Gulfstream Commander

MODEL 680V

ISSUED: 5 JUNE 1967

REVISED: 19 OCTOBER 1984

MANUFACTURERSSER IALN O. ..-....-.....--.....-.. ....... ... ...

REGISTRATIONN O. . . .. .-..-..-......-.......... .. ...-...

FAA APPROVED BY:

Delegation Option PC-203

NOTE: THIS AIRPLANE MUST BE OPERATED IN COMPLIANCE

WITH THE OPERATING LIMITATIONS SET FORTH HEREIN.

Gulfstream
Oll
Aerospace Corporation

P/N M680009-1
 680V
FLIGHT MANUAL TABLE OF
CONTENTS

Table of Contents
SECTION I -
LIMITATIONS
SECTION II -
NORMAL PROCEDURES
SECTION III -
EMERGENCY PROCEDURES
SECTION IV -
PERFORMANCE

FAA Approved 6/5/67 i

 680\/
FLIGHT M ANUAL LOG OF PAGES
(Including Revisions)

LOG OF PAGES
ONLY the pages listed herein are applicable to

Model 680V Serial Number .

Page Dake Page Eate

SECTION IV
Title ................................... 6/5/67
i ...................................... 6/5/67 4-1 ..................................... 6/5/67
ii daru iii......;........................ 10/19/84 4-2 ..................................... 6/5/67
4-3 ..................................... 6/5/67
SECTIONI 4-4 ..................................... 6/5/67
4-5 ..................................... 6/5/67
1-1 ..................................... 5/1/68 4-6 ..................................... 6/5/67
1-2 ..................................... 6/5/67 4-7 ..................................... 6/5/67
1-3 ..................................... 6/5/67 4-8 ..................................... 6/5/67
1-4 ..................................... 6/5/67 4-9 ..................................... 6/5/67
1-5 ..................................... 6/5/67 4-10 .................................... 6/5/67
1-6 .....................................8/15/83
4-11 .................................... 6/5/67
1-7 ..................................... 5/1/68 4-12 Blank .............................. 6/5/67
1-8 ..................................... 6/5/67 4-13 .................................... 6/5/67
1-9 ..................................... 6/5/67 4-14 .................................... 6/5/67
1-10 .................................... 6/5/67 4-15 .................................... 6/5/67
4-16 .................................... 6/5/67
SECTIONE 4-17 .................................... 6/5/67
4-18 .................................... 6/5/67
2-1 .....................................5/28/71
4-19 .................................... 6/5/67
2-2 .....................................8/15/83
4-20 Blank ............................. 6/5/67
2-3 .................................... 8/15/83 4-21 .....,.............................. 6/5/67
2-4 .....................................8/15/83
4-22 .................................... 6/5/67
2-4A....................................8/15/83 4-23 .................................... 6/5/67
2-5 ..................................... 6/5/67 4-24 Blank ............................. 6/5/67
2-6 ....................................12/22/69 4-25 .................................... 6/5/67
2-7 ..................................... 8/3/70 4-26 .................................... 6/5/67
2-8 ..................................... 6/5/67 4-27 .................................... 6/5/67
2-9 ..................................... 6/5/67 4-28 Blank ............................. 6/5/67
2-10 .................................... 6/5/67 4-29 .................................... 6/5/67
2-11 .................................... 6/5/67 4-30 .................................... 6/5/67
2-12 .................................... 6/5/67 4-31 .................................... 6/5/67
2-13 .................................... 5/28/71 4-32 Blank ............................. 6/5/67
2-14 .................................... 5/28/71 4-33 .................................... 6/5/67
SEX]TION DJ 4-34 .................................... 6/5/67
4-35 .................................... 6/5/67
3-1 ..................................... 5/28/71 4-36 .................................... 6/5/67
3-2 .....................................8/15/83
4-37 .................................... 6/5/67
3-3 .................................... 10/19/84 4-38 .................................... 6/5/67
3-4 .................................... 12/22/69 4-39 .................................... 6/5/67
3-5 .................................... 12/22/69 4-40 Blank ............................. 6/5/67
3-6 ..................................... 6/5/67
3-7 ..................................... 6/5/67
3-8 ..................................... 6/5/67 Approved: 19 October 1984

Delegaticy Option PC-203

FALA Approved 6/5/67

Revised: 10/19/84 ii
 680\/
FLIGHT MANUAL LOG OF PAGES

LIST OF REVISIONS

REV. PAGE(S) APPROVED

1 ii, 1-7. 8/28/67

2 ii, 1-1, 1-7, 2-3, 3-3. 5/1/68
3 ii, 2-4. 9/4/68
4 ii, 2-4 10/9/68
5 ii, iii (added), 2-6, 2-7, 12/22/69
3-4, 3-5.
6 ii, iii, 2-4, 2-7, 2-13. 8/3/70

7 ii, iii, 2-1, 2-2, 2-3, 2-4, 5/28/71

2-4A (added), 2-13, 2-14.
3-1, 3-3.

8 ii,iü, 2-3. 11/22/76

9 ii, iii, 1-6. 4/22/83

10 ii, iii, 1-6, 2-2, 2-3, 2-4, 8/15/83

2-4A, 3-2

11 ii, iii, 3-3 10/19/84

FAA Approved 6/5/67 iii

Revised: 10/19/84
 680V
FLIGHT MANUAL SECTION I
LIMITATIONS

SECTION I
LIMITATIONS
Table of Contents

Page Page
LIMITATIONS Type of Operation .......................
1- 7
Power Plant ............................
1- 1 Cabin Pressurization ....................
1- 7
Instrument Markings ....................
1- 3 MaximumAltitude ......................
1- 7
Airspeed Limitations . . . . . . . . . . . . . . . . . . . .
1- 3 Operating Temperature Limits (Ambient) . .
1- 7
Flight Load Factor . . . . . . . . . . . . . . . . . . . . . .
1- 7 Weight and Center of Gravity Limitations . .
1- 7
Minimum Crew ........................
1- 7 Placards ..............................
1- 7

LIMITATIONS

POWER PLANT

1. ENGINE

a. Manufacturer: Garrett-AiResearch

b. Model: TPE331-43 or TPE331-43-A (in compliance with Service

Letter No. 208).

c. Fuel: Aviation Turbine Fuel ASTM Designated D1655-63T, Types

Jet A, Jet A-1, Jet B, and Grade 80/87 Octane Aviation
Gasoline. See Service Letter No.170 for approved list of
fuels and temperature limits.

d. Oil Grade: See Aero Commander Service Letter No. 170 for approved
list of oils. DO NOT MIX OILS.

e. Engine Operation Limitations:

CONDITION ENGINE OPERATING LIMITS

Shaft HP Propeller EGT Time

Shaft Speed

All ---
2100 (105%) --
10 Sec. Max
Takeoff 575 2000 (100%) 576 5 Minutes
Max Cont Pwr (Emer) 500 2000 (100%) 550 No Limit
Maximum Normal 500 2000-1920 (100-96%) 538 No Limit

f. Starting Temperature (Ambient): Minimum -40oF (-40°C)

Maximum 125oF (52°C)

g. Engine Starting EGT Limit: Ground -

See Figure 1-1
Air -
See Figure 3-2.

FAA Approved 6/5/67

Revised 5/1/68 1-1
 680V
FLIGHT MANUAL SECTION I
LIMITATIONS

OAT EGT LIMIT OAT EGT LIMIT

°F °C °C °F °C °C

-40 -40
825 68 20 802

-33 -36
824 75 24 800

-22 -30
822 82 28 798

-9 -23
820 88 31 796

0 -18
818 95 35 794

10 -12
816 100 38 792

19 -7
814 106 41 790

28 -2
812 111 44 788

39 4 810 118 48 786

46 8 808 124 51 784

55 13 806 125 52 783

61 16 804

Figure 1-1. Ground Start EGT Limit

FAA Approved 6/5/67 1-2
 680V
FLIGH T MA NUAL SECTION I
LIMITATIONS

POWER PLANT (CONTD)

h. Oil Temperature: Minimum -40°C

Maximum 93oC

i. Oil Pressure Limits: 70 psi Red Line Minimum

- -

120 psi Red Line Maximum

- -

(See Figure 1-2 for normal oil pressure limits, )

j. Fuel Pressure Limits: 20 psi -
Red Line -
Minimum
80 psi -
Red Line -
Maximum

k. Engine Anti-ice Limits: Operate to 10 seconds Maximum with ambient temperature

above 40°F.

1. RPM Change Rate: Do not reduce engine rpm from 100 percent to 96 percent in
less than one second.

NOTE

Reduce EGT to 538oC or below before reducing rpm below 100

percent; and also before initiating feather action for other than
actual emergency situations.

2. PROPELLER

a. Manufacturer: Hamilton Standard

b. Model: Hub 33LF-325 -

Blades (3) 1033A-0

NOTE
The Hamilton Standard propeller, with hub Model 33LF-325 is a
constant-speed, full-feathering propeller with pitch reversing
capabilities.

c. Reverse operation limited to ground operation only. Condition lever should be in HIGH RPM position.

INSTRUMENT MARKINGS

See Figure 1-2.

AIRSPEED LIMITATIONS

1. Maximum operating limit speed (VMO) -

217 Knots CAS (250 mph CAS).

2. Maneuvering speed (Vp) -

146 Knots CAS (167 mph CAS).

3. Flap operation (VFE)-

Full flaps -
129 Knots CAS (149 mph CAS).

1/2 flaps -
130 Knots CAS (150 mph CAS).

4. Landing gear operation (VLO) -

156 Knots CAS (180 mph CAS).

5. Minimum control speed (VMCA)-

Minimum speed at which the aircraft is controllable in flight, with sudden failure of one engine
and takeoff power on remaining engine 89 Knots CAS (102 mph CAS).
-

6. Maximum single engine speed -

156 Knots CAS (180 mph CAS).

7. Maximum speed for extending landing lights -

156 Knots CAS (180 mph CAS).

FAA Approved 6/5/67 1-3

 680V
FU GHT MANUAL SECTION I
LIMITATIONS

ENGINE TACHOMETER
74- 96% RPM Yellow Arc CAUTION
og 96-100% RPM Green Arc NORMAL
PERCEN 40 100-105% RPM Yellow Arc CAUTION
o RPM
-105%
Red Line MAXIMUM

G C
EXHAUST GAS TEMPERATURE
O 0 0

576 TQiMIOO%) 538°C White MAX. NORMAL

550 MCF(IOO%) 550oC MAX. CONT.
Yellow
538 MAX NORM 576oC Red x
TAKEOFF

ENGINE GAGE UNIT

OIL TEMPERATURE
-40oC Red Line MINIMUM
+55oC
-40-
Yellow Arc CAUTION
+55- +93°C Green Arc NORMAL
+93oC Red Line MAXIMUM
OIL PRESSURE
70 PSI Red Line MINIMUM
70 PSI -120
Green Arc NORMAL
120 PSI Red Line MAXIMUM
FUEL PRESSURE
20 PSI Red Line MINIMUM
20-37 PSI Yellow Arc CAUTION
37-80 PSI Green Arc NORMAL
80 PSI Red Line , MAXIMUM

Figure 1-2. Instrument Markings (Sheet 1 of 3)

FAA Approved 6/5/67 1-4
 680V-
FLIGHT MANUAL SECTION I
LIMITATIONS

AIRSPEED
81-129 Knots White Arc FLAP OPER 60 60
(94-149 MPH) A RSPEED
88-217 Knots Green Arc NORMAL .

(102-250 MPH) so
217 Knots Red Line MAXIMUM
(250 MPH) OPERATING
100

40 120

HYDRAUL1C PRESSURE -
PRESSURIZATION

SS
3100 PSI Red Line MAXlMUM

HYDRAULIC PRESSURE -
UTILITY
2000--
1250 PSI Red Line MAXIMUM
YD PRESS

SUCTION
3. 8 IN. Hg Red Line MINIMUM
3. 8-5. O IN. Hg Green Arc NORMAL
5. O IN. Hg Red Line MAXlMUM

Figure 1-2. Instrument Markings (Sheet 2 of 3)

FAA Approved 6/5/67 1-5
 680V SECTION I
FUGHT MANUAL LIMITATIONS

I°°°
EMERGENCY GEAR EXTENSION
soo A IR '"°°
275 PSI Red Line MINIMUM
275-350 PSI Green Line NORMAL
QUS PER S2óË 350 PSI Red Line MAXIMUM

Typical Gage Face Service Bulletin 102 Not Complied With

'°°°
EMERGENCY GEAR EXTENSION
soo A IR '6°°
425 PSI Red Line MINIMUM
425-525 PSI Green Line NORMAL
omS PER S2ó$
525 PSI Red Line MAXIMUM

Typical Gage Face Service Bulletin 102 Complied With

3 soi
ALTITUDE AND DIFFERENTIAL PRESSURE
DIFFERENTIAL PRESSURE
0-4. O PSI Green Arc NORMAL
4. 0-4. 2 PSI Yellow Arc CAUTION
Above 4. 2 PSI Red Arc MAXIMUM

SHAFT HORSEPOWER
HORSE
500-575 HP Yellow ARC CAUTION
POWER 575 HP Red Line MAXIMUM
00% RPM
O 6

Figure 1-2. Instrument Markings (Sheet 3 of 3)

FAA Approved 6/5/67 1-6
Revised: 8/15/83
 680V
FLIGHT MANUAL SECTION I
LIMITATIONS

FLIGHT LOAD FACTOR

Maximum positive load factor -

3. 34 G's.

Maximum negative load factor -

1. 34 G's.

MINIMUM CREW

One pilot is required for all operations.

TYPE OF OPERATION

This aircraft is approved for normal category DAY/NIGHT VFR/IFR operations. -

See certification and ope-
rating rules for minimum required equipment. Flight into known icing conditions prohibited unless aircraft
is in compliance with Service Letter No. 196.

CABIN PRESSURIZATION

The maximum cabin pressure differential is 4. 2 psi. Pressurization is prohibited during takeoff or landing.

MAXIMUM ALTITUDE

of aircraft is limited to 25, 000 feet MSL.

Operation
altitude (with aviation gasoline):
Operating 6, 500 feet with boost pumps not operating.
25, 000 feet with boost pumps operating.
OPERATING TEMPERATURE LIMITS (AMBlENT)

See Figure 1-3.

WEIGHT AND CENTER OF GRAVITY LIMITATIONS

Ma:dmum Weights: Ramp -

9450 Pounds
Takeoff -
9400 Pounds
Landing -
9000 Pounds
Zero Fuel- 8000 Pounds

Center of Gravity: See Figure 1-4

Datum line is 50. 00 inches forward of fuselage station zero. See Weight and Balance Section of
Flight Manual for loading schedule.

PLACARDS

1. THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY TYPE IN COMPLIANCE WITH THE
AIRPLANE FLIGHT MANUAL. ACROBATICS AND INTENTIONAL SPINS ARE PROHIBITED.

2. BATTERY MASTER SWITCH MUST BE ON TO OPERATE FUEL VALVES.

3. SHUT OFF LEFT ENGINE WHEN ENTERING AND LEAVING CABIN.

4. DO NOT OPEN DOOR WHEN CABIN IS PRESSURIZED OR UNTIL LEFT PROP STOPS ROTATING.

5. MAXlMUM SPEED, GEAR EXTENDED -

156 KNOTS (180 MPH).

FAA Approved 6/5/67

Revised5/1/68 1-7
 680V
FLIGHT MANUAL SECTION I
LIMITATIONS

PLACARDS (CONTD)

6. MINIMUM CONTROL SPEED ONE ENGINE -

89 KNOTS (102 MPH).

7. MAXIMUM MANEUVERING SPEED -

143 KNOTS (164 MPH).

8. PITOT AND FUEL VENT HEAT GROUND CHECKS -

30 SECONDS MAXIMUM.

9. PRESSURIZATION NOT PERMITTED DURING TAKEOFF AND LANDING.

10. FLIGHT INTO KNOWN ICING CONDITIONS PROHIBITED.

FAA Approved 1-8

6/5/67
 680V SECTION I
FUGHT MANUAL LIMITATIONS

24

22

20

18

16
MAXIM M TEMPE TURE

14

12

10

MI UM TE PERATURE
w 0

ST
-130 -80 -60 -40 -20
0 20 40 60 80 100 120 140 100
OAT -
°F

Figure 1-3. Operating Temperature Limits

FAA Approved 6/5/67 1-9
 680V SECTION I
FüGHT MANUAL LIMITATIONS

AIRCRAFT OPERATION LIMITATION

APPROVED GROSS WEIGHT-CENÏER OF GRAVITY ENVELOPE.

OPERATION OF THE AIRCRAFT

OUTSIDE THE ENVELOPE BELOW IS PROHIBITED

ENVELOPE MUST BE OBSERVED WITH LANDING GEAR EXTENDED.

ALLOWANCE FOR LANDING GEAR RETRACTION IS AUTOMATIC.

C. G. POSITION -
%MAC
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
10, 000 -

10. 9450 LB MAX. RAMP'WEIGHT t

9400 LB MAX. TAKEQFF VŒIGH
+ 31% (9346 LBS)
:30.
0, 000
17. 05% 9000 LB , DING W IGH

0, 000
800 LBS ZERD TU L WËtGHT

7,000

0, 000

5, 000
203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 218

C. G. POSITION -
FUSELAGE DATUM STATION -
INCHES

Figure 1-4. Flight Envelope

FAA Approved 6/5/67 1-10
 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

SECTION II
NORMAL PROCEDURES
Table of Contents

Page Page
ABBREVIATED PROCEDURES Cruise .................................
2- 8
Exterior Inspection .....................
2- 1 Decent .................................
2- 8
Before Starting Engines ..................
2- 2 Before Landing .........................
2- 9
StartingEngines ........................
2- 3 FinalApproach .........................
2- 9
Clearing Engine .........,.............. 2-4AË Landing ................................
2- 9
Engine Runup ...........................
2- 5 After Landing ...........................
2-10
Ground Operation .......................
2- 6 Engine Shutdown ........................
2-10
Before Taxiing .........................
2- 6 SYSTEMS OPERATION
Taxiing ................................
2- 6 Air Conditioning and Pressurization ......
2-11
Before Takeoff .........................
2- 6 OxygenSystem .........................
2-12
Takeoff ................................
2- 7 ElectricalSystem .......................
2-13
Climb ..................................
2- 7 Fuel System ............................
2-13
Air Conditioning and Pressurization . . . . . .
2- 8 Engine Inlet Anti-Ice System . . . . . . . . . . . . .
2-14

ABBREVIATED PROCEDURES

EXTERIOR INSPECTION

1. Nose landing gear CHE CK -

a. Strut and tire PROPERLY INFLATED. -

b. Nose landing gear and wheel well GENERAL CONDITION. -

2. Right windshield GENERAL CONDITION. -

3. Right pitot cover REMOVED. -

4. Right cabin windows GENERAL CONDITION. -

5. Right engine CHE CK -

a. Engine inlet sump DRAIN. -

b. Engine air inlet CLEAR and CLEAN. -

c. Engine inlet pressure and temperature sensor GENERAL CONDITION. -

d. Engine exhaust CLEAR. -

e. Engine oil quantity PROPER LEVEL. -

f. Propeller ROTATION AND GENERAL CONDITION. -

g. Oil cooler CLEAR. -

h. Right engine cowling SECURE. -

i. Right engine fuel drains CLEAR. -

6. Right main landing gear CHE CK -

a. Strut and tire PROPERLY INFLATED. -

b. Landing gear uplock springs GENERAL CONDITION. -

c. Main landing gear, door, and wheel well GENERAL CONDITION. -

7. Right wing CHE CK -

a. Deice boot GENERAL CONDITION. -

b. Refueling cap SE CURE. -

c. Fuel vent CLEAR. -

d. Wing and flap GENERAL CONDITION. -

8. Fuel tank sumps DRAIN. -

9. Right static ports CLEAR. -

NOTE
Drain static vent line after aircraft has been exposed to rain
or extremely humid conditions.

FAA Approved 6/5/67

Revised 5/28/71 2-1
 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

EXTERIOR INSPECTION (CONTD)

10. Empennage CHECK.

-

a. Deice boots GENERAL CONDITION. -

b. Rudder lock REMOVED. -

c. Empennage area GENERAL CONDITION. -

11. Left static ports CLEAR. -

12. Aft compartment CHECK (open aft compartment

-
access door and visually inspect compartment for
general condition. If Custom Kit No. 104 is installed, check hydraulic reservoir pressure -

4 to 11 psi.)
13. Baggage compartment CHECK. -

14. Oxygen supply valve OPEN (oxygen supply pressure 1800 psi). -

15. Baggage compartment door SECURE. -

16. Emergency landing gear extension pressure -

a. S. B. 102 Not Complied With 275 to 350 PSI. -

b. S. B. 102 Complied With 425 to 525 PSI. -

17. Left side of aircraft -

REPEAT STEPS 2. thru 8.

BEFORE STARTING ENGINES

1. Exterior inspection COMPLETED. -

2. Cabin door -
CLOSED and LOCKED.
3. Control lock REMOVED
-
and STOWED.
4. Flight controls FREEDOM OF MOVEMENT.
-

5. All circuit breakers IN. -

6. Landing gear lever safety latch LOCKED. -

7. Air conditioning and pressurization system OFF. -

8. Battery switch BATTERY.-

NOTE
If aircraft is not equipped with a power control switch (S. B. 104),
proceed to step 10.

9. Starting procedure SELECT: -

BATTERY START
a. Power control switch SERies BATtery. (When OAT is at or below 32oF and engines are -

cold soaked, SERies BATtery provides a higher starting torque.)

b. Power control switch EXT PWR and PARallel BATtery (when OAT is above 32oF or starting-

warm engines).

APU START
a. Power control switch -
EXT PWR and PARallel BATtery (proceed to step 11. ).
10. EXT PWR switch ON (if applicable). -

11. Ignition switch NORMAL. -

12. All other switches OFF. -

13. Hydraulic pressure 470 to 605 PSI. -

NOTE
. When engine-driven hydraulic pumps are not operating, an
electrically-operated auxiliary hydraulic pump automatically
provides hydraulic pressure for operation of brakes and wing
flaps when either the battery or an APU is utilized for electrical
power. Check auxiliary hydraulic pump by applying brakes several
times and observing hydraulic system pressure gage. Auxiliary
hydraulic system pressure should return to 470 to 605 psi when
brakes are released. It is normal for the pump to cycle periodically
with hydraulic system in a static condition.

FAA Approved 6/5/67 2-2

Revised: 8/15/83
 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

14. Parking brakes SET. -

15. Press-to-test indicators -

TEST.
16. Beta and anti-ice lights -
AS REQUIRED. (A dimmer switch is provided to enable the pilot to reduce
glare on beta and anti-ice lights. )
17. Cabin door warning light -
EXTINGUISHED.
18. Fuel quantity CHECK. -

19. Fuel counter RESET. -

20. Gear safe lights ILLUMINATED. -

21. Trim tabs SET (for takeoff).

-

a. Elevators: Maximum forward CG 9o NOSE UP.

-

Maximum aft CG - 0 to 1° NOSE UP.

B. Rudder: Oo
22. Wing flaps UP. -

23. Cabin pressurization switch -

DEPRESSurize.
24. Oxygen equipment CHECKED. -

25. Seat belts FASTENED.

-

STARTING ENGINES

Engine starts can be made with aircraft battery power or with auxilary de electrical power; however, it is
recommended that an auxiliary power unit (APU) be used when ambient air temperature is 10oF or below. As-
sure that APU is regulated to 26-volts dc and capable of providing a minimum of 16-volts dc and 800 amps dur-
ing starting cycle. Observe APU ammeter during start.

CAUTION

Do not use an APU which produces in excess of 1000 amps during initial start
sequence. Current greater than 1000 amps may produce arcing which can
damage starter-generator or cause starter-generator brushes to stick.

1. Condition lever LOW RPM. -

2. Power lever SET (approximately

- 1/2-inch forward of ground IDLE position).
3. Propellers CLEAR and UNFEATHERED.
-

If feathered:
a. Start selector switch AIR. -

b. Power lever REVERSE. -

c. Engine control switch START RUN (observe propeller blade angle until propeller blades
-

have moved to the locked position).

d. Engine control switch ENGINE OFF. -

4. Start selector switch GROUND. -

5. Engine control switch FUEL ON. -

6. Fuel pressure 15 PSI (minimum). -

The FUEL ON position of the engine control switch opens the fuel tank shutoff valve and turns on
fuel boost pump for appropriate engine.
7. Engine control switch START RUN (observe propeller rotation).-

The START RUN position of the engine control switch engages the starter and arms the engine fuel
valve and the ignitor circuit for automatic activation at 10 percent engine rpm.

NOTE
If engine lightoff has not occurred by 15 percent engine rpm, place
ignition switch in the override position and observe rise in EGT.
Release ignition override switch after 50-percent engine rpm is obtained.

If lightoff is not indicated by rise in EGT within 10 seconds after

selecting START RUN position of the engine control switch, reject
start by turning engine control switch to ENGINE OFF position.

FAA Approved 6/5/67 2-3

Revised: 8/15/83
 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

STARTING ENGINES (CONTD)

8. Exhaust gas temperature (EGT) -

See Figure 1-1.

If EGT is approaching limit and rising rapidly, IMMEDIATELY

place condition lever to feather position and place engine control
switch to ENGINE OFF position.

9. Oil pressure CHECK.

-

If oil pressure is not indicated on engine gage within 10 seconds, shutdown engine and determine
cause. Oil pressure of 150 psi is permissible during cold weather starting.
10. Fuel pressure 37 PSI MINIMUM.
-

11. Generator switch ON (operating engine, for Battery

-
Start only).

NOTE

DO NOT start second engine until ammeter reading of

operating generator is 120 amperes or less.

