690A B Training Manual

Turbo Commander 690A/B
Reference Manual
Reference Manual
Introduction
This manual is a stand-alone document appropriate for various
levels of training. Its purpose is to serve as an informational
resource and study aid.
Using this
Manual
The Quick Reference chapter provides limitations and other data

for quick review.
The Operating Procedures section contains chapters that provide a preflight inspection of the aircraft, normal procedures,
maneuvers, and other information for day-to-day operations.
The Flight Planning chapter covers weight and balance and performance. Several charts are included.
The Systems section is subdivided by aircraft system. At the
beginning of the Systems section, a list of systems is cross-referenced to ATA codes to facilitate further self-study, if desired, with
the manufacturers manuals.
Turbo Commander 690 A/B

January 2005
Developed for Training Purposes
1-3
1-4

January 2005
Quick Reference
This chapter contains the aircraft operating limits and requirements as well as a system-by-system summarization of power
sources, distribution, controls and monitors for both the TC 690A
and 690B models. Each models limitations are in a separate,
labeled section to avoid confusion. All limitations are printed in
bold italic.
Quick reference also contains supplement-directed limitations
and operations.
This section presents the operating limitations, the significance of
such limitations instrument markings, color coding and basic
placards necessary for the safe operation of the airplane, its powerplants, standard systems and standard equipment. The limitations included in this section have been approved by the FAA.
Observance of these operating limitations is required by law.
This chapter is intended to serve as a convenient reference.

January 2005
Quick
Reference
Chapter 2
NOTE: Refer to section IX of the

Manufacturers Pilots Operating
Handbook for amended operating
limitations, operating procedures,
performance data and other necessary information for airplanes
equipped with specific options.
2-1
2-2

January 2005
Quick Reference
General Limitations (690 A)
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Operation Limitations . . . . . . . . . . . . . . . . . . . .
Reverse Power Limitations . . . . . . . . . . . . . . . . . . . . .
Ignition Override Time Limits . . . . . . . . . . . . . . . . . . . .
Flight in Icing Conditions . . . . . . . . . . . . . . . . . . . . . . .
2-5
2-5
2-5
2-5
2-5
2-6
Table of
Contents
Operating Temperature Limits . . . . . . . . . . . . . . . . . . . . 2-8

Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Operational Limitations (690 A) . . . . . . . . . . . . . . . .
Instrument Markings. . . . . . . . . . . . . . . . . . . . . . . . . .
Airspeed Limitations. . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Load Factors . . . . . . . . . . . . . . . . . . . . . . . . . .
Weight and Center of Gravity. . . . . . . . . . . . . . . . . . .
Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airstart Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Pressurization . . . . . . . . . . . . . . . . . . . . . . . . .
Battery Temperature Monitor . . . . . . . . . . . . . . . . . . .
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Elevator Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Placards Schematics . . . . . . . . . . . . . . . . . . . . . . . .
2-13
2-13
2-15
2-15
2-15
2-17
2-17
2-18
2-18
2-18
2-18
2-18
2-19
General Limitations (690 B) . . . . . . . . . . . . . . . . . . . . 2-21

Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Operation Limitations . . . . . . . . . . . . . . . . . . .
Engine RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reverse Power Limitations . . . . . . . . . . . . . . . . . . . .
Ignition Override Time Limits . . . . . . . . . . . . . . . . . . .
Flight in Icing Conditions . . . . . . . . . . . . . . . . . . . . . .
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-21
2-21
2-21
2-21
2-21
2-22
2-23
2-23
Operating Temperature Limits . . . . . . . . . . . . . . . . . . . 2-24

Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
January 2005
2-3
Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-10
Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-26
Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-26
Blade Angles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-26
Propeller SPeed Restrictions . . . . . . . . . . . . . . . . . . .2-26
Operational Limitations (690 B) . . . . . . . . . . . . . . . . .2-27
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-27
Types of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . .2-27
Altitude Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . .2-27
Cabin Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . .2-27
Maximum Seating Limits . . . . . . . . . . . . . . . . . . . . . . .2-27
Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . .2-29
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-29
Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-30
Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . .2-31
Maneuver Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-34
Weight and Center of Gravity Limits . . . . . . . . . . . . . .2-34
C.G. Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-34
Placards Schematics. . . . . . . . . . . . . . . . . . . . . . . . . .2-35
2-4

January 2005
Quick Reference
General
Limitations
Powerplant
Engine
- Two AiResearch TPE331-5-251K
Model 690 A
Engine Operation Limitations:

Condition
SHP
Propeller RPM
ITT C
Time Limit
Oil Temp C
All
1679 (105.5% - 1686 (106%)
5 sec.
+40 to +110
All
1607 (101%) - 1679 (105.5%)
30 sec.
All
1599 (100.5%) - 1607 (101%)
5 min.
Starting
1149
1 sec.
-40 (min.)
717.5
1591 (100%)
923
None
+55 to +110
Takeoff and Max.

Continuous
Reverse Power Limitations:

Condition levers must be set at HIGH RPM when using reverse
thrust during landing.
Do not raise flight idle latches until nose gear has been lowered to the
runway.
Do not enter reverse power range until both BETA lights are illuminated.
Full Reverse is limited to speed less than 90 KIAS, at or above 95%
RPM. Position power lever at GND IDLE until speed is reduced to 90
KIAS.
Do not allow RPM to decrease below 95% while in reverse. Return
power levers to GND IDLE if engine speed drops below 95% RPM.
Ignition Override Time Limits:

1. Engines equipped with ignition units P/N 868962-2, manufactured
by Simmonds, or P/N 868962-2, manufactured by Bendix, without
Garrett Turbine Engine Co. SB75-0004 incorporated:
a. 1 Minute On followed by 1 Minute Off
or
b. 2 Minutes On followed by 2 Minutes Off,
Followed by 2 more Minutes On
Followed by 23 Minutes Off
or
c. 5 Minutes On followed by 55 Minutes Off.

January 2005
2-5
2. Engines equipped with ignition units P/N 868962-2, manufactured by

Bendix, with Garrett Turbine Engine Co. SB75-0004 incorporated:
Duty cycle of up to two hours continuous duty. The total time on
cannot exceed two hours without two hours off. The two hours
on can be either continuous or intermittent.
NOTE: If ambient OAT is above 50F (+10C), observe duty cycle
per step 1 above.
by Bendix, without Garrett Turbine Engine Co. SB75-0004 incorporated:
Duty cycle of up to one hour continuous duty. The total time on
cannot exceed one hour without one hour off. The one hour
4. Engines equipped with ignition units P/N 868962-3 manufactured
by Bendix, with Garrett Turbine Engine Co. SB7 5-0004 incorporated:
Duty cycle is unlimited when ambient OAT is less than + 50F (+
10C).
NOTE: If ambient OAT is above +50F (+10C), observe duty
cycle of one hour continuous duty as noted in step 3.
Flight in Icing Conditions
NOTE: If icing conditions are

entered in flight without the
engine anti-icing system having
been selected, switch one ENGINE
system to ENG INLET position. If
the engine runs satisfactorily,
switch the second ENGINE system
to ENG INLET position and check
that the second engine continues to
run satisfactorily.
2-6
Compliance with the following Limitations meets the requirements of

Paragraph (a) of Airworthiness Directive No. 86-24-12, dated 28
November 1986. The requirements of Paragraph (a) of AD. 86-24-12
are superseded by Paragraph (b) and no longer apply when Custom Kit
No. 139 (Auto-Ignition System) is installed.
The IGN OVRD switch shall be selected to IGN OVRD position during
all operations in actual or potential icing conditions described as follows:
1. During takeoff and climb out in actual or potential icing conditions.
2. When ice is visible on, or shedding from propeller(s), spinner(s),
or leading edge(s).

January 2005
Quick Reference
3. Before selecting ENG INLET, when ice has accumulated.
4. Immediately any time engine flameout occurs as a possible result
of ice ingestion.
5. During approach and landing while in or shortly following flight
in actual or potential icing conditions.
6. During takeoff with standing water, slush or powdery snow on
runway.
For the purpose of the preceding steps, the following definition
applies:
1. Potential icing conditions in precipitation or visible moisture meteorological conditions:

a. Begin when the OAT is +5C (+41F) or colder, and
b. End when the OAT is +10C (+50F) or warmer.
NOTE: Above procedures supersede any other POH/AFM
procedures which may be contradictory.

January 2005

entered in flight without the engine
anti-icing system having been
selected, switch one ENGINE system to ENG INLET position. If the
engine runs satisfactorily, switch
the second ENGINE system to
ENG INLET position and check
run satisfactorily.
CAUTION: Flight may be limited

by duty cycle of the Ignition System
(see page 2-5).
Do not operate engine inlet heat system longer than 10 seconds if OAT is
greater than H=5C (+ 41F).
2-7
Operating Temperature Limits (690 A Model)
2-8

January 2005
Quick Reference
Table 2-A; Operating Limitations
Oil Temperature
Minimum Starting
-40C
Minimum Ground Operation
-40C
Minimum Flight Operation
+55C
Maximum All Conditions

Oil Pressure
Minimum Idle
40 PSIG
Minimum Flight Operation <23,000 ft
70 PSIG
Minimum Flight Operation >23,000 ft
50 PSIG

Ambient Starting
Temperatures
Minimum
Maximum
Ambient
Operating
Temperatures
See Chart, facing page
Fuel:
(Aviation Turbine
Fuels)
Pesticide Fuel
Additive
+110C
120 PSIG
-40 C
+55 C
AiResearch EMS 53100; ASTM Designation ES2-74 and D1655-68T (Types

Jet A, A-I and B): MIL-T-5624G(l)
(Grades JP-4 and JP-5); and British
Specs D. Eng. R.D. 2482 Issue 2, 2486
issue 2, and 2494 Issue 4. NATO equivalents approved. Aviation gasoline
MIL-G-5572D, Grade 100LL may be
used as an emergency fuel with limitations of 250 gallons per engine for
each 100 hours of engine operation.
The amount of aviation gasoline used
must be entered in the Engine Log
Book.
See latest revision to Gulfstream Aerospace Service Letter No. 170 for list of
approved fuels and temperature limits.
See Gulfstream Aerospace Service
Letter SI-179.
Oil
Lubricants conforming to MIL 23699A,

and MIL-L-7808G are approved for use.
See latest revision to General Aviation
Division Service Letter No. 170 for a
list of approved lubricants.
Engine Inlet Ice

Protection
Operate to 10 seconds maximum with

ambient temperature above +5C

January 2005
2-9
Propellers
Two Hartzell propellers with LT 10282H+4 blades and hub model HCB3TN-5FL are installed. The propellers are 3-blade, full feathering,
reversible, constant speed. Reverse operation is limited to ground operation only.
NOTE: The following restrictions apply to those airplanes which
are not equipped with propeller blades LT 10673 or LT 10673(B) per
STC SA 546GL or Hartzell Bulletin No. 13l B. See Supplement 17.
WARNING:
Positioning of
power levers below the flight idle
stop in flight is prohibited. Such
positioning may lead to loss of airplane control or may result in an
engine overspeed condition and
consequent loss of engine power.
2-10
Do not move power levers aft of GND IDLE until indicated speed has
decreased to 60 KIAS and both BETA lights are illuminated. No
Reverse Allowed Above 60 KIAS.
Full reverse up to 500 HP at 90% RPM (minimum) may be initiated
below 60 KIAS.
Reduce Reverse Thrust proportionately as aircraft speed decreases.

January 2005
Quick Reference

January 2005
2-11
Cockpit Instruments
2-1
2-2
2-2A
2-3
2-4
2-5
2-6
2-7
2-8
2-12

January 2005
Quick Reference
Instrument Markings
Engine Tachometer (See Figure 2-1, facing page)
96 - 100% RPM Green Arc . . . . . . . . . . . . . . . . . . . . NORMAL
101% Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Operational
Limitations
Model 690A
Interstage Turbine Temperature (See Figure 2-2)

923C Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF
1149C White or Orange Line . . . . . . . . . . . . . . .START LIMIT
Exhaust Gas Temperature (See Figure 2-2A)

(Installed in place of ITT gage in aircraft modified with TPE-331-10
Engines)
770C START . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RED LINE
Yellow Arc . . . . . . . . . . . . . . . . . NORMAL OPERATING RANGE
(Per EGT Limit Chart)
Engine Gage Unit (See Figure 2-3)

Oil Temperature
-40C Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MINIMUM

-40 to +55C Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . CAUTION
+55 to +110C Green Arc. . . . . . . . . . . . . . . . . . . . . . NORMAL
+110C Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Oil Pressure - All Altitudes
40 PSI Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . MINIMUM

120 Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Oil Pressure < 23,000 ft.
40 to 70 PSI Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . CAUTION

50 to 120 PSI Green Arc . . . . . . . . . . . . . . . . . . . . . . . NORMAL
Oil Pressure > 23,000 ft
40 to 50 PSI Yellow Arc. . . . . . . . . . . . . . . . . . . . . . . . CAUTION

Fuel Pressure

15 to 25 PSI Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . . CAUTION
25 to 80 PSI Green Arc . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
90 PSI Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM

January 2005
2-13
Airspeed Indicator
For A/C S/N 11249 and subsequent, (See Figure 2-4, page 2-14)
86 Knots Red Line . . . . . . Minimum Single Engine Continuous
77 to 140 Knots White Arc . . . . . . . . . . . . . . . Flaps Operational
115 Knots Blue Line . . . . . . . . Single Engine Best Rate-of-Climb
82 to 243 Knots Green Arc. . . . . . . . . . . . . . . . Normal Operation
Maximum allowable pointer set . . . . . .52 Mach; Stop at 243 Knots
For A/C S/N 11100 through 11248,
All speeds and color indications are the same, except Maximum Operating Speed is indicated by a red line.
Hydraulic Pressure (See Figure 2-5)

1250 PSI Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Vacuum (See Figure 2-6)

3.8 In.Hg Red Line. . . . . . . . . . . . . . . . . . . . . . . . . . MINIMUM
3.8 to 5.0 In.Hg Green Arc . . . . . . . . . . . . . . . . . . . . NORMAL
5.0 In.Hg Red Line. . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Emergency Gear Extension

425 PSI Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . MINIMUM
425 to 525 PSI Green Arc . . . . . . . . . . . . . . . . . . . . . NORMAL
525 PSI Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Altitude and Differential Pressure (See Figure 2-7)

5.4 PSI Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Shaft Horsepower (See Figure 2-8)

717.5 HP Red Line . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
2-14

January 2005
Quick Reference
Airspeed Limitations
All airspeeds are given in Knots, Calibrated Airspeed (KCAS)
Maximum Operation (VMO) . . . . . . . . . . . . . . . . . . . . . . 243 KCAS
Maximum Mach Number (MMO) . . . . . . . . . . . . . . . . . . 0.52 Mach
Maximum Airspeed for 243 KCAS or 0.52 Mach Limitations:
Altitude (Feet)
Maximum Airspeed (KCAS)
Sea Level to 19,000
243
21,000
232
23,000
223
25,000
214
27,000
205
29,000
196
31,000
188
Maneuvering Speeds (VA)

(Straight line variation between points)
A/C Weight (lbs)
Maximum Airspeed (KCAS)
10,250
145
9850
143
9600
141
8750
136
7500
128
6550
121
6000
116
Operation
Airspeed (KCAS)
Flaps (VFE) Full 40

Half 20
140
180
Landing Gear (VLO)
200
Landing Light Extension (VLE)
156
Minimum Control Speed (VMC)
86
Sustained Icing Speed
145
CAUTION: Do not make abrupt

control movements above the
maneuvering speeds listed. To do so
could result in structural damage
and possible loss of the airplane.
Flight Load Factors

Maximum - Flaps UP
Positive 3.28 Gs
Negative 1.31 Gs
Maximum - Flaps Down
Positive 2.00 Gs
Negative 0.00 Gs
Weight and Center of Gravity

See Weight and Balance Section (Manufacturers Data, Part III) for
Loading Schedule.
January 2005
2-15
Aircraft Operation Limitation Approved Gross Weight

Center of Gravity Envelope (690 A Model)
Operation of the aircraft outside the envelope is prohibited.
Envelope must be observed with landing gear extended.
Allowance for landing gear retraction is automatic.
L.E. MAC 196.00 Inches aft of Datum
MAC length 74.5 Inches
2-16

January 2005
Quick Reference
Maximum Weights
Ramp
10,300 lbs
Takeoff Jet Fuels
10,250 lbs
Aviation Gas
10,175
Landing
9,600
Zero Fuel
8,750 lbs
C.G. Limits
Limits are given for landing gear down. Datum location is 196 inches
forward of the wing leading edge and 50 inches forward of fuselage
station zero.
Forward Limits:
212.93 inches aft of datum (22.72% MAC) at 10,250 lbs.
Straight line variation between points.
Aft Limits:
Variation between points:
Inches aft of datum = 219.84 - (11,653 Weight)
Minimum Flying Weight:
214.575 inches aft of datum (24.93% MAC) at 6000 lbs.
Maneuvers
This airplane must be operated as a normal category airplane. Acrobatic maneuvers, including spins, are unauthorized.
Up to 560 feet altitude loss may occur during recovery from full stall.
Airstart Limitations
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 KCAS
Maximum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KCAS
Maximum approved altitude for airstarts . . . . . . 20, 000 feet MSL

January 2005
2-17
Altitude Limitations
Maximum approved altitude with Type A and A-1 aviation turbine
fuel is 31,000 feet MSL.
Maximum approved altitude with Type B aviation turbine fuel is
25,000 feet MSL.
Maximum approved altitude using aviation gasoline:
With fuel boost pumps inoperative. . . . . . . . . . . . . . . . . 10,000 ft
With fuel boost pumps operating . . . . . . . . . . . . . . . . . . 25,000 ft
Cabin Pressurization
Maximum approved cabin differential pressure is 5.4 PSI. The
relief setting is 5.2 0.1 PSI. Pressurization is prohibited during
takeoff or landing.
Battery Temperature Monitor

A/C with NiCad Batteries: Both batteries must be deep cycled prior
to the next flight if the battery select switch is positioned to either
the 1 or 2 positions.
Ice Protection
Ambient temperatures must be below +5 C for continuous
operation of ice protection heat. Intentional stalls are prohibited
when wing and empennage boots are operated. Do not operate
wing and empennage boots during takeoff and landing.
Elevator Trim
The TRIM annunciator on the annunciator panel is set to
illuminate when elevator trim is not in takeoff range. This
annunciator system must be operational.
2-18

January 2005
Quick Reference
Placards
THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY

TYPE IN COMPLIANCE WITH THE
AIRPLANE MANUAL. ACROBATICS AND INTENTIONAL SPINS
ARE PROHIBITED.
AIRSPEED LIMITATIONS
MAX GEAR EXTENDED:
200 KNOTS
MIN CONTROL ONE ENGINE:
86 KNOTS
SHUT OFF LEFT ENGINE WHEN

ENTERING AND LEAVING CABIN.
MAX FULL MANEUVERING:

145 KNOTS
AUTOPILOT MUST BE OPERATED

IN ACCORDANCE WITH APPROVED
FLIGHT MANUAL.
FLAP EXTENSION:
20 FLAPS MAX 180 KNOTS
ICE PROTECTION ELECTRIC

HEATERS: GND. CHECK 30 SEC. MAX
DO NOT OPERATE BOOTS DURING
T.O AND LDG.
CAUTION
DO NOT SMOKE OR IGNITE FLAME
WITH OXYGEN SYSTEM IN USE.
Located at left side of pilot compartment.
LANDING
L
PROP SYNC
EXTEND
ON
O
F
F
OFF
OFF
MUST BE OFF
DURING TAKEOFF
AND LANDING
RETRACT
DO NOT EXTEND ABOVE

156 KNOTS
Located on overhead switch
panel below LANDING switches.

January 2005
Located on quadrant to the

right of condition levers
2-19
Placards (cont)
WINDSHIELD OFF
WHEN USING
STANDBY COMPASS
MAX
A/S
243
232
223
214
205
196
188
ALT
X1000
S.L -19
21
23
25
27
29
31
Located near standby compass
WARNING
Located near pilots airspeed

indicator. Effective Aircraft:
S/N 11100 through 11248.
NOTE: Placard not required when
changing to Max. Allowable Airspeed
Indicator.
FOR AVIATION EMERGENCY USE ONLY

UNLICENSED OPERATION UNLAWFUL
OPERATION IN VIOLATION OF FCC RULES
SUBJECT TO FINE OR LICENSE REVOCATION
Located adjacent to Emergency Locator

Transmitter Switch (if installed)
MODE
AUTO TEMP
AUTO
OFF/RAM
AIR
OXYGEN
OVER RIDE
PUSH AND ROTATE
WARM
COOL
REMOVE DOOR WHEN OPERATING

ABOVE 25,000 FT. FLT. ALT
Located to the right of oxygen door knob

S/N 11100 through 11248, 11250 though 11268
PRESSURIZATION NOT PERMITTED

DURING TAKEOFF AND LANDING
Located on environmental panel.
STATIC SOURCE
ADJUST TO 22,500 FT
ALTITUDE MINIMUM
Located above oxygen regulator

S/N 11249, 11269 and subsequent
2-20
PRIMARY
CAUTION
USE AIRSPEED AND ALTIMETER
CALIBRATION WHEN USING
ALTERNATE SOURCE
ALTERNATE
Located at left side of pilot compartment
(Applicable to airplanes which have not had
Service Letter No. 323 complied with.)

January 2005
Quick Reference
General
Limitations
Powerplant
Engine
Two Garrett AiResearch engines:
- TPE331-5-251K (S/N 11350 through 11542, except 11431)
Model 690 B
- TPE 331-5-252K (S/N 11431, 11543 and subsequent)
Engine Operation Limitations

Condition
ITT C
RPM Percent
SHP
Time Limit
Oil Temp C
Takeoff
923
100
717.5
None
+55 to +110
Max Continuous
923
100
717.5
None
+55 to +110
Max Climb
923
100
717.5
None
+55 to +110
Maximum Cruise
905
96 to 100
717.5
None
+55 to +110
1149
---
---
1 Second
-40 Minimum
Starting
ALL
--
100.5 to 101.0
---
5 Minutes
-40 to +93
ALL
--
101.0 to 105.5
---
30 Seconds
-40 to +93
ALL
--
105.5 to 106.0
---
5 Seconds
-40 to +93
Engine RPM:
Avoid operation between 18 and 28 percent RPM except for transients
occurring during start and shutdown.
Reverse Power Limitations:

Condition levers must be set at HIGH RPM when using thrust during
landing.
Do not raise flight idle latches until nose gear has been lowered to the
runway.
Do not enter reverse power range until both BETA lights are illuminated.
Full Reverse is limited to speed less than 90 KIAS, at or above 95% RPM.
Position power lever at GND IDLE until speed is reduced to 90 KIAS.
Do not allow RPM to decrease below 95% while in reverse. Return
power levers to GND IDLE if engine speed drops below 95% RPM.
NOTE: The following restrictions apply to those airplanes which
are not equipped with propeller blades LT 10673 or LT 10673(B) per
STC SA 546GL or Hartzell Bulletin No. 13l B. See Supplement 16.
Do not move power levers aft of GND IDLE until indicated speed has
decreased to 60 KIAS and both BETA lights are illuminated. No
Reverse Allowed Above 60 KIAS.
Full reverse up to 500 HP at 90% RPM (minimum) may be initiated
below 60 KIAS.
Reduce Reverse Thrust proportionately as aircraft speed decreases.
January 2005
WARNING:
Positioning of
power levers below the flight idle
stop in flight is prohibited. Such
positioning may lead to loss of airplane control or may result in an
engine overspeed condition and
consequent loss of engine power.
2-21
Ignition Override Time Limits:

by Simmonds, or P/N 868962-2, manufactured by Bendix, without
Garrett Turbine Engine Co. SB75-0004 incorporated:
a. 1 Minute On followed by 1 Minute Off
or
2 Minutes On followed by 2 Minutes Off,
Followed by 2 more Minutes On
Followed by 23 Minutes Off
or
b. 5 Minutes On followed by 55 Minutes Off.
Bendix, with Garrett Turbine Engine Co. SB75-0004 incorporated:
Duty cycle of up to two hours continuous duty. The total time on
cannot exceed two hours without two hours off. The two hours
NOTE: If ambient OAT is above 50F (+10C), observe duty cycle
per step 1 above.
Bendix, without Garrett Turbine Engine Co. SB75-0004 incorporated:
Duty cycle of up to one hour continuous duty. The total time on
cannot exceed one hour without one hour off. The one hour
4. Engines equipped with ignition units P/N 868962-3 manufactured by
Bendix, with Garrett Turbine Engine Co. SB7 5-0004 incorporated:
Duty cycle is unlimited when ambient OAT is less than + 50F (+
10C).
NOTE: If ambient OAT is above +50F (+10C), observe duty
cycle of one hour continuous duty as noted in step 3.
2-22

January 2005
Quick Reference
Flight in Icing Conditions
Compliance with the following Limitations meets the requirements of
Paragraph (a) of Airworthiness Directive No. 86-24-12, dated 28
November 1986. The requirements of Paragraph (a) of AD. 86-24-12
are superseded by Paragraph (b) and no longer apply when Custom Kit
No. 139 (Auto-Ignition System) is installed.
The IGN OVRD switch shall be selected to IGN OVRD position during
all operations in actual or potential icing conditions described as follows:
1. During takeoff and climb out in actual or potential icing conditions.
2. When ice is visible on, or shedding from propeller(s), spinner(s),
or leading edge(s).
3. Before selecting ENG INLET, when ice has accumulated.

entered in flight without the
engine anti-icing system having
been selected, switch one ENGINE
system to ENG INLET position. If
the engine runs satisfactorily,
switch the second ENGINE system
to ENG INLET position and check
run satisfactorily.
4. Immediately anytime engine flameout occurs as a possible result

of ice ingestion.
5. During approach and landing while in or shortly following flight
in actual or potential icing conditions.
6. During takeoff with standing water, slush or powdery snow on
runway.
For the purpose of the preceding steps, the following definition
applies:
1. Potential icing conditions in precipitation or visible moisture meteorological conditions:

a. Begin when the OAT is +5C (+41F) or colder, and
b. End when the OAT is +10C (+50F) or warmer.
NOTE: Above procedures supersede any other POH/AFM
procedures which may be contradictory.
CAUTION: Flight may be limited

by duty cycle of the Ignition System
(see page 2-22).
Do not operate engine inlet heat system longer than 10 seconds if OAT is
greater than H=5C (+ 41F).
Ice Protection:
Ambient temperatures must be below +5C for continuous operation if
ice protection heat. Intentional stalls are prohibited when wing and
empennage boots are operated. Do not operate wing and empennage
boots during takeoff and landing.
Engine Inlet Ice Protection:
Operation for longer than ten seconds with ambient temperature above
+50 is prohibited.

January 2005
2-23
Operating Temperature Limits (690 B Model)
2-24

January 2005
Quick Reference
Operating Limitations
Oil Temperature
Minimum Starting
-40C
Minimum Ground Operation
-40C
Minimum Flight Operation
+55C

Oil Pressure
+110C
Minimum Idle
40 PSI
Minimum Flight Operation < 23,000 ft
70 PSI
Minimum Flight Operation > 23,000 ft
50 PSI

Oil
Lubricants conforming to MIL 23699A,

and MIL-L-7808G are approved for use.
See Section VIII of Manufacturers
Pilots Operating Handbook for a list of
approved lubricants.
Fuel Pressure
Minimum
Maximum
Fuel:
(Aviation Turbine
Fuels)
AiResearch EMS 53100; ASTM Designation ES2-74 and D1655-68T (Types

Jet A, A-I and B): MIL-T-5624G(l)
(Grades JP-4 and JP-5); and British
Specs D. Eng. R.D. 2482 Issue 2, 2486
issue 2, and 2494 Issue 4. NATO equivalents approved. Aviation gasoline
MIL-G-5572D, Grade 100LL may be
used as an emergency fuel with limitations of 250 gallons per engine for
each 100 hours of engine operation.
The amount of aviation gasoline used
Book.
120 PSI
15 PSI
90 PSI
See Section of Manufactures Pilots

Operating Handbook for list of
Engine Inlet Ice
Protection
Operate to 10 seconds maximum with

ambient temperature above +5C

January 2005
2-25
Propellers:
Two Hartzell propellers with LT 10282H+4 blades and hub model
HC16-B3TN-5FL are installed. The propellers are 3-blade, full feathering, reversible, constant speed.
Restrictions:
Reverse operation is limited to ground operation only.
Diameter:
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 inches
Maximum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 inches
Blade Angles (at 30 inch Station):

Reverse. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .-8 ( 0.5)
Start Locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+2.5 ( 0.2)
Low. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +13.5 (0.5)
Feather. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+90 (0.5)
Propeller Speed Restrictions:
2-26
RPM Range
Time Limit
1591
None
1599 1607
5 Minutes
1607 1679
30 Seconds
1679 1686
5 Seconds

January 2005
Quick Reference
General
Types of Operation
This aircraft may be operated under the following conditions when the
appropriate equipment required by Federal Aviation Regulations is
installed and operable:
Day or Night
VFR or IFR
Flight into known Icing Conditions is approved.
Operational
Limitations
Model 690B
p
p
p
Altitude Limitations
Maximum approved altitude with Type A and A-1 aviation turbine
fuel is 31,000 feet MSL.
Maximum approved altitude with Type B (JP-4 or JP-5) aviation
turbine fuel:
With fuel boost pumps inoperative. . . . . . . . . . . . 25,000 ft MSL
With fuel boost pumps operating . . . . . . . . . . . . . 31,000 ft MSL
Maximum approved altitude using aviation gasoline:
With fuel boost pumps inoperative. . . . . . . . . . . . . . . . . 10,000 ft
With fuel boost pumps operating . . . . . . . . . . . . . . . . . . 25,000 ft
Cabin Pressurization
Maximum cabin differential pressure . . . . . . . . . . . . . . . . 5.4 PSI
Relief setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2 0.1 PSI
Pressurization is prohibited during takeoff or landing.
Maximum Seating Limits

Maximum number of seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
(Pilot plus 9 passengers)

January 2005
2-27
Cockpit Instruments
2-9
2-10
2-10A
2-11
2-12
2-13
2-14
2-28
2-15

January 2005
Quick Reference
Instrument Markings
Powerplant
Engine Tachometer (See Figure 2-9, facing page)
96 to 100% RPM Green Arc . . . . . . . . . . . . . . . . . . . NORMAL
101% Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Interstage Turbine Temperature (See Figure 2-10)

923C Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF
1149C Orange radial . . . . . . . . . . . . . . . . . . . . . .START LIMIT
Exhaust Gas Temperature (See Figure 2-10A)

(Installed in place of ITT gage in aircraft modified with the TPE331-10 engines)
770C START . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RED LINE
Yellow Arc . . . . . . . . . . . . . . . . . NORMAL OPERATING RANGE
(Per EGT Limit Chart)

Engine Gage Unit (See Figure 2-11)
Oil Temperature
-40C Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MINIMUM

-40 to +55C Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . CAUTION
+55 to +110C Green Arc. . . . . . . . . . . . . . . . . . . . . . NORMAL
+110C Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Oil Pressure - All Altitudes

120 Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Oil Pressure < 23,000 ft.
40 to 70 PSI Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . CAUTION

Oil Pressure > 23,000 ft
40 to 50 PSI Yellow Arc. . . . . . . . . . . . . . . . . . . . . . . . CAUTION

Fuel Pressure


January 2005
2-29
Airspeed Indicator (see Figures 2-12 and 2-16)

MARKING KCAS
KIAS
SIGNIFICANCE
Red Radial
86
83
VMC
White Arc
77-140
75-140
Operating Speed Range with

40 WIng Flaps. Lower limit is
maximum weight stalling speed
in landing configuration. Upper
limit is maximum speed permissible with flaps extended.
Green Arc
82-243
78-246
Normal Operating Range, Lower

limit is maximum weight stalling
speed with flaps and landing
gear retracted. Upper limit is
maximum operating speed.
Blue Radial
115
113
Recommended Single Engine

Climb Airspeed.
Red Radial
243
246
Maximum Speed for ALL operations. Maximum allowable pointer

(striped) set at 0.52 M with a stop
at 243 KIAS maximum.
IAS
260
200
40
AIRSPEED 60
KNOTS
80
100
160
140 120
2-16
2-30

January 2005
Quick Reference
Hydraulic Pressure (See Figure 2-13)
1250 PSI Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Vacuum (See Figure 2-14)

3.8 In.Hg Red Line. . . . . . . . . . . . . . . . . . . . . . . . . . MINIMUM
3.8 to 5.0 In.Hg Green Arc . . . . . . . . . . . . . . . . . . . . NORMAL
5.0 In.Hg Red Line. . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Emergency Gear Extension

425 PSI Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . MINIMUM
425 to 525 PSI Green Arc . . . . . . . . . . . . . . . . . . . . . NORMAL
525 PSI Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Altitude and Differential Pressure (See Figure 2-15)

5.4 PSI Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Airspeed Limitations
SPEED
KIAS
Takeoff & Climb to 50 ft. (0 Flaps)
104
All Engines Best Angle of Climb Speed
89
All Engines Best Rate of Climb Speed
139
All Engines Landing Approach Speed (40 Flaps)
95
Severe/Extreme Turbulence Penetration Speed
VA
Moderate Turbulence Penetration Speed
180
Max Operating Speed
246
Speed for transition to Balked Landing Conditions
99
Minimum Speed During Sustained Icing Conditions
149
Maximum Demonstrated Crosswind Velocity

January 2005
23 Knots
2-31
Airspeed Limitations (Cont)

SPEED
Maneuvering VA *
KCAS
KIAS
149 (10,325 lb.)

139
(8750 lb.)
130
(7500 lb.)
119
(6000 lb.)
148
167
128
117
Do not make abrupt control movements

above this speed. To do so could result in
structural damage and possible loss of airplane.
180
140
Do not exceed this speed of the given flap

setting.
Maximum Flap extended 180

140
VFE
Maximum Landing Gear
Operating VLO
(20)
(40)
REMARKS
Do not exceed his speed with gear extended.
200
201
Air Minimum Control

VMCA
86
83
This is the minimum flight speed at which

this airplane is controllable with a bank of
not more than 5 degrees with one engine
inoperative and the remaining engine operating at takeoff power.
Best Single Engine

Rate-of-Climb VYSE
125
123
This speed delivers the greatest gain in altitude in the shortest time with ine engine
inoperative at sea level, standard day conditions and 10,325 lbs weight.
Recommended Safe
One Engine Inoperative
VSSE
98
95
Inflight engine cuts below this are prohibited
Max Operating MMO

(Mach Number)
Do not exceed this airspeed or Mach number

in any operation.
0.52
--
SL - 19,000
243
246
21,000
232
234
23,000
223
225
25,000
214
216
27,000
205
206
29,000
196
197
31,000
188
189
VMO* (Knots)
Altitude (feet)
Maximum Landing Light

Extension
156
155
Do not extend landing lights above this

speed or exceed this speed with landing
lights extended.
* Straight Line Variation between Points
2-32

January 2005
Quick Reference
Center of Gravity Envelope (690B Model)

January 2005
2-33
Maneuver Limits
This airplane must be operated as a normal category airplane. Acrobatic maneuvers, including spins, are unauthorized. Up to 560 feel altitude loss may occur during recovery from full stall.
Maneuvering Load Factors
At Design Takeoff Weight of 10,325 lbs.

Landing Gear UP, Wing Flaps 0 . . . . . . . . . . . . . +3.28 to -1.44 Gs
Landing Gear DOWN, Wing Flaps 40 . . . . . . . . . . .+ 2.0 to 0.0 Gs
Weight and Center of Gravity Limits

Maximum Weights
Ramp
10,375 lbs.
Takeoff Jet Fuels
10,325 lbs.
Aviation Gas
10,225 lbs.
Landing
9,675 lbs.
Zero Fuel
8,750 lbs.
Maximum Weight in
Baggage Compartment
600 lbs.
C.G. Limits
Limits are given for landing gear down. Datum location is 196 inches
forward of the wing leading edge and 50 inches forward of fuselage
station zero. Mean Aerodynamic Chord MAC) length is 74.5 inches
(see CG Envelope, facing page)
Forward Limits:
213.3 inches aft of datum (23. 22% MAC) at 10,375 lbs.
203.75 inches aft of datum (10. 40% MAC) at 7500 lbs.
203.75 inches aft of datum (10. 40% MAC) at 6749 lbs.
Aft Limits:
Variation between points:
Inches aft of datum = 219. 84 - (12,444 Weight)
Minimum Flying Weight:
See Weight and Balance Section (Manufacturers Data, Part III) for
Loading Schedule.
2-34

January 2005
Quick Reference
Placards

AIRPLANE MANUAL. ACROBATICS AND INTENTIONAL SPINS
ARE PROHIBITED.
MAX GEAR EXTENDED:

200 KNOTS
86 KNOTS


145 KNOTS

FLIGHT MANUAL.
FLAP EXTENSION:

CAUTION

T.O AND LDG.
Located at left side of pilot compartment.
PROP SYNC
LANDING
L
EXTEND
WARNING
ON
O
F
F
OFF
DO NOT EXTEND ABOVE

156 KNOTS
MUST BE OFF
DURING TAKEOFF
AND LANDING
Located on overhead switch

panel below LANDING switches.
Located on quadrant to the

right of condition levers
OFF
RETRACT
WINDSHIELD OFF
WHEN USING
STANDBY COMPASS
Located near standby compass

January 2005
ABRUPT CONTROL
MOVEMENTS ABOVE
MANEUVER SPEED
CAN RESULT IN
DANGEROUS
STRUCTURAL
DAMAGE
Located on windshield
centerpost cover (per
Service Bulletin No. 205)
ADJUST TO 22,500 FT
ALTITUDE MINIMUM
Located above oxygen regulator

S/N 11350 through 11483
2-35
Placards (cont)
WARNING
STATIC SOURCE
SWITCH

ALTERNATE w
CAUTION
USE AIRSPEED
AND ALTIMETER
CALIBRATION
WHEN USING
ALTERNATE
SOURCE
Located adjacent to Emergency Locator

Transmitter Switch (if installed)
MODE
AUTO TEMP
AUTO
OFF/RAM
AIR
OVER RIDE
PRIMARY
WARM
COOL
Located on right side of pilot compartment.

(S/N 11452 through 11521 which have not had
(NOTE: S/N 11505,11506,11510, 11512, 11513
and 11515 have had the intent of Service Letter
No. 323 complied with at the factory).

Located on environmental panel.
STATIC SOURCE
PRIMARY
CAUTION
USE AIRSPEED AND ALTIMETER
CALIBRATION WHEN USING
ALTERNATE SOURCE
ALTERNATE
Located at left side of pilot compartment

(Applicable to airplanes which have not had
APPLICABLE TO CO-PILOT AIRSPEED IND.

ALT (FTx1000) SL-10
21
23
25
27
29
31
KCAS VMO
232
223
214
205
196
188
243
ADJUST KNOB TO
22,500 FT. ALT MIN.
FOR DEMAND MASK
OPERATION.
CHECK PRESS &
FLOW PRIOR TO
TAKE OFF.
2-36
OFF
ON
NO SMOKING
WHILE
OXYGEN
TURN SYSTEM
OFF AFTER
USE.
Located adjacent to copilots airspeed

indicator. Not required if max allowable
airspeed indicator is installed.
Located on oxygen regulator

(S/N 11484 and subsequent)

January 2005
This preflight inspection is to be used with the Turbocommander

690A and 690B models. Differences between inspections for the
two models will be identified.
An essential part of the preparations made before any flight is the
preflight inspection. During this inspection, verify the aircraft's
physical readiness. A thorough preflight before the first flight of
the day is critical to determine airworthiness and provide for the
highest degree of safety.
Preflight
Inspection
Chapter 3A
No detail should be overlooked during the first preflight of the

day. Abnormal conditions (e.g., low tire pressure) must be corrected prior to flight. Even minor discrepancies should be rectified prior to flight to ensure safety.
The preflight inspection begins inside the aircraft where the initial
cockpit setup and essential functions are verified. The actual exterior inspection follows; it begins at the cabin door, proceeds
clockwise around the aircraft, and ends at the left wing root.
Lastly, the pilot returns to the interior of the aircraft to check the
passenger compartment and cockpit for flight readiness.

