DeHavilland Twin Otter

Gen Fam

ENGINEERING TRAINING DEPARTMENT

DeHavilland TWIN OTTER

DHC-6 SERIES 310

GENERAL FAMILIARIZATION

WARNING
This study guide is intended for training purposes only. The information it contains is as accurate as possible at the time of issue,
and it is not subject to ammendment action. Where the information contained in this study guide is at variance with official
documents, the latter must be taken as the overiding authority. The contents in this study guide shall not
be reproduced in any form without the expressed permission
of MAA Engineering Training Department.

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ENGINEERING TRAINING DEPARTMENT

Contents

Subject
General
Dimensions
Powerplant
Engine Oil
Propellers
Fuel System
Doors
Baggage Compartment Doors
Loading Jury Strut
Cargo Compartments
Landing Gears
Wheel and Brakes

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Page
4
6
10
12
14
16
20
26
26
28
30
32

Subject
Hydraulic System
Hydraulic Power Package
Flight Controls
Gust Locks
Pitot Static System
Electrical Power
Exterior Lighting
Fire Detecting System
Fire Extinguishing System
Hand Operated Fire Extinguishers
Emergency Equipment

Page
38
40
42
42
44
46
50
52
54
56
56

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ENGINEERING TRAINING DEPARTMENT

Servicing diagram

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GENERAL

NOTES

The de Havilland DHC-6, Series 310 Twin Otter aircraft is an

all-metal, high wing monoplane, powered by two wingmounted, turbo-prop engines, each driving a three-bladed,
reversible pitch, fully feathering propeller. The aircraft carries
a pilot, copilot, and up to 20 passengers (MH 19 Pax),
depending upon the seating configuration. Alternatively the
Twin Otter can be equipped for cargo transportation,
ambulance duties, supply dropping, aerial survey operations
and fire-fighting. The aircraft can be adapted for operations
on wheel-skis, spring skis, floats (which necessitates the
installation of a short nose), and intermediate flotation gear
(for "soft field" operation) Optional installations available
include wing fuel tanks, anti-icing and deicing systems, crew
and passenger oxygen systems, autopilot, propeller
synchronizer, air conditioning, and various radio, navigation
and communication systems.

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ENGINEERING TRAINING DEPARTMENT

Layout of the cockpit

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ENGINEERING TRAINING DEPARTMENT

AIRCRAFT DIMENSIONS AND GROUND CLEARANCES

HORIZONTAL STABILIZER AND ELEVATORS:

With the aircraft supported on its landing gear, the principal

dimensions and ground clearances are as follows:

Span 20 ft - 8 in.
Chord 4 ft - 9 in.
Incidence 0o
Dihedral 0o
Aspect ratio 4.35
Airfoil Section 63 A213 Inverted and Modified

Note:Dimensions to Ground Line are approximate only and

vary depending on aircraft configuration and loading
conditions.

VERTICAL STABILIZER:
OVERALL DIMENSIONS:
Span 65 ft - 0 in.
Length 51 ft - 9 in.
Height (tires normal)19 ft - 6 in.
Propeller ground clearance (static)5 ft - 0 in.
Design gross weight 12,500 pounds
WINGS:
Type High
Chord 6 ft - 6 in.
Incidence 2 - 1/2o
Dihedral 3o
Aspect ratio 10.0
Airfoil Section DeHavilland High Lift Section

Height 13 ft - 6 in.
Root Chord 10 ft - 0 in. (Basic)
Tip Chord 5 ft - 0.6 in.
Aspect ratio 1.84
FUSELAGE:
Width (maximum) 5 ft - 9.2 in.
Height (top of center fuselage)9 ft - 8 in.
AREAS:
Wing 420 sq ft
Horizontal stabilizer and elevators98 sq ft
LANDING GEAR:
Main Wheels track 12 ft - 2 in.

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ENGINEERING TRAINING DEPARTMENT

Dimensions of the Twin Otter

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JACKING THE AIRCRAFT

Five jacking points are provided on the aircraft and are
located on the underside of the fuselage and main gear. Each
jacking pad is coded with a letter, the related insert shows the
jacking application. Tail lifting or slinging is accomplished by a
bar inserted in the rear fuselage lifting tube and supported by
two jacks, one at each end.
PARKING PROCEDURES
Park the aircraft by heading into the wind, applying the
parking brakes, locking the control surfaces, fitting protective
covers and propeller restrainers as necessary, and closing all
doors and access provisions. Before leaving the flight
compartment, insure that controls are set as follows:
Propeller levers to full INCREASE
Power levers to IDLE.
Fuel levers to OFF
BATTERY/EXTERNAL switch to OFF

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TOWING
Towing the aircraft is accomplished by attaching a towbar to
the nosewheel axle and disconnecting the nose leg torque
links. To connect the towbar to the nosewheel axle, insert
pawl pins through ends of the towbar into the axle spools,
then insert L-shaped locking pins vertically through ends of
the towbar and the groove in pawl pins.
Station a crew member in flight compartment to operate
brakes
when
aircraft
is
being
towed.
CAUTION: INSURE THAT BRAKE ACCUMULATOR IS
FULLY CHARGED TO 1500 PSI BEFORE COMMENCING
TO TOW AIRCRAFT.

PARKING BRAKE
A push-pull type parking brake handle is located on a pedestal
between the pilot's rudder pedals. To apply the parking brake,
depress both brake pedals fully, pull out the parking brake
handle and release pedals. To release parking brakes, apply
pressure to both brake pedals, push brake handle fully in and
release pedals.
MOORING PROCEDURES
Mooring is accomplished by parking the aircraft, chocking all
wheels fore and aft, and tying aircraft down with mooring
ropes using aircraft tie-down points.

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ENGINEERING TRAINING DEPARTMENT

Aircraft Jacking Points

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POWER PLANTS
The power plants comprise two United Aircraft of Canada
Limited PT6A-27 engines, each housed in a wing nacelle.
Each engine has two independent turbines, one driving the
engine compressor, fuel pump and accessory gearbox, and
the other driving the propeller through a reduction gearing. A
starter-generator and a gas generator tachometer are
mounted on the accessory gearbox. Retractable intake
deflectors for ice and snow protection are installed in the
engine air inlet ducts. On some aircraft (applicable to MH) a
spray ring for engine compressor washing is installed inside
each engine nacelle.
ENGINE WASH SYSTEM. An engine wash spray ring
installed in each engine nacelle provides for engine
compressor washing when operating in atmospheric
conditions of high salt content or industrial pollution. The
installation in each nacelle consists of a pipe assembly (spray
ring) attached to the nacelle structure and partially encircling
the engine; perforations in the pipe face inward to direct
cleansing agent into the engine. A capped connector in the
pipe assembly, which protrudes through the inboard side of
the nacelle, provides for the connection of a hose and
pumping apparatus when a washing operation is to be carried
out.

