DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 1
DHC-6 Series 300 to 400
Differences Training
Part 1
Course Content• Part 1 – Aircraft differences excluding
avionics
• Part 2 – Avionics system overview
• Part 3 – Avionics system operation
• Part 4 – FMS
• Part 5 – Maintenance Practices.
Why Make Changes?
Fully equipped in 1965
0
10
20
30
40
50
60
70
80
Loss ofControl -
Ground orWater
Collision -RisingTerrain
Collision -Objects
HeavyLanding
Collision -Ground or
Water
Collision -Aircraft
Undershoot Loss ofControlInflight
Accidents by Type
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 2
0
10
20
30
40
50
60
70
80
Loss ofControl -
Ground orWater
Collision -RisingTerrain
Collision -Objects
HeavyLanding
Collision -Ground or
Water
Collision -Aircraft
Undershoot Loss ofControlInflight
Mitigation via Avionics
Accidents by Type Reference Materials• AFM/POH
(PSM 1-64-POH)
• This presentation reviews Sections 7, 4, and 3
• Number at upper left of slide is AFM page number.
3‐22, 3‐23
Obligatory Publications Book Stowage• For AFM and
HW Pilot Guide
• At present time, entire POH fits in one blue binder
• Both MUST be carried on board at all times.
7‐107
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 3
POH Revision• Follows GAMA
format
• A5 (European) paper size –same as Jeppcharts
• Full colour
• All illustrations redrawn.
7‐107
Aircraft Overview
AFM Pages 7-18 to 7-29 of POH
Aircraft Overview• Dimensions and
construction identical to 300
• Composites now used for somenon-structuralcomponents.
7‐18 to 7‐33
Composite Pilot Doors• Fractionally wider
beam ahead of window
• Pilot door must not be used as a step to the roof!
7‐24
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 4
Roof steps standard • 3 retractable steps
• 1 handle on roof
• Pull step fully outward to prevent rotation
• Intended for emergency (out-in-the-bush) use by mechanic only.
7‐18 to 7‐33
Honeycomb Core Small Parts• Replacement of all
balsa wood core parts
• Affected areas:- roof- crown panels- cabin floor.
7‐24
Passenger Seating• Limitation of 19
passengers total
• Seat contour changed
• Only ‘commuter’ seats offered.
7‐29
Row 7 Seating• Theatre
type seats
• 2 beams acrossstation 332.
7‐29
X
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 5
Instrument Panel• Tilted forward at
top to reduceparallax
• Smaller glareshield
• Simplified
• Switches below.
System Info & Annunciation• On ‘Systems’
multifunction display
• Default positionis lower middle
• May be movedto upper middle.
Master Annunciation7‐167
Engine & Radio• Inboard of
Primary Flight display (PFD)
• Left-right symmetry
• Identical information on both sides.
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 6
Headsets• Noise-cancelling are
standard equipment
• Conventional plug headsets may be used
• 3rd set of jacks for observer is standard equipment.
7‐142
Eye Height Reference Device7‐157
Eye Height Reference Device7‐157
Eye Height Reference Device7‐157
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 7
Electrical Differences
AFM Pages 7-40 to 7-47
Electrical Differences• AC electrical deleted, 28 VDC only
• Larger battery (48 amp hour)
• Changes to Hot Battery CB panel
• Changes to Start Switch panel
• Different Generators
• Electrical Indications on Apex display
• All overhead switches and CBs deleted
• Logical grouping of switches on sub-panel
• Lighting updated to LED, but otherwise unchanged.
7‐40
Station 111 Disconnects7‐40
Terminal Blocks7‐40
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 8
Flight Compartment Roof• Power, prop, fuel,
flap.
• Dome light
• Temperature sensor
• Standby Compass moved up
• No AC electrical.
Battery• 48 amp-hour
lead acid
• No ‘auxiliary’ battery
• Small battery on port side is for cabin emergency lights.
7‐40
CB Panel ‘G’
CB Panel ‘D’ – Station 332• Upper row is hot bus
• Middle and lower rows are left bus
• Note row & column identification
• Don’t ever pull these CBs!(mechanics will need to change practices and behaviour)
7‐41
Starter Panel• Upper and middle
rows same as 300
• Single control for both landing lights
• Generator switches moved to where igniters used to be.
7‐42
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 9
Generators• Different specification,
but still 200 amps
• Wet spline
• Series 400 NG must be ≥55% when load present, or voltage will rise above 29 volts
• “Idle +15%” no longer applies to 300 or 400.
7‐43
Indication• One ‘window’ for
electrical (lower middle)
• If white on black text, it’s OK
• Problems (limitation exceedences) appear in amber or red text.
