Ata 21 Air Condition

Aeromass S.A.C.
TWIN OTTER MAINTENANCE TRAINING

MANUAL
ATA 21 AIR CONDITION

TWIN_ OTTER MAtNTENANCE iAAINIING MANUAL
SERIES 100/200/300
Illustrations
Figure Title Page
1 Engine Bleed-Air Installation ................2 18 Gasper Outlets Cabin Cooling ..............18
2 Air-Conditioning System ................... 3 19 Ram .................................19
3 Air-Conditioning Controls ...................4 20 Cold Air Scoop . . .. . ....... . ... .........19
4 Bleed-Air Shutoff Valve ....................5 21 Ram-air Scoop .........................20
5 Wing Bleed-Air Systems ...................8 22 Main Duct Fan Switch ....................20
6 De Vore Shroud Installations ................9 23 Fan Duct and Ram-Air Valve ...............21
7 Fuselage Bleed-Air Duct System ............1 O 24 Cooling System Duct .....................21
8 Hot Air Valve ...........................11 25 Gasper Outlets Cabin Cooling ..............22
9 Expansion Chamber .....................12 26 Fan Duct and Ram-Air Valve ............... 22
10 Heating System Installation ................13 27 Air-Conditioning Operation
11 Ejector and Recirculated Air (Maximum Cooling) ......................23
Duct Installation .........................14 28 Exhaust Vent ...........................24

12 Cabin Air Valve .........................14 29 Temperature Control Component Locations ....25
13 Cabin Air Valve Control Knob Location ........15 30 Temperature Control Panel ................26
14 Pilot's Side Ducting ...................... 15 31 Automatic Temperature Controller ...........26
15 Air-Conditioning Operation 32 Cabin Temperature Sensor ................27
(Maximum Heating) ......................16 33 Duct Temperature Sensor .................27
16 Ram-Air Scoop .........................17 34 OAT Sensor ............................28
17 Ram-Air Scoop (Naca Scoop) ..............17
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01 FEB 06 Revision 2
TWIN OTT8A MAINU3iNANCE" TRAININS N(IANUAL
·SERI ES 1'00/200/300
Illustrations
Figure Title Page
35 Hot-Air Valve Potentiometer ................ 28

36 Duct Overheat Switch .. . .. . . . . . . . .. . . . .. .29
37 Air Conditioning -
Temperature Control Auto Mode ............30
38 Air Conditioning -
Temperature Control Manual Mode ..........32
39 Air-Conditioning -
Electrical Schematic - Manual Mode .........33
40 Pneumatic Package Location ...............34
41 Pneumatic System Components ............ 35
42 Pneumatic Package Components ...........36
43 18-PSI Pneumatic Package Schematic .......37
44 Refrigeration System Installation ............39
45 Refrigeration System Schematic ........... .40
46 Refrigeration System Operating Principles .....42
47 Flight Instruments Vacuum System ..........47
48 Air Pump Instrument Air System ............50
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TWlbl OTTER �AJNTENANCE TRAINll':JG MANUAL
·~-·· --
SERJBS 1 oo/2aot300
21-00-00 AIR CONDITIONING
Table of Contents
21-00-00 INTRODUCTION ..................... 1 21-00-00 VENTILATION ......................24

GENERAL .......................... 1 21-60-00 TEMPERATURE CONTROL ............25
21-00-00 PNEUMATIC SUBSYSTEMS ............2 21-60-00 COMPONENT DESCRIPTION ..........26
General ............................2 21-60-00 AUTO TEMPERATURE CONTROL
21-00-00 ENGINE-BLEED ......................2 MODE ............................30
21-00-00 HEAT AND VEN TILATION ..............4 21-60-00 MANUAL TEMPERATURE CONTROL
MODE ............................32
21-00-00 SURFA CE DEICE .....................4
21-00-00 DIFFERENCES (100/200 MODELS) ...... 33
21-00-00 BLEED-AIR SYSTEMS.................5
21-00-00 PNEUMATI C SYSTEM ................34
21-00-00 GENERAL .......................... 5
21-00-00 GENERAL .........................34
21-00-00 COMPONENT DESCRIPTION ...........5
21-00-00 COMPONENT DESCRIPTION ..........35
21-40-00 PRIMARY HEATING SYSTEM ..........13
21-00-00 PNEUMATIC SYSTEM OPERATION .....37
21-40-00 GENERAL ......................... 13
21-00-00 REFRIGERATION SYSTEM ............39
21-40-00 COMPONEN T DESCRIPTION ..........14
21-00-00 GENERAL .........................39
21-40-00 MAXIMUM HEATING .................16
21-00-00 OPERATING PRINCIPLES ............ .42
21-50-00 PRIMARY COOLING SYSTEM .......... 17
21-00-00 COMPONENT DESCRIPTION ......... .43
21-50-00 GENERAL ......................... 17
21-00-00 FLIGHT INSTRUMENT VACUUM SYSTEM
21-50-00 COMPONENT DESCRIPTION ..........20
PRE MOD 6/1046 AIRCRAFT 6 to 57 .....46
21-50-00 MAXIMUM COOLING .................23
T
EFFECTIVI Y: FOR TRAINING PURPOSES ONLY 21-00-00 Page i
�
�.. :
--::::
_
======:·��,:�·......
��·_,;!:::':• :1
••�� --;TWIN OTTER MAINTENANCETAAlNING MANUAL
SE.RIES 100/200/300
Table of Contents
21-00-00 FLIGHT INSTRUMENT BLEED AIR

MOD 6/1046 AIRCRAFT 58 to 149 .......48
21-00-00 FLIGHT INSTRUMENT DRY AIR PUMPS
MOD 6/1166 AIRCRAFT 150 to 230 ......48
21-00-00 ADDITIONAL PNEUMATIC SYSTEM
OPERATION .......................50
21-00-00 MAINTENANCE CONSIDERATIONS .....51
21-00-00 GENERAL .........................51
21-00-00 REFRIGERATION ...................51
21-00-00 LIMITATIONS .......................51
I EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-00 Pageii

TWIN OTTER MAINTENANCE TRAINING MANUAL
SERIES 100/200/300
21-00-00 AIR CONDITIONING Optional Freon air conditioning is a separate, add-on system
which does not use any of the ducting or components used
INTRODUCTION by the basic heating and ventilation system. It will be dis
cussed at the end of this chapter.
This chapter describes the air-conditioning and pneumatic The pneumatic power systems and subsystems of the Twin
systems installed in the DHC-6 Twin Otter Series 300 air Otter series vary somewhat according to model and modifi
planes. For descriptive purposes, air conditioning is divided cation status. Technicians are advised to compare the
into bleed air, primary heating, primary cooling, ventilation, descriptions herein with the manuals and supplements for the
and temperature control systems. Early series 100 and 200
particular aircraft model.
aircraft used bleed air for pressure instruments.
GENERAL
There are two different designs of heating and ventilation sys

tems. Early pre mod 6/1070 production aircraft before 136
are outfitted with the first design. These aircraft can be rec
ognized by the presence of small ram air scoops for passen
ger air gasper outlets located on the upper sides of the fuse
lage just aft of the flight compartment doors and a Naca flush
air inlet duct fonNard of the left crew door below the flight
compartment floor. All subsequent post mod aircraft were
equipped with the newer heating and ventilation design,
which replaced the sidewall scoops with a protruding left side
ram air scoop below the flight compartment floor and a vent
fan by mod 6/1181 for ground operations. Control and opera
tion of both systems is identical during flight operations.
EFFECTIVllY: FOR TRAINING PURPOSES ONLY 21-00-00 Page 1

I 01 FEB 06 Revision 2
SERIES 100/200/300
_ '
rr_
h _ ---=----
2, ��
I
Figure 1. Aircraft Bleed Air Heating and Cooling System
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TW•N orr..- MAINTENANCE TRAINJNG MANUAL
SEAi ES 100/20Q/JOO
21-00-00 PNEUMATIC SUBSYSTEMS NOTES
General
In general, there is only one source of engine bleed air.