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ENGINE / PROPELLER CONTROLS. The engine / propeller

controls are mounted in the overhead console in the flight
compartment, and comprise power levers, propeller levers,
and engine fuel levers. Friction control knobs for the power
and propeller levers are also installed.
IGNITION SYSTEM. The ignition system for each engine
comprises a regulator, two ignitors, an ignition selector switch,
two shielded cables, an ignition switch, and an ignition relay.
Power is supplied through push-to- reset circuit breakers on
the main circuit breaker panel marked IGN L or IGN R.
STARTING SYSTEM. The starting system for each engine
consists of a starter-generator, a start switch (common to both
engines), and two starter relays. When the dc master switch is
on and the start switch selected for the required engine,
power is supplied to the starter-generator, which rotates the
gas generator turbine at sufficient speed to provide engine
light-up. When light-up occurs and the engine has accelerated
to idle speed and the switch is released, the starter relays
deenergize the starter circuit, and when the generator is
switched on the starter-generator produces dc power for the
aircraft electrical system. Power for the starting systems is
supplied through two circuit breakers on the main circuit
breaker panel, labeled START L and START R.

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ENGINEERING TRAINING DEPARTMENT

The engine with cowls opened

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ENGINE OIL SYSTEM

CHECKING OIL QUANTITY

Each engine oil system is integral with the engine and

incorporates an oil pump, filter, and tank. An oil cooler is
installed on the underside of the engine and is enveloped by
the engine lower cowling which directs the airflow through the
cooler. Oil flow through the core of the cooler is controlled by
a regulator which diverts the oil through a bypass until normal
operating temperature is reached; it also ensures oil
circulation in the event of restricted or blocked flow through
the cooler. Heated oil is used as a medium for raising the
temperature of the fuel prior to its delivery to the engine. This
is accomplished by piping oil through a fuel heater mounted
on the engine upper casing. Each engine oil tank has a
capacity of 2.3 U.S. gallons of which 1.5 U.S. gallons is
usable. The oil tank filler neck is accessible at the engine
accessory gear case. For oil pressure indication, a pressure
transmitter is installed in the engine accessory gear case and
is connected to the oil pressure indicator; a pressure switch is
installed also, in a line tapped into the accessory gear case,
and which is connected to the low oil pressure caution light.
For oil temperature indication a resistance bulb is installed in
the accessory gear case and connected to the oil temperature
indicator.

CAUTION: WAIT AT LEAST 5 MINUTES AFTER ENGINE

SHUT DOWN BEFORE OPENING THE OIL FILLER CAP.

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A quantity dipstick is contained in the filler cap and indicates

the quantity of oil required to top up tank to the full mark. To
check oil quantity, open panel to gain access to oil filler cap,
remove cap and check oil level in normal manner. Install and
secure cap on completion of check.
Oil level should be checked within 20 minutes of engine shut
down. Normal oil consumption is 0.1 lb/hr. More than 0.2 lb/hr
is not acceptable.
NOTE: Normal oil level is at the one quart mark on the
dipstick. Overfilling may cause discharge through breather.
If oil change has been performed or engine has remained
sationary for a period of more than 12 hours, start engine, run
at idle for 2 minutes, feather propeller, shut down engine,
check oil and replenish if required with same brand of oil.
CAUTION: DO NOT MIX DIFFERENT BRANDS OF OIL
WHEN CHANGING OR ADDING OIL BETWEEN OIL
CHANGES, SINCE THE CHEMICAL STRUCTURE OF
DIFFERENT BRANDS OF SYNTHETIC OIL MAY DIFFER
SUFFICIENTLY TO MAKE THEM INCOMPATIBLE.

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OIl dipstick attached to the oil cap

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NOTES
PROPELLERS
The two propellers are Hartzell HC-B3TN-3D, metal,
counterweight, three-bladed, fully feathering, reversible pitch,
speed governed units with pitch change mechanisms and
hydraulic systems. Each propeller is 8 ft 6 in. in diameter and
has a pitch range of -15o (reverse) to +87o (feather), and a
pitch setting of +17o. Each is controlled in the constant speed
and feather ranges by the propeller lever through a propeller
governor on the propeller reduction gearbox. The power lever
is connected to the propeller reverse cam mechanism for
control of the propeller in its 17o to -15o (beta) range. Each
propeller system incorporates a propeller overspeed governor,
an automatic feathering system and an electrically-operated
beta back-up system; the latter to prevent either propeller
form going below IDLE rpm blade angle unless selected.
Propeller blade latches (when installed) provide for engine
starting and stopping with propeller blades at the zero thrust
position. On special order a propeller synchronizing system
can be installed. The speed of each propeller is indicated on
a propeller tachometer on the engine instrument panel.

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ENGINEERING TRAINING DEPARTMENT

Keep clear of the propeller arcs when working on the aircraft.

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ENGINEERING TRAINING DEPARTMENT

FUEL SYSTEM
Fuel is contained in two fuselage fuel tanks, one forward and
one aft. The tanks can be gravity refueled through two filler
points, one for each tank, located on the left side of the
fuselage near the wing strut. The forward tank supplies the
right engine and the aft tank the left engine, with the main
feed lines to both engines passing through No. 6 cell (aft
tank). A crossfeed valve provides a fuel supply to both
engines from one tank. Each fuel tank consists of four
interconnected fuel cells. Two fuel booster pumps, installed in
the collector cell of each tank, deliver fuel under pressure to
the engine; this pressure also operates a fuel ejector which
transfers fuel from the end cell into the collector cell. From
No. 6 cell the main feed line to each engine is routed up the
rear side of the wing strut, along the wing and into the
appropriate nacelle. Mounted in each nacelle behind the
firewall is a fuel strainer, a flow meter transmitter and a fuel
emergency shutoff valve.
To permit checks for water
accumulation in the fuel system, water drain valves are
provided in the forward and aft fuselage tank interconnector
manifolds and in each fuel strainer. In addition, a fuselage
tank fuel drain valve is provided in each sump plate for No. 4
and No. 5 collector cells. A fuel quantity indicating system of
the capacitance type is provided for each fuel tank. Fuel low
pressure and low level indicating lights are provided on a
caution lights panel in the flight compartment.

