avia.wikisort.org - Aeroplane

The de Havilland Canada DHC-6 Twin Otter is a Canadian STOL (Short Takeoff and Landing) utility aircraft developed by de Havilland Canada, which produced the aircraft from 1965 to 1988; Viking Air purchased the type certificate, then restarted production in 2008 before re-adopting the DHC name in 2022. The aircraft's fixed tricycle undercarriage, STOL capabilities, twin turboprop engines and high rate of climb have made it a successful commuter airliner, typically seating 18-20 passengers, as well as a cargo and medical evacuation aircraft. In addition, the Twin Otter has been popular with commercial skydiving operations, and is used by the United States Army Parachute Team and the United States Air Force's 98th Flying Training Squadron.

DHC-6 Twin Otter
A Winair DHC-6 Twin Otter landing at St Barthélemy Gustaf III Airport.
Role	Utility aircraft Type of aircraft
Manufacturer	de Havilland Canada Viking Air
First flight	20 May 1965
Introduction	1966
Status	In production[1]
Produced	1965–1988 (Series 100–300) 2008–present (Series 400)
Number built	Dec 2019: 985 (844 DHC, 141 Viking)[2]
Developed from	de Havilland Canada DHC-3 Otter

Design and development

Development of the aircraft began in 1964, with the first flight on May 20, 1965. A twin-engine replacement for the single-engine DHC-3 Otter retaining DHC's STOL qualities, its design features included double-slotted trailing-edge flaps and ailerons that work in unison with the flaps to boost STOL performance. The availability of the 550 shp (410 kW) Pratt & Whitney Canada PT6A-20 turboprop in the early 1960s made the concept of a twin more feasible. A DHC-3 Otter with its piston engine replaced with two PT6A-4[3] engines had already flown in 1963. It had been extensively modified for STOL research.[4] To bush operators, the improved reliability of turboprop power and the improved performance of a twin-engine configuration made it an immediately popular alternative to the piston-powered Otter which had been flying since 1951.

The first six aircraft produced were designated Series 1, indicating that they were prototype aircraft. The initial production run consisted of Series 100 aircraft, serial numbers seven to 115 inclusive. In 1968, Series 200 production began with serial number 116. Changes made at the beginning of Series 200 production included improving the STOL performance, adding a longer nose that was equipped with a larger baggage compartment (except for aircraft fitted with floats), and fitting a larger door to the rear baggage compartment. All Series 1, 100, and 200 aircraft and their variants (110, 210) were fitted with the 550-shaft-horsepower PT6A-20 engines.

In 1969, the Series 300 was introduced, beginning with serial number 231. Both aircraft performance and payload were improved by fitting more powerful PT6A-27 engines. This was a 680 hp (510 kW) engine that was flat-rated to 620 hp (460 kW) for use in the Series 300 Twin Otter. The Series 300 proved to be the most successful variant by far, with 614 Series 300 aircraft and their subvariants (Series 310 for United Kingdom operators, Series 320 for Australian operators, etc.) sold before production in Toronto by de Havilland Canada ended in 1988.

In 1972, its unit cost was US$680,000,[5] In 1976, a new -300 would have cost $700,000 ($3 million 31 years later) and is still worth more than $2.5 million in 2018 despite the -400 introduction, many years after the -300 production ceased.[6]

New production

After Series 300 production ended, the remaining tooling was purchased by Viking Air of Victoria, British Columbia, which manufactures replacement parts for all of the out-of-production de Havilland Canada aircraft. On February 24, 2006, Viking purchased the type certificates from Bombardier Aerospace for all the out-of-production de Havilland Canada aircraft (DHC-1 through DHC-7).[7] The ownership of the certificates gives Viking the exclusive right to manufacture new aircraft.

