the

interior handle to prevent inadvertent turning of
the door handle by passengers. For emergency
situations door opening instructions LIFT
are printed on the handle guard including an
adjacent label EXIT TURN & PUSH attached
to the door trim panels.

The right door has a fixed window, door

stay, and recessed ashtray. A portable fire
extinguisher can be installed on the door.
For Search and Rescue operation requiring
ground surveillance a bubble window replaces
the standard window. The right side door is
connected to the door open warning system.

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Figure 52-4. Cabin Left-Side Doors

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CABIN LEFT SIDE DOORS WARNING

Airstair Door Ground personnel should support
Series 300 aircraft cabin configuration include the air stair door when opening
an air stair door for the forward door of the two in case the door saver is not
double doors on the left side of the aircraft. installed or inoperative. Failure
For series 100 and 200 aircraft the air stair to restrain the door could cause
door is installed by mod S.O.O. 6025 with serious injury to the person
quick detach capability by mod S.O.O. 6026. opening the door as the heavy
The door has an outer aluminium skin with door swings downwards. Air
inner shell steps formed from Kydex material. stair doors without door savers
The door interior is filled with Voltra foam to should always be restrained by
fill voids and support the steps. The air stair hand until fully open and hanging
door (Figure 52-4) is hinged to the fuselage in position by the attaching
door surround lower structure so that it opens cables. When opening the door,
outward and downwards. from within the aircraft, door
cables should be firmly held
The door can be quickly detached from the and gradually released to limit
fuselage to assist with heavy cargo loading. downward movement of the door
Two cables and a post on each side support the until fully opened and positioned
door, which also serve as handrails. Interior by the attaching cables.
and exterior door handles are provided, with
a key lock on the outside only. A red colored
safety guard is installed over the inside handle
to prevent inadvertent movement of the handle
by adjacent passenger.

For emergency situations door opening

instructions LIFT are printed on the safety
handle guard and a label showing EXIT TURN
TO OPEN is attached to the door above the
door handle guard. Inspection holes on the
inside and outside of the door permit visual
confirmation of red witness marks on the
latching mechanism for door closing.

Two latching plungers engage in holes in the

upper door surround structure to retain the
door closed. A retractable step, for passenger
loading, is stowed internally against the inner
doorstep when the door is closed for flight.
A door saver, initially introduced by mod
S.O.O. 6114 (TAB 614/2), was later adopted
as standard aircraft equipment with the air
stair door by mod 6/1606 at aircraft 571. The
51-57 STRUCTURES

air stair door is connected to the door open

warning system.

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Figure 52-5. Opening Door Inwards

51-57 STRUCTURES

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INWARD OPENING DOOR LH NOTES

SIDE
The inward opening door (Figure 52-5) by
mod S.O.O. 6169 was engineered for search
and rescue missions ideal for paramilitary
operations. The door is in two sections hinged
together for a folding operation of the lower
section. The upper section is attached to two
hinge arms in the top door surround structure for
both sections to swivel upwards and inwards and
to be retained with straps parallel to the ceiling.

A bubble window can be installed in the upper

half section for visual ground observation.
The window can be quickly detached from
the upper section for extra headroom during
paratroop evacuation if necessary. Advantages
of the inward opening door are noise level
reduction and minimum discomfort level
during cold weather operations. The door
is closed for takeoff and landing phases of
flight. Supplement 23 is included in the Series
300 Flight Manual for the air operable door
operation. The door is not connected to the
door open warning system.

51-57 STRUCTURES

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Figure 52-6. Side Emergency Figure 52-7. Window Emergency

Escape Hatch Escape Access
51-57 STRUCTURES

Figure 52-8. Fuselage Roof Emergency Escape Hatches

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52-20-00 EMERGENCY hatch was dislodged from the roof structure

with the detachment of the surrounding hatch
EXIT seal. Pulling down on a toggle wire embedded
in the hatch seal pulled the seal out of position.
The fuselage side escape hatches basic on the
FUSELAGE SIDE EMERGENCY first series 300 aircraft, was initially believed
ESCAPE HATCHES to make the roof hatch redundant. This opinion
was later reversed due to an incident where
Refer to: passengers had to leave the aircraft through an
existing roof escape hatch as both side escape
•• Figure 52-6. Side Emergency hatches were blocked by ice and water as the
Escape Hatch. aircraft sank through the ice. Owing to this
incident the fuselage roof escape hatch has now
•• Figure 52-7. Window Emergency
been declared mandatory for all series aircraft
Escape Access.
operating in the wheel ski mod S.O.O. 6001
configuration (Figure 52-8). All aircraft in this
Standard series 300 aircraft have two side
operational mode should immediately take steps
fuselage emergency escape hatches to fulfill
to reintroduce the roof escape hatch capability.
operating requirements one on each side of the
The fuselage roof hatch is not connected to the
forward cabin as standard aircraft equipment
door open warning system.
(Figure 52-1). Each hatch is retained within
the fuselage structure escape area with a plate
to the lower edge structure and a latch and
handle mechanism on the upper edge area. The
hatches are jettisoned by removing the cover
over the release mechanism to pull down on
the release handle, which disengages the catch
mechanism before pushing the hatch in an
outward direction away from the aircraft.

The fuselage side hatches are not connected to

the door open warning system.

NOTE
If removing the emergency
window for maintenance purposes
it is strongly recommended that a
second person be station outside
the aircraft to prevent damage to
the emergency window.

FUSELAGE ROOF EMERGENCY

ESCAPE HATCH
51-57 STRUCTURES

The fuselage roof escape hatch was standard

equipment on all pre mod 6/1256 aircraft before
serial number 271. Access to the original roof
hatch (Figure 52-8) was through a pull down
ceiling panel beneath the escape hatch. The

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Figure 52-9. Front Fuselage Structure

51-57 STRUCTURES

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52-30-00 BAGGAGE AFT LH CARGO DOOR

COMPARTMENT DOORS The aft cargo door is hinged on the aft edge to
plates installed in the rear fuselage structure.
The door is secured in the closed position by
NOSE BAGGAGE latch bolts inserted into the upper and lower
COMPARTMENT door surround structure. The latch bolts are
retained in the inserted position by elastic
The forward long nose baggage compartment straps to prevent rotation and disengagement.
(Figure 52-9) is made of fiberglass and honeycomb When the air stair door is installed a blanking
core material bonded together and attached to a plate is installed over the latch pin hole in the
metal frame strap at Stn 44 with crush rivets. There forward edge face. Without the air stair door the
will be two fiberglass covered aluminum frames forward edge face includes a striker plate with
with a balsa core for strength on each side of the a latch hole to accommodate the forward utility
door structure. The door formed from a similar cargo door latch pin. The door is available with
composite material is attached to the compartment utility or commuter trim panels compatible
with a piano hinge secured to the compartment wall with cabin interior. When fully open, the door
with screws and closed in position with two press is positioned against the fuselage and restrained
to release latches on the lower door section. The with an elastic cord. The aft door is part of the
forward door latch now includes a locking feature. forward cargo door open warning system. The
The lock previously available by mod S.O.O. 6077 standard window can be replaced with a bubble
is standard equipment on 300 series aircraft. When window to enhance visual ground observation.
closing the front baggage compartment door both
door latches must be pushed simultaneously to
WARNING
allow the door to close properly. A door stay is
provided to hold the door open; it is stowed in a
Operators should be aware
spring clip attached to the door when the door is
that door latch bolt pin and
closed. The door is connected to the door open
insertion plate hole wear, with
warning system.
restraining strap deterioration,
would reduce effective door
FORWARD LH CARGO DOOR security during flight. As the
condition has been known to
For series 300 aircraft the forward utility or cargo occur these items should be
door is installed by mod S.O.O. 6107 in lieu of closely examined every 400 hour
the standard air stair door. The cargo door (26 C check inspection (Ref PSM
lbs), which includes a utility entrance ladder, 1-6-7 Chapter 52 item 2A) and
is lighter by about 38 lbs when compared with replaced if necessary to ensure
the air stair door (64 lbs) weight. The entrance that the door will remain in a
ladder is stowed against door inside trim panels secured closed condition.
when closed for flight. The cargo door is hinged
on the forward edge to hinge plates permanently
installed in the fuselage structure. A stay bar
is attached to door and inner door surround
structure to prevent over travel. The door latching
mechanism was improved in conjunction with the
51-57 STRUCTURES

door open warning system. The door has inner

and outer handles with a key locking arrangement
accessed from the outside.

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Figure 52-10. Rear Baggage Compartment Door (1 of 2)

51-57 STRUCTURES

Figure 52-11. Rear Baggage Compartment Door (2 of 2)

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REAR BAGGAGE NOTES

COMPARTMENT
The rear baggage compartment door (Figure
52-10 and Figure 52-11) outer skin is composite
material, and the inner skin is fiberglass with
metal reinforcement. Two hinges are installed
between the rear fuselage and the top edge of
the door by screws. A door handle with a key
lock is located at the lower edge of the door. A
door stay is provided to hold the door open; it
is stowed in a spring clip within the door when
the door is closed. The door is connected to the
door open warning system.

52-70-00 MONITORING
AND OPERATION
DOOR OPEN WARNING
SYSTEM
The door open warning system is a mandatory
SFAR 23 requirement for all series aircraft
operating under FAA Part 135 regulations
with 10 or more revenue passengers. Aircraft
under Part 135 must have the system installed
for certification. A number of Regulatory
Authorities throughout the world have also
declared all SFAR 23 mods (S/B 6/200) as
mandatory including the door open warning
systems. The series 300 production aircraft
incorporated the door open warning system as
standard equipment.

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51-57 STRUCTURES

Figure 52-12. Doors Unlocked Caution - Electrical Schematic (Sheet 1 of 2)

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52-70-00 DOORS relay is located in the cabin roof at the rear of

fuselage station frame 262.00. One airstair door
UNLOCKED CAUTION microswitch is installed in the fuselage airstair
SYSTEM door structure, and is actuated by the airstair
door rear locking pin, the other microswitch
is installed within the door, and is operated by
GENERAL the door latch. With aircraft electrical power
on, and the airstair door microswitches made
Refer to: (airstair door closed and locked), the airstair door
caution relay is energized (because of the ground
•• Figure 52-12. Doors Unlocked Caution provided through the microswitches for the relay
- Electrical Schematic (Sheet 1 of 2). coil), and the normally closed contacts open to
disconnect the caution light ground, providing the
•• Figure 52-13. Doors Unlocked Caution other doors are closed. Inversely, if the airstair
- Electrical Schematic (Sheet 2 of 2). door were unlocked or opened, the relay would
de-energize, and its contacts would close, to
The doors unlocked caution system, provides provide a ground for the caution light to come
the pilot with a visual indication of external on. Electrical connections to the airstair door
door positions. Microswitches, installed at lock microswitch are made by spring contacts on
the right-hand cabin, front and rear baggage the door, and contact strips on the fuselage door
compartment, airstair door or left-hand side surround structure, when the door is closed.
cargo doors, operate when the associated
door (or doors) are opened, and complete a On aircraft with Mod S.O.O. 6169 embodied,
ground circuit for the caution light. The 28 the microswitch wiring for the airstair door is
VDC supply to the caution light in the pilot disconnected at terminal block 24-9, and taped
caution light panel, is through a 5-ampere and stowed.
DOORS UNLOCKED circuit breaker on the
overhead circuit breaker panel. The caution The circuits are microswitch actuated and warn
light is connected through the dimming control of an improper condition of the following doors:
box, so that the brilliance may be controlled
by selecting the CAUTION LT switch on the •• Forward baggage compartment door.
overhead console switch panel, to either BRT
or DIM. •• Right cabin door.
•• Airstair door.
Aircraft have a single microswitch installed
at each door position, each being electrically •• Left cabin cargo doors.
connected in parallel. If a door is opened the
•• Rear baggage compartment door.
microswitch operated by that door provides a
ground for the caution light and, if electrical
MSM Figure “Doors-Unlocked Caution
power is on, the light comes on. The microswitch
System” shows four simplified schematics of
for the left cabin forward cargo door is located
the optional doors-unlocked caution system.
in the left cabin rear cargo door and is actuated
The wiring configurations vary with different
by the forward door latch bolt.
caution system installations, depending on the
system modification(s) with which the caution
On aircraft with Mod 6/1268 embodied, the system
system is installed.
is similar to that previously described, except that
51-57 STRUCTURES

the airstair door has two microswitches connected

in series with each other and in series with the
control coil of an airstair door caution relay,
forming a circuit in parallel with the caution light
and dimming control. The airstair door caution

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51-57 STRUCTURES

Figure 52-13. Doors Unlocked Caution - Electrical Schematic (Sheet 2 of 2)

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51-57 STRUCTURES

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CHAPTER 54
NACELLE

51-57 STRUCTURES

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Figure 54-1. Nacelle Structure and Engine Mounts
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54-10-00 COMPOSITE includes three front alignment plate fittings with

protruding bushes to mate with the engine mounts
NACELLE FAIRINGS and adapters with barrel nuts behind the frame for
(MOD 6/2021) engine bolt attachment. A hinge is built into the
lower section of the bulkhead structure for lower
engine cowling attachment. The lower cowling
GENERAL is latched closed to a hook fitting on the bottom
face of both longerons from the lower cowling.
Refer to Figure 54-1. Nacelle Structure and The top forward cowling is secured to the nacelle
Engine Mounts. frame with studs fasteners and latched with a
similar hook fitting to the lower cowling. A strap
The composite nacelle fairings are installed was installed on the lower longerons by mod
on bottom surface of the wing aft of the main 6/1655 (S/B 6/386) at aircraft 632 to eliminate
engine nacelle structure. longeron cracking with aircraft in high flotation
or float operational modes.
DESCRIPTION
The composite nacelle fairings are attached to the
aluminum airframe using perimeter 10 - 32 screws
spaced approximately every 3 inches. The fairings
are attached to the metal firewall on the forward
edge and to the lower wing surface on the sides
and aft edge. Expanded foil is applied from the
forward to the aft end of the fairings so that it is
captured by the mounting screws. The foil stops
just short of the side flanges for manufacturing
reasons. No conductive path to the airframe is
provided along the side attachment fasteners. The
forward and aft fastener locations are considered
the principal lightning energy transfer paths. A
solid aluminum strip is bonded into the aft edge of
the fairing to assist in energy conduction.
Figure 54-2. Engine Nacelle
Nacelles
Refer to:

•• Figure 54-2. Engine Nacelle.

•• Figure 54-3. Engine Installed in Nacelle.

The nacelle structure (Figure 54-1) consists of

conventional aluminum frames, intercostals, skin
panels, doublers, upper and lower longerons. The
firewall bulkhead web and fireseal material is
titanium for maximum heat protection. The upper
51-57 STRUCTURES

aft area of the nacelle and bulkhead frame web

is riveted to the wing structure and nose spar.
Access panels are located at specific positions
for component servicing and engine control
adjustments (Figure 54-1). The forward frame
Figure 54-3. Engine Installed in Nacelle

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CHAPTER 56
WINDOWS

51-57 STRUCTURES

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Figure 56-1. Cockpit Windows

51-57 STRUCTURES

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56-00-00 WINDOWS NOTES

COCKPIT WINDSHIELDS
Refer to Figure 56-1. Cockpit Windows.

All aircraft have standard windshields made

from 5/32-inch thick acrylic material. However,
optional 3/8-inch thick bird impact-resistant
acrylic windshields are available by mod
SOO. 6027 that fulfill part of the British CAA
Twin Otter aircraft certification requirements.
Furthermore when operating in known ice
conditions aircraft must include heated
windscreens for both crew. The glass and vinyl
laminated electrically heated windscreens,
previously available by mod S.O.O. 6007 (S/B
6/177 Rev C), are now installed by mod S.O.O.
6187 (S/B 6/442 Rev A). The latter change
provides the same windshield but includes
stronger backing angles to fulfill the British
CAA certification requirements.

There are no technical limits on delamination

of heated windows. If delamination is
observed, the serviceability of the windshields
is dependent on the optical distortion caused
by delamination. The acceptance of optical
distortion must remain with the pilot.

When reinstalling a windshield, there is a

specific torquing and re torquing procedure,
one hour after installation and again at three
hours after installation to ensure proper sealing.

51-57 STRUCTURES

Revision 0.5
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Figure 56-2. Cabin Window

51-57 STRUCTURES

Figure 56-3. Cabin Window Construction

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FUSELAGE WINDOWS NOTES

Refer to:

•• Figure 56-2. Cabin Window.

•• Figure 56-3. Cabin Window
Construction.
•• Figure 56-4. Cabin Window Sealing
and Securing.

Twin Otter fuselage windows are manufactured

from acrylic material. Similar material is used
with windows located in doors and fuselage side
escape hatches including the fixed and sliding
frame window in both flight compartment doors.

Refer to Maintenance Considerations, this

chapter, for cleaning recommendations.

When installing the inner window ensure there

is some method to relieve pressure build up
between the windows during altitude changes.

51-57 STRUCTURES

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51-57 STRUCTURES

Figure 56-4. Cabin Window Sealing and Securing

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56-30-00 DOOR NOTES

WINDOWS
GENERAL
The door windows consist of flight compartment,
cabin compartment and cabin escape door
windows.

Flight Compartment
Each flight compartment door has a fixed
window, and a sliding window panel. The
sliding window is locked in any position by a
cam type window latch.

Cabin Compartment
Windows are installed to the right-hand cabin
door, left-hand cabin door forward (if fitted in
place of airstair door), left-hand cabin door aft,
and to each escape door.

Right-Hand Cabin Door

The right-hand cabin door window is made of
plexiglas and fits into a weather strip. A filler
strip is inserted into the weather strip to seal
the weatherstrip and window.

Left-Hand, Forward and Aft Cabin

Doors
The windows in the left-hand forward and aft
cabin doors are made of acrylic plastic, and
are each mounted in a window frame between
two seals and retained by a ring riveted to the
window frame. On aircraft with Mod S.O.O.
6169 incorporated, a flat type window or bubble
type window is installed in the inward-opening
cargo door according to customer’s requirements.

Cabin Escape Door

51-57 STRUCTURES

The window in each cabin escape door is the

same as the windows installed in the left-hand,
forward and aft cabin doors.

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CHAPTER 57
WINGS

51-57 STRUCTURES

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Figure 57-1. Twin Otter Wing

51-57 STRUCTURES

Figure 57-2. Wing Construction

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57-00-00 WINGS arms are bolted to lower skin adapters and rear
spar fittings at Stns 97.5, 172.5, 247.5, 310,
and riveted to the tip rib and rear spar Stn 376
GENERAL to accommodate the Inboard and Outboard
Fore flaps, Inboard Trailing Flap and Aileron
Refer to Figure 57-1. Twin Otter Wing. moving surfaces. All early hinge arms with
adapters including moving surface hinge arm
All wings are classified as of conventual box 2024 material were eventually replaced with
construction with constant shape and thickness 7075 materials to combat corrosion problems
including a 3° dihedral angle. Material especially in hot humid environmental areas.
changes have been adopted throughout the Material encountering stress corrosion such
wing clearing stress corrosion cracking and as the rear spar cap was replaced with 7075
exfoliation corrosion conditions such as the materials to eliminate the cracking condition.
rear spar cap cracks and hinge arm exfoliation. The wing box structure is fully anodized and
The wing, forward pickup aluminum adapters protected with zinc chromate and epoxy based
were eventually replaced with steel adapters by primers during manufacture.
mod 6/1887 (S/B 6/500 Rev A) at aircraft 839
eliminating fatigue crack inspections. Early
series 100/200 aircraft were not certified with
wing fences unless operating with float or
airframe deicing equipment. Wing fences were
found to enhance the handling characteristics of
the aircraft in certain stall speed ranges. Wing
fuel tanks are forward of the main spar adjacent
to the wing tip rib by mod S.O.O.6095. Special
Scintrex pods have been attached to the wing
tip area by EO68703 for geophysical survey
operations. Lightning protection SFAR mods
have been installed at the wing tip and fuel
vent area respectively. A spray ring for engine
compressor washes, initially available by mod
S.O.O.6050, is now standard equipment. Each
wing includes four major components: Wing
Box, Wing Strut, Wing Fence, and Nacelle.

CONSTRUCTION
Wing Box
The wing box structure is of constant section
manufactured from high strength aluminium
alloy material consisting of nose, main and rear
spars including a short front spar at the root
rib, fabricated chord wise ribs, cleats, doublers
and top and bottom skin panels (Figure 57-2
51-57 STRUCTURES

and Figure 57-3). The upper inboard and

outboard skin panels spliced together include
span wise bonded corrugations to stiffen the
wing skin structure. Stringers are riveted to the
lower forward and aft skin panels running the
complete span wise length of the wing. Hinge

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51-57 STRUCTURES

Figure 57-3. Wing Structural Drawing

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PAGE INTENTIONALLY LEFT BLANK

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WING SPARS
Nose Spar
Refer to Figure 57-4. Nose Spar.

The nose spar consists of web, doublers,

landing strap, angles, brackets, hinge boom and
stiffeners in a 2024 material structure assembly
running from the root rib at Stn 35.15 through
the nacelle to the end of the spar web at Stn
135. The web lower flange is bent rearwards to
accommodate the lower skin. The boom hinge
is riveted at the top and behind the web for the
upper skin fasteners. The hinge boom forward
facing lugs for the inboard D nose cover are
removed outboard of Stn 96.33 to clear the
Figure 57-4. Nose Spar
nacelle bullhead web structure. Vertical angles
on the web rear face are fastened to the spar
and forward ribs. Web exit holes, especially for
the electrical wiring loom, are reinforced with
doublers. A landing strap is located between
web lower flange and lower skin from the
root rib into the nacelle structure forward of
Stn 110. Forward lugs on the strap protruding
below the spar web have anchor nuts to retain
the D nose cover in the close condition. Angles
attached to the spar web at Stn 69.85 locate the
D nose cover stay bar. Fairleads on the web
maintain the alignment of the power control
cables. Brackets with clips retain the electrical
power cables. Dry air pumps and engine bleed
air pressure lines were attached to the spar web
forward face with series 100 and 200 aircraft.
51-57 STRUCTURES

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Front Spar
Refer to:

•• Figure 57-5. Front Spar.

•• Figure 57-6. Front Spar
Attachment Point.
•• Figure 57-7. Front Spar Hollow
Attachment Bolt.

The front spar consists of webs, doublers, adapters,

cleats, splice corrugations and angles including
stiffeners running from the Root Rib Stn 35.15 to
the end of the center top skin adapter in the nacelle
area. The nose spar assy includes four adapters Figure 57-5. Front Spar
located behind the root rib. Three of the adapters
with barrel nuts are located in the wing upper
skin corrugation area. Two flanges of the center
adapter are riveted directly to the wing upper skin
and a third vertical flange is attached to the spar
web. The spar web terminates at Stn 60 with the
center adapter running outboard to beyond Stn
97.5 where it is spliced into a top skin corrugation
with a splice angle. The two adjacent upper located
adapters are attached directly to the wing skin
corrugations. The fourth lower adapter is attached
to the spar web. All four adapters accommodating
the wing forward pick-up fitting on the root rib
at Stn 200.36. The two forward ribs at Stns 47.6
and 60 are attached to the center adapter top skin
flanges with cleats. The spar web is reinforced with
doublers including vertical stiffeners in the area of Figure 57-6. Front Spar Attachment Point
the electrical wiring loom routing hole. The lower
web flange is bent aft for lower skin attachment.

With the incorporation of Mod 6/1887, the

aluminum front wing attachment point was
replaced with a steel attachment assembly. If
this Mod has been incorporated the inspection
frequency is decreased.

The attachment bolt is hollow to allow for

slinging the aircraft. There is no specified
torque for the attachment bolt except to tighten
until the washer is stiff to turn.
51-57 STRUCTURES

Figure 57-7. F
 ront Spar Hollow
Attachment Bolt

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Main Spar 65.87 to Stn 196.88 and a top spar plate from
Stn 101.5 to Stn 140 to strengthen the spar
Refer to: and accommodate the heavy fasteners for the
upper inboard skin attachment. The spar has
•• Figure 57-8. Main Spar (1 of 2). an upper forward angle from Stn 35.15 to Stn
•• Figure 57-9. Main Spar (2 of 2). 328.5 before spliced to the outboard spar web
forward bent flange. The wing strut fitting and
The main spar structure from station 35.15 to cap angles are installed to the spar structure
377 consists of webs, splice plates, top cap with a wide selection of fasteners to ensure the
plate, upper and lower cap angles, doublers, structural integrity of the spar structure.
straps, stiffeners and a single piece machined
wing strut fitting installed to accommodate the
wing strut fitting. For early pre mod 6/1117
wings before aircraft 108 the wing strut fitting
was supplied in a two-part configuration with
a forward and aft-machined fitting interspaced
by the inboard spar web.

The present spar includes 4 webs with the

machined inboard and mid inboard webs
attached to the ends of the wing strut fitting at
Stns 106.5 and 152 with splice plates. The mid
outboard web is attached to the mid inboard
web at Stn 228 and the outboard web at Stn
291 in an overlap arrangement. The outboard
spar web has flanges one bent aft at Stn 322.5
for the lower aft skin attachment and the other
bent forward at Stn 325 to accommodate the
upper skin fasteners. An angle is located on Figure 57-8. Main Spar (1 of 2)
the forward face of the outboard web for the
lower forward outboard skin attachment. The
outboard web has lightening holes between the
ribs from Stn 322.5 to the tip rib.

The inboard area of the lower machined

forward and aft cap angles are bent to follow
the contour shape of the wing strut fitting. The
forward lower inboard cap angle commencing
at Stn 35.15 is spliced to an outer angle at
Stn 252 on the spar web forward face. The aft
lower cap angle is located from Stn 57.5 to Stn
325 before spliced to the outboard web bent aft
flange. A plate is located between the lower
cap angles and bottom wing skins over the full
spanwise length of the spar. Stiffening angles
51-57 STRUCTURES

are interspaced vertically along the spar aft face

to strengthen the spar web and at rib stations
for rear rib attachment.
Figure 57-9. Main Spar (2 of 2)
A machined taper top cap is located on the
upper area of the main spar web from Stn

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Rear Spar
Refer to:

•• Figure 57-10. Rear Spar Flap

Attachment.
•• Figure 57-11. Mod 6/1752 Rear Wing
Crash Ability Torsion Rod Rear Spar.
•• Figure 57-12. Rear Spar Mod 6/1752
Attachment.

The rear spar which consists of spar adapter caps,

webs, stiffeners, reinforcing plates, doublers,
gussets, angles and splicing straps running the
full span wise length of the wing. The spar cap Figure 57-10. Rear Spar Flap Attachment
attached to the aft upper inboard web face and
root rib provides the wing rear attachment to the
fuselage hockey stick frame lugs at Stn 239. The
rear spar includes three webs inboard, center and
outboard spliced at Stns 129 and 254 with splice
plates and angles. The web lower flanges are
bent forward to attach the lower rear wing skin
panels. Vertical angles are located on the spar
web forward face to attach the rear rib webs.
Doublers are installed on the web aft face at flight
control pushrod locations. The upper spar cap
terminates at Stn 91.5 and is spliced to an angle
located on the web inner face with a splicing
strap to accommodate the upper skin fasteners
along the rear spar. The outboard web includes
lightening holes in the outboard spar web and is
attached to an angle located on the tip rib. Figure 57-11. Mod 6/1752 Rear Wing Crash
Ability Torsion Rod Rear Spar
The inboard section of the rear spar web was
extensively changed by mod 6/1752 (S/B
6/469 Rev D) at aircraft 813 to enhance the
crashworthiness of the aircraft by increasing
the energy-absorption capability at the rear spar
attachment to the fuselage frame. This arrangement
will inhibit the wing forward motion should the
aircraft be subjected to a sudden deceleration
condition exceeding 9 G that may cause the rear
spar to shear. The change strengthened the spar
web at Stn 81.5 with doublers, brackets, plates and
reinforcing gussets to install a plate and located a
51-57 STRUCTURES

web hole with doubler close to the spar cap lug for
a special bolt alignment. A tension rod between
the spar web plate and special bolt attached to two
links from the rear spar /fuselage frame lugs pin
restricts the movement of the wing should the spar Figure 57-12. R
 ear Spar Mod 6/1752
shear at the critical period of deceleration. Attachment

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Figure 57-13. Upper Wing Surfaces

51-57 STRUCTURES

Figure 57-14. Inboard Wing Leading Edge

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WING SKIN PANELS Top skin material has now changed from 2014
to 7075 with 2014 corrugation material retained
Wing Top Skin Panels by mod 6/1782 at aircraft 794. The corrugation
material will later change to 7075 by mod
Refer to: 6/1702 at some future date.
•• Figure 57-13. Upper Wing Surfaces.
•• Figure 57-14. Inboard Wing
Wing Lower Skin Panels
Leading Edge. The lower skin panels vary in thickness each
panel reducing in thickness away from the root
Two skin panels are installed in the upper wing rib. Panel skins are 2024 with 2014 material
area from Stn 34.15 to Stn 377 spliced together stringers riveted in position over the full span wise
at Stn 296. The inner wing panel for most length of the wing. The skin panels are identified
aircraft consists of 2014 alloy material with in two groups, the forward skin panel assembly
span wise 2014 material corrugations bonded consists of three skins forward of the main spar
to the lower surface and a leading edge doubler and the rear skin panel assembly consisting of
riveted in position from root rib to tip rib to three skins aft of the main spar. Early series 300
accommodate the nose skin attachment from Stn aircraft were manufactured with a lower inboard
122. The inner skin lower surface is chemically skin thickness of 0.040 inch followed by center
milled at two areas, one section fully chord wise skins of 0.032 inch and outboard skins of 0.020
tapering from 0.055 inch thick to 0.020 inch inch thick. However, it was first found necessary
between Stns 159 and 220 and remaining 0.20 to increase the thickness of the forward outboard
inch thick to the end of the skin panel. skin to 0.032 inch thick when incorporating
wing fuel mod S.O.O. 6095. This change was
The second section inboard is from the root rib later adopted as basic wing structure by mod
Stn 35 to Stn 90 running chord wise 55 inches 6/1762 at aircraft 770. Other skin changes now
forward of the rear spar to inches forward of the basic will all production wings are the forward
main spar. Where corrugation section flanges center skin now 0.040 inch thick and the rear
overlap the top flange is riveted in position outboard skin to 0.025 inch thick both by mod
through the other corrugation flange and skin. 6/1719 at aircraft 719 to overcome repetitive oil
From Stn 247.5 and at other outboard locations, canning problems. The lower forward skin panel
two of the four corrugations in each group of includes an extended doubler beneath the nacelle
four corrugations are terminated, resulting in to increase the fatigue life of the wing. The
individual corrugation continuing to the end of lower skins are attached to spar webs including
the skin panel for splicing with the outer skin panel angles and rib flanges with various fasteners.
corrugations. The outer skin panel is manufactured The individual skins on both skin panels overlap
from 2024 material 0.020 inches thick with single at rib stations to accommodate rivet-splicing
2014 material corrugations bonded to the lower patterns.
surface. A doubler is attached to the forward and
rear edges of the skin panel to accommodate the
leading edge and rear shroud skins. Both upper
Wing Rear Shroud
wing skin surfaces are attached with straps The rear spar is enclosed with a rear shroud over
and each corrugation is aligned and spliced the complete length of the wing. The shroud
with the mating corrugation with overlapping consists of four upper and four lower skins all of
adapter plates. The corrugation is terminated 0.016 inch thick supported by riblets attached to
51-57 STRUCTURES

on the top outer skin panel at Stn 376 to provide the rear spar web angles. The lower shroud skins
room for a skin flange to attach the tip rib fairing. follow the curve of the riblet flange to position
The top skins are attached to the root and tip the fore flap leading edge skin close to the wing
ribs, forward and rear rib flanges including at zero flaps. The shroud skins are attached to a
spar adapter fittings and spar web flanges with trailing edge skin assembly running the full span
a wide selection of rivets and fasteners. wise length of the wing shroud.

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Wing Nose Skins the inboard and outboard hinge arms to prevent
fouling with the inboard fore flap and outboard
The nose skins are attached to the wing upper
adjacent structure.
skin leading edge doubler and the lower skin
including the forward rib flanges commencing
from Stn 122. Each skin overlaps the adjacent Trailing Flaps
skin at a rib station and reduces in thickness as
The left and right trailing flap from Stn 34
the skins extend outboard from the root rib of
to Stn 172 consists of inboard and outboard
0.040 inch thick to 0.020 inch thick at the tip rib.
nose skins, spar sections, intermediate ribs,
A metal stall bar is installed on both wing leading
stiffening channels, trailing fluted skins,
edge skins at Stn 197.5 with rivets. Additional
brackets, doublers, ribs, bonding straps and
structure is included for landing lights.
hinge arms. The present trailing flaps include
trailing and nose skin strengthening changes
ATTACHED MOVING by mod 6/1100 at aircraft 136 to accommodate
the higher 12500 lb operational weight for
STRUCTURES later series 300 aircraft. The trailing flaps
include three hinge arms at Stns 34, 97.5 and
Inboard Foreflaps 172 built into the structure. The hinge arm
The left and right hand inboard fore flap material was replaced from 2024 to 7075 more
from Stn 34 to Stn 172 consist of inboard and immune to corrosion. Heavier upper and lower
outboard forward and rear skins, longitudinal doublers replaced doublers in the center hinge
stiffeners, ribs, intermediate ribs, joint straps, area to strengthen the structure and eliminate
forward pick-up fitting, rigging marker, cracking at the center hinge joint. Two cleats
bonding straps and hinge arms. The present were bolted together through the center hinge
inboard fore flaps included rib and stiffener arm and attached to the lower doubler, trailing
strengthening to accommodate the higher skin and spar flange structure for additional
12500 lb. operational weight for later series 300 stiffening of the hinge joint area.
aircraft. The hinge arm material was changed
from 2024 to 7075 more immune to corrosion.
A rubbing block is installed on the outboard
Ailerons
hinge arm to prevent fouling with the adjacent The left and right aileron from Stn 173 to Stn
outboard fore flap structure. 376 consists of inboard, center and outboard
nose skins, trailing lower and upper swaged
skins, spars, channels, intermediate ribs, rib
Outboard Fore flaps assembles, trailing ribs, diaphragms, joint
The left and right hand outboard fore flap strips, channel joints, doublers, rigging plates,
from Stn 173 to Stn 376 consists of inboard, hinges and tabs. The ailerons have four hinge
center and outboard forward and rear skins, arms at Stns 173, 247, 310 and 376 built into
longitudinal stiffeners, ribs, intermediate ribs, the structure. Both ailerons include mass
joint strips, angles, trailing edges, pick-up balance weights in the nose structure consisting
brackets, bonding straps and ribs. The present of inboard, center and outboard retention
outboard fore flaps includes rib and stiffener channels, weight strips and covers to facilitate
strengthening was changed to accommodate static balancing. The original inboard and
the higher 12500 lb operational weight for outboard aluminum covers and brass weight
later series 300 aircraft. The outboard fore were replaced with steel covers and antimony
51-57 STRUCTURES

flaps include four hinge arms at Stns 173, lead strips by mod 6/1753 at aircraft 781 to
247, 310 and 376 built into the structure. The improve balancing requirements. The center
hinge arm material was changed from 2024 to weight strip aluminum cover was replaced
7075 to combat corrosion. The outboard hinge with a steel cover by mod 6/1737 at aircraft
arm at Stn 376 material change occurred at 703. Aileron static balancing checks should
aircraft 373. Rubbing blocks are installed on be carried out in accordance with instructions

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shown in the aircraft Structural Repair Manual NOTES

PSM 1-6-3 chapter 57-50-21 Figures 1 to 2B
Pages 1 to 6 according to the mod standard of
the aircraft aileron.

The left aileron includes two hinges attached to

the rear channel structure between Stns 173 and
213 and Stns 301 and 376 to accommodate the
gear and trim tabs. The trim tab electrical drive
mechanism support structure located at Stn 365
consists of adjacent ribs, skin doubler, packing
and a mounting flange plate with protruding
fairing. The mounting plate is attached to the
lower structure with bolts and anchor nuts.
Trim or gear tabs are not installed on right
hand ailerons.

Aileron Tabs
Aileron gear and trim tabs are attached to the
aileron rear channel piano hinge. Both tabs are
constructed from light alloy skin formed to
provide a base to install short lengths of piano
hinge sections. To prevent structure distortion,
Z sections stiffeners are installed between the
skins. Ribs are located at each end of the tab.
Doublers are installed at both hinge arm forks
locations for additional strength. Movement
of the gear tab is through a push rod and lever
link attached to the outboard fore flap hinge
arm. Movement of the trim tab is with direct
connection to the drive mechanism rod end
fitting.

Fairings
Fairings manufactured from fiberglass are
attached to the wing tip rib, wing strut/lower
skin and inboard leading edge skin/fuselage
areas. The wing tip fairings include bonding
straps for structure protection against lightning
strikes. All electrical wiring to the wing tip
is for position and strobe anti collision lights
routed through conduit attached within the
wing rib structure.
51-57 STRUCTURES

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Figure 57-15. Wing Structure Attachment to Frame 219

51-57 STRUCTURES

Figure 57-16. Wing Structure Attachment to the Main Spar

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WING STRUTS
Refer to:

•• Figure 57-15. Wing Structure

Attachment to Frame 219.
•• Figure 57-16. Wing Structure
Attachment to the Main Spar.
•• Figure 57-17. Wing Strut.

Wing strut structure includes a leading edge skin

and internal flanged beam fastened together to
form a single component of the strut. A channel
is attached to the aft end of the forward skin
to accommodate the V shaped trailing skin
sections. Steel bushes are installed at both ends Figure 57-17. Wing Strut
of the machined beam. The strut beam material
was changed to 2024 to increase the service life
of the strut. A link fitting with steel bushes is
located between the strut beam forks and main
spar lug. The material of the link was changed
to 2024 for service life increase. Main fuel lines
routed through the wing struts are attached to the
channel (Figure 57-17 through Figure 57-16).
The post mod 6/1326 oil breather line is also
directed into the wing strut to discharge through
the trailing skin area.

WARNING

As wings, wing struts, link fittings

and attaching bolts are life limited
components, operators should
refer to the Structural Components
Service Life Limits Manual PSM
1-6-11 for specified service
hours and flight cycles. The
information shown is Transport
Canada approved and compliance
is mandatory.

NOTE
For equipped with long range
51-57 STRUCTURES

tanks the electrical circuits are

normally disconnected at the
bottom of the wing strut.

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Figure 57-18. Wing Fence

51-57 STRUCTURES

Figure 57-19. Stall Strip

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WING FENCES NOTES

All series 300 aircraft have a wing fence
installed chord wise on each wing at Stn 310 .
The fence consists of an aluminum plate with
rubber fairings attached to both sides of the
plate contacting the upper and leading edge
skin surface. The fence is bolted in position
to two adapter fittings located inside the
wing structure (Figure 57-18). The fence was
adopted as method to improve the handling
characteristics of the aircraft in certain stall
conditions by preventing the entire wing from
stalling at the same time.

Series 100 and 200 aircraft must install the

wing fences when operating with floats or
airframe de-icing to obtain similar handling
characteristics.

STALL STRIPS
Refer to Figure 57-19. Stall Strip.

On each wing at a specific location there will

be a metal stall strip or if the aircraft has wing
boots then the Rubber Strips are cemented
to the boots as per the 1-6-3 chapter 57. If
floats are installed, then there will be two stall
strips on the right wing subject to the float
manufacturers requirements.

51-57 STRUCTURES

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51-00-00 SERIES 100 NOTES

AND 200 DIFFERENCES
All series aircraft are the same overall length
when operating with post mod 6/1077 long
nose baggage compartments or in the pre mod
6/1077 short nose configuration. The difference
between the pre and post mod 6/1077 aircraft
is 37 inches.
51-57 STRUCTURES

Revision 0.5
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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

51-00-00 SPECIAL TOOLS

ITEM NO. DESCRIPTION FUNCTION IDENTIFICATION
1 Wing sling Used to hoist complete wing SD12505–1

2 Vertical stabilizer sling Used to hoist complete vertical stabilizer SD12507–3

3 Horizontal stabilizer and elevator Used to hoist horizontal stabilizer and SD12508–1
sling elevator

4 Rudder sling Used to hoist complete rudder SD12517–1

5 Engine sling Used to hoist wing complete with engine C6GT1018–1

6 Acorn, wing to fuselage (front) Used to align and enter front pickup bolt SD12514–1
during installation of wing

7 Acorn, wing to fuselage (rear) Used to align and enter rear pickup bolt SD12515–1
during installation of wing

8 Filler strip installation tool (A – A) Used when installing emergency roof SD12562–1
hatch

9 LH aft cargo door stay Used to restrain the LH aft cargo door in C6GT1103–1
the open position during loading

51-00-00 MAINTENANCE PRACTICES

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 53-00-00: Inspection/check of the external fuselage.

•• AMM 53-20-00: Removal/installation of the cabin floor panels.
•• AMM 55-10-00: Inspection/check of the external stabilizers.
•• AMM 52-20-00: Operational test of the roof escape hatch (pre-mod 6/1256).
•• AMM 52-20-00: Operational test of the escape door.
•• AMM 52-00-00: Lubrication of the door hinges.
•• AMM 54-10-00: Inspection/check of the nacelles.
•• AMM 54-10-00: Composite nacelle fairing bonding test.
•• AMM 54-10-00: Composite nacelle bonding adjustment/rework.
•• AMM 56-00-00: Inspection/check of the windshield.
•• AMM 56-00-00: Cleaning of the cabin, cabin door and escape hatch windows.
51-57 STRUCTURES

•• AMM 57-00-00: Inspection/check of the wing.

•• AMM 51-00-00: Standard practices and structures general maintenance practices.

Revision 0.5
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CHAPTER 26
FIRE PROTECTION
CONTENTS
Page

26-00-00 FIRE PROTECTION.................................................................................... 26-1

Introduction......................................................................................................... 26-1
General................................................................................................................ 26-3
26-10-00 FIRE DETECTING SYSTEM...................................................................... 26-3
Thermal Units...................................................................................................... 26-3
26-10-00 WARNING LIGHTS AND SWITCHES....................................................... 26-5
26-10-00 MAGNETIC CIRCUIT BREAKERS............................................................ 26-7
Wiring Circuits..................................................................................................... 26-7
Operation............................................................................................................. 26-7
26-20-11 FIRE BOTTLES........................................................................................... 26-9
26-20-21 INDICATING DISCS................................................................................. 26-11
26-10-00 SYSTEM TESTING................................................................................... 26-11
26-00-00 SERIES 100 AND 200 DIFFERENCES..................................................... 26-12
Fire Detection System........................................................................................ 26-12
26-00-00 SPECIAL TOOLS...................................................................................... 26-13
26-00-00 MAINTENANCE PRACTICES.................................................................. 26-13
26-00-00 CAUTIONS & WARNINGS....................................................................... 26-13

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 26 FIRE PROTECTION
TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

26-1 Fire Detection System - Component Locations..........................................26-2

26-2 
Combustion Section Fire Detection............................................................26-3
26-3 
Accessory Gearbox Thermal Detector........................................................26-3
26-4 Fire Bell Mute Switches (Various
Locations Depending on Aircraft Mod)......................................................26-4
26-5 Fire Pull Detector Lights and Test Switch..................................................26-4
26-6 Fire Detection System Circuit Breakers.....................................................26-6
26-7 Engine Fire Bottle......................................................................................26-8
26-8 Dual Bottle Installation..............................................................................26-9
26-9 Fire Extinguisher Indicating Discs...........................................................26-10
26-10 Fire Detection Test Switch.......................................................................26-10

TABLES
Table Title Page
26-1 Sample Charge Pressure Versus Temperature.............................................26-8

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CHAPTER 26
FIRE PROTECTION

26-00-00 FIRE PROTECTION

INTRODUCTION
The DHC-6 Twin Otter aircraft have an independently operating fire detection system
on each engine. The systems include detection circuits which display fire warning in
the cockpit and actuate a fire bell. The fire-extinguishing systems are independent and
are controlled from the cockpit. One portable fire extinguisher is provided for the crew
compartment; another extinguisher for the cabin is normally stowed near the main or RH
cabin door.
The user should consult the Maintenance Manual, applicable AFM supplements and vendor
manuals for additional information on specific manufacturers installations not included in
this chapter.
Series 100 and 200 differences are listed at the end of the chapter.

FOR TRAINING PURPOSES ONLY 26-1

26 FIRE PROTECTION

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 26-1. Fire Detection System - Component Locations

26-2 FOR TRAINING PURPOSES ONLY

 26 FIRE PROTECTION
TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

GENERAL
Refer to Figure 26-1. Fire Detection System -
Component Locations.

The engine fire detection system provides the

means to detect a fire in the accessory and
combustion sections of either engine. The
system is automatic and is in operational any
time the left DC bus is powered.

The engine fire-extinguishing system uses

a chemical extinguishing agent stored in a
pressurized bottle in each nacelle. When an
engine fire is indicated, the fire-extinguishing
system is actuated from the cockpit by pulling
Figure 26-2. C
 ombustion Section Fire
the FIRE PULL handle after the engine has
Detection
been shut down and secured.

26-10-00 FIRE
DETECTING SYSTEM
THERMAL UNITS
Refer to:

•• Figure 26-2. Combustion Section Fire

Detection.
•• Figure 26-3. Accessory Gearbox
Thermal Detector.

Four fire-detecting thermal units and their

connecting sensing loops are on the forward
Figure 26-3. A
 ccessory Gearbox Thermal
and aft fireseals in each engine nacelle, and on
Detector
a nacelle frame at Stn 54.60 (Figure 26-2). The
two forward thermal units actuate at 450°F and
the two aft units actuate at 300°F.

FOR TRAINING PURPOSES ONLY 26-3

26 FIRE PROTECTION

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 26-4. Fire Bell Mute Switches (Various Locations Depending on Aircraft Mod)

Figure 26-5. Fire Pull Detector Lights and Test Switch

26-4 FOR TRAINING PURPOSES ONLY

 26 FIRE PROTECTION
TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

26-10-00 WARNING NOTES

LIGHTS AND SWITCHES
Refer to:

•• Figure 26-4. Fire Bell Mute Switches

(Various Locations Depending on
Aircraft Mod).
•• Figure 26-5. Fire Pull Detector Lights
and Test Switch.

The actuation of one of the fire-detecting

units in a nacelle will complete a circuit. The
applicable “LEFT ENGINE” and “RIGHT
ENGINE” FIRE PULL handle light will come
on. The audible fire bell will also sound. The
fire bell is in the flight compartment on the
upper bulkhead forward face behind the pilot.

A FIRE BELL MUTE switch with the position

ON and MUTE will silence the audible bell
noise or the bell will continue to operate as
long as the warning light is on. The switch is
normally found on the lower left side frame
(Figure 26-4) below the instrument panel. Other
locations are possible depending on which
mod is being followed. The switch should
normally be selected to the ON position for
automatic operation in the event of an engine
fire occurring. Leaving the switch in the MUTE
position will keep the audible warning silenced.

FOR TRAINING PURPOSES ONLY 26-5

26 FIRE PROTECTION

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 26-6. Fire Detection System Circuit Breakers

26-6 FOR TRAINING PURPOSES ONLY

 26 FIRE PROTECTION
TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

26-10-00 MAGNETIC break the normal ground and provide alternative

power supply to the second thermal loop.
CIRCUIT BREAKERS
Refer to Figure 26-6. Fire Detection System
NOTE
Circuit Breakers. If a ground fault has occurred and
the breaker has activated, system
Two circuit breakers on the main circuit breaker testing can occur as long as the
panel, labeled “FIRE DET FAULT IND L” ground fault condition exists.
and ”FIRE DET FAULT IND R”, are magnetic
circuit breakers (Figure 26-6). The magnetic type
circuit breakers include single switch contacts
with a centre moving arm linked mechanically to
a magnetic coil to power one of the two thermal
detection loops. Operating principles of the
breakers are provided under Operation.

WIRING CIRCUITS
Both the power and ground circuits are
redundant. If a single open failure in the wiring
occurs the system will still operate. This type
of failure will be detected when a system test
is selected as the test puts all wires in series.

OPERATION
Refer to MSM page 26-1 to 26-7.

The system is powered from the left 28VDC bus

through two 5 amp circuit breakers labeled FIRE
EXT L and FIRE EXT R on the main circuit breaker
panel to one of the two thermal detection loops on
each engine fire detection wiring harness.

When operational the centre arm of the magnetic

circuit breaker, which is connected to the second
thermal-detecting loop through the FIRE PULL
warning light, moves to the ground position.
When the contacts in any of the thermal units
are actuated by excessive heat, they close to
complete the circuit between both thermal
detection units to bring on the warning light
and power the audible fire warning bell.

Should a short circuit (ground) condition

occur in the thermal loop powered from the
magnetic circuit breaker the circuit breaker
will disengage from the normal power source.
This moves the centre arm within the breaker to

FOR TRAINING PURPOSES ONLY 26-7

26 FIRE PROTECTION

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 26-7. Engine Fire Bottle

Pressure Pressure Pressure

Temperature Temperature Temperature
(°F) (°F) (°F)
Min Max Min Max Min Max
60 567 587 74 617 637 88 669 689

62 574 594 76 624 644 90 677 697

64 581 601 78 632 652 92 686 706

66 588 608 80 639 659 94 694 714

68 595 615 82 647 667 96 703 723

70 602 622 84 654 674 98 713 733

72 609 629 86 662 682 100 720 740

Table 26-1. Sample Charge Pressure Versus Temperature

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26-8 FOR TRAINING PURPOSES ONLY
 26 FIRE PROTECTION
TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

26-20-11 FIRE BOTTLES NOTES

Refer to:

•• Figure 26-7. Engine Fire Bottle.

•• Figure 26-8. Dual Bottle Installation.

The HTL fire extinguisher bottle behind each

engine firewall (Figure 26-7) contains about
86 cubic inches of pressurized freon 13B1
triflorobromomethane CBrF3 fire extinguishing
agent. The bottles have a nominal charge of
450 psi of extinguishing agent and propellant.
This value can be checked with the gauge on the
side of the bottle and the chart. The chart shows
what the charge should be in relation to ambient
temperature. A main discharge pipe extends from
a valve on the bottom of the bottle through the
firewall to the engine accessory compartment.
Two additional pipes, one connected to the
bottle and the other to the main discharge pipe,
terminate at indicator discs on the side of the
nacelle. When the pyrotechnic cartridge (squib) is
fired, by the activation of the FIRE PULL handle,
the entire contents of the pressurized bottle are
released to discharge into the engine accessory
compartment.

Figure 26-8. Dual Bottle Installation

FOR TRAINING PURPOSES ONLY 26-9

26 FIRE PROTECTION

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 26-9. Fire Extinguisher Indicating Discs

Figure 26-10. Fire Detection Test Switch

26-10 FOR TRAINING PURPOSES ONLY

 26 FIRE PROTECTION
TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

26-20-21 INDICATING NOTES

DISCS
Refer to Figure 26-9. Fire Extinguisher
Indicating Discs.

Two indicating discs are provided for

each bottle, one yellow and one red. The
higher temperature rated metal disc material
provides a positive retention of the disc
unless dislodged during the normal operation
of the fire bottle.

The discs are on the inboard side of left nacelle

and on the outboard side of right nacelle. The
yellow disc blows out when a bottle is discharged
into the engine compartment during normal
operation; the red disc ruptures if excessive
thermal pressure occurs.

Prior to flight, an inspection must be made to

ascertain that the discs are not blown.

26-10-00 SYSTEM
TESTING
Refer to:

•• Figure 26-10. Fire Detection Test

Switch.
•• MSM Page 26-3.

A spring loaded switch, normally to the off

position, labeled TEST is on the emergency fire
panel to test the fire detection circuit system.

Selecting the test switch to TEST connects the

two thermal detecting loops of each engine
system in series to complete the circuit through
the FIRE PULL warning lights to ground. With
the illumination of the pull handle lights and
audible warning bell operation the continuity
of the fire detecting system is verified.

Revision 0.5
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TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

26-00-00 SERIES 100 NOTES

AND 200 DIFFERENCES
FIRE DETECTION SYSTEM
Thermal detection unit placement differs slightly
on Series 100 and 200 airplanes (Figure 26-11).
The original thermal detectors actuate at 300°F.

On early aircraft thermal detectors were

repositioned to overcome the problem of
structure shielding. The change also included a
single through cable from the engine firewall to
the four probes in lieu of two connecting cables
that were initially interspaced by a firewall. Both
configurations are clarified by Figure 26-11. Early
aircraft retained the four thermal probes rated at
300°F although two forward probes were later
replaced with higher rated 450°F units for Series
300 aircraft.

26-12 FOR TRAINING PURPOSES ONLY

 26 FIRE PROTECTION
TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

26-00-00 SPECIAL TOOLS

ITEM NO. DESCRIPTION FUNCTION IDENTIFICATION
80001 Fenwall field tester kit

General radio 500 VAC megger or

equivalent

Multimeter set to 25 milliamps

26-00-00 MAINTENANCE PRACTICES

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 26-25-00: Servicing of the fire extinguisher bottle.

•• AMM 26-25-00: Replacement of the fire extinguisher bottle indicating discs.
•• AMM 26-25-00: Routince (A) airframe inspection card.
•• AMM 26-25-00: Operational test of the fire warning bell.
•• AMM 26-25-00: Functional test of the fire extinguishing system.
•• AMM 26-25-00: Adjustment/test of the BCF extinguishers (Graviner type 38H).
•• AMM 26-25-00: A
 djustment/test of the Swordsman Halon 1211 (BCF) extinguisher model
2-10 (pre-mod 6/1889) flag halon 1211 extinguisher model HAL-035W
(mod 6/1889).
•• AMM 26-25-00: Adjustment/test of the water/glycol extinguishers.

26-00-00 CAUTIONS & WARNINGS

WARNING

DO NOT USE A VOLT-OHMMETER, BATTERY POWERED CONTINUITY LIGHT,

OR ANY SIMILAR DEVICE IN AN ATTEMPT TO TEST THE SQUIB ASSEMBLY.
USE OF A MULTIMETER WHICH PASSES MORE THEN 25 MILLIAMP MAY
DETONATE THE SQUIB ASSEMBLY. INADVERTENT DETONATION CAN CAUSE
INJURY TO SERVICING PERSONNEL.

