(C) Twin Otter DHC 6 Flight Manual PDF

PSM1-62-1A
DHC-6 TWIN OTTER

AIRPLANE FLIGHT
MANUAL
(SERIES 200)
Copyright 2006 by Viking Air Limited.
All rights reserved. No part of this work may be
reproduced or copied in any form or by any means
without written permission from Viking Air Limited.
Revision 38 August 15, 2005

The information, technical data and designs disclosed in this document (the Information) are
either the exclusive property of Viking Air Limited or are subject to proprietary rights of others.
The Information is not to be used for design or manufacture or disclosed to others without the
express prior written consent of Viking Air Limited. The holder of this document, by its retention
and use, agrees to hold the information in confidence. These restrictions do not apply to persons
having proprietary rights in the Information, to the extent of those rights.
January 31, 2006

To: Twin Otter Series 200 Operators
Date: 15 August, 2005
Subject: PSM 1-62-1A, DHC-6 Series 200 Flight Manual, Revision 38
Insert the attached copy of Revision 38, dated 10 August, 2005 in the Flight Manual using the
revised Log of Revisions page A-5 as a guide. Remove and destroy the superseded pages.
Record the insertion of Revision 38 in the appropriate columns of the Log of Revisions page A-5.
Remove and destroy Amendment 4, Sheet 2 and record the deletion on the Log of Amendments,
page 8-3.
Revision 38 deletes the Emergency Re-light procedure, revises the Engine Fire On Ground,
Engine Fire In Flight and Fuselage Fire procedures and deletes Amendment No.4, Sheet 2.
for Judy Donegan

~.~anager
Q Series Manuals
Technical Publications Department
PSM 1-62-1A
LIST OF EFFECTIVE PAGES IN INITIAL ISSUE
The total D.Ulllber of effective pages in this m.anua1 at the time of initial issue is
88. These consist o.f the following:
Approval page 1 and 2 2-9-1

A-I, B-1, C-1, C-2 2-10.1
i thru iii 3 -1-1 thru 3 -1- 5
1-1-1 thru 1-1-3 3-2-1 and 3-2-2
1-2-1 3-3-1
1-3-1 3-4-1 and 3-4-2
1-4-1 3-5-1
1-5-1 and 1-5-2 3-6-1
1-6-1 3-7-1
1-7-1 3-8-1
1-8-1 3-9-1 thru 3-9-3
1-9-1 4-1-1 thru 4-1-3
Z-1-1 thru 2 -1- 3 4-2-1 thru 4-2-3
2-2-1 thru 2-2-4 4-3-1 and 4-3-2
2-3-1 and 2-3-2 4-4-1 thru 4-4-9
2-4-1 and 2-4-2 4-5-1 thru 4-5-3
2-5-1 and 2-5-2 4-6-1 and 4-6-2
2.6-1 4 - 7 -1 thru 4 - 7 - 7
2-7-1 and 2-7-2 4-8-1 and 4-8-2
2-8-1
Revision 8 Approval page 2

PSM 1-6z-1A
LOG OF REVISIONS
Revisions are applicable to all Twin Otter Series ZOO Flight Manuals.
This Manual is valid only when it incorporates all rev::i.~ions is sued.
The revised portion of a given page is indicated by a line in the mar-
gin (except in the case of an omnibus revision). Canadian Department
of Transport approval of each revision Is recorded below.
Rev. Pages D. O. T. Appl'ovalby/ Inserted by!

No. Affected Subject Date Date
/-C~~
8 Approval page 1. Omnibus revision
Approval page 2. incorporating
A-I. B-l. C-l. revisions 1 thru 7
c -z.~
2-1-3.
i, ii, iii,
2-2-2.
7~ "7v
2-2-3, 2-3-1, -
2-3-2. 2-4":2.
2-5-1. 2-6-1.
2-7 -I. 2-7 -2.
2-8-1, 3-1-3.
3 -1-4. 3-2-1,
3-2-2, 3-9-2.
-"
9 2-8-1 Icing conditions - /'C,(;)(r/ ~
stall warning
/4~'1o
~L-
10 4-4-1 thru 4-4-9 Engine data
$
revision
.z.:5~ 7 d
'-'
11 A-I, 2-1-3. Electrical changes
2-2-1, 2-2-2,
2-2-3, 2-2-4, --?~~"-
2-7-1, 2-7-2,
"3-1-4, 3-5-1. . 7,y .!ZJ"# /y-Jo
12 A-I, 1-5-2, Limitations and
J{;Y,~
I
2-4-2. 2-6-1. Performance Data
4-2-2, 4-2~3, Revision I-
4-3-2, 4-5-2,.
4-5-3, 4-6-2, /1 ~P?/"
4-7-2, 4-7-3,
4-7-4, 4-7-5,
I
4-7-6, 4-7-7,
4-8-1, 4-8~2
Revision 12 A-I
:;iSM 1-6Z-1A
LOG OF REVISIONS (Cont)
Rev. Pages D.O. T. App"ova1 byl Inse"ted by!

-
13. A-Z {New}, 2-8-1 Icing conditions .K.b~
.
'7
~ .. , '11
14 A-Z, 3-9-1 Fuel System ~<t:: ~
Emergencies
?~?.:<.. .
~~~
>
15 A-2, 2-5-1 C01"::"ection

iJ~"- ,
/7/jt:J!?3
~
16 A-2, 2_2~3, Starting and
2-3.1 pre -taxi check
changes
~-7-' j~3
~
17 3-1-1 thru 3-1-5 Engine failure
and air sta"t
.proced=es /E~...L7j:.
!A-i,
18 2-1-1, "
2-1-3, 2-2-1,
12-2-2 thru 2-2-4,
Miscellaneous
changes
V~c(,)a.x...
/",";r'
"
I
I
12-3-1, 2-4-1, '
12-7-1, 2-7-2, qaJ.:.r 7ft I
I
2-8-1, 2-8-2(new),
3-1-3 thru 3-1-5,
"
,
3-2-1;, 3-2-2"
3~2-3(new) I
~
19 A-Z, ii, 1 _10 -1 , 10 fla.p
(New), 2-8-1 limitation in
iCing. conditions :zl' ;fh.1 1'5' >
X1+/L-c:>"'/~
20 A- 2, 1-7-1 Ramp Weight
21 A-2, 3-2-1,
andCGLimit
Propeller
.:
" ,;<-
"
~i~-.L.-,
;''.- 'f ..,
I
3-2-2, 3-2-3, failure
3-2-4 (new) IS~ 7J'
22 A-Z, 3-2-3, 3-2-4 Correction
SSl;z/~ , ,
/.::,-dbT 79'
Revision 22
A-2
PSM 1-62-1A
LOG.OF REVISIONS (Cont'd)
Rev. Pages DOT Approval by/ Inserted by/

23 A-'3 (New), Go-around l;~c:\~

2-6-1, pr.ocedure "Z.\Hs~&'O
2-6-2 (New) .
24 A-3, B-3, Revised normal

2-1-3, 2-3-1,
2-4-1, 2-5-1,-
procedure checks,
. revised engine
~/t? t....,
2-}-1, 3-1-1, failure-procedure S~~O
3-1-2
1
25 A-3, 3-2-1
3-2-2, 3-2-3,
Propeller
Malfunctions, Total
9J:l-1/., "t..~
3-2-4, 3-5-1 electrical failure II
tJ
('If,
19/
26 A-3, 3-2-3; Corrections to
3-2-4 turbine temperature :.JJ~. .'
and oil pressure

limits.
:;2.{, cf"ff tfi ...
27 A-3, 1-1-3
2-2-2, 2-2-3
Ground running
restictions to
Cj):?-/~
avoid 9verheat 4 'ect'~Z-
damage.
28 A-3, C-3, C-;CNew) Deletion. of

.".
hj~
IP--j-:J .
C-S, C-6, C-7 windshield washer/
2-8-1, 2-8-2 deicer system 13 July 1983
(Mod 611827)
Update Log of
Supp lemen ts
....
29 A-3, B-3, C-7, Miscellaneous ~~/ s:?Z:
l-I-L, 2-5-1, changes
2-5-2, 2-8-1, /""
2-8-2,.3-2-3 2 April 1984
. "",.
30 A-3, C-7, Revised engine
.&r
>,V'CL
4-2-1, 4-4-1 thru setting data.

4-4-8, ~h "-
4-4-9 - deleted
/' 15 May 1984
Revision 30 A-3
PSM 1-62-1A D. O.T. Approved
LOG OF REVISIONS (Cont'd)
Rev. Pages DOT ABprovai by! Inserted

No. Affected Subject ate by!
Date
31 A-4 (new), 2-6-1 Revised crosswind .# .
.~ c;::::..
landing technique
'5
19 June 1984
32 A-4, C-7, 2-8-1 Conditions in which
ice may farm
~
,c:p;g. -
2 November, 1984
33 A-4, 2-6-1, 2-6-2 Revised normal
~/L~-
landing procedures
for B.J. Warmworth

Chief,
Airworthiness Flight Test
for Director, Airworthiness
Transport Canada
4 July, 1991
v=fr
34 A-4, C-7, 1-10-1 Flight in Severe Icing.
Re-issue of Supplement 3,
(De-Icing System)
Acting Chief Right Test
Re-issue of Supplement 4, for Director, Aircraft
H -14 Automatic Pilot Certification Branch
15 June, 1998
35 A-4, C-7. Introduction of Supplement

18, Engine Spark Ignition
(Mod 6/1912)
v=fr Chief Flight Test
for Director, Aircraft
Certification Branch
25 February, 2000
36 A-4, C-7. Re-issue of Supplement 3,
~/L .. _
Deicing System.
for William Jupp

Chief Flight Test
(010U-6) 29 January, 2002
Revision 36 A-4
PSM 1-62-1A D.O.T. Approved
LOG OF REVISIONS (Confd)
Rev. Pages DOT Approval by/ Inserted

No. Affected Subject Date by/
Date
37 A-5 (new), 1-1-1. Introduciion of JP-8 fuel to
~~~fr
Operating Umitations sec-
tion.
Miscellaneous changes.
Chief Flight Test
Certiflcation Branch
(02AD-6) 25 October, 2004
38 A-5, B-3, 3-1-1, Emergency Re-light
3-1-2,3-1-3,
3-1-4,3-3-1.
procedure deleted.
Engine Fire On Ground,

r~
for WiJliamJupp
Engine Fire In Flight and
Chief Fiighl Test
Fuselage Fire procedures
revised. for Director, Aircraft
10 August, 2005
Amendment No.4, Sheet 2
deleted.
(050G-6)
Revision 38 A-5
PSM 1-6Z-lA
LOG OF AMENDMENTS
An amendment should be inserted in this Flight Manual only

when the modification to which it r~ers is incorporated in
the airplane. Each amendment must be inserte"d in the man-
Ual facing the page indicated at the top of each amendment
sheet. This manual ie valid only when it contains all the
a=endments issued relative to the airplane modification
statue. Canadian Department of Transport approval of
each amendment is recorded below.
~dt Pages D.O. T. Approval hyl lnserted byl

1
1 Sheet
Z_6_1 Power lever I
propeller lever
;afJ"J J-,.
interlock
Mod 6/1223 7~ "7c)
2
~ Sheets
1-5-1. 1-6-1 Airspeed "limit-
anona ~
Mod 6/1281 "7, A.. '7u
Z-1-3. Z-"3-1,
3 Z-4-1. 2-4-2, AutC)eather .~
7 Sheets Z~5-l, 3-1-1, Mod 6/1278
3-1-7. "'7.Ac- '7rJ
4
ZSheets
7.-1-3. 3-3-1 Audible stall and
fire warnings
Mod 6/17.77
~
-?,.d. '7cJ
5"
1 Sheet
3-8-1 Bleed air
temperature
/~
control
Mod 6/17.65 '7~ "7()
Z
Issue 7.
1-6-1 Airspeea ~~~ ,
limitations
1 Sheet Mod 6/1281 s~t~1
3 3-1-1,3-1-Z Autoieather
Issue Z Mod 6/17.78 CANCELLED
Z Sheets
.
Revision 8 6-1
PSM 1-62-1A
LOG OF AMENDMENTS (Cont)
Amdt. Pages D. O. T.Approval by/ Inserted by/

No. Affected Subject Date .Dat.
-?tj:;.~L
3 B-2 (N ew), Revis ed auto-
Issue 3 2-3-1 feather check
1 sheet procedure
Mod 6/1278
;J~
.-
5
6
1 sheet
'l-1-3
3-8-2
Audible stall
warning
Mod S. O. o. 6155
Engine bleed aU-
kt'7l
Issue 2 temperature
control
Mod 6/1265
~n_
~
7 3-5-1 Generator
1 Sht overheat
detection
Mod S. O. o. 6031 i~1~
3 3-1-2 Autoieather
Issue 4 Mod 6/1278 . ,c~
2 sheets Reissue to
match /ftp.- 7 -r
Revision 17
~
3 2-3_1 Revised auto-
Issue 5 ieather cbeck
1 Sht procedure
Mod 6/1472 /0"l'l:J
3
Is Sue 6
2-S-1, 2-5-2 . Autofeather
not,e and caution ~~
ISht } (, Q
;r J.
(l
1'3
Battery temper-
'1:;::/':3
8 2-1-3, 2-3-2,
3 Shts and 3- 5-1 ature monitor
Mod 6/1479
3 2-3-1 Revised auto-
Issue 7
1 Sht
feat)1er check
procedure ~.
Mod 6/147Z
Z:7(/j;y~~
8- 2
PSM 1-62-1A D.O:r. Approved
LOG OF AMENDMENTS (Cont'd)
Arndt. Pages MOT A8proval by/ Inserted

No. Affected Subject ate by/
Date
9 8-3 (New); 2-1-3, Power lever operated beta
2-3-1. backup mlcroswitch test
switch and light Mod
6/ 1492
.~.
27 November, 1974
10 8-3,3-5-1. Generator failure procedure
,CJn~ : '
Mod 6/1590 or
Mod 6/1636. ., .
. .
'6 March, 1979
3 8-3, 2-5-1,3-1-2, Autofeather check proce-

----
Issue 8 3-1-3 .. dure reissue tomatch
3 Shts Revision 24.
:0;' / LU'Ih 'a
5 November, 1980
4 8-3, 2-1-3 .. Audible stall and fire warn -

Issue 2, ings Mod 6/1277, Sheet 2
1 Sht. reissue to match Revision
25.
:0;' /Le4k.~
5 November, 1980
3 8-3,2-5-1. Autofeather check proce

Issue 9 dure reissue to match
- -
1 Sht Revision 24.
:0;' / LeAh.;;.
9 November, 1981
3 8-3,2-5-1 . Autofeather check proce-

.rl'.
Issue 10 dura reissue to match
I Shit Revision 24. :..<:7':Ji,.. . 0<": l-
2 April, 1984
4 8-3. Audible stall and fire warn

Issue 3,
Sheet 2.
Ings Mod 6/1277,
Sheet 2 deleted to match
Revision 38.
~~
to August, 2005
Revision 38 8-3
PSM 1-62-1A
LOG OF SUPPLEMENTS
A supplement should be inserted in this Flight Manual only when the

optional or special order equipment to which it refers is incorporat-
ed in the airplane. This manual is valid only when it contains all the
suppleInents issued relating to the optional or special order equip-
ment embodied in the airplane. Canadian Department of Transport
approval of each supplement is recorded on the initial page of each
supplement.
Supp. Pages Inserted by/

No. Affected Subject Date
1 5 -1 -1-1 thru Wheel-skiplane

5-1-1-3 operation
5-1-2-1 and S.O.O. 6001
5 -1-2-2 and
5-1-3-1 Spring-skiplane
5 -1-4-1 thru operation
5 -1-4-15 S.O.O. 6073
Incorporates
Issue 2
2 5-2-1-1 thru Floatp1ane

5-2-1-3 operation
5 -2-2-1 thru S. O. O. 6002
5-2-2-4
5 -2-3-1
5 -2-4-1 thru
5-2-4-15
Incorporates
Issue 2
3 5 -3-1-1 thru Deicing system

5-3-1-4 S. O. o. 6004. 6005.
Incorporates 6006. 6007. 6008.
Issue 3 6009, 6062
4 5 -4-1-1 thru H-14 Automatic

5-4-1-4 pilot
5 -4-2-1 thru S. O. o. 6060
5-4-2-3
5-4-3-1
Revision 8 C-l
PSM 1-62-1A
LOG OF SUPPLEMENTS (Cont)
Supp. Pages L"ls erted by/

No. Affected Subject - Date
5 5-5-1-1 thru Oxygen system

5-5-1-4 S. O. O. 6010,6011
5-5-2-1 and
5-5-2-2
6 5-6-1-1 and Fuel heater and

5-6-1-2 oil cooler flap
Incorporates S. O. O. 6019, 6020
Issue 2
7 5-7-1-1 and High/ intermediate

5-7-1-2 flotation gear
5-7 -2-1 S.O.O. 6048
5-7-3-1
5-7-4-1 thru
5-7-4-11
!
8 5-8-1-1.thru Propeller blade i
5 -8-1-4 latches I
S.O.O. 6022
9 5-9-1-1 and Electrical directional

5-9-1-2 gyro and attitude
5-9-2-1 indicator
5 -9 -3-1 s. O. O. 6081
10 Cancelled
11 5 -11-1-1 thru Auxiliary

5-11-1- 3 wing tanks
S.O.O. 6095
FMS 1 (Page 14 of Woodward Propeller

666 Woodward Synchronizer 213667
Bulletin 33076)
STC 2 Pages J. B. Systems Inc.

SA1837WE 1000 Series Air
Conditioning System
Revision 8 C-2
PSM 1-62-1A
LOG OF SUPPLEMENTS (Cont'd)

No. Affected Subject . Date
12 5-12-1-1 and SFAR 23 Compliance

5-12-1-2,
5-12-2-1 thru
5-12-2-4,
5-12-3-1 thru
5-12-3-3,
5-12-4-1 thru
5-12-4-60
3 5-3-1-1, Deicing System

Issue 4 5-3-1-3 Icing conditions -
use of flaps
12 5-12-1-1, SFAR 23 Compliance

Issue 2 5-12-3-2 and Engine Failure
5-12-3-3 During Take-off -
Revision
8 5-8-1-1 thru Propeller Blade

Issue 2 5-8-1-3 Latches S.O.O. 6022
2 5-2-1-1, Floatplane Operation

Issue 3 5-2-2-1 thru S.O.O. 6002
5-2-2-6
3 5-3-1-1 thru Deicing System -

Issue 5 5-3-1-3, Tailplane Deicer
5-3-1-5 thru Boot Indicators
5-3-1-7 Mod 6/1393

Issue 3 5-12-4-31 Correction
13 5-13-1-1 and CAR 3 _10 Flaps -

5-13-1:-2, Take-off, Approach,
5-13-2-1 thru and Single Engine
5-13-2-4 Climb
5-13-3-1 thru S.O.O. 6152
5-13-3-3
5-13-4-1 thru
5-13-4-24
Revision 28 C-3
PSM 1-62-1A

No. Affected Subject c
- Date

Issue 4 5-12-3-2 and Engine failure on
5-12-3-3, take-off procedure
5-12-4-31,
5-12-4-49,
5-12-4-51
1 5-1-1-1, Wheel-ski and

Issue 3 5-1-4-15 spring skiplane
landing chart
~e.e\\ed.
speed at 50 ft.
2 5-2-1-1, Floatplane
Issue 4 5-2-4-15 landing chart t::.o.t\c.el \e&.
speed at 50 ft.

Issue 5 5-12-4-31, Take-off 'Weight
5-'-12-4-32

Issue 6 5-12-4-27, Accelerate stop chart
5-12-4-37,
5-12-4-40

Issue 4 5-1.,-4-3, spring-skiplane
5-1-4-4, Take-off weight
5-1-4-14, and landing speed
5-1-4-15
Issue 5 5-2-4-3, Take-off weight
5-2-4-4, and landing speed
5-2-4-14,
5-2-4-15
7 5-7-1-1, Intermediate
Issue 2 5-7-1-2, flotation gear
.5-7-4-2, Take-off weight
5-7-4-3,
5-7-4-4
Revision 28
PSM 1-62-1A
LOG OF SUPPLEMENTS (CONT"D)

No. Affected Subject

Issue 7 5-12-4-37 thru Accelerate stop
5-12-4-39
3 5-3-1-1 thru Deicing System-

Issue 6 5-3-1-6 Revised Format
5.0.0. 6004, 6005,
6006, 6007, 6008,
6009/6157, 6062
4 5-4-1-1, H-14 Automatic

Issue 2 5-4-2-3, pilot
5-4-3-1 5.0.0. 6060
11 5-11-1-1 thru Auxiliary

Issue 2 5-11-1-3 Wing tanks
5.0.0. 6095
3 5-3-1-1, Deicing System-

Issue 7 5-3-1-4 Distributor valve
heater Mod 6/1440
Issue 6 5-2-4-9 operation
5.0.0. 6002

Issue 5 5-1-2-1 spring-skip lane
normal operating
procedures
Issue 7 5-2-2-1 normal operating
procedures
12 5-12-1-[ , 5-12-2-3, SFAR 23 Compliance

Issue 8 5-12-2-4, 5-12-2-5 autofeather proced-
ures
13 5-13-1-1, CAR 3 _ 10 Flaps -

Issue 2 5-13-2-2, Take-off approach
5-13-2-3 and single engine
climb - Autofeather
note and caution
Re:vision 28 C-s
PSM 1-62-1A

14 5-14-1-1 tliru Operation wit'h inopera-

5-14-1-4 tive Autofeather
Sys.tem

Issue 9 5-12-3-1 thru Engine failure
5-12-3-3 procedure
14 5-14-1-1, Operation with

Issue 2 5-14-1-3 thru inoperative
5-14-1-6 autofeather system,
revision
..
11 5-11:...f.. 1, Auxiliary wing tanks
Issue 3 5-11-1-3 and S.O.O. 6095
5-11-1-4 Ski and float operation,
and Pump failure
3 5-3-1-1 and Deicing system-

Issue 8 5-3-1..,2; general revision
5-3-1-4 thru
5-3-I-8
3 5-3-1.-1 and Deicing system -

Issue 9 5-3-1-2, 10 flap limitation
5-3-1-6 and in icing conditions
5-3-1-7
.
2 5':'2-1-1 and Floatplane Operation

Issue .8 5-2-2-6 Mooring Caution
3 5-3-1-1 thru Deicing system

Issue 10 5-3-1:"'8 op~rating procedure
revision
15 5-15-1 thru Take-off with 90%

5-15-19 take-off power
SFAR 23
16 .5-16-1 thru Take-off with 90%

5~16;.H- / ) take-off power
CAR 3
Revision 28 C-6
PSM 1-62-1A D.D.I. Approved
LOG OF SUPPLEMENTS (Conl'd)

17 5-17-1-1,5-17-1-2 Air Operable Door S.O.O. 6169
11 5~11-1-1, 5-11-1-4 Auxiliary Wing Tanks S.O.O. 6095

Issue 4
3 5-3-1-1 thru 5-3-1-8 Deicing system - windshield washer/

Issue 11 deicer fluid restrictions
3 5-3-1-1,5-3-1-2, Deletion of windshield washer/deicer

Issue 12 5-3-1-4thru 5-3-1-8 system (Mod 6/1827)
3 5-3-1-1,5-3-1-2, Deicing system -

Issue 13 5-3-1-6,5-3-1-7 Miscellaneous changes
12 5-12-1-1,5-12-4-16 S.F.A.R. 23 compliance.

Issue 10 Blank, Revised engine power setting charts.
5-12-4-17thru
5-12-4-23,
5-12-4-24 Blank, :~>
5-12-4-25 '.
3 5-3-1-1,5-3-1-2 Deicing system -

Issue 14 Conditions in which ice may form
3 5-3-1-1 and5-3-1-2 Deicing system -

Issue 15 5-3-1-4 Introduction of Mods 6/1779, 6/1393
5-3-1-6thru5-3-1-8 and 6/1874
3 5-3-1-1 and5-3-1-2 Deicing system -
Issue 16 5-3-1-4thru 5-3-1-8 Flight in severe icing
.
4 5-4-1-1 and5-4-1-2, H -14 Automatic Pilot

Issue 2 5-4-2-1 and 5-4-2-2
5-4-3-1 and 5-4-3-2
5-4-4-1 and 5-4-4-2
18 5-18-1,5-18-2 Engine Spark Ignition (Mod 6/1912)

Issue 1
I
3 5-3-1-1,5-3-1-6. Deicing system - Before Entering
Issue 17 Icing Conditions; Climb, Cruise and
Descent in Icing Conditions; Holding,
Approach and Landing in Icing Condi-
tions
Revision 36 C-7
PSM 1-62-lA D. O. T. Approved
PREFACE
This Flight Manual is subj ect to changes engendered by airplane modifications, ad-
ditional optional equipment, operating procedure changes evqlved from operating
experience, new safety procedures and practices, ambiguities-, inaccuracies, and
typographical errors. In order that each manual be as up-to-date as possible and
reflect the diverse features of its associated airplane, all revisions, amendments,
and supplements distributed to operators should be actioned as expeditiously as
pos sible. Revisions, amendments, and supplements each have a different function
in updating a manual and ar e defined as follows:
REVISIONS - Revisions are changes, which at the date of is sue affect all manuals.
They may consist of revised operating procedures, additional practices or proced-
ures affecting personnel, airplane or equipment safety, revised operating lim.ita-
tions or performance data, or corrections.
AMENDMENTS - Amendments introduce changes arlslng from the embodiment of

modifications. Amendments, therefore, should be ins erted only in manuals of
airplane s when such modifications are incorporate d.
SUPPLEMENTS - Supplements contain data pertinent to optional or special order

installations and equipment which require operational procedures. Supplem.ents,
therefore, should only be inserted in manuals of airplane s which have such instal-
lations or equipment incorporated.
Revision 8 i
PSM 1-62-1A MOT Approved
TABLE OF CONTENTS
Paragraph Title Page
SECTION 1 OPERATING LIM'.ITATICNS

1. 1 Power Plant 1 -1-1
1. 2 Propellers 1-2-1
1. 3 Engine Limitations and In strument Marking s 1.3 -1
1.4 Electrical Limitations 1-4-1
1.5 Airspeed Limitations 1 .5-1
1. 6 Air speed Indicator Marking s 1-6-1
1. 7 Weight and CG Range 1 -7 -1
1. 8 Maneuvers - Nortnal Category 1-8-1
1.9 Placards 1 -9-1
1. 10 Icing Limitations 1 -\ 0-1 I
SECTION 2 NORlv1AL OPERATING PROCEDURES
2. 1 Pre -flight In spec tion 2-1 -1
2. 2 Engine Start Procedures 2-2-1
2. 3 Pre -flight Check s 2.3 -1
2.4 Take-off Procedures 2-4-1
2. 5 In-flight Procedures 2-5 -1
2. 6 Landing Proc edure s 2-6 -1
2. 7 Post-flight Procedures 2-7 -1
2. 8 Icing Conditions 2-8-1
2.9 Inverter Operation 2-9 -1
2. 10 Gyro Instrument Pressure Supply 2-10-1
SECTION 3 EMERGENCY CP ERATING PROCEDURES

3. 1 Engine Failure 3 -1.1
3. 2 Miscellaneous Engine Emer-gencie s 3-2.1
3.3 Fire 3 -3-1
3.4 Fuel System Emergencies 3 -4-1
3.5 Electrical System. Emergencies 3.5 -1
3. 6 Hydraulic System Emergencies 3 -6.1
3.7 Flight Controls Emergencies 3 -7-1
3. 8 Bleed/ Pneumatic System. Em:ergencie s 3 -8-1
SECTION 4 PERFORMANCE DATA
4. 1 General 4-1-2
4.2 Stalling Speed s 4-2-2
4. 3 Position Error Correction 4-3-1
4.4 Engine Data 4-4-1
4.5 Maximum Take - off Weight Limitation 4.5.2
4.6 Take -off Data 4-6-1
4.7 Climb Data 4-7 -1
4.8 '-.~:..: --ling Data -8-1
,4
Revision 19 ii
PSM 1-62-IA D. O. T. Approved
TABLE OF CONTENTS (Cont)
Paragraph Title Page
SECTION 5 SUPPLEMENTS Refer to Section 5

at the back
of the m.anual.
Revision 8 iii
PSM 1-62-1A Section 1
DOT Approved
SECTION 1
OPERATING LIMITATIONS
The following limitations must be observed in the operation of the airplane.
1.1 POWER PLANT
1.1.1 ENGINES .
Manufacturer:
Model:
Pratt & Whitney Canada Incorporated.
PT6A-20.
I Fuel Specifications: Jet A, Jet A1, Jet B, JP-4, JP-5 (MIL-J-5624E), JP-8, or Aviation
Kerosene. (MIL-G-5572C AVGAS (all grades) is for emergency use only
and is limited to 150 hours in anyone overhaul cycle).
I
Approved Engine For list of approved lubricating oils refer to Pratt & Whitney Canada
Lubricating Oils: Incorporated Service Bulletin No.1 001.
CAUTION
Different brands of oil should not be mixed when adding oil between oil
changes. The chemical structure of some brands of synthetic oil may differ
sufficiently to make them incompatible with others.
ENGINE CHECK CHART
OPERATING OPERATING LIMITS

CONDITION
POWER MAXIMUM OIL OIL

SHP TORQUE (1 NOMINAL OBSERVED Ng (2 Np (1 )
SETTING PRESSURE TEMPERATURE
PSIG RPM % RPM % PSIG (3) oC (4)
ITTo C ITTo C
TAKE-OFF 550
ISA +6 oC 42.5 750 38100-101.5 2200- 100 65 - 85 10-99
MAXCONT
538
MAX CLIMB 42.5 705 (5) 725 2200-100 65 - 85 0-99
ISA
(5)
MAX CRUISE 495
ISA 42.5 705 2200-100 65 - 85 0-99
LO-IDLE (6) 685 (6) 40 MIN -40 - 99
STARTING 1090 (7) -40 MIN
ACCELERATION (7) 48.5 (7) 850 (7) 38500-102.6 2420-110 0-99
MAX REVERSE 500 2090-95

ISA+6oC 42.5 (8) 750 38100-101.5 65-85 0-99
1960-89
Revision 37 1-1-1
Section 1 PSM 1-62-1A
DOT Approved
Chart references:
(1) Maximum permissible sustained torque at maximum cruise and below is 42.5 psi; Np must be
set so as not to exceed power limitations.
(2) For every 10C below -30C ambient temperature, reduce maximum allowable Ng by 2.2%.
(3) Normal oil pressure is 65-85 psi. At gas generator speeds above 75%, oil pressures between
40 and 65 psi are undesirable, and should be tolerated only for the completion of the flight
preferably at reduced power setting. Oil pressures below normal should be reported as an
engine discrepancy, and should be corrected before next take-off. Oil pressures below 40 psi
are unsafe, and require that either the engine be shut down or a landing be made as soon as
possible, using minimum power required to sustain flight.
(4) For increased service life of the engine (i.e. time between oil changes) an oil temperature
between 74-80 C is recommended. A minimum oil temperature of 55C (130 OF) is
recommended for fuel heater operation at take-off power.
(5) Climb and cruise power settings should be achieved by use of power setting charts in Section 4.
(6) At 51 % rpm (N g ) minimum. Increase Ng as required to maintain temperature limit.
(7) These values are time-limited to two seconds.
(8) If maximum torque is used Np must be set so as not to exceed power limitations. Reverse
power operation is limited to one minute.
1.1.2 TORQUEMETER PRESSURE - POWER CALCULATIONS. Calculation of shaft horse power may be
made as follows:
SHP = rpm (Np) X Torque Pressure

170
1.1.3 ENGINE OPERATING LIMITS. The PT6A-20 Engine is supplied with both a propeller overspeed
governor and a power turbine governor. For a detailed description and operation, as well as settings,
re"fer to PT6A-20 Maintenance Manual. This manual prescribes certain inspections, depending on
the circumstances, which must be made whenever the specified limits are exceeded.
1-1-2
Section 1
Note
Whenever a prescribed engine limit (rpm, torque,

ITT) is exceeded, the incident must be reported
as an engine discrepancy in the aircraft Flight
Report. It is particularly important to record
the maximum value registered by the instrument,
and the duration of the incident.
CAUTION
Whenever the engine speeds cannot be controlled

by retarding the power lever, either the engine
must be shut down or a landing mus t be made as
soon as possible.
CAUTION
When ground running engines (except during man-

euvering or taxiing) in ambient temperatures of
32 0 C (90 0 F) and above, the aircraft must be
beaded into wind and operation in other than for-
ward thrus t must be kept to a minimum and in no
.case exceed one minute. At temperatures below.32 oC,
ground operation in reverse thrust with aircraft
headed into wind is limited to one ndnute. These
restrictions must be observed in order to prevent
overheat damage to the internal nacelle and upper
wing skin.
Revision 27 1-1-3
PSM 1.62.1A Section 1
D.O. T. Approved
1. 2 PROPELLERS
Manufacturer: Hartzell.
Model: Reversing Hub, Model HC-B3TN-3

Blade Model TI0173 + 1.
Constant speed governor:
Woodward Type 210568/210574.
Overspeed governor:
Woodward Type 210536A.
Diameter: 8 ft 6 in.
Pitch Settings: At 30 inch blade station:

+ 16 0 1/2 0 low pitch (effective)
+ 87 0 1 0 high pitch
_ 14 0 1 0 reverse pitch
1-2-1
PSM l.62.lA Section 1
D.O. T. Approved
1.3 ENGINE Lllv1ITATIONS AND INSTRUMENT MARKINGS .. Individual engine

limitation markings are on the dial of each instrument.
Torque Pressure Indicators
Maximum (red radial) 42.5 psi
Normal (green arc) o to 42.5 psi
Acceleration (unmarked) 48.5 psi (2 sec. limit)
Turbine Temperature Indicator
Maximum (red radial)
Caution (yellow arc)
Normal (green arc)
Starting (unmarked) 1090 0 C (2 sec. limit)
Propeller Tachometer
Maximum (red radial) 1000/0
Normal (green are) 750/0 to 1000/0
Gas Generator Tachometer
Maximum (red radial) 10105%
Normal (green arc) 500/0 to 101. 50/0
Oil Temperature Indicator
Normal (green arc)
Caution (yellow arc)
Oil Pressure Indicator
Normal (green arc) 65 to 85 psi
Caution (yellow arc) 40 psi to 65 psi
Minimum (red radial) 40 psi 1-3-1

PSM 1.62..lA Section 1
D.O. T. Approved
1.4 ELECTRICAL Lnv1ITATIONS. The load limitations on each generator are

as follows:
LOADMETER
READIN'G MIN Ng CONDITIONS
o- 0.5 510/0
0.5 - 1.0 650/0
0.8 Ground - from 45 0 F to 125 0 F
1.0 Ground - up to 45 0 F
1.0 Flight - up to 125 0 F
NOTE
Single generator operation. If generator

load exceeds above limitations, non-
essential services (e. g. cabin lights,
reading lights, fans, duplicated ilav I
communication systems J etc.) should
be manually switched off within 2 min-
utes to meet the load limitations specified.
1-4-1
Section 1 PSM 1-62.-1A
D. O. T. APDrom
AM ENDME NT NO. 2
Insert this sheet facing page 1-5-1
Because Mod 61USI (Airspeed Indicator Limitation Markings and Operating

Limitations Plaard with prerequisite Mod 6/12.78 (autofeatber) to meet Cf_R 3/
SFAR ~3 Requi=nts) is incorporated, delete paragrapb 1. 5 and substitute:
1.5 AIRSPEED llMITATIONS
The airspeed limitations and associated definitions are as follows:
. Note
Tho airspeed limitations apply to all weights up to
11,579 lb gross weight.
KNOTS
CAS lAS
Minimum Control Speed (VMC) Fl"ps 1 0 0 65 63
Climb Speed - Best Angle (Vx) Flaps 0 0 85 83
- Best Rate (Vy) Flaps 00 89 87
- ~le Engine Flaps 100 78 76
Flaps Extended Speed (V FE) Flaps 0 0 - ZOo 62. - 100 60 - 97
Flaps ZOo - 37.5 0 56 - 85 54 - 83
Maximum Operating Speed (VMO) Sea Level 16 (, 156
10, 000 ,t 160 156
15, 000 it 145 141
2.0,000 it 130 126
25, 000 it 115 112.
CAUTION
Maximum Operating Speed shall not be deliberately
eXt:l!!l:ded.in any regime of flight (cUmb, cruise, or
de~nt) unless a higher speed is authorized for
flight test or pilot training operations.
Maneuvering Spted (Vp) Sea Level to 2.0,000 it 130 126

The maximum speed for maneuvers involving an
approach to stall conditions or full application of
the primary fliglt cont::ols.
Gust PenetratioaSpeed (VB) Sea Level to 200, 000 it 130 .12.6
The speed recommended for flight in severe

turbulence.
Note
Ah_ 20, 000 it Vp and VB are limited by VMO '
Arnend.-nent 2.
D.O. T. Approved
1.5 AIRSPEED LIMITATIONS.
The airspeed limitations and associated definitions are as follows:
Note
The airspeed limitations apply to all weights

up to 11, 579 lb gross weight.
KNOTS
CAS IAS
Never Exceed Speed (VNE)
Sea level to 10, 000 ft 202 197
Above la, 000 ft reduce V NE by 4 knots

per 1000 ft increase in altitude.
Normal Operating Speed (VNO)
Sea level to 10, 000 ft 160 156
Above 10, 000 ft reduce V NO by 3 knots

CAUTION
Normal Operating Speed shall not be del-

iberately exceeded in any regiIne of flight
(climb, cruise, descent) except where a
higher speed has been authorized for flight
test or pilot training operations.
Gust Penetration and Maneuvering Speed (VB and V p )
Sea level to 20, 000 ft 130 126
Above 20,000 ft VB = V NO . The Gust

Penetration Speed is the speed recom-
n1.ended for flight in severe turbulence,
and is the maximum speed recommended
for abrupt maneuvers in smooth air.
1- 5-1
D. O. T. Approved
CAS lAS
Flaps Extended Speed (VFE) Flaps 0 0 to 20 0 100 97
I
Climb Speed - Best Angle (VX)
- Be st Rate (V rl
- Single Engine
Flaps 20 to 40
Flaps
Flaps
Flaps
0
0
0
85
85
92
85
83 _
83
90
83
Minimum Control Speed VMC) 68 66
1-5-2 Revision 12
Section 1 PSM l-62-1A
..
D.O. T. Approved
AMENDMENT NO. 2
Insert this sheet facing page 1-6-1. Remove and discard existing sheet.
Because Mod 6/1281 (Airspeed Indicator Limitation Markings and Operating

Limitations Placard with prerequisite Mod 6/1278 (autofeather) to meet CAR 3/
SFAR 23 Requirements) is incorporated, delete. paragraph 1. 6 and substitute:
1. 6 AIRSPEED INDICATOR MARKINGS. Coloured markings are placed on the

airspeed indicator dials to assist the pilot in observing the airspeed operating
limitations. All markings represent calibrated airspeeds:
KNOTS CAS
Maximum Operating Speed (red radial line) 160
Normal Operating Range (green arc) 72 to 160
MinimUIn Contr ol Speed (red radial line) 65
Best Rate of Climb Speed (one engine inoperative, 78

flaps 10 0 ) (blue radial line)
Flaps Operating Range (white arc) Flaps 0 0 - 20 0 62 to 100

0 0
Flaps 20 - 37.5 56 to 85
Sheet 2 Amendment 2
Issue 2
D.O. T. Approved
1 . 6 AIRSPEED INDICATOR MARKINGS.
Coloured markings are placed on the airspeed indicator dials to assist the pilot
in observing the airspeed operating limitations. All markings represent cali-
brated airspeeds: --
a. Never Exceed Speed (red radial line) 202 knots
b. Caution Range (yellow arc) 160-202 knots
c .. Normal Operating Range (green arc) 72 -160 knots
d. Flap Operating Range
Flaps 0 0 to 20 0 (white arc) 62 -100 knots
Flaps 20 0 to 40 0 (white arc) 56- 85 knots
e. Minimum Control Speed (red radial line) 68 knots
f. Speed for Best Rate of Climb with one engine

inoperative, flaps retracted, (blue radial line). 85 knots
1-6-1
PSM.l-6l-1_~ Section 1
MOT Approved
1. 7 \VEIGHT AND CG RANGE
1.7.1 TAKE-OFF WEIGHT. The rnaxl.murn weight authorized for take-off is

11 J 579 lb.
1 .7.2 LANDING \VEIGHT. The rnaxim~"'n weights authorized for landing are
as follows:
a. For temperatures of _20 o F and above 11,400 Ib
b. For temperatures below -20 o F 11, 000 Ib
1.7. 3 TA~-OFF CG RANGE. The CG limits (figure I-I) authorized for

take-off are as follows:
For\vard Aft
20% MAC at all \velghts 360/0 MAC at all \veights
1.7.4 LANDING CG Rl~. NGE. The CG limits (figure 1-1) authorized for landing
are as follows:
For\vard Aft
200/0 MAC at 11, 000 lb 36% at all weights
220/0 MAC at 11,400 Ib
1. 7.5 RAMP WEIGHT AND CG LIMIT. Ramp weight :may exceed maxi:mu:m
take-off weight by 1001b to provide for additional fuel for taxiing and take-
off clearance delay. The forward CG limit :must not exceed 21 % 1v1AC. The
take-off :must not be corn:menced until the ramp weight has been reduced to
the certified maxi:mwn take-off weight.
MAX LANDING WT (-lOaF and above)
11,579I . -
MAX TAKE-OFF WT .......... -~
1l.400 ,-,- L
\.
11,000
MAX LANDING Wi (BELOW -lOOF)1
10,0001-
90001- LANDPLANE
,-
SOOf,)
a I. ,I,
20 l2 l5 30 35 36
HORIZONTAL C. G. LIMIT - % MAC
Figure 1- 1. CG Limits
Revision 20 1-7-1
PSM 1-6Z-1A Section 1
D.O. T. Approved
1. 8 MANEUVERS - NORMAL CATEGORY
1.8.1 DESIGN FLIGHT LOAD FACTORS. At design gross weight of 11,579 lb,
the flight load factors to which the DHC-6 aircraft has been designed are:
. a. Maneuvers - Part 3, Normal Category + 3. 21 to - 1. 5
b. Gusts - Part 4b, Transport Category + 3.47 to - 1. 78
1.8.2 APPROVED MANEUVERS - NORMAL CATEGORY OPERATIONS. For

Normal Category Operations, only normal flying including stalls, but not whip
stalls, IS authorized.
All aerobatic maneuvers including limited aerobatic maneuvers such as spins,

lazy eights, chandelles, and steep turns in which the angle of bank exceeds 60,
are prohibited.
1-8 -1
D.O. T. Approved
1.9 PLACARDS.
The following placards are installed:
a. An operating limitations placard containing the following:
1. A definition of the type certification category under which the airplane

m.ust be operated and the specified limitations.
2. The kinds of operation approved for the airplane.
3. Airspeed limitations, recom.mended airspeeds and demonstrated cross-

wind component.
b. A generator load limit placard which gives load limits under various con-
ditions.
c. An engine fire instruction placard which gives steps of procedure to extin-

guish an engine fire.
1-9-1
Section 1
PSM 1-62-1A DOT Approved
1.10 ICING LIMITATIONS

a. Flap angles must not exceed 10 during or following flight into icing conditions.
b. Engine intake deflectors must be extended for flight in visible moisture at

temperatures below +5C.
c. For aircraft fitted with de-icing equipment see Supplement 3.
WARNING
Severe icing may result from environmental conditions outside of those
for which the airplane was certificated. See sub-Section 2.8, Icing
Conditions.
1.10.1 ICING CONDITIONS (ICE MAY FORM IN CONDITIONS OF VISIBLE MOISTURE AT

TEMPERATURES BELOW + SOC)
1.10.2 GENERAL. The airplane must not be flown into known or forecast icing conditions unless it is equipped
with approved means for deicing. Special order equipment which must be installed for flight in icing conditions
consists of wing and tail deicer boots, propeller deicer boots, wing inspection lights, windshield wipers, and a
heated windshield. Non-mandatory engine intake anti-icing boots may also be installed. The standard
airplane is equipped with retractable deflectors in the engine intakes for the inertial separation of snow and ice
particl~s, heated pitot head(s), and shields to protect the aileron operating rods.
Revision 34 1-10-1
MOT Approved
SECTION 2
NORMAL OPERATING PROCEDURES
Note
Speeds quoted throughout this section are applicable

to gross weights of 11,579lb take-off, 11,400 lb
landing (- 20 0 F and above), 11, 000 lb landing (below
-20 o F), unless otherwise stated.
2. 1 PRE-FLIGHT INSPECTION
2.1.1 BEFORE ENTERING AIRPLANE. It is assumed that before entering

the airplane, the take-off, enroute, and anticipated landing weight and bal-
ance have been determined, and that cargo is secure and loading is within
the weight and balance limitations specified in Section 1. It is further assum-
ed that the take-off, enroute, and landing performance has been checked.
Perform an exterior inspection - see figure 2-1. Ensure flight compartment

and cabin doors are not key locked.
2.1.2 BEFORE STARTING ENGINES.
a. Parking brake - On.
b. Ram air lever - As re quired.
c. Pilot's static selector - NORM.
d. All radi.o and electri.cal equipment - Off.
e. C ircuit breakers - In.
f. Engine intake anti-ice switch (if applicable) - OFF.
CAUTION
Engine intake anti-ice must not be used on the ground

until engine s are running.
g. External/Battery switch - As required.
h. DC master switch - MASTER.
1.. Ignition switch - NORMAL.
CAUTION
The ignition switch MANUAL position should only be

selected during flight in extreme turbulence, icing I
Revision 18 2-1-1
Section ~ PSM 1~62-1A
D.O.. Te Approved
Starting at the pilot's door, make the

following checks.
-NOTE
During the exterior inspection, check all Security of spinner.
surfaces for general condition. Check all Main wheel chocked and tire for C!..lts, wear.
access doors for security. Check all flight pressure and slippage.
control surfaces and hinges. Wheel brakes pipe for fluid leaks.
Security oJ main gear, wing strut and
1 - C h e c k .. fairings. Condition of fire extinguisher
Security of fuel filler caps and access discs.
'panels. 3-Check-
Airplane has been serviced with required Condition of right wing, security and
quantities of fuel, oil and hydraulic fluid. cleanliness of landing light window.
Nose wheel tire for cuts. pressure, slip- Condition of wing tip light, right flap,
page, and wear. Nose landing gear shock aileron, ' trims and static dischargers.
struf extension (5 inches under normal 4-Check -
loading). Condition of fuselage and security of cabin
Nose gear torque links are connected. door.
Pi tot head and static vents unobstructed. Condition and security of l'ower antenna.
Security of nose baggage compartment door. Condition of horizontal and vertical
Security and condition of antennas. stabilizers; rudder, elevator, trims,
2 -Check QO static dischargers, antenna and tail lights.
Security and condition of right engine Condition of fuselage and security of
cowling and panels, condition of engine cabin and baggage compartment doors.
exhaust stubs. Condition and security of upper antennas.
Engine air inlet, screen, and exit secure Repeat check (3) as for right wing.
and unobstructed. Repeat check (2) as for right engine and
Propeller for condition and oil leaks. main landing gear.
Figure 2-1. Exterior Inspection