On July 17, 2006, at the Farnborough Air Show, Viking Air announced its intention to offer a Series 400 Twin Otter. On April 2, 2007, Viking announced that with 27 orders and options in hand, it was restarting production of the Twin Otter, equipped with more powerful Pratt & Whitney Canada PT6A-34 engines.[8] As of November 2007, 40 firm orders and 10 options had been taken and a new final assembly plant was established in Calgary, Alberta.[9][10] Zimex Aviation of Switzerland received the first new production aircraft, serial number 845, in July 2010.[11][12] By mid-2014, Viking had built 55 new aircraft at its Calgary facility. The production rate as of summer 2014 was about 24 aircraft per year. In April 2015, Viking announced a reduction of the production rate to 18 aircraft per year.[13] On June 17, 2015, Viking further announced a partnership with a Chinese firm, Reignwood Aviation Group. The group will purchase 50 aircraft and become the exclusive representatives for new Series 400 Twin Otters in China.

Major changes introduced with the Series 400 include Honeywell Primus Apex fully integrated avionics, deletion of the AC electrical system, deletion of the beta backup system, modernization of the electrical and lighting systems, and use of composites for nonload-bearing structures such as doors.[14]

The 100th Series 400 Twin Otter (MSN 944) was displayed at the July 2017 EAA AirVenture Oshkosh. Currently, 38% are operated as regional airliners, 31% in military aviation or special missions, 26% in industrial support and 5% in private air charter. Additionally, 70 are on regular landing gear wheels, 18 are configured as straight or amphibious floatplanes, 10 have tundra tires and 2 have wheel skis.[15]

In 2019, Viking started making plastic components for the Twin Otter by 3D printer to help reduce cost.[16] In 2021, its equipped price was $6.5M.[17]

Twin Otter production was suspended in 2019 during the COVID-19 pandemic. In July 2022, DHC announced that it was reviewing the programme and supply chain, with a decision on when to resume production expected "in the near future".[18]

Operational history

Twin Otters could be delivered directly from the factory with floats, skis, or tricycle landing gear fittings, making them adaptable bush planes for remote and northern areas. Areas including Canada and the United States, (specifically Alaska) had much of the demand. Many Twin Otters still serve in the far north, but they can also be found in Africa, Australia, Asia, Antarctica, and other regions where bush planes are the optimum means of travel. Their versatility and maneuverability have made them popular in areas with difficult flying environments such as Papua New Guinea. In Norway, the Twin Otter paved the way for the network of short-field airports, connecting rural areas with larger towns. The Twin Otter showed outstanding reliability, and remained in service until 2000 on certain routes. Widerøe of Norway was, at one time, the world's largest operator of Twin Otters. During one period of its tenure in Norway, the Twin Otter fleet achieved over 96,000 cycles (take-off, flight, and landing) per year.^{[citation needed]}

A number of commuter airlines in the United States got their start by operating Twin Otters in scheduled passenger operations. Houston Metro Airlines (which later changed its name to Metro Airlines) constructed their own STOLport airstrip with a passenger terminal and maintenance hangar in Clear Lake City, Texas, near the NASA Johnson Space Center. The Clear Lake City STOLport was specifically designed for Twin Otter operations. According to the February 1976 edition of the Official Airline Guide, Houston Metro operated 22 round-trip flights every weekday at this time between Clear Lake City (CLC) and Houston Intercontinental Airport (IAH, now Houston George Bush Intercontinental Airport) in a scheduled passenger airline shuttle operation.[19] Houston Metro had agreements in place for connecting passenger feed services with Continental Airlines and Eastern Airlines at Houston Intercontinental, with this major airport having a dedicated STOL landing area at the time specifically for Twin Otter flight operations. The Clear Lake City STOLport is no longer in existence.

The Walt Disney World resort in Florida was also served with scheduled airline flights operated with Twin Otter aircraft. The Walt Disney World Airport (DWS), also known as the Lake Buena Vista STOLport, was a private airfield constructed by the Walt Disney Company with Twin Otter operations in mind. In the early 1970s, Shawnee Airlines operated scheduled Twin Otter flights between the Disney resort and nearby Orlando Jetport (MCO, now Orlando International Airport), as well as to Tampa International Airport (TPA). This service by Shawnee Airlines is mentioned in the "Air Commuter Section" of the Sept, 6, 1972 Eastern Air Lines system timetable as a connecting service to and from Eastern flights.[20] This STOL airfield is no longer in use.

