Professional Documents
Culture Documents
690A B Training Manual
690A B Training Manual
Reference Manual
Reference Manual
Introduction
This manual is a stand-alone document appropriate for various
levels of training. Its purpose is to serve as an informational
resource and study aid.
Using this
Manual
1-3
1-4
Quick Reference
This chapter contains the aircraft operating limits and requirements as well as a system-by-system summarization of power
sources, distribution, controls and monitors for both the TC 690A
and 690B models. Each models limitations are in a separate,
labeled section to avoid confusion. All limitations are printed in
bold italic.
Quick reference also contains supplement-directed limitations
and operations.
This section presents the operating limitations, the significance of
such limitations instrument markings, color coding and basic
placards necessary for the safe operation of the airplane, its powerplants, standard systems and standard equipment. The limitations included in this section have been approved by the FAA.
Observance of these operating limitations is required by law.
This chapter is intended to serve as a convenient reference.
Quick
Reference
Chapter 2
2-1
2-2
Quick Reference
General Limitations (690 A)
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Operation Limitations . . . . . . . . . . . . . . . . . . . .
Reverse Power Limitations . . . . . . . . . . . . . . . . . . . . .
Ignition Override Time Limits . . . . . . . . . . . . . . . . . . . .
Flight in Icing Conditions . . . . . . . . . . . . . . . . . . . . . . .
2-5
2-5
2-5
2-5
2-5
2-6
Table of
Contents
2-13
2-13
2-15
2-15
2-15
2-17
2-17
2-18
2-18
2-18
2-18
2-18
2-19
2-21
2-21
2-21
2-21
2-21
2-22
2-23
2-23
2-3
Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-10
Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-26
Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-26
Blade Angles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-26
Propeller SPeed Restrictions . . . . . . . . . . . . . . . . . . .2-26
Operational Limitations (690 B) . . . . . . . . . . . . . . . . .2-27
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-27
Types of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . .2-27
Altitude Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . .2-27
Cabin Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . .2-27
Maximum Seating Limits . . . . . . . . . . . . . . . . . . . . . . .2-27
Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . .2-29
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-29
Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-30
Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . .2-31
Maneuver Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-34
Weight and Center of Gravity Limits . . . . . . . . . . . . . .2-34
C.G. Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-34
Placards Schematics. . . . . . . . . . . . . . . . . . . . . . . . . .2-35
2-4
Quick Reference
General
Limitations
Powerplant
Engine
- Two AiResearch TPE331-5-251K
Model 690 A
SHP
Propeller RPM
ITT C
Time Limit
Oil Temp C
All
5 sec.
+40 to +110
All
30 sec.
All
5 min.
Starting
1149
1 sec.
-40 (min.)
717.5
1591 (100%)
923
None
+55 to +110
2-5
2-6
Quick Reference
3. Before selecting ENG INLET, when ice has accumulated.
4. Immediately any time engine flameout occurs as a possible result
of ice ingestion.
5. During approach and landing while in or shortly following flight
in actual or potential icing conditions.
6. During takeoff with standing water, slush or powdery snow on
runway.
For the purpose of the preceding steps, the following definition
applies:
2-7
2-8
Quick Reference
Table 2-A; Operating Limitations
Oil Temperature
Minimum Starting
-40C
-40C
+55C
Minimum Idle
40 PSIG
70 PSIG
50 PSIG
Minimum
Maximum
Ambient
Operating
Temperatures
Fuel:
(Aviation Turbine
Fuels)
Pesticide Fuel
Additive
+110C
120 PSIG
-40 C
+55 C
Oil
2-9
Propellers
Two Hartzell propellers with LT 10282H+4 blades and hub model HCB3TN-5FL are installed. The propellers are 3-blade, full feathering,
reversible, constant speed. Reverse operation is limited to ground operation only.
NOTE: The following restrictions apply to those airplanes which
are not equipped with propeller blades LT 10673 or LT 10673(B) per
STC SA 546GL or Hartzell Bulletin No. 13l B. See Supplement 17.
WARNING:
Positioning of
power levers below the flight idle
stop in flight is prohibited. Such
positioning may lead to loss of airplane control or may result in an
engine overspeed condition and
consequent loss of engine power.
2-10
Do not move power levers aft of GND IDLE until indicated speed has
decreased to 60 KIAS and both BETA lights are illuminated. No
Reverse Allowed Above 60 KIAS.
Full reverse up to 500 HP at 90% RPM (minimum) may be initiated
below 60 KIAS.
Reduce Reverse Thrust proportionately as aircraft speed decreases.
Quick Reference
2-11
Cockpit Instruments
2-1
2-2
2-2A
2-3
2-4
2-5
2-6
2-7
2-8
2-12
Quick Reference
Instrument Markings
Engine Tachometer (See Figure 2-1, facing page)
96 - 100% RPM Green Arc . . . . . . . . . . . . . . . . . . . . NORMAL
101% Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Operational
Limitations
Model 690A
2-13
Airspeed Indicator
For A/C S/N 11249 and subsequent, (See Figure 2-4, page 2-14)
86 Knots Red Line . . . . . . Minimum Single Engine Continuous
77 to 140 Knots White Arc . . . . . . . . . . . . . . . Flaps Operational
115 Knots Blue Line . . . . . . . . Single Engine Best Rate-of-Climb
82 to 243 Knots Green Arc. . . . . . . . . . . . . . . . Normal Operation
Maximum allowable pointer set . . . . . .52 Mach; Stop at 243 Knots
For A/C S/N 11100 through 11248,
All speeds and color indications are the same, except Maximum Operating Speed is indicated by a red line.
2-14
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)
243
21,000
232
23,000
223
25,000
214
27,000
205
29,000
196
31,000
188
10,250
145
9850
143
9600
141
8750
136
7500
128
6550
121
6000
116
Operation
Airspeed (KCAS)
140
180
200
156
86
145
Positive 3.28 Gs
Negative 1.31 Gs
Positive 2.00 Gs
Negative 0.00 Gs
2-15
2-16
Quick Reference
Maximum Weights
Ramp
10,300 lbs
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 airplane. Acrobatic maneuvers, including spins, are unauthorized.
Up to 560 feet altitude loss may occur during recovery from full stall.
Airstart Limitations
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 KCAS
Maximum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KCAS
Maximum approved altitude for airstarts . . . . . . 20, 000 feet MSL
2-17
Altitude Limitations
Maximum approved altitude with Type A and A-1 aviation turbine
fuel is 31,000 feet MSL.
Maximum approved altitude with Type B aviation turbine fuel is
25,000 feet MSL.
Maximum approved altitude using aviation gasoline:
With fuel boost pumps inoperative. . . . . . . . . . . . . . . . . 10,000 ft
With fuel boost pumps operating . . . . . . . . . . . . . . . . . . 25,000 ft
Cabin Pressurization
Maximum approved cabin differential pressure is 5.4 PSI. The
relief setting is 5.2 0.1 PSI. Pressurization is prohibited during
takeoff or landing.
Ice Protection
Ambient temperatures must be below +5 C for continuous
operation of ice protection heat. Intentional stalls are prohibited
when wing and empennage boots are operated. Do not operate
wing and empennage boots during takeoff and landing.
Elevator Trim
The TRIM annunciator on the annunciator panel is set to
illuminate when elevator trim is not in takeoff range. This
annunciator system must be operational.
2-18
Quick Reference
Placards
AIRSPEED LIMITATIONS
MAX GEAR EXTENDED:
200 KNOTS
MIN CONTROL ONE ENGINE:
86 KNOTS
FLAP EXTENSION:
20 FLAPS MAX 180 KNOTS
40 FLAPS MAX 140 KNOTS
CAUTION
DO NOT SMOKE OR IGNITE FLAME
WITH OXYGEN SYSTEM IN USE.
LANDING
L
PROP SYNC
EXTEND
ON
O
F
F
OFF
OFF
MUST BE OFF
DURING TAKEOFF
AND LANDING
RETRACT
2-19
Placards (cont)
WINDSHIELD OFF
WHEN USING
STANDBY COMPASS
MAX
A/S
243
232
223
214
205
196
188
ALT
X1000
S.L -19
21
23
25
27
29
31
WARNING
MODE
AUTO TEMP
AUTO
OFF/RAM
AIR
OXYGEN
OVER RIDE
WARM
COOL
STATIC SOURCE
ADJUST TO 22,500 FT
ALTITUDE MINIMUM
2-20
PRIMARY
CAUTION
USE AIRSPEED AND ALTIMETER
CALIBRATION WHEN USING
ALTERNATE SOURCE
ALTERNATE
Located at left side of pilot compartment
(Applicable to airplanes which have not had
Service Letter No. 323 complied with.)
Quick Reference
General
Limitations
Powerplant
Engine
Two Garrett AiResearch engines:
- TPE331-5-251K (S/N 11350 through 11542, except 11431)
Model 690 B
ITT C
RPM Percent
SHP
Time Limit
Oil Temp C
Takeoff
923
100
717.5
None
+55 to +110
Max Continuous
923
100
717.5
None
+55 to +110
Max Climb
923
100
717.5
None
+55 to +110
Maximum Cruise
905
96 to 100
717.5
None
+55 to +110
1149
---
---
1 Second
-40 Minimum
Starting
ALL
--
100.5 to 101.0
---
5 Minutes
-40 to +93
ALL
--
101.0 to 105.5
---
30 Seconds
-40 to +93
ALL
--
105.5 to 106.0
---
5 Seconds
-40 to +93
Engine RPM:
Avoid operation between 18 and 28 percent RPM except for transients
occurring during start and shutdown.
WARNING:
Positioning of
power levers below the flight idle
stop in flight is prohibited. Such
positioning may lead to loss of airplane control or may result in an
engine overspeed condition and
consequent loss of engine power.
2-21
2-22
Quick Reference
Flight in Icing Conditions
Compliance with the following Limitations meets the requirements of
Paragraph (a) of Airworthiness Directive No. 86-24-12, dated 28
November 1986. The requirements of Paragraph (a) of AD. 86-24-12
are superseded by Paragraph (b) and no longer apply when Custom Kit
No. 139 (Auto-Ignition System) is installed.
The IGN OVRD switch shall be selected to IGN OVRD position during
all operations in actual or potential icing conditions described as follows:
1. During takeoff and climb out in actual or potential icing conditions.
2. When ice is visible on, or shedding from propeller(s), spinner(s),
or leading edge(s).
3. Before selecting ENG INLET, when ice has accumulated.
Ice Protection:
Ambient temperatures must be below +5C for continuous operation if
ice protection heat. Intentional stalls are prohibited when wing and
empennage boots are operated. Do not operate wing and empennage
boots during takeoff and landing.
Engine Inlet Ice Protection:
Operation for longer than ten seconds with ambient temperature above
+50 is prohibited.
2-23
2-24
Quick Reference
Operating Limitations
Oil Temperature
Minimum Starting
-40C
-40C
+55C
+110C
Minimum Idle
40 PSI
70 PSI
50 PSI
Fuel Pressure
Minimum
Maximum
Fuel:
(Aviation Turbine
Fuels)
120 PSI
15 PSI
90 PSI
2-25
Propellers:
Two Hartzell propellers with LT 10282H+4 blades and hub model
HC16-B3TN-5FL are installed. The propellers are 3-blade, full feathering, reversible, constant speed.
Restrictions:
Reverse operation is limited to ground operation only.
Diameter:
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 inches
Maximum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 inches
2-26
RPM Range
Time Limit
1591
None
1599 1607
5 Minutes
1607 1679
30 Seconds
1679 1686
5 Seconds
Quick Reference
General
Types of Operation
This aircraft may be operated under the following conditions when the
appropriate equipment required by Federal Aviation Regulations is
installed and operable:
Day or Night
VFR or IFR
Flight into known Icing Conditions is approved.
Operational
Limitations
Model 690B
p
p
p
Altitude Limitations
Maximum approved altitude with Type A and A-1 aviation turbine
fuel is 31,000 feet MSL.
Maximum approved altitude with Type B (JP-4 or JP-5) aviation
turbine fuel:
With fuel boost pumps inoperative. . . . . . . . . . . . 25,000 ft MSL
With fuel boost pumps operating . . . . . . . . . . . . . 31,000 ft MSL
Maximum approved altitude using aviation gasoline:
With fuel boost pumps inoperative. . . . . . . . . . . . . . . . . 10,000 ft
With fuel boost pumps operating . . . . . . . . . . . . . . . . . . 25,000 ft
Cabin Pressurization
Maximum cabin differential pressure . . . . . . . . . . . . . . . . 5.4 PSI
Relief setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2 0.1 PSI
Pressurization is prohibited during takeoff or landing.
2-27
Cockpit Instruments
2-9
2-10
2-10A
2-11
2-12
2-13
2-14
2-28
2-15
Quick Reference
Instrument Markings
Powerplant
Engine Tachometer (See Figure 2-9, facing page)
96 to 100% RPM Green Arc . . . . . . . . . . . . . . . . . . . NORMAL
101% Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
2-29
KIAS
SIGNIFICANCE
Red Radial
86
83
VMC
White Arc
77-140
75-140
Green Arc
82-243
78-246
Blue Radial
115
113
Red Radial
243
246
IAS
260
200
40
AIRSPEED 60
KNOTS
80
100
160
140 120
2-16
2-30
Quick Reference
Hydraulic Pressure (See Figure 2-13)
1250 PSI Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
Airspeed Limitations
SPEED
KIAS
104
89
139
95
VA
180
246
99
149
23 Knots
2-31
KCAS
KIAS
148
167
128
117
180
140
(20)
(40)
REMARKS
200
201
86
83
125
123
This speed delivers the greatest gain in altitude in the shortest time with ine engine
inoperative at sea level, standard day conditions and 10,325 lbs weight.
Recommended Safe
One Engine Inoperative
VSSE
98
95
--
SL - 19,000
243
246
21,000
232
234
23,000
223
225
25,000
214
216
27,000
205
206
29,000
196
197
31,000
188
189
VMO* (Knots)
Altitude (feet)
155
2-32
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
2-33
Maneuver Limits
This airplane must be operated as a normal category airplane. Acrobatic maneuvers, including spins, are unauthorized. Up to 560 feel altitude loss may occur during recovery from full stall.
Maneuvering Load Factors
10,375 lbs.
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.
2-34
Quick Reference
Placards
AIRSPEED LIMITATIONS
FLAP EXTENSION:
20 FLAPS MAX 180 KNOTS
40 FLAPS MAX 140 KNOTS
CAUTION
DO NOT SMOKE OR IGNITE FLAME
WITH OXYGEN SYSTEM IN USE.
PROP SYNC
LANDING
L
EXTEND
WARNING
ON
O
F
F
OFF
MUST BE OFF
DURING TAKEOFF
AND LANDING
OFF
RETRACT
WINDSHIELD OFF
WHEN USING
STANDBY COMPASS
Located near standby compass
ABRUPT CONTROL
MOVEMENTS ABOVE
MANEUVER SPEED
CAN RESULT IN
DANGEROUS
STRUCTURAL
DAMAGE
Located on windshield
centerpost cover (per
Service Bulletin No. 205)
ADJUST TO 22,500 FT
ALTITUDE MINIMUM
2-35
Placards (cont)
WARNING
STATIC SOURCE
SWITCH
ALTERNATE w
CAUTION
USE AIRSPEED
AND ALTIMETER
CALIBRATION
WHEN USING
ALTERNATE
SOURCE
MODE
AUTO TEMP
AUTO
OFF/RAM
AIR
OVER RIDE
PRIMARY
WARM
COOL
STATIC SOURCE
PRIMARY
CAUTION
USE AIRSPEED AND ALTIMETER
CALIBRATION WHEN USING
ALTERNATE SOURCE
ALTERNATE
21
23
25
27
29
31
KCAS VMO
232
223
214
205
196
188
243
ADJUST KNOB TO
22,500 FT. ALT MIN.
FOR DEMAND MASK
OPERATION.
CHECK PRESS &
FLOW PRIOR TO
TAKE OFF.
2-36
OFF
ON
NO SMOKING
WHILE
OXYGEN
TURN SYSTEM
OFF AFTER
USE.
Preflight
Inspection
Chapter 3A
3A-1
3A-2
Preflight Inspection
Checklist Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-5
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-7
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-7
Table of
Contents
3A-3
3A-4
Preflight Inspection
Tasks are executed in one of two ways:
p
as a sequence that uses the layout of the cockpit controls and indicators as cues (i.e., flow pattern).
Checklist
Usage
use of either the cockpit layout or event cues to prompt the correct
switch and/or control positions.
3A-5
3A-6
Preflight Inspection
General
All Surfaces . . . . . . . . . . . . . . . . FREE FROM SNOW/ICE/FROST
Protective Covers/Plugs . . . . . . . . . . . . . . . . REMOVED/STOWED
Remove safety covers from the engines, static ports, pitot probes,
stall vanes, angle-of-attack sensor and rosemount probe. Remove
keys from locks.
Preflight
Inspection
NOTE: If night flight is anticipated, check actual operation of
navigation and strobe lights.
3A-7
Interior Inspection
Visual Inspection
1.
2.
3.
4.
5.
6.
7.
Battery Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
* BAT HOT annunciator NOT illuminated
8.
9.
3A-8
Preflight Inspection
3A-9
3A-10
Preflight Inspection
Exterior Inspection (Clockwise)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
3A-11
B
1.
Right Engine
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Inlet Dust Cover . . . . . . . . . . . . . . . . REMOVE (if installed)
b. Prop and Spinner (Rotation and condition). Listen for
unusual noises as prop is hand rotated.
c. Engine Inlet, Compressor, Temp Sensor and Moisture Drain
d. Oil Quantity, Cap and Access Door
3A-12
Preflight Inspection
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
3A-13
D
1.
2.
3.
4.
5.
6.
7.
3A-14
Preflight Inspection
E
1.
2.
3.
4.
5.
