Turbo Commander 690A/B

Pilot Training Manual

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1-ii FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Introduction

Welcome to
Welcome to SimCom! SimCom
Our goal is a basic one: to enhance your safety,
proficiency and professionalism within the aviation
community. All of us at SimCom know that the suc-
cess of our company depends upon our commit-
ment to your needs. We strive for excellence by
focusing on our service to you.
We urge you to participate actively in all training
activities. Through your involvement, interaction,
and practice, the full value of your training will be
transferred to the operational environment. As you
apply the techniques presented through SimCom
training, they will become “second nature” to you.
Thank you for choosing SimCom. We recognize that
you have a choice of training sources. We trust you
will find us committed to providing responsive, ser-
vice-oriented training of the highest quality.
Our best wishes are with you for a most successful
and rewarding training experience.

The Staff of SimCom

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1-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Introduction

This manual is a stand-alone document appropriate for

various levels of training. Its purpose is to serve as an Using this
informational resource and study aid.
The Quick Reference chapter provides limitations and
Manual
other data for quick review.
The Operating Procedures section contains chapters that
provide a preflight inspection of the aircraft, normal pro-
Introduction
cedures, 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 manufacturer’s manuals.

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 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
Quick
models. Each model’s limitations are in a separate, labeled section
to avoid confusion. All limitations are printed in bold italic.
Reference
Quick reference also contains supplement-directed limitations and
operations.
This section presents the operating limitations, the significance of Chapter 2
such limitations instrument markings, color coding and basic plac-
ards necessary for the safe operation of the airplane, its power-
plants, 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.
Note: Refer to section IX
This chapter is intended to serve as a convenient reference. of the Manufacturer’s Pi-
lot’s Operating Handbook
for amended operating
limitations, operating pro-
cedures, performance
data and other necessary
information for airplanes
equipped with specific op-
tions.

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 Quick Reference

General Limitations Model 690A............... 7

Powerplant.................................................. 7
Table of
Engine..........................................................................7 Contents
Engine Operation Limitations:...................................7
Reverse Power Limitations:.......................................7
Ignition Override Time Limits:...................................7
Flight in Icing Conditions...........................................8
Operating Temperature Limits (690 A Model).........10
Table 2-A. Operating Limitations.............................11
Propellers..................................................................12
Cockpit Instruments ................................................14
Operational Limitations Model 690A........ 15
Instrument Markings................................ 15
Engine Tachometer...................................................15
Interstage Turbine Temperature...............................15
Exhaust Gas Temperature........................................15
Engine Gage Unit......................................................15
Airspeed Indicator....................................................16
Hydraulic Pressure...................................................16
Vacuum......................................................................16
Emergency Gear Extension.....................................16
Altitude and Differential Pressure...........................16
Shaft Horsepower.....................................................16
Airspeed Limitations................................................17
Flight Load Factors...................................................17
Weight and Center of Gravity..................................17

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 Aircraft Operation Limitation Approved Gross
Weight Center of Gravity Envelope
(690 A Model)............................................................18
Maximum Weights.....................................................19
C.G. Limits.................................................................19
Maneuvers.................................................................19
Airstart Limitations...................................................19
Altitude Limitations..................................................20
Cabin Pressurization................................................20
Battery Temperature Monitor...................................20
Ice Protection............................................................20
Elevator Trim..............................................................20
Placards.....................................................................21
Placards (con't).........................................................22
General Limitations Model 690B............. 23
Powerplant................................................ 23
Engine........................................................................23
Engine Operation Limitations..................................23
Ignition Override Time Limits:.................................24
Flight in Icing Conditions.........................................25
Ice Protection:...........................................................25
Operating Temperature Limits (690 B Model).........26
Operating Limitations...............................................27
Propellers:.................................................................28

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 Quick Reference

Operational Limitations Model 690B........ 29

General...................................................... 29
Types of Operation...................................................29
Altitude Limitations..................................................29
Cabin Pressurization................................................29
Maximum Seating Limits..........................................29
Cockpit Instruments ................................................30
Instrument Markings................................ 31
Powerplant.................................................................31
Engine Gage Unit......................................................31
Airspeed Indicator ..................................................32
Hydraulic Pressure...................................................33
Vacuum......................................................................33
Emergency Gear Extension.....................................33
Altitude and Differential Pressure ..........................33
Airspeed Limitations................................ 33
Aircraft Operation Limitation Approved Gross
Weight Center of Gravity Envelope
(690B Model).............................................................35
Maneuver Limits.......................................................36
Weight and Center of Gravity Limits.......................36
Placards.....................................................................37

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 Quick Reference

General Limitations Model 690A

General
Powerplant
Engine
Limitations
Two AiResearch TPE331-5-251K Model 690A
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.)
Takeoff and Max.
Continuous 717.5 1591 (100%) 923 None +55 to +110

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 low-
ered 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, manu-
factured 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.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-7

 2. Engines equipped with ignition units P/N 868962-2, manu-
factured 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 intermit-
tent.
NOTE: If ambient OAT is above 50°F (+10°C), observe duty cycle
per step 1 above.
3. Engines equipped with ignition units P/N 868962-3, manu-
factured 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 “on” can be either continuous or intermittent.
4. Engines equipped with ignition units P/N 868962-3 manu-
factured by Bendix, with Garrett Turbine Engine Co. SB7
5-0004 incorporated:
Duty cycle is unlimited when ambient OAT is less than +
50°F (+ 10°C).
NOTE: If ambient OAT is above +50°F (+10°C), observe duty cycle
of one hour continuous duty as noted in step 3.
Flight in Icing Conditions
Compliance with the following Limitations meets the requirements
NOTE: If icing conditions are of Paragraph (a) of Airworthiness Directive No. 86-24-12, dated
entered in flight without the 28 November 1986. The requirements of Paragraph (a) of AD.
engine anti-icing system 86-24-12 are superseded by Paragraph (b) and no longer apply
having been selected, switch when Custom Kit No. 139 (Auto-Ignition System) is installed.
one ENGINE system to ENG
INLET position. If the engine The IGN OVRD switch shall be selected to IGN OVRD position
runs satisfactorily, switch the during all operations in actual or potential icing conditions
second ENGINE system to described as follows:
ENG INLET position and 1. During takeoff and climb out in actual or potential icing
check that the second conditions.
engine continues to run sat- 2. When ice is visible on, or shedding from propeller(s),
isfactorily. spinner(s), or leading edge(s)

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 Quick Reference

3. Before selecting ENG INLET, when ice has accumulated.

NOTE: If icing conditions are
4. Immediately any time engine flameout occurs as a possible entered in flight without the
result of ice ingestion. engine anti-icing system
5. During approach and landing while in or shortly following having been selected, switch
flight in actual or potential icing conditions. one ENGINE system to ENG
6. During takeoff with standing water, slush or powdery snow INLET position. If the engine
on runway. runs satisfactorily, switch the
second ENGINE system to
For the purpose of the preceding steps, the following definition ENG INLET position and
applies: check that the second
1. Potential icing conditions in precipitation or visible moisture engine continues to run sat-
meteorological conditions: isfactorily.
a. Begin when the OAT is +5°C (+41°F) or colder, and
b. End when the OAT is +10°C (+50°F) or warmer.
NOTE: Above procedures supersede any other POH/AFM proce-
dures which may be contradictory. CAUTION: Flight may be lim-
ited 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 + 5°C (+ 41°F).

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-9

Operating Temperature Limits (690 A Model)

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 Quick Reference
Table 2-A. Operating Limitations

Oil Temperature
Minimum Starting.............................................. -40°C
Minimum Ground Operation............................ -40°C
Minimum Flight Operation............................... +55°C
Maximum All Conditions............................... +110°C
Oil Pressure
Minimum Idle.................................................40 PSIG
Minimum Flight Operation <23,000 ft..........70 PSIG
Minimum Flight Operation >23,000 ft..........50 PSIG
Maximum All Conditions............................120 PSIG
Ambient Starting Temperatures
Minimum............................................................ -40 °C
Maximum.......................................................... +55 °C
Ambient Operating Temperatures
See Chart, facing page
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 gaso-
line 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.
Pesticide Fuel Additive
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 +5°C

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-11

 Propellers
Two Hartzell propellers with LT 10282H+4 blades and hub model
HC-B3TN-5FL are installed. The propellers are 3-blade, full feath-
ering, 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.
Do not move power levers aft of GND IDLE until indicated
WARNING: Positioning of power speed has decreased to 60 KIAS and both BETA lights are
levers below the flight idle stop in illuminated. No Reverse Allowed Above 60 KIAS.
flight is prohibited. Such position-
ing may lead to loss of airplane Full reverse up to 500 HP at 90% RPM (minimum) may be initi-
control or may result in an engine ated below 60 KIAS.
overspeed condition and conse- Reduce Reverse Thrust proportionately as aircraft speed
quent loss of engine power.
decreases.

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 Quick Reference

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Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-13

Cockpit Instruments

2-1 2-2 2-2A

2-3 2-4 2-5

2-6 2-7 2-8

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 Quick Reference

Operational Limitations Model 690A

Instrument Markings
Operational
Engine Tachometer (See Figure 2-1, facing page)
Limitations
96 - 100% RPM – Green Arc................................ NORMAL Model 690A
101% – Red Line...................................................MAXIMUM
Interstage Turbine Temperature (See Figure 2-2)
923°C – Red Line.................................................. TAKEOFF
1149°C – 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)
770°C – START............................................ MAX RED LINE
Yellow Arc............................ NORMAL OPERATING RANGE
(Per EGT Limit Chart)
Engine Gage Unit (See Figure 2-3)
Oil Temperature
-40°C – Red Line..................................................... MINIMUM
-40 to +55°C – Yellow Arc....................................... CAUTION
+55 to +110°C – Green Arc................................... NORMAL
+110°C – 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
50 to 120 PSI – Green Arc..................................... NORMAL
Fuel Pressure
15 PSI – Red Line.................................................. MINIMUM
15 to 25 PSI – Yellow Arc........................................ CAUTION
25 to 80 PSI – Green Arc....................................... NORMAL
80 to 90 PSI – Yellow Arc........................................ CAUTION
90 PSI – Red Line...................................................MAXIMUM

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-15

 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

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 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) CAUTION: Do not make
abrupt control movements
A/C Weight (lbs)Maximum Airspeed (KCAS)
above the maneuvering
10,250 145 speeds listed. To do so could
9850 143 result in structural damage
9600 141 and possible loss of the air-
8750 136 plane.
7500 128
6550 121
6000 116
OperationAirspeed (KCAS)
Flaps (VFE)
Full 40° 140
Half 20° 180
Landing Gear (VLO) 200
Landing Light Extension (VLE) 156
Minimum Control Speed (VMC) 86
Sustained Icing Speed 145
Flight Load Factors
Maximum - Flaps UP Positive 3.28 G’s Negative 1.31 G’s
Maximum - Flaps Down Positive 2.00 G’s Negative 0.00 G’s
Weight and Center of Gravity
See Weight and Balance Section (Manufacturers Data, Part III) for
Loading Schedule.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-17

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

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 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.
203.75 inches aft of datum (10.40% MAC) at 7,500 lbs.
203.75 inches aft of datum (10.40% MAC) at 6,749 lbs.
Straight line variation between points.
Aft Limits:
218.7 inches aft of datum (30.47% MAC) at 10,250 lbs.
217.98 inches aft of datum (29.50% MAC) at 6,278 lbs.
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.
Straight line variation between points.
Maneuvers
This airplane must be operated as a normal category air-
plane. Acrobatic maneuvers, including spins, are unauthor-
ized.
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

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 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 prohib-
ited 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 pro-
hibited 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.

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 Quick Reference
Placards

THIS AIRPLANE MUST BE OPER- AIRSPEED LIMITATIONS

ATED AS A NORMAL CATEGORY
MAX GEAR EXTENDED:
TYPE IN COMPLIANCE WITH THE
200 KNOTS
AIRPLANE MANUAL. ACRO-
BATICS AND INTENTIONAL SPINS MIN CONTROL ONE ENGINE:
ARE PROHIBITED. 86 KNOTS
SHUT OFF LEFT ENGINE WHEN MAX FULL MANEUVERING:
ENTERING AND LEAVING CABIN. 145 KNOTS
AUTOPILOT MUST BE OPERATED FLAP EXTENSION:
IN ACCORDANCE WITH APPROVED 20° FLAPS – MAX 180 KNOTS
FLIGHT MANUAL. 40° FLAPS – MAX 140 KNOTS
ICE PROTECTION ELECTRIC
HEATERS: GND. CHECK 30 SEC. MAX
CAUTION
DO NOT SMOKE OR IGNITE FLAME
DO NOT OPERATE BOOTS DURING
WITH OXYGEN SYSTEM IN USE.
T.O AND LDG.

Located at left side of pilot compartment.

LANDING
PROP SYNC
L R EXTEND
ON
O
F
F
OFF

OFF RETRACT MUST BE OFF

DURING TAKEOFF
DO NOT EXTEND ABOVE AND LANDING
156 KNOTS
Located on overhead switch Located on quadrant to the
panel below LANDING switches. right of condition levers

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Placards (con't)

WINDSHIELD OFF ALT MAX

WHEN USING X1000 A/S
S.L -19 243
STANDBY COMPASS 21 232
23 223
Located near standby compass 25 214
27 205
29 196
31 188

WARNING Located near pilot’s airspeed

FOR AVIATION EMERGENCY USE ONLY indicator. Effective Aircraft:
UNLICENSED OPERATION UNLAWFUL S/N 11100 through 11248.
OPERATION IN VIOLATION OF FCC RULES NOTE: Placard not required when
SUBJECT TO FINE OR LICENSE REVOCATION changing to Max. Allowable Airspeed
Indicator.
Located adjacent to Emergency Locator
Transmitter Switch (if installed) MODE AUTO TEMP
AUTO
OFF/RAM OVER -
AIR RIDE
OXYGEN
PUSH AND ROTATE COOL WARM

REMOVE DOOR WHEN OPERATING

ABOVE 25,000 FT. FLT. ALT

PRESSURIZATION NOT PERMITTED

Located to the right of oxygen door knob DURING TAKEOFF AND LANDING

S/N 11100 through 11248, 11250 though 11268

Located on environmental panel.

STATIC SOURCE PRIMARY

ADJUST TO 22,500 FT CAUTION
ALTITUDE MINIMUM
USE AIRSPEED AND ALTIMETER
CALIBRATION WHEN USING
ALTERNATE SOURCE
Located above oxygen regulator ALTERNATE
S/N 11249, 11269 and subsequent
Located at left side of pilot compartment
(Applicable to airplanes which have not had
Service Letter No. 323 complied with.)

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 Quick Reference

General Limitations Model 690B

General
Powerplant
Engine
Limitations
Two Garrett AiResearch engines: Model 690B
TPE331-5-251K (S/N 11350 through 11542, except 11431)
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
Starting 1149 --- --- 1 Second -40 Minimum
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 illumi-
nated.
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 WARNING: Positioning of power
SA 546GL or Hartzell Bulletin No. 13l B. See Supplement 16. levers below the flight idle stop in
flight is prohibited. Such position-
Do not move power levers aft of GND IDLE until indicated speed has
ing may lead to loss of airplane
decreased to 60 KIAS and both BETA lights are illuminated. No control or may result in an engine
Reverse Allowed Above 60 KIAS overspeed condition and conse-
Full reverse up to 500 HP at 90% RPM (minimum) may be initiated quent loss of engine power.
below 60 KIAS.
Reduce Reverse Thrust proportionately as aircraft speed decreases.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-23

 Ignition Override Time Limits:
1. Engines equipped with ignition units P/N 868962-2, manu-
factured 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.
2. Engines equipped with ignition units P/N 868962-2, manu-
factured 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 intermit-
tent.
NOTE: If ambient OAT is above 50°F (+10°C), observe duty cycle
per step 1 above.
3. Engines equipped with ignition units P/N 868962-3, manu-
factured 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 “on” can be either continuous or intermittent.
4. Engines equipped with ignition units P/N 868962-3 manu-
factured by Bendix, with Garrett Turbine Engine Co. SB7
5-0004 incorporated:
Duty cycle is unlimited when ambient OAT is less than +
50°F (+ 10°C).
NOTE: If ambient OAT is above +50°F (+10°C), observe duty cycle
of one hour continuous duty as noted in step 3.

2-24 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 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
NOTE: If icing conditions are
during all operations in actual or potential icing conditions
entered in flight without the
described as follows:
engine anti-icing system
1. During takeoff and climb out in actual or potential icing having been selected, switch
conditions. one ENGINE system to ENG
2. When ice is visible on, or shedding from propeller(s), INLET position. If the engine
spinner(s), or leading edge(s). runs satisfactorily, switch the
3. Before selecting ENG INLET, when ice has accumulated. second ENGINE system to
ENG INLET position and
4. Immediately anytime engine flameout occurs as a possible check that the second
result of ice ingestion. engine continues to run sat-
5. During approach and landing while in or shortly following isfactorily.
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 defini-
tion applies:
1. Potential icing conditions in precipitation or visible moisture
meteorological conditions: CAUTION: Flight may be lim-
ited by duty cycle of the
a. Begin when the OAT is +5°C (+41°F) or colder, and Ignition System (see page
b. End when the OAT is +10°C (+50°F) or warmer. 2-22).
NOTE: Above procedures supersede any other POH/AFM proce- Do not operate engine inlet
dures which may be contradictory. heat system longer than 10
seconds if OAT is greater
Ice Protection:
than + 5°C (+ 41°F).
Ambient temperatures must be below +5°C for continuous opera-
tion 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.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-25

Operating Temperature Limits (690 B Model)

2-26 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Quick Reference
Operating Limitations

Oil Temperature
Minimum Starting.............................................. -40°C
Minimum Ground Operation............................ -40°C
Minimum Flight Operation............................... +55°C
Maximum All Conditions............................... +110°C
Oil Pressure
Minimum Idle................................................... 40 PSI
Minimum Flight Operation < 23,000 ft........... 70 PSI
Minimum Flight Operation > 23,000 ft........... 50 PSI
Maximum All Conditions.............................. 120 PSI
Oil
Lubricants conforming to MIL 23699A, and MIL-L-7808G are approved for use. See
Section VIII of Manufacturer’s Pilot’s Operating Handbook for a list of approved
lubricants.
Fuel Pressure
Minimum ......................................................... 15 PSI
Maximum.......................................................... 90 PSI
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 must be entered in the
Engine Log Book.
See Section of Manufacture’s Pilot’s Operating Handbook for list of approved fuels
and temperature limits.
Engine Inlet Ice Protection
Operate to 10 seconds maximum with ambient temperature above +5°C

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-27

 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:
RPM Range Time Limit
1591 None
1599 – 1607 5 Minutes
1607 – 1679 30 Seconds
1679 – 1686 5 Seconds

2-28 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Quick Reference

Operational Limitations Model 690B

Operational
General
Types of Operation
Limitations
This aircraft may be operated under the following conditions when Model 690B
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.
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) avi-
ation 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)

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-29

Cockpit Instruments

2-9 2-10 2-10A

2-11 2-12 2-13

2-14 2-15

2-30 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 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)
923°C – Red Line.................................................. TAKEOFF
1149°C – Orange radial..................................... START LIMIT
Exhaust Gas Temperature (See Figure 2-10A)
(Installed in place of ITT gage in aircraft modified with the TPE-
331-10 engines)
770°C – START.................................................. MAX RED LINE
Yellow Arc................................. NORMAL OPERATING RANGE
(Per EGT Limit Chart)
Engine Gage Unit (See Figure 2-11)
Oil Temperature
-40°C – Red Line..................................................... MINIMUM
-40 to +55°C – Yellow Arc....................................... CAUTION
+55 to +110°C – Green Arc................................... NORMAL
+110°C – 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
50 to 120 PSI – Green Arc..................................... NORMAL
Fuel Pressure
15 PSI – Red Line.................................................. MINIMUM
15 to 25 PSI – Yellow Arc........................................ CAUTION
25 to 80 PSI – Green Arc....................................... NORMAL
80 to 90 PSI – Yellow Arc........................................ CAUTION
90 PSI – Red Line...................................................MAXIMUM

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-31

 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 configura-
tion. 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 oper-
ations. Maximum allowable
pointer (striped) set at 0.52 M
with a stop at 243 KIAS maxi-
mum.

IAS

260 40

AIRSPEED 60
KNOTS
200 80

100
160
140 120

2-32 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 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 Speed246
Speed for transition to Balked Landing Conditions 99
Minimum Speed During Sustained Icing Conditions 149
Maximum Demonstrated Crosswind Velocity 23 Knots

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-33

Airspeed Limitations (con't)
SPEED KCAS KIAS REMARKS
Maneuvering VA * 149 (10,325 lb.) 148 Do not make abrupt control movements
139 (8750 lb.) 167 above this speed. To do so could result in
130 (7500 lb.) 128 structural damage and possible loss of
119 (6000 lb.) 117 airplane.
Maximum Flap extended
VFE 180 (20°) 180 Do not exceed this speed of the given flap
140 (40°) 140 setting.

Maximum Landing Gear Do not exceed his speed with gear

Operating VLO 200 201 extended.

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 op-
erating 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 en-
gine inoperative at sea level, standard day
conditions and 10,325 lbs weight.

Recommended Safe 98 95 Inflight engine cuts below this are

One Engine Inoperative prohibited
VSSE

Max Operating MMO Do not exceed this airspeed or

(Mach Number) 0.52 -- Mach number in any operation.

VMO* (Knots)
Altitude (feet)
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

Maximum Landing Light 156 155 Do not extend landing lights above this
Extension speed or exceed this speed with landing
lights extended.
* Straight Line Variation between Points

2-34 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Quick Reference
Aircraft Operation Limitation Approved Gross Weight –

Center of Gravity Envelope (690B 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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-35

 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 G’s
Landing Gear DOWN, Wing Flaps 40° + 2.0 to 0.0 G’s
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.
Straight line variation between points.
Aft Limits:
218.64 inches aft of datum (30.39% MAC) at 10,375 lbs.
217.85 inches aft of datum (29.33% MAC) at 6267 lbs.
Variation between points:
Inches aft of datum = 219. 84 - (12,444 ÷ Weight)
Minimum Flying Weight:
214.575 inches aft of datum (24.93% MAC) at 6000 lbs.
Straight line variation between points.
See Weight and Balance Section (Manufacturers Data, Part III) for
Loading Schedule.

2-36 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Quick Reference
Placards

THIS AIRPLANE MUST BE OPER- AIRSPEED LIMITATIONS

ATED AS A NORMAL CATEGORY
MAX GEAR EXTENDED:
TYPE IN COMPLIANCE WITH THE
200 KNOTS
AIRPLANE MANUAL. ACRO-
BATICS AND INTENTIONAL SPINS MIN CONTROL ONE ENGINE:
ARE PROHIBITED. 86 KNOTS
SHUT OFF LEFT ENGINE WHEN MAX FULL MANEUVERING:
ENTERING AND LEAVING CABIN. 145 KNOTS
AUTOPILOT MUST BE OPERATED FLAP EXTENSION:
IN ACCORDANCE WITH APPROVED 20° FLAPS – MAX 180 KNOTS
FLIGHT MANUAL. 40° FLAPS – MAX 140 KNOTS
ICE PROTECTION ELECTRIC
HEATERS: GND. CHECK 30 SEC. MAX
CAUTION
DO NOT SMOKE OR IGNITE FLAME
DO NOT OPERATE BOOTS DURING
WITH OXYGEN SYSTEM IN USE.
T.O AND LDG.

Located at left side of pilot compartment.

LANDING PROP SYNC

WARNING
L R EXTEND ON ABRUPT CONTROL
MOVEMENTS ABOVE
O MANEUVER SPEED
F CAN RESULT IN
F DANGEROUS
OFF
STRUCTURAL
MUST BE OFF DAMAGE
OFF RETRACT
DURING TAKEOFF
DO NOT EXTEND ABOVE
156 KNOTS AND LANDING
Located on windshield
centerpost cover (per
Located on overhead switch Located on quadrant to the
panel below LANDING switches. Service Bulletin No. 205)
right of condition levers

WINDSHIELD OFF
ADJUST TO 22,500 FT
WHEN USING ALTITUDE MINIMUM
STANDBY COMPASS

Located near standby compass Located above oxygen regulator

S/N 11350 through 11483

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 2-37

Placards (con't)

WARNING STATIC SOURCE

FOR AVIATION EMERGENCY USE ONLY SWITCH
UNLICENSED OPERATION UNLAWFUL ALTERNATE
OPERATION IN VIOLATION OF FCC RULES
SUBJECT TO FINE OR LICENSE REVOCATION CAUTION
USE AIRSPEED
Located adjacent to Emergency Locator AND ALTIMETER
Transmitter Switch (if installed) CALIBRATION
WHEN USING
ALTERNATE
SOURCE
MODE AUTO TEMP
AUTO
OFF/RAM OVER -
AIR RIDE PRIMARY
COOL WARM

Located on right side of pilot compartment.

(S/N 11452 through 11521 which have not had
PRESSURIZATION NOT PERMITTED Service Letter No. 323 complied with.)
DURING TAKEOFF AND LANDING
(NOTE: S/N 11505,11506,11510, 11512, 11513
and 11515 havehad the intent of Service Letter
Located on environmental panel. No. 323 complied with at the factory).

STATIC SOURCE PRIMARY

CAUTION
USE AIRSPEED AND ALTIMETER
CALIBRATION WHEN USING Located at left side of pilot compartment
ALTERNATE SOURCE (Applicable to airplanes which have not had
ALTERNATE
Service Letter No. 323 complied with.)

APPLICABLE TO CO-PILOT AIRSPEED IND.

ALT (FTx1000) SL-10 21 23 25 27 29 31 Located adjacent to copilot’s airspeed
KCAS VMO 243 232 223 214 205 196 188
indicator. Not required if “max allowable”
airspeed indicator is installed.

ADJUST KNOB TO NO SMOKING

OFF ON
22,500 FT. ALT MIN. WHILE
FOR DEMAND MASK OXYGEN
OPERATION. TURN SYSTEM
CHECK PRESS & OFF AFTER
FLOW PRIOR TO USE. Located on oxygen regulator
TAKE OFF. (S/N 11484 and subsequent)

2-38 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Preflight Inspection

This preflight inspection is to be used with the Turbocommander

690A and 690B models. Differences between inspections for the
two models will be identified.
Preflight
An essential part of the preparations made before any flight is the
preflight inspection. During this inspection, verify the aircraft's
Inspection
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. 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 exte-
rior inspection follows; it begins at the cabin door, proceeds clock-
wise 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.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3A-1

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3A-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Preflight Inspection

Checklist Usage...........................................5
Preflight Inspection.....................................7
Table of
General.........................................................7
Contents
Interior Inspection.......................................8
Visual Inspection........................................................8

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3A-3

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3A-4 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Preflight Inspection

Checklist Usage
Tasks are executed in one of two ways:
Checklist
• as a sequence that uses the layout of the cockpit controls and
indicators as cues (i.e., “flow pattern”).
Usage
• as a sequence of tasks organized by event rather than panel
location (e.g., After Takeoff, Gear – RETRACT, Flaps - UP).
The placing of items in a flow pattern or series provides organiza-
tion 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 appro-
priate pilot responds by verifying its condition (e.g., Engine Anti-
Ice [challenge] –ON [response]).
Two elements are inherent in the execution of normal procedures:
• 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.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3A-5

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3A-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Preflight Inspection

Preflight Inspection
Preflight
General
1. All Surfaces.....................FREE FROM SNOW/ICE/FROST
Inspection
2. 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.
3. All Intakes/Exhausts.................................................CLEAR NOTE: If night flight is antici-
pated, check actual opera-
tion of navigation and strobe
lights.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 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
9. Fuel Quantity........................................................... CHECK
CAUTION: Ground operation
of ice protection electric 10. Trim Tabs.......................................................SET TO ZERO
heaters must be limited to 30 11. Lights and Ice Protection Heat.......................... CHECKED
seconds or less. If night IFR, or flight into icing conditions are anticipated,
the following must be physically or visually checked for
NOTE: Automatic overtem- proper orientation.
perature protection will pre- a. Left Pitot Heat
vent the fuel vent heaters b. Right Pitot Heat
from operation in warm ambi-
ent temperatures. 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 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Preflight Inspection

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Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3A-9

 Preflight Inspection Walkaround Path

B
F

3A-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Preflight Inspection

Exterior Inspection (Clockwise)

A 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. OAT probe ............................................................. CHECK
3. Entry Door, Bayonets and Seal............................... CHECK
4. Left Pitot head............. CHECK (cover removed and clear)
5. Left Windshield and Wiper .................................... CHECK
6. Nose Access Door................................................ SECURE
7. Nose Gear Doors and Wheel Well.......................... CHECK
8. Radome.................................................................. CHECK
9. Right Pitot Head...........CHECK (cover removed and clear)
10. Right Windshield and Wiper .................................. CHECK
11. Emergency Exit..................................................... SECURE
12. Static Port...................................................CHECK CLEAR

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3A-11

 B Right Engine
1. 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 the upper half of the e. Outboard Cowling and Scoops
FULL to ADD OIL zone of the f. Engine Drains Clear
dip stick when the oil is hot. g. Oil Cooler Clear and Condition
If the oil is cold, do not add
oil if the level is in the upper 2. Right Wing.............................................................. CHECK
half of the FULL to ADD OIL a. Leading Edge, Ice Protection Boot and
zone. 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 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Preflight Inspection

C 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. Inboard Cowling and Scoops................................. CHECK
5. † Ejector Pump Exhaust Port...................................CLEAR
6. Fuel Sump and Vents.......................... DRAIN and CHECK
7. Battery Vents............................................................CLEAR
8. Inboard Flap and Hinge Fairing............................. CHECK
9. Right Fuselage Static Ports.....................................CLEAR
10. 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 NOTE: Attempt to move rud-
a. Vertical and Horizontal Ice Protection Boots der. Resistance to movement
by the internal controls lock
b. Elevators and Tabs
should be encountered. If
c. External Rudder Gust Lock............. REMOVE (if installed) there is no resistance, the
d. Rudder and tab rudder control system may
e. Rudder Horn/Heater.................................... CLEARANCE have been damaged by the
wind.
f. Tail Cone................................................................ CHECK

† Applicable to 690B model only.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3A-13

NOTE: If an APU is connect-
ed, ensure that the door will
D Aft Left Fuselage
be secured after start com- 1. Left Static Ports........................................................CLEAR
pleted. Ensure the APU is 2. Ram Air Outlet......................................................... CHECK
regulated at 26 V DC, and is 3. Environmental Sys. Compartment
capable of providing a mini-
& Access Door........................................................ CHECK
mum of 16 volts DC and 800
amps during the starting 4. Battery Vents............................................................CLEAR
cycle. Observe APU amme- 5. APU Access Door...........................CHECKED & SECURE
ter during start. (S/N 11249,11269 and Subsq.)
6. Baggage Compartment . ....................................... CHECK
CAUTION: Do not use an a. Oxygen Pressure and shutoff valve safety wired OPEN
APU which produces in (S/N 11100 through 11208)
excess of 1000 amps during b. Baggage....................................................... SECURE
initial start sequence. Current
c. Baggage Door............................................. SECURE
greater than 1000 amps may
produce arcing which can 7. Inboard Flap and Hinge fairing.............................. CHECK
progress to damaged or
stuck star ter-generator
brushes.

3A-14 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Preflight Inspection

E Left Engine and Tailpipe

1. 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
NOTE: Flaps must be retract-
c. Emergency Gear Extension Pressure 425 to 525 psi
ed and system pressure zero
d. Hydraulic Accumulator and Shutoff valves for an accurate hydraulic
4. Hydraulic Quantity, Cap and Access Door............ CHECK quantity check.
5. Tail Pipe................................................................... CHECK
a. Remove dust cover, if installed
b. Condition and Clear
6. 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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3A-15

 F Left Engine
1. Left Engine...............................................................CHECK
a. Inlet Dust Cover......................... REMOVE, if installed
b. Engine Inlet, Compressor, Temp Sensor and
Moisture Drain
2. Prop and Spinner............ CHECK (Rotation and Condition)
Listen for unusual noises as prop is hand rotated.

3A-16 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

Normal operating procedures for Turbocommander 690A and

690B are presented in this section. In instances where the proce-
dures vary model to model, the differences are noted.
Normal
Limitations, cautions, and warnings are also included as appli-
cable. Requirements for cold weather operations are also
Procedures
addressed.

