690a.b MM

ATP
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ATP Grid Index to Manufacturer’s Publications:
Twi n Commander A/C

690A 6900
Maintenance Manual
Section Topic
General Information
Title Page
List of Chapters (Table of Contents)
Manufacturer’s Introduction
Record of Revisions
Record of Temporary Revisions
List of Effective Pages
1 General Information
General Description
Principal Dimensions
Aircraft Structures
Aircraft Systems
2 Servicing
General Description
Ground Handling
Towing
Taxiing
Parking
Mooring
Jacking
Leveling
Emergency Procedures
Engine Ground Operation
Storage
Servicing
Engine Oil System
Landing Gear and Brake System
10/01/2002 Copyright Aircraft Technical Publishers Page 1 of 11
GC 0831 MM)
Section Topic
Batteries
Fuel System
Hydraulic System
Environmental System
Oxygen System
Windshield Wiper System
Ice Protection System
Airframe Maintenance
Fuselage Sealing
Main Cabin Door Bayonet Rigging Check
Cabin Door Seal
Windows and Windshields
Airframe Cleaning
Couch and Seats
Structural Repairs
Lubrication
Interim Change Notice dated 05/15/87
3 Hydraulics
General Description
General Maintenance Practices
Functional Test Procedures
Hydraulic System Components
Hydraulic Reservoir
Shutoff Valves
Engine-Driven Hydraulic Pump
Accumulator-Regulator
Hydraulic Pressure Gage
Landing Gear-Wing Flap Control Valve
Main Landing Gear Actuating Cylinders
Main Landing Gear Uplock Cylinder
Nose Landing Gear Actuating Cylinder
Wing Flap Actuating Cylinder
Parking Brake Valve
Power Brake Valves
Nose Wheel Steering Bypass Valve
Nose Wheel Steering Cylinder
Main Landing Gear Wheel Well Door Control Valve
Main Landing Gear Wheel Well Door Priority Valves
Main Landing Gear Wheel Well Door Metering Valve
GC 0831 MM)
Section Topic
Main Landing Gear Door Actuating Cylinders

Auxiliary Hydraulic System
Auxiliary Hydraulic System Pump
Auxiliary Hydraulic System Operational Check
4 Power Plant
General Description
Principles of Operation
Engine Cowling
Engine Mounting
Fire Detection System
Engine Control System
Engine Accessories and Systems
Accessories
Oil System
Fuel System
Fuel Purge System
Fuel Nozzles and Manifold
Fuel Filter
Ignition System
Exhaust System
Torque Sensing System
Torque Limiting System
Horsepower Indicator
Electrical System
Engine Preservation
Limited Preservation
Extended Preservation
Depreservation
Engine Change
Engine Removal
Engine Buildup
Engine Installation
Propeller
InterimChange Notice dated 07/20/89
General Description
Propeller Operation
Propeller Synchronization System
Propeller Disassembly
Propeller Reassembly
GC 0831 MM)
Section TopiC
Engine Controls
Fuel Control Unit
Propeller Controls
Propeller Blade Angle Setting
Engine Control Rigging
Control Cables
Handling and Storage
Installation Instructions
5 Fuel System
General Description
Fuel System Drains
Defueling and Refueling
Fuel Feed System
Fuel Sump
Fuel Shutoff Valve
Fuel Boost Pump
Fuel Screen and Fuel Filters
Fuel Vent System
Fuel Cells
Fuel Cell Removal
Fuel Cell Repair
Fuel Cell Installation
Wing Sealing
Fuel Quantity Indicating System
Fuel Quantity Indicators
Fuel Quantity Transmitters
Calibration Fuel Quantity System
Calibration Capacitance Fuel System
Fuel Low Lever Warning System
Fuel Flow Rate Indicating System
Fuel Flow Indicating System Maintenance
Approved Fuels
6 Landing Gear, Wheels and Brakes

General Description
Landing Gear Operation
Landing Gear Operation
Operation Check
Main Landing Gear
GC 0831 MM)
Section Tonic
Strut Operation
Removal
Installation
Strut and Wheel Well Doors
Uplocks
Nose Landing Gear
Removal and Disassembly
Reassembly and Installation
Nose Wheel Steering
Nose Gear Door Rigging
Landing Gear Position Indicators Warning System
Position Indicators Lights
Warning Horn
Wheels and Brakes
General Description
Main Wheel Removal and Disassembly
Main Wheel Reassembly
Main Wheel Installation
Measuring Brake Disk Wear Pads
Brake Removal and Disassembly
Brake Reassembly and Installation
Brake and Nose Wheel Steering System Bleeding
Nose Wheel Removal and Disassembly
Nose Wheel Reassembly and Installation
7 Flight Controls
General Description
Maintenance of Flight Controls
Control Cable Removal and Installation
Control Surface Balancing
General Balance Procedures
Balancing Instructions
Balance Adjustment
Flight Control Systems
Control Columns
Control Surface Trim Tab Free Play
Aileron Control System
Rudder Control System
Elevator Control System
Wing Flap Control System
GC 0831 MM)
Section ToDic

Wing Flap Position Transmitter
8 Instruments
General Description
Instrument Vacuum System
Vacuum Relief Valve
Vacuum Control Valve
Vacuum Gage
Vacuum Air Filter
Flight Instruments
Pitot-Static System
Alternate Static Pressure Source
Airspeed Indicator
Altimeter
Cabin Altitude and Differential Pressure Indicator
Rate-of-Climb Indicator
Cabin Rate-of-Climb Indicator
Directional Gyro Indicator
Altitude Gyro Indicator
Turn-and-Bank Indicator
Clock
Magnetic Compass
Flap Position Indicator
Rudder and Elevator Trim Tab Position Indicator
Aileron Trim Tab Position Indicator
Power Plant Instruments
Engine Gage Units
Tachometer Indicators and Generators
Horsepower Indicators
Inter Turbine Temperature System
Fuel Flow Rate Indicators
Fuel Consumed Totalizer
Miscellaneous Instruments
Hydraulic Pressure Gage
Regulated Bleed Air Pressure Gage
Fuel Quantity Indctr-Cntr Wing Lwr Fus Fuel Cells
Vol tammeters
Outside Air Temperature Indicator-Ambient Air
Instrument Panel
Removal and Installation
GC 0831 MM)
Section Topic
Instruments
Removal and Installation
Stall Warning System
9 Environmental
General Description
Principles of Operation
Air Supply and Distribution
Environmental System Components
Environmental System Jet Pump Assembly
Refrigeration Unit
Water Separator
Ground Blower
Defog Blower
Air Transition Tube and Plenum
Environmental System Controls
Cabin Pressure Controller
Cabin Pressurization System-Functional Test
Cabin Temperature Controls
Environmental Electrical System-Functional Test
Oxygen System
General
Oxygen System Checks and Repair
10 Electrical System
General Description
Power Distribution
Battery
Battery Temperature Monitoring System
External Power
Starter-Generator
Circuit Breaker Panel
Annunciator System
Annunciator Panel Lamp Replacement
Lighting System Circuits
Interior Lights
Exterior Lights
Hydraulic System Circuits
Hydraulic Shutoff Valve
Auxiliary Hydraulic Pump
Power Plant Circuits
GC 0831 MM)
Section ToDic
Propeller Unfeathering Pumps

Fuel System Circuits
Fuel BoostPumps and Shutoff Valves
Fuel Quantity Indicator
Fuel Vent Heaters
Instrument Circuits
Stall Warning System
Tachometer -Generator
Beta Lights
Rudder and Elevator Trim Tab Position Indicators
Aileron Trim Tab Position Indicator
Wing Flap Position Indicator
Pitot and Stall Warning Heaters
Miscellaneous Circuits
Cabin Door Lock and Warning Light
Cigarette Lighter
Electric Windshield Wiper
Spare Wires
Electrical System Reference
Electrical Diagrams
Wiring Diagram Index Part 1
Battery and Bus System
Electrical Power Distribution
Electrical Equipment Locator
Connector and T-Strip Locator
Fuse Chart
Left Starter-Generator Circuit
Right Starter-Generator Circuit
Power Distribution System
Environmental Control System
Ice Protection System
Flight Control Circuits
Fuel System
Hydraulic Control System
Annunciator Circuits
Engine Indication System
Landing Gear Position
Exterior Lighting
Interior Lighting
Miscellaneous Circuits
Interior Options
GC 0831 MM)
Section TopiC
Wiring Diagram Index Part 2
Battery and Bus System

Electrical System Diagram
Electrical Equipment Locator
Connector and T-Strip Locator
Fuse Chart
Parts List
Component Identification and Coding

Left Starter-Generator System
Right Starter-Generator System
Power Distribution System
Engine Indicators
Fuel
Hydraulics
Environmental
Control Surfaces
De-Icing
Annunciation (Gear Position Stall Warning)
Annunciation
Interior Lighting
Exterior Lighting
Miscellaneous
Interior Options
11 Ice Protection System

General Description
Wing and Empennage Deicing System
Deicer System Components
Deicer System Controls
Deicer Boot Maintenance and Repair
Deicer System Operational Check
Propeller Deicing System
Propeller Deicing System Maintenance
Generation Inlet Anti-Icing System
Anti-Ice Boot Element Check
Windshield Anti-Ice System
Wing Ice Inspection Lights
Rudder Anti-Icing System
Rudder Anti-Icing System Maintenance
12 Optional Equipment
GC 0831 MM)
Section Topic
General Description
Emergency Locator Transmitter System
Battery Replacement
Strobe Light System
Strobe Light Removal and Installation
Retractable High Speed Landing/Recognition Lights
Landing Light Lamp Removal and Installation
13 Scheduled Inspection and Maintenance Requirements

Maintenance Requirements
General Instructions
Definitions
Maintenance Limits Schedule
150 Hour Periodic Inspection Program
Phased Inspection Program
Phase "A"
Phase "B"
Phase "C"
Phase "D"
Calendar Inspection Program
Check "A"
Check "Al"
Check "B1"
Check "C1"
Check "D1"
Major Inspection Guide I
Major Inspection Guide II
Abnormal Ground Loads Inspection Schedule
Abnormal Flight Loads Inspection Schedule
Lightning Strike Inspection Schedule
Main Landing Gear Major Inspection Program Guide III
Nose Landing Gear Major Inspection Program Guide IV
Dispatch Assurance Maintenance
Preflight Inspection
Turn-Around Inspection
Postflight Inspection
Routine Inspection
GC 0831 MM)
Section Topic
End of Index
GC 0831 MM
NI FG I
INTRO
TT~UIIAI
%IIA~IIJIA
AIRCRAFT CORPORA TION
MODEL 690A/ 690B
MAINTENANCE MANUAL
REISSUED: 15 July 1981
REVISED: 9 August 2002
MODEL 690A MANU FACTU RERS SERIAL NO.
MODEL 690B MANUFACTURERS SERIAL NO.
REGISTRATION NO.
At the time of issue of this Maintenance Manual, the contents were,

to the best of Twin Commander Aircraft Corporation’s knowledge,
adequate to maintain the aircraft in a continued airworthy condition.
19010 59’" Drive NE

Arlington, WA96223 USA
Telephone (360) 435-9797
FAX (360) 435-1112
www.twi ncommander.com P/N M690002-2
RECORD OF REVISIONS
MFG REV
NO DESCRIPTION ISSUEDATE ATPREVDATE INSERTEDBY
1 Revision 8/01/82 9/09/83 ATP/SP
2 Revision 12/03/84 3/20/85 ATPNMR
3 See List of Effective Pages 7/22/94 5/08/95L ATP/GH
4 See List of Effective Pages 8/09/02 10/16/02 ATP/PC

RECORD OF TEMPORARY REVISIONS
TEMP ATP REV INSERT DATE REV REMOVE

REV NO DESCRIPTION ISSUE DATE DATE BY REMOVED INCOR BY
nterim
Sec II,VI,VIII,XIII 1/11/85 3/20/85 ATPNMR
Sec XIII 4/7/86 6/25/86 ATP/EJ 10/16/02 4 1 ATP/PC
Sec II,IV,VI,VII 5/1 5/87 9/2/87 ATP/J B
7/20/89 8/22/90 ATP/JB

Sec IV
Maintenance Manual
Twin Commander Model 690AI6s0B
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Maintenance Manual
Twin Commander Model 890AIBBOB
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Maintenance Manual
Twin Commander Model 69OA1890B
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Maintenance Manual
Twin Commander Model 69OAI69OB
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Maintenance Manual
Twin Commander Model 69OA16908
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Revision 4 The asterick indicates pages revised, added or deleted by current change. Effective Pages5
Maintenance Manual
Twin Commander Model BBOA/BBOB
Section Section
Subject Page Date Subject Page Date
10-193 7/15/81 10-247 7/15/81

10-194 10-248 7115/81
10-195 7/15/81 10-249 7/15/81
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10-244 ~M5/81
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10-246 7/15/81

Revision 4 The asterick indicates pages revised, added Effective
or deleted by current change. Pages-B
Maintenance Manual
Twin Commander Model 890A16908
Section Section

Subject Page
12-1 7/15181 13-47 12/3/84

Section 12
12-2 7115/81 13-48 12/3/84
Optional Equipment
13-49 12/3/84
13-1 ale/oz I 1 13-50 12/3/84

Section 13
13-2 8/9/02 I 1 13-51 12/3/84
13-3 8/9/02 1 1 13-52 12/3/84
12/3/84
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Revision 4 The asterick indicates pages revised, added or deleted by current change. Effective Pages-7
tu~aicltsnance Adsrnu~l
fwln CDmmanc)BI~ Mpdal 89aA1880B
List of EOfeclive Fagss
Sec\iMI
Sedion
Siibiect Rsga Dais
Fags Date
~___
(21318´•1
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18-103
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23-149 ZZITyBB 12/3184
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(3´•155 1U31&Q
latest Revis~d Pages, Oestroy Sup~seded eagaa.

Inhi~tFf
4 The asb~ci( indicatss pagss revised, added at de~ieled Irj currsn~ change.
Pages-6
GULPSTREAM
MAINTENANCE MANUAL TABLE OF COh’TENTS
690A/690B
TABLE OF CONTE~TS
SECTION PAGE
GENERAL INFORWIATION 1-1
II SERVICING 2-1
III HYDRAULICS 3-1
IV POWER PLANT. 4-1
V FUEL SYSTEM 5-1
VI LANDING GEAR, WHEELS AND BRAKES 6-1
VII FLIGHT CONTROLS 7-1
Vltl INSTRUMENTS 8-1
1X ENVIRONMENTAL 9-1
X ELECTRICAL SYSTEM 10-1
XI ICE PROTECTION SYSTEMS 11-1
XII OPTIONA~ EQUIPMENT 12-1
XIII SCHEDULED INSPECTION AND MAINTENANCE
REQUIREMENTS 13-1
iii/iv
GULFSTREAM
COMMANDER MAINTENANCE MANUAL LIST OF ILLC’STRATIONS
690A/B
LIS’T OF ILLUSTRATIONS
Figure Title Figure Title Page
1- 1 1- 9 4- 4 Engine ControlQuadrant 4- 8
Station Diagram ...L...............
1- 2 1- 4 4- 5 Engine Oil System Schematic 4-10

GeneralDimensions
4- 6 Fuel and Oil Filter Installation 4-11
4- 6A Fuel Filterlnstallation 4- 13
2- 1 Minimum Turning Distances 2- 2
4- 6B Engine Exhaust Pipe Assy 4-15
2- 2 Tow Bar Applications 2- 3
4- 6C Engine Exhaust Installation 4-16
2- 3 Mooring 2- 4
4- 6D Compensator Test Switch 4-18
2- 4 Internal Control Lock 2- 5
4- 7 Compensating ITT System 4-19
2- 5 External ControlLock 2- 6
4- 8 ITT Chart 4-19
2- 6 Jacking........................... 2- 6
4- 9 Torque Sensing System............ 4-21
2- 7 Servicing Chart 2- 8
4-10 Engine Lifting Tool 4-25
2- 8 Strut Extension Chart 2- 9
4-11 Engine Maintenance Dolly 4-26
2- 9 Battery Installation 2-10
4-l1A Engine Mounts and Torque Values 4-27
2- 9A Troubleshooting Battery System
4-12 HC-BSTN- FL/LT10282H+4 Propeller 4-30
and Batteries 2-18
4-13 Propeller-Synchronizer Tester
2-10 Hydraulic Reservoir 2-22
2-11 Schematic 4-31
Inspection Plates and Access Covers, 2-24
82-11A 4-14 Propeller-Synchronizer System
Main Cabin Door Bayonet Rigging.... 2-28A
2-12 Windshield Terminal Strip.......... 2-31 Troubleshooting Chart 4-33
4-15 Troubleshooting Propeller 4- 34
2-13 Lubrication Chart 2- 32
4-16 Torque Values 4-35
2-34 Torque Values 2-37
4-16A Engine Fuel System Schematic 4-36
3- 1 4-16B Fuel Flow Divider and Drain
Hydraulic System Equipment Locator, 3- 2
Valve Filter 4-38
3- 2 Hydraulic System Schematic 3- 3
4-17 Propeller Governor and Torque
3- 3 Hydraulic Reservoir 3- 8
3- 4 Oil System 4-40
Engine-Driven Hydraulic Pump 3- 9
3- 5 4-17A Power Lever Control 4-41
Accumulator Regulator 3-11
3- 4-18 Fuel ControlAdjustments 4-46
6 Hydraulic Pressure Gage 3-12
3- 7 4-18A Condition Lever Control 4-48
Landing Gear-Wing Flap Control
4-19 Engine Control Linkage 4-49
Valve Schematic 3-13
3- 8 4-20 Fuel Shutofl Valve Rigging........, 4-52
Landing Gear-Wing Flap Control
Valve 3-15 4-21 Engine Ground Check-Out 4-54
3- 9 Travel 4-22 Engine Run Data Chart 4- 57
Limits-Landing Gear-Wing
3-17 4-23 Start Time Acceleration 4-59
Flap Control Arms.........;....
3-10 4-24 Flight Idle Fuel Flow 4- 62
Landing Gear and Wing Flap Control
Valve Rigging Adjustments....... 3-18 4-25 Condition Lever Rigging.....,.... 4- 85
3-11 Main Landing Gear Actuating 4-25A Rigging Propeller Pitch Control
3-19 to Power Lever Shaft 4-66
Cylinders
3-12 Gage......
Air Pressure 3-20 4-25B Rigging Linkage Between Propeller
Emergency
3-13 Main Landing Gear I~plock Cylinder., 3-21 Underspeed Governor......... 4-67
4-26 Ground Run MaEdmum Power Check 4-70
3-14 Nose Landing Gear Actuating
3-22 4-27 Power Lever Rigging 4-74
Cylinders
3-15 Wing Flap Actuating Cylinder 3-23 4-28 Bendix Fuel Control Adjustment Table 4-75
3-16 4-29 Ma?dmum Power and Start Flow
Parking Brake Valve 3-24
3-17 Power Brake Valve 3-25 Adjustment 4-76
3-18 Nose Wheel Steering Bypass Valve 3-26 4-30 Combined Adjustment Effect 4-77
3-19 Nose Wheel Steering Cylinder....... 3-27 4-31 Control Cable Handting 4- 82
3-20 4-32 Control Cable Installation 4-83
Main Landing Gear Wheel Well
Door ControlValve 3-28
3-21 5- 1 FuelSystem Schematic 5- 3
Main Landing Gear Wheel Well
Door Priority Valve............. 3-28 5- 2 FuelSump and Transmitter
3-22 Main Landing Gear Door Actuating Installation 5- 4
5- 3 Fuel Shutoff Valve 5- 6
Cylinder 3-29
3-23 Parts Tolerances 3-30 5- 4 Fuel Sunip Enclosure 5- 7
3-24 Hydraulic System Troubleshooting 5- 5 Fuel Filter 5- 8
Chart 3-32 5- 6 Heated Fuel Vent 5- 9
5- 7 Fuel CellLacing Pattern 5-11
4- 1 Engine Nacclle and 5- 8 Fuel Quantity Transmitter 5-13
Cowling 4- 2
4- 2 Power Plant Major Components and 5- 9 FuelQuantity Calibration I30x...... 5-14
Accessories 4- 5 ’5-10 Fuel System Internal Wiring Schematic 5-15
4- 3 Control System Operation 4- 6 ,5-11 indicator Error Envelope.......... 5-16
Revision I v
GULFSTREAM
LIST OF ILLUSTRATIONS MAINTENANCE MANUAL COMMANDER
690A/B
LIST OF ILLUSTRATIONS (CONTD)

Figure Title Figure I Title Page
5-12 FuelQuantity Control Monitor Box 5-17 7-15 Troubleshooting Elevator and Elevator
5-13 Fuel Calibration Wiring Schematic Trim Tab Control Systems....... 7-23
Number 1 5-18 7-16 Troubleshooting Wing Flap Control
5-14 Fuel Calibration Wiring Schematic System 7-24
Number 2 5-18
5-15 Fuel Calibration Wiring Schematic 8- 1 Equipment Installation Instruments. 8- 2
Number 3 5-19 8- 2 Vacuum System Schematic.......... 8- 4
5-16 FuelQuantity Indicator Circuit...... 5-20 8- 2A Pitot-Static System 8- 7
5-11 TF889 Tester Panel 5-21 8- 2B Split Pitot-Static System 8- 7
5-18 Fuel Flow System Block Diagram 5- 24 8- 3 Instrument Panel 8- 8
5-19 Approved Fuels and Oils 5-25 8- 4 InstrumentMarkings 8-11
5-20 Specific Weight of Fuels vs _
8- 5 Troubleshooting Vacuum System.... 8-17
Temperature 5-26 8- 6 Troubleshooting Instruments 8-18
6- 1 Main Landing Gear Installation...... 6- 4 9- 1 Environmental System Equipment

6- 2 Main Landing Gear Strut Assembly 6- 6 Locator 9- 2
6- 3 Landing Gear Door Assembly 6- 9 g- 2 Air Conditioning and Pressurization
6- 4 Main Landing Gear Uplock Mechanism 6-10 Equipment 9- 3
6- 5 Nose Landing Gear 8-11 9- 3 Air Supply and Distribution 9- 6
6- 6 Nose Landing Gear Strut 6-15 9- 4 Environmental System Control Panel 9- 9
6- 7 Nose Landing Gear Doors 6- 16 9- 5 Cabin Pressure Control Schematic 9-10
6- 8 Main Wheel 6- 19 9- 6 Cabin-to-Aircraft Altitude Graph... 9-12
6- 9 Measuring Brake Lining Wear 6-22 9- 7 Outflow/Safety Valve 9-13
6-10 Measuring Brake Disc Wear Pads 6- 24 9- 7A Ground Contact Switch 9-14
6-11 Main Wheel Brake 6- 26 9- 8 Override Condition 9- 17
6-12 Power Brake Valve 6-28 9- 9 Automatic Cooling Condition 9-18
6-13 Nose Wheel 6-29 9-10 Ram Air Condition 9-15
6-14 Parts Tolerances-Main Landing Gear 6-30 9-11 Oxygen System 9-21
6-15 Parts Tolerances Nose Landing Gear 6-30 9-12 Oxygen Regulator Assembly 9- 23
6-16 Troubleshooting The Landing Gear 9-13 Oxygen Outlet 9-23
System 6-31 9-14 EnvironmentalSystem Troubleshooting 9-24
7- 1 Control Surface Balancing 7- 3 10- 1 Battery Temperature Indicator..... 10- 2

7- 2 ControlColumn 7- 5 10- 2 Annunciator Panel 10- 3
7- 2A Setup for determining Control 7- 6 10- 3 Voltage Regulator Troubleshooting.. 10- 5
Surface Trim Tab Free Play 7- 6A 10- 4 Voltage ControlPanel Troubleshooting 10- 6
7- 2B Maximum Free Play Deflection 10- 5 Overhead Switch Panels 10- 8
Tolerances 7- 6A 10- 6 Pilots Service Panels 10-1T
7- 2C Trim Tab Free Play Work Sheet 7- 6B 10- 7 Aileron Trim Indicator 10- 12
7- 2D Determining Control Surface Trim 10- 8 Circuit Breaker Panel 10-14
Tab Free Play 7- 6C 10- 9 Instrument Panel 10- 17
7- 3 Aileron ControlSystem 7- 6D 10-10 Trim Tab Position Transmitter 10-19
7- 4 Aileron Trim Tab Control System 7- 8 10-11 Aileron Trim Tab Position
7- 5 Rudder ControlSystem 7- 9 Potentiometer 10-20
7- 6 Rudder Trim Tab Control System 7-10 10-12 Electric Windshield Wiper......... 10-22
7- 7 Elevator ControlSystem 7-12 10-13 ElectricalSymbols 10-23
7- 8 Elevator Trim Tab Control System 7-13 10-1-1 thru 10-1-20
7- 9 Measuring Points Control Surface Electrical Schematics Model 690A,
Travel 7-15 See Wiring Diagram Index, Part i.. 10-26
’-10 Flap Control
System 7-16 10-2-1 thru 10-2-21E
’1-11 Rod End Adjustment 7-17 Electrical Schematics Model 690B,
7-12 Cable Tensions Temperature See Wiring Diagram Index, Part 2.. 10-171
Conversion Chart .....-r...,.,. 7-18
7-13 Troubleshooting Aileron and Aileron 11- 1 Wing and Empennage Deicer System
Trim Tab Control Systems 7-20 Schematic 11- 2
7-14 Troubleshooting Rudder and Rudder 11- 2 Deicer Boot Test Procedures 11- 7
Trim Tab Control Systems 7-21 11- 3 Brush Guide and Spring Removal 11- 8
vi Revision 2
CULFSTREAM
COMMAND ER MAINTENANCE MANUAL IN TROD UC TION
690A/690B
INTRODUCTION
This Maintenance Manual has been prepared by the All recommended changes will be reviewed by Cus-
IEngineering Department, Gulf stream Aerospace tomer Service, Engineering, etc., before incorpora-
tion rejection. Additional forms may be requested
ICorporation, Oklahoma Operations. It contains in- or
formation on allaircraft systems and operating from Gulfstream Aerospace Corporation, Oklahoma I
procedures required for safe and effective main- City, 73123.
tenance. It shall not be used as a substitute for
sound judgement.
CHANGES AND REVISIONS

APPLICABLE PUBLICATIONS
There are types o~ changes and one type of re-

two
i. Pilots Operating Handbook or Flight Manual issue used to keep this manual current. The material
2. Pilots Checklist. compiled in these changes and revisions will consist
3. Illustrated Parts Catalog. of information necessary to maintain the present
4. Service Releases. equipment or new equipment added to the airplane.
It is imperative that this material be inserted in the
manual at the time it is received.
HOW TO GET COPIES

INTERIM CHANGE
AUTOMATIC DISTRIBUTION An interim change will be distributed anytime it is

necessary to forward immediate information to the
To receive future changes and revisions to this manual holders of maintenance manuals. The interim change
or to any other publication automatically, an aircraft will consist of colored pages which are inserted in
unit must be established on the automatic distribution the appropriate section of the manual until formal
list maintained by the Technical Publications Depart- white revised pages are issued. This interim change
ment. All owners of new and used aircraft can be will include deletions and/or additions of material
established on the automatic distribution list or change pertinent to specific paragraphs or illustrations of
eldsting publications requirements of an aircraft unit the manual.
by submitting a properly executed Technical Manual
Owner Address Change Card Form (AC 1661) found
in the front of all Maintenance Manuals leaving the FORMAL REVISION
factory. Other publications may be purchased by
completing Technical Manual Order Form (AC 1658 A formal revision will be distributedperiodically, to
or AC 1659). Additional information is provided in holders of maintenance manuals, and will, in most
Service Information No. SI-101. instances, supersede previous interim changes.
These revisions will be page replacements and shall
be inserted in the manual in accordance with the in-
ADDITIONAL COPIES structions given below:
Additional copies of this manual and related changes i. Replace the obsolete pages in the manual with
may be procured by submitting a Technical Manual formal change pages of the same page number.
Order Form (AC 1658 or AC 1659) found in the back 2. Insert pages, with page numbers followed by
of all Maintenance Manuals delivered from the factory, a letter, in direct sequence with the same
common numbered page, i.e., 5-1, 5-1A,
5-2, 5-2A, 5-2B, and 5-3.
REQUESTING MANUALS CORRECTIONS/

CHANGES REISSUES
The reissue is distributed when over sixty percent

Recommended changes or corrections to this manual of the manual has been changeddue to major changes
may be manual. Change/
submitted by anyone using the to equipment and/or accumulated formal changes
correction recommendations shall be submitted on the require a reissue to the manual. A reissue will
Publications Change Request Form (AC 1432) foundin replace every existing page in the manual and should
the back of all manuals delivered from the factory. be inserted in the manual as eollows:
Revision 2 i
GULFSTREAM
INTRODUCTION MAINTENANCE MANUAL COMMANDER
690A/690B
i. Remove and dispose of all pages in the manual

and insert the new
CAUTION
except the tab dividers
pages in each section.
An operating procedure, practice, or

condition, etc., which may result in
IIDENTIFICATION OF REVISED MATERIAL damage to equipment, if not carefully
observed or followed.
I Revised text will be identified by a black vertical

line along the outside margin of the page, opposite
I revised or added material. Revised illustrations WOTE
will have symbols within the border of the illustration
to indicate minor changes. Major changes requiring An operating procedure, practice, or
complete redrawing of an illustration will be indicated condition, etc., which is essential to
by a black vertical line along the outside margin of emphasize.
the page opposite the illustration.
IReissues of text and illustrations will not have any

change markings as they are treated as new pages in
a new manual.
WORDING
WARNINGS, CAUTIONS, AND NOTES

The concept of word usage and intended meaning
which has been used in preparing this manual is as
The following definitions apply
’%AUTIONS", and "NOTES" found
to
’WARNINGS;;;,
throughout
follow s
manual. "Shall" has been used only when application of a pro-

cedure is mandatory.
"Should" has been used only when application of a
WIRWIWO
procedure is recommended.
’?May" and "need not" have been used only when appli-
An operating procedure, practice, or cation of a procedure is optional.
condition, etc., which may result in ’~Will" has been used only to indicate futurity, never
injury or death, if not carefully observed to indicate any degree of requirement for application
or followed. of a procedure.
ii Revision 1
SECTION
GEN ERAL
INFORMATION
CULFSTREAM SECTIONI
COMMANDER MAINTENANCE MANUAL GENERAL
ssoA/ssoI3 INFORMATION
SECTION I
GENERAL INFORMATION
fAILL OF CONfLNIS
Page Page
GENERAL DESCRIPTION 1- 1 Empennage 1- 5
PR~CIPAL DIMENSIONS 1- 1 AIRCRAI;T SYSTEMS 1- 5
General 1- 1 Flight Controls 1- 5
Wing 1- 2 Landing Gear and Brakes 1- 5
Horizontal Stabilizer 1- Z Hydraulic System 1- 5
Vertical Stabilizer 1- 2 Environmental System 1- 6
Fuselage 1- 2 Power Plant i, 6
Areas 1- 2 Fuel System I, 6
StationDiagram 1- 2 Instrume~ts 1- 6
AIRCRAFT STRUCTURES 1- 2 ElectricalSystem 6
Fuselage 1- 2 Ice Protection Systems 1- 7
Wing 1- 5
GENERAL DESCRIPTION The cabin, which will seat up to seven passengers,

may be furnished with several different seating ar-
rangements and a variety of accompanying fi~dures.
This high wing, two engine, pressurized aircraft, is A large self-sealing door, located on the left side of
designed primarily for executive transportation. Power the fuselage, provides access to the cabin area. An
is supplied by two AiResearch TPE331-5-251K turbo- entrance step, which automatically eldends and re-
prop engines, equipped with Hartzell three-blade, tracts when the cabin door is opened or closed, af-
constant-speed, full-feathering propeller a. The fords easy entrance into the cabin. A separate bag-
engine and propeller combination provides optimum gage compartment, located to the rear of the aft cabin
aircraft performance for all flight conditions up to an pressurized bulkhead, is accessible through a door
altitude of 31,000 feet. Structural integrity, flight on the left side of the fuselage.
safety, and minimum maintenance requirements are
assured by the all-metal construction and design of
major airframe components. The wing design and its
placement in relation to the fuselage, provides the
high lift capability and aircraft controllability that is PRINCIPAL DIMENSIONS
needed to give optimum single-engine performance;
plus, the capability for short field operations. A
standard usable fuel capacity of 384 gallons is pro- GENERAL
vided for longer range flights and less fueling stops.
The retractable tricycle landing gear is operated
hydraulically and is provided with an independent Wing Span 558. 64 inches (46’-6. 64")
pneumatic gear extension system. Passenger and OverallLength ..........532.25 inches (44’-4.25")
crew comfort are assured by the environmental sys- Height to Top of Vert.Stab.. 179. 55 tnches (14’-11. 35")
tem, which automatically maintains selected cabin Propeller Gnd Clearance ..14, 24 Inches (1’ 2. 24")
temperature and pressure altitude for all flight con- Main Gear Tread 185. 00 inches (15’-5. 00")
ditions. An oxygen system, with outlets at each crew Main Gear to Nose Gear 211. 81 inches (17’-7. 81")
position, is provided as standard equipment. The Empty Weight(w/Std. Equip-Estimated)
cabin area and baggage compartment are insulated 61261bs. 690A, 61701bs. 690B.
andupholstered for noise abatement, warmth, and Gross Weight 10,250 Ibs. 690A, 10,325 Ibs. 690B.
appearance. Ramp Weight.. 10,300 Ibs. 690A, 10,375 Ibs. 690B.
1-1
SECTION I GULFSTREAM
GENERAL MAINTENANCE MANUAL COMMANDER
INFORMATION 690A/690B
WING Aileron (10. 26 sq. ft. each) 20. 52 sq.ft.

Flaps (10. 40 sq. ft. each) 20. 80 sq.ft.
Type High-Wing-Full Cantilever Horizontal Stabilizer (incl. elev) 58. 37 sq.ft.
Airfoil Section (Chordwise) NACA 23012 Elevators (incl. tabs) 20. 54 sq.ft.
Root Chord 103.79 in. Vertical Stabilizer (incl. rudder) 44. 27 sq.ft.
Tip Chord 33. 00 in. Rudder(incl.tabs) 17.12 sq.ft.
Mean Aerodynamic Chord 74. 50 in.
Angle of Incidence, Tip 10
Dihedral (at LE) 40 SYSTEM DIAGRAM
Sweep Angle, 25~ Chord -90 32’
Aspect Ratio 8. 27 The station diagram shown in Figure 1-1 provides a
C. G. Limit, Gross Wt. FWD ...........22, 720/0 MAC convenient method for identifying and locating refer-
C. G. Limit, Gross Wt. AFT ...........30. 474b MAC ence points on major components of the aircraft.
Flap Travel Down 400 +20 References to fuselage and wing station numbers and
Z lines are used as a means of pin-pointing the loca-
tion of structural and system component installations.
HORIZONTAL STABILIZER A three-view of the aircraft and its general dimen-
sions is shown in Figure 1-2.
Span 237, 90 inches (19’-9, 90")
Airfoil Section
(Normal to 50~a Chord Line) .,.NACA 0010 Modified
Root Chord 57. 75 in. AIRCRAFf SfEUCfUEES
Tip Chord 12. 01 in.
Mean Aerodynamic Chord 39. 88 in.
Angle of Incidence 00 45’ FULELAOE
(at L. E.
Dihedral 100
AspectRatio 6.908 The assembled fuselage consists of three main sec-
Taper Ratio 4. 808 tions. Thenose section, which is unpressurized,
Elevator Travel UP 900 +1, -00 houses the nose landing gear, avionics components,
DOWN ..............100 +2, -00 and the power brake valves. The nose cone houses
Trim Tab Travel UP 60 30’ f10 radar gear and provides additional streamlining.
DOWN 240 0’ ~10 Nose landing gear doors, which open and close as the
gear is extended or retracted, form an aerodynam-
ically smooth nose section during flight. The nose
VERTICAL STABILIZER section is joined to the center fuselage section at
fuselage station 5. 50, which is also the location of the
Height (above top of fuselage) 105. 45 inches (8’-9. 45") forward pressure bulkhead. The center fuselage,
Airfoil Section (Normal to 500/0 Chord which contains the main cabin area and baggage com-
Line Angular Setling to Fuselage C/L)... NACA 0009 partment, extends from the forward pressure bulk-
Root Chord 00 head to fuselage station 254. 00 where it is joined to
Mean Aerodynamic Chord 61. 30 in. the aft fuselage section. A pressure bulkhead located
’Rudder Travel L R 200+20 -00 at fuselage station 178. 00 separates the main cabin
Trim Tab Travel L R 260 +20) -00 and baggage compartment. The baggage compartment
extends from the aft pressure bulkhead to fuselage
station 239. 00. Major components of the environ-
FUSELAGE mental system are installed in the center fuselage
area, aft of the baggage compartment. Picture
Door Level Above Ground 18. 50 in, windows are installed on each side of the fuselage for
Cabin Door Height 47. 00 in. passenger viewing. The pilots area is equipped with
Width 26. 55 in, awide-vision, electrically heatedwindshield, eyebrow
Cabin Interior Height 53. 70 in, windows and side windows to assure maximum pilot
Width 48. 25 in. visibility during flight. Dual electrically operated
Length 168. 30 in, windshield wipers are provided as standard equipment.
Volume (inclcockpit) 224 cu.ft. The center fuselage section is designed to assure a
Baggage Door Height 31. 25 in. wide-strength safety margin for all flight conditions
Width 19. 75 in. and to provide attaching structures for the outer wing
Baggage Compartment Interior panels and aft fuselage section. Sturdy, removable,
Height 36. 00 in. aluminumflooring supported by longitudinal beams and
Width 46. 00 in. bulkheads extends from the forward press’ure bulkhead
Length 58. 00 in. through the baggage compartment. The center wing
Volume .................43 cu.ft. structure is permanently attached to the fuselage so
that a part of the wing torque is absorhed by the fuse-
lage structure. The aft fuselage is permanently se-
AREAS cured to the center fuselage section and provides
structural attachment points for the empennage flight
Wing 266.00 sq.ft. surfaces and controls.
1-2
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33
SECTION I CULFSTREAM
GENERAL MAINTENANCE MANUAL COMNIANDER
19’ -9. 30"
46’ -6. 64"
I j
1’ -2. 24"
15’ -5. 00"

14’ -11. 35"
t _ilr~
5’ -7. 00"
O C;
44’ -4. 25"
Figure 1-2. General Dimensions

1-4
GULFSTREAM SECTIONI
690A/690B INFORMATION
WING tudes of the aircraft. The wing flaps are operated

hydraulically and controlled by a lever on the right
The wing is installed as a single unit and secured to side of the engine controlquadrant in the lower instru-
the upper fuselage center section by load-bearing ment panel. A control lock, which may be installed
bulkheads, which are permanently attached to the for- between the rudder pedals and controlcolumn, secures
wardand aft wing spars. Truss forgings, permanently all flight controls in the neutral position when the air-
secured to the wing, provide the attachment and pivot craft is parked.
points for the main gear trunnions. The two
landing
nacelle enclose the engines, var-
assemblies, which
ious aircraft systems accessories, and the landing LANDING GEAR AND BRAKES
gear mechanisms, may be removed from the wing
when major repairs are required. Two steel webs, The retractable tricycle landing gear is operated hy-
cap, and mounts, attached to the forward wing spar draulically; however, pneumatic system is provided
a
provide principal means for supporting the engine

the for emergency extension of the main landing gear in
installation on the wing. Twenty-one fuel cells are the event of hydraulic system failure. The nose land-
installed in the wing area; six cells are located outing gear is held in the up position by hydraulic pres-
board on each engine nacelle, and four are installed sure and will free-fall to the down and locked position
between the engine nacelle and fuselage. One fuel if the hydraulic system fails. Mechanical uplocks
cell is installed in the center wing section and another hold the main landing gear in the retracted position.
cell is located directly below it in the upper fuselage During the retraction cycle the main landing gear strut
area. Hydraulically operated wing flaps are installed interbody is rotated 90 degrees to permit the landing
on the lower aft side of each wing panel. Inboard flap wheels to retract into a well in the aft part of the en-
sections elrtend inboard from the engine nacelles to gine nacelle. Mechanically actuated nacelle doors
wing station 99.00, and outboard flaps extend outboard enclose the main strut body. The wheel wells are
from the outboard side of each engine nacelle to the enclosed by hydraulically operated doors which open
ailerons. Extension and retraction of the wing flaps and close during the landing gear retraction or ex-
is synchronized by a cable and sheave arrangement. tension sequence. The main landing gear wheels are
Metalailerons, which extend from the wing flaps to equipped hydraulically-actuated
with disc brakes,
the wing tip, are hinged to the wing trailing edge. which individually actuated by power brake valves
are
Retractable landing lights are located in the left and when pressure is applied at the rudder-brake pedals.
right lower wing surface outboard of the engine na- The auxiliary hydraulic systemwill provide hydraulic
celles. pressure for operation of the wing flaps and brakes
in the eventof utility hydraulic systemfailure. Park-
ing brakes, which will operate from auxiliary or
EMPENNAGE utility system hydraulic pressure, are engaged by
applying toe pressure on the rudder-brake pedals and
The empennage assembly, which is permanently at- engaging the parking brake controlknob. The steer-
tached to the aft fuselage section, consists of the ver- able nose wheel is hydraulically operated and con-
tical and horizontal stabilizers. The metal rudder trolled by depressing the rudder-brake pedals. Ini-
and elevators are attached to the empennage at sealed tial depression of the pedal starts the nose wheel
bearing hinge points and controlled by cables attached turning toward the desired direction, while further
to the control surface torque tubes. Both the rudder pedal pressure results in a combination of nose
and elevators equipped with controllable trim tabs.
are steering and main wheel braking to turn the aircraft.
Fillets, fairings, and a fiberglass tail cone complete A bypass valve in the nose steering system prevents
the empennage assembly. the nose wheel from being turned when it is in the
retracted position.
AIRCRAFT SYSTEMS HYDRAULIC SYSTEM
The landing gear, wheel brakes, wing flaps, and nose

FLIGHT CONTROLS wheel steering systems are operated by the aircraft
hydraulic system. An au~dliary system is provided
The aircraft is equipped with dual flight controls, and to operate the wing flaps and wheel brakes in the event
uses the conventional controlcolumn, control wheel, both engine-driven pumps should become inoperative
and rudder pedals to operate the primary flight con- or the mainhydraulic system fluid supply is depleted.
trol surfaces. Movable rudder and elevator trim tabs The auxiliary hydraulic system receives fluid pressure
are operated by rotating the tab controlwheels, lo- from an automatically energized, electric motor-
cated in the overhead trimtab panels. An electrically driven pump which obtains hydraulic fluid from a
actuated aileron trim tab installed in the left aileron is reserve supply of fluid trapped in the main hydraulic
controlled by a switch in the overhead trim tab control reservoir. An accumulator is incorporated in the
panel. A trim position indicator installed above the hydraulic system to maintain a constant, regulated
switch monitors the tab position. The various trim hydraulic system pressure. A relief valve, located
tabs are used to compensate for different flight atti- in the bottom of the hydraulic fluid reservoir, protects
1-5
SECTION I GULFSTREAM
GENERAL MAINTENANCE MANUAL COMMANDER
the system from over-pressure that could be caused generator, external oil cooler, oil thermal by-pass
by thermalexpansionof the fluid or pressure regulator valve, oil temperature bulb, N.T.S. switch (negative
failure. torque sensor), beta pressure switch, unfeathering
pump and hydraulic pump are the only engine acces-
sories not furnished with the basic engine as supplied
ENVIRONMENTAL SYSTEM by Garrett Turbine Engine Co. All components of
the engine oil system are integral parts of the engine
The environmental system provides cabin air condi- except the oil thermal by-pass valve and the oil-to-
tioning, ventilation, and pressurization. The air air oilcooler. With the exception of the starter-reg-
conditioning system, which automatically controls ulator and ITT wiring, the engine electrical system
cabin temperature, may be operated by a separate is connected to the airframe system through a single
system or be integrated with the automatically regu- electrical connector located on the firewall. Thermal
lated pressurization system. The air conditioning switches and necessary electrical wiring provide a
system will provide ground cooling or heating as soon fire detection system for each engine.
as the engines are started. Cabin pressurization,
which is available immediately after takeoff, can be
maintained at a pressure differential of
maximum FUEL SYSTEM
5. 2 (f O. 1) psi.
This pressure differential makes it
possible to fly the aircraft at an altitude of 23, 900 feet The fuel system, which is comprised of 22 fuel cells,
while maintaining a comfortable cabin altitude of 8000 has useable fuel capacity of 384 gallons, with a total
a
feet. A secondary outflow valve is installed in the capacity of 389 gallons. All fuel cells are intercon-
pressurization system to prevent excessive pressuri- nected and function as a single tank unit. Fuel is
zation in the event of a malfunction in the primary supplied to each engine by separate electrically-
control system, Major components of the environ- operated fuel boost pumps, located in the lower center
mental systems are; the primary compressor (con- fuselage fuelcell. Fuel shutoff valves, located in the
sisting of two primary jet pumps, one auxiliary jet fuselage fuel cell sump, are individually actuated by
pump and a direct-bleed airbypass valve and ducting), the engine control switches. In addition to the air-
cooling turbine, heat exchanger unit, and cooling air frame supplied fuel shutoff valve, each engine is
engine bleed air, compresses inlet ambient air and equipped with a fuelshutoff valve that is automatically
routes it through the coolingturbine andheat exchang- opened during the engine starting sequence and closes
ers into ducts leading into the aircraft cabin. Process- at engine shutdown. This valve is closed manually
ingof the hot compressed air through the cooling tur- when the condition lever is placed in EMERGENCY
bine and heat exchangers is controlled bytemperature FEATHER position. The fuel system is equipped
sensing air flow valves, which are controlled by the with a fuel screen, located on top of the center fuse-
setting of the cabin temperature selector. The tem- lage fuel cell sump, and a fuel filter contained in the
perature sensing air flow valves route the compressor fuel system of each engine. In addition to the air-
air through the heat exchangers and cooling turbine frame supplied electric fuel boost pump, a dual pres-
where it is cooled, mixed with hot air or passes di- sure fuel pump is attached to each fuel control unit.
rectly into the cabin to maintain the desired cabin
temperature. Temperature conditioned air is used to
pressurize the cabin. The air conditioning system is INSTRUMENTS
entirely mechanical and does not require the use of
refrigerants. The amount of air dumped overboard Allinstruments except the magnetic compass are lo-
by the airflow control valve determines the cabin cated in the shock-mounted instrument panel. Instru-
pressure differential. ments are visible to both pilot and copilot and are
provided with illumination from post lights as well as
indirect overhead lighting. All power plant instru-
POWER PLANT mentation is grouped in the center instrument panel.
Flight instruments are located in the instrument
TwoAiResearchModel 331 Turboprop engines are in- panels directly in front of the pilot and copilot. In
stalled on the aircraft. Vibration isolators, which addition to minimum standard instrumentation a var-
dampen engine and propeller vibrations, are used to ietyof instrument combinations and panels configura-
attach the engines tothe engine mount structure. The tions are available for optional installation.
engine cowling encloses the entire engine and can be
quickly removed for maintenance, inspection, and
repair. An eductor type exhaust system utilizes the ELECTRICAL SYSTEM
velocity of the exhaust gases to induce an increased
flow of cooling air through the oil-to-air cooler. The 28-volt de electrical system obtains power from
Each engine drives a Hartzell three-blade, constant two 24-volt batteries and two engine driven 28-volt
speed, full-feathering, variable pitch propeller, starter-generators. On the 690A, one battery is
The propellers are equipped with electrically oper- installed on the right side of the aft fuselage and the
ated deicing boots. All engine accessories are at- other on the left side of the aft fuselage. On the
tached to mounting pads on the aft face of the reduc- 690B, the air cooled batteries are installed just aft
tion gear case. The starter-generator, tachometer of the baggage compartment. The batteries are
1-6
CULFSTREAM SECTION I
690A/690B INFORMATION
placed parallel or series during an engine start.

in ICE PROTECTION SYSTEMS
A power receptacle located in the aft fuselage bat-
tery compartment can also be used to supply external
electrical power for engine starting and ground main- The ice protection systems Include the pitot-fuel vent/
tenance. 690A, 11100 thru 11268 the electri-
On the stall warning heaters, generator inlet heaters, pro-
cal system contains voltage regulators, reverse peller heaters, rudder horn and trim tab heaters,
current relays. Model 690A aircraft 11100 thru wing and empennage deicer boots and the windshield
11115 also are equipped with feeder protection relays, anti-icing system. These systems provide the utmost
On 690A aircraft 11249 and 11269 thru 11349, and on in deicing or anti-icing protection. All systems are
all 690B aircraft, the electrical system contains a electrically operated and controlled by switches in
solid state voltage control panel to regulate generator the overhead switch panel.
voltage and protect the electrical system.
1-7/1-8
SECTION
SERVICING
CULFSTREAM SECTION II
CO ~InlAND ER
MAIN’I’ENANCE IVIANUAL. SE RVICINC
690A/690B AND MSPECTION
SEC?TI~N II
SERVICIN~ AND INSPECT1ON
TABLE OF CONTENTS
Page Page
2- 1 2-20
GENERAL DESCRIPTION Fuel System
2- 1 2-21
GROUND HANDLING Hydraulic System
2-22
Towing 2-1 Environmental System
2- 3 2-22
Taxiing Oxygen System
2- 23
Parking 2- 3 Windshield Wiper System
2- 3 2-26
Mooring Ice Protection Systems
2-26
Jacking 2- 4 AIRFRAME MAINTENANCE
2- 4 2-26
Leveling Fuselage Sealing
2-28
Emergency Procedures 2- 4 Main Cabin Door Bayonet Rigging Check
2-28(=
Engine Ground Operation 2- 5 Cabin Door Seal
2-29
Storage 2- 5 Windows and Windshields
2- 7 2-30
SERVICING Airframe Cieaning
2-
2-31
Engine Oil System 7 Couch and Seats
d Landing Gear and Brake System 2- 7
2-
Structural Repairs.......´•´•´•´•´•
2-31
2-31
Batteries 8 LUBRICATION
GENERAL DESCRIPTION 4. Set parking brake.

5. Position nose wheel straight atlend and
hold rudder pedals in neutral position when
Standard procedures for ground handling, servicing, operating engine(s) at high power.
airframe maintenance, and lubrication are included 6. Perform engine ground run ill clear area
in this section. A(Ulerence to these procedures, on a to prevent foreign object damage to engine n~ld
scheduled basis, can save many hours of costly mnin- propellers.
tenan~ce. When a system component requires service
or maintenance other than that outlined in this section,
refer to the applicable Section of this manual for conl- 1 CAUTIOH

plcte information.
Do not cscced inter turbine teniperR-

ture (ITT) or Iiorsepowcr limits dur-
GROUND HANDLING in!: gra~nd operation of engines. Rc-
ler to Section IV for engine operatillg
The following precautionary Ineasurcs st~ould be tnltcll procedures.
when handling the aircraft on the ground:
TOWING
a. parking lever if brakes are wet anti nm-
Do not set
bient air is 320F or less, as there is a possibility of hiIovcnlcnt of the aircraft on Ule ground may be ac-
moisture accumulation freezing in the brake asselnbly. complisllcd by the foLLowing method:
b. When operating the engines, remove all lowing
equipment and observe the following: Pulling and guiding aircraft with a tow bar (sce
r. Head aircraft into wind and chock wheels. Figure 2-2). The nose gear will turn 45 degrees to
2. Remove all control locks. each side of center for ordinary turning. These tow
3. All personnel, work stands, and cquip- limits are marked on the fuselage nose cap and must
ment shall be clear of danger areas, be strictly observed to prevent nose gear damage.
Revision 1 2-1
GECTION II GULFSTREAM
8ERVICING MAINTENANCE MANUAL COMMANDER
AND INBPECTION 880A/690B
23’-3"
81’-10"
58’-7"
35’-4"
27’-0"
22 23
14’ -11. 35"
1’ -0.31"
7’-10"
15’-5"
?1 7
Figur´• 2-1. Minimum Turning
2-2
CULFSTREAM SECTIONII
COMMAND ER MAIN~ENANCE MANUAL SE RVICING
690A/690B AND INSPECTION
TOW BAR TAIL STAND
C292
Figure 2-2. Tow Bar Applications
Never push, pull, or lift aircraft by the ailerons, PARKING

elevators, or flaps. Observe NO PUSH areas on the
fuselage tail cone, nose section, and nacelles. Do When parking the aircraft, head it into the wind and
not tow aircraft by the tail skid. Avoid jerky motions set parking brake.
during all towing operations.
Install control lock, pitot covers, and the engine air
inlet and exhaust plugs.
CAUTION
Damage can result to nosegear by MOORING

attempting to push or pull the aircraft
over ruts, uneven surface or sharp When mooring aircraft in the open, head into the wind
obstacles. possible. Secure control surfaces with the internal
if
control lock and set the brakes. For calm weather
conditions, chock the main wheels. Lf winds up to 20
TAXIING la~ots, secure the main gear and tail skid. For wind
above 20 knots, tie nose, tail skid, and maingear
Before attempting to tald the aircraft, ground person- (see Figures 2-3 through 2-5) and install internal and
nel should be checked out by qualified pilots or other external control surface locks. Hangar aircraft when
responsible personnel. When it is determined that wind velocity exceeds 60 knots. When mooring air-
propeller blast area is clear, apply power to start craft, use 3/4-inch manila rope tied in a clove hitch
ta~ roll and perform the following checks: or other anti-slip knot and leave sufficient slack in
the rope to permit shrinkage without damage to the
a. Taldforward a few feet and apply brakes to aircraft.
determine brake effectiveness.
b. While talriing, make slight turns to determine
effectiveness of nose wheel steering system. 1 CAUTION
c. Minimum turning distances shown in Figure
2-1 should be strictly observed when taxiing the air-
craft close tobuildings or other stationary objects. Failure to install an external gust lock
d. Whenpossible, avoid taxiing over ground con- can result in the shearing of rudder
taining loose stones, gravel, or any loose material horn rivets thereby causing the loss of
that may cause foreign object damage to propellers control surface use and extensive re-
and engines, pairs.
2-3
SECTION II GULFSTREAM
SERVICING MAINTENANCE MANUAL COMMANDER
AND INSPECTION ss0A/ss0B
WO~E
DO NOT TIE ROPE TO

STRUT SCISSORS LINKS
~;o c~
o
22 2~
Figure 2-3. Mooring
JACKING tions, such as weighing, calibration of the fuel quan-

tity indicating system, and replacement of major
When it is necessary to completely lift the aircraft structural components. To level the aircraft later-
off the ground it is recommended that jacking be ac- ally, place a spirit level across the floor beams of
complished inside a hangar. If it is necessary to jack the cabin floor immediately forward of the rear seat.
the aircraft in the open, windconditions must be calm Deflate the tire or strut on the high side until the
andthe aircraft shouldnever be leftunattended. At- spirit level indicates the aircraft is level. For lon-
tach the two removable jack pads provided with each gitudinal leveling, place a spirit level in a fore and
aircraft to the under surface of the wing outboardof aft position on top center line of the fuselage immed-
each nacelle. Place a telescoping tail stand weighing lately forward of fuselage station 178. 80. Inflate or
at least 300 pounds under the tailsection, and secure deflate the nose tire until the aircraft is level. For
stand to aircraft tail skid with a 1/4-inch bolt. Posi- more positive leveling, place the aircraft on jacks.
tion jacks under the jack pads and raise aircraft until This method shall be used when calibrating the fuel
the main landing gear is off the ground. quantity indicating system, as the aircraft must be
perfectly static during the calibration procedure.
CAUtlON EMERGENCY PROCEDURES
The following emergency procedures must be accom-

The aircraft will tip either fore or aft
plished as rapidly as possible should an emergency
when on jacks; therefore the tail must arise. It is therefore suggested that the steps per-
be both supported and weighted. taining to each emergency be committed to memory
in order to accelerate the procedure and minimize
damage. The best solution for avoiding emergencies
A tripod jack, with a minimum height of 66 inches is to follow the procedures contained in this manual.
and an elrtended height of 78 inches should be used
to lift the complete aircraft. A telescoping tail stand ENGINE FIRE DURING STARTING. Lf a fire develops
weighing 300 pounds minimum, and having a normal in the engine compartment during engine starting,
height of 52. 5 inches should be used to support and continue the engine start in an attempt to blow out the
weight the tail whenever it is necessary to lift all fire. If the fire persists, or should afire also develop
three wheels clear of the ground. The tail of the air- in the wheelwell or engine nacelle, proceed as follows:
craft may ´•be lowered and secured to raise the nose
landing gear off the ground. A jack pad, installed on a. Parking brake SET.
each main landing gear lower strut fork permits the b. Fuel and hydraulic emergency shutoff switch
individual gear to be raised (see figure 2-6). EMER OFF.
c. Condition levers EMERGENCY FEATHER.
d. Engine control switch ENGINE OFF.
e. Battery switch OFF.
LEVELING
f. Signal fire guard to extinguish flame with foam.
It is necessary to level the aircraft for various opera- g´• Abandon aircraft.
2-4
GULFSTREAM SECTIONII
COMMANDER MAINTENANCE MANUAL SERVICING
start checks, cockpit prestart checks, and the start-

ing of engines shall be performed as outlined in Sec-
tion IV of this manual. Engine starts may be made
with aircraft battery power or with an auxiliary de
power unit (APU). An auxiliary power unit should
always be used when temperature is 10OF or below.
The auxiliary
power unit must be regulated to 28 volts
de and capable of providing a minimum of 16 volts de,
800 amperes during the starting cycle.
CONTROL CAUTION
COLUMN
Do not use an external power unit

INTERNAL I I which produces in excess of 1000
CONTROL a_ I 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.
STORAGE
~I.I i
The aircraft is constructed of corrosion resistant al-
clad aluminum; however, since aluminum is subject
to oxidation, it must be periodically checked for signs
I nl~h RUDDER- BRAKE of corrosion. The first indication of corrosion is the
~Y-W/ I formation of white deposits or spots on unpainted sur-
PEDALS
faces. Painted surfaces will discolor or blister.
The aircraft should be stored in a dry hangar for good
42 479A5 preservation.
Figure 2-4. Internal Control Lock STORAGE FOR 30 DAYS OR LESS. Special preser-
vation measures are not required for airframe and
airframe components when the aircraft is to be stor-
ed for 30 days or less. However, the following pro-
CAUTION I cedures should be accomplished prior to and during
storage.
Do not open cabin door until left pro- Service and

a. fuel, oil, hydraulic systems.
pellerhas stopped rotating. b. Clean and remove oil or hydraulic fluid from
tires.
c. Close high pressure valve on oxygen supply
ELECTRICAL FIRE. Circuit breakers isolate all cylinder.
electrical circuits and will automatically interrupt d. Release all oxygen from high pressure line to
power if the circuit is shorted. However, as a safety oxygen regulator and low pressure lines to oxygen
precaution in the event of electrical fire, turn the outlets.
right and left generator switches and batteryswitch e. Insure that all electrical switches are OFF.
OFF. Use a extinguisher approved for electrical
fire f. Install air inlet and tail pipe plugs.
fires to extinguish the flame. g. Rotate landing gear wheels, every seven days,
to prevent formation of flat spots.
EMERGENCY GROUND EXIT AND ENTRANCE. Lf
the cabin door cannot be opened, emergency exit can WOTE
be made through the cabin window directly opposite
the cabin door. Pull emergency e~t lever down and See SectionTV for engine preserva-
lift window from aircraft structure. Do not leave the tion procedures.
aircraft until bothpropellers have stopped rotating.
Emergency entrance into the cabin may be made STORAGE FOR MORE THAN 30 DAYS. When an air-
through the cabin door or by breaking the windshield craft is to be stored for periods greater than 30 days
or any of the other windows, the following preservation and storage procedures
should be followed:
ENGINE GROUND OPERATION a. Repeat steps a. through g. of paragraph ’5tor-

age For 30 Days or Less.
All engine ground operations including external pre- b. Remove battery and store in cool place.
2-5
AND INSPECTION 690A/690B
EXTERNAL
CONTROL
LOCK
RUDDER
FILLET
2267
Figure 2-5. External Control Lock
r!3 o
ADJUSTABLE
TAILSTAND
WEIGHT 300 LBS MIN
HYDRAULIC JACK
MINIMUM HEIGHT 66"
MAXIMUM HEIGHT 78"
22 24
Figure 2-6. Jacking

2-6
GULFSTREAM SECTION II
c. Clean and polish aircraft. LANDING GEAR TIRES. Maintain main wheel tire
pressure at 70 psi refer to Section VI and nose I
The above storage procedures are applicable for stor- wheel tire
pressure at 30 psi. Use only soap and
age periods not exceeding 60 days. When storage for water to clean the tires.
longer than 60 days is required, the nearest Aero
Commander Distributor should be contacted for stor- LANDING GEAR SERVICING. Maintain strut exten-
age recommendations. sion pressures and dimensions as shown in Figure
2-8 and lubricate the landing gear as shown in Figure
RETURNING AIRCRAFT TO SERVICE. If proper 2-12. Check the landing gear daily for general clean-
procedures have been followed during storage, very liness, security of mounting, and hydraulic leaks.
little preparation will be required to return aircraft Keep machined surfaces of strut piston wiped free of
to service. Install fully charged battery and perform dirt and dust, using a clean lint-free cloth saturated
a thorough and searching daily inspection and pre- with MIL-H-5606 hydraulic fluid. Surfaces should be
flight check. wiped free of excessive hydraulic fluid.
Filling and Inflating Strut
SER VICINC The air valvefor inflating and deflatingthe main land-
ing gear strut is located on the lower portion of the
strut outer body. The hydraulic filler plug is located
on the top of each main landing gear. The air valve
ENGINE OIL SYSTEM
body located at the top aft side of the nose gear strut
is used to fill and inflate the strut. Main landing gear
A supply quarts of engine lubricating oil, car-
of 6. 0
struts are inflated to 350 (-1´• 10) psi or until the strut
ried in an storage tank attached to the lower right
oil
side of the reduction gear case of each engine, sup- extension conforms with the Strut Extension Chart,
plies oil for the engine lubricating system, propeller Figure 2-8. The nose landing gear is inflated to 95-
100 psi.
pitch control system, and engine torque sensing sys-
tem. The oil system consists of a nacelle mounted
oilcooler, fuel-to-oil heat exchanger, an internal LANDING GEAR NITROGEN STORAGE CYLINDER.
The landing gear nitrogen storage cylinder, which is
oilpump, pressure regulating valve, threeinternal
scavenge pumps, oil filter, filter bypass valve, mag- charged to 425-525 psi with dry air or nitrogen, is
netic plug, oil temperature bulb, oil cooler thermal installed in the baggage compartment on aircraft with
by-pass valve and oil pressure indicating system. factory serial numbers 11100 through 11208. The
When it becomes necessary to change oil type or cylinder is installed at fuselage station 346.60 on
brand, refer to Approved Fuels and Oils Figure in aircraft with factory serial numbers 11209 and sub-
Section V. sequent. The pressure gage and filler valve are in-
stalled on the inboard side of the left nacelle wheel
OIL TANK. Engine oil is drained through a port in the well. A green are on the pressure gage demarcates
bottom of the wrap-around oil tank on the lower right the pressure limits. Air pressure should be checked
side of the engine. To assure maximum oil drainage before each M~t and maintained within the limits
the propeller must be in the feathered position to purge indicated on the pressure gage.
the oil from the propeller dome. Approximately one
quart of engine oil is undrainable through the tank
drain port, because it is trapped in the sumps of the
Total capacity of the oil tank is 8.00
WARNING
engine pumps.
quarts; however, 6. 00 quarts will fill the tank to the
FULL mark on the dipstick. The space remaining in
the tank allows for expansion of the oil. When the oil Do not charge the nitrogen storage cyl-
level reaches the ADD oil mark on the dipstick ap- inder with oxygen. Use only dry com-
proximately 5.00 quarts of oil remain in the tank, pressed air or nitrogen.
Maximum allowable engine oil consumption is 0.02
gallon per hour. If the engine consumes as much as
a gallon of oil in a 50-hour operating period, oil line Nitrogen Storage Cylinder Pressure Gage Check
fittings and connections should be checked for leaks.
When adding oil, the oil level should be in theupper A periodic check of the nitrogen pressure gage should
half of the Full to Add oil zone of the dipstick when be made to assure gage is registering properly. Check
the oil is hot. If the oil is cold, do not add oil if the the gage as follows:
level is in the upper half of the Full to Add oil zone.
a. Bleed storage cylinder pressure to zero at the

emergency air filler valve. Observe the indication
LANDING GEAR AND BRAKE SYSTEM on the pressure gage as the pressure bleeds off. If
pressure gage indication does not drop to zero, or if
The following instructions for landing
servicing the needle sticks, the gage is faulty and should be re-
gear and brake system are intended as a guide for placed.
daily flight line maintenance operations only (see b. If pressure gage operates properly, recharge
Figure 2-7). Other maintenance procedures are dis- the nitrogen storage cylinder with nitrogen to 425-
cussed in Section VI of this manual. 525 psi.
2-7
AND MSPECTION 690A/690B
ib a a
7
8
23
C--
2 11
iv’" i 12
1 )i? lu‘- 14
s-
19/ 18 16-~14
2~1 ~y 13
1. NOSE GEAR STRUT NITROGEN VALVE 13. OUTBOARD FUEL TANK SUMP
2. STATIC SYSTEMDRAIN DRAIN (R L)
3. CENTER FUEL SYSTEM SUMP DRAIN 14. FUEL TANK FILLER CAPS
4. MAIN GEAR NITROGEN STORAGE (R L)
CYLINDER (690A, 11100 thru 11208) 15. MAIN TIRE INFLATION VALVE (R L)
5. OXYGEN CYLINDER 16. MAIN GEAR STRUT NITROGEN
(690A, 11100 thru 11208) VALVE (R L)
6. BATTERY(R L) 17. FUEL FILTER (R L)
7. ENVIRONMENTAL SYSTEM PRIMARY 18. OIL FILLER CAP
COMPRESSOR 19. ENGINE MLET DRAIN
8. REFRIGERATION UNIT 20. ALTERNATE STATIC SYSTEM DRAIN
9. HYDRAULIC PRESSURE ACCUMULATOR 21. NOSE TIRE INFLATION VALVE
REGULATOR UNIT 22. ~AINGEARNITROGEN STORAGE
10. HYDRAULIC ACCUMULATOR CYLINDER (690A, 11209 thru 11349,
11. HYDRAULIC RESERVOIR and 690B)
12. EMERGENCY GEAR AIR FILLER VALVE 23. OXYGEN CYLINDER (690A, 11209 thru
11349, and 690B)
22 56
Figure 2-7. Servicing Chart
BRAKE L~NING Brake linings should be

WEAR. batteries installedjust aft of the baggage compart-
checked before each flight to determine that the lin- ment. Batteries are connected in either series or
ing is not worn excessively. Refer to Section VI for parallel during the engine starting sequence. Battery
complete description of brake system. connections must be clean and tight to obtain peak
battery performance (see Figure 2-9). The connector
on the battery must be safety wired.
BATTERIES
The aircraft is equipped with two 24-volt de nickel

cadmium (Model 690A) and lead-acid (Model 690B)
2-8
GULFSTREAM SECTION ZI
,I
~II
700
TE iji
WITH STRUT FULLY EXTENDED

INFLATE TO 350 +10 PSI
~I
soo
SI
C I I’ I I I i i I i I~
’I
W
sao ~I
IE
400 ;1 I
I
5 IS
alE
vl EI,
300
uS
F11
~13
V1]$
200
2 3 4 5 6 7 8 8.75
MAIN LANDING GEAR STRUT EXTENSION