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FUEL TANK CAPACITIES. Usable capacities of the two fuel

tanks are as follows:-

Forward tank
Aft tank

Weight - lb

Imp Gal

U.S. Gal

1,178
1,280

151
164

182
198

JP4 fuel = 7.8 lb per Imp. gallon.

Fuel system arrangement

REFUELING
Filler neck refueling
(1) Observe refueling safety precautions
(2) Insure external power supply to aircraft is disconnected
and aircraft supply is off
(3) Ground supply nozzle to ground socket, remove filler cap,
insert nozzle and fill tank. When tank is full, remove
nozzle, replace and secure cap and disconnect ground
plug from ground socket.

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ENGINEERING TRAINING DEPARTMENT

Fuel system arrangement

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FUEL QUANTITY INDICATORS. The two fuel quantity

indicators are located on the pilot's flight instrument panel and
identified AFT and FWD. Both indicators denote fuel contents
of their respective tanks in pounds and each indicator dial is
marked FUEL QUANTITY LBS x 100. The aft indicator has
scale markings ranging from 0 to 1425 in increments of 25 lb
with even numerals from 0 to 14 at 200 lb intervals. The FWD
indicator has scale markings ranging from 0 to 1400 in
increments of 25 lb with even numerals at 200 lb intervals
from 0 to 12. Each indicator reflects the mean value of the
fuel levels detected by four capacitance type probes in its
associated fuel tank. The fuel quantity indicators are powered
from the 400 cycle, 115-volt ac bus through FUEL QTY FWD
and AFT fuses on the fuse panel. On some airplanes the fuel
quantity indicators are located on the engine instrument panel.

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FUEL SYSTEM WATER DRAINING

Water and/or contaminants must be drained from fuel
strainers and fuselage tank interconnector manifolds at
regular intervals as prescribed in the Inspection Schedule. To
accomplish this, open water drain valves provided, keep
valves open until clean fuel only is ejected and close valves.
NOTE: Due to the higher locations of fuel strainers in engine
nacelle, water and/ or contaminants from strainers may be
drawn into fuel tanks when associated drain valves are
opened. To prevent contamination of fuel tanks, booster
pumps must be operating before fuel strainer drain valves are
opened.

DRAIN VALVES. There are four water drain valves

incorporated in the fuel system to provide a check for water
accumulation. One is installed on each fuel strainer and one
in each fuel manifold. Those on the fuel strainers are located
in the engine nacelles, the remaining two are located in the
trough on the underside of the fuselage. Aircraft with Mod
S.O.O 6048 incorporated have an additional water drain valve
(Mod 6/1498) fitted in the aft fuel manifold below No. 8 cell.
Aircraft with Mod S.O.O. 6118 incorporated have two
additional water drain valves, one fitted in each of the fuel
manifolds below No. 1 and 8 cells, respectively (applicable to
MH). A fuselage tank fuel drain valve is fitted to the sump
plate of each collector cell and is located behind an access
panel near the fuel manifold water drain.

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ENGINEERING TRAINING DEPARTMENT

Fuel control and indication

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Fuel strainer drain

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ENGINEERING TRAINING DEPARTMENT

DOORS
The aircraft entrances and exists consists of two flight
compartment doors, two passenger cabin doors, front and
rear baggage compartment doors, two emergency escape
doors, one on each side of the aircraft, and two servicing
access doors. On aircraft with Mod 6/1325 embodied, the
front baggage compartment front latch incorporates a lock
which can be operated externally with a key.
Two sliding doors, located at the cabin front bulkhead, provide
interconnection between the cabin and flight compartment.
A doors unlocked caution system is installed on aircraft
incorporating Mods S.O.O 6061, 6/1239, 6/1268 or 6/1284.

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PASSENGER/CREW DOORS. Two crew entry doors, one

each side of the flight compartment, and two passenger
doors, one each side of the cabin compartment are provided.
FLIGHT COMPARTMENT DOORS. Each flight compartment
door has a fixed window and a sliding window with a release
handle. The doors are secured to the airframe structure by
two hinges at the forward edge of each door, which allows
either door to be opened outward and forward, to a position
limited by a nylon restraining strap. An interior and exterior
door handle is installed, which when turned clockwise,
operates a latch mechanism which disengages a mid-door
bolt, and an upper latch pin. Each exterior door handle can
be locked by key from the outside. A map case is provided in
the lower part of each door.

At the customer's option, a zippered quilted vinyl/fabric

doorway, or a hinged door incorporating a vent and a latch
may be installed to permit access to the rear baggage
compartment.
On aircraft incorporating Mod 6/1613, two hinged doors
(upper and lower) are installed on the cabin rear bulkhead.
Both doors open to the rear to permit access to the rear
baggage compartment.

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ENGINEERING TRAINING DEPARTMENT

Doors - location

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CABIN COMPARTMENT DOORS. The cabin left

compartment door is in two parts, the forward part is normally
an airstair door for passenger entry, and the rear part to
provide a larger entrance space for cargo loading. At the
customer's option, the airstair door can be replaced by a
forward cabin/cargo door (Mod S.O.O 6107), which when
installed is hinged to the forward part of the door frame, to
permit the door to be opened outward and forward to a limit
determined by a stay assembly. An entrance ladder, which in
use engages two slots in the door still, can be stowed on the
door. This door has an inspection window displaying door
locked indicator marks similar to those described later for the
right-hand cabin door.

NOTES

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ENGINEERING TRAINING DEPARTMENT

Left Rear Cabin Door

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The airstair door as installed to the basic aircraft, opens

downward and outward, and is supported in the open position
by two covered cable assemblies. One cable assembly is
connected to the front edge of the door, and the other to the
rear, both cables run parallel with each other and attach to the
fuselage structure at the upper door frame. The upper section
of each cable assembly (Pre Mod 6/1527) incorporates a
strap to assist in closing the door. Aircraft incorporating Mod
/1527 have an adjustable eye-fitting with a locknut on the rear
cable assembly. The fitting is threaded onto the upper end of
the rear cable assembly and connected to the rear doorframe. The fitting can be adjusted to equalize cable tension
between the front and rear cable assemblies. On aircraft with
Mod S.O.O 6114 or Mod 6/1606, the airstair door is provided
with a door restraint (door saver) which prevents the door
falling free when being lowered and gives spring assist when
being raised. The airstair door can be quickly removed to
provide easier access for cargo loading.
To assist in
passenger entry and exit, the airstair door is provided with
handrails and an extension step. Each handrail is attached
between its associated covered cable assembly and the
appropriate side of the airstair door, and is so designed that
as the door is closed it will fold up against the inner side of the
door. The airstair door has an internal and external handle
which operates a latch mechanism to engage the two door
locking pins in the fuselage upper door surround structure. An
inspection window provides the means of checking that the
two fluorescent orange witness marks (one on the locking pin
rod and the other on a fixed bracket), align