Chapter 3B

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3B-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

Checklist Usage.......................................... 5
Normal Procedures.................................... 7
Table of
Before Starting Engines............................................ 7 Contents
Starting Engines (690 A Model)................................ 9
Starting Engines (690 B Model).............................. 11
Before Taxi................................................. 14
Before Takeoff........................................... 17
Line Up...................................................... 18
Takeoff....................................................... 19
Climb.......................................................... 19
Cruise (690A Model)................................. 20
Cruise (690B Model)................................. 20
Descent...................................................... 21
Before Landing......................................... 21
Go-Around (Balked Landing).................. 22
Landing...................................................... 22
After Landing............................................ 23
Engine Shutdown..................................... 24
Systems Operation................................... 25
Engines...................................................... 25
Beta Lights............................................................... 25
Clearing Engines..................................................... 25
Negative Torque Sensor System Check (NTS)...... 25
Horsepower Indicating System.............................. 26
Horsepower Limiting System................................. 26
Propeller Synchronizer System.............................. 26
Oxygen System........................................ 27
Oxygen System....................... S/N 11100 thru 11248,
11250 thru 11268)..................................................... 27

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-3

 Oxygen System......(S/N 11249, 11269 and Subs and
B Model).................................................................... 28
Ice Protection Systems............................ 29
Surface Boots.......................................................... 29
Propeller Heat........................................................... 29
Engine Inlet Heat...................................................... 30
Windshield Heat....................................................... 30
Windshield Defog..................................................... 31
Auxiliary Ice Protection........................................... 31
Alternate Static Source........................................... 31
Battery Temperature Monitoring
System....................................................... 32
Temperature Indicator............................................. 32
Battery Select Switch.............................................. 32
Landing Gear/Brakes System.................. 33
Landing Gear Warning System............................... 33
Landing Gear Control.............................................. 33
Nose Wheel Steering............................................... 33
Parking Brake Control............................................. 33
Flap Control System................................. 34
Emergency Locator
Transmitter (Optional).............................. 34
Annunciator System ............................... 35
Annunciator System (cont'd) ................. 36
Annunciator System (cont'd) ................. 37
Noise Abatement...................................... 38
Flight In Icing Conditions........................ 39

3B-4 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

Checklist Usage
Tasks are executed in one of two ways:
Checklist
• as a sequence that uses the layout of the cockpit controls and
indicators as cues (i.e., “flow pattern”).
Usage
• as a sequence of tasks organized by event rather than panel
location (e.g., After Takeoff, Gear – RETRACT, Flaps - UP).
The placing of items in a flow pattern or series provides organiza-
tion 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 appro-
priate pilot responds by verifying its condition (e.g., Engine Anti-
Ice [challenge] –ON [response]).
Two elements are inherent in the execution of normal procedures:
• 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.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-5

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3B-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

Normal Procedures
Before Starting Engines
Normal
1. Exterior Inspection........................................... COMPLETE Procedures
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
a. Bleed Select Switch..................................... NORMAL NOTE: The switch may be
b. Depressurize Switch.................................... NORMAL labeled MAX HEAT/GND COOL.
Function remains the same on all
c. Max Flow/Ground Cool Switch.................... NORMAL aircraft.
d. Mode Selector Switch.......................... OFF/RAM AIR
e. Auto Temperature Selector................. AS REQUIRED NOTE: Cabin can pressurize on
f. Pressurization Controller.......................................SET, the ground when the bleed air is on
if the CABIN DEPRESS circuit
Cabin Altitude and Rate breaker is tripped
g. Pressurization Instruments
1) Cabin Rate of Climb..................................... ZERO CAUTION: Cooling Unit damage
2) Cabin Differential Pressure ......................... ZERO may result if the environmental sys-
tem is operated on the ground with
3) Cabin Altitude..... CHECK, Field Pressure Altitude the ground blower inoperative
8. *Start Select Switch ....................................SER/PAR/GPU
9. Landing Gear Control Lever........... DOWN and LATCHED CAUTION: * Engine start must
not be attempted with Battery
10. Horsepower Indicators ........................................... 700 HP
Select Switch in either Position 1 or
11. Engine Control Switches................................ ENGINE OFF 2.
12. Overhead Panel Switches...................... OFF or NORMAL
a. Parallel (PAR), when OAT is between 0°C and +32°C
or starting warm engines. Allow amperage to decrease
to less than 250 amps before starting second engine.
Operating generator is left on. NOTE: Minimize electrical load
b. Series (SER), when OAT is below 0°C or above +32°C. prior to starting engines. All non-
Series will improve starting capability in cold and hot essential electrical equipment
environmental conditions. Allow amperage to decrease should be off.
to less than 250 amps before starting second engine.
Second engine may be started in PAR.
13. External Power Switch ............................... AS REQUIRED CAUTION: When making
Recommend an APU start be made when OAT is-12°C or SERIES starts the operating gen-
below. Distribution bus annunciators (2) illuminated. erator must be OFF prior to starting
the second engine
* Applicable to 690A model only.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-7

 14. Battery starts:
Battery Switch ...............................................................ON
Distribution bus annunciators (2)............ EXTINGUISHED
BAT HOT annunciator........................ NOT ILLUMINATED
15. Generator Switches ................ OFF, While Starting Engine
GEN OFF Annunciators Illuminated
CAUTION: Generator switch, of
the engine being started, must be 16. Distribution and Control Bus Tie . ............................. OPEN
in the OFF position. 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
24. Flap Control Lever ......................................................... UP
25. Circuit Breaker Panel ............................................. CHECK
Two tie breakers tripped, remaining breakers set.
CAUTION: BUS TIE circuit 26. Oxygen System:...................................................... CHECK
breakers (2) shall be tripped, and
(Flights at Altitudes >13.000 Ft.)
the BUS TIE switch shall be open
during normal electrical system (690A Model S/N 11100 thru 11248, 11250 thru 11268)
operation. The bus tie circuit a. Oxygen Mask Compartment Door . .................. OPEN
breakers and bus tie switch are
provided as an alternate means of b. Oxygen Regulator . ....................... SET (Clockwise to
powering a bus in the event of approx. 20, 000 Ft.)
electrical distribution system fail- c. Oxygen Mask . ................ DON. (Inspect for damage)
ure. 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 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

(690A Model S/N 11249, 11269 and Subs and 690B

model).
a. Oxygen Regulator . ........................ SET (clockwise to
22,500 Ft. or higher).
WARNING: The manual oxygen
b. Oxygen Mask . ...............DON and set to 100 percent regulator must always be set to
(Inspect for damage) Inline pressure indicator 22,500 feet or above for proper
should indicate green. use of the crew diluter demand
oxygen system.
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.
Starting Engines (690 A Model)
1. External Power Switch............................... AS REQUIRED
2. Battery Switch.................................................................ON
3. If Custom Kit No. 139 is installed: NOTE: On the -5 engine, the
maximum ITT for initiating start is
a. Press AUTO-lGN RELIGHT test switch to the left L IGN 300°C. The engine may be
light shall illuminate motored to reduce ITT by holding
the Ignition Override/Motor switch
b. Press AUTO-IGN RELIGHT test switch to the right - R
in the MOTOR position while the
-IGN light shall illuminate Engine Control switch is placed in
4. Anti-Collision Light Switch..............................................ON the GND-START RUN position.
Engine will not start as fuel and
5. Inter Turbine Temperatures (ITT)................ BELOW 300°C ignition are not made available.
6. Condition Levers . ................................................. LO RPM When the ITT drops below 300°C,
the start cycle may be completed
7. Power Levers........................................................FLT IDLE by releasing the Ignition Override/
8. Fuel and Hydraulic Shutoff Switches . ..................... NORM Motor switch.
9. Ignition Override/Motor Switch...NORM (ignition lights out) On the -10 engine, the maximum
EGT is 770°.
10. Horsepower Limiting System.OFF (annunciator illuminated)
11. Propellers............................ CLEAR and UNFEATHERED
a. If feathered, proceed as follows:
b. Power Lever............................................... REVERSE.
c. Engine Control Switch..................... AIR-START RUN
(observe that propeller blades move from feathered
to locked)
d. Engine Control Switch........................................... OFF
e. Power Lever.......................................... FLIGHT IDLE

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-9

 12. Engine Control Switch ....... FUEL PUMP ON (15 PSI min)
CAUTION: If the NTS is unsatis-
factory, correct the fault before- 13. NTS System .......................................................... CHECK
flight.
(complete the NTS system check prior to first flight of the day)
a. NTS Test Switch ...................... DEPRESS and HOLD
NOTE: The rotary switch must be
depressed before it can be rotated b. Engine Control Switch...................... AIR-START RUN
to GND-START RUN position. This Observe illumination of NTS light
position engages the starter.
Ignition operation can be moni- 14. Engine Control Switch........................... GND-START RUN
tored by illumination of the ignition As start is initiated, observe that NTS light extinguishes indi-
annunciator light on the engine
control panel.
cating that the torque sensor has moved to the negative
torque position.
a. NTS Test Switch ......................................... RELEASE
NOTE: If engine light off has not
occurred by approximately 15 per- 15. Inter Turbine Temperature -................................ MONITOR
cent RPM, place the ignition over- • Dash 5 engine - Starting limit 1149°C
ride/motor switch to IGN OVRD.
Return the switch to NORM at 50 • Dash 10 engine (EGT) - Starting Limit 770°C
percent. If light off is not indicated
by a rise in ITT within approximate-
ly 10 seconds after ignition over-
ride is selected, abort the start by
placing the engine control switch
to ENG OFF and returning the igni-
tion override; motor switch to
NORM.

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: 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 fail-
ure.

3B-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

Starting Engines (690 B Model)

1. External Power Switch............................... AS REQUIRED
2. Battery Switch.................................................................ON CAUTION: If engine is to be
restarted within 10 to 45 minutes
3. If Custom Kit No. 139 is installed: after shutdown, observe engine
a. Press AUTO-lGN RELIGHT test switch to the left compressor and slowly move pro-
L IGN light shall illuminate peller until compressor rotates one
b. Press AUTO-IGN RELIGHT test switch to the right half (1/2) revolution. Propeller tip
will move approximately six (6)
R -IGN light shall illuminate inches. This should be done
4. Anti-Collision Light Switch..............................................ON approximately ten (10) minutes
prior to restart.
5. Inter Turbine Temperatures (ITT)................ BELOW 300°C
The maximum ITT for initiating start is 300°C. It may be
reduced by motoring the engine with the fuel and ignition CAUTION: To prevent damage
systems off. To motor engine proceed as follows: to start switching system, depress
a. Engine Control Switch ................................ ENG OFF and hold IGN OVRD/MOTOR
b. IGN OVRD/MOTOR switch............. MOTOR. Depress switch in MOTOR switch in MOTOR
position before moving Engine
and Hold
Control Switch out of ENG OFF
c. Engine Control Switch.................... GND-START RUN position.
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. NOTE: Observe starter duty
cycle.
e. Repeat steps b, c, and d above until ITT is
below 300°C.
f. When ITT decreases below 300°C, return ENGINE
control Switch to ENG OFF, release MOTOR switch
and proceed with normal start.
6. Condition Levers ........................................... LO RPM
7. Power Levers.................................................FLT IDLE
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
8. Fuel and Hydraulic Shutoff Switches . ..................... NORM
9. Ignition Override/Motor Switch...NORM (ignition lights out)
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)

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-11

CAUTION: If the NTS is unsatis- c. Engine Control Switch........................................... OFF
factory, correct the fault before- d. Power Lever.......................................... FLIGHT IDLE
flight.
12. Engine Control Switch ........ FUEL PUMP ON (15 PSI min)
NOTE: The rotary switch must be 13. NTS System .......................................................... CHECK
depressed before it can be rotated
to GND-START RUN position. This (complete the NTS system check prior to first flight of the
position engages the starter. day)
Ignition operation can be moni- a. NTS Test Switch ...................... DEPRESS and HOLD
tored by illumination of the ignition
annunciator light on the engine b. Engine Control Switch...................... AIR-START RUN
control panel. Observe illumination of NTS light
If engine light off has not occurred 14. Engine Control Switch........................... GND-START RUN
by approximately 15 percent RPM,
place the ignition override/motor As start is initiated, observe that NTS light extinguishes indi-
switch to IGN OVRD. Return the cating that the torque sensor has moved to the negative
switch to NORM at 50 percent. If torque position.
light off is not indicated by a rise in
ITT within approximately 10 sec- a. NTS Test Switch ......................................... RELEASE
onds after ignition override is 15. Inter Turbine Temperature................................... MONITOR
selected, abort the start by placing
the engine control switch to ENG • Dash 5 engine - Starting limit 1149°C
OFF and returning the ignition • Dash 10 engine (EGT) - Starting Limit 770°C
override; motor switch to NORM.

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
pilot’s 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
1149°C (start limit) and rising rap-
idly, immediately place condition
lever to ENGINE STOP AND
EMERGENCY FEATHER, then
place engine control switch to
ENG OFF. Exceeding 1149°C may
damage engine.

3B-12 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

16. Oil Pressure ................ CHECK (50 PSI min. at 70% RPM)
CAUTION: If oil pressure is not
17. Fuel Pressure .......................................... 25 PSI MINIMUM 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)
CAUTION: During SER starts the
21. Repeat steps 12 through 19 for starting second engine. operating generator must be OFF
prior to starting the second engine.
22. External Power Switch ................................................. OFF
(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....................................... +55°C MINIMUM
Ensure minimum temperature reached before increasing RPM
above 70% to avoid the possibility of fuel icing, and in the
interest of optimum lubrication.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-13

NOTE: The landing light annun- Before Taxi
ciator, adjacent to the landing light
1. Overhead Switches .................................. AS REQUIRED.
control switches, illuminates when
the landing lights are out of retract- a. Electrical (cabin bus must be ON to operate
ed position. right windshield wiper).
b. Lights
NOTE: For S/N 11249, 11269 and
subs. and 690 B model: Radio c. Avionics
Master Switch No.1 must be ON to 2. Nav/Comm Equipment .............................. AS REQUIRED
operate Inverter No.1 and Radio
Master Switch No. 2 must be ON 3. Flight Instruments................................................... CHECK
to operate Inverter No.2. 4. Engine Instruments ................................................ CHECK
NOTE: When ground cool is 5. Environmental System ........................................... CHECK
selected, regulated bleed air pres- a. Bleed Selector Switch.................................. NORMAL
sure and instrument vacuum may
drop below the green arc range. If b. Depressurization Switch.............................. NORMAL
GND COOL is operative and is c. Max Flow/Ground Cool Switch .......... AS REQUIRED
selected, place auto temp control
to full cold position. If MAX FLO is d. Mode Selector Switch....................................... AUTO
selected position auto temp control e. Auto Temp Control.............................. AS REQUIRED
as desired.
6. Circuit Breaker Panel.............................................. CHECK
CAUTION: Selection of environ- 7. NTS Check Valve Functional Test............... AS REQUIRED
mental functions on the ground is
not recommended unless the This test should be accomplished prior to the first flight of
ground blower is known to be the day. It may be performed with the propeller start locks
operating. Visually observe a cur- engaged or disengaged.
rent increase on cabin ammeter for
blower operation. Severe overheat-
a. Power Lever ................................................ FLT IDLE
ing and damage of ducts, heat b. Condition Lever .......................................................HI
exchanger, and cooling unit is pos-
sible.
c. NTS Test Switch .................... DEPRESS momentarily
690 A Model Only: Do not operate The NTS light should not illuminate. Repeat the test on
the environmental system in GRND the opposite engine.
COOL, with any one or both
engines above 80% RPM.

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 illu-

minates correct the fault before
flight.

3B-14 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

8. Overspeed Governor Check...................... AS REQUIRED

WARNING: When performing
The overspeed governor check should be performed prior this check the immediate area
to the first flight of the day and when engine shutdown and ahead of the aircraft must be clear
air starts are anticipated, any maintenance or adjustment in the event the propellers inadver-
has been performed, or there is any indication of malfunc- tently unlatch.
tion.
690 A Model:
CAUTION: Do not exceed
a. With the propeller on the start locks: 106%. If this limit is exceeded,
1) Condition Lever . .......................................HI RPM immediately move the power lever
to ground idle and shutdown the
Observe illumination of beta light, indicating engine. The engine must be
positive torque. removed if the limit is exceeded.
2) Power Lever ........................................ ADVANCE
(slowly to the maximum stop).
RPM must stabilize at 104.5 to 105.5%. Operation
NOTE: If the engine will not
between 101% and 105. 5% must be limited to 30 exceed approximately 100% RPM,
seconds maximum. and a significant horsepower rise
is noted, the propeller start locks
690 B Model: are probably not engaged.
a. With the propeller on the start locks:
1) Condition Lever . .......................................HI RPM NOTE: For S/N 11431, 11543
Observe illumination of beta light, indicating positive and subs. : Do not dwell in 103.0
torque. to 105.0% RPM range as engine
roughness may occur. This check
2) Power Lever ..................... ADVANCE slowly until is meant only to determine that the
further motion causes no increase overspeed governor will limit RPM
in fuel flow or RPM and then to acceptable limits and is not typ-
retard to GND IDLE. ical of actual overspeed operation.

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 sub-
sequent.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 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
WARNING: Ground operation of should be checked.
ice protection electric heaters must a. Windshield Heat ............................................ CHECK
be limited to 30 seconds, or less.
Physically check and note slight rise in aircraft amme-
ter when either LOW or HIGH Heat is selected.
CAUTION: If either the genera- b. Rudder Heat .................................................. CHECK
tor or propeller heat checks indi-
cate low amperage the possibility Note slight increase in aircraft ammeter when heat is
of partial failure of the Ice turned ON.
Protection. exists. c. Engine Inlet Heat........................................... CHECK
Observe annunciators (ENG INLET) illuminate and a
NOTE: Two minutes are required slight decrease in horsepower and fuel flow when the
for the timer to cycle through both heat is on.
elements of both props. During the d. Generator Inlet Heat ..................................... CHECK
cycle each element heats for
approximately 30 seconds.
Hold the Ice Protection AMPS selector switch in the
GEN position and observe 12 to 18 amperes with the
heat on.
NOTE: Operation of the surface e. Propeller Heat................................................. CHECK
deice boots should be checked
prior to encountering icing condi- Observe 14 to 18 amperes on the Ice Protection
tions, while on the ground or in ammeter with propeller heat on.
flight, when the OAT is above f. Regulated Pressure Gage.............................. CHECK
-40°F (-40°C).
Should indicate in the GREEN arc.
NOTE: When operating through g. Boots One Cycle . ......................................... CHECK
standing water or slush, at speeds Observe inflation and deflation of boots.
below 40 KIAS, it may desirable to
h. Boots Manual.................................................. CHECK
use FLT IDLE rather than GND
IDLE or REVERSE in order to mini- Observe inflation and deflation of boots.
mize the possibility of water inges- 12. Parking Brake............................................................... OFF
tion due to splash from main wheel.

3B-16 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

Before Takeoff NOTE: For Fwd. C G. Takeoff trim

aircraft NOSE-UP until annunciator
1. Predicted HP and Fuel Flow ..........................DETERMINE
TRIM illuminates. Then trim aircraft
(see Section IV - 690A; Section V - 690B of Pilot’s Operating NOSE-DOWN until annunciator
Handbook). TRIM just extinguishes.
2. Flight Controls . ........................ FREE and FULL TRAVEL For Aft C.G. Takeoff trim aircraft
NOSE-DOWN until annunciator
3. Trim Tabs . ............................. SET for takeoff. Annunciator TRIM illuminates. Then trim aircraft
Light Extinguished NOSE-UP until annunciator TRIM
just extinguishes.
4. 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. CAUTION: Do not increase
9. Oxygen Regulator . ........................................... RECHECK engine speed above 80 percent
RPM until GND COOL (if operative)
Set to expected aircraft cruise altitude. (S/N 11100 thru and MAX FLO annunciators are
11248, 11250 thru 11268). extinguished. (Approximately 40
10. Oxygen Regulator.............................................. RECHECK seconds after switch is placed in
NORMAL.)
(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 NOTE: If an instrument departure
is anticipated, allow several min-
22,500 feet. utes of operation with the Ground
11. Engine Control Frictions............................................... SET Cool/Max Flow Switch in the
NORMAL position. This will allow
12. Prop Sync Switch . ....................................................... OFF the suction powered gyros to come
13. Flap Control Lever ......................................................... UP to their normal speed prior to take-
off.
14. Horsepower Limiting System...................CHECK and SET
System test should be accomplished at intervals of approx-
imately 10 flight hours. CAUTION: Pressurization not
permitted during takeoff and land-
a. Condition Lever ..............................................HI RPM ing.
b. Power Lever........... ADVANCE (to obtain 100% RPM)
c. Horsepower Limit Switch.................................... TEST
NOTE: If the test is unsatisfactory
Depress momentarily until a reduction of fuel flow and the system may be disabled by
RPM is noted. Do not allow engine RPM to decay placing the horsepower limit switch
below 67 percent. Set switch ON or OFF as desired. in the OFF position. Maximum
power must be manually con-
15. Emergency Locator Transmitter (ELT)........................ ARM trolled.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-17

WARNING: A water or slush Line Up
induced flame-out may occur if
takeoffs are attempted on runways 1. Ice Protection . .......................................... AS REQUIRED.
with standing water, slush or loose When the temperature is +5°C, or below and there is visible
powdery snow. Ignition override moisture present, all appropriate ice protection must be
recommended ON. Observe time
limits.
turned on as follows:
a. Windshield Heat, Left and Right.
NOTE: Boots should be operated b. Rudder Heat.
ONE CY or MAN, in flight, when-
c. Engine Inlet Heat, Left and Right.
ever ice builds up to approximate-
ly 1/2 inch. d. Pitot - Fuel Vent Heat, Left and Right.
e. Generator Inlet Heat.
CAUTION: Do not operate Ice
Protection heat when ambient tem- f. Propeller Heat.
peratures are above +5°C. g. Wing Ice Lights.
If defog blower fails, or if there is h. * Defog Control (S/N 11100 thru 11248,
no air flow at either defog outlet,
turn defog blower switch Off. If air- 11250 thru 11268).
craft equipped with side window i. Defog Blower. - Check pilot and copilot side
defog heaters (factory installed
S/N 11517 and subs.) failure to
window for air flow.
turn blower switch off will result in 2. Power Levers..................................................... GND IDLE
heating overtemp. Operation with-
out air flow for longer than 4 to 5
3. Condition Levers . .................................................. HI-RPM
minutes will result in smoke in the 690A Model: 96 to 97%
cockpit. 690B Model: 96.5 to 97.5%
(Underspeed Governor Check)
WARNING: Do not operate
boots during takeoff and landing. 4. Ignition Override ..................................... ON, As Required
5. Power Levers.................... ADVANCE to maximum power,
WARNING: If standing water, 690A Model: 99.5 to 100.5% RPM
slush or loose powdery snow is 690 B Model: 99.0 to 100.5% RPM
observed on the runway, it is rec-
ommended that the ignition over- Observe 717.5 HP and/or 923°C limit(s). Predicted horse-
ride switch be placed in the ON power and fuel flow should be attained.
position to minimize the possibility 6. Beta Lights . ............................................. EXTINGUISHED
of a flame-out during the takeoff.
Observe ignition override time 7. Engine Instruments................................................. CHECK
limitations.

* Applicable to 690A model only.

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 dem-
onstrated during certification tests
was 23 knots.

3B-18 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

Takeoff
1. Takeoff and Climb Speed........................................ATTAIN
2. Landing Gear Control Lever .......................................... UP

Climb
1. Climb Speed................................... 139 KIAS (to 5000 Ft.). WARNING: Abnormal cabin
pressure fluctuations after takeoff
Scheduled climb speed thereafter (minus 1 KT per 1000 Ft. (cabin rate of climb ± 1500 - 2000
above 5000 ft.). FPM) indicate the possibility of a
safety/outflow valve malfunction.
2. Ignition Override...................................OFF, As Applicable Immediately place
3. Power Levers ............................................ AS REQUIRED Depressurization switch to
DEPRESS and have valves
A climb at Maximum Recommended Climb Power (MRCP) inspected before further pressur-
may be made at 717.5 HP/885°C ITT at 96 percent RPM. ized flight. A dual valve failure can
4. Condition Levers........................................ AS REQUIRED result in a cabin over-pressure
condition.
5. Prop Sync Switch . .................................... AS REQUIRED
6. Pressurization Instruments................................. MONITOR
Monitor cabin altitude and differential pressures periodi-
cally during climb and cruise.
7. Oxygen System..... Remove pilot and copilot oxygen mask
compartment doors when operating
above 25,000 feet flight altitude WARNING: CABIN LO PRESS
(S/N 11100 thru 11248, 11250 thru 11268) light illuminated indicates lack or
8. Ground Cool/Max Flow Switch .......................... MAX FLO loss of pressurization for operation
if additional heat is required. within safe limits and emergency
oxygen should be used immedi-
9. Ice Protection . ........................................... AS REQUIRED ately.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-19

 Cruise (690A Model)
CAUTION: In flight do not 1. Power Levers ............................................. AS REQUIRED
reduce engine RPM below 96%. Maximum Recommended Cruise Power (MRCP) is 717. 5
HP/885°C ITT at 96% RPM.
2. Condition Levers......................................... AS REQUIRED
3. Ice Protection . .......................................... AS REQUIRED.
WARNING: If the oxygen sys- 4. Oxygen System
tem is depleted to 1000 PSI, an To assure availability of emergency oxygen, the system may
immediate emergency descent to be used for supplemental oxygen only when the oxygen
below 13,000 feet must be accom-
pressure gage reads above 1,000 PSI. For S/N 11100 thru
plished in the event of loss of cabin
pressurization. 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 1. Power Levers ............................................. AS REQUIRED
reduce engine RPM below 96%.
Maximum Recommended Cruise Power (MRCP) is 717. 5
HP/905°C ITT at 96% RPM.
NOTE: If flight in severe turbu- 2. Condition Levers......................................... AS REQUIRED
lence is encountered or cannot be
avoided, the following procedure 3. Ice Protection . .......................................... AS REQUIRED.
is recommended: 4. Oxygen System
Avoid control action which could
give rapid changes in attitude, alti-
To assure availability of emergency oxygen, the system may
tude or airspeed; whenever pos- be used for supplemental oxygen only when the oxygen
sible, achieve steady flight condi- pressure gage reads above 1,000 PSI. The altitude adjust-
tions prior to entry into turbulence. ing valve must remain at 22,500 ft. minimum regulated set-
Flaps should be fully retracted and ting.
autopilot disengaged.
Slow to VA speed, keep pilot con-
trol movements to a minimum and
fly a straight course through the
turbulence, as far as practicable
concentrating on attitude and dis-
regarding altitude

WARNING: If the oxygen sys-

tem is depleted to 1000 PSI, an
immediate emergency descent to
below 13,000 feet must be accom-
plished in the event of loss of cabin
pressurization.

3B-20 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

Descent WARNING: Power levers are not

1. Cabin Altitude Control................ SET 1000 feet above field to be retarded aft of the flight idle
stops in flight. The NTS system and
elevation, or higher propeller governing are disabled
2. Power Levers............................................. AS REQUIRED when the power levers are aft of
the flight idle stop.
3. Annunciator Panel........................ TEST all indicator lights.
4. Ice Protection............................................. AS REQUIRED.

Before Landing CAUTION: Pressurization not

1. Cabin Differential Pressure Gage................ CHECK ZERO permitted during takeoff and land-
ing.
2. Ground Cool/Max Flow Switch............................ NORMAL
3. Condition Levers . ...................................................HI RPM
NOTE: It may be necessary to
4. Prop Sync Switch.......................................................... OFF reduce the airspeed to less than
5. Landing Gear Control Lever........... DOWN and LATCHED 180 KIAS to allow the main landing
200 KIAS maximum. gear to complete its extension
cycle. Landing gear extension may
a. Gear Safe Lights.................................. ILLUMINATED be initiated at 202 KIAS 690A;
b. Gear Unsafe Light............................. EXTINGUISHED 201 KIAS 690B.
c. Gear Warning Horn . ...................................... SILENT
6. Flaps........................................................... AS REQUIRED NOTE: Limiting airspeed for flap
selection and operation:
7. Hydraulic Pressure....................................900 to 1075 PSI
690A MODEL
8. Ignition Override........................................ ON, as required One Half Flaps (20°) 181 KIAS
9. Ice Protection . ........................................... AS REQUIRED Full Flaps (40°) 141 KIAS
690B MODEL
One Half Flaps (20°) 180 KIAS
Full Flaps (40°) 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.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 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 923°C limit(s).
2. Climb Speed ............................ATTAIN. Best rate-of-climb
speed 99 KIAS
3. 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

WARNING: Do not raise flight Landing

idle locks until after touchdown. 1. Touchdown.................................................... CONFIRMED
2. Power Levers............. GND IDLE (condition lever HI RPM)
NOTE: Do not enter reverse a. Beta Lights (2) .................................... ILLUMINATED
range with beta light(s) extin-
guished. 3. Reverse Power............................................ AS REQUIRED
4. Brakes......................................................... AS REQUIRED
CAUTION: Full reverse is limited
to 500 HP at or above 95% RPM,
with speed less than 90 KIAS and
OAT below +32°C.
Reduce max allowed airspeed 2
knots for each one degree above
+32°C. Reduce reverse thrust pro-
portionally 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 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

After Landing
1. Power Levers ............................................ AS REQUIRED
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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-23

NOTE: Turning engine control Engine Shutdown
switch OFF before turning genera-
1. Parking Brakes ............................................................ SET
tor switch OFF will unnecessarily
break and make generator line and 2. Environmental Mode Selector . ................... OFF/RAM AIR
field relay contacts, thereby reduc-
3. Condition Levers.................................................... LO RPM
ing contact service life.
4. Power Levers...................................................... GND IDLE
NOTE: Engine RPM should Operate at taxi power for at least 3 minutes (including taxi
increase approximately 5% with time), prior to shutdown.
placement of the engine control
switch to the ENG OFF position, 5. Generator Switch ........... OFF (for engine to be shutdown)
then decrease when the manifold 6. If Custom Kit No. 139 is installed:
fuel is depleted.
a. Press AUTO-IGN RELIGHT test switch to the right. Turn
CAUTION: Placing the engine R-START switch to “OFF” (verify the moment, within one
control switch to the ENG OFF or two seconds, the engine starts to decrease in RPM.
position following manual shut- the R-IGN light illuminates.
down (condition lever to FEATHER
position), will result in a fuel accu- b. Press AUTO-IGN RELIGHT test switch to the left. Turn
mulation in the plenum and may L-START switch to “OFF” (verify the moment, within one
result in smoke and a loud pop-
ping sound. It is recommended
or two seconds, the engine starts to decrease in RPM,
that the engine control switch not the L-IGN light illuminates.
be placed in the ENG OFF position 7. Engine Control Switch .................................. ENGINE OFF
until engine cools well below
300°C to prevent combustion. (shutdown engine started first)
8. Power Lever..............................................FULL REVERSE
NOTE: If power lever is not (Before RPM drops below 50%,
placed in reverse the propeller will
to engage propeller blade start locks)
feather.
Monitor engine for unusual noises.
WARNING: Do not open the 9. Hydraulic Pump ..................................................... CHECK
cabin door until the left propeller
stops rotating.
After propeller stops rotating cycle flaps to check the ade-
quacy of the operating hydraulic pump; 900 to 1075 PSI.
NOTE: The battery switch must 10. Remaining engine........................................... SHUTDOWN
be OFF, or the cabin door switch (repeat steps 5., 7. and 8.)
must be placed in the UNLOCK
position before the cabin door can 11. Overhead Switches ................................... AS REQUIRED
be opened. The door annunciator 12. Power Levers....................................................... FLT IDLE
will illuminate if the battery is ON
and entry door is not secure or the 13. Parking Brakes ............................................................ OFF
door lock switch is in the UNLOCK
position. 14. Battery Switch .............................................................. OFF
15. Oxygen Regulators....................................................... OFF
CAUTION: If engine is to be 16. Control Locks, Pitot Covers,
restarted within 10 to 45 minutes
after shutdown, observe engine Inlet Dust Covers and Wheel Chocks................... INSTALL
compressor and slowly move pro- Allow a minimum of 10 minutes cool-down before installing
peller until compressor rotates one
half revolution. Propeller tip will
inlet dust covers.
move approximately six (6) inches.
This should be done approximate-
ly ten (10) minutes prior to restart.

3B-24 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

Systems Operation
Systems
Engines
To insure that the engine accelerates properly when operating with
Operation
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%.
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)
NOTE: A normal start can be ini-
2. Engine Control Switch .................. GROUND-START RUN tiated by allowing the ignition
(to approximately 20 percent RPM) switch to return to normal while the
engine control switch is in the
3. Engine Control Switch.................................... ENGINE OFF GROUND-START RUN position,
4. Ignition Switch...................................................... NORMAL however, inter turbine temperature
must be less than 300°C.
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 accel- WARNING: Do not actuate NTS
erates following lightoff, negative torque gradually decreases. The test switch in flight.
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.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-25

 Horsepower Indicating System
The horsepower indicator should read exactly 700 HP with electri-
cal 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 exceed-
ing the ITT limit of 923°C. The system incorporates an ON/OFF/
TEST switch in each engine control panel. An annunciator, adja-
cent to each system switch, will illuminate when the switch is off.
System test should be accomplished at intervals of approximate-
ly ten flight hours.
Propeller Synchronizer System
This system maintains the blades of one propeller at a predeter-
mined 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 max-
imum RPM on the right engine during single engine operation,
advance the condition lever full forward and turn the prop sync
off.