12. Engine hydraulic pump CHECK (one engine operating).

-

a. Pressurization system hydraulic pressure 2950 (1 50) PSI.

b. Air conditioning selector switch FLIGHT AUTO. -

c. Pressurization system hydraulic pressure 1200 PSI (minimum). -

d. Air conditioning selector switch OFF. -

e. Pressurization system hydraulic pressure 2950 (Í 50) PSI. -

CAUTION

Indicated pressurization system hydraulic pressures must not

fall below those noted. If system hydraulic pressures fall below
those noted shutdown engine and determine cause.
13. Generator switch OFF (however, if aircraft is equipped with a Power Control
-
switch, generator
switch is left in the ON position for a PARallel BATtery start only).

CAUTION

Battery damage will occur if the generator is on and a series

battery is selectedwith the Power Control switch.

14. Repeat steps 1. through 10. for starting second engine.

15. External powei' switch OFF (if applicable) or Power Control
-
switch - SER-BAT.
16. Auxiliary power unit (APU) DISCONNECT (if applicable).
-

17. Generator switches ON. -

18. Start selector switch -

AIR.

FAA Approved 6/5/67 2-4

Revised: 8/15/83
 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

19. Engine hydraulic pump -

CHECK (both engines operating).
a. Pressurization system hydraulic pressure -
2950 (1 50) PSI.
b. Air conditioning selector switch -
FLIGHT AUTO.
c. Pressurization system hydraulic pressure -
2600 PSI (minimum).
d. Air conditioning selector switch -
OFF.
e. Pressurization system hydraulic pressure -
2950 (± 50) PSI.

CAUTION

Indicated pressurization system hydraulic pressures must not

fall below those noted. If system hydraulic pressures fall below
those noted shutdown engine and determine cause.

CLEARING ENGINES

Clearing an engine of fuel or vapors is accomplished by allowing 3 minutes for fuel to drain from the engine
before attempting another start, or motoring engine by the following procedure:

1. Ignition override OFF.

-

2. Engine control switch START RUN (to 20°/o engine

-
rpm).
3. Engine control switch ENGINE OFF.
-

4. Ignition override switch NORMAL. -

CAUTION

DO NOT attempt restart until indicated EGT is less than 200oC,

to keep from exceeding EGT limit (see Figure 1-1). Starter operation
is limited to 60 seconds during any one-hour period, to prevent damage
to starter.

FAA Approved 5/28/71 2-4A

Revised: 8/15/83
 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

ENGINE RUNUP

Perform the following operational checks before each flight.

CAUTION

Observe all operating limitations shown in Section I.

1. Overspeed governor CHE CK (within each 10-hours

-
of flight time).
a. Engine START.
-

After engine rpm reaches a steady state condition, move condition lever to HIGH RPM and slowly
advance power lever toward MAX. POWER position until there is no increase of engine rpm with
further forward movement of power lever (overspeed governor is controlling engine rpm). Engine
rpm must be 103 to 105 percent at this point. Do not prolong overspeed governor check at engine
speeds above 100 percent engine rpm.

CAUTION

Do not exceed 105 percent engine rpm. If engine rpm exceeds 105 percent,
move power lever to FLT IDLE position immediately and then shut down engine.

NOTE
If engine speed will not increase above 100 percent rpm, propeller pitch locks
are probably disengaged. Stop engine to engage locks, then restart engine with
power lever slightly more advanced than in previous start. Repeat governor
check in accordance with step 1. a.

b. Power lever -
GND IDLE.

2. Propeller pitch locks -

DISENGAGE.

a. Condition lever HIGH RPM. -

b. Power lever RETARD.

-

Move power lever toward REVERSE a few degrees at a time until Beta lights extinguish
and come back on.

NOTE
If pitch locks do not disengage, return power lever to START position and
repeat step 2. b.

c. Power lever -
GND IDLE.

3. Preflight operation -
CHECK.

a. Condition lever LOW RPM. -

b. Power lever GND IDLE.

-

c. Engine speed 75 (i 1) PERCENT RPM (after engine has stabilized).

-

d. Power lever FLT IDLE.

-

e. Condition lever HIGH RPM (engine speed should increase to 97. 5 percent
-
engine rpm).

FAA Approved 6/5/67 2-5

 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

ENGINE RUNUP (CONTD)

f. Power lever ADVANCE.-

Move power lever toward MAX. POWER position until propeuer pitch is controued by pro-
peller governor, which is indicated when engine speed is 99. 5 to 101 percent rpm, and engine
speed does not increase with further movement of power lever.
g. Engine inlet anti-icing switch ON (inlet anti-icing indicator light shau illuminate).
-

CAUTION

Do not leave engine inlet anti-icing switch in ON position for more than 10
seconds when ambient temperature is above 40°F.

h. Power lever GND IDLE.-

i. Condition lever LOW RPM. -

GROUND OPERATION

Engine warmup is not necessary. When engine instruments stabilize and are within operating limits at ground
idle, the power lever may be advanced.

CAUTION

A water or slush induced flameout may occur if takeoffs or landings are conducted
on runways with standing water or slush depths in excess of one-half inch.

BEFORETAXIING
1. DC electrical system. CHE CK. -

2. Radio equipment CHECK. -

3. Altimeters SET.-

4. Hydraulic pressures CHE CK. -

5. Wing flaps UP.

-

6. Parking brake OFF. -

7. Air conditioning selector switch FLIGHT AUTO. -

8. Cabin pressurization switch DEPRESS. -

9. Anti-collision lights ON. -

NOTE
The anti-collision light switches shall be turned off during conditions of
reduced visibility when the pilot could experience spatial disorientation as
a result of the rotating reflections of the light against the clouds.

10. Fire warning light - PRESS-TO-TEST.

TAXIING
1. Wheel brakes CHE CK.
-

2. Nose wheel steering CHECK. -

3. Flight instruments NORMAL. -

4. Power plant instruments NORMAL. -

CAUTION

During taxi do not use pitch reversing,feature when ambient temperature exceeds 100 F.

FAA Approved 6/5/67

 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

BEFORE TAKEOFF

1. H-14 autopilot valve test ACCOMPLISH (see Supplement 1). -

2. Takeoff power CONFIRMED (see Figure 4-3).

-

3. Flight controls CHECK (unlocked and freedom of movement).

-

4. Gyros -
SET and UNCAGED.
5. Instruments CHE CKED.
-

6. Wing flaps -
10°
7. Landing gear safety latch UNLOCKED. -

8. Trim tabs -
SET (for takeoff).
9. All safety belts FASTENED. -

10. Engine control friction locks SET-(as desired). -

11. Cabin rate-of-climb selector AS DESIRED. -

12. Cabin altitude selector SET (desired cruise altitude). -

13. Air conditioning selector switch FLIGHT AUTO. -

14. Heater switch SET (as desired).

-

15. Cabin pressure master switch DEPRESS. -

16. Anti-ice switch OFF. -

TAKEOFF

1. Condition lever HIGH RPM (full forward). -

2. Power levers TAKEOFF POWER (observe horsepower

-
and EGT limits).
3. Beta lights EXTINGUISHED.
-

NOTE
Monitor engine instruments for normal operating ranges. Engine RPM
shall not exceed 101 percent and EGT shall not exceed takeoff limit.

CUMB

TAKEOFF CLIMB

1. Condition levers HIGH RPM (100 percent). -

2. Power levers AS REQUIRED (see Figure 4-5 for SHP requirements).

-

NOTE

Limit takeoff power operation to five minutes total.

3. Scheduled climb speed -

95 Knots CAS (109 MPH CAS).
4. Landing gear UP. -

5. Wing flaps UP.

-

RECOMMENDED CLIMB (Maximum Normal Power):

1. Condition levers HIGH RPM (100 percent). -

2. Power levers AS REQUIRED (do not exceed 500 SHP or 538°C EGT).
-

3. Scheduled climb speed 135 Knots CAS (156 MPH CAS) at sea leveL
-

Subtract one knot for each 1000 feet of pressure altitude.

NOTE
Observe 538°C EGT for recommended climb operation. Observe
550oC EGT for emergency operation only. (See Section III for
emergency climb procedures).

FAA Approved 6/5/67

2-7
 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

AIR CONDITIONING AND PRESSURIZATION

1. For pressurization:

a. Cabin pressurization switch PRESS. -

b. Temperature control AS DESIRED.-

c. Heater switch AS DESIRED.

-

d. Rate control AS DESIRED.

-

2. Unpressurized -
Heated Cabin:

a. Air conditioning selector switch RAM AIR or FLT AUTO. -

b. Heater switch ON. -

c. Cabin pressurizatiott switch DEPRESS. -

3. Unpressurized -
Cabin Ventilation:

a. Air conditioning selector switch OFF, RAM AIR or FLT AUTO.

-

b. Cabin pressurization switch DEPRESS.

-

CRUISE
1. Condition levers and power levers -
AS DESIRED.
2. Cabin differential pressure gage -
OBSERVE.

NOTE
'Cabin above 10, 000 feet' light will illuminate when cabin altitude reaches
10, 000 feet. Illumination of this light also indicates entry into supplemental
oxygen usage zone.

DESCENT

1. Power levers -
AS DESIRED.

CAUTION

When performing descents with landing gear extended DO NOT exceed

156 Knots (180 MPH).

L.MNING

DO NOT retard power levers aft of FLT IDLE stop at any time while in flight.
2. Cabin pressure controller -
SET (1, 000 feet above airport elevation).
 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

BEFORE LANDING

1. Safety belts FASTENED.

-

2. Landing gear warning horn CHECK (before -

extending landing gear).
3. Landing gear DOWN. -

a. Gear safe lights ILLUMINATED. -

b. Hydraulic pressures NORMAL. -

c. Landing gear warning horn SILENT. -

CAUTION

DO NOT extend landing gear when airspeed is above 156 knots (180 mph).

4. Hydraulic pressures CHE CK. -

5. Condition lever HIGH RPM. -

6. Wing flaps DOWN 1/2 (20°)

-

CAUTION

Do not lower wing flaps at airspeeds in excess of 130 knots (150 mph).

7. Cabin pressurization switch -

DEPRESS (1, 000 feet above airport elevation).

CAUTION

Cabin differential pressure should be zero or near zero before de-

pressurizing cabin.

8. Air conditioning selector switch -

FLT AUTO.

FINAL APPROACH

1. Power levers AS DESIRED.

-

2. Flaps -
AS DESIRED (normany fuß down).

LANDING

1. Condition levers HIGH RPM (100 percent).

-

2. Power levers AS REQUIRED.-

3. Touchdown CONFIRMED (nose gear on ground),

-

a. Power levers GND IDLE. -

b. Braking AS REQUIRED. -

c. Beta lights ILLUMINATED. -

d. Power levers AS DESIRED. -

MOTE
The pitch reversing feature of the propellers may be used to maximum
capacity after touchdown with condition lever in HIGH RPM: however,
it is not desirable to use the pitch reversing feature below 40 mph on
sod or chat surfaced runways as this will cause erosion of the propeller
blades.

O_O
 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

LANDING (CONTD)
CAUTION
Use reverse feature with caution on snow covered runways, due to blinding
effect of swirling snow.

AFTER LANDING

1. Power levers AS DESIRED.

-

2. Condition levers LOW RPM. -

3. Flaps -
UP.
4. Trim tabs SET.
-

5. Cabin heater OFF.

-

6. Landing gear lever safety latch -

LOCKED.

ENGINE SHUTDOWN
1. Parking brake SET. -

2. Condition levers LOW RPM. -

3. Power levers GND IDLE.

-

4. Left engine control switch ENGINE OFF. -

5. Beta light -
OBSERVE (Beta light should extinguish immediately).
If the engine Beta light does not extinguish, the negative torque sensor is inoperative.
6. Left power lever REVERSE (above 50 percent engine rpm).
-

7. Right engine control switch ENGINE OFF. -

8. Beta light -
OBSERVE (Beta light extinguish immediately). .should

If the engine Beta light does not extinguish, the negative torque sensor is inoperative.
9. Right power lever REVERSE (above 50 percent engine rpm).
-

10. Engine coastdown MONITOR (for unusual noises).

-

11. Right generator master switch OFF. -

12. Left generator master switch -OFF.

13. Engine control switch TANK VALVE OFF. -

14. All other switches OFF. -

15. Battery switch OFF. -

MOTE
Battery switch must be OFF or cabin door switch held in the unlocked
position before the cabin door can be opened.

L-1
Do not open cabin door until left propeller has stopped rotating.

16. Control locks and pitot covers INSTALL. -

17. Engine protective plugs (inlet and exhaust) -

INSTALL.

NOTE
To facilitate cooling of the engines after shutdown, it is recommended
that the aircraft be parked headed into the wind. Allow a minimum of
10 minutes for cooling before installing protective plugs in the engines.

FAA Annmvari A/R/R"I 9 in

 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

SYSTEMS OPERATION
The following are system operating procedures for the Model 680W:

AIR CONDITIONING AND PRESSURIZATION

The systems are independently controlled and provide cabin environmental air.

NORMAL OPERATION. Cabin cruising altitude and rate of climb should be established prior to engine start.
Before Starting Engine:

1. Rate control SET. -

2. Cabin altitude SET. -

NOTE
Aircraft altitude at maximum differential cabin pressure appears in small
window of cabin pressure controller dial face. Recommended procedure is
to set aircraft altitude in small window approximately 500 feet greater than
programmed aircraft cruise altitude.

3. Air conditioning selector switch OFF. -

4. Cabin pressurization switch DEPRESS. -

After Engine Start:

1. Air conditioning selector switch FLT AUTO. -

2. Cabin supercharger oil pressure indicator light EXTINGUISHED. -

3. Cabin temperature control AS REQUIRED (for ground heat).

-

NOTE

If additional heat is required, place heater switch in the ON position.

The GND HEAT or GND COOL position of the air conditioning selector
switch can be used to maintain cabin temperature if FLIGHT AUTO
temperature control is inoperative.
Before Takeoff:

1. Air conditioning selector switch -

FLT AUTO.

After Takeoff:

1. Air conditioning selector switch FLT AUTO. -

2. Cabin pressurization switch PRESS. -

Cruise:

1. Cabin differential pressure gage -

OBSERVE.

NOTE
The 'cabin above 10, 000 feet' light will illuminate when cabin altitude
reaches 10, 000 feet.

FAA Approved 6/5/67 2-11

 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

AIR CONDITIONING AND PRESSURIZATION (CONTD)

2. Cabin temperature -
AS DESIRED.

NOTE

If additional heat is required, place heater switch in the ON position.

3. Windshield defog -
AS REQUIRED.

Descent:

1. Cabin altitude pointer SET (1, 000 feet above airport

-
elevation prior to landing).
2. Rate control -
AS REQUIRED.

NOTE

Before touchdown observe that cabin differential pressure is reduced to zero.

3. Cabin pressurization switch -
DEPRESS.

UNPRESSURIZED FLIGHT. If cabin pressurization is not desired, control of the air conditioning system is as
follows:

1. Air conditioning selector switch FLT AUTO or RAM AIR. -

2. Heater switch ON (if desired).

-

3. Cabin temperature control AS REQUIRED. -

4. Cabin pressurization switch DEPRESS. -

CABIN DEPRESSURIZATION. The cabin can be depressurized by either of the two following procedures:
1. Ram Air Depressurization:
a. Oxygen masks DON. -

b. Air conditioning selector switch -

RAM AIR.

2. Pressure Controller Depressurization:

a. Aircraft altitude DESCEND (10, 000 feet or lower).
-

b. Cabin altitude SET (10, 000 feet).

-

c. Rate control MAX. -

d. Cabin pressurization switch DEPRESS. -

OXYGEN SYSTEM

Oxygen for the flight crew and passengers is supplied from an oxygen cylinder, located in the baggage compart-
ment, which contains 22.0 cubic feet of oxygen at 1800 psi. Automatic regulation of oxygen flow to the oxygen
outlets is accomplished by adjusting the oxygen altitude gage to the aircraft altitude, with the oxygen altitude ad-
justment control. Oxygen will immediately flow to the masks when the face mask supply line is connected to an
oxygen outlet.

EXTERIOR INSPECTION

1. Oxygen supply valve OPEN. -

2. Oxygen supply pressure 1800 PSI. -

FAA Approved 6/5/67 2-12

 680V
FUGHT MANUAL SECTION II
NORMAL PROCEDURES

OXYGEN SYSTEM (CONTD)

NORMAL OPERATION

1. Oxygen masks supply line CONNECTED (to oxygen outlet).

-

2. Oxygen altitude gage ADJU$T (to aircraft akitude).

-

3. Oxygen masks -
DON.

NOTE

Oxygen flow to oxygen masks may be increased by selecting a higher

altitude on oxygen akitude gage.

ELECTRICAL SYSTEM

System Operation:

1. Generator switch ON (after starting engine, with aircraft batteries).

-

2. Generator switches OFF (if aircraft is equipped with a Power Control

-
switch,generator switch
is left in the ON position for a PARallel BATtery start only).

CAUTION

Battery damage will occur if the generator is on and a series

battery start is selected with the Power Control switch.

DO NOT start second engine until ammeter reading of operating

generator is 120 amperes or less.

3. Generator switches ON (after APU is disconnected).

-

4. Generator voltammeter Monitor at all times during flight.

-

NOTE
If generator output exceeds 200 amps, load should be manually
reduced to below 200 amps. If electrical load cannot be reduced
below 200 amps, place battery switch in OFF position and if generator
output drops below 200 amps, keep battery switch in OFF position.

The possibility of a fire exists. The fault must be corrected

prior to the next flight.

FUEL SYSTEM
The 680V fuel system consists of interconnected fuel cells which form a single tank. The fuel tank sump con-
tains two electrically operated fuel boost pumps which are controlled by the appropriate engine control switch.
The right engine control switch must be in either the FUEL ON or START RUN position for cabin heater operation.

FAA Approved 6/5/67

Revised 5/28/71 2-13
 680V
FLIGHT MANUAL SECTION II
NORMAL PROCEDURES

FUEL SYSTEM (CONTD)

FUEL CAPACITY

Usable fuel capacity is 286. 5 gallons. When long range fuel cells are installed, usable fuel capacity is 337. 5
gallons.

NORMAL OPERATION. Normal operation of the fuel system is as follows:

Before Starting Engines:

1. Engine control switch FUEL ON.

-

2. Fuel pressure 15 PSI (Minimum).

-

The FUEL ON position of the engine control switch opens the fuel tank shutoff valve and turns on
fuel boost pump for appropriate engine.

After Engine Start:

1. Fuel pressure -
37 PSI (Minimum).
A fuel pressure indication of less than 37 psi indicates failure of the engine-driven fuel pump.

FUEL LEVEL IDW WARNING LIGHT

The 'fuel level low' warning light will illuminate when the total fuel available has decreased to 31 gallons
(approximately 200 pounds).

FUEL HEATER

An oil-fuel heat exchanger, installed on the engine, provides fuel filter anti-icing. For satisfactory fuel filter
anti-icing engine oil temperature must be above 55°C.

ENGINE INLET ANTI-ICE SYSTEM

The engine inlet anti-ice system utilizes engine bleed air to provide anti-icing for the engine inlets. When out-
side air temperatures of 40°F or below and icing conditions are encountered, the anti-ice switches must be
placed in the ON position.

1. Engine inlet anti-ice ON. -

2. "Engine Anti-Ice" annunciators -

ILLUMINATED.

CAUTION

If OAT is above 40°F, limit engine anti-ice operational checks

to 10 seconds.

When icing conditions may be encountered do not delay operation

of the engine anti-ice systems. Turn the systems on before any
ice accumulates. Engine anti-ice must be on if icing conditions
exist or are anticipated.

If icing conditions are inadvertently encountered, activate ignition

override and turn on engine anti-ice systems one at a time. Insure
proper operation of the first engine before activating the anti-ice
system for the second engine. When continued engine operation is
assured return ignition switch to normaL

FAA Approved 6/5/67

Revised 5/28/71 2-14
 680V
FLIGHT MANUAL SECTION III
EMERGENCY PROCEDURES

SECTIONIII
EMERGENCYPROCEDURES
Table of Contents

Page Page
BALKED LANDING ....................
3- 1 SYSTEM FAILURES........................ 3- 6
ENGINE FAILURES ....................
3- 1 Hydraulic System Failures ...............
3- 6
Engine Failure During Takeoff . . . . . . . .
3- 1 Emergency Brake Operation . . . . . . . . . . . . . .
3- 6
Engine Failure During Cruise . . . . . . . .
3- 2 Emergency Wing Flap Operation . . . . . . . . . .
3- 6
Emergency Letdown . . . . . . . . . . . . . . . .
3- 3 Emergency Landing Gear Extension . . . . . . .
3- 6
Air Start ...........................
3- 3 Cabin Pressurization ....................
3- 7
Propeller Feathering ................
3- 3 Generator Failure ......................
3- 7
ERRATIC HORSEPOWER INDICATION . . .
3- 3 Ë ENGINE FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3- 7
3- 7
SMOKE IN COCKPIT .......................

HEATER MALFUNCTION ..................

3- 8

BALKED LANDING
Execute a Go-Around prior to landing:

1. Power levers -
MAX. POWER (575 SHP Maximum). (See Figure 4-152 ÍOr SHP requirements.)

CAUTION

Observe maximum E GT and SHP limits.

2. Climb 100 Knots CAS (115 MPH CAS).

-

3. Rate-of-climb ESTABLISH. -

4. Landing gear RETRACT. -

5. Wing flaps UP. -

6. Airspeed ACCELERATE to 130 Knots CAS (150 MPH CAS).

-

7. Normal takeoff procedures PERFORM. -

ENGINE FAILURES
If engine failure is due to improper operating technique, an airstart can usually be made to restore engine ope-
ration. If an obvious mechanical failure occurs, an airstart should not be attempted. Unbalanced engine thrust
has a slight tendency to yaw the aircraft toward the dead engine. This yaw can be neutralized with rudder trim
and aileron.

ENGINE FAILUREDURING TAKEOFF

Sufficient runway remaining to stop.

1. •

Power levers RETARD and REVERSE PROPELLER(S) to aid deceleration. -

Maintain condition lever of operative engine in HIGH RPM.

2. Wheel brakes AS NE CESSARY. -

Insufficient runway remaining to stop and airspeed is less than takeoff speed 95 Knots (109 MPH).

1. Power levers -
RETARD and REVERSE PROPELLER(S) to aid deceleration.
2. Wheel brakes -
MAXIMUM BRAKING.
3. Engine control switches, master generator and battery switches OFF (after -
aircraft has stopped).

FAA Approved 6/5/67

Revised 5/28/71 3-1
 680V
FLIGHT MANUAL SECTIONIII
EMERGENCY PROCEDURES

ENGINE FAILURE DURING TAKEOFF (CONTD)

Insufficient runway remaining to stop, and airspeed is greater than 95 Knots (109 MPH).

1. Power levers MAINTAIN. -

2. Condition levers MAINTAIN. -

3. Landing gear UP. -

4. Wing flaps UP.-

5. Airspeed -
ACCELERATE to 115 Knots CAS (132 MPH CAS).
6. Heading and airspeed MAINTAIN. -

7. Inoperative engine DETERMINE (by noting EGT and SHP readings).

-

8. Power lever Maintain

-
(do not change power lever setting for failed engine).
9. Condition lever FEATHER (inoperative engine).
-

10. Engine control switch TANK VALVE OFF (inoperative engine).

-

11. Generator master switch OFF (inoperative engine). -

12. Control surfaces TRIM. -

13. Maximum continuous power AS REQUIRED (see Figure 4-10 and observe 550oC EGT limit).
-

14. Power lever AS DESIRED

-
(inoperative engine).
15. Land AS SOON AS POSSIBLE.
-

NOTE

See Figure 4-11 for single-engine climb performance.

ENGINE FAILURE DURING CRUISE

1. Inoperative engine DETERMINE (by noting EGT and SHP readings).

-

2. Power lever MAINTAIN (do not change power lever setting for failed
-
engine until propeller has
feathered).
3. Condition lever -
FEATHER (inoperative engine).

NOTE

Feathering cycle will require approximately 15 seconds.

4. Engine control switch -

TANK VALVE OFF (inoperative engine).

NOTE
When the right engine control switch is placed in TANK VALVE
OFF position cabin heater will be inoperative. Heater operation
may be restored by placing engine control switch in FUEL ON position.

CAUTION

Do not relight cabin heater if a fire hazard is suspected on an

inoperative right engine.

5. Generator master switch OFF (inoperative engine). -

6. Power lever AS DESIRED (after shutdown of inoperative

-
engine has been completed).

FAA Approved 6/5/67 3-2

Revised: 8/15/83
 6 8 OV SE CTION III
FLIGHT MANUAL EMERGENCY PROCEDURES

EMERGENCY LETDOWN

1. Twin Engine:

a. Power levers -
FLT IDLE (maximum airspeed 217 Knots CAS (250 MPH CAS).

2. Single Engine:

a. Power lever FLT IDLE. -

b. Airspeed 156 Knots CAS (180 MPH CAS).

-

c. Landing gear DOWN. -

AIRSTART

Successful air starts can be made at altitudes below 20,000 feet, within a wide range of airspeeds (see Figure 3-1). Before
attempting an airstart an effort should be made to determine the cause of engine failure. If failure is caused by an obvious
mechanical failure, as indicated by the engine instruments or excessive vibration, an air start should not be attempted.

* CÈTION

The airstart is the engine airstart

envelope given
capability
verified for emergency
by flight tests
procedures. When
possible, perform all airstarts above 5000 ft. AGL at an airspeed
of 120 KIAS minimum.

1. Condition lever LOW RPM. -

2. Start selector switch AIR. -

3. Power lever SET (align with power lever of operating

-
engine).
4. Engine control switch FUEL ON. -

5. Engine control switch START RUN. -

6. EGT - OBSERVE (see Figure 3-2).

NOTE
During air start engine will accelerate to approximately 103
percent engine rpm, which is the overspeed governor limit, and
then stabilize at approximately 96 percent engine rpm.

7. Generator master switch -

ON (check for voltage indication).

NOTE
After an air start is accomplished, engine warmup is not
necessary. When engine instruments stabilize and fall within
their operating limits, the power lever may be positioned as
required.