6.
7.
3A-15
F
1.
Left Engine
Left Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Inlet Dust Cover . . . . . . . . . . . . . . . . REMOVE, if installed
b. Engine Inlet, Compressor, Temp Sensor and Moisture Drain
2.
3A-16
Normal
Procedures
Chapter 3B
3B-1
3B-2
Normal Procedures
Checklist Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-5
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-7
Before Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . 3B-7
Table of
Contents
3B-3
3B-4
Normal Procedures
Tasks are executed in one of two ways:
p
as a sequence that uses the layout of the cockpit controls and indicators as cues (i.e., "flow pattern").
Checklist
Usage
use of either the cockpit layout or event cues to prompt the correct
switch and/or control positions.
3B-5
3B-6
Normal Procedures
Before Starting Engines
1.
2.
3.
4.
5.
6.
7.
Normal
Procedures
9.
CAUTION:
When
making
SERIES starts the operating generator must be OFF prior to starting the
second engine
3B-7
Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Distribution bus annunciators (2) . . . . . . . . EXTINGUISHED
BAT HOT annunciator . . . . . . . . . . . . . . NOT ILLUMINATED
15. Generator Switches . . . . . . . . . . . . OFF, While Starting Engine
GEN OFF Annunciators Illuminated
16. Distribution and Control Bus Tie . . . . . . . . . . . . . . . . . . OPEN
17. Distribution and Control Bus Switches . . . . . . . . . . . . . . . . ON
Annunciators Extinguished
18. Annunciator Panel . . . . . . . . . . . . . TEST (Lights, Gear Horn,
And Battery Temp Monitor)
19. Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . . . 470 to 605 PSI
20. Fuel Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
21. Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
22. Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
23. Prop Sync Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION: BUS TIE circuit breakers (2) shall be tripped, and the BUS
TIE switch shall be open during normal
electrical system operation. The bus tie
circuit breakers and bus tie switch are
provided as an alternate means of powering a bus in the event of electrical distribution system failure.
3B-8
Normal Procedures
(690A Model S/N 11249, 11269 and Subs and 690B model).
a. Oxygen Regulator . . .SET (clockwise to 22,500 Ft. or higher).
b. Oxygen Mask . . . . . . . . . . . . . . . . .DON and set to 100 percent
(Inspect for damage) Inline pressure indicator should indicate
green.
c. Oxygen Quantity Gage . . . . . . . . . . . . . . . . . . . . . . OBSERVE
Observe quantity gage for approximately 30 seconds. A steady
drop in pressure indicates a system malfunction.
d. Mask Microphone . . . . . . . . . . . . . . . . CONNECT and CHECK
e. Oxygen Regulator . . . . . . . . . . SET to expected cruise altitude
and allow to stabilize.
f. Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW.
2.
Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3.
4.
5.
6.
7.
8.
9.
3B-9
occurred by approximately 15 percent RPM, place the ignition override/motor switch to IGN OVRD.
Return the switch to NORM at 50
percent. If light off is not indicated by
a rise in ITT within approximately 10
seconds after ignition override is
selected, abort the start by placing the
engine control switch to ENG OFF
and returning the ignition override;
motor switch to NORM.
3B-10
Normal Procedures
Starting Engines (690 B Model)
1.
2.
Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3.
4.
5.
6.
7.
8.
9.
CAUTION: If engine is to be
restarted within 10 to 45 minutes
after shutdown, observe engine compressor and slowly move propeller
until compressor rotates one half (1/
2) revolution. Propeller tip will move
approximately six (6) inches. This
should be done approximately ten
(10) minutes prior to restart.
3B-11
3B-12
Normal Procedures
16. Oil Pressure . . . . . . . . . . . CHECK (50 PSI min. at 70% RPM)
17. Fuel Pressure . . . . . . . . . . . . . . . . . . . . . . . . .25 PSI MINIMUM
3B-13
Before Taxi
1.
2.
3.
4.
5.
6.
7.
This test should be accomplished prior to the first flight of the day.
It may be performed with the propeller start locks engaged or
disengaged.
a. Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLT IDLE
b. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI
c. NTS Test Switch . . . . . . . . . . . . . . . . .DEPRESS momentarily
The NTS light should not illuminate. Repeat the test on the
opposite engine.
3B-14
Normal Procedures
8.
WARNING: When
performing
this check the immediate area
ahead of the aircraft must be clear
in the event the propellers
inadvertently unlatch.
690 A Model:
a. With the propeller on the start locks:
1. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . HI RPM
Observe illumination of beta light, indicating positive
torque.
2. Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
(slowly to the maximum stop).
RPM must stabilize at 104.5 to 105.5%. Operation between
101% and 105. 5% must be limited to 30 seconds maximum.
690 B Model:
a. With the propeller on the start locks:
1. Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . HI RPM
Observe illumination of beta light, indicating positive
torque.
2. Power Lever . . . . . . . . . . . . . . . . . ADVANCE slowly until
further motion causes no increase
in fuel flow or RPM and then
retard to GND IDLE.
RPM must stabilize at 104.5 to 105.5% on airplanes S/N
11350 through 11542, except 11431 and at 103.0 to 105.0%t
on airplanes S/N 11431, 11543 and subsequent.
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.
3B-16
Normal Procedures
Before Takeoff
1.
2.
3.
4.
5.
6.
7.
8.
9.
CAUTION: Do
not increase
engine speed above 80 percent RPM
until GND COOL (if operative) and
MAX FLO annunciators are extinguished. (Approximately 40 seconds
after switch is placed in NORMAL.)
3B-17
WARNING:
A water or slush
induced flame-out may occur if takeoffs are attempted on runways with
standing water, slush or loose powdery snow. Ignition override recommended ON. Observe time limits.
Line Up
1.
2.
3.
4.
WARNING: Do
not operate
boots during takeoff and landing.
5.
6.
7.
3B-18
Normal Procedures
Takeoff
1.
2.
Climb
1.
Climb Speed - 139 KIAS (to 5000 Ft.). Scheduled climb speed
thereafter (minus 1 KT per 1000 Ft. above 5000 ft.).
2.
3.
4.
5.
6.
WARNING: Abnormal
cabin
pressure fluctuations after takeoff
(cabin rate of climb 1500 - 2000
FPM) indicate the possibility of a
safety/outflow valve malfunction.
Immediately place Depressurization switch to DEPRESS and have
valves inspected before further
pressurized flight. A dual valve
failure can result in a cabin overpressure condition.
8.
9.
3B-19
1.
Power
2.
3.
4.
Oxygen System
flight do not
reduce engine RPM below 96%.
Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
flight do not
reduce engine RPM below 96%.
1.
Power
Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
2.
3.
4.
Oxygen System
To assure availability of emergency oxygen, the system may be
used for supplemental oxygen only when the oxygen pressure gage
reads above 1,000 PSI. The altitude adjusting valve must remain at
22,500 ft. minimum regulated setting.
3B-20
Normal Procedures
Descent
1.
2.
3.
4.
Before Landing
1.
2.
3.
4.
5.
6.
7.
8.
9.
181 KIAS
141 KIAS
180 KIAS
140 KIAS
WARNING: If
a significant
amount of standing water, slush or
loose powdery snow is anticipated
on the runway, the ignition override switch should be placed in the
ON position to minimize the possibility of a flame-out during landing. Observe ignition override
time limitations.
3B-21
2.
3.
4.
5.
Landing
WARNING: Do not raise flight
idle locks until after touchdown.
1.
Touchdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRMED
2.
3.
4.
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
3B-22
Normal Procedures
After Landing
1.
2.
3.
4.
5.
6.
3B-23
Engine Shutdown
1.
2.
3.
4.
5.
6.
7.
8.
feather.
CAUTION: If engine is to be
restarted within 10 to 45 minutes
after shutdown, observe engine compressor and slowly move propeller
until compressor rotates one half
revolution. Propeller tip will move
approximately six (6) inches. This
should be done approximately ten
(10) minutes prior to restart.
3B-24
9.
a. Press AUTO-IGN RELIGHT test switch to the right. Turn RSTART switch to OFF (verify the moment, within one or two
seconds, the engine starts to decrease in RPM. the R-IGN light
illuminates.
b. Press AUTO-IGN RELIGHT test switch to the left. Turn LSTART switch to OFF (verify the moment, within one or two
seconds, the engine starts to decrease in RPM, the L-IGN light
illuminates.
Engine Control Switch . . . . . . . . . . . . . . . . . . . . .ENGINE OFF
(shutdown engine started first)
Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . .FULL REVERSE
(Before RPM drops below 50%,
to engage propeller blade start locks)
Monitor engine for unusual noises.
Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
After propeller stops rotating cycle flaps to check the adequacy of
the operating hydraulic pump; 900 to 1075 PSI.
Normal Procedures
Engines
To insure that the engine accelerates properly when operating with the
condition lever in the Low position, power lever movements should not
be made rapidly. Allow two seconds from ground idle to flight idle or
reverse. At LOW RPM, moving the power lever at an excessive rate
can result in engine instability or RPM decay. Should this occur, return
the power lever to ground idle and allow the engine to stabilize before
reapplying power. Do not allow engine RPM to decay below 67%.
Systems
Operation
Beta Lights
During ground operation above 85% Propeller control will shift from beta
mode (annunciator illuminated) to propeller governing mode (annunciator
out) as the power lever is advanced beyond the point where engine RPM
begins to stabilize as power is increased. During ground operation below
85% RPM, the beta light may, or may not, illuminate.
Clearing Engines
Clearing an engine of fuel or vapor is accomplished by allowing three
minutes for fuel to drain from the engine before attempting another
start, or motoring the engine, as follows:
1.
2.
3.
4.
3B-25
1.
2.
3.
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.
2.
3.
To check the operation of the system, manually sync at 98%. Turn the
prop sync on. Slowly increase and decrease the left engine condition
lever. Right engine RPM should follow within 1.5%.
The propeller synchronizer must be off during takeoff, landing and single engine operation. Should the left engine fail or be feathered while
the prop sync is on, the right engine RPM will decrease a maximum of
2%, however, in no case below 94%. To insure maximum RPM on the
right engine during single engine operation, advance the condition
lever full forward and turn the prop sync off.
3B-26
Normal Procedures
Oxygen System
Personnel
Using
Oxygen
10,000 FT
15,000 FT
20,000 FT
25,000 FT
30,000 FT
8-40
7-05
5-12
4-06
3-12
2-42
4-18
3-30
2-46
2-00
1-36
1-18
2-48
2-18
1-42
1-18
1-00
0-54
2-06
1-47
1-12
1-00
0-46
0-40
1-42
1-24
1-00
0-52
0-38
0-33
1-24
1-06
0-51
0-40
0-30
0-27
1-12
1-00
0-43
0-35
0-27
0-23
1-00
0-51
0-38
0-30
0-24
0-20
0-57
0-47
0-34
0-27
0-21
0-18
NOTE: For partial cabin depressurization on S/N 11100 through 11248, 11250 through 11268, readjust oxygen regulator to actual cabin altitude. On S/N 11249 and 11296 and Subsequent, including B model, set regulator to 22,500 ft
minimum. Adjust as required for cabin altitude between 22,500 ft. and 30,000 ft.
Table 3B-A; Oxygen Supply Duration (22 Cubic Feet at 1800 PSI)
Normal Operation
1.
2.
3.
4.
5.
3B-27
1.
2.
3.
4.
5.
3B-28
1.
2.
3.
4.
5.
Normal Procedures
Ice Protection Systems
Ice protection for the aircraft is provided by pneumatic boots on the
wing and empennage leading edges and by heat in other areas. All ice
protection controls are located in the ice protection group in the overhead panel All control switches are circuit breaker switches except for
the boots and windshield heat which have circuit protection on the
main circuit breaker panel.
Surface Boots
The BOOTS control switch provides for either one cycle or manual
operation. One cycle utilizes a timer, and manual operation bypasses
the timer. For one cycle, momentarily depress the ONE CY positions.
One cycle operation provides a 6-second inflation of the wing and
empennage boots.
After completion of one cycle the pilot may re-energize the one cycle,
at his discretion. Manual operation inflates both the wing and the
empennage boots whenever the MAN position is depressed. The boots
are deflated when the switch is released.
It is recommended that the surface boots be operated when an ice accumulation on the leading edge is approximately 1/2 inch. Wing ice lights
are provided to observe ice accumulation at night.
A regulated pressure gage, having a green arc, yellow arc, and an upper
and lower red arc, indicates regulated bleed air pressure, and denotes
the operating condition of the pressure regulator. Normal operation of
the wing and empennage boots is indicated when bleed air pressure is
within the green arc of the pressure gage. Should the pressure gage
indicate within the yellow arc (denoting deterioration of pressure) during a flight, operation of the boots may be continued; however, the
pressure regulator must be replaced prior to subsequent flight. The
lower red arc indicates insufficient bleed air pressure for proper boot
operation. The upper scale red arc indicates excessive bleed air pressure. Boot operation is NOT PERMITTED when bleed air pressure is
excessive.
Propeller Heat
Operation of the propeller heat can be monitored on the ICE PROTECTION ammeter when the ammeter selector switch is normally in the
PROP position. With the heat ON, the ammeter must indicate 14 to 18
amps. A total of 2 minutes is required to cycle through both elements of
both propellers.
CAUTION: Ambient temperatures must be below + 5C for continuous operation of the propeller heat.
3B-29
Windshield Heat
Windshield heat is checked by noting a slight increase on the aircraft
ammeter, after the switch is placed in the HIGH or LOW position, and
by physically noting a heat rise on the windshield. The heated portion
of the windshield does not cover the complete area covered by the
windshield wipers. Wipers need not be used during icing conditions.
3B-30
Normal Procedures
Windshield Defog
(S/N 11100 thru 11248, and 11250 thru 11268) Windshield defog is
provided by pulling the defog control located below the instrument
panel and to the right of the engine control quadrant. Pulling this control allows the cabin environmental supply air to circulate across the
windshield and side windows. If additional airflow is required, a defog
blower may be turned on. The control switch is located in the ICE
PROTECTION group of the overhead panel.
(S/N 11249 and 11269 and Subs., including B model) Windshield
defog is provided by a recirculation blower. The control switch is
located in the ICE PROTECTION group of the overhead panel.
Rudder:
2.
Controls heat for the rudder tab balance horn and the slot between
the top of the vertical fin and the rudder horn. Operation can be
monitored by noting a slight increase in load on the aircraft
ammeters when the heat is turned on. Rudder heat requires
approximately 40 amperes.
Left Pitot-Fuel Vent:
3.
Controls heat for the left pitot, left fuel vent, and the alternate or
copilots static source. These may be physically checked for
heating, prior to flight.
Right Pitot- Fuel Vent:
4.
Controls heat for the right pitot, right fuel vent, and stall warning
switch. These may be physically checked for heating, prior to
flight.
Generator Inlet:
Controls heat for the generator cooling air inlets. Operation of the
generator inlet heat can be monitored on the ICE PROTECTION
ammeter when the ammeter selection switch is held in the GEN
position. With generator heat on, the ammeter should indicate
between 12 and 18 amps.
CAUTION: Do
not operate
auxiliary ice protection on the
ground for more than 30 seconds
maximum.
3B-31
3B-32
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.
690A Model: Depress and hold the toe brakes while rotating the
parking brake control to the ON position. The aircraft hydraulic system must be pressurized prior to setting the parking brake control.
690B Model: Depress and hold the toe brakes. Pull the Parking
Brake Control Handle outward to ON. The aircraft hydraulic system
must be pressurized prior to setting the parking brake.
690B Model: Depress and hold toe brakes while pushing the control
forward to the OFF POSITION
3B-33
3B-34
1.
2.
3.
Normal Procedures
Annunciator System
LEFT
TEST
F
I
R
E
CABIN
LO PRESS
MAX
FLO
LT&B
L ENG
CHIP
L BETA
BETA R
ENG
R
INLET
GEN
TRIM
BAT HOT
ENG
L
INLET
PROP SYNC
LOW FUEL
L GEN
R ENG
CHIP
DOOR
RIGHT
F
I
R
E
3B-1
NOTE: Nomenclature in some positions may change based on optional equipment installed on the aircraft.
TC690ABAV001i-TM
TEST
LEFT
F
I
R
E
CABIN
LO PRESS
GND
COOL
3B-35
MAX
FLO
Environmental system auxiliary jet pump in operation. Direct Bleed/Max Flow switch Not in normal position.
OR
MAX
HEAT
L.T. & B.
TRIM
PROP SYNC
L. ENG
CHIP
Electrical power failure to the left (Pilots) turn & bank instrument.
BATT HOT
LOW FUEL
Fuel quantity at approx. 200 pounds, or less for S/N 11100 thru 11248, 11250 thru 11268,
Fuel quantity at approx. 300 pounds, or less for S/N 11249, 11269 and Subs, including B Model.
3B-36
BETA
ENG
INLET
GEN
Normal Procedures
BETA R
ENG
INLET
GEN
R. ENG
CHIP
DOOR
Main entry door not secure or door lock switch is in the unlock position.
In S/N 11517 and subsequent, Main Entry Door or Baggage Compartment Door is open
RIGHT
F
I
R
E
Note: Optional equipment installed may include additional annunciator lights. See applicable supplements for
explanation if nomenclature.
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.
Each pilot should, however, do what he can, within the bounds of safe
flight operations and the FARs to minimize airplane noise, especially
for those who live near airports. The suggested procedures that follow,
provide guidelines for achieving noise abatement:
1. Reduce engine ground operating time in the vicinity of passenger
terminals, hangar areas and parking areas to the maximum extent
possible. Ground engine operation produces the most objectionable
noise levels.
2. During takeoff from airports in noise sensitive residential areas,
every attempt should be made to climb to 1500 feet AGL as quickly
as practical.
3. After reaching 1500 feet AGL, reduce RPM to the minimum practical for a cruise climb power.
4. Enroute to, or departing from airports, if practical, follow a ground
track which avoids noise sensitive areas.