.2-1-2
Section 2
D.O.T. Approved PSH 1-62-1A
AMENDHENT NO. 3
Because Mod 6/1278 (Autofeather) is incorporated, delete paragraph 2.1.2 m. and

subs titute:
;.~
m. Caution lights test switch - TEST. (Caution lights, beta range'lights, beta
backup disarmed light, stall warning light and autofeather SEL and ARH lights.)
Sheet 1 Amendment 3
Section 2
DOT ApproYE\d PSM 1-62-IA
~IENDMENT NO. 4
Insert this sheet facing page 2-1-3. Remove and

destroy existing Amendment 4. Sheet I.
Because Mod 6/1277 (Audible stall and fire warning) is incorporated, substitute
the following sub-paragraphs m. and t. of paragraph 2.1.2 for ~xisting sub-
paragraphs m. and t.
m. Caution lights test switch - TEST. (Caution lights, beta range lights, beta
backup disarmed light, and stall warning light and horn.)
t. Fire detection test switch - TEST. (Fire ,;arning lights and fire warning
bell. )
Amendment 4
Sheet 1
Issue 2
D. O. T. Approved
AMENDMENT NO. 6
Because Mod S. O. O. 6155 (Audible stall warning) is iricorporated. substitute

the following sub -paragraph m. of paragraph 2. 1. 2 for existing sub -paragraph
m.
m. Caution lights test switch - TEST. ("Caution lights. beta range lights.
beta backup disarmed light. alld stall wa,ning light and horn.)
Sheet 1 Amendment 6
MOT Approved
AMENDMENT NO.. 8
Insert this sheet faCing page 2-1-3
Because Mod 6./1479 (Battery temperatul"e monitor) is incorporated, substitute

the following sub-paragraph m. of paragraph 2.1. 2 for existing sub-paragraph
m.
m. Caution lights test switch - TEST. (Caution lights, beta range lights, beta
back-up disarmed light, stall warning light, and battery temperature warning
light. ) .
Sheet 1 Amendment 8
MOT Approved
AMENDMENT NO.9
Be c ause Mod 6/1492 (Power lever-operated beta bac kup microswitch te s t

switch and light) is incorporated, substitute the following sub"paragl'aph
2.1.2 m. f.or existing sub-paragraph 2.1.2 m.
m. Caution lights test switch - TEST. (Caution lights, beta range lights,
bel:a backup disarmed light, beta backup power lever micJ:oswitch test light,
st .ll warn'ing light, and autofeather SEL and ARM lights. )
Sheet 1 Amendment 9
PSM 1-62-1A Se etion 2
DOT Approved
conditions or -for emerg-ency re-lights (paragraph

3.1.3). Prolonced sel~ction of MANUA L wH I signi-
ficant1y reduce t.he life of the engine ig"niters.
;,. eng"ine ig"niter switch - BOTH.
k. Generator switches - OFF. Check Land R GENERATOR caution lights on.
1. Bus tie switch - NO RlvIAL.

m. Caution lights test switch - TEST. (Caution lights, beta range lights,
beta backup disarmed light. and stall warning light. )
n. No smoking/fasten b.elt switches - Ono
o. Anti collision switch - On.
p. Bleed air ::iwitche s - 0 FF.
q. Powe r levers - IDLE.
r. Propeller levers -.As required.
s. Fue1 levers - 0 FF.
t. Fi n.! detection t.~$t s witc h - TSST.
u. Fuel er:lerg~ncy shutoff swi.tches - NORl'v[A L.
v.. F'.le 1 Se leccor - NOR:\l
w. Fuel qUantiLy indicaLor te:;.;t :i\vitch - IND TEST.
x. Standby boost plltTlP en1'! r:;.!ency S.WitI"i1~S - Up. (Chel:k boost pump 2
caution 1i ghts go 0 ut. )
y. Standby boost pump t!mergency s'Nitches - Down and glla=ded.
z. 600st pump switches - TSST. (Check boost pump 2 caution tignts

~o out. )
aa. Boost pump switche~ - F"\VD BOOST and AFT BOOST. (Check that all
four boost pump caution lights go out. )
Revision 24 2-1-3
lyIOT Approved!
2.2 ENGINE START PROCEDURES
2.2.1 ENGINE START WITH EXTERNAL POWER. Whenever suitable ex-

ternal l8-volt power is available it should be used to start the engines.
CAUTION
Whenever possible, start and run up engines with

aircraft headed into wind in an area free of loose
objects. This a.voids unbalanced loads on the pro-
pellers, and the possibility of drawing objects into
the propellers and engine intake s.
a. Connect external power.
b. External/Battery switch - EXTERNAL.
c. Start switch - Hold at LEFT or RIGHT as required. Check for oil

pressure rise. Check appropriate L or R GENERATOR caution light out.
d. Allow gas generator speed to stabilize for 5 seconds, then move applic-
able engine fuel lever ON. .
CAUTION
Do not select engine fuel lever ON (allowing fuel to

flow) before stabilized rpm are reached. The mini-
tIlUYIl speed to obtain satisfactory light-up is 12% Ng.
Any start attempt below this speed is considered
hazardous and should be monitored closely to pre-
vent an overtemperature condition.
e. Light-up - Check that engine accelerates to normal idle rpm for pre- I
vailing ambients, and turbine temperature does not exceed 1090 o C. (Time
limit at 10900 C is two seconds; operators are advised to keep hand on
engine fuel lever during this period. )
CAUTION
When a gas generator fails to light up within 10 sec-

onds of a.dvancing engine fuel lever, or engine over-
temperature is imminent, set engine fuel lever OFF
to stop fuel flow, and continue motoring the engine
with starter for approximately 10 seconds. Observe
the required starter cooling period (Ref Caution,
paragraph 2.2.4) and allow the engine to come to a
complete stop before attempting a new start.
f. Start switch - Release. Check appropriate L or R GENERATOR light I

on.
Revision 18 2-2-1
MOT Approved
CAUTION
If either L or R GENERATOR caution light does not

come ons IMMEDIATELY select BUS TIE switch to OPEN
and EXTERNAL/BATTERY switch to OFF. Shut down
engine(s) and have unserviceability rectified.
CAUTION
When ground running engines (except during maneuver-

ing or taxiing) in ambient temperatures of 320 C
(900 F) and above, the aircraft must be headed into
wind and operation in other than forward thrust must
be kept to a minimum and in no case exceed one minute.
At temperatures below 32o C, ground operation in reverse
thrust with aircraft headed into wind is limited to one
minute. These restrictions must be observed-in order to
prevent overheat damage to the internal nacelle and
upper wing skin.
g. Oil pressure - At least 40 pSi, and ENGINE OIL PRESSURE caution light out.
h. Repeat starting procedure for second engine.
i. Propeller levers - Full! INCREASE.
j. Power levers - Advance to idle Ng + 15%.
k. EXTERNAL/BATTERYl switch - BATTERY.
1. GENERATOR\ switches - Individually RESET and release to ON. Check L l-

and R GENERATOR caution ligh-ts out.
m. Check generator load by selection.
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 .5 or less. The
generator(s) must be switched OFF if power is re-
duced and this condition is not met.
2.2.2 BATTERY START. If a battery start is necessary, proceed in accordance with

paragraph 2.2.1 (with-the exceptions of external power and the EXTERNAL/BATTERYi
switch which must remain at BATTERY). However, if during the start cycle of the
first engine there is any reason to doubt the capability of the battery starting
the second engine, proceed as fo-llows:
a o Propeller lever of first engine - Full INCREASE.
2-2-2 Revision 27
Section 2
PSM 1-:-62-1A MOT Approved
b. Power lever of first engine - Advance to idle Ng + 15%.
c. GENERATOR\switch of first engine - RESET and release to ON.
d. Observe battery charge current until load is .4 or less.
e. GENERATOR, switch of first engine - OFF.
CAUTION
Cross generator starting is detrimental to gener-

ator brushes and to reverse current cut-out oper-
ation (which may cause eventual contact welding).
Cross generator starting, therefore, should be
avoided whenever possible.
f. Power lever of first engine - As desired.
g. Repeat starting procedure for second engine.
h. Power levers - Advance to idle Ng + 15%.
i. GEN~RATO~ switches - Individually RESET and release to ON. Check Land R

GENERATOR caution lights out.
j. Check generator load by selection.
CAUTION
Observe requirement that no generator be ON below

idle Ng + 15% if generator load is in excess of .5.
2.2.3 BATTERY STARTING OF COLD SOAKED ENGINES (BELOW -20 0 F) . . The following pro-
cedures should be observed when battery starting engines that have cold soaked
in temperatures below -20 o F.
a. Carry out checks as per paragraph 2.1.2.
b. Dry motor first engine to be started (5 seconds).
c. After approximately one minute start first engine using normal battery start
procedures.
d. From stabilized idle with DoC oil temperature achieved, advance power lever
to idle Ng achieved plus 15%.
e. GENERATOru switch of first engine - RESET and release to ON.
f. When battery charge current is .4 or less, proceed with start of second

engine. (Power lever setting as in d. above and generator ON.)
Revision 27 2-2-3
MOT Approved
CAUTION
Ensure battery charge current is .4 or less, before

cross generator starting second engine. Cross gen-
erator starting is detrimental to generator brushes
and to reverse current cut-out operation (which may
cause eventual contact welding). Cross generator
starting It therefore, should be avoided whenever
possible.
CAUTION
During any subsequent running, observe requirement

that no generator be ON below idle Ng + 150/0 Iif gen-
erator load is in excess of . 5.
2& 2.4 CLEARING AN ENGINE. The following procedure is used to clear an engine
when considered necessary to remove internally trapped fuel and vapor, or if there
is evidence of a fire within the engine. Air passing through the engine serves to
purge fuel, vapor, or fire from the combustion section, gas generator turbine,
power turbine, and exhaust system.
a. ~ngine fuel lever - OFF.
b. Pull applicable IGN L \ or IGN R circuit breaker.
c. Power lever - IDLE.
d. Booster pump. switches - ON (to provide lubrication for the fuel pumping ele-
ments).
e. Start switch - Hold LEFT or RIGHT (as applicable) for desired duration,
then release.
CAUTION
Observe the starter operating tim.e limits as follows:

25 seconds ON, 1 minute OFF; 25 seconds ON, 1 min-
ute OFF; 25 seconds ON, followed by a 30-minute cool-
ing -off period.
2.20 5 If clearing an engine fire, and the fire has not been extinguished, carryon
as follows:
ao Booster pump switches - OFF.
b. Fuel emergency shutoff switches - OFF.
c. Vacate the aircraft and apply fire extinguisher into exhaust stubs.
2-2-4 Revision 18
Section 2
DOT Approved PSM 1-62-1A
AMENDMENT NO. 3
When Mod 6/1470 is incorporated remove Amendment 3 Issue 7 Sheet 2 facing page
2-3-1 and insert this' sheet facing page 2-3-1.
Paragraph 2.3.2 b. is amended as follows because Mod 6/1470 (Autofeather system -

improved reliability) is incorporated.
b. Propeller systems - Carry out the following checks:
1. With power levers at IDLE, purge propeller systems by feathering and un-
feathering each propeller once.
2. Reverse each propeller once.
3. Propeller auto feather switch - ON, check SEL light illuminates.
4. Power levers - Advance to approximately 30 psi torque.
5. Propeller auto feather test switch - HOLD at AUTO FEATH TEST. Check ARH
light illuminates.
6. Sharply retard left pm<er lever to IDLE. Check ARH light goes out. Check
that left propeller feathers approximately 2 seconds after torque decreases through
12 psi. Retard light power lever to IDLE and check left propeller unfeathers and
right propeller does not feather.
7. Release autofeather test switch.
8. Repeat steps 4. through 7., transposing left for right and right for left
to test auto feathering of right propeller.
9. Advance both power levers to approximately 30 psi torque.
10. Advance left power lever to 88% Ng. Check ARH light does not illuminate.
11. Advance right power lever to 88% Ng. Check ARH light illuminates.
12. Retard left pm<er lever below 88% Ng. Check ARH light goes out.
13. Retard right power lever below 88% Ng. Check ARH light remains out.
14. Propeller autofeather switch - OFF. Check SEL light goes out.
'S heet 2 Amendment 3

Issue 9
Section Z PSM 1-6Z-1A
MOT Approved
\
)
AMENDMENT NO. 9
Because Mod 6/149 Z (Power lever -operated beta backup microswitch test .
switch and light) is i~corporated. substitute the following sub-paragraph
Z. 3. 2 d. for existing sub-paragraph 2.3. Z d.
d. Beta backup system check -
1. With propeller lever s at full INCREASE retard left power lever into
reverse range until the left BETA RANGE indicator light just comes on.
Z. Select and hold BETA RANGE TEST switch on and check that left
BETA RANGE indicator light and BETA BACKUP DISARMED caution light
come on and go out for two cycles as left propeller blades cycle. then
release switch. Advance left power lever to IDLE.
3. Repeat check with right power lever.
4. With power levers at IDLE. press PWR LEV TEST switch and check
that integral light comes on. Release switch.
Sheet Z Am.endm.ent 9
DOT Approved
2.3 PRE-FLIGHT CHECKS
2.3. 1 PRE-TAXI CHECKS
a. Door s - Secure
b. External power (if used) - Disconnect.
c. Hydraulic pressures - Check
d. Bleed Air switches - ON.
e. Propeller lever s - Full IN CREASE.
f. Brakes - Off. Taxi forward sufficiently to check operation of nosewheel

steering and brakes.
2.3.2 GROUND CHECKS.
a. Engine warm-up - With power levers at IDLE, check oil pressures are
above 40 psi and oil temperatures are above lOoC.
b. Propeller systems - With power levers at IDLE, purge propeller systems

by feathering and unieathering. Reverse each propeller once.
c. Overspeed governor test - Perform an overspeed governor test daily -

From stabilized idle, hold PROP O/SPEED TEST switch LEFT or RIGHT and
advance appropriate power lever until propeller just governs at approximately
920/0 Np (approximately 70% Np if Mod 6 /1259 is incorporated). Ob serve operat-
ing limitations. Reduce power lever to idle and release test switch. Repeat for
other engine.
CAUTION
Ensure PROP 0 /SPEED TEST switch is not selected

to LEFT or RIGHT nor released while the power lever
is above IDLE.
d. Beta back-up system check - With propeller lever at full INCREASE retard
left power lever into reverse range until the left BETA RANGE indicator light just
comes on. Select and hold BETA RANGE TEST SWITCH on and check that left
BETA RANGE indicator light and BETA BACKUP DISARMED caution light come
on and go out for two cycles as left propeller blades cycle, then release switch.
Advance left power lever to IDLE. Repeat check with right power lever.
Revision 24 2-3-1
D. O. T. Approved
e. Propeller reset warning light check - With power levers at idle Ng + 15% and
flaps lowered at least 7 1/2 0 , retard propeller levers and observe that the RESET
PROPS warning light illuminates intermittently.
f. Electrical check - With BUS TIE switch at NORMAL and power levers at idle
Ng + 150/0. check that DC loadmeter indicate"s approximately equal generator loa.ds
(. .1). Check that oil pressure and torque pressure indicators operate normally;
select other inverter switch position and recheck same instruments. Leave invert-
er switch at this position.
g. Bleed/pneumatic system check - With the power levers at idle Ng + 15% check:
1. Gyro instrument system pressure is within limits as indicated on INST

PRESS gages, and that both left and right systems are operating (neither red indi-
cator showing).
2. Bleed switches - ON. LOW PRESS caution light (if applicable) should go out.
h. Intake deflectors check - With power levers at approximately 80% Ng extend

and retract intake deflectors. Leave as required.
Note
A minimum of 80% Ng is required to extend the intake

deflector s.
CAUTION
When selecting EXTEND, the intake deflector switch

should be held for 3 to 5 seconds after EXT is indicat-
ed. When selecting RETRACT, do NOT hold switch.
Revision 8
MOT Approved
AMENDMENT NO. 8
Insert this sheet acing page 2.3-2
Because Mod 6/1479 (Battery temperature monitor) is incorporated, add new

sub-paragraph i. following sub-paragraph h. o paragraph 2. 3. 2 .
i. Battery temperature monitor test - Press test switch and hold. Check
that after several seconds the 150 0 warning light comes on ";'hen the indicator
pointer reaches 150 0 , The indicator pointer will continue to rise, and the
test switch should be released before the indicator reaches 170 0 ,
. AmendlTIent 8 Sheet 2
Section 2
D.O.T. Approved PSH 1-62-1A
A}lENmlENT NO. 3
Because Hod 6/1278 (Autofeather) is incorporated, after sub-paragraph 2.4.1 b.

add new sub-paragraph b . 1. as follows:
b.l. Propeller Autofeather switch - ON. Check SEL light on .
"
Sheet 3 Amendment 3
MOT Approved
2.4 TAKE-OFF PROCEDURES
Note
All take-off distances in Performance Section require

take-off power per figure4-3 to be achieved before
brakes are released.
2.4.1 TAKE-OFF CHECKS.
a. Trim controls - Set.
Note
The elevator trim pointer should be aligned with the

forward edge of the take-off range mark with aft cg
and to the aft edge of the take-off range mark with for-
ward cg.
b. Propeller levers - Full INCREASE

- FRICTION
c. Fuel - Check:
Quantity - Check
Selector - NORM
Booster pumps -On.
d. Flaps - Take-off (30 0 ).
e. Compass .. Set.
f. Pitot heat - ON.
g. Cabin heat - As required.
h. Deicing - As required.
1. Altimeter - Set.
j. Flight controls - Check.
k. Instruments - Check.
1. Caution lights - Check.
m. Parking brake - Off.

I
Revision 18 2 ... 4 ... 1
D. O. T. Approved
2.4.2 NORMAL TAKE-OFF.
a. Line up with nos ewheel center ed.
b. Power levers - Advance smoothly to engme take-off setting (figure 4-3).
Note
At temperatur es above !SA paus e for at leas t 5

seconds at 85% Ng to allow engine air inlet con-
dition to stabilize before advancing power levers
to calculated take -off power settings.
c. Direction - Maintain with rudder control.
d. Allow airplane to become airborne at lift-off speed obtained from figure
I
4-8
e. Increase airspeed to attain speed at 50 ft obtained from figure 4-8.
CAUTION
As airspeed increases torque pressure will in-

crease with-a constant power lever setting because
of the effect of ram air. Retard power levers as
required to avoid exceeding the torque limit speci-
fied in take-off power setting (figure 4-3).
2. 4. 3 CR OSSWIND TAKE -OFF. Adequate contr ollab ility during take -off has been
demonstrated "villi the airplane in winds with eros swind components up to 19 knots
I
measured at 6 feet (this is equivalent to 26 knots measured at a tower height of
50 ft). This is the maximum crosswind component experienced during cross"Nind
trials and is not cons;idered limiting. The recommended take-off technique is to
set the flaps to the take-off position (30 0 ), apply power gradually and maintain
direction by us e of asymmetric power and rudder when it becomes effective.
Partial application of aileron tlinto wind" will help in maintaining wings level,
prior to unstick. Where runway lengths permit, flaps deflection may be reduced
to further improve controllability and tolerance to crosswinds.
Revision 1 Z
Section 2
S.O.T. Approved
PSH 1-62-1A
AHENDHENT NO . 3
Because Hod 6/1278 (Autofeather) is incorporated, delete sub-paragraph 2.4.2 b.

and substitute the following:
b. Power levers - . Advance smoothly to engine take-off setting (figure 4-3).

Check autofeather ARM light on.
Note
At temperatures above ISA pause for at

least 5 seconds a t 85% Ng to allow engine
air inlet condition to stabilize before
advancing power levers to calculate take-
off power settings.
Amendment 3 Sheet 4
Section 2
AMENDMENT NO. 3
Insert this sheet facing page 2-5-1. Remove and destroy

Amendment 3 issue 8 sheet 5.
Because Mod 6/1278 (Autofeather) is incorporated, substitute the following sub-

paragraphs c. through f. to paragraph 2.5.1 for existing paragraphs c. through e.
c. Propeller Autofeather switch - OFF. SEL and ARM lights out.
Note
Either propeller may be manually feathered regard-

less of whether the propeller autofeather switch
is selected ON or OFF.
d. Nosewheel steering l,?-ver - Center, if necessary, by aligning index m~rks.
e. Landing light switches - As required.
f. No smoking/fasten belt switches - As required.
.}
Amendment 3
Sheet 5 Issue 10
PSM 1-6Z-1A Section 2
DOT Approved
2.5 IN-FLIGHT PROCEDURES
2.5.1 CLIMB.
a. When clear of obstacles, select flaps up and at flaps 0 0 , maintain speed

at 90 knots lAS for best rate of climb or 83 knot~ lAS for best angle of climb.
b. When established in the climb, reduce power to recommended climb settings

(figure 4-5).
CAUTION
When decreasing power from take-off setting, reduce

engine torque b~fore reducing propeller rpm.
c. Nosewheel steering lever - Center, if necessary, by aligning index marks.
d. Landing light switches - As required.
e. No smoking/fasten belt switches - As required.
2.5.2 CRUISE
a. When cruise altitude is reached, level off and allow airspee4 to increase to
the desired cruise airspeed, but not to exceed VMO (VNO pre Mod 6/1281), then
reduce power to cruise settings (figure 4-6). If the cruise altitude is reached by
climbing at cruise power then it will be necessary, as airspeed increases at
cruising altitude, to retard the power levers to avoid exceeding the torque limit
specified in maximum cruise setting (figure 4-6).
CAUTION
When decreasing power, reduce engine torque

before reducing propeller rpm.
2.5.3 FUEL MANAGEMENT. With the fuel selector at NORM, fuel from the forward
tank supplies the right engine and fuel from the rear tank supplies the left en-
gine. The No. 1 booster pump in each fuel tank pressurizes the fuel supply while
the No. 2 booster pump remains inoperative. (In the event of failure of a Noo 1
booster pump the associated No.2 pump is "automatically switched on). No further
tank selection is necessary under normal conditions. If necessary (i.e. maintain-
ing the cg within limits), crossfeeding is possible by selecting BOTH ON FWD or
BOTH ON AFT. A BOTH ON FWD selection supplies fuel from the forward tank to
both engines, or to the left engine only if the right engine is shut down. A BOTH
ON AFT selection supplies fuel from the aft tank to both engines, or to the right
engine only if the left engine is shut down. A crossfeed selection automatically
shuts down the operating booster p~mp in the unused tank, and switches on both No. 1
and No. 2 booster pumps in the selected tank, the booster pump switch selections
being overridden.
2.5.4 When operating at a gross weight exceeding 11,400 lb, the weight in excess
of 11,400 lb (-20 0 F and above) or 11,000 lb (below -ZOOF) must be eliminated be-
fore landing by the consumption of fuel equal to the excess weight. Weight of fuel
are as follows:
Revision 29 2-5-1
Section 2
DOT Approved PSM 1-62=lA
JP4 7.8 lb per Imp gallon

JP5 8.3 lb per Imp gallon
Aviation
Kerosene 8.2 lb per Imp gallon
Avgas 7 2 Ib per Imp gallon
e
2.5.5 DESCENT
a. Engine power - Reduce as required.
b. Engine instruments - within normal limits.
c. No smoking/fasten belt switches - On.
d. Altimeter - Set.
2.5.6 APPROACH
CAUTION
If operating in excess of 11,400 lb gross weight,

check that landing gross weight will not exceed
11,4001b (-20 0 F and above), or 11,000 lb (below
-20 0 F).
ao Fuel contents and selector - Check.
bo Hydraulic pressures - Check.
I c. Nosewheel steering lever - Check index marks -are aligned. _
d. Brakes.- Off.
e. Airspeed - Reduce to 100 knots lAS.
f. Flaps - Select approach flap (20 0 ) and allow airspeed to decrease to 83

knots lAS.
g8 Power levers - Adjust to obtain desired rate of descent.
CAUTION
If during approach either of the blue Beta range

lights comes on, the approach can be continued.
However, increases in power should be made
slowly to avoid propeller rpm oscillation as the
propeller commences to govern. Following landing
do not select reverse on either propeller.
2-5-2 Revision 29
MOT Approved
MIENDMENT NO. 3
Insert this page facing page 2-5-2
Because Mod 6/1278 (Autofeather) is iIl.corporated add the following caution to

paragraph 2.5.6 g:
.' .CAUTION
The propeller auto feather switch is not

to be selected ON for approach or landing.
Amendment 3
Issue 6 Sheet 8
Section 2 PSM 1 - 62-IA
D. O . T. Approved
AMENDMENT NO. I
Insert this sheet facing page 2-6-\
Because Mod 6/ I 223 (Power lever/propeller lever interlock) is incorporated.

the WARNING following paragraph 2.6.1 d . should read as follows:
WARNING
Reverse power cannot be applied unless the propel -

ler levers are at full INCREASE.
Sheet 1 Amendment I
DOT Approved
2.6 LANDING PROCEDURES
2.6.1 NORMAL LANDING.
When landing is assured:
a. Flaps - Select landing (37.5).
b. Minimum airspeed - 70 kt lAS.
Note
Minimum airspeed may be reduced by 3 knots per 1000 Ib reduction in

maximum landing weight.
c. Propeller levers - Full INCREASE. Check RESET PROPS caution light out.
d. Touch down - On main wheels.
When nosewheel is firmly on ground.
e. Brakes - Apply.
1. Reverse - Apply as required.
WARNING
Reverse cannot be applied unless the propeller levers are at full IN-
CREASE.
CAUTION
During the use of reverse, engine power may increase asymmetrically.
g. Landing roll - Use rudder and brakes as necessary to maintain direction.
h. Nosewheel steering - Use if required on landing roll and for taxi.ing.
2.6.2 CROSSWIND LANDING. Adequate controllability during landing has been demonstrated using
flaps "landing" (37.5) in crosswind components up to 19 knots measured at6 feet (this is equivalent to 26
knots measured attower height of 50 feet). This is the maximum crosswind experienced during crosswind
trials and is not considered limiting. The recommended technique is to approach and touch down with the
upwind wing lowered, using rudder to align the airplane with the runway. As airspeed decreases in the
flare to touchdown, lateral and directional control requirements will increase. Following touchdown hold
the nosewheel on the runway with the elevators and use the ailerons to inhibit any upwind wing lifting. The
rudder should be used to keep the airplane straight down to taxi speeds when nosewheel steering and
brakes may be used. Early use of brakes or high reverse power may produce lateral skidding, making
directional control more difficult. Where runway lengths permit, flap deflection may be reduced to further
improve controllability and tolerance to crosswinds.
2.6.3 GO-AROUND. The decision to go around should be made if possible during the approach with
approach flap (10).
a. Power levers - Advance smoothly to engine take-off setting (figure 4-3).
b. Minimum airspeed - 83 knots lAS, approach flap (10) or 70 knots lAS, landing
flap (37.5).
Revision 33 2-6-1
PSM 1-62-1A
Section 2
DOT Approved
Note
With landing flap (37.5), pitch attitude in the go-around will be approxi-
mately 0 (level flight attitude).
CAUTION
With landing flap (37.5), pitch attitudes in the go-around greater than
0 (level flight attitude) may cause a rapid decrease in airspeed and pos-
sible stall.
When clear of obstacles:
c. Flaps - Retract to cruise (0).
During flap retraction:
d. Airspeed - Increase to 84 knots lAS.
2-6-2 Revision 33
PSM l-b2-1A Section 2
DOT Approved
2. 7 POST FLIGHT PROCEDURES
2. 7.1 AFTER. LANDING
a. Flaps - Cruise (0 0 ).
b. Unnecessary electrical equipment - Off.
2. 7.2 ENGINE SHUTDOWN.
a. Power levers - IDLE.
b. Parking brake .. On.
c. Propelle r leve r s - FEA THER..
d. Blee d air .. OFF.
e. Radios .. OFF.
f. Turbine tempe rature s .. Stable.
g. Generators .. OFF. Chec~ Land R GENERA TOR caution lights on.

CAUTION
If either L or R GENERATOR caution light does

not corne on, IM:ME DIA TE L Y sele ct BUS TIE
switch to OPEN and EXTER.NAL/BA TTERY switch
to OFF.
Note
j
Allow engine s to idle for a minimum of one minute

at a turbine temperature of blOoC or below. Refer
to paragraph 1. 1. 1, chart reference (b).
I
h. Fuel levers .. OFF.

i. Anti-collision light .. OFF,.
j. No smoking/fasten belt switch .. OFF.

k. Booster pump switches .. OFF (after gas generator stops rotating)
1. DC master switch - OFF.
m. External/Battery switch .. As de sired.
Note
During engine shutdown, listen for any unusual
scraping or rubbing noises.
Revision 24 2 ... 7 .. 1
MOT Approved'
WARNING
If there is any evidence of fire in either engine

after shutdown proceed immediately a.s for
I CLEARING AN EN'GINE, paragraph 2.2.4.
2.7. 3 ENGINE WASH. When operating in atmospheres of high salt content engine
compressor washing should be carried out after the last flight of the day. In atmos-
pheres of high industrial air pollution loss of engine performance may be attribut-
ed to the ingestion of air pollution deposits; in this event engine compressor wash-
ing should be' carried out whenever considered neces sary. Instructions for engine
compressor washing are contained in the Twin Otter Maintenance Manual.
(PSM 1-6-2)
2-7 ... 2 Revision 18

DOT Approved
2.8 ICING CONDITIONS (ICE MAY FORM IN CONDITIONS OF VISIBLE MOISTURE AT

TEMPERATURES BELOW + SOC) I
2.8.1 GENERAL. The airplane must not be flown into known or probable icing
conditions unless it is equipped with approved means for deicing the parts of the
airplane that are essential for safety. Special order equipment which must be .
installed for flight in icing conditions consists of wing and tail deicer boots,
propeller deicer boots, wing in~pection lights, windshield wipers, and a heated
windshield. Non-mandatory engine intake anti-icing boots may also be installed.
The standard airplane is equipped with retractable deflectors in the engine intakes
for the inertial separation of snow and ice particles, heated pitot head(s), and
shields to protect the aileron operating rods.
CAUTION
1. The use of flaps shall be limited to not

more than 10 0 on airplanes not equipped
with airframe deicing equipment, during
or after flight in icing conditions.
Approach speeds with 10 0 flap at the app-

ropriate weights are as follows:
WE I GHT-LB 11,500 10,500 9,500 8,500

lAS - KT 83 79 75 71
Landing distance is approximately 1.5 times the

landing distance with flaps 37~0 obtained from
figure 4-15 or 5-12-25 as appropriate.
2. An accumulation of ice on the airplane may

change the stall characteristics, stall speed,
or warning margin provided by the stall warning
device. Therefore, when the airplane has accum-
ulated a significant amount of ice, an airspeed
margin of not less ehan 1.3 times the normal
stall speed should be maintained.
2.8.1A FLIGHT CHARACTERISTICS WITH ICE ACCUMULATIONS. Longitudinal control at

large flap angles during landing approach may be affected by accumulations of ice
on the horizontal stabilizer leading edges, particularly if airspeed is excessively
high. This can result in a pronounced nose down pitch. Therefore, flap angles
must not exceed 10 0 , and airspeed should be held at 1.3 x stall speed appropriate
to the prevailing weight and flap setting.
2.8.2 OPERATION OF INTAKE DEFLECTORS. The intake deflectors are normally re-
tained in the retracted position, particularly in single engine operation, because
of the reduction in engine power (approximately 3%) when they are extended. How-
ever, when snow or icing conditions are encountered they must be extended to ensure
continued engine operation. The deflectors are mechanically retained in their ex-
tended and retracted positions; down locks are installed to ensure that they cannot
blow back. In the event of a malfunction the deflectors will remain at their last
selected position. If a failure occurs that prevents extension of one or both of
Revision 32 2-8-1
DOT Approved
the deflectors, icing conditions must be avoided. Indicators are provided in the
flight compartment to show the positions of the deflectors.
NOTE
A minimum of 80% Ng is required to extend the

intake deflectors.
CAUTION
When selecting EXTEND, the intake deflector

switch should be held for 3 to 5 seconds after
EXT is indicated. When selecting RETRACT, do
NOT hold switch.
2-8-2 Revision 29
D.O.T . Approved
2.9 INVERTER OPERATION
The two inverters, designated No.1 and No.2 provide separate sources of 400-
cycle power for the ac operated instrum.ents, and an inverter switch facilitates
the operation of one inverter at a time. The-inverters should receive approxi-
mately equal operational use, and alternate selection should be made from flight
to flight. The non-operating inverter always remains as a standby in the event
of failure of the flight-selected inverter.
PSM 1.62-1A Section 2
D.O .. T. Approvec
2. 10 GYRO INSTRUMENT PRESSURE SUPPLY
The gyro instruments, (directional indicator and attitude indicator) areoperat-

ed by air pressure taken from the engine bleed air ports (dry air pumps Mod
6/1166), and subsequently reduced in pressure and regUlated. The instruments
operate satisfactorily within the range of 4.4 to 5. 6 inches Hg as iridicated by
the range markings on the INST PRESS gages below the pilot's flight instrument
panel. An acceptable pressure supply is assured under all normal operating
conditions. However, in certain modes - i. e. when a pneumatic. line is broken
or during single engine operation with the airplane heating system on, there
may be a low pressure condition when the power levers are at or near idle -
(i. e. during high rates of descent). The situation may be corrected by increas-
ing engine speed slightly (700/0). For emergency op~ration in the event of pres-
sure supply failure, refer to Section 3.
2-10-1
D.O.T. Approved
SECTION 3
EMERGENCY OPERATING PROCEDURES
Note
Speeds quoted throughout this section are applicable to gross weights of

11,579 Ib take-off, 11,400 Ib landing (_20" F and above) , 11,000 Ib landing
(below -20 0 F), unless othe.rwise stated.
3.1 ENGINE FAILURE
3.1.1 ENGINE FAILURE DURING TAKE-OFF.
a. If engine failure occurs during the take-off run and sufficient runway remains for
stopping safely, proceed as follows:
1. Power levers - IDLE.
2. Brakes - Apply.
b. If engine failure occurs airborne, at a speed below VMC:
1. Power levers - Retard to maintain airplane control.
2. Land straight ahead, turn to avoid obstacles using minimal bank angle.
If time permits before landing:
3. Fuel levers OFF.
4. DC master switch OFF.
c. If engine failure occurs above VMC and a decision is made to continue the take-off,
proceed as follows:
1. Maintain heading by applying rudder and lowering wing against the live engine
2.
as necessary and lower nose to hold desired airspeed.
Advance power levers up to T5, torque or Ng limit, whichever is reached first.

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3. Power lever of failed engine - IDLE.
4. Propeller lever of failed engine - FEATHER.
5. Hold 73 knots lAS If flaps at 30 " or 15"; 83 knots lAS if flaps at 0" .
6. When clear of obstacles, the flaps should be retracted In increments and the
airspeed increased appropriately per the above schedule in order not to lose
altitude during retracllon. Best single engine rate of climb Is achieved with
flaps 0" at 83 knots lAS.
7. Trim aircraft as desired.

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8. Fuel lever of failed engine - OFF.

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Revision 38 3-1-1
D. O. T. Approved
9. Booster pump switch of failed engine - OFF.
10. Generator switch of failed engine - OFF. ,;

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11 . BLEED AIR switch of failed englne- OFF.
12. If both booster pump caution lights for the failed engine are not illuminated
select the STBY BOOST PUMP EMER switch on and restart the engine In
accordance with procedure given In paragraph 3.1.3.
13. Fuel emergency shutoff switch of failed engine - OFF.
14. Compute continuous power setting.
15. Check generator load and reduce if necessary.
16. B!lI!lnce fuel tanks If necessary to maintain C of G within limits.

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3.1.2 ENGINE FAILURE IN FLIGHT.
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a. Maintain heading by applying rudder and lowering wing against the live engine. t
b. Increase power on live engine as required up to T5. torque or Ng limit, whichever is f
reached first.
c. Power lever of failed engine - IDLE.
d. Propeller lever of failed engine - FEATHER.
CAUTION
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If the gas generator is shut down or runs down as a result of failure and the
propeller is not feathered severe gear box damage Is Imminent if the oil
pressure drops below 15 psi. t
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f.
Fuel lever of failed engine - OFF.
Booster pump switch of failed engine - OFF.

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Post Mod 6/1044 and 6/1086 airplanes only. lithe booster pump caution lights ,.,
do not Illuminate immedialely, a fuel booster pump pressure switch failure has i
occurred. This will prevent the automatic switching on of the standby booster I
pump and may be the cause of the engine flame-out. An engine re-lightcan
be attempted after restoring the fuel supply In accordance with paragraph
3.4.1 b.
g. Fuel emergency shutoff switch of failed engine - OFF.
h. Generator switch of failed engine - OFF.
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3 - 1-2 Revision 38
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D.O.T. Approved
AMEND~lENT NO. 3
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Insert this sheet facing page 3-1-2. Remove and
destroy Amendment No. 3 issue 4 sheet 6 facing
page 3 1 2 and sheet 7 facing page 3-1-3. r
Because Hod 6/1278 (Autofeather) is incorporated, disregard sub-paragraph 3.1.1 c.
3 through 16. and substitute the following: II
CAUTION
Do not retard either power lever until autofeather-

ing is complete. I
3. Hold ~l knots IAS if flaps at 30 0 or 15 0 ; 83 knots lAS if flaps at 0 .
4. Hhen clear of obstacles, the flaps should be retracted in increments and

the airspeed increased apprQpriately per the above schedule in order not to lose
altitude during retraction. Best single engine rate of climb is achieved with
flaps 0 at 83 knots lAS.
5. Trim "aircraft as desired.
6. PowI'r lever of failed engine - IDLE.
7. Propeller lever of failed engine - FEATHER.
Note
8.
If propeller lever of failed engine is not sel-
ected to 'FEATHER the ' propeller could unfeather.

9 : . Booster pump switch of failed engine - OFF.
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10. Generator switch of failed engine - OFF. I
11. BLEED AIR switch of failed engine OFF. i
12. Propeller auto feather s,.,itch - OFF. SEL light out.
13. If both booster pump caution lights for the failed engine are not illumin-
ated select ' the STBY BOOST P~W EMER switch on and restart the engine in accor-
dance with the procedure given in paragraph 3.1.3 .
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Amendment 3
Issue 8 (over) Sheet 6 I
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Section' 3
DOT Apprbved PSM 1-62-1A
14 Fuel emergency shutoff s"i tch of failed engine - OFF o.
15. Compute continuous power setting.
16. Check generator load and reduce if necessary .
. 17 Balance fuel tanks 1 necessary to maintain C of G '"ithiu limits
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Sheet 7 Amendment 3
Issue 8
D.O.T. Approved
3.1.3 NORMAL AIR START. To air start an engine, proceed as follows:
a. Fuel lever of failed engine - OFF.
b. Propeller lever of failed engine - FEATHER.
c. Power lever of failed engine - IDLE.
d. Fuel emergency shutoff switch of failed engine - NORMAL.
e. Booster pump switch - FWD BOOST (for right engine) or AFT BOOST (for left
engine).
f. Fuel pressure - Booster pump caution lights out.
g. Generator switch of failed engine - OFF.
h. Ignition switch - NORMAL.
i. Engine igniter switch of failed engine - BOTH (Post Mod 6/1053 only).
J. Start switch - Hold LEFT or RIGHT as required. Check for all pressure rise.
k. Allow gas generator speed to stabilize for 5 seconds, then move fuel lever of failed
engine ON.
CAUTION
Do not select engine fuel lever ON, (allowing fuel to flow) before stabilized rpm
is reached. The minimum speed to obtain satisfactory light -up is 12% Ng. Any
start attempt below this speed is considered hazardous and should be
monitored closely to prevent an over-temperature condition.
I. Light-up - Check that engine accelerates to normal Idle rpm for prevailing
ambients, and turbine temperature does not exceed 1090 C. (Time limit at 1090 C
Is two seconds; operators are advised to keep hand on engine fuel lever during this
period.)
m. Start switch - Release.
n. Propeller lever of failed engine - Set minimum governing position until unfeathered,
then set to desired rpm.
o. Power lever of failed engine - Advance to idle Ng +15%.

p. Generator switch of failed engine - RESET and release to ON. Check applicable
GENERATOR caution light out.
q. Power lever of failed engine - As required .
3.1.4 LANDING WITH ENGINE INOPERATIVE. The procedure for landing with one engine Inoperative is as
follows:
a. Approach speed 80 to 85 knots lAS for all aircraft weights.
b. Flaps - Approach (15).
Revision 38 3-1-3
O.O.T. Approved I
c. Propeller lever (live engine) - Full INCREASE. I I
d. Flaps - Landing (37 1/2) when safe landing is assured and' pOVier is no longer I
required on live engine. [
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e. After touchdown - Apply brakes as required.
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I 3.1.5 GO-AROUND WITH ENGINE INOPERATIVE. Go-around on one engine must not be attempted at
airspeeds below VMC. A go-around on one engine should not be attempted if flaps are at "landing" and the
decision should be made, preferably, before the flaps exceedI5.
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a. Airspeed - Not below VMC. t
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b. Power - Advance the power lever on the live engine up to T5, torque or Ng limit,
whichever is reached first. ii
c. Maintain heading by applying rudder and lowering wing against live engine as ,i
necessary. l
d. Climb at 83 knots lAS if flaps 0 .

Climb at 73 knots lAS if flaps 15.
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Climb at 71 knots lAS if flaps 30 .
e. When clear of obstacles, the flaps should be retracted In Increments and the airspeed
increased appropriately per the above schedule in order not to lose altitude during
retraction. Best single engine rate of climb Is achieved with flaps 0 at 83 knots lAS
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3-1-4 Revision 38
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PSM 1~6Z-lA Section 3
MOT Approved_
o. Power leve~ of failed engine - Advance to idle Ng + 150/0.

'p. Generator switch of failod engine - RESET and release to ON. Check appli-
cable GENERATOR caution light out.
q. Power lever of failed engine - As required.
3.1.5 LANDING WITH ENGINE INOPERATIVE. The procedure for landing with
one engine inope rative is as follows:
a. Approach speed 80 to 85 knot. LAS for all aircraft weights.
b. Flaps _ Approach (150).
c. Propeller lever (live engine) - Full INCREASE.
d. Flaps - Landing (37 1/2 0 ) when safe landing is assured and power is no
longer required on live engine.
e. After touchdown -, Apply brakes as reqUired.
3.1.6 GO-AROUND WITH ENGINE INOPERATIVE. Go-around on one engine

must not be attempted at airspeeds below VMC' A go-a.round on one engine
should not be attempted if flaps are at "landing" and the decision should be made,
preferably, before the flaps exceed 15.
a. Airspeed - Not below V MC.
h. Power - Advance the power lever on the live engine up to the .T5, torque,
or Ng limit, whichever is rea.ched first.
c'-, MaintaIn heading by applying rudder and lowering wing against live engine
as necessary.
d. Climb at 83knots LAS if flaps 0.

Climb at 73 knots LAS if flaps 15.
Climb at 71 knots LAS if flaps 30.
e. When clear of obstacles, the flaps should be retracted in increments and

the airspeed increased' appropriately per the above schedule in order not to lose
altitude during the retraction. Best single 'engine rate of climb i. achieved with
flaps 0 0 at 83 knot. LAS. '
Revision 18 3-1-5
DOT Approved
3.2 MISCELLANEOUS ENGINE EMERGENCIES
3.2. 1 PROPELLER MALFUNCTIONS.
a. If a propeller feathers proceed as follows:
1. Power lever of malfunctioning engine - IDLE.
2. Propeller lever of malfunct~oning engine - FEATHER.
3. Fuel lever of malfunctioning engine - OFF.
4. Perform a single engine approach and landing (paragraph 3. 1.5.)
b. If propeller over speeds proceed as follows:
1. Reduce power and airspeed as quickly as possible.
2. Propeller lever of malfunctioning engine - FEATHER.
3. If necessary lower flaps, reduce airspeed to not less than 1.3 tiInes stall
speed and reduce altitude.
. CAUTION
If propeller will not feather, maintain idle Ng to pro-

vide gearbox lubricat,ion
4. Land at the neare st airport.