PROPELLER FEATHERING

1. Power lever MAINTAIN.

-

2. Condition lever EMERGENCY FEATHER (against

-
stop).

NOTE
Feathering cycle will require approximately 15 seconds.

3. Engine control switch TANK VALVE OFF (inoperative -

engine).
4. Generator master switch OFF (inoperative engine). -

5. Power lever AS DESIRED (inoperative engine).

-

E,RRATIC HORSEPOWER INDICATION

If an abrupt loss or fluctuation of horsepower indication occurs, ±50 HP or more, immediately shutdown and feather the
engine. Correct the fault prior to the next flight.

FAA Approved 6/5/67 3-3

Revised 10/19/84
 680V
FU GHT MANUAL SECTION III
EMERGENCY PROCEDURES

AIRCRAFT MAXIMUM ALTITUDE

25

20 I

o
-
15 *
I

5 >

0
KTS 78 87 96 104 113 122 130
MPH 90 100 110 120 130 140 150

CALIBRATED AIRSPEED

MOTE

If the engine does not relight on the first attempted airstart, maintain
an airspeed of 113 Knots CAS (130 MPH CAS) and descend to an altitude
below 8, 000 feet before attempting a second airstart.

Figure 3-1. Relight Envelope

FAA Approved 6/5/67
Revised 12/22/69
3-4
 680V
FLIGHT MANUAL SECTION HI
EMERGENCY PROCEDURES

000

500

570

576

374

57-

570

568

300

004

56" X

56
-1

558

551

552

550

318

516

544

510

t r r r r
C -0
0 -40 -30 -20 -10
0 10 20 30 40 50 60 130 120 110 100 90 8)
KNOTS-CAS

F
I
-60
17
-40
i
-20
0
i

20 40
i

60 80
I i T

100
*
I

120
FREE AIR TOTAL TEMP

Figure 3-2. Air Start EGT Limit

FAA Approved 6/5/67
Revised 12/22/69
3-5
 680V
FLIGHT MANUAL SECTIONIII
EMERGENCY PROCEDURES

SYSTEM FAILURES

HYDRAULIC SYSTEM FAILURES

The Model 680Wis equipped with two engine-driven hydraunc pumps and an electrically-driven auxiuary
hydraunc pump. The engine-driven hydraunc pumps supply hydraulic pressure for the pressurization system,
which in turn suppues hydraunc pressure through a pressure reducing valve to the utiuty hydraunc system.
Failure of an engine-driven pump will be indicated by a drop in pressurization hydraunc system pressure and a
decrease in cabin pressurization. A sught drop in utility hydraulic system pressure may also be noted. A
complete loss of "pressurization hydraulic system" pressure will prevent cabin pressurization and stop the
flow of hydraulic fluid to the utility hydraulic system. The utility hydraulic system pressure will drop from
1000 psi to 470-605 psi. A pressure reading of 470-605 psi indicates that the auxiliary pump is maintaining
hydraulic pressure for emergency operation of the wheel brakes and wing flaps.

NOTE
If the electricany-driven auxiuary hydraulic pump fails to maintain
a hydraulic pressure of 470-605 psi a complete hydraulic failure exists.

EMERGENCY BRAKE OPERATION

1. Propeners REVERSE (as necessary).

-

2. Wheel brakes AS RSQUIRED.

-

NOTE
Do not pump brakes. Maintain a steady brake pressure until
aircraft is stopped.

EMERGENCY WING FLAP OPERATION

1. Wing flaps -
AS REQUIRED.

The wing flaps may be set at any desired flap setting by returning the flap control handle to
NEUTRAL when the desired flap setting is obtained.

NOTE
Limit positioning of wing flaps to a single operation. For a no-
flap landing, accomplish a power-on approach at 130/o of VS'

EMERGENCY LANDING GEAR EXTENSION

If utiuty hydraunc system pressure of 1000 psi is not available,the landing gear may be lowered as follows:

1. Airspeed MINIMUM (safe flight).

-

2. Landing gear lever DOWN. -

NOTE
Air pressure from the landing gear emergency air storage
cylinder will extend the main landing gear to the down and
locked position. The nose gear will free fall to the down and
locked position. Allow 3 minutes for full extension of gear.

3. Landing gear down and locked -

CHE CK.

FAA Approved 6/5/67 3-6

 680V
FLIGHT MANUAL SECTION III
EMERGENCY PROCEDURES

CABIN PRESSURIZATION

1. Overpressurization:

If the cabin differential pressure exceeds 4. 2 psi, indicating that the safety valve has failed, cabin
should be depressurized immediately.

2. Loss of Pressurization at Altitude Above 10, 000 Feet:

a. Descend as rapidly as possible to a safe altitude for depressurized flight.

b. Oxygen may be used and altitude maintained.

3. Cabin Supercharger Oil Pressure Light:

If this light illuminates, it indicates low cabin supercharger oil pressure, and the pressurization
equipment should be turned off.

4. Hydraulic Temperature Overheat Light:

If the hydraulic temperature light illuminates discontinue pressurized operation and turn off
pressurization equipment as soon as practicle.

5. Rapid Depressurization:

During extreme emergencies the cabin can be depressurized in the following manner:

a. Oxygen masks DON. -

b. Air conditioning selector switch OFF. -

c. Cabin pressurization switch DEPRESS. -

GENERATOR FAILURE

The Model 680Wis equipped with two dc generators. If one generator fails, place that generator master switch
to OFF position.

ENGINE FIRE
If a fire occurs in either engine:

1. Engine fire warning light ILLUMINATED. -

2. Power levers MAINTAIN (inoperative

-
engine).
3. Condition lever EMERGENCY FEATHER (against stop-failed
-
engine).
4. Engine control switch TANK VALVE OFF (inoperative
-
engine).
5. Emergency hydraulic shutoff switch CLOSED (inoperative -
engine).
6. Generator master switch OFF (inoperative-
engine).
7. Power lever AS DESIRED (inoperative
-
engine).
8. Land as soon as possible.

SMOKE IN COCKPIT
If smoke is detected in the cabin area, place air conditioning selector switch to RAM position. Use oxygen
equipment as necessary. After cabin is depressurized, pilots side window may be used for additional
smoke removal.

CAUTION

Do not confuse fog from cabin air outlets with smoke. Fog may be
removed from cabin by pressing DE-FOG switch.

FAA Approved 6/5/67 3-7

 680V
FU GHT MANUAL SECTION III
EMERGENCY PROCEDURES

HEATER MALFUNCTION
If the heater indicator light (green)is NOT illuminated when the heater actuating switch is energized a malfunc-
tion has occurred and the heater must NOT be operated until a ground inspection has been accomplished.

If the heater fails to operate while the green indicator light is illuminated, the heater ignition unit contact points
may have failed. The reserve contacts should be engaged immediately, by pulling out the reserve contacts
switch button installed on the trim tab control paneL If the heater continues to remain inoperative, a ground
inspection will be required to determine the cause.
 680V
FLIGHT MANUAL SECTION IV
PERFORMANCE -

SECTION IV
PERFORMANCE

TABLE OF CONTENTS

Figure Page Figure -

Page
4- 1 Maximum Takeoff Wt Permitted 4-11 Single-Engine Clean Climb -

by Climb Performance .........

4- 5 Rates of Climb................. 4-23
4- 2 Stall Speed vs Bank Angle . . . . . . . .
4- 7 4-12 Twin-Engine Balked Landing Climb -

4- 3 Twin-Engine Takeoff Static Shaft Shaft Horsepower . . . . . . . . . . . . . .

4-26
Horsepower vs FATT . . . . . . . . . . .
4-10 4-13 Twin-Engine Balked Landing Climb -

4- 4 Twin-Engine Takeoff Distances to Rates of Climb . . . . . . . . . . . . . . . .

4-27
50-Ft Height .................. 4-11 4-14 Landing Speed at 50-Ft
4- 5 Twin-Engine Takeoff Climb -
Height . . . . . . . . . . . . . . . . . . . . . . . .
4-30
Shaft Horsepower ..............
4-14 4-15 Landing Distances from 50-Ft
4- 6 Twin-Engine Takeoff Climb -
Height . . . . . . . . . . . . . . . . . . . . . . . .
4- 31
Rate of Climb.................. 4-15 4-16 Altitude Position Correction ......
4-35
4- 7 Twin-Engine Normal Climb - 4-17 Altitude Position Correction
Shaft Horsepower . . . . . . . . . . . . . .
4-17 (With Aerodynamic Radome
4- 8 Twin-Engine Normal Climb -
Nose) ........................
4-36
Climb Speed ..................
4-18 4-18 Airspeed Position Correction ....
4-38
4- 9 Twin-Engine Normal Climb - 4-19 Airspeed Position Correction
Rates of Climb ................
4-19 (With Aerodynamic Radome
4-10 Single-Engine Clean Climb -
Nose) ........................
4-39
Shaft Horsepower ..............
4-22

PERFORMANCE DEFINITIONS

AIRSPEED TERMINOLOGY

The airspeed terminology is presented below in what is called the Normal Airspeed Sequence. This sequence
begins with the airspeed actually seen by the pilot and progresses through the several airspeeds which can be
derived from the airspeed indicator and other information.

1. INDICATED AIRSPEED (IAS or VI), is the number actually read from an airspeed indicator.

2. INSTRUMENT CORRECTED AIRSPEED (ICAS or VIC), is the result of correcting the Indicated
Airspeed for mechanical errors in the indicating instrument itself, but not for other errors which
may be present.

3. CALIBRATED AIRSPEED (CAS or VC), is the result of further correcting the Instrument Corrected
Airspeed for error of the pressure inputs to the airspeed indicator, which are termed position errors.

4. EQUIVALENT AIRSPEED (EAS or VE), is the result of correcting Calibrated Airspeed for instru-
ment scale compressibility errors. These errors result from the fact that actual atmospheric
conditions usually differ from the conditions assumed in the instrument calibration equation to
which the instrument is built.

5. TRUE AIRSPEED (TAS or VT), is the result of correcting the Equivalent Airspeed for instrument
scale errors in air density. These errors result from the fact that the actual air density is usually
different from the density assumed in the instrument calibration equation to which the instrument is
built.

6. GROUND SPEED (GS or VG), though not an airspeed, is directly calculable from True Airspeed if
the true wind speed and direction are known.

FAA Approved 6/5/67 4-1

 680V
SECTION IV FLIGHT MANUAL
PERFORMANCE

PRESSUREALTITUDETERMINOLOGY

The pressure altitude terminology is presented below in what is called the Normal Altitude Sequence. This
sequence begins with setting the altimeter barometric scale to get the number read from the altimeter and
progresses through intermediate steps to Calibrated Pressure Altitude.

1. INDICATED PRESSURE ALTITUDE (PA or hii), is the number actually read from an altimeter
when, and only when, the barometric scale (allsman Window) has been set to 29. 92 inches of
mercury (1013 millibars).

2. INSTRUMENT CORRECTED PRESSURE ALTITUDE (ICPA or hgic), is the result of correcting the
Instrument Corrected Pressure Altitude for mechanical errors m the indicating instrument itself,
but not for other errors which may be present.

3. CALIBRATED PRESSURE ALTITUDE or simply PRESSURE ALTITUDE (PA or hp), is the result
of further correcting Instrument Corrected Pressure Altitude for error of the pressure input to
the instrument, which is termed a position error.

AIR TEMPERATURETERMINOLOGY

Air temperature measurement terminology is presented below primarily for purposes of clarification, since all
performance data is presented directly in terms of the instrument corrected reading of the Scott Aerotherm
Indicator (FATT), which is provided for the pilot.

1. INDICATED FREE AIR TŒAL TEMPERATURE (IFATT), is the number actually read from the
Scott Aerotherm Indicator.

2. .
FREE AIR TŒAL TEMPERATURE (FATT), is the result of correcting the Indicated Free Air
Total Temperature for instrument error. It is the name arbitrarily assigned to the value sensed
by the temperature probe, and it incorporates the probe recovery factor.

A moving temperature sensor will measure a higher temperature than a stationary (static) sensor
because of the higher energy of the air relative to a moving vehicle. This temperature rise is a
function of, and increases with, both aircraft Mach Number and the static air temperature itself.

3. FREE AIR STATIC TEMPERATURE (FAST), is the outside air temperature which would be sensed
by a perfect, stationary temperature sensor. In general, the Free Air Static Temperature can be
derived from the Free Air Total Temperature using the aircraft Calibrated Airspeed, Pressure
Altitude, and the temperature probe recovery factor. Many standard flight computers can execute
the computation of temperature rise.
It is noted that FAST and FATT are equal at zero airspeed.

4. OUTSIDE AIR TEMPERATURE (OAT), refdrs to the Free Air Static Temperature (FAST), whether
obtained from the Scott Aerotherm Indicator or obtained from the control tower or other sources.
The difference between FAST and OAT is simply one of usage in regard to the information source.

POWER TERMINOLOGY

Performance data presented in the FAÀapproved section of the Airplane Flight Manual makes use of two power
ratings: Maximum Continuous Power (MCP) and Takeoff Power (TOP). Data.is provided to show the scheduled
shaft horsepower which should be obtained at these ratings for the various performance conditions presented.
The scheduled shaft horsepower must be obtained if scheduled performance is to be achieved, however, the
applicable exhaust gas temperature (EGT) limit must never be exceeded. It may happen that the Scheduled
Power is reached with the actual EGT still below the limiting EGT. Such a margin between actual and limiting
EGT should not be used except in emergency.

4-2
FAA Approved 6/5/67
 680V
FLIGHT MANUAL SECTIONIV
PERFORMANCE

POWER TERMINOLOGY (CONTD)

1. MAXIMUM NORMAL POWER (MNP), is the highest power rating for normal use and is not limited
by time. It is defined for operation between 96% and 100% RPM and must never exceed 500 shaft .
horsepower per engine, nor exceed the EGT Limit for MNP (538°C). Maximum Normal Power is
not used in the FAA Approved Performance Section of this Flight Manual because such Approved
data corresponds to critical flight conditions only.

2. MAXIMUM CONTINUOUS POWER (MCP), is the highest power rating not limited by time. It is
defined for operation at 100% RPM and must never exceed 500 shaft horsepower per engine, nor
exceed the EGT Limit for MCP (550oC). The Scheduled Shaft Horsepower for MCP is presented
for Twin Engine Normal Climb (Fig. 4-7), and Single Engine Clean Climb (Fig. 4-10) as a function
of Free Air Total Temperature, Pressure Altitude and Scheduled Climb Speed. Use of this rating
should be limited to emergency situations.

3. TAIŒOFF POWER (TOP), is the maximum gower rating and is limited to a maximum of 5 minutes
operation. It is defined for operation at 10070 RPM and must never exceed 575 shaft horsepower
per engine, nor exceed the EGT Limit for TOP (5760C). The Scheduled Shaft Horsepower for TOP
is presented for the Static Takeof Condition (Fig. 4-3), Takeof Climb (Fig. 4-5), and Balked
Landing Climb (Fig. 4-12) as a function of Free Air Total Temperature, Pressure Altitude, and
Scheduled Climb Speed. Use of this rating should be limited to Normal Takeof Operations and
emergency situations.

MISCELLANEOUS
SCHEDULED• As used in connection with Performance, this refers to planned variations in quantities affecting
performance and to the resulting performance itself. For example, shaft horsepower must follow a planned
variation with altitude and air temperature, and airspeed must be varied with pressure altitude in order to
insure that the predicted rates of climb are obtained.

It should be clear that the word scheduled is not being used here to imply route scheduling.

U. S. STANDARD DAY: This refers to the atmospheric properties standard, published under the title: U. S.
Standard Atmosphere, 1962. This document was prepared under the sponsorship of the National Space ad
Aeronautics Administration, the United States Air Force, and the United States Weather Bureau. At altitudes
applicable to Model 680V, this standard is virtually identical to the older standard of the International Civil
Aviation Organization (ICAO).

ENVIRONMENTAL SYSTEM: A statement that the aircraft environmental system is ON is intended to convey
only the information that horsepower is being extracted from the engine or engines. The term does not imply
the cabin is or is not in a pressurized condition.

All performance material in this Flight Manual is quoted with the environmental system ON, except when such
operation is irrelevant.

CABIN DEPRESSURIZED: Cabin.pressurization must not be used during takeoff or landing and the cabin con-
dition has been specified as depressurized in such cases. It is noted, however, that the environmental system
may be operated for air conditioning purposes as long as a depressurized condition is maintained. In those
cases where it is permissible for the cabin to be either pressurized or depressurized, no note of cabin condition
has been made because the condition may be selected as desired.

FAA Approved 6/5/67 4-3

 680V
SECTIONIV FLIGHT MANUAL
PERFORMANCE

MAXIMUM TAKEOFF WEIGHT PERMITTEDBY CLIMB PERFORMANCE

Figure 4-1 shows the maximum takeoff gross weight permitted by climb performance in the single-engine clean
climb condition. The limiting weight is a function of outside air temperature and field pressure altitude. In no
case is the takeoff gross weight to exceed the structural limiting gross weight of 9400 pounds.

MOTE

ynximum takeoff gross weights shown in Figure 4-1 are part

of the aircraft limitations and must be observed.

CONDITIONS:

GEOMETRIC CONFIGURATION: POWER CONFIGURATION:

Landing Gear UP -
Operative Engine MAX CONT (100/o RPM)
-

Wing Flaps 0° -
Inoperative Engine Prop FEATHERED
-

AIRCRAFT LOADING: SYSTEM LOADS:

Gross Weight -
ALL APPROVED Enviromental System -
ON
C. G. Position -
ALL APPROVED Anti-Ice Deice Systems -
OFF

SCEEDULED VARIABLES:
Scheduled Shaft Horsepower -
See Figure 4-10
Scheduled Climb Speed = 115 KTS CAS (132 MPH CAS)

EXAMPLE A:

Given: Outside Air Temperature = 80°F

Field Pressure Altitude. = 7000 FT
Find· From Figure 4-1
. Maximum Takeoff Gross Weight = 9330 LBS (Climb Limiting)

EXAMPLE B:

Given: Outside Air Temperature = 119°F

Field Pressure Altitude = 1000 FT

Find: From Figure 4-1

Maximum Takeoff Gross Weight = 8920 LES (Climb Limiting)

EXAMPLE C:

Given: Outside Air Temperature = 115°F

Field Pressure Altitude = 6000 FT

Find: From Figure 4-1

Takeoff Not Permitted (Engine Cooling Limit Exceeded)

MOTE
From Figure 4-1 it is apparent that a maximum takeoff weight
of 9400 pounds is permitted at all temperatures below 74°F for
any pressure altitude from Sea Level to 8000 feet.

4-4 FAA Approved 6/5/67

 680V
FLIGHT MANUAL SECTIONIV
PERFORMANCE

MAXIMUM TAKEOFF WEIGHT PERMITTED BY CLIMB PERFORMANCE

OPERATIVE ENGINE -
MCP (100% RPM)
INOPERATIVE ENGINE -
PROP FEATHERED

CONDITIONS:

1. Landing Gear UP -
4. Anti-Ice Deice Systems OFF -

2. Wing Flaps 00
-
5. Gross Weight All Approved
-

3. Environmental System -
ON 6. C. G. Position All Approved
-

Scheduled Shaft Horsepower Per Engine: See Figure 4-10

Scheduled Climb Speed: 115 KTS CAS (132 MPE CAS)

TRT CTURíL LDET (9400 L:GS)

-t

g400

anno

abuu

nonn

nnn

-<0 -40
0 4) 80 150 100
OUTSIDE AIR TEMPERATURE -
F

Figure 4-1.
AA Annemmd A/s/m 4-5
 680V
SECTION IV FLIGHT MANUAL
PERFORMANCE

STALLSPEEDS vs BANK ANGLE

Figure 4-2 shows the variation of zero thrust stall speeds with angle of bank and gross weight. Stall speeds are
given for three aircraft conditions: takeoff, clean cruise, and landing. Figure 4-2 shows that the effect of bank
angle is to produce an increase in stall speeds.

Other primary variables controlling stall speeds are power and rate of entry into the stall. Decreasing gross
weight will result in lower stall speeds, while reducing power or entry rate will increase stall speeds. C. G.
position and trim speed are secondary variables, affecting stall speeds.

CONDITIONS:

GEOMETRIC CONFIGURATIONS

CONDITION TAKEOFF CLEAN CRUISE LANDING

Landing Gear -
DOWN UP DOWN
Wing Flaps -
10 0° 40©

POWER CONFIGURATION:
(All Conditions)
Both Engines ZERO THRUST
-

AIRCRAFT LOADING:
Gross Weight = 9400 LES
C. G. Position = 18. 92Ÿo MAC
SYSTEM LOADS:
Enviromental System -
OFF.
Anti-Ice Deice Systems -
OFF

SCHEDULED VARIABLES:
Trim Speed = 140 Percent of STALL SPEED
Entry Rate = KT CAS/SEC (uniformly decreasing
-1
airspeed)

EXAMPLE A•

Given: Takeoff Condition

T.=n Gear
ng = DOWN
Wing Flaps = 10
Bank Angle = 0°

Find: From Figure 4-2

Stall Speed = 87. 3 KTS CAS (100. 5 MPH CAS)

EXAMPLE B:

Given: Same as Example A, but:

Bank Angle = 30°

Find• From Figure 4-2

Stall Speed = 93. 8 KTS CAS (107. 9 MPH CAS)

4-6
FAA Approved 6/5/67
 680V
FUGHT MANUAL SECTIONIV
PERFORMANCE

STALL SPEEDS vs BANK ANGLE

(ZERO POWER THRUST)

CONDITIONS:

TAKE|OFF CRUISE LANDING

1. Landing Gear DOWN
-
1. Landing Gear UP -
1. Landing Gear -
DOWN
2. Wing Flaps -
10 2. Wing Flaps 0 -
2. Wing Flaps-
40°

130

140
120

130
110

120 -

100

110

90
100

80
90

70
0 10 20 30 40 50 60

NOTE

GROSS WEIGHT = 9400 LBS

C. G. = 18. 92% MAC
STALL ENTRY RATE = -1
KT CAS/SEC
STALL TRIM SPEED = 140% STALL SPEED

Figure 4-2.
FAA Approved 6/5/67 4-7
 680V
SECTION IV FLIGHT MANUAL
PERFORMANCE

AIR MINIMUM CONTROL SPEED: V MCA

The air minimum control speed is defined as the minimum speed at which it is possible to recover control of
the aircraft when one engine is suddenly made inoperative in the geometric and power configurations below, and
to maintain it in straight flight at that speed either with zero yaw, or optionally, with a bank angle not in excess
of 5 degrees. A heading change of not more than 20 degrees is permitted before recovery is complete.

CONDITIONS:

GEOMETRIC CONFIGURATION:
Landing Gear -
UP
Wing Flaps -
10°

AIRCRAFT LOADING:
Gross Weight ALL APPROVED
-

C. G. Position ALL APPROVED

-

SYSTEM LOADS:
Environmental System
(Cabin Depressurized) -
ON or OFF
Anti-Ice Deice Systems -
ON or OFF

POWER CONFIGURATION:
Prior to Engine Failure, Both Engines:
Power Setting TAKEOFF 100% RPM (5 Min Limit)
-

After Engine Failure, Operative Engine:

Power Setting -
TAKEOFF 100% RPM (5 Min Limit)

Inoperative Engine
Propeller -
FEATHERED

Subject to the description above, the air minimum control speed is:

VMCA = 89 KTS CAS (102 MPH CAS)

4-8
FAA Approved 6/5/67
 680V
FLIGHT MANUAL SUPPLEMENT 5

Autopilot Disengagement

The autopilot may be disengaged by performing one of the following:

1. Pilot's control wheel disconnect button -

PRESS.
2. Autopilot engage switch OFF.-

3. Autopilot master switch OFF. -

Overpower of Autopilot

The autopilot may be overpowered by forces on control wheel or rudder pedals proportional to the amount of
overpower needed up to a maximum of:

Rudder -
35 lbs
Aileron -
12 lbs
Elevator -
15 lbs

Engine-Out Procedures

1. For any single-engine emergency occurring at other than automatic ILS coupler approaches, handle
the emergency and then trim aircraft rudder with autopilot still engaged. When autopilot is dis-
engaged, there win be a slight tendency of aircraft to bank into dead engine.
2. For engine failure during ILS approach with autopilot on, monitor heading and trim rudder manually
for ban center.
3. With one engine or generator inoperative, select continuous electrical services so that generator
output does not exceed current rating.
4. With the autopilot turn knob funy deflected, the airplane win bank approximately 30°. If the pilot
then overrides the autopilot to produce greater angles of bank, the autopilot win resist this action.
However, when a bank angle of approximately 85° is reached, the autopilot win abruptly assist in
trying to produce greater angles of bank. To avoid the possibility of this condition, the human
pilot should not override the autopilot in normal operation to produce increased angles of bank.

SECTION 4
PERFORMANCE

No change.

FAA Approved 6/5/67 Supplement 5-3

 680V
FUGHT MANUAL SUPPLEMENT 6

SUPPLEMENT 6
ALTERNATE STATIC SOURCE

INTRODUCTION

This Supplement must be attached to the FAA Approved 680V Aero Commander Flight Manual when the
Alternate Static Source is installed in accordance with Aero Commander Drawing 5850280. Information
contained herein supplements the basic Airplane Flight Manual. For limitations, procedures, and per-
formance information not contained in this Supplement, consult the basic Airplane Flight Manual.

SECTION I
UMITATIONS

Placard -
CAUTION USE AIRSPEED AND ALTIMETER CALIBRATIONS WHEN USING ALTERNATE SOURCE

SECTION II
NORMAL PgOCEDURES
Cruise

1. Static source selector valve -

AS REQUIRED.

NOTE

If airspeed and altimeter indicate erratic or erroneous

readings, the alternate source should be selected and
corrections applied in accordance with Figure 1.

2. Alternate static source corrections -

ESTABLISH (see Figure 1).

SECTION III
EMERGENCY PROCEDURES
No Change.

SECTION IV
PERFORMANCE
No Change.

