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 of Control - Ground or Water Collision - Rising Terrain Collision - Objects Heavy Landing Collision - Ground or Water Collision - Aircraft Undershoot Loss of Control Inflight Accidents by Type
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Part 1 (March 2011) DHC-6 Series 300 to 400 Training (AC Differences)
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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.
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
– 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