Figure 1 shows the engine bleed air installation.
21-00-00 ENGINE BLEED AIR
Air is obtained from the engine bleed port on the gas gen
erator case of the left and right engines. Bleed air is
directed through both wings into a common manifold in
the fuselage above the ceiling (Figure 2) for distribution to
the installed pneumatic subsystems. The typical Series
300 aircraft would have standard heat with ventilation and
may include the pneumatic operated airframe deicing and
H14 autopilot systems if installed.
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I O 1 FEB 06 Revision 2
----------
SERIES 100/200/300
CABIN
DUCT
CABIN AIR
OUTLET
TEMPERATURE -.
CONTROL
UNIT
COOLING
DUCT BLEED-AIR
COOLING ANO DUCT
LIGHTING
DUCT
Figure 2. Aircraft Bleed Air Heating and Cooling System
EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-Q0 Page 4

SERI ES 100/200/300
21-00-00 HEAT AND VENTILATION
The heating source for the heat and ventilation system is

supplied from a bleed-air manifold interconnecting the
bleed ports on the left and right engines. All heating and
cooling system components are located below the flight
compartment floor. Hot bleed air is directed below the
flight compartment, where it is conditioned and then rout
ed forward to the different outlets in the flight or cabin
compartments. Switches on the main switch panel locat
ed on the overhead console (Figure 3) control the heat
and vent system.
21-00-00 AIRFRAME DEICING
If the Optional Modification S.O.O. 6004, Airframe De

icing system is installed it will be pneumatically operated
and electrically controlled. The pneumatic source for the
system is tapped from the common bleed air duct above
the cabin ceiling before being pressure-regulated to the
value required for deicer boot operation. The Airframe De
ice system is controlled by a group of switches on the
main switch panel. This subject is covered in depth in
Chapter 30.
Figure 3. Air-Conditioning Controls
EFFECTIVllY: FOR TRAINING PURPOSES ONLY 21-00-00 Page 5

TWIN OTrER MAINTENANCE TRAINING MANUAL
SERIES 100/200/300
21-00-00 BLEED-AIR SYSTEM
General
Engine P3 bleed air used for cabin heating and airframe r.Ot.FflCIO VI\ \IE
deicing is obtained directly from the engine compressor

through with a bleed air duct attached to the engine cas
ing at the 11 o'clock position. The bleed-air supply from
each engine is controlled by a bleed air shutoff valve
(Figure 4) installed in the bleed air duct forward of the
nacelle firewall (Figure 1 ). The bleed air valves are con
trolled by switches labelled BLEED AIR Land BLEED AIR
R located on the overhead console switch panel (Figure
3). The switches, toggled locked in the open (forward)
position and pulled out before moving to the off (rearward) VAL�E SEATING SURFACE
position, are protected by 5 amp circuit breakers labelled

BLEED AIR L and BLEED AIR R located on the main cir
cuit breaker panel.
21-00-00 COMPONENT DESCRIPTION

!'0111 II
Bleed-Air Shutoff Valve Operation
■n■
LEGEND
BLEED AIR
Air flow through the bleed-air shutoff valve cylinder is con AMBIENr PRESSVRC
trolled by the solenoid valve (Figure 4). When the sole MOVING Po\RT
noid valve is energized, port A (at ambient pressure) is

connected to port B. This creates a differential pressure
between the two sides of the spring-loaded piston by
bleeding off air on the cylinder side of the piston to the
Figure 4. Bleed-Air Shutoff Valve
atmosphere.
EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-00 Page 6

SERIES 100/200/300
Bleed-Air Shutoff Valve Operation (Continued) NOTES
An applied upstream pressure overcomes the spring ten

sion and forces the piston into the cylinder, unseating the
valve disc from the seating surface. When the solenoid
valve coil is deenergized, port "A" closes and through
internal passages pressure on the cylinder side of the pis
ton increases to equal upstream pressure. Since pressure
on both sides of the piston is equal, the compressed
spring forces the piston out of the cylinder and seats the
valve disc against the valve seating surface. When the
valve is closed completely, the spring force is supple
mented by a force equal to the upstream pressure to keep
the valve closed.
NOTE
Engine bleed-air temperature and pressure at

the bleed-air port vary according to engine
power setting.

SERIES 100/200/300
Wing Bleed-Air Duct Systems
Air passing through the bleed-air shutoff valve is directed

to a common manifold in the cabin compartment by one
TO :..H E,�IGINE TO C,\Sl�J
of three wing bleed-air systems (Figure 5). INTAKE DEFLECTOR
TO RH FNGINE
INH�E DEFLECTOR
1
�o s:ucr-,t
Initial Bleed Air Duct . '
INSTRUMENTS
The original system (top schematic) transfers engine hot

bleed air at engine compressor temperature directly STANDARD
through the wing ducts into the fuselage manifold and I l•�:.lti•Jl.1�111!!
bleed air duct area. I
Bleed Air Duct Post Mod 6/1266 HOT fl.IP pip::

TO
RLEED-AIR
SW•TCHES
Engine bleed air was later modified (Figure 5 center

t I ! ,.,
.J , C��I, j
TO RH FNGl'IE
INTAKE OEFLECTQ� -
schematic) to a temperature-controlled system by SFAR I - L..:::..t-------......, • SE�;�;

23 mod 6/1266 (S/B 6/213 Rev A) at aircraft 311 to cool LBLEEDAIA�UTOF�ALVE__
_
__ �f:.::_�1�T� �l '.:'.:_ _;
IF""�flMtJ [ l'IJ1ir,ol.Tfll1 LEGEND

the hot engine air passing through the wing duct. The COPILOT'$ SUBPANEL
■ I-JOT ;\lP
change was implemented to prevent an undetected rup TEMPERATURE CONTROLLED
0
ture occurring inside the wing as extreme heat can be TO LH
E�GINE
IN".'"AKE'
□ COOLED AIR
Ml)i(Ef"I\IR
detremental to aluminum structure by changing material DEFLECTO.'I
·--11 DEVORE
properities that would eventually effect the structural SHl10UD
integrity of the wing. A similiar SFAR 23 mod 6/1265 (S/B

6/212 Rev A) is available for Series 100/200 aircraft if CHE:CK 1/A t. VES
OVE�BOARD DRAIN VE:-.IT
required by their Regulatory authority. The bleed air duct OE VORE SHROUD
inside the wing remains unchanged.
Figure 5: Wing Bleed-Air Systems

SERIES 100/200/300
Operation Mod 6/1266
The hot engine bleed air temperature is controlled with an

automatic two port temperature control-mixing valve with
bleed air received at different temperatures. One pipe
supplying hot bleed air directly to one port of the mixing
valve and the other pipe providing cooled air to the other
port of the mixing valve. Lower air temperature obtained
using a finned pipe to dissipate heat with air circulating
within the nacelle/cowling area. When the bleed-air outlet
temperature is 270 ° F or less, the hot port is open and the
cold port is closed. When bleed-air temperature increas
es to between 270 and 300"F, the hot port closes and the
cold port opens. When the bleed-air temperature exceeds
350 °F, both ports will close preventing further bleed air
flow through the system. The air control-mixing valve will
automatically operate again when the outlet air tempera
ture decreases below 350 ° F.
"De Vore" Bleed Air Duct Post Mod 6/1482
The lower schematic in Figure 5 shows the present wing

bleed-air configuration. The original wing bleed-air duct
from the engine nacelle to the fuselage is replaced by a
De Vore shroud and inner duct (Figure 6) by SFAR 23
mod 6/1482 at aircraft 411. This design provides an air
space between the inner air duct supplying the engine hot
bleed air and the outer shroud. Should a rupture occur to
the inner air duct the hot bleed air is immediately vented
outboard through a vent pipe located between the outer Figure 6. De Vore Shroud Installations
EFFECTIVITY: FOR TRAIN ING PURPOSES ONLY 21-00-00 Page 9

TWIN OffER MAINTENANCE TRAINING MANUAL
SERIES 100/200/300
"De Vore" Bleed Air Duct Post Mod 6/1482

(Continued)
shroud and the wing lower skin. A later improvement by

mod 6/1614 (S/B 6/355) at aircraft 514 replaced the orig
inal ''De Vore" duct with a new "De Vore" duct complete
with bellows to eliminate cracking. Material expansion
caused by heat passing through the duct is now compen
sated with bellow movement. The ''De Vore" duct returned
cabin air temperature to its original level improving cabin
comfort especially during winter operations.
Fuselage Bleed-Air Duct Assembly
The ducts and respective shutoff valves (located in the

engine nacelles) are routed through the wings between
the nose and front wing spars to join a tee duct in the
cabin roof (Figure 7). Check valves are installed in each Check Valve Location
end of the tee duct to prevent a differential pressure situ
ation occurring (reverse flow) should a single engine
flame out situation arise. From the tee duct a common
supply duct is routed forward, above the cabin ceiling and
down the left side of the cabin to the flight compartment
bulkhead, to connect with the hot-air valve located under
the flight compartment floor. The ducts in the fuselage are
sealed and insulated with fibreglass to exclude fluids and
reduce the effect of heat with adjacent structure. A tapping
into the bleed-air duct, in the cabin roof at station 177.00,
provides a pressure point for an 18-psi pressure reduction
Figure 7. Fuselage Bleed-Air Duct System

SERIES 100/200/300
Fuselage Bleed-Air Duct Assembly (Continued)
unit. The lower air pressure required for several optional

Mods such as Airframe De-icing (S.O.O.6004) and H14
Autopilot (S.O.O.6085) both requiring a pressure supply
for operation.
Hot-Air Valve
The hot-air valve (Figure 8), connected between the

bleed-air duct assembly and the expansion chamber, is
located below the flight compartment floor in line with the
pilot seat.The valve is a motorized butterfly valve, which
takes approximately 30 seconds to move through its full
90 ° range-of-travel, thus providing control and sensitivity.
The valve operation can be controlled automatically by
the temperature controller located above the cabin ceiling
or by selecting the control switch to manual if necessary.
Figure 8. Hot Air Valve

SERIES 100/200/300
Low-Limiting Orifice
A flow-limiting orifice, located in the bleed-air duct before '"'

the hot-air valve, limits the bleed airflow to 4% of the F · ··>:�:., ·::.h
/I ,- 'rl ! ' ,�.
bleed-air flow available from both engines. This orifice

r� I
maintains a backpressure in the bleed-air duct to ensure ---- ---

..... ,:,�,C::H•F1r.•:1�,\ 1 (, ·,1-:--1-r
air pressure is available for the pneumatic operated