3. 2. 2 BETA CONTROL MALFUNCTIONS.
a. An intermittent BETA RANGE light indicates that the propeller is being

prevented from going into reverse pitch by the beta backup system. This may
be accompanied by light buffet and c~l1itrollable yaw and wing-down trim change
toward the side of the propeller malfunction. Proceed as follows:
. 1. Propeller levers - Minimum governing position. .
2. Power .levers - Increase torque equally, sufficient to eliminate the

buffet and restore normal lateral/directional triIn.
3. Maintain approach power with equal torque on both engines to touchdown, .I
and then reduce power to IDLE smoothly.
4. In ago-around advance power levers to the torque, T5. or Ng limit and
retract flap when clear of obstacles.
5. D o not select reverse on landing as the malfunctioning propeller will not

COTIle out o( reverse.
Revision 25 3-2-1
Section 3
DOT Approved PSM 1-62-IA 1
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b. A steady BETA RANGE light, accompanied by a slow increase in torque and
decrease in propeller rpm indicates a beta backup system fault. Proceed .as [
follows:
1. Retard power lever -to prevent overtorque.
2. Pull the BETA SYS circuit breaker.
CAUTION
Do not pull the BETA SYS circuit breaker immed-
iately after the BETA RANGE light illuminates\ to 1
ensure it is not intermittent. The circuit breaker
should only be pulled if the BETA RANGE light is ill-
uminated steadily.
3. Normal power may be used to complete the flight.
c. Steady illumination of the BETA BACKUP DIs~mD light indicates that the
beta backup system caonot be expected to functioo. The remainder of the flight
should be continued normally.
3.2.3 INFLIGHT PROPELLER REVERSAL. If a propeller should go to reverse io

flight the BETA RANGE light mayor may not illuminate, and depending upon power,
the aircraft will tend to roll and yaw controllably toward the malfunctioning
propeller. ~wintain lateral/directional control and proceed as follows:
a. If blade latches (Hod 5.0.0. 6022) are not fitted:
1. Power lever of malfunctioning engine - IDLE.
2. Propeller lever of malfunctioning engine - FEATHER.
3 . . Fue1 lever of malfunctioning engine - OFF.
4. Perform a single .engin.e approach and landing (paragraph 3.1. 5)
b. I f blade latches (Hod S.O.O. 6022) are fitted:
WARNING
Do not feather propeller or shut down engine with

a reversed propeller which is fitted with blade
latches.
1. Power lever' of malfunctioning engine - IDLE, leave power lever at IDLE

for remainder of approach and do not attempt an overshoot.
2. Propeller lever of malfunctioning engine - Minimum governing position,
3-2-2 Revision 25
P.SH 1-62-lA Sectioll 3
DOT Approved
3. " Use 100 flap for approach and landing using the following approach speeds
appropriate to" weight:
Weight - Ib 11 , 400 10,500 9,500

lAS - KT 83 80 80
Landing distance is approximately 1.5 times the Isnding distance with

flaps"37~ obtained from figure 4-15 or 5-12-25 as appropriate.
Note
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If malfunction occurs during final approach with
more rihan 10 0 flap selected, continue the approach
and do not retract flaps.
4. Perform a single engine approach and landing (paragraph 3.1 . 5).
3.2.4 ENGINE SBUTD~IN. If an abnormal engine operating condition occurs, increase

power on the live engine and shut down the malfunctioning engine immediately as
follows:
a. Power lever of failed engine - IDLE.
b. Propeller lever of failed engine - FEATHER.
CAUTION
If the gas generator is shut down or runs down as

a result of failure, the propeller should be fea-
thered "immediately . Severe gearbox damage is
imminent if the oil pressure drops below 15 psi.
c. Fuel lever of failed engine - OFF.
d. Booster pump switch of failed engine - OFF.
e. Fuel emergency "shutoff switch of failed engine - OFF.
f. Generator switch of failed engine - OFF:
3.2 . 5 FLAME-OUT. An engine flame-out will be indicated by a decrease in turbine

temperature, torque pressure, gas generator rpm, 'and fuel flow. The flame-out may
result from the engine running out of fuel, or be caused by unstable engine oper-
ation. Onc~ the fuel supply has been restored to the engine, or the cause of un-
stable operation eliminated, the engine may be restarted "as described in pa"ragraph
3.1.3 or 3.1.4.
3.2.6 OVERTEHPERATURE. If the turbine temperature exceeds the maximum limit of

750 o C, shut down the en~ine. Record the duration and de~ree of overtemperature."
Revision 29 3-2-3
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Section 5
DOT Approved PSH 1-6.2-1A
CAUTION
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Do not attempt to restart the engine until the i
cause of overtemperature has been investigated t!
and rectified by ground servicing personnel.
During a start on the ground the engine should be shut dONn if, before reaching,
idle speed, the rate of increase in turbine temperature is such th-at it is obvious
it will ' exceed ' 10900 C before the gas g~nerator stabilizes.
3.2.7 OVERSP.EED. If gas generator rpm exceeds the maximum limit, shut down the
engine. Any overs peed in excess of 102.6 percent will necessitate engine replace-
ment.
Note
When the gas generator speed limit or propeller

speed limit is exceeded, the incident must be
recorded in the Flight Log Book. The maximum rpm
attained ,and the duration of the overspeed must
be stated.
I 3 . 2.8 ABNO~~ OIL PRESSURE. If the oil pressure falia below 65 psi at 65% gas
generator rpm or above, reduce power on the affected engine to below 75% rpm and
complete the flight at that setting. If the oil pressure drops below 40 psi (rele-
vant ENGINE OIL PRESSURE caution light will come on) shut down the engine. )
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3-.2-4 Revi s ion 26

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Section 3 PSM 1-6z-1A "
D. O. T. Approved
AMENDMENT NO. 4
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Insert this sheet facing page 3-3-1 I
Because Mod 6/1277 (Audible stall and fire warnIngs) is Incorporated. delete.
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paragraph 3.3. Z Introduction and substitute the following: f
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3.3 . 2 ENGINE FIRE IN FLIGHT. If an engine fire occurs during night. indicated
by the illumination of red lights .in the relevant FIRE PULL handle and ringing
of the fire bell. follow the ENGINE FIRE INSTRUCTIONS displayed on the emer-
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gency panel . 1. e . :
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Sheet 2 Amendment 4 j
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D.O.T. Approved
3.3 FIRE
3.3.1 ENGINE FIRE ON GROUND (ILLUMINATION OF APPLICABLE REP FIRE PULL HANDLE LIGHT).
a, POWER levers - IDLE.
b. PROP levers - FEATHER.
c. FUEL levers - OFF.
d. FUEL OFF emergency sWitch (affected engine) - OFF.
e. FIRE PULL handle (affected engine) - PULL.
f. BOOSTER PUMP switches - OFF.
g. DC MASTER switch - OFF.
h. Evacuate airplane.
3.3.2 ENGINE FIRE IN FLIGHT. (ILLUMtNATION OF APPLICABLE RED FIRE PULL HANDLE LIGHT AND
RINGING OF FIRE BELL (Mod 611277 Follow the ENGINE FIRE INSTRUCTIONS displayed on the
emergency panel for the applicable engine:
a. POWER lever - IDLE.
b. PROP lever - FEATHER .
c. FUEL lever - OFF.
d. FUEL EMERGENCY - OFF.
e. FIRE PULL handle - PULL.
f. BOOSTER PUMP - OFF.
g. See paragraph 3.2.4 to complete engine shutdown.
3.3.3 COCKPIT/CABIN FIRE OR SMOKE
Note i
Whether or not smoke has dissipated, if it cannot be visibly confirmed th at the t
fire has been extinguished, land as soon as possible. I
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3.3.3.1 KNOWN SOURCE OF FIRE OR SMOKE
a. If required, evacuate passengers from the affected area.
b, ,Extinguish fire with portable fire e.xtingulsher. f
c. Smoke clearing may be enhanced by opening the access to the bag'gage i
compartment.
3.3.3.2 UNKNOWN SOURCE OF FIRE OR SMOKE rL

a. LEFT BLEED switch - OFF
Wait up to one minute, if no improvement:
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b. LEFT BLEED switch - ON
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c. RIGHT BLEED switch - OFF
Wait up to one minute, if no Improvement:
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d. RIGHT BLEED switch - ON
e. Land as soon as possible.
Nole
If an electrical fire Is suspected, it may be possible to control the problem by ,

selecting electrical services - OFF one at a time and observing whether there i
is an improvement between each selection. This action must not compromise !
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or delay a landing as soon as possible. I
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Revision 38 3-3-1
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PSM 1.62.IA Section 3
D.O. T . Approved
3.4 FUEL SYSTEM EMERGENCIES
3.4.1 BOOSTER PUMP FAILURE.
a. Fallure of a No . 1 booster pump in a forward or aft fuel tank is indicated by

the Illumination of the No. 1 booster pump caution light serving the affected tank.
If this occurs, supply of fuel to the engine is Wlaffected because the No.2 booster
pump in the same tank Is switched on by the automatic changeover system for that
tank. The circuit breaker of the failed booster pump ~ be pulled.
b. Failure of a No. 1 booster pump and concurrent faUure of the automatic

change-over system in the associated tank may result in an engine name-out,
especialli at higb alt.itudes. Under these circumstances the booster pump caution
lights for the affected tank will NOT iiluminate. The fuel .upply can be re s tored
by raising the guard on the appropriate STBY BOOST PUMP EMER switch and
. selecting the switch up (ON), to energize the No. Z booster pump independently
of the automatic changeover system. 1 it can be determined that the engine flame ..
out resulted [rom fuel starvation due to the above reasons, the engine may be re-
started in accordance with the following procedure,
I. Select appropriate STB Y BOOST PUMP EMER switch up (ON).
Z. Restart the engine in accordance with the procedure given in paragraph 3. t. 3.
3_ Pull the circuit breaker of the failed BOOST PUMP I.
3.4.2 LOW FUEL LEVEL. If the FWD FUEL LOW LEVEL caution light illum-
inates in level flight, it signifies that the contents of the forward fuel tank has
decreased to approximately 75 lb which is sufficient for approximately 12 mine.
ute. flight at MCP. If the AFT FUEL LOW LEVEL caution light illuminates it
signifies that the contents of the aft tank has decreased to apprOximately 110 Ib
which is sufficient for approximately 17 minutes flight at MCP. The difference
b e tween the fuel levels at which warning is given is due to the higher location of
the aft tank fuel ejector necessitated by the inclined underside of the rear fuse-
lage.
3.4.3 TAKE-OFF WITH LOW FUEL CONTENTS. If, prior to take-off with low
fuel contents in either or both tanks, the fuel low level caution light(.) illuminat~.
and the fuel quantity indicator(s) denotes sufficient fuel for take - off in that tank(s)
e. g. 200 lb, it should be confirm e d, by operation of the boo~ter' pumps and re-
sultant extinguishing of the caution light(s), that fuel transfer is functioning.
Take-off with low fuel c ont ents in b o th tanks and with one caution light remaining
on should only be made in an emergency_ Take-off with both caution light s on
should not b e made_
3-4-1
SuCtiun 3 PSM 1.6Z.IA
D. O. T. Approved
'J
Note.
When operating booster pumps to check fuel trans-

fer, an external power supply should be connected
to the airplane. or one engine operated, to supply
the current required.
3. 4 . 4 .FUEL ,T RANSFER FAILURE. II during level .night a fuel low level

caution light illwninates and tbe related fuel quantity indicator denote. contents
o! approximately 330 lb, a fuel transfer failure can be as awned to have occurred.
Fuel transfer will continue by gravity feed and !light may continue, however sus-
tained climb and descent attitudes must be made with caution .
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3-4-2 Le
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Section 3 PSM 1-62-1A t
MOT Approved
AMENDMENT NO.8
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Because Mod 6/1479 (Battery temperature monitor) is incorporated, add the r

following new paragraph 3.5.3; (paragraph 3.5.4 i Mod. S.O.O. 6031 (generator ~
overheat detectio'n) is incorporated).
3.5. 3 BA TTERY OVERHEAT. Battery overheat is indicated by illumination

of the battery temperature warning light and the battery telTlperature indicator
registe;ring a temperature of 1500 1" or above. If this occurs the EXTERNAL/
BATTERY switch must be selected to OFF and remain so for the remainder of the
flight. Rectii~ation must be carried out before the next flight.
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Sheet 3 Amendment 8
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Section 3 PSM 1-62-1A i
DOT Approved I
AMENDMENT NO. 10
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Insert this sheet facing page 3 -5-1 I
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' Because Mod 6/1590 or Mod 6/163 6 (Introduction of voltage regulator VR 10 1O-24- 2A)
is incol'pol'uted, substitute the following revi~ed paragraph 3.5.1: I
3.5,1 ,GENERATOR FAILURE, A ge'nerator failure or malfunction is indicated by
the illumination of either the L GENERATOR or R GENERATOR caution light. If
this occurs an attempt should be made to reset the' field circuit of the affected
generator by moving the relevant generator switch to OFF then RESET then back
to ON . If the caution light r e mains on, the generator switch must be moved to
OFF. The bus tie switch at' NORMAL position connects the remaining generato r
with bo th buses to maintain all electrical services. Refer to paragraph 1.4 fOl'
single generator load limitations. Following a generator iailure, the reverse
current circuit breaker located in the cabin power distribution box shotlld be checked
and, if necessary, reset to ensure a battery on-line condition .
CAUTION
Repeated attempts to reset a failed generator could

result in damage to the generator or control equip-
ment , Therefore, ge nerator RESET should be limit-
ed to two attempts.
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Sheet 1 Amendment 10
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PSM l-62-lA Section 3
DOT Approved
3 . 5 ELECTRICAL SYSTEM EMERGENCIES
3. 5.1 GENERATOR FAILURE. A generator failure or malfunction is indicated

by the illumination of either the L GENERATOR or R GENERA TOR caution light.
If this OCCUl'S an attempt should be made to reset the field circuit of the affected
generator by moving the relevant generator switch to RESET then back to ON.
U the caution light remains on, the generator switch must be moved to OFF.
The bus tie switch at NORMAL position connects the remaining generator with
both buses to maintain all electrical services. Refer to paragraph 1.4 for single
generator load liInitations. Following a generator failure, the reverse current
circuit breaker located in the cabin power distribution box should be checked
and, if nec.essary, reset to ensure a battery on-line conditiona
CAUTION
Repeated attempts to reset a failed generator could

result in damage to the generator or control equip-
ment. Therefore, generator RESET should be lim-
ited to two attempts.
3.5.2 INVERTER FAILURE. An inverter failure is indicated by the illumination

of the 400 CYCLE caution light, in addition to failure of the 400-cycle, 26-volts
ac operated instruments . If failure occurs the other inverter should be selected
by means of the inverter switch.
3. S. 3 TOTAL ELECTRICAL FAILURE . In the unlikely event of a regulator

failure causing sys tem overvoltage and complete loss of electrical power (Pre
Mod 6/1651), or loss of both generators and high battery discharge (Mod 6/1651),
proceed as follows:
a. BUS TIE switch - OPEN.

b. GENERATOR s witches OFF, then RESET then ON one at a time .
c. GENERATOR switch of malfunctioning system - OFF.
d. B US TIE switch - NORMAL.
e. Pre Mod 6/1651 check reverse current circuit breaker and reset if nec-
essary_
Revision 2 5 3- 5-1
PSM 1.6Z.lA Section 3
D.O. T. Approved
3.6 HYDRAULIC SYSTEM EMERGENCIES
3.6.1 ELECTRIC MOTOR PUMP FAILURE. Failure of the electric motor pump
will be indicated by failure of the hydraulic system pressure indicator and the
brake pressure indicator to register tnaximwn pressure again after a hydraulic
system operation or brake operation. If this occurs, t~e emergency handpump
should be used to operate the wing flaps and nosewheel steering, and to replenish
the. brake accumulator. .
Note
It requires 30 to 40 full strokes to produce

1500 psi.
3-6-1
PSM 1.6Z.IA Section 3
D . O. T. Approved
3 . 7 FLIGHT CONTROLS EMERGENCIES
3 . 7 . I AILERON TRIM TAB RUNAWAY. Control o the aircraft with a runaway

aileron trim tab i5 not difficult; airspeed should be reduced to relieve control
wheel force. If the trim can be reversed pull the aileron trim tab actuator cir-
cuit breaker, labeled AIL TRIM ACT. on the circuit breaker panel. as the trim
tab reaches the neutral position .
,
.
I
r
I'
I
f
I
I
r,
'".
3 -7-1 i
r
!
P$M 1.6Z.1A Section 3
D.O. T. Approved
3.8 BLEED/PNEUMATIC SYSTEM EMERGENCIES
3.8.1 PRESSURE SUPPLY FAILURE. The pressure supply to the directional

indicator and attitude indicator is furnished by two separate systems. one from
each engine. Each supply is protected by check valves so that in the event of the
failure of one system, the other will continue to supply the required pressure.
However, should a bleed pressure line break, or if during singll:~ engine opera-
tions the power levers are retarded to idle, there will be insufHcient pressure
to assure reliable gyro instrument operation. The situation may be corrected
by:
a. Increasing the speed of the engine or engines to approx. 70% Ng to restore

the pressure.
b. Turning off other air systems. as required - (i. e. the heatlng system, de-
ieing system, autopilot).
3.8.2 LOW PRESSURE - OTHER SYSTEMS, The airframe deicing system and
the autopilot are operated by bleed pressure. In the event of a Low pressure con-
dition, a caution light on the caution lights panel will illumi.nate. Under these
conditions, the pressure may be restored as outlined in paragraph 3.8. 1. How-
ever J if increasing engine ~peed does not rectify the conditi.on, the use of the
autopilot and de-icer system should be discontinued.
3-8-1
Section 3
D.O.T. Approved
CAUTION LIGHTS SUMMARY
CAUTION LIGHT IMMEDIATE

INDICATION PROBABLE CAUSE ACTION REMARKS
BOOST PUMP I No. I booster pump Pull BST PUMP No.2 booster pump
AFT PRESS in aft tank failed . AFT I circui~ in aft tank will
breaker. switch On automat-
ically ~o supply
. pressure .
BOOST PUMP 2 No. Z booster pump Move fuel sel- Continue flight on
AFT PRESS in aft tank failed. ector to BOTH crossfeed selection.
ON FWD. Monitor forward
iuel quantity indica-
tor.
Pull EST PUMP

AFT 2 circuit
breaker.
BOOST PUMP I No. I booster pump Pull EST PUMP No.2 booster pump
FWD PRESS in forward tank
failed.
FWD I circuit .
breaker.
in fwd tank will
switch on automa.t-
ically to supply
pressure.

BOOST PUMP 2 No . 2 booster pump Move fuel sel- Continue night on
. FWD PRESS in forward tank ector to BOTH cross!eed selection.
I
failed. ON AFT. Monitor aft fuel
quantity -indicator.
Pull BST PUMP
II
FWD 2 circuit
breaker.
AFT FUEL 110 Ib only remain Check rear tank Refer to paragraphs
LOW LEVEL iog in aft tank. fuel quantity 3.4.2 thru 3.4.4.
indicator.
i
Check forward . Refer to paragraphs
FWD FUEL
LOW LEVEL
75 Ib only remain-
ing in forward tank. tank fuel quan. 3.4.2 thru 3.4.4.
I
tity indicator.
I
Table J~ 1. Caution Lights Summary (She e t I of 3) I
Revislon 14 39- I
rf
r
j
i
Section 3 PSM I-62-IA 0
p. O. T. Approved
CAUTION LIGHTS SUMMARY (Cont)

0,
, CAUTION LIGHT IMMEDIATE
INDICATION PROBABLE CAUSE ACTION REMARKS
L GENERATOR Left generator mal- Attempt reset r,vlthleft generator

function. OvervoIt- of lert genoera- obU and bus tie
age. undervoitage. tor. If caution switch at NORMAL.
or failure. ligbt remain. right generator will
l
. on switch o! supply aU services.
generator.
L ENGINE OIL
PRESSURE
Left engine oil pres- Confirm. that
sure bas fallen t040 pressure is low
,
psi or below. by checking oil
pressure gage.
. If confirmed. f
shut down left
!
engine.
I
H GENERATOR) Refer to equivalent left caution lights and take similar
I: ENGINE OIL )
PRESSURE
)
)
action accordingly.
I,
I
I.
R ESE'!' PROPS PropeUel' levers not Ad"anc e pr opel- f
, WAR NING LIGHT) at full INCREASE ler lev:ers to full i
when power levers INCREASE if on
retarded beyond 75% final approach.
l
rpm with at least
7 1/ ZO nap loweroed. rr
L
II
400 CYC I..E Selected inverter Select alternative
failed. inverter on in-
.v erter switch.
nUCT Control.ettings not Move ram air

OVERHEAT consistent with lever to opene
O.A.T. Adjust controls to
maintain lower
temperature.
DOORS Anyone Of the fol- e los e applicable

UNLOCKED lowing doors not door.
properly closed:
Rea r baggage campt. ,
I
Right cab in
Air 3 tair
~ ..
IF rant baggage campt. 0
3 -9-2 Table 3 -1. Caution Lights Summary (Sheet Z of 3) Revision 8

D. O. T. Approved
CAUTION LIGHTS SUMMARY (Cont)
:.- CAUTION LlGHT IMMEDIATE

lNDICATION PROBABLE CAUSE ACTION REMARKS
LOW PRESS Low engine speed Increase engine Refer to para-

(for airplanes gellerating insufii- speed as re- graphs 3. 8. 1
with a.utopilots cienf pressure . quireci. and 3.8.2.
or deicing
systems) Engine f ..iyrE! or Shut off engine
. .' bleed pipe a.Uura. bleed supply of
inoperative
system. Shut
off heating
system i!
necessary.
I
II
!
Table 3-1. Caution Lights Summary (Sheet 3 of 3)
3-9-3
D.O. T. Approved
SECTION 4
PERFORMANCE DATA
Page
Perfornlance Data 4-1-2
Perfornlance Charts: All Versions 4-2-1
Perfornlance Charts: Landplane 4-5-1
4-1-1
Section 4 PSM 1.62-1A
D. O. T. Approved
PERFORMANCE DATA
4.1 GENERAL
The performance data given in this section are consistent with the limitations set
forth in Section 1 of this manual and the requireITIents of CAR Part 3, and should
be used for Operational Planning. All performance data are based on engine pow-
er corrected for intake and accessory losses appropriate to the flight condition.
Unless otherwise stated, all performance data are given with engine intake de-
flectors in the retracted position and with production exhaust stacks.
As noted in paragraphs 4.6 and 4.8, the recommended Normal Procedures given
in Section 2 of this manual are also within the limits permitted by CAR Part 3 and
re suIt in better performance.
The maximum structural gros s weight for take - off is 11, 579 Ib and for landing
11,400 lb.
The flap setting s are as follows:
Configuration Flap Setting
Enroute climb 0
0
Take-off 30
LandL"'1g 37 1/2 0
4.1.1 TYPE OF OPERATION. The Twin Otter is certified in the Normal Cate-
gory. Accordingly, the type of operation is limited to those maneuvers incidental
to normal flying (including stalls, but not whip stalls) and turns in which the angle
0
of bank is not in excess of 60
Aerobatic or even limited aerobatic maneuvers such as steep turns, spins, lazy
eights and chandelles are not approved for Normal Category operations.
The type of operation is also limited according to the equipment installed. The
standard DHC-6 is equipped for Day and Night VFR operations. Optional equip-
ment is available to make it eligible for other types of operation such as IFR,
icing, etc., as specified by the appropriate Operating Rules.
Special purpose operations such as STOL, aerial survey, fire -fighting, agricul-
tural spraying and dusting must be conducted within the limits specified by the
appropriate Airworthiness Authority.
4.1.2 LIST OF ABBREViATIONS.
IAS Indicated airspeed. Airspeed indicator reading

corrected for instrwnent error.
4-1-2
D.O. T. Approved
LIST OF ABBREVIATIONS (Cont)
CAS Calibrated airspeed. Indicated airspeed corrected

for position error.
Vso Stalling speed with wing flaps setting in the landing

configuration.
Stalling speed with specified wing flap setting# (other

than landing).
ISA International Standard Atmospheric Conditions.
Kt. Knots.
4-1-3
PSM 1-62-1A Section" 4
DOT Approved
PERFORMANCE CHARTS: ALL VERSIONS
Figure Title Page
4-1 Stalling Speeds 4-2-3
4-2 Position Error Correction to Indicated

Airspeed 4-3-2
4-3 Take-off Power Setting 4-4-3
4-4 Maximum Continuous Power Setting 4-4-5
4-5 Maximum Climb Power Setting 4-4-7
4-6 Maximum Cruise Power Setting 4-4-8
Revision 30 4-2-1
D. O. T. Approved
4.2 STALLING SPEEPS
The power-off stalling speeds in calibrated airspeed at a forward cg limit and for
wing flap deflection at various angles are given in figure 4-1. Corrected stalling
speeds at various bank angles are also provided.
As sociated conditions:
CG = Forward
Engines = IDLE, propellers feathered
Note
Altitude loss during stall recovery can vary

from ZOO to 500 feet.
Example:
At a gross weight of 10,500 lb e flap setting of 10, and angle of

bank 30 0 , the stalling speed is 66. 5 kt CAS.
4-2-2 Revision 12 ..
I 100
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t- t- ::E
c( ....
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P
t- ~.
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8 9 10 11 o 10 20 30 40 60 60 "d
... n-0
~ WEIGHT - 1000 LB ANGLE OF BANK - OEG O t-'.
<: 0
N ~ Jj
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p..tJ:..
Section 4 PSM 1.6Z.1A
D. O. T. Approved
4.3 POSITION ERROR CORRECTION
The in-flight position error (CAS-LAS) versus indicated airspeed for the pilot
system is shown in figure 4-2 for various flap settings and two gross weights.
The data is applicable to all versions.
4-3-1
PSM 1-6Z-1-A Section 4
D. O. T. Approved
AIRSPEED POSITION ERROR CORRECTION - FUGHT
5
I
t++-H-IH-t--t-H J - I
7000lB
~ FLAPS oo .
.,
" ........ ... ..
~ ~'I_I
.1',579lB ~OWER FOR lEV,E!.; FPG~T r-
o
5
I
11,579LB
FlAPS loo
POWER FOR lEVEL FLIGHT
0
en
t-
i,,519lB
I
FlAPS 200
.
I-
. --
o : 7000LB POWER FOR lEVEL FLIGHlr-
~ 0
I
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r < 5 ,
T
~ , l',579lB
, ,
l: I' . " .... to...... -. ...L.
, . FLAPS 300
'~W~ER FOR q:V.El F~JGHJ.
, I
, .~
0 , 7000LB'
, , t I
H-H- ,
, ,
5
H+~~~-H, +'" ~~~ L~
~.~,~+-'11,579l8 ._:-.. J.........
FlAPS371f20 +-
POWER F9R ~EVEL FLIGHT'
I
, j
I
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, I
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5 ,
, I
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-H'H- FLAPS 37 1f2.0
,..i I ~ .
o
40
7000lB . ~-r-:----'.
, , , - I
60
I
80
r--...
,--...,
100
POWER:
. IDLE t+
' . , . I"
120
: ..f-t-O-H-+-+-t--H-I
140 160
INDICATED AIRSPEED - KNOTS
Figure 4-2
Revision 12 4-3-2.
Section 4
PSM 1-62-1A DOT Approved
4.4 ENGINE TORQUE PRESSURE SETTING DATA
4.4.1 This Section contains engine torquemeter pressure setting data that must
be used for the calculation of required take-off~ maximum continuous, _maximum
climb and ~aximu~ cruise power.
4.4.2 Power thus calculated is the rated installed power of the engine, and is
therefore that to which the airplane has been certified. Accordingly, torque must
be set for the desired operating condition using the relevant chart or Torque Com-
puter (Pt No. C6GT1003), and not by indiscriminately advancing power levers until
a limit (especially ITT) is reached. The engine limits (torque, ITT, and gas gen-
"erator speeds) must be considered as iimits not to be exceeded, rather than as a
means by which to set engine power. It should be possible for the pilot to set the
torque, as derived from the charts or Torque Computer~ without exceeding any of
the engine operating limits, i.e., ITT, Ng, torque or Np; if not, the performance
of the engine has deteriorated and must be investigated.
Note
The data in the power setting cha~ts is con-

densed in the Torque Computer (Pt. No. C6GT1003)
which may be used alternatively_. Instructions
for its use may be found on the back of the
computer. As the data on all four power setting
charts is condensed in a small Torque Computer,
readings from the Torque Computer may differ
slightly from those obtained from the. power set-
ting charts. In such cases the values from the
power setting charts should be used.
Note
Aircraft with S.O.O. 6051 incorporated have

turbine temperature (ITT) indicators marked T5.
Revision 30 4-4-1
Section 4
4.4&3 TAKE-OFF POWER SETTING. Take-off power settings for various altitudes,
airspeeds and temperatures can be obtained from figure 4-3e The data is
corrected for appropriate installation losses.
Example (arrowed broken lines on chart)
At an outside air temperature of -20 0 C, pressure altitude of 14,000 ft,

rating index 3 (heater on, intake deflector retracted) the take-off
power torque setting is 30.1 psi at static conditions.
Note
ITT must not exceed 750 o C.
4-4-2 Revision 30
.r , .."....,
TAKE-OFF POWER SETTING
NOTES: - 1. 100%-PROPELLER RPM.: RATING INDEX: 1. INTAKE DEFLECTOR RETRACTED, HEATER OFF.
2. MAXIMUM ITT-7500C - . 2. INTAKE DEFLECTOR EXTENDED, HEATER OFF.
3. HEATER ON, INTAKE DEFLECTOR RETRACTED.
4. HEATER ON, INTAKE DEFLECTOR EXTENDED.
t'(j
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CD
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-80 -60 -40 -20 0 20 40 60 o 100 200 2 3 4 0 ~

OUTSIDE AIR TEMPERATURE _oC IAS-KT RATING INDEX NO. <: 0P
CD
p..~
Section 4
404.4 MAXIMUM CONTINUOUS POWER SETTING. Maximum continuous power setting for \
various altitudes, airspeeds and temperatures can be obtained from figure 4-4.
The data is corrected for appropriate installation losseso
At an" outside air temperature of -20 o C, pressure altitude of 14,000 ft,

lAS of 150 kt, rating index 3 (heater on, intake deflector retracted),
the maximum continuous power torqu~ setting is 33.0 psi.
Note
4-4-4 Revision 30 \
---.,
MAXIMUM CONTINUOUS POWER SETTING
NOTES: 1. 100% PROPELLER RPM. RATING INDEX: 1. INTAKE DEFLECTOR RETRACTED, HEATER OFF.
2. MAXIMUM ITT 7500C 2. INTAKE DEFLECTOR EXTENDED, HEATER OFF.
....I
0"-
N
....I
.o
-80 -60 -40 -20 0 20 40 60 o 100 200 234

OUTSIDE AIR TEMPERATURE _oC IAS-:KT RATING INDEX NO.
Section 4
4.4&5 MAXIMUM CLIMB AND CRUISE POWER SETTING. Maximum climb and cruise power \
settings for various altitudes, airspeeds, and temperatures can be obtained }
from figures 4-5 and 4-6 respectively. The data is corrected for appropriate
installation lossese
Example (arrowed broken lines on figure 4-5):
At an outside air temperature of -30 0 C, pressure altitude of 16,000 ft,

LAS of 100 kt, rating index 4 (heater on, intake deflector extended),
propeller rpm 90%, the maximum climb power torque setting is 30.8 psi.
Note
ITT must not exceed 725 0 C.
4-4-6 Revision 30
~
~
..,.
..,.
til
o
'~
w
o
MAXIMUM CLIMB POWER SETTING .
NOTE: MAXIMUM ITT 7250C RATING INDEX: 1. INTAKE DEFLECTOR RETRACTED. HEATER OFF.
2. INTAKE DEFLECTOR EXTENDED,'HEATER OFF.
~
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MAXIMUM CR UISE POWER SETTING
NOTE: MAXIMUM ITT 7050 C . RATING INDEX: 1. INTAKE DEFLECTOR RETRACTED, HEATER Off.
2. iNTAKE DEFLECTOR EXTENDED, HEATER OfF.
3. HEATER ON,INTAKE DEFLECTOR RETRACTED.
4. HEATER ON, INTAKE DEFLECTO~ EXTENDED;
f . :-
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. -
PSM 1 .. 62.1A Section 4
D.O. T. Approved
PERFORMANCE CHARTS: LANDPLANE
Figure Title Page
4-7 Maximu.m Take-off Weight LL-rnitation 4-5-3
4-8 CAR 3 Take-off: Total Distance to 50 ft 4-6-2
4-9 Take-off Rate of Climb: CAR 3. 85(a) 4-7-2
4-10 Take-off Climb Gradient: CAR 3. 85{a) 4-7-3
4-11 Enroute Rate of Climb (One Engine Inoperative): 4-7-4

CAR 3. 85(b)
4-12 Enroute Climb Gradient (One Engine Inoperative): 4-7-5

CAR 3. 85(b)
4-13 Balked Landing Rate of Climb: CAR 3. 85( c) 4-7-6
4-14 Balked Landing Climb Gradient: CAR 3. 85(c) 4-7-7
4-15 CAR 3 Landing: Total Distance from 50 ft 4-8-2
4-5-1
D. O. T. Approved
4.5 MAXIMUM PERMISSIBLE TAKE-OFF WEIGHT AT OR BELOW 5000 FT.

I BASED ON ONE ENGmE INOPERATIVE ENROUTE CLIMB. The structural
:imits of the maximum take-off and landing weights are given in paragraph
4: .!. From. the performance standpoint, the take-off weight will be limited
by the one-engine inoperative enroute climb requirement of CAR Part 3. This
is shown in figur e 4 - 7 .
4-5-2 Revi.si.on 12
PSM 1-62-IA Section 4
D.O. T. Approved
1tfAXIlv(UNl PER1v(ISSIBLE TA.KE-OFF -VVEIGHT AT OR BELO-VV 5000 FT

BASED ON ONE ENGINE INOPERATIVE ENROUTE CLIMB
LANDPLAN8
REMARKS:
ASSOCIATED COND!TIONS: 1. DATA BASIS: FLIGHT TEST
1. CAR 3.85 (b' CONFIGURATION 2. WITH INTAKE DEFLECTORS
2. FLAPS: CRUISE (00) EXTENDED, REDUCE WEIGHT
3. ONE ENGINE INOPERATIVE, PROP. FEATHERED BY 50 LB
OTHER ENGINE AT MAX CONTINUOUS POWER
I
I , I
I
I I
I
I , I I
--f.-STRUCTURAL 'm
- LIMIT (11,579 LB)
,
1M
IZ
0
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~ 11,000 I I IZ
o 0
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ui
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::::; 10,000
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ISA
TEMPERATURE CONDITION
Figure 4-7
Revision 12
4-5- 3
Section 4 PSM 1.62..1A .
D. O. T. Approved
4. 6 TAKE-OFF DA TA. The take-off distance froIn a standing sta rt to a 50 ft

height is given for various altitudes, temperatures, weights and wind speeds in .
figure 4-8. The distance is calculated with the procedure and technique specified
in Civil Air Regulations Part 3. However, the procedure and technique specif~ed
in Section 2 of this manual meets all the safety requirements of CAR Pa rt 3 and
result in distances slightly less than shown on the charts. The use of the charts
is shown by the following example.
Giyen:
Airfield pressure altitude = 2000 ft
Airfield temperature = l8e
Take- off weight = 10, 500 Ib
Headwind = 10 kt
Find:
Total distance to 50 ft.
Procedure:
Enter figure 4-8 at 18 0 e on the horizontal scale at left side of the chart
and move vertically to intersect the 2000 ft pressure altitude line. Move
horizontally right to meet the weight REF LINE, and then parallel to the
guide lines to intersect the 10, 500 lb weight line. From this point move
horizontally right to the wind REF LINE, then parallel to the guide lines
to intersect the 10 kt headwind line. From this point move horizontally
to the right and read on the vertical scale:
Total distance to 50 ft = 1420 ft.
4-6-1
CAR 3 TA'KE-OFF - TOTAL DISTANCE TO 50 FT
LANDPLANE
ASSOCIATED CONDITIONS:
1. FLAPS: TAKE-OFF (30'
2, SPEED AT LIFTOFF: SEE CHART INSET REMARKS:
3. SPEED AT 50 FT: SEE GHAR'T INSET 1. DATA BASIS: FLIGHT TEST
4. DISTANCES CALCULATED FOR ACTUAL WINDS 2. WiTH INTAKE DEfLECTORS EXTENDED.
5. DOTH ENGINES AT T.O. POWER INCREASE DISTANCE OY 2 1/2%
6. DRY CONCRETE SURfACE
+
~ 70 w
0
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TAIL HEAD
AIRFIELD TEMPERATURE. c GROSS WEIGHT 1000 LB WINO AT 50 FT . KNOTS
Section 4 PSM l-62 .. 1A
D. O. T. Approved
4. 7 CLIMB DA TA
The climb data given in figures 4-9 through 4-14 contain both the rates of climb
and gradients of climb with the airplane configurations specified in Civil Air
Regulations Part 3.
~-7 -1
I " 'I
TAKE-OFF RATE OF CLIMB - CAR 3.85 (a)

LANDPLANE
80 .
'"
70
..... ASSOCIATED CONDITIONS;
0
REMARKS:
tv 1. FLAPS: TAKEOFF (30 t 1. DATA BASIS: FLIGHT TEST
2. BOTH ENGINES: MAX CONTINUOUS POWER 2. WITH INTAKE DEFLECTORS
3. CLIMB SPEED: SEE CHART INSET 60 EXTENDED REDUCE RATE OF
9 10 11
CLIMB BY 20 FTIMIN
GROSS WElGHT 1000 LB
20 , ISA , ISA + 15C

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ISA + 30C
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W
LANDPLANE
REMARKS:
1. DATA BASIS: FLIGHT TEST
2. WITH INTAKE DEflECTORS
EXTENDED REDUCE GRADIENT
OF CLIMB BY 0.2%
1. FLAPS: TAKE-OFF (30'
2. BOTH ENGINES: MAX CONTINUOUS POWER
3. CLIMB SPEED: SEE CHART INSET
60~~~~"~~~-~'
9 10 11
GROSS WEIGHT 1000 LB
t:tj 1\ i\
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,- t\ -!llt .. ~t-~- -~-
o 0.1 0.2 0 0.1 0.2 0 0.1 0.2
..... ~------------------------------------ClIMBGRAOIENT----------------------------------~
N
ENHOUTE RATE OF CLIMB - ONE ENGINE INOPERATIVE - CAR 3.85 (b)
, LANDPLANE
. ~- -t-t-+-+-+++-+-
.....
1. FLAPS: CRUISE (0)
...
~
REMARKS:
N 80.ol-+++++--i.t"'IH--H-J- 2. WITH INTAKE DEFLECTORS
2. ONE ENGINE INOPERATIVE. PROP. FEATHERED ~ ~~RHHH~-~_
OTHER ENGINE AT MAX CONTINUOUS POWER EXTENDED REDUCE RATE OF
J. CLIMB SPEED: SEE CHART INSET CLIMB BY 10 FT/MIN
70~~~~~~~
9 10 11
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S.L~0--~~~~~~~~~~~~~~t+++++++tt++~ttiiiiii~iiiiii'0~~~~~~~~~"'4~00
200 400 600 H-I-HI-+-II-HI-HH-lH-lH+ 200_
r
o 200 400 sao
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_ - - - - - - - - - - - - - - - - - RATE Of CLIMB - FT/MIN - - - - - - - - - - - - - - P
.
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ASSOCIATfD CONDITIONS: 90 1. DATA BASIS: FLIGHT TEST
1. fLAPS: CRUISE (00,
2. WITH INTAKE DEFLECTORS
2. ONE ENGINE INOPERATIVE PROP
~. 80
L,. ....
10- EXTENDEO REOUCE GRADIENT
FEATHERED OTHER ENGINE AT
OF CLIMB BY 0.1%
MAX CONTINUOUS POWER U)
r-
3. CLIMB SPEED: SEE CHART INSET :! Io-
70
9 10 11
20TlllrrrrTT"lIrrrrrrTTI"lIrrrrTTTT"lIrrrrTTTTllllirrrITTT""l1rrrrTT~,,"~rrrrTT~~~~~~~
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_ 1._ L-L. '.~I-+-H
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......

a-
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......
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~ _______________________________________ ClIMBGRADlfNT--------------------------------------~--~
~
(p
<
..... BALKED LANDING RATE.OF CLIMB - CAR 3. 85(c)
.....
t:I)
o
::; LANDPLANE
.....
N "
.: CLIMB SPEED
70 ASSOCIATED CONDITIONS: REMARKS;
l 1. FLAPS: LANDING (37 112, 1. DATA BASIS: FLIGHT TEST
, . ~
tt ., r;'
1
2. INTAKE DEFLECTORS: RETRACTED
3. I;lOTH ENGINES: T.O. POWER, PROP EXTENDED REDUCE RATE OF
H It RPM 100%. USE FIGURE 4-3 OR CLIMB BY 30 FT/MIN WHEN
1'1+ HI II-
ENGINE TORQUE IS LESS
rtiltt -~ f# It TOROUE COMPUTER (PT NO. C6GT1003)
4. SPEED: SEE CHART INSET THAN 42.5 PSI
50
8 9 10' 11
GROSS WEIGHT - 1000 LB
1800
f~ !1
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en
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f nil ~J ' ~,I'1" I
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'.t 61 PRESSURE'
~ tl '1I1! II ij 'I/llIl fill !!Jj
EXAMPLE III
&~~I! lJ.Ht~,!! jJ : ./
I., I ", ,..
1, :llJli-i I !."
400
0
..
I
8~ ~ ALTITUDE i "
rrFf r1r :J;{~III Jrir'l..fll"l ill'i ,I
n I .. ~f ' "
. ' r-3
1000 FT . 200
l ~IW; . , !'llH IIHINfH f \',+i ilini I i 'W
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I
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f.l+H ItttrftMHt Jll 1m 1ft ~~ Ilf Ii
0
CD
>tj
n
-30 -20 -10 0 30 10 20 40 50 11 10 9 8
~
0 .....
M-
0
AMBIENT TEMPERATURE - C GROSS WEIGHT -1000 LB <
CD tJ
P. ~
BALKED LANDING CLIMB GRADIENT - CAR 3. 85(c) ~tJ W
n
P ..... rt-
LANDPLANE 0
!-i ::s
~
~
ASSOCIATED CONDITIONS: to
'"0
1. FLAPS: LANDING (37 1/2, REMARKS: ti
2. INTAKE DEFLECTORS: RETRACTED 1. DATA BASIS: FLIGHT TEST 0
<:
3. BOTH ENGINES: T.O.POWER, PROP 2. WITH INTAKE DEfLECTORS CD
RPM 100%. USE FIGURE 43 OR EXTENDED REDUCE GRADIENT p,.
TORaUE COMPUTER CPT NO. C6GT1003) OF CLIMB BY 0.004 WHEN ENGINE
4. SPEED: SEE CHART INSET TORaUE IS LESS THAN 42.5 PSI
I-cJ
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o
::s -30 -20 -10 o 10 20 30 40 50 11 10 9 8
AMBIENT TEMPERATURE _DC GROSS WEIGHT - 1000 LB
D. O. T. Approved
4.8 LANDING .DATA. The landing distance froIn a height of 50 feet to a full
stop is given for various .altitudes, temperatures, weights and wind speeds in
figure 4-15. The distance is calculated with the procedure and technique
specified in Civil Air Regulation':s Part 3. However, the procedure and tech-
nique specified in sub -paragraph 2. 6. 1 meets all the safety requirements of
CAR Part 3 and result in distances considerably less than shown on the charts.
The use of the charts is shown by the following exaInple:
Given:
Airfield pressur~ altitude = 2000 ft
Airfield temperature = lSoC
Landing weight = 10, 500 lb
Headwind = 10 kt
Find:
Total distance froIn 50 ft.
Procedure:
Enter figure 4-15 at lSoC on the horizontal scale at the left side of the
chart and move vertically to intersect the 10,500 lb weight line. From
this point move horizontally right to the wind REF LINE, then parallel
to the guide lines to inters ect the 10 kt headwind line. From this point
move horizontally to the right and re~d on the vertical scale:
I Total distance from 50 it = 1570 it
Revision 12 4-8-1
~ CAR 3 LANDING: TOTAL DISTANCE FROM 50 FT
a
(X)
I
N LANDPLANE
ASSOCIATED CONDITIONS: REMARKS:

1. FLAPS: LANDING (37112, 1. DATA BASIS: FLIGHT TEST
2. POWER; IDLE
3. oaST ANCES CALCULATED
FOR ACTUAL WINOS
4. DRY CONCRETE SURFACE
2600
l!
.......
I
a-.
N
I
.......
>
1200 p
p
1000
~
>Ulen
'1J
30 20 10 0 10 20 30 40 11 10 9 8 10 0 10 20 '1J n
Ii
O n-
,....
AIRfiELD TEMPERATURE - c GROSS WEIGHT - 1000 LB TAIL HEAD
< 0
....... WINO AT 50 FT - KT en ~
N
p...~
PSM 1 -62 -lA Section 5
D. O. T. Approved
SUPPLEMENT 1
WHEEL-SKIPLANE AND SPRING-SKIPLANE
OPERATION
Note
This supplement applies to the wheel-skiplane

and. with the following qualifications, to the
spring-skiplane:
a. For airplanes equipped \vith s pr ing - skis, dis-

regard the information on the use of wheels
and the rais ing and lowering of skis.
b. For determination of take -off and landing dis-

tances consider the spring -skiplane to be a
J
wheel-skiplane on skis.
TABLE OF CON'tENTS
Title Page
Operating Limitations 5-1-1-2
Normal Operating Procedures 5-1-2-1
Emergency Operating Procedures 5-1-3-1
Perfor-mance Data and Charts 5 -1 -4-1
LIST OF EFFECTIVE PAGES IN THIS SUPPLEMENT

5 -1 -1 -1 thru 5 -1 -1 - 3 5 -1 - 2 -1 and 5 -1 - 2 - 2 5 -1 - 3 -1, 5 -1 -4 -1 thru 5 -1 -4 -1 5
J J
Approved: ~~,""d
Chief Aeronautical E.:1ginee:::-
Dcpa:-tment of Transpo:-t
Date: /, ~ /]~ ..
Is sue 5 5 - 1 - 1- 1
Section 5 PSM 1.62.1A
D.O. T. Approved
SECTION 5
WHEEL-SKIPLANE OPERATION
5. 1. 1 OPERATING LIMITATIONS
5. 1. 1. 1 GENERAL. The operating limitations detailed in Section 1 apply to

the wheel- skiplane with the exceptions given in the following paragraphs.
5. 1. 1.2 AIRSPEED LIMITATIONS. The airspeed limitations for the wheel-

skiplane are as follows:
Note

up to 11,579 lb gross weight.
Never Exceed Speed (VNE) KNOTS

CAS IAS
Sea level to 10, 000 ft 183 178
Above 10,000 ft reduce VNE by 4 knots

5. 1. 1.3 AlRSPEED INDICATOR :MARKINGS. Colored markings are placed

on the airspeed indicator dials to assist the pilot in observing the airspeed
operating limitations. All markings represent calibrated airspeeds:
Never Exceed Speed (red radial line) 183 knots
Caution Range (yellow arc) 160 - 183 knots
5. 1. 1.4 TAKE-OFF CG RANGE. The CG limits (figure 5-1-1) authorized

for take-off are as follows:
Forward Aft
20% MAC 11,000 lb 360/0 MAC all weights

220/0 MAC 11,400 lb
230/0 MAC 11,579 lb
5. 1. 1. 5 LANDING CG RANGE. The CG limits (figure 5-1-1) authorized for

landing are as follows:
5-1-1-2
D.O. T. Approved
Forward Aft
200/0 MAC 11, 000 lb 36% MAC all weights

22% MAC 11,400 lb
MAX LANDING WT (-ZOOF and above)
"
MAX TAKE-OFF WT .............
11.579,- ./
11.400I- "-
~
11.0001-
MAX LANDING WT (BELOW -ZOoF)1
~ 10,0001-
~ WHEEL - SKIP LANE

d 9000I~
< 80001-
-'~ I I
ZO ZZ 23 25 30 3S 36
HORIZONTAL C. G. LIMIT - " MAC
Figure 5-1-1. Wheel-skiplane CG Limits
5-1-1-3
Se ction 5 PSM 1 -62-1A
D. O. T. Approved
5.1.2 NORMAL OPERATING PROCEDURES. The normal operating proced-

ureS detailed in Section 2 apply to the wheel-skiplane with the exceptions given
in the following paragraphs.
5. 1. 2. 1 PREFLIGHT INSPECTION. The following che cks should be carried

out in addition to those given in paragraph 2.1.
a. Check that neither \vheels or skis are frozen to the ground. If either are
frozen in, particularly in thick ice, break or melt ice to free the airplane. If
the skis are moderately fro zen to the ground, retract skis to free them.
b. With skis retracted, check that rWlning surface s of skis are free from
ice. Unequal accumulations of ice on the skis may cause the airplane to s\ving
slightly on take -off.
c. Check security of skis, shock units, and trim cables. Check hydraulic
line s for Ie akage.
5. 1. 2. 2 TAXIING. When taxiing or ground maneuvering, the airplane must

be stopped to extend or retract the skis. Extension of the skis should not take
place on concrete or tarITlac or any harsh surface likely to damage the skis.
When maneuvering on snow or ice, the airplane should be steered bynose-
\vheel ste e ring and asymmetric thrust.
CAUTION
When ground maneuvering with reverse thrust, care

must be taken not to reverse over loose objects (e. g.
loose ice chunks, snow crust) which can damage the
propeller or be blown forward.
5. 1. 2. 3 TAKE -OFF. The take -off proce dure with skis retracted or extend-
ed is identical to that given for the landplane. The take -off roll with skis down
may be longer depending upon surface conditions. Heavier than normal snow
creates considerable friction on the skis as well as packing ahead of the skis;
consequently more backward pressure may be necessary to attain the take-off
attitude 0
5. 1. 2.4 AFTER TAKE -OFF. Position of the skis has no significant effe ct
on airspeed, CG pOSition, or flight characteristics. The skis, therefore, may
be left in either the up or down position consistent with conditions at the arriv-
al landing field.
5. 1. 2. 5 BEFORE LANDING. Prior to the landing approach, the pilot should

decide whether to raise or lower the skis in accordance with landing conditions.
When the skis are at the de sired position they should be checked by reference
to the indicato r s.
5-1-2-1 Issue 5
D.O. T. Approved
5. 1. 2. 6 LANDING. A normal landing approach should be made. In deep snow,

the wheel should be held back after touchdown to relieve nose ski load.
5. 1. 2. 7 AFTER LANDING. When the airplane is to be parked on snow or ice

it is advisable to stand the airplane on boards or evergreen branches, if there
is any likelihood of the skis or wheels freezing to the p'arking surface.
5-1-2-2
D. O. T. Approved
5. 1.3 EMERGENCY OPERATING' PROCEDURES
5. 1.3. 1 GENERAL. The emergency operating procedures given in Section 3

apply to the wheel- skiplane.
5-1-3-1
D. O. T. Approved
5. 1.4 PERFORMANCE DATA AND CHARTS
5. 1.4. 1 GENERAL. The performance data presented in paragraph 4. 1 applies

to the wheel-skiplane as do the performance charts listed on page 4-2-1. The
performance charts listed on page 6-1-4-2 apply only to the wheel-skiplane and
are based on the information in paragraph 4. 1.
5-1-4-1
PSM 1.62.1A Sectio:: 5
D.O. T. Approved
PERFORMANCE CHARTS: WHEEL-5.KIPLANE
Figure Title Page
5-1-2 Maximum Take-off Weight Limitation 5-1-4-4
5-1-3 CAR 3 Take-off: Total Distance to 50 ft 5-1-4-6
5-1-4 Take-off Rate of Climb: CAR 3. 85(a) 5-1-4- 8
5-1-5 Take-off Climb Gradient: CAR 3. 85(a) 5-1-4-9
5-1-6 Enroute Rate of Climb (One Engine Inoperative): 5-1-4-10