FAA Approved 6/5/67 Supplement 6-1

 680V
FLIGHT MANUAL SUPPLEMENT 6

AIRPLANE SERIAL NO. N. FLIGHT HRS.

AIRSPEED CORRECTION CHART ALTIMETER CORRECTION CHART

CONFIGURATION CONFIGURATION
CAS CAS
(MPH) CLEAN CRUISE FLP DN & GR DN (MPH) CLEAN CRUISE FLP DN & GR DN
(IAS MPH) (IAS MPH) (FEET) (FEET)

80 80

90 90

100 100

110 110

120 120

130 130
o o
140 140

150 150

160 160 to
170 170 e 3 e 3
180 180

190 190

200 200

210 210

220 220

MOTE
Altimeter corrections do not vary significantly with change
in aircraft altitude.

The airspeed and altimeter correction charts must be completed before the alternate static system is
used. The alternate static source system must be recalibrated every 200 hours of flight, at an altitude
between 2000 and 6000 feet, and new correction charts completed. Each calibration check must be re-
corded in the aircraft Log Book. Refer to Custom Kit No. 94 for calibration of alternate static source
system.

Figure 1.
FAA Approved 6/5/67 Supplement 6-2
 680V
FLIGHT MANUAL SUPPLEMENT 7

SUPPLEMENT7
FLIGHT INTO KNOWN ICING CONDITIONS

INTRODUCTION

This Supplement must be attached to the FAA Approved 680V Aero Commander Flight Manual. The infor-
mation contained herein supplements the basic Airplane Flight Manual. For Limitations, procedures, and
performance information not contained in this Supplement, consult the basic Airplane Flight Manual.

When deicing and anti-icing equipment (alternate static source, approved antennae, defroster blower,
heated fuel vents, heated lift detector, iceshields, propeller deicing, windshield alcohol system, wing
and empennage deicer, wing ice inspection light, and windshield wiper) is installed and operable, in ac-
cordance with Aero Commander Drawing 6890279 or Service Letter No. 196, the placard "WARNING -

THIS AIRCRAFT IS NOT FULLY EQUIPPED FOR FLIGHT IN ICING CONDITIONS" can be removed from
the aircraft.

SECTION I
LIMITATIONS
1. Windshield alcohol reservoir usable capacity 3 U. S. Gallons. -

Minimum Flow 2.06 GPH (85 minute usage)

-

Maximum Flow 2.92 GPH (60 minute usage)

-

2. Intentional stalls are prohibited when the wing and empennage deicer system is in operation.

Placard -
DEICER TO BE OFF DURING TAKEOFF AND LANDING

SECTION II
NORMAL OPERATION
Exterior Inspection

1. Windshield alcohol level -

CHECK.

Before Starting Engines

1. Pitot heaters ON (10 seconds).

-

Operation of fuel vent and lift detector heaters (stall warning switch) is controlled by pitot heat
switches.
2. Windshield defroster CHECK BLOWER OPERATION.
-

Before Takeoff

1. Propeller deicing system CHECK (See Supplement 2).

-

2. Wing and empennage deicer system CHECK (See Supplement -

3).
3. Windshield alcohol system ON (Momentarily). -

4. Engine inlet heat CHECK (consult basic Flight Manual).

-

After Takeoff

Anti-icing and deicing equipment may be operated at pilots discretion when temperatures are below 40°F.

1. Propeller deicing AS REQUIRED (See Supplement 2).

-

2. Wing and empennage deicer system AS REQUIRED (See Supplement -

3).

FAA Approved 6/5/67 Supplement 7-1

 680V
FUGHT MANUAL SUPPLEMENT 7

3. Windshield alcohol system AS REQUIRED (See Supplement 4).

-

For optimum results the windshield wiper should be positioned with the blade to the outboard end
of its stroke.
4. Windshield wiper AS REQUIRED.
-

5. Pitot heat -
AS REQUIRED.
6. Alternate static source AS REQUIRED.
-

If airspeed and altimeter indicate erratic or erroneous readings the alternate static source should
be selected and corrections applied in accordance with Figure 1 of Supplement 6.

SECTION 111
EMERGENCY PROCEDURES
No Change.

SECTION IV
PERFORMANCE
Alternate static source corrections -
CHECK (See Figure 1 of Supplement 6).

FAA Approved 6/5/67 Supplement 7-2

 680V
FLIGHT MANUAL SUPPLEMENT 8

SUPPLEMENT 8
AP-lO3F AUTOPILOT -
COLLINS

INTRODUCTION

When the Collins AP-103F Autopilot is installed in the Model 680V Aero Commander, this Supplement
will apply and become a part of/and must be placed in the Airplane Flight Manual. For illustrated flight
procedures, see Collins AP-103F Pilots' Instruction ManuaL

SECTION I
LIMITATIONS

1. Maximum speed for autopilot operation is 210 Kts.

2. Pilot must remain in pilots seat with seat belt fastened during autopilot operation.

3. Do not override autopilot to increase angle of bank and/or pitch.

4. Extend and retract flaps in 10-degree increments.

5. Autopilot must not be used during takeoff or landing

Placard -
AUTOPILOT MUS1' BE OPERATED IN ACCORDANCE WITH APPROVED FLIGHT MANUAL.

SECTION II
NORMAL PROCEDURES

Before Takeoff

1. All circuit breakers -

IN.

2. Autopilot master switch -

ON.

3. Autopilot ground check -

COMPLETED.

4. Autopilot engage switch -

OFF.

After Takeoff (Before Engaging Autopilot)

1. Emergency disengage switch -

ENGAGE.

2. Autopilot disengage light -

ON.

When gyro and computer flags are no longer visible, the autopilot system may be engaged.

3. Function selector switch -

GYRO or HEADING.

4. Turn control -
CENTER (detent position).

NOTE
The aircraft may be engaged in any reasonable flight attitude
as special trimming procedures are not necessary.

FAA Approved 10/23/68

Revised 3/15/73 Supplement 8-1
 680V
FLIGHT MANUAL SUPPLEMENT 8

Engaging Autopilot

1. Autopilot engage button -

PRESS.

2. Autopilot disengage light -

OFF.

Maneuvering

1. Function selector switch -

DESIRED mode of operation.

The autopilot will smoothly control the aircraft to follow the commands of the new function.

NOTE
Use TURN control knob for turns when in GYRO mode of
operation.

2. Aircraft altit Ide -

AS DESIRED.

Descend or climb with pitch control knob in any function except APPROACH.

NOTE
If the altitude switch has been set to ON, it will automatically
turn to OFF when pitch knob is rotated.
Disengaging Autopilot

1. Pilots control wheel disconnect button -

PRESS.

NOTE
The pitch axis of the aircraft is kept in trim by the autopilot;
transition to manual control produces no noticeable changes in
aircraft pitch attitude.

The autopilot will also disengage if the autopilot POWER switch

is turned off, if the vertical gyro is not erected, if the Emergency
Disconnect switch is placed to the DISENGAGE position, or if
power to the autopilot amplifier or flight computer is interrupted.

2. Manual control -
ASSUME.

Fly the aircraft using the same Course Indicator and Flight Director Indicator used to monitor
autopilot operation prior to assuming manual controL

NAV Flying

1. VOR/ILS receiver -
TUNE (to appropriate frequency).

2. Pilots course indicator -

SET (desired course to station).

3. Function selector switch -

NAV/LOC.

4. VOR radial at 85 degrees or less -

INTERCEPT (by controlling aircraft heading with heading knob
on course indicator).

Automatic Approach

1. To intercept localizer beam, approach localizer at 85o or less intercept angle. Tune VOR/ILS
receiver to appropriate frequency and set function selector to NAV/LOC. Control the intercept
angle with the heading knob on the Course Indicator.

FAA Approved 10/23/68 Supplement 8-2

 680V
FLIGHT MANUAL SUPPLEMENT 8

2. Prior to interception of the glide path, set selector switch to approach. Insure that the localizer
is captured before the glide slope is intercepted. The system is then ready for automatically
switching to final approach function when the glide slope center is reached. At interception, the
GS annunciator will indicate the GS is captured.

If the Altitude switch has been set to ON, it turns off automatically when glide slope is intercepted.

At middle marker the glide slope extension annunciator will indicate the system has switched to
glide slope extension, smoothing out undesired glide slope noise.

3. Pilot's GA Button should be guarded throughout the approach. If, during an automatic approach,
a go-around is necessary, perform the following•

a. Press the GA button on the pilot's control wheel which automatically performs the following
functions:

(1) Displays GA annunciator.

(2) Disengages the autopilot.

(3) Disengages Altitude Hold.

(4) Immediately displays predetermined pitch up-wings level information on the "V" bars
of the Flight Director Indicator.

b. When climb-out altitude has been established•

(1) Select the missed approach procedure heading on the Course Indicator.

(2) Select heading function which returns "V" bars to manual pitch command on the
Flight Director Indicator.

(3) Engage autopilot and the airplane will turn automatically to the heading in the Heading
mode.

(4) In GYRO function control direction with the Turn knob.

NOTE
In either HEADING or GYRO control the pitch attitude with
PlTCH control knob.

SPECIAL NOTES:
The "V" bars on 329B-7A Flight Director Indicator will disappear to the top
of the instrument when system is placed in GYRO function.

With the autopilot power switch in OFF position the AP-103F/FD-108 system
may be used as a manual FD-108 Flight Director System by placing the Function
Selector switch on Pedestal Controller to the desired function.

If altitude hold information is desired to the "V" bars in Flight Director function,
place altitude hold switch on Pedestal Controller to the ON position.

FAA Approved 10/23/68 Supplement 8-3

 680V
FUGHT MANUAL SUPPLEMENT 8

SECTION 111
EMERGENCY PROCEDURES

Emergency Disengagement of Autopilot

In the event that the autopilot malfunctions, it may be disengaged by one of the following methods:

1. Press either the Pilot's or Copilot's DISCONNECT button on the control wheeL

2. Set the autopilot power switch to OFF.

3. Place the autopilot EMERGENCY DISCONNECT switch to DISENGAGE position.

Altitude Losses

An autopilot malfunction may result in the following altitude losses and airplane bank angles:
During Cruise/Descent -
Altitude Loss 180 Ft.
Bank Angle 45°

During Approach -
Altitude Loss 90 Ft.
Bank Angle 15°

SECTION IV
PERFORMANCE

No Change.

FAA Approved 10/23/68 Supplement 8-4

 680V
FLIGHT MANUAL SUPPLEMENT 9

SUPPLEMENT9
COLD CLIMATE HEATER KIT (880537)

INTRODUCTION

When the Cold Climate Heater Kit is installed in the Model 680V Turbo Commander, this Supplement
will apply and become a part of/and must be placed in the Airplane Flight Manual.

The heater kit improves heater operation when operating in sub zero temperatures by providing a longer
heater on cycle and utilizing engine bleed air instead of ambient air for heater combustion air. A fuel
heater is installed on the heater fuel supply line to assure heater operation in adverse weather conditions.

SECTION I
LIMITATIONS

Placard -
880537 HTR KIT INSTLD SEE APPVD F/M SUPPL.

SECTION II
NORMAL PROCEDURES

Air Conditioning and Pressurization

After Engine Start:

1. Air conditioning selector switch GND HEAT.

-

2. Cabin temperature control AS REQUIRED.

-

NOTE

If additional heat is required, after system has operated in the

GND HEAT position, place heater switch in ON position. To
assist heater light off when operating under low ambient conditions
allow system to operate up to five minutes in the GND HEAT posi-
tion before placing heater switch in the ON position.

The GND HEAT or GND COOL position of the air conditioning

selector switch can be used to maintain cabin temperature if
FLIGHT AUTO temperature control is inoperative.

Before Takeoff:

1. Air conditioning selector switch FLT AUTO.

-

2. Heater switch -
AS REQUIRED (see Section IV).

SECTION III
EMERGENCY PROCEDURES

No Change.

FAA Approved 12/5/72 Supplement 9-1

 680V
FLIGHT MANUAL SUPPLEMENT 9

SECTION IV
PERFORMANCE

The airplane performance given in Section IV of the Approved Flight Manual is valid provided that the
heater switch is in the OFF'position. Operation of the heater extracts a small amount of power from
that available for performance which results in a slight decrease in performance levels. The heater
must be turned OFF during single-engine operation in order to assure compliance with applicable FAA
climb requirements including maximum takeoff weight allowed by single-engine climb capability.

FAA Approved 12/5/72 Supplement 9-2

 680V TABLE OF
FUGHT MANUAL CONTENTS

Table of Contents
TAKEOFF DATA
CRUISE CONTROL DATA
WEIGHT AND BALANCE INSTRUCTIONS
APPROVED FUELS AND OILS

i/ii
 680V
FLIGHT MANUAL MANUFACTURERS DATA

LOG OF PAGES
(INCLUDING REVISIONS)

Page Date Page Date

i ......................................Original Cruise Control Data

ii Blank ................................Original
iii .....................................Original 1 ......................................Original
iv Blank ................................Original 2 Blank .................................Original
3 thru 7 ................................ Original
Takeoff Data 8 Blank .................................Original
9 thru 63 ...............................Original
1 .................................·····Original 64 Blank ................................Original
2 Blank .............................····Original
3 thru 5 . . .. . . . . . . . . . . . . . . . . . . . . . . . . · · · · · Original Weight and Balance Instructions
6 Blank -•••••••········•··•-···•·•······Original
7 -••••••••••••·· -········•••••·········
Original 1 ..................................... . Original
8 Blank ...................••••••••••••••Original 2 .................................····· Original
9 thru 11...............................•Original 3 .................................·.... Original
12 Blank ..........................·•••••Original
13 thru 15 ...............................Original Approved Fuels and Oils
16 Blank ·•••••••••••••••••••••••-···-·••Original
17 ··•·•••••••••·············-··•········ Original Service Letter No. 170
18 Blank ..............···•·••···········Original

iii/iv
 680V
FLIGHT MANUAL MANUFACTURERS DATA
TAKEOFF

TAKEOFF DATA

TABLE OF CONTENTS

Figure Page Figure Page

1 Stall Speeds as a Function 5 Twin-Engine Takeoff Climb -

of Bank Angle .................... 3 Rates of Climb (0° Flaps) ......... 11

2 Twin-Engine Takeoff Static Shaft 6 Takeoff Gross Weight vs Takeoff Speed 13
Horsepower vs OAT (0 Flaps) . . . . . 5 7 Twin-Engine Takeoff Static Shaft
3 Twin-Engine Takeoff Distance to Horsepower vs OAT (10° Flaps) . 15
50-Ft Height (0° Flaps)
. . .

........... 7 8 Twin-Engine Takeoff Distance to 50-Ft

4 Twin-Engine Takeoff Climb Shaft Height (VTO= 1.11 VSI)(100 Flaps) 17
vs FATT (0° Flaps)
..

Horsepower . . . . 10

1/2
 CONDITIONS:

TAKEOFF CRUISE LANDING

- - -
1. Landing Gear DOWN 1. Landing Gear UP 1. Landing Gear DOWN
- - -
2. Wing Flaps 0 or 100 2. Wing Flaps 0° 2. Wing Flaps 400
- - -

3. Environmental System OFF 3. Environmental System OFF 3. Environmental System OFF

- - -
4. Anti-Ice Deice Systems OFF 4. Anti-Ice Deice Systems OFF 4. Anti-Ice Deice Systems OFF

120
-i

--
A 110

100

O C N
PAKp JFF ( FL PS)
- ----
- -- - ---
m n 1 0
90 "
JLFM CRI SE d > <
TAI n (10° FLAP ) I Ô Z
L NDJN

80

m 70

6
6f 00 7000 8000 9(00 63 80 100 110 1 0
- -
GROSS WEIGHT LBS STALL SPEED KTS (CAS)
NOTE
GROSS WEIGHT = 9400 LBS
C. Ö. = 18. 92% MAC
= -1
STALL ENTRY RATE KT CAS/SEC
STALL TRIM SPEED = 140% STALL SPEED MS
 680V
MANUFACTURERS DATA FUGHT MANUAL
TAKEOFF

TWIN-ENGINE TAKEOFF DISTANCE TO 50-FT HEIGHT

Figure 2 presents the maximum static shaft horsepower allowable prior to takeoff brake release. This shaft
horsepower must not be exceeded in the static (zero airspeed) condition. However, it must be reached in order
to obtain the takeoff pstances shown in Figure 3. Shaft horsepower will increase as the aircraft is accelerated
to lift-off speed without further adjustment of the power lever.

Takeog distances shown in Figure 3 are the total of the ground run distances to reach the scheduled lift-off speed
and the air distances covered while climbing out at the scheduled climb-out speed to a height of 50 feet above the
takeoff surface. The distances are for dry, level, paved runways. Allowance must be made for actual condi-
tions which may differ.

To obtain the distances shown in Figure 3, use the following procedure:

1. Obtain the static shaft horsepower allowed by Figure 2 prior to brake release.

MOTE
Do not exceed the EGT limit for takeoff power. Do not maintain
takeou power for more than 5 minutes.

2. Release brakes and accelerate to lift-ou speed. Lift-off and climb-out at the scheduled speed
of 100 knots CAS (115 MPH CAS)

CONDITIONS:

GEOMETRIC CONFIGURATION POWER CONFIGURATION

Landing Gear DOWN
-
Both Engines
Wing Flaps 0°
-
Power Setting TAKEOFF 100ŸoRPM
-

(5 Min Limit)

AIRCRAFT LOADING SYSTEM LOADS

Gross Weight ALL APPROVED
-
Environmental System
C. G. Position ALL APPROVED
-
(Cabin Depressurized) -
ON
Anti-ice Deice Systems -
OFF

SCHEDULED VARIABLES
Scheduled Shaft Horsepower See Figure
-
2
Scheduled Lift-Off and Climb-Out Speed = 100 KTS CAS (115 MPH CAS)

EXAMPLE:

Given: Outside Air Temperature =

20°F
Field Pressure Altitude = 2000 FT
Aircraft Gross Weight = 8000 LBS
Wind Component = 10 KTS CAS (Headwind)

Find: From Figure 2

Maximum Allowable Static Shaft Horsepower = 552 HP/ENG

From Figure 3
Twin-Engine Takeoff Distance to 50-Ft Height = 1400 FT

4
 680V
FLIGHT MANUAL MANUFACTURERS DATA
TAIŒOFF

TWIN-ENGINE TAKEOFF STATIC SHAFT HORSEPOWER vs OAT

TAKEOFF POWER (5 MIN LIMIT) -
100% RPM

CONDITIONS:

1. Landing Gear DOWN -

4. Anti-Ice Deice Systems OFF -

2. Wing Flaps Oo
-
5. Gross Weight ALL APPROVED
-

3. Environmental System -
ON 6. C. G. Position ALL APPROVED
-

(cabra depressurized)

Scheduled Speed for Shaft Horsepower Check: 0 KTS CAS (0 MPH CAS)

600 ,

MlAX ÅLLÒWA LE. ITÖÌ

500

400

300

200

100

0
-80 -40
0 40 80 120 160

OUTSIDE AIR TEMPERATURE .

oF

Fligure 2.
5/6
 680V
FLIGHT MANUAL MANUFACTURERS DATA
TAKEOFF

TWIN-ENGINE TAKEOFF CLIMB PERFORMANCE (0° FLAPS)

Figure 4 shows the scheduled shaft horsepower per engine necessary to ensure that the Twin-Engine Takeoff
Climb Performance of Figure 5 is met. This scheduled shaft horsepower should not be exceeded except in
emergency. In no case is the EGT limit for takeoff power to be exceeded in obtnining the scheduled shaft horse-
power.

Figure 5 presents the rates of climb to be expected when executing the Twin-Engine Takeoff Climb with scheduled
power from Figure 4 and at the scheduled climb speed. The rates of climb are true tapeline rates obtained in
smooth air. Allowance must be made for actual conditions which may differ.

To obtain the rates of climb shown in Figure 5, use the following procedure:
1. Establish the aircraft in a steady climb at the scheduled climb speed at 100 KTS CAS (115 MPH
CAS).

2. Obtain the scheduled shaft horsepower per-engine shown in Figure 4.

MOTE
Do not exceed the EGT limit for takeoff power. Do not maintain
takeoff power for more than 5 minutes.

CONDITIONS:

GEOMETRIC CONFIGURATION POWER CONFIGURATION

Landing Gear DOWN-
Both Engines
Wing Flaps Oo-
Power Setting TAIŒOFF 100/o RPM
-

(5 Min Limit)

AIRCRAFT LOADING SYSTEM LOADS

Gross Weight ALL APPROVED
-
Environmental System
C. G. Position ALL APPROVED
-
(Cabin Depressurized) -
ON
Anti-ice Deice Systems -
OFF

SCHEDULED VARIABLES
Scheduled Shaft Horsepower per Engine -
See Figure 4
Scheduled Lift-Off and Climb-Out Speed = 100 KTS CAS (115 MPH CAS)

EXAMPLE:

Given: Free Air Total Temperature = 20oF

Pressure Altitude = 2000 FT
Aircraft Gross Weight = 8000 LBS

Find: From Figure 4

Scheduled Shaft Horsepower/Engine = 575 HP/ENG

From Figure 5
Twin-Engine Takeoff Rate of Climb = 2440 FT/MIN

9
 680V
MANUFACTURERS DATA FLIGHT MANUAL
TAKEOFF

TWIN-ENGINE TAKEOFF CLIMB SHAFT HORSEPOWER vs FATT

TAKEOFF POWER (5 MIN LIMIT) -
100% RPM (BOTH ENGINES)

SCHEDULED SHAFT HORSEPOWER NEEDED TO MEET SCHEDULED CLIMB PERTORMANCE

CONDITIONS:

1. Landing Gear DOWN

- 4. Anti-Ice Deice Systems -
OFF
2. Wing Flaps -
00 5. Gross Weight-
ALL APPROVED
3. Environmental System -
ON 6. C. G. Position -
ALL APPROVED
(cabin depressurized)

Scheduled Speed for Shaft Horsepower Check: 100 KTS CAS (115 MPH CAS)

600

500

soo

M 300

200

100.

0
-80 -40
0 40 80 120 160
FREE AIR TOTAL TEMPERATURE
(SCOTT GAUGE, FATT °F) -

Figure 4.
10
 680V
FLIGHT M ANUAL MANUFACTURERS DATA
TAKEOFF

TAKEOFF GROSS WEIGHT vs TAKEOFF SPEED

TAKEOFF POWER (5 MIN LIMIT) -
100% RPM (BOTH ENGINES)

CONDITIONS:

1. Landing Gear DOWN

-
4. Anti-Ice Deice Systems OFF -

2. Wing Flaps -
100 5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON
(cabin depressurized)

Scheduled Takeoff Speed• 1. 11 Vs

9500

9000

8500

8000

7500

7000

6500

6000
70 75 80 85 90 95 100
TAKEOFF SPEED -
KTS (CAS)

Figure 6.
13
 680V
MANUFACTURERS DATA FLIGHT MANUAL
TAKEOFF

TWIN-ENGINE SHORT FIELD TAKEOFF DISTANCE TO 50-FT HEIGHT (10° FLAPS)

Figure 7 presents the maximum static shaft horsepower allowable prior to takeoff brake release. This shaft
horsepower must not be exceeded in the static (zero airspeed) condition. However, it must be reached in order
to obtain the takeoff distances shown in Figure 8. Shaft horsepower will increase as the aircraft is accelerated
to lift-off speed without further adjustment of the Ilower lever.

Takeoff distances shown in Figure 8 are the total of the ground run distances to reach the scheduled lift-off
speed to a height of 50 feet above the takeoff surface. The distances are for dry, level, paved runways. Allow-
ance must be made for actual conditions which may differ.

To obtain the distances shown in Figure 8, use the following procedure:

1. Obtain the static shaft horsepower allowed by Figure 7 prior to brake release.

NOTE
Do not exceed the EGT Emit for takeoff power. Do not mninenin
takeoff power for more than 5 minutes.