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when the door is fully locked. Contacts, to complete the

electrical circuit to the internal door unlocked microswitch, are
located on both the door and the fuselage door upper
surround.
The cabin left rear door is hinged to the rear part of the door
frame, and opens outward and rearward. When closed, the
door is locked top and bottom by engaging sliding bolts which
are then secured with elastic straps.
The cabin right door, which opens outward and forward, is
hinged at the forward part of the door frame. A strap
assembly restricts the door movement to prevent it from
contacting and causing damage to the fuselage skin. The
door latch mechanism, operated by an internal or external
handle, has a latch bolt which engages in the door rear
surround structure. An inspection window adjacent to the
door lock handle shows, when the door is locked, a part of the
door latch mechanism marked with orange dayglow paint.
With the door locked this painted portion should be aligned
with painted lines on each side of the inspection window.
The exterior cabin door handles can be locked by a key from
the outside, and each interior handle is covered by a springloaded plastic safety guard which must be lifted in order to
operate the handle.

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ENGINEERING TRAINING DEPARTMENT

Airstair Door (open) and Right Cabin Door

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EMERGENCY EXIT. The emergency exit consist of two

escape doors, one on each side of the passenger cabin
compartment.
ESCAPE DOOR. Each escape door has a handle release
mechanism, a window, door seal, and rubber pads bonded to
the side and bottom structure. Pulling downward on the
release handle disengages the release handle from fittings on
the cabin structure and on the door. The top of the door is
then pushed outwards until clear of the door frame.

BAGGAGE COMPARTMENT DOORS

REAR BAGGAGE COMPARTMENT EXTERIOR DOOR. The
rear baggage compartment exterior door on the left side of the
fuselage is hinged at its top edge and opens upward and
outward, and can be supported in the open position by a door
stay. The door handle has an integral key lock. the rear
baggage compartment door is included in the DOORS
UNLOCKED caution light circuit.

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FORWARD BAGGAGE COMPARTMENT DOOR.

The
forward baggage compartment door on the left side of the
nose is hinged at its top edge and opens upward and outward
and can be supported in the open position by a door stay.
The door is secured in the closed position by two recessed
latch assemblies. The forward latch can be key locked. This
baggage compartment door is included in the DOORS
unlocked caution light circuit, when installed.

LOADING JURY STRUT. A loading jury strut is supplied with

the aircraft for use when loading heavy cargo items. The strut
is attached to the aircraft by engagement of its upper end with
an adapter on the underside of the fuselage below the rear
baggage compartment door. It will normally be clear of the
ground but during loading it may support the aircraft by
contact with the ground. After completion of loading it should
again be clear of the ground.

REAR BAGGAGE COMPARTMENT INTERIOR DOOR. A

fabric covered door assembly is installed on the cabin rear
bulkhead for access to the rear baggage compartment on
utility aircraft. On commuter aircraft a removable panel
located in the rear bulkhead directly above the center rear
seat can be removed to provide access to the rear baggage
compartment. .

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ENGINEERING TRAINING DEPARTMENT

Emergency exits

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CARGO COMPARTMENTS
Provision is made for carrying cargo in the front, rear and
cabin compartments.

NOTES

FRONT BAGGAGE COMPARTMENT. Four permanently

attached tie-down rings are provided in the front baggage
compartment.
REAR BAGGAGE COMPARTMENT. Eight permanently
attached tie-down rings are provided, four in the baggage
compartment and four in the baggage compartment
extension. A baggage restraint webbing is fitted at the semibulkhead between the baggage compartment and the
extension.
CABIN COMPARTMENT. With any passenger seat removed,
cargo tie-down rings can be attached to anchor nuts on the
floor rail and cabin wall side rail. On aircraft with rail and track
assembly, tie-down rings can be fitted at any location on the
track, using Aeroquip cargo tie-down rings.

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ENGINEERING TRAINING DEPARTMENT

Cargo tie-down point locations

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LANDING GEARS
MAIN GEAR. Each main gear consists of a leg assembly,
shock absorber, and wheel and brake assembly. The leg
assembly is bolted to two lower attachment fittings on the
fuselage, and these provide the pivoted point for leg
movement. Restriction and damping of leg movement is
controlled by a shock absorber of the urethane block type.
Each shock absorber is bolted to two fuselage upper
attachment fittings and to metal pads on the leg assembly.
Installed on the axle is a wheel and a hydraulically-operated
brake assembly. A two piece fairing encloses the leg.
MAIN WHEELS. A magnesium main wheel is carried on the
axle of each main gear leg, and is of the split hub type to
facilitate removal and installation of tubeless tires. The main
wheel has an 8-ply rating, 11.00 x 12 nylon tubeless tire.
When modification S.O.O 6048 is incorporated, each main
wheel is fitted with a 10-ply rating 15.00 x 12 tire, which may
be tubeless or, when Mod 6/1408 is incorporated, fitted with a
tube. On aircraft with S.O.O 6048 and Mod 6/1526, a 36 x
13.00 x 12 tire is fitted to each main wheel.
When S.O.O 6124 is incorporated, an aluminum wheel (P/N
5000444) is fitted in place of the magnesium wheel.

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NOSE GEAR SHOCK STRUT. The nose gear shock strut

consists of an outer cylinder, piston assembly, nosewheel fork
and a steering collar. The cylinder forms the main structure of
the strut and provides the mounting for the nosewheel
steering actuator. The nosewheel fork is secured to the piston
and telescopes within the cylinder which is charged with MILH-5606 oil and air, damping being achieved by restricting the
oil and air flow through orifices in the piston. A valve, through
which the strut may be recharged, is located on top of the
strut.
Servicing Nose Gear Shock Strut
The nose gear shock strut must be serviced in accordance
with instructions on the nose gear identification plate.
CAUTION: Dry compressed nitrogen is
compressed air for charging the shock strut.

preferred

to

NOSE WHEEL. The nosewheel is carried on the axle

mounted in the fork of the nose gear, and is of the split hub
type to facilitate removal and installation of tubeless tires. An
O-ring is installed between the two halves of the hub to
provide an airtight housing for the tire. The nosewheel has 6ply rating 8.90 x 12.50. Type III, low pressure tubeless tire.
When modification S.O.O 6048 is embodied, a main wheel
hub fitted with a 15.00 x 12 tire and tube is installed in the
nosewheel position. On aircraft with S.O.O 6048 and Mod
6/1526, a 36 x 13.00 x 12 tire is fitted to the nosewheel.