FROM FULLY COMPRESSED INCHES
Figure 2-8. Strut Extension Chart
MAINTENANCE OF NICKEL-CADMIUM BATTERY. tion. Consult physician if the eyes are involved. If
a
(Model 690A) The nickel-cadmium battery is com- more than of electrolyte is spilled from any
one ounce
posed of 20 individually removable cells connected cell, electrolyte should be added. During operation
in series with rigid metal connectors. Liners, in- some water is lost from the electrolyte as a result of
stalled around the inner battery case wall, provide normal gassing, venting, or overcharging. This loss
cushioning protect the battery case
for the cells and must be replaced only with pure distilledwater. Check
from acids. Cover pads, installed on the inner side the electrolyte level at major inspections or if the
of the metal cover, press against cell filler caps and voltage regulator fails and subjects the battery to ex-
hold cells securely in place during flight. Correct treme charging voltages. Electrolyte level should
positioning of these cover pads when installing the also be checked after the battery has been recharged
cover is essential in preventing damage to the batt- and allowed to stand idle for 2 to 24 hours. To check
ery during flight in rough air. The cover gasket,

the electrolyte level remove each filler plug with a
which provides a leak-proof seal between the cover filler-plug wrench. The electrolyte should be visible
and case, should be maintained in good condition to at 3/8-inch to 1/2 inch below top of baffle. Water
prevent leakage of electrolyte from the battery, should be added slowly and with equipment which is
clean and free from any trace of acid; do not use
Electrolyte equipment that has been used for servicing lead-acid
batteries, After water has been added, the battery
Electrolyte for nickel-cadmium batteries is a i. 32 should be discharged and then recharged to mix the
specific gravity solution of reagent grade potassium water with the electrolyte. This will prevent freezing
hydro~de and distilled water, which is very corro- when operating at high altitudes. Water should not be
sive. If this solution is spilled on clothing, hands, added to a discharged battery unless cell voltage ex-
or other material, the affected area should be wash- ceeds i. 5 volts as the electrolyte will expand during
ed immediately with cold water or a boric acid solu- the charging process and cell spewage will occur.
2-9
AND INSPECTION ssoA/ssoB
690A, 11100 THRU 11248, 11250 THRU 11268

NICKEL-CADMIUM
690A, 11249, 11269 THRU 11349
6bq it I
22 66
Figure 2-9. Battery Installation (Sheet 1 of 3)

2-10
GULFSTREAM SECTIONII
690B
LEAD-ACID CLAMP
DUCT SLEEVE ELBOW
CLAMP
(TYP 4 PLS)
BATTERY (REF)
c~ i _~j
s,
~JI
X42 375A

2-11
AND INSPECTION ssoA/ssoB
690B
LEAD ACID
COVER
MAINTENANCE
INSTRUCTIONS AND
CELL FILLER/
INSPECTION CAPS
CASE
WARNING DO NOT REMOVE THIS TAG
00 NOT ELECTRICALLY CONNECT OR DISCONNECT I NI ~9

THE BATTERY WITH THE MASTER SWITCH ON.
SAFETY WIRE THE ELECTRICAL PLUG BEFORE I Y
USING BATTERY FOR AIRCRAFT SERVICE. I U~
BATTERY
CONNECTOR
GO-NO GO I
PLUG GAUGE
~OYo.375 O.
J
D.
GO SPLIT RING
0.390 O. D.
SEPARATORSINDICATOR
1/8"
ECECTROLYTE
BATTERY
TERMINALS
QUICK
CORRECT LEVEL
DISCONNECT
RECEPTACLE
SPLIT RING ELECTROLYTE
INDICATOR LEVEL
INSERT GO-NO GO SEPARATORS

PLUG GAUGE
HEREnnnn
INCORRECT LEVEL TOO FULL
022416

2-12
ss0A/690B AND INSPECTION
Charging of Nickel-Cadmium Batteries (Model 690A) b. Remove the connectors between terminals of
end cells ofbattery and battery terminal connector.
The battery must be removed from the aircraft prior c. Remove filler plugs from each cell.
to charging. Charging of the nickel-cadmium battery d. Remove terminal connectors from defective cell.
by the constant-current method is recommended and e. Remove terminal connector bolts from cell and
should be performed as follows: install an insulated strap to cell with terminal con-
nection bolts.
a. Remove cover from battery. f. Withdraw defective cell from battery, using in-
b. Tighten each terminal connection, on each cell sulated strap.
to 34-38 inch-pounds. g. Install new cell with positive terminal connect-
c. Charge battery with a constant-current starting ing to negative terminalof adjacent cell, and negative
rate (amperage) source of 5 to Ilamperes to a control terminal connecting to positive terminal of adjacent
point of 29. 5 volts de. Finish charging rate is 2 to 7 cell.
amperes at a trickle rate of 155 to 230 milliamperes, h. Installterminal connectors between new cell
d. Check voltage of each cell. Lf a cell is shorted and adjacent cells.
(zero voltage indication), remove and replace cell
(see Battery Cell Replacement in this Section).
e. Electrolyte levelshould be 3/8-inch to i/a-inch CAUTION
below top of baffle two hours after charging. If elec-
trolyte level is low, fill cell with distilled water until
electrolyte level is correct. Do not substitute hardware for connect-
ing battery cells,as an adequate elec-
trical connection may not be made.
i. Tighten each terminal connection bolt to 34-38
lx~ CAUTION inch-pounds.

j. Install filler
plugs in each cell.
k. Recharge battery as outlined in Charging of
The electrolyte used in battery is alkali. Nickel-cadmium Batteries.
Do not add an acid to electrolyte. Avoid
use of acid-laden water servicing equip- Battery Rejection (Model 690A)
ment to add water to the battery cells.
A battery must be replaced when one of the following
conditions edst:
a. Current flow between battery post and battery

f. Current flowbetween battery terminal connec- case exceeds 100 milliamperes after completely
tion and battery case must not exceed 100 milliamp- charging battery.
eres. b. Battery fails to obtain a full charge after three
charging cycles.
c. When necessary to replace five or more cells.
WOTB
A voltage potential between battery
terminal connections and battery case
CAUTION
indicates that excessive current flow
may e~st, however avoltage potential
is not a reason for rejecting battery. Use extreme care when working around
top of cells. Do not place uninsulated
tools on top of cells. Severe sparking
1. If amperage is in excess of 100 m.a., will result and both tool andcell termi-
place battery upside down on a rubber mat and nals can be badly damaged, All tools
lift one end of battery with quick disconnect reused inside battery case should be cov-
ceptacle 450 angle.

to a ered with insulation.
2. Flush top of battery cells vigorously with
tap water. After battery has been flushed allow
to dry in sun or by applying forced warm air to Cleaning Battery (Model 690A)
battery.
´•3. Check voltage potential between battery All cleaning inside battery case should be accom-
terminal connection and battery case, and assure plished with nonmetallic tools. A white residue ac-
that amperage does not exceed 100 m. a. cumulates on top of the cells as a result of normal
venting of gasses from the charging operation. This
residue is harmless potassium carbonate and may be
Battery Cell Removal and Installation (Model 690A) removed by brushing with a fiber bristled brush. All
foreign matter should be kept out of the battery case.
a. Thoroughly clean battery. If electrolyte is spilled inside the case, all cells,
2-13
case liners, and dividers should be removed from c. Remove battery cell filler/inspection caps
case and cleaned with a three percent solution of boric and check electrolyte level in each cell, correcting
acid, completely dried, and reinstalled. Do not use level as necessary.
oil or other preservative on terminals.
Cleaning and Maintenance of Battery Compartment NOTE

(Model 690A)
Electrolyte level should be no higher
The battery compartment should be kept clean at all than the bottom of the split ring indi-
times to prevent an accumulation of foreign material cater and no lower than the top of the
which would have a tendency to absorb electrolyte. If separators. An acceptable level would
electrolyte is spilled inside the battery compartment, be apprordmately 1/8 inch below split
the compartment should be cleaned with a three per- ring,(refer to Figure 2-9). It is impor-
cent solution of boric acid, rinsed with running water, tant that the electrolyte level not be
and completely dried, higher than the bottom of the split ring.
If too full, proper venting will be
MAINTENANCE OF LEAD-ACID BATTERIES hindered and electrolyte may bubble out
(MODEL 690B). (Refer to Figure 2-9.) Batteries of the cell during charging procedures.
should be checked regularly for cleanliness, security
of mounting, and electrolyte level.
CAUTION
NOTE
It is extremely important that a good
Electrolyte level must be no higher seal be obtained between the cell filler/
than the bottom of the split ring indi- inspection caps and the battery to prevent
cater and no lower than the top of the electrolyte from leaking out of the indivi-
separators. An acceptable level is dualseals. Electrolyte leaking from
appro~mately 1/8 inch below split individual seals will create an acid path
ri~. Check electrolyte level fre- which will lead to self discharge of the
quently during hot weather, battery.
If visual check indicates low cell level, add distilled

water to bring cells up to proper level. If water has d. Install cell filler/inspection caps and secure
to be added frequently to maintain proper cell level, tightly in place, ensuring that a rubber gasket is used
probability is that batteries are being overcharged, between each cell filler/inspection
cap and the battery
due to improper function of voltage regulators. e. Wash batterybattery box with a solution of
and
baking soda and water (refer to procedures on clean-
ing batteries). Rinse with clear water and dry
NOTE thoroughly.
f. Replace battery in airplane.
Sulphuric acid (electrolyte) does not
evaporate and does not usually need
replacement unless it is spilled. CAUT ION
Electrolyte Spillage or Overflow. Inspection of the quick disconnect con-

nector should be performed periodically,
To reduce the possibility of electrolyte spillage or to ensure that sufficient and proper
overflow, proceed as follows: contact is made (use plug gage, refer

to Figure 2-9). If there is insufficient
or improper contact arcing may occur,
NOTE
engine starts may be difficult or may
Evidence of spillage or overflow can be not occur (causing excessive drain on
observed by inspecting the battery and batteries), and batteries may be perm-
battery box vent tubes for signs of anently damaged.
moisture.
a. Disconnect battery connector from quick dis- g. Connect battery connector to quick disconnect
connect receptacle. receptacle.
b. Remove battery from airplane in accordance h. Apply a Light coat of grease to all exposed
with the procedures outlined in this section. terminal metal.
2-14
IYOTE WOTE
This will neutralize all acid bridges When either distilled water or elec-
from the battery. The acid bridges act trolyte are added, battery should be
as a path for electrical.current to flow charged for at least one hour. Adjust-
and will cause a battery to self discharge ment of specific gravity should be
over a short period of time. Application accomplished after determining battery
of grease to the terminals will inhibit is fully charged. The addition of elec-
future spillage from shorting across the trolyte should be necessary only in case
main terminals or from ground to the of spillage.
positive terminal.
After battery has been fully charged the specinc
gravity for each cell should read 1.275 1.295,
Recharging Batteries. corrected to 800F 50F), 270C 2.50C). Specific
gravity for each cell should be adjusted within these
A battery that is fully charged will have a specific limits.
gravity reading of 1.275 1.295 for all cells, cor-
rected to 800F 50F), 270C (f 2.70C). When WOtl
specific gravity goes below 1.275, battery shall be
recharged. Add distilled water when specific
gravity is higher than 1.295 and add
electrolyte when specific gravity is
wARnlno I lower than 1.275.
During cold weather conditions it is important that

Always remove battery from airplane batteries are properly charged. This reduces the
before recharging. Hydrogen gas, danger of batteries freezing. The temperature at
given off during charging, is highly which electrolyte will freeze for a given specific
explosive. Avoid open names and gravity is as follows:
sparks in charging area. Personnel
in the vicinity of charging area may Specific Gravity
be seriously injured if battery of Electrolyte Freezing Point
explodes.
1.150 (completely discharged) +50F (-150C)
1.175 -40F (-200C)
r~ CAUTION
1.200
1.225
-160F (-270C)
-350F (-370C)
1.250 -620F (-520C)
Airplane batteries are lightly con- 1.285 (fully charged) -850F (-650C)
structed to save weight. Handle
carefully to prevent damage. WOTE
Batteries should befully charged for

Recharge batteries at a rate not exceeding 6 amps peak performance during engine start-
until electrolyte begins bubbling, then cut charging ing procedures and when batteries are
rate to 3 amps, until four consecutive hourly readings to be used as an emergency source of
show no rise in specific gravity, for each cell. If electrical power.
during charging the cells flood or sputter, the elec-
trolyte level is too high and should be lowered. With- Charging Procedures for a Completely Discharged
draw electrolyte to the proper level. Cell tempera- Battery.
ture should be kept below 1150F (460C) when charging
batteries. This can be accomplished by reducing the A battery may become completely discharged by
charging amperage or by providing forced air venti- leaving an electrical system on, such as master
lation. switch, Light circuits, etc. If this should occur,
remove the battery from the airplane, and use one
wARnlno I of the following charging procedures:
a. charge battery at a constant current rate of

Wear protective clothing and goggles 3 amps until the terminal charge voltage remains
when handling electrolyte (sulphuric constant for at least three consecutive hours.
acid). Use only glass, rubber, or b. If a constant current charger is not available,
plastic containers for pouring elec- a constant potential charger, with voltage adjust-
trolyte into the battery cells. Person- ment capabilities, can be utilized. With an ammeter
nel having electrolyte spilled on their connected in series, manually adjust voltage of
clothing or body should receive first charger so that appro~mately 3 amps of current
aid immediately. is flowing at all times.
2-15
NOTE Disconnecting Batteries Prior to Connecting GPU.
Frequent adjustments may be necessary

part of the charging proce-
for the first
dures.
T~ll
CAUTION
Prior to connecting an external power

c. Another alternative is to use a charger having source (GPU) to the airplane electrical
a constant potential charge of 28.8 volts. The char- system, disconnect battery connectors
ging time using this source is 48-72 hours. This from quick disconnect receptacle.
long slow charge tends to equalize all cells and bring Failure to do so, may result in perm-
the battery back to a useful state. anent damage to the batteries and the
expelling of battery acid may occur.
NOTE
Cell temperature should be kept below a. Disconnect battery connectors from quick
1150F (480C) when charging batteries. disconnect receptacle.
This can be accomplished by reducing:
the charging amperage or by providing Cleaning Batteries
forced ventilation.
Batteries should be kept clean at all times. Brush
dirt off with a stiff bristle, non-metallic brush. To
Maintenance Charging of Batteries. clean the batteries use the following procedures:
Self discharging of batteries is normal and should be

expected in any wet lead acid battery. To maintain a
battery in a useful state of charge, maintenance
T~ CA UT ION
charges must be given to a battery that is unused or

out of the airplane for a period of 30 days. The Check that cell filler/inspection caps
maintenance charge should be equivalent to that charge are tight before cleaning batteries
defined for a completely discharged battery. If an with a solution of baking soda and
airplane is to be setting for periods exceeding 30 days, water. If this solution seeps into the
remove the batteries from the airplane and ensure cells it will neutralize the electrolyte
that maintenance charges are given at intervals not and may permanently damage the
exceeding 30 days. battery.
Removal of Batteries. (Refer to Figure 2-9.)

a. Make a solution of
baking soda and water
To remove the batteries from the airplane, proceed (1 part parts of water).
soda to 20
as follows: b. Using a clean cloth, wet with the solution,
wash down the outside of the battery case.
a. Ensure that battery switch is in the OFF
position. NOTE
b. battery
Remove connectors from quick dis-
connect receptacle. This will neutralize any electrolyte
on the battery case.
WARWINO
c. Rinse battery with clear water and sponge
off the excess.
Immediately after removing vent lines, d. Allow to air dry or blow dry with compressed
prior to removing batteries, cap or plug air.
vent lines; otherwise electrolyte (battery e. Examine cell filler/inspection caps and
acid) will spill out vent lines and may ensure that gas escape holes are clear.
cause harm to personnel removing batt- f. If corrosion of battery rack is present, scrape
eries and/or damage to the airplane. or brush off, then wash down with baking soda solution
rinse area with clear water and dry.

g. Brighten battery terminals within quick dis-
c. Remove vent hoses from batteries, connect receptacle with wire brush or emery cloth,
d. Remove batteries from airplane. and coat with a light film of vaseline.
2-16
SECTION II
MAINTENANCE MANUAL SERVICING
AND ZNSPECTION
Installation of Batteries. @efer to Figure 2-9.) f. Safety wire battery connectors.
To install batteries in airplane, proceed as follows:
PERIODIC SERVICE
a. Clean battery rack with baking soda solution
and rinse with clear water. Wipe excess water off a. Every 50 hours.
rack before installing batteries. 1. Check electrolyte level.
b, Place;battery in battery rack.
c. Coat battery terminals with light coat of WOTE
vaseline.
In continuous hot weather, it may be
necessary to add c~istllled water more
frequently. Constant requirement for
CAUT ION
adding water may be an indication the
voltage regulators are not set at recom-
Use a voltmeter to verify battery polarity mended values. In extreme cold weather,
before connecting battery to airplane water should be added before starting
electrical system. Reverse polarity will engines.
damage airplane equipment.
2. Check security of vent hoses at batt-
d. Connect battery connectors to quick discon- ery and airplane inlet and outlet scoops.
nect receptacle.
e. Connect vent hoses to batteries. b. Every 100 hours.
I. Alternate the position of the batteries.
WOTE Number one battery should be installed in
number two position and number two battery
Periodically check the security of vents should be installed in number one position.
at battery and airplane inlet and outlet 2. Check specific gravity of all cells and
scoops. charge battery as required.
2-17
TROUBLESHOOTING BATTERY SYSTEM AND BATTERIES. Troubleshooting involves the review of all prob-
able causes, elimination of causes one by one, and the application of appropriate corrective action. Figure
2- 9A lists some of the more common causes of trouble which may be encountered in maintaining the battery
system and the batteries.
TROUBLE PROBABLE CAUSE CORRECTIVE ACTION
Battery will not Battery is worn out. Remove and replace.

hold its charge.
Equipment left on accidentally. Remove and charge battery.
Standing too long without usage Remove and charge battery

(especially in hot climate)
Short circuit or ground in wiring. Check wiring continuity and repair

as necessary. Remove and charge
battery.
Broken cell partition, Indicated by two or more adjacent

cells running down continually.
Frequently occurs when left stand-
ing a few days. Remove and replace
battery.
Battery life is short. Battery is overcharged. Check voltage regulator in accord-

ance with procedures outlined in
Section X.
NOTE
indicated by buckling of plates,
oxidation of grids, overheating,
excessive loss of water.
Level of electrolyte below top Service battery with distilled water.

of plates.
Frequent discharging of battery. Use external power source (CPU)

for prolonged maintenance and
ground starts.
NOTE
Due to excessive use of starter
and other electrical equipment
while on ground and recharging
in flight.
Improper storage. Charge at normal rate, until

specific gravity does not rise for
2 hrs. Then give a 60 hour over-
NOTE charge at 100/o~of normal charging
Dry batteries stored in a damp rate. If not fully charged after
location or wet batteries stored charging, replace battery.
for too long a period of time
without charging.
Cracked battery case. Battery holddowns loose. Remove and replace battery.
Figure 2-9A. Troubleshooting Battery System and Batteries (Sheet 1 of 2)
2-18
GULFSTREAM
SECTIONII
COMMANDER MAINTENAN%E MANUAL SERVICING
AND INSPECTION
690A/690B
TROUBLE PROBABLE CAUSE CORRECTIVE ACTION
Cracked battery case. Frozen battery. Remove and replace battery.

(continued)
WOTE
Caused by adding water in cold

weather without charging battery to
thoroughly mix water with electrolyte,
or due to low specific gravity of
electrolyte caused by improper filling.
Electrolyte runs Battery is overcharging. Checkout voltage regulator in ac-

out of vent plugs, cordance with procedures outlined
in Section X.
Too much distilled water added to Remove excess water to proper

battery. level (appro~mately 1/8 inch
below split ring).
Shorted or grounded cable causing Repair short or ground. Replace

direct full discharge of battery, battery.
Battery freezes. Battery discharged. Remove and replace battery.
Distilled water added and battery Remove and replace battery.

not charged immediately.
Battery consumes Charging rate too high. Check voltage regulator in accor-
excessive amount of dance with procedures outlined in
distilled water. Section X.
Electrolyte runs out of vent plugs. Level of electrolyte too high. Adjust
level higher than bottom of split
no
ring indicator, no lower than top of

separators. Acceptablelevelis
appro~imately 1/8 inch below split
ring
No power with battery Battery discharged or defective. Remove and service battery. Replace
switch in BATTERY if necessary.
position.
Open Circuit between battery relay Check continuity of electrical circuits.
and battery control switch.
Battery switch defective. Check switch for operation, replace

if necessary.
Defective relays. Check relays and replace if necessary.
Power on airplane Battery switch defective. Check operation of switch, replace

with battery switch if necessary.
in OFF position.
Relay contacts stuck. Check operation of relay, replace
if necessary.
Figure 2-9A. Troubleshooting Battery System and Batteries (Sheet 2 of 2)

2-19
FUEL SYSTEM in the sump of fuselage fuel cell. A fuel filter is in-
stalled at each engine to filter the fuel as it flows be-
The fuel tank system consists of 22 interconnected tween the fuel control unit and the engine-driven fuel
fuel cells which form a single tank system. Fuel cell pump. Remove, clean, and replace filter element as
locations are as follows: Six cells are located on the outlined in TPE 331 Engine Maintenance Manual.
outboard side of each engine nacelle, while four cells Electrically operated fuel shutoff valves control the
are located on the inboard side of each engine nacelle. fuel flow to each engine and are electrically energized
The 21st cell is located in the center wing section and to the open position during the engine starting se-
the 22nd cell is installed in the fuselage below the quence. The fuselage fuel tank sump also contains
center wing cell. Two electrically operated continu- one of the four fuel quantity transmitters and a sump
ous duty boost pumps are installed in a sump con- drain valve. A "low fuel" warning system, also in-
tained in the fuselage fuel cell. Each pump supplies eluded in the aircraft fuel system, will illuminate a
fuel to its respective engine where the two-element warning light in the flight computer when the total fuel
engine-driven fuel pump boosts fuel pressure before available has decreased to 31 gallons (208 pounds).
the fuel enters the fuel control unit. Initial screening The fuel system has a usable fuel capacity of 384
of the fuel is accomplished by a fuel screen contained gallons (2572 pounds). When refueling the aircraft,
2-20
the fuel tank system may be filled from the left or 690A/B airplanes, serial numbers 11100 thru 11516
right wing filler cap. Allow a few minutes for fuel may be serviced with hydraulic fluid MIL-H-83282;
to seek a uniform level when topping off the fuel tank however, the system should be drained and flushed
system, before servicing with hydraulic fluid MIL-H-83282.
Service hydraulic reservoir as follows:
Whenever possible the airplane should be serviced
immediately after each flight to permit maximum no~a
time for entrained water to reach the sump drains.
Drain a quantity of fuel from each sump drain and The two fluids are compatible; however,
check for presence of water or other foreign material the design specifications of MIL-H-83282
at each daily inspection. are diminished when mixed with MIL-H-
5606. Hydraulic nuid MIL-H-5606 may
FUE.L SYSTEM DRAINS. The fuel system includes be used when MIL-H-83282 is not available.
the following fueldrains: A center fuel cell drain on
the fuel sump, two outboard fuel cell drains, two in- a. Retract wing flaps.
board fuel celldrains, and a fuel drain line from the b. Open reservoir access door.
flow divider and engine combustor to the engine drain c. Remove reservoir filler cap.
manifold. The fuel cell sump drain is accessible d. Fill hydraulic reservoir to FULL mark(3.2
through the drain valve access door on the right side quarts) on dipstick. Do not service above FULL mark
of the fuselage below the inboard flap. Fuel drain since the remaining space is for fluid expansion.
valves for the left and right outboard and inboard fuel e. Install filler cap and secure access door.
cells are installed on the lower wing surface inboard
and outboard of each nacelle, and are actuated by ro- FILTER REPLACEMENT. Hydraulic reservoir filter
tating the valve with a screwdriver until the valve must be replaced at regular intervals, to maintain a
locks open, clean hydraulic system. Every effort must be made
to prevent dirt from entering reservoir during filter
replacement. If replacement operation is interrupted
HYDRAULIC SYSTEM for any reason, place cover over reservoir to keep
dirt out. Do not replace filter while airplane is ex-
The airplane is equipped with two automatic pressure- posed to dust laden air. The access door on top sur-
compensated, variable-delivery type, engine-driven face of the left nacelle has an opening large enough to
hydraulic pumps which provide power for operation accommodate filter replacement. Replace filter as
of the hydraulic components. In the event of a mal- follows:
function in the hydraulic system, an electrically-
operated hydraulic pump provides hydraulic pressure a. Remove drain plugs from bottom of reservoir
to operate the brakes, wing flaps, and nose wheel (Figure 2-10) and drain fluid into a clean container.
steering. A check of the hydraulic system installa- If fluid is to be reused, container must be tightly
tion should be made periodically for evidence of hy- covered. REINSTALL DRAIN PLUG.
draulic fluid leakage. The hydraulic fluid level in b. Open reservoir access door on top surface of
the hydraulic reservoir should be checked before each nacelle.
flight and hydraulic fluid added to bring the fluid level c. Disconnect vent tube from reservoir cover
up to the FULL mark on the dipstick. For complete fitting.

information on the hydraulic system refer to Section d. Loosen reservoir cover retaining bolt and care-
III of this manual. fully lift cover from reservoir.

e. Withdraw filter and gasket from reservoir. Do
HYDRAULIC RESERVOIR FILLING. The hydraulic not allow nuid to drip onto airplane.
reservoir is located in the left nacelle, immediately f. Clean sediment from bottom of reservoir using
outboard of the wheel well (see Figure 2-10). A door, care to prevent sediment from entering emergency
located on the top surface of the nacelle and aligned supply port.
with the reservoir filler cap, affords easy access for g. Clean removed filter gaskets with hydraulic
servicing. Before removing the combined filler cap fluid before installation. Replace gaskets if condition
and dipstick, wipe filler neck with a shop towel to is questionable.
remove dirt that could fall into reservoir. Never
allow reservoir to remain uncapped any longer than Filter replacement is accomplished by reversing the
necessary. Zf reservoir is low and hydraulic fluid is removal steps and referring to Figure 2-10. If clean-
not immediately available reinstall filler cap while liness of fluid drained from reservoir is questionable,
fluid.is being obtained.Model 690A/B airplanes, use new fluid. After reservoir is serviced, check
factory serial numbers 11100 thru 11516, have been drain plug for evidence of leakage.
factory serviced with hydraulic fluid MIL-H-5606.
Model 690B airplanes, factory serial numbers 11517 EXTERNAL HYDRAULIC POWER UNIT. The entire
and subs, have been factory serviced with hydraulic hydraulic system functionally tested by the
can be
fluid MIL-H-83282. It is recommended that 690B attachment of an elrternal hydraulic power source.
airplanes, serial numbers 11517 and subs, be field The power unit must be compatible with MZL-H-5606
serviced with hydraulic fluid MIL-H-83282. Model or MIL-H-83282 hydraulic fluid and capable of supply-
2-21
SERVICING MAINTENA~LCE MANUAL COMMANDER
ing a continuous pressure of 900-1075 psi. Connect WOTP

power unit as follows:
Always start engine opposite to external

a. hydraulic system pressure to zero.
Reduce hydraulic power unit application on the
b. Turn battery switch to BATTERY and close first run after power unit is used.
engine hydraulic-fuel shutoff valve switch.
c. Remove necessary cowl from engine and dis-
connect supply and pressure hoses from engine- ENVIRONMENTAL SYSTEM
driven hydraulic pump (see Figure 2-11).
The following instructions for servicing the pressur-
ization equipment are intended as a guide for daily
flight line maintenance operations only. Procedures
WOTP
other than routine daily maintenance are discussed in
A container should be available to catch Section IX of this manual. Inspect the refrigeration
hydraulic fluid draining from lines. unit oil filler and maintain oil level at top’of filler
Take necessary precautions to prevent neck. Drain and refill the refrigeration unit with
contamination if fluid is to be reused. approved oil to top of filler neck as required by the
aircraft inspection guide. Inspect inlet air duct for
d. Cap hydraulic
pump fittings. obstructions before each flight (see Figure:2-13 for
e. Connect pump supply hose to hose leading from approved oils).
power unit inlet port and connect pump pressure hose
to power unit outlet port.
f. Service hydraulic reservoir and open hydraulic OXYGEN SYSTEM
shutoff valve before operating hydraulic power unit.
The oxygen cylinder is located in either the aft baggage
compartment or the aft fuselage. When fully charged
the oxygen cylinder weights 13. 38 pounds and contains
22. O cubic feet of aviator’ s br eathing oxygen at a pr es-
FILLER CAP sure of 1800 psi.
COVER
AND DIPSTICK
RETAINING
ASSEMBLY
BOLT
WARNING
VENT
I R~
No smoking or open flame of any kind
is permitted in or near the aircraft
COVER
while the oxygen system is on. Keep
oil, grease, hydraulic fluid, flammable
items, and other foreign material away
II a from oxygen equipment. Dangerous
I I explosions willresult if oily fluids con-
tact high pressure oxygen.
Refilling of oxygen cylinders must be accomplished

by a reputable oxygen service station using aviator’s
FILTER breathing o~gen. This oxygen is specially dried to
-I remove moisture which could cause corrosionand
damage to the system, or which could freeze at low
temperatures and render the system useless. The
cylinder shutoff valve is equipped with a hex-capped
safety device which protects the cylinder from over-
~01 expansion of the oxygen in the event of exposure to
fire or elttreme heat.
DRAIN
PLUG ~118
~RESSURE
RELIEF
VALVE
1 CAUTION
C*UIIOW
I
Do not attempt to remove the safety
2344 device installed in cylinder shutoff
valve while the cylinder contains oxy-
Figure 2-10. Hydraulic Reservoir gen.
2-22
Before removing the oxygen cylinder for refilling or WINDSHIELD WIPER SYSTEM
replacement, the valve on the cylinder must be clos-
ed and the oxygen system lines bled to zero. While The windshield wiper system consists of an electric
the aircraft is on the ground, the oxygen supply shut- motor, flexible drive shaft assembly, converter as-
off valve should be closed and the altitude adjusting sembly, and an arm and blade assembly for each side
valve OFF (counterclockwise). of the windshield. The system operates on 28-volt de
electrical power through three overhead switches in-
stalled in the overhead switch panel. Two of the
WOTE switches (L PARK and R PARK) control the individual
wipers. By placing the switches in PARK position,
Do not use force when closing valves
or valve seats may be damaged.
2-23
SECTION II GUL FSTR EAM
123
NACELLE
15
4 5 6 7
13 14
9 10
B
B
[jo c~
7 I
LEFT SIDE VIEW

18 19
11 12 21 22 22 23 24
B 20 18
BOTTOM VIEW
27 26
9 8
~25
RIGHT SIDE VIEW
29 ~30 3PW~ 33
23
30
30
34
35
37
28
a ´•C~’t
C ~e e o
30
32 31
30 FLOOR PLAN VIEW
L 3’;7
1. PROPELLER 17. RUDDER TRIM TAB ACTUATOR

2. NOSE COWL RING 18. RUDDER CONTROL LINKAGE
3. UPPER ENGINE COWLING 19. EMPENNAGE CONTROL LINKAGE
4. LOWER ENGINE COWLING 20. NOSE LANDING GEAR
5. OILCOOLER 21. AILERON CONTROL PULLEYS
6. ENGINE EXHAUST SHROUD 22. ELEVATOR CONTROL PULLEYS
7. EXHAUST AND AFT NACELLE 23. RUDDER CONTROL PULLEYS
8. RADAR ANTENNA 24. CONTROL SURFACE CABLES AND PULLEYS
9. NOSE EQUIPMENT COMPARTMENT 25. RUDDER TORQUE TUBE ATTACHMENT
10. INSTRUMENT PANEL 26. FUEL SUMP DRAIN
11. AVIONICS 27. OXYGEN CYLINDER
12. POWER BRAKE VALVE (690A, 11249, 11269 thru 11349)
13. EXTERNAL POWERRECEPTACLE 28. VACUUM FILTER
(69OA, 11249, 11269 thru 11349) 29. PRESS AND AZR COND DUCTING (20 PLACES)
14. EXTERNAL POWERRECEPTACLE 30. CONTROL SURFACE CABLES, PULLEYS,
(690A, 11100 thru 11248, 11250 FAIRLEADS, HYDRAULIC AND VACUUM LINES
thru 11268) 31. HYDRAULIC AND VACUUM L6NES
15. ROTATING BEACON GROUND WIRE 32. CONTROL SURFACE CABLES AND PULLEYS
16. RUDDER HINGE 33. CONTROL SURFACE CABLES, PULLEYS
AND’ FALRLEADS
22 55
Figure 2-11. Inspection Plates and Access Covers (Sheet 1 of 2)

2-24
TOP VIEW HORIZONTAL STABILIZER BOTTOM VIEW HORIZONTAL STABILIZER
39 n 39
38 38
44 45 47 45 46 47 45 444,8
46
40 41 41 40
47
a
41 57 42 1 1 43 57 41
TOP VIEW WING
5P 5~5 52 48 I 40 52 55 54
5~11 \151
52
53 53
51
5? 51
49 5P 1 50 49
-i
---I-,
oo
1 9\ 1~ I I I I ~I Q OQ
40 40
57
BOTTOM VIEW WINI

56
V j6 53 53
~iJ""’
34. AILERON CABLE DRUM 46. WING TUNNEL

35. CONTROL COLUMN 47. FUEL CELL
36. LANDING GEAR AND WING FLAP 48. HYDRAULIC RESERVOIR
CONTROL VALVE 49. AILERON SHEAVE
37. RUDDER PEDALS 50. AILERON CABLES
38. DYNAMIC BALANCE WEIGHT 51. FLAP CLOSEOUT SKIN
39. ELEVATOR TRIM TAB ACTUATOR 52. FLAY SHEAVE
40. WING INSPECTION PANELS 53. FUEL CELL DRAIN
41. FUEL FILLER CAP 54. LANDING GEAR TRUSS ATTACH POINT
42. FUEL QUANTITY TRANSMITTER 55. MAIN LANDING GEAR
43. FIREWALL CONNECTIONS 56. FUEL VENT LINE
44. ENGINE PIPING AND CONTROL CABLES 57. FUEL QUANTITY TRANSM~TER
45. ENGINE PIPING TO WING TUNNEL
Figure 2-11. Inspection Plates and Access Covers (Sheet 2 of 2)

2-25
the wipers return to the stowed position. Afixed Products Research Co.,
resistor for each conjunction with
wiper, installed in 1221 Class A-1/2, Faying Surface Sealant
the control switches, decreases or increases speed 1221 Class
A-a, Faying Surface Sealant
of the windshield wiper motor when the speed control 1221 Class B-1/2, Faying Surface Sealant
switch is placed in SLOW or FAST position. This 1221 Class B-8, Faying Surface Sealant
speed control switch is installed between the left and Coast Pro-SeallOG-B2, Gasket Sealant
right wiper switches. See Section X for electrical 3M-EC1403, Gasket Faying Surface Adhesive
di~rams of the system. Wiper blades should be Coast Pro-Seal 567, Void Filler
checked for deterioration and replaced as necessary. Asbestos Mfg. and Insulating Co., No. 55 Asbestos
Cement, Insulating Cement, High Temp Air
Duct Sealant
CAUTION
Dow Coming Corp., Silastic D. RTV, Sealing Mater-
ial, High Temp. Air Duct Sealant
GeneralElect. Co., RTV-108 Silicone Compound
Never operate wipers on a windshield Jet Pump Sealant
covered with dust or sand, as this will Presstite Engr. Co. 193. 1 Pressurized Air Duct
cause dam~e to the windshield. Sealant
Hadley Bros UHL Co., St. Louis, Mo.
3642A TUF-GRiP Cement
ICE PROTECTION SYSTEMS

WOIE
Ice to either Class A indicates brushable mater-

protection systems are provided prevent
formation of ice on surfaces and equipment to re-
or
ial. Class B indicates filleting or
move ice accumulation on various areas of the aircraft. injectionmaterial. Dash numbers in-
Ice protection is provided for the following areas and dicate work life. Example: A-2indi-
cates a brushable material having a
components of the aircraft; leading edges of the wings,
vertical and horizontal stabilizers, generator inlet, a-hour malrimum work life.
pilot and copilot windshield, rudder horn slot, pro-

pellers, and pitot and stall warning equipment. The
systems are operated by engine bleed air or 28-volt Prior to use, all sealants are to be stored in a re-
dc electrical power. The wings, vertical and hori- frigerator. Two-part sealants should be mixed only
zontal stabilizers use a deicer system of boots that in the quantity required for a specific task. Surplus
inflate and deflate by engine bleed air to break the ice adhesive should be discarded since the storage life
loose anytime the ice accumulation is between 1/32 of mixed sealants, even under refrigeration, is very
and 1/8-inch thick. The generator inlet, pilot and limited. The two-part sealants have a definite and
copilot windshield, rudder horn slot, propellers, limited work life after being mixed; the work life be-
pitot and stall warning heaters alluse a deice or anti- ing the length of time the sealant will remain in a
ice prevention systemof electrically heated elements, workable form before becoming too hard. Before
The systems should be inspected daily for general mi~ing the sealant, the amount needed for the specific
condition and the boots must be maintained free from job should be estimated and only that amount mixed.
oil, fuel and other solvents harmful to rudder. Addi- Do not try to seal an area so large that the job cannot
tional information concerning proper operation and be finished within the work life of sealants. By using
care of the various systems are explained in Sections these simple precautions a great deal of time and
VIII, X and XI. sealant may be saved.
CLEANING MATERIALS AND TOOLS. The following

is list of cleaning materials and tools used when
a
AIRFRAME MAINTENANCE applying sealants.
1. Methyl Ethyl Ketone (MEK)

FUSELAGE SEALING 2. Gauze sponges; Johnson and Johnson,
Finetex, Leshner industrial wipers, or equiva-
The cabin area of the fuselage is carefully sealed lent.
during manufacture of the various subassemblies and 3. Clean rags.
again after assembly of the completed fuselage. The 4. Pyles sealing gun, Model 250-06 (using
following information is included to assist in the main- disposable cartridges).
tenance and repair of the aircraft to obtain a correct 5. Sealant forming tools spatula and seal-
and lasting seal when replacing any structural parts ant fairing tools.
which lie within the pressurized area. 6. Inspection mirror.
7. Solvent dispenser.
SEALANT AND INSULATION MATERIALS. The
following is a complete list of sealants and insulation SEALING PROCEDURES. The following procedures
to be used, and their general area of application. are prolided to enable operators to obtain successfu’
2-26
sealing of the pressurized cabin during a.nd following faying surface seal within the work life of the seal-
repairs to the cabin area. ant needs no further sealing. Any fastener installed
through a structure where no faying surface sealant
Cleaning has been used shall be sealed as follows:
Remove grease, oil, dirt, chips and all foreign ma- a. Apply sealant to fastener upon installation..
teriai prior to cleaning. The success of a good seal Sealant must extrude evenly around the fastener.
depends on thorough cleaning of both surfaces of
the b. Brush fastener with sealant to form a fillet
parts to be sealed.
the affected Cleaning can be ac- after installation.
complished using expendable gauze sponges or a clean
lint-free cloth. Scrub both surfaces until cloth re- Control Cable Seals
mains clean after wiping. Do not use an excessive
amount of solvent. For the final cleaning, wipe sur- All controlcables passing through a pressure barrier
faces dry with a clean dry cloth to remove any film are sealed with teflon seals. The retaining plates and
left by the evaporation of the solvent. The area clean- strips which hold the teflon in place are sealed with
ed should be slightly wider than the width of the sealant Products Research Co. 1221 Class B-8 sealant. When
to be applied. All cleaning solvent should be removed it becomes necessary to remove the teflon seal, clean
from assembly faying surfaces with oil-free, com- the faying surfaces and install teflon seal using the
pressed air. If any primer or paint is removed during sealant as a faying surface seal.
the cleaning operation, paint the area after the sealing
operation is completed. Floor
Mixing Allpermanent floor panels are installed with Products

Research Co. 1221 Class B-8 sealant applied as a
Mix the two-part sealants in accordance with the in- faying surface seal. Sealant is placed on one of the
structions on the container. Mix or stir the mixture faying surfaces with the pressure gun, and the panel
until it is uniform in color. Keep mixture free from pressed in place and riveted. A continuous bead of
grease, oil, dirt, metal chips, and all foreign objects. sealant must extrude along the edge of the panel. All
Mix only enough sealant necessary for completing the access doors and removable panels are sealed by ap-
sealing requirements. Keep the sealant containers plying Coast Pro-Seal 706-B2 as a faying surface seal.
closed when sealant is not being used.
Web Cutouts for Frames and Longerons
SEALING AREAS. Various areas of the pressurized
cabin require special sealing practices to assure a Coast Pro-Seal 567 (void filler) is used to seal long
thorough seal. When repairing these areas it is gaps not greater than 0. 25 inches in width and holes
necessary to maintain a thorough seal. no greater than 0. 38 inches in diameter. Apply filler
with a spatula and lap the edges of the void by at least
Skin Laps 0. 15 inches to obtain the required strength. Should
the void be too large, use sheet metal clips of 0. 020
The internal edges of all skill laps and both edges of aluminum to reduce the size of the void.
all frame flanges are sealed with a fillet of Products
Research Co. 1221 Class B-8 sealant applied with a Electrical Wiring
pressure gun. When used as a fayi~he; surface sealant,
the surfaces must be cleaned, the sealant applied to All electrical wiring running aft passes through the
one surface with a pressure gun or spatula, and then aSt pressure bulkhead. The majority of the wiring
spread with a spatula to cover the entire faying sur- runs through hermetically sealed bulkhead type elec-
face approximately 1/32 inch thick. When the

area trical connectors installed in the connector panel, lo-
surfaces are fastened together, a small excess of cnted in the right lower corner of the aft pressure
sealant will be extruded continuously along the joint. bulkhead, fuselage station 178.81. The electrical
The extrudedsealant is then faired out, leaving a connectors are gasket under the mounting
sealed by a
smooth fillet along the length of the joint. flange. Coaxial cables and engine thermocouple leads
run through 0.25-inch phenolic sheet which is used as
Angles and Channels a seal. The wires are also sealed with Coast Pro-
Seal 706-B2 sealant. The connector and connector
When an angle or channel is joggled, the area beneath panelat fuselage station 178. 81 are,accessible through
the joggle portion must be filled with sealant. Force the cabin upholstery. The aft side of the connector
sealant into one end of the cavity with a pressure gun and wiring can be inspected from within the aft bagg-
until the sealant emerges from all other openings. age comp,zrtment.
Holes are sealed by applying: Coast Pro-Seal 567
(void filler) to the l,ressurP side of the hole with a Aluminum Tubing
spatula. Tooling holes are sealed by first fill´•ing with
a rivet and then brushing with a coat of sealant. All tubinff running throufih a pressure barrier utilize
bulkhead fittin%s. When the hexagon shoulder of a

Fasteners fitting fits directly ngainst the bul.khcad, apply a fillet
of Prorlucts I1Pse:lrch Co. 1221 Clnss n-8 seahnt
Fasteners, rivets, bolts, etc., iustallfd througl-~ a the shoultlcr on the I,rcssure side.
2-27
SERVICING; MAINTENANCE MANUAL COMMANDER
AN960 washer is used between the fitting High Temp Air Duct Insulation
Wl~en an
shoulder and the bulkhead, apply a uniform coat of
Products Research Co. 1221 Class A-2 sealant on Bleed air tubing extends from the engine through the
each side of the washer before installation. When wing area into the fuselage and aft to the air condi-
the fitting is tightened, a continuous bead of sealant tioning and pressurization equipment. The tubing
must extrude around the edge of the fitting or washer. carrying the bleed air becomes extremely hot and
Do not move the position of the bulkhead fitting after requires insulation. A standard Asbestos Mfg. and
sealing has hardened, as this will break the seal and Insulating Co., No. 55 Rock Wool Insulating Cement
necessitate resealing. is applied to a thickness of 0. 30 to 0. 50-inch by spa-
tula or molded by hand. After the insulation has dried,
Cabin Door one coat of Dow Coming Corp., Silastic "D" RTV
sealant is applied by brush to prevent the absorption
The elrterior skin has been sealed at the factory and of liquids. The insulation may be repaired by apply-
allother possibleleakpaths suchas joggles and shims ing freshly mixed insulation and allowing it to cure
have been sealed with Products Research Co. 1221 the proper length of time. When removing insulation,
Class B-8 sealant. The large rubber bulb seal around do not damage the surface beneath it.
the door is installed to seal the door area when closed.
The bulb seal should be checked frequently and main- REPAIR OF SEALANTS. Should the pressurization
tained ingood condition, as a damaged door seal could sealant become damaged during its work life, it may
be the source of a major pressurization leak. be repaired by removing the damaged filler and apply-
ing new sealant, or reworking the fillet with a form-
Rudder Pedal Boots ing tool. When the damaged filler has hardened, the
fillet should be repaired as follows: Remove all faulty
Areas around the rudder pedals and control columns sealant or sealant down to solid materials and
remove
are sealed with leather boots. The boot is installed, reseal. If beyond repair,
cut away complete fillet and
wrong side out on the arm to be sealed, by applying clean and reseal the area. When removing sealant
Coast Pro-Seal 706-B2 between the faying surfaces, do not damage surface beneath fillet.
The boot is then turned down and attached to the floor
skin with retainer straps and screws. It is sealed at MAIN CABIN DOOR BAYONET RIGGING CHECK.
the floor line with Coast Pro-Seal 706-B2.
The following procedures are to ensure that all move-
able bayonets installed in the main cabin door have
Windows and Windshields
proper penetration in fuselage retaining blocks (refer
to Figure 2-11A):
Allwindows and the windshield are sealed with gaskets
between the glass and the inner and outer structure, a~ Open main cabin door and place door handle in
The windows and windshield are installed using a re-
locked position, extending bayonets. Apply layout ink
tainer and screws. The screws pass through the t, all bayonets.
outer structure, through the glass and into the nut- b. Retract bayonets by placing door handle in
plates on the retainers. Should a leak occur in a
open position.
window, the glass should be removed and the gaskets c. Close door and engage bayonets in fuselage
replaced. retaining blocks by placing door handle in locked
position.
Pressurized Air Ducts d. Lightly scribe a mark on inboard surface of
bayonet, along surface of door jamb (refer to Detail
A).
The pressurized air ducts extend from the plenum
chamber of the heater, under the floor along each side
e. Open main cabin door and place door handle in
locked position. Measure distance from tip of bayo-
of the cabin, to the outlet ducts. The ducts, which
net to scribe mark and record for each bayonet (re-
carry both hot and cold air, are installed with Press-
fer to Detail B).
tite 193.1 sealant between the duct flange and the floor
f. At each bayonet location measure the ctistance
skin. The outlet boxes immediately above the floor
at inboard side of hole in fuselage retaining block
are also sealed with a sealant. Presstite 193. 1 seal-
from door jamb sheetmetal to countersink of hole
ant is heat-resistant and no substitutes shall be used,
(refer to Detail C). Record for each hole.
g. To determine the amount of penetration, from
Jet Pump Sealing the dimension recorded in step e. subtract the dimen-
sion recorded in step f. for each individual bayonet,
Jet pumps extending aft from the plenum to the pri- obtaining the amount of penetration.
mary compressor are installed in the plenum with
grommets. The jet pumps and grommets are sealed NQTE
with General Electric RTV-102 sealant to prevent
contaminated air from entering the air conditioning Minimum amount of penetration for upper
system. If the sealant becomes damaged, or con- bayonets is 0. 70 inch and for aft bayonets
taminated air leakage is detected, the sealant may be is 0. 83 inch (refer to DetailD). If pene-
removed. Cut away complete sealant and clean and tration of
bayonets into fuselage retaining
resealarea. When removing sealant do not damage blocks isgreater than minimum require-
surface beneath it. ments, penetration of bayonets is acceptable.
2-28 Revision 1
A DOOR DOOR
JAMB
(REF)
(REF)
INeo) p~
(REF)
INBD
t´•
RETAINING
LOCK (REFJ ,scRleE
DOOR
(REF)
SCRIBE
AFT BAYONETS UPPER BAYONETS
DOOR (REF)
L, INBD~
DOOR (REF)
INBD
ii
SCRIBE
LINE
scdieELINE
C DOORJAMB
(REF)
INBD
DOOR
INBD
)FER(BMAJ
RETAINING
BLOCK
(REF)
-I~ T
Figure 2-11A. Main Cabin Door Bayonet Rigging (Sheet 1 of 3)

Revision 1 2-28A
INBD
INBD
RETAINING
BLOCK
(REF)
´•l~v.
0.83"
MIN.
NOTE BAYONETSIN
FULLY RETRACTED
POSITION
DOOR JAMB
INBD (REF)
0.00" (Z-26.600)
INBD T00.06"
Water Line Station
"4 r´• ~os´•´•
DOOR (REF) DOOR (REF)

02´•´•Too.os, DOOR JAMB
(REF)
(Z -48.400)
(Z -37.570)
(Z -15.050)
Water Line Station
Figure 2-11A. Main Cabin Door Bayonet Rigging (Sheet 2 of 31
2-28B Revision 1
C OMMANDE R MAINTENANCE MANUAL SERVICING
DOOR JAMB
INBD (REF)
INBD
o.os´•´•
DOOR IREF)
(REF)Oos´•´•
DOOR
DOOR JAM8
(REF)
Figure 2-11A. Main Cabin Door Bayonet Rigging (Sheet 3 of 3)
If minimum requirements for penetration are door, inflates automatically when an en~ne(s) are
notobtained, remove upholstery from inside main running and the cabin door handle is in the closed
cabin door, and adjust bayonets in door assembly to position. 18 psi bleed air is tapped off of the engine
dimensions In Detail E, with bayonets fully retracted, bleed air pressure fnctication line and reduced through
Recheck penetration of bayonets as per steps a regulator. This pressure regulator is located under
a. thru g. to ensure minimum requirements are the cabin floor and regulates the bleed air from 18
obtained (refer to Detail C). psi to 10 psi m~udmum. An air valve in the door and
j. If minimum acceptable penetration is not actuated by the door handle, directs regulated bleed
obtainable adjust the bayonets to exceed the 0.06- air to the seal for inflation or dump according to the
Inch dimension (refer to Detail E) to clear the door handle position. The system should be operated,
by 0.06 inch (refer to Detail Fl. functionally checked and adjusted as required.
NOTE
a. Checkbleed air pressure gage with engine(s)
operating. The pressure gage, located in the right
If minimum requirements of penetra-
instrument panel, should have a normal operatinF:
tion are not obtainable, contact Cus-
pressure of 16.6 to 19.4 psi.
tomer Service Department, Gulfstream
b. Check door seal for inflation. Lack of inflation
American Corp., Bethany, Oklahoma
indicates bleed air leakage at door seal, air valve or
73008.
line connections. Check these areas for leaks, if
leaks are not evident, adjust pressure regulator. Sec
k. Replace upholstery on inside of main cabin
Pressure Regulator Adjustment procedures below.
door.
NOTE
PRESSURE REGULATOR ADJUSTMENT. The prfs-
This check of bayonet penetration should sure regulator adjustmentis made with the cabin
door closed and engine(s) running.
be performed every 100 hour periodic
inspection.
a. Install a pressure gage, with a range of 0 to 25
CABIN DOOR SEAL psi, at any convenient location downstream of re~la-
tor and upstream of the door seal by use of a tee fit-
A cabin door seal, installed around the edge of the ring.
Revision 1 2-2sc/z-zsu
690Aj690R ~NI) INSPEC1’ION
3. Crazing in inner or outer window panes.

CAUTION
A craze is defined as a fissure in surface of
Plexiglas that does Ilot penetrate the full thick-
Dn not ~ressurize cal,in tlnc,r sfnl \´•´•itii ness of the pane. These fissures have no de-
tloor ol)"’ ~lillite paltern or length.
b. Loosen adjustinh´• scrc~´• nut on press~u´•e WINDOW AND WINI)SHIELD REMOVAL. To remove
tor and adjust screw f(,r a 10 psi Inaximuln. a window assembly or windshield proceed as follows:
Window Removal
WOTE
If unable to obtain Ir) psi reh~lated a. Remove interior window molding and window
bleed air, recheck air valve.tloor seal molding supports.
and li17C C0171~CCtiOllS 1’()1. 1F~kS.;113d I’F- b. Relnove scl´•c´•ws Blld liPt WilldOW assembly free.
pair or replace as necessary, c. Remove and discard all gaskets.
Windshield Removal
AIR VALVE ADJUSTMENT. Adjust the air valve as
follows: a. Place windshield switc~les located in the over-

head switch panel to the OFF position.
a. Remove door panel, b. Disconnect wiring from windshield terminal
b. Place fully closed position,
door handle to the blocks.
c. Loosen attaching air valve to door.
screws c. Remove screws, metal retainers and straps
d. Place air valve in its fully actuated position from windshield.
d. Tie both ends of a long piece of safety wire to
against the door actuating arm and tighten screws.
wrenches. Use a back and forth motion and gradually
loosen sealant from inboard side of windshield as
WINDOWS AND WINDSHIELDS windshield is slowly removed. This willprevent dam-

age to straps and retainers.
On pressurized aircraft it is of the utmost importance e. Remove and discard all g~ommets and rubber
that the windows receive careful handling and are in- sealing strips from retainers and structure.
spected irequently. Scratches which occur in the
outer panes of the cabin windows must be inspected WINDOW AWD WINDSHIELD INSTALLATION. To
carefully and if found to exceed O. 010-inch in depth prepare the windshield for installation and to install
the affectc?d window must be replaced. The wind- the window or wiIldshield, proceed as follows:
shields are glass and cannot tolerate any scratches.
A scratched windshield must be replaced. Preparing Windshield For Installation
WINDOW AN;) WLNDSHLF~LD INSPECTION. The win- a. Temporarily install windshield in the aircraft.
dows and windshields should be inspected frequently. Allow approximately 0. 10 to 0. 40-inch gap around all
Specialattention should be given to scratches or craz- edges. Use existing screw holes in aircraft retainer
ing of ally kind which might occur in the outer edges of skins, structure and center retainer strap as a guide
the windows adjacent to the fuselage skin. Scratches and barely pilot drill hole location with a number 10
which exceed 0.010-inch in depth and are located any- drill.
where on the surface of an outer window panel or wind- b. Remove windshield and drillcompletely through
shield will necessitate the installation of a new as- the windshield with a number 40 drill. Use extreme
sembly. One practical method of determining the care when drilling to prevent cracking or chipping of
depth of surface scratches is to place a piece of windshield.
0. 010-inch diameter wire in the scratch. If the sur- c. SpotPacedrill holes out to 0. 3437/0. 348 diameter.
face of the wire stands above the surface of the Plexi- d. Remove windshield and back drill with spotface
glas, the window may be continued in service but drill.
should be watched very closely for evidence of crack- e. Countersink all holes on exterior side of wind-
ing. The windshield is not plexiglass and must be shield to 100o by 0. 44 diameter.
replaced if a crack or scratch appears. Pilots as well
as mechanics should be made aware of conditions of Windshield Installation

this nature since they will be inspecting the aircraft
prior to each flight. Any of the following conditions a. Position windshield and install grommets and
will require the replacement of a window or wind- retainers to insure windshield is held to contour and
st~ield: in place.
b. Cut and fit gaskets.
1. Scratches which exceed 0.010-inch in c. Remove windshield. Install g’asketsto retainers
depth in outer panes of windows. with EC 1403.
2. Cracks in outer window panes. A crack d. Clean and wax inside retainers.
is defined as a separation of window through its e. Apply PR1221B sealant, or equivalent MIL-S-
entire thickness. 7502 to inside retainers and centerpost.
2-29
f. Install screws and torque to 12 inch-pounds and gents. Any rubbing of the painted surface should be
record time of day. Wait a minimum of 12 hours and gentle and held to a minimum to avoid cracking the
retorque screws 30 to 35 inch-pounds, paint film. The aircraft should be washed with mild
g. Connect electricalwiring to windshield terminal soap and water; loose dirt should be flushed away
blocks as shown in 2-12 and SectionXwiring first with clean water. Harsh or abrasive soaps or
diagrams. Test electrical circuit. Bond the leather detergents, which could cause corrosion or scratches,
cover over terminal blocks located on the lower por- should never be used. Soft cleaning cloths or a
tion ofwindshield with 3642A TUF-GRIP cement chamois should be used to prevent scratches when
(Hadley Bros UHL Co., St. Louis, Mo.). cleaning and polishing.
h. Perform an operational check of the system by
placing the windshield heat switches located in the Lower Wing and Flap Surface Paint
overhead switch panel to HIGH or LOW. A slight in-
crease on the ammeter will be indicated, also a The paint applied to the lower surface of each wing
physical check of the windshield will note a heat rise. and flap, between the engine nacelle and wing station
i. Seven days after installation of windshield, fill 142. 00, provides thermal insulation from engine ex-
area around windshield between wilidshield edging and haust heat. Paint in this area must be frequently
straps with MIL-S-7502 or MIL-S-8802 sealant and cleaned and inspected for chips, cracks and general
fair smooth. Aircraft may be flown prior to this step. deterioration. Chips and cracks should be retouched
using a high quality aircraft epoxy paint. When gen-
Window Installation eral deterioration of the paint is evident the entire
surface of the wing and flaps between the nacelle and
a. Install gasket strips on the cabin windows by wing station 142.00, must be repainted. Clean the
using EC 1403 rubber cement or equivalent. surface with PD-g80 and wash with soap and water.
b. Position window assembly orwindshield and Apply one coat of Alumnigrip paint, and allow suffici-
install grommets, retainers, gang channels and ent drying time.

screws as required.
c. Install interior window molding supports,and
Landing Gear and Wheel Wells
window molding for the door and side window instal-
lation. Tighten retainer screws to a torque value of
Use a cleaning compound containing an emulsifying
20-25 inch-pounds for picture windows and all fuse-
agent to remove oil, grease and surface dirt from the
lage cabin side windows. When installing emergency
landing gear and wheel well. These compounds, when
exit hatch window or main cabin door window tighten
mixed with petroleum solvents, emulsify the oil,
retainer screws to a torque value of 12-15 inch-
grease and dirt. The emulsion is then removed by
pounds, rinsing with water or by spraying with a petroleum
solvent. After cleaning, lubricate landing gear (see
Lubrication Chart, Figure 2-13). Be sure to cover
AIRFRAME CLEANING
openings and air scoops before cleaning. If a water
rinse is used in cold weather, blow all water from
By using the cleaning methods outlined in this sect~on wheel well with an dr hose. Water allowed to stand
the appearance of the aircraft can be kept in factory
may freeze and prevent operation of mechanically ac-
new condition.
tuated parts. Emulsion type cleaner solutions usually
contain solvents which are injurious to rubber if al-
MTERIOR CLEANING. The seats, rugs, upholstery
lowed to remain in contact for any length of time. If
panels, and overheadpanels should be vacuum cleaned these solvents come in contact with tires as a result
frequently to remove as much surface dust and dirt as of other cleaning operations, the solvent should be
possible. Do not use water to clean fabric surfaces,
removed immediately with a thorough water rinse.
since it will spot the upholstery surface and will re- To clean the tires, rinse with water and scrub with a
move the flame-resistant chemical impregnated in
brush. The tires may be brightened after washing
the cloth. Use premium quality commercial cleaners
by rubbing with glycerine or applying a brush coat of
especially compounded for cleaning leather and vinyl Thiokol tire paint. After cleaning landing gears, re-
surfaces, fabrics and upholstery. move allforeign material from the exposed piston of
the landing gear shock strut with a cloth moistened
EXTERIOR CLEANING. cleaning the exter-
Prior to
with hydraulic fluid.
ior of the aircraft, cover the
wheels, making certain
the brake discs are covered. Securely attach pitot
covers and installplugs or mask off allother openings. Windows and Windshield
Be particularly careful tn mask off all static air
sources before washing or waxing. Do not apply wax Clean the windows and windshield by washing with
or polish to the exterior surace of the aircraft for a plenty of non-abrasive soap or detergent and water
period of 60 to 90 days alter delivery, since waxes using the bare hand to feel and dislodge any caked
and polishes seal the paint from the air and prevent dirt or mud. A soft,
grit-free cloth, or sponge or
curing. This will give the paint a chance to cure by chamois may be used but only as a means of carrying
the natural process of oxidation. If it is necessary water to the plastic. Dry with a clean dxmp chamois.
to clean the painted surface before the expiration of Hard, rough cloths will scratch the ple?dglass and
the g0-day curing period, use cold or lukewarm should not be used. Remove oil or grease with kero-
(never hot) water and a mild soap. Never use deter- sene or aliphatic naphtha.
2-30 Revision 1
GULFSTREAM SECTlONlI
HORIZONTAL AND VERTICAL STABILIZERS

CAUTION
Inspect leading edges of horizontal and vertical stab-
the
ilizers as follows:
Do not use following materials;
a. The leading edges of the horizontal and verti-
benzene, methyl ethyl ketone, zylene,
cal stabilizers shall be checked for cracking by per-
acetone, carbon tetrachloride,fire ex-
tinguisher or lacquer thinner, or win- forming a "squeeze" test.
dow cleaning sprays because they will
soften the plastic and/or cause crazing. NOTE
Whenever the deice boots are removed

from the horizontal or vertical stabilizers
After cleaning, the plelriglass windows and windshield
perform a visual inspection of leading edge
should be waxed with a good grade of commercial wax.
skins for deformation, cracking, corrosion,
Waxes willimprove the appearance of the surface by
and loose or missing rivets.
filling in minor scratches and will help prevent fur-
ther scratching. The wax should be applied in a thin
even coat and brought to a high polish by rubbing NOTE
lightly with a dry, soft cloth such as cotton flannel,
outing flannel, or flannelette. Avoid excessive rubbing Whenever the leading edge skin surface
with a dry cloth. This is not only likely to cause of the horizontal or vertical stabilizers
scratches but also builds up’ an electrostatic charge is removed, perform a visual inspection
which attracts dust particles to the acrylic surface. of leading edge ribs for deformation,
Blotting with a clean, damp chamois or cloth will cracking, corrosion, and loose or missing
remove this charge as well as the dust. rivets.
Revision 2 2-30A/2-30B
GULFSTREAM SECTIONH
WINDSHIELD
TERMINAL~
d´•: TERMINALS ’STRIP\ *S
2 3 /4 .5 is
NOTE
(i
RIGHT SHOWN
LEFT OPPOSITE
Replacement Windshield
will have "S" Terminal
(second sensor). Used if
first sensor fails.
G230 I
Figure 2-12. Windshield Terminal Strip
SQUEEZE TEST~NG LEADING EDGES OF HORI- and sheet metal brackets. Remove the screws and
ZONTAL AND VERTICAL STABILIZERS. To per- brackets, move seat approximately one inch and lift
form a "squeeze" test requires manually squeezing seal from seattracks. To install the seats, reverse
and listening and/or feeling for indications of crack- the procedure

ing or leading edge skin damage. If there are any
indications of cracking or leading edge damage the
STRUCTURAL REPA~RS
deicer boots shall be removed from the stabilizer,
and necessary repairs accomplished.
Structural repair methods should be in accordance
with the requirements of the Federal Aviation Agency’s
"Aircraft Inspection and Repair Manual 43. 13-1 and
COUCH AND SEATS
"Aircraft Alterations", Manual 13-2. Any skins,
frames or ribs damaged beyond repair can be ordered
The couch and seats are easily removed and installed.
from the Parts Catalog. Any repair difficulties en-
They should be removed whenever the upholstery is countered that are not covered by FAA Manual 43,
to be repaired or when access to other areas of the
should be referred to Customer Service Department,
cabin is required.
GulfstreamAerospace Corporation, Oklahoma City,
Oklahoma 73123.
COUCH REMOVAL. Remove end caps from Inboard
couch tracks. Remove the two pins at upper end of
couch back support arms. Lift couch position lever
LUBRICATION
and slide couch forward to end of tracks until forward
couch legs have cleared the tracks. Remove two
screws and sheet metal brackets from aft couch legs.
Lubrication requirements for the aircraft are shown
Move couch approximately one inch and lift clear of
0" the lubrication chart (Figure 2-13). Before adding
tracks. Toinstallthecouch, reversetheprocedure
grease to Zerk Eittings, wipe off all dirt. Lubricate
and check operation of poslticn lever,
until new grease appears around parts being lubrica-
ted and wipe off excess grease. Lubricate all hinges
SEAT REMOVAL. Pull the lower seat shroud away with squirt can or brush, then wipe off excessive oil
from the seat legs enough to expose the two screws to prevent accumulation of dirt and grit.
Revision 2 2-31
SECTION II CULFSTREAM
WOTE
LUBRICATION PERIOD IS SPECIFIED
ON EACH DETAIL.
B I I ~-I O
N
D M
EF G H K
22 57
APPLICATION
SPECIFICATIONS AND TYPE OF LUBRICATION
SYMBOL
Q
HAND PACK MIL-G-81322A AIRCRAFT GREASE OR EQUIVALENT.
ZERK GUN MIL-G-81322A AIRCRAFT GREASE OR EQUIVALENT.
(HF)
CLOTH WIPE MIL-H-5606 OR Ma -H-83282 HYDRAULIC FLUID.
DISPENSER DOOR EASE (STICK FORM).
DISPENSER FLAKE GRAPHITE
[r
OIL CAN GENERAL PURPOSE SAE 10W OIL.
APPROVED OILS: Refrigeration Unit (boot strap)

FILL SLOWLY TO OVERFLOW WITH OIL PER
MIL-L-23699 WHICH IS PREFERRED OR
MIL-L-7808 IF OPERATING IN EXTREMELY
COLD CLIMATES COMMERCIAL EQUIVALENTS CAUTION
ARE ACCEPTABLE.
DO NOT MIX BRANDS

OR TYPES OF OILS.
Figure 2-13. Lubrication Chart (Sheet 1 of 5)

2-32
GULFSTREAM SECT~ONn
690A/690B ANT) INSPECTION
A NOSE LANDING GEAR AND B NOSE GEAR DOORS

UPPER DRAG BRACE
*1~5
M;~yr
I r isI
k"
gs
I~
(8 PLS)
(HF)
)\(HF)DAILY
100 HOURS
IOOHOURS
200 HOURS OR
WHEN WHEEL
[11 100 HOURS
IS REMOVED
?a s
C CONTROL COLUMN ELEVATOR TORQUE TUBES
G~2
i;l :i
rY
I:.?P
i~--
"i-~
I;
:T:";,2
´•r
1´• J~ SDOHOURS
UL~:
´•1~ 500 HOURS
L~r 500 HOURS
27 1 216

2-33
SECTION II~ GULFSTREAM
AND INGP%CTION
690A/690B
D GEAR-FLAP CONTROL E RUDDER BRAKE PEDALS
(14 PLS)
g
)(;i
ii
_; I
ll:J
Ijl I
1:1-
f
IY r´•1 rl
100 HOURS
L~AS RE4UIRED 22 16
~2 s9411
F SEAT MECHANISM G CABIN DOOR
PLS)
i(s
Y
(II´•
(4 PLS)
WOTE
(F LUBRICATE DOOR SEAL
WITHSlllmNE8/19E
LUBRICANT (AS REQD)
100 HOURS
AS REQUIRED
a A9 REWRED 2~00
2122 1 42 2BOA

2-34 Revision 1
GULFSTREAM SECTIONH
H BAGGAGE COMPARTMENT DOOR I I ENGINE SECTION (CONTROLS)
I
(II
AS REQUIRED
AS REQUIRED WOTI
LUBRICATE ALL
CONNECTIONS IN
AS RE~UIRED
ENGINE SECTION (II AS RE&UIRED
AS INDICATED
22 7 1 22 39
J MAIN LANDING GEAR K MAIN LANDING GEAR DOOR
(H Fl
g
I--(HF)
(HF) DAILY
200 HOURS OR
IC WHEN WHEEL
IS REMOVED
100 HOURS
g 100 HOURS
(r 100HOURS
1227
26 21

2-35
L GEAR UPLOCK
M REFRIGERATION UNIT
~li 1
Irlr’
[Y 100 HDURG
26 6
a5 HOURB
22919
O RUDDER AND ELEVATOR TRIM

N CLAMSHELL DOORS
TAB MECHANISM
Li
ri
~4;1
1~1200 HOURS
(Y100 HOI~RS
200 BOURS
27~
226 29
Figure 2-13. Lubrication Chart (5heet S of 5)
2-36
MAINTENANCE MANUAL
interim change notice Culfsrream
Aerospace
INTERIM CHANGE NOTICE: ?Xodel 690kB Jlay 15, 198;
NOTE
This interim change notice supersedes the interim change notice,

same subject, dated August 11, 1986.
This notice contains an interim change to the SIaintenance ~anual

and should be 8led in front of the manual pending receipt of formal
revision pages. It is suggested that a reference to the interim
change be made adjacent to the appropriate parr, of the manual as
a means of alerting the reader to the addition or change to the
maintenance instructions.
SUBJECT: LITBRICATION CHART, ENGINE IMOUNTS AND TORBUE VALUES. NOSE LANDING GEAR
COLLAR ASSEMBLY ADJUSTMENT, WING FWP CONTROL SYSTEM RIGGING ~C\ID
JWINTENXNCE LIiMITS SCHEDULE.
INSTRUCTIONS: ~nake changes to the Airplane Z(laintenance ~anuai as follows:
Add illustration to Figure 2-12 Lubrication Chart ISheet 6 of 6) as shown on page 3 of this Interim Change
Notice.
INTERIM CHANGE NOTICE: Model 690A/B
P MG112 AND MGI1PA TRIM ACTUATORS
Lubricate according to following procedures:
i. Remove lour screws Irom plate. 4. On MC112A actuator, lubricate felt