Revision 0.5
FOR TRAINING PURPOSES ONLY 26-13
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 28
FUEL
CONTENTS
Page

28-00-00 FUEL........................................................................................................... 28-1

Introduction......................................................................................................... 28-1

28 FUEL
General................................................................................................................ 28-3
MOD S.O.O.6095................................................................................................. 28-3
MOD S.O.O.6111................................................................................................. 28-3
28-10-00 FUEL STORAGE......................................................................................... 28-7
Fuselage Tanks..................................................................................................... 28-7
Fuel Tank Venting................................................................................................ 28-8
Filler Caps........................................................................................................... 28-8
Sump Plates ........................................................................................................ 28-9
Sump Plate Flapper Valves............................................................................ 28-9
Interconnector Manifold..................................................................................... 28-10
Interconnecting Pipes.................................................................................. 28-10
28-20-00 DISTRIBUTION........................................................................................ 28-11
Drain Valves....................................................................................................... 28-11
Boost Pump........................................................................................................ 28-13
Operation.................................................................................................... 28-15
Motive Flow System........................................................................................... 28-15
Motive-Flow Line and Check Valves.................................................................. 28-15
Fuel Transfer Ejectors........................................................................................ 28-17
Thermal Relief Check Valves............................................................................. 28-19

Revision 0.5
FOR TRAINING PURPOSES ONLY 28-i
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Fuel Strainers..................................................................................................... 28-19
Fuel Flow Transmitter........................................................................................ 28-19
28-20-25 EMERGENCY SHUT-OFF VALVES.......................................................... 28-21
28-20-61 PUMP CHANGEOVER BOX..................................................................... 28-23
28-20-01 WING FUEL TANK SYSTEM................................................................... 28-25
28 FUEL

General.............................................................................................................. 28-25
OPERATION...................................................................................................... 28-25
Components....................................................................................................... 28-27
Wing Fuel Tank Switches............................................................................ 28-27
Level Control Valve..................................................................................... 28-27
Filler Cap.................................................................................................... 28-27
Vent Pipe and Drain Valve........................................................................... 28-27
Refuel Shut-Off Valve................................................................................. 28-29
Long Range Tank Fuel Filter....................................................................... 28-29
Long Range Fuel Pump............................................................................... 28-29
Fuel Transfer Valve..................................................................................... 28-29
Controls...................................................................................................... 28-29
28-25-00 PRESSURE REFUELING.......................................................................... 28-31
General.............................................................................................................. 28-31
Description......................................................................................................... 28-31
Refuel Valves.............................................................................................. 28-31
Overload Test Solenoid Valves.................................................................... 28-31
Overload Float Switch................................................................................. 28-31
Refueling Panel........................................................................................... 28-34
Refuel Adapter............................................................................................ 28-34

28-ii FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Operation........................................................................................................... 28-35
28-42-00 FUEL QUANTITY INDICATING SYSTEM.............................................. 28-37
General.............................................................................................................. 28-37
Wing Fuel Quantity Indicating System........................................................ 28-37
28-42-00 FUEL QUANTITY INDICATION.............................................................. 28-39

28 FUEL
Operation........................................................................................................... 28-39
28-42-00 FUEL QUANTITY GAUGES AND TEST.................................................. 28-40
Fuel Quantity Dipstick....................................................................................... 28-41
28-44-00 FUEL LOW LEVEL INDICATING SYSTEM............................................ 28-43
General.............................................................................................................. 28-43
Low Level Float Switch.............................................................................. 28-43
28-46-00 FUEL LOW PRESSURE INDICATING SYSTEM..................................... 28-45
General.............................................................................................................. 28-45
Fuselage Fuel Low Pressure Indicating System........................................... 28-45
Wing Fuel Low Pressure (PUMP FAIL) Indicating System......................... 28-45
Boost Pump Caution Lights......................................................................... 28-45
28-48-00 CROSSFEED VALVE POSITION INDICATING SYSTEM....................... 28-47
General.............................................................................................................. 28-47
Crossfeed Indicator..................................................................................... 28-47
Fuel Crossfeed............................................................................................ 28-51
Fuel Level Control Valves........................................................................... 28-51
Operation........................................................................................................... 28-51
28-00-00 SERIES 100 AND 200 DIFFERENCES..................................................... 28-53
Fuel Quantity Indicating System........................................................................ 28-53
Fuel Quantity Gages and Test...................................................................... 28-53

FOR TRAINING PURPOSES ONLY 28-iii

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Gauges and Test.......................................................................................... 28-53
Fuel Transfer Ejectors................................................................................. 28-53
28-00-00 MAINTENANCE PRACTICES.................................................................. 28-54
28-00-00 CAUTIONS & WARNINGS....................................................................... 28-55
28 FUEL

Revision 0.5
28-iv FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
28-1 Fuselage Fuel Panel...................................................................................28-2
28-2 Wing Fuel Tank Switches...........................................................................28-2
28-3 Fuel System...............................................................................................28-4
28-4 Fuselage Tanks..........................................................................................28-6

28 FUEL
28-5 Fuselage Fuel Tank Vents...........................................................................28-8
28-6 Wing Fuel Tank Vents (Typical).................................................................28-8
28-7 Filler Caps.................................................................................................28-8
28-8 Collector Sump Plate.................................................................................28-9
28-9 
One Way Restricted Flapper Valves............................................................28-9
28-10 Interconnecting Manifold.........................................................................28-10
28-11 Interconnecting Pipes..............................................................................28-10
28-12 
Collector Cell and Manifold Drains.........................................................28-11
28-13 Fuel Filter Drain......................................................................................28-11
28-14 Boost Pumps (1 of 2)...............................................................................28-12
28-15 Boost Pumps (2 of 2)...............................................................................28-12
28-16 Boost Pump Control Switches ................................................................28-14
28-17 Motive Flow Check Valve Location.........................................................28-14
28-18 Ejector.....................................................................................................28-16
28-19 Fuel Ejector.............................................................................................28-16
28-20 Thermal Relief Check Valve....................................................................28-18
28-21 Fuel Strainers..........................................................................................28-18
28-22 Fuel Flow Transmitter..............................................................................28-18
28-23 Fuel Emergency Valve.............................................................................28-20

FOR TRAINING PURPOSES ONLY 28-v

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure Title Page

28-24 Fuel Emergency Shut-Off Switches.........................................................28-20
28-25 Boost Pump Changeover Control Box......................................................28-22
28-26 Canister Style Pump ...............................................................................28-23
28-27 Wing Tanks..............................................................................................28-24
28-28 Wing Fuel Tank Switches.........................................................................28-26
28 FUEL

28-29 Wing Tank Filler Cap ..............................................................................28-26

28-30 Vent Pipe and Drain Valve.......................................................................28-26
28-31 Wing Tank Fuel Filter..............................................................................28-28
28-32 Wing Fuel Components............................................................................28-29
28-33 Pressure Refueling Installation................................................................28-30
28-34 Pressure Refueling - Electrical Schematic................................................28-32
28-35 Pressure Refueling Panel.........................................................................28-34
28-36 Fuel Quantity Indicating System Test Circuit...........................................28-36
28-37 Wing Fuel Panel......................................................................................28-38
28-38 Fuel System.............................................................................................28-38
28-39 Fuel Crossfeed.........................................................................................28-40
28-40 Fuel Quantity Dipstick.............................................................................28-41
28-41 Fuel Low Level Indicating System - Electrical Schematic.......................28-42
28-42 FUEL LOW LEVEL Caution Lights........................................................28-42
28-43 Low Level Float Switch...........................................................................28-42
28-44 Fuselage Fuel Low Pressure Indicating System - Electrical Schematic....28-44
28-45 BOOST PUMP Caution Lights................................................................28-44
28-46 Crossfeed Valve.......................................................................................28-46
28-47 Crossfeed Valve Controls and Indications................................................28-46
28-48 Boost Pump and Crossfeed Valve Installation..........................................28-48

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure Title Page

28-49 Fuel-Level Control Valve.........................................................................28-50
28-50 Line Level Control Valve.........................................................................28-51
28-51 Fuel System.............................................................................................28-52

28 FUEL

FOR TRAINING PURPOSES ONLY 28-vii

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

TABLES
Table Title Page
28-1 Fuselage Fuel Tank Capacities and Fuel Grades.........................................28-6
28-2 Fuel Booster Pumps - Modification State................................................28-14
28-3 Fuel System Function Check - Fuel in Forward Tank (Mod S.O.O. 6095).28-36
28-4 Fuel System Function Check - Fuel in Aft Tank (Mod S.O.O. 6095)........28-38

28 FUEL
28-5 
Fuel Quantity Indication System Calibration...........................................28-65
28-6 Fuel Tank Capacities and Fuel Grades.....................................................28-68
28-7 Fuel Quantity Indicating System Calibration...........................................28-68
28-8 Fuel Tank Capacities and Fuel Weights JP–4 Fuel....................................28-84
28-9 Fuel System Electrical Check - No Fuel (Mod S.O.O. 6095)....................28-85

FOR TRAINING PURPOSES ONLY 28-ix

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 28
FUEL

28 FUEL
28-00-00 FUEL
INTRODUCTION
This chapter presents DHC-6 Twin Otter fuel system training for maintenance personnel.
Standard fuel storage is two fuselage tanks systems, forward and aft. Optional extended-
range wing tanks are available. In normal operation each engine is fed by a separate fuel
tank system. Crossfeed capability is available if required. This chapter covers fuel system
operation up to the engine-driven, high-pressure fuel pumps. At that point, fuel system
operation becomes a function of the engine. Refer to Chapter 71, “Powerplant,” for
additional information.
Series 100 and 200 differences are listed at the end of the chapter.

FOR TRAINING PURPOSES ONLY 28-1

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-1. Fuselage Fuel Panel

Figure 28-2. Wing Fuel Tank Switches

28-2 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

GENERAL MOD S.O.O.6095

Refer to: Optional wing fuel tanks, which will increase
range by approximately one hour, can be
•• Figure 28-1. Fuselage Fuel Panel. installed. This system will be covered later in
the chapter.
•• Figure 28-2. Wing Fuel Tank Switches.

Fuel is contained in the forward and aft fuselage MOD S.O.O.6111

tank system cells beneath the cabin floor. The
fuel cells can be gravity-fueled through two A pressure refueling Mod is available and will

28 FUEL
filler points. Each tank system consists of four be discussed later in the chapter.
interconnected cells. Normally, the forward
system supplies the right engine, and the aft Electrical schematics of the standard fuel
system supplies the left engine. Cross feeding system are presented in the MSM.
is available to feed both engines from one
system or, if one engine is shut down, to feed
the operating engine from the opposite fuel
system as required.

Water drain valves in the forward and aft

fuselage tank interconnect manifolds and
in each strainer permit checking for water
accumulation in the fuel system. In addition,
a fuselage tank fuel drain valve is provided in
each sump plate for the No.4 and No.5 collector
cells.

Two booster pumps are in the collector cell

of each tank deliver fuel under pressure to the
engine and to an ejector that transfers fuel from
the No.1 and No.8 cells to the collector cell for
that particular tank system. From the No.6 cell,
fuel feed lines are routed out of the cell and
fuselage skin, up the aft side of the each wing
strut channel, into the nacelle and the engine.

There are two indicator gauges for monitoring

the quantity of fuel available and caution lights
to indicate boost pump status and minimum
quantity levels have been reached in the fuel
collector cells.

FOR TRAINING PURPOSES ONLY 28-3

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

LEFT ENGINE RIGHT ENGINE

FCU PURGE VALVE FCU PURGE VALVE

28 FUEL

FIREWALL
FUEL EMERGENCY FUEL
LEGEND LOW LEVEL CONTROL FILLER
SHUTOFF VALVE PRESSURE VALVE CAP
FUEL SUPPLY SWITCH
REFUEL
BOOST PRESSURE FUEL FLOW SOV
INDICATOR RIGHT
TRANSFER FUEL ENGINE
START
WING
VENT FUEL SWITCH TANK
STRAINER
WATER DRAIN

CHECK VALVE
* OPTIONAL BOOST PUMP VENT
CAPACITANCE TO PUMP PRIMING STRAINER
LEFT FUEL LINE
PROBE WING TRANSFER
ELECTRICAL TANK VALVE FILTER
(MOD 6/1398)
FUEL FILLER
FUEL FILLER FUEL LOW-LEVEL VENT BOOST VENT CAP
AFT TANK FLOAT SWITCH PUMPS FORWARD TANK
AUTOMATIC LEVEL CONTROL VALVE
CHANGE
NO. 8 NO. 7 NO. 6 OVER NO. 3 NO. 2 NO. 1
NO. 5 NO. 4
SYSTEM
CELL CELL CELL COLLECTOR COLLECTOR CELL CELL CELL
CELL CELL

2 1 1 2
STANDBY
BOOST
BOOST PUMPS
PUMPS EMER
SWITCHES SWITCHES
AFT FUEL
FUEL FUEL LOW FUEL FLAPPER FWD FUEL
QUANTITY PRESS SW LOW VALVE QUANTITY
LOW INDICATOR
INDICATOR FUEL LEVEL
LEVEL CROSSFEED SELECTOR LIGHT
LIGHT VALVE
INDICATOR*

EJECTOR EJECTOR

THERMAL RELIEF CROSSFEED BOOST PUMP

FUEL
CHECK VALVE VALVE LOW PRESSURE
STRAINER
LIGHTS

Figure 28-3. Fuel System

28-4 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28 FUEL
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 28-5

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-4. Fuselage Tanks

Fuel Density (Average) lb Forward Tank Aft Tank

Grade Per Imperial Gal
Weight - lb Imp. Gal U.S. Gal Weight - lb Imp. Gal U.S. Gal
Jet A 8.18 1,235.2 151.0 181.2 1341.5 164.0 197.8
Jet A1 8.16 1,232.2 151.0 181.2 1,338.2 164.0 197.8
Jet B 7.80 1,177.8 151.0 181.2 1,279.2 164.0 197.8
JP-4 7.80 1,177.8 151.0 181.2 1,279.2 164.0 197.8
JP-5 8.16 1,232.2 151.0 181.2 1,338.2 164.0 197.8
JP-8 8.07 1,218.6 151.0 181.2 1,323.5 164.0 197.8

Table 28-1. Fuselage Fuel Tank Capacities and Fuel Grades

28-6 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-10-00 FUEL STORAGE jury strut is not installed the

condition has been known to
occur. Especially when the rear
FUSELAGE TANKS baggage compartment is heavily
loaded, flight compartment and
Refer to Figure 28-4. Fuselage Tanks. cabin empty, and the rear fuel
tank system full.
The standard fuel storage configuration is
one forward and one aft fuselage tank system
in the lower fuselage under the floor (Figure
28-4). Both systems are each composed of

28 FUEL
four interconnected flexible rubber cells.
The cells are each different in size and
unique attachment points to accommodate
the specific plumbing requirements and
curvature of the fuselage. To ensure minimal
movement of the upper surface of the flexible
tanks they are secured to the underside of
the cabin floor with velcro style tape strips.
The No.4 cell of the forward tank system
and the No.5 cell of the aft tank system are
collector cells; fuel from the other three
cells in each tank system is transferred into
the collector cell by ejectors using boost
pump fuel for motive flow. Each cell contains
two molded pipes on the upper outboard
sides that accommodate the vent system
lines. With the exception of both No.4 and
No.5 collector fuel cells the other cells have
molded fittings to accommodate the tank
internal interconnecting piping. In addition,
cells No.1 and No.7 are equipped with filler
necks for gravity feed fuelling. The main
feed lines to both engines pass through each
side of No.6 fuel cell.

The collector cells are 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.

CAUTION
Normally when refueling the
front tank is filled first to avoid
the possibility of the aircraft
tipping on its tail should a
person enter the cabin through
the rear cabin door. If the

Revision 0.5
FOR TRAINING PURPOSES ONLY 28-7
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

FUEL TANK VENTING

Refer to:

•• Figure 28-5. Fuselage Fuel Tank Vents.

•• Figure 28-6. Wing Fuel Tank Vents
(Typical).

Each fuel cell has two vents, one each on the

top left and right side of the cell. The eight
28 FUEL

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 on the lower skin surface of each
wing. The vent outlet is designed to maintain Figure 28-6. Wing Fuel Tank Vents (Typical)
a very slight positive pressure in each cell,
to prevent collapse of the flexible tanks that
would occur if a negative pressure existed.
FILLER CAPS
The vent opening in the wing is provided with
Refer to Figure 28-7. Filler Caps.
a lightning protection tunnel around the vent
and a wooden bullet-shaped (NACA) fitting
Fuel filler caps for fuel cells No.1 and No.7 are on
mounted forward of the vent opening by SFAR
the left side of the fuselage (Figure 28-7). The fuel
mod to disturb the airflow and prevent ice
caps are conventional and are attached to the inside
formation on the vent (Figure 28-6). The vents
of the filler neck with a chain to prevent loss.
are not heated.
Several different locking fuel caps are available
but each type requires a local STA.

Figure 28-5. Fuselage Fuel Tank Vents

Figure 28-7. Filler Caps

28-8 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

SUMP PLATES the forward tank system and fuel cells No.6 and
No.8 for the aft tank system have a hole in the
Refer to Figure 28-8. Collector Sump Plate. center of the plate. This arrangement allows for
full flow in during refueling and continuous fuel
The sump plates in the fuel gallery area are supply for fuel transfer during engine operation
positioned inside the fuel cell to provide a back and gravity fuel level adjustment after shut
plate for fuel cell installation. Part of the fuel down. In No.4 and No.5 collector cells of each
cell is positioned between the sump plate and system the flapper plates are one way valves
the adjacent fuel bay structure. Domed sealed with a replaceable seal to retain the maximum
anchor nuts equally spaced around the outer level of fuel in each collector cell for boost
machined face of the plate edge for attachment pump operation. No.1 and No.7 cells with the

28 FUEL
bolts and at other locations for equipment ensure filler necks do not have flapper valves to provide
a fuel leak free condition when tightened to the an unrestricted fuel flow during fueling.
correct torque value. The sump plate equipment
include a flapper valve, boost pumps, fuel
capacitance unit, float switch, vent pipe, and CAUTION
level control valve. The sump plates in cells
Operators should be aware that
No.2 and No.3 and in cells No.4 and No.5 are
loss of the collector cell flapper
interchangeable with each other.
plate valve bonded seal will cause
a low fuel level condition in the
collector cell which may result in
engine fuel starvation depending
on the attitude of the aircraft. A
new method now retains the seal
in position with a riveted backing
plate.

Figure 28-8. Collector Sump Plate

Sump Plate Flapper Valves

Refer to Figure 28-9. O
 ne Way Restricted
Flapper Valves.
Figure 28-9. O
 ne Way Restricted Flapper
The flapper valves purpose is to allow a free Valves
passage of fuel from the interconnecting
manifold duct between the four fuel cells of
each system. The flapper plate valves on the
sump plates for fuel cells No.2 and No.3 for

FOR TRAINING PURPOSES ONLY 28-9

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

INTERCONNECTOR MANIFOLD
Refer to Figure 28-10. Interconnecting
Manifold.

The interconnector manifold allows gravity

fueling of cells during refueling and fuel
transfer from the other cells to the collector cell
in each fuel system for boost pump operation.

Interconnecting Pipes
28 FUEL

Refer to Figure 28-11. Interconnecting Pipes.

Between Fuel cells 1, 2 and 3 of the forward

tank and between cells 6, 7 and 8 there are
Figure 28-10. Interconnecting Manifold
interconnecting pipes to assist in transfer
between the feeder cells during refueling. The
configuration is subject to Mod status.

Figure 28-11. Interconnecting Pipes

28-10 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-20-00 DISTRIBUTION
DRAIN VALVES
Refer to:

•• Figure 28-12. Collector Cell and

Manifold Drains.
•• Figure 28-13. Fuel Filter Drain.

28 FUEL
Basic aircraft have four water drain valves in
the fuel system, one on each nacelle fuel filter
and one in each fuel system interconnecting
manifold in the fuel gallery bay to provide
a method to check for water contamination. Figure 28-12. C
 ollector Cell and Manifold
Both collector cell sump plates have water Drains
drain valves for fuel sampling. Additional fuel
drains are also required by specific aircraft mod
standards such as:

•• S.O.O.6048 (Intermediate Flotation

Gear) installed a drain valve in the
aft system fuel cell interconnecting
manifold beneath fuel cell No.8.
•• S.O.O.6118 (Additional water drains
and aircraft markings) installed a drain
valve in the forward and aft system fuel
cell interconnecting manifold beneath
fuel cells No.1 and No 2. for Australian
CAA aircraft certification.
•• S.O.O.6082 (Float mode operation)
installed a water drain in the aft system
fuel cell interconnecting manifold
beneath fuel cell No.8. Figure 28-13. Fuel Filter Drain

FOR TRAINING PURPOSES ONLY 28-11

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-14. Boost Pumps (1 of 2) Figure 28-15. Boost Pumps (2 of 2)

MODIFICATION NO. BOOSTER PUMP POSITION TYPE OF PUMP

6/1424 No.1 No.2 Adel (Wet Bearing)

6/1610 No.1 No.2 Hydroaire (Invermotor)

6/1621 No.1 Hydroaire (Invermotor)

6/1621 No.2 Adel (Wet Bearing)

6/1757 No.1 Hydroaire (Invermotor)

6/1757 No.2 Airborne

Table 28-2. Fuel Booster Pumps - Modification State

28-12 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

BOOST PUMP NOTES

Refer to:

•• Figure 28-14. Boost Pumps (1 of 2).

•• Figure 28-15. Boost Pumps (2 of 2).

Substantial part number and manufacturer

changes were made during the production
of the aircraft. The Airbourne Model 102-17

28 FUEL
submerged duplex fuel pump is a 28VDC
pump that has a centrifugal impeller with a
positive displacement vane section. They are
combined to provide the advantages of both
pumping element designs, to minimize fuel
vaporization and help assure the delivery of
“solid” high pressure fuel.

The pumps deliver low-pressure fuel at a

nominal 22-psi at 450 PPH, two are in each
collector cell. They are powered from the left
and right DC buses and are protected by four
15 amp “BST PUMP AFT 1,” “BST PUMP
AFT 2,” “BST PUMP FWD 1,” and “BST
PUMP FWD 2” circuit breakers on the main
circuit-breaker panel. The No.1 boost pumps
are powered from the left DC bus, and the
No.2, or standby boost pumps, is powered
from the right DC bus.

Fuselage fuel low pressure caution lights

marked BOOST PUMP 1 FWD PRESS,
BOOST PUMP 2 FWD PRESS, BOOST PUMP
1 AFT PRESS, and BOOST PUMP 2 AFT
PRESS (depending on Mod status) go out at
4 to 5 psi or 10 psi increasing. The switch (all
Mod status) will bring on the caution lights
when the pressure decreases to 2 to 3 psi.

FOR TRAINING PURPOSES ONLY 28-13

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-16. Boost Pump Control Switches

Figure 28-17. Motive Flow Check Valve Location

28-14 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Operation MOTIVE FLOW SYSTEM

Refer to:
The motive flow system purpose was to
transfer fuel from the end fuel cells (feeder
•• DHC-6 MSM.
cells) to the collector cells. By keeping the
•• Figure 28-16. Boost Pump Control central (collector) cells full ensures a positive
Switches. supply for the fuselage pump to the engines and
minimizing C of G challenges in flight
On most Series 300 aircraft, the No.1 fuel
boost pump switches are on the fuel panel
(Figure 28-16) adjacent to the FUEL MOTIVE-FLOW LINE AND

28 FUEL
SELECTOR switch. The switches are labeled
AFT BOOST and FWD BOOST with OFF and
CHECK VALVES
TEST positions also shown. The upper “on”
Refer to Figure 28-17. Motive Flow Check
position is unmarked.
Valve Location.
When the FWD and AFT boost pump switches
There are two motive-flow check valves
are selected upward to “on” and the FUEL
(Figure 28-17) in the pressure lines to the
SELECTOR switch is selected to the NORM
ejectors, one beneath the No.1 cell and the
position, the No.1 boost pumps in each tank
other beneath the No.7 cell. Each check valve
operate, and the No.2 boost pumps remains
housing contains a removable strainer that can
inoperative.
be cleaned when the valve is disassembled.
There are precautions for direction and location
When the switches are selected to Test, the
of the hinge markings when reinstalling this
system is simulating a NO 1 Boost pump failure
component.
and the NO 2 pump will run showing that the
automatic changeover system is serviceable.

Control of the No.2 boost pump in each tank is

by means of an automatic electrical changeover
sequence, which is initiated by the failure of
the No.1 boost pump. The pressure switch that
monitors the output of each boost pump would
detect loss of output pressure from the No.1
boost pump. If the pressure output of the No.1
boost pump falls below 2 psi, the caution light of
that pump comes on, and the No.2 boost pump
on the same side is automatically energized.

The changeover control box is mounted forward

of the instrument panel. Separate emergency
switches, labeled STDBY BOOST PUMP EMER
AFT AND STBY BOOST PUMP EMER FWD
on the fuel panel, may control independent
operation of the No.2 boost pumps. They are lever
locked, two red colored position toggle switches.
When these switches are positioned “up,” the
No.2 pumps are energized independently of the
automatic changeover system, and regardless of
the position of the fuel selector switch or the No.1
boost pump switches.

FOR TRAINING PURPOSES ONLY 28-15

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-18. Ejector

Figure 28-19. Fuel Ejector

28-16 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

FUEL TRANSFER EJECTORS NOTES

Refer to:

•• Figure 28-18. Ejector.

•• Figure 28-19. Fuel Ejector.

Automatic fuel transfer is provided by a

fuel ejector (jet pump) in each fuselage tank
system. The ejectors, operating on the venturi

28 FUEL
principle, use motive-flow fuel supplied at
low pressure by the respective boost pump(s).
The ejectors ensure that fuel from the forward
and aft fuselage tank cells is transferred into
the collector cells to ensure the boost pumps
are emerged in fuel.

FOR TRAINING PURPOSES ONLY 28-17

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-20. Thermal Relief Check Valve

Figure 28-21. Fuel Strainers Figure 28-22. Fuel Flow Transmitter

28-18 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

THERMAL RELIEF CHECK NOTES

VALVES
Two thermal relief check valves, one for each
tank pressure line, are below the forward
edge of the No.6 fuel cell sump plate (Figure
28-20). Each valve consists of a flap-type
check valve with an integral bleed to prevent
pressure buildup in the engine fuel feed
lines. This protection will keep the fuel lines

28 FUEL
primed to minimize start up challenges. The
thermal relief valve also restricts fuel to the
unselected tank during both on forward or
both on aft fuel selections.

FUEL STRAINERS
Refer to Figure 28-21. Fuel Strainers.

A large fuel filter is in the rear of the engine

nacelle, between the boost pump output and the
fuel flow transmitter for each engine (Figure
28-21). This filter is a 10-micron. If the filter
element clogs, fuel pressure will force the
bypass valve open and unfiltered fuel will flow
directly through the center of the filter body. The
filter is equipped with a drain valve, which is on
the center rear of the engine nacelle. Fuselage
boost pumps must be turned on before draining
the filter. Failure to prevent air from entering
the system could cause erratic fuel flows and
starting difficulties the next time the engine is
started.

FUEL FLOW TRANSMITTER

Refer to Figure 28-22. Fuel Flow Transmitter.

The fuel flow transmitter is in each engine

nacelle to the rear of the firewall beside the
fuel strainer. The transmitter is inserted in the
engine main fuel line feed, downstream of the
strainer, so that the fuel flow through the body
of the transmitter deflects a pivot vane. This
deflection, which increases with the rate of flow,
is transmitted through a magnetic coupling,
which causes a synchro transmitter to rotate and
provide an electrical signal. This signal will be
transmitted to the fuel flow indicator.

FOR TRAINING PURPOSES ONLY 28-19

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-23. Fuel Emergency Valve

Figure 28-24. Fuel Emergency Shut-Off Switches

28-20 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-20-25 EMERGENCY NOTES

SHUT-OFF VALVES
Refer to:

•• Figure 28-23. Fuel Emergency Valve.

•• Figure 28-24. Fuel Emergency Shut-Off
Switches.

28 FUEL
A fuel emergency shut-off valve is motor
operate gate type valve with bi-directional
thermal relief. The valve is behind each
engine nacelle in the lower aft face of the
rear firewall (Figure 28-23). Two switches on
the fire control panel (Figure 28-24), one for
each engine, have two positions labeled FUEL
OFF and NORMAL control the shut-off valve
operation. Each switch is left in the NORMAL
or open position throughout normal operating
conditions and is only selected to OFF to shut
off the engine fuel supply in an emergency. The
switches are powered from the left and right
DC bus through 5 amp circuit breakers labeled
FUEL SOV L and FUEL SOV R, on the main
circuit breaker panel.

NOTE
Unlike some other models of
aircraft, where firewall shut-
off valves are automatically
operated or cable operated from
the FIRE PULL handles, the
fuel shut-off valves on the Twin
Otter are only operated by the
above-mentioned switches. DC
power must be available for the
shut-off valves to function.

FOR TRAINING PURPOSES ONLY 28-21

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-25. Boost Pump Changeover Control Box

28-22 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-20-61 PUMP
CHANGEOVER BOX
Refer to Figure 28-25. Boost Pump Changeover
Control Box.

Normally only the No.1 boost pump in each

tank functions, with the No.2 remaining
as a standby pump. Regardless of FUEL
SELECTOR position, only two boost pumps

28 FUEL
are normally operating in flight, the No.1
pump in each tank, if either the selector is at
NORM, or both boost pumps in the selected
tank, if the selector is at BOTH ON FWD or
BOTH ON AFT.
Figure 28-26. Canister Style Pump

FOR TRAINING PURPOSES ONLY 28-23

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-27. Wing Tanks

28-24 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-20-01 WING FUEL NOTES

TANK SYSTEM
GENERAL
Refer to Figure 28-27. Wing Tanks.

Optional extended range wing fuel tanks are

integral, wet wing design and are forward of

28 FUEL
the main wing spar, at the outboard end of each
wing. Each tank has a capacity of 37 imperial
or 44 US gallons (167 liters). If using JP4 fuel,
this would equal 287 pounds. The wing tanks
increase the cruise range by approximately one
hour. Each wing tank contains a level control
valve, a strainer, a fuel transmitter, a vent pipe,
drain valve, and a filler cap.

Mounted outside each tank (Figure 28-27),

at the very outboard end of each wing, are a
fuel pump, a pressure switch, a fuel transfer
valve, and a refuel shut-off valve. A fuel pipe
in each wing directs pressurized fuel along the
wing rear spar before entering the main fuel
supply fitting in the nacelle area. A fuel filter is
installed at each wing tank. The filter housing
contains a replaceable filter element.

OPERATION
Refer to MSM ATA 28.

FOR TRAINING PURPOSES ONLY 28-25

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-28. Wing Fuel Tank Switches

Figure 28-29. Wing Tank Filler Cap Figure 28-30. Vent Pipe and Drain Valve

28-26 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

COMPONENTS NOTES
Wing Fuel Tank Switches
Depending if modified the wing tank fuel
switch is on the pedestal between the pilot’s
feet or, on the center pedestal, they are three
position lever locked switches. When refuel
is selected, the refuel shut-off valve opens
allowing fuel to flow from the fuselage boost
pumps (if selected) to the level control valve in

28 FUEL
each selected tank. The engine selection opens
the fuel transfer valve and starts the applicable
wing tank boost pump (Figure 28-28).

Level Control Valve

This unit is internal in each wing tank. It is
only used during fuel transfer from the main
tanks to the wing tank. It is designed to limit
the maximum level of fuel being transferred
into the tank (Figure 28-27).

Filler Cap
Located on top of the wing with a standard
Gabb style cap (Figure 28-29).

Vent Pipe and Drain Valve

These components are on the bottom surface of
the wing at the inboard end of each tank. The
drain is the standard push type drain and the
vent pipe is an open aperture from the bottom
surface to the top of the wing tank (Figure
28-30).

FOR TRAINING PURPOSES ONLY 28-27

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-31. Wing Tank Fuel Filter

28-28 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Refuel Shut-Off Valve Controls

Refer to Figure 28-31. Wing Tank Fuel Filter. Control panels are labeled WING FUEL
TANKS. The switches on the panels are labeled
Located on the outboard end of the fuel tank L ENGINE, OFF, and REFUEL for the left
and its purpose when activated is to allow fuel wing and R ENGINE, OFF, and REFUEL
pressure from the main tanks to wing tank via for the right wing. Two warning lights are
the level control valve. provided, labeled PUMP FAIL L TANK and
PUMP FAIL R TANK. The lights come on
when fuel output pressure from the wing fuel
Long Range Tank Fuel Filter tank boost pumps drops.

28 FUEL
Refer to Figure 28-31. Wing Tank Fuel Filter.

This is an inline pleaded metal and cleanable

filter to protect the pump.

Long Range Fuel Pump

These pumps are 28VDC and have a nominal
pressure of 25 psi. The wing pumps when
operating will overcome the main pumps and the
wing tanks will empty before the fuselage tanks.

Fuel Transfer Valve

It is a solenoid operated valve located after the
wing boost pump and opens whenever the boost
pump is selected on (Figure 28-32).

SOLENOID
VALVE
SOLENOID
VALVE

PRESSURE
SWITCH
FILTER
PUMP

Figure 28-32. Wing Fuel Components

FOR TRAINING PURPOSES ONLY 28-29

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-33. Pressure Refueling Installation

28-30 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-25-00 PRESSURE Refuel Valves

REFUELING Two refuel valves are installed in the refuel
line, one below No.1 cell and the other below
No.7 cell. The refuel valves are electric motor-
GENERAL operated gate valves, which are primarily
controlled from the refueling panel, but can
Refer to: also be closed by the action of overload
float switches. Incorporated in each valve
•• Figure 28-33. Pressure Refueling is a thermal relief, which prevents thermal
Installation. pressure build-up between the valve and the

28 FUEL
refuel adapter.
•• Figure 28-34. Pressure Refueling -
Electrical Schematic.
Overload Test Solenoid Valves
The pressure refueling system is designed to
Each overload test solenoid valve is fitted in a
allow simultaneous or independent filling of
small diameter fuel line which is connected at
the fuselage fuel tanks.
one end to the main refuel line upstream of a
refuel valve and at the other end to an overload
The system is controlled from a refueling
float switch. The valve is operated open by a
panel which enables refueling to be monitored
test switch on the refueling panel and allows
and shut-off at any desired level. Shut-off is
pressure fuel from the refuel line into the over
automatic at full tank level and is backed up by
load float switch cover.
a further automatic shut-off feature which can
be checked during refueling.
Overload Float Switch
DESCRIPTION Two overload float switches are fitted in the
pressure refueling system, one in No.1 cell, the
The pressure refueling system consists other in No.7 cell. Each float switch is fitted at
of a refuel adapter, two refuel valves, two the end of a small diameter fuel line, which can
overload test solenoid valves, two overload be opened to refuel pressure by the operation
float switches, two level control valves, and a of an overload test solenoid. The float switch
refueling panel. The refuel line is routed from can be made to operate by filling a surrounding
a refuel adapter on the right side of the aircraft, cover with fuel, either from the small diameter
aft of the cabin door, forward and down to fuel line, or through openings in the upper
the fuel gallery below the fuselage tanks. A surface of the cover when the maximum, fuel
branch from the refuel line is connected to a level is exceeded. Incorporated in each float
refuel valve at the base of a level control valve switch cover is a drain line, fitted with a check
in No.7 cell. The main refuel line continues valve, that allows the cover to drain slower
through the fuel gallery to No.1 cell where it than it fills.
connects to a second refuel valve at the base of
another level control valve. An overload test
solenoid valve is fitted in each line parallel
to each refuel valve and is operated by a test
switch on the refueling panel.

FOR TRAINING PURPOSES ONLY 28-31

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-34. Pressure Refueling - Electrical Schematic

28-32 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28 FUEL
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 28-33

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Refueling Panel Refuel Adapter

Refer to Figure 28-35. Pressure Refueling The refuel adapter is the connection point on
Panel. the aircraft for the fuel nozzle of the fuel tender
and is located in a recess in the right side of
The refueling panel is located in a post lit the fuselage, between the refueling panel and
recess, aft of the right side cabin door, and is the cabin door. The refuel adapter has a metal
protected by a hinged cover. The panel consists body containing a spring loaded poppet valve
of two fuel quantity indicators, a green power which is opened by the fuel tender nozzle after
on light, an overload test switch, a master engagement in the refuel adapter. A circular
refuel switch, two switches that control the cap, secured by pressing inwards and giving a
28 FUEL

refuel valves and two yellow fuel overload one quarter turn, protects the poppet valve from
lights. The master and refuel valves switches dust and damage. A tethering wire secures the
are the lever-lock type and must be pulled cap to the adapter.
out before an up selection can be made. All
switches must be selected closed or off before
the hinged cover can be closed.

POWER ON

6 8 6 8
FUEL FUEL
4 QUANTITY 10 4 QUANTITY 10

2 LBS X 100 12
OVERLOAD TEST 2 LBS X 100 12

0 14 0 14

AFT OFF FWD

AFT AFT OPEN MASTER REFUEL FWD OPEN FWD

FUEL OVERLOAD CLOSED OFF CLOSED FUEL OVERLOAD

Figure 28-35. Pressure Refueling Panel

Revision 0.5
28-34 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

OPERATION NOTES
As the pressure refueling system operates on
DC power and the refueling panel quantity
indicators operate on AC power, both AC and
DC power must be available before pressure
refueling can be started. With the fuel tender
nozzle connected to the refuel adapter, fuel
pressure at a maximum of 40 psi, and the master
refuel switch on the refueling panel to MASTER
REFUEL, the system is ready to operate. The two

28 FUEL
fuel quantity indicators on the refueling panel will
now indicate the fuel contents of the forward and
aft tanks. When the refuel valves switches are
moved up to the AFT OPEN and FWD OPEN
positions, the refuel valves are operated open and
pressure fuel from the tender enters cells No.1
and 7 through the level control valves. From
cells 1 and 7 the fuel is routed to the other cells
through the interconnector manifold to maintain
a uniform filling of the tanks. If the OVERLOAD
TEST switch is now moved to AFT or FWD
the refuel valve of the tank selected will close
due to the overload float switch action, stopping
refueling of that tank, and the applicable FUEL
OVERLOAD light will come on.

When the OVERLOAD TEST switch is released

to OFF, the overload test solenoid valve will
close, allowing the overload float switch cover
to drain, operate the refuel valve open, and
extinguish the FUEL OVERLOAD light.

When the fuel level reaches the top of the level

control valves in cells 1 and 7, the valves close
and prevent any further entry of fuel into the
tanks. If a level control valve fails to operate,
the overload float switch is actuated at a
slightly higher fuel level. This actuation causes
the applicable refuel valve to close and prevent
further entry of fuel into the tank. The refuel
valves can also be closed by switch operation
to stop refueling at any level below full (levels
at which level control valves operate).

After refueling is completed all switches are

returned to the closed or off positions, with
the MASTER REFUEL switch being the last
switch selected. This ensures that electrical
power was available to operate the refuel
valves to the closed position.

FOR TRAINING PURPOSES ONLY 28-35

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-36. Fuel Quantity Indicating System Test Circuit

28-36 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-42-00 FUEL QUANTITY NOTES

INDICATING SYSTEM
GENERAL
Wing Fuel Quantity Indicating
System
The wing tanks fuel quantity indicating system

28 FUEL
is a float type gauging system, consisting of two
tank float units and two fuel quantity indicators.
The tank units are one in each wing fuel tank
and connected electrically to their respective
indicators. The indicators, identified as L or R
WING TANK, are on the lower center console
panel and are graduated in fractions of tank
capacity from 1/4 to F (full).

FOR TRAINING PURPOSES ONLY 28-37

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-37. Wing Fuel Panel

LEFT ENGINE RIGHT ENGINE

FCU PURGE VALVE FCU PURGE VALVE

FIREWALL
FUEL EMERGENCY FUEL
LEGEND LOW LEVEL CONTROL FILLER
SHUTOFF VALVE PRESSURE VALVE CAP
FUEL SUPPLY SWITCH
REFUEL
BOOST PRESSURE FUEL FLOW SOV
INDICATOR RIGHT
TRANSFER FUEL ENGINE
START
WING
VENT FUEL SWITCH TANK
STRAINER
WATER DRAIN

CHECK VALVE
* OPTIONAL BOOST PUMP VENT
CAPACITANCE TO PUMP PRIMING STRAINER
LEFT FUEL LINE
PROBE WING TRANSFER
ELECTRICAL TANK VALVE FILTER
(MOD 6/1398)
FUEL FILLER
FUEL FILLER FUEL LOW-LEVEL VENT BOOST VENT CAP
AFT TANK FLOAT SWITCH PUMPS FORWARD TANK
AUTOMATIC LEVEL CONTROL VALVE
CHANGE
NO. 8 NO. 7 NO. 6 OVER NO. 3 NO. 2 NO. 1
NO. 5 NO. 4
SYSTEM
CELL CELL CELL COLLECTOR COLLECTOR CELL CELL CELL
CELL CELL

2 1 1 2
STANDBY
BOOST
BOOST PUMPS
PUMPS EMER
SWITCHES SWITCHES
AFT FUEL
FUEL FUEL LOW FUEL FLAPPER FWD FUEL
QUANTITY PRESS SW LOW VALVE QUANTITY
LOW INDICATOR
INDICATOR FUEL LEVEL
LEVEL CROSSFEED SELECTOR LIGHT
LIGHT VALVE
INDICATOR*

EJECTOR EJECTOR

THERMAL RELIEF CROSSFEED BOOST PUMP

FUEL
CHECK VALVE VALVE LOW PRESSURE
STRAINER
LIGHTS

Figure 28-38. Fuel System

28-38 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-42-00 FUEL NOTES

QUANTITY INDICATION
Two fuel quantity gauges are provided for the
wing fuel system (Figure 28-37), one for each
tank. The gauges are adjacent to the wing fuel
tank controls, and are marked E, 1/4, 1/2, 3/4,
and F. A stick-on label on the face of each gauge
is marked F=37 IMP GALS = 44 US GALS, and
the reference to weight is deleted.

28 FUEL
The wing fuel tank gauges are powered through
two 7.5 amp circuit breakers on the overhead
circuit breaker panel, labeled WING FUEL
CONT R, powered from the right DC bus,
and WING FUEL CONT L, powered from the
left DC bus. Note that unlike the main fuel
gauges, which are AC powered, the wing fuel
tank gauges are DC powered.

OPERATION
Refer to Figure 28-38. Fuel System.

The electrically driven pressure pumps are

controlled by switches on the pilot sub panel
or on the center pedestal. The left wing tank
pump operates when the left switch is selected
to ENGINE; the right switch operates the right
pump. When operating, the pumps overcome
boost pump pressure and empty the wing tanks
before the fuselage tanks. The wing tanks
deliver fuel under pressure to a tee union on
each nacelle mounted fuel strainer. Water drain
valves in each wing tank permit checks for
water accumulation in the fuel system.

A quantity-indicating system and a fuel low-

pressure indicating system are provided for
each wing tank.

FOR TRAINING PURPOSES ONLY 28-39

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-42-00 FUEL QUANTITY

GAUGES AND TEST
Refer to Figure 28-39. Fuel Crossfeed.

A capacitance type fuel quantity indicating

system provides an accurate indication of fuel
quantity in the forward and aft fuel tanks. A
fuel quantity gauge is provided for each tank,
which displays fuel quantity in pounds. Because
28 FUEL

of the design on the capacitance system, fuel

weight will be accurately displayed, despite Figure 28-39. Fuel Crossfeed
the differences in density between the various
approved types of jet fuel. The gauges are
calibrated to indicate usable fuel. The gauges
are powered from the 400 cycle, 115 volt AC
bus, through two 1-amp fuses labeled FUEL
QTY FWD and FUEL QTY AFT, on the fuse
panel above the left seat.

The IND TEST switch on the lower portion

of the engine and fuel instrument panel is a
momentary-contact switch which permits a
check of the indicators. The switch breaks
the circuit to both indicators when pressed,
unbalancing the system and causing the
pointers to drive below zero. The circuit
balance is restored and the pointers return to
their previous positions when the switch is
released. The AC type indicators are supplied
with 115-volt, 400-cycle AC power from the
aircraft inverters.

It is important to note that the main fuel tank

gauges are AC powered. If AC power is lost,
the fuel gauges simply remain at the indication
displayed when power was lost, rather than
falling to zero, as many DC powered gauges do.

A fuel quantity indicating system schematic

is presented in MSM “Fuel System Electrical
Schematic”.

28-40 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

FUEL QUANTITY DIPSTICK

Refer to Figure 28-40. Fuel Quantity Dipstick.

A fuel quantity dipstick, part number C6G-

1088-1, is available to carry out a physical check
of the fuselage fuel level (Figure 28-40). The
dipstick is in the filler necks of the fuselage tanks.
The dipstick, marked in 200-pound increments
and calibrated for JP4 fuel, only provides an
approximate reading of fuel in each tank.

28 FUEL
The check should only be carried out after the
engine has been shut down for at least 15 minutes
with the aircraft level and the boost pumps off. This
should provide sufficient time to allow the fuel to
settle, filling the four cells in each tank system to Figure 28-40. Fuel Quantity Dipstick
the same level. A dipstick with metric markings is
also available from the aircraft manufacture.

NOTE
The dipstick is a secondary
means of checking fuel quantity,
and is not meant to take the place
of the fuel gauges. Operators
are not encouraged to use the
dip stick on a permanent basis
but only as a temporary measure
until the aircraft has returned to
base for corrective action to the
fuel quantity indicating system.

FOR TRAINING PURPOSES ONLY 28-41

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 1: Fuel Low Level Indicating System – Electrical Schemat

FWD FUEL
LOW LEVEL

Figure 28-41. Fuel Low Level Indicating System - Electrical Schematic

28 FUEL

RESET PROPS

Figure 28-42. FUEL LOW LEVEL Caution Lights

Figure 28-43. Low Level Float Switch

28-42 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-44-00 FUEL LOW CAUTION

LEVEL INDICATING Situations have occurred during
SYSTEM flight and on the ground when
the FUEL LOW LEVEL caution
lights have come on. This
GENERAL indication could be caused by
a unserviceable motive flow
Refer to: system.

•• Figure 28-41. Fuel Low Level Indicating

Low Level Float Switch

28 FUEL
System - Electrical Schematic.
Refer to Figure 28-41. Fuel Low Level
•• Figure 28-42. FUEL LOW LEVEL
Indicating System - Electrical Schematic.
Caution Lights.
Located in each collector cell is a float operated
Low fuel level in the fuselage tanks is indicated
switch. When the level of usable fuel in the
by two lights on the caution lights panel marked
collector tanks is low the float will close an
FWD FUEL LOW LEVEL and AFT FUEL
electrical circuit and turn on a caution light. This
LOW LEVEL. Each light is operated by a float
is discussed late in the chapter under indications.
switch on the sump plate of No.4 cell for the
forward tank and No.5 cell sump plate for aft
tank. With the aircraft in a level flight position
and boost pumps on, the applicable tank fuel
low level light comes on when 75 pounds of
usable fuel remain in the forward tank collector
cell, or 110 pounds of usable fuel remain in the
aft tank collector cell.

The fuel quantity figures are based on the

aircraft being parked and level. Changes in
body angle during flight may result in the light
coming on at slightly 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
on the main circuit breaker panel. The DC
powered caution lights provide a backup for the
AC powered fuel indication system.

FOR TRAINING PURPOSES ONLY 28-43

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-44. Fuselage Fuel Low Pressure Indicating System - Electrical Schematic

RESET PROPS

Figure 28-45. BOOST PUMP Caution Lights

28-44 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-46-00 FUEL LOW four way fitting on the outboard side of the
applicable wing tank, downstream from the
PRESSURE INDICATING wing tank fuel pressure pump. Incorporated in
SYSTEM each pressure switch mounting is a bleed hole
into the tank, which allows the pump to prime
if it becomes vapor locked.
GENERAL
Fuel low pressure is indicated by caution lights
Boost Pump Caution Lights
operated by fuel pressure switches beneath the Refer to Figure 28-19. BOOST PUMP Caution
forward and aft fuselage tanks. Lights.

28 FUEL
On aircraft with wing tanks fitted, additional Fuselage fuel low pressure caution lights
indicator lights and pressure switches indicate marked BOOST PUMP 1 FWD PRESS,
low fuel pressure from the wing tanks fuel BOOST PUMP 2 FWD PRESS, BOOST PUMP
supply. 1 AFT PRESS, and BOOST PUMP 2 AFT
PRESS (depending on Mod status) go out at
4 to 5 psi or 10 psi increasing. The switch (all
Fuselage Fuel Low Pressure Mod status) will bring on the caution lights
Indicating System when the pressure decreases to 2 to 3 psi.
Refer to Figure 28-44. Fuselage Fuel Low
When completing the preflight inspection, it
Pressure Indicating System - Electrical
is important to check that all 4 caution lights
Schematic.
are on when the boost pumps are off. This is
the only functional check that proves that the
Fuel low pressure is indicated by four caution
pressure switches will detect a low pressure
lights operated by a fuel pressure switch at the
condition.
output of the fuselage boost pump below either
No.4 cell sump plate (forward tank) or below
Should the No.1 pump fail, the No.2 pump will
No.5 cell sump plate (aft tank).
come on automatically to maintain fuel pressure,
the BOOST PUMP 1 FWD caution light will
In normal operation pressure from the No.1
come on. The BOOST PUMP 2 FWD caution
booster pump of each tank actuates No.1 fuel
light will remain off. If there is a subsequent
pressure switch and the No.1 booster pump
failure of the No.2 pump then the BOOST
caution light goes out and through an electrical
PUMP 2 FWD caution light will come on.
sequence, it will render No.2 pump and No.2
booster pump caution light inoperative so the
A fuselage fuel low-pressure electrical
light will not distract the crew (refer to MSM).
schematic is presented in the MSM.

Wing Fuel Low Pressure (PUMP

FAIL) Indicating System
Indication of pump failure or low fuel pressure
in the engine fuel feed lines from the wing
tanks is accomplished by two amber press-
to-test indicator lights, which can be operated
when the applicable ENGINE (L or R) selection
is made. The lights are on the pilot sub panel
below the wing fuel tank switches and are
marked PUMP FAIL (L or R) TANK. Each light
is operated by a pressure switch mounted in a

FOR TRAINING PURPOSES ONLY 28-45

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-46. Crossfeed Valve

Figure 28-47. Crossfeed Valve Controls and Indications

28-46 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-48-00 CROSSFEED NOTES

VALVE POSITION
INDICATING SYSTEM
GENERAL
A crossfeed valve position indicator is on the
pilot flight instrument panel. The position
indicator displays CL when the crossfeed valve

28 FUEL
is closed, (FUEL SELECTOR at NORM), and
OPEN when the crossfeed valve is open (FUEL
SELECTOR at BOTH ON AFT or BOTH ON
FWD). When the fuel crossfeed and position
indicating system is de-energized or the valve
is transient, the indicator displays black and
white diagonal stripes.

Crossfeed Indicator
Refer to:

•• Figure 28-46. Crossfeed Valve.

•• Figure 28-47. Crossfeed Valve Controls
and Indications.
•• F i g u r e 2 8 - 4 8 . B o o s t P u m p a n d
Crossfeed Valve Installation.

A fuel crossfeed valve position indicator was

required for British C.A.A. certification of all
aircraft series. Should the cross feed valve fail in
the closed position, no fuel cross feed would be
available. Should the fuel cross feed valve fail in
the open position, it is possible that fuel quantity
would not diminish equally when the selector was
in the NORM position, but this could easily be
corrected by selecting both engines to the tank
with the greater quantity until the imbalance was
corrected. This action would turn off the boost
pumps in the tank with the lesser quantity.

FOR TRAINING PURPOSES ONLY 28-47

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-48. Boost Pump and Crossfeed Valve Installation

28-48 FOR TRAINING PURPOSES ONLY
TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28 FUEL
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 28-49

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
28 FUEL

Figure 28-49. Fuel-Level Control Valve

28-50 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Fuel Crossfeed fuel transfer into the collector cell. When it was
obvious, from the fuel quantity indicators, and
The fuel crossfeed valve is an electric motor-
refuelling records, that more fuel exists in the fuel
operated gate valve in the fuel line on the
cell than was being indicated by the caution light
sump plate of the No.6 fuel cell. It is closed
for that particular system. Although a number of
during normal operations with each engine
fault conditions will prevent fuel transfer such as
feeding from its respective fuel system.
a blocked ejector or flapper valve plate seal loss
The valve will open whenever the FUEL
the level control valve has been known to remain
SELECTOR is positioned out of NORM
closed as fuel levels drop in the collector cell to
to the BOTH ON FWD or BOTH ON AFT
inhibit fuel transfer.
position. This allows the two engines to

28 FUEL
feed from one selected tank or, in the event
of a failed engine, the operating engine to
feed from the inoperative engine-side tank.
The cross feed valve is powered from the
right DC bus and is protected by a 5 amp
circuit breaker labeled FUEL XFEED on the
main circuit-breaker panel. To replace the
crossfeed valve it will be necessary to drain
both fuselage fuel tanks.

Fuel Level Control Valves

Refer to:

•• Figure 28-49. Fuel-Level Control Valve.

•• Figure 28-50. Line Level Control Valve.

Fuel-level control valves are on the sump plates

of cell No.4 in the forward tank and cell No.5 in
the aft tank. Their function is to automatically Figure 28-50. Line Level Control Valve
shut off the flow of fuel at a predetermined
level in the collector cell to prevent an overfill
condition arising.

OPERATION
The valve contains a float assembly controlling
bleed flow through the valve bleed orifice.
When the collector cell is filled the float arm is
lifted closing bleed flow through the orifice. As
pressure increases within the diaphragm area
equaling fuel transfer pressure the diaphragm
spring force closes the poppet valve against the
fuel transfer flow. As fuel levels decrease in the
collector cell the float arm drops opening the
bleed orifice allowing a bleed flow through the
orifice. With lower fuel pressure in the diaphragm
area fuel transfer pressure overcomes diaphragm
spring force opening the poppet valve for further

FOR TRAINING PURPOSES ONLY 28-51

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

LEFT ENGINE RIGHT ENGINE

FCU PURGE VALVE FCU PURGE VALVE

28 FUEL

FIREWALL
FUEL EMERGENCY FUEL
LEGEND LOW LEVEL CONTROL FILLER
SHUTOFF VALVE PRESSURE VALVE CAP
FUEL SUPPLY SWITCH
REFUEL
BOOST PRESSURE FUEL FLOW SOV
INDICATOR RIGHT
TRANSFER FUEL ENGINE
START
WING
VENT FUEL SWITCH TANK
STRAINER
WATER DRAIN

CHECK VALVE
* OPTIONAL BOOST PUMP VENT
CAPACITANCE TO PUMP PRIMING STRAINER
LEFT FUEL LINE
PROBE WING TRANSFER
ELECTRICAL TANK VALVE FILTER
(MOD 6/1398)
FUEL FILLER
FUEL FILLER FUEL LOW-LEVEL VENT BOOST VENT CAP
AFT TANK FLOAT SWITCH PUMPS FORWARD TANK
AUTOMATIC LEVEL CONTROL VALVE
CHANGE
NO. 8 NO. 7 NO. 6 OVER NO. 3 NO. 2 NO. 1
NO. 5 NO. 4
SYSTEM
CELL CELL CELL COLLECTOR COLLECTOR CELL CELL CELL
CELL CELL

2 1 1 2
STANDBY
BOOST
BOOST PUMPS
PUMPS EMER
SWITCHES SWITCHES
AFT FUEL
FUEL FUEL LOW FUEL FLAPPER FWD FUEL
QUANTITY PRESS SW LOW VALVE QUANTITY
LOW INDICATOR
INDICATOR FUEL LEVEL
LEVEL CROSSFEED SELECTOR LIGHT
LIGHT VALVE
INDICATOR*

EJECTOR EJECTOR

THERMAL RELIEF CROSSFEED BOOST PUMP

FUEL
CHECK VALVE VALVE LOW PRESSURE
STRAINER
LIGHTS

Figure 28-51. Fuel System

28-52 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-00-00 SERIES 100 NOTES

AND 200 DIFFERENCES
FUEL QUANTITY INDICATING
SYSTEM
Fuel Quantity Gages and Test
On airplanes SNs 1 through 5, the push-button

28 FUEL
IND TEST switch is replaced with an IND
TEST toggle switch with an unmarked center
off position. Test indications are the same as
for Series 300 airplanes.

Gauges and Test

On all 100/200 series aircraft fuel quantity
gauges and selector switch are under the left
side flight instruments.

Fuel Transfer Ejectors

The ejectors prior to mod 6/1392 (S/B 6/265)
had a smaller nozzle orifice.

FOR TRAINING PURPOSES ONLY 28-53

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-00-00 MAINTENANCE PRACTICES

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 28-10-00: Fuel storage.

•• AMM 28-10-00: Sealing the wing tank access panel.
•• AMM 28-10-00: Inspection/check of the wing tank.
•• AMM 28-00-00: Fuel general maintenance practices.
•• AMM 28-00-01: Functional check of the wing tanks.
28 FUEL

•• AMM 28-00-01: Operational test of the wing tanks.

•• AMM 28-00-01: Wing tank fuel flow test.
•• AMM 28-20-11: Operational test of the fuel booster pump.
•• AMM 28-20-11: Seal drain port leak check.
•• AMM 28-20-25: Operational test of the emergency shut-off valve.
•• AMM 28-20-32: Servicing of the fuel strainer.
•• AMM 28-20-35: Servicing of the fuel filter.
•• AMM 28-20-41: Servicing of the motive line check valve strainer.
•• AMM 28-25-00: Servicing of the flexible couplings.
•• AMM 28-25-00: Functional test of the pressure refueling system.
•• AMM 28-42-00: A
 djust Zero and Full Indicator Setting on Pilot Instrument Panel
(Fuel Tanks Empty).
•• AMM 28-42-00: A
 djust Zero and Full Indicator Setting on Pilot Instrument Panel
(Fuel in Tanks).
•• AMM 28-42-00: A
 djust Zero and Full Indicator Setting on Pilot Instrument Panel
(Fuel Tanks Empty).
•• AMM 28-42-00: A
 djust Zero and Full Indicator Setting on Pilot Instrument Panel
(Fuel in Tanks).
•• AMM 28-42-00: A
 djust Zero and Full Indicator Setting on Pilot Instrument Panel Using
Locally Manufactured Equipment.
•• AMM 28-42-00: Adjust Zero and Full Indicator Setting on Refueling Panel.
•• AMM 28-42-00: A
 djust Zero and Full Indicator Setting on Refueling Panel Using Locally
Manufactured Equipment.
•• AMM 28-42-00: System insulation resistance check.
•• AMM 28-42-00: Fuselage Tanks (Pilot Indicators) calibration check.
•• AMM 28-42-00: Fuselage Tanks (Pilot and Refueling Panel Indicators).
•• AMM 28-42-00: Wing tanks calibration check.
•• AMM 28-48-11: Operational test of the crossfeed valve position indicator.