2. Release brakes and accelerate to lift-off speed. Lift-off and cumb-out at the scheduled speed of
1. 11 Ys (See Figure 6}

COND1TIONS:

GEOMETRIC CONFIGURATION POWER CONFIGURATION

Landing Gear DOWN -
Both Engines
Wing Flaps -
10° Power Setting TAKEOFF -
100°/o RPM

AIRCRAFT LOADING SYSTEM LOADS

Gross Weight ALL APPROVED
- Environmental System
C. G. Position ALL APPROVED
-
(Cabin Depressurized) -
ON
Anti-ice Deice Systems -
OFF

SCEEDULED VARIABLES
Scheduled Shaft Horsepower -
See Figure 7
Scheduled Lift-Off and Climb-Out Speed = 1. 11 Ys (See Figure 6)

EXAMPLE:

Given• Outside Air Temperature =

-20°F
Fiel Pressure Altitude = 2000 FT
Aircraft Gross Weight = 8000 LES
Wind Component = 10 KTS CAS (Headwind)

Find: From Figure 7

Maximum Allowable Static Shaft Horsepower = 560 HP/ENG

From Figure 8
Twin-Engine Takeoff Distance to 50-Ft Height = 950 FT

14
 680V
FLIGHT MANUAL MANUFACTURERS DATA
TAKEOFF

TWIN-ENGINE TAKEOFF STATIC SHAFT HORSEPOWER vs OAT

TAKEOFF POWER (5 MIN LIMIT) -
1b0% RPM (BOTH ENGINES)

MAXIMUM ALLOWABLE SHAFT HORSEPOWER PRIOR TO BRAKE RELEASE

MINIMUM SHAFT HORSEPOWER TO MEET SCHEDULED TAKEOFF DISTANCES

CONDITIONS:

1. Landing Gear DOWN

-
4. Anti-ice Deice Systems OFF -

2. Wing Flaps 100

-
5. Gross Weight ALL APPROVED
-

3. Environmental System -
ON 6. C. G. Position ALL APPROVED
-

(cabin depressurized)

Scheduled Speed for Shaft Horsepower Checle 0 KTS CAS (0 MPH CAS)

000
ALLOllABLE S

500

100

300

200

100

-80 -40
0 40 80 120 1f0

OUTSIDE AIR TEMPERATURE -

F

Figure 7.
15/16
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

CRUISE CONTROL DATA

TABLE OF CONTENTS

Figure Page Figure . Page

1 Twin-Engine Normal Climb -
26 Twin-Engine Specific Endurance
Shaft Horsepower ................. 5 at 8950 Lbs Gross Weight .......... 32
2 Twin-Engine Normal Climb -
27 Twin-Engine Specific Endurance
Climb Speed (0° Flaps) . . . . . . . . . . . . 6 at 9400 Lbs Gross Weight . . . . . . . . . . 33
3 Twin-Engine Normal Climb -
28 Twin-Engine Specific Endurance
. Rates of Climb ................... 7 Summary (Recommended Long
4 Twin-Engine Clean Climb -
. Endurance) . . . . . . . . . . . . . . . . . . . . . . . 34
Time to Climb . . . . . . . . . . . . . . . . . . . 9 29 Twin-Engine Specific Endurance
5 Twin-Engine Clean Climb -
Summary (Maximum Specific
Distance to Climb ................. 10 Range) ........................... 35
6 Twin-Engine Clean Climb -
30 Twin-Engine Specific Endurance
Fuel Used in Climb . . . . . . . . . . . . . . . 11 Summ¤ry Long Range (99% -

7 Maximum Continuous and Maximum Maximum Specific Range) . . . . . . . . . . 36

Normal Shaft Hor sepoWer . . . . . . . . . . 13 31 Twin-Engine Specific Endurance
8 Twin-Engine Specific Range at Summary (Maximum True
6000 Lbs Gross Weight ........... 14 Airspeed) ....................... 37
9 Twin-Engine Specific Range at 32 Single-Engine Specific Range at
6500 Lbs Gross Weight ........... 15 6000 Lbs Gross Weight ........... 38
10 Twin-Engine Specific Range at 33 Single-Engine Specific Range at
7000 Lbs Gross Weight . . . . . . . . . . . 16 6500 Lbs Gross Weight · · · · · · · · · · · 39
11 Twin-Engine Specific Range at 34 . Single-Engine Specific Range at
7500 Lbs Gross Weight ........... 17 7000 Lbs Gross Weight ............ 40
12 Twin-Engine Specific Range at 35 Single-Engine Specific Range at
8000 Lbs Gross Weight . . . . . . . . . . . 18 7500 Lbs Gross Weight . . . . . . . · · · · · 41
13 Twin-Engine Specific Range at 36 Single-Engine Specific Range at
8500 Lbs Gross Weight ........... 19 8000 Lbs Gross Weight ............ 42
14 Twin-Engine Specific Range at 37 Single-Engine Specific Range at
8950 Lbs Gross Weight ........... 20 8500 Lbs Gross Weight ............ 43
15 Twin-Engine Specific Range at 38 Single-Engine Specific Range at
9400 Lbs Gross Weight . . . . . · · · · · · 21 8950 Lbs Gross Weight . . . . . . . . . . . 44
16 Twin-Engine Specific Range 39 Single-Engine Specific Range at
Summary (Recommended Long 9400 Lbs Gross Weight . . . . . . . . . . . 45
Endurance) ....................... 22 40 Single-Engine Specific Range
17 Twin-Engine Specific Range Summary (Recommended Long
Summary (Maximum Specific Endurance) ....................... 46
Range) ........................... 23 41 Single-Engine Specific Range
18 Twin-Engine Specific Range Summary (Maximum Specific
Summary Long Range (99% -
Range) ........................... 47
Maximum Specific Range) . . . . . . . . . . 24 42 Single-Engine Specific Range
19 Twin-Engine Specific Range Summary Long Range (99% -

Summary (Maximum True Maximum Specific Range) . . . . . . . . . . 48

Airspeed) ........................ 25 43 Single-Engine Specific Range
20 Twin-Engine Specific Endurance Summary (Maximum True
at 6000 Lbs Gross Weight ......... 26 Airspeed) ........................
49
21 Twin-Engine Specific Endurance 44 Single-Engine Specific Endurance
at 6500 Lbs Gross Weight ......... 27 at 6000 Lbs Gross Weight ......... 50
22 Twin-Engine Specific Endurance 45 Single-Engine Specific Endurance
at 7000 Lbs Gross Weight . . . . . . . . . 28 at 6500 Lbs Gross Weight . . . . . · · · · 51
23 Twin-Engine Specific Endurance 46 Single-Engine Specific Endurance
at 7500 Lbs Gross Weight . . . . . . . . . 29 at 7000 Lbs Gross Weight . . . . . . . . .
52
24 Twin-Engine Specific Endurance 47 Single-Engine Specific Endurance
at 8000 Lbs Gross Weight . . . . . . . . . 30 at 7500 Lbs Gross Weight . . . . · · · · ·
53
25 Twin-Engine Specific Endurance 48 Single-Engine Specific Endurance
at 8500 Lbs Gross Weight . . . . . . . . . 31 at 8000 Lbs Gross Weight · · · · · · · · · 54

1/2
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

CRUISE CONTROL DATA

TABLE OF CONTENTS

Figure Page Figure Page

49 Single-Engine Specific Endurance 54 Single-Engine Specific Endurance
at 8500 Lbs Gross Weight . . . . . . . . . 55 Summary -
Long Range (99°/o
50 Single-Engine Specific Endurance Maximum Specific Range) . . . . . . . . . . 60
at 8950 Lbs Gross Weight . . . . . . . . . 56 55 Single-Engine Specific Endurance
51 Single-Engine Specific Endurance Summary (Maximum True
at 9400 Lbs Gross Weight ......... 57 Airspeed) ........................ 61
52 Single-Engine Specific Endurance 56 Fuel Flow Rates at Maximum
Summary (Recommended Long Level Air speeds . . . . . . . . . . . . . . . . . . 62
Endurance) ....................... 58 57 Air Temperature Effects on
53 Single-Engine Specific Endurance True Airspeeds ................... 63
Summary (Maximum Specific
Range) .......................... 59

3
 680V
MANUFACTURERS DATA FLIGHT MANUAL
CRUISE CONTROL

TWIN-ENGINE NORMAL CLIMB PERFORMANCE

Figure 1 shows the scheduled shaft horsepower per engine necessary to ensure that the Twin-Engine Normal
Climb Performance of Figure 3 is met. This scheduled shaft horsepower should not be exceeded except in
emergency. In no case is the EGT limit for maximum continuous power to be exceeded in obtaining the sche-
duled shaft horsepower.

Figure 2 presents the scheduled climb speed, and Figure 3 the rates of climb to be expected when executing the
Twin-Engine Normal Climb with scheduled power from Figure 1 and at the scheduled climb speed of Figure 2.
The rates of climb are true tapeline rates obtained in smooth air. Allowance must be made for actual conditions
which may differ.

To obtain the rates of climb shown in Figure 1, use the following procedure:
1. Establish the aircraft in a steady climb at the scheduled climb speed (Figure 2) of:

130 KTS CAS (150 MPH CAS) to 5000 Ft pressure altitude, then diminishing at the rate of
1 KT CAS/1000 FT (1.1 MPE CAS/1000 FT).

2. Obtain the scheduled shaft horsepower per engine (Figure 1).

MOTE
Do not exceed the EGT limit for maximum continuous power.

CONDITIONS:

GEOMETRIC CONFIGURATION POWER CONFIGURATION

Landing Gear UP - Both Engines
Wing Flaps -
00 Power Setting MAX CONT (100Ÿo RPM)
-

AIRCRAFT LOADING SYSTEM LOADS

Gross Weight ALL APPROVED
-
Environmental System -
ON
C. G. Position ALL APPROVED
- Anti-ice Deice Systems -
OFF

SCHEDULED VARIABLES
Scheduled Shaft Horsepower per Engine -
See Figure 1
Scheduled Climb Speed See Figure 2
-

EXAMPLE:

Given: Free Air Total Temperature = 10 F

Pressure Altitude = 8000 FT
Aircraft Gross Weight = 8000 LES
Find· From Figure 1
Scheduled Shaft Horsepower/Engine = 442 HP/ENG

From Figure 2 -

Scheduled Climb Speed = 127 KTS CAS (146 MPH CAS)

From Figure 3
Twin-Engine Normal Rate of C1imb = 2055 FT/MIN

4
 680V
FLIGHT MA NUAL MANUFACTURERS DATA
CRUISE CONTROL

TWIN-ENGINE NORMAL CLIMB -

SHAFT HORSEPOWER
(MAXIMUM CONTINUOUS POWER -
100% RPM)

SCHEDULED SHAFT HORSEPOWER NEEDED TO MEET SCHEDULED PERFORMANCE

CONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF-

2. Wing Flaps 0° -
5. Gross Weight -
ALL APPROVED
3. Environmental System -
ON 6. C. G. Position -
ALL APPROVED

Scheduled Climb Speed: See Figure 2

600

500

400

300

200

100

-
0 -40
0 40 80 120 150

FREE AIR TOI'AL TEMPERATURE (SCOTT GAGE) -

°F

Figure 1.
5
 680V
MANUFACTURERS DATA FLIGHT MANUAL
CRUISE CONTROL

TWIN-ENGINE NORMAL CLIMB -

CLIMB SPEED
(MAXIMUM CONTINUOUS POWER -
100% RPM)

SCHEDULED CLIMB AIRSPEED NEEDED TO MEET SCHEDULED CLIME PERFORMANCE

CONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

0°
2. Wing Flaps -
5. Gross Weight -
ALL APPROVED
3. Environmental System -
ON 6. C. G. Position -
ALL APPROVED

3cheduled Shaft Horsepower Per Engine: See Figure 1

1 I

24000

20000

16ooo

12000

44 8000

4000

SL
106 110 114 118 122 126 130 134

CALIBRATED AIRSPEED -
KTS

Figure 2.
6
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

TWIN-ENGINE CLEAN CLIMB -

TIME TO CLIMB
(MAXIMUM CONTINUOUS POWER -
100% RPM)

CONDITIONS:

1. Landing Gear UP-

4. Anti-Ice Deice Systems OFF -

2. Wing Flaps 0°
-
5. Gross Weight 9400 LES
-

3. Environmental System -
ON 6. C. G. Position ALL APPROVED
-

Max Allowable Operational Altitude is 25, 000 Feet

24, 000

20, 000

Q
16 000 '

12,000

8000

4000

SL
0 10 20 30 40 50 60 70

TIME TO CLIMB -
MINUTES

Figure 4.
9
 680V
MANUFACTURERS DATA FLIGHT MANUAL
CRUISE CONTROL

TWIN-ENGINE CLEAN CLIMB -

DISTANCE TO CLIMB
(MAXIMUM CONTINUOUS POWER -
100% RPM)

CONDITIONS:

1. Landing Gear UP -
4. Anti-Ice Deice Systems OFF -

2. Wing Flaps 0° -
5. Gross Weight 9400 LBS -

3. Environmental System -
ON 6. C. G. Position ALL APPROVED-

Scheduled Shaft Horsepower Per Engine: See Figure 1

Scheduled Climb Speed• See Figure 2

20, 000

15, 000 -

10, 000

ca

0500 -•

ST -
- 1-- - -
' I
( 25 50 75 100 125
AIR DISTANCE IN CLIMB -
NAUTICAL AIR MILES

Figure 5.
10
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

TWIN-ENGINE CLEAN CLIMB -

FUEL USED IN CLIMB
(MAXIMUM CONTINUOUS POWER -
100% RPM)

CONDITIONS:

1. Landing Gear UP - 4. Anti-Ice Deice Systems OFF -

2. Wing Flaps 00-

5. Gross Weight 9400 LES
-

3. Environmental System -
ON 6. C. G. Position ALL APPROVED
-

Scheduled Shaft Horsepower Per Engine: See Figure 1

Scheduled Climb Speed· See Figure 2

25, 000 -

p 20, 000

15 000 -

10, 000

5000 -

SL
0 50 100 150 200 250

FUEL USED IN CLIMB -

LBS

Figure 6.
11
 -
680V
MANUFACTURERS DATA FLIGHT MA NUAL
CRUISE CONTROL

CRUISE POWER

Figure 7 shows the maximum allowable shaft horsepower per epgine for cruise. For normal twin-engine cruise,
the exhaust gas temperature limit of 538oC or the maximum allowable shaft horsepower, whichever occurs first,
should never be exceeded.

EXAMPLE:

Given: Free Air Total Temperature = -20oF

Pressure Altitude = 25, 000 FT
Calibrated Airspeed = 150 KTS CAS

Find: From Figure 7

Maximum Allowable Shaft Horsepower/Engine = 245 SHP/ENG

CAUTION

Do not exceed 538°C E GT limit when setting maximum allowable

shaft horsepower at 96 percent engine rpm.

12
 680V
FLIGH T MANUAL MANUFACTURERS DATA
CRUISE CONTROL

MAXIMUM CONTINUOUS AND MAXIMUM NORMAL SHAFT HORSEPOWER

(CRUISE CONDITION)
Maximum Allowable, Maximum Continuous Shaft Horsepower: 500 SHP (100% Engine RPM)
Maximum Allowable, Maximum Normal Shaft Horsepower: 475 SHP (96-100% Engine RPM)

96ŸoEngine RPM is recommended for cruise power

SHAFT HORSEPOWER

eeooo
ce cm

+- o

+-

om -

eu
i

c el

Figure 7. 13
 680V
MANUFACTURERS DATA FLIGHT MA NUAL
CRUISE CONTROL

TWIN-ENGINE SPECIFIC RANGE AT 6000 LBS GROSS WEIGHT

coNDITIONS:

1. Landing Gear UP
-
4. Anti-ice Deice Systems OFF -

2. Wing Flaps -00 5. C. G. Position ALL APPROVED

-

3. Environmental System -
ON . . 6. Engine RPM 96Ÿo
-

Madmum Shaft Horsepower Per Engine: 475

Madmum Exhaust Gas Temperature: 538°C
Madmum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

PHF;i 4I I \• l

011
.70

0, 000

. GO

lb,000

000
¯¯

10

.30

1 0 140 160 180 200 220 240 260

TRUE AIRSPEED -
KNOTS
Rgure 8.
14
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

TWIN-ENGINE SPECIFIC RANGE AT 6500 LBS GROSS WEIGHT

CONDirIONS:

1. Landing Gear UP-

4. Anti-ice Deice Systems -
OFF
2. Wing Flaps 0-
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM -
96Ÿo

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538°C
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

TiF ,aT T -
I

.70

.60

og
.4o

SL

.30

1 0 140 160 180 200 220 240 2( 0

TRUE AIRSPEED KNOTS -

Figure 9.
15
 680V
MANUFACTURERS DATA FLIGHT MA NUAL
CRUISE CONTROL

TWIN-ENGINE SPECIFIC RANGE AT 7000 LBS GROSS WEIGHT

CONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF
-

2. Wing Flaps 0-
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM -
96Ÿo

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538©C
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

.70

.00

111900

.10

r,

rn

30 i t't t'l't l-¯

140 140 160 180 200 220 240 260 200
TRUE AIRSPEED -
KNOTS

Figure 10.
16
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

TWIN-ENGINE SPECIFIC RANGE AT 7500 LBS GROSS WEIGHT

CONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps -00 5. C. G. Position ALL APPROVED

-

3. Environmental System -
ON 6. Engine RPM 96Ÿo
-

ÑIaximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538 C
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

00

+--

-+

. 40 -500 - -

. 30
1 0 140 160 180 200 220 240 2f 0
TRUE AIRSPEED -
KNOTS

Figure 11.
1'T
 680 V
MANUFACTURERS DATA FLIGHT MANUA L
CRUISE CONTROL

TWIN-ENGINE SPECIFIC RANGE AT 8000 LBS GROSS WEIGHT

CONDITIONS

1. Landing Gear -
UP 4. Anti-ice Deice Systems-
OFF
2. Wing Flaps - Oo 5. C. G. Position -
ALL APPROVED
3. Environmental System -
ON 6. Engine RPM -
96/o

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538°C
Maximum Operating Airspeed: 217 KTS CAS (250 MPE CAS)

.70

000."

.60

50

.so

10ft

en 1
.30

110 140 160 180 200 220 240 260

TRUE AIRSPEED -
KNOTS

Figure 12.
18
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

TWIN-ENGINE SPECIFIC RANGE AT 8500 LBS GROSS WEIGHT

CONDITIONS:
1. Landing Gear UP-
4. Anti-ice Deice Systems OFF -

2. Wing Flaps 00
-
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM 96/o
-

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 5380C
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

.70

a .50

30

100 120 140 160 180 200 220 240 2 0

TRUE AIRSPEED -
KNOTS

Figure 13.
19
 680V
MANUFACTURERS DATA FLIGHT MANUAL
CRUISE CONTROL

TWIN-ENGINE SPECIFIC RANGE AT 8950 LBS GROSS WEIGHT

CONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps 00 -
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM 969'o
-

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 5380C
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

.70

t he I I 16 bl

. 60

.50

1 000
ca
15, 000

.30

100 120 140 160 180 200 220 240 200

TRUE AIRSPEED -
KNOTS

Rgure 14.
20
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

TWIN-ENGINE SPECIFIC RANGE AT 9400 LBS GROSS WEIGHT

CONDITIONS:

1. Landing Gear UP-

4. Anti-Ice Deice Systems OFF -

2. Wing Flaps 0°
-
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM 96/o
-

Maximum Shaft Horsepower Per Engine: 475

Maximum Exh'aust Gas Temperature: 5380C
Maximum Operating Airspeed• 217 KTS CAS (250 MPH CAS)

.so

-t-

.50

.40

30

.20

E0 100 120 140 160 180 200 220 240 2t·0

TRUE AIRSPEED -
KNOTS

Figure 15.
21
 680V
MANUFACTURERS DATA FUGHT MA NUAL
CRUISE CONTROL

TWIN-ENGINE SPEC1FICRANGE SUMMARY

(RECOMMENDED LONG ENDURANCE)

COND1TIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps 00 -
5. C. G. Position ALL APPROVED -

3. Environmental System -
ON 6. Engine RPM -
96°/o

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538oC ,

Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

TRDDD.ALT T'T' .
.
sinnn
. 72
) (1000
It
1100
.08

30 000
.64

60
. 00
WT L

. a0

. 52

.48

. 44

-+

. 30

. 32

. aa
83 100 120 140 160 180 200 220 240
TRUE AIRSPEED -
KNOTS

Rgure 16.
22
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

TWIN-ENGINE SPECIFIC RANGE SUMMARY

(MAXIMUM SPECIFIC RANGE)

-CONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps Oo -
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM 96°/o
-

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538°C
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)
.70

-i

RESS

.00

09

1 0 140 160 180 200 220 240 260 210

TRUE AIRSPEED -
KNOTS

Figure 17.
23
 680V
MANUFACTURERS DATA FLIGHT MANUAL
CRUISE CONTROL

TWIN-ENGINE SPECIFIC RANGE SUMMARY -

LONG RANGE
(99% MAXIMUM SPEClFIC RANGE)
CONDITIONS•

1. Landing Gear UP -
4. Anti-iceDeice Systems OFF -

2. Wing Flaps 00 -
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM 96°/o-

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538°C
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

.70

DIUÆL.1.LT IIT
, 4.\ 0011
.es

.01

0000
.!U, J

111111

.10

.11

0
.10

.36

.32

1 0 160 180 200 220 240 260 2 :0

TRUE AIRSPEED -
KNØl'S

Figure 18.
24
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

TWIN-ENGINE SPEC1FIC RANGE SUMMARY

(MAXIMUM TRUE AIRSPEED)

CONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps 0 -
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM -
96°/o

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538°C
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)
.76

71 LLU AL1 1
.72
up

. 08

. 61

0, 0 0

- - -- +--G bb

.30

52
600

.10

11
- --+-

+-

10

.30

1- 0 100 180 200 220 240 260 280 300

TRUE AIRSPEED -
KNOTS
Figure 19.
25
 CONDITIONS:
- -

1. Landing Gear UP 4. Anti-ice Deice Systems OFF

- 00 -
.-4 O
2. Wing Flaps 5. C. G. Position ALL APPROVED
- -

3. Environmental System ON 6. Engine RPM 96%

Maximum Shaft Horsepower Per Engine: 475

oN
Maximum Exhaust Gas Temperature: 5380C
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

MINUTES PER LB OF FUEL

o-=" I

co

-1
 CONDITIONS:

- -
1. Landing Gear UP 4. Anti-ice Deice Systems OFF
-
0° -
2. Wing Flaps . 5. C. G. Position ALL APPROVED
- -

3. Environmental System ON 6. Engine RPM 96%

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538°C
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

MINUTES PER LB OF FUEL

nt

•-3
 Cl31H3ITIONS:

- -
1. Landing Gear UP 4. Anti-ice Deice Systems OFF
- -
2. Wing Flaps 0° 5. C. G. Position ALL APPROVED
- -
3. Environmental System ON 6. Engine RPM 96%
2E O
Maximum Shaft Horsepower Per Engine: 475 . e
Maximum Exhaust Gas Temperature: 538°C
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

2E
nn
LA
50

MINUTES PER LB OF FUEL m

(3
-a -
ca a en m a so o u e ...

n
ca t:
c: c)
Ch
on
C)
co

' c

Q
 CONDITIONS:

- -
1. Landing Gear UP 4. Anti-ice Deice Systems OFF
-
Oo -
2. Wing Flaps 5. C. G. Position ALL APPROVED
- -
3. Environmental System ON 6. Engine RPM 96%

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538oC
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

MINUTES PER LB OF FUEL

Cd a en cm 4 CD CO
 68 0 V
MANUFACTURERS DATA FUG HTM ANUAL
CRUISE CONTROL

TWIN-ENGINE SPECIFICENDURANCE AT 8000 LBS GROSS WEIGHT

CONDITIONS:

1. Landing Gear UP -
4. Anti-iceDeice Systems OFF
-

2. Wing Flaps 00 -
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM 96Ÿo
-

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538oC
-Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

.21

.10

18

.17

.15

SH
.11

.13

12

.11

.10

1 0 140 160 180 200 220 240 263

TRUE AIRSPEED KNOTS -

Figure 24.
30
 680V
FU GHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

TWIN-ENGINE SPECIFIC ENDURANCE AT 8500 LBS GROSS WEIGHT

CONDITIONS:

1. Landing Gear UP-

4. Anti-ice Deice Systems OFF -

2. Wing Flaps 00
-
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM 96°/o
-

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538°C
Maxizoum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

. 21

20
'd

. 10

. 18

. 17

. 10

. 10

2 . 14

. 13

. 12

. 11

SHP
10

100 110 140 160 180 200 220 240 260 200
TRUE AIRSPEED -
KNCI'S

Figure 25.
31
 680V
MANUFACTURERS DATA FLIGHT MANUAL
CRUISE CONTROL

TWIN-ENGINE SPECIFIC ENDURANCE AT 8950 LBS GROSS WEIGHT

COND1TIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps 0° -
5. C. G. Position ALL APPROVED
-

96°/o
3. Environmental System -
ON 6. Engine RPM -

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538°C
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

.20

.10

. IS

.17

-
1b

.11

UU

.13

.12

t- - -÷- - -

- I- SEP 400
.10

100 120 140 160 180 200 220 240 2t·0

TRUE AIRSPEED -
KNOTS

Figure 26.
32
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

TWIN-ENGINE SPECIFIC ENDURANCE AT 9400 LBS GROSS WEIGHT

CONDITIONS:

1. Landing Gear -
UP 4. Anti-ice Deice Systems OFF-

2. Wing Flaps - 00 5. C. G. Position ALL APPROVED

-

3. Environmental System -
ON 6. Engine RPM -
96/o

Maximum Shan Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538oC .

Maximum Operating Airspeed• 217 KTS CAS (250 MPH CAS)

.21

20

.10

18

.15

.
SHP 175
2 .11

00

.13

. 12
oc

. 11 3b0

.10

100 120 140 160 180 200 220 240 260 2E0
TRUE AIRSPEED -
KNOTS

Rgure 27.
33
 680V
MANUFACTURERS DATA FLIGH T MA NUAL
CRUISE CONTROL

TWIN-ENGINE SPECIFIC ENDURANCE SUMMARY

(RECOMMENDED LONG ENDURANCE)

coNDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps 0 -
5. C. G. Position ALL APPROVED-

3. Environmental System -
ON 6. Engine RPM -
969'a

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538oC
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

PRE! S:A1 T-- T GR S WT --L S--

000

.21 . 00

m .20

13 I ti IIII

ca
M . 18
E·
lill

. 17

SI.

. 10 .

.11

100 120 140 100 180 200 220 24 0

TRUE AIRSPEED -
KNOTS

Figure 28.
34
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

TWIN-ENGINE SPECIFIC ENDURANCE SUMMARY

(MAX1MUM SPEC1F1C RANGE)

CONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps Oo -
5. C. G. Position ALL APPROVED -

3. Environmental System -
ON 6. Engine RPM 96°/o -

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538oC
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

.21

. 20

. 18 ----

. 13

. 15

. 11

000-

r.. :: Sit::. r ::L.-:1

. 11 I I I
1' 0 le 0 100 180 200 220 240 200 .
2 :0

TRUE AIRSPEED -
KNOTS

Figure 29.
35
 680 V
MANUFACTURERS DATA FLIGHT MANUAL
CRUISE CONTROL

TWIN-ENGINE SPEClFIC ENDURANCE SUMMARY-LONG RANGE

(99% MAXIMUM SPEClFIC RANGE)

CONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems -
OFF
2. Wing Flaps Oo -
5. C. G.-Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM -
96°/o

Maximum Shaft Horsepower Per Engine: 475

Marinmm Exhaust Gas Temperature: 538oC
Maximum Operating Airspeed: 217 KTS CAS (250 MPH CAS)

.10

.10

.17

.15

.11

.13

12

.11

10

.09

140 100 180 200 220 240 260 2h0

TRUE AIRSPEED -
KNOTS

Figure 30.
36
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

TWIN-ENGINE SPECIFIC ENDURANCE SUMMARY

(MAXIMUM TRUE AIRSPEED)

COND1TIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps 00 -
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM 96°/o
-

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538°C
Maximum Operating Airspeed• 217 KTS CAS (250 MPH CAS)

. 13

. 18 -

t000
. 17

IM
. 10

Ul)U
. la
-- -.« - ---4---
UUU
LJbu '

IJU

.1?