Another commuter airline in the U.S., Rocky Mountain Airways, operated Twin Otters from the Lake County Airport in Leadville, CO. At an elevation of 9,927 feet above mean sea level, this airport is the highest airfield in the U.S. ever to have received scheduled passenger airline service, thus demonstrating the wide-ranging flight capabilities of the Twin Otter. Rocky Mountain Airways went on to become the worldwide launch customer for the larger, four-engine de Havilland Canada DHC-7 Dash 7 STOL turboprop, but continued to operate the Twin Otter, as well.

Larger scheduled passenger airlines based in the United States, Canada, Mexico, the Caribbean and Australia, particularly jetliner operators, also flew Twin Otters, with the aircraft providing connecting feeder service for these airlines. Jet aircraft operators which also flew the Twin Otter included Aeronaves de Mexico, Air BC, Alaska Airlines, ALM Antillean Airlines, Ansett Airlines, Cayman Airways, Frontier Airlines (1950-1986), LIAT, Norcanair, Nordair, Ozark Air Lines, Pacific Western Airlines, Quebecair, South Pacific Island Airways, Time Air, Transair (Canada), Trans Australian Airlines (TAA), Wardair Canada and Wien Air Alaska.[21][22] In many cases, the excellent operating economics of the Twin Otter allowed airlines large and small to provide scheduled passenger flights to communities that most likely would otherwise never have received air service.

Twin Otters are also a staple of Antarctic transportation.[23] Four Twin Otters are employed by the British Antarctic Survey on research and supply flights, and several are employed by the United States Antarctic Program via contract with Kenn Borek Air. On April 24–25, 2001, two Twin Otters performed the first winter flight to Amundsen–Scott South Pole Station to perform a medical evacuation.[24][25][26][27] On June 21–22, 2016, Kenn Borek Air's Twin Otters performed the third winter evacuation flight to Amundsen–Scott South Pole Station to remove two people for medical reasons.[28]

The Argentine Air Force has used the Twin Otter in Antarctica[29] since the 1970s, with at least one of them deployed year-round at Marambio Base.[30] The Chilean Air Force has operated the type since 1980, usually having an example based at Presidente Frei Antarctic base of the South Shetland islands.

As of August 2006, a total of 584 Twin Otter aircraft (all variants) remain in service worldwide. Major operators include: Libyan Arab Airlines (16), Maldivian Air Taxi (22), Trans Maldivian Airways (23), Kenn Borek Air (42)[31] and Scenic Airlines (11). Some 115 airlines operate smaller numbers of the aircraft including Yeti Airlines in Nepal, Malaysia Airlines (which uses the Twin Otter exclusively for passenger and freight transportation to the Kelabit Highlands region in Sarawak), and in the United Kingdom, the Scottish Airline, Loganair which uses the aircraft to service the island of Barra in the Hebrides islands. This daily scheduled service is unique as the aircraft lands on the beach and the schedule is partly influenced by the tide tables. Trials in Barra with heavier planes than the Twin Otter, like the Short 360, failed because they sank in the sand. The Twin Otter is also used for landing at the world's shortest commercial runway on the Caribbean island of Saba, Netherlands Antilles.

The Twin Otter has been popular with commercial skydiving operations. It can carry up to 22 skydivers to over 17,000 ft (a large load compared to most other aircraft in the industry); presently, the Twin Otter is used in skydiving operations in many countries. The United States Air Force operates three Twin Otters for the United States Air Force Academy's skydiving team.