7‐46
Limitations – Use of Colour Happy Plane Unhappy Plane
Limitations – CAS + IndicationCAS Message Indication
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 10
Limitations –Indication + Annunciation Electrical Busses• Left and right DC (same as 300)
• Hot Battery (same as 300)
– Don’t pull the hot battery CBs!!! Will damage clock.
• ESIS Bus (2 breakers on avionics panel)
• Cabin Emergency Lighting Bus (by battery).
7‐46
CB Panels• See page 7-47 of POH
• 7 CB panels total
• 5 are identical to 300 (A, B, C, D, E)
• 1 panel from 300 has been deleted (roof)
• 2 are new (F, G)
• Only A, B, D are of concern to pilots(same as 300).
7‐47
CB Panel ‘A’ – Main• Same locations if
same CBs as 300
• Many CBs deleted
• Similar functions are grouped together
• Note row & column identification.
7‐48
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 11
CB Panel ‘B’ – Avionics• Now illuminated
• Rows alternate left/right busses
• Similar functions are grouped together
• Note row & column identification.
7‐49
CB Panels ‘F’ and ‘G’• ‘F’ protects the power
supply to panel D on station 332 bulkhead
• ‘G’ protects power supply to cabin emergency lighting
• Both are ‘feeders’.
7‐49
Left Switch Panel Right Switch Panel (basic)
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 12
14 Volt Power Outlets7‐162
Nose Avionics Compartment• Upper avionics shelf
has been extended
• Capacity reduced by 2 cubic feet (3%)
• Weight limits remain the same
• Air conditioner STC visible at left
Nose Avionics Compartment Nose Avionics Compartment• Top Shelf:
- MAU
• Middle Shelf:- TCAS- ADAHRS- GPS (underside)
• Bottom Shelf:- Radios- TAWS
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 13
Rear Avionics CompartmentTop Shelf:- DME (2)- Recorders (2)- Impact Switches (2)- Optional HF Power Amp- Optional HF Antenna Coupler
Bottom Shelf:- ESIS Battery- ELT + Sonalert- Radar Altimeter(s)- Optional HF Exciter- Optional XM Weather
Lighting Differences
AFM Pages 7-50 to 7-54
Lighting Differences• Generally all the same, except now LED
• Differences:– Cabin Emergency Lights use ‘General’ lights– Landing Light controls– Cabin Signs control– Dome light on Hot Battery Bus– Simplified control of flight compartment lights.
7‐50
Flight Compartment Dimming• ‘Instrument’ controls
bezel lighting
– Single knob connected to lighting computer
– Computer controls about 35 circuits, all individually mapped and ramped
• ‘Flood’ controls glareshield (thunderstorm) lighting
• ‘Footwell’ toggle dims with ‘Instrument’ dimmer.
7‐50
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 14
Flood (thunderstorm) lighting7‐50
Footwell & CB Panel Lights7‐50
Aisle Lighting• For digging through crew
bags, coolbox, etc.
• Bright and dim positions
• Independent from other lighting controls.
Dome Light• Powered from Hot
Battery Bus
– Same CB as clock– Don’t pull CB!!!
• Colour corrected
• Rocker switch.
7‐51
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 15
Cabin Emergency Lighting• Same principles as
Series 300 system
• Small battery located to port side of main battery
• When armed, lights illuminate when left DC bus loses power.
7‐52
Reading Lights• LEDs require cooling!
• Turn Vent Fan on, or, use in flight only
• Will burn out if used to illuminate cabin for cargo loading or maintenance work.
7‐52
Cabin Signs• Choice of:
– FSB and NS– OFF– NS.
7‐53
Landing Lights• Leave both switches in UP position
• Lights will pulse automatically with traffic alert (amber symbol)
• STEADY ON position overrides PULSE switch
• Use OFF position of PULSE switch for night IMC only
• Use PULSE position of PULSEswitch for constant pulsing (conspicuity)
• Xenon lamps require 5 seconds to warm up to full brightness.
7‐54
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 16
Landing Light7‐54
Taxi Light7‐54
Exterior Lights7‐54
Fuel Differences
AFM Pages 7-59 to 7-61
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 17
Fuel Differences• Functionally, nothing has changed
• Capacities, layout, flows identical to Series 300
• Nomenclature has been clarified
• New FQGS (Fuel Quantity Gauging System) –computerized DC powered measurement
• Imitation ‘Caution Lights’ mimic Series 300.
7‐56
Fuel Control• Identical to 300
• Nomenclature better
– Switches match CBs
– All positions labelled
• Optional Wing Tankswitches at bottom.