5. While enroute, maintain at least 2,000 feet AGL, even though lower
altitudes may be legal according to FARs. If in the pilots judgment
an altitude of less than 2,000 AGL would enhance safety of flight,
for example improving visibility, then safety of flight considerations
should, of course, prevail.
6. During approaches to airports, maintain an altitude above 1500 feet
AGL as long as practical and still conform to the local traffic pattern
requirements.
7. Study and comply with special traffic patterns which have been
established at various airports for the primary purpose of minimizing noise over certain noise sensitive areas of the surrounding city.
8. When conducting flight training, use airports with reduced noise
sensitivity, if practical.
9. Pilots should generally attempt to avoid flight over recreational
areas or outdoor assemblies of people as much as practical.
3B-38
Normal Procedures
Flight In Icing Conditions
This airplane is approved for flight in icing conditions. This approval is
based on tests conducted in natural and simulated icing conditions.
These conditions do not include, nor were tests conducted in all icing
conditions that may be encountered (i.e. freezing rain, freezing drizzle,
mixed conditions or conditions defined as severe). Such icing conditions have the potential of producing hazardous ice accumulations,
which: 1) exceed the capabilities of the airplanes ice protection equipment: and/or 2) create unacceptable airplane performance. Flight into
icing conditions that lie outside those tested is not prohibited; however,
prolonged flight in these conditions is prohibited. Therefore, pilots
must be able to identify when the airplane has entered icing conditions
more severe than the tested conditions and promptly exit the condition
before hazardous ice accumulations occur.
Icing conditions may exist in visible moisture when the static or outside
air temperature is below freezing; therefore, it is necessary to closely
monitor outside air temperature when flying in clouds or precipitation.
The heaviest icing found in stratus type clouds is generally associated
with a well-defined cloud formation. Ice will generally form approximately 200 to 400 feet below the tops of such clouds, especially when
the temperature is just below freezing. Freezing rain or freezing drizzle
can occur outside of clouds.
When icing is encountered, the recommended procedure to depart these
conditions is to change to an altitude where icing conditions are not
present, particularly if it is known that the icing conditions at that particular altitude are wide spread. Course changes may also be made to
exit icing conditions. As a general rule, ice accumulations which have
the most adverse effect are those which occur at temperatures between
15F (-l0C and freezing, particularly in the 25F (-4C) to 30F (-1C)
range. Areas of reduced temperatures (usually associated with increasing altitude) below 15F (-l0C) will generally be a region of reduced
icing conditions. Freezing rain or freezing drizzle conditions have been
observed at outside air temperatures as low as 0F (-18C).
Refer to the LIMITATIONS Section for limitations relating to icing
flight and to the EMERGENCY PROCEDURES Section for emergency procedures associated with icing equipment malfunctions and
operations in severe icing conditions (conditions that are in excess of
the FAA defined icing envelope).
3B-39
3B-40
This chapter presents descriptions of various maneuvers and techniques applicable to normal and single engine operations. Also
presented are pictorial examples of selected maneuvers.
Maneuvers
Chapter 3C
3C-1
3C-2
Maneuvers
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5
Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-6
Approaches to Stall. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-7
Table of
Contents
3C-3
3C-4
Takeoff
January 2005
Cruise Climb
97 - 98% RPM
HP As Required to
Keep within Temp Limits
Power Check
Climb Power
To 5000 ft.
100 % RPM
HP As Required to
Keep within Temp Limits
Maneuvers
3C-5
Steep Turns
3C-6
2
1 Clean Configuration
January 2005
Maintain
Altitude - 100 ft
Speed - 145 KIAS 10 kts
Attitude - 45 Bank
Tolerances Are:
Speed 10 KIAS
Altitude 100 ft
Bank 5
Heading 10
Approaches to Stall
January 2005
1
2
3C-7
Maneuvers
RECOVERY PROCEDURES
POWER MAXIMUM
ATTITUDE MAINTAIN
GEAR UP
FLAPS UP
AIRSPEED 140 KIAS
Throttles - IDLE
Condition Levers - HIGH RPM
Emergency Descent
3C-8
Pitch Attitude - NOSE DOWN 15, 30 Bank
Aircraft - DESCEND at Maximum Allowable Speed, Smooth Air
ATC - ADVISE
Rough Air - Gear Down, Flaps Full, Airspeed 140 KIAS
January 2005
BASE LEG
POWER 250 HP
3 ABEAM RUNWAY THRESHOLD
AIRSPEED 130 - 140 KIAS
AIRSPEED 120 - 130 KIAS
GEAR DOWN
SINK RATE ESTABLISH AT 500 - 600 FPM
CONDITION LEVERS HIGH
BEFORE LANDING CHECKLIST COMPLETED
FLAPS 20
DOWNWIND LEG
POWER 250 HP
FLAPS 10
AIRSPEED 140 KIAS
BEFORE LANDING
CHECKLIST COMPLETE
1500 FT AGL
LANDING ASSURED
FLAPS AS DESIRED TO 40
5 FINAL
SPEED 120 + WIND FACTOR
BEFORE ARRIVAL
POWER 300 HP
AIRSPEED 160
January 2005
TOUCHDOWN
POWER LEVERS FLIGHT IDLE
BETA LIGHTS ILLUMINATED
REVERSE THRUST AS REQUIRED
BRAKES AS REQUIRED
7A THRESHOLD LANDING
AIRPEED 96 KIAS
+ WIND FACTOR
OR
3C-9
Maneuvers
Terminal Area
Configuration - Clean
Speed - 160 KIAS
Power - ~ 300 HP
Missed Approach
Power - MAXIMUM Allowable
Pitch Attitude - ROTATE to 7
At Positive Rate of Climb
- Landing Gear - UP
- Flaps - UP
Speed - ACCELERATE to 140 KIAS
Minimum
MAP Procedures - PERFORM
Climb
Speed - 95 KIAS Unitl Clear of Obstacles
Glideslope Intercept
January 2005
Landing Assured
Flaps - AS DESIRED
Speed - 100 + Wind Factor
3C-10
Base Leg
Power - 240 HP
Flaps - 10
Condition Levers - HIGH
Approach Checklist - COMPLETE
Terminal Area
Flaps - UP
Speed - 160 KIAS Minimum
Power - ~ 300 HP
Climb
Flaps - UP
Speed - 95 KIAS Until Clear
of Obstacles
3C-11
Maneuvers
January 2005
Intercepting Localizer
Speed - HOLD 130 KIAS
Terminal Area
Flaps - 0
Gear - DOWN
Speed - 130 KIAS Minimum
January 2005
Intercepting Glideslope
Speed - 100 + Wind Factor
3C-12
At VR (97 kts)
Airspeed - SCHEDULED Climb Speed
Developed for Training Purposes
Climb
Speed - PER Climb Schedule,
(VXSE = 95 KIAS)
Until Clear of Obstacles, Then
VYSE,113 KIAS
Safe Altitude
Aircraft - LEVEL OFF
Complete Appropriate Checklists
ATC - ADVISE
At V1
Pitch - ROTATE to 7
3C-13
Maneuvers
January 2005
Terminal Area
Configuration - Clean
Speed - 160 KIAS
Power - ~ 600 HP
Missed Approach
Power - MAXIMUM Allowable
Pitch Attitude - ROTATE to 7
At Positive Rate of Climb
- Landing Gear - UP
- Flaps - UP
Speed - ACCELERATE to 113 KIAS
Minimum
MAP Procedures - PERFORM
January 2005
Climb
Speed - 95 KIAS Unitl Clear of Obstacles
3 Glideslope Intercept
Dot Above Glideslope - GEAR DOWN
Glideslope Intercept - 20Flaps
Power - 340 - 350 HP
Speed - 120 - 130 KIAS
Landing Checklist - COMPLETE
Landing Assured
Flaps - AS Desired
Speed - 100 + Wind Factor
3C-14
Base Leg
Flaps 10
Speed - 140 KIAS
Condition Levers - HIGH
Approach Checklist - COMPLETE
BASE LEG
POWER 300 HP
3 ABEAM RUNWAY THRESHOLD
AIRSPEED 130 - 140 KIAS
AIRSPEED 120 - 130 KIAS
GEAR DOWN
FLAPS 20
SINK RATE ESTABLISH AT 500 - 600 FPM
CONDITION LEVERS HIGH
BEFORE LANDING CHECKLIST COMPLETED
DOWNWIND LEG
POWER 300 HP
FLAPS 10
AIRSPEED 140 KIAS
BEFORE LANDING
CHECKLIST COMPLETE
1500 FT AGL
LANDING ASSURED
FLAPS AS DESIRED TO 40
5 FINAL
SPEED 120 + WIND FACTOR
TOUCHDOWN
POWER LEVERS FLIGHT IDLE
BETA LIGHTS ILLUMINATED
REVERSE THRUST AS REQUIRED
BRAKES AS REQUIRED
7A THRESHOLD LANDING
AIRPEED 96 KIAS
+ WIND FACTOR
OR
3C-15
Maneuvers
BEFORE ARRIVAL
POWER 300 HP
AIRSPEED 160
January 2005
3C-16
Flight
Planning
Chapter 4
4-1
4-2
Flight Planning
General Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
General Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Takeoff Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Table of
Contents
4-3
4-4
Flight Planning
This chapter contains a list of general definitions of terms used in flight
planning and some general information.
Specific charts on Takeoff, Cruise and Landing for the 690A model and
690B model aircraft are contained in separate sections.
General
Planning
4-5
General Definitions
AGL: Above ground level.
Altitudes: Airfield altitudes between 0 and -1,000 ft. are taken as equal
to 0 ft. when reading performance charts.
CAS Calibrated airspeed: Airspeed indicator reading, corrected for
static and pitot pressure source position error.
Height: Vertical distance from the lowest point of the airplane to the
airport surface.
p
Gross height: height reached using the gross climb gradient within a
given period of time. Gross height is used to determine the level-off
pressure altitude.
Net height: height reached using the net climb gradient within a
given period of time.
Net height is used to determine a net flight path that permits an airplane
taking off from a dry runway to clear any obstacle by at least 50 ft
Hp Pressure altitude: Vertical distance from a standard level reference corresponding to 29.92 in Hg.
IAS Indicated airspeed: Airspeed indicator reading, as installed in
the airplane.
Instrument error: Difference between reading and true, assumed in
this manual to be zero.
KIAS Indicated airspeed: Indicated airspeed expressed in knots.
KCAS Calibrated airspeed: Calibrated airspeed expressed in knots.
OAT Outside air temperature: Free air static (ambient) temperature.
QFE Field pressure: Actual atmospheric pressure at the elevation of
the airport.
Runway condition: All the performance data are established based on
a smooth, hard surfaced runway, dry or wet as applicable.
4-6
Flight Planning
Temperatures: Airfield temperatures between -40C and -54C are
taken as equal to -40C when reading performance charts.
Landing distances are established based on standard temperatures.
Temperatures ISA: International Standard Atmosphere, as accepted
by the International Civil Aviation Organization.
Temperature deviation: Deviation from standard temperature (ISA).
Usable fuel: Fuel available for propulsion of the aircraft.
Unusable and non-drainable fuel: Fuel remaining in the tanks and
systems after the usable fuel has been consumed.
4-7
Takeoff Definitions
Maximum Allowable Weights
Takeoff Climb Performance
A climb requirement limited takeoff weight is reached when the available climb gradient equals the minimum gradient required by the regulations for each takeoff segment.
Field Length Limits
A field length limited takeoff weight is reached when the field length
determined from the AFM is equal to the field length available.
Obstacle Clearance
An enroute climb limited weight is reached when the available climb gradient equals the minimum gradient required and all obstacles are cleared
by the minimum height specified in the relevant operating regulations.
Performance Ratings
Procedures
The performance information of this section is based on the following
procedures:
Take-off
p
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.
4-8
Flight Planning
Demonstrated crosswind: Satisfactory controllability during takeoffs
and landings has been demonstrated with a 90-degree crosswind component up to 23 kt. Operation of the airplane in crosswinds greater than
the specified value is not necessarily a hazard. Therefore, operation in
crosswinds of greater values is entirely at the operators discretion.
Operation in strong gusty crosswinds is not recommended.
Takeoff Flight Path: The takeoff flight path is considered to begin 35
ft above the takeoff surface at the end of the takeoff distance and extend
to a point where the airplane's gross height is at least 1,500 ft above the
takeoff surface and the airplane has achieved the enroute configuration
and final takeoff climb speed.
Takeoff safety height: Not less than 400 ft.
VLOF Lift-off speed: Speed at which the airplane first becomes
airborne.
VMCG Minimum control speed on the ground: Minimum ground
speed at which the airplane is controllable using flight controls only,
when one engine is made suddenly inoperative and the other is operating at the maximum takeoff thrust.
VMCA Minimum control speed in the air: Minimum flight speed at
which the airplane is controllable, with a maximum bank angle of 5,
when one engine is made suddenly inoperative and the other is operating at the maximum takeoff thrust.
VR Rotation speed: Speed at which rotation is initiated.
V1 Decision speed: Speed at and above which the takeoff must be
continued. V1 is equal to VEF plus the speed gained during the time
necessary to recognize the engine failure and react to it.
V2 Takeoff safety speed: Initial climb speed reached by the airplane
before it is 50 ft above the takeoff surface with one engine inoperative.
Wind components: Velocity and direction recorded at the height of 33
ft above the runway surface.
p
4-9
Altimeter Settings
4-10
Flight Planning
Density Altitude
4-11
4-12
Flight Planning
Weight and Balance Information
4-13
4-14
Flight Planning
Operational Limits
4-15
4-16
Flight Planning
The following charts include selected takeoff, cruise and landing information for the Turbo Commander 690 A model Aircraft. Refer to the
AFM and Pilots Operating Handbook for complete flight planning
charts and information.
Flight
Planning
Charts
TC 690A Model
4-17
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
4-18
Flight Planning
Two Engine Shaft Horsepower and Fuel Flow Rate
4-19
4-20
Flight Planning
Accelerate - Stop Distances
4-21
4-22
Flight Planning
Two Engine Takeoff Distances to 50 ft. Height
4-23
4-24
Flight Planning
Level Flight Cruise Max Range - Constant Power- ISA -10C
4-25
4-26
Flight Planning
Level Flight Cruise Max Range - Constant Power- ISA +10C
4-27
4-28
Flight Planning
Max Recommended Cruise (96%/885C ITT) - ISA
4-29
4-30
Flight Planning
Two Engine Clean Cruise - 31,000 Ft
4-31
4-32
Flight Planning
Landing Distances From 50 Ft Height (Reverse Thrust Only)
4-33
4-34
Flight Planning
The following charts include selected takeoff, cruise and landing information for the Turbo Commander 690 B model Aircraft. Refer to the
AFM and Pilots Operating Handbook for complete flight planning
charts and information.
Flight
Planning
Charts
TC 690B Model
4-35
Center of Gravity
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
4-36
Flight Planning
Two Engine Takeoff Shaft Horsepower
4-37
4-38
Flight Planning
Accelerate - Stop Distances
4-39
4-40
Flight Planning
One Engine Inoperative Rate of Climb
4-41
4-42
Flight Planning
Level Flight Cruise Max Range - Constant Power- ISA -10C
4-43
4-44
Flight Planning
Level Flight Cruise Max Range - Constant Power- ISA + 10C
4-45
4-46
Flight Planning
Two Engine Clean Cruise - 25,000 Ft.
4-47
4-48
Flight Planning
Landing Distances From 50 Ft Height (Reverse Thrust Only)
4-49
4-50
Systems
CHAPTER
5-1
5-2
Aircraft
Overview
Chapter 5A
5A-1
5A-2
Aircraft Overview
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-5
Airframe Description . . . . . . . . . . . . . . . . . . . . . . . . . 5A-5
Nose Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-5
Table of
Contents
5A-3
5A-4
Aircraft Overview
The Turbo Commander 690 A/B
from the Rockwell Twin Commander
series is a commuter category aircraft
certified in accordance with FAR Part
23 airworthiness standards for single
pilot, IFR, VFR, day, night and icing
conditions operation.
The Turbo Commander 690 A/B has
a maximum cruise speed of 243 kt
TAS.
The 690 series is a high wing all
metal twin engine pressurized aircraft capable of seating up to nine
passengers and two pilots.
Airframe
Description
Nose Section
The unpressurized nose section comprises the radome, housing the radar
antenna avionics components and
power brake valves. The nose landing
gear is also housed in the nose compartment, with the gear doors forming
a smooth aerodynamic surface.
Pressurized Section
The center compartment is comprised of the pressure vessel from
the forward pressure bulkhead at station 5.50 to the aft pressure bulkhead
at station 239.00.
General
Description
Flight Deck
The cockpit houses the pilots forward and overhead flight instrument
panels and controls, the center pedestal, circuit breaker panels and
adjustable crew seats.
This aircraft is equipped with dual
flight controls and uses the control
wheel and rudder pedals to operate
primary flight control surfaces.
Crew seats are adjustable fore and
aft on floor tracks and have three
recline positions. Lift the T-handle
near the floor on either side of the
crew seat and pull or push the seat
into the preferred fore/aft position,
then release the handle. The backrest
recline adjustment handle is located
near the juncture of the seat and
back. Pull the handle out, use body
weight to acquire desired position,
then release handle.
5A-1
5A-5
It is removed by pulling the emergency exit lever down and lifting the
window from the aircraft structure.
Emergency Exit
The emergency exit window is
located on the right side of the fuselage between station 69.00 and 96.5.
Baggage Compartment
The baggage area is accessible
through a separate baggage door
located aft of the wing on the left side
of the fuselage. A micro switch in the
door will cause a baggage area light
to illuminate whenever the battery
switch is on and the door is open.