3B-26 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

Oxygen System

Personnel Duration in Hours and Minutes at the following O2 Regulator Altitudes

Using
Oxygen 8000 FT 10,000 FT 15,000 FT 20,000 FT 25,000 FT 30,000 FT

1 8-40 7-05 5-12 4-06 3-12 2-42
2 4-18 3-30 2-46 2-00 1-36 1-18
3 2-48 2-18 1-42 1-18 1-00 0-54
4 2-06 1-47 1-12 1-00 0-46 0-40
5 1-42 1-24 1-00 0-52 0-38 0-33
6 1-24 1-06 0-51 0-40 0-30 0-27
7 1-12 1-00 0-43 0-35 0-27 0-23
8 1-00 0-51 0-38 0-30 0-24 0-20
9 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)

Oxygen System
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 con-
tains 22.0 cubic feet of oxygen at 1800 PSI. Automatic regulation NOTE: Oxygen flow to oxygen
of oxygen flow to the oxygen outlets is accomplished by adjusting masks may be increased by
the oxygen altitude gage to cabin altitude with the oxygen altitude selecting a higher altitude on the
oxygen altitude gage.
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.
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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-27

 Oxygen System
(S/N 11249, 11269 and Subs and B Model)
(See Table 3B-A for Oxygen Usage Chart)
Oxygen for the flight crew and passengers is supplied from an
oxygen 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 mount-
ed 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 manu-
ally opened in the passenger area.
Normal Operation (Crew)
1. Oxygen Mask............................................................... DON
WARNING: Manual oxygen reg-
ulator must be set to22,500 feet or 2. Oxygen Altitude Gage...........................................ADJUST
above to provide crew oxygen. (22,500 ft. to 30,000 ft. as required by cabin altitude)
3. 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)
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

3B-28 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

Ice Protection Systems WARNING: All ice protection

systems should be checked prior
Ice protection for the aircraft is provided by pneumatic boots on
to flight if icing conditions are
the wing and empennage leading edges and by heat in other anticipated.
areas. All ice protection controls are located in the ice protection
group in the overhead panel All control switches are circuit break-
er switches except for the boots and windshield heat which have
WARNING: All ice protection
circuit protection on the main circuit breaker panel. heat should be turned on prior to
Surface Boots or as soon as icing conditions are
encountered, i.e., outside air tem-
The BOOTS control switch provides for either one cycle or manu- perature below +5°C and visible
al operation. One cycle utilizes a timer, and manual operation moisture.
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. NOTE: Operation of the surface
deice boots should be checked
After completion of one cycle the pilot may re-energize the one prior to encountering icing condi-
cycle, at his discretion. Manual operation inflates both the wing tions, while on the ground or in
and the empennage boots whenever the MAN position is flight, when the OAT is above -40°F
depressed. The boots are deflated when the switch is released. (-40°C).
It is recommended that the surface boots be operated when an
ice accumulation on the leading edge is approximately 1/2 inch. CAUTION: Limit actuation of the
Wing ice lights are provided to observe ice accumulation at night. 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 pres-
sure, and denotes the operating condition of the pressure regula-
tor. Normal operation of the wing and empennage boots is indi-
cated when bleed air pressure is within the green arc of the
pressure gage. Should the pressure gage indicate within the yel-
low arc (denoting deterioration of pressure) during a flight, opera-
tion of the boots may be continued; however, the pressure regula-
tor 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 nor- CAUTION: Ambient tempera-
tures must be below + 5°C for con-
mally in the PROP position. With the heat ON, the ammeter must tinuous operation of the propeller
indicate 14 to 18 amps. A total of 2 minutes is required to cycle heat.
through both elements of both propellers.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-29

 Engine Inlet Heat
CAUTION: If OAT is above Operation of engine heat is indicated by illumination of annuncia-
+5°C, limit engine inlet heat opera- tors. Also, a slight decrease in horsepower and fuel flow will be
tional checks to 10 seconds. noted. Operation of the engine inlet heat must be initiated prior to
entering icing conditions.
WARNING: When icing condi- If Custom Kit No. 139 is installed, this airplane is equipped with
tions may be encountered, do not an Automatic Ignition system. In the event engine flameout occurs
delay operation of the engine inlet with Manual IGN OVRD in Off position, Automatic Ignition System
heat system. Turn the systems on should activate.
before any ice accumulates.
Engine inlet heat must be on if Windshield Heat
icing conditions exist or are antici-
pated. Windshield heat is checked by noting a slight increase on the
If icing conditions are inadvertent- aircraft ammeter, after the switch is placed in the HIGH or LOW
ly encountered, activate ignition position, and by physically noting a heat rise on the windshield.
override and turn on engine inlet The heated portion of the windshield does not cover the complete
heat systems one at a time. Ensure area covered by the windshield wipers. Wipers need not be used
proper operation of the first engine during icing conditions.
before activating the inlet heat sys-
tem for the second engine. When
continued engine operation is
assured, return ignition switch to
normal. Observe ignition override
time limitations.

CAUTION: Operation of the igni-

tion 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 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 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 instru-
ment 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 auxil-
iary ice protection:
1. Rudder:
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.
2. Left Pitot-Fuel Vent:
Controls heat for the left pitot, left fuel vent, and the alternate
or copilot’s static source. These may be physically checked
for heating, prior to flight.
3. Right Pitot- Fuel Vent:
Controls heat for the right pitot, right fuel vent, and stall
warning switch. These may be physically checked for heat-
ing, prior to flight.
4. Generator Inlet:
Controls heat for the generator cooling air inlets. Operation CAUTION: Do not operate aux-
of the generator inlet heat can be monitored on the ICE iliary ice protection on the ground
for more than 30 seconds maxi-
PROTECTION ammeter when the ammeter selection switch
mum.
is held in the GEN position. With generator heat on, the
ammeter should indicate between 12 and 18 amps.
Alternate Static Source
On airplanes which have not had Service Letter No. 323 complied
with an alternate source for instrument static pressure is provided NOTE: Operation of the ignition
system in conditions other than
for use in the event the primary static source becomes unreliable.
normal starting will reduce ignition
The selector control in is located just below the pilot’s panel on the plug life.
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.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 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
120°F. A red annunciator labeled HOT illuminates if the tempera-
ture of either battery reaches 150°F. 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 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 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 but-
ton, which is located on the subpanel near the landing gear posi-
tion 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 cor-
responding 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 pres-
sure 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:
690A Model: Depress and hold the toe brakes while rotat-
ing 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:
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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 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 trans-
mitter mounted just inside the environmental access door. Its pur-
pose 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 trans-
mitter may be remotely controlled from the pilot cockpit location.
One of two systems may be installed:
RESCU 88 system’s 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 system’s 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 posi-
tion to accomplish ground test. After this check the switch
should be placed in ARM position.
It is recommended that the transmitter be checked, following land-
ing 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:
Tests should be no longer than three audio sweeps.
Tests should be conducted only within the time period
made up of the first five minutes after any hour.
If the operational test must be made at a time not includ-
ed within the first five minutes after the hour, the test(s)
should be coordinated with the closest FAA tower or
flight service station.

3B-34 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures
Annunciator System

LEFT CABIN LT&B L ENG L BETA BETA R R ENG RIGHT

LO PRESS CHIP CHIP
F ENG ENG F
TEST I TRIM BAT HOT L R I
MAX INLET INLET
R R
E FLO PROP SYNC LOW FUEL L GEN GEN R DOOR E

3B-1
NOTE: Nomenclature in some positions may change based on optional equipment installed on the aircraft.
TC690ABAV001i-TM

TEST CIRCUIT OPERATION

Depress to check all annunciator panel lights (Figure 2-2) as well as:
TEST 1. Bus OFF Annunciators - overhead panel (2).
2. Bus OFF Annunciators - circuit breaker panel (2).
3. IGN OVRD Annunciators - overhead panel (2).
4. Gear Position - subpanel (1 red and 3 green).
5. 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 120°F
and HOT Annunciators on Indicator Face.
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.
* Applicable to 690A model only

LEFT
F
Engine fire warning light (Left).
I
R
E

CABIN A Model - Cabin pressure below safe limits.

LO PRESS B Model - Cabin altitude exceeds 13,000 ±500 ft.

GND A Model Only - Environmental system direct bleed valve open.

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-35

 Annunciator System (cont'd)

MAX FLO OR MAX HEAT:

MAX
FLO Environmental system auxiliary jet pump in operation. Direct Bleed/Max Flow
switch Not in normal position.

MAX
HEAT

L. T.& B. Electrical power failure to the left (Pilot’s) turn & bank instrument.

TRIM Elevator trim not in the takeoff range.

Indicates that prop sync on is not appropriate.

PROP SYNC

L ENG Metal chips in left engine.

CHIP

Temperature of one (or both) batteries has exceeded 150°F.

BATT HOT

Fuel quantity at approx. 200 pounds, or less for S/N 11100 thru 11248, 11250
thru 11268,
LOW FUEL
Fuel quantity at approx. 300 pounds, or less for S/N 11249, 11269 and Subs,
including B Model.

L BETA Left engine operating in beta range

L ENG Left engine inlet ice protection heat on

INLET

Left generator inoperative

L GEN

3B-36 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures
Annunciator System (cont'd)

BETA R Right engine operating in beta range

ENG R Right engine inlet ice protection heat on

INLET

Right generator inoperative

GEN R

R ENG Metal chips in right engine.

CHIP

Main entry door not secure or door lock switch is in the unlock position.
DOOR In S/N 11517 and subsequent, Main Entry Door or Baggage Compartment
Door is open

RIGHT
F Engine fire warning light (Right).
I
R
E

NOTE: Optional equipment installed may include additional annunciator lights. See appli-
cable supplements for explanation if nomenclature.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 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 recom- Each pilot should, however, do what he can, within the bounds of
mended procedures do not apply safe flight operations and the FARs to minimize airplane noise,
where they would conflict with air especially for those who live near airports. The suggested proce-
traffic control clearances or instruc- dures that follow, provide guidelines for achieving noise abate-
tions. ment:
1. Reduce engine ground operating time in the vicinity of
passenger terminals, hangar areas and parking areas
to the maximum extent possible. Ground engine opera-
tion 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 mini-
mum 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 pilot’s judgment an altitude of less than 2,000
AGL would enhance safety of flight, for example improv-
ing 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 con-
form to the local traffic pattern requirements.
7. Study and comply with special traffic patterns which
have been established at various airports for the pri-
mary 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 rec-
reational areas or outdoor assemblies of people as
much as practical.

3B-38 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Normal Procedures

Flight In Icing Conditions

This airplane is approved for flight in icing conditions. This approv-
al is based on tests conducted in natural and simulated icing
conditions. These conditions do not include, nor were tests con-
ducted in all icing conditions that may be encountered (i.e. freez-
ing 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 airplane’s ice protection equipment: and/or 2) create unac-
ceptable 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 WARNING: Ice accumulation on
an airfoil surface causes distortion
severe than the tested conditions and promptly exit the condition of the airfoil. This can lead to sig-
before hazardous ice accumulations occur. nificant loss in rate of climb and in
Icing conditions may exist in visible moisture when the static or speed performance, as well as
increases in stall speed. Even after
outside air temperature is below freezing; therefore, it is necessary
cycling the deicing boots, the ice
to closely monitor outside air temperature when flying in clouds or accumulation remaining on the
precipitation. The heaviest icing found in stratus type clouds is boots and unprotected areas of the
generally associated with a well-defined cloud formation. Ice will airplane can cause large perfor-
generally form approximately 200 to 400 feet below the tops of mance losses. For the same rea-
such clouds, especially when the temperature is just below freez- son, the stall warning system may
not be accurate and should not be
ing. Freezing rain or freezing drizzle can occur outside of clouds.
relied upon.
When icing is encountered, the recommended procedure to depart In some icing conditions. aerody-
these conditions is to change to an altitude where icing conditions namic stall may occur suddenly at
are not present, particularly if it is known that the icing conditions an angle-of-attack below the nor-
at that particular altitude are wide spread. Course changes may mal stall angle without pre-stall
also be made to exit icing conditions. As a general rule, ice accu- buffet or stall protection: therefore,
maintain 25 to 30 knots above the
mulations which have the most adverse effect are those which
normal stall airspeed or stall warn-
occur at temperatures between 15°F (-l0°C and freezing, particu- ing when ice is visible anywhere on
larly in the 25°F (-4°C) to 30°F (-1°C) range. Areas of reduced the airplane. To minimize ice accu-
temperatures (usually associated with increasing altitude) below mulation on unprotected areas of
15°F (-l0°C) will generally be a region of reduced icing conditions. the surfaces of the wing, maintain
Freezing rain or freezing drizzle conditions have been observed a minimum of 145 KIAS during
operations in sustained icing oper-
at outside air temperatures as low as 0°F (-18°C).
ations.
Refer to the LIMITATIONS Section for limitations relating to icing Prior to a landing approach. cycle
flight and to the EMERGENCY PROCEDURES Section for emer- the deicing boots to shed any
gency procedures associated with icing equipment malfunctions accumulated ice.
and operations in severe icing conditions (conditions that are in
excess of the FAA defined icing envelope).

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3B-39

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3B-40 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Maneuvers

This chapter presents descriptions of various maneuvers and tech-

niques applicable to normal and single engine operations. Also
presented are pictorial examples of selected maneuvers.
Maneuvers

Chapter 3C

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3C-1

 This Page Intentionally Left Blank

3C-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Maneuvers

Takeoff......................................................... 5
Steep Turns................................................. 6
Table of
Approaches to Stall.................................... 7 Contents
Emergency Descent................................... 8
Visual Approach/Balked Landing............. 9
Two Engine ILS Approach....................... 10
Two Engine Non-Precision
Approach................................................... 11
Zero Flap ILS Approach........................... 12
One Engine Failure on Takeoff
After V1/VR - Takeoff Continued.............. 13
Single Engine ILS Approach................... 14
One Engine Inoperative Go-Around/
Missed Approach/Balked Landing.......... 15

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 3C-3

 This Page Intentionally Left Blank

3C-4 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Takeoff

Condition Levers - HIGH

Brakes - HOLD Cruise Climb
Power - SET
97 - 98% RPM
Brakes - RELEASE
HP As Required to

Turbo Commander 690A/B

Keep within Temp Limits
VR 97 kts, Lift Off 100 kts

Positive Rate of Climb

Gear - UP
Speed - VY 139 KIAS

02/11 FOR TRAINING PURPOSES ONLY

Power Check

Climb Power
To 5000 ft.
100 % RPM
HP As Required to
Keep within Temp Limits

3C-5
Maneuvers
3C-6
2 Smoothly Roll into 45 Bank
 Pitch - INCREASE to Maintain Altitude
 Power - 280 HP to 145 KIAS
Steep Turns

4 Lead Rollout to Assigned Heading By

Approximately 15
1 Clean Configuration
 Wings - SMOOTHLY Roll Level
 Speed - 145 KIAS  Pitch - TO Maintain Altitude
 Wings - LEVEL at Assigned  Power - REDUCE to Maintain 145 KIAS
Altitude and Heading
 Power - 250 HP

FOR TRAINING PURPOSES ONLY

Tolerances Are:
 Speed 10 KIAS
3 Maintain  Altitude 100 ft
 Altitude - 100 ft  Bank 5
 Speed - 145 KIAS 10 kts
 Heading 10
 Attitude - 45 Bank

Turbo Commander 690A/B

02/11
 1 CLEAN CONFIGURATION STALL
2 APPROACH CONFIGURATION STALL  POWER – 1OO HP
 GEAR – DOWN  CONDITION LEVERS – HIGH
 FLAPS – APPROACH (20º)  AT FIRST INDICATION OF
 POWER – 100 HP STALL – RECOVER
 CONDITION LEVERS – HIGH

Turbo Commander 690A/B

 BANK ANGLE – 15º TO 30º
 AT FIRST INDICATION OF STALL – RECOVER
Approaches to Stall

LANDING CONFIGURATION STALL

3
 GEAR – DOWN
 FLAPS – (40º)

02/11 FOR TRAINING PURPOSES ONLY

 POWER – 100 HP
 CONDITION LEVERS – HIGH
 AT FIRST INDICATION OF STALL – RECOVER

4 RECOVERY PROCEDURES
 POWER – MAXIMUM
 ATTITUDE – MAINTAIN
 GEAR – UP
 FLAPS – UP
 AIRSPEED – 140 KIAS

3C-7
Maneuvers
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 Oxygen Masks - DON
No Smoke & Seat Belt Sign - ON
Emergency Descent

Throttles - IDLE
Condition Levers - HIGH RPM

Level Off at Assigned Altitude

FOR TRAINING PURPOSES ONLY

(Below 15,000 ft or MEA Minimum)
Lead By At Least 1,000 ft
Flaps - RETRACT (If Down)
Landing Gear - RETRACT (If Down)

Turbo Commander 690A/B

02/11
 4 BASE LEG
 POWER – 250 HP 3 ABEAM RUNWAY THRESHOLD
 AIRSPEED – 120 - 130 KIAS  AIRSPEED – 130 - 140 KIAS
 SINK RATE – ESTABLISH AT 500 - 600 FPM  GEAR – DOWN
 CONDITION LEVERS – HIGH
2 DOWNWIND LEG
 POWER – 250 HP
 BEFORE LANDING CHECKLIST – COMPLETED
 FLAPS – 10°
 FLAPS – 20°
 AIRSPEED – 140 KIAS
 BEFORE LANDING
CHECKLIST – COMPLETE

Turbo Commander 690A/B

1500 FT AGL

6 LANDING ASSURED 1 BEFORE ARRIVAL

 FLAPS – AS DESIRED TO 40°  POWER – 300 HP
 AIRSPEED – 160

TOUCHDOWN
8  POWER LEVERS – FLIGHT IDLE
Visual Approach/Balked Landing

 BETA LIGHTS ILLUMINATED

02/11 FOR TRAINING PURPOSES ONLY

 REVERSE THRUST – AS REQUIRED
 BRAKES – AS REQUIRED

5 FINAL
 SPEED – 120 + WIND FACTOR 7A THRESHOLD LANDING
 AIRPEED – 96 KIAS
+ WIND FACTOR
OR
7B THRESHOLD BALKED LANDING
 POWER – MAXIMUM
 AIRPEED – 99 KIAS
 FLAPS – UP
 GEAR – UP

3C-9
Maneuvers
3C-10
Base Leg
Power - 240 HP Terminal Area
Flaps - 10° Configuration - Clean
Condition Levers - HIGH Speed - 160 KIAS
Approach Checklist - COMPLETE Power - ~ 300 HP
Two Engine ILS Approach

Missed Approach
Power - MAXIMUM Allowable
Pitch Attitude - ROTATE to 7
At Positive Rate of Climb
- Landing Gear - UP

FOR TRAINING PURPOSES ONLY

- Flaps - UP

Speed - ACCELERATE to 140 KIAS

Minimum
MAP Procedures - PERFORM
Climb
Glideslope Intercept Speed - 95 KIAS Unitl Clear of Obstacles
½ Dot Above Glideslope - GEAR DOWN
Glideslope Intercept - 20°Flaps
Power - 240 HP
Landing Checklist - COMPLETE Landing Assured
Flaps - AS DESIRED
Speed - 100 + Wind Factor

Turbo Commander 690A/B

02/11
 Initial Approach Fix Outbound
Power - 240 - 250 HP
Speed - 130 - 140 KIAS
Procedure Turn Inbound Approach Checklist - COMPLETE
Condition Levers - HIGH
Flaps - 10 Terminal Area
Flaps - UP
Speed - 160 KIAS Minimum

Turbo Commander 690A/B

Power - ~ 300 HP

Speed - ACCELERATE to 140

KIAS
MAP Procedures - PERFORM
Missed Approach
Power - MAXIMUM Allowable
Pitch Attitude - ROTATE to 7
At Positive Rate of Climb
- Flaps - UP

02/11 FOR TRAINING PURPOSES ONLY

- Landing Gear - UP
Two Engine Non-Precision Approach

At Final Approach Fix

Speed - 130 KIAS
Gear - DOWN Landing Assured
Flaps 20° (Straight in) Flaps - AS Desired
Flaps 10° (Circle) Speed - 100 + Wind Factor
Landing Checklist - COMPLETE
Timing - START Climb
Power - 200 HP Flaps - UP
Descent - BEGIN (1,000 to 1,200 FPM) Speed - 95 KIAS Until Clear
AT MDA: of Obstacles
Power - AS REQUIRED To Maintain 130 KIAS

3C-11
Maneuvers
3C-12
Landing Checklist - COMPLETE

Intercepting Localizer
Speed - HOLD 130 KIAS
Zero Flap ILS Approach

Terminal Area
Flaps - 0
Gear - DOWN
Speed - 130 KIAS Minimum

FOR TRAINING PURPOSES ONLY

Crossing Runway Threshold
Speed 100 + Wind Factor
Intercepting Glideslope
Speed - 100 + Wind Factor

Turbo Commander 690A/B

02/11
 Condition Levers - HIGH
Brakes - HOLD
Takeoff Power - SET
Brakes - RELEASE

Turbo Commander 690A/B

At VR (97 kts) Safe Altitude
Airspeed - SCHEDULED Climb Speed Aircraft - LEVEL OFF
Complete Appropriate Checklists
Climb ATC - ADVISE
Speed - PER Climb Schedule,
(VXSE = 95 KIAS)
Until Clear of Obstacles, Then
VYSE,113 KIAS

02/11 FOR TRAINING PURPOSES ONLY

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)
One Engine Failure on Takeoff After V1/VR - Takeoff Continued

3C-13
Maneuvers
3C-14
Base Leg
Flaps 10° Terminal Area
Speed - 140 KIAS Configuration - Clean
Condition Levers - HIGH Speed - 160 KIAS
Approach Checklist - COMPLETE Power - ~ 600 HP

Missed Approach
Single Engine ILS Approach

Power - MAXIMUM Allowable

Pitch Attitude - ROTATE to 7
At Positive Rate of Climb
- Landing Gear - UP

FOR TRAINING PURPOSES ONLY

- Flaps - UP

Speed - ACCELERATE to 113 KIAS

Minimum
MAP Procedures - PERFORM
3 Glideslope Intercept Climb
Speed - 95 KIAS Unitl Clear of Obstacles
½ Dot Above Glideslope - GEAR DOWN
Glideslope Intercept - 20°Flaps
Power - 340 - 350 HP
Speed - 120 - 130 KIAS Landing Assured
Landing Checklist - COMPLETE Flaps - AS Desired
Speed - 100 + Wind Factor

Turbo Commander 690A/B

02/11
 4 BASE LEG
 POWER – 300 HP 3 ABEAM RUNWAY THRESHOLD
 AIRSPEED – 120 - 130 KIAS  AIRSPEED – 130 - 140 KIAS
 FLAPS – 20°  GEAR – DOWN
 SINK RATE – ESTABLISH AT 500 - 600 FPM
2 DOWNWIND LEG
 POWER – 300 HP
 CONDITION LEVERS – HIGH
 FLAPS – 10°
 BEFORE LANDING CHECKLIST – COMPLETED
 AIRSPEED – 140 KIAS
 BEFORE LANDING
CHECKLIST – COMPLETE

Turbo Commander 690A/B

1500 FT AGL

6 LANDING ASSURED 1 BEFORE ARRIVAL

 FLAPS – AS DESIRED TO 40°  POWER – 300 HP
 AIRSPEED – 160

TOUCHDOWN
8  POWER LEVERS – FLIGHT IDLE
 BETA LIGHTS ILLUMINATED

02/11 FOR TRAINING PURPOSES ONLY

 REVERSE THRUST – AS REQUIRED
 BRAKES – AS REQUIRED

5 FINAL
 SPEED – 120 + WIND FACTOR 7A THRESHOLD LANDING
 AIRPEED – 96 KIAS
+ WIND FACTOR
OR
7B THRESHOLD BALKED LANDING
 POWER – MAXIMUM
 AIRPEED – 99 KIAS
 FLAPS – UP
 GEAR – UP
One Engine Inoperative Go-Around/Missed Approach/Balked Landing

3C-15
Maneuvers
 This Page Intentionally Left Blank

3C-16 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Planning

Flight planning involves the gathering of data and accurately

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

Chapter 4

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-1

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4-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Planning

General Planning.........................................7
General Definitions......................................8
Table of
Takeoff Definitions....................................10 Contents
Maximum Allowable Weights ..................................10
Performance Ratings ...............................................10
Altimeter Settings......................................12
Density Altitude.........................................13
Weight and Balance Worksheet................14
Weight and Balance Information..............15
Fuel Weight and Moments Table...............16
Operational Limits.....................................17
Flight Planning Charts Model 690A.........19
Center of Gravity.......................................20
Aircraft Operation Limitation Approved
Gross Weight –..........................................................20
Center of Gravity Envelope (690 A Model).............20
Two Engine Shaft Horsepower
and Fuel Flow Rate....................................21
Accelerate - Go Takeoff Distances
to 50 Ft Height............................................22
Accelerate - Stop Distances.....................23
Two Engine Short Field Takeoff
Distances to 50 Ft Height..........................24
Two Engine Takeoff Distances
to 50 ft. Height . .........................................25
One Engine Inoperative
Rate of Climb.............................................26
Level Flight Cruise Max Range -
Constant Power- ISA -10°C ......................27

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 Level Flight Cruise Max Range -
Constant Power- ISA.................................28
Level Flight Cruise Max Range -
Constant Power- ISA +10°C .....................29
Maximum Range - Constant
Cruise (96%) - ISA.....................................30
Max Recommended Cruise
(96%/885°C ITT) - ISA ...............................31
Two Engine Clean Cruise -
25,000 ft......................................................32
Two Engine Clean Cruise -
31,000 Ft ....................................................33
Landing Distances From
50 Ft Height (No Reverse Thrust).............34
Landing Distances From 50 Ft
Height (Reverse Thrust Only) ..................35
Two Engine Short Field Landing
Distances From 50 Ft. Height...................36
Flight Planning Charts Model 690B.........37
Center of Gravity.......................................38
Aircraft Operation Limitation
Approved Gross Weight –........................................38
Center of Gravity Envelope (690 B Model).............38
Two Engine Takeoff Shaft
Horsepower . .............................................39
Accelerate - Go Takeoff Distances
to 50 Ft. Height...........................................40
Accelerate - Stop Distances.....................41
Two Engine Takeoff Distance
to 50 Ft Height............................................42

4-4 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Planning

One Engine Inoperative

Rate of Climb.............................................43
One Engine Inoperative
Climb Gradient...........................................44
Level Flight Cruise Max Range -
Constant Power- ISA -10°C.......................45
Level Flight Cruise Max Range -
Constant Power- ISA.................................46
Level Flight Cruise Max Range -
Constant Power- ISA + 10°C.....................47
Maximum Range - Constant
Cruise - ISA................................................48
Two Engine Clean Cruise -
25,000 Ft.....................................................49
Two Engine Clean Cruise -
31,000 Ft.....................................................50
Landing Distances From 50 Ft
Height (Reverse Thrust Only)...................51
Two Engine Short Field
Landing Distance.......................................52

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4-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Planning

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-7

 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 posi-
tion error.
Height Vertical distance from the lowest point of the airplane
to the airport surface.
• 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.

4-8 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Planning

Runway condition
All the performance data are established based on
a smooth, hard surfaced runway, dry or wet as
applicable.
Temperatures
Airfield temperatures between -40°C and -54°C are
taken as equal to -40°C when reading performance
charts.
Landing distances are established based on stan-
dard 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.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-9

 Takeoff Definitions
Maximum Allowable Weights
Takeoff Climb Performance
A climb requirement limited takeoff weight is reached
when the available climb gradient equals the mini-
mum 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 gradi-
ent 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 fol-
lowing procedures:
Take-off
• 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:
• 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:
• 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.

4-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Planning
Demonstrated crosswind
Satisfactory controllability during takeoffs and land-
ings 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, opera-
tion in crosswinds of greater values is entirely at the
operator’s 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 operat-
ing 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 rec-
ognize 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.
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.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-11

Altimeter Settings

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 Flight Planning
Density Altitude

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-13

Weight and Balance Worksheet

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 Flight Planning
Weight and Balance Information

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-15

Fuel Weight and Moments Table

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 Flight Planning
Operational Limits

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4-18 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Planning

Flight Planning Charts Model 690A

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-19

Center of Gravity

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

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 Flight Planning
Two Engine Shaft Horsepower and Fuel Flow Rate

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-21

Accelerate - Go Takeoff Distances to 50 Ft Height.

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 Flight Planning
Accelerate - Stop Distances

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-23

Two Engine Short Field Takeoff Distances to 50 Ft Height

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 Flight Planning
Two Engine Takeoff Distances to 50 ft. Height

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-25

One Engine Inoperative Rate of Climb

4-26 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-27

Level Flight Cruise Max Range - Constant Power- ISA

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-29

Maximum Range - Constant Cruise (96%) - ISA

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-31

Two Engine Clean Cruise - 25,000 ft.

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 Flight Planning
Two Engine Clean Cruise - 31,000 Ft

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-33

Landing Distances From 50 Ft Height (No Reverse Thrust)

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-35

Two Engine Short Field Landing Distances From 50 Ft. Height

4-36 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Planning

Flight Planning Charts Model 690B

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-37

Center of Gravity

Aircraft Operation Limitation Approved Gross Weight –

Center of Gravity Envelope (690 B 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

4-38 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Planning
Two Engine Takeoff Shaft Horsepower

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-39

Accelerate - Go Takeoff Distances to 50 Ft. Height

4-40 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Planning
Accelerate - Stop Distances

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-41

Two Engine Takeoff Distance to 50 Ft Height

4-42 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Planning
One Engine Inoperative Rate of Climb

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-43

One Engine Inoperative Climb Gradient

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-45

Level Flight Cruise Max Range - Constant Power- ISA

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-47

Maximum Range - Constant Cruise - ISA

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-49

Two Engine Clean Cruise - 31,000 Ft.

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 4-51

Two Engine Short Field Landing Distance

4-52 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 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
Systems
they are located. ATA codes are noted in parentheses.

SYSTEM (ATA Code) 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

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5-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Aircraft Overview

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

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

Chapter 5A

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5A-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Aircraft Overview

General Description................................... 5
Airframe Description.................................. 5
Table of
Nose Section...............................................................5 Contents
Pressurized Section...................................................5
Flight Deck...................................................................5
Passenger Compartment...........................................6
Emergency Exit...........................................................6
Baggage Compartment..............................................6
Wings...........................................................................7
Empennage.................................................................7
Engines........................................................ 7
Propellers....................................................................7
Aircraft Dimensions................................... 8
Turning Radius......................................... 11
Mooring..................................................... 12
Servicing................................................... 13
Ground Handling...................................... 13
Towing........................................................................13
Parking.......................................................................13
Mooring......................................................................14
Jacking.......................................................................14
Leveling.....................................................................14
Storage......................................................................15
Returning Aircraft To Service...................................15

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5A-3

 Systems Servicing................................... 16
Electrical...........................................................................16
Landing Gear/Brakes......................................................16
Engine Oil System...........................................................17
Fuel...................................................................................18
Hydraulic System............................................................19
Environmental System....................................................19
Oxygen System...............................................................19
Ice Protection Systems...................................................20
Static System Drains.......................................................20
Aircraft Finish Care and Cleaning..................................21

5A-4 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Aircraft Overview

General Description Pressurized Section

The Turbo Commander 690 A/B The center compartment is General
from the Rockwell Twin
Commander series is a com-
comprised of the pressure ves-
sel from the forward pressure Description
muter category aircraft certified bulkhead at station 5.50 to the
in accordance with FAR Part 23 aft pressure bulkhead at station
airworthiness standards for 239.00.
single pilot, IFR, VFR, day, night Flight Deck
and icing conditions operation.
The cockpit houses the pilot’s
The Turbo Commander 690 A/B
forward and overhead flight
has a maximum cruise speed
instrument panels and controls,
of 243 kt TAS.
the center pedestal, circuit
The 690 series is a high wing breaker panels and adjustable
all metal twin engine pressur- crew seats.
ized aircraft capable of seating
This aircraft is equipped with
up to nine passengers and two
dual flight controls and uses
pilots.
the control wheel and rudder
Airframe pedals to operate primary flight
control surfaces.
Description
Crew seats are adjustable fore NOTE: Always check to ascertain
Nose Section and aft on floor tracks and have that locking mechanisms have
three recline positions. Lift the properly engaged after adjust-
The unpressurized nose sec- ments [to furnishings] have been
T-handle near the floor on either
tion comprises the radome, completed.
side of the crew seat and pull
housing the radar antenna avi-
or push the seat into the pre-
onics components and power
ferred fore/aft position, then
brake valves. The nose landing
release the handle. The back-
gear is also housed in the nose
rest recline adjustment handle
compartment, with the gear
is located near the juncture of
doors forming a smooth aero-
the seat and back. Pull the han-
dynamic surface.
dle out, use body weight to
acquire desired position, then
release handle.

5A-1

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5A-5

 The main entry door, located on An optional three-place divan
the left side of the fuselage, is can be moved up to six inches
of all metal construction forward by a lift bar just below
secured by 10 bayonet type the seat cushion. When tracked
latches. The door’s latching forward the back will simulta-
mechanism is electrically neously recline.
locked when the cabin door
lock and master switch are
Emergency Exit
turned on. Positive locking of The emergency exit window is
the door is assured by a sole- located on the right side of the
noid-operated mechanical fuselage between station 69.00
locking system. and 96.5.
A door warning light, included It is removed by pulling the
in the door locking circuit and emergency exit lever down and
located in the annunciator lifting the window from the air-
panel, will illuminate when the craft structure.
door locking mechanism is not
fully engaged. When an engine
Baggage Compartment
WARNING: Passengers should is running, bleed air is supplied The baggage area is accessi-
not be allowed to ride in the bag- to an inflatable seal around the ble through a separate bag-
gage compartment under any cir- door. This bleed air is directed gage door located aft of the
cumstances. wing on the left side of the fuse-
to inflate or dump according to
the position of the door handle. lage. A micro switch in the door
An entrance step automatically will cause a baggage area light
extends and retracts when the to illuminate whenever the bat-
cabin door is open to allow tery switch is on and the door
easy access in to the cabin. is open. This switch will also
cause a red DOOR annunciator
Passenger Compartment in the cockpit to illuminate in
Cabin configuration will vary A/C S/N 11517 and subse-
NOTE: Always check to ascertain due to customizing, however, quent to alert the crew if the
that locking mechanisms have seating for up to nine passen- door is open or not secure.
properly engaged after adjust- The 45 cu.ft. area is limited to
gers is installed. Each individ-
ments [to furnishings] have been
completed. ual seat has tracking levers 600 lbs of baggage. Refer to
(located in the front just below the Weight and Balance sec-
the seat cushion) to adjust the tion of the Pilot’s Operating
Aft facing seats have adjustable Handbook for optimum load-
seat fore and aft. Recline levers
headrests which must be fully
extended (to the red line) during located on the inboard side just ing.
takeoff and landing. below the cushion allow back- The baggage door is of all
rest adjustment up to 45°. metal construction with a spring
loaded lock assembly. The lock
can be removed in either
locked or unlocked position.