CAR 3. 85(b)
5-1-7 Enroute Climb Gradient (One Engine Inoperative): 5-1-4-11

CAR 3. 85(b)
5-1- 8 Balked Landing Rate of Climb: CAR 3. 85(c) 5-1-4-12.
5-1-9 Balked Landing Climb Gradient: CAR 3. 85(c) 5-1-4-13
5-1-10 CAR 3 Landing: Total Distance from 50 ft 5-1-4-15
5-1-4-2
Section 5 PSM 1-62 -lA
D. O. T. Approved
5.1.4.2 MAXIMUM PERMISSIBLE TAKE-OFF WEIGHT AT OR BELOW 5000

FT BASED ON ONE ENGINE INOPERATIVE ENROUTE CLWB. The structural
limits of the maximum take-off and landing weights are given in paragraph
5. 1. 1. From the performance standpoint, the take-off weight will be limited by
the one engine inoperative enroute climb requirements of CAR Part 3. This is
shown in figure 5 -1 -2.
5-1-4-3 Is sue 4
PSM 1.621A
Section 5
D.O. T. Approved
MAXIMUM PERMISSIBLE TAKE-OFF WEIGHT AT OR BELOW 5000 FT
WHEEL-SKIP LANE

1. CAR 3.85 (b) CONFIGURATION 1. DATA BASIS: FLIGHT TEST
2. FLAPS: CRUISE (0) 2. WITH INTAKE DEFLECTORS
3. ONE ENGINE INOPERATIVE, PROP. FEATHERED EXTENDED, REDUCE WEIGHT
OTHER ENGINE AT MAX CONTINUOUS POWER BY 50 LB
CD 11 ,OOIO+-i-i-""+.........H-~~-+-1-;-;"""t-:-r-:;
...J
I-
1:
C)
W
~
~ 10, OOO+-O-j-":"""1"""--+-'I-t-:i-HH-1-H-H-H~Ir
i=
i
J
Figure 5-1-2
5-1-4-4
Issue 4
D. O. T. Approved
5. 1.4. 3 TAKE-OFF DATA. The take-off distance from. a standing start to a 50 ft

height is given for various altitudes, temperatures, weights and wind speeds in
figure 5-1- 3. The distance is calculated with the procedure and technique specified
in Civil Air Regulations Part 3. However, the procedure and technique specified
in Section 2 of this manual meets all the safety requirements of CAR Part 3 and
result in distances slightly less than shown on -the charts. The use of the charts
is shown by the following example.
Given:
Airfield tempe ratu re = 18 0 C
Take- off weight = 10, 500 Ib
Headwind = 10 kt
Find:
Procedure:
Enter figure 5-1- 3 at 18 0 C on the horizontal scale at left side of the chart
horizontally right to meet the weight REF LI0l'E, and then parallel to the
guide lines to intersect the 10,500 lb weight line. From this point move
to intersect the 10 kt headwind line. From. this point ITlove horizontally
Total distan ce to 50ft" = 1420 ft.
It should be noted that the total distance to 50 ft for the whee1-skiplane

when ope rating on snow will vary according to snow conditions which
are difficult to define. The distances predicted from the chart, there-
fore, should be used as a guide.
5-1-4-5
CAR 3 TAKE-OFF - TOTAL DISTANCE TO 50 FT
WHEEL - SKIPLANE
80
~ f 1 1- ~~ REMARKS:
to-1 J;Ir
",0 ...,.. 1. DATA BASIS: FLIGHT TEST
0- ')~'" ...n
ASSOCIATED CONDITIONS; I.t""~ -.I Off 2. FOR WHEEL-SKIPLANE ON WHEELS: INCREASE DISTANCE BY 8%
1. FLAPS: T AKE-OFF (301 .'1 \,.\ f1' ~ 3. FOR WHEELSKIPLANE ON SKIS:
60
2. SPEED AT LIFT-OFF: 1.07 VS1 f-+;'~",,,,O to-;or ~ (al ON "VERY SLIPPERY" SNOW, INCREASE DISTANCE BY 100 TO 500 FT
') .....,.-r
3. SPEED AT 50 FT: 1.3 VS1 ~ (b) ON "NORMAL" SNOW, INCREASE DISTANCE BY 1000 FT
4. DISTANCES CALCULATED FOR ACTUAL WINDS so ,
(ciON "STICKY" SNOW, INCREASE DISTANCE BY 2000 TO 3000 FT OR MORE
5. BOTH ENGINES AT T. O. POWER 8 9 11 12 (dl ON "DOUBTFUL" SNOW, CONSIDER AS "STICKY"
6. DRY CONCRETE SURFACE GROSS WEIGHT - 1000 LB 4. WITH INTAKE DEFLECTORS EXTENDED, INCREASE DISTANCE BY 2 1/2%
....
II.
....
II.
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,
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,
,.t:. AIRFIELD TEMPERATURE _ c GROSS WEIGHT - 1000 LB
ro< ::l
0' CLUl
D. O. T. Approved
5. 1.4.4 CLIMB DA TA
The climb data given in figures 5-1-4 through 5-1-9 contain both the rates of climb
and gradients of climb with the airplane configurations specified in Civil Air Regula-
tions Part 3.
5-1-4-7
WHEELSKlPLANE

1. FLAPS: TAKE-OFF (301 1. DATA BASlS: FLIGHT TEST
2. BOTH ENGINES: MAX CONTINUOUS POWER 2. WlTH INTAKE DEFLECTORS
3. CLIMB SPEED: 1.3 VS1 EXTENDED REDUCE RATE OF
CLIMB BY 20 FT /MIN
"20
I-xj
....
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o 500 1000 1500
.t-1
- - - - - - - - - - - - - - - - - - - - RATE OF CLIMB FT/MIN
I
~
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TAKE-OFF CLIMB GRADIENT - CAR 3.85 (a) ~
~
WHEEL - SKIPLANE 0
<
CD
~

1. FLAPS: T AKE-OFF (30) ~ ,. DATA BASIS: FLIGHT TEST
2. BOTH ENGINES: MAX CONTINUOUS POWER CII_ 2. WITH INTAKE DEFLECTORS
3. CLIMB SPEED< 1.3 VS1 <It EXTENDED REDUCE GRADIENT
OF CLIMB BY 0.2%
20,
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,
f .. i ....
SL~O~----"--~O~.l~~--~--~~~~~~~--"~~~O~.~l~~~~~~~~~~~~--~"~~"~~-'~~O.2
-----------------------------------------CLIMBGRAOIEHT---------------------------------------
ENROUTE RATE OF CLIMB
ONE ENGINE INOPERATIVE. CAR 3.85 (b)
WHEEL - SKIPLANE

1. FLAPS: CRUISE (00) 1. DATA BASIS: FLIGHT TEST
2. ONE ENGINE INOPERATIVE, PROP. FEATHERED 2. WITH INTAKE DEFLECTORS
3. CLIMB SPEED: 1.2 V~ CLIMB BY 10 FT /MIN
hj
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...... <: ~
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ENROUTE CLIMB GRADIENT p ()

,.....
rt'
ONE ENGINE INOPERATIVE. CAR 3.85 (b)
WHEEL - SKIPLANE
.I-J 0!:J
U1
~
I-(j
I-(j
'1
0
<
('C
0..
ASSOCIATED CONDITIONS: 90 REMARKS:

1. FLAPS: CRUISE (0) 1. DATA BASIS: fLIGHT TEST
2. ONE ENGINE INOPERATIVE, PROP. FEATHERED 2. WITH INTAKE DEFLECTORS
OTHER ENGINE AT MAX CONTINUOUS POWER EXTENDED REDUCE GRADIENT
3. CLIMB SPEED: 1.2 VS1 OF CLIMB BY 0.1%
I-rj
toI
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U1

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... ......
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0.02 0.0.01 0.06 0.02 0.06
i I i i
o 0.02 0.0.01 0.06
CLIMB GRADIENT
BALKED LANDING RATE OF CLIMB - CAR 3.85 (c)
WHEEL - SKIPLANE

1. FLAPS: LANDING (37 1/2) ... 1. DATA BASIS: FLIGHT TEST
2. BOTH ENGINES: T. O. POWER ~ 70-Fi-------+-----! 2. WITH INTAKE DEFLECTORS
EXTENDED REDUCE RATE OF
3. CLIMB SPEED: 1.4 VS1
~ \ ..
. .. ..'
: - j
~
CLIMB BY 20 FTIMIN
60~__--~----.---~
9 10 11
'1"Ti'~~
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SL~----__----~~~~~~--~----~----~~~~--I----~~~l~~~~-L~!~l---~------+---~~~~~~-J--~~--..__----------~
o 500 1000 1500 o 1000 1500 0
...,
o 500
>-
-
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ RATE OF CLIMB FT,'MIH _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ (J)
~ ro
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BALKED LANDING CLIMB GRADIENT - CAR 3.85 (c) 'U
'U
11
WHEEL - SKIPLANE 0
<
ro
p.

1. FLAPS: LANDING (37 112) 1. DATA BASIS: FLIGHT TEST
2. BOTH ENGINES: T. O. POWER 2. WITH INTAKE DEFLECTORS
3. CLIMB SPEED: 1.4 VS1 EXTENDED REDUCE GRADIENT
OF CLIMB BY 0.2%
~L9"~~lO~~~---
....I-%j
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CL
S I
CLIMB GRADIENT - - - - - - - - -_ _ _ _ _ _ _ _ __
D.O.T. Approved
5.1.4.5 LANDING DATA. The landing distance froIn a height of 50 feet to a

full stop is given for various altitudes, temperatures, weights and wind speeds
in figure 5-1-10. The distance is calculated with the procedure and technique
specified in Civil Air Regulations Part 3. However, the procedure and technique
I specified in sub-para 2.6.1 of this Inanual m.eets all the safety requirements of
CAR Part 3 and result in distances considerably less than shown on the charts.
The use of the charts is shown by the following example:
Given:
Airfield temperature = lS o C
Landing weight = 10,5001b
Headwind = 10 kt
Find:
Total distance from 50 ft.
Procedure:
Enter figure 5 -1-10 at 18e on the horizontal scale at the left side of the
this point Inove horizontally right to the wind REF LINE, then parallel
to the guide lines to intersect the 10 kt-headwind line. From this point
move horizontally to the right and read on the vertical scale:
Total distance from 50 ft = 1700'ft

It should be noted that the total distance from 50 feet for the wheel-
skiplane when operating on snow will vary according to snow conditions,
which are difficult to define. The distances predicted from the chart,
therefore, should be used as a guide.
5 -1 -4 -14 Issue 4
CAR 3 LANDING - TOTAL DISTANCE FROM SO FT
WHEEL - SKlPLANE

1. FLAPS: LANDING (37 1/2, 1. DATA BASIS: FLIGHT TEST
2. POWER: IDLE 2. FOR WHEEL-SKIPLANE ON WHEELS USE DISTANCES SHOWN
3. FOR WHEEL-SKIPLANE ON SKIS:
3. DISTANCES CALCULATED FOR ACTUAL WINDS
(a) ON "VERY SLIPPERY" SNOW OR DOUBTFUL CONOITIONS INCREASE
DIST ANCE BY 2000 TO 3000 FT OR MORE
(b) ON "ORY" SNOW OR FAVOURABLE CONDITIONS INCREASE
DISTANCE BY 500 TO 1500 FT
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PSM 1 -62-1 A Section ::;
IvfOT Approved
SUPPLElvf ENT 2
FLOATPLANE OPERATION
TABLE OF CONTENTS
Title Page
Nornlal Operating Procedure s 5 -2-2-1
Performance Data and Charts 5 -2 -4-1
LIST OF EFFECTIVE PAGES IN THIS SUPPLEM:ENT
5 -2-1-1 thru 5 -2-1-3,

5-2-2-1 thru 5-2-2-6,
5-2-3-1,
5 - 2 -4 -1 t h r u 5 - 2 -4 -1 5
Approved: ~~
Chief, Airworthiness
Aeronautical Licens ing and Inspection Braner
Minis try of Transport
Date: ~3,~ "'75

------~t/~------~------
r : ; ~ Ul' 8 ~-Z-i-l
Sl..'ction :; PSM 1.62.1A
D. O. T. Approved
FLOATPLANE OPERATION
5.2.1 OPERATING LIMITATIONS
3. 2. 1. 1 GENERAL. The operating limitations detailed in Section 1 apply to

the floatplane with the exceptions given in the following paragraphs.
5. 2. 1.2 AIRSPEED LIMITATIONS. The airspeed limitations for the float-

plane are as follows:
Note

up to 11,600 lb gross weight.
Never exceed Speed (V::::\E) KNOTS

CAS lAS
Sea level to 10,000 ft 183 178
Above 10,000 ft reduce VNE by -! knots

3. 2. 1. 3 AIRSPEED I~DICATOR MARKINGS. Colored marking s are placed on

the airspeed indicator dials to assist the pilot in observing the airspeed operat-
ing limitations. All markings represent calibrated airspeeds.
Never Exceed Speed (red .radial line) 183 knots
Caution RaI"'.ge (yellow arc) 160 - 1~3 knots
5.2.1.4 TAKE-OFF \VEIGHT. The maxnDUHl v.,reight authorized for take-offis

11, 600 lb.
3.2.1.5 LANDING \~EIGHT. The nlaxilTIUn1 weight authorized for landing is

11,600 lb.
5.2.1.6 TAKE-OFF CG R_~NGE. The CG limits (figure 5-2-1) authorized f01-
take-off are as foilows:
Forward Aft
25% MAC at all weights 32% MAC at all weights
5-2-1-2
PSM 1.b.2.1A Section 5
D.O. T. Approved
5. 2. 1. 7 LANDING CG RANGE. The CG limits (figure 5-2-1) authorized for

landing are as follows:
Forward Aft
250/0 MAC at all weights 32% MAC at all weights
MAX......!AKE .. orr AND LANDING WT

11.600-
11,000-
~
.
~
.
::::
10,000- FLOATPLANE
-< 9000-
to Z5 32
HORIZONTAL C.O. LIMIT .. ,. MAC
-
Figure 5-2-1. Floatplane CG Limits
5-2-1-3
Section 5 PSM 1 -62-1A
D. O. T. Approved
5.2.2 NORMAL OPERATING PROCEDURES. The normal operating proced-

ures detailed in Section 2 apply to the floatplane with the exceptions given in
the following paragraphs.
5. 2. 2. 1 PRE -FLIGHT INSPECTION. The following che cks should be carrie d

out in addition to J or instead of (as applicable) J tho se given in paragraph 2. 1.
a. Floats and rubber float bum.pers - General condition.
b. Float spreader bars, struts, and bracing wires - General condition and
security.
c. Wing fence s and !inlets - General condition.
d. Check that neither propeller is feathered in the event that blade latches
failed to engage on engine shutdown.
CAUTION
If a propeller has failed to latch on previous shutdown

(due to misalignment of reference lines), the propel-
ler blades will creep into the feathered position as the
oil pressure controlling the propeller decays. In this
event, as the propeller Wlfeathers during engine start,
considerable forward thrust rather than the anticipat-
ed zero thrust will be produced. This could be extrem.e-
ly hazardous.
e. Ensure floatplane is securely moored to the dock.
5.2.2.2 STARTING ENGINES (latches engaged).
a. Check that propeller blade s have not feathered.
b. Propeller levers - Full INCREASE.
c. Power levers - Zero thrust reference marks aligned.
CAUTION
With engine s stopped and propelle r blade latche s engag-

ed, no attempt must be made to move powe r levers
forward to IDLE or more than 1. 25 inche s aft of IDLE.
d. Carry out engine start.
5 -2-2-1 Issue 7
PSM 1-62-IA Section
D. O. T. Approve
Note
After starting the engines with latches engaged, a

momentary movement of the power levers toward
reverse should be made to ensure the latches dis-
engage. Resistance to forward movement of the
power levers indicates failure of latches to with-
draw. If this occurs the power levers must not be
forced ahead or damage to the mechanism may be
caused.
5. 2. 2. 3 STARTING ENGINES (propeller feathered).
a. Propeller levers - FEATHER.
b. Power levers - IDLE.
CAUTION
With engines stopped do not attempt to move pow-

er levers aft of IDLE toward the zero thrust refer-
ence marks or the propeller control linkage may
be damaged.
CAUTION
The floatplane must be securely moored to the

dock before starting the engines.
c. Carry out engine start.
Note
After the engine start has been completed, the

propeller lever can be moved to full INCREASE.
As the blades move from the feathered position
into the operating range a momentary surge of
thrust will occur. Once the propeller unfeathers
the power lever may be retarded toward the zero
thrust position.
5.2.2.4 TAXIING. The following procedures should be carried out in addition to,
or instead of (as applicable), those given in Section 2.
a. Before releasing mooring ropes ensure that both engines are functioning
properly and that propellers are functioning in forward and reverse thrust ranges.
Cast off and proceed to take-off position at speed compatible with water conditions,
steering by means of differential thrust.
Issue 3 5-2-2-2
D. O. T. Approved
CAUTION
In vicinity of dock care must be exercised when

maneuvering, due to weathercocking characteris-
tics of floatplanes when headed downwind. Weather-
cocking tendency should be counteracted immedi-
ately by application of large amounts of reverse
thrust on the appropriate engine. It should be noted
that maximwn available reverse thrust is only 300/0
(approximately) of maxirnwn available forward
thrust.
CAUTION
Oil temperature must be closely monitored during

beta range operation because there is a lack of
airflow through the oil cooler.
b. Maintain an alert watch for floating and partially submerged objects.

0 0
c. For taxiing on the float steps, flap angles between 0 and 20 may be used.
d. On arrival at the take-off position, turn the airplane into wind.
is. 2.2.5 RUN -UP CHECK. When clear of the dock area power may be increased
appropriately as per instructions for the landplane.
5. 2. 2. 6 TAKE-OFF.
Note
Floatplane take -off elevator trim tab setting is ap-

proximately one indicator pointer width forward of
the take-off setting for a landplane with the same cg.
Take-off flap setting is 20 0
a, Power levers - Advance smoothly to engine take-off settings (figure 4-3).
b. Direction - Maintain with rudder control.
c. During the initial take-off run prior to becoming step-borne, the nose of the
airplane will rise without any pilot action. Just prior to becoming step-borne, as
the nose tends to drop, the control wheel should be, held aft until the airplane is
well up on the step, after which the pull force can be relaxed as the airplane
accelerates. If the wheel is not held aft and the nose is permitted to lower pre-
maturely, a slow porpoising tendency can develop. This can be arrested by hold-
ing the wheel well back or by reducing power.
5-2-2-3 Issue 3
D. O. T. Approved
d. Allow the airplane to beco:me airborne at lift-off speed (figure 5-2-3).
e. Increase airspeed to 73 knots IAS by 50 ft.
5.2.2.7 CLTIv1B, CRUISE, AND DESCENT. In flight, whether climbing, CrUISll1g,.

or descending, flight characteristics of the floatplane are cotnparable to those of
the landplane. Due to the configuration difference in-flight perfor:mance in most
respects is inferior to that of the landplane.
5.2.2. 8 LANDING. Before landing, careful observation should be made of the

landing area for surfacr craft, floating or partially sub:merged obj ects, and the
surface state of the water. For landing on glassy water refer to paragraph
5. 2. 2.9. Landing procedure is as follows: f
a. Approach speed - Maintain 100 knots LAS.
b. Flaps - Select approach flap (20 0 ) and allow airspeed to decrease to 80 knots
IAS.
c. Power lever - Adjust to obtain desired rate of descent.
CAUTION
If during approach either of the blue Beta range

lights comes on, the approach can be continued,
however, increases in power should be :made
slowly to avoid rp:m oscillation as the propeller
commences to govern. Following landing do not
select reverse on either propeller.
d. Flaps - Landing (37 1/2 0 ), and allow air speed to decrease to 75 knots IAS
and maintain.
e. Propeller levers - Full INCREASE.
f. Touchdown - In typical nose-up attitude with power levers at IDLE prior to

touchdown, for smooth water conditiorts. When surface conditions are rough, con-
tact should be made with the water at very low rates of descent, at as low an air-
speed as is practicable.
g. Apply reverse power as necessary.
CAUTION
Return power levers to IDLE from. reverse posi-

tion before the airplane stops, otherwise forward
vision will be obscured by water spray_
Issue 3 5 -2-2-4
D. O. T. Approved
h. Maintain direction using rudder. If not sufficiently effective use differential

power.
0
i. Taxiing - Flaps cruise (0 ). For taxiing on float steps - flaps 0 0 to 20.
5.2.2.9 LANDING ON GLASSY WATER. If it is necessary to land on a glassy

water surface, the airplane should be flown to touchdown with flaps at 20, air-
speed 70 knots IAS (11,600 lb), 65 knots IAS (9000 lb), and power for a rate of
descent of 200 to 300 feet per minute. Maintain this condition until contact with the
water is made, then retard power levers to IDLE. During the approach and land-
ing no visual reference should be made to the water except to ensure that no ob-
structions exist. Shorelines, docks, etc., should be used as points of reference
from which the landing procedure can be commenced. It is obvious that a glassy
water landing requires an appreciably greater length than a landing made under
more normal conditions.
5.2.2.10 DOCKING. When docking in adverse wind and water current conditions,
the following procedure is recommended.
a. Approach dock using beta control for ITlaneuvering.
CAUTION
In vicinity of dock care ITlust be exercised when

ITlaneuvering due to weathercocking characteristics
of floatplanes when headed downwind. Weathercock-
ing tendency should be counteracted immediately by
application of large amounts of reverse thrust on the
appropriate engine. It should be noted that ITlaxiITluITl
available reverse thrust is only 30% (approxiITlately)
of ITlaxirnurn available forward thrust.
b. Position the airplane against the dock with the appropriate thrust selected to
hold the airplane stationary.
5.2.2.11 ENGINE SHUTDOWN (latches to be engaged).
a. Propeller levers - Full INCREASE ..
Note
Latches will not engage if propeller levers are select-

ed to FEATHER.
II' b. Power levers - Zero thrust reference marks aligned prior to or immediately
following the s election of fuel levers to OFF.
5-2-2-5 Issue 3
PSM 1-62-1 A Section 5
MOT Approved
Note
The latche s will not engage until the propeller

rpm has decreased below 30%.
CAUTION
\Vith engines stopped and propeller blade latches

engaged. no attempt must be made to move
power lever s forward to IDLE or more than
1.25 inches aft of IDLE.
CAUTION
\Vhen a floatplane is moored or anchored in

locations \vhere weather conditions can produce
rough waters, it should not be left unattended.
The hazard of swamping when moored or
anchored in rough water increases with loading
of the airplane and also increases as the C of G
is moved aft.
Issue 8 5-2-2-6
:::;~'l'li~)J1
S PSM 1.62.1A
D. O. T. A P P r l) \. L~ d
5.':.3 E1t1ERGENCY OPERATING PROCEDURES
5, .:. 3 1 GENERAL. The emergency operating procedures given in Section 3

0
apply to the floatplane.
5-2-3-1
PSM 1-62-1A
Section 5
D.O. T. Approved
5.2.4 PERFORMANCE DATA AND CHARTS
5. 2.4. 1 GENERAL. The Performance Charts listed on page 4-2-1 apply to the
floatplane. The data pre sented in the charts Ii sted on page 5-2 -4 -2 apply to the
floatplane. These charts are based on the information presented in paragraph
4. 1 except that the take-off and landing weight is 11, 600 lb and the take-off flap
setting is 20.
5-2-4-1
PSM 1.62.1A Section" 5
D.O. T. Approved
PERFORMANCE CHARTS: FLOATPLANE
Figure Title Page
5-2-3 CAR 3 Take-off: Total Distance to 50 ft 5-2-4-6
5-2-4 Take-off Rate of Climb: CAR 3. 85{a) 5-2-4- 8
5-2-5 Take-off Climb Gradient: CAR 3. 85{a) 5-2-4-9
5-2-6 Enroute Rate of Climb (One Engine Inoperative): 5-2-4-10

CAR 3. 85(b)
5-2-7 Enroute Climb Gradient (One Engine Inoperative): 5-2-4-11

CAR 3. 85(b)
5-2- 8 Balked Landing Rate of Climb: CAR 3. 85(c) 5- 2-4-12
5-2-9 Balked Landing Climb Gradient: CAR 3. 85(c) 5-2-4-13
5-2-10 CAR 3 Landing: Total Distance from 50 ft 5-2-4-15
5- 2-4- 2
Section 5' PSM 1-62-1A
D.O.T. Approved
I 5.2.4.2 MAXIMUM PERMISSIBLE TAKE-OFF WEIGHT AT OR BELOW 5000

FT BASED ON ONE ENGINE INOPERATIVE ENROUTE CLWB. The structur-
al lim~ts of the maximum take-off and landing weights are given in paragraph
5.2.1. From the performance standpoint, the take-off weight will be limited
by the one engine inoperative enroute climb requirements of CAR Part 3. This
is shown in figure 5 -2-2.
5-2-4-3
D.O. T. Approved
MAXllv1UM PERMISSIBLE TAKE-OFF WEIGHT AT OR BELOW 5000 FT
. BASED ON ONE ENGINE INOPERATIVE ENROUTE CLIMB
FLOATPLANE

1. CAR 3.85 (b} CONFIGURATION 1. DATA BASIS: FLIGHT TEST
2. FLAPS: CRUISE (00) 2. WITH INTAKE DEFLECTORS
12.000 I T
I ITT I I
STRUCTURAL LIMIT 01,600 LB) T
l"'- I
I
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ISA
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ISA..,I- .,c ISA+~C ISA

TEMPERATURE CONDITION
Figure 5-2-2
5-2-4--4
Issue 5
D. O. T. Approved
5. 2. 4. 3 TAKE-OFF DATA. The take-off distance from. a standing start to a 50 ft

height are given for various altitudes, temperatures, weights and wind speeds in
figure 5-2- 3. The distance is calculated with the procedure and te chnique specified
in Civil Air Regulations Part 3. However, the procedure and technique specified in
Secti,on 2 of this manual meets all the safety requirements of CAR Part 3 and result
in distances slightly less than shown on the charts. The use of the charts is shown
by the following example.
Given:
Airfield pre s sure altitude = 2000 ft
Airfield tem.perature = lSoC
Take- off weight = 10, 500 lb
Headwind = 10 kt
Find:
Procedure:
Enter figure 5-2-3 at lSoC on the horizontal scale at left side of the chart
horizontally right to meet the weight REF LINE, and then parallel to the
guide lines to intersect the 10,500 lb weight line. From this point move
to intersect the 10 kt headwind line. From this point move horizontally
Total distance to 50 ft = lS20 ft.
5-2-4-5
CAR 3 TAKE-OFF - TafAL DISTANCE TO 50 FT
FWATPLANE

1. FLAPS: 20 1. DATA BASIS: FLIGHT TEST
2. SPEED AT L1FTOFF: 1.07 VS1 2. WITH INTAKE DEFLECTORS EXTENDED,
3. SPEED AT 50 FT: 1.3 VS1 INCREASE DISTANCE BY 2 1/2%
4. DISTANCES CALCULATED FOR ACTUAL WINDS
5. CALM WATER SURFACE
6. BOTH ENGINES AT T. O. POWER
SOI~.-.1!J;.t~;.tij.llt~
9 'M) 1\
GROSS WEIGHT- 1000 LB
6000
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AIRFIELD TEMPERATURE .oC GROSS WEIGHT 1000 LB TAIL HEAO <: :;l
WIMO AT SO FT . KT (t)
0.. V1
;ection 5 PSM 1.62.lA
). o. T. Approved
5. 2. 4. 4 CLIMB DA TA
The climb data given in figures 5-2-4 through 5-2- 9 contain both the rates of climb
tions Fa rt 3.
5-2-4-7
FLOATPLANE
90 I-++-+-+ ++..,-....4,....;._ H-~

1. FLAPS: TAKE-OFF (20) ... 1. DATA BASIS: FLIGHT TEST
2. BOTH ENGINES: MAX CONTINUOUS POWER ~10 ......~..o..+-r-+--+-++-"""''-;;'---l 2. WITH INTAKE DEFLECTORS
..., EXTENDED REDUCE RATE OF
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CLIMB BY 20 FT /MIN
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.11
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- TAKE-OFF CLIMB GRADIENT - CAR 3.85 (a)
FLOATPLANE

1. FLAPS; TAKE-OFF (20 0 J 1. DATA BASIS: FLIGHT TEST
2. BOTH ENGINES; MAX CONTINUOUS POWER 2. WITH INTAKE DEFLECTORS
3. CLIMB SPEED; 1.3 VS1 EXTENDED R40UCE GRADIENT
Of CLIMB BY 0.2%
GROSS WEIGHT. 1000 L8
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--------------------------------------------- CLIM8GRADIEHT -------------------------------------------
ENROlJfE RATE OF CLIMB
O~E ENGIN~ {Nf)PERATIVE .. CAR 3.85 (b)
FLOATPLANE
ASSOCIATED CONDITIONS: R~MARKS:

~----------~~--------~ 1. DATA BASIS: FLIGHT TEST
1. FLAPS! CRUISE (00)
2. ONE ENGINE INOPERATIVE. PROP. FEATHERED 2. WITH INTAKE DEFLECTORS
3. CLIMB SPEED: 1.2 Vst CLIMB BY 10 FTIMIN
70~ ____ ~ __ ~ ____ ~ _____
9 10 11 12
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- - - - - - - - - - - - - - - - - - - - - - - - - - RATE OF CLIMB FT/MIH
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ENROlJfE CLIMB GRADIENT P rotil
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("'f"
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.....
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FLOAT PLANE
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1. FLAPS: CRUISE (00)
2. ONE ENGINE INOPERATIVE, PROP. FEATHERED
...w 1. DATA BASIS: FLIGHT TEST
OTHER ENGINE AT MAX CONTINUOUS POWER . eo ....
OIl
-t-~.-+-,.."..."::;O'+-------f
EXTENDED REDUCE GRADIENT
3. CLIMB SPEED: 1.2 VS1 ~ OF CLIMB BY 0.1%
10 11 12
GROSS WEIGHT. l)O() LB
------
-- -----4---
~-~ ......'ttr
-~+
...... ----I$A+30C' +-
-- - - '---- ----- --~-- .....-t-r-t---r-,r---r-r-l-r-
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- - - - - - - - - - - - - - - - - - - - - - - - - - - - CLIMB GRADIENT - - - - - - - - - - - - - - - - - - - -
JJALKED LANDlNG RATE OF CL1~IB - CAl{ J.85 (c)
FLOATPLANE
ASSOCIATED CONDITIONS: .~-----------r~r--------' REMARKS:

1. FLAPS: LANDING (311noJ 1. DATA BASIS: FLIGHT TEST
l-
2. BOTH ENGINES: T. O. POWER ll: 2. WITH INTAKE DEFLECTORS
3. CLIMB SPEED: 1.4 VS1 ~ 70 EXTENDED REDUCE RATE OF
CLIMB BY 20 FT /MIN
~~----r----+----~--~
9 10 11 12
------l------
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SL~---------r----~--~~--~----~~~~~-+~~~~~~------~~~~~u-~~~~~~~------~
o soo 1000 soo 1000 1500
o soo 1000 1500
- - - - - - - - - - - - - - - - - - - - - - - - - - - - R A T E OF CLIMB FT MIN - - - - - - - - - - - - - - - - - - - - - - -
.
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Section 5 PSM 1-62-IA
D. O. T. Approved
5.2.4.5 LANDING DATA. The landing distance from a height of 50 feet to a

full stop is given for various altitudes, temperatures, weights and wind speeds
in figure 5 -2 -I O. The distance is calculated with the procedure and technique
specified in Civil Air Regulations Part 3. However, the procedure and technique
I specified in sub -para 5.2. 2. S meets all the safety requirements of CAR Part 3
and result in distances considerably less than shown on the charts. _The use of
the charts is shown by the following example:
Given:
Airfield pressure altitude =
2000 ft
Airfield temperatur e =
ISoe
Landing weight = 10,500 lb
Headwind =
10 kt
Find:
Total distance from 50 ft.
Procedure:
Enter figure 5-2-10 at ISoC on the horizontal scale. at the left side of the
this point move horizontally right to the wind REF LINE, then parallel
to the guide lines to inters ect the 10 kt headwind line. From this point
move horizontally to the right and read on the vertical scale:
Total distance from 50 ft = 1700 ft.
5 -2 -4 -14 Issue 5
CAR 3 LANDING - TOT AL DIST ANCE FROM 50 FT
FLOATPLANE
1. FLAPS: lANDING (37 1/2
2. POWER: IDLE
, REMARKS:
AT SEA lEVEL
3. DISTANCE CALCULATED FOR ACTUAL WINDS
4. CALM WATER SURFACE
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Section 5
SUPPLEMENT 3
DEICING SYSTEM
TABLE OF CONTENTS
Title Page
General 5-3-1-2
LIST OF EFFECTIVE PAGES IN THIS SUPPLEMENT:
5-3-1-1 Issue 17
I 5-3-1-2
5-3-1-3
Issue
Issue
16
11
5-3-1-4 and 5-3-1-5 Issue 16
I 5-3-1-6
5-3-1-7 and 5-3-1-8
Issue
Issue
17
16
Approved: ~~
for William Jupp
Chief Flight Test
Date: 29 January, 2002
Issue 17 5-3-1-1
Section S
D.O.T. Approved PSM 1-62-1A
SUPPLEMENT 3
DEICING SYSTEM
5.3.1 GENERAL
Airplanes with the required deicing equipment are authorized to fly in icing conditions when operation is in
compliance with the operating limitations and procedures in this supplement.
NOTE
Ice may form in conditions of visible moisture at temperature below
+ SoC.
WARNING
Flight in freezing rain, freezing drizzle or mixed icing conditions
(supercooled liquid water and ice crystals) may result in ice build-up on
protected surfaces, exceeding the capability of the ice protection
system or may result in ice forming aft ofthe protected surfaces. This ice
may not be shed using the ice protection systems and may seriously
degrade the performance and controllability of the airplane.
Severe icing conditions may be encountered during flight in visible rain
with SAT below 0 C ambient temperature and specifically with droplets
that splash or splatter on impact.
Severe icing may be identified by unusually extensive ice a4~reted on
the airframe in areas not normally observed to collect ice, the~accretion
of ice on the propeller spinner aft of the spinner nose t9~a.rd the
propeller blades or ice accreted on the side windows of''the flight
compartment aft of the leading edge.

a. All deicing systems must be fully operative prior to entering known or probable icing conditions. If Mod
6/1393 (tailplane deicer boot indicator lights) is embodied, sufficient engine rpm must be maintained
during all phases of flight to ensure that illumination of each light is positive during each cycle (a
momentary flash indicates unsatisfactory operation).
b. If any icing condition has been encountered, the deicer boots must be operated prior to flap extension.
c. If Mod 6/1393 is not embodied, flight in icing conditions is prohibited unless engine rpm is maintained
above 75% Ng.
d. In icing conditions flap angles must not exceed 10 .
e. Intake deflectors must be extended during flight in snow or icing conditions.
5.3.3 NORMAL OPERATING PROCEDURES

. a. Important factors to be considered and procedures which must be followed if iCing conditions are
anticipated are given in the following paragraphs.
NOTE
On pre - Mod 6/1779 aircraft, the following operating procedure is
advised for airplanes equipped with strobe lights:
a. With airframe deicing system operating in automatic mode, do not
operate strobe lights.
b. If it is necessary to operate strobe lights and airframe deicing
simultaneously, operate deicing system in manual mode.
5-3-1-2 Issue 16
Section 5
PSM 1-62-1A D. O. T. Approved
WEIGHT - ALTITUDE ICING LIMITATIONS
1. ONE HALF-HOUR HOLD IN CONTINUOUS
STRATIFORM CLOUD:
LIQUID WATER CONTENT = 0.8 GM/CU METER
OROPLET SIZE = 20 MICRONS REMARKS:
AMBIENT TEMPERATURE'" -loOe 1. DATA BASIS: ESTIMATED
2. FLAPSoo
'20 ~Io..
- H- TWO ENGINES OPERATING
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Figure 5-3-1. Weight - Altitude Icing Limitations
5-3-1-3
Issue 11
Section 5
5.3.3.1 STALL SPEED INCREASE. An accumulation of ice on the airplane may change the stall
characteristics, stall speed and warning margin provided by the stall warning system. Therefore, when the
airplane has accumulated a significant amount of ice, an approach speed of not less than 1.3 times the normal
stall speed should be maintained.
5.3.3.2 FLAP ANGLES AND APPROACH SPEED.
a. An airspeed of 1.3 x stall speed appropriate to flap angle and weight should be maintained. Refer to
table in paragraph 5.3.3.10.
5.3.3.3 WEIGHT - ALTITUDE ICING LIMITATIONS. The loss in performance from ice accretion with all
deicing systems operating may be such that the airplane may have to descend to the limits of figure 5-3-1.
5.3.3.4 ENGINE SPEED REQUIRED FOR DEICER BOOT OPERATION. Sufficient engine speed must be
maintained to ensure deicer boot operation under all conditions. This may vary consistent with flight mode,
altitude, and use of heating system. 75% - 80% Ng may be required to achieve positive illumination of the STAB
DEICE PRESS indicator lights.
NOTE
a. With Mod 6/1874 incorporated, the horizontal stabilizer deicer boots will
automatically cycle when flaps are selected and the AUTO/MANUAL
mode switch is in the OFF position.
b. Indication of bleed air pressure to the tail plane deicer boots during
operation is provided by the illumination qf the two blue indicator lights
(Mod 6/1393).
5.3.3.5 BEFORE STARTING ENGINES. ...: . ..

'; , .~
a. to
Carry out th~ checks in sub - paragraph:2.1.2, stepsii t; inclusive.
b. External/BatterY sWitch - BATTERY.
c. DC master switch - MASTER.
d. Check for loadmeter discharge when:
1. Pitot heat switch is momentarily selected to PITOT HEAT.
2. Intake anti-ice switch (if installed) is momentarily selected to HEAT.
NOTE
Engine intake anti - ice must not be used on the ground until engines
are running.
3. Windshield heat switch is momentarily selected to HEAT.
4. VALVE HTR switch (if installed) is momentarily selected on.
e. STAB DEICE PRESS indicator lights (if installed) - Press to test.
f. Select External/Battery switch as desired and complete the checks in sub-paragraph 2.1.2, steps i. to
aa. before starting engines.
5-3-1-4 Issue 16
Section 5
5.3.3.6 AFTER STARTING ENGINES. Select VALVE HTR switch (if installed) on, complete pre-taxi check,
and carry out the following checks in addition to the ground checks in paragraph 2.3.2:
a. Hold IND SELECT switch to either L GEN or R GEN position and then select propeller deice switch to
PROP DEICE and observe loadmeter fluctuation indicating propeller deicing cycling. Select propeller
deice switch as desired.
b. Check wing inspection lights.
c. Power lever - 75% Ng.
d. Deicing system mode switch - MANUAL.
e. Wing manual switch - Hold at WING INNER then WING OUTER and check that wing boots operate.
f. Stabilize manual switch - Hold at LEFT STAB then RIGHT STAB while ground crew verify that tailplane
boots operate. If tailplane deicer boot indicator lights are installed, check that LEFT STAB and RIGHT
STAB DEICE PRESS lights each illuminate within two seconds of appropriate switch selection to LEFT
STAB and RIGHT STAB, and each light goes out almost immediately switch is released to OFF.
Operation of indicator lights should be consistent with each other.
CAUTION
1. If either light does not come on within 2 seconds, release switch and
repeat check. If the check is not satisfactory a malfunction is indicated
and rectification must be carried out before flight in icing conditions.
2. The deicer boot indicator lights are operated by pressure switches in the
air pressure lines to the deicer boots and do not, therefore, positively
indicate deicer bootbperatibn.
g. Mode switch - AUTO..
h. Rate switch - FAST.
NOTE
A fast cycle takes 60 seconds which comprises 5 seconds inflation time
for inner wings, 5 seconds for outer wings, 3 seconds for left stabilizer
and 3 seconds for the right stabilizer followed by 44 seconds dwell
period.
A slow cycle takes 180 seconds. Inflation time for each boot remains the
same; dwell time lasts 164 seconds.
NOTE
With MANUAL mode selected, deicer boots must be selected
individually by use of the appropriate switches.
i. If STAB DEICE PRESS indicator lights are installed, check that each illuminates for at least 1 second in
each 60 second cycle (or 180 second cycle), and at no time are on simultaneously.
NOTE
Ifthe LEFT indicator light does not go out before the RIGHT comes on, a
malfunction is indicated and rectification must be carried out before
flight in icing conditions.
j. Mode switch - OFF.
I k. Flaps (Mod 6/1874) - Select 10 degrees, check LEFT STAB and RIGHT STAB DEICE PRESS lights
illuminate within a 12 second period in a sequence of right, left, right, left stabilizer. Select greater than
15 degrees, check that another 12 second cycle consisting of two alternating 3 second inflations occur
for each stabilizer boot.
Issue 16 5-3-1-5
Section 5
5.3.3.7 BEFORE ENTERING ICING CONDITIONS.

a. DEICER BOOTS VALVE HTR switch (if applicable) - VALVE HTR.
b. PITOT HEAT switch - PITOT HEAT.
c. INTAKE DEFLECTOR - EXTEND. Check intake deflector position indicator reads EXT. If not, select as
per subparagraph 2.3.2 (h).
d. INTAKE ANTI-ICE switch (if installed)- INTAKE ANTI-ICE.
e. PROP DEICE switch - PROP DEICE.
f. WINDSHIELD HEAT switch - HEAT.
g. IGNITION switch - MANUAL (if required).
5.3.3.8 CLIMB, CRUISE AND DESCENT IN ICING CONDITIONS.

On initial detection of ice:
a. DEICER BOOTS MANUAL/OFF/AUTO switch - AUTO.
b. FAST/SLOW switch - FAST or SLOW depending on the rate of ice accumulation. With Mod 6/1440
incorporated, check LEFT and RIGHT STAB DEICE PRESS lights illuminate.
NOTE
Monitor ice accumulation between boot cycles (use wing inspection
lights as required) to confirm that the FAST/SLOW selection is
appropriate.
When clear of icing conditions: .~

c. DEICER BOOTS MANUAl/OFF/AUTO switch - OFF. With Mod 6/1440 inforporated, check LEFT and
RIGHT STAB DEICE PRESS lights 'out. '1
5.3.3.9 HOLDING, APPROACH AND LANDING IN ICING CONDITIONS.
NOTE
When holding in icing conditions, flap must be at 0 .
On initial detection of ice:

a. DEICER BOOTS MANUAl/OFF/AUTO switch - AUTO.
b. FAST/SLOW switch - FAST. With Mod 6/1440 incorporated, check LEFT and RIGHT STAB DEICE
PRESS lights illuminate.
Before lowering 10 flap:
c. TEMP CONTROL MANUAl/OFF/AUTO switch - OFF.
d. Operate deicer boots continuously until touchdown.
e. Maximum flaps - 10.
f. Minimum approach speeds appropriate to weight with 10 flap are as follows:
WEIGHT - LB 11,500 10,500 9,500 8,500 7,500

lAS - KT 83 79 75 71 66
These speeds may be increased by a maximum of 10 knots. Airspeeds in excess of those

recommended for flap angle and operating weight, must be avoided.
Landing distance with flaps 10 for all landing gear configurations is approximately 1.8 times the landing
distance with flaps 37 1/2 obtained from figure 4-15, 5-1-10, 5-2-10, 5-12-25 or 5-13-9 as
appropriate .
5-3-1-6 Issue 17
Section 5
PSM 1-62-1A D. O. T. Approved
5.3.3.10 APPROACH AND LANDING PROCEDURES AFTER FUGHT IN ANY ICING CONDITION. The following
procedures must be observed during approach and landing after flight in icing conditions:
a. De-Icer Boots - Select AUTO/FAST at least three minutes before flap extension.
b. Flap - Select desired settings and if any loss of control occurs retract to 10 0. Extension of flaps beyond
10 must only be made above 500 ft. AGL. With Mod 6/1874 incorporated, left and right stabilizer deicer
I boots cycle when flaps are selected if the AUTO/MANUAL mode switch is in the OFF position.
c. If any part ofthe deicer boot system was inoperative or ifthe aircraft behaved abnormally during flight in
icing conditions, approach and land as for APPROACH AND LANDING PROCEDURES IN ICING
CONDITIONS. Strictly observe appropriate airspeed for 10 flap.
d. Do not use excessively high airspeeds with flaps extended after flight in icing conditions. Airspeeds
(given in table following) may be increased by 5 knots to offset conditions of turbulence, but airspeeds
in excess of those recommended for flap angle and operating weight must be avoided.
CAUTION
On aircraft with tail plane deicer boot indicator lights it is possible for
satisfactory operation to be indicated with unserviceable tailplane
deicer boots.
INDICATED AIRSPEEDS TO ACHIEVE 1.3 x THE POWER-OFF STALL SPEED

AS A FUNCTION OF WEIGHT
1.3 Vs KTS lAS

FLAP ANGLE
11,500 10,500'- 9,500 8,500 7,500
LB LB LB LB LB
10 83 79 75 71 66
20 77 73 70 66 62
30 73 70 66 62 58
37.5 70 67 64 60 57
e. An approach speed equal to 1.3 times the power-off stalling speed (Vs) appropriate to the prevailing
weight and flap setting is recommended. These values are given in the above table.
5.3.3.11 WINDSHIELD DEICING. The windshield heat switch should remain at HEAT position continuously in
icing conditions.
Issue 16 5-3-1-7
Section 5
D.O:r. Approved PSM 1-62-1A
5.3.4 EMERGENCY OPERATING PROCEDURES

5.3.4.1 EXCESSIVE ICE ACCRETION. If the rate of ice accretion is such that cruising speed at a constant
cruise power setting is reduced by 10 knots lAS with all deicing systems operating, alternative action should be
considered which could be taken to avoid further exposure to icing.
5.3.4.2 DEICING SYSTEM FAILURE. If any of the deicing systems become inoperative (excluding engine
intake anti-icing), descent or other avoidance of icing conditions should be attempted. If further exposure to
icing conditions cannot be avoided, a landing should be made as soon as possible using procedure for
APPROACH AND LANDING IN ICING CONDITIONS (paragraph 5.3.3.9) as much as is practicable.
CAUTION
On aircraft with tailplane deicer boot indicator lights it is possible for
satisfactory operation to be indicated with unserviceable tailplane
deicer boots.
5.3.4.3 FLIGHT IN SEVERE ICING

1. Autopilot (If installed) - Disengage immediately.
CAUTION
Be prepared for a possible roll force requirement by firmly holding the
control wheel prior to disengaging the autopilot.
2. PROP levers - MAX.
3. POWER levers - Adjust as required to maximum continuous power (figure 4-4).
4. Minimum airspeed - 125 Kts.
5. Exit icingconditions by changing altitude and/or course as required.
CAUTION
Avoid aggressive maneuvering
When clear of severe icing conditions:
6. POWER levers and PROP levers - Adjust as required.
7. Airspeed - As required.
8. Autopilot (if installed) - May be engaged.
9. Refer to paragraph 5.3.3.9 or 5.3.3.10, as appropriate, for approach and landing.
5-3-1-8 Issue 16
Section 5
SUPPLEMENT 4
H-14 AUTOMATIC PILOT
TABLE OF CONTENTS
Title Page
Limitations 5-4-1-2
I Ground Checks
In-flight Procedures
Emergency Procedures
5-4-2-1
5-4-3-1
5-4-4-1

5-~-1-1and5-4-1-2 Issue 2
I 5-4-2-1 and 5-4-2-2

5-4-3-1 and 5-4-3-2
5-4-4-1 and 5-4-4-2
Issue 2
Issue 2
Issue 2
Approved: /~Iff
William .Jupif/
Acting Chief Flight Test
Date: 15 Ju~e, 1998
Issue 2 5-4-1-1
Section 5
SUPPLEMENT 4
H-14 AUTOMATIC PILOT
1
50401
1.
LIMITATIONS
The autopilot must be disengaged in severe icing.
5-4-1-2 Issue 2
Section 5
5.4.2 GROUND CHECKS

If flight is intended with the automatic pilot in operation, the following checks should be executed prior to
take-off.
NOTE
Reference to ALT and NAV switches, heading selector and altitude
control should be disregarded if these options are not installed.
5.4.2.1 SWITCHING CHECKS. With the airplane electrical system energized, carry out the following checks:
a. Flight controller MASTER, ALT and NAV switches - ON.
b. Control wheel disengage switch - Depress. Controller switches should move to OFF.
c. Controller MASTER, ALTand NAV switches - ON.
d. Controller PITCH wheel - Rotate. ALT switch should move to OFF.
e. TURN knob - Rotate to Lor R. NAV switch should move to OFF. Recenter TURN knob.
f. NAV switch - Reset to ON, then depress heading selector knob. NAV switch should move to off.
g. NAV switch - Reset to ON. Heading selector knob should spring out.
h. Heading selector knob - Depress (NAV switch moves to OFF), then rotate TURN knob towards Lor
R. Heading selector knob should spring out.
i. Turn controller MASTER switch - OFF.
I 5.4.2.2 FUNCTIONAL CHECKS. With the engines operating at 75% Ng, circuit breakers set, gyro instruments
erected, and bleed pneumatic pressure adequate, proceed as follows:
a. Elevator trim - Centered.
b. Controller TURN knob - Centered.
c. Hold elevators and ailerons in neutral and adjust controller PITCH wheel to center pitch trim
indicator needle, then move controller MASTER switch to ON.
d. Turn knob - Rotate towards L, then R. Flight control wheel should rotate to left, then right.
e. Controller PITCH wheel - Rotate towards DOWN, then UP. Control column should move forward,
then alt. With auto pitch trim fitted the elevator trim will move in the same direction as the control
column.
CAUTION
Do not move elevator trim to either limit of its travel by means of the
controller PITCH wheel.
1. Heading selector (if installed) - Set to DG heading.

