Understanding the Twin Otter’s Systems in Depth

To fly the Aerosoft Twin Otter Extended Payware well, you need more than a basic knowledge of its systems. This aircraft is a turboprop workhorse with two Pratt & Whitney PT6A-27 engines. Each engine drives a Hartzell three-blade, reversible-pitch, constant-speed propeller. You must understand engine start procedures, including the starter-generator interaction and the importance of monitoring interstage turbine temperature (ITT). The electrical system consists of two 28-volt DC generators and a battery, with an inverter for AC power. Master the overhead panel: battery, generator, avionics master, and the cross-tie function. Take time to learn the autopilot (if fitted in your sim version) and the standard six-pack instruments plus engine gauges. The fuel system uses wet-wing tanks with crossfeed capability—critical for balancing loads and extending range on longer short-haul flights.

For a deeper look at the real Twin Otter’s PT6 engine, check P&WC PT6 Nation for practical maintenance insights.

Pre-Flight Preparation for Short-Haul Operations

Short-haul flights often involve tight schedules and variable weather. Begin with a thorough weather briefing, paying special attention to winds, visibility, and potential icing conditions (the Twin Otter is certified for flight into known icing with proper equipment, but your simulation may model this). Weight and balance are critical: use the payload manager in the Aerosoft add-on to position passengers and cargo accurately. The aircraft can carry up to 19 passengers, but loading affects centre of gravity (CG) and STOL performance. Plan fuel based on distance, alternates, and a required reserve of 45 minutes. Use real-world performance charts (often included in the manual) to calculate takeoff and landing distances. Remember, the Twin Otter excels at short runways, but you must respect weight limits.

Performance Calculation for STOL

The Twin Otter’s short takeoff and landing (STOL) capability relies on precise configuration. Compute the required field length using the aircraft’s weight, altitude, temperature, and wind components. A standard takeoff at sea level, max gross weigh, might require about 1,000 feet of runway, but that number changes drastically with altitude. Practice calculating these numbers in the Aerosoft Flight1 GTN (if you use that GPS) or by hand. Familiarize yourself with the V-speeds: VR (rotate) typically around 65-70 KIAS, VX (best angle of climb) 63 KIAS, VY (best rate) 78 KIAS.

Configuring the Aircraft for Departure

Start from cold and dark. Battery on, generator master on (or generators on after engine start). Set condition levers to idle cutoff, propeller controls full forward, throttle idle. Prime the engines according to the manual (typically one to three seconds each, depending on temperature). After start, check oil pressure, ITT, and generator output. Taxi with differential braking—the Twin Otter’s nosewheel is not steerable, so use brakes to turn at low speed. Set flaps to the takeoff position (often 10-20 degrees, depending on weight). Trim nose-up slightly. Adjust the climbing attitude after takeoff to maintain VY.

For a comprehensive checklist tailored to this aircraft, this Avsim thread offers user-created checklists that complement the manual.

Takeoff and Climb Techniques

On the runway, advance throttles smoothly to torque limits (usually around 2,200 ft-lb torque). Keep directional control with rudder—the large fin provides good stability but power asymmetry requires prompt pedal input. Rotate gently at VR. After positive climb, retract flaps slowly while maintaining airspeed. Use the pitch trim to reduce yoke forces. For obstacle clearance, climb at VX until passing the obstacle, then accelerate to VY. Monitor engine instruments: torque, ITT, N1 RPM, and engine temperature should stay within green arcs. On hot days, be cautious of ITT limits during takeoff. Set climb power (approximately torque 1,800 ft-lb) and lean the mixture if you have engine monitoring tools.

In-Flight Techniques for Efficiency and Safety

During cruise, adjust throttle to between 1,500 and 1,800 ft-lb torque for best speed (around 140 KIAS at typical altitudes). The Twin Otter is not fast, but it’s economical. Use the autopilot if installed—set heading, altitude, and navigation mode. Monitor fuel crossfeed to keep tanks balanced. In turbulence, stay at maximum turbulent air penetration speed (Va), which is around 114 KIAS at max weight. Keep an eye on carburetor ice possible in the PT6 but sim models may simulate pitot/static icing; activate pitot heat early. For icing conditions, use bleed air for wing and tail leading edge boots if your add-on models them.