Airframe De-Ice system.
Expansion Chamber
The expansion chamber (Figure 9), which reduces bleed

air noise, is a duct within a duct with the inner duct con
nected to the outlet of the hot-air valve. Air entering the
inner duct passes through perforations into a chamber
formed by the outer duct. Air is then directed to the outlet
end of the expansion chamber incorporating nozzles pro
truding into the ejector. The nozzles induce suction or
venturi type operation in the ejector area to generate a
movement of recirculated cabin air from the Flight
Compartment footwell area into the ejector.
1,lfll I !1 '1•1
Figure 9. Expansion Chamber
EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-0Q Page 12

7':· TWIN OTTER MAINTENANCE TRAINING MANUAL
SERIES 100/200/300
21-40-00 PRIMARY HEATING
General
Primary heating uses hot compressed P3 bleed air from

tapping on both engine compressor casings, mixes the
bleed air with secondary air (ram, fan pressure, or recir
culated air) to a selected temperature, and distributes it to
outlets in the cabin and flight compartment.
The system (Figure 10) consists of an ejector, a silencer,

a cabin air control valve, ducts, and perforated heater
ducts along each side the cabin at floor level to the rear
cabin door area.
f.JfC'tlfl SILENCER HOT-Al� VALVE
Figure 10. Heating System Installation

SERI ES 100/200/300
Ejector
The ejector (Figure 11 ), located laterally across the fuse

lage below the flight compartment floor, forms the mixing
chamber for recirculated air. The nozzles, protruding into
the ejector and the ejector diffuser, induce a suction,
which draws in recirculated air from the flight compart
ment when ram air or fan pressure aie is not being used
as the secondary air source. The recirculated-air duct,
connected between the intake in the flight compartment
footwell and the rear of the ejector, incorporates and inter
nal silencer and check valve.The check valve is the flap
per door on the opening into the footwell. Figure 11. Ejector and Recirculated Air Duct Installation
Silencer
The silencer is located longitudinally below the flight com

partment; its bifurcated inlet connects to the ram air duct
and the ejector outlet. The silencer outlet incorporates the
cabin air control valve (Figure 12), connectes to the dis
tribution duction. Two smaller outlets on the silencer pro
vide for the connection of the flight compartment, wind
shield and footwarmer ducts. Provision is also made on
the silencer for the installation of a temperature control
system sensor and an overheat switch.
Figure 12. Cabin Air Valve

SERIES 100/200/300
Cabin Air Control Valve
The cabin air control valve is located in the silencer outlet

duct and controls the supply of warm air or cooling air to
the cabin. The valve is manually operated by a knob
behind the Co-pilot's seat (Figure 13). Closing the valve
(by pulling up the knob fully up) allows all available airflow
to be directed into the flight compartment
Ducts
The heating system ducts (Figure 14) consist of aluminum

alloy and polycarbonate tubes, which lead from the
silencer to the pilot's and co-pilot's footwarmers, the wind
shield heater and the cabin heater ducts. Figure 13. Cabin Air Valve Control Knob Location
CA!W �F.An>III
OUT�ETS
Outlets
The heating system outlets connect to the terminating

ends of the windshield, crew and cabin heating system
ducts. The outlets are polycarbonate materials formed to
provide a suitable diffused airflow. The windshield outlets
are integrated with the glareshield above the instrument
panel, and the crew footwarmer outlets are at floor level
and direct their flow towards the rudder pedals. The cabin
outlets are box section ducts, which extend from the flight
compartment/cabin bulkhead wall rearward at the base of
each wall.
Figure 14. Heating System Ducts
EFFECTIVlTY: FOR TRAINING PURPOSES ONLY 21-40-00 Page 15

SERIES 100/200/300
.�,
21-40-00 MAXIMUM HEATING SYSTEM
"''ti
Figure 15 illustrates automatic operation in a maximum (.)1,r1111 -,
j!oucToveRHEAT jj---i
I
heating mode.
■
□
LEGEND
\UI '"
I
O,U"IH
I •1· · .1:.-1 .j!"'
' ..,, I
I I
_,I
■ •'
□ •-
1,.: .. . I�� I•,•: ,;..
The hot-air modulating valve is shown fully open to allow t I :_i�,l,,-, r ,'. ; , .�1,�
bleed air enter the jet pump (ejector) plenum at a high I I ◄'':"j1�•;· 1,n
I I
'1�
velocity. The manually operated ram-air valve is shown
� If-. jn11
fully closed preventing external cold ram air entering the

silencer area to mix with the warm air. The jet pump veloc I
\
ity from the expansion chamber into the ejector also j
induces cabin air into the ejector area to mix with the hot I
I
bleed air prior to determine the final air temperature. I
I \
I
Conditioned air noise level is reduced to a minimum as it I r
'ti t�,. • I
passes through the silencer. The manually operated cabin I wi.;, ,C n:•
air control valve outboard from the silencer, below the co
I
or
I --- --1
n J:li'ILULAUID
pilot seat floor, is shown in the open condition to allow a �•-.1t111 I M,1NrAICT"
Al •
warm air flow enter the main outlet duct before branching
left and right to both sides of the cabin baseboard heater
outlets at floor level. Separate outlets from the silencer
supply air to the flight compartment. The areas serviced
are the Pilot's and Co-Pilot's conditioned-air outlets, foot
warmers and main windshield defogging system. Since
the cabin distribution ducting is larger than that of the
... ,,
·.:.\f.1111
1J"11vens
flight compartment the major portion of the warm airflow

will enter the cabin distribution system. 0 ,- =11 'I -
�-,.;:ie,
�Hll.1.JS'
...--:-
\,•!:�IT
.A"
,-,;1
The Flight Compartment temperature can be increased
by altering the position of the cabin air control valve with Figure 15. Air-Conditioning Operation (Maximum Heating)

SERIES 100/200/300
...
�
21-40-00 MAXIMUM HEATING SYSTEM (CONTINUED)
the valve operating lever located behind the co-pilot seat.

Pulling the lever upwards moves the control valve toward
the closed position decreasing the volume of warm air to
the cabin and increasing the air volume to the crew con
ditioned-air outlets, foot warmers, and windshield defog
ging areas.
21-50-00 PRIMARY COOLING SYSTEM
General
Cooling the cabin area during flight is achieved with cool

Figure 16. Ram-Air Scoop
ambient temperature ram-air entering the air duct through
a protruding air scoop on the left side of the nose section
(Figures 16, 17 and 20). Cool air bypasses the silencer
chamber to supply air directly to ducts above the left and
right sides of the fuselage(Figure 18). The cabin cool air
flow is individually controlled for passengers' comfort with
Gasper outlet adjustment. The volume of cool ram air
entering the cabin area can be adjusted with the position
of the manually operated ram-air valve. The valve position
is controlled by a lever installed on the Flight
Compartment pedestal (Figure 19) adjacent to the pilot.
During ground operation a fan replaces the ram air scoop
effect during flight to provide an external air supply to the
cabin at ambient temperature.
Figure 17. Ram-Air Scoop (Naca Scoop)

SERI ES 100/200/300
21-50-00 PRIMARY COOLING SYSTEM

(CONTINUED}
Early pre mod 6/1181 aircraft prior to 136 do not incorpo

rate the ground operable fan. Cabin cooling is only
obtained during flight with protruding air scoops installed
on each side of the upper fuselage area aft of the flight
compartment. Although larger scoops with small fans
were installed on a number of aircraft to reduce the cabin
temperature during ground operation, the change did not
provide the necessary degree of passenger comfort in
high temperature environments.
Figure 18. Gasper Outlets Cabin Cooling

SERIES 100/200/3_00__
Figure 19. Ram Figure 20. Cold Air Scoop

_I
TWIN OTTER MAINTENANCE TRAJNJNG MANUAL
SERIES 100/200/300
Ram-Air Scoop and Main Duct
The ram-air scoop (Figure 21) by mod 6/1070 at aircraft

136 is a protruding air intake on the left side of the fuse
7
lage nose supplying external cold ambient temperature
ram air. A polycarbonate main duct connects the ram-air
scoop to the main duct fan.
Cabin Vent Fan
An electrically operated fan intended for ground operation

was introduced by mod 6/1181 at aircraft 136 is installed
between the main duct and external air scoop below the Figure 21. Ram-Air Scoop
flight compartment floor. The fan is protected by a 20-amp
circuit breaker labelled CABIN VENT FAN on the over
head console circuit-breaker panel. The fan is controlled
by a vent fan switch (Figure 22) labelled CABIN VENT
FAN or MAIN DUCT FAN mounted on the flight compart
ment pedestal. The switch is protected by a 5-amp circuit
breaker labelled CABIN VENT FAN on the overhead con
sole circuit breaker panel. Access to the fan is through a
side panel below the flight compartment left door.
Figure 22. Main Duct Fan Switch

01 FEB 06 Re.,;�ion 2
SERIES 100/200/300
Fan Duct
The Y-shaped fan duct (Figure 23) connects the main

duct fan, heating system silencer inlet, and the cabin cool
air duct supply. A manual operated ram-air valve is
installed in the heating system prior to the ejector outlet
and silencer chamber.
Cooling System Ducts
The cooling system ducting connects to the fan duct and

is routed under the flight compartment floor (Figure 24)
and up both sides of the cabin behind the flight compart
ment/cabin bulkhead to join box section ducts running
along both sides of the cabin above the cabin windows. Figure 23. Fan Duct and Ram-Air Valve
The box section ducts house the Gasper air outlets.
Figure 24. Cooling System Duct