1. Heading selector knob - Depress and rotate to left, then right. Flight control wheel should
rotate to left, then right.
g. Directional gyro - Set and uncage, and center controller TURN knob.
h. Taxi airplane and turn left, then right, 'with nosewheel steering - Flight control wheel should turn
right, then left respectively, to return to DG heading.
i. Park airplane.
j. Control wheel disengage switch - Depress (or control MASTER switch OFF), then adjust elevator
trim wheel.
I 5.4.2.3 ILS COUPLING CHECK (IF INSTALLED). With engines operating at 75 percent rpm carry out the
following checks:
a. Navigation receiver - Tune to local ILS station.
b. Controller MASTER and NAV switches - ON. Flight control wheel should tum in direction of ILS
indicator pOinter.
Issue 2 5-4-2-1
Section 5
I 5.4.2.4 VOR COUPLING CHECK (IF INSTALLED). With engines operating at 75% rpm carry out the following
checks:
a. Navigational receiver - Tune to nearest VOR station, or local test station.
b. Omni beacon selector - Adjust to center needle. Set heading selector (if installed) to DG heading,
then select AUTO PILOT and NAV switches to on.
c. Omni bearing selector knob - Rotate to move needle left, then right. Flight control wheel should
turn left, then right.
5-4-2-2 Issue 2
Section 5
5.4.3 IN-FLIGHT PROCEDURES
1 5.4.3.1
a.
MANEUVERING WITH AUTOPILOT. The autopilot can be used to maneuver the airplane as follows:
Trim airplane before engaging the autopilot; use controller pitch trim wheel to center pitch trim
indicator. The rudder may be trimmed at any time with rudder trim wheel.
b. CLIMB OR DESCENT. Move PITCH wheel towards UP or DOWN as desired. The amountthe PITCH
wheel is offset from center determines the rate of climb or descent.
c. TURNS. Move TURN knob towards L or R as desired. The amount the TURN knob is offset from
center determines the rate of left or right turn. The bank angle is limited to 30 maximum.
d. FLAPS. Movement of flaps should be made in small increments to ensure smoothness of flight.
5.4.3.2 NAVIGATING USING HEADING SELECTOR (IF INSTALLED).
a. Tum heading selector knob to set desired heading at index mark.
NOTE
Maximum single stage turn is 180 .
b. Depress heading selector knob. The airplane will make shortest turning arc to heading selected.
c. The heading selector can be disengaged by any of the following actions:
1. Heading selector - Pull.
2. NAV switch - Move to ON.
3. TURN knob - Move out of center temporarily.
5.4.3.3 ALTITUDE CONTROL (IF INSTALLED).
a. Level off airplane at desired altitude.
b. ALT switch - Move to ON.
c The airplane will fly within 20 feet of the pressure altitude at which the ALT switch was engaged.
CAUTION
If the airplane is in a climb or descent attitude when the altitude switch is
moved to ON, the airplane will level off accordingly above or below the
engaged altitude, proportionate to the amount the pitch wheel is off
centre. When the ALT switch is later moved to OFF, the airplane will
resume its former pitch attitude.
5.4.3.4 VOR COUPLING (IF INSTALLED).

a. Navigation receiver - Tune to desired VOR station.
b. Set omni bearing selector to desired VOR heading, if heading is within 10, otherwise use TURN
knob to bring within limits.
or
Set omni bearing selector and heading selector (when installed) to VOR heading.
NOTE
2 minutes minimum lag between turning VOR stations and selecting
NAV switch on is required to condition data smoothing in computer.
c. Controller MASTER and NAV switches - ON.
d. At station - Fly outbound as follows:
1. Within 30 of inbound heading - Reset omni bearing selector and heading selector.
2. More than 30 change from inbound heading - Use TURN knob to complete turn, reset omni
bearing selector and heading selector, then place NAV switch to ON.
Issue 2 5-4-3-1
Section 5
5.4.3.5 *ILS COUPLING (IF INSTALLED).

a. Navigation receiver - Turn to ILS station.
NOTE
19 second time lag is required after tuning LOC before engaging NAV.
* This procedure is additional to the standard approach procedure.
b. Controller MASTER switch - ON.
c. TURN knob and PITCH wheel - Use as required to fly normallLS approach pattern.
d. At 3 dots - NAV switch ON. Automatic pilot will automatically follow beam and glide path
disengaging ALT hold (if used).
e. Lower flaps in small increments as required.
f. On glide path - Control speed with power levers.
g. At minimum altitude - Depress automatic pilot disengage switch.
5.4.3.6 DISENGAGING AUTOPILOT. The autopilot may be disengaged by anyone of the following methods:
a. Depressing the NP OFF disengage button switch.
b. Selecting the controller AUTO PILOT switch to Off.
c. Pulling out the AUTO PILOT circuit breaker.
NOTE
Under normal disengagement of the autopilot the system will require
approximately 2 seconds for the servos to completely unlatch the flight
controls. If manual control is attempted before the completion of this .
period, or if disengagement is made while holding a force on the
controls, a resisting force will be experienced. This is a completely
normal situation which in no way restricts control of the airplane. This
resisting force can be overcome by the pilot and, ifthe situation allows, a
subsequent momentary relaxation of effort will enable the servos to fully
unlatch.
5-4-3-2 Issue 2
Section 5
EMERGENCY PROCEDURES
1 5.4.4
5.4.4.1 DISENGAGING AUTOPILOT. The autopilot may be disengaged by anyone of the following methods.
a. Depressing the NP OFF disengage button switch.
b. Selecting the controller AUTO PILOT switch to Off.
c. Puliing out the AUTO PILOT circuit breaker.
NOTE
The autopilot can be overpowered by applying a manual force on the
flight controls as follows:
rudder - 50 Ib, ailerons - 30 Ib, elevator - 30 lb.
I 5.4.4.2 SINGLE ENGINE PROCEDURE. In the event of failure of one engine in flight the autopilot reacts to a
change of heading greater than 7, and will apply up to full rudder at 20 of heading change to correct for the
yaw caused by the asymmetric power. When the heading selector is engaged or the NAV switch is at ON, the
automatic rudder compensation is not available.
I 5.4.4.3 AUTOPILOT MALFUNCTION - HEIGHT LOSS. In the event of a hardover signal to an autopilot servo
(servo runaway) the resultant height loss would be less than 50 feet, provided corrective action is taken within:
(a) 3 seconds, during cruise, climb, or descent; (b) 1 second during approach or maneuvering flight.
Issue 2 5-4-4-1
Section 5
THIS PAGE INTENTIONALLY LEFT BLANK
5-4-4-2 Issue 2
D. O. T. Approved
SUPPLEMENT 5
OXYGEN SYSTEMS
TABLE OF CONTENTS
Title Page
Crew Oxygen System 5-5-1-2
Crew Oxygen System Duration Chart 5-5-1-4
Passenger Oxygen System 5-5-2-1
Passenger Oxygen System Duration Chart 5-5-2-2

5-5-1-1 thru 5-5-1-4,5-5-2-1 and 5-5-2-2
~~'"
,
'" ZW.
Approved: ,,'_ .,'
,,~f cLelsh
"
Aerona,utical Engineer "

Department of Transport
Date: ~~__2__~~~ q ________~______

____6__
5-5-1-1
Section 5 PSM 1.. 62-lA
D. O. T.. Approved
OXYGEN SYSTEMS
5 .. 5 .. 1 CREW OXYGEN SYSTEM
A diluter-demand oxygen system is provided for the pilot and copilot ..
5 .. 5 .. 1. 1 PREFLIGHT PROCEDURES. In addition to other interior checks before

starting engines, proceed as follows:
a.. Check supply pressure of oxygen systeITl on pilot I s or copilot I s regulator

panel.. Fit oxygen ITlask to face and connect to panel and check oxygen flow as
follows:
1.. Supply switch (green) - ON.
2. Diluter switch (white) - NORMAL OXYGEN ..
3. Pressure supply switch (red) - TEST MASK. Observe flow on flow indi-
cator on regulator panel. Select diluter switch to 1000/0 and recheck flow. Re-
lease pressure supply switch to NORMAL and return diluter switch to NORMAL
OXYGEN.
4. Supply switch - OFF.
5. Stow mask ..
6. Determine from Oxygen Duration Chart that oxygen supply is sufficient

for the intended flight.. Recharge oxygen system if necessary ..
5. 5 .. 1.2 OPERATION.. At altitude when oxygen is required, proceed as fol-

lows:
a. Pilot and copilot each fit mask to face and connect to regulator panel.
b.. Supply switch (green) - ON ..
Co Diluter switch (white) - NORMAL OXYGEN.
d. Pressure supply switch (red) - NORMAL o
eo Che ck oxygen flow at regulator panel.
Note
If any doubt exists regarding the oxygen flow,

the diluter switch 100% position will supply pur e
oxygen to the us er r S mask. The pres sure
5-5-1-2
PSM 1.62-lA Section 5
D. O. T. Approved
supply switch EMERGENCY position supplies

a continuous positive pres sure of oxygen to
the users mask regardless of altitude, to
prevent hypoxia or unconsciousness.
CAUTION
With the diluter switch at 1000/0 position or

the pressure supply switch at the EMERGENCY
position the normal duration of the oxygen
supply will be reduced. It is essential there-
fore, that oxygen masks are correctly fitted to
prevent leakage.
50 50 1.3 TO TURN OFF OXYGEN EQUIPMENT .. At altitudes when oxygen is no

longer required, proceed as follows:
a. Supply switch (green) - OFF 0
b. Diluter switch (white) - NORMAL OXYGEN ..
c. Remove masks and stow.
5-5-1-3
D. O. To Approved
DILUTER-DEMAND OXYGEN SYSTEM FOR CREW OF 2

(MOD. S. O. O. 6010 and Mod S. O. O. 6044)
INDIVIDUAL REQUIREMENTS BASED ON CAR 4b.651
2000
1800
1600
0>-i
[j) 1400
P-.
r.Ll 1200
0:::
::::J
[j)
[j)
r.Ll 1000
0:::
P-.
:>-0 800
....l
P-.
P-.
::::J 600
[j)
400
......
: : ::' - ~'- - ..::: = : ~ :-:: f::-':':::- ::': :::: . .. --.' ..... -.-.'
,- ...
200
--- ...... --.- -.
. -.-......... "
_ .. - ... .
,-
o . '.. ::.:~ ::::~.-:- <.T>: .>~ _.- . ....-. - .- ..- ....

:.:: - ::: .. - ... --_._".: .~.:'
o 1.0 2.0 3. 0 4.0 5. 0
DURATION OF OXYGEN SUPPLY - HOURS
Figure 5-5-1. Crew Oxygen System Duration Chart
5-5-1-4
D.O. T. Approved
5. 5. 2 PASSENGER OXYGEN SYSTEM
A constant-flow oxygen system is provided for the passengers.
5. 5.2. 1 PREFLIGHT PROCEDURES. In addition to other interior checks before

starting engines, proceed as follows:
a. Open oxygen shutoff valve on aft face of rear baggage compartment bulkhead,
and check supply pressure of constant-flow system on gage on panel attached to
flight compartment rear bulkhead o Check oxygen flow as follows:
1. Passenger oxygen system supply shutoff valve - OPEN positiono
2. Connect passenger oxygen mask to a constant-flow outlet. Check flow on

indicator in ma~k flexible tubing.
3. Stow mask ..
4. Passenger oxygen system supply shutoff valve - CLOSED position.
b. Determine from Passenger Oxygen System Duration Chart that oxygen supply
is sufficient for the intended flight. Recharge passenger oxygen system if neces-
sary.
5. 5. 20 2 OPERATION. At altitude when oxygen is required proceed as follows:
ao Passenger oxygen system supply shutoff valve - OPEN position.
b. Check all passengers have their masks fitted correctly and that each is con-
nected to an appropriate outlet.
Note
An oxygen transfer valve is located below the passenger

supply shutoff valve to enable oxygen from the pas senger
system to be supplied to the crew system .. If necessary
the passenger supply shutoff valve can be CLOSED to
direct all pas senger oxygen to the crew.
c. Oxygen shutoff valve in rear baggage compartment can be used to stop oxygen
flow to cabin if required in the event of an emergency.
5. 5. 2. 3 TO TURN OFF OXYGEN EQUIPMENT. At altitude when oxygen is no

longer required, proceed as follows:
a" Supervise removal and stowage of all passengers 1 masks.~
b. Passenger oxygen system supply shutoff valve - CLOSED position ..
5-5-2-1
D. O. T. Approved
14
19 PASSENGERS 8
PASSENGERS PASSENGERS
00
00
"
0
0
I
0
0
0
0
0
0
"
0
0
00 0 0 0 0 0
140
lJ
t-I
(f)
~
W
p:;
::J
(f)
(f)
W
p:;
~
>-<
...::J
~ 60
~
::J
(f)
DURATION OF O SUPPLY, HOURS

2
FOR OXYGEN DURATION FOR LESS THAN

PASSENGER CAPACITY, MULTIPLY DURATION
BY PASSENGER CAPACITY
ACTUAL PASSENGERS
EXAMPLE:
IF DURATION FOR 14 PASSENGERS IS
3 HOURS, DURATION FOR 7 PASSENGERS
3 x 14 = 6 HOURS
7
Figure 5-5-2. Passenger Oxygen System Duration Chart
5-5-2-2
PSM 1-62-1A Section ::
D. O. T. Approvec
SUPPLEMENT 6
FUEL HEA TER AND OIL COOLER FLAP
TABLE OF CONTENTS
Title Page
Fuel Heater and on Cooler Flap 5-6-1-2

5 -6 -1 -1 and 5 -6 .. 1 - 2
Approved: ~~
~w. cLeish
ief Aeronautical Engineer
Departm.ent o Transport:
Date: _ _ _ _;;t_'7_~-1C=-~-CJ------
5-6-1-]
D. O. T. Approved
FUEL HEATER AND OIL COOLER FLAP
5.6. 1 FUEL HEATER AND OIL COOLER FLAP (Mod. S. O. O. 6019 and 6020)
5. 6. 1. 1 DESCRIPTION. On special order airplanes can be equipped with a fuel

heater on each engine to prevent ice crystals forming in the engine in cold temp-
erature environments. Engine oil circulated through the fuel heater provides the
heat source. Consequently oil cooler flaps to provide manual control of oil temp-
erature are mandatory when fuel heaters are installed. The oil cooler flaps are
controlled by switches on the overhead console labeled OIL COOLER LOWER
COWL. The switche s (which are spring-loaded to center) are marked LEFT and
RIGHT '\Vith positions CLOSE and OPEN. The oil temperature of each engine
should be maintained between 74C and BOoC. In ambient temperatures below
approximately -lSoC it will not be possible to maintain a minimum temperature
of 74C even with the oil cooler flaps fully closed.
5. 6. 1. 2 GROUND CHECKS. With engine s operating, fully open and close each
oil cooler flap and visually check for proper operation. The oil cooler flaps
haVE! a small tab attached to the flap~ on the inboard side of each engine nacelle,
to indicate the oil cooler flap position. Leave flaps at desired position.
Note
Each oil cooler flap takes 4 seconds for full travel

in the open or closed direction.
5-6-1-2
PSM 1 -62-1A Section 5
D. O. T. Approved
SUPPLEMENT 7
INTERMEDIATE FLOTATION GEAR OPERATION
TABLE OF CONTENTS
Title Page
Normal Operating Procedure 5-7-2-1
Emergency Operating Procedure 5-7-3-1
Performance Data and Charts 5 -7 -4-1

5-7-1-1 and 5-7..;1-2,5.-7-2-1,5-7-3-1,5-7-4-1 thru 5-7-4-11
Approved:
Chief Aeronautical Engineer

Date: /gddY' 17/
Issue 2 5-7-1-1
D. O. T. Approved
5.7.1
INTERMEDIATE FLOTATION GEAR OPERATION
OPERATING LIMITATIONS
5.7.1.1 GENERAL. The operating limitations detailed in Section 1 apply

to the high /intermediate flotation gear.
5-7-1-2 Is sue 2
PSM 1.. 62.1A Section 5
D .. O. T. Approved
5. 7.2. 1 GENERAL. The Operating Procedures detailed in Section 1 apply.

However the following note applies during crosswind operation.
Note
Because of the flexibility of the large low-pressure

tire casings, some later al movement of the aircraft
can be expected in crosswind take-offs and landings.
Depending upon the type of surface, consideration
should be given to the pos sibility of lateral move-
ment when taking off or landing in maximum cross-
wind conditions as set forth in Section 2, paragraphs
2 . 2. 3 and 2.4. 2 .
5-7-2-1
D. O. T. Approved
5.7.3.1 GENERAL. Information in Section 3 applies.
."..--. ....
5-7-3-1
D.O. T. Approved
5.7.4 PERFORMANCE DATA AND CHARTS
5.7.4.1 GENERAL. The Performance Charts listed on page 4 .. 2-1 apply

to the high /intermediate flotati<?n gear airplane. The data presented in the
charts listed on page 5-7 -4 -2 apply to the high/intermediate flotation gear
airplane. These charts are based on the information presented in paragraPtt
4. 1.
5.7.4.2 TAKE .. OFF AND LANDING CHARTS. Take-off and landing charts
have not been provided. The take .. off and landing distances with high/inter-
mediate flotation gear installed will vary considerably depending on the surface
characteristics. The operator should therefore take this into account when
determining the take-off and landing performance from any airstrip under the
operating environmental conditions.
5-7-4-1
PSM 1.62.1A Section:
D.O. T. Approve(
PERFORMANCE CHARTS
mTERMEDIATE FLOTATION GEAR
Figure Title Page
5-7-2 Take-off Rate of Climb: CAR 3:85(a} 5-7-4-6
5-7-3 Take-off Climb Gradient: CAR 3:85(a) 5-7-4-7
5-7-4 Enroute Rate of Climb (one engine inoperative): 5-7-4-8

CAR 3:85(b)
5-7-5 Enroute Climb Gradient (one engine inoperative): 5-7-4-9

CAR 3:85(b)
5-7-6 Balked Landing Rate of Climb: CAR 3:85(c} 5-7-4-10
5-7-7 Balked Landing Climb Gradient: CAR 3:85(c) 5-7-4-11
Issue 2 5-7-4-2
D. O. T. Approved
I 5.7.4.3 MAXIM:UM PERMISSIBLE TAKE-OFF WEIGHT AT OR BELOW 5000

FT BASED ON ONE ENGINE INOPERATIVE ENROUTE CLWB. The structur-
allimits of the maximum take-off and landing weights are given in paragraph
1.7. From the performance standpoint, the take-off weight will be limited by
the one engine inoperative enroute climb requirements of CAR Part 3. This is
shown in figure 5 -7 -1.
5 -7 -4-3 Is sue 2
PSM 1-62.1A Section 5
D.O. T. Approved
INTERMEDIATE FLOTATION GEAR

1. CAR 3.85 Ib) CONFIGURATION 1. DATA BASIS: FLIGHT TEST
2. FLAPS: CRUISE 10) 2. WITH INTAKE DEFLECTORS
12,000 I I I' . I I i I I ! I I I I L
I 'I I I I I I I I I I I . . I
STRUCTURAL LIMIT (\1,579 La) -+-+-+-+-t-+-",-+:-+l-i
N. i .
: J
I' I
i I
a:a
...
_
I-
3 .r- '-I
....
+.+++ +++++++-N-f-+-+-f-+-t'"
on +-t-t-i-'-+-I
I ;, I
.+'~-~~-+-+~~~~~~++~Z~++~H
~ +-+~~r+-~~~++~~~24~~-+-f
~ H-++-+-+-+-t~~~~~++~~~,t~L~~
!
I-
i
.+-++-+-+~~~~+-+-~++-+-+~
I .
a
Q
u I
I
1
,:
I'
..
,
:; 10,000 -i-; I ~+-r '~I-

+ I I u i "
~ ,i~++!~~+'
4- I'
l'r++++~4-~~~~++'~ r~I~~~
9000 I. I ' , I
ISA ISA-r-nc ISA+200C ISA+JOC
TEMP ER ATUR E C0l'40lTIOH
Figure 5-7-1
Is sue 2 5 - 7 -4-4
D. O. T. Approved
5.7.4.5 CLIMB DATA
The climb data given in figures 5-7 -2 through 5-7 -7 contain both the rates of climb
tions Fa rt 3.
5-7-4-5
HlGH/INTERMEDLATE FLOTATION GEAR
ASSOCIATED CONDITIONS REMARKS:

1. FLAPS: TAKE-OFF (30) 1. DATA BASIS: FLIGHT TEST
2. BOTH ENGINES: MAX CONTINUOUS POWER ...
~
3. CLIMB SPEED: 1.3 VS . 70 EXTENDED REDUCE RATE OF
en CLIMB BY 20 FT/MIN

10 11 12
GROSS WEIGHT-1000 LB
'Tl
ciCi'
C
"i
(1)
.....
(Jl
I

0'
......... N
N
I
...
\.L

.....
~
W
0
...j:
:J
..J

w
0::
:J
~
w
0::
0..
Ul
I i
-.J 500 1600 1500
I
.+-- RATE OF CLIMB - FT /MIN
I
0'
UI
(j)
I tJ (1)
,
-l
p (')
.....
.....
0+-
f
-J
TAKE-OFF CLIMB GRADIENT - CAR 3.85 (a)
fflGH /INTERMEDLA TE FLOTA TION GEAR
.
I-j 0
::J
Vl
~
ro
.,
"'0
0
<
(1)
p..
ASSOCIATED CONDITIONS
1. FLAPS; TAKEOFF (30) I-
REMARKS:
~ 1. DATA BASIS: FLIGHT TEST
2. BOTH ENGINES: MAX CONTINUOUS POWER . 70
~ EXTENDED REDUCE GRADIENT
OF CLIMB BY 0.2%
10 11 12
."
oq
.,
C
(t)
U1
I
"'-.J
I I-
W u.
80
...
w
0
::>
I-
i=
..J
c(
W
a:.
::>
~
w
a::
0..
CLIMB GRADIENT
ENROUTE RATE OF CLIMI3
ONE ENGYN1: (Nf)?ERATIVE .. CAR 3.85 (b)
HIGHIINTERMEDlA TE FLOTATION GEAR
1. FLAPSt CRUISE (OOt 90-----,.....-----.-, REMARKS:
I, DATA BASIS: FLIGHT TEST
2. ONE ENGINE INOPERATIVE, PROP. FEATHERED 2. WiTH INTAKE DEFLECTORS
OTHER ENGINE AT MAX CONTINUOUS POWER EXTENDED REDUCe RATE OF
3. CLIMB SPEED: 1.2 Vst CLIMB BY 10 FT/MIN
70~ ______ ~ __ ~ ____

9 10 l' 12
GROSS WT ' 1000 L 8
~
o'Q'
c:
t-o!
(1)
I-
CJl I/.
I
......, Q
I
~
W
0
;::)
l-
t::oJ
'"
w
a;::)
VI
VI
w
a
Q.
.0
o
.t-1
- - - - - - - - - - - - - - - - - RATE OF CLIMB FT.'MIH - - - - -_ _ _ _ _ _ _ _ _ _ ___
,
UI
ENROt"lTE CLIf\lI3 GRADlENT
.0 {J)
ro
-1
p (1
rr
......
...., ONE ENGINE INOPERATIVE. CAR 3.85 (b)
0
...0
HIGH/INTERMEDIATE FLOTATION GEAR !"1 p
U"1
:
~
~
11
0
<
CD
ASSOCIATED CONDITIONS: '10---------.,,.-.-..--.......
~ .. .. ..
... . -.... ...---,
, REMARKS: p..
1. FLAPS: CRUISE (0) 1. DATA BASIS: fLIGHT TEST
2. ONE ENGINE INOPERATIVE, PROP. FEATHERED 2. WITH 'NT AKE DEFLECTORS
OTHER ENGINE AT MAX CONTINUOUS POWER EXTENDED REDUCE GRADIENT
3, CllMS SPEED; 1.2 VS1 OF CLIMB BY 0.1%
70~t_I___T~~____~ ____~__...
9 10 " 12
GROSS WEIGH T 1100 La
'Tl
ciCi'
c:: 15
~
(b ....to- .....
Ul 8
0"-

'.I
~ N
I
(Jl IU

.....
0
::J
to-
>
t: 10
.J
..c
UJ
ex
:;)
'"
lit
W
ex
G...
5
o 0.04
o 0.02 0.04 . 0.06

- - - - - - - - - - - - - - - - - - - - - - - CLIMB GRADIENT - - - - - - - - - -_ _ _ _ ___
)
BALKED LANDING RATE OF CLIMB - CAR 3.85 (c)
HIGH/ INTERMEDLA T E F LOTA TION GEAR
80 --.--.----,.........,-.--"...,.....,....,....,..._.....
1. FLAPS: LANDING (37 112) .... 1. DATA BASIS: FLIGHT TEST
t I ........ .
2. BOTH ENGINES; T. O. POWER ~ 70 -1- - 1-;" r l' - r r .- t 2. WITH INTAKE DEFLECTORS
-~~ ~--ff~:i-~-~~ -:-yt.i _S~~i~~

3. CLIMB SPEED: 1.4 VS1 (/)
EXTENDED REDUCE RATE OF
~
CLIMB BY 20 FT/MIN
60
9 10 \l 12
. GROSS WEIGHT 1000 LB
'Tl IS
aG' I-
u..
c:
""'I 0
0
CD !2
(Jl ......
I

.
W
,
'-.I 0
::>
0'
N
a.. l- to
~ ......
...J
-< ~
w
a::
::>
""""a::w
CL.
0
0
o SOO 1000 1500 0
- - - - - - - - - - - - - - - - - - R A T E OF CLIMB FTiMIH - - - - - -_ _ _ _ _ _ _ _ _ __
.t-J
>fJJ
'0 CD
'0 n
'1 rt
~.
0 0
<
ft)
:J
Q.. VI
UI
I
-)
.t1 (j)
(j
~
I
BALKED LANDING C:1.1~1I1 CH,\f)IU\T - CAH :L~~ (l')
p ()
rt
......
......
...... HIGH/INTERMEDIA TE FLOTATION GEAR
.
I-j 0
::J
lJ1
~
>-0
.,
>-0
0
<
(1)
0....
ASSOCIATED CONDITIONS; 80----------~~~~----~ REMARKS:

1. FLAPS; LANDING (37 1/2) 1. DATA BASIS: FLIGHT TEST
2. BOTH ENGINES; T. O. POWER 2. WITH INTAKE DEFLECTORS
3. CLIMB SPEED: 1.4 VSl EXTENDED REDUCE GRADIENT
. .l._.. '.
~ ,1... _ _. . . _. , OF CLIMB BY 0.2%
60~----.---~-----p-----
9 10 " '2
GROSS WEIGHT \000 LB
20
_.~I:~
: t
I , [1'
I liSA;.
.. : t .. II
!. " i
J,'r.i ... ~ .. :
! I
I I,
I . ~ Jo .-
: .. ~.~ + ,. ~ ~. l
, qSA
.. I 1
+ JO 0
j' ',"
C : ..
" ,' .It t',.I ; ,
~
Qq'
',' ~ . I I t
f
I' ,I,!.... I;.,~ + . f
+ , 1 t ~ I ~: : i i ~ -~ . . ,
'
, J " 1 I i'I, T , l"

c '_. ,.; -T','-' 1-- '1 t + [l'-'Tl i
~
(!)
~
~
, t-+
,"j 'r' ..
1- '-f:
1..
t I' r,,-l- ~ . ~
-It .. H\-; '!I
~i--l-t-'-i"~.
:.1
r~t t;-~: I'~,I
.. I
.;.. ~ I. .. I
" 1
.....

(Jl
J ", ,
a-
I
..... J
...
lL.
'S
N
,
I ......
~
-..J
~
w
0
...j:
;:)
10
..J
0
w
a:
:::>
VI
VI
w
a:
Q.
o 0.1 O.:l o 0.1 0.2 o
--------------------------------------- CLIMBGRADIENT--------------------------------------
D. O. T. Approved
SUPPLEMENT 8
PROPELLER BLADE LATCHES
TABLE OF CONTENTS
Title Page
Normal Operating Procedures 5 -4-1-21
5 - 8 -1 -1 thru 5 - 8 -1 - 3
Approved:
K.DW. CAven
Acting Chief Aeronautical Engineer
Mi..'1.is try of Transport
Date: __________;(~&~~~~_l~~~~~jT_U
___' ________
Is sue 2 5-8-1-1
D. O. T. Approved
:5.8.1 NORMAL OPERATING PROCEDURES
5.8.1.1 STAR TING ENGINES (latches engaged).
a. Check that propeller blades have not feathered.
b o Propeller levers -Full INCREASE.
c. Power levers - Zero thrust reference marks aligned.
CAUTION
With engines stopped and propeller blade latches

engaged, no attempt must be made to move power
levers forward to IDLE or more than I. 25 inches
aft of IDLE.
do Carry out engine start.
Note
After starting the engines with latches engaged, a

momentary movement of the power levers toward
reverse should be made to ensure the latches dis-
engage. Resistance to forward movement of the
power levers indicates failure of latches to with-
draw. If this occurs the power levers must not be
forced ahead or damage to the ITlechanisITl ITlay be
caused.
5. 8. 1 . 2 STAR TING ENGINES (pr opeller feather ed) .
a. Propeller levers - FEATHER.
b. Power levers - IDLE.
CAUTION
With engines stopped do not atteITlpt to m.ove power

levers aft of IDLE toward the zero thrust reference
marks or the propeller control linkage may be
daITlaged.
c. Carry out engine start.
5-8-1-2 Issue 2
D. O. T. Approved
5.8.1.3 ENGINE SHUTDOWN (latches to be engaged).
a. Propeller levers - Full INCREASE.
Note
Latches will not engage if propeller levers are

selected to FEATHER.
b. Power levers - Zero thrust reference marks aligned prior to or immediately

following the s election of fuel levers to OFF.
Note
The latches will not engage until the propeller

rpm has decreased below 30%.
CAUTION
With engines stopped and propeller blade latch-

es engaged no attempt must be made to move
7
power levers forward to IDLE or more than

1 . 25 inches aft of ill LE.
5.8.1.4 ENGINE SHUTDOWN (latches not to be engaged). If engines are to be

shut down with latches not engaged select propeller levers to FEATHER and
power levers to IDLE before selecting fuel levers to OFF.
Issue 2 5-8-1-3
D. O. T. Approved
SUPPLEMENT 9
ELECTRICAL DIRECTIONAL GYRO AND ATTITUDE INDICATOR
TABLE OF CONTENTS
Title Page
Des cription 5 -9 -1-2
Emergency Operating Procedures 5 -9 -3-1

5-9-1-1 and 5-9-1-2,5-9-2-1,5-9-3-1
Approved: ~~~~~~~~~~____~~
cLeish
ief Aeronautical Engineer
Date: _ _~_.2_/
ffJc_'cJ-_--'--(;,_7_____
5-9-1-1
Section 5 PSM 1-62-lA
Dc> 0 To Approved
0
ELECTRICAL DIRECTIONAL GYRO AND ATTITUDE INDICATOR
5 0 901 ELECTRICAL DIRECTIONAL GYRO AND ATTITUDE INDICATOR
5.9.101 DESCRIPTION. On special order,airplanes can be equipped with ele-

ctrically-operated directional gyro(s) and attitude indicator(s)o These instru-
ments are powered from the 115-volt ac system through PILOT and CO-PILOT
DIR GYRO and ART HORIZ fuses on the fuse paneL Both the directional gyro
and attitude indicator have integraladequacy-of-power flags.
5-9-1-2
D. 0 0 To Approved
5 9.2 NORMAL OPERATING PROCEDURES

0
5. 9. 2. 1 GROUND CHECKSo On airplanes equipped with electrical directional

gyros and' attitude indicators, the following checks should be carried out in addi-
tion to; or instead of (as applicable), those given in paragraph 2. 3.2.
a. Electrical check - With BUS TIE switch at NORMAL and power levers at
idle Ng + 150/0, check that DC loadllleter indicates approximately equal generat-
or loads ( .1)0 Check that oil pressure indicator, torque pressure indicator,
directional gyro and attitude indicators operate normally; sele ct other inverter
switch position and re-check same instruments o Leave inverter switch at thi~
positiono
b o Bleed/pneumatic system checks - With power levers at idle Ng + 150/0 sel-

ect the bleed switches - ONo LOW PRESS caution light (if applicable), should
go out.
50902.2 GYRO INSTRUMENT PRESSURE SUPPLY o On airplanes equipped

with electrical directional gyros and: attitude indicators, the information in
paragraph 2. 10, GYRO INSTRUMENT PRESSURE SUPPL Y, can be disregarded.
5-9-2-1
D. 0., To Approved
50 90 3 EMERGENCY OPERATING PROCEDURES
50 9. 3 0 1 ELECTRICAL SYSTEM EMERGENCIES. On airplanes equipped with elec-

trical directional gyros and attitude indicators, the following inforlTIation should be
added to paragraph 3. 5:
3., 5.3 GYRO INSTRUMENT POWER SUPPLY FAILURE., If the gyro instru-
ment power supply should fail, or becolTIe inadequate as indicated by the
adequacy-of-power flags, and the problem is not causecl by an inverter fail-
ure, check the PILOT and CO-PILOT (as applicable), DIR GYRO and AR T
HORIZ fuse s on the fuse panel.
5. 90 3 2 BLEED/PNEUMATIC SYSTEM EMERGENCIES. On airplanes equipped

0
with electrical directional gyros and; attitude indicators, the following iniorlTIation
should replace paragraph 3. 8:
3 8
0 BLEED/PNEUMATIC SYSTEM EMERGENCIES
3 8 1 PRESSURE SUPPLY FAILURE. The pressure supply to the intake

0 0
deflectors, airplane heating systeill, and (if applicable), autopilot and

deicing systell1s is furnished by two separate systell1s, one iroill each en-
gine. Each supply is protected by check valve s so that in the event of the
failure of one systelTI, the other will continue to supply the required pres-
sure.. However, should a bleed pressure line break, or if during single
engine operation the power levers are retarded to idle, there will be in-
sufficient pressure to assure operation of the various bleed air operated
systell1s. The situation ITlay be corrected by:
a.. Increasing the speed of the engine or engines to approximately 700/0

Ng to restore the pressure. However, if increasing engine speed does
not re ctify the condition, the use of the autopilot and deicing (if applicable),
should be discontinued ..
b. Turning off air systeITls, as required (i., e .. the heating systeill, deicing
systeITl, and autopilot) ..
5-9-3-1
PSM I -62-1 A Section 5
DOT Approved
SUPPLEMENT II
AUXILIARY WING TANKS
T ABLE OF CONTENTS
Title Page
Emergency Cperation 5-11-1-3
5 -11 -1 -1 thru 5 -11 -1 -4
APproved:..Q/~ ~
Chief, Airworthine s 5
Date: 2S ::;;;;~( /C/-r9
Issue 4 5-11-1-1
DOT Approved
5. 11. 1 AUXILIARY WING TANKS (Mod S. O. O. 6095)

I. 5.11. 2 NORMAL OPERATING PROCEDURES
5.11.2.1 WrnG FUEL TANK REFUELING PROCEDURE. In addition to the

normal over -wing refueling capability us ing the filler caps located on the top of
the wing tanks, the wing tanks may be refilled on the ground from the main tank
system as follows:
a. DC Master switch - MASTER.
b. Boost pump switches - FWD BOOST andlor A:E:'T BOOST.
c. Wing fuel tank switches - REFUEL (left andlor right).
Note
Under the above procedure the forward main

tank will refill the right wing tank and the rear
main tank will refill the left wing tank.
d. Observe that L WING TANK and R WING TANK indicators register gradu-
al increase in contents, and that AFT and FWD (m.ain tank) fuel quantity indicat-
ors register a corresponding decrease. When tank content indicators show no
further change, select wing fuel tank switch{es) and boost pump switch{es) to
OFF.
Note
As the above operations require 15 to 20 minutes

to completely fill a wing tank, an external power
source should be used to power the electrical
system.
CAUTION
The refilling capab ility of the wing fuel tank

system is not approved for use in flight.
5. 11. 2.2 PRE-FLIGHT PROCEDURE. The following checks and procedures

should be carried out in addition to those given in Section 2.
a. Check wing tank fuel contents.
b. Press-to-test PUMP FAIL R TANK and PUMP FAIL L TANK caution

lights.
5-11-1-2 Issue 2
OOT Approved
c. After engines are started select wing fuel tank switches to L ENGINE
and R ENGINE for approximately 30 seconds and return to OFF. This will
purge any air that may be in the wing tank fuel lines.
5. 11. 2. 3, IN -FLIGHT PROCEDURES.
CAUTION
Wing tank fuel switches must be at OFF for takeoff,

climb, descent, and landing.
CAUTION
If the airplane is being operated on skis or float s,

irregularities in the landing surface can produce
very high post-touchdown wing loads when the auxi-
liary wing tanks are full. It is therefore recommend-
ed that wing tank fuel be used early in the flight,
whenever possible, and that landings on water or
snow surfaces be made with the wing tanks not more
than half full.
When fuel is required from wing tanks, proceed as follows:
a. Fuel selector - NORM.
h. Wing tank switches - L ENGINE and R ENGINE.
c. Observe that L WlliG TANK and R WlliG TANK indicators register

gradual decrease in contents and that AFT and FWD (main tank) fuel
quantity indicator s register no change in contents.
d. Monitor wing tank fuel quantity indicator to confirm fuel flow and
when each denotes tank empty and fuel flow from the main tank s is con-
firmed, select wing tank switch OFF.
CAUTION
Wing tank switches must be selected OFF when tanks

are empty, otherwise pump life may be seriously
reduced through r~ning without fuel to cool and lubri-
cate. The PUMP FAIL lights will eventually begin to
flick on and off to confirm lack of fuel in the tank s.
The PUMP FAIL lights should not be used as a tanks
empty warning.
5.11.2.4 EMERGENCY OPERATICN. When operating on one engine, fuel

may be drawn from the opposite wing tank by selecting the appropriate
Issue 3 5-11-1-3
DOT Approved
wing tank switch (L ENGINE if left engine is shut down or R ENGINE if right
engine is squt down) and selecting the FUEL SELECTOR (main tanks) to either
BOTH ON FWD or BOTH ON AFT.
5. 11. 2.5 FUEL PUMP FAILURE. Wing tank fuel pump failure would be indi-
cated by:
a. illumination of a pump fail caution light when the tank is not em.pty.
b. With wing tank switches selected to L ENGrnE and R ENGrnE the L or R

WrnG TANK indicators register no change in contents while the main tank
contents gradually decrease.
In this event it should be concluded that the fuel in the tank with the-defective
pum.p is not usable and, if necessary, the flight plan should be adjusted accord-
ingly.
Note
I
When it is anticipated that wing tank fuel will be
necessary to complete a flight, it must be used
before using main tank fuel once established in
the cruise.
5-11-1-4 Issue 4
'," Prototype Installatio.n
Aircraft 'Make'DeRavilland lpproval
. Identification .. DHC-b . 15, 1969
------- Model Series 300
Date March
FAA APPROVED AIRPLANE FLIGHT MM~UAL SUPPLEMENT

THE INFORr'lATION IN THIS DOCUMENT IS FAA APPROVED r1ATERIAL l~HICH,
TOGETHER .VIITH THE BASIC AIRPLANE FLIGHT MANUAL'IS APPLICABLE AlID
i1UST BE ATTACHED TO THE BASIC IVT.ANUAL \\]HEN THE AIRPLANE IS MODIFIED .
BY THE INSTALLATION OF THE ,WOODWARD ELECTRONIC PROPELLER SYNCHRONIZER
IN ACCORDANCE WITH"~S'TC SA250CE
The' infdrm1tion in this document supersedes the basic manual only

where covered in the items contained herein. For Limitations,
Pro c.e dures , and Performance' not contained in the supplement , consult
,,-the basic Airplane Flight. Manual.
I. LII4ITATIONS
The following placard must be mounted' on or near the
synchronizer control switch: . .
"SWITCH MUST BE OFF FOR TAKEOFF AND LANDING"
. II. NORMAL PROCEDURES
1. Synchronize the ~nglnes manually.
2. Position control switch to "ON n position.
3. If a change in rpm setting is ,desired, move both
master' (le.ft) and slave propeller governor
control levers together
., -~. If synchronization 1s not maintaineo with the
-., . switch naNn J. indicating the actuator has reached
the end of its travel, turn switch "OFF tr and
repeat procedures above. With.:the switch ln the
"OFF" pOSition, the actuator is returned to' the
benter of its travel.
III. ~ERFOEMru~CE
No, change in airplane performance'results from the installation
of the synchronizer.
IV. FUNCTIONAL TEST ,
,- ,.:,. The ,. rpm range of the synchronizer may be checkec'l in cruise by
slowly moving only the master propellerqontrol toward both '
high and low rpm until prope~lers are no longer sync~ronized.
~
Note the range of rpm over which the slaye

engine remains synchronized with the master
engine. This is the limited range provided
for safety and Is the maximum ,speed adjustment
range beyond which the slave engine cannot be .
adjuste by the synchronizer A
APPROVAL DATE -+r~.,t--J-~~~""'--

OHN A. CA RAN
~hief) Engineering &
Manufacturing Branch
"Federal Aviation Agency
Central Region
:WOODWARD GOVE.RNOR COMPANY

Rockford Illinois
JB Systems Inc.
FAA Approved Airplane Flight Manual Supplement
to
De Havilland DRC -6 Twin Otter
The information in this document is F A/\. Approved material which, together with
the Basic AFM is applicable and m.ust be carried in the basic manual when the
airplane is modified by the installation of JB System.s, Inc. 1000 Series ..~ir
Conditioning System in accordance with STC SA1837WE.
The inforlnation in this document supersedes the bas ic manual only wher e cover ed
in the items contained her ein. For Limitations, Procedur es, and PerforIUanc e
not contained 1..'1. this supplement, consult the m.anual proper.
LL.VfITATIONS - No change.
NORMAL OPERATING PROCEDURES
AIR CONDITIONING SYSTE:Lvf OPERATION.
The air conditioning system s\.vitches are located on the overhead console under
the lab e1 AL'R. CONDITIONING. Each is a three position s\.vitch. The left switch
controls the systerrl electrical po\.ver source and has positions FLIGHT, OFF and
GROUND. The FLIGHT position connects the generators to the air conditioner.
OFF disconnects power from the air conditioner, and GROUND connects the air-
plane battery or an external power source (dependent upon the position of the
EXTERNAL/BATTER Y switch) to the air conditioner. The right switch controls
the output of the air conditioner and has positions QUICK COOL, FAN ONLY, ?-nd
NOR1rfAL. QUICK COOL and NOR"NfAL positions vary the speed of the condenser
and evaporator fans, while the FAN ONLY position shuts down the compressor
for air circulation without cooling. \Vith the left switch at GROUND the compressor
is automatically shut down and a l'fan onlylf condition is obtainable at any position
of the right s"Nitch. \Vith external power connected and the EXTERNAL! BA TTER Y
switch at EXTERNAL the system can be operated normally on the ground.
Note: Do not allo"\v air conditioner to cause excessive

battery curr ent drain during ground operations.
CAUTION - DURING GROUND OPER.A.TIONS
1. The air conditioning systelU must be switched OFF

during a battery s tart of the engines.
2. DO NOT USE AIR CONDITIONER QUICK COOL vVITH

ONLY ONE GENERATOR OPERATING.
FAA Approved
Date: 15 Nov 1968
Rev. : Page 1 of 2
JB Systems, Inc.
De Havilland DHC-6
STC SA1837WE
EMERGENCY PROCEDURES
ENGINE OR GENERATOR F AlLURE. In the event of an engine or generator fail-

ure the air conditioning system will shut down automatically.
Note: Verify air conditioner is off. (Crew may elect to switch system
to OFF manually).
PERFORMANCE - No change.
FAA approved Is tRocco Lippis

fo r Chief, Aircraft Engineering Division
Western Region {
Federal Aviation Adrrdnistration \
~'.!
Revision No. 1 Date: 15 November 1968

Date ~;';~h~~~~4. ----------------------~-------------------
APprovede~?;!~a.-..v~lr~
DOT Approved
SUPPLEMENT 12
SPECIAL FEDERAL AVIATJON REGULATION NO. 23 COMPLIANCE
INTRODUCTION
This Supplement contains the airplane operating limitations,

normal and emergency operating procedures, and performance
data required to comply with Special Federal Aviation Regu- .
lation 23. Sections 1 through 3 and applicable Supplements
in Section 5 are valid except where their content is supple-
mented or modified by the information contained in this'
Supplement.
I
When deicing system equipment is installed in compliance with
SFAR 23 (including Mod 6/1393), operation to FAR 135 is permitted
in accordance with Supplement 3.
TABLE OF CONTENTS
Title Page

Normal Op_erat1ng :,?rocedures 5-12-2-1
Performance Data and Charts 5-12-4-1
5-12-1-1 Issue 10 5-12-4-27 Issue 6

5-12-1-2 Original 5-12-4-28 thru 5-12-4-30 Original
5-12-2-1 and 5-12-2-2 Original 5-12-4-31 and 5-12~4-32 Issue 5
5-12-2-3 thru 5-12~2-5 Issue 8 5-12-4-33 thru 5-12-4-36 Original
5-12-3-1 thru 5-12-3-3 Issue 9 5~12-4-37 thru 5-12-4-39 Issue 7
5-12-47.1 thru 5-12-4-15 Original 5-12-4-40 Issue 6
5-12-4-16 Blank Issue 10 5-12-4-41 thru 5-12-4-48 Original
5.:...12-4-17 thru 5-12-4-23 Issue 10 5-12-4-49 Issue 4
5-12-4-24 Blank Issue 10 5-12-4-50 Original
5-12-4-25 Issue 10 5-12-4-51 Issue 4
5-12-4-26 Original 5-12-4-52 thru 5-12-4-60 Original
Approved:
Director, Airworthiness Branch
Date: 15 1984
Issue 10 5-12-1-1
Section 5 PSM 1 -62-lA
D. O. T. Approved
5.12. 1. 1 GENERAL. The Operating Limitations in this Supplement comply with

the requirements of S. F.A.R. 23 and supersede the equivalent Operating Limita-
tions in Section 10 All other Operating Limitations in Section I are valid when
operating under F. A. A. regulations.
Note
Engine power setting s must be determined by us e of

power setting charts (figure 5 -I 2-8 through 5 -12-11)
or Torque Computer (Pt No. C6GT1003).
5. 12. 1. 2 MAXIMUM OPERATING ALTITUDE. The maximum operating altitude

to which operation is permitted is 25, 000 "ft. The use of aviation gasoline at alti-
tudes of over 15,000 ft is prohibited under hot weather conditions (40 o C (1 OOOF)
at sea level) <>
5.12.1.3 MAXIMUM ALTITUDE FOR ENGINE AIR STAR TS. The maximum alti-
tude at which engine air starts have been demonstrated for this airplane is 20,000
ft. The starting procedure is the same for all altitudes up to 20, 000 ft.
5 12.1.4 TAKE -OFF WEIGHT LIMITA TIONS. The maximum structural take-off
0
weight is 11,579 lb. For maximum take-off weight as limited by performance, re-
fer to paragraph 5.12.4.8.
5 12.1.5 LANDING WEIGHT LIMITATION.