Revision 0.5
28-54 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28-00-00 CAUTIONS & WARNINGS

WARNING

Fuel vapors are extremely explosive. Every precaution must be taken to prevent
injury to personnel and/or damage to equipment and to alert all personnel to the
harmful effects of inhalation of fuel vapors. Avoid eye or skin contact.

CAUTION

28 FUEL
No smoking or any kind of open flame is allowed in the vicinity of the airplane
during maintenance on the fuel system.

CAUTION
Personnel must touch the static discharge plate prior to reaching into a fuel tank.

CAUTION
A stepladder or suitable workstand should be used to reach the filler ports on those
airplanes equipped with the extended-range wing fuel tanks. Do not use a ladder,
which leans against the leading or trailing edges.

CAUTION
OBSERVE FUEL SAFETY PRECAUTIONS.

CAUTION
DO NOT ALLOW PUMPS TO RUN MORE THEN 30 SECONDS BEFORE
RETURNING THE SWITCHES TO THE OFF POSITION.

CAUTION
AVOID DRY RUNNING OF WING TANK PUMPS.

CAUTION
FUEL PRESSURE AND FLOW MUST NOT EXCEED 40 PSIG AND 48.33
IMPERIAL GPM (58 U.S. GPM) WHEN PRESSURE REFUELING.

CAUTION
BOTH REFUEL VALVES ARE TO BE CLOSED AND FUEL SUPPLY SHUT-OFF
IMMEDIATELY IF FUEL IS DISCHARGED FROM FILLER NECKS.

Revision 0.5
FOR TRAINING PURPOSES ONLY 28-55
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CAUTION
USE TEST EQUIPMENT WITH CURRENT LIMITING CIRCUITS (LESS THAN
200 MA) ONLY.

WARNING

A CHAMOIS OR FELT FILTER MUST NOT BE USED AS THESE CONTRIBUTE

TO CONTAMINATION AND IN ADDITION, ELECTROSTATICALLY CHARGE
THE FUEL.
28 FUEL

CAUTION
FUEL PRESSURE AND FLOW MUST NOT EXCEED 40 PSIG AND 48.33
IMPERIAL GPM (58 U.S. GPM) (220 LITERS) WHEN PRESSURE REFUELING.

CAUTION
DO NOT ALLOW PUMPS IN EMPTY TANKS TO RUN MORE THAN 30 SECONDS.

Revision 0.5
28-56 FOR TRAINING PURPOSES ONLY
TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

28 FUEL
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 28-57

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 70
ENGINE STANDARD PRACTICES
CONTENTS
Page

70-00-00 ENGINE STANDARD PRACTICES............................................................ 70-1

General................................................................................................................ 70-1
Lockwire and Cotterpin Requirements.......................................................... 70-2
Slotted, Steel Locknuts (Prevailing Torque Type)........................................... 70-2
Standard and Stepped Studs.......................................................................... 70-2
Hose, Tubing and Threaded Couplings.......................................................... 70-2

70 ENGINE STANDARD
Locking Devices.................................................................................................. 70-5

PRACTICES
Keywashers (Tab and Cup Type).................................................................... 70-5
Retaining Rings............................................................................................. 70-5
Lockwire....................................................................................................... 70-5
Identification of Hardware Material, Particularly Nuts and Bolts......................... 70-7
Blend Repairs..................................................................................................... 70-10
Repair Procedure......................................................................................... 70-10
Definitions.................................................................................................. 70-10
General....................................................................................................... 70-10
Air Gun....................................................................................................... 70-10
Threaded Inserts................................................................................................. 70-11
Replacement of Threaded Inserts................................................................. 70-11
Studs.................................................................................................................. 70-13
Replacement of Studs.................................................................................. 70-13
Replacement of Studs.................................................................................. 70-13

FOR TRAINING PURPOSES ONLY 70-i

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Repair of Damaged Stud Hole..................................................................... 70-13
Shanknuts........................................................................................................... 70-15
Replacement of Shanknuts.......................................................................... 70-15
70 ENGINE STANDARD
PRACTICES

70-ii FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

70-1 Examples of Lockwashers..........................................................................70-4

70-2 Lockwiring Procedure................................................................................70-6
70-3 Lockwiring Examples (Sheet 1 of 2)..........................................................70-8
70-4 Lockwiring Examples (Sheet 2 of 2)..........................................................70-9
70-5 Shanknut Replacement.............................................................................70-14

TABLES

70 ENGINE STANDARD
Table Title Page

PRACTICES
70-1 Standard Stud Torque Limits....................................................................70-12
70-2 Stepped Stud Torque Limits.....................................................................70-12

FOR TRAINING PURPOSES ONLY 70-iii

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 70
ENGINE STANDARD PRACTICES

70 ENGINE STANDARD
PRACTICES
70-00-00 ENGINE STANDARD PRACTICES
GENERAL
During disassembly, tag and mark all parts, clips, and brackets as to their location and position to
prevent incorrect installation.

During removal of tubes or engine parts look for indications of scoring, burning or other undesirable
conditions. Tag unserviceable parts and units for investigation and possible repair.

Extreme care shall be taken to prevent dust, dirt, lockwire, nuts, washers or other foreign matter
from entering the engine. It cannot be overemphasized that this precaution applies whenever work
is done on the engine either on the wing or off the wing. Suitable plugs, caps, and other covering
shall be used to protect all openings as they are exposed. Dust caps used to protect open tubes
against contamination shall always be installed over tube ends and not in the tube. Flow through
the lines may be blocked if lines are inadvertently installed with dust caps in the tube ends.

If at any time items are dropped into the engine, the assembly process must stop until the dropped
articles are located, even though this may require a considerable amount of time and labor. Before
assembling or installing any part, be sure it is thoroughly clean.

FOR TRAINING PURPOSES ONLY 70-1

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Lockwire, lockwashers, tablocks, tabwashers, Lockwire and Cotterpin

or cotterpins must never be reused. All
lockwire and cotterpins must fit snugly in
Requirements
holes drilled in studs and bolts for locking When tightening a castellated nut, alignment of
purposes. Install a cotterpin so that the head the slot must be obtained without exceeding the
fits into the castellation of the nut, and unless maximum torque. If this is not possible, replace
otherwise specified, bend one end of the pin the nut with another one. After tightening
back over the stud or bolt and the other end the nut to the recommended torque, the nut
down flat against the nut. Only lockwire and must not be loosened to permit insertion of
cotterpins made of corrosion resistant steel lockwire or cotterpin. If the slot in the nut or
shall be used. Bushing plugs shall be lockwired the lockwire hole in the bolt or screw is not
to the assembly boss or case; do not lockwire correctly aligned at the minimum torque value
the plug to the bushing. given, the nut, screw or bolt should be further
tightened to the next alignment position, but
Replace all gaskets, packings, and rubber parts the maximum torque value given must not
at reassembly. Make sure that new nonmetallic be exceeded. Should the alignment still be
parts to be installed (such as an oil seal) show impossible without exceeding the maximum
no sign of having deteriorated in storage. torque, back off the nut, screw or bolt one-half
turn and retorque.
To protect critical areas of engine parts (such as
compressor and turbine disks) against scratches
70 ENGINE STANDARD

and nicks, tool surfaces contacting these areas

Slotted, Steel Locknuts
must be covered with protective material. (Prevailing Torque Type)
PRACTICES

Effective locking of slotted, steel locknuts on

During replacement of components, note
bolts or studs requires full engagement of all
condition of any removed preformed packings.
locknut threads. The chamfered section of the
Pieces accidentally torn or cut from packings
locknut ID does not exert force on the bolt or
must be retrieved, regardless of size, even if this
stud; therefore, it is not necessary that the bolt
entails a systematic disassembly and cleaning
or stud be flush with, or protrude from, the
of the system. Make sure that new packings are
outer face of the locknut.
free of cuts, flashings and deformities which
may be sheared off at installation.
Standard and Stepped Studs
When installing engine parts that require the use
When the torque required to drive a stud to the
of a hammer to facilitate assembly or installation,
correct protrusion does not reach the minimum
use only a plastic or rawhide hammer.
value given, or exceeds the maximum value
given, a new stud must be selected.
Whenever pressure sensitive tape has been
applied to any part, the tape must be removed
and the part thoroughly cleaned of all tape Hose, Tubing and Threaded
residue prior to being subjected to high
temperature during engine run. Test results
Couplings
indicate that all tapes are capable of causing If leakage occurs at a coupling, do not attempt
surface attack and/or reduction in tensile to correct by overtorquing.
ductility as temperature increases. Do not leave
tape or tape residue on engine parts. Disassemble the fitting and check for nicks,
burrs and/or foreign matter. Use new parts, as
If any part has been coated with corrosion required, to rectify fault.
preventive compounds, all traces of the
compound and accumulated foreign matter
must be removed.

70-2 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

70 ENGINE STANDARD
PRACTICES
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 70-3

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
70 ENGINE STANDARD
PRACTICES

Figure 70-1. Examples of Lockwashers

70-4 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

LOCKING DEVICES 5. With the cupwasher placed against the shaft

slots opposite to direction of nut tightening,
Keywashers (Tab and Cup Type) screw the nut fingertight.
Refer to Figure 70-1. Examples of Lockwashers. 6. With an approved silver pencil, make an
alignment mark on the cupwasher outside
diameter and the component immediately
CAUTION adjacent to cupwasher.
KEYWASHERS ARE TO BE 7. Tighten the nut in the normal manner.
USED ONCE ONLY. INSTALL
8. If the alignment mark has moved, remove
NEW KEYWASHER(S) AT
and discard the cupwasher.
EACH ASSEMBLY.
9. Repeat the procedure with a new cupwasher.
CAUTION 10. Stake the cupwasher.

DO NOT USE SHARP EDGED Retaining Rings

TOOLS TO BEND OR
SET KEYWASHER TABS. CAUTION
TAB DETACHMENT MAY
OCCUR WITH SUBSEQUENT THOROUGHLY INSPECT

70 ENGINE STANDARD
DAMAGE TO THE ENGINE. ALL RETAINING RINGS,
INCLUDING SPIROLOX, FOR

PRACTICES
The terms keywasher, tabwasher and cupwasher CONDITION. DISTORTED
are interchangeable, as used in this manual. RINGS ARE NOT ACCEPTABLE
AND MUST BE REPLACED.
When bending or setting the tabs on these washers,
do not use sharp-pointed tools. Use of such tools Retaining rings must be installed using
can lead to subsequent failure of the locking tabs approved retaining ring pliers. Internal type
which, on becoming detached, can pass through rings must not be compressed beyond the point
the engine causing extensive damage. where the ends of the ring meet.

Assembly requirements for cupwashers: External type rings must be expanded just
enough to allow installation without becoming
1. Examine the cupwasher for freedom from bent. After installation, make sure that each
deep drawing score marks (especially in ring is completely seated, without looseness or
undercut adjacent to tangs) and for freedom distortion in its groove.
from prior assembly/handling damage, i.e.
bent tangs or prior stake marks. Lockwire
2. Examine contact surfaces for excessive Except where otherwise specified, the wire is
roughness, burrs, or scores that may cause made of heat and corrosion resistant steel wire
the washer to bend on the nut. 0.025 inch diameter.
3. Examine the nut for burrs, nicks or scratches
Lockwire must be tight after installation to
on the face adjacent to the cupwasher
prevent failure due to rubbing or vibration.
that could cause the nut to pick up on the
washer.
Lockwire must be installed in a manner that
4. The cupwasher must be lubricated on the tends to tighten and keep a part locked in place
nut side only, the opposite face must be thus counteracting the natural tendency of the
clean and dry. part to loosen.

FOR TRAINING PURPOSES ONLY 70-5

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

INSERT THE UPPERMOST WIRE,

WHICH POINTS TOWARDS THE
SECOND BOLT, THROUGH THE
10:30 HOLE WHICH LIES BETWEEN THE
4:30
O’CLOCK O’CLOCK POSITION THE HOLES NINE AND TWELVE O’CLOCK
POSITIONS. GRASP THE END OF
THE WIRE WITH A PAIR OF
PLIERS AND PULL THE WIRE
TIGHT.

BRING THE FREE END OF THE

WIRE AROUND THE BOLT HEAD
IN A COUNTERCLOCKWISE
INSERT PROPER DIRECTION AND UNDER THE
GAGE WIRE END PROTRUDING FROM
THE BOLT HOLE. TWIST THE
WIRE IN A COUNTERCLOCK−
WISE DIRECTION.
70 ENGINE STANDARD

GRASP UPPER END OF

PRACTICES

THE WIRE AND BEND IT

GRASP THE WIRE BEYOND THE
AROUND THE HEAD OF
TWISTED PORTION AND TWIST
THE BOLT, THEN UNDER
THE WIRE ENDS COUNTER−
THE OTHER END OF THE
CLOCKWISE UNTIL TIGHT.
WIRE. BE SURE WIRE IS
TIGHT AROUND HEAD.

TWIST WIRE UNTIL DURING THE FINAL TWISTING

WIRE IS JUST SHORT MOTION OF THE PLIERS, BEND
OF HOLE IN THE SECOND THE WIRE DOWN AND UNDER
BOLT. THE HEAD OF THE BOLT.

KEEPING WIRE UNDER

TENSION, TWIST IN A
CLOCKWISE DIRECTION
UNTIL THE WIRE IS TIGHT. CUT OFF EXCESS WIRE WITH
WHEN TIGHTENED THE DIAGNOL CUTTERS.
WIRE SHALL HAVE
APPROXIMATELY 7 TO 10
TWISTS PER INCH.

Figure 70-2. Lockwiring Procedure

70-6 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Lockwire must never be overstressed. It will IDENTIFICATION OF

break under vibration if twisted too tightly.
The lockwire shall be pulled taut when being
HARDWARE MATERIAL,
twisted, but shall have minimum tension, if any PARTICULARLY NUTS AND
when secured.
BOLTS
Lockwire ends must be bent toward the engine,
A permanent type of material code designation
or part, to avoid sharp or projecting ends which
has been adopted for use in these engines.
might present a safety hazard or vibrate in the
Correct engine reassembly procedures require
air stream.
that particular attention be paid to the material
requirements for nuts and bolts used in the hot
Internal wiring must not cross over or obstruct
section of the engine. In these areas, where parts
a flow passage when an alternate method can
must be of material which is resistant to high
be used.
operating temperatures, special heat resistant
alloys are employed. It is imperative, that at
Check the units to be lockwired to make sure
reassembly of the engine or its components,
they have been correctly torqued and that the
the properly coded part be reassembled in its
wiring holes are properly positioned in relation
original location, if serviceable.
to each other. When there are two or more
units, it is desirable that the holes in the units
The code system employs the use of a letter
be in the same relationship to each other. Never

70 ENGINE STANDARD
“C” for corrosion resistant steel for normal
overtorque or loosen units to obtain proper
application and “H” for heat resistant alloys
alignment of the holes. It should be possible

PRACTICES
in hot section application. The stamped or
to align the wiring holes when the units are
embossed letter will be followed by a number
torqued within the specified limits. However, if
of one or more digits, such as C1, C8, H3,
it is impossible to obtain a proper alignment of
and H12. Bolt code identification will
the holes without either over or under torquing,
usually appear on the top of the head and nut
select another unit which will permit proper
identification on one side of the hex. When
alignment within the specified torque limits.
the application is an AN or MS six digit part
number, the code identification “C” or “H”
To prevent mutilations of the twisted section
will be preceded by the letter “E” as in EC3
of the wire when using pliers, grasp the wire at
or EH10.
the ends or at a point that will not be twisted.
Lockwire must not be nicked, kinked, or
mutilated. Never twist the wire ends off with NOTE
the pliers and when cutting off ends, leave
All AN or MS six digit part
at least three complete turns after the loop,
numbers, when manufactured
exercising extreme care to prevent the wire
of material in the common
ends from falling into the engine. The strength
temperature range (such as
of the lockwire holes is marginal; never twist
cadmium plated, low alloy steel
the wire off with pliers. Cut the lockwire close
parts), are also coded “E” to
to the hole, exercising extreme care.
indicate, in part, close material
quality control.
Figure 70-2 illustrates a typical lockwiring
procedure. Although there are numerous
lockwiring operations performed on these
engines, practically all are derived from the
basic examples shown in Figure 70-3 and
Figure 70-4.

FOR TRAINING PURPOSES ONLY 70-7

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

EXAMPLE 1 EXAMPLE 2 EXAMPLE 3 EXAMPLE 4

EXAMPLES 1,2,3 AND 4 APPLY TO ALL TYPES OF BOLTS, FILLISTER HEAD SCREWS, SQUARE HEAD PLUGS, AND OTHER SIMILAR
PARTS WHICH ARE WIRED SO THAT THE LOOSENING TENDENCY OF EITHER PART IS COUNTERACTED BY TIGHTENING OF THE OTHER PART.
THE DIRECTION OF TWIST, FROM THE SECOND TO THE THIRD UNIT, IS COUNTER−CLOCKWISE TO KEEP THE LOOP IN POSITION AGAINST
THE HEAD OF THE BOLT. THE WIRE ENTERING THE HOLE IN THE THIRD UNIT WILL BE THE LOWER WIRE AND BY MAKING A
COUNTER−CLOCKWISE TWIST AFTER IT LEAVES THE HOLE, THE LOOP WILL BE SECURED IN PLACE AROUND THE HEAD OF THAT BOLT.
70 ENGINE STANDARD
PRACTICES

EXAMPLE 5 EXAMPLE 6 EXAMPLE 7 EXAMPLE 8

EXAMPLES 5,6,7 AND 8 SHOW METHODS FOR WIRING VARIOUS STANDARD ITEMS. WIRE MAY BE WRAPPED OVER THE UNIT
RATHER THAN AROUND IT WHEN WIRING CASTELLATED NUTS OR ON OTHER ITEMS WHEN THERE IS A CLEARANCE PROBLEM.

EXAMPLE 9 EXAMPLE 10 EXAMPLE 11

EXAMPLE 9 SHOWS THE METHOD EXAMPLE 10 SHOWS HOLLOW EXAMPLE 11 SHOWS CORRECT
FOR WIRING BOLTS IN DIFFERENT HEAD PLUGS WIRED WITH THE APPLICATION OF SINGLE WIRE
PLANES. NOTE THAT WIRE SHOULD TAB BENT INSIDE THE HOLE TO CLOSELY SPACED MULTIPLE
ALWAYS BE APPLIED SO THAT TO AVOID SNAGS AND POSSIBLE GROUP.
TENSION IS IN THE TIGHTENING INJURY TO PERSONNEL WORKING
DIRECTION. ON THE ENGINE.

Figure 70-3. Lockwiring Examples (Sheet 1 of 2)

70-8 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

EXAMPLE 12 EXAMPLE 13

EXAMPLES 12 AND 13 SHOW METHODS FOR ATTACHING LEAD SEAL TO PROTECT CRITICAL ADJUSTMENTS.

70 ENGINE STANDARD
PRACTICES
EXAMPLE 14 EXAMPLE 15 EXAMPLE 16

EXAMPLE 14 SHOWS BOLT WIRED TO EXAMPLE 15 SHOWS CORRECT METHOD EXAMPLE 16 SHOWS CORRECT METHOD
A RIGHT ANGLE BRACKET WITH THE FOR WIRING ADJUSTABLE CONNECTING FOR WIRING THE COUPLING NUT ON
WIRE WRAPPED AROUND THE BRACKET. ROD. FLEXIBLE LINE TO THE STRAIGHT
CONNECTOR BRAZED ON RIGID TUBE.

EXAMPLE 17 EXAMPLE 18 EXAMPLE 19 EXAMPLE 20 EXAMPLE 21

FITTINGS INCORPORATING WIRE LUGS SHALL BE WIRED AS SHOWN SMALL SIZE COUPLING NUTS SHALL
IN EXAMPLES 17 AND 18. WHERE NO LOCKWIRE LUG IS PROVIDED, BE WIRED BY WRAPPING THE WIRE
WIRE SHOULD BE APPLIED AS SHOWN IN EXAMPLES 19 AND 20 AROUND THE NUT AND INSERTING
WITH CAUTION BEING EXERTED TO ENSURE THAT WIRE IS WRAPPED IT THROUGH THE HOLES AS SHOWN.
TIGHTLY AROUND THE FITTING.

Figure 70-4. Lockwiring Examples (Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY 70-9

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

BLEND REPAIRS Make sure repaired area conforms to the

original manufacturing shapes, profiles,
Repair Procedure contours and radii.
1. Blend repair using carborundum stone.
Make sure local repairs extend over an area 10
times the depth of damage.
CAUTION
Maintain a smooth transition between repaired
DO NOT POLISH WITH
areas and adjacent areas.
POWER TOOLS.
Make sure repaired area is 1/3 deeper than the
2. Polish blended area using crocus cloth
damage to ensure removal of damage.
(PWC05-061).
3. Blend all repairs and finish smoothly. Examine all repaired components.
4. Lines, scratches or sharp edges which may
cause a concentration of stress are not Air Gun
permitted.
The air gun is hand held, with an adjustable
spindle speed and drives a suitable mandrel.
Definitions
•• B L E N D I N G - A n o p e r a t i o n t h a t Use a piece of abrasive cloth, rotary file,
70 ENGINE STANDARD

removes an irregularity or imperfection abrasive disk or wheel of appropriate shape,

PRACTICES

from a surface and results in restoring dimensions and grit size for hand grinding
the surface to a smooth acceptable rotating components.
condition.
Adjust the rotation of the hand blending wheel
•• GRINDING - An operation that removes
to obtain the required surface finish.
material by the use of an abrasive
material to produce a predetermined
Do not allow the wheel to exceed 2000 RPM to
size.
prevent local overheating of the material.
•• POLISHING - A finishing operation
which produces a smooth surface finish. Adjust the applied pressure of the wheel to
produce a maximum of 0.0005 inch of material
General removal in each pass.
Repairs are defined as freehand blending,
A light, equal pressure on the wheel gives the
deburring and/or polishing. It does not include
best results as it permits the abrasive to cut
machining or machine grinding.
easily without loading up and overheating.
Repair only defined damage within the limits
specified in the relevant Chapter/Section/Unit.

Undefined damage shall render the component

unserviceable.

Do repairs in a direction so that the finishing

marks follow the lay of the original
manufacturing machining marks.

Restore surface finish of repaired area to the

original manufacturing finish.

70-10 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

THREADED INSERTS NOTES

Replacement of Threaded Inserts
CAUTION
BEFORE USING INSERTS,
IN ANY PART OF ENGINE,
REFER TO ILLUSTRATED
PARTS CATALOG FOR
APPROVED LOCATIONS
AND PART NUMBER OF
INSERT.

1. Remove unserviceable insert using an

approved extraction tool.
2. Clean out hole and make sure swarf and
other foreign matter is removed.
3. Install new threaded insert into threaded
hole using installation tool. Insert outer

70 ENGINE STANDARD
thread must be between one and one-
half threads below surface of hole or

PRACTICES
counterbore, whichever applies.
4. Cut off driving tang at notch using approved
tang removal tool and remove tang from
holes.
5. Inspect repaired hole.

FOR TRAINING PURPOSES ONLY 70-11

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Stud Thread Size (Drive End) Minimum Maximum Necked Down $ Maximum Plain #
0.112-40 4 - 8

0.138-32 8 - 14

0.164-32 10 30 30

0.190-24 15 40 45

0.216-24 20 65 70

0.250-20 40 95 105

0.3125-18 85 210 230

0.375-16 160 375 425

0.4375-14 200 600 675

0.500-13 250 950 1050

NOTE 1: Symbol $: These limits apply where the unthreaded diameter of the stud is less than the minimum minor
diameter of the coarse pitch thread (drive end).
NOTE 2: Symbol #: These limits apply where the unthreaded diameter of the stud is equal to or greater than the
70 ENGINE STANDARD

minimum minor diameter of the coarse pitch thread (drive end).

PRACTICES

Table 70-1. Standard Stud Torque Limits

Stud Thread Size (Nut End) Minimum Maximum Necked Down $ Maximum Plain #
0.138-40 8 - 18

0.164-36 10 30 30

0.190-32 15 45 50

0.216-28 20 65 75

0.250-28 40 115 125

0.3125-24 85 240 260

0.375-24 160 450 500

0.4375-20 200 700 800

0.500-20 250 1150 1300

NOTE 1: Symbol $: These limits apply where the unthreaded diameter of the stud is less than the minimum minor
diameter of the fine pitch thread (nut end).
NOTE 2: Symbol #: These limits apply where the unthreaded diameter of the stud is equal to or greater than the
minimum minor diameter of the fine pitch thread (nut end).

Table 70-2. Stepped Stud Torque Limits

70-12 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

STUDS 3. Install stud using an approved stud driver to

correct protrusion height; make sure torque
Replacement of Studs limits (Ref. Table 70-1 or Table 70-2, as
applicable) are not exceeded.
CAUTION
Repair of Damaged Stud Hole
BEFORE INSTALLING
1. Make sure damaged hole is suitable for
NEW STUDS, REFER TO
repair.
ILLUSTRATED PARTS CATALOG
FOR APPROVED LOCATIONS 2. Measure core depth of existing hole.
AND PART NUMBERS.
3. Select relevant size drill and drill hole to
measured depth (Ref. Step (2), preceding).
When necessary, oversize studs are to be
installed in place of those which are broken, 4. Using relevant special tap, thread hole one
stretched, loose or have damaged external thread deeper than insert to be fitted.
threads. Whenever a stud which is already
5. Where applicable, counterbore hole to
oversize requires replacement, install the next
required angle and depth.
oversize stud. Use correct stud drivers to install
new studs and torque to appropriate value (Ref. 6. Clean out hole and ensure freedom from
Table 70-1 or Table 70-2, as applicable). metal chippings and other foreign matter.

70 ENGINE STANDARD
7. If part being repaired is magnesium, treat
Before installing new studs, refer to associated
tapped hole with chrome pickle touch-up
Illustrated Parts Catalog, for approved locations

PRACTICES
solution (PWC05-161):
and part numbers. When threads of a stud hole
are damaged beyond dimensions suitable for A. Clean area to be treated with abrasive cloth
fitting a maximum oversize stud, it is usually (PWC05-061) and/or cloth impregnated
possible to do repairs by the installation of a with isopropyl alcohol (PWC11-014).
helical coil or key-type insert. Consideration
B. On rough surfaces, remove corrosion
should, however, be given to reduction of
using wire brush or abrasive paper.
thickness of walls of parent metal around
insert and the required strength. Specific C. On finished surfaces, remove corrosion
problems should be referred to P&WC Service using swab or brush impregnated with
Department (Ref. INTRODUCTION). solution (PWC05-197) at 85° to 93°C
(180° to 200°F).
Replacement of Studs D. Rinse with clean, cold water.
1. Remove damaged stud using an approved E. Rinse with clean, hot water.
method.
F. Dry using clean, dry compressed air.
CAUTION G. Apply solution (PWC05-197) to area to
be treated using a clean cloth. Repeat
BEFORE INSTALLING swabbing at frequent intervals to make
NEW STUDS, REFER TO sure treated area is maintained wet with
ILLUSTRATED PARTS solution during treatment.
CATALOG FOR APPROVED
H. Thoroughly rinse touched up area by
LOCATIONS AND PART
swabbing several times with clean cloth
NUMBERS.
moistened with water.
2. Examine stud hole for condition; on worn I. Dry using clean, dry compressed air.
stud holes use oversize studs.
8. Using appropriate size threaded insert,
install insert into repaired stud hole.

FOR TRAINING PURPOSES ONLY 70-13

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

SHANK NUT BEFORE

INSTALLATION
70 ENGINE STANDARD
PRACTICES

SHANK NUT AFTER

INSTALLATION

SHANK NUT BEFORE

INSTALLATION

SHANK NUT AFTER

2 INSTALLATION

Figure 70-5. Shanknut Replacement

70-14 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

SHANKNUTS NOTES
Replacement of Shanknuts
Refer to Figure 70-5. Shanknut Replacement.

CAUTION
AVOID DAMAGE TO FLANGE.

1. Using a suitable drill, partially remove the

flared end of shanknut.
2. Remove shanknut body using a parallel
pin punch at drilled end to shear weakened
flare, and retrieve the shanknut case.
3. Install new shanknut (Ref. IPC) and hold
against flange.
4. Lightly lubricate tapered portion of spreader
(1) (PWC30271-100) or (2) (PWC31771) with

70 ENGINE STANDARD
oil (PWC03-001) and screw into shanknut
until shank end is flared against flange.

PRACTICES
5. Remove spreader and examine flared end
of shanknut for correct forming with no
evidence of deformation or cracks.

FOR TRAINING PURPOSES ONLY 70-15

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 71
POWERPLANT
CONTENTS
Page

71-00-00 POWERPLANT........................................................................................... 71-1

Introduction......................................................................................................... 71-1
General................................................................................................................ 71-3
Symbols........................................................................................................ 71-5
71-10-00 ENGINE COWLINGS.................................................................................. 71-7
71-20-00 MOUNTS.................................................................................................. 71-11
General.............................................................................................................. 71-11
Engine Mount............................................................................................. 71-11
Vibration Isolators....................................................................................... 71-11
71-30-00 FIRE SEALS.............................................................................................. 71-13
71-50-00 ELECTRICAL HARNESSES..................................................................... 71-15
71-60-00 ENGINE INTAKE DEFLECTOR SYSTEM............................................... 71-17
General.............................................................................................................. 71-17

71 POWERPLANT
Engine Intake Deflector..................................................................................... 71-17
Engine Intake Deflector Actuators...................................................................... 71-19
Engine Intake Deflector Air Valve...................................................................... 71-19
Engine Intake Deflector Locking Levers............................................................ 71-19
Engine Intake Deflector Solenoid Operated Release Lever................................. 71-19
Engine Intake Deflector Switch ......................................................................... 71-21
Engine Intake Deflector Indicators..................................................................... 71-21
Rear Exit Door................................................................................................... 71-21

FOR TRAINING PURPOSES ONLY 71-i

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Operation........................................................................................................... 71-22
71-70-00 ENGINE DRAINS..................................................................................... 71-25
General.............................................................................................................. 71-25
Automatic FCU Purge Valve............................................................................... 71-25
71-00-00 SPECIAL TOOLS...................................................................................... 71-26
71-00-00 MAINTENANCE PRACTICES.................................................................. 71-26
71-00-00 CAUTIONS & WARNINGS....................................................................... 71-26
71 POWERPLANT

Revision 0.5
71-ii FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

71-1 PT6A Engine (Typical)..............................................................................71-2

71-2 Powerplant - Right Front View...................................................................71-4
71-3 Powerplant - Right Rear View....................................................................71-4
71-4 Nacelle Cowling - Open.............................................................................71-6
71-5 Engine Cowlings........................................................................................71-6
71-6 Engine Cowlings........................................................................................71-8
71-7 Engine Mounting.....................................................................................71-10
71-8 Vibration Isolator Bushing.......................................................................71-11
71-9 Fire Seals.................................................................................................71-12
71-10 Electrical Harness....................................................................................71-14
71-11 Engine Intake Deflector System...............................................................71-16
71-12 Intake Deflector Push Rod.......................................................................71-17
71-13 Intake Deflector Door..............................................................................71-17
71-14 Intake Deflector System...........................................................................71-18
71-15 
Deflector Bleed Source and Air Valve......................................................71-19

71 POWERPLANT
71-16 Screen Intake Locking Levers..................................................................71-19
71-17 Intake Deflector Switch...........................................................................71-20
71-18 Intake Deflector Indicators......................................................................71-20
71-19 Rear Inlet Door Open..............................................................................71-21
71-20 Engine Drain...........................................................................................71-24

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CHAPTER 71
POWERPLANT

71-00-00 POWERPLANT
INTRODUCTION

71 POWERPLANT
This chapter describes the deHavilland DHC-6 Twin Otter Powerplant. All values expressed
for rpm, pressure, temperature, and power settings are used only for their illustrative
meanings. Actual values must be obtained from the FAA/DOT approved AFM and other
manufacturer’s manuals and publications issued with the airplane.

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Figure 71-1. PT6A Engine (Typical)
71 POWERPLANT 71-2 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

GENERAL NOTES
Each power plant consists of a Pratt and
Whitney PT6A-27 engine, the mount
assembly, exhaust stubs, and the equipment
and accessories required for the supply of
fuel and air for the correct functioning of the
engine under all operating conditions. The
engine is supported at three points by means
of vibration isolators attached to the front face
of the engine nacelle structure. Enclosing the
engine are two removable engine cowlings, the
lower cowling housing a snow and ice deflector
system. The power plant is protected by fire
detection and fire extinguishing systems, and
two fireseals fitted to the front and rear of the
engine compressor intake.

Information contained in this chapter applies

primarily to the PT6A-27 engine. Where
information applies to the PT6A-20 engine, the
text is noted and/or additional text is supplied
at the end of this chapter under Series 100 and
200 Differences.

71 POWERPLANT

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INTAKE FUEL TELEFLEX TORQUE

TRANSDUCER PROPELLER
SCREEN NOZZLES BETA CABLE NF GOVERNOR
OUTPUT
PyLINE GOVERNOR (C.S.U.)

PROP
REVERSING
LEVER

BETA
VALVE

PROPELLER
MOUNTING PAD SHAFT
OIL FILTER IGNITER EXHAUST RGB MAIN OIL RGB SCAVENGE NP
COVER PRESSURE SCREEN OUTPUT

Figure 71-2. Powerplant - Right Front View

FUEL HEATER OIL RETURN

OIL COOLER CAM BOX
DC GENERATOR
OUTPUT

FUEL
PUMP
71 POWERPLANT

F.C.U.

P3 LINE TO F.C.U.
OIL PRESSURE (SOME APPS. FILTER)
SENSOR (LIGHTED)
OIL TEMPERATURE SENSOR
STARTING FLOW CONTROL UNIT
(NONE IF FLOW DIVIDER)

Figure 71-3. Powerplant - Right Rear View

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PRATT&WHITNEY/ NOTES
DEHAVILLAND SYMBOLS
PT6A-27 Each letter and number has specific
significance.

•• P = Propeller
•• T = Free Turbine
•• 6 = Reverse Flow
Reverse flow meaning that the primary airflow
enters the back of the engine.

•• A = 2 Stage Reduction Gearbox

•• 27/34 = The Model # (Development
Number)

Symbols
This describes some of the symbols used by
DHC and P & W. Further symbol descriptions
are found in the Introduction chapter of the
Pratt & Whitney manual 3013242.

The deHavilland manual does not have a listing

of symbols and acronyms.

•• N = Speed
•• G = Gas generator
•• W = Weight
•• P = Propeller

71 POWERPLANT
•• T = Temperature
•• F = Fuel
•• G = Gas Turbine
•• P = Pressure
•• CT = Compressor Turbine
Depending on the publication this parameter
could be described as NG or GG. The cockpit
indication calls it GG.

•• PT = Power Turbine
•• Described as N P = (Speed of the
Propeller)

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Figure 71-4. Nacelle Cowling - Open

71 POWERPLANT

Figure 71-5. Engine Cowlings

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71-10-00 ENGINE NOTES

COWLINGS
Refer to:

•• Figure 71-4. Nacelle Cowling - Open.

•• Figure 71-5. Engine Cowlings.

Two engine cowlings (upper and lower)

are provided to enclose each engine and
accessories. Both cowlings fasten to each other
and the nacelle. The upper cowling is equipped
with an aft facing duct, which provides an
exhaust outlet for the engine compartment.
Cooling air enters through an air intake in the
lower cowling. If S.O.O. 6050 installed, an
engine wash spray ring will be installed. The
lower cowling also contains an air inlet duct
for the engine and an air duct to direct a flow
of air to the oil cooler. As protection against
snow and ice, a retractable intake deflector and
exit duct, both electro-pneumatic operated are
installed in the intake duct. Further protection
of the intake is achieved with a permanent
screen fitted to the intake throat. An engine
intake anti-ice system can be fitted to the lower
cowling as a customer option (See Chapter 30).

71 POWERPLANT

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71 POWERPLANT

Figure 71-6. Engine Cowlings

71-8 FOR TRAINING PURPOSES ONLY

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71 POWERPLANT

FOR TRAINING PURPOSES ONLY 71-9

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
Figure 71-7. Engine Mounting
71 POWERPLANT 71-10 FOR TRAINING PURPOSES ONLY
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71-20-00 MOUNTS VIBRATION

ISOLATOR

GENERAL
Refer to Figure 71-7. Engine Mounting.

The engine is supported in the nacelle at three

points and attached to each point by a single
engine attachment bolt. Engine vibration is
dampened by means of vibration isolators,
mounted on the engine, through which pass the
engine attachment bolts. BUSHING

Engine Mount
The engine mount consists of the front frame
of the nacelle structure and three fittings which
are riveted to the frame. Each fitting is in three
Figure 71-8. Vibration Isolator Bushing
parts; adapter, plate and bushing. The adapter is
riveted to the nacelle structure on the rear side
of the front frame, and the plate is positioned
on the front face of the front frame and riveted
to the adapter flange. A bushing is inserted in
the plate of the fitting and can be replaced if
damaged. Each adapter is drilled to provide the
housing for a barrel type nut. The fittings are
not interchangeable, but the bushings are.

Vibration Isolators
Three vibration isolators are required to support
each engine in the nacelle. The vibration

71 POWERPLANT
isolators are each secured to the engine
combustion casing by four bolts, and by a
single bolt to the nacelle structure attachment
point. The two front bolts securing the vibration
isolator on the top of the engine also secure
the rear engine slinging bracket. A vibration
isolator can be replaced without removing the
engine provided the engine weight is supported.

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HOT SECTION

ACCESSORY
GEARBOX
71 POWERPLANT

Figure 71-9. Fire Seals

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71-30-00 FIRE SEALS NOTES

Refer to Figure 71-9. Fire Seals.

Two fire-seals are fitted to the engine. One

is fitted forward of the air intake to isolate
the hot section and one aft of the intake to
isolate the accessory gearbox. Each fire-seal is
constructed of two semicircular sections bolted
to the engine fire-seal flanges and to each other
to form a complete fire-seal between engine
and cowlings.

71 POWERPLANT

FOR TRAINING PURPOSES ONLY 71-13

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71 POWERPLANT

Figure 71-10. Electrical Harness

71-14 FOR TRAINING PURPOSES ONLY

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71-50-00 ELECTRICAL NOTES

HARNESSES
Refer to Figure 71-10. Electrical Harness.

The power plant electrical harness distributes

power to or from all engine electrical services,
fire detectors and the starter generators. The
harness is disconnected at the engine firewall
by means of two connectors and two terminal
lugs for the heavier start generator cables. The
harnesses are routed through the rear and forward
fire seals to service the reduction gearbox area.

71 POWERPLANT

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71 POWERPLANT

Figure 71-11. Engine Intake Deflector System

71-16 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

71-60-00 ENGINE INTAKE ENGINE INTAKE DEFLECTOR

DEFLECTOR SYSTEM The engine intake deflector is a louvered plate
hinged, at the forward end to the roof of the intake.
Refer to: The plate is connected to two actuators at the aft
end, and mechanically linked by cable to the exit
•• Figure 71-11. Engine Intake Deflector duct door. A striker is attached at the hinge to
System. actuate a microswitch in the indicator circuit.
•• Figure 71-12. Intake Deflector Push
Rod.
•• Figure 71-13. Intake Deflector Door.
•• Figure 71-14. Intake Deflector System.
•• Figure 71-15. Deflector Bleed Source
and Air Valve.

GENERAL
The air inlet includes an electrically controlled,
pneumatically operated inertial separator.
The engine intake deflector system prevents
the entry of snow and rain into the engine
compressor inlet duct by diverting the particles
aft over the oil cooler honeycomb and out
through the inertial separator exit duct. The air
Figure 71-12. Intake Deflector Push Rod
source is P3 bleed tapped off prior to the bleed
valve. The engine must be running at >80% NG
and bleed air does not need to be selected on
for this system to operate. Each engine intake
is equipped with an identical system which
consists of:

•• Deflector

71 POWERPLANT
•• Two actuators
•• Air valve
•• Two spring-loaded lock levers
•• Release lever, a deflector indicator
•• Microswitches
•• Exit duct door
•• Intake deflector switch (common to
both systems).
Figure 71-13. Intake Deflector Door

FOR TRAINING PURPOSES ONLY 71-17

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Figure 71-14. Intake Deflector System
71 POWERPLANT 71-18 FOR TRAINING PURPOSES ONLY
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ENGINE INTAKE DEFLECTOR ENGINE INTAKE DEFLECTOR

ACTUATORS LOCKING LEVERS
Refer to: Refer to Figure 71-16. Screen Intake Locking
Levers.
•• Figure 71-14. Intake Deflector System.
These devices are on each side of the intake
•• Figure 71-15. Deflector Bleed Source
duct and protrude through slots into the duct.
and Air Valve.
They are spring-loaded and connected by rods
Two pneumatic actuators extend the deflector. to a release lever, which rotates and operates a
Each actuator contains a turnbuckle type piston micro-switch. The micro-switch de-energizes
and a return spring. These rods will attach to the air valve, which vents to the atmosphere.
the outer edges of the deflector.

The deflector panel is latched by an over centre

cam in the extended position. The latches are
released by a solenoid; the deflector is retracted
by springs.

BLEED
AIR LINE

Figure 71-16. Screen Intake Locking Levers

AIR

71 POWERPLANT
VALVE
ENGINE INTAKE DEFLECTOR
Figure 71-15. D
 eflector Bleed Source and SOLENOID OPERATED
Air Valve
RELEASE LEVER
This device is above the inlet duct between
the locking levers and is connected to them by
ENGINE INTAKE DEFLECTOR adjustable rods. The intake deflector switch
operates the release lever.
AIR VALVE
The engine intake deflector valve is in the
lower cowling to the rear of the actuators. The
valve is electrically operated and controls the
flow of air pressure in the air line from the
bleed air system. A finger style air filter is in
the “AN” fittings of the air valve.

FOR TRAINING PURPOSES ONLY 71-19

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 71-17. Intake Deflector Switch

71 POWERPLANT

Figure 71-18. Intake Deflector Indicators

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ENGINE INTAKE DEFLECTOR

SWITCH
Refer to Figure 71-17. Intake Deflector Switch.

The inertial separators for the two engines are

controlled by a single two-position switch on
the main switch panel (Figure 71-17) on the
aft side of the overhead console. The switch
is labeled “INTAKE DEFLECTOR” and has
RETRACT, OFF, and EXTEND positions. The
switch is spring-loaded to OFF.

ENGINE INTAKE DEFLECTOR

INDICATORS Figure 71-19. Rear Inlet Door Open

Refer to Figure 71-18. Intake Deflector

Indicators.

Magnetic indicators are on the engine instrument

panel. The indicators are blank when the
deflectors are extended and indicate RET when
retracted. The indicators are powered through
micro-switches operated by the deflector and
the exit duct door. It is possible by rewiring the
switch to have them show blank when retracted
and EXT when extended.

REAR EXIT DOOR

Refer to Figure 71-19. Rear Inlet Door Open.

71 POWERPLANT
The rear exit doors are spring-loaded open.
The operation is by a cable system which
releases the spring pressure as the door opens.
This cable system is attached to the front door
operating mechanism to open and close the rear
door as the front inlet screen operates. There is
a micro-switch to enable the indication system.

FOR TRAINING PURPOSES ONLY 71-21

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

OPERATION NOTES
When the INTAKE DEFLECTOR switch is
moved to EXTEND it will energize the air
valve solenoid, this allows engine bleed air
pressure into the two actuators. The actuators
extend fully to lower the attached deflector,
and release the tension on the exit duct door
cables allowing the spring loaded exit duct
door to open. The spring loaded lock levers
will hold the deflector in the extended position.
When the INTAKE DEFLECTOR switch is
released the air valve is de-energized and
relieves the actuators to atmosphere. The
INTAKE DEFLECTOR switch should be held
at EXTEND for two to five seconds after the
indicators show blank or EXT.

The RETRACT selection will energize the air

valve solenoid extending the actuators that will
relieve the pressure on the lock levers. The
release lever solenoid is also energized which
rotates a cam to release the locking levers this
operates a microswitch that de-energizes the
air valve. The air valve shuts off the bleed air
and vents the air in the actuators through the
valve this allows the actuator return spring
to retract the deflector. When retracting, the
switch should be released immediately when
the indicators show RET or blank.

The deflector cannot be selected to an

intermediate position. An indicator in the flight
71 POWERPLANT

compartment indicates when the deflector is

extended. It is operated by two microswitches
connected in series, one at the intake deflector
and one at the exit duct door.

The control circuit is powered from the 28VDC

and is protected by a 10 ampere INT DEFL
circuit breaker on the circuit breaker panel.

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71 POWERPLANT

FOR TRAINING PURPOSES ONLY 71-23

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71 POWERPLANT

Figure 71-20. Engine Drain

71-24 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

71-70-00 ENGINE NOTES

DRAINS
GENERAL
Refer to Figure 71-20. Engine Drain.

The area surrounding the power plant installation

is purged of inflammable vapors by the cooling
airflow within the cowlings, but to prevent
accumulation of liquids capable of creating a
fire hazard, a drain system is provided. The drain
system consists of an automatic FCU purge
valve, a fuel shut-off valve (starter control) drain
with check valve, and an FCU seep. These lines
will be vented to the airframe vent system at the
rear of the nacelle.

AUTOMATIC FCU PURGE

VALVE
An automatic FCU purge valve is provided for
each engine and is in the engine nacelle, aft of
the firewall. The valve is energized open during
the starting cycle to provide a means of purging
trapped air from the FCU so that the metering
of fuel is not affected. On completion of the
start cycle the valve is de-energized closed.

71 POWERPLANT

FOR TRAINING PURPOSES ONLY 71-25

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71-00-00 SPECIAL TOOLS

ITEM NO. DESCRIPTION FUNCTION IDENTIFICATION
Used on engine mounting securing bolts
1 Wrench SD12524–1
during removal and installation of engine
Engine build-up dolly c/w
2 Used to service and transport an engine SD12530–1
towbar
Used to tow engine build dolly (included
3 Towbar SD12531–1
with item 2)
Used to hoist complete quick engine
4 Engine sling (A-A) SD12541–1
change unit with or without propeller

5 Engine sling (A-G) See item 4 SD12541–3

Used to hoist engine power section

6 Sling CPWA30338
complete with propeller

Installed at front end of engine to facilitate

-7 Bracket removal of hot end c/w propeller; used CPWA3004742
with item 6

Used to hoist propeller and complete

-8 Engine/propeller hoist 92275A (Field Aviation)
engine

71-00-00 MAINTENANCE PRACTICES

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 71-50-00: Inspection of the electrical leads.

•• AMM 71-60-00: Inspection/check of the engine intake deflector.
71 POWERPLANT

•• AMM 71-70-00: Inspection/check of the overboard drains.

•• AMM 71-70-00: Cleaning of the fuel collector tank.
•• AMM 71-70-00: Test FCU purge valve and fuel shut-off (start control) dump line operation.
•• AMM 71-70-00: Powerplant general maintenance practices.

71-00-00 CAUTIONS & WARNINGS

CAUTION
OBSERVE THE STARTER OPERATING TIME LIMITS AS FOLLOWS:

- 25 SECONDS ON, 1 MINUTE OFF

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

- 25 SECONDS ON, 1 MINUTE OFF

- 25 SECONDS ON FOLLOWED BY A 30 MINUTE COOLING-OFF PERIOD.

CAUTION
When adding oil between oil changes, unapproved brands of oil should not be mixed.
The chemical structure of some brands of synthetic oil may differ sufficiently to
make them incompatible with others.

CAUTION
Whenever retarding the power lever cannot control the engine speed, either the
engine must be shut down or a landing must be made as soon as possible.

CAUTION
In ambient conditions of 32°C (90°F) and over, engines must be ground-operated
with the airplane headed into the wind and operation in other than positive thrust
(forward). Feathered, discing (zero thrust), or reverse operation must be kept to an
absolute minimum, i.e., less than one minute. Below 32°C (90°F) ground operation in
reverse must be restricted to one minute with the airplane headed into wind. If these
restrictions are not observed, internal nacelle and upper wing skin temperatures may
exceed safe limits.

CAUTION
IN AMBIENT CONDITIONS OF 90°F (32°C) AND OVER, GROUND OPERATION
OF ENGINES IN FEATHERED, DISCING (ZERO THRUST), OR REVERSE,
MUST BE KEPT TO AN ABSOLUTE MINIMUM (LESS THAN ONE MINUTE),
OR INTERNAL NACELLE TEMPERATURES WILL EXCEED SAFE LIMITS.

71 POWERPLANT
CAUTION
DO NOT SELECT ENGINE FUEL LEVER ON (ALLOWING FUEL TO FLOW)
BEFORE STABILIZED RPM ARE REACHED. THE MINIMUM SPEED TO
OBTAIN SATISFACTORY LIGHT-UP IS 12% N G. ANY START ATTEMPT
BELOW THIS SPEED IS CONSIDERED HAZARDOUS AND SHOULD BE
MONITORED CLOSELY TO PREVENT AN OVER TEMPERATURE CONDITION.

CAUTION
WHEN A GAS GENERATOR FAILS TO LIGHT UP WITHIN 10 SECONDS OF
ADVANCING ENGINE FUEL LEVER, OR ENGINE OVERTEMPERATURE IS
IMMINENT, SET ENGINE FUEL LEVER OFF TO STOP FUEL FLOW, AND
CONTINUE MOTORING THE ENGINE WITH STARTER FOR APPROXIMATELY
10 SECONDS. OBSERVE STARTER LIMITATIONS AND ALLOW THE ENGINE
TO COME TO A COMPLETE STOP BEFORE ATTEMPTING A NEWSTART.

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CAUTION
IF EITHER L OR R GENERATOR CAUTION LIGHT DOES NOT COME ON,
IMMEDIATELY SELECT BUS TIE SWITCH TO OPEN AND EXTERNAL/
BATTERY SWITCH TO OFF. SHUT DOWN ENGINE(S) AND RECTIFY
UNSERVICEABILITY.

CAUTION
IF THERE IS RESISTANCE TO FORWARD MOVEMENT OF THE POWER
LEVERS, INDICATING FAILURE OF LATCHES TO WITHDRAW, THE POWER
LEVERS MUST NOT BE FORCED AHEAD OR DAMAGE TO CONTROL
MECHANISM MAY BE CAUSED.

CAUTION
DO NOT SWITCH EITHER GENERATOR TO ON WITHOUT FIRST ADVANCING
APPLICABLE POWER LEVER TO IDLE NG + 15%. SUBSEQUENTLY DO NOT
RETARD POWER LEVER(S) FROM THIS SETTING UNTIL GENERATOR LOAD
IS 0.5 OR LESS. THE GENERATOR(S) MUST BE SWITCHED OFF IF POWER IS
REDUCED AND THIS CONDITION IS NOT MET.

CAUTION
DO NOT PERFORM CHECK AT BAROMETRIC PRESSURES BELOW 25.2 IN.
HG OR ALTITUDES IN EXCESS OF 3500 FEET.

CAUTION
TURN SCREW IN MINUTE INCREMENTS AS ADJUSTMENT IS EXTREMELY
SENSITIVE.
71 POWERPLANT

CAUTION
DO NOT RELEASE BETA RANGE TEST SWITCH WITH REVERSE POWER
SELECTED.

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71 POWERPLANT

FOR TRAINING PURPOSES ONLY 71-29

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 72
ENGINE
CONTENTS
Page

72-00-00 ENGINE...................................................................................................... 72-1

Introduction......................................................................................................... 72-1
General................................................................................................................ 72-3
72-00-00 ENGINE SECTIONS................................................................................... 72-5
General................................................................................................................ 72-5
Flanges................................................................................................................. 72-5
Stations................................................................................................................ 72-5
Bearings............................................................................................................... 72-5
Fault Isolation...................................................................................................... 72-7
Categories..................................................................................................... 72-7
Engine Starting............................................................................................. 72-7
Engine Operating.......................................................................................... 72-9
Engine Performance.................................................................................... 72-11
72-20-00 AIR INLET SECTION............................................................................... 72-12
Air Inlet Screen.................................................................................................. 72-12
72-30-05 COMPRESSOR ROTOR............................................................................ 72-15
Description and Operation.................................................................................. 72-15
72-30-05 CENTRIFUGAL COMPRESSOR.............................................................. 72-17
72-30-04 DIFFUSERS.............................................................................................. 72-17
72 ENGINE

72-30-04 STRAIGHTENING VANES....................................................................... 72-19

72-30-00 COMPRESSOR BLEED............................................................................ 72-19

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Page
72-40-01 COMBUSTION CHAMBER LINER ASSEMBLY..................................... 72-21
Description and Operation.................................................................................. 72-21
72-50-00 LARGE AND SMALL EXIT DUCTS........................................................ 72-22
72-50-01 COMPRESSOR TURBINE STATOR ........................................................ 72-25
Description and Operation.................................................................................. 72-25
72-50-00 TURBINE SECTION................................................................................. 72-27
General.............................................................................................................. 72-27
Description and Operation.................................................................................. 72-27
Power Turbine Drive Shaft.................................................................................. 72-29
72-10-00 REDUCTION GEARBOX......................................................................... 72-30
General.............................................................................................................. 72-30
Torque Meter...................................................................................................... 72-33
Second Stage Ring Gear..................................................................................... 72-35
Reduction Gear Box Accessory Drives............................................................... 72-35
Oil Transfer Sleeve & Tube Adapter................................................................... 72-35
Thrust Bearing................................................................................................... 72-35
Oil Strainer ....................................................................................................... 72-35
Chip Detector..................................................................................................... 72-35
72-60-00 ACCESSORY GEARBOX.......................................................................... 72-37
Description and Operation.................................................................................. 72-37
72-00-00 BEARING COMPARTMENT SEALS........................................................ 72-40
72-00-00 OPERATING PRINCIPLES....................................................................... 72-41
72-00-00 SPECIAL TOOLS...................................................................................... 72-42
72 ENGINE

72-00-00 MAINTENANCE PRACTICES.................................................................. 72-44

72-00-00 CAUTIONS & WARNINGS....................................................................... 72-45

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ILLUSTRATIONS
Figure Title Page

72-1 PT6A Engine (Typical)..............................................................................72-2

72-2 Major Sections, Stations and Flanges.........................................................72-4
72-3 Engine Starting Fault Isolation Chart.........................................................72-6
72-4 Engine Operating Fault Isolation Chart......................................................72-8
72-5 Engine Performance Fault Isolation Chart (Sheet 1 of 2).........................72-10
72-6 Engine Performance Fault Isolation Chart (Sheet 2 of 2).........................72-11
72-7 Air Inlet Screen.......................................................................................72-12
72-8 Compressor Inlet Case and Air Inlet Screen.............................................72-13
72-9 Compressor Inlet Case.............................................................................72-14
72-10 Compressor Rotor - Cross section............................................................72-16
72-11 Centrifugal Compressor...........................................................................72-17
72-12 
Combustion Chamber Diffusers...............................................................72-17
72-13 Compressor Bleed Valve Operation..........................................................72-18
72-14 Compressor Efficiency Chart...................................................................72-18
72-15 Combustion Chamber and Exit Duct........................................................72-20
72-16 Combustion Chamber Liner.....................................................................72-21
72-17 Replacement of Interstage Baffle Rivets..................................................72-24
72-18 Turbine Section........................................................................................72-26
72-19 Power Turbine..........................................................................................72-26
72-20 
Power Turbine Drive Shaft and Exhaust Duct...........................................72-26
72-21 Power Section (Typical)...........................................................................72-28
72 ENGINE

72-22 Reduction Gearbox..................................................................................72-30

72-23 Reduction Gearbox Cutaway....................................................................72-31

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure Title Page

72-24 Torquemeter Operation............................................................................72-32

72-25 Removal and Installation of Propeller Shaft Oil Seal...............................72-34
72-26 Accessory Gearbox..................................................................................72-36
72-27 Starter-Generator Gearshaft Spline Check...............................................72-38
72-28 Bearing Compartment Seals, Turbine Cooling and Air Bleed System.......72-40
72-29 Operating Principles................................................................................72-41
72 ENGINE

72-iv FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 72
ENGINE

72-00-00 ENGINE
INTRODUCTION
This chapter describes the deHavilland DHC-6 Twin Otter powerplant. Included are
descriptions of the engine sections, engine systems, propeller, Powerplant indication and
control, as well as engine starting, and AFM limitations.
Two wing-mounted PT6A-series turboprop engines manufactured by Pratt & Whitney of
Canada, Ltd power the Twin Otter aircraft. The engines drive three-blade, constant speed
propellers which incorporate full feathering and reversing capabilities, in addition to beta
mode control for ground handling and beta follow-up or backup for blade-angle limiting
in case of uncommanded reverse or beta operation.
Information contained in this chapter applies primarily to the PT6A-27 engine.
72 ENGINE

Information applying to the PT6A-20 engine, in the text is noted and/or additional text is
supplied at the end of this chapter under Series 100 and 200 Differences.