SERIES 1 00/200/300
Cool-Air Outlets
Individual cool-air (Gasper) outlets (Figure 25) are locat

ed above the left and right sides of the fuselage above the
window level. The Gasper air outlet is passenger adjust
ed for personal comfort.
A butterfly ram-air valve, in the fan duct, is manually oper

ated by a lever located in the flight compartment pedestal
adjacent to the pilot (Figure 26) to regulate ram-air flow to
suit heating system requirements.
Figure 25. Gasper Outlets Cabin Cooling
Figure 26. Fan Duct and Ram-Air Valve

SERIES 100/200/300
25-00-00 MAXIMUM COOLING FRONT OF CABIN CAUTION
! --
BEHIND IJEAOllNEA UOHTS PANC::l
AtJTl)VAl1: loucTovERHEM
Figure 27 illustrates the operation in the maximum cool lll.\,d'lll��E
COHll'OlUA
ing mode during flight. The motorised hot-air valve is in LEGEND
I ■
•.J_
□
�OT 8LEEO AIR
the fully closed position eliminating further hot bleed air to
' I I I
□
RECIAClJLATEO o\lJ:I
the ejector chamber. The ram air and cabin air control I I .. T
I' ■
CONDlrtONEO Ai::t
valves are both in the open position permitting cool ram I I AMBIENT A,IA
air to flow through the silencer chamber to the cabin base I I }_ I .S E'-ECTRrCA.L
�ir I
'.:., MCOULftnNG 'JAL\oE
board heater outlets at the same time as flowing from the

I�
cabin open Gasper outlets. I l
I I I
I I I
The maximum cooling mode also defined as fresh air ven
tilation or cabin air purging should it be necessary to
I
I I
l 1I
remove annoying bleed air or fuel odours from the cabin. I I r
,The latter typical from fuel leakage if the fuel cell vent I I I
I I
necks are cracked. The purging time to replace cabin air I I
L.--
is determined by the exhaust rate through the vent in the I
1
cabin headliner and the unobstructive vent condition in I
the rear baggage compartment. I
I
I
6U:1!ll
SUPPLY
I
I
I
L-
Figure 27. Air-Conditioning Operation (Maximum Cooling)

SERIES 100/200/300
21-00-00 VENT/LA TION
Stale air is exhausted through a grille in the headliner to

above the ceiling area to exit through the rearward-facing
vent (Figure 28) installed on the fuselage roof at station
177.0. The airflow over the vent during flight produces a
venturi force to induce a flow of stale or contaminated air
through the vent to ntmosphcre. Vents in the rear bag
gage compartment area also provide a path to exhaust
cabin air.
Figure 28. Exhaust Vent
EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-Q0 Page 24

SERIES 100/200/300
21-60-00 TEMPERATURE CONTROL
General
An electronic temperature control system (Figure 29) is

installed to operate in automatic or manual modes. The
function of the automatic temperature control system is to
provide and maintain cabin temperature by regulating
engine bleed airflow through control of the motorised shut
off valve. 1,IJT0 TEMI'
00ITT'1(1UJ;A
The temperature control system consists of a controller,

temperature control panel, automatic temperature con
troller, cabin temperature sensor, duct temperature sen
sor, outside air temperature (OAT) sensor, hot-air valve
potentiometer, and overheat switch.
Figure 29. Temperature Control Component Locations

SERIES 100/200/300
Control Panel
The control panel is located on the overhead console and

provides manual or automatic mode control (Figure 30).
The panel includes a mode selector switch labelled MAN
UAL-OFF-AUTO including a temperature selector rheo
stat labelled COOL and WARM and a manual tempera
ture control switch labelled MANUAL COOL - HOLD -
MANUAL WARM.
Automatic Temperature Controller
The automatic temperature controller is located above the Figure 30. Temperature Control Panel
cabin ceiling (Figure 31 ). The controller senses tempera
ture in the automatic mode and adjusts cabin temperature
by controlling the amount of hot air flow to the cabin sys
tem through the motorized hot air valve.
Figure 31. Automatic Temperature Controller

SERIES 100/200/300
Cabin Temperature Sensor
T he cabin temperature sensor is located on the aft right

side face of cabin forward bulkhead station 110.0 (Figure
32) and relays cabin temperature information to the auto
matic temperature controller. A small fan located inside
the unit continually circulates cabin air over the sensor for
instant temperature recording when cabin temperature is
above 21 ° C.
Duct Temperature Sensor
A temperature sensor located in the silencer duct (Figure

33) senses early temperature variations to enhance cabin Figure 32. Cabin Temperature Sensor
temperature automatic control capability.
Figure 33. Duct Temperature Sensor

SERIES 100/200/300
OAT Sensor
The OAT sensor located in the ram-air scoop (Figure 34)

I.
detects ambient ram-air temperature.
Hot.Air Valve Potentiometer
The hot air valve potentiometer located inside the hot-air

valve (Figure 35) senses gate valve position for the auto
matic temperature controller.
Figure 34. OAT Sensor
Figure 35. Hot-Air Valve Potentiometer

SERIES 100/200/300
Duct Overheat Switch
The duct overheat sensing switch located in the silencer

(Figure 36) illuminates a caution light labelled DUCT
OVERHEAT on the annunciator caution light panel when
the silencer duct reaches a temperature of 300 ° F). The
light will extinguish when the silencer duct temperature
drops below the 300 ° F level. Power for the caution light
is obtained from the left DC bus through a 5-amp circuit
breaker labelled BLEED AIR located on the main circuit
breaker panel.
Figure 36. Duct Overheat Switch

SERIES 100/200/300
Automatic Temperature Control Mode ,1 ... C))
!·!�r------......jlj-�
1-----...,,/ -•
FRONT OF CABIN
BEHIND HEADLINER
When the temperature control panel mode selector switch AUTOMATIC

TEMPERATURE 0 1 -
is set to AUTO, the temperature selector rheostat is CONTRO\.\.ER I
-- �'
"' ._
Q\o5.q4tnJW•� I
armed for automatic temperature selection (Figure 37).
I', -:-,.-
18f - '
Positioning the rheostat between COOL and WARM sup
plies the desired temperature demand signal to the con
-----------------' M'IDl!HfE'l.:J •fL",lEJI C'VTlE7i
I f- - I- - I- ?
troller. At the same time the temperature controller - --------
'::::'.�
��-�Jr,._
- ____ ,,,
receives an ambient temperature signal from the OAT \ I
sensor, an area temperature signal from the cabin tem
perature sensor and a temperature signal from the
silencer duct for comparison. When the temperature con
troller senses the signals are out of balance (Wheatstone
drcuit) the controller will send a current pulse signal to the
hot air valve to adjust the hot air valve position either in
the open or closed direction. The movement of the valve
will increase or decrease the amount of hot air supply
depending on the demand signal sent by the temperature
controller. The magnitude of the pulsating signals from the
temperature controller to the hot air valve is proportionate }._ CABIN CASI N SENSOR � ,
I)',.
, }._ BASEBOARD CEILING FAN
to the out of balance signal. Each following pulse signal is HEATER EXHAUST
}.. OUTLETS vpi-
shorter than the preceding signal to ensure that the valve

■
LEGEND IE._1 E)(ci-«;i;R
■
BLEED AIR 1tr1N5TAL..EDJ
is correctly positioned. ELECTRICAL FLOW
TO
LH ENGINE TO l:11"
i!!NCifT1E
If the mode selector switch is in automatic with no airflow
INTAKE
OEF\.ECTOR IICt� •
DCrl.!iCTOfll
to the cabin the temperature controller will drive the hot air
valve either fully open or closed. To prevent the condition CHECK VALVES \IQD •••e2
occurring, the mode selector switch should be selected off

/
OifERBOARO DRAIN VENT OVERBOARD ORA,N VENT

until the engines are operating and bleed air is available.
With constant parameter monitoring the hot air valve will Figure 37. Air Conditioning - Temperature Control Auto Mode

SER JES 100/200/300
Automatic Temperature Control Mode (Continued) NOTES
continue to respond to computed signals as long as the

temperature controller is in the automatic mode.
On aircraft equipped with an airframe de-icing, a dual

pressure switch is required to sense the regulated air
pressure (MSM- ''Automatic Temperature Control System
Component Locations"). When the pressure drops to
approximately 25 psi, one part of the dual switch closes
and inhibits further movement of the hot-air mixing valve
toward the open position. If pressure continues to
decrease and reaches 20 psi, the second part of the
switch closes and completes a circuit to close the hot-air
mixing valve. The dual pressure switch will only control
the hot air valve operation when selected to automatic
mode.
(MSM - "Air-Conditioning Electrical schematic - Auto

Mode') Air Conditioning Electrical Schematic

SER I ES 1 00/200/300
Manual Temperature Control Mode
When the mode selector switch is set to MANUAL

