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TC Approved SECTION 9-38DHC-6 SERIES 400 IAC AR CERTIFIED AIRPLANES

Issue: 4 PSM 1-64-1A 07 May 2014 Page 9-38-1

SECTION 9 – SUPPLEMENT 38

IAC AR Certified Airplanes

Sections 9-38.1, 9-38.2, 9-38.3, 9-38.4 and 9-38.5 are Interstate Aviation Committee Aviation Register (IAC AR) approved and constitute the approved Aircraft Flight Manual Supplement. Compliance with Section 9-38.2, Limitations, is mandatory. All other Sections are not approved and are provided for information only.

The information and data contained in this document supersede or supplement that contained in the Pilot Operating Handbook (POH) and Transport Canada (TC) approved Aircraft Flight Manual for the Viking Air Limited (VAL) DHC-6 Series 400 (Twin Otter) in the areas listed therein. For limitations, procedures and performance not contained in this document refer to the POH and approved Aircraft Flight Manual and other applicable approved Flight Manual Supplements.

This Supplement is part of and must be attached to the basic POH and approved Aircraft Flight Manual for airplanes when configured for and certified to the standards of the Commonwealth of Independent States.

Approved: Michael Chan

Acting/Technical Team Lead, Engineering Aircraft Certification

Transport Canada

Date:

TC Approved SECTION 9-38 DHC-6 SERIES 400 IAC AR CERTIFIED AIRPLANES


This Page Intentionally Left Blank



LIST OF EFFECTIVE PAGES

This list shows the effective pages in the section, with their latest revision date. An asterisk (*) indicates pages added or replaced at the latest revision. Technical changes to the content are indicated by a black vertical line next to the change or the paragraph that contains the change.

SECTION PAGE DATE SECTION PAGE DATE

9-38 * 1 07 May 2014 12 6 May 2013

* 2 Blank Page 13 19 Jun 2012

* 3 07 May 2014 14 19 Jun 2012

* 4 Blank Page 15 19 Jun 2012

5 24 Mar 2014 16 19 Jun 2012

6 Blank Page * 17 07 May 2014

7 24 Mar 2014 * 18 07 May 2014

8 24 Mar 2014 19 19 Jun 2012

9 6 May 2013 20 19 Jun 2012

10 6 May 2013 21 19 Jun 2012

11 6 May 2013 22 19 Jun 2012





TABLE OF CONTENTS PAGE

9-38.1 General ..................................................................................................................... 7 9-38.1.1 Introduction ........................................................................................................... 7

9-38.1.2 Applicability........................................................................................................... 7

9-38.1.3 Extreme Temperature Operation........................................................................... 7

9-38.2 Limitations ............................................................................................................... 8 9-38.2.1 Fuel ...................................................................................................................... 8

9-38.2.3 Altitude Limitations................................................................................................ 8

9-38.2.4 Flight Crew Limitations.......................................................................................... 8

9-38.2.5 Types of Operations and Miscellaneous Operating Limitations ............................. 9

9-38.2.6 Outside Ground Temperature Limitations ............................................................10

9-38.2.7 Other Limitations..................................................................................................10

9-38.2.7.1 Minimum Surface Hardness .............................................................................10

9-38.2.7.2 Maximum Airfield Pressure Altitude ..................................................................10

9-38.2.7.3 Combi (Cargo / Passenger) Operations............................................................10

9-38.3 Emergency and Abnormal Procedures ................................................................ 13 9-38.3.1 Forced Landing....................................................................................................13

9-38.3.2 Ditching (Landing in Water)..................................................................................13

9-38.3.3 Flight Control Abnormalities .................................................................................13

9-38.4 Normal Procedures ............................................................................................... 17 9-38.5 Performance .......................................................................................................... 18

9-38.5.1 Cold Temperature Operations..............................................................................18

9-38.5.2 Crosswind Operations..........................................................................................18

9-38.6 Weight and Balance .............................................................................................. 19 9-38.7 Aircraft and System Description .......................................................................... 20

9-38.7.1 Primus Apex® Metric Units....................................................................................20