January 2005
3A-1
3A-2

January 2005
Preflight Inspection
Checklist Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-5
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-7
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-7
Table of
Contents
Interior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-8

Preflight Inspection Walkaround Path . . . . . . . . . . . . 3A-10
Exterior Inspection (Clockwise) . . . . . . . . . . . . . . . . . 3A-11
A Left Wing and Forward Fuselage . . . . . . . . . . . 3A-11
B Right Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-12
C Right Engine Tailpipe and Empennage . . . . . . 3A-13
D Aft Left Fuselage . . . . . . . . . . . . . . . . . . . . . . . 3A-14
E Left Engine and Tailpipe. . . . . . . . . . . . . . . . . . 3A-15
F Left Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-16

January 2005
3A-3
3A-4

January 2005
Tasks are executed in one of two ways:
p
as a sequence that uses the layout of the cockpit controls and indicators as cues (i.e., flow pattern).
as a sequence of tasks organized by event rather than panel location

(e.g., After Takeoff, Gear RETRACT, Flaps - UP).
Checklist
Usage
The placing of items in a flow pattern or series provides organization

and serves as a memory aid.
A challenge-response review of the checklist follows execution of the
tasks; the pilot monitoring (PM) calls the item, and the appropriate pilot
responds by verifying its condition (e.g., Engine Anti-Ice [challenge]
ON [response]).
Two elements are inherent in the execution of normal procedures:
p
use of either the cockpit layout or event cues to prompt the correct
switch and/or control positions.
use of normal checklists as done lists.

January 2005
3A-5
3A-6

January 2005
General
All Surfaces . . . . . . . . . . . . . . . . FREE FROM SNOW/ICE/FROST
Protective Covers/Plugs . . . . . . . . . . . . . . . . REMOVED/STOWED
Remove safety covers from the engines, static ports, pitot probes,
stall vanes, angle-of-attack sensor and rosemount probe. Remove
keys from locks.
Preflight
Inspection
NOTE: If night flight is anticipated, check actual operation of
navigation and strobe lights.
All Intakes/Exhausts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

January 2005
3A-7
Interior Inspection
Visual Inspection
1.
Cabin Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
2.
Airplane Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3.
Landing Gear Control Lever. . . . . . . . . . DOWN & LATCHED
4.
*Battery Select Switch . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH
5.
Engine Control Switches . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
6.
Overhead Panel Switches . . . . . . . . . . . . . . . . . AS REQUIRED
7.
Battery Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
* BAT HOT annunciator NOT illuminated
8.
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
CAUTION: Ground operation of
9.
Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ice protection electric heaters must

be limited to 30 seconds or less.
10. Trim Tabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET TO ZERO
NOTE: Automatic overtemperature protection will prevent the fuel

vent heaters from operation in
warm ambient temperatures.
11. Lights and Ice Protection Heat . . . . . . . . . . . . . . . . CHECKED

If night IFR, or flight into icing conditions are anticipated, the
following must be physically or visually checked for proper orientation.
a. Left Pitot Heat
b. Right Pitot Heat
c. Static Source Heat
d. Right Wing Ice Light
e. Stall Warning Vane Heat
f. Right Landing Light
g. Right Fuel Vent Heat
h. Right Wing Tip Light
i. Tail Light
j. Left Wing Tip Light
k. Left Fuel Vent Heat
l. Left Landing Light
m. Left Wing Ice Light
n. Instrument Panel Lights
o. Overhead Flood Lights Ground operation of ice protection
electric heaters must be limited to 30 seconds or less.
12. Battery Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
* Applicable to 690A model only
3A-8

January 2005

January 2005
3A-9
Preflight Inspection Walkaround Path
3A-10

January 2005
Exterior Inspection (Clockwise)
Left Wing and Forward Fuselage
1.
Upper Left Wing Surface . . . . . . . . . . . . . . . . . . . . . . . CHECK

(Fuel caps, general condition. May be accomplished by standing
in main door opening)
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
OAT probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Entry Door, Bayonets and Seal . . . . . . . . . . . . . . . . . . . CHECK
Left Pitot head. . . . . . . . . . .CHECK (cover removed and clear)
Left Windshield and Wiper . . . . . . . . . . . . . . . . . . . . . CHECK
Nose Access Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Nose Gear Doors and Wheel Well . . . . . . . . . . . . . . . . CHECK
Radome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Right Pitot Head . . . . . . . . .CHECK (cover removed and clear)
Right Windshield and Wiper . . . . . . . . . . . . . . . . . . . . CHECK
Emergency Exit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
Static Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAR

January 2005
3A-11
B
1.
Right Engine
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Inlet Dust Cover . . . . . . . . . . . . . . . . REMOVE (if installed)
b. Prop and Spinner (Rotation and condition). Listen for
unusual noises as prop is hand rotated.
c. Engine Inlet, Compressor, Temp Sensor and Moisture Drain
d. Oil Quantity, Cap and Access Door
NOTE: The oil level should be in
e. Outboard Cowling and Scoops
the upper half of the FULL to ADD

OIL zone of the dip stick when the
oil is hot. If the oil is cold, do not
add oil if the level is in the upper
half of the FULL to ADD OIL zone.
f. Engine Drains Clear

g. Oil Cooler Clear and Condition
2.
Right Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

a. Leading Edge, Ice Protection Boot and Stall Warning Vane
b. Landing Light Condition
c. Fuel Vent Clear
d. Wing Tip Condition
e. Aileron and Fixed Tab
f. Outboard Flap
3A-12

January 2005
Right Engine Tailpipe and Empennage
1.
Right Engine Tailpipe . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

a. Remove Dust Cover, if installed
b. Condition and Clear
2.
Right Wheel Well . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

a. Fluid Lines and Control Cables
b. Uplock and Gear Doors
3.
Right Strut, Wheel and Brake . . . . . . . . . . . . . . . . . . . . CHECK

(Condition and Wear)
4.
5.
6.
7.
8.
9.
10.
Inboard Cowling and Scoops . . . . . . . . . . . . . . . . . . . . CHECK

Ejector Pump Exhaust Port . . . . . . . . . . . . . . . . . . . . . CLEAR
Fuel Sump and Vents . . . . . . . . . . . . . . . . DRAIN and CHECK
Battery Vents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Inboard Flap and Hinge Fairing . . . . . . . . . . . . . . . . . . CHECK
Right Fuselage Static Ports . . . . . . . . . . . . . . . . . . . . . . CLEAR
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(S/N 11209 and subsq. if external door in installed)
a. Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
b. Shutoff Valve . . . . . . . . . . . . . . . . .SAFETY WIRED OPEN
c. Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
11. Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE

12. Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Vertical and Horizontal Ice Protection Boots
b. Elevators and Tabs
c. External Rudder Gust Lock . . . . . . . REMOVE (if installed)
NOTE: Attempt to move rudder.

Resistance to movement by the
internal controls lock should be
encountered. If there is no resistance, the rudder control system may
have been damaged by the wind.
d. Rudder and tab

e. Rudder Horn/Heater . . . . . . . . . . . . . . . . . . . . CLEARANCE
f. Tail Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Applicable to 690B model only

January 2005
3A-13
NOTE: If an APU is connected,

ensure that the door will be secured
after start completed. Ensure the
APU is regulated at 26 V DC, and
is capable of providing a minimum
of 16 volts DC and 800 amps during the starting cycle. Observe APU
ammeter during start.
CAUTION: Do not use an APU

which produces in excess of 1000
amps during initial start sequence.
Current greater than 1000 amps
may produce arcing which can
progress to damaged or stuck
starter-generator brushes.
D
1.
2.
3.
Left Static Ports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Ram Air Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Environmental Sys. Compartment & Access Door . . . CHECK
4.
5.
Battery Vents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

APU Access Door. . . . . . . . . . . . . . . . CHECKED & SECURE
(S/N 11249,11269 and Subsq.)
6.
Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . CHECK

a. Oxygen Pressure and shutoff valve safety wired OPEN (S/N
11100 through 11208)
b. Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
c. Baggage Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
7.
3A-14
Aft Left Fuselage
Inboard Flap and Hinge fairing. . . . . . . . . . . . . . . . . . . CHECK

January 2005
E
1.
Left Engine and Tailpipe

Left Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Oil Quantity, cap and access door
b. Inboard Cowling and Scoops
c. Engine Drains Clear
d. Oil Cooler, clear and condition
2.
Left Strut, Wheel, Brake and Strut Switch . . . . . . . . . . CHECK

(Condition and Wear)
3.
Left Wheel Well . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

a. Fluid lines and control cables
b. Uplock and Gear Doors
c. Emergency Gear Extension Pressure 425 to 525 psi
d. Hydraulic Accumulator and Shutoff valves
4.
5.
Hydraulic Quantity, Cap and Access Door . . . . . . . . . . CHECK

Tail Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Remove dust cover, if installed
b. Condition and Clear
6.
NOTE: Flaps must be retracted

and system pressure zero for an
accurate hydraulic quantity check.
Left Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

a. Outboard Flap
b. Aileron and Adjustable Tab
c. Wing tip condition
d. Fuel vent clear
e. Landing Light Condition
f. Leading Edge and Ice Protection Boot
7.
Outboard Engine Cowling and Scoops . . . . . . . . . . . . . CHECK

January 2005
3A-15
F
1.
Left Engine
Left Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Inlet Dust Cover . . . . . . . . . . . . . . . . REMOVE, if installed
b. Engine Inlet, Compressor, Temp Sensor and Moisture Drain
2.
3A-16
Prop and Spinner. . . . . . . . . .CHECK (Rotation and Condition)

Listen for unusual noises as prop is hand rotated.

January 2005
Normal operating procedures for Turbocommander 690A and

690B are presented in this section. In instances where the procedures vary model to model, the differences are noted.
Limitations, cautions, and warnings are also included as applicable. Requirements for cold weather operations are also addressed.

January 2005
Normal
Procedures
Chapter 3B
3B-1
3B-2

January 2005
Normal Procedures
Checklist Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-5
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-7
Before Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . 3B-7
Table of
Contents
Starting Engines (690A Model). . . . . . . . . . . . . . . . . . . 3B-9

Starting Engines (690B Model). . . . . . . . . . . . . . . . . . 3B-11
Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-14
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-17
Line Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-18
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-19
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-19
Cruise (690A Model). . . . . . . . . . . . . . . . . . . . . . . . . . 3B-20
Cruise (690B Model). . . . . . . . . . . . . . . . . . . . . . . . . . 3B-20
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-21
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-21
Go-Around (Balked Landing) . . . . . . . . . . . . . . . . . . . 3B-22
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-22
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-23
Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-24
Systems Operation. . . . . . . . . . . . . . . . . . . . . . . . . . 3B-25
Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-25
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-27
Ice Protection Systems. . . . . . . . . . . . . . . . . . . . . . . . 3B-29
Battery Temp. Monitoring System (690A only) . . . . . . 3B-32
Landing Gear / Brakes Systems. . . . . . . . . . . . . . . . . 3B-33
Flap Control System . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-34
Emergency Locator Transmitter . . . . . . . . . . . . . . . . 3B-34
Annunciator System . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-35
Noise Abatement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-38
Flight in Icing Conditions . . . . . . . . . . . . . . . . . . . . . . 3B-39

January 2005
3B-3
3B-4

January 2005
Normal Procedures
Tasks are executed in one of two ways:
p
as a sequence that uses the layout of the cockpit controls and indicators as cues (i.e., "flow pattern").
as a sequence of tasks organized by event rather than panel location

(e.g., After Takeoff, Gear RETRACT, FLAPS - UP).
Checklist
Usage
The placing of items in a flow pattern or series provides organization

and serves as a memory aid.
A challenge-response review of the checklist follows execution of the
tasks; the pilot monitoring (PM) calls the item, and the appropriate pilot
responds by verifying its condition (e.g., Engine Anti-Ice [challenge]
ON [response]).
Two elements are inherent in the execution of normal procedures:
p
use of either the cockpit layout or event cues to prompt the correct
switch and/or control positions.
use of normal checklists as "done" lists.

January 2005
3B-5
3B-6

January 2005
Normal Procedures
Before Starting Engines
1.
Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
2.
Cabin Door . . . . . . . . . . . . . . . . . . . . . . CLOSED and LOCKED
3.
Seat and Safety Belt . . . . . . . . . . . . . . . . . . . . . . . . . ADJUSTED
4.
Internal Controls Lock . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
5.
Flight Controls Lock . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
6.
Airspeed Static Selector. . . . . . . . . . . PRIMARY (if applicable)
7.
Environmental System Controls. . . . . . . . . . . . . . . . . . .CHECK
Normal
Procedures
a. Bleed Select Switch . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL

b. Depressurize Switch . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
c. Max Flow/Ground Cool Switch . . . . . . . . . . . . . . . . NORMAL
d. Mode Selector Switch . . . . . . . . . . . . . . . . . . . . OFF/RAM AIR
NOTE: The switch may be labeled

MAX HEAT/GND COOL. Function
remains the same on all aircraft.
e. Auto Temperature Selector . . . . . . . . . . . . . . . . AS REQUIRED

f. Pressurization Controller . . . . . . SET, Cabin Altitude and Rate
g. Pressurization Instruments
1. Cabin Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
NOTE: Cabin can pressurize on

the ground when the bleed air is on
if the CABIN DEPRESS circuit
breaker is tripped
2. Cabin Differential Pressure . . . . . . . . . . . . . . . . . . . . . ZERO

3. Cabin Altitude . . . . . . . . . . CHECK, Field Pressure Altitude
8.
*Start Select Switch . . . . . . . . . . . . . . . . . . . . . . SER/PAR/GPU
9.
Landing Gear Control Lever . . . . . . . .DOWN and LATCHED
CAUTION: Cooling Unit damage

may result if the environmental system is operated on the ground with
the ground blower inoperative.
10. Horsepower Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . .700 HP
CAUTION: * Engine start must
11. Engine Control Switches . . . . . . . . . . . . . . . . . . . .ENGINE OFF
not be attempted with Battery Select

Switch in either Position 1 or 2.
12. Overhead Panel Switches . . . . . . . . . . . . . . . OFF or NORMAL

a. Parallel (PAR), when OAT is between 0C and +32C or starting warm engines. Allow amperage to decrease to less than 250
amps before starting second engine. Operating generator is left
on.
b. Series (SER), when OAT is below 0C or above +32C. Series
will improve starting capability in cold and hot environmental
conditions. Allow amperage to decrease to less than 250 amps
before starting second engine. Second engine may be started in
PAR.
NOTE: Minimize electrical load

prior to starting engines. All nonessential electrical equipment
should be off.
13. External Power Switch . . . . . . . . . . . . . . . . . . . AS REQUIRED

Recommend an APU start be made when OAT is-12C or
below. Distribution bus annunciators (2) illuminated.
* Applicable to 690 A model only

January 2005
CAUTION:
When
making
SERIES starts the operating generator must be OFF prior to starting the
second engine
3B-7
14. Battery starts:
CAUTION: Generator switch, of the

engine being started, must be in the OFF
position.
Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Distribution bus annunciators (2) . . . . . . . . EXTINGUISHED
BAT HOT annunciator . . . . . . . . . . . . . . NOT ILLUMINATED
15. Generator Switches . . . . . . . . . . . . OFF, While Starting Engine
GEN OFF Annunciators Illuminated
16. Distribution and Control Bus Tie . . . . . . . . . . . . . . . . . . OPEN
17. Distribution and Control Bus Switches . . . . . . . . . . . . . . . . ON
Annunciators Extinguished
18. Annunciator Panel . . . . . . . . . . . . . TEST (Lights, Gear Horn,
And Battery Temp Monitor)
19. Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . . . 470 to 605 PSI
20. Fuel Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
21. Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
22. Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
23. Prop Sync Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION: BUS TIE circuit breakers (2) shall be tripped, and the BUS
TIE switch shall be open during normal
electrical system operation. The bus tie
circuit breakers and bus tie switch are
provided as an alternate means of powering a bus in the event of electrical distribution system failure.
24. Flap Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

25. Circuit Breaker Panel . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Two tie breakers tripped, remaining breakers set.
26. Oxygen System: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
(Flights at Altitudes >13.000 Ft.)
(690A Model S/N 11100 thru 11248, 11250 thru 11268)
a. Oxygen Mask Compartment Door . . . . . . . . . . . . . . . . . . OPEN
b. Oxygen Regulator . . . SET (Clockwise to approx. 20, 000 Ft.)
c. Oxygen Mask . . . . . . . . . . . . . . . . . DON. (Inspect for damage)
Verify flow indicator is operating
d. Oxygen Quantity Gage . . . . . . . . . . . . . . . . . . . . . . OBSERVE
Observe quantity gage for approx. 30 seconds. A steady drop of
pressure indicates system malfunction.
e. Oxygen Regulator . . . . .SET to expected aircraft cruise altitude
and allow to stabilize.
f. Cap Assembly Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP.
This turns off oxygen at mask.
g. Actuator Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSERT.
Full insertion of pin will cause cap assembly lever to return to
DOWN position.
h. Mask . . . . . STOW. Place mask in compartment and close door.
3B-8

January 2005
Normal Procedures
(690A Model S/N 11249, 11269 and Subs and 690B model).
a. Oxygen Regulator . . .SET (clockwise to 22,500 Ft. or higher).
b. Oxygen Mask . . . . . . . . . . . . . . . . .DON and set to 100 percent
(Inspect for damage) Inline pressure indicator should indicate
green.
c. Oxygen Quantity Gage . . . . . . . . . . . . . . . . . . . . . . OBSERVE
Observe quantity gage for approximately 30 seconds. A steady
drop in pressure indicates a system malfunction.
d. Mask Microphone . . . . . . . . . . . . . . . . CONNECT and CHECK
e. Oxygen Regulator . . . . . . . . . . SET to expected cruise altitude
and allow to stabilize.
f. Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW.
WARNING: The manual oxygen regulator must always be set

to 22,500 feet or above for proper
use of the crew diluter demand
oxygen system.
Starting Engines (690 A Model)

1.
External Power Switch . . . . . . . . . . . . . . . . . . . AS REQUIRED
2.
3.
If Custom Kit No. 139 is installed:
4.
a. Press AUTO-lGN RELIGHT test switch to the left L IGN light

shall illuminate
b. Press AUTO-IGN RELIGHT test switch to the right - R -IGN
light shall illuminate
Anti-Collision Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . ON
5.
Inter Turbine Temperatures (ITT). . . . . . . . . . BELOW 300C
6.
Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO RPM
7.
Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLT IDLE
8.
Fuel and Hydraulic Shutoff Switches . . . . . . . . . . . . . . .NORM
9.
Ignition Override/Motor Switch. . . NORM (ignition lights out)
NOTE: On the -5 engine, the

maximum ITT for initiating start is
300C. The engine may be motored
to reduce ITT by holding the Ignition Override/Motor switch in the
MOTOR position while the Engine
Control switch is placed in the
GND-START RUN position.
Engine will not start as fuel and
ignition are not made available.
When the ITT drops below 300C,
the start cycle may be completed by
releasing the Ignition Override/
Motor switch.
On the -10 engine, the maximum
EGT is 770.
10. Horsepower Limiting System . OFF (annunciator illuminated)

11. Propellers . . . . . . . . . . . . . . . . . CLEAR and UNFEATHERED
If feathered, proceed as follows:
a. Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REVERSE.
b. Engine Control Switch . . . . . . . . . . . . . . . . . AIR-START RUN
(observe that propeller blades move from feathered to locked)
c. Engine Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
d. Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT IDLE
12. Engine Control Switch . . . . . . FUEL PUMP ON (15 PSI min)

January 2005
3B-9
CAUTION: If the NTS is unsatisfactory, correct the fault beforeflight.
13. NTS System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

(complete the NTS system check prior to first flight of the day)
a. NTS Test Switch . . . . . . . . . . . . . . . . . . DEPRESS and HOLD
Observe illumination of NTS light
NOTE: The rotary switch must be

depressed before it can be rotated to
GND-START RUN position. This
position engages the starter. Ignition
operation can be monitored by illumination of the ignition annunciator
light on the engine control panel.
14. Engine Control Switch . . . . . . . . . . . . . . . . GND-START RUN
NOTE: If engine light off has not
a. NTS Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE

15. Inter Turbine Temperature - . . . . . . . . . . . . . . . . . . MONITOR
occurred by approximately 15 percent RPM, place the ignition override/motor switch to IGN OVRD.
Return the switch to NORM at 50
percent. If light off is not indicated by
a rise in ITT within approximately 10
seconds after ignition override is
selected, abort the start by placing the
engine control switch to ENG OFF
and returning the ignition override;
motor switch to NORM.
As start is initiated, observe that NTS light extinguishes indicating

that the torque sensor has moved to the negative torque position.
Dash 5 engine - Starting limit 1149C
Dash 10 engine (EGT) - Starting Limit 770C
CAUTION: Do not let engine

RPM stabilize in 18 - 28 RPM range
CAUTION: Limit starter duty

cycle to three 60-sec. periods of operation, separated by a five-minute off
period. Cycle may be repeated after
starter has cooled for 30 minutes.
CAUTION: As soon as the

engine control switch is placed in
the GND START RUN position
and the propeller starts turning, the
pilots hand should move to the
condition lever for that engine.
The condition lever should be
guarded for the remainder of the
start. If RPM stops increasing
prior to 40 percent or if ITT is
approaching 1149C (start limit)
and rising rapidly, immediately
place condition lever to ENGINE
STOP
AND
EMERGENCY
FEATHER, then place engine control switch to ENG OFF. Exceeding 1149C may damage engine.
3B-10

January 2005
Normal Procedures
Starting Engines (690 B Model)
1.
External Power Switch . . . . . . . . . . . . . . . . . . . AS REQUIRED
2.
3.

a. Press AUTO-lGN RELIGHT test switch to the left L IGN light
shall illuminate
b. Press AUTO-IGN RELIGHT test switch to the right - R -IGN
light shall illuminate
4.
Anti-Collision Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . ON
5.
Inter Turbine Temperatures (ITT). . . . . . . . . . BELOW 300C

The maximum ITT for initiating start is 300C. It may be reduced
by motoring the engine with the fuel and ignition systems off. To
motor engine proceed as follows:
a. Engine Control Switch . . . . . . . . . . . . . . . . . . . . . . . .ENG OFF
b. IGN OVRD/MOTOR switch . . . . MOTOR. Depress and Hold
c. Engine Control Switch . . . . . . . . . . . . . . . . GND-START RUN
d. ITT Gage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR
If ITT does not decrease below 300 prior to engine reaching
15% RPM, discontinue motoring by returning Engine Control
Switch to ENG OFF.
6.
e. Repeat steps b, c, and d above until ITT is below 300C.

f. When ITT decreases below 300C, return ENGINE control
Switch to ENG OFF, release MOTOR switch and proceed with
normal start.
7.
Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLT IDLE
8.
a. Airplanes S/N 11350 through 11542 except 11431 . FLT IDLE

b. Airplanes S/N 11431, 11543 and subsequent . . . . CENTERED
BETWEEN FLT IDLE and GND IDLE
Fuel and Hydraulic Shutoff Switches . . . . . . . . . . . . . . .NORM
9.
Ignition Override/Motor Switch. . . NORM (ignition lights out)
CAUTION: If engine is to be
restarted within 10 to 45 minutes
after shutdown, observe engine compressor and slowly move propeller
until compressor rotates one half (1/
2) revolution. Propeller tip will move
approximately six (6) inches. This
should be done approximately ten
(10) minutes prior to restart.
CAUTION: To prevent damage to

start switching system, depress and
hold IGN OVRD/MOTOR switch
in MOTOR switch in MOTOR position before moving Engine Control
Switch out of ENG OFF position.
NOTE: Observe starter duty cycle.
10. Horsepower Limiting System . OFF (annunciator illuminated)

11. Propellers . . . . . . . . . . . . . . . . . CLEAR and UNFEATHERED
If feathered, proceed as follows:
a. Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVERSE.
(observe that propeller blades move from feathered to locked)

January 2005
3B-11
CAUTION: If the NTS is unsatisfactory, correct the fault before flight.
NOTE: The rotary switch must be

depressed before it can be rotated to
GND-START RUN position. This
position engages the starter. Ignition
operation can be monitored by illumination of the ignition annunciator
light on the engine control panel.
If engine light off has not occurred
by approximately 15 percent RPM,
place the ignition override/motor
switch to IGN OVRD. Return the
switch to NORM at 50 percent. If
light off is not indicated by a rise in
ITT within approximately 10 seconds after ignition override is
selected, abort the start by placing
the engine control switch to ENG
OFF and returning the ignition
override; motor switch to NORM.
c. Engine Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

d. Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT IDLE
12. Engine Control Switch . . . . . . FUEL PUMP ON (15 PSI min)
13. NTS System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(complete the NTS system check prior to first flight of the day)
a. NTS Test Switch . . . . . . . . . . . . . . . . . . DEPRESS and HOLD
Observe illumination of NTS light
14. Engine Control Switch . . . . . . . . . . . . . . . . GND-START RUN
As start is initiated, observe that NTS light extinguishes indicating
that the torque sensor has moved to the negative torque position.
a. NTS Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
15. Inter Turbine Temperature . . . . . . . . . . . . . . . . . . . . . MONITOR
p
Dash 5 engine - Starting limit 1149C
Dash 10 engine (EGT) - Starting Limit 770C
CAUTION: Do not let engine

RPM stabilize in 18 - 28 RPM range
CAUTION: Limit starter duty

cycle to three 60-sec. periods of operation, separated by a five-minute off
period. Cycle may be repeated after
starter has cooled for 30 minutes.
CAUTION: As soon as the

engine control switch is placed in
the GND START RUN position
and the propeller starts turning, the
pilots hand should move to the
condition lever for that engine.
The condition lever should be
guarded for the remainder of the
start. If RPM stops increasing
prior to 40 percent or if ITT is
approaching 1149C (start limit)
and rising rapidly, immediately
place condition lever to ENGINE
STOP
AND
EMERGENCY
FEATHER, then place engine control switch to ENG OFF. Exceeding 1149C may damage engine.
3B-12

January 2005
Normal Procedures
16. Oil Pressure . . . . . . . . . . . CHECK (50 PSI min. at 70% RPM)
17. Fuel Pressure . . . . . . . . . . . . . . . . . . . . . . . . .25 PSI MINIMUM
CAUTION: If oil pressure is not

indicated within 10 seconds after
engine light off, shut down engine.
18. Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . . .900 to 1075 PSI

19. Vacuum Gage . . . . CHECK. Should indicate in the green arc
20. Generator . . . . . . . ON, operating engine (if PAR battery start)
21. Repeat steps 12 through 19 for starting second engine.
22. External Power Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION: During SER starts

the operating generator must be
OFF prior to starting the second
engine.
(If APU is utilized, generators will be inoperative until external

power switch is off).
23. Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON and charging
(reset generators if necessary)
Ground Limit: 250 amperes per generator
24. Auxiliary Power Unit . . . . . . . . . . . . . . . . . . DISCONNECTED
Ensure access door secure.
25. Oil Temperature. . . . . . . . . . . . . . . . . . . . . . +55C MINIMUM
Ensure minimum temperature reached before increasing RPM
above 70% to avoid the possibility of fuel icing, and in the interest
of optimum lubrication.

January 2005
3B-13
NOTE: The landing light annunciator, adjacent to the landing light

control switches, illuminates when
the landing lights are out of
retracted position.
Before Taxi
1.
Overhead Switches . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED.
2.
a. Electrical (cabin bus must be ON to operate right windshield

wiper).
b. Lights
c. Avionics
Nav/Comm Equipment . . . . . . . . . . . . . . . . . . . AS REQUIRED
3.
Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
4.
Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
5.
Environmental System . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
selected, regulated bleed air pressure and instrument vacuum may

drop below the green arc range. If
GND COOL is operative and is
selected, place auto temp control to
full cold position. If MAX FLO is
selected position auto temp control
as desired.
6.
a. Bleed Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . NORMAL

b. Depressurization Switch . . . . . . . . . . . . . . . . . . . . . . NORMAL
c. Max Flow/Ground Cool Switch . . . . . . . . . . . . AS REQUIRED
d. Mode Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
e. Auto Temp Control . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Circuit Breaker Panel . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
CAUTION: Selection of environ-
7.
NTS Check Valve Functional Test . . . . . . . . . . AS REQUIRED
NOTE: For S/N 11249, 11269

and subs. and 690 B model: Radio
Master Switch No.1 must be ON to
operate Inverter No.1 and Radio
Master Switch No. 2 must be ON
to operate Inverter No.2.
NOTE: When ground cool is
mental functions on the ground is not

recommended unless the ground
blower is known to be operating.
Visually observe a current increase
on cabin ammeter for blower operation. Severe overheating and damage
of ducts, heat exchanger, and cooling
unit is possible.
690 A Model Only: Do not operate
the environmental system in
GRND COOL, with any one or
both engines above 80% RPM.
This test should be accomplished prior to the first flight of the day.
It may be performed with the propeller start locks engaged or
disengaged.
a. Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLT IDLE
b. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI
c. NTS Test Switch . . . . . . . . . . . . . . . . .DEPRESS momentarily
The NTS light should not illuminate. Repeat the test on the
opposite engine.
NOTE: After the first engine is

started, the environmental system
may be placed in operation by:
(1) Bleed Air Selector Switch OPERATING ENGINE.
(2) Mode Selector Switch - AUTO.
Place the bleed selector in normal
after the second engine is started.
CAUTION: If either NTS light

illuminates correct the fault before
flight.
3B-14

January 2005
Normal Procedures
8.
Overspeed Governor Check . . . . . . . . . . . . . . . AS REQUIRED

The overspeed governor check should be performed prior to the
first flight of the day and when engine shutdown and air starts are
anticipated, any maintenance or adjustment has been performed, or
there is any indication of malfunction.
WARNING: When
performing
this check the immediate area
ahead of the aircraft must be clear
in the event the propellers
inadvertently unlatch.
690 A Model:
a. With the propeller on the start locks:
1. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . HI RPM
Observe illumination of beta light, indicating positive
torque.
2. Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
(slowly to the maximum stop).
RPM must stabilize at 104.5 to 105.5%. Operation between
101% and 105. 5% must be limited to 30 seconds maximum.
690 B Model:
a. With the propeller on the start locks:
1. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . HI RPM
Observe illumination of beta light, indicating positive
torque.
2. Power Lever . . . . . . . . . . . . . . . . . ADVANCE slowly until
further motion causes no increase
in fuel flow or RPM and then
retard to GND IDLE.
RPM must stabilize at 104.5 to 105.5% on airplanes S/N
11350 through 11542, except 11431 and at 103.0 to 105.0%t
on airplanes S/N 11431, 11543 and subsequent.

January 2005
CAUTION: Do not exceed 106%.

If this limit is exceeded,
immediately move the power lever
to ground idle and shutdown the
engine. The engine must be
removed if the limit is exceeded.
NOTE: If the engine will not

exceed approximately 100% RPM,
and a significant horsepower rise is
noted, the propeller start locks are
probably not engaged.
NOTE: For S/N 11431, 11543

and subs. : Do not dwell in 103.0 to
105.0% RPM range as engine
roughness may occur. This check is
meant only to determine that the
overspeed governor will limit RPM
to acceptable limits and is not typical of actual overspeed operation.
3B-15
9.
Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK
a. Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . ABOVE 85%
b. Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE.
Hold until beta lights illuminate
c. Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVERSE
Slowly retard power lever until an increase in fuel flow and
horsepower are noted.
d. Condition Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LO RPM

e. Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GND IDLE
10. Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
11. Ice Protection Equipment . . . . . . . . . . . . . . . . . . . . CHECKED
If flight into icing conditions is anticipated the following should be
checked.
WARNING: Ground operation of
ice protection electric heaters must
be limited to 30 seconds, or less.
a. Windshield Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Physically check and note slight rise in aircraft ammeter when
either LOW or HIGH Heat is selected.
b. Rudder Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CAUTION: If either the generator or propeller heat checks indicate

low amperage the possibility of
partial failure of the Ice Protection.
NOTE: Two minutes are required

for the timer to cycle through both
elements of both props. During the
cycle each element heats for
approximately 30 seconds.
NOTE: Operation of the surface
deice boots should be checked prior
to encountering icing conditions,
while on the ground or in flight, when
the OAT is above -40F (-40C).
NOTE: When operating through

standing water or slush, at speeds
below 40 KIAS, it may desirable to
use FLT IDLE rather than GND IDLE
or REVERSE in order to minimize
the possibility of water ingestion due
to splash from main wheel.
3B-16
Note slight increase in aircraft ammeter when heat is turned

ON.
c. Engine Inlet Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Observe annunciators (ENG INLET) illuminate and a slight
decrease in horsepower and fuel flow when the heat is on.
d. Generator Inlet Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Hold the Ice Protection AMPS selector switch in the GEN position and observe 12 to 18 amperes with the heat on.
e. Propeller Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Observe 14 to 18 amperes on the Ice Protection ammeter with
propeller heat on.
f. Regulated Pressure Gage . . . . . . . . . . . . . . . . . . . . . . . CHECK
Should indicate in the GREEN arc.
g. Boots One Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Observe inflation and deflation of boots.
h. Boots Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Observe inflation and deflation of boots.
12. Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

January 2005
Normal Procedures
Before Takeoff
1.
Predicted HP and Fuel Flow . . . . . . . . . . . . . . . .DETERMINE
2.
(see Section IV - 690A; Section V - 690B of Pilots Operating

Handbook).
Flight Controls . . . . . . . . . . . . . . . FREE and FULL TRAVEL
3.
4.
Trim Tabs . . . . . . . . . . . . . . . . . . SET for takeoff. Annunciator

Light Extinguished
Nav/Comm Equipment . . . . . . . . . . . . . . . . . . . AS REQUIRED
5.
Flight Instruments . . . . . . . . . . . . CHECK and set for takeoff
6.
Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
7.
Ground Cool/Max Flow Switch . . . . . . . . . . . . . . . . . NORMAL
8.
Cabin Altitude . . . . . . . . . . . . . . . . . . . . . . .SET 1000 feet above

destination field elevation or higher.
Oxygen Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . RECHECK
9.
Set to expected aircraft cruise altitude. (S/N 11100 thru 11248,

11250 thru 11268).
10. Oxygen Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . RECHECK
(S/N 11249, 11269 and Subs and B Model) set to expected cruise
altitude when flying between 22,500 feet and 31,000 feet. When
flying below 22,500 feet, set to a minimum of 22,500 feet.
11. Engine Control Frictions. . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
NOTE: For Fwd. C G. Takeoff

trim aircraft NOSE-UP until annunciator TRIM illuminates. Then trim
aircraft NOSE-DOWN until annunciator TRIM just extinguishes.
For Aft C.G. Takeoff trim aircraft
NOSE-DOWN until annunciator
TRIM illuminates. Then trim aircraft NOSE-UP until annunciator
TRIM just extinguishes.
CAUTION: Do
not increase
engine speed above 80 percent RPM
until GND COOL (if operative) and
MAX FLO annunciators are extinguished. (Approximately 40 seconds
after switch is placed in NORMAL.)
NOTE: If an instrument departure

is anticipated, allow several minutes
of operation with the Ground Cool/
Max Flow Switch in the NORMAL
position. This will allow the suction
powered gyros to come to their normal speed prior to takeoff.
12. Prop Sync Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

13. Flap Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
CAUTION: Pressurization not

permitted during takeoff and landing.
14. Horsepower Limiting System . . . . . . . . . . . . .CHECK and SET

System test should be accomplished at intervals of approximately
10 flight hours.
a. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI RPM
b. Power Lever . . . . . . . . . . . .ADVANCE (to obtain 100% RPM)
c. Horsepower Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Depress momentarily until a reduction of fuel flow and RPM is
noted. Do not allow engine RPM to decay below 67 percent. Set
switch ON or OFF as desired.
NOTE: If the test is unsatisfactory the system may be disabled by

placing the horsepower limit switch
in the OFF position. Maximum
power must be manually controlled.
15. Emergency Locator Transmitter (ELT) . . . . . . . . . . . . . . ARM

January 2005
3B-17
WARNING:
A water or slush
induced flame-out may occur if takeoffs are attempted on runways with
standing water, slush or loose powdery snow. Ignition override recommended ON. Observe time limits.
Line Up
1.
When the temperature is +5C, or below and there is visible

moisture present, all appropriate ice protection must be turned on
as follows:
NOTE: Boots should be operated

ONE CY or MAN, in flight, whenever ice builds up to approximately
1/2 inch.
CAUTION: Do not operate Ice
Protection heat when ambient temperatures are above +5C.
If defog blower fails, or if there is
no air flow at either defog outlet,
turn defog blower switch Off. If
aircraft equipped with side window defog heaters (factory
installed S/N 11517 and subs.)
failure to turn blower switch off
will result in heating overtemp.
Operation without air flow for
longer than 4 to 5 minutes will
result in smoke in the cockpit.
2.
3.
4.
WARNING: Do
not operate
boots during takeoff and landing.
a. Windshield Heat, Left and Right.

b. Rudder Heat.
c. Engine Inlet Heat, Left and Right.
d. Pitot - Fuel Vent Heat, Left and Right.
e. Generator Inlet Heat.
f. Propeller Heat.
g. Wing Ice Lights.
h. * Defog Control (S/N 11100 thru 11248, 11250 thru 11268).
i. Defog Blower. - Check pilot and copilot side window for air flow.
Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE
Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI-RPM
690A Model: 96 to 97%
690B Model: 96.5 to 97.5%
(Underspeed Governor Check)
Ignition Override . . . . . . . . . . . . . . . . . . . . . . ON, As Required
5.
Power Levers . . . . . . . . . . . . . ADVANCE to maximum power,

690A Model: 99.5 to 100.5% RPM
690 B Model: 99.0 to 100.5% RPM
Observe 717.5 HP and/or 923C limit(s). Predicted horsepower
and fuel flow should be attained.
6.
Beta Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
7.
Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
WARNING: If standing water,

slush or loose powdery snow is
observed on the runway, it is recommended that the ignition override switch be placed in the ON
position to minimize the possibility of a flame-out during the takeoff. Observe ignition override time
limitations.
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED.
NOTE: Operation of the ignition

system in conditions other than normal starting will reduce ignition
plug life.
NOTE: 690 A model only: The
maximum crosswind velocity demonstrated during certification tests
was 23 knots.
3B-18
* Applicable to 690 A model only

January 2005
Normal Procedures
Takeoff
1.
Takeoff and Climb Speed . . . . . . . . . . . . . . . . . . . . . . . ATTAIN
2.
Landing Gear Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . UP
Climb
1.
Climb Speed - 139 KIAS (to 5000 Ft.). Scheduled climb speed
thereafter (minus 1 KT per 1000 Ft. above 5000 ft.).
2.
Ignition Override . . . . . . . . . . . . . . . . . . . . . OFF, As Applicable
3.
Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

A climb at Maximum Recommended Climb Power (MRCP) may
be made at 717.5 HP/885C ITT at 96 percent RPM.
4.
Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
5.
Prop Sync Switch . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
6.
Pressurization Instruments. . . . . . . . . . . . . . . . . . . MONITOR
WARNING: Abnormal
cabin
pressure fluctuations after takeoff
(cabin rate of climb 1500 - 2000
FPM) indicate the possibility of a
safety/outflow valve malfunction.
Immediately place Depressurization switch to DEPRESS and have
valves inspected before further
pressurized flight. A dual valve
failure can result in a cabin overpressure condition.
Monitor cabin altitude and differential pressures periodically

during climb and cruise.
7.
8.
9.
Oxygen System . . . . . . . Remove pilot and copilot oxygen mask

compartment doors when operating
above 25,000 feet flight altitude
(S/N 11100 thru 11248, 11250 thru 11268)
Ground Cool/Max Flow Switch . . . . . . . . . . . . . . . . MAX FLO
if additional heat is required.
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

January 2005
WARNING: CABIN LO PRESS

light illuminated indicates lack or
loss of pressurization for operation
within safe limits and emergency
oxygen should be used immediately.
3B-19
Cruise (690A Model)

CAUTION: In
1.
Power
2.
Maximum Recommended Cruise Power (MRCP) is 717. 5 HP/

885C ITT at 96% RPM.
3.
4.
Oxygen System
flight do not
reduce engine RPM below 96%.
WARNING: If the oxygen system is depleted to 1000 PSI, an

immediate emergency descent to
below 13,000 feet must be accomplished in the event of loss of cabin
pressurization.
Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
To assure availability of emergency oxygen, the system may be

used for supplemental oxygen only when the oxygen pressure gage
reads above 1,000 PSI. For S/N 11100 thru 11248, and 11250 thru
11268, the altitude adjusting valve must remain at expected aircraft
cruise altitude. For S/N 11249 and 11269 and Subs., the altitude
adjusting valve must remain at 22,500 ft. minimum regulated
setting.
Cruise (690B Model)

CAUTION: In
flight do not
reduce engine RPM below 96%.
NOTE: If flight in severe turbulence is encountered or cannot be

avoided, the following procedure
is recommended:
p
Avoid control action which
could give rapid changes in attitude, altitude or airspeed; whenever possible, achieve steady
flight conditions prior to entry
into turbulence. Flaps should be
fully retracted and autopilot disengaged.
p Slow to VA speed, keep pilot
control movements to a minimum and fly a straight course
through the turbulence, as far as
practicable concentrating on attitude and disregarding altitude
1.
Power
Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
2.
Maximum Recommended Cruise Power (MRCP) is 717. 5 HP/

905C ITT at 96% RPM.
3.
4.
Oxygen System
To assure availability of emergency oxygen, the system may be
used for supplemental oxygen only when the oxygen pressure gage
reads above 1,000 PSI. The altitude adjusting valve must remain at
22,500 ft. minimum regulated setting.
WARNING: If the oxygen system is depleted to 1000 PSI, an

immediate emergency descent to
below 13,000 feet must be accomplished in the event of loss of cabin
pressurization.
3B-20

January 2005
Normal Procedures
Descent
1.
2.
Cabin Altitude Control . . . . . . . . . . . SET 1000 feet above field

elevation, or higher
3.
Annunciator Panel . . . . . . . . . . . . . . . TEST all indicator lights.
4.
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED.
Before Landing
1.
Cabin Differential Pressure Gage. . . . . . . . . . . CHECK ZERO
2.
Ground Cool/Max Flow Switch . . . . . . . . . . . . . . . . . NORMAL
3.
Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HI RPM
4.
Prop Sync Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5.
Landing Gear Control Lever . . . . . . . .DOWN and LATCHED

200 KIAS maximum.
6.
a. Gear Safe Lights . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED

b. Gear Unsafe Light. . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
c. Gear Warning Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . SILENT
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7.
Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . . .900 to 1075 PSI
8.
Ignition Override . . . . . . . . . . . . . . . . . . . . . . . . ON, as required
9.
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
WARNING: Power levers are

not to be retarded aft of the flight
idle stops in flight. The NTS system and propeller governing are
disabled when the power levers are
aft of the flight idle stop.
CAUTION: Pressurization not

permitted during takeoff and landing.
NOTE: It may be necessary to

reduce the airspeed to less than 180
KIAS to allow the main landing
gear to complete its extension
cycle. Landing gear extension may
be initiated at 202 KIAS 690A;
201 KIAS 690B.
NOTE: Limiting airspeed for flap

selection and operation:
690A MODEL
p
One Half Flaps (20)
p Full Flaps (40)
690B MODEL
p
One Half Flaps (20)
p Full Flaps (40)
181 KIAS
141 KIAS
180 KIAS
140 KIAS
WARNING: If
a significant
amount of standing water, slush or
loose powdery snow is anticipated
on the runway, the ignition override switch should be placed in the
ON position to minimize the possibility of a flame-out during landing. Observe ignition override
time limitations.