FOR TRAINING PURPOSES ONLY 72-1

72-2 72 ENGINE

EXHAUST SECTION COMBUSTION SECTION AIR INLET ACCESSORY DRIVE

SECTION SECTION

7
3

TWIN OTTER SERIES

4 2.5
6
2
FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

4.4

8.0

B
D E
F
G
C
REDUCTION COMPRESSOR
GEARBOX TURBINE SECTION SECTION

STATION LOCATION TEMPERATURE PRESSURE

1 AMBIENT 59°F 15°C 14.7 PSI
2 COMP. INLET 60°F 16°C 14.7 PSI
2.5 INTER COMP. 230°F 110°C 26.4 PSI
3 COMP. DISCHARGE 536°F 280°C 103 PSI
4 PRE-TURBINE 1713°F 934°C 101 PSI
5 INTER-TURBINE 1274°F 705°C 35 PSI
6 POST-TURBINE 1049°F 593°C 16 PSI
7 EXHAUST EXIT 1023°F 571°C 15.5 PSI

Figure 72-1. PT6A Engine (Typical)

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

GENERAL The compressor and power turbines are in

the approximate center of the engine with
The PT6A Series power plant is a lightweight their respective shafts extending in opposite
free turbine engine. The engine utilizes two directions. This feature provides for simplified
independent turbine sections: one driving the installation and inspection procedures.
compressor in the gas generator section and The exhaust gas from the power turbine is
the second (two-stage power turbine) driving directed through an annular exhaust plenum
the propeller shaft through a reduction gearbox. to atmosphere via twin opposed exhaust ports
provided in the exhaust duct.
The engine is self-sufficient since its gas generator
driven oil system provides lubrication for all Interturbine temperature (T5) is monitored by a
areas of the engine, pressure for the torquemeter cold junction thermocouple system comprising
and power for propeller pitch control. a bus-bar, probes and harness assembly
between the compressor and power turbines
The inlet air enters the engine through an annular with the probes projecting into the gas path.
plenum chamber, formed by the compressor A terminal block mounted in the gas generator
inlet case, where it is directed forward to the case provides a connection point to cockpit
compressor. The compressor consists of three instrumentation and to a T5 trim thermocouple
axial stages combined with a single centrifugal mounted externally in the air inlet zone.
stage, assembled as an integral unit.
All engine-driven accessories, with the exception
A row of stator vanes, between each stage of of the propeller governor, N F overspeed
compression, diffuses the air, raises its static governor and N F tachometer-generator are
pressure and directs it to the next stage of mounted on the accessory gearbox at the rear of
compression. The compressed air passes through the engine. These components are driven by the
diffuser tubes which turn the air through ninety compressor by means of a coupling shaft which
degrees in direction and converts velocity to extends the drive through a conical tube in the
static pressure. The diffused air then passes center section of the oil tank. The rear location
through straightening vanes to the annulus of accessories provides for a clean engine and
surrounding the combustion chamber liner. simplifies maintenance procedures.

The combustion chamber liner consists of an annular The power turbine drives a propeller through
weldment having perforations of various sizes that a two-stage planetary reduction gearbox at the
allow entry of compressor delivery air. The flow of front of the engine. The gearbox embodies
air changes direction 180 degrees as it enters and an integral torquemeter device which is
mixes with fuel. The fuel/air mixture is ignited and instrumented to provide an accurate indication
the resultant expanding gases are directed to the of engine power.
turbines. The location of the liner eliminates the
need for a long shaft between the compressor and The propeller reversing installation consists of
the compressor turbine, thus reducing the overall a single-acting hydraulic propeller controlled
length and weight of the engine. by a propeller governor, combining the
functions of a normal constant speed unit
The resultant gases expand from the liner, (CSU), a reversing valve and a power turbine
reverse direction in the exit duct zone and pass (NF) governor. A mechanical linkage between
through the compressor turbine inlet guide the propeller governor beta control valve and
vanes to the compressor turbine. The guide the air bleed link enables the FCU and the
vanes ensure that the expanding gases impinge propeller governor to modify engine power to
72 ENGINE

on the turbine blades at the correct angle, with maintain power turbine speed at a speed slightly
minimum loss of energy. The still expanding less than the selected rpm when operating in
gases are then directed forward to drive the the beta control range.
power turbine.

FOR TRAINING PURPOSES ONLY 72-3

72-4 72 ENGINE

ACCESSORY
GEAR
1
A TURBINE COMPRESSOR
AIR INLET
REDUCTION
GEAR EXHAUST COMBUSTOR

7
3

TWIN OTTER SERIES

5

4 2.5
6
2
FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

4.4

8.0

E
B C G
INNER EXIT DUCT
TO COMPRESSOR TURBINE INLET CASE
REDUCTION GEARBOX EXHAUST DUCT
SHROUD HOUSING (OIL TANK) TO
REAR CASE TO POWER TO GAS
TURBINE SHAFT HOUSING GENERATOR D F ACCESSORY
CASE GEARBOX
EXHAUST DUCT GAS GENERATOR CASE TO DIAPHRAM
TO POWER TURBINE COMPRESSOR INLET CASE
VANE HOUSING
LEGEND
1 STATION
A FLANGE

Figure 72-2. Major Sections, Stations and Flanges

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-00-00 ENGINE STATIONS

SECTIONS The following statistics chart is for an engine
rotating at 100% at sea level, ICAO day.
GENERAL
Station Location Temp Temp Pressure
For descriptive purposes, the PT6A engine °C °F
(core) is divided into seven major sections:
1 Ambient 15° 59° 14.7 psi
•• Air inlet 2 Compressor 16° 60° 14.7 psi
Inlet
•• Compressor
2.5 Interstage 110° 230° 26.4 psi
•• Combustor
Compressor
•• Power section
3 Compressor 280° 536° 103 psi
•• Turbine Discharge

•• Exhaust 4 Turbine 934° 1713° 101 psi

•• Reduction gear 5 Inter Turbine 690° 1274° 35 psi

•• Accessory gear. 6 Turbine 565° 1049° 16 psi

Exhaust
Figure 72-2 shows the seven major sections and
engine stations and flanges. 7 Exhaust 551° 1023° 15.5 psi

FLANGES BEARINGS
Flanges are mounting surfaces where Six main bearings, three-roller bearings
components are joined together. and three ball bearings support the rotating
assemblies. Ball bearings No.1, No.4 and
A. A t ta ch e s t h e R G B f r o n t a n d r e a r No.6 withstand loads in all directions. Roller
housings to the exhaust case. bearings No.2, No.3 and No.5 withstand radial
loading only and provide axial movement
B. Attaches the rear RGB housing to No 3
required for thermal expansion.
bearing housing.
C. Attaches the exhaust case to the gas
ROTOR SUPPORTED BY
generator case.
Compressor Shaft No.1 Ball, No.2 Roller
D. Attaches PT vane assembly to the
exhaust case. Power Turbine Shaft No.3 Roller, No.4 Ball
E. Joins the CT vane assembly together Propeller Shaft No.5 Roller, No.6 Ball
F. Attaches the inlet case to the gas
generator case.
G. Attaches the AGB to the inlet case.
72 ENGINE

FOR TRAINING PURPOSES ONLY 72-5

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

STARTING PROBLEMS

NO INDICATIO OF INSUFFICIENT EXCESSIVE ENGINE FAILS TO ENGINE FAILS OR IS HOT START DELAYED
ENGINE RPM RPM RPM LIGHT UP SLOW TO ACCELERATE LIGHT UP
SET STARTING CONTROL/FCU TO IDLE SPEED
HAS ENGINE STARTING
LEVER TO CUT−OFF AND DUMP PROCEDURE (REF. 71−00 N
IS STARTER-GENERATOR CHECK ACCESSORY GEARBOX HAS ENGINE STARTING HAS ENGINE STARTING
N POSITION. ALLOW 30 SECONDS CHECK P3 AIR BLEED −00) BEEN CARRIED OUT
OPERATION AUDIBLE INPUT SHAFT COUPLING FOR PROCEDURE (REF. 71−00−00) N N PROCEDURE (REF. 71−00
FUEL DRAINING PERIOD AND DELIVERY TUBES FOR
PROPER ENGAGEMENT. INSPECT BEEN CARRIED OUT −00) BEEN CARRIED OUT
CARRY OUT DRY MOTORING POSSIBLE LEAKS OR Y
ACCESSORY GEAR DRIVES,
RUN (REF. 71−00−00) RESTRICTIONS. FOR POST
BEARINGS AND COMPRESSORREAR
CHECK ELECTRICAL POWER HUB SPLINES (REF. 72−60−00) − SB1205 / 1253, REPLACE CHECK FOR LOW POWER SET STARTING CONTROL LEVER
SUPPLIES AND STARTER− AIR FILTER IF NECESSARY SUPPLIES AND POOR / FCUTO CUT−OFF AND DUMP
GENERATOR ELECTRICA CARRY OUT DRY MOTORING REPEAT COMPLETE ENGINE START POSITION.ALLOW 30 SECONDS
(REF. 73−10−07) CONNECTIONS ON POWER
CONNECTIONS RUN ON ENGINE SEQUENCE (REF. 71−00−00) FUEL DRAINING PERIOD AND
ANY EVIDENCE OF DAMAGE, INPUT LINES AND STARTER− CARRY OUT DRY MOTORING
(REF. 71−00−00) CAUTION: OBSERVE STARTER
RETURN ENGINE TO APPROVED GENERATOR CONNECTION. RUN (REF. 71−00−00)
MOTOR LIMITS IF DELIVERY TUBES ARE O.K., Y
OVERHAUL FACILITY ARE ELECTRICAL SUPPLIES O.K.
RECTIFY POWER ARE ELECTRICAL CHECK PNEUMATIC SECTION
N Y
SUPPLY FAULT POWER SUPPLIES O.K. CAUTION: ON IGNITER SYSTEM OF PROPELLER GOVERNOR. N REPEAT COMPLETE ENGINE
(ALTERNATE) APPLICATION, RESIDUAL RECTIFY AS NECESSARY START (REF. 71−00−00)
VOLTAGE IN IGNITION EXCITER MAY BE (REF. 61−20−00) Y CAUTION: OBSERVE STARTER
REPLACE STARTER-GEN- DANGEROUSLY HIGH. MAKE SURE RECTIFY POWER SUPPLY
MOTOR LIMITS
ERATOR IGNITION SYSTEM HAS BEEN SWITCHED OR CABLE FAULT
Y OPERATIONALLY CHECK
(REF. AIRCRAFT OFF AT LEAST SIX MINUTES BEFORE
IGNITION SYSTEM OPERATIONALLY CHECK
MAINTENANCE MANUAL) DISCONNECTING.
(REF. 74−00−00) CHECK FLOW DIVIDER OPERATIONALLY CHECK IGNITION SYSTEM
AND DUMP VALVE IGNITION SYSTEM (REF. 74−00−00)
(ALTERNATE INSTALLATION) CHECKPOWER OPERATION. RECTIFY OR (REF. 74−00−00)
IF ANY STARTER-GENERATOR CHECK GLOW PLUGS AND SUPPLIES TO IGNITION EXCITER. CARRY
BEARING DISTRESS AND/OR SHORTED REMOVE Ng REPLACE AS NECESSARY
BALLAST TUBES. OUT ELECTRICAL INSULATION AND (REF. 73−10−04) CAUTION: ON IGNITER SYSTEM
ARMATURE TO THE STARTER-GENERATOR TACHOMETER− IGNITION SYSTEM CONTINUITY CHECKS ON IGNITION CABLES
REPLACE AS NECESSARY. N N (ALTERNATE) APPLICATION, RESIDUAL
SHAFT IS SUSPECTED, PERFORM GENERATOR AND FOUND O.K. AND VISUALLY CHECK CABLES AND
CHECK FOR CORRECT VOLTAGE IN IGNITION EXCITER MAY BE
INSPECTION OF MAIN OIL FILTER AFTER ATTEMPT TO ROTATE TUBES (REF. 74−10−01) IGNITERS. RECTIFY AS NECESSARY
Y IF PREVIOUS CHECKS ARE DANGEROUSLY HIGH. MAKE SURE
STARTER-GENERATOR REPLACEMENT (REF. COMPRESSOR (REF. 74−20−00 / 74−20−04) O.K., POSSIBLE FAULT DUE TO IGNITION SYSTEM HAS BEEN SWITCHED
UNSCHEDULED INSPECTION, 72−00−00) ATTACHOMETER DRIVE
CONTAMINATION IN FCU. OFF AT LEAST SIX MINUTES BEFORE
ON AIRFRAME INSTALLATION, IS AIR FRAME FUEL CHECK AND REPLACE AS DISCONNECTING.
N
CHECK OPERATION OF SUPPLY TO ENGINE O.K. NECESSARY (REF. 73−20−00)
DOES ENGINE ROTATE WITH BOOSTER PUMP, IF FITTED,
STARTER−GENERATOR Y IGNITION SYSTEM N N IGNITION SYSTEM
AND MAKE SURE FUEL SOURCE Y
OPERATION FOUND O.K. FOUND O.K.
IS FREE OF ICE OR WATER NO FAULTS FOUND ON
CONTAMINATION LOOSEN INLET TUBE IGNITERS OR CABLES. Y
RECTIFY FAULT ON DOES COMPRESSOR ROTATE FROM PUMP TO FCU. REPLACE PUMP REPLACE IGNITION EXCITER
CHECK FOR FUEL N (REF. 73−10−02)
N Ng TACHOMETER Y FREELY WITH NO SOUND OF (REF. 74−10−00) CHECK P3 BLEED AIR SYSTEM FOR CHECK GLOW PLUGS AND BALLAST
INDICATING SYSTEM TURBINE BLADE SCRAPING FLOW. FLOW EVIDENT AIRCRAFT SERVICES. MAKE SURE TUBES. REPLACE AS NECESSARY.
FAULT POSSIBLE DUE TO AIR
LOCK IN FUEL CONTROL UNIT. REPLACE STARTING ALL SERVICES ARE SELECTED OFF. CHECK FOR CORRECT TUBES.
N IF FUEL SYSTEM HAS BEEN Y RECTIFY AS NECESSARY (REF. 74−20−01)
CONTROL
REMOVE STARTER−GENERATOR. DISCONNECTED, MAKE SURE (REF. 73−10−04)
CHECK FOR SHEARED DRIVE BYPASS FUEL TO TANK IS
REMOVE POWER SECTION
SHAFT AND GEARSHAFT SPLINE UNRESTRICTED AND RESTART CHECK ENGINE CONTROL LINKAGE (ALTERNATE INSTALLATION) CHECK
(REF. 72−00−00) CHECK
DAMAGE ENGINE TO CARRY OUT SELF
N RIGGING (REF. 76−10−00) POWER SUPPLIED TO IGNITION EXCITER.
COMPRESSOR TURBINE TIP Y
CLEARANCE (REF. 72−50−02) BLEEDING OPERATION. DO ELECTRICAL INSULATION AND
LOOSEN OUTLET TUBE LOOSEN PRIMARY TUBE CONTINUITY CHECKS ON IGNITION CABLE
IS STARTER-GENERATOR FROM FCU TO STARTING AT STARTING CONTROL. N IS ENGINE CONTROL CHECK FLOW TO AND VISUALLY CHECK CABLES AND
N Y
DRIVE SHAFT SHEARED CHECK BYPASS CONTROL. CHECK FOR FUEL Y CHECK FOR FUEL FLOW LINKAGE O.K. FLOW DIVIDER IGNITERS. RECTIFY AS NECESSARY
IS TURBINE TIP N
N VALVE OPERATION FLOW WHILE MOTORING. WHILE MOTORING. AND DUMP / (REF.74−20−01 / 74−20−04)
Y CLEARANCE CORRECT
IN FCU FLOW EVIDENT. FLOW EVIDENT. PURGE VALVE
ARE SPLINES ON DO CONTROL LINKAGE
N Y RIGGING ADJUSTMENTS
GEARSHAFT O.K. NO FAULTS FOUND ON IGNITER OF
CHECK POSITION OF FUEL Y (REF. 76−10−00) CABLES. REPLACE IGNITION EXCITER
Y
MANIFOLD ADAPTERS.MAKE (REF. 74−10−00)
REPLACE STARTER−GENERATOR RETURN ENGINE TO REMOVE COMPRESSOR SURE PRIMARY NOZZLES
AND/OR DRIVESHAFT APPROVED TURBINE AND GRIND ARE POSITIONEDAS CHECK POSITION OF FUEL MANIFOLD
(REF.AIRCRAFT MAINTENANCE MANUAL) OVERHAUL FACILITY SEGMENTS (REF. 72−50−01) DETAILED (REF. 73−10−05) ADAPTERS. MAKE SURE PRIMARY
NOZZLES ARE POSITIONED AS
DETAILED (REF. 73−10−05)
IF ANY STARTER−GENERATOR BEARING CHECK FUEL NOZZLES FOR
DISTRESS AND/OR SHORTED ARMATURE TO RESTRICTION.FUNCTION
CHECK NOZZLES CHECK MINIMUM FLOW SETTING ON CHECK FUEL NOZZLES FOR CHECK TRANSFER VALVE IN
THE STARTER−GENERATOR SHAFT IS
(REF. 73−10−05) FCU. IF TOO LOW, ADJUST RESTRICTION. FUNCTION CHECK STARTING CONTROL. IF STUCK,
SUSPECTED, PERFORM INSPECTION OF
(REF. 71−00−00, ADJUSTMENT / TEST) NOZZLES. RECTIFY AS NECESSARY REPLACE STARTING CONTROL
72 ENGINE

MAIN OIL FILTER AFTER STARTER−

(REF. 73−10−05) (REF. 73−10−04)
GENERATOR REPLACEMENT (REF.
UNSCHEDULED INSPECTION, 72−00−00)

Figure 72-3. Engine Starting Fault Isolation Chart

72-6 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

FAULT ISOLATION NOTES

Categories
To enable systematic fault isolation, engine
faults are categorized into classes. Each
class consists of common related engine
problems with appropriate diagnostic tests
and rectification sequences. The classes of
engine fault and probable causes are detailed
as follows:

•• Engine Starting
•• Engine Operating
•• Engine Performance
•• Engine Condition Trend Monitoring
Shift
•• Engine Lubrication
•• Engine Lubrication Oil Contamination.

Engine Starting
To diagnose and rectify engine starting
problems, refer to Engine Starting Fault
Isolation Chart (Refer to Figure 72-3).

72 ENGINE

FOR TRAINING PURPOSES ONLY 72-7

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

OPERATING PROBLEMS

HOOTING OR PROPELLER SLOW INCORRECT FAILURE TO OVERSPEED UNCONTROLLED SLOW TO SURGE DURING FUEL LEAKAGE OVERTEMPERATUR TEMPERATURE VIBRATION FLAMEOUT LOW POWER (ALL SQUEAL NOISE AT UNUSUAL NOISES
HUMMING SOUND TO FEATHER AND RPM (Np) DECELERATE (Ng) ACCELERATION ACCELERATE ACCELERATION AT FCU / FUEL E (MAX ALLOWABLE LIMITED PARAMETERS DECELERATION ORD
UNFEATHER HIGH − LOW PUMP FLANGE TEMPERATURE HAS LOW) URING MOTORING
BEEN EXCEEDED)* PROPELLER ENGINE INTERNAL RUBBING
CHECK OPERATION CHECK CHECK ENGINE CHECK Py AIR CARRY OUT REFER TO "HIGH DAMAGED OR OR SCRAPING NOISES.
OF COMPRESSOR FORWARD REVERSE LINKAGE Ng INDICATING BLEED TUBE , P3 REMOVE FCU. T5 TEMPERATURE" BLADE ANGLE CHECK OPERATION CHECK FUEL PUMP. COMPRESSOR OR TURBINE
CHECK FRONT END COMPRESSOR
BLEED VALVE AND HANG-UP SYSTEM. AIR DELIVERY WASH CHECK CHECK ON SLIPPED. ADJUST OF INDICATING IF PUMP IS SOURCE ROTORS DO NOT ROTATE
PROPELLER
CONDITION OF IN CAMBOX RECTIFY AS TUBE AND P3 PROCEDURE PREFORMED TEMPERATURE PERFORMANCE AND/OR REPLACE SYSTEM. RECTIFY CONTINUE IN FREELY, DECELERATE OR
REVERSING
DIAPHRAGM NECESSARY FILTER FOR LEAKS (REF. 71−00−00) PACKING AT INDICATING SYSTEM. CHECK CHART AS NECESSARY AS NECESSARY SERVICE * RUN DOWN EASILY ON
LINKAGE. ADJUST
ARE P3 OR RESTRICTIONS BYPASS PORT. IF RECTIFY AS (REF. AIR FRAME ENGINE SHUT DOWN.
(REF. 75−30−00) AS NECESSARY CHECK AIR * SUNSTRAND FUEL
TUBE AND PACKING NECESSARY MANUAL)
BLEED LINK LEAKAGE MAKE SURE PUMP PRESSURE
CHECK FCU FUEL FILTER O.K.? N Y
(RESET ARM) SUSPECTED OPERATING PLATES NORMALLY
COMPRESSOR CHECK SPEED PUMP INTERFACE
N RIGGING (REF. INSPECT PROCEDURES SQUEAL AT LOW Ng.
SELECT LEVER FOR POSSIBLE Y CHECK ENGINE CHECK AIRFRAME CHECK COMPRESSOR FOR
BLEED VALVE O.K. AIRFRAME N ENGINE FOR WERE PROPERLY
WILL CONTACT SHEARED OR WORN RECTIFY OR OVERTEMPERATURE SHORT AND ABRUPT
MANUAL) REPLACE LOOSE INSTALLATION FUEL CARRIED OUT
DRIVE SPLINE REPLACE AS CHART (REF. 71−00−00). DECELERATION OR RUN
MAX STOP VERIFY FUEL PREFORMED MOUNTING SUPPLY SOURCE. MAKE
COUPLING APPLICABLE CHECK FOR INSPECT AND REMOVE DOWN TIME.
HEATERFOR HIGH PACKING AND BRACKETS SURE FREE OFICE OR
(REF. 73−10−07) LEAKAGE AT ENGINE AS APPLICABLE CHECK FOR T5 TOO HIGH AT
ADJUST Nf OPERATING FCU WATER CONTAMINATION
Y FUELPUMP ENGINE REMOVED INCORRECT SHUT DOWN
ADJUST MAX RPM RESET SPEED DRIVE SPLINE TEMPERATURE (REF. 73−23−01) SHAFT CARBON CHECK ADJUSTMENT OR CHECK REAR MOUNTED
REPLACE STOP ON ADJUSTMENT ON COUPLING (REF. 71−00−00, ACCESSORIES FOR DRAG
Y SEALFRONT Y N THROUGH IF AIRFRAME FUEL DISCONNECTED
COMPRESSOR PROPELLER PROPELLER SHEARED OR ADJUSTMENT/TEST) OR INTERFERENCE OF
CHECK N AND BACK (REF. EXHAUST SOURCE IS CONTROL LINKAGES RESTRAIN PROPELLER AND
BLEED VALVE GOVERNOR GOVERNOR WORN REPLACE IF 73−10−02) MOMENTARILY ROTATE ROTATING COMPONENTS.
OPERATION OF TURBINE PORTS FOR SATISFACTORY, (REF. 76−00−00 OR
(REF. AIRFRAME (REF. AIRFRAME NECESSARY COMPRESSOR WITH
N COMPRESSOR INSPECTION POWER LOOSEN INLET TUBE AT AIRFRAME MANUAL)
MANUAL) MANUAL) Y STARTER. CHECK FOR
IF THERE ARE NO PARAMETER BLEED VALVE O.K. TURBINE FCU AND CHECK FOR
REPLACE BOTH FUEL FLOW DURING EVIDENCE OF COMPRESSOR ON START UP, SLOW
FLUCTUATIONS AND SOUND OTHER AND CONDITION DAMAGE
CHECK FCU FOR FCU AND FUEL MOTORING ENGINE. NO IF CONTROL LINKAGES TURBINE RUB, IF ONLY LIGHT PROPELLER
DISAPPEARS ABOVE 60% Ng, NO PT6A:CHECK FCU OF DIAPHRAGM REPLACE FUEL ACCELERATION, ABRUPT
CONTAMINATION (REF. 75−30−00) PUMP FLOW APPARENT, ARE SATISFACTORY, RUBBING AUDIBLE, RESTART
ACTION NECESSARY. IF THERE ACCELERATION PUMP (REF. 73− CHECK TORQUE DECELERATION ON SHUT
REPLACE AND / OR (REF. 73−20−00 / REMOVE AIR INLET REPLACE FUEL PUMP CARRY OUT CHECKS ENGINE AND ALLOW NORMAL
ARE PARAMETER ADJUSTMENT OR 10−02). CHECK INDICATING DOWNOR PROPELLER
PROPELLER CORROSION 73−10−02) SCREEN (REF. 72− ON PROPELLER PERIOD OF COOLING AT
FLUCTUATIONS AND CONDITION PROPELLER FOR EVIDENCE SYSTEM. STIFF TO TURN.
20−00) AND GOVERNOR GROUND IDLE PRIOR TO
PERSISTS ABOVE 60% Ng, GOVERNOR GOVERNOR (REF. BLEED VALVE OF FCU BEARING RECTIFY AS
INSPECT 1ST IF FUEL SUPPLY (PNEUMATIC SECTION). SHUTDOWN.
DISASSEMBLE AND CHECK C.T. (REF. 61−20−00) 71−00−00) OPERATION O.K. FUEL NECESSARY
REPLACE FCU STAGE CHECKS ARE O.K., IF DEFECTIVE, INSPECT THROUGH
DISK FOR BLADE SHIFT. REMEDY CONTAMINATION
(REF. 73−20−00) COMPRESSOR FOR DEFECT DUE TO REPLACE GOVERNOR EXHAUST PORTS,
AS NECESSARY. IF NO BLADE N Y ROTATE
CHECK AIR INLET SIGNS OF DAMAGE POSSIBLE AIR LOCK. (REF. 61−20−00) EXHAUST AREAS AND
SHIFT, REBALANCE OR REPLACE REPLACE FCU N Y PROPELLER. CHECK
REPLACE FCU AND COMPRESSOR RESTART ENGINE TO POWER TURBINE FOR
(REF. 73−20−00) FOR RUBS AND
C.T. DISK. IF CONDITION AND / OR REPLACE CARRY OUT
OR PROPELLER FOR SCRAPING. EVIDENCE OF DISTRESS.
PERSISTS WITH REPLACEMENT COUPLING DIAPHRAGM OR REPLACE FCU TURBINE AND SELF−BLEEDING CHECK P3 AIR BLEED
GOVERNOR CONTAMINATION
OF C.T. DISK, RETURN ENGINE (REF. 73−20−00) BLEED VALVE (REF. 73−20−00) COMPRESSOR OPERATION DELIVERY TUBESFOR
(REF. 61−20−00) BUILD−UP
TO OVERHAUL FACILITY. (REF. 75−30−00) CHECKS O.K. POSSIBLE LEAKS OR
AS APPLICABLE INSPECT POWER POSSIBLE PROPELLER
RESTRICTIONS.FOR
RETURN FCU TURBINE ROTOR AND SHAFT OIL TRANSFER
N Y CHECK POST SB1205/1253,
CHECK PROPELLER TO SERVICE EXHAUST AREAS FOR HOUSING SEIZURE
REMOVE AIR INLET CHECK FCU ACCELERATION REPLACE AIRFILTER IF
GOVERNOR METERING TIME OF ENGINE NECESSARY EVIDENCE OF
SCREEN (REF. 72− RETURN
CONTROL ORIFICE AT PROCEED (REF. 71−00−00) (REF. 73−10−07) DISTRESS
20−00). EXAMINE ENGINE TO RETURN TO
SETTINGS. ADJUST COMPRESSOR AS NOTED ON (REF. 72−50−04)
1ST STAGE APPROVED OVERHAUL FACILITY
AS NECESSARY COMPRESSOR- DELIVERY AIR OVERTEMPERAT OVERHAUL
(REF. 71−00−00) URE CHART ACCELERATION CHECK FCU MAX FOR REPAIR
BLADES FOR INLET ELBOW FOR FACILITY
TIME O.K. SPEED SETTING (REF. REMOVE POWER
FOREIGN OBJECT RESTRICTION OR (REF. 71−00−00)
71−00−00) SECTION AND INSPECT
DAMAGE (FOD) LEAKS. RECTIFY
IF GOVERNOR Y N FOR COMPRESSOR
AS NECESSARY CHECK
ADJUSTMENTS ARE COMPRESSOR TURBINE BLADE TIP TO
Y COMPRESSOR
INEFFECTIVE, REPLACE DIRTY IF FCU CHECKS ARE O.K., SHROUD RUB
SHIP ENGINE ARE AIR BLEED VALVE CHECK FCU FOR
GOVERNOR CHECK FUEL NOZZLES FOR (REF. 72−50−02)
TO APPROVED COMPRESSOR OPERATION (REF. CONTAMINATION OR
(REF. 61−20−00) N N POSSIBLE RESTRICTIONS
OVERHAUL BLADES FOUND 75−30−00) CORROSION. FCU
(REF. 73−10−05)
FACILITY O.K. CONTAMINATION
LOOSE OR WORN
CARRY OUT CHECK FOR NO. 3 BEARING
IF FAULT PERSISTS Y COMPRESSOR EXCESSIVE INSPECT ENGINE FOR N Y IF FUEL NOZZLES ARE O.K.,
REPLACE "FOD" OR TURBINE COVER (PRE−SB1430)
WASH PROCEDURE AIRFRAME POSSIBLE FAULT DUE TO
PROPELLER REPLACE FCU (REF. 71−00−00) ACCESSORY POWER DAMAGE CONTAMINATED FCU.
REPLACE FCU
(REF. 73−20−00) LOADING (REF. (REF. 73−20−00) CHECK AND REPLACE AS INSPECT AND
AIRFRAME MANUAL) NECESSARY
IF PROBLEM REPLACE AS
PERSISTS,RETURN NECESSARY
* NOTE: ON TWIN AND MULTI − ENGINED VERIFY FUEL HEATER CHECK FUEL (REF. 72−50−04)
ENGINE OR POWER FOR HIGH OPERATING MANIFOLD VERIFY FUEL HEATER FOR HIGH
SECTION TO APPROVED AIR CRAFT, CROSS GENERATOR OPERATING TEMPERATURE
STARTS MAY RESULT IN HIGH T5 TEMPERATURE ADAPTERS AND
OVERHAUL FACILITY (REF. 71−00−00, NOZZLES (REF. 71−00−00,
72 ENGINE

TEMPERATURE INDICATIONS ADJUSTMENT/TEST)

ADJUSTMENT/TEST)
REPLACE IF NECESSARY REPLACE IF NECESSARY

Figure 72-4. Engine Operating Fault Isolation Chart

72-8 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Engine Operating NOTES

To diagnose and rectify engine operating
problems, refer to Engine Operating Fault
Isolation Chart (Refer to Figure 72-4).

72 ENGINE

FOR TRAINING PURPOSES ONLY 72-9

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

OPERATING & PERFORMANCE CHECK PROBLEMS

IDLE SPEED HIGH Ng MISMATCH IN TWIN HIGH FUEL FLOW HIGH FUEL HIGH T5 TEMPERATURE FLUCTUATING ENGINE PARAMETERS
INCORRECT ENGINE INSTALLATION AT ALTITUDE FLOW INDICATIONS (FUEL FLOW, Ng,T5, Nf, TORQUE)
(RAPID ACCELERATION
CHECK INDICATING OF ONE ENGINE)
CHECK FOR SYSTEM. RECTIFY CHECK FUEL CHECK INDICATING
INCORRECT CONTROL AS NECESSARY INDICATING SYSTEM SYSTEMS FUEL FLOW AND/OR Ng
LINKAGE RIGGING. CHECK ENGINE AND AIRFRAME FUEL FLUCTUATIONS (WITH OR
RE−ADJUST RIGGING TANK BLEED CHECK AT IDLE SPEED, WITH WITHOUT Np AND/OR TORQUE)
(REF. 76−00−00) CARRY OUT (REF. AIRFRAME INSTRUMENTATION OPERATION Ng DECREASING FLUCTUATIONS
COMPRESSOR WASH MANUAL) (REF. AIRFRAME MANUAL) Y Y
CONTINUE
PROCEDURE CHECK AND MAKE
CARRY OUT (REF. 71−00−00) SURE Px METERING LEAK CHECK FUEL CONTROL
IF INSTRUMENTATION AND CHECK FUEL Y SYSTEM PNEUMATIC SYSTEM.
PROPELLER ORIFICE IS INSTALLED INDICATING AND
GOVERNOR CHECKS IN ELBOW OF FCU AIRFRAME FUEL OPERATING PROCEDURES Y HEATER. OK? RECTIFY ANY LEAKS AS
(REF. 71−00−00) IF FAULT STILL SYSTEM O.K. CHECK ARE O.K., CARRY OUT TORQUE NECESSARY
Np FLUCTUATIONS T5 FLUCTUATIONS
APPARENT,CHECK COMPRESSOR BLEED COMPRESSOR WASH N FLUCTUATIONS (REF. AIRCRAFT
OPERATION OF Px METERING O.K. VALVE OPERATION AND PROCEDURE MAINTENANCE MANUAL)
IF RIGGING AND COMPRESSOR CHECK SETTING OF CONDITION OF (REF. 71−00−00) CHECK PROPELLER CHECK FOR
CHANGE FUEL CHECK MAIN OIL
CONTROL CHECKS ARE BLEED VALVE AND FCU ACCELERATION DIAPHRAGM GOVERNOR. ADJUST INTERMITTENTCONTA
HEATER. FILTER FOR METAL
O.K., CHECK P3 AIR CONDITION OF DOME. ADJUST AS (REF. 75−30−00) OR REPLACE AS CT OR GROUNDING IN DISCONNECT Py LINE AT FCU,
NECESSARY (POSSIBLE GEARBOX AND BLANK BOTH Py LINE AND
DELIVERY TUBES FOR DIAPHRAGM NECESSARY (REF. 71− T5 SYSTEM
(REF. 71−00−00) PROBLEM) FCU CONNECTION
POSSIBLE LEAKS OR (REF. 75−30−00) 00−00 / 61−20−00) (REF.AIRFRAME
RESTRICTIONS. COMPRESSOR BLEED CHECK FOR EXCESSIVE MANUAL)
N
RECTIFY OR REPLACE VALVE OPERATION O.K. AIRFRAME ACCESSORY REPLACE PROPELLER
AS NECESSARY. COMPRESSOR BLEED IDLE SPEED SETTING CHECK PROPELLER FLUCTUATIONS CONTINUE?
POWER LOADING OR BLEED Y N GOVERNOR
VALVE OPERATION INCORRECT. Y OVERSPEED GOVERNOR REPLACE
AIRLEAKS IN AIRFRAME (REF. 61−20−00)
O.K. RE−ADJUST AS SETTING. ADJUST AS COUPLINGAND/OR FCU
SYSTEM. RECTIFY AS
CHECK IDLE SPEED NECESSARY NECESSARY. REPLACE IF CHECK AIRFRAME (REF. 73−20−00)
CARRY OUT REPLACE NECESSARY (REF.
SETTING ON FCU (REF. N Y UNABLE TO ADJUST LEAKAGE EVIDENT N
COMPRESSOR WASH DIAPHRAGM OR AIRFRAME MANUAL) SIDE OF FUEL
71−00−00). ADJUST AS (REF. AIRFRAME MANUAL)
IF ADJUSTMENTS PROCEDURE BLEED VALVE DELIVERY SYSTEM Y Y
NECESSARY OR CARRY OUT ENGINE RUN FAIL TO (REF. 71−00−00) (REF. 75−30−00) REMOVE FCU CHECK FOR WORN
REPLACE FCU AND CHECK FOR AIR IF AIRFRAME ACCESSORY
CORRECT CHECK FOR STICKING OF (REF. 73−20−00) COUPLING AND FCU WEAR FOUND
(REF. 73−20−00) LEAKS AT ENGINE LOADINGS ARE O.K., CHECK REPLACE FCU
PROBLEM, BETA VALVE MECHANISM. POSSIBLE STICKING OF MARKING RELATIVE DRIVE SPLINE WEAR
FLANGES. RECTIFY AS COMPRESSOR BLEED VALVE (REF. 73−20−00)
REPLACE FCU CARRY OUT ENGINE CHECK PROPELLER THERMOSTATIC ELEMENT IN OIL− POSITION OF FCU N
NECESSARY OPERATION AND CONDITION OF
REPLACE DIAPHRAGM (REF. 73−20−00) RUN AND CHECK FOR FEEDBACK RING FOR TO−FUEL HEATER CAUSING DRIVE AND FUEL PUMP
DIAPHRAGM (REF. 75−30−00)
OR BLEED VALVE AIR LEAKS AT ENGINE RUNOUT, AND RODS FOR VAPOR LOCKS. REPLACE UNIT AS SPLINES
(REF. 75−30−00) INSPECT ENGINE FLANGES. RECTIFY FULL AND FREE TRAVEL NECESSARY (REF. 73−10−01) CHECK FOR LEAKAGE
FOR "FOD" OR AS NECESSARY AT FUEL PUMP
COMPRESSOR BLEED VALVE
TURBINE DAMAGE N PREFORMED PACKING
OPERATION O.K.
(REF. 71−00−00) CHECK FOR CORRECT CHECK FOR BLUE DYE OR OTHER
REPLACE PREFORMED
Y PROPELLER LOW BLADE EVIDENCE OF FUEL LEAKAGE
PACKING AT
ANGLE PICKUP FROM VENT HOLE ON UNDERSIDE Y LEAKAGE FOUND
FCU/PUMP INTERFACE
CARRY OUT HOT OF FCU (REF. 73−20−00,
CARRY OUT ENGINE RUN (REF. 73−20−00) N
SECTION INSPECTION INSPECTION/CHECK)
(REF. 72−00−00) AND CHECK FOR AIR LEAKS REPLACE PROPELLER
AT ENGINE FLANGES. GOVERNOR IF CHECK FOR LEAKAGE
RECTIFY AS NECESSARY FLUCTUATIONS PERSIST AT FUELPUMP SHAFT
HIGH Ng WITH T5 AND (REF. 61−20−00) CARBON SEAL,FRONT
FUEL FLOW WITHIN AND BACK
ACCEPTABLE LIMITS. NO LEAKS APPARENT AT
ENGINE FLANGES. CARRY OUT REPLACE FUEL PUMP (REF. 73
REPLACE POWER
TURBINE VANE RING WITH HOT SECTION INSPECTION REPLACE FCU −10−02). CHECK FCU BEARING
Y LEAKAGE FOUND
ONE HAVING SMALLER (REF. 72−00−00) (REF. 73−20−00) FOR EVIDENCE OF FUEL
CLASS AVERAGE. CONTAMINATION
N
CHECK T5 SENSING SYSTEM.
REPAIR OR REPLACE
COMPONENTS AS NECESSARY CHECK FOR FREEDOM
REPLACE FCU EVIDENCE OF FCU
(REF. 77−20−00) FROM RESTRICTION AND
(REF. 73−20−00) Y DRIVE BEARING WASH
CORRECT INSTALLATION
OUT AND/OR WEAR
OF FUEL PUMP DRAIN
HIGH T5 WITH Ng AND FUELFLOW
WITHIN ACCEPTABLE LIMITS. REFIT EXISTING FCU (REF.
N
REPLACE POWER TURBINE VANE 73−20−00) WITH FCU
RING WITH ONE HAVING LARGER SPLINES INDEXED 90
CLASS AVERAGE (REF. 72−50−03) DEGREES FROM ORIGINAL
LOCATION WITH RESPECT
72 ENGINE

TO FUEL PUMP SPLINES

Figure 72-5. Engine Performance Fault Isolation Chart (Sheet 1 of 2)

72-10 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Engine Performance
To diagnose and rectify engine performance
problems, refer to Engine Performance Fault
Isolation Chart (refer to Figure 72-5 and
Figure 72-6).

NOTE 1: Review ECTM data, pilot reports and maintenance log book entries and troubleshooting for the last 6 months. Hot section
components and performance gradually deteriorate as running time accumulates. The deterioration rate varies according to
operating conditions (environment and type of operation) and for different engine modification standards. If engine performance
apparently improves T5 decrease without maintenance action, check indicating systems (usually T5 system is at fault).

NOTE 2: A rapid shift in engine parameters is usually the result of an indicating system defect.

NOTE 3: To extend hot section life, the following preventive maintenance, based on the increase in T5 from the values established
at engine installation (engine performance/ground power check or ECTM), is recommended: For a 10°C (20°F) increase in T5, do a
performance recovery wash. In addition, indicating system and engine performance/ground power checks are recommended to
ensure reliable engine performance data. Also, test spray pattern or refurbish fuel nozzles. For a 15°C (27°F) increase in T5 or a 1
to 1.5% decrease in Ng, do a borescope inspection of the combustion chamber, small exit duct, CT stator vanes and CT blades. In
addition, do the maintenance recommended above.

NOTE 4: A significant difference between ECTM and engine performance/ground power check parameters indicate that the defect
is within the aircraft air bleed system on the affected engine (air bleed is off during an engine performance/ground power check).
An alternative method is to do an engine performance/ground power check with air bleed ON then OFF. Compare the shift
parameters for the engines on the same aircraft. A significant difference indicates bleed sharing problems. For single engine
installations, contact P&WC for typical parameter shift recommendations.

NOTE 5: When an engine is temperature limited on climb or cruise and the engine performance/ground power check is
satisfactory, the defect is within the aircraft bleed system of the affected engine.

NOTE 6: An increase in temperature without other parameter shifts may be the result of defective fuel nozzles or a deteriorated
combustion liner altering combustion profile and changing the temperature distribution.

NOTE 7: Compressor deterioration (which increases Ng) and hot section normal deterioration (which reduces Ng) may balance
each other and the effect deterioration has on Ng will be very small or zero (i.e. Ng will remain constant).

NOTE 8: When the engine is running on the ground, inlet plenum air pressure is lower than ambient air pressure. Therefore, if the
inlet or firewall seals are damaged, hot air from around the engine may be ingested causing a temperature increase. Similarly, if the
wind direction is from the rear, exhaust gasmay be ingested and temperature increased.

NOTE 9: The relationship between T5 and the temperature in front of CT stator may change due to hot section component
deterioration altering combustion profile and/or gas path temperature distribution. This may affect the T5 trim and the indicated T5
and the relationship between T5 and the temperature in front of the CT vane used for engine certification. A T5 trim verification on
the wing or in the test cell will confirm a shift in the indicated temperature.

NOTE 10: To remove doubts, a T5 system check (including individual thermocouple checks) is recommendedbefore doing a
complete HSI.

Figure 72-6. Engine Performance Fault Isolation Chart (Sheet 2 of 2)

72 ENGINE

FOR TRAINING PURPOSES ONLY 72-11

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-20-00 AIR INLET

SECTION
AIR INLET SCREEN
Refer to:

•• Figure 72-7. Air Inlet Screen.

•• Figure 72-8. Compressor Inlet Case and
Air Inlet Screen.

The air inlet screen is a circular wire mesh

screen that is bolted around the air inlet area
of the inlet case to prevent foreign object
ingestion by the compressor.

Figure 72-7. Air Inlet Screen

72 ENGINE

72-12 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

COMPRESSOR
COMPRESSOR AIR
INLET CASE
INLET SCREEN
FLANGE G

PRESSURE OIL
CORED PASSAGE ACCESSORY
GEARBOX (REF.)

BREATHER
TUBE
FLANGE F

OIL TANK
NO. 1 BEARING CENTER TUBE
STATOR AIR SEAL

NO. 1 BEARING
NO. 1 BEARING
OIL NOZZLE

FWD

ACCESSORY GEARBOX
INPUT COUPLING
SHAFT

NO. 1 BEARING
SUPPORT HOUSING

NO. 2 BEARING
OIL PUMP SCAVENGE OIL
72 ENGINE

Figure 72-8. Compressor Inlet Case and Air Inlet Screen

FOR TRAINING PURPOSES ONLY 72-13

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 72-9. Compressor Inlet Case

72 ENGINE

72-14 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-30-05 COMPRESSOR The compressor stubshaft, centrifugal impeller,

impeller housing and third-stage compressor
ROTOR stator assembly are positioned, in that order
from front to rear, followed by the third-stage
disk spacer and rotor disk, the second-stage
DESCRIPTION AND OPERATION stator assembly, second-stage disk spacer and
rotor disk, the first-stage stator assembly,
Refer to: first-stage disk spacer and compressor rear
hub (first-stage disk and blade assembly). The
•• Figure 72-9. Compressor Inlet Case. impeller housing is secured to the gas generator
•• Figure 72-10. Compressor Rotor - Cross case by a wedge shaped retaining ring while the
section. first-stage stator assembly is retained within a
flange on the front face of the compressor inlet
The compressor rotor comprises a three axial case. Sealing is accomplished by a preformed
stages, three interstage spacers and a single- packing at the interface.
stage centrifugal impeller. First-stage rotor
blades are titanium, while second- and third- The compressor front stubshaft is a hollow
stage rotor blades are cadmium-plated stainless steel forging, machined to accommodate the
steel. The rotor blades fit into dovetail grooves compressor air seal rotor and the No. 2 bearing
machined in the rims of respective disks. The assembly. The No. 2 bearing is a roller-type
limited clearance between the blade roots and and supports the stubshaft and forward end
grooves produces the characteristic clicking of the compressor rotor assembly in the gas
heard during compressor run-down. Axial generator case. The compressor turbine rotor
movement of the blades is limited by interstage seal is fitted on the stubshaft forward of the
spacers installed between the rotor disks. The No. 2 bearing.
airfoil section of the first-stage blades differs
from that of the second- and third-stage blades.
The first-stage rotor has 16 blades while the
NOTE
second- and third-stage rotors each have 32 When inspecting the inlet fillets
blades. The centrifugal impeller is bolted to special observation must be
the three axial stages and associated spacers by made for cracking. If the crack
six numbered tie rods to form an integral unit. is less than 0.700 of an inch and
not open more than 0.020 inches,
The first-stage and second-stage stators have the inlet can be considered as
44 vanes; the third-stage has 40 vanes. The serviceable. Multiple cracks are
vanes in each stage are of stainless steel. Each not allowed. The Intake section
set of vanes is held in position by its respective must be removed and sent to an
compressor stator assembly through which the approved repair facility.
outer ends of the vanes protrude and to which
the vane ends are brazed. The first and third
stage stator assemblies are bolted together,
NOTE
while the second-stage stator assembly is If when inspecting the first stage
retained between flanges in the first and third vanes of the axial compressor, it is
stage stator assemblies. The third-stage stator noted that some blades were nicked,
is also bolted to the impeller housing. Rotation there are approved repair schedules
is prevented by slots and lugs in the mating in the P&W maintenance manual.
flanges. Interstage pressure (P2.5) is vented to
72 ENGINE

the compressor bleed valve chamber in the gas

generator case through slots in the third-stage
stator assembly.

FOR TRAINING PURPOSES ONLY 72-15

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

3RD STAGE 2ND STAGE STATOR 2ND AND 3RD STAGE

LONG SPACER AND SHROUD COMPRESSOR DISKS

TIE ROD

COMPRESSOR
FRONT AIR SEAL
COMPRESSOR
AIR SEAL
NO. 2 BEARING
AIR SEAL

FRONT STUB
SHAFT

NO. 1 BEARING

COMPRESSOR
NO. 2 BEARING
REAR HUB

CENTRIFUGAL
IMPELLER
WIDE CHORD
1ST STAGE
COMPRESSOR
2ND STAGE BLADES
IMPELLER 1ST STAGE
SHORT SPACER
HOUSING STATOR AND
SHROUD

3RD STAGE STATOR COMPRESSOR

COMPRESSOR 1ST SHORT
AND SHROUD INLET CASE
BLEED VALVE SPACER
72 ENGINE

Figure 72-10. Compressor Rotor - Cross section

72-16 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-30-05 CENTRIFUGAL
COMPRESSOR
Refer to:

•• Figure 72-11. Centrifugal Compressor.

•• Figure 72-12. Combustion Chamber
Diffusers.

The centrifugal compressor is bolted to the

axial compressors and all rotate at the same
speed. The centrifugal rotor and diffuser unit
is a single stage, high efficiency compressor
that compresses at approximately 4 to 1 ratio
at 100%. This air is identified as P3 air. This Figure 72-12. Combustion Chamber
P3 Air is used for combustion, cooling of the Diffusers
compressor and power turbines, Labyrinth
seals on bearing No.2 and No.3, bleed valve
control, FCU control and airframe services.
Inter compressor air (P2.5) is used for cooling
the axial compressor externally and internally. 72-30-04 DIFFUSERS
The internal air is also the coolant for the
labyrinth seal on No.1 bearing. The diffusers change the characteristics of the
air flow from high velocity, low pressure to
Total air compression at 100% NG is low velocity high pressure.
approximately 7 to 1.
NOTE
During a HSI Inspection it was
noted that two diffusers were
missing. The Pratt & Whitney
maintenance manual explains the
procedures for adjacent and non
adjacent diffusers.

If they are adjacent there is

no option; the engine must be
sent to an appropriate overhaul
facility. If they are nonadjacent,
there are repair schemes. It is
possible to replace a specific
diffuser with a clamp and new
diffuser.
Figure 72-11. Centrifugal Compressor
72 ENGINE

FOR TRAINING PURPOSES ONLY 72-17

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 72-13. Compressor Bleed Valve Operation

OUTPUT

IAL
AX
G AL
U
R IF
NT
CE
72 ENGINE

RPM

Figure 72-14. Compressor Efficiency Chart

72-18 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-30-04 STRAIGHTENING NOTE

VANES In the Pratt & Whitney
Maintenance Manual 75-30-
00 COMPRESSOR BLEED
The straightening vanes are used to control the
VALVE - MAINTENANCE
airflow around the combustion chamber. When
PRACTICES, There are approved
inspecting during an HSI, up to seven vanes
repair procedures which includes
with one side broken off is acceptable as long
checking the metering orifices
as no two are adjacent. The broken vanes are
and replacing the diaphragm.
to be filed smooth.

72-30-00 COMPRESSOR NOTE

BLEED When performing a HSI, during
an external casing check it was
noted that one of the bleed valve
Refer to:
installation shank nuts were
stripped. There is a repairs to
•• Figure 72-13. Compressor Bleed
replace the shank nut with the
Valve Operation.
approved procedure.
•• Figure 72-14. Compressor Efficiency
Chart.
Axial compressors have a tendency to be
more efficient than centrifical compressors
when operating at low speeds. To prevent this
difference in air pressure from occurring, the
bleed valve remains open until N G increases
to approximately 80%. At that point the bleed
valve closes and the centrifical compressor
air efficiency increases. The valve operates
automatically by compressor and control air
pressure differential. The valve opens at low
power settings and closes gradually as power is
increased. The bleed valve is fully open when
the engine is shut down.

Figure 72-13 illustrates operation of the bleed

valve; P3 and P2.5 air pressures act on opposite
sides of a diaphragm. P3 air pressure is modified
to a control pressure by the action of a primary
orifice and a final orifice. When P2.5 pressure
exceeds control pressure, the valve opens. The
valve closes when control pressure exceeds P2.5
pressure. The bleed valve at idle will be wide
open and at takeoff power the bleed valve will be
fully closed. At engine speeds of less than 80%
NG, the valve modulates as required to prevent
72 ENGINE

compressor stall.

FOR TRAINING PURPOSES ONLY 72-19

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
72 ENGINE

Figure 72-15. Combustion Chamber and Exit Duct

72-20 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-40-01 COMBUSTION end. The shape, size and locations of the holes and
shields, as well as the locations of the glow plugs/
CHAMBER LINER igniter sleeves, provide the best fuel/air ratios
ASSEMBLY for starting and sustained combustion and form
efficient primary and secondary zones within the
liner combustion zone. Primary air, introduced
DESCRIPTION AND OPERATION near the fuel nozzle ports, serves to support
combustion. The secondary air provides a layer of
Refer to:
cooling air adjacent to the liner inner walls; this
effectively keeps the flame away from the walls
•• Figure 72-15. Combustion Chamber and
and, by mixing, ensures that the gases leaving
Exit Duct.
the liner are cooled to a temperature which the
•• Figure 72-16. Combustion Chamber Liner. compressor turbine can tolerate; it also provides
additional air for the combustion process.
The combustion chamber liner is an annular,
heat-resistant steel liner, open at the rear end The domed end of the liner is supported inside the
and domed at the front end. A series of straight, front section of the gas generator case by the 14
plunged and shielded holes in the inner and outer fuel manifold adapter sheaths while the rear end
walls of the liner allow compressor discharge air of the liner is supported by the large and small
to enter the liner combustion zone. exit ducts.

Two glow plugs/ igniter sleeves and 14 fuel nozzle

ports, which incorporate nozzle support brackets,
are in the liner outer wall adjacent to the domed

72 ENGINE

Figure 72-16. Combustion Chamber Liner

FOR TRAINING PURPOSES ONLY 72-21

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-50-00 LARGE AND NOTES

SMALL EXIT DUCTS
These components direct the hot gases from the
combustion chamber to the inlet guide vanes.
These are also subject to heat related stresses
and damage. Cracks up to 1.00 inch long in
the large exit duct inner wall are acceptable
provided they are stop-drilled using a 1/16
(0.0625) inch drill.

When inspecting the large exit duct, always

check for coating material loss. If the coating
loss is less than 50% the duct is serviceable and
if it’s more than 50% the duct must be rejected.

NOTE
Replace stator assembly if its
condition appears to be the cause
for loss of performance.

If stator assembly must be

replaced, an assembly of same
EFA or ± 0.03 in/Sq or ± 0.12
class must be used.
72 ENGINE

72-22 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

PAGE INTENTIONALLY LEFT BLANK

72 ENGINE

FOR TRAINING PURPOSES ONLY 72-23

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

VANE RING (REF.)