This switch will also cause a red
DOOR annunciator in the cockpit to
illuminate in A/C S/N 11517 and
subsequent to alert the crew if the
door is open or not secure.
The 45 cu.ft. area is limited to 600 lbs
of baggage. Refer to the Weight and
Balance section of the Pilots Operating Handbook for optimum loading.
The baggage door is of all metal construction with a spring loaded lock
assembly. The lock can be removed
in either locked or unlocked position.
5A-6
Aircraft Overview
Wings
Each wing is a single unit secured to
the upper fuselage center section by
load bearing bulkheads, which are
permanently attached to the forward
and aft wing spars. A total of twenty
one fuel cells are installed in the
wing area: six outboard each engine
nacelles and four between the
nacelle and upper fuselage, one
installed in the center wing section
and another located directly below it
in the upper fuselage area. Flaps,
ailerons are discussed in Chapter 5E,
Flight Controls.
Engines
The Turbo Commander 690 A and
B models are powered by two AiResearch TPE 331-5A turbo prop
engines. Depending on aircraft serial
number, the model and thrust ratings
will vary. See the appropriate Limitations section in Chapter 2B for
details on the specific models
installed.
Empennage
Propellers
5A-7
Aircraft Dimensions
TC690 Dimensions
1' - 6.74"
15' - 5.00"
14' - 11.35"
5' - 7.00"
42' - 11.72"
46' - 6.64"
19' - 9.30"
5A-8
Aircraft Overview
Aircraft Dimensions (Cont)
TC690A Dimensions
1' - 2.24"
15' - 5.00"
14' - 13.35"
5' - 7.00"
44' - 4.25"
46' - 6.64"
19' - 9.30"
5A-9
15' - 5.00"
1' - 2.24"
NORMAL
14' - 11.35"
Normal
5' - 7.00"
44' - 4.25"
46' - 6.64"
Wing Tip
Minimum Turn
Radius 40' - 11"
19' - 9.30"
Total Wing
Area 266.00 Sq. ft.
5A-10
Aircraft Overview
Turning Radius
23' - 3"
58' - 7"
81' - 10"
35' - 4"
27' - 0"
5A-11
Mooring
5A-12
Aircraft Overview
Some general procedures covering
ground handling, servicing, and
lubrication should be included in the
pilots general knowledge of his aircraft. Those procedures most apt to
be encountered or accomplished by a
pilot are included in this section.
When servicing or maintenance
other than that outlined in this section, is required, refer to the applicable section of the Maintenance
Manual.
Ground Handling
PRECAUTIONS: The following
precautionary measures should be
taken when handling the aircraft on
the ground;
1. Do not set parking brake lever if
brakes are overheated.
2. Do not set parking brake lever if
brakes are wet and ambient air is
0C or less as there is a possibility of
moisture accumulation freezing in
the brake assembly.
3. When operating the engines,
remove all towing equipment and
observe the following:
a. Head aircraft into wind and
chock wheels.
b. Remove all control locks.
c. All personnel, work stands,
and equipment shall be clear
of danger areas.
d. Set parking brake.
e. Position nose wheel straight
ahead and hold rudder pedals
in neutral position when operating engine{s) at high power.
f. Perform engine ground run in
clear area to prevent foreign
object damage to engine and
propellers.
TOWING -- Movement of the aircraft on the ground may be accomplished by pulling and guiding
aircraft with a tow bar. The nose gear
will turn 45 degrees to each side of
center for ordinary turning. These tow
limits are marked on the fuselage nose
cap and must be strictly observed to
prevent nose gear damage.
Servicing
5A-13
5A-14
components. To level the aircraft laterally, place a spirit level across the
floor beams of the cabin floor immediately forward of the rear seat.
Deflate the tire or strut on the high
side until the spirit level indicates
the aircraft is level. For longitudinal
leveling, place a spirit level in a fore
and aft position on top center line of
the fuselage immediately forward of
fuselage station 178.80. Inflate or
deflate the nose tire until the aircraft
is level. For more positive leveling,
place the aircraft on jacks.
STORAGE The aircraft is constructed of corrosion resistant alclad
aluminum; however, since aluminum is subject to oxidation, it must
be periodically checked for signs of
corrosion. The first indications of
corrosion is the formation of white
deposits or spots on unpainted surfaces. Painted surfaces will. discolor
or blister. The aircraft should be
stored in a dry hangar for good preservation.
STORAGE FOR 30 DAYS OR
LESS Special preservation measures are not required for airframe
and airframe components when the
aircraft is to be stored for 30 days or
less. However, the following procedures should be accomplished prior
to and during storage.
1. Service fuel, oil, and hydraulic
systems.
2. Clean and remove oil or hydraulic fluid from tires.
3. Close high pressure valve on
oxygen supply cylinder.
4. Release all oxygen from high
pressure line to oxygen regulator and
low pressure lines to oxygen outlets.
5. Insure that all electrical switches
are OFF.
Aircraft Overview
6. Install air inlet and tail pipe
plugs.
7. Rotate landing gear wheels every
seven days, to prevent formation of
flat spots and wheel bearing damage.
STORAGE FOR MORE THAN 30
DAYS When an aircraft is to be
stored for periods greater than 30
days, the following preservation and
storage procedures should be followed:
1. Accomplish steps 1 through 7 of
paragraph Storage For 30 Days or
Less.
2. Remove battery and store in cool
place.
Returning Aircraft To
Service
If proper procedures have been followed during storage, very little
preparation will be required to return
aircraft to service. Install fully
charged batteries and perform a thorough and searching inspection and
pre-flight check.
5A-15
Systems Servicing
Electrical:
CAUTION: Tires
that have
picked up a fuel or oil film should
be washed down, as soon as possible, with a detergent solution to
prevent deterioration of the rubber.
EXTERNAL POWER A 28 V
D.C. external power unit (Ground
Power Cart) may be connected to the
external power receptacle, located
inside the aft fuselage access door or
aft of baggage compartment. When
external power is applied to the
receptacle and the external power
switch (in the overhead switch
panel) is placed in the EXT PWR
position and the battery switch in
BAT position, power is supplied to
the aircraft main bus.
Observe the following precaution
when using an external power
source.
1. Use only the power unit that has
its negative grounded. The unit
should be regulated at 28V. Excessive voltage will damage the batteries and other equipment.
Voltage regulator adjustments must
only be accomplished in accordance
with the aircraft Maintenance Manual.
Fuses are located on the outside of
the main circuit breaker box or on
top left side of aft pressure bulkhead.
Refer to Part IV of the Maintenance
Manual, Electrical System. The circuit breaker box (contactor box) is
located just aft of the left battery.
Turn fuse cap counterclockwise to
remove fuse.
BATTERIES Servicing the nickelcadmium batteries is normally limited to checking the electrolyte level
periodically, cleaning the battery box,
associated components, and deepcycling the batteries as necessary.
Since the battery electrolyte level
depends on the state of charge in the
battery, check the electrolyte level
only when the battery is in a charged
5A-16
state subsequent to landing. The airplane is equipped with a battery temperature monitoring system. If any
one of the batteries is turned off in
flight, both batteries must be deepcycled. For details on the maintenance of the batteries refer to the
Maintenance Manual.
Landing Gear/Brakes
TIRES - Maintaining proper tire
inflation will help to avoid damage
from landing shock and contact with
sharp stones and ruts, and will minimize tread wear. The main tires
should be inflated to 60 psi and the
nose tire to 30 psi.
SHOCK STRUT SERVICING -Maintain strut extension pressures
and dimensions as shown in the
Pilots Operating Handbook and
lubricate the landing gear as shown.
Check the landing gear daily for
general cleanliness, security of
mounting, and hydraulic leaks. Keep
machined surfaces of strut piston
wiped free of dirt and dust, using a
clean lint-free cloth saturated with
MIL-H-5606 hydraulic fluid. Surfaces should be wiped free of excessive hydraulic fluid.
FILLING
AND
INFLATING
STRUT The air valve for inflating
and deflating the main landing gear
strut is located on the lower portion
of the strut outer body. The hydraulic filler plug is located on the top of
each main landing gear. The air
valve body located at the top aft side
of the nose gear strut is used to fill
and inflate the strut. Main landing
gear struts are inflated to 350 ( 10)
psi or until the strut extension conforms with the Strut Extension Chart
in the Pilots Operating Handbook.
The nose landing gear is inflated to
95-100 psi.
Aircraft Overview
NITROGEN STORAGE CYLINDER The landing gear nitrogen
storage cylinder, which is charged to
425-525 psi with dry air or nitrogen,
is installed in the baggage compartment; however, the pressure gage
and filler valve are installed on the
inboard side of the left nacelle wheel
well. A green arc on the pressure
gage demarcates the pressure limits.
Air pressure should be checked
before each flight and maintained
within the limits indicated on the
pressure gage.
BRAKE LINING WEAR Brake
linings should be checked before
each flight to determine that the lining is not worn excessively. To measure brake linings for wear
accomplish the following steps:
1. Place battery switch in ON position long enough for hydraulic pressure to build up.
2. Depress rudder-brake pedals and
engage parking brake.
3. Press wear indicator pin. When pin
can be pushed in flush with wear indicator bushing replace brake lining.
Refer to the Maintenance Manual for
a complete description of the brake
system.
Fuel
Extreme caution must be exercised
to prevent fire during defueling and
refueling as fuel fumes are always
present during either operation.
5A-17
Hydraulic System
The hydraulic fluid level in the
hydraulic reservoir should be
checked before each flight and
hydraulic fluid added to bring the
fluid level up to the FULL mark on
the dipstick. Use only MIL-H-5606
hydraulic fluid. Should frequent
additions of fluid be required, have
the system checked for leaks. Refer
to the Maintenance Manual.
5A-18
Environmental System
Procedures, other than daily inspection are detailed in the Maintenance
Manual. Inspect the inlet air duct for
obstructions before each flight and
inspect the refrigeration unit oil filler
to assure that the oil level is at the
top of the filler neck. See Chapter 2,
Quick Reference, for list of
approved oils.
Aircraft Overview
Oxygen System
The oxygen cylinder is located in the
aft baggage compartment. When fully
charged it weighs 13.38 pounds and
contains 22.0 cubic feet of aviators
breathing oxygen at a pressure of
1800 psi.
Refilling of oxygen cylinders must
be accomplished by a reputable oxygen station using aviators breathing
oxygen.
Before removing the oxygen cylinder
for refilling or replacement, the valve
on the cylinder must be closed and the
oxygen system lines bled to zero.
While the aircraft is on the ground, the
oxygen supply shutoff valve should be
closed and the altitude adjusting valve
OFF (counterclockwise).
WARNING: No smoking or
open flame of any kind is permitted
in or near the aircraft while the oxygen system is on. Keep oil, grease,
hydraulic fluid, flammable items,
and other foreign material away
from oxygen equipment. Explosions will result if oily fluids contact high pressure oxygen.
5A-19
5A-20
Avionics
Chapter 5B
5B-1
5B-2
Avionics
Instrument Panel Diagram . . . . . . . . . . . . . . . . . . . . . 5B-6
Center Pedestal and Side Consoles Diagram . . . . . 5B-8
Avionics Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-9
Table of
Contents
5B-3
5B-4
Avionics
Instrument
Panel
Trim
Line
5B-5
5B-6
Instrument Panel
WINDSHIELD OFF
WHEN USING
STANDBY COMPASS
27
30
24
Trim
Line
CABIN
LO PRESS
GND
COOL
MAX
FLO
LEFT
F
I
R
E
TEST
LT&B
L ENG
CHIP
L BETA
BETA R
MAN ELEC
TRIM
BAT HOT
ENG
L INLET
ENG
INLET R
R ENG
CHIP
AUTO
PILOT
RT&B
TRIM
SELECT
ALT
AC VOLTS
PROP SYNC
LOW FUEL
L GEN
GEN
DOOR
R NAV
INTPH
RIGHT
F
I
R
E
NAV-1
MEM
MEM
MEM
ALT
MKR
DME
ADF-2
ADF-1
SQ
ON OFF
MKR HI
OFF
COM
STO
NAV
ON HOLD
OFF
LO
STO
L/D
ELEV
HDG
DR
ALT
IAS
NL
AIL
ARM
MSG
NAV
CAP
ACTV
LEG
30
W
A
D
F
7
6
30
27
100
15
21
50
CLIMB
DOWN
30
10
DIFF
PRESS
25
NAV-1
10
100
BENDIX / KING
KLN 900 TSO
90
D KOSH
CRSR
R
U
D
D
E
R
0
DOWN
80
70
40
NAV
FPL
MODE
TRIP
CALC
STAT
SETUP
OTHER
DIS
GS
ETE
BRG
NAV
D KOSH
WITTMAN
683NM
193KT
N 4359.06''
3:34
303 N 8833.42'
APT 1
1 ENR - LEG
MSG
ALT
CLR
20
20
x 100 FEET
15
10
100
ENT
400
10
200
300
4
BENDIX / KING
N1
400
HE
33
ON
TST
SBY
OFF
100
TGT
RNG
300
VP
RNG
MAP
TRK
60
NAV
1 2 3
TEST
200
INC
SAFE
DEC
SLAVE
20
O
F
F
HLD
N2
DN
1
.5
UP
11
VSI
0
DOWN
12
CLOCK
10
2
3
.5
QUARTZ
24
UP
COMPASS
SLAVE
ING
4
5
12 16
FUEL
QUANTITY 20
TRK
40
GAIN
HDG
300
OFF
299
AD
80
1/2
IN.Hg
1010
APT
VOR
NDB
INT
SUPL
PULL
SCAN
LDG
DOWN
LBS/HR
1015
UP
100
500
LBS/HR
NAV
D/T
ACTV
REF
CTR
Wx
Wx
1
ALT 2
CRSR
INT
RDR 2000
50
60
600
140 120
PUSH
ON
BRT
OFF
LEFT
FUEL FLOW
0
FEET
10
GPS
30
PERCENT
RPM
10
LBS SQ IN
E
L
E
V
A
T
O
R
20
50
500
25
ADF-1
CABIN
60
2
3
.5
40
600
FD RMI SELECT
NAV-2
40
UP
8
7
FUEL FLOW
RADAR
ALTITUDE
CA
B
ALT IN
160
mb
100
25
100
180
O
F
F
80
50
50
25
60
KNOTS
200 AIRSPEED
75
P.S.I.
OFF
FUEL
100
50
40
260
100
220
OIL
75
P.S.I.
AM
12
BELOW
23000 '
100
WARNING
FOR AVIATION EMERGENCY USE ONLY
UNLICENSED OPERATION UNLAWFUL
OPERATION IN VIOLATION OF FCC RULES
SUBJECT TO FINE OR LICENSE REVOCATION
DH
2000
FLAP
DH
.5
30
70
0 50
ELT
150
FUEL
HF
100
OIL
TEMP C
ABOVE
23000 '
OIL
UP RIGHT
TRIM
80
RUN
ABOVE
23000 '
ADF-2
ON
(TEST)
50
HYD PRESS
ST. LIM
770C
10
PERCENT
RPM
90
S
T
O
P
E.T.
20
COURSE
F.
T.
31
188
50
100
50
NTS TEST
8
7
1
2
CAUTION: REFER TO
MAX EGT PLACARD
WHEN OPERATING IN
YELLOW ARC.
NAV
CX100
9
8
ST. LIM
770C
ZERO
DAVTRON
ADF-1
RADIO CALL
EGT
1
2
HDG
TIME
DME
OFF
ACT
AV
S R
MKR
NAV-2
24
EGT
CX100
9
8
VERTICAL
SPEED
BELOW
23000 '
POUNDS
HP. X 100
DOWN
12
DIM
NAV
0
.5
0 0 1 5 0
7
0
50
OIL
TEMP C
1000
UP
-D BSET
IVSI
.5
UP
1 hr
ING
NAV-1
VHF-2
LO
ACT
150
FUEL CONSUMED
HP. X 100
50
100% RPM
12
ERECT
33
2
AD
NA
SLAVE
A
D
F
DEC
33
20
HE
FAST
VHF-1
MKR HI
TEST
TEST
100
A
T
T
10
3
2
7
24
10
100% RPM 6
G
S
MILLIBARS
21
140 120
R
A
D
10
5
FREE
1
1013
OFF
18
TR
10
20
INC
100
160
100
2
6
0 5 0 0 ALT
,
3
7
4 2992
IN.
HG
ATT
20
COM
B H
ACT
FEET
8
20
STO
PH
ID
ARM
OBS
WPT
G PS
DH
ALT
TEST
80
OFF
FILTER
VOICE
VOL
HF
B/C
220
180
STO
TEST
PRE
15
40
SQ
ON OFF
NAV
ON HOLD
OFF
TEST
ACT
60
KNOTS
200 AIRSPEED
ADF
STO
CA
ARM CAP
GS
MEM
MEM
TEST
ACT
HI-TORQ
ATC
IDENT
TEST
OFF
T/MTN
STBY ON ALT
OFF
RADIO CALL
260
1, 8 00
OFF
NAV-2
MEM
SET ALTITUDE
VHF-1
OFF
30
VHF-2
B H
COMM
AUTO SELECT
VHF-2
XFR
XFR
VHF-1
XFR
24
S R
HF
XFR
XFR
COURSE
ID
XFR
M
COMM
AUTO SELECT
VHF-2
HF
VHF-1
OFF
VOL
21
FILTER
VOICE
15
PH
SUCTION
2
LBS X100
8
INCHES OF MERCURY
HOURS
0 0 2 2
REGULATED
PRESS
10
1
1/10
15
DISTR
RADIO-1
TRIM
11
27
25
23
8
COOL
OFF
M
A
X
NORMAL
M
I
N
10 -1
13
15
FLAPS
LIGHT
DIMMER
BUS
U
P
UNSAFE
BUS
GEAR
TAB IND
ELEV
RESET
HP EMER
FUEL
20
DISTR
L&R
QTY
TIE
RESET
OFF
AIL
STALL
ENG GAGE
ANN-1
L T&B
MISC
LT AUX
ANN-3
FD
LDG LT
TEMP
BLEED
WSHLD
FUEL
CMPS
MOTOR
OVRD
FLOW
BLEED
WSHLD
ALTM
R/C
CP SPK
FCS
V NAV
CONV
DME
HF
P PH
ATC
VHF
NAV
MKR
ADF
20
CP PH
ATC
VHF
NAV
MKR
ADF
TIE
P SPK
RMI
CMPS
A/P
CARD
SERVOS
BUS
UP
CABIN
ALT
N
E
U
T
DN
LOCK
G.A.