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ENGINEERING TRAINING DEPARTMENT

Main gear and nose gear

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

WHEEL AND BRAKES

WHEELS. The main landing gear wheels are carried on the
axle of each main gear leg, and the nosewheel is carried on
the axle mounted in the fork of the nose gear. The wheels are
of the split hub type to facilitate removal and installation of
tubeless tires.

Gen Fam

BRAKE HYDRAULIC PRESSURE INDICATOR. The brake

hydraulic pressure indicator is mounted on the pilot's
instrument sub panel. The indicator is direct-reading bourdon
tube type with dial marked PRESSURE, PSI, and scales
marked from 0 to 2000 psi in increments of 100 psi.

WHEEL BRAKES SYSTEM. The wheel brakes system

consists of hydraulically operated wheel brake units controlled
from the pilot's and copilot's rudder pedals. The fluid pressure
is metered to the wheel brake units in proportion to brake
pedal depression. When the hydraulic system electric motordriven pump or handpump is operated, fluid is supplied from
the main hydraulic system to the control valves and to charge
a wheel brakes accumulator. Return fluid from the control
valves is fed back to the hydraulic system common return line.
A check valve is installed upstream of the supply line to the
accumulator. The accumulator supplies brake pressure when
the pumps are not in operation.

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

Main wheel instalation

For traIning purposes only - Issue 2 Rev 1

Gen Fam

Nose gear Identification Plate

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ENGINEERING TRAINING DEPARTMENT

WHEEL AND BRAKE UNIT . The wheel is cast magnesium

and conforms to all Rim Association standards for a 11.00 12 divided type wheel, suitable for use with all 11.00 - 12 8
ply tube type or tubeless tires. It is made up of two wheel
halves with an external brake disc fastened together with high
strength bolts, washers and self-locking nuts. Rubber lip
seals on the inner and outer wheel halves protect the
bearings.

Gen Fam

CHECK BRAKE LINING WEAR.

Visually check lining for
excessive wear or edge chipping. Linings should be replaced
when worn to a thickness of .100 in. The brakes do not need
to be applied during this check. Whenever the wear limits are
exceeded, replace the applicable worn parts.
CAUTION: DO NOT MIX NEW AND USED BRAKE LININGS.
Brake conditioning may be accomplished as follows:

The wheel brake unit is bolted to the torque plate of each

main wheel axle and is a single caliper, 4 piston external disc
design, with sintered metallic lining. It is suitable for use with
MIL-H-5606 brake fluid. Hydaulic fluid acting on the pistons
forces the inner linings against the disc and moves the brake
caliper until both the inner and outer linings contact the disc to
effect braking. A bleeder screw assembly is fitted at the top
rear end of each brake unit.

1. Perform two (2) full stop braking applications from 30 to 35

knots, allowing the brake discs to cool between each stop.
2. This conditioning procedure will wear off high spots and
generate sufficient heat to glaze the lining. Once the lining is
glazed, the braking system will provide many hours of
maintenance free service.
3. Avoid light use, such as taxiing, which will cause the glaze
to be worn rapidly.

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

Wheel and brake assemblies

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

Gen Fam

WHEEL ASSEMBLY REMOVAL

CAUTION: RELEASE BRAKES
A. Jack aircraft until tire is clear of ground and deflate tire.
B. Remove the 4 back plates from the brake housing by
removing 12 bolts.
C. Remove snap ring and hubcap from wheel.
D. Remove axle nut , spacer, grease seal and outer bearing
cone.
E. Remove wheel and tire assembly from axle as a unit.
WHEEL ASSEMBLY INSTALLATION
A. Mount wheel assembly on axle
B. Apply a thin coat of bearing grease on axle nut and
threads.
C. Install bearing cone in wheel.
D. Install spacer and axle nut on axle.
E. Tighten axle nut to 150 to 200 in-lbs of torque while
rotating the wheel to insure proper seating of the
bearings.
F. Back off the axle nut to zero torque, then retorque the
nut
to 40 in-lbs while rotating the wheel. If the
locking holes do
not align, tighten the nut to the next
available key position.
G. Install cotter pin.
H. Install grease seal, hubcap and snap ring.
I. Install 4 brake lining back plates and torque the 12
bolts to
80-85 in-lbs. and safety wire.
J. Remove aircraft from jacks and inflate tire to proper
pressure.

For traIning purposes only - Issue 2 Rev 1

PARKING BRAKE. A push-pull type parking brake handle is

located on a pedestal between the pilot's rudder pedals. The
handle has restricted movement on the parking brake rod
assembly and is spring-loaded to the off position. The rod
assembly is connected to a forked lever fitted with two
adjustable stops. These stops ride in machined portions of
the brake control valves torsion tube levers, and when the
brake pedals are fully depressed and the parking brake
applied, the forked lever holds the torsion tube levers and
brake control valves in brakes on position. To release the
brakes, pressure on the brake pedals will allow the spring
loading of the parking handle to push the forked lever clear of
the torque levers.

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ENGINEERING TRAINING DEPARTMENT

Parking brake

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

HYDRAULIC SYSTEM
The hydraulic system operates the wing flaps, nosewheel
steering, wheel brakes and skis (when installed). The main
components of the system are: an electric motor-driven pump,
emergency handpump, reservoir, damping and brake
accumulators, flap and nosewheel steering actuators, brake
valves, and a flap selector. A filter, pressure switch, relief and
thermal relief valves, check valves, and pressure gages are
also included in the system.
The system is pressurized by the motor-driven pump running
on 28 volts DC from a 35 amp CB and pressure supply is
retained by the damping and brake accumulators. Pressure is
immediately available from the damping accumulator for
operation of the flaps, nosewheel steering, and wheel brakes.
The brake accumulator supplements the damping
accumulator in supplying the brakes, and also maintains a
reserve pressure for brake operation in the event of pressure
loss form the damping accumulator or failure of the motordriven pump. A pressure switch senses system pressure and
regulates the operation of the motor-driven pump
automatically without cockpit switching so that a
predetermined working pressure is always maintained by the
two accumulators.

For traIning purposes only - Issue 2 Rev 1

Gen Fam

The emergency handpump is provided for use in the event of

failure of the motor-driven pump. It may be used manually to
pressurize the accumulators or to operate the wing flaps and
nosewheel steering directly. The two accumulators are
precharged with nitrogen or compressed air, which is
facilitated by a charging valve and a pressure gage adjacent
to each accumulator. The main power components of the
hydraulic system (motor-driven pump, reservoir, accumulators
and their pressure gages) are combined in a power package
mounted on the fuselage structure beneath the flight
compartment floor. It is accessible for servicing from both
sides of the fuselage through access doors.