Pull away rrom actuator (see
plate washer by first removing cable drum.
illustration below). Saturate felt washer with F-50 lubri-
cant. Apply lubricant to roller bear-
2. Apply General Electric Co. Versilube ing behind washer. Install felt washer.
F-50 lubricant to bearings that are Install cable drum. Refer to Honeywell
visible. Be careful. not to get lubri- Maintenance Manual 95-45713) to remove
cant on any other part of actuator, and reinstall cable drum.
3. Install plate and tighten lour screws.
PLATE
MOUNTING
SCREW (4)
PLATE CABLEDRUM
SCREW
LOCKING
CUP
LUBRICATE
LUBRICATE nu FELT WASHER
BEARINGS ~Y (MG11ZAONLY)
MG’112 TRIM ACTUATOR
MG113A AND MC;113E SERVO ACTUATORS
Í/
LUBRICATE
OUTPUT SHAFTS (2)
MG1T3 SERVO ACTUATOR
Lubricate both output

shafts with machine
oil (see illustration
above) 300 TO 500 HOURS
Figure 2-12. Lubrication Chan (Sheet 6 of 61
PageSolG
MAINTENANCE MANUAL
intevim change notice Gulfstream
Aerospace
Date: 11January L985
INTERIM CHANGE NOTICE: Model 690PLIB.
NOTE
This notice contains an interim change to the Maintenance

Manual and should be Bled in the appropriate Section of the
manual, pending receipt of formal revision pages. It is
suggested that a reference to the interim change be made
adjacent to the appropriate part of the manual as a means
of alerting the reader to the addition or change to the
SUBJECT: LUBRICATION OF LANDING GEAR CONTROL ASSEMBLY.
INSTRUCTIONS: Make the following changes to the Maintenance Manual a: indicated:

A. Section II Add the following illustration as Figure 2-13. Lubrication Chart (Sheet 6 of8).
INTERIM CHANGE NOTICE: Model 690AiB.
P LANDING GEAR CONTROL ASSEMBLY
030100300
L10’3
C1" O
~YI-lkJ i -u
o o
o o
o o
WOtE Using freon degreaser remove old grease

and dirt from around leaf spring. Apply
EYERY 12 MONTHS
MIL-G-81322 or equivalent 0. 25 inch above
and below pin.
Figure 2-~3. Lubricotion Chort (Sheet 6 of 6)
Page Sof3
GENERAL TUBE a HOSE FITTINGS
STANDARD O. D. OF ALUMINUM ALLOY TUBING STEEL TUBING HOSE END FITTINGS

DASH NO’S TUBE (5052 or 2024) ASSEMBLIES
MIN. MAX. MIN. MAX. MIN. MAX.
-2 1/8 10 16
-3 3/16 90 100 70 100
-4 1/4 40 65 135 150 80 120
-5 5/16 60 80 180 200 85 180
-6 3/8 75 125 270 300 100 250
-8 1/2 150 250 450 500 210 420
-10 5/8 200 350 650 700 300 480
-12 3/4 300 500 900 1000 500 850
-16 1 500 700 1200 1400 700 1150
-20 1-1/4 600 900
-24 1-1/2 600 900
NOTE: Alltorque figures are shown in inch-pounds
STRUCTURAL NUTS
TORQUE IN INCH-POUNDS
THREAD SIZE AN TYPE BOLTS Tension Type Nuts Shear Type Nuts
MS21042 AN 365 MS20364 AN 364
8-32 AN2 12-15 7 9

10-32 AN3 20-25 12 -15
1/4-28 AN4 50-70 30-40

5/16-24 AN5 100- 140 60-85
3/8-24 AN6 160- 190 95-110
7/16-20 AN7 450- 500 270- 300
1/2-20 AN8 480- 690 290- 410
9/16-18 AN9 800- 1000 480- 600
WOTE It is recommended that Locktite #AA-271 (or equivalent) be applied to
jam nuts to prevent them from vibrating loose during operation.
APPLICATION OF THE LOCKING COMPOUND SHALL BE ACCOMPLISHED

CAUTION IN ACCORDANCE WITH MANUFACTURER’S RECOMMENDED PROCEDURES.
APPLICATION OF A LOCKING COMPOUND DOES NOT ALTER INSPECTION

r;T~1
CAUTION REQUIREMENTS. ALL INSPECTIONS SHALL BE ACCOMPLISHED AT THE
REQUIRED TIME INTERVALS. (REFER TO SECTION XIII.
Figure 2-14. Torque Valves
Revision 2 2-37/2-38
SECTION
HYDRAULICS
GULFSTREAM
COMMANDER MAINTENANCE MANUAL GECTION III
e90A/s90B HYDRAULICS
i
SECTION III
HYDRAULICS
IAILF OF CONfLN1S
Page Page
GENERAL DESCRIPTION 3- 3 PowerBrakeValves 3-22
GENERAL MAINTENANCE PRACTICES 3- 7 NoseWheelSteering Bypass Valve 3-24
Functional Test Procedures 3- 7 Nose WheelSteering Cylinder 3-24
HYDRAULIC SYSTEM COMPONENTS 3- 8 Main Landing Gear Wheel Well Doors
HydraulicReservoir 3- 8 ControlValve 3-25
Shutoff Valves 3- 8 MainLanding Gear Wheel Well I~oor
Engine-Driven Hydraulic Pump 3- 9 PriorityValves 3-26
Accumulator-Regulator 9-10 Main Landing Gear Wheel Well Door
HydraulicPressureCage 9-12 Metering Valves 3-21
Landing Gear-Wing Flap Control Valve 3-12 Main Landing Gear Door Actuating Cylinders 3-27
Main Landing Gear Actuating Cylinders 3-16 AUXlLIARYHYDRAULIC SYSTEM 5-29
Main Landing Gear Uplock Cylinder 3-18 Auldliary Hydraulic SystemPump 3-29
Nose Landing Gear Actuating Cyllncter 3-20 Auxiliary Hydraulic System Operational
3´•´•20 Check 3-29
Wing FlapActuatfngCylinder
Parking Brake Valve 3-21
GENERAL DESCRIPTION
by thermal expansion. Hydraulic cylinders actuate
the nose and main landing gear, main landing gear
The aircraft hydraulic system consists of a primary wheel well doors, main gearuplock mechanisms, and
system and an au~xlliary system. The primary wing flaps. The cylinders are controlled through a
hydraulic system reservoir supplies h y d ra u ii c (dual- functioning) landing gear-wing flap control valve,
fluid to an engine-driven hydraulic pump installed mechanically linked to the landing gear and wing flap
on each engine reduction gear case. During normal control levers(see Figure 3-2), A check valve incor-
operation, hydraulic fluid flows from the reservoir porated in the landing gear-wing flap controlMlve, re-
through electrically operated shutoff valves to the tains fluid in the uplock cylinders of the main landing
engine-driven pumps. The shutoff valves, which are gear when it is retracted. In the event of pressure
located in the supply line toeach hydraulic pump, are loss in the primary hydraulic system, hydraulic fluid
provided to shutoff fluid flow to an engine-driven pump retained in the uplock cylinders by a check valve con-
in the event of engine fire, and to facf Utate maintenance tained in the landing gear-wing flap control valve, will
on thehydraullc system. The engine-driven hydraulic prevent the main gear from eldending until the landing
pumps supply hydraulic pressure to the accum~lator- gear control lever Is placed in the down position. The
regulator. Hydraulic fluid is routed from the engine- nose landing gear is retained inthe up position by hy-
driven pu mps through the accumulator-regu later,which draulic pressure from the primary system. H primary
absorbs system pressure pulsations and regulates the system pressure is lost the nose landing gear will free-
pressure from the pressure-regulator at 900 to 1075 fall to the e~dended position and be locked ’down’ by
psl to the primary system, for normal operation of the action of the nose gear bungee spring. Nose wheel
landing gear, wheel welldoors, wing flaps, nose wheel steering is accomplished through a hydraulic actuating
steering and brake system. A pressure relief valve, cylinder attached to the nose gear. A bypass valve
installed between the au~dliary hydraulic pump and the installed in the hydraulic steering system prevents the
power brake valves and the return line to the reser- nose wheel from being turned when it is retracted.
voir, protects the system from overpressure caused The wheel brakes and nose wheel steering are con-
9-1
GULFSTREAM
SECTION m MAINTENANCE MANUAL COMMANDER
HYDRAULICS 690a/ss0B
3 5
16
12 1!
1719
~*i"
O 20
C!
4 9
3 23
STA 5. 50
2i4
1. NOSE WHEEL STEERING CYLINDER 13. MAIN LANDING GEAR UPLOCK CYLINDER
2. NOSE GEAR ACTUATING CYLINDER 14. WHEEL WELL DOORS ACTUATING CYLINDER
3. NOSE WHEEL STEERING BYPASS VALVE 15. WHEEL WELL DOORS CONTROL VALVE
4. PARII[NG BRAKE VALVE 16. SYSTEM PRESSURE RELIEF VALVE
5. LANDING GEAR-WING FLAP CONTROL VALVE 11. ACCUMU LATOR -REGU LATOR
6. MAIN GEAR NZTROGEN STORAGE 18. AUXILIARY HYDRAULIC PRESSURE SWITCH
BOTTLE (690A, 11100 thru 19. AUXILIARY HYDRAULIC PRESSURE PUMP
11208) 20. HYDRAULIC RESERVIOR
7. WING FLAP FLOW CONTROL VALVE 21. WHEEL WELL DOORS METERING VALVES
8. WING. FLAP ACTUATING CYLINDER 22. LANDING GEAR HYDRAULIC-PNEUMATIC
9. ENGINE-DRIVEN HYDRAULIC PUMP ACTUATING CYLINDER
10. WHEEL WELL DOORS PRIORITY VALVE 23. WHEEL BRAKE
11. LANDING GEAR ACTUATING CYLINDER 24. POWER BRAKE VALVES
12. MAIN GEAR NITROGEN STORAGE BOTTLE 25. MAIN GEAR NITROGEN STORAGE
FILLER VALVE BOTTLE (690A, 11209 thru 11349,
and 690B)
13 IP *5
Figur´• 3-1. Hydraulic Syrt´•m Equipm´•nl Locotor
3-2
GULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION III
HYDRAULICS
690A/690B
AUXILIARY
HYDRAULIC PUMP
HYDRAULIC :I´•:´•:´•:´•:´•:´•:´•:i´•:´•:´•:.:.:.:.:r::::::::::::::´•:´•:´•:´•
PRESSURE
RESERVOIR
FUEL HYDR FUEL HYDR SWITCH
EMER S/O
i 13. ..~i EMER S/O ENGINE-DRIVEN
iiiii HYD PUMP
I) i:)i
ri:i
ENGINE-DRIVEN
J IHYD PUMP
NORMAL
4´•iPiit NORMAL
SHUTOFF ~SHUTOFF
VALVE VALVE
ACCUMULATOR-REGULATOR
PRESSURE
I) GAGE
FLAPS
~C UP
LANDING GEAR vn
UP
I I I I FLAP
I
CYLINDER
I
RELIEF
LANDING GEAR-WMG WING FLAP
FLAP CONTROL VALVE
FLAPS VALVE(1250 LBS)
DOWN
POWER
LANDING
GEAR1~
DOWN BRAKE VALVES
WHEEL
WELL
DOORS
ACTUATING
CYLINDERS ~j I~-----METERING
VALVES
PRIORITY t~ I ~A PARKING
LEFT MAIN GEAR BRAKE
VALVE RIGHT MAIN GEAR
UPLOCK CYLINDER UPLOCK CYLINDER VALVE
PRMIRITY
t~
WHEEL DOORS TO WHEEL
CONTROL VALVE BYPASS
TO RIGHT MAIN GEAR BRAKES
WHEEL WELL DOORS MAIN GEAR VALVE
ACTUATING CYLINDERS
V ACTUATING
EMERGENCY AIR
STORAGE CYLINDER
CYLINDERS
NOSE GEAR
1E~l ACTUATING CYLINDER NOSE GEAR STEERING
FROM PARKING
-LEGEND- BRAKE VALVE \Vj CYLINDER
I I
FLOW CONTROL MECHANICAL ELECTRICAL
ALR PRESSUREli_:_1~-:---i SUPPLY (3r
VALVE
I I, I CHECK VALVE ACTUATION ACTUATION
2340
Figure 3-2. Hydraulic System Schematic (Sheet 1 of 2)

3-3.’3-4
GULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION m
HYDRAULICS
690A/690B
AUXILIARY
HYDRAULIC PUMP
HYDRAULIC
PRESSURE
RESERVOIR
FUEL HYDR FUEL HYDR SWITCH
iiii
EMER S/O I I I tiiiii EMER S/O
ENGINE-DRIVEN
ENGINE -DIWEN NORMAL

I) :::3::::::::::
:´•:´•:´•:´•:´•:C´•:
:::::::j::I:::
iiiii
NORMAL
HYD PUMP
:i:
HYD PUMP
SHUTOFF SHUTOFF
VALVE VALVE
ACCUMULATOR-REGULATOR
PRESSURE
I) GAGE
FLAPS
UP
LANDING GEAR
UP
I
I I A--C, ~A 1 FLAP
CYLINDER
LANDING GEAR-WING
j WING FLAP
RELIEF
FLAP CONTROL VALVE

I Y/1 v~ vn y/A I FLAPS Q VALVE(1250 LBS)
Il’ V~LCI v////L~///////c///////lA IDOWN
LANDING
GEAR\Cj
DOWN
POWER
BRAKE VALVES
I w I
WHEEL
WELL
DOORS
ACTUATING
CYLINDERS t~ I I I I I nn METERING
VALVES
PRIORITY I I ~A I I Y~ I I-+mn~ I I I PARKING
VALVE LEFT MAIN GEAR RIGHT MAIN GEAR BRAKE
UPLOCK CYLINDER UPLOCK CYLINDER VALVE
PRIORITY
tt
WHEEL DOORS TO WHEEL
CONTROL VALVE TO RIGHT MAIN GEAR BYPASS
BRAKES
ACTUATING CYLINDERS VALVE
MAIN GEAR
Y EMERGENCY Alli.
WHEEL WELL DOORS ACTUATING
STORAGE CYLINDER
CYLINDERS
NOSE GEAR
ACTUATING CYLINDER
FROM PARKING NOSE GEAR STEERING
-LEGEND- BRAKE VALVE \Vj CYLINDER
EMERGENCY IL~IFLOW CONTROL MECHANICAL ELECTRICAL

´•Ls AIR PRESSURE I IPRIMARY
PRESSURE LINE:S PRESSURE
SUPP LY RETURN
I~IVALVE I, ]CHECK VALYE
ACTUATION ACT UATION
21~0
Figure 3-2. Hydraulic System Schematic (Sheet 2 of 2)
3-5 3-r;
GULFSTREAM
690A/690B HYDRAULICS
trolled through power brake valves, which are linked i. When installing O-rings, make certain the 0-
to the rudder-brake pedals. Power brake valves are ring is evenly stretched around circumference of part
actuated by applying pressure to the upper portion of and not twisted in retaining groove.
the rudder-brake pedals. An air storage bottle con- m. Never use force to assemble component parts.
taining compressed nitrogen is located in the baggage n. When possible, pressure check hydraulic com-
compartment (or at fuselage station 346.60) and con- ponents for leakage prior to installation on aircraft.
nected to the main landing gear hydraulic-pneumatic o. Lubricate pipe thread fittings with anti-seize
actuating cylinders by tubing and hoses (see Figure compound conforming to Federal Specification TT-A-
3-2). Compressed nitrogen is utilized to assist the 580.
hydraulic system in lowering the main gear during p. Lubricate B-nuts with thread lubricant conform-
normal gear operation and provides the pressure ing to Specification JAN-A-669.
needed for emergency extension of the main gear in q. Release pressure from hydraulic lines prior to
event of a primary hydraulic system failure, tightening a tube fitting.
r. When replacing fittings or lines, always start
tube nuts with fingers, and complete tightening with
wrench to correct torque value as specified in torque
GENERAL MAINTENANCE PRACTICES table, SectionII.
s. Always bleed hydraulic lines when replacing
hydraulic brake and nose wheel steering components.
Cleanliness is an essential part of hydraulic system
t. Always perform an operational check after re-
and component maintenance and repair. Small par- placing hydraulic system components.
tides of dirt or other foreign materials are especially U’ Always perform landing gear operational check
whe" replacing landing gear hydraulic components.
damaging to internal seals and surfaces of hydraulic
V. Test air valves on hydraulic-pneumatic cylinder
component moving parts; therefore, every precaution
must be employed to prevent contamination of hydrau- nitrogen storage bottle and accumulator-regulator
lic fluid, and hydraulic fluid filters installed in the using solution of soap and water.
aircraft system must be serviced at prescribed in- W. Charge nitrogen storage bottle or accumulator-
tervals. Storage containers should be maintained in a regulator with nitrogen when maintenance results in
clean condition and thoroughly sealed. The following "itrogen pressure loss.
information is generally applicable for all hydraulic
system maintenance.
WOTI
a. Hydraulic system pressure may be reduced to
zero when engines are not operating by applying the Use of moisture free compressed air
brakes or by actuating the wing flaps. is permissible for
temporary servicing
b. Reduce hydraulic pressure and accumulator of &ccumulator-regulator and landing
nitrogen pressure to zero when performing mainte- gear nitrogen storage bottle.
nance of the accumulator-regulator.
c. Reduce main landing gear nitrogen storage x. Clean hydraulic actuating cylinder piston rods
bottle pressure to zero when removing the main land- and landing gear struts with a clean cloth moistened
ing gear hydraulic-pneumatic actuating cylinders and in hydraulic fluid, at frequent intervals.
associated components or plumbing.
d. Cap or plug all openings in hydraulic lines and
component parts at time of disconnection, to prevent FUNCTIONAL TEST PROCEDURES
foreign materials from entering the hydraulic system.
e. Use correct safety wiring technique during re- When maintenance has beenperformed on the hydrau-
assembly and installation of components. lic system which necessitates an operational check
f. Clean hydraulic system component parts and of the landing gear,jack aircraft as outlined in Section
connections in cleaning fluid, Federal Specification II and perform landing gear operational check as out-
P. D. 680, and dry with moisture free air, lined in Section VI. Refer to SectionII for instructions
g. Inspect component parts for cracks, nicks, pertaining to installation
an external hydraulic
of
burrs, scratches, scoring, and condition of threads power unit. procedures applicable to
Functional test
on component parts and fittings. specific components of the hydraulic system are in-
h. Measure wear of component parts at time of corporated in the text of this section. General test
disassembly and replace all parts that do not conform procedures contained in the preceeding general main-
to wear tolerance specified in Figure 3-23. tenance practices must be accomplished after com-
i. Clean hydraulic cylinders and pistons; hone ponent repair.
internal surfaces, using light buffing compound or
crocus cloth; rub in lengthwise direction when re- a. Place master (battery) switch in BATTERY
moving scratches or nicks. position.
j. Replace allO-rings, seals, and wiper rings at b. Operate wing flap control valve lever until hy-
time of overhaul and installation of hydraulic compo- draulic pressure drops to 500 (t 30) psi. The auxili-
nents. ary hydraulic system pump should automatically cut-
k. Lubricate component parts and seals with clean in, build up hydraulic pressure to 575 30) psi and
hydraulic fluid, prior to reassembly. then stop.
3-7
GULFSTREAM
HYDRAULICS 690A/690B
serial numbers 11100 thru 11516, have been factory

serviced with hydraulic fluid MIL-H-5606. Model
COVER RETAINING 690B airplanes, factory serial numbers 11517 and
BOLT serviced with hydraulic
have been factory
subs,
VENT FILLER CAP fluid MIL-H-83282. Servicing instructions are con-
tained in Section II. Hydraulic fluid flows through a
replacement filter, installed in the bottom of the
MAIN
reservoir, and then through the reservoir standpipe
SUPPLY into each of the main supply outlets, and on to the
PORT
engine-driven pumps (see Figure 3-3). In the event
of a hydraulic leak in the normal system, a reserve
es\ I supply of fluid contained below the reservoir stand-
pipe flows out through the emergency outlet to supply
fluid to the aulriliary hydraulic system pump. Hydrau-
RETURN
lic fluid is returned to the reservoir through a tangen-
tial return port to decrease fluid foaming. The reser-
voir is vented overboard through a vent line installed
iinn´•ii MAIN SUPPLY in the reservoir cover. A drain plug is located in the
iiiiit OUTLET bottom of the reservoir. A pressure relief valve is
ih: also located in the bottom of the hydraulic reservoir.

This relief valve opens when system pressure reaches
1200 50) psi and allows fluid to return to the reser-
voir. Access to the reservoir filler cap is gained

through an access door, located in the upper left
engine nacelle surface.
REMOVAL AND INSTALLATION

DRAIN
a. Reduce hydraulic pressure to zero.
RE LIE F
VALVE SHUTOFF I. b´• Remove drain plug and drain fluid from reser-
VALVE voir.
EMERGENCY I c. Disconnect return andvent lines and both
supply
SUPPLY EMERGENCY lines at
hydraulic reservoir.
PORT SUPPLY d. Remove bolts attaching hydraulic reservoir to
OUTLET mounting angles and remove hydraulic reservoir.
23 3
1 a hydraulic reservoir is the reverse of
Installation Of
the removal procedure. After installation, service
Figure 3-3. Hydraulic Reservoir reservoir with hydraulic fluid and perform hydraulic
system functional check.
c. Startleft engine to determine if left engine- HYDRAULIC SYSTEM FILTER. The hydraulic system
driven hydraulic pump is operating. Hydraulic pres- filter, located in the bottom of the hydraulic reservoir
sure should read between 900 and 1075 psi. is held in place by a spring-loaded plate (see Figure
d. Raise and lower wing flaps to assureproper 3-3). To remove the filter, reduce hydraulic system
operation of hydraulic accumulator-regulator. Hy- pressure to zero, remove reservoir cover retaining
draulic pressure should not drop below 900 psi or bolt and cover, and lift filter from reservoir. Filter
raise above 1075 psi. should be cleaned or replaced at intervals prescrib-
e. Start right engine and perform operational ed in the aircraft inspection guide.
check of brakes and nose wheel steering system while
taxiing. HYDRAULIC RESERVOIR SERVICING. The hydraulic
f. Stop left engine and actuate wing flaps to re- reservoir filler cap and dipstick are accessible through
lease accumulated pressure. Hydraulic pressure a hinged door located on the top left side of the left
from right engine pump should not drop below 900 psi nacelle. hinged door is secured with Camloc
This
or raise above 1075 psi. fasteners. servicing reservoir, wing flaps
When
should always be in the up position to obtain a correct
level of fluid on dipstick. The dipstick, which is at-
HYDRAU LIC SYSTEM COM PONENTS tached to the reservoir filler cap, is marked LOW
and FULL. At the FULL mark, the reservoir con-
tains 3. 2 U. S. quarts of fluid. The hydraulic system
HYDRAULIC RESERVOIR should be primed after replacing a hydraulic pump
or performing hydraulic maintenance.
The hydraulic reservoir, installed in the left
engine
nacelle wheel well is serviced with 3.2 U. S.
quarts of SHUTOFF VALVES
fluid and incorporates a fluid expansion space equal
Ito 1.06 quarts. Model 690A/B airplanes, factory The hydraulic fluid supply line to each engine is con-
3-8
GULFSTREAM
To install the shutoff valve reverse the removal pro-

cedure and service the hydraulic fluid reservoir.
ENGINE-DRIVEN HYDRAULIC PUMP
A geared, positive-displacement pump is installed on

the top center drive pad of each engine reduction gear
PUMP PRESSURE case (see Figure 3-4). Each hydraulic pump provides
j
a system flow to the accumulator-regulator of 3.0
-i gpm at an engine speed of approldmately 90 percent
´•j engine rpm. The hydraulic pump is coupled to the en-
gine drive with a splined shaft, which incorporates a
shear section to prevent damage due to physical over-
load. In the event one pump becomes inoperative, a
single pump will safely operate the entire hydraulic
system. Check valves installed in the primary pres-
sure lines between the pumps and the accumulator-
regulator, prevent an operative pump from discharg-
ing fluid through the inoperative pump. The pump
seal drain line, which extends overboard through the
lower engine nacelle, should be inspected frequently
SUPPLY
for evidence of hydraulic fluid leakage. If there is
SEAL DRAIN evidence of hydraulic fluid in the area around the
drain line the area should be wiped clean and the en-
"13’0 1 gine should be given a short ground run. If seal leak-
age is noted after the engine run, the pump seal should
Figure 3-4. Engine-Driven Hydraulic Pump be replaced. To replace the hydraulic pump seal,
remove the pump, disengage Lhe ring holding the drive
in the pump, and withdraw the splined drive. This
nected to a shutoff valve attached to the bottom of the will expose the seal requiring replacement. Do not
hydraulic fluid reservoir as shown in Figure 3-3. plug or cap the pump seal drain line. During normal
Each valve isgear-actuated by a reversible de electric operation with both engines operating, it is not possi-
motor, which automatically stops the valve gate when ble to detect a failed hydraulic pump. Check indivi-
it is driven to the fully opened or closed position. dualpump operation at the beginning and end of each
Each hydraulic shutoff valve is actuated by a toggle flight by observing pump pressure from the engine
switch (Model 690A, serial numbers 11100 thru 11183), initially started and by stopping this engine first at
or rotary switch (Model 690A/B Serial numbers 11184 the flight termination and observing pump pressure
and subs) labeled FUEL-HYDR NORM, EMER OFF. from the opposite engine.
The circuit is protected by a 5-amp push-to-reset
circuit breaker labeled FUEL HYD valve L-R.
Under normal conditions, shutoff valve switches are REMOVAL AND INSTALLATION. To remove thehy-
in the NORM hydraulic shutoff valve
position. The draulic pump, proceed as follows:
and switch cirduit make it possible to stop the flow of
hydraulic fluid to the appropriate engine in the event a. Close hydraulic shutoff valve for appropriate
of an emergency. If an emergency occurs, place the engine.
toggle switch to the EMER OFF position (Model 690A, b. Bleed hydraulic system pressure to zeroby
serial numbers 11100 thru 11183) or rotate the switch lowering and raising the flaps.
clockwise to the EMER OFF position (Model 690A/B, c. Place battery switch in OFF position.
serial numbers 11184 and subs) and close the hydrau- d. Remove upper engine cowling.
lic shutoff valve. Hydraulic shutoff valves also pro- e. Disconnect and cap lines at pump. Catch fluid
vide a means of stopping hydraulic fluid flow at the draining from pump when lines are disconnected.
reservoir while performing maintenance on the hy- f. Remove pump retainer nuts and washers secur-
draulic system, ing pump to engine.
g. Remove pump and gasket from hydraulic pump
mounting pad engine.
on
REMOVAL AND INSTALLATION h. Cover hydraulic pump mounting pad with tem-
porary cover if new pump will not be immediately in-
a. Reduce hydraulic pressure to zero. stalled.
b. Drain hydraulic fluid from reservoir.
c. Disconnect electrical connector from shutoff To install the hydraulic pump, proceed as follows:
valve.
d. Disconnect outlet line from shutoff valve. a. Remove temporary cover from mounting pad.
e. Remove bolts, nuts, andwashers attaching valve b.. Position a new gasket and pump over mounting
to hydraulic reservoir and remove shutoff valve. studs on engine.
3-9
GULFSTREAM
SECTION III MAINTENANCE MANUAL COMMANDER
IIYDRAULICS 690A/690B
c. Align pump drive splines with splines in drive accumulator assemblies (see Figure 3-5). Compo-
pad and secure pump to engine. Torque nuts evenly nentparts of the above assemblies may be removed
to 150 inch-pounds. and cleaned, or new parts installed as necessary.
d. Connect andtighten hydraulic lines to pump. Should a malfunction occur that is not remedied by
e. Open hydraulic shutoff valve, and place switch cleaning and replacement of damaged parts in the
in lock position. Battery switch must be in the ON aforementioned assemblies, the complete accumula-
position to activate hydraulic shutoff valve circuit and tor-regulator should be replaced.
open valve.
f. Check fluid level in hydraulic reservoir. Fill to
FULL mark on dipstick as required with hydraulic
fluid. WARNING
g. Replace upper engine cowling and start appli-
cable engine and observe hydraulic pressure gage for
900-1075 psi. Reduce accumulator nitrogen pressure
h. Stop engine, open upper engine cowling, and to zero and release all fluid from unit
inspect hydraulic pump mount flange and lines for before disassembly is attempted.
evidence of leakage.
i. Close upper engine cowling. Poppet Valve
a. Loosen checknut and remove elbow (1) from

ACCU MULATOR-REG ULATOR reducer bushing.
b. Remove reducer bushing from pressure port.
The hydraulic accumulator-regulator installed in the c. Remove poppet checknut (2), poppet guide (3),
left nacelle, consists of a hydraulic pressure adjust- spring (4) and poppet (5).
ing valve, unloader valve, pressure relief valve, and
accumulator piston (see Figure 3-5). The hydraulic Unloader Valve
pressure adjusting valve controls the unloader valve,
which regulates hydraulic pressure received from the a. Remove cap (20), spring(l9), guide(l8), and
engine-driven hydraulic pumps. The unloader valve ba11(17).
is adjusted to maintain hydraulic system pressure be- b. Remove snap ring, using snap ring pliers.
tween 900 psi (minimum) and 1050 (+25, -0) psi. c. Withdraw seat (16) carefully, using a small hook.
When system pressure exceeds 1075 psi theunloader d. Remove plunger (15), using pliers with padded
allows pump pressure to bypass the system and re- jaws.
turn to the reservoir. When system pressure is de-
creased to 900 psi, the unloader valve permits pump Pressure Relief Valve
pressure to be applied to the system. The hydraulic
pressure relief valve is adjusted to return fluid to the a. Removeadjusting cap (11), spring (10), spring
hydraulic reservoir when system pressure exceeds guide (9), poppet (8).
and
1200 f 50 psi. This protects the hydraulic system in b. Insert wooden dowel through housing hole and
the event of unloader valve malfunction. The piston push out poppet seat (8). Poppet and seat are a
type accumulator, which is charged to 600 psi with matched pair, and must be replaced as an assembly.
nitrogen gas, provides an air cushionfor the hydraulic
system which absorbs the pulsating pressure resulting Pressure Adjusting Valve
from regulator modulation and operation of hydraulic
System components. Malfunctions in the pressure a. Remove adjusting cap (14).
regulating functions of the accumulator-regulator are b. Remove spring (13) and plunger (12).
usually caused by faulty poppet valve operation and
may be indicative of hydraulic fluid contamination or Accumulator
failure to clean the hydraulic filter at required inter-
vals, a. Remove air valve (23).
b. Loosen locknut (26), using spanner wrench.
c. Loosen and remove cylinder body (25), using
REMOVAL strap wrench.
d. Insert wooden dowel through air valve body hole
a. hydraulic pressure to zero.
Reduce and pushout accumulator piston (21).
b. Close hydraulic shutoff valves.
c. Detach and drain hydraulic lines to accumulator- REASSEMBLY AND ADJUSTMENT. Reassembly of
regulator.. the accumulator-regulator is the reverse of disas-
d. Re move attaching bolts and re move ac cumulator sembly procedure. When replacing adjusting cap (14)
regulator from aircraft. be sure O-ring is properly seated in groove of regu-
lator housing. An auxiliary hydraulic power source,
with controllable fluid flow and pressure must be used
DISASSEMBLY. Disassembly of the accumulator- to adjust accumulator-regulator.
regulator consists of removing the system supply
poppet valve, hydraulic pressure adjusting valve, a. Connect nitrogen charging unit to accumulator-
hydraulic pressure relief valve, unloader valve, and regulator air valve (23) and charge accumulator to
3-10
GULFSTREAM
COMMANDER MAINTENAI\ICE MANUAL SECTION III
3 I I 1’1
27 1 27
1 ~a 27
3 V
14
13
12
27
2P 27
1. SYSTEM PRESSURE OUTLET

2. POPPET CHECKNUT
3. POPPET GUIDE
4. POPPET SPRING
5. POPPET
6. PUMP PRESSURE INLET
21 1 -~m 7. RETURN
8. PRESSURE RELIEF POPPET SEAT ASSY
9. PRESSURE RELIEF SPRING GUIDE
10. PRESSURE RELIEF SPRING
24 -1 U, (I 11. PRESSURE RELIEF ADJUSTING CAP
12. PRESSURE ADJUSTING VALVE PLUNGER
13. PRESSURE ADJUSTING VALVE SPRING
27 14. PRESSURE ADJUSTING VALVE CAP
15. UNLOADER PLUNGER
16. UNLOADER SEAT
1?. UNLOADER BALL
18. UNLOADER GUIDE
19. UNLXIADER SPRING
20. UNLOADER CAP
21. ACCUMULATOR PISTON
22, ACCUMULATOR CHECKNUT
23. ACCUMULATOR ALR VALVE
24. ACCUMULATOR PISTON GUIDE RINGS
25. ACCUMULATOR CYLINDER BODY
26. ACCUMULATOR LOCK NUT
27.. O-RINGS
23 5
Figure 3-5. Accumulator-Reguiator

3-11
GULFSTREAM
600 psi. air valve cap.

b. auxiliary hydraulic source to accumu-
Connect g. Inspect accumulator air valve for leaks.
later-regulator pressure inlet port (6).
c. Rotate hydraulic pressure adjusting valve cap HYDRAULIC PRESSURE GAGE
(14) until valve is bottomed. Apply hydraulic pres-
sure to inlet port. A 2000 psi hydraulic pressure gage, installed in the
d. Adjust hydraulic pressure relief valve (11) until lower section of the center instrument panel, indicates
hydraulic pressure for the primary and auxiliary hy-
draulic systems (see Figure 3-6). Normal operating
pressure is 900 to 1075 psi. A red radial line at 1250
psi indicates maximum allowable system pressure.
o O~ I Variations of pressure will cause a gage fluctuation
when brakes, flaps, or landing gear are operated.
The pressure gage may be removed after the hydraulic
system pressure is bled to zero.
LANDING GEAR-WING FLAP CONTROL VALVE
P I The landing gear-wing flap controlvalve, is installed

directly below the engine control quadrant pedestal.
Hydraulic fluid is directed into the valve body through
900 1075 PSI NORMAL
a single port. It is then routed to individual valves,
1250 PSI MAXIMUM
which direct fluid to the landing gear cylinders or the
28 3
1 wing flap cylinder, according to the position of the
wing flap and landing gear control levers (see Figure
Figure 3-6. Hydraulic Pressure Gage
3-7). The landing gear control lever is mechanically
connected tothe landing gear control side of the valve
a few drops of hydraulic fluid appear at return port unit. Placing the landing gear control lever in the
(7). This must not occur below 1150 psi. gear UP position, positions the valve to direct pres-
e. Slowly reduce inlet pressure until pressure re- sure to the up port on each gear actuating cylinder
lief valve (11) reseats. This must not occur below and releases pressure on the return ports. Moving
1100 psi. the control lever to the DN position reverses the se-
f. Adjust hydraulic
pressure adjusting valve cap quence. The wing flap control lever is mechanically
(14) until unloader valve loads (cuts in) at a pressure linked to the wing flap control sideof the valve unit,
of 900 psi and unloads (cutout) at a pressure of 1050 and operates on the same principle as the landing
(+25, -0) psi. gear control valve. The wing flap control lever
g. Tighten checknuts on hydraulic pressure adjust- should remain in the UP position at alltimes, except
ing valve cap and hydraulic relief valve cap, and se- when it is necessary to lower flaps. Neutral position
cure valve caps (11), (14), and (20) with safety wire. is used to obtain a flap angle setting between the full
h. Test accumulator- regulator for internal leakage, up and down positions. In the event of pressure loss
by loading unit to 970 psi. Fluid leakage from the in the main hydraulic system, the auxiliary hydraulic
open return port must not exceed 10 drops in the first pump willprovide pressure to operate the flaps (see
minute, and five drops inthe following three minutes. Figure 3-2). The wing flap-landing gear control
i. Charge accumulator and check air valve for valve assembly incorporates two check valves within
leakage by using a soap and water solution. the body of the unit. One of these valves, located in
the uplock port of the control valve manifold, locks hy-
INSTALLATION. Installation of accumulator-regu- draulic system pressure in the uplock cylinders of
later is the of removal After the main landing gear when the gear is retracted.
reverse procedure.
Fluid trapped in the main landing gear uplock lines
installation, recharge accumulator, fill hydraulic
and cylinders is not released until the landing gear
reservoir, and perform hydraulic system operational
check, control lever is moved to the DN position; therefore,
the main landing gear will remain up and locked in
the event hydraulic pressure is lost. Fluid pressure
ACCUMULATOR-REGULATOR CHARGING leakage through the uplock check valve may cause-
the main landing gear to unlock and sag down during
a. hydraulic system pressure to zero.
Reduce flight. Correction of this condition will require re-
b. Remove accumulator air valve cap and connect placement of the check valve in the control valve
nitrogen charging unit. manifold. However, the main landing gear hydraulic
c. Loosen accumulator air valve checknut 2-1/2 lines should be checked for leaks prior to replacing
the uplock check valve.
turns and charge accumulator to 600 psi.
d. Operate wing flap control lever through one
cycle to relieve possible hydraulic pressure on ac- The second check valve, contained in the body of the
cumulator piston, landing gear-wing flap controlvalve, isolates the aux-
e. Charge accumulator to 600 psi, and tighten air iliary hydraulic system when the normal system is
valve checknut. inoperative. This assures operation of the brakes,
f. Remove charging unit and replace accumulator flaps, and nose wheelsteering even though the normal
3-12
GULFSTREAM
SYSTEM AUXILIARY
GEAR UP PRESSURE PRESSURE
RETURN
POSITIONLAP UP
POSITION
~t
GEAR GEAR GEAR FLAP FLAP
UP UPLOCK DOWN UP DOWN
SYSTEM
PRESSURE RETURN CAUJnLIARY
PRESSURE
-C
GEAR DOWN FLAP DOWN

POSITION~ POSITION
GEAR GEAR FLAP FLAP

UP UPLOCK DOWN UP DOWN
SYSTEM PRESSURE
RETURN
MECHANICAL ACTUATION
23 16
Figure 3-7. Landing Gear-Wing Flap Control Valve SEhematic

3-13
GULFSTREAM
fluid supply is depleted or the normal system is in- g. Tag or place all component parts removed from
operative for other reasons. Fluid leakage between landing gear control valve in container to prevent
the engine-driven hydraulic pumps and the landing mixing with wing flap control valve component parts.
gear hydraulic system will not deplete the reserve
fluid contained in the bottom of the hydraulic reser- Wing Flap Valve
voir; however, a leak in the brake or flap systems
can deplete both the normal and reserve fluid supply a. Remove screws (21) from end cap (20).
because the auxiliary hydraulic pump will pump re- b. Separate end cap (20) from valve body(31).
serve fluid out of the auxiliary system. When it is Use care when removing end cap to avoid loss of shear
evident that hydraulic system failure is caused by seals and springs from valve body. Shear seals are
fluid loss, the auxiliary hydraulic pump should be de- under spring tension.
activated by use of the auxiliary hydraulic pump cir- c. (19) from actuating arm (32) and
Drive roll pin
cult breaker, until there is a definite need for hy- remove arm shaft(a).
from
draulic pressure. d. Remove end cap (20) from operating shaft (2)
and remove bearing (4) andneedle bearingthrust race
REMOVAL (17) from end cap (20). Remove O-rings (3 and 5)
from end cap. Do not remove stop pins (1) unless
a. Reducehydraulic system pressure to zero, damaged, as pins are press fitted.
b. Remove side cover plates from base of engine e. Remove needle thrust bearing (16) and valve
control pedestal. disc (6) from operating shaft (2).
c. Disconnect push-pull control rods from landing f. Insert smallpointed tool with hooked end and
gear and wing flap control valve actuating arms, remove shear (7) and springs (9) from valve
seals
d. Disconnect and cap hydraulic pressure gage line cavities. Remove O-rings from shear seals. There
at top of valve. Do not permit hydraulic fluid to drain are three shear seals and three springs.
into the lower fuselage. g. Remove snap ring (10) by inserting a narrow
e. Remove four capscrews extending through body pointed tool with hooked end into groove of top port of
of valve, valve body and force snap ring from retaining groove.
f. Remove six capscrews attaching valve to floor Remove spring retainer (11), spring (12), and poppet
plate and lift valve and seal plate from manifold. seat (13) from valve body.
g. Install temporary cover over valve manifold to h. Tag or place all componentparts removed from
prevent foreign material from entering manifold, wing flap control valve in container to prevent mi~dng
with landing gear control valve component parts.
DISASSEMBLY, Complete disassembly of the landing
gear-wing flap control valve will be necessary if the INSPECTION AND REPAIR. Inspect and check all
valve has developed internal or external hydraulic components in accordance with procedures contained
leaks. Actuating arm, caps, and valve disc are not in General Maintenance Practices.
interchangeable between the landing gear and wing
flap control sides of the valve. Disassembly proce- a. Inspect splines in the inside diameter of valve
dure for the landing gear control side and wing flap discs (15 and 6) and on outside diameter of operating
control side of the control valve are almost identical, shafts (2). Splines should be well defined and free of
however, components of each valve must not be inter- burrs.
mixed (see Figure 3-8). b. Inspect surfaces of valve discs (15 and 6) for
scratches or burrs that could cause leakage.
Landing Gear Valve c. Inspect spring (12)for load of 0. a-pounds 0. 02-

pounds at working height of 0. 193-inches.
a. Remove screws (21) from end cap (20). d. When landing gear functional check indicates a
b. Separate end cap (20) from valve body (31). leak in the landing gear uplock poppet valve, manifold
Use care when removing end cap to avoid loss of shear must also be removed and poppet valve replaced.
seals and springs from valve body. Shear seals are 1. Remove nipple from manifold uplock port
under spring tension. (25).
c. Drive roll pin (19) from actuating arm (18) and 2. Insert narrow pointed tool with hooked
remove arm from shaft (2). end into groove of port and remove snap ring.
d. Remove end cap (21)) from operating shaft and 3. Remove spring retainer, spring and
remove bearing (4) and needle bearing thrust race (17) poppet valve seat.
from end cap. Remove O-rings (3 and 5) from end
cap. Do not remove stop pins (1) fromend cap unless REASSEMBLY. Reassemble valves in the reverse of
damaged, as pins press fitted.
are disassembly, noting the following:
e. Remove needle thrust bearing (16) and valve
disc (15) operating shaft (2).
from Landing Gear Valve
f. Insert small pointed tool with hooked end and
remove shear seals (7 and 22) and springs(9 and24) a. Insert springs (9) in three large ports of valve
from valve cavities. Remove O-rings from shear body and spring (24) in the two smaller ports. Center
seals. There are a total of five shear seals and five hole is for operating shaft (2), and oblong port is for
springs in the landing gear control side of valve. fluid return.
3-14
GULFSTREAM
WING FLAP
CONTROL 2 3 4 5 6 8 9 Ip LANDING GEAR
ARM I I I I I I i 15 16 1? CONTROL ARM
L(I I I I II/I (II I

10 13
1,112
24 23
27 26
1. STOP PM 17. BEARING RACE

2. OPERATING SHAFT 18. LANDING GEAR ARM COLLAR ASSY
3. O-RMG 19. ROLL PIN
4. BEARING 20. END CAP
5. O-RMG 21. SCREW
6. VALVE DISC 22. SMEAR SEAL
7. SMEAR SEAL 23. O-RMG
8. O-RING 24. SPRING
9. SPRING 25. GEAR UPLOCK PORT
10. SNAP RING 26. SYSTEM PRESSURE PORT
11. SPRING RETAINER 27. RETURN PORT
12. SPRING 28. EMERGENCY PRESSURE PORT
13. POPPET SEAT 29. MANIFOLD
14. NAME PLATE 30. SEAL PLATE ASSY
15. VALVE DISC 31. VALVE BODY
16. NEEDLE THRUST BEARZNG 32. WMG FLAP ARM COLLAR ASSY
23 15
Figure 3-8. Landing Gear-Wing Flap Control Valve

3-15
GULFSTREAM
b. Install O-rings (8 and 23) on shear seals (7 and Correct any leaks revealed during the following checks.
22). Place shear seals in ports over springs. Coun-
tersunk end of shear seals must face outward to con- a. Jack
airplane as outlined in Section II.
tact face of valve disc (15). b. Placelanding gear control valve arm in DN
c. Install O-rings (3 and 5) on end cap (20). position, and apply 1000 psi pressure to hydraulic
d. Insert shaft (2) through valve disc (15), making system by means of external hydraulic power unit.
sure splines are aligned and shoulder on operating c. Check seal between manifold and landing gear-
shaft fits snugly in counterbore cut in valve disc. wing flap control valve body for leakage. Place land-
e. Install needle thrust bearing (16) on operating ing gear controlvalve arm in UP position and recheck
shaft against smooth face of valve dies and place for leakage.
bearing (4) in end cap. Place thrust bearing race (17) d. Place landing gear and wing flap control valve
on end cap and insert shaft (2) through end cap, arms in DN position. Check seal between manifold
f. ~Locate ar´•m (18) between stop pins (1) on end unit and valve body for leakage. Place wing flap con-
cap at two o’clock position, with two 0. 25-inch di- trol arm in UP position and recheck for leakage.
ameter holes in outside diameter of valve disc (15) in e. Attach landing gear andwing flap control levers
line with end of arm (18), and attach arm to operating to respective valve actuating arm and check control
shaft with roll pin (19). rigging as follows:
g. Place end cap assembly (20) on landing gear 1. Place wing flap control lever in UP posi-
side of control valve with stop pin (1) at one o’clock tion. Stop on arm and collar assembly of wing
position and arm (18) at two o’clock position. Install flap controlvalve should be contacting 12 o’clock
screws (21) and secure with safety wire. stop (see Figure 3-9).
2. Place wing flap control lever in DN posi-
Wing Flap Valve tion. Stop on arm and collar assembly of wing
flap controlvalve should be contacting 4 o’clock
a. Insert seat poppet (13) in top hole of valve body, stop (see Figure 3-9).
with beveled end of seat poppet installed forward. 3. Place landing gear control lever in DN
b. Install springs (12), spring retainer (11), and position. Stop on arm and collar assembly of
snap ring (10) in top hole in valve body. Make certain landing gear control valve should be contacting
that snap ring is seated in top hole retaining groove. 1 o’clock stop.
c. Insert springs (9) in drilled holes in valve body. 4. Place landing gear control lever in UP
Center hole is for operating shaft and oblong port is position. Stop on arm and collar assembly of
for fluid return. landing gear control valve should be contacting
d. Install O-rings (8) on shear seals (7). Place 5 o’clock stop.
shear seals in ports over springs. Countersunk end f. The following steps should be followed to remedy
of shear seals must face outward to contact valve incorrect rigging noted in the preceeding steps. Re-
disc. (6). fer to Figure 3-10 for location of actuating rods.
e. O-rings (3 and 5) on cap end (20).
Install 1. Adjust length of flap valve actuating rods
f. operating shaft(2) through valve disc (6),
Insert (3) and (4) to obtain correct travel of lower end
making sure splines are aligned and shoulder on ope- of actuating rod (4) connected to wing flap con-
rating shaft fits snugly in counterbore, cut in valve trol valve.

disc. 2. Adjust length of actuating rods (3) and (4)
g. Install needle thrust bearing (16) on operating to obtain proper travel of wing flap control arm
shaft against smooth face of valve disc, andplace on flap control valve. Recheck for proper
bearing (4) in end cap. bearing race (17)
Place thrust rigging with wing flap control lever in DN posi-
on end cap and insert shaft (2) through end cap. tion, as previously outlined. Then place land-
h. Locate arm (32) between stop pins (1) at two ing gear control lever in DN position.
o’clock position, with two 0. 25-inch diameter holes 3. Adjust length of landing gear valve actu-
in outside diameter of valve disc (6) in line with end ating rods (1) and (2) so that landing gear con-
of arm (32), and attach arm to operating shaft with trolvalve lever strikes stop on valve end cap
roll pin (19). with landing gear control lever in DN position.
i. Place end cap assembly (20) on flap side of con- Recheck for proper rigging with landing gear
trol valve with stop pin (1) at twelve o’clock position, control lever in UP position, as previously out-
and arm (32) at one o’clock position. Install screws lined.
(21) and secure with safety wire. g. Install lower aft control pedestal cover, wing
flap valve access plate and wing flap control lever
INSTALLATION AND RIGGING. Installation proce- knob.
dure for the landing gear-wing flap control valve is h. Install upholstery around control pedestal and
the reverse of the removalprocedure. Steps b. through remove jacks from airplane.
e. of the following procedures are for performing a
pressure leak test of the installed valve. These

steps should be accomplished by manually locating MAIN LANDING GEAR ACTUATING CYLINDERS
the valve control arms to the positions noted, prior
to rigging the landing gear and wing flap control valves One hydraulic and one hydraulic-pneumatic actuating
to the landing gear and wing flap control levers. cylinder is installed between the outer strut body and
3-16
GULFSTREAM
ssoA/ssoB HYDRAULICS
FLAP CONTROL
Qh‘ LEVER
12:00 0/ 1:00
O’CLOCK LANDING GEAR I O’CLOCK
CONTROL LEVER
4:00
~)81 5:00
O’CLOCK
O’CLOCK
WO~I
POSITIVE STOPS AT BOTH

ENDS OF TRAVEL
23 17
Figure 3-9. Travel Limits-Landing Gear-Wing Flap Control Arms
aft end of the drag brace on each main

landing gear REMOVAL
(see Figure 3-11). The inboardcylinder on each
main gear is actuated hydraulically. The outboard a´• Jack aircraft as outlined in Section LI.
cylinder is a dual (hydraulic-pneumatic) actuating b´• Reduce hydraulic system pressure to zero.
c´• Reduce nitrogen storage bottle pressure to zero.
cylinder. The gear ’up’ port is connected to the land-
ing gear hydraulic line and the gear ’down’ port is
connected to a nitrogenline from the nitrogen storage
bottle, located in the baggage compartment. The
WARNING
pneumatic side of each outboard cylinder and the
nitrogen storage bottle, form an air chamber which
is charged to 425-525 psi with the landing gear in the
Failure to accomplish step may
down and locked position. During a gear actuating c. re-
suit in personnel injury.

cycle, hydraulic fluid lines connected to the hydraulic
and dual (hydraulic-pneumatic) actuating cylinders
act as either pressure or return lines, depending on d´• Disconnect and cap hydraulic and nitrogen hoses
a"d fittings on actuating cylinder.
landing gear position selected. Placing the landing
e´• PUSh drag brace overcenter, swing gear aft,
gear controllever in UP position releases hydraulic
a"d remove actuating cylinder attach bolts.
pressure on the hydraulic cylinder gear ’down’ ports
and directs hydraulic pressure to the hydraulic and
DLSASSEMBLY AND REPALR. Disassembly proce-
hydraulic-pneumatic cylinder gear ’up’ ports. This
retracts the main gear and compresses the nitrogen du’es apply to both main gear hydraulic and hydraulic-
in the hydraulic-pneumatic cylinder into the nitrogen pneumatic actuating cylinders.

lines and storage bottle. Placing the landing gear
control lever in the DN position releases hydraulic a´• Remove snap ring and withdraw gland from body.
b´• Remove O-rings and backup rings from gland.
pressure from the main landing gear uplock cylinders
and gear ’up’ side of the actuating cylinders and di- C´• Remove piston rod, detach piston, and remove
rects hydraulic pressure to the gear ’downl ports of O-rings and backup ring from piston rod and piston.
the hydraulically actuated inboard cylinders. When
hydraulic pressure on the hydraulic-pneumatic cylin- WOTO
der gear ’up’ ports is released, compressed nitrogen
rushes from the nitrogen lines and storage bottle into Remove bushing from aft end of cyl-
inder when replacement is necessary.
the hydraulic-pneumatic cylinder gear ’down’ ports,
extending the cylinder piston and aiding the hydraulic
d´• Replace all
components that do not meet toler-
cylinders in extending and locking the main gear in the
DN position. The nitrogen system is an integral part a"ces contained Figure 3-23.
in When measuring
of the main gear normal elrtension system, but also backup guide ring on hydraulic-pneumatic actuating
serves as an emergency system to extend and lock cylinder, be sure ring is snug against retaining groove
the main gear in the down position in the event of hy- (see Figure 3-11). Check rod end installed on piston
rod for elongated bolt hole.
draulic system failure.
3-17
GULFSTREAM
HYDRAQLICS 690A/690B
WING FLAP 1 travel outlined under Drag Brace Preload Adjust-

as
ment, Section VI of this mallual.

Following installa-
CONTROL LEVER
tion of main landing gear emergency actuating cylinder,
the emergency air storage cylinder must be charged
as outlined in this Section. Perform landing gear
operational check prior to next flight.
LANDING GEAR MAIN LANDING GEAR EMERGENCY AIR STORAGE

CONTROL LEVER CYLINDER CHARG~NG. To charge the landing gear
emergency air storage cylinder, use only dry air or
8. 7511
FLAP GALVE nitrogen. Be certain that all hose and Line fittings are
ACTUATING ROD #3 tight,and that airplane main gears are completely ex-
S.iO’~ tended and locked before proceeding.
LANDING\GEAR VALVE
a. Remove valve cap from emergency air filler
ACTUATING ROD #1
valve located in the left nacelle wheel well.
LANDING GEAR VALVE
ii
b. Attach air line to emergency air filler valve.
ACTUATING ROD #2
c. Loosen emergency air filler valve 2-1/2 turns,
FLAP VALVE
ACTUATING ROD~#4 d. Charge emergency air storage cylinder to 425
-525 Air chargir,g pressure must be monitored
psi.
7. 75"
using a laboratory type gage.
9. 35"
e.closely
j 1 CONTROL
QUADRANT
(REF)
Tighten emergency air filler valve, remove air
charging unit air line, and replace emergency air
valve cap.
LANDING GEAR
If air leakage is suspected, use a solution of soap and
water to test all connections from thelanding gear
CONTROL ARM
emergency air storage cylinder to the down port on
the actuating cylinder of each main gear. Before
LANDING GEAR
WING FLAP CONTROL
tightening any connections reduce air pressure to
FLAP CONTROL zero, and then recharge cylinder as outlined above.
VALVE (REF)
ARM The landing gear emergency air storage cylinder pres-
23 18
sure must be checked before each flight and air pres-
sure maintained within the gage markings of 425 525

Figure 3-10. Landing Gear and Wing Flap Control
psi at all times.
Valve Rigging AdjuJtments
EMERGENCY Alll PRESSURE GAGE

REASSEMBLY AND TESTING. Reassembly of main
A 1000 psi air pressure gage is installed in the air
gear actuating cylinder is reverse of disassembly
pressure line between the air bottle and the main gear
procedure (see Figure 3-11). The hydraulic actuating
cylinder must be pressure checked, either on a hy- actuating cylinders (see Figure 3-12).The gage indi-
cates the air pressure of the emergency air system.
draulic test bench or on the aircraft after installation,
There should be no evi- Normal operating pressure is indicated by a green
Pressure test at 1000 psi.
SL~C from 425 psi to 525 psi. Red radial lines at 425
dence of cylinder leakage. The hydr3~,ulic-pneumatic
and 525 psi indicate the minimum and maximum al-
actuating cylinder must be bench checked prior to in-
lowable system pressures. Variations of pressure
stallation. Test this cylinder by extending piston ap-
will causethe gage to fluctuate when landing gear is
proximately 25 inches, and with cylinder inclined at a
45 degree angle, fill hydraulic port to overflowing Operated. The air pressure gage may be removed
with MIL-H-5606 hydraulic fluid. Plug hydraulic after the air pressure has been completely bled from
port, install an air valve in nitrogen port, and pres- system.

surize cylinder to 300 (r 15) psi. There should be no
external leakage. Observe position of piston rod in MAIN LANDING GEAR UPLOCK CYLINDER
relation to piston gland. There should be no move-
A landing gear uplock cylinder is located in each na-
ment of piston after a period of 15 minutes. Move-
ment of the piston rod indicates leakage of hydraulic celle wheel well and is an integral part of the main
fluid into the nitrogen chamber of the actuating cylin- gear uplock mechanism. cylinder piston is spring
The
der. Release nitrogen pressure and check chamber loaded in the retracted position, and mechanically
for evidence of hydraulic fluid. If hydraulic fluid is connected to the uplock link arm. When the landing
present in the nitrogen chamber, actuating cylinder gear is retracted, hydraulic pressure is directed to
the aft port of the uplock cylinder and the piston is
must be disassembled and damaged seals replaced.
retracted against spring tension. A bracket located
INSTALLATION. Installation of the landing gear ac- on the main gear fork, engages the uplock mechanism
and pushes the mechanical link arm overcenter to

tuating cylinder is the reverse of the removal proce-
dure. After installation, adjust cylinder piston over- form a positive gear uplock. When the landing gear
3-18
GULFSTREAM
HYDRAULIC ACTUATING CYLINDER

BUSHING
PISTON ROD
O-RING
GLAND
PISTON HEAD
SNAP RING
BODY
O-RING
O- RING
CHECKNUT
ROD END 23 1P
HYDRAULIC-PNEUMATIC ACTUATING CYLINDER
NITROGEN
PORT
BUSHING
PISTON HEAD
PISTON ROD
BODY
HYDRAULIC FLUID
’BACKUP GUIDE
RING
PORT
O-RING
SNAP RING
CHECKNUT
O-RING
GLAND
O-RING
ROD END
23 20
Figure 3-11. Main Landing Gear Actuating Cylinders

3-19
GULFSTREAM
Reassembly of the landing gear uplock cylinder is the

reverse of the disassembly procedure.
eoo
400
600~ INSTALLATION Installation procedure for the land-
300
I ing gear uplock cylinder is the reverse of the removal
Al After installation, perform landing gear
aoo
procedure.
operational check as outlined in Section VI.
l00
PER sc. IN
NOSE LANDING GEAR ACTUATING CYLINDER
The hydraulically operated nose landing gear cylinder

is attached to the aft drag brace and to the nose wheel
425 PSI RED LINE MINIMUM well bulkhead. One port of the cylinder is connected
425-525 PSI GREENARC NORMAL to the gear ’up’ hydraulic line, and the remaining
525 PSI RED LINE MAXIMUM port to the gear ’down’ line. Hydraulic fluid, under
la~7 pressure is directed to the nose actuating cylinder
through the landing gear control side of the landing
Figure 3-12. Emergency Air Pressure Gage gear-wing flap control valve (see Figure 3-14). Dur-
ing the gear actuating cycle the gear ’up’ and gear
’down’ hydraulic lines act as either pressure or re-
is extended, hydraulic pressure is released from the turn lines, depending on the gear position selected.
aft port of the uplock cylinder and pressure is applied The nose gear is held in the up position by hydraulic
to the forward port of the cylinder. This causes the pressure trapped in the actuating cylinder. In the
uplock cylinder piston rod to extend and

disengage the event of hydraulic system failure, movement of the
mechanicaluplock. The
uplock mechanism is retained landing gear control lever to the DOWN position will
in the positive locked position until the landing gear release hydraulic pressure trapped in the actuating
control lever is placed in the DN position, to release cylinder and the gear will free-fall to the downposi-
the hydraulic pressure trapped in the uplock lines and tion. As the gear reaches the down position it is
cylinder. The spring, installed on the uplock cylinder locked in place by the nose gear bungee springs.
piston rod will extend and push the mechanical link
arm back over center to break the positive lock on REMOVAL
the uplock mechanism, in the event of hydraulic sys-
tem failure (see Figure 3-13). a. Reduce hydraulic system pressure to zero.
b. Raise nose of aircraft and secure with tailstand.
Replace all damaged parts that do not meet tolerances c. Disconnect and open aft nose landing gear doors.
established in Figure 3-23. d. Disconnect hydraulic hoses at actuating cylinder.
e. Remove nose compartment top access cover.
REMOVAL f. Removecylinder attach bolts and remove ac-
tuating cylinder.
a. Reducehydraulic system pressure to zero.
b. Disconnecthydraulic lines at uplock cylinder. DISASSEMBLY AND REASSEMBLY
c. Remove uplock cylinder attach bolts.
d. Remove uplock cylinder. a. Loosen checknut and remove rod end and bush-
ing assembly.
DISASSEMBLY AND REASSEMBLY b. Remove snap rings from ends of cylinder body.
c. Remove piston and end glands from cylinder
a. Loosen clevis set screw, and slowly remove body.
clevis. d. Remove O-rings from piston and end glands.
e. Clean and inspect: cylinder and cylinder parts,
for damage and correct tolerance.
CAUTION 1 Reassembly of the nose landing gear actuating cyl-

inder is the reverse of the disassembly procedure.
Exercise caution when removing clevis, INSTALLATION. Installation of the nose landing gear
as spring is under compression load, actuating cylinder is the reverse of the removal pro-
cedure. After installation, adjust cylinder piston rod
b. Drive out gland retainer rollpins, and remove overtravel as outlined in Section VI.
gland. Remove O-ringand packing from gland.
c. Remove piston and remove O-ring and packing
from piston. WING FLAP ACTUATING CYLINDER
d. Inspect cylinder and cylinder parts for condi-
tion. Replace all damaged parts that do not meet A hydraulic wing flap actuating cylinder, connected
tolerances established in Figure 3-23. to the master flap sheave and actuated by the wing
3-20
CULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION 1II
METERING
ADJUSTING SCREW
CLEVIS
HYDRAULIC FLUID PORT
SPRING
o-RING BACKUP RING fi~ O
METERING VALVE
gi
SPRING
HYDRAULIC RETAINER
FLUID
PORT
BODY
j
END CAP
GLAND
O~Yr I ~-RINGBACKUP RINGS

PISTON
2358
Figure 3-13. Main Landing Gear Uplock Cylinder
flap controlvalve, lowers and raises the flaps. The e. Remove piston rod to flap sheave attach bolt.
bushing at the aft end of the cylinder body is attached f. Remove actuating cylinder.
to the upper left side of the fuselage structure at sta-
tion 223. 00 and the cylinder piston rod is connected DISASSEMBLY AND REASSEMBLY
to the master flap sheave. Hydraulic pressure flows
through the wing flap flow controlvalve to the selected a. Loosen checknut and remove rod end and bush-
pressure port on the actuating cylinder. When the ing assembly.
pilot selects flaps down, pressure from the wing flap b. Remove snap rings from end of cylinder body.
control valve will flow to the aft port of the actuating c. Remove piston and end glands from cylinder
cylinder (see Figure 3-15). The forward port will body.
become a fluid return. When the pilot selects flaps d. Remove O-rings from piston and glands.
up, this procedure is reversed. Wing flap flow con- Clean and inspect cylinder and cylinder parts
trol valves, installed in the hydraulic lines at fuse- for damage and correct tolerance.
lage station 209. 15 and routed to the actuating cylin-
der, controlflap operating speed by restricting fluid Reassembly of wing flap actuating cylinder is the re-
return from the actuating cylinder (see Figure 3-2). verse of the disassembly procedure.
Direction of restricted fluid flow is indicated by an
arrow on the body of the flow control valves. INSTALLATION Installation procedure for the wing
flap actuating cylinder is the reverse of the removal
REMOVAL procedure. After installation, check flap operation
and adjust as outlined in Section VII.
a. Reduce hydraulic system pressure to zero.
b. Disconnect and cap hydraulic hoses to actuating
cylinder. PARKING BRAKE VALVE
c. Disconnect flap position indicator transmitter
linkage. The parking brake valve (Figure 3-16) is installed in
d. Remove actuating cylinder mounting bolt, the upper section of the nose gear wheel well, forward
3-21
GULFSTREAM
HYDRAULIC FLUID PORTS
O
O-RING
HYDRAULIC FLUID PORTS

SNAP RING
BODY
CHECKNUT ~ISTON HEAD
PISTON ROD
ROD END PE=5~ ~SNAP RING
O-RING
ROD END BUSHING

END GLAND
23 54
Figure 3-14. Nose Landing Gear Actuating Cylinder
of fuselage station 5. 50. A tube and universal assem- the parking brake valve is the reverse of the removal
bly connect the brake valve shaft to a control knob, procedure.

located below the instrument panel adjacent to the
engine controlpedestal. The brakes may be locked To install the
parking brake valve reverse the re-
by depressing the rudder-brake pedals and rotating movalprocedure. After installation bleed brake sys-
the parking brake control knob countercloekwise to tem as outlined in Section VI, and check valve for
the ON position. Rotating the parking brake valve leakage as follows:
control knob to the ON position traps hydraulic fluid
pressure in the brake lines and holds the wheel
brakes a. Place battery switch to BATTERY position and I
in the ON position,
allow buildup of auldliary system hydraulic pressure.
b. Depress rudder-brake pedals to apply brakes.
REMOVAL AND DISASSEMBLY c. Rotate parking brake valve control knob coun-
terclockwise to ON position andrelease rudder-brake
a. Release parking brake. pedals.
b. Reduce hydraulic system pressure to zero, d. Inspect parking brake valve for leakage. There
c. Disconnect control linkage at parking brake, must be no evidence of external leakage.
d. Disconnect hydraulic lines at parking brake e. Allow parking brakes to remain engaged for a
valve. period of 15 minutes. If brakes remain positively
e. Remove parking brake valve attaching bolts and locked after 15 minutes, internal leakage has not
remove valve. occurred within the valve, and installation may be
f. Remove fittings and unions from
restrictor considered satisfactory.
parking body (see Figure 3-16).

brake valve
g. Remove plugs, springs, and balls from parking POWER BRAKE VALVES
brake valve body.
h. Remove valve shaft stop, spring, and shaft from Two power brake valves are bolted to supports located
parking brake valve body, immediately forward of the pilot’s rudder-brake pedals
i. Remove O-ring seals from valve shaft. (see Figure 3-1?). The powerbrake valve has a pres-
j. Clean and inspect valve components for damage sure port, a brake port, a return port, an extension
and conformance to specified wear tolerances. lever that operates the piston in the valve body, a
piston assembly which is sealed at both ends by syn-
REASSEMBLY AND ZNSTALLATION. Reassembly of thetic rubber packings, an upper valve that controls
3-22
GULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION IB
BUSHING
O- RING
~31
BODY
j\
O-RING
HYDRAULIC
FLUID PORT
CHECKNUT
PISTON HEAD
ROD
f SCREW
PLUGPISTON
HYDRAULIC FLUID PORT
dYLLNDEREND
t
ROD END
23 56
Figure 3-15. Wing Flap Actuating Cylinder
the flow of hydraulic fluid from the pressure port to DISASSEMBLY

the brake port, and a lower valve that controls the flow
of hydraulic fluid frombrake port to return port. The a. Remove end plug and O-ring.
power brake valve is designed to allow a pressure b. Remove O-ring from end plug.
flow of hydraulic fluid to the brakes when toe pressure c, Loosen spring and poppet assembly and remove
is applied to the rudder-brake pedals. When brakes O-ring,
are applied the extension lever raises the piston in d. Remove return spring.
the valve body, closing the lower valve and opening e. Remove actuating lever retaining bolt.
the upper valve so that hydraulic fluid flows from the f. Back off adjusting checknut and unscrew adjust-
pressure port to the brake port, actuating the brakes. ing setscrew.
When toe pressure on the brake pedals is released, g, Remove lever and lug assembly taking care not
the spring-loaded piston valve returns to its normal to damagethe valve actuating ball which will fall free
position. This closes the upper valve and opens the when the lever and lug assembly is removed.
lower valve permitting the hydraulic fluid to flow from h. Remove piston assembly by using a dowel and
the brake port to the return port, releasing the main tapping lightly with a mallet.
wheel brakes. i. Remove two O-rings and the backup ring from
piston.
REMOVAL
REPAIR AND REASSEMBLY. Repair of detail parts
a. Reduce pressure to zero.
hydraulic system is impracticable. Replace all defective parts with
b. Remove power brake valve access door from serviceable parts. Minor scratches or scores may
left side of forward fuselage. be removed by polishing with crocus cloth. Replace
c. Disconnect and cap hydraulic lines at power
O-ring packings and backup rings during reassembly.
brake valve. Reassemble valve in reverse order of the disassem-
d. Disconnect power brake valve from rudder pedal bly procedure.
linkage,
e. Remove power brake valve mounting bolts. INSTALLATION. Installation of the power brake valve
f. Remove power brake valve, is the reverse of the removal procedure.
3-23
GULFSTREAM
e. Remove nut, arm and spring from bypass valve

shaft.
~ac SET-SCREW
f. Remove reducer fitting from end of bypass
valve body.
SPRING g. bypass valve shaft from
Withdraw valve body
and O-rings from shaft.
remove
BALL h. Clean and inspect parts for damage and confor-

mance to specified tolerances.
REASSEMBLY AND INSTALLATION. Reassembly of

STOP PIN
the nose wheel steering bypass valve is the reverse
of the disassembly procedure.
To install the wheel steering bypass valve re-

nose
O-RING
verse procedure. After installation bleed
the removal
nose steering system as outlined in Section VI. Check
bypass valve for leakage with the landing gear in both

the retracted and extended position. With nose gear
SHAFT retracted, actuate the brakes and check to be certain
that nose wheeldoes not attempt to turn in wheel well.
Should nose wheel attempt to turn, adjust push-pull
rod connecting gear body to bypass valve until bypass
I valve is full open when nose gear is retracted.
NOSE WHEEL STEERING CYLINDER
The nose wheel steering cylinder(see Figure 3-19) is

23 i2
I a double acting cylinder attached at one end to the gear
body and at the other to the landing gear strut piston.
Figure 3-16. Parking Brake Valve When the rudder-brake pedal is pressed by toe pres-
sure, the power brake valves route hydraulic pres-
sure to the appropriate side of the steering cylinder
POWER BRAKE VALVE ADJUSTMENT. For correct to turn the nose wheel.
pressure adjustment of the power brake valve see
Power Brake Valve Adjustment, Section VI of this
manual. REMOVAL
a. Reduce hydraulic system pressure to zero.