On 26 April 2001, the first ever air rescue during polar winter from the South Pole occurred with a ski-equipped Twin Otter operated by Kenn Borek Air.[32][33][34]

On September 25, 2008, the Series 400 Technology Demonstrator achieved "power on" status in advance of an official rollout.[35][36] First flight of the Series 400 technical demonstrator, C-FDHT, took place October 1, 2008, at Victoria Airport.[37][38] Two days later, the aircraft departed Victoria for a ferry flight to Orlando, Florida, site of the 2008 National Business Aviation Association (NBAA) Conference and exhibition. The first new build Series 400 Twin Otter (SN 845) made its first flight on February 16, 2010, in Calgary, Alberta.[39] Transport Canada presented Viking Air Limited with an amended DHC-6 Type Certificate including the Series 400 on July 21, 2010.[10] Six years after, in July 2016, 100 series 400 have been delivered to 34 customers operating in 29 countries.[40] In June 2017, 125 have been made since restarting production in 2010.[41]

Variants

DHC-6 Series 100

Twin-engine STOL utility transport aircraft, powered by two 550 shp (432 kW) Pratt & Whitney Canada PT6A-20 turboprop engines.

DHC-6 Series 110

Variant of the Series 100 built to conform to BCAR (British Civil Air Regulations).

DHC-6 Series 200

Improved version.

DHC-6 Series 300

Twin-engine STOL utility transport aircraft, powered by two 680 shp (715 ESHP) (462 kW) Pratt & Whitney Canada PT6A-27 turboprop engines.

DHC-6 Series 300M

Multi-role military transport aircraft. Two of these were produced as "proof-of-concept" demonstrators. Both have since been reverted to Series 300 conformity.

DHC-6 Series 310

Variant of the Series 300 built to conform to BCAR (British Civil Air Regulations).

DHC-6 Series 320

Variant of the Series 300 built to conform to Australian Civil Air Regulations.

DHC-6 Series 300S

Six demonstrator aircraft fitted with 11 seats, wing spoilers and an anti-skid braking system. All have since been reverted to Series 300 conformity.

Viking Air DHC-6 Series 400

Viking Air production, first delivered in July 2010, powered by two Pratt & Whitney Canada PT6A-34 engines, and available on standard landing gear, straight floats, amphibious floats, skis, wheel skis, or intermediate flotation landing gear ("tundra tires").

Viking Air DHC-6 Series 400S Seaplane

Viking Air seventeen-seat seaplane version of the Series 400 with twin floats and corrosion-resistance measures for the airframe, engines and fuels system. Customer deliveries planned from early 2017.[42] 500 lb (230 kg) lighter than the 400.[43]

CC-138

Twin-engine STOL utility transport, search and rescue aircraft for the Canadian Forces. Based on the Series 300 aircraft.

UV-18A

Twin-engine STOL utility transport aircraft for the U.S. Army Alaska National Guard. Six built. It has been replaced by the C-23 Sherpa in US Army service. In 2019 the United States Naval Research Laboratory added a UV-18A to the Scientific Development Squadron One (VXS-1) inventory.[44]

UV-18B

Parachute training aircraft for the United States Air Force Academy. The United States Air Force Academy's 98th Flying Training Squadron maintains three[45] UV-18s in its inventory as free-fall parachuting training aircraft,[46] and by the Academy Parachute Team, the Wings of Blue, for year-round parachuting operations. Based on the Series 300 aircraft.

UV-18C

United States Army designation for three Viking Air Series 400s delivered in 2013.[47]

Operators

A total of 270 Twin Otters were in airline service in 2018, and 14 on order: 111 in North/South America, 117 in the Asia-Pacific and Middle East (14 orders), 26 in Europe and 13 in Africa.[48]

The Twin Otter has been popular not only with bush operators as a replacement for the single-engine de Havilland Canada DHC-3 Otter but also with other civil and military customers, with over 890 aircraft built. Many commuter airlines in the U.S. got their start by flying the Twin Otter in scheduled passenger operations.