BUS
HP NORM
ENG START
IGN OVRD
PROP UNFEATHER
ALT
OFF
DN
35
35
RATE
WARM
17
19
AIR
AL C
TIT RA
1 U F
FE 000 DE T
ET
OVERRIDE
COOL
LDG GEAR
1000
FT
3
AUTO
OFF/RAM
AIR
N
O
R
M
A
L
AUTO TEMP
BLEED SEL
OVRD TEMP
L
DEPRESS HEAT
MAX FLO
21
MODE
CABIN
ALT
ENVIRONMENTAL
D
N
HORN
SILENCER
CONT
ALERT
CABIN
TEMP
BOOTS
PROP
T&B
RADBAR
DEPRESS
AUTO
SYNC
2
RADIO-2
AUX HYD
FUEL PUMP
R NAV
RADAR
35
35
BUS
BUS
PUMP
5B-6
CONTROL
ANN-2
Avionics
Center
Pedestal
and Side Consoles
Trim
Line
5B-7
5B-8
PROP SYNC
DISTR
RADIO-1
TRIM
MODE
0
11
10 -1
27
25
23
8
R
NORMAL
COOL
M
I
N
OFF
M
A
X
RATE
WARM
COOL
LIGHT
DIMMER
UNSAFE
13
15
FWD
THRUST
RPM
UP
CABIN
ALT
HI
FLIGHT
HI
LO
GROUND
LO
FLAPS
DN
LOCK
BUS
U
P
FLT IDLE
OFF
DURING TAKEOFF
AND LANDING
N
E
U
T
TAXI LTS
D
N
G.A.
TAB IND
ELEV
RESET
HP EMER
FUEL
20
DISTR
L&R
QTY
TIE
RESET
AIL
STALL
ENG GAGE
ANN-1
L T&B
MISC
LT AUX
ANN-3
FD
ALTM
LDG LT
TEMP
BLEED
WSHLD
FUEL
CMPS
MOTOR
OVRD
FLOW
BLEED
WSHLD
CP SPK
FCS
V NAV
CONV
DME
HF
P PH
ATC
VHF
NAV
MKR
ADF
20
CP PH
ATC
VHF
NAV
MKR
ADF
TIE
P SPK
RMI
CMPS
A/P
CARD
SERVOS
R/C
BUS
HP NORM
ENG START
IGN OVRD
PROP UNFEATHER
ALT
OFF
GND IDLE
DN
HORN
SILENCER
BUS
GEAR
BUS
MUST BE OFF
35
35
ON
OFF
OVERRIDE
21
AUTO
OFF/RAM
AIR
LDG GEAR
1000
FT
3
BLEED SEL
OVRD TEMP
L
DEPRESS HEAT
MAX FLO
N
O
R
M
A
L
AUTO TEMP
17
19
AIR
AL C
TIT RA
1 U F
FE 000 DE T
ET
Trim
Line
CABIN
ALT
ENVIRONMENTAL
REV
THRUST
ENGINE STOP
AND
EMERGENCY
FEATHER
CONT
ALERT
CABIN
TEMP
BOOTS
PROP
T&B
RADBAR
DEPRESS
AUTO
SYNC
2
RADIO-2
CONTROL
AUX HYD
ON
35
OFF
BUS
FUEL PUMP
R NAV
RADAR
35
BUS
PUMP
ANN-2
RCN LTS
ON
FRICTION
OFF
PULS
LEFT
RIGHT
FUEL ENRICHMENT
PULL
PARK
BRAKE
ON
AIRSPEED LIMITATIONS
MAX GEAR EXTENDED:
200 KNOTS
MIN CONTROL ONE ENGINE:
86 KNOTS
NAV
APPR
ALT
IAS
B/C
ENG
HDG
NAV
2
TRIM UP
CAUTION
DIS
TRIM DN
UP
R WG
DOWN
ADF
2
L WG
DOWN AILERON
DN
FLAP EXTENSION:
20 FLAPS - MAX 180 KNOTS
40 FLAPS - MAX 140 KNOTS
HDG
1000
10 15
500
20
25
30
RADAR
RMI
CARD
VG
FD
NAV
ALT
DME
ADJUST KNOB TO
22,500 FT. ALT MIN.
FOR DEMAND MASK
OPERATION
A/P
5 VT
LTS
CMPS
1
2000
USE NO OIL
USE NO OIL
A/P
1500
PHO
MIC
BOOM
ON
NO SMOKING
WHILE USING
OXYGEN
TURN SYSTEM
OFF AFTER
USE
PHO
MIC
MIC
OFF
MIC
MASK
BOOM
5B-8
MASK
Avionics
Avionics Locator
Overhead
Panel
Trim
Line
Vacuum Train
Normal
Static Source
(Typ. Both Sides)
5B-9
5B-10
Overhead Panel
Trim
Line
RUDDER
TRIM TAB
DIM
DIM
NOSE
RIGHT
NOSE
LEFT
COPILOT
INSTR
LIGHTS
PILOT
INSTR
LIGHTS
NOSE DOWN
ELEVATOR
TRIM TAB
NOSE UP
ELECTRICAL
LIGHTS
ICE PROTECTION
AVIONICS
AMPS
EXT PWR
GENERATOR
L
R
BATTERY
BUS
CONTROL
TIE
DISTR
CABIN
DOOR
LOCK
BELTS
NO SMOKE
CABIN
PANEL
POS
ANTI-COL
L WSHLD
LOW
STROBE
ENG INLET
RUDDER
GEN
INLET
PROP
R WSHLD
LOW
INVERTER
1
RADIO
1
AUTO
PILOT
RADIO
ALT
PAR
A
M
P
20
NTS
GND
START
O
F
F
TEST
O
F
F
O
F
F
O
F
F
SER
OFF
40
60
20
OFF/RESET
OFF
OFF
OFF
UNLOCK
BELTS
OFF
HIGH
OFF
HIGH
PROP
GEN
OFF
OPEN
80
20
-20
AMPS
100
40
100
-40
O.A.T.
100
VOLTS
FUEL PUMP
ON
10
VOLTS
LANDING
IGN
OVRD
AIR
ENG
OFF
O
N
GND
RIGHT ENGINE
BOOTS
ONE CY
EXTEND
N
O
R
M
OFF
FUEL-HYDR
NORM
WING
LIGHT
DEFOG
BLOWER
IGN
OVRD
FUEL-HYDR
NORM
FUEL PUMP
ON
WIPERS
HP LIMIT
TEST
AIR
FAST
DIMMER
R
OVHD SUB
START
RUN
START
RUN
20
30
30
20
30
HP LIMIT
TEST
200
30
10
140
LEFT ENGINE
AMPS
200
120
60
C
-60
-40
-20
MOTOR
N
O
R
M
O
F
F
EMER
OFF
OFF
RETRACT
DO NOT EXTEND ABOVE
156 KNOTS
MAN
OFF
5B-10
EMER
OFF
ENG
OFF
MOTOR
DIM
O
N
GND
OFF
O
F
F
O
F
F
PARK
SLOW
BRIGHT
PARK
Avionics
The instrument panel contains the
instruments and controls necessary for
safe flight. AIl instruments are visible
from either the pilot or copilot seats
and are individually illuminated by
post lights or are internally lit. Overhead floodlights augment the instrument lights. The instrument lights are
controlled by dimmer controls in the
pilots service panels and by the panel
light switch. The circuits are supplied
with 28 V DC power through circuit
breakers. See Figure 5B-1 for general
arrangement of the instruments on the
instrument panels. This arrangement
may vary depending on the available
options installed. The magnetic com-
Instruments
5B-1
1. Airspeed Indicator
2. Attitude Gyro
3. Altimeter
5. Directional Gyro
6. Rate-of-Climb Indicator
7. Clock
5B-11
Annunciator System
LEFT
TEST
F
I
R
E
CABIN
LO PRESS
MAX
FLO
LT&B
L ENG
CHIP
L BETA
BETA R
ENG
R
INLET
GEN
TRIM
BAT HOT
ENG
L
INLET
PROP SYNC
LOW FUEL
L GEN
R ENG
CHIP
RIGHT
DOOR
F
I
R
E
5B-2
NOTE: Nomenclature in some positions may change based on optional equipment installed on the aircraft.
TEST
1.
2.
3.
4.
5.
J=
LEFT
F
I
R
E
CABIN
LO PRESS
GND
COOL
5B-12
Avionics
MAX
FLO
Environmental system auxiliary jet pump in operation. Direct Bleed/Max Flow switch Not in normal position.
OR
MAX
HEAT
L.T. & B.
TRIM
PROP SYNC
L. ENG
CHIP
Electrical power failure to the left (Pilots) turn & bank instrument.
BATT HOT
A/C with NiCad Battery installations:Temperature of one (or both) batteries has exceeded 150F.
LOW FUEL
Fuel quantity at approx. 200 pounds, or less for S/N 11100 thru 11248, 11250 thru 11268,
Fuel quantity at approx. 300 pounds, or less for S/N 11249, 11269 and Subs, including B Model.
BETA
ENG
INLET
GEN
5B-13
BETA R
ENG
INLET
GEN
R. ENG
CHIP
DOOR
Main entry door not secure or door lock switch is in the unlock position.
In S/N 11517 and subsequent, Main Entry Door or Baggage Compartment Door is open
RIGHT
F
I
R
E
Note: Optional equipment installed may include additional annunciator lights. See applicable supplements for
explanation if nomenclature.
5B-14
Avionics
Instrument Vacuum
System
The instrument vacuum system (see
Figure 5B-3) provides a filtered vacuum (suction) source for operation
of the air operated instruments,
when either aircraft engine is operating. Vacuum is obtained from the
venturi of an air ejector. The bleed
air passes through the venturi of the
air ejector where it is accelerated to a
high velocity and creates a low pressure area at the suction port of the
ejector to provide suction for the
gyro instruments, cabin pressurization control system, and pneumatic deicer boots. Engine bleed air
5B-3
5B-15
Instrument Panels
Press
Gage
OFF
TAIL OFF
Right Wing
Deicer Boot
Left Wing
Deicer Boot
Timer
Left
Engine
Right
Engine
From
Vacuum
Instruments
Pressure
Regulator
Fuselage
Skin
To Autopilot
Distributor
Valve
To Jet Pumps
5B-4
5B-16
Air
Ejector
Empennage
Deicer
Boots
Bleed Air
Regulated Pressure
Suction
Regulated Pressure and Suction
Avionics
Vacuum Gage
The vacuum gage (Figure 5B-5)
installed in the right instrument
panel registers manifold vacuum in
inches of mercury. Red radial lines
on the face of the dial at 3.80 and
5.00 inches Hg indicate the minimum and maximum operating vacuum. The green arc between the red
radial lines indicates the normal
operating range of the instrument
vacuum system.
5B-5
5B-17
Rate of Climb
Indicator (Co-Pilot)
Airspeed Indicator
(Co-Pilot)
Pilot's Static
Source (Unheated)
Altimeter
(Co-Pilot)
Co-Pilot's Static
Source
Piotot Head
Co-Pilot
Pressure
Bulkhead
Pitot Head
Pilot System
Airspeed Indicator
(Pilot)
Cabin Altitude
and Differential
Pilot's Static
Source (Unheated)
Altimeter
(Pilot)
Pilot's Pitot/Static System
Rate-of-Climb
Indicator (Pilot)
5B-18
Avionics
Pitot Static System
The pitot-static system furnishes
pitot (impact) pressure to the airspeed indicators and static (atmospheric) pressure to the airspeed
indicators, altimeters, rate-of-climb
indicators and cabin altitude and differential pressure indicator. Two
electrically heated pitot tubes, one
on each side of the forward fuselage,
provide pitot pressure, and static
ports, flush-mounted in the fuselage
skin, provide static pressure.
In A model aircraft and B model S/N
11350 thru 11520 which have not
had Service Letter No. 323 complied
with, pitot lines run from each pitot
head to T fittings located aft of the
forward pressure bulkhead, and from
the T fittings to the airspeed indicators. A crossover line connects the
two T fittings. In this configuration, the crossover line physically
connects the pitot lines from each
pitot head, forming a single pitot
system. Switches, labelled PITOTFUEL VENT, located on the overhead switch panels provide 28 V DC
power to the pitot head heating elements. Two unheated static ports,
one on each side of the alt fuselage,
provide static pressure to the primary static system. The two static
ports are joined at a tee at the center
of the upper aft fuselage to form a
single static pressure line which runs
forward to the static instruments on
both the pilot and co-pilot panels.
Effective on airplanes S/N 11505,
11506, 11510, 11515, 11513 and
11522 and subsequent and earlier
aircraft which have had Service Letter No. 323 complied with, the interconnect line between the left and
right pitot systems has been
removed. The left pitot head provides pitot pressure to the pilots airspeed indicator only, and the right
5B-19
UP RIGHT
TRIM
FLAP
E
L
E
V
A
T
O
R
UP
R
U
D
D
E
R
0
DOWN
1/2
L WG
DOWN AILERON
DOWN
5B-6
5B-20
R WG
DOWN
LEFT
5B-7
5B-8
Avionics
Stall Warning
System
5B-21
5B-22
Electrical
Chapter 5C
5C-1
5C-2
Electrical
AC Power Distribution Schematic . . . . . . . . . . . . . . 5C-4
DC Power Distribution Schematic . . . . . . . . . . . . . . 5C-5
Battery On - Parallel Schematic . . . . . . . . . . . . . . . . 5C-6
Battery On, Parallel, External Power,
Distribution & Control On Schematic . . . . . . . . . . . . 5C-7
Series Start Cold or High & Hot Start Schematic. . . 5C-8
Electrical Power Distribution 1 . . . . . . . . . . . . . . . . . 5C-9
Electrical Power Distribution 2 . . . . . . . . . . . . . . . . 5C-10
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-11
DC Power Generation . . . . . . . . . . . . . . . . . . . . . . . . 5C-11
Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-11
Table of
Contents
5C-3
AC Power Distribution
BUS TIE
RADIO 1 BUS
RADIO 2 BUS
Inverter No. 1
Inverter No. 2
RADIO 2
RADIO 1
INV
1
OFF
INV
2
OFF
Main Bus
Inverter No. 1
Inverter No. 2
INV 2
INV 1
OFF
OFF
Main Bus
5C-4
OFF
BUS TIE
OPEN
CONTROL
TIE
DISTR
BUS TIE
RADIO 2 BUS
Cabin Bus
RADIO 1
CABIN
RESET CONTR
OFF
RESET DISTR
OFF
OFF
OFF/RESET
OFF/RESET
Main Bus
GENERATOR
L
BATTERY
Battery
No. 1
Ground
Power
Connector
Start
Contactor
Battery
No. 2
SER
Right Starter/
Generator
GENERATOR
R
OFF
Start
Contactor
OFF
RADIO 1 BUS
Left Starter/
Generator
DISTR BUS
DC Power Distribution
January 2005
CONTROL BUS
PAR
TC690AB EL002i-TM-
5C-5
Electrical
Start Bus
OFF
BUS TIE
OPEN
CONTROL
TIE
DISTR
BUS TIE
RADIO 2 BUS
Cabin Bus
RADIO 1
CABIN
RESET CONTR
OFF
RESET DISTR
OFF
OFF
OFF/RESET
OFF/RESET
Main Bus
GENERATOR
L
GENERATOR
R
OFF
January 2005
Start
Contactor
OFF
RADIO 1 BUS
Left Starter/
Generator
DISTR BUS
BATTERY
Battery
No. 1
Start Bus
Ground
Power
Connector
Start
Contactor
Battery
No. 2
SER
Right Starter/
Generator
PAR
Battery On - Parallel
5C-6
CONTROL BUS
OFF
BUS TIE
OPEN
CONTROL
TIE
DISTR
BUS TIE
RADIO 2 BUS
Cabin Bus
RADIO 1
CABIN
RESET CONTR
OFF
RESET DISTR
OFF
OFF
OFF/RESET
OFF/RESET
Main Bus
GENERATOR
L
GENERATOR
R
OFF
Start
Contactor
OFF
RADIO 1 BUS
Left Starter/
Generator
DISTR BUS
BATTERY
Battery
No. 1
Ground
Power
Connector
Start
Contactor
Battery
No. 2
SER
Right Starter/
Generator
PAR
TC690AB EL004i
5C-7
Electrical
Start Bus
January 2005
CONTROL BUS
OFF
BUS TIE
OPEN
CONTROL
TIE
DISTR
BUS TIE
RADIO 2 BUS
Cabin Bus
RADIO 1
CABIN
RESET CONTR
OFF
RESET DISTR
OFF
OFF
OFF/RESET
OFF/RESET
Main Bus
GENERATOR
L
GENERATOR
R
OFF
January 2005
Start
Contactor
OFF
RADIO 1 BUS
Left Starter/
Generator
DISTR BUS
BATTERY
Battery
No. 1
Ground
Power
Connector
Start
Contactor
Battery
No. 2
SER
Right Starter/
Generator
PAR
Start Bus
TC690AB EL005i
5C-8
CONTROL BUS
Electrical
Electrical Power Distribution Schematic 1
(S/N 11100 through 11248, 11250 through 11268)
5C-9
5C-10
Electrical
DC Power
Generation
The source of electrical power for
the 28 V DC electrical system
installed on the aircraft consists of
two 30-Volt (regulated to a 28 Volt,
300-ampere engine driven startergenerators, two 24-volt lead acid
batteries and an external power
receptacle are sources of electrical
energy to power the system. The batteries provide power for starting in
addition to furnishing an emergency
source of electrical power in the
event both generators fail. An external power source should be used
when
performing
maintenance
which requires electrical power. The
generators are controlled by a Generator Control Unit, which provides
voltage regulation, reverse current
protection field weakening overvoltage protection, and paralleling
for the generators. Individual circuits for the aircraft lighting systems, electrically-operated motors,
and other electrical circuits are protected by circuit breakers and fuses.