January 2005
3B-21
Go-Around (Balked Landing)

1.
Power Levers . . . . . . . . . . . . . . ADVANCE to maximum power,

99.5 to 100.5% RPM
Observe 717.5 HP and/or 923C limit(s).
2.
3.
Climb Speed . . . . . . . . . . . . . . . . . ATTAIN. Best rate-of-climb

speed 99 KIAS
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
4.
Landing Gear . . . . . . . . RETRACT (when definitely climbing)

Accelerate to twin engine climb speed and perform the takeoff and
climb checklists.
5.
Ignition Override . . . . . . . . . . . . . . . . . . . . . OFF, as applicable
Landing
WARNING: Do not raise flight
idle locks until after touchdown.
NOTE: Do not enter reverse range

with beta light(s) extinguished.
CAUTION: Full reverse is lim-
1.
Touchdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRMED
2.
Power Levers . . . . . . . . .GND IDLE (condition lever HI RPM)
3.
a. Beta Lights (2) . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED

Reverse Power . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
4.
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
ited to 500 HP at or above 95%

RPM, with speed less than 90
KIAS and OAT below +32C.
Reduce max allowed airspeed 2
knots for each one degree above
+32C. Reduce reverse thrust proportionally as aircraft speed
decreases
CAUTION: Do not use reverse

thrust to a full stop with brakes
applied. Use reverse thrust with
caution when landing on dirt or
snow covered runways due to the
blinding effect of swirling dirt or
snow, especially at lower speeds.
Should this occur, discontinue
reverse immediately. Damage to
propeller blades may occur if
reverse is used on gravel or similar
surfaces.
3B-22

January 2005
Normal Procedures
After Landing
1.
2.
Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO RPM
3.
Ignition Override . . . . . . . . . . . . . . . . . . . . . . OFF, as applicable
4.
Flap Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
5.
Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . . .900 to 1075 PSI
6.
Ice Protection Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

January 2005
3B-23
NOTE: Turning engine control

switch OFF before turning generator switch OFF will unnecessarily
break and make generator line and
field relay contacts, thereby reducing contact service life.
NOTE: Engine RPM should increase
Engine Shutdown
1.
Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
2.
Environmental Mode Selector . . . . . . . . . . . . . OFF/RAM AIR
3.
4.
Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND IDLE

Operate at taxi power for at least 3 minutes (including taxi time),
prior to shutdown.
approximately 5% with placement of

the engine control switch to the ENG
OFF position, then decrease when the
manifold fuel is depleted.
5.
Generator Switch . . . . . . . . . OFF (for engine to be shutdown)
CAUTION: Placing the engine
6.
control switch to the ENG OFF

position following manual shutdown (condition lever to FEATHER
position), will result in a fuel accumulation in the plenum and may
result in smoke and a loud popping
sound. It is recommended that the
engine control switch not be placed
in the ENG OFF position until
engine cools well below 300C to
prevent combustion.
NOTE: If power lever is not

placed in reverse the propeller will
7.
8.
feather.
WARNING: Do not open the

cabin door until the left propeller
stops rotating.
NOTE: The battery switch must

be OFF, or the cabin door switch
must be placed in the UNLOCK
position before the cabin door can
be opened. The door annunciator
will illuminate if the battery is ON
and entry door is not secure or the
door lock switch is in the
UNLOCK position.
CAUTION: If engine is to be
restarted within 10 to 45 minutes
after shutdown, observe engine compressor and slowly move propeller
until compressor rotates one half
revolution. Propeller tip will move
approximately six (6) inches. This
should be done approximately ten
(10) minutes prior to restart.
3B-24
9.
a. Press AUTO-IGN RELIGHT test switch to the right. Turn RSTART switch to OFF (verify the moment, within one or two
seconds, the engine starts to decrease in RPM. the R-IGN light
illuminates.
b. Press AUTO-IGN RELIGHT test switch to the left. Turn LSTART switch to OFF (verify the moment, within one or two
seconds, the engine starts to decrease in RPM, the L-IGN light
illuminates.
Engine Control Switch . . . . . . . . . . . . . . . . . . . . .ENGINE OFF
(shutdown engine started first)
Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . .FULL REVERSE
(Before RPM drops below 50%,
to engage propeller blade start locks)
Monitor engine for unusual noises.
Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
After propeller stops rotating cycle flaps to check the adequacy of
the operating hydraulic pump; 900 to 1075 PSI.
10. Remaining engine . . . . . . . . . . . . . . . . . . . . . . . . . SHUTDOWN

(repeat steps 5., 7. and 8.)
11. Overhead Switches . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
12. Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLT IDLE
13. Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
14. Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
15. Oxygen Regulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
16. Control Locks, Pitot Covers,
Inlet Dust Covers and Wheel Chocks . . . . . . . . . . . . INSTALL
Allow a minimum of 10 minutes cool-down before installing inlet
dust covers.

January 2005
Normal Procedures
Engines
To insure that the engine accelerates properly when operating with the
condition lever in the Low position, power lever movements should not
be made rapidly. Allow two seconds from ground idle to flight idle or
reverse. At LOW RPM, moving the power lever at an excessive rate
can result in engine instability or RPM decay. Should this occur, return
the power lever to ground idle and allow the engine to stabilize before
reapplying power. Do not allow engine RPM to decay below 67%.
Systems
Operation
Beta Lights
During ground operation above 85% Propeller control will shift from beta
mode (annunciator illuminated) to propeller governing mode (annunciator
out) as the power lever is advanced beyond the point where engine RPM
begins to stabilize as power is increased. During ground operation below
85% RPM, the beta light may, or may not, illuminate.
Clearing Engines
Clearing an engine of fuel or vapor is accomplished by allowing three
minutes for fuel to drain from the engine before attempting another
start, or motoring the engine, as follows:
1.
Ignition Override/Motor Switch. . . . . . . . . MOTOR (Hold On)
2.
3.
Engine Control Switch . . . . . . . . . . . . GROUND-START RUN

(to approximately 20 percent RPM)
Engine Control Switch . . . . . . . . . . . . . . . . . . . . .ENGINE OFF
4.
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
Negative Torque Sensor System Check (NTS)

The NTS check should be performed prior to the first flight of the day.
Depress and hold the NTS test switch for the engine to be started. As
the engine control switch is rotated into the AIR-START RUN position,
the unfeathering pump is enabled to provide oil pressure for the NTS
check. The NTS annunciator will illuminate. As the starter-generator is
engaged, when GROUND-START RUN is selected, the high initial
cranking torque (negative engine torque) will be sensed by the torque
sensor, which closes, allowing unfeathering pump oil pressure to actuate the feathering valve to dump propeller oil pressure. The NTS
annunciator will extinguish. The NTS test switch is released at this
time. As the engine accelerates following lightoff, negative torque
gradually decreases. The torque sensor returns to the positive torque
position, allowing the feathering valve to return to its normal position.
The unfeathering pump and starter are disabled automatically at
approximately 50 percent RPM. A satisfactory NTS system check is
presented by the NTS light extinguishing as the starter is engaged.

January 2005
NOTE: A normal start can be initiated by allowing the ignition

switch to return to normal while the
engine control switch is in the
GROUND-START RUN position,
however, inter turbine temperature
must be less than 300C.
WARNING: Do not actuate NTS

test switch in flight.
3B-25
Horsepower Indicating System

The horsepower indicator should read exactly 700 HP with electrical
power off. If it does not, with electrical power off, make a minor adjustment to 700 HP, with the zero adjustment in the face of the instrument.
Those instruments without a zero adjustment must be replaced or overhauled if the indicator dues not read 700 HP (8) with electrical power off.
Horsepower Limiting System

The horsepower limiting system assists the pilot in setting and maintaining maximum power, 700 HP 2. 5 percent (682.5 to 717.5). The
system does not control inter turbine temperature (ITT). Depending
upon pressure altitude and ambient temperature, it may be necessary to
adjust power lever position to avoid exceeding the ITT limit of 923C.
The system incorporates an ON/OFF/TEST switch in each engine control panel. An annunciator, adjacent to each system switch, will illuminate when the switch is off.
System test should be accomplished at intervals of approximately ten
flight hours.
Propeller Synchronizer System

This system maintains the blades of one propeller at a predetermined
relative position with the blades of the other propeller and it automatically matches the right slave propeller RPM to that of left, master
propeller to within approximately 1.5 percent.
Normal Operation
1.
Condition Levers . . . . . . . . . . . . . . . . SLIGHTLY off high stops
2.
Prop Sync Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3.
Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
When adjusting RPM move the condition levers together. Should the
system fail to keep the propellers in sync, the slave actuator may have
reached the limit of its travel. In this event:
1.
Prop Sync Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2.
Condition Levers . . . . . . . . . . . . . . . . . SYNC PROPS manually
3.
Prop Sync Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
To check the operation of the system, manually sync at 98%. Turn the
prop sync on. Slowly increase and decrease the left engine condition
lever. Right engine RPM should follow within 1.5%.
The propeller synchronizer must be off during takeoff, landing and single engine operation. Should the left engine fail or be feathered while
the prop sync is on, the right engine RPM will decrease a maximum of
2%, however, in no case below 94%. To insure maximum RPM on the
right engine during single engine operation, advance the condition
lever full forward and turn the prop sync off.
3B-26

January 2005
Normal Procedures
Oxygen System
Personnel
Using
Oxygen
Duration in Hours and Minutes at the following O2 Regulator Altitudes

8000 FT
10,000 FT
15,000 FT
20,000 FT
25,000 FT
30,000 FT
8-40
7-05
5-12
4-06
3-12
2-42
4-18
3-30
2-46
2-00
1-36
1-18
2-48
2-18
1-42
1-18
1-00
0-54
2-06
1-47
1-12
1-00
0-46
0-40
1-42
1-24
1-00
0-52
0-38
0-33
1-24
1-06
0-51
0-40
0-30
0-27
1-12
1-00
0-43
0-35
0-27
0-23
1-00
0-51
0-38
0-30
0-24
0-20
0-57
0-47
0-34
0-27
0-21
0-18
NOTE: For partial cabin depressurization on S/N 11100 through 11248, 11250 through 11268, readjust oxygen regulator to actual cabin altitude. On S/N 11249 and 11296 and Subsequent, including B model, set regulator to 22,500 ft
minimum. Adjust as required for cabin altitude between 22,500 ft. and 30,000 ft.
Table 3B-A; Oxygen Supply Duration (22 Cubic Feet at 1800 PSI)
S/N 11100 thru 11248, 11250 thru 11268)

(See Table 3B-A for Oxygen Usage Chart)
Oxygen for the flight crew and passengers is supplied from an oxygen
cylinder, located in the baggage compartment, which contains 22.0
cubic feet of oxygen at 1800 PSI. Automatic regulation of oxygen flow
to the oxygen outlets is accomplished by adjusting the oxygen altitude
gage to cabin altitude with the oxygen altitude adjustment control.
Oxygen masks are installed in compartments and available for immediate use at each crew and passenger seat. Oxygen mask and lanyard will
drop out when the compartment door is manually opened.
NOTE: Oxygen flow to oxygen

masks may be increased by selecting a higher altitude on the oxygen
altitude gage.
Normal Operation
1.
Oxygen Compartment Door . . . . . . . . . . . . . . . . . . . . . . OPEN
2.
Lanyard . . . . . . . . . . . . . . . . . . . . . . .PULL (to turn on oxygen)
3.
Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DON
4.
Oxygen Altitude Gage . . . . . . . . . . ADJUST (to cabin altitude)
5.
Flow Indicator . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FLOW

January 2005
3B-27
Oxygen System (S/N 11249, 11269 and Subs and B Model)

(See Table 3B-A for Oxygen Usage Chart)
cylinder, located in the aft fuselage, which contains 22 cubic feet of
oxygen at 1800 PSI. Automatic regulation of oxygen flow to the passenger outlets is accomplished by adjusting the altitude gage to cabin
altitude with the altitude adjustment control. Regulation of oxygen flow
to the crew is provided by mask mounted diluter demand regulators
when the manual regulator is set at 22,500 feet or above. Oxygen
masks are available for immediate use at each crew station. Oxygen
masks for the passengers are installed in compartments at each passenger seat. Oxygen mask and lanyard will drop out when the compartment door is manually opened in the passenger area.
Normal Operation (Crew)
WARNING: Manual oxygen regulator must be set to22,500 feet or

above to provide crew oxygen.
1.
Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DON
2.
3.
Oxygen Altitude Gage . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST

(22,500 ft. to 30,000 ft. as required by cabin altitude)
In Line Pressure Indicator . . . . . . . . . . . . . . . CHECK GREEN
4.
Mask Microphone . . . . . . . . . . . . . . PLUGGED IN as required
5.
Mask Regulator . . . . . . . . . . . . . . . . . NORMAL when used at a

cabin altitude below 20,000 feet
Use 100% when cabin altitude is above 20,000 feet.
Normal Operation (Passenger)
3B-28
1.
Oxygen Compartment Door . . . . . . . . . . . . . . . . . . . . . . OPEN
2.
Lanyard . . . . . . . . . . . . . . . . . . . . . . . PULL (to turn on oxygen)
3.
Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DON
4.
Oxygen Altitude Gage . . . . SET (as required for crew operation)
5.
Flow Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

January 2005
Normal Procedures
Ice Protection Systems
Ice protection for the aircraft is provided by pneumatic boots on the
wing and empennage leading edges and by heat in other areas. All ice
protection controls are located in the ice protection group in the overhead panel All control switches are circuit breaker switches except for
the boots and windshield heat which have circuit protection on the
main circuit breaker panel.
Surface Boots
The BOOTS control switch provides for either one cycle or manual
operation. One cycle utilizes a timer, and manual operation bypasses
the timer. For one cycle, momentarily depress the ONE CY positions.
One cycle operation provides a 6-second inflation of the wing and
empennage boots.
After completion of one cycle the pilot may re-energize the one cycle,
at his discretion. Manual operation inflates both the wing and the
empennage boots whenever the MAN position is depressed. The boots
are deflated when the switch is released.
It is recommended that the surface boots be operated when an ice accumulation on the leading edge is approximately 1/2 inch. Wing ice lights
are provided to observe ice accumulation at night.
WARNING: All ice protection systems should be checked prior to flight

if icing conditions are anticipated.
WARNING: All ice protection

heat should be turned on prior to or as
soon as icing conditions are encountered, i.e., outside air temperature
below +5C and visible moisture.
NOTE: Operation of the surface
deice boots should be checked prior to
encountering icing conditions, while
on the ground or in flight, when the
OAT is above -40F (-40C).
CAUTION: Limit actuation of the

MAN switch to 10 seconds, or less.
A regulated pressure gage, having a green arc, yellow arc, and an upper
and lower red arc, indicates regulated bleed air pressure, and denotes
the operating condition of the pressure regulator. Normal operation of
the wing and empennage boots is indicated when bleed air pressure is
within the green arc of the pressure gage. Should the pressure gage
indicate within the yellow arc (denoting deterioration of pressure) during a flight, operation of the boots may be continued; however, the
pressure regulator must be replaced prior to subsequent flight. The
lower red arc indicates insufficient bleed air pressure for proper boot
operation. The upper scale red arc indicates excessive bleed air pressure. Boot operation is NOT PERMITTED when bleed air pressure is
excessive.
Propeller Heat
Operation of the propeller heat can be monitored on the ICE PROTECTION ammeter when the ammeter selector switch is normally in the
PROP position. With the heat ON, the ammeter must indicate 14 to 18
amps. A total of 2 minutes is required to cycle through both elements of
both propellers.

January 2005
CAUTION: Ambient temperatures must be below + 5C for continuous operation of the propeller heat.
3B-29
Engine Inlet Heat

CAUTION: If OAT is above
+5C, limit engine inlet heat operational checks to 10 seconds.
WARNING: When icing conditions may be encountered, do not

delay operation of the engine inlet
heat system. Turn the systems on
before any ice accumulates. Engine
inlet heat must be on if icing conditions exist or are anticipated.
If icing conditions are inadvertently
encountered, activate ignition override and turn on engine inlet heat
systems one at a time. Ensure proper
operation of the first engine before
activating the inlet heat system for
the second engine. When continued
engine operation is assured, return
ignition switch to normal. Observe
ignition override time limitations.
Operation of engine heat is indicated by illumination of annunciators.

Also, a slight decrease in horsepower and fuel flow will be noted.
Operation of the engine inlet heat must be initiated prior to entering
icing conditions.
If Custom Kit No. 139 is installed, this airplane is equipped with an
Automatic Ignition system. In the event engine flameout occurs with
Manual IGN OVRD in Off position, Automatic Ignition System should
activate.
Windshield Heat
Windshield heat is checked by noting a slight increase on the aircraft
ammeter, after the switch is placed in the HIGH or LOW position, and
by physically noting a heat rise on the windshield. The heated portion
of the windshield does not cover the complete area covered by the
windshield wipers. Wipers need not be used during icing conditions.
CAUTION: Operation of the

ignition system in conditions other
than normal starting will reduce
ignition plug life.
CAUTION: For A/C with Custom Kit 139 installed:

If restart is not obtained by the time
engine drops to 50% RPM, Automatic Ignition system is not operating. Use Manual Ignition Override
system. When using IGN OVRD
(MANUAL IGN) observe Ignition
Time Limits as noted in Chapter 2,
Limitations chapter of this manual.
3B-30

January 2005
Normal Procedures
Windshield Defog
(S/N 11100 thru 11248, and 11250 thru 11268) Windshield defog is
provided by pulling the defog control located below the instrument
panel and to the right of the engine control quadrant. Pulling this control allows the cabin environmental supply air to circulate across the
windshield and side windows. If additional airflow is required, a defog
blower may be turned on. The control switch is located in the ICE
PROTECTION group of the overhead panel.
(S/N 11249 and 11269 and Subs., including B model) Windshield
defog is provided by a recirculation blower. The control switch is
located in the ICE PROTECTION group of the overhead panel.
Auxiliary Ice Protection

There are four controls in the ICE PROTECTION group for auxiliary
ice protection:
1.
Rudder:
2.
Controls heat for the rudder tab balance horn and the slot between
the top of the vertical fin and the rudder horn. Operation can be
monitored by noting a slight increase in load on the aircraft
ammeters when the heat is turned on. Rudder heat requires
approximately 40 amperes.
Left Pitot-Fuel Vent:
3.
Controls heat for the left pitot, left fuel vent, and the alternate or
copilots static source. These may be physically checked for
heating, prior to flight.
Right Pitot- Fuel Vent:
4.
Controls heat for the right pitot, right fuel vent, and stall warning
switch. These may be physically checked for heating, prior to
flight.
Generator Inlet:
Controls heat for the generator cooling air inlets. Operation of the
generator inlet heat can be monitored on the ICE PROTECTION
ammeter when the ammeter selection switch is held in the GEN
position. With generator heat on, the ammeter should indicate
between 12 and 18 amps.
CAUTION: Do
not operate
auxiliary ice protection on the
ground for more than 30 seconds
maximum.
Alternate Static Source

On airplanes which have not had Service Letter No. 323 complied with
an alternate source for instrument static pressure is provided for use in
the event the primary static source becomes unreliable. The selector
control in is located just below the pilots panel on the extreme left in A
Model aircraft and S/N 11350 through 11451. In S/N11452 through
11521 the controller is on the right side. The alternate static pressure
port is heated and controlled by the left pitot-fuel vent switch.

January 2005
NOTE: Operation of the ignition

system in conditions other than
normal starting will reduce ignition
plug life.
3B-31
Battery Temperature Monitoring System

(690A Model Only)
Temperature Indicator
The temperature indicator indicates the internal temperature of each
battery. An amber annunciator on the indicator face labeled 1200 will
illuminate if the temperature of either battery reaches 120F. A red
annunciator labeled HOT illuminates if the temperature of either battery reaches 150F. The HOT annunciator has a repeater annunciator
labeled BAT HOT (in the annunciator panel). If an annunciator illuminates, the temperature indicator must be checked to determine which
battery is hotter and has activated the annunciator.
Battery Select Switch

The battery select switch is a 3-position switch located adjacent to the
temperature indicator. The switch allows either battery to be individually disconnected from the aircraft electrical system. The switch locks
in each position and the switch handle must be lifted to reposition the
switch. The switch will normally remain in the BOTH position. In the
event a battery overheats, position the switch to select the battery in the
normal temperature range. This will disconnect the hot battery.
3B-32

January 2005
Normal Procedures
Landing Gear/Brakes System
If operating near maximum landing gear operating speed, 202 KIAS A model/201KIAS - B model, and the aircraft has been subjected to
low ambient temperatures, the gear may not retract into the uplocks. If
this occurs, reduce airspeed, and recycle the gear.
Landing Gear Warning System

The landing gear warning horn will sound any time the landing gear is
not down and locked and either or both power levers are retarded to
approximately 1/2 inch from the Flight Idle stop.
A landing gear warning horn cutout is provided to silence the gear warning horn. Momentarily depressing the HORN SILENCER button, which
is located on the subpanel near the landing gear position indicator lights,
will silence the horn. If the wing flaps are extended from the full up position, however, the gear warning horn cannot be silenced by the horn
silencer button. The circuit is reset when both power levers are advanced.
A green light for each landing gear will illuminate when the corresponding landing gear is down and locked. A red warning light will
illuminate if any landing gear is not locked either up or down.
Landing Gear Control

To retract the gear, move the spring loaded thumb latch down and raise
the control. To extend, move the control tall down. The latch will automatically lock the control.
Nose Wheel Steering

The nose wheel is hydraulically actuated by light toe brake pressure in
the desired direction of turn. A heavier pressure will apply the brake as
well as turn the nose wheel. Steering is disabled, and the nose wheel
centered when the landing gear is retracted.
Parking Brake Control

To set the parking brakes:
p
690A Model: Depress and hold the toe brakes while rotating the
parking brake control to the ON position. The aircraft hydraulic system must be pressurized prior to setting the parking brake control.
690B Model: Depress and hold the toe brakes. Pull the Parking
Brake Control Handle outward to ON. The aircraft hydraulic system
must be pressurized prior to setting the parking brake.
To release parking brakes:

p
690A Model: Rotate the control to the OFF position.
690B Model: Depress and hold toe brakes while pushing the control
forward to the OFF POSITION

January 2005
3B-33
Flap Control System

When making an intermediate flap selection the flap control lever must
be returned to the neutral position when the desired setting is obtained.
When flaps are positioned full up or full down, leave the control lever
in the up or down position. The flaps must be up when checking
hydraulic quantity.
Emergency Locator Transmitter (Optional)

The Emergency Locator Transmitter (ELT) is a self-contained transmitter mounted just inside the environmental access door. Its purpose is to
automatically transmit a sweeping audio signal on 121.5 MHz when
subjected to a 5(+2/-0)G deceleration for a duration of 11 (+5/-0) ms, or
more, along the airplane line of flight. The transmitter may be remotely
controlled from the pilot cockpit location.
One of two systems may be installed:
p
RESCU 88 systems control switch may be placed in the ARM,

TEST or OFF position. The switch must be lifted to reposition from
any position. The ARM position must be selected for flight.
The switch for the RESCU 88 system must be placed in TEST position to accomplish ground test. After this check the ELT switch
should be placed OFF,
SHARC-7 systems control switch may be placed in the ARM or

ON position. The switch must be lifted to reposition from either
position.
The switch for SHARC-7 system must be placed in ON position to
accomplish ground test. After this check the switch should be
placed in ARM position.
It is recommended that the transmitter be checked, following landing

by turning the aircraft VHF communication receiver to 121. 5 MHz and
listening for ELT audio sweeps.
The ELT may be tested following maintenance or repair but certain precautions must be observed, as follows:
3B-34
1.
Tests should be no longer than three audio sweeps.
2.
Tests should be conducted only within the time period made up

of the first five minutes after any hour.
3.
If the operational test must be made at a time not included

within the first five minutes after the hour, the test(s) should be
coordinated with the closest FAA tower or flight service station.

January 2005
Normal Procedures
Annunciator System
LEFT
TEST
F
I
R
E
CABIN
LO PRESS
MAX
FLO
LT&B
L ENG
CHIP
L BETA
BETA R
ENG
R
INLET
GEN
TRIM
BAT HOT
ENG
L
INLET
PROP SYNC
LOW FUEL
L GEN
R ENG
CHIP
DOOR
RIGHT
F
I
R
E
3B-1
NOTE: Nomenclature in some positions may change based on optional equipment installed on the aircraft.
TC690ABAV001i-TM
TEST
TEST CIRCUIT OPERATION

Depress to check all annunciator panel lights (Figure 2-2) as well as:
1.
2.
3.
4.
5.
Bus OFF Annunciators overhead panel (2).

Bus OFF Annunciators - circuit breaker panel (2).
IGN OVRD Annunciators - overhead panel (2).
Gear Position - subpanel (1 red and 3 green).
Landing Gear Horn Operation - if either of the power levers are at or near FLT IDLE.
6. *BAT TEMP Monitoring Indicator Showing Full HOT as well as 120F and HOT
Annunciators on Indicator Face.
J=
NOTE: The following annunciators are NOT in the test circuit:

1. NTS check system.
2. HP Limit system OFF.
3. Landing Light EXTEND.
NOTE
A standard annunciator panel is installed in this airplane.
All annunciator lights will illuminate (where nomenclature is
displayed) when the TEST button is depressed even though
an optional system is not installed.
LEFT
F
I
R
E
CABIN
LO PRESS
GND
COOL
Engine fire warning light (Left).
A Model - Cabin pressure below safe limits.

B Model - Cabin altitude exceeds 13,000 500 ft.
A Model Only - Environmental system direct bleed valve open.
Direct Bleed/Max Flow switch Not in normal position.
GND COOL annunciator is inoperative if Custom Kit No. 131 is installed.

January 2005
3B-35
MAX
FLO
Environmental system auxiliary jet pump in operation. Direct Bleed/Max Flow switch Not in normal position.
OR
MAX
HEAT
L.T. & B.
TRIM
PROP SYNC
L. ENG
CHIP
Electrical power failure to the left (Pilots) turn & bank instrument.
Elevator trim not in the takeoff range.
Indicates that prop sync on is not appropriate.
Metal chips in left engine.
BATT HOT
Temperature of one (or both) batteries has exceeded 150F.
LOW FUEL
Fuel quantity at approx. 200 pounds, or less for S/N 11100 thru 11248, 11250 thru 11268,
Fuel quantity at approx. 300 pounds, or less for S/N 11249, 11269 and Subs, including B Model.
3B-36
BETA
Left engine operating in beta range
ENG
INLET
Left engine inlet ice protection heat on
GEN
Left generator inoperative

January 2005
Normal Procedures
BETA R
Right engine operating in beta range
ENG
INLET
Right engine inlet ice protection heat on
GEN
Right generator inoperative
R. ENG
CHIP
Metal chips in right engine.
DOOR
Main entry door not secure or door lock switch is in the unlock position.
In S/N 11517 and subsequent, Main Entry Door or Baggage Compartment Door is open
RIGHT
F
I
R
E
Engine fire warning light (Right).
Note: Optional equipment installed may include additional annunciator lights. See applicable supplements for
explanation if nomenclature.

January 2005
3B-37
Noise Abatement
The certified maximum noise level for the Rockwell Commander
Model 690A and 690B per Federal Aviation Regulation Procedure is
71.2 d B(A).
No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are, or should be acceptable, or
unacceptable, for operation at, into, or out of, any airport.
NOTE: The following recommended procedures do not apply

where they would conflict with air
traffic control clearances or
instructions.
Each pilot should, however, do what he can, within the bounds of safe
flight operations and the FARs to minimize airplane noise, especially
for those who live near airports. The suggested procedures that follow,
provide guidelines for achieving noise abatement:
1. Reduce engine ground operating time in the vicinity of passenger
terminals, hangar areas and parking areas to the maximum extent
possible. Ground engine operation produces the most objectionable
noise levels.
2. During takeoff from airports in noise sensitive residential areas,
every attempt should be made to climb to 1500 feet AGL as quickly
as practical.
3. After reaching 1500 feet AGL, reduce RPM to the minimum practical for a cruise climb power.
4. Enroute to, or departing from airports, if practical, follow a ground
track which avoids noise sensitive areas.
5. While enroute, maintain at least 2,000 feet AGL, even though lower
altitudes may be legal according to FARs. If in the pilots judgment
an altitude of less than 2,000 AGL would enhance safety of flight,
for example improving visibility, then safety of flight considerations
should, of course, prevail.
6. During approaches to airports, maintain an altitude above 1500 feet
AGL as long as practical and still conform to the local traffic pattern
requirements.
7. Study and comply with special traffic patterns which have been
established at various airports for the primary purpose of minimizing noise over certain noise sensitive areas of the surrounding city.
8. When conducting flight training, use airports with reduced noise
sensitivity, if practical.
9. Pilots should generally attempt to avoid flight over recreational
areas or outdoor assemblies of people as much as practical.
3B-38

January 2005
Normal Procedures
Flight In Icing Conditions
This airplane is approved for flight in icing conditions. This approval is
based on tests conducted in natural and simulated icing conditions.
These conditions do not include, nor were tests conducted in all icing
conditions that may be encountered (i.e. freezing rain, freezing drizzle,
mixed conditions or conditions defined as severe). Such icing conditions have the potential of producing hazardous ice accumulations,
which: 1) exceed the capabilities of the airplanes ice protection equipment: and/or 2) create unacceptable airplane performance. Flight into
icing conditions that lie outside those tested is not prohibited; however,
prolonged flight in these conditions is prohibited. Therefore, pilots
must be able to identify when the airplane has entered icing conditions
more severe than the tested conditions and promptly exit the condition
before hazardous ice accumulations occur.
Icing conditions may exist in visible moisture when the static or outside
air temperature is below freezing; therefore, it is necessary to closely
monitor outside air temperature when flying in clouds or precipitation.
The heaviest icing found in stratus type clouds is generally associated
with a well-defined cloud formation. Ice will generally form approximately 200 to 400 feet below the tops of such clouds, especially when
the temperature is just below freezing. Freezing rain or freezing drizzle
can occur outside of clouds.
When icing is encountered, the recommended procedure to depart these
conditions is to change to an altitude where icing conditions are not
present, particularly if it is known that the icing conditions at that particular altitude are wide spread. Course changes may also be made to
exit icing conditions. As a general rule, ice accumulations which have
the most adverse effect are those which occur at temperatures between
15F (-l0C and freezing, particularly in the 25F (-4C) to 30F (-1C)
range. Areas of reduced temperatures (usually associated with increasing altitude) below 15F (-l0C) will generally be a region of reduced
icing conditions. Freezing rain or freezing drizzle conditions have been
observed at outside air temperatures as low as 0F (-18C).
Refer to the LIMITATIONS Section for limitations relating to icing
flight and to the EMERGENCY PROCEDURES Section for emergency procedures associated with icing equipment malfunctions and
operations in severe icing conditions (conditions that are in excess of
the FAA defined icing envelope).

January 2005
WARNING: Ice accumulation on

an airfoil surface causes distortion of
the airfoil. This can lead to significant loss in rate of climb and in
speed performance, as well as
increases in stall speed. Even after
cycling the deicing boots, the ice
accumulation remaining on the boots
and unprotected areas of the airplane
can cause large performance losses.
For the same reason, the stall warning system may not be accurate and
should not be relied upon.
In some icing conditions. aerodynamic stall may occur suddenly at
an angle-of-attack below the normal stall angle without pre-stall buffet or stall protection: therefore,
maintain 25 to 30 knots above the
normal stall airspeed or stall warning when ice is visible anywhere on
the airplane. To minimize ice accumulation on unprotected areas of the
surfaces of the wing, maintain a
minimum of 145 KIAS during operations in sustained icing operations.
Prior to a landing approach. cycle
the deicing boots to shed any accumulated ice.
3B-39
3B-40

January 2005
This chapter presents descriptions of various maneuvers and techniques applicable to normal and single engine operations. Also
presented are pictorial examples of selected maneuvers.
Maneuvers
Chapter 3C

January 2005
3C-1
3C-2

January 2005
Maneuvers
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5
Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-6
Approaches to Stall. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-7
Table of
Contents
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-8

Visual Approach / Balked Landing . . . . . . . . . . . . . . . . 3C-9
Two Engine ILS Approach . . . . . . . . . . . . . . . . . . . . . 3C-10
Two Engine Non Precision Approach . . . . . . . . . . . . . 3C-11
Zero Flap ILS Approach . . . . . . . . . . . . . . . . . . . . . . . 3C-12
One Engine Failure on Takeoff After V1/VR Takeoff Cont . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-13
Single Engine ILS Approach. . . . . . . . . . . . . . . . . . . . 3C-14
One Engine Inop. Go-Around/Missed
Approach/Balked Landing . . . . . . . . . . . . . . . . . . . . . 3C-15

January 2005
3C-3
3C-4

January 2005
Takeoff
January 2005
Condition Levers - HIGH

Brakes - HOLD
Power - SET
Brakes - RELEASE
Cruise Climb
97 - 98% RPM
HP As Required to
Keep within Temp Limits
VR 97 kts, Lift Off 100 kts

Positive Rate of Climb

Gear - UP
Speed - VY 139 KIAS
Power Check
Climb Power
To 5000 ft.
100 % RPM
HP As Required to
Keep within Temp Limits
Maneuvers
3C-5
Steep Turns
3C-6
2
Smoothly Roll into 45 Bank

Pitch - INCREASE to Maintain Altitude
Power - 280 HP to 145 KIAS
4
1 Clean Configuration
Lead Rollout to Assigned Heading By

Approximately 15

Speed - 145 KIAS

Wings - LEVEL at Assigned
Altitude and Heading
Power - 250 HP

January 2005
Wings - SMOOTHLY Roll Level

Pitch - TO Maintain Altitude
Power - REDUCE to Maintain 145 KIAS
Maintain
Altitude - 100 ft
Speed - 145 KIAS 10 kts
Attitude - 45 Bank
Tolerances Are:
Speed 10 KIAS
Altitude 100 ft
Bank 5
Heading 10
APPROACH CONFIGURATION STALL

GEAR DOWN
FLAPS APPROACH (20)
POWER 100 HP
CONDITION LEVERS HIGH
BANK ANGLE 15 TO 30
AT FIRST INDICATION OF STALL RECOVER
CLEAN CONFIGURATION STALL

POWER 1OO HP
AT FIRST INDICATION OF
STALL RECOVER
Approaches to Stall
January 2005
1
2
LANDING CONFIGURATION STALL

GEAR DOWN
FLAPS (40)
POWER 100 HP
AT FIRST INDICATION OF STALL RECOVER
4
3C-7
Maneuvers
RECOVERY PROCEDURES
POWER MAXIMUM
ATTITUDE MAINTAIN
GEAR UP
FLAPS UP
AIRSPEED 140 KIAS
Oxygen Masks - DON

No Smoke & Seat Belt Sign - ON
Throttles - IDLE
Condition Levers - HIGH RPM
Level Off at Assigned Altitude

(Below 15,000 ft or MEA Minimum)
Lead By At Least 1,000 ft
Flaps - RETRACT (If Down)
Landing Gear - RETRACT (If Down)
Emergency Descent
3C-8
Pitch Attitude - NOSE DOWN 15, 30 Bank
Aircraft - DESCEND at Maximum Allowable Speed, Smooth Air
ATC - ADVISE
Rough Air - Gear Down, Flaps Full, Airspeed 140 KIAS
January 2005
BASE LEG
POWER 250 HP
3 ABEAM RUNWAY THRESHOLD
AIRSPEED 130 - 140 KIAS
GEAR DOWN
SINK RATE ESTABLISH AT 500 - 600 FPM
BEFORE LANDING CHECKLIST COMPLETED
FLAPS 20
DOWNWIND LEG
POWER 250 HP
FLAPS 10
AIRSPEED 140 KIAS
BEFORE LANDING
CHECKLIST COMPLETE
1500 FT AGL
LANDING ASSURED
FLAPS AS DESIRED TO 40
5 FINAL
SPEED 120 + WIND FACTOR
BEFORE ARRIVAL
POWER 300 HP
AIRSPEED 160
Visual Approach/ Balked Landing
January 2005
TOUCHDOWN
POWER LEVERS FLIGHT IDLE
BETA LIGHTS ILLUMINATED
REVERSE THRUST AS REQUIRED
BRAKES AS REQUIRED
7A THRESHOLD LANDING
AIRPEED 96 KIAS
+ WIND FACTOR
OR
3C-9
Maneuvers
7B THRESHOLD BALKED LANDING

POWER MAXIMUM
AIRPEED 99 KIAS
FLAPS UP
GEAR UP
Terminal Area
Configuration - Clean
Speed - 160 KIAS
Power - ~ 300 HP
Missed Approach
Power - MAXIMUM Allowable
Pitch Attitude - ROTATE to 7
At Positive Rate of Climb
- Landing Gear - UP
- Flaps - UP
Speed - ACCELERATE to 140 KIAS
Minimum
MAP Procedures - PERFORM
Climb
Speed - 95 KIAS Unitl Clear of Obstacles
Glideslope Intercept
January 2005
Dot Above Glideslope - GEAR DOWN

Glideslope Intercept - 20Flaps
Power - 240 HP
Landing Checklist - COMPLETE
Landing Assured
Flaps - AS DESIRED
Speed - 100 + Wind Factor
Two Engine ILS Approach
3C-10
Base Leg
Power - 240 HP
Flaps - 10
Approach Checklist - COMPLETE
Terminal Area
Flaps - UP
Speed - 160 KIAS Minimum
Power - ~ 300 HP
Speed - ACCELERATE to 140

KIAS
Missed Approach
- Flaps - UP
- Landing Gear - UP
Climb
Flaps - UP
Speed - 95 KIAS Until Clear
of Obstacles
3C-11
Maneuvers
At Final Approach Fix

Speed - 130 KIAS
Gear - DOWN
Landing Assured
Flaps 20 (Straight in)
Flaps - AS Desired
Flaps 10 (Circle)
Timing - START
Power - 200 HP
Descent - BEGIN (1,000 to 1,200 FPM)
AT MDA:
Power - AS REQUIRED To Maintain 130 KIAS
Two Engine Non-Precision Approach
January 2005
Procedure Turn Inbound

Flaps - 10
Initial Approach Fix Outbound

Power - 240 - 250 HP
Speed - 130 - 140 KIAS
Intercepting Localizer
Speed - HOLD 130 KIAS
Terminal Area
Flaps - 0
Gear - DOWN
Speed - 130 KIAS Minimum
Crossing Runway Threshold

Speed 100 + Wind Factor
January 2005
Intercepting Glideslope
Zero Flap ILS Approach
3C-12
At VR (97 kts)
Airspeed - SCHEDULED Climb Speed
Climb
Speed - PER Climb Schedule,
(VXSE = 95 KIAS)
Until Clear of Obstacles, Then
VYSE,113 KIAS
Safe Altitude
Aircraft - LEVEL OFF
Complete Appropriate Checklists
ATC - ADVISE
At V1
Pitch - ROTATE to 7
Positive Rate of Climb

Gear - UP
Engines - IDENTIFY FAILED ENGINE
Condition Lever, Failed Engine - EMERG FEATHER
Heading - MAINTAIN Assigned (Ball Centered Wings Level)
3C-13
Maneuvers
One Engine Failure on Takeoff After V1/VR - Takeoff Continued
January 2005

Brakes - HOLD
Takeoff Power - SET
Brakes - RELEASE
Terminal Area
Configuration - Clean
Speed - 160 KIAS
Power - ~ 600 HP
Missed Approach
- Landing Gear - UP
- Flaps - UP
Speed - ACCELERATE to 113 KIAS
Minimum
January 2005
Climb
Speed - 95 KIAS Unitl Clear of Obstacles
3 Glideslope Intercept
Dot Above Glideslope - GEAR DOWN
Glideslope Intercept - 20Flaps
Power - 340 - 350 HP
Speed - 120 - 130 KIAS
Landing Assured
Flaps - AS Desired
Single Engine ILS Approach
3C-14
Base Leg
Flaps 10
Speed - 140 KIAS
BASE LEG
POWER 300 HP
3 ABEAM RUNWAY THRESHOLD
GEAR DOWN
FLAPS 20
SINK RATE ESTABLISH AT 500 - 600 FPM
BEFORE LANDING CHECKLIST COMPLETED
DOWNWIND LEG
POWER 300 HP
FLAPS 10
AIRSPEED 140 KIAS
BEFORE LANDING
CHECKLIST COMPLETE
1500 FT AGL
LANDING ASSURED
FLAPS AS DESIRED TO 40
5 FINAL
SPEED 120 + WIND FACTOR
TOUCHDOWN
POWER LEVERS FLIGHT IDLE
BETA LIGHTS ILLUMINATED
REVERSE THRUST AS REQUIRED
BRAKES AS REQUIRED
7A THRESHOLD LANDING
AIRPEED 96 KIAS
+ WIND FACTOR
OR
3C-15
Maneuvers
7B THRESHOLD BALKED LANDING

POWER MAXIMUM
AIRPEED 99 KIAS
FLAPS UP
GEAR UP
BEFORE ARRIVAL
POWER 300 HP
AIRSPEED 160
One Engine Inoperative Go-Around/Missed Approach/Balked Landing
January 2005
3C-16

January 2005
Flight planning involves the gathering of data and accurately

applying charts provided by the manufacturer to determine the
optimum utilization of the aircraft.
Complete flight planning data are found in the Airplane Flight
Manual and Pilots Operating Handbook for the respective model
aircraft.