FRONT OF CABIN
BE>HND HEAOLll'IER
,\UfO\,!&l,C
,. ..
0 -o- -----1111.--i
...... &
1-,....
(Figures 38 and MSM - "Air-Conditioning Electrical !"EMP!II��

c:m,mOI.L!:"
Schematic - Manual Mode Operations''), the automatic II I I
,,:,'' ____________....,_,
temperature control system is inhibited, and the manual I I 1,
temperature control switch is armed. Holding this switch
to the MANUAL COOL or MANUAL WARM position,
motors the valve in the selected direction until the switch
is released to the HOLD position. When using the manu ',
al temperature control switch it should be held in the
MANUAL COOL or MANUAL WARM positions for only j
I I
, , llllCI
O'l!r><!iAI
swn:•• \\:
I
I
I
I I
short periods and then released when the temperature I L.: COi>ii.on
stabilises. In Manual mode the valve will motor from one HF.�IEII
0\/1UT
extreme to the other (open to close) in 30 seconds.
Selecting the mode selector switch to the OFF position I
will power Hot Air Valve closed. I
L -
FAl'I
■■
LEGEND 1-f(/\1 I •t'.'-fAMUf P
BLEEO AIR 1,ff ltJS.lf>I lfl),
ELECTRICAL FLOW
TO YOllH
LH ENOINE
INTAKE �
DnPLKTOI! !tfTMl
DiVLfC'IQJI
8LEEO•AIR
SHUTOFF/
\
,
VALVE MOD 611'82 /
MOD .IAID
OVERBOARD DRAIN VENT OVERBOARD DRAIN VENT
Figure 38. Air Conditioning - Temperature Control Manual Mode

SER I ES 1 00/200/300
21-00-00 DIFFERENCES SERIES 100/200 F=IO►f! oc- C.A61,•�
I� I
u.-,.,ui11
AIRCRAFT
[I
0!:Hl�,C H[ADLl"tEr.
•w ,1,1�1 c 1,'.111 ,,. ._,,.....

1
'"!:!,ll'fjlllll,°llE _..,- - - ur�(fil O•• DUCT OVERI-IEAT
C ,._1,i1RI AIJIO r.....,._,
Early series aircraft differences to pre mod 6/1070 (Ram .,...,.,,.,
I �JA_
• LEGEND
■
•---- □□
DRF.SS'J�E I
air scoop) and mod 6/1181 (Ground Fan) before aircraft II -- �� •"CH j COOL \'.All',!
--TtMP C •::mll!.i
�IOI BLEE'..: .\1:;
136 are shown in Figure 39. Note that the external air I I '1F.Uq:::utJi .,.r .... Joi;=-
induced through the NACA duct is connected directly to I I 1 I RAM
■
cc,,,:,,·1c,rJ;� \1::
AMRIP�T ,\jll
) I I
t
I
the jet pump (ejector) plenum. In this configuration cold /1 .ti t, WINDSMIE�D HEATER OUTLETS S ELECl�ICAL
ram air and cabin recirculated air can both be induced I I _ L .L J_L ./_ 1 _1_
I
I I L
with bleed air flowing under pressure through the ejector
chamber. The manually operated ram air valve controls I
I
the amount of cold airflow. As early aircraft do not have I
the ground operable duct fan the aircraft cannot be cooled I
during ground mode conditions unless modified with the j
Freon operated Air Conditioning Unit mod S.O.O.6109. I
I HOT All'
V�LVE
CHECK
�! l::JCT
An early attempt to improve on cabin cooling using larger I
v �l VE OVE�><e•-
IMOTORl�E01
----- I ---1 1 }-!�r:!,�__ .;
air scoops with small fans for ground mode conditions I �11:1 50"
I PILOT 5 r;iH1r.11UJrn COPILOT s
did not produce the expected level of passenger comfort. I
�OOT
WARMER
AIR INTAKE FOOT
WARMEA
I � 1
I
rr-----------:::.,)-_,,..___��--�
l 11.0\'All'I
I \
I
I [
I
I CABIN
1...._ BAS£90ARO
-E]
/
I"
I MEA.T[R CABIPI I
O\JTlETS T£ ... P
CAM< .....-:--
/I
SENSOR CEILING
"-- _____
....... HHAL/ST
VENT '
'
I /,
Figure 39. Air-Conditioning-Electrical Schematic - Manual Mode

TWIN 017ER MAINiENANCE TRAINING MANUAL
SERIES 100/200/300
21-00-00 PNEUMATIC SYSTEM
General
The pneumatic package is located on the left side of the

cabin roof approximately at station 177 .00 (Figure 40).
The pressure supply for the pneumatic package is tapped
from the bleed-air system line on the left side of the cabin
roof. The pneumatic package consists of a heat exchang
er, pressure regulator, strainer, dual pressure switch
assembly, low-pressure switch, and connecting pipelines.
Figure 40. Pneumatic Package Location

SERIES 100/200/300
Heat Exchanger
The heat exchanger (Figure 41) is a rearward facing

airscoop mounted on top of the fuselage at station
177 .00. The double walls of the air scoop and the internal
baffle system form the heat exchanger unit. Bleed air
enters the heat exchanger through the outboard pipe and
is directed through the baffle system exposing the hot air
to the entire surface area of the inner and outer walls of
the scoop. Airflow passing over the warm surfaces during
flight dissipates the heat from the bleed air. The cooled air
leaves the heat exchanger through the inboard pipe.
Dual-Pressure Switch
The dual-pressure switch assembly (located in-line from

the heat exchanger) consists of two switches, each con
nected to the automatic temperature controller. When the
pressure to the P3 pneumatic system falls below about 25 CIUl,L
swnci,
psi, one of the switches opens to prevent the motorised
Mn"O'll.CJf
hot air valve from further increasing the hot air flow to the PR6RIRE � .-,...-
cabin system.If the pressure falls below 20 psi, the sec

ond switch actuates to close the hot-air valve to retain the
pneumatic pressure supply for optional systems such as
Airframe de-icing or H14 Autopilot if installed. In Manual
mode the dual pressure switch will not effect the
motorised hot air valve operation.
Figure 41. Pneumatic System Components

SERIES 100/200/300
Strainer
The strainer incorporates a 60-mesh wire element located

in the cooled pressure line from the heat exchanger
before the intake port of the pressure regulator to prevent
impurities in the bleed air entering the pneumatic system.
Pressure Regulator
The pressure regulator is mounted on a plate, which is

secured to the cabin roof (Figure 42). It is set to regulate
the pneumatic system to 18 psi. A safety relief valve on
the pressure regulator is set to relieve pressure at 25 psi
should the regulator section fail.
Low�Pressure Switch
The low-pressure switch (located inline at the exit of the

pressure regulator) is set to illuminate a caution light
should the regulated pressure drop to between 13 and 15
psi. When pressure increases to between 16 and 18 psi,
the switch contacts open to extinguish the caution light.
Figure 42. Pneumatic Package Components
EFFECTIV1TY: FOR TRAINING PURPOSES ONLY 21-00-00 Page 36

TWIN OTTER MAINTENANCE TRAINING MANUAl
SERIES 100/200/300
21-00-00 PNEUMATIC SYSTEM OPERATION

AUTOMATIC
TEMPERATURE:
COHTltOUEl'I
Air is bled from a bleed port on the gas generator case of
the left and right engines. The bleed air is directed into a
common manifold for distribution to the installed pneu
matic subsystems.
Bleed air is tapped off the common manifold and cooled r.=;:::::::::: MJlOl'ILDT
by being routed through the heat exchanger. Air exiting
the heat exchanger is directed to the strainer and dual
pressure switch. An in-line regulator then reduces bleed
air pressure to 18 psi. The regulated air pressure is then
directed to various services (airframe de-ice, etc.) and to
a low-pressure switch. The dual pressure-sensing switch
ensures that if bleed-air pressure drops to 25 psi, the hot
air valve can demand no additional air. If pressure drops
�OW PRESS
C.a.UTION LIGHT
to 20 psi, the dual pressure-switch removes all hot-air

valve control from the automatic temperature controller
and completely closes the hot air valve. Completely clos
ing this valve directs all air to the pneumatic package. A
pressure drop after the regulator below 15 psi causes the
low pressure light on the caution panel to illuminate. The
light extinguishes if pressure rises above 16 to 18 psi. TO LEFT ENGINE
INTAKE DEFLECTOR
TO RIGtfT ENGINE
INT.a.KE O!:FLECTOR
Figure 43 shows the 18-psi pneumatic package schemat

I
FllGl-iT
I TOA..IGHTJ
STRUM EN TS INSTRUMENTS
ic. I I
Figure 43. 18-PSI Pneumatic Package Schematic

--it�::a---;=��..-�--=.=�--�-= TININ OTTER MAINTENANCE TRAfNING MANUAL
__________ SE;RIES 1Q0/20 /300
Flight Compartment Fans NOTES
Flight compartment fans were installed as standard equip

ment by mod 6/1602 beginning with aircraft serial number
531 _ Previously, the fans had been available as an option
by S.O.O.6015. The fans may be adjusted to provide air
flow as required in the flight compartment. Power Is sup
plied to the fans from the right DC bus through a combi
nation switch and circuit breaker labeled FLT COMTP
FANS, located on the overhead circuit breaker panel.
Early model Casco fans had an on-off switch on the fan

body. Later model Casco fans by mod 6/1238 (TAB 604/2)
did not have a switch.
The final model of fan supplied by Caramo was equipped

with three-position switch on the fan body, allowing the
pilot to adjust the fan speed or turn the fans off individual
ly. This fan has been approved by mod 6/1897.
EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-QQ Page 38