Power Distribution
The main power bus, located in the
contactor box, receives electrical
power from three possible sources:
an external power unit through the
starter bus, the aircraft battery system or the starter-generator. The
main bus distributes electrical power
to various control and distribution
buses through remote reset control
circuit breakers.
In the event of a remote reset circuit
breaker failure, as indicated by a busoff light, transfer of electrical power
to the unpowered bus from the powered bus can be accomplished by tripping the unpowered bus power
breaker and closing the appropriate
bus tie circuit breaker.
Electrical
System
5C-11
External Power
An external power unit may be connected to the aircraft electrical system at the external power receptacle.
Starter Generator
A starter-generator is installed on the
upper left side of the reduction gear
housing of each engine. The generator mode of the starter-generator can
be activated at engine idle rpm with
the generator control switch in the
ON position. Each starter-generator
is provided with a paralleling circuit
to assure that aircraft electrical load
is shared properly by both startergenerators. Generator lights, located
in the annunciator panel are illuminated if a generator is not connected
to the main bus. Voltage regulators,
overvoltage control circuits and generator load sharing circuits are contained within voltage control panels.
Windshield Wipers
The system operates from 28 VDC
power through three switches
installed in the switch panel. Two of
the switches (L/OFF/PARK and R/
OFF/PARK) control the individual
wipers. A separate switch, installed
between the left and right wiper
switches, controls the speed of the
wipers. the right windshield wiper is
inoperative when cabin bus is off.
Lighting Systems
Landing Lights (Standard)
Retractable landing lights are installed
in the left and right lower wing surface outboard of the engine nacelles.
The landing light switches, installed
in the overhead panel, control the illumination of the lamps and the operation of the landing light motors. The
EXTEND and RETRACT landing
light switch will activate the motor
circuits for both landing lights. The
5C-12
Strobe Lights
The optional high intensity strobe
light system consists of a strobe light
located on each wing tip, a power
supply unit located on each wing tip,
a power supply unit located in the
left side of the fuselage aft of the DC
contactor box, a strobe light in the
Electrical
transparent tail cone stinger, and a
switch (STROBE) circuit breaker
located in the overhead switch panel.
Interior Lighting
The interior lights include instrument lights, overhead panel flood
lights, instruction lights (fasten seat
belts/no smoking), baggage compartment lights, cabin and passenger
reading lights, indirect lighting (R
and L overhead cornice trim), magnetic compass light, map lights,
instrument post lights and electrolu-
5C-13
5C-14
This chapter describes the Turbo Commander 690A/B fire detection system.
One hand-operated portable fire extinguisher bottle is stowed in
the cockpit and one in the cabin area.
Fire
Protection
Chapter 5D
5D-1
5D-2
Fire Protection
Fire Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-5
Annunciator Panel Diagram . . . . . . . . . . . . . . . . . . . 5D-6
Fire Extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-8
Table of
Contents
5D-3
5D-4
Fire Protection
A fire detection system consisting of four thermal switches, necessary electrical wiring, and indicator lights is installed for each engine. Three of the four
fire detection thermal switches are installed on the forward side of the firewall
at each cowl air exit louver. The fourth thermal switch is installed in the cooling air stream above the oil cooler. Abnormal heating of the cooling air flow
through the engine or to the oil cooler will actuate one or more thermal
switches and cause the fire warning light, located in the annunciator panel
(Figure 5D-1), to illuminate. The fire warning system will indicate the presence of an engine fire as long as a single thermal switch is operative; however,
the press-to-test circuitry prevents illumination of the fire warning indicator
unless all thermal switches are functional.
LEFT
TEST
F
I
R
E
CABIN
LO PRESS
MAX
FLO
LT&B
L ENG
CHIP
L BETA
BETA R
ENG
R
INLET
GEN
TRIM
BAT HOT
ENG
L
INLET
PROP SYNC
LOW FUEL
L GEN
Fire Detection
R ENG
CHIP
DOOR
RIGHT
F
I
R
E
5D-1
NOTE: Nomenclature in some positions may change based on optional equipment installed on the aircraft.
TC690ABAV001i-TM
5D-5
5D-6
Fire Protection
Portable Fire Extinguishers
Two portable fire extinguishers are mounted in quick-release brackets; one
under the copilots seat for easy access to the crew in flight, and a second
extinguisher in the passenger compartment. The location of the portable fire
extinguisher in the passenger compartment varies with installed options on
the aircraft.
Fire
Extinguishing
Each portable extinguisher is rated for Class B and C fires and contains a Halon
Type 1211 extinguishing agent.
5D-7
5D-8
Fire Protection
Fire Protection
Power Source
Electrical System
Monitor
Protection
Condition Levers
Fuel and Hydraulic Shutoff Valves
Fire Detection Thermal Switches
Data
Summaries
5D-9
5D-10
The primary flight controls are manually operated by the pilot and
copilot. They consist of:
p
Ailerons
Elevators
Rudder
Flight
Controls
Chapter 5E
5E-1
5E-2
Flight Controls
Flight Control Locks Schematic . . . . . . . . . . . . . . . . 5E-4
Primary Flight Controls . . . . . . . . . . . . . . . . . . . . . . . 5E-5
Control Locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-5
Table of
Contents
5E-3
Control
Column
Internal
Control
Lock
RudderBrake
5E-1
External Control
Lock
Rudder
Fillet
5E-2
5E-4
Flight Controls
This aircraft is equipped with all
metal flight control surfaces consisting of ailerons, rudder, elevators and
wing flaps. Dual controls are provided for the ailerons, rudder and
elevators. A single control lever,
easily reached by either pilot controls the hydraulically actuated wing
flaps. Movable trim tabs installed on
the rudder and elevators, are operated either electrically by a trim
switch located on the pilots control
yoke or mechanically by a trim
wheel located in the overhead panel.
A trim tab indicator in the center
panel below the Hydraulic Pressure
gage, indicates the position of the
rudder and elevator trim tabs. The
trim annunciator light must be extinguished prior to takeoff.
A fixed, ground adjustable trim tab is
installed on the trailing edge of the
right aileron, and an electrically operated trim tab is installed on the left
aileron. The control column, control
wheel and rudder pedals at the pilot
and copilot positions are mechanically interconnected to push-pull
rods, bellcranks and cables which
actuate the primary flight controls.
All primary control surfaces are balanced to prevent surface flutter and
provide the best possible aircraft
control characteristics throughout
the complete range of normal flight
speeds. Sealed bearings are used
throughout the flight control system.
Primary
Flight
Controls
Control Locks
An internal control lock, (Figure 5E1, facing page) which is installed
between the rudder pedals and control column, secures the elevator and
rudder pedals in the neutral position
when the aircraft is parked. The control wheel lock pin should also be
inserted in the control column wheel
to place the ailerons in the neutral
position. An external rudder control
lock is provided to secure the rudder
when mooring the aircraft. Refer to
Figure 5E-2.
5E-5
Control Columns
The flight control columns are symmetrically rigged and connected to the
aileron and elevator control systems to
provide dual control capability (see
Figure 5E-3). The control columns
pivot fore and aft on sealed bearings
installed in the column base.
Each column is supported by mounting brackets bolted to the floor structure and secured to the brackets by
two bolts extending out from the
pivot bearing. The control mecha-
Spline
Sprocket
Inspection
Plate
Turnbarrels
Ailero
Cable
Mechanical Stop
Pulley
Cable
Drum
Elevator
Push-Pull Rod
Pulley
5E-3
5E-6
Flight Controls
Aileron Control System
The aileron control wheels are interconnected through control chains and
sprockets to the aileron cable drum
(see Figure 5E-4). The cable drum,
located below the floor structure
between the control columns, actuates
the ailerons through cables, bellcranks,
and push-pull rods. Adjustable pushpull rods connect the aileron
bellcranks to the ailerons.
Spline and
Sprocket
Inspection
Plate
Aileron
Push-Pull
Rod
Aileron
Stop
Bellcrank
Pulley
Cable
Drum
Turnbarrel
Balance
Cable
Pulley
Elevator
Push-Pull
Rod
Turnbarrels
5E-4
5E-7
5E-5
5E-8
Aileron Trim
Tab
Developed for Training Purposes
Aileron
Trim Tab
January 2005
Trim Tab
Hinge Pin
Aileron (Ref)
Note
Trim Tab Installation
on Left Aileron Only
Flight Controls
Aileron Trim Tab System
Elevator
Torque Tubes
Push-Pull
Rod
Idler
Pulley
AFT Transfer
Tube Assy
Elevator
Bungee
Springs
Elevator
Forward
Transfer
Tube
Turnbarrels
Elevator
Stops
Control
Column
Push-Pull Rod
Idler Pulley
5E-6
5E-9
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
Flight Controls
Rudder Control System
Dual rudder-brake control pedals,
installed on the forward and aft rudder
pedal torque tubes enable the pilot or
copilot to control the rudder, brakes,
and nose wheel steering (see Figure
5E-8). The rudder pedal torque tubes
consist of an inner and outer tube,
installed in pillow block bearings.
Turnbarrel
Balance
Cable
Turnbarrels
Access Door
Disconnect Here
To Remove Rudder
Rudder
Stop
Rudder Torque
Tube
Pedal
Horn
Rudder Pedal
Torque Tube
5E-8
Torque
Arm
5E-11
Turnbarrels
Roller
Chain
Forward
Cable
Bevel Gears
Cable Drum
Rudder
Trim Tab
Wheel
5E-9
5E-12
Flight Controls
Wing Flap Control System
Two all-metal flaps are installed on
each wing. The inboard flaps extend
from the fuselage to the engine
nacelle, and the outboard flaps
extend from the outboard side of
each nacelle to the ailerons. See
Figure 5E-10.
The flaps are hinged from the aft
wing spar and are actuated by a
hydraulic cylinder and master
sheave, located in the aft fuselage.
The flap actuating cylinder body is
secured to the aircraft fuselage and
the cylinder piston rod is connected
Secondary
Flight
Controls
5E-10
5E-13
Flaps
Up
Brakes and
Nosewheel
Steering
Flaps
Cylinder
Wing Flap
From
Landing
Gear
Primary Pressure
Return
Flaps
Down
5E-11
5E-14
Flight Controls
Data
Summary
Flaps
Power Source
Hydraulic System
Control
Flap Lever
Monitor
5E-15
5E-16
The Turbo Commander fuel system consists of storage, distribution, refueling and defueling system. Fuel indicating provides
feedback to the crew.
The storage system consists of wing tanks that are interconnected
to form a single tank system. Other components of the storage
system are fuel filters, drain valves, check valves, pressure relief
valves and associated plumbing.
Fuel
System
Chapter 5F
5F-1
5F-2
Fuel System
Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . 5F-4
Fuel System Components . . . . . . . . . . . . . . . . . . . . . . 5F-5
Fuel Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5f-5
Table of
Contents
5F-3
5F-4
Fuel Quanity
Transmitter
January 2005
Fuel Sump
Fuel Supply
Fuel Vent System
Fuel Pressure
Fuel
Pumps
Looking FWD
at Fuel System
Fuel System
accessible through a quick release
door on the fuselage skin under the
right wing. Drain a quantity of fuel
from the fuel sump drain daily to
remove any accumulation of water
or sediment. The fuel cell drain
valves are actuated by rotating the
valve with a screwdriver until the
valve locks open.
The fuel system consists of twentytwo (22) light weight fuel cells,
interconnected to form a single tank.
The tank has a total usable volume
of 384 U.S. gallons (2573 pounds,
Type A at 16C, 6.7 lbs/gal.) The
tank is fitted with non-siphoning
type fill caps located on the top side
of the wings, one (1) outboard of
each engine nacelle, and one (1)
between the engine nacelles. From
the center section fuel sump fuel
flows through electric boost pumps
and gate type fuel shutoff valves, to
each engine.
Fuel Sump
The fuel sump is installed below the
lower fuselage fuel cell, in the baggage compartment (See Figure 5F-1).
The sump incorporates a drain valve,
two submerged boost pumps, two
fuel shutoff valves and a quantity
measuring probe; all enclosed in a
vapor proof compartment. Wing cell
sump drains are installed on the lower
surface inboard and outboard of
each nacelle.The main sump drain is
SIDE VIEW
TOP VIEW
Drain
Valve
Fuel
Shutoff
Valve
Fuel
Sump
Center
Wing
Fuel Cell
Fuel
Quantity
Transmitter
Fuel
Quantity
Transmitter
Fuel
Boost
Pump
January 2005
Filter
Screen
Fuel
Shutoff
Valve
Fuel
Sump
Drain
Valve
5F-1
Fuel System
Components
Fuel
Boost
Pump
5F-5
Fuel Heater
An oil-fuel heat exchanger, installed
on the engine, provides fuel filter ice
protection. For satisfactory fuel filter
ice protection engine oil temperature
must be above +55C.
5F-6
Fuel System
Fuel Flow Rate Indicators
and Totalizer
Fuel flow rate indicators (Figure 5F2) are powered by 28-V DC through a
circuit breaker (FUEL FLOW) and
indicate the individual engine fuel
flow rates. The indicators are basically DC microammeters and are calibrated in pounds per hour. The dial of
the indicator reads from zero to 600
pounds. Transducers convert the flow
rate to electrical pulses. These pulses
are transmitted directly to the indicators where conditioning and conversion to analog signals occurs to
provide full flow rate indication. A
signal is directed from the indicators
to the totalizing signal conditioners
where additional conditioning is provided for fuel consumed totalizer
uses. The fuel consumed totalizer
(See Totalizer Schematic, next page)
is an electromechanical digital
counter calibrated in pounds and provides a continuous count of pounds of
fuel consumed. The totalizer is
equipped with a reset knob to zero the
counter when refueling the aircraft.
A fuel quantity indicator (Figure 5F3) is provided to indicate fuel quantity. The gaging system consists of
an indicator installed in the instrument panel and transducers installed
in the tanks. The variable capacitance probe type transducers measure the density pressure of the fuel
within the fuel tank.
Fuel
System
Indications
FUEL FLOW
FUEL FLOW
12 16
8
600
100
500
600
O
F
F
LBS X100
LBS/HR
400
200
300
200
300
5F-3
5F-2
LEFT
TEST
24
100
500
LBS/HR
400
FUEL
QUANTITY 20
F
I
R
E
CABIN
LO PRESS
MAX
FLO
LT&B
L ENG
CHIP
L BETA
BETA R
ENG
R
INLET
GEN
TRIM
BAT HOT
ENG
L
INLET
PROP SYNC
LOW FUEL
L GEN
R ENG
CHIP
DOOR
RIGHT
F
I
R
E
5F-4
5F-7
Fuel
Flow Rate
Indicator
Fuel
Flow Rate
Indicator
Fuel Consumed
Indicator-totalizer
FUEL CONSUMED
0 0 1 5 0
POUNDS
Fuel
Flow Rate
Indicator
Fuel
Flow Rate
Indicator
Totalizer
Signal Conditioner
Fuel Consumed
Indicator-totalizer
5F-8
Fuel System
Data
Summaries
& Limitations
Fuel System
Source
22 Fuel Bladders
Distribution
Control
Monitor
Fuel Gauge
Fuel Totalizer
Low Fuel Annunciator Light
Fuel Flow Gauges
Protection
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-9
Minimum . . . . . . . . . . . . 15 PSI
Maximum . . . . . . . . . . . . . 95 psi
Fuel:
(Aviation Turbine Fuels)
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
Hydraulic
Systems
Chapter 5G
5G-1
5G-2
Hydraulic Systems
Hydraulic System Simplified Schematic . . . . . . . . . 5G-4
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-5
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-5
Table of
Contents
5G-3
FUEL-HYDR
NORM
FUEL-HYDR
NORM
Hydraulic
Reservoir
EMER
OFF
EMER
OFF
Hydraulic Firewall
Shutoff Valves
Engine Driven
Hydraulic Pumps
Flaps
Brakes
Accumulator-Regulator
Nose
Gear
Steering
Main
Gear
January 2005
Nitrogen
Bottle
425 - 525 PSI
5G-4
Overhead Switches
Hydraulic Systems
General Description
The hydraulic system (See diagram,
facing page) provides hydraulic
pressure for operation of the landing
gear, wing flaps, nose wheel steering, and brake systems. Major
hydraulic system components are
installed in the left engine nacelle
and consist of a hydraulic fluid reservoir, shutoff valves, accumulatorregulator and the auxiliary hydraulic
system pump and pressure switch.
During normal operation, enginedriven hydraulic pumps, installed on
the upper section of each engine
accessory housing, supply system
pressure.
Hydraulic fluid flows from the reservoir through electrically-operated
shutoff valves to the engine-driven
hydraulic pumps. The shutoff valves,
located in the supply line to each
hydraulic pump, are provided to shut
off the flow of hydraulic fluid to an
engine-driven pump in the event of
an engine fire and to facilitate maintenance on the hydraulic system.
The accumulator-regulator, installed
downstream from the hydraulic
pumps, maintains a system pressure
of 900-1075 psi and absorbs pressure pulsations caused by intermittent fluid flow from the enginedriven hydraulic pumps.