CHECKING FLUID LEVEL

(1) Insure that brakes are off and flaps are up
(2)
Insure discharge of brake and system damping
accumulators by operating the brakes and wing flaps until
accumulators are completely discharged (brake and
hydraulic pressure inidicators read zero).
(3) Unscrew hydraulic reservoir filler cap and check that fluid
level is between REFILL and FULL marks on dipstick. Add
hydraulic fluid, Specification MIL-H-5606, as necessary.

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Gen Fam

ENGINEERING TRAINING DEPARTMENT

The hydraulic system

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

HYDRAULIC POWER PACKAGE

The hydraulic power package supplies hydraulic pressure to
operate the wing flaps, wheel brakes, nosewheel steering
systems, and for lowering and raising the ski actuators, when
fitted.
The package consists of a tray containing the reservoir, brake
and damping accumulators, indicators and charging valves,
electric motor-driven hydraulic pump, system filter, system
pressure relief valve, brake pressure relief valve, system
pressure switch, and associated hydraulic lines and check
valves. The package is mounted on the fuselage structure
beneath the flight compartment floor and is accessible form
both sides of the fuselage through access doors.
HYDRAULIC RESERVOIR. The hydraulic reservoir is a
cylindrical tank containing a filler neck, a filter screen, a cap
and dipstick assembly, two suction outlets, a return inlet, and
a vent. The reservoir is bolted to the power package tray.
The filter neck, filter screen, and cap and dipstick assembly
are accessible through the left access opening.
DAMPING ACCUMULATOR. The damping accumulator is
incorporated in the hydraulic system to damp out pressure
surges in the hydraulic system and provide a secondary
source of operating pressure. The accumulator is secured to
the power package tray by two clamps. A combined indicator
and air charging valve for the damping accumulator is
mounted on a bracket on the left side of the power package.

For traIning purposes only - Issue 2 Rev 1

Gen Fam

WHEEL BRAKES ACCUMULATOR.

The wheel brakes
accumulator provides the wheel brakes with supplemental
pressure in an emergency or during limited periods of peak
demand, and provides pressure when the hydraulic system is
shut down while parked. The accumulator is secured to the
power package tray by two clamps. A combined indicator and
air charging valve for the wheel brakes accumulator is
mounted on a bracket on the left side of the power package.
CHARGING THE WHEEL BRAKES ACCUMULATOR
The wheel brakes accumulator is mounted on the hydraulic
power package located beneath the flight compartment floor.
A remote air charging valve and pressure indicator are located
at the left of the accumulator. To charge the accumulator,
release accumulator hydraulic pressure by operating the
brake pedals, then charge the accumulator with nitrogen or
dry air to 700 to 800 psi.
CHARGING THE DAMPING ACCUMULATOR
The damping accumulator is mounted on the hydraulic
package alongside the wheel brakes accumulator, and is
accessible through the same access door. To charge the
accumulator, release accumulator hydraulic pressure by
operating the wing flaps, then charge the accumulator with
nitrogen or dry air to 700 to 800 psi.

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ENGINEERING TRAINING DEPARTMENT

Gen Fam

The hydraulic package with the wheel brakes and damping accumulators.

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

FLIGHT CONTROLS

GUST LOCKS

The flight controls are conventionally operated through pulley

and cable systems and mechanical linkage by a control
column, control wheel rudder pedals. The control column is of
a dual Y configuration located on the aircraft centerline with a
control wheel pivoted at the upper end of each arm. The
ailerons lower with the wing flaps and their degree of
movement increases proportionately with flap deflection. The
ailerons move differentially at any flap position. The left
elevator, rudder and left aileron are equipped with flight
adjustable trim tabs, and the right elevator with a trim tab that
is interconnected with the flaps. A geared tab is installed on
each aileron and on the rudder.

Gust locks are provided to secure the main flight control

surfaces (ailerons, rudder and elevator) while the aircraft is
parked. The rudder system is provided with a built-in system
controlled by an operating lever to the flight compartment floor
in front of the pilot's seat. Both aileron and elevator gust locks
are removable struts (part of flyway kit) which engage fittings
on the instrument panel structure, control column and floor.
On aircraft with Mod 6/1676 incorporated, the elevator gust
lock strut locks the control column in a forward position. The
rudder gust lock must be engage and the handle held up until
the vertical strut is installed.

CONTROL COLUMN. The dual Y configuration control

column mounts pilot's and copilot's control wheels that are
interconnected through a chain and sprocket system and
linked to the aileron control system. A double acting spring
strut attached to the forward side of the copilot's arm of the
control column assists the return of the aileron controls to the
neutral position. A control arm attached to a transverse
torque tube on the base of the control column is connected to
the elevator control system. A nosewheel steering lever on
the control column pivots about the hub of the pilot's control
wheel. A microphone switch is mounted on each control
wheel.

For traIning purposes only - Issue 2 Rev 1

RUDDER GUST LOCK.

The rudder gust lock is a
permanently installed mechanical linkage beneath the flight
compartment floor which secures the rudder in the neutral
position. The gust lock linkage consists of a hinged lever,
connecting rods, a bellcrank and a spring-loaded lever. The
hinged lever is flush with the flight compartment floor and
when lifted to select rudder gust lock, operates the connecting
rods to engage the spring-loaded lever in a slot in the rudder
control quadrant. A spring connected to the spring-loaded
lever, ensures that the lock cannot be engaged unless
selected.

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Gen Fam

ENGINEERING TRAINING DEPARTMENT

Gust lock installation

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

Gen Fam

PITOT STATIC/PNEUMATIC SYSTEMS

Pitot Heater Operational Test
PITOT STATIC SYSTEM
The pitot-static system supplies the pilot's and copilot's
airspeed, altitude and vertical speed indicators. The system,
(Mod S.O.O. 6075), consists of two independent pitot systems
and two independent balanced static systems to operate the
pilot's and copilot's airspeed indicators, altimeters, and vertical
speed indicators.
The pitot systems consists of two
electrically-heated pitot heads, each installed on a mast
projecting from the left and right side of the aircraft nose
section. The left side serves the pilot's airspeed indicator and
the right side serves the copilot's airspeed indicator. Each
pitot head is connected to its respective airspeed indicator by
a flexible hose and a moisture trap is installed in the lowest
part of each line adjacent to the mast. The static systems
consist of four static vents, two on each side of the aircraft
nose section, one above the other. The lines from each static
vent are routed to the static manifold where the lines from the
upper vents interconnect and the lines from the lower vents
interconnect. Static pressure from the lower vents is routed
from the manifold to the static valve by a single line where it is
switched to the pilot's flight instruments with the valve set to
NORM. Static pressure from the upper vents is routed by one
line directly to the copilot's flight instruments and by a second
line to the static valve. When the static valve is set to EMER,
static pressure to the pilot's flight instruments is switched from
the lower vents to the upper vents and the static pressure
from the lower vents is blanked off.