21-00-00 REFRIGERATION SYSTEM
OISTRleUTION DUCTS
General
A conventional Freon Air Conditioning system, optional

mod S.O.O.6109 is available. The system, including the
distribution ducting, is a self-contained unit.
loW>l OtlCT
The system consists of a DC motor-driven Freon com

pressor, condenser and fan, evaporator and fan, receiver
dryer, expansion valve, pressure switch (located under RELAY PANEL
the cabin floor) and thermostat, control panel, and box fiTA :!GI 5'I
section Y-shaped ducts in the cabin headliner. CIRCl!IT
/�
BREAKERS EI/APORATOfl FAN /
CONDIJlilR _,,,
Figure 44 illustrates a typical installation in Twin Otter air _,,
/ GOND�NSER
craft. A relay panel and associated circuit breakers are

located on the cabin bulkhead Stn 332 below the cabin ' ,
AJA
elC/;"U!,f
T/.2B1 00
floor.
........
EXPANSI
I/AL P t6&UAI!!
SWITCtt
.. .
COMPRESSOR •� � -
MOTOR
�IA IH lfl(!.
Figure 44. Refrigeration System Installation
EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-0Q-0Q Page 39

TWIN OTTER Mf\lNTENANCE -rRAINING MANUAj..
-------�� SERIES 100/200/300
General (Continued) •RELAYS AIIE EHERGIZEO WH�N

GENEIIATOIIS ARE OH LINE
The control panel labelled AIR CONDITIONING is located

on the overhead console main switch panel. The panel
includes two three position switches. One switch is
labelled POWER with selections labelled FLIGHT - OFF
and GROUND. The FLIGHT selection arms a circuit
(Figure 45) through lhe generator control system prevent
l
ing operation of the alr conditioning unit in fllg:ht unless OFF
both generators are on. The GROUND selection provides GROUND

�J
for operation using ellher an external power or botl1 air o
POWER
SWITCH
craft generators On Line supplying power to the left DC
bus. During flight with the switch selected to Flight both Fa
CONOEHSOR
FAN
generators must be On Line for the air condition unit to
operate.
IIIM
CAUTION l,.ll,ll'EJI
TO LEFT DC BU&
During ground mode it is recommended that an

external power unit be connected and operat COMPAESSOA
I.IOTOR
ing any time that the air conditioning system is
required to be operational.
The other switch is a three position switch labelled OPER

ATION with selections labelled NORMAL- FAN ONLY THEAIAOSTAT
SWITCH
and QUICK COOL UIGH.PAESSURE
SWITCH
Power is obtained from the left DC bus through a 150 amp

LJ!L_
current limiter located adjacent to the Power Distribution
Box in the cabin roof area. Four circuit breakers and five Figure 45. Refrigeration System Schematic

SERIES 100/200/300
GENERAL (Continued) evaporator and K4 condenser fan relays are energized for
operation. With power to the evaporator and condenser
relays are located on a panel attached to the forward face fans in parallel mode both fans operate at a high speed.
of bulkhead Stn 332 below the cabin floor. The 5-amp cir
cuit breaker labelled F1 provides protection for the five CAUTION
relays and associated wiring including switch contacts.
The 120-amp circuit breaker labelled F2 protects the com When operating on the ground with one gener
pressor motor and the two 40 amp circuit breakers ator on, do not select QUICK COOL, as the
labelled F3 and F4 protect the evaporator and condenser operating generator may overheat because of
fan operations. high current demand.
NOTE When the switches are set to GROUND and FAN ONLY,
the K1 relay is de-energized to shut down the compressor
Should an engine start be attempted when the motor. The K4 relay is energized to operate the condens
air conditioning unit is operational the KS relay er and evaporator fans at moderate speed. When the
will receive power through the engine start POWER switch is set to FLIGHT, the direct ground is
switch contacts to de-energize the compressor replaced with a ground obtained through both generator
motor K1 relay to stop compressor motor oper control relays PD-K5 AND PD-K6 providing both genera
ation. If the K5 relay fails to inhibit the com tors are ON Line and operating. Loss of either generator
pressor motor operation there would not be suf will result in the loss of the refrigeration system due to the
ficient power to achieve the engine start. opening of the generator control relay contact removing
the ground.
When both switches are selected to GROUND and NOR
MAL, the K1 compressor motor and K4 condenser fan As the system requires airflow through the condenser
relays are energized for operation. With power to the core to dissipate some of the high-pressurised Freon liq
evaporator fan through the condenser fan now in series uid temperature an inlet (left) and outlet (right) air grill is
mode the two fans will operate at moderate speed. installed on each side of the fuselage below the floor area.
Recirculated cabin air is drawn through a grill on the cabin
When both switches are selected to GROUND and floor before passing through the evaporator coils to cool
QUICK COOL, the K1 compressor motor including K3 before entering the cabin.
EFFECTlVITY: FOR TRAINING PURPOSES ONLY 21-00-0Q Page 41

SERIES 100/200/300
21-00-00 OPERATING PRINCIPLES
Figure 46 illustrates the operating principles of a typical

refrigeration system. The compressor draws in low-pres DISTRIBUTION
sure Freon vapour to discharge high-pressure Freon DUCTS
vapour after compression. The high temperature pres

surised vapour is transformed to high-pressure liquid □
L£GEND
□
LO\!,-PqESS\IAE FRE::>ll \14POP
■
l'!l�SSU'IE-""� VAPQP
Freon by the condenser unit with an external airflow pass HIGH PRE.SSURE LJdVl(.l 14H•O,J
ing over the condenser unit. The high-pressure liquid
Freon flows through a dehydrator removing water
droplets from the Freon liquid before passing through the
expansion valve. The expansion valve converts the liquid AIR �ClNDITIOl,lflG
to a high-pressure cold vapour as it passes through the

evaporator coils. The evaporator fan draws cabin recircu
lated air across the evaporator coils to cool the air. With
the heat of the air transferred to the Freon, the cool air is
directed into the duct system by the evaporator fan for
distribution in the cabin. The Freon gases in a low-pres
sure vapour state begin the cycle once again as they
enter the compressor.
Operation is normally controlled by a pressure switch

which cycles the compressor on and off within a prede
termined range. If the pressure switch fails or if other mal
functions occur, a thermostatic switch in the evaporator
plenum cycles the system within a safe temperature
range. The pressure switch and the thermostatic switch
are in series in the compressor power circuit. Both must
close before the compressor can operate.
Figure 46. Refrigeration System Operating Principles

TW,IN OTTER, MAfNTENANCE TRAlN,NG MP,NUA1L
SEAIES 1 0�/200/300
21-00-00 COMPONENT DESCRIPTION ters increasing the compressor speed it was necessary to
replace the compressor with a new unit (lower displace
Compressor Motor ment per revolution) to maintain the same horsepower
capacity. A later rotary compressor and 1000-hour TBO
The 28-VDC-compressor motor, installed under the right motor became available from the air conditioning manu
side of the cabin floor, is secured to the forward pallet by facture with Kit No SB-34-1 (S/8 6/414). The change
a swivel front bracket and a rear bracket having two enhanced the overall operation of compressor output per
adjustable rods. Two pulleys, attached to the motor shaft, formance.
drive the compressor with two belts. On aircraft incorpo
rating Mod 6/1684 (S/B 6/382) at 637 the two-belt drive Condenser
concept was replaced with a single V type belt to improve
pulley retention and eliminate repetitive drive belt failure The air-cooled condenser is mounted to the left of and
problems. A later 1000-hour TSO motor became available parallel to the airplane centreline on two brackets secured
from the manufacture by Kit No SB-33-1 (SIB 6/414). to the forward pallet. Two refrigerant connections are pro
vided at the right rear of the condenser; the lower is the
Compressor inlet and the upper the outlet.
The compressor, located adjacent to and forward of the Condenser Fan

compressor motor, is attached to a mounting bracket
secured to the forward pallet. Two T-connections are pro The condenser fan, located on the left side of the con
vided on the forward face of the compressor, the upper denser, is secured at the inboard end to a duct attached
being the suction connection and the lower the pressure to the exhaust side of the condenser and at the outboard
connection. The outboard connection of each tee con end to the air exhaust duct. A clamp secures the fan to the
nects to the system pressure and suction tubing, and the pallet. The DC series fan motor operates at two speeds,
inboard connections, normally fitted with service valve depending on the control switch selection. When posi
stem caps, allow a gage set to be installed for servicing tioned to NORMAL or FAN ONLY operation, the condens
and testing the system. A third T-connection is secured er and evaporator fans are electrically connected in
into the body of the lower (pressure) T-connection to per series, but when a QUICK COOL selection is made, the
mit the pressure switch to be connected to the system. two fans are switched to parallel operation.
Due to the differences with the new V type pulley diame-