0 The maximum structure landing
weights are as follows:
a. For temperatures of _20 o F (_29C) and above - 11,400 Ib
b. For temperatures below _20 o F (_29 0 C) - 11, 000 lb
For maximum landing weight as limited by performance, refer to paragraph

5.12.4.8.
5-12-1-2
D. O. T. Approved
5~ 120 2 NORMAL OPERATING PROCEDURES
5. 12. 2. 1 GENERAL. The Normal Operating Procedures in this Supplement com-

ply with the requirements of S. Fo A. R. 23 and supersede the equivalent procedures
in Section 20 All other procedures in Section 2 are valid when operating under
Fo A. A. regulations.
Note
Engine power settings must be determined by

use of power setting charts (figures 5-12-8
through 5-12-11) or Torque Computer (Pt No.
C6GTl003).
5,. 12.2.. 2 PRE-FLIGHT INSPECTION.
5. 12. 2. 2. 1 BEFORE ENTERING AIRPLANE. It is assumed that before entering

the airplane, the take-off, enroute, and anticipated landing weight and balance
:h.ave been determine"d, and that cargo is secure and loading is within the weight
and balance limitations specified in Section 1. It is further assumed that the take-
off, enroute and landing performance has been checked.
Note
Take-off weight must comply with the require-

ments of paragraph 5,. 12. 4. 8 .. 1..
Landing weight must comply with the require-
ments of paragraph 5,. 12.4. 8 .. 2.
Perforlll an exterior inspection (figure 2-1). Ensure flight compartment and cabin
doors are not locked from the outside..
5. 12. 2. 3 TAKE-OFF PROCEDURES.
5. 12. 2. 3.. 1 TAKE-OFF CHECKS.
a. T rim controls - Set..
Note
The elevator trilll pointer should be aligned

with the forward edge of the take-off range
lllark with aft cg, and to the aft edge of the
take-off range mark with forward cg o
be> Propeller levers - Full INCREASE.

- FRICTION
5-12-2-1
D. O. T. Approved
c" Propeller autofeather switch - ON. Check SE L light on..
d" Fuel - Check:
Quantity - Check .
Selector - NORM..
Booster pumps - On.
e.. Flaps - Take-off (10 0 ).
flO Compas s - Set,.
g. Pitot heat - ON.
h. Cabin heat - As required.
1. Deicing - As required.
jo AltiITleter - Set.
k. Flight controls - Check.
1. Instruments - Check.
m.. Caution lights - Check..
5.12.2.3.. 2 NORMAL TAKE-OFF.
a" Line up with nosewheel centered..
be> Power levers - Advance smoothly to engine take-off power settings. Check
autofeather ARM light o~
Note
At temperatures above ISA, pa-use for at least

5 seconds at 850/0 Ng to allow engine air inlet
condition to stabilize before advancing power
levers to calculated take-off power settings ..
c. Direction - Maintain with rudder control
d.. Rotate airplane to become airborne at decision speed (figure 5-12-14) ..
e. Increase airspeed to attain speed at 50 ft obtained from figure 5-12-14"
5-12-2-2
D.OoTo Approved
CAUTION
As airspeed increases, torque pressure will in-

crease with a constant power lever setting due to
the effect of ram air. Retard power levers as re-
quired to avoid exceeding the torque limit specif-
ied in take-off power setting chart (figure 5-12-8).
5. 12.20 3 0 3 CROSSWIND TAKE-OFF. Adequate controllability during take-off

has been demonstrated in crosswind components up to 19 knots measured at 6 feet
(this is equivalent to 26 knots measured at tower height of 50 feet). This is the
maximum crosswind experienced during crosswind trials and is not considered
limiting. The recommended take-off technique is to set the flaps to the take -off
position (10), apply power gradually and maintain direction by use of asymmetric
power and rudder when it becomes effective. Partial application of aileron "into
wind" will help in maintaining wings level, prior to unstick"
5. 1202. 3.4 CLIMB.
a. When clear of obstacles, select flaps. up and at flaps 0, maintain speed at

87 knots lAS for best rate of climb or 83 knots lAS for best angle of climb.
b. When established in the climb, reduce power to reconunended climb settings.
c. Propeller autofeather switch - OFF .. SEL and ARM lights out ..
Note
Either propeller may be manually feathered re-

gardless of whether the propeller autofeather
switch'is selected ON or OFF ..
5 .. 12.?4 IN-FLIGHT PROCEDURES.
5. 12.2.4. I APPROACH.
CAUTION
If operating in excess of 11,400 lb gross weight

check that landing gross weight will not exceed
that calculated from paragraph 5.12,,4.8,; 2 ..
a" Fuel contents and selector - Check ..
b.. Hydraulic pressures - Check.
c" Nosewheel steering lever - Centered ..
d.. Brakes - Off ..
e.. Airspeed - Reduce to 100 knots lAS ..

Issue 8 5-12-2-3
D. 0 T. Approved
0
f. Flaps - Select approach flap (10 ) and allow airspeed to decrease to

83 knots lAS.
CAUTION
If during approach either of the blue beta range

lights comes on, the approach can be continued.
However, increases in power should be made
slowly to avoid propeller rpm fluctuation as the
propeller commences to govern. Following land-
ing do not apply reverse power to either propeller.
CAUTION
I The propeller autofeather switch is not to be sel-

ected ON for approach or landing.
5. 12 .. 2.5 LANDING PROCEDURES ..
5. l2~ 2. 5. 1 NORMAL LANDING"
a. Select flaps "landing" (37.5). Airspeed to value obtained from figure

5-12-25.
b. Propeller levers - Full INCREASE .. (RESET PROPS caution light out .. )
c. Power levers - As required until commencement of flare"

IDLE prior to touchdown.
d. Touchdown - On main wheels.
e. Apply brakes as necessary when nosewheel is firmly on ground ..
f. Apply reverse power as applicable ..
CAUTION
Reverse power cannot be applied unless the pro-

peller levers are at full INCREASE ..
CAUTION
"Slam" application of reverse power is prohibited"
Note
Reverse power is not a factor in the established

landing distances given in figure 5-12-25 ..
g. Landing roll - Use rudder and brakes as necessary to maintain direction"
5-12-2-4 Issue 8
PSM l-62-1A Section 5
D. 0 .. T .. Approved
h. Nosewheel steering - Use if required on landing roll and for taxiing.
50 12.20 5.2 GO-AROUND .. The decision to go-around in the event of a balked land-
ing should be :made as early as possible on the landing approach.
ao Power levers - Advance smoothly to engine take-off power settings.
b. Airspeed - lAS obtained fro:m figure 5-12-22.
c. Flaps - When clear of ob'stacles retract flaps to cruise (0 0 ) position.
d. Airspeed - Allow to increase during flaps retraction to 87 knots lAS for

best rate of climb or 83 knots lAS for best angle of c1i:mb.
Issue 8
PSM 1-62-1A . Section 5
D. O. To Approved.
5.12 3 EIv.lERGENCY OPERATING PROCEDURES

0
5. 120 3. 1 GENERAL. The Ell1ergency Operating Procedures in this Supple-

ll1ent cOll1ply with the requirell1ents of Special Federal Aviation Regulation
23 and supersede the equivalent procedures ~ SyctJon 3. All other procedures
in Section 3 are valid when operating under F. A. A. regulations.
Note
Engine powe r settings ll1ust be determined by use of

power setting charts (figures 5-12-8 thr()ugh 5-12-11)
or Torque COITlputer (Pt No. C6GTI003).
5 .. 12.3.2 ENGINE FAILURE.
5 .. 12 .. 3.2.1 ENGINE FAILURE DURING TAKE-OFF.
a. If epgine failure occurs <;luring take -off, at a speed below VI (figure

5 -12-15), pro ceed as follows:
1.. Power levers - IDLE ..
2. Brakes - Apply to ITlaxill1ull1 in one second applications, releasing only

long enough between applications to ITloITlentaril y stop wheel skidding ..
CAUTION
ASYlllITletric reverse power is prohibited.
b. If engine failure occurs at or above the speed VI, proceed as follows:
1. Maintain heading by applying rudder and lowering wing against the live
engine as ne ce ssary.
2. Advance power levers up to the T5, torque, or Ng limit, whichever is

reached fir st.
Note
Under Single engine ell1er gency conditions, the torque

cOll1puter referenced power level ll1ay be exceeded.
With the propeller levers at full INCREASE (100% Np),
advance the power levers until the first certificated
red line liITlit of T5, torque, or Ng has been reached.
Torque cOITlputer power settings assure engine per-
forll1ance throughout the engine overhaul life but this
is not a consideration under emergency conditions.
Is sue 9 5-12-3-1
Secti,on,5 PSM 1-62-1A
D. O. T. Approved
CAUTION
Do not retard the power lever of the failed engine until

the autofeathering is com.plete and the propeller lever
of the failed engine has been placed in FEATHER.
Otherwise, the propeller will unfeather.
3. Hold airplane on or near ground until the speed V2 (figure 5-12-14) is
I attained. Clim.b out at V2.
4.
5.
Trim airplane as de sired.
6 0 Booster pum.p switch of failed engine - OFF.
Note
If the boo ster pump caution lights do not illuminate im-

mediately, a fuel booster pump pre ssure switch failure
has occurred. This will prevent the autom.atic switch-
ing on of the standby booster pum.p and m.ay be the cause
o~ the engine flam.e -out.. An engine re -light can be
attem.pted after restoring the fuel supply in accordance
with paragraph 3.4. 1 b.
7.. Fuel em.er gency shutoff switch of failed engine - OFF.
8. Propelle r lever of failed engine - FEA TFIER.
Note
If propeller lever of failed engine is not selected to

FEATHER the propeller is liable to unfeather.
9. Generator switch of failed engine - OFF.
10. Propeller autofeather switch - OFF, SEL light out.
11. Propeller lever (live engine) - 96% propeller RPM.
Note
Single engine climb pe rfo rmance at 96% propelle r

rpm is superior to 100% because of increased pro-
peller efficiency.
5.12 0 3 202 LANDING WITH ONE ENGINE INOPERATIVE.

0 The procedure
for landing with one engine inoperative is as follows:
5-12-3-2 Is sue 9
PSM 1 -62-1A Section 5
D. O. T. Approved
a. Approach speed - 83 knots lAS for all airplane weights.
b o Flaps - Approach (I 0 0 ).
c. Flaps - Landing (37 1/20 ) when safe landing is assured and power is no
longer required on live engine.
d. Propeller lever (live engine) - Full INCREASE.
5. 1 2. 3. 2. 3 GO -AROUND WITH ONE ENGINE INOPERATIVE Go -around on

0
one engine must not be att.empted at airspeeds below VMC or if flaps are at
an angle gre ate r than 10 0
a. Airspeed - Not below VMC.
b. Power - Advance the power lever on the live engine up to the T5, torque,
or Ng limit, whichever is reached first.
c. Maintain heading by applying rudder and lowering wing against live en-
gine as necessary.
d. Climb at 76 knots IAS with flaps at 10 0
Note
Be st single engine cliITlb performance is achieved with

flaps 100 at 76 knots using 96% propeller rpITl.
Is sue 9 5 -1 2 -3-3
PSM 1-62-lA Section 5
D. O. T. Approved
5.. 12,,4 PERFORMANCE DATA
5.12.4. 1 GENERAL. The Performance Data given in this Supplement complies

with the requirements of S. F. A. R. 23 and is consistent with the limitations set
forth in paragraph 5.. 12". 1 and Section 1 of this Manual, and should be used for
Operational Planning.. All performance data are based on engine power corrected
for intake and accessory losses appropriate to the flight condition.
The maximum structural gross weight for take-off is. 11,579 Ib and for landing
11, 400 lb ..
The flap settings are as follows:
Configura tion Flap Settings
Enroute climb (two engines)

Enroute climb (single engine)
Take-off
Landing
5.12.4" 1. 1 TYPE OF OPERATION. The Twin Otter is certified in the Normal

Category. Accordingly, the type of operation is limited to those maneuvers in-
cidental to normal flying (including 19 stalls) and turns in which the angle of bank
0
in not in exces s of 60 ..
Aerobatic maneuvers are not approved for Normal Category Operations ..
The type of operation is also limited according to the equipment installecL The
standard DHC-6 is equipped for Day and Night VFR operations. Optional equip-
ITlent is available to make it eligible for other types of operation such as IFR,
icing, etc., as specified by the appropriate Operating Rules.
Special purpose operations such as STOL, aerial survey, fire-fighting, agricul-

tural spraying and dusting must be conducted within the limits specified by the
appropriate Airworthiness Authority.
5" 12" 4. 1.2 LIST OF ABBREVIATIONS.
lAS Indicated airspeed. Airspeed indicator reading

corrected for instrument error ..
CAS Calibrated airspeed .. Indicated airspeed corrected

fo r po s i tio n err 0 r
VSO Stalling speed with wing flaps setting in the landing

configura tion.
V SI Stalling speed with specified wing flap setting

(other than landing).
5-12-4-1
D. O. T. Approved
ISA International Standard AtITlospheric Conditions co
Kt Knots.
MiniITlulll Control Speed.
Decision Speed o
Vz Speed at 50 fto
PSM 1-62~lA Section 5
D.O. T. Approved
PERFORMANCE CHARTS - ALL VERSIONS
Figure Title Page
5-12-1 Standard AtITlosphere Table 5-12-4-4
5-12-2 TeITlperature Conversion Chart 5-12-4-5
5-12-3 Wind COITlponent 5-12-4-7
5-12-4 Stalling Speeds 5-12-4-9
5-12-5 Airspeed Position Error Correction - Flight 5-12-4-11
5-12-6 Airspeed Position Error Correction - Ground 5-12-4-13
5-12-7 A1tiITleter Position Error Correction 5-12-4-15
5-12-8 Take-off Power Setting 5-12-4-19
5-12-9 MaxiITlurn Continuous Power Setting 5-12-4-21
5-12-10 MaxiITlurn CliITlb Power S~tting 5-12-4-23
5-12-11 MaxiITlUITl Cruise Power Setting 5-12-4-25
5-12-4-3
Se ction 6 ---_ .. PSM 1-62-1A
Do O. T. Approved
STANDARD ATMOSPHERE TABLE

STANDARD S L CONDITIONS: CONVERSION FACTORS:
TEMPERATURE 15-C (59-F) 1 IH. Hg 70.727 LB/SQ FT

PRESSURE 29.921 IN. Hg 2116.216 LB/SQ FT 1 IH. Hg 0.49116 LB/SQ IH.
DEHSITY .0023769 SLUGS/CU FT 1 KHOT 1.151 MPH
SPEED OF SOUND 1116.89 FT/SEC 661.7 KHOTS 1 KHOT 1.688 FT ISEC
a-1/2 TEMPERATURE SPES) OF PRESSURE PRESSURE

ALTITUDE DENSITY
SOUND IN. Hg RATIO
fEET I
RATIO
..;0:- -e of KNOTS
J
a
1. 0000 1.0000 15.000 59.000 661.7 29.921 1.0000

0
.9711 1. 0148 13.019 55.434 6-59.5 28.856 .9644
1000
.9428 1. 0299 11. 038 51. 868 657.2 27.821 .9298 :
2000
.9151 1.0454 9.056 48.302 654.9 26.817 .8962
3000
.8881 1. 0611 7.076 44.735 652.6 25.842 .8637
4000
.8617 1.0773 5.094 41. 169 650.3 24.896 .8320
5000
.8359 1.0938 3. 113 37.603 648.7 23.978 .8014

6000
.8106 1. 1107 1. 132 34.037 645.6 23.088 .7716
7000
.7860 1. 1279 -0.850 30.471 643.3 22.225 .7428
8000
.7620 1.1456 -2.831 26.905 640.9 21. 388 .7148
9000
.7385 1. 1637 -4.812 23.338 638.6 20.577 .6877
10,000
11.000 .7155 1.1822 -6.793 19.772 636.2 19.791 .6614

12,000 .6932 1. 2011 -8.774 16.206 633.9 19.029 .6360
13,000 .6713 1.2205 -10.756 12.640 631. 5 18.292 .6113
14,000 .6500 1. 2403 -12.737 9.074 629.0 17.577 .5875
15,000 .6292 1. 2606 -14.718 5.508 626.6 16.886 .5643
16,000 .6090 1. 2815 -16.699 1.941 624.2 16.216 .5420

17,000 .5892 1.3028 -18.680 -1. 625 621.8 15.569 .5203
18,000 .5699 1.3246 -20.662 -5.191 619.4 14.942 .4994
19,000 .5511 1. 3470 -22.643 -8.757 617.0 14.336 .4791
20,000 .5328 1. 3700 -24.624 -12.323 614.6 13.750 .4595
21,000 .5150 1. 3935 -26.605 -15.889 612. 1 13.184 .4406

22,000 .4976 1.4176 -28.587 -19.456 609.6 12.636 .4223
.4806 1.4424 -30.568 -23.022 607.1 12. 107 .4046
I 23,000
.4642 1. 4678 -22.549 -26.588 604.6 11. 597 .3876
24,000
! .4481 1. 4938 -34.530 -30. 154 602. 1 11.103 .3711
25,000
26,000 .4325 1.5206 -36.511 -33.720 ':>99.6 10.627 .3552

27,000 .4173 1.5480 -38.492 -37.286 597. 1 10. 168 .3398
28,000 .4025 1. 5762 -40.474 -40.852 594.6 9.725 .3250
29,000 .3881 1. 6052 -42.455 -44.419 592. 1 9.297 .3107
I
I
30,000 .3741 1.6349 -44.436 -47.985 589.5 8.885 .2970
i
'-~
5 -12-4-4 Figure 5 -12-1

PSM 1-62-1A Section:$ ,.
, D. O. T. Approved
: TEMPERA TURE CONVERSION CHA~.:r
180
140
120
100
80
~
1-1
W 60
::e
Z
W
0:: 40
::e
<
~
CJ) 20
W
W _.
~ OF - (OC xl. 8~ +32
c.J 0 (OF - 32) x .555
W C
~
-20
-40
-60
-80
-100
-60 -40 -20 o 20 40 60 80
DEGREES CENTIGRADE
Figure 5 -12-2 5 -12-4~5

D. O. T. Approved
5 12.4.2 WIND COMPONENT. A chart to convert the ,reported wind speed and
0
direction into headwind/tailwind and crosswind component is given in figure 5-12-3 ..

The arrowed example lines show that for a reported wind speed of 20 knots at an
angle of 60 degrees relative to the runway, the wind component parallel to the run-
way (effective headwind) is 10 knots and the cros swind is 17 5 knots
0 0
5-12-4 ... 6
D. O. T. Approved
: WIND COMPONENT
EFFECTIVE
HEADWIND
COMPONENT
- KNOTS
30
20
9(}O CROSSWIND
o COMPONENT
~_...I-l-l:0 20I-H4-l-++-l30 rt--i-H-+-H40 50 KNOTS
10
ll().,
EFFECTIVE
TAILWIND
COMPONENT
- KNOTS
50
Figure 5 -12-3 5 -12-4-7

Do O. T. Approved
5.1204.3 STALLING SPEEDS. The power-off stalling speeds in calibrated air-

speed at a forward cg limit and for wing flap deflection at various angles are given
in figure 5-12-4. Corrected stalling speeds at various bank angles are also pro-
vided o
Associated conditions:
CG For.ward
Engines IDLE, propellers feathered
Note
Altitude los s during stall recovery can vary

from 200 to 500 feet.
Example:
At a gross weight of 10,500 lb, flap setting of 100, and an angle

of bank of 30 0 , the stalling speed is 66. 5 knots CAS
0
5-12-4-8
:ection 5 PSM 1-62-1A
).0. T. Approved
'0120404 AIRSPEED POSITION ERROR CORRECTION -FLIGHT. T'he in-flight

.irspeed position error correction (CAS - IAS) versus indicated airspeed for the
lilot system. is shown in figure 5-12-5 for various flap settings and two gross
reights.
i~?ection 5
I. D. 0 .. T. Approved
f AIRSPEED POSITION ERROR CORRECTION -j FLIGHT'
:+5
I I
7000LB
'.1 .. .1 1 I. . .! 1 L
FLAPS 0
11,579LB POWER FOR LEVEL.FLlGHT
o
+5
11,579LB
FLAPS 10
7000LB POWER FOR LEVEL FLIGHT
o
11,579LB
'--
tf.)
I- FLAPS 20
o 7000LB POWER FOR LEVEL FLIGHT
?2 0
I
~~5
I
~ 11,579LB
~ FLAPS 300 -
-
"l""t-oI.. 'P9WER FOR LEVELFLlCiHT:::
7000LB
1
+5
I
,
11,579LB
FLAPS 37 1/'P -
~ POWER FOR LEVEL FLIGHT:::
o I
I
: 7000LB
~
I
I
- I
1 I
I
+5 :
I
11,579LB. i
I
I
FLAPS 37 1/'P -
7000LB L ~O~~~: IDLE
'111: I '
o ! ""T
40 60 80 100 120 140 160

5-12-4-11
D.O. T. Approved
5" 1204 5 AIRSPEED POSITION ERROR CORRECTION ... GROUND. The ground
8
airspeed position error correction (CAS - IAS) knots versus indicated airspeed is
shown in figure 5-12-6 for the take-off flap setting (10 0 ) and is applicable to all
weights 0
-12-4-12
I D. O~ T. App~~~~_~~_--
jA)RSPEED PO$ITIO~ERROR COR~EC':tION -\GROUND
r~~4
I
L+ 3
\
:+;2
....
(f)
0
, +-1
Z
~
(i) 0
1
(f)
-1
S?
-2
-3
-4
30 40 50 60 70 80 90
INDICATED AIRSPEED- KNOTS
-
Fl-gur e 5,-12-6 5 -12-4-13
Section 5 PSM l-62-IA
D. O. T. Approved
5. 12.4.6 ALTIMETER POSITION ERROR CORRECTiON. The in-flight altimeter

position error correction (feet) versus indicated airspeed is shown in figure 5-12-7
for wing flaps retracted (0), two pressure altitudes, and all weights.
With wing flaps extended, the altiITleter position error correction is less than 30
feet at all weights and pres sure altitudes covered by this ITlanual.
PSM 1-6Z-IA I, Section 5
ID. O. T. Approved
:ALTIMETER POSITION ERROR CORRECTION
ADD
H-l-+++-HH-+-t-!-H--f--t-t--H-+++-f--H-t++-H-+++-H-++++-H-+-t-t--t-++-t-t--t-++-t+-I-::l 10,000 FT
t75~++~~7H4++HH++HH+~HH++~+++HH++rH++r~~HH
a:'
wZ
~Q 50~~+HH++HH+~HH~HH++~~~~~HH++~~MH++~
~G
S~ 25 t-t-t-+++-HH-+-t-!-H-+-t-!-H-++::;j,.oI""H--t+~"'F++-H-++++-H-+--t--+-H-t-t-t--t-++-t+t-1
a:
o
u
60 80 100 120 140 160
WITH FLAPS EXTENDED THE ALTIMETER POSITION

ERROR CORRECTION IS LESS THAN 30 FT AT ALL
WEIGHTS AND ALTITUDES
Figure 5-12-7 5 -12-4-15

5-12-4-16
DOT Approved
5.12.4.7 ENGINE TORQUE PRESSURE SETTING DATA.
5.12.4.7.1 This section contains engine torquemeter pressure setting data that
must be used for the calculation of required take-off, maximum continuous, maxi-
mum climb andomaximum cruise power.
5.12.4.7.2 Power thus calculated is the rated installed power of the engine, and is
therefore that to which the airplane has bee~ certified. Accordingly, torque must
be set for the desired operating condition using the relevant chart or Torque Com-
puter (Pt No. C6GT1003), and not by indiscriminately advancing power levers until
a limit (especially ITT) is reached. The engine limits (torque, ITT, and gas
generator speeds) must be considered as limits not to be exceeded, rather than as
a means by which to set engine power. It should be possible for the pilot to set the
torque, as derived from the charts or Torque Computer, without exceeding any of
the engine operating limits, i.e., ITT, Ng, torque or Np; if not, the performance
of the engine has deteriorated and must be investigated.
Note
The data in the power setting charts is condensed

in the Torque Computer (Pt. No. C6GTI003) which
may be used alternatively. Instructions for its use
may be found on the back of the computer. As the
data on all four power setting charts is condensed
in -a small Torque Computer, readings from the
Torque Computer may differ slightly fromo those ob-
tained from the power setting charts. In such cases
the values from the power setting charts should be
used.
Note
Aircraft with s.o.o. 6051 incorpo,rated have turbine

temperature (ITT) indicators marked T5. o
Issue 10 5-12-4-17
Section 5
DOT Approved
PSM 1-62-1A
5.12.4.7.3 TAKE-OFF POWER SETTING. Take-off power settings for various altitudes,
airspeeds and temperatures can be obtained from figure 5~ 12-8. The data is correct-
ed for appropriate ~nstal1ation losses.
Example (arrowed .broken lines on chart)
At an outside air temperature of -20 o C, pressure altitude of 14,000 ft, rating

index 3 (heater on, intake deflector retracted) the take~off power torque
setting is 30.1 psi at static conditions.
Note
5-12-4-18 Issue 10
H
m
m TAKE-OFF POWER SETTING
C
(D
.....
a NOTES: 1. 100% PROPELLEB B.~M. RATING INDEX: 1. INTAKE DEFLECTOR RETRACTED, HEATER OFF.
2. MAXIMUM ITT 750C 2. INTAKE DEFLECTOR EXi"ENDED,."U;:ATE-Fi OFF,
45
I-xj 42.5 f-(j
1-" fJ).
(JQ
40
C
1-7
~
(D
.(ij
.....
I
lJ1 a.. 0'
I N
..... UJ I
N
J
a:
~
.....
00
30 ~ P>
UJ
a:
a..
UJ
;:)
CI
a:
0
I-
20 UJ
z
(,?
zUJ
10
t:l
-80 -60 -40 -20 0 20 40 60 o 100 200 2 3 4 0
Ul OUTSIDE AIR TEMPERATURE _DC IAS-KT RATING INDEX NO. 1-3
.....J
~
fJ).
N
I CD
,.j:::.. ~ ()
1-7 M-
.....J 0
<!
1-"
0
-..0
(D
l:J
~ lJ1
Section 5
5.12.4.7.4 MAXIMUM CONTINUOUS POWER SETTING. Maximum continuous power setting

for various altitudes, airspeeds and temperatures can be obtained from figure
5-12-9. The data is corrected for appropriate installation losses.
At an outside air temperature of -200C, pressure altitude of 14,000 ft,

lAS of 150 kt, rating index 3- (heater on, intake deflector retracted),
the maximum continuous power torque setting is 33.0 psi.
Note
5-12-4-20 Issue 10
MAXIMUM CONTINUOUS POWER SETTING
NOTES: 1. 100% PROPELLER RPM. RATING INDEX: 1. INTAKE DEFLECTOR RETRACTED, HEATER OFF.
2. MAXIMUM ITT 7qOOC 2. INTAKE DEFLECTOREXTENbED~HEAtEllbj:j:.
1j
(f).
~
I-'
I
(i5 0"-
0-
N
I I
w I-'
a:
:::> :;::.
~
w
a:
0-
w
:::>
0
a:
0
I-
w
z
t5
z
w
r-I- -I- - -
1-1-
r-t-I- -
-.-
1-1-.
r-- I
-r +f-
~-
I-r
:-r l 10
0
tJ
-80 -60 -40 -20 0 20 40 60 o 100 200 2 3 4
~
U1 OUTSIDE AIR TEMPERATURE _oC IAS-KT RATING INDEX NO.
I ::r> '(fl
J-I '"0 CD
N '"0 n
I Ii M-
..J::.. 1-1
0 0
I <! :J
N CD
J-I
~ U1
PSM 1-62-1A
Section 5
DOT Approved
5.12.4.7.5 MAXIMUM CLIMB AND CRUISE POWER SETTING. Maximum climb and cruise power
settings for various altitudes, airspeeds, and temperatures can be obtained from
figure 5-12-10 and 5-12-11 respectively. The data is corrected for appropriate
installation losses.
Example (arrowed broken lines on figure 5-12-10):
At an outside air temperature of -30 o C, pressure altitude of 16,000 ft,

lAS of 100 kt, rating index 4 (heater on, intake deflector extended),
propeller rpm 90%, the maximum climb power torque setting is 30.8 psi.
Note
5-12-4-22 Issue 10
MAXIMUM CLIMB POWER SETTING
, NOTE: MAXIMUM ITT 725C RATING INDEX: 1. INTAKE DEFLECTOR RETRACTED, HEATER OFF.
2. iNTAKE DEFLECTOR EXTENDED, HEATER OFF.
I-'
I
0"-
N
J
I-'
,~
-80 -60 -40 -20 o 20 40 60 o 100 200 2 100 90 80 70 tJ

OUTSIDE AIR TEMPERATURE _oC IAS-KT RATING INDEX NO. PROP RPM - PERCENT o
:.
I-j
,e
\J1 \J1
I I
..... l-J'
NN
I I
~~
I I
NN
~W
. _... __ .._.M ____ .... .. _
~ ~
MAXIMUM CRUISE POWER SETTING
NOTE: MAXIMUM ITT 705C RATING INDEX: 1. INTAKE DEFLECTOR RETRACTED, HEATER OFF.
2 INTAKE DEFLECTOR EXTENDED, HEATER OFF.
45
42.5
40 'l:l
;:;;
Q..
~
I-'
W I
c:: 0"-
:;)
r-I-I-o ~
N
I--' 30 ~ I
W I-'
l- I-'" I-" I-" c::
..... Q..
~
r-I-I- - L.,..o
W
:;)
-- ..... ..... ...,;.
.... 0
I- r-
.... c::
0
I-
20 ~
t?
Z
w
-80 -60 -40 -20 0 20 40 60 o 1 2 3 4 100 90 80 70

OUTSIDE AIR TEMPERATURE _oC RATING INDEX - NO. PROP RPM -PERCENT
Ul
.:1-3
I
f-J
N
I
~
I
N
Ul.
)ection 5 PSM 1-62-1A
). o. T. Approved
>.12 .. 4 .. 8 MAXIMUM PERMISSIBLE OPERATING WEIGHTS .. Maximum take-off
lnd landing weights must meet the requirements given in the following paragraphs.
;. 12 .. 4.8 .. 1 MAXIMUM TAKE-OFF WEIGHT. Maximum take-off weight must not

~xceed the most restrictive of the following:
a .. Structural weight - refer to paragraph 5 .. 12 .. 1 .. 4 ..
b. Climb requirements:
1. One engine inoperative take-off climb (figure 5-12-12L
2. One engine inoperative enroute climb (figure 5-12-13).
c. Field length requirenents:
1 .. All engines take-off distance to 50 ft (figure 5-12-14).
2. Accelerate - stop distance to 35 knot final speed (figure 5-12-15) .
.. 12 .. 4.8.2 MAXIMUM LANDING WEIGHT. Maximum landing weight must not

xceed the most restrictive of the following:
a.. Structural weight - refer to paragraph 5. 12. I .. 5.
b. Climb requirements:
Balked landing cli:rnb requirement (figure 5-12-24). ~
c.. Field length requirement:
Landing distance fro:rn 50 ft (figure 5-12-25) .
.. 12.4.8. 3 ILLUSTRATION OF METHOD FOR DETERMINING MAXIMUM TAKE-

IFF AND LANDING WEIGHTS.
Given:
Ambient conditions at departure airfield
Pressure altitude = 6500 ft

Outside air temperature = 28C (ISA + 26C)
Reported wind component at take-off = 10 kt (headwind)
Runway length available = 3000 ft
Runway condition = Level dry concrete
Ove rrun dis tanc e = None
-12-4-26
D. O. T. Approved
Anticipated conditions at destination airfield
Pressure altitude = 9500 ft

23 C (ISA + 27 o C)
0
Outside air temperatur e =
Reported wind component at landing = 10 kt (headwind)
Runway length available = 2500 ft
Runway condition = Level dry concr ete
a. Maximum take-off weight if the least of the values determined from the
following. The procedur e for using each chart is detailed on the page facing it~
Structurally limited take-off weight = 11,579 Ib
One engine inoperative take-off climb (figure 5 -12-12) -

The weight allowed by this r equir ement = 10, 750 Ib
One engine inoperative enroute climb (figure 5 -12 -13) -

The weight allowed by this r equir ement = 11, 390 lb
All engines take-off distance to 50 ft (figure 5 -12-14) -

At 11,579 lb the runway length required is 2600 ft.
Therefore, the weight allowed by this requirement = 11,579 Ib
Accelerate-stop distance to 35 knot final speed

(figure 5 -12-15) - At 11,579 lb, the distance required
lis 2550 ft; the additional distance required to come to I
a stop is 220 ft. Since the runway length is 3000 ft,
the weight allowed by this requirement = 11,579 Ib
The maximum perITlissible take-off weight, therefore,

is liITlited in this exaITlple by the take-off cliITlb
r equir eITlent, and is = 10,750 lb
b. MaximuITl perITlissible landing weight is the least of the values determined

from the following. The procedure for using each chart is detailed on the page
facing it.
Maximum structural landing weight = 11,400 lb
Balked landing climb gradient (figure 5 -12-24).

The weight allowed by this requirement = lI,080lb
Landing distance to stop froITl 50 ft (figure 5 -12-25).

At 11,400 Ib, the distance required is only 1820 ft.
Ther efor e, the weight allowed by this r equir ement = ll,4001b
The maximum permissible landing weight, therefore,

is liITlited to this exaITlple by the balked landing climb
requirement, and is = 11,080lb
Is sue 6 5-12-4-27
D.O. T. Approved
'PERFORMANCE CHARTS - LANDPLANE
Figure Title Page
5-12-12 Maxim:um Permissible Take-off Weight Based on 5-12-4-30

One Engine Inoperative Take-off Climb
5-12-13 Maximum Permissible Take-off Weight Based on 5-12-4- 32

One Engine Inoperative Enroute Climb
5-12-14 Take-off - Total Distance to 50 ft 5-12-4-36
5-12-15 Accelerate-Stop"" Total Distance to 35 kt Final Speed 5 -12-4-40
5-12-16 Take-off Rate of Climb 5-12-4-42
5-12-17 Take-off Gradient of Climb 5 -12-4-44
5-12-18 Take-off Rate of Climb - One Engine Inoperative 5-12-4-46
5-12-19 Take-off Gradient of Climb - One Engine Inoperative : 5-12-4-48
5-12-20 Enroute Rate of Climb - One Engine Inoperative 5-12-4-50
5-12-21 Enroute Gradient of Climb - One Engine Inoperative 5-12-4-52
5-12-22 Balked Landing Rate of Climb ; 5-12-4-54
5-12-23 Balked Landing Gradient of Climb 5-12-4-56
5-12-24 Maximmn Permissible Landing Weight Based on . 5-12-4-58

Balked Landing Requirement .
5-12-25 Landing Distance from 50 ft to Stop 5-12-4-60
5= 12-4-28
D. O. T. Approved
5 12 .. 4" 9 TAKE-OFF DATA.

0
5 .. 12,,4 901 MAXIMUM PERMISSIBLE TAKE-OFF WEIGHT BASED ON ONE

0
ENGINE INOPERA TIVE TAKE-OFF CLIMB. The maximum permissible take-off

weight necessary to meet the requirelllents of S. F. A. R. 23 for the one engine in-
operative take-off climb is plotted in figure 5-12-12 ..
Wing flap = Take-off (IOo)

Intake deflectors = Retracted
Engines = One engine inoperative, propeller feathered"
Other engine at take-off power, prop rpm
100%. Use figure 5-12-8 or Torque Computer
(Pt No. C6GT1003).
Speeds = See chart inset
Note
If conditions are such that intake deflectors will be

extended for take-off, and engine torque pressure
will be les s than 42 5 psi, use a temperature
0
3 Centigrade degrees higher than actual for deter-

mining the maxilllum perlllis sible weight p
~xamp1e:
::riven:
Airfield pressure altitude 6500 ft
Airfield temperature = 28C (ISA + 26C)
'ind:
Maximum permissible take-off weight ..
)rocedure:
Using the chart as shown by the arrowed broken line; the maximum
allowable take-off weight is 10, 750 1b ..
With intake deflectors extended (index 2), the torque pressure is

less than 420 5 psi (see figure 5-12-8). Entering figure 5-12-13 at
28 + 3C = ISA + 29C (see Note above) gives maxilllulll perlllissible
weight of 10, 510 1b o
! D. O. T. Approved
MAXIMUM PERMISSIBLE TAKE-OFF WEIGHT BASED ON

ONE ENGINE INOPERATIVE TAKE -OFF CLIMB
LANDPLANE
ISA+300C
2
3
4
I-
5 0u..
ISA+20oC 0
0
,....
w 6
0:
::::> w
I- 0
0:
::::>
7 I-
w i=
a.. -l
~ ISA+10oC 8
I- w
0:
I-
Z ::::>
w 9 (f)
(f)
co w
~ 0:
w
-l
10 a..
Q
a.. -l
ISA ~ UJ

x u:
0:
W
~
ISA-100C
9,500 10,000 10,500 11,000 11,5?9
MAXIMUM TAKE-OFF WEIGHT - LB
U')
b CLIMB SPEED
Q70
I
U')

60
8 9 10 1111,579
Figure 5 -12-12 5 -12-4 -30

D.,OoT .. Approved
5.12 .. 4.902 MAXIMUM PERMISSIBLE TAKE-OFF WEIGHT AT OR BELOW

1
5000 FT BASED ON ONE ENGINE INOPERA,TIVE ENROUTE CLIMB REQUIRE-
MENT The maximum. permissible take-off weight to m.eet the requirements of
0
SoF.A.R .. 23 for the one engine inoperative enroute climb, is plotted in figure
5-12-13 ..
Wing flaps = Take-off (10 0 )

Intake deflector s = Retracted
Engine = One engine inoperative, propeller feathered.
Other engine at maxhnurn continuous power,
prop rpm. 96%. Use figure 5-12-9 or Torque
Computer (Pt No o C6GT1003)o
Speeds = See chart inseto
Notes
If conditions are such that intake deflectors will

be extended for take-off, and engine torque pres-
sure will be less than 42. 5 psi, use a temperature
3 Centigrade degrees higher than actual for deter-
mining maximum. allowable weight.
Single engine climb periorm.ance at 96% propeller

rpm is superior to 1000/0 because of increased
propeller efficiency ..
012 -4- 31 Issue 5

PSM 1-62-1A SectionS
D. O~ T, . Approved-
-" :--::.
_.. #
MAXIMUM PERMISSIBLE TAKE-OFF WEIGHT ATOR BELOW 5000 FT

LANDPLANE
EXAMPLE
w
a: ISA+20oe
::J
f-
<!
a:
w
0..
~
w
f-
f-
z
ISA+l0oe
w
III
~
<!
0
...J
W
u:::
a: ISA

ISA-looe 10,000 11,579

10,500 11,000
MAXIMUMTAKE-OFF WEIGHT - LB
801HF.Hqff~ffiS~~EHEff
~
f- I -
o
Q70 JIl-CILI1MIBIiSPIEIEIDIIIIIII
I
~
<!
60
8 9 10 11
Issue 5 Figure 5 -12-13 5 -12-4-32

Section 5 PSM 1 .... 62-lA
D. o. T. Approved
5.1204$ 9. 3 TAKE-OFF DISTANCE TO 50 FT, BOTH ENGINES OPERATING. The
take-off speeds and the take-off distance froITl a standing start to a 50 ft height
are given in figure 5-12-140 The distances are calculated using the procedure and
technique specified in S. F. A. R. 23 and are consistent with those specified in
paragraph 5" 12.2. 3. 2.
Wing flaps -- Take-off (10 0 )

Engines = Both at take-off power, prop rpITl 1000/0 ..
Use figure 5-12-8 or Torque COITlputer
(Pt No o C6GT1003)
Speeds = See chart inseto
Airfield = Dry, hard, level surface.
Note
1. Distances are calculated for actual winds"
2 .. With intake deflectors extended, the take-off

distance required is increased by 2 1/2%, when
engine torque is less than 42.5 psi"
ExaITlple:
Given:
Airfie Id pre s sure altitude = 6500 ft
Airfield temperature = 28 0 C
Take-off weight = 10, 750 lb
Wind component = 10 kt he adwind
Find:
Procedure:
Enter figure 5-12-14 at 28 0 C on the horizontal scale at the left side of
the chart and ITlove vertically to intersect the 6500 ft pressure altitude
line. Move horizontally right to ITleet the weight REF LINE, and then
parallel to the guide lines to intersect the 10, 750 lb weight line Move
o
horizontally right to ITleet the wind REF LINE, and then parallel to the
guide lines to intersect the 10 kt headwind line" Move horizontally right
to read on the vertical scale: Total distance to 50 ft = 2080 fto
With the intake deflectors extended at the above conditions, torque

pressure is less than 42" 5 psi (froITl figure 5-12-8)" Therefore, the
total distance to 50 ft is increased to 2080 x 1 0 025 = 2132 fto
5-12 ...4- 33
D" 0 ~T. Approved
If using the chart to deterTIline the TIlaxirnUTIl allowable weight for a

given runway length, COTIlTIlence froTIl the left of the chart and proceed
as shown above until the gross weight REF LINE is met, from this
point project a line parallel to the guide line's Commenci~g froTIl the
0
distance available value on the right hand scale, project a line horiz-
ontally left to meet the wind value, then parallel to the guide lines to
intersect the wind REF LINE. From this point, project a line horiz-
ontally left to inter sect the line from the left side of the chart. FrOITl
this point of intersection project a line vertically down and read the
allowable weight on the gross weight scale.
5-12-4-34
Section 5 PSM l-62-lA
D. O. T. Approved
ASSOCIATED CONDITIONS FOR FIGURE 5-12-14

Intake deflectors Retracted
Engines = Both at take-off power, prop rpm 100%. Use figUr~
5-12-8 or Torque Computer (Pt No o C6GTl003)
Airfield = Dry, hard, level surface
Note
1. Distances are calculated for actual winds.
2. With intake deflectors extended, the take-

off distance required is increased by 2 1/20/0,
when engine torque is less than 420 5 psL
5-12-4-35
LANDPLANE,
80
++++-H-H-H-I-+++-I-,- tl+fH::-l;:f
I
SPE.E.O ~.
I-+-l'++-H--H-+-H--H-II-H--l-+t+-I-I-,I+J
l' SO Ft N 2)
(f)
I- 70,
0
z
~
I
(f) 60

8 9 10 11
GROSS WEIGHT - 1000 LB,
1j
~
I-'
l- I
U.
I 0"
N
I- ' I
U. I-'
0
LO :~
0
I-
w
U
Z

I-
~
0
u.
u.
0
u.s
~

I-
.t:J
.o
U1
I
.
~
.
~,
N
-20 -10, 0 10 20 30 40 50 12 11 10 9 8 -10 o 10' '20
I
AIRFIELD TEMPERATURE _oC GROSS WEIGHT .... 1000 LB TAIL HEAD
~ WIND AT 50FT -KT
I
IN
0'
D. O. T. Approved
5.12.4.9.4 ACCELERATE - STOP DISTANCE TO 35 KNOT FINAL SPEED.