9-38.7.2 Primus Apex® –Monitor Warning System .............................................................20

9-38.7.3 Ice Protection System ..........................................................................................20

9-38.7.4 Extreme Temperature Operations........................................................................21

List of Figures Page

9-38-1 Kinds of Operation and Airspeed Placard (S.O.O. 6269)..................................9 9-38-2 Floor Loading and Tie-down Locations (S.O.O. 6274)....................................12

Issue: 3 PSM 1-64-1A 24 Mar 2014 Page 9-38-5





9-38.1 General

9-38.1.1 Introduction This supplement has been developed for use on aircraft operating under the IAC AR Type Certificate. Sections 9-38.1 through to 9-38.5 inclusive constitute the approved Aircraft Flight Manual Supplement. Compliance with Section 9-38.2, Limitations, is mandatory. All other Sections are not approved and are provided for information only. In this document, unless otherwise noted, references to the DHC-6 Series 400 POH/AFM refer to VAL document 1-64-POH (the Pilot Operating Handbook) including Transport Canada Civil Aviation (TCCA) approved document PSM-1-64A (the TCCA approved Aircraft Flight Manual).

9-38.1.2 Applicability This Supplement is part of, and must be attached to, the basic POH and approved Aircraft Flight Manual for aircraft configured for, and certified to, the standards of the Commonwealth of Independent States in accordance with Viking Air Limited (VAL) Standard Option Order (S.O.O. 6271). This document supersedes and/or supplements the information and data contained in the Pilot Operating Handbook (POH) and approved Aircraft Flight Manual for the VAL DHC-6 Series 400 (Twin Otter) in the areas listed therein. For limitations, procedures and performance not contained in this document, refer to the POH, approved Aircraft Flight Manual and other applicable approved Flight Manual Supplements.

9-38.1.3 Extreme Temperature Operation In addition to Section 1.5.7 (Extreme Temperature Operation) of the POH/AFM: During a long term parking in outside ambient temperatures below –20°C, the aircraft battery should be removed from the airplane and stored in a heated location.



9-38.2 Limitations In addition to limitations in the basic aircraft POH/AFM and any applicable supplements, the following limitations apply.

9-38.2.1 Fuel In addition to approved fuels listed in the POH/AFM Section 2.4.4 (Fuel Specifications and Limitations), the following fuels can be used: Common Product Specification

Name

TS-1 (Russian GOST 10227-86) RT (Russian GOST 10227-86)

NOTE

Use of TS-1 fuel is subject to the restrictions specified in Pratt & Whitney Canada Service Bulletin (SB) No. 1244.

9-38.2.3 Altitude Limitations The following is added to Section 2.7 (Altitude Limitations) of the POH/AFM: Unless an approved supplementary oxygen system is installed, maximum operational pressure altitude is 10,000 feet (3050 meters).

NOTE

Flight durations of not more than 30 minutes above 10,000 feet (3050 meters) up to and including 12,000 feet (3650 meters) are permitted. Unless an independent, approved third static source is installed, the maximum operating altitude for IFR operations is 14,000 feet (4250 meters).

9-38.2.4 Flight Crew Limitations The existing flight crew limitations of Section 2.11 (Flight Crew Limitations) of the POH/AFM are replaced with the following: Minimum Flight Crew (Ten (10) Passengers or More): Two (2) pilots. Minimum Flight Crew (Nine (9) Passengers or Less): One (1) pilot.




9-38.2.5 Types of Operations and Miscellaneous Operating Limitations

The following is added to Section 2.12.1.1 (Kinds of Operations Permitted) of the POH/AFM: Extended over-water flights are permitted within the limitations prescribed by CIS operational regulations. The following is added to Section 2.14 (Kinds of Operation Limitations) of the POH/AFM: The aircraft may be operated in CIS airspace on routes covered by АТС ground facilities using RBS mode and VHF radio fields. HF radio must be installed if aircraft is operated in areas where the communication through VHF radio station is not available for more than 5 minutes but less than one hour. The Operating Instructions Placard (Figure 2-4) of Section 2.18 (Placards) of the POH/AFM is replaced with the following:

Figure 9-38-1 – IAC AR Operating Instructions Placard (S.O.O. 6269)



9-38.2.6 Outside Ground Temperature Limitations

Demonstrated ambient ground temperature –40°C - +51.7°C.