NOSE WHEEL STEERING BYPASS VALVE b. Disconnect and cap hydraulic hoses at steering
cylinder.
The nose wheel steering bypass valve is installed on c. Remove steering cylinder attaching bolts.
the upper bulkhead of the nosegear wheelwell. This d. Remove steering cylinder.
valve is installed in the hydraulic lines to the nose
wheel steering cylinder, and mechanically linked to DISASSEMBLY AND REASSEMBLY
the nose landing gear body (see Figure 3-18). When
the gear is extended, the bypass valve is closed and a. Loosen checknut and remove rod end and bush-
fluid flows to the nose wheel steering cylinder to pro- ing assembly.
vide steering action. As the nose gear retracts into b. Remove snap rings from ends of cylinder body.
thewheelwell, the mechanical linkage opens the by- c. Remove piston and end glands from cylinder
pass valve, allowing hydraulic pressure to bypass the body.
steering cylinder, thus preventing the nose wheel d. O-rings from piston and end glands.
Remove
from being turned when in the retracted position. e. Clean and inspect parts for damage and con-
formance to specified tolerances.
REMOVAL AND DISASSEMBLY
Reassembly of the nose wheel steering cylinder is the
a. Reduce hydraulic system pressure to zero. reverse of the disassembly procedure.
b. Disconnect and cap hydraulic lines at the bypass

valve. INSTALLATION. Installation of the nose wheel steer-
c. Disconnect push-pull rod at

bypass valve arm. ing cylinder is the reverse of the removal procedure.
d. Remove bypass valve mounting bolts and remove After installation bleed nose steering system as out-
bypass valve, lined in Section VI.
3-24
GULFSTREAM
12, 1´• END PLUG

’V
8 2. O-RING
3. SPRING AND POPPET ASSY
4. RETURN SPRING
5. ACTUATING LEVER RETAINING
BOLT
5 6. ADJUSTING CHECKNZ~T
7. ADJUSTING SET SCREW
8. BALL
9. PISTON ASSY
10. BACKUP RING
11. LEVER
8 11 LEVER TRAVEL ADJUSTMENT
11 12.
I
8 13. BODY
23 ~1
Figure 3-17. Power Brake Valve
MAIN LANDING GEAR WHEEL WELL DOORS cylinder to close doors.Adjustment of control valve
CONTROL VALVE consists ofassuring valve plunger is depressed when
main gear is retracted; however, if shuttle valve or
Operation of main landing gear wheel well doors are plunger operation is sluggish, the spring, plunger, or
controlled by hydraulic fluid pressure applied to the O-rings may be defective and should be replaced.
door actuating cylinders as directed by the main land-
ing gear wheel well door control valve (see Figure
3-1). A sliding shuttle valve, incorporated in the REMOVAL
control valve, is physically actuated by the main gear
strut when the gear retracts or extends (see Figure a. Reduce hydraulic system pressure to zero and
3-20). When landing gear lever is placed in UP posi- manually open mainlanding geardoors. When manu--
tion, the control valve routes fluid to the extend side ally lowering doors, it is necessary to apply sufficient
of the door actuating cylinders. The doors open to force to override the poppet valve in priority valve to
allow main gears to retract. As gear retracts, the allow entrapped fluid to return to reservoir.
shuttle valve is depressed by the gear strut and routes b. Disconnect and cap hydraulic lines connected to
fluid to the retract side of door actuating cylinder to valve and install plugs in valve ports.
close doors. When landing gear lever isplaced in c. Remove bolts securing valve to nacelle bulkhead.
DN position, the control valve routes fluid to the ex-
tend side of door actuating cylinder to open door. As DISASSEMBLY AND REASSEMBLY
gear extends, the shuttle valve is allowed to extend,
which routes fluid to the retract side of door actuating a. Break safety wire and remove rollpins securing
3-25
GULFSTREAM
~L-REDUCER
8
BOLT
-"I i
1
23 6(
Figure 3-18. Nose Wheel Steering Bypass Valve
end gland to valve

housing. closing during gear extension cycle to prevent doors
b. Withdraw gland and plunger. from ’pinching’ wheel assembly when gear is intran-
c. Separate plunger and gland, and remove O-rings sit. Four priority valves, two in each nacelle, are
from grooves of gland, used in the main gear door actuating system. A
d. Withdraw shuttle valve spool and spring. priority valve is mounted on the aft bulkhead of each
e. Clean and inspect parts for damage and confor- nacelle immediately forwardof wheel well. A second
mance to specified tolerances. priority valve is installed inboard of inboard gear
actuating cylinder. Priority valves are adjusted by
Reassembly of the wheel well doors control valve is the manufacturer and field adjustment is not recom-
the reverse of disassembly procedure. Install new mended.
O-rings on reassembly.
INSTALLATION. Installation of the wheel well doors REMOVAL AND INSTALLATION

control valve is the reverse of the removal procedure.
a. Reduce hydraulic system pressure to zero and
manually open doors. When manually lowering doors,
it is necessary to apply sufficient force to override
MAIN LANDING GEAR WHEEL WELL DOOR the poppet valve in priority valve to allow entrapped
PRIORITY VALVES fluid to return to reservoir.
b. Disconnect and cap hydraulic lines connected to
Priority valves are located in the mainlanding gear plugs in valve ports. (This step re-
valve and install
door actuating system to assure proper cycling of moves valve located inboard of inboard gear actuator
doors during gear retraction and extension (see Figure cylinder.
3-21). During main gear retraction cycle, the pri- c. Re move bolts se curing valve to nace lie structure.
ority valve diverts hydraulic pressure away from (This step pertains only to valve mounted on nacelle
main gear actuating cylinders until doors are opened. bulkhead.
When doors are fully opened, system pressure builds
up and forces priority valve to function, allowing Installation of
priority valves is accomplished by re-
gears to retract. The priority valve delays door versing removal procedure.
3-26
CULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTTON IIl
HYDRAULICS
690A/690B
O-RING
BACKUP RING PRESSURE
PORT
PRESSURE
BACKUP RING
PORT
END PLUG
BACKUP RTNG
LOCKNUT \CI~
O-RING O-RING
PISTON
ASSEMBLY
CYLINDER
BODY
23 35
Figure 3-19. Nose Wheel Steering Cylinder
MAIN LANDING GEAR WHEEL WELL DOORS MAIN LANDING GEAR DOOR ACTUATING
METERING VALVES CYLINDERS
Each of the four main landing gear doors are indivi-

An adjustable metering valve, located in the retract
(aft) port of each main gear uplock Cylinder (see Fig- dually controlled byactuating cylinder connected
an
to the door operating torque tube. Doors open when

ure 3-13). delays Rear extension until landing gear
doors are opened. The valve restricts hydraulic fluid hydraulic fluid pressure is applied to the extend port
of actuating cylinder. Door closes when hydraulic
flow from the uplock cylinder, at a rate determiIled by
adjustment of valve. to slow down gear unlocking, ac- fluid pressure is applied to the retract port of cylin-
tion. Adjustment of valves will be necessary occa- der. An adjustable rod end is installed in the piston
sionallp due to normal wear and leplaccment of com- rod end of cylinder to provide for adjustment of door
ponents of the landing gear and main landin~S gear door travel (see Figure 3-22). Wipe cylinder piston rod at
in
actu~ting systems. Main landing gear doors of each regular intervals using a clean cloth moistened
nacelle must fully open prior to ex~ension of either MIL-H-5606 hydraulic fluid.
main gear. Adjust meteriug valve as outlined below

when doors and nlain gears fail to operate in proper REMOVAL
sequenc e.
a. Reduce hydraulic system pressure to zero and

ADJUSTMENT manually open main gear doors. When manually low-
ering doors, it is necessary to apply sufficient force

a. Place aircraft
on jacks. to override the poppet valve in priority valve to allow
b. Rotate propeller by hand to build hydraulic eiltrapped fluid to return to reservoir.
pressure in system and retract gears. b. Disconnect and cap lines attached to cylinder.
c. While rotating propeller and closely observing c. Remove hardware securing cylinder to nacelle
door operation, extend gears. Door of each nacelle structure and door operating torque tube.
must fully open prior to extension of either maill gear.
Main gears must release at appro?timately the same
time andwithin 3 to 10 seconds after doors have open- DISASSEMBLY AND REASSEMBLY
ed. Make valve adjustment outlined below if doors
fail to operatecorrectly. a. Loosen rod end nut and remove rod end.
d. Breaksafety wire from metering adjusting screw b´• Loosen large connecting: jam nut and unscrew
and adjust as required. Rotate screw clockwise to end cap from cylinder.
retard gear release from uplock cylinder. Rotate c. Withdraw piston from cylinder.
screw counterclockwise to speed gear release. d.
Remove O-rings and backup rings from piston,
3-27
CULFSTREAM
SECTION m MAINTENANGE MANUAL COMMANDER
IIYDRAULICS 690A/690B
DOOR OPEN
PORT
PORT
GEAR DOWI\I
PORT
PACKING
SAFETY WIRE HOLE
O- RING
DOOR
A CLOSE
PLUNGER
PO"
DEPRESSED
~LAND
I o, sa" (Rep~l
NOTES: SPRING ~--------------CI
MOUNT~G MIN. DIM. I

CB I CB
FLANGE i~1.44"(REF) _I
I MAX. DIM.
D A D A G_1
WHEN DIMENSION OF PLUN- WHEN DIMENSION OF PLUNGER IS
CER IS 1. 27" TO 1. 44’: FLOW I i. 01" TO O. 82"FLOWPATTERN OF
PATTERN OF VALVE SHALL VALVE SHALL BE AS INDICATED.
BE AS INDICATED. VALVE VALVE SHALL BE FULL OPEN BY
SHALL BE FULL OPEN BY 0. 84".
1.42".
23 50 A
Figure 3-20. Main Landing Gear Wheel Well Door Control Valve
FLUID PORT B
FLOW CONTROL
SPRING POPPET
FLOW CONTROL
VALVE SPR~G
CRACKING PRESSUI1E
j BETWEEN 1’OIIT A TO
008-057U
PSr
FLUID PORT A
CRACKING PIZESSURE
BETWEEN I’OIIT 13 TO A
FWD VAI,VI;: 3.i-Tj0 I’SI
BFTVAI,VF %1r,-2~0 PS1
Figure 3-21. Main Landing Gear Wheel Well Door Priori~y Valve
3-28 Ilcvision 1
GVLFSTREAM
s90A/690B HYDRAULICS
DOOR EXTEND
PORT
JAM NUT
DOOR RETRACT ~P: BACK UP RING

PORT
PISTON
HEAD
CYLINDER
O-RING
END CAP
ROD END O-I~NG
PISTON ROD
ASSY
NUT O-RING
23 38
BACK UP RING
Figure 3-22. Main Landing Gear Door Actuating Cylinder
cylinder, and end cap, pump is driven by a 1/15 horsepower motor and de-
e. Inspect and check all parts in accordance with livers up to 605 psi pressure for intermittent opera-
information contained in General Maintenance Prac- tion. Theauxiliary hydraulic systempump is actuated
tices. by the auxiliary hydraulic system pressure switch in-
stalled in the auxiliary pump system pressure line.
Reassembly of the main landing gear door actuating See Sections VI and X for a description of the switch.
cylinder is the reverse of disassembly procedure. The auxiliary hydraulic system pump electrical cir-
Install new O-rings on reassembly, cult is protected by a 5-amp circuit breaker on 690A
11100 thru 11169 and a l0-amp circuit breaker on
INSTALLATION Installationof the main landing gear 690A, 11170 thru 11349 and all 690B aircraft. This
door actuating cylinder is the reverse of the removal breaker will open the circuit in the event of an aux-
procedure. iliary hydraulic system pump or pressure switch
failure.
AUXILIARY HYDRAULIC SYSTEM REMOVAL AND INSTALLATION
a. Remove left aft nacelle.

The auxiliary hydraulic system is provided for opera- b. Disconnect and cap hydraulic lines to auxiliary
tion of theparking brakes when primary system pres- hydraulic system pump.
sure falls below 470 psi, and to provide hydraulic c. Disconnect electrical receptacle on auxiliary
pressure to operate the wing flaps, brakes, and nose hydraulic system pump.
wheel Bteering in the event of primary hydraulic sys- d. Remove attaching bolts.
tem failure. The electrically-driven auxiliary pump e. Remove auxiliary hydraulic pump.
is supplied hydraulic fluid from an emergency source
of fluid contained in the bottom of the reservoir and The installation of the auxiliary hydraulic system
produces a pressure of 470-605 psi to operate the pump is the reverse of the removal procedure.
auxiliary system. A zero to 2000 psi pressure gage,
which registers primary and auxiliary hydraulic sys-
tem pressure, is installed in the left instrument panel. AUXILIARY HYDRAULIC SYSTEM OPERATIONAL
Major hydraulic system components are installed in CHECK
the aft fuselage and left engine nacelle (see Figure
3-1). Perform an operational checkof the hydraulic system
as follows:
AUXILIARY HYDRAULIC SYSTEM PUMP a. Turn battery switch on.

b. Operate wing flap control lever until hydraulic
The auxiliary hydraulic system pump is installed in pressure drops to 500 (;r 30) psi, which is the cut-in
the left nacelle. The pump draws fluid from the emer- pressure of au~liary hydraulic pump. The auxiliary
gency supply trapped in the hydraulic reservoir, and hydraulic pump should automatically actuate and build
supplies it to the brakes, flaps, and nose wheel steer- up hydraulic pressure until 575 (f 30) psi, cutout
ing systems at the rate of 18 gph at 300 psi. The pressure, is attained.
3-29
CULFSTREAM
MINIMUM MAXIMUM
PART NO. ITEM
ALL MEASUREMENTS IN INCHES
HYDRAULIC ACCUMULATOR
ED12260 Piston Diameter 2. 876 2. 878

ED12261 Piston Guide Rings 2.878 O.D. 2. 8913 0. D.
MAIN LANDING GEAR ACTUATING CYLINDER
ES12440 Body Assembly 1. 870 1. 8711

ED12441 Gland 0. 750 0. 7511
ED12442 Head 1. 8659 1. 887
ED12443 Rod 0. 7479 0. 749
NAS76A-6-015 Bushing 0. 375 I. D. 0.3766 I.D.
MAIN LANDING GEAR EMERGENCY ACTUATING CYLINDER
ES12529 Body Assembly 1. 627 I. D. 1. 629 I. D.

ES12529 Body, Cylinder Attach Point 0. 068 Width 0. 074 Width
ED12530 Piston Rod 0. 8220 O. D. 0.6205 O.D.
ED12531 Piston Head i. 380 O. D. i. 383 O. D.
ED12531 Piston Head 0.4370 I.D. 0.4385 I.D.
ED12532 Gland 0.6230 I;D. 0.6245 I.D.
ED12534 Backup Guide 1. 6235 O. D. 1.6265 O.D.
NAS76A-6-015 Bushing 0. 3750 O.D. 0.3775 O.D.
MAIN LANDING GEAR UPLOCK CYLINDER
ED12518 Body Bore 0. 875 0. 8761

ED12519 Piston Head 0. 8709 0. D. 0. 972 0. D.
Piston Rod 0.2479 O.D. 0. 248 O. D.
ED12520 Gland 0. 250 I. D. 0.2522 I.D.
MAIN LANDING GEAR DOOR ACTUATING CYLINDER

MAIN LANDING GEAR WHEEL WELL DOORS PRIORITY VALVES
3713113 Piston 0. 559 0. D. 0. 560 O. D.

3713110 End Cap 1. 0350 I. D. 1.0448 I.D.
3713111 Cylinder (piston extension end) 0. 563 I. D. 0. 564 I. D.
(piston chamber) 0. 749 I. D. 0. 751 I. D.
MAIN LANDING GEAR WHEEL WELL DOOR
METERING VALVE
NV-7500-2 Body 0. 374 I. D. 0. 376 I. D.

NV-7500-6 Insert 0. 372 O. D. 0. 374 O. D.
NV-7500-4 Needle 0. 218 O. D. 0. 219 O. D.
NOSE LANDING GEAR ACTUATING CYLINDER
ED10144 Body Assembly 1. 500 I. D. 1.5031 I.D.

ED10145 Piston Rod 0. 4349 O. D. 0. 436 O. D.
Piston Head 1. 4949 O. D. 1. 497 O. D.
ED10146 Gland 0. 437 I. D. 0.4381 I.D.
Figure 3-23. Parts Tolerances (Sheet 1 of 2)

3-30
GULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION ILT
MINIMUM MAXIMUM
PART NO. ITEM
ALL MEASUREMENTS IN INCHES
WING FLAP ACTUATING CYLINDER
ES11032 Body Assembly 1.2469 I.D, 1.2531 1.D.

ED11033 Piston Rod 0. 4909 O. D. 0. 492 O. D.
Piston Head 1.2429 O.D. 1. 245 0. D.
9479 End 0. 493 I. D. 0.4951 I.D.
POWER BRAKE VALVE
ES12779 Body 1.3660 I.D. 1.3682 I.D.

ES12136 Piston Assembly Seat Hole 0. 2500 0. 25055
ED12137 Piston 1.3621 O.D. 1. 3630 O.D.
ES13312-1 Poppet Assembly Seat Hole 0. 1890 0. 1901
Figure 3-23. Parts Tolerances (Sheet 2 of 2)
3-31
CULFSTREAM
TROUBLE I PROBABLE CAUSE REMEDY
Low pressure, or no Defective pressure gage. Replace gage.

pressure with engine
running. Hydraulic reservoir filter clogged. I Clean or replace filter element.
Relief valve defective or improperly Adjust and/or replace relief valve.
adjusted.
Excessive system leakage. Detect and correct leakage.
Engine-driven hydraulic pump drive Replace engine-driven pump.

shaft sheared.
Pulsating pressure Accumulator not pressurized. Charge accumulator to 600 psi with
dry air or nitrogen.
Defective O-ring on accumulator piston. Replace O-ring.
Leak at air valve. Install new air valve and gasket.
Internal leakage in system. Isolate and repair or replace faulty

component.
Flaps full down while Internal leak in landing gear and wing Place flaps in 1/2 DN position, with
aircraft is standing. flapcontrol lever in neutral. In-
flap control valve,
crease pressure to 1000 psi. If flaps
move up or down the control valve is
leaking internally. Overhaul or re-
place controlvalve.
Internal leak in flap actuating cylinder. Disconnect cylinder down line. Place
flap control lever in UP
position and
increase pressure slowly and ob-
serve open port on actuating cylinder.
Leakage will indicate a piston O-ring

leak. Replace O-ring.
General system pressure internally Determine by process of elimination

leaking. I and repair or replace defective unit.
Landing gear will not Defective landing gear and wing flap Overhaul or replace control valve.
retract. control valve.
Defective landing gear actuating cylinder. Overhaul or replace cylinder.
Hydraulic fluid supply low. Fill hydraulic reservoir to FULL.
Auxiliary hydraulic pump Pressure switch defective. Replace pressure switch.

cycles excessively under
no-flow conditions. Replace check valve.
Auxiliary pump check valve defective.
Internal check valve of landing gear and Repair or replace valve.

wing flap selector valve defective.
’Squeal’ in hydraulic sys- Internal check valve of landing gear Repair or replace valve.
tem while actuating nose and wing flap selector valve defective
wheel steering.
Figure 3-24. Hydraulic System Troubleshooting Chart (Sheet 1 of 3)

3-32
GULFSTREAM
TROUBLE PROBABLE CAUSE REMEDY
Landing gear will not Uplock hydraulic cylinder defective. Overhaul or replace uplock hydraulic
lock in UP position, cylinder.
Gear-up check valve in manifold of Overhaul or replace landing gear

landing gear and wing flap selector and wing flap selector manifold.
valve defective.
Uplock hydraulic cylinder piston With aircraft on jacks, loosen gear
O-ring defective. down line to uplock cylinder. Place

gear lever in UP position and slowly
increase hydraulic pressure and ob-
serve down port. Leakage indicates
defective O-ring. Replace O-ring.
Hydraulic leak in gear-up line. Isolate leak and replace hydraulic

line.
Landing gear will not Uplock hydraulic cylinder defective. Overhaul or replace uplock hydrau-
unlock and extend to lic cylinder.
down and locked
position. Gear-up check valve defective or Perform landing gear free fall check
mechanical linkage not adjusted as outlined under
Landing Gear Ope-
properly, ration Check in Section VI. Replace
check valve.
Uplock hydraulic cylinder spring Inspect spring and replace if neces-
broken or weak, sary.
No hydraulic pressure Defective auxiliary hydraulic system Check switch circuitry and/or
after battery switch is pressure switch. replace switch.
turned on.
Defective auxiliary hydraulic system Check electrical circuit to pump

pump, and replace pump.
Pressure drops onhy- Faulty check valve in landing gear and Repair or replace valve.
draulic gage when only wing flap selector valve body.
landing gears are being
actuated.
Soft brakes or no brake Air in brake system. Bleed brake system.

action.
Broken or ruptured brake line. Repair or replace brake line.
Nose wheel steering Nose wheel steering bypass valve will Overhaul or replace valve.
inoperative. not close.
Mechanical linkage to bypass valve Adjust or replace.

defective.
Air in system. Bleed system.

3-33
GULFSTREAM
Line hammer. Loss of air in accumulator. Check for leaks, and charge accum-
ulator to 600 psi at zero hydraulic
pressure.
Low air pressure in accumulator. Charge accumulator to 600 psi with

hydraulic system pressure at zero
and check for leaks.
High air pressure in accumulator. Bleed air pressure to 600 psi.
3-34
SECTION
POVVER PLANT
GULFSTREAiLI SECTION IV
CORIMANDER MAINTENANCE MANUAL POWER PLANT
690h/630R AND PROPELLER
S5eT)~3N ilV
$hANT
TACLE OF CONTENTS
Page Page
4- 1 4-24
GENEItAr, DESCRIPTION Extended Preservation
4- 1 4-23
principals of Operation DeDreservation
4- 3 ENGINE CHANGE 4’24
Engine Cowling.
1- 3 4-24
Engine MountinF Engine Removal
4- 3 4-25
Fire Detection System Engine Buildup
4- 3 4’26
Engine Control System Engine Installation
4- 7 ~-28
ENGINE ACCESSORIES AND SYSTE~IS PROPELLER
Accessories ´•´•´•´•´•´•´•´•´•~-7 General Description.......- ...´•´•´•´•´•´•´•´•´•´•4-28
4- 9 4-28
Oil Sys’iem Propeller Operation
4- 9 4-31
FuelSystem Propeller Synchronization System
4-12 4-39
Fuel Purge System Propeller Disassembly
4-12 4-3’3
Fuel Nozzles and Manifold Propeller Reassembly
4´•-12 4’’:0
Fuel Filter ENGINE CONTROLS
4-14 4-40
Ignition System Fuel Control tTnit
1-14 4-42
Exhaust System Propeller Controls
4-20 ~-44
Torque Sensin~ System Propeller Dlade Angle Setting
Torque Limiting Systetn ~-´•20 En~ine Control Riggin~
4-22 ´•:-81
Horsepower Indicator CONTROL CADLES
´•i-22 4-81
Electrical System Handling and Storage
ENGINE PRESERVATION 4-24 installation Instructions -1-81
Limited Preservation 4-24
GENERAL DESCRIPTION
The airplane is powered by two/AiRe searcll/Gal´•rett by converting tile el~ergy of a burninl:~tcl/air mislure
Turbine Engine Co., Model TPE-331-’J-251K (Moc´•lel to a rotating mechanical force. Ambient air alters
690A/R, serial numbers 11100 thru 11542, except the engine through an air inlet duct, which directs the
11431) and Model TPE-331-5-252K (Model 603D, air into a two-stage centrifugal compressor where it
serial numbers 11431, 11543 and albs) turboprop is compressed alld passed on into an annular combus-
engines. h maintenance manual, prepared by tile tion chamber to be miscd with fuel and ignitect. Ttle
engine manufacturer, is provided with each airplane fncl/nir mixture is initially igllited during the engine
and should be collsulted for detail information con- starting sequellce by twb high-voltage ignitor
cerning operation, servicing, and repair of tile ene- After initial ignition of tile hiel/air mixture, com-
ine, except where conflict in information is presented, bustion is self-sustaining until the fuel sul,l,ly to the
then this manual shall prevail. Tile information con- con;bustioll is sh\ltofl. The hifill-velocitv
tai~led in this section provides Inaintcnance d~la and combustion gas, escaping fronl the comhlstion
furnishes the general information needed to assure ber, passes into the turbine section through stntor
continuityof subject material between airframe svs- vanes which direct it into the first stage turbine wheel
tems functions and associated power plant operation. bl~des. St;ltor vanes are also loc::tcd I,ctwec~l tile
rcnlaining two lul´•bir.e wheels to serve:he salne uur-
Po3e. The resultant Ili~ll-spced rotatiotl of tile tllrce-

PRINCIPLES OF OPERATION stage turbine is harnessed by the engine drive slinIt
tosupply power f(Jr driving the compressor and re-
The hlodel 351 turboprcp engine employs the gas tur- duction gear train, wl:ich in:urn drives the engii~e
bine princil,le of operation. Engine power is produced accessories and turns the propeller.
Revision 1 4-1
SECTION N GULFSTREAM
POWER PLANT MAINTENANCE MANUAL COMMANDER
AND PROPELLER 090A/690B
UPPER
COW LZNG
SHELL
COOLING
ALR
OUTLET
NOSE COWL
SUPPORT RING
ENGINE
MOUNT
STRUTS
NOSE COWL
RING
ENGINE’ ll_.r f~ I
MOUNTS
GEN COOLING
AIR INLET
LOWER
COWLENG
SHELLS
COOLING
ALR
INLET
Figure 4-1. Engin´• Nac9lls and Cowling

4-2
GULFS?’REAM SEG?’ION TV
COMMANDER RnAIOUTENANCE MANUAL POWI~T1 I’I,ANT
690A/F’JOH xn;u pnoI)EJ,r~Eri
ENGINE COWLING tors dampen ~lld prol:"ile~ vibrations and nllo´•i\i

en~ine
for thcr´•mal expansion of lilu cllgino without Lralls-
The engine cowlillg consists of a nose cowl r%116 and mittinff appreciabl.l´• load fal´•ci\s tolhe moullting slruc-
three formed cowliiig shells whicli cctmplcteiy enclose turcs. Thr~e priInary vibration isolators which are
the engine. The nose cowl rinf consist.i; or ail uPDcr I,act-inounteti oil Ihe reur of Ihe Icductiori gear case
and lower segment joined ir,gr~lhril UY sc:!:rw:;,
and is sccul‘e the engine ((1 i~li: cn(l,intt supl,orls nlitll
The nc,se cowl ring is securfrl in position c,n tile crl-´• wrelichillgg Slcri! ho!tS at eacli vil,ratirin isol;!tcir. Tlic
gine by bolts al:tachini: tile cllginr´• jnl~´•I. ;tir st:oo~,, L’ourtli isolatc,r is at:l;i~:ileti t:o Ihe;lll ell!l´•ine I?ioullt_
which is an integral part of the nose cowl riiig low~i´• the uppci?‘ aft iircvall. Clcaralli:e between the alginee
segment, to the engine air illict duct ilangu (sce I;’ig- and tile n:tcr:lle structure is sut’ficicnt to accomrnod;lle
ure 4-1). A seal, install.ed between the cngille inlet the forces of torque, thrust, and thermal expansion.
air scoop and the engine inlet. air duct, prevents air
lealtag´•e and chafing betwclen the air !;ccjop and duct.
Tile design and location of the ~nlet, air scool~ !,rc-
eludes ingestion of flannmable f:uids into the engine, FIRE DETECTION SYSTEM
minimizes the I,ossibililly of i‘orei~n olicct dalnafio,
and provides miiiiniuin scoop presuure li,-,s between A fire dctecl;oii system consisting of four thermal
the air inlet and compressor first slage. A drain switches, necessary electrical wiring, and cockpit
illdicatol´• ligtlts is ill.c,lallcrl fur each engine. Three
line, conllected 1:o tile upprl´• c:c!litc,‘ s~:c:ticl,n of tile inlet
air scoop andvent:ed overboartl, eliIllillrltc´•s Ihe possi- of tile four fil´•e detpclian l~lcrmal switches are in-
bility of oil seepajie accumulalictn on top of I.he scoop. stalled cjrl th~:l forward side of tile fircwall at each
The top segment of the nose cowl ring incorporates an cowlair exit louver. The fourth therlnal switch is
air inlet port which supplies ram air to the starter- installed in the cooling air streanl above t tie oil cooler.
generator cooling lul,e. Tllbillg, welded to the inler- Ab2lormat Ilealing of tile c:ooling air flow through the
liner of the lower nose cowl ring segment, and an engine or to the oil coolcl´• will actuate one or nlore
aluminuln shroud ctistril,ule engine bleed air around thermal switches and cause the fire warning light,
the interior contours ol tile inlet ail, scoop, to pro- located in tile flight. computer panel, to illuminate.
vide inlet air anti-icing. hllti-icing bleed air is dis- The fire warni~l6 cirr:uit may be tested by placing Li~e
charged into the engine nacelle andoverboard through switch, in the nnll~unciator pallel, to the test position
side exit lubes in the lower nose cowl. The upper and checking the illumination of the indicator lamp.
and lower cowling shells, which are secured to the Continuous indication of a fire warning indicator prior’
nose cowling ring and nacelle structure by Carnloc to engine start usually indicates an electrical ground
fastenel´•s, keep the flow of cooling air close to the at a thermal swit(:h or within the system wiring. The
engine outer surfaces. ?’his cooling air is obtained fir’e warning sgstem will indicate the presence of an
througfi flush air inlets, located in the forward part engine fire as long as a sill~-le thermal switch is ope-
of the upper and lower cowling shells. A louvered
air scoop in the lower nacellE sMn provides a flow of
rative. ncfer to Section X for electrical circuit of lire
detection sy stem. I
cooling air for the air-to-oil cooler, installed on tile
lower aft side of the engine firewall. Airflow is uD-
ward through the oil cooler and overboard throug]l
the exhaust eductor tube. ENGINE CONTROL SYSTEM
The principle components of the engine control sys-

ENGINE MOUNTING tem are: the fuel controlunit? propeller governor,
and propeller pitct~ servo unit. The individual func-
The engine is attached to the aircraft, at foul´• points. tions of these componellts are interrelated and coordi-
Three of these attachment points are to the wing na-ted, in a which automatically regulates
structure and the fourth attachlnent
point. is to the engine speed alld powel~ as cstnblished by the position
engine firewall. engine supports at the three
Two of the power and condition levers, located in the con-
and nine o’clock position, constructed of aluminum trol quadrant. The gear-driven fuel control unit and
webs and caps are attached to the wing spar and ex- propeller govertlor are installed on drive pads located
tend forward of the wing leading edge, providing the on the rear face of the reduction gear ]lousing. The
principal means for supporting the engine installation pitch servo unit, which is a ported sleeve valve, is
in the aircraft. Two struts are attached to the wing pad-mounted on the rear case of the reduction gear
structure and to the top center engine mount to aug- housing on the exact centerl.ine with the propeller oil
ment the forward engine mounting support structure. transfer tube. ?’he propeller oil transfer tube ex-
The two support struts and mount may be removed to tends from the propeller dome back through the pro-
facilitate easier maintenance of engine. I)o not ope- peller shail and Into the ported sleeve valve of the
rate en6rille with struts and mount relnoved. A fourth propeller pitch servo ~luit. The propeller pitch servo
engine moulll is connected to an atlacllnlent point on unit is inl:erconnt~ctcld with the propeller goverllor by
the turbine section flange by a mount link which at- cored oil passages in the reduction gear housing. A
taches to the nacclle structure at tile up~,er aft fire- propeller featllefillg valve. wllicll is also a ported
wall..Vibration isolators are used to attach the Fn- sleeve valve, is installed it.z the reduction gear housing
gines to the engine mounting structure. These isola- and intersects tile cured oil passages between the
Revision 1 4-3
:;EC:~L‘ION I\’ CULFSTREAM
~OWER PLANT WIAINTENANCE MANUAL COMMANDER
nNn PX~PELLER 690A/690B
propeller governor and propeller pitcll servo unit. which are routed above tile cabin hea.dlincr ~uld out
The ports of the feathering valve are normally aligned through the wing leading ectge to the
respective engine.
with the cared oil passages in the reduction gear The cables are alt:lched to the engine by support
housing to permit a, free flow of ail to the propeller brackets, As the condition lever is positioned be-
pitch servo valve and propeller dome pistoll. When tween low and high rpm, the i:;ll,les move Ihrough ti~i´•
the propeller is manually leather´•c?d, this valve com- cable sleeving, actuatillg tile rod ends nllci bellcraniis
pletely closes off governor oil pressure to the pro- attached to the fuel contrcjl lunit governor
Pcller which allows the propeller feathering spring control arm, fuel shutoff v;llves, :tnci I,rc,l,clle~ fe~i--
and centrifugal :lorces created by the blade counter- valve. Mechanical link~ges, betwcell Llli;
weights to feather the propeller blades. The feather- underspced governor and propeller gOVerllor, siinul-
ing valve is also interconnected with the oil-operaled laneously oper´•ate and coordillate the position of ;111
torque sensing system allci autc,maticaily movesto controls when the condition lever is moved toward
close off governor oilprc!ssure to l:he propeller when ~-ligh low rpm. ’rhe adjusl:lble amis,
or levers, and
engine tor´•que is negative. This movemullt of the rod ends provide the means for properly coordinatillg
featherinb´• valve reduces oil presw~re on the propeller movement of the controls. When the condition lever
piston by bleeding some oil to the’ engine case, and is moved aft of the low rpm detent on the control clua-
allows the propeller blades to Inove toward the high drant the second lever, attached to the condj.tion
pitch position. The functions of the fuel control unit, lever, actuates a push-pull cable assembly. Dual
propeller pitch servo, and propeller govesnoI´• are cables are attached to the featht´•ring valve plunger
coordinated by the manner in which these components and the manual control arm of the fuel shutoff valve.
are interconnected and attached to the power and Movement of the condition
lever to the emergency
condition levers (see Figures 4-2 and 4-3). feather position causes fuel shutoff valve to close alld
actuates the propeller feathering valve.
CONDITION LEVER. ?’hF condition lever operates
the propeller goverllor and fuel control unit under- POWEH. LEVER. Tile power levers, located oil the
speed governor control to regulate engine speed. It controlquadrant to the left of the condition levers,
also actuates the engine fuel solenoid valve and the have four operating positic,ns: HEV TIIRUST, GND
~eathering valve by mechanical linkage when propeller II)LE, FLT IDLE, and FWD THRUST (see Figur´•e
feathering is desired. During normal engine opera- 4-4). Mechanical stops in the control quadrant pro-
tion, movement: of the condition lever forward of the vent inadvertent of the power Lever aft of
movement
low rpm position actuates the control arms of the fuel fliaht idle. To
the power lever aft. of this posi-
move
control unit underspeed governor and the propeller tion the latch release handle on each power lever
governor. When the condition ].ever is located in low must be pulled upward. The position of the power
rpm the fuel control unit underspeed governor is in lever determines the manner in which propeller pitch
the operative position propeller governor and the and engine speed are controlled alld the :Inlount of
control arm is against the low speed stop. With the power produced by the engine. When the I,owcr lever
condition lever in this position engine speed is gov- is moved between reverse and flight idle, propeller
ernc?rl by the fuel colltroi unit underspeed governor, pitch is being nlanually controlled Ihrough movement
and propeller pitch is colltrolled by the pitch servo of the propeller pitch servo valve. Movement of the
valve as long as the power lever is operated betweell power lever forwar´•d of flight idle transfers propeller
I‘light idle and reverse. When the power lever is pitch control and consecluentljr ellgine speed control
moved forward of flight idle toward maximum power, to the propeller governor (hlade locks tiisenga~cd).
engine rpm will increase, the underspeed 6rovernor The minimum propeller. blade angle Ijmit for opera-
function will be phased out when the conditior~ lever is tionof the engine between the flight idle and maximuli~
advanced toward the high rpm condilioll, Al: this time
power settings is conlrt,lled by the t,owel. level. linli-
thc´• propeller governor assumes autornatic control of ag.e to the propeller pitch servo valvri. Movcllltlnt of
the engine speed. Movement of the condition lever the power lever towarcl REV THIZUST, I.epositiolls
toward high rpm deactivates the fuel control unit the pitch servo valve relationshil~ to the ports of Ihe
underspeed governor function and moves the propeller oil transfer tube and allows gover´•nor oil pl´•essure to
governor control arm toward the high rpm stop. force the propeller piston lorward. This turns tlls
Engine speed adjustments between 70 ~Lnd 100 percent: propeller blades toward the nejiativr pitch position.
engine speed are made by moving the condition lever A proportionate increase in eilginr: I,ovv’cr ifucl flow)
in the range between low and high rpm. The propeller is scheduled by the fuel control. ulli’i undc´•r´•sl,ced gov--
governor rnailltains a constant engine speed by modu- Ernor when the powfr lever is movetl to~carci the: lull
Lation of the propeller blade all:Sl.e. Minor adjust- reverse positioll.
rnellt~ of the appropriate condilion lever are
Cor´• propeller synchronizallon durillg I:light,
(:ondjlion Lever Linir;i.gr´•

CAUTIQBJI I
rilti conditiorl levers. ]r,c;,il~´•ci cin ii,, ~:oiir:i´•cjl ili~;icij´•:iiir..
have I~jur positions: i,()M: I~IPM :iiU-I-I ilT’1LI1 E:~CJINi’
Mlilchanical slops in tiie conll~oi cjli;tlra.nl prevclli 1II1- ilo I,revel~l. ail oxc:essive ti~ojj (i,cli,w)
intentional movenient of the LOllditiotl levers to e~ner- 9:i percelll) ill engine 51,~etl, t:ie con-
irei~rii rpatl-~p r
nncif inn n leVcr ni~tached to each side clitiort lever must be in HIGH IZPM
´•´•-u-´•´•--
-´•-´•´•´•´•´•J I´•-u-´•´•-´•´•´•
iJ1’ the condition lever, ol?e,at:es two push-pull cables I,osition when propeller’ is rFversecl,
4-4
IMODE L 690A/B 1 1100 TH RU 11542 EXCEPT 11431
STARTER-GENERATOR
8c0
""MODEL 690B 11431. 11543 AND SUBS
POSITIVE TORQUEZj
SENSOR PRESSURE
FILTER
REGULATOR
OILm MAGNETIC DRAIN
PLUG AND
mO~
IGNITION CHIP DETECTOR
NEGATIVE TORQUE UNIT
SENSOR PRESSURE
REGULATOR HYDRAULIC
-n
PUMP
(0 FUEL SHUTOFF VALVE
~J BETA TUBE
PROPELLER
BETA
FEATHERING
PRESS
VALVE SW
PROPELLER OIL FILTER

GOVERNOR BYPASS VALVE Z
0
COMPENSATING m
RESISTOR AND TURBINE
Z
THERMOCOUPLE TAIL ~OIL PRESSURE Z
HARNESS CONE REGULATING VALVE
_ O
n m
o
3
INLET
o
i’
ANTI-ICING
VALVE Z
~7 INLET TEMPERATURE C
EXHAUST DIFFUSER AND PRESSURE SENSOR
r
(TAIL PIPE)
(L
OIL
i
TANK
cP
’I FUEL PUMP*
f
FUEL NOZ ZLES
FUEL ANTI-ICING
AND MANIFOLD I (BENDM) FUEL PROPELLER PITCH
HERMO BYPASS
ASSE MB LY UNIT* SERVO VALVE
UNFEATHERING VALVE* ~CONTROL
(WOODWARD) FUEL
e~ ~d
PUMP
-O CONTROL UNIT’"
sk&P l~ij mM
9
OIL FUEL cdcj

~1
cOOLER FILTER*
FUEL FLOW DIVIDER
~ro
P
m$~:
6 1 I
SECTION TV GULFSTREAM
ENGINE CONTROL POSITION CONTROL SYSTEM COMPONENT OPERATION
POWER LEVER CONDITION LEVER
HIGH LOW
REV FLTIDLE MAX I RPM RPM FEATH
FUEL CONTROL UNIT:

Control unit underspeed governor controls engine
speed by modulation of fuel metering valve.
ONDITIONI I PITCH SERVO VALVE:

Movement of power lever positions pitch servo to
control propeller pitch and fuel flow.
PROPELLER GOVERNOR:
Governor has no control over engine speed when
power lever is moved in this range.
FUEL CONTROL UNII:

Linkage from pitch servo valve moves as power
lever changes position of pitch servo valve and
control unit is controlling engine power.
CONDITIONI II PITCH SERVO VALVE:

Valve has moved to limit of travel. This position
of valve in relation to position of oil distribution
tube establishes propeller low pitch limit. Valve
has no further control over propeller pitch.
PROPELLER GOVERNOR:
Propeller governor assumes control of engine
speed as soon as pitch servo valve reaches low
pitch.limit position and power lever is advanced.
Governor is’in low speed condition and holds
engine speed at 98. 5 0. 5) percent R9M by
matic modulation of propeller pitch.
C--------) I~ FUEL CONTROL UNIT:

See Condition II.
CONDITION III PITCH SERVO VALVE:

See Condition II.
Control movement PROPELLER GOVERNOR:

Governor controls selected engine speed according
between quadrant stops.
to condition lever position by automatic modul&tion
No control movement. of propeller pitch between flight idle and maximum
position of the power lever
A
FLT. IDLE and LOW
RPM stop position.
Figure 4-3. Control System Operation (Sheet 1 of 2)

4-6
GULFSTREAM SECTION IV
COMMANDER MAINTENANCE MANUAL POWER PLANT
690A/690B AND PROPELLER
ENGINE CONTROL POSITION CONTROL SYSTEM COMPONENT OPERATION
POWER LEVER CONDITION LEVER
HIGH LOW
REV FLTIDLE MAX RPM RPM FEATH
FEATHERING VALVE:
Feathering valve moves to completely block off oil
from propeller governor to propeller dome. Valve
is manually actuated by condition lever movement.
CONDITION IV
FUEL SOLENOID VALVE:

Valve is manually actuated by movement of condi-
tion lever and shuts off fuel flow to engine combus-
tion chamber.
FUEL CONTROL UNIT:

Underspeed governor senses loss in engine speed
and increases fuel flow when power lever is
moved to reverse.
PITCH SERVO VALVE:

Pitch servo valve is repositioned by cam as powe
CONDITIO~ V I I I lever is moved to reverse position. The oil dis-

tribution tube follows the forward movement of
pitch servo valve sleeve keeping ports between
tube and valve aligned, and propeller blades are
allowed to move to the maximum negative blade
angle.
Control movement
between quadrant stops.
PROPELLER GOVERNOR:
Governor has no control over engine speed but
No control movement,
governor oil pump supplies oil pressure to pro-
FLT. IDLE and LOW peller piston forcing it forward and moving blade.
to reverse (negative pitch) position.
RPM stop position.
Figure 4-3. Control System Operation (Sheet 2 of 2)
Power Lever Linkage ENGINE ACCESSORIES AND SYSTEMS
The power lever is connected to a bellcrank in the

control quadrant and then to a push-pull cable which ACCESSORIES
is routed to the engine in the same manner as the
condition lever linkage. A rod end connects the cable All engine accessories are attached to mounting pads
to the control arm of the propeller pitch servo valve. on the aft face of the reduction gear case. Accessory
Mechanicallinkage, similar to that used between the drives are provided within the gear case to operate
underspeed governor and propeller governor, connects the accessories at the required speeds, or to motor
the pitch servo valve to the fuel control unit main the engine, as is the case when the starter element of
metering cam controlarm. When the power lever is the starter-generator is operating. The tach-genera-
moved the pitch servo valve and metering cam control tor, oil thermal by-pass valve, starter-generator,
arm are simultaneously positioned to control and co- oil temp bulb, negative torque sensor switch, beta
ordinate propeller pitch and fuel flow. pressure switch, unfeathering pump, and hydraulic
4-7
SECTION IV GULFSTREAM
i r THRUST
FLT IOLE
...1
R.P.M.
ae´•´•"~
MUST BE Off
GNOIDLE I(II 11 I OURIYO TLl(tOls
)WO LIWOIWO
EIIOIHE STOP
REV II II )iNO
THRUST LMLROENCY
~ELTHER
njd IRICTION
iRIErOn P/O
I=1
--I POWER LEVERS
FLT IDLE
LATCH ARM
CONDITION LEVERS
OO
´•´•~e
690A, 11100 THRU 11268. FRICTION LOCKS
BATT~RY
sarH
I LIOHTIA 1
´•O
24 JZB
690A, 11249) 11269 THRU 11349.
690B
24 32A
Figure 4-4. Engine Control Quadrant

4-8
AND PROPELLER
690A/690B
pump are the only engine accessories installed on the OIL TANK. Engine oil is drained through a port in
engine by Rockwell International. Operation and the bottom of the wrap- around oil tank and at the mag-
functions of most engine accessories are discussed in netic plug port. To assure maximum oil drainage the
detail, as a part of the information on engine control propeller must be in the feathered position to purge
components, electrical system or other topics cov- the oil from the propeller dome. Approximately one
ered in this section. Refer to the appropriate sections quart of engine oil is trapped in the scavenge pump
of this manual for specific information concerning the oil sumps and is undrainable. The capacity of the oil
tachometer-generator and engine-driven hydraulic tank is 8.00 quarts, however, 6.00 quarts will fill
pump. Figure 4-2 shows the location of engine ac- the tank tothe FULL mark on thedipstick. The space
cessories and related components. remaining in the tank compensates for oil expansion.
The useable oil capacity of the oil tank is 5. 00 quarts
and when the oil level reaches the ADD OIL mark on
OIL SYSTEM the dipstick, 5.00 quarts of oil remain in the tank.
When the preflight check reveals an unusually low oil
An engine tank, having a capacity of 6. 00 quarts
oil level it isprobably due to ground operation of the un-
and incorporating an integraloil-to-fuel heat exchang- feathering pump. Purge the oil sumps by rotating
er, is attached to the lower right side of the reduction the engine by hand and recheck the oil level to prevent
gear case. This reservoir furnishes oil to the engine over filling of the oil tank. Malrimum allowable en-
lubricating system, propeller pitch control system, gine consumption is 0. 02 gallon per hour. If the
oil
propeller unfeathering pump, and engine torque sen- engine consumes as much as a gallon of oil in a 50-
sing system (see Figure 4-5). An oil vent line ex- hour operating period, check oil leaks at propeller
tends from the oil tank to the overboard vent fitting. seals and engine oil lines. When adding oil, the oil
An oil-to-fuel heat exchanger installed in the oil tank level should be in the upper half of the FULL to ADD
has the dual purpose of supplemental cooling of engine OIL zone of the dipstick when oil is hot. If the oil is
oil and heating the fuel prior to its entry into the fuel cold, do not add oil if the level is in the upper half of
control unit. Primary oil cooling is provided by an the FULL to ADD OIL zone. Never mix engine oil by
oil-to-air oil cooler installed on the aft side of the type or manufacturer. When it is necessary to change
lower engine firewall. The oil-to-air cooler will oil type or brand see the Approved Fuels and Oils
maintain acceptable oil temperatures through the Figure in Section V.
thermal valve installed in the main oil line on the
right side of the engine. This valve regulates the OIL FILTER. A replaceable oil filter element is
amount of engine oil passing through the external oil- contained in a filter cup installed on the right rear of
to-air cooler. The remainder of the engine oil sys- the reduction gear housing. If the oil filter should
tem is composed of an internal oil pump, pressure become obstructed to the point that the oil filter by-
regulating valve, three internal scavenge pumps, oil pass valve opens, the oil pressure will drop approx-
filter, filter bypass valve, magnetic plug with chip imately 55 psi, and a bypass indicator pin will be ex-
posed on the bypass valve. Reset indicator pin after
detector, oil temperature bulb, and oil pressure in-
dicating system. Oil temperature is measured by a filter is replaced. When replacing filter, cut open
temperature sensing bulb, located within a port at the removed filter and carefully inspect for unusual con-
oil tank outlet, and recorded on the oil temperature tamination.
indicator, installed in the center instrument panel.

An oil pressure line, connected to a pressure port at Filter Replacement
the oil pump pressure outlet, transmits oil pressure
to a pressure transducer with electric signal to the To remove and replace the oil filter element, proceed
oil pressure indicator. A pressure regulating valve as follows (see Figure 4-6):.
bypasses oilfrom the pressure to suction side of the
oil pump to maintain the required oil pressure during a. Remove bushing securing cap over filter.
engine operation. A replaceable oil filter is installed b. Remove cap and filter.
in a filter housing located on the right rear face of the c. shortening to O-rings.
Apply a coat of Crisco
reduction gear case. In the event of a clogged filter, d. Install new adapter ring.
O-ring in
a filter bypass valve installed in a boss on the upper e. Install new filter element, then position cap
right side of the reduction gear case, will open and over element. Be certain O-ring is installed on cap.
allow oil to bypass the filter. An instantaneous check f. Install bushing and tighten by hand until cap is
of metal deposits within the gear case is made with bottomed out in adapter.
the metal detection system. The system is comprised g. Operate engine and check for oil leaks.
of one magnetic drain oil plug per engine, the annun-
ciator lights and related circuitry. The magnetic
drain plug, located on the lower right front of the re- FUEL SYSTEM
duction gear section, attracts ferrous particles which
may be present in the sump area (see Figure 4-2). Principal components of the engine fuel system are:
Metal particles attracted by the plug short out the in- Fuel boost pump assembly (jet boost pump, vane type
sulator providing a ground for the annunciator lights, high boost pump and control unit), fuelfilter, oil-to-
thereby energizing the annunciator lights and giving fuel heat exchanger, flow divider and manifold drain
an indication of contaminated oil, valve, fuel shutoff valve (solenoid valve fuel-on and
4-9
a
r OIL PRESSURE r:nm

o OIL COOLER a~c)
OIL SCAVENGE M
OIL SUCTION
TEMP CONTROL VALVE OIL VENT cdrr

TO PROP 1.51 G´• UNLOADING LINE-AIR r
GOVERNOR r
FILTER BYPASS VALVE
OIL RETURN ~Y m
L~l ~d
OIL, CONTROL- ~9
1 t~OIL PRESSURE IIIGH PRESSURE
.n~
CONNECTION
´•´•´•r
SCAVENGE PUMPS I-;.

s-l-
h PRESS.
_.
PUMP
i;
FILTER
OIL VENT VALVE
-n´•´•
ca
c
C
OIL PRESSURE E~
~u/ le I Lli REGULATOR
(D si-
P
--~-Si-L
i’’
POSITIVE TORQUE SENSOR i_ll
I
:TL
cn PRESSURE REGULATOR Z
m I ~5;;f
O
TORQUE SENSOR Im
Z
r ;I’
(p
‘:z
NEGATIVE TORQUE Z
O I O
SENSOR PRESSURF: ;Ir
1.-,´• m
cn
.T REGULATOR
t~
(D I I I I I I CTTPA
3 GEAR CASE 1´•
Z
rn VENT LINE C
n
r
a
I r
I
SCAVENGE
n
t"’´•-’ PUMP
:~I II I v
FEATHERWG VALVE
r;l;~zlrlzlr:.l´•:´•:´•=´•=.;.I
OIL TEMP
BULB BOSS
TO OVERBOARD AIR VENT LINE

MAGNETIC CHIP
DETECTOR PLUG I I P~ TO UNFEATHER PUMP
88- r
DRAIN I "$r
G OIL TANK AND OIL-FUEL

HEAT EXCHANGER
m
O-RING
O-RlNG
O-RING
OIL FILTER
ADAPTER
FILTER ELEMENT
CAP
B ~USHWG
B
II
FUEL FILTER
‘h MODE L 690A/B 1 1 100 TH RU 1 1542 EXCEPT 11431

h
2~ 100
Figure 4-6. Fuel and Oil Filter Installation
fuel-off), fuel manifold and nozzle assemblies, start- and thermostatic anti-icing valve protect the fuel
fuel system (electric solenoid valve/pressure regu- filter from icing, by mixing heated fuel from the oil-
lator), fuel anti-ice system and plenum drain valves. to-fuel heat exchanger with inlet fuel according to
The fuelpumps and fuel control unit are secured to- fuel temperature. After fuel has passed through the
gether as a single fuel boost pump assembly and high pressure boost pump and filter it enters the fuel
driven from a drive pad on the right rear of the re- control unit where fuel metering is accomplished
duction gear housing. To correct a fuel pump or automatically in accordance with engine control posi-
control unit malfunction the pump and control assem- tions and the operational environment. Metered fuel
bly should be replaced as an assembly. Fuel is sup- is routed from the fuelcontrol unit through a fuel line
plied to the controlunit, by the aircraft auxiliary to the flowmeter, engine fuel shutoff valve, flow divi-
pump, at a pressure of 30-50 psi. Before fuel enters der, and fuel manifold to the fuel nozzle assemblies.
the main body of the control unit the fuel pressure is During engine start additional fuel is routed fromthe
increased by the jet boost pump and regulated by the high pressure boost pump through the start pressure
high boost pump. A fuel filter and filter bypass valve, regulator into the metered fuel line upstream of the
are installed within the fuel boost pump assembly be- fuel shutoff valve to maintain a preset pressure at the
tween the fuel pumps and fuel control unit. If filter fuelnozzles. During the starting sequence, the fuel
contamination is excessive enough to cause a 50 psi shutoff valve is actuated to the open position by the
pressure drop across the filter element, the filter 10 percent speed sensor switch and remains locked
bypass valve willopen and provide a positive fuel flow in the open position until the engine is shut down.
to the control unit. The oil-to-fuelheat exchanger When engine rpm reaches 10 percent, the speed sen-
4-11
SECTION n~ GULFSTREAM
sor switch assembly also actuates the start pressure prevents fuel flow into the bleed system. The bleed
regulator to the open position and additional fuel flows air discharge is regulated by a normally closed sole-
through the start pressure regulator to the fuel shut- noid valve which is opened by actuationoftheengine
off valve. When engine ITT reaches 5500C, the start control switch to the ENG OFF position.
pressure regulator is actuated to the closed position,
shutting off the additional fuel to the fuel shutoff valve.
A fitting is connected to the fuel-flow divider to drain WOTO
the fuel manifold and nozzle assemblies when the en- Placing engine control switch to the
the
gine is shutdown. At shutdown, any fuel remaining in ENG OFF position following manual shut-
the flow divider, fuel manifold or nozzle assemblies down (condition lever to EMERGENCY
is purged from the system. The fuel shutoff valve is FEATHER position), will result in a fuel
manually closed by a flexible shaft attached to the accumulation in the plenum and may re-
condition lever, when the condition lever is moved suit in smoke and a loud popping sound.
to the EMERGENCY FEATHER position. Fuel flows It is recommended that the en~ne control
from the fuel controlunit through the flowmeter, the switch not be placed in the ENG OFF
fuel shutoff valve to the flow divider valve which position until engine cools well below
routes fuel to the two fuelmanifold and nozzle assem- 3000C to prevent combustion.
blies. Fifteen fuel nozzles, installed around the rear
of the turbine plenum, atomize the fuel and establish
the correct spray pattern for all engine operating FUEL NOZZLES AND MANIFOLD
conditions (see Figure 4-2). The primary fuel man-
if old assembly supplies fuel to five fuel nozzles and Coking of the fuel nozzles may be the cause for low
the secondary fuel manifold assembly supplies fuel to horsepower output. When engine horsepower is low
ten fuel nozzles. During low fuel schedules the flow and engine troubleshooting indicates the probability
divider valve routes fuel to the primary manifold. of fuelnozzle coking, refer to the TPE 331 Engine
When the fuel schedule is increased, fuel is routed to Maintenance Manual for correct procedure on check-
both the primary and secondary manifolds of each fuel ing the fuel nozales for coking.
nozzle. Two pressure sensitive valves, located in
the engine plenum chamber, open to drain residual FUEL NOZZLE CLEANING. Fuel nozz;le assemblies
fuel from the plenum chamber when the engine is shut- are disassembled and cleaned at approved overhaul
down. This fuel is dumped overboard through lines facilities only. Field level cleaning is not permitted.
connected between the two drain valves.
FUEL FILTER
FUEL PURGE SYSTEM
FUEL FILTER REPLACEMENT. (Applicable Model
The fuelpurge system, consisting of a solenoid actuat- 690A/B airplanes, serial numbers 11100 thru 11542,
ed shutoff valve, air storage tank, check valves and except 11431.) The fuel filter is removed by unscrew-
filter, prevents unused fuel from draining overboard ing the filter case from the filter body. Be sure that
and emitting unburned hydrocarbons into the atmos- the filter seals are removed and discarded when the
phere. The various components of the system are filter is removed. Inspect filter for unusual accumu-
mounted on the left side of the engine turbine section lations of foreign material indicating the need for re-
directly above the fuel flow divider and drain valve. moval and cleaning of the fuel tank screen. After the
Any fuel that remains in the flow divider and in the fuel filter element is removed, clean the filter case
fuel manifold circuit is purged into a combustor by a and filter with cleaning solvent. Use low pressure
bleed air charge during the shutdown cycle and is compressed air to clean foreign material out of the
burned. Bleed air is stored in a tank during the nor- fuel screen mesh. Sonic cleaning of the filter ele-
mal run cycle and is discharged during the shutdown ment is preferred if sonic cleaning equipment is
cycle into the flow divider drain valves, thus forcing available. Make certain that new filter seals are
the fuel on through the manifolds and nozzles. correctly installed, align filter assembly with filter
body and install case. Tighten case by hand and
safety wire. Perform a leak check of filter installa-
WOTE
tion with the engine running (see Figure 4-6).
The system will not
totally purge unless
a minimum engine rpm of 95 percent is FUEL FILTER REPLACEMENT. (Applicable Model
attained during the operational cycle. 690B airplanes, serial numbers 11431, 11543 and
subs.) (Refer to Figure 4-6A.) To remove the fuel
filter, proceed as follows:
The purge system is self-testing during operation be-
cause burning of the residual manifold fuel causes a a. Remove fuel line from fuel filter housing and
momentary increase in speed that canbe observed cap fuel line.
during shutdown. This increase is approximately 5 b. Remove safety wire and nut securing cap to
percent and lasts for approximately one second. A fuel filter housing.
check valve in the bleed air line to the drain valves c. Remove cap and cup from filter housing.
4-12
ssoA/ssoB AND PROPELLER
FUEL
LINE
WOODWARD FUEL
CONTROL UNIT
FUEL
FILTER
FITTING
o
0)‘ CAP
SAFETY
a
WIRE I~
11~Y CUP
FILTER
r´•h*
O- RING
FILTER
HOUSING
X24 55
Figure 4-6A. Fuel Filter Installation (Model 6908, 11431, 11543 and Subs.)
4-13
SECTION IV CULFSTREAM
WOTE can be checked by determining if the fuel shutoff valve

opens during the start cycle. If this valve opens, the
At bottom of filter housing is an O-ring light off speed switch is working correctly and engine
that should be replaced. starting trouble does not stem from the light off relay.
Operation of the ignition unit can be determined by
d. Releasing snap holders on cap will release cup placing the hand on the ignition unit case during the
and filter can be removed and cleaned. engine starting sequence and feeling for vibration of
e. Inspect filter for unusual accumulation of for- the ignition unit.
eign materials, which would indicate the need for
removal and cleaning of the fuel sump screens. Inspection and Cleaning of Ignitor Plugs
WO~I Difficult starting can occasionally be attributed to

faulty or dirty ignitor plugs. Inspection and cleaning
Use low pressure compressed air to of ignitorplugs is accomplished in the following
clean foreign material out of filter. manner:
Sonic cleaning of filter is preferred.
a. Clean carbon deposits from ignitor plug using a
f. Replace filter in cup and install cup onto cap, suitable cleaning solvent and small stiff bristled brush.
g. Install new O-ring at bottom of filter housing. Use compressed air to loosen and blow away carbon
h. Install cap and cup into filter housing, securing and dry plug.
with nut and safety wire. b. Inspect ignitor plug for evidence of severe
i. Uncap fuel line and install fuel line to fuel erosion, loose electrodes, and for cracked ceramic.
filter housing. If any of these conditions are found, ignitor plug
should be replaced.
IGNITION SYSTEM
EXHAUST SYSTEM
The ignition system is automatically controlled by
speed sensing switches which energiz e and de- energiz e The eductor type exhaust system induces a flow of
the ignition system during the engine starting se- Cooling air through the oil-to-air cooler, as well as
quence. A high-voltage capacitor discharge ignition exhausting the waste gases from the engine through
unit, attached to the left side of the reduction gear the engine exhaust nozzle. This dual function of the
housing, provides high voltage to the two ignition exhaust system is accomplished by an exhaust shroud
plugs through flexible high tension ignition leads. The (eductor) which surrounds the engine exhaust nozzle,
ignition system operates during initial combustion The exhaust shroud, which is attached to the aft nac-
and acceleration of the engine. When engine speed elle structure, also forms a firewall between the ex-
reaches approximately 50 percent, combustion is haust nozzle and the nacelle. High-velocity exhaust
selfcsustaining and the ignition unit is automatically gases from the engine create a low pressure area
de-energized. The following events occur in the around the perimeters of the exhaust shroud outlet to
ignition system when the engine is started.’ draw the lower velocity cooling air through the oil
cooler, over the exhaust nozzle, and out the exhaust
i. The light off speed sensing switch of the start shroud. The.exhaust noz;zle which compensates for
relay system closes when engine speed reaches expansion and contraction of) the exhaust assembly,
approximately 10 percent, energizing the ignition unit, must be attached to the engine exhaust diffuser (tail-
2. When engine speed reaches approximately 50 pipe) after the engine is attached to the mounts;
percent a second relay in the start relay system de- therefore, be certain that the exhaust nozzle is in-
energizes the starter and de-activates the engine spected for cracks and placed within the exhaust
ignition system. Combustion is now self-sustaining shroud. Inspect the exhaust shroud for cracks,
and the engine will accelerate to idle rpm. especially at the attaching rivets, each time the in-
terior of the shroud is accessible.
IGNITION SYSTEM MAINTENANCE. All components
of the ignition system are accessible on the installed WO~I
engine and may be replaced in thefield. When replac-
ing ignitor plugs, always use new gaskets and be sure To prevent damage to the oil cooler,
other attaching hardware is identified for the left or remove ollcooler prior to removing or
right ignitor plug. This will assure that the emersion installing the exhaust nozele.
depth of the ignitor plug remains at the best depth for
engine starting. The ignition system should give
trouble-free service for the life of the engine, pro- EXHAUST SYSTEM MAINTENANCE. (Refer to Figure
viding the ignitor plugs are removed and cleaned or 4-6B.) The exhaust pipe should be checked every 100
replaced at regular intervals, Adjustment or repairs hours, or whenever the forward ejector fairing is re-
to the ignition unit or engine start relay switch assem- moved, for cracks and worn or broken restraints,
bly is not recommended. These units should be re- between the forward and aft exhaust pipe sections.
placed if found to be defective. Repeated use of igni- Check exhaust pipe pads, welded to inside of aft ejec-
tion override to obtain engine light off may indicate a tor fairing, for damage or loss. Exhaust pipe pads
defective start relay switch assembly. This assembly are visible from aft end of ejector assembly. To re-
4-14
FWD EXHAUST
PIPE SECTION
SEAL
O O
ii
O
o
O O
O o
SCREW.
NUT
RESTRAINT
ASSEMBLY
AFT EXHAUST
PIPE SECTION
X2446
Figure 4-68. Engine Exhaust Pipe Assembly (Sheet 1 of 2)

4-15
\V
jP~h\
OrD
,p_jrr .OUTBOARD
SKIN
EXHAUST
SHROUD SCREW
B EJECTORASSY
:1 r: EJECTOR
EXHAUST FAIRING
PAD ASSY
COLLAR
FJREWALL’
FWD EJECTOR
X2447
FAIRING PIN
Figure 4-66. Engine Exhaust Pipe Assembly (Sheet 2 of 2)
EXHAUST
SHROUD ASSY
i
iCLAMP
COLLAR
EXHAUST
a PIPE ASSY
CLAMP
LLAR
h!~
I
WASHER FIREWALL
NUT
ir
Figure 4-6C. Engine Exhaust Installation

4-16
GULFSTREAM SECTION TV
move, repair, or replace damaged components of the and aft sections of exhaust pipe assembly. Proceed
exhaust system, proceed as follows: with step (n.).
Exhaust Pads and Collars