The accelerate - stop distance to 35 knot final speed and the decision speed
I are given in figure 5 -12 -15. The distances are calculated with the procedure
and technique specified in S. F .A. R. 23 and are consistent with those specified
in paragraph 5. 13. 2. 2. 1.
As s ociated conditions:

Engines = Both at take-off power up to engine failure speed,
prop rpm 100%. Use figure 5-12-8 or Torque
Computer (Pt No. C6GT1003). Critical engine
failed at this speed, prop feathered, remaining
engine at ID LE .
Decision speed = See chart inset
Retardation = Wheel brakes only
Note
2. With intake deflectors extended, the accelerate -

stop distance is increased by 1 % when engine
torque is less than 42.5 psi.
Example:
Given:
Airfield temperature = 21 0 C
Take -off weight = 10,750 lb
Wind component = 1 0 kt headwind
Find:
Accelerate - stop distance.
Procedure: - -
Enter figure 5-12-15 and use the procedure given for the take-off
chart (figure 5-12-14). The accelerate - stop distance to 35 knot
final speed = 2530 ft, if sufficient overrun is available to bring the
airplane to a stop. The overrun distance required is 220 ft, and if
this is not available the total runway length required becomes 2530
+ 220 = 2750 ft.
5-12-4-37 Is sue 7
D. O.-T. Approved
With intake deflectors extended under the above conditions, torque

pressure is less than 42.5 psi (from figure 5 -12-8). Therefore, the
total accelerate-stop distance without overrun is increased to 2750 x 1.01
= 2778 ft.
If the chart is us ed to deterrnine the rnaxirnurn allowable weight for a
given runway length, use the procedure given for figure 5 -12-14.
Is sue 7 5 -12-4-38
D. O. T. Approved
ASSOCIATED CONDITIONS FOR FIGURE 5 -12-15

Engines = Both at take-off power up to engine failure speed,
prop rpm 100%. Use figure 5-12-8 or Torque
Computer (Pt No .. C6GT1003). Critical engine
failed at this speed, prop feathered, re:maining
engine at IDLE.
Decision speed = See chart inset
Retardation = Wheel brakes only
Note
2. With intake deflectors extended, the accelerate -

stop distance is increased by l%when engine
torque is les s than 42. 5 psi.
5-12-4-39 Is sue 7
......-. .. -, .....
-
DECISION SPEED 1 pi 1) I-
NOTE: - FOR DISTANCE TO FULL STOP, INCREASE CHART
DISTANCE BY 220 FT
-
8 9 101.1
GROSS WE IGHT - 1000 LB
,~
,:i
u..
w
ex:
f-
u..
I
PRESSURE
o
4000 w
W
ALTITUDE 0..
en
1000 FT ...J
GUIDE LINES
..
EXAMPLE
Z
u..
3000 I-
~
LO
M
o
I-
w
U
2000 Z
~,
en
o
tJ
o

'1-3
Ul
I -:10 o 10 20 30 40 50 12 11 10 9 8 -10 0 10 20
o
I-'
TAIL HEAD
N AIRFIELD TEMPERATURE - oC GROSS WEIGHT - 1000 LB WIND AT 50FT'-KT
I
H:::.
I
H:::.
o
D. o. T. Approved
5 .. l2,,4~ 10 CUMB DATA.
5" 1204" 10 .. 1 TAKE-OFF CLIMB DATA - F. A. R. 23.65 (a). The rate and grad-
ient of climb are given in figures 5-12-16 and 5-12-17 respectively, with the air-
p!an,e in the take -off configuration" The climb s peed is shown on each chart. _
Wing flaps = Take-off (10)

Engines = Both at maximum continuous power, prop
rpm 100%. Use figure 5-12, -9 or Torque
Computer (Pt No o C6GT 1003)-.
Speed = See chart inset.
Note
With intake deflectors extended, reduce rate

of climb by 30 ft/rnin, and gradient of climb
by 0" 004 when engine torque is less than
42. 5 psi.,
Example:
Ambient temperature 28C, pressure altitude 6500 ft, gross weight
10, 750 lb. The rate of climb is 880 ft!rnin and the gradient of climb
is 0.101 .. With the intake deflectors extended under these conditions
engine torque pressure is less than 420 5 psi (figure 5-12-9), and the
rate of climb and gradient of climb become 850 ft/rnin and 0.097
respectively ..
5 -12-4 -41
LANDPL,ANE'
~ 1I! I!I!lI I I I I ~
5 80
~ I- CLIMB SPEED
~ 70
8 9 10 11
GROSS WEIGHT - 1000 LB.
w
z
:3,
w
() 2000
Z
w'
0:,
w
u.
W 1800
0:
1-1
I
1600 ~ 0",
N
~
..... '
I
1-1
'u..
:~
1400 ~
:E
':::i
u
1200 u..
o
w
I-
<X:
1000 0:
800
8
4
6 PRESSURE .t1
10
ALTITUDE
- '1000 FT., 600
o
U1
;3
I
J--l
-30 -20 -10 0 10 20 30 40 50
>:U'>.
:~;~
N 11 10 9 8
, I
~
AMB;IENT TEMPERATURE _oC GROSS WEIGHT -1000 LB.
I o!oi' M-
1-01"
~,
N ~.,.g
A,.iV1
D. O. T. Approved

Intake def1e cto r s = Retracted
Engines = Both at ITlaxiITlUIn continuous power, prop rpm 10-00/0"
Use figure 5-12-9 or Torque COITlputer (Pt No.
C6GTI003).
Speed = See chart inset
Note
With intake deflectors extended, reduce rate of

climb by 30 ft/ITlin, and gradient of cliITlb by
0.004 when engine torque is less than 42" 5 psi"
5-12-4-43
TAKE-OFE'GR.ADIENT OF CLIMB
-...
LANI)PLANE
~?;8lilll
....
(J)
<i
I 70
CLIMB SPEED
8 9 10 11
w
Z
...J
W
U .26
Z
w
a:
w
u..
w .24
a:
h:j .22
......
(JQ
~
CD .20
U1 .....
I z
...... w
N
I
.18 ~
...... a:
(!)
-.J
al
.16 ~
...J
u .
. 14
.12
r-:----
.1
2
4 EXAMPLE : ..tJ
6 PRESSURE
ALTITUDE
.08 ..o
. ~
U1 ':"' 1000 FT.,
I
......
-30 -20
.06 . >i(/2
N -10 0 10 20 30 40 50 11 10 9 8 '"d I CD
J '"d / ()
rf::.. AMBIENT TEMPERATURE -:- C GROSS WEIGHT -1000 LB. ;; U::.
I o 1:0
rf::..
rf::.. ,.~.j:~
: p;..;V"l
D.O. T. Approved
5012.4010 2 ONE ENGINE INOPERATIVE TAKE-OFF CLIMB DATA - S.F.A.R.
0
23 5 (e) (1) .. The rate and gradient of climb are given in figures 5-12-18 and
0
5-12-19 respectively with theairplan~ in the take-off configuration and with one
engine inoperativeo The climb speed is also shown on each chart ..
Wing flaps = 10 0
Intake def1e c to r s = Retracted
Engines = One engine inoperative, propeller feathered ..
Other engine at take-off power, prop rpm
100%. Use figure 5-12-8 or Torque Computer
(Pt No. C6GTl003).
Note

of climb by 15 ft/min and gradient of climb
by 0.0015 when engine torque is less than
42. 5 psi.
Example:
Ambient temperature 28 0 C, pressure altitude 6500 it, gross weight
10, 750 lb o The rate of climb is 30 ft/min and the gradient of climb
is 0.0035. With intake deflectors extended at these ambient conditions
the maximum permissible gross weight is 10, 510 lb (refer to example
on one engine inoperative take-off climb requirement in paragraph
5 .. 1204.90 1). At this weight the rate of climb and gradient of climb
will b~ 30 ft/min and O. 0035 respectively with intake deflectors
extended.
5 -12-4 -45
T AKE- OFF RATE OF CLIMB - ONEEN,GINE; INOPERATIVE
80 LANDPLAN:E
(f)
I-
o
~ 70~~~~~~TIrrrrtiTItttt
~ 60Jiiiiiliiilllllllllll
8 9 lO 11
600
UJ
Z
-...1
UJ 500
u . x,,'?
z - -
UJ ~ -I-
0:::
UJ
x,,'v ~
.I.L.
UJ
- _..;3,0 400
cc (:) -r
z
-
-
300
-
~
I-
I.L.
I
;~
en
200
o:J
:2! ,~
...1
u :/-1
1
I.L.
0 0"
100 N
UJ 1;
1-'

0:::
, /-I
,:;t>
'SL,
-- 6'~ 4
-2
- ~
fi - 0
8 -+1+ -100
.PRESSURE
AL TITUDE II -
1000 FT
-200
,t;
.o
.. ~
Ul
.,
J . --, ,- -
~1-
-or" .
I-'
N -30 -20
I -10 0 10 20 30 40 50 11 10 9 8
~ AMBIENT TEMPERATURE - C GROSS WEIGHT - 1000 LB
J
*'"
0"
Section. 5 PSM l-62-1A
D .. O.T. Approved
Wing flaps = 10 0
Engines = One engine inoperative, propeller feathered o Other
engine at take-off power, prop rpll1 100%. Use
figure 5-12-8 or Torque COIYlputer (Pt No. C6GT1003)o
Note

cliIYlb by 15 ft/ll1in and gradient of cli...rnb by O. 0015
when engine torque is less than 420 5 psi.
...-- ..... _.._._----.-_._---_. __ ._-----_.. _-_._----_._._---_ ----_.""'-
.. - ..
T AKE.,.;Q,FF :G,RADIENT 'O'F CLIMB' '..., G'NE EN'GINEINOPERATIVE
LAN DpLAN:E
.,-
8 9 10 11
", n- T..-" .-r-
t-xj
......
(JQ
,. :c~.>:W I- ,1j
~ .. -
- ..~~'
I. . . . . . . z ,en
,
w
t-i
CD .:':',:. ~
.03
a ~

0:
~
\J1 _ _ .l. I
I . .. ~F . <.9
0"
...... .02 co N
N :T- "ft, ~ I
I ::i ~
...... u
--0
.01
':?
8 -.01
10 PRESSURE .
ALTITUDE
- 1000 FT.
-.02
W
...J
Cl-
.t:1
.
..
'~
"
'0
X
T w ~:,
U1 :"
. i:
I
......
N -30 -20 -10 0 10 20 30 40 50 11 10 9 8 "0;
>!CIl:
(I) ,
I
Jocj;o'
,
ft:>- AMBIENT TEMPERATURE - 0c GROSS WEIGHT - 1000 l,B /:1' rr
0'
i
~.
.0:
00
'....
' !:(I)~I-' < , ..
I'0. 0I
1., . . .
,..p;,;,. U1
":'.~.

./
D.O.T. Approved
5.12.4.10.3 ONE ENGINE INOPERATIVE ENROUTE CLIMB DATA - S.F.A.R.

23.6 (b). The rate and gradient of climb are given in figure 5-12-20 and 5-12-21
respectively with the airplane in the enroute configuration recommended for
single-engine operation. The climb speed is also shown on each chart.
0
Wing flaps = 10
Engines = One engine inoperative, propeller feathered.
Other engine at max continuous power, prop
rpm 96%. Use figure 5-12-9 or Torque
Computer (Pt No. C6GT1 003).
Notes
1. With intake deflectors extended, reduce rate

by O. 0015 when engine torque is les s than
42.5 psi.
2. Single engine climb performance at 96% propel-

ler rpm is superior to 100% b ecaus e of increas-
ed propeller efficiency.
Example:
Ambient temperature lS o C, pressure altitude 9000 ft, gross weight
10,500 lb. The rate of climb is 50 ft/min and the gradient of climb is
o. 006.' With intake deflector s extended under thes e conditions, engine
torque is les s than 42.5 psi (from figure 5 -12-9), and the rate of
climb and gradient of climb become 35,','ft/min and 0.0045 respectively.
5 -12 -4 -49 Issue 4

ENROUTE RATE OF CUMB - ONE ENGINE INOPERATIVE
L,ANDPLANE
(J)
I-
a - CLIMB SPEED
2
~ 70
I
(j')

60
8 9 10 11
GROSS WEIIGHT -1000 LB
,_ .. _._ .. - -rTTr-
UJ
, ,Tt 600
'-.2_
:J
UJ
U 500
2
UJ
a:
UJ
u..
UJ 400
,a:
z
300
-
~
I-
u..
'1"
-0'.
, n9
I
co
, )( . 200 2
"'~~ -CJ ~-
:J
8
xf'l3 - : -
H
j:j:
u
U-
-H' ~
~,+
--
.--
.,"
100 a
UJ
':n; I-
SL
2 a:
4 0
6
8 ~PRESSURE
, HALTITUDE -100
10-. - 1000 FT -
'r'
j'
UJ
...J
-I- 0.. -200
Jt ~

tf --- x
UJ , 1-~.j..I~, .'1
t- +.
:-1:
..-I
- f
-- H--
-30 -20 -10 0 10 20 30 40 50 11 10 9 8
AMBIENT TEMPERATURE - 0c GROSS WEIGHT - 1000 LB
D. O. T. Approved
Wing flaps = 100

rpm 96%. Us e figure 5 -12-9 or Torque
Computer (Pt No. C6GTI003).
Notes
1. With intake deflectors extended, reduce rate of

climb by 15 ft/ min and gradient of climb by
O. 0015 when engine torque is less than 42.5 psi.
2. Single engine climb performance at 960/0 propel-

ler rpm is superior to 100% b ecaus e of increas ed
propeller efficiency.
5-12-4-51 Issue 4
ENR'OUTE, GRADIENT ,O'FCLIMB - ONEENGINE'IN,OP:ERATIVE
LANDPLANE
08
en
t-
O
~ 70- UJ .07
I z
en ....I
~ UJ
U
60 - z ~ .06
8 9 10 11 UJ
cr: ~
'V
GROSS WEIGHT -1000 LB UJ
u.. Q<V
UJ
cr: 0
S- .05
.04
t-
zUJ '"d
.03 a
~
(J)
~
cr:
(.!) I-'
co I
.02 ~ 0"-
:J N
U I
I-'
~
.01
4
0
6 PRESSURE,
8 ALTITUDE
10 -1000 FT -.01
-.02
,.0
.o
\J1
I
f-I
N
-30 -20 -10 o 10 20 30 40 50 11 10 9 8
I
~ AMBIENT TEMPERATURE _oc GROSS WEIGHT -1000 LB
I
\J1
N
D.O.T. Approved
5 .. 12.4.10.4 BALKED LANDING CLIMB DATA - S.F.A.R. 23 .. 6 (a). The rate
and gradient of climb are given in figures 5-12-22 and 5-12-23 respectively with
the airpliirie in the balked landing configuration .. The climb speed is also shown
on each chart.
Wing flaps = Landing (37 .. 50)

Engines = Both at take-off power, prop rpm 100%.
Use figure 5-12-8 or Torque Computer
(Pt No .. C6GTl003).
Note

by O. 004 when engine torque is less than
42 .. 5 psL
Example:
Ambient temperature 230C~ pressure altitude 9500 ft, gross weight
11,080 lb .. The rate of climb is 290 ft/min and the gradient of climb
is 0 .. 033 .. With intake deflectors extended engine torque pressure is
less than 420 5 psi (from figure 5-12-8), and the rate of climb and
gradient of climb become 260 ft/min and 0 0 029 respectively.
5 -12-4 -5 3
- "--. _._._._ ..... - - .. ~ .,' -
BA,LKED'LANDING RATE 'OF CLIM:B,
L,AN~D]?LANE
CLIMB SPEED
(/)
b
~ 60
I
(/)
<l:
50
8 9 10 11
1800
UJ 1600
9 Z
1-" -l
(JQ
UJ
~ U
I"i Z 1400
CD UJ
a: ~c,
UI UJ
I u.. ~
I-' UJ ~'v 1200 ~
a:
N ~~ ~
.....
I 0 I-
N u..
N
1000 I
co
:E
:.:i
800 u
u..
0
w
I-
600 <l:
a:
2
4, 400
61 PRESSURE EXAMPLE
8. ALTITUDE tJ'
lQ
1000 FT ' 200
0:
~J
UI
I -30 -20 -10 o 10 20 30 40 50 11 10 9 8
0 :' F"--'
I-' ,~t r"
N AMBIENT TEMPERATURE - 0c GROSS WEIGHT -1000 LB '"0
~
I; CD
VJ.
I 1",1 ," (')
H::.. 'ti \t'
I o 1-'.,
~",g,
!J1
~
P.:.. :'(;n,:
D.O. T. Approved
0
Wing flaps :: Landing (37.5 )
Intake defle cto r s :: Retracted
Engines :: Both at take-off power, prop rpm 1000/0. Use
figure 5-12-8 or Torque Computer (Pt No., C6GTI003) ..
Speed :: See chart inset
Note

climb by 30 ft/min and gradient of climb by 0 004
0
when engine torque is less than 420 5 psi.,
5--12-4-55 .
- - - - _ . -._----_._--------_._-------_.__ .._-
BALKED LANDING GRADIENT OF CLIMB,
. ..--- ...... -..._1...
" -~ -~ ..-..--.. --.-.-,-..,--.--.--.
... . .' .
LANDPLANE
.24
(f) UJ
I- Z
o ..J
~ 60 UJ
u .22
I z
~
UJ
a:
UJ
u. .20
UJ
0:
~ .18
'V
~
Q~
S
(j .16
I-
Z
UJ I-'
.14 0 1
ex: -0'
'0: N
t9 _I
co I-'
.12 2 ~
:J
u
.10
00
'x,,\5 .08
{:J?:
~[
.06
2- PRESSURE
4 ALTITUDE
- lot)(fFT .tl
6 .04
8_ EXAMPLE -.o
I
IJ\
10 .02
I
I-'
N- -30 -20 -10 o 10 20 30 40- 50 11 10 9 8
I
~
AMBIENT TEMPERATURE _oC GROSS WEIGHT - 1000 LB
I
UI
0"
D.O. T. Approved
50 12 .. 4~ 11 LANDING DATA.
5 .. 12.4.11.1 MAXIMUM PERMISSIBLE LANDING WEIGHT. The maximmn per-

missible landing weight to meet the requirements of S .. F .. A. R. 23 for the balked
landing climb is plotted in figure 5-12- 24.
Wing flaps = Landing (370 5)

Engines = Both engines at take-off power, prop rpm
100%. Use figure 5-12-8 or Torque Co:mputer
(Pt No. C6GT1003)0
Note
If conditions are such that the intake deflectors

have to be extended, and engine torque pressure
would be les S than 42 .. 5 ps i, use a te:mperature
3 Centigrade degrees higher than actual for de.:..
ter:mining the weight limitation.
Example:
Given:
Airfield pre s sure altitude = 9500 ft
Airfield temperature = 23C (ISA + 27C)
Find:
Allowable landing weight ..
Procedure:
Use the chart as shown by the arrowed broken lines" For this example,
the :maxi:mu:m allowable landing weight is 11, 080 lb o Under these con-
ditions engine torque is less than 42" 5 psi and entering figure 5-12-24
with a te:mperature of 23C + 3C (ISA + 30C) gives a maximum per-
missible weight of 10,840 lb with intake deflectors extended ..
5 ~12-4-57
PSM 1-62-1A." . i Sectio1i5
p. O~'1\ APP:r()ve.(f
.MAXIMUM PERMISSIBLE. LANDING WEIGHT

I,"", . . . . .. . . ' ~._
\\ BASEP:/ON
. ........c _. _ . ...BALKED LANDING
... .... _ ......__ ..... __ . ... .. .... ..... REQUIREMENT
.. ... .. ._ ...__ .. __ . _". .
L LANDPLANE
ISA+300C
8
10 l-
lL
ISA+20oC 0
0
0
w
0: I
::> w
I- Cl
<t: ::::.l
e: l-
w i=
"'- ...I
:2 ISA+l0oC <t:
w
l- w
e:
I-
Z ::::.l .y
W (I)
U) .)
co w ,,"'
:2 0:
<t: "'-
Cl
...I
ISA w
u.
a:
::!
ISA-lOoC
10,000 10,500 11,000 11,400.
MAXIMUM LANDING WEIGHT - lB
70 CLIMB SPEED
Ul
I-
0
Z
~ 60
1
Ul

50
8 9 10
GROSS WEIGHT - 1000lB
. -,
Figure 5 -12-24 5 -12-4-58

D. O. T. Approved
5.12.4.11. 2 LANDING DISTANCE FROM 50 FT TO STOP. The landing speeds

and the landing distance fro:m a 50 ft height to stop are given in figure 5-12-25.
The distances are calculci.ted with the procedure and technique specified in
S.F.A.R. 23 and are consistent with those specified in paragraph 5.12.2.5.1.
Wing flaps = Landing (37.5 0 )

Intake deflectors = Retracted or extended
Engines = Power to maintain 3 0 approach to 50 ft.
then IDLE
Retar dation = Wheel brakes only
Note
Distances are calculated for actual winds.
Example:
Given:
Airfield pressure altitude = 9500 t
Airfield te:mperai:ure = 23 0 C i
Landing weight = = ll, 080 Ib

Wind co:mponent = 10 kt headwind
Find:
Total distance fro:m 50 ft to stop.
Procedure:
Use the procedure detailed for figure 5-12-14. Read on right hand
vertic al scale: Total distance from 50ft = 1760 ft.
If using the chart to determine the maxi:mum allowable weight for a

given runway length. use the procedure given for figure 5-12-14.
5 -12-4 -59
-_ ... _.. _.. __..............._----_..... .,~.- --.----------------
... -.-.-.--...- ...
, - -.. .., ~ ..... . . " .. , ....... .... .............. ... > .- ,
. LANDING DISTANCE Fl~OM50 .FEET TO STOP
rLANDPLANE'~
'_... .. -- - .. - .. - _... .,.. -..::..
~T 70'~~1111111~.
(J)
60
APPROACH SPEED

50
8
----.- f-HH I:i.: 2600
109 11
GROSS WEIGHT-1000lB
PRESSURE
-~ 2400
ALTITUDE ~~
;Ci:
l;1000FT
2200
II
'I-d
2000 ,C/)
~~ I-
~
i,R1 1800
IJ.
I
......
I
i!~ " I-
kl , liN:' IJ.
.0"
0 N
~1q e.k~ LO I
8: ~>t 1600 2 .1-'
ey,,(c+ ~,,~
0
cc ~
ck<iJ+H+! . 1
u.
UJ
u
~O~ 1400
!{.~~:;.':'!l
2

I-
~
0
1200
III 1000
..J

I-
0
I-
.~
,6
.
,:~
800
I
,
U'1
I! :., . il
. H~+H
11
" '$a: ~!1 . '.!:i1H\idJJ
600
0
8
:v.:
I'"
iF-iHtFilH
~I!~
I ..
...... I,
" I'
400
-30 -:10 -10 0 20 30 4'0 50 . 10
N
I
'-0 8 -10 0 20 "0 I'
':d,(') (J)
AIRFIELD TEMPERATURE-DC
o1-1. 1M-
;j:>.. GROSS WEIGHT -1000 lB TAil HEAD
i WIND AT 50 FT-KT .. f-o.
0" .. , ('0
, <: [I:t
Oil CD, i
i ~;p;,;.j!U'1
r
D. O. T. Approved
SUPPLEMENT 13
0
CAR 3 OPERATING PROCEDURES USING 10 FLAPS
FOR TAKE-OFF, APPROACH, AND SINGLE ENGINE CLllvfB
INTRODUCTION
This Supplement contains variations to liInitations, variations

to normal and emergency operating procedures and variations
0
to performance data which apply when using 10 of flap for take-
off, approach. and single engine climb. Sections 1 through 3 and
applicable supplements in Section 5 are valid except where their
content is supplemented or modified by the information contained
in this Supplement. This Supplement is only valid when Mod
S. O. O. 6152 (Revised placard and airspeed indicator markings)
is incorporated.
TABLE OF CONTENTS
Title Page
Normal Operating Proc edures 5-13-2-1
Emergency Oper~ting Procedures 5-13-3-1
Performance Data and Charts' 5 -1 3 -4-1
5 - 1 3 -1 ":' 1 and 5 -1 3 -1 - 2,
5 -1 3 - 2 -1 thru 5 -1 3 - 2 -4,
5-13-3-1 thru 5-13-3-3,
Approved: __~~__~-+_________________
5-13-4-1 thru 5-13-4-24
E( Bridgl~nd
Vchief Aeronautical E:lgLnee:-
Deparbnent of Transport
Date:
Issue 2 5-13-1-1
D. O. T. Approved
5.13.1 OPERATING LllvIITATIONS
5.13. 1. 1 GENERAL. The Operating Lim.itations in this Supplem.ent supersede

the equivalent Operating Lim.itations in Section I. All other Operating Limitations
in Section I ar e valid.
Note
Engine power settings m.ust be determ.ined by us e

of power setting charts (figure 4-3 through 4-6), or
Torque Com.puter (Pt No. C6GTl 003).
5. 13. 1 . 2 CLIMB SPE ED. The clim.b speed is as follows:
R ec oITlm.ended Knots
Flap Angle CAS IAS
Two Engine Enroute Clim.b - Best Angle (Vx) 00 85 83

- Best Rate (Vy) 00 89 87
Single Engine Enroute Clim.b - Best Angle and
Best Rate 10 0 78 76
5.13.1.3 AIRSPEED INDICA TOR MARKINGS. The speed for best rate of clim.b
with one engine inoperative, flaps 10 0 , (blue radial line) is 78 knots CAS.
5.13.1.4 TAKE-OFF WEIGHT. The m.axim.um. structural take-off weight is

II ,579 lb. For m.aximum. take-off weight as limited by performance, refer to
paragraph 5.13.4.4.
5-13-1-2
D. O. T. Approved
5.13.2.1 GENERAL. The Normal Operating Procedures in this Supplement

supersede the equivalent procedures in Section 2. All other procedures in Section
2 are valid.
5.13.2.2 TAKE-OFF CHECKS.
a. Tr irn controls - Set.
Note
The elevator tr irn pointer should be aligned with

the forward edge of the take-off range mark with
aft cg, and with the aft edge of the take-off range
mark with forward eg.
b. Propeller levers - Full INCREASE

- FRICTION
c. Propeller autofeather switch (if applicable) - ON. Check SEL light on.
d. Fuel - Check:
Quantity - Check.
Selector - NORM.
Booster pumps - On.
o
e. Flaps - Take-off (10 ).
f. Cornpas s - Set.
g. Pitot heat - ON.
h. Cab in heat - As required.
i. Deicing - As required.
j. Altimeter - Set.
k. Flight controls - Check.
1. Instruments - Check.
In. Caution lights - Check.
5-13-2-1
D. O. T. Approved
5.13.2.3 NORMAL TAKE-OFF.
a. Line up with nosewheel centered.
b. Power levers - Advance smoothly to engine take-off settings, If applicable,

check autofeather AIUv1 light ON.
Note
At temperatures above ISA pause for at least 5

seconds at 850/0 Ng to allow engine air inlet condi-
tion to stabilize before advancing powe r levers to
calculated take-off power settings.
c. Direction - Maintain with rudder control.
d. Allow airplane to become airborne at lift-off speed (obtained froIn figure

5-13-2).
e. Increase airspeed to attain' speed at 50 ft obtained from figure 5-13-2.
CAUTION
As airspeed increases torque pressure will in-

crease with a constant power lever setting due to
the effect of ram air. Retard power levers as re-
quired to avoid exceeding the torque limit specified
in take-off power setting chart (figure 4-3).
5. 13.2.4 CROSSWIND TAKE-OFF. Adequate controllability during take-off has

been demonstrated with the airplane in winds with cros swind components up to 19
knots measured at 6 feet (this is equivalent to 26 knots measured at a tower height
of 50 ft). This is the maximum. cross ...vind component experienced during crosswind
trials and is not considered limiting. The recommended take-off technique is to set
the flaps to the take-off position (10), apply power gradually and maintain direction
by use of asymmetric power and rudder (when it becomes effective). Partial applic-
ation of aileron lIinto wind ll will help in maintaining wings level, prior to unstick.
5. 13. 2. 5 CLIMB.
a. When clear of obstacles, select flaps up and at flaps 0, maintain speed at
87 knots lAS for best rate of climb or 83 knots lAS for best angle of climb.
b. When established in the climb, reduce power to recommended climb settings.

c. Propeller autofeather switch (if applicable) - OFF. SEL and ARM lights out.
Note
Either propeller may be manually feathered regard-

less of whether the propeller autofeather switch is
selected ON or OFF.
5-13-2-2 Issue 2
D. O. T. Approved
5.13. 2. 6 APPROACH.
CAUTION
If operating in excess of 11,400 lb gross weight check

that landing gro ss weight will not exceed 11, 400 lb
( _20 o F and above), or 11,000 lb (below~ _20 o F).
a. Fuel contents and selector - Check.
b. Hydraulic pressures - Check.
c. Nosewheel steering lever - Centered.
d. Brakes - Of.
e. Airspeed - Reduce to 100 knots IAS.
f. Flaps - Select flaps "approach lf (10 0 ) and allow airspeed to decrease to

83 knots lAS.
CAUTION
If during approach, either of the blue Beta range lights

comes on, the approach can be continued. However, in-
cre ases in power should be made slowly to avoid propel-
ler rpm oscillation as the propeller commences to gov-
ern. Following landing do not select reverse on either
propeller.
CAUTION
5. 13. 2.7
The propeller autofeather switch (if applicable), is not
to be selected ON for approach or landing.
NORMAL LANDING.
I
0
a. Select flaps "1 anding ll (37.5 ). Airspeed 70 kt lAS for 11,400 lb. (Re-
duce speed by 3 knots per 1000 lb reduction in landing weight.)
b. Propeller levers - Full INCREASE. {RESET PROPS warning/ caution

light out.
c. Power levers - As required until commencement of flare; IDLE prior

to touchdown.
d. Touchdown - On main wheels"
e. Apply brakes as necessary when nosewheel is firmly on ground.
. Apply reverse power as applicable.
Issue 2 5-13-2-3
D. O. T. Approved
WARNING
Never apply reverse power unless the propeller

levers are at full INCREASE. (When power lever /
propeller lever interlock Mod 6/1223 is incorporat-
ed reverse power cannot be applied unless propeller
levers are at full INCREASE. )
CAUTION
"Slam!! application of reverse power is prohibited.
Note
Reverse power is not a factor in the established

landing distances given in figure 5-13-9.
g. Landing roll - Use rudder and brakes as necessary to maintain direction.
h. Nosewheel steering - Use if required on landing roll and for taxiing.
5.13.2.8 CROSSWIND LANDING. Adequate controllability during landing has

0
been demonstrated with the Twin Otter using flaps !'landing" (37.5 ) in winds with
crosswind cOTI1ponents up to 19 knots measured at 6 feet (this is equivale~t to 26
knots measur ed at a tower height of 50 feet). This is the maximum cros swind
component experienced during crosswind trials and is not considered lirniting.
The recomm.ended technique-is to approach and touch down with the windward wing
lowered, using rudder to align the airplane with the runway. After touchdown, the
nosewheel should be lowered onto the runway and held there with elevator through-
out the ground roll. The rudder provides adequate control to keep the airplane
straight down to nominal speeds, when brakes m.ay be used. Early use of brakes
may induce lateral skidding, thereby making directional control more difficult.
\\~her e runway lengths permit, flap deflections may be r educ ed to furthe r irnpr ove
controllability and tolerance to crosswinds.
5.13.2.9 GO-AROUND_ The decision to go around should be made as early as

poss ible on the landing approach.
a. Power levers - Advance smoothly to engine take-off setting.
b. Airspeed - lAS obtained from figure 5 -13 -8.
0
c. Flaps - When clear of obstacles retract flaps to cruis e (0 ) position.
d. Airspeed - Allow to increase during flaps retraction to 87 knots lAS for best
rate of climb or 83 knots lAS for best angle of climb.
5 -13 -2-4
D. O. T. Approved
5.13.3.1 GENERAL. The Emergency Operating Procedures in this Supplement

supersede the equivalent procedures in Section 3. All other Emergency Operating
Procedures in Section 3 are valid.
5. 13. 3. 2 ENGINE FAILURE DURING TAKE -OFF.
a. If engine failure occurs during take-off, at a speed below lift-off (figure

5-13-2), proceed as follows:
1. Power levers - IDLE.
2. Brakes - Apply to maximum in one second applications, releasing only long

enough between applications to momentarily stop wheel skidding.
CAUTION
Asymmetric revers e power is prohibited.
b. If engine failure occurs at or above the lift-off speed and the pilot de-
cides to continue the take-off, proceed as follows:
1. Hold airplane on or near ground and accelerate to speed at 50 ft as shown
in figur e 5 -1 3 - 2 and climb .out at that speed.
t
2. Maintain heading by applying rudder and lowering wing against the live
eng ine to a maximum of 50.
3. Propeller lever of failed engine (if autofeather is not installed) - FEATHER.
CAUTION
If autofeather is installed do not retard the power

lever of the failed engine until autofeathering is
complete and the propeller lever of the failed en-
gine has been placed in FEATHER. Otherwise,
the propeller will unfeather.
4. Fuel lever of failed engine - OFF.
5. Climb with flaps at 100 at speed obtained from figure 5-13-5.
6. Trim airplane as desired.
7. Booster pump switch of failed engine - OFF.
5-13-3-1
Section 5 PSM 1-62 -IA
D. O. T. Approved
Note
Post Mod 6/1044 and 6/1086 airplanes only: If

booster pump caution lights do not illum.inate
immediately, a fuel booster pump pressure switch
failure has occurred. This will prevent the auto-
matic switching on of the standby booster pump and
may be the cause of the engine flam.e-out. An engine
re-light can be attempted after restoring the fuel
supply in accordance with paragraph 3.4.1 b.
8. Fuel emergency shutoff switch of failed engine - OFF.
9. Propeller lever of failed engine (if autofeather is installed) - FEA THER.
Note
When autofeather is installed if propeller lever of

failed engine is not selected to FEATHER, the pro-
peller is liable to unfeather.
10. Generator switch of failed engine - OFF.
11. Propeller autofeather switch (if applicable) - OFF. SEL light out.
12. Propeller lever (live engine) - 96% propeller RPM.
Note
Single engine climb performanc e at 96% propeller

rpm is superior to 100% because of increased
5.13.3.3 LANDING WITH ONE ENGINE INOPERATIVE The procedure for land-
ing with one engine inoperative is as follows:
a. Approach speed 83 knots IAS for all airplane weights.
o
b. Flaps - Approach (10 ).
when safe l~nding is as sured and power is no long-

0
c. Flaps - "Landing" (37 1/2 )
er required on live engine.
d. Propeller lever (live engine) - Full INCREASE.
5.13.3,4 GO-AROUND WITH ONE ENGINE INOPERA TIVE. A go-around with one
engi.ne inoperative must not be attempted at airspeeds below VMC (66 knots lAS)
5-13-3-2
D. O. T. Approved
or with a flap deflection greater than 100.
a. Power - Take-o!! setting on live engine.
b. Maintain heading by applying rudder and lowering wing against live engine to
a maximum: of 5. ~
0
c. Climb at 76 knots lAS if flaps 10
Note
Best single engine climb perform.ance is achieved

with flaps 10 0 at 76 knots LAS.
5-13-3-3
D. O. T. Approved
5.13.4 PERFORMANCE DATA
5.13.4.1 GENERAL. The Performance Data given in this Supplement is consist-

ent with the limitations set forth in paragraph 5. 13. 1 and Section 1 of this Manual,
and should be used for Operational Planning. The Performance Data in this Sup-
pl'ement supers edes the equivalent data in Section 4. All other Performance Data
in Section 4 is valid.
5.13.4.2 FLAP SETTINGS. The flap settings are as follows:
Configuration Flap Setting
Enroute climb (two engines)

Enroute climb (single engine)
Take-off
Landing
5. 13.4. 3 PERFORMANCE DATA AND CHAR TS. The Performance Charts listed
on page 4-2-1 apply. The charts listed on page 4-5-1 are replaced by the charts
listed on page 5 -13-4-2.
5 -13-4-1
PSM 1-62-1A Section :5
D. O. T. Approved
PERFORMANCE CHAR TS - LANDPLANE
Figure Title Page
5-13':1 Maximum Pertnis sible Take-off Weight At or Below

5000 it Based on One Engine Inoperative Enroute Climb 5 -13-4-4
5 -13-2 Take-off - Total Distance to 50 t 5-13-4-8
5-13-3 Take -off Rate of Climb 5-13-4-10
5 -13-4 Take-off Gradient of Climb 5 -13-4-12
5-13-5 Enroute Rate of Clitnb - One Engine Inoperative 5-13-4-14
5-13-6 Enroute Gradient of Climb - One Engine Inoperative 5 -13-4-16
5-13-7 Balked Landing Rate of Climb 5-13-4-18
5-13-8 Balked Landing Gradient of Climb 5-13-4-20
5-13-9 Landing Distance fraIn 50 ft to Stop 5-13-4-22
5-13-10 Stalling Speeds 5-13-4- 24
5 -13-4-2
D. O. T. Approved
5.13.4.4 MAXIMUM PERMISSIBLE TAKE-OFF WEIGHT AT OR BELOW 5000 FT

BASED ON ONE ENGINE INOPERATIVE ENROUTE CLIMB REQUIREMENT. The
maximum permissible take-off weight to meet the requirements of CAR Part 3
for the one engine inoperative enroute climb. is plotted in figure 5-13-1.
Associated conditions!
Wing fla.ps = Ta.ke-off (10)

Engines = One engine inoperative~ propeller feathered.
Other engine at maximum continuous power,
prop rpm 96%. Use figure 4-4 or hand
computer (Pt No. C6GTI003).
Speeds = See chart inset.
Notes
1. If conditions are such that intake deflectors will

be extended for take-o/i, and engine torque pres-
sure will be less than 42. 5 psL use a teITlperature
3 C entig rade degr ees higher than actual for deter-
rnining n1aximum. allowable weight.
2. Single engine climb performance at 96% propeller

';~'"
5 -13-4-3
Section 5
PSM 1-6Z-1A
D. O. T. Approved

LANDPLANE
...,...EXAMPLE
w ISA+20oe
ex:
:::>
I-
4: +-'+i- .
ex:
w
0..
:e
w -H-' .
I- H+
I- ISA+loOe
z
w
CD
:e
<t:
0
....J
W
u:
ex: ISA
:i:
ISA-looe
10.000 10,500 11.000 11,579
MAXIMUM TAKE-OFF WEIGHT - LB
~ ,cL~~B ~PEED
o
~ 70
I
(J)
~ .-+t
60
8 9 10 11
Figure 5 -13-1
5-13-4-4
D. O. T. Approved
5.13.4.5 TAKE-OFF DISTANCE TO 50 FT, BOTH ENGINES OPERATING. The

take-off speeds and the take-off distance from a standing start to a 50 ft height are
given in figure 5 -13-2. The distances are calculated using the procedure and
technique specified in CAR Part 3 and are consistent with those specified in para-
graph 5. 13. 2. 3.
0
Wing flaps = Take-off (10 )
Use figure 4-3 or hand computer (Pt No.
C6GT1003).
Airfield = Dry, hard, level s urfac e
Note
2. With intake deflectors extended, the take -off

distance required is increas ed by 2 1/2%, when
engine torque is les s than 42. 5 psi.
Example:
Given:
Airfield pr es s ur e altitude = 6500 ft
o
Airfield temperatur e = 2S C
Take -off weight = 10,750 lb
Wind component = 10 kt headwind
Find:
Total distance to 50 ft
Procedure:
o
Enter figure 5 -13-2 at 2S C on the horizontal scale at the left side of the
chart and move vertically to intersect the 6500 ft pressure altitude line.
Move horizontally right to meet the weight REF LINE, and then parallel
to the guide lines to intersect the 10,750 lb weight line. Move horizontally
right to meet the wind REF LINE, and then parallel to the guide lines to
intersect the 10 kt headwind line. Move horizontally right to read on the
vertical scale: Total distance to 50 ft = 20S0 ft.
With the intake deflectors extended at the above conditions, torque pres-
sure is less than 42.5 psi (from figure 4-3). Therefore, the total distance
to 50 ft is increased to 20S0 x 1.025 = 2132 ft.
5-13-4-5
PSM 1-62-IA Section
D. O. T. Approve
If us ing the chart to deterll1ine the m.aximum allowable weight for a

given runway length, com.m.ence from the left of the chart and pro-
ceed as above until the gross weight REF LINE is met; from this
point proj ect a line parallel to the guide lines. Commencing from.
the distance available value on the right hand scale, proj ect a line;
horizontally left to meet the wind value, then parallel to the guide :
lines to intersect the wind REF LINE. FroIn this point, project a
line horizontally left to intersect the line from the left side of the
chart. From this point of inters ection proj ect a line vertically down
and read the allowable weight on the gross weight scale.
5-13-4-6
'{-- ' -,-

D. O. T. Approved
ASSOCIATED CONDITIONS FOR FIGURE 5-13-2:
Wing flaps = Take - off ( 10 o)

C6GTI003).
Note
2. With intake deflector s extended, the take-off

distance required is increas ed by 2 1/2%,
when engine torque is less than 42.5 psi.
5-13-4-7
TAKE-OFF - TOTAL DISTANCE TO 50 FEET
LANDPLANE
8 9 10 11
GROSS WEIGHT - 1000 lB
t-rj
1"'" 6000
(JQ
~
~
(I) 1:1
C/)
U1
I 4000 ~'
...... I-
W
u.
I
.....
I I
N I- 0"
u. N
~ I
3000 0 .....
I-
w
;
0
Z
c(
I-
(I)
2000 0
u.
u.
0
.-, rl~ --tn-rt--\:.t- i + iU=!:
r :~-;--! -liT ~-r-I- t- --- i -T-'1!I- i-~~I
-r i ..-:-1-~:-1- ~~-.t0rt'i-~~i+tT
L , II; ill': ,-i.4...:Ji ;r: ...... ~ --1~1~"";':-1'- .~~ ~-I-
-. ~ t W
~
- I ri-
~T '-~i
-1
+'--;-lr t-1-.-- i
1- -
n- -,. - -
,_ .. j
';,t -. t - t- 1
t
-I t
r l ! l - - h--r-f-p -j-;II-r -i--;:::p;..~ ---t
if h 1- -1
f
T
...,.. - - IT -
- IT - - -,
.-.-H-H-l-++-H
1000
c(
I-
~i - .0
P
f-1
0
,
U1
...... -20 -10 0 10 20 30 40 60 12 11 10 9 8 -10 0 10 20 C/)
W AIRFIELD TEMPERATURE _oC GROSS WEIGHT -1000 LB TAil HEAD to (I)
WIND AT 60FT -KT '"d ()
I
~
~
0
.....
("1-
I 0
00 <: t:3
(I)
o..U1
Section,S PSM 1-62-1A
D. O. T. Approved
5. 13.4. 6 TAKE -OFF CLIMB DA T A - CAR 3. 85( a) . The rate and gradient of
climb are given in figures 5-13-3 and 5-13-4 respectively, with the airplane in the
take -off configuration. The climb speed is shown on each chart.
As soc iated conditions:

o
Wing flaps = Take -off {I 0 }
rpm 100%. Use figure 4-4 or hand computer
(Pt No. C6GTI003).
Speed = See chart ins et
Note

climb by 30 ft/ min, and gradient of climb by O. 004
Example:
0
Ambient temperature 28 C, pressure altitude 6500 ft, gross weight
10,750 lb. The rate of climb is 880 ft/ min and the gradient of clim.b
is O. 101. With the intake deflector s extended under thes e conditions
engine torque pressure is less than 42.5 psi (figure 4-4), and the
rate of climb and gradient of climb become 850 ft/ min and O. 097
respectively.
5 -13-4-9
TAKE-OFF RATE OF CLIMB
LANDPLANE
8 9 10 11
GROSS WEIGHT - 1000 LB.
.' II ~t
w
z:
2200
-+- :J.
w
u 2000
z 1:j
w (f)
.. cr.
w.
u..' 1800
~
w .....
cr.
I
~
0"
1600 ~ N
.~
.....I
...
......
u.. >
1400 I
CD
~
~
f u
1200 u..
f1- . ~ .: 0
w
1 ' t ! I ....
et:
1000 a:
f4
tt
... ttI+++H++H H -i-H
800
t !=1
H++H++l+fl~ flh P
-t.. it- I~
600
.. Ifif! I-j
U1 II . IHUHffltlHHI.tJt- > (f)

I
I-' -30 -20 -10 0 10 20 30

50 11 10 9 8
.,;
"0
ro
()
v.>
I AMBIENT TEMPERATURE _oC GROSS WEIGHT - 1000 LB. t1
0
,...,
M"
~ 0
I <
ro t:l ,.
I-'
o 0.. U1
D.O.T. Approved
Wing flaps = Take-off (10)

rpm 1000/0. Use figure 4-4 or hand computer
(Pt No. C6GTI003).
Note

climb by 30 ft/min, and gradient of climb by 0.004
when engine torque is les s than 42.5 psi.
5 -13 -4 -11
TAKE-OFF GRADIENT OF CLIMB
(1)80
....o - 11++ +HIHH . LANDPLANE
z CLIMB SPEED
~ .- Ht++ ,HtHJI fin
I 70
~ f+H-
I
I.
8 9 10 11
.28
UJ-
z- - -:tlf
..J:
UJ:
_~It
U ~ .26
"~
Z
UJ . ..
a::
UJ -~
U.
UJ $ .24
IH+-H+l-ic+I - a:: <;J !
--
I
.22
I I
I
~
.20 en
t ....
z ~
w
I
II
I:
I
.18 ~
,
......
I ! r a:: 0"-
N
(!)
I I ~l
I
en ~
.16 ~ ~
..J
(,)
.14
.12
.1
.0
.08
P
t-j
LTI
I
.06
...... -30 -20 -10 o 10 20 30 40 50 11 10 9 8 ~ CIl
V.l "0 (tl
I AMBIENT TEMPERATURE - C GROSS WEIGHT -1000 LB. '"d ()
*"I Ii
O .....
n-
...... < 0
N (tl ~
0.. UI
Section 5 PSM 1 -62-IA
. D. O. T. Approved
5.13.4.7 ONE ENGINE INOPERATIVE ENROUTE CLIMB DATA - CAR 3.S5(b).