9-38.2.7 Other Limitations

9-38.2.7.1 Minimum Surface Hardness

Aircraft operations are limited to dry and wet paved runways or unpaved runways and surfaces with a surface hardness as follows:

1 Standard Wheels (Goodyear 112T06-2 Tires) – 4.2 kg/cm2 or greater.

NOTE

Including wheel-skis when operating on the wheels.

2 Intermediate Flotation Gear (Dunlop DR 18322T Tires with Inner Tube) – 2.4 kg/cm2 or greater.

These minimum surface hardness limitations have been demonstrated at the maximum certificated gross weight of 12,500 pounds (take-off) and 12,300 pounds (landing).

NOTE

At surface hardness less than 5.1 kg/cm2 (Standard Wheels) 3.8 kg/cm2 (Intermediate Flotation Gear) surface damage of unpaved runways is possible, and in such case, depth of wheel track may be greater than 10 cm.

9-38.2.7.2 Maximum Airfield Pressure Altitude

Maximum airfield pressure altitude elevation is 10,000 feet MSL. It is noted that the DHC-6 Twin Otter has successfully demonstrated operations as a special mission aircraft from high altitude (over 12,000 feet MSL pressure altitude) on Antarctic ice plateaus. For additional information, contact Viking Air Limited.

9-38.2.7.3 Combi (Cargo / Passenger) Operations

NOTE

Commuter 19 passenger operations to be in accordance with the POH/AFM and PSM 1-64-8.

Crew only cargo operational limitations are in accordance with Section 2.9 (Crew Only Cargo Operations Limitations) of the POH/AFM and PSM 1-64-8.



Combi (cargo / passenger) operations are approved subject to the following:

1 The cargo loading and configuration limitations established in the POH/AFM, Section 2.8.4(Baggage and Freight) and its subsections are to be followed except as noted below.

a For combi configurations with cargo only in a freight compartment zone:

(1) Maximum permissible freight compartment loads (zones C1 through C11 inclusive) (refer to Section 2.8.4.1 [Maximum Permissible Freight Compartment Loads] of the POH/AFM) are 660 pounds (302 kg) each.

b For combi configurations with combined passenger seat(s) and cargo in the same freight compartment zone:

(1) Maximum permissible freight compartment load (zones C1 through C11 inclusive) in that zone (refer to Section 2.8.4.1 [Maximum Permissible Freight Compartment Loads] in the POH/AFM) is 330 pounds (151 kg) each.

(2) Maximum permissible baggage compartment loads per Section 2.8.4.2 (Maximum Permissible Baggage Compartment Loads) in the POH/AFM are unchanged.

(3) Maximum permissible floor loading values per Section 2.8.4.3 (Maximum Permissible Floor Loading Values) in the POH/AFM are unchanged.

2 Maximum number of passengers in any combi configuration is nine (9).

3 All passengers must be seated in approved seats.

4 Maximum cargo tie-down load limitations are per Figure 9-38-2.

5 All cargo must be restrained by approved cargo nets per the following:

a Maximum cargo net static load capacity is 1,688 lbs (766 kg).

b Minimum required tie downs = (18 x Cargo Weight) / (Tie Down Load Rating).

6 Emergency exit access and aisle way width requirements for all combi configurations (S.O.O. 6274) must be maintained in accordance with PSM 1-64-8, Figure 1-7.

7 Placards for emergency exits that are not useable due to cargo are to be covered.



Figure 9-38-2 Floor Loading and Tie-down Locations (S.O.O. 6274)


9-38.3 Emergency and Abnormal Procedures

9-38.3.1 Forced Landing

The following is added to Section 3.9.4 of the POH/AFM:

After an emergency landing, remove the portable ELT located beneath the right-hand (RH) crew seat and operate it as defined in the portable ELT instructions.