For traIning purposes only - Issue 2 Rev 1

1.Conect external power scource to aircraft.

2.Set BATTERY - OFF - EXTERNAL switch to EXTERNAL
and switch on DC MASTER switch.
3.Insure PITOT HTR L and R circuit breakers are engaged.
4.Switch on pitot heater and check that pitot head warms up.
CAUTION: DO NOT LEAVE PITOT HEATER SWITCHED ON
FOR MORE THAN ONE MINUTE.
5.Switch off DC MASTER switch and BATTERY - OFF EXTERNAL switch. Disconnect external power scource.

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ENGINEERING TRAINING DEPARTMENT

Pitot-static system layout

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

ELECTRICAL POWER
Aircraft 28-volt dc electrical power is provided by two startergenerator systems in conjunction with two 24-volt batteries
(main and auxiliary). The dc system is a single wire type
installation using the airframe structure as ground return. The
main battery supplies all dc power necessary when the
generators are off-line and is also used to start the engines.
The auxiliary battery provides an independent source of
power for the engine start control and ignition circuits.

Gen Fam

Dc circuits are protected by thermal push-pull circuit breakers

and the ac circuits by fuses.
APPLICATION OF EXTERNAL POWER
The external power receptacle is located on the left side of the
fuselage beside the baggage compartment door. A spring
loaded flap is fitted over the power receptacle to protect it
from dirt and weather.
(1) Insure that EXTERNAL / BATTERY switch is set to OFF.

Aircraft alternating current (ac) is provided as follows:

Two 250 VA static inverter system
OR
Two 400 VA static inverter system (Special Order)
When equipped with 250 VA static inverters, each inverter
gives 115/26-volt, 400 Hz single phase outputs from a 28volts dc input. With transformers fitted, the 250 VA system
can provide an additional 26-volt output to cater for extra ac
instruments.
When equipped with 400 VA static inverters, each inverter
gives a 115-volt, 400 Hz single phase output from a 28-volt dc
input. The 400 VA system must be fitted with transformers to
provide a 26-volt ac output.

(2) Connect 28 - volt dc power source to aircraft external dc

power receptacle.
(3) Insure circuit breakers are engaged.
(4) Set EXTERNAL / BATTERY switch to EXTERNAL.
(5) Set DC master switch to MASTER; set BUS TIE switch to
NORMAL.
CAUTION: Do not commence work on aircraft electrical
equipment with electrical power connected, unless work
consists of tests requiring use of electrical power.

An external 28-volt dc power source can be connected to the

aircraft for engine starting and test purposes.

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

Gen Fam

Location of electrical system switches in the cockpit and external power receptacle

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

DC MASTER SWITCH. A two-position dc master switch is

located on the overhead console. The switch has a center-off
position marked OFF and an on position marked DC
MASTER. This switch controls the power supply to all buses,
except the main battery bus, in conjunction with the
external/battery switch and the bus tie switch; when the dc
master switch is at OFF, no power is supplied to these buses
regardless of the position of the external/battery switch. At
DC MASTER position, the switch connects power from an
external power source or the battery, (as determined by the
external/battery switch position) to left and right buses or left
bus only (as determined by the bus tie switch position), or the
generators to their respective buses.
EXTERNAL/BATTERY
SWITCH.
A
three-position
external/battery switch, located on the overhead console has
positions marked EXTERNAL, OFF, and BATTERY. It
connects the various sources of electrical supply to the buses
dependent upon the position of the dc master switch. At
EXTERNAL the switch connects an applied external power
source the system and isolates the battery. At BATTERY, the
battery powers the electrical system if the generators are
inoperative or their voltage output is less than that of the
battery. One or both generators are connected to the system
at BATTERY position if the generator output exceeds that of
the battery.

For traIning purposes only - Issue 2 Rev 1

Gen Fam

EXTERNAL POWER RECEPTABLE. An external power

receptacle is located on the fuselage left side aft of the cargo
doors; it is covered by a spring-loaded access panel. When
external power is connected, the external/battery switch is at
EXTERNAL, and DC MASTER switch at DC MASTER, an
external power relay is energized (provided the generators are
not operating) which connects the external power to the left
and right dc buses (provided the bus tie switch is at
NORMAL).
DC VOLTMETER. A dc voltmeter is mounted to the right of
the emergency panel. The voltmeter dial is marked DC
VOLTS and has a scale graduated in 1-volt increments from 0
to 30, with numerals at 10-volt intervals. It is connected to the
left dc bus and indicates the voltage at the bus, supplied from
any of the power sources. It is protected by a VM circuit
breaker on the main circuit breaker panel.

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ENGINEERING TRAINING DEPARTMENT

Main battery installation and auxiliary battery

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

EXTERIOR LIGHTING SYSTEM

The exterior lighting system comprises position lights, landing
lights, and an anti-collision light; wiring is installed for the
addition of a special order taxi light and wing inspection lights.
A lower anti-collision light and the necessary wiring, and
strobe lights and the necessary wiring, can also be installed
on special order. All exterior lights are powered from the left
or right dc buses.
POSITION LIGHTS. The conventional position (or navigation)
lights consists of red and green wing tip lights and a white tail
light. The lights are controlled by a switch marked POSN on
the overhead console. The circuit is powered from the left dc
bus and protected by a POSN LTS circuit breaker on the main
circuit breaker panel.
ANTI-COLLISION LIGHTS. Two white strobe type anticollision lights are part of the position light assembly installed
in each wing tip. A red rotating anti-collision beacon light is
mounted on the top of the vertical stabilizer. The white strobe
lights are controlled by a switch marked ANTI COLL on the
overhead console; the circuit is powered from the left dc bus
and is protected by the ANTI COLL LT circuit breaker on the
main circuit breaker panel. The red rotating anti-collision
beacon light is controlled by a switch labeled BEACON on the
overhead console; the circuit is powered from the left dc bus
and is protected by the BEACON LT circuit breaker on the
overhead circuit breaker panel. On special order a lower
rotating anti-collision beacon light can be mounted on the
underside of the rear fuselage. It is controlled by be