NOlII
Pipe
To remove and
replace exhaust pipe
a. Remove the three bolts attaching ejector assem- seal follow procedures outlined in
bly to outboard skin, steps (a.) thru (g.), and proceed
b. Remove attaching screws from forward and aft as follows:
ejector fairings. Support fairing and ejector assembly
while removing screws. j. Remove the four nuts and screws attaching the
c. Remove fairingejector assembly, being
and restraints to aft exhaust pipe section.
careful not to damage exhaust pipe assembly. k. Separate the forward and aft section of exhaust
d. If pad is damaged, and collar is serviceable, pipe assembly and remove seal from aft section.
pull pin from collar and remove pad. Replace pad. i. Install new seal, ensuring seal is properly
seated in groove.
m. Join the forward and aft sections of exhaust pipe
WO~E assembly and install attaching parts removed in
step (j.).
When replacing pad ensure that pad is n. Insert exhaust pipe assembly through firewall
flush with bottom of collar, and position on engine for attaching.
o. Align holes in forward collar and exhaust pipe
e. Insert pin thru collar and bend or flatten to assembly with those of exhaust diffuser and
prevent its removal. install screws, washers, and nuts.
f. If collar is damaged, remove collar and weld
new collar in exact same spot.
no~a
Washer and nuts are installed on
WOTE
forward side of collar. Use wedge
Weld with fillet 0.50-inch minimum between outer skin assembly and
length on both sides of collar. exhaust pipe assembly to prevent
turning or twisting of exhaust pipe
g. Slide fairing and ejector assembly over exhaust assembly, while installing attaching
pipe assembly. parts in step to.).
NOTE
p. Unfold seal and position seal on collar and
Compress exhaust
pipe pads upon in- secure with forward clamp.
stallation of fairing and ejector assembly, q. Slide fairing and ejector assembly over exhaust
pipe assembly.
h. Support fairing and ejector assembly and install WOTE
attaching screws removed in step (b.).
i. Install the three bolts which attach ejector as- Compress exhaust pipe pads upon
sembly to outboard skin, installation of fairing and ejector
assembly.
Exhaust Pipe Restraints and Exhaust Pipe Seal
r. Install attaching screws and nuts and secure
a. Remove upper and lower cowling shells from fairing and ejector assembly. Support fairing and
the engine. ejector assembly during installation procedures.
b. Remove the three bolts attaching ejector assem- s. Install the three bolts attaching ejector assembly
bly to outboard skin. to outboard skin.
c. Remove attaching screws from forward and aft t. Install upper and lower cowling shells to the
ejector fairings. Support fairing and ejector assem- engine.
bly while removing screws.
d. Remove fairingejector assembly being
and INTER TURBINE TEMPERATURE INDICATING SYS-
careful not to damage exhaust
pipe assembly. TEM. The ITTsystem for each engine consists of 12
e. Remove forward clamp from seal. Fold seal chromel-alumel thermocouples, thermocouple har-
aft of firewall. ness, compensator, ITT indicator and necessary
f. Remove nuts and washers (18 each) attaching electrical wiring (see Figure 4-7). The thermo-
exhaust pipe assembly to engine. couples installed internally around the circumference
g. Remove exhaust pipe assembly from aft side of of the second stage stater inlet extend into the exhaust
firewall. st~eam at different emersion depths to provide the
h. Remove attaching nuts and screws and remove best possible sampling of inter turbine gas tempera-
damaged or worn restraint. ture. These chromel-alumel thermocouples are con-
i. Install new restraint, attaching it to forward nected in parallel; therefore, the net signal (EMF)
4-17
AUTO
OFFIRANI OVER-
Al IDE
COOL WARM
N NOT PERMITTED
F AND LANOING
ITT COMPENSATOR TEST
2937A
Figure 4-6D. Compensator Test Switch
from the thermocouples is an average of the tempera- nota

tures sensed by all of the thermocouple probes. This
signal is transmitted to the temperature compensator The compensator value will generally
which is located on the aft left side of the engine. be different for each engine in service.
The compensator compares the signals received from
the thermocouples and modifies the reading being If indicator does not change when the test switch
an
transmitted to the ITT indicator. This provides a is depressed and appears to be indicating´•normally
measurement for determining maldmum temperatures otherwise, the compensator on that engine has failed.
If the change
for optimum operation at all airspeeds and indicated does not agree with the DSC
ambient temperatures. value for that particular engine, the compensator
(if adjustable type) must be readjusted to the correct
ITT System Checkout value, or fif not adjustable type) replaced with a
compensator of the correct value.
It can by test, whether the indicator,
be determined
compensator or harness system is operating properly For aircraft prior to serial number 11434 and not
by comparing the readings of both indicators and/or equipped with the compensator test switch, the com-
checking the compensator and harness systems. If pensator may be checked on the ground without an
the indicators do not agree, or if there is an erroneous engine run by means of the ITT Compensator Tester
reading on both indicators, the system should be described in AiResearch Service Information Letter
checked out. P331-82.
During en~jne operation in flight ton aircraft with

or To checkout the indicator and harness systems, use
serial numbers 11434 and subsequent and on prior the following equipment and procedure. Check the
aircraft so equipped) a compensator test switch is system operation against the values specified in the
located at the bottom of the instrument panel, just to chart (Flgure 4-8). The necessary equipment to
the left of the ground blower maintenance switch perform this checkout is as follows: Jetcal analyzer
(see Figure 4-6D). Depressingthis momentary (Howell Instruments, Inc.), test cables and an ohm-
switch disables both ITT compensators, which will meter.
be displayed on the ITT indicators by a change in
indicated temperature. This change must be the a. Disconnect ITT leads from forward side of the
same invalue as the value listed in the AiResearch firewall connector.
Form DSC-8001-1 (a copy is attached to the Enelne b. Connect test leads, white (chromel) to A and
Log Book) for the particular engines installed. green (alumel) to B of the test jumper to the firewall
4-18
CULFSTREAM SECTION IV
_
COMPENSATOR
RESISTOR
ITT INDICATOR
F B
D CHROMEL D
A ALUMEL C
G A
RIGHT ENGINE
GAGE CB
DISTRIBUTION
BUS
ITT THERMOCOUPLE
24 9785
Figure 4-7. Compensating IlT System
TRUE INPUT SIGNAL MINIMUM MAXIMUM

OC MILLIVOLTS READING READING
800 33.30 795 805
850 35.34 845 855
900 37.36 895 905
923 38.28 918 928
950 39.35 945 955

1000 41.31 995 1005
1050 43.25 1045 1055
1100 45. 16 1095 1105
1149 47.00 1144 1154
1200 48.89 1195 1205
Figure 4-8. ITT Chart
4-19
connector and to the analyzer, drag on the inoperative engine. Full feathering must
c. Check the chart for the value of input signal to be accomplished by moving the condition lever to fea-
give true reading. ther position. Positive torque oil pressure is used to
operate the horsepower indicator, located in the cen-
Trouble Shooting ter instrument panel.
a. Recheck analyzer setting, if indicator is lower TORQUE SENSOR. The torque sensor, which is
than minimum tolerance. If setting is correct and basically a pressure relief valve with variable settings,
indication is still low: is actuated by the angular displacement between the
I. Disconnect electrical connector from in- shaft which drives the compressor and the torsion
dicator and check lead wire resistance. With shaft which transmits torque to the propeller through
connector disconnected from indicator, the re- the reductiongeartrain. These two shafts are splined
sistance of the lead wire should be zero ohms, together at the aft end of the engine; therefore, both
when checldng between the two wires or when shafts will turn at the same speed. However, as
checking from either wire to aircraft ground, propeller load increases the relative position between
If resistance is detected when making this test, the compressor-turbine shaft and torsion shaft will
then the lead is shorted and the problem should change because of the twisting movement placed on the
be corrected before proceeding anyfurther (see torsion shaft. This displacement between the two
AiResearch Service Information Letter entitled shafts is converted intolateral movement between the
Troubleshooting Inter Turbine Temperature In- two cams of the torque sensor which operates the tor-
dicating Systems). que sensor metering valve. The position of this

2. If
lead checks good and indicator still metering valve determines the flow of oil pressure
reads low, remove indicator and route to an derived from the torque sensor oilpressure regulator.
approved instrument lab for functional test. If A negative torque condition will align the ports of the
indicator reads low in functionaltest, then retorque sensor metering valve with the port leading to
place indicator. the propeller feathering valve, causing the valve to
b. If indicator reads zero: dump propeller dome oil pressure back to the engine.
1. The most cause is an open lead.
probable This allows the propeller feathering spring to rotate
Disconnect electrical connector at indicator, the propeller blades toward the feathered position.
Connect ohmmeter across pins B and Hof elec- The blades will not completely feather because nega-
tricalconnector. Resistance value should read tive torque decreases as the propellers moves to the
approximately 35 ohms. This will check out the feathered position. Decreasing negative torque re-
entire lead and engine harness when the engine duces oil pressure on the feathering valve before the
harness is connected at the firewall connector. propeller blades reach full feather. A torque limiting
If this determines that the system is open some- system is incorporated in the torque sensing system
where, then further tests must be accomplished to limit engine torque to 700 (’17.5) SHP.
to determine where the break is located and
condition corrected. An engine ITT harness or
an aircraft ITT lead may have tobe repaired or TORQUE LIMITING SYSTEM
replaced to correct the problem. If the lead
checks good and is not open, then remove indi- The torque limiting system incorporates a torque
cater and route to an approved instrument lab limiter assembly mounted on the engine, a computer
for functional test. If indicator reads zero in mounted on the rear pressure bulkhead in the cabin
functional test, then replace indicator. area, and torque pressure transducers mounted on the
top aft side of the engine firewalls. The torque limit-
ing system is an electrical-oil system. The torque
TORQUE SENSING SYSTEM signalof the engine is oilpressure which is converted
to an electrical signal by means of a pressure trans-
The engine incorporates an oil operated positive and ducer. The torque signal isconnected to an electronic
negative torque sensing system (see Figure 4-9). computer (controller). In the computer the signals
Major components of the system are: positive torque are compared to preset limits for engine torque. If
sensor pressure regulator, negative torque sensor the torque limit is exceeded, a corrective action
pressure regulator, torque sensor, and torque trans- signal (electrical) is generated in the computer and
ducer. Negativetorque oilpressure is used to actuate sent to the torque limiter assembly. The torque
the propeller feathering valve which causes the pro- limiter assembly is a torque motor-driven bypass
peller blades to automatically rotate toward the fea- valve. This valve bypasses fuel coming out of the
thered po sition when a negative torque condition exists. fuel control back into the pump inlet. This reduction
Negative torque exists when engine power is reduced in fuel flow reduces the engine torque back to the
or lost to the extent that propeller rotation is driving preset value of 700 17. 5) SHP.
The torque pres-
the engine instead of the engine driving the propeller. sure transducer also furnishes torque signal to a
a
In the event of a complete power loss, during any horsepower indicator in the cockpit. The torque
phase of flight, the negative torque system will auto- limiting system incorporates an ON/OFF/TEST
matically rotate the propeller blades toward the fea- switch. A torque limiter function test will verify
thered position to immediately reduce the propeller satisfactory operation of the system. With condition
4-20
LUBE OIL PRESSURE
co~cj
m
POSITIVE ~d
TORQUE SENSOR
REGULATOR
PROPELLER
ORIFICE
GOVERNOR HORSE POWER
INDICATOR
NTS OIL PRESSURE

TORQUE
TRANSDUCER
I REGULATOR
I I VENT Z
p oo
O TO CASE
´•b m
Z
n
Z
PROPELLER a~ I I L SCREENED O
m
v,
FEATHERING I I ORIFICE
VALVE
TO PROPELLER THROUGH
PITCH CONTROL
Z
I I i I I c
VI I I I lr I
r
3 CAM-SET
TORQUE SENSOR
PILOT VALVE
AIXTUSTMENT
tl’d
PIU)T VALVE ’dS,
mm
DRIVEN BY HIGH
DRIVEN BY MAIN
a~n
rrn
SPEED PINION GEAR
SHAFT GEAR E~t
I I
lever in low RPM and power lever in FLIGHT IDLE, to the horsepower indicator where it is measured and
depress test switch and note a drop in fuel flow. If represented as shaft horsepower. When trouble
the system is inoperative, place switch in OFF posi- shooting a system malfunction and the trouble is
tion and the operator must monitor shaft horsepower determined to be in the engine indicating system,
limit as well as ITT limit. If system is operative and check for faulty electrical wiring between the indica-
tor and transducer. If the wiring is satisfactory the
on, the operator will need to observe ITT limit and
monitor other engine gauges, transducer may be the cause for the malfunction. If
the transducer functions properly, check the indicator.
FUNCTIONAL TEST AND CALIBRATION. A func- Check the horsepower indicator without removing it
tional test and calibration should be performed when- from the instrument panel, and do not apply electric
ever the system operates unsatisfactorily. The fol- power. Indicator should read 700 H. P. If necessary,
lowing equipment is required to perform a test.
test set adjustment screw on face of indicator to read
Ashcroft portable pressure tester, vacuum tube volt- 700 H. P. 14.0). Some indicators do not have an
meter and horsepower system calibration test sheet. adjustment screw. These indicators must be re-
The horsepower system calibration test sheet is moved and replaced if they are not operating within
available from Rockwell International Service Depart- the above tolerance range.
ment, or may be found in the Engine Log Book as Data
Sheet DS-8017.
ELECTRICAL SYSTEM
a. Disconnect the pressure and vent lines from the
transducer on the forward side of the firewall. A starter-generator, installed on a pad at the rear of
b. Connect pressure port of transducer to the the accessory drive case on the upper left side of
portable pressure tester while leaving the transducer each engine, furnishes the power for cranking the
vent port open toatmospheric pressure. The portable engine, and provides 30-volt, direct current electri-
pressure tester must be locatgd at the same physical cal power for the operation of allen~ine and airframe
height. electrical components. The starter function of the
c. Load the portable tester piston plate to weights starter-generator requires a maximum current flow
corresponding to raw torque pressure listed in Ai- of 1000 amperes to crank the engine during the start-
Research Data Sheet number DS-8017. ing sequence. Do not motor starter-generator for
d. Operate tester in approved manner. Find zero more than three 60-second periods of operation,
horsepower on indicator with load on dead weight tester separated by a five-minute off period. Cycle may be
as required. Lightly tap indicator during testing to repeated after starter has cooled for thirty minutes.
relieve sticky tendency. The de generator function of the starter-generator,
e. Check indicated horsepower for the other horse- rated at 30-volts, 300 amperes, is placed in the ope-
power ranges in the order mentioned on the horse- rative mode when the starter relay contacts open and
power system calibration sheet. The indicator should the contact in the generator circuit closes. Genera-
read within the tolerances noted, tors are cooled by tubes which route air to a cooling
f. Record all observations on the calibration sheet. cap attached to the aft end of the starter-generator.
g. If indicator reading is incorrect, measure in- Generator switches, installed in the left overhead
put signal voltages to the indicator as noted on the switch panel, must be in the GENERATOR position
calibration sheet. before generators will operate. Separate electrical
h. If pressure transducer is out of tolerance, ad- cables connect the starter-generator to the airframe
just per AiResearch Service Information Letter P331- electrical system because of the high current loads
47. carried by these cables. An anti-icing system is in-
stalled on the starter-generator inlet, See Section XI
nola for system description. Electrical components in-
stalled on the engines include: beta pressure switches,
Malfunction of the pressure transducer NTS pressure switches, oil temperature bulbs, oil
requires special order calibration vent valves, magnetic drain plugs, inter turbine
matched to each individual engine. temperature thermocouple and harness assemblies,
fuel valves, fuel flow transmitters, start pressure
regulators, ignitors, tachometer- generators, starter-
generators, inlet anti-ice valve, torquelimieerby-
i. If pressure transducer is defective, contact the pass valves and ignition unit.
AiResearch representative for disposition.
j. Repeat steps c. through i. for the right engine ENGINE START SYSTEM. Maintenance of the engine
system. electrical system consists primarily of trouble shoot-
ing malfunctions and the replacement of defective
switches and components. For this reason the purpose
HORSEPOWER INDICATOR andfunction of these engine electrical components as-
sociated with the engine start system are explained in
The horsepower indicator is electrically connected to operatingsequence. Functions of the allied electrical
a transducer located aft of the engine firewall. This components are included, as necessary, to fully explain
transducer is connected to the engine torque sensor the operation of electrical units installed on the en-
by an oil line. Slight variation in oilpressure, re- glnes. Electricalswitches installed on the engine and
suiting from internal functions of the engine torque associated with engine instrumentation and indicator
sensor, actuates the transducer which sends a signal lights are described in the instrument section.
4-22
IGNITION SWITCH. The ignition switch has three When the battery switch is placed in the BATTERY
positions: MOTOR NORM IGN OVRD. When the position, the external power switch either in the series
ignition switch is in the NORM, high tension voltage (SER) or parallel (PAR) position, and the battery select
is supplied to the ignitor plugs automatically when switch (located in the engine control quadrant) in the
engine speedreaches 10 percent. Ignition is automa- BOTH position, a circuit is
provided for connecting
tically terminated at 50 percent engine speed. The thebatteriesduringthe engine starting sequence. The
IGN OVRD position of the ignition switch will elec- SER battery positiog is selected ~en ambient tem-
trically bypass the automatic ignition circuits allow- perature is below 0 C or above 32 C. This position
ing the ignition system to be manually energized, as improves starting capabilities during cold or hot envir-
long as the ignition switch is in the IGN OVRD posi- onmental conditions. A PAR battery position_is se-
tion. When the ignition switch is in the MOTOR posi- lec_ted when ambient temperature is between O"C and
tion, the ignition and engine fuel valve circuits can- 32"C, or when starting warm engines. A circuit is
not be energized. This permits the engine to be mo- provided for the starter-generator through the engine
tered with the engine control switch in the GND- start relay (SR) when the engine control switch is in
START RUN position without ignition. The MOTOR the GND or START RUN position. The FUEL PUMP
position of the switch is used to motor the engine and ON position of the engine control switch closes the
clear the engine of fuel or vapors when engine light- starter auxiliary relay (SAR), allowing electrical
off has notoccurred and the engine startsequence has powertoflowfrom the 50-percent portion of the speed
been aborted, sensor switch, through the closed contacts of the SAR.
When the engine control switch is placed in the GND/
WOTI START RUN position, the power flows through the

start relay (SR) to the engine start relay (ESR) closing
If engine light off has not occurred by the contacts, and allowing power from the start bus to
approximately 15 percent rpm, place energize the starter-generator, This programs the
the ignition switch in IGN OVRD. Re- engine prime circuits for automatic activation at 10
turn the switch to NORM at 50 per- percent engine rpm. When the 10 percent switch is
cent. If lightoff is not indicated by a closed the ignition relay (IR) and start pressure re-
rise in ITT within approximately 10 gulator relay (SPRR) are also opened allowing power
seconds ignition override is
after to arm the ignition unit, start pressure regulator, and
fuelvalve. Theengineprime
selected, abort the start by placing the cif;cuitwillturn off auto-
engine control switch in ENGOFF maticallywhenITT reaches 550 C. The AIR-START/
and returning the ignition switch to RUN position also supplies electrical power to the
NORM. unfeathering pump when the SR is closed, causing the
propeller to unf eathe r and windmill, for engine starting
while inflight. The unfeathering pump motor is auto-
matically de-energized by the engine speed sensing
SWitCh assembly when the engine reaches 50 per-
ENGINE CONTROL SWITCH. An engine control
cent rpm.
switch, located on the overhead switch panel, is pro-
vided for each engine. This is a four-position rotary
switch with positions engraved on the switch panel. With the battery switch in the BATTERY position
The ENG OFF position shuts the engine off by de- current from the battery number 2 flows through bat-
energizing the airframe fuelauxiliary pump and clos- tery start contactor(BSC) closingbattery line contactor
ing the engine fuel shutoff valve. The FUEL PUMP (BLC-2) and supplies a source of power to the main
ON position energizes the appropriate fuel auxiliary bus; Currentfrom the main bus flows through battery
pump which pumps fuel to the engine fuel boost pump line contactor (BLC-1) to connect the main and start
assembly. TheAIR, START RUN, and GNDpositions busses together thereby connec ting the batteries in par
of the engine control switch, programs the start sys- allel. A circuit is provided to hold the batteries in
tem for automatic start sequence and energizes the parallel when the EXT PWR/PAR switch is selected.
starter motor of the starter-generator. When EXT PWR/SER switch is selected a current flow-
ing through the left and right start relays (SR) is inter-
ENGINE START SEQUENCE. Thefollowing describes rupted causingbattery line contactor (BLC -1) and bat-
the engine starting sequence. Electrical Section X of tery start contactor (BSC) to drop out of the circuit.
this manual provides electrical schematics covering A signal from the engine control switch is routed
the starting sequence: through the engine start relay (ESR) to battery line
contactor (BLC-1) and through to battery start con-
Battery Start tactor (BSC) during the startingcycle of either the left
or right engine. This connects battery number 1 and
a. Conditions: number 2 in series that maximum power is available
so
1. External power switch-PAR or SER. for When the engine control switch is
engine starting.
2. Battery switch-BATTERY. rotated to the FUEL PUMP ON position the airframe
3. Battery Select switch-BOTH, fuel auxiliary pump for the engine being started is
4. Engine control switch-FUEL PUMP ON. energized. Electrical power, is also applied to the
5. Ignition switch NORM (ignition lights start auxiliary relay (SAR) and start relay (SR), which
out), programs the electrical system for the automatic
b. Switch and Circuit Functions: starting sequence.
4-23
Movement of the
RUN position
engine controlswitch
opens the oil vent solenoid valve, to
to GND-START
I CAUTION
o\unon
j
remove the load on the lube pumps during engine
start, and energize the starter motor. During the Limit ground operation of anti-ice
initial phase of the engine start sequence the battery valve to 10 seconds when ambient
line contactors connected in series or parallel,
are temperature is above 400F.
determined by position of battery control switch.
This satisfies amperage demands of the starting
motor. When the engine reaches 10 percent rpm, the
10 percent portionof the speed sensing switch assem- ENGINE PRESERVATION
bly completes a circuit to the ignition relay (IR)
causing the contacts to close. Closingof the 10 percent
switch contacts also supplies current to open the engine LIMITED PRESERVATION
fuelvalve and fuel pressure regulator and to energize
the engine ignition system. When the engine reaches If the airplane is to be inactive for less than six
50 percentrpm, the 50 percent portion of the speed months the best procedure for preserving the overall
sensing switch assembly opens. This discontinues condition of the engine is to operate each engine for a
current to the engine ignition system, oil vent valve, minimum of 5 minutes once every seven days. Inlet
and the starter motor. If series batteries have been air duct and exhaust pipe plugs must be installed at
selected for starting, the batteries will automatically alltimes when the engine is not operating. When it
be connected in parallel after the starting engine has is known that the airplane will be inactive for several
obtained 50 percent engine rpm, days, it is recommended that the aircraft be serviced
with fuel immediately after landing. This will allow
TACHOMETER-GENERATOR. The
’cachometer- the maximum amount of entrafned moisture to reach
generator, attached to a the rear of the
drive pad on the fuel sumps and be drained from the system prior
reduction gear case, is not associated with the engine to the next engine run. Unless it is known that the
or airframe electrical system. This component pro- airplane will be placed in storage for an extended
duces three-phase ac electrical current in direct period of time, a short flight on the airplane every
proportion to its rotating speed, which is transmitted 21-day period will be less costly and more beneficial
to an indicator located in the center instrument panel, than preparing the airplane and engine for storage.
The indicator shows the speed of the engine in percent Airframe systems associated with the operation of the
engine rpm. engines are also best maintained by periodic operation.
A complete preflight of all systems should be accom-
plished concurrent with engine operation.
Tachometer-Generator Functional Check
Perform a functional test whenever the system is not EXTENDED PRESERVATION

operating properly. Use a Jetcal Analyzer (Howell
Instruments, Inc. for testing. When it is known that the airplane will be placed in
storage for an extended period, or an engine is to be
a. Perform operations per instructions printed on removed for return to overhaul facilities, refer to
analyzer (determining correct engine rpm). Check AiResearch Engine Maintenance Manual for preser-
left engine
first with engine running. vation procedure.
b. Take readings at 70, 96 and 100 percent rpm.
c. Repeat steps a. and b. for right engine. The
readings should be within 1/2 percent of each engine. DEPRESERVATION
d. Record all observations on a calibration sheet.
When removing the engine from storage status, refer
ANTI-ICLNG VALVE. The anti-icing valve is located to AiResearch Engine Maintenance Manual for de-
on the lower left side of each engine compressor preservation procedures.
housing. This valve, which is a normally closed
solenoid operated poppet valve, is operated by a switch
on the overhead switch panel, corresponding to the
engine on which anti-icing bleed air is desired. When ENGINE CHANGE
the solenoid valve is energized, engine bleed air is
circulated through the shroud on the engine case and
through a passing within the nose cowl inlet air
line ENGINE REMOVAL
scoop, which prevents icing build up in the engine
inlet. An indicator light on the flight computer dis- Preserve the engine prior to removal. To permit
play panel will illuminate when the anti-ice switch is access to all engine mounts, a lifting tool which
In the ON position and the anti-ice valve is open. attaches to the propeller shaft flange must be used
4-24
3. Detach nose cowling support ring from

engine by removing screws at fwd end of left
and right support arm, and slip over forward
end of engine to remove.
4. Disconnect engine exhaust collar from
forward side of firewall to engine.
j. Remove bolts and connecting engine exhaust
tailpipe to airframe exhaust tailpipe.
k. Disconnect all engine control linkage.
1. Remove condition lever push-pull cable
a I rods from fuelcontrol unit underspeed governor
\I I control arm and control support bracket, and
manual feathering valve, fuel shutoff and support
MATES WITH brackets.
PROPELLER SHAFT 2. Remove power lever push-pull cable rod
MOUNTING FLANGE from fuel control unit propeller pitch change
24 ~3 valve control arm and control support bracket.
i. Disconnect engine plumbing from upper part of
Figure 4-10. Engine Lifting Tool engine;
i. Disconnect fuel lines to fuelcontrolunit
at the firewall.
for engine removal. Immediately cap or plug all 2. Disconnect oilpressure line on right rear
fluid-carrying lines and fittings during engine removal, reduction gear housing at firewall.
The engine removal procedure is planned to provide 3. Disconnect hydraulic pump lines at fire-
the quickest method for removing the engine without wall.
disturbing the routing of engine and nacelle fluid lines, 4. Disconnect unfeathering pump line at fire-
or removal of fittings, controls, and components. wall.
This will simplify the buildup of a replacement engine 5. Disconnect oil lines to oil-to-air cooler
and expedite engine installation (see Figure 4-10). at firewall and thermal relief valve and remove
from engine.
m. Detach engine plumbing from lower part of
engine.
CAUTION i. Disconnect bleed air line at firewall fitting.
2. Disconnect overboard drain line from
fitting on aft end of drain manifold.
Remove beta tube toil transfer tube) 3. Disconnect all other vent lines.
before removing propellers. Refer to n. Remove electrical leads from starte r- generate r.
paragraph under Oil Transfer Tube Disconnect ITT thermocouple leads at firewall. Dis-
Removal. connect all other electrical wiring.
o. Remove starter-generator air cooling ducting.
p. Remove starter-generator at quick accessory
a. Remove the one upper and two lower cowling disconnect.
shells. q. Attach engine lifting tool to propeller shaft
b. Remove attaching screws from
propeller spinner mounting flange and connect hoist to lifting eye. Place
and bulkheid and remove propeller spinner. a slight amount of tension on hoist cable.
c. Drain engine oil, r. Remove hardware securing engine vibration

d. Remove bolt and locknut which locks oil trans- isolators to engine mount brackets and rear support
fer tube to piston head, mount on plenum.
e. Place propeller blades in feathered position, s. Carefully pull engine slightly forward and down,
f. Carefully unscrew oil transfer tube from engine rotate as required, assure that engine clears mount-
by turning shaft counterclockwise. Use caution to ing and nacelle and that all lines and electrical wiring
prevent damage to oil transfer tube. are detached from engine.
g. Remove upper nose cowling. t. Secure engine to ground handling and mainte-
i. Disconnect generator cooling air duct and nance dolly or locally fabricated maintenance stand
anti-ice electric heater wiring. (see Figure 4-11).
h. Attach propeller sling to blades, connect lift
ring to hoist, and remove eight bolts securing pro-
peller to engine shaft flange. Remove propeller from ENGINE BUILDUP
engine.
i. Remove lower nose cowling. A new engine, as received from the manufacturer, is
i. Disconnect inlet anti-icing line at fitting equipped with fuel shutoff valve, propeller governor
on air scoop. and pitch valve, fuel controlassembly, deicer valve,
2. Remove bolts securing lower nose cowl fuelflow divider valve, ignition unit, torque limiter
to engine inlet flange. bypass valve. The basic engine requires the addi-
4-25
SECTION TV CULFSTREAM
When tightening the spindle bolt, furnished with en-

gine mount manufactured by Lord Mfg. Co., the
torque value shall be 950-1000 inch-pounds. If the
engine mount was furnished by the Barry Wright Corp,
the torque value for the spindle bolt shall be 400-500
inch-pounds. If new shockmounts are to be installed,
assure that same brand, type and part number are
installed per engine. Do not mix different types or
brands on an engine. It is permissible to install a
certain brand on one engine and a different brand on
the other engine.
ENGINE BUILDUP PROCEDURE. Perform the engine

buildup in accordance with the following steps:
a. Observe the following practices during engine

buildup.
1. Thoroughly clean and inspect removed
parts for
serviceability prior to installation.
2. Do not disturb accessory pad covers,
plugs, or caps from openings in new engine
Figure 4-11. Engine Maintenance Dolly prior to installing accessories or making con-
necttons.
3. Use only new gaskets for equipment in-
starter-generator, beta pressure
tional installation of stallation.
switch, negative torque sensor switch, oil thermal 4. Inspect hoses for swelling, chaffing, cuts,
bypass valve, fuel flow transmitter, tachometer- or damaged ends.
generator, hydraulic pump, oil temperature bulb and b. Installvibration isolator assemblies on engine
associated wiring, controls, plumbing andducting. mounting pads and torque mounting bolts to 350-390
It is recommended the old and riew engines be located inch-pounds (refer to Figure 4-11A). I
side by side, and that a direct transfer of
original or c. Install drain manifold on plenum of engine.
new components be made. Most of the engine plumb- d. Lubricate the drive splfnes of starter-generator
ing is supplied with a new engine except additional pad, hydraulic pump pad and tacho mete~- generate r
plumbing needed to tie into the airframe systems, pad generously with MolydenumDi-Sulfide (MIL SPEC
therefore, the correct installation of engine plumbing G 21164).
and the proper routing and connection of fuel, oil, and e. Install hydraulic pump to engine drive pad, and
hydraulic lines is assured by making adirect exchange torque attaching nuts to 95-105 inch-pounds. Use new
from the old engine to the new engine. For this rea- gasket.
son, detailed procedures for installing lines and f. Install tachometer-generator on engine drive
fittings are omitted from buildup procedures. All pad, using new gasket supplied with engine. Torque
components of the engine control system, that are nuts to 50-´•55 inch-pounds.
supplied with the engine, were rigged prior to ship- g. Install the balance of components, beta pressure
ment of the new engine. However, it is advisable to switch, negative torque‘ sensor switch, oil thermo
check this rigging while all components are fully ac- bypass valve, fuel flow transmitter and oil tempera-
cessible. If the engine is being replaced as a result ture bulb, using standard torqutng and safety wiring
of internal failure, the oil-to-air engine oil cooler practices.
and lines and thermo’ bypass valve must be removed
and carefully flushed and drained, to remove metal
particles which may remain in the oilcooler and cause ENGINE INSTALLATION
serious damage to a new engine. When installing a
new or overhauled engine andexisting mounting vibra- Installation of the engine is basically the same as the
tion isolators are to be used, inspect for separation reverse order of the removal procedure. However,
of the rubber, swelling and taking a permanent set. there are several special precautions listed below
Do not install vibration isolators of questionable which must be observed.
serviceability. If the rubber core is replaced, torque
spindle stud castle nut to 450-500 inch-pounds and a. Inspect engine exhaust tailpipe and airframe
secure with cotter pin (refer to Figure 4-11A). exhaust tailpipe for cracks, especially at welds and
flange mounting holes, before installing new engine.
b. Carefully align engine with engine mount before
WO~E moving the engine into the nacelle. When moving
engine into nacelle and engine mounts assure that all
Mounting parts may be replaced, provided lines, fittings, and engine components clear nacelle
all parts are furnished by the same vendor: structure and engine mounts. Attach side engine
Lord Mfg. Co. or Barry Wright Corp. mount first(refer to Figure 4-llA). Torque attaching I
bolts to 425-470 inch-pounds.
4-26
MAINTENANCE MANUAL
interim change notice Culfstream
Aerospace
INTERIM CHANGE NOTICE: ~lodel 690A/B May lj. 198;
NOTE
This interim change notice supersedes the interim change notice.

same subject, dated August 11, 1986.
This notice contains an interim change to the Maintenance Manual

and should be filed in front of the manual pending receipt of formal
revision pages. It is suggested that a reference to the interim
change be made adjacent to the appropriate part of the manual as
sUeJECT: LliBRICXTION CHART, ENGINE MOUNTS AND TORBUE VALUES. NOSE LANDING GEAR
COLLAR ASSEJIBLY ~IDJUSMENT, WING FWP CONTIIOL SYSTE,M RIGGING .L\ID
~WZNTENANCE LIMITS SCHEDULE.
INSTRUCTIONS: Make changes to the Airplane Maintenance Manual as follows:
Change Figure 4-ITX on page e27 as shown on page 4 of this Interim Change Notice.
INTERIM CHANGE NOTICE: Model 690A/’B
UPPER
AFT MOUNT ASSY
ENGINE
i
MOUNT
TORQUE
UPPER VIBRATOR
091•´6STLOB IN-LBS
ISOLATOR ASSY
TORQUE
BOLT// BOLT
350´•3901N-LBSTORQUE
ANCHOR
WASHER
NUT
BOLT
425-4701N-LBS
O ENGINE MOUNT
o
NOSE COWL STRUT ASSYS
SUPPORT RING
oo,
ENGINE o o
MOUNTS o
IJOTE
MOUNTING PARTS MAY BE
REPLACED PROVIDED ALL
PARTS ARE FURNISHED BY
THE SAME VENDOR:
LOAD MFG.CO. OR BARRY
WRIGHT CORP.
SPINDLE ASSY
TORQUE BOLT
425-4701N-LBS O
BRACKET LEFT ENGINE MOUNT
RETAINER
TORQUE BOLT
SPINDLE BOLT 350-390 IN-LBS noti
TORQUE 950-1000 IN-LBS (LORDI LEFT SHOWN
400-500 IN-LBS (BAR RY) RIGHT OPPOSI TE
Figure 4-llA. Engine Mounts ond Torque Volues

Page 40f6
UPPER
ENGINE
MOUNT
UPPER VIBRATOR
ISOLATOR ASSY
TORQUE BOLT
350´•390 IN-LBS~ BOLT
WASHER
NUT
ANCHOR
TORQUE BOLT ROD END

4254701N-LBS
ENGINE MOUNT
o
NOSE COWL STRUT ASSYS
SUPPORT RING o
ENGINE ´•o o
MOUNTS
WOTIE
MOUNTING PARTS MAY BE

REPLACED PROVIDED ALL
PARTS ARE FURNISHED BY
THE SAME VENDOR:
LORD MFG.CQ. OR BARRY
WRIGHT CORP.
SPINDLE ASSY
TORQUE BOLT
425-4701N´•LBS
BRACKET LEFT ENGINE MOUNT
SPINDLE NUT TORQUE

450-500 IN-LBS
RETAINER
TORQUE BOLT
SPINDLE BOLT 350´•380 IN´•LBS WOTE
TORQUE 950-1000 IN-LBS (LORD) LEFT SHOWN
400-5001N´•LBS(BARRY) RIGHTOPPOSITE
NOTE: THERE IS A
TEMPORARY B
REVISION
THAT REVISES THIS PAGE
Figure 4-llA. Engine Mounts and Torque Values

4-27
MAINTENANCE MANUAL
interim change notice Cujfstream
AeMspace
INTERIM CHANGE NOTICE: Models 680T, V, W, 681, 690, 690A 20 July 1989
690B, 690C1840, 690D1900, 6951980
695A, 695B/1000
NOTE
This notice contains an interim change to the Maintenance Manual

and should be filed in the appropriate Section of the manual
pending receipt of formal revision pages. It is suggested that a
reference to the interim change be made adjacent to the appropriate
part of the manual as a means of alerting the reader to the addition
or change to the maintenance instructions.
SUBJECT: DYNAMIC BALANCE REQUIREMENTS ON PROPELLER AND ENGINE COMBINATIONS

INSTALLED ON THE GULFSTREAM TURBOPROP AND JETPROP COMMANDERS.
INSTRUCTIONS:
1. Maintenance recommendation: propeller assembly, engine combination dynamic balance should be checked and!
or accomplished at 1000-hour intervals of operation, one or more deicer boot replacement, propeller and/or
engine removal, reinstallation, and any other time there is reason to suspect abnormal vibration in propeller,
engine or airframe combinations.
GENERAL INSTRUCTIONS:
i. The pmpeiler manufacturer’s requirements for static balance must be adhereb to on any pmpeller assembly that
hasundergone major maintenance repair and/or overhaul prior to dynamic balance of the propeller, engine
combination is accomplished.
2. Periodic bairince check does not require removal of previous dynamic balance weight. If, however, further
balance is required, then previous dynamic weights should be removed for initial dynamic balance of the
propeller assembly engine combination.
3. Initial dynamic balance of propeller assembly, engine combination must have previous dynamic balance weights
removed prior to balancing such as whenever a propeller assembly and/or engine removavreinstailation has
been accomplished.
4. Check propeller blade track to determine if serious out-of-track conditions exist. Refer to propeller
manufacturer’s maintenance/overhaul manual and/or airplane maintenance manual for method and out-of-track
limits.
5. Check to insure correct type of balance weights, the number of balance weight allowed per location and the total
number of balance weights are not exceeded. Balance weights are installed only in the authorized areas as
specified by this interim change. All balance weights are to be secured properly.
6. Lubricate and/or service propeller assembly in accordance with the propeller manufacturer’s maintenance/
overhaul manual and/or airplane maintenance manual.
Page 1 of6
7. Engine isolators (mounts) should be inspected to assure they are in good condition.
8. Engine exhaust tail pipe system should be inspected to assure that supports mounting is in good condition and
not contacting structure in any manner.
9. Verify dynamic balance equipment installation is in accordance with dynamic balance equipment
manufacturer’s instructions.
10. Dynamic balancing must not be attempted in windy or gusty air conditions.
11. The engine with the propeller to be balanced should be up to operating temperature ranges before any readings
are taken in order to assure repeatable reading conditions.
CAU’IION
Do not exceed engine torque and/or turbine temperature (LT.T. or
E.G.T.) limits.
12. Verify the dynamic ´•imbalance is within the maximum allowable limits of one (1) mil or the equivalent of 0.2
I.P.S. with propeller "off the locks" at 100~b engine RPM regardless of the power used to balance the propeller.
13. Balance should be checked at 100% of takeoff power and maxirmlm cruise power at 96-97% engine RPM in
accordance with either the Airplane Flight Manual and/or Pilot’s Operating Handbook takeoff power and
maximum cruise power charts.
14. Balance weights must not interfere with propeller deicer boot wire, terminal wires or counterweights.
15. Record Compliance: Make appropriate entry in airplane maintenance records as follows: Dynamic Balance of
Propeller and Engine accomplished (date) Enter the imbalance values LIPROP
R/PROP
Models 680T, V., W, and 681 turboprop Commanders with Hamilton-Standard Model 33LF-325 hub with blade no.
1033A-0 propeller assembly with Garrett engine model TPE331-43, or model TPE331~43A (6801, V) and model TPE331-
43BL (680W, 681) engine combination.
Specific Instructions:
i. Balance weights are made up of the following:
A. AN221 screw (#10)- length as required.

B. AN366 nut (#10)
C. AN960 washer (#10)
2. Balance weight locations
There are 21 possible location holes provided in bulkhead assembly. Drilling of additional holes in bulkhead
assembly is not permitted.
3. Balance weights should be distributed on both sides of the bulkhead, half on front and half on back when
possible. If an odd number of washers is required, the odd washer can go on either side.
Page 2 of 6
4. Limitations:
A. Nine (9) washers attached at any hole.

B. No more than three (3) consecutive holes can be used for balance purposes.
C. Groupsof three (3) consecutive balance weight attachments must be at least 900 apart.
D. No more than three (3) groups on the bulkhead.
E. The bolt used to secure these weights must extend at least two (2) threads beyond the nuts.
5. If three (3) holes with nine (9) washers at each hole is not adequate to balance a propeller assembly, engine
combination, examination is required of the following:
A. Propeller assembly static balance.

B. Propeller installation.
C. Engine installation.
D. Engine mount (isolator) system.
E. Engine exhaust tailpipe assembly, mounting and support system.
F. Engine and/or accessory vibration.
Models 690, 690A, 690B turboprop Commanders with the Hartzell propeller assembly as follows:
H-4
H(B)+4
Hub HC-BBTN-BFL with blade LT10282 1 +4
(B)+4
A+4
(Or)
AB+4
Hub HC-B3TN-5DL
(Or)
Hub HC-B3TN-BNL
Hubs with blade LT10282
i A+4
AB+4
(Or)
any of the above hub no’s with blade no. LT10673 or LT10673B per S.T.C. SA546GL or Hartzeli Bulletin No. 131B or
latest approved revision with Garrett engine model TPE-331-5-251K or model TPE-331-5-252 engine combination.
i. Balance weights consist of the following:
A. MS24694 bolt (#10)- length as required.

B. AN970-3 washers as required.
C. M820365-1032 nut.
2. Balance weights to be installed on outer flange of propeller spinner bulkhead according to Figure i.
3. Limitations:
A. Maximum of 35 each AN970-3 washer installed per propeller assembly.

B. Maximum of nine (9) each AN970-3 washer installed on any one bolt.
C. The bolt used to secure these weights must extend at least two (2) threads beyond the nut.
D. Torque nut to 25-30 inch-pounds on the bolt.
E. The balance weight bolt circle radius is 6.95 inches.
F. If the maximum of 35 each AN970-3 washer allowable is not adequate to balance a propeller assembly,
engine combination, examination is required of the following.
i. Propeller assembly static balance.

2. Propeller installation.
3. Engine installation.
4. Engine mount (isolator) system.
5. Engine exhaust tailpipe assembly, mounting and support system.
6. Engine and/or accessory vibration.
Page 3 of6
Models 690C/840, 690D/900, 695/980, 695A/695B/1000 Jetprop Commanders with Dowty Rotol (c)R306/3-82-F7-(c)VP2926
with 12" deicer boots or (c)R306/3-82-F7-(c)VP3027 with 21" deicer boots propeller assembly and Garrett engine model
TPE331-5-254K or model TPE331-10-501K or model TPE331-10-511K engine combination.
i. Dowty Rotol Propeller Equipment Maintenance Manual 1002-61-00-01 pages 403 thru 406, references two
methods of attaching dynamic balance weights and the area the weights are to be attached to the inside edge
at periphery of the spinner bulkhead.
(A) Rubber strips bonded to spinner bulkhead

(B) Balance weightslwashers attached to spinner bulkhead by countersunk headed screws and self-locking
nuts.
2. Gulfstream’s alternate method of dynamic balancing the propeller consists of the following:
A. AMS3212 rubber strips 1.00-inch wide by length as required. Optional material MIL-S-6855 (MIGR-
6855) Class 4, Grade 60.
B. MIGs-4383 cement.
NOTE
EC 776SR or EC847 Minnesota Mining Manufacturing, and/or

PR100SL or PS44R P.R.C. Corp. adhesives conform to MIL-S-4383.
3. Balance weights to be installed according to Figure 2.
A. Abrade bonding surface of rubber strips with medium class paper.

B. bond rubber strips to backplate with MIGS-4383 cement.
4. If there is a problem with dynamic balancing a propeller assembly, engine

combination, examination is required of the following:
A. Propeller assembly static balance.

B. Propeller installation.
C. Engine installation.
D. Engine mount (isolator) system.
E. Engine exhaust tailpipe assembly, mounting and support system.
F. Engine and/or accessory vibration.
G. Blade track check with blades on starting stops.
NOTE
The following step 5 blade track check procedure to be accomplished

only if there is indication of a problem with dynamic balance of the
propeller assembly and engine combination.
5. Blade track check with blades on starting stops for determination of blade "play" in the hub procedure as
follows:
A. Position No. 1 blade at the 6 o’clock position.

B. Pull blade down to insure blade bearings are fully seated in the hub.
C. Pencil mark datum line on the front or camber face of the blade approximately at the centerline of the
chord and two inches up from the tip.
Page 4 of 6
NOTE
Two inches should coincide with the termination of the first stripe
line on the blade tip.
D. Position a dial indicator set in the datum position to coincide with the pencil datum line.
NOTE
To insure correct readings the dial indicator datum position, and

the dial indicator stand position, must be maintained throughout
the blade tracking operation.
E. Hand grip the blade at approximately one-half length and gently move the blade forward to
extremity of play. Record dial indicator reading. Repeat sequence by moving the blade to the rear.
Record dimension measured.
NOTE
To insure accurate dial indicator readings extreme care must be

taken when moving the blade forward or to the rear to not exert
undue force and thus impart a bending moment at the tip.
F. Repeat sequence for blades no. 2 and 3.

G. Each of the three (3) blade readings should be within 0.125" of each other.
H. Individual tip readings taken as per Item E should not exceed .250".
NO. 10 HOLE DRILLED AND

COUNTERSUNK FOR MS24694
BOLT LENGTH AS REQUIRED
TO ACCOMMODATE NUMBER
OF WASHERS NECESSARY
AN970-3 WASHERS
MS20365-1032 NUT
HC-BBTN-6DL
BULKHEAD UNIT
Figure 1. Hartzell Propeller Bulkhead
Page 5 of 6
ABRADE BONDING SURFACE OF RUBBER
WITH MEDIUM CLASS PAPER: AFTER BONDING
OVERSEAL WITH MIL-S-4383 CEMENT.
NOTE
EC776SR OR EC847 MINNESOTA MINING AND MFG.

AND/OR PR100SL OR P/S444R P.R.C. CORP. ADHESIVE
CONFORMS TO MIL-S-4383.
664004215
BACKPLATE ASSY
AMS3212 RUBBER
1.00" WIDE BY LENGTH
AS REQUIRED.
OPTIONAL MATERIAL:
MIL-s-ss55(MIL-R-sss5)
CLASS 4 GRADE 60
FOR BALANCING PURPOSES

BOND RUBBER STRIPS TO
BACKPLATE WITH MIL-S-4383
CEMENT.
Figure 2. Dowty Rotol Propeller Bulkhead
Page 6 of 6
WO~lt 5. Fire warning

6. Engine bleed air
7. Instrument
Use of punches or other tools for align-
ing spindle studs or engine mounts is
not recommended as this may elongate
the bolt holes and damage threads. PROPELLER
c. Route and install airframe fluid carrying lines
in same manner as installation of old engine. Assure GENERAL DESCRIPTION
that lines properly secured to prevent chafing and
are
contact with engine components that may become hot. A reversible, constant speed, full-feathering Hartzell
d. Inspect flange of lower nose cowl inlet air scoop propeller is installed on each engine. The propeller,
andgasket for serviceability before installing lower which employs a one-piece steel hub containing inte-
nose cowl on engine.
gral blade bearing raceways, has three solid aluminum
e. Always use new oil seal ring between propeller blades which are radially positioned by the bearing
hub andpropeller shaft mountingflange anduse special
races and a combination blade clamp and counter-
care to evenly torque propeller mounting bolts,
weight assembly. A spinner encloses the propeller
f. Install upper nose cowl. hub and dome to provide a smooth flow of air into the
g. Install starter-generator on engine drive pad, cowl air inlet duct. The spinner attaches to a
using new gasket and the quick accessory disconnect. circular bulkhead installed on the rear face of the
Torque the nuts to 155-165 inch-pounds.
propeller hub. Automatic removable pitch latches in-
h. Install generator cooling air duct. stalled on the bulkhead, locks the propeller blades to
i. Connect starter-generator electrical wiring. prevent feathering at engine shutdown. These latches
Each generator lead is routed through one of the small also permit a check of the fuel control unit overspeed
openings in the feeder protection relay, attached to governor since the engine can be operated on the
the aft end of the starter-generator by a mounting
ground with propeller pitch latches engaged. The
strap, before connecting to the B terminal of the spring activated latches engage mechanical stop-
starter-generator, plates, secured to the blade clamp, when the spring
j. Install all necessary electrical wiring. force of the latches overcomes the centrifugal force
k. Inspect engine to assure that all accessories, holding them disengaged. To unlatch the propeller
fittings and connections are safetied in the required blades after starting the engine, the power lever is
manner. Safety wire must be installed in holes pro- momentarily moved toward the reverse position.
vided in the hardware and must be tight enoughto Movement of the propeller and centrifugal force draws
prevent high frequency vibration of the wire, the latches away from the stop-plates. Latches will
i. Accomplish the following adjustments and func- now clear the mechanical stops when the power lever
tional tests as previously outlined in this manual. is advanced forward of the start position (see Figure
I. Depreserve engine. 4-12).
2. Service oil system.
3. Rig engine controls to power and condi-
tion levers. See paragraphs on rigging. PROPELLER OPERATION
4. Check and adjust propeller blade angle
settings, if required. Mechanical operation of the propeller is relatively
m. Bleed trapped air from oil pressure and torque simple, however it is essential that the functions of
oillines. the engine control system, as related to propeller
n. Purge pickling fluid from fuel control unit on operation, is studied to gain a complete understanding
new engines. of propeller operation. The propeller pitch change
o. Start and operate engine briefly then shutdown forcestoward low pitch thigh rpm) and reverse are
engine and check for fluid leaks. obtained from engine oil pressure boosted by the pro-
peller governor oil pump. Propeller pitch change
forces toward low pitch thigh rpm) are always opera-
tingagainst theforces exerted bythe feathering spring
clqunon 1 and inertia produced by the counterweights. When
these combined forces exceed the metered oil pres-
sure to the propeller piston the propeller blades will
Ifpropeller deice boots are installed, automatically move toward the high pitch position,
propeller spinner must be installed and willeventually move to the full feathered position,
prior to starting engines, if there is no oil pressure on the propeller dome piston
to counteract this reaction. Oil pressure to move the
p. Perform ground operationalcheck of engine and propeller blades toward the low pitch and reverse
the following associated systems, positions is transmitted from the propeller governor
I. Hydraulic to the propeller pitch servo control valve through
2. Electrical cored passages in the reduction gear housing. An oil
3. Inlet anti-ice transfer tube (beta tube), extending aft from a threaded
4. Emergency feathering connection in the propeller dome through the propeller
4-28
drive shaft and into theported sleeve of the pitch servo and oil transfer tube to provide a blade angle feedback
valve, propeller piston. Controlled
directs oil to the signal to the
engine control system. The relationship
oilflow from the propeller governor passes through between the ports of the oil transfer tube and pro-
the ports of the pitch servo valve and the oil transfer peller pitch servo valve, and the oil pressure regula-
tube, to position the propeller blades. Movement of ting functions of the propeller governor are all inter-
the propeller dome piston produces a corresponding related by the engine control system to establish the
movement of the oil transfer tube. This changes the propeller blade setting according to engine power re-
relationship between the ports of the pitch servo valve
4-29
SECTION N CULFSTREAM
SPINNER
SAFETY BOLT
FLEXLOCK NUT
O-RING
OIL TRANSFER TUBE

(BETA TUBE)
FEATHERING SPRINGS
PISTON
O-RING
REVERSE PITCH
DUST SEAL I~ STOP TUBE
BLADE BEARING
Q
Q
COUNTERWEIGHT
PROP SHAFT
AUTO LOW PITCH
OIL SEAL
STOP UNITS
PLUG
MOUNT BOLT
OIL SEAL
PROPELLER SHAFT FLANGE
2~ 30
Figure 4-12. HC-B3TN-FL/LT10282H+4 Propeller

4-30
TESTER PIN FUNCTIONS
i. POSITIVE SUPPLY RED

2. COMMON TO ALL PICKUPS VIOLET
3. MASTER SYNCHRONIZER PICKUP LEFT ENG. BLUE
4. NOT USED GRAY
5. SLAVE PICKUP (SYNCHRONIZER) RIGHT ENG. WHITE
6. NOT USED YELLOW
7. MOTORINCREASE- ORANGE
8. MOTOR DECREASE GREEN
9. CENTERING BUS BROWN
10. NEGATIVE SUPPLY BLACK
O NOT USED I I ~--t-l DECREASE
O NOT rrSED I ~Z 04 06 0, Olo
4 1 I 1 327
LAMP
z I "1 V3 V5 Y7 Y9
5 1 I I ’NCREAsE
TERMINAL
BOARD G
FUS STA 178. 00
TESTER
Figure 4-13. Propeller-Synchronizer Tester Schematic
quirements. A propeller feathering valve, installed PROPELLER SYNCHRONIZATION SYSTEM

in thereduction gear case, interconnects the cored
oilpassages between the propeller governor and The propeller synchronization system automatically
pitch change valve to provide an automatic and manual synchronizes propeller speeds to reduce vibrations
means for propeller feathering. This valve reacts to and noise in the aircraft cabin. The propeller syn-
a negative engine torque condition or may be manually chronization system is comprisedof: a transistorized
actuated by the condition lever. When either of these synchronization control box, a speed setting actuator,
conditions occur, the feathering valve blocks off gov- and two governors. Magnetic piclrups mounted in each
ernor oilpressure to the propeller dome and propeller propeller governor, supply electric pulses to the
dome oil flows into the oilsump. This allows the pro- synchronization control box. Any difference in these
peller blades to move toward the feathered position, pulse rates will cause the control box to actuate the
Feathering action can be halted by applying engine speed setting actuator located on the slave (right)
power to eliminate the negative torque condition. An engine. The speed setting actuator, which is con-
unfeathering pump, located on the firewall, is pro- nected to the fuel control underspeed governor lever,
vided for unfeathering the propeller. This pump uses moves the governor control assembly to precisely
oil from the engine oil tank to force the propeller synchronize the slave engine with the master (left)
dome piston forward, causing the blades to rotate to- engine. Propeller governor control and operation
ward the low pitch position. Engine oil from the un- remains normal except that; once the propellers are
feathering pump is routed to a fitting on the pitch manually synchronized within 1/2 percent rpm (pro-
servo and then to the propeller dome piston through peller speed) the synchronization system will auto-
the oil transfer tube. matically match the rpm of the slave engine with the
4-31
master engine when the control switch is placed in the 4-13).

ON position. The amount of propeller control exer-
cised by the synchronization system is limited. This a. Connect the prop- synchronie er tester in parallel
limited range feature prevents the slave engine from with T-strip at Station 178. See that the connections
losing more than a fixed amount of rpm in case the are properly made.
master engine is feathered while the synchronization b. Open the circuit breaker and check for the fol-
system is ON. lowing resistance values at the test jacks:
2 to 3, or 5 60 (f 8) Ohms
PROPELLER SYNCHRONIZATION SYSTEM RIGGING. 2 to 7, or 8 7. 5 Ohms
Rigging procedures previously outlined for the engine 7 to 8 15 Ohms
control system remain unchanged when the propeller c. Close the circuit breaker and see that the con-
synchronizer system is installed. The following steps trol box is in the OFF position.
are necessary for proper rigging of the speed setting d. Start the right engine and run at 98 percent rpm.
actuator to the trimmer (special rod end fitting) which e. Start the left engine and run at 98 percent minus
connects to the fuel control. a fraction (approximately 97. 8 percent). There
should be no pulsing of lights.
a. Disconnect the flexible rotary shaft from the f. Switch on the control box.
speed setting actuator. g. After a short lapse of time, the left and right
b. Disconnect the flexible rotary shaft from the lights of the tester should flash alternately. The
rod end assembly. flashing may occur several times a minute to 30 or
c. Disconnect the rod end assembly from the gov- more per minute.
ernor. h. At no time should a light come on continuously
d. Clean and lubricate rod end assembly. Replace but simultaneous pulses may occur occasionally.
any worn parts and reassemble, i. The tachometer-generators indicator should
show the same reading (1 percent difference in the
readings is allowed).
WOTE j. Decrease the rpm of the right hand engine by

an indication of approximately 1/2 percent. The in-
Make sure the threaded bushing of the crease light should flash rapidly severaltimes, and
adjustable rod end assembly is returned the propellers should audibly resynchronize.
at the end of its outward travel by the k. Increase the rpm of the right engine by an in-
stop on the housing. Also replace rod dication of approximately l’percent. The decrease
end bearing at this time, light should flash rapidly severaltimes, and the pro-
pellers should audibly resynchronize.
i. A perfect operation of the system should also
e. Rotate the splined shaft in the rod end assembly be confirmed by a smooth anduniform noise imparted
(or rod end trimmer) by count the total
hand and by the propeller.
number of turns available (attach the flexible shaft m. If the system is not meeting the synchronization
and turn the free end). Return it to the center of its requirements, check the following voltage at the test
range, jacks after Step i. has been made.
f. With the adjustable rod end assembly (or rod 1. 1 to 10 24V to 30V
end trimmer) centered, rig the push-pull control just 2. 1 to 9 Zero when the actuator is
as you would with standard rigging. centered but 24V to 30V
g. Again manually rotate the rod end (or rod end when the actuator is un-
trimmer) to one end of its travel. Move the cockpit centered.
condition control through its entire range andobserve 3. 1 to 7 or
the governor speed adjusting lever to becertain it hits 1 to 8 24V to 30V. This drops to
both maximum and minimum rpm stops. Manually about 2 volts during a motor
rotate the rod end to the opposite endof its travel and pulse. 7 is the increase
again move the cockpit condition control through its side and 8 is the decrease
entire range. This assures that the aircraft rigging side.
allows stop to stop travel with any possible rod end 4. 2 to 3 or
setting. 2 to 5 .5 to 3V RMS.
h. Count the total turns available in the speed n. For detailed trouble shooting procedures, see
setting actuator motor and turn to the center of its Trouble Shooting Chart, (see Figure 4-14).
range (turn clockwise or counterclockwise by inserting
a screwdriver in the actuator drive and turn by hand). PREVENTIVE MAINTENANCE. No maintenance is
Recenter the rod end and connect the flexible shaft to required on the controlbox, actuator, flexible shaft,
the actuator and rod end. or trimming assembly, apart from visual inspection
at the time of regular aircraft inspections. Make
PROPELLER SYNCHRONIZATION TROUBLE sure that the electrical connections, flexible shaft,
SHOOTING, The system matches the.RPM of the two etc., securely attached. Visually inspect actua-
are
engines. All the functional tests shall be conducted tor connector potting compound and replace with sLli-
on the system after the complete installation of the cone RTV- 102 sealer if potting is deteriorated. Every
components on the aircraft. A propeller- synchronizer 100 hours inspect the rod end assembly, paying parti-
tester for trouble shooting should be fabricated locally. cular attention to the rod end bearing. Engine oil
A schematic is provided for this purpose, (see Figure should be kept clean. A high percentage of governor
4-32
AND PROPELLER
690A/690B
CONDITION PROBABLE CAUSE CORRECTION
Double pulsing (both lights Excessive voltage spikes on bus caused Isolate and repair/replace acces-
flashing at same time), by generator or other accessory. sory.
Defective control box. Replace control box.
Magnetic pickup voltage set incorrectly. Isolate and repair/replace acces-
sory.
Either or both lights on Defective controlbox, actuator or wiring. Disconnect and (if necessary),
continuously. replace controlbox. Check
Step c. and Step m.
No pulsing. Defective control box or wiring. Correct per first condition.
Excessive pulsing in I Excessive torque required to trim the Determine malfunction per electri-
one direction. governor in one direction (assuming the cal checkout sheet. Check for high
governor and the propeller are equally friction level or misalignment in
responsive in either direction). flexible shaft or trimmer.
Synchronizer action is Slave engine speed is off the 1-1/2 per- Adjust the speed of the slave
limited to insufficient cent rpm of the master engine speed. engine manually.
range.
Actuator and trimmer were not centered Disengage flexible rotary shaft at
when flexible rotary shaft connected, one end, recenter actuator and rod
end and re-engage shaft.
High friction level at one end of Clean, lubricate and check for mis-
trimmer. alignment.
Perfect synchronization Tachometer-generator indicator(s) Check and replace the tachometer-

but the left and right are out of tolerance. generator indicator(s).
tachometer-generator
indicators do not read
the same value as
mentioned in Step j.
Figure 4-14. Propeller-Synchronization System Troubleshooting Chart
troubles may be traced to dirty engine oil, which de- In this case the engine impeller should be checked
for damage. In all probability, the engine torque
posits sludge and varnish on the internal governor
parts and may cause sluggish operation. If this sensing system will uncouple in the negative torque
occurs, the governors should be disassembled and condition when the propeller blade strikes an object.
cleaned by an approved governor overhaul facility. This will necessitate an engine change even if there
is no damage to the reduction gear. Propellers
PROPELLER MAINTENANCE. Suggested trouble subjected to static impact with solid objects must be
shooting procedures and corrective measures are inspected for evidence of bending, twisting, or other
contained in Figure 4-15. This listing of probable obvious damage. If this inspection produces no evi-
causes for propeller malfunction assumes that the dence of damage and thepropeller blades are in track
mechanic is familiar with the engine control system the propeller may be continued in service for a max-
and operating technique. Each suspected malfunction imum of 50 hours. For complete information con-
of the propeller must be carefully analyzed and sys- cerning impact damage refer to the Hartzell Propeller
tematically checked before propeller or engine parts Technical Manual. Any major repairs should be
are replaced, or adjustments made. made in accordance with the manufacturers instruc-
tions and applicable FAA regulations. Particular
IMPACT DAMAGE. propeller strikes an ob-
If the attention must be given to unusual engine vibrations
ject causing a engine stoppage, the engine
sudden or noises during the subsequent ground run of the
must be removed and replaced. Damage can still engine and next flight on the aircraft. A noticeable
occur, especially to the engine impeller, if the pro- increase in engine/propeller vibration shall be cause
peller strikes an object but doesn’t stop the engine. for propeller replacement
4-33
E~ternal leakage Damaged preformed packings. Replace packings.

from dome.
Propeller will not Weak or broken feathering spring. Replace.

feather.
Excessive friction. Check ball bearings for rough or
chipped areas. Replace bearings.
Improper control rigging. I’ Rerig as required.
Contamination of unfeathering valve. Remove contamination from valve

portion accessible from rear of
reduction gear section.
Negative torque pressure regulator Adjust negative pressure regulator.

valve out of adjustment.
Propeller will not Unfeathering pump inoperative. Check wiring. Replace pump as
unfeather. necessary
Oil level low. Check engine oil level.
Vibration Spinner loose. Check spinner attaching bolts.
Counterweight loose or damaged. Tighten or replace counterweight

after inspection for blade shank
damage.
Propeller loose on shaft. Tighten propeller.
Blade out of track. Check blade track. If not within

0. 125 inch, replace propeller.
Propeller feathers at Low pitch stop latches are not engaging Replace stop plates or free sticking
engine shutdown, stop plates. I stoplatches.
Stop plates broken or worn. Replace stop plates.
Stop latch springs broken. Replace spring.
Propeller rigging out of adjustment. Rerig system.
Propeller will not Pitch servo valve not operating or out of Check valve, adjust or replace.
reverse, adjustment.
Reverse pitch stop tube broken. Replace tube.
Propeller blades will not Beta tube defective or out of adjustment. Check tube and adjust or replace.
return from reverse
position. Pitch servo valve not operating or out of Check and adjust or replace.
adjustment.
Figure 4-15. Troublerhooting Propeller

4-34
TORQUE TABLE
ITEM TORQUE (INCH-LBS)
Starter-Generator 155-165
Hydraulic Pump 95-105
Tach Generator 50-55
Prop Pitch Control 25-30
Prop Governor 95-105
Torque Pressure Boss 20-25
Bleed Air Port 35-40
Bolts (attaching engine bracket to engine) 425-470
Engine Mount Pad Center Spindle Nuts 450-500
Bolts (attaching spindle bolt to engine bracket) 950-1000 (Lord)

400-500 (Barry)
Bolts (attaching mount retainer to engine mount) 350-390
Fuel Nozzle 60- 65
Fuel Control Unit 70-75
Propeller Attach Bolts 1200-1500
Propeller Spinner 35-40
Figure 4-16. Torque Values
ROUTINE MAINTENANCE. Routine maintenance of blade corrosion will most usually be found in the
the propeller consists primarily of checking the bottom of pits and abrasions caused by normal aircraft
spinner for damage and security of attachment, and use. These pits andabrasions should be given special
inspection of the propeller blades for nicks and attention when c leaning and inspec ting propelle r blade s.
gouges that require repair. Special attention should
be focused on the early discovery and correction of Blade Inspection
propeller oil leaks. Any oil leakage from the pro-
peller requires repair as soon as possible. Hot Inspect propeller blades for scratches, gouges, nicks,
engine oilmay cause the inlet air temperature sensor and pitting and burns caused by lightning strikes.
to feed false data to the fuel control unit and modify (When a propeller blade is struck by lightning it must
the fuel flow schedule to the engine. The propeller be removed and replaced. Inspect blades for possible
spinner, therefore, should be removed periodically splitting of leading edges and tip radii caused by abra-
and the propeller dome and hub inspected for evidenc e sion and corrosion in the bottom of pitted areas.
of oil leaks. All exposed propeller hardware should Splitting of leading edges or tips may be cause for
be inspected for security and correct installation of immediate propeller replacement.
lockwire and cotter pins during this inspection.
Clean the inside of the propeller spinner when it is PROPELLER REMOVAL. To remove propeller from
removed. engine, proceed as follows (see Figure 2-12):
the
Cleaning
Propeller blades are cleaned with soap and water or

1 CAUTION
CAUTIOY
I
cleaning solvents having approved safety character-
istics. A light film of clean oil should be used to Remove beta tube toil transfer tube)
prevent corrosion of propeller blades and is most before removing propellers. Refer
effective when applied to a clean propeller after flight. to paragraph under Oil Transfer Tube
Carefully clean propeller blades with shop towels be- Removal.
fore inspecting the blades for cracks or making re-
pairs to nicks and gouges. Evidence of propeller a. Remove attaching sc rews fro m propeller spinner
4-35
AND PROPELLER
690A/690B
FUEL BOOST
HIGH PRESSURE
PUMP
FUEL IN ~t PUMP
OIL /FUEL HEAT ANTI-ICING FILTER

EXCHANGER VALVE
START FUEL
REGULATOR
BENDIX FUEL
CONTROL UNIT
;i~l I IIITORQUE
Pc LIMITER
FLOWMETER
TRANSMITTER
p
m
B ~d
MODEL 690A/B 11100 THRU 11542
FrcX
EXCEPT 11431
FUEL
SHUT OFF
VALVE
COMPRESSOR
FLOW DIVIDER
DISCHARGE
PRESSURE
PRIMARY
SECONDARY
TEMPERATURE
SENSOR
EXHAUST
X2445
Figure 4-16A. Engine Fuel System Schematic (Sheet 1 of 2)

4-36
FILTER
BYPASS
VALVE
FUEL BOOST I 1TI nl III I HIGH PRESSURE

PUMP -I’U’U PUMP
FUEL IN
FILTER
THERMOSTAT FUEL BYPASS
RETURN
FUEL FILTER
OIL /FUE L
ANTI-ICE LOCKOUT
HEAT EXCHANGER
SOLENOID VALVE
PRESSURIZING
WOODWARDFUEL 1 VALVE
CONTROL UNIT
INLET PRESS COM
INLET TEMP COMP
FLOWMETER
TRANSDUCER
START
NIIIIN FUEL
a
VALVE FUEL
P:
GTART PRESS SHUTOFF
REGULATOR VALVE
E X
121_
aW
Ell lip;
mw FLOW DIVIDER
OF;
UP(
W
MODEL 6900 11431. 11543 AND SUBS II
DRAIN
PRIMARY
COMPRESSOR
SECONDARY
PRESSOR
SENSOR
TEMPERATURE
SENSOR
AIR
EXHAUST
INLET
X2444
Figure 4-16A. Engine Fuel System Schematic (Sheet 2 of 2)

4-37
SECTION IV
POWER PLANT GULFSTREAM
AND PROPELLER MAINTENANCE MANUAL COMMANDER
690A/690B
ii
VALVE
t
:´•:~3
~te
XXLh 1
FILTER
--c~
If"
ii ii FL~W DIVIDER
’;f
ii i i
1i i,
X2448
Figure 4-168. Fuel Flow Divider Drain Valve Filter
4-38
and bulkhead and remove propeller spinner. a. Placepropeller on suitable stand.

b. Drain engine oil. b. Remove flexlock nut from front of piston, link
c. Remove bolt and lock nut locking oil transfer pin units from side of piston, and piston from cylinder.
tube to piston head. Also remove O-ring and dust seal.
d. Place propeller blades in feather position. c. Unscrew feathering spring assembly and re-
e. Carefully unscrew oil transfer tube from engine move O-ring from end of pilot tube.
by turning counterclockwise. Use caution to prevent d. Remove cylinder by inserting a one-inch bar in
damage to oil transfer tube. slots formed in the front end, and unscrew cylinder
f. Attach propeller sling to blades, connect lift from hub. Remove O-ring from cylinder.
ring to hoist, and remove eight bolts securing pro- e. Use a grease pencil and mark the centerline on
peller to engine shaft flange. Remove propeller from the blades and clamps. Record blade numbers and
engine. matching clamp numbers.
f. Remove link arms.
PROPELLER INSTALLATION. Installation of the

propeller is essentially the reverse of the removal
procedure. Necessary precautions must be taken to
assure that a new O-ring is installed on the propeller
1 CAUTION
C*UIIDII
I
shaft before the propeller is installed. Make certain
this oil seal is not twisted or rolled. When clamps are removed, the ball
bearings may drop out. These should
a. Clean propeller and engine flanges, removing be caught in a container held below the
any possible nicks which might prevent mating. bearings.
b. Install O-ring on to engine shaft.
c. Install propeller on to engine shaft, g. Remove propeller blades, being careful not to
d. Install eight bolts and washers through engine damage blade races. Protect blade butt by capping
flange into propeller flange. Torque to 1200-1500 or wrapping in cloth. Remove blade races and keep
inch-pounds and lockwire, (see Figure 4-16). races together and identified by blade from which re-
e. Install beta tube toil transfer tube) through the moved.
front of piston. O-ring furnished with tube.
Use
Adjust tube in and out to obtain proper compatibility WOTB
of engine propeller control system.
f. Install safety bolt. Further disassembly of the propeller
g. Check propeller for safety and clearance be- by fieldactivities is not recommended.
tween fixed and moving parts.
h. Check propeller for oil leaks, using the un-
feathering pump prior to installation of the spinner. PROPELLER REASSEMBLY
i. Install propeller spinner.
j. Perform operational check of engine and pro- Reassembly propeller is accomplished in re-
of the
peller. verse order of
disassembly. All parts shall be
cleaned in cleaning solvent PD -680, and dried with
compressed air. All preformed pacldngs and seals
PROPELLER DISASSEMBLY shall be replaced with new parts at time of reassem-
bly. Metal parts and preformed pacldng are to be
Field activities shall limit propeller disassembly to lubricated with petroleum vaseline before assembly.
the replacement of seals in the propeller dome and New bolts, self locking nuts, and cotter pins shall be
replacement of the bearing races, blades and O- rings. usedto assemble the propeller. Safety wire all
Complete disassembly, which must be accomplished hardware as required. Other items of special note
by an authorized overhaul facility, requires the use and importance to propeller reassembly are as follows:
of special tools. Disassembly of the propeller must
be accomplished in a clean, dust free area, and par- a. Install blade races. Races are identified and
ticular attention shall be protection of
given to the should be matched with proper blades. Installpro-
machined and polished surfaces of allparts. Do not peller blades, taking care not to damage blade races.
intermingle propeller parts and be sure all parts are Blades are identified and should be matched with
replaced in original positions. The propeller must be blade clamps.
partially disassembled while installed on the aircraft b. Install link arms.
in order to remove the oil transfer tube from the c. Place O-ring on cylinder.
new
engine propeller shaft. To disassemblethe propeller, d. Install cylinder by inserting a one-inch bar in
proceed as follows: slots on the front end, and screw cylinder into hub.
e. Screw feathering spring assemblyin. Install

new O-ring on end of pilot tube.
CAUTION f. Install new and dust seal, install
piston O-ring
piston on cylinder. Install link screw units to side of
piston and torque to 40-50 foot-pounds. Install flex-
Remove beta tube toil transfer tube) lock nut on front of piston.
before removing propellers. Refer to g. Add stops to spinner bulkhead. Install spinner
paragraph under Oil Transfer Tube bullrhead with spinner mounting plate.
Removal. h. Remove propeller from support.
4-39
CONDITION
CONTROL
PROPELLER PITCH POWER

