How do I fly the Aerosoft Twin Otter in MSFS 2020?

To fly the Aerosoft Twin Otter in MSFS 2020, start each PT6 only after the starter has raised gas-generator speed, taxi in the beta range, set flap and take-off power from the aircraft checklist, and manage torque, propeller rpm and reverse rather than treating it like a piston twin or jet.

What should I set up before the first flight?

Create a dedicated MSFS 2020 controller profile and confirm every cockpit lever moves through its complete range before starting the engines. Make sure you have the MSFS 2020 Aerosoft package rather than confusing it with the separate DHC-6 situation in Microsoft Flight Simulator 2024; our Twin Otter version compatibility explanation covers that distinction.

The real aircraft's fuel levers are not piston-engine mixture controls, even though MSFS may expose them through mixture bindings. A duplicate mixture axis is a common reason an engine starts and then immediately shuts down.

How do I start the PT6 engines from cold and dark?

Start one PT6 at a time, allowing the starter to establish gas-generator rotation before introducing fuel. If the wider cockpit-power sequence is unfamiliar, use our cold-and-dark MSFS startup fundamentals alongside the Aerosoft aircraft checklist.

1. Secure the aircraft: set the parking brake, place both power levers at idle, set the propeller levers as required by the checklist and confirm both fuel levers are at cutoff.
2. Establish electrical and fuel supply: switch on the battery, configure the fuel system and pumps, and use the beacon before starting. Exact switch positions can differ between Twin Otter variants, so follow the installed cockpit labels.
3. Engage the starter: select one engine and watch its gas-generator speed, usually identified as Ng or gas-generator rpm. Do not introduce fuel as soon as the starter switch moves.
4. Introduce fuel at the checklist threshold: once Ng has reached the specified minimum and is rising steadily, move that engine's fuel lever from cutoff to its run position.
5. Monitor the light-off: confirm ITT rises without exceeding its limit, oil pressure appears and the engine continues accelerating. Cut off fuel immediately if ITT runs towards the limit, Ng stagnates or the engine fails to light.
6. Complete the start: return the starter control as directed, connect the generator, stabilise the engine and repeat the sequence for the other side. Configure avionics only after electrical supply is stable.

Introducing fuel too early is the classic PT6 hot-start mistake. Repeatedly moving the fuel lever or opening the power lever will not fix it; return the fuel lever to cutoff and allow the engine to cool before trying again.

How do I take off, climb and cruise?

Use the flap setting, reference speeds and torque limit published for the selected variant and aircraft weight rather than applying full throttle automatically. Flap 10 is a common normal take-off configuration, but runway length, load and variant can change the correct choice.

1. Complete the control check: verify trim, flaps, fuel supply, propeller levers and flight instruments. Check that both engines respond together when the power levers move.
2. Set take-off power smoothly: advance both power levers together while watching torque and ITT. Stop at the applicable limit; the physical forward stop is not a universal power setting.
3. Control direction early: expect propeller effects and use measured rudder input. Large, rapid corrections usually produce more weaving than they cure.
4. Rotate at the correct speed: use the published speed for the present weight and flap setting. Establish a positive climb, clear obstacles and retract flap in stages at the checklist speeds.
5. Set climb power: reduce torque first, then reduce propeller rpm if the procedure calls for it. Most wheeled Twin Otters have fixed landing gear, so there is no normal gear-retraction step.

In cruise, trim away control pressure and keep torque, ITT and propeller rpm within their respective limits. When increasing power, raise propeller rpm before adding substantial torque; when reducing it, lower torque before reducing rpm.

Navigation equipment and autopilot capability vary with the chosen cockpit. If NAV mode fails to follow the route, check the selected navigation source, CDI indication and heading rather than assuming the autopilot is broken. For route planning, ATC, parking and the other simulator-wide stages, our complete MSFS 2020 flight workflow supplies the broader sequence.

How do I land and use beta or reverse?

Keep the power levers in the normal flight range until touchdown, then use beta or reverse symmetrically to slow the aircraft. Selecting beta or reverse while airborne can cause a severe sink rate, loss of control or asymmetric drag.

1. Configure early: reduce power without shock movements, observe flap-extension limits and use the approach speed appropriate to weight and flap setting.
2. Prepare the propellers: move the propeller levers towards the landing position specified by the checklist. Expect extra drag as rpm rises.
3. Hold some power: the Twin Otter can lose speed quickly in a fully configured descent. Use power to control the approach path and trim for the target speed.
4. Flare modestly: bring the power levers to flight idle during the flare and avoid holding the aircraft off like a light piston trainer.
5. Enter beta after touchdown: move both levers just behind flight idle for low or near-zero thrust. Select reverse only when the aircraft is firmly on the runway and directional control is established.
6. Leave reverse as speed falls: return through beta to flight idle before taxiing. Strong reverse at low speed can produce abrupt yaw and unnecessary propeller debris ingestion.

For taxi, beta is usually more useful than riding the wheel brakes. Use small lever movements and let the aircraft respond; large asymmetric inputs make the Twin Otter difficult to keep straight.

Variant-specific handling

The selected undercarriage changes the checks required before every take-off and landing, even though the basic PT6 handling remains the same.

A water landing with amphibious wheels extended can pitch the aircraft forward. This is one check that should be confirmed twice rather than inferred from the previous flight.

Common Aerosoft Twin Otter problems

Most apparent aircraft faults come from fuel-lever bindings, an unavailable reverse range or two controllers commanding the same axis.

• Engine cranks but does not start: confirm fuel supply, pump configuration, battery power and the fuel lever position. Introduce fuel only after Ng reaches the checklist threshold.
• Engine starts and then stops: remove duplicate mixture assignments and disable assistance features that manipulate engine controls.
• One engine produces more power: recalibrate both throttle axes, compare cockpit lever positions and check for an engine-specific binding on another device.
• Beta or reverse does not work: the throttle axis may stop at flight idle. Assign a reverse-thrust command or configure a supported reverser range, then test it while parked.
• The aircraft veers under reverse: apply both levers together and check throttle calibration, rudder trim, brake inputs and engine output.
• Torque exceeds the limit: do not use the power-lever stop as the target. Set power by the gauges and the aircraft checklist.

After parking, stabilise both engines at idle, switch off unnecessary avionics, move the fuel levers to cutoff and complete the generator, pump and battery shutdown in checklist order.