1"

.11

.10

.09

140 160 100 200 220 240 260 200

TRUE AIRSPEED -
KNOTS

Figure 31.
37
 680V
MANUFACTURERS DATA FLIGHT MANUAL
CRUISE CONTROL

SINGLE-ENGINE SPEC1FIC RANGE AT 6000 LBS GROSS WEIGHT

CONDITIONS:

1. Landing Gear -
UP 4. Anti-ice Deice Systems OFF -

2. Wing Flaps - 00 5. C. G. Position ALL APPROVED

-

3. Environmental System -
ON 6. Yngine RPM 96Ÿo
-

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538 C
Maximum Single-Engine Airspeed: 156 HTS CAS (180 MPH CAS)

.70

.00

E0 100 120 140 160 180 200 220

TRUE AIRSPEED -
KNOTS
Figure 32.
38
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

SINGLE-ENGINE SPECIFIC RANGE AT 6500 LBS GROSS WEIGHT

CONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps Oo -
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM 96°/o
-

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538oC
Maximum Single-Rmrine Airspeed: 156 KTS CAS (180 MPH CAS)

.30

70

SH MO

-lwl

.00

80 100 120 140 160 180 200 220

TRUE AIRSPEED -
KNOTS

Figure 33.
39
 68 0 V
MANUFACTURERS DATA FLIGHT MA NUA L
CRUISE CONTROL

SINGLE-ENGINE SPECIFIC RANGE AT 7000 LBS GROSS WEIGHT

CONDITIONS:

1. Landing Gear UP -
4. Anti-iceDeice Systems OFF -

2. Wing Flaps 00
-
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM 96°/o -

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538°C -

Maximum Single-Engine Airspeed: 156 KTS CAS (180 MPH CAS)

.30

.80

.00

.50

83 100 120 140 160 180 200 210

TRUE AIRSPEED -
KNOTS

Figure 34.
40
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

SINGLE-ENGINE SPECIFIC RANGE AT 7500 LBS GROSS WEIGHT

CONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps 0 -
5. C. G. Position ALL APPROVED
-

3. Environmenta1System -
ON 6. Engine RPM 96/o-

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538°C
Maximum Single-Engine Airspeed: 156 KTS CAS (180 MPH CAS)

.
. 80

. 70

-
liif t
.60

¯¯

50

.40

80 100 120 140 160 180 200 220

TRUE AIRSPEED -
KNOTS

Figure 35.
41
 680V
MANUFACTURERS DATA FLIGHT MANUAL
CRUISE CONTROL

SINGLE-ENGINE SPEClFIC RANGE AT 8000 LBS GROSS WEIGHT

CONDITIONS:

1. Landing Gear UP-

4. Anti-iceDeice Systems OFF -

2. Wing Flaps - 00 5. C. G. Position ALL APPROVED

-

3. Environmental System -
ON 6. Engine RPM 969'o
-

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538oC
Maximum Single-Engine Airspeed: 156 KTS CAS (180 MPH CAS)

.70

H - 4nn
.00

.so

4n i F- ¯¯

I
8) 100 120 140 160 180 200 220
TRUE AIRSPEED -
KNOTS

Figure 36.
42
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

SINGLE-ENGINE SPECIFIC RANGE AT 8500 LBS GROSS WEIGHT

COND1TIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF
-

2. Wing Flaps 00 -
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM 96Ÿo
-

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538oC
Maximum Single-Engine Airspeed 156 KTS CAS (180 MPH CAS)

. 70

. 50

ti±±±:
t

83 100 120 140 160 180 200 2 0

TRUE AIRSPEED -
KNOTS

Figure 37.
43
 680V
MANUFACTURERS DATA FLIGHT MA NUAL
CRUISE CONTROL

SINGLE-ENGINE SPEC1FICRANGE AT 8950 LBS GROSS WEIGHT

CONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps 00 -
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM -
96Ÿo

sMaximum Shaft Horsepower Per Fngine: 475

Maximum Exhaust Gas Temperature: 538°C
Maximum Single-Engine Airspeed: 156 KTS CAS (180 MPH CAS)

. 80

.70

. 30

40 F- - - -F- ----F ---¯F

10 100 120 140 160 180 200 250
TRUE AIRSPEED KNOTS -

Figure 38.
44
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUISE CONTROL

SINGLE-ENGINE SPEC1FIC RANGE AT 9400 LBS GROSS WEIGHT

cONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps 0 -
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM -
96°/o

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538°C
Maximum Single-Engine Airspeed: 156 KTS CAS (180 MPH CAS)

.6o

. 58

o . 56

AS
. 54

.52

.50

.48

ct
Cai

.46

1"0 130 1 0 150 160 170 1::0

'IRUE AIRSPEED -
KNOTS

Figure 39.
45
 680 V
MANUFACTURERS DATA FLIGHT MANUAL
CRUISE CONTROL

SINGLE-ENGINE SPEClFIC RANGE SUMMARY

(RECOMMENDED LONG ENDURANCE) .

CONDITIONS:

1. Landing Gear UP -
4. Anti-ice Deice Systems OFF -

2. Wing Flaps 00 -
5. C. G. Position ALL APPROVED
-

3. Environmental System -
ON 6. Engine RPM 96Ÿo -

Maximum Shaft Horsepower Per Engine: 475

Maximum Exhaust Gas Temperature: 538oC
Maximum Single-Engine Airspeed: 156 KTS CAS (180 MPH CAS)

.81

.so

see

.76

.72

. en

. 61

.60

52

18

80 100 120 1 0 160 180 200 2 0

TR.UE AIRSPEED -
KNOTS

Figure 40.
46
 680V
FLIGHT MANUAL Weight and Balance Instructions

WEIGHT AND BALANCE INSTRUCTIONS

WEIGHING INSTRUCTIONS
The basic weighing condition is established with oil tanks full and unusable fuel in tanks. A scale with a mini-
mum capacity of 3000-1bs. is required under each main landing gear wheel and a 1000-1b. scale is required
under the nose wheel.

LEVEUNG

a. The aircraft is approximately level when the struts are in static position. Lateral leveling is
accomplished by placing a spirit level ácross the seat tracks on the cabin floor forward of the
rear seat and dellating the tire or strut on the high side of the aircraft until the bubble in the
spirit level is centered.

b. Longitudinal leveling is accomplished by placing a spirit level on the center line on top of the
fuselage in a fore and aft position between stations 160. 8 and 178. 8. Inflating or deflating the
nose wheel tire or strut raises or lowers the nose of the aircraft until the bubble of the spirit
level is centered. The wing flaps must be in the up position.

MEASURING
Measurements are taken to locate the reactions during weighing by measuring 196.0 inches forward of
the wing leading edge. This locates the reference datum. Measurements can then be taken to the center
of the nose gear and main gear wheels.

FUEL DRAINING
Fuel can be drained from the tank by opening the sump drain valve located in the fuselage beneath the
right wing. Aircraft must be level when draining fuel.

After aircraft has been drained, 1. 6 gallons of fuel must be added to bring aircraft to the basic weigh-
ing condition.

NOTES: 1. g is the horizontal distance in inches from the datum to the center of gravity of an item.

2. Moment is the product of a weight multiplied by its arm.

LOADING SUB-TOTAL TABLE

At the bottom of Page 1 of the Aircraft Weight and Balance Report (Form 118V) is the Loading Sub-Total table.
This table shows how the Sub-Total Weight and Moment/1000 is obtained and consists of the following:

(1) CORRECTED EMPTY WEIGHT OF AIRCRAFT

The corrected empty weight of an aircraft includes all operating equipment that has a fixed
location and is actually in the aircraft. It includes the weight of the airframe, power plant,
required equipment, optional and special equipment, fixed ballast, hydraulic fluid, unusable
fuel, and undrainable oil.

(2) DRAINABLE OIL

(3) WEIGHT OF PILOT

AA Annenwarl A/R/AT 922e 1 of 3

 680V
FLIGHT MANUAL Weight and Balance Instructions

LOADING SUB-TOTAL TABLE (Cont)

LOADING SUB-TOTAL Weight and Moment

Consists of the total of Items (1), (2), and (3).

(1) Determine the number of passengers and their location. Each seat is given a number in the figure
at the top of Page 2 of the Aircraft Weight and Balance Report (Form 118V). The respective pas-
senger weights and moments are listed in a table below the sketch. Passenger
.
weight is figured
at 170 lbs per person.

(2) Determine the amount of baggage to be carried, then refer to column under BAGGAGE for its
weight and moment.

(3) Determine the amount of fuel to be added, then refer to column under FUEL for its weight and
moment.

NOTE
The fuel weights in the fuel loading table are based on the specific
weight of JP-4 fuel at 600F which is 6. 5 lbs per ganon. See Aero
Commander Service Letter No. 170 for specific weights of fuels
other than JP-4.

(4) Add passenger, baggage, and appropriate fuel weights and moments to the LOADING SUB-TOTAL to
get TOTAL WEIGHT and MOMENT.

(5) Compare each of these TOTAL WEIGHTS to the nearest weight listed within the WEIGHT and MO-
MENT table on Page 2 of the Aircraft Weight and Balance Report (Form 118V). The TOTAL MO-
MENT must be within the aHowable range listed.

AIRCRAFT LOADING CALCULATION EXAMPLES

TAKEOFF EXAMPLE WEIGHT MOMENT/1000

LOADING SUB-TOTAL Weight and Moment 5563 1159

Passengers (use seating plan #1, std. seating

with (2) single seats in aft cabin location &
(1) single seat in center cabin location.
Rear seat #1 170 35
Rear seat #2 170 35
Center seat #3 170 27
Co-pilotseat 170 16

120 Gallons Fuel 780 186

Baggage 125 32

TOTAL 7148 1490

FAA Approved 6/5/67 Page 2 of 3

 680V
FLIGHT MANUAL Weight and Balance Instructions

Take the TOTAL WEIGHT, 7148 lbs, and check the WEIGHT and MOMENT table on Page 2 of the Aircraft Weight
and Balance Report (Form 118V) for nearest weight which is 7150 lbs. The 1490 TOTAL MOMENT is between
the Min. and Max. limits of this weight. This indicates that the aircraft is loaded within the allowable limits.

LANDING EXAMPLE WEIGHT MOMENT/1000

LOADING SUB-TOTAL Weight and Moment 5563 1159

Rear seat #1 170 35
Rear seat #2 170 35
Center seat #3 170 27
Co-pilot seat 170 16

60 Gallons Fuel (fuel aboard for landing) 390 94

Baggage 125 32

TOTAL 6758 1398

Take the TOTAL WEIGHT, 6758 lbs, and check the WEIGHT and MOMENT table on Page 2 of the Aircraft Weight
and Balance Report (Form 118V) for nearest weight which is 6750 lbs. The 1398 TOTAL MOMENT is between
the Min. and Max. limits of this weight. This indicates that the aircraft is loaded within the allowable limits.

The corrected SUB-TOTAL weight and moment entered in the Aircraft Weight and Balance Report (Form 118V)
indicates the status of the aircraft as it left the factory. Major changes or alterations affecting weight and
balance are required by the FAA to be recorded in the Repair and Alteration Form ACA-337. The weight and
balance information from the Form ACA-337 should be entered in the LOADING SUB-TOTAL table on page 1 of
Aircraft Weight and Balance Report (Form 118V) and the LOADING SUB-TOTAL weight and moment totals
should then be corrected. It is the responsibility of the aircraft owner and the pilot to ensure that the aircraft
is loaded properly.

FAA Approved 6/5/67 Page 3 of 3

 Rockwell Internationa

SERVICE LETTER NO. 170P DATE: June 7, 1978

(Supersedes Service Letter No. 170N)

EFFECTIVITY: MODELS 680T, 680V, 680W, 681, 690 AND 690A.

SUBJECT: APPROVED FUELS AND OILS.

COMPLIANCE: AS REQUIRED.

APPROVAL: FAA DOA SW-2 Approved.

PURPOSE: To indicate the fuels (by specification) and oils (by specification and brand name) which
must be used in order to validate the engine manufacturers warranty.

INSTRUCTIONS: Fuels meeting the requirements of the following Aviation Turbine Fuels: AiResearch
EMS 53100; ASTM designation ES2-74 and D1655-68T (Types Jet A, Jet A-1 and Jet B);
MIL-T-5624G(1)-(Grades JP-4 and JP-5); MIL-F-46005A (MR) (Types I and II); MIL-F -

5616-1(Grade JP-1); and British Specs D. Eng. R.D. 2482 Issue 2, 2486 Issue 2, and
2494 Issue 4 are approved for use to a maximum fuel temperature of 1100 F (43°C) and a
minimum fuel temperature of -65°F (-54°C). NATO equivalents approved. Aviation
gasoline MIL-G-5572D, Grade 80/87 may be used as an emergency fuel with limitations
of 1000 gallons per engine for each 100 hours of engine operation. The amount of aviation
gasoline used must be entered in the Engine Log Book. During cold temperature opera-
tion, do not operate engine on fuels with a kinematic viscosity more viscous than 12 centi-
stokes. Fuels not containing anti-icing inhibitors may have MIL-I-27686D or E Fuel Sys-
tem Inhibitor, or an equivalent inhibitor, added but not in eKcess of 0.15 percent by
volume. Fuels listed by brand names are for reference only. No specific brand is en-
dorsed by General Aviation Division, Rockwell International. Fuels other than those
listed are acceptable providing, the required fuel specifications and limitations as outlined
are met. •

Type A: Kerosene with -36°F Type A-1: Kerosene with -54oF Type B: Wide cut gasoline type,
R maximum freezing point. (-480C) maximum freezing point. equivalent to JP-4 except for
(viscosity of -200F/12 centistokes). (Viscosity of -500F/12 centistokes) -56°F (-49°C) freezing point.
(viscosity of -600F/5 centistokes)
American Oil Co. -Jet Fuel Type A American Oil Co. -Jet Fuel Type A-1
Atlantic-Richfield-Arcojet A Atlantic-Richfield-Arcojet A-1 Atlantic-Richfield-Arcojet B/
British Petroleum Co. -BP A.T.K. British Petroleum Co. -BP A.T.G. Arcojet JP-4
Cities Service-Turbine Fuel Type A Esso/Enco Turbo Fuel 1-A Conoco JP-4
Conoco Jet 40 Gulf Jet A-1 Esso/Enco Turbo Fuel 4
Conoco Jet 50 Mobil Jet A-1 Gulf Jet B
Esso/Enco Turbo Fuel A Pure Oil Co. -Purejet Turbine Phillips Pet. Co. -Philjet JP-4
Gulf Jet A Fuel A-1 Shell Oil Co. -Aeroshell Turbine
Mobil Jet A Atlantic-Richfield-Richfield Tur- Fuel JP-4
Phillips Pet. Co. -Philjet A-50 bine Fuel A-1 Standard Oil of Calif. /Kentucky/
Pure Oil Co. -Purejet Turbine Shell Oil Co. -Aeroshell Turbine Texas -
Standard JF-B/Jet Fuel
Fuel A Fuel 650 B/Chevron JP-4
Atlantic-Richfield-Richfield Sinclair Superjet Fuel A-1 Texaco Avjet JP-4
Turbine Fuel A Standard Oil of Ohio -Jet A-1 Mobil Jet B
Shell Oil Co. -Aeroshell Turbine Kerosene
Fuel 640 Standard Oil of Calif. /Kentucky/
Sinclair Super Jet Fuel A Texas -
Chevron A-1
Standard Oil of Ohio-Jet A Kerosene Texaco-Avjet A-1
Standard Oil of Calif. /Kentucky/
Texas -
Standard JF-A/
Chevron A-50
Texaco AvJet A
Union Oil Turbine Fuel A

Page 1 of 2
 SERVICE LETTER NO. 170P

7.3

7.2

7.0

6.9

6.8

6.6

6.5

6.3

6.2

6.1

6.0

5.9

5.8

5.7

5.6
-40 -20
0 20 40 60 80 100 120
FUEL TEMPERATURE DEGREES FAHRENHEIT
Figure 1. Specific Weight of Fuels ve Temperature

The following are the only lubricants that are approved for use:

TYPE I Oils (MIL-L-7808) TYPE E Oils (MIL-L-23699)

A 1. Brayco-880 Conojet O A 1. Castrol 205

A 2. Continental-Conojet O A 2. Enco 2380 Turbo Oil
A 3. Sinclair-Turbo 515 OA 3. Esso 2380 Turbo Oil
A 4. British Petroleum-Aero Turbine OA 4. Mobil Jet Oil II
Oil 15 OA 5. Stauffer Jet II
Ok 5. Stauffer Jet 1 OA 6. Imperial Esso 2380
A 6. Hancock Airturb Syn.Lube OA 7. Texaco SATO 7730
& 7. Texaco-SATO 15
A 8. Caltex-SATO 15
A 9. Regent-SATO 15
OA 10. Exxon 2389
OA 11. Mobil Avrex-S-Turbo 25Š -LEGEND-
A Oils approved for Models 680T, 680V, 680W and 681
OOils approved for Models 690 and 690A

NOTE
CAUTION
Due to physical characteristics of Type E oils,
an auxiliary power unit should be utilized when
Do not mix brands or types of oils. performing engine starts below +200F (-6.7°C).

Page 2 of 2
 CABIN ALTITUDE Vs AIRCRAFT ALTITUDE

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 680V
FUGHT MANUAL SECTIONIV
PERFORMANCE

TWIN-ENGINE TAKEOFF PERFORMANCE

Figure 4-3 presents the maximum static shaft horsepower anowable prior to takeoff brake release. This shaft
horsepower must not be exceeded in the static (zero airspeed) condition. However, it must be reached in order
to obtain the takeoff distances shown in Figure 4-4. Shaft horsepower win increase as the aircraft is accele-
rated to lift-off speed without further adjustment of the power lever.

Takeoff distances shown in Figure 4-4 are the total of the ground run distances to reach the scheduled lift-off
speed and the air distances covered while cumbing out at the scheduled cumb-out speed to a height of 50-feet
above the takeoff surface. The distances are for dry, level, paved runways. AUowance must be made for actual
conditions which may differ.

To obtain the distances shown in Figure 4-4, use the fonowing procedure:

1. Obtain the static shaft horsepower allowed by Figure 4-3 prior to brake release.

NOTE

Do not exceed the EGT or SHP umit for takeoff power. Do not
maintain takeoff power for more than 5-minutes.

2. Release brakes and accelerate to lift-off speed. Lift-off and climb-out at the scheduled speed of
97 ETS CAS (111. 6 MPH CAS).

CONDITIONS:

GEOMETRIC CONFIGURATION: POWER CONFIGURATION:

Landing Gear DOWN-
Both Engines .

Wing Flaps 10° -

Power Setting TAKEOFF 100ŸoRPM
-

(5 Min Limit)

AIRCRAFT LOADING: SYSTEM LOADS:

Gross Weight ALL APPROVED
-
Environmental System
C. G. Position ALL APPROVED
-
(Cabin Depressurized) -
ON
Anti-Ice Deice Systems -
OFF

SCHEDULED VARIABLES:
Scheduled Shaft Horsepower -
See Figure 4-3
Scheduled Lift-Off and Climb-Out Speed = 97 KTS CAS (111. 6 MPH CAS)

EXAMPLE:

Given: Outside Air Temperature =

20°F
Field Pressure Altitude = 2000 FT
Aircraft Gross Weight = 8000 LBS
Wind Component = 10 KTS CAS (Headwind)

Find: From Figure 4-3

Maximum AUowable Static Shaft Horsepower = 552 SHP/ENG

From Figure 4-4

Twin-Engine Takeoff Distance to 50-Ft Height = 1300 FT

FAA Annenvad 8/5/87 4-9

 680V
SECTION IV FLIGHT MANUAL
PERFORMANCE

TWIN-ENGINE TAKEOFF STATIC SHAFT HORSEPOWER vs FATT

TAKEOFF POWER (5 MIN UMIT) -
100% RPM

MAXIMUM SHA.FI' HORSEPOWER TO MEET SCHEDULED TAKEOFF DISTANCES

CONDITIONS:

1. Landing Gear DOWN

-
4. Anti-ice Deice Systems OFF -

2. Wing Flaps 10°

-
5. Gross Weight ALL APPROVED
- -

3. Environmental System -
ON 6. C. G. Position ALL APPROVED
-

(cabin depressurized)

Scheduled Speed for Shaft Horsepower Check : 0 KT CAS ( 0 MPH CAS)

600

duu

400

300

200

100

0
80 -40
0 40 80 120 160

OUTSIDE AIR TEMP -

°F

Figure 4-3.
4-10 FAA Approved 6/5/67
 680V
FLIGHT MANUAL SECTION IV
PERFORMANCE

TWIN-ENGINE TAKEOFF CUMB PERFORMANCE

Figure 4-5 shows the scheduled shaft horsepower per engine necessary to ensure that the twin engine takeoff
climb performance of Figure 4-6 is met. This scheduled shaft horsepower should not be exceeded except in
emergency. In no case is the EGT limit for takeoff power to be exceeded in obtaining the scheduled shaft horse-
power.

Figure 4-6 presents the rates of climb to be expected when executing the twin engine takeoff climb with scheduled
power from Figure 4-5 and at the scheduled climb speed. The rates of climb are true tapeline rates obtained in
smooth air. Allowance must be made for actual conditions which may differ.

To obtain the rates of climb shown in Figure 4-6, use the following procedure:
1. Establish the aircraft in a steady climb at the scheduled climb speed of 97 KTS CAS (111. 6 MPH CAS).

2. Obtain the scheduled shaft horsepower per engine shown in Figure 4-5.

NOTE

Do not exceed the E GT or SHP limit for takeoff power. Do

not maintain takeoff power for more than 5-minutes.

CONDITIONS:

GEOMETRIC CONFIGURATION: POWER CONFIGURATION:

Landing Gear -
DOWN Both Engines
Wing Flaps - 100 Power Setting TAKEOFF 100/o RPM
-

(5 Min Limit)

AIRCRAFT LOADING: SYSTEM LOADS:

Gross Weight ALL APPROVED
-
Environmental System
C. G. Position ALL APPROVED
-
(Cabin Depressurized) -
ON
Anti-Ice Deice Systems -
OFF

SCHEDULED VARIABLES:
Scheduled Shaft Horsepower Per Engine -
See Figure 4-5
Scheduled Lift-Off and Climb-Out Speed = 97 KTS CAS (111. 6 MPH CAS)

EXAMPLE:

Given: Free Air Total Temperature = 20°F

Pressure Altitude = 2000 FT
Aircraft Gross Weight ,
= 8000 LES

Find: From Figure 4-5

Scheduled Shaft Horsepower = 575 SHP/ENG

From Figure 4-6

Twin Engine Takeoff Rate of Climb = 2345 FT/MIN

FAA Anoroved 6/5/87 4-13

 680V
SECTIONIV FUGHT MANUAL
PERFORMANCE

TWIN-ENGINE TAKEOFF CLIMB -

SHAFT HORSEPOWER
TAKEOFF POWER (5 MIN LIMIT) -
100% RPM (BOTH ENGINES)

SCHEDULED SEAFT HORSEPOWER NEEDED TO MEET SCHEDULED CLIME PERFORMANCE

CONDITIONS:

1. Landing Gear DOWN -

4. Anti-ice Deice Systems OFF -

2. Wing Flaps 100 -

5. Gross Weight -
ALL APPROVED
3. Environmental System -
ON 6. C. G. Position -
ALL APPROVED
(cabin depressurized)

Scheduled Lift-OH and Climb-Out Speed: 97 KTS CAS (111. 6 MPH CAS)

600

m 500

400

300

200
ca

loo

O
-80 -40
0 40 80 120 160

FREE AIR TOTAL TEMP (SCOTT GAGE) -

°F

Figure 4-5.
4-14 TAA Annenvaa 8/8/87
 CONDITIONS:
- -
1. Landing Gear DOWN 4. Anti-Ice Deice Systems OFF
- -
2. Wing Flaps 10o 5. Gross Weight ALL APPROVED
- -
3. Environmental System ON 6. C. G. Position ALL APPROVED
(cabin depressurized)
CL
om
Scheduled Shaft Horsepower Per Engine: See Figure 4-5
Scheduled Lift-off and Climb-out Speed: 97 KTS CAS (111. 6 MPH CAS)

MAX ALLOWAULE GROSS WEIGHT .-

940C LBS O 2
...
3000 ..
3600

3200 3200

2800 2800 2 m
CO

--
2000 2000

1600 1600

800 800

400 400

0 0
-80 -40
0 40 80 120 160 9200 8800 8400 8000 7600 7200 6800 6400
- -
FREE AIR TOTAL TEMP (SCOTT GAGE) F AIRCRAFT GROSS WT LBS o
on M
 680V
SECTION IV FLIGHT MANUAL
PERFORMANCE

TWIN-ENGINE NORMAL CLIMB PERFORMANCE

Figure 4-7 shows the scheduled shaft horsepower per engine necessary to ensure that the twin-engine normal
climb performance of Figure 4-9 is met. This scheduled shaft horsepower should not be exceeded except in emer-
gency. In no case is the EGT limit for maximum continuous power to be exceeded in obtaining the scheduled shaft
horsepower.

Figure 4-8 presents the scheduled climb speed, and Figure 4-9 the rates of climb to be expected when executing
the twin-engine normal climb with scheduled power from Figure 4-7 and at the scheduled climb speed of Figure
4-8. The rates of climb are true tapeline rates obtained in smooth air. Allowance must be made for actual con-
ditions which may differ.