9-38.3.2 Ditching (Landing in Water)

The following is added to Section 3.9.7 (Ditching (Landing in Water)) of the POH/AFM:

Remove the portable ELT located beneath the RH crew seat and operate it as defined in the portable ELT instructions.

9-38.3.3 Flight Control Abnormalities

The following is added to Section 3.20 (Flight Control Abnormalities) of the POH/AFM:

General

In the event of a flight control system abnormality, if warranted by the severity of the abnormality, land at an airport which has lower levels of wind and turbulence.

Some flight control abnormalities may result in large control forces. Control forces are alleviated at lower speeds, reduction of speed from cruising speeds to 110 KIAS or below may significantly reduce control forces and facilitate control of the aircraft in the event that high control forces as a result of a flight control abnormality are encountered.

Procedure for Pitch Trim Failure:

1 Use elevator to control the pitch attitude of the aircraft.

2 Land as soon as possible.

3 Change flap settings slowly. Maximum recommended flap setting for landing is 20°.

NOTE

Under certain conditions, high control forces may result. Control forces may be alleviated by minimizing speed and flap changes from the trim conditions at which the failure occurred.

Issue: 1 PSM 1-64-1A 19 Jun 2012 Page 9-38-13


Procedure for Aileron Trim Failure:

The following procedures are in addition to Section 3.20.1 (Aileron Trim Tab Runaway) of the POH/AFM: 1 Use aileron to control bank angle.

NOTE

The aircraft ailerons have sufficient control authority to overcome aileron trim at the most adverse trim positions. Monitor aileron trim position on Apex. Under certain conditions, significant aileron control forces may result.

2 Land as soon as practical. Procedure for Rudder Trim Failure:

1 Use rudder to control aircraft yaw.

NOTE

The aircraft rudder has sufficient control authority to overcome rudder trim at the most adverse trim positions. Monitor rudder trim on Apex. Under some conditions, significant rudder control forces may result. Slightly asymmetric, stabilized engine power settings may alleviate rudder control forces. 2 Land as soon as practical.

Procedure for Elevator Failure:

The following procedures are in addition to Section 3.20.2 (Elevator Control Malfunction) of the POH/AFM: 1 Use pitch trim to control pitch attitude of the aircraft. 2 Once aircraft is stabilized, avoid pitch trim changes caused by flap position changes. If the aircraft is not at Flaps 0°, and pitch control is difficult, a slow reduction of flap to Flaps 0° may result in a configuration that is easier to control in pitch.

NOTE

Under some circumstances, pitch control may be facilitated by small power changes, by small speed changes, and/or by flap position changes.

3 In the event of a jammed elevator, attempt to free elevator with moderate

application of control force.



4 If elevator remains jammed, use small power changes, small speed changes and/or flap position changes to establish a speed/flap configuration that results in a controllable configuration for landing.

5 Do not exceed 15 degrees of bank while accomplishing turns as required to navigate or complete an approach for landing.

6 Plan and execute an approach at Flaps 0° at a shallow flightpath angle (3 degrees or less) and minimize power changes during the approach to avoid pitch trim changes and pitch oscillations. Use a longer runway if available.

7 Land as soon as practical.

Procedure for Aileron Failure:

1 Use aileron trim to trim aircraft to a wings level attitude.

2 Once aircraft is stabilized, avoid abrupt maneuvering and flap position changes.

NOTE

Under some circumstances, bank angle excursions may be corrected by small power changes, by small speed changes, and/or by flap position changes. Avoid use of flaps over 10 degrees.

3 In the event of a jammed aileron, attempt to free aileron with moderate application of control force.

4 If aileron remains jammed, use rudder to maintain bank angle control and establish wings level flight. Determine a speed / flap configuration that results in a controllable configuration for landing.

5 Use rudder and, if required, differential engine power to make heading changes, and execute shallow banked turns, as required, to navigate or to complete an approach for landing. Do not exceed 15 degrees of bank during turns.