January 2005
Flight
Planning
Chapter 4
4-1
4-2

January 2005
Flight Planning
General Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
General Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Takeoff Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Table of
Contents
Maximum Allowable Weights . . . . . . . . . . . . . . . . . . . 4-8

Performance Ratings . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Altimeter Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Density Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Weight and Balance Worksheet . . . . . . . . . . . . . . . . . . 4-12
Weight and Balance Information . . . . . . . . . . . . . . . . . 4-13
Fuel Weight and Moments Table . . . . . . . . . . . . . . . . . 4-14
Operational Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Flight Planning Charts (690A Model) . . . . . . . . . . . . 4-17
Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
Two Engine Shaft Horsepower and Fuel Flow Rate. . . 4-19
Accelerate - Go Takeoff Distances to 50 Ft Height. . . . 4-20
Accelerate - Stop Distances . . . . . . . . . . . . . . . . . . . . . 4-21
Two Engine Short Field Takeoff Distances to 50 Ft . . . 4-22
Two Engine Takeoff Distances to 50 Ft. . . . . . . . . . . . . 4-23
One Engine Inoperative Rate of Climb . . . . . . . . . . . . . 4-24
Level Flight Cruise Max Range
Constant Power - ISA-10C . . . . . . . . . . . . . . . . . . . . . 4-25
Level Flight Cruise Max Range Constant Power - ISA. 4-26
Level Flight Cruise Max Range - Constant Power ISA+10C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Max Range Constant Cruise (96%) - ISA. . . . . . . . . . . 4-28
Max Recommended Cruise (96%/885C ITT) - ISA . . . 4-29
Two Engine Clean Cruise - 25,000 Ft. . . . . . . . . . . . . . 4-30
Two Engine Clean Cruise - 31,000 Ft. . . . . . . . . . . . . . 4-31
Landing Distance From 50 Ft Height
(No Reverse Thrust) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
Landing Distance From 50 Ft Height
(Reverse Thrust Only) . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
Two Engine Short Field Landing Distances
from 50 Ft Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
January 2005
4-3
Flight Planning Charts (690B Model) . . . . . . . . . . . .4-35

Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-36
Two Engine Takeoff Shaft Horsepower . . . . . . . . . . . . .4-37
Accelerate - Go Takeoff Distances to 50 Ft. Height. . . .4-38
Accelerate - Stop Distances. . . . . . . . . . . . . . . . . . . . . .4-39
Two Engine Takeoff Distance to 50 Ft Height . . . . . . . .4-40
One Engine Inoperative Rate of Climb . . . . . . . . . . . . .4-41
One Engine Inoperative Climb Gradient . . . . . . . . . . . .4-42
Level Cruise Max Range - Constant Power ISA - 10C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-43
Level Cruise Max Range - Constant Power - ISA . . . . .4-44
Level Cruise Max Range - Constant Power ISA +10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-45
Max Range Constant Cruise - ISA. . . . . . . . . . . . . . . . .4-46
Two Engine Clean Cruise - 25,000 Ft.. . . . . . . . . . . . . .4-47
Two Engine Clean Cruise - 31,000 Ft.. . . . . . . . . . . . . .4-48
Landing Distances From 50 Ft Height
(Reverse Thrust Only) . . . . . . . . . . . . . . . . . . . . . . . . . .4-49
Two Engine Short Field Landing Distances . . . . . . . . . .4-50
4-4

January 2005
Flight Planning
This chapter contains a list of general definitions of terms used in flight
planning and some general information.
Specific charts on Takeoff, Cruise and Landing for the 690A model and
690B model aircraft are contained in separate sections.

January 2005
General
Planning
4-5
To understand flight planning, it is necessary to be thoroughly familiar

with the terms involved. This section reviews the definitions of terms
used throughout this chapter.
General Definitions
AGL: Above ground level.
Altitudes: Airfield altitudes between 0 and -1,000 ft. are taken as equal
to 0 ft. when reading performance charts.
CAS Calibrated airspeed: Airspeed indicator reading, corrected for
static and pitot pressure source position error.
Height: Vertical distance from the lowest point of the airplane to the
airport surface.
p
Gross height: height reached using the gross climb gradient within a
given period of time. Gross height is used to determine the level-off
pressure altitude.
Net height: height reached using the net climb gradient within a
given period of time.
Net height is used to determine a net flight path that permits an airplane
taking off from a dry runway to clear any obstacle by at least 50 ft
Hp Pressure altitude: Vertical distance from a standard level reference corresponding to 29.92 in Hg.
IAS Indicated airspeed: Airspeed indicator reading, as installed in
the airplane.
Instrument error: Difference between reading and true, assumed in
this manual to be zero.
KIAS Indicated airspeed: Indicated airspeed expressed in knots.
KCAS Calibrated airspeed: Calibrated airspeed expressed in knots.
OAT Outside air temperature: Free air static (ambient) temperature.
QFE Field pressure: Actual atmospheric pressure at the elevation of
the airport.
Runway condition: All the performance data are established based on
a smooth, hard surfaced runway, dry or wet as applicable.
4-6

January 2005
Flight Planning
Temperatures: Airfield temperatures between -40C and -54C are
taken as equal to -40C when reading performance charts.
Landing distances are established based on standard temperatures.
Temperatures ISA: International Standard Atmosphere, as accepted
by the International Civil Aviation Organization.
Temperature deviation: Deviation from standard temperature (ISA).
Usable fuel: Fuel available for propulsion of the aircraft.
Unusable and non-drainable fuel: Fuel remaining in the tanks and
systems after the usable fuel has been consumed.

January 2005
4-7
Takeoff Definitions
Maximum Allowable Weights
Takeoff Climb Performance
A climb requirement limited takeoff weight is reached when the available climb gradient equals the minimum gradient required by the regulations for each takeoff segment.
Field Length Limits
A field length limited takeoff weight is reached when the field length
determined from the AFM is equal to the field length available.
Obstacle Clearance
An obstacle clearance limited takeoff weight is reached when the net

takeoff flight path clears all obstacles by the minimum required margins.
Enroute Climb Performance
An enroute climb limited weight is reached when the available climb gradient equals the minimum gradient required and all obstacles are cleared
by the minimum height specified in the relevant operating regulations.
Performance Ratings
Procedures
The performance information of this section is based on the following
procedures:
Take-off
p
Full take-off thrust is set prior to brake release.
With all engines operating, or if an engine failure occurs at or after the

scheduled V1 speed:
p
Rotation of the airplane is initiated at VR.
Recommended nose-up attitude is set.
Gear retraction is initiated less than 3 seconds after lift-off with all
engines operating, and less than 4.5 seconds after lift-off with one
engine inoperative.
Accelerate-stop distance: The greater of the following distances:

p
4-8
Distance necessary to accelerate the airplane from a standing start to

V1 with all engines operating, and then come to a full stop. Maximum braking was applied at V1.

January 2005
Flight Planning
Demonstrated crosswind: Satisfactory controllability during takeoffs
and landings has been demonstrated with a 90-degree crosswind component up to 23 kt. Operation of the airplane in crosswinds greater than
the specified value is not necessarily a hazard. Therefore, operation in
crosswinds of greater values is entirely at the operators discretion.
Operation in strong gusty crosswinds is not recommended.
Takeoff Flight Path: The takeoff flight path is considered to begin 35
ft above the takeoff surface at the end of the takeoff distance and extend
to a point where the airplane's gross height is at least 1,500 ft above the
takeoff surface and the airplane has achieved the enroute configuration
and final takeoff climb speed.
Takeoff safety height: Not less than 400 ft.
VLOF Lift-off speed: Speed at which the airplane first becomes
airborne.
VMCG Minimum control speed on the ground: Minimum ground
speed at which the airplane is controllable using flight controls only,
when one engine is made suddenly inoperative and the other is operating at the maximum takeoff thrust.
VMCA Minimum control speed in the air: Minimum flight speed at
which the airplane is controllable, with a maximum bank angle of 5,
when one engine is made suddenly inoperative and the other is operating at the maximum takeoff thrust.
VR Rotation speed: Speed at which rotation is initiated.
V1 Decision speed: Speed at and above which the takeoff must be
continued. V1 is equal to VEF plus the speed gained during the time
necessary to recognize the engine failure and react to it.
V2 Takeoff safety speed: Initial climb speed reached by the airplane
before it is 50 ft above the takeoff surface with one engine inoperative.
Wind components: Velocity and direction recorded at the height of 33
ft above the runway surface.
p
Headwind or tailwind: Component parallel to the flight path.
Crosswind: Component perpendicular to the flight path.
Wet runway: A runway is considered to be as wet when it is well

soaked but without significant areas of standing water. A runway is
considered well soaked when there is sufficient moisture on the runway
surface to cause it to appear reflective.

January 2005
4-9
Altimeter Settings
4-10

January 2005
Flight Planning
Density Altitude

January 2005
4-11
Weight and Balance Worksheet
4-12

January 2005
Flight Planning
Weight and Balance Information

January 2005
4-13
Fuel Weight and Moments Table
4-14

January 2005
Flight Planning
Operational Limits

January 2005
4-15
4-16

January 2005
Flight Planning
The following charts include selected takeoff, cruise and landing information for the Turbo Commander 690 A model Aircraft. Refer to the
AFM and Pilots Operating Handbook for complete flight planning
charts and information.
Flight
Planning
Charts
TC 690A Model

January 2005
4-17
Center of Gravity
Center of Gravity Envelope (690 A Model)
4-18

January 2005
Flight Planning
Two Engine Shaft Horsepower and Fuel Flow Rate

January 2005
4-19
Accelerate - Go Takeoff Distances to 50 Ft Height.
4-20

January 2005
Flight Planning
Accelerate - Stop Distances

January 2005
4-21
Two Engine Short Field Takeoff Distances to 50 Ft Height
4-22

January 2005
Flight Planning
Two Engine Takeoff Distances to 50 ft. Height

January 2005
4-23
One Engine Inoperative Rate of Climb
4-24

January 2005
Flight Planning
Level Flight Cruise Max Range - Constant Power- ISA -10C

January 2005
4-25
Level Flight Cruise Max Range - Constant Power- ISA
4-26

January 2005
Flight Planning
Level Flight Cruise Max Range - Constant Power- ISA +10C

January 2005
4-27
Maximum Range - Constant Cruise (96%) - ISA
4-28

January 2005
Flight Planning
Max Recommended Cruise (96%/885C ITT) - ISA

January 2005
4-29
Two Engine Clean Cruise - 25,000 ft.
4-30

January 2005
Flight Planning
Two Engine Clean Cruise - 31,000 Ft

January 2005
4-31
Landing Distances From 50 Ft Height (No Reverse Thrust)
4-32

January 2005
Flight Planning
Landing Distances From 50 Ft Height (Reverse Thrust Only)

January 2005
4-33
Two Engine Short Field Landing Distances From 50 Ft. Height
4-34

January 2005
Flight Planning
The following charts include selected takeoff, cruise and landing information for the Turbo Commander 690 B model Aircraft. Refer to the
AFM and Pilots Operating Handbook for complete flight planning
charts and information.
Flight
Planning
Charts
TC 690B Model

January 2005
4-35
Center of Gravity
Center of Gravity Envelope (690B Model)
4-36

January 2005
Flight Planning
Two Engine Takeoff Shaft Horsepower

January 2005
4-37
Accelerate - Go Takeoff Distances to 50 Ft. Height
4-38

January 2005
Flight Planning
Accelerate - Stop Distances

January 2005
4-39
Two Engine Takeoff Distance to 50 Ft Height
4-40

January 2005
Flight Planning
One Engine Inoperative Rate of Climb

January 2005
4-41
One Engine Inoperative Climb Gradient
4-42

January 2005
Flight Planning
Level Flight Cruise Max Range - Constant Power- ISA -10C

January 2005
4-43
Level Flight Cruise Max Range - Constant Power- ISA
4-44

January 2005
Flight Planning
Level Flight Cruise Max Range - Constant Power- ISA + 10C

January 2005
4-45
Maximum Range - Constant Cruise - ISA
4-46

January 2005
Flight Planning
Two Engine Clean Cruise - 25,000 Ft.

January 2005
4-47
Two Engine Clean Cruise - 31,000 Ft.
4-48

January 2005
Flight Planning
Landing Distances From 50 Ft Height (Reverse Thrust Only)

January 2005
4-49
Two Engine Short Field Landing Distance
4-50

January 2005
Several chapters discuss multiple systems to facilitate a more

coherent presentation of information. The systems covered are
listed below in alphabetical order opposite the chapter in which
they are located. ATA codes are noted in parentheses.
SYSTEM (ATA Code)
Systems
CHAPTER
Air Conditioning (21). . . . . . . . . . . . . . . . . . . . . . . .PNEUMATIC

Aircraft Structure (51) . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Brakes (32) . . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING GEAR
Communications (23). . . . . . . . . . . . . . . . . . . . . . . . . . AVIONICS
Dimensions and Areas (6) . . . . . . . . . . AIRCRAFT OVERVIEW
Doors (52) . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Electrical (24). . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRICAL
Engine (71). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Engine Controls (76) . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Engine Fuel and Control (73). . . . . . . . . . . . . . . .POWERPLANT
Engine Indicating (77) . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Equipment/Furnishings (25). . . . . . . . . AIRCRAFT OVERVIEW
Fire Protection (26) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FIRE
Flight Controls (27) . . . . . . . . . . . . . . . . . . FLIGHT CONTROLS
Fuel (28) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL
Fuselage (53) . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Hydraulics (29). . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULICS
Ice and Rain Protection (30). . . . . . . . . . . . . . . . .ICE AND RAIN
Ignition (74) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Landing Gear (32) . . . . . . . . . . . . . . . . . . . . . . LANDING GEAR
Lighting (33) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRICAL
Navigation (34) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVIONICS
Oil (79) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Oxygen (35) . . . . . . . . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Pitot/Static (34) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVIONICS
Pneumatic (36) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PNEUMATIC
Pressurization (21) . . . . . . . . . . . . . . . . . . . . . . . . . .PNEUMATIC
Stabilizers (55) . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Wings (57) . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW

January 2005
5-1
5-2

January 2005
This section presents an overview of the aircraft. It includes major

features, airframe structures, dimensions, turn radius and mooring
information.
Servicing information for a variety of systems is included at the
end of this chapter.

January 2005
Aircraft
Overview
Chapter 5A
5A-1
5A-2

January 2005
Aircraft Overview
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-5
Airframe Description . . . . . . . . . . . . . . . . . . . . . . . . . 5A-5
Nose Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-5
Table of
Contents
Pressurized Section . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-5

Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-7
Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-7
Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-7
Propeller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-7
Aircraft Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-8
Turning Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-11
Mooring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-12
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-13
Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-13
Returning Aircraft to Service . . . . . . . . . . . . . . . . . . 5A-15
Systems Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-16
Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-16
Landing Gear/Brakes . . . . . . . . . . . . . . . . . . . . . . . . 5A-16
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-17
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-17
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-18
Environmental System . . . . . . . . . . . . . . . . . . . . . . . 5A-18
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-19
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-19
Static System Drains . . . . . . . . . . . . . . . . . . . . . . . . 5A-19
Aircraft Finish Care and Cleaning . . . . . . . . . . . . . . 5A-20

January 2005
5A-3
5A-4

January 2005
Aircraft Overview
The Turbo Commander 690 A/B
from the Rockwell Twin Commander
series is a commuter category aircraft
certified in accordance with FAR Part
23 airworthiness standards for single
pilot, IFR, VFR, day, night and icing
conditions operation.
The Turbo Commander 690 A/B has
a maximum cruise speed of 243 kt
TAS.
The 690 series is a high wing all
metal twin engine pressurized aircraft capable of seating up to nine
passengers and two pilots.
Airframe
Description
Nose Section
The unpressurized nose section comprises the radome, housing the radar
antenna avionics components and
power brake valves. The nose landing
gear is also housed in the nose compartment, with the gear doors forming
a smooth aerodynamic surface.
Pressurized Section
The center compartment is comprised of the pressure vessel from
the forward pressure bulkhead at station 5.50 to the aft pressure bulkhead
at station 239.00.
General
Description
Flight Deck
The cockpit houses the pilots forward and overhead flight instrument
panels and controls, the center pedestal, circuit breaker panels and
adjustable crew seats.
This aircraft is equipped with dual
flight controls and uses the control
wheel and rudder pedals to operate
primary flight control surfaces.
Crew seats are adjustable fore and
aft on floor tracks and have three
recline positions. Lift the T-handle
near the floor on either side of the
crew seat and pull or push the seat
into the preferred fore/aft position,
then release the handle. The backrest
recline adjustment handle is located
near the juncture of the seat and
back. Pull the handle out, use body
weight to acquire desired position,
then release handle.
NOTE: Always check to ascertain

that locking mechanisms have properly engaged after adjustments [to
furnishings] have been completed.
5A-1

January 2005
5A-5
WARNING: Passengers should

not be allowed to ride in the baggage compartment under any circumstances.
The main entry door, located on the

left side of the fuselage, is of all
metal construction secured by 10
bayonet type latches. The doors
latching mechanism is electrically
locked when the cabin door lock and
master switch are turned on. Positive
locking of the door is assured by a
solenoid-operated mechanical locking system.
An optional three-place divan can be

moved up to six inches forward by a
lift bar just below the seat cushion.
When tracked forward the back will
simultaneously recline.
A door warning light, included in the

door locking circuit and located in
the annunciator panel, will illuminate when the door locking mechanism is not fully engaged. When an
engine is running, bleed air is supplied to an inflatable seal around the
door. This bleed air is directed to
inflate or dump according to the
position of the door handle.
It is removed by pulling the emergency exit lever down and lifting the
window from the aircraft structure.
An entrance step automatically

extends and retracts when the cabin
door is open to allow easy access in
to the cabin.
Passenger Compartment
NOTE: Always check to ascertain

that locking mechanisms have properly engaged after adjustments [to
furnishings] have been completed.
Cabin configuration will vary due to

customizing, however, seating for up
to nine passengers is installed. Each
individual seat has tracking levers
(located in the front just below the
seat cushion) to adjust the seat fore
and aft. Recline levers located on the
inboard side just below the cushion
allow backrest adjustment up to 45.
Emergency Exit
The emergency exit window is
located on the right side of the fuselage between station 69.00 and 96.5.
Baggage Compartment
The baggage area is accessible
through a separate baggage door
located aft of the wing on the left side
of the fuselage. A micro switch in the
door will cause a baggage area light
to illuminate whenever the battery
switch is on and the door is open.
This switch will also cause a red
DOOR annunciator in the cockpit to
illuminate in A/C S/N 11517 and
subsequent to alert the crew if the
door is open or not secure.
The 45 cu.ft. area is limited to 600 lbs
of baggage. Refer to the Weight and
Balance section of the Pilots Operating Handbook for optimum loading.
The baggage door is of all metal construction with a spring loaded lock
assembly. The lock can be removed
in either locked or unlocked position.
Aft facing seats have adjustable

headrests which must be fully
extended (to the red line) during
takeoff and landing.
5A-6

January 2005
Aircraft Overview
Wings
Each wing is a single unit secured to
the upper fuselage center section by
load bearing bulkheads, which are
permanently attached to the forward
and aft wing spars. A total of twenty
one fuel cells are installed in the
wing area: six outboard each engine
nacelles and four between the
nacelle and upper fuselage, one
installed in the center wing section
and another located directly below it
in the upper fuselage area. Flaps,
ailerons are discussed in Chapter 5E,
Flight Controls.
rudder and elevators are equipped

with controllable trim tabs. Fillets,
fairings and a fiberglass tail cone
complete the empennage assembly.
Engines
The Turbo Commander 690 A and
B models are powered by two AiResearch TPE 331-5A turbo prop
engines. Depending on aircraft serial
number, the model and thrust ratings
will vary. See the appropriate Limitations section in Chapter 2B for
details on the specific models
installed.
Empennage
Propellers
The vertical and horizontal stabilizers comprise the empennage and is

permanently attached to the aft of
the fuselage. The rudders and elevators are attached to the empennage at
sealed bearing hinge points and controlled by cables attached to the control surfaces torque tubes. Both the
Two Hartzell propellers with LT

10282H+4 blades and hub model
HC-B3TN-5FL are installed. The
propellers are 3-blade, full feathering, reversible, constant speed.
Reverse operation is limited to
ground operation only.

January 2005
5A-7
Aircraft Dimensions
TC690 Dimensions
1' - 6.74"
15' - 5.00"
14' - 11.35"
5' - 7.00"
42' - 11.72"
46' - 6.64"
19' - 9.30"
5A-8

January 2005
Aircraft Overview
Aircraft Dimensions (Cont)
TC690A Dimensions
1' - 2.24"
15' - 5.00"
14' - 13.35"
5' - 7.00"
44' - 4.25"
46' - 6.64"
19' - 9.30"

January 2005
5A-9
Aircraft Dimensions (Cont)

690B Aircraft Dimensions
8' - 10" Dia. Max.
15' - 5.00"
1' - 2.24"
NORMAL
14' - 11.35"
Normal
5' - 7.00"
44' - 4.25"
46' - 6.64"
Wing Tip
Minimum Turn
Radius 40' - 11"
19' - 9.30"
Total Wing
Area 266.00 Sq. ft.
5A-10

January 2005
Aircraft Overview
Turning Radius
690A Turning Radius
23' - 3"
58' - 7"
81' - 10"
35' - 4"
27' - 0"

January 2005
5A-11
Mooring
NOTE: Do not tie rope to Strut

Scissors links.
5A-12

January 2005
Aircraft Overview
Some general procedures covering
ground handling, servicing, and
lubrication should be included in the
pilots general knowledge of his aircraft. Those procedures most apt to
be encountered or accomplished by a
pilot are included in this section.
When servicing or maintenance
other than that outlined in this section, is required, refer to the applicable section of the Maintenance
Manual.
Ground Handling
PRECAUTIONS: The following
precautionary measures should be
taken when handling the aircraft on
the ground;
1. Do not set parking brake lever if
brakes are overheated.
2. Do not set parking brake lever if
brakes are wet and ambient air is
0C or less as there is a possibility of
moisture accumulation freezing in
the brake assembly.
3. When operating the engines,
remove all towing equipment and
observe the following:
a. Head aircraft into wind and
chock wheels.
b. Remove all control locks.
c. All personnel, work stands,
and equipment shall be clear
of danger areas.
d. Set parking brake.
e. Position nose wheel straight
ahead and hold rudder pedals
in neutral position when operating engine{s) at high power.
f. Perform engine ground run in
clear area to prevent foreign
object damage to engine and
propellers.

January 2005
TOWING -- Movement of the aircraft on the ground may be accomplished by pulling and guiding
aircraft with a tow bar. The nose gear
will turn 45 degrees to each side of
center for ordinary turning. These tow
limits are marked on the fuselage nose
cap and must be strictly observed to
prevent nose gear damage.
Servicing
Attach a rope harness to the main

landing gear to move aircraft over
soft or muddy ground. Never push,
pull, or lift aircraft by the ailerons,
elevators, or flaps. Observe NO
PUSH areas on the fuselage tail
cone, nose sections, and nacelles. Do
not tow aircraft by the tail skid or
use the nose gear strut as an attach
point for towing by tug or truck.
Avoid jerky motions during all towing operations.
PARKING When parking the aircraft, head it into the wind and set
parking brake. Install internal control lock, external rudder gust lock,
pitot covers, and the engine covers.
The tow bar, furnished with the aircraft, is designed to be utilized as a
tail section support, as required. It is
not designed to support the aircraft
during jacking operations. When
attaching the tow bar to the tail skid,
adjust the bar so that a minimum
clearance of three (3) inches is
assured between the end of the bar
and the parking surface.
MOORING When mooring aircraft in the open, head into the wind
if possible. Secure control surfaces
with the internal control lock and set
the brakes. For calm weather conditions, chock the main wheels fore
and aft. In winds up to 20 knots,
secure the main gear and tail skid.
For wind above 20 knots, tie nose,
tail skid, and main gear (see Figure
5-4) and install external control surface locks. Hangar aircraft when
5A-13
CAUTION: Failure to install

external control surface lock can
result in shearing of rudder horn
rivets and loss of use of control
surface,
requiring
extensive
repairs.
CAUTION: The aircraft will tip

either fore or aft when on jacks;
therefore the tail must be both supported and weighted. Do not use the
tow bar provided with the aircraft.
wind velocity exceeds 60 knots.

When mooring aircraft, use 3/4-inch
manila rope or equivalent nylon line,
tied in a clove hitch or other anti-slip
knot and leave sufficient slack in the
rope to permit shrinkage without
damage to the aircraft.
JACKING When it is necessary to
completely lift the aircraft off the
ground it is recommended that jacking be accomplished inside a hangar.
If it is necessary to jack the aircraft
in the open, wind conditions must be
calm and the aircraft should never be
left unattended. Attach the two
removable jack pads provided with
each aircraft to the under surface of
the wing outboard of each nacelle.
Place a telescoping tail stand weighing at least 300 pounds under the tail
section, and secure stand to aircraft
tail skid with a 1/4-inch bolt. Position jacks under the jack pads and
raise aircraft until the main landing
gear is off the ground.
A tripod jack, with a minimum
height of 66 inches and an extended
height of 78 inches should be used to
lift the complete aircraft. A telescoping tail stand weighing 300 pounds
minimum, and having a normal
height of 52. 5 inches should be used
to support and weight the tail whenever it is necessary to lift all three
wheels clear of the ground. The tail
of the aircraft may be lowered and
secured to raise the nose landing
gear off the ground. A jack pad,
installed on each main landing gear
lower strut fork permits the individual gear to be raised. Refer to the
Maintenance Manual for detailed
instructions.
LEVELING It is necessary to level
the aircraft for various operations,
such as weighing, calibration of the
fuel quantity indicating system, and
replacement of major structural
5A-14
components. To level the aircraft laterally, place a spirit level across the
floor beams of the cabin floor immediately forward of the rear seat.
Deflate the tire or strut on the high
side until the spirit level indicates
the aircraft is level. For longitudinal
leveling, place a spirit level in a fore
and aft position on top center line of
the fuselage immediately forward of
fuselage station 178.80. Inflate or
deflate the nose tire until the aircraft
is level. For more positive leveling,
place the aircraft on jacks.
STORAGE The aircraft is constructed of corrosion resistant alclad
aluminum; however, since aluminum is subject to oxidation, it must
be periodically checked for signs of
corrosion. The first indications of
corrosion is the formation of white
deposits or spots on unpainted surfaces. Painted surfaces will. discolor
or blister. The aircraft should be
stored in a dry hangar for good preservation.
STORAGE FOR 30 DAYS OR
LESS Special preservation measures are not required for airframe
and airframe components when the
aircraft is to be stored for 30 days or
less. However, the following procedures should be accomplished prior
to and during storage.
1. Service fuel, oil, and hydraulic
systems.
2. Clean and remove oil or hydraulic fluid from tires.
3. Close high pressure valve on
oxygen supply cylinder.
4. Release all oxygen from high
pressure line to oxygen regulator and
low pressure lines to oxygen outlets.
5. Insure that all electrical switches
are OFF.

January 2005
Aircraft Overview
6. Install air inlet and tail pipe
plugs.
7. Rotate landing gear wheels every
seven days, to prevent formation of
flat spots and wheel bearing damage.
STORAGE FOR MORE THAN 30
DAYS When an aircraft is to be
stored for periods greater than 30
days, the following preservation and
storage procedures should be followed:
1. Accomplish steps 1 through 7 of
paragraph Storage For 30 Days or
Less.
2. Remove battery and store in cool
place.

January 2005
3. Clean and polish aircraft.

The above storage procedures are
applicable for storage periods not
exceeding 60 days. When storage for
longer than 60 days is required, the
nearest Rockwell Commander Distributor should be contacted for storage recommendations.
NOTE: See Maintenance Manual

for engine preservation procedures.
Returning Aircraft To
Service
If proper procedures have been followed during storage, very little
preparation will be required to return
aircraft to service. Install fully
charged batteries and perform a thorough and searching inspection and
pre-flight check.
5A-15
Systems Servicing
Electrical:
CAUTION: Tires
that have
picked up a fuel or oil film should
be washed down, as soon as possible, with a detergent solution to
prevent deterioration of the rubber.
EXTERNAL POWER A 28 V
D.C. external power unit (Ground
Power Cart) may be connected to the
external power receptacle, located
inside the aft fuselage access door or
aft of baggage compartment. When
external power is applied to the
receptacle and the external power
switch (in the overhead switch
panel) is placed in the EXT PWR
position and the battery switch in
BAT position, power is supplied to
the aircraft main bus.
Observe the following precaution
when using an external power
source.
1. Use only the power unit that has
its negative grounded. The unit
should be regulated at 28V. Excessive voltage will damage the batteries and other equipment.
Voltage regulator adjustments must
only be accomplished in accordance
with the aircraft Maintenance Manual.
Fuses are located on the outside of
the main circuit breaker box or on
top left side of aft pressure bulkhead.
Refer to Part IV of the Maintenance
Manual, Electrical System. The circuit breaker box (contactor box) is
located just aft of the left battery.
Turn fuse cap counterclockwise to
remove fuse.
CAUTION: The electrolyte in the

nickel-cadmium battery is an alkali.
Use only servicing equipment
reserved for use on nickel cadmium
batteries.
BATTERIES Servicing the nickelcadmium batteries is normally limited to checking the electrolyte level
periodically, cleaning the battery box,
associated components, and deepcycling the batteries as necessary.
Since the battery electrolyte level
depends on the state of charge in the
battery, check the electrolyte level
only when the battery is in a charged
5A-16
state subsequent to landing. The airplane is equipped with a battery temperature monitoring system. If any
one of the batteries is turned off in
flight, both batteries must be deepcycled. For details on the maintenance of the batteries refer to the
Maintenance Manual.
Landing Gear/Brakes
TIRES - Maintaining proper tire
inflation will help to avoid damage
from landing shock and contact with
sharp stones and ruts, and will minimize tread wear. The main tires
should be inflated to 60 psi and the
nose tire to 30 psi.
SHOCK STRUT SERVICING -Maintain strut extension pressures
and dimensions as shown in the
Pilots Operating Handbook and
lubricate the landing gear as shown.
Check the landing gear daily for
general cleanliness, security of
mounting, and hydraulic leaks. Keep
machined surfaces of strut piston
wiped free of dirt and dust, using a
clean lint-free cloth saturated with
MIL-H-5606 hydraulic fluid. Surfaces should be wiped free of excessive hydraulic fluid.
FILLING
AND
INFLATING
STRUT The air valve for inflating
and deflating the main landing gear
strut is located on the lower portion
of the strut outer body. The hydraulic filler plug is located on the top of
each main landing gear. The air
valve body located at the top aft side
of the nose gear strut is used to fill
and inflate the strut. Main landing
gear struts are inflated to 350 ( 10)
psi or until the strut extension conforms with the Strut Extension Chart
in the Pilots Operating Handbook.
The nose landing gear is inflated to
95-100 psi.

January 2005
Aircraft Overview
NITROGEN STORAGE CYLINDER The landing gear nitrogen
storage cylinder, which is charged to
425-525 psi with dry air or nitrogen,
is installed in the baggage compartment; however, the pressure gage
and filler valve are installed on the
inboard side of the left nacelle wheel
well. A green arc on the pressure
gage demarcates the pressure limits.
Air pressure should be checked
before each flight and maintained
within the limits indicated on the
pressure gage.
BRAKE LINING WEAR Brake
linings should be checked before
each flight to determine that the lining is not worn excessively. To measure brake linings for wear
accomplish the following steps:
1. Place battery switch in ON position long enough for hydraulic pressure to build up.
2. Depress rudder-brake pedals and
engage parking brake.
3. Press wear indicator pin. When pin
can be pushed in flush with wear indicator bushing replace brake lining.
Refer to the Maintenance Manual for
a complete description of the brake
system.
Engine Oil System

Servicing the engine oil system primarily involves maintaining the
engine oil at the proper level and
changing the filter element and the
oil at the proper intervals. The disposable filter element should be
checked for metal particles and
replaced in accordance with the
Maintenance Manual. When draining oil check the magnetic drain plug
(bottom of reduction gear) for metal
particles. Refer to the Maintenance
Manual for oil change intervals. Reinstall drain plugs using new gasket

January 2005
and safety wire. The oil level should

be in the upper half of the Full to
ADD Oil zone of the dipstick when
the oil is hot. If the oil is cold, do not
add oil if the level is in the upper
half of the Full to ADD Oil zone.
Maximum allowable engine oil consumption is 0.02 gallon per hour. If
the engine consumes as much as a
gallon of oil in a 50-hour operating
period, oil line fittings and connections should be checked for leaks. It
is suggested that oil be added one
quart at a time. This will eliminate
the possibility of unused oil, remaining in cans, from becoming contaminated and will prevent overfilling
when oil is at the ADD mark on the
dipstick.
WARNING: Do not charge the

nitrogen storage cylinder with oxygen. Use only dry compressed air or
nitrogen.
NOTE: It is recommended that

the engine oil level be checked only
after the engine has been shut down
for 30 minutes or more.
APPROVED OILS See latest revision to General Aviation Division

Service Letter No. 170.
Fuel
Extreme caution must be exercised
to prevent fire during defueling and
refueling as fuel fumes are always
present during either operation.
WARNING: Aircraft must be

grounded and no smoking permitted while defueling or refueling the
aircraft.
DEFUELING Refer to the Maintenance Manual for detailed procedures.

REFUELING -- To refuel the fuel
system, proceed as follows:
1. Verify battery switch is in OFF
position and external power is disconnected from aircraft.
2. Attach static ground conductor to
aircraft.
3. Assure that all fuel drain valves
are closed.
4. Remove main filler cap located
on top of the wing just inboard of the
right engine cowling and fill the center fuel cells with approved Turbo
Jet Fuel. Install fuel filler cap.
CAUTION: Do not damage the

inside spring-loaded cap with the
fuel nozzle.
5A-17
5. To top off the entire fuel system,

remove the outboard fuel filler caps
and top off the system. Allow a few
minutes for fuel to seek a uniform
level. Replace fuel filler caps.
6. Rinse off spilled fuel from wing.
surfaces with water.
Whenever possible the aircraft
should be serviced immediately after
each flight to permit maximum time
for entrained water to reach the
sump drains. Drain a small amount
of fuel from each sump drain during
preflight to remove any accumulation of water or sediment.
ANTI-ICING AND BIOCIDAL
FUEL ADDITIVE See latest revision to Gulf stream Aerospace Service Letter No. 254.
PESTICIDE FUEL ADDITIVE
See latest revision to Gulf stream
Aerospace Service Information Letter No. Sl-179.
APPROVED FUELS See latest
revision to Gulfstream Aerospace
Service Letter No. 170.
Hydraulic System
The hydraulic fluid level in the
hydraulic reservoir should be
checked before each flight and
hydraulic fluid added to bring the
fluid level up to the FULL mark on
the dipstick. Use only MIL-H-5606
hydraulic fluid. Should frequent
additions of fluid be required, have
the system checked for leaks. Refer
to the Maintenance Manual.
5A-18
HYDRAULIC RESERVOIR FILLING The hydraulic reservoir is

located in the left nacelle, immediately outboard of the wheel well. A
door, located on the top surface of
the left nacelle and aligned with the
reservoir filler cap, affords easy
access for servicing. Before removing the combined filler cap and dipstick, wipe filler neck with a clean
rag to remove dirt that could fall into
reservoir. Never allow reservoir to
remain uncapped any longer than
necessary. If reservoir is low and
hydraulic fluid is not immediately
available reinstall filler cap while
fluid is being obtained. Service
hydraulic reservoir as follows:
1. Retract wing flaps.
2. Ensure that system pressure is zero.
3. Open reservoir access door.
4. Remove reservoir filler cap.
5. Fill hydraulic reservoir to FULL
mark (3. 2 quarts) on dipstick. Do
not service above FULL mark since
the remaining space is for fluid
expansion.
6. Install filler cap and secure
access door.
Environmental System
Procedures, other than daily inspection are detailed in the Maintenance
Manual. Inspect the inlet air duct for
obstructions before each flight and
inspect the refrigeration unit oil filler
to assure that the oil level is at the
top of the filler neck. See Chapter 2,
Quick Reference, for list of
approved oils.