7‐58
Fuel Quantity• Columns are
proportionate
• Green block indicates wing fuel pump is on
• Total quantity presented at top of screen
• Transfers to FMS 4 seconds after power-up.
7‐60
Fuel System Indications (1 of 2)Normal Operations Low Fuel Quantity
7‐60
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 18
Fuel System Indications (2 of 2)Normal Crossfeed Fuel Pumps Off
7‐60
CAS Annunciation7‐62
Fuel Quantity Gauging System• Small electronic
component
• Same concept as 300:
– Capacitance probes– Float switches
• Wing tank measurement is now by capacitance probe
• Very accurate…
7‐61
Capacitance Probes in Wing Tanks7‐61
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 19
Updated Placards
Engine & Propeller
Pages 7-69 to 7-75
Engine & Propeller• -34, but same flat rating
– 50 PSI take-off torque to ISA + 27°C– 50 PSI cruise torque to ISA+ 13°C– Reduced power take-offs FORBIDDEN
• Dynamic limitations display
• Beta indication, but no back-up system
• Intelligent ‘Reset Props’ annunciation.
7‐64
Fuel Control Unit• Change to fuel cut-
off system
• Simplified, similar to original -20
• No cut-off and dump valve.
7‐70
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 20
Beta Backup System Removed• Back-up
system completely removed
• Ground fine range indication remains.
7‐70
Ground Fine Range Indication• Cyan inverse video
background to NP
• Limitations will vary with NG
• ‘PROP LOW PITCH’red warning in flight.
7‐70
‘Reset Props’ Indication7‐70
Reset Props Logic7‐70
Speed left ADAHRS <87
Speed left validity OK
Speed right ADAHRS <87
Speed right validity OK
Switch positionindicates props not forward
Condition exists≥ 5 seconds
Message visiblefor minimum of0.5 seconds.
Either input will do
Both criteria required
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 21
System Test Switches• Identical to 300 in
every respect
• Green Beta button gone
• Autofeather weekly(300 also weekly now)
• Governor daily.
7‐72
Dynamic Limitation DisplayIdle Power Take-off Power
7‐75, 7‐76, 2‐18
Fire System Differences
AFM Page 7-79
Fire System Differences• Everything functionally identical to 300
• Some ‘fit, form, & function identical’ part replacements
• Spoken warning (aural alert) replaces bell.
7‐79
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 22
Fire Pushbutton7‐79
Fire Detection Probes7‐79
Pneumatic (Bleed Air) Differences
AFM Page 7-81
Pneumatic (Bleed Air) Differences
• ‘Pneumatic Low Press’ only present when boots installed – and boots selected ON
• Otherwise no change from 300.
7‐81
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 23
Ice & Rain Differences
AFM Pages 7-83 to 7-86
Ice & Rain Differences• Switch locations
• Intake deflector indication
• Pitot Heat annunciation
• Boots Control (Switches) simplified
• No dual pressure switch (∵ no auto heating).
7‐83
‘Basic’ Switches7‐83
Across the top row, left switch panel
(Windshield Heat is not basic)
‘Optional’ De-Ice Switches7‐83
Across the middle row, right switch panel
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 24
Aircraft without De-Ice boots7‐83
Blank middle row, right switch panelIntake Deflector Indication• Only indication of
extension is different
– Green A/I outboard of each T5 gauge
• Everything else identical to 300.
7‐86
Pitot Heat AnnunciationTwo Configuration Possibilities:
1) FAA Commuter (2010 cert. criteria)– CAS present if pitot heat not turned on– Default configuration from factory
2) Less Intrusive (ELOS) planned– CAS present only if pitot heat turned on and open circuit exists
in one pitot tube heater element, or;– OAT <5° and pitot heat not turned on.
7‐86
De-Ice Boot Switches• Two switches now combined into one
• ‘OFF’ position also enables manual control.
Section 9, Supplement 1
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 25
Heating & Ventilation
AFM Pages 7-89 to 7-93
Heating & Ventilation• Gaspers for pilots
• Controls relocated
• Automatic Temp Control deleted
• Airflow optimized
• Otherwise identical to 300.
7‐89
Gaspers for Pilots7‐89
Gaspers for Pilots7‐89
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 26
Ram & Cabin Air Controls7‐91, 7‐92
Right Side Defrost Duct Added7‐91, 7‐92
Switches & AnnunciationSwitches Annunciation
Cabin Temperature SensorSensor Annunciation
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 27
Hydraulic Differences
AFM Pages 7-96 & 7-97
Hydraulic Differences• No changes to system design or
system function, but:
1. Enhanced annunciation of low pressure
2. Start forbidden with low pressure
3. Hydraulic Pump Overtemperature CAS added.
7‐94
CAS Messages7‐96
Pressure Sensing7‐96
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 28
Limitation4‐21
Landing Gear Differences
AFM Page 7-98
Landing Gear Differences• Cleveland brakes
standard
• Don’t ride the brakes, overheating will result
• Allow to cool to the touch following RTO.