Airlines with six aircraft or more[48]

Operator	in service [400 Viking] (orders)
Trans Maldivian Airways	55
Grand Canyon Airlines	15
Kenn Borek Air	13
Maldivian	11
SonAir	8
Air Borealis	9
Air Inuit	7
Air Tindi	7
SVG Air	7
Zimex Aviation	7 [1]
Manta Air	7 [4]
Air Adelphi	6
Aviastar Mandiri	6
MASwings	6
LADE	6
Seabird Airlines	[6]

Kaymac Inc., a government civilian contractor based in Nevada, operates 18.[49]

Accidents and incidents

Accidents with fatalities[50]

Date	Flight	Fat.	Location	Event	Surv.
23 Nov 1968	Cable Commuter Airlines	9	USA, Santa Ana, California	While landing, impacted light pole in fog, 1.8 mi. short of the Airport.[51]
29 Jun 1972	Air Wisconsin 671	5	USA, Wisconsin, Lake Winnebago	Collided mid-air with a NCA Convair 580 carrying five, killing all.[52]
5 Jan 1975	Argentine Army	13	Argentina, Tucumán	Crashed due to bad weather and lack of a flight plan.[53]
9 Jan 1975	Golden West Airlines 261	12	USA, Whittier, California	Collided with a Cessna 150, also killing its two occupants
3 May 1976	demonstration	11	Zambia, Monze AF Base	Crashed on take off[54]
12 Dec 1976	Allegheny Commuter 977	3	Erma, NJ, Cape May Airport	Crashed short of the runway
18 Jan 1978	Frontier Airlines	3	USA, Colorado, Pueblo	Crashed during a training flight[55]
2 Sep 1978	Airwest Airlines	11	Canada, BC, Vancouver, Coal Harbour	Approach loss of control after a corroded rod failed and a flap retracted[56]	2
18 Nov 1978	Jonestown cult rescue		Guyana, Port Kaituma	Attacked by cultists while rescuing people; aircraft managed to successfully escape. Another aircraft did not leave and the occupants were shot dead[57][58]
4 Dec 1978	Rocky Mountain 217	2	USA, Colorado, Buffalo Pass	Survivable impact on snow, severe icing and mountain-wave downdraft[59]
30 May 1979	Downeast Flight 46	17	USA, Maine, Rockland	Departed from Boston, crashed 1.2 mi away from Rockland Airport	1
24 Jul 1981	Air Madagascar 112	19	Madagascar, Maroantsetra	CFIT into a mountain in cloudy conditions[60]
31 Jul 1981	Panamanian AF FAP-205	7	Panama, Coclé Province	Killed President Omar Torrijos,[61] cause disputed
21 Feb 1982	Pilgrim Airlines Flight 458	1	USA, RI, Scituate Reservoir	Emergency landing after a fire broke out on board[62]	10
11 Mar 1982	Widerøe Flight 933	15	Barents Sea	Crashed near Gamvik, Norway
18 Jun 1986	Grand Canyon Airlines 6	20	USA, Arizona, Grand Canyon	Collided with a Helitech Bell 206, also killing its five occupants
28 Oct 1989	Aloha Island Air 1712	20	USA, Hawaii, Molokai	Crashed into a mountain on approach to Hoolehua Airport.[63]
12 Apr 1990	Widerøe Flight 839	5	Norway, outside Værøy	Crashed in the ocean due to wind
22 Apr 1992	Perris Valley Aviation	16	USA, California, Perris Valley Airport	Fuel contamination, lost power and crashed near the runway end[64]	6
27 Oct 1993	Widerøe Flight 744	6	Norway, east of Namsos	CFIT into forest on a hill during approach at night in bad weather	13
17 Dec 1994	Mission Aviation Fellowship	28	Papua New Guinea	Crashed en route,[65] striking a mountain at 6,400 ft (2,000 m).[66]
10 Jan 1995	Merpati Nusantara 6715	14	Indonesia, Molo Strait	Disappeared in bad weather from Bima Airport to Satar Tacik, Ruteng.[67]
30 Nov 1996	ACES Colombia	15	Colombia, near Medellin	Crashed 8 km. from Olaya Herrera Airport[68]
7 Jan 1997	Polynesian Airlines 211	3	Samoa, Mount Vaea	CFIT in bad weather while diverting to Faleolo from Pago Pago to Apia	2
24 Mar 2001	Air Caraïbes	19	French West Indies, Saint Barthélemy	Crashed near Gustaf III Airport, killing one on ground.[69]
26 May 2006	Air São Tomé and Príncipe	4	Ana Chaves Bay, São Tomé Island	Airline's sole aircraft, registered S9-BAL, crashed during training flight.[70]
9 Aug 2007	Air Moorea Flight 1121	20	French Polynesia, near Moorea Airport	Bound for Tahiti, crashed shortly after takeoff[71]
6 May 2007	French Air and Space Force	9	Egypt, Sinai Peninsula	Crashed while supporting the Multinational Force and Observers[72]
8 Oct 2008	Yeti Airlines Flight 103	18	Nepal, Lukla Airport	Destroyed on landing[73]	1
2 Aug 2009	Merpati Nusantara 9760	16	Indonesia, near Oksibil	Crashed about 22 km (14 mi) north of Oksibil.[74]
11 Aug 2009	Airlines PNG Flight 4684	13	Papua New Guinea	Crashed on a mountain whilst en route from Port Moresby to Kokoda.[75]
15 Dec 2010	Tara Air	22	Nepal, Bilandu Forest	2010 Tara Air Twin Otter crash[76]
20 Jan 2011	Ecuadorian Air Force	6	Ecuador, El Capricho	En route from Pastaza-Shell Mera Airport to Tena Airport[77]
22 Sep 2011	Arctic Sunwest Charters	2	Canada, NT, Yellowknife	Float plane crashed in the street, injuring seven.[78]
23 Jan 2013	Kenn Borek Air	3	Antarctica, Mount Elizabeth	Skiplane lost en route from the South Pole to Terra Nova Bay.[79][80][81][82]
10 Oct 2013	MASwings Flight 3002	2	Malaysia, Kudat Airport	Crashed on landing[83]	14
16 Feb 2014	Nepal Airlines	18	Nepal, Arghakhanchi District	En route to Jumla from Pokhara.[84]
20 Sep 2014	Hevilift	4	New Guinea, near Port Moresby	Crashed on landing[85]	5
2 Oct 2015	Aviastar 7503	10	Indonesia, Luwu Regency	Pilot deviated from his route to Makassar
24 Feb 2016	Tara Air	23	Nepal, Pokhara	Crashed after takeoff as Tara Air Flight 193[86]
30 Aug 2018	Ethiopian Air Force	18	Ethiopia, near Mojo	From Dire Dawa, crashed at a place called Nannawa[87]
18 Sep 2019	PT Carpediem Aviasi Mandiri	4	Indonesia, Papua	From Timika, crashed at Hoeya district[88]
29 May 2022	Tara Air Flight 197	22	Mustang District, Nepal	Crashed	0