5A-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Aircraft Overview

Wings torque tubes. Both the rudder

and elevators are equipped
Each wing is a single unit
with controllable trim tabs.
secured to the upper fuselage
Fillets, fairings and a fiberglass
center section by load bearing
tail cone complete the empen-
bulkheads, which are perma-
nage assembly.
nently attached to the forward
and aft wing spars. A total of Engines
twenty one fuel cells are
installed in the wing area: six The Turbo Commander 690 A
outboard each engine nacelles and B models are powered by
and four between the nacelle two AiResearch TPE 331-5A
and upper fuselage, one turbo prop engines. Depending
installed in the center wing sec- on aircraft serial number, the
tion and another located direct- model and thrust ratings will
ly below it in the upper fuselage vary. See the appropriate
area. Flaps, ailerons are dis- Limitations section in Chapter
cussed in Chapter 5E, Flight 2B for details on the specific
Controls. models installed.

Empennage Propellers
The vertical and horizontal sta- Two Hartzell propellers with LT
bilizers comprise the empen- 10282H+4 blades and hub
nage and is permanently model HC-B3TN-5FL are
attached to the aft of the fuse- installed. The propellers are
lage. The rudders and eleva- 3-blade, full feathering, revers-
tors are attached to the empen- ible, constant speed. Reverse
nage at sealed bearing hinge operation is limited to ground
points and controlled by cables operation only.
attached to the control surfaces

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5A-7

Aircraft Dimensions

TC690 Dimensions

1' - 6.74"

15' - 5.00"
14' - 11.35"

5' - 7.00"

42' - 11.72"

690 Aircraft Dimensions, Top

46' - 6.64"

19' - 9.30"

5A-8 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Aircraft Overview
Aircraft Dimensions (cont'd)

TC690A Dimensions

1' - 2.24"

15' - 5.00"
14' - 13.35"

5' - 7.00"

44' - 4.25"

690 Aircraft Dimensions, Top

46' - 6.64"

19' - 9.30"

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5A-9

 Aircraft Dimensions (cont'd)

690B Aircraft Dimensions

8' - 10" Dia. Max.

15' - 5.00"
1' - 2.24"
NORMAL

14' - 11.35"
Normal

5' - 7.00"

44' - 4.25"

690B Aircraft Dimensions, Top

46' - 6.64" Wing Tip

Minimum Turn
Radius 40' - 11"

19' - 9.30"

Total Wing
Area 266.00 Sq. ft.

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 Aircraft Overview
Turning Radius

690A Turning Radius

23' - 3"

58' - 7"

81' - 10"

35' - 4"

27' - 0"

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5A-11

 Mooring

NOTE: Do not tie rope to

Strut Scissors links.

5A-12 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Aircraft Overview

Servicing ahead and hold rudder

Some general procedures cov-
pedals in neutral position
when operating engine{s) at
Servicing
ering ground handling, servic- high power.
ing, and lubrication should be
included in the pilots general f. Perform engine ground run
knowledge of his aircraft. Those in clear area to prevent for-
procedures most apt to be eign object damage to
encountered or accomplished engine and propellers.
by a pilot are included in this Towing
section. When servicing or
maintenance other than that Movement of the aircraft on the
outlined in this section, is ground may be accomplished
required, refer to the applicable by pulling and guiding aircraft
section of the Maintenance with a tow bar. The nose gear
Manual. will turn 45 degrees to each
side of center for ordinary turn-
Ground Handling ing. These tow limits are
marked on the fuselage nose
PRECAUTIONS: The following cap and must be strictly
precautionary measures should observed to prevent nose gear
be taken when handling the air- damage.
craft on the ground;
Attach a rope harness to the
1. Do not set parking brake main landing gear to move air-
lever if brakes are overheat- craft over soft or muddy
ed. ground. Never push, pull, or lift
2. Do not set parking brake aircraft by the ailerons, eleva-
lever if brakes are wet and tors, or flaps. Observe NO
ambient air is 0°C or less as PUSH areas on the fuselage tail
there is a possibility of mois- cone, nose sections, and
ture accumulation freezing nacelles. Do not tow aircraft by
in the brake assembly. the tail skid or use the nose
3. W h e n o p e r a t i n g t h e gear strut as an attach point for
engines, remove all towing towing by tug or truck. Avoid
equipment and observe the jerky motions during all towing
following: operations.
a. Head aircraft into wind and Parking
chock wheels.
When parking the aircraft, head
b. Remove all control locks. it into the wind and set parking
c. All personnel, work stands, brake. Install internal control
and equipment shall be lock, external rudder gust lock,
clear of danger areas. pitot covers, and the engine
d. Set parking brake. covers. The tow bar, furnished
with the aircraft, is designed to
e. Position nose wheel straight be utilized as a tail section sup-

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5A-13

 port, as required. It is not craft to the under surface of the
designed to support the aircraft wing outboard of each nacelle.
during jacking operations. Place a telescoping tail stand
When attaching the tow bar to weighing at least 300 pounds
the tail skid, adjust the bar so under the tail section, and
that a minimum clearance of secure stand to aircraft tail skid
three (3) inches is assured with a 1/4-inch bolt. Position
between the end of the bar and jacks under the jack pads and
the parking surface. raise aircraft until the main
landing gear is off the ground.
Mooring
A tripod jack, with a minimum
When mooring aircraft in the height of 66 inches and an
open, head into the wind if pos- extended height of 78 inches
sible. Secure control surfaces should be used to lift the com-
with the internal control lock plete aircraft. A telescoping tail
and set the brakes. For calm stand weighing 300 pounds
weather conditions, chock the minimum, and having a normal
CAUTION: Failure to install main wheels fore and aft. In height of 52. 5 inches should
external control surface lock can winds up to 20 knots, secure
result in shearing of rudder horn
be used to support and weight
the main gear and tail skid. For the tail whenever it is neces-
rivets and loss of use of control
surface, requiring extensive
wind above 20 knots, tie nose, sary to lift all three wheels clear
repairs. tail skid, and main gear (see of the ground. The tail of the
Figure 5-4) and install external aircraft may be lowered and
control surface locks. Hangar secured to raise the nose land-
aircraft when wind velocity ing gear off the ground. A jack
exceeds 60 knots. When moor- pad, installed on each main
ing aircraft, use 3/4-inch manila landing gear lower strut fork
rope or equivalent nylon line, permits the individual gear to
tied in a clove hitch or other be raised. Refer to the
anti-slip knot and leave suffi- Maintenance Manual for
cient slack in the rope to permit detailed instructions.
shrinkage without damage to
the aircraft. Leveling
Jacking It is necessary to level the air-
craft for various operations,
CAUTION: The aircraft will tip When it is necessary to com-
either fore or aft when on jacks; such as weighing, calibration of
pletely lift the aircraft off the the fuel quantity indicating sys-
therefore the tail must be both sup-
ported and weighted. Do not use ground it is recommended that tem, and replacement of major
the tow bar provided with the air- jacking be accomplished structural components. To level
craft. inside a hangar. If it is neces- the aircraft laterally, place a
sary to jack the aircraft in the spirit level across the floor
open, wind conditions must be beams of the cabin floor imme-
calm and the aircraft should diately forward of the rear seat.
never be left unattended. Deflate the tire or strut on the
Attach the two removable jack high side until the spirit level
pads provided with each air-

5A-14 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Aircraft Overview

indicates the aircraft is level. 5. Insure that all electrical

For longitudinal leveling, place switches are OFF.
a spirit level in a fore and aft 6. Install air inlet and tail pipe
position on top center line of plugs.
the fuselage immediately for-
7. Rotate landing gear wheels
ward of fuselage station 178.80.
every seven days, to pre-
Inflate or deflate the nose tire
vent formation of flat spots
until the aircraft is level. For
and wheel bearing dam-
more positive leveling, place
age.
the aircraft on jacks.
STORAGE FOR MORE THAN
Storage 30 DAYS – When an aircraft is
The aircraft is constructed of to be stored for periods greater
corrosion resistant alclad alu- than 30 days, the following
minum; however, since alumi- preservation and storage pro-
num is subject to oxidation, it cedures should be followed:
must be periodically checked 1. Accomplish steps 1 through
for signs of corrosion. The first 7 of paragraph “Storage For
indications of corrosion is the 30 Days or Less.”
formation of white deposits or 2. Remove battery and store in
spots on unpainted surfaces. cool place.
Painted surfaces will. discolor NOTE: See Maintenance Manual
or blister. The aircraft should be 3. Clean and polish aircraft. for engine preservation proce-
stored in a dry hangar for good The above storage procedures dures.
preservation. are applicable for storage peri-
STORAGE FOR 30 DAYS OR ods not exceeding 60 days.
LESS – Special preservation When storage for longer than
measures are not required for 60 days is required, the nearest
airframe and airframe compo- Rockwell Commander
nents when the aircraft is to be Distributor should be contacted
stored for 30 days or less. for storage recommendations.
However, the following proce- Returning Aircraft To
dures should be accomplished Service
prior to and during storage.
If proper procedures have
1. Service fuel, oil, and hydrau-
been followed during storage,
lic systems.
very little preparation will be
2. Clean and remove oil or required to return aircraft to
hydraulic fluid from tires. service. Install fully charged
3. Close high pressure valve on batteries and perform a thor-
oxygen supply cylinder. ough and searching inspection
4. Release all oxygen from high and pre-flight check.
pressure line to oxygen reg-
ulator and low pressure
lines to oxygen outlets.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5A-15

 Systems Servicing BATTERIES – Servicing the
nickel-cadmium batteries is
Electrical normally limited to checking
the electrolyte level periodical-
EXTERNAL POWER – A 28 V
ly, cleaning the battery box,
D.C. external power unit
associated components, and
(Ground Power Cart) may be
deep-cycling the batteries as
connected to the external
necessary.
power receptacle, located
inside the aft fuselage access Since the battery electrolyte
door or aft of baggage com- level depends on the state of
partment. When external power charge in the battery, check the
is applied to the receptacle electrolyte level only when the
and the external power switch battery is in a charged state
(in the overhead switch panel) subsequent to landing. The air-
is placed in the EXT PWR posi- plane is equipped with a bat-
tion and the battery switch in tery temperature monitoring
BAT position, power is supplied system. If any one of the batter-
CAUTION: The electrolyte in the
nickel-cadmium battery is an alka- to the aircraft main bus. ies is turned off in flight, both
li. Use only servicing equipment batteries must be deep-cycled.
Observe the following precau-
reserved for use on nickel cadmi- For details on the maintenance
tion when using an external
um batteries. of the batteries refer to the
power source.
Maintenance Manual.
1. Use only the power unit that
has its negative grounded. Landing Gear/Brakes
The unit should be regulat- TIRES - Maintaining proper tire
CAUTION: Tires that have ed at 28V. Excessive volt- inflation will help to avoid dam-
picked up a fuel or oil film should age will damage the batter-
be washed down, as soon as pos- age from landing shock and
ies and other equipment. contact with sharp stones and
sible, with a detergent solution to
prevent deterioration of the rubber. Voltage regulator adjustments ruts, and will minimize tread
must only be accomplished in wear. The main tires should be
accordance with the aircraft inflated to 60 psi and the nose
Maintenance Manual. tire to 30 psi.
Fuses are located on the out- SHOCK STRUT SERVICING
side of the main circuit breaker -- Maintain strut extension pres-
box or on top left side of aft sures and dimensions as
pressure bulkhead. Refer to shown in the Pilots’ Operating
Part IV of the Maintenance Handbook and lubricate the
Manual, Electrical System. The landing gear as shown. Check
circuit breaker box (contactor the landing gear daily for gen-
box) is located just aft of the left eral cleanliness, security of
battery. Turn fuse cap counter- mounting, and hydraulic leaks.
clockwise to remove fuse. Keep machined surfaces of

5A-16 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Aircraft Overview

strut piston wiped free of dirt that the lining is not worn
and dust, using a clean lint-free excessively. To measure brake
cloth saturated with MIL-H- linings for wear accomplish the
5606 hydraulic fluid. Surfaces following steps:
should be wiped free of exces- 1. Place battery switch in ON
sive hydraulic fluid. position long enough for
FILLING AND INFLATING hydraulic pressure to build
STRUT – The air valve for inflat- up.
ing and deflating the main 2. Depress rudder-brake ped-
landing gear strut is located on als and engage parking
the lower portion of the strut brake.
outer body. The hydraulic filler WARNING: Do not charge the
3. Press wear indicator pin.
plug is located on the top of nitrogen storage cylinder with oxy-
When pin can be pushed in
each main landing gear. The air gen. Use only dry compressed air
flush with wear indicator
valve body located at the top or nitrogen.
bushing replace brake lin-
aft side of the nose gear strut is
ing.
used to fill and inflate the strut.
Main landing gear struts are Refer to the Maintenance
inflated to 350 (± 10) psi or until Manual for a complete descrip-
the strut extension conforms tion of the brake system.
with the Strut Extension Chart Engine Oil System
in the Pilot’s Operating
Handbook. The nose landing Servicing the engine oil system
gear is inflated to 95-100 psi. primarily involves maintaining NOTE: It is recommended that
the engine oil at the proper the engine oil level be checked
N I T RO G E N S TO R AG E only after the engine has been shut
level and changing the filter
CYLINDER – The landing gear down for 30 minutes or more.
element and the oil at the prop-
nitrogen storage cylinder,
er intervals. The disposable fil-
which is charged to 425-525
ter element should be checked
psi with dry air or nitrogen, is
for metal particles and replaced
installed in the baggage com-
in accordance with the
partment; however, the pres-
Maintenance Manual. When
sure gage and filler valve are
draining oil check the magnetic
installed on the inboard side of
drain plug (bottom of reduction
the left nacelle wheel well. A
gear) for metal particles. Refer
green arc on the pressure gage
to the Maintenance Manual for
demarcates the pressure limits.
oil change intervals. Re-install
Air pressure should be checked
drain plugs using new gasket
before each flight and main-
and safety wire. The oil level
tained within the limits indicat-
should be in the upper half of
ed on the pressure gage.
the “Full to ADD Oil” zone of the
BRAKE LINING WEAR – Brake dipstick when the oil is hot. If
linings should be checked the oil is cold, do not add oil if
before each flight to determine the level is in the upper half of
the ‘Full to ADD Oil” zone.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5A-17

 Maximum allowable engine oil 4. Remove main filler cap locat-
consumption is 0.02 gallon per ed on top of the wing just
hour. If the engine consumes inboard of the right engine
as much as a gallon of oil in a cowling and fill the center
50-hour operating period, oil fuel cells with approved
line fittings and connections Turbo Jet Fuel. Install fuel
should be checked for leaks. It filler cap.
is suggested that oil be added 5. To top off the entire fuel sys-
one quart at a time. This will tem, remove the outboard
eliminate the possibility of fuel filler caps and top off
unused oil, remaining in cans, the system. Allow a few
from becoming contaminated minutes for fuel to seek a
and will prevent overfilling uniform level. Replace fuel
when oil is at the ADD mark on filler caps.
the dipstick.
6. Rinse off spilled fuel from
APPROVED OILS – See latest wing. surfaces with water.
revision to General Aviation
Whenever possible the aircraft
Division Service Letter No. 170.
should be serviced immediate-
Fuel ly after each flight to permit
Extreme caution must be exer- maximum time for entrained
cised to prevent fire during water to reach the sump drains.
defueling and refueling as fuel Drain a small amount of fuel
WARNING: Aircraft must be
grounded and no smoking permit- fumes are always present dur- from each sump drain during
ted while defueling or refueling the ing either operation. preflight to remove any accu-
aircraft. mulation of water or sediment.
DEFUELING – Refer to the
Maintenance Manual for ANTI-ICING AND BIOCIDAL
detailed procedures. FUEL ADDITIVE – See latest
re v i s i o n t o G u l f s t re a m
REFUELING -- To refuel the Aerospace Service Letter No.
fuel system, proceed as fol- 254.
lows:
PESTICIDE FUEL ADDITIVE
1. Verify battery switch is in – See latest revision to Gulf
OFF position and external stream Aerospace Service
power is disconnected from Information Letter No. Sl-179.
aircraft.
APPROVED FUELS – See lat-
2. Attach static ground conduc- est revision to Gulfstream
CAUTION: Do not damage the tor to aircraft. Aerospace Service Letter No.
inside spring-loaded cap with the 3. Assure that all fuel drain 170.
fuel nozzle. valves are closed.

5A-18 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Aircraft Overview

Hydraulic System mark since the remaining

space is for fluid expansion.
The hydraulic fluid level in the
hydraulic reservoir should be Install filler cap and secure
checked before each flight and access door.
hydraulic fluid added to bring Environmental System
the fluid level up to the FULL
mark on the dipstick. Use only Procedures, other than daily
MIL-H-5606 hydraulic fluid. inspection are detailed in the
Should frequent additions of Maintenance Manual. Inspect
fluid be required, have the sys- the inlet air duct for obstruc-
tem checked for leaks. Refer to tions before each flight and
the Maintenance Manual. inspect the refrigeration unit oil
filler to assure that the oil level
HYDRAULIC RESERVOIR
is at the top of the filler neck.
FILLING – The hydraulic reser-
See Chapter 2, Quick
voir is located in the left nacelle,
Reference, for list of approved
immediately outboard of the
oils.
wheel well. A door, located on
the top surface of the left Oxygen System
nacelle and aligned with the
The oxygen cylinder is located
reservoir filler cap, affords easy
in the aft baggage compart-
access for servicing. Before
ment. When fully charged it
removing the combined filler
weighs 13.38 pounds and con-
cap and dipstick, wipe filler
tains 22.0 cubic feet of aviator’s
neck with a clean rag to remove
breathing oxygen at a pressure
dirt that could fall into reservoir.
of 1800 psi.
Never allow reservoir to remain
uncapped any longer than nec- Refilling of oxygen cylinders
essary. If reservoir is low and must be accomplished by a WARNING: No smoking or open
hydraulic fluid is not immedi- reputable oxygen station using flame of any kind is permitted in or
ately available reinstall filler aviator’s breathing oxygen. near the aircraft while the oxygen
cap while fluid is being Before removing the oxygen system is on. Keep oil, grease,
hydraulic fluid, flammable items,
obtained. Service hydraulic cylinder for refilling or replace- and other foreign material away
reservoir as follows: ment, the valve on the cylinder from oxygen equipment.
1. Retract wing flaps. must be closed and the oxygen Explosions will result if oily fluids
system lines bled to zero. While contact high pressure oxygen.
2. Ensure that system pressure
the aircraft is on the ground,
is zero.
the oxygen supply shutoff valve
3. Open reservoir access door. should be closed and the alti-
4. Remove reservoir filler cap. tude adjusting valve OFF
Fill hydraulic reservoir to FULL (counterclockwise).
mark (3. 2 quarts) on dipstick.
Do not service above FULL

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5A-19

 Ice Protection Systems boots. Maintenance instruc-
tions for the propeller deicing
WING AND EMPENNAGE ICE
system are contained in the
PROTECTION SYSTEM –
Maintenance Manual.
Inflatable rudder ice protection
boots are installed on the lead- Static System Drains
ing edges of the wings and sta-
Three static drains are provid-
bilizers. A pressure gage is
ed to allow removal of moisture
located on the co-pilot’s instru-
from the static lines. Two drains
ment panel. Inspect ice protec-
are located immediately above
tion boots daily for general con-
the floor to the left of the pilot’s
dition and security. Boots must
rudder pedals; the third drain is
be maintained free from oil, fuel
located immediately above the
and other solvents harmful to
floor to the right of the co-pilot’s
rubber. Clean the boots regu-
rudder pedals.
larly with a soap and water
solution. After cleaning the On airplanes which have not
boots apply B. F. Goodrich Icex had Service Letter No. 323
to protect the boot surface and complied with, the upper drain
reduce natural abrasive effects on the left and the drain on the
during flight. For additional right are for the primary static
information concerning the source. The lower drain on the
wing and empennage ice pro- left is for the alternate static
tection system refer to the source and the static source
Maintenance Manual. selector valve.
PROPELLER ICE On airplanes which have had
PROTECTION SYSTEM – Service Letter No. 323 com-
Electric deicers are installed on plied with, the upper drain on
the propellers as optional the left and the drain on the
equipment. Check propeller right are for the pilot’s static
boots during preflight for secu- source. The lower drain on the
rity, scuffs, and general condi- left is for the static source
tion. selector valve, which is ren-
dered inoperative when Service
Propeller boots should be
Letter No. 323 is complied with,
maintained free of foreign
but which remains in the sys-
material by wiping the boots
tem and may collect moisture.
sparingly with a cloth damp-
The co-pilot’s static source
ened in Toluol or MEK. When
drain “tee” is located on the alt
cleaning the boots use care to
side of the forward pressure
prevent cleaning fluid from
bulkhead, approximately 14
accumulating around the pro-
inches to the right of the air-
peller blade butt to prevent
plane centerline and 24 inches
damage to chevron seals. Do
above the cockpit floor.
not apply ICEX to propeller

5A-20 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Aircraft Overview

To drain the static system, EXTERIOR CLEANING -- Prior

remove the drain plugs. to cleaning the exterior of the
Reinstall plugs after draining. If, aircraft, cover the wheels, mak-
after draining, pitot-static ing certain the brake discs are
instruments are erratic or inop- covered. Securely attach pitot
erative, refer to the Maintenance covers and install plugs or
Manual for corrective action. mask off all other openings. Be
particularly careful to mask off
Aircraft Finish Care and all static air sources before
Cleaning washing or waxing. Do not
Because it is impervious to syn- apply wax or polish to the exte-
thetic oil and most solvents and rior surface of the aircraft for a
has excellent abrasion resis- period of 60 to 90 days after
tance, an epoxy paint is utilized delivery, since waxes and pol-
to finish this aircraft. Exposure ishes seal the paint from the air
to the sun accelerates oxida- and prevent curing.
tion; so, in hot weather, oxida- This will give the paint a chance
tion will occur faster than in to cure by the natural process
cold weather. A good coat of of oxidation. If it is necessary to
wax will help protect the paint- clean the painted surface
ed surface from the sun’s rays before the expiration of the
and slow down the oxidation 90-day curing period, use cold
process. Any good automotive or lukewarm (never hot) water
polish or wax may be used. and a mild soap. Any rubbing
INTERIOR CLEANING – The of the painted surface should
seats, rugs, upholstery panels, be gentle and held to a mini-
and overhead panels should mum to avoid cracking the
be vacuum cleaned frequently paint film. The aircraft should
to remove as much surface be washed with mild soap and
dust and dirt as possible. Do water; loose dirt should be
not use water to clean fabric flushed away first with clean
surfaces, since it will spot the water. Harsh or abrasive soaps
upholstery surface and will or detergents, which could
remove the flame-resistant cause corrosion or scratches,
chemical impregnated in the should never be used. Soft
cloth. Use premium quality cleaning cloths or a chamois
commercial cleaners especial- should be used to prevent
ly compounded for cleaning scratches when cleaning and
leather and vinyl surfaces, fab- polishing.
rics and upholstery.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5A-21

 Clean the windows and wind- Do not operate windshield wip-
shield by washing with plenty ers on a dry windshield.
of non-abrasive soap or deter- Scratching will result. Do not
gent and water using the bare use the following materials;
hand to feel and dislodge any benzene, methyl ethyl ketone,
caked dirt or mud. A soft, grit- zylene, acetone, carbon tetra-
free cloth, or sponge or cham- chloride, fire extinguisher or
ois may be used but only as a lacquer thinner, or window
means of carrying water to the cleaning sprays because they
plastic. Dry with a clean damp will soften the plastic and/or
chamois. Hard, rough cloths cause crazing.
will scratch the plexiglass and After cleaning, the plexiglass
should not be used. Remove oil windows and windshield
or grease with kerosene or ali- should be waxed with a good
phatic naphtha. grade of commercial wax.

5A-22 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Avionics

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
Avionics
a general description of the basic packages as installed in the
original A and B model aircraft. Consult the manufacturer’s manu-
als for more detailed information on operation of the various avion-
ics installed in your aircraft.
Chapter 5B

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5B-1

 Avionics

Instrument Panel.........................................6
Center Pedestal and Side Consoles........10
Table of
Avionics Locator.......................................13 Contents
Overhead Panel.........................................14
Instruments................................................11
Annunciator System ................................12
Instrument Vacuum System......................15
Alternate Vacuum System........................................16
Vacuum Gage............................................................17
Pitot-Static System Diagram....................18
Pitot Static System....................................19
Alternate Static Pressure Source............................20
Flap Position Indicator.............................................20
This Page Intentionally Left Blank
Rudder And Elevator Trim Tab Position Indicator..21
Aileron Trim Tab Position Indicator.........................21
Stall Warning System................................21

5B-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11 Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5B-3
 This Page Intentionally Left Blank

5B-4 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Avionics
Instrument Panel

TRIM
LINE

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5B-5 5B-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11
 Instrument Panel

WINDSHIELD OFF

TRIM
WHEN USING
STANDBY COMPASS

LINE 30 27 24

LEFT CABIN LT&B L ENG L BETA BETA R R ENG RT&B MAN ELEC RIGHT
LO PRESS CHIP CHIP TRIM
F GND ENG ENG AUTO SELECT F
TRIM BAT HOT AC VOLTS
TEST I COOL L INLET INLET R PILOT ALT I
R MAX
R
E FLO PROP SYNC LOW FUEL L GEN GEN R DOOR R NAV INTPH E

I I
COMM XFR XFR XFR XFR XFR XFR COMM
AUTO SELECT AUTO SELECT
FILTER VHF-2 FILTER
VOL VHF-2 M M VOL VOICE PH
PH VOICE
VHF-1 HF VHF-1 HF
ID
ID OFF
MEM MEM MEM SET ALTITUDE MEM MEM MEM OFF
O ALT O
S R B H OFF
1, 8 00 B H S R
COM NAV ATC COM
SQ
ADF
SQ
HF VHF-1 VHF-2 NAV-1 NAV-2 MKR DME ADF-1 ADF-2 MKR HI
OFF
ON OFF
OFF
ON HOLD STBY ON ALT
OFF
ANT ADF TONE ON HOLD NAV ON OFF
MKR HI VHF-1 VHF-2 NAV-1 NAV-2 MKR DME ADF-1 ADF-2 HF
STO STO IDENT OFF STO OFF STO OFF STO
V V V V V V
OFF
LO
TEST TEST TEST TEST TEST TEST LO
OFF
RADIO CALL ACT ACT PRE ACT ACT ACT RADIO CALL

T/MTN L/D HDG DR NL CA SEE PLACARD FOR APPLICABLE TO CO-PILOT AIRSPEED IND
SERVO ALTM ALT (FTX1000) SL-19 21 23 25 27 29 31
LIMITATIONS KCAS VMO 243 232 223 214 205 196 188 ELT
ARM CAP
NAV
HI-TORQ ALT IAS GS B/C ON
MSG OBS ARM
(TEST)
50 50 WARNING
GPS
0 0
ELEV AIL ARM CAP WPT LEG ACTV 4 4 50 100 50 100 FOR AVIATION EMERGENCY USE ONLY
ALT DH 3 5 3 5 UNLICENSED OPERATION UNLAWFUL
150 150 DH
2 100% RPM 6 2 100% RPM 6 FUEL CONSUMED OPERATION IN VIOLATION OF FCC RULES
OIL OIL AM SUBJECT TO FINE OR LICENSE REVOCATION
FEET
260 40 9
100
OFF 1 0 0 1 5 0 BELOW TEMP ° C ° BELOW TEMP ° C ° 260 40
TEST 1 7 1 7 23000 ' 100 23000 ' 100

220 KNOTS 60 1013 ABOVE ABOVE

23000 ' 220 KNOTS 60
8 2 POUNDS 23000 '

200 AIRSPEED
6 MILLIBARS 0 8 0 HP. X 100 8 OIL FUEL OIL FUEL 75
200 AIRSPEED
HP. X 100 75 O
F

80 ATT 0 5 0 0 ALT 80
F

0
100
,
100
P.S.I. 50 P.S.I. 50
100 FEET
180 20 20 7 3 180
9 1
C
M

4 2992
P

100 100
TR

50 25
R 0 50 25

160
10 10 A IN. HG
4 33 3
1000 0 0 0 0
160
10 10

5 5 6 ALT 2
140 120 140 120 8
D
G
5

30
S EGT EGT

6
°CX100 °CX100 1015 299
A 9 1 9 1 mb IN.Hg
+ - 10 10 T 0 2000 1010 300

7 3
T INC SAFE

27
8 8

9
20 20 2 2
A A HYD PRESS
D D 7 7 LBS SQ IN
6 4

24
3 3

12
F F
ST. LIM
770°C
ST. LIM
770°C BENDIX / KING GPS DEC SLAVE

5
6 4 6 4 KLN 900 TSO D KOSHD KOSH PUSH

2
15 ON
21 5 5 WITTMAN BRT
18 DIS 683NM
HE
1 4 GS 193KT
R
AD
ING
CRSR
+ -
CRSR
L IVSI UP RIGHT ETE 3:34 N 43°59.06''
L R
CAUTION: REFER TO
INC FREE FAST
0 3 .5 NAV NAV MAX EGT PLACARD NTS TEST TRIM
33 303 ° N 88°33.42'
BRG COMPASS
UP 1000 FT PER MIN WHEN OPERATING IN HE
YELLOW ARC. NAV CALC NAV APT AD SLAVE
NAV 1 ENR - LEG APT 1 D/T PULL VOR
ING

0
FPL
6
STAT
E
ACTV NDB
30

MODE SCAN
6

L R SETUP REF INT 0

NA

3
DEC SLAVE ERECT
TRIP
33
E
OTHER MSG ALT D CLR ENT
DOWN
2
U
0
1 0 9
0
1 0 V 0 D CTR SUPL
V

9 10
10 A
.5 4
W

VERTICAL
E

D
8 2

1
8 2 T

30
E
20

6
20
1 SPEED
O
LDG
TURN AND SLIP
DOWN R

N
INT
4
7 3 7 3 R
ON 12
.5 VSI
12
24

11 1

AV
1 hr 6 4 6 4 30 TST
UP -D B- 30
2

W
5
UP

E
5
100 100
SET DIM
15 SBY 10 CLOCK 2
S 21 PERCENT 40
90
PERCENT 40 LEFT OFF OFF
0 6

12
24
90
COURSE
RPM
50
RPM
50 RDR 2000 TGT 100 DOWN 9 3
80 80
.5
15
TIME ZERO
HDG 70 60 70 60
Wx S 21
1
DAVTRON QUARTZ
Wx RNG
4
F. S 8 4
T FLAP
80
COURSE
T. O
2
P
HDG
OFF 7 5
E.T. RUN
VP RNG 6
DH
FUEL FLOW FUEL FLOW
0 50 UP 12 16
1 600 0 600 0 MAP TRK 8 FUEL
RADAR 2 60
QUANTITY 20
2 0 CA
B ALTITUDE 500 100 500 100 1/2 NAV 1 2 3 40 TRK 4 4 6
ALT IN
1 4 50 FD RMI SELECT DOWN
.5 CLIMB 0 5 NAV-2 3 400
LBS/HR LBS/HR TEST 20 24 SUCTION
UP 40 10
DIFF 1
25 300
200 400 200
UP 0
NAV-1 ADF-1 300
4 HOURS
PRESS 2
2 8
0 6 9
20
HLD O LBS X100
30
3 x 100 FEET N1 F
DOWN N2 F
.5
8
7
4
10 15
10 5 BENDIX / KING
OFF GAIN PULL STAB OFF
DN INCHES OF MERCURY
REGULATED 0 0 2 2 1
6 5

1 CABIN 25 0 10 PRESS 1/10

4 20
2 15

DISTR RADIO-1
TRIM
ENVIRONMENTAL LDG GEAR 35 35
CABIN 1000
MODE AUTO TEMP ALT 1 FT LIGHT FLAPS BUS BUS
0 2 GEAR TAB IND ELEV AIL STALL ANN-1 L T&B MISC LT AUX ANN-3 FD ALTM CP SPK FCS V NAV CONV DME HF
BLEED SEL OVRD TEMP DIMMER U
13 UNSAFE OFF
10 -1

AUTO 15 P RESET HP EMER FUEL ENG GAGE LDG LT TEMP BLEED WSHLD FUEL CMPS R/C P PH ATC VHF NAV MKR ADF
L DEPRESS HEAT MAX FLO
3
11

FE 000 DE T

N OFF/RAM OVER-
AL C

BUS BUS
ET
1 U F
27

17

4
AIR
TIT RA

O AIR RIDE
25

R CABIN UP N 20 20
19
9

RATE 23 DN DISTR L&R QTY L R MOTOR OVRD L L FLOW 1 1 1 1 1 1

COOL WARM
5

M
21
ALT LOCK
E
8 U TIE RESET HP NORM ENG START IGN OVRD BLEED WSHLD PROP UNFEATHER ALT CP PH ATC VHF NAV MKR ADF TIE
A 7 6
L M M T
I A
N X G.A. OFF
R NORMAL COOL OFF DN
CONT L R L R L R R R L R ALERT 2 2 2 2 2
HORN D CONTROL RADIO-2
AUX HYD FUEL & HYD VALVE FUEL PUMP CABIN TEMP BOOTS PROP T&B RADBAR P SPK RMI CMPS A/P R NAV RADAR
PRESSURIZATION NOT PERMITTED SILENCER N
DURING TAKEOFF AND LANDING 35 35
BUS BUS
PUMP L R L R ANN-2 DEPRESS AUTO SYNC R CARD 2 SERVOS

5B-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Avionics

Center Pedestal and Side Consoles

TRIM
LINE

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5B-7 5B-8 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11
 Avionics

Center Pedestal and Side Consoles

TRIM
LINE PROP SYNC DISTR
TRIM
RADIO-1

ENVIRONMENTAL LDG GEAR RPM 35 35

CABIN 1000 FWD ON
MODE AUTO TEMP ALT FT P
1 2 LIGHT
THRUST HI FLIGHT HI
FLAPS BUS
GEAR TAB IND ELEV AIL STALL ANN-1 L T&B MISC LT AUX ANN-3 FD ALTM CP SPK FCS V NAV CONV DME HF
BUS
0
BLEED SEL OVRD TEMP 13
DIMMER
UNSAFE O OFF U
OFF

10 -1
AUTO 15 P RESET HP EMER FUEL ENG GAGE LDG LT TEMP BLEED WSHLD FUEL CMPS R/C P PH ATC VHF NAV MKR ADF
L DEPRESS HEAT MAX FLO

3
11
W

FE 000 DE T
N OFF/RAM OVER- LO GROUND LO

AL C
BUS BUS

ET
1 U F
27

17

4
AIR
TIT RA
O AIR RIDE MUST BE OFF

25
CABIN UP N 20
R E 20

19
9
RATE 23 DN DISTR L&R QTY L R MOTOR OVRD L L FLOW 1 1 1 1 1 1
COOL WARM

5
M
21
ALT LOCK FLT IDLE DURING TAKEOFF E
8 U TIE RESET HP NORM ENG START IGN OVRD BLEED WSHLD PROP UNFEATHER ALT CP PH ATC VHF NAV MKR ADF TIE
A 6
AND LANDING
L M M
7
R T
I A
N X G.A. OFF
R NORMAL COOL OFF
DN GND IDLE ENGINE STOP CONT L R L R L R R R L R ALERT 2 2 2 2 2
HORN D CONTROL RADIO-2
AND TAXI LTS AUX HYD FUEL & HYD VALVE FUEL PUMP CABIN TEMP BOOTS PROP T&B RADBAR P SPK RMI CMPS A/P R NAV RADAR
PRESSURIZATION NOT PERMITTED SILENCER N
DURING TAKEOFF AND LANDING REV ON 35 35
EMERGENCY
THRUST OFF BUS BUS
FEATHER PUMP L R L R ANN-2 DEPRESS AUTO SYNC R CARD 2 SERVOS

RCN LTS
ON
FRICTION OFF
PULS

LEFT RIGHT
FUEL ENRICHMENT PULL
PARK
BRAKE
ON

THIS AIRPLANE MUST BE OPER-

ATED AS A NORMAL CATEGORY AIRSPEED LIMITATIONS
TYPE IN COMPLIANCE WITH THE MAX GEAR EXTENDED:
AIRPLANE FLIGHT MANUAL. ACRO- 200 KNOTS
BATICS AND INTERNATIONAL SPINS
ARE PROHIBITED. MIN CONTROL ONE ENGINE:
86 KNOTS HDG NAV APPR
SHUT OFF LEFT ENGINE WHEN
ENTERING AND LEAVING CABIN. MAX FULL MANEUVERING:

AUTOPILOT MUST BE OPERATED

145 KNOTS DN SERVO ALTM LIMITATION
IN ACCORDANCE WITH APPROVED ALT IAS B/C
FLAP EXTENSION:
FLIGHT MANUAL. 20 ° FLAPS - MAX 180 KNOTS
40 ° FLAPS - MAX 140 KNOTS
PRIOR TO IFR FLIGHT PILOT'S
L R
ICE PROTECTION ELECTRIC
ENG SERVO ALTIMETER MUST BE
HEATERS: GND. CHECK 30 SEC. MAX TRIM UP
CAUTION OPERABLE. ADDITIONAL
DO NOT OPERATE BOOTS DURING
T.O. AND LDG.
DO NOT SMOKE OR IGNITE FLAME
DIS TRIM DN
UP
OPERABLE BACKUP BAROMETRIC
WITH OXYGEN SYSTEM IN USE. ALTIMETER IS REQUIRED.