A pressure relief valve, installed in
the fluid return line at the bottom of
the hydraulic reservoir protects the
system from overpressure caused by
thermal expansion.
In the event of normal hydraulic system failure, the auxiliary hydraulic
system is available to operate the
wing flaps, brakes, nose steering and
parking brakes.
Hydraulic
System
5G-5
Hydraulic Reservoir
Filler Cap
F
U
L
L
Dipstick
L
O
W
Filter
5G-1
Drain
Pressure Relief
5G-2
5G-6
Hydraulic Systems
Shutoff Valves
Accumulator-Regulator
Engine-Driven Pump
A gear-type, positive displacement,
engine-driven hydraulic pump is
installed on an engine accessory
drive pad. In the event one hydraulic
pump becomes inoperative, the
remaining pump is capable of supplying sufficient fluid flow and pressure to operate the hydraulic system.
Check valves installed in the hydraulic supply lines between the pumps
and accumulator-regulator, prevent
an operative pump from discharging
fluid through an inoperative pump.
Operation of individual pumps can
be verified by observing hydraulic
pressure (900 to 1050 psi) during
engine starts and shut downs (when
operating on a single engine).
Emergency Hydraulic
System
The emergency hydraulic system is
composed of: (1) An electric motordriven gear type pump, (2) a pressure
switch, and (3) a control relay. The
pressure switch turns the electric pump
ON when the pressure drops to 470 psi
and turns the pump OFF when the
pressure rises to 605 psi. The operation of the electric pump is automatic
any time the BATTERY or EXT PWR
is turned ON. Approximately one
quart of fluid trapped below the standpipe in the hydraulic reservoir supplies
the emergency system.
5G-3
5G-7
5G-8
Hydraulic Systems
Hydraulic System
Power Source 2 Engine Driven Pumps
Accumulator Pressure
Distribution
Landing Gear
Flaps
Brakes
Steering
Control
Flap Handle
Gear Handle
Hydraulic Shutoff Valves
Monitor
Protection
Data
Summaries
5G-9
5G-10
5H-1
5H-2
Table of
Contents
5H-3
Instrument Panels
Press
Gage
OFF
TAIL OFF
Right Wing
Deicer Boot
Left Wing
Deicer Boot
Timer
Left
Engine
Right
Engine
From
Vacuum
Instruments
Pressure
Regulator
Fuselage
Skin
To Autopilot
Air
Ejector
Distributor
Valve
To Jet Pumps
Empennage
Deicer
Boots
Bleed Air
Regulated Pressure
Suction
Regulated Pressure and Suction
5H-4
Wing/Empennage
Deicing System
The aircraft is equipped with a pneumatic surface deicing system (see
Deicing Schematic, facing page).
Ice
Protection
Systems
CAUTION: If the Distribution
Reset CB trips, Generator inlet and
Prop Heat are disabled and cannot
be reset.
L WSHLD
LOW
ENG INLET
RUDDER
GEN
INLET
PROP
R WSHLD
LOW
0
A
M
P
20
O
F
F
O
F
F
O
F
F
HIGH
OFF
HIGH
PROP
GEN
RIGHT ENGINE
BOOTS
ONE CY
WING
LIGHT
DEFOG
BLOWER
FUEL-HYDR
NORM
IGN
OVRD
FUEL PUMP
ON
HP LIMIT
TEST
AIR
START
RUN
N
O
R
M
MAN
OFF
EMER
OFF
ENG
OFF
MOTOR
O
N
GND
OFF
5H-1
5H-5
REGULATED
PRESS
5H-2
5H-6
Windshield Anti-ice
Systems
De-fog Blower
Wing ice inspection lights, for visually checking deicer boot operation
and formation of ice on the wing
leading edge during night flying, are
installed on the outboard side of
each nacelle. The wing ice inspection light switch is located on the
overhead switch panel. Lamp
replacement is accomplished by
removing the upper cowling and taking out the lamp.
NOTE: With the loss of the overhead distribution, the propeller and
generator inlet heat are still operative.
Side window defog heaters are factory installed in aircraft S/N 11517
and subsequent, and come on automatically when defog blower switch
is placed on. If defog blower fails,
place blower switch off. Failure to
do so may result in heater overheating. Thermal switches are installed
to protect against overheating, however, failure to turn off the defog
blower switch could damage heaters
and thermal switches,
5H-7
5H-8
The electrical heating element provided for alternate static source heat
is connected to L PITOT-FUEL
VENT circuit breaker switch.
The electrical heating element provided for the co-pilots static source
heat is connected to L PITOT-FUEL
VENT circuit breaker switch.
Data
Summaries
Distribution
Control
Monitor
Protection
Switch Breakers
Bleed Air
Overhead Distribution Bus
Engine Oil
Distribution
Engine Nacelles
Control
Monitor
Protection
Switch Breakers
Distribution
Control
Monitor
Protection
Switch Breakers
Windshield Anti-ice/Wipers
Power Source
Control Bus
Distribution Bus
Distribution
Left-Right Windshield
Control
Protection
Circuit Breakers
Cabin Bus
Main Bus
5H-9
5H-10
Landing
Gear
Systems
Chapter 5I
The aircrafts brake system has rudder pedal operated multi disc
brakes on the main gear wheels. A mechanically-controlled and
hydraulically-operated system provides power for normal operation of the brakes.
5I-1
5I-2
Table of
Contents
5I-3
Air Pressure
Primary Pressure
Return
Landing Gear-Wing
Flap Control Valve
Accumulator-Regulator
To Flaps System
To Reservoir
Landing Gear
Down
Wheel
Well
Doors
Actuating
Cylinders
Priority
Valve
January 2005
Wheel Well
Doors
Landing
Gear Up
Wheel Doors
Control Valve
Metering
Valve
Right Main Gear
Left Main Gear
Uplock Cylinder
Uplock Cylinder
Main Gear
Actuating
Cylinders
5I-4
From R
Hydraulic
Pump
From L
Hydraulic
Pump
Landing Gear
General Description
The retractable tricycle landing gear
is operated hydraulically; however, a
pneumatic system is provided for
emergency extension of the main
landing gear In the event of hydraulic
system failure. The nose landing gear
is he1d in the up position by hydraulic
pressure and will free-fall to the down
and locked position if the hydraulic
system fails. Mechanical uplocks
hold the main landing gear in the
retracted position. During the retraction cycle the main landing gear strut
interbody is rotated 90 to permit the
landing wheels to retract into a well in
the aft part of the engine nacelle.
Landing Gear
System Source
Landing gear in the Turbo Commander 690A and B models is hydraulically operated. Refer to Hydraulic
System Landing Gear Schematic, previous page).
Hydraulic cylinders actuate the nose
and main landing gear, main uplock
mechanisms and wing flaps. The cylinders are controlled through a (dualfunctioning) landing gear-wing flap
control valve. The wheel well doors
are actuated by the Wheel Well Door
Control Valve (Figure 5I-1). The control valve directs hydraulic pressure to
the wheel well doors by action of the
Landing
Gear
Door Open
Port
Plunger
Door
Closed
Port
5I-1
Gland
Spring
5I-5
MLG Components
SPRING RETAINER
CLEVIS
CYLINDER
PISTON
5I-6
O-RINGS
SPRING
Landing Gear
Components
Gear Doors
Mechanically actuated doors (Figure
5I-2) enclose the main landing gear
strut when the gear is fully retracted.
The doors are hinged to each side of
the nacelle strut well opening and are
operated by a spring-loaded toggle
mechanism. A hook on the gear strut
outer body actuates the toggle mechanism as the gear is retracted and
extended. The wheel well doors are
actuated by small hydraulic cylinders
located inside each well. These doors
open and close each time the main
landing gear is extended or retracted.
Nose wheel doors are mechanically
linked to the nose gear and completely enclose the wheel well when
the gear is retracted.
The landing gear control lever is
located on the left side of the engine
control quadrant and the lever positions are UP and DOWN.
5I-2
5I-3
5I-7
Nose Wheel
Steering
The nose wheel steering is controlled by a hydraulic steering cylinder actuated by applying pressure to
the rudder-brake pedals (see Figure
5I-6). This allows the nose wheel to
be rotated to a maximum of 45
degrees to the left or right of the aircraft center line. A mechanically
actuated steering bypass valve deactivates nose wheel steering when the
gear is retracted. This nose wheel
steering system gives the aircraft a
minimum turn radius of 40 11.
5I-4
5I-8
Landing Gear
Wheels and Brakes
The main wheels are equipped with
8.50 x 10 ten-ply tube or tubeless
type tires and the nose wheel tire is a
6.00 x 6 six-ply tube type tire. All
landing gear wheels are machined
magnesium alloy castings, consisting of two wheel halves. The wheel
halves, which are secured together
by bolts and self locking nuts, are
interchangeable due to individual
balancing of each wheel. This allows
the halves to be assembled in any
position relative to the other wheel
half without rebalancing.
The complete wheel assemblies are
also interchangeable. The multi-disc
hydraulic brakes, attached to the
Spring
Bushing
Wear Indicator
5I-5
5I-9
Indications
Warning Horn
Switches, installed in the engine
control pedestal, complete a circuit
to sound the landing gear warning
horn any time the landing gear is not
down and locked and either or both
power levers are retarded to approximately one inch (at knob centerline)
from the flight idle stop or when the
throttles are retarded and flaps are
moved from UP position.
A landing gear warning horn cutout
is provided to silence the gear warning horn. Momentarily depressing
the HORN SILENCER button,
which is located on the subpanel
near the landing gear position indicator lights, will silence the horn;
however, if the wing flaps are
extended from the full up position,
the gear warning horn cannot be
silenced by the horn silencer button.
The circuit is reset when both power
levers are advanced.
LDG GEAR
LIGHT
DIMMER
UNSAFE
UP
DN
LOCK
G.A.
DN
HORN
SILENCER
5I-6
5I-10
Landing Gear
Landing Gear/Brakes/Steering Systems
Power Source
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
Data
Summaries
5I-11
5I-12
Miscellaneous
Chapter 5J
5J-1
5J-2
Miscellaneous
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-5
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-5
Oxygen System (S/N11100 - 1248,11250 - 11268) . . . 5J-6
Table of
Contents
Oxygen System (S/N 11249, 11269 & Subs. & B Model) 5J-7
Oxygen Duration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-8
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-9
5J-3
5J-4
Miscellaneous
General Description
An oxygen bottle, located in the tail
cone, supplies high pressure oxygen
to a regulator assembly located
below the copilots side window.
Crew oxygen is supplied from the
manual regulator to oxygen masks
with diluter demand regulators and
integral microphones. The mask
supply hose incorporates a pressure
indicating device to show that proper
oxygen pressure is being supplied to
the mask.
5J-1
Red indicates that the oxygen pressure is too low for proper operation
and green indicates that there is sufficient oxygen pressure for the mask
mounted diluter demand regulator.
The mask regulator provides for
NORMAL diluter operation or 100
percent for pure oxygen.
Cabin Oxygen outlets incorporate an
oxygen mask and lanyard. Mask and
lanyard drop out of compartments
when the door is opened. The lanyard must be pulled to turn on oxygen flow to mask.
5J-2
Oxygen
System
WARNING: Since the oxygen
supply for the crew mask is taken
from the manual regulator, the manual regulator must be set between
22,500 and 30,000 feet to provide
sufficient oxygen pressure for the
crew masks. The mask regulator
control lever is to be set in the
NORMAL (diluter demand) position when the cabin altitude is
below 20,000 feet and 100 percent
when the cabin altitude is above
20,000 feet.
5J-3
5J-5
Oxygen System
Copilot
Outlet
Box
Oxygen
Regulator
Passenger
Outlet Boxes (TYP)
Oxygen
Supply
Pilot's
Outlet
Box
Oxygen
Mask
Flow Indicator
Red to Green
5J-4
5J-6
Miscellaneous
Oxygen System (S/N
11249, 11269 and Subs and
B Model)
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.
Oxygen Supply
5J-5
5J-7
Oxygen Duration:
Personnel
Using
Oxygen
10,000 FT
15,000 FT
20,000 FT
25,000 FT
30,000 FT
8-40
7-05
5-12
4-06
3-12
2-42
4-18
3-30
2-46
2-00
1-36
1-18
2-48
2-18
1-42
1-18
1-00
0-54
2-06
1-47
1-12
1-00
0-46
0-40
1-42
1-24
1-00
0-52
0-38
0-33
1-24
1-06
0-51
0-40
0-30
0-27
1-12
1-00
0-43
0-35
0-27
0-23
1-00
0-51
0-38
0-30
0-24
0-20
0-57
0-47
0-34
0-27
0-21
0-18
NOTE: For partial cabin depressurization on S/N 11100 through 11248, 11250 through 11268, readjust oxygen regulator to actual cabin altitude. On S/N 11249 and 11296 and Subsequent, including B model, set regulator to 22,500 ft
minimum. Adjust as required for cabin altitude between 22,500 ft. and 30,000 ft.
Table 5J-A; Oxygen Supply Duration (22 Cubic Feet at 1800 PSI)
5J-8
Miscellaneous
S/N 11100 thru 11248,
11250 thru 11268)
3. In Line Pressure
Indicator . . . . . . CHECK GREEN
Normal Operation
Normal Operation
(Passenger)
Procedures
WARNING: Manual oxygen regulator must be set to 22,500 feet or
above to provide crew oxygen.
NOTE: Oxygen flow to oxygen
masks may be increased by selecting a higher altitude on the oxygen
altitude gage.
2. Lanyard . . . . . . . . . . . . . . . . . PULL
(to turn on oxygen)
3. Oxygen Mask. . . . . . . . . . . . DON
4. Oxygen Altitude Gage . . . . . .SET
(as required for crew operation)
5. Flow Indicator . . . . . . . . CHECK
5J-9
5J-10
This section describes the pneumatics, air conditioning and pressurization systems.
The pneumatic system extracts bleed air from the engines, collects it, and then transfers it to various other systems (i.e., air conditioning, ice and rain protection, and pressurization).
The pneumatic system consists of low-pressure bleed air supplied
by the engine. Bleed air can be used for engine start, air conditioning, cabin pressurization and service air. A ground air source can
also be used.
Pneumatic
Systems
Chapter 5K
The air conditioning system takes engine bleed air from the pneumatic system, cools and conditions it for use in the cockpit and
cabin. Separate automatic and manual controls are provided to control temperature in both areas of the pressure vessel.
5K-1
5K-2
Pneumatic Systems
Environmental System Locator. . . . . . . . . . . . . . . . . 5K-4
Environmental Systems . . . . . . . . . . . . . . . . . . . . . . . 5K-5
Pressurization System . . . . . . . . . . . . . . . . . . . . . . . . . 5K-5
Table of
Contents
5K-3
5K-4
Pneumatic Systems
Environmental
Systems
Pressurization
System
CABIN DEPRESS
Safety
Outflow
Valve
5I-1
To Vacuum
System
Rate
Altitude
Safety
Outflow
Valve
AIR
GROUND
NORMAL
Cabin
Air Source
DEPRESS
Reference Pressure
Pressurization Source
Vacuum
Static
Outflow Valves
CONTROL
DIAPHRAGM
CONTROL
DIAPHRAGM
SCREEN
5.4 PSID
SCREEN
Nose Cone
AREA
5.4 PSID
5K-1
TAILCONE
AREA
TC690ABEN008I-TM
5K-5
Instruments monitoring cabin pressurization operation include a cabin rate-ofclimb -or-descent gage (Figure 5K-2)
and a combined cabin differential pressure and cabin altitude gage (Figure
5K-3). A CABIN LO PRESS light (Figure 5K-4) on the annunciator panel indicates a cabin altitude above 10,000 ft.
The environmental and pressurization
systems are controlled by the Environmental controls located on the lower
left instrument panel. (Figure 5K-5). A
DEPRESS, NORMAL switch is provided to allow depressurization of the
cabin in an emergency situation. The
switch should be covered to prevent
accidental selection of DEPRESS.
Under normal operation, the switch is
maintained in the NORMAL position.
Normal system pressure is supplied by
conditioned bleed air from each engine.
The pressurization system can be set to
maintain a normal cabin pressure of 5.2
( 0.1) psid. The safety features incorporated in the valves prevents cabin
pressure from exceeding a positive
cabin pressure differential of 5.45 psid
or excessive negative cabin pressure.
The cabin pressure controller utilizes
the differential between atmospheric
pressure and cabin pressure to create
pneumatic signals which control the
cabin pressure through the operation of
the outflow valves.
50
40
UP
10
DIFF
PRESS
30
DOWN
4
6
TEST
10
25
20
5K-4
ENVIRONMENTAL
MODE
1
11
25
27
10 -1
9
8
COOL
M
I
N
OFF
M
A
X
23
NORMAL
21
RATE
WARM
15
COOL
13
17
19
A
AL IRC
T R
1 ITU AF
FE 000 DE T
ET
OVERRIDE
1000
FT
3
AUTO
OFF/RAM
AIR
N
O
R
M
A
L
CABIN
ALT
AUTO TEMP
BLEED SEL
OVRD TEMP
L
DEPRESS HEAT
MAX FLO
MAX
FLO
15
5K-3
5K-2
F
I
R
E
CABIN
CABIN
LO PRESS
LEFT
.5
CABIN
ALT
4
CLIMB
CA
B
ALT IN
2
1
.5
5K-5
PRESSURIZATION
N NOT
T PERMITTED
5K-6
To AFT Pressure
Bulkhead
Overhead
To Lower Cabin
Air Outlets
and Defog Duct
Ground Blower
5K-7
Pneumatic Systems
January 2005
5K-8
Pneumatic Systems
Pressurization Malfunctions/Corrective Action
SYMPTOM
POSSIBLE CAUSE
IN FLIGHT ACTION
3. Same as 1, above.
E Slight cabin
pressure, does not
dump on
landings
1. None
2. None
3. None
4. None
F Cabin exceeds
max differential.