To obtain the rates of climb shown in Figure 4-9, use the following procedure:

1. Establish the aircraft in a steady climb at the scheduled climb speed (Figure 4-8) of:

130 ETS CAS (150 MPH CAS) to 5000 FT pressure altitude, then diminishing at the rate of 1 KT CAS/
1000 FT (1. 15 MPH CAS/1000 FT).

2. Obtain the scheduled shaft horsepower per engine (Figure 4-7).

NOTE

Do not exceed the EGT limit for maximum continuous power.

CONDITIONS:

GEOMETRIC CONFIGURATION: POWER CONFIGURATION:

Landing Gear UP -
Both Engines
Wing Flaps 10° -
Power Setting MAX CONT (100/o RPM)
-

AIRCRAFT LOADING: SYSTEM LOADS:

Gross Weight ALL APPROVED
-
Environmental System -
ON
C. G. Position ALL APPROVED
- Anti-Ice Deice Systems -
OFF

SCHEDULED VARIABLES:
Scheduled Shaft Horsepower Per Engine -
See Figure 4-7
Scheduled Climb Speed -
See Figure 4-8

EXAMPLE:

Given: Fr.ee Air Total Temperature =

10°F
Pressure Altitude = 8000 FT
Aircraft Gross Weight = 8000 LBS

Find: From Figure 4-7

Scheduled Shaft Horsepower = 442 SHP/ENG

From Figure 4-8

Scheduled Climb Speed = 127 KTS CAS (146 MPH CAS)

From Figure 4-9

Twin-Engine Normal Rate of Climb = 2050 FT/MIN

4-16
FAA Approved 6/5/67
 680V
FLIGHT MANUAL SECTION IV
PERFORMANCE

TWIN-ENGINE NORMAL CLIMB -

SHAFT HORSEPOWER
(MAXIMUM CONTINUOUS POWER -
100% RPM)

SCHEDULED SHAFT HORSEPOWER NEEDED TO MEET SCHEDULED CLIMB PERFORMANCE

CONDITIONS:

1. Landing Gear UP - 4. Anti-ice Deice Systems OFF -

2. Wing Flaps 100

-
5. Gross Weight ALL APPROVED
-

3. Environmental System -
ON 6. C. G. Position ALL APPROVED
-

Scheduled Climb Speed See Figure 4-8

GOO

ALLOWABLE SHP
00

B. STD DAY

100

-80
0
-40
40 80 120 160
FREE AIR TOTAL TEMPERATURE (SCOTT GAUGE) -
°F

Figure 4-7.
FAA Anoroved 6/5/67 4-17
 680V
SECTION IV FLIGHT MANUAL
PERFORMANCE

TWIN-ENGINE NORMAL CLIMB -

CLIMBSPEED
(MAXIMUM CONTINUOUS POWER -
100% RPM)

SCHEDULED CLIMB AIRSPEED NEEDED TO MEET SCEEDULED CLIMB PERFORMANCE

CONDITIONS:

1. Landing Gear UP
-
4. Anti-ice Deice Systems OFF -

2. Wing Flaps - 10© 5. Gross Weight ALL APPROVED

-

3. Environmental System -
ON 6. C. G. Position ALL APPROVED
-

Scheduled Shaft Horsepower Per Engine: See Figure 4-7

i.a¯iWañTU.:
»T,T

24, 000

20, 000

16, 000

12, 000

8000

4000

SL
lllli l
125 130 135 140 145 150 155
MPH
11111111
106 110 114 118 122 126 130 134

CAS KTS

Figure 4-8.
4-18 FAA Approved 6/5/67
 680V
FLIGHT MANUAL SECTION IV
PERFORMANCE

SINGLE-ENGINE CLEAN CUMB PERFORMANCE

Figure 4-10 shows the operative engine shaft horsepower necessary to ensure that the single-engine clean climb
performance of Figure 4-11 is met. This scheduled shaft horsepower should not be exceeded except in emer-
gency. In no case is the EGT limit for maximum continuous power to be exceeded in obtaining the scheduled
shaft horsepower.

Figure 4-11 presents the rates of climb to be expected when executing the single-engine clean climb with sche-
duled power from Figure 4-10 and at the scheduled climb speed. The rates of climb are true tapeline rates ob-
tained in smooth air. Allowance must be made for actual conditions which may differ.

To obtain the rates of climb shown in Figure 4-11, use the following procedure:
1. Establish the aircraft in a steady climb at the scheduled climb speed of 115 KTS CAS (132 MPH CAS).

2. Obtain the scheduled shaft horsepower shown in Figure 4-10.

NOTE
Do not exceed the EGT limit for maximum continuous power.

CONDITIONS:

GEOMETRIC CONFIGURATION: POWER CONFIGURATION:

Landing Gear UP -
Operative Engine MAX CONT (100°/o RPM)
-

Wing Flaps Oo -
Inoperative Engine Prop FEATHERED
-

AIRCRAFT LOADING: SYSTEM LOADS:

Gross Weight ALL APPROVED
-
Environmental System -
ON
C. G. Position ALL APPROVED
- Anti-Ice Deice Systems -
OFF

SCHEDULED VARIABLES:
Scheduled Shaft Horsepower -
See Figure 4-10
Scheduled Climb Speed = 115 KTS CAS (132 MPH CAS)

EXAMPLE:

Given: Free Air Total Temperature =

30°F
Pressure Altitude = 4000 FT
Aircraft Gross Weight = 8500 LBS

Find: From Figure 4-10

Scheduled Shaft Horsepower = 475 SHP (Operative Engine)

From Figure 4-11

Single-Engine Clean Rate of Climb = 620 FT/MIN
 680V
SECTION IV FLIGHT MANUAL
PERFORMANCE

SINGLE-ENGINE CLEAN CLIMB -

SHAFT HORSEPOWER
(OPERATIVE ENGINE MAXIMUM CONTINUOUS POWER -
100% RPM)

SCHEDULED SEAFT HORSEPOWER NEEDED TO MEET SCHEDULED CLIMB PERFORMANCE

CONDITIONS:

1. Landing Gear -
UP 4. Anti-Ice Deice Systems OFF -

2. Wing Flaps -
00 5. Gross Weight-
ALL APPROVED
3. Environmental System -
ON 6. C. G. Position
-
ALL APPROVED

Scheduled Climb Speed: 115 KTS CAS (132 MPH CAS)

300

100

300

200

100

-30 -40
0 40 80 120 1(0
FREE AIR TOTAL TEMPERATURE (SCOTT GAUGE) -
°F

Figure 4-10.
4-22 was annen, a A/R/AT
 680V
FLIGHT MANUAL SECTION IV
PERFORMANCE

TWIN-ENGINE BALKED LANDING CLIMB PERFORMANCE

Figure 4-12 shows the scheduled shaft horsepower per engine necessary to ensure that the twin-engine balked
landing climb performance of Figure 4-13 is met. This scheduled shaft horsepower should not be exceeded ex-
cept in emergency. In no case is the EGT limit for takeoff power to be exceeded in obtaining the scheduled
shaft horsepower.

Figure 4-13 presents the rates of climb to be expected when executing the twin-engine balked landing climb with
scheduled power from Figure 4-12 and at the scheduled climb speed. The rates of climb are true tapeline rates
obtained in smooth air. Allowance must be made for actual conditions which may differ.

To obtain the rates of climb shown in Figure 4-13 use the following procedure:

1. Establish the aircraft in a steady climb at the scheduled climb speed of 100 KTS CAS (115 MPH CAS).

2. Obtain the scheduled shaft horsepower per engine shown in Figure 4-12.

NOTE
Do not exceed the EGT or SHP limits for takeoff power. Do not
maintain takeoff power for more than 5-minutes.

CONDITIONS:

GEOMETRIC CONFIGURATION: POWER CONFIGURATION:

Landing Gear DOWN -
Both Engines
Wing Flaps 40° -
Power Setting TAIŒOFF 100ŸoRPM
-

(5 Min Limit)

AIRCRAFT LOADING: SYSTEM LOADS:

Gross Weight ALL APPROVED
-
Environmental System
C. G. Position ALL APPROVED
-
(Cabin Depressurized) -
ON
Anti-Ice Deice Systems -
OFF

SCHEDULED VARIABLES:
Scheduled Shaft Horsepower Per Engine -
See Figure 4-12
Scheduled Go-Around Climb-Out Speed = 100 KTS CAS (115 MPH CAS)

EXAMPLE:

Given: Free Air Total Temperature = 80°F

Pressure Altitude = 4000 FT
Aircraft Gross Weight = 7500 LBS

Find: From Figure 4-12

Scheduled Shaft Horsepower = 437 SHP/ENG

From Figure 4-13

Twin-Engine Balked Landing
Rate of Climb = 1200 FT/MIN
 680V
SECTION IV FLIGHT MANUAL
PERFORMANCE

TWIN-ENGINE BALKED LANDING CUMB -

SHAFT HORSEPOWER
TAKEOFF POWER (5 MIN LIMIT) -
100% RPM

SCHEDULED SHAFT HORSEPOWER NEEDED TO MEET SCHEDULED CLIMB PERFORMANCE

CONDITIONS:

1. Landing Gear DOWN-

4. Anti-ice Deice Systems OFF -

' 2. Wing Flaps 40o-

5. Gross Weight ALL APPROVED
-

3. Environmental System -
ON 6. C. G. Position -
ALL APPROVED
(cabin depressurized)

Scheduled Go-Around Climb-Out Speed: 100 KTS CAS (115 MPH CAS)

Soo

500

400
BI T

300

200

100

.L

0
-80 -40
0 40 80 120 160

FREE AIR TOTAL TEMP (SCOTT GAGE) -

F

Figure 4-12.
4-26 .FAA Approved 6/5/67
 680V
FLIGH T MA NUAL SECTION IV
PERFORMANCE

LANDING DISTANCES FROM 50-FT HEIGHT (WITHOUT REVERSE THRUST)

Landing distances from 50-foot height and without use of reverse thrust are shown in Figure 4-15. These dis-
tances are the total of the air distances from 50-foot height to end of flare, the float distances from end of flare
to ground contact, and the ground run distances from ground contact to stop. The distances are for dry, level,
paved runways. Allowance must be made for actual conditions which may differ.

To obtain the distances shown in Figure 4-15, use the following procedure:

1. Make the final approach from 50-foot height in a steady glide at speed obtained from Figure 4-14 with
landing gear down and wing flaps in the landing position (400). The condition lever must be in the
HIGH RPM position and the power lever in the FLT IDLE (flight idle) position.

2. Upon touchdown lower the nose wheel immediately and apply heavy braking. Within three-seconds
after touchdown move the power lever to the GND IDLE (groundidle) position, leaving the condition
lever in HIGH RPM. Do not retract wing flaps. Reverse thrust is not used in this procedure.

CONDITIONS:

GEOMETRIC CONFIGURATION: POWER CONFIGURATION:

Landing Gear DOWN -
Both Engines
Wing Flaps 400 -
Final Approach
Condition Levers HIGH RPM
-

AIRCRAFT LOADING: Power Levers FLT IDLE

-

Gross Weight ALL APPROVED

- Three-Seconds After Touchdown
C. G. Position ALL APPROVED
-
Condition Levers HIGH RPM
-

Power Levers GND IDLE

-

RUNWAY CONDITIONS: SYSTEM LOADS:

Surface Type PAVED
-
Environmental System
Slope LEVEL
-
(Cabin Depressurized) -
ON
Precipitation DRY-
.
Anti-Ice Deice Systems -
OFF

SCHEDULED VARIABLES:
Speed at 50-Ft Height -
See Figure 4-15
Power Lever Position -
See Power Configuration Above

EXAMPLE:

Given: Free Air Total Temperature = 50oF

Field Pressure Altitude = 2000 FT
Aircraft Gross Weight = 7000 LBS
Wind Component = 10 KTS CAS (Headwind)
Find• From Figure 4-15
Landing Distance from 50-Ft Height = 1700 FT

FAA Approved 6/5/67

4-29
 680V
SECTIONIY FLIGHT MANUAL
PERFORMANCE

LANDING SPEED AT 50-FT HEIGHT

CONDITIONS:

1. Landing Gear DOWN

-
4. Anti-ice Deice Systems OFF
-

2. Wing Flaps -
400 5. Gross Weight -
ALL APPROVED
3. Environmental System -
ON 6. C. G. Position-
ALL APPROVED
(cabin depressurized)

9200

8800

8400

8000

7600

7200

6800

6400
98 100 102 104 106 108 110
SPEED AT 50-FT HEIGHT -
KTS (CAS)

Rgure 4-14.
4-30 FAA Approved 6/5/67
 680V
FLIGHT MANUAL SECTIONIV
PERFORMANCE

ALTITUDEPOSITION CORRECTION

Figure 4-16 or 4-17 presents the position correction for the altimeter system as a function of instrument cor-
rected pressure altitude and for three aircraft configurations: takeoff, clean cruise, and landing. The clean
cruise configuration applies to both twin and single-engine clean conditions. The landing configuration also in-
cludes the balked landing climb condition.

Position corrections arise because of the influence of various aircraft components, particularly the wing flap,
on the altimeter static pressure source. This influence causes the pressure sensed at the source (and measured
by the altimeter) to differ slightly from the true value.

The position corrections of Figure 4-16 or 4-17 are corrections to be added to the instrument corrected pressure
altitude. As used here, this means simply that the sign of the position correction is followed, whether positive
or negative.

Position corrections are in addition to, and completely separate from, altimeter instrument corrections. In-
strument corrections are caused by small mechanical defects in the instrument and must be obtained from cali-
brations of the individual altimeter being used.

To obtain pressure altitude (PA), use the following procedure:

1. Set the barometric scale (Kollsman Window) to 29. 92 inches of mercury, and read the indicated
pressure altitude directly from the face of the altimeter.
2. Apply the appropriate instrument correction to obtain instrument corrected pressure altitude (ICPA).

3. From Figure 4-16 or 4-17 obtain the position correction for the configuration and instrument cor-
rected pressure altitude involved.

4. Add the position correction to the instrument corrected pressure altitude to obtain the calibrated
pressure altitude.

If the instrument correction is not known, it will frequently be acceptable to omit it. The result is technically .

not pressure altitude, because of instrument error, but it will be acceptably close in most practical situations.

CONDITIONS:
GEOMETRIC CONFIGURATIONS

CONDITION TAIŒOFF -
CLEAN CRUISE LANDING
Landing Gear -
DOWN UP DOWN
Wing Flaps -
10o Oo 40o

POWER CONFIGURATION:
(All Conditions) Sufficient Power for Steady, Level Flight

AIRCRAFT LOADING:
Gross Weight ALL APPROVED
-

C. G. Position ALL APPROVED

-

SYSTEM LOADS:
Environmental System -
ON
Anti-Ice Deice Systems -
OFF

FAA Approved 6/5/67 4-33

 680V
SECTION IV FLIGHT MANUAL
PERFORMANCE

ALTITUDEPOSITION CORRECTION (CONTD)

EXAMPLE:

In the example below, it is assumed that appropriate instrument corrections for the altimeter are avail-
able and have been made. The position correction is then applied as illustrated below:

Given: Twin-Engine Clean Cruise

Landing Gear -
UP
Wing Flaps -
0°
Instrument Corrected Pressure Altitude = 5000 FT
Instrument corrected Airspeed = 190.0 KTS

Find: From Figure 4-16

Altimeter Position Correction = -60
FT

Calibrated Pressure Altitude = 5000 + (-60) = 4940 FT

For Aerodynnmic Radome Nose

From Figure 4-17
Altimeter Position Correction = -22
FT

Calibrated Pressure Altitude = 5000 + (-22 ) = 4978 FT

4-34 FAA Anoroved 6/5/67

o
CONDITIONS:

- -
1. Environmental System ON 3. Gross Weight ALL APPROVED
- -
2. Anti-ice Deice Systems OFF 4. C. G. Position ALL APPROVED

TAKEOFF CRUISE LANDING

- - -
1. Landing Gear DOWN 1. Landing Gear UP 1. Landing Gear DOWN
-
100 - -

2. Wing Flaps 2. Wing Flaps 00 2. Wing Flaps 40

C

CORRECTION TO BE ADDED TO OBTAIN CALIBRATED PRESSURE ALTITUDE ..-

m
-4

-
z
- - . .
40 : . C
o m

o
- --- --- ...-.
o
o 2
z
o C
o
-40

-80-

100 120 140 160 180 200 220 240 260

-
INST CORR AIRSPEED MPH
 680V
SECTION IV FLIGHT MANUAL
PERFORMANCE

ALTITUDEPOSITION CORRECTION
(WITH AERODYNAMIC RADOME NOSE)
POWER FOR STEADY, LEVELFUGHT
SUFFIC1ENT

CONDITIONS:

1. Environmental System -
ON 3. Gross Weight -
ALL APPROVED
2. Anti-Ice Deice Systems -
OFF 4. C. G. Position -
ALL APPROVED

TAIŒOFF CRUISE LANDING

1. Landing Gear DOWN -

1. Landing Gear UP -
1. Landing Gear DOWN -

2. Wing Flaps 10 -
2. Wing Flaps 0 -
2. Wing Flaps 40° -

CORRE CTION TO BE ADDED TO OBTAIN CALIBRATED PRESSURE ALTITUDE

INST CORRE CTED AIRSPEED -

KTS
60 80 100 120 140 160 180 200 220
60

40

20

-200

-40

Ï s « 1 v II r
' Í . i I i I
-60

60 80 100 120 140 160 180 200 220 240

INST CORRECTED AIRSPEED -

MPH

Figure 4-17.
4-36 FAA Approved 6/5/67
 680V
FLIGHT MANUAL SECTION IV
PERFORMANCE

AIRSPEED POSITION CORRECTION

Figure 4-18 or 4-19 presents the position correction for the airspeed system as a function of instrument cor-
rected airspeed and for three aircraft configurations: takeoff, clean cruise, and landing. The clean cruise
configuration applies to both twin and single-engine clean conditions. The landing configuration also includes
the balked landing climb condition.

Position corrections arise because of the influence of various aircraft components, particularly the wing flap,
on the airspeed static pressure source. This influence causes the pressure sensed at the source (and measured
by the airspeed indicator) to differ slightly from the true value.

The position corrections of Figure 4-18 or 4-19 are corrections to be added to the instrument corrected air-
speed. As used here, this means simply that the sign of the position correction is followed, whether positive
or negative.

Position corrections are in addition to, and completely separate from, airspeed instrument corrections. In-
strument corrections are caused by small mechanical defects in the instrument and must be obtained from cali-
brations of the individual indicator being used.

To obtain calibrated airspeed (CAS), use the following pi•ocedure:

1. Read the indicated airspeed (IAS) directly from the indicator face.

2. Apply the appropriate instrument correction to obtain instrument corrected airspeed (ICAS).

3. From Figure 4-18 or 4-19 obtain the position correction for the configuration and instrument cor-
rected airspeed involved.

4. Add the position correction to the ICAS.to obtain the calibrated airspeed.
If the instrument correction is not known, it may be acceptable to omit it. The result is technically not CAS,
because of instrument error, but it will be acceptably close in many practical situations.

CONDITIONS: See Figure 4-18 or 4-19

EXAMPLE:

Given: Twin-Engine Clean Cruise

Landing Gear UP
-

Wing Flaps 0°
-

Instrument Corrected Airspeed = 190 KTS (218 MPH CAS)

Find• From Figure 4-18

Airspeed Position Correction = -2.
7 KTS

Calibrated Airspeed = 190. O KTS +(-2.7) = 187. 3 KTS (CAS)

For Aerodynamic Radome Nose

From Figure 4-19

Airspeed Position Correction = -1.
O KT

Calibrated Airspeed = 190.0 KTS+(-1) = 189.0 KTS (CAS)

FAA Approved 6/5/67 4-37

 M

CONDITIONS: og
1. Environmental Systems
Anti-ice Deice Systems
-

-
ON 3. Gross Weight -

-
ALL APPROVED
12
2. OFF 4. C, G. Position ALL APPROVED
O
N
TAKEOFF CRUISE LANDING

- - -

l. Landing Gear DOWN 1. Landing Gear UP 1. Landing Gear DOWN

2. Wing Flaps -
10 2. Wing Flapa 0°-
2. -
40
Wing Flaps

CORRECTION TO BE ADDED TO OBTAIN CALIBRATED AIRSPEED

us

-
:M
2 ¢%

RR
2! O to
e
e
O to
• o 2
a
-2-
O C
o

O
M -4
z

6
100 120 140 160 180 200 220 240 260
-
INST CORR AIRSPEED MPH
 AIRSPEED POSITION CORRECTION
(WITH AERODYNAMIC RADOME NOSE)
o SUFFICIENTPOWER FOR STEADY, LEVEL FLIGHT

CONDITIONS:

- -
1. Environmental System ON 3. Gross Weight ALL APPROVED
Anti-ice Deice Systems - -

2. OFF 4. C. G. Position ALL APPROVED

TAIŒOFF CRUISE LANDING

- - -
1. Landing Gear WN 1. Landing Gear UP 1. Landing Gear DOWN
2. Wing Flaps 10 -
2. Wing Flaps 0 -
2. Wing Flaps 40° -

CORRECTION TO BE ADDED TO OBTAIN CALIBRATED AIRSPEED

-
INSTRUMENT CORRECTED AIRSPEED KTS
100 .0 260 2° 0
60 E0 1 1 0 0 1 10
4

CQEAN C)tBISE
T.O.
o (FL 19 10 I)EG)

Q 1 I

-3--- -
•

-4-

.1.1 1.1.1, .1.1.1.1.1.1,;. .1

100 120 140 160 180 200 L20 240

-

INSTRUMENT CORRECTED AIRSPEED MPH

o
 680V
FLIGHT MANUAL LOG OF SUPPLEMENTS

LOG OF SUPPLEMENTS

Supplement No. Title FAA Approved Date

1 H-14 Autopilot System -

Honeywell
(Pages 1-1 thru 1-4)

2 Propeller Deicing System (Electric)

(Page 2-1 thru 2-2)

3 Wing and Empennage Deicer System -

5890126 (Pneumatic) (Pages 3-1 thru 3-2)

4 Windshield Alcohol System

(Page 4-1)

5 Bendix Model M-4 or M-4C Autopilot

(Pages 5-1 thru 5-3) .

.
6 Alternate Static Source
(Pages 6-1 thru 6-2)

7 Flight Into Known Icing Conditions

(Pages 7-1 thru 7-2) DOA SW-2 6/5/67

8 AP-103F Autopilot Collins

-

(Pages 8-1 thru 8-4) DEL OP PC-203 10/23/68

9 Cold Climate Heater Kit (880537)

(Page 9-1 thru 9-2)
DEL OP PC-203 12/5/72

Page 1
 6 80V
FU GHTM AN UAL Log of Revisions to Supplements

LOG OF REVISIONS TO SUPPLEMENTS

Revised
Revision Supplement Description of Revision FAA
Number Number Approved Date

1 2 Revised page 2-1.

Del Op. PC-203 8/14/67

1 1 Revised pages 1-1, 1-2, and 1-3

Del Op. PC-203 3/9/70

2 1 Revised page 1-1

Del Op. PC-203 3/15/73

1 5 Revised page 5-1

Del Op. PC-203 3/15/73

1 8 Revised page 8-1 Del Op. PC-203 3/15/73

I
 680V
FLIGHT MANUAL SUPPLEMENT 1

SUPPLEMENT1
H-14 AUTOPILOT SYSTEM-HONEYWELL

INTRODUCTION

When the Honeywell H-14 Autopilot System is installed in the Model 680V Turbo Commander, this Supple-
ment will apply and become a part of/and must be placed in the Airplane Flight Manual. For illustrated
flight procedures, see Honeywell's Pilot Guide for H-14 Adaptive Autopilot System.

SECTION I
LIMITATIONS

1. Maximum speed for autopilot operation Vmo•

2. Pilot must remain in pilot's seat with seat belt fastened during autopilot operation.
3. Do not override autopilot to increase angle of bank and/or pitch.
4. Extend and retract flaps in 10-degree increments.
5. Do not fly the aircraft unless autopilot valve test is satisfactorily completed.
6. Do not operate autopilot when autopilot overpressure light is illuminated.
7. Autopilot must not be used during takeoff or landing.

Placard -
AUTOPILOT MUST BE OPERATED IN ACCORDANCE WITH APPROVED FLIGHT MANUAL.

SECTION Il
NORMAL OPERATIONS

Before Takeoff

1. All circuit breakers IN. -

2. Autopilot master switch ON. -

3. Autopilot overpressure light OUT (press-to-test).

-

4. Autopilot valve test ACCOMPLISH.

-

a. Autopilot ENGAGE.
-

b. Autopilot pitch command wheel ROTATE. -

(1) Elevator trim wheel should rotate for same condition as selected by autopilot pitch
command wheel.
(2) Note presence of elevator force.
c. Autopilot valve test switch PRESS and hold. -

(1) Elevator trim wheel should stop rotating.

(2) Elevator trim wheel is free to rotate manually.
(3) Note absence of elevator force.

L- J
If any part of the autopilot valve test fails, the shutoff valve is not closing
properly and the possibility of an elevator trim tab runaway exists. DO
NOT FLY AIRCRAFT UNTIL THE FAULT IS CORRECTED.

5. Autopilot ground check -

COMPLETED.
6. Autopilot engage switch -
OFF.

After Takeoff

1. Aircraft -
TRIM.
2. Autopilot turn control knob and pitch trim indicator -
CENTER.
3. Autopilot engage switch ON.
-

FAA Approved 6/5/67 Supplement 1-1

Revised 3/15/73
 680V
FLIGHT MANUAL SUPPLEMENT 1

NOTE

The aircraft can be maneuvered through 20 degrees up or down pitch with the
pitch command wheel and up to 30 degrees of bank with the autopilot turn control
knob. Rudder is automatically coordinated during turns.