TWIN OTT�R 'fvlAI NT6NANCE TRAtNI NG MANUAL
.SERIEp 10012·00/300
Evaporator Thermostat Switch
The evaporator is located under the right side of the cabin A thermostat switch is secured to the rear side of the
floor and is secured to the rear pallet by two brackets. Two evaporator duct.
connectors are provided on the evaporator: an expansion
valve connects to the front connector, and tubing routed to Relays
suction on the compressor connects to the rear.
The five relays identified K1 to KS are bolted to a panel
Receiver-Dryer installed under the right side of the cabin floor on the for
ward face of the bulkhead at Stn 332.
The receiver-dryer is secured to the right outboard side of
the compressor by a clamp. A Tee connection at the top of Circuit Breakers and Current Limiter
the dryer provides for two connections and incorporates a
sight glass. Tubing from the condenser outlet connects to Four circuit breakers identified F1 to F4 secured to the
the forward connection, and tubing from the rear connec fuselage frame Stn 332 are located outboard of the relay
tion is routed to the expansion valve. A sight glass inspec panel below the cabin floor. Access to the manually reset
tion hole by mod 6/1521 (TAB 652/2} at 460) with a circuit breakers is obtained by removing the right floor
removable snap hose plug in the seat rail immediately panel immediately forward of the bulkhead. A 150-ampere
above the receiver-dryer was adopted to improve acces current limiter, in the 28-volt power supply line to the air
sibility. conditioning system, is located adjacent to the power dis
tribution and generator control box.
Pressure Switch
Main Duct
A high-pressure cut-out switch, connected by a small
diameter tube to the compressor pressure T-connection, The main duct located from the evaporator fan outlet at
is installed on the left side of the forward pallet. Stn 321.60 is routed through the cabin floor before pass
ing through the cabin rear bulkhead Stn 332 to enter the
rear baggage compartment where it is vertically posi
tioned before being attached to a duct in line with the
cabin ceiling distribution ducts. An improved insulated

TWIN OTTER MAINTENANCE TR.AJNING MANUAL
SE.RIES 100/200/300
Main Duct (Continued) of the evaporator unit from beneath the cabin floor to the
rear baggage compartment against the forward upper
evaporator cold air duct is available from the manufacture bulkhead aft face. The relocation of the evaporator pre
by kit S8-032-1 (SIB 6/414) to reduce heat transfer from vents cooling air loss that occurs with the evaporator
the air conditioning cold air duct to an area of the rear beneath the cabin floor area and outlet air duct into the
baggage compartment to maintain the level of cold air rear baggage compartment. In addition two independent
temperature for passenger comfort. dual speed motors each driving a squirrel cage fan blow
ing air through the evaporator coils directly into the cabin
Distribution Ducts interior have replaced the evaporator fan. Dual fan is for
quick cabin cooling and single fan operation when the
Two distribution air ducts installed in the cabin ceiling run cabin has cooled sufficiently for passenger comfort.
from the forward bulkhead Stn 112 to the rear cabin bulk Ceiling ducts are not used for distribution as air is blown
head Stn 332 before joining a bifurcated duct passing directly into the cabin. The deletion of the condenser fan
through the bulkhead to the main evaporator duct located reduces the electrical load demand. Other changes relo
in the rear baggage compartment. The distribution ducts cated the relay and circuit breaker panel from beneath the
are secured to the ceiling panel channel on one side and cabin floor to the aft baggage compartment adjacent to
by Velcro pile and hook on the other. the evaporator unit to improve access.
Alternative Air Conditioning Unit Two select switches are located on the flight compartment
overhead console switch panel. One switch is labelled
An alternative air conditioning unit, previously available FANS - OFF -AIR CONDITIONER and the other switch is
from Metro Airlines Texas, is now supplied by Pace labelled HI - LOW. The system is designed to operate with
Aviation, Reno, Nevada U.S.A. with STC approval. The ground power supply and prevent compressor motor
system is lighter by approximately 51 lbs. has a load rat operation during flight should one generator go off line.
ing between 95 to 110 amps to cover all aspects of oper With evaporator fans operational once DC power is avail
ation and capable of cooling the cabin quickly. able additional cabin airflow may be obtained from the
rear baggage compartment area to supplement the nor
To achieve the level performance major changes were mal airflow through passenger Gaspers during flight with
incorporated such as adopting the latest Zee Company out the air conditioner unit being operational. As each
compressor and evaporator units including the relocation
EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-QQ Page 45

TWIN OTTER MAINTEN�NCE 1"RAINING MANUAL
�-�-...,_�,._ ...._,___��S§BIES 100(200/300
Alternative Air Conditioning Unit (Continued} compartment behind the instrument panel where the pres
sure is directed to twin ejectors to create a vacuum con
evaporator fan is protected by a 10-amp circuit breaker dition to operate the attitude and directional indicators for
failure of one fan will not restrict operation of the other fan. both crew instruments. The system consists of a by-pass
Compressor motor protection is by a 150-amp circuit valve, suction relief valve, air ejectors, low suction warn
breaker and high-pressure switch. ing switch including an emergency instrument vacuum
valve with relative piping and associate pressure and vac
SERIES 100/200 AIRCRAFT uum gauges. For the system to operate correctly a pres
sure between 4.5 to 5.5 inches Hg is required.
21-00-00 PNEUMATIC SUB-SYSTEMS
FOR GYROSCOPIC FLIGHT INSTRUMENTS Should the pneumatic system supply drop to a deter
mined minimum level the bypass valve solenoid will be
On early series aircraft the Pilot's and Co-Pilot's attitude energized to open by a signal from the low suction warn
and directional indicators were pneumatically operated Ing switch to permit bleed alr to flow directly to the ejec
either by \lacuum, bleed alr or dry air pump systems. Each tors A pressure gauge located on the pedestal in the fllght
system was initially available for single Pilot operation compartment indlcates system pressure. If the bypass
although the Installation could be modified by optiona11 valve fa1ts to open an alternative supply of air pressure
mod S.O.O.6075 to Include Co-Pilot Instrumentation. can be used by opening the manually operated emer
gency instrument vacuum valve located on the lower left
The following descriptions clarify the various pneumatic of the instrument panel. The valve, which can also be
systems prior to Series 300 aircraft for pilot and Co-Pilot used to increase the vacuum pressure supply, should
flight instrument operation. always be adjusted to indicate 4.5 to 4.7 inches Hg on the
instrument suction gauge to maintain the required ejector
21-00-00 FLIGHT INSTRUMENT VACUUM SYSTEM pressure flow.
PRE MOD 6/1046 AIRCRAFT 6 TO 57
For pre mod 6/1046 aircraft operating with the H14
The flight instrument vacuum system pressure is tapped Autopilot the system will include a dual pressure switch
directly from the 18-psi pneumatic reduction package in also connected to the automatic temperature controller.
the cabin roof, which receives bleed air from both Should the pneumatic system pressure supply fall to a
engines. Regulated pressure is sent forward to the flight determined minimum level the bypass valve is energized
EFFECTIVITY FOR TRAINING PURPOSES ONLY 21-0Q-0Q Page 46

SER I ES 100/200/300
21-00-00 FLIGHT INSTRUMENT VACUUM SYSTEM

PRE MOD 6/1046 AIRCRAFT 6 TO 57 (CONTINUED)
C1£LW �".-™""''
by the dual pressure switch signal to open to allow bleed ai.;STOMm CPTTQN
INST-'1-l,\l"JON
airflow directly to the ejectors. If the pneumatic air supply ro�m1.
]�.
�IAIIFH1$
continues to deteriorate an annunciator caution light
labelled LOW SUCTION will illuminate advising of the 5lJCl
condition. Should the cabin temperature controller be in GE )LOW SUCTION SUCTION
.
SUCTION 1.0Wo\lCtlUH
WARNING RELIEF
the automatic mode the dual pressure switch will also sig $WITCH VALVE
RELIEF WARNING
,..,.�
VALVE SWITCH
nal the temperature controller to close the motorised hot IMOE

DI.UD/IIR
air valve supply to the cabin to provide all available pres @)oFF�OFF
sure supply to the Autopilot and instruments. In the man LEFT RIGHT
ual mode the valve will not respond to this signal.

EMERGENCY .v.
■□■
Should the pneumatic system supply drop to a deter LEGEND
lNSTRUMENT
VACUUM
VALVE (NC}
mined minimum level the bypass valve solenoid will be BLEED AIR
energized to open by a signal from the low suction warn

■
REGULATED AIR
ing switch to permit bleed air to flow directly to the ejec

VACUUM
I
AMBIENT PTION
tors. A pressure gauge located on the pedestal in the flight ---v- ELECTRICAL
IONS
UTO-
compartment indicates system pressure. If the bypass )
GINE
valve fails to open an alternative supply of air pressure E
can be used by opening the manually operated emer

gency instrument vacuum valve located on the lower left
of the instrument panel. The valve, which can also be
used to increase the vacuum pressure supply, should
always be adjusted to indicate 4.5 to 4.7 inches Hg on the
instrument suction gauge to maintain the required ejector
pressure flow.
Figure 47. Flight Instruments Vacuum System