0.020 INCH MAX

0.033 INCH MAX

RETAINING PLATES (3)

BAFFLE ASSEMBLY

SEALING PLATE

AIR SEALS RIVETS 6 REQUIRED

(PART OF BAFFLE
ASSEMBLY)

RIVETS 16 REQUIRED

NO MACHINING REQUIRED AFTER

BAFFLE ASSEMBLY REPLACEMENT
72 ENGINE

Figure 72-17. Replacement of Interstage Baffle Rivets

72-24 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-50-01 COMPRESSOR nickel alloy, incorporates a heatshield at the

rear. Compressor discharge air (P3) is routed
TURBINE STATOR into the space formed by the heatshield to
cool the duct. The outer flange of the duct
incorporates a “wiggle strip” or sliding joint to
DESCRIPTION AND OPERATION provide a mating flange for the outer wall of
the combustion chamber liner and ports for the
Refer to Figure 72-17. Replacement of passage of cooling air over the duct wall. The
Interstage Baffle Rivets. inner section of the duct incorporates a bolting
flange for mounting at the gas generator case
The compressor turbine guide vane ring centerbore.
consists of 14 air-cooled vanes, cast integrally
between inner and outer rings. The airfoil The small exit duct locates in the rear of the
section of the vanes directs the expanding combustion chamber liner via a sliding joint and
gases from the combustion chamber to the slotted seal ring and attaches to the compressor
compressor turbine blades at the optimum turbine guide vane ring . The duct forms the
angle for maximum efficiency. The inner ring inner section of an envelope that changes the
is cast with an extended rearward platform and direction of gas flow 180 degrees and directs
internal flange. Lugs on the flange engage with it to the compressor turbine inlet guide vanes.
slots in the No. 2 bearing cover. The duct is fabricated from nickel alloy and
incorporates a heatshield and mounting flange
An annular lockplate and 16 bolts secure the at the front. Holes in the heatshield allow
vane ring, No. 2 bearing cover and large exit cooling air to be routed through the space
duct to the gas generator case. The outer ring between the duct wall and heatshield; the air
locates the compressor turbine shroud housing then passes out of the space and into the gas
and small exit duct. stream at the ID of the duct wall. Air entry
ports, incorporated in the mounting flange,
The compressor turbine shroud housing enable cooling air to be directed into cored
extends forward toward the power section. passages in the compressor inlet guide vanes.
The extension provides two features: the outer
diameter incorporates a circumferential groove
which accommodates the interstage sealing
ring(s) while the inner diameter is machined
to accommodate the classified compressor
turbine shroud segments. The segments are
held in position by a retaining ring seated
inside, and riveted to, the shroud housing.
The shroud segments act as a seal and provide
running clearance for the compressor turbine.
The interstage sealing rings seal the mechanical
separation between the combustion section and
the interturbine area. The two sealing rings may
be replaced with a single wider sealing ring.

The large exit duct is at the rear of the

combustion chamber liner, adjacent to the
diffuser in the front section of the gas generator
72 ENGINE

case. The duct forms the outer section of an

envelope to change direction of gas flow
180 degrees and directs it to the compressor
turbine guide vanes. The duct, fabricated from

FOR TRAINING PURPOSES ONLY 72-25

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 72-18. Turbine Section Figure 72-19. Power Turbine

Figure 72-20. P
 ower Turbine Drive Shaft
and Exhaust Duct
72 ENGINE

72-26 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-50-00 TURBINE DESCRIPTION AND OPERATION

SECTION The compressor turbine is driven by the gas flow
from the combustion section being deflected
onto the turbine blades by a stator assembly.
GENERAL The compressor turbine comprises a bladed disk
assembly running in a shroud housing assembly.
Refer to:
The power turbine is rotated by the remaining
•• Figure 72-18. Turbine Section.
energy in the gas flow from the compressor
•• Figure 72-19. Power Turbine. turbine being deflected on to each power turbine
disk by their respective stator assemblies.
The engine incorporates two turbines, one
for the compressor section and the other for
the power section. The compressor turbine
is splined to the compressor front stubshaft,
while the power turbine is splined to the power
turbine shaft assembly, which, in turn, drives
the reduction gearbox.

Each turbine is preceded by an inlet guide vane

assembly which directs the gas flow onto its
associated turbine at the most efficient angle.
The compressor turbine inlet guide vanes are
provided with cored cooling air passages. The
compressor turbine rotates within a shroud
housing which incorporates nine shroud
segments. The segments are ground to provide
the necessary blade tip clearance.

The power turbine vane ring and interstage

baffle, which form part of the power turbine
stator assembly, are contained within the
power turbine stator housing which is bolted
at its front end, together with power turbine
containment ring, to the exhaust duct.

The gas flow from the combustion chamber

liner is directed into the engine turbine area
via the annular passage between the small and
large exit ducts. This passage changes the gas
flow 180 degrees to provide a forward flow.
72 ENGINE

FOR TRAINING PURPOSES ONLY 72-27

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 72-21. Power Section (Typical)

72 ENGINE

72-28 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

POWER TURBINE DRIVE SHAFT NOTES

The power turbine shaft is attached to the power
turbine and supported by bearing No.3 and
attached to the first stage reduction planetary
gear assembly at bearing No.4 (Figure 72-20).

72 ENGINE

FOR TRAINING PURPOSES ONLY 72-29

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-10-00 REDUCTION The gearbox contains a two-stage planetary

geartrain, accessory drives, torquemeter and
GEARBOX propeller shaft. The first-stage reduction gear
and torquemeter are contained in the rear case,
while the second-stage reduction gear, accessory
GENERAL drives and propeller shaft are in the front case.
Torque from the power turbine section is
Refer to:
transmitted through the power turbine shaft and
turbine coupling to the first-stage sungear.
•• Figure 72-22. Reduction Gearbox.
•• Figure 72-23. Reduction Gearbox The first-stage sungear consists of a short
Cutaway. hollow steel shaft which has an integral spur
gear at the front end and an external spline on
The reduction gearbox assembly at the front the rear end. The external splines engage with
of the engine and consists of two magnesium the internal splines of the turbine coupling on
alloy castings, front and rear, bolted together the power turbine shaft and is secured within
at flange A of the exhaust duct. the coupling by two retaining rings.
72 ENGINE

Figure 72-22. Reduction Gearbox

72-30 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

The first-stage ring gear is in helical splines tubes. Engine oil is supplied to the rear section
provided in the rear case of the reduction of the sleeve for direction to the centerbore
gearbox. The torque developed by the power transfer tube adapter.
turbine is transmitted through the sungear and
planet gears to the ring gear which is opposed Propeller governor oil is supplied to the front
by the helical splines. section of the sleeve to provide hydraulic
pressure for the propeller pitch servo system
This opposition causes the planet gear carrier (Ref. 76-10-00).
to rotate. The ring gear, although secured by
the helical splines, is allowed to move axially
between the case and five retaining plates
secured to the case. The axial movement is
used in the torquemeter application.

The second-stage of reduction is housed in the

front case of the reduction gearbox.

The first-stage planet carrier is attached to the

second-stage sungear by a flexible coupling
which also acts to dampen any vibrations
between the two rotating masses.

The second-stage sungear drives five planet

gears mounted in the second-stage carrier.

A second-stage ring gear is by splines in the

front case of the reduction gearbox by retaining Figure 72-23. Reduction Gearbox Cutaway
plates. The second-stage carrier is in turn splined
to the propeller shaft and held by a keywasher
and nut. A flanged roller bearing supports the
second-stage carrier and the rear of the propeller
shaft. The inner race of the bearing is on the
machined circumference of the second-stage
carrier extension, while the flanged outer race
is bolted to a web in the front case.

A propeller oil transfer tube adapter and a

nozzle assembly are coupled together by a
retaining ring and within the centerbore of
the propeller shaft. The adapter provides
the necessary separation of pressure oil for
propeller actuation, and pressure oil for
lubrication of propeller thrust and gearbox
front roller bearings. The nozzle assembly and
transfer tube conduct pressure oil for
lubrication of the No. 4 bearing area, second-
stage planetary gears and sungear coupling.
72 ENGINE

Pressure oil is supplied to the oil transfer tube

via oil transfer sleeve installed on the OD of
the propeller shaft. The sleeve is supplied by
two independent oil sources via two transfer

FOR TRAINING PURPOSES ONLY 72-31

72-32 72 ENGINE

ELECTRIC TORQUE PRESSURE

TORQUE TRANSMITTER
SIGNAL (AIRFRAME)

FIRST STAGE

TWIN OTTER SERIES

PLANET GEAR
REDUCTION GEARBOX
STATIC PRESSURE
FOR TRAINING PURPOSES ONLY

1ST STAGE
RING GEAR

MAINTENANCE TRAINING MANUAL

TORQUE OIL
PRESSURE

CONTROL
VALVE

TORQUE PISTON CYLINDER METERING ORIFICE

LOW POWER HIGH POWER

Figure 72-24. Torquemeter Operation

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

TORQUE METER NOTES

Refer to Figure 72-24. Torquemeter Operation.

A torque meter is in the aft reduction gear

assembly. The unit consists of a cylinder,
piston, valve plunger, and spring. Oil is
supplied to the cylinder at a relatively constant
pressure by the engine oil pump.

The ring gear (helical gear) does not rotate;

however, it has limited axial (fore and aft)
motion. It is, therefore, a reaction member,
reacting to applied torque. The ring gear axial
motion acts on the torque meter piston, moving
the valve plunger against the spring, thus porting
oil into the torque meter cylinder until the
pressure is proportional to the applied torque.
The torque pressure is sensed by a transmitter
and supplied to a gage calibrated in psi.

Since the torque oil pressure gage indicates

pressure above ambient, the indicated pressure
would decrease in proportion to altitude
increase. To offset this, the transmitter also
senses gear case pressure. Therefore, the actual
pressure sensed by the torque meter transmitter
supplies the difference between torque meter
and gear case pressure, thus providing an
accurate indication of the actual power to the
propeller.

Figure 72-24 illustrates operation of the torque

meter. When engine power is increased, the
ring gear moves aft, acting on the torque meter
plunger. Engine oil pressure is routed to the
torque meter chamber to balance ring gear
motion. This pressure is sensed by the torque
meter transmitter and displayed as psi on the
torque meter gage. 72 ENGINE

FOR TRAINING PURPOSES ONLY 72-33

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

LEGEND
1. Oil Seal Retaining Ring
2. Oil Seal Support Ring
2 Halves (Post-SB1390)
1 3 3. Seal Element
4. Seal Runner
5. Thrust Bearing Cover
6. Gasket
7. Washer
5 8. Bolt
1
4

6
8
5 7
A

FOR FIELD MAINTENANCE, CUT 2

GASKET AT LOCATION SHOWN
6
GARTER SPRING

FOR FIELD MAINTENANCE, CUT

GASKET AT LOCATION SHOWN

GARTER SPRING
2

6 3

POST−SB 1227
PRE−SB 1390 1
VIEW A 6 2
(ALTERNATE CONFIGURATIONS) 3

POST−SB 1390
72 ENGINE

Figure 72-25. Removal and Installation of Propeller Shaft Oil Seal

72-34 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

SECOND STAGE RING GEAR OIL STRAINER

The second stage of the reduction gearbox is Located at the lower front of the RGB is
mounted within a ring gear at the front of the Scavenge Oil straining to be serviced as per
reduction gearbox. It is with No.5 bearing and the approved maintenance program.
a flexible coupling to dampen any vibrations
between the two rotating masses. It provides a
gear reduction ratio of 3:1.
CHIP DETECTOR
The magnetic chip detector is on the lower-
REDUCTION GEAR BOX forward side of the reduction gear case. Fuzz
and ferrous metal particles are attracted to
ACCESSORY DRIVES the magnetic plug. This plug is removed and
checked at intervals by maintenance personnel.
Attached to the propeller shaft is a bevelled
gear assembly, which drives three drive pads.
These pads are on the reduction gear case
at the 9 o’clock, 12 o’clock, and 3 o’clock
positions. The 12 o’clock pad is used for the
CSU (constant speed Unit), the nine o’clock
pad mounts the over speed governor and the
three o’clock pad mounts the tach gen for the
NP gage.

OIL TRANSFER SLEEVE & TUBE

ADAPTER
The transfer sleeve on the outer circumference
of the prop shaft has two functions: Transfer
high-pressure oil from the CSU to the propeller
pitch change mechanism and transfer engine
oil to the bearings and other areas requiring
lubrication. The distribution of the oil will be
addressed in chapter 79.

THRUST BEARING
Propeller thrust loads are absorbed by the No.6
Ball bearing assembly. The bearing is encased
under a thrust bearing cover plate. The cover
plate incorporates a propeller shaft Oil seal
secured by a Garlock spring assembly and
depending on Mod status oil seals and gaskets.
Installation procedures are expanded in the
P&W Maintenance Manual.
72 ENGINE

FOR TRAINING PURPOSES ONLY 72-35

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
72 ENGINE

Figure 72-26. Accessory Gearbox

72-36 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-60-00 ACCESSORY twin gears operating in a ported housing; the

front element scavenges the No. 2 bearing
GEARBOX area and dumps the oil into the gearbox sump.
The rear element scavenges the gearbox sump
and returns the oil to the airframe-mounted oil
DESCRIPTION AND OPERATION cooler and then to the tank.
Refer to Figure 72-26. Accessory Gearbox. The external scavenge oil pump, consisting
of front and rear elements, is mounted on an
The accessory gearbox assembly, at the rear of external pad on the gearbox housing and driven
the engine, consists of two magnesium alloy by the No. 4 drive. The pump is similar to
castings, bolted together at their outer flanges the internal pump; however, the housings of
and installed on flange G of the compressor air each element incorporate large input elbows
inlet case. which accommodate their respective external
scavenge tubes. The front element scavenges
The front casting, provided with preformed the No. 3 and 4 bearing area and dumps the oil
packings at the front and rear mating faces, into the gearbox sump, while the rear element
forms an oil-tight diaphragm between the oil scavenges the reduction gearbox and directs
tank compartment in the compressor inlet case the oil through an airframe-mounted cooler,
and the accessory gearing. The diaphragm also and then to tank.
provides support for the oil pump and pressure
relief valve assembly, which is secured on All main accessory drives are supported on
the front face by four bolts, and the accessory identical roller bearings. With the exception
drive gear front bearings and seals. The center of the front bearing of the starter-generator
of the diaphragm is sealed from the oil tank gearshaft, all drives are fitted with garter-type
by the inlet case center tube. The diaphragm oil seals. An oil tray is incorporated in the
is mounted on the gearbox rear housing by lower section of the gearbox adjacent to the
four countersunk head screws and self-locking scavenge pump drive gears (drives 3 and 4), to
nuts at the 4th, 8th, 14th and 18th positions in minimize oil foaming during engine operation.
clockwise rotation, assuming the 1st to be at
the 12 o’clock position. A centrifugal oil separator, installed on the
starter-generator gearshaft, separates oil from
The rear casting forms the gearbox housing and engine breather air and discharges relatively
provides support bosses for the accessory drive oil free air to atmosphere via cored passages
gear rear bearings and seals. Roller bearings in the gearbox diaphragm. Oil drains into the
secured to the gearbox rear casting and the gearbox sump. A carbon-face seal fitted at
diaphragm at the center provide support for the the front end of the gearshaft and within the
gearbox input gearshaft. The input gearshaft cored breather air passage prevents oil leakage
incorporates an external spline at its front end through the bearing assembly. The starter-
for mating with a corresponding internal spline generator gearshaft may be of dry spline or wet
on the input coupling shaft. The coupling shaft spline configuration.
is secured at its front end to the compressor
rear hub coupling spline; positive engagement Mounting pads, complete with studs, are
is obtained by a ball-lock in the spline coupling incorporated on the external face of the gearbox
arrangement, which transmits thrust to the housing for the fuel control unit/fuel pump,
compressor No. 1 ball bearing. airframe-supplied starter-generator and N G
tachometer-generator. Two additional pads are
72 ENGINE

The internal scavenge oil pump, consisting incorporated on the left side of the housing and
of front and rear elements, is mounted at the are available for additional bolt-on airframe-
bottom of the gearbox compartment and driven supplied equipment. The drive gears at these
by the No. 3 drive. Each element consists of pads are optional equipment. A mount pad,

FOR TRAINING PURPOSES ONLY 72-37

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Gage Clamp Screw

Gearshaft Spline Wear Gage

(PWC30499-50)

Gearshaft Splines

Starter-generator Mount Pad

ALLOW GAGE TO SUPPORT ITSELF

Ball and Screw Assemblies

Gage Clamp Screw
Gearshaft Spline Wear Gage
(PWC30499-50)

DIM. A

Ball and Screw Assemblies

DETAIL A
72 ENGINE

Figure 72-27. Starter-Generator Gearshaft Spline Check

72-38 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

complete with studs, is also provided at the NOTES

rear face of the external scavenge pumps for
airframe-supplied equipment. The drive gear
is a customer-option. An access plug, below
the starter-generator pad, provides access for a
puller tool which must be used to disengage the
ball-locked input gearshaft and compressor rear
hub coupling shaft during disassembly.

Engine oil pressure is regulated by a plunger-

type pressure relief valve secured to a boss
at the top of the oil pump housing. All oil in
excess of the regulated pressure is returned
directly into the tank. The relief valve consists
of a valve sleeve, valve, spacers, spring and
spring seat, guide and retaining ring, which are
retained within the valve housing by a second
retaining ring. The assembly is accessible
through the oil filter boss on the compressor
inlet case, with the filter and filter housing
removed. The pressure relief valve is adjusted
during engine assembly, to provide the required
oil pressure, by insertion of a suitable number
of spacers under the spring. Under normal
conditions, this setting will require no further
adjustment.

A combined filler cap and dipstick/gage

assembly is installed at the 11 o’clock
position of the accessory gearbox housing. The
assembly is secured to a removable filler tube
and housing by a quick-release and locking
arrangement. The filler tube projects forward
and downward through the accessory gearbox
and diaphragm and into the oil tank to form
a seal between the tank and gearbox. The
dipstick blade is calibrated in U.S. quarts and
indicates the quantity required to fill the tank
to maximum oil level for both hot and cold oil
conditions. 72 ENGINE

FOR TRAINING PURPOSES ONLY 72-39

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-00-00 BEARING
COMPARTMENT SEALS
Pressure air, in conjunction with air seals, is
used to seal the first, second, and third bearing
compartments, and also to cool the compressor
and power turbine discs (Figure 72-28). The
labyrinth air seals, which establish and control
the required pressure gradients, are composed
of two parts: The inner part housing a plain
rotating surface, and the outer stationary part
which consists of a series of expansion chambers
(labyrinths) formed by deep annular grooves
machined in the bore of the seal. A minimum
clearance, consistent with mechanical safety, is
maintained between the inner (rotating) and the
outer (stationary) parts of the seal.
72 ENGINE

Figure 72-28. Bearing Compartment Seals, Turbine Cooling and Air Bleed System

72-40 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-00-00 OPERATING the propeller (power) turbine. This single-stage

turbine extracts most of the remaining energy
PRINCIPLES from the expanding gases, which then continue
through the exhaust ports. When stabilized
Engine inlet air is increased in pressure by rpm is achieved, the spring-loaded START
the four-stage compressor (Figure 72-29). A switch is released to the center off position
convergent/divergent duct to the combustor starter/generator and the starter function
then directs the air. A precise volume of this air terminates. The propeller develops the rated
enters the combustion chamber. Two igniters shaft horsepower; any small amount of exhaust
induce ignition as fuel is added. As light off thrust is not considered by deHavilland in
occurs, acceleration is gradual as metered fuel horsepower determination.
flow is increased. The expanding gases leaving
the combustion chamber are turned 180° toward
the turbines.
NOTE
Engine accessories are driven
The first-stage (gas generator) single-stage from an accessory gearbox
turbine is designed to extract enough energy to coupled to the gas generator. Gas
drive the compressor and the accessory drive generator rpm is given as NG.
gear. The remaining gas energy is directed to

LEGEND

INLET AIR COMPRESSOR OUTLET AIR EXHAUST AIR

72 ENGINE

COMPRESSOR AIR COMBUSTION AIR

Figure 72-29. Operating Principles

FOR TRAINING PURPOSES ONLY 72-41

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-00-00 SPECIAL TOOLS

Tool No. Name Application
PWC32271 Tube, Spray

PWC32677-100 Washcart, Compressor

PWC32677-300 Washcart, Compressor/fuel nozzles

PWC30077 Puller Replaced by PWC30128-4

PWC30128-4 Puller Replaces PWC30077

PWC30269 Mount Ring

PWC32080 Pad, Engine Mount

PWC32081 Ring, Mounting Replaced by PWC70334

PWC34300 Stand, Engine

PWC34752 Adapter, Engine Mount Replaces PWC30712

PWC50373 Bracket, Lifting

PWC51140 Stand Assembly, Engine Obsolete - Replaced by PWC70907

PWC51861-600 Sling, Engine

PWC70334 Ring, Mounting Replaces PWC32081

PWC70792 Adapter

PWC70907 Stand Assembly, Engine Obsolete - Replaced by PWC71835

PWC71835 Build Stand, Engine Assembly Alternate to PWC70907

PWC30037 Post Rev. G Sling, Power Section Replaced by PWC70099

PWC30269 Mount Ring

PWC34300 Stand, Engine

PWC34752 Adapter, Engine Replaces PWC30712

PWC51861-600 Sling Assembly, Engine

PWC70099 Sling, Power Section (without propeller)

PWC71296 Sling, Power Section

PWC34910-101 Borescope Assembly

PWC34910-200 Guide Tube

PWC34913 Holding Fixture

PWC34941 Wrench
72 ENGINE

PWC32212 Pin, Alignment

PWC32179 Base, Assembly

PWC30332 Wrench

72-42 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Tool No. Name Application

PWC30335 Spreader

PWC30336 Sleeve

PWC30403 Puller

PWC30458 Squeezer

PWC57233 Puller Replaces PWC32072

PWC30271-100 Spreader, Nut Obsolete - replaced by PWC31771

PWC31771 Spreader, Nut Alternate to PWC30271-100

PWC32483 Cutter

PWC32484 Gage

PWC30478 Spacer

PWC30863 Puller

PWC32209 Adapter

PWC32380 Gage, Shroud

PWC32396-400 Jackscrew, Accessory Gearbox Replaces PWC42034

PWC32528 Wheel, Grinding

PWC37917 Dresser, Diamond, Grinding Wheel Dressing

PWC37918 Grinder, Compressor Turbine Shroud

PWC42034 Jackscrew, Accessory Gearbox Replaced by PWC32396-400

PWC64241-1 or -5 Guidepin

PWC30331 Wrench

PWC30335 Spreader

PWC30336 Protector

PWC30403 Puller

PWC30458 Squeezer, Keywasher

PWC50057 Drill Kit

PWC50060 Injector

PWC30046-52 Puller

PWC30046-54 Puller Post-SB1386

PWC30046-57 Puller

PWC30051-01 Base
72 ENGINE

PWC30051-02 Drift

C30052 Puller

PWC30075 Drift

FOR TRAINING PURPOSES ONLY 72-43

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Tool No. Name Application

PWC30128-04 Puller

PWC30274 Base

PWC30373 Puller/Pusher

PWC30415 Compressor

PWC30499-50 Gage, spline wear

PWC30675 Drift Post-SB1386

PWC30854 Adapter

PWC32275 Plate, Impeller

PWC32396-400 Jackscrews Replaces PWC42034 (No. 10-32)

PWC37088-001 Drift, Seal

PWC37088-002 Drift, Seal

PWC37088-003 Drift, Seal

PWC42034 Jackscrews Replaced by PWC32396-400

PWC50502 Compressor, AGB Centrifugal Impeller Ring

PWC70838 Puller

PWC70869 Drift

72-00-00 MAINTENANCE PRACTICES

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 72-00-00: Engine preservation and depreservation.

•• AMM 72-00-00: Accessories preservation and depreservation.
•• AMM 72-00-00: Inspection/check of the borescope.
•• AMM 72-00-00: Inspection/check of the magnetic chip detector.
•• AMM 72-20-00: Inspection/check of the compressor inlet case.
•• AMM 72-20-00: Cleaning of air inlet screen.
•• AMM 72-30-00: Inspection/check of the gas generator case.
72 ENGINE

Revision 0.5
72-44 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

72-00-00 CAUTIONS & WARNINGS

CAUTION
ENGINE(S) REMOVED FROM SERVICE AND NOT PRESERVED PER THE
PUBLISHED PROCEDURES, COULD POSSIBLY SUFFER CORROSION
DAMAGE. THE ONLY METHOD TO DETERMINE IF SUCH DAMAGE HAS
OCCURRED, IS TO DISASSEMBLE THE ENGINE PARTIALLY FOR VISUAL
INSPECTION OF ALL COMPONENTS.

CAUTION
DO NOT SPRAY PRESERVATIVE OIL INTO COMPRESSOR OR EXHAUST
PORTS OF ENGINES. DIRT PARTICLES DEPOSITED ON BLADES AND
VANES COULD ADHERE AND ALTER AIRFOIL SHAPE, ADVERSELY
AFFECTIVE COMPRESSOR EFFICIENCY.

CAUTION
UNDER NO CIRCUMSTANCES PERMIT PRESERVATIVE OIL TO ENTER
ENGINE WHERE IT MAY COME INTO CONTACT WITH THERMOCOUPLE
PROBE ASSEMBLY. OIL CONTAMINATION OF PROBES MAY CAUSE
COMPLETE FAILURE OF THERMOCOUPLE SYSTEM.

CAUTION
OBSERVE STARTER MOTOR OPERATING LIMITS (REF. STARTER
MANUFACTURER’S MANUAL).

CAUTION
COMPOUND MUST NOT TO BE APPLIED TO ANY BOLT THREADS
USED TO RETAIN ACCESSORIES. THESE THREADS MUST BE COATED
WITH REGULAR ENGINE OIL AS REQUIRED BY NORMAL TIGHTENING
PROCEDURES. UNDER NO CIRCUMSTANCES MUST THE COMPOUND
BE USED IN, OR PERMITTED TO ENTER ANY AREA WHERE IT COULD
CONTAMINATE THE ENGINE LUBRICATION SYSTEM.

CAUTION
THE FOLLOWING EQUIPMENT MUST BE SUPPLIED WITH A SUITABLE
FILTER NO COARSER THAN 10-MICRON RATING, TO PREVENT FOREIGN
MATERIAL FROM BEING DRAWN INTO ENGINE FUEL SYSTEM.
72 ENGINE

Revision 0.5
FOR TRAINING PURPOSES ONLY 72-45
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CAUTION
DO NOT ALLOW PRESERVATIVE OIL TO ENTER ENGINE WHERE IT MAY
COME IN CONTACT WITH THERMOCOUPLE PROBES. OIL CONTAMINATION
OF PROBES MAY CAUSE COMPLETE FAILURE OF THERMOCOUPLE
SYSTEM.

CAUTION
TO PREVENT EXCESSIVE OPERATION WITH LIMITED LUBRICATION,
MAINTAIN MOTORING TO THE SHORTEST POSSIBLE TIME.
OBSERVE STARTER MOTOR OPERATING LIMITS (REF. TO STARTER
MANUFACTURER’S MANUAL).

CAUTION
TO PREVENT EXCESSIVE OPERATION WITH LIMITED LUBRICATION,
MAINTAIN MOTORING TO SHORTEST POSSIBLE TIME. OBSERVE STARTER
MOTOR OPERATING LIMITS (REF. STARTER MANUFACTURER’S MANUAL).

CAUTION
UNDER NO CIRCUMSTANCES PERMIT PRESERVATIVE OIL TO ENTER
ENGINE WHERE IT MAY COME INTO CONTACT WITH THERMOCOUPLE
PROBE ASSEMBLY. OIL CONTAMINATION OF PROBES MAY CAUSE
COMPLETE FAILURE OF INDICATING SYSTEM.

CAUTION
MAINTAIN MOTORING PERIOD TO SHORTEST POSSIBLE TIME. OBSERVE
STARTER MOTOR OPERATING LIMITS (REFER TO AIRCRAFT OR STARTER
MANUFACTURER’S MANUAL).

CAUTION
DO NOT ALLOW PRESERVATIVE OIL TO CONTACT THERMOCOUPLE PROBES.
OIL CONTAMINATION OF PROBES MAY CAUSE COMPLETE FAILURE OF
INDICATING SYSTEM.

WARNING

REFER TO THE MANUFACTURER’S MATERIAL SAFETY DATA SHEETS

FOR CONSUMABLE MATERIALS INFORMATION SUCH AS: HAZARDOUS
INGREDIENTS, PHYSICAL/CHEMICAL CHARACTERISTICS, FIRE, EXPLOSION,
72 ENGINE

REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FOR SAFE HANDLING,

USE AND CONTROL MEASURES.

Revision 0.5
72-46 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CAUTION
MAKE SURE ENGINE TEMPERATURE IS BELOW 60°C (140°F).

CAUTION
MAKE SURE DISTAL TIP IS NOT BETWEEN CT BLADES BEFORE TURNING
COMPRESSOR.

CAUTION
MAKE SURE THE PROPELLER AND THE POWER TURBINE DO NOT ROTATE
WHILE FIBRESCOPE IS INSERTED THROUGH THE PT BLADES.

CAUTION
MAKE SURE END OF FIBERSCOPE DOES NOT TOUCH GEARS.

CAUTION
MAKE SURE END OF FIBERSCOPE DOES NOT TOUCH GEARS.

CAUTION
WHEN AN ENGINE IS REMOVED DUE TO METAL CONTAMINATION OF THE OIL
SYSTEM AND TO AVOID CONTAMINATION OF A NEWLY INSTALLED ENGINE,
ALL AIRFRAME COMPONENTS ASSOCIATED WITH THE ENGINE OIL SYSTEM
- INCLUDING PROPELLER, PROPELLER GOVERNORS, TUBES AND HOSES -
SHOULD BE FLUSHED ACCORDING TO AIRCRAFT MAINTENANCE MANUAL.
AIRFRAME OIL COOLERS SHOULD BE REPLACED WITH NEW COMPONENTS.
ORIGINAL ENGINE EQUIPMENT SUCH AS OIL-TO-FUEL HEATERS AND
GOVERNORS SHOULD BE RETURNED WITH THE ENGINE.

72 ENGINE

Revision 0.5
FOR TRAINING PURPOSES ONLY 72-47
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

74 IGNITION
CHAPTER 74
IGNITION
CONTENTS
Page

74-00-00 IGNITION SYSTEM................................................................................... 74-1

General................................................................................................................ 74-1
Description........................................................................................................... 74-5
General......................................................................................................... 74-5
Ignition Switch.............................................................................................. 74-5
Igniter Switches............................................................................................ 74-5
Ignition System Circuit Breakers................................................................... 74-5
74-10-00 SPARK IGNITOR IGNITION...................................................................... 74-7
Ignition Exciter Unit............................................................................................ 74-7
74-20-00 SPARK IGNITORS...................................................................................... 74-9
74-10-01 IGNITION CURRENT REGULATOR....................................................... 74-11
Description and Operation.................................................................................. 74-11
74-20-00 IGNITION CABLES AND SPARK IGNITERS.......................................... 74-13
Ignition Cable............................................................................................. 74-13
74-20-02 GLOW PLUGS.......................................................................................... 74-15
General.............................................................................................................. 74-15
74-00-00 CAUTIONS & WARNINGS....................................................................... 74-16
74-00-00 MAINTENANCE PRACTICES.................................................................. 74-17

Revision 0.5
FOR TRAINING PURPOSES ONLY 74-i
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

74 IGNITION
ILLUSTRATIONS
Figure Title Page

74-1 Spark Ignition - Schematic........................................................................74-2

74-2 Glow Plug Ignition - Schematic.................................................................74-3
74-3 DC Power and Engine Start Panel .............................................................74-4
74-4 DC Control Panel Ignitor System...............................................................74-4
74-5 Ignition Exciter Unit..................................................................................74-6
74-6 Ignition Cables..........................................................................................74-6
74-7 Spark Ignitors............................................................................................74-8
74-8 Removal/Installation of Ignition Current Regulator.................................74-10
74-9 Ignition Current Regulator.......................................................................74-11
74-10 Spark Igniter Installation (Typical) - Cross Section..................................74-12
74-11 Glow Plug Installation (Typical)..............................................................74-14

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74 IGNITION
CHAPTER 74
IGNITION

74-00-00 IGNITION SYSTEM

GENERAL
Two types of ignition systems are available, dependent on a specific application of an
engine model to a related airframe. Each system, energized from the aircraft nominal
28VDC supply, provides the engine with fast light-ups at all ambient temperatures.
One application utilizes the spark ignition system. This system consists of two spark
igniters, two shielded cables and an ignition exciter which incorporates solid-state circuitry.
The second application utilizes the glow plug ignition system. This system consists of two
glow plugs, two shielded cables and an ignition current regulator which incorporates a
selectable circuit of two sets of ballast tubes.

FOR TRAINING PURPOSES ONLY 74-1

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
74 IGNITION

INPUT CONNECTOR

+A B−

IGNITION
EXCITER

LEFT
(9 O’CLOCK
POSITION)

SPARK
IGNITERS

RIGHT OUTOUT CONNECTORS

(4 O’CLOCK
POSITION)

Figure 74-1. Spark Ignition - Schematic

74-2 FOR TRAINING PURPOSES ONLY

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74 IGNITION
GLOW PLUGS

LEFT RIGHT
(9 O’CLOCK POSITION) (4 0’CLOCK POSITION)

UPPER INPUT CONNECTOR

LOWER CENTER
OUTPUT OUTPUT
CONNECTOR CONNECTOR

A B

3 4 4 5

2 5 3 6

1 6 2 7

8 7 1 8

#1 #3

BALLAST TUBE BASE

3 4 3 4

2 5 2 5

1 6 1 6

8 7 8 7

#2 #4

2 & 3 COMMON
7 & 8 COMMON

Figure 74-2. Glow Plug Ignition - Schematic

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74 IGNITION

Figure 74-3. DC Power and Engine Start Panel

Figure 74-4. DC Control Panel Ignitor System

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74 IGNITION
DESCRIPTION Ignition System Circuit Breakers
Two ignition circuit breakers are incorporated
General in the system, one to protect each circuit. Both
The glow plug ignition system consists of a are push-to-reset types marked IGN Land IGN
current regulator unit, two igniter glow plugs R on the circuit breaker panel to the rear of the
and shielded cables on the engine, an igniter pilot door.
selector switch, a common ignition switch and
two circuit breakers. For the glow plug system the circuit breakers
are 20 ampere. The Spark plug system the
The spark igniter system consists of an ignition circuit breakers are 15 ampere.
exciter, two spark igniter plugs and shielded
cables on the engine, an igniter selector switch,
a common ignition switch and two circuit
breakers.

Ignition Switch
The ignition switch on the overhead console
and is marked IGNITION, MANUAL and
NORMAL.

When the ignition switch is set to NORMAL

the ignition circuit is controlled by the starter
circuit, so that when the starter switch is set
to the LEFT or RIGHT position, power is
automatically supplied to the selected spark
igniters. When the ignition switch is set to
MANUAL, power is supplied to the selected
spark igniters, independently of the starter
switch position.

Igniter Switches
On the glow plug system there are two igniter
switches on the overhead console. The switches
are labeled ENG IGNITERS L and R with
positions marked No. 1, BOTH and No. 2. The
BOTH position is the normal mode to provide
ignition for air relights. The No.1 or No. 2
position can be used alternately to function
each glow plug individually for ground starting
or checking.

On aircraft with spark ignition the engine

igniter switches labeled ENG IGNITER have
been removed and plugged.

FOR TRAINING PURPOSES ONLY 74-5

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74 IGNITION

Figure 74-5. Ignition Exciter Unit

Figure 74-6. Ignition Cables

74-6 FOR TRAINING PURPOSES ONLY

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74 IGNITION
74-10-00 SPARK IGNITOR NOTES
IGNITION
IGNITION EXCITER UNIT
The ignition exciter unit is a sealed unit
containing electronic components encased in an
epoxy resin on the engine accessory gear case.

During the engine starting sequence the unit

is energized only to initiate combustion. The
exciter transforms the DC input to a pulsed high
voltage output through solid-state circuitry, a
transformer and diodes.

When the unit is energized, a capacitor on the

high voltage side of the output transformer is
progressively charged, until the energy stored,
approximately four joules, is sufficient to
ionize a spark gap in the unit and discharge the
capacitor across the two spark igniters through
a dividing and step-up transformer network. The
network is designed so that if one igniter is open
or shorted, the remaining igniter will continue to
function. The network also enables the capacitor
to discharge automatically in the event of either
or both igniters becoming inoperative, or input
voltage being switched off.

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74 IGNITION

Figure 74-7. Spark Ignitors

74-8 FOR TRAINING PURPOSES ONLY

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74 IGNITION
74-20-00 SPARK NOTES
IGNITORS
The spark igniters, located at the 4 and 9
o’clock positions on the gas generator case and
adjacent to the fuel manifold, are in the form
of a double-ended, threaded plug with a central
positive electrode enclosed in an annular semi-
conducting material. The electrical potential
developed by the ignition exciter is applied
across the gap between the central conductor
and the igniter shell (ground). As this potential
increases, a small current passes across the
semi-conducting material. This current increases
until the air between the central conductor and
the shell ionizes. When ionization occurs, high
energy discharges between the electrodes. The
spark always occurs somewhere in the annular
space between the central conductor and shell.

P3 Air cools the Igniters when not in use

(Figure 74-9).

WARNING

Due to system lethal voltage,

wait six minutes (or more)
after switching the ignition off
before handling any ignition
components.

CAUTION
Should a spark igniter be
dropped, internal damage
possibility not detectable by test
can occur. Recommendation is to
replace the spark igniter. P&W
Manual 74-20-00 Para 5.

NOTE
The P&W Manual (74-20-02)
Cleaning Practices states. Do not
clean or remove the carbon at the
plug tip 3.

FOR TRAINING PURPOSES ONLY 74-9

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74 IGNITION

1
5 6 2 3

B 4

8 7 6 5

LEGEND
1. Current Regulator Box 6. Ballast Tube (A) (P/N 3014055)
2. Current Regulator Cover 7. Tube Cushion
3. Screw 8. Compression Spring
4. Ignition Cable 9. Washer
5. Ballast Tube (B) (P/N 3008040)

Figure 74-8. Removal/Installation of Ignition Current Regulator

74-10 FOR TRAINING PURPOSES ONLY

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74 IGNITION
74-10-01 IGNITION The electrical circuitry is designed to provide a
selection of either set of ballast tubes, interconnected
CURRENT REGULATOR to the respective glow plug. The selected set of
ballast tubes provide an initial current surge to the
glow plug when switched on, which stabilizes to
DESCRIPTION AND OPERATION a constant value for the tubes in approximately
30 seconds. This characteristic provides a rapidly
The ignition current regulator on the left- heated glow plug for fast light-ups.
hand side of the accessory gearbox, is a box
like unit comprising two sets of ballast tubes The ballast tubes contain helium and hydrogen
encased in protective cushions, which are gases, and a pure iron filament. The filament,
mounted on the inner face of the regulator having a positive coefficient of resistance, provides
cover. Compression springs mounted in the a stabilizing effect on the current passing through
box of the regulator retain the tubes in their it, thereby controlling the current to a nearly
respective receptacles. constant value over a wide range of voltages.

Figure 74-9. Ignition Current Regulator

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74 IGNITION

POWER TURBINE
STATOR HOUSING

COMBUSTION CHAMBER
LINER

SPARK IGNITER

Figure 74-10. Spark Igniter Installation (Typical) - Cross Section

74-12 FOR TRAINING PURPOSES ONLY

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74 IGNITION
74-20-00 IGNITION NOTES
CABLES AND SPARK
IGNITERS
Ignition Cable
Refer to Figure 74-10. Spark Igniter Installation
(Typical) - Cross Section.

The two individual ignition cable assemblies

carry the electrical energy output from the
ignition exciter to the engine spark igniters.
Each lead assembly consists of an electrical
lead contained in a flexible metal braiding.
Coupling nuts at each end of the assembly
facilitate connection to the respective
connectors on the ignition exciter and spark
igniter.

Mounting flanges for attachment to the engine

fireseal mount rings are brazed onto the flexible
braiding.

FOR TRAINING PURPOSES ONLY 74-13

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
74 IGNITION

EXHAUST CASE
INNER SECTION

COMBUSTION CHAMBER
LINER

GLOW PLUG

COOLING AIR PASSAGE

LEAD CONNECTOR FROM

GAS GENERATOR CASE IGNITION REGULATOR BOX

Figure 74-11. Glow Plug Installation (Typical)

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74 IGNITION
74-20-02 GLOW PLUGS NOTES

GENERAL
Refer to Figure 74-11. Glow Plug Installation
(Typical).

The glow plugs at the 4 and 9 o’clock positions

on the gas generator case, adjacent to fuel
manifold adapters, consist of a double-threaded
body encasing a helically wound coil heating
element.

Four holes, equispaced on the periphery of the

glow plug body and leading into an annulus
below the coil, provide passage of bleed air,
derived from compressor discharge air, to
promote ignition.

During starting procedure, fuel sprayed by

the fuel nozzles runs into the annulus and
is vaporized. The combination of bleed air
and vaporized fuel is ignited by the hot coil
(approximately 1260°C) element, to produce
a hot streak or torching effect, which ignites
the remainder of the fuel in the combustion
chamber area.

FOR TRAINING PURPOSES ONLY 74-15

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74 IGNITION

74-00-00 CAUTIONS & WARNINGS

WARNING

RESIDUAL VOLTAGE IN THE IGNITION EXCITER MAY BE DANGEROUSLY

HIGH. MAKE SURE THE IGNITION IS SWITCHED OFF AND THE SYSTEM
HAS BEEN INOPERATIVE FOR AT LEAST SIX MINUTES BEFORE REMOVING
ANY IGNITION COMPONENTS.

ALWAYS DISCONNECT THE COUPLING NUTS AT THE IGNITION EXCITER END

FIRST. ALWAYS USE INSULATED TOOLS TO REMOVE THE CABLE COUPLING
NUTS. DO NOT TOUCH THE OUTPUT CONNECTORS OR COUPLING NUTS WITH
BARE HANDS.

CAUTION
DO NOT ALLOW THE IGNITION CABLE BRAIDING OR FERRULES TO
ROTATE WHEN LOOSENING THE COUPLING NUTS.

CAUTION
BEFORE SWITCHING ON THE IGNITION TO DO AN OPERATIONAL CHECK,
DO A DRY MOTORING RUN (REF. 71-00-00) TO MAKE SURE NO FUEL
REMAINS IN THE GAS GENERATOR CASE.

WARNING

CLEAN CABLE ASSEMBLY IN A WELL-VENTILATED AREA. AVOID

PROLONGED INHALATION OF FUMES. WEAR PROTECTIVE (RUBBER)
GLOVES AND WASH HANDS AFTER EXPOSURE TO CLEANER.

WARNING

WEAR PROTECTIVE EQUIPMENT FOR EYES AND FACE WHEN USING

COMPRESSED AIR. AIR PRESSURE MUST NOT EXCEED 30 PSI MAXIMUM.

CAUTION
SOLDERING IRON MUST NOT EXCEED 250 WATTS. APPLY ONLY ENOUGH
HEAT TO FLOW SOLDER.

Revision 0.5
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74 IGNITION
74-00-00 MAINTENANCE PRACTICES
Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 74-20-00: Operational check of the spark ignition system.

•• AMM 74-10-01: Inspection/check of the ignition current regulator.
•• AMM 74-10-01: Operational check of the glow plug ignition system.

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CHAPTER 80
STARTING
CONTENTS
Page

80-00-00 STARTING.................................................................................................. 80-1

80 STARTING
General................................................................................................................ 80-1
Description........................................................................................................... 80-3
Operation............................................................................................................. 80-3
80-10-11 STARTER/GENERATOR............................................................................. 80-7
General................................................................................................................ 80-7
80-00-00 MAINTENANCE PRACTICES.................................................................... 80-8
80-00-00 CAUTIONS & WARNINGS......................................................................... 80-8

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ILLUSTRATIONS
Figure Title Page

80-1 Engine Starting - Electrical Schematic.......................................................80-2

80-2 Electrical Starting - Electrical Schematic...................................................80-4
80-3 Powerplant Controls...................................................................................80-5

80 STARTING
80-4 Starter Generator - Removal and Installation.............................................80-6

FOR TRAINING PURPOSES ONLY 80-iii

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CHAPTER 80
STARTING

80 STARTING
80-00-00 STARTING
GENERAL
Engine starting is achieved by a starter/generator in conjunction with a START switch, control
relays and the ignition system. Electrical power for starting is provided by the aircraft batteries
(main and auxiliary) or, if available, an external power source. The auxiliary battery provides
a back-up source of DC power for the start control and ignition circuits. DC power from the
aircraft batteries or external power source, through the reverse current relay, drives the starter/
generator which rotates the gas generator turbine up to approximately 12% rpm, when the
fuel control lever is operated to permit light up to occur. When the engine has accelerated
to a self-sustaining speed, and the START switch is released, the starter/generator may be
selected “on-line” for DC generation. An automatic fuel purge valve is provided for each
engine. When the relevant engine start circuit is energized, the valve is energized, to provide
a means of purging trapped air from the appropriate engine fuel control unit; the valve is
de-energized when the START switch is released.

FOR TRAINING PURPOSES ONLY 80-1

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
80 STARTING

Figure 80-1. Engine Starting - Electrical Schematic

80-2 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

DESCRIPTION When the gas generator turbine rpm stabilizes

at approximately 12% and, in accordance with
The starter system consists of a starter/generator the starting procedure the fuel control lever
mounted on the accessory case of each engine, is advanced to ON to provide fuel to permit
a START switch marked LEFT - RIGHT on light-up, the fuel control lever limit switch
the overhead console in the flight compartment opens. Opening the limit switch de-energizes
and control relays (left and right start relays, the generator field relay which changes the
and left and right No.1/No.2 control relays) in starter/generator from a compound to a series
the main distribution box. Circuit protection motor for faster acceleration. When the START
is provided by two 5 ampere circuit breakers, switch is released (at self-sustained engine

80 STARTING
labeled L START and R START, on the main speed) power from the auxiliary battery bus
circuit breaker panel. is disconnected from the control circuits,
de-energizing the control relays and completing
the ground return of the generator relay for the
OPERATION DC generation mode.
Refer to:

•• MSM ATA 80.

•• Figure 80-1. Engine Starting -
Electrical Schematic.
•• Figure 80-2. Electrical Starting -
Electrical Schematic.

With the DC MASTER switch set to ON, and

the BATTERY/EXTERNAL switch selected
to BATTERY or EXTERNAL, depending on
power supply available, the main and auxiliary
battery relays (or external power relays) are
energized, connecting batteries or external
power to the DC buses.

The IGNITION switch set to NORMAL, and

the START switch held to LEFT or RIGHT,
DC power from the auxiliary battery bus is fed
through the IGNITION and START switches
to energize the start relay, generator field relay
(through the fuel control lever limit switch),
ignition and start relay, start No. 1 and No. 2
control relays and the fuel purge valve solenoid.
With the start No. 2 control relay, energized,
power is connected to the APP terminal of the
reversed current relay, energizing the main relay
to connect main battery (or external) power
to the starter/generator (through the reverse
current relay main contacts and the closed
contacts of the start relay), which operates to
rotate the gas generator turbine. (The START
switch overrides the generator field relays to
hold the external power relay on).

FOR TRAINING PURPOSES ONLY 80-3

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80 STARTING

Figure 80-2. Electrical Starting - Electrical Schematic

80-4 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

80 STARTING

Figure 80-3. Powerplant Controls

FOR TRAINING PURPOSES ONLY 80-5

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
80 STARTING

Figure 80-4. Starter Generator - Removal and Installation

80-6 FOR TRAINING PURPOSES ONLY
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80-10-11 STARTER/ NOTES

GENERATOR
GENERAL
The starter/generator is on the upper rear face
of the engine accessory gear case with a quick-
disconnect kit. The kit consists of a drive end pad
and a clamp. The pad is secured to the accessory

80 STARTING
gear case with four studs, washers and nuts, and
the clamp is used to attach the starter/generator
to the drive end pad. The starter/generator is
cooled by air drawn from the engine intake area
forward of the engine rear fire seal. The cooling
air is ducted to the rear of the starter/generator to
a duct assembly which is clamped to the starter/
generator. The cooling air flow travels forward
through the starter/generator, augmented by
an integral four-bladed fan, and is exhausted
through a screen at the drive end.

Revision 0.5
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80-00-00 MAINTENANCE PRACTICES

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 80-10-11: Inspection/check of the starter generator.

•• AMM 80-10-11: Adjustment of the brush seating and brush run-in starter/generator.

80-00-00 CAUTIONS & WARNINGS

80 STARTING

CAUTION
FAILURE TO PROPERLY SEAT BRUSHES MAY CAUSE EXCESSIVE
COMMUTATOR SPARKING WITH RESULTANT BURNING AND PITTING.

Revision 0.5
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80 STARTING
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 80-9

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CHAPTER 75
AIR SYSTEMS
CONTENTS
Page

75-00-00 AIR SYSTEMS............................................................................................ 75-1

General................................................................................................................ 75-1
Description and Operation.................................................................................... 75-3
General......................................................................................................... 75-3
Air Supply for Airframe Services.................................................................. 75-4
75-30-00 COMPRESSOR BLEED VALVE.................................................................. 75-7
Description and Operation.................................................................................... 75-7

75 AIR SYSTEMS
73-10-07 PNEUMATIC LINE (P3)............................................................................. 75-9
Description........................................................................................................... 75-9
73-10-08 PNEUMATIC LINE (PY) .......................................................................... 75-10
Description and Operation.................................................................................. 75-10
75-00-00 MAINTENANCE PRACTICES.................................................................. 75-11

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ILLUSTRATIONS
Figure Title Page

75-1 Engine Airflow and Cooling Air................................................................75-2

75-2 P3 Line......................................................................................................75-4
75-3 P2.5 Bleed Air Valve..................................................................................75-4
75-4 Compressor Bleed Valve - Cross Section...................................................75-6
75-5 Removal/Installation of Py Air Pressure Lines...........................................75-8
75-6 Air Pressure Line.......................................................................................75-9
75-7 Air Filter....................................................................................................75-9
75-8 MMEL - Bleed Air..................................................................................75-10

75 AIR SYSTEMS

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CHAPTER 75
AIR SYSTEMS

75 AIR SYSTEMS
75-00-00 AIR SYSTEMS
GENERAL
Three separate air systems are provided for the engine; one system for bearing compartment
sealing, the second for cooling air, and the third for the compressor bleed valve and
airframe services.

FOR TRAINING PURPOSES ONLY 75-1

75-2 75 AIR SYSTEMS

Valve
Cover

Diaphragm

TWIN OTTER SERIES

Valve Piston
FOR TRAINING PURPOSES ONLY

Valve Housing

MAINTENANCE TRAINING MANUAL

Figure 75-1. Engine Airflow and Cooling Air
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

DESCRIPTION AND OPERATION accessory gearbox through the bearing oil

scavenge line.
General
Cooling air from around the combustion
Refer to Figure 75-1. Engine Airflow and chamber liner inner wall passes through 14
Cooling Air. ports in the flange of the small exit duct to
matching ports and internal passages in the
Air pressure is utilized to seal the No. 1, compressor turbine vane ring outer support
2 and 3 bearing compartments and to cool lugs. Air then passes through the circulating
the compressor and power turbine disks and passages in each vane and vents axially from
compressor turbine guide vanes. Pressure air is the vane inner ring trailing edge root. A
used in conjunction with labyrinth seals which blanking plate adjacent to each outlet port
consist of two separate parts. One part is in ensures axial venting and directs the air onto
the form of a plain rotating surface, sometimes the rear face of the compressor turbine disk at
vented; the other part consists of a stationary the blade root fixing.
circular seal with deep annular grooves in the
bore. These parts together form an air seal The compressor and power turbine disks are
when matched. The running clearance between cooled by the compressor discharge air from
each pair of rotating and stationary parts is kept the diffuser exit zone down the rear face of the
to a minimum. large exit duct. One metered path directs air
to cool the rear face of the compressor turbine
Compressor interstage air (P2.5) is utilized disk, the second path pressurizes the No. 2

75 AIR SYSTEMS
to provide a pressure differential across the bearing front labyrinth seal, while the balance
labyrinth seal in front of the No. 1 bearing. passes through holes in the compressor turbine
The air is bled through the slots in the hub of disk hub and into the centerbore. A portion
the third-stage compressor spacer and into the of this air is metered over the front face of
center of the rotor assembly. the compressor turbine disk by the interstage
baffle. The remaining air passes through a hole
Air then flows rearward through the passages in the center of the interstage baffle and into
in the compressor disks and out to an annulus a zone immediately to the rear of the power
in the center of the labyrinth seal through turbine disk. The balance is passed through
passages in the compressor rear hub. holes in the hub to pressurize the No. 3 bearing
double labyrinth seal. Air bleeding forward
The air is metered through the labyrinth to form through the seal is returned to the accessory
the pressure seal. Air flowing forward through gearbox via the No. 3 and 4 scavenge oil line,
the seal feeds into the inlet air stream, while while air bleeding to the rear through the seal
air flowing to the rear vents into the accessory is metered over the front face of the power
gearbox together with the scavenged oil; it turbine disk.
is then separated by the centrifugal breather
impeller and bled overboard. Cooling air passing over the front and rear
faces of the compressor and power turbine
The No. 2 bearing is protected by a single disks is dissipated into the main exhaust gas
labyrinth seal at the front end and a double stream at the blade roots. The Nos. 1, 2 and 3
seal at the rear. Pressure air for this area is bearing cavity leakage air is carried with the
bled from the labyrinth seal connecting it to scavenged oil into the accessory gearbox where
the turbine cooling air system. The air flows it is separated from the oil by the centrifugal
through passages in the No. 2 bearing support, breather and vented to the atmosphere.
equalizing pressure at the front and rear of the
bearing compartment, and ensures a pressure
seal in the front and rear labyrinths. The No.
2 bearing cavity seal air is dumped into the

FOR TRAINING PURPOSES ONLY 75-3

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Air Supply for Airframe Services

Refer to:

•• Figure 75-2. P3 Line.

•• Figure 75-3. P2.5 Bleed Air Valve.

A pad on the left side (11 o’clock position)

of the gas generator case enables airframe-
supplied equipment to utilize engine P3
compressor discharge air pressure. The pad
is connected through internal passages to the
diffuser zone in the gas generator case.

The P2.5 bleed air may be ported from a pad Figure 75-3. P2.5 Bleed Air Valve
at the 1 o’clock position on the gas generator
case. Either or both pads may be blanked off,
depending on the airframe requirements.

Some PT6A-34AG engine installations

incorporate a bleed air casing that encloses
75 AIR SYSTEMS

the annular space around the compressor bleed

valve. This case is ported to direct the bleed
valve exhaust air to the airframe services, if
desired.

Figure 75-2. P3 Line

75-4 FOR TRAINING PURPOSES ONLY

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75 AIR SYSTEMS
PAGE INTENTIONALLY LEFT BLANK

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PISTON GAS GENERATOR CASE

OPEN POSITION
P2.5
GUIDE PIN
P3

GUIDE
TUBE

SLEEVE DISCHARGE TO
ATMOSPHERE
METERING
ORIFICE

ROLLING Pa
DIAPHRAGM
75 AIR SYSTEMS

COVER CONVERGENT
DIVERGENT
ORIFICE

P2.5

P3

Pa

CLOSED POSITION
Figure 75-4. Compressor Bleed Valve - Cross Section

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

75-30-00 COMPRESSOR NOTES

BLEED VALVE
DESCRIPTION AND OPERATION
Refer to Figure 75-4. Compressor Bleed Valve
- Cross Section.

The compressor bleed valve, located at the

7 o’clock position on the gas generator case,
consists of a piston type valve operating in a
ported housing. The piston is supported in the
bore by a rolling diaphragm and a guide pin
which permits full travel of the piston in either
direction, to open or close the ports, while
at the same time effectively sealing the air
chamber at the top of the piston.

The bleed valve is bolted to the ported flange

on the gas generator case. A hollow spring pin

75 AIR SYSTEMS
protruding from the valve mounting flange
serves to align the compressor discharge (P3)
air hole in the gas generator case flange with
the bleed valve P3 passage.

Compressor discharge (P3) air is taken through

a primary metering plug to a convergent-
divergent metering orifice, which vents to
ambient atmosphere. The convergent divergent
orifice is designed to create a choked flow
over the necessary engine operating range,
resulting in fixed pressure ratio P3/Px, where
Px is the control pressure between the primary
metering plug and the convergent-divergent
orifice acting on the top of the piston. The
position of the floating piston is dependent
on the balance of forces between compressor
interstage (P2.5) air and Px.

At low engine power, where P2.5 is much

greater than Px, the valve is fully open. As
power is increased, the force from the Px
pressure increases at a greater rate than
the P2.5 and the piston starts to close;
the closure is progressive due to the P3/
P2.5 ratio. At high power, the piston is
completely closed.