1. None
1. Increase rate selection or decrease airplane
climb rate.
2. None
5K-9
J Cabin pressure
1. Controller malfunction
rapidly increases or
decreases with
reselection of cabin
altitude. Rate value
greater than
selected, system
stabilizes at
selected altitude.
1. None
K Cabin altitude
exceeds selected
value.
5K-10
Pneumatic Systems
The air conditioning system consists
essentially of a boot-strap cooling
unit with a secondary compressor
and a primary and secondary heat
exchanger, a water separator (on B
model aircraft only), one modulating
bypass valve, an electrical temperature control system, and a primary
compressor composed of three jet
pumps utilizing engine bleed air as
the motivating power.
Air
Conditioning
System
ENVIRONMENTAL
MODE
AUTO
OFF/RAM
AIR
5K-6
OVERRIDE
5K-11
To Cabin Outlets
Exhaust
Overboard
Ambient Air
Inlet Check
Valve
Hot Air Valve
To Cabin Outlets
CABIN TEMP
5K-7
TC690AB EN005-TM
5K-12
Pneumatic Systems
Data
Summaries
Pressurization System
Power Source
Distribution
Control
Monitor
Annunciators:
Cabin Altitude Indicators
Cabin Rate of Climb
Cabin Altitude/Differential Gage
Protection
Outflow/Safety Vales
Circuit Breakers
DEPRESS/NORMAL switch
Poppet Valves
Distribution
Cabin Outlets
Control
Monitor
Protection
5K-13
5K-14
The Turbo Commander 690 A and B models of aircraft are powered by two AiResearch TPE 331-5-251K or 252K turbo prop
engines, depending on aircraft serial number.
Two Hartzell propellers with LT 10282H+4 blades and hub model
HC-B3TN-5FL are installed. The propellers are 3-blade, full
feathering, reversible, constant speed. Reverse operation is limited to ground operation only.
Powerplant
Chapter 5L
Engines and propeller limitations for 690A and 690B model aircraft are included at the conclusion of this chapter
5L-1
5L-2
Powerplant
Powerplant Schematic . . . . . . . . . . . . . . . . . . . . . . . . 5L-4
Powerplant Principles Schematics . . . . . . . . . . . . . . 5L-5
Powerplant Phases of Operation Schematic . . . . . . 5L-6
Table of
Contents
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-7
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-7
Engine Oil System Schematic . . . . . . . . . . . . . . . . . . . 5L-8
Engine Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-9
Engine Ignition System. . . . . . . . . . . . . . . . . . . . . . . . 5L-11
Auto Ignition System . . . . . . . . . . . . . . . . . . . . . . . . 5L-11
Engine Starting System . . . . . . . . . . . . . . . . . . . . . . 5L-11
Engine Mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-12
Engine Exhaust System . . . . . . . . . . . . . . . . . . . . . . .
Engine Control System . . . . . . . . . . . . . . . . . . . . . .
Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5L-12
5L-13
5L-14
5L-14
5L-3
Powerplant Schematic
5L-4
Powerplant
Powerplant Principles
Turbine Drive Principle
Turbine
Wheel
Nozzle
Vanes
Turbine Nozzle
Turbine Wheel
Compression Princlples
Air Acquires
Velocity
Compressor Impeller
Axis of Rotation
Diffuser Vanes
Compressor Diffuser
Blades
5L-5
Start, 10%
Primary
Manifold
Static Fuel
Oil
Engine Pump
Secondary
Manifold
Start Pressure
Regulator
Primary
Manifold
Static Fuel
Oil
Engine Pump
Boost Pump
Boost Pump
Air
Air
Condition
Levers
Fuel Control
Unit
Engine Driven
Fuel Pump
Fuel
From
Boost
Pump
Fuel
From
Boost
Pump
Flow
Divider
Fuel Filter
Oil
In
Flowmeter
Transducer
Fuel
Solenoid
Fuel Anti-Ice
Valve
Oil
Out
Engine Driven
Fuel Pump
Flowmeter
Transducer
Fuel Filter
EPA Can
Oil
In
10%
EPA Can
Fuel Anti-Ice
Valve
Oil
Out
V
D
C
STOP
Air
Fuel
Solenoid
2
4
RUN
Condition
Levers
Fuel Control
Unit
Flow
Divider
Air
Primary
Manifold
Static Fuel
Start Pressure
Regulator
Secondary
Manifold
V
D
C
Primary
Manifold
Secondary
Manifold
Boost Pump
Engine Driven
Fuel Pump
Start Pressure
Regulator
Boost Pump
Air
Fuel Control
Unit
Air
Condition
Levers
Fuel
From
Boost
Pump
Flow
Divider
Fuel Filter
Oil
In
Flowmeter
Transducer
Fuel
Solenoid
Fuel Anti-Ice
Valve
Oil
Out
Engine Driven
Fuel Pump
EPA Can
Fuel Filter
Oil
In
RUN
2
4
STOP
V
D
C
10%
Fuel Control
Unit
Condition
Levers
Flow
Divider
Air
Flowmeter
Transducer
Fuel
Solenoid
Fuel Anti-Ice
Valve
Oil
Out
Fuel Oil Heater
Air Charges
EPA Can
Air
EPA Can
RUN
2
4
STOP
V
D
C
10%
5L-6
STOP
Flame
Start, 40%
Fuel
From
Boost
Pump
2
4
Engine Pump
RUN
10%
Oil
Secondary
Manifold
Start Pressure
Regulator
Flame
In Contact With Metal,
Causing Engine Damage
Powerplant
General Description
Turbo Commander 690 A model aircraft and B model S/N 11350 thru
11542 except 11431 are equipped
with two AiResearch Model
TPE331-5-251K turbo-prop engines
(Figure 5L-1), while airplanes S/N
11431, 11543 and subsequent are
equipped with AiResearch Model
TPE331-5-252K turbo-prop engines.
The -251K engines utilize Bendix
fuel control systems and the -252K
engines utilize Woodward fuel control systems. The engine capabilities
with regard to horsepower output
and fuel consumption are identical
Engine power is produced by converting the energy of a burning fuel/
air mixture to a rotating mechanical
force. Ambient air enters the engine
through an air inlet duct, which
directs the air into a two-stage centrifugal compressor where it is compressed and passed on into an
annular combustion chamber to be
mixed with fuel and ignited. The
fuel/air mixture is initially ignited
during the engine starting sequence
by two high-voltage ignitor plugs.
Powerplant
5L-1
5L-7
Oil Pressure
Suction
Control High Pressure
Unloading Line Air
or Vent
Oil Pressure
Regulator
Developed for Training Purposes
Positive Torque
Sensor Pressure
Regulator
Torque Sensor
Negative Torque
Sensor Pressure
Regulator
Gear Case
Vent Line
Scavenge Pump
January 2005
Feathering
Valve
Magnetic Chip
Detector Plug
Oil Temp
Bulb Boss
Oil Tank
And Oil Fuel Heater
5L-8
Scavenge
Powerplant
Engine Accessories
All engine accessories are attached to
mounting pads on the aft face of the
reduction gear case. Accessory drives
are provided within the gear case to
operate the accessories at the required
speeds, or to motor the engine, as is
the case when the starter element of
the starter-generator is operating. The
tach-generator, oil thermal bypass
valve, starter-generator, oil temp bulb,
negative torque sensor switch, beta
pressure switch, unfeathering pump,
and hydraulic pump are the only
engine accessories installed on the
engine.
5L-2
5L-9
5L-10
Oil Tank
Oil Filter
Powerplant
Engine Ignition
System
The ignition system is automatically
controlled by speed sensing switches
which energize and de-energize the
ignition system during the engine
starting sequence. A high-voltage
capacitor discharge ignition unit,
attached to the left side of the reduction gear housing, provides high
voltage to the two ignition plugs
through flexible high tension ignition leads. The ignition system operates during initial combustion and
acceleration of the engine.
Automatic Ignition
System
The Automatic Ignition System is
not intended to be a replacement for
the airplanes normal ignition system
or manual override ignition system
presently installed in the airplane.
This auto-ignition system is intended
as a back-up ignition system in the
event the flight crew fails to follow
the procedures outlined in this handbook during takeoff and landing on
wet runways and during flights in
icing conditions.
The Automatic Ignition System is
automated through the use of 6 (0.5
psig) pressure switches installed to
sense the high pressure output of the
torque system. If the engine flames
out, the windmilling propeller will
cause a hydraulic negative torque
condition and the torque system
pressure set point of the 6 psig
switch wil1 supply ground to the
ignition relay coil which in turn
applies 28 V to the ignitor. The system is automatically armed (28V
DC) above the starter 50% RPM
point by the 50% RPM switch. Following relight of the engine, the
ignition will he deactivated as the
CAUTION: Do not motor startergenerator for more than three 60second periods of operation, separated by a five-minute off period.
Cycle may be repeated after starter
has cooled for thirty minutes.
5L-11
5L-12
Engine Mounting
The engine is attached to the aircraft
at four points. Three of these attachment points are to the wing structure
and the fourth attachment point is to
the engine firewall. Two engine supports at the three and nine oclock
position, constructed of aluminum
webs and caps, are attached to the
wing spar and extend forward of the
wing leading edge, providing the
principal means for supporting the
engine installation in the aircraft.
Powerplant
The principal components of the
engine control system are: the fuel
control unit, propeller governor, and
propeller pitch change unit. The individual functions of these components
are interrelated and coordinated, in a
manner which automatically regulates engine speed and power as
established by the position of the
power and condition levers, located
in the control quadrant.
The gear driven fuel control unit and
propeller governor are installed on
drive pads located on the rear face of
the reduction gear housing. The pitch
change unit, which is a ported sleeve
valve, is pad-mounted on the rear
case of the reduction gear housing on
the exact centerline with the propeller
oil transfer tube. The propeller oil
transfer tube extends from the propeller dome back through the propeller
shaft and into the ported sleeve valve
of the propeller pitch change unit.The
propeller pitch control unit is interconnected with the propeller governor by cored oil passages in the
reduction gear housing.
Engine
Control
System
5L-3
5L-13
Condition Lever
The condition lever operates the propeller governor and fuel control unit
underspeed governor controls to regulate engine speed. It also actuates the
fuel solenoid valve and the feathering
valve by mechanical linkage when
propeller feathering is desired.
During normal engine operation,
movement of the condition lever forward of the low RPM position actuates the control arms of the fuel
control unit underspeed governor and
the propeller governor. When the condition lever is placed in low RPM, the
fuel control unit underspeed governor
is in the operative position and the
propeller governor control arm is
against the low speed stop. With the
condition lever in this position engine
speed is governed by the fuel control
unit underspeed governor, and propeller pitch as controlled by the pitch
change valve as long as the power
lever is operated between flight idle
and reverse.
When the power lever is moved forward of flight idle toward maximum
power, engine RPM will increase,
the underspeed governor function
will be phased out, and the propeller
governor assumes automatic control
of the engine speed. Movement
of the condition lever toward high
5L-14
Power Lever
The power levers, located on the
control quadrant to the left of the
condition levers, have four operating
positions: REV THRUST, GND
IDLE, FLT IDLE, and FWD
THRUST. Mechanical stops in the
control quadrant prevent inadvertent
movement of the power lever aft of
flight idle. To move the power lever
aft of this position the latch release
handle on each power lever must be
pulled upward. The position of the
power lever determines the manner
in which propeller pitch and engine
speed are controlled and the amount
of power produced by the engine.
When the power lever is moved
between reverse and flight idle, propeller pitch is being manually controlled through movement of the
propeller pitch change valve. Movement of the power lever forward of
flight idle transfers propeller pitch
control and consequently engine
speed control to the propeller governor (pitch locks disengaged). The
minimum propeller blade angle pitch
limit for operation of the engine
between the flight idle and maximum power settings is controlled by
the power lever linkage to the propeller pitch change valve.
Powerplant
Movement of the power lever toward
REV THRUST, repositions the pitch
change valve relationship to the ports
of the oil distribution tube and allows
governor oil pressure to force the propeller piston forward. This turns the
propeller blades toward the negative
pitch position. A proportionate
increase in engine power (fuel flow) is
scheduled by the fuel control unit
underspeed governor when the power
lever is moved toward the full reverse
position.
Beta Mode
Beta mode (ground mode) is selected
by placing the power lever at any position from full reverse to flight idle.
The fuel supply is not sufficient to
support engine operation on the propeller governor so propeller governor
oil pressure reduces propeller blade
angle to the minimum angle selected
by the propeller pitch control. At this
time the Beta Mode light will illumi-
PROP SYNC
RPM
P
O
FWD
THRUST
ON
HI
FLIGHT
HI
OFF
LO
GROUND
LO
MUST BE OFF
E
FLT IDLE
DURING TAKEOFF
AND LANDING
R
GND IDLE
REV
THRUST
DASH 10 ONLY
ENGINE STOP
AND
EMERGENCY
TAXI LTS
ON
OFF
FEATHER
RCN LTS
ON
FRICTION
OFF
PULS
LEFT
RIGHT
FUEL ENRICHMENT
5L-5
PU LL
PARK
BRAKE
ON
5L-15
Engine Instrumentation
5L-7
5L-8
5L-8A
5L-6
5L-9
5L-16
5L-10
Powerplant
The engine instruments, which are
installed in the center instrument
panel, include the tachometer indicators, horsepower indicators, inter turbine temperature indicators, fuel flow
rate indicators, fuel consumed totalizer indicator, and engine gage unit.
The engine gage units indicate fuel
and oil pressure and oil temperature.
Tachometer Indicators
and Generators
EGT Indicators
Fuel flow rate indicators (Figure 5L9) are powered by 28-V DC through
a circuit breaker (FUEL FLOW) and
indicate the individual engine fuel
flow rates. The indicators are basically dc microammeters and are calibrated in pounds per hour. The dial
of the indicator reads from zero to
600 pounds. Transducers convert the
flow rate to electrical pulses. These
pulses are transmitted directly to the
indicators where conditioning and
conversion to analog signals occurs
to provide full flow rate indication.
ITT Indicator
The inter-turbine temperature (ITT)
indicating system consists of an ITT
indicator, (Figure 5L-8) a cold junction
Engine
Instruments
5L-17
5L-10
5L-18
Powerplant
The propellers used on this aircraft
are Hartzell HE-B3TN-5FL/LT10282
H+4 constant speed, full feather, 3blade, with reversing capability. The
106 inch diameter propeller (Figure
5L-12) has a 14.24 inch prop tip
ground clearance, and 14.5 inch tip to
fuselage clearance. The propeller is
equipped with a metal spinner and
spinner bulkhead.
The propeller flange is mounted to
the engine output shaft, and rotates
counterclockwise when viewed from
Propellers
5L-12
5L-19
Dump To Case
Speed
Control
Lube Oil
Unfeathering
Pump
Propeller Governor
Vent To Case
Developed for Training Purposes
NTS
Pressure
Switch
Torque
Sensor
Feathering
Valve
Beta
Pressure
Switch
Manual
Prop
Feather
Fuel Control
Manual Fuel Valve
Beta Tube
January 2005
Propeller
Pitch Control
Static
Propeller
Return
Pressure
Engine Lube Oil Pressure
Power Lever
Propeller Governor
5L-20
Engine Oil
Powerplant
The propeller is controlled by either
the propeller governor (see Schematic, previous page) or the propeller pitch control mechanism, (See
Figure 5L-13) depending on the
mode of engine operation. When the
propeller is controlled by the propeller governor, its operation is similar
to that on a reciprocating engine.
The propeller governor either allows
oil to be sent to the propeller (less
pitch) or drain from the propeller
(higher pitch) in order to maintain
the selected engine speed. When the
propeller is being controlled by the
propeller pitch control unit, its operation is somewhat different. A long
tube (Beta tube) is attached to the
front end of the propeller piston and
extends aft through the hollow engine output shaft. The aft end of the
Beta tube contains a group of ports
around its circumference that mate
with corresponding group of ports
on the propeller pitch control unit.
PROPELLER PITCHES
Spinner
Safety Bolt
Minimum Pitch
Start Position
Piston
Reverse Pitch
Stop Tube
Normal Pitch
Operation
Position
Blade Bearing
Maximum Pitch
Feather Position
Counterweight
Prop Shaft
Oil Seal Plug
Reverse Pitch
Braking and
Backing
Position
Oil Seal
5L-21
Propeller
Synchrophaser
The propeller synchrophaser (Figure
5L-14) maintains the blades of one
NOTE: The prop sync system
must be turned OFF during takeoff
and landing.
The slave engine speed will be automatically matched to the speed of the
master engine. In making subsequent
adjustments, as from climb to cruise,
adjust the master and slave engines to
the desired RPM by moving both condition levers together as required. This
will keep both governors close enough
to remain within the limited adjustment range of the slave engine. If the
synchrophaser is unable to adjust the
slave engine RPM to match the master
engine, the actuator has reached the
end of Its travel. Turn he synchrophaser switch to OFF (which will
allow the actuator to return to the centered position), synchronize the propellers manually, and then turn the
synchrophaser switch to ON.
Synchrophaser
Actuator
LH Prop
Master
LH Prop
Governor
RH Prop
Governor
RH Prop
Slave
Control
Box
PROP
SYNC
ON
PROP SYNC
PROP
OFF SYNC
5L-14
5L-22
Powerplant
Engine Limitations
Condition
Propeller RPM
ITT C
EGT
Time Limit
1149
770C
1 sec.
923
None
All
100.5% - 101%
5 min.
All
101% - 105.5%
30 sec.
All
105.5% - 106%
5 sec.
Starting
Takeoff
and Max.
Continuous
18% to 28%
Powerplant
Limitations
AVOID
Reverse Limitations
1. Beta Lights ON
2. Nosewheel on Ground
3. Below 90 knots
4. High RPM
5. Discontinue at 40 knots
5L-23
5L-24