Specifications

Series	100[89]	300[89]	400[90]
Cockpit crew	1–2
Seating	20		19
Length	49 ft 6 in (15.09m)	51 ft 9 in (15.77 m)
Height	19 ft 6 in / 5.94 m
Wing	65 ft 0 in (19.81 m) span, 420 sq ft (39 m2) area (10.05 AR)
Empty weight	5,850l lb / 2,653 kg	7,415  lb / 3,363 kg	7,100 lb / 3,221 kg (no accommodation)
MTOW	10,500 lb / 4763 kg	12,500 lb / 5,670 kg[lower-alpha 1]
payload	975 kg (2150 lb) over 1344 km (727 nm)	1135 kg (2500 lb) over 1297 km (700 nm) 860 kg (1900 lb) over 1705 km (920 nm)[lower-alpha 2]	1842 kg (4061 lb) over 185 km (100 nm) 1375 kg (3031 lb) over 741 km (400 nm)
Fuel capacity			378 US gal / 1466 L,[lower-alpha 2] 2,590 lb / 1,175 kg
Turboprops (×2)	P&WC PT6A-20	PT6A-27	PT6A-34
Unit Power	431 kW / 578shp	460 kW / 620shp	559 kW (750 hp)
Max. Cruise	297 km/h / 160kn	338 km/h / 182kn	337 km/h (182 kn) (FL100)
Takeoff to 50 ft			1,200 ft / 366 m
Landing from 50 ft			1,050 ft / 320 m
Stall Speed	65 mph
Ferry Range	771 nmi / 1,427 km		799 nmi / 1480 km[lower-alpha 3]
Endurance			6.94 h[lower-alpha 3]
Ceiling	25,000 ft / 7,620 m
Climb rate		1,600 ft/min (8.1 m/s)
FL100 fuel burn 146 kn (270 km/h)			468.2 lb (212.4 kg)/hour 0.311 nmi/lb (1.27 km/kg)
Power/mass	0.11 hp/lb (0.18 kW/kg)	0.1 hp/lb (0.16 kW/kg)	0.12 hp/lb (0.20 kW/kg)

