New Series 400 Twin Otter at HKNW Wednesday night (Jan 12)
Join Date: May 2010
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There is no pleasing some people 
FWIW the -300 comes top of my list of favourite aircraft, an absolute pleasure to fly and rugged as hell. My only gripe is the cockpit noise levels, has this improved in the -400 ?.
More blades on slower turning props might cut down a bit on the noise levels but we all have a wishlist .......
FWIW the -300 comes top of my list of favourite aircraft, an absolute pleasure to fly and rugged as hell. My only gripe is the cockpit noise levels, has this improved in the -400 ?.
More blades on slower turning props might cut down a bit on the noise levels but we all have a wishlist .......
Thread Starter
Originally Posted by The Ancient Greek
...My only gripe is the cockpit noise levels, has this improved in the -400?
We do fit all new Series 400 aircraft with David Clark noise cancelling headsets (powered from the airframe) as standard equipment. They make a big difference. I just finished doing a ferry flight halfway around the world, and I felt a lot better getting out of the 400 at the end of the day than I used to feel when I got out of the 300.
Four blade props have been tried in the past - both Raisbeck and Field Aviation developed STCs for them - but they change the low speed handing characteristics of the aircraft, and that is not a good trade-off.
At the moment, we are looking at possible ways of reducing flight compartment noise passively by using some advanced foam material between the outer skin of the aircraft and the fabric interior. The problem with this strategy is that foam can trap moisture (condensation), and that will lead to corrosion. Foam also adds weight to the aircraft. Work continues, and if we come up with a solution that reduces noise without creating other problems, for sure we will implement it.
Michael
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Would it be worth considering active noise cancellation as used in the Q400 from Bombadier. I have a suspicion that it would probably be too complex and expensive for a small airframe, but maybe worth some research.
You can always spot an old Twotter driver - they are the ones saying WHAT? at the bar.
You can always spot an old Twotter driver - they are the ones saying WHAT? at the bar.
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@ Michael post #20
Yes I heard about the remove and replace, and if I’m not mistaken PRUNE has the words RUMOUR NETWORK in it, Get it?
While you quite rightfully post wonderful threads on the new 400, I’m quite entitled to post comments /questions on rumors or issues regarding it. Personally I think it’s great that the Twin Otter is back in production and wish it every success, wish some more manufacturers would do the same.
Seeing you mention my past history on PRUNE, maybe you could answer the question
http://www.pprune.org/african-aviation/412535-first-flight-new-production-series-400-twin-otter-5.html
regarding the whereabouts and status of the first 400 that was delivered to Switzerland last year July, you seemed to have ignored it.
"Chip on my shoulder" LOL Ok so I’m rather interested in the first new Twotter to be delivered and all the fanfare that came with it just in time for Farnborough and then the sudden silence and lack of information which according to my sources was Viking C of A issues.
Still I hardly think that’s reason to accuse me of having an axe to grind along with a chip on my shoulder and spreading malicious gossip. I mean come on 3 posts and now I’m spreading malicious gossip?
I admit auditors (safety or otherwise) are not my most favorite species, but I don’t know you other than from here on PRUNE so please don don’t flatter yourself. I very much doubt that we have ever met or crossed paths before this.
I’ll put your agro down to the stress of ferrying a turbo prop halfway around the planet and across Africa, and leave it at that.
While you quite rightfully post wonderful threads on the new 400, I’m quite entitled to post comments /questions on rumors or issues regarding it. Personally I think it’s great that the Twin Otter is back in production and wish it every success, wish some more manufacturers would do the same.
Seeing you mention my past history on PRUNE, maybe you could answer the question
http://www.pprune.org/african-aviation/412535-first-flight-new-production-series-400-twin-otter-5.html
regarding the whereabouts and status of the first 400 that was delivered to Switzerland last year July, you seemed to have ignored it.
"Chip on my shoulder" LOL Ok so I’m rather interested in the first new Twotter to be delivered and all the fanfare that came with it just in time for Farnborough and then the sudden silence and lack of information which according to my sources was Viking C of A issues.
Still I hardly think that’s reason to accuse me of having an axe to grind along with a chip on my shoulder and spreading malicious gossip. I mean come on 3 posts and now I’m spreading malicious gossip?
I admit auditors (safety or otherwise) are not my most favorite species, but I don’t know you other than from here on PRUNE so please don don’t flatter yourself. I very much doubt that we have ever met or crossed paths before this.
I’ll put your agro down to the stress of ferrying a turbo prop halfway around the planet and across Africa, and leave it at that.
Thread Starter
Originally Posted by Van Der
...PRUNE has the words RUMOUR NETWORK in it, Get it?
SN 845 (the first Series 400 aircraft) was delivered to the customer in July 2010. I made the delivery flight. Viking was granted the Type Certificate for the Series 400 in July (the official presentation of the Canadian Type Certificate was in fact made at the Farnborough show). Because additional type certificates issued by other agencies (for example, EASA) normally are granted after the type certificate is issued by the State of Design - in this case, Canada - there was a waiting period between the issue of the Canadian Type Certificate and the EASA type certificate. The EASA type certificate has since been granted, and both the first and second production aircraft now have complete C of A's issued by their country of registry.
New aircraft (with the sole exception of aircraft sold to Canadian customers) are always delivered with a Canadian Export C of A because the country of first registration is always Canada (we have to register the aircraft here to test fly it during the production process). Normally, the aircraft is ferried to the customer with temporary Canadian registration marks on it, then transferred to the customer's State of Registry when it arrives. It is possible for a customer to transfer it to their State of Registry at the moment they pick up a new plane from the factory, but they usually don't do that because it would be expensive - they would have to fly AMEs and regulators to Canada to transfer the registration. So, to avoid all that expense, we normally deliver the plane with Canadian temporary registration marks (manufacturer's registration marks) and an Export C of A, and the customer then re-registers the plane once it arrives in their country.
Michael
Thread Starter
...the stress of ferrying a turbo prop halfway around the planet and across Africa...
I suppose the most polite way of expressing it is that when you fly a Twin Otter halfway around the world, you have lots of time to enjoy the scenery below you.I wrote a little narrative about the ferry flight (with some pictures) and posted it at a Canadian aviation discussion forum - for those who may be interested, here's the link: click here. It covers pretty much the whole flight, from -35° C to +35° C.
Michael
Thread Starter
Best suggestion I can offer is to use one of the contact methods posted on the Viking Website. I work there, but in flight ops and engineering, not in Customer Service or Sales.
Michael
Michael