L WG R WG
DOWN AILERON DOWN

1000
HDG NAV ADF 10 15 500 1500
5 20
1 2 1 2 1 2 25
0 30 0 2000

USE NO OIL USE NO OIL

A/P RMI
FD NAV DME ALT
CARD ADJUST KNOB TO NO SMOKING
22,500 FT. ALT MIN. OFF ON WHILE USING
FOR DEMAND MASK OXYGEN
OPERATION

CHECK PRESS & TURN SYSTEM

FLOW PRIOR TO OFF AFTER
TAKE OFF USE
5 VT CMPS
RADAR VG A/P LTS MIC PHO
1 2 MIC PHO

MIC
MIC

BOOM MASK
BOOM MASK

5B-8 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5B-9 5B-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11
 Avionics

Overhead Panel

TRIM
LINE

RUDDER
TRIM TAB

DIM DIM
NOSE NOSE
LEFT RIGHT

PILOT COPILOT
INSTR INSTR
LIGHTS LIGHTS

NOSE DOWN

ELEVATOR
TRIM TAB

NOSE UP

ELECTRICAL LIGHTS ICE PROTECTION AVIONICS

AMPS
GENERATOR BUS DOOR BELTS L WSHLD ENG INLET PITOT FUEL VENT GEN R WSHLD INVERTER RADIO AUTO RADIO
EXT PWR BATTERY L R CONTROL TIE DISTR CABIN LOCK NO SMOKE CABIN PANEL POS ANTI-COL STROBE LOW RUDDER L R L R INLET PROP LOW 0
1 1 2 PILOT ALT
PAR A
M
P
20

GND NTS O O O O
START TEST F F F F
F F F F
SER

20
40
60
OFF OFF/RESET OFF OFF OFF UNLOCK L R BELTS OFF HIGH OFF HIGH PROP GEN 2 OFF
0
OPEN
0 80
20
-20

-20
40
100
AMPS AMPS LEFT ENGINE LANDING RIGHT ENGINE WIPERS DIMMER
HP LIMIT FUEL PUMP IGN FUEL-HYDR BOOTS WING DEFOG FUEL-HYDR IGN FUEL PUMP HP LIMIT
-40
O.A.T.
100 200 100 200
TEST OVRD NORM L R EXTEND ONE CY LIGHT BLOWER NORM OVRD TEST L FAST R OVHD SUB
30 ON AIR ON AIR
-40 60 120 30
0 0
0

°C START START
-60 140 10 20 10 20 RUN
RUN DIM
N N
30

°F

30
0

VOLTS VOLTS O ENG O

O
O ENG O O O
GND F GND F F
PUSH FOR VOLTS
N OFF R R OFF N
PUSH FOR VOLTS F F F
M M BRIGHT

EMER EMER
OFF PUSH FOR GND START MOTOR OFF OFF RETRACT MAN OFF OFF MOTOR PUSH FOR GND START OFF PARK SLOW PARK
DO NOT EXTEND ABOVE
156 KNOTS

5B-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Avionics

Instruments ing on the available options

The instrument panel contains
installed. The magnetic com-
pass is installed at eye leve1 on
Instruments
the instruments and controls the windshield centerpost and
necessary for safe flight. AIl the voltameters are installed on
instruments are visible from the overhead switch panel. The
either the pilot or copilot seats gyro instruments are marked
and are individually illuminated with the word “AIR” if they are
by post lights or are internally pneumatic type.
lit. Overhead floodlights aug-
ment the instrument lights. The The annunciator panel is
instrument lights are controlled installed in the glareshield and
by dimmer controls in the pilot’s monitors various aircraft sys-
service panels and by the tems (see Figure 5B-2, next
panel light switch. The circuits page). In the event of a system
are supplied with 28 V DC failure or if an unsafe light con-
power through circuit breakers. dition should occur, the respec-
See Figure 5B-1 for general tive annunciator light for the
arrangement of the instruments system being monitored will
on the instrument panels. This illuminate and corrective action
arrangement may vary depend- 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 19. Radar Scope 29. NTS Test Lights
Pressure Indicator
10. Engine Horsepower Indicator 20. Fuel Quantity Indicator

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5B-11

 Avionics
Annunciator System Annunciator System (cont'd)

MAX FLO OR MAX HEAT:

LEFT
F
CABIN
LO PRESS
LT&B L ENG
CHIP
L BETA BETA R R ENG
CHIP
RIGHT
F
MAX
FLO
ENG ENG
TEST I
R MAX
TRIM BAT HOT L
INLET INLET
R I
R
Environmental system auxiliary jet pump in operation. Direct Bleed/Max Flow
E FLO PROP SYNC LOW FUEL L GEN GEN R DOOR E switch Not in normal position.
5B-2
NOTE: Nomenclature in some positions may change based on optional equipment installed on the aircraft. MAX
TC690ABAV001i-TM
HEAT
TEST CIRCUIT OPERATION
Depress to check all annunciator panel lights (Figure 2-2) as well as:
TEST 1. Bus OFF Annunciators - overhead panel (2). Electrical power failure to the left (Pilot’s) turn & bank instrument.
L. T.& B.
2. Bus OFF Annunciators - circuit breaker panel (2).
3. IGN OVRD Annunciators - overhead panel (2).
4. Gear Position - subpanel (1 red and 3 green).
5. Landing Gear Horn Operation - if either of the power levers are at or
near FLT IDLE. Elevator trim not in the takeoff range.
TRIM
6. *BAT TEMP Monitoring Indicator Showing Full HOT as well as 120°F
and HOT Annunciators on Indicator Face.
NOTE: The following annunciators are NOT in the test circuit:
1. NTS check system. Indicates that prop sync on is not appropriate.
2. HP Limit system OFF. PROP SYNC
3. Landing Light EXTEND.

NOTE
A standard annunciator panel is installed in this airplane. L ENG Metal chips in left engine.
All annunciator lights will illuminate (where nomenclature is CHIP
displayed) when the TEST button is depressed even though
an optional system is not installed.
* Applicable to 690A model only Temperature of one (or both) batteries has exceeded 150°F.
BATT HOT
LEFT
F Engine fire warning light (Left). Fuel quantity at approx. 200 pounds, or less for S/N 11100 thru 11248, 11250
I LOW FUEL
thru 11268,
Fuel quantity at approx. 300 pounds, or less for S/N 11249, 11269 and Subs,
R including B Model.
E

L BETA Left engine operating in beta range

CABIN A Model - Cabin pressure below safe limits.

LO PRESS B Model - Cabin altitude exceeds 13,000 ±500 ft.

L ENG Left engine inlet ice protection heat on

INLET
GND A Model Only - Environmental system direct bleed valve open.
COOL Direct Bleed/Max Flow switch Not in normal position.
Left generator inoperative
GND COOL annunciator is inoperative if Custom Kit No. 131 is L GEN
installed.

5B-12 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11 Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5B-13
 Avionics
Annunciator System (cont'd)
Instrument Vacuum through the air ejector is
exhausted overboard through
System a port in the aircraft fuselage.
BETA R Right engine operating in beta range The instrument vacuum system Vacuum to the instruments is
(see Figure 5B-3) provides a controlled by a vacuum relief
filtered vacuum (suction) valve which maintains vacuum
source for operation of the air within the operating limits of the
ENG R Right engine inlet ice protection heat on operated instruments, when instrument system. Air is drawn
INLET either aircraft engine is operat- into the instrument vacuum
ing. Vacuum is obtained from manifold through a central air
the venturi of an air ejector. The filter installed in the nose sec-
Right generator inoperative bleed air passes through the tion. To obtain the proper rate
GEN R
venturi of the air ejector where of air flow into the instrument
it is accelerated to a high veloc- vacuum system the vacuum
ity and creates a low pressure relief valve must be correctly
R ENG Metal chips in right engine. area at the suction port of the adjusted. A vacuum control
CHIP ejector to provide suction for valve, installed at the end of the
the gyro instruments, cabin instrument manifold, reduces
Main entry door not secure or door lock switch is in the unlock position. pressurization control system, the suction applied to the turn-
DOOR In S/N 11517 and subsequent, Main Entry Door or Baggage Compartment and pneumatic deicer boots. and-bank Indicators.
Door is open Engine bleed air passing

RIGHT
F Engine fire warning light (Right).
I
R
E

NOTE: Optional equipment installed may include additional annunciator lights. See appli-
cable supplements for explanation if nomenclature.

5B-3

5B-14 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11 Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5B-15
 Avionics

Alternate Vacuum System All flight instruments with the Vacuum Gage inches Hg indicate the mini-
exception of the co-pilot’s ADI mum and maximum operating
In later model aircraft the vacu- The vacuum gage (Figure
are powered electrically (See vacuum. The green arc
um system is no longer utilized 5B-5) installed in the right
Figure 5B-4). between the red radial lines
for providing source of opera- instrument panel registers
indicates the normal operating
tion for cockpit instrumentation. manifold vacuum in inches of
range of the instrument vacuum
mercury. Red radial lines on the
system.
face of the dial at 3.80 and 5.00
Instrument Panels Overhead Switch Panels
DE-ICE
MAN
WING AUTO

Press OFF
Gage
TAIL OFF

Left Wing Right Wing

Deicer Boot Deicer Boot

Left Timer
Right
Engine From Engine 5B-5
Vacuum
Instruments
Pressure
Regulator

Fuselage
Skin
To Autopilot

Air
Distributor Ejector
Valve

Empennage
Deicer
To Jet Pumps Boots

Bleed Air
Regulated Pressure
Suction
5B-4
Regulated Pressure and Suction

5B-16 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11 Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5B-17
 Avionics
Pitot-Static System Diagram
Pitot Static System Effective on airplanes S/N
11505, 11506, 11510, 11515,
The pitot-static system furnish- 11513 and 11522 and subse-
es pitot (impact) pressure to quent and earlier aircraft which
the airspeed indicators and have had Service Letter No.
static (atmospheric) pressure 323 complied with, the inter-
to the airspeed indicators, connect line between the left
altimeters, rate-of-climb indica- and right pitot systems has
tors and cabin altitude and dif- been removed. The left pitot
ferential pressure indicator. Two head provides pitot pressure to
electrically heated pitot tubes, the pilot’s airspeed indicator
one on each side of the forward only, and the right pitot head
Rate of Climb fuselage, provide pitot pres- supplies pitot pressure to the
Indicator (Co-Pilot) Pilot's Static sure, and static ports, flush- co-pilots airspeed indicator.
Altimeter Source (Unheated) mounted in the fuselage skin, See the Pitot-Static System
(Co-Pilot)
Airspeed Indicator provide static pressure. Diagram, facing page. Pitot
Co-Pilot's Static
(Co-Pilot)
Source In A model aircraft and B model heat is controlled by the PITOT-
S/N 11350 thru 11520 which FUEL VENT switches on the
have not had Service Letter No. overhead panels. Static pres-
Piotot Head 323 complied with, pitot lines sure for the pilot’s airspeed,
Co-Pilot
run from each pitot head to “T” altimeter and rate-of-climb indi-
Pressure fittings located aft of the for- cator, and the cabin altitude
Bulkhead ward pressure bulkhead, and and deferential pressure indi-
from the “T” fittings to the air- cator is supplied from two
Pitot Head speed indicators. A crossover unheated static ports in the aft
Pilot System line connects the two “T” fit- fuselage section. Static pres-
Airspeed Indicator Pilot's Static tings. In this configuration, the sure for the co-pilot’s airspeed,
(Pilot) Source (Unheated) crossover line physically con- altimeter and rate-of-climb indi-
Altimeter nects the pitot lines from each cator is supplied from a heated
Cabin Altitude pitot head, forming a single
(Pilot) static port, located on the right
and Differential
pitot system. Switches, labelled side of the fuselage at station
Pilot's Pitot/Static System PITOT-FUEL VENT, located on 82.50.
Rate-of-Climb the overhead switch panels
Indicator (Pilot) Co-Pilot's Pitot/Static System A difference in indicated air-
provide 28 V DC power to the speed between the pilot’s and
pitot head heating elements. co-pilot’s airspeed indicators
Two unheated static ports, one may be observed. This differ-
on each side of the alt fuse- ence is caused by normal
lage, provide static pressure to allowable instrument calibration
the primary static system. The tolerances. If a difference in
two static ports are joined at a indicated airspeed readings is
tee at the center of the upper noted, refer to the airspeed
aft fuselage to form a single calibration charts in Section V
static pressure line which runs of the Pilot’s Operating
forward to the static instru- Handbook. Convert indicated
ments on both the pilot and co- airspeed to calibrated airspeed
pilot panels.

5B-18 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11 Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5B-19
 Avionics

for each airspeed indicator and static pressure systems. Under Rudder And Elevator Trim 16 degrees up and 16 degrees
compare the calibrated air- normal operating conditions, Tab Position Indicator down, and the LWD and RWD
speeds. Any difference noted the selector valve remains in markings are left and right wing
The rudder and elevator trim
will be the result of allowable the PRIMARY (up) position. In down. The indicator circuit is
tab position indicator (Figure
instrument tolerances. the event of erratic instrument supplied with 28-V DC power
5B-7) is a dual-scale instru-
operation caused by loss of the from TAB IND circuit breaker.
Alternate Static Pressure ment.
primary static source, an alter-
Source nate source of static pressure The left scale of the instrument Stall Warning
To eliminate the possibility of may be selected by placing the indicates the position of eleva- System
losing static pressure during selector switch in the tor trim tab with respect to its
icing conditions, an alternate ALTERNATE (horizontal) posi- full range of adjustment. The An electrically heated stall
static system is installed in A tion. UP position indicates a nose up warning switch is located in the
model airplanes and B Model trim condition. The DOWN posi- leading edge of the right wing,
In B model airplanes S/N l1452 outboard of the nacelle.
S/N 11350 thru 11520 which tion indicates a nose down trim
thru 11521, the alternate source
have not had Service Letter No. condition. Neutral is indicated. The switch is set to close the
selector valve switch is located
323 complied with. A single, The right scale of the instru- circuit and sound the stall
on the cockpit right side panel,
heated, static port, located at ment indicates the position of warning horn at 4 to 9 knots
below the right windshield cor-
fuselage station 82.50, pro- rudder trim tab with respect to above aircraft stall speed.
ner post. The control is a toggle
vides static pressure to the its full range of adjustment. The The stall warning switch is sup-
switch type and is placed in the
alternate static pressure sys- LEFT and RIGHT positions indi- plied electrical power through
PRIMARY position for normal
tem. The L.PITOT-FUEL VENT cate nose left and nose right a pitot heat circuit breaker
operation.
switch, located on the over- trim conditions. Neutral is indi- switch on the overhead switch
head panel, controls 28 V DC Flap Position Indicator cated. panel.
power to the alternate static The wing flap position indicator Aileron Trim Tab Position
source port. (Figure 5B-6) is marked, UP, Indicator
A selector valve is installed on 1/2, and DOWN. The intermedi-
The aileron trim tab indicator
the left side of the pilot’s com- ate positions indicate the por-
(Figure 5B-8) is installed In the
partment in A model airplanes tion of the full 40 (±2) degrees
engine control quadrant.
and B model S/N 11350 thru that the flaps have traveled.
Markings on the indicator are
11451. The selector valve con- The indicator circuit is supplied
nects the primary and alternate with 28-V DC power.

UP RIGHT
FLAP TRIM

E
L R
UP E
V 0
U
D
A D
T E
O
R DOWN R
L WG R WG
1/2 DOWN AILERON DOWN
DOWN
LEFT

5B-6 5B-7 5B-8

5B-20 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11 Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5B-21
 This Page Intentionally Left Blank

5B-22 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Electrical

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
Electrical
two NiCad batteries, but these batteries have been replaced with
lead acid batteries in most aircraft.
Power supplied by the batteries, generators or through the power
plug is distributed to the various buses through the Main Bus.
Chapter 5C
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.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5C-1

 This Page Intentionally Left Blank

5C-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Electrical

AC Power Distribution................................ 4
DC Power Distribution................................ 5
Table of
Battery On- Parallel.................................... 6 Contents
Battery On, Parallel, External
Power, Distribution and Control On.......... 7
Series Start Cold or High & Hot Start....... 8
Electrical Power Distribution
Schematic 1 (S/N 11100 through
11248, 11250 through 11268..................... 9
Electrical Power Distribution
Schematic 2 (S/N 11249,11269
and Subsequent)...................................... 10
Electrical System...................................... 11
DC Power Generation............................... 11
Power Distribution................................................... 11
Voltameters............................................................... 11
Batteries................................................................... 11
External Power ........................................................ 12
Starter Generator..................................................... 12
Windshield Wipers................................................... 12
Lighting Systems...................................... 12
Landing Lights (Standard)...................................... 12
High Speed Landing/Recognition
Lights (Optional)...................................................... 13
Strobe Lights............................................................ 13
Interior Lighting....................................................... 13

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 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 1 RADIO 2
INV INV
1 2
OFF OFF

Main Bus

S/N 11249, 11269-11349

Inverter No. 1 Inverter No. 2

INV 1 INV 2

OFF OFF

Main Bus

S/N 11100-11248, 11250-11268

TC690AB EL001i -TM

5C-4 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 CONTROL BUS
CB Panel Control Bus BUS TIE
CB Panel Distribution Bus DISTR BUS

Turbo Commander 690A/B

OFF CONTROL OPEN TIE DISTR OFF
Overhead Panel Control Bus Overhead Panel Distribution Bus
DC Power Distribution

Radio Bus No. 1 Radio Bus No. 2

BUS TIE
RADIO 1 BUS RADIO 2 BUS
Cabin Bus Aux. Dist. Overhead Panel
RADIO 1 RADIO 2
CABIN
RESET CONTR RESET DISTR
OFF OFF OFF
OFF/RESET OFF/RESET
Left Starter/ Right Starter/
Main Bus

02/11 FOR TRAINING PURPOSES ONLY

Generator GENERATOR GENERATOR Generator
L R

OFF BATTERY
Ground
Power
Connector

Start + - + - Start
Contactor Battery Battery Contactor
No. 1 No. 2

SER PAR

Start Bus
TC690AB EL002i-TM-

5C-5
Electrical
5C-6
CONTROL BUS
CB Panel Control Bus BUS TIE
CB Panel Distribution Bus DISTR BUS

OFF CONTROL OPEN TIE DISTR OFF

Overhead Panel Control Bus Overhead Panel Distribution Bus
Battery On- Parallel

Radio Bus No. 1 Radio Bus No. 2

BUS TIE
RADIO 1 BUS RADIO 2 BUS
Cabin Bus Aux. Dist. Overhead Panel
RADIO 1 RADIO 2
CABIN
RESET CONTR RESET DISTR
OFF OFF OFF
OFF/RESET OFF/RESET
Left Starter/ Right Starter/
Generator Main Bus
Generator

FOR TRAINING PURPOSES ONLY

GENERATOR GENERATOR
L R

OFF BATTERY
Ground
Power
Connector

Start + - + - Start
Contactor Battery Battery Contactor
No. 1 No. 2

SER PAR

Start Bus

Turbo Commander 690A/B

02/11
 CONTROL BUS
CB Panel Control Bus BUS TIE
CB Panel Distribution Bus DISTR BUS

Turbo Commander 690A/B

OFF CONTROL OPEN TIE DISTR OFF
Overhead Panel Control Bus Overhead Panel Distribution Bus

Radio Bus No. 1 Radio Bus No. 2

BUS TIE
RADIO 1 BUS RADIO 2 BUS
Cabin Bus Aux. Dist. Overhead Panel
RADIO 1 RADIO 2
CABIN
RESET CONTR RESET DISTR
OFF OFF OFF
OFF/RESET OFF/RESET
Left Starter/ Right Starter/
Generator Main Bus
Generator

02/11 FOR TRAINING PURPOSES ONLY

GENERATOR GENERATOR
L R

OFF BATTERY
Ground
Power
Connector

Start + - + - Start
Contactor Battery Battery Contactor
No. 1 No. 2

SER PAR

Start Bus

TC690AB EL004i
Battery On, Parallel, External Power, Distribution and Control On

5C-7
Electrical
5C-8
CONTROL BUS
CB Panel Control Bus BUS TIE
CB Panel Distribution Bus DISTR BUS

OFF CONTROL OPEN TIE DISTR OFF

Overhead Panel Control Bus Overhead Panel Distribution Bus

Radio Bus No. 1 Radio Bus No. 2

BUS TIE
RADIO 1 BUS RADIO 2 BUS
Cabin Bus Aux. Dist. Overhead Panel
RADIO 1 RADIO 2
CABIN
RESET CONTR RESET DISTR
OFF OFF OFF
OFF/RESET OFF/RESET
Left Starter/ Right Starter/
Generator Main Bus
GENERATOR GENERATOR Generator

FOR TRAINING PURPOSES ONLY

L R
Series Start Cold or High & Hot Start

OFF BATTERY
Ground
Power
Connector

Start + - + - Start
Contactor Battery Battery Contactor
No. 1 No. 2

SER PAR

Start Bus

TC690AB EL005i

Turbo Commander 690A/B

02/11
 Electrical
Electrical Power Distribution Schematic 1
(S/N 11100 through 11248, 11250 through 11268

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5C-9

 Electrical Power Distribution Schematic 2
(S/N 11249,11269 and Subsequent)

5C-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Electrical

Electrical System power to various control and

distribution buses through Electrical
DC Power
System
remote reset control circuit
breakers.
Generation
In the event of a remote reset
The source of electrical power circuit breaker failure, as indi-
for the 28 V DC electrical sys- cated by a bus-off light, trans-
tem installed on the aircraft fer of electrical power to the
consists of two 30-Volt (regu- unpowered bus from the pow-
lated to a 28 Volt, 300-ampere ered bus can be accomplished
engine driven starter-genera- by tripping the unpowered bus
tors, two 24-volt lead acid bat- power breaker and closing the
teries and an external power appropriate bus tie circuit
receptacle are sources of elec- breaker.
trical energy to power the sys-
tem. The batteries provide Loss of electrical power to the
power for starting in addition to respective radio bus can be
furnishing an emergency determined by the failure of
source of electrical power in equipment on the affected bus.
the event both generators fail. The cabin bus controlled by a
An external power source remote controlled circuit break-
should be used when perform- er located in the overhead
ing maintenance which switch panel can be reset if the
requires electrical power. The breaker was tripped due to an CAUTION: Do not reset the
generators are controlled by a excessive overload or a faulty remote controlled circuit breaker,
Generator Control Unit, which grounded circuit. as this breaker is protecting a 100
amp circuit. The respective power
provides voltage regulation, Voltameters breaker for the affected bus should
reverse current protection field be tripped and then tied with the
weakening over-voltage protec- Two single-pointer dual pur- bus tie circuit breaker.
tion, and paralleling for the pose voltameters are installed
generators. Individual circuits in the overhead switch panel.
The instruments are graduated NOTE: General Rule: If the
for the aircraft lighting systems, power breaker can be tripped, the
electrically-operated motors, to indicate their respective gen-
bus can be tied with the bus tie. If
and other electrical circuits are erators output form zero to 300 the power breaker trips, the bus
protected by circuit breakers amps and from zero to 30 volts. cannot be tied.
and fuses. The voltage reading is obtained
by pressing the voltage indica-
CAUTION: Do not allow genera-
Power Distribution tor button in the lower left hand tor to operate continuously above
The main power bus, located in corner of the instrument. 300 amperes for more than 5 min-
utes.
the contactor box, receives Batteries
electrical power from three
possible sources: an external Battery power is supplied by
power unit through the starter two lead acid batteries installed
bus, the aircraft battery system in the aft fuselage. The batter-
or the starter-generator. The ies may be connected either in
main bus distributes electrical series or parallel to the start

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5C-11

 bus for engine starting by plac- generator is not connected to
NOTE: With the battery switch in
the OFF position and external ing the external power control the main bus. Voltage regula-
power ON, the main bus will not be switch in either the SER (series) tors, overvoltage control cir-
energized; therefore the distribu- or PAR (parallel (EXT PWR) cuits and generator load shar-
tion bus will be off which will be position. The SER battery posi- ing circuits are contained
indicated by distribution bus-off tion is selected when the ambi- within voltage control panels.
lights (2) in the cockpit.
ent temperature is below 0°C or
above 32°C. Series will improve
Windshield Wipers
starting capability in cold or hot The system operates from 28
e n v i ro n m e n t c o n d i t i o n s . VDC power through three
Parallel (PAR) battery position switches installed in the switch
is selected when the ambient panel. Two of the switches (L/
temperature is between 0° C OFF/PARK and R/OFF/PARK)
and 32°C, or starting warm control the individual wipers. A
engines. Always allow amper- separate switch, installed
age to decrease to less than between the left and right wiper
250 amps before starting sec- switches, controls the speed of
CAUTION: When starting the
first engine in SERIES, do not bring ond engine regardless of which the wipers. the right windshield
the generator on line until the start method is selected. When wiper is inoperative when cabin
switch has been placed in SERIES start of second engine bus is off.
PARALLEL. is to be made, operating engine
generator should be turned off. Lighting Systems
CAUTION: The external power External Power Landing Lights (Standard)
source should be regulated at An external power unit may be Retractable landing lights are
28-V DC and should have limiters connected to the aircraft elec- installed in the left and right
which will not deliver more than
1000 amperes during starting.
trical system at the external lower wing surface outboard of
High current capacity external power receptacle. the engine nacelles. The land-
power sources will damage the ing light switches, installed in
starter generator.
Starter Generator the overhead panel, control the
The engines can be started with A starter-generator is installed illumination of the lamps and
the Battery Switch OFF if external on the upper left side of the the operation of the landing
power is being used. If external reduction gear housing of each light motors. The EXTEND and
power is being used for mainte- engine. The generator mode of RETRACT landing light switch
nance the start circuit breakers
should be pulled to prevent inad-
the starter-generator can be will activate the motor circuits
vertent starting of the engines. activated at engine idle rpm for both landing lights. The
with the generator control EXTEND position will drive the
switch in the ON position. Each landing lights to the extend
starter-generator is provided position. After lights are
with a paralleling circuit to extended, either left, right or
assure that aircraft electrical both lamps can be turned on
load is shared properly by both using the appropriate switch.
starter-generators. Generator Either landing light may be
lights, located in the annuncia- turned off in the extended posi-
tor panel are illuminated if a tion; however, when the landing

5C-12 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Electrical

light EXTEND/RETRACT switch of the DC contactor box, a

is placed in the RETRACT posi- strobe light in the transparent
tion, the landing lights will tail cone stinger, and a switch
return to the retract position (STROBE) circuit breaker locat-
and the lamps will extinguish ed in the overhead switch
regardless of the position of the panel.
lamp switches.
Interior Lighting
High Speed Landing/ The interior lights include
Recognition Lights NOTE: Anti-collision or strobe
instrument lights, overhead light should not be used when fly-
(Optional) panel flood lights, instruction ing through clouds or overcast; the
Optional retractable high lights (fasten seat belts/no flash effect reflected from water
speed landing/recognition smoking), baggage compart- particles in the atmosphere, espe-
lights may be installed in the ment lights, cabin and passen- cially at night, could produce ver-
tigo (loss of orientation). Also, as a
left and right lower wing sur- ger reading lights, indirect
consideration of other pilots, the
face outboard of the engine lighting (R and L overhead cor- strobe lights should be left OFF
nacelles. The landing light nice trim), magnetic compass during taxi near other occupied
switches, installed in the over- light, map lights, instrument aircraft.
head switch panel, control the post lights and electrolumines-
illumination of the lamps and cent panels. Some panels use
the operation of the landing two sources if power for lighting
light motors. The EXTEND and (see interior lighting circuit).
RETRACT landing light switch The instruction lights circuit is
will activate the motor circuits controlled by a switch installed
for both landing light motors. To in the overhead switch panel.
extend the landing light(s), The instrument panel post
either the left, right or both lights, pedestal post light are
switches must be ON for the controlled by dimmer controls
EXTEND position of the in the pilot’s service panels. A
EXTEND/RETRACT switch in dimmer control in the switch
the RETRACT position, both panel controls the electrolumi-
lights will retract and lamps will nescent panels and the post
automatically extinguish lights for the OAT gage and vol-
regardless of the position of the tameter.
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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5C-13

 This Page Intentionally Left Blank

5C-14 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Fire Protection

This chapter describes the Turbo Commander 690A/B fire detec-

tion system.
One hand-operated portable fire extinguisher bottle is stowed in
Fire
the cockpit and one in the cabin area. Protection

Chapter 5D

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5D-1

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5D-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Fire Protection

Fire Detection.............................................. 5
Annunciator Panel Diagram.......................................5
Table of
Fire Extinguishing...................................... 7 Contents
Portable Fire Extinguishers.......................................7
Data Summaries......................................... 9
Fire Protection.............................................................9

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5D-3

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5D-4 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Fire Protection

Fire Detection
A fire detection system consisting of four thermal switches, neces-
Fire
sary electrical wiring, and indicator lights is installed for each
engine. Three of the four fire detection thermal switches are
Detection
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 cir-
cuitry prevents illumination of the fire warning indicator unless all
thermal switches are functional.
Annunciator Panel Diagram

LEFT CABIN LT&B L ENG L BETA BETA R R ENG RIGHT

LO PRESS CHIP CHIP
F ENG ENG F
TEST I TRIM BAT HOT L R I
MAX INLET INLET
R R
E FLO PROP SYNC LOW FUEL L GEN GEN R DOOR E

5D-1
NOTE: Nomenclature in some positions may change based on optional equipment installed on the aircraft.
TC690ABAV001i-TM

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5D-5

 This Page Intentionally Left Blank

5D-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Fire Protection

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5D-7

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5D-8 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Fire Protection

Data Summaries
Fire Protection
Data
Summaries
Power Source Electrical system
Monitor Fire Warning Annunciator Lights
Protection Condition Levers
Fuel and Hydraulic Shutoff Valves
Fire Detection Thermal Switches

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5D-9

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5D-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Controls

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5E-1

 This Page Intentionally Left Blank

5E-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Controls

Flight Control Locks....................................4

Primary Flight Controls...............................5
Table of
Control Locks..............................................................5 Contents
Control Columns.........................................................6
Aileron Control System..............................................7
Aileron Trim Tab System.............................8
Aileron Trim Tab System.............................................9
Elevator Control System............................................9
Elevator Trim Tab System.........................................10
Rudder Control System............................................11
Rudder Trim Tab System...........................................12
Secondary Flight Controls........................13
Wing Flap Control System.......................................13
Hydraulic Wing Flap Valve . .....................................14
Data Summaries........................................15
Flaps..........................................................................15

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5E-3

Flight Control Locks

5E-1

Control
Column

Internal
Control
Lock

Rudder-
Brake 5E-2

External Control
Lock

Rudder

Fillet

TC690AB FC001i

5E-4 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Controls

Primary Flight All primary control surfaces are

Controls balanced to prevent surface
flutter and provide the best
Primary
This aircraft is equipped with all possible aircraft control char- Flight
Controls
metal flight control surfaces acteristics throughout the com-
consisting of ailerons, rudder, plete range of normal flight
elevators and wing flaps. Dual speeds. Sealed bearings are
controls are provided for the used throughout the flight con-
ailerons, rudder and elevators. trol system.
A single control lever, easily Control cable pulley brackets
reached by either pilot controls are provided with guard pins to
the hydraulically actuated wing prevent the cable from jumping
flaps. Movable trim tabs the pulley groove. Wing flaps
installed on the rudder and ele- may be positioned at any set-
vators, are operated either ting between UP and DOWN by
electrically by a trim switch placing the flap control lever in
located on the pilot’s control NEUTRAL, when the flap has
yoke or mechanically by a trim moved to the desired position.
wheel located in the overhead
panel. A trim tab indicator in Control Locks
the center panel below the An internal control lock, (Figure
Hydraulic Pressure gage, indi- 5E-1, facing page) which is
cates the position of the rudder installed between the rudder
and elevator trim tabs. The trim pedals and control column,
annunciator light must be extin- secures the elevator and rud-
guished prior to takeoff. der pedals in the neutral posi- CAUTION: When the aircraft is
A fixed, ground adjustable trim tion when the aircraft is parked. left unattended, the external rud-
tab is installed on the trailing The control wheel lock pin der gust lock should always be
edge of the right aileron, and should also be inserted in the installed.
an electrically operated trim tab control column wheel to place
is installed on the left aileron. the ailerons in the neutral posi-
The control column, control tion. An external rudder control
wheel and rudder pedals at the lock is provided to secure the
pilot and copilot positions are rudder when mooring the air-
mechanically interconnected to craft. Refer to Figure 5E-2.
push-pull rods, bellcranks and
cables which actuate the pri-
mary flight controls.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5E-5

 Control Columns nism associated with each con-
trol wheel consists of a combi-
The flight control columns are
nation chain-cable assembly,
symmetrically rigged and con-
control wheel sprocket, and
nected to the aileron and eleva-
three pulley assemblies.
tor control systems to provide
Control wheel positions and
dual control capability (see
ease of operation are deter-
Figure 5E-3). The control col-
mined by adjustment of the
umns pivot fore and aft on
chain-cable assembly within
sealed bearings installed in the
the control column. Two turn-
column base.
barrels are provided in each
Each column is supported by control column for cable ten-
mounting brackets bolted to sion adjustment. These turn-
the floor structure and secured barrels are accessible through
to the brackets by two bolts an access panel, located at the
extending out from the pivot top of each column.
bearing. The control mecha-

5E-3
Spline
Sprocket

Inspection
Plate
Turnbarrels

Aileron
Cables
Mechanical Stop

Pulley

Cable Elevator
Drum Push-Pull Rod
Pulley

5E-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Controls

Aileron Control System The aileron control wheels are

interconnected through control
An all-metal aileron is installed
chains and sprockets to the
outboard of each outer wing
aileron cable drum (see Figure
flap. Each aileron operates on
5E-4). The cable drum, located
sealed bearings, installed in
below the floor structure
three hinge brackets attached
between the control columns,
to the aft wing spar. Lead
actuates the ailerons through
weights, installed in the leading
cables, bellcranks, and push-
edge of the ailerons, provide
pull rods. Adjustable push-pull
proper control surface balance.
rods connect the aileron bell-
cranks to the ailerons.