SERVO VALVE LEVER
PROP PITCH FUEL

UNFEATHER
ACTUATOR CONTROL
UMP
MANUAL ENGINE CONTROL

TORQUE PROPELLER
FEATHERING QUADRANT
SENSOR GOVERNOR
VALVE
OIL TANK
OIL TRANSFER
TUBE 505~’o
(BETA TUBE) SWITCH
AIR START
LEGEND ENGINE
CONTROL
ELECTRICAL ACTUATION O SMT CH
MECHANICAL ACTUATION FUEL ON
Figure 4-17. Propeller Governor and Torque Oil System
i. Install propeller assembly on engine and install peller controls; however, the total function of the
mounting bolts. Torque bolts to 1200-1500inch- engine controlsystem is so completely integrated and
pounds. coordinated that allcontrol components are discussed
j, Carefully screw oil transfer tube (beta tube) under this heading.
into the piston. Use caution to prevent damage to oil
transfer tube.
k. Installbolt and locknut which locks oil transfer FUEL CONTROL UNIT
tube (beta tube) piston head.
to
i. Check propeller for oil leaks, using unfeather- MODEL 690A/B airplanes, serial numbers 11100 thru
ing pump. 11542, except 11431 have a Bendix fuel control unit in-
m. Install propeller spinner and torque screws to stalled on engine Model TPE-331-5-251K. Model 690B
35-40 inch-pounds. airplanes, serial numbers 11431, 11543 and subs have
n. Perform operational check of propeller and aWoodward fuel control unit installed on engine Model
engine in accordance with instructions outlined in this TPE-331-5-252K (refer to Figure 4-16A). The fuel
section. control unit is attached to the rear of the fuel pump
assembly and is driven through a fuel controldrive
gear,in the reduction gear section. Disassembly of the
fuel control unit by field maintenance activities is not
ENGINE CONTROLS recommended. The fuel control unit has two manual
inputs; the underspeed governor and main
control
metering cam control shafts. The underspeed governor
Engine controlcomponents are part of the basic engine shaft control arm is connected directly to the condi-
and supplied by the engine manufacturer. Some of tion lever bellcrank by a push-pull cable and is inter-
these controls may be appropriately identified as pro- connected with the propeller governor by mechanical
4-40
PROP PITCH CONTROL
Q
O
PROPELLER PITCH
fi
CONTROL SHAFT
~7‘RTG PIN
PROPELLER PITCH
CONTROL POINTER
RIG PLATE
O
PROPELLER P~CH
CONTROL PROTRACTOR
X24 49
O
POWER LEVER
ARM ASSEMBLY
tul~ MANUAL FUEL

VALVE POINTER
MANUAL FUEL
VALVE SHAFT
9~ ~MANUAL FUEL
VALVE PROTRACTOR
NOTE:
APPLICABLE MODEL 6906
AIRPLANES SERIAL NO’S.
X2450
11431, 11543 AND SUBS.
Figure 4-17A. Power Lever Control
4-41
linkage. Movement of the power lever forward of compressor housing. The valve, a dual solenoid
FLT IDLE isolates the underspeed governor from the type, requires momentary electrical power to position
control system and allows engine speed to increase the valve in the fuel on or fuel off position, and is
by the propeller governor or fuel
until it is limited mechanically latched in Either position. The fuel
control unit overspeed governor. The main metering solenoid shutoff valve acts as a shutoff valve in the
cam lever is actuated by mechanical linkage from the line from the fuel control unit to the fuel nozzles. It
propeller pitch servo valve. Movement of the power has a manual shutoff capability, to be used for emer-
lever moves the pitch servo valve control arm and the gency purposes only.
main metering cam control lever simultaneously.
After the fuel control unit manual controls have been FUEL FLOW DIVIDER AND DRAIN VALVE FILTER.
positioned, according to the desired operating condi- (Refer to Figure 4-16B. The fuel flow divider and
tions, the remainder of the control unit functions are drain valve are located on bottom of the compressor
automatic. The fuel control unit meters the correct section. The flow divider directs fuel to the primary
amount of fuel to theprimary and secondary nozzles and secondary fuel manifolds and nozzle assemblies.
during three phases of operation; starting acceleration, Inlet fuel to the flow dividers and drain valve is routed
ground operation (Beta mode), and flight operations through a filter to ensure clean fuel is available for
(propeller governor mode). The fuel control unit re- all phases of operation. Should the filter become
spends to the rpm at which it is driven,compressor clogged, fuel bypasses the filter and flows directly
discharge pressure (P3), and to the position of the to the primary and secondary fuel manifolds and
main metering valve and underspeed governor shafts, nozzle assemblies, sustaining en~jne operation.
The fuel schedules are adjusted by compressor inlet
temperature (T2) and compressor inlet pressure (P2) UNDERSPEED GOVERNOR. Flyweights, reacting to
ton Woodward fuel control units only) (refer to Figure the effects centrifugal forces, constitutes the
of
4-16A Sheet 2 of 2). principle of underspeed governor operation. The
governor which is driven by the fuelcontrol unit drive
FUEL PUMP ASSEMBLY. (Refer to Figure 4-16A.) shaft, is attached by its rotating shaft to a fuel meter-
The engine-driven fuel pump assembly, located on ing valve within the fuel control unit. Condition lever
the fuel control drive pad on the input housing assem- position determines the engine speed at which the
bly, is driven through a fuel control drive gear in the governor flyweights are free to react to the centrifugal
reduction gear system. The fuel pump assembly in- forces of rotation and modulate the fuelmetering valve
corporates a boost pump, a high pressure pump and a according to engine speed and power requirements.
pressure relief valve (applicable Model 690A/B, serial When the power lever is moved between reverse and
numbers 11100 thru 11542, except for 11431). On FLT IDLE, the propeller blade angle is changed by
Models 690B, serial numbers 11431, 11543 and subs repositioning the propeller pitch servo valve. The
the Woodward fuel control unit incorporates a boost tendency of the engine to lose speed because of pro-
pump, high pressure pump, a pressure relief valve, peller pitch change, is sensed by the underspeed gov-
a fuel filter, a fuel filter bypass valve, and an anti- ernor flyweights, and the fuel metering valve opens
icing lockout solenoid valve. The engine-driven fuel to increase fuel flow to the engine. The resultant in-
pump assembly delivers filtered fuel to the fuel con- crease in engine power prevents a drop in engine
trol unit for metering. speed. When the power lever is moved forward of the
flight idle setting the fuel metering function of the
Fuel Filter and Filter Bypass Valve (Applicable to underspeed governor is phased out, and the propeller
Woodward Fuel Control Units only). governor assumes control of engine speed, and fuel
flow to the fuel control unit is regulated by the main
A fuel filter and filter bypass valve are installed metering cam.
within the fuel boost pump between the fuel pumps

and the fuel controlunit. If filter becomes clogged, OVERSPEED GOVERNOR. The overspeed governor
and causes a 12 psi pressure drop across the filter employs the flyweight principle of operation, and is
element, the filter bypass valve opens and provides driven bythefuelcontrolunit drive shaft. Flyweights,
a positive fuel flow to the fuel control unit. attached to a normally open rotating speed valve, are
calibrated to move the valve towards the closed posi-

Anti-Ice Lockout Solenoid Valve tion when the engine tends to overspeed. The main
purpose of the overspeed governor is to prevent en-
A temperature regulated anti-ice lockout solenoid gine damage resulting from an uncontrollable over-
valve protects the fuel filter from icing, and main- speed. It also eliminates the momentary overspeed
tains a minimum fuel temperature of fuel supplied that tends to occur before the propeller governor in-
to the fuel control unit. When fuel temperature decreases the propeller blade angle to absorb an in-
creases to 350F (20C)
thermostat opens the valve
a crease in engine power.
and fuel is directed to the oil/fuel heat exchanger
and then to the fuel controlunit. Under normal con-
ditions,fuel temperature above 350F (20C) fuel is PROPELLER CONTROLS

routed directly from pump assembly to the fuel con-
trol unit. The propeller controlsystem consists of a pitch servo
valve, propeller governor, and unfeathering valve.
FUEL SOLENOID SHUTOFF VALVE. The fuel sole- Operations of these three components are interrelated
noid shutoff valve is located on the left side of the and coordinated with the fuel control unit and the en-
4-42
GULFSTREAM SE~CTION IV
gine torque sensing system, to provide control of system and requires special handling during rentoval,
engine power and speed as established by the positions storage, and installation.
of the condition and power levers. During flight, the
propeller governor maintains a constant engine speed Removal
and power utilization, by variation of propeller blade
angle in response to changing flight conditions and Remove spimler dome. Remove safety bolt and nut
fuelflow. A propeller unfeathering pump, located in from front of propeller piston, and then remove flex-
each engine nacelle, provides oil pressure for pro- lock nut which secures oil transfer tube (beta tube) to
peller unfealhering (see Figure 4-17). propeller dome. Use caution to prevent loss of pro-
peller subassemblies. Special care should be exer-
PROPELLER PITCH SEflVO VALVE. This valve is cised to prevent bending or burring of the oil transfer
installedon the afl face of the reduction gear housing, tube as it is removed from the propeller piston and
in the exact centerline of the propeller drive shaft. propeller drive shaft. Always check the tip of the oil
A ported oil transfer tube (beta tube), attached to the transfer tube, especially in the last six inches of the
propeller dome piston, extends aft through the pro- tube, for evidence of metallic interference each time
peller shaft and fits into the sleeve of the propeller it is removed.
pitch servo valve. The pitch servo valve is inter-
connected with the propeller governor and manual Storage
feathering valve by cored oil passages in the reduc-
tion gear housing, which carries governor oil pump The oil transfer tube (beta tube) shall be cared for in
pressure to the pitch servo valve where it is routed the same manner precision micrometer. When
as a
through the oil transfer tube to the propeller dome, an oil transfer tube is placed in storage, even for a
An internal cam, actuated by the external control short period, it must be cleaned and preserved with a
arm of the pitch servo valve, varies the position of corrosion inhibitor and protected from the possibility
the valve in relation to the ports of the oil transfer of being scratched or bent. Special attention must be
tube to funlish manual control lever propeller pitch, given to protection of the tip areawhich penetrates the
when the power lever is located in ally position be- propeller pitch servo valve sleeve.
tween flight idle and full reverse. When the power
lever and condition lever are positioned for flight Installation
operation the oil transfer tube moves within the pitch
servo valve to route the propeller governor oil, flow Always clean the oil transfer tube (beta tube) and
to the propeller dome. The functions of the propeller carefully inspect it for scratches, burrs or bending at
governor and oil transfer tube are now integrated and the tip of the tube prior to installation. Lubricate the
propeller pitch is modulated to maintain constant transfer tube with engine oil before installation into
propeller speed and engine power utilization accord- the propeller drive shaft. When installing the oil
ing to the position of the engine controls, transfer tube in the engine be alert for metallic inter-
ference. Do not confuse the drag caused by O-rings
Manual Pitch Control with metallic interference. Thedifferencebetweel1
drag and metallic interference can be determined by
Illovement of the power lever between flight: idle and feel if the transfer tube is generously lubricated.
reverse manually regulates propeller pitch by posi- After installation of the transfer tube and with the
tioning the ported sleeve of the propeller pitch servo propeller in the full feathered position move the power
valve. Oil flow from the propeller governor is meter- lever through its full range of travel and carefully
ed through the ported sleeve of the pitch servo valve, check for evidence of interference. Maintenance
flows through the ports of the oil transfer tube to the personnel should also be alert for any evidence of oil
propeller dome piston, and establishes the desired transfer tube interference while adjusting the pro-
propeller blade angle by actuation of the pitch servo peller blade angle setting. If there is evidence of
mecha.nism. When the ports of the oil transfer tube metallic interference check the propeller installation
move out of alig~lment with the ports of the pitch servo for correct alignment: at the propeller drive shaft
valve sleeve, forward movement of the propeller doale flange.
piston is limited. This is the relative position between
the pitch servo valve and the oil transfer tube when PROPELLER GOVE’RNOR. The propeller governor
the power lever is located at flight idle, and cstab- is installed on accessory drive pad located on the
an
lishes the propeller low pitch limit. When rile power left rear of the reduction gear housing. An oil pres-
lever is moved from flight idle to reverse, the cam sure pump incorporated ill the governor, supplies
wtlich controls tile pitc!l servo valve changes the re- regulated high pressure oil or operating the propeller
lationship of the valve with the ported oil transfer pitch servo mechanism. Engine oil is internally di-
tube. Thepitch servo valve then moves forward with reeled to the governor through its high-pressure oil
the propeller oil transfer tube so that b’overnor oil pump inlet. Governor oil pump regulated pressure is
pressure can forc~: the propeller blades beyond the limited by an internaloil pressure relief valve, in the
low pitch limit and into the ncgnlive or reverse pitch propeller governor. The propeller govenlor utilizes
position. the flyweight principle of operation. Spring-loaded
ilyweights, actuated in response to variations in cen-
trifugal force caused by changes in engine speed,
01[L TRAT\TSFER TUBE (BETA TUBE). The oil tra!ls- move a slidiIlg valve wj.thin the governor which modu-
I‘c´•r. tu5e ij a vital component of t-l-le fnhPille control latt:s the oil transmitted to the p1´•opellcl´•
4-43
POWER PI~ANT NIAINTENANCE MANUBL COMMANDER
pitch servo mechanism. The engine speed, selected supplied by the unfeathering‘ pump that obtains its oil
by positioning the condition lever, is maintained con- from the engine oil tank. Lines from the pump direct
stant by increasing or decrensillg~ the propeller blade highpressure oil into a fitting onthe pitch servo valve
angle. Adjustable stops are provided in I:he propeller where it is routed to the propeller dome through the
governor for adjusting the range of engine speed con- oil transfer tube. An electric motor is used to drive
trol. The low-speed stop is set at 94 (f 0. 5) percellt the unfeathering pump and the pump is controlled by
engine speed. The setting at which the propeller the engine control switch, located in the overhead
governor assumes automatic control of propeller switch panel. The unfeathering pump will operate
speed and engine power, depending on power lever when the engine control switch is placed in the AIR-
position, is 96. 5 0. 5) percent with condition lever START RUN, or GND-START RUN positions. It is
at maximum. During takeoff and flight, engine speeds possible for the unfeathering pump to lose its prime
in excess of 100. 5 percent are controlled by the pro- when the pump is used in conjunction with propeller
peller governor high-speed stop. The propeller gov- blade angle adjustment and the engine oil tank is
ernor controlling range, between 96. 5 (f 0. 5) percent pimped empty. For this reason, propeller unfeather-
and the high rpm stop, provides the necessary control ing should be functionally checked after propeller
of engine speeds during all fli6r]lt conditions and corre- maintenance and blade angle adjustment is sccom-
sponds to the cruise and high Ppm positions of the plished. Limit the functional check of the unfeather-
condition lever. Synchronization of the propellers ing pump to a one-minute operation for cold oil and a
during flight is accomplished by adjustment: of the thirty-second operation for oil at operating tempera-
ture. Check that engine gear case sump is scavenged
appropriate condition lever.
to dipstick full mark by engine rotation by hand. This
PROPELLER FEATHERZNG VALVE. The propeller is to prevent the possible detrimentaleffect of accum-
feathering valve is installed on the reduction gear hous- lation of static oil on the main rotating group carbon
ing, between thepropeller governor and pitch servo oil/air seals.
unit. positioned so the normally open ports of
It is
the valve are aligned with the cored passage convey-
WOtB
ing governor oil pressure to the pitch servo valve.
The feathering valve extends aft through the reduction The starter may be used to rotate the
gear housing to expose the valve plunger connection engine if the vent valve is de-activated.
for attachment to the manual feathering cable. Move-
ment of the condition lever to emergency feather
actuates a dual cable assembly having a single attach PROPELLER BLADE ANGLE SETTING
point. The dual cables attach to the feathering
valve and manual override lever of the fuel shutoff There are two factory authorized propeller blade in-
valve. Movement of the condition lever to emergency stallations. The original factory delivered blades
feather and fuel off actuates these two components in were P/N LT-10282. The second installation is the
the correct sequence of operation as follows: the fuel factory approved STC-SA546CL. These blades are
shutoff valve unlatches, springs back to the closed identified by P/N LT-10673 (check log book and de-
position, and- shuts off all engine fuel; the feathering termine which propeller blades are installed on air-
valve plunger is pulled out to the feather position, plane). Installation, rigging, and procedures for
closing off the oil passage between the propeller gov- setting blade angles are the same; however, the blade
ernor and pitch servo valve, and opening a port to angle settings are different and they are measured
dump propeller dome oilinto the reduction gear hous- at different reference stations.
ing. As soon as governor oilpressure to the propeller
is shut off, the combined forcesof the propeller coun- The basic propeller blade angle setting is established
terweig´•ht centrifugal moment and the propeller fea- at the prescribed flight idle pitch limit for the pro-
thering spring push the propeller piston aft to feather peller installation. This setting is determined by the
the propeller blades. This empties the propeller relationship between the ports of the oil transfer tube
dome of controloil, which flows back through the and ported sleeve of the propeller pitch servo valve
propeller pitch servo valve and dumps into the engine when the pitch servo valve is in the flight idle position.
case. The propeller featheriag valve will operate Adjustment of the blade angle setting is accomplished
automatically when the engine is operating in a neg.a- by altering the position of the oil transfer tube (beta
tive torque condition. This Is accomplished by inter- tube) and must be performed each time the propeller
connecting the negative torclue pressure regulator with is removed. A check of propeller blade angle setting
the feathering valve so that a negative torque condition shall also be accomplished anytime the pitch servo
causes a governor oil pressure buildup across tile valve is replaced or associated engine controls rigging
feathering valve and moves it toward the feather is altered. Propeller blade angle should be checked
position. When the negative torque conditioll is cor- anytime the aircraft: tends to yaw just before touch-
rected an internal spring in the ieathering valve re- down. Measure propeller blade angles at the follow-
turns the valve to its normal position, allowing the reference station:
propeller to return to governor control.
PROPELLER BLADE REFERENCE
UNFEATHERLNG PUMP. Boosted pressure is
oil MODEL STATION
required to overcome the force of the propeller fea-
thering sprint; in order to move the propeller blades LT- 10282 at 30-inch Station
out of the feathered position. This oil pressure is LT-10673 at 42-inch Station
4-44 Revision 1
Blade angles are measured with the blade in a hori- c. Adjust the airplane linkage and input arms as
zontal position and leading- edge down. Correctblade required to meet the following table.
angle adjustment is important for proper engine ope-
ration. See rigging and testing procedures for proper WOTE
adjustments. Always approach the flight idle rig pin
position from maximum position and do
not slam the controls
ENGINE CONTROL RIGGING
POWER LEVER POSITION
Rigging of the engine controls consists of the proper
alignment and coordination of the control linkages QUADRANT FUEL CONTROL PITCH CONTROL
interconnecting the engine control components, and

correct adjustment of the cables and push-pull rods FLT IDLE Rig Pin (400) Rig Pin (400)
which actuate these controls from the engine control FWDTHRUST 104(+20) 100 (f 10) 1
quadrant. The multiple functions of the power and REV. THRUST O (f 30) Rig Pill (00)
conditionlever controlsystems are soclosely coordi- GND IDLE 250 or less
nated that a rigging check of both the interconnecting
engine control components and rigging of the power, d. Check power lever for smooth, free movement
and condition controls in accordance with the following in all ranges of operation and correct position of en-
instructions must be complied with whenever an engine gine controlcomponents for each corresponding posi-
component, controlled by the power or condition tion of power lever. Both tile left alld ribrllt ellgine
levers, is replaced or adjusted. Linkages intercon- main metering valve protractor angle must track
necting the engine control components are rigged by within 1 degree of eac!l other with matched airplalle
the engine manufacturer and will, in some cases, power lever positions.
require only checking prior to adjustment and con- e. Airplane controls must be adjusted as required
nection of the control lever cables to the engine con- to obtain 1/8 to 3/16 inch spring back, as measured
trolcomponents. Propeller blade angle settings shall on the quadrant cover, at FWD THRUST and at REV
be checked concurrent with the controlsystem rigging. THRUST ends of travel.

Operational check of the engine is mandatory after
rigging the engine control system or adjusting the RIGGING POWER LEVER CONTROL (BOTH ENGINES)
propeller blade angle setting. Model 690B airplanes, serial numbers 11431, 11543 1
and subs. (Refer to Figure 4-17A.) To rig the power
RIGGING. These instructions contain datafor rigging, lever controls, proceed as follows:
engine component interconnect linkage, engine air-
frame and propeller to engine, after components have a. Check Ulat cable housing at the quadrant end is
been installed. It also incorporates engine run checks, such that equal cushion is available at each end of the
fuel control trim data, flight test’checks and require- power lever stroke.
ments and post flight test corrective rigging and trim b´• Place cockpit power lever against the FLT IDLE
data. The entire instructions or selected portions stop.
can be used. In the instructions using push-pull
WOTP
cables, exercise extreme care in handling the cables.
(refer to the paragraph on cable handling). Power shaft pointer should be indicating
a protractor reading of 400 10).
RIGGING POWER LEVER CONTROL (Model 690A/B
airplanes, serial numbers 11100 thru 11542 except c. Check that movement of power lever is free in
11431). all ranges of operation.
d. Check adjustment of the control push-pull hous-
a. With flight idle rig pins in engine, slowly posi- ing attachment at the engine. There shoultl be a 1/8
tion power lever in cockpit against the flight idle stop, to 3/16 inch spring back at both ends of lever travel
as approached from the maximum position, and tighten
in the quadrant.
the quadrant friction lock. e. Pull power lever full aft to the REV TIIRUST
stop. The power shaft pointer shall align with the
WOTE 00 10) marking on the protractor.
f. Place the power lever in the FWD THRUST
Do not reset the following fuel control stop. The power shaft pointer shall align with the
fuel flow settings. Start, flight idle, 1000 10) marking on the protractor.
maximum power and specific gravity.
WOTE
b. Attach the rod end to the lever of the engine
pitch control, tighten rod end fittings and hardware If power shaft pointer does not align
and remove rig pins, properly, as outlined in steps e. and
f., proceed as follows:
WOTE
Do not move push-pull cable or link- g. Loosen bolt retaining the rod end to the pro-
age, but adjust rods or rod ends to peller pitch control lever and relocate the bolt and
match lever on the engine. serrated plate along the slot in the lever.
Revision 1 4-45
FLIGHT IDLE RIG PIN HOLES
20
1
I
MAXIMUM STOP
ADJUSTMENT
o~
MINIMUM STOP
ADJUSTMENT APPROXIMATE
APPROX 20/0 l~io SPEED
SPEED PER TURN NRUTREP
MAIN METERING VALVE CONDITION LEVER QUADRANT
POWER LEVER QUADRANT (UNDERSPEED GOVERNOR ADJUST)
(DO NOT ADJUST MAXIMUM STOP)
SPECIFIC GRAVITY
ADJUSTMENT
~Cig
MAXIMUM POWER
ADJUSTMENT O
~L Si
APPROXIMATE
12 TO 15 PPH
INCREASE PER
~;f
TURN CLOCflWISE
OG 8s
e~O
OVERSPEED GOVERNOR
ADJUSTMENT (LOOKING
AT BOTTOM OF CONTROL)
APPROXIMATE
1/4 TURN CLOCKWISE
FOR SPEED INCREASE
O
FLIGHT IDLE
ADJUSTMENT
APPROXIMATE
2 PPK INCREASE
~3: PER CLICK
CLOCKWISE
START FLOW ADJUSTMENT

NOTE: INCREASE PER CLICK
START FUEL FLOW:
COUNTERCLOCKWISE TO TEE MAXIMUM STOP WILL
PROVIDE APPROr=IMATELY 2/3 PPH PER CLICK.
FOR CONTROLS WITH NUMBER 40 OR D40 ETCHED
ON TOP OF START FLOW VALVE, THE FLOW
CHANCE IS APPROXIMATELY 2 PPH PER CLICK.
24 112
Figure 4-18. Fuel Control Adjustments (Sheet 1 of 2)

4-46
PROP GOVERNOR STOPS

MAXIMUM
UNDERSPEED GOVERNOR
MINIMUM
QUADRANT ONOPPOSITE
ARM D (POWER LEVER) SIDE OF CONTROL
o
O
1
MICRO-ADJUSTMENT
o olti I (ARM A)
08
ARM G
(SPEED LEVER)
~I
ARM B
ARM A
LINK E
/I
LINK F
ARM G
I j
m,
I 1
__
ARM C
II
I
ISEE VIEW1
PITCH CONTROL
MICRO ADJUSTMENT
i.
I~
SECTION A-A
VIEW 1
ROTATED 1800
COUNTE RC LOC KWISE
2~112
Figure 4-18. Fuel Control Adjustments (Sheet 2 of2)

4-47
SECTION nT GULFSTREAM
HIGH SPEED STOP

PROP
GOVERNOR
I ARM C ~’i´•´•´•´•-´•´•´•´•´•....
use LO, i
ii
i K~
i:
i/
t
r------ :I~ii
.I
USG SHAFT
Hnxll IIYIN.
i LOW SPEED STOP

3 r
LINK H ji
USG SHAFT
PROTRACTOR
CONCENTRIC SHAFT ASSEMBLY LOWERINNER

SHAFT LEVER
UPPER INNER
FT LEVER
PROP GOV __
MANUAL
HIGH ADJUST- FUEL VALVE
SHAFT
UNDERSPEED GOV
RESET ADJUST I...
C´•i-´•- i
ts:iT’,
i::iII
SHAFT UNDERSPEED
UPPER OUTER I
i GOVERNOR
SHAFT LEVER
i t~i!t´•1
PROP PITCH
CONTROL SHAFT
´•-----i~
C----~s
1 i LOWER OUTER
SHAFT LEVER
NOTE:
AIRPLANE SERIAL NO’S
11431, 11543 AND SUBS.
LOWER INNER
PROP GOV
SHAFT LEVER
RESET ADJUST
(TO PROP GOV)
X2452
Figure 4-18A. Condition Lever Control

4-48
AND PROPELLER
690A/690B
TURBINE CASE
(REF)
UNDERSPEED
GOVERNOR ARM
PROPELLER PITCH ,COMPRESSOR CASE

CONTROL ARM (REF)
j
PROPELLER
FEATHERING
VALVE
ITT COMPENSATOR
(REF)
ENGINE FUEL
SHUTOFF VALVE P
Figure 4-19. Engine Control Linkage

4-49
h. Adjust the m~dmum and minimum limits of e. Airplane controls must be adjusted as required
the power lever travel. to obtain 1/16 to 1/8 inch spring back, as measured
Recheck power lever movement, repeating pro- on the quadrant cover, at the high rpm position,
cedures outlined in steps b. thru f., as many times as

necessary to properly rig the propeller pitch control RIGGING CONDITION LEVER CONTROL (BOTH
lever. ENGINES) Model 690B airplanes, serial numbers
j. Place power lever in REV THRUST position. 11431, 11543 and subs. (Refer to Figure 4-18A.)
Power shaft pointer shall be aligned with 00 10) To rig the condition lever controls, proceed as follows:
mark onpower shaft protractor. Verify that manual
fuel valve pointer is aligned with 00 10) mark on a. Check that cable housing at the quadrant end is
manual fuel valve protractor. such that equal cushionis available at each end of
k. Place power lever in FLT IDLE and FWD the condition lever stroke.
THRUST positions. Power shaft pointer shall be b. Place cockpit condition lever against the LOW
aligned with 400 10) and 1000 10) marks on RPM stop.
power shaft protractor. Verify that manual fuel c. Ensure that engine linkages for the underspeed
valve pointer indicates corresponding readings on governor shaft and propeller governor lever will
manual fuel valve protractor (f 10). travel from minimum to maldmum stops.
d. Position the power lever so that manual fuel
WOTI
valve pointer indicates 180-200 on the manual fuel
valve protractor (refer to Figure 4-17A).
The relationship between the power e. Ensure that underspeed governor shaft is
pitch control and manual fuel valve against the minimum stop. Check adjustment of the
are set by the en~ine manufacturer underspeed governor setscrew, located upper end of
(AiResearch) during engine dyno runs. concentric shaft assembly, ensuring it is in contact
If the relationship requires adjustment with shoulder of the manual fuel valve lever. If re-
refer to Linkage Rigging and set screw is not contacting shoulder of manual fuel
Adjustment procedures, within this valve lever, make necessary adjustments.
se ction
WO~E
Ensure that throughout the range of travel,
with power levers matched at the quadrant, both This establishes the point at which
right and left engines have identical protractor the underspeed governor would be
readings, picked up by the power lever, to
start resetting the underspeed gov-
RIGG~G CONDITION LEVER CONTROL (Model ernor to a higher rpm, as the power
690A/B airplane serial numbers 11100 thru 11542 lever is moved to reverse, during
except 11431.) ground operation.
a. With the engine fuel control condition lever at f. Movepropeller pitch control shaft to the full
the low rpm stop, position condition lever in cockpit reverse position (go). The underspeed governor
against the LOW RPM stop and tighten the quadrant shaft angle should be 160 20) less than the under-
friction lock, speed governor shaft angle indicated, when the under-
b. Attach the left engine push-rod and the right speed governor shaft is against the maximum rpm
engine propeller synchronizer rod ends to the lever stop.
on the respective engine fuel control condition lever,
WOTE
tighten rod end fittings and hardware.
c. Adjust the airplane linkage and input arms as To adjust the degree of travel of the
required to meet the following table: underspeed governor, adjust the posi-
tion of the rod end connection along
CONDITION LEVER POSITION the slot in the underspeed governors
serrated arm, and the length of the
QUADRANT FUEL CONTROL PROP GOVERNOR connecting link between the serrated
High 42 (r 20) Maximum Stop arm and the concentric shaft assembly
Low 5 30) lever.

Cruise 28 (r 30) Minimum Stop
with micro- g. Check adjustment of propeller governor reset
adjustment on by holding the underspeed governor shaft against the
Arm A contacting maldmum rpm stop and ensuring that the propeller
Arm G (see governors high adjustment screw contacts the tab on
Figure 4-18). the inner shaft arm. Adjust as required.
d. Check condition lever for smooth, free move-
ment the full range of travel between low and

through WOTI
high rpm and correct position of engine control com-
ponents for each corresponding position of condition The propeller governor high adjustment
lever, screw is the propeller governor high stop.
4-50
690A/690B AWD PROPELLER
h. underspeed governor against the min-

Place the NOTE
imum rpm stop (condition lever position LO RPM) and
align the propeller pitch controlpointer at 350 380 The fuel solenoid valve must close
on the propeller pitch control protractor (the manual prior to actuation of the manual fea-
fuel valve protractor may be used) (refer to Figure ther valve.
4-17A).
i. Ensure that propeller governor reset adjustment Problems with lever cushion or symmetry must be
screw contacts the lower, inner shaft stops. Adjust corrected with the airplane linkage and the enginein-
as required. put amis. Lever lengths control angular travel, and
input lever position on the shaft centrals cushion.
WOTE
Service the engine with approved lubricating oil. (See
This adjustment resets the propeller the latest Factory Service Letter No. 170). Adjust
governor above the normal 100~ rpm the fuelcontrol to the specific gravity of the fuel being
setting, eliminating the possibility of used.
governor interference to Beta control
of the propeller during landing. OIL TRANSFER TUBE (BETA TUBE) INSTALLA-
TION AND PROPELLER BLADE PITCH SETTING.
j. push-pull housing attachment
Check tile control
at theengine, ensuring that a 1/8 to 3/16 inch spring Measure propeller blade angle at the following ref-
back occurs at the fLI RPM position of the condition erence station:
lever.
k. Check the condition lever. lor free smooth PROPELLER BLADE RE FERENCE
movement throu~fithe full range of travel between MODEL STATION
LO ItPM and HI RPM positions.
i. Ensure that throughout the range of travel, with LT- 10282 at 30-inch Station
condition levers matched at the quadrant, both right LT-10673 at 42-inch Station
and left engines have identical protractor readings.
Measure all angles on all blades. Blade being checked
EMEIZGENCP CONTROL (CONDlTION LEVER) must be in a horizontal position with leading edge down
a. Position the condition lever in the cockpit a. Install the propeller beta tube until threads are
against: the low rpm stop and tighten the quadrant approximately flush with the propeller dome piston
friction lock, threads.
b. Place emergency push-pull cable shaft in re- b. Move the cockpit power lever to the takeoff
traded (sllorlened) position at shaft: housing anchor position and return to the flight idle stop. Tighten
bracket, on top of engine. Adjust bulkhead fitting of the quadrant friction lock.
shaft housing to anchor bracket so one thread is ex- c. Zero propeller protractor on the propeller hub.
posed oil check nut. Adjust rod end on cable shaft, d. Rotate cockpit engine start switch to the AIR
laking care not to turn shaft in ]lousing, until it aligns position. (This energizes the unfeathering pump.
with thecockpit push-pull rod end, and install aCtach-
ing hardware.
c. Adjust push-pull cable bulkhead fitting ~it anchor
WARNING
bracltet, immediately above fuel shutoff valve, so
threads at lower check nut are exposed approximately
0. 35 iiich (see F1~ures 4-11) and 4 -20). Place fuel sol-
Fnoid shutoff valve manual lever in the open position Do not push in and rotate switch to the
detent (Icver down), adjust, cable rod end to align with ground position, as this energizes the
the lever, and install altachill~ hardware, starter. Stc?lld clear of the propeller
d. Lilt Ihe coclcpil condilion lever handle, move during these checks.
to the full enlerb´•ency fcntfier position. Check to en-
sure l)lat tile luel soj.enoid shutoff valve lever is in e. Adjust beta tube to obtain the following blade
tire closed posilioll detenl (lever up) and that a min- angle:
imunl of 1/16 incll syring !,ack, as measured on the
qunctr:li;l: cover, esisls. Tiglltt~ln the y~cadral;l frictio;l PROPELLER BLADE BLADE ANGLE
lock. Inslall ’orii. end of Ihe l~alhering cable to en- MODEL AT FLIGHT LDLE
gine feather vnhr? f~llilger witlt a washer orl each side
of plunger illside tile lork. Secure wilf~ I~ardwaro alld LT-10282 at 13.50 ~f 0. 20)
torcluo nul to 60 inch-pounds with fork straight in line LT-10673 at 6.0" (r 0. 50)
with p!ungc?r. ~djust check nuts orl bulkhead filling ai
leather cxl,le anchor br;tcket. until feather valve NOTLE
plunger (see Figure 4-10).
is extended 0. 28 to 0. 38 inch
e. Check condition lever emer6´•ency portion for Turn tile beta tube clockwise to de-
frecdom oI movelllunt, correct posilionin~ of control crease tile blade angle and counter-
components, proper alignnlPnl and spring back, clockwise to increasl the blade angle.
Rovisi~::n 1 4-51
SHUTOFF VALVE OPERATION

FROM AUTOMATIC TO
MANUAL OFF. VALVE MAY
OVER-TRAVEL AVAILABLE
CLOSE ANYWHERE IN THIS
FOR FEATHER VALVE
RANGE.
OPERATION AND RIGGING
410
OVER-TRAVEL
180
900
0Ol j´• v//~/n MANUAL OFF
AUTOMATIC
INDEX MARK
OPERATING I \\L"J I I WHEN INDEX MARK IS

LEVER I I VERTICAL (AS SHOWN),
VALVE IS IN AUTOMATIC
POSITION
FUEL SHUTOFF VALVE
113
Figure 4-20. Fuel Shutoff Valve Rigging
f. Cycle power lever below and above flight idle, ENGINE RUN. All engine runs (except start) are to
return power lever to flight idle and recheck probe with the environmental system ON, selector on
peller blade angle. Readjust beta tube if necessary. BOTH, and TEMP as desired. Motor the engine, with
g. Turn cockpit engine start switch to OFF. the ignition disconnected and with the fuel shutoff valve
h. Install beta tube attaching hardware. inlet line ported overboard, until sufficient fluid has
i. Check oil level. If low, rotate the propeller by passed through the engine fuel system to purge it of
hand to pump oil back to tank. calibration fluid and air. Reconnect the ignition and
replumb the fuel line.
j. Propellers supplied by Hartzell are pre-set to
thefeather, reverse, and start lock position blade Verify the calibration of the horsepower indicating
angles. These blade angles should be checked in system on both the right and the left engnes.
order listed. Check part number of propeller blades.
a. From the Engine Log Book obtain the AiResearch
Propeller Blade Propeller Blade Form DSC-8001-1 for each en~ne. Plot on graph
P/N LT-10282, P/N LT-10673, paper the horsepower vs. torque pressure data from
measured at 30- measured at 42- the DSC for each engine. (Separate plots for each
inch reference inch reference engine.) (This plot will be a straight line.)
Position station. station. b. Installdead weight instrument tester in the
a
pressure line to the horsepower transducer located

Feather +900 (f 0. 50) +77.90 (f 0. 50) in the upper firewall.
Reverse 80 (f 0.50) -14" (f 0. 50) c. From theplotted DSC data for the particular
Start Lock +2.50 (f 0.20) -8.70 (f 0. 50) engine, read high end torque pressure (600 to 700
a
hp) that can be easily and accurately set on the dead

To check the reverse blade angle, repeat the general weight tester. Set this pressure on the dead weight
instructions as outlined in preceding steps b., c., d., tester and read the cockpit indicator as precisely as
and g., with the cockpit lever in the full reverse possible. Compare this reading to the value on the
position. DSC for the pressure set. Record the set pressure
4-52 Revision 1
GULFSTREAM SECTION nr
690A/69QB AMD PROPELLER
and the horsepower readings from the plot and the b. Turn on aircraft power and adjust the potentiom-
indicator. eter on the tester until a reading of 850 to 9000C is
this set up for low end torque pressure indicated the cockpit indicator.
d. Repeat a on
(50 to 150 hp). c. battery switch on the tester to the off

Switch the
position and read the change in ITT reading on the
NOtE
cockpit indicator. This reading must agree with the
If the cockpit indicator is more than compensator value listed in the DSC-8001-1 form for
the particular engine.
5 hp in error, readjust the transducer
d. if the difference read on the cockpit indicator
to the smallest possible error at each
doesn’t agree with the compensator value on the DSC-
point taken. Re-verify the indicator
8001-1 form, readjust the compensator until the
readings after each adjustment, if the
cockpit indicator agrees with less than
difference does agree.
a 5 hp error, remove the test equipment
and re-install tile pressure line between e. Repeat steps a. through d. on the remaining
the en~jne and the horsepower transducer. engine.
Initial Engine Operation

e. Repeat steps b. through d~ for the remaining
en~ne. Perform Initial Engine Operation per Figure 4-21.,
Engine Ground Check-out.
Verify the value of the ITT compensator with the value
specified in the DSC-8001-1 forms for the particular The following parameters are the maximum operating
engines. limitations and are not to be exceeded.
WOIIP SHP (Maximum Continuous): 700 rig point 2-1/2

percent tolerance for
Thisrequires the use of the AiResearch torque limiter and
compensator tester per AiResearch indicator system;
Service Information Letter P331-62. red line set at 717.5).
a. Install compensator tester between aircraft 1TT: Starting 11490C for 1 second;
harness and the ITT compensator. 9230C (Maximum Continuous)
Revision 1 4-53
ACFT NO: GROUND START
DATE: A.P.U. BATTERY: FIRST START:
TIME OF DAY: (ITT LIMIT 11490C) LH RH
O.A.T. (OF): TIME (FIG 4-20):

ALT (PRESS): RESID. ITT:
RUN NO: MAX. ITT:
GROUND TAKEOFF POWER CHECK POWER LEVER SYMMETRY

HP ITT Fuel P/L TO MAX? (CONDITION LEVER HI)
Flow YES NO LH RH KNOB SPLIT:
PREDICTED: BOOSHP:
LH 300 SHP:
RH 400 SHP:
500 SHP:
TEST LIMIT LH RH
OVERSPEED GOVERNOR: 104.5 105.5
HORSEPOWER LIMITER SYSTEM: Fuel Flow Drop

FLIGHT IDLE FUEL FLOW: 98.0 99.0
UNDERSPEED GOVERNOR MIN: 69.0 71.0
UNDERSPEED GOVERNOR hlAX: 96.0 97.0
PROP GOVERNOR HI: 99.5 100.5
PROP GOVERNOR LO: 93.5 94.5
UISE POWER SEPARATION: 92.0 93.0
COMMENTS AND, OR CHANGES REQUIRED PRIOR TO NEXT RUN OR FLIGHT:
Figure 4-21. Engine Ground Che~k-out

4-54
Prop RPM: 100 0.5) percent Maximum Continuous; (a) Condition lever Low.
100.5 percent to 101.0 percent for 5 min- (b) Power lever FLIGHT IDLE
utes; 101.0 percent to 105.5 percent for (c) NTS TEST switch DEPRESS and
30 seconds; 105.5 percent to 106.0 per- HOLD
cent for 5 seconds; never exceed 106.0 (d) Engine start switch AIR position.
percent Observe NT S light ILLUMINAT ED.
(e) Engine start switch GROUND
a. The aircraft must be parked headed DIRECTLY position.
INTO THE WIND. Observe NTS light EXTINGUISH
b. Check the negative torque sensor power lever as start is initiated.
control operation as follows: (f) NTS TEST switch RELEASE.
(g) At step 5, of Figure 4-22, ensure
WO~I that the beta pressure is available.
This is the proof that the torque
This check may be made at any time sensor has returned to the positive
prior to, or concurrent with, the engine position.
start.
WOIE
1. Depress NTS TEST (negative torque sen-
sor) switch for the engine being checked. If the NTS test is unsatisfactory, cor-
2. Rotate engine start switch to AIR start rect the discrepancy following the out-
position and observe that the NTS check light line as noted in item (b) above. In
illuminates. addition, if the
engine NTS is suspected,
3. Slowly move the power lever to the contact the AiResearch Representative.
GROUND IDLE
position and observe for NTS
check light extinguish. The light must not ex- d. Run the engine in accordance with Figure 4-22
tinguish until the power lever is just behind the and record the required data. Run engines approx-
FLIGHT IDLE stop, and prior to GROUND imately 20 minutes prior to taking records to permit
IDLE. TACH warm-up; after props
are unlatched, power
4. Slowly return the power lever to the runs (reference the
following step e. Step b., of
FLIGHT IDLE position and observe that the NTS Maximum Power Setting under Preflight Ground Test
check light illuminates. The light must illum- and Settings, and step d., of Power Lever under Pre-
inatebefore the power lever reaches the flight Ground Test and Settings) may be made during
FLIGHT IDLE stop. this time. Horsepower limiter system OFF or
blocked.
NOTE
WOTE
Any failure of the system to perform
as specified above indicates a malfunc- The fuel purge system will not totally
tion in the system, such as: faulty purge unless a minimum engine rpm of
wiring, inoperative unfeather pump, 95 percent is attained during the ope-
defective NTS pressure switch or light, rational cycle.
improper rigging, broken oil line(s),
inoperative solenoid valve or defective e. During the
engine run, perform the following:
propeller pitch control. Correct the Read the Scott temperature gauge to determine outside
malfunction and retest before proceed- air temperature. Set 29. 92 in the altimeter and read
ing with the engine operation. If the the pressure altitude. Turn OFF all unnecessary
malfunction is in the wiring, visually electrical and hydraulic loads. Set engine condition
inspect the potting compound on the lever to HIGH, slowly advance the power lever to the
NTS check valve and pressure switch maximum continuous, shaft
horsepower or inter tur-
connectors. If potting is deteriorated, bine temperature limits
specified. Stop advancing
replace it with silicone RTV- 102 sealer. the power lever at the point where a limit is reached
and tighten the quadrant friction lock. Record the
shaft horsepower, inter turbine temperature and fuel
c. NTS (negative torque sensor) check at engine flow. From the curves presented in Figure 4-26
start,
determine the predicted shaft horsepower, inter tur-
1. Initiate engine start per instructions in bine temperature and fuel flow for the outside air
the Flight Manual.
temperature and ramp pressure altitude. On shaft
horsepower (700) limited conditions, the inter turbine
WOPE temperature and fuel flow (pounds per hour) should be
equal to or less than shown in Figure 4-26, Sheets 2
Make start with the HLS (horsepower and 3. On inter turbine temperature (9230C) limited
limiter system) turned OFF or blocked. conditions, the shaft horsepower should be equal to
Log outside air temperature, pressure or greater than, and fuel flow(pounds perhour) should
altitude and residual inter turbine tem- be equal to or less than shown in Figure 4-26, Sheets
perature prior to start. 1 and 2.
4-55
f. For engine shutdown, do not use the normal After making any fuel flow adjustments, data per
electrical start-stop switch, but check the condition engine run, step d. must be re-checked.
lever emergency rigging as follows: With the power
lever at flight idle and condition lever at low, lift the a. Start-Flow Adjustment
condition lever handle and slowly move into the emer-
gency range. Continue condition lever movement and W0T8
insure that the fuel flow drops to zero before the pro-
peller attempts to feather. If the sequence defined, The following procedures are appli-
in that the fuel flow drop MUST BE FOLLOWED by cable to those airplanes powered by
feathering, is not obtained, re-rig the emergency ModelTPE-331-5-251K (AiResearch)
control system per steps a., through e., of the engines, equipped with a Bendix Fuel
Emergency Control (Condition Lever) procedures, Control Unit.

and re-test. If the system checks satisfactory, no
further test is required. The must be at ambient tem-
perature for this test.
i. Start the engine and observe the time, in

CAUTION
seconds, from ignition tinter turbine tempera-
ture rise) to ground idle speed (70 percent).
Actuation of the manual feather valve 2. If the time is within the limits shown in
willresult in a fuel accumulation inthe Figure 4-23 and inter turbine temperature does
engine combustor plenum and may re- not exceed the start limits, adjustment is not
suit in tailpipe fire and smoke. It is required. When possible, both engines should
recommended that the engine control be adjusted to start within five seconds of each
switch not be placed in the ENG OFF other.
position until engine cools wellbelow 3. If the time is less than or greater than
3000C to prevent combustion, or that shown on Figure 4-23, check the propeller
the purge electrical connector be dis- blade angle on the latches.
connected for this test. 4. If the blade angle is correct, adjust the
start flow.
g. Check the unfeathering system as follows: 5. Allow the engine to cool to ambient tem-
Place the power lever below GROUND IDLE tin re- perature before repeating steps I. through 4.
verse), condition lever at LOW, rotate the engine
start switch to the AIR start andobserve that W0T0
position
the propeller locks drop in place. The following procedures are appli-
cable to those airplanes powered by
ModelTPE 331-5-252K (AiResearch)
engines, equipped with a Woodward
WOTE
Fuel Control Unit.
Do not depress the NTS TEST switch.
Return startswitch to OFF and power The engine does not have to be at
lever to GROUND IDLE. ambient temperature for this test.
h. If the preceding run shows all points are within 1. Start the and observe the time, in
the tolerances specified, proceed with the Preflight seconds, from zero RPM to ground idlespeed
Ground Test and Settings. If governors are out of (70 percent).
tolerance, reset and
re-rig in accordance with the 2. If the time is within the ma~dmum limit
Engine Rigging and Adjustments procedures, prior to of 60 seconds, light-off (ITT rise) occurred
making fuel schedule settings except start flow. within 10 seconds of IOqb RPM, and inter-
turbine temperatures did not exceed the start
limits, start-flow adjustments are not required.
WOTE
NOTE
If all rpm check points are on the high
or low side of the tolerance, the tacho- Iflight-off does not occur within 10
meter may be in error. Interchange seconds of 10 ~o RPM engine starts
tachometers and recheck before pro- should be aborted.
ceeding.
3. If time is greater than 60 seconds check
i. Immediately after engine run, recheck flight idle propeller blade angle on the latches.
blade angle and reset if required. 4. If blade angle is correct, adjust the
start- flow.
Preflight Ground Test and Settings tH. L. S. OFF or 5. Repeat steps 1. thru 4. until start Limits
Blocked). are met.
4-56
POWER CONDITION
CONDITION LEVER LEVER DATA REQUIRED TOLERANCE
1. Auxiliary Power FLIGHT IDLE LOW RPM Time from ignition Refer to Figure
Unit Start to steady idle RPM. 4-23. for start
time Limits
2. Overspeed Governor FWDTHRUST HIGHRPM Engine Speed 104.5 to 105.5 qb (a)

103. Oto105.5~o (b)
CAUTION: When performing this check, do not allow engine speed of 101.0 to 105.5 percent in
excess of 30 seconds, 105.5 to 106.0 percent in excess of five seconds or 106.0 percent
at any time.
3. Flight Idle FLIGHT IDLE HIGHRPM (a) Fuel FlowandRPM Refer to Note:.
Fuel Flow (Pounds LOW RPM (b)
per hour)
NOTE: Adjust fuel flow as necessary to obtain required rate of descent and to increase RPM
between 98 percent and 99 percent.
4. Unlatch Prop Slight Rev. HIGH RPM

THRUST
5. Horsepower Limiter LOW RPM Fuel Flow and RPM

System Drop
Propeller off-locks. Advance power lever as required to obtain 100 percent RPM with condition
lever in HIGH RPM position.Depress switch momentarily.
6. Underspeed Governor GND IDLE LOW RPM Engine Speed: Move 69.0 to 71.0
Minimum power lever from GND
IDLE towards REV
THRUST until fuel now
has increased 10 pph
from minimum ITT
fuel flow.
7. Underspeed Governor GND IDLE HIGH RPM Engine Speed: Move 96.0 to 97.0 O/o (a)
Madmum power lever from GND 96. 5 to 97.5 O/o (b)
IDLE towards REV
THRUST until fuel now
has increased 10 pph
from minimum ITT
fuel now.
NOTE: Oil temperature must be 660C to 800C for prop governor RPM checks.
8. Prop Governor 500 Shaft HIGH RPM Engine Speed 99.5 to 100.5 O/o (a)
High (Maximum Stop) Horsepower 99.0 to 100.5 O/o (b)
9. Prop Governor 500 Shaft HIGH RPM En~jne Speed: Reduce 93.5 to 94.5 O/o (a)
Low (MinimumStop) Horsepower condition lever setting 95.0 to 96.0 ~b (b)
until no further change
in speed is ob-
enej~ne
tained (refer to Note.)
Note: The tolerance value listed should be obtained prior to reaching condition lever
mid-travel position.
Fieu~e 4-22. Engine Run Oata Cho~t (Sheet i of 21

4-57
POWER CONDITION
CONDITION LEVER LEVER DATE REQUIRED TOLERANCE
10. Cruise Power 500 Shaft 96 ~70 Reduce power lever 92. 0 to 93.0 O/o
Separation Horsepower to minimum inter
turbine temperature
plus 10 pounds per
hour fuel flow towards
reverse.
11. FuelPurge GND IDLE LOW RPM Engine speed rise RPM rise of approx-
System imately 5 percent for
appro~mately 1
second on normal
electrical shutdown
(refer to Note:.
NOTE: This will not necessarily occur if en~ne has not been operated above 950/0 RPM
prior to shut-down.
(a) Model 690A/B airplanes, Serial Numbers 11100 thru 11542 except 11431.
(b) Model 690B airplanes, Serial Numbers 11431, 11543 and subs.
Figure 4-22. Engine Run Data Chart (Sheet 2 of 2)
WOTE horsepower). Determine power lever position

when inter turbine temperature or fuel flow
The start-flow adjustment affects all (pounds per hour) stop increasing. Mark tape.
schedules and should be set prior to
final adjustment of flight idle and max- WOTLi
imum power.
Always approach this conditionwithin-
b. Maximum Power Setting (H.L.S. OFF, but creasing powerlever. This defines the
operational and noted. See step d., under Initial corner of the main metering valve with
Engine Operation. the flat and must be a 98 (f 20) (see

1. Apply tape to the quadrant between the Figure 4-27). On some engines, the
power lever, main metering valve may be
corner
2. Start the engines and unlatch the props. available from Cult stream American
3. Advance the power lever to takeoff shaft Corporation, Customer Service De-
horsepower (700) or inter turbine temperature partment, Bethany, Oklahoma 73008;
(9230C) limit, and mark the tape. if so, the procedure outlined above
4. Actuate thehorsepower limitertest switch may be omitted. The step 4., proced-
and move the power lever slowly to the max- ure is for use in ambient temperatures
imum position(donot exceed 9230C or 700 shaft of 590F and above.
4-58
120
100 MAXIMUM START TIME REGARDLESS OF POWER

USED TO START.
AREA OF ACCEPTABLE START TIME AS LONG

AS START TEMPERATURE LIMIT IS NOT EXCEEDED
80 THE FINAL CRITERIA IS NOT TIME BUT
TEMPERATURE; TIMES LOWER THAN THAT SHOWN
FOR COOL-COLD DAYS MAY STILL PRODUCE
GOOD HOT DAY STARTS BELOW THE MAXIMUM ITT
LIMIT. THIS IS THE ULTIMATE GOAL!
O BUT EXPERIENCE THUS FAR HAS INDICATED
60
THAT START TIMES BELOW THAT SHOWN FOR
COOL-COLD DAYS HAVE PRODUCED HOT STARTS
ON WARM HOT DAYS.
NOTE: START TIME IS DEFINED

40
ASTKAT TIME, IN SI~OP-WATCH SECONDS,
E TO ACCELERATE FROM IGNITION TO IDLE RPM.
20
i YO~e
Applicable to those airplanes powered by

Model TPE-331-5-251K (AiResearch)
en~jne, equipped with Bendix Fuel Control
Units
-20
-40
20 30 40 50 60 70
START TIME SECONDS
Figure 4-23. Start Time Accelercition
4-59
5. Block off the

horsepower limiter system d. Power Lever
at the fuel IN line for all further testing until Symmetry: Power lever symmetry cannot be finalized
engines are finalized by rigging and flight tests, prior to setting the maximum power and flight idle
6. With ambient outside air temperature that since both the levels affect the slope of the increasing
is horsepower limiting, adjust the maximum power lever schedule. Refer to Figure 4-27 which
power setting as req~lired from Flight Test shows the effect of flight idle and maldmum power in
Procedures. Withambient outsideairtemp"r- the symmetrical power lever response zone.
ature that is inter turbine temperature limit- i. Start the engine and position the condition
ing, increase or decrease the maximum leverstoHIGH.
po~rer to obtain 9230C maximum at maximum 2. Unlatch the propeller and move the power
power lever position, levers towards TAKEOFF, loading the engines
test for other to 200 shaft horsepower indicated.
7. Repeat engine.
3. Record the power lever spread in fracl
tions of a knob.
WOTO 4. Repeat steps 2 and 3 at 300, 400 and 500
shaft horsepower.
The object of the above
adjustment pro-
cedure is to provide a maximum fuel
flow setting during torque limit am- WOTI
bients to permit the required maximum
p3werchecks (see Flight Test Proced- The oil temperature of both engines
ures); with the power lever in the full should be equal for this test 660 to
maximum position without exceeding the 800C.
9230C inter turbine temperature limit.
Once this is accomplished, maximum 5. The maximum knob mis-match is 1/3
fuel flow can then be adjusted to provide I~nob including control system hysteresis.
the limit inter turbine temperature at, This must be verified by flight. The engine is
or slightly prior to, the main metering now ready for test flight.
valve cam corner position as deter-
mined in preceeding step b. 4, for the e. Bleed Air High Pressure System Leak Check:
altitude power checks as required by This check is to prevent loss of power due to
the Flight Test Procedures. uncontrolled bleed air loss from the engine.
WOIP
WOTI
This check requires back to back checks
On temperature limited
inter turbine of engine data and must be accomplished
days, once the ground maximum power with the least possible change in ambient
lever maximum inter turbine tempera- temperatures and pressure. No more than
ture is set, perform only the altitude a f 20F change in ambient temperature
checks (reference Flight Test Proced- shall be allowed.
ures), andset maximum power adjust-
ing accordingly except do not decrease
inter turbine temperature power ad- 1. Install a blocking plate on the bleed air
justments from that established on the outlet port on the combustor section of both
ground. This may be between the bleed air
line and the engine or in place of the bleed air
c. Flight Idle line on the
engine port.
I. Start the engines with the condition lever 2. a ground run and establish 100
Conduct
speed low and power lever at flight idle. percent "0.2 percent rpm and set an even
2. Advance both condition levers to high and horsepower below horsepower limit or ITT
note the fuel flow on each engine (propeller on limit. If the day is warm enough to become
latches). ITT limited on the ground, set an even horse-
3. Adjust flight idle fuel now to obtain 98 power below that power which the enEjne be-
percent to 99 percent rpm. comes ITT limited. i.e., 600, 620, 640 hp
4. Flight idle is now set. No further ad- etc.
justment can be made prior to flight check of 3. Record OAT, RPM, HP and ITT for both
the sink rate and descent characteristics. en~nes.
Flight idle flow cannot be observed when its

level is below theengine required to run since WOTE
operation will be on the underspeed governor
in the beta mode. Read ITT as accurately as possible.
4-60
CULFSTREAM SECTION nr
4. Shutdown both engines and remove the

blockilig plates
installed above in step e.l. WOTI
Reconnect the bleed air lines as normal.
5. Repeat ground run per step e.2. Select The deicer system distributor
pressurization control "OFF/RAM" during valve located in the area of the
this ground run. Set up the same RPM and vacuum regulator, normally
horsepower as recorded in step e.3. exhausts air which should not be
6. Record OAT, RPM, HP and ITT for mistaken for a leak. On Model
both engines. 690A and Model 690B, serial
7. Compare the ITT values for the two numbers through 11415, this
runs for each particular engine. i.e., compare valve is inboard of vacuum regu-
left engine before and after and compare right later. On Model 690B, serial
engine before and after, numbers 11416 and subsequent,
the valve is above the vacuum
system regulator and exhausts

WO~E
overboard.
OAT must be within f 20F. A differ-
ence in either step e.3., or e.6.,
between right engine and left engine 9. If difference of less than 20C is noted,
a
data does not indicate a bleed air the high pressure side of the bleed air system
system problem. Only compare left is satisfactory.
engine before with left engine after
and right before with right Maximum Power
en~jne after data.

a. Set the maximum power adjustment one turn de
8. If a difference in before and after ITT crease counter-clockwise for each three degrees of
readings of more than 20C is noted, a bleed main metering valve protractor angle below that.estab-
air leak is present between the port and lished instep b. 4. of P reflight Test and Settings, or any
the bleed air valves at the jet pumps. This proportionof: 1/3turn=onedegree. If maximumpower
leak must be found and repaired and the bleed is low, increase fuel flow accordingly.
air check repeated. There are five areas where b. Below 9230C at ma~mum altitude attained; in-
bleed air leaks have occurred and should be crease start flow 5 clicks and decrease maximum
checked initially as follows: power 1/4 turn for each 100C increase required to
(a) Check gasket between flex hose meet 9230C (2 clicks with number 40 or D40 valve).
assembly and bleed air port on both c. Over 1/3 knob power lever split at maximum
engine cases. altitude attained; (both engines reach 9230C below
Check O-rings and clamps at both ma~mum power lever angle). Decrease start flow
(b)
forward and aft connection of the three 5 clicks and increase maximum power 1/4 turn for
bleed air shutoff valves (immediately each 20 power lever angle increase required. (2
forward of jet pumps). clicks with number 40 or D40 valve.) Flight configu-
(c) Check gaskets at both forward ration of this setting is required.
and aft connection of the direct bleed
air bypass valve (Model 690A only). WOTE
(d) Check seal on shaft between di-
rect bleed air bypass valve and its See Figure 4-29 for establishing re- I
actuator motor. This shaft is exposed lationship between start flow and
and seal leakage may be detected with maximum power setting on altitude
operating (Model 690A only), power.The arbitrary method of use-

(e) Check all gasket and O-ring ing the m~udmum power adjustment
joints in instrument vacuum system to provide power at altitude can re-
regulator (Fuselage Station 209, above suit in saturation of the limiter sys-
baggage compartment on right side of tem to such an extent to cancel the
aircraft), limiter effectiveness.
4-61
FLIGHT IDLE FUEL FLOW
240
i:: !::::i:: :I: i 1
i ::I´•´•; i´•´•´• ii i
220
i
i: i: i
200
pt i
pt
I
160 tl"l"-f´•lllllllltl:
3
i i
140 ii i..:
I i
i
;jiiii-.
i
-i:.
120
j-j
i ti
100
0 20 40 60 80 100
OUTSIDE AIR TEMPERATURE OF
Figure 4-24. Flight Idle Fuel Flow

4-62
AND PROPELLER
ssoA/ssoB
Cruise Power Adjustment tortion of the linkage system from excessive force
input).
a. If cruise power adjustment is required, shorten
prop governor lever arm A, Figure 4-18, in accord- Figure 4-18 depicts the general arrangements of the
ance with step d.12. of Fuel Control Underspeed linkage system. The linkage is not connected until
Governor, OverspeedGovernor, andPropellerGov- the stops have been set.
ernor, to set the underspeed governor to the high

side of the tolerance as required by step d. 10. of the a´• Fuel Control UnderspeedGovernor Stops (Refer
same paragraph. to Figure 4-18).
1. With link E disconnected, secure the prop-
governor lever against the high-speed stop.
WOTB 2. Place the quadrant condition lever at the
high position.
Flight confirmation of this change is 3. Move the fuel
controlunderspeed governor
required. to the maximum stop and attach the aircraft
linkage (see Figure 4-19).
Flight Idle Adjustment 4. Check the linkage at the quadrant condi-
tion lever low to ensure that the underspeed
no~a governor contacts the minimum stop. Adjust

the aircraft linkage-lever-ratio adjustment as
If a post-flight maximumpower adjust- required.
ment was made, the flight idle setting 5. Start the engine.
was affected. One turn clockwise on 6. When the engine speed has stabilized, ad-
the power requires three
maximum vance the condition lever slowly to the high
clicks counterclockwise on the flight position. Note the maximum engine speed if
idle adjustment to set flight idle to the the speed is not within the tolerance (96. 5 0. 5
pre-adjustment level. rcent speed).
$f Retard the conditionlever to the low posi-
a. Reset the flight idle to correct for maximum tion. Note the minimum engine speed if the
power adjustment. speed is not within the tolerance (70 1 percent).

b. If flight idle flow is too low, adjust flight idle
one click clockwise for each 2 pph differencebetween
flight testvalues recorded in Flight Test Procedures. WOTE

c. Zf the flight idle flow is too high, adjust the
flight idle one click counterclockwise for each two To make certain that the position of the
pph decrease required. The flight idle flow required condition lever in steps 6. and 7. is
is an empiricalnumber derived from aircraft exper- truly the maximum or minimum speed
ience. It is not permitted for the power levers to be setting, and not an increased rpm due
pulled past the flight idle stop to define in-flight flow to excess fuel, move the power lever
requi re ments. slowly toward reverse point of
until the
minimum inter turbine temperature is
Miscellaneous Trim Adjustments found, then load 10-pph towards reverse
(see d. 6., and 7., of the Initial Engine
Any changes required as a result of flight testing Figure 4-22 Engine Run
Operation,
should be made utilizing the applicable portions of the Data chart).
preceding procedures or the methods outlined in the
Engine Rigging and Adjustments Procedures. 8. Shut the engine down andadjust the under-
speed governor stops to obtain the specified
speeds.
ENGINE RIGGING AND ADJUSTMENTS PROCE- Maximum stop adjustment one turn clockwise
DURES (Model 690A/B airplanes, serial numbers results~in an approximate one percent decrease
11100 thru 11542 except 11431.) in speed.
Minimum stop adjustment one turn clockwise
Fuel-Control Underspeed Governor, Overspeed Gov- results in an approximate two percent rpm in-
ernor, and Propeller Governor crease speed.

in
9. Start the engine and check the speed-gov-
The fuelcontrol underspeed governor is connected to ernor stop settings by moving the condition
the propellergovernor by linkage so that movement lever through its extremes of travel.
of the conditionlever resetsbothdevices. It is neces-
sary that the high- and low-speed stops on each gov-
ernor be properly set before installing the linkage. WOIE
The relative movement of each governor arm is ad-
justed so that the full travel of condition lever pro- Make certain that the stops, on the
duces full variation of each governor setting. Proper quadrant, do not interfere with the
rigging also insures that full travel of the system is setting of the speed-governor stops by
limited by the stops on the fuel control rather than by unduly limiting the condition lever
the stops on the prop governor (thus insuring no dis- movement.
4-63
10. The underspeed governor protractor against the high-speed stop, restart the engine
should read 42 2) degrees when the maximum and repeat steps 6., 7., and 8. Continue
stop is properly set, The protractor should not making this adjustment until the prop governor
be adjusted. maintains the engine speed at 100 d+ 0. 5) percent.
b. Fuel-Control Overspeed-Governor Setting (Re- 10. Stop the engine and secure the prop-gov-
fer to Figure 4-18,. ernor arm against the low-speed stop.
1. Recheck the propeller latch blade angle, 11. Start the engine and repeat steps c. 6. and
reset if required, and retest overspeed gover- 7., but with the condition lever in mid position.
nor on engine rpm. The prop-governor should maintain the engine
2. If blade angle is within tolerance, reset speed at the desired minimum setting, 94 (f 0. 5)
overspeed governor with the adjustment screw percent. Adjust the stop screw as necessary to
as shown on Figure 4-18., to bring within the obtain the desired setting.
limits specified of 104.5 to 105.5 percent. d. Interconnecting Linkage(Underspeed Governor/
Propeller Governor). (Refer to Figures 4-18 and
4-25B.) I
i CAUTION
cnunou
I i. Secure link E to the third hole from the
shaft end of Arm B, shown in Figure 4-18.
2. Adjust Arm A to the center of its adjust-
Be sure jam nut does not rotate while ment range and secure link E to Arm A.
adjusting the alien screw. 3. Adjust link E until the maximum under-
speed governor stop and the maximum prop
c. Propeller Governor Stops (Refer to Figure governor stops are contacted simultaneously
4-18). with the microadjustment screw in Arm A set
Steps 1 through 9. may be combined with step a., to its mid-adjustment position.
under Fuel-Control Underspeed Governor, Overspeed 4. Lock the jam nuts on link E.
Propeller Governor if the oil tempera- 5. Move the linkage until Arm G contacts the
Governor, and
ture is within limits stated below, minimum prop-governor stop with the micro-
1. With link E disconnected, secure the adjustment screw on ArmA in contact with Arm
prop-governor arm against the high-speed stop. G. The underspeedgovernor protractor reading
2. Start the engine. should be 28 (f 30).
3. Determine that the oiltemperaturehas 6. If the protractor reads less than 250,
stabilized at 660C to 800C before adjusting the lengthen Arm A and reset the microadjustment
prop governor. (Cold oil makesthe speed to contact the maximum stops simultaneously.
setting higher than hot oil. 7. If the protractor reading is greater than
4. Place the condition lever against the 310, shorten Arm A and reset the microadjust-
I HIGH RPM stop position, ment to contact the maximum stops simultan-
5. Move the power lever slightly aft of the eously.
I FLT IDLE position to release the prop-blade 8. Repeat steps 6. and 7., as required
until the requirements of 5. are accomplished.
locks.
6. Move the power lever slowly toward the 9. Start the engine, unlatch prop and check
I FWD THRUST position while observing the en- the maximum-speed stops by setting the power
gine speed. Note the ma~imum speed which lever to 500 shaft horsepower and then to l0-pph
can be attained regardless of the amount of ad- reverse load with the condition lever at high.
vancement of the power lever. Engine speed should be 96. 5 0. 5) percent.