For traIning purposes only - Issue 2 Rev 1

Gen Fam

BEACON switch on the overhead console; the circuit is

powered from the right dc bus protected by the ANTI COLL LT
LOWER circuit breaker on the overhead circuit breaker panel.
On earlier aircraft, without strobe lights, the rotating anticollision beacon light is controlled by the ANTI COLL switch
on the overhead console.
LANDING LIGHTS. Two 250-watt landing lights are installed,
one in each wing leading edge outboard of the engine. The
lights are controlled by two switches marked LANDING
LIGHTS, LEFT and RIGHT, on the overhead console, and the
circuits are powered from the left and right dc buses and
protected by LDG LT L and LDG LT R circuit breakers on the
main circuit breaker panel.
TAXI LIGHT. On special order a 100-watt taxi light can be
installed on the nosewheel fork. The light is controlled by a
switch marked TAXI on the overhead console and the circuits
are powered from the right dc bus and protected by a TAXI LT
circuit breaker on the main circuit breaker panel. The taxi light
is standard equipment on later airplanes.
WING INSPECTION LIGHTS. On special order, two 40-watt
wing inspection lights are installed, one on the outboard side
of each engine nacelle. The lights illuminate the leading
edges of the wings and are controlled by a switch marked
WING INSP LT on the overhead console. The circuit is
powered from the right dc bus and protected by a WING INSP
LT circuit breaker on the main circuit breaker panel.

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ENGINEERING TRAINING DEPARTMENT

Location of External Lights Switches on the Overhead Panel

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

FIRE DETECTING SYSTEM

A fire detection system is provided for each engine. In the
event of an engine fire, thermal detector unit(s) installed in the
engine nacelle actuate and complete an electrical circuit to
illuminate a warning light in the appropriate fire extinguisher
handle, located on the emergency panel in the flight
compartment.
Each engine fire detecting system consists of four thermal
units connected to two wire loops, a fire warning light,
magnetic and thermal circuit breakers, the associated
electrical wiring, and a circuit test switch which is common to
both engine systems. On aircraft with Mods S.O.O 6123 or
6/1277 embodied, and alarm bell is installed.
FIRE DETECTING THERMAL UNITS. The four fire detecting
thermal units (bi-metallic strips) for each engine, and their
connecting wire loops, are located on the forward and rear
fireseals in the engine nacelle, and on a nacelle frame at
station 54.60. The two forward thermal units actuate at a
temperature of 4500F, and the two rear thermal units at a
temperature of 3000F.

For traIning purposes only - Issue 2 Rev 1

Gen Fam

FIRE DETECTION WARNING LIGHTS AND SWITCHES.

The fire detection lights are integral with the fire extinguisher
handles located on the emergency panel, the handles are
annotated LEFT ENGINE and RIGHT ENGINE. Four circuit
breakers, two for each engine system, are provided on the
circuit breaker panel; two are thermal circuit breakers labeled
FIRE DET L and R, and two are magnetic circuit breakers
labeled FIRE DET FAULT IND L and R. When the fire
warning bell is installed, a two-position fire bell mute switch is
provided. The switch labeled FIRE BELL MUTE, is located
below the pilot's flight instrument panel (below the main circuit
breaker panel on aircraft with Mod S.O.O 6123 or the retrofit
version of Mod 6/1277).
FIRE
DETECTING
SYSTEM
MAGNETIC
CIRCUIT
BREAKERS. Two of the system circuit breakers, one in each
engine circuit, are of the magnetic type, having a single set of
switch contacts with a center moving arm mechanically linked
to its magnetic coil.

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ENGINEERING TRAINING DEPARTMENT

Fire detecting system - components locations

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

FIRE EXTINGUISHING SYSTEM

The fire extinguishing system consists of two independent
systems, one for each engine. Each system has a handle
located in the flight compartment, which, when pulled,
electrically discharges a fire extinguisher bottle.
The
extinguishing agent from the bottle is directed by a discharge
nozzle into the appropriate engine accessory compartment.
Each engine fire extinguishing system consists of a fire
extinguisher bottle with discharge pipes and indicator discs,
and a fire extinguisher handle and switch.
FIRE EXTINGUISHER BOTTLES. A fire extinguisher bottle
containing FREON 1301, is installed in each engine nacelle
behind the firewall. A main discharge pipe extends from a
valve on the bottom of the bottle through the firewall to the
engine accessory compartment. Two additional pipes, one
connected to the bottle and the other to the main discharge
pipe, terminate at indicator discs on the side of the nacelle.

For traIning purposes only - Issue 2 Rev 1

FIRE EXTINGUISHER BOTTLE INDICATING DISCS. Two

fire extinguisher bottle indicating discs are provided for each
bottle, one yellow, and the other red; they are located on the
inboard side of each engine nacelle.
FIRE EXTINGUISHER HANDLES. A fire extinguisher handle
identified FIRE PULL, is provided for each engine system.
Each handle is interconnected with a switch mounted on the
rear of the emergency panel.
OPERATION
The handle operated switch of each system is supplied with
28-volt dc from its respective FIRE EXT L or FIRE EXT R 5ampere circuit breaker. When the FIRE PULL handle is
pulled, the switch is operated, and the circuit is completed to
the appropriate bottle valve which is opened by the action of a
squib assembly. The fire extinguishing agent is then expelled
through the valve and main discharge pipe into the engine
accessory compartment. The yellow indicator disc, which is
backed up by a piston assembly in the pipe connected to the
main discharge pipe, is pushed out when the extinguisher
operates. When the fire bottle is discharged due to thermal
expansion, the red disc is blown out.

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ENGINEERING TRAINING DEPARTMENT

Fire extinguishing system - components location

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

Gen Fam

HAND-OPERATED FIRE EXTINGUISHERS

EMERGENCY EQUIPMENT

A hand-operated fire extinguisher is located on the sloping

bulkhead behind the copilot's seat.
On installations
incorporating Mod 6/1542, the extinguisher is located on the
aisle floor beside the copilot's seat. The extinguisher contains
a
frangible
disc
which,
when
broken,
allows
bromochlorodifluoromethane (BCF) contents to discharge
under pressure.
On special order a water/glycol hand
extinguisher may be installed, in which case it is located on
the right-hand cabin door.

FIRST AID KIT. A first aid kit is stowed on the cabin wall aft
of the right cabin door or on the divider panel immediately
forward of the left cabin doors.

For traIning purposes only - Issue 2 Rev 1

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ENGINEERING TRAINING DEPARTMENT

Intentionally Blank

For traIning purposes only - Issue 2 Rev 1

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