The rate and gradient of climb are given in figure 5-13-5 and 5-13-6 respectively
with the airplane in the enroute configuration recommended for single engine
operation. The climb speed is also shown on each chart.
0
Wing flaps =
10
Engines =
One engine inoperative, propeller feathered.
rpm 960/0. Use figure 4-4 or hand computer
(Pt No. C6GTI003).
Notes

climb by 15 ft/ min and gradient of climb by O. 0015
when torque is less than 42. 5 psi.
2. Single engine climb performance at 96% propeller

Example:
Ambient temperature ISoe, pressure altitude 9000 ft, gross weight

10,500 lb. The rate of cliInb is 50 ft/min and the gradient of clim.b
is 0.006. With intake deflector s extended under thes e conditions,
engine torque is less than 42.5 psi (from figure 4 -4). and the rate
of clim.b and gradient of climb become 35 ft/min and 0.0045 respect-
ively.
5-13-4-13
ENROUTE RATE OF CLIMB - ONE ENGINE INOPERATIVE
LANDPLANE
~
o
~70~~~*H~~~*
I
(/)
~
60 .........j"/",/,,,U,~.......................~................
8 9 10 11
GROSS WEIIGHT - 1000 LB
600
500
400
--I t r1 !I I Ij 1, q11110 ,:f 'I!, J II!! '* ,'1 11 ! ~ ~!

l!t!! 1 300 ~
Z
:E
........
....LL
~
(J)
~. . f il ,1 n ! II tll~'~il i, - 11; ~ !Iii!: i'\ Id i ~' i~W i ~T ,1~ It ill'tll ~

I I
w.,
! -I I ~~ :1 i, "I
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k
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I ......
I
!
200 :i: 0"-

lll)mrt+~l' 1- qf~~WI~~~iIJJd'b~~'1 lid III Ii: In_ 'f i ~h ~ iii !l!~ :::i
(J
N
I
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U.
0
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--0 rtG
-8
f.W I c
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...... :;1'!.. !'..1 ~tI, !!: II' i i I' ! I
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JI 1
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---!IT~}i
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'im llll- ,'101" i L 101" 'tl
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i -!
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ex:
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I .1,1 ! 1il l 1 I ,lj ,l,?, !11,- ~~FTI I : !I'I! l!lh ;tH Ir [I' !I!II,11 :~!: illl
, -I .11Ui l!!/ iil 1111 11 II, ~ r l!lll!l Ii!: 111/ !II! 1"1 I /: ! 11 II Ii I Iii- ,I,!! -f I Ii!! Ii!! 'ill !Iti it 1 -200
;';-1 ,'I', I ,i1l.HU Jill
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11I1!1 IIli liWllt illl iii! Illl!ITr ill! ill! IIIII11
i 11111 11 H1UIIIIIllHII II ItillH1 if/I!I illl !!ii ~I :IU ~ (J)
-30 -20 -10 0 10 20 30 40 50 11 10 9 8 '"d CD
>0 ()
AMBIENT TEMPERATURE - c GROSS WEIGHT - 1000 LB Ii r-r-
'-'
0 0
<
CD :J
p.. Ul
D. O. T. Approved

0
W ing flaps = 10
Intake deflector s= Retracted
rpm 96%. Use figure 4-4 or hand com.puter
(Pt No. C6GT 1 003).
Notes

clim.b by 15 ft/ m.in and gradient of climb by O. 0015
2. Single engine climb performanc e at 96% propeller

rpm is superior to 100% becaus e of mcr eas ed
5 -1 3 -4 -15
ENROUTE GRADIENT OF CLIMB - ONE ENGINE INOPERATIVE
LANDPLANE
II il!fi
80 .08
en WI,; ' II
!!Ii I! TIi ill:
J
1l1:1::;~~ot
". '-\~~~~
: li 1 S~ .... 'ii .. I .., il
.. -ttt.
cll t t t rln~ I
I-
0
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I\i
'I!I
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, . J" ;. i ,I!I'!!
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~
en
I il! III i ; i!~ , ,.1.
,: 1
I.li :.11
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I. ~ !
til Ill; I '1"
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'f
.,. w :1- 1~ . t
u
60" z .<t> {:
.06
8 9 10 11 '.
w
ex: ~~jI
w
.~
GROSS WEIGHT -1000 LB ~
[ u..
w S~ f .05
I I ex:
~l 1 I
1 I -
.04
o~ ,\ ,
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4 Lrnttt11 . 0
6 "IIIWIU~
. . PRESSURE
8' AL TlTUOE
- . .. -.01
t
10 . .. -1000 FT
j
j 'f f w " ..
...
-.02
..J
C\..
~

.. 'r t:J
><
w
t ! . J' . P
.
~
U1
I I
1
j~llIi I
IIi ,I !I 1
I
i > (J)
I
...... ro
>-tj
CD
()
W -30 -20 -10 0 10 20 30 40 50 11 10 9 8 n-
Ii
I 1-"
O
~ AMBIENT TEMPERATURE _oc GROSS WEIGHT -1000 LB <;
0
I :J
...... CD
0.. U1
0"'
D. O. T. Approved
5.13.4.8 BALKED LANDING CLllv1B DA TA - CAR 3. 85{ c). The rate and grad-
ient of climb are given in figures 5-13-7 and 5-13-8 respectively with the airplane
in the balked landing configuration. The climb speed is also shown on each chart.
Wing flaps = Landing (37. 50)

Engines = Both at take-off power, prop rprn 100%.
Use figure 4-3 or hand cornputer (Pt No.
C6GT1003).
Note
With intake deflector s extended. r educ e rate of

clirnb by 30 ft/rnin and gradient of climb by 0.004
when engine torque is les s than 42.5 ps i.
Example:
o
Ambient ternperature 23 C, pressure altitude 9500 ft, gross weight
11, 080 lb. The rate of clirnb is 290 ft/rnin and the gradient of climb
is 0.033. With intake deflectors extended engine torque pressure is
less than 42.5 psi (frorn figure 4-3), and the rate of climb and
gradient of climb becorne 260 ft/ITlin and 0.029 respectively.
5 -13 -4-17
BALKED LANDING RATE OF CLIMB
++: LANDPLANE
f+H ~H+ H+HH+H H
tj+t+
"1 CLIMB SPEED
70 _ _
~
~ - -It- til J t ! -!
!f 60 t -:i T-r4 11.1 iff 1:
~ ~ H-iH ;~ ~ rit ~A: ~m It

50
8 9 10 11
1800
:-. let I IlUi j 1
111: .- 1-
ft- .
tl
UJ
i 1600
z I r i
...J
1400
1200 z
i
......
....u.
1000 I
co
:E
d!
. ii
:::i
800 u
u.
.f1l 0
UJ
; in! 600
I-
c:{
a:
-'i rUI
400
.tJ
200 o
;i
V1
I 0 ~(f)
~
W
-30 -20 -10 o 10 20 30 40 50 11 10 9 8 t-cj ro
t-cj ()
I AMBIENT TEMPERATURE - c GROSS WEIGHT -1000 LB I'i M'"
~ o f-".
I < 0
~ ro ~
00 P-oV1
D. O. T. Approved
Wing flaps = Landing (37 . 50)

Engines = Both at take-off power, prop rpITl 100%.
C6GTI 003).
Note
With intake deflectors extended, reduce rate of climb

by 30 ft/min and gradient of cliITlb by 0.004 when en-
gine torque is less than 42. 5 psi.
5 -13-4 -19
BALKED LANDING GRADIENT OF CLIMB
LANDPLANE
70 .24
(/)
.....
:: i CLIMB SPEEOj !ltrt~ Iljil
U j ilU ,ill ,
i!" II Ij w
Z I IIll
0
z ItOll' i::; !iii
i ~ Ii,', ! I 1 t
1111 !I ! 1 ...J IIj I
~
I
60
W~ .t~Ui 'J,U
~!,t, " ; 1
' ':,tJ It I!,

11,r! Iill L :fl1 I I
UJ
I~ "f P
- L
.22
IW ! !' I n ill,;:1
J ..
"
(/) "
~ij ruli IHH I:!' ttill

<i ~,
50 ULI
1
:i 1 !~ r 1:- - T Ii 1 I
i Ulilill I 1
.20
Ii r ': 1 t!Hn ill +If~ rill 1 tl\ If l ~ 'nIl ii ~111
8 9 10 11 I ill ' I II 'J I Iii I
GROSS WEIGHT - toOO LB

i l U_' I',tI l' U
,
i lli 'II! L
.J
IF
I,
111 lLlt"li
,
" I
:: UWfl'
-111 ,Ii ~ it! ~UH!j PH
.1., .18 f
1.'t j '['1 I H! II ,ri!' I"I~Ii i IU,II: ,iii, '!It
' II
I
tJ Ii II , II !l t.ji!
rt 1 I ( tT~
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It '1.1 'I !~ I ill I; ! Ii II 1

ill U J1J I
I!
11111 U ' , I li~! sQi II~! 'li,iI .16 'Ll
rt. l! '1,' ' i r!! II ' ItH {It ,0: ' I Ilk
' II 11 III ii' III
l, 1 ' 1
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d !I ': 'l; IIII ,lHil
I. ,~,
...z en
Hl 'W '\ ill T ~t ~
if n' !r~1 hi ~l ~'!
-f i
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.
UJ
Ij 1' 'I,! I i ,I L1 jill
v uffiI II _UI! \~:IP:
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~
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Ui f It ,UI !il! ! I! '
H
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en
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~ J . ! 'I '~' I t t '1 10V I I
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j
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12 PRESSURE Ii, I I tU 1\ I ill I I ,lUI
, t,
.., lYl', 1 r
' i .,., ,
1'1 ~4tt'I:ALtITuDElll
I
1
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_ilt 'iOOOFT i i
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:,J t[tll
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+ t
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'1 Iii 'll ~ ! "1 Ii, ~p
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6
tt
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EXAMPLE' I
I ~ I! i 1,1' lllf ~~.~
..'
~
-~ ~ t
04 .1:1
~ 1 P- ': l'H: fit r i 1 1.1-t ! P
'}
"iT If" fI~ ,L.fi
"
10 lit ; -..
fill
, [)i
' It
' ,
,+t:r4 '~~I
"
II I j 'I lit
l,nU:ll~IHt t tt:f
j
.02
.
~
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' rt-'
Ii 'ur tH
.
Cl!t
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rt UBI tntlt-tllt H,t+itJ.:m IH

I
.- -30 -20 -10 o 10 20 30 40 50 11 10 9 8 >
~
en
IN
I
.p.
AMBIENT TEMPERATURE _oc GROSS WEIGHT - toOO LB
.,o
~
CD
(')
n-
..,...
I < 0
N CD ::J
o p.. U1
D. O. T. Approved
5.13.4.9 LANDING DISTANCE FROM 50 FT TO STOP. The landing distance from

a height of 50 feet to a full stop is given for various altitudes, temperatures,
weights and wind speeds in figure 5-13-9. The distance is calculated with the pro-
cedur e and technique specified in CAR Part 3. However, the procedure and tech-
nique specified in para 5. 13.2.7 and in Section 2 of this Manual meets all the
safety requirements of CAR Part 3 and result in distances considerably less than
shown on the charts. The use of the charts is shown by the following example: -
Wing flaps = Landing (37. 5)

Intake deflectors = Retracted or extended
Engines = IDLE
Re tardation = Wheel brake s only
Note
Distances are calculated for actual winds.
Example~
Given:
Airfield pr es sur e altitude = 2000 ft
o
Airfield temperature = lS C
Landing weight = 10,500 lb
Headwind = 10 kt
Find:
Total distance from 50 ft to stop
Procedure:
o
Enter figure 5-13-9 at 1S C on the horizontal scale at the left side of
the chart and move vertically to intersect the 10,500 lb weight line. From
this point move horizontally right to the wind REF LmE, then parallel to
the guide lines to intersect the 10 kt headwind line. From this point move
horizontally to the right and read on the vertical scale:
Total distance from 50 ft - 1570 ft
5 -13-4-21
LANDING DISTANCE FROM 50 FEET TO STOP
LANDPLANE
3000
2800
2600
2400
....LL.
I
2200 G: .....
g 1
~ 0'
2000 ~
LL.
N
,
W
U
z
1800 ~
V)
o
..J
1600 c(
....
~
1400
1200 u
0
1000 t-3
,
U'l
.....
~
'1j
(j)
(D
,
V.) 30 20 10 0 10 20 30 40 11 10 9 8 -10 0 10 20 .,.
'"'d ()
c-t"
AIRFIELD TEMPERATURE - c GROSS WEIGHT - 1000 LB TAIL HEAD 0
1-"-
,
~
WIND AT 50 FT - KT <:
(1)
0
~
N 0... U'l
N
Section 5 P SM .1- 62 - 1 A
D.O.T. Approved
5. 13.4. 10 STALLING SPEEDS. The power -off stalling speeds in calibrated air-
speed at a forward cg limit and for wing flap deflection at various angles are given
in figure 5-13-10. Corrected stalling speeds at various bank"angles are also pro-
vided.
Ass ociated conditions:
CG = Forward
Engines = IDLE, propellers feathered
Note
Altitude los s during stall recovery can vary from

200 to 500 feet.
Example:
At a gross weight of 10,500 lb, flap setting of 10, and angle of

bank 3Qo, the stalling speed is 66. 5 kt CAS.
5 -13 -4 -23
STALLING SPEEDS
-'- c.
I-+-t-t-t-f-t-+-.- - +- -- r-
- -,1 __ .
I-+--I-t-+-t-t-+-t-t-t -.1- - I -
-
-1-- -
-- ,- - -- . ---- - -
- 1-- - -
-f--
--. I- f_ - ,"
-l ,.- -'-'- - - .- - -,- --.--
--c--
-~
- -'-1- - - , - - _ . -
--I----~---
- -f-.. - -
-f_---.
c-
1-+-~~~~1-r+-1-
-I- - .- -!- -
- - --
-- _.1- -
- - +-!-
1-- -
.- - . '. - I .J. . f_
II - I-ll .
'1-1- f---
100
f-.. - 1-' - I--t- -!-f_-+ - - ,- - - i - f _ f _ - -- -f_- i'il- If--f--

....+-HH--t-iH--t-i- t- - -I- -- - I - ...
I-++H-l-H++--l-t---H++-l-+-HH- - r' - - -1--1--1-+--I-t-+-t--i-1-+-l-I--HI-++-!I-+-I-t-t-
t-t-t-t-t-t-I-t-i- - 1-' r' - .-
--
I_+-I-++i--II-+-+- -_ _I- - -- r- - I- - r J
I
y J -{.. ,
'I
95
I-++H-l-H+H++-1++-l- I- r-f-- -f-.-,..- -- - I-+-HH-+!-H-+- I- I- - -- - -1-1-1---1-1-+-+-+-+-1 t--t-t -1-1-1--+ J" I

-"-1-- - -t-t-+--I-I~-t--+-Ir;-- - 1--1- - ,-f_'- --I- -- --1- II IJ
90
I-+-IrlH--t-t-t-I-++..~+-HH--HI-+-HH!-+-t-- - - ~I-~ -I-+-+-H-....+-t-t-+-lf-++-f- -
~f_- - -- -- - -'I-r+- - J J " II I
I-++t-t++-+-l-+-~-l--H-+- -f-- -t-4---Iri--l--l!--f-
~~i- .-;--
_~ _ 1-1--1-1--14-1-1- -1-+4-t--I-I-+-H-I--f-II-+"t- _ --I-i-- _ J II
I-++-I-if-r+-HH-r+-H' 1- -I- 1- -I-t-+-~-l-l-++-H!-+-~-+- - - -- - - ~t?.Jf--'l} -IJf-if1H--
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MOT Approved
SUPPLENIENT 14
OPERATION 1N1TH INOPERATIVE AUTOFEATHER SYSTEM
TABLE OF CONTENTS
Title Page
0perating Limitations 5-14-1-2
Normal Operating Procedure s 5-14-1-2
Emergency Operating Procedure s 5-14-1-2
Pe rformance Data 5-14-1-2
SFAR 23 Compliance 5-14.1-2
LIST OF EFFECTIVE PAGES IN THIS SUPPLE1.1ENT
5 -14.1.1 thru 5 -14 -.1 - 6
hpproved:
~--.,_.
P. ridgland
ef Ae ronauti cal Enginee r
Ministry of Transport
Date: 7..()~ ~3
Is sue 2
5-14-1.1
Section S PSM 1-62-1A
MOT Approved
S. 14. 1 OPERATING LJlvf1TA TIONS
5.14.1.1 GENERAL. The operating limitations detailed in Section 1 apply

when the Autofeather System is inoperative. Remove Amendment 2, Sheets
1 and 2 facing page s 1 -S -1 and 1 -6 -1.
5.14.2.1 GENERAL. The normal operating procedures detailed in Section

2 apply when the autofeather system is inoperative. Remove Amendment 3,
Sheets 1 through 5 facing pages 2-1-3, 2-3-1, 2-4-1, 2-4-2 and 2-5-1.
5.14.3.1 GENERAL. The emergency operating procedures detailed in Sec-

tion 3 apply when the autofeather system is inoperative with the exception
given in the following paragraph. Remove Amendment 3, Sheets 6 and 7 fac-
in g p age s '3 -1 -1 and 3 - 1 - 2.
5.14.4.1 GENERAL. The performance data detailed in Section 4 applies

\vhen the autofeather system is inoperative.
S. 14. =; SFAR 23 COMPLIANCE
5. 14. :;. 1 GENERAL. The ope rating limitations, normal ope rating proced _.
ures, emergency operating procedures and performance data in Supplement
12 apply when the autofeather system is inoperative with the exceptions given
in the following para~raphs.
5.14.5. 2 TAKE -OFF CHECKS. Sele cting the autofeather switch ON doe s not
apply.
5.14.5.3 CLIMB. Selecting the autofeather switch OFF does not apply.
5.14.5.4 ENGINE FAILURE DURING TAKE-OFF. If an engine failure" occurs

at or above the speed VI continue the take -off. The propeller of the failed
engine must be. feathered manually by selecting the propeller lever of the
failed engine to FEATHER.
Note
The power lever of the faile.d engine should not be

retarded before the propeller of the failed engine is
fe athe red, other'~se the drag of the windm.il1ing
propelle r will incre a se.
5-14-1 .. 2
MOT Approved
5. 14. 5.5 GO-AROUND WITH ONE ENGINE INOPERATIVE. VMC is 66 knots

lAS.
5. 14.5.6 MAXIMUM PERMISSIBLE TAKE-OFF WEIGHT BASE D ON ONE

ENGINE INOPERATIVE TAKE-OFF CLIMB (PROPELLER WINDMILLING).
Disregard figure 5-12-12 and substitute figure 5-14-1.
5. 14.5.7 TAKE-OFF DISTANCE TO 50 FT. Reference figure 5-12-14, in-

crease VI and V2 by 3 knots and increase distance by 100/0.
5. 14.5.8 ACCELERATE-STOP DISTANCE TO 35 KNOT FINAL SPEED.

Reference figure 5-12-15, increase V 1 by 3 knots and increase distance by
100/0.
5. 14.5.9 TAKE-OFF RATE OF CLIMB ONE ENGINE INOPERATIVE (PRO-

PELLE R WINDMILLING). Disregard figure 5-12-18 and substitute figure
5-14-2.
5.14.5.10 TAKE-OFF GRADIENT OF CLIMB ONE ENGINE INOPERATIVE

(PROPELLER WINDMILLING). Disregard figure 5-12 -19 and substitute
figure 5-14-3.
Issue 2 5-14-1-3
tylOT Approved
MAXIMUM PERN1ISSIBLE TAKE-OFF WEIGHT BASED ON ONE ENGINE

INOPERATIVE TAKE-OFF CLIMB (PROPELLER WINDMILLING)
LANDPLANE

1. FLAPS 10 (TAKEOFF) 1. INTAKE DEFLECTORS RETRACTED
2. ONE ENGINE AT T.O. POWER 2. WITH INTAKE DEFLECTORS
3. OTHER ENGINE INOPERATIVE EXTENDED ENTER CHART WITH
PROPELLER WINDMILLING TEMPERATURE INCREASED BY 30e
4. CLIMB SPEED: GREATER OF
1.1 V MC OR 1.2 V S1
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WEIGHT 1000 LB
5-14-1-4 Figure 5 -14 .. 1 Issue 2

TAKE-OFF RATE OF CUMB - ONE ENGINE INOPERATIVE
(PROPELLER WINDMILUNG)
LANDPLANE
ASSOCIATED CONDITIONS; REMARKS;

1. FLAPS 100 (lAKE-OFF) 1. INTAKE DEfLECTORS RETRACTED
2. ONE ENGINE AT T.O. POWER
3. OTHER ENGINE INOPERATIVE
PROPELLER WINDMILUNG
4. CLIMB SPEED: GREATER Of
1.1 VMC OR 1.2 VS1
80 --~~~~~~~~~~~
~
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(PHOPFLLEH WJNDMILLING)
J.ANDPLANE
ASSOCIA TEO CONDIT IONS' REMARKS:

1. FLAPS 100 (lAKEOFFt 1. INTAKE DEFLECTORS RETRACTED
2. ONE ENGINE AT T.O. POWER
3. OTHER ENGINE INOPERATIVE
PROPELLE R WINDMILLING
4. CLIMB SPEED: GREATER Of
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S1
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AMBIENT TEMPERATURE c WEIGHT 1000 LB
Date: 1 March, 1980
To: Distribution
Subject: DHC -6 (Se rie s 200) Flight Manual, PSM l-62-IA,

Supplement 15, Take -off with 90% Take -off Power
Setting (Operation to SFAR. 23).
This supplement is introduced to enable operators complying

with SF AR. 23 regulations to benefit from the economic
advantage s provided by reduced take -off power settings when
conditions pe rmit.
A similar supplement has been produced which complies with CAR.

3 regulations, copies of which are available on request .
.
L.
/~~'
v
..: ~ ..... .
~ustavsen,
Manager,
Technical Publications and Training,
Customer Support Department.
DOT Approved
SUPPLEMENT 15
TAKE-OFF WITH 90% TAKE-OFF POWER SETTING - LANDPLANE

(OPERATION TO SFAR 23)
TABLE OF CONTENTS
Title Page
General 5-15-2
Take-off Power Setting (90% Take-off Power) 5-15-4
Maximum Permissible Take-off Weight (900/0 Take-off Power) 5-15-6
Take-off Distance to 50 ft (900/0 Take-off Power) 5-15-8
Accelerate-stop Distance to 35 kt Speed (900/0 Take-off Power) 5-15-10
Take-off Climb Gradient (900/0 Take-off Power) 5-15-12
Take-off Rate of Climb (90% Take-off Power) 5-15-14
Take-off Climb Gradient - One Engine (90% Take-off Power) 5-15-16
Take-off Rate of Climb - One Engine (90% Take-off Power) 5-15-18
5-15-1 through 5-15-19
Approved:,__ ::0=7: I~
~ Chief, Airworthines s
Date: /9 0~ 7 <J
--------------------~-------
5-15-1
DOT Approved
5.15.1 GENERAL
At the option of the operator, 900/0 of engine take-off power may be
used for take-off in accordance with the operating limitations and perform-
ance data contained in this supplement.
a. 90% take-off power must not be used when OAT is below OOC.
b. 90% take-off power is restricted to 10 0 flap take-off only.
c. 90% take-off power must not be used when the runway is contaminated
with standing water, ice, slush or snow.
d. Full rated take-off power checks must be carried out at regular inter-
vals.
e. All other operating limitations in Supplement 12 of this manual are

valid when operating to this supplement.
5.15.3NORMAL AND EMERGENCY OPERATING PROCEDURES

All normal and emergency operating procedures contained in
Supplement 12 of this manual are applicable when ope rating to this supplement.
5.15.4 PERFORMAN"CE DATA

With the exception of the equivalent take-off performance data in this
supplement, the performance data in Supplement 12 of this manual is applic-
able.
" 5-15-2
DOT Approved
PERFORMANCE CHARTS
Figure Title Page
5-15-1 Take-off Power Setting (900/0 Take-off Power) 5-15-5

5-15-2 Maximum Permissible Take-off Weight (90% Take-off
Power) 5-15-7
5-15-3 Take-off Distance to 50 ft (90% Take-off Power) 5-15-9
5-15-4 Accelerate-stop Distance to 35 ft Speed (90% Take-off
Power) 5-15-11
5-15-5 Take-off Climb Gradient (900/0 Take-off Power) 5-15-13
5-15-6 Take-off Rate of Climb (900/0 Take-off Power) 5-15-15
5-15-7 Take-off Climb Gradient - One Engine (90 % Take-off
Power) 5-15-17
5-15-8 Take-off Rate of Climb - One Engine (900/0 Take-off
Power) 5-15-19
5-15-3
5. 15.5 TAKE-OFF POWER SETTING (90% TAKE-OFF POWER)
Engine torque pressure at 90% of the take-off power is given in figure 5-15-1.
Example (arrowed broken lines on chart):
At an outside air temperature of 18 o C" altitude of 6000 ft" under static conditions
and with intake deflectors retracted, heater off (Rating Index No.1)" the take-off torque
pres sure is 30.6 psi.
Note
Maximum ITT:; 7S0 o C

Propeller rpm:; 100%
I-'
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TAKE-OFF POWER SETTING (90% TAKE-OFF POWER)
PROPELLER RPM = 100%
RATING INDEX: 1. INTAKE DEFLECTOR RETRACTED, HEATER OFF

2. INTAKE DEFLECTOR EXTENDED
3. HEATER ON
4. HEATER ON AND INTAKE DEFLECTOR EXTENDED
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5.15.6 MAXIMUM PERMISSIBLE TAKE-OFF WEIGHT (90% TAKE-OFF

POWER)
The maximum permissible take-off weight given in figure 5-15-2 is
based on one engine inoperative, positive take-off climb gradient and rate of
clim.b requirem.ent of S FAR 23.
Wing flaps ::: 10 0

Power ;;;; One engine inoperative with propel-
ler feathered. Other engine at 900/0
take-off power, propeller rpm 1000/0
(U s e fi gu r e 5 - 15 -1 . )
Intake deflectors ;;;; Retracted
Note
If engine torque is less than 38.25 psi with intake

deflectors extended, enter the chart with tempera-
ture 3 0 C higher than actual, to determine maximum
take-off weight.
Example (arrowed broken lines on chart);
At an airfield pressure altitude of 6000 ft, temperature ISA, and

intake deflectors retracted, the take-off weight is 11,270 lb.
With intake deflectors extended, enter chart with temperature

3 0 C higher than actual (ISA + 3 0 C in this example), the maximum.
take-off weight at an airfield pressure altitude of 6000 ft is then
11, 120 lb.
5-15-6
DOT Approv~d
MAXIMUM
PERMISS~BLE TAKE-OFF
- -. "- -.~' ............ -.;:!--
WEIGHT (90% TAKE-OFF POWER)
.-"- ' .. -, .:.-- .-- _ . "._." -." _._ ... _
LANDPLANE
(BASED ON ONE ENGINE INOPERATIVE POSITIVETAKE-OFFCLlMB GJ3AD1ENT

AND RATE OF CLIMB REQUIREMENT OF.SFAR 23)
AIRFIELD PRESSURE ALTITUDE - 1000 FT
ISA+30 0 C
10
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Figure 5-15 - 2
5-15-7
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5 TAKE-OFF DISTANCE TO 50 FT (90% TAKE ... OFF POWER)
U1
I The take-off speed and take-off distance from a standing start to a 50 ft height are given
00
in fi gu r e 5 - 15 - 3
Wing flaps = 100
Speed =See chart inset

Power :;;: Both engines at 90% take-off power throughout,
propeller rpm 100%. (Use figure 5-15-1).
Runway surface ;: Dry, hard, level
Note

2. With intake deflectors extended and engine torque
less than 38.25 psi, increase take-off distance
by 2i%.
At an outside air temperature of 18 o C , airfield pressure altitude 2000 ft, weight

10 , 500 lb , headwind 10 kt, the take-off distance to 50 ft is 1340 ft with intake
deflectors retracted.
With intake deflectors extended , the take-off distance to 50 ft is 1340 x 1.025 =: 1374 ft.
TAKE-OFF/TOTAL DISTANCE TO 50 FT
80~~~~~~~~~-r~-
(90% TAKE-OFF POWER)
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li1 5.15.8 ACCELERATE-STOP DISTANCE TO 35 KT SPEED (90% TAKE-OFF POWER)
I
I-' The accelerate-stop distance to 35 kt speed is given in figure 5-15-4.
U1
I
I-'
..0
Ass 0 cia ted conditions:
Wing flaps ::: 10 0

Decision speed ::: See chart inset
Power :: Both engines at 90% take-off power, propeller rpm
100% (use figure 5-15-1) up to engine failure speed.
After decision speed (VI), operating engine at IDLE
Intake deflectors :;: Retracted
Retardation ::: Wheel brakes only
Runway surface ::: Dry, hard, level
Note

less than 38,25 psi, increase distance by 1 %.
I-'
I
Example (arrowed broken lines on chart): 0"-
N
I
At an outside air temperature of 18 o C, airfield pressure altitude 2000 ft, weight I-'
~
10,500 lb, headwind 10 kt, the accelerate-stop distance to 35 kt speed is 1735 ft
with intake deflectors retracted,
The accelerate-stop distance to full stop:: 1735 + 220 :: 1955 ft with intake
With intake deflectors extended, the accelerate-stop distance to full stop is

19 55 xl. 0 1 :;: 1974 ft,
ACCELERATE-STOP DISTANCE TO 35 KNOT SPEED (90%iTAKE-OFF POWER)
80 LANDPLANE
(/)
I-
o DECISION SPEED (V1)
Z
~ 70~~+4~+4~~+4~+4~~+4 NOTE: ADD 220 FT TO CHART DISTANCE TO OBTAIN
I DISTANCE TO FULL STOP
(/)

60-
8
. 9 .. 10 11
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AIRfiELD TEMPERATURE - oc
I
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I-'
WIND AT 50 'FT - KT
U1
I
J-I 5.15.9 TAKE-OFF CLllvIB GRADIENT (90% TAKE-OFF POWER)
U1
I
.J-I
The take-off climb gradient with both engines operating is given in figure 5-15-5.
N
Wing flaps =: 10 0
Speed ::: See chart inset.
Power ::: Both engines at 90% take-off power" propeller rpm 100%
(use figure 5-15-1)
Intake deflectors ~ Retracted
Note
With intake deflectors extended and engine torque less

than 38.25 psi" reduce climb gr,adient by 0.004.
J-I
At an ambient temperature of 28 0 C". pressure altitude 6000 ft" weight 10" 500 lb" I
0"-
the climb gradient is .093 with intake deflectors retracted. N
I
f-I
With intake deflectors extended" the climb gradient is (.093 ... 004)::: .089. P>
-,_.- , ...... --.~ ..... ---_ ........ - - '. - - '-' ,_.- .
TAKE-OFF CLIMB GRADIENT (90%iTAKE-OFF POWER)

LANDPLANE
(/),80 ,, , I , ,
f- ~-I- ~
a CLIMB SPEED .... ~
z 1.00'
~ 70 ~
I
(/)

60 25
~
I
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N
I
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I
..... o 10 20 30 40 50 12 9 11 8 10
Ul
I AMBIENT TEMPERATURE - 0C GROSS WEIGHT - 1000 LB
.....
W
5.15.10 TAKE-OFF RATE OF CLIMB (90% TAKE-OFF POWER)
The take-off rate of climb with both engines operating is given in figure 5-15-6.
Wing flaps ;:: 10 0

Power :.; Both engines at 90% take-off power" propeller rpm'lOO%
(use figure 5-15-1)
Intake deflectors :: Retracted
'Note
With intake deflectors extended and engine torque les s

than 38.25 psi" reduce rate of climb by 30 fpm.
At an ambient temperature of 28 0 C, pressure altitude 6000 ft" weight 10,,500 lb"

the rate of climb is 800 fpm with intake deflectors retracted.
With intake deflectors extended the rate of climb is (800 .. 30) ;:: 770 fpm.
TAKE-OFF RATE OF CLIMB (90%\,TAKE tOFF POWER)
LANDPLANE
80 I I I I I I I
(f')
I- r-r- I I I I I I 1/ I "
o r-r- CLIMB SPEED .... 1'
Z """
~ ,70 """" .... 13
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60 I UJ V ) II 12
8 9 10 11 c:c ) I I
GROSS WEIGHT - 1000 LB ) / ) J !I r- I
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AMBIENT TEMPERATURE - 0C \
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5.15.11 TAKE-OFF CLllvIB GRADIENT .. ONE ENGINE INOPERATIVE (90% TAKE-OFF POWER).
The take-off climb gradient with one engine inoperative is given in figure 5-15-7.
Wing flaps = 10
Power = One engine inoperative l its propeller feathered; other,
engine at 90% take-off powe r 1 propelle r rpm 100%
(u s e i gu reS .. 15 .. 1)
Intake deflectors =Retracted
Note
With intake deflectors extended and engine torque less than

38.25 psi1 reduce climb gradient by 0.0'015.
I-'
I
0"-
Example (arrowed broken l~nes on chart): N
1
I-'
At an ambient temperature of 28C , pressure altitude 6000 ft1 weight 10 1 500 lb , >
the climb gradient is 0 with intake deflectors retracted.
With intake deflectors extended l the climb gradient is (0 ... 0015) = -.0015.
TAKE-OFF RATE OF CLIMB - ONE ENGINE INOPERATIVE
(OPERATING ENGINE AT 90% TAKE-OFF POWER)
LANDPLANE
80 I II I I I I
(fJ
I-
o .... ~
Z
~f- CLIMB SPEED
~
... ~
~ 70
I
(fJ

500
r+~rr~~r+~rr~~r+~~~~r+~-r~~r+~W~4-~~r~~~-r+~~+4~~4-~
r+~~~~r+~~~~r+~-r~~rr~~-r+~rr~~Z~~r+~-rr+~-r+~-r++.~r+~H
r+~rr~~r+~f-r~~r+~~~~r+~-r~~r+~~~~r+~-r~-rr+~rr-~~r+4-H
u... 400
~~~+4~~~~+4~r+~-rr+4-rr~~r+~rr++W~4-r+~~r+4-r+~~~Y-r+~H
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o 10 20 30 40 50 12 11 10 :9 '8
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I
AMBIENT TEMPERATURE - oc GROSS WEIGHT - 1000 LB
I-'
-..)
5.15.12 TAKE-OFF RATE OF CLIMB - ONE EN,GINE INOPERATIVE (90% TAKE-OFF POWER)
The take-off rate of climb with one engine inoperative is given in figure 5-15-8.
Wing flaps :;:: 10 0

Speed :;:: See chart ins et
Power :;:: One engine inoperative" its propeller feathered; other
engine at 90% take-off power" propeller rpm 100%
(use figure 5-15-1)
Intake deflectors :;:: Retracted
Note
With intake deflectors extended and engine torque less than

38.25 psi" reduce rate of climb by 15 fpm.
Example (arrowed broken lines on chart);

I-'
I
At 'an ambient temperature of 28C" pressure altitude 6000 ft" weight 10" 500 lb" 0"-
N
the rate of climb ,is 0 fpm with intake deflectors retracted. 1
I-'
~
With intake deflectors extended" the rate of climb is (0 - 15) :;:: -15 fpm.
TAKE-OFF CLIMB GRADIENT - ONE ENGINE INOPERATIVE
(OPERATING ENGINE AT 90% TAKE-OFF POWER)
LANDPLANE
(f)
f-
a
z
~ 70~~~~~~~~~++~~
I
(f)

60~~--~~~~~~~~~ .06
UJ
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v ~ . EXAMPL!. II' .-I ~
""" L..o 1/1

""'" t-... 1/ rye1/1-1-- PRESS'URE I.' 11/ .01
r-.c: '" " 1/
... _. . . _.
ALTITUDE 1/ ~
.... '" ..... t.....
V
~<9 f-f-
H - _ 1000 FT
i;'
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r""o L..o I
-.02
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Ul I
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....
Ul o 10 20 30 40 50 12 11 10 9 8
I
I-'
-..0
Date: .25 September 1980.
To: Distribution
Subject: DHC-6 (Series 200) Flight Manual, PSM 1-62-4t1A,

Supplement 16, Take-off with 90% Take-off PWer
Setting (Operation to CAR. 3).
This supplement is introduced to enable operators complying

with CAR. 3 re gula tions to be nefit from the economic adva ntage s
provided by reduced take-off power settings when conditions
permit.
A similar supplement has been produced which complies with

SFAR. 23 regulations, copies of which are available on request .
.L.~..a~k.~...... .
Gustavsen,
Manager,
Technical Publications and Training,
Customer Support Departrnent.
DOT Approved
SUPPLEMENT 16 '
TAKE-OFF WITH 90% TAKE-OFF POWER SETTING - LANDPLANE

(OPERATION TO CAR 3)
Note
This SuppleITlent must be used in conjunction with

Supplement 13 CCAR, 3 ope rating pr oce dure s using
10 0 flap for take- off, approach a~d sir~gle engi~'e
climb) .
TABLE OF CONTENTS
Page
General 5-16- 2
Take-off Power Setting (90% Take-off Power) 5-16-6
Take-off Distance to 50 ft (900/0 Take-off Power 5-16- 8
Take-off CliITlb Gradient (90% Take",:,off Power) 5-16-10
Take-off Rate of CliITlb (90% Take-off Power) 5-16-12
LIST OF EFFECTNE PAGES IN THIS SUPPLEMENT:
5- 16-1 through 5-16-13
'Approved: j)..;L/~
~(Chief, Airworthiness
F Department of Transport
~--~,~,~~.~'~--~-.G-.~J~jl-~~'j:~()~__
Date: ______
5-16-1
DOT Approved
5.16.1 GENERAL
At the option of the operator, 900/0 of engine take-off power may be
used for take-off in accordance with the operating limitations, procedures
and performance data contained in this supplement.
a. 900/0 take-off power must not be used when OAT is below OOC.
b. 900/0 take-off power is restricted to 1'0 0 flap take-off only.
c. 90% take- off power must not be used when the runway is contaminated
with standing water, ice, slush or snow.
d. Full rated take- off power checks must be carried out at regular inter-
vals.
e. All other operating limitations in Section 1 of this manual are valid

when operating to this supplement.

Take-ofLflap setting is restricted to 10 0 only, when operating with
900/0 take-off power, and normal take-off and climb procedures are affected
only to the extent caused by reduced flap operation. All other normal
operating procedures in Section 2 of this manual are applicable. The normal
operating procedures in Supplement 13 of this manual are also applicable
when used in conjunction with this supplement.

When operating with 900/0 take-off power, all emergency operating pro-
cedures in Section 3 and iri Supplement 13 of this manual are applicable with
the exception of the following procedure.
5.16.4.1 ENGINE FAILURE DURING TAKE-OFF AT OR ABOVE LIFTOFF

SPEED. If an engine failure occurs at or above the liftoff speed (figure
5-16- 2) and the pilot decides to continue the take-off, proceed as follows:
a. Advance both.power levers up to the T5, torque or Ng limit of the

operating engine, whichever is reached first.
b. Hold airplane on or near ground and accelerate to speed at 50 ft as

shown in figure 5-13- 2 (in Supplement 13) and climb out at that speed.
c. Maintain heading by applying rudder and lowering wing against the live
engine to a maxim urn of 5 a .
d. Pro peller lever of failed engine (if autofeather is not inst~lled) - FEATHER.
5-16-2
DOT Approved
CAUTION
If autofeather is installed do not retard the power

lever of the failed engine until autofeathering is
complete and the propeller lever of the failed en-
gine has been placed in FEATHER. Otherwise
the propeller will unfe.ather.
e.. Fuel lever of failed engine - OFF ..
f.. Climb with flaps at 10 0 at speed obtained from figure 5-13- 5 (Supple-
ment 13).
g. Trim as desired.
h. Booster pump switch of failed engine - OFF.
Note
Post Mod 6/1044 and 6/1086 airplanes only: If

booster pump caution lights do not illuminate im-
mediately, a fuel booster pump pressure switch
failure has occurred. This will prevent the auto-
matic switching on of the standby booster pump
and may be the cause of the engine flame-out.. An
engine re-light can be attempted after restoring
the fuel supply in accordance with paragraph
3.4. 1 b ..
i. Fuel emergency shutoff switch of failed engine - OFF.
j. Propeller lever of failed engine (if autofeather is installed) - FEATHER.
Note
When autofeather is installed, if propeller lever of

failed engine is not selected to FEATHER, the pro-
peller could unfeather.
k. Generator switch of failed engine - OFF.
1. Propeller autofeather switch (if applicable) - OFF, SEL light out.
m. Propeller lever (live engine) ~ 96% propeller RPM.
5-16- 3
Section 5 PSM 1- 62-1A
DOT Approved
Note
Single engine c1iITlb perforITlance at 960/0 propeller

rpITl is superior to 1000/0 because of increased pro-
peller. efficiency.

With the exception of the take- off power and take- off performance
in this supp1eITlent and the one engine inoperative c1iITlb charts (figures
5-13- 1, 5 - 13- 5 and 5-13- 6) in Supplement 13, the performance data in Sec-
tion 4 of this manual is applicable
5-16-4
PSM 1- 62-1A Section 5
DOT Approved
PERFORMANCE CHARTS
Figure Title Page
5-16-1 Take-off Power Setting (90% Take-off Power) 5-16-7

5-16- 2 Take-off Distance to 50 ft (90% Take-off Power) 5-16-9
5-16- 3 Take-off Climb Gradient (90% Take-off Power) '5-16-11
5-16-4 Take-off Rate of Climb (900/0 Take-off Power) 5-16-13'
5-16- 5
5. 16.5 TAKE-OFF POWER. SETTING (90% TAKE-OFF POWER.)
Engine torque pressure at 90% of the take-off power is given in figure 5-16-1.
ExaITlple (arrowed broken line s on chart):
At an outside air teITlperat ure of lS o C, altitude of 6000 ft, under static conditions
and with intake deflector s retracted, heater off (Rating Index No.1), the take- off torque
pre s sur e is 30. 6 psi.
Note
MaxiITluITl ITT = 750 C

0
Propeller rpITl = 100%

TAKE-OFF POWER SETTING (90% TAKE-OFF POW,ER)
PROPELLER RPM = 100%
RATING INDEX: 1. INTAKE DEFLECTOR RETRACTED, HEATER OFF

2. INTAKE DEFLECTOR EXTENDED
3. HEATER ON
4. HEATER ON AND INTAKE DEFLECTOR EXTENDED
\Jl
I It
f-J
0"
Ot"~~10~~~2tO--"30~~~4~0~~50~~~~~0~~~5TO"~1~O~O~~~~2~~~~~3~~i~4~~~15
I
-J OUTSIDE AIR TEMPERATURE - oC' lAS - KT RATING INDEX NO.
lJl
I 5. 16.6 TAKE-OFF DISTANCE TO 50 FT (90% TAKE-OFF POWER)
......
0"- The take-off speed and take-off distance. from a standing start to a .sO ft height are given
J
00 in figure 5-16- 2.
Wing flaps = 10
Power = Both engines at90% take-off power throughout,
propeller rpm 100%. (Use figure 5-16-1. )
Runway surface = Dry, hard, level
Note

less than 38.25 psi, increase take-off distance
by 2 1/2%.
......
I
Example (arrowed broken lines on chart): 0"-
N
I
o ......
At an outside air temperature of lS C, airfield pres sure altitude 2000 ft, weight
~
10,500 lb, headwind 10 kt, the take-off distance to 50 ft is 1340 ft with intake
With intake deflectors extended, the take-off distance to 50 ft is 1340 x 1.025 = 1374 ft.
TAKEOFFTOTAL DISTANCE TO 50 FT
C.f)
(90% TAKEOFF POWER)
I-
o LANDPLANE
Z
~ 70
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50 12 11 10 9 8 -10
TAIL
10 0 20
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WEIGHT - 1000 LB HEAD (I)
'WIND AT 50 FT - KT .p,. Ul
lJl
I
5. 16.7 TAKE-OFF CLIMB GRADIENT (90% TAKE-OFF POWER)
I-'
0"
The take- off climb gradient with both engines operating is given in figure 5-16- 3.
!
I-'
o As sociated conditions:
Wing flaps :: 10 0
Power :: Both engines at 90% take-off power, propeller rpm 100%
(use figure 5-16-1)
Intake deflectors :: Retracted
Note
With intake deflectors extended and engine torque less

than 38.25 psil reduce climb gradient by 0.004.
At an ambient temperature of 28C, pressure altitude 6000 ftl weight 10,500

lb, the climb gradient is .093 with intake deflectors retracted.
With intake deflectors extended l the climb gradient is (. 093 - . 004) :: 089.
TAKE-OFF ,CLIMB GRADIENT (90% TAKE-OFf POWER)
LANDPLANE
(/j,80 I I
I- k-
o f--!- CLIMB SPEED ...... 1000"
Z
, ,,"
~ 70
I
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<r
60 1 25
8 9 10 11 w 1/ 1/
G ROSS WEIGHT - 1000 LB
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.10
o 10 20 30 40 50 12 9 8
5.16. S TAKE-OFF RATE OF CLIMB (90% TAKE-OFF POWER.)
The take-off rate of climb with both engines op~rating is given in figure 5-16-4.
Wing flaps = 100

Power = Both engines at 90% take-off power, propeller rpm 100%
(use figure 5-16-1)
Note
With intake defle ctor s extended and engine torque Ie s s

than 3S. 25 psi, reduce rate of climb by 30 fpm.
At an ambient temperature of 2S o C, pressure altitude 6000 ft, weight 10,500

lb, the rate of climb is SOO fpm with inta:ke deflectors retracted.
With intake deflectors extended the rate of climb is (SOO - 30) = 770 fpm.
TAKE-OFF RATE OF CLIMB (90% :rAKE~OFF POWER)
LANDPLANE
80 I
(f)
I I I I I I 1'1
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-- CLIMB SPEED .... ~
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o 10 20 30 40 50
AMBIENT TEMPERATURE - oc
DOT Approved
SUPPLEMENT 17
AIR OPERABLE DOOR
TABLE OF CONTENTS
Title Page
5-17-1-1 and 5-17-1-2
Approved; '~-'/r,-J_, I f . "

/-j1- .(.... ---.
- _.-:. -...........
yJ'-A.. Chief, Air\vorthiness
Ii
Date: 7 5~. ;-. I~)
S-17-1-1
':'ect~on j
SUPPLEMENT 17
AIR OPERABLE DOOR
1. OPERATING LIMITATIONS
Operation of the airplane with the air operable door installed may be conduct-
ed when authorized by the local Air Regulating Authority subject to the follow-
ing limitations:
a. Cabin occupancy is limited to crew members essential to the operation.
b. Maximum operating speed 140 kt lAS with air operable door open.
c. Air operable door must be closed for takeoff and landing.
d. With air operable door open the single engine climb capability may be
les s than schedule s presented in Section 4 (Performance Data). It is recom-
mended that the air operable door be closed in an engine inoperative case in
order to regain the scheduled performance.
e. It has been demonstrated that packages up to 300 lb or personnel, can be

safely dropped in the following configuration:
Flap deflection 20 0
Speed 70 kt lAS
Note
Precautions must be exercised to ensure that

the size and bulk of the package to be dropped
is such that there is no possibility of it be-
coming jammed in the door frame, or striking
the aircraft structure.
5-17-1-2
Section 5
SUPPLEMENT 18
ENGINE SPARK IGNITION

(MOD 6/1912)
TABLE OF CONTENTS
Title Page
General 5-18-2
Operating Umi~ations 5-18-2
Normal Operating Procedures 5-18-2
Emergency Operating Procedures 5-18-2
Performance Data 5-18-2
5-18-1 and 5-18-2 Issue 1
Approved: ~Jky
William Jup#,
Chief Flight Test
Date: 25 February, 2000
Issue 1 5-18-1
Section 5
SUPPLEMENT 18
ENGINE SPARK IGNITION

(MOD 6/1912)
5.18.1 GENERAL
When Mod 6/1912 is incorporated, two spark igniter plugs are installed in each engine (in conjunction with an
ignition exciter unit) in place of the normal glow plug igniters to provide superior engine start performance and
longer igniter plug life. The left engine and right engine spark igniters are powered directly from the auxiliary
battery bus through their respective ignition relays. Both igniters of each engine are energized simultaneously
during engine start and both igniters of each engine are energized simultaneously when continuous (MANUAL)
ignition is selected.

The operating limitations in Section 1 of this manual are applicable.

The normal procedures in Section 2 of this manual apply except that references to engine igniter switch
operation should be disregarded.

The emergency procedures in Section 3 of this manual apply except that references to engine igniter
switch operation should be disregarded.

The performance data in Section 4 of this manual are applicable.
5-18-2 Issue 1
MOT Approved
SPECIAL SUPPLEMENT TO DHC-6 AIRCRAFT FLIGHT MANUAL
FLIGHT WITH CARGO DOORS REMOVED
Operation of the DHC-6 with the Cargo Doors rellloved may be

conducted when authorized by the Regulating Authority subject to
the following Flight Lirni tations:
Never Exceed Speed VNE 140 Knots IAS
It has been demonstrated that packages of up to 300 lbs or personnel

can be safe1 y dropped in the following configuration:
Flap Deflection 20 0
Speed 70 knots IAS
Height above Ground 200 to 500 feet
Approyed:
c~~~~-;--
"
,Af})"'onautic:l.1 TJ~cenG.l.ng .!: I~ r:.:,..
Mr1 "[n "tirlH
..t
It:'::1ne:l
11:inistry of Tra.n~poT t
nato:
Page 1 of 1
-: ..... 7' 0' ,. --, ,.:- .~-, - - - - --" .. .... -- ..; - .....
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PSM1-62-1A

DHC-6 TWIN OTTER

Revision 38 August 15, 2005

January 31, 2006

Date: 15 August, 2005

Subject: PSM 1-62-1A, DHC-6 Series 200 Flight Manual, Revision 38

for Judy Donegan

LIST OF EFFECTIVE PAGES IN INITIAL ISSUE

Approval page 1 and 2 2-9-1

Revision 8 Approval page 2

Rev. Pages D. O. T. Appl'ovalby/ Inserted by!

LOG OF REVISIONS (Cont)

Rev. Pages D.O. T. App"ova1 byl Inse"ted by!

15 A-2, 2-5-1 C01"::"ection

LOG.OF REVISIONS (Cont'd)

Rev. Pages DOT Approval by/ Inserted by/

23 A-'3 (New), Go-around l;~c:\~

24 A-3, B-3, Revised normal

and oil pressure

28 A-3, C-3, C-;CNew) Deletion. of

4-2-1, 4-4-1 thru setting data.

LOG OF REVISIONS (Cont'd)

Rev. Pages DOT ABprovai by! Inserted

for B.J. Warmworth

35 A-4, C-7. Introduction of Supplement

36 A-4, C-7. Re-issue of Supplement 3,

for William Jupp

LOG OF REVISIONS (Confd)

Rev. Pages DOT Approval by/ Inserted

Engine Fire On Ground,

An amendment should be inserted in this Flight Manual only

~dt Pages D.O. T. Approval hyl lnserted byl

LOG OF AMENDMENTS (Cont)

Amdt. Pages D. O. T.Approval by/ Inserted by/

LOG OF AMENDMENTS (Cont'd)

Arndt. Pages MOT A8proval by/ Inserted

10 8-3,3-5-1. Generator failure procedure

'6 March, 1979

3 8-3, 2-5-1,3-1-2, Autofeather check proce-

4 8-3, 2-1-3 .. Audible stall and fire warn -

3 8-3,2-5-1. Autofeather check proce

3 8-3,2-5-1 . Autofeather check proce-

4 8-3. Audible stall and fire warn

A supplement should be inserted in this Flight Manual only when the

Supp. Pages Inserted by/

1 5 -1 -1-1 thru Wheel-skiplane

2 5-2-1-1 thru Floatp1ane

3 5 -3-1-1 thru Deicing system

4 5 -4-1-1 thru H-14 Automatic

LOG OF SUPPLEMENTS (Cont)

Supp. Pages L"ls erted by/

5 5-5-1-1 thru Oxygen system

6 5-6-1-1 and Fuel heater and

7 5-7-1-1 and High/ intermediate

9 5-9-1-1 and Electrical directional

11 5 -11-1-1 thru Auxiliary

FMS 1 (Page 14 of Woodward Propeller

STC 2 Pages J. B. Systems Inc.

LOG OF SUPPLEMENTS (Cont'd)

Supp. Pages Inserted by/

12 5-12-1-1 and SFAR 23 Compliance

3 5-3-1-1, Deicing System

12 5-12-1-1, SFAR 23 Compliance