10. Advance the power lever to the 500 shaft
horsepower position and retard the condition
lever tothe minimum prop governing speed 94.0
CAUTION
0.5) percent and then advance the condition
lever to 96 percent speed. Retard the power
Do not exceed a turbine speed of 105.5 lever to l0-pph reverse load. The en~jne speed
the maximum allowable inter
percent, must be 92.5 0.5) percent speed.
turbine temperature, or the shaft 11. If requirements of 9. and 10. are met,
horsepower limits during this check, proceed to the Fuel- Control Power- ~ever/Pitch-
Control Linkage procedures.
7. Return the
power lever to a position 12. If adjustment is required, shut the engine
I slightly aft of the GNDIDLE and then stop down and reposition Arm A and reset the length
the engine. I as follows:
8. For each percent of speed reached in If the engine speed is too high, loosen the rod
step 6. more than the 100 percent, turn the end bolt at the governor end of link E, break
prop-governor high-speed stop one turn clock- the locknut on lever length adjustment, lengthen
wise. For each percent of speed less than 100 the adjustment arm on the prop governor one
percent, turn the high-speed stop one turn turn, tighten the locknut, tighten the rod-end
counterclockwise. bolt and adjust the link E, or microadjust-
9. With the prop-governor arm still locked ment, 80 that the maximum stops are contacted
4-64
CONDITION LEVER RIGGING
110
PE~OP
t MWEIMUIM -ST~IP-
j I
100
S~ioq f I
90
t
80
i
i r
o
f
io
w 70
la
o
P;
i
~3´•
60
0 10 20 30 40 50
SPEED LEVER QUADRANT ANGLE, DEGREES
Figure 4-25. Condition Lever Rigging

4-65
0.5 INCH
ONE INCH DIAMETER

MACHINED SURFACE
(CONCENTRIC SHAFT
ASSEMBLY HOUSING)
PROPELLER
PITCH
CONNECTING
CONTROL
ROD ASSEMBLY
ARM
O II II
II
LOWER-OUTER
SHAI"r ARM
II O
PROPELLER
PITCH
CONTROL
SHAFT
ARM AND
POINTER ASSY
t
J -I
RIGPLATE~ ~sr I wkpp
d ’C~’IA9
RIG SLOT
O
PROPELLER
DIMENSION A ------~I I PITCH
RIG PIN CONTROL
PROTRACTOR
NOTE:
APPLICABLE MODEL 690B
AIRPLANES SERIAL NO’S
11431. 11543 AND SUBS.
CONNECTING ROD
ASSEMBLY
POWER LEVER
ARM ASSEMBLY
MANUAL FUEL
VALVE POINTER
o~
UPPER-OUTER
LEVER ARM
MANUAL FUEL
VALVE SHAFT MANUALFUEL (CONCENTRIC
VALVE PROTRACTOR SHAFT ASSY)
X24 53
Figure 4-25A. Rigging Propeller Pitch Control to Power Lever Shaft
4-66
NOMINAL ADJUST 1 INCH
ROD END BEARING
HIGH SPEED STOP
PROPELLER
GOVERNOR
ARM
t i
´•,.j II
PROPELLER::.:i’ii
GOVERNOR
ARM
LOW SPEED STOP
I. . . .I’
LINK H/ PROPELLER PITCH CONTROL
NOTE:
AIRPLANE SERIAL NO’S
11431. 11543 AND SUBS.
~-st--´•
0 20
70 TO 170
LOWER INNE
SHAFT LEVER
X24 51
Figure 4-258. Rigging Linkage Between Propeller Underspeed Governor (Sheet 1 of 2)

4-67
NOTE: UPPER INNER

APPLICABLE MODEL 6900 CL LEVER WITH ARM F SHAFT LEVER ARM
AIRPLANE SERIAL NO’S AT 65~0 ENGINE SPEED
11431, 11543 AND SUBS.
MANUAL FUEL
VALVE
´•. . .i ´•d I
I ;I
i´•´•l.´•~´•´•´•´•´•´•
"L
890 TO 910
I’""’
:i.i
I~
’.I
1 4/
:´•´•´•´•´•´•.I i 140 TO 240
´•~.I/
r: CL ARM F AT 650/0
ENGINE SPEED
i
a. i
ARM F LINK J
MIN SPEED STOP

UNDE RSPE ED
MAX SPEED STOP GOVERNOR SHAFT
X24 54
Figure 4-258. Rigging Linkage Between Propeller 8 Underspeed Governor (Sheet 2 of 2)
4-68
simultaneously. If the engine speed is too low, controlarm and move the serrated plate until
shorten the adjustable arm and reset link E or the pitch-control quadrant reading is 100 10)
micro adjustment to contact the maximum stops when the fuel control power lever is onthe
simultaneously, maximum stop.

13. Repeat steps 9. through II. as required 2. Recheck the FLIGHT IDLE with rig pins
until the linkage satisfies the speed-setting re- and readjust micro adjust screw as required.
quirements of 10. All tolerance is in the pitch-control angle.
14. Check the jam nuts on the push rod and Recheck maximum per step i.
insert the cotter pins in the castellated nuts. 3. Move the linkage to zero degrees. Back
the fuel-control minimum power lever stop out
Fuel Control Power Lever/Pitch Control Linkage as required to allow insertion of the pitch-con-
trol rig pin at the 0-degree position.
The fuel-control power lever is connected to the pro- 4. Insert the cotter pins and lockwire the
peller-pitch that movement of the aircraft
control so stops.
power lever resets both devices. The steps outlined
cover the entire rigging of these components. Any
steps that do not apply to a specific rigging situation ENGINE LINKAGE AND ADJUSTMENT PROCEDURES
may be omitted. (Model 690B airplanes, serial numbers 11431, 11543
a. Pitch Control (Refer to Figure 4-18). and subs.)
1. Mount the plate, quadrant and spacer on
the serrated shaft as shown in SectionA-A using Rigging Propeller Pitch Control to Power Lever
nut as shown in View 1. Shaft. (Refer to Figures 4-17A and 4-25A.) To rig
2. assembly on the serrated
Position the propeller pitch control to power lever shaft, proceed
shaft so that the pointer approximately
with as follows:
centered in the arm, the rigging hole is as
closely aligned as possible with the 0-degree a. Loosen rig plate and protractor screws.
rigging hole in the plate with the shaft rotated b. Rotate and hold propeller pitch control shaft
to its maximum clockwise position. full clockwise.
3. Repositionpointer withthe adjustment
the c. Position arm and pointer assembly on propeller
bolt so that a O. 125-inch diameter rig pinwill pitch control shaft with pointer rig hole aligned as
slip freely throughthe rig-pinhole inthepointer closely as possible with 00 rig slot in rig plate.
and into the 0-degree hole in the plate. Tighten Secure arm to shaft.
locking nut. d. Insert rig pin through pointer and 00 slot in
b. Connecting Push-Rod (Refer to Figure 4-18). rig plate. Align zero on protractor with tip of pointer
1. Determine the distance from the center of and the propeller pitch control shaft rotated full clock-
the pitch-controlshaft to the center of the power wise. Secure rig plate and protractor with attaching
lever shaft, using calipers or a ruler or another washers and screws.
suitable measuring device. e. Removerig pin, rotate propeller pitch control

2. Adjust the push-rod assembly so that the shaft counterclockwise to 400. Insert rig pin.
distance from the center of one rod-end to the Pointer and rig slot must be aligned at 40".
center of the other rod-end is the same as the f. Remove rig pin, rotate propeller pitch control
dimension determined in step b. 1. shaft full counterclockwise. Check for freedom of
3. Connect the push-rod assembly to the rotation and that shaft rotates a minimum of 100o
pitch-control arm using the bolt, spacer, wash- travel.
ers, and nut (see Figure 4-19). g. Measure from center of propeller pitch control
c. Fuel-Control Power-Lever (Refer to Figure shaft to the machined surface on the concentric shaft
4-18). assembly. Add 0.5 inch and record (dimension A).

1. Insert the rig pins in the fuel-control h´• Adjust connecting rod assembly so that distance
quadrant and the pitch control qua- from center to center of rod end bearings is same as
power lever
drant at the 40-degree position. dimension A (f 1/64 inch).
2. Mount to the power lever shaft
Arm D i´• Connect rod assembly to propeller pitch control
nut so that the slot in arm and lower-outer shaft lever.

using the bolt, washer and
the flat serrated portion of the arm is aligned
with the hole in the rod-end bearing. WOTE
3. Adjust the pitch-control microadjustment
Final checks of correct rod lengths
as required to align the rod-end with the slot in
Arm D. shall be made with proper torque
on attaching nuts (refer to Figure
4. Connect the push- rod assembly to the arm,
with bolt, plate, washers and nut so that the 4-16).
distance from the shaft is approximately the
same as the pitch-control lever-arm length, j. Measure the distance between centerline of
inner shaft of concentric shaft assembly and center-
d. Adjustment (Refer to Figure 4-18).
1. Remove the rig pins and the power
move line of manual fuel valve shaft (dimension B).
lever to maximum. Loosen the nut on the fuel k´• Adjust connecting rod assembly so that distance
4-69
720
i. -!--i
ss0
660
i
640
soo
580
560
540
520
i:?
600
´•i
i i i i-ii
i´•
480
:i::!::i iti-i
i i ;::t:::::i::’! :~i iW´•?

460 :.i i iii i-i
’:::i
~jri
:if;
:I:::::::I::’::::::::: 1 i ii
i i
440 i´•´•´•i *-i
"-´•-r--~-i
4ao
a
I: :;
400
:i::
::::j:::i:::´• i
j
380
-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110
OUTSIDE AIR TEMP (OF)
Figure 4-26. Ground Run Maximum Power Check (Sheet 1 of 3)

4-70
COMMANDER MA1NTENANCE MANUAL POWER PLANT
690~/690B AND PROPEL~ER
930
j
j::l:li :"1´•´•’´•´•;´•´•´•I j .:l:,:::::i :::I: f i I)::::
920
i:::::1:::’::"~ i.
910
l::l::t::~::::’i
;-i
900
890
i i´•´•l-
i´•i´•´•i i fi i
880
[-i-´•´•i´•-´•: 1
Ei i´•iq´•´•´•: I:::: i
e
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160
-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110
Figure 4-26. Ground Run Maximum Power Check ISheet 2 of 3)

4-71
520
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180
-40 -30 -20 -10 o 10 20 30 40 50 60 70 80 90 100 110
Figure 4-26. Ground Run ~aximum Power Check (Sheet 3 of 3)

4-72
from center to center of rod end bearings is same as torque limits.) Note the engine
rpm as limited by
dimension B (f 1/64 inch), the propeller governor high stop.
i. Position propeller pitch control pointer at 00
and insert rig pin. NOTE
m. Rotate manual fuel valve shaft so that the pointer
is at 00 mark on the manual fuel valve protractor. It is not necessary to obtain takeoff
power for this check.
NOTE f. Move the power lever to GND IDLE position

Maintain this relative position during (minimum fuel flow), and the condition lever to LOW
installation of connecting rod assembly. RPM position. Note the engine rpm as limited by the
underspeed governor low stop.
n. Attach connecting rod assembly to upper-outer g´• Shut down the engine according to procedures
lever arm of concentric shaft assembly. outlined in the Pilot’s Operating Handbook.
o. Position power lever arm assembly on splines h. Adjust the propeller governor high stop and
of manual fuel valve shaft so that connecting rod as- underspeed governor high and low stops, using rpm
sembly can be easily connected, with minor adjust- values obtained in steps d., e., and f., and recom-
ments of the power lever arm assembly vernier ad- mended engine rpm tolerance values, called out in
justment. Figure 4-22.
p. Remove the rig pin from propeller pitch control
pointer and check for correct rigging of propeller NOTE
pitch control and manual fuel valve. Compare protrac-
tor readings at REV THRUST (Oo), FLT IDLE (400), To increase the rpm value of the
and FWD THRUST (1000) propeller governor high stop, turn
the high speed stop adjusting screw
clockwise. One turn clockwise will

NOTE
increase rpm value approldmately 10/o.
If comparisons are not within toler-
ances 10), recheck dimensions To increase the rpm value of the
A B, and lengths of connecting underspeed governor high stop, turn
rods. the MAX adjustment screw counter-
clockwise. One turn counterclock-
Condition Lever Rigging Propeller And Under-
To wise will increase rpm value approx-
speed Governor. (Refer to Figures 4-18A and 4-25B.) imately 2.5qb.
It is necessary that the high and low speed stops on
each governor be adjusted so that full travel of the To increase the rpm value of the
quadrant condition lever will produce the desired rpm underspeed governor low stop, turn
variation from each governor. These stops are ad- the MIN adjustment screw clockwise.
justed by running the engine before the linkage be- One turn clockwise will increase rpm
tween the two governors is connected. To rig the value appro~mately 2.5qb.
condition lever to the propeller and underspeed gov-
ernors, proceed as follows: i. After adjustments have been completed, repeat
procedures outlined in steps b. thru h. until stops
a. Remove the connecting rod Oink H), that connects are at the acceptance rpm values.
the governor to the lower-inner shaft arm

propeller j. Secure the propeller governor arm to the pro-
of the concentric shaft assembly, and secure the propeller low rpm stop.
peller governor arm against the high speed stop. k. Start the engine in accordance with procedures
b. Start the in accordance with procedures outlined in the Pilot’s Operating Handbook and obtain
engine,Operating Handbook.
outlined in the Pilot’s normal oil temperature.
i. Move the condition lever to the HIGH RPM
position and take the propellers off the locks.
NOTE
Allow oil temperature to stabilize at

normal values before attempting to
adjust the propeller governor. ~T1 CAUTION
c. Move the condition lever to the HIGH RPM

position and unlatch the propellers. Do not exceed malrimum temperatures
d. Position the power lever to GND IDLE position while maldmum rpm is being stabilized.
(minimum fuel flow) and note engine rpm, as limited

by the underspeed governor high stop. m. Advance the power lever until maltimum rpm
e. Move the power lever forward to FLT IDLE is stabilized.Note rpm as limited by the propeller
position to a level of power where the RPM is con- governor low stop.
trolled by the propeller governor. (Do not exceed n. Shut down the engine in accordance with pro-
4-73
POWER LEVER RIGGING
120
R´• b~ET HLGB
too
33I -:i I-:I I i: i: ii i_:il~l:- I

so
nD
I
;rt
s so
1
Fre
O
1
j
i
I-ii
40
i i
Pc
i
;I;
I-.::
20
i:l -i´•- -i´• :-i i: I:
I:
i i
o 20 40 60 80 100
POWER LEVER ANGLE, DEGREES
Figure 4-27. Power Lever Rigging

4-74
MAX. FLOW START

MAX. FLOW START FLOW FLOW COMBINED
AMOUNT 1 TURN 5 CLICKS 1/4 TURN +5 CLICKS
LTITUDE MAIN METERING VALVE MAIN METERING VALVE MAIN METERING VALVE
ANGLE OOC ITT ANGLE OOC ITT ANGLE OOC ITT
STANDARD DAY
SEA LEVEL 4 25 1 6 0 0
15K 3 17 Over 1 10 Under 1 6
20K 2 13 Under 2 12 Over 1 9
25K 1 10 2 15 Under 2 13
The combined adjustment increases or decreases power at altitude without changing sea level setting.
(a) I turn clockwise (increase) of maldmum flow adjustment will increase night idle fuel flow the equivalent
of 9 pounds- per hour.
(b) 5 clicks counterclockwise (increase) of start flow will increase night idle fuel now the equivalent of
3 pounds-per-hour.
SPECIFIC GRAVITY: 5 to 7 pounds-per hour/detent at Max. (T.O.) Power, Standard Day Sea Level
(identical effect as max. flow adjustment).
START FLOW: 20 pounds-per-hour m~mum adjustment range, approltimately 7 pounds-per-

hour/click change flight idle fuel flow the equivalent of 1
5 clicks will
click of the flight idle adjustment.
MAX.FLOW ADJUST: (a) 13-15 pounds-per-hour/turn at Max. (T.O.) Power, Standard Day Sea Level.
(b) 1 pound-per-hour equals 1.70C ITT change at Standard Day Sea Level.
(c) At sea level 4 pounds-per-hour equals 10 main metering valve angle change.
(d) At 25,000 feet 2.5 pounds-per-hour equals 10 main metering valve angle
change
(e) 1 maximum power turn changes flight idle fuel flow the equivalent of 2 to 3
clicks (6 to 9 pounds-per-hour) of the flight idle adjustment.
FLIGHT IDLE FUEL FLOW ADJUSTMENT:
1 click=3. Opoundsper-hour
Overspeed Governor: 4 percent rpm per turn

Underspeed Governor Low: 2 percent rpm per turn
Underspeed Governor High: 1 percent rpm per turn
2 clicks if number 40 or D40 start flow valve is installed.

Appro~mately 2 pounds-per-hour/click if number 40 or D40 start flow valve is installed.
Figure 4-28. Bendix Fuel Control Adjustment Table

4-75
~X"m
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0
TEIOZTSP~S OF FEET
PS
1, ALTITUDE
CHANGE VS
ITT
1 .tu,,, ad~rrment´• Od~li

coliigusation adjustment is
senwitivitjties.
le)ll5lorca~h2clib’ ’p
_
f
a
D40. and actual nominal adjugment
40
of number
or
e stimated
theoretical per~o]rmance
Yalues are based on
3~
Q,
r
y
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4 i:.-.ii
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30
C~
31
20
p, to
o
THOUSANDS OF FEET
PA
3 ITT CHANGE VS ALTITUDE
for each2 e~rks

is 5 clic~s
standard day atmosphere´•
~ddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddddst ment
Altitude data based
on
aow adjustment.
40 or D40 start
1.2. Based on number
D40. and actual
nomina~ adiustment Sensltiviiies.m
of number
40 OP
th~rerical I~Pformance
based on e stimuiod
Values are c~
3.
mrredrp mi-t
#~Z
cedures outlined in Pilot’s Operating Handbook. a. With friction controls off, check the power
o. Adjust the propeller governor low stop, using levers for smooth travelwithout binding and for sym-
metrical cushion at both ends of their travel. Power
rpm value obtained in step n. and recommended
value, called out in Figure 4-22. lever cushion should be 1/8 to 3/16-inch at both ends;
en~ne rpm tolerance
however, due to the fuel control power lever stop
tolerances, it may be possible to have up to 1/5 knob
WO’IE
mismatch at maximum power lever. Condition lever
To increase the rpm value of the cushion should be 1/16 to 1/8-inch at the high RPM
propeller governor low stop turn end and 1/18-inch minimum at the feather end. (Di-
the low speed stop adjusting screw mensions are at the quadrant surface.
clockwise. One turn will increase b. Check to insure the friction locks operate
the rpm value apprordmately l~o. smoothly and will hold lever position.
c. Zero the horsepower indicating system per the
p. Repeat steps k. through o, until the propeller Flight Manual.
governor low stop is set at the acceptance rpm value.
WO~I
Rigging Linkage Between Underepeed Governor and
Propeller Governor. (Refer to Figure 4-25B.) To Check the negative torque sensor power
rig the linkage between the underspeed governor and lever rigging by making the following
propeller governor, proceed as follows: observations. (This test may be run
concurrent with the following Engine
a. propeller governor arm is in-
Check that the Start Check.
stalled the propeller governor shaft, at a nominal
on
dimension of one inch between the centerline of the d. Depress negative torque sensor test switch for
governor shaft and centerline of rod end bearing. the engine to be checked.
b. Position the lower-inner shaft lever at an angle e. Rotate engine start switch to AIR START posi-
of ?O 170 counterclockwise from a line parallel to tion and observe negative torque sensor check light
centerline of the fuel control. illuminates,
c. Disconnect the connecting rod Oink H) that
connects the shaft lever and governor arm. WO~I
d. Ensure that propeller governor arm is against
the propeller governor low rpm stop. Do not rotate switch to the GROUND
e. Adjust connecting rod Oink H) to a length neces- START position.
sary to connect shaft lever and governor arm, main-
taining angle required in step b. f. Slowly move the power lever to GROUND IDLE
f. The underspeed governor should be spring-loaded position and observe negative torque sensor check
against the low rpm stop. light extinguishes. The light must not extinguish
g. Position serrated arm on underspeed governor until the power lever is behind the flight idle detent.
shaft at an angle of 140 240 counterclockwise from g. Slowly return the power lever to FLIGHT IDLE
a line parallel to centerline of fuel control. position and observe that the negative torque sensor
h. Disconnect the connecting rod Oink J) that con- che;ck light illuminates. The light must illuminate
nects the upper-inner shaft lever arm and arm F of before the power lever reaches FLIGHT IDLE.
the underspeed governor shaft.
i. Check that there is a 900 angle between the Engine Start Check
centerline of the upper-inner shaft lever arm and a
line from the centerline of the underspeed governor a. Complete the negative torque sensor system
shaft and the center of the concentric shaft assembly. check per the Flight Manual,
j. Adjust the connecting rod (link J) to a length
necessary to connect shaft lever and governor arm
maintaining angles required in steps g. and i.
k. Adjust the underspeed governor and propeller
governor reset stops in accordance with procedures
1 CAUTION
C*UTIO.
1
outlined in paragraph "Condditon Lever Rigging to
Propeller and Underspeed Governor", steps d. thru i. Do not fly the aircraft unless this check
is satisfactory on both engines.
FLIGHT TEST PROCEDURES. All aircraft opera-
tions are to be in accordance with the airplane flight
manual. Record all test data for later evaluation. b. Start the engines per the Flight Manual. All
parameters are to be per the Flight Manual with the
Control and NTS (Negative Torque Sensor) System addition that acceleration to ground idle is to be within
Check the requirements of Figure 4-23.
4-78
GULFSTREAM SECTION TV

AND PROPELLER
690A/690B
c. After engine is running and at operating

the Altitude Compensation Check
temperature, engine parameters displayed in the

all
aircraft should be checked to insure they are within a. A nolock power lever climb is required; how-
Engine parameters are highly ever, a maximum power check at 100 percent rpm
green are limits.
sensitive to engine temperatures and may require a may be made at any altitude where maximum shaft
recheck after flight if they are not within the limits. horsepoweravailable is less than 700 SHP. For this
check, the maximum 9230C inter turbine temperature
Horsepower Limiter Check should occur slightly prior to or at the maximum
power lever position.

If test is for engine change or fuelcontrol unit change,
the horsepower limiter bypass valve should be blocked WOTE
off for initial engine trim flight test. Then reconnect
horsepower limiter system bypass valve and confirm The maximum altitude for the max-
satisfactory operation byflight test. Check the horse- imum 9230C inter turbine temperature
power limiting system per the Flight
Manual. at maximum power lever is 10,000
feet with equal to, or excess inter
an
Overspeed Governor Check turbine temperature, available at high-

er altitudes.
Check the overspeed governor per the Flight Manual.
b. If unable to obtain the required maximum power
lever and maximum inter turbine temperature condi-
Emergency Lever Rigging Check tion, provide recordings for ground adjustment.
This check is defined by Emergency Control (Condi- Flight Power Check

tion Lever) underEngine Rigging procedures and is
to be accomplished if the type of flight requires it or Once power is reset per maximum power adjustment,
at the pilots discretion. (see Maximum Power Settings under Engine Rigging
procedures) from flight test data, no additional locked
Unfeathering Check power lever climbs are required. Also, no locked

power lever climb is required on inter turbine tem-
This check is defined by step g. of InitialEngine Ope- perature limited ground operational ambients.
ration under Engine Rigging procedures and is tobe
accomplished if the type of flight requires it or at the All flights except the final acceptance flight are to be
pilots discretion. made with the horsepower limiter system blocked off.
The horsepower limiter system must be operational
Governor Checks for the final acceptance flight. Steps a., b., c., and
d. will be last in order of accomplishment. Place
All fuel control and propeller governor checks are environmental selector on engine being tested.
defined by step Engine Operation proce-
d. of Initial
dures under Engine Rigging procedures, and may be a. Establish a twin-engine cruise at a pressure
rechecked at the pilots discretion. altitude of 31, 000 feet.
b. Set maximum power lever or 9230C inter turbine
Ground Power Check temperature and 100 percent RPM on one engine and
reduce power on the other engine to establish an air-
See Step e., of Initial Engine Operation procedures speed of 120 KIAS.
lunder Engine ControlRig.ging Procedures. c. If 9230C can be obtained, the engine should
meet the minimum allowable horsepower and not
NOTP exceed the maximum allowance fuelflow. (Log shaft
horsepower, inter turbine temperature and fuel flow.
Charts in Figure 4-26 (referenced in d. Repeat the procedure for the other engine.
steps a., b., and c. are requirements
to be met when a new engine has been WOTE
installed.
The 31, 000 foot check is required for
a. From Figure 4-26 determine the parameters the finalacceptance flight only, to in-
for the prevailing ambient conditions. sure that the 9230C inter turbine tem-
b. Place the condition levers at the high RPM and perature and shaft horsepower can be
advance the power lever to the maximum continuous obtained.
shaft horsepower to inter turbine temperature.
c. On shaft horsepower (700) limited conditions,
the inter turbine temperature and fuel flow should be e. Establish a twin-engine cruise at a pressure
equal to or Figure 4-26, Sheets 2
less than shown in altitude of 23, 000 feet.
and 3. On inter turbine temperature (9230C) limited f. Set maximum power lever or 9230C inter turbine
conditions, the shaft horsepower should be equal to or temperature and 100 percent RPM on one engine and
greater than, and fuel flow should be equal to or less reduce power on the other engine to establish a cruise
than, shown in Figure 4-26, Sheets 1 and 3. of 160 KIAS.
Revision 2 4-79
b, On one engine, slowly move the condition lever

WOTE into the EMERGENCY FEATHER range until the fuel
flow drops to zero.
On the quadrant tape, mark the power 1. Stop movement of lever, do not feather.
lever position on the engine being run The engine should go into negative torque sen-
at maximum power, sor mode of operation and RPM should drop to
the range of 20 percent to 30 percent.
g. If 923UC can be obtained, the engine should

meet the minimum allowable horsepower and not ex-
ceed the maximum allowable fuel flow. (Log shaft CAUTION
horsepower, temperature and fuel flow.
inter turbine
h. Repeat the procedure for the other engine.
i. Descent to 17, 000 feet pressure altitude and at Avoidoperation between 18 and 28 per-
180 KLC~S, repeat data same as for 23, 000 feet. (Log cent RPM except for transients occur-
shaft horsepower, inter turbine temperature and fuel ring during engine start and shutdown.
flow.,)
j. Descend to 10, 000 feet pressure altitude and at If RPM is excessive or drag is high, check for
200 KIAS, repeat data same as for 23, 000 feet. (Log a light. A beta light illuminated indicates
beta
shaft horsepower, inter turbine temperature and fuel a malfunction of the negative torque sensor
flow.) system.
Speed and Cruise Power Check

c. Move the condition lever to FULL FEATHER.
WOTE The propellershould not rotate more than 60 blades

per minute (1 blade per second), (20 RPM) for any
Maximum inter turbine temperature airspeed between 135 KIAS and 160 KIAS, or 21
(9230C) must be obtained per steps e., blades per minute (1 blade per three seconds) (7 RPM)
f., g., h., i., andj., under Flight for any airspeed below and including 135 KIAS. There
Power Check, before a valid check can shall be no reverse rotation down to stall speed.
be made.
Air Start Check
a. At 23,000
feet and 17,000 feet, perform the a. Restart the feathered engine in accordance with
maximum speed checks to determine both airplane the Flight Manual.
performance and control knob symmetry. Knob sym- b. Repeat the negative torque sensor and the air-
metry is considered acceptable if the knob mismatch start check on the other engine.
does not exceed 1/3 knob including control system
hysteresis. Flight Idle Characteristics Check
b. With the condition lever set at 96 percent RPM,
set the power lever to the cruise inter turbine tem- a. Configure the aircraft as follows:
perature of 8850C on 690A and 9050C on 690B. 1. Gear DOWN.
c. If the cruise inter turbine temperature is reached 2. Flaps 40 degrees.
at below the maximum power lever position, the
or 3. Power lever FLIGHT IDLE.
control setting is acceptable. 4. Condition lever HIGH.
d. If cruise power cannot be obtained, the cruise 5. Airspeed 100 KIAS
power governor separation must be reduced by re- b. Descend from 5500 feet through 4500 feet and
rigging in accordance with steps d. 10., through 14 observe the following:
under Fuel-Control Underspeed Governor, Overspeed 1. Beta lights EXTINGUISHED.
Governor, and Propeller Governor of Engine Rigging 2. No NTS operation.
Procedures. 3. No tendency to yaw.
4. Descent time 30 to 34 seconds (1700-2000
Propeller Synchronizer Check Ft/Min.
5. Fuel flow- RECORD.
Check the Propeller synchronizer system per the c, Initiate a stall at one KlAS/Second transition
Flight Manual. rate. Beta lights shall not illuminate until within 10
knots above stall.
NTS Flight Check (Negative Torque Sensor) d, Add power symmetrically to recover from the
stall and note any tendency to yaw.
a. Establish a clean twin-engine climb or level
cruise at 8000C inter turbine temperature, or below. Adjustment
4-80
Any out of tolerance condition should be corrected by easily into the plane. Bending of the cables begin
new
referring to Engine Rigging Procedure. at the junction casing and end fitting for the
of the
Teleflexcables (identified by ablackpartial covering),
Minimum Inspection Requirements and one inch from the juncture for the Controlex
cables (identified by a gray partial vinyl covering).
The aircraft should meet the following minimum re- The control cable assemblies should never be lubri-
quirements. cated. Care should be exercised to prevent sliding of
members against the internal stops. Do not permit
a. The aircraft shall
give consistently good starts any sharp bends, twisting, crimping, denting, apply-
with no pronounced tendency to overtemp, hangup, ing side loads or standing on the controlassembly.
blow out,
or surge. The controlassembly is a flexible precision ball bear-
b. All governor settings must be within specified ing low friction transmitting device and improper
limits. handling will seriously affect its operation. To avoid
c. During all operations, all engine parameters damage to the control, do not coil it like a rope or
must read within the limits established by this pro- force it into position. The following procedures in
cedure except flight SHP and fuel flow which are to be Figure 4-31 should be strictly adheredto when un- I
used guide only.
as a packing or pacldng cables.
d. The engines must negative torque sensor and
the propellers feather properly and give good air
starts. INSTALLATION INSTRUCTIONS
e. The aircraft must handle symmetrically through
stalls and with reverse thrust and not tend to float or a. Remove cables from box as previously shown
sink on landing. in Figure 4-31. 1
f. negative torque sensor check system,
The b. Straighten core of control with arrows down.
horsepower limiting system, and propeller synchron-

izing system must function as prescribed in this pro- WOTP
cedure.
The fixed race of the control is marked
WOtl
with an arrow.
The data from Flight Test establishes

the requirement for additionalground c. Straighten ribbon by establishing a hump and
adjustment, or verifies that the engines carry it through from one end of control to the other
are rigged correctly for final accept- as shown in Figure 4-32. 1
ance. d. With control laying flat, bend forward end of
control (vinyl covered end) into a 1800 bend. Marked
flats (arrow) should be on the inside of bend. At this
point two technicians should install the cable as shown.
CONTROL CABLES One technician should hold the 180" bend and the other
handling the straight end. This is done to insure the
core of the control cable remains flat with no internal
The power plant control cables are a unique type that coiling.
requires specialhandling, storage and installation to e. As one technician holds the 180" bend outside the
prevent binding, slipping, coiling or improper engine aircraft, the other technician takes it into the aircraft
operation. The cables are a flexible precision ball and routes it through the
leading edge of the wing with
be;‘ing device for transmitting linear motion (push- the marked flat aft in the 900 bend required to route
pull). The cablesconstructed of two each stain-
are the control into the leading edge of the wing.
less steel ball and stainless steel or Teflon
bearings f. With overhead clamps in cabin area removed,
retainers, two stainless steel races, andone stainless install control up to control quadrant but do not attach
steel core. These components are contained in a to quadrant levers until routing of the control in the
stainless steel housing with either a gray or black engine compartment is complete.
outer cover material.
WOTE
HANDLING AND STORAGE Cables should not be carelessly routed

within the cabin area, but shouldbe
The cables are of such a nature that tools or other held in tiers, the left engine cables
devices should not be used to grip the surface. Wrench being in the uppet~ tier and the right
flats are provided on the end fittings and the terminal engine cables in the lower tier.
ends to when torquing nuts or attach-
prevent twisting
ing hardware. The control assembly bend radii shall
be six inches minimum. The assembly will bend g. When controls are correctly located, tighten all
easily in the plane determined by the core. The plane clamps firmly but not tightly. Clamps are cushioned
of bend can be changed by allowing the control to coil and are located to support the cable.
4-81
AND PROPELLER ssoA/ssoB
THE CONTROL IS HOLD CONTROL REMOVE START WITH THE END FITTING
SHIPPED IN A UPRIGHT WITH SHIPPING NEAREST YOU AND PAY OUT THE
FIGURE EIGHT BOTH HANDS. WIRE. LOOPS OF THE CONTROL, ONE AT
CONFIGURATION. A TIME. DO NOT COIL OR OPEN
LIFT THE LIKEALASSY). TOREFOLDTHE
CONTROL CONTROL, REVERSE THE PROCEDURE:
FROM THE BOX.
2~ 114
Figure 4-31. Control Cable Handling
WOTB
i. Determine mid-stroke positionofcontrol. Con-
Do not overtighten clamps as they can nect input and output levers, assuring that mid-posi-
crush or squeeze the cables. The cables tions of levers and terminal ends correspond. Avoid
should be free to move through the sharp bending in the area of terminal ends.
clamps, k. Check to ensure that stops on external couplings
stop the controlbefore the internal control limits are
h. Check the final bend of the control in the engine reached.
compartment for increased friction when operating
the controls. If control does not move freely, the
cable has been coiled.
i. If cable is coiled, straighten cable from the CAUTION
point of entrance into the engine compartment and
reroute to remove improper coiling.
WO’IO When attaching the terminal end, use

wrench flats to keep the core from ro-
If appreciable load increase
no has tating and causing damage to the control.
occurred and operation is smooth, the
control is properly installed. i. Check control for free operation.
4-82
MAINTAIN CURVE
DURING INSTALLATION
RACE ON INSIDE
TO STRAIGHTEN CONTROL, ESTABLISH

A HUMP AND CARRY IT THROUGH FROM
ONE END TO THE OTHER.
START WITH ARROW ON

BOTTOM(FMED RACE DOWN).
2~ 11~
Figure 4-32. Control Cable Installation
4-83/4-84
SECTION
FUEL SYSTENI
GULFSTREAM
COMMAKDER MAINTENANCE MANUAL SECTIOS ~I
690A/690B FUEL SYSTEhI
SECTION V
FUEL SYSTEM
TABLE Of CONTENTS
Page Page
GENERALI)ESCRIPTION 5- 1 Fuel Cell Repair (Goodyear Cells
FuelSystemDrains 5- r Made of BTC39 Material) 5- 8
I)EFUELING ANI) REFUELING 5- 2 Fuel Cell Installation 5-10
Defueling 5- 2 WingSeallng 5-11
Refueling 5- 2 FUEL QUANTITY INWCATING SYSTEM 5-13
FUEL FEED SYSTEM 5- 2 Fuel Quantity Indicators 5-13
~el Sump 5~ 2 FuelQuantity Transmitters 5-13
FuelShutoffValve 5-´•
2 Calibration Fuel Quantity System 5-14
I~el Boost Pump 5- 6 Calibration Capacitance Fuel System 5-15
Fuel Screen and Fuel Filters 5- 6 Fuel Low Level Warning System 5-19
FUEL VENT SYSTEM 5- 7 Fuel Flow Rate Indicating System.......... 5-19
FUEL CELLS 5- 7 Fuel Flow Indicating System Maintenance 5-23
Fuel Cell Removal 5- 7 Approved F~els 5-23
GENERAI DESCRIPTION fold assemblies to spray nozzles as determined by

fuel demand. The fuel control system provides fuel
of proper pressure, weight flow, and spray character-
The standard aircraft fuel system consists of 12 Lstics to the combustion chamber to satisfy the speed
outboard wing fuel cells and eight inboard wing fuel and power demands of the engine. The system auto-
cells, a center wing fuel cell, and a lower fuselage matically compensates fuel flow for variations in am-
cell. The fuel cells are interconnected to form a bient (inlet) temperature, variations in ram air pres-
single tank. Independent fuel outlets, which incor- sure, and engine acceleration characteristics, and
porate fuelshutoff valves to each engine, are installed for underspeed and overspeed conditions. An oil-to-
in the aft section of the fuel tank sump. The total fuel heat exchanger, encased in the oil tank housing,
usable fuel capacity of the standard fuel tank system aids in cooling the engine oil. The resulting heat
is 384 U. S. gallons. Fuel is supplied to each engine transfer from oil-to-fuel is used to provide fuel filter
through independent supply lines from the fuel tank anti-icing.
sump, located below the lower fuselage fuelcell.
Installed within the fuel tank sump
are two submerged
fuel boost pumps and a fuel quantity transmitter that FUEL SYSTEM DRAINS
protrudes into the fuselage and center wing cells.
Fuel from the fuel tank sump passes through an elec- Fuel system drains installed on the aircraft include a
tric fuel shutoff valve, flowmeter transmitter, fuel- fuel sump drain, four fuel cell drains installed on the
to-oil heat exchanger. fuelfilter, and a fuel metering lower wing surface at wing stations 31.50 and 117. 0O.
control unit before entering the engine. Fuel is sup- and engine fuel drain lines which are connected intu
plied under pressure from a fuel boost pump tothe the engine drain manifold. The fuel sump drain is
engine fuel filter and fuel control unit on each engine. accessible through an access door installed in the
From the fuel control unit, fuel flows through the en- right side of the fuselage under the right wing. Drain
gine fuel shutoff valve, flow divider, two-segment a quantity of fuel from the fuel sump drain daily
manifold, and nozzle assemblies where it is atomized to remove any accumulation of water or sediment,
into the engine combustion chamber. Fuel flow through The fuelcell drain valves are actuated b~ rotatinp the
the divider is routed through the lines of the two mani- valve with a screwdriver until the valve locks opeil.
5-1
GULFSTREAM
SECTION V MAINTENANCE MANUAL COMMANDER
FUEL SYSTEM 690A/690B
DEFUELING AND REFUELING a. Check that battery switch is in OFF position

and external power is disconnected from aircraft.
b. Attach static ground conductor to aircraft.
E~xtreme caution must be exercised to prevent fire c. Close all fuel drain valves.
during defueling and refueling as fuel fumes are al- d. Remove right inboard fuel filler cap andfill fuel
ways present during either operation.

cells with approved Turbo Jet Fuel (see Figure 5-18r
Installfuel filler cap.
e. Remove outboard fuel filler caps and add fuel
until all outboard fuelcellsare full. Install fuel filler
caps.
WARNING f. Rinse all spilled fuel from wing surfaces with
water.
Aircraft must be grounded and no
smoking permitted while defueling or FUEL FEED SYSTEM

refueling the aircraft.
Fuel is delivered from the fuel tank sump to the en-

DEFUELING gines. Two fuel boost pumps supply fuel through the
fuel shutoff valves and engine fuel filters to the fuel
To completely drain the aircraft fuel tank system, control unit installed on a pad on the aft side of the
proceed as follows: reduction gear case. Since the fuel cells are inter-
connected to form a single tank, independent tank out-
a. on a level surface.
Position aircraft lets with a shutoff valve areprovided for each engine.
b. Attach static ground conductor to aircraft. Fuel vent lines elrtend outboard from each forward
c. Place fuel and hydraulic emergericy switch in fuelcell, through the forward outboard fuel cells and
FUEL AND HM) EMER S/O position. then to the lower wing vent as shown in Figure 5-1.
d. Remove top engine cowling from each engine.
e. Disconnect fuel supply Line at each engine.
f. Install defueling hoses to fuel supply lines and FUEL SUMP
place ends of hoses in a fuelcontainer. Size of fuel
container will be determined by amount of fuel to be The fuel sump is installed below the lower fuselage
drained. fuel cell in the forward upper right side of the baggage
g. Remove fuel filler caps. compartment (see Figure 5-2). A drain valve is lo-
h. Connect external power to aircraft and place cated in the lowest forward part of the sump and a
external power switch in EXT PWR position. quantityof fuel should be drained before each flight
i. Place fuel and hydraulic emergency switch in and afterrefueling to check for the presence of water
NORMALposition and place engine controlswitches in and sediment which may have accumulated. Access
FUEL PUMP ON position, to the fuel drain is through a door installed in the
right side of the fuselage under the right wing. The
fuel sump, fuel boost pumps (submerged), and fuel
shutoff valves are all enclosed in a vapor-proof com-
I CAUTION
C*UTIO*
I partment.
FUEL SHUTOFF VALVE

Do not operate fuel boost pumps when
fuel tank is empty. Fuel flow from the fuel tank to each engine is con-
trolled by fuel shutoff valves installed in an enclosure
aft of the fuel tank sump. A fuel supply line from
each shutoff valve supplies fuel to the respective en-
j. When fuel tank has been defueled with fuel gine. The fuel shutoff valves are independently con-
boost pumps, place engine control switches, battery trolled by fuel and hydraulic emergency switches in-
switch, and edernal power switch in OFF position. stalled in the overhead switch panel. Fuel flow to
k. Drain left and right wing fuel cell drains (omit the when the appropriate
engine is completely cutoff
step k., if fuel system is being drained for fuel cali- fuel and emergency switch is placed in the
hydraulic
bration check). FUEL and HYD EMER S/O position. The shutoff
i. Drain fuel tank sump drain. valves are normally left in the open position, NOR-
m. Remove e~ernal power unit. MAL switch position, and are closed only for ground
maintenance and emergency operating conditions re-
quiring the fuel supply to be cutoff at the fuel tank.
REFUELING
FUEL SHUTOFF VALVE REMOVAL. To remove the
To completely refuel the entire fuel system, proceed fuel shutoff valve, proceed as follows: See Figures
as follows: 5-3 and 5-4.
5-2
GULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION V
690A/690B FUEL SYSTEM
16 I i---~11 I I I i I i 9
17’1 I
it 2i I sl FUEL SUPPLY
~il FUEL VENT
SYSTEM
~9 FUEL PRESSURE
01 FUEL SHUTOFF
VALVE
20 19 19 8 20 19 20
LOOKING FWD
9 7~11111 a AT FUEL SYSTEM
1. OUTED FUEL CELLS 12. RIGHT FWD INBD LARGE FUEL CELL
2, LEFT FWD OUTED FUEL CELL 13, RIGHT AFT INBD LARGE FUEL CELL
3. LEFT AFT OUTED FUEL CELL 14. RIGHT FWD OUTED FUEL CELL
4, LEFT FWD INBD LARGE FUEL CELL 15. VENT AFT OUTED FUEL CELL
5. LEFT AFT INED LARGE FUEL CELL 16. VENT CHECK VALVE
6. LEFT FWD INBD SMALL FUEL CELL 17. FUELSUMP
7. LEFT AFT INED SMALL FUEL CELL 18. FUELPUMPS
8. CENTER WING FUEL CELL 19. FUEL QUANTITY TRANSMITTER
9. FUSELAGE FUEL CELL 20. FUEL FILLER CAP
10. RIGHT FWD INBD SMALL FUEL CELL 21, FLAPPER CHECK VALVES
11. RIGHT AFT INBD SMALL FUEL CELL
Figure 5-1. Fuel System Schemati~
a. Defuel tanks as outlined in this section, b. Inspect open fuel line for evidence of foreign
b. Remove upper and lower cover plates and cover material.
Position fuel shutoff valve, plate adapter, and
assembly at aft end of lower pan and side assembly c.
that encloses the fuel sump. fuel line connector on fuel sump and install attaching
c. Remove fuel line and electrical connector at bolts.
fuel shutoff valve.
d. Remove attaching bolts, washers, and plate
CAUTION
adapter from fuel shutoff valve.
e. Remove fuelshutoff valve.
Check that new O-rings are properly
installed on each side of fuel shutoff
valve. O-rings not properly installed
WOIE
will result in damage to O-rings and
cause possible fuel leakage.
Cover allopenings after removalof the
fuel shutoff valve, for protection against
foreign matter.
d. Connect fuel line assembly to fuel line connector.
e. Installelectrical connector to fuel shutoff valve.
FUEL SHUTOFF VALVE INSTALLATION. To install f. Service aircraft with correct fuel.
valve, proceed as follows:
the fuel shutoff g. Place battery switch in ON position.
h. Place fuel and hydraulic emergency shutoff
a. Remove plugs or caps from fuel line assembly, switch in NORMAL position.
5-3
GULFSTREAM
SECTION V MAI,NTENANCE MANUAL COMMANDER
690A, 11100 THRU 11138
BOTTOM OF
FUSELAGE
CELL
TRANSMITTERCENTER
WING CELL
‘i TOP OF
;I’ FUSELAGE
a~ d
CELL
ae
gC--- TRANSMITTER
GASKET
L-- SUPPORT
FILTER
1 6
SCREEN SWITCH
DRAIN
2
C PLATE
LINE
PUMP ‘DRAIN
FITTING
FUEL LINE
CONNECTION
J
KET
o~-1-_-
P
FUEL
SUMP i c~c) ,r~------ ELECTRICAL
PLUG
CONNECTION
DRAIN VALVE ASSY FUEL SHUTOFF

VALVE
255585
Figure 5-2. Fuel Sump and fransmitter Installation (Sheet 1 of 2)

5-4
GULFSTREAM
690A, 11139 THRU 11349, AND 690B,

BOTTOM OF
FUSELAGE FUEL
CELL
,------3-´•,
TRANSMITTER
BOTTOM OF
CENTER WING
f FUEL CELL
I I log I GASKET
TOP OF
1 FUSELAGE
GASKET FUEL CELL
j ENCLOSURE
GA SKE T
BOTTOM OF 1~ i 1Z´•
ai TOP OF
F"U"ESL"CLZ~Z
ENCLOSURE~p u"´•.~ FUSE IAGE
FUEL CELI´•
TRANSMITTER
GASKET SUPPORT
I~PIATE
DRAIN
LINE
FILTER PLATE j,
I-
GASKET
BOOSTPUMP
DRAIN
FITTING
I FUEL LINE
CONNECTION
/I" GASKET
SUMPFUEL
ELECTRICAL
PLUG
i/. CONNECTION
FUEL SHUTOFF
DRAIN VALVE I I VALVE
ASSEMBLY
-es
R 25 55
Figure 5-2. Fuel Sump and Transmitter Installation (Sheet 2 of 2)

5-5
CULFSTREAM
FUEL LINE CONNECTION
PLATE ADAPTER
FUEL SHUTOFF VALYE
J5 ELECTRI CAL
CONNECTOR
-F; I~
;I
.Q"
It‘C~---PLATE
25 26
Figure 5-3. Fuel Shutoff Valve
i. Check fuelshutoff valve installation for possible sembly.

fuel leaks. c. Remove attaching bolts and washers that secure
j. Replace cover assembly and upper and lower fuel boost pump to sump cover assembly.
cover plates. d. Turn respective fuel boost pump on its side (45
degrees) and remove pump from fuel sump.
WOTE
The installation of the fuel boost pump is the reverse
Seal all attaching screws and attaching of the removal procedure. Anytime a new fuel boost
ends that secure the cover assembly to pump is installed, an electrical functional check
the fuel sump lower pan and side as- should be performed at the bench prior to installation
sembly. Use Brush-On Pro-Seal No. in the aircraft.
890 ClassA, Coast Pro-Seal Manufac-
turing Co., Los Angeles, Calif. A
small acid brush may be used to apply FUEL SCREEN AND FUEL FILTERS
the sealer.
Fuel to the engines is filtered through the fuel tank
FUEL BOOST PUMP screen in the fuel tank sump and through the respec-
tive fuel filters on each engine (see Figures 5-2 and
Two’ electrically-driven submerged fuel boost pumps 5-5), The engine fuel filters are to be inspected and
are installed in the fuel tank sump and operate inde- cleaned at each 100-hour inspection. The fuel tank
pendently to supply fuel to each engine. When either screen is to be inspected and cleaned at each 500-
the left or right engine control switch, installed in the hour inspection or annually, whichever occurs first
overhead switch panel, is turned to the FUEL PUMP Unless the engine fuel filters require cleaning at in-
ON position, the respective fuel boost pump is ener- tervals more frequent than 100 hours. Should fre-
gized. Boost pump pressure should be from 33 to 50 quent cleaning of the engine fuel filters be required
psi. the fuel tank screen must be inspected and cleaned.
FUEL BOOST PUMP REMOVAL AND ZNSTALLA- FUEL SCREEN REMOVAL AND INSTALLATION. To
TION. To remove the fuel boost pump, proceed as and install the fuelscreen see FUEL QUANTI-
remove
follows (see Figure 5-2): TY TRANSMITTER REMOVAL AND INSTALLATION

LOWER CENTER FUEL CELLS in this section.
a. Remove fuel shutoff valves as outlined under
Fuel Shutoff Valve Removal. FUEL FILTER REMOVAL AND INSTALLATION. To
b. Remove screws and washers that secure cover remove and install the engine fuelfilter, see Section
assembly to aft section of sump and remove cover as- IV of this Maintenance Manual.
5-6
GULFSTREAM
*690A, 11139 THRU 11349, AND 690B.
UPPER COVER
PLATE
LOWER COVER
PLATE
G~o
Y’ I ‘GROMMETS
al~i /T
COVER
ASSEMBLY
1~1
’5 PAN AND SIDE
ASSEMBLY
ACCESS
COVER
25 56
Figure 5-4. Fuel Sump Enclosure
FUEL VENT SYSTEM twelve fuelcells installed in the wings outboard of the
fuselage between the upper and lower wing skin sur-
faces are accessible through access openings in the
The fuel tank is vented by vent lines, which origi- upper wing skin. The fuel cell located in the center
nate at wing stations 24. 00. Each fuel cell is inter- wing and the fuselage fuel cell, which is located in a
connected to its adjacent fuel cell and the extreme vapor-proof compartment directly below the center
outboard fuel cells are then vented to
atmosphere wing, are accessible through an access opening in
through a vent tube located in thelower outboard wing the fuselage fuel cell compartment. Fuel cells should
skin. Since all of the fuel cells are interconnected, be warmeduntil flexible before attempting installation
this uncomplicated vent system vents all fuel cells to in aircraft. To remove or install a fuel cell, fold it
atmosphere. The vent tube extending through the to fit through the access opening and unfold the fuel
lower wing surface is scarfed forward at 45 degrees cellas soon as:possible. Fuel cells may be repaired
to provide slight tank pressurization and prevent si- as outlined in this section. However, severely dam-
phoning action. Electrical heating elements are in- aged fuel cells must be replaced.
stalled in the left andright fuel cellvents to eliminate
the possibility of ice forming over the vents (see
Figure 5-6). Fuel vent check valves installed at the FUEL CELL REMOVAL
extreme outboard fuel cells prevent loss of fuel
through the vent system in a wing down condition. The fuel cells are held in place with snap fasteners,
delta rings, and nylon lacing (see Figure 5-7). The

fuselage and center wing fuel cells are held in place
by snap fasteners, placed around the fuelcells to hold
FUEL CELLS them against the cell liners. The remaining fuel cells
in the wing are installed with snap fasteners, delta
rings, and nylon cord, except for the aft outboard fuel
The standard fuelstorage system consists of fourteen cells which are supported by nylon cord only. To re-
fuel cells interconnected to form a single tank. The move the fuel cells, proceed as follows:
5-7
GULFSTREAM
FITTING ID TORQUE IN/LBS

0.25thruO50 12-16
PACKING
0.15 and 1.00 15 20
ELEMENTFILTER f~i 1.5

2.0
3.0
25-30
30-35
35-40
MATERIAL AND EQUIPMENT. The following items

i arenecessary to repair Goodyear fuel cells made of
BTC39 material:
Cement, Goodyear Tire and Rubber Co. No. 2342C.

Cement, Goodyear Tire and Rubber Co. No. 2333C.
FILTER Cement, Goodyear Tire and Rubber Co. No. 2315C.
~I
BODY Methyl Ethyl Ketone (MEK).
Repair Material, Coodyear Tire and Rubber Co. No.
O- RING
P: ILTER
COVER
Paint
ETC 39.
Brush, 1 Inch.
Stitching Roller, 1 Inch.
Cellophane, 12 Inch x 12 Inch Sheet.
Foam Rubber, Clothbacked 12 Inch x 12 Inch Sheet.
xzs 25 Aluminum Plates, 6 inch x 6 Inch, O. 25-inch Thick.
Figure 5-5. Fuel Filter CEMENTING PROCEDURE. Cement for this repair
is a three-part cement requiring mixing before use.
Amount of cement to be mixed depends upon sizeof
a. Defuel aircraft as outlined in this section. patch(es) to be installed. Cement should be mixed
b. Removeapplicable fuel cell access cover, and applied as follows:
c. Remove fill port, fuel quantity transmitter, ac-
cess doors, and fuel sump and center fuel quantity a. Remove lid from one quart can of 2342C cement
transmitter when applicable, depending on whichcell (containing 272 grams) and heat until contents become
is to be removed. liquid.
d. Remove vent hose interconnecting tube
and b. Add one can of 2333(= cement(containing 185 cc)
clamps through fuel cell opening, to 2342C cement.
e. Disconnect molded nipple fittings on fuel cells c. Stir until mi~ture is smooth. This will require
from interconnecting fuel vent tubes. a minimum of five minutes.
f. Remove lacing which supports top of wing fuel d. Add one bottle of 2315C cement (containing 59
cells and loosen snap fasteners. Tilt snap fasteners cc) and stir for a minimum of 10 minutes.
slightly when pulling fuel cell free, to prevent tearing

fuel cell.
NOTE
g. Collapseand fold fuel cell.
h. Remove folded fuel cell from compartment. When a patch does not require a full
i. Unfold fuel cell and remove fittings, hangers, quantity cement, mix cement using
of
and snap fasteners. proportionately less of the three cement
parts. Minimum mixing time must be
observed. Do not use cement after it
FUEL CELL REPAIR (GOODYEAR CELLS MADE OF has been mixed for more than two hours.
BTC39 MATERIAL)
e. Cut a patch from BTC39 repair material. Size
Fuel cells fabricated of BTC39 material by the Good- of patch is dependent upon size of damage to be re-
year Tire and Rubber Company are identified by the paired. Patch must have rounded corners and extend
manufacturer’s name on the cell and shows that the at least two inches beyond edge of damage. Edges of
cell material is BTC39. Allowable field repairs are patch must be tapered and feathered, and patch must
repair of punctures, slits or tears not to exceed three be cleaned as outlined in step f.
inches in length, abraided holes, and loose hanger f. Using a clean lint-free cloth dampened with
and snap fittings. All repairs should be made on a MEK, clean a one square foot area of outer fuel cell
suitable size table or bench having a flat, smooth, surface, centered on damage to be repaired. Use
clean surface. When installing fuel cells manufac- three separate cleanings to assure removalof all dirt,
tured by Goodyear Company, WWD clamp should be sludge, and foreign material.
used far installation of interconnects and tightened g. Apply one evenly brushed coat of cement to dull
to a torque value in accordance with the following: or gum stock side of patch and to outside of fuel cell
around area of repair. Allow cement to dry for 30
1. Goodyear fuel cells having urethane (amber minutes.
colored) nipples should have the WWD clamps torqued h. Apply a second evenly brushed coat of cement to
to 35-40 inch-pounds, the patch and fuel cell. Allow cement to dry for 15
2. Goodyear fuel cells having nitrile (black colored) minutes.
nipples should have the WWD clamps torqued as follows: i. Fold fuelcell over so that area of repair is near
5-8
GULFSTREAM
VENT LINE HOSE CLAMPS (2 PLS)
ELBOW
GROUND JUMPER WIRE
P HEATING ELEILIENT
VIEW LOOKING UP IN LEFT

WING BETWEEN STATION
201AND219. RIGHTWING
OPPOSITE
KNIFE CONNECTOR
Figure 5-6. Heated Fuel Vent
edge of table or bench with damaged surface up and CURING OF CEMENTED PATCHES. The curingof
flat. cemented patches is as follows:
j. Place one sheet of
cellophane inside fuel cell.
Center cellophane repair area and smooth it out.
on Cold Cure Method
k. Place a 1/4 x 6 x 6-inch aluminum plate between
fuel cell and table centered under area of damage. Cold cemented patches is accomplished by
curing
i. Center patch on damaged area and roll down leaving clamped patch on the table for 72 hours
the
firmly with a i-inch stitching roller. Roll from cen- at a room temperature of approdmately 750F. In-
ter to outer edge to force out any trapped air, creases in temperature do not decrease curing time.
m. Place a sheet of cellophane over patch. Decreases in temperature increases curing time by
n. Place a 1/4 x 12 x 12-inch sheet of cbthbacked 25 percent for each 100 decrease in temperature.
foam rubber over cellophane and center on patch with
cloth side facing outward. EXAMPLE: At 650F the patch must cure for a mini-
o. Place a 1/4 x 5 x B-inch aluminum sheet over mum of 90 hours.
sheet of foam rubber and center on damaged area.
Heat Cure Method
CAUTION
iron roF heat
-nGoodyear
curing,
iatnP/N
equivalent
or an
icapable
am a
cure iron
2Fl-3-25721
of
cure
ing a regulated temperature of 240 (r 5)OF is placed

Wrinkles must not exist in area of patch or in
over the aluminum
plate covering the foam rubber pad
fuel cell wall under area of patch. Check to see
and clamped as outlined above. Heat is applied for
that patch has not slipped on damaged area, two hours and then allowed to cool for 15 to 20 minutes
before removing clamp.
p. Center open end of an 8-inch C-clamp on alum-
inum plate over patch, and clamp to table or bench,
Apply sufficient force to extrude cement from under CAUTION

edges of patch.
The heat cure method should not be
used for any repair in which the alum-
r~1
CAUT ION inum plates extend over aformed
foe
cell. lgna
the fuel
C ement which extrude s thru damaged hole should Examination of Patch

not be allowed to c ontact adjac ent fuel c ell walls.
Cellophane inside fuel cell cavity must protect At the end of cure period, the clamp, heater (if used),
fuel cell walls from extruded cement. aluminumplates, foam rubber pad, and cellophane are
5-9
GULFSTREAM
removed from patch. Use a clean lint-free cloth porary plasticizer and will prevent the inner surface
dampened with water to moisten cellophane for re- from drying and cracking.
moval. Examine edge of patch and damaged edges of
inside of fuel cell. Separation of edges of patch from REPAIR OF LOOSE HANGER AND SNAP RING R.E-
fuel cell of O. 25-inch or less is acceptable; however, TAZNER STRAPS. Repair of loose retainer straps is
loose edges should be trimmed and buffed. Separa- accomplished by cleaning, cementing, and cold cure
tions of more than O. 25-inch should be recemented procedures outlined previously.
and recured.
CAUTION I FUEL CELL INSTALLATION
To install a new or repaired fuel cell proceed as follows:

It is mandatory that all cellophane be
removed from inside the fuel cell, a. Wing fuel cells outboard of the filselage are installed through
openings in top surface of wing. Center wing and fuselage fuel
TESTING OF REPAIRED FUEL CELLS. Testing of cells are installed through access opening in top of baggage
repaired fuel cells is accomplished by closing all cell compartment.
openings. A means of inflating cell must be provided b´• Fuel cell compartments must be thoroughly cleaned of all
at one opening. Fuel cell is inflated to 0.25 psi (max- filings, trimmings, loose washers, bolts, nuts, etc.
Record the weight of the fuel cells removed and the fuel cells
imum) and the outer surfaces brushed with a soap and c.
water solution. Soap and water solution film must being installed NOTE: The weight tin pounds) is stenciled on
completely cover area being examined. Bubbling each fuel cell.
solution will occur in area Wipe all soap
of leaks. d´• All sharp edges of fuel cell compartments must be rounded
and water solution residue from cell upon completion
off and protective tape applied over all sharp edges and protruding
A more critical leak test may be performed ’ivets.
of test.
e. Inspect fuel cell compartment just prior to installation of
by Preparing a phenolphthalein solution by mi~ing 40
cell.
grams of phenolphthalein crystals in 0. 5 gallon of Be certain fuel cell is to be flexible, and fold
f. warm enough as
ethyl alcohol and then adding this mixture to 0. 5 gal-
necessary to fit through fuel cell access opening.
ion of water and stirring. A clean, lint-free, ab-
When fuel cell is in place it should be developed out to its
g~
sorbent cloth is then saturated with ammoniaat the
full size. and hanger fittings laced as shown in Figure 5-7. Align
rate of 3 cc per cubic feet of cell capacity, placed in- all fittingsand flow tubes to avoid any unnecessary strain on cell.
side of cell, and cell closed and inflated as outlined h. Attach cell fasteners to walls of compartment.
above. A large white cloth is then soaked in the phe- Bolts or screws shall be torqued to the valve stenciled on the
nolphthalein solution, wrung out thoroughly, spread fuelcell.
on the cell smoothly, and pressed down. Leaks will Special attention should be given to the following:
show as a red staining of the cloth caused by leaking i. Bolt and screw should not "bottom" on inside of blind
of ammonia fumes from inside of cell and reacting on tapped holes or dome nuts
the phenolphthalein solution in outer cloth. Keep sat- 2. Check bolt lengths to avoid riding of nut plate on shank
urating and moving cloth untilentire surface area has or unthreaded area.
been examined. Rinsing of cloth in phenolphthalein 3. When fastening or unfastening snap fasteners, the
solution will remove stain, Each leak should be marked fastener must be tilted at a slight angle before it is snapped
when found. Remove cell test fittings and allow cell into place or unsnapped. Failure to do this will dame strap or
to air out after testing. Damaged fittings, leaks in snap fastener,

j´• After installation has been completed, fuel cell should be
corner, or leaks within a radius of corners which can-
not be repaired wrinkling during clamping are
without inspected for final fit within compartment, making certain that cell
not considered field repairable. Consult the nearest is extended out to structure and that no comers are folded in.
k´• Final inspection prior to closing fuel cell should be a close
Rockwell International Distributor about damages of
this nature. check to assure that cell is free from foreign matter such as lint,
dust, oil, or any installation equipment. If a cell is not thoroughly
FUEL CELL PRESERVATION. The inside of a new clean, it should be cleaned with a lint-free cloth soaked in alcohol
fuel cell is treated with a plasticizer to keep the rub- or kerosene. NO OTHER SOLVENT SHALL BE USED.
ber soft and pliable. Gasoline dissolves the plastici- i. In order to get the best service from molded
zer but since it is a plasticizer itself, no hardening n~pple fittings used in these cells, it is necessary to
or cracking willoccur while fuelremains in the cells. exercise certain precautions at time of installation.
Approximately 10 days after all fuel has been drained 1. Insert flow tube into fitting until end is
from the cell, the inside of the cells will dry, causing flush with inside edge of nipple.
cracking or checking. This cracking or checking may 2. Hose clamp should be clear of end of fit-
penetrate through the inner liner of the cell after the ting by O. 25-inch where possible.
cell has been refueled. To prevent a fuel cell from 3. Hose clamp should always be located on
drying and cracking, apply a thin coat of SAE 10- fabric reinforced area of nipple.
weight oil to the inner surface of the empty fuel cell
when it is evident that the cell will remain empty for
10 days or more, whether the cell is in storage or
installed in the aircraft. The oil will act as a tem-
Revision 3
5-10
GULFSTREAM SECTION V
COMMANDER MAINTENANCE MANUAL FUEL SYSTEM
690A/690B
Qe-´• e-´•
OO O
I,,,,,
h, i~-.
lls~3
77´•L3 t-´•
aol
C-´•
Figure 5-7. Fuel Cell Lacing Pattern
4. Torque clamps on fuel cell nipples to lowing information is included to assist in the mainte-
the following: nance andrepair of the wing to obtain a correct and
lasting seal when replacing or repairing structural
Black Nipples: parts that lie within this area.
Nipple Fitting I.D. (Inches) Torque (IN-LBS) SEALANT MATERLALS. The following is a complete
0.25 thru 0. 50 12-16 list of sealants to be used, and their general applica-
0.75 and 1.00 15-20 tion.
1.50 25-30 Void Filler.
Coast Pro-Sea1567,
2.00 30-35
Coast Pro-Seal 890 Class A-1/2, Wing Fuel
3.00 35-40
Area Sealant
Coast Pro-Seal 890 Class A-2, Wing Fuel
Amber (Creme) Nipples: Area Sealant
Coast Pro-Seal 890 Class B-1/2, Wing Fuel
All 35-40 inch-pounds. Area Sealant
Coast Pro-Seal 890 Class B-2, Wing Fuel
NOTP Area Sealant
When do not allow clamps

Loctite Corp., Number 271, Class B-1/2
tightening clamps,
Bolt Thread Sealant.
to come in contact with sides of fuel cells.
Products Research Co. 1422 Class A-1/2,
Wing Fuel Area Sealant
5. Use no sealing paste or gasket compound. Products Research Co. 1422 Class A-2,
6. Apply a thin film of Simonize Wax to the Wing Fuel Area Sealant
metal flow tube to facilitate installation. No Products Research Co. 1431 Class B-8,
other lubricant shall be used on fittings of this Wing Fuel Area Sealant
type. Rectorseal No. 15 or Mil-T-5542B, Anti-
m. Install fuelquantity transmitter and fuel sump Seize and Sealing Compound.
in fuselage fuel cell (see Fuel Quantity Transmitter 3-M Company, EC-776 SR Class A-2,
Removaland Installation Lower Fuselage Fuel Cell).
Sealing Compound.
n. Place a thin bead of Coast Pro-Seal 890, Class
A-2 sealer compound on fuel cell access covers upon
and replace access covers. Seal outside WOTE
installation,
of access covers withCoast Pro-Seal 890, Class B-2.
Class A indicates brushable material.
the values Class B indicates filleting or injection
o. Calculate the fuel system weight change using
recorded in step c. If the weight change exceeds 5 Ibs, then material. Dash numbers indicate the
incorporate the weight change in the weight and balance section work life of the sealant. Example: A-2
of the aircraft flight manual. indicates a brushable material having
a a-hour maximum work life.
Prior to use, all sealants are to be stored in a refrig-

erator. Two-part sealants should be mixed only in
WING SEALING the quantity required for a specific task. Surplus ad-
hesive should be discarded since the storage life of
The wing area next to the fuselage is carefully sealed mixed even under refrigeration, is very
sealants,
during manufacture of the various sub assemblies and limited. two-part sealants have a definite and
The
again after assemblyof the completed wing. The fol- limited work life after being mixed; the work life be-
Revision 3 5-11
GULFSTREAM
ing the length of time the sealant will remain in a all frame flanges are sealed with a fillet of 890 Class
workable form before becoming hard.
too Before B-8 sealant applied with a pressure gun. When used
mixing the sealant, the amount needed for the
specific as a faying surface sealant, the surfaces must be
job should be estimated and only that amount mixed, cleaned, the sealant applied to one surface with a
Do not try to seal an area so large that the job cannot pressure gun or spatula, and then spread with a spa-
be finished within the work life of sealants. By using tula to cover the entire faying surface area approx-
these simple precautions a great deal of time and imately 1/32 inch thick. When the surfaces are fas-
sealant may be saved. tened together, a small excess of sealant will be ex-
truded continuously along the joint. The elrtruded