5E-4
Spline and
Sprocket

Inspection
Aileron Plate
Push-Pull
Rod
Bellcrank Aileron
Stop

Pulley
Cable
Drum
Turnbarrel
Elevator
Balance Pulley Push-Pull
Cable Rod

Turnbarrels

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5E-7

5E-8
5E-5

Aileron Trim
Tab

Aileron
Aileron Trim Tab System

Trim Tab

FOR TRAINING PURPOSES ONLY

Trim Tab
Hinge Pin

Aileron (Ref)

Note
Trim Tab Installation
on Left Aileron Only

Turbo Commander 690A/B

02/11
 Flight Controls

Aileron Trim Tab System Elevator Control System

The aileron trim tab control sys- Each elevator operates on
tem consists of a single tab sealed bearings installed in two
installed on the trailing edge of hinge brackets attached to the
the left aileron. An electric actu- aft horizontal stabilizer spar.
ator, located in the aileron just The elevators are operated by
forward of the tab, is operated fore and aft movement of either
by a 28-Volt DC motor (see control column. An elevator
Figure 5E-5, facing page). The down spring system is
aileron trim tab transmitter is an employed in the elevator con-
integral part of the aileron trim trol system to provide addition-
tab actuator. A three-position al static longitudinal stability
switch is located in the engine (see Figure 5E-6).
control quadrant and enables
the pilot to control the trim tab
position

Elevator
Torque Tubes

Push-Pull
Rod

Idler
Pulley
AFT Transfer
Tube Assy Elevator
Forward
Elevator Turnbarrels Transfer
Bungee Tube
Springs

Elevator
Stops
Control
Column

Push-Pull Rod

Idler Pulley
5E-6

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5E-9

 Elevator Trim Tab System tab through a mechanical link-
age consisting of cables,
Controllable trim tabs, located
chains, sprockets, flexible
on the inboard trailing edge of
shafts, and jackshaft mecha-
each elevator, are operated by
nisms. An elevator trim tab
an elevator trim tab control
transmitter, installed in the left
wheel installed on the left side
elevator, contains a variable
of the overhead trim tab control
resistor which is mechanically
panel (see Figure 5E-7). A por-
linked to the trim actuating
tion of the control wheel
shaft and electrically connect-
extends through the trim tab
ed to a dual-scale rudder and
control panel, and when rotat-
elevator trim tab indicator.
ed, actuates the trim

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 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Controls

Rudder Control System The left rudder pedals are

attached to the outer tube
Dual rudder-brake control ped-
body, of the aft torque tube,
als, installed on the forward
and the two right pedals are
and aft rudder pedal torque
attached to the outer tube body
tubes enable the pilot or copilot
of the forward torque tube. The
to control the rudder, brakes,
inner tubes of the forward and
and nose wheel steering (see
aft rudder torque tubes are
Figure 5E-8). The rudder pedal
mechanically linked to the rud-
torque tubes consist of an inner
der-brake pedals and power
and outer tube, installed in pil-
brake valves.
low block bearings.

5E-8
Turnbarrel

Balance
Turnbarrels Cable

Access Door

Disconnect Here
To Remove Rudder

Rudder
Stop
Rudder Torque
Tube Pedal
Horn
Rudder Pedal
Torque Tube

Torque
Arm

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5E-11

 Rudder Trim Tab System wheel actuates the trim tab
through a mechanical linkage
The rudder trim tab is installed
consisting of a cable, chain,
in the lower portion of the rud-
sprocket, flexible shaft and
der trailing edge, and is oper-
jackshaft mechanism. The rud-
ated by a trim tab control wheel
der trim tab position transmitter
installed in the overhead con-
is installed in the lower left side
trol panel. Rotation of this
of the rudder (see Figure
5E-9).

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-12 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Controls

Secondary Flight the master sheave. A push-pull

Controls rod connects the master
sheave to a slave sheave on
Secondary
Wing Flap Control System the opposite side of the fuse- Flight
Controls
lage. Cables extend outboard
Two all-metal flaps are installed from the master and slave
on each wing. The inboard sheaves to additional sheaves
flaps extend from the fuselage which are attached to the indi-
to the engine nacelle, and the vidual flap sections on each
outboard flaps extend from the side of the aircraft by push-pull
outboard side of each nacelle tubes. Movement of the flap
to the ailerons. See Figure actuating cylinder piston rods
5E-10. operate all cable sheaves at
The flaps are hinged from the the same time, causing the flap
aft wing spar and are actuated sections to move simultane-
by a hydraulic cylinder and ously. The wing flap position
master sheave, located in the transmitter is installed on the
aft fuselage. The flap actuating left side of the fuselage imme-
cylinder body is secured to the diately aft of the baggage com-
aircraft fuselage and the cylin- partment.
der piston rod is connected to
5E-10

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5E-13

 Hydraulic Wing Flap Valve valve, mechanically linked to
landing gear and wing flap
Hydraulic cylinders actuate the
control levers. A check valve
nose and main landing gear,
incorporated in the landing
main uplock mechanisms and
gear-wing flap control valve,
wing flaps (See Figure 5E-11).
retains fluid in the uplock cylin-
The cylinders are controlled
ders of the main landing gear
through a (dual-functioning)
when it is retracted.
landing gear-wing flap control

From Hydraulic Pumps

Accumulator-Regulator

Flaps
Up

Brakes and
Nosewheel
Steering

Flaps
Cylinder
Wing Flap
From Flaps
Landing Down
Gear
Primary Pressure
Return

5E-11

5E-14 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Flight Controls

Data Summaries
Flaps
Data
Summaries
Power Source Hydraulic system
Control Flap Lever
Monitor Flap Position Indicator

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5E-16 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Fuel System

The Turbo Commander fuel system consists of storage, distribu-

tion, refueling and defueling system. Fuel indicating provides feed-
back to the crew.
Fuel
The storage system consists of wing tanks that are interconnected
to form a single tank system. Other components of the storage
System
system are fuel filters, drain valves, check valves, pressure relief
valves and associated plumbing.
Chapter 5F

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5F-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Fuel System

Fuel System Schematic..............................4

Fuel System Components..........................5
Table of
Fuel Sump...................................................................5 Contents
Fuel Vent System........................................................5
Fuel Shutoff Valve and Boost Pump.........................6
Fuel Heater..................................................................6
Fuel Purge System.....................................................6
Fuel System Drains....................................................6
Fuel System Indications.............................7
Fuel Flow Rate Indicators and Totalizer....................7
Fuel Quantity Gage System.......................................7
Fuel Low Level Warning System...............................7
Fuel Totalizer System..................................8
Data Summaries & Limitations...................9
Fuel System.................................................................9
Limitations 690A Model: . ........................................9
Fuel Pressure..............................................................9
Limitations 690B Model: . ......................................10
Fuel Pressure............................................................10

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5F-3

5F-4
Vent Check Valve
Fuel System Schematic

Flapper Check Valves

Fuel Filter Cap Fuel Quanity Fuel Filter Cap

Transmitter

FOR TRAINING PURPOSES ONLY

Looking FWD
Fuel at Fuel System
Fuel Sump Pumps

Fuel Supply
Fuel Vent System
Fuel Pressure

Turbo Commander 690A/B

02/11
 Fuel System

Fuel System surface inboard and outboard

Components
of each nacelle.The main sump
drain is accessible through a
Fuel System
The fuel system consists of
twenty-two (22) light weight fuel
quick release door on the fuse-
lage skin under the right wing. Components
cells, interconnected to form a Drain a quantity of fuel from the
single tank. The tank has a total fuel sump drain daily to remove
usable volume of 384 U.S. gal- any accumulation of water or
lons (2573 pounds, Type “A” at sediment. The fuel cell drain
16°C, 6.7 lbs/gal.) The tank is valves are actuated by rotating
fitted with non-siphoning type the valve with a screwdriver
fill caps located on the top side until the valve locks open.
of the wings, one (1) outboard Fuel Vent System
of each engine nacelle, and
one (1) between the engine The wing inboard and outboard
nacelles. From the center sec- cells are interconnected for
tion fuel sump fuel flows vent purposes and an atmo-
through electric boost pumps spheric vent line is routed from
and gate type fuel shutoff the outboard cell through the
valves, to each engine. lower wing surface. The vent
system has check valves incor-
Fuel Sump porated to prevent fuel overflow
The fuel sump is installed below when tanks are full. The
the lower fuselage fuel cell, in exposed vent line protrudes
the baggage compartment perpendicular to the wing and
(See Figure 5F-1). The sump the vent tube is scarfed forward
incorporates a drain valve, two at 45 degrees to provide a
submerged boost pumps, two slight tank pressurization and
fuel shutoff valves and a quan- prevent siphoning action. elec-
tity measuring probe; all trical heating elements are
enclosed in a vapor proof com- installed on the left and right
partment. Wing cell sump fuel cell vents to eliminate the
drains are installed on the lower possibility of ice forming over
the vents.
TOP VIEW SIDE VIEW
Fuel
Center
Shutoff Wing
Fuel Valve
Drain Sump Fuel Cell
Valve
Fuel Filter
Quantity Screen
Transmitter

Fuel
Shutoff
Valve
Fuel
Fuel Fuel Sump
Quantity Boost
Transmitter Pump Drain
Valve Fuel
Boost
5F-1 Pump

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5F-5

 Fuel Shutoff Valve and The purge system is self-test-
Boost Pump ing during operation because
burning of the residual manifold
The electric fuel shutoff valve is
CAUTION: Placing the Engine fuel causes a momentary
controlled by the FUEL-HYDR
Control Switch to ENG OFF, after increase in engine speed that
EMER switch. The shutoff
the engine stops rotating following can be observed during shut-
a manual shutdown (condition valves are normally left in the
down. This increase is approx-
lever to EMERGENCY FEATHER) open position (NORM switch
imately 5% and lasts for
on the ground, before ITT cools position) and are closed only
below 200°C, may result in a loud approximately one second.
for ground maintenance and
popping noise from the engine emergency operating condi- A check valve in the bleed air
accompanied by smoke and line to the drain valves prevents
flame, visible at either the engine
tions requiring the fuel supply
to be cut off at the fuel sump. fuel flow into the bleed system.
air inlet or exhaust. This is caused
by the fuel purge system discharg- The fuel boost pump, controlled The bleed air discharge is reg-
ing residual fuel into the combus- by the engine control switch, is ulated by a normally-closed
tion chamber while the chamber is rated for continuous duty and solenoid valve which is opened,
still hot. output pressure of about 50 by actuation of the engine con-
PSIG at zero flow. trol switch to the ENG OFF
position.
Fuel Heater
Fuel System Drains
An oil-fuel heat exchanger,
installed on the engine, pro- The fuel system includes the
vides fuel filter ice protection. following fuel drains: A center
For satisfactory fuel filter ice fuel cell drain on the fuel sump,
protection engine oil tempera- two outboard fuel cell drains,
ture must be above +55°C. two inboard fuel cell drains,
and a fuel drain line from the
Fuel Purge System fuel control unit to the engine
Fuel that remains in the flow drain manifold. The fuel cell
divider and in the fuel manifold sump drain is accessible
circuit is purged into the com- through the drain valve access
bustor by a bleed air charge door on the right side of the
during the shutdown cycle and fuselage below the inboard
is burned. Bleed air is. stored flap. Fuel drain valves for the
in a tank during the normal run left, and right outboard and
NOTE: The system will not totally cycle and is discharged during inboard fuel cells are installed
purge unless a minimum engine
the shutdown cycle into the on the lower wing surface
rpm of 95% is attained during the
operational cycle. flow divider drain valves, thus inboard and outboard of each
forcing the fuel on through the nacelle, and are actuated by
manifolds and nozzles. rotating the valve with a screw-
driver until the valve locks
open.

5F-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Fuel System

Fuel System sumed. The totalizer is

Indications
equipped with a reset knob to
zero the counter when refueling
Fuel System
Fuel Flow Rate Indicators
the aircraft.
Indications
and Totalizer Fuel Quantity Gage
Fuel flow rate indicators (Figure System
5F-2) are powered by 28-V DC A fuel quantity indicator (Figure
through a circuit breaker (FUEL 5F-3) is provided to indicate
FLOW) and indicate the indi- fuel quantity. The gaging sys-
vidual engine fuel flow rates. tem consists of an indicator
The indicators are basically DC installed in the instrument panel
microammeters and are cali- and transducers installed in the
brated in pounds per hour. The tanks. The variable capaci-
dial of the indicator reads from tance probe type transducers
zero to 600 pounds. measure the density pressure
Transducers convert the flow of the fuel within the fuel tank.
rate to electrical pulses. These
pulses are transmitted directly Fuel Low Level Warning
to the indicators where condi- System
tioning and conversion to ana-
log signals occurs to provide A low level warning switch
full flow rate indication. A signal (Figure 5F-4) is installed inside
is directed from the indicators the lower fuselage fuel cell on
to the totalizing signal condi- the fuel cell access plate,
tioners where additional condi- which is located on the aft side
tioning is provided for fuel con- of the lower fuselage fuel cell.
sumed totalizer uses. The fuel When the fuel supply is
consumed totalizer (See reduced to approximately 43
Totalizer Schematic, next page) U.S. gallons (288 lbs) the
is an electromechanical digital switch is activated and illumi-
counter calibrated in pounds nates the low fuel quantity
and provides a continuous warning light located in the
count of pounds of fuel con- annunciator panel.
5F-2 5F-3
FUEL FLOW FUEL FLOW 12 16
8 FUEL
600 0 600 0 4 QUANTITY 20
24
100 0
500 500 100
O
F LBS X100
F
LBS/HR LBS/HR
400 200 400 200
300 300

LEFT CABIN LT&B L ENG L BETA BETA R R ENG RIGHT

LO PRESS CHIP CHIP
F ENG ENG F
TEST I TRIM BAT HOT L R I
MAX INLET INLET
R R
E FLO PROP SYNC LOW FUEL L GEN GEN R DOOR E

5F-4
NOTE: Nomenclature in some positions may change based on optional equipment installed on the aircraft.
TC690ABAV001i-TM

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5F-7

Fuel Totalizer System

690A Fuel Totalizer SN 11100-11155

Flow Sensor-turbine Transmitter Flow Sensor-turbine Transmitter

Signal Conditioning Unit

Fuel Fuel
Flow Rate Flow Rate
Indicator Fuel Consumed Indicator
Indicator-totalizer

FUEL CONSUMED

0 0 1 5 0

POUNDS

690A/690B Fuel Totalizer SN 11156-11349 & 690B

Flow Sensor-turbine Transmitter Flow Sensor-turbine Transmitter

Fuel Fuel
Flow Rate Flow Rate
Indicator Indicator

Totalizer
Signal Conditioner

Fuel Consumed
Indicator-totalizer

5F-8 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Fuel System

Data Summaries & Limitations

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

NOTE: Maximum approved alti-
Fuel: A i R e s e a rc h E M S 5 3 1 0 0 ; A S T M tude using Jet B – 25,000 feet
Designation ES2-74 and D1655-68T MSL.
(Aviation Turbine
(Types Jet A, A-I and B): MIL-T-5624G(l) Maximum approved altitude using
Fuels) (Grades JP-4 and JP-5); and British Specs Aviation Gasoline, Boost Pumps
D. Eng. R.D. 2482 Issue 2, 2486 issue 2,
Operating – 25,000 feet
and 2494 Issue 4. NATO equivalents
approved. Aviation gasoline MIL-G- Boost Pumps Inop – 10,000 feet
5572D, Grade 100LL may be used as an
emergency fuel with limitations of 250 gal-
lons per engine for each 100 hours of
engine operation. The amount of aviation
gasoline used must be entered in the
Engine Log Book.
Pesticide Fuel See latest revision to Gulfstream
Aerospace Service Letter No. 170 for list
Additive of approved fuels and temperature limits.

See Gulfstream Aerospace Service Letter

SI-179.

Fuel Pressure
15 PSI – Red Line.....................................................................MINIMUM
15 to 25 PSI – Yellow Arc...........................................................CAUTION
25 to 80 PSI – Green Arc.......................................................... NORMAL
80 to 90 PSI – Yellow Arc...........................................................CAUTION
90 PSI – Red Line..................................................................... MAXIMUM

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5F-9

 Limitations 690B Model:
Fuel Pressure Minimum 15 PSI
Maximum 95 psi

Fuel: (Aviation Turbine Fuels) AiResearch EMS

NOTE: Maximum approved alti- 53100; ASTM Designation ES2-74 and
tude using Jet B – 25,000 feet (Aviation Turbine
D1655-68T (Types Jet A, A-I and B): MIL-
MSL. Fuels)
T-5624G(l) (Grades JP-4 and JP-5); and
Maximum approved altitude using British Specs D. Eng. R.D. 2482 Issue 2,
Aviation Gasoline, Boost Pumps 2486 issue 2, and 2494 Issue 4. NATO
Operating – 25,000 feet equivalents approved. Aviation gasoline
Boost Pumps Inop – 10,000 feet 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 avia-
tion gasoline used must be entered in the
Engine Log Book.
See Section of Manufacture’s Pilot’s
Operating Handbook for list of approved
fuels and temperature limits.

Fuel Pressure
15 PSI – Red Line.................................................................... MINIMUM
15 to 25 PSI – Yellow Arc.......................................................... CAUTION
25 to 80 PSI – Green Arc......................................................... NORMAL
80 to 90 PSI – Yellow Arc.......................................................... CAUTION
90 PSI – Red Line.....................................................................MAXIMUM

5F-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Hydraulic Systems

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
Hydraulic
left hand engine nacelle.
For discussion of the Landing Gear, Nosewheel Steering and
Systems
Brakes, see Chapter 5I, Landing Gear.

Chapter 5G

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5G-1

 This Page Intentionally Left Blank

5G-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Hydraulic Systems

Hydraulic System Schematic.....................4

Hydraulic System
Table of
General Description....................................5 Contents
Landing Gear Hydraulic System Back-up................5
Hydraulic Pressure Gage...........................................6
Hydraulic Reservoir....................................................6
Shutoff Valves.............................................................7
Engine-Driven Pump..................................................7
Accumulator-Regulator..............................................7
Emergency Hydraulic System...................................8
Data Summaries & Limitations...................9
Hydraulic System........................................................9

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5G-3

5G-4
Overhead Switches
FUEL-HYDR FUEL-HYDR
NORM NORM Hydraulic
Reservoir
Auxiliary Hydraulic Pump
475 - 605 PSI
EMER EMER
OFF OFF

Hydraulic Firewall
Shutoff Valves
Engine Driven Flaps
Hydraulic Pumps
Hydraulic System Schematic

Brakes

FOR TRAINING PURPOSES ONLY

Accumulator-Regulator
Hydraulic Pressure 900-1050 PSI
Steering
Nose
Gear
Main
Gear
Nitrogen
Bottle Fluid Under Pressure
425 - 525 PSI Static/Return Fluid

Turbo Commander 690A/B

02/11
 Hydraulic Systems

Hydraulic System In the event of normal hydraulic

General Description
system failure, the auxiliary
hydraulic system is available to
Hydraulic
The hydraulic system (See dia-
gram, facing page) provides
operate the wing flaps, brakes,
nose steering and parking
System
hydraulic pressure for opera- brakes.
tion of the landing gear, wing The electrically-driven auxiliary
flaps, nose wheel steering, and pump, which is supplied
brake systems. Major hydraulic hydraulic fluid from an emer-
system components are gency source of fluid contained
installed in the left engine in the bottom of the reservoir,
nacelle and consist of a produces a pressure of 470-
hydraulic fluid reservoir, shutoff 605 psi to operate the auxiliary
valves, accumulator-regulator system.
and the auxiliary hydraulic sys-
Hydraulic cylinders actuate the
tem pump and pressure switch.
nose and main landing gear,
During normal operation,
main uplock mechanisms and
engine-driven hydraulic
wing flaps. See Chapter 5E,
pumps, installed on the upper
Flight Controls, for information
section of each engine acces-
on the flap system, and Chapter
sory housing, supply system
5I, Landing Gear for the
pressure.
hydraulic source for landing
Hydraulic fluid flows from the gear, nosewheel steering and
reservoir through electrically- wheels.
operated shutoff valves to the
engine-driven hydraulic Landing Gear Hydraulic
pumps. The shutoff valves, System Back-up
located in the supply line to
In the event of pressure loss in
each hydraulic pump, are pro-
the hydraulic system, the
vided to shut off the flow of
hydraulic fluid retained In the
hydraulic fluid to an engine-
uplock cylinders will prevent
driven pump in the event of an
the main gear from extending
engine fire and to facilitate
until the landing gear control
maintenance on the hydraulic
lever is placed in the DOWN
system. The accumulator-regu-
position, releasing fluid from
lator, installed downstream
the up-lock cylinders. The nose
from the hydraulic pumps,
landing gear is retained in the
maintains a system pressure of
UP position by hydraulic pres-
900-1075 psi and absorbs
sure from the normal system. If
pressure pulsations caused by
normal system pressure is lost,
intermittent fluid flow from the
the nose landing gear will free-
engine-driven hydraulic
fall to the extended position
pumps.
and be locked DOWN by action
A pressure relief valve, installed of the nose gear bungee
in the fluid return line at the bot- spring.
tom of the hydraulic reservoir
protects the system from over-
pressure caused by thermal
expansion.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5G-5

 An air storage bottle containing hydraulic pressure to the sys-
compressed nitrogen is located tem for operation of the brakes,
in the baggage compartment flaps, and nose wheel steering
and is connected to the main in the event of pressure system
landing gear hydraulic-pneu- failure.
matic actuating cylinders by
tubing and hoses. Compressed Hydraulic Reservoir
nitrogen is utilized to assist the The hydraulic reservoir (see
hydraulic system in lowering Figure 5G-2) is located in the
the main gear during normal left engine nacelle wheel well.
gear operation and provides Hydraulic fluid flows through a
the pressure needed for emer- replaceable filter, installed in
gency extension of the main the bottom of the reservoir
gear in the event of hydraulic standpipe into each of the main
system failure. supply outlets and on to the
engine-driven pumps. In the
Hydraulic Pressure Gage event of a hydraulic leak in the
A 2000 psi hydraulic system normal system, a reserve sup-
pressure gage (Figure 5G-1) is ply of fluid contained below the
installed in the aircraft. Normal reservoir standpipe flows out
operating pressure for the through the emergency outlet
hydraulic system is 900 to to supply fluid to the auxiliary
1075; however, the pressure hydraulic system pump.
gage is red lined at 1250 psi, Hydraulic fluid is returned to
which is the maximum allow- the reservoir through a tangen-
able system pressure. The indi- tial return port, to decrease
cator also indicates the pres- fluid foaming. The reservoir is
sure supplied to the system by vented overboard through a
the auxiliary hydraulic. pump, vent line installed in the reser-
which supplies 470 to 605 psi voir cover.

5G-1 5G-2 Filler Cap

F
U
L
L Dipstick
L
O
W

Filter

Drain
Pressure Relief

5G-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Hydraulic Systems

Shutoff Valves supplying sufficient fluid flow

and pressure to operate the
A hydraulic fluid supply line to
hydraulic system. Check valves
each engine is connected to a
installed in the hydraulic supply
shutoff valve attached to the
lines between the pumps and
bottom of the hydraulic fluid
accumulator-regulator, prevent
reservoir. Each valve is actuat-
an operative pump from dis-
ed by a DC electric motor,
charging fluid through an inop-
which automatically stops the
erative pump. Operation of
valve gate when it is driven to
individual pumps can be veri-
the fully open or closed posi-
fied by observing hydraulic
tion. Each shutoff valve is actu-
pressure (900 to 1050 psi) dur-
ated by a switch located on the
ing engine starts and shut
overhead switch panel. Under
downs (when operating on a
normal operating conditions,
single engine).
shutoff valve switches remain in
the NORM position. In the event Accumulator-Regulator
of an engine fire, the FUEL
The hydraulic accumulator-reg-
HYDR switch should be placed
ulator (Figure 5G-3) is located
in the EMER OFF position.
in the left engine nacelle wheel
Engine-Driven Pump well, and consists of a hydrau-
lic pressure adjusting valve,
A gear-type, positive displace-
unloader valve, pressure relief
ment, engine-driven hydraulic
valve, and accumulator piston.
pump is installed on an engine
The hydraulic pressure adjust-
accessory drive pad. In the
ing valve controls the unloader
event one hydraulic pump
valve, which regulates hydrau-
becomes inoperative, the
lic pressure received from the
remaining pump is capable of
engine-driven hydraulic
pumps. When system pressure
5G-3 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 pres-
sure relief valve is adjusted to
return fluid to the hydraulic res-
ervoir when system pressure
exceeds 1300 psi.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5G-7

 Emergency Hydraulic the pump OFF when the pres-
System sure rises to 605 psi. The oper-
ation of the electric pump is
The emergency hydraulic sys-
automatic any time the
tem is composed of: (1) An
BATTERY or EXT PWR is turned
electric motor-driven gear type
ON. Approximately one quart
pump, (2) a pressure switch,
of fluid trapped below the
and (3) a control relay. The
standpipe in the hydraulic res-
pressure switch turns the elec-
ervoir supplies the emergency
tric pump ON when the pres-
system.
sure drops to 470 psi and turns

5G-8 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Hydraulic Systems

Data Summaries & Limitations

Hydraulic System
Data
Summaries &

Power Source 2 Engine Driven Pumps
Accumulator Pressure
Limitations
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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5G-9

 This Page Intentionally Left Blank

5G-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Ice and Rain Protection

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 empen-
Ice and Rain
nage and a propeller deicer system.
Protection

Chapter 5H

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5H-1

 This Page Intentionally Left Blank

5H-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Ice and Rain Protection

Wing/Empennage Deicing
System Schematic...................................... 4 Table of
Ice Protection Systems Contents
General Description................................... 5
Wing/Empennage Deicing System........................... 5
Propeller Deicing System.......................................... 6
Generator Inlet Anti-icing System............................ 6
Windshield Anti-ice Systems.................................... 7
Wing Ice Inspection Lights....................................... 7
De-fog Blower............................................................. 7
Pitot And Fuel Vent Heaters...................................... 8
Alternate Static Source Heater ................................ 8
Co-Pilot’s Static Source Heater................................ 8
Rudder Anti-icing System......................................... 8
Data Summaries & Limitations.................. 9
Pitot, Fuel Vent Heat.................................................. 9
Engine Anti-ice Protection........................................ 9
Propeller/Generator Inlet Heat/Rudder Heat............ 9
Windshield Anti-ice/Wipers....................................... 9

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5H-3

Wing/Empennage Deicing System Schematic

Instrument Panels Overhead Switch Panels

DE-ICE
MAN
WING AUTO

Press OFF
Gage
TAIL OFF

Left Wing Right Wing

Deicer Boot Deicer Boot

Left Timer
Right
Engine From Engine
Vacuum
Instruments
Pressure
Regulator

Fuselage
Skin
To Autopilot

Air
Distributor Ejector
Valve

Empennage
Deicer
To Jet Pumps Boots

Bleed Air
Regulated Pressure
Suction
Regulated Pressure and Suction

5H-4 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Ice and Rain Protection

Ice Protection Wing/Empennage Deicing

Systems General System Ice
Description The aircraft is equipped with a
pneumatic surface deicing sys- Protection
The wing and empennage
deicing is accomplished by a
tem (see Deicing Schematic,
facing page). Systems
pneumatic surface deicing sys- Pneumatic boots, made from
tem using rubber boots fabric reinforced rubber sheet
installed on the leading edge of and containing inflatable rub-
the wings and stabilizers and ber tubes, are installed on the
utilizing regulated engine bleed leading edges of the wings,
air for inflation and deflation. horizontal stabilizer, and verti- CAUTION: If the Distribution
The propeller deicing system is cal stabilizer. Reset CB trips, Generator inlet and
comprised of neoprene ice Prop Heat are disabled and cannot
boots embedded with electric Regulated bleed air from the be reset.
heating elements. The anti- engine(s) is used to inflate the
icing systems are generator boot tubes. Suction is used to
inlet, windshield, rudder horn deflate the boots and hold them
slot, pitot, fuel vent, alternate securely against the wing lead-
static, and stall warning. The ing edges. This suction is gen-
anti-icing systems are electri- erated by passing engine
cally heated elements, con- bleed air through a venturi. A
trolled by heat sensors within distribution valve, controlled by
each individual system and by an electro-mechanical timer,
switches in the overhead switch sequences the inflation and
panel. (Figure 5H-1) deflation of the boot tubes on
the wing and empennage flight
surfaces.