6 Plan and execute a landing approach at Flaps 10° and at VREF.

7 Land as soon as practical.

Procedure for Rudder Failure:

1 If aircraft is in a banked turn, use aileron to bring the aircraft to wings level flight.

2 Use rudder trim to trim aircraft to wings level, coordinated flight.

3 Once aircraft is stabilized, avoid abrupt maneuvering and flap position changes.



4 In the event of a jammed rudder, attempt to free rudder with moderate application of control force.

5 If rudder remains jammed, turns will be uncoordinated, use aileron for bank angle control. Small differential power changes may also assist in cancelling out any adverse effects due to the jammed rudder.

NOTE

Complete power, speed and flap changes cautiously as required to establish a controllable configuration. Check configuration changes, particularly flaps and power at a safe altitude to establish a controllable stable configuration for landing. Flaps settings above 10 degrees should not be used.

6 Use ailerons to control bank angle, and, if required, differential engine power to make heading changes, and execute shallow banked turns, as required, to navigate or to complete an approach for landing. Do not exceed 15 degrees of bank during turns.

7 Plan and execute a landing approach at Flaps 10° and at VREF.

NOTE

A rudder failure in combination with an engine failure, while improbable, may result in uncontrollable yaw at higher power settings. Single engine overshoot at go-around power with a failed rudder is not recommended, loss of control of the aircraft may result.

8 Land as soon as possible.




9-38.4 Normal Procedures

No change.



9-38.5 Performance

No change except for the following:

9-38.5.1 Cold Temperature Operations

For operations below the available published performance data temperature range in Section 5 (Performance) of the POH/AFM or in Supplement 37 (Supplemental Performance Data) or in other applicable supplements, use the published performance data at the lowest temperature limit published, this is conservative.

9-38.5.2 Crosswind Operations

Paved Runways

The maximum demonstrated crosswind component for take-offs and landings are shown in Section 4 Para 4.10.1 and Para 4.15.1. When runway surface conditions are affected by water, snow, slush or ice the following must be considered:

Reported Braking Action

Runway Condition Normative Runway Friction Coefficient

Maximum Crosswind, kt (m/s)

Excellent Dry 0.60 22 (11.3)Excellent to Good Dry 0.60-0.55 21 (10.8) Good Wet 0.54-0.45 18.5 (9.5)

3 mm or less of: Water, Slush, Dry Snow or Wet Snow

0.44-0.42 16 (8.2)

Good to Medium Frost, Compacted Snow at or colder than -15°C

0.41-0.40 14.5 (7.5)

Medium Wet (Slippery), Dry Snow or Wet Snow (any depth) over Compacted Snow. Greater than 3 mm of: Dry Snow or Wet Snow or Compacted Snow at OAT warmer than -15°C

0.39-0.37 14 (7.2)

Medium to Poor Greater than 3 mm of: Water or Slush

0.36-0.35 13 (6.7)

Poor Ice 0.34-0.30 12 (6.2)

Unpaved Runways

The maximum allowable crosswind component must be considered as follows:

- for grass airfields and also for dry and wet runways 22 kt - for compacted snow, including when covered with fresh snow 15 kt - for runways with sodden top layer or covered with slush or wet snow 11 kt

SECTION 9-38DHC-6 SERIES 400 IAC AR CERTIFIED AIRPLANES

9-38.6 Weight and Balance

Factory installed optional equipment is included in the licensed weight and balance data in Section 6 (Weight and Balance) of the basic POH/AFM.



9-38.7 Aircraft and System Description

9-38.7.1 Primus Apex® Metric Units The avionics window on the Primus Apex® Systems Multi-Function Display (MFD) provides the pilot with the capability to configure the barometric altimeter setting window to HPA and to enable metric altitude digital readouts on the PFDs. This is done by selecting the AVIONICS page on the Systems MFD lower left window and then on the SET UP tab selecting BARO CORRECTION to HPA and METRIC ALTITUDE to ENABLE. Dual unit feet and meter altitudes are displayed for barometric altitude only. Dual units or metric units are not displayed on the ESIS. Display of radar altimeter altitude is in feet only. Use of altitudes and barometric altimeter setting in metric units is subject to the requirements of the CIS member states.