January 2005
Aircraft Overview
Oxygen System
The oxygen cylinder is located in the
aft baggage compartment. When fully
charged it weighs 13.38 pounds and
contains 22.0 cubic feet of aviators
breathing oxygen at a pressure of
1800 psi.
Refilling of oxygen cylinders must
be accomplished by a reputable oxygen station using aviators breathing
oxygen.
Before removing the oxygen cylinder
for refilling or replacement, the valve
on the cylinder must be closed and the
oxygen system lines bled to zero.
While the aircraft is on the ground, the
oxygen supply shutoff valve should be
closed and the altitude adjusting valve
OFF (counterclockwise).
Ice Protection Systems

WING AND EMPENNAGE ICE
PROTECTION SYSTEM Inflatable rudder ice protection boots are
installed on the leading edges of the
wings and stabilizers. A pressure gage
is located on the co-pilots instrument
panel. Inspect ice protection boots
daily for general condition and security. Boots must be maintained free
from oil, fuel and other solvents harmful to rubber. Clean the boots regularly
with a soap and water solution. After
cleaning the boots apply B. F. Goodrich Icex to protect the boot surface
and reduce natural abrasive effects
during flight. For additional information concerning the wing and empennage ice protection system refer to the
Maintenance Manual.
PROPELLER ICE PROTECTION
SYSTEM Electric deicers are
installed on the propellers as optional
equipment. Check propeller boots
during preflight for security, scuffs,
and general condition.
Propeller boots should be maintained free of foreign material by
wiping the boots sparingly with a

January 2005
cloth dampened in Toluol or MEK.

When cleaning the boots use care to
prevent cleaning fluid from accumulating around the propeller blade butt
to prevent damage to chevron seals.
Do not apply ICEX to propeller
boots. Maintenance instructions for
the propeller deicing system are contained in the Maintenance Manual.
Static System Drains
WARNING: No smoking or
open flame of any kind is permitted
in or near the aircraft while the oxygen system is on. Keep oil, grease,
hydraulic fluid, flammable items,
and other foreign material away
from oxygen equipment. Explosions will result if oily fluids contact high pressure oxygen.
Three static drains are provided to

allow removal of moisture from the
static lines. Two drains are located
immediately above the floor to the
left of the pilots rudder pedals; the
third drain is located immediately
above the floor to the right of the copilots rudder pedals.
On airplanes which have not had Service Letter No. 323 complied with,
the upper drain on the left and the
drain on the right are for the primary
static source. The lower drain on the
left is for the alternate static source
and the static source selector valve.
On airplanes which have had Service
Letter No. 323 complied with, the
upper drain on the left and the drain
on the right are for the pilots static
source. The lower drain on the left is
for the static source selector valve,
which is rendered inoperative when
Service Letter No. 323 is complied
with, but which remains in the system and may collect moisture. The
co-pilots static source drain tee is
located on the alt side of the forward
pressure bulkhead, approximately 14
inches to the right of the airplane
centerline and 24 inches above the
cockpit floor.
To drain the static system, remove
the drain plugs. Reinstall plugs after
draining. If, after draining, pitotstatic instruments are erratic or inoperative, refer to the Maintenance
Manual for corrective action.
5A-19
Aircraft Finish Care and

Cleaning
Because it is impervious to synthetic
oil and most solvents and has excellent abrasion resistance, an epoxy
paint is utilized to finish this aircraft.
Exposure to the sun accelerates oxidation; so, in hot weather, oxidation
will occur faster than in cold
weather. A good coat of wax will
help protect the painted surface from
the suns rays and slow down the
oxidation process. Any good automotive polish or wax may be used.
INTERIOR CLEANING The
seats, rugs, upholstery panels, and
overhead panels should be vacuum
cleaned frequently to remove as
much surface dust and dirt as possible. Do not use water to clean fabric
surfaces, since it will spot the upholstery surface and will remove the
flame-resistant chemical impregnated in the cloth. Use premium
quality commercial cleaners especially compounded for cleaning
leather and vinyl surfaces, fabrics
and upholstery.
EXTERIOR CLEANING -- Prior to
cleaning the exterior of the aircraft,
cover the wheels, making certain the
brake discs are covered. Securely
attach pitot covers and install plugs
or mask off all other openings. Be
particularly careful to mask off all
static air sources before washing or
waxing. Do not apply wax or polish
to the exterior surface of the aircraft
for a period of 60 to 90 days after
delivery, since waxes and polishes
seal the paint from the air and prevent curing.
5A-20
This will give the paint a chance to

cure by the natural process of oxidation. If it is necessary to clean the
painted surface before the expiration
of the 90-day curing period, use cold
or lukewarm (never hot) water and a
mild soap. Any rubbing of the
painted surface should be gentle and
held to a minimum to avoid cracking
the paint film. The aircraft should be
washed with mild soap and water;
loose dirt should be flushed away
first with clean water. Harsh or abrasive soaps or detergents, which
could cause corrosion or scratches,
should never be used. Soft cleaning
cloths or a chamois should be used
to prevent scratches when cleaning
and polishing.
Clean the windows and windshield
by washing with plenty of non-abrasive soap or detergent and water
using the bare hand to feel and dislodge any caked dirt or mud. A soft,
grit-free cloth, or sponge or chamois
may be used but only as a means of
carrying water to the plastic. Dry
with a clean damp chamois. Hard,
rough cloths will scratch the plexiglass and should not be used.
Remove oil or grease with kerosene
or aliphatic naphtha.
Do not operate windshield wipers on
a dry windshield. Scratching will
result. Do not use the following
materials; benzene, methyl ethyl
ketone, zylene, acetone, carbon tetrachloride, fire extinguisher or lacquer thinner, or window cleaning
sprays because they will soften the
plastic and/or cause crazing.
After cleaning, the plexiglass windows and windshield should be
waxed with a good grade of commercial wax.

January 2005
The avionics installed in the Turbo Commander 690 will have a

number of variations depending on the serial number, model and
any avionics updates that may have been installed. Following is a
general description of the basic packages as installed in the original A and B model aircraft. Consult the manufacturers manuals
for more detailed information on operation of the various avionics
installed in your aircraft.

January 2005
Avionics
Chapter 5B
5B-1
5B-2

January 2005
Avionics
Instrument Panel Diagram . . . . . . . . . . . . . . . . . . . . . 5B-6
Center Pedestal and Side Consoles Diagram . . . . . 5B-8
Avionics Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-9
Table of
Contents
Overhead Panel Diagram . . . . . . . . . . . . . . . . . . . . . 5B-10

Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-11
Annunciator System . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-12
Instrument Vacuum System . . . . . . . . . . . . . . . . . . . . 5B-15
Alternate Vacuum System . . . . . . . . . . . . . . . . . . . . . 5B-16
Vacuum Gage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-17
Pitot-Static System Diagram . . . . . . . . . . . . . . . . . . 5B-18
Pitot Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-19
Alternate Static Pressure Source . . . . . . . . . . . . . . . . 5B-19
Flap Position Indicator . . . . . . . . . . . . . . . . . . . . . . . 5B-20
Rudder and Elevator Trim Tab Position Indicator. . . 5B-20
Aileron Trim Tab Position Indicator. . . . . . . . . . . . . . 5B-20
Stall Warning System . . . . . . . . . . . . . . . . . . . . . . . . . 5B-21

January 2005
5B-3
5B-4

January 2005
Avionics
Instrument
Panel
Trim
Line

January 2005
5B-5
5B-6
Instrument Panel
WINDSHIELD OFF
WHEN USING
STANDBY COMPASS
27
30
24
Trim
Line
CABIN
LO PRESS
GND
COOL
MAX
FLO
LEFT
F
I
R
E
TEST
LT&B
L ENG
CHIP
L BETA
BETA R
MAN ELEC
TRIM
BAT HOT
ENG
L INLET
ENG
INLET R
R ENG
CHIP
AUTO
PILOT
RT&B
TRIM
SELECT
ALT
AC VOLTS
PROP SYNC
LOW FUEL
L GEN
GEN
DOOR
R NAV
INTPH
RIGHT
F
I
R
E
NAV-1
MEM
MEM
MEM
ALT
MKR
DME
ADF-2
ADF-1
SQ
ON OFF
MKR HI
OFF
COM
STO
NAV
ON HOLD
OFF
LO
STO
L/D
ELEV
HDG
DR
ALT
IAS
NL
AIL
ARM
MSG
NAV
CAP
ACTV
LEG
30
W
A
D
F
7
6
30
27
100
15
21
50
CLIMB
DOWN
30
10
DIFF
PRESS
25
NAV-1
10
100
BENDIX / KING
KLN 900 TSO
90
D KOSH
CRSR
R
U
D
D
E
R
0
DOWN
80
70
40
NAV
FPL
MODE
TRIP
CALC
STAT
SETUP
OTHER
DIS
GS
ETE
BRG
NAV
D KOSH
WITTMAN
683NM
193KT
N 4359.06''
3:34
303 N 8833.42'
APT 1
1 ENR - LEG
MSG
ALT
CLR
20
20
x 100 FEET
15
10
100
ENT
400
10
200
300
4
BENDIX / KING
N1
400
HE
33
TURN AND SLIP
ON
TST
SBY
OFF
100
TGT
RNG
300
VP
RNG
MAP
TRK
60
NAV
1 2 3
TEST
200
INC
SAFE
DEC
SLAVE
20
O
F
F
HLD
N2
PULL STAB OFF
DN
1
.5
UP
11
VSI
0
DOWN
12
CLOCK
10
2
3
.5
QUARTZ
24
UP
COMPASS
SLAVE
ING
4
5
12 16
FUEL
QUANTITY 20
TRK
40
GAIN
HDG
300
OFF
299
AD
80
1/2
IN.Hg
1010
APT
VOR
NDB
INT
SUPL
PULL
SCAN
LDG
DOWN
LBS/HR
1015
UP
100
500
LBS/HR
NAV
D/T
ACTV
REF
CTR
Wx
Wx
1
ALT 2
CRSR
INT
RDR 2000
50
60
600
140 120
PUSH
ON
BRT
OFF
LEFT
FUEL FLOW
0
FEET
10
GPS
30
PERCENT
RPM
10
LBS SQ IN
E
L
E
V
A
T
O
R
20
50
500
25
ADF-1
CABIN
60
2
3
.5
40
600
FD RMI SELECT
NAV-2
40
UP
8
7
FUEL FLOW
RADAR
ALTITUDE
CA
B
ALT IN
160
mb
100
25
100
180
O
F
F
80
50
50
25
60
KNOTS
200 AIRSPEED
75
P.S.I.
OFF
FUEL
100
50
40
260
100
220
OIL
75
P.S.I.
AM
12
BELOW
23000 '
100
WARNING
DH
2000
FLAP
DH
.5
30
70
0 50
ELT
150
FUEL
HF
100
OIL
TEMP C
ABOVE
23000 '
OIL
UP RIGHT
TRIM
80
RUN
ABOVE
23000 '
ADF-2
ON
(TEST)
50
HYD PRESS
ST. LIM
770C
10
PERCENT
RPM
90
S
T
O
P
E.T.
20
COURSE
F.
T.
31
188
50
100
50
NTS TEST
8
7
1
2
CAUTION: REFER TO
MAX EGT PLACARD
WHEN OPERATING IN
YELLOW ARC.
NAV
CX100
9
8
ST. LIM
770C
ZERO
DAVTRON
ADF-1
RADIO CALL
EGT
1
2
HDG
TIME
DME
OFF
ACT
AV
S R
MKR
NAV-2
24
EGT
CX100
9
8
VERTICAL
SPEED
BELOW
23000 '
POUNDS
HP. X 100
DOWN
12
DIM
NAV
0
.5
0 0 1 5 0
7
0
50
OIL
TEMP C
1000
1000 FT PER MIN
UP
-D BSET
IVSI
.5
UP
1 hr
ING
NAV-1
VHF-2
LO
ACT
150
FUEL CONSUMED
HP. X 100
50
100% RPM
12
ERECT
33
2
AD
NA
SLAVE
A
D
F
DEC
33
20
HE
FAST
VHF-1
MKR HI
TEST
TEST
100
A
T
T
10
3
2
7
24
10
100% RPM 6
G
S
MILLIBARS
21
140 120
R
A
D
10
5
FREE
1
1013
OFF
18
TR
10
20
INC
100
160
100
2
6
0 5 0 0 ALT
,
3
7
4 2992
IN.
HG
ATT
20
COM
B H
ACT
FEET
8
20
STO
PH
ID
ARM
OBS
WPT
G PS
DH
ALT
TEST
80
OFF
FILTER
VOICE
VOL
HF
APPLICABLE TO CO-PILOT AIRSPEED IND

23
27 29
SL-19 21
25
ALT (FTX1000)
KCAS VMO
243
232 223 214 205 196
B/C
220
180
STO
TEST
PRE
15
40
SQ
ON OFF
NAV
ON HOLD
OFF
TEST
ACT
60
KNOTS
200 AIRSPEED
ADF
STO
SEE PLACARD FOR

SERVO ALTM
LIMITATIONS
CA
ARM CAP
GS
ANT ADF TONE

OFF
MEM
MEM
TEST
ACT
HI-TORQ
ATC
IDENT
TEST
OFF
T/MTN
STBY ON ALT
OFF
RADIO CALL
260
1, 8 00
OFF
NAV-2
MEM
SET ALTITUDE
VHF-1
OFF
30
VHF-2
B H
COMM
AUTO SELECT
VHF-2
XFR
XFR
VHF-1
XFR
24
S R
HF
XFR
XFR
COURSE
ID
XFR
M
COMM
AUTO SELECT
VHF-2
HF
VHF-1
OFF
VOL
21
FILTER
VOICE
15
PH
SUCTION
2
LBS X100
8
INCHES OF MERCURY
HOURS
0 0 2 2
REGULATED
PRESS
10
1
1/10
15
DISTR
RADIO-1
TRIM
11
27
25
23
8
COOL
OFF
M
A
X
NORMAL
M
I
N
10 -1
13
15
FLAPS
LIGHT
DIMMER
BUS
U
P
UNSAFE
BUS
GEAR
TAB IND
ELEV
RESET
HP EMER
FUEL
20
DISTR
L&R
QTY
TIE
RESET
OFF
AIL
STALL
ENG GAGE
ANN-1
L T&B
MISC
LT AUX
ANN-3
FD
LDG LT
TEMP
BLEED
WSHLD
FUEL
CMPS
MOTOR
OVRD
FLOW
BLEED
WSHLD
ALTM
R/C
CP SPK
FCS
V NAV
CONV
DME
HF
P PH
ATC
VHF
NAV
MKR
ADF
20
CP PH
ATC
VHF
NAV
MKR
ADF
TIE
P SPK
RMI
CMPS
A/P
CARD
SERVOS
BUS
UP
CABIN
ALT
N
E
U
T
DN
LOCK
G.A.
BUS
HP NORM
ENG START
IGN OVRD
PROP UNFEATHER
ALT
OFF
DN

35
35
RATE
WARM
17
19
AIR
AL C
TIT RA
1 U F
FE 000 DE T
ET
OVERRIDE
COOL
LDG GEAR
1000
FT
3
AUTO
OFF/RAM
AIR
N
O
R
M
A
L
AUTO TEMP
BLEED SEL
OVRD TEMP
L
DEPRESS HEAT
MAX FLO
21
MODE
CABIN
ALT
ENVIRONMENTAL
D
N
HORN
SILENCER
CONT
ALERT
CABIN
TEMP
BOOTS
PROP
T&B
RADBAR
DEPRESS
AUTO
SYNC
2
RADIO-2
AUX HYD
FUEL & HYD VALVE
FUEL PUMP
R NAV
RADAR
35
35
BUS
BUS
PUMP
5B-6
CONTROL
ANN-2

January 2005
Avionics
Center
Pedestal
and Side Consoles
Trim
Line

January 2005
5B-7
5B-8
Center Pedestal and Side Consoles
PROP SYNC
DISTR
RADIO-1
TRIM
MODE
0
11
10 -1
27
25
23
8
R
NORMAL
COOL
M
I
N
OFF
M
A
X
RATE
WARM
COOL
LIGHT
DIMMER
UNSAFE
13
15
FWD
THRUST
RPM
UP
CABIN
ALT
HI
FLIGHT
HI
LO
GROUND
LO
FLAPS
DN
LOCK
BUS
U
P
FLT IDLE
OFF
DURING TAKEOFF
AND LANDING
N
E
U
T
TAXI LTS
D
N
G.A.
TAB IND
ELEV
RESET
HP EMER
FUEL
20
DISTR
L&R
QTY
TIE
RESET
AIL
STALL
ENG GAGE
ANN-1
L T&B
MISC
LT AUX
ANN-3
FD
ALTM
LDG LT
TEMP
BLEED
WSHLD
FUEL
CMPS
MOTOR
OVRD
FLOW
BLEED
WSHLD
CP SPK
FCS
V NAV
CONV
DME
HF
P PH
ATC
VHF
NAV
MKR
ADF
20
CP PH
ATC
VHF
NAV
MKR
ADF
TIE
P SPK
RMI
CMPS
A/P
CARD
SERVOS
R/C
BUS
HP NORM
ENG START
IGN OVRD
PROP UNFEATHER
ALT
OFF
GND IDLE
DN
HORN
SILENCER

BUS
GEAR
BUS
MUST BE OFF
35
35
ON
OFF
OVERRIDE
21
AUTO
OFF/RAM
AIR
LDG GEAR
1000
FT
3
BLEED SEL
OVRD TEMP
L
DEPRESS HEAT
MAX FLO
N
O
R
M
A
L
AUTO TEMP
17
19
AIR
AL C
TIT RA
1 U F
FE 000 DE T
ET
Trim
Line
CABIN
ALT
ENVIRONMENTAL
REV
THRUST
ENGINE STOP
AND
EMERGENCY
FEATHER
CONT
ALERT
CABIN
TEMP
BOOTS
PROP
T&B
RADBAR
DEPRESS
AUTO
SYNC
2
RADIO-2
CONTROL
AUX HYD
ON
35
OFF
BUS
FUEL & HYD VALVE
FUEL PUMP
R NAV
RADAR
35
BUS
PUMP
ANN-2
RCN LTS
ON
FRICTION
OFF
PULS
LEFT
RIGHT
FUEL ENRICHMENT
PULL
PARK
BRAKE
ON

AIRPLANE FLIGHT MANUAL. ACROBATICS AND INTERNATIONAL SPINS
ARE PROHIBITED.
FLIGHT MANUAL.
MAX GEAR EXTENDED:
200 KNOTS
86 KNOTS
NAV
APPR
ALT
IAS
B/C
ENG
HDG
NAV
2
TRIM UP
CAUTION
DIS

TRIM DN
UP
R WG
DOWN
ADF
2
PRIOR TO IFR FLIGHT PILOT'S

SERVO ALTIMETER MUST BE
OPERABLE. ADDITIONAL
OPERABLE BACKUP BAROMETRIC
ALTIMETER IS REQUIRED.
L WG
DOWN AILERON
SERVO ALTM LIMITATION
DN
FLAP EXTENSION:
20 FLAPS - MAX 180 KNOTS
40 FLAPS - MAX 140 KNOTS

T.O. AND LDG.
HDG

145 KNOTS
1000
10 15
500
20
25
30
RADAR
RMI
CARD
VG
FD
NAV
ALT
DME
ADJUST KNOB TO
22,500 FT. ALT MIN.
FOR DEMAND MASK
OPERATION
A/P
5 VT
LTS
CHECK PRESS &

FLOW PRIOR TO
TAKE OFF
CMPS
1
2000
USE NO OIL
USE NO OIL
A/P
1500
PHO
MIC
BOOM
ON
NO SMOKING
WHILE USING
OXYGEN
TURN SYSTEM
OFF AFTER
USE
PHO
MIC
MIC
OFF
MIC
MASK
BOOM
5B-8
MASK

January 2005
Avionics
Avionics Locator
Overhead
Panel
Trim
Line
Vacuum Train
Stall Warning Switch
Normal
Static Source
(Typ. Both Sides)
Outside Air Temperature

Heated Alternate Static Source
Magnetic Compass
Static Drain - Primary
Filter Installation - Vacuum
Static Drain - Alternate
Pitot Head
Stall Warning Horn

January 2005
5B-9
5B-10
Overhead Panel
Trim
Line
RUDDER
TRIM TAB
DIM
DIM
NOSE
RIGHT
NOSE
LEFT
COPILOT
INSTR
LIGHTS
PILOT
INSTR
LIGHTS
NOSE DOWN
ELEVATOR
TRIM TAB
NOSE UP
ELECTRICAL
LIGHTS
ICE PROTECTION
AVIONICS
AMPS
EXT PWR
GENERATOR
L
R
BATTERY
BUS
CONTROL
TIE
DISTR
CABIN
DOOR
LOCK
BELTS
NO SMOKE
CABIN
PANEL
POS
ANTI-COL
L WSHLD
LOW
STROBE
ENG INLET
RUDDER
PITOT FUEL VENT

L
R
GEN
INLET
PROP
R WSHLD
LOW
INVERTER
1
RADIO
1
AUTO
PILOT
RADIO
ALT
PAR
A
M
P
20
NTS
GND
START
O
F
F
TEST
O
F
F
O
F
F
O
F
F
SER
OFF
40
60
20
OFF/RESET
OFF
OFF
OFF
UNLOCK
BELTS
OFF
HIGH
OFF
HIGH
PROP
GEN
OFF
OPEN
80
20
-20
AMPS
100
40
100
-40
O.A.T.
100
VOLTS
FUEL PUMP
ON
10
VOLTS
LANDING
IGN
OVRD
AIR
ENG
OFF
O
N
GND
PUSH FOR GND START
RIGHT ENGINE
BOOTS
ONE CY
EXTEND
N
O
R
M
PUSH FOR VOLTS
OFF
FUEL-HYDR
NORM
WING
LIGHT
DEFOG
BLOWER
IGN
OVRD
FUEL-HYDR
NORM
FUEL PUMP
ON
WIPERS
HP LIMIT
TEST
AIR
FAST
DIMMER
R
OVHD SUB
START
RUN
START
RUN
20
30
30
20
30
PUSH FOR VOLTS
HP LIMIT
TEST
200
30
10
140
LEFT ENGINE
AMPS
200
120
60
C
-60
-40
-20
MOTOR
N
O
R
M
O
F
F
EMER
OFF
OFF
RETRACT
DO NOT EXTEND ABOVE
156 KNOTS
MAN
OFF
5B-10
EMER
OFF
ENG
OFF
MOTOR
PUSH FOR GND START
DIM
O
N
GND
OFF
O
F
F
O
F
F
PARK
SLOW
BRIGHT
PARK

January 2005
Avionics
The instrument panel contains the
instruments and controls necessary for
safe flight. AIl instruments are visible
from either the pilot or copilot seats
and are individually illuminated by
post lights or are internally lit. Overhead floodlights augment the instrument lights. The instrument lights are
controlled by dimmer controls in the
pilots service panels and by the panel
light switch. The circuits are supplied
with 28 V DC power through circuit
breakers. See Figure 5B-1 for general
arrangement of the instruments on the
instrument panels. This arrangement
may vary depending on the available
options installed. The magnetic com-
Instruments
pass is installed at eye leve1 on the

windshield centerpost and the voltameters are installed on the overhead
switch panel. The gyro instruments are
marked with the word AIR if they
are pneumatic type.
The annunciator panel is installed in
the glareshield and monitors various
aircraft systems (see Figure 5B-2,
next page). In the event of a system
failure or if an unsafe light condition
should occur, the respective annunciator light for the system being
monitored will illuminate and corrective action should be taken as
necessary.
5B-1
1. Airspeed Indicator
11. Wing Flap Position Indicator
21. Vacuum Gage
2. Attitude Gyro
12. Engine Gage
22. Regulated Bleed Air Pressure Gage
3. Altimeter
13. Inter-Turbine Temperature Indicator 23. Circuit Breaker Panel
4. Turn and Bank Indicator
14. Hydraulic Pressure Indicator
24. Wing Flap Control
5. Directional Gyro
15. Engine Tachometer
25. Landing Gear Control
6. Rate-of-Climb Indicator
16. Trim Tab Position Indicator
26. Pressurization and Air Conditioning

Controls
7. Clock
17 Fuel Flow Indicator
27. Landing Gear Lights Dimmer

Control
8. Cabin Rate-of-Climb indicator
18. Fuel Totalizer Indicator
28. Horn Silencer Button
9. Cabin Altitude and Differential

Pressure Indicator
19. Radar Scope
29. NTS Test Lights
10 Engine Horsepower Indicator
20.Fuel Quantity Indicator

January 2005
5B-11
Annunciator System
LEFT
TEST
F
I
R
E
CABIN
LO PRESS
MAX
FLO
LT&B
L ENG
CHIP
L BETA
BETA R
ENG
R
INLET
GEN
TRIM
BAT HOT
ENG
L
INLET
PROP SYNC
LOW FUEL
L GEN
R ENG
CHIP
RIGHT
DOOR
F
I
R
E
5B-2
TEST
TEST CIRCUIT OPERATION

Depress to check all annunciator panel lights (Figure 2-2) as well as:
Bus OFF Annunciators overhead panel (2).
Bus OFF Annunciators - circuit breaker panel (2).
IGN OVRD Annunciators - overhead panel (2).
Gear Position - subpanel (1 red and 3 green).
Landing Gear Horn Operation - if either of the power levers are at or near FLT IDLE.
6. *BAT TEMP Monitoring Indicator Showing Full HOT as well as 120F and HOT
Annunciators on Indicator Face.
1.
2.
3.
4.
5.
J=
NOTE: The following annunciators are NOT in the test circuit:

1. NTS check system.
2. HP Limit system OFF.
3. Landing Light EXTEND.
NOTE
A standard annunciator panel is installed in this airplane.
All annunciator lights will illuminate (where nomenclature is
displayed) when the TEST button is depressed even though
an optional system is not installed.
LEFT
F
I
R
E
CABIN
LO PRESS
GND
COOL
Engine fire warning light (Left).
Cabin altitude exceeds 13,000 500 ft.
A Model Only - Environmental system direct bleed valve open.

Direct Bleed/Max Flow switch Not in normal position.
GND COOL annunciator is inoperative if Custom Kit No. 131 is installed.
5B-12

January 2005
Avionics
MAX
FLO
Environmental system auxiliary jet pump in operation. Direct Bleed/Max Flow switch Not in normal position.
OR
MAX
HEAT
L.T. & B.
TRIM
PROP SYNC
L. ENG
CHIP
Electrical power failure to the left (Pilots) turn & bank instrument.
Elevator trim not in the takeoff range.
Indicates that prop sync on is not appropriate.
Metal chips in left engine.
BATT HOT
A/C with NiCad Battery installations:Temperature of one (or both) batteries has exceeded 150F.
LOW FUEL
Fuel quantity at approx. 200 pounds, or less for S/N 11100 thru 11248, 11250 thru 11268,
Fuel quantity at approx. 300 pounds, or less for S/N 11249, 11269 and Subs, including B Model.
BETA
Left engine operating in beta range
ENG
INLET
Left engine inlet ice protection heat on
GEN
Left generator inoperative

January 2005
5B-13
BETA R
Right engine operating in beta range
ENG
INLET
Right engine inlet ice protection heat on
GEN
Right generator inoperative
R. ENG
CHIP
Metal chips in right engine.
DOOR
Main entry door not secure or door lock switch is in the unlock position.
In S/N 11517 and subsequent, Main Entry Door or Baggage Compartment Door is open
RIGHT
F
I
R
E
Engine fire warning light (Right).
Note: Optional equipment installed may include additional annunciator lights. See applicable supplements for
explanation if nomenclature.
5B-14

January 2005
Avionics
Instrument Vacuum
System
The instrument vacuum system (see
Figure 5B-3) provides a filtered vacuum (suction) source for operation
of the air operated instruments,
when either aircraft engine is operating. Vacuum is obtained from the
venturi of an air ejector. The bleed
air passes through the venturi of the
air ejector where it is accelerated to a
high velocity and creates a low pressure area at the suction port of the
ejector to provide suction for the
gyro instruments, cabin pressurization control system, and pneumatic deicer boots. Engine bleed air
passing through the air ejector is

exhausted overboard through a port
in the aircraft fuselage. Vacuum to
the instruments is controlled by a
vacuum relief valve which maintains
vacuum within the operating limits
of the instrument system. Air is
drawn into the instrument vacuum
manifold through a central air filter
installed in the nose section. To
obtain the proper rate of air flow into
the instrument vacuum system the
vacuum relief valve must be correctly adjusted. A vacuum control
valve, installed at the end of the
instrument manifold, reduces the
suction applied to the turn-and-bank
Indicators.
5B-3

January 2005
5B-15
Alternate Vacuum System
All flight instruments with the

exception of the co-pilots ADI are
powered electrically (See Figure
5B-4).
In later model aircraft the vacuum

system is no longer utilized for providing source of operation for cockpit instrumentation.
Instrument Panels
Overhead Switch Panels

DE-ICE
MAN
WING AUTO
Press
Gage
OFF
TAIL OFF
Right Wing
Deicer Boot
Left Wing
Deicer Boot
Timer
Left
Engine
Right
Engine
From
Vacuum
Instruments
Pressure
Regulator
Fuselage
Skin
To Autopilot
Distributor
Valve
To Jet Pumps
5B-4
5B-16
Air
Ejector
Empennage
Deicer
Boots
Bleed Air
Regulated Pressure
Suction
Regulated Pressure and Suction

January 2005
Avionics
Vacuum Gage
The vacuum gage (Figure 5B-5)
installed in the right instrument
panel registers manifold vacuum in
inches of mercury. Red radial lines
on the face of the dial at 3.80 and
5.00 inches Hg indicate the minimum and maximum operating vacuum. The green arc between the red
radial lines indicates the normal
operating range of the instrument
vacuum system.
5B-5

January 2005
5B-17
Pitot-Static System Diagram
Rate of Climb
Indicator (Co-Pilot)
Airspeed Indicator
(Co-Pilot)
Pilot's Static
Source (Unheated)
Altimeter
(Co-Pilot)
Co-Pilot's Static
Source
Piotot Head
Co-Pilot
Pressure
Bulkhead
Pitot Head
Pilot System
Airspeed Indicator
(Pilot)
Cabin Altitude
and Differential
Pilot's Static
Source (Unheated)
Altimeter
(Pilot)
Pilot's Pitot/Static System
Rate-of-Climb
Indicator (Pilot)
5B-18
Co-Pilot's Pitot/Static System

January 2005
Avionics
Pitot Static System
The pitot-static system furnishes
pitot (impact) pressure to the airspeed indicators and static (atmospheric) pressure to the airspeed
indicators, altimeters, rate-of-climb
indicators and cabin altitude and differential pressure indicator. Two
electrically heated pitot tubes, one
on each side of the forward fuselage,
provide pitot pressure, and static
ports, flush-mounted in the fuselage
skin, provide static pressure.
In A model aircraft and B model S/N
11350 thru 11520 which have not
had Service Letter No. 323 complied
with, pitot lines run from each pitot
head to T fittings located aft of the
forward pressure bulkhead, and from
the T fittings to the airspeed indicators. A crossover line connects the
two T fittings. In this configuration, the crossover line physically
connects the pitot lines from each
pitot head, forming a single pitot
system. Switches, labelled PITOTFUEL VENT, located on the overhead switch panels provide 28 V DC
power to the pitot head heating elements. Two unheated static ports,
one on each side of the alt fuselage,
provide static pressure to the primary static system. The two static
ports are joined at a tee at the center
of the upper aft fuselage to form a
single static pressure line which runs
forward to the static instruments on
both the pilot and co-pilot panels.
Effective on airplanes S/N 11505,
11506, 11510, 11515, 11513 and
11522 and subsequent and earlier
aircraft which have had Service Letter No. 323 complied with, the interconnect line between the left and
right pitot systems has been
removed. The left pitot head provides pitot pressure to the pilots airspeed indicator only, and the right

January 2005
pitot head supplies pitot pressure to

the co-pilots airspeed indicator. See
the Pitot-Static System Diagram,
facing page. Pitot heat is controlled
by the PITOT-FUEL VENT
switches on the overhead panels.
Static pressure for the pilots airspeed, altimeter and rate-of-climb
indicator, and the cabin altitude and
deferential pressure indicator is supplied from two unheated static ports
in the aft fuselage section. Static
pressure for the co-pilots airspeed,
altimeter and rate-of-climb indicator
is supplied from a heated static port,
located on the right side of the fuselage at station 82.50.
A difference in indicated airspeed
between the pilots and co-pilots
airspeed indicators may be observed.
This difference is caused by normal
allowable instrument calibration tolerances. If a difference in indicated
airspeed readings is noted, refer to
the airspeed calibration charts in
Section V of the Pilots Operating
Handbook. Convert indicated airspeed to calibrated airspeed for each
airspeed indicator and compare the
calibrated airspeeds. Any difference
noted will be the result of allowable
instrument tolerances.
Alternate Static Pressure

Source
To eliminate the possibility of losing
static pressure during icing conditions, an alternate static system is
installed in A model airplanes and B
Model S/N 11350 thru 11520 which
have not had Service Letter No. 323
complied with. A single, heated,
static port, located at fuselage station
82.50, provides static pressure to the
alternate static pressure system. The
L.PITOT-FUEL VENT switch,
located on the overhead panel, controls 28 V DC power to the alternate
static source port.
5B-19
A selector valve is installed on the

left side of the pilots compartment
in A model airplanes and B model S/
N 11350 thru 11451. The selector
valve connects the primary and alternate static pressure systems. Under
normal operating conditions, the
selector valve remains in the PRIMARY (up) position. In the event of
erratic instrument operation caused
by loss of the primary static source,
an alternate source of static pressure
may be selected by placing the selector switch in the ALTERNATE (horizontal) position.
In B model airplanes S/N l1452 thru
11521, the alternate source selector
valve switch is located on the cockpit right side panel, below the right
windshield corner post. The control
is a toggle switch type and is placed
in the PRIMARY position for normal operation.
Flap Position Indicator
The wing flap position indicator
(Figure 5B-6) is marked, UP, 1/2,
and DOWN. The intermediate positions indicate the portion of the full
40 (2) degrees that the flaps have
traveled. The indicator circuit is supplied with 28-V DC power.
Rudder And Elevator Trim Tab

Position Indicator
The rudder and elevator trim tab
position indicator (Figure 5B-7) is a
dual-scale instrument.
The left scale of the instrument indicates the position of elevator trim tab
with respect to its full range of
adjustment. The UP position indicates a nose up trim condition. The
DOWN position indicates a nose
down trim condition. Neutral is indicated. The right scale of the instrument indicates the position of rudder
trim tab with respect to its full range
of adjustment. The LEFT and
RIGHT positions indicate nose left
and nose right trim conditions. Neutral is indicated.
Aileron Trim Tab Position
Indicator
The aileron trim tab indicator (Figure
5B-8) is installed In the engine control
quadrant. Markings on the indicator are
16 degrees up and 16 degrees down,
and the LWD and RWD markings are
left and right wing down. The indicator
circuit is supplied with 28-V DC
power from TAB IND circuit breaker.
UP RIGHT
TRIM
FLAP
E
L
E
V
A
T
O
R
UP
R
U
D
D
E
R
0
DOWN
1/2
L WG
DOWN AILERON
DOWN
5B-6
5B-20
R WG
DOWN
LEFT
5B-7
5B-8

January 2005
Avionics
Stall Warning
System
The switch is set to close the circuit

and sound the stall warning horn at 4
to 9 knots above aircraft stall speed.
An electrically heated stall warning

switch is located in the leading edge
of the right wing, outboard of the
nacelle.
The stall warning switch is supplied

electrical power through a pitot heat
circuit breaker switch on the overhead switch panel.

January 2005
5B-21
5B-22

January 2005
The electrical system for the Turbo Commander models A and B

consists of two 300 amp, regulated to 28 volt starter-generators
and two 24 volt Lead Acid Batteries. The original design utilized
two NiCad batteries, but these batteries have been replaced with
lead acid batteries in most aircraft.
Electrical
Chapter 5C
Power supplied by the batteries, generators or through the power

plug is distributed to the various buses through the Main Bus.
Reset distribution circuit breakers protect the overhead distribution and control busses, and the CB panel distribution and control
buses. All buses and control boxes are located aft of the pressure
vessel and cannot be reached in flight.