ICE PROTECTION
AMPS
L WSHLD ENG INLET PITOT FUEL VENT GEN R WSHLD
LOW RUDDER L R L R INLET PROP LOW 0
A
M
P
20

O O O
F F F
F F F

HIGH OFF HIGH PROP GEN

RIGHT ENGINE
BOOTS WING DEFOG FUEL-HYDR IGN FUEL PUMP HP LIMIT
ONE CY LIGHT BLOWER NORM OVRD ON AIR TEST

START
RUN
N
O ENG O
GND
R OFF N
M
EMER
MAN OFF OFF MOTOR PUSH FOR GND START OFF

5H-1

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5H-5

 The wing and empennage proper operation. The upper
boots are inflated and deflated, scale red arc indicates exces-
simultaneously when the boots sive bleed air pressure.
switch is operated. When the The BOOTS control switch pro-
system is not operating, suction vides for either automatic one
is applied to each boot to hold cycle or manual operation. One
it tightly against the leading cycle utilizes a timer and man-
edge of the flight surfaces. The ual operation bypasses the
outer neoprene surface of the timer. Operation of the surface
boots is treated with a thin coat- deice boots should be checked
ing of conductive cement to prior to encountering icing con-
prevent buildup of static electri- ditions, while on the ground or
cal energy. in flight, when the OAT is below
A regulated pressure gage 40°F (40°C).
(Figure 5H-2), having a green
arc, yellow arc, and an upper Propeller Deicing System
and lower red arc, indicates The aircraft is provided with an
regulated bleed air pressure, electrical propeller deicing sys-
and denotes the operating con- tem. Deicing is accomplished
dition of the pressure regulator. by a neoprene ice boot con-
Normal operation of the wing taining an embedded electrical
and empennage ice prevention heating element bonded to the
system is accomplished when inboard leading edge of each
bleed air pressure is within the propeller blade. A slip ring and
brush block assembly, elec-
green arc of the pressure gage. tronic timer, switch, dual pur-
Should the pressure gage indi- pose generator inlet/propeller
cate within the yellow arc deicer ammeter, and neces-
(denoting deterioration of pres- sary electrical wiring complete
sure) during a flight, operation the propeller deicing system.
of the system may be contin- All heating elements on both
ued; however, the pressure propellers can be checked by
CAUTION: Ice prevention oper- regulator must be replaced cycling the propeller anti-ice
ation is NOT PERMITTED when prior to subsequent flight. The switch and observing the pro-
bleed air pressure is excessive. lower red arc indicates insuffi- peller anti-ice ammeter. If the
cient bleed air pressure for ammeter indicates a partial or
no load during a cycle, one
heating element is not working;
therefore, flight during icing
conditions should be discontin-
ued.
Generator Inlet Anti-icing
System
Electrically operated generator
inlet anti-icing boots provide a
REGULATED
most favorable generator inlet
PRESS anti-icing capability. Each anti-
ice boot installed in the upper
5H-2 nose cowl contains a heat ele-
ment that receives a continu-

5H-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Ice and Rain Protection

ous electric current interrupted Wing Ice Inspection

only by the opening and clos- Lights
ing of overheat relays.
Wing ice inspection lights, for
A sensitive overheat thermostat visually checking deicer boot
installed on each boot senses operation and formation of ice
the proper temperature of the on the wing leading edge dur-
element preventing an over ing night flying, are installed on
temperature burn out of ele- the outboard side of each
ments. The thermostats control nacelle. The wing ice inspec-
the opening and closing of tion light switch is located on
overheat relays to maintain a the overhead switch panel. CAUTION: Operation of genera-
constant temperature. A single tor air inlet anti-ice system when
Lamp replacement is accom- ambient temperature is above 4 to
control switch (GEN INLET) for plished by removing the upper
both the left and right inlet heat- 5 °C will damage the boots heating
cowling and taking out the element.
ing systems is located in the lamp.
overhead switch panel. This
switch has the dual function of De-fog Blower
energizing the inlet boots and The defog blower provides
the overheat thermostats. increased air circulation for NOTE: With the loss of the over-
head distribution, the propeller and
Windshield Anti-ice defogging the windshield and generator inlet heat are still opera-
Systems side windows. The defog blow- tive.
er switch located in the right
The windshield anti-icing sys- overhead switch panel, con-
tem consists of left and right trols the blower.
windshield heat elements
Side window defog heaters are
embedded in the windshield,
factory installed in aircraft S/N
and left and right temperature
11517 and subsequent, and
controller, and related relays.
come on automatically when
The heating element contains a
defog blower switch is placed
sensing terminal and high and
on. If defog blower fails, place
low heat terminals. Temperature
blower switch off. Failure to do
changes are sensed by the
so may result in heater over-
sensing terminals on each
heating. Thermal switches are
windshield. Windshield heat
installed to protect against
switches located in the over-
overheating, however, failure to
head switch panel may be
turn off the defog blower switch
placed in either the HIGH or
could damage heaters and
LOW position. An indication of
thermal switches,
improper system operation or
controller failure is uneven ice
accumulation on windshields,
circuit breakers opening, or
lack of electrical load on the
voltameter.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5H-7

 Pitot And Fuel Vent The electrical heating element
Heaters provided for alternate static
source heat is connected to L
Electrical heating elements are PITOT-FUEL VENT circuit
provided for both the left and breaker switch.
right fuel vents and pitot tubes,
to prevent ice forming on these Co-Pilot’s Static Source
units. Power is supplied to Heater
these units through circuit
breaker switches (L PITOT- (Effective on airplanes S/N 11350
FUEL VENT and R PITOT-FUEL thru 11521 which have had Service
VENT). Letter No. 323 complied with, and
airplanes S/N 11505, 11506, 11510,
Alternate Static Source 11512, 11513, 11515 and 11522 and
Heater subsequent.)
(Applicable to Model A airplanes The electrical heating element
and B model S/N 11350 thru 11521 provided for the co-pilot’s static
which have not had Service Letter source heat is connected to L
No. 323 complied with.) PITOT-FUEL VENT circuit
Pitot lines run from each pitot breaker switch.
head to “T” fittings located aft Rudder Anti-icing System
of the forward pressure bulk-
head, and from the “T” fittings The aircraft rudder is equipped
to the airspeed indicators. A with an electric anti-icing sys-
cross-over line connects the tem. The system consists of
two “T” fittings. In this configu- three separate electrically heat-
ed elements. The rudder slot
ration, the cross-over line phys- heater has two heater elements
ically connects the pitot lines installed in the upper slot
from each pitot head, forming a between the rudder and stabi-
single pitot system. Switches, lizer. One attached to the rud-
labeled PITOT-FUEL VENT, der horn, and one attached to
located on an overhead switch the stabilizer. The third heated
panel, provide 28 Volt DC element is attached to the for-
power to the pitot head heating ward end of the rudder trim tab.
elements. Two unheated static All heaters are controlled by the
ports, one on each side of the same rudder horn slot relay in
aft fuselage, provide static the DC contactor box and anti-
pressure to the elements. Two ice RUDDER switch in the over-
head switch panel. All heaters
unheated static ports one on operate on 28-Volt DC current.
each side of the aft fuselage, The system is operated only
provide static pressure to the during ambient temperature of
primary static system. The two 40°C or below. The trim tab
static ports are joined at a Tee heater is constructed of neo-
at the center of the upper aft prene material with embedded
fuselage to form a single static wire heating element. The slot
pressure line which runs for- heaters are heating elements
ward to the static instruments embedded in dielectric mate-
on both the pilot and co-pilot rial and coated with stainless
panels. steel cladding.

5H-8 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Ice and Rain Protection

Data Summaries & Limitations

Pitot, Fuel Vent Heat
Data
Power Source Overhead Distribution Bus Summaries &
Distribution
Control
Fuselage Left & Right
Pitot Heat Switch Breakers
Limitations
Monitor Generator Amperage Meter
Protection Switch Breakers

Engine Anti-ice Protection

Power Source Bleed Air
Overhead Distribution Bus
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
Overhead 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 Cabin Bus
Distribution Bus Main Bus
Distribution Left-Right Windshield
Control Switches: Windshield Heat L/R
Windshield Wiper L/R
Windshield Wipers Speed
Protection Circuit Breakers

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5H-9

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5H-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Landing Gear Systems

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
Landing
conventional tricycle landing gear system. This consists of two
dual main gear assemblies and a nose gear assembly.
Gear
A pneumatic extension system is installed to allow extension of
landing gear in the event of lost hydraulic pressure.
Systems
The main landing gear is held in the retracted position by uplocks
which are held in the locked postilions by trapped hydraulic pres-
sure. In the event of loss of hydraulic pressure the uplocks will not Chapter 5I
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.
The aircraft’s 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 opera-
tion of the brakes.

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5I-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Landing Gear Systems

Hydraulic Schematic - Landing Gear........ 4

Landing Gear General Description........... 5
Table of
Landing Gear System Source .................. 5 Contents
MLG Components....................................... 6
Components................................................ 7
Gear Doors..................................................................7
Landing Gear Shock Struts........................................7
Nose Wheel Steering..................................................8
Wheels and Brakes.....................................................9
Indications................................................. 10
Landing Gear Position Indicator Lights..................10
Warning Horn............................................................10
Data Summaries....................................... 11
Landing Gear/Brakes/Steering Systems................11

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5I-3

5I-4
From L From R
Hydraulic Hydraulic
Pump Pump

Landing Accumulator-Regulator
Air Pressure Gear Up
To Flaps System
Primary Pressure
Return
Landing Gear-Wing
Flap Control Valve To Reservoir
Landing Gear
Wheel Down
Well
Doors
Actuating

FOR TRAINING PURPOSES ONLY

Cylinders Metering
Hydraulic Schematic - Landing Gear

Priority Valve
Valve Left Main Gear Right Main Gear
Uplock Cylinder Uplock Cylinder
Wheel Doors
Control Valve To Right Main Gear
Wheel Well Emergency Air Actuating Cylinders
Doors Storage Cylinder
Nose Gear
Main Gear Actuating
Actuating Cylinder
Cylinders

Turbo Commander 690A/B

02/11
 Landing Gear Systems

Landing Gear retains fluid in the uplock cylin-

General Description
ders of the main landing gear
when it is retracted.
Landing
The retractable tricycle landing
gear is operated hydraulically;
In the event of pressure loss in
the hydraulic system, the
Gear
however, a pneumatic system hydraulic fluid retained In the
is provided for emergency uplock cylinders (See MLG
extension of the main landing Components Figure, next
gear In the event of hydraulic page) will prevent the main
system failure. The nose land- gear from extending until the
ing gear is he1d in the up posi- landing gear control lever is
tion by hydraulic pressure and placed in the DOWN position,
will free-fall to the down and releasing fluid from the up-lock
locked position if the hydraulic cylinders. The nose landing
system fails. Mechanical gear is retained in the UP posi-
uplocks hold the main landing tion by hydraulic pressure from
gear in the retracted position. the normal system. If normal
During the retraction cycle the system pressure is lost, the
main landing gear strut inter- nose landing gear will free-fall
body is rotated 90° to permit to the extended position and
the landing wheels to retract be locked DOWN by action of
into a well in the aft part of the the nose gear bungee spring.
engine nacelle. An air storage bottle containing
compressed nitrogen is located
Landing Gear in the baggage compartment
System Source and connected to the main
landing gear hydraulic-pneu-
Landing gear in the Turbo matic actuating cylinders by
Commander 690A and B mod- tubing and hoses. Compressed
els is hydraulically operated. nitrogen is utilized to assist the
Refer to Hydraulic System hydraulic system in lowering
Landing Gear Schematic, pre- the main gear during normal
vious page). gear operation and provides
Hydraulic cylinders actuate the the pressure needed for emer-
nose and main landing gear, gency extension of the main
main uplock mechanisms and gear in the event of hydraulic
wing flaps. The cylinders are system failure.
controlled through a (dual-func-
tioning) landing gear-wing flap Wheel Well Door Control Valve
control valve. The wheel well Gear Up
doors are actuated by the Port
Wheel Well Door Control Valve Door Open
(Figure 5I-1). The control valve Port
directs hydraulic pressure to Gear Down
Port
the wheel well doors by action
of the main gear leg operating
a plunger and valve. As the
gear operates through its cycle, Plunger
the plunger valve directs oil in Door
the proper sequence to open Closed
and close the gear doors. A Port
Gland
check valve incorporated in the 5I-1 Spring
landing gear control valve,

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5I-5

MLG Components

MAIN LANDING GEAR UPLOCK CYLINDER (DETAIL)

RETRACT PORT
EXTEND PORT SPRING RETAINER

CLEVIS
CYLINDER O-RINGS
PISTON
LANDING GEAR TRUSS SPRING

TORQUE LINK

UPPER
DRAG BRACE

HYDRAULIC FLUID
FILLER PLUG TRUNNION
BUSHINGS
STRUT BODY ADJUST SWITCH BY
ROTATING JAMB NUTS
DRAG BRACE
PIN RETAINING
BOLTS LOWER GEAR SAFE
DRAG BRACE LIGHT SWITCH
BUNGEES
DRAG BRACE
SCISSORS PINS

UPLOCK PISTON
BRACKET

AIR VALVE
FORK WHEEL AND
ASSY BRAKE ASSY

5I-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Landing Gear Systems

Components Landing Gear Shock

Struts
Gear Doors The landing gear struts (Figure
Mechanically actuated doors 5I-3) are oleo-pneumatic
(Figure 5I-2) enclose the main assemblies, designed to
landing gear strut when the absorb taxiing and landing
gear is fully retracted. The shock loads. Major compo-
doors are hinged to each side nents of the strut assembly
of the nacelle strut well opening consist of a strut outer body,
and are operated by a spring- strut inner body, and strut pis-
loaded toggle mechanism. A ton. The strut outer body is
hook on the gear strut outer filled with MlL-H-5606 hydraulic
body actuates the toggle fluid and the lower portion of
mechanism as the gear is the strut is serviced with nitro-
retracted and extended. The gen gas. The landing shock of
wheel well doors are actuated the aircraft is absorbed within
by small hydraulic cylinders the landing gear strut by meter-
located inside each well. These ing the flow of hydraulic fluid
doors open and close each through a snubber and orifice
time the main landing gear is plate, as the piston moves
extended or retracted. Nose through the hydraulic fluid. A
wheel doors are mechanically floating piston is forced down-
linked to the nose gear and ward, compressing the nitro-
completely enclose the wheel gen gas. This diminishes the
well when the gear is retracted. landing gear shock load by
The landing gear control lever automatically controlling the
is located on the left side of the movement rate of the piston
engine control quadrant and and reduces the loads trans-
the lever positions are UP and ferred to the airframe during
DOWN. landing.

5I-2 5I-3

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5I-7

 Nose Wheel Steering the upper portion of the rudder-
brake pedals.
Nose wheel steering is accom-
plished through a hydraulic The nose wheel steering is con-
actuating cylinder attached to trolled by a hydraulic steering
the nose gear. A bypass valve cylinder actuated by applying
installed in the hydraulic steer- pressure to the rudder-brake
ing system prevents the nose pedals (see Figure 5I-6). This
wheel from being turned when allows the nose wheel to be
it is retracted. rotated to a maximum of 45°
degrees to the left or right of
The wheel brakes and nose the aircraft center line. A
wheel steering are controlled mechanically actuated steering
through power brake valves, bypass valve deactivates nose
which are linked to the rudder- wheel steering when the gear
brake pedals (see Figure 5I-4). is retracted. This nose wheel
Power brake valves are actu- steering system gives the air-
ated by applying pressure to craft a minimum turn radius of
40’ 11”.

Brake Pedal Movement

Actuates Nosewheel Steering

Actuates Brake Movement

5I-4

5I-8 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Landing Gear Systems

Wheels and Brakes landing gear axle torque plate,

are individually controlled by
The main wheels are equipped applying pressure to the rud-
with 8.50 x 10 ten-ply tube or der-brake pedals at either pilots
tubeless type tires and the position. The copilots rudder-
nose wheel tire is a 6.00 x 6 six- brake pedals are mechanically
ply tube type tire. All landing interconnected to the pilots
gear wheels are machined pedals. Auxiliar y system
magnesium alloy castings, hydraulic pressure is available
consisting of two wheel halves. for emergency brake operation,
The wheel halves, which are and operation of the parking
secured together by bolts and brakes, when normal system
self locking nuts, are inter- pressure is unavailable for any
changeable due to individual reason.
balancing of each wheel. This
allows the halves to be assem- Brake linings (Figure 5I-5)
bled in any position relative to should be checked before
the other wheel half without each flight to determine that the
rebalancing. lining is not worn excessively.
See instructions in Chapter 5A,
The complete wheel assem- Aircraft Overview to measure
blies are also interchangeable. brake linings for wear.
The multi-disc hydraulic
brakes, attached to the main

Break Wear Indicator

Spring Bushing

Wear Indicator

5I-5

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5I-9

 Indications for the unsafe light is mounted
on the drag brace support box
Landing Gear Position in the nose wheel well. The
main gear control switches for
Indicator Lights unsafe light are mounted in the
The landing gear position indi- gear uplock assemblies and
cator lights are located on the are actuated by the uplock
instrument sub-panel above arms.
the landing gear control lever
(Figure 5I-6). Position indicator Warning Horn
lights consist of one gear Switches, installed in the
-unsafe (in-transit) red light for engine control pedestal, com-
the landing gear system and an plete a circuit to sound the
individual gear - safe green landing gear warning horn any
light for each landing gear. The time the landing gear is not
green lights are individually down and locked and either or
controlled by a switch installed both power levers are retarded
on each landing gear and will to approximately one inch (at
illuminate only when the corre- knob centerline) from the flight
sponding landing gear is down idle stop or when the throttles
and locked. The nose gear safe are retarded and flaps are
switch is installed on the drag moved from UP position.
brace support box in side the
nose wheel well. Main gear A landing gear warning horn
safe switches are installed at cutout is provided to silence
the center hinge point of each the gear war ning h o r n .
drag brace. In the event any Momentarily depressing the
gear fails to fully extend and HORN SILENCER button,
lock, illumination of the gear- which is located on the sub-
unsafe light and the absence of panel near the landing gear
a safe light indicates a mal- position indicator lights, will
function of a specific gear. The silence the horn; however, if the
gear - unsafe light will-illumi- wing flaps are extended from
nate while the gear is between the full up position, the gear
the up or down positions and war ning hor n cannot be
will remain illuminated if any silenced by the horn silencer
single gear fails to lock in either button. The circuit is reset when
the up or down position. The b o t h p o w e r l e v e r s a re
nose gear control toggle switch advanced.

LDG GEAR

LIGHT
DIMMER
UNSAFE

UP
DN
LOCK

G.A.
DN
HORN
SILENCER

5I-6

5I-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Landing Gear Systems

Data Summaries
Landing Gear/Brakes/Steering Systems
Data
Power Source Main Hydraulic System Summaries
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

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5I-12 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Miscellaneous

The oxygen system provides supplementary oxygen to the crew

and passengers. Miscellaneous

Chapter 5J

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5J-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Miscellaneous

Oxygen System General Description........5

Oxygen System (S/N 11100 thru
Table of
11248, 11250 thru 11268)............................................6 Contents
Oxygen System (S/N 11249,
11269 and Subs and B Model)...................................7
Oxygen Duration.........................................8
Procedures...................................................9
S/N 11100 thru 11248, 11250 thru 11268)..................9
(S/N 11249, 11269 and Subs and B Model)...............9

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5J-4 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Miscellaneous

Oxygen System Red indicates that the oxygen

General Description pressure is too low for proper
operation and green indicates
Oxygen
An oxygen bottle, located in the
tail cone, supplies high pres-
that there is sufficient oxygen
pressure for the mask mounted
System
sure oxygen to a regulator diluter demand regulator. The
assembly located below the mask regulator provides for
copilot’s side window. Crew NORMAL diluter operation or
oxygen is supplied from the 100 percent for pure oxygen.
manual regulator to oxygen Cabin Oxygen outlets incorpo- WARNING: Since the oxygen
masks with diluter demand reg- rate an oxygen mask and lan- supply for the crew mask is taken
ulators and integral micro- yard. Mask and lanyard drop
from the manual regulator, the
phones. The mask supply hose manual regulator must be set
out of compartments when the between 22,500 and 30,000 feet to
incorporates a pressure indi- door is opened. The lanyard provide sufficient oxygen pressure
cating device to show that must be pulled to turn on oxy- for the crew masks. The mask reg-
proper oxygen pressure is gen flow to mask. ulator control lever is to be set in
being supplied to the mask. 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-1 5J-2 5J-3

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5J-5

 Oxygen System (S/N by adjusting the oxygen alti-
11100 thru 11248, 11250 tude gage to cabin altitude with
thru 11268) the oxygen altitude adjustment
control. Oxygen masks are
Oxygen for the flight crew and
installed in compartments and
passengers is supplied from an
available for immediate use at
oxygen cylinder, located in the
each crew and passenger seat.
baggage compartment, which
Oxygen mask and lanyard will
contains 22.0 cubic feet of oxy-
drop out when the compart-
gen at 1800 PSI. Automatic
ment door is manually opened.
regulation of oxygen flow to the
oxygen outlets is accomplished

Oxygen System 690 A 11100 to 11268

Copilot
Outlet Oxygen
Box Regulator

Passenger
Outlet Boxes (TYP)
Oxygen
Supply

Pilot's
Outlet
Box

Oxygen
Mask

Flow Indicator
Red to Green

5J-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Miscellaneous

Oxygen System (S/N Regulation of oxygen flow to

11249, 11269 and Subs the crew is provided by mask
and B Model) mounted diluter demand regu-
lators when the manual regula-
Oxygen for the flight crew and
tor is set at 22,500 feet or
passengers is supplied from an
above. Oxygen masks are
oxygen cylinder, located in the
available for immediate use at
aft fuselage, which contains 22
each crew station. Oxygen
cubic feet of oxygen at 1800
masks for the passengers are
PSI. Automatic regulation of
installed in compartments at
oxygen flow to the passenger
each passenger seat. Oxygen
outlets is accomplished by
mask and lanyard will drop out
adjusting the altitude gage to
when the compartment door is
cabin altitude with the altitude
manually opened in the pas-
adjustment control.
senger area.

Oxygen System, 690A 11269-11349 and 690B

Copilot's Outlet Box

Passenger Outlet Boxes (TYP)

Oxygen
Regulator

Pilot's Outlet Box

Oxygen Supply

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5J-7

Oxygen Duration
Personnel Duration in Hours and Minutes at the following O2 Regulator Altitudes
Using
Oxygen 8000 FT 10,000 FT 15,000 FT 20,000 FT 25,000 FT 30,000 FT
1 8-40 7-05 5-12 4-06 3-12 2-42
2 4-18 3-30 2-46 2-00 1-36 1-18
3 2-48 2-18 1-42 1-18 1-00 0-54
4 2-06 1-47 1-12 1-00 0-46 0-40
5 1-42 1-24 1-00 0-52 0-38 0-33
6 1-24 1-06 0-51 0-40 0-30 0-27
7 1-12 1-00 0-43 0-35 0-27 0-23
8 1-00 0-51 0-38 0-30 0-24 0-20
9 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 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Miscellaneous

Procedures
S/N 11100 thru 11248, 11250 thru 11268)
Procedures
Normal Operation
1. Oxygen Comp. Door . ............................................... OPEN
2. Lanyard ...................................... PULL (to turn on oxygen) WARNING: Manual oxygen reg-
ulator must be set to 22,500 feet or
3. Oxygen Mask . ............................................................ DON
above to provide crew oxygen.
4. Oxygen Altitude Gage...........................................ADJUST
(to cabin altitude)
NOTE: Oxygen flow to oxygen
5. Flow Indicator..............................................CHECK FLOW masks may be increased by
selecting a higher altitude on the
(S/N 11249, 11269 and Subs and B Model) oxygen altitude gage.
Normal Operation (Crew)
1. Oxygen Mask............................................................... DON
2. Oxygen Altitude Gage...........................................ADJUST
(22,500 ft. to 30,000 ft. as required by cabin altitude)
3. 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)
1. Oxygen Comp. 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

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5J-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Pneumatic Systems

This section describes the pneumatics, air conditioning and pres-

surization systems.
The pneumatic system extracts bleed air from the engines, collects
Pneumatic
it, and then transfers it to various other systems (i.e., air condition-
ing, ice and rain protection, and pressurization).
Systems
The pneumatic system consists of low-pressure bleed air supplied
by the engine. Bleed air can be used for engine start, air condi-
tioning, cabin pressurization and service air. A ground air source Chapter 5K
can also be used.
The air conditioning system takes engine bleed air from the pneu-
matic 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.

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5K-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Pneumatic Systems

Environmental System Locator................. 4

Environmental Systems............................. 5
Table of
Pressurization System...............................................5 Contents
Pressurization System Schematic............ 7
Pressurization
Malfunctions/Corrective Action................ 9
Air Conditioning System.......................... 11
Data Summaries....................................... 13
Pressurization System.............................................13
Air Conditioning System..........................................13

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5K-3

Environmental System Locator

COOLING
TURBINE
JET PUMPS

INLET AIR SCOOP

EXHAUST DUCT

AIR PLENUM

CABIN PRESSURE
CONTROLLER
SAFETY/OUTFLOW
VALVES
STATIC PORT

5K-4 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Pneumatic Systems

Environmental Pressurization System

Systems The pressurization system con- Environmental
The aircraft environmental sys-
tem consists of the cabin pres-
sists of two outflow/safety
valves connected in parallel Systems
and plumbed to a three-way
surization and air conditioning
solenoid valve which ports the
systems and includes provi-
outflow valves to either the vac-
sions for ram air ventilation dur-
uum source for depressurized
ing unpressurized flights (see
operation or the controller for
Figure 5K-1). The overall envi-
the pressurized operation. The
ronmental system is designed
cabin pressure controller incor-
to provide desired passenger
porates a cabin rate of change
and crew comfort during all
control and a cabin altitude
phases of aircraft operation.
selector control.

Pressurization: Normal, Airborne

CB Control Bus
Auxilliary
Volume CABIN DEPRESS Safety
Chamber Outflow
Valve

Safety
Outflow
Valve

To Vacuum
System AIR

Rate Altitude Cabin

GROUND
Air Source
NORMAL

DEPRESS

Reference Pressure Pressurization Source

Vacuum Static

Outflow Valves
CONTROL CONTROL
DIAPHRAGM DIAPHRAGM

SCREEN SCREEN
Nose Cone TAILCONE
5.4 PSID AREA 5.4 PSID AREA

TC690ABEN008I-TM 5K-1

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5K-5

 Instruments monitoring cabin cabin pressure. The cabin
p re s s u r i z a t i o n o p e r a t i o n pressure controller utilizes the
include a cabin rate-of-climb differential between atmo-
-or-descent gage (Figure 5K-2) spheric pressure and cabin
and a combined cabin differen- pressure to create pneumatic
tial pressure and cabin altitude signals which control the cabin
gage (Figure 5K-3). A CABIN pressure through the operation
LO PRESS light (Figure 5K-4) of the outflow valves.
on the annunciator panel indi- The pressure controller will
cates a cabin altitude above sense and control cabin pres-
10,000 ft. sure altitude during all flight
The environmental and pres- conditions from takeoff through
surization systems are con- climb, cruise and descent.
trolled by the Environmental An optimum cabin altitude and
controls located on the lower a controlled rate of climb pres-
left instrument panel. (Figure sure change may be preselect-
5K-5). A DEPRESS, NORMAL ed prior to takeoff by setting the
switch is provided to allow rate of change and cabin alti-
depressurization of the cabin in tude selector knobs to the
an emergency situation. The desired settings. The cabin
switch should be covered to pressure controller will auto-
prevent accidental selection of matically maintain these prese-
DEPRESS. Under normal oper- lected conditions up to the
ation, the switch is maintained maximum differential pressure.
in the NORMAL position.
The rate of change knob on the
Normal system pressure is sup- left side of the controller is used
plied by conditioned bleed air to regulate the rate of change
from each engine. The pressur- in cabin pressure from a mini-
ization system can be set to mum of 50 feet per minute
maintain a normal cabin pres- (fpm) to a maximum of 2000
sure of 5.2 (± 0.1) psid. The fpm. The cabin altitude knob on
safety features incorporated in the right side of the pressure
5K-2 5K-3
the valves prevents cabin pres- controller is used to select the
2 0 CA
B
sure from exceeding a positive desired cabin altitude for a
.5
1
CLIMB
4
40
50
DIFF
ALT IN
5 cabin pressure differential of given pressure altitude within
5.45 psid or excessive negative
UP
PRESS
0
DOWN
.5
6
30 0 8
1 7
4
3

10
the range of the maximum
10
1 CABIN 25 2
4 9
20
2 15
6 5

ENVIRONMENTAL
CABIN 1000
MODE AUTO TEMP ALT 1 FT
0 2
BLEED SEL OVRD TEMP 13

LEFT
10 -1

L DEPRESS HEAT MAX FLO AUTO 15

3
11

CABIN OFF/RAM OVER-

FE 000 DE T

N
AL IRC
1 ITU AF
ET
27

17

4
A
T R

F
O AIR RIDE
25

LO PRESS
R CABIN
19
9

RATE 23

TEST
COOL WARM
5

ALT
21
M

I
8
A 7 6
M M
L
MAX
I A

R
N X
R NORMAL COOL OFF

E FLO PRESSURIZATION NOT PERMITTED

DURING TAKEOFF AND LANDING

5K-4 5K-5

5K-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Environmental System: Maximum Flow
Auxiliary Jet Pump
Primary Jet Pump Bleed Air Shutoff
Bleed Air Shutoff Valve (Closed)
Valves (Closed) Jet Pump
Ram Air Assembly

Turbo Commander 690A/B

R. Eng Bleed Air
To Vacuum System
L. Eng Bleed Air

*Direct Bleed Air

Bypass Valve
To AFT Pressure (Closed)
Bulkhead
Overhead Hot Air Valve
Pressurization System Schematic

02/11 FOR TRAINING PURPOSES ONLY

(Last Temp Position)
To Lower Cabin
Air Outlets
and Defog Duct Ground Blower

Ambient (Ram) Air

Inlet Check Valve

Super Cold Air * This is the Ground Cool Valve. Most systems
Engine Bleed Air have been modified to remove the ground cool
Ambient Air function, and the switch in the cockpit is then
Compressed Hot Air labeled MAX FLOW and OFF.
Cold Air
Conditioned Air

5K-7
Pneumatic Systems
 pressure differential. A cabin the controller unless the cabin
altitude indicator is incorporat- rate of change is properly
ed on the pressure controller selected. A general rule of
outer dial. When the cabin alti- thumb is to select a cabin rate
tude knob is turned, the pointer of change equal to one-half the
on this indicator shows the aircraft rate of descent.
pressure altitude being select- The cabin may be depressur-
ed. The inner dial markings ized by actuating the depres-
indicate the maximum altitude surization switch. A cabin alti-
at which the aircraft may be tude should be selected prior
flown before reaching the max- to landing which will produce a
imum pressure differential for zero differential cabin pressure;
the selected cabin altitude. however, if the aircraft has
If the aircraft is flown above the landed with some slight cabin
maximum differential altitude, pressure, the cabin will auto-
the cabin pressure altitude will matically depressurize by the
increase in a fractional propor- action of the ground contact
tion to the aircraft altitude. It switch opening the three-way
should be noted that at solenoid valve to vacuum which
extremely high rates of aircraft will open the outflow valves.
descent, it is possible to out-fly

5K-8 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Pneumatic Systems
Pressurization Malfunctions/Corrective Action

SYMPTOM POSSIBLE CAUSE IN FLIGHT ACTION

A Cabin fails to presses 1. DEPRESS switch activated 1. Place switch in NORMAL position
after takeoff. 2. Squat switch failed 2. Pull circuit breaker, Cabin DEPRESS.
3. 3-way solenoid valve malfunction 3. Same as 2. above, if problem persists
continue flight at safe altitude.
4. Cabin altitude preselected to 4. Rotate rate knob counterclockwise
cruise altitude, rate control set to for slower rate of cabin change.
faster rate than airplane climb rate.
5. Blocked cabin air orifice or filter in 5. Limit flight altitude to 10,000 ft.
controller
6. Malfunction of one or both outflow/ 6. Limit flight altitude to 10,000 ft.
safety valves.
7. Malfunction of one or both outflow/ 7. Limit flight altitude to 10,000 ft.
safety valves.
8. System ram check valve malfunction. 8. Limit flight altitude to 10,000 ft.

B Cabin pressurizes to 1. Loose or damaged static line to 1. Depressurize cabin and limit
maximum differential controller flight altitude to 10,000 ft.
pressure after takeoff 2. Loose or damaged lines from controller 2. Same as 1, above.
and outflow/safety valves.
3. Malfunction of one or both outflow/ 3. Same as 1, above.
safety valves.
4. Controller malfunction 4. Same as 1, above.

C Cabin altitude 1. Plugged or damaged static line 1. None - cabin protected by positive
decreases below to controller differential pressure control.
selected altitude. Report malfunction to ground crew.
2. Minor leak in line between controller 2. Same as 1, above.
and outflow/safety valves.
3. Minor leak in controller 3. Same as 1, above.

D Minimum rates 1. Minor leak in controller body 1. Select faster rate and continue
unbalanced; down rate flight. Report malfunction to
faster than up rate. ground crew..
Other rates satisfactory

E Slight cabin pressure, 1. 3-way valve malfunction. 1. None

does not dump on 2. Squat switch malfunction. 2. None
landings 3. Dirty outflow/safety valve or 3. None
valve malfunction.
4. Loose or damaged line from controller 4. None
to outflow/safety valves.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5K-9

Pressurization Malfunctions/Corrective Action (cont'd)

SYMPTOM POSSIBLE CAUSE IN FLIGHT ACTION

F Cabin exceeds max 1. No static reference for outflow/ 1. Manually de-pressurize cabin
differential. safety valves. Continue flight at safe altitude.
2. Outflow/static valve malfunction. 2. Same as 1, above.
3. Pressure gage defective. 3. Same as 1, above,

G No control of rate 1. Controller 1. None

selection

H Cabin rate exceeds 1. Rate selection set too slow 1. Increase rate selection or
selected rate during decrease airplane climb rate.
airplane climb to cruise 2. Controller malfunction. 2. None

J Cabin pressure rapidly 1. Controller malfunction 1. None

increases or decreases
with reselection of cabin
altitude. Rate value
greater than selected,
system stabilizes at
selected altitude.