9-38.7.2 Primus Apex® – Monitor Warning System

NOTE

For normal operations, the AURAL WARN INHIBIT switches should not be selected to INHIBIT.

9-38.7.3 Ice Protection System Information, including limitations and procedures, for the operation of the Ice Protection System (IPS) on the DHC-6 Series 400 is provided in Supplement 1. Primus Apex provides for annunciation and CAS messages related to the IPS consisting of the following: a. There is a caution CAS message “Pneumatic Press Low” that illuminates if the

overall pneumatic pressure is low and the aircraft is not on ground (POH/AFM, Section 7.22.1.2 and Table 3-3, Section 3.23). Crew response to this CAS is per POH/AFM, Section 3.18.1. The message can come on under low NG conditions, but this is considered in the POH/AFM procedures and information, and in Supplement 1. There is also an advisory message which comes on when the aircraft is on the ground (refer to POH/AFM, Section 3.21.8). In addition, there is information on these CAS messages in Supplement 1, Section 9-1.7.4). Under normal flight operations, this CAS message will only come on if there is inadequate pneumatic pressure in the boot system which would be indicative of a boot system fault.

b. Supplement 1, Figure 9-1-2 also describes operation of the “L STAB” and “R STAB:” boot inflation annunciation. Section 9-1.7.4 contains information on how this provides a positive indication of tailplane stabilizer de-ice boot inflation.



Absence of this indication suggests a possible failure of the corresponding tailplane stabilizer boot system.

c. Each engine intake deflector is annunciated in the engine display pane when inthe snow / ice protection position. Failure of an individual intake deflector tomove to the correct position will be apparent to the flight crew because of theabsence of this annunciation.

In addition to the above annunciations and CAS messages, the following is additional information on the IPS that will assist the flight crew in confirming proper function of all elements of the system and in identifying any system problems or failures:

a. Failure of windshield heat will be apparent as frost / ice will accumulate on theaffected portion of the windshield. As well, a flight crew member can touch thewindshield to determine that heat is on and functioning. Some increase incurrent draw is also apparent when windshield heat is turned on. It is also notedthat the left and right heating elements are independent and provide for a degreeof redundancy in the system.

b. Failure of prop de-ice will be apparent as ice will not shed from the prop or mayresult in vibration if prop de-ice is only partially functioning. As well, aircraftelectrical loads can be monitored to determine that prop de-ice is on.

c. In addition to the Primus Apex pneumatic pressure annunciations and CASmessages described in the POH / AFM and in Supplement 1 and in the abovediscussion, failure of wing boots can also be determined by observing theinflation cycle of the outboard edge of the boots from the cockpit.

d. There are procedures in the POH/AFM and in Supplement 1 regarding preflightchecks for all elements of the IPS.

The DHC-6 Series 400 is a small aircraft. As such, accumulation of ice on the leading edge of the wing struts, on the windshield or on the leading edge of the wing will be apparent to the flight crew. Observation at night is facilitated by the wing inspection lights.

9-38.7.4 Extreme Temperature Operations

There are no ambient air operating temperature limitations for the aircraft.

Engine start is prohibited if the oil temperature is below –40°C. This is not an ambient temperature operating limitation, engine pre-heat may be used to raise the oil temperature to–40°C or higher prior to start.

The DHC-6 Twin Otter aircraft has an extensive service history of operations in extreme Arctic / Antarctic and tropical / desert environments with demonstrated operations in the temperature range –55°C to +51.7°C. Cockpit pre-heat (for the display screens) may be required prior to start-up and taxi at temperatures below –20°C (refer to Sections 1.5.7



[Extreme Temperature Operation] and 10.2.2 [Effect of Cold on Avionics Display Screens] of the POH/ AFM).

For additional information on cold weather safety and operational considerations, refer to Section 10.2 (Cold Weather Operations, Flight in Known Icing [FIKI]) of the POH/AFM and its subsections.

For additional information on hot weather and desert operations, refer to Section 10.4 (Hot Weather and Desert Operation) of the POH/AFM and its subsections.


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