January 2005
5C-1
5C-2

January 2005
Electrical
AC Power Distribution Schematic . . . . . . . . . . . . . . 5C-4
DC Power Distribution Schematic . . . . . . . . . . . . . . 5C-5
Battery On - Parallel Schematic . . . . . . . . . . . . . . . . 5C-6
Battery On, Parallel, External Power,
Distribution & Control On Schematic . . . . . . . . . . . . 5C-7
Series Start Cold or High & Hot Start Schematic. . . 5C-8
Electrical Power Distribution 1 . . . . . . . . . . . . . . . . . 5C-9
Electrical Power Distribution 2 . . . . . . . . . . . . . . . . 5C-10
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-11
DC Power Generation . . . . . . . . . . . . . . . . . . . . . . . . 5C-11
Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-11
Table of
Contents
Lighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-12

Landing Lights (Standard) . . . . . . . . . . . . . . . . . . . . 5C-12
High Speed Landing/Recognition Lights (Optional) . 5C-12
Strobe Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-12
Interior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-13

January 2005
5C-3
AC Power Distribution
BUS TIE
Radio Bus No. 1
Radio Bus No. 2
RADIO 1 BUS
RADIO 2 BUS
Inverter No. 1
Inverter No. 2
RADIO 2
RADIO 1
INV
1
OFF
INV
2
OFF
Main Bus
S/N 11249, 11269-11349
Inverter No. 1
Inverter No. 2
INV 2
INV 1
OFF
OFF
Main Bus
S/N 11100-11248, 11250-11268

TC690AB EL001i -TM
5C-4

January 2005
OFF
CB Panel Control Bus
CB Panel Distribution Bus
BUS TIE
OPEN
CONTROL
TIE
Overhead Panel Control Bus

Radio Bus No. 1
DISTR
Radio Bus No. 2
BUS TIE
RADIO 2 BUS
Cabin Bus
RADIO 1
Aux. Dist. Overhead Panel

RADIO 2
CABIN
RESET CONTR
OFF
RESET DISTR
OFF
OFF
OFF/RESET
OFF/RESET
Main Bus
GENERATOR
L
BATTERY
Battery
No. 1
Ground
Power
Connector
Start
Contactor
Battery
No. 2
SER
Right Starter/
Generator
GENERATOR
R
OFF
Start
Contactor
OFF
Overhead Panel Distribution Bus
RADIO 1 BUS
Left Starter/
Generator
DISTR BUS
DC Power Distribution
January 2005
CONTROL BUS
PAR
TC690AB EL002i-TM-
5C-5
Electrical
Start Bus
OFF
BUS TIE
OPEN
CONTROL
TIE

Radio Bus No. 1
DISTR
Radio Bus No. 2
BUS TIE
RADIO 2 BUS
Cabin Bus
RADIO 1

RADIO 2
CABIN
RESET CONTR
OFF
RESET DISTR
OFF
OFF
OFF/RESET
OFF/RESET
Main Bus
GENERATOR
L
GENERATOR
R
OFF
January 2005
Start
Contactor
OFF
RADIO 1 BUS
Left Starter/
Generator
DISTR BUS
BATTERY
Battery
No. 1
Start Bus
Ground
Power
Connector
Start
Contactor
Battery
No. 2
SER
Right Starter/
Generator
PAR
Battery On - Parallel
5C-6
CONTROL BUS
OFF
BUS TIE
OPEN
CONTROL
TIE
Radio Bus No. 1
DISTR
Radio Bus No. 2
BUS TIE
RADIO 2 BUS
Cabin Bus
RADIO 1

RADIO 2
CABIN
RESET CONTR
OFF
RESET DISTR
OFF
OFF
OFF/RESET
OFF/RESET
Main Bus
GENERATOR
L
GENERATOR
R
OFF
Start
Contactor
OFF
RADIO 1 BUS
Left Starter/
Generator
DISTR BUS
BATTERY
Battery
No. 1
Ground
Power
Connector
Start
Contactor
Battery
No. 2
SER
Right Starter/
Generator
PAR
TC690AB EL004i
5C-7
Electrical
Start Bus
Battery On, Parallel, External Power, Distribution and Control On
January 2005
CONTROL BUS
OFF
BUS TIE
OPEN
CONTROL
TIE

Radio Bus No. 1
DISTR
Radio Bus No. 2
BUS TIE
RADIO 2 BUS
Cabin Bus
RADIO 1

RADIO 2
CABIN
RESET CONTR
OFF
RESET DISTR
OFF
OFF
OFF/RESET
OFF/RESET
Main Bus
GENERATOR
L
GENERATOR
R
OFF
January 2005
Start
Contactor
OFF
RADIO 1 BUS
Left Starter/
Generator
DISTR BUS
BATTERY
Battery
No. 1
Ground
Power
Connector
Start
Contactor
Battery
No. 2
SER
Right Starter/
Generator
PAR
Start Bus
TC690AB EL005i
Series Start Cold or High & Hot Start
5C-8
CONTROL BUS
Electrical
Electrical Power Distribution Schematic 1
(S/N 11100 through 11248, 11250 through 11268)

January 2005
5C-9
Electrical Power Distribution Schematic 2

(S/N 11249,11269 and Subsequent)
5C-10

January 2005
Electrical
DC Power
Generation
The source of electrical power for
the 28 V DC electrical system
installed on the aircraft consists of
two 30-Volt (regulated to a 28 Volt,
300-ampere engine driven startergenerators, two 24-volt lead acid
batteries and an external power
receptacle are sources of electrical
energy to power the system. The batteries provide power for starting in
addition to furnishing an emergency
source of electrical power in the
event both generators fail. An external power source should be used
when
performing
maintenance
which requires electrical power. The
generators are controlled by a Generator Control Unit, which provides
voltage regulation, reverse current
protection field weakening overvoltage protection, and paralleling
for the generators. Individual circuits for the aircraft lighting systems, electrically-operated motors,
and other electrical circuits are protected by circuit breakers and fuses.
Power Distribution
The main power bus, located in the
contactor box, receives electrical
power from three possible sources:
an external power unit through the
starter bus, the aircraft battery system or the starter-generator. The
main bus distributes electrical power
to various control and distribution
buses through remote reset control
circuit breakers.
In the event of a remote reset circuit
breaker failure, as indicated by a busoff light, transfer of electrical power
to the unpowered bus from the powered bus can be accomplished by tripping the unpowered bus power
breaker and closing the appropriate
bus tie circuit breaker.

January 2005
Loss of electrical power to the respective radio bus can be determined by

the failure of equipment on the
affected bus. The cabin bus controlled by a remote controlled circuit
breaker located in the overhead
switch panel can be reset if the
breaker was tripped due to an excessive overload or a faulty grounded
circuit.
Voltameters
Two single-pointer dual purpose voltameters are installed in the overhead switch panel. The instruments
are graduated to indicate their
respective generators output form
zero to 300 amps and from zero to
30 volts. The voltage reading is
obtained by pressing the voltage
indicator button in the lower left
hand corner of the instrument.
Batteries
Battery power is supplied by two
lead acid batteries installed in the aft
fuselage. The batteries may be connected either in series or parallel to
the start bus for engine starting by
placing the external power control
switch in either the SER (series) or
PAR (parallel (EXT PWR) position.
The SER battery position is selected
when the ambient temperature is
below 0C or above 32C. Series will
improve starting capability in cold or
hot environment conditions. Parallel
(PAR) battery position is selected
when the ambient temperature is
between 0 C and 32C, or starting
warm engines. Always allow amperage to decrease to less than 250 amps
before starting second engine regardless of which method is selected.
When SERIES start of second engine
is to be made, operating engine generator should be turned off.
Electrical
System
CAUTION: Do not reset the

remote controlled circuit breaker,
as this breaker is protecting a 100
amp circuit. The respective power
breaker for the affected bus should
be tripped and then tied with the
bus tie circuit breaker.
NOTE: General Rule: If the

power breaker can be tripped, the
bus can be tied with the bus tie. If
the power breaker trips, the bus cannot be tied.
CAUTION: Do not allow generator to operate continuously above

300 amperes for more than 5 minutes.
NOTE: With the battery switch

in the OFF position and external
power ON, the main bus will not
be energized; therefore the distribution bus will be off which will
be indicated by distribution busoff lights (2) in the cockpit.
CAUTION: When starting the first

engine in SERIES, do not bring the
generator on line until the start switch
has been placed in PARALLEL.
5C-11
CAUTION: The external power

source should be regulated at 28-V
DC and should have limiters which
will not deliver more than 1000
amperes during starting. High current capacity external power sources
will damage the starter generator.
The engines can be started with the
Battery Switch OFF if external
power is being used. If external
power is being used for maintenance the start circuit breakers
should be pulled to prevent inadvertent starting of the engines.
External Power
An external power unit may be connected to the aircraft electrical system at the external power receptacle.
Starter Generator
A starter-generator is installed on the
upper left side of the reduction gear
housing of each engine. The generator mode of the starter-generator can
be activated at engine idle rpm with
the generator control switch in the
ON position. Each starter-generator
is provided with a paralleling circuit
to assure that aircraft electrical load
is shared properly by both startergenerators. Generator lights, located
in the annunciator panel are illuminated if a generator is not connected
to the main bus. Voltage regulators,
overvoltage control circuits and generator load sharing circuits are contained within voltage control panels.
Windshield Wipers
The system operates from 28 VDC
power through three switches
installed in the switch panel. Two of
the switches (L/OFF/PARK and R/
OFF/PARK) control the individual
wipers. A separate switch, installed
between the left and right wiper
switches, controls the speed of the
wipers. the right windshield wiper is
inoperative when cabin bus is off.
Lighting Systems
Landing Lights (Standard)
Retractable landing lights are installed
in the left and right lower wing surface outboard of the engine nacelles.
The landing light switches, installed
in the overhead panel, control the illumination of the lamps and the operation of the landing light motors. The
EXTEND and RETRACT landing
light switch will activate the motor
circuits for both landing lights. The
5C-12
EXTEND position will drive the

landing lights to the extend position.
After lights are
extended, either left, right or both
lamps can be turned on using the
appropriate switch. Either landing
light may be turned off in the
extended position; however, when
the landing light EXTEND/
RETRACT switch is placed in the
RETRACT position, the landing
lights will return to the retract position and the lamps will extinguish
regardless of the position of the lamp
switches.
High Speed Landing/

Recognition Lights
(Optional)
Optional retractable high speed landing/recognition lights may be
installed in the left and right lower
wing surface outboard of the engine
nacelles. The landing light switches,
installed in the overhead switch
panel, control the illumination of the
lamps and the operation of the landing light motors. The EXTEND and
RETRACT landing light switch will
activate the motor circuits for both
landing light motors. To extend the
landing light(s), either the left, right
or both switches must be ON for the
EXTEND position of the EXTEND/
RETRACT switch in the RETRACT
position, both lights will retract and
lamps will automatically extinguish
regardless of the position of the lamp
switches.
Strobe Lights
The optional high intensity strobe
light system consists of a strobe light
located on each wing tip, a power
supply unit located on each wing tip,
a power supply unit located in the
left side of the fuselage aft of the DC
contactor box, a strobe light in the

January 2005
Electrical
transparent tail cone stinger, and a
switch (STROBE) circuit breaker
located in the overhead switch panel.
Interior Lighting
The interior lights include instrument lights, overhead panel flood
lights, instruction lights (fasten seat
belts/no smoking), baggage compartment lights, cabin and passenger
reading lights, indirect lighting (R
and L overhead cornice trim), magnetic compass light, map lights,
instrument post lights and electrolu-

January 2005
minescent panels. Some panels use

two sources if power for lighting
(see interior lighting circuit). The
instruction lights circuit is controlled
by a switch installed in the overhead
switch panel. The instrument panel
post lights, pedestal post light are
controlled by dimmer controls in the
pilots service panels. A dimmer
control in the switch panel controls
the electroluminescent panels and
the post lights for the OAT gage and
voltameter.
NOTE: Anti-collision or strobe

light should not be used when flying
through clouds or overcast; the flash
effect reflected from water particles
in the atmosphere, especially at
night, could produce vertigo (loss of
orientation). Also, as a consideration
of other pilots, the strobe lights
should be left OFF during taxi near
other occupied aircraft.
5C-13
5C-14

January 2005
This chapter describes the Turbo Commander 690A/B fire detection system.
One hand-operated portable fire extinguisher bottle is stowed in
the cockpit and one in the cabin area.
Fire
Protection
Chapter 5D

January 2005
5D-1
5D-2

January 2005
Fire Protection
Fire Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-5
Annunciator Panel Diagram . . . . . . . . . . . . . . . . . . . 5D-6
Fire Extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-8
Table of
Contents
Portable Fire Extinguishers . . . . . . . . . . . . . . . . . . . . 5D-8

Data Summaries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-9

January 2005
5D-3
5D-4

January 2005
Fire Protection
A fire detection system consisting of four thermal switches, necessary electrical wiring, and indicator lights is installed for each engine. Three of the four
fire detection thermal switches are installed on the forward side of the firewall
at each cowl air exit louver. The fourth thermal switch is installed in the cooling air stream above the oil cooler. Abnormal heating of the cooling air flow
through the engine or to the oil cooler will actuate one or more thermal
switches and cause the fire warning light, located in the annunciator panel
(Figure 5D-1), to illuminate. The fire warning system will indicate the presence of an engine fire as long as a single thermal switch is operative; however,
the press-to-test circuitry prevents illumination of the fire warning indicator
unless all thermal switches are functional.
LEFT
TEST
F
I
R
E
CABIN
LO PRESS
MAX
FLO
LT&B
L ENG
CHIP
L BETA
BETA R
ENG
R
INLET
GEN
TRIM
BAT HOT
ENG
L
INLET
PROP SYNC
LOW FUEL
L GEN
Fire Detection
R ENG
CHIP
DOOR
RIGHT
F
I
R
E
5D-1
TC690ABAV001i-TM

January 2005
5D-5
5D-6

January 2005
Fire Protection
Portable Fire Extinguishers
Two portable fire extinguishers are mounted in quick-release brackets; one
under the copilots seat for easy access to the crew in flight, and a second
extinguisher in the passenger compartment. The location of the portable fire
extinguisher in the passenger compartment varies with installed options on
the aircraft.
Fire
Extinguishing
Each portable extinguisher is rated for Class B and C fires and contains a Halon
Type 1211 extinguishing agent.

January 2005
5D-7
5D-8

January 2005
Fire Protection
Fire Protection
Power Source
Electrical System
Monitor
Fire Warning Annunciator Lights
Protection
Condition Levers
Fuel and Hydraulic Shutoff Valves
Fire Detection Thermal Switches

January 2005
Data
Summaries
5D-9
5D-10

January 2005
The primary flight controls are manually operated by the pilot and
copilot. They consist of:
p
Ailerons
Elevators
Rudder
Flight
Controls
Chapter 5E
Inboard and outboard flaps are hydraulically operated and make

up the secondary flight controls.

January 2005
5E-1
5E-2

January 2005
Flight Controls
Flight Control Locks Schematic . . . . . . . . . . . . . . . . 5E-4
Primary Flight Controls . . . . . . . . . . . . . . . . . . . . . . . 5E-5
Control Locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-5
Table of
Contents
Control Columns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-6

Wing Flap Control System . . . . . . . . . . . . . . . . . . . . . . 5E-6
Aileron Control System. . . . . . . . . . . . . . . . . . . . . . . . . 5E-7
Aileron Trim Tab System Diagram . . . . . . . . . . . . . . 5E-8
Aileron Trim Tab System . . . . . . . . . . . . . . . . . . . . . . . 5E-9
Elevator Control System. . . . . . . . . . . . . . . . . . . . . . . . 5E-9
Elevator Trim Tab System . . . . . . . . . . . . . . . . . . . . . 5E-10
Rudder Control System . . . . . . . . . . . . . . . . . . . . . . . 5E-11
Rudder Trim Tab System . . . . . . . . . . . . . . . . . . . . . . 5E-12
Secondary Flight Controls. . . . . . . . . . . . . . . . . . . . 5E-13
Wing Flap Control System . . . . . . . . . . . . . . . . . . . . . 5E-13
Hydraulic Wing Flap Valve . . . . . . . . . . . . . . . . . . . . 5E-14
Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-15

January 2005
5E-3
Flight Control Locks
Control
Column
Internal
Control
Lock
RudderBrake
5E-1
External Control
Lock
Rudder
Fillet
5E-2
5E-4

January 2005
Flight Controls
This aircraft is equipped with all
metal flight control surfaces consisting of ailerons, rudder, elevators and
wing flaps. Dual controls are provided for the ailerons, rudder and
elevators. A single control lever,
easily reached by either pilot controls the hydraulically actuated wing
flaps. Movable trim tabs installed on
the rudder and elevators, are operated either electrically by a trim
switch located on the pilots control
yoke or mechanically by a trim
wheel located in the overhead panel.
A trim tab indicator in the center
panel below the Hydraulic Pressure
gage, indicates the position of the
rudder and elevator trim tabs. The
trim annunciator light must be extinguished prior to takeoff.
A fixed, ground adjustable trim tab is
installed on the trailing edge of the
right aileron, and an electrically operated trim tab is installed on the left
aileron. The control column, control
wheel and rudder pedals at the pilot
and copilot positions are mechanically interconnected to push-pull
rods, bellcranks and cables which
actuate the primary flight controls.

January 2005
All primary control surfaces are balanced to prevent surface flutter and
provide the best possible aircraft
control characteristics throughout
the complete range of normal flight
speeds. Sealed bearings are used
throughout the flight control system.
Primary
Flight
Controls
Control cable pulley brackets are

provided with guard pins to prevent
the cable from jumping the pulley
groove. Wing flaps may be positioned at any setting between UP and
DOWN by placing the flap control
lever in NEUTRAL, when the flap
has moved to the desired position.
Control Locks
An internal control lock, (Figure 5E1, facing page) which is installed
between the rudder pedals and control column, secures the elevator and
rudder pedals in the neutral position
when the aircraft is parked. The control wheel lock pin should also be
inserted in the control column wheel
to place the ailerons in the neutral
position. An external rudder control
lock is provided to secure the rudder
when mooring the aircraft. Refer to
Figure 5E-2.
CAUTION: When the aircraft is

left unattended, the external rudder
gust lock should always be
installed.
5E-5
Control Columns
The flight control columns are symmetrically rigged and connected to the
aileron and elevator control systems to
provide dual control capability (see
Figure 5E-3). The control columns
pivot fore and aft on sealed bearings
installed in the column base.
Each column is supported by mounting brackets bolted to the floor structure and secured to the brackets by
two bolts extending out from the
pivot bearing. The control mecha-
nism associated with each control

wheel consists of a combination
chain-cable assembly, control wheel
sprocket, and three pulley assemblies. Control wheel positions and
ease of operation are determined by
adjustment of the chain-cable assembly within the control column. Two
turnbarrels are provided in each control column for cable tension adjustment.
These
turnbarrels
are
accessible through an access panel,
located at the top of each column.
Spline
Sprocket
Inspection
Plate
Turnbarrels
Ailero
Cable
Mechanical Stop
Pulley
Cable
Drum
Elevator
Push-Pull Rod
Pulley
5E-3
5E-6

January 2005
Flight Controls
Aileron Control System
The aileron control wheels are interconnected through control chains and
sprockets to the aileron cable drum
(see Figure 5E-4). The cable drum,
located below the floor structure
between the control columns, actuates
the ailerons through cables, bellcranks,
and push-pull rods. Adjustable pushpull rods connect the aileron
bellcranks to the ailerons.
An all-metal aileron is installed outboard of each outer wing flap. Each

aileron operates on sealed bearings,
installed in three hinge brackets
attached to the aft wing spar. Lead
weights, installed in the leading edge
of the ailerons, provide proper control
surface balance.
Spline and
Sprocket
Inspection
Plate
Aileron
Push-Pull
Rod
Aileron
Stop
Bellcrank
Pulley
Cable
Drum
Turnbarrel
Balance
Cable
Pulley
Elevator
Push-Pull
Rod
Turnbarrels
5E-4

January 2005
5E-7
Aileron Trim Tab System
5E-5
5E-8
Aileron Trim
Tab
Aileron
Trim Tab
January 2005
Trim Tab
Hinge Pin
Aileron (Ref)
Note
Trim Tab Installation
on Left Aileron Only
Flight Controls
Aileron Trim Tab System
Elevator Control System
The aileron trim tab control system

consists of a single tab installed on
the trailing edge of the left aileron.
An electric actuator, located in the
aileron just forward of the tab, is
operated by a 28-Volt DC motor
(see Figure 5E-5, facing page). The
aileron trim tab transmitter is an
integral part of the aileron trim tab
actuator. A three-position switch is
located in the engine control quadrant and enables the pilot to control
the trim tab position
Each elevator operates on sealed

bearings installed in two hinge
brackets attached to the aft horizontal stabilizer spar. The elevators are
operated by fore and aft movement
of either control column. An elevator down spring system is employed
in the elevator control system to provide additional static longitudinal
stability (see Figure 5E-6).
Elevator
Torque Tubes
Push-Pull
Rod
Idler
Pulley
AFT Transfer
Tube Assy
Elevator
Bungee
Springs
Elevator
Forward
Transfer
Tube
Turnbarrels
Elevator
Stops
Control
Column
Push-Pull Rod
Idler Pulley
5E-6

January 2005
5E-9
Elevator Trim Tab System

Controllable trim tabs, located on
the inboard trailing edge of each elevator, are operated by an elevator
trim tab control wheel installed on
the left side of the overhead trim tab
control panel (see Figure 5E-7). A
portion of the control wheel extends
through the trim tab control panel,
and when rotated, actuates the trim
tab through a mechanical linkage

consisting of cables, chains, sprockets, flexible shafts, and jackshaft
mechanisms. An elevator trim tab
transmitter, installed in the left elevator, contains a variable resistor
which is mechanically linked to the
trim actuating shaft and electrically
connected to a dual-scale rudder and
elevator trim tab indicator.
Cable
Drum
Bracket
Gear and
Pinion
Elevator Trim
Tab Wheel
Elevator
Trim
Roll
Chain
Elevator
Trim
Elevator Trim Tab
Indicator Transmitter
5E-7
5E-10

January 2005
Flight Controls
Rudder Control System
Dual rudder-brake control pedals,
installed on the forward and aft rudder
pedal torque tubes enable the pilot or
copilot to control the rudder, brakes,
and nose wheel steering (see Figure
5E-8). The rudder pedal torque tubes
consist of an inner and outer tube,
installed in pillow block bearings.
The left rudder pedals are attached to

the outer tube body, of the aft torque
tube, and the two right pedals are
attached to the outer tube body of the
forward torque tube. The inner tubes
of the forward and aft rudder torque
tubes are mechanically linked to the
rudder-brake pedals and power
brake valves.
Turnbarrel
Balance
Cable
Turnbarrels
Access Door
Disconnect Here
To Remove Rudder
Rudder
Stop
Rudder Torque
Tube
Pedal
Horn
Rudder Pedal
Torque Tube
5E-8
Torque
Arm

January 2005
5E-11
Rudder Trim Tab System

The rudder trim tab is installed in the
lower portion of the rudder trailing
edge, and is operated by a trim tab
control wheel installed in the overhead control panel. Rotation of this
wheel actuates the trim tab through a

mechanical linkage consisting of a
cable, chain, sprocket, flexible shaft
and jackshaft mechanism. The rudder trim tab position transmitter is
installed in the lower left side of the
rudder (see Figure 5E-9).
Rudder Trim Tab

Rudder
Trim Tab
Rudder
Trim, Tab
Indicator
Transmitter
Actuator
Stops
Turnbarrels
Roller
Chain
Forward
Cable
Bevel Gears
Cable Drum
Rudder
Trim Tab
Wheel
5E-9
5E-12

January 2005
Flight Controls
Wing Flap Control System
Two all-metal flaps are installed on
each wing. The inboard flaps extend
from the fuselage to the engine
nacelle, and the outboard flaps
extend from the outboard side of
each nacelle to the ailerons. See
Figure 5E-10.
The flaps are hinged from the aft
wing spar and are actuated by a
hydraulic cylinder and master
sheave, located in the aft fuselage.
The flap actuating cylinder body is
secured to the aircraft fuselage and
the cylinder piston rod is connected
to the master sheave. A push-pull

rod connects the master sheave to a
slave sheave on the opposite side of
the fuselage. Cables extend outboard
from the master and slave sheaves to
additional sheaves which are attached
to the individual flap sections on each
side of the aircraft by push-pull tubes.
Movement of the flap actuating cylinder piston rods operate all cable
sheaves at the same time, causing the
flap sections to move simultaneously. The wing flap position transmitter is installed on the left side of
the fuselage immediately aft of the
baggage compartment.
Secondary
Flight
Controls
5E-10

January 2005
5E-13
Hydraulic Wing Flap Valve

Hydraulic cylinders actuate the nose
and main landing gear, main uplock
mechanisms and wing flaps (See
Figure 5E-11). The cylinders are
controlled through a (dual-functioning) landing gear-wing flap control
valve, mechanically linked to landing gear and wing flap control

levers. A check valve incorporated
in the landing gear-wing flap control
valve, retains fluid in the uplock cylinders of the main landing gear when
it is retracted.
From Hydraulic Pumps

Accumulator-Regulator
Flaps
Up
Brakes and
Nosewheel
Steering
Flaps
Cylinder
Wing Flap
From
Landing
Gear
Primary Pressure
Return
Flaps
Down
5E-11
5E-14

January 2005
Flight Controls
Data
Summary
Flaps
Power Source
Hydraulic System
Control
Flap Lever
Monitor
Flap Position Indicator

January 2005
5E-15
5E-16

January 2005
The Turbo Commander fuel system consists of storage, distribution, refueling and defueling system. Fuel indicating provides
feedback to the crew.
The storage system consists of wing tanks that are interconnected
to form a single tank system. Other components of the storage
system are fuel filters, drain valves, check valves, pressure relief
valves and associated plumbing.

January 2005
Fuel
System
Chapter 5F
5F-1
5F-2

January 2005
Fuel System
Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . 5F-4
Fuel System Components . . . . . . . . . . . . . . . . . . . . . . 5F-5
Fuel Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5f-5
Table of
Contents
Fuel Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-5

Fuel Shutoff Valve and Boost Pump . . . . . . . . . . . . . 5F-6
Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-6
Fuel Purge System. . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-6
Fuel System Drains . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-6
Fuel System Indications . . . . . . . . . . . . . . . . . . . . . . 5H-7
Fuel Flow Rate Indicators and Totalizer . . . . . . . . . . . 5F-7
Fuel Quantity Gage System . . . . . . . . . . . . . . . . . . . . 5F-7
Fuel Flow Level Warning System. . . . . . . . . . . . . . . . 5F-7
Fuel Totalizer Systems . . . . . . . . . . . . . . . . . . . . . . . . 5F-8
Data Summaries and Limitations . . . . . . . . . . . . . . . . . 5F-9

January 2005
5F-3
Fuel System Schematic
5F-4
Vent Check Valve
Flapper Check Valves
Fuel Filter Cap
Fuel Quanity
Transmitter
January 2005
Fuel Sump
Fuel Supply
Fuel Vent System
Fuel Pressure
Fuel Filter Cap
Fuel
Pumps
Looking FWD
at Fuel System
Fuel System
accessible through a quick release
door on the fuselage skin under the
right wing. Drain a quantity of fuel
from the fuel sump drain daily to
remove any accumulation of water
or sediment. The fuel cell drain
valves are actuated by rotating the
valve with a screwdriver until the
valve locks open.
The fuel system consists of twentytwo (22) light weight fuel cells,
interconnected to form a single tank.
The tank has a total usable volume
of 384 U.S. gallons (2573 pounds,
Type A at 16C, 6.7 lbs/gal.) The
tank is fitted with non-siphoning
type fill caps located on the top side
of the wings, one (1) outboard of
each engine nacelle, and one (1)
between the engine nacelles. From
the center section fuel sump fuel
flows through electric boost pumps
and gate type fuel shutoff valves, to
each engine.
Fuel Vent System

The wing inboard and outboard cells
are interconnected for vent purposes
and an atmospheric vent line is
routed from the outboard cell
through the lower wing surface. The
vent system has check valves incorporated to prevent fuel overflow
when tanks are full. The exposed
vent line protrudes perpendicular to
the wing and the vent tube is scarfed
forward at 45 degrees to provide a
slight tank pressurization and prevent siphoning action. electrical
heating elements are installed on the
left and right fuel cell vents to eliminate the possibility of ice forming
over the vents.
Fuel Sump
The fuel sump is installed below the
lower fuselage fuel cell, in the baggage compartment (See Figure 5F-1).
The sump incorporates a drain valve,
two submerged boost pumps, two
fuel shutoff valves and a quantity
measuring probe; all enclosed in a
vapor proof compartment. Wing cell
sump drains are installed on the lower
surface inboard and outboard of
each nacelle.The main sump drain is
SIDE VIEW
TOP VIEW
Drain
Valve
Fuel
Shutoff
Valve
Fuel
Sump
Center
Wing
Fuel Cell
Fuel
Quantity
Transmitter
Fuel
Quantity
Transmitter
Fuel
Boost
Pump
January 2005
Filter
Screen
Fuel
Shutoff
Valve
Fuel
Sump
Drain
Valve
5F-1
Fuel System
Components
Fuel
Boost
Pump
5F-5
Fuel Shutoff Valve and

Boost Pump
CAUTION: Placing the Engine
Control Switch to ENG OFF, after
the engine stops rotating following a
manual shutdown (condition lever
to EMERGENCY FEATHER) on
the ground, before ITT cools below
200C, may result in a loud popping
noise from the engine accompanied
by smoke and flame, visible at
either the engine air inlet or exhaust.
This is caused by the fuel purge system discharging residual fuel into
the combustion chamber while the
chamber is still hot.
The electric fuel shutoff valve is

controlled by the FUEL-HYDR
EMER switch. The shutoff valves
are normally left in the open position
(NORM switch position) and are
closed only for ground maintenance
and emergency operating conditions
requiring the fuel supply to be cut
off at the fuel sump. The fuel boost
pump, controlled by the engine control switch, is rated for continuous
duty and output pressure of about 50
PSIG at zero flow.
Fuel Heater
An oil-fuel heat exchanger, installed
on the engine, provides fuel filter ice
protection. For satisfactory fuel filter
ice protection engine oil temperature
must be above +55C.
Fuel Purge System
NOTE: The system will not totally

purge unless a minimum engine rpm
of 95% is attained during the operational cycle.
5F-6
Fuel that remains in the flow divider

and in the fuel manifold circuit is
purged into the combustor by a bleed
air charge during the shutdown cycle
and is burned. Bleed air is. stored in a
tank during the normal run cycle and
is discharged during the shutdown
cycle into the flow divider drain
valves, thus forcing the fuel on
through the manifolds and nozzles.
The purge system is self-testing during

operation because burning of the residual manifold fuel causes a momentary
increase in engine speed that can be
observed during shutdown. This
increase is approximately 5% and lasts
for approximately one second.
A check valve in the bleed air line to
the drain valves prevents fuel flow into
the bleed system. The bleed air discharge is regulated by a normallyclosed solenoid valve which is opened,
by actuation of the engine control
switch to the ENG OFF position.
Fuel System Drains

The fuel system includes the following fuel drains: A center fuel cell
drain on the fuel sump, two outboard
fuel cell drains, two inboard fuel cell
drains, and a fuel drain line from the
fuel control unit to the engine drain
manifold. The fuel cell sump drain is
accessible through the drain valve
access door on the right side of the
fuselage below the inboard flap.
Fuel drain valves for the left, and
right outboard and inboard fuel cells
are installed on the lower wing surface inboard and outboard of each
nacelle, and are actuated by rotating
the valve with a screwdriver until the
valve locks open.

January 2005
Fuel System
Fuel Flow Rate Indicators
and Totalizer
Fuel Quantity Gage

System
Fuel flow rate indicators (Figure 5F2) are powered by 28-V DC through a
circuit breaker (FUEL FLOW) and
indicate the individual engine fuel
flow rates. The indicators are basically DC microammeters and are calibrated in pounds per hour. The dial of
the indicator reads from zero to 600
pounds. Transducers convert the flow
rate to electrical pulses. These pulses
are transmitted directly to the indicators where conditioning and conversion to analog signals occurs to
provide full flow rate indication. A
signal is directed from the indicators
to the totalizing signal conditioners
where additional conditioning is provided for fuel consumed totalizer
uses. The fuel consumed totalizer
(See Totalizer Schematic, next page)
is an electromechanical digital
counter calibrated in pounds and provides a continuous count of pounds of
fuel consumed. The totalizer is
equipped with a reset knob to zero the
counter when refueling the aircraft.
A fuel quantity indicator (Figure 5F3) is provided to indicate fuel quantity. The gaging system consists of
an indicator installed in the instrument panel and transducers installed
in the tanks. The variable capacitance probe type transducers measure the density pressure of the fuel
within the fuel tank.
Fuel
System
Indications
Fuel Low Level Warning

System
A low level warning switch (Figure
5F-4) is installed inside the lower
fuselage fuel cell on the fuel cell
access plate, which is located on the
aft side of the lower fuselage fuel
cell. When the fuel supply is reduced
to approximately 43 U.S. gallons
(288 lbs) the switch is activated and
illuminates the low fuel quantity
warning light located in the annunciator panel
FUEL FLOW
FUEL FLOW
12 16
8
600
100
500
600
O
F
F
LBS X100
LBS/HR
400
200
300
200
300
5F-3
5F-2
LEFT
TEST
24
100
500
LBS/HR
400
FUEL
QUANTITY 20
F
I
R
E
CABIN
LO PRESS
MAX
FLO
LT&B
L ENG
CHIP
L BETA
BETA R
ENG
R
INLET
GEN
TRIM
BAT HOT
ENG
L
INLET
PROP SYNC
LOW FUEL
L GEN
R ENG
CHIP
DOOR
RIGHT
F
I
R
E
5F-4

January 2005
5F-7
Fuel Totalizer Systems

690A Fuel Totalizer SN 11100-11155
Flow Sensor-turbine Transmitter
Signal Conditioning Unit
Fuel
Flow Rate
Indicator
Fuel
Flow Rate
Indicator
Fuel Consumed
Indicator-totalizer
FUEL CONSUMED
0 0 1 5 0
POUNDS
690A/690B Fuel Totalizer SN 11156-11349 & 690B

Fuel
Flow Rate
Indicator
Fuel
Flow Rate
Indicator
Totalizer
Signal Conditioner
Fuel Consumed
Indicator-totalizer
5F-8

January 2005
Fuel System
Data
Summaries
& Limitations
Fuel System
Source
22 Fuel Bladders
Distribution
Electric Boost Pumps

Engine Driven Pumps
Control
Fuel Control Valve

Condition Lever
Engine Control Switch
Monitor
Fuel Gauge
Fuel Totalizer
Low Fuel Annunciator Light
Fuel Flow Gauges
Protection
Emergency Hydraulic, Fuel Shutoff Switch
Limitations 690A Model:

Fuel:
(Aviation Turbine Fuels)
AiResearch EMS 53100; ASTM Designation ES2-74 and D1655-68T

(Types Jet A, A-I and B): MIL-T5624G(l) (Grades JP-4 and JP-5);
and British Specs D. Eng. R.D. 2482
Issue 2, 2486 issue 2, and 2494
Issue 4. NATO equivalents approved.
Aviation gasoline MIL-G-5572D,
Grade 100LL may be used as an
emergency fuel with limitations of
250 gallons per engine for each 100
hours of engine operation. The
amount of aviation gasoline used
Book.
Pesticide Fuel Additive
See latest revision to Gulfstream

Aerospace Service Letter No. 170 for
list of approved fuels and temperature limits.
NOTE: Maximum approved altitude using Jet B 25,000 feet MSL.

Maximum approved altitude using
Aviation Gasoline, Boost Pumps
Operating 25,000 feet
Boost Pumps Inop 10,000 feet
See Gulfstream Aerospace Service

Letter SI-179.
Fuel Pressure
15 PSI Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MINIMUM

January 2005
5F-9
Limitations 690B Model:

Fuel Pressure
Minimum . . . . . . . . . . . . 15 PSI
Maximum . . . . . . . . . . . . . 95 psi
NOTE: Maximum approved altitude using Jet B 25,000 feet MSL.

Maximum approved altitude using
Aviation Gasoline, Boost Pumps
Operating 25,000 feet
Boost Pumps Inop 10,000 feet
Fuel:
(Aviation Turbine Fuels)
AiResearch EMS 53100; ASTM Designation ES2-74 and D1655-68T

(Types Jet A, A-I and B): MIL-T5624G(l) (Grades JP-4 and JP-5);
and British Specs D. Eng. R.D. 2482
Issue 2, 2486 issue 2, and 2494
Issue 4. NATO equivalents approved.
Aviation gasoline MIL-G-5572D,
Grade 100LL may be used as an
emergency fuel with limitations of
250 gallons per engine for each 100
hours of engine operation. The
amount of aviation gasoline used
Book.
See Section of Manufactures Pilots
Operating Handbook for list of
Fuel Pressure
15 PSI Red Line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . MINIMUM
25 to 80 PSI Green Arc. . . . . . . . . . . . . . . . . . . . . . . . .NORMAL
90 PSI Red Line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
5F-10

January 2005
Engine-driven pumps provide pressure to the hydraulic system

which supply power for operation of landing gear, wing flaps and
nose wheel steering. The primary components are installed in the
left hand engine nacelle.
Hydraulic
Systems
For discussion of the Landing Gear, Nosewheel Steering and

Brakes, see Chapter 5I, Landing Gear.
Chapter 5G

January 2005
5G-1
5G-2

January 2005
Hydraulic Systems
Hydraulic System Simplified Schematic . . . . . . . . . 5G-4
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-5
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-5
Table of
Contents
Landing Gear Hydraulic System Back-up . . . . . . . . . 5G-5

Hydraulic Pressure Gage . . . . . . . . . . . . . . . . . . . . . . 5G-6
Hydraulic Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-6
Shutoff Vales . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-7
Engine-Driven Pump . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-7
Accumulator-Regulator. . . . . . . . . . . . . . . . . . . . . . . . . 5G-7
Emergency Hydraulic System . . . . . . . . . . . . . . . . . . . 5G-7
Data Summaries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-9

January 2005
5G-3
FUEL-HYDR
NORM
FUEL-HYDR
NORM
Hydraulic
Reservoir
Auxiliary Hydraulic Pump

475 - 605 PSI
EMER
OFF
EMER
OFF
Hydraulic Firewall
Shutoff Valves
Engine Driven
Hydraulic Pumps
Flaps
Brakes
Nose
Gear
Hydraulic Pressure 900-1050 PSI
Steering
Main
Gear
January 2005
Nitrogen
Bottle
425 - 525 PSI
Fluid Under Pressure

Static/Return Fluid
Hydraulic System Schematic
5G-4
Overhead Switches
Hydraulic Systems
General Description
The hydraulic system (See diagram,
facing page) provides hydraulic
pressure for operation of the landing
gear, wing flaps, nose wheel steering, and brake systems. Major
hydraulic system components are
installed in the left engine nacelle
and consist of a hydraulic fluid reservoir, shutoff valves, accumulatorregulator and the auxiliary hydraulic
system pump and pressure switch.
During normal operation, enginedriven hydraulic pumps, installed on
the upper section of each engine
accessory housing, supply system
pressure.
Hydraulic fluid flows from the reservoir through electrically-operated
shutoff valves to the engine-driven
hydraulic pumps. The shutoff valves,
located in the supply line to each
hydraulic pump, are provided to shut
off the flow of hydraulic fluid to an
engine-driven pump in the event of
an engine fire and to facilitate maintenance on the hydraulic system.
The accumulator-regulator, installed
downstream from the hydraulic
pumps, maintains a system pressure
of 900-1075 psi and absorbs pressure pulsations caused by intermittent fluid flow from the enginedriven hydraulic pumps.
A pressure relief valve, installed in
the fluid return line at the bottom of
the hydraulic reservoir protects the
system from overpressure caused by
thermal expansion.
In the event of normal hydraulic system failure, the auxiliary hydraulic
system is available to operate the
wing flaps, brakes, nose steering and
parking brakes.