Table notes

See also

Related development

• de Havilland Canada DHC-3 Otter
• de Havilland Canada DHC-7 Dash 7

Aircraft of comparable role, configuration, and era

• Antonov An-28
• Britten-Norman Trislander
• CASA C-212 Aviocar
• Dornier 228
• Embraer EMB 110 Bandeirante
• GAF Nomad N24
• Harbin Y-12
• IAI Arava
• Let L-410 Turbolet
• PZL M28 Skytruck
• Short SC.7 Skyvan

References

Notes

Bibliography

• Harding, Stephen (November–December 1999). "Canadian Connection: US Army Aviation's Penchant for Canadian Types". Air Enthusiast (84): 72–74. ISSN 0143-5450.
• Hotson, Fred W. The de Havilland Canada Story. Toronto: CANAV Books, 1983. ISBN 0-07-549483-3.
• Rossiter, Sean. Otter & Twin Otter: The Universal Airplanes. Vancouver: Douglas & McIntyre, 1998. ISBN 1-55054-637-6.

External links

• de Havilland DHC-6 Twin Otter website by Neil Aird
• de Havilland DHC-6 Twin Otter blog by Erik Johannesson
• Official website

На других языках

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[de] De Havilland Canada DHC-6

Die DHC-6 Twin Otter ist ein STOL-Flugzeug für 19 Passagiere, das von de Havilland Canada hergestellt wurde. Nach einer zwanzigjährigen Produktionsunterbrechung wird heute die modernisierte Version DHC-6-400 vom kanadischen Hersteller Viking Air angeboten, der die Fertigungsrechte im Februar 2006 von Bombardier Aerospace erworben hat.

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- [en] De Havilland Canada DHC-6 Twin Otter

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[fr] DHC-6 Twin Otter

Le DHC-6 Twin Otter de De Havilland Canada est un avion ADAC monoplan utilitaire.

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[it] De Havilland Canada DHC-6 Twin Otter

Il De Havilland Canada DHC-6 Twin Otter (attualmente prodotto e commercializzato dalla Viking Air) è un aereo bimotore turboelica plurimpiego, prodotto dall'azienda canadese de Havilland Canada a partire dalla metà degli anni sessanta. La robustezza e le capacità STOL hanno reso l'aereo popolare per il trasporto di merci e passeggeri, oltre che per operazioni di sorveglianza, di ricerca e salvataggio e di evacuazione medica.

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[ru] De Havilland Canada DHC-6 Twin Otter

Де-Хэвиленд Канада DHC-6 .mw-parser-output .ts-comment-commentedText{border-bottom:1px dotted;cursor:help}@media(hover:none){.mw-parser-output .ts-comment-commentedText:not(.rt-commentedText){border-bottom:0;cursor:auto}}Твин Оттер (англ. de Havilland Canada DHC-6 Twin Otter) — двадцатиместный турбовинтовой пассажирский самолёт с укороченным взлётом и посадкой, разработанный канадским подразделением компании de Havilland. Пригоден для эксплуатации с неподготовленных грунтовых площадок, широко используется на воздушных линиях малой протяжённости, на аэродромах с короткими ВПП, в экспедиционных условиях. Первый самолёт был передан в эксплуатацию в 1966 году. Серийное производство велось компанией de Havilland Canada и продолжалось до 1988 года. В 2007 году производство самолётов было возобновлено канадской авиастроительной компанией Viking Air. Первые самолёты новой модификации Series 400 переданы заказчику в 2010 году.

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