Short-haul flights often require navigating between small airports without radar coverage. Use VOR-to-VOR or GPS waypoints. Make position reports if flying uncontrolled airspace or requesting flight following from ATC. The Aerosoft Twin Otter works well with FSX/P3D or MSFS default GPS, or you can integrate the GTN 750/650. Practice precision approaches with the VOR/LOC or ILS if available. In mountainous terrain, maintain situational awareness with a moving map or tablet.

For real-world navigation advice in such environments, SKYbrary’s article on uncontrolled airspace navigation provides useful context.

Approach and Landing: Mastery of the Short Field

Set up for a precision approach at least 10 miles out. Reduce speed to 90-100 KIAS and extend flaps gradually. For landing, use the following technique:

  1. Configure full flaps (40 degrees) once established on final.
  2. Aim for a speed of about 70 KIAS (depending on weight).
  3. Fly a stabilized approach: constant airspeed, heading, and descent rate.
  4. Over the threshold, reduce power to idle and flare at about 10-15 feet.
  5. Touch down at around 60 KIAS or less for shortest landing.
  6. After main wheels contact, apply reverse thrust (lift condition levers to reverse pitch, throttle up).
  7. Use brakes while maintaining directional control with rudder.

Practice landing on gravel strips in bush flying style—the Twin Otter is built for this. Watch out for crosswind landings: use the wing-down method with aileron and opposite rudder. The aileron authority at slow speed is good, but be prepared for a slight wing drop if you let speed get too low.

Handling Emergencies During Approach

If an engine failure occurs during approach, it’s critical to maintain airspeed—do not slow below your single-engine approach speed (typically 75 KIAS). Feather the dead engine, set a high-power on the good engine, and land on the nearest suitable surface. The Aerosoft simulation models asymmetric thrust well; practice this in a safe environment. Also practice go-arounds: advance throttles smoothly, adjust attitude, raise flaps one notch at a time, retract gear if down, and climb away.

Post-Flight Procedures and Maintenance Awareness

After parking, run through shutdown checklist: set condition levers idle cutoff, turn off battery, generators, and avionics. But don't neglect a walk-around inspection—check for tire wear, oil leaks, and any damage to probes. The Aerosoft model will not punish you for neglecting this, but building habits makes you a better simulated pilot. Record flight hours for engine life, note any anomalies in the logbook. For the Extended Payware version, you can also save your flight state and load it later. Use this to simulate multi-day bush trips.

Maintaining the aircraft’s systems realistically involves tracking hot section inspections and propeller overhauls—if you want to go deeper, Viking Air’s official Twin Otter page provides real-world maintenance data.

Advanced Tips for Mastery

  • Practice short-field operations on mountain strips: Use locations like Lukla (VNLK) or Juancho E. Yrausquin (TNCS) to refine your STOL skills.
  • Simulate system failures: Kill the left engine at V1 or set alternator failure at night. Learn to troubleshoot with realistic checklists.
  • Join communities: Aerosoft Twin Otter forum features user missions, repaints, and tips.
  • Use real weather: Fly in actual METAR conditions, especially low ceiling and snow, to test the airplane’s capabilities.
  • Master the GNS 430/530 or GTN: These GPS units are essential for short-haul IFR flights.

One more resource: Boldmethod’s guide to short field technique offers real-world principles that translate perfectly to the simulation.

Final Thoughts on Becoming an Expert Twin Otter Pilot

Mastering the Aerosoft Twin Otter Extended Payware is a rewarding journey. This aircraft demands precision in pre-flight calculations, smooth throttle handling, and an intimate understanding of turboprop dynamics. By practicing the techniques outlined here—especially STOL operations, engine management, and emergency procedures—you’ll fly short-haul trips with confidence and efficiency. Keep a logbook of your flights, challenge yourself with difficult strips, and join the community of simulation pilots who share your passion. The Twin Otter remains one of the most beloved bush planes in simulation for good reason: it rewards careful, skillful flying.