Revision 0.5
FOR TRAINING PURPOSES ONLY 75-7
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

LEGEND
1. Pneumatic Heated Rear Line
2. Retaining Plate
3. Insulation
1 4. Seal
5. Slotted Retaining Plate
6. Pneumatic Front Line
7. Clamp
8. Bracket
REAR FIRESEAL 9. Straight Nipple
10. Locknut
2
11. Bulkhead Coupling
3 12. Elbow (Ref.)
4

5
FUEL CONTROL
UNIT 4
3
12 2

6
75 AIR SYSTEMS

8
9

PROPELLER
11 GOVERNOR

10

FIRESEAL

C6968

Figure 75-5. Removal/Installation of Py Air Pressure Lines

75-8 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-10-07 PNEUMATIC The in-line type filter arrangement comprises

a ported threaded body and a ported hexagon
LINE (P3) head, encasing a non-cleanable, life limited
3-micron filter element.
DESCRIPTION The alternate filter arrangement comprises
a manifold-type housing with a removable
Refer to:
threaded cover encasing a cleanable, life
limited 3-micron or 10-micron filter element.
•• Figure 75-6. Air Pressure Line.
Discharge air enters the housing and is routed
•• Figure 75-7. Air Filter. via a cored passage to the outer core of the
element; filtered air from the inner core of the
Compressor discharge air (P3), derived from element is then routed via an internal transfer
the diffuser section of the gas generator case, tube and second cored passage, through a
is routed to the metering section of the fuel heated tube, to the FCU. Some engine models
control unit (FCU) through external lines and, may have housing with reverse air flow paths.
depending on the installation, engine model
configuration, through a fine-screen filter.

One configuration utilizes a single heated line,

connected directly from a boss on the gas generator

75 AIR SYSTEMS
case to a metered elbow on the FCU; the line
incorporates a flanged elbow at its front end.

A second configuration utilizes two lines with a

in-line filter, the body of which is mounted on a
bracket at Flange G of the engine; the rear line
from the elbow on the FCU to the filter, being
of the heated type; the front tube is insulated
and has a flanged elbow at its front end.

The third configuration utilizes three lines and

a filter, the housing of which is mounted on a
Figure 75-6. Air Pressure Line
bracket at Flange G; the rear heated line from the
FCU and the center, unheated line are connected to
ports in the filter housing; the front unheated line
is interconnected to the center unheated line via a
plate mounted on the rear fireseal. Similar to other
configurations, the front line has a flanged elbow
for connection to a boss on the gas generator case.

Variants of the third configuration utilize a

steelbraided, unheated or heated flexible hose for
the rear line from the air filter (P3) to the FCU.

All lines, except the flexible ones, are of stainless-

steel tubing encased in shrunk-on rubber sheaths.
The heated lines incorporates a heater element
interposed between the tube and the sheath; a
twin-lead cable provides electrical supply from
a receptacle mounted on a bracket at Flange G. Figure 75-7. Air Filter

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-10-08 PNEUMATIC NOTES

LINE (PY)
DESCRIPTION AND OPERATION
The N F section of the propeller governor
derives Py pneumatic pressure from the
metering section of the fuel control unit (FCU)
through external lines.

The rear line, routed from the FCU to a

bulkhead coupling at the center fireseal, is
of stainless steel tubing encased in shrunk-on
rubber sheath insulation; a heater element is
interposed between the tube and the sheath. A
twin-lead cable provides electrical supply from
a receptacle mounted on a bracket at Flange G
of the engine.

The front line, routed from the coupling at the

75 AIR SYSTEMS

center fireseal to the propeller governor, is of

stainless steel tubing, unheated and uninsulated.

Revision 0.5
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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

75-00-00 MAINTENANCE PRACTICES

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 75-30-00: Inspection/check of the bleed air pipes.

75 AIR SYSTEMS

Revision 0.5
FOR TRAINING PURPOSES ONLY 75-11
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 77
ENGINE INDICATION
CONTENTS
Page

77-00-00 ENGINE INDICATING............................................................................... 77-1

General................................................................................................................ 77-1
77-10-00 TORQUE PRESSURE INDICATING SYSTEM........................................... 77-3
General................................................................................................................ 77-3
77-12-00 GAS GENERATOR INDICATION............................................................... 77-3
General................................................................................................................ 77-3
77-20-00 TURBINE TEMPERATURE INDICATING................................................. 77-3
Introduction......................................................................................................... 77-3
General................................................................................................................ 77-3
Turbine Temperature Indicator....................................................................... 77-3
Thermocouple Assembly............................................................................... 77-3

T5 Indicating System........................................................................................... 77-5

77 ENGINE INDICATION
T5 system testing................................................................................................. 77-5
77-12-00 GAS GENERATOR INDICATING SYSTEM............................................... 77-7
General................................................................................................................ 77-7

T5 System Troubleshooting.................................................................................. 77-7

77-00-00 SPECIAL TOOLS........................................................................................ 77-8
77-00-00 MAINTENANCE PRACTICES.................................................................... 77-8
77-10-00 CAUTIONS & WARNINGS......................................................................... 77-8

Revision 0.5
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ILLUSTRATIONS
Figure Title Page

77-1 Torque Pressure Gage................................................................................77-2

77-2 NP Gage.....................................................................................................77-2
77-3 T5 Indicating Gage....................................................................................77-2
77-4 Interturbine Thermocouple Assembly.........................................................77-4
77-5 NG Gage....................................................................................................77-6

TABLES
Table Title Page

77-1 T5 System Troubleshooting........................................................................77-6

77 ENGINE INDICATION

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CHAPTER 77
ENGINE INDICATION

77-00-00 ENGINE INDICATING

77 ENGINE INDICATION
GENERAL
The engine indicating systems comprise a torque pressure indicating system, a gas generator
tachometer indicating system and a turbine temperature indicating system. For information
on the propeller tachometer indicating system, refer to Chapter 61.

FOR TRAINING PURPOSES ONLY 77-1

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 77-1. Torque Pressure Gage Figure 77-2. NP Gage

77 ENGINE INDICATION

Figure 77-3. T5 Indicating Gage

77-2 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

77-10-00 TORQUE Turbine Temperature Indicator

PRESSURE INDICATING The turbine temperature indicator is marked
“T 5 °C x 100” and has a scale graduated in
SYSTEM increments of 100° from 100 to 500, from 550
to 800 the scale is expanded to 10° increments,
and from 800 to 1200 the scale is again
GENERAL graduated in 100° increments.
Refer to Figure 77-1. Torque Pressure Gage.
Thermocouple Assembly
The torque pressure indicating system consists
The thermocouple assembly consists of
of a pressure transmitter and a torque pressure
8 individual chromel-alumel thermocouple
indicator (Bendix or Edison) on the engine
probes connected in parallel, two bus-bars, twin
instrument panel.
leads and a connector. Each probe protrudes
through a threaded boss into the turbine stator
77-12-00 GAS housing between the two turbines and may be
GENERATOR INDICATION removed and replaced individually.

GENERAL
The gas generator (N G ) indicating system
consists of a tachometer generator and an
indicator, on the engine instrument panel.

77-20-00 TURBINE
TEMPERATURE
INDICATING
INTRODUCTION

77 ENGINE INDICATION
Refer to Figure 77-3. T5 Indicating Gage.

The turbine temperature (T 5 ) indicating

system provides an accurate indication of
engine operating temperatures taken at a
point between the two turbines. The system
consists of a thermocouple assembly, on the
compressor turbine stator housing, and a
turbine temperature indicator, on the engine
instrument panel.

GENERAL
The interturbine temperature (T 5 ) sensing
system provides the pilot with an indication of
the engine operating temperature.

FOR TRAINING PURPOSES ONLY 77-3

77-4 77 ENGINE INDICATION

TERMINAL BLOCK

TWIN OTTER SERIES

TERMINAL LUG
FOR TRAINING PURPOSES ONLY

CHROMEL TERMINAL BUS-BAR

MOUNTING
CAP SCREW SCREW

MAINTENANCE TRAINING MANUAL

ALUMEL TERMINAL
TERMINAL STRAPS
PROBE
RETAINING NUT PROBE ASSEMBLY
CHROMEL
BUS-BAR

ALUMEL BUS-BAR SEAL RING

TRIM THERMOCOUPLE RETAINING PLATE

Figure 77-4. Interturbine Thermocouple Assembly

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

T5 INDICATING SYSTEM T 5 ). The resistance is established at engine

test to match the required temperature trim.
Refer to Figure 77-4. Interturbine Thermocouple Because the amount of trim compensation
Assembly. required varies between engines, the trim stick
class is specified in the engine test certificate
The T 5 indicating system provides the pilot provided with the log book.
with an indication of the engine combustion
temperature. That temperature is sampled
between the compressor turbine exit and the
T5 SYSTEM TESTING
power turbine vane inlet.
Loop resistance check: Ensures continuity and
proper resistance in the T 5 probes, bus bars,
The T5 Indicating system is composed of:
wires and terminals.
•• 8 i n d i v i d u a l t h e r m o c o u p l e s
Insulation resistance check: Ensures that
(Chromel-Alumel)
neither alumel nor chromel contact the casing.
•• 1 positive bus bar (Chromel, small
thread terminals) Heat response check: Ensures T 5 probes
respond to heat. Test is done when engine is
•• 1 negative bus bar (Alumel, large thread
open at “C” flange.
terminals)
•• 1 trim probe Using a multimeter, check insulation and
resistance limits of T 5 thermocouple harness
•• 1 T5 wiring harness with terminal block.
at engine thermocouple harness terminals.
As heat is sent to the thermocouples, voltage is Ensure that:
generated at the tip of each Chromel/Alumel probe.
•• Insulation (terminals to ground) - Not
To obtain an average reading, the thermocouples less than 50,000 ohms
are connected in parallel. T 5 is the average
•• R e s i s t a n c e ( b e t w e e n t e r m i n a l s ) -
temperature at 8 specific locations (thermocouple
Between 0.58 and 0.74 ohm
tips) within the gas path and therefore does not
represent exact temperature at station 5.

77 ENGINE INDICATION
The actual T5 is calculated at engine test and is
used to determine engine acceptance.

Uneven heat distribution within the gas path

causes individual thermocouples to see different
temperatures and generate different voltages.

An external T1 trim probe provides trim

compensation, to the T5 signal, to compensate
for temperature profile sampling errors. A classed
trim probe at 2 o’clock over the inlet case is
connected in parallel with the 8 thermocouples
to bias the average temperature reading. This
temperature (T5c) is read in the cockpit.

The amount of trimming is a function of the

trim probe internal resistance. The higher the
trim resistance, the lower the down trim (higher

FOR TRAINING PURPOSES ONLY 77-5

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 77-5. NG Gage

Symptoms Possible Cause Corrective Action

Lower T5 • Cockpit gage calibration • Calibrate or change cockpit gage
indication than • Airframe loop resistance • Adjust (ref. Aircraft Manual)
normal • Dirt or corrosion on corrections to cockpit • Clean or replace as required
gage • Replace with proper trim stick class
• Wrong class trim stick • Do an insulation check
• Grounded system • Do a continuity or a heat response test
• Burnt or broken T5 probes. • Replace defective T5 probes

Higher T5 • Cockpit gage calibration • Calibrate or change cockpit gage

indication than • Airframe loop resistance too low • Adjust (ref. Aircraft Manual)
77 ENGINE INDICATION

normal • Broken or wrong class trim stick (high class) • Replace trim stick
• Dirt or corrosion on trim stick terminals • Clean or replace as required
• Burnt or broken T5 probes • Do a continuity or heat response test
• Replace defective T5 probes

No T5 indication • Open circuit between T5 probes and • Verify/clean/replace or tighten to

cockpit gage specification

Erratic T5/T5 • Loose, corroded or dirty connectors on • Verify/clean/replace or tighten to

fluctuations terminals specification
• System grounded • Verify ceramic insulation, ensure wires are
• Broken/chafed wires not grounded to case

Table 77-1. T5 System Troubleshooting

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

77-12-00 GAS NOTES

GENERATOR
INDICATING SYSTEM
GENERAL
Refer to Figure 77-5. NG Gage.

The gas generator tachometer indicating system

consists essentially of a tachometer generator, on
the engine accessory case, and an indicator, on the
engine instrument panel to the right of the pilot
flight instrument panel.

The tachometer indicator is marked PERCENT

GG RPM and has a scale graduated in increments
of 2% from 0-100, with numerals at 10%
intervals. A small dial and pointer on the left
side of the main dial has graduations numbered
0-9. and indicates units of 1% to facilitate more
precise readings of gas generator speed.

The tachometer provides an electric current,

proportional to gas generator rpm, to operate
the gas generator tachometer. The tachometer
generator is driven from the internal scavenge
pump drive. Rotation is counter-clockwise with
a drive ratio of 0.112:1.

T5 SYSTEM

77 ENGINE INDICATION
TROUBLESHOOTING
Refer to Table 77-1. T5 System Troubleshooting.

FOR TRAINING PURPOSES ONLY 77-7

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

77-00-00 SPECIAL TOOLS

ITEM NO. DESCRIPTION FUNCTION IDENTIFICATION
1 Wrench (A-H) To adjust torque pressure transmitter SD12563–1

-2 Potentiometer To produce voltage simulating Type P4/E (Cropico)

thermocouples output

-3 Portable resistance bridge To provide a precision check of resistance Type PW3/EM (Cropio)
in thermocouple harness

-4 Pressure tester Used to test torque pressure indicator and Model No. 2311F (Barfield)
transmitter calibration

-5 Test gauge For use with item 4 0 – 160 psi (Inspector type)

-6 Hose assembly For use with item 4 601000–4–0240 (Aeroquip)

77-00-00 MAINTENANCE PRACTICES

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 77-10-00: Adjustment/test of the torque pressure indicating system.

•• AMM 77-10-00: Inspection/check of the torque pressure transmitter.
•• AMM 77-12-00: Inspection of the gas generator tachometer generator.
•• AMM 77-20-00: Repair missing insulation on terminal block and probes.
•• AMM 77-20-00: Functional test of the trim thermocouple.

77-10-00 CAUTIONS & WARNINGS

77 ENGINE INDICATION

WARNING

CARE MUST BE EXERCISED WHILE MIXING SYNTHETIC CERAMIC BINDER

NO. 29 WITH FILLER NO. 29, OTHERWISE SPLASHES MIGHT CAUSE
DISCOMFORT OF THE EYES. IN THE EVENT OF CONTACT WITH EYES,
IMMEDIATELY WASH WITH WATER AND CONSULT A PHYSICIAN.

Revision 0.5
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PAGE INTENTIONALLY LEFT BLANK

77 ENGINE INDICATION

FOR TRAINING PURPOSES ONLY 77-9

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 78
EXHAUST
CONTENTS
Page

78-00-00 EXHAUST................................................................................................... 78-1

Introduction......................................................................................................... 78-1
Description........................................................................................................... 78-3
Exhaust Duct................................................................................................. 78-3
Exhaust Nozzles............................................................................................ 78-4
78-00-00 CAUTIONS & WARNINGS......................................................................... 78-5
78-00-00 MAINTENANCE PRACTICES.................................................................... 78-5

78 EXHAUST

Revision 0.5
FOR TRAINING PURPOSES ONLY 78-i
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ILLUSTRATIONS
Figure Title Page

78-1 Exhaust Duct Cross Section.......................................................................78-2

78-2 Exhaust Duct.............................................................................................78-3
78-3 Exhaust Nozzle..........................................................................................78-4
78-4 Nacelle Cowling - Open.............................................................................78-4

78 EXHAUST

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CHAPTER 78
EXHAUST

78-00-00 EXHAUST
INTRODUCTION
The exhaust duct connects the power section to the gas generator case. It provides the
mounting for the airframe-supplied exhaust nozzles. It directs exhaust gases from the power
turbine out of the engine and away from the airframe structure with maximum efficiency.
78 EXHAUST

FOR TRAINING PURPOSES ONLY 78-1

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 78-1. Exhaust Duct Cross Section

78 EXHAUST

78-2 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

DESCRIPTION Two flanges are provided at the rear of the

duct; the inner flange (Flange D) provides
Exhaust Duct the mounting for the power turbine stator
housing, while the outer flange (Flange C)
Refer to:
forms the major dividing flange between the
gas generator assembly and the power section.
•• Figure 78-1. Exhaust Duct Cross
Section.
A dimpled, stainless steel/ceramic fiber
•• Figure 78-2. Exhaust Duct. laminate insulation blanket is installed between
the inner cone of the duct and the power turbine
The exhaust duct assemblies are made of a shaft housing to minimize transfer of heat
heat-resistant nickel-alloy sheet, truncated from the exhaust gases to the power turbine
cone fabrication with twin opposed exhaust shaft bearings and rear section of the reduction
ports and an annular sheet metal inlet. The gearbox.
exhaust port flanges provide the mounting for
the airframe-supplied exhaust nozzles. Exhaust
gases from the power turbine area enter the
annular inlet around a coned inner sheet metal
fabrication designed to impart gas swirl and to
scavenge the duct with maximum efficiency.

The front flange of the duct (Flange A)

provides the support and mounting flange for
the reduction gearbox.

78 EXHAUST

Figure 78-2. Exhaust Duct

FOR TRAINING PURPOSES ONLY 78-3

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Exhaust Nozzles
Refer to:

•• Figure 78-3. Exhaust Nozzle.

•• Figure 78-4. Nacelle Cowling - Open.

The exhaust system consists of two exhaust

nozzles, one on each side of the engine
exhaust case. The nozzles protrude through
the engine cowlings, at a point between
the upper and lower cowlings, then curve
rearwards to direct the exhaust gases to the
side of the engine and over the wing. To
assist in the direction change of the exhaust
gases, two curved vanes are fitted inside
each exhaust nozzle near the outlet end. Each Figure 78-4. Nacelle Cowling - Open
nozzle is secured to the engine exhaust case
flange with nuts, bolts and washers.

On aircraft incorporating Mod 6/1306, the

exhaust nozzles are of extended length and
the cowlings have fairings around the nozzle
openings.

Figure 78-3. Exhaust Nozzle

78 EXHAUST

78-4 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

78-00-00 CAUTIONS & WARNINGS

CAUTION
DO NOT CARRY OUT LOCAL STRESS RELIEVING BY TORCH METHOD.

78-00-00 MAINTENANCE PRACTICES

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 78-00-00: Inspection/check of the exhaust system.

•• AMM 78-00-00: Approved repairs (mod 6/1306) - weld cracked exhaust nozzle.

78 EXHAUST

Revision 0.5
FOR TRAINING PURPOSES ONLY 78-5
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

79 OIL
CHAPTER 79
OIL
CONTENTS
Page

79-00-00 OIL SYSTEM.............................................................................................. 79-1

General................................................................................................................ 79-1
Pratt & Whitney Service Bulletins........................................................................ 79-3
Pratt & Whitney SB 1001 “R28” (Dec 14 2012) Approved Oils..................... 79-3
Description and Operation.................................................................................... 79-7
Pressure Oil System...................................................................................... 79-7
Scavenge Oil System..................................................................................... 79-8
Breather System............................................................................................ 79-8
79-20-00 OIL DISTRIBUTION................................................................................. 79-11
General.............................................................................................................. 79-11
Description and Operation.................................................................................. 79-11
Oil Tank...................................................................................................... 79-11
Oil Pump..................................................................................................... 79-13
Centrifugal Breather.................................................................................... 79-13
Oil Cooler................................................................................................... 79-13
Oil Cap and Dipstick................................................................................... 79-15
79-20-02 OIL FILTER, HOUSING AND CHECK VALVE........................................ 79-17
Description and Operation.................................................................................. 79-17
Oil Filter Housing ...................................................................................... 79-17
Filter Bypass............................................................................................... 79-17
Check Valve................................................................................................ 79-17
Oil Filter..................................................................................................... 79-17

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79 OIL

Page
79-32-00 OIL PRESSURE INDICATING SYSTEM................................................. 79-21
79-34-00 OIL TEMPERATURE INDICATING SYSTEM......................................... 79-21
79-36-00 LOW OIL PRESSURE INDICATING SYSTEM........................................ 79-23
79-00-00 SPECIAL TOOLS...................................................................................... 79-24
79-00-00 CAUTIONS & WARNINGS....................................................................... 79-24
79-00-00 MAINTENANCE PRACTICES.................................................................. 79-25

Revision 0.5
79-ii FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

79 OIL
ILLUSTRATIONS
Figure Title Page

79-1 Lubrication Schematic...............................................................................79-6

79-2 Accessory Gearbox Diaphragm and Oil Pump.........................................79-10
79-3 Fuel Drain Valve......................................................................................79-11
79-4 Oil Tank Vent...........................................................................................79-11
79-5 Oil System Components..........................................................................79-12
79-6 Oil Pump.................................................................................................79-13
79-7 Oil Filter Cap and Dipstick Assembly Installation...................................79-14
79-8 Dipstick...................................................................................................79-15
79-9 Oil Filter and Pressure Relief Valve.........................................................79-16
79-10 Oil Filter Element, Housing and Bypass/Check Valve..............................79-18
79-11 Oil Filter Housing - Typical.....................................................................79-19
79-12 Oil Filter..................................................................................................79-19
79-13 Oil Pressure Gage....................................................................................79-20
79-14 Oil Temperature Gage..............................................................................79-20
79-15 Low Oil Pressure Indication....................................................................79-22
79-16 Engine Low Oil Pressure Indication System............................................79-22

FOR TRAINING PURPOSES ONLY 79-iii

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

79 OIL
CHAPTER 79
OIL

79-00-00 OIL SYSTEM

GENERAL
The lubrication system provides a constant supply of clean oil to the engine bearings,
reduction gears, accessory drives, torquemeter and propeller governor. The oil lubricates
and cools the bearings and carries any foreign material to the oil filter where it is prevented
from further circulation. Oil indication comprises of oil quantity dipstick/gage. Ports for
the installation of airframe supplied temperature and pressure sensing devices are located
in the accessory and reduction gearboxes. A chip detector for the detection of an impending
component failure is in the reduction gearbox. The system consists of a pressure system, a
scavenge system, and a breather system.
Figure 79-1 and Figure 79-2 shows the oil system components and their location.

FOR TRAINING PURPOSES ONLY 79-1

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
79 OIL

Brand Supplier
AeroShell Turbine Oil 750 Shell Canada Products Ltd.
Royco Turbine Oil 750 1500 Don Mills Road
Don Mills Ontario
Canada M3B 3K4

Shell International Petroleum Co.

Shell Centre
London, SE1 7NA
England

Castrol 98 Castrol Speciality Products Div.

16715 Von Karman Ave.
Suite 230
Irvine, CA 92714-4918, USA

Castrol Canada Inc.

3660 Lakeshore Blvd. West
Toronto, Ontario
Canada M8W 1P2

Castrol (U.K.) Ltd.

Burmah House
Pipers Way
Swindon, Berkshire
SN3 1RE
England

Exxon Turbo Oil 274 (Original Name) Sales/Marketing Office:

BP Turbo Oil 274 (New Name) Air BP
BP Exploration & Oil, Inc.
Maple Plaza II - 1N Six Campus Drive
Parsippany New Jersey 07054
USA
TEL: 973-401-4350
www.airbp.com

Plant:
Air BP Turbo Oil Plant
P.O. Box 94
Park and Brunswick Avenues
Lyndon New Jersey 07036
USA

Turbonycoil 35 M NYCO S.A.

66 Ave. Des Champs Elysee
Paris, France
75008

Table 79-1. Approved Lubricating Oils (Synthetic), CPW202 (7.5 Centistokes)

79-2 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

79 OIL
PRATT & WHITNEY SERVICE NOTES
BULLETINS
Pratt & Whitney SB 1001 “R28”
(Dec 14 2012) Approved Oils
Refer to:

•• Table 79-1. Approved Lubricating

Oils (Synthetic), CPW202 (7.5
Centistokes).
•• Table 79-2. Approved Lubricating
Oils (Synthetic), MIL-PRF-23699F -
Type II (5 Centistokes).
•• Table 79-3. Approved Lubricating
Oils (Synthetic), MIL-PRF-23699F
- Type II (5 Centistokes) “THIRD
GENERATION” For all engines
excluding the PT6A-140.

This document provides the following

information.

•• A listing of all approved oils.

•• There is a note to remove all time
limitations on oil changes.
•• Oil will be changed on condition ONLY.
•• Mixing of oils within the approved
listing charts is approved.

Pratt and Whitney Canada should be contacted

for types of oil not listed in publication..

If changing to 3rd generation oil it is

recommended it be accomplished only on new
or just after the overhaul of the engine.

Engine oil level must be checked within 10 to

20 minutes after engine shutdown.

An acceptable indication on the dipstick is one

quart low. The natural oil level on each engine
will be different and finding the engine down
as much as 3 quarts is not detrimental to normal
engine operation.

The maximum permissible oil consumption is

0.2 pph. This equals about 1 US quart for every
10 hours of operation.

FOR TRAINING PURPOSES ONLY 79-3

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
79 OIL

Brand Supplier
AeroShell Turbine Oil 500 Shell Canada Products Ltd.
1500 Don Mills Road
Don Mills Ontario
Canada M3B 3K4

Shell International Petroleum Co.

Shell Centre
London, SE1 7NA England

Royco Turbine Oil 500 Royal Lubricants Co. Inc.

P.O. Box 518
Hanover, NJ 07936, USA

Mobil Jet Oil II Exxon Mobil Corporation

3225 Gallows Road
Fairfax Virginia 22037 USA
TEL: 1-800-662-4525
www.exxonmobil.com

Castrol 5000 Castrol Speciality Products Div.

16715 Von Karman Ave.
Suite 230 Irvine, CA 92714-4918, USA

Castrol Canada Inc.

3660 Lakeshore Blvd. West
Toronto, Ontario
Canada M8W 1P2

Castrol (U.K.) Ltd.

Burmah House
Pipers Way
Swindon, Berkshire
SN3 1RE England

BP Turbo Oil 2380 Sales/Marketing Office:

Air BP
BP Exploration & Oil, Inc.
Maple Plaza II - 1N Six Campus Drive
Parsippany New Jersey 07054 USA
TEL: 973-401-4350
www.airbp.com

Plant:
Air BP Turbo Oil Plant
P.O. Box 94 Park and Brunswick Avenues
Lyndon New Jersey 07036 USA

Turbonycoil 600 NYCO S.A.

66 Ave. Des Champs Elysees
Paris, France 75008

Table 79-2. Approved Lubricating Oils (Synthetic), MIL-PRF-23699F - Type II (5 Centistokes)

79-4 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

79 OIL
Brand Supplier
AeroShell Turbine Oil 560 Shell Canada Products Ltd.
1500 Don Mills Road
Don Mills Ontario
Canada M3B 3K4

Shell International Petroleum Co.

Shell Centre
London, SE1 7NA
England

Table 79-3. A
 pproved Lubricating Oils (Synthetic), MIL-PRF-23699F - Type II (5 Centistokes)
‘‘THIRD GENERATION’’ For all engines excluding the PT6A-140

FOR TRAINING PURPOSES ONLY 79-5

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
79 OIL

FUEL HEATER
OIL FILLER
& DIP
STICK
CHECK
CSU VALVE
PROPELLER TORQUE OIL
GOVERNOR CONTROL VALVE

CENTRIFUGAL
BREATHER
OIL
COOLER

OIL SUPPLY OIL FILTER & SCAVANGE

TO PROPELLER BRG 1 CHECK VALVE PUMPS
BRG
BRG 4 BRG 3 2
2ND
DELIVERY
LINE FILTER
3RD BYPASS
DELIVERY VALVE
BRG 6 LINE BRG 5 RELIEF
VALVE OIL
PRES.
PRESSURE TRANSMITTER PUMP
1ST
DELIVERY
LINE TEMP. BULB

TO TORQUE
PRESSURE ACC. G/B
INDICATOR DRAIN
CHIP DETECTOR SCAVENGE OIL FROM P.T. HOUSING SCAVENGE OIL FROM P.T. HOUSING
DRAIN
SCAVENGE OIL FROM REDUCTION G/BV SCAVENGE OIL FROM REDUCTION G/BV

OIL SUPPLY TO PROPELLER & REDUCTION G/B OIL SUPPLY TO PROPELLER & REDUCTION G/B OIL TANK DRAIN
2ND DELIVERY LINE

Figure 79-1. Lubrication Schematic

79-6 FOR TRAINING PURPOSES ONLY

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79 OIL
DESCRIPTION AND OPERATION coupling on the gas generator case to a boss on
the front case of the reduction gearbox.
Pressure Oil System
From the boss, the oil is directed internally
Refer to Figure 79-1. Lubrication Schematic. via cored passages and transfer tubes to three
Pressure oil is delivered to the oil filter outlet areas. One, to the first-stage reduction gears, the
where the oil separates into several paths. torquemeter, and the No. 3 and 4 bearings. Oil to
the torquemeter flows through a metering valve
Lubrication of the accessory drives and bearings which controls the flow into the torquemeter
is received through cored passages and transfer chamber. The position of the metering valve is
tubes in the compressor inlet case, accessory controlled by the torquemeter piston which reacts
diaphragm and gearbox housing and into the in direct proportion to engine torque. Oil is directed
gearbox bearing areas. The No. 1 bearing is to three nozzles in the No. 3 bearing oil tube in the
lubricated by pressure oil from the filter outlet power turbine shaft housing via a transfer tube
through a cored passage in the compressor inlet in the rear case of the reduction gearbox. Two
case, to a nozzle at the centerbore and to the nozzles direct oil to the front and rear faces of the
rear of the compressor rear hub. The nozzle, No. 3 roller bearing, while the third nozzle directs
incorporating a fine strainer, directs the calibrated the oil flow to the rear face of the No. 4 bearing.
oil flow into a collector ring mounted on the rear
of the compressor rear hub and through passages The second oil delivery line directs oil to the
in the split inner race to the bearing. propeller shaft front roller and ball thrust bearings,
the second-stage reduction gears and the No. 4
A cored passage at the main oil filter outlet bearing. The oil flow is directed through the rear
conducts a portion of the pressure oil to a annulus of an oil transfer sleeve mounted on the
minimum pressurizing valve installed in the propeller shaft, and, via the rear section of the
compressor inlet case at the 2 o’clock position. propeller oil transfer tube in the shaft, to the No.
4 bearing oil nozzle installed at the rear end of the
Oil is then applied to the oil-to-fuel heater transfer tube. The oil is sprayed into the hollow
where, depending upon temperature of the fuel, front section of the power turbine shaft; centrifugal
the oil is utilized to preheat the fuel. Oil from force directs the oil through a drilled annulus in
the heater is returned to the oil tank via a check the shaft to passages between the No. 4 bearing
valve and adapter at the 12 o’clock position on inner races and into the sun gear coupling. Oil
the compressor inlet case. from the rear section of the propeller shaft oil
transfer tube is also directed via radially drilled
A common supply is provided to lubricate holes in the propeller shaft and cored passages in
the No. 2 bearing, the reduction gearbox and the second-stage gear carrier, to the shaft/second-
front accessories, power turbine No. 3 and 4 stage gearpins and propeller shaft roller bearing.
bearings, and the propeller installation.
The third oil delivery line directs oil via an internal
Oil from the filter outlet is directed through a annulus and cored passages to the externally
cored passage and transfer tube to an outlet boss mounted propeller governor, the accessory drive
at the 4 o’clock position on the compressor inlet gears and the propeller thrust bearing. Oil pressure
case. An external oil transfer tube connected to from the propeller governor is directed via a port
the boss directs the oil forward to a tee coupling in the mounting flange and cored passages in the
at the gas generator case. An internal oil transfer front case of the reduction gearbox to a transfer
tube directs the oil to an oil transfer gallery in the tube which connects to the front annulus in the
No. 2 bearing compartment. The gallery houses oil transfer sleeve mounted on the propeller shaft.
two nozzles which are protected by a fine strainer. The oil in the annulus is then directed into the
The nozzles direct the oil flow on to the front and propeller shaft centerbore via the front section of
rear faces of the bearing. A second external oil the propeller oil transfer tube.
transfer tube directs the oil forward from the tee

FOR TRAINING PURPOSES ONLY 79-7

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
79 OIL

Scavenge Oil System reduction gearbox and a second external oil

transfer tube. The rear element of the scavenge
The scavenge system incorporates two double- pump forces the oil to an airframe-mounted
element gear-type pumps contained in cast cooler from where it is returned to the oil tank
housings, and are driven by the accessory via an inlet adapter located at the 12 o’clock
gearbox driveshafts. One pump is mounted position on the compressor inlet case. Oil flows
within the accessory gearbox, while the other is from the adapter into a de-aerator tray installed
externally mounted at the rear of the gearbox. at the top of the tank, and drains into the tank.
Oil from the No. 1 bearing compartment Oil from the centrifugal breather, accessory
is returned by gravity via an internal cored gearshafts and bearings, input gearshaft and
passage to the bottom of the compressor inlet bearing drains into the accessory gearbox sump
case. From there, it is directed through the where it is scavenged by the rear element of the
oil tank compartment by a transfer tube and internal scavenge pump which forces the oil into
a port in the accessory diaphragm and is then an externally mounted airframe cooler. All oil
discharged into the gearbox. supplied to the cooler is returned to the oil tank.
The No. 2 bearing oil drains via internal tubes
to a boss at the 5 o’clock position on the gas
Breather System
generator case. A flanged transfer tube directs Breather air from the engine bearing
the oil rearward to a boss at the 6 o’clock compartments, the accessory and reduction
position on the compressor inlet case; the gearboxes is vented overboard through the
oil then passes through cored passages and a centrifugal breather installed in the accessory
transfer tube to the front element of the internal gearbox. The bearing compartments are
scavenge pump. connected to the accessory gearbox by cored
passages and existing scavenge oil return lines.
Scavenged oil is dumped into the accessory
gearbox. The No. 1 bearing compartment vents rearward
through the rear bearing housing and oil tank
Oil from the No. 3 and 4 bearings drains into the center tube and into the accessory gearbox.
power turbine shaft housing, where in normal
flight attitude, it drains and passes through holes The No. 2 bearing compartment is vented via
in the rear case of the reduction gearbox. The oil the scavenge oil transfer tube. A bypass valve,
is also partially scavenged by the front element immediately upstream of the front element of
of the external scavenge pump and ejected the internal scavenge pump, allows oil and
into the accessory gearbox sump. When the air to be vented into the accessory gearbox
engine is in a nose-up attitude, the oil collects under certain transient operating conditions
at the rear section of the power turbine shaft to prevent overpressurizing the No. 2 bearing
housing and is totally scavenged by the front area. Under normal operating conditions, the
element of the scavenge pump, via the No. 3 valve is closed to prevent oil flooding back into
bearing scavenge oil tube and one of the external the tube assembly.
scavenge oil tubes. When the engine is in a
nose-down attitude, all the oil drains forward The No. 3 and 4 bearing compartment and the
into the reduction gearbox sump. reduction gearbox areas vent to the accessory
gearbox and oil tank respectively through their
Oil from the propeller governor, front thrust scavenge oil lines. The oil tank is vented to the
bearing, reduction gearbox accessory drives accessory gearbox through the anti-flooding
and torquemeter bleed orifice drains into the arrangement installed at the 11 o’clock position
gearbox sump. From the sump, oil is scavenged in the oil tank.
by the rear element of the external scavenge
pump via a strainer in the front case of the

79-8 FOR TRAINING PURPOSES ONLY

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79 OIL
PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 79-9

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
79 OIL

BREATHER TRANSFER
CORED PASSAGE FOR TUBE BOSS
OVERBOARD VENT

ACCESSORY
DIAPHRAGM

OIL PRESSURE
RELIEF VALVE

COUPLING
SHAFT

PRESSURE PUMP
MOUNTING BOLTS (4)

OIL FILTER HOUSING

SUPPORT BOSS

SCREENED OIL
OIL PRESSURE PUMP INLET
PUMP

Figure 79-2. Accessory Gearbox Diaphragm and Oil Pump

79-10 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

79 OIL
79-20-00 OIL
DISTRIBUTION
GENERAL
The distribution portion of the oil system consists of
two external lines, an oil cooler and bypass valve.
Scavenge oil is pumped from the engine accessory
case through an external line to the oil cooler bypass
valve, which either allows oil through the cooler or
bypasses oil to the return line if the temperature is
low or cooler is restricted. The external return line
transfers the oil from the cooler or bypass valve into
the base of the fuel heater, mounted on top of the
tank in the engine accessory case. Figure 79-3. Fuel Drain Valve

DESCRIPTION AND OPERATION

Oil Tank
Refer to Figure 79-2. Accessory Gearbox
Diaphragm and Oil Pump.

The oil tank is an integral part of the compressor

inlet case in front of the accessory gearbox, It
is between the compressor air inlet and an oil-
tight diaphragm separating the oil tank from the
accessory gearbox. The oil tank capacity is 2.8 US
gallons (2.33 Imp. gallons, 10.6 liters) and this fluid
is the measurable quantity in the engine. There is
another 5 or 6 us quarts of oil trapped in the galleries
and the propeller system. All return oil will be
returned to the oil tank over the de-aerator plate. An
anti-flooding device and breather arrangement, at
the 12 o’clock position on the compressor inlet case, Figure 79-4. Oil Tank Vent
prevents foaming when scavenged oil is returned to
the tank during engine operation.

The tank is vented to the top of the accessory

gearbox, where the air/oil mist is passed through
a centrifugal breather. The breather separates the
oil from the air and returns the oil to the bottom
of the accessory gearbox. The relatively oil free
air is discharged overboard via a cored passage
in the accessory diaphragm and transfer tube, to
a breather boss located at the 2 o’clock position
on the gearbox housing. Draining of the oil tank
is done by removal of a plug located at the 6
o’clock position of the compressor inlet case.

FOR TRAINING PURPOSES ONLY 79-11

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
79 OIL

Figure 79-5. Oil System Components

79-12 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

79 OIL
Oil Pump in the breather air are separated by centrifugal
force, and drain freely into the gearbox sump.
Pressure oil is circulated from the integral oil
The relatively oil-free air passes inward and
tank and through the engine lubricating system
into the hollow rear section of the gearshaft.
by a self-contained gear-type pump mounted at
The air flows forward and into a cored passage
the bottom of the oil tank. The oil pump consists
in the accessory diaphragm.
of two gears contained in a cast housing bolted to
the front of the AGB diaphragm. The pump gears
From the cored passage, the air passes through a
are driven by an accessory gearshaft which also
transfer tube to a breather boss on the accessory
drives the internal scavenge pump. A removable
gearbox housing at the 2 o’clock position.
inlet screen is fitted at the oil pump. The pump
housing incorporates a support boss at the pump
for the oil filter housing, and is counterbored to Oil Cooler
accommodate the check valve which is at the
The oil cooler is below the engine accessory case
inner end of the filter housing. The lubrication
and attached to the bottom of an air exit duct
system pressure relief valve is installed on a pad
assembly by eight bolts, washers and nuts. The oil
at the upper end of the housing. An internal cored
cooler is of the honeycomb type and fitted with a
passage connects the relief valve to pump outlet.
bypass valve and drain plug.

Refer to Figure 79-5. Oil System Components.

Figure 79-5 illustrates the major external

components of the oil system. If SB 1506-R4
a one-way check valve has been installed at
the bottom of the filler neck, the installation
of this SB does not negate the technician’s
responsibility to ensure the cap is securely
installed after servicing.

Figure 79-6. Oil Pump

Centrifugal Breather
The centrifugal breather consists of an
aluminum alloy, shrouded impeller housing
attached to the rear face of the starter generator
gearshaft by a retaining ring. Rotational torque
is transmitted from the gearshaft to the impeller
by three equi-distant pins.

Breather air flows radially inward through the

rotating impeller housing where oil particles

FOR TRAINING PURPOSES ONLY 79-13

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
79 OIL

Figure 79-7. Oil Filter Cap and Dipstick Assembly Installation

79-14 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

79 OIL
Oil Cap and Dipstick NOTES
Refer to:

•• Figure 79-7. Oil Filter Cap and Dipstick

Assembly Installation.
•• Figure 79-8. Dipstick.

The tank is serviced through a filler neck with an

integral quantity dipstick and cap at the 11 o’clock
position on the accessory gearbox housing. The
filler cap is accessible through an access panel
on the top of the nacelle structure. Figure 79-2
shows the oil filler cap and the Imperial quart
and liter quantity equivalents to the U.S. quarts.
It indicates the amount of oil required to fill the
tank to the full mark.

Figure 79-8. Dipstick

FOR TRAINING PURPOSES ONLY 79-15

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
79 OIL

STARTER−GENERATOR
CAVITY DRAIN OVERBOARD BREATHER
VENT
OIL TANK FILLER OIL−TO−FUEL HEATER
CAP AND DIPSTICK MINIMUM PRESSURIZING VALVE

ACCESSORY
GEARBOX
HOUSING OIL PRESSURE
RELIEF VALVE

FILTER ELEMENT

FILTER HOUSING

OIL FILTER
COVER

TEFLON SPACER

RETURN TO BYPASS VALVE

OIL TANK VIA
COOLER CHECK VALVE

INTERNAL DOUBLE−ELEMENT
SCAVENGE OIL PUMP
REDUCTION GEARBOX
AND POWER SECTION PRESSURE OIL TO
SCAVENGE OIL RETURN REDUCTION GEARBOX
AND POWER SECTION
EXTERNAL DOUBLE−ELEMENT
SCAVENGE OIL PUMP OIL DRAIN PLUG
RETAINING PIN
(PRE−SB1482)

Figure 79-9. Oil Filter and Pressure Relief Valve

79-16 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

79 OIL
79-20-02 OIL FILTER, Oil Filter
HOUSING AND CHECK The oil filter assembly is in the pressure line
downstream of the oil pump, The filter consists
VALVE of either a disposable cartridge-type filter
element or a permanent cleanable element.
It filtrates extraneous foreign matter in the
DESCRIPTION AND OPERATION pressure oil is deposited on the outer face of
the filter element.
Refer to Figure 79-9. Oil Filter and Pressure
Relief Valve.

Oil Filter Housing

The oil filter assembly consists of a removable
alloy filter housing, a spring-loaded bypass
valve and a check valve. The oil filter assembly
and filter housing is in the compressor air inlet
case at the 3 o’clock position and retained by
the filter cover; the cover is fastened to the inlet
case by self-locking nuts. The inner end of the
filter housing is in the oil pump support boss
and is sealed by a preformed packing. Pressure
oil from the oil pump passes through holes in
the housing, lifts the check valve off its seat and
flows into the filter housing.

Filter Bypass
A filter bypass is provided by a spring-loaded
valve piston in a removable alloy housing. The
bypass valve is normally closed and sealed
from the element core. In the event of a filter
blockage, increased pressure overcomes the
bypass valve spring and moves the valve piston,
enabling oil to flow directly into the center core
of the filter element. On some filter elements, a
coarse hat-type screen attached to the inner end
of the filter element partially filters the bypass
oil before entering the engine.

Check Valve
The check valve closes under the influence of
a spring to prevent gravity oil flow into the
engine after shutdown and also facilitates filter
element replacement without having to drain
the oil tank.

FOR TRAINING PURPOSES ONLY 79-17

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
79 OIL

Preformed Packing

Check Valve

Preformed
Packing Preformed
Packing

Teflon Oil Filter

Spacer Cover

Preformed
Packing
Valve Housing

Preformed
Packing*
Check Valve
Check Valve Spring
Bypass Valve Guide
Retaining Ring
Preformed
Packing (V-type)
Spring
Retaining Ring Bypass Valve
Preformed Washer
Packing Cotterpin
Oil Filter Housing

Plastic Ring
Preformed
Packing

*Not required for

Post-SB 1379 Engines)

Figure 79-10. Oil Filter Element, Housing and Bypass/Check Valve

79-18 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

79 OIL
Oil Filter Cover Check Valve Oil Filter Oil Filter
Mount Pad Collar Housing Housing
Puller

PREFORMED PACKING

PLASTIC RING

Figure 79-11. Oil Filter Housing - Typical

Figure 79-12. Oil Filter

FOR TRAINING PURPOSES ONLY 79-19

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
79 OIL

Figure 79-13. Oil Pressure Gage Figure 79-14. Oil Temperature Gage

79-20 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

79 OIL
79-32-00 OIL PRESSURE NOTES
INDICATING SYSTEM
Refer to Figure 79-13. Oil Pressure Gage.

The oil pressure indicating system for each

engine comprises a pressure indicator on
the engine instrument panel, and a pressure
transmitter which provides the electrical signals
to operate the indicator. The indicator dial is
marked P.S.I. OIL PRESS and calibrated from 0
to 100 in increments of 5 psi. The pointer moves
off scale below the zero mark when power is off.
The pressure transmitter is bolted to a mounting
face above the oil temperature bulb connection
on the right side of the engine accessory case.
Power to operate the indicators and transmitters
is 26 VAC routed through 1–ampere fuses
marked OIL PRESS L and R on the overhead
console circuit breaker panel.

79-34-00 OIL
TEMPERATURE
INDICATING SYSTEM
Refer to Figure 79-14. Oil Temperature Gage.

The oil temperature indicating system for each

engine consists essentially of an indicator and
temperature bulb.

T he oil tem perat ure i ndi cat or di als a r e

calibrated from –70° to +150°C in increments
of 10 degrees with numerals at each 50 degrees.
Each indicator is a 28 VDC energized type
operated by an oil temperature bulb installed
in the accessory case of the related engine.
Power to operate the indicators is from the 28
VDC electrical system, routed through the OIL
TEMP L and R 5-ampere circuit breakers on
the main circuit breaker panel.

FOR TRAINING PURPOSES ONLY 79-21

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
79 OIL

RESET PROPS

Figure 79-15. Low Oil Pressure Indication

CAUTION LIGHTS
CAUTION LIGHTS PANEL
DIMMING CONTROL BOX

a L ENGINE
b OIL PRESSURE

c R ENGINE
d OIL PRESSURE

RIGHT
MAIN CIRCUIT BREAKER PANEL A LOW OIL
B PRESSURE
SWITCH
OIL LOW PRESS R 5A

OIL LOW PRESS L 5A

28 VDC

LEFT
B LOW OIL
A PRESSURE
SWITCH

Figure 79-16. Engine Low Oil Pressure Indication System

79-22 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

79 OIL
79-36-00 LOW OIL NOTES
PRESSURE INDICATING
SYSTEM
Refer to:
•• Figure 79-15. Low Oil Pressure Indication.
•• Figure 79-16. Engine Low Oil Pressure
Indication System.
Two low oil pressure caution lights, marked
L ENGINE OIL PRESSURE and R ENGINE
OIL PRESSURE, come on when engine oil
pressure drops to 40 to 42 psi and go out when
engine oil pressure rises to 44 to 46 psi. A
pressure switch on the air exit duct assembly
above the oil cooler, operates the caution light
circuit. The lights are powered through circuit
breakers, marked OIL PRESS L and R on the
main circuit breaker panel.

FOR TRAINING PURPOSES ONLY 79-23

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
79 OIL

79-00-00 SPECIAL TOOLS

Tool No. Name Application
PWC30328 Puller Replaced by PWC50726

PWC30556 Puller

PWC50726 Puller

SD5688–3 Test Box Used to check low oil pressure

indicating system

PWC30518 Puller

PWC50986 Puller, Check Valve Alternate to PWC30518

SD5688–3 Pressure Tester

Barfield Model 2311F with 0-160 psi Pressure Tester

test gauge, nipple AN816–4 and hose
Aeroquip 601000–4–0240

79-00-00 CAUTIONS & WARNINGS

CAUTION
LIMIT ENGINE ROTATION TO SHORTEST TIME NECESSARY TO
ACCOMPLISH COMPLETE DRAINING.

CAUTION
DO NOT USE ULTRASONIC EQUIPMENT.

CAUTION
DO NOT USE PATCH-MAKING PROCEDURE AS A CLEANING PROCEDURE
FOR FILTER ELEMENTS.

WARNING

REFER TO MANUFACTURER’S MATERIAL SAFETY DATA SHEETS FOR

CONSUMABLE MATERIALS INFORMATION SUCH AS: HAZARDOUS INGREDIENTS,
PHYSICAL/CHEMICAL CHARACTERISTICS, FIRE, EXPLOSION, REACTIVITY,
HEALTH HAZARD DATA, PRECAUTIONS FOR SAFE HANDLING, USE AND
CONTROL MEASURES.

Revision 0.5
79-24 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

79 OIL
WARNING

WHEN USING COMPRESSED AIR FOR DRYING, REGULATE TO 29 psig (200

kPa) OR LESS. WEAR GOGGLES OR FACE SHIELD TO PROTECT EYES.

CAUTION
EXERCISE CARE DURING THIS OPERATION, AS PARTS ARE SPRING
LOADED.

CAUTION
PRIOR TO INSERTION OF THE VALVE ASSEMBLY INTO THE HOUSING,
MAKE SURE THE PREFORMED PACKING IS CORRECTLY SEATED ON THE
VALVE SEAT AND IS NOT DISTORTED.

CAUTION
TAPE NUT TO FIRESEAL TO MAKE SURE THAT FRONT LOCKNUT SETTING
IS NOT DISTURBED. THIS WILL AVOID READJUSTMENT OF REVERSING
LINKAGE.

CAUTION
DO NOT MIX DIFFERENT BRANDS OF OIL WHEN CHANGING OR ADDING
OIL BETWEEN CHANGES, SINCE THE CHEMICAL STRUCTURE OF
DIFFERENT BRANDS OF SYNTHETIC OIL MAY DIFFER SUFFICIENTLY TO
MAKE THEM INCOMPATIBLE.

79-00-00 MAINTENANCE PRACTICES

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 79-00-00: Inspection/check of the oil system.

•• AMM 79-00-00: Removal/installation of the oil filter element.
•• AMM 79-00-00: Removal/installation of the oil filter check/bypass valve assembly
(post-SB1247) and (post-SB1379).
•• AMM 79-00-00: Removal/installation of the oil-to-fuel heater check valve.
•• AMM 79-00-00: Replenishing of the oil system.
•• AMM 79-00-00: Low oil pressure indicating functional test.

Revision 0.5
FOR TRAINING PURPOSES ONLY 79-25
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 76
ENGINE CONTROLS
CONTENTS
Page

76 ENGINE CONTROLS
76-00-00 ENGINE CONTROLS.................................................................................. 76-1
General................................................................................................................ 76-1
76-10-00 POWER CONTROL..................................................................................... 76-5
General................................................................................................................ 76-5
Fuel Levers................................................................................................... 76-7
76-10-11 OVERHEAD CONSOLE.............................................................................. 76-9
General................................................................................................................ 76-9
76-20-00 EMERGENCY SHUTDOWN..................................................................... 76-11
General.............................................................................................................. 76-11
76-00-00 MAINTENANCE PRACTICES.................................................................. 76-12
76-00-00 CAUTIONS & WARNINGS....................................................................... 76-13

Revision 0.5
FOR TRAINING PURPOSES ONLY 76-i
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

76-1 Engine Control (Sheet 1 of 2)....................................................................76-2

76-2 Engine Control (Sheet 2 of 2)....................................................................76-3

76 ENGINE CONTROLS
76-3 Powerplant Controls...................................................................................76-4
76-4 Power Quadrant - Power and Propeller Levers............................................76-6
76-5 Overhead Console......................................................................................76-8
76-6 Fuel Emergency Shut-Off Switches.........................................................76-10

FOR TRAINING PURPOSES ONLY 76-iii

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 76
ENGINE CONTROLS

76 ENGINE CONTROLS
76-00-00 ENGINE CONTROLS
GENERAL
Refer to:
•• Figure 76-1. Engine Control (Sheet 1 of 2)
•• Figure 76-2. Engine Control (Sheet 2 of 2)
The engine controls consist of three main systems, power, propeller and fuel. Each system
is basically of the cable and pulley type, with the addition of cable slides in the power and
propeller control systems, to operate microswitches in relation to control lever positions. The
control levers are mounted in the flight compartment overhead console. Provision is made for
the use of rigging pins to facilitate the rigging of each system. Friction dampers are provided
in the overhead console to hold the power and propeller levers in any selected position.

FOR TRAINING PURPOSES ONLY 76-1

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
76 ENGINE CONTROLS

Figure 76-1. Engine Control (Sheet 1 of 2)

76-2 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

76 ENGINE CONTROLS
(CSU)

Figure 76-2. Engine Control (Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY 76-3

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76 ENGINE CONTROLS

Figure 76-3. Powerplant Controls

76-4 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

76-10-00 POWER NOTES

CONTROL
GENERAL
Refer to Figure 76-3. Powerplant Controls.

76 ENGINE CONTROLS
Control of an engine is achieved through the
operation of the power lever control system, the
fuel shut-off control system and the propeller
control system. The control levers for each
system are mounted in the flight compartment
overhead console. A cable attached to each
lever quadrant runs along the aircraft roof,
wing leading edge, and engine nacelle to its
respective control pulley on the engine firewall.
From the control pulleys, a rod or Teleflex
cable is used to actuate the fuel control unit,
fuel shut-off valve and the propeller governor.
Both engines are controlled by identical
systems.

CAUTION
DO NOT SELECT REVERSE
POWER WITH ENGINE
STOPPED, IF BETA CONTROL
IS CONNECTED.

NOTE
For Adjustment/Test of power
control, follow the procedure
with the correct Mod status.

FOR TRAINING PURPOSES ONLY 76-5

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
76 ENGINE CONTROLS

Figure 76-4. Power Quadrant - Power and Propeller Levers

76-6 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Fuel Levers NOTES

The FUEL levers have two-positions, labeled
“ON” and “OFF.” Each lever is pre-loaded to
require deliberate intent to move, and a plastic
guard may be installed to prevent inadvertent
movement from the ON position. The FUEL
lever is mechanically connected to a fuel shut-
off valve (start control valve) between the FCU

76 ENGINE CONTROLS
and the flow divider. Consoles have a spring-
loaded, hinged guard on the front to prevent
inadvertent movement of the fuel levers when
they are in the ON position.

FOR TRAINING PURPOSES ONLY 76-7

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
76 ENGINE CONTROLS

Figure 76-5. Overhead Console

76-8 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

76-10-11 OVERHEAD NOTES

CONSOLE
GENERAL
Refer to Figure 76-5. Overhead Console.

76 ENGINE CONTROLS
The power and propeller levers are fitted
with friction locks and positioning detents.
Incorporated in the overhead console is
a power/propeller lever interlock which
prevents reverse power lever selection at
propeller speeds below 91% rpm. There are
three microswitches mounted in the overhead
console, two are operated by the fuel control
levers in the OFF position and one operated
by the power levers in the reverse range. The
fuel lever microswitches are operated during
the start cycle to change the starter from a
compound motor to a series motor. The power
lever microswitch is operated in the reverse
range to disarm the beta back-up system.

FOR TRAINING PURPOSES ONLY 76-9

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
76 ENGINE CONTROLS

Figure 76-6. Fuel Emergency Shut-Off Switches

76-10 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

76-20-00 EMERGENCY NOTES

SHUTDOWN
GENERAL
As the oil system is an integral part of the
engine, only the fuel system is provided

76 ENGINE CONTROLS
with an emergency shut-off control. The fuel
system emergency shut-off consists essentially
of two emergency shut-off switches, one for
each engine, on the emergency panel and
two firewall shut-off valves. Each switch is
labeled FUEL with marked OFF and NORMAL
positions. The emergency shut-off circuits are
protected by circuit breakers, on the circuit
breaker panel, labeled FUEL SOV L and FUEL
SOV R.

FOR TRAINING PURPOSES ONLY 76-11

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

76-00-00 SPECIAL TOOLS

ITEM NO. DESCRIPTION FUNCTION IDENTIFICATION
-1 Rigging kit (A-F) Used to rig engine controls, comprising SD12574–1
SD12554–1, SD12555–1, SD12556–3, SD12569–1
and SD12569–1 and –3, SD 12570–1 and –3,
SD12573–1 and SD10545–1
76 ENGINE CONTROLS

-2 Rigging kit Used to rig engine controls, comprising SD12555– SD12574–3

1, SD12556–3, SD12570–3, SD12573–3 and
SD10545–1

3 Alignment fixture (A-A) Used to rig fuel shutoff control (included in kit SD12554–1
SD1257–1)

4 Rigging tool Used to rig (power controls) cam cluster (included SD12555–1
in kits SD12574–1 and –3)

5 Rigging tool Used to rig throttle control (FCU) (included in kits SD12556–3
SD12574–1 and –3)

-6 DELETED

7 Rigging pin (A-A) Used to rig FCU (included in kit SD12574–1) SD12569–1

-8 Rigging pin (A-F) Used to rig FCU (included in kit SD12574–1) SD12569–3

9 Rigging pin (A-A) Used to rig propeller governor control on engine SD12570–1
(included in kit SD12574–1)

-10 Rigging pin Used to rig propeller governor control in flight SD12570–3
compartment (included in kits SD12574–1 and –3)

-11 Tool roll (A-A) Holds loose tools (included in kit SD12574–1) SD12573–1

-12 Tool roll (A-G) Holds loose tools (included in kit SD12574–3) SD12573–3

13 Rigging pin Used to rig control pulley (included in kits SD10545–1

SD12574–1 and –3)

76-00-00 MAINTENANCE PRACTICES

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 76-10-00: Rig power lever controls.

