Pilot Resources:

DESCRIPTION:
Building on its DHC-3 Otter single-engine tramsport, de Havilland Canada announced the development of the twin-engine DHC-6 in 1964. Carrying 13 to 18 passengers,or extensive cargo hold materials. The Twin Otter was optimised for short routes where short takeoff and landing abilities were important. In addition, the DHC-6 can be equipped with standard wheel landing gear as well as skis or floats for operations on snow and water. This versatility has not only attracted a variety of civil operators, but also many military buyers and other government agencies. The aircraft has also proven popular with research institutions like NASA and NOAA. The principal models include the original Series 100, a heavier Series 200, and the more powerful Series 300 with room for up to 20 passengers. Specialised military versions have also been built optimized for duties such as armed transport and maritime reconnaissance. Production of the Twin Otter ended in 1988 after 844 had been built, and a follow-on DHC-9 is currently under study.

Quick overview instructions for the Twin Otter:
Normal takeoff with 10 flaps. rotation speed is at 73-75 knots.
after takeoff, pitch up to about 8-10 degrees. Hold that pitch, and let the aircraft accelerate to 90 KIAS.
At 1000 feet Above Ground Level, retract flaps, and add a lot of nose up trim to maintain that pitch. The plane will accelerate to 110 knots. Bring the Torque back to 40 psi, then bring the props back to 80 percent. the torque will rise on its own to about 45. it its a little off reset it at 45psi. This is climb power.

At cruise bring torque back to 38 psi, and bring props back almost to feather. they should stablize at about 73%. The torque should go to 40 psi for normal cruise power.

There are two types of landings in this.
Normal 10-20 degrees of flaps.
STOL (Short Takeoff and Landing) 30-37.5 degrees of flaps.

Normal Landings are pretty self explainatory, and should be done from 76-79 kias with 20 flaps, and 80-85 kias with 10 flaps.
The Twin Otter uses the remaining flaps settings for STOL operation. These approaches take some practice. The flaps will produce a great amount of extra lift, but also produce an incredible amount
of induced drag. Practice on a normal runway.

Come in high initially with 20 flaps and at 80 kias. This is going to be like you were going to land at a small strip inside a canyon. bring power back and add flaps 30, then 37.5, the nose will pitch down. this is good, you should approach anywhere from 15-17 degrees nose down, at about 65-70 kias. this will look awkward, but the idea is to get you into a tight spot, with minimal flare, and onto the ground at a very low ground speed. Keep a touch of power on and when you are about 25 feet above the ground slowly bring the nose up, leaving the power in a hair.
Once the nose is at a positive angle( 1or 2 degrees) power comes to idle. The plane should settle on the ground, and then apply reverse and brakes. Stopping distance should be well under 500 feet. not bad for an airplane with an average 11000 lbs landing weight.