4. Altitude switch ON (after level flight is attained).

-

Pressure altitude of aircraft will be held when autopilot altitude switch is placed in ON position.
Altitude switch will automatically disengage when pitch of the aircraft is changed with autopilot
pitch command wheel or when altitude switch is placed in OFF position.
5. Desired heading SET. -

6. Heading select switch ON. -

Aircraft will turn to the selected heading at a 22° bank angle (maximum).

NOTE
Further heading changes can be made by repositioning heading selector to any
heading desired. The autopilot heading select function may be disengaged by:
(1) moving turn control out of center (detent) position, (2) engaging ILS/VOR
mode, or (3) by placing the heading select switch to the OFF position.

AUTOMATIC OMNI COUPLING

1. OlvlNI bearing selector and heading selector SET (to desired radial).
-

2. ILS/VOR switch ON (approximately

-
30 seconds after setting OMNI bearing selector).
Aircraft will intercept desired radial at a 45o angle.

NOTE
When the aircraft is within 10o of the selected radial, it will begin a gradual
intercept of the radial and track.

AUTOMATIC ILS APPROACH

1. Fly outbound and begin procedure turn INITIATE. -

Fly outbound and start procedure turn with heading control or turn control knob and descend to
authorized procedure turn altitude and level off using pitch command wheel.
2. Altitude switch ON. -

Complete procedure turn with turn control knob.

3. ILS switch ON (with turn control knob centered and ILS localizer needle off the peg).
-

The aircraft will automatically bracket the beam.

4. Landing gear DOWN.-

5. Wing flaps AS REQUIRED.

-

6. Aircraft attitude CHECK. -

Check aircraft attitude by momentarily placing altitude switch in OFF position and trimming air-
craft with pitch command wheel if necessary.

NOTE
When aircraft intercepts glide path, altitude switch will automatically disengage
and glide slope coupler will command the proper pitch control to hold aircraft
on the glide path.

7. Power levers -
AS DESIRED.

NOTE
If glide slope transmitter of ILS system is inoperative or if a glide slope
receiver is not included in the aircraft equipment, fly letdown with the
pitch command wheel.

8. Autopilot -
DISENGAGE (before landing).

FAA Approved 6/5/67

Revised 3/9/70 Supplement 1-2
 680V
FLIGHT MANUAL SUPPLEMENT 1

AUTOMATIC BACK COURSE LOCALIZER COUPLING (Autopilot equipped with automatic back course localizer
coupler).

1. Localizer -
B(TERCEPT (at 45o or less).
After localizer has been intercepted fly the descent with the pitch command wheel.

NOTE

The initial orientation of the approach may be flown as noted in the Automatic
ILS Approach procedure.

2. ILS REVERSE course switch PRESS (during procedure turn or when flying inbound to localizer
-

on a radar-vectured approach).
3. Altitude switch ON (at authorized altitude).
-

4. ILS switch ON (when localizer needle begins to move).

-

The aircraft will smoothly bracket the back course localizer.

5. Landing gear DOWN (when descent fix or marker is reached).
-

6. Wing flaps AS REQUIRED. -

7. Aircraft altitude DESCEND (with pitch command wheel).

-

, 8. ILS switch OFF (when aircraft reaches authorized minimum for back course localizer).
-

9. Autopilot DISENGAGE (before landing).

-

After Landing

1. Reverse course indicator -

EXTINGUISHED.

SECTION III
EMERGENCY PROCEDURES

Autopilot Overpressure Light -

Illuminated.

1. Autopilot -
DISENGAGE.

Maximum Altitude Loss (during malfunction tests):

1. Cruise 260-
ft.
2. ILS approach (with ILS coupled) 100 ft. -

3. ILS approach (without ILS coupled) 100 ft. -

4. ILS approach (engine out, with ILS coupled) 100 ft. -

5. ILS approach (engine out, without ILS coupled) 100 ft. -

Autopilot Disengagement

The autopilot may be disengaged by performing one of the following.

1. Pilots control wheel disconnect button -

PRESS.
2. Autopilot engage switch OFF. -

3. Autopilot master switch OFF. -

Overpower of Autopilot

The autopilot may be overpowered by forces on control wheel or rudder pedals proportional to the amount of
overpower needed up to a maximum of:

Rudder -
60 lbs
Aileron -
22 lbs
Elevator -
40 lbs

FAA Approved 6/5/67

Revised 3/9/70 Supplement 1-3
 680V
FLIGHT MANUAL SUPPLEMENT 1

Engine-Out Procedures

1. For any single-engine emergency occurring at other than automatic ILS coupler approaches, handle
the emergency and then trim aircraft rudder with autopilot still engaged. When autopilot is disen-
gaged, there will be a slight tendency of aircraft to bank into dead engine.
2. For engine failure during approach (ILS) with autopilot on, monitor heading and trim rudder manu-
ally for ball center.
3. With one engine or generator inoperative, select continuous electrical services so that generator
output does not exceed current rating.

SECTION IV
PERFORMANCE
No Change.

FAA Approved 6/5/67 Supplement 1-4

 680V
FLIGHT MANUAL SUPPLEMENT 2

SUPPLEMENT2
PROPELLERDEICING SYSTEM (5890284)
. INTRODUCTION

When the propener deicing system is installed on the Model 680W Aero Commander, this Supplement
must be placed in the Airplane Flight Manual.

A neoprene ice guard which contains embedded electrical heating elements, is bonded to each propeller
blade. When the propener deice switch is placed in the ON position, an electronic timer alternately di-
rects 28 volts dc, in thirty-second intervals, to the outboard and inboard heating elements of the right
propeller blades. The timing sequence is then repeated for the left propener before returning to the
right propener.

SECTION I
LIMITATIONS

Ambient temperatures must be below 40°F for continuous operation of propeller deicing system.

Placard -
FLIGHT INTO KNOWN ICING CONDITIONS PROHIBITED.

SECTION 11
NORMAL PROCEDURES

Before Takeoff

1. Propener deice switch -

ON (2 minutes minimum).
2. Ammeters OBSERVE.
-

The total ammeter reading for both ammeters must increase 14-18 amps with a momentary deflection
of the ammeter pointer every thirty seconds.

After Takeoff

1. Propener deicing AS DESIRED.

-

The propener deice system may be operated at the pilots discretion at temperatures below 400F.
2. Ammeters OBSERVE.
-

The total ammeter reading for both ammeters must increase 14-18 amps when the propeller deicer
switch is in the ON position.

SECTION lli
EMERGENCY PROCEDURES

Engine Failures

1. Electrical loads MONITOR.

-

Do not exceed generator capacity.

System Failures

Propeller Deicing System

1. Zero amperage indication.

After 30 seconds reset circuit breaker. If ammeter does not indicate deicer operation turn system
OFF.
2. Low amperage indication.
Propeller deicer operation may continue unless serious propener unbalance results from irregular
ice throw-off.

FAA Approved 6/5/67 Supplement 2-1

 680V
FLIGHT MANUAL SUPPLEMENT 2

3. Amperage indication between 18-23 amps.

PropeUer deicer operation may continue unless serious propeUer imbalance results from irregular
ice throw-offs.
4. Amperage indication in excess of 23 amps.
PropeUer deicing must be discontinued unless required for safety of flight.

SECTION IV
PERFORMANCE

No Change.

FAA Approved 6/5/67 Supplement 2-2

 680V
FLIGHT MANUAL SUPPLEMENT 3

SUPPLEMENT3
WING AND EMPENNAGE DEICER SYSTEM-5890126 (PNEUMATIC)

INTRODUCTION

When the 5890126 Wing and Empennage Deicer System is installed on the Model 680V Aero Commander,
this Supplement must be placed in the Airplane Flight Manual.

The wing and empennage deicer system utilizes regulated engine bleed air for surface boot inflation and
deflat‡on. Normal inflation and deflation of the surface boots is automatically controlled by an electric
timer.

SECTION I
OPERATING LIMITATIONS

Intentional stalls are prohibited when the surface deicer system is in operation.

Placard -
DEICER TO BE OFF DURING TAKEOFF AND LANDING.

SECTION II
NORMAL PROCEDURES

The surface deicer system is controlled by the deicer switches located in the overhead control panel.

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
operat‡on of the wing and empennage deicer system is 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 deicer system may be continued; however, the pressure regu-
lator must be replaced prior to subsequent flight. The lower red are indicates insufficient bleed air
pressure for proper deicer operation. The upper scale red arc indicates excessive bleed air pressure.
Deicer operation is NOT PERMITTED when bleed air pressure is excessive.

Before Taxiing

1. Regulator pressure gage -

GREEN ARC.
2. Auto/single cycle deicer switch SINGLE CYCLE (observe inflation and deflation of deicer
-
boots).
3. Wing/empennage deicer switch WING (press for 6 seconds and observe boot inflation).
-

After Takeoff

Single Cycle Operation

1. Regulator pressure gage GREEN ARC.

-

2. Auto/single cycle deicer switch SINGLE CYCLE (momentarily).

-

MOTE
Single cycle operation provides a pulse to the wing boots which
is followed by a pulse to the empennage boots. After completion
of a single cycle the pilot may re-energize the single cycle ope-
ration at his discretion.

FAA Approved 6/5/67 Supplement 3-1

 680V
FLIGHT MANUAL SUPPLEMENT 3

Automatic (AUTO) Cycle Operation

1. Regulator pressure gage GREEN ARC.

-

2. Auto/single cycle deicer switch AUTO. -

It is recommended that surface boots be operated when the ice

formation on wing leading edge is between 1/32 and 1/8 inch
thick. When switching from automatic cycle to single cycle
operation, allow switch to rest in OFF position for 1 second.

Override Operation

Actuation of the wing/empennage deicer switch provides instantaneous operation of the surface deicer
system or permits override of the normal system in the event the normal system timer fails.

1. Regulator pressure gage -

GREEN ARC.
2. Wing/empennage deicer switch WING (press for 6-10 seconds).
-

EMP (press for 6-10 seconds).

-

MOTE
Override operation may be utilized at the pilots discretion regard-
less of the position of the normal surface control switch.

SECTION III
EMERGENCY PROCEDURES

No Change.

SECTION IV
PERFORMANCE

No Change.

FAA Approved 6/5/67 Supplement 3-2

 680V
FLIGHT MANUAL SUPPLEMENT 4

SUPPLEMENT4
WINDSHIELD ALCOHOL SYSTEM

INTRODUCTION

This supplement must be attached to the FAA Approved 680V Aero Commander Flight Manual when the
Windshield Alcohol System is installed in accordance with Aero Commander drawing 5890280. The in-
formation contained herein supplements the basic Airplane Flight Manual. For limitations, procedure,
and performance information not contained in this supplement, consult the basic Airplane Flight Manual.

SECTION 1
LIMITATIONS
Alcohol reservoir usable capacity 3 U. S. Gallons
Minimum Flow 2. 06 G. P. H.
Maximum Flow 2. 92 G. P. H.

Placard -
WARNING THIS AIRPLANE NOT FULLY EQUIPPED FOR FLIGHT IN KNOWN ICING
CONDITIONS.

SECTION 2
NORMAL PROCEDURES

Exterior Inspection

1. Windshield alcohol level -

CHECK

After Takeoff:

1. Windshield alcohol switch ON (if desired)

-

2. Windshield alcohol flow control AS REQUIRED.

-

SECTION 3
EMERGENCY PROCEDURES

No change.

SECTION 4
PERFORMANCE

No change.

FAA Approved 6/5/67 Supplement 4-1

 6ŠOV
FLIGHT MANUAL SUPPLEMENT 5

SUPPLEMENT5
BENDIX MODEL M-4 OR M-4C AUTOPILOT
INTRODUCTION

This Supplement must be attached to the FAA Approved 680V Aero Commander Flight Manual when the
Bendix M-4 or M-4C Autopilot System is installed in the airplane in accordance with approved Aero Com-
mander data. The information contained herein supplements the basic Airplane Flight Manual. For
limitations, procedures, and performance information not contained in this supplement, consult the basic
Airplane Flight Manual. For illustrated flight procedures, see Bendix M-4 Pilot's Instruction Manual.

SECTION 1
LIMITATIONS
1. Maximum speed for autopilot operation Vmo• -

2. Pilot must remain in pilot's seat with seat belt fastened during autopilot operation.
3. Do not override autopilot to increase angle of bank and/or pitch.
4. Adjust rudder trim to compensate for asymmetric power in the event of a failed engine.
5. Course director function can not be activated during autopilot operation.
6. Autopilot must not be used during takeoff or landing.

SECTION 2
NORMAL PROCEDURES

Before Takeoff:

1. All circuit breakers IN. -

2. Autopilot master switch ON. -

3. Autopilot ground check COMPLETED. -

4. Autopilot engage switch OFF. -

After Takeoff:

1. Aircraft -
TRIM.
2. Autopilot turn control knob and pitch trim indicator -
CENTERED.
3. Autopilot engage switch ON. -

NOTE
The aircraft can be maneuvered through 20o up or down pitch
with the pitch command wheel and up to 30o of bank with the
autopilot turn control knob. Rudder is automatically coordinated
during turns.

4. Altitude switch ON (after level flight is attained). Pressure

-
altitude of aircraft will be held when
autopilot altitude switch is ON. Altitude switch will automatically disengage when pitch of aircraft
is changed with autopilot pitch command wheel or when glideslope mode is activated.
5. Desired heading SET. -

6. Heading select switch ON. -

Aircraft will turn to selected heading at a 25° bank angle (maximum).

N OTE
Further heading changes can be made by repositioning heading
selector to any heading desired. The autopilot heading function
may be disengaged by: (1) movîng turn control out of center
(detent) position, (2) engaging capture switch.

FAA Approved 6/5/67

Revised 3/15/73 Supplement 5-1
 680V
FLIGHT MANUAL SUPPLEMENT 5

AUTOMATIC OMNI COUPLING

1. OMNI bearing selector and heading selector SET (to desired radial). -

2. Capture switch ON. The aircraft will turn at a maximum bank angle of 25° to the selected OMNI
-

bearing. The aircraft intercept course will be no more than 60° to the selected OMNI course.
3. Track switch ON (when aircraft is established
-
on OMNI beam).

AUTOMATIC ILS APPROACH

1. Fly outbound and begin procedure turn INITIATE. Fly outbound and start procedure
-
turn with
heading control or turn control knob and descend to authorized procedure turn altitude and level
off using pitch command wheel.
2. Altitude switch ON. Complete procedure
-
turn with turn control knob.
3. Inbound localizer course SELECT. -

4. Capture switch ON. The aircraft will turn at a maximum bank angle of 25° into the localizer inter-
-

cept heading. The intercept heading course will be no more than 600 to the selected localizer head-
ing.
5. Track switch ON (when established
-
on localizer beam).
6. Landing gear DOWN. -

7. Wing flaps AS REQUIRED.

-

8. Aircraft attitude CHECK. Trim aircraft with pilot command wheel if necessary.
-

9. Glideslope switch ON (when glideslope is intercepted).

-

NOTE
To prevent unexpected pitch changes, glideslope needle should
be centered when G/S switch is engaged.

10. Power levers -

AS DESIRED.

NOTE
If glideslope transmitter of ILS system is inoperative or if a
glideslope receiver is not included in the aircraft equipment,
fly letdown with pitch command wheel.

11. Autopilot -
DISENGAGE (at middle marker).

AUTOMATIC BACK COURSE LOCALI2;ER COUPLING APPROACH (Autopilot equipped with Automatic Back
Course Localizer Coupler).

1. Localizer SET (to outbound back course).

heading -

2. Norm/Rev REV. Steer the aircraft to within 90o of the back course heading using HDG Imob.
switch -

3. Capture switch ON. The aircraft will smoothly bracket the back course localizer.
-

4. Track switch ON (when established on localizer beam).

-

5. Aircraft altitude DESCEND (with pitch command wheel).

-

6. Landing gear DOWN (when descent fix or marker is reached).

-

7. Wing flaps AS REQUIRED.

-

8. Autopilot DISENGAGE (when aircraft reaches authorized minimum for back course localizer).
-

9. Norm/Rev switch NORM. -

SECTION 3
EMERGENCY PROCEDURES

Maximum Altitude Loss (during malfunction tests):

1. Cruise -
120 FT.
2. ILS approach (with ILS coupled) 35 FT. -

3. ILS approach (without ILS coupled) 50 FT. -

4. ILS approach (engine out, with ILS coupled) 40 FT. -

5. ILS approach (engine out, without ILS coupled) 55 FT. -

FAA Approved 6/5/67 Supplement 5-2

 680V
FLIGHT MANUAL MANUFACTURERS DATA
TAKEOFF
WIN-ENGINE TAKEOFF DISTANCE TO 50-FT HEIGHT (V = 1.11 VS1
-
TAKEOFF POWER (5 MIN LIMIT) 100% RPM (BOTH ENGINES)
CONDITIONS:
- -
1. Landing Gear DOWN 4. Anti-ice Deice Systems OFF
- -
2. Wing Flaps 100 5. Gross Weight ALL APPROVED
- -
3. Environmental System ON 6. C. G. Position ALL APPROVED
(cabin depressurized)
Scheduled Lift-off and Climb-Out Speed: 1. 11 Ys1
. .
0000 8000
7000 7000
6000 0000 8
3000 3000
2000 3000
- --
1000 1
-80 -40
0 40 80 120 9200 8800 8400 8000 7600 7200 6800 6400 0 20
- -

REPORTED
OUTSIDE AIR TEMPERATURE F GROSS WEIGHT LBS -
WIND KTS
Figure 8.
17/18
 680V
FLIGHT MANUAL MANUFACTURERS DATA
TAIQBOFF
TWIN-ENGINE TAKEOFF CLIMB -
RATES OF CLIMB
-
TAKEOFF POWER (5 MIN LIMIT) 100% RPM (BOTH ENGINES)
CONDITIONS:
- -
1. Landing Gear DOWN 4. Anti-Ice Deice Systems OFF
- -
2. Wing Flaps Oo 5. Gross Weight ALL APPROVED
- -
3. Environmental System ON 6. C. G. Position ALL APPROVED
(cabin depressurized)
Scheduled Shaft Horsepower Per Engine: See Figure 4
Scheduled Lift-Off and Climb-Out Speed• 100 KTS CAS (115 MPH CAS)
3000
3200
2000
2400
' 2000
----- - --- --- -
1600
1200
....
8 00
400
-80 -40
0 40 80 120 160 9600 9200 8800 8400 8000 7600 7200 6800 6400
- -
FREE AIR TOTAL TEMPERATURE (SCOTT GAGE) °F GROSS WEIGHT LBS
Figure 5.
11/12
 680V
FLIGHT MANUAL MANUFACTURERS DATA
TAKEOFF
TWIN-ENGINE TAKEOFF DISTANCE TO 50-FT HEIGHT
-
TAKEOFF POWER (5 MIN LIMIT) 100% RPM
CONDITIONS:
- -
1. Landing Gear DOWN 4. Anti-Ice Deice Systems OFF
-
2. Wing Flaps -.Oo 5. Gross Weight ALL APPROVED
- -
3. Environmental System ON 6. C. G. Position ALL APPROVED
(cabin depressurized)
Scheduled Shaft Horsepower: See Figure 2
Scheduled Lift-Off and Climb-Out Speed• 100 KTS CAS (115 MPH CAS)
3000 0000
7000 7000
0000 6000
5000 5000
1000 1000
0000 "000
000
•'
1000 1000
-80 -40
0 40 80 120 9200 8800 8400 8000 7600 7200 6800 6400 0 20
REPORTED
-
OUTSIDE oF -
-
AIR TEMPERATURE GROSS WEIGHT LBS WIND KTS
Figure 3.
7/8
 680V
FLIGHT MANUAL MANUFACTURERS DATA
CRUIßE CONTROL
TWIN-ENGINE -
NORMAL CLIMB RATES OF CLIMB
-
(MAXIMUM CONTINUOUS POWER 100% RPM)
CONDITIONS:
- -
1. Landing Gear UP 4. Anti-Ice Deice Systems OFF
- -
2. Wing Flaps Oo 5. Gross Weight ALL APPROVED
- -
3. Environmental System ON 6. C. G. Position ALL APPROVED
Scheduled Shaft Horsepowei Per Engine: See Figure 1
Scheduled Climb Speed: Se 2 Figure 2
3600 3600
3200 3200
2000 2000
2400 2100
-- --- -a -
- 2000
000
1GOO 1600
1100 1200
000 .... 000
400 100
o 0
100 400
- -40
10 0 40 80 110 9200 8800 8400 8000 7600 7200 6800 6400 6030
- -
FREE AIR TOTAL TEMPERATURE (SCOTT GAGE) F AIRCRAFT GROSS WEIGHT LBS
Figure 3.
7/8
 680V
FLIGHT MANUAL SECTION IV
PERFORMANCE
TWIN-ENGINE -
TAKEOFF DISTANCE TO 50 FT HEIGHT
-
TAKEOFF POWER (5 MIN LIMIT) 100% RPM
CONDITIONS:
- -
1. Landing Gear DOWN 4. Anti-ice Deice Systems OFF
- -
2. Wing Flaps 100 5. Gross Weight ALL APPROVED
- -
3. Environmental System ON 6. C. G. Position ALL APPROVED
(cabin depressurized)
Scheduled Lift-Off and Climb-Out Speed: 97 KTS CAS (112 MPH CAS)
MAX ALLOWABLE GROSS WT
9400 LBS
.
6000 8000
7000 7000
GOOO 0000 A
5000 0000
3000 3000
2000 2000
1000 1000
-80
0 0 40 80 120 9200 8800 8400 8000 7600 7200 6800 6400 0 10 20 30
-
-
OUTSIDE AIR TEMP -L°F. AIRCRAFT GROSS WT LBS KTS .
REPORTED WIND
Figure 4-4.
4-11/4-12
 680V
FLIGHT MA NUAL SECTION IV
PERFORMANCE
TWIN-ENGINE -
NORMAL CLIMB RATES OF CLIMB
-
(MAXIMUM CONTINUOUS POWER 100% RPM)
CONDITIONS:
- -
1. Landing Gear UP 4. Anti-ice Deice System OFF
-

10° 5. Gross Weight -

2. Wing Flaps ALL APPROVED
- -
3. Environmental System ON 6. C. G. Position ALL APPROVED
Scheduled Shaft Horsepower Per Engine: See Figure 4-7
Scheduled Climb Speed: See Figure 4-8
3600 3000
3200 3200
2000 2800
"100 2400
'
,u. i.sToi.T
000 2000
1600 1000
1200 1200
200
100 100
0 0
-400
400
-80 -
0 0 40 80 120 160 9600 9200 8800 8400 8000 7600 7200 6800 6400 6030
- -
FREE AIR TOTAL TEMPERATURE (SCOTT GAGE) F AIRCRAFT GROSS WT LBS
Figure 4-9.
4-19/4-20
 680V
FLIGHT MANUAL SECTIONIV
PERFORMANCE
SINGLE-ENGINE CLEAN CLIMB -
RATES OF CLIMB
- -
(OPERATING ENGINE MAXIMUM CONTINUOUS POWER 100% RPM)
-
(INOPERATIVE ENGINE PROPELLER FEATHERED)
CONDITIONS:
- -
1. Landing Gear UP 4. Anti-Ice Deice Systems OFF
- -
2. Wing Flaps Oo 5. Gross Weight ALL APPROVED Scheduled Shaft Horsepower Per Engine: See Figure 4-10
- -
3. Environmental fystem ON 6. C. G. Position ALL APPROVED Scheduled Cimb Speed 115 KTS CAS (132 MPH CAS)
1400 1400
1200 1300
"
iooo iooo
000 ..--
' 000
000 000
00 200
200 00
-400
400
-600
.
-f0 -«O O 43 80 120 160 96009200 8830 8430 8030 7630 7200 68306430 6030
-

oF -
FREE AIR TOTAL TEMPERATURE (SCOTT GAGE) AIRCRAFT GROSS WT LBS
Figure 4-11.
4-23/4-24
 680V
FLIGHT MANUAL SECTION IV
PERFORMANCE
TWIN-ENGINE BALKED LANDING -
RATES OF CLIMB
-
TAKEOFF POWER (5 MIN LIMIT) 100% RPM
CONDITIONS:
- -
1. Landing Gear DOWN 4. Anti-Ice Deice Systems OFF
- -
2. Wing Flaps 40° 5. Gross Weight ALL APPROVED
- -
3. Environmental System ON 6. C. G. Position ALL APPROVED
Scheduled Shaft Horsepower Per Engine: See Figure 4-12
Scheduled Climb Speed• 100 KTS CAS (115 MPH CAS)
1000 1000
acoo 3600
3200 3200
2000 2000
2400 2400
2000 000
1000 1000
1200 1233
"OO 800
8 DA
100 100
MP
n n
-80 -40
0 40 80 120 160 9600 9200 8800 8400 8000 7600 7200 6800 6400 6000
FREE AIR TØl'AL TEMPERATURE (SCOTT GAGE) -
°F AIRCRAFT GROSS WEIGHT -
LBS
Figure 4-13.
4-27/4-28
 680V
FU GHT MANUAL SECTION IV
PERFORMANCE
LANDING DISTANCES FROM 50-FT HEIGHT
(WITHOUT REVERSE THRUST)
CONDITIONS:
- -
1. Runway LEVEL, DRY, PAVED 3. Landing Gear DOWN
-
2. Both Engines Final Approach 4. Wing Flaps 40o
- -
a. Condition Levers HIGH RPM 5. Environmental System ON (cabin
-
Power Levers FLT IDLE depressurized)
-
b. Three seconds after touchdown 6. Anti-Ice Deice Systems OFF
- -
Condition Levers HIGH RPM 7. Gross Weight ALL APPROVED
- -
Power Levers GND IDLE 8. C. G. Position ALL APPROVED
3600 3600
3200 3200
900
-C 2000
2000 "000
1000 1000
1200 1200
ö00 000
400 4nn
-80 -40
0 40 80 120 9200 8800 8400 8000 7600 7200 6800 6400 0 20 40
- -
-
OUTSIDE AIR TEMP oF AIRCRAFT GROSS WT LBS REPORTED WIND KTS
Figure 4-15.
4-31/4-32