•• AMM 76-10-00: Rig fuel shut-off controls.
•• AMM 76-10-00: Rig propeller controls.
•• AMM 76-10-00: Rig beta controls.
•• AMM 76-10-00: Rig cable slides.
•• AMM 76-10-11: Rig power/propeller lever interlock.

Revision 0.5
76-12 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

76-00-00 CAUTIONS & WARNINGS

CAUTION
THE FOLLOWING PROCEDURE FOR TRIMMING CABLE IS FOR P/N
C6CE1351-31 ONLY.

76 ENGINE CONTROLS
CAUTION
DO NOT USE A SOLVENT ON THE CABLE ASSEMBLIES. THE SOLVENT
WILL DESTROY THE INTERNAL LUBRICANT OF THE CABLE AND WILL
MAKE THE CABLE UNFIT FOR USE.

CAUTION
The power levers should not be moved into the BETA/REVERSE range unless the
engine is running. Failure to observe this procedure will result in damage to the
teleflex cable which provides the mechanical linkage.

Revision 0.5
FOR TRAINING PURPOSES ONLY 76-13
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CHAPTER 73
ENGINE FUEL AND CONTROL
CONTENTS
Page
73-00-00 ENGINE FUEL AND CONTROL................................................................ 73-1
Description and Operation.................................................................................... 73-1
73-10-01 OIL-TO-FUEL HEATER.............................................................................. 73-5
Description........................................................................................................... 73-5
73-10-02 FUEL PUMP................................................................................................ 73-7
Description........................................................................................................... 73-7

73 ENGINE FUEL AND CONTROL

73-20-00 FUEL CONTROL UNIT.............................................................................. 73-9
General................................................................................................................ 73-9
Operation............................................................................................................. 73-9
Metering Section........................................................................................... 73-9
73-20-00 FUEL METERING SECTION................................................................... 73-11
High Pressure Relief Valve................................................................................. 73-11
Metering PIN..................................................................................................... 73-11
ByPass Valve and Acceleration Dome Assembly................................................ 73-11
73-10-06 PNEUMATIC SOURCE (P3)..................................................................... 73-13
73-20-00 FUEL CONTROL UNIT............................................................................ 73-15
Power Input and Speed Governing Section ........................................................ 73-15
Computing Section............................................................................................. 73-15
Interconnecting Coupling................................................................................... 73-16
73-10-04 START FLOW CONTROL VALVE............................................................ 73-19
Minimum Pressurizing Valve.............................................................................. 73-19
Sliding Piston..................................................................................................... 73-19

Revision 0.5
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Page
Transfer Valve.................................................................................................... 73-19
73-10-05 FUEL MANIFOLD AND NOZZLES............................................................ 73-23
Description......................................................................................................... 73-23
Fuel Manifold............................................................................................. 73-23
Fuel Manifold Adapter Assemblies.............................................................. 73-23
73-00-00 ENGINE FUEL AND CONTROL.............................................................. 73-27
Engine Starting.................................................................................................. 73-27
Acceleration....................................................................................................... 73-27
Governing.......................................................................................................... 73-27
73 ENGINE FUEL AND CONTROL

Altitude Compensation....................................................................................... 73-27

Deceleration....................................................................................................... 73-28
Reverse Thrust................................................................................................... 73-28
Power Turbine Limiting...................................................................................... 73-28
Engine Shutdown (Flow Divider Installation)...................................................... 73-28
Engine Shutdown (Starting Control Installation)................................................. 73-28
73-10-06 FUEL DRAIN VALVES............................................................................. 73-29
Description......................................................................................................... 73-29
73-30-11 FUEL FLOW INDICATING SYSTEM ...................................................... 73-31
General.............................................................................................................. 73-31
Fuel Flow Indicating System....................................................................... 73-31
Fuel Flow Indicators................................................................................... 73-31
Fuel Flow Transmitter................................................................................. 73-31
73-00-00 SPECIAL TOOLS...................................................................................... 73-32
73-00-00 MAINTENANCE PRACTICES.................................................................. 73-32
73-00-00 CAUTIONS & WARNINGS....................................................................... 73-32

Revision 0.5
73-ii FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
73-1 PT6A Engine Fuel System (Typical)..........................................................73-2
73-2 Fuel Heater................................................................................................73-4
73-3 Typical Fuel Pump.....................................................................................73-6
73-4 Fuel Pump Schematic................................................................................73-6
73-5 PT6A Engine (Typical)..............................................................................73-8
73-6 Acceleration Dome..................................................................................73-10
73-7 P3 Source................................................................................................73-10
73-8 Heated P3 Pipe........................................................................................73-12

73 ENGINE FUEL AND CONTROL

73-9 P3 Filter...................................................................................................73-12
73-10 FCU/Governor Drive Body Assembly - Operation...................................73-14
73-11 
FCU Governor & Plastic Coupling..........................................................73-16
73-12 PT6A Engine (Typical) (Sheet 1 of 2)......................................................73-18
73-13 PT6A Engine (Typical) (Sheet 2 of 2)......................................................73-20
73-14 Fuel Manifold Assembly - Cross-Section.................................................73-22
73-15 Fuel Manifold Assembly..........................................................................73-24
73-16 Fuel Control Unit.....................................................................................73-26
73-17 Fuel Flow Indicators................................................................................73-30
73-18 Fuel Flow Transmitter..............................................................................73-30

Revision 0.5
FOR TRAINING PURPOSES ONLY 73-iii
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CHAPTER 73
ENGINE FUEL AND CONTROL

73 ENGINE FUEL AND CONTROL

73-00-00 ENGINE FUEL AND CONTROL
DESCRIPTION AND OPERATION
The fuel control system consists of an oil-to-fuel heater, fuel pump, fuel control unit, starting
control / flow divider and dump or purge valve, dual fuel manifold with 14 simplex nozzles, fuel
drain valves and interconnecting pneumatic sense lines. For purposes of description, the system
also includes the interrelationship of the propeller governor and the power turbine, although further
information relating to the propeller governor is contained in Chapter 61.

The fuel pump delivers fuel to the fuel control unit (FCU), which determines the correct fuel
schedule for engine steady-state operation and acceleration.

The flow divider supplies the metered fuel flow to the primary and secondary manifolds as required.

Full propeller control during forward and reverse thrust operation is provided by the propeller
governor package, which contains a normal propeller governing (CSU) section, a reverse valve
and a power turbine governing section (N F). The N F section provides power turbine overspeed
protection during normal operation. During reverse thrust operation, the propeller governing section
is inoperative and control of the power turbine speed is accomplished by the NF governor section.

FOR TRAINING PURPOSES ONLY 73-1

73-2 73 ENGINE FUEL AND CONTROL

FUEL NOZZLE
STARTING FLOW CONTROL DUMP
MIN. PRESSURE
VALVE

MIN.
FLOW ACCEL.
DRAIN DRAIN STOP ADJ.

TWIN OTTER SERIES

FCU CUT-OFF
PLUNGER TRANSFER
GOVERNOR VALVE
BELLOWS BYPASS
FOR TRAINING PURPOSES ONLY

VALVE BLEED TO TANK

PROPELLER
GOVERNER FILTER
BYPASS
RESET VALVE
ARM FUEL
PRESSURE
PUMP

MAINTENANCE TRAINING MANUAL

MAX. RELIEF
FLOW VALVE 10
ACCEL. STOP MICRON
BELLOWS IDLE SPEED FILTER
(EVACUATED) ADJ.
MINIMUM
GOVERNOR TO POWER
ADJUSTMENT LEVER
ENRICHMENT
GOVERNING
P1 PUMP DELIVERY FUEL ORIFICE
ORIFICE
DRAIN
P2 METERED FUEL
Po BYPASS FUEL COUPLING
NG GOVERNOR Pa
SECONDARY FUEL
BYPASS
P3 COMPRESSOR DISCHARGE Px METERING ORIFICE
PRESSURE
Px ACCELL. PRESSURE REG.VALVE
P3 AIR
Py GOVERNING PRESSURE 74 MICRON
P3 FILTER
STRAINER FUEL INLET
Revision 0.5

Figure 73-1. PT6A Engine Fuel System (Typical)

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73 ENGINE FUEL AND CONTROL

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 73-3

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73 ENGINE FUEL AND CONTROL

Figure 73-2. Fuel Heater

73-4 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-10-01 OIL-TO-FUEL NOTES

HEATER
DESCRIPTION
Refer to Figure 73-2. Fuel Heater.

The oil-to-fuel heater, at the top of the accessory

gearbox at the rear of the engine and bolted to
flange G, the heat exchanger utilizes heat from
the engine lubricating oil system to preheat the
fuel in the fuel system. The heater incorporates
in honeycomb two-pass oil circuit and a two-pass
fuel circuit. A fuel temperature-sensing oil bypass
valve regulates the fuel temperature by either
allowing oil to flow through the heater circuit, or to
bypass it. Oil flow from the outlet passes through
the oil return check valve and back to tank.

73 ENGINE FUEL AND CONTROL

OPERATION
The temperature-sensing oil bypass (thermal
element) valve consists of a highly expansive
material sealed in a metallic chamber. The
expansion force is transmitted through a
diaphragm and plunger to a piston. Since
the element only exerts an expansive force,
it is counterbalanced by a return spring
which provides a contracting force during
decreases in temperature. The element senses
the temperature of the outlet fuel and at
temperatures above 21°C (70°F), starts to close
the core valve and simultaneously open the
bypass valve. At 32°C (90°F), the core valve is
completely closed and oil bypasses the heater
core. The oil return check valve acts one way
allowing oil flow to tank.

Revision 0.5
FOR TRAINING PURPOSES ONLY 73-5
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 73-3. Typical Fuel Pump

73 ENGINE FUEL AND CONTROL

Figure 73-4. Fuel Pump Schematic

73-6 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-10-02 FUEL PUMP CAUTION

If engine runs 10 hours without
DESCRIPTION the assist of airframe pumps
the P&W Maintenance manual
Refer to: States, “The pump must be
removed, and replaced and sent
•• Figure 73-3. Typical Fuel Pump. to an approved overhaul facility.
•• Figure 73-4. Fuel Pump Schematic.
Estimated Pump Capacity PT6A-27
The engine-driven fuel pump is a positive
displacement gear-type pump, on a pad at the 2 NG Estimated Pressure
o’clock position on the rear face of the accessory
15% 141
gearbox. The pump incorporates spring and
pressure loaded bushings and is shaft-driven 25% 390
off the accessory gearbox. A splined coupling
100% 850 to 1000
is used to transmit the geartrain drive to the
pump gears; the coupling splines are lubricated
by oil mist from the gearbox via a hole in the
NOTE

73 ENGINE FUEL AND CONTROL

associated gearshaft. Another coupling, on the
other side of the pump gears, is used to transmit The AFM states that if any one
a speed signal to the fuel control unit (FCU). airframe fuel tank does not have
at least one (1) operational pump
Fuel from the oil-to-fuel heater enters the fuel providing positive fuel pressure
pump chamber through a 74-micron (200-mesh) to the inlet of the engine fuel
inlet screen. The inlet screen is spring-loaded pump, aircraft altitudes must be
and, should it become blocked, the increase in maintained below 10,000 feet.
differential pressure overcomes the spring at
1.5 PSID and allows unfiltered fuel to flow into
the pump chamber. The pump gears increase
the fuel pressure and deliver it to the FCU via
a 10-micron filter in the pump outlet and an
external transfer hose assembly. Seepage fuel
drain connection points are provided to conduct
fuel to an airframe collection point. A bypass
valve opens at 20 PSID in case of blockage in
the pump body, enable unfiltered high pressure
fuel to flow to the FCU in the event of the outlet
filter becoming blocked. An internal passage
originating at the mating face of the FCU
returns bypass fuel from the FCU metering
valve directly into the pump gears. A pressure
regulating valve in the bypass line serves to
pressurize the bearings and direct excess bypass
fuel to the pump fuel inlet, downstream of the
inlet screen.

Revision 0.5
FOR TRAINING PURPOSES ONLY 73-7
73-8 73 ENGINE FUEL AND CONTROL

FUEL NOZZLE
STARTING FLOW CONTROL DUMP
MIN. PRESSURE
VALVE

MIN.
FLOW ACCEL.
DRAIN DRAIN STOP ADJ.

TWIN OTTER SERIES

FCU CUT-OFF
PLUNGER TRANSFER
GOVERNOR VALVE
BELLOWS BYPASS
FOR TRAINING PURPOSES ONLY

VALVE BLEED TO TANK

PROPELLER
GOVERNER FILTER
BYPASS
RESET VALVE
ARM FUEL
PRESSURE
PUMP

MAINTENANCE TRAINING MANUAL

MAX. RELIEF
FLOW VALVE 10
ACCEL. STOP MICRON
BELLOWS IDLE SPEED FILTER
(EVACUATED) ADJ.
MINIMUM
GOVERNOR TO POWER
ADJUSTMENT LEVER
ENRICHMENT
GOVERNING
P1 PUMP DELIVERY FUEL ORIFICE
ORIFICE
DRAIN
P2 METERED FUEL
Po BYPASS FUEL COUPLING
NG GOVERNOR Pa
SECONDARY FUEL
BYPASS
P3 COMPRESSOR DISCHARGE Px METERING ORIFICE
PRESSURE
Px ACCELL. PRESSURE REG.VALVE
P3 AIR
Py GOVERNING PRESSURE 74 MICRON
P3 FILTER
STRAINER FUEL INLET

Figure 73-5. PT6A Engine (Typical)

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-20-00 FUEL CONTROL The metering valve consists of a contoured

needle operating in a sleeve, and regulating the
UNIT flow of fuel by varying the orifice area. Fuel
flow after initial start is a function of metering
valve position only because the bypass valve
GENERAL maintains an essentially constant differential
pressure across the orifice regardless of fuel
The fuel control unit (FCU) is on the rear flange
input or discharge pressure variations.
of the fuel pump. A splined coupling between
the pump and the FCU transmits a speed signal,
The engines incorporate a minimum
proportional to compressor turbine speed (NG),
pressurizing valve and a cut-off valve. The
to the governing section in the FCU. The FCU
function of the pressurizing valve is to maintain
determines the fuel schedule for the engine to
sufficient pressure within the FCU to maintain
provide the power required as established by
correct fuel metering. The fuel cut-off valve
controlling the speed of the compressor. Engine
provides a positive means of shutting off fuel
power output is directly dependent upon N G .
flow to the engine. During normal operation,
Control of the NG is done by regulating the the valve is fully open and offers no restriction
amount of fuel to the combustion section of to the flow of fuel. The valve is operated by a
the engine. cut-off lever which is mechanically linked to

73 ENGINE FUEL AND CONTROL

the start flow valve.
OPERATION
An external adjustment is provided on the
Refer to Figure 73-5. PT6A Engine (Typical). bypass valve spring cover to permit variation
of acceleration rate, and acceleration matching,
on multi-engined installations.
Metering Section
The FCU is supplied with fuel at pump pressure Variations in specific gravity of the fuel
(P1). Fuel flow is established by a metering resulting from changes in fuel temperature is
valve and bypass valve system, with P1 fuel compensated for with bimetallic disks installed
supplied to the metering valve input. The fuel under the bypass valve spring.
pressure immediately after the metering valve
is called metered fuel (P2), which flows to
the starting control unit. The bypass valve
maintains an essentially constant fuel pressure
differential (P1 minus P2) across the metering
valve. The orifice area of the metering valve is
changed by valve movement to meet specific
engine requirements, with fuel pump output
(P1) in excess of requirements returned, via
internal passages in the FCU and pump, to
the pump inlet downstream of inlet screen.
Bypassed fuel is referred to as Po fuel. The
bypass valve consists of a sliding valve
operating in a ported sleeve and is actuated
via a diaphragm and spring. In operation, the
spring force is balanced by the P1 minus P2
differential operating on the diaphragm. The
valve is always in a position to maintain the
P1 minus P2 difference, and to bypass Po fuel
in excess of engine requirements.

FOR TRAINING PURPOSES ONLY 73-9

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
73 ENGINE FUEL AND CONTROL

Figure 73-6. Acceleration Dome

Figure 73-7. P3 Source

73-10 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-20-00 FUEL BYPASS VALVE AND

METERING SECTION ACCELERATION DOME
ASSEMBLY
HIGH PRESSURE RELIEF Refer to Figure 73-6. Acceleration Dome.
VALVE
The purpose of the unit is to ensure a constant
As the P1 fuel enters the FCU the first item is supply of pressurized fuel to FCU. It maintains
the high pressure relief valve. Located next to 17 to 23 psi differential ensuring pressure input
the fuel inlet in the FCU. It is spring loaded to is always greater than output. It accomplishes
relieve any excess fuel pressure above 1000 this task by passing excess (P1) fuel back to the
psi. Excess fuel is returned to inlet of EDP. inlet of the engine driven pump. Incorporated
Subject to Mod status some of this fuel could within the bypass valve are bi-metallic washers
be returned to the fuel tank. which sense fuel temp changes (specific
gravity) and compensate for all approved
fuels. Abnormal T 5, WF, N G and potentially
METERING PIN T Q indications will noted when using fuels
other than approved fuels. Adjustments to
The metering pin moves in a controlled manner

73 ENGINE FUEL AND CONTROL

the acceleration dome can be used to allow
to allow fuel flow from the unmetered P1 area
matching of engines for rigging purposes.
to the metered P2 area. The metering pin has
two travel stops. The max flow stop is fixed
and the min flow stop which is adjustable. Min
flow stop is never closed and allows for NG
less than normal idle. It is not temperature or
altitude compensated. Adjustment criteria are
specified in the P&W maintenance manual.
Incorrect adjustments of the min flow stop
can potentially cause flameouts.

The metered P2 pressure will be felt on top of

the minimum pressurizing valve directed to the
start control valve.

FOR TRAINING PURPOSES ONLY 73-11

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
73 ENGINE FUEL AND CONTROL

Figure 73-9. P3 Filter

Figure 73-8. Heated P3 Pipe

73-12 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-10-06 PNEUMATIC NOTES

SOURCE (P3)
Refer to:

•• Figure 73-7. P3 Source.

•• Figure 73-8. Heated P3 Pipe.
•• Figure 73-9. P3 Filter.

Compressor discharge (P3) air is ported from

the compressor case at the 5 o’clock position
and routed through an electrically heated line
across the engine intake area to the accessory
gearbox area. The electrically heated line
terminates in the accessory gearbox area. At
this location there are several configurations,
which could be installed. On some original

73 ENGINE FUEL AND CONTROL

installations a P3 temp compensator was
installed and then removed, as it was not
effective. This modification added a P3 air
fitting would have a Px restrictor (0.080”
orifice) to dampen pneumatic action as air
enters the pneumatic (computing) section of
the FCU.

NOTE
A 3-Micron throwaway P3 air filter
was added then, later changed to
10-Micron Durable. Electronic
cleaning only not ultra sonic.

Then the filter system was removed completely

and only the restrictor remains. This air is
then routed through another electrically heated
line to the FCU. At the FCU the air will pass
through a metered orifice and it will now be
identified as Px air.

NOTE
On FCU change do not mix restrictor
elbow with standard elbow. Restrictors
modify P3 air to provide Px
(enrichment) and Py (governing) air.

FOR TRAINING PURPOSES ONLY 73-13

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Pa
Px
SPEED ENRICHMENT VALVE OPEN

Py
GOVERNOR LEVER
ENRICHMENT LEVER

GOVERNOR
VALVE CLOSED
73 ENGINE FUEL AND CONTROL

NOTE LOCATION
OF GAP
VIEW B
VIEW A ENRICHMENT LEVER
GOVERNOR LEVER
SPEED ENRICHMENT
VALVE CLOSED
SPEED ENRICHMENT AND GOVERNOR VALVE OPEN
GOVERNOR VALVES CLOSED

NOTE
LOCATION
OF GAP

VIEW C VIEW D
GOVERNOR WEIGHT FORCE GOVERNOR WEIGHT FORCE
OVERCOMES FORCE OF OVERCOMES FORCE OF
SMALL SPRING LARGE SPRING

Figure 73-10. FCU/Governor Drive Body Assembly - Operation

73-14 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-20-00 FUEL CONTROL valve will open if the NG increases sufficiently

to cause the weight force to overcome the force
UNIT of the larger spring. At this point, the governor
valve will be open (Figure 73-10, View D).
Refer to Figure 73-10. FCU/Governor Drive
Body Assembly - Operation. A drain hole is incorporated to vent the inner
cavity to ambient atmospheric pressure (Pa).
POWER INPUT AND SPEED Modified compressor discharge pressure (Px)
is bled off to the atmosphere when the governor
GOVERNING SECTION valve is open.
The enrichment lever provides a mechanical
link between the governor spool and governor COMPUTING SECTION
lever. The power input shaft incorporates a
speed scheduling cam which depresses a cam The computing section consists of an evacuated
follower lever when power is increased. A (acceleration) bellows and a governing bellows
spring connects the cam follower lever to the connected by a common rod. The end of the
governor lever. The governor lever is pivoted acceleration bellows, opposite the rod, is attached
and one end operates against an airflow to the body casting. The acceleration bellows
restrictor to form the governor valve. The provides an absolute pressure reference. The

73 ENGINE FUEL AND CONTROL

enrichment lever pivots at the same point as the governor bellows is secured in the body cavity
governor lever and has two extensions which and its function is similar to that of a diaphragm.
straddle a portion of the governor lever so Movement of the bellows is transmitted to the
that after a slight movement, a gap closes and metering valve by the cross shaft and associated
both levers move together. A smaller spring levers. The cross shaft moves within a torque
connects the enrichment lever to the governor tube assembly which is attached to the cross
lever. A roller on the arm of the enrichment shaft near the bellows lever. The torque tube
lever contacts the end of the governor spool. is secured in the body casting at the opposite
end by an adjustment bushing. Therefore, any
The speed scheduling cam applies tension to rotational movement of the cross shaft will
the governor spring through an intermediate result in an increase and decrease in the force of
lever/cam roller linkage which applies a force the torque tube. The torque tube forms the seal
to close the governor valve. between the computing and metering sections of
the FCU. The tube is positioned during assembly
As the drive shaft revolves, it rotates a table to provide a force in a direction tending to close
to which the governor weights are attached. the metering valve while the governor bellows
Small levers on the inner face of the weights act against this force to open the valve. Py
contact the base of the governor spool. As the pressure is applied to the outside of the governor
Ng increases, the drive shaft rotates faster; bellows, while Px pressure is applied to the
this causes the weights to pivot outward under inside of the bellows and to the outside of the
centrifugal force, which in turn causes the acceleration bellows.
small levers to exert an increasing force on
the spool. This moves the spool outward on its The tube is positioned during assembly to
shaft to bear against the enrichment lever roller. provide a force in a direction tending to
As governor weight force overcomes opposing close the metering valve while the governor
spring force, the governor valve is opened. The bellows act against this force to open the valve.
enrichment lever will start to move whenever Py pressure is applied to the outside of the
the NG increases enough to cause the weight governor bellows, while Px pressure is applied
force to overcome the force of the smaller to the inside of the bellows and to the outside
spring, until the lever contacts the governor of the acceleration bellows.
lever (Figure 73-10, View C). The governor

FOR TRAINING PURPOSES ONLY 73-15

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

For explanation purposes, the governor bellows INTERCONNECTING COUPLING

is shown as a diaphragm. Py pressure is applied
to one side of the “diaphragm” and Px pressure Refer to Figure 73-11. FCU Governor &
is applied to the other side. Px pressure is Plastic Coupling.
also applied to the outside of the acceleration
bellows which is also attached to the diaphragm. Plastic coupling connects the fuel pump rotational
The force of Px applied against the acceleration drive to the governor section of the FCU.
bellows is cancelled by application of the same
pressure on an equal area of the diaphragm,
as the forces act in opposite directions. All
pressure forces applied to the computing
section can be resolved into forces acting on
the diaphragm only. The forces are:

1. Py pressure acting on the entire surface on

one side.
2. Px pressure acting on the opposite surface
partially cancelled by the effect of Px
acting on the face of the evacuated bellows
73 ENGINE FUEL AND CONTROL

connected to the governor bellows.

Any change in Py will therefore have more
effect on the diaphragm than an equal
change in Px pressure, due to difference in
effective area. Figure 73-11. F
 CU Governor & Plastic
Coupling
Px and Py vary with changing engine
operating conditions as well as inlet air
temperature. When both pressures increase
simultaneously, as during acceleration,
the bellows cause the metering valve to
move in an opening direction. When Py
decreases as the desired NG is approached
(for governing after acceleration), the
bellows will travel to reduce the opening
of the metering valve. When both pressures
decrease simultaneously, the bellows will
travel to reduce the metering valve opening
because a change in Py is more effective
than the same change in Px. This occurs
during deceleration and moves the metering
valve to its minimum flow stop.

73-16 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73 ENGINE FUEL AND CONTROL

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 73-17

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

BYPASS

NO.1
PLUNGER MANIFOLD

TRANSFER
FUEL VALVE
INLET

NO.2
MANIFOLD

DUMP
73 ENGINE FUEL AND CONTROL

MIN.PRESSURE
VALVE
A CUTOFF & DUMP POSITION

NO.1
MANIFOLD

FUEL
INLET

NO.2
MANIFOLD

B RUN POSITION

NOTE 1
NO.1 MANIFOLD BOSS ROTATED 90° FOR
PURPOSES OF ILLUSTRATION IN VIEW A&B

Figure 73-12. PT6A Engine (Typical) (Sheet 1 of 2)

73-18 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-10-04 START FLOW CAUTION

CONTROL VALVE The fuel lever must be in the
off position when the engine
Refer to Figure 73-12. PT6A Engine is shutdown. Failure to check
(Typical) (Sheet 1 of 2). fuel lever position can result
in fuel being transmitted to the
The fuel cut-off valve or start flow control combustion chamber any time
valve is a two-position valve, “ON” and “OFF” that the engine is rotated by the
and it receives metered fuel from the FCU. It starter for any reason.
is controlled from the cockpit fuel levers, one
for each engine. The start flow control valve
will have five ports. Fuel inlet from the FCU,
a dump connected to the environmental can, a
bypass to port fuel back to the EDP and two
ports for delivering fuel to the fuel nozzles.

MINIMUM PRESSURIZING

73 ENGINE FUEL AND CONTROL

VALVE
The first component the fuel will be introduced
to is the minimum-pressurizing valve. Its’
purpose is to prevent any flow to the
combustion chamber unless there is adequate
fuel pressure. The minimum pressurizing valve
will open when pressure is greater than 75 to 85
PSID. If “Fuel On” has not been selected the
fuel will be vented back to the EDP. This is to
purge the fuel lines.

SLIDING PISTON
Moving the fuel control lever will actuate the
piston. Selecting the “Fuel On” position it
allows fuel into the start flow control valve.
When the “Fuel Off” selection is made the fuel
being sent to the start flow control valve will
be ported back to the EDP and any fuel in the
nozzles and manifolds will be ported to the
environmental can.

TRANSFER VALVE
On initial “Fuel On” selection, start flow
control valve fuel flow will be restricted to the
primary nozzles. When gas generator rotational
speed reaches 25 to 35% the transfer valve
will open and allow fuel to also flow to the
secondary nozzles.

FOR TRAINING PURPOSES ONLY 73-19

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
73 ENGINE FUEL AND CONTROL

Figure 73-13. PT6A Engine (Typical) (Sheet 2 of 2)

73-20 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73 ENGINE FUEL AND CONTROL

PAGE INTENTIONALLY LEFT BLANK

Revision 0.5
FOR TRAINING PURPOSES ONLY 73-21
73-22 73 ENGINE FUEL AND CONTROL

FUEL NOZZLE SHEATH FUEL NOZZLE

COMBUSTION
CHAMBER LINER
ASSEMBLY GAS GENERATOR

TWIN OTTER SERIES

CASE ASSEMBLY
FOR TRAINING PURPOSES ONLY

MAINTENANCE TRAINING MANUAL

PRIMARY FUEL
MANIFOLD ADAPTER SECONDARY FUEL
ASSEMBLY FLOW MANIFOLD MANIFOLD ADAPTER
INLET ADAPTER ASSEMBLY

PRIMARY ADAPTER SECONDARY ADAPTER

Figure 73-14. Fuel Manifold Assembly - Cross-Section

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-10-05 FUEL MANIFOLD The combustion chamber liner is supported

within the gas generator case by the fuel nozzle
AND NOZZLES sheaths. The sheaths act as spigots and pass
through suspension brackets welded to the
outer wall of the liner.
DESCRIPTION
Refer to Figure 73-14. Fuel Manifold NOTE
Assembly - Cross-Section.
Other types of fuel collector
systems, which meet EPA
Fuel Manifold requirements, are available.
Check the AFM supplement for
The dual fuel manifold delivers metered fuel
the type installed.
from the flow divider or starting flow control,
as applicable, to the primary and secondary fuel
nozzles. The manifold consists of 14 adapter
assemblies (Pre-SB1372 - seven primary, six
secondary and a secondary inlet adapter; for
Post-SB1372 engines - ten primary, three
secondary and a secondary inlet adapter). The

73 ENGINE FUEL AND CONTROL

adapters are interconnected by pairs of fuel
transfer tubes and are each secured to their
respective bosses on the gas generator case by
same two bolts.

Locking plates, secured by the same two bolts,

maintain the transfer tubes in position.

The adapters and transfer tubes are sealed with

gaskets and preformed packings, respectively.

Fuel Manifold Adapter Assemblies

Each fuel manifold adapter assembly
incorporates a simplex, single orifice fuel nozzle.

An internal passageway connects the nozzle to

its respective primary or secondary bore in the
adapter body. The sheath and nozzles extend
through the gas generator case and combustion
chamber liner, and are positioned so that they
produce a tangential spray from one nozzle to
the next in the liner. Holes in the sheath allow
cooling air, from the space between the gas
generator case and liner, to pass within the
sheath and out through the nozzle aperture; this
air, in addition to cooling the tip of the nozzle,
also assists in fuel atomization.

FOR TRAINING PURPOSES ONLY 73-23

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

GLOW PLUG OR
SPARK IGNITER

POST SB 1372
SECONDARY FUEL
MANIFOLD ADAPTER
ASSEMBLY
73 ENGINE FUEL AND CONTROL

GLOW PLUG OR
SPARK IGNITER

LEGEND
P - PRIMARY ADAPTER ASSEMBLY
S - SECONDARY ADAPTER ASSEMBLY

MARK NUMBERS ON
GAS GENERATOR
CASE

GROW PLUG

PRE SB 1372
PRIMARY FUEL
MANIFOLD ADAPTER
ASSEMBLY

GLOW PLUG

FUEL MANIFOLDS
AS VIEWED FROM REAR OF ENGINE

Figure 73-15. Fuel Manifold Assembly

73-24 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-10-05 SIMPLEX NOTES

SPRAY NOZZLES
The fuel nozzle tips (swirl-type) provide a finely
atomized fuel spray in the annular combustion
chamber liner. Each fuel nozzle assembly is
secured to an individual fuel manifold adapter,
which extends into the combustion chamber
liner. The nozzle assembly consists of a sheath,
a spray nozzle, and a tip protected by a fine
strainer. The sheath, which functions as a heat
shield, fits over the fuel nozzle assembly. It is
perforated at the flange end to permit the entry
of compressor discharge air, which cools the
nozzle tip and helps atomize the fuel sprayed
through a hole drilled in the lower side of the
sheath. The fuel nozzles are positioned on
the adapters so as to produce a continuous

73 ENGINE FUEL AND CONTROL

tangential spray from one nozzle to the next in
the combustion chamber liner. The combustion
chamber liner is located and supported by the
fuel nozzle sheaths.

FOR TRAINING PURPOSES ONLY 73-25

73-26 73 ENGINE FUEL AND CONTROL

FUEL NOZZLE
STARTING FLOW CONTROL DUMP
MIN. PRESSURE
VALVE

MIN.
FLOW ACCEL.
DRAIN DRAIN STOP ADJ.

TWIN OTTER SERIES

FCU CUT-OFF
PLUNGER TRANSFER
GOVERNOR VALVE
BELLOWS BYPASS
FOR TRAINING PURPOSES ONLY

VALVE BLEED TO TANK

PROPELLER
GOVERNER FILTER
BYPASS
RESET VALVE
ARM FUEL
PRESSURE
PUMP

MAINTENANCE TRAINING MANUAL

MAX. RELIEF
FLOW VALVE 10
ACCEL. STOP MICRON
BELLOWS IDLE SPEED FILTER
(EVACUATED) ADJ.
MINIMUM
GOVERNOR TO POWER
ADJUSTMENT LEVER
ENRICHMENT
GOVERNING
P1 PUMP DELIVERY FUEL ORIFICE
ORIFICE
DRAIN
P2 METERED FUEL
Po BYPASS FUEL COUPLING
NG GOVERNOR Pa
SECONDARY FUEL
BYPASS
P3 COMPRESSOR DISCHARGE Px METERING ORIFICE
PRESSURE
Px ACCELL. PRESSURE REG.VALVE
P3 AIR
Py GOVERNING PRESSURE 74 MICRON
P3 FILTER
STRAINER FUEL INLET

Figure 73-16. Fuel Control Unit

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-00-00 ENGINE FUEL ACCELERATION

AND CONTROL As the power control lever is advanced above
idle setting, the speed scheduling cam is
repositioned, moving the cam follower lever to
ENGINE STARTING increase the governor spring force.
The engine starting cycle is initiated with the
The governor spring then overcomes the
power control lever placed in the IDLE position
flyweights and moves the lever, closing the
and the fuel condition or starting control lever in
governor valve. Px and Py pressures immediately
CUTOFF. The ignition and starter are switched
increase, causing the metering valve to move in
on and, when the required NG ignition speed is
an opening direction. Acceleration is then a
attained, the fuel condition or starting control
function of increasing Px (Px=Py).
lever is advanced to RUN position. Following
ignition, the engine accelerates to idle speed.
As the NG, and consequently the NF, increase,
the propeller governor increases the pitch of
During the starting sequence, the metering
the propeller blades to control the N F at the
valve in the FCU is in a low flow position.
selected speed and applies the increased power
As the compressor accelerates, the discharge
as additional thrust. Acceleration is complete
pressure (P3) increases. This creates an increase

73 ENGINE FUEL AND CONTROL

when the centrifugal force of the governor
in Px pressure, which is modified P3 acting
flyweight again overcomes the governor spring
on one side of the bellows assembly and Py,
and opens the governor valve.
which is modified Px, on the opposite side. Py
is the governing pressure and acts on a greater
surface area of the bellows. The increase in GOVERNING
pressure sensed by the bellows causes the
metering valve to move in an opening direction. Once the acceleration cycle has been
Excess fuel supplied by the fuel pump will pass established, any variation in engine speed
via the bypass valve back to the tank. When from the selected speed will be sensed by
the NG approaches idle speed, the centrifugal the NG governor flyweights and will result
force of the NG governor flyweights begins in increased or decreased weight force. This
to overcome the governor spring force and change in weight force will cause the governor
opens the governor valve, bleeding off Py valve to either open or close; this will then be
pressure. This creates a Px-Py differential reflected by the change in fuel flow necessary
which causes the metering valve to move in a to re-establish the selected speed. When the
closing direction until the required-to-run idle FCU is governing, the governor valve will be
speed fuel flow is obtained. Any variation in maintained in a regulating or floating position.
engine speed from the selected (idle) speed
will be sensed by the NG governor flyweights
and will result in increased or decreased weight
ALTITUDE COMPENSATION
force. This change will cause movement of the
Altitude compensation is automatic since the
governor valve which will then be reflected
acceleration bellows assembly in the FCU
by a differing Px to Py relationship and cause
computing section is evacuated and affords
the metering valve to move to re-establish the
an absolute pressure reference. Compressor
correct fuel flow and hence NG speed.
discharge air (P3) is a measurement of engine
speed and air density. Px is proportional to
P3, so it will decrease with a decrease in air
density. This is sensed by the acceleration
bellows which act to reduce fuel flow on
acceleration at altitude.

FOR TRAINING PURPOSES ONLY 73-27

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

DECELERATION POWER TURBINE LIMITING

When the engine power control lever is retarded, The N F governing section of the propeller
the speed scheduling cam is rotated to a lower governor senses Py pressure via an external
point on the cam rise. This reduces the governor line from the computing section of the FCU. If
spring force and allows the governor valve to a power turbine overspeed should occur during
move in an opening direction. The resulting forward thrust operation, the N F governing
drop in Py pressure moves the metering valve orifice will be opened, under the influence of
in a closing direction until it contacts the Wf the governor flyweights and lever movement,
minimum flow stop. This stop ensures sufficient to bleed off Py pressure. This causes a decrease
metered fuel flow to the engine to prevent in Py pressure at the computing section of the
flameout. The engine continues to decelerate FCU causing the metering valve to move in a
until the governor flyweight force decreases closing direction, thus reducing fuel flow and
to balance the governor spring force at the set consequently NG and NF speeds.
governing position.
ENGINE SHUTDOWN
REVERSE THRUST (FLOW DIVIDER INSTALLATION)
Reverse thrust can be obtained at any propeller
73 ENGINE FUEL AND CONTROL

The integral cutoff valve in the FCU provides a

speed provided that the forward speed of the
positive means of shutting off fuel flow to the
aircraft after landing or during taxiing is not high
engine. During normal engine operation the
enough to cause propeller windmilling at speeds
valve is fully open and offers no restriction to
near the selected rpm. The idle setting and fuel
the metered fuel flow to the engine. The engine
cut-off is controlled by the fuel cut-off lever in the
is shut down by moving the fuel condition lever
cockpit. The power lever linkage is used only to
in the cockpit to CUTOFF. Fuel is returned
increase or decrease power.
to the fuel pump inlet via the internal bypass
passages and ports in the FCU and pump. Fuel
The FCU speed scheduling cam has a single
in the primary and secondary manifolds is
contoured lobe operated through a cam box which
drained via the dump valve ports in the flow
permits the scheduling of full power at each end
divider and dump valve, or for flow divider and
of the power control lever travel. When the power
purge valve installations, purged by compressed
control lever is moved to the REVERSE THRUST
air into the combustion chamber and burned.
position, the propeller pitch control and the FCU
are integrated. Increased power control lever
movement toward FULL REVERSE position ENGINE SHUTDOWN
will increase compressor turbine speed (NG) and
propeller (reverse) pitch. The propeller governor
(STARTING CONTROL
is maintained in an underspeed condition in the INSTALLATION)
reverse thrust range by controlling propeller
speed with the N F governing section of the The engine is shut down by moving the starting
propeller control (CSU). control lever to the CUTOFF position.

If the N F exceeds the desired speed, the N F This action mechanically moves the plunger to
governing orifice will open to decrease the its cut-off and dump position; this movement
Py pressure in the computing section of the blocks off metered fuel to the manifold, while
FCU and cause a reduction in fuel flow and NF at the same time allowing residual fuel in the
speed, thereby limiting the propeller speed and manifold to drain, via ports in the control.
maintaining the CSU in an underspeed condition.

73-28 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-10-06 FUEL DRAIN NOTES

VALVES
DESCRIPTION
The drain valves installation comprises two
valves and gaskets in the gas generator case
at the 6 o’clock position, one to the rear of the
engine mounts and the other adjacent to flange
C. The valves let all residual fuel accumulated
in the bottom of the gas generator case to
drain to an airframe collection point when the
engine is shut down. The forward valve also
accommodates any residual drainage from the
bottom of the exhaust duct via a small hole in
the bottom of the duct rear cone immediately
in front of the valve. Both drains are closed
during engine operation by the action of P3 air

73 ENGINE FUEL AND CONTROL

pressure against the spring-loaded valves.

Revision 0.5
FOR TRAINING PURPOSES ONLY 73-29
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
73 ENGINE FUEL AND CONTROL

Figure 73-17. Fuel Flow Indicators

Figure 73-18. Fuel Flow Transmitter

73-30 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-30-11 FUEL FLOW NOTES

INDICATING SYSTEM
GENERAL
Engine fuel indicating consists of fuel flow
indication. The fuel flow is measured in pounds per
hour on indicators on the engine instrument panel.

Fuel Flow Indicating System

A fuel flow indicating system on each engine
main fuel feed line to indicate the rate at which
fuel is being delivered to the engine. Each
system consists of a fuel flow indicator, a fuel
flow transmitter in each engine nacelle beside
the fuel system strainer, and 0.5–ampere FUEL
FLOW L and R fuses on the fuse panel.

73 ENGINE FUEL AND CONTROL

Fuel Flow Indicators
Refer to Figure 73-17. Fuel Flow Indicators.

The fuel flow indicators on the engine instrument

panel and are marked FUEL FLOW PPH x 100.
The scale marked 1 to 5, is graduated in 20
pound increments from 60 to 500 pounds. The
indicator converts the signal received from the
transmitter into an indicated rate of flow. It is
powered from the 400–cycle, 26–volt supply.

Fuel Flow Transmitter

Refer to Figure 73-18. Fuel Flow Transmitter.

A fuel flow transmitter is in each engine

nacelle to the rear of the firewall beside the
fuel system strainer. The transmitter is inserted
in the engine main fuel feed line, downstream
of the strainer, so that fuel flow through the
body of the transmitter deflects a pivot vane.
This deflection, which increases with the rate
of fuel flow, is transmitted through a magnetic
coupling, which causes a synchro transmitter to
rotate and produce an electrical signal that is
transmitted to the fuel flow indicator.

FOR TRAINING PURPOSES ONLY 73-31

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73-00-00 SPECIAL TOOLS

Tool No. Name
PWC30405 Fixture, Leak test

PWC30416 Puller, Fuel Nozzle Sheath

PWC30506 Rig, Fuel Manifold Adapters - Flow Test

PWC30530 Plug, Blanking

PWC32366 Pusher, Fuel Transfer Tubes

PWC32811 Fixture, Flow Test

PWC90086 Spray Chamber

73-00-00 MAINTENANCE PRACTICES

73 ENGINE FUEL AND CONTROL

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 73-10-01: Operational test of the oil-to-fuel heater.

•• AMM 73-10-01: General inspection of the fuel pump.
•• AMM 73-10-01: Inspection/check of the filter elements.
•• AMM 73-10-01: Inspection/check of the piping.
•• AMM 73-10-01: Inspection/check of the starting control unit.
•• AMM 73-10-04: Inspection/check of the starting control unit.
•• AMM 73-10-05: Functional test of fuel manifold adapters with test rig (PWC30506).
•• AMM 73-10-05: Functional test of fuel manifold adapters with spray chamber (PWC90086).
•• AMM 73-10-06: Adjustment of the fuel drain valves.
•• AMM 73-20-00: Removal/installation of the fuel control unit.
•• AMM 73-20-00: General inspection of the fuel control unit.
•• AMM 73-30-11: Inspection/check of the flexible fuel hoses.
•• AMM 73-30-11: Inspection/check of the fuel lines.

73-00-00 CAUTIONS & WARNINGS

WARNING

MAKE SURE PROTECTIVE CLOTHING IS PUT ON WHEN MANUALLY

CHECKING THE TEMPERATURE OF THE HEATER FUEL OUTLET OR THE
FUEL PUMP FILTER COVER. THE OIL-TO-FUEL HEATER CAN GET HOT.
THIS WILL PREVENT POSSIBLE INJURY TO PERSONNEL.

Revision 0.5
73-32 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CAUTION
A NEW TEMPERATURE RECORDER MUST BE USED FOR EACH INSPECTION.

CAUTION
USE EXTREME CARE WHEN HANDLING FUEL NOZZLE ASSEMBLIES SINCE
EVEN FINGERPRINTS ON THE ORIFICE MAY PRODUCE POOR SPRAY PATTERN.
CLEAN, LINT FREE GLOVES SHOULD BE WORN AT ALL TIMES WHEN
HANDLING PARTS.

CAUTION
CONNECT GROUND CABLE ON TEST RIG TO ELIMINATE DANGER OF
ELECTROSTATIC DISCHARGE.

CAUTION

73 ENGINE FUEL AND CONTROL

AVOID BREATHING FUEL VAPOUR DURING FUNCTIONAL TEST. MAKE
SURE OF ADEQUATE VENTILATION DURING TEST OR USE AN EXPLOSION
PROOF VENTILATION HOOD.

CAUTION
TAKE EXTREME CARE WHEN HANDLING FUEL NOZZLE ASSEMBLIES
SINCE EVEN FINGERPRINTS ON THE ORIFICE MAY PRODUCE POOR SPRAY
PATTERN. CLEAN, LINT FREE GLOVES MUST BE USED AT ALL TIMES WHEN
HANDLING PARTS.

CAUTION
CONNECT GROUND CABLE ON SPRAY CHAMBER (PWC90086) TO PREVENT
DANGER OF ELECTROSTATIC DISCHARGE.

CAUTION
VARIOUS COMPONENTS ON THE FUEL CONTROL UNIT ARE LOCKWIRED
AND SEALED. ENSURE ALL SUCH SEALS ARE INTACT PRIOR TO
INSTALLATION AND ARE NOT TAMPERED WITH. UNITS WITH BROKEN
SEALS MUST BE RETURNED TO OVERHAUL FOR RECALIBRATION.

CAUTION
BEFORE FLUSHING, ENSURE AIR SECTION OF UNIT IS WELL SEALED TO
PREVENT CONTAMINATION BY ENTRY OF FUEL.

Revision 0.5
FOR TRAINING PURPOSES ONLY 73-33
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CAUTION
MAKE SURE EACH STUD PROTRUDES A MINIMUM OF 0.054 IN. FROM
EACH NUT.

CAUTION
MAKE SURE TO INSTALL THE COUPLING ON THE FCU SIDE WHEN YOU
INSTALL FCU ON THE FUEL PUMP AND CARE MUST BE TAKEN WHEN YOU
ALIGN THE SPLINES OF THE FCU AND FUEL PUMP ASSEMBLY, IF THE SPLINES
ARE NOT ALIGNED PROPERLY DURING ASSEMBLY THE FCU DRIVESHAFT
CAN PUSH THE PLASTIC COUPLING INTO THE PUMP DRIVESHAFT REDUCING
THE ENGAGEMENT OF THE SPLINES OF THE FCU AND PLASTIC COUPLING.
73 ENGINE FUEL AND CONTROL

Revision 0.5
73-34 FOR TRAINING PURPOSES ONLY
TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

73 ENGINE FUEL AND CONTROL

PAGE INTENTIONALLY LEFT BLANK

FOR TRAINING PURPOSES ONLY 73-35

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 61
PROPELLER
CONTENTS
Page

61-00-00 PROPELLERS ............................................................................................ 61-1

Introduction......................................................................................................... 61-1
General................................................................................................................ 61-2
Transfer Sleeve.................................................................................................... 61-4
Standard Aluminum Blades.................................................................................. 61-4
Piston Assembly................................................................................................... 61-6
Servo Dome (Piston)............................................................................................ 61-6
Feathering Spring Assembly................................................................................. 61-6
Blade Link Assemblies......................................................................................... 61-7
Collar Assembly................................................................................................... 61-8
Counter Weights................................................................................................... 61-9
Beta Back-Up Ring (Low Stop Collar)............................................................... 61-10
Guide Rod Assemblies....................................................................................... 61-11

61 PROPELLER
Guide Ring......................................................................................................... 61-11
Reverse Return Springs...................................................................................... 61-11
Pitch Setting Nuts.............................................................................................. 61-11
61-20-00 OPERATING PRINCIPLES....................................................................... 61-13
General.............................................................................................................. 61-13
Propeller Blade Angles....................................................................................... 61-17
Description......................................................................................................... 61-19
Operation........................................................................................................... 61-19

FOR TRAINING PURPOSES ONLY 61-i

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
Reverse Thrust Operation............................................................................ 61-19
61-20-11 PROPELLER GOVERNOR........................................................................ 61-21
Oil Pump............................................................................................................ 61-21
Constant Speed Governing................................................................................. 61-21
Beta Range Blade Angle Control........................................................................ 61-21
NF Governing.................................................................................................... 61-21
Feathering.......................................................................................................... 61-21
General Operation.............................................................................................. 61-21
CSU Construction....................................................................................... 61-21
Propeller Feathering.................................................................................... 61-22
Propeller Unfeathering................................................................................ 61-22
61-00-00 BETA CONTROL...................................................................................... 61-25
NF Governor...................................................................................................... 61-25
61-20-00 MODES OF CONTROL............................................................................. 61-27
Propeller Governor Onspeed Cycle.................................................................... 61-27
Propeller Governor Overspeed.................................................................... 61-27
61 PROPELLER

Propeller Governor Underspeed Cycle................................................................ 61-28

Propeller Pitch (Beta) Control............................................................................ 61-28
Start Sequence............................................................................................ 61-28
Selecting Propeller to the Governing Range and the Power Lever to Idle.... 61-28
Approach Beta............................................................................................ 61-28
Advancing the Power Lever to Attain Governing Range.............................. 61-28
Selecting Ground and Reverse Beta Control................................................ 61-29
Null Range.................................................................................................. 61-29
Reverse Range............................................................................................. 61-29

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Page
61-20-21 PROPELLER OVERSPEED GOVERNOR................................................. 61-31
61-24-00 PROPELLER BETA RANGE BACKUP SYSTEM..................................... 61-32
Description......................................................................................................... 61-32
General.............................................................................................................. 61-35
Description......................................................................................................... 61-35
Operation........................................................................................................... 61-35
Beta Proximity Sensor Assembly........................................................................ 61-39
61-26-00 BLADE ZERO THRUST STOP SYSTEM.................................................. 61-41
Description......................................................................................................... 61-41
Operation........................................................................................................... 61-41
61-22-00 PROPELLER AUTOFEATHER SYSTEM.................................................. 61-42
General.............................................................................................................. 61-42
Description......................................................................................................... 61-42
Power Lever-Operated Microswitches.......................................................... 61-42
Blocking Relays.......................................................................................... 61-42
Torque Pressure Switch............................................................................... 61-42

61 PROPELLER
Feathering Solenoid Valve........................................................................... 61-42
Arming Lock-on Relay................................................................................ 61-42
Torque Pressure Relays............................................................................... 61-42
Bleed Resistors........................................................................................... 61-43
Description......................................................................................................... 61-45
Autofeather Relay Box................................................................................ 61-45
Refer to:............................................................................................................. 61-45
Propeller Autofeather Indicator Lights........................................................ 61-47
Autofeather Test Switch.............................................................................. 61-48

FOR TRAINING PURPOSES ONLY 61-iii

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Page
Operation........................................................................................................... 61-48
61-22-00 PROPELLER AUTOFEATHER SYSTEM (MOD 6/1470).......................... 61-51
Operation........................................................................................................... 61-51
Propeller Reset Caution Light............................................................................ 61-53
61-28-00 PROPELLER SYNCHRONIZER SYSTEM (MOD S.O.O. 6099)............... 61-54
General.............................................................................................................. 61-54
Description......................................................................................................... 61-54
Magnetic Speed Pickups............................................................................. 61-54
Control Box................................................................................................ 61-54
Speed Setting Actuator................................................................................ 61-54
Rod End Trimmer........................................................................................ 61-54
Operation........................................................................................................... 61-54
61-40-00 PROPELLER INDICATING...................................................................... 61-55
General.............................................................................................................. 61-55
Tachometer Generator................................................................................. 61-55
Tachometer Indicators ................................................................................ 61-55
61 PROPELLER

Propeller Reset Caution Light..................................................................... 61-55

Beta Range Indicating Lights...................................................................... 61-55
Beta Back-up Disarmed Caution Light........................................................ 61-57
Propeller Autofeather Indicator Lights........................................................ 61-57
61-00-00 SPECIAL TOOLS...................................................................................... 61-58
61-00-00 MAINTENANCE PRACTICES.................................................................. 61-59
61-00-00 CAUTIONS & WARNINGS....................................................................... 61-59

Revision 0.5
61-iv FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page

61-1 Three Blade Propeller................................................................................61-2

61-2 RGB Flange...............................................................................................61-3
61-3 Prop Shaft Seal..........................................................................................61-3
61-4 Transfer Sleeve..........................................................................................61-4
61-5 Twin Otter Blades......................................................................................61-4
61-6 Reduction Gear Box..................................................................................61-5
61-7 Cut Away Prop...........................................................................................61-6
61-8 Prop Pilot Tube..........................................................................................61-6
61-9 Feathering Springs.....................................................................................61-6
61-11 Pivot Point.................................................................................................61-7
61-10 
Link Assembly and Attachment Screw.......................................................61-7
61-12 Prop Collar and Bearing............................................................................61-8
61-13 Counter Weights........................................................................................61-9
61-14 Attachment Bolts.......................................................................................61-9
61-15 Beta Carbon Block...................................................................................61-10

61 PROPELLER
61-16 Low Stop Collar......................................................................................61-10
61-17 Guide Rod Assembly...............................................................................61-11
61-18 Pitch Setting Nuts....................................................................................61-11
61-19 Propeller Operating Principles.................................................................61-12
61-20 Propeller Blade Angles............................................................................61-14
61-21 Power Quadrant.......................................................................................61-16
61-22 Propeller Control (PT6A-27 Engine).......................................................61-18
61-23 CSU Schematic........................................................................................61-20

FOR TRAINING PURPOSES ONLY 61-v

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure Title Page

61-24 Propeller Onspeed Operation...................................................................61-24

61-25 Propeller Overspeed/Underspeed Operation.............................................61-26
61-26 Reversing Propeller (PT6A-27 Engine)....................................................61-30
61-27 Prop Overspeed Test Switch.....................................................................61-31
61-28 Overspeed Governor................................................................................61-31
61-29 Beta Range Test Switch...........................................................................61-32
61-30 Beta Lights..............................................................................................61-32
61-31 Beta Microswitch.....................................................................................61-34
61-32 Beta Microswitch.....................................................................................61-36
61-33 Beta Backup Schematic (Simplified).......................................................61-36
61-34 Beta Proximity Sensor Assembly.............................................................61-38
61-35 Blade Latches..........................................................................................61-40
61-36 Zero Thrust Reference Lines....................................................................61-40
61-37 Autofeather Relay Box Assembly (Sheet 1 of 2)......................................61-44
61-38 Autofeather Relay Box Assembly (Sheet 2 of 2)......................................61-44
61-39 Autofeather Microswitches......................................................................61-45
61 PROPELLER

61-40 Autofeather Relay Switch........................................................................61-45

61-41 Autofeather Indicator - Old......................................................................61-46
61-42 Autofeather Indicator - New....................................................................61-46
61-43 Push Lights..............................................................................................61-46
61-44 Power Lever.............................................................................................61-47
61-45 Autofeather Test Switch...........................................................................61-48
61-46 Propeller Autofeathering (Mod 6/1470)...................................................61-50
61-47 TQ Pressure Switch..................................................................................61-51
61-48 Autofeather Relay Switch........................................................................61-52

61-vi FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure Title Page

61-49 Reset Caution Light.................................................................................61-52

61-50 NP Gage...................................................................................................61-55
61-51 RESET PROPS Caution Light.................................................................61-55
61-52 BETA RANGE Indicating Lights.............................................................61-55
61-53 
BETA BACKUP DISARMED Caution Light...........................................61-56
61-54 
PROP AUTOFEATHER Indicator Light...................................................61-56
61-55 Initial Setting of Propeller Dome and Beta Rods/Nuts.............................61-56

TABLES
Table Title Page

61-1 Glossary of Propeller Terminology..........................................................61-15

61 PROPELLER

FOR TRAINING PURPOSES ONLY 61-vii

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

CHAPTER 61
PROPELLERS

61-00-00 PROPELLERS
INTRODUCTION

61 PROPELLER
Both the engines are equipped with a Hartzell constant speed, reverse pitch, fully feathering
propeller, the operation of which is controlled in the constant speed and feather range by the
propeller lever, and in the beta range by the engine power lever. The propeller is operated
in one direction by engine oil, pressurized and controlled by a constant speed governor and
beta valve, which is delivered through the hollow propeller shaft. Counterweights and feather
return springs operate the propeller in the opposite direction.