K Cabin altitude exceeds 1. Loss of cabin air flow. 1. Limit flight altitude to maintain
selected value. 10,000 ft. cabin altitude.
2. Airplane altitude exceeded 2. Check differential pressure
system positive differential reading. If at maximum, no
pressure capability. correction action required.
3. Outflow/safety valve(s) malfunctioned. 3. None
4. Controller malfunction 4. None

5K-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Pneumatic Systems

Air Conditioning Operation of the air condition-

System ing system is achieved with the
following controls: MODE (air
Air
The air conditioning system
consists essentially of a boot-
conditioner) selector switch, a Conditioning
cabin temperature control, a
strap cooling unit with a sec- bleed selector switch, a max System
ondary compressor and a pri- flow switch, and an override
mary and secondary heat manual control switch.
exchanger, a water separator The air conditioner selector
(on B model aircraft only), one switch has the following posi-
modulating bypass valve, an tions; off, automatic, and over-
electrical temperature control ride (see Figure 5K-6).
system, and a primary com-
pressor composed of three jet
pumps utilizing engine bleed
ENVIRONMENTAL
air as the motivating power.
MODE

AUTO
OFF/RAM OVER-
AIR RIDE

PRESSURIZATION NOT PERMITTED

DURING TAKEOFF AND LANDING

5K-6

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5K-11

 When the air conditioners In the event of temperature
switch is in the off position, ram control system failure, the air
air is available in flight for ven- conditioner selector switch may
tilation (Refer to Figure 5K-7). be placed in the OVRD position
With the air conditioner selector and manually operate the tem-
switch in the AUTO position, perature control valve with the
and the BLEED SEL and MAX heat and cool manual control
FLOW switch in NORMAL posi- switch.
tion the two primary jet pump Depressing the spring load
bleed air valves are opened three-position temp control
and the ram air check valve is switch for 40 seconds will run
closed, and temperature con- the valve through its full travels.
troller is energized for automat- The MAX FLO annunciator light
ic operation for either flight or will remain illuminated until the
ground operation. third jet pump valve closes.
If additional heat or cooling is For a more complete and tech-
required, the max flow switch nical explanation of all system
can be selected for max heat components, see the
which opens the bleed air valve Environmental Section of the
for the third jet pump. Maintenance Manual.
5K-7

Ram Air Schematic

Primary Jet Pump Shutoff Max Flow Valve

Valves (Open)

Eng. Bleed Air

To VAC. System
Eng. Bleed Air

*
Heat Exchanger Valve
To Cabin Outlets
Exhaust
Overboard

Ambient Air
To Cabin Outlets Inlet Check
Valve
Hot Air Valve

Super Cold Air CABIN TEMP

Engine Bleed Air

Ambient Air
Compressed Hot Air * Water separator - Installed on TC690B model A/C
Cold Air
Conditioned Air

TC690AB EN005-TM

5K-12 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Pneumatic Systems

Data Summaries
Pressurization System
Data
Power Source Engine Bleed Air Summaries
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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5K-13

 This Page Intentionally Left Blank

5K-14 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Powerplant

The Turbo Commander 690 A and B models of aircraft are pow-

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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5L-1

 This Page Intentionally Left Blank

5L-2 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Powerplant

Powerplant Schematic............................... 4
Powerplant Principles................................ 5 Table of
Powerplant Phases of Operation.............. 6 Contents
Powerplant General Description............... 7
Engine Oil System Schematic................... 8
Engine Oil System...................................... 9
Oil Tank..................................................................... 10
Oil Filter.................................................................... 10
Engine Ignition System............................ 11
Automatic Ignition System...................................... 11
Engine Starting System.......................................... 11
Engine Mounting...................................................... 12
Engine Exhaust System.......................................... 13
Engine Control System............................ 15
Condition Lever........................................................ 16
Power Lever.............................................................. 16
Beta Mode................................................................. 17
Engine Instrumentation........................... 18
Engine Instruments.................................. 19
Tachometer Indicators and Generators................. 19
Horse Power Indicators........................................... 19
ITT Indicator............................................................. 19
EGT Indicators......................................................... 19
Fuel Flow Rate Indicators and Totalizer................. 19
Engine Gage Units................................................... 20
Proper Operation and Care of Engine.................... 20
Propellers.................................................. 21
Propeller Governor................................... 22
Propeller Synchrophaser........................................ 24
Powerplant Limitations............................ 25
Engine Limitations................................................... 25
Reverse Limitations................................................. 25

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5L-3

Powerplant Schematic

5L-4 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Powerplant
Powerplant Principles

Turbine Drive Principle

Turbine
Nozzle Wheel
Vanes

Turbine Nozzle

Turbine Wheel

Axial Flow Turbine Wheel

Compression Principles

Air Acquires
Velocity Compressor Impeller

Axis of Rotation
Diffuser Vanes

Compressor Diffuser
Blades

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5L-5

Powerplant Phases of Operation

Engine Fuel System Before Start Start, 10%

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

Air Flow - Start Air Flow - Cruise

Flame
Flame

Start, 40% Running Above 90%

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

Air Flow - Maximum Power Air Flow - Overtemp

Flame Flame
Still Separated from Metal In Contact With Metal,
by Thin Air Layer Causing Engine Damage

5L-6 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Powerplant

Powerplant General is initially ignited during the

Description
engine starting sequence by
two high-voltage ignitor plugs.
Powerplant
Turbo Commander 690 A After initial ignition of the fuel/air
model aircraft and B model S/N mixture, combustion is self-sus-
11350 thru 11542 except 11431 taining until the fuel supply to
a re e q u i p p e d w i t h t w o the combustion chamber is
AiResearch Model TPE331-5- shut off. The high-velocity
251K turbo-prop engines combustion gases, escaping
(Figure 5L-1), while airplanes from the combustion chamber,
S/N 11431, 11543 and subse- passes into the turbine section
quent are equipped with through stator vanes which
AiResearch Model TPE331-5- direct it into the first stage tur-
252K turbo-prop engines. The bine wheel blades.
-251K engines utilize Bendix Stator vanes are also located
fuel control systems and the between the remaining two tur-
-252K engines utilize bine wheels to serve the same
Woodward fuel control sys- purpose. The resultant high-
tems. The engine capabilities speed rotation of the three-
with regard to horsepower out- stage turbine is harnessed by
put and fuel consumption are the engine drive shaft to supply
identical power for driving the compres-
Engine power is produced by sor and reduction gear train,
converting the energy of a which in turn drives the engine
burning fuel/air mixture to a accessories and turns the pro-
rotating mechanical force. peller.
Ambient air enters the engine A maintenance manual, pre-
through an air inlet duct, which pared by Garrett Corporation,
directs the air into a two-stage AiResearch Manufacturing Co.
centrifugal compressor where of Arizona, is provided with
it is compressed and passed each aircraft and should be
on into an annular combustion consulted for detail information
chamber to be mixed with fuel concerning operation, servic-
and ignited. The fuel/air mixture ing and repair of the engine.

5L-1

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5L-7

5L-8
Scavenge
Filter Bypass Valve
Oil Pressure Oil Pressure
Connection Suction
Control High Pressure
Oil Pressure Unloading Line Air
Regulator or Vent
Positive Torque
Sensor Pressure
Regulator
Torque Sensor
Engine Oil System Schematic

Negative Torque
Sensor Pressure
Regulator

FOR TRAINING PURPOSES ONLY

Gear Case
Vent Line

Scavenge Pump

Feathering
Valve
Magnetic Chip Oil Temp
Detector Plug Bulb Boss To Overboard Air Vent Line
Oil Tank To Unfeather Pump
And Oil Fuel Heater Drain

Turbo Commander 690A/B

02/11
 Powerplant

Engine Accessories extends from the oil tank to the

All engine accessories are overboard vent fitting.
attached to mounting pads on An oil-to-fuel heat exchanger
the aft face of the reduction (See Figure 5L-2) installed in
gear case. Accessory drives the oil tank has the dual pur-
are provided within the gear pose of supplemental cooling
case to operate the accesso- of engine oil and heating the
ries at the required speeds, or fuel prior to its entry into the
to motor the engine, as is the fuel control unit. Primary oil
case when the starter element cooling is provided by an oil-to-
of the starter-generator is oper- air oil cooler installed on the aft
ating. The tach-generator, oil side of the lower engine fire-
thermal bypass valve, starter- wall. The oil-to-air cooler will
generator, oil temp bulb, nega- maintain acceptable oil tem-
tive torque sensor switch, beta peratures through the thermal
pressure switch, unfeathering valve installed in the main oil
pump, and hydraulic pump are line on the right side of the
the only engine accessories engine. This valve regulates the
installed on the engine. amount of engine oil passing
through the external oil-to-air
Engine Oil System cooler. The remainder of the
engine oil system is composed
An engine oil tank, having a of an internal oil pump, pres-
capacity of 8.00 quarts and sure regulating valve, three
incorporating an integral oil-to- internal scavenge pumps, oil
fuel heat exchanger, is attached filter, filter bypass valve, mag-
to the lower right side of the netic plug with chip detector, oil
reduction gear case. This res- temperature bulb, and oil pres-
ervoir furnishes oil to the engine sure indicating system.
lubricating system (See Oil
System Schematic, facing A replaceable oil filter is
page), propeller pitch control installed in a filter housing
system, propeller unfeathering located on the right rear face of
pump, and engine torque sens- the reduction gear case. In the
ing system. An oil vent line 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

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5L-9

 An instantaneous check of The space remaining in the
NOTE: Maximum allowable
engine oil consumption is 0.02 gal- metal deposits within the gear tank compensates for oil
lon per hour. If the engine con- case is made with the metal expansion due to heat. The
sumes as much as a gallon of oil in detection system. The system usable oil capacity of the oil
a 50-hour operating period, check is comprised of one magnetic tank is 6.00 quarts and when
oil leaks at propeller seals and drain oil plug per engine, the the oil level reaches the ADD
engine oil lines. When adding oil,
annunciator lights and related OIL mark on the dipstick, 5.00
the oil level should be in the upper
half of the FULL to ADD OIL zone circuitry. The magnetic drain quarts of oil remain in the tank.
on the dipstick when oil is hot. If plug, located on the lower right When the preflight check
the oil is cold, do not add oil if the front of the reduction gear sec- reveals an unusually low oil
level is in the upper half of the tion, attracts ferrous particles level it is probably due to
FULL to ADD OIL zone. which may be present in the ground operation of the
sump area. Metal particles unfeathering pump. Purge the
attracted by the plug short out oil sumps by rotating the
CAUTION: Never mix engine oil the insulator providing a ground engine by hand and recheck
by type or manufacturer.
for the annunciator lights, the oil level to prevent over fill-
thereby energizing the annun- ing of the oil tank.
NOTE: Total oil capacity of the ciator lights and giving an indi-
cation of contaminated oil.
Oil Filter
engine is 10.5 quarts. The oil tank
contains only 6.00 quarts. A replaceable oil filter element
Oil Tank is contained in a filter cup
Engine oil is drained through a installed on the right rear of the
port in the bottom of the wrap- reduction gear housing. If the
around oil tank and at the mag- oil filter should become
netic plug port. To assure max- obstructed to the point that the
imum oil drainage, the propeller oil filter bypass valve opens,
must be in the feathered posi- the oil pressure will drop
tion to purge the oil from the approximately 55 psi, and a
propeller dome. Approximately bypass indicator pin will be
one quart of engine oil is exposed on the bypass valve.
trapped in the scavenge pump Reset indicator pin after filter is
oil sumps and is undrainable. replaced. When replacing filter,
The capacity of the oil tank is cut open removed filter and
8.00 quarts, However, 6.00 carefully inspect for unusual
quarts will fill the tank to the contamination.
FULL mark on the dipstick.

5L-10 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Powerplant

Engine Ignition system pressure set point of

the 6 psig switch wil1 supply
System ground to the ignition relay coil
The ignition system is automat- which in turn applies 28 V to
ically controlled by speed the ignitor. The system is auto-
sensing switches which ener- matically armed (28V DC)
gize and de-energize the igni- above the starter 50% RPM
tion system during the engine point by the 50% RPM switch.
starting sequence. A high-volt- Following relight of the engine,
age capacitor discharge igni- the ignition will he deactivated
tion unit, attached to the left as the torque pressure goes
side of the reduction gear above 7.5 (± 0.5) psig set on
housing, provides high voltage the pressure switch. If automat-
to the two ignition plugs through ic relight of the engine is not
flexible high tension ignition accomplished by the time the
leads. The ignition system engine reaches 50% RPM,
operates during initial combus- place the IGN OVRD switch in
tion and acceleration of the the IGN OVRD position and
engine. observe manual ignition time
limits. The Automatic Ignition
Automatic Ignition System may be disarmed by
System pulling the applicable L-IGN
The Automatic Ignition System OVRRD or R-IGN OVRRD cir-
is not intended to be a replace- cuit breaker, should it become
ment for the airplanes normal necessary.
ignition system or manual over- This Automatic Ignition System,
ride ignition system presently when installed per Custom Kit
installed in the airplane. This No, 139, complies with the
auto-ignition system is intend- requirements of Paragraph b of
ed as a back-up ignition sys- Airworthiness Directive 86-24-
tem in the event the flight crew 12.
fails to follow the procedures
outlined in this handbook dur- Engine Starting System
ing takeoff and landing on wet A starter-generator, installed on
runways and during flights in a pad at the rear of the acces- CAUTION: Do not motor starter-
icing conditions. sory drive case on the upper generator for more than three
The Automatic Ignition System left side of each engine, fur- 60-second periods of operation,
separated by a five-minute off peri-
is automated through the use of nishes the power for cranking od. Cycle may be repeated after
6 (±0.5 psig) pressure switches the engine, and provides starter has cooled for thirty min-
installed to sense the high 28-volt, direct current electrical utes.
pressure output of the torque power for the operation of all
system. If the engine flames engine and airframe electrical
out, the windmilling propeller components. The starter func-
will cause a hydraulic negative tion of the starter-generator
torque condition and the torque requires a maximum current

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5L-11

 flow of 1000 amperes to crank reaches 10 percent. Ignition is
the engine during the starting automatically terminated at 50
sequence. percent engine speed. The IGN
The DC generator function of OVRD position of the ignition
the starter-generator, rated at switch will electrically bypass
300 amperes, is placed in the the automatic ignition circuit.s
operative mode when the start- allowing the ignition system to
er relay contacts open and the be manually energized, as long
contact in the generator circuit as the ignition switch is in the
closes. Generators are cooled IGN OVRD position. The
by tubes which route air to a MOTOR position of the switch
cooling cap attached to the aft is used to motor the engine in
end of the starter-generator. GND-START RUN position of
Generator switches, installed in the engine control switch, and
the left overhead switch panel, clear the engine of fuel or
must be in the GENERATOR vapors when engine lightoff
position before generators will has not occurred and the
operate. engine start sequence has
been aborted. In this position,
The engine control switch is a
ignition and engine fuel valve
CAUTION: Placing the Engine four-position rotary switch with
circuits cannot be energized.
Control Switch to ENG OFF, after positions engraved on the
the engine stops rotating following switch panel. The ENG OFF Engine Mounting
a manual shutdown (condition position shuts the engine off by
lever to EMERGENCY FEATHER) The engine is attached to the
deenergizing the airframe fuel aircraft at four points. Three of
on the ground, before ITT cools
below 200°C, may result in a loud
auxiliary pump and closing the these attachment points are to
popping noise from the engine engine fuel shutoff valve. The the wing structure and the
accompanied by smoke and FUEL PUMP ON position ener- fourth attachment point is to the
flame, visible at either the engine gizes the fuel auxiliary pump engine firewall. Two engine
air inlet or exhaust. This is caused which pumps fuel to the engine
by the fuel purge system discharg- supports at the three and nine
fuel boost pump assembly. The o’clock position, constructed of
ing residual fuel into the combus-
tion chamber while the chamber is
AIR START position provides aluminum webs and caps, are
still hot. operation of the prop unfeath- attached to the wing spar and
ering pump and to start the extend forward of the wing
engine in flight. The GND leading edge, providing the
NOTE: If engine lightoff has not START position energizes the
occurred by approximately 15 per- principal means for supporting
starter and provides automatic the engine installation in the air-
cent rpm, place the ignition switch
in IGN OVRD. Return the switch to sequencing of ignition, fuel and craft. Two struts are attached to
NORM at 50 percent. If lightoff is starter drop out. the wing structure and to the
not indicated by a rise in ITT within The ignition switch has three top center engine mount to
approximately 10 seconds after
positions: MOTOR — NORM — augment the forward engine
ignition override is selected, abort
the start by placing the engine IGN OVRD. When the ignition mounting support structure.
control switch in ENG OFF and switch is in the NORM position, The two support struts and
returning the ignition switch to high tension voltage is supplied mount may be removed to facil-
NORM. to the ignitor plugs automati- itate easier maintenance of
cally when engine speed

5L-12 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Powerplant

engine. A fourth engine mount Engine Exhaust System

is connected to an attachment
The eductor-type exhaust sys-
point on the turbine section
tem induces a flow of cooling
flange by a mount link which
air through the oil-to-air cooler,
attaches to the nacelle struc-
as well as exhausting the waste
ture at the upper aft firewall.
gases from the engine through
Vibration isolators are used to the engine exhaust nozzle. This
attach the engines to the dual function of the exhaust
engine mounting structure. system is accomplished by an
These isolators dampen engine exhaust shroud (eductor) which
and propeller vibrations and surrounds the engine exhaust
allow for thermal expansion of nozzle. The exhaust shroud,
the engine without transmitting which is attached to the aft
appreciable load forces to the nacelle structure, also forms a
mounting structures. Three pri- firewall between the exhaust
mary vibration isolators which nozzle and the nacelle. High-
are pad.mounted on the rear of velocity exhaust gases from the
the reduction gear case secure engine create a low pressure
the engine to the engine sup- area around the perimeters of
ports with internal wrenching the exhaust shroud outlet to
steel bolts at each vibration iso- draw the lower velocity cooling
lator. The fourth isolator is air through the oil cooler, over
attached to the aft engine the exhaust nozzle, and out the
mount at the upper aft firewall. exhaust shroud.

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5L-13

 This Page Intentionally Left Blank

5L-14 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Powerplant

Engine Control ported sleeve valve of the pro-

System
peller pitch change unit.The
propeller pitch control unit is
Engine
The principal components of
the engine control system are:
interconnected with the propel-
ler governor by cored oil pas-
Control
the fuel control unit, propeller
governor, and propeller pitch
sages in the reduction gear
housing.
System
change unit. The individual A propeller feathering valve,
functions of these components which is also a ported sleeve
are interrelated and coordinat- valve, is installed in the reduc-
ed, in a manner which auto- tion gear housing and inter-
matically regulates engine sects the cored oil passages
speed and power as estab- between the propeller governor
lished by the position of the and propeller pitch change
power and condition levers, unit.
located in the control quadrant.
The ports of the feathering
The gear driven fuel control unit valve are normally aligned with
and propeller governor are the cored oil passages in the
installed on drive pads located reduction gear housing to per-
on the rear face of the reduc- mit a free flow of oil to the pro-
tion gear housing. The pitch peller pitch control valve and
change unit, which is a ported propeller dome piston. When
sleeve valve, is pad-mounted the propeller is manually feath-
on the rear case of the reduc- ered, this valve completely
tion gear housing on the exact closes off governor oil pressure
centerline with the propeller oil to the propeller which allows
transfer tube. The propeller oil the propeller feathering spring
transfer tube extends from the and centrifugal forces created
propeller dome back through by the blade counterweights to
the propeller shaft and into the feather the propeller blades.

5L-3

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5L-15

 The feathering valve is also against the low speed stop.
interconnected with the oil- With the condition lever in this
operated torque sensing sys- position engine speed is gov-
tem (See Figure 5L-3) and erned by the fuel control unit
automatically moves to close underspeed governor, and pro-
off governor oil pressure to the peller pitch as controlled by the
propeller when engine torque is pitch change valve as long as
the power lever is operated
negative. This movement of the between flight idle and reverse.
feathering valve reduces oil
pressure on the propeller pis- When the power lever is moved
ton by bleeding some oil to the forward of flight idle toward
maximum power, engine RPM
engine case, and allows the will increase, the underspeed
propeller blades to move governor function will be
toward the high pitch position. phased out, and the propeller
The functions of the fuel control governor assumes automatic
unit, propeller pitch control, control of the engine speed.
and propeller governor are Movement of the condition
coordinated by the manner in lever toward high
which these components are RPM deactivates the fuel con-
interconnected and attached to trol unit underspeed governor
the power and condition levers. junction and moves the propel-
Air line heaters are provided to ler governor control arm toward
heat the inlet air to the fuel con- the high RPM stop. Engine
trol. These heaters are ener- speed adjustments between 70
gized when the engine start and 100% engine speed are
switches are engaged, and are made by moving the condition
powered by the aircraft main lever in the range between low
bus. and high RPM. The propeller
governor maintains a constant
Condition Lever engine speed by modulation of
The condition lever operates the propeller blade angle.
the propeller governor and fuel Power Lever
control unit underspeed gover-
nor controls to regulate engine The power levers, located on
speed. It also actuates the fuel the control quadrant to the left
solenoid valve and the feather- of the condition levers, have
ing valve by mechanical link- four operating positions: REV
age when propeller feathering THRUST, GND IDLE, FLT IDLE,
is desired. and FWD THRUST. Mechanical
During normal engine opera- stops in the control quadrant
tion, movement of the condition prevent inadvertent movement
lever forward of the low RPM of the power lever aft of flight
position actuates the control idle. To move the power lever
arms of the fuel control unit aft of this position the latch
underspeed governor and the release handle on each power
propeller governor. When the lever must be pulled upward.
condition lever is placed in low The position of the power lever
RPM, the fuel control unit determines the manner in
underspeed governor is in the which propeller pitch and
operative position and the pro- engine speed are controlled
peller governor control arm is and the amount of power pro-
duced by the engine.

5L-16 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Powerplant

When the power lever is moved either forward or reverse thrust.

between reverse and flight idle, When the operator manipulates
propeller pitch is being manu- the power lever either forward
ally controlled through move- or aft of ground idle the propel-
ment of the propeller pitch ler blade angle will be changed
change valve. Movement of the by the pitch control and the fuel
power lever forward of flight control underspeed governor
idle transfers propeller pitch sensing the load change on the
control and consequently engine will modulate the fuel
engine speed control to the supply to the combustion
propeller governor (pitch locks chamber to that required to
disengaged). The minimum maintain engine RPM selected
propeller blade angle pitch limit by the condition lever, within
for operation of the engine the range of 70 to 97% RPM.
between the flight idle and On aircraft converted to Dash
maximum power settings is 10 power, friction levers are
controlled by the power lever located on the control quadrant
linkage to the propeller pitch just below the power and con-
change valve. dition levers and are labeled
Movement of the power lever FRICTION. The friction levers
toward REV THRUST, reposi- may be adjusted to increase or
tions the pitch change valve decrease the friction holding
relationship to the ports of the the power and condition levers
oil distribution tube and allows or lock the control levers in a
governor oil pressure to force selected position.
the propeller piston forward.
This turns the propeller blades
toward the negative pitch posi-
tion. A proportionate increase
in engine power (fuel flow) is
scheduled by the fuel control PROP SYNC

unit underspeed governor P FWD

RPM
ON
when the power lever is moved O
THRUST HI FLIGHT HI

toward the full reverse position. W

OFF
LO GROUND LO
MUST BE OFF
Beta Mode E
FLT IDLE DURING TAKEOFF

Beta mode (ground mode) is R AND LANDING

selected by placing the power GND IDLE ENGINE STOP

lever at any position from full REV

AND
ON
TAXI LTS

reverse to flight idle. The fuel THRUST

EMERGENCY
OFF

supply is not sufficient to sup- DASH 10 ONLY

FEATHER

port engine operation on the

propeller governor so propeller ON
RCN LTS

governor oil pressure reduces FRICTION OFF

propeller blade angle to the PULS

minimum angle selected by the

propeller pitch control. At this LEFT RIGHT

time the Beta Mode light will FUEL ENRICHMENT PULL

PARK

illuminate indicating the propel-

BRAKE
ON

ler pitch angle is now selected

by the pitch control. This mode
is used for ground taxi, for

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5L-17

 Engine Instrumentation

5L-7

5L-8

5L-6
5L-8A

5L-9 5L-10

5L-18 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Powerplant

Engine Instruments horsepower indicators furnish

The engine instruments, which
a readout in terms of engine
shaft horsepower. The horse-
Engine
are installed in the center
instrument panel, include the
power indicator circuit breakers
are labeled L. HP NORM, R. HP
Instruments
tachometer indicators, horse- NORM and L&R HP EMER.
power indicators, inter turbine
temperature indicators, fuel ITT Indicator
flow rate indicators, fuel con- The inter-turbine temperature
sumed totalizer indicator, and (ITT) indicating system consists
engine gage unit. The engine of an ITT indicator, (Figure
gage units indicate fuel and oil 5L-8) a cold junction
pressure and oil temperature.
compensator installed on the
Tachometer Indicators upper left center of the engine,
and Generators a 12-unit thermocouple
The engine tachometer (Figure installed around the circumfer-
5L-6) indicating system pro- ence of the second stage stator
vides an indication of the per- and the necessary electrical
cent of engine rpm throughout wiring. The ITT indicators, indi-
the complete range of engine cate the temperature within the
operation. The indicator is pow- turbine section of the engine.
ered by a tachometer genera- The input power to the system
tor and does not require power is 28-V DC to energize the indi-
from aircraft electrical system cator movement.
for its operation. EGT Indicators
Horse Power Indicators On aircraft that have been con-
Horsepower indicators (Figure verted to Dash 10 power, the
5L-7) provide an indication of ITT gages have been replaced
engine shaft horsepower. with Exhaust Gas Temperature
These indicators are electri- (EGT) gages (Figure 5L-8A).
cally connected to a transducer Fuel Flow Rate Indicators
installed in the oil operated and Totalizer
torque sensing system of each
engine. The engine torque Fuel flow rate indicators (Figure
sensing system senses the 5L-9) are powered by 28-V DC
torque output of the engine and through a circuit breaker (FUEL
transmits the modified torque FLOW) and indicate the indi-
oil pressure signal to the trans- vidual engine fuel flow rates.
ducer. The torque oil transduc- The indicators are basically dc
er then converts the torque oil microammeters and are cali-
pressure to an electrical signal brated in pounds per hour. The
which is transmitted to the dial of the indicator reads from
horsepower indicators. The zero to 600 pounds.
Transducers convert the flow

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5L-19

 rate to electrical pulses. These The fuel pressure gage is con-
pulses are transmitted directly nected by a transducer to the
to the indicators where condi- fuel pump unit between the fuel
tioning and conversion to ana- boost pump and the high-pres-
log signals occurs to provide sure fuel pump and indicates
full flow rate indication. unmetered fuel pressure. The
A signal is directed from the oil pressure gage, connected
indicators to the totalizing sig- to the outlet side of the engine
nal conditioners where addi- oil pump, indicates engine oil
tional conditioning is provided pressure.
for fuel consumed totalizer The oil temperature indicator is
uses. The fuel consumed total- controlled by sensitive resis-
izer (Figure 5L-10) an electro- tance bulbs, installed within a
mechanical digital counter port at the oil pressure pump
calibrated in pounds, provides outlet. The bulbs are standard
a continuous count of pounds MS bulbs.
of fuel consumed. The totalizer
is equipped with a reset knob
Proper Operation and
to zero the counter when refuel-
Care of Engine
ing the aircraft. When operating the aircraft, the
engine should never be allowed
Engine Gage Units to exceed the speed and
Engine gage units (Figure power ranges specified in this
5L-11) for each engine are handbook. Preflight and peri-
installed in the center instru- odic inspections should be
ment panel. Each instrument is performed and any leaks or
a triple indicating unit which malfunctions should be cor-
indicates fuel and oil pressure rected before they can develop
in pounds per square inch, and into major problems. Careful
oil temperature in degrees cen- attention should be given when
tigrade. checking oil and fuel systems
and any problems should be
5L-11 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
Pilot’s Operating Handbook for
list of approved lubricants.

5L-20 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Powerplant

Propellers when viewed from behind the

The propellers used on this air-
nacelle. The propeller hub is a
one piece unit to which the alu-
Propellers
craft are Hartzell HE-B3TN-5FL/ minum blades are attached
LT10282 H+4 constant speed, and indexed by two piece
full feather, 3-blade, with blade clamps, incorporating
reversing capability. The 106 counterweights, thrust bearings
i n c h d i a m e t e r p ro p e l l e r and start lock plates. The pitch
(Figure 5L-12) has a 14.24 change forces toward high
inch prop tip ground clearance, pitch and feather are derived
and 14.5 inch tip to fuselage from blade counterweights and
clearance. The propeller is feathering springs operating
equipped with a metal spinner against the pitch change piston
and spinner bulkhead. of the propeller. Propeller gov-
The propeller flange is mount- ernor control oil pressure is
ed to the engine output shaft, used to move the blades
and rotates counterclockwise toward low pitch.

5L-12

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5L-21

5L-22
Dump To Case
Engine Oil Speed
Control

Lube Oil
Unfeathering
Pump
Propeller Governor
Propeller Governor

Vent To Case
NTS
Pressure
Switch Torque Manual
Sensor Prop
Feather
Feathering
Valve

Beta

FOR TRAINING PURPOSES ONLY

Pressure
Switch Fuel Control
Manual Fuel Valve
Beta Tube

Propeller Power Lever

Pitch Control
Propeller
Static

Return

Pressure

Engine Lube Oil Pressure

Turbo Commander 690A/B

02/11
 Powerplant

The propeller is controlled by When the power lever is moved

either the propeller governor to some position between
(see Schematic, previous REVERSE THRUST and FLT
page) or the propeller pitch IDLE the propeller pitch control
control mechanism, (See will assume a definite position.
Figure 5L-13) depending on This places the ports in such a
the mode of engine operation. position that oil will either be
When the propeller is controlled allowed to go to the propeller or
by the propeller governor, its drain from it. For purposes of
operation is similar to that on a illustration, assume that the
reciprocating engine. The pro- power lever is moved from
peller governor either allows oil REVERSE THRUST to GND
to be sent to the propeller (less IDLE. Oil is allowed to drain
pitch) or drain from the propel- from the propeller (a lower pitch
ler (higher pitch) in order to is selected) and the propeller
maintain the selected engine piston moves aft, as the piston
speed. When the propeller is moves aft so does the Beta
being controlled by the propel- tube.
ler pitch control unit, its opera- When the propeller moves to
tion is somewhat different. A the position corresponding to a
long tube (Beta tube) is GND IDLE blade angle the
attached to the front end of the ports in the propeller pitch con-
propeller piston and extends trol and on the Beta tube will be
aft through the hollow engine covered up thereby stopping
output shaft. The aft end of the further pitch change. The
Beta tube contains a group of blades will now stay in this
ports around its circumference position until a different power
that mate with corresponding lever setting is made.
group of ports on the propeller
pitch control unit. PROPELLER PITCHES
Spinner
5L-13
Safety Bolt Minimum Pitch
Start Position
Oil Transfer Tube
(Beta Tube)
Feathering Springs
Piston
Normal Pitch
Reverse Pitch Operation
Stop Tube Position
Blade Bearing

Maximum Pitch
Feather Position

Reverse Pitch
Counterweight Braking and
Auto Low Pitch Prop Shaft Backing
Stop Units Oil Seal Plug Position
Mount Bolt
Propeller Shaft Flange Oil Seal

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5L-23

 Propeller Synchrophaser The slave engine speed will be
automatically matched to the
The propeller synchrophaser
speed of the master engine. In
(Figure 5L-14) maintains the
making subsequent adjust-
blades of one propeller at a
ments, as from climb to cruise,
predetermined relative position
adjust the master and slave
with the blades of the other pro-
engines to the desired RPM by
peller and it automatically
moving both condition levers
matches the right “slave” pro-
together as required. This will
peller RPM to that of the left
keep both governors close
master” propeller over a limited
enough to remain within the
range. This limited range fea-
NOTE: The prop sync system limited adjustment range of the
ture prevents the right engine
must be turned OFF during takeoff slave engine. If the synchro-
from losing more than ±50 pro-
and landing. phaser is unable to adjust the
peller RPM should the left
slave engine RPM to match the
engine be feathered while the
master engine, the actuator
prop sync system is turned on.
has reached the end of Its trav-
After takeoff, propeller RPM el. Turn he synchrophaser
should be decreased slightly to switch to OFF (which will allow
cruise range, synchronize the the actuator to return to the
engines manually and turn syn- centered position), synchronize
chrophaser system ON. the propellers manually, and
then turn the synchrophaser
switch to ON.
Synchrophaser
Actuator
RH Prop
LH Prop Slave
Master LH Prop RH Prop
Governor Governor

Control
Box

ON PROP SYNC
PROP
SYNC
PROP
5L-14 OFF SYNC

5L-24 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11

 Powerplant

Powerplant Limitations
Engine Limitations
Powerplant
Condition Propeller RPM ITT ° C EGT Time Limit Limitations
Starting – 1149 770°C 1 sec.
Takeoff
and Max.
Continuous 100% (717.5 SHP) 923 None
All 100.5% - 101% – 5 min.
All 101% - 105.5% – 30 sec.
All 105.5% - 106% – 5 sec.
Engine Power Failure 18% to 28% AVOID

Reverse Limitations
1. Beta Lights ON
2. Nosewheel on Ground
3. Below 90 knots
4. High RPM
5. Discontinue at 40 knots

Turbo Commander 690A/B 02/11 FOR TRAINING PURPOSES ONLY 5L-25

 This Page Intentionally Left Blank

5L-26 FOR TRAINING PURPOSES ONLY Turbo Commander 690A/B 02/11