January 2005
The electrically-driven auxiliary

pump, which is supplied hydraulic
fluid from an emergency source of
fluid contained in the bottom of the
reservoir, produces a pressure of
470-605 psi to operate the auxiliary
system.
Hydraulic
System

mechanisms and wing flaps. See
Chapter 5E, Flight Controls, for
information on the flap system, and
Chapter 5I, Landing Gear for the
hydraulic source for landing gear,
nosewheel steering and wheels.
Landing Gear Hydraulic

System Back-up
In the event of pressure loss in the
hydraulic system, the hydraulic fluid
retained In the uplock cylinders will
prevent the main gear from extending until the landing gear control
lever is placed in the DOWN position, releasing fluid from the up-lock
cylinders. The nose landing gear is
retained in the UP position by
hydraulic pressure from the normal
system. If normal system pressure is
lost, the nose landing gear will freefall to the extended position and be
locked DOWN by action of the nose
gear bungee spring.
An air storage bottle containing
compressed nitrogen is located in the
baggage compartment and is connected to the main landing gear
hydraulic-pneumatic actuating cylinders by tubing and hoses. Compressed nitrogen is utilized to assist
the hydraulic system in lowering the
main gear during normal gear operation and provides the pressure
needed for emergency extension of
the main gear in the event of hydraulic system failure.
5G-5
Hydraulic Pressure Gage
Hydraulic Reservoir
A 2000 psi hydraulic system pressure gage (Figure 5G-1) is installed

in the aircraft. Normal operating
pressure for the hydraulic system is
900 to 1075; however, the pressure
gage is red lined at 1250 psi, which
is the maximum allowable system
pressure. The indicator also indicates the pressure supplied to the
system by the auxiliary hydraulic.
pump, which supplies 470 to 605 psi
hydraulic pressure to the system for
operation of the brakes, flaps, and
nose wheel steering in the event of
pressure system failure.
The hydraulic reservoir (see Figure

5G-2) is located in the left engine
nacelle wheel well. Hydraulic fluid
flows through a replaceable filter,
installed in the bottom of the reservoir standpipe into each of the main
supply outlets and on to the enginedriven pumps. In the event of a
hydraulic leak in the normal system,
a reserve supply of fluid contained
below the reservoir standpipe flows
out through the emergency outlet to
supply fluid to the auxiliary hydraulic system pump. Hydraulic fluid is
returned to the reservoir through a
tangential return port, to decrease
fluid foaming. The reservoir is
vented overboard through a vent line
installed in the reservoir cover.
Filler Cap
F
U
L
L
Dipstick
L
O
W
Filter
5G-1
Drain
Pressure Relief
5G-2
5G-6

January 2005
Hydraulic Systems
Shutoff Valves
A hydraulic fluid supply line to each

engine is connected to a shutoff valve
attached to the bottom of the hydraulic fluid reservoir. Each valve is actuated by a DC electric motor, which
automatically stops the valve gate
when it is driven to the fully open or
closed position. Each shutoff valve is
actuated by a switch located on the
overhead switch panel. Under normal
operating conditions, shutoff valve
switches remain in the NORM position. In the event of an engine fire, the
FUEL HYDR switch should be
placed in the EMER OFF position.
The hydraulic accumulator-regulator

(Figure 5G-3) is located in the left
engine nacelle wheel well, and consists
of a hydraulic pressure adjusting valve,
unloader valve, pressure relief valve,
and accumulator piston. The hydraulic
pressure adjusting valve controls the
unloader valve, which regulates
hydraulic pressure received from the
engine-driven hydraulic pumps. When
system pressure exceeds 1050 psi, the
unloader allows pump pressure to
bypass the system and return to the reservoir. When system pressure is
decreased to 900 psi, the unloader valve
permits pump pressure to be applied to
the system. The hydraulic pressure
relief valve is adjusted to return fluid to
the hydraulic reservoir when system
pressure exceeds 1300 psi.
Engine-Driven Pump
A gear-type, positive displacement,
engine-driven hydraulic pump is
installed on an engine accessory
drive pad. In the event one hydraulic
pump becomes inoperative, the
remaining pump is capable of supplying sufficient fluid flow and pressure to operate the hydraulic system.
Check valves installed in the hydraulic supply lines between the pumps
and accumulator-regulator, prevent
an operative pump from discharging
fluid through an inoperative pump.
Operation of individual pumps can
be verified by observing hydraulic
pressure (900 to 1050 psi) during
engine starts and shut downs (when
operating on a single engine).
Emergency Hydraulic
System
The emergency hydraulic system is
composed of: (1) An electric motordriven gear type pump, (2) a pressure
switch, and (3) a control relay. The
pressure switch turns the electric pump
ON when the pressure drops to 470 psi
and turns the pump OFF when the
pressure rises to 605 psi. The operation of the electric pump is automatic
any time the BATTERY or EXT PWR
is turned ON. Approximately one
quart of fluid trapped below the standpipe in the hydraulic reservoir supplies
the emergency system.
5G-3

January 2005
5G-7
5G-8

January 2005
Hydraulic Systems
Hydraulic System
Power Source 2 Engine Driven Pumps
Accumulator Pressure
Distribution
Landing Gear
Flaps
Brakes
Steering
Control
Flap Handle
Gear Handle
Hydraulic Shutoff Valves
Monitor
Hydraulic Pressure Gauge
Protection
Hydraulic Shutoff Valves

Circuit Breakers
Emergency System
Relief Valves

January 2005
Data
Summaries
5G-9
5G-10

January 2005
The aircraft is equipped with deicing and anti-icing systems that

give the utmost in operational capability and flight safety. These
systems are comprised of deicing systems for wing and empennage and a propeller deicer system.
Ice and Rain

Protection
Chapter 5H

January 2005
5H-1
5H-2

January 2005
Ice and Rain Protection

Wing/Empennage Deicing System Schematic. . . . . . H-4
Ice Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . H-5
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-5
Table of
Contents
Wing/Empennage Deicing System . . . . . . . . . . . . . . . . . H-5

Propeller Deicing System . . . . . . . . . . . . . . . . . . . . . . . 5H-6
Generator Inlet Anti-icing System. . . . . . . . . . . . . . . . . 5H-6
Windshield Anti-ice Systems . . . . . . . . . . . . . . . . . . . . 5H-7
Wing Ice Inspection Lights . . . . . . . . . . . . . . . . . . . . . 5H-7
Defog Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-7
Pitot and Fuel Vent Heaters . . . . . . . . . . . . . . . . . . . . . 5H-8
Alternate Static Source Heater . . . . . . . . . . . . . . . . . . . 5H-8
Copilots Static Source Heater . . . . . . . . . . . . . . . . . . . 5H-8
Rudder Anti-icing System . . . . . . . . . . . . . . . . . . . . . . . 5H-8
Data Summaries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-9

January 2005
5H-3
Wing/Empennage Deicing System Schematic
Instrument Panels
Overhead Switch Panels

DE-ICE
MAN
WING AUTO
Press
Gage
OFF
TAIL OFF
Right Wing
Deicer Boot
Left Wing
Deicer Boot
Timer
Left
Engine
Right
Engine
From
Vacuum
Instruments
Pressure
Regulator
Fuselage
Skin
To Autopilot
Air
Ejector
Distributor
Valve
To Jet Pumps
Empennage
Deicer
Boots
Bleed Air
Regulated Pressure
Suction
Regulated Pressure and Suction
5H-4

January 2005

General Description
The wing and empennage deicing is
accomplished by a pneumatic surface deicing system using rubber
boots installed on the leading edge
of the wings and stabilizers and utilizing regulated engine bleed air for
inflation and deflation. The propeller deicing system is comprised of
neoprene ice boots embedded with
electric heating elements. The antiicing systems are generator inlet,
windshield, rudder horn slot, pitot,
fuel vent, alternate static, and stall
warning. The anti-icing systems are
electrically heated elements, controlled by heat sensors within each
individual system and by switches
in the overhead switch panel. (Figure 5H-1)
Wing/Empennage
Deicing System
The aircraft is equipped with a pneumatic surface deicing system (see
Deicing Schematic, facing page).
Pneumatic boots, made from fabric

reinforced rubber sheet and containing inflatable rubber tubes, are
installed on the leading edges of the
wings, horizontal stabilizer, and vertical stabilizer.
Regulated bleed air from the
engine(s) is used to inflate the boot
tubes. Suction is used to deflate the
boots and hold them securely against
the wing leading edges. This suction
is generated by passing engine bleed
air through a venturi. A distribution
valve, controlled by an electromechanical timer, sequences the
inflation and deflation of the boot
tubes on the wing and empennage
flight surfaces.
Ice
Protection
Systems
CAUTION: If the Distribution
Reset CB trips, Generator inlet and
Prop Heat are disabled and cannot
be reset.
The wing and empennage boots are

inflated and deflated, simultaneously
when the boots switch is operated.
When the system is not operating,
suction is applied to each boot to
hold it tightly against the leading
edge of the flight surfaces. The outer
neoprene surface of the boots is
treated with a thin coating of conductive cement to prevent buildup of
static electrical energy.
ICE PROTECTION
AMPS
L WSHLD
LOW
ENG INLET
RUDDER
PITOT FUEL VENT

L
R
GEN
INLET
PROP
R WSHLD
LOW
0
A
M
P
20
O
F
F
O
F
F
O
F
F
HIGH
OFF
HIGH
PROP
GEN
RIGHT ENGINE
BOOTS
ONE CY
WING
LIGHT
DEFOG
BLOWER
FUEL-HYDR
NORM
IGN
OVRD
FUEL PUMP
ON
HP LIMIT
TEST
AIR
START
RUN
N
O
R
M
MAN
OFF
EMER
OFF
ENG
OFF
MOTOR
PUSH FOR GND START
O
N
GND
OFF
5H-1

January 2005
5H-5
CAUTION: Ice prevention operation is NOT PERMITTED when

bleed air pressure is excessive.
A regulated pressure gage (Figure

5H-2), having a green arc, yellow
arc, and an upper and lower red arc,
indicates regulated bleed air pressure, and denotes the operating condition of the pressure regulator.
Normal operation of the wing and
empennage ice prevention system is
accomplished when bleed air pressure is within the green arc of the
pressure gage. Should the pressure
gage indicate within the yellow arc
(denoting deterioration of pressure)
during a flight, operation of the system may be continued; however, the
pressure regulator must be replaced
prior to subsequent flight. The lower
red arc indicates insufficient bleed
air pressure for proper operation.
The upper scale red arc indicates
excessive bleed air pressure.
The BOOTS control switch provides for either automatic one cycle
or manual operation. One cycle utilizes a timer and manual operation
bypasses the timer. Operation of the
surface deice boots should be
checked prior to encountering icing
conditions, while on the ground or
in flight, when the OAT is below
40F (40C).
Propeller Deicing System

The aircraft is provided with an electrical propeller deicing system.
Deicing is accomplished by a neoprene ice boot containing an embedded electrical heating element
bonded to the inboard leading edge
of each propeller blade. A slip ring
and brush block assembly, electronic
timer, switch, dual purpose generator inlet/propeller deicer ammeter,
and necessary electrical wiring complete the propeller deicing system.
All heating elements on both propellers can be checked by cycling the
propeller anti-ice switch and observing the propeller anti-ice ammeter. If
the ammeter indicates a partial or no
load during a cycle, one heating element is not working; therefore, flight
during icing conditions should be
discontinued.
Generator Inlet Anti-icing

System
Electrically operated generator inlet
anti-icing boots provide a most
favorable generator inlet anti-icing
capability. Each anti-ice boot
installed in the upper nose cowl contains a heat element that receives a
continuous electric current interrupted only by the opening and closing of overheat relays.
REGULATED
PRESS
5H-2
5H-6

January 2005

A sensitive overheat thermostat
installed on each boot senses the
proper temperature of the element
preventing an over temperature burn
out of elements. The thermostats
control the opening and closing of
overheat relays to maintain a constant temperature. A single control
switch (GEN INLET) for both the
left and right inlet heating systems is
located in the overhead switch panel.
This switch has the dual function of
energizing the inlet boots and the
overheat thermostats.
Wing Ice Inspection

Lights
Windshield Anti-ice
Systems
De-fog Blower
The windshield anti-icing system

consists of left and right windshield
heat elements embedded in the
windshield, and left and right temperature controller, and related
relays. The heating element contains a sensing terminal and high and
low heat terminals. Temperature
changes are sensed by the sensing
terminals on each windshield. Windshield heat switches located in the
overhead switch panel may be
placed in either the HIGH or LOW
position. An indication of improper
system operation or controller failure is uneven ice accumulation on
windshields, circuit breakers opening, or lack of electrical load on the
voltameter.

January 2005
Wing ice inspection lights, for visually checking deicer boot operation
and formation of ice on the wing
leading edge during night flying, are
installed on the outboard side of
each nacelle. The wing ice inspection light switch is located on the
overhead switch panel. Lamp
replacement is accomplished by
removing the upper cowling and taking out the lamp.
The defog blower provides increased

air circulation for defogging the
windshield and side windows. The
defog blower switch located in the
right overhead switch panel, controls
the blower.
CAUTION: Operation of generator air inlet anti-ice system when

ambient temperature is above 4 to
5 C will damage the boots heating
element.
NOTE: With the loss of the overhead distribution, the propeller and
generator inlet heat are still operative.
Side window defog heaters are factory installed in aircraft S/N 11517
and subsequent, and come on automatically when defog blower switch
is placed on. If defog blower fails,
place blower switch off. Failure to
do so may result in heater overheating. Thermal switches are installed
to protect against overheating, however, failure to turn off the defog
blower switch could damage heaters
and thermal switches,
5H-7
Pitot And Fuel Vent

Heaters
Electrical heating elements are provided for both the left and right fuel
vents and pitot tubes, to prevent ice
forming on these units. Power is
supplied to these units through circuit breaker switches (L PITOTFUEL VENT and R PITOT-FUEL
VENT).
5H-8
The electrical heating element provided for alternate static source heat
is connected to L PITOT-FUEL
VENT circuit breaker switch.
Co-Pilots Static Source

Heater
Alternate Static Source

Heater
(Effective on airplanes S/N 11350

thru 11521 which have had Service
Letter No. 323 complied with, and
airplanes S/N 11505, 11506, 11510,
11512, 11513, 11515 and 11522 and
subsequent.)
(Applicable to Model A airplanes

and B model S/N 11350 thru 11521
which have not had Service Letter
No. 323 complied with.)
The electrical heating element provided for the co-pilots static source
heat is connected to L PITOT-FUEL
VENT circuit breaker switch.
Pitot lines run from each pitot head

to T fittings located aft of the forward pressure bulkhead, and from
the T fittings to the airspeed indicators. A cross-over line connects
the two T fittings. In this configuration, the cross-over line physically connects the pitot lines from
each pitot head, forming a single
pitot system. Switches, labeled
PITOT-FUEL VENT, located on an
overhead switch panel, provide 28
Volt DC power to the pitot head
heating elements. Two unheated
static ports, one on each side of the
aft fuselage, provide static pressure
to the elements. Two unheated static
ports one on each side of the aft
fuselage, provide static pressure to
the primary static system. The two
static ports are joined at a Tee at the
center of the upper aft fuselage to
form a single static pressure line
which runs forward to the static
instruments on both the pilot and copilot panels.
Rudder Anti-icing System
The aircraft rudder is equipped with

an electric anti-icing system. The
system consists of three separate
electrically heated elements. The
rudder slot heater has two heater elements installed in the upper slot
between the rudder and stabilizer.
One attached to the rudder horn, and
one attached to the stabilizer. The
third heated element is attached to
the forward end of the rudder trim
tab. All heaters are controlled by the
same rudder horn slot relay in the
DC contactor box and anti-ice RUDDER switch in the overhead switch
panel. All heaters operate on 28-Volt
DC current. The system is operated
only during ambient temperature of
40C or below. The trim tab heater is
constructed of neoprene material
with embedded wire heating element. The slot heaters are heating
elements embedded in dielectric
material and coated with stainless
steel cladding.

January 2005
Data
Summaries
Pitot, Fuel Vent Heat

Power Source
Overhead Distribution Bus
Distribution
Fuselage Left & Right
Control
Pitot Heat Switch Breakers
Monitor
Generator Amperage Meter
Protection
Switch Breakers
Engine Anti-ice Protection

Power Source
Bleed Air
Engine Oil
Distribution
Engine Nacelles
Control
Inlet heat overhead switch breakers
Monitor
Inlet heat annunciator lights
Protection
Switch Breakers
Propeller/Generator Inlet Heat/Rudder Heat

Power Source
Auxiliary Distribution Bus

Distribution
Generator Inlet Boots

Propeller Boots
Rudder Horn, Trim Heat
Control
Propeller/Generator Inlet Heat Switch Breakers
Monitor
Propeller/Generator Inlet Heat Meter

Generator Amp Meter
Protection
Switch Breakers
Windshield Anti-ice/Wipers
Power Source
Control Bus
Distribution Bus
Distribution
Left-Right Windshield
Control
Switches: Windshield Heat L/R

Windshield Wiper L/R
Windshield Wipers Speed
Protection
Circuit Breakers

January 2005
Cabin Bus
Main Bus
5H-9
5H-10

January 2005
This chapter discusses the landing gear, nosewheel steering and

brake systems installed on this aircraft.
The Turbo Commander 690A and B has a hydraulically-powered
conventional tricycle landing gear system. This consists of two
dual main gear assemblies and a nose gear assembly.
A pneumatic extension system is installed to allow extension of
landing gear in the event of lost hydraulic pressure.
The main landing gear is held in the retracted position by uplocks
which are held in the locked postilions by trapped hydraulic pressure. In the event of loss of hydraulic pressure the uplocks will not
disengage until the landing gear handle is placed in the down
position, and the hydraulic pressure is released. The locks are then
unlocked by the action of the uplock springs.
Landing
Gear
Systems
Chapter 5I
The aircrafts brake system has rudder pedal operated multi disc
brakes on the main gear wheels. A mechanically-controlled and
hydraulically-operated system provides power for normal operation of the brakes.

January 2005
5I-1
5I-2

January 2005
Hydraulic System Schematic - Landing Gear . . . . . . 5I-4

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-5
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-5
Table of
Contents
Landing Gear System Source . . . . . . . . . . . . . . . . . . . . 5I-5

MLG Components Illustration . . . . . . . . . . . . . . . . . . . 5I-6
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-7
Gear Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-7
Landing Gear Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-7
Nose Wheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-8
Wheels and Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-9
Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-10
Landing Gear Positions Indicator Lights . . . . . . . . . . 5I-10
Warning Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-10
Data Summaries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-11

January 2005
5I-3
Air Pressure
Primary Pressure
Return
Landing Gear-Wing
Flap Control Valve
To Flaps System
To Reservoir
Landing Gear
Down
Wheel
Well
Doors
Actuating
Cylinders
Priority
Valve
January 2005
Wheel Well
Doors
Landing
Gear Up
Wheel Doors
Control Valve
Metering
Valve
Right Main Gear
Left Main Gear
Uplock Cylinder
Uplock Cylinder
Main Gear
Actuating
Cylinders
To Right Main Gear

Emergency Air Actuating Cylinders
Storage Cylinder
Nose Gear
Actuating
Cylinder
Hydraulic Schematic - Landing Gear
5I-4
From R
Hydraulic
Pump
From L
Hydraulic
Pump
Landing Gear
General Description
The retractable tricycle landing gear
is operated hydraulically; however, a
pneumatic system is provided for
emergency extension of the main
landing gear In the event of hydraulic
system failure. The nose landing gear
is he1d in the up position by hydraulic
pressure and will free-fall to the down
and locked position if the hydraulic
system fails. Mechanical uplocks
hold the main landing gear in the
retracted position. During the retraction cycle the main landing gear strut
interbody is rotated 90 to permit the
landing wheels to retract into a well in
the aft part of the engine nacelle.
Landing Gear
System Source
Landing gear in the Turbo Commander 690A and B models is hydraulically operated. Refer to Hydraulic
System Landing Gear Schematic, previous page).
mechanisms and wing flaps. The cylinders are controlled through a (dualfunctioning) landing gear-wing flap
control valve. The wheel well doors
are actuated by the Wheel Well Door
Control Valve (Figure 5I-1). The control valve directs hydraulic pressure to
the wheel well doors by action of the
main gear leg operating a plunger

and valve. As the gear operates
through its cycle, the plunger valve
directs oil in the proper sequence to
open and close the gear doors. A
check valve incorporated in the landing gear control valve, retains fluid
in the uplock cylinders of the main
landing gear when it is retracted.
Landing
Gear
In the event of pressure loss in the

hydraulic system, the hydraulic fluid
retained In the uplock cylinders (See
MLG Components Figure, next page)
will prevent the main gear from
extending until the landing gear control lever is placed in the DOWN position, releasing fluid from the up-lock
cylinders. The nose landing gear is
retained in the UP position by hydraulic pressure from the normal system. If
normal system pressure is lost, the
nose landing gear will free-fall to the
extended position and be locked
DOWN by action of the nose gear
bungee spring.
An air storage bottle containing compressed nitrogen is located in the baggage compartment and connected to
the main landing gear hydraulic-pneumatic actuating cylinders by tubing
and hoses. Compressed nitrogen is utilized to assist the hydraulic system in
lowering the main gear during normal
gear operation and provides the pressure needed for emergency extension
of the main gear in the event of
hydraulic system failure.
Wheel Well Door Control Valve

Gear Up
Port
Gear Down
Port
Door Open
Port
Plunger
Door
Closed
Port
5I-1

January 2005
Gland
Spring
5I-5
MLG Components
MAIN LANDING GEAR UPLOCK CYLINDER (DETAIL)

RETRACT PORT
EXTEND PORT
SPRING RETAINER
CLEVIS
CYLINDER
PISTON
5I-6
O-RINGS
SPRING

January 2005
Landing Gear
Components
Gear Doors
Mechanically actuated doors (Figure
5I-2) enclose the main landing gear
strut when the gear is fully retracted.
The doors are hinged to each side of
the nacelle strut well opening and are
operated by a spring-loaded toggle
mechanism. A hook on the gear strut
outer body actuates the toggle mechanism as the gear is retracted and
extended. The wheel well doors are
actuated by small hydraulic cylinders
located inside each well. These doors
open and close each time the main
landing gear is extended or retracted.
Nose wheel doors are mechanically
linked to the nose gear and completely enclose the wheel well when
the gear is retracted.
The landing gear control lever is
located on the left side of the engine
control quadrant and the lever positions are UP and DOWN.
5I-2

January 2005
Landing Gear Shock Struts

The landing gear struts (Figure 5I-3)
are oleo-pneumatic assemblies,
designed to absorb taxiing and landing shock loads. Major components
of the strut assembly consist of a strut
outer body, strut inner body, and strut
piston. The strut outer body is filled
with MlL-H-5606 hydraulic fluid and
the lower portion of the strut is serviced with nitrogen gas. The landing
shock of the aircraft is absorbed
within the landing gear strut by
metering the flow of hydraulic fluid
through a snubber and orifice plate, as
the piston moves through the hydraulic fluid. A floating piston is forced
downward, compressing the nitrogen
gas. This diminishes the landing gear
shock load by automatically controlling the movement rate of the piston
and reduces the loads transferred to
the airframe during landing.
5I-3
5I-7
Nose Wheel
Steering
sure to the upper portion of the rudder-brake pedals.
Nose wheel steering is accomplished

through a hydraulic actuating cylinder
attached to the nose gear. A bypass
valve installed in the hydraulic steering system prevents the nose wheel
from being turned when it is retracted.
The wheel brakes and nose wheel
steering are controlled through
power brake valves, which are
linked to the rudder-brake pedals
(see Figure 5I-4). Power brake
valves are actuated by applying pres-
The nose wheel steering is controlled by a hydraulic steering cylinder actuated by applying pressure to
the rudder-brake pedals (see Figure
5I-6). This allows the nose wheel to
be rotated to a maximum of 45
degrees to the left or right of the aircraft center line. A mechanically
actuated steering bypass valve deactivates nose wheel steering when the
gear is retracted. This nose wheel
steering system gives the aircraft a
minimum turn radius of 40 11.
Brake Pedal Movement

Actuates Nosewheel Steering
Actuates Brake Movement
5I-4
5I-8

January 2005
Landing Gear
Wheels and Brakes
The main wheels are equipped with
8.50 x 10 ten-ply tube or tubeless
type tires and the nose wheel tire is a
6.00 x 6 six-ply tube type tire. All
landing gear wheels are machined
magnesium alloy castings, consisting of two wheel halves. The wheel
halves, which are secured together
by bolts and self locking nuts, are
interchangeable due to individual
balancing of each wheel. This allows
the halves to be assembled in any
position relative to the other wheel
half without rebalancing.
The complete wheel assemblies are
also interchangeable. The multi-disc
hydraulic brakes, attached to the
main landing gear axle torque plate,

are individually controlled by applying pressure to the rudder-brake pedals at either pilots position. The
copilots rudder-brake pedals are
mechanically interconnected to the
pilots pedals. Auxiliary system
hydraulic pressure is available for
emergency brake operation, and
operation of the parking brakes,
when normal system pressure is
unavailable for any reason.
Brake linings (Figure 5I-5) should
be checked before each flight to
determine that the lining is not worn
excessively. See instructions in
Chapter 5A, Aircraft Overview to
measure brake linings for wear.
Break Wear Indicator
Spring
Bushing
Wear Indicator
5I-5

January 2005
5I-9
Indications
switch for the unsafe light is

mounted on the drag brace support
box in the nose wheel well. The
main gear control switches for
unsafe light are mounted in the gear
uplock assemblies and are actuated
by the uplock arms.
Landing Gear Position

Indicator Lights
The landing gear position indicator
lights are located on the instrument
sub-panel above the landing gear
control lever (Figure 5I-6). Position
indicator lights consist of one gear unsafe (in-transit) red light for the
landing gear system and an individual gear - safe green light for each
landing gear. The green lights are
individually controlled by a switch
installed on each landing gear and
will illuminate only when the corresponding landing gear is down and
locked. The nose gear safe switch is
installed on the drag brace support
box in side the nose wheel well.
Main gear safe switches are installed
at the center hinge point of each drag
brace. In the event any gear fails to
fully extend and lock, illumination
of the gear-unsafe light and the
absence of a safe light indicates a
malfunction of a specific gear. The
gear - unsafe light will-illuminate
while the gear is between the up or
down positions and will remain illuminated if any single gear fails to
lock in either the up or down position. The nose gear control toggle
Warning Horn
Switches, installed in the engine
control pedestal, complete a circuit
to sound the landing gear warning
horn any time the landing gear is not
down and locked and either or both
power levers are retarded to approximately one inch (at knob centerline)
from the flight idle stop or when the
throttles are retarded and flaps are
moved from UP position.
A landing gear warning horn cutout
is provided to silence the gear warning horn. Momentarily depressing
the HORN SILENCER button,
which is located on the subpanel
near the landing gear position indicator lights, will silence the horn;
however, if the wing flaps are
extended from the full up position,
the gear warning horn cannot be
silenced by the horn silencer button.
The circuit is reset when both power
levers are advanced.
LDG GEAR
LIGHT
DIMMER
UNSAFE
UP
DN
LOCK
G.A.
DN
HORN
SILENCER
5I-6
5I-10

January 2005
Landing Gear
Landing Gear/Brakes/Steering Systems
Power Source
Main Hydraulic System

Nitrogen Emergency Extension
Emergency Hydraulic System
Control
Gear Handle
Flap Handle
Parking Brake
Gear Horn OFF Push Button
GEAR Light/ Horn Annunciator Test
Nosewheel Steering
Emergency Extension
Monitor
Pressure Gage
Landing Gear Down Lock Lights
Landing Gear in Transit Light
Protection
Relief Valves
Circuit Breakers
Emergency Shutoff Valves

January 2005
Data
Summaries
5I-11
5I-12

January 2005
The oxygen system provides supplementary oxygen to the crew

and passengers.
Miscellaneous
Chapter 5J

January 2005
5J-1
5J-2

January 2005
Miscellaneous
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-5
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-5
Oxygen System (S/N11100 - 1248,11250 - 11268) . . . 5J-6
Table of
Contents
Oxygen System (S/N 11249, 11269 & Subs. & B Model) 5J-7
Oxygen Duration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-8
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-9

January 2005
5J-3
5J-4

January 2005
Miscellaneous
General Description
An oxygen bottle, located in the tail
cone, supplies high pressure oxygen
to a regulator assembly located
below the copilots side window.
Crew oxygen is supplied from the
manual regulator to oxygen masks
with diluter demand regulators and
integral microphones. The mask
supply hose incorporates a pressure
indicating device to show that proper
oxygen pressure is being supplied to
the mask.
5J-1

January 2005
Red indicates that the oxygen pressure is too low for proper operation
and green indicates that there is sufficient oxygen pressure for the mask
mounted diluter demand regulator.
The mask regulator provides for
NORMAL diluter operation or 100
percent for pure oxygen.
Cabin Oxygen outlets incorporate an
oxygen mask and lanyard. Mask and
lanyard drop out of compartments
when the door is opened. The lanyard must be pulled to turn on oxygen flow to mask.
5J-2
Oxygen
System
WARNING: Since the oxygen
supply for the crew mask is taken
from the manual regulator, the manual regulator must be set between
22,500 and 30,000 feet to provide
sufficient oxygen pressure for the
crew masks. The mask regulator
control lever is to be set in the
NORMAL (diluter demand) position when the cabin altitude is
below 20,000 feet and 100 percent
when the cabin altitude is above
20,000 feet.
5J-3
5J-5
Oxygen System (S/N 11100

thru 11248, 11250 thru
11268)
cylinder, located in the baggage compartment, which contains 22.0 cubic
feet of oxygen at 1800 PSI. Automatic regulation of oxygen flow to
the oxygen outlets is accomplished
Oxygen System
Copilot
Outlet
Box
by adjusting the oxygen altitude

gage to cabin altitude with the oxygen altitude adjustment control.
Oxygen masks are installed in compartments and available for immediate use at each crew and passenger
seat. Oxygen mask and lanyard will
drop out when the compartment door
is manually opened.
690 A 11100 to 11268
Oxygen
Regulator
Passenger
Outlet Boxes (TYP)
Oxygen
Supply
Pilot's
Outlet
Box
Oxygen
Mask
Flow Indicator
Red to Green
5J-4
5J-6

January 2005
Miscellaneous
Oxygen System (S/N
11249, 11269 and Subs and
B Model)
cylinder, located in the aft fuselage,
which contains 22 cubic feet of oxygen at 1800 PSI. Automatic regulation of oxygen flow to the passenger
outlets is accomplished by adjusting
the altitude gage to cabin altitude
with the altitude adjustment control.
Regulation of oxygen flow to the

crew is provided by mask mounted
diluter demand regulators when the
manual regulator is set at 22,500 feet
or above. Oxygen masks are available for immediate use at each crew
station. Oxygen masks for the passengers are installed in compartments at each passenger seat.
Oxygen mask and lanyard will drop
out when the compartment door is
manually opened in the passenger
area.
Oxygen System, 690A 11269-11349 and 690B

Copilot's Outlet Box
Passenger Outlet Boxes (TYP)

Oxygen
Regulator
Pilot's Outlet Box
Oxygen Supply
5J-5

January 2005
5J-7
Oxygen Duration:
Personnel
Using
Oxygen
Duration in Hours and Minutes at the following O2 Regulator Altitudes

8000 FT
10,000 FT
15,000 FT
20,000 FT
25,000 FT
30,000 FT
8-40
7-05
5-12
4-06
3-12
2-42
4-18
3-30
2-46
2-00
1-36
1-18
2-48
2-18
1-42
1-18
1-00
0-54
2-06
1-47
1-12
1-00
0-46
0-40
1-42
1-24
1-00
0-52
0-38
0-33
1-24
1-06
0-51
0-40
0-30
0-27
1-12
1-00
0-43
0-35
0-27
0-23
1-00
0-51
0-38
0-30
0-24
0-20
0-57
0-47
0-34
0-27
0-21
0-18
NOTE: For partial cabin depressurization on S/N 11100 through 11248, 11250 through 11268, readjust oxygen regulator to actual cabin altitude. On S/N 11249 and 11296 and Subsequent, including B model, set regulator to 22,500 ft
minimum. Adjust as required for cabin altitude between 22,500 ft. and 30,000 ft.
Table 5J-A; Oxygen Supply Duration (22 Cubic Feet at 1800 PSI)
5J-8

January 2005
Miscellaneous
S/N 11100 thru 11248,
11250 thru 11268)
3. In Line Pressure
Indicator . . . . . . CHECK GREEN
Normal Operation
4. Mask Microphone . PLUGGED IN

as required
1. Oxygen Comp. Door . . . . OPEN

2. Lanyard PULL (to turn on oxygen)
3. Oxygen Mask . . . . . . . . . . . DON
4. Oxygen Altitude Gage. . ADJUST
(to cabin altitude)
5. Mask Regulator . . NORMAL when

used at a cabin altitude
below 20,000 feet.
Use 100% when cabin altitude is
above 20,000 feet.
5. Flow Indicator . . CHECK FLOW
Normal Operation
(Passenger)
(S/N 11249, 11269 and

Subs and B Model)
1. Oxygen Comp. Door . . . . . . OPEN
Normal Operation (Crew)

1.Oxygen Mask . . . . . . . . . . . . DON
2. Oxygen Altitude Gage . . ADJUST
(22,500 ft. to 30,000 ft. as required
by cabin altitude)

January 2005
Procedures
WARNING: Manual oxygen regulator must be set to 22,500 feet or
above to provide crew oxygen.
NOTE: Oxygen flow to oxygen
masks may be increased by selecting a higher altitude on the oxygen
altitude gage.
2. Lanyard . . . . . . . . . . . . . . . . . PULL
(to turn on oxygen)
3. Oxygen Mask. . . . . . . . . . . . DON
4. Oxygen Altitude Gage . . . . . .SET
(as required for crew operation)
5. Flow Indicator . . . . . . . . CHECK
5J-9
5J-10

January 2005
This section describes the pneumatics, air conditioning and pressurization systems.
The pneumatic system extracts bleed air from the engines, collects it, and then transfers it to various other systems (i.e., air conditioning, ice and rain protection, and pressurization).
The pneumatic system consists of low-pressure bleed air supplied
by the engine. Bleed air can be used for engine start, air conditioning, cabin pressurization and service air. A ground air source can
also be used.
Pneumatic
Systems
Chapter 5K
The air conditioning system takes engine bleed air from the pneumatic system, cools and conditions it for use in the cockpit and
cabin. Separate automatic and manual controls are provided to control temperature in both areas of the pressure vessel.

January 2005
5K-1
5K-2

January 2005
Pneumatic Systems
Environmental System Locator. . . . . . . . . . . . . . . . . 5K-4
Environmental Systems . . . . . . . . . . . . . . . . . . . . . . . 5K-5
Pressurization System . . . . . . . . . . . . . . . . . . . . . . . . . 5K-5
Table of
Contents
Pressurization System Schematic . . . . . . . . . . . . . . . . 5K-7

Pressurization Malfunctions/Corrective Action . . . . . . . 5K-9
Air Conditioning System . . . . . . . . . . . . . . . . . . . . . 5K-11
Data Summaries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-13

January 2005
5K-3
Environmental System Locator
5K-4

January 2005
Pneumatic Systems
Environmental
Systems
Pressurization
System
The aircraft environmental system

consists of the cabin pressurization
and air conditioning systems and
includes provisions for ram air ventilation during unpressurized flights
(see Figure 5K-1). The overall
environmental system is designed to
provide desired passenger and crew
comfort during all phases of aircraft
operation.
The pressurization system consists of

two outflow/safety valves connected
in parallel and plumbed to a three-way
solenoid valve which ports the outflow
valves to either the vacuum source for
depressurized operation or the controller for the pressurized operation. The
cabin pressure controller incorporates
a cabin rate of change control and a
cabin altitude selector control.
Pressurization: Normal, Airborne

CB Control Bus
Auxilliary
Volume
Chamber
CABIN DEPRESS
Safety
Outflow
Valve
5I-1
To Vacuum
System
Rate
Altitude
Safety
Outflow
Valve
AIR
GROUND
NORMAL
Cabin
Air Source
DEPRESS
Reference Pressure
Pressurization Source
Vacuum
Static
Outflow Valves
CONTROL
DIAPHRAGM
CONTROL
DIAPHRAGM
SCREEN
5.4 PSID
SCREEN
Nose Cone
AREA
5.4 PSID
5K-1

January 2005
TAILCONE
AREA
TC690ABEN008I-TM
5K-5
Instruments monitoring cabin pressurization operation include a cabin rate-ofclimb -or-descent gage (Figure 5K-2)
and a combined cabin differential pressure and cabin altitude gage (Figure
5K-3). A CABIN LO PRESS light (Figure 5K-4) on the annunciator panel indicates a cabin altitude above 10,000 ft.
The environmental and pressurization
systems are controlled by the Environmental controls located on the lower
left instrument panel. (Figure 5K-5). A
DEPRESS, NORMAL switch is provided to allow depressurization of the
cabin in an emergency situation. The
switch should be covered to prevent
accidental selection of DEPRESS.
Under normal operation, the switch is
maintained in the NORMAL position.
Normal system pressure is supplied by
conditioned bleed air from each engine.
The pressurization system can be set to
maintain a normal cabin pressure of 5.2
( 0.1) psid. The safety features incorporated in the valves prevents cabin
pressure from exceeding a positive
cabin pressure differential of 5.45 psid
or excessive negative cabin pressure.
The cabin pressure controller utilizes
the differential between atmospheric
pressure and cabin pressure to create
pneumatic signals which control the
cabin pressure through the operation of
the outflow valves.
50
40
UP
10
DIFF
PRESS
30
DOWN
4
6
TEST
10
25
20
5K-4
ENVIRONMENTAL
MODE
1
11
25
27
10 -1
9
8
COOL
M
I
N
OFF
M
A
X
23
NORMAL
21
RATE
WARM
15
COOL
13
17
19
A
AL IRC
T R
1 ITU AF
FE 000 DE T
ET
OVERRIDE
1000
FT
3
AUTO
OFF/RAM
AIR
N
O
R
M
A
L
CABIN
ALT
AUTO TEMP
BLEED SEL
OVRD TEMP
L
DEPRESS HEAT
MAX FLO
MAX
FLO
15
5K-3
5K-2
F
I
R
E
CABIN
CABIN
LO PRESS
LEFT
.5
The rate of change knob on the left side

of the controller is used to regulate the
rate of change in cabin pressure from a
minimum of 50 feet per minute (fpm)
to a maximum of 2000 fpm. The cabin
altitude knob on the right side of the
pressure controller is used to select the
desired cabin altitude for a given pressure altitude within the range of the
maximum pressure differential. A cabin
altitude indicator is incorporated on the
pressure controller outer dial. When the
cabin altitude knob is turned, the
pointer on this indicator shows the pressure altitude being selected. The inner
dial markings indicate the maximum
altitude at which the aircraft may be
flown before reaching the maximum
pressure differential for the selected
cabin altitude.
CABIN
ALT
4
CLIMB
An optimum cabin altitude and a controlled rate of climb pressure change

may be preselected prior to takeoff by
setting the rate of change and cabin altitude selector knobs to the desired settings. The cabin pressure controller will
automatically maintain these preselected conditions up to the maximum
differential pressure.
CA
B
ALT IN
2
1
.5
The pressure controller will sense and

control cabin pressure altitude during
all flight conditions from takeoff
through climb, cruise and descent.
5K-5
PRESSURIZATION
N NOT
T PERMITTED
5K-6

January 2005
Primary Jet Pump

Bleed Air Shutoff
Valves (Closed)
Ram Air
Auxiliary Jet Pump

Bleed Air Shutoff
Valve (Closed)
Jet Pump
Assembly
R. Eng Bleed Air

To Vacuum System
L. Eng Bleed Air
To AFT Pressure
Bulkhead
Overhead
*Direct Bleed Air

Bypass Valve
(Closed)
Hot Air Valve
(Last Temp Position)
To Lower Cabin
Air Outlets
and Defog Duct
Ground Blower
* This is the Ground Cool Valve. Most systems

have been modified to remove the ground cool
function, and the switch in the cockpit is then
labeled MAX FLOW and OFF.
5K-7
Pneumatic Systems
Ambient (Ram) Air

Inlet Check Valve
Super Cold Air
Engine Bleed Air
Ambient Air
Compressed Hot Air
Cold Air
Conditioned Air
Pressurization System Schematic
January 2005
Environmental System: Maximum Flow
If the aircraft is flown above the

maximum differential altitude, the
cabin pressure altitude will increase
in a fractional proportion to the aircraft altitude. It should be noted that
at extremely high rates of aircraft
descent, it is possible to out-fly the
controller unless the cabin rate of
change is properly selected. A general rule of thumb is to select a cabin
rate of change equal to one-half the
aircraft rate of descent.
5K-8
The cabin may be depressurized by

actuating
the
depressurization
switch. A cabin altitude should be
selected prior to landing which will
produce a zero differential cabin
pressure; however, if the aircraft has
landed with some slight cabin pressure, the cabin will automatically
depressurize by the action of the
ground contact switch opening the
three-way solenoid valve to vacuum
which will open the outflow valves.

January 2005
Pneumatic Systems
Pressurization Malfunctions/Corrective Action
SYMPTOM
POSSIBLE CAUSE
IN FLIGHT ACTION
1. DEPRESS switch activated

A Cabin fails to
presses after take- 2. Squat switch failed
3. 3-way solenoid valve malfunction
off.
4. Cabin altitude preselected to cruise altitude,
rate control set to faster rate than airplane climb
rate.
5. Blocked cabin air office of filter in controller
6. Malfunction of one or both outflow/ safety
valves.
7. Malfunction of one or both outflow/safety
valves.
8. System ram check valve malfunction.
B Cabin
pressurizes to
maximum differential pressure after
takeoff
1. Loose or damaged static line to controller.

2. Loose or damage ed lines from controller and
outflow/safety valves.
3. Malfunction of one or both outflow/safety
valves.
4. Controller malfunction
1. Place switch in NORMAL position

2. Pull circuit breaker, Cabin DEPRESS.
3. Same as 2. above, if problem persists continue
flight at safe altitude.
4. Rotate rate knob counterclockwise for slower
rate of cabin change.
5. Limit flight altitude to 10,000 ft.
1. Depressurize cabin and limit flight altitude to

10,000 ft.
2. Same as 1, above.
1. Plugged or damaged static line to controller

C Cabin
altitude decreases
below selected
altitude.
2. Minor leak in line between controller and
3. Minor leak in controller
1. None - cabin protected by positive differential

pressure control. Report malfunction to ground
crew.
D Minimum rates 1. Minor leak in controller body.

unbalanced; down
rate faster than up
rate. Other rates
satisfactory
1. Select faster rate and continue flight. Report

malfunction to ground crew.
E Slight cabin
pressure, does not
dump on
landings
1. 3-way valve malfunction.