SERIES 100/200/300
21-00-00 FLIGHT INSTRUMENT BLEED AIR MOD 21-00-00 FLIGHT INSTRUMENTS ORY AIR. PUMPS
6/1046 AIRCRAFT 58 TO 149 MOD 6/1166 AIRCRAFT 150 TO 230
Pressure air for pneumatJc powered instruments 1s The Dry Air Pump system was adopted as a method to
obtained from lhe engine compressor P2.5 bleed port on overcome instrument problems, which were attnbuted to
each engine casing to flow direcUy through the wing moisture from Lhe bleed air supply. A,r pressure from the
before joining into a common duct line on the left side of dry air pumps is provided at a lower temperature and
the fuselage wall lo the instrument pressure reduction moisture content with remaining moisture level removed
regulator. The regulator package 1s installed on the aft using filters and automatic water drains.
face of bulkhead Stn 60 behind lhe instrument panel for
short nose pre mod 6/1077 aircraft. For post mod 6/1077
aircraft with a long nose baggage compartment com Eacn independent system consists of a dry air pump
mencmg at aircraft 136 the regulator package is localed Installed on the engine accessory gearcase wilh an air
on a mounting plate installed forward of bulkhead Stn 60 inlet filter installed aft of the nacelle engine firewall. Other
components include pressure regulator, filter. automatic
The pneumatic system consists of pressure regulators, water drain, pressure relief valve and associated
strainers. automatic water drains, filler, relief valves and pipelines. Each dry air pump 1s capable of suppl,ying suf
associated pipes. Engine supplied pressurised air ranging ficient af r pressure to operate both pilot and Co-Pilot
from 10 lo 80 psi is regulated to 2.4 psi before passing instruments.
through check valves into the pilot and Co-Pilot manifolds.
The check valves In the mantfolds isolating the pilot and Each dry air pump supplies air pressure to the pneumatic
Co-PIiot supply pressure in lhe event of an inoperative system between 1 0 lo 80 psi before Initial reduction to 8
supply source. psi by a pressure regulator located on the aft face of the
engine firewall adjacent to the inlet filter. Air pressure
A twin red ball pressure Indicator located on the pilot passes through each wing to the left side of the fuselage
instrument panel fndicates manifold pressures both corre where the pipelines run in parallel to the night compart
sponding to within 0.3 inch Hg with the pressure gauge ment before further filtering and pressure reduction to 2.5
Installed on the Co-Pilot Instrument panel psi before entering the pilot and Co-Pilot instrument man
Ifolds. For short nose pre mod 6/1077 aircraft before 136
the second pressure regulator with filter and automatic

SERIES 100/200/300
21-00-00 FLIGHT INSTRUMENTS DRY AIR PUMPS NOTES

MOD 6/1166 AIRCRAFT 150 TO 230 (CONTINUED)
water drains are located aft of bulkhead Stn 60. For long
nose baggage compartment post mod 6/1077 aircraft at
136 the pressure reduction and filtering package is locat
ed forward of bulkhead Stn 60.
A twin red ball indicator is located on the pilot instrument

panel to indicate manifold pressure both to correspond to
0.3 inch Hg with the pressure gauge installed on the Co
Pilot instrument panel.

SERIES 100/200/300
21-00-00 ADDITIONAL PNEUMATIC

SYSTEM OPERATION 7 ,--
: A{�F: ATTll\JIJi' IJIKECJICa
i
I W,ClE I �OICAl'OI< 1Ntll0.QlllR
The supply for the heat and vent system is from a manifold I
,_
I
,· _..J
supplied by both engines. Isolation is provided by check
I
I
I
valves and a bleed-air valve shutoff for each engine. The I

I
common heat and vent duct from the manifold also supplies
I
I
I
I
air for operation of the surface de-icer system and for the
-<
I
,:;
Autopilot system.
I
I
I
I
I
I
The gyroscopic flight instruments are supplied from separate I
I
manifolds for each pilot. Each manifold is pressurised by a L-- ___ J
regulated air supply directly from each engine. The supply to

each manifold is protected by check valves, which permit
PRESSURE
either engine to supply the manifolds. REGULATClfl
Figure 48 illustrates the engine-driven air pump pneumatic

system. The sole function of this system is to supply regulat
ed air to the pilot's and Co-Pilot's flight instrument manifolds.
Check valves protect the airflow to each manifold. Therefore, □
LEGEND
■
■
PUMP INLET AIR
either air pump can supply both manifolds during engine-out PUMP OUTLET PRESSURE
or air pump failure conditions.

□
&6Plil �-P!II MODIFIED PRESSURE
PRESSURE
■
■
PAEs.&Ull!,.
REGULATING REGULATED PRESSURE
�J:1_1.G,
VALVE VALi/ii WATER
AMBIEl'IT
--r ELECTRICAL
I
RIGHT ENGINE DRIVEN
AIR PUMP
ILTl!'1
Figure 48. Air Pump Instrument Air System

:[WU'" 0� MAI l\lr'fENANCE-TfRAI NI NG J'v'IA-Nl.JA�
SERtES 1 OO/lt00/300
21-00-00 MAINTENANCE CONSIDERATIONS Removal / Installation
GENERAL NOTE
Various adjustment and test procedures are outlined in The removal and installation of the system
the Maintenance Manual. There is a pressure regulator components is self-evident. With the exception
valve procedure for crack and re-seat pressure test along of the compressor motor, drive belts, and
with a test set-up diagram. The same information for func receiver dryer, it is advisable to remove the
tional test is also supplied. appropriate pallet before attempting to remove
a component.
The adjustment/test sequence for the dual-pressure
switch lists required equipment and supplies a wiring 21-00-00 LIMITATIONS
schematic for the pressure switch.
The limitations outlined in Section 1 of the approved AFM
Refrigeration System must be complied with regardless of the type of operation.
Servicing
NOTE
For the necessary servicing procedures such

as system charging, purging, etc., refer to the
J.B. Systems, Inc., 1000 Series Maintenance
Manual.
EFFECTIViTY: FOR TRAINING PURPOSES ONLY 21-00-0Q Page 51

TWIN OTTER MAfN!TENA�GE,TRAINING MANUAL
S�l l=S 1 00/200/S00
PAGE INTENTIONALLY LEFT BLANK


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Aeromass S.A.C.

TWIN OTTER MAINTENANCE TRAINING

ATA 21 AIR CONDITION

Duct Installation .........................14 28 Exhaust Vent ...........................24

EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-QQ-QQ Page iii

35 Hot-Air Valve Potentiometer ................ 28

EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-00 Page iv

21-00-00 AIR CONDITIONING

21-00-00 INTRODUCTION ..................... 1 21-00-00 VENTILATION ......................24

21-00-00 FLIGHT INSTRUMENT BLEED AIR

I EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-00 Pageii

There are two different designs of heating and ventilation sys­

EFFECTIVllY: FOR TRAINING PURPOSES ONLY 21-00-00 Page 1

Figure 1. Aircraft Bleed Air Heating and Cooling System

EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-QQ-QQ Page 2

21-00-00 PNEUMATIC SUBSYSTEMS NOTES

In general, there is only one source of engine bleed air.

21-00-00 ENGINE BLEED AIR

EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-00 eaga 3

Figure 2. Aircraft Bleed Air Heating and Cooling System

EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-Q0 Page 4

21-00-00 HEAT AND VENTILATION

The heating source for the heat and ventilation system is

21-00-00 AIRFRAME DEICING

If the Optional Modification S.O.O. 6004, Airframe De­

Figure 3. Air-Conditioning Controls

EFFECTIVllY: FOR TRAINING PURPOSES ONLY 21-00-00 Page 5

21-00-00 BLEED-AIR SYSTEM

deicing is obtained directly from the engine compressor

position, are protected by 5 amp circuit breakers labelled

21-00-00 COMPONENT DESCRIPTION

Bleed-Air Shutoff Valve Operation

noid valve is energized, port A (at ambient pressure) is

EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-00 Page 6

Bleed-Air Shutoff Valve Operation (Continued) NOTES

An applied upstream pressure overcomes the spring ten­

Engine bleed-air temperature and pressure at

EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-00 Page 7

Wing Bleed-Air Duct Systems

Air passing through the bleed-air shutoff valve is directed

The original system (top schematic) transfers engine hot

Bleed Air Duct Post Mod 6/1266 HOT fl.IP pip::

Engine bleed air was later modified (Figure 5 center

schematic) to a temperature-controlled system by SFAR I - L..:::..t-------......, • SE�;�;

IF""�flMtJ [ l'IJ1ir,ol.Tfll1 LEGEND

detremental to aluminum structure by changing material DEFLECTO.'I

integrity of the wing. A similiar SFAR 23 mod 6/1265 (S/B

Figure 5: Wing Bleed-Air Systems

EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-00 Page 8

Operation Mod 6/1266

The hot engine bleed air temperature is controlled with an

"De Vore" Bleed Air Duct Post Mod 6/1482

The lower schematic in Figure 5 shows the present wing

EFFECTIVITY: FOR TRAIN ING PURPOSES ONLY 21-00-00 Page 9

"De Vore" Bleed Air Duct Post Mod 6/1482

shroud and the wing lower skin. A later improvement by

Fuselage Bleed-Air Duct Assembly

The ducts and respective shutoff valves (located in the

EFFECTIVITY: FOR TRAINING PURPOSES ONLY 21-00-00 Page 10

Fuselage Bleed-Air Duct Assembly (Continued)

unit. The lower air pressure required for several optional

The hot-air valve (Figure 8), connected between the

Figure 8. Hot Air Valve

There are two different designs of heating and ventilation sys

If the Optional Modification S.O.O. 6004, Airframe De

An applied upstream pressure overcomes the spring ten

The expansion chamber (Figure 9), which reduces bleed

The ejector (Figure 11 ), located laterally across the fuse

The silencer is located longitudinally below the flight com

Early pre mod 6/1181 aircraft prior to 136 do not incorpo

Individual cool-air (Gasper) outlets (Figure 25) are locat

A butterfly ram-air valve, in the fan duct, is manually oper