7‐99
Flight Control Differences
AFM Pages 7-101 to 7-108
page ref
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 29
Flight Control Differences• No physical changes to controls compared
to 300
• Flap Roller system improved
• Indications have changed
• Monitoring and advisory is more sophisticated – V constraints, TOWS.
7‐101
Flap Position Sensing7‐101
Trim Tab Position Indication• When on ground, green
indicates take-off range
• Legacy mechanical indications for pitch and yaw remain
• 37° = 37.5°(display is limited to 2 digits)
• Only the permitted flap settings are shown.
7‐101
Trim Tab Position Indication
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 30
Flap Roller STC (rubber) TOWS (Take-off Warning System)• Criteria:
– Aircraft on ground >20 seconds– Flaps set to between 8° and 12° (18 ° to 22° for floatplane)– Elevator and rudder trims within green band – Autofeather SELECTED
• Advisory (cyan) if Torque <20 PSI
• Warning (red, with voice) if Torque >20 PSI– Warning persists for minimum 2 seconds.
7‐103
TOWS (Take-off Warning System)7‐103
0
Flap Speed Constraint• Appears when
flap extension is >2°
• 103 knots ≥ 12°
• 93 knots > 12°
• Disappears when flap extension is <2°.
7‐108
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 31
Approach Plate Holder7‐107
Limitations Differences
Section 2 of AFM/POH
Section 2
Data Plate Engine Limitations• Not necessary to memorize engine limits
• The engine knows its own limitations
• Exceedences will be shown in amber or red, accompanied by a CAS message
• Acceleration limits are incorporated
• See pages 2-18 through 2-20.
2‐13
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 32
Electrical Limitations• Idle +15% has been dropped
(both 300 and 400)
– Use common sense instead
• 55% Ng before generator on (400 only) for voltage stability.
2‐20
Landing Flap Limitation• No more than 20° flap if landing weight is less than
9,500 pounds
– See bottom paragraph page 2-28– Due to low speed awareness tape issues
– Don’t need full flap at those weights anyway.
2‐28
Single Pilot Limitations• No single pilot IFR until QRH written
– See page 2-29, item 2.11.1
• Bookshelf, pen holder, approach plate holder all required for single pilot IFR
• Single pilot IFR in IMC really not recommended (Viking doesn’t do it).
2‐29
Apex Limitations• Use FMS for
non-precision approaches only
• No changeover warning (like Garmin)
• Watch the datum
– SID, STAR OK– Approach not OK.
2‐33
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 33
Occupancy & Headset Limitations2‐41
Normal Procedures
Section 4 of AFM/POH
Normal Procedures (1 of 7)• Same as 300 (at R53), except for avionics
differences
• Never start with a red CAS message(This is common sense, not a limitation)
• Start with props forward (always)
• Turn ESIS on before start (120 second warm-up)
• Continue start if Apex shuts down during start.
Section 4
Normal Procedures (2 of 7 - taxi)
• MEL may provide relief for amber CAS
• Red means stop.
4‐25
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 34
Normal Procedures (3 of 7)• Start both engines before generators on
• 200 millisecond limit EXTERNAL to BATTERY
• 55% Ng before generator(s) on
• Autofeather test weekly, not daily
• Never start with a red CAS message(Common sense, not a limitation).
Section 3
Normal Procedures (4 of 7 - takeoff)
• MEL may provide relief for amber CAS
• Take-off forbidden with red CAS(flight permit would be required).
4‐29
Normal Procedures (5 of 7)
• Also applies to 300 – reduced power take-off supplement has been withdrawn.
4‐30
Normal Procedures (6 of 7)4‐31
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 35
Normal Procedures (6 of 7)4‐31
Note pitch/speed problem here…
Normal Procedures (7 of 7)4‐31
Emergency Procedures
Section 3 of AFM/POH
Section 3
Emergency Procedures• Same as 300 (at R53), for anything involving
‘flight’(first 81 pages)
• Red border = red CAS messages(pages 13 to 33) – see table of contents
• Summary table on pages 82 – 85
• Will review post page 85 after Apex training.
Section 3
DHC‐6 Series 300 to 400 Differences Training ‐ Part 1 March 2011– R2
Based on POH at Initial Issue, with TR1 Michael Moore, Viking Air Limited Page 36