FOR TRAINING PURPOSES ONLY 61-1

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

GENERAL
The propeller consists of a hollow spider hub
which supports three propeller blades and houses
the feather return springs. The propeller has a
diameter of 8 feet 6 inches and a pitch range of
102°, from -15° reverse to +87° feathered, with
a low pitch setting of +17° and, when blade zero
thrust stops are fitted, a zero stop setting at +1°.
The propeller is dowelled and bolted to the front
face of the engine propeller shaft flange.
61 PROPELLER

Figure 61-1. Three Blade Propeller

61-2 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

RGB FLANGE
Refer to:

•• Figure 61-2. RGB Flange.

•• Figure 61-3. Prop Shaft Seal.

The propeller assembly is flange mounted on

the reduction gearbox shaft.

NOTE
There is a special three stage,
two-sequence torque that must be
done in accordance with DHC SB Figure 61-2. RGB Flange
6/451 or the Hartzell Propeller
Owners Manual & Logbook
#139. There is a "O" ring, which
prevents oil from leaking.

NOTE
Prop shaft seal leakage SIL 1045
Introduces an alternate seal to
reposition the knife-edges of the
seal to provide a different sealing
area on the propeller shaft as it
leaves the reduction gearbox.
Forward face of the flange
mounts the spinner support ring,
which is the attaching point for
the rear bulkhead of the spinner Figure 61-3. Prop Shaft Seal
assembly. It also mounts the

61 PROPELLER
De-Icing ring assembly.

FOR TRAINING PURPOSES ONLY 61-3

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

TRANSFER SLEEVE
Refer to Figure 61-4. Transfer Sleeve.

Receives the oil pressure from the constant

speed unit and routes pressure to and from the
propeller dome.

STANDARD ALUMINUM
BLADES
Refer to Figure 61-5. Twin Otter Blades.

Mounted on the hollow aluminum spider hub. Figure 61-4. Transfer Sleeve
The blades on the 300 series are wider than the
100 and 200 series for better STOL performance.
Operations and component functions for either
type of propeller are identical and the theory
of operation is identical. Damage limits to the
blades are specified in the Hartzell and the
deHavilland PSM-1-6(3)-2 Chapter 61.

NOTE
Blades will lose efficiency as the
leading edges erode. This is a
major cause of power loss.
61 PROPELLER

Figure 61-5. Twin Otter Blades

61-4 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

61 PROPELLER
Figure 61-6. Reduction Gear Box

FOR TRAINING PURPOSES ONLY 61-5

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

PISTON ASSEMBLY
Attached to the front of the spider as assembly
is a piston assembly. The piston has three main
parts. The piston, the dome and the spring
assembly will either move forward with oil
pressure or aft with spring pressure.

SERVO DOME (PISTON)

The dome when pressurized by oil pressure
moves in a forward direction. This movement
affects several components. Because the
feathering spring assembly is anchored to the
top of the cylinder and to the top of the dome,
the feathering springs will compress as the Figure 61-7. Cut Away Prop
dome moves forward.

FEATHERING SPRING
ASSEMBLY
Refer to Figure 61-9. Feathering Springs.

The top of the base is the cylinder assembly

provides an anchor for spring retaining cup Which
holds the spring loaded feathering assembly.

Figure 61-8. Prop Pilot Tube

61 PROPELLER

Figure 61-9. Feathering Springs

61-6 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

BLADE LINK ASSEMBLIES

BLADE LINK
Refer to Figure 61-10. Link Assembly and
Attachment Screw.

The dome is attached to the blades with link

assemblies So as the dome moves forward it
will operate the link assemblies Rotating the
propeller to the desired pitch angle.
DOME
Refer to Figure 61-11. Pivot Point.

The blade link assembly has two attachment

screws at the top. One is an attachment screw
and the other is a Hinge Pin that has a head
which looks like a screw for lock wiring Figure 61-10. Link Assembly and
purposes. Attachment Screw

61 PROPELLER
Figure 61-11. Pivot Point

FOR TRAINING PURPOSES ONLY 61-7

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

COLLAR ASSEMBLY COUNTER

WEIGHT
GREASE FITTING
Refer to Figure 61-12. Prop Collar and Bearing.
SPIDER HUB

Each blade mounts into the spider hub and are

secured with a collar assembly, which includes
a counter weight. The collar mounts have ball
bearings and two grease fittings in each hub.
BEARING
NOTE
One grease nipple must be
removed when applying lubricant
to prevent the grease seals failing. PROP COLLAR
Hartzell is very particular which
brands and Mil Specs of greases
Figure 61-12. Prop Collar and Bearing
are used. See the Hartzell manual
for a full listing.
61 PROPELLER

61-8 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

COUNTER WEIGHTS DOME

Refer to:

•• Figure 61-13. Counter Weights. COUNTER

•• Figure 61-14. Attachment Bolts. WEIGHTS

Counter weights “load” the prop to counteract BLADE LINK

CTM (centrifugal twisting moment) So the ASSEMBLY
internal feathering springs are not inhibited.

NOTE
Inspect the counter weight
attaching bolt-holes for cracking.
Refer to Hartzell manual for Figure 61-13. Counter Weights
limitations.

61 PROPELLER
Figure 61-14. Attachment Bolts

FOR TRAINING PURPOSES ONLY 61-9

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

BETA BACK-UP RING (LOW ROD GUIDES

STOP COLLAR)
Refer to:

•• Figure 61-15. Beta Carbon Block.

BACK-UP
•• Figure 61-16. Low Stop Collar. RING

Low stop collar on rear of prop is linked to

the dome piston through rod guide assemblies.
There is a run out check which must be CARBON BLOCK
accomplished against the rear face of the ring
where the carbon block rides.

NOTE Figure 61-15. Beta Carbon Block

Max run out .010” Inspect inner
edge of ring for scratches from
the lock wire on nose casing of
the reduction gearbox. Minimum
side clearance of the carbon
block to the low stop collar is
.001 to .002”

NOTE
The low stop collar must be
positioned to 1.260’ to 1.270”
from the propeller flange. This
positioning is critical for proper
beta control.
61 PROPELLER

Figure 61-16. Low Stop Collar

61-10 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

GUIDE ROD ASSEMBLIES REVERSING

SPRING GUIDE LUG

Refer to Figure 61-17. Guide Rod Assembly.

The rod guide assembly consists of three

guide rods screwed onto the low stop collar
forward through the spinner support ring.
They are incased with reversing springs
forward to and through the guide lugs in the GUIDE RING
dome assembly. GUIDE ROD

GUIDE RING
Located in front of the rod end guide rod
assemblies is the guide ring where the guide
rods are secured to prevent rotational and axial
movement. Figure 61-17. Guide Rod Assembly

REVERSE RETURN SPRINGS

Purpose is to keep the carbon block assembly
against the front face of the low stop collar.
Also to provide a positive force on the
carbon block assembly when the propeller is PITCH
SETTING
changing from the reverse ranges to contact NUTS
blade angle.

PITCH SETTING NUTS

Refer to Figure 61-18. Pitch Setting Nuts.

Forward of the dome lugs are pitch setting

61 PROPELLER
nuts for the contact angle adjustment. Turning
the pitch setting nuts will change the Torque
psi value. One flat of the nut equals a 1 psi
torque change.
Figure 61-18. Pitch Setting Nuts

FOR TRAINING PURPOSES ONLY 61-11

61-12 61 PROPELLER

PROP/POWER LEVER (LEFT PROP LEVER LESS THAN 91% NP)

PROP LEVER MICROSWITCHES INTERLOCK
(NO AFT MOVEMENT OF POWER LEVER RESET PROPS
IF LESS THAN 91% NP SELECTED) WARNING LIGHT

BETA BACKUP RIGHT POWER LEVER

DISARMED RESET PROPS
WARNING LIGHT
PWR LVR MICRO SW
POWER LEVER MICROSWITCHES TEST 75% Ng

TWIN OTTER SERIES

FOR TRAINING PURPOSES ONLY

BLADE ANGLE - 300 SERIES

-15˚ -2˚ +9˚ +11˚ +17˚ +87˚
REVERSE BETA CONSTANT SPEED

+10˚ +12˚ +16˚ +87˚

BLADE ANGLE - 200 SERIES

MAINTENANCE TRAINING MANUAL

PROP LEVER CONTROLS
POWER LEVER CONTROLS BOTH BLADE ANGLES AND TORQUE VIA PILOT VALVE
(MECHANICAL LINKAGE/BETA VALVE/OIL) OIL PRESSURE/SPRINGS/FLYWEIGHTS
+10˚ +11˚ +25˚ +50˚
APPROXIMATE POWER LEVER ANGLE TO VERTICAL
APPROXIMATE Ng (%)
89 51 51 75 97 - 100

50 0 0 10 25 50

APPROXIMATE TORQUE (PSI)

AUTO FX ARM LIGHT ON

BETA BACKUP DISARMED
BETA LIGHTS ON AUTO FX SEL LIGHT ON
PROP INDICATIONS

Figure 61-19. Propeller Operating Principles

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

61-20-00 OPERATING NOTES

PRINCIPLES
GENERAL
In constant-speed propellers, the terms
“pitch” and “blade angle” are usually used
interchangeably, even in the manufacturer’s
Maintenance Manual. The terms, however, are
not technically the same since blade angle is
defined as the angle of the blade with respect
to the plane of rotation, and pitch is the linear
distance the propeller moves in one revolution.
Pitch is a constant since it is determined by
design while blade angle is a variable determined
by many factors. The blade-angle range of the
propellers used on the Twin Otter powerplant
extends from full reverse to full feather.

Blade movement is controlled by a servo piston,

mounted on the front of the propeller spider
hub, which is connected by links to each blade
root. During propeller operation, centrifugal
counterweights attached to each blade, and
the feather return springs in the spider hub,
tend to move the blades into the high pitch or
feather position, but this movement is opposed
by oil pressure (controlled by the constant speed
governor) acting on the piston. An increase
in oil flow moves the blades towards the low
pitch position (increased rpm), and relieving oil
pressure allows the blades to move to the high

61 PROPELLER
pitch position, under the influence of the feather
return springs and the blade counterweights. The
piston is also connected to a low stop collar,
mounted behind the propeller, by three spring
loaded rods. Movement of the low stop collar in
the beta range is relayed to a beta control valve
(incorporated in the constant speed governor) by
a carbon block and a propeller reversing lever,
to control blade angles from the normal forward
low pitch stop to full reverse.

Figure 61-19 illustrates the operating principles

of the propeller throughout the operating range
and Figure 61-20 shows propeller blade angles.

FOR TRAINING PURPOSES ONLY 61-13

61-14 61 PROPELLER

FEATHER ANGLE +87°

P
R
O
P

TWIN OTTER SERIES

E FEATHERING
F
L L
I L
G E
H R
FOR TRAINING PURPOSES ONLY

T L
E
V
E 30°
R

MAINTENANCE TRAINING MANUAL

21°
CONTACT ANGLE CO
NS
17° TAN
TS
PEE
DR
FLIGHT OR AN
GE
APPROACH BETA LIM
11° PITC IT
H AT ID
L E RPM PROPELLER BLADE
NULL & IDLE WS 9°
P BETA R ANGLE MEASURED
B ANGE
O E INDICA AT 30IN.
G W TOR LIG STATION
T HT ON
R E A
O R
U L R
A GROUND BETA - 2°
N E
D V N REVERSE THRUST COMMENCES
E G
R E

T
RUS
RS E TH
REVE
FULL
MAX REVERSE ANGLE - 15°

Figure 61-20. Propeller Blade Angles

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Table 61-1 lists definitions, blade angles, and

operation of the propeller at various blade
angles.

FEATHER 87” Blade Mechanical stop in propeller dome can be adjusted.

CONSTANT SPEED RANGE 75 to 98% NP Prop speed controlled by CSU section of propeller governor.

CONTACT ANGLE 21° Blade Point at which low-pitch stop nuts contact propeller piston.

PRIME BLADE ANGLE 17° Blade Low-Pitch stop ring movement has repositioned Beta valve-oil
flow to prop gov is restricted.

IDLE BLADE ANGLE 11° Blade Blade angles set by the power lever position and beta valve
low pitch stop ring when power lever is at idle.

BETA BACKUP 9° Blade The low pitch stop ring contacts the microswitch actuating the
solenoid. This action stops flow of oil to the prop and the beta
light illuminates.

GROUND RANGE TO +11% to -2° Blade Blade angle changes as power lever moves with no change in
TRANSITION TO REVERSE NG

REVERSE -2° to -15° Blade As set by beta valve low pitch stop ring power lever movement
in the power lever reverse range.

MAX REVERSE -15° Blade Set by pilot tube in prop dome which limits piston travel. Not
adjustable.

Table 61-1. Glossary of Propeller Terminology

61 PROPELLER

FOR TRAINING PURPOSES ONLY 61-15

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
61 PROPELLER

Figure 61-21. Power Quadrant

61-16 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

PROPELLER BLADE ANGLES NOTES

Figure 61-21 and Figure 61-22 show the power
quadrant and the PT6A-27 engine propeller
control.

NOTE
All blade angles are measured
from the 30” station which, is
measured from the center of the
propeller hub.

61 PROPELLER

FOR TRAINING PURPOSES ONLY 61-17

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
61 PROPELLER

CARBON BLOCK

PROP REVERSING LEVER

NOTE:
ARROWS SHOW DIRECTION
OF MOTION TO:
- TURN FUEL ON
- INCREASE FORWARD POWER
- INCREASE PROP RPM

Figure 61-22. Propeller Control (PT6A-27 Engine)

61-18 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

DESCRIPTION OPERATION
The constant speed governor combines the Reverse Thrust Operation
functions of a normal constant speed unit (CSU),
During reverse thrust operation when the
beta range control valve, and fuel governor. As a
power lever is moved into the REVERSE
CSU, it regulates power turbine speed by varying
range, the reversing lever and consequently the
the pitch of the propeller to match the load torque
beta control valve is moved rearwards. In this
to engine torque in response to varying conditions
position the beta control valve allows pressure
of flight. The beta range control valve controls
oil to act on the propeller servo piston to turn
the propeller blade angles in the beta range as
the blades into reverse pitch. As the propeller
selected by the engine power lever. The beta
piston moves forward, the low stop collar also
range is that segment in the overall pitch range
moves forward and operates the beta control
of the propeller, which is directly controllable
valve to close off the oil supply, so that when
by the power lever; it extends from +17° in the
the propeller blades reach the pitch determined
forward range to −15° in the reverse range.
by power lever selection, the oil supply to the
During beta range operation, the propeller is kept
servo piston is just sufficient to maintain a
in the under speeding condition as a function of
balance.
airspeed. The fuel governor reset lever, which
is linked to the power lever control operating
the reversing lever, moves progressively to
reset a lower maximum power turbine speed,
relevant to the selected speed, to limit the
power output of the gas generator, by restricting
fuel flow to a value which prevents propeller
speed exceeding a value 5% below selected
propeller speed. The fuel governor section of the
constant speed governor also protects the engine
against propeller overspeeding, in the event of
an overspeed governor failure during normal
forward thrust operation, by reducing fuel flow.

The overspeed governor provides automatic

control of a propeller overspeed condition by
increasing the pitch of the propeller blades

61 PROPELLER
to absorb engine power, thereby decreasing
propeller speed. The overspeed test switch,
when operated on the ground, simulates
an overspeed condition of the propeller by
resetting the governor to a lower value NP 70%.

Propeller feathering is accomplished by selecting

the propeller lever to FEATHER position.

A propeller lever/power lever interlock

mechanism is fitted, which prevents
movement of the power levers below IDLE,
if both propeller levers are positioned at
less than 91% propeller rpm. Individual
operation of either propeller lever above
91% rpm disengages the interlock, to permit
the power levers to be moved below IDLE.

FOR TRAINING PURPOSES ONLY 61-19

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
61 PROPELLER

Figure 61-23. CSU Schematic

61-20 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

61-20-11 PROPELLER GENERAL OPERATION

GOVERNOR The propeller governor consists of a single-acting
centrifugal governor. In forward thrust operation,
the function of the governor is to boost the engine
The propeller governor performs five functions.
pressure oil to decrease propeller blade pitch,
while the feathering springs, tends to increase
OIL PUMP the pitch angle. The blade counterweights using
centrifugal force negate the forces of CTM. The
Incorporated in the base of the CSU is a gear propeller governor has an integral gear-type oil
type pump which takes engine oil pressure and pump, with a pressure relief valve, two pivoted
boosts it to greater than 385 psi. This is the flyweights mounted on a rotating flyweight head,
control pressure for blade angle changes to the a spring-loaded pilot valve, and necessary cored
fine pitch angle requirements. oil passages contained in an aluminum housing.

CONSTANT SPEED CSU Construction

GOVERNING The flyweight head is attached to a hollow drive
shaft, which protrudes below the housing flange
Under normal flight conditions it acts as a Figure 61-23. The shaft is externally splined to
constant speed governor (CSU), maintaining mate with the corresponding coupling shaft in
the propeller speed selected by the pilot by the reduction gearbox. The spring-loaded pilot
varying the propeller blade pitch to match valve is installed in the drive shaft centre bore.
the load to the engine torque in response to Ports in the drive shaft and the position of the
changing flight conditions. pilot valve in the shaft control the direction of
oil flow within the housing. The rotating shaft,
and hence rotating flyweights, determines the
BETA RANGE BLADE ANGLE position of the pilot valve while the speed-
CONTROL adjusting lever at the head of the governor
varies the opposing spring load on the valve.
During the approach mode of the flight, the power The speed-adjusting lever is connected through
lever is controlling the FCU for fuel scheduling airframe linkage to the propeller control lever
and blade angles between 17° and 11°. This range in the cockpit. A maximum stop prevents the
of movement is known as approach beta. When lever from moving beyond the 96% position

61 PROPELLER
the power lever is selected below the flight idle and enables the propeller to operate at, or near
stop, the power lever continues controlling fuel to, full rated speed and the engine to develop
scheduling and reverse blade angle selections. maximum power. Moving the speed-adjusting
The NF governor is reset becoming the primary lever toward a pre-set feathering stop raises the
control for prop speed. pilot valve and decreases the oil pressure to the
propeller servo piston.
NF GOVERNING This decrease in pressure allows the piston to
move, under the influence of the feathering and
The NF Gov. functions to prevent propeller over-
return springs, to rotate the propeller blades to
speed in both the forward (hydraulic control
a positive coarse pitch or feathering position
failure) and reverse ranges.
regardless of governor fly-weight force acting on
the pilot valve. In the event of a propeller linkage
FEATHERING failure, a spring attached to the propeller speed-
adjusting lever holds the lever in its last selected
This selection allows for manual blade position or moves it against the maximum stop.
feathering from the propeller control lever.

FOR TRAINING PURPOSES ONLY 61-21

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Propeller Feathering NOTES

When the propeller lever is selected to feather, the
CSU pilot valve is lifted and oil pressure acting on
the propeller servo piston is relieved. This permits
the combined effect of the blade counterweights
and the feather return springs, to turn the blades
into the feathered position (a pitch of +87°).

Propeller Unfeathering
To unfeather a propeller, the propeller lever
must be moved to full INCREASE to reset
the constant speed governor, which in effect
moves the pilot valve to open the governor
oil ports, so that when the engine is started,
pressure oil from the governor pump is directed
to the propeller servo piston to turn the blades
into low pitch. As the propeller piston moves
forward, the low stop collar also moves forward
and operates the beta control valve to close off
the oil supply, so that when the blades reach
the pitch determined by power lever selection,
the oil supply to the servo piston is sufficient
to maintain a balance.
61 PROPELLER

61-22 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

PAGE INTENTIONALLY LEFT BLANK

61 PROPELLER

FOR TRAINING PURPOSES ONLY 61-23

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
Figure 61-24. Propeller Onspeed Operation
61 PROPELLER 61-24 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

61-00-00 BETA CONTROL propeller speed via the FCU pneumatic

system and thus reduces the power generated
by the gas generator to below that required
The beta valve is in the propeller governor
maintaining propeller speed. Maximum prop
pump output line to the pilot valve and
speed in reverse is 91% ± 1%.
mechanically connected to the speed adjusting
lever. It is designed so that forward movement
of the valve initially blocks off high-pressure
oil to the propeller servo piston. Then, as
forward movement on the beta valve continues
it dumps pressure oil in the servo back into the
reduction gearbox (increasing blade angle).

During beta or reverse operation, when the

propeller is rotating at a speed lower than
selected by the speed-adjusting lever, the
governor oil pump provides pressure oil to the
propeller servo. This action allows the propeller
pitch to go to a finer pitch, which moves the
feedback ring on the beta valve to block oil
pressure, thus preventing further pitch change
until the feedback ring movement pulls back
on the beta valve to block pitch change. As the
pilot selects higher in reverse, engine power
(NG), the pitch angle decreases automatically
to maintain selected propeller speed.

NF GOVERNOR
The function of the N F governor section of
the propeller governor during normal forward
thrust operation is to protect the engine
against a possible power turbine overspeed
in the event of a propeller governor failure.

61 PROPELLER
During forward thrust operations, a yoked
belcrank, operating off the governor flyweight
head, opens the PY orifice and as propeller
speed is increased, to bleed PY and hence
reduce metered fuel flow from the FCU. The
N F governor operations are dependent on
the speed selected on the governor and the
position of the airbleed link. The airbleed
link is normally set so that the N F governor
controls N F at approximately N P +5% to +6%
higher than the selected speed on the propeller
lever (ie. max N P=96% + 6%=102%).

During reverse thrust operation, the N F

governor is reset to − 4% to −5% below
the selected propeller governor speed (ie.
96%−5%=91%). When operated it controls

FOR TRAINING PURPOSES ONLY 61-25

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
Figure 61-25. Propeller Overspeed/Underspeed Operation
61 PROPELLER 61-26 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

61-20-00 MODES OF NOTES

CONTROL
PROPELLER GOVERNOR
ONSPEED CYCLE
During an onspeed condition in forward thrust,
the forces acting on the engine, propeller
governor, and propeller combination are in
a state of balance (Figure 61-24). With the
propeller speed-adjusting lever set to obtain
the desired RPM and the propeller blades in
the correct pitch range to absorb the power
developed by the engine, the centrifugal force of
the rotating flyweights balances the force of the
speeder spring with the flyweights in the vertical
position. This positions the pilot valve plunger
so that the ports, which control the oil flow from
the governor pump to the propeller servo piston,
are closed. The oil pressure is therefore diverted
through the relief valve, back to the inlet side of
the governor pump. The governor modulates oil
flow to the propeller as required to maintain the
selected propeller speed.

Propeller Governor Overspeed

In an overspeed condition, the centrifugal
force of the governor flyweights overcomes the
speeder spring, and the pilot valve rises (Figure
61-24). Pump oil vents through the governor
drive back into the reduction gearbox. The

61 PROPELLER
propeller springs and balance weights move
the blades toward feather, and N P decrease
until the governor force and the speeder spring
forces are in balance.

FOR TRAINING PURPOSES ONLY 61-27

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

PROPELLER GOVERNOR Selecting Propeller to the

UNDERSPEED CYCLE Governing Range and the Power
Refer to Figure 61-25. Propeller Overspeed/
Lever to Idle
Underspeed Operation. The power lever is commanding two criteria,
fuel flow to maintain idle N G and Idle blade
With the propeller control lever set to the angle via the cam cluster and the Teleflex cable
desired rpm, a condition of underspeeding to the beta valve. The constant speed portion
occurs when propeller rpm drops below of the CSU is now looking via flyweights and
the predetermined setting (Figure 61-24). a spring mechanism for a selected speed. With
The governor speeder spring tension then the power lever in Idle, the requested speed
overcomes the reduced centrifugal force cannot be attained. The CSU pilot valve will
on the flyweights and pivots them inward, port oil to the pitch change mechanism in
forcing the pilot valve downward and the propeller causing the blades to move to
opening the oil ports. This allows a flow a finer blade angle, which should provide a
of pressure oil from the governor pump to faster speed.
the propeller servo piston, which, in turn,
overcomes the combined forces of the At 21° the propeller dome contacts the low
propeller counterweights and return springs pitch stop nuts. As the pitch change mechanism
to decrease the propeller blade angle. This gets more oil pressure the pitch change nuts will
reduces the load and allows propeller rpm to be dragged forward moving the Beta carbon
increase; the increase rpm is sensed by the block to change the input to the beta valve.
governor flyweights, which force the pilot When the blades get to an angle of 11° (Idle)
valve upward until an equilibrium between the beta valve will now restrict oil to maintain
speeder spring tension and centrifugal force the angle.
of the flyweights is achieved and causes the
oil ports to close.
Approach Beta
It is possible for the pilot to select fuel
PROPELLER PITCH (BETA) schedules and blade angles during approach.
CONTROL The blade angles between 17° and 11° are
considered to be approach beta. The pilot
Start Sequence controls this with the power lever and the beta
61 PROPELLER

valve on the front of the CSU.

The propeller will be in the feather position
because of the internal springs and the lack
of oil pressure. For maintenance purposes the Advancing the Power Lever to
starts are conducted with the prop lever in the
feather position.
Attain Governing Range
Advancing the power lever accomplished two
Upon rotation of the gas generator, engine oil things. One increased the fuel schedule to
pressure is ported to the CSU. Built into the speed up the gas generator and command the
base of the unit is an internal gear type element beta system to start moving the blades to a
which will increase the oil flow pressure to coarser angle >11°. When the blades reach 21°
>385 psi. Because the propeller lever is in the the rotational speed is high enough that the
Feather position, internal pilot valve is in the flyweights and the spring mechanism portion
full up position, the pressurized oil will be of the CSU will now meet speed requirements
bypassed back to the reduction gearbox and by controlling blade angle.
the propeller stays in the feather position.

61-28 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Selecting Ground and Reverse NOTES

Beta Control
To select blade angle of <11° (Idle) the
propeller lever must be in the full forward
position to release the mechanical interlock.
The power lever handles must be rotated to
release the lift latches (idle stops) and disarm
the beta backup protection system via the
power lever limit switch. Once this action have
been accomplished selections of less than idle
blade angles can be made. The movement of
the power lever rearward changes the position
of the teleflex cable simultaneously doing two
things. First moving the N F governor to the
reset position (looking for a speed 4% to 5%
< than the selected speed) and commanding
via the beta valve to add oil the pitch change
mechanism causing the dome to move ahead
rotating the blades to reverse angles.

Null Range
From +11° to -2° the blades are transitioning
from the forward to the reverse blade angles.
The power lever via the cam cluster, which will
not allow an increase in fuel flow during the
null range, is commanding this angle change.
The cam cluster will reposition the teleflex
cable and the beta valve using the low stop
collar as blade angle reference allowing
more oil to be added to the pitch change
mechanism therefore increase blade angle.

61 PROPELLER
Reverse Range
When the power lever is retarded to a position,
which is asking for blade angles −2° and −15°
fuel scheduling will increase until the reset N F
governor restricted fuel flow at 91% NP.

FOR TRAINING PURPOSES ONLY 61-29

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL
Figure 61-26. Reversing Propeller (PT6A-27 Engine)
61 PROPELLER 61-30 FOR TRAINING PURPOSES ONLY
 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

61-20-21 PROPELLER
OVERSPEED GOVERNOR
Refer to:

•• Figure 61-27. Prop Overspeed Test

Switch.
•• Figure 61-28. Overspeed Governor.

The propeller overspeed governor is installed

in parallel with the propeller governor and is
mounted at 10 o’clock on the front case of the
reduction gearbox. The governor controls any
propeller overspeed condition by immediately
bypassing pressure oil from the propeller servo
to the reduction gearbox sump. The governor Figure 61-27. Prop Overspeed Test Switch
consists of flyweights mounted on a hollow
splined shaft and driven by the accessory drive
gear shaft. The hollow shaft has ports, which
are normally closed by a pilot valve installed
in the shaft centrebore and held in position by
the governor speeder spring. The spring tension
acts in opposition to the centrifugal force of the
rotating flyweights. When a propeller overspeed
condition occurs, the increased centrifugal force
sensed by the governor flyweights overcomes
the speeder spring tension and lifts the pilot
valve to bypass propeller servo oil back to
the reduction gearbox sump via the governor
hollow drive shaft. This allows the force of
the blade feather springs to move the propeller
blades toward a coarse pitch position, thereby

61 PROPELLER
absorbing engine power and reducing propeller
rpm. A solenoid-operated valve is incorporated
to facilitate testing of the overspeed governor.
When operated, the valve resets the governor
to below the normal overspeed setting. Figure 61-28. Overspeed Governor

FOR TRAINING PURPOSES ONLY 61-31

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

61-24-00 PROPELLER
BETA RANGE BACKUP
SYSTEM
DESCRIPTION
Refer to:

•• Figure 61-29. Beta Range Test Switch.

•• Figure 61-30. Beta Lights.

The Beta range backup system provides a

means of preventing uncommanded reverse
blade angles during power reduction or a
mechanical failure of the beta control system Figure 61-29. Beta Range Test Switch
lever-operated microswitch. An arming light
and test switch are included in the system and
are common to both propeller systems. The
power lever-operated microswitch, on the left
side of the overhead console, is actuated by
the power lever gate when one or both power
levers are moved below IDLE.

The test switch, marked “BETA RANGE

TEST”, is on the pilot instrument panel. A
proximity sensor has replaced the microswitch
on the reduction gearbox to increase system
reliability. The two proximity sensors are
on mountings, secured to the front of each
engine reduction gear case. Each proximity
sensor is actuated by the low-stop collar of its
61 PROPELLER

related propeller, through a carbon block and

slide assembly, when the blade angles of the
propeller are below +9°.

The power lever test switch with an integral Figure 61-30. Beta Lights
indicator light will ground test the correct
operation of the power lever operated
microswitch. The switch, marked “PWR LEV
TEST”, is adjacent to the BETA RANGE
TEST switch.

61-32 FOR TRAINING PURPOSES ONLY

TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

PAGE INTENTIONALLY LEFT BLANK

61 PROPELLER

FOR TRAINING PURPOSES ONLY 61-33

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

DIMENSION A
0.310 IN.
LOW-STOP COLLAR
(SHOWN IN FEATHER POSITION)

SWITCH AND DEICER

BRUSH BLOCK
MOUNTING
CARBON BLOCK ASSEMBLY

ROLLER LEAF
ACTUATOR SLIDE
MICROSWITCH

0.005 TO 0.020 IN.

SWITCH PLATE

NUT AND BOLT

ADJUSTMENT SWITCH BRACKET

ACTUATOR ARM

NOTE:
WITH PROPELLER BLADES AT
ZERO PITCH AND SWITCH
OPERATED, CHECK THAT AN
OVERTRAVEL CLEARANCE OF
0.015 IN. MIN EXISTS BETWEEN
ACTUATOR ARM AND
61 PROPELLER

MICROSWITCH BODY.

0.015 IN. MIN

Figure 61-31. Beta Microswitch

61-34 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

GENERAL microswitch beneath the left power lever gate,

is actuated by the power lever gate when one
Refer to Figure 61-31. Beta Microswitch. or both power levers are retarded below IDLE.
The test switch, marked BETA RANGE TEST,
The beta microswitch assembly comprises a is on the pilot instrument panel. The two beta
switch and de-icer brush block mounting, switch microswitches are on mountings, secured to the
bracket, switch plate, microswitch, actuator front of each engine reduction gear case. Each
slide, and carbon block assembly. The switch microswitch is actuated by the low stop collar
and de-icer brush block mounting, secured to of its related propeller, through a carbon block
the engine reduction gear case, incorporates a and slide assembly, when the blade angles of the
slot in which operates the actuator slide, and propeller are below +9°.
two mounting faces. During manufacture, the
mounting and actuator slide are treated with a dry
film lubrication process (Electrofilm), making it
OPERATION
unnecessary to lubricate these parts in service.
Refer to MSM ATA 61.
One of the mounting faces supports the propeller
de-icing brush block assembly and the other
In the normal forward mode, the power lever-
the switch bracket. The switch bracket, secured
operated microswitch provides power through
to the mounting, has a lengthwise slot and the
normally closed contacts of the disarm light
switch plate, bolted to the switch bracket, has
relays to the normally open contacts of the left
two slots across its width. The slot in the switch
and right beta range relays. Should either beta
bracket allows the microswitch operating position
microswitch be actuated (due to a propeller
to be adjusted, and the slots in the switch plate
control malfunction), with the power levers
permit correct microswitch engagement with
advanced (above IDLE), the appropriate
actuator slide. During operation the carbon block
beta range relay is energized and its contacts
assembly, actuated by the propeller low stop
complete a circuit to energize the associated
collar, moves the actuator slide which operates
beta back-up solenoid-operated valve, with
the microswitch when the propeller blades reach
the valve closed oil to the propeller pitch
an angle of +9°. The microswitch contacts are
change mechanism is shut-off to prevent the
normally open above, or closed below +9°.
blades continuing to decrease pitch. As the oil
A propeller blade movement of 1° moves the
pressure acting on the propeller servo piston
actuator slide approximately 0.030 inch, during
decays, due to a slow internal leakage, the
the range in which the low stop collar operates.
servo piston, under the influence of the feather

61 PROPELLER
return springs and blade counterweights, moves
The beta range back-up system provides a
to coarsen blade pitch until the propeller blades
means of preventing the propeller blades from
return to an angle above +9° and the low stop
being driven into an unacceptable low pitch if,
collar actuates the beta microswitch open.
during power reduction, a mechanical failure of
Under these circumstances the blades will
the beta control system should occur.
oscillate slowly between +9 and +9 ½° as the
beta microswitch is actuated between these
DESCRIPTION limits. The associated beta range indicator light
illuminates and extinguishes as the relevant
Both propellers are provided with an independent beta range relay is energized or de-energized.
system consisting of a beta back-up solenoid-
operated shut-off valve, mounted on the constant If the power lever is retarded (below IDLE), the
speed governor, a beta microswitch, relays, power lever-operated microswitch is actuated to
and indicator light. A power lever-operated disarm the beta back-up solenoid valve circuits,
microswitch, arming light, and test switch are so that the beta microswitches are able to function
included in the system and are common to both at a blade angle of +9° or less, without energizing
propeller systems. The power lever-operated the beta backup solenoid-operated valves. Thus

FOR TRAINING PURPOSES ONLY 61-35

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 61-32. Beta Microswitch

61 PROPELLER

Figure 61-33. Beta Backup Schematic (Simplified)

61-36 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

the beta back-up function is cancelled to permit on the ground. When the power levers are at the
the propeller to be operated in the beta or reverse idle position and the test switch is operated, a
ranges. The beta range indicator light(s) will circuit is completed through the microswitch to
come on throughout the beta or reverse ranges to the indicator and the indicator light comes on.
indicate that the propeller blades are operating at When the power lever handgrip is rotated prior
a blade angle of less than +9°. to going into reverse, the microswitch opens,
breaking the circuit to the indicator and the
If the power levers are advanced rapidly to above indicator goes off.
IDLE, from any position where the propeller
blades are below +9°, it could result in the power
lever-operated microswitch being open with the
beta microswitches closed; in this condition the
beta back-up system is disarmed. To provide
the pilot with an indication of this condition,
the system function is as follows. Initially as the
power levers are retarded below IDLE, the disarm
light relay solenoids are partially armed by the
power lever-operated microswitch. When the
microswitches are operated by the propeller low
stop collar, the beta range relays are energized,
and their contacts complete a ground circuit
for the arming relay solenoids. As the arming
relays energize, a hold on circuit to the disarm
light relay solenoids is established through the
disarm relay contacts. Therefore if the power
levers were suddenly advanced beyond the IDLE
position, the power lever-operated microswitch
would trip but, because of the hold on circuit,
the disarm caution light would light. The disarm
caution light will not extinguish until the hold
on circuit is discontinued; that is when the beta
microswitches are actuated open as the propeller
blade angles increase above +9°.

61 PROPELLER
The beta back-up test switch is provided so that
the beta back-up system may be tested on the
ground. When the power levers are retarded into
the beta or reverse range and the test switch is
operated, a circuit is completed through the beta
range and disarm light relays to energize the beta
back-up solenoid valves and the beta range lights.
Although there will be an increase in power and
consequently rpm, the propeller blades will not
operate below +9°. The disarm caution light will
cycle with the applicable beta range indicator
light because the propellers do not come out of
the beta range simultaneously.

The power lever test switch (Mod 6/1492) is

provided so that the correct operation of the
power lever-operated microswitch may be tested

FOR TRAINING PURPOSES ONLY 61-37

61-38 61 PROPELLER

CARBON BLOCK ASSEMBLY

PROPELLER BEARING
COVER ATTACHING NUT

TWIN OTTER SERIES

.100 ± .002 INCH
FOR TRAINING PURPOSES ONLY

SENSOR TARGET
LEVER AND BRACKET VIEW LOOKING AFT

MAINTENANCE TRAINING MANUAL

ASSEMBLY

.870 ± .01 INCH

PROXIMITY
SENSOR

TORSION
LOW STOP
PACKING SPRING
COLLAR

MOUNTING
FACE
VIEW ON ‘A’ VIEW ON ‘B’ VIEW ON ‘C’

Figure 61-34. Beta Proximity Sensor Assembly

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

BETA PROXIMITY SENSOR NOTES

ASSEMBLY
Refer to Figure 61-34. Beta Proximity Sensor
Assembly.

The beta back-up proximity sensor installation

comprises a proximity sensor assembly and
associated proximity switch control unit. The
proximity sensor assembly, consisting of a
sensor, sensor bracket, target plate, lever and
torsion, spring assembly, and a carbon block
assembly, is secured by 3 nuts to the propeller
bearing cover. The proximity switch control
unit is mounted to the cabin ceiling (between
Sta. X143.95 and Sta. X162.35) adjacent to
the beta back-up control box. Adjustment of
the proximity sensor to its associated target
is accomplished by a packing under the
sensor, which provides vertical adjustment,
and by slots in the sensor mounting bracket
which allow fore and aft adjustment. Bolts
secure the sensor in its rigged position.

During proximity sensor operation, an electrical

field is established between the target and
sensor. With the propeller blades entering low
pitch, the target is moved away from the sensor
by the carbon block assembly being actuated
by the propeller low pitch stop collar, thus
removing the electrical field. The proximity
switch in the cabin ceiling, due to the loss of
the electrical field, brings on the beta light and

61 PROPELLER
completes a circuit to energize the associated
beta back-up solenoid-operated valve closed.
With the valve closed, oil to the propeller
pitch change mechanism is shut-off, thereby
preventing the blades from continuing toward
low pitch.

FOR TRAINING PURPOSES ONLY 61-39

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 61-35. Blade Latches

61 PROPELLER

Figure 61-36. Zero Thrust Reference Lines

61-40 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

61-26-00 BLADE ZERO CAUTION

THRUST STOP SYSTEM The power levers should not be
forced forward of IDLE until the
zero-thrust latches are released.
DESCRIPTION Forcing a power lever forward
with the latches engaged will
Refer to Figure 61-36. Zero Thrust Reference
cause mechanical damage.
Lines.

Each propeller is fitted with a blade zero thrust

stop mechanism, which engages at a blade pitch
angle of +1° when the engine is shut-down. This
permits engine starts with zero thrust at idle
power. The mechanism consists of a spring-
loaded plunger and stop plate assembly installed
at the root end of each blade. Reference lines on
the power lever and on the overhead console,
marked ZERO THRUST STOP & START, are
used to position the power lever correctly when
engaging and releasing the zero thrust stops.

OPERATION
If the zero thrust pitch stops are to be engaged
on engine shut-down, the propeller lever must
be set to full INCREASE, and the power lever
set with the zero thrust reference lines aligned
prior to stopping the engine. When the engine
ceases to rotate, the oil pressure acting on the
pitch change mechanism decays, due to a slow
internal leakage, and the plungers engage the
stop plate.

61 PROPELLER
When starting an engine with blade zero thrust
stops engaged, the power lever will have
remained set with the zero thrust reference
lines aligned and the propeller lever will be set
according to OAT. As the engine commences to
turn, constant speed governor oil pressure rises
and is directed to the propeller pitch change
mechanism, which moves the blades slightly
into reverse pitch, allowing the plungers to
move away from the zero thrust stop plates.
When the propeller speed increases to above
30% rpm, the centrifugal effect acting on the
plungers moves the plungers outwards, against
spring tension, to clear the stop plates. In
this condition, the engine power lever can be
advanced to idle and the blades move into a
low forward pitch.

FOR TRAINING PURPOSES ONLY 61-41

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

61-22-00 PROPELLER Torque Pressure Switch

AUTOFEATHER SYSTEM A double-pole, low pressure torque switch is
installed on each engine torque transmitter.
The switches complete an electrical circuit to
GENERAL the appropriate engine feather solenoid valve,
if the torque pressure of that engine falls
The automatic propeller feathering system is below 11 to 13 psi. The switch also controls
provided so that a propeller of an underpowered autofeather arming when it operates on rising
engine can be automatically feathered, when torque pressure at 17 psi.
both engines are set above 86 to 88% gas
generator rpm.
Feathering Solenoid Valve
A solenoid-operated valve on each engine's
DESCRIPTION overspeed governor. When operated
electrically, the valve opens to allow oil
The system comprises a propeller autofeather
pressure, acting on the pitch change mechanism
switch, indicator lights, two power lever-
of the propeller installed on that engine, to be
operated microswitches, two blocking relays,
relieved, so causing the propeller to feather.
an arming lock-on relay, torque pressure relays,
three bleed resistors and a torque pressure
switch and feathering solenoid valve installed Arming Lock-on Relay
on each engine. The system obtains electrical
The aircraft have an arming lock-on relay in the
power through a 5 amp circuit breaker from the
autofeather relay box. The relay is energized
left DC bus bar.
when both torque pressure switches operate
above 17 psi torque pressure, and is locked on
Power Lever-Operated to arm the autofeather circuit by the actuation
of both power lever microswitches.
Microswitches
Two microswitches are installed on a slide
assembly in the cabin roof. A slide attached
Torque Pressure Relays
to each engine power lever cable, operates the The aircraft have left and right torque pressure
appropriate microswitch when the power levers relays installed in the autofeather relay box. The
are advanced. Electrically both microswitches relays are energized when the single-pole torque
61 PROPELLER

are connected in series. pressure switches operate on rising torque pressure

above 17 psi to arm the autofeather system.
Blocking Relays Some aircraft may have an additional torque
Two blocking relays, one connected in parallel pressure relay installed in the autofeather relay
with each engine feather solenoid valve in an box. This relay is energized when the torque
autofeather relay box in the cabin roof. When pressure switch on the left engine operates on
one relay is energized its contacts disconnect rising torque pressure above 17 psi to complete
the electrical supply to the opposite engine's a circuit through the operated right engine
low pressure torque switch, and the autofeather torque pressure switch to arm the autofeather
ARM light. system. The left and right torque pressure
relays are changed, each relay is energized
when its torque pressure switch operates on
falling torque pressure below 11 to 13 psi to
complete a circuit to the appropriate solenoid-
operated valve and opposite engine circuit
blocking relay.

61-42 FOR TRAINING PURPOSES ONLY

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Bleed Resistors NOTES

The bleed resistor(s) are installed on a panel
assembly mounted in the cabin roof adjacent to
the autofeather relay box. The bleed resistors
are added to improve the life of the pressure
switches.

61 PROPELLER

FOR TRAINING PURPOSES ONLY 61-43

 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Figure 61-37. Autofeather Relay Box Assembly (Sheet 1 of 2)

61 PROPELLER

Figure 61-38. Autofeather Relay Box Assembly (Sheet 2 of 2)

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DESCRIPTION
Autofeather Relay Box
Refer to:

•• Figure 61-37. Autofeather Relay Box

Assembly (Sheet 1 of 2).
•• Figure 61-38. Autofeather Relay Box
Assembly (Sheet 2 of 2).

•• Figure 61-39. Autofeather Microswitches.

•• Figure 61-40. Autofeather Relay Switch.

The autofeather relay box assembly forms

Figure 61-39. Autofeather Microswitches
part of the autofeather system, and consists
of an aluminum alloy box housing miniature
relays. Electrical connection to the box is via
a multipin connector. The control box is in the
cabin roof, forward of Stn 219.525.

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Figure 61-40. Autofeather Relay Switch

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Figure 61-41. Autofeather Indicator - Old Figure 61-42. Autofeather Indicator - New
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Figure 61-43. Push Lights

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Propeller Autofeather Indicator Propeller Autofeather Switch

Lights The propeller autofeather switch is a two-
Two autofeather indicator lights (Figure 61-41 position switch on the pilot instrument panel
and Figure 61-42), located one above the other and is identified “PROP AUTOFEATHER”,
on the pilot instrument panel, are labeled with ON and OFF positions. Later production
“PROP AUTOFEATHER.” The upper light aircraft will have a switchlight configuration,
is green with the inscription “SEL” and, when which not only provides control but system
on, indicates that the autofeather system is status indication as well (Figure 61-42).
switched on.

The lower light, which is amber and is

inscribed “ARM,” comes on to indicate that
the autofeather system is armed and goes out if
either power lever is retarded or if an automatic
feathering action has occurred. The autofeather
system is armed when both power levers are set
at the 86 to 88% N G position and both torque
pressure switches also are actuated (above 17
psi pressure) to arm the system.

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Figure 61-44. Power Lever

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

Autofeather Test Switch

The two-position, momentary-on, autofeather
test switch is located on the pilot sub-panel
(Figure 61-45) and is marked “AUTO FEATH
TEST”; it has a TEST position and an unmarked
OFF position. In the TEST position the switch
overrides the power lever microswitches and
allows autofeather testing at a lower power
lever setting.

OPERATION
See MSM ATA 61.

Figure 61-45. Autofeather Test Switch

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PAGE INTENTIONALLY LEFT BLANK

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

POWER LEVER MICROSWITCHES

>86% GAS GENERATOR RPM
LEFT RIGHT
NO NO

NC
61 PROPELLER

LEFT
TORQUE
PRESSURE
SWITCH
>17 PSI

Figure 61-46. Propeller Autofeathering (Mod 6/1470)

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

61-22-00 PROPELLER
AUTOFEATHER SYSTEM
(MOD 6/1470)
OPERATION
Refer to:

•• Figure 61-46. Propeller

Autofeathering (Mod 6/1470).
•• Figure 61-47. TQ Pressure Switch.

With the PROP AUTOFEATH circuit breaker

engaged and the PROP AUTOFEATHER Figure 61-47. TQ Pressure Switch
switch selected to ON, the green SEL indicator
light comes on. If both engine power levers are
advanced to obtain 86 to 88% gas generator
rpm (N G ), the two power lever-operated
microswitches operate and electrical supply
is provided to both torque pressure switches.
Increasing torque pressure (by 17 psi) in each
engine operates the torque pressure switches to
energize the arming light relays K1 (by right
torque pressure switch) and K2 (by left torque
pressure switch) which cause the amber ARM
light to come on. In the event of the torque
pressure of one engine falling to below 11 to 13
psi, when both power levers are set above 86%
NG, the torque pressure switch of that engine
closes to complete a circuit to its respective
time delay relay (K4 for the left engine or

61 PROPELLER
K3 for the right engine), which after a delay
of approximately two seconds, energizes the
feather solenoid valve of that engine resulting
in the propeller being feathered. The closing
of the torque switch also de-energizes one of
the arming light relays and the ARM indicator
light goes out.

If with one propeller feathered, the torque

pressure of the opposite engine should fall
below 11 to 13 psi, the torque pressure switch
of that engine will close and disarm the
autofeather system. The feather solenoid valve
of the feathered propeller is de-energized and
the propeller will unfeather.

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

RIGHT POWER
LEVER CABLE

LEFT PROP
CONTROL CABLE

Figure 61-48. Autofeather Relay Switch

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Figure 61-49. Reset Caution Light

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

PROPELLER RESET CAUTION NOTES

LIGHT
Refer to:

•• Figure 61-48. Autofeather Relay Switch.

•• Figure 61-49. Reset Caution Light.

The propeller-reset caution light, marked

“RESET PROPS,” is on the caution panel; it
indicates that the propeller levers are retarded
and must be advanced to full INCREASE
before a reverse selection is made. The light
comes on if both power and propeller levers
are retarded below 75% gas generator rpm and
91% propeller rpm. The caution light circuit is
connected to the right DC bus and is completed
when two series-connected microswitches,
mounted in the cabin roof between stations
140.05 and 147.85, are actuated closed. Each
microswitch is actuated by nylon slides, one
attached to the right power lever cable and
the other to the left propeller control cable.

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61-28-00 PROPELLER Speed Setting Actuator

SYNCHRONIZER The speed setting actuator is a step type motor
which operates on command from the control
SYSTEM (MOD S.O.O. box to turn the rod end trimmer through the
6099) flexible shaft. The actuator is installed on
the inboard side of the right engine nacelle,
adjacent to and forward of the engine firewall.
GENERAL
The Woodward twin engine electronic propeller
Rod End Trimmer
synchronizer system can be installed, as a The rod end trimmer is installed on the right
customer option, to provide automatic matching engine propeller Teleflex control sliding rod
of the right propeller rpm to that of the left end and connects to the right engine constant
propeller rpm. speed governor speed select lever. When the
trimmer is rotated by the flexible shaft, it
in effect lengthens or shortens the propeller
DESCRIPTION control and moves the constant speed governor
speed select lever to increase or decrease speed
The synchronizer system utilizes both propeller
as determined by the direction of rotation of the
overspeed governors, and consists of two
actuator, without moving the propeller lever.
magnetic speed pickups, a control box, a
speed setting actuator, a flexible rotary shaft,
a rod end trimmer and the associated electrical OPERATION
wiring. The system obtains its electrical power
from the left 28 Volt DC bus through a circuit With the synchronizer system switched ON and
breaker marked PROP SYNC, on the radio the propellers synchronized manually to within
circuit breaker panel, and is controlled by a ±50 rpm, an alternating current generated
switch labeled PROP SYNC ON–OFF located by the pickup in each overspeed governor is
on a panel adjacent to the DC meter and relayed to the control box. If a difference in
caution light panels. A system press-to-test the frequency of the two inputs is detected, a
blue indicator light is-mounted on the panel signal is fed from the control box to drive the
adjacent to the switch. actuator, in the direction necessary, to trim the
slave engine constant speed governor to match
that of the master engine exactly. The warning
Magnetic Speed Pickups
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lamp turns on when the system is operating.

The two magnetic speed pickups when installed Whenever the system is switched OFF, the
to their relevant overspeed governors (master speed setting actuator returns to the center of
pickup to the left governor, and slave pickup to its range.
the right governor), transmit the speed of each
propeller, in the form of an alternating current,
to the control box.

Control Box
The control box, installed on the right-hand
side of the center pedestal, contains the
transistorized circuits necessary to detect a
difference in speed between propellers, and
to provide an electrical output to operate the
speed setting actuator.

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 TWIN OTTER SERIES MAINTENANCE TRAINING MANUAL

61-40-00 PROPELLER Propeller Reset Caution Light

INDICATING Refer to Figure 61-51. RESET PROPS Caution
Light.

GENERAL The propeller reset caution light marked RESET

PROPS is on the caution lights panel; it indicates
The propeller control systems, incorporate and
that the propeller levers are set back and must
provide the following indications:
be advanced to full INCREASE before a reverse
selection is made by the power levers. The light
•• Propeller speed in percent rpm (NP)
comes on if both power and propeller levers are set
•• Propeller reset caution below 75% gas generator rpm, and 91% propeller
rpm. The caution light circuit is connected to the
•• Beta range indicating
right DC bus and is completed when two series
•• Beta back-up disarmed caution connected microswitches in the cabin roof between
stations 140.05 and 147.85, are actuated closed.
•• Propeller autofeather green select and
Each microswitch is actuated by nylon slides, one
amber arm
attached to the right power lever cable, and the other
•• Synchronizer system indicator to the left pitch lever cable.

Tachometer Generator
The right side of the engine has a tachometer
generator. It is driven by the engine reduction
gearbox. It produces an electrical current in
proportion to reduction gear speed. It is
electrically connected to a tachometer generator. Figure 61-51. RESET PROPS Caution Light

Tachometer Indicators
The tachometer indicator is on the engine instrument Beta Range Indicating Lights
panel. It is essentially a DC millivoltmeter it has
Refer to Figure 61-52. BETA RANGE Indicating
a dial marked PERCENT PROP RPM, and is
Lights.
calibrated from 0 to 100% in increments of 2%. A
vernier dial on the indicator main dial is numbered
Two indicator lights labeled BETA RANGE, L

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from 0 to 9 and shows one percent divisions to
RNG and R RNG respectively are on the pilot
provide for more accurate reading.
instrument panel. The lights come on when the
related propeller blades reach +9 degrees in the
beta range when the associated beta back-up
microswitch is actuated.

Figure 61-50. NP Gage Figure 61-52. BETA RANGE Indicating Lights

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Figure 61-53. BETA BACKUP DISARMED Figure 61-54. P

 ROP AUTOFEATHER
Caution Light Indicator Light
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Figure 61-55. Initial Setting of Propeller Dome and Beta Rods/Nuts

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Beta Back-up Disarmed Caution NOTES

Light
Refer to Figure 61-53. BETA BACKUP
DISARMED Caution Light.

An amber caution light labeled BETA BACK-UP

DISARMED is on the pilot flight instrument
panel to the left of the BETA RANGE indicator
lights. The light comes on to indicate that the beta
back-up system is disarmed.

Propeller Autofeather Indicator

Lights
Refer to Figure 61-54. PROP
AUTOFEATHER Indicator Light.

Two autofeather indicator lights, one above the

other on the pilot flight instrument panel, are
labeled PROP AUTOFEATHER. The upper
light is green with the inscription SEL and,
when on, indicates that the autofeather system
is switched on. The lower light, which is amber,
and is inscribed ARM, comes on to indicate
that the autofeather system is armed and goes
out if either power lever is retarded, or if an
automatic feathering action has occurred. The
autofeather system is armed when both power
levers are set at the 86% to 88% NG position or
above. Both torque pressure switches must also
be actuated (above 17 psi torque pressure) to
arm the system.

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61-00-00 SPECIAL TOOLS

ITEM NO. DESCRIPTION FUNCTION IDENTIFICATION
1 Propeller sling Used to hoist propeller SD5534–1

Used to pull rod stops and collar

forward allowing access to propeller
2 Retraction clamp SD12559–1
retaining bolts; also used when
rigging propeller (used with item 3)

Used on propeller retaining bolts

during propeller removal and
3 Wrench, torque adapter installation; used in conjunction SD12540–1
with retraction clamp SD12559–1 (if
retraction clamp not used, see item 4)

Used during removal and installation

4 Wrench, torque adapter of propeller if retraction clamp (item 2) SD125413–3
is not available

Used on flexlock nut ahead of

5 Wrench, torque adapter propeller hub, during removal and SD12549–1
installation of propeller

Used to hold clamp bolts when

6 Wrench torquing nuts during assembly of SD12579–1
blades from shipping crate
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Revision 0.5
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61-00-00 MAINTENANCE PRACTICES

Refer to the Viking AMM PSM 1-63-2 for details on these maintenance practices:

•• AMM 61-20-00: Inspection/check of the propeller governor.

•• AMM 61-20-00: Inspection/check of the constant speed governor.
•• AMM 61-20-00: Inspection/check of the overspeed governor.
•• AMM 61-24-00: Inspection/check of the beta range back-up system.
•• AMM 61-24-00: Adjustment/test of the power lever-operated microswitch.
•• AMM 61-24-00: Adjustment/test of the beta microswitch.
•• AMM 61-24-00: Continuity check of relays K1 and K2.
•• AMM 61-28-00: Operational test of the synchronizer system.
•• AMM 61-28-00: Inspection/check of the master and slave speed pickup.
•• AMM 61-40-00: Inspection/check of the tachometer generator and indicators.
•• AMM 61-00-00: Removal/installation of the propeller.
•• AMM 61-00-00: Inspection/check of the propeller.

61-00-00 CAUTIONS & WARNINGS

CAUTION
WHENEVER THE SYNCHRONIZER WIRING HAS BEEN DISTURBED, DO
NOT PLUG IN CONTROL BOX UNTIL SYNCHRONIZER WIRING TEST HAS
BEEN SATISFACTORILY COMPLETED AND THE CONTROL BOX GROUND
WIRE HAS BEEN GROUNDED TO THE AIRFRAME. EVEN WITH THE ‘SYNC'
SWITCH ‘OFF' THE BOX COULD BE SERIOUSLY DAMAGED. IN ADDITION,

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OBSERVE POLARITY PRECAUTIONS AT ALL TIMES.

CAUTION
DO NOT DISTURB PITCH SETTING NUTS (13) OR THE REAR ROD END RING
LOCKNUTS.

Revision 0.5
FOR TRAINING PURPOSES ONLY 61-59