2. Squat switch malfunction.
3. Dirty outflow/safety valve or valve malfunction.
4. Loose or damaged line from controller to
1. None
2. None
3. None
4. None
F Cabin exceeds
max differential.
1. No static reference for outflow/safety valves.
1. Manually de-pressurize cabin. Continue flight

at safe altitude.
3. Same as 1, above,
2. Outflow/static valve malfunction.

3. Pressure gage defective.
G No control of rate 1. Controller
selection
H Cabin rate
exceeds selected
rate during airplane climb to
cruise
1. Rate selection set too slow

2. Controller malfunction.

January 2005
1. None
1. Increase rate selection or decrease airplane
climb rate.
2. None
5K-9
J Cabin pressure
rapidly increases or
decreases with
reselection of cabin
altitude. Rate value
greater than
selected, system
stabilizes at
selected altitude.
1. None
K Cabin altitude
exceeds selected
value.
1. Limit flight altitude to maintain 10,000 ft. cabin

altitude.
2. Check differential pressure reading. If at
maximum, no correction action required.
3. None
4. None
1. Loss of cabin air flow.

2. Airplane altitude exceeded system positive
differential pressure capability.
3. Outflow/safety valve(s) malfunctioned.
5K-10

January 2005
Pneumatic Systems
The air conditioning system consists
essentially of a boot-strap cooling
unit with a secondary compressor
and a primary and secondary heat
exchanger, a water separator (on B
model aircraft only), one modulating
bypass valve, an electrical temperature control system, and a primary
compressor composed of three jet
pumps utilizing engine bleed air as
the motivating power.
Operation of the air conditioning

system is achieved with the following controls: MODE (air conditioner) selector switch, a cabin
temperature control, a bleed selector
switch, a max flow switch, and an
override manual control switch.
Air
Conditioning
System
The air conditioner selector switch

has the following positions; off,
automatic, and override (see Figure
5K-6).
ENVIRONMENTAL
MODE
AUTO
OFF/RAM
AIR
5K-6
OVERRIDE
PRESSURIZATION NOT PERMIT

DURING TAKEOFF AND LANDIN

January 2005
5K-11
When the air conditioners switch is

in the off position, ram air is available in flight for ventilation (Refer to
Figure 5K-7). With the air conditioner selector switch in the AUTO
position, and the BLEED SEL and
MAX FLOW switch in NORMAL
position the two primary jet pump
bleed air valves are opened and the
ram air check valve is closed, and
temperature controller is energized
for automatic operation for either
flight or ground operation.
If additional heat or cooling is
required, the max flow switch can be
selected for max heat which opens the
bleed air valve for the third jet pump.
In the event of temperature control

system failure, the air conditioner
selector switch may be placed in the
OVRD position and manually operate
the temperature control valve with the
heat and cool manual control switch.
Depressing the spring load three-position temp control switch for 40 seconds will run the valve through its full
travels. The MAX FLO annunciator
light will remain illuminated until the
third jet pump valve closes.
For a more complete and technical
explanation of all system components, see the Environmental Section
of the Maintenance Manual.
Ram Air Schematic

Primary Jet Pump Shutoff
Valves (Open)
Max Flow Valve
Eng. Bleed Air

To VAC. System
Eng. Bleed Air
Heat Exchanger Valve
To Cabin Outlets
Exhaust
Overboard
Ambient Air
Inlet Check
Valve
Hot Air Valve
To Cabin Outlets
Super Cold Air

Engine Bleed Air
Ambient Air
Compressed Hot Air
Cold Air
Conditioned Air
CABIN TEMP
* Water separator - Installed on TC690B model A/C
5K-7
TC690AB EN005-TM
5K-12

January 2005
Pneumatic Systems
Data
Summaries
Pressurization System
Power Source
Engine Bleed Air
Distribution
Aircraft Pressure Vessel
Control
Cabin Altitude Control

Cabin Rate Control
Squat Switch
Engine Bleed Air Selectors
Cabin Mode Selector Switch
Monitor
Annunciators:
Cabin Altitude Indicators
Cabin Rate of Climb
Cabin Altitude/Differential Gage
Protection
Outflow/Safety Vales
Circuit Breakers
DEPRESS/NORMAL switch
Poppet Valves
Air Conditioning System

Power Source
Engine Bleed Air
Distribution
Cabin Outlets
Control
Cabin Mode Selector Switch

Max Flow Switch
Squat Switch
Auto Temp Switch
Override Temp Switch
Monitor
Max Flow Annunciator
Protection
Mode Selector Switch - OFF RAM AIR

January 2005
5K-13
5K-14

January 2005
The Turbo Commander 690 A and B models of aircraft are powered by two AiResearch TPE 331-5-251K or 252K turbo prop
engines, depending on aircraft serial number.
Two Hartzell propellers with LT 10282H+4 blades and hub model
HC-B3TN-5FL are installed. The propellers are 3-blade, full
feathering, reversible, constant speed. Reverse operation is limited to ground operation only.
Powerplant
Chapter 5L
Engines and propeller limitations for 690A and 690B model aircraft are included at the conclusion of this chapter

January 2005
5L-1
5L-2

January 2005
Powerplant
Powerplant Schematic . . . . . . . . . . . . . . . . . . . . . . . . 5L-4
Powerplant Principles Schematics . . . . . . . . . . . . . . 5L-5
Powerplant Phases of Operation Schematic . . . . . . 5L-6
Table of
Contents
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-7
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-7
Engine Oil System Schematic . . . . . . . . . . . . . . . . . . . 5L-8
Engine Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-9
Engine Ignition System. . . . . . . . . . . . . . . . . . . . . . . . 5L-11
Auto Ignition System . . . . . . . . . . . . . . . . . . . . . . . . 5L-11
Engine Starting System . . . . . . . . . . . . . . . . . . . . . . 5L-11
Engine Mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-12
Engine Exhaust System . . . . . . . . . . . . . . . . . . . . . . .
Engine Control System . . . . . . . . . . . . . . . . . . . . . .
Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5L-12
5L-13
5L-14
5L-14
Beta Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-15

Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . 5L-17
Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-19
Propeller Governor Schematic . . . . . . . . . . . . . . . . 5L-20
Propeller Synchrophaser . . . . . . . . . . . . . . . . . . . . . . 5L-22
Powerplant Limitations . . . . . . . . . . . . . . . . . . . . . . 5L-23

January 2005
5L-3
Powerplant Schematic
5L-4

January 2005
Powerplant
Powerplant Principles
Turbine Drive Principle
Turbine
Wheel
Nozzle
Vanes
Turbine Nozzle
Turbine Wheel
Axial Flow Turbine Wheel
Compression Princlples
Air Acquires
Velocity
Compressor Impeller
Axis of Rotation
Diffuser Vanes
Compressor Diffuser
Blades

January 2005
5L-5
Powerplant Phases of Operation

Engine Fuel System Before Start
Start, 10%
Primary
Manifold
Static Fuel
Oil
Engine Pump
Secondary
Manifold
Start Pressure
Regulator
Primary
Manifold
Static Fuel
Oil
Engine Pump
Boost Pump
Boost Pump
Air
Air
Condition
Levers
Fuel Control
Unit
Engine Driven
Fuel Pump
Fuel
From
Boost
Pump
Fuel
From
Boost
Pump
Flow
Divider
Fuel Filter
Oil
In
Flowmeter
Transducer
Fuel
Solenoid
Fuel Anti-Ice
Valve
Oil
Out
Engine Driven
Fuel Pump
Flowmeter
Transducer
Fuel Filter
EPA Can
Oil
In
10%
EPA Can
Fuel Anti-Ice
Valve
Oil
Out
V
D
C
STOP
Air
Fuel
Solenoid
2
4
RUN
Condition
Levers
Fuel Control
Unit
Flow
Divider
Air
Fuel Oil Heater
Primary
Manifold
Static Fuel
Start Pressure
Regulator
Secondary
Manifold
V
D
C
Primary
Manifold
Secondary
Manifold
Running Above 90%

Static Fuel
Oil
Engine Pump
Boost Pump
Engine Driven
Fuel Pump
Start Pressure
Regulator
Boost Pump
Air
Fuel Control
Unit
Air
Condition
Levers
Fuel
From
Boost
Pump
Flow
Divider
Fuel Filter
Oil
In
Flowmeter
Transducer
Fuel
Solenoid
Fuel Anti-Ice
Valve
Oil
Out
Engine Driven
Fuel Pump
EPA Can
Fuel Filter
Air Flow - Maximum Power
Oil
In
RUN
2
4
STOP
V
D
C
10%
Fuel Control
Unit
Condition
Levers
Flow
Divider
Air
Fuel Oil Heater
Flowmeter
Transducer
Fuel
Solenoid
Fuel Anti-Ice
Valve
Oil
Out
Fuel Oil Heater
Air Charges
EPA Can
Air
EPA Can
RUN
2
4
STOP
V
D
C
10%
Air Flow - Overtemp

Flame
Still Separated from Metal
by Thin Air Layer
5L-6
STOP
Flame
Start, 40%
Fuel
From
Boost
Pump
2
4
Air Flow - Cruise

Flame
Engine Pump
RUN
10%
Fuel Oil Heater
Air Flow - Start
Oil
Secondary
Manifold
Start Pressure
Regulator
Flame
In Contact With Metal,
Causing Engine Damage

January 2005
Powerplant
General Description
Turbo Commander 690 A model aircraft and B model S/N 11350 thru
11542 except 11431 are equipped
with two AiResearch Model
TPE331-5-251K turbo-prop engines
(Figure 5L-1), while airplanes S/N
11431, 11543 and subsequent are
equipped with AiResearch Model
TPE331-5-252K turbo-prop engines.
The -251K engines utilize Bendix
fuel control systems and the -252K
engines utilize Woodward fuel control systems. The engine capabilities
with regard to horsepower output
and fuel consumption are identical
Engine power is produced by converting the energy of a burning fuel/
air mixture to a rotating mechanical
force. Ambient air enters the engine
through an air inlet duct, which
directs the air into a two-stage centrifugal compressor where it is compressed and passed on into an
annular combustion chamber to be
mixed with fuel and ignited. The
fuel/air mixture is initially ignited
during the engine starting sequence
by two high-voltage ignitor plugs.
After initial ignition of the fuel/air

mixture, combustion is self-sustaining until the fuel supply to the
combustion chamber is shut off.
The high-velocity combustion gases,
escaping from the combustion chamber, passes into the turbine section
through stator vanes which direct it
into the first stage turbine wheel
blades.
Powerplant
Stator vanes are also located

between the remaining two turbine
wheels to serve the same purpose.
The resultant high-speed rotation of
the three-stage turbine is harnessed
by the engine drive shaft to supply
power for driving the compressor
and reduction gear train, which in
turn drives the engine accessories
and turns the propeller.
A maintenance manual, prepared by
Garrett Corporation, AiResearch
Manufacturing Co. of Arizona, is
provided with each aircraft and
should be consulted for detail information concerning operation, servicing and repair of the engine.
5L-1

January 2005
5L-7
Oil Pressure
Suction
Control High Pressure
Unloading Line Air
or Vent
Oil Pressure
Regulator
Positive Torque
Sensor Pressure
Regulator
Torque Sensor
Negative Torque
Sensor Pressure
Regulator
Gear Case
Vent Line
Scavenge Pump
January 2005
Feathering
Valve
Magnetic Chip
Detector Plug
Oil Temp
Bulb Boss
Oil Tank
And Oil Fuel Heater
To Overboard Air Vent Line

To Unfeather Pump
Drain
Engine Oil System Schematic
5L-8
Scavenge
Filter Bypass Valve

Oil Pressure
Connection
Powerplant
Engine Accessories
All engine accessories are attached to
mounting pads on the aft face of the
reduction gear case. Accessory drives
are provided within the gear case to
operate the accessories at the required
speeds, or to motor the engine, as is
the case when the starter element of
the starter-generator is operating. The
tach-generator, oil thermal bypass
valve, starter-generator, oil temp bulb,
negative torque sensor switch, beta
pressure switch, unfeathering pump,
and hydraulic pump are the only
engine accessories installed on the
engine.
Engine Oil System

An engine oil tank, having a capacity
of 8.00 quarts and incorporating an
integral oil-to-fuel heat exchanger, is
attached to the lower right side of the
reduction gear case. This reservoir furnishes oil to the engine lubricating system (See Oil System Schematic,
facing page), propeller pitch control
system, propeller unfeathering pump,
and engine torque sensing system. An
oil vent line extends from the oil tank
to the overboard vent fitting.
An oil-to-fuel heat exchanger (See

Figure 5L-2) installed in the oil tank
has the dual purpose of supplemental
cooling of engine oil and heating the
fuel prior to its entry into the fuel
control unit. Primary oil cooling is
provided by an oil-to-air oil cooler
installed on the aft side of the lower
engine firewall. The oil-to-air cooler
will maintain acceptable oil temperatures through the thermal valve
installed in the main oil line on the
right side of the engine. This valve
regulates the amount of engine oil
passing through the external oil-toair cooler. The remainder of the
engine oil system is composed of an
internal oil pump, pressure regulating valve, three internal scavenge
pumps, oil filter, filter bypass valve,
magnetic plug with chip detector, oil
temperature bulb, and oil pressure
indicating system.
A replaceable oil filter is installed in
a filter housing located on the right
rear face of the reduction gear case.
In the event of a clogged filter, a filter bypass valve installed in a boss
on the upper right side of the reduction gear case, will open and allow
oil to bypass the filter.
5L-2

January 2005
5L-9
NOTE: Maximum allowable

engine oil consumption is 0.02 gallon per hour. If the engine consumes as much as a gallon of oil in
a 50-hour operating period, check
oil leaks at propeller seals and
engine oil lines. When adding oil,
the oil level should be in the upper
half of the FULL to ADD OIL zone
on the dipstick when oil is hot. If
the oil is cold, do not add oil if the
level is in the upper half of the
FULL to ADD OIL zone.
CAUTION: Never mix engine oil

by type or manufacturer.
NOTE: Total oil capacity of the

engine is 10.5 quarts. The oil tank
contains only 6.00 quarts.
5L-10
An instantaneous check of metal

deposits within the gear case is made
with the metal detection system. The
system is comprised of one magnetic
drain oil plug per engine, the annunciator lights and related circuitry.
The magnetic drain plug, located on
the lower right front of the reduction
gear section, attracts ferrous particles which may be present in the
sump area. Metal particles attracted
by the plug short out the insulator
providing a ground for the annunciator lights, thereby energizing the
annunciator lights and giving an
indication of contaminated oil.
The space remaining in the tank

compensates for oil expansion due to
heat. The usable oil capacity of the
oil tank is 6.00 quarts and when the
oil level reaches the ADD OIL mark
on the dipstick, 5.00 quarts of oil
remain in the tank. When the preflight check reveals an unusually
low oil level it is probably due to
ground operation of the unfeathering
pump. Purge the oil sumps by rotating the engine by hand and recheck
the oil level to prevent over filling of
the oil tank.
Oil Tank
A replaceable oil filter element is

contained in a filter cup installed on
the right rear of the reduction gear
housing. If the oil filter should
become obstructed to the point that
the oil filter bypass valve opens, the
oil pressure will drop approximately
55 psi, and a bypass indicator pin
will be exposed on the bypass valve.
Reset indicator pin after filter is
replaced. When replacing filter, cut
open removed filter and carefully
inspect for unusual contamination.
Engine oil is drained through a port

in the bottom of the wraparound oil
tank and at the magnetic plug port.
To assure maximum oil drainage, the
propeller must be in the feathered
position to purge the oil from the
propeller dome. Approximately one
quart of engine oil is trapped in the
scavenge pump oil sumps and is
undrainable. The capacity of the oil
tank is 8.00 quarts, However, 6.00
quarts will fill the tank to the FULL
mark on the dipstick.
Oil Filter

January 2005
Powerplant
Engine Ignition
System
The ignition system is automatically
controlled by speed sensing switches
which energize and de-energize the
ignition system during the engine
starting sequence. A high-voltage
capacitor discharge ignition unit,
attached to the left side of the reduction gear housing, provides high
voltage to the two ignition plugs
through flexible high tension ignition leads. The ignition system operates during initial combustion and
acceleration of the engine.
Automatic Ignition
System
The Automatic Ignition System is
not intended to be a replacement for
the airplanes normal ignition system
or manual override ignition system
presently installed in the airplane.
This auto-ignition system is intended
as a back-up ignition system in the
event the flight crew fails to follow
the procedures outlined in this handbook during takeoff and landing on
wet runways and during flights in
icing conditions.
The Automatic Ignition System is
automated through the use of 6 (0.5
psig) pressure switches installed to
sense the high pressure output of the
torque system. If the engine flames
out, the windmilling propeller will
cause a hydraulic negative torque
condition and the torque system
pressure set point of the 6 psig
switch wil1 supply ground to the
ignition relay coil which in turn
applies 28 V to the ignitor. The system is automatically armed (28V
DC) above the starter 50% RPM
point by the 50% RPM switch. Following relight of the engine, the
ignition will he deactivated as the

January 2005
torque pressure goes above 7.5 (

0.5) psig set on the pressure switch.
If automatic relight of the engine is
not accomplished by the time the
engine reaches 50% RPM, place the
IGN OVRD switch in the IGN
OVRD position and observe manual
ignition time limits. The Automatic
Ignition System may be disarmed by
pulling the applicable L-IGN
OVRRD or R-IGN OVRRD circuit
breaker, should it become necessary.
This Automatic Ignition System,
when installed per Custom Kit No,
139, complies with the requirements
of Paragraph b of Airworthiness
Directive 86-24-12.
Engine Starting System

A starter-generator, installed on a pad
at the rear of the accessory drive case
on the upper left side of each engine,
furnishes the power for cranking the
engine, and provides 28-volt, direct
current electrical power for the operation of all engine and airframe electrical components. The starter function
of the starter-generator requires a
maximum current flow of 1000
amperes to crank the engine during
the starting sequence.
CAUTION: Do not motor startergenerator for more than three 60second periods of operation, separated by a five-minute off period.
Cycle may be repeated after starter
has cooled for thirty minutes.
The DC generator function of the

starter-generator, rated at 300 amperes,
is placed in the operative mode when
the starter relay contacts open and the
contact in the generator circuit closes.
Generators are cooled by tubes which
route air to a cooling cap attached to
the aft end of the starter-generator.
Generator switches, installed in the left
overhead switch panel, must be in the
GENERATOR position before generators will operate.
The engine control switch is a fourposition rotary switch with positions
engraved on the switch panel. The
ENG OFF position shuts the engine
off by deenergizing the airframe fuel
5L-11
CAUTION: Placing the Engine

Control Switch to ENG OFF, after
the engine stops rotating following
a manual shutdown (condition lever
to EMERGENCY FEATHER) on
the ground, before ITT cools below
200C, may result in a loud popping
noise from the engine accompanied
by smoke and flame, visible at
either the engine air inlet or
exhaust. This is caused by the fuel
purge system discharging residual
fuel into the combustion chamber
while the chamber is still hot.
NOTE: If engine lightoff has not

occurred by approximately 15 percent rpm, place the ignition switch
in IGN OVRD. Return the switch
to NORM at 50 percent. If lightoff
is not indicated by a rise in ITT
within approximately 10 seconds
after ignition override is selected,
abort the start by placing the engine
control switch in ENG OFF and
returning the ignition switch to
NORM.
5L-12
auxiliary pump and closing the

engine fuel shutoff valve. The FUEL
PUMP ON position energizes the
fuel auxiliary pump which pumps
fuel to the engine fuel boost pump
assembly. The AIR START position
provides operation of the prop
unfeathering pump and to start the
engine in flight. The GND START
position energizes the starter and
provides automatic sequencing of
ignition, fuel and starter drop out.
Two struts are attached to the wing

structure and to the top center engine
mount to augment the forward
engine mounting support structure.
The two support struts and mount
may be removed to facilitate easier
maintenance of engine. A fourth
engine mount is connected to an
attachment point on the turbine section flange by a mount link which
attaches to the nacelle structure at
the upper aft firewall.
The ignition switch has three positions: MOTOR NORM IGN

OVRD. When the ignition switch is
in the NORM position, high tension
voltage is supplied to the ignitor
plugs automatically when engine
speed reaches 10 percent. Ignition is
automatically terminated at 50 percent engine speed. The IGN OVRD
position of the ignition switch will
electrically bypass the automatic
ignition circuit.s allowing the ignition system to be manually energized, as long as the ignition switch is
in the IGN OVRD position. The
MOTOR position of the switch is
used to motor the engine in GNDSTART RUN position of the engine
control switch, and clear the engine
of fuel or vapors when engine lightoff
has not occurred and the engine start
sequence has been aborted. In this
position, ignition and engine fuel
valve circuits cannot be energized.
Vibration isolators are used to attach

the engines to the engine mounting
structure. These isolators dampen
engine and propeller vibrations and
allow for thermal expansion of the
engine without transmitting appreciable load forces to the mounting
structures. Three primary vibration
isolators which are pad.mounted on
the rear of the reduction gear case
secure the engine to the engine supports with internal wrenching steel
bolts at each vibration isolator. The
fourth isolator is attached to the aft
engine mount at the upper aft firewall.
Engine Mounting
The engine is attached to the aircraft
at four points. Three of these attachment points are to the wing structure
and the fourth attachment point is to
the engine firewall. Two engine supports at the three and nine oclock
position, constructed of aluminum
webs and caps, are attached to the
wing spar and extend forward of the
wing leading edge, providing the
principal means for supporting the
engine installation in the aircraft.
Engine Exhaust System

The eductor-type exhaust system
induces a flow of cooling air through
the oil-to-air cooler, as well as
exhausting the waste gases from the
engine through the engine exhaust
nozzle. This dual function of the
exhaust system is accomplished by
an exhaust shroud (eductor) which
surrounds the engine exhaust nozzle.
The exhaust shroud, which is
attached to the aft nacelle structure,
also forms a firewall between the
exhaust nozzle and the nacelle.
High-velocity exhaust gases from
the engine create a low pressure area
around the perimeters of the exhaust
shroud outlet to draw the lower
velocity cooling air through the oil
cooler, over the exhaust nozzle, and
out the exhaust shroud.

January 2005
Powerplant
The principal components of the
engine control system are: the fuel
control unit, propeller governor, and
propeller pitch change unit. The individual functions of these components
are interrelated and coordinated, in a
manner which automatically regulates engine speed and power as
established by the position of the
power and condition levers, located
in the control quadrant.
The gear driven fuel control unit and
propeller governor are installed on
drive pads located on the rear face of
the reduction gear housing. The pitch
change unit, which is a ported sleeve
valve, is pad-mounted on the rear
case of the reduction gear housing on
the exact centerline with the propeller
oil transfer tube. The propeller oil
transfer tube extends from the propeller dome back through the propeller
shaft and into the ported sleeve valve
of the propeller pitch change unit.The
propeller pitch control unit is interconnected with the propeller governor by cored oil passages in the
reduction gear housing.
A propeller feathering valve, which is

also a ported sleeve valve, is installed
in the reduction gear housing and
intersects the cored oil passages
between the propeller governor and
propeller pitch change unit.
Engine
Control
System
The ports of the feathering valve are

normally aligned with the cored oil
passages in the reduction gear housing
to permit a free flow of oil to the propeller pitch control valve and propeller
dome piston. When the propeller is
manually feathered, this valve completely closes off governor oil pressure
to the propeller which allows the propeller feathering spring and centrifugal
forces created by the blade counterweights to feather the propeller blades.
The feathering valve is also interconnected with the oil-operated torque
sensing system (See Figure L-3) and
automatically moves to close off governor oil pressure to the propeller
when engine torque is negative. This
movement of the feathering valve
reduces oil pressure on the propeller
piston by bleeding some oil to the
engine case, and allows the propeller
5L-3

January 2005
5L-13
blades to move toward the high pitch

position. The functions of the fuel control unit, propeller pitch control, and
propeller governor are coordinated by
the manner in which these components
are interconnected and attached to the
power and condition levers. Air line
heaters are provided to heat the inlet
air to the fuel control. These heaters
are energized when the engine start
switches are engaged, and are powered by the aircraft main bus.
Condition Lever
The condition lever operates the propeller governor and fuel control unit
underspeed governor controls to regulate engine speed. It also actuates the
fuel solenoid valve and the feathering
valve by mechanical linkage when
propeller feathering is desired.
During normal engine operation,
movement of the condition lever forward of the low RPM position actuates the control arms of the fuel
control unit underspeed governor and
the propeller governor. When the condition lever is placed in low RPM, the
fuel control unit underspeed governor
is in the operative position and the
propeller governor control arm is
against the low speed stop. With the
condition lever in this position engine
speed is governed by the fuel control
unit underspeed governor, and propeller pitch as controlled by the pitch
change valve as long as the power
lever is operated between flight idle
and reverse.
When the power lever is moved forward of flight idle toward maximum
power, engine RPM will increase,
the underspeed governor function
will be phased out, and the propeller
governor assumes automatic control
of the engine speed. Movement
of the condition lever toward high
5L-14
RPM deactivates the fuel control

unit underspeed governor junction
and moves the propeller governor
control arm toward the high RPM
stop. Engine speed adjustments
between 70 and 100% engine speed
are made by moving the condition
lever in the range between low and
high RPM. The propeller governor
maintains a constant engine speed by
modulation of the propeller blade
angle.
Power Lever
The power levers, located on the
control quadrant to the left of the
condition levers, have four operating
positions: REV THRUST, GND
IDLE, FLT IDLE, and FWD
THRUST. Mechanical stops in the
control quadrant prevent inadvertent
movement of the power lever aft of
flight idle. To move the power lever
aft of this position the latch release
handle on each power lever must be
pulled upward. The position of the
power lever determines the manner
in which propeller pitch and engine
speed are controlled and the amount
of power produced by the engine.
When the power lever is moved
between reverse and flight idle, propeller pitch is being manually controlled through movement of the
propeller pitch change valve. Movement of the power lever forward of
flight idle transfers propeller pitch
control and consequently engine
speed control to the propeller governor (pitch locks disengaged). The
minimum propeller blade angle pitch
limit for operation of the engine
between the flight idle and maximum power settings is controlled by
the power lever linkage to the propeller pitch change valve.

January 2005
Powerplant
Movement of the power lever toward
REV THRUST, repositions the pitch
change valve relationship to the ports
of the oil distribution tube and allows
governor oil pressure to force the propeller piston forward. This turns the
propeller blades toward the negative
pitch position. A proportionate
increase in engine power (fuel flow) is
scheduled by the fuel control unit
underspeed governor when the power
lever is moved toward the full reverse
position.
Beta Mode
Beta mode (ground mode) is selected
by placing the power lever at any position from full reverse to flight idle.
The fuel supply is not sufficient to
support engine operation on the propeller governor so propeller governor
oil pressure reduces propeller blade
angle to the minimum angle selected
by the propeller pitch control. At this
time the Beta Mode light will illumi-
nate indicating the propeller pitch

angle is now selected by the pitch control. This mode is used for ground taxi,
for either forward or reverse thrust.
When the operator manipulates the
power lever either forward or aft of
ground idle the propeller blade angle
will be changed by the pitch control
and the fuel control underspeed governor sensing the load change on the
engine will modulate the fuel supply
to the combustion chamber to that
required to maintain engine RPM
selected by the condition lever, within
the range of 70 to 97% RPM.
On aircraft converted to Dash 10
power, friction levers are located on
the control quadrant just below the
power and condition levers and are
labeled FRICTION. The friction
levers may be adjusted to increase or
decrease the friction holding the power
and condition levers or lock the control levers in a selected position.
PROP SYNC
RPM
P
O
FWD
THRUST
ON
HI
FLIGHT
HI
OFF
LO
GROUND
LO
MUST BE OFF
E
FLT IDLE
DURING TAKEOFF
AND LANDING
R
GND IDLE
REV
THRUST
DASH 10 ONLY
ENGINE STOP
AND
EMERGENCY
TAXI LTS
ON
OFF
FEATHER
RCN LTS
ON
FRICTION
OFF
PULS
LEFT
RIGHT
FUEL ENRICHMENT
5L-5

January 2005
PU LL
PARK
BRAKE
ON
5L-15
Engine Instrumentation
5L-7
5L-8
5L-8A
5L-6
5L-9
5L-16
5L-10

January 2005
Powerplant
The engine instruments, which are
installed in the center instrument
panel, include the tachometer indicators, horsepower indicators, inter turbine temperature indicators, fuel flow
rate indicators, fuel consumed totalizer indicator, and engine gage unit.
The engine gage units indicate fuel
and oil pressure and oil temperature.
Tachometer Indicators
and Generators
compensator installed on the upper

left center of the engine, a 12-unit
thermocouple installed around the
circumference of the second stage
stator and the necessary electrical
wiring. The ITT indicators, indicate
the temperature within the turbine
section of the engine. The input
power to the system is 28-V DC to
energize the indicator movement.
EGT Indicators
The engine tachometer (Figure 5L-6)

indicating system provides an indication of the percent of engine rpm
throughout the complete range of
engine operation. The indicator is
powered by a tachometer generator
and does not require power from aircraft electrical system for its operation.
On aircraft that have been converted

to Dash 10 power, the ITT gages
have been replaced with Exhaust
Gas Temperature (EGT) gages (Figure 5L-8A).
Horse Power Indicators
Fuel flow rate indicators (Figure 5L9) are powered by 28-V DC through
a circuit breaker (FUEL FLOW) and
indicate the individual engine fuel
flow rates. The indicators are basically dc microammeters and are calibrated in pounds per hour. The dial
of the indicator reads from zero to
600 pounds. Transducers convert the
flow rate to electrical pulses. These
pulses are transmitted directly to the
indicators where conditioning and
conversion to analog signals occurs
to provide full flow rate indication.
Horsepower indicators (Figure 5L-7)

provide an indication of engine shaft
horsepower. These indicators are
electrically connected to a transducer
installed in the oil operated torque
sensing system of each engine. The
engine torque sensing system senses
the torque output of the engine and
transmits the modified torque oil
pressure signal to the transducer. The
torque oil transducer then converts
the torque oil pressure to an electrical
signal which is transmitted to the
horsepower indicators. The horsepower indicators furnish a readout in
terms of engine shaft horsepower.
The horsepower indicator circuit
breakers are labeled L. HP NORM, R.
HP NORM and L&R HP EMER.
ITT Indicator
The inter-turbine temperature (ITT)
indicating system consists of an ITT
indicator, (Figure 5L-8) a cold junction

January 2005
Engine
Instruments
Fuel Flow Rate Indicators

and Totalizer
A signal is directed from the

indicators to the totalizing signal
conditioners where additional conditioning is provided for fuel consumed totalizer uses. The fuel
consumed totalizer (Figure 5L-10)
an electromechanical digital counter
calibrated in pounds, provides a continuous count of pounds of fuel consumed. The totalizer is equipped
with a reset knob to zero the counter
when refueling the aircraft.
5L-17
Engine Gage Units

Engine gage units (Figure 5L-11) for
each engine are installed in the center instrument panel. Each instrument is a triple indicating unit which
indicates fuel and oil pressure in
pounds per square inch, and oil temperature in degrees centigrade.
The fuel pressure gage is connected
by a transducer to the fuel pump unit
between the fuel boost pump and the
high-pressure fuel pump and indicates unmetered fuel pressure. The
oil pressure gage, connected to the
outlet side of the engine oil pump,
indicates engine oil pressure.
The oil temperature indicator is controlled by sensitive resistance bulbs,
installed within a port at the oil pressure pump outlet. The bulbs are standard MS bulbs.
Proper Operation and

Care of Engine
When operating the aircraft, the
engine should never be allowed to
exceed the speed and power ranges
specified in this handbook. Preflight
and periodic inspections should be
performed and any leaks or malfunctions should be corrected before they
can develop into major problems.
Careful attention should be given
when checking oil and fuel systems
and any problems should be corrected before next flight. When servicing aircraft, the proper fuels and
lubricating oils should always be
used. See Sections II and VIII for
types of approved fuels. Lubricants
conforming to MIL-L-23699A, and
MIL-L-7808G are approved for use.
See Section VIII or the Pilots Operating Handbook for list of approved
lubricants.
5L-10
5L-18

January 2005
Powerplant
The propellers used on this aircraft
are Hartzell HE-B3TN-5FL/LT10282
H+4 constant speed, full feather, 3blade, with reversing capability. The
106 inch diameter propeller (Figure
5L-12) has a 14.24 inch prop tip
ground clearance, and 14.5 inch tip to
fuselage clearance. The propeller is
equipped with a metal spinner and
spinner bulkhead.
The propeller flange is mounted to
the engine output shaft, and rotates
counterclockwise when viewed from
behind the nacelle. The propeller

hub is a one piece unit to which the
aluminum blades are attached and
indexed by two piece blade clamps,
incorporating counterweights, thrust
bearings and start lock plates. The
pitch change forces toward high pitch
and feather are derived from blade
counterweights and feathering springs
operating against the pitch change piston of the propeller. Propeller governor control oil pressure is used to
move the blades toward low pitch.
Propellers
5L-12

January 2005
5L-19
Dump To Case
Speed
Control
Lube Oil
Unfeathering
Pump
Propeller Governor
Vent To Case
NTS
Pressure
Switch
Torque
Sensor
Feathering
Valve
Beta
Pressure
Switch
Manual
Prop
Feather
Fuel Control
Manual Fuel Valve
Beta Tube
January 2005
Propeller
Pitch Control
Static
Propeller
Return
Pressure
Engine Lube Oil Pressure
Power Lever
Propeller Governor
5L-20
Engine Oil
Powerplant
The propeller is controlled by either
the propeller governor (see Schematic, previous page) or the propeller pitch control mechanism, (See
Figure 5L-13) depending on the
mode of engine operation. When the
propeller is controlled by the propeller governor, its operation is similar
to that on a reciprocating engine.
The propeller governor either allows
oil to be sent to the propeller (less
pitch) or drain from the propeller
(higher pitch) in order to maintain
the selected engine speed. When the
propeller is being controlled by the
propeller pitch control unit, its operation is somewhat different. A long
tube (Beta tube) is attached to the
front end of the propeller piston and
extends aft through the hollow engine output shaft. The aft end of the
Beta tube contains a group of ports
around its circumference that mate
with corresponding group of ports
on the propeller pitch control unit.
When the power lever is moved to

some position between REVERSE
THRUST and FLT IDLE the propeller pitch control will assume a definite position. This places the ports in
such a position that oil will either be
allowed to go to the propeller or
drain from it. For purposes of illustration, assume that the power lever
is moved from REVERSE THRUST
to GND IDLE. Oil is allowed to
drain from the propeller (a lower
pitch is selected) and the propeller
piston moves aft, as the piston
moves aft so does the Beta tube.
When the propeller moves to the
position corresponding to a GND
IDLE blade angle the ports in the propeller pitch control and on the Beta
tube will be covered up thereby stopping further pitch change. The blades
will now stay in this position until a
different power lever setting is made.
PROPELLER PITCHES
Spinner
Safety Bolt
Minimum Pitch
Start Position
Oil Transfer Tube

(Beta Tube)
Feathering Springs
Piston
Reverse Pitch
Stop Tube
Normal Pitch
Operation
Position
Blade Bearing
Maximum Pitch
Feather Position
Auto Low Pitch

Stop Units
Mount Bolt
Propeller Shaft Flange
5L-13

January 2005
Counterweight
Prop Shaft
Oil Seal Plug
Reverse Pitch
Braking and
Backing
Position
Oil Seal
5L-21
Propeller
Synchrophaser
The propeller synchrophaser (Figure
5L-14) maintains the blades of one
NOTE: The prop sync system
must be turned OFF during takeoff
and landing.
propeller at a predetermined relative

position with the blades of the other
propeller and it automatically matches
the right slave propeller RPM to that
of the left master propeller over a limited range. This limited range feature
prevents the right engine from losing
more than 50 propeller RPM should
the left engine be feathered while the
prop sync system is turned on.
After takeoff, propeller RPM should
be decreased slightly to cruise range,
synchronize the engines manually and
turn synchrophaser system ON.
The slave engine speed will be automatically matched to the speed of the
master engine. In making subsequent
adjustments, as from climb to cruise,
adjust the master and slave engines to
the desired RPM by moving both condition levers together as required. This
will keep both governors close enough
to remain within the limited adjustment range of the slave engine. If the
synchrophaser is unable to adjust the
slave engine RPM to match the master
engine, the actuator has reached the
end of Its travel. Turn he synchrophaser switch to OFF (which will
allow the actuator to return to the centered position), synchronize the propellers manually, and then turn the
synchrophaser switch to ON.
Synchrophaser
Actuator
LH Prop
Master
LH Prop
Governor
RH Prop
Governor
RH Prop
Slave
Control
Box
PROP
SYNC
ON
PROP SYNC
PROP
OFF SYNC
5L-14
5L-22

January 2005
Powerplant
Engine Limitations
Condition
Propeller RPM
ITT C
EGT
Time Limit
1149
770C
1 sec.
100% (717.5 SHP)
923
None
All
100.5% - 101%
5 min.
All
101% - 105.5%
30 sec.
All
105.5% - 106%
5 sec.
Starting
Takeoff
and Max.
Continuous
Engine Power Failure
18% to 28%
Powerplant
Limitations
AVOID
Reverse Limitations
1. Beta Lights ON
2. Nosewheel on Ground
3. Below 90 knots
4. High RPM
5. Discontinue at 40 knots

January 2005
5L-23
5L-24

January 2005

690A B Training Manual

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Turbo Commander 690A/B

Turbo Commander 690A/B

The Quick Reference chapter provides limitations and other data

Turbo Commander 690 A/B

Developed for Training Purposes

Developed for Training Purposes

Turbo Commander 690 A/B

Turbo Commander 690 A/B

Developed for Training Purposes

NOTE: Refer to section IX of the

Developed for Training Purposes

Turbo Commander 690 A/B

Operating Temperature Limits . . . . . . . . . . . . . . . . . . . . 2-8

General Limitations (690 B) . . . . . . . . . . . . . . . . . . . . 2-21

Operating Temperature Limits . . . . . . . . . . . . . . . . . . . 2-24

Developed for Training Purposes

Developed for Training Purposes

Turbo Commander 690 A/B

Engine Operation Limitations:

1679 (105.5% - 1686 (106%)

1607 (101%) - 1679 (105.5%)

1599 (100.5%) - 1607 (101%)

Takeoff and Max.

Reverse Power Limitations:

Ignition Override Time Limits:

Turbo Commander 690 A/B

Developed for Training Purposes

2. Engines equipped with ignition units P/N 868962-2, manufactured by

Flight in Icing Conditions

NOTE: If icing conditions are

Compliance with the following Limitations meets the requirements of

Developed for Training Purposes

Turbo Commander 690 A/B

1. Potential icing conditions in precipitation or visible moisture meteorological conditions:

Turbo Commander 690 A/B

Developed for Training Purposes

NOTE: If icing conditions are

CAUTION: Flight may be limited

Operating Temperature Limits (690 A Model)

Developed for Training Purposes

Turbo Commander 690 A/B

Minimum Ground Operation

Minimum Flight Operation

Maximum All Conditions

Minimum Flight Operation <23,000 ft

Minimum Flight Operation >23,000 ft

Maximum All Conditions

See Chart, facing page

AiResearch EMS 53100; ASTM Designation ES2-74 and D1655-68T (Types

Lubricants conforming to MIL 23699A,

Engine Inlet Ice

Operate to 10 seconds maximum with

Turbo Commander 690 A/B

Developed for Training Purposes

Developed for Training Purposes

Turbo Commander 690 A/B

Turbo Commander 690 A/B

Developed for Training Purposes

Developed for Training Purposes

Turbo Commander 690 A/B

Interstage Turbine Temperature (See Figure 2-2)

Exhaust Gas Temperature (See Figure 2-2A)

Engine Gage Unit (See Figure 2-3)

-40C Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MINIMUM