CLEANING MATERIALS AND TOOLS. The following sealant is then faired out, leaving a smooth fillet along
isa list of cleaning materials and tools used when the length of the joint.
applying sealants.
Angles and Channels
1. Methyl Ethyl (MEK).Ketone
2. Cheesecloth, Kimwipe, or equivalent. Do not When an angle or channel is joggled, the area beneath
use shop towels, the joggle portion must be filled with sealant. Force
3. Pyles sealing gun, Model 250-06 (using dispos- sealant into one end of the cavity with a pressure gun
able cartridges). until the sealant emerges from all other openings.
4. Sealant forming tools spatula and sealant Holes are sealed by applying Coast Pro-Seal 567 (void
fairing tools. filler) to the pressure side of the hole with a spatula.
5. Inspection mirror. Tooling holes are sealed by first filling with a rivet
and then brushing with a coat of sealant.
SEALING PROCEDURES. The following procedures
are provided to enable operators to obtain successful Fasteners
sealing of the wing during and following repairs to the
wing area. Fasteners, rivets, bolts, etc., installed through a
faying surface seal within the work life of the seal-
Cleaning ant needs no further sealing. Any fastener installed
through a structure where no faying surface sealant
Remove grease, oil, dirt, chips and all foreign mate- has been used shall be sealed as follows:
rial prior to cleaning. The success of a good seal
depends thorough cleaning of both surfaces of
on the a. Apply sealant to fastener upon installation. Seal-
the affectedparts to be sealed. Cleaning can be ac- ant must e~rude evenly around the fastener.
complished using expendable gauze sponges or a clean b. Brush fastener with sealant to form a fillet after
lint-free cloth. Scrub both surfaces until cloth reinstallation.
mains clean after wiping. Do not use an excessive
amount of solvent. For the final cleaning, wipe sur- dutouts for Webs and Ribs
faces dry with a clean dry cloth to any film
remove
left by the
evaporation of the solvent. The area clean- Coast Pro-Seal 567 (void filler) is used to seal long
ed should be slightly wider than the width of the sealant gaps not greater than 0. 25 inches in width and holes
to be applied. All cleaning solvent should be removed no greater than 0. 38 inches in diameter. Apply filler
from assembly faying surfaces with oil-free, com- with a spatula and lap the edges of the void by at least
.pressed air. If any primer or paint is removed dur- 0´• 15 inches to obtain the required strength. Should
ing the cleaning operation, paint the area after the the void be too large, use sheet metal clips of 0. 020
sealing operation is completed, aluminum to reduce the size of the void.
Mi~dng Electrical Wiring
Mix the two-part sealants in accordance with the in- All electrical wiring passing through wing structures
structions on the container. Mix or stir the mixture are routed through grommets in ribs, webs, and
until it is uniform in color. Keep mixture free from beams. The grommets are sealed with Coast Pro-
grease, oil, dirt, metal chips, and all foreign objects. Seal 890 Class A-2.
Mix only enough sealant necessary for completing the
sealing requirements. Keep the sealant containers
closed when sealant is not being used. REPAIR OF SEALANTS. Should the sealant become
damaged during its work life, it may be repaired by
SEALING AREAS. Various areas of the pressurized removing the damaged fillet and applying new sealant,
cabin require special sealing practices to assure a or reworking the fillet with a forming tool. When the
thorough seal. When repairing these areas it is nec- damaged filler has hardened, the fillet should be re-
essary to maintain a thorough seal. paired as follows: Remove all faulty sealant or re-
move sealant down to solid materials and reseal. If
Skin Laps beyond repair, cut away complete fillet and clean and
reseal the area. When removing sealant do not dam-
The internal edges of all skin laps and both edges of age surface beneath fillet.
5-12
GULFSTREAM
bration box. The fuel calibration box (control mon-

itor box) combines the signal from each transmitter
and transmits a single signal to the indicator.
ACCESS PLATE
FUEL QUANTITY INDICATOR REMOVAL AND LN-
STALLATION
a. Disconnect electrical connector from indicator.

t b. Remove indicator attach bolts.
a c. Remove fuel quantity indicator.
a a
o a
e The installation procedure for the fuel quantity indi-
cators is the reverse of the removal procedure.
FUEL QUANTITY TRANSMITTERS

CASKET
1 The fuel quantity transmitters provide the signal for
a the fuelquantity inclicator on the instrument panel.
I i See Figures 5-2 and 5-8. The transmitter installed
a FUEL QUANTITY in the center and lower fuselage fuel cells has a probe
O U
TRANSMITTER extending upward from the fuel sump through the
T O~
lower fuselage fuel cell and into the center wing fuel
cell. The transmitter is held in place by a transmitter
o ~a support at the top of the center wing fuel cell. The
transmitters work in conjunction with each other to
GASKET gage the fuel quantity within the fueltank. The fuel
a level determines the current now through each trans-
a
mitter to the fuel calibration box (control monitor box
on 690A, 11249, 11269 thru 11349 and 690B) which
calibrates the current now to the indicator. Some
wiring in the fuel quantity transmitter system is routed
within the fuel cells and interconnect tubing. See
Figure 5-10. Should it become necessary to replace I
a wire in this system, disconnect wiring at either end,
attach a pull-back cord to one end, remove wire bundle
and replace wire. Pull bundle back thru
FUEL CELL
routing using the pull-back cord.
FUEL QUANTITY TRANSMITTER REMOVAL AND

25 30
INSTALLATION. To remove and install the fuel
5-8. Fuel Transmitter quantity transmitter, proceed as follows:

Figure Quantity
Transmitters outboard of Wing Station 24. 00:

FUEL QUANTITY INDICATING SYSTEM
a. Drain fuel cells las required).
b. Place battery switch in OFF position.
The fuel quantity indicating system is comprised of c. Disconnect battery from aircraft electrical sys-
the following components: A fuel quantity indicator tem.
installed in the right instrument panel and three fuel d. Remove access cover over fuel quantity trans-
quantity transmitters installed within the wing and one mitter to be removed.
dual transmitter installed in the center section of the e. Disconnect electrical connections. On 690A
wing. Probe type fuel quantity transmitters jointly (11249, 11269 through 11349) and 690B, a wire harness
measure the mass quantity of the fuel within the fuel splicing method is provided for ease of maintenance.
tank. The mass quantity of the fuel is transmitted See Service Bulletin No. 163, Revision 1.
as an electrical signal to the fuel quantity indicator, f. Remove bolts, washers, gaskets, and attaching
The strengthof the from the transmitter varies
signal plate.
in direct relation with the volume of fuel within the g. Remove transmitter from fuel cell.
tank.
The installation is the reverse of the removal.
FUEL QUANTITY INDICATORS WOTI
The fuel quantity indicator is a millivoltmeter with a Apply Coast Pro-Seal 890, Class A
dial calibrated in pounds to indicate the quantity of sealer compound to both sides of gas-
fuel in the cells.The electric signal to the indicator kets before positioning them in place.
varies with the volumetric changes of fuel within the
fuelcells. As the levelof the fuel changes the signals Transmitter located in Center Wing and Lower Fuse-
from the transmitters are fed to the fuel quantity cali- lage Fuel Cell (690A, 11100 through 11138):
5-13
GULFSTREAM
e. Remove attaching screws and washers securing

690A
fuel sump enclosure access cover to lower side of the
sump enclosure and remove access cover.
f. Remove screws attaching the access cover to
the baggage compartment floor directly below the
transmitter and remove access cover.
O O Remove attaching bolts and washers securing
g.
the fuel transmitter to sump and carefully lower the
transmitter and disconnect wiring from the terminal
block on transmitter and tag for future installation.
WO’IB
Carefully remove transmitter by low-

O
ering straight down until transmitter
clears the sump.
Compensating Screw Pins Ohms

The installation of the fuel quantity transmitter in the
lower fuselage fuel cell is the reverse of the removal
Zero C-D 11.65’0. 1
procedure, except install new gaskets when necessary
Ctr Lower B-F 1453 ’1
and apply Loctite Number 271 to bolt threads. Seal
Ctr Upper B-G 453 f 1
all attaching screws, bolts, nuts, and attaching sides
Inbd Wing B-H 911 r 1
that secure the fuel sump enclosure to the lower side
Outbd Wing B-J and M 286 1
of the fuel tank and aft cover assembly enclosing the
fuel shutoff valves, with EC-776 SR (3M) Adhesives,
25 18 Coatings and Sealer Division, 3M Company, St. Paul,
Minn. Use a small acid brush to apply sealer.
Figure 5-9. Fuel Quantity Calibration Box
On model 690A 11100 thru 11138, torque the bolts and
nuts attaching the transmitter in the sump to 45-55
a. Defuel aircraft as outlined in this section. inch-pounds. On modeL690A, 11139 and subsequent,
b. Place battery switch in OFF position. and 690B, torque the bolts attaching the transmitter
c. Gain access to lower fuselage fuel cell through to the sump to 20-30 inch-pounds.
baggage compartment.
d. Remove fuel sump enclosure access cover
plate(s) onaft end of fuel sump enclosure. CALIBRATION FUEL QUANTITY SYSTEM
e. Disconnect electrical wiring for fuel trans-
mitter at quick disconnect on aft side of fuel sump. On model 690A, 11100 thru 11248, 11250 thru 11268.
f. Remove fuel shutoff valves at aft end of fuel
sump as outlined in this section. Calibration of fuel quantity transmitters and the fuel
g. Remove attaching screws from fuel sump lower quantity indicator is accomplished jointly through the
pan and side assembly, fuel quantity calibration box, located on the forward
h. Remove lower pan and side assembly, side of the aft pressure bulkhead. Refer to Figure
i. Disconnect fuel line connection at forward end 5-9 for illustration of the calibration box com-
an
of drain valve assembly. pensating screws.When trouble shooting a mal-

i. Remove attaching nuts and washers securing function in the fuel quantity indicating system check
fuel sump to bottom of lower fuel cell. the instrument for proper operation first. The next
k. Remove fuel sump from aircraft. step is to check electrical wiring for continuity. If
i. Remove screen from transmitter. continuity of wiring is satisfactory visually inspect
m. Remove attaching nuts, washers, bolts and stat- the calibration box for damage. If these checks do
o-seals that attach lower end of transmitter probeto not reveal a cause for the malfunction, it may be
bottom of fuel sump. possible to correct the fuel quantity indicator error
n. Remove transmitter, by adjustment of the appropriate compensating screw
in the fuel gaging system calibration box. If adjust-
Transmitter located in center wing and lower fuse- ment of the compensating screw does not correct the
lage fuelcell (690A, 11139 thru 11349, and 690B). error the calibration box should be removed and re-
The transmitter is removed directly through the placed. When this does not correct the error the
lower surface of the sump enclosure without refuel quantity transmitter must be replaced. Any one
moving any portion of the sump. of the fuel quantity transmitters or the fuel quantity
indicator may be replaced without recalibrating the
a. Defuel aircraft as outlined in this section. fuel quantity system. However, if the fuel calibra-
b. Place battery switch in the OFF position. tion box to two or more components of the fuel quan-
c. Gain access fuselage fuel cell sump
to lower tity system are replaced, the fuel quantity system
through baggage compartment and remove fuel sump must be recalibrated. Whencalibration box
a new
enclosure access cover plates on aft end of sump en- ´•is to be set the compensating screws of
installed,
closure. the new calibration box to the resistance values
stated in Figure 5-9. Subsequent paragraphs outline
d.
at
Disconnect electricalwiring for fuel transmitter
quick disconnect on lower side of fuel sump. I
5-14
GULFSTREAM SECTION V
COMMANDER MAINTENANCE MANUAL FUEL SYSTEM
690A/690B
WH L or L1
MH
L2
L or
H
L1
L2
~C´•a
C or L1
L TO AIRPLANE
SS L
I
C~ O cC1
WIRES (H)--~,_
t]
i
~z3
I
Dr]
OC]
a
t7Qaa
I i
csJ
a
~WIRES
AND (L1) ~"-´•,z_l I WIRES (H), I CIT~e (H) AND
(L1) AND (L2)_1 I (UNMARKED)
LEFT WING RIGHT WING

OUTBOARD I Ii 1111 OUTBOARD
TRANSMITTER FUEL SUMP
LEFT WING: TRANSMITTER
TRANSMITTER
INBOARD TRANSMITTER
NOTE SEE ELECTRICAL SECTION FOR

WIRE CONNECTIONS.
THIS SCHEMATIC EFFECTIVE ON SERIAL

NUMBERS 11249) 11269 AND SUBSEQUENT. X2519
Figure 5-10. Fuel System Internal Wiring Schematic
FUEL QUANTITY CALIBRATION PROCEDURE (690A g. Fill the tank with 800 pounds of fuel and adjust
11100 thru 11248, 11250 thru 11268). A means must ’?NBD WING" calibration box compensating screw
be provided to determine the amount of fuel being until incticator reads 1800 (f 20) pounds.
added or removed from the aircraft fuel system in h. Fill the tank with 600 pounds of fuel and adjust
pounds with an absolute accuracy of 1 0. 5 percent. "OUTBD WING" calibration box compensating screw
untilindicator reads 2400 (f 20) pounds.
a. Defuel aircraft, i. Defuel aircraft fuel system and at each 200
pound increments verify that remaining fuel and fuel
quantity indicator reading are within allowable toler-
NOTE ance as shown in Figure 5-11. DO NOT CHANGE I
SETTING OF CALIBRATION BOX COMPENSATING
If new fuel cells have been installed SCREWS DURING DEFUELING CHECK.
add 60 pounds of fuel in each outboard j. If indicator pointer does not return to "ZERO"
wing filler opening. Allow five minutes (r 55) pounds or indicator does not read within toler-
to elapse then defuel aircraft. ance Figure 5-11, repeat steps d. through
limits of
i. untilrequirements of defueling check can be met.
b. Jack and level aircraft as described in Section II. k. Place electrical tape over compensating screws
c. Completely drain center fuel tank at sump drain and seal with torque dye.
then add 31 pounds of fuel, i. Return aircraft to service.
d. Adjust indicator to read zero 20) pounds by
using the "ZERO" adjusting screw in calibration box.
e. Fill the tank with 300 pounds of fuel and adjust CALIBRATION -CAPACITANCE FUEL SYSTEM
"CTR LOWER" calibration box compensating screw
until indicator reads 300 (f 20) pounds. Model 690A 11249, 11269 and subsequent, and 690B.
f. Fill the tank with 700 pounds of fuel and adjust
"CTR UPPER" calibration box compensating screw Calibration of the capacitance fuel system is accom-
until indicator reads 1000 20) pounds. plished through the control monitor box, located on
5-15
CULFSTREAM
time of the aircraft. This system is calibrated com-

pletely dry but can be verified (not required) by add-
ERROR ENPELOPE
ing 31 pounds unusable fuel to check zero and 2400
pounds to check the 2400 pound indication. A fuel
150 quantity system tester number TF889 from Consoli-
dated Airborne Systems, Inc., Carle Place, New
York and an adapter harness number 630-050-1
100
(Figure 5-12) from Rockwell International, General
Aviation Division, Bethany, Oklahoma are required
50 I to perform the calibration. Figure 5-17 shows the
tester panel controls, indicator, connectors, and
the functions of the tester panel components. The
following procedures are to be used when perform-
ing the dry method.
50 I TF889 TESTER SET-UP
a. Tester should be warmed up and/or batteries

100
I charged for a minimum of 20 minutes prior to use in
the calibration of the fuel gaging system. Refer to
150 I procedures on charging TF889 Tester batteries.
0 500 1000 1500 2000 2500 3000 WOTI
FUEL WEIGHT LBS

Where available warm-up should be
done using 115-volt, 60 cycle power.
WOTE
THE ERROR IS THE DIFFERENCE

BETWEEN THE WEIGHT OF FUEL
IN TANKS AND THE GAGE READING. I b. Position power switch to the BATT TEST position.
2519 Set mode switch to any of the three megohm positions,
Verify that pointer on the megohm meter is in the
Figure 5-11. Indicotor Error Envelope green area. If not, refer to step a., and repeat it.
c. In the megohm section of the tester, set multi-
plier switch to X1.
the forward left side of the aft pressure bulkhead. d. Position power switch to OPERATE and in the
Refer to Figure 5-12 for a view of the control mon- capacitance section, position the function switch to
itor box adjustment screw covers. When trouble PROBE TEST.
shooting a malfunction in the fuel quantity indicating e. Hold calib-switch toward ZERO ADJ and set
system check the instrument for proper operation pointer on megohom meter to zero using zero adjust-
first and then check electrical wiring for continuity, ment control.
If continuity of wiring is satisfactory visually inspect f. Hold calib-switch toward MID-SCALE ADJ and
the control monitor box for damage. If these checks setpointer on megohom meter to 1 (mid-scale on
do not reveal a cause for the malfunction, it may be megohm meter) using the mid-scale adjustment
possible to correct the fuel quantity indicator error control.
by adjustment of the appropriate screw in the fuel g. Install a jumper-lead from the terminal marked
gaging system control monitor box. If adjustment of GND on tester to a suitable ground on the airframe,
the control monitor box full and empty screws does seat track or: frames. The TF889 Tester is now set-
not correct the error the box should be removed and up and ready to connect for system calibration.
replaced. Any one of the fuel quantity transmitters h. Disconnect plug connector from control moni-
or the fuel quantity inclicators may be replaced with- tor box located on the forward left side of the aft
out recalibrating the fuel quantity system. However, pressure bulkhead. Connect adapter harness 630-
if the fuel control monitor box or two or more com- 050-1 between the airframe harness and the control
ponents of the fuel quantity indicating system are re- monitor box.
placed, the fuel quantity system must be recalibrated.
WOTI
FUEL QUANTITY CALIBRATION PROCEDURE
Imodel 690A 11249, 11269 and subsequent and 690B). Shutoff electrical power to the fuel
’rhe control monitor box transmits signals that when quantity indicating system during
integrated with the TF889 test equipment provides a calibration unless otherwise stated in
method for testing and calibrating the fuel system the following procedures. Pull the
in a dry state. In some cases the dry method of fuel quantity circuit breaker when
calibration can be performed while the aircraft is electrical power is used for other
down for other repairs thereby reducing the down purposes (see Figure 5-16).
5-16
OULFSTREAM
890A/B90B FUEL SYSTEM
p. Place function switch to PROBE SET position
ADJUSTMENT and place the multiplier switch in the X0.1 position

SCREW COVERS in the capacitance section of the tester.
q. Position the range switch in the simulator sec-
Uon to 13-220 position.
r. Set digital readout (capacitance-PF) to 81.0
tenter 910) and center the pointer of the NULL meter
on the index mark using the large knob adjustment
O I 1 10 marked PROBE in the simulator section.
WO~I
FULL
Do not push more than one of the six
push buttons at any one time when
entering a number as this may cause
damage to the cilgltal display and
EMPTY
internal switching.
O O
s. Disconnect the shielded lead connected to

COAXtB) in the capacitance section and connect it to
the terminal marked COAX in the simulator section.
t. Disconnect the unshielded lead connected to
UNSHtC) in the capacitance section and connect it to
the terminal marked UNSH in the simulator section.
X254
WO~I
Figure 5-12. Fuel Quantity Control Monitor Box
remove the cover from the
Do not
COMP terminal in the simulator section.
i. Connect one end of shielded lead (jumper) to
lead tee in harness lead H and the other end to tester
terminal marked COAX(B) in capacitance section of u, Position function switch to IND TEST position.
tester. v. Set the aircraft fuel quantity indicator to 2800
j. Connect one end of the unshielded jumper lead pounds by adjusting the screw marked FULL on the
tlarge outside diameter yellow lead) to lead tee in control monitor box. Turn screw counterclockwise
adapter harness) and the other end to the tester ter- to decrease indicator reading and clockwise to in-
minal marked UNSCH(C) in the capacitance section of crease reading.
the tester. w. Remove both leads from the COAX and UNSH
terminals of the simulator section of the tester.
WO~I Aircraft fuel quantity indicator should read approx-
imately 20 to 30 pounds below zero.
Do not remove cap from COMP(A)
terminal in the capacitance section. IO~I
k. Disconnect H, L1 and L2 leads to control mon- Indicator will take 30 to 60 seconds to

itor, Figures 5-13 and 5-14. Check insulation
see stabilize at either the full or empty
resistance of the system by selecting each of the indications due to internal circuitry.
megohm positions on the mode switch and verify the
indication on the megohm meter is not less than 1.
If resistance is less than 1, this indicates a harness x. The fuel gaging system is now calibrated.
problem to the particular transmitter checked. Disconnect the adapter harness and reconnect the
i. RecoMect L1, L2 and H leads in harness per airframe harness to the control monitor box.
Figure 5-13.
m. Push the fuel quantity circuit breaker in. CHARGING TF889 TESTER BATTERIES
Electrical power will be required for the remainder
of the fuel gaging calibration. a. Connect power cable between a Ilfj-volt ac
n. Position mode switch in the CAP position. source and the 115-volt receptacle the tester.
on
o. Position function switch in the PROBE SET b. Position power switch to the BATT CHG posi-
position and set the aircraft fuel quantity indicator 20 tion and allow batteries to charge a minimum of one-
pounds below zero (approximately at the top of the half hour. Longer time may be required if batteries
white OFF marking) by adjusting the screw marked are exceptionally low.
EMPTY on the control monitor box mounted on the c. Check battery condition by placing power switch
aft pressure bulkhead. Turn screw counterclockwise in the BATT TEST position. The pointer of the meg-
to decrease indicator reading and clockwise to in- ohm meter must be in the green area to indicate
crease reading. fully charged batteries.
5-17
OULFSTREAM
ADAPTER HARNESS 630-050-1
C V AIRCRAFT POWER
B
C C
H H
J AIRCRAFT GROUND J
COCKPIT INDICATOR LEADS
O F F
II ~L2 (LARGE OUTSIDE DIAMETER YELLOW LEAD~ (I

D D
H (SHIELDED) B
O
U
A A
E. .1 I~E
g
L1 (SMALL OUTSIDE DIAMETER
H (SHIELDED)
YELLOW LEAD)
SHIELDED JUMPER
UNSHIELDED JUMPER
TO TF889 TESTER
TO TF889 TESTER
X25 5
Figure 5-13. Fuel Calibration Wiring Schematic Number 1
C C
H H
e~
~J F
J~
F
R G G
8 I
L2 (LARGE OUTSIDE DIAMETER YELLOW
r-
LEAD) I
D D
O
B H (SHIELDED B
F A A
EL I I I I I ’E
I (SHIELDED) L_
L1 (SMALL OUTSID L1 (SMALL OUTSIDE

DIAMETER YELLOW DIAMETER YELLOW
LEAD) I I :-I 1 LEAD)
TO TF889
TESTER
DISCONNECT THESE
LEADS FROM COAMAL
CONNECT UNSHIELDED CONNECT UNSHIELDED (YELLOW) LEAD
TEE COUPLERS
(YELLOW)LEAD FROM TF889 FROM TF889 TESTER TO L1 TO CHECK
TESTER TO L2, TO CHECK RESISTANCE AND CAPACITANCE OF
RESISTANCE AND CAPACITANCE BOTH OUTBOARD AND CENTER PROBES.
OF INBOARD PROBE.
X25 5

5-18
CULFSTREAM
X
c C
EZH
&j J~
F
E F
O G G SZ
if _L2 (LARGE OUTSIDE DIAMETER YELLOW LEAD)
.U
~DB B
E C
r-
A A
O O
U E L2 E
H (SHIELDED) (LARGE
YELLOW) H (SHIELDED)
L1 (SMALL ~I I t] I 1’1 I r 1 I I I ‘L1 (SMALL

YELLOW) YELLOW)
TO TF889 TESTER
CONNECT UNSHIELDED
(YELLOW) LEAD FROM TO TF889 TESTER
TF889 TESTER TO CHECK
TOTAL RESISTANCE AND
CAPACITANCE OF ALL
FOUR PROBES.
XZ5 7
FUEL LOW LEVEL WARNING SYSTEM f. Place battery switch in ON position and verify
illumination of low fuel quantity warning light.
A low level warning switch is installed inside the g. Add fuel to fuel system and record amount of
lower fuselage fuel cell on the fuel cell access plate, fuel to extinguish low fuel quantity warning light.
which is located on the aft side of the lower fuselage Approximately 31 gallons of fuel is required to cause
fuel cell. When the fuel supply is exhausted to a the warning light to extinguish for Model 690A air;
criticalpoint (approximately 31 U.S. gallons for planes, serial no’s 11100 thru 11248, 11250 and
Model 690A airplanes, serial no’s 11100 thru 11248, 11268 (approldmately 43 U.S. gallons for Model 690A
11250 thru 11268) (approlrimately 43 U.S. gallons for airplanes, serial no’s 11249, 11269 and subs and
Model 690A airplanes j serial no’s 11249, 11269 and Model 690B airplanes).
subs and Model 690B airplanes) the switch is activated
and illuminates the low fuel quantity warning light
located in the flight computer indicator panel. FUEL FLOW RATE INDICATING SYSTEM
The fuel flow rate indicating system provides an ac-
FUEL LOW LEVEL WARWING SWITCH REMOVAL curate measurement of the fuel flow to each engine
AND INSTALLATION. To remove low level warning and total fuel consumed by both engines (see Figure
switch, proceed as follows: 5-18). The system consists of a fuel flow sensor
(transducer) installed in each engine fuel system up-

a. Defuel aircraft as outlined in this section. stream from the fuel solenoid valve, a signal condi-
b. Disconnect switch electrical wires at wire splice. tioning unit installed on the left aft side of the aft
c. wing fuel cell fuel lines at
Disconnect outboard pressure bulkhead, a fuel flow rate indicator for each
connection on lower fuselage fuel cell access plate. engine, and a fuel consumed indicator-totalizer in-
d. Break safety wire and remove bolts securing stalled in the instrument panel. The individual engine
access plate to lower fuselage fuel cell. flow rates are indicated on the applicable fuel flow in-
e. Remove low level warning switch from access dicator. The fuel flow rates are also combined by a
plate. function of the signal conditioning unit to furnish a

continuous measurement of total fuelconsumed, which
To install fuel low level warning switch, reverse the is indicated by the fuel consumed indicator-totalizer.
removal procedure and perform steps f. and g. The fuel flowing through the fuel flow sensors (trans-
5-19
GULFSTREAM
5k FUEL QTY
CB 21
FUEL
QUANTITY
INDICATOR I 1 J
G F
INSTALL TEST ADAPTER
HARNESS 630-050-1 AT
THIS CONNECTOR
W~tix
D
OU
BULKHEAD CONNECTOR AT AFT

T )AZLK
PRESSURE BULKHEAD
LOW FUEL
LIGHT RESISTOR
M L1
L2 H
SUMP
IENCLOSURE
FUEL TANK
X25 8
Figure 5-16. Fuel Quantity Indicator Circuit
5-20
CULFSTREAM
25 5 26 6 27 7 8 9 10 11 12 16 13 11 IS
\\I\ Is I 1 8 1
CAPACI’IIANCE
B \a
\I I\ I I MEGOHMMSE
8\ T_oT\
PROBE
INCE-P.F
OND
urcouus
11
8 II 1UL
O -n-tND
Y
C-GNO
snTT saTT 1 8
CHO TEST
I MODE
OFF OPERPITE
FUNCTION
PROBE TEST I MID-slnLE
C9 xo.l
COMPTEST Y1O0
MULTIPLIER
YYI A Y/ CPILIB-SW
~PRDBESET
\COMP SET I MVL
(NO TEST
420-620 1 SIMULATOR SE(;TION
1 1610-(20
2rP1,20\
13- ,820-1020
8 8
UNSH fPROBE
8
tOHP
8
srsrrms.
CLRLE PLdlCE.IIEW IORI
IESTER I I PROBE I I COhFENSITOR
TFB89
sl~-I Q I~
3 2 1 29 23 17 22 21 18 20 19
X25 9
Figure 5-17. TFS89 Tester Panel (Sheet 1 of 2)

5-21
GULFSTREAM
Index No. Control or Indicator Function
1 FUNCTION switch Selects testing mode of test set.
2 RANGE switch Range setting in P. F. for PROBE variable capacitor.
3 POWER switch Power switch for charging or checking battery power as well
as operating test set.
4 MULTIPLIER switch Selects range of NULL indicator.
5 115V 50-400 Hz connector Input connector for primary power.
6 GND terminal Used as ground connector for input leads from tank units
(where applicable).
7 NULL indicator Determines null position for reading capacitance measurements.

8 CAPACITANCE P.F. Three-position capacitance decade in P.F., with increase/
Decade with switches decrease switching.
9 UNSH C connector LO Z (unshielded) input lead from tank unit under test.
10 COAX B connector HI Z (shielded) input lead from tank unit under test.
11 COMP A connector Compensator input lead from tank unit under test (where
applicable)
12 MODE switch Selects either capacitance or resistance measurement mode
of test set operation.
13 MEGOHM meter Measures d.c. resistance.
14 CALIB-SW switch Momentary switch in either direction for adjusting zero and
mid-scale positions of megohm meter.
15 1 ZERO ADJ potentiometer Sets zero calibration of megohm meter.
16 MID-SCALE ADJ Sets mid-scale calibration of megohm meter,

potentiometer
17 1 MULTIPLIER switch Selects range of megohm meter for insulation (leakage) resis-
tance measurements.
18 UNSH connector LO Z (unshielded) output lead to fuel quantity indicator under

test.
19 COAX connector HI Z (shielded) output lead to fuel quantity indicator under test.
20 COMP connector Compensator output lead to fuel quantity indicator under test.
21 Clamp Locks COMPENSATOR variable capacitor in any desired

position.
22 COMPENSATOR knob Sets compensator capacitance output required as indicated on
CAPACITANCE P.F. decade.
23 Clamp Locks PROBE variable capacitor in any desired position.
24 PROBE knob Sets probe capacitance output required as indicated on
CAPACITANCE P.F. decade.
25 1/4 AMP fuse Protects primary a.c. input line.

26 POWER indicator Lamp lights when power is on.
27 Power cut-off switch Automatically disconnects power to test set when lid is
closed and locked in place.
Figure 5-17. fF889 fester Panel (Sheet 2 of 2)

5-22
CULFSTREAM
ducers) is converted to electrical pulses at a rate that APPROVED FUELS

is proportional to the volume of fuel flowing to each
engine. These pulses are transmitted to the signal
conditioning unit, for conditioning and conversion to Fuels meeting the requirements of the following Avia-
analog signals which are transmitted to the fuel flow tion Turbine Fuels: AiResearch EMS 53100; ASTM
indicators. Thefuelflowindicators arebasicallydc designation ES2-74 and D1655-68T (Types Jet A, Jet
microammeters and are calibrated in pounds per hour. A-1 and Jet B); MIL-T-5624G(1) (Grades JP-4 and
The conditionedpulses are simultaneously transmitted Jp-5); MIL-F-46005A (MR) (Types I and JI); MIL-F-
within the signal conditioning unit to a pulse divider 5616-1 (Grade JP-l); and British SpecS D. Eng. R.D.
which scales the signals to units and drives a counter 2482 Issue 2, 2486 Issue 2, and 2494 Issue 4 are
which registers total fuel consumed on the fuel con- approved for use to a ma~dmum fuel temperature of
sumed indicator-totalizer. The fuel consumed indi- 1100F (430C) and a minimum fuel temperature of
cater-totalizer, which is an electromechanical digital -650F (-540C). NATO equivalents approved. Avia-
counter calibrated in pounds, provides a continuous tion gasoline MIL-G-5572D, Grade 80/87 may be used
count of pounds of fuel consumed, 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
FUEL FLOW INDICATING SYSTEM MAINTENANCE in the Engine Log Book. During cold temperature
operation, do not operate engine on fuels with kinematic
Routine preventative maintenance of the fuel flow in- viscosity more viscous than 12 centistokes. Fuels
dicating system is limited to checking the electrical not containing anti-icing inhibitors may have MIL-I-
wiring and connections for security and any general 27686D or E Fuel System Inhibitor, or an equivalent
condition which may cause shorts, increase resis- inhibitor, added but not in excess of 0.15 percent by
tance, or cause loss of electrical continuity. An volume. Fuels listed by brand names (refer to Figure
individual fuel flow indicator may be checked for ser- 5-19), are for reference only. No specific brand is
viceability by exchanging indicator leads and chec~ng endorsed by Gulf stream Aerospace Corporation. I
to see if the malfunction follows the leads. When the Fuels other than those listed are acceptable provid-
malfunction follows theleads theindicator is service- ing, the required fuel specifications and limitations
able and the malfunction is caused by electrical con- as outlined are met. Refer to Figure 5-20 for Spe-
nections or other systemcomponents. Where possible cific Weight of Fuels vs Temperature.
the interchange of left and right engine system com-
ponents is the quickest and most positive method of
isolating a system malfunction.
Revision 2 5-23
GULFSTREAM
SECTION V MAINTENANCE MANUAL
COMMANDER
FUEL SYSTEM
690A/690B
690A, 11100 THRU 11155.
FLOW FLOW SENSOR-TURBINE TRANSMITTER
SIGNAL CONDITIONING UNIT
FUEL II II FUEL
FLOW RATE FLX)W RATE
INDICATOR FUEL CONSUMED INDICATOR
INDICATOR-TOTALIZER
690A, 11156 THRU 11949, AND 690B.
FLOW SENSOR-TURBINE TRANSMITTER FLOW SENSOR-TURBINE TRANSMITTER
FUEL FUEL
FLOW RATE FLOW RATE
INDICATOR/ \INDICATOR
TOTALIZER
SIGNAL CONDITIONER
FUEL CONSUMED
INDICATOR-TOTALIZER
Figure 5-18. Fuel Flow System Block Diagram

5-24
GULFSTREAM
FU Ek,
Type A: Kerosene with -360F IType A-i: Kerosene with -540F Type 13: Wide cut gasoline type,
(-380e) maximum freezing point. 1(-48OC7 maximum freezin5r point. equivjrent to JP-4 except for
(viscosity of -200F/12 centistolses). I(vlscosity of -500F/12 centistokcs) -560F (-490C) freezing point.
(visocosity of -800F/5 centislokes)
American Oil Co. -Jet Fuel Type A American Oil Co. -Jet Fuel Type A-i
Atlantic-Richfield-Arcojet A Atlantic-RicBfield-Arcojet A-i Atlantic-nichfield-Arcojet 13/
British Petroleum Co. -BP A.T.K. British Petroleum Co. -BP A.T.G. Arcojet JP-4
Cities Service-Turbine Fuel Type AIEsso/Enco Turbo Fuel i-A Conoco JP-4
Conoco Jet 40 Gulf Jet A-i Esso/Enco Turbo Fuel 4
Conoco Jet 50 Mobil Jet A-i I Gulf Jet B
Esso/Enco Turbo Fuel A Pure Oil Ca. -Purejet Turbine Phillips Pet. Co. -Philjet JP-4
Gulf Jet A Fuel A-i Shell Oil Co. -Aeroshell Turbine
Mobil Jet A Atlantic-Richfield-Richfield Tur- Fuel JP-4
Phillips -Philjel: A-50
Pet. Co. bine Fuel A-i Standard Oil of Calif. /Kentuckyl
Sure Oil Co. -Purejet Turbine Shell Oil Co. -Aeroshell Turbine Texas Standard JF-B/Jet Fuel
Fuel A Fuel 650 B/Chevron JP-4
Atlantic-Richf ield-Ricllfield Sinclair Superjet Fuel A-i Texaco Avjet JP-4
Turbine Fuel A Standard Oil of Ohio -Jet A-i Mobil Jet B
Shell Oil Co. -Aeroshell Turbine Kerosene
Fuel 640 Standard Oil of Calif. /Kentucky/
Sinclair Super Jet Fuel A Texas Chevron A-i
Standard Oil of Ohio-Jet A Kerosene) Texaco-Avjet A-i
Standard Oil of Calif. /Kelltucky/
Texas Standard JF-A/
Chevron A-50
Texaco AvJet A
Union Oil Turbine Fuel A
WOTE
BSOBGR JF Biocide (SOHIO or equivalent) 270 ppm

maximum ppm of elemental boron) may be added
(20
to the fuel for fungicide purposes.
The BIOBAR JF must be premixed in the fuel prior

to filling the airplane fuel tanks.
OIL
Type I Oil- MIL-L-78080 Type II Oil- Ma -L-23699
i. Stauffer Jet 1 I. Castrol 205

2. Exxon 2389 2. Exxon (Enco) 2380 Turbo Oil
3. Mobil Averex-S-Turbo 256 3. Exxon (Esso) 2380 Turbo Oil
4. Brayco 880B 4. Mobil Jet Oil II
5. Stauffer Jet II
6. Texaco SATO 7730
7, Imperial ESSO 2380
8. Texaco Star Jet Oil 5
9. Chevron Jet Oil 5
10. Caltex RPM Jet Oil 5
CAUTIOIS 1 NOTE
Due to physical characteristics of Type II oils,

Do not mix brands or types of oil. an auxiliary power unit should be utilized when
performing, engine starts below +200F(-e, 70C).
Figure 5-19. Approved Fuels and Oils
5-25
Revision 1
GULFSTREANI
SECTION V MAINTENANCE MANUAL COMMANDER.
FUEL SYSTENI 690A/690B
7.3
7.2
i i-´•c~i i i
i i
7.1
i9´•~b,: :i
i’--^--l´•´• ---´•´•--f´•--´•´•~´•---´•t-´•´•´•-´•i---
7, 0
i
6.9 ´•ii i
i
:I
6.8
f
6.7
m i:.
´•i ´•i TYO11
1
6.8
ff~ 6.5
I
i i
6.46.3 i ::i
1
G 1:
Eil
j- i i i i
i
(4 6.1 i
i I:: r: 1
6. 0 i
1 i
i i i i
i i i i I i i I
i i i i
5.8 b;´• :´• ´• ´• ´• ´•6´• ;´• ´• ´• ´• ´• ´• ´• i´• -´• ´• -´• ´• ´• -´•-i´•:´• -
i 1
i i
t
i.
5.7
i I
i::::I :::i :I:: I i
5.6
-40 -20 0 20 40 60 80 100 120
FUEL TEMPEEIATURE DEGREES FA~ENHEIT
Figure 5-20. Spacifie Weight of FueL vs Temperature
5-26
SECTION
LANDING
GEAR,WHEE LS AND
B RAKES
GULPSI~REAM SECTIOK VI
COMMANDER MAINTENANCE MANVAL LANDING GEAR,
sWA/ewe WHEELS AND BRAKES
SECTION VI
LANDING GEAR, WHEELS AND BRAKES
T*6LI OE CONTENTS
Page Page
GENERAL D~CRIPTION 6- 1 Position Indicator Lights 6-14
Landing Gear Open~lon........... 8- 2 Warning Horn 6-11

6- 2 WHEELS AND DRAKES B-11
OperatlonalCheeL
MAIN LANDING GEAR B- i General Description 8-17
6- 3 Main Wheel Removal and DLsassembly....l 6-18
Strut Operation
Removal 6- 5 Main Wheel Reassembly
Installation 6- (Tubeless Type) 6-18
Strut and Wheel WellDwrs 6- 9 (Tube Type) 6-20
6- 0 MBLn Wheellnstallatlon 8-21
UplaL8
NOSE LANDING GEAR 6-10 Measuring Brake LMngWear BZ1
Removal andDlsassembly &10 Measuring Drake Mac Wear Pads 6-21
Reassembly and Installation 6-12 Brake Removal and Dlsassembly ~6-21
Nose Wheel Steering 6-13 Brake Reassembly and Installation 6-23
Nose Gear Doo. Rigging 6-14 Brake and Nose Wheel Steering System
LANDRUG GEAR POSITION INDICATOAS Bleeding 6-25
AND WARN~G SYSTEM 6-14 Nose Wheel RemoMI and Dlsassembly 6-26
Nose Wheel Reassembly and L~otalllion 6-21
GENERAL DESCRIPTION gear strut when the gear is retracted. Hydmulleally

actuated clam shell doors enclose the main lanmng
gear wheel wells and cycle to the open and closed
The plrcraft is equipped with a hydraulically operated position each time the main gear is extended or re-
Lrlcycle landing gear, which includes asteerable nose tracted. The main gear is retained in the retracted
wheeland self-adjusting dlse brakes for the main position by meehanicallyaetualed uplocks which fune-
landing gear wheels. Nose wheel steering and brakes tion in con)unctlon with hydraulically operated uplocr
are controlled by power brake valves, which are ac- cylinder piston rods. The main landing gear will re-
tuated by depressing the rudder-brake pedals from main in the retracted position until the Landing gear
either pilot, position. The aircraIt is also equipped control Lever is placed in the dawn position. In the
with a parking brake system which operates on nor- event of hydraulic system failure, the uplocks are
mel or auxiliary hydraulic system pressure. During mechanlcallydlsengaged shenthelandlng gear control
the retraction and edenslon cycle, the main landing lever is moved LoDOWN. NLtragengas pressure inthe
storage bottle and lines connected tb the’down’ port
gear inner body, strut piston, and wheels rotate 20.
degrees. This permits the main gear wheels to lie of each hydraulic-pneumatle actuating cylinder, er-
flat in the nacelle wheel wells, when the gear is re- Lends and Locks the main gear. Dungee cords attached
tracted. i~alactuating hydraulic cylinders areused to the main Landing gear drag braces, assure that the
Lo retract and extend each main landmg gear. The main landing gear 16 locked inthe downpasilion. Thr
’down’ port of each outboard hydraulic-pneumatic ac- nose Landing gear retracts alt into the nose wheel well
tuating cylinder is connected to a nitrogen gas storage and is completely enclosed by mechanically operated
battle located in the aIt fuselage, and provides the wheel welldoors. A single hydraulic actuating eylin-
means for emergency edenslon of the main gear in der retracts and Lowers the nose landing Gear. The
the event of hydraulic system failure. Meehanieally nose wheel is centered automatically by an internal
operated Lending geardo.rsencloseeach main landing cam, as Boon as the weight of the aircraft is relieved
6-1
r
MAINTENANCE MANUAL e~ll

interim change notice Gulfstream
Aerospace
Date: 11January 1985
INTERIM CH*NGE NOTICE: Lladel 690A18.
NOTE
This notice contains an intenm change to the Maintenance

Manual and should be 8lsd in the appropriate Section of the
manual. pending receipt of formal revision pages. It is
suggested that a reference to the intenm change be made
adjacent to the appropnate pan of the manual as a means
of alemng the reader to the addition or change to the
maintenance instrueaons.
SUBJECT: LUBRICATION OF LANDLNO OEARCONTROL ASSEMBLY.
INSTRUCTIONS: Make the roiinw(ng changes to the Maintenance Manual as indicated:
B. Section VI Add the ioilo~nny NOTE PRor to OPERATIONAL CHECK an page 6-2.
NOTE
The landing gear eonrral assembly requires lubrication

every 12 monchp, refer to See"on ii.
NOTE: THERE IS A
SECTION
~EMPORARY
GNIDLWM GEAR, REVISION
WHEELS AND BRAKES REVISES THIS PAGE BBOA/BOOB
from the nose wheel, and a mechanically actuated pressure contained in thestoragebottle, outboard ac-
steering bypass valvedeaetivates nose wheel steering cylinder, and connecting linea is further cam-
during the retraction cycle. The nose landing gear is pressed by movement of the cy8nder piston. When
held in the retracted position by hydraulic pressure Lhe landing gear eotrol Lever is moved La the DOWN
on Lhe’up’ side of the aohating cylinder piston. If pasitlon hydraulic pressureon Lheretract sideal each
the hydraulic system should fall, the nose landing landing gearactuatlngeyllnder is released. Hydraulic
gear will free-fall to Lhe down position. The nose pressure is simultaneously applied to the down port
gear bungee spring assures that the gear is locked in of the nose gear and inboard main lanmng gear aelu-
the dawn position. Unintentional retraction of the atfng cylinders. Fluid pressure is concurrently rout-
landing gear is prevented by a safety latch, located ed to the main landing gear uplock cylinders to extend
on Lhe left of the Landing gear control lever. Three the uplock cylinder piston rod and msengage the me-
lights, located next to the gear control lever
green ohanlcal uplacks. Nitrogen pressure reacting on the
hmcate when each landing gear is down and locked. down side of the outboard (hydraullc-pneumatiE) ac-
If any one of the Landing gear fail to Lock down, a red tuatfng cylinder pitltonhelps inthe inboard cylinder to
warning Light will The landing gear

also illuminate. extend the main gear. In the event of hydraulic sys-
warning horn will sound any time the landing gear is tem failure the nose gear will free-fall to the down
not down and locked and either or both power levers position and be locked inplace by the nose gear bungee
are retarded to app ro r i ma t e L y 1/2 inch from the spring. The main landing gear will remain in the re-
Flight idle stop. A landing gear warning horn cutout traded position until the gear cantrol lever is moved
is provided to silence the gear warning horn. Ma- tothe M)WNposltian. This releases the hydraulic fluid
medarily depressing the HORN SILENCER button, trapped in the uplooRcylmders andpermlts the emer-
will silence the horn: however, if the wing flaps are gency extension spring on the uplach cylinder piston
extended from the full up position the gear warning rod to extend thepiston rodanddlsengage the uploegs.
horn cannot be silenced by the horn silencer button. As soon as the uplocts are dlsengaged, nitrogen gas
The circuit is reset when both power levers are ad- pressure edends the outbaard actuating cylinder
vanced. piston rad, to extend and lock the main gear. Posi-
tive looting in the down position is assured by bungee
cords attached to the drag brace of each ma~n landing
L*NI)INO CE*I OPTIPITION gear.
The Landing gear control Lever, located on the left

side of the engine control quadrant, is attached to a OPII*TION*L CHECK
lever on Lhe landing gear side of Lhe Landing gear-
wing flap eontralvahe by an adjuslablepush-pull rad. A landng gear operational checli must be accom-
When the control Lever is placed in the UP position plishedatintervals prescribed by the aircraft inapee-
hydraulic fLuld pressure is routed from Lhe landing tion cards. An operational eheelt should also be per-
gear control valve to the ’up’ port of both actuating formed after an unusually hard landing and after re-
cylinders on each main landing gear and to thenose placement of a landing gear assembly or its compo-
gear actuating cylinder. Hydraulic fluid pressurels nent par\s. It is necessary to use an a~ubliary hy-
simultaneoualydireo~ed to the retract port of the main draulic powerunlt to aeeompllsha Landing gear opera-
landing gear uploelr cylinders at the beginning of the Uonal ehecl. The auxiliary hydraulic power unit can
retraction cycle. Retraction of the uplock cylinder be connected to the hydraulic fittings on the engine
piston rodcompresses the emergency entension firewall. This isaccomplishedby disconnecting and
spring, installed on each cylinder piston rod, and capping the airframe hydraulic pressure and supply
positions the mechanical uplocts to engage the landing lines st the fittings. Connect the hydraulic pressure
gear uplaclt bracket when the main gear retracts. andsupply Hnesaf the hydraulic power unit to the
The hndlng gear control lever mustremain in the UP samefittings and perform the landing gear operational
position while the gear is retracted Tlus provides a check in the following manner.
constant source of hydraulic pressure from the land-
Ing gear control valve tothe retract port of each land- JacL aircraft as outlined in Section U.
Ing gear actuating cylinder and main landng gear up- b~ pi,,, landing gear control lever in UP position
lock cylinder, as long as normal hydraulic system and activate the auxiliary hydraulic power unit to re-
pressure is available. if the hydraulic system should tract the landing gear. Observe each event in re-
tail, a check valve located in the landing gear-wing traction sequence for proper mechanical operation.
flap control valve manifold, will Lraphydraulic fluid ChecB hydraulic hoses and electrical wiring for pra-
pressure in the uplock cylinders and prevent the upper clearance and freedom from binmng or Bi~ing.
locks from dlsengaging. Movement of the landing c. Place battery switch in ON position. Gear un-
gear controllever to the WWN position releases the safe light should not illuminate. If light illuminates
trappedfluid in the uplack cylinders permitting the check and adjust gear position inmcator switches as
gear to unlock. The nose landing gear is held in the outlined in a subseguent paragraph.
up position by hydraulic systempressure only and will d. Place battery switch in OFF position and bleed
therefore free-fall to the down position immediately hydrau~e system pressure to zero. Nose landing
following hydraulic system failure. The down port gear should free fall to the down and lack position.
of each outboard bydraullc-pneumatie actuating cyl- Malnlanmng gear should remain in retracted position
inder for the main lilnding gear, is connected to a because gear up ehecr valve contained in the landing
nitrogen storage bottle in the aftfuselage. During the gear-wingflap control valve retains fluid pressure on
main landing gear retraction cycle the nitrogen gas the miun landing gear uplock cylinder, n main gear
8-2
GULFSTREAM SECTION VI
COMMANDER MAINTENANCE MANUAL LANDING GEAR,
WHEELS AND DRAKES
B(6A/BgOg
with grease flttings. Grease should be applied spar-

has a tendency to fall, chock for:
1. Hydraulic fluid leakage at the uplock cyl- ingly and all parts wipedclean toprevent collection of
inder and hydraulic Lines. dirt. (Refer to Lubrication Chart, Section II. To
a. Condition of uplocli mechanical linkage. prevellt abrasive material from damaging O-rings
3. Fluid ledkage past check valve contained and seals, strut pistons and actuating cylinder piston
inlanding gear-wing ilap control valve. rods should he cleaned irequelltly usily a clean clotli
Place battery switch InBATTERY position. Re- dampened in hydraulic fluid. Hydraulic fluid leakage
tard power levers toward FLT IDLE stop. Landing at the strut piston or actuatingcylinders inust be cor-
warning iiorn shoulri sound dlen either or both rected as outlined in subhe~uent paragraphs. Bungee
gear
power Levers are retarded to appro~omaioly 1/2 incl, cords which are frayed or show other evidence of
Lrom the Ci~eeB that wainillg horn
Flight Idle stop. deterioration must be replaced. To prevent rapid
silellcer button will cutoff the horn whenhorll silencer deterioration, bungee cords must be maintail~ed free
button is depresacd(flaps must be full up). If warning of oil and soivelits. Do,lot
permit cleaning solvent to
properly,chect oieet~csl wiring
hor,l does not fuectiol~ come in contact with bungoe cords when strut or en-
for security continuity. When wiring is found to

and glue cowling is being cleaned. All landing gear hinge
be aalisfactorychecg Landing goarwarninglorn micro points, bushings, and bushing retainers siiouid be
switches according to the paragraph on Wanting Horn carefully inspected for wear and damage during each
Switch Adjusiment. landing gear operational check.
L. With
hydraulic pressure rcmaininf, at zero,
place landing gear control lever in DOWN position and
observe main gear for proper ontonslon and locking. STRUT OPIRPITION
If main gear wilinot drag and lock in the down poai-
lion check for: The landing gear struts are uleo-pneumatic assem-
1. Low pressure in nitrogen storage bottle. Lilies, designed to absorb ta~ing and Landing shock
2. Weak or damaged bungee cords. Loads. Major components of the strut assembly con-
3. Correct landing gear drag brace preload sid of a strut outer body, strut inner body, and strut I
adjustment, piston. The inner body bearings

rides on needle
g. The three gear safe (gresn) indicator lights Within the outer Dody and rotates with the strut piston
should illuminate to in~cate that each Landing gear is td position the Wheels in a stowed position when the
down and locked, Should lights fail to
one or moro
gear is retracted (sce Figure 6-2). The strut outer
illuminate, check landing gear for down and locked body is filled with MIL-H-~606 hyrirwliciiuid and the
pusition. If gear is Locltcd do~un, adjust appropriate lower portion of the strut is eer~ced with nitrogen
gear position indicator switch to obtain proper Light
gas, to a pressure of 350 (I 10) psig, when the strut is
operation. fully sntended, The landing shock of the aircraft is
h. Cycle gear at least twice to ensure satisfactory absorbed within the landing gear strut by metering
operation. the flow of fluid
through a snubber and ori-
hydraulic
i. PLace battery switch in OFF position.
lice plate, as the piston moves through the hydraulic
1´• Remove auxiliary ]lydrauiie power unit and re- fluid. Tile snubber plate is spring-loaded upward
connect the airframe hydraulic pressure and supply
against the orifice plate. With the snubber seated
Lines.
against the orifice plate, four metering holes in the
h. Remove jac*s and tail stand from aircraft,
snubber are closed andone hole is open. Shack forces,
exerted landing gear, cause the strut piston to
on the
move upward through the hydraulic fluid contained in
MAIN LANDING GEAR the strut inner body. As the strut compresses (pW.oo
moves upward) forces exerted against the hydraulic
ELuid move the spring-loaded snubber plate away tram

Each main landing gear installation consists of a strut the orifice plate, e~osing the four metering holes.
body, fork assembly, scissors assembly, upper and Hydraulic fluid is then forced from the inner body
Lower drag brace assembly, bungee cards, and wheel through the five hales inthe orifice plate into Li~e strut
and brake assembly (see Figure 6-1). The aft end of piston. Thefloating piston isforced downward, com-
each main gear hydraulic actuating cylinder and hy- pressing the nitrogen gas. This diminishes the Land-
draulic-pneumatic actuating cylinder is attached to ing gear shock Load by automatically controlling tile
the drug brace upper hinge golnt, and the actuating movement rate of the piston and the loads transferred
cylinder piston rods are attached to the landing gear to the airframe
during landing. As the strut piston
trunnion. During gear edension the actuating cylin- readies the upper Limits of travel, the cornl,ressed
ders force the upper and Lower drag brace of each nitrogen gas exerting pressure against the ilydmulic
mzlln gearovercenier, to assure a positive lock ia ilnid, starts to e~dendthe stcu(~Btoa. TL~s pcr~te
the down position. Two bungee cords attaehedto the sliubber spring toreseat the snubber plate against
each main strutouter body and Lower drag brace pro- the orifice plate and to oleter Li~e hydraolic fluid out
vide further assurance that each drag brace is moved of the upper strut piston through the single metering
to the positive Locked position. The scissors assem- Ilqle in the snubber plate. This retards piston cden-
sion alld controls strulpistonrebound. While ta~iing,
bly, installed between the strut outer body and strut
fork, prevents the wheels from castoring when the the snubber 1,Late normally romail~s seated and the
aircraft i. on the ground. ALL points of tile gear ac- landing gear shock loads are absorbed by the com-
tuating mechanism requiring Lub~ication are eg"ipped pressed nitrogen within the strut piston. Scissors
6-3
SECTION VI
LANDING GEAR, MAINTENANCE MANVAL COMMANDER
WHEELS AND BRAKES 690Ajs90B
ADJUST CYLINDER
O\IERTRAYEL TO
OBTAIN DRAG BRACE uo~l
PHGLOAD HERE. REFER
TO INSTRUCTIONS IN LEFT GEAR SBOWN
TEXT. ~M1 ~j RIGHT GEAR OPPOSITE
GEAR
ACTUATING CYLINDER
LANDING GEAR TRUSS
PIN
PER DRAG
ToRYue/ BRACE
LINK
MOUNTING PIN
HYDRAULIC FILLER
PORT PLUG
LOWER ROTATING JAMB NUTS

DRAGeRACE ~q 16/ DRAG
PIN RETAINING BRACE
GEAR SAFE
BOL LIGHT SWITCH
1BRACE
PINS
DUNGEFSL
SCISSORS
PISTON
UPLOCK
AIR VALYE
WHEEL AND BRAKE

FORK
ASSEMBLY
ASSEhlBLY
~ieure 6-1. Main Landing Gear inrtolla~ion

8-4
GULFSTREA~I SIICTION VI
COMMANDER MAINTENANCE MANUAL LANDING GEAI(,
690A/690B WIIBELS AND DRAKES
Links installed between the strut ililter body ;ind strut tor overhaul always send tlie complete strut assembly.
wheels from castoring Strut repairs authorized for field maintenance activi-
fork prevent tile Lal,meg gear
while pcrniitting tile shock strut piston to retract alld ties may be accomplished witliout removing the land-
t~idend. As tile i.aill gear re(mr:ts into tiienacolle ing gear irom the a~rcraft. This includes removal of
wheolwell, a torqae lint all?cileii between the top ot allparts attached to the strut outer body and the re-
tile strut inner body and landing L.ear truss rotates the movai aoddiwssemblyof the strut i,istoii. To remove
strut piston;lndwiicelnIlgro*imately 90 degrees. This the strut piston refer to Figure 6-2 and proceed as
allows tile x´•ilccl tl, tie LLal witllill the aheel well ivllco follows:
tile gear is rermctcri. As the i:car ii edeiidcd, tile
torqile Link rotates tile strul inner body, pistoll, and a. Jack aircraft as outlined in Section II.
wheel in tile opposite direction to position tile wiieel b, Reducehydraulic system pressure to zero and
lor Landing. dlsengage parking brakes.
c. Release pressure in L;uiding gear nitrogen filor-
age bottle.
R~MOVPIL d. Remove ian~ng gear wheel.
e. Discolinect hyrlraulic bralie line at fitting on
Main removal is not reqilired uliiess it outer strut body.

landing gear
is necessary to replace the trunnion bushings, torque i. Detach electricalwiriiig to ground contact switcll
link a,id shaft bolt, or the complete lalldlng gear as- and detacii switch st switch arm, when applicable.
sembly, g. Deflate strut by turning air valve cuuolercioek-

wise approximately 2-1/2 turns.
h. Drain hydraulic fluid from strut by removing
CAUTION tiller and drain plugs.
i. Compress strut piston one inch and block strut
in this position.
Do trot lockscrew from tile j´• Remove center bolt from sei ´•jors lint assembly.
remove
tiireaded bushing or make ally arijust- h´• Remove piston relpill~er snap ring and washer.
ment to ti~readed busllinC.
I. Hold strut gidoli within ;trut body, push drag
brace up at center hinge point, swing gear aft, and
w’thdraw strut piston.
All other authorized repairs may be accomplished
without removing the strut outer body irom the air´•
craft. :Po remove the complete landing gear assem- Piston Disassembly
biy proceed as Loilows:
Hydraulic fluid leakage at the strut piston requires
a. Jack aircraft as outlined in Section 1l, disassernbiy of the piston and replacement of O-rings
b. Reduce hydraulic system pressure to zrro and and wiper rings.
dsengage i,arkilig brakes.

c. Reduce pressure in nitrogen storage bottle to a. Remove upper bearing lock pin and unscrew
aero. upper bearing.

d. Disconllect and cap ilydraulic brake hose at fit- b, Remove orifice plate, smlbbsr, snubber spring,
ting ill wheel welland detach hose from nacelle ancllor and spring retainer,
bracket.
no~r uo~r
Disconl~rct electrical wiring to ground Wi~enupper bearing is rc~noucd, orifice

contact switcil when rolnoviny left Land- plate and snubber will be forced out
due to spring tension.
ing gear,
cords irolo Lower pilllcys. Slide bearing spacer and gland off piston.
e. I(emuve bungce c.
i. Disconnect actuating cylinder pistoli rods from d. Remove air valve body bolt from piston and
Landing gear outer body. fork assembly,
Detacll Lanml~g gear door Unkage. e. Remove Lower piston plug, spacer, and floating
g.
II. Detach drag brace front landing gear outer body. piston.
i. Rel,lovp drag brace pill retaining bolts.
bolt into REMOYAL, INSPECTION, AND REPLACEMENT OF
2. Screw;l 1:.4-il,ell ZB-thread drag
brace pins and withdraw pins. TOR~UE LINK SHAFT, To remove, inspect, and
9. Allow drag brace to ilinge ait and clear of replace parts as required on the main landing gear
work area, torque link shaft, proceed as follows irefer to
i. Remove mail, landing rear wileel. pjgure 6-2):
I´• Remove taper pins from Lrul~nioli bushings.
a´• Jadr a~rplane in accordance with procedures
k. Support Fear, withdraw maullting pins from
outlined in Section II.
trunnion, .1liil remove Gear.
b. Reduce hydraulic pressure to zero, by
DISASSEMDLY. Disassembly of tile strut inner body braBes or by actuating flaps.
must be accomplished by no authorized repair agency, c´• Remove bungee cords from main landing gear
When necessary to returl, a strut to tile mallufacturer strut lower pulleys.
6-5
Revision i
SECTION VI OULFSTREAM
LANDING GEAR, MAINTENANCE MANUAL COMMANDER
WHEELS AND DRAKES 6soA/esoB
TOR9UE LINK SHAFT HYDRAULIC FILLER

LOCK BOLT PORT/BLEEDER PLUG
TAPERED PIN
THRUSTRING d PIN
L,,,
-Tongue LINK
RETRACT
CYLINDER I-THREADED BUSHING LOCK SCREW
CLEYIS SNUBBER
THREADED BUSHING
RETAINER
n BUSHING
RING COLLAR
STUD
~CMOUNTING SNUBBER
SPRING
TORsue NEEDLE PIN
LINK IR h
BEARING
SHAFT UPLOCK PISTON
SPACERsnACKET
B BODY
FLOATING
BEARING
PISTDN
SPACER
BUSHING ~-C PISTON

BUNGBE
INNER
BODY O-RING
LOWER
NEEDLE
SCISSORS
BEARING LINK SPACER
o-nme
DRAIN
PLUG
NITROGEN ~Lc,
UPPER VALVE I PLUG
BODY
FELT
LINK
WIPER
NITROGEN
BUSHING VALVE
BODY BOI.T
GASKET
ORIFICE
~1
UPPER UPPEI(
PLATE
BEARING FORK
BEARING
ASSEMBLY
RETAINER
PIN
BEARING
it
BEARING
’i\ ,nxLE
GLAND
O-RINGS
\npEi~ I
RINGS
‘U
WASHER 11011
SNIIP ’Do NO?. IlbMDYL LOCK
t SCIIEW hND CIIANGY

POSITION OL´• THREADB~
LEFT GE\II SiiOW?I

RIGIIT GBhlt DPPDSI’P i!
figure 6-2 M.in L.ndina Gear Strut )I.rembly jSheet 1 of ?I
6-6 RcviJilln 1
SECTION V1
GULFSTREAM
MMMANDER MAINTENANCE MANUAL LANI)ING (iBAn,
WHLELS AND URnKGS
soo~/ouon
TOROUE
LINK
;HRUSTIIINU I
LINK ASSY
BUSHING
8 i
TOROUE LINK ASSY
THRUST RING
TOR,UE LINK
SHAFT
TOROUE LINK SHAFT
RETAINING BOLT
EL3P
TOA(1UE LINK SHAFT RETAINING BOLT

0.006"
MUST BE SAFETY WIRED AS SHOWN
MI\X
TO PREVENT WIRE FROM SLIPPING
OVER TOP OF BOLT HEAD I\NO OVER
TOP OF BLEEDER PLUG AND ALLOWING
BOLT I\NDIOR BLEEDER PLUG TO LOOSEN\ \j j I-TOROUE LINK
BUSHING
FWD
VIEW LOOKING DOWN ON
MAIN LANDING GEAR STRUT I\SSY alll.
SIDE BLEEDER PLUG
PLAY
Figure 6-2. Mein Lending Gear Strut A~rembly (Sheet 2 of 2)
Revision 1 6-BA/G-6B
SECTION VI
(illLFSTIIBAM
COMMANI)CR MAINTENANCE MANUAL LAN1)INO C~AA,
WIITF.LS hNO D[tU(Ii.S
Ii80A/690D
d. pusll up on ilrah. bl.acc and allow iraal´• to go sprille ulliie it is aeerssible. Flcure 6-L4 lists ilarts
ll1s1 ;Ire critical and which ,all*l il~ect tlie toleralicea
overeenter, lo facilitate removal of lorrjue li3~ shaft,
shown for proper operation of tile Eoar. Replace all
Ensure that Frer is i,roperly ul,poolcil,
Itcniuve salely wire froln torque Lilli sl~alt O-rillCJ rillgs at lime ul rpnsselnbiy. Im-
alld npor
u.
bolt. lael´•sc ill MIL-N-SFO(I Ilydrnolic fluid iletore issUlla-
reiailllnl: Illllt and rcmoue
lion.
i. ~Lcmavo torguc lirX shalt and thrunt ring.
and REABSGMULY. Ileassoinblyal the Landing gear strut

Inspect torque Link sllaft, torque link Irlsnlnas,
tar conlormanee wlU1 tile fullowlnk (rc-
i" tile reverse of the ~saaaambly procedure. Give
thrust ring
necessary): particular attention to the lollowlng ilenls during as-
place parts as
sembly.
a. ten$lh of torque link sllafL shallbe 4.18inehes,
II shaft is not 4.18 inches in Lengtb, rrplace with new
a. Torque ullper bearing ollpiston to100 (+50, -10)
torque Br* shall.
Luw -poun~s. LoaLr Pin holes inilrl aligll.
b. inspect lornus Unk shall for slr*ghlncss and
wear at thrust ring contact poillt6,
C, Clleeg lialcs ill thrust ring, through w(lich the
C*UIION
torque link shaft ilasses, for
, ., .,,,,i,,,
, ., .l oita8nole
e. Cheek torque h~ assembly for excessive wear
and crads.
To preveo~damage toVne plate
degrees and hold snubber down with a
I. Ensu~e that tor~ue Link shaft retaining bolt
has a nominal shaft lenbrtl1 of 17/32 inch. dowelpill, while installilly hearilla,
b. Witll dowel gin illsel-led through hole in orifice

install torque link shall in aeeordnner Rlh ibe lollow-
plate, depress and release snubber several LLmeB to
ing: Snubber reaction
assure proper action of sllubbor.
nlust he noaltive with no evidence of sticking or L~ind-
a. II torque link busNngs need re~laesmeot, new
leg.
bushings vail ilavs to be machined or dressed upon Discard O-rlngs, backup rings, wiper rings,
installation, to maintain ma~dmum Ride play of 0.012 replace with
cotter pins, and dr valve gasket
inch when 1l16 assembly is installed on thrust ring.
new parts,
d. When installing drag brace pins, index pin head
11011 so that locking ilole can be allgl,ed witll shank ol drag
brace pill retaining bolts (sae Figure B-1).
Bushings are made of oillte
iype e. Illq,cet all non self-locking bolts and nuts for
material asd;lre relatively soft to correct cottel´• ph or safely wire Lnstallation. Make
work. Dushlngs can be dressed, certain that piston strap ring at bottom of strut piston
Using a file or emery cloth, Lo
Is pl~oprrly sealed in ellql ring groove.
Inlrfll earllng UlruslO.I)´• Dress
l,nshings evenly, to center thrust
ring is Link assembly. INlr*LLPITION
b. Install torque 8nR shaft through torque Unk

Installation of tile main Landing gear is the reverse of
ssseml,ly, torque bushings, and thrust ring.
link
the removal ilraeedure. Special attention should ire
Ensure that flat spot in center of torque link shafl
given to correr:t placemenl of the torque link upper
is aligned perpendicular to bolt hole.
end in its spl~erical bushing when the gear is being
c, Install torque 1l~ shaft relu""g bell. and
ilttetlto tile lallding gear truss. After installation,
lighten to a torque value of 50-10 inch-pounds. Sjfety sel´•vieo Lnn~Ullg goar as outlined in the following para-
wire bolt to bleeder plug jreler to Figure B-2).
graDh and charge ~he Lnndlng gear nitrogen s\onge
d. Remove support irom main gear, JLLoi~sg
bottle as outlilled in Section U. DLeed brake aystenl
gear to extend to the down and lockerl position. brace
and adlust drag prcload as outlined in this sec-
c, Install bungee cords on lower pulleys.
tion. Replace bYligCP COPt$ WL1CI) Iraycd or shaw
are
f. perform an operational check of aBn Lallding
evidence of deterioration. To replace bungee cords
gear system, as outlined in this Section. it is i,eeessnry to remove tllr upper bungee pulleys.
Bpmo~´•e pilrl,lane irom )aoBa, in accordance
Tills is renloving snap ring front
by
witl, procedures outlined in Section II,
eaell enrlof pulley shalt and driving the shalt out of
the strut lags. Accomplish a colnplete operational
CLE~NINO AND I~SPECTION. Clean and insl,cel all check of the landing gear after strut repair, eompo-
parts, paying syccial attention to condilioll oI O-riog,
nent replacement, or replacement of the gear 9ssem-
snap rillg, pnd~vlper grooves. Miser scratches should bly.
be renloven irolli all surfaces by pulisilillp willi lu116
abrasive or erocus cloth, providillg rc~noval of the
defect does ilut effect operation of tile part. Inspect SERVICING MAIN LANDING GEAR STRVT. (neler
snulQer silring for load of II. 5 (f 2) pounds when
a
toFigures 6-1 and 6-2,) Hydraulic fluid conforming
eornl,regsed to a helgllt of 0. 69 bellPs. If gear action to Military SpeciIieations MIL-H-5606 and nitrogen
has been noticeably spongy or hard, rq,lace snubber gas are used to ser~ce the main landing gear strut
6-7
Hevisinll 1
SECTION VI Cilll.FSTllgnM
LANDING GI?AR, MAINTENANCE MANUAL coMMhNarm
WHEgLS AND BIUU(ES 690A/B900
that hydraulic fluid will drde into rcseriuir.

assembly. Moisture free compressed a~r may be excess
used in Lieu of nitrogen temporarily: however, the Compress strut piston.

strut should be deflated and serviced with nitrogen m. Position wive on hydraulic pressure cart so
gas as soon as possible, that hydraulic fluid nnay be plmged into strut. Apply
upward pressure in strut piston and pomp ilydraulic
I~Uld i~o str\\i, loweriag stW ph-to~ ~out iwu inches.
NOI.
Nitrogen gas is more suitable for strut HOTI

servicing because of its dryness and
relative stability during changes in Ma~ntain upward pressure on strut piston.
ambient temperatures.
I,. Disconnect dr;u,l and pressure ilose from hy-
To service the main Lanmng gear strut, proceed as draulle pressure cart and install and safety wire liy-
follows: draulic filler port plug.
o. Lower main gear anUL strut pistoll is fully
a. Jaci~ airplane as outlined in Section II. extended.
b. Completely deflate main landinp, gear strut P´• install air valve body and turn air valve
by turning. air vailve oaunterclackwise, approhimately clockwise appra~arnately 2-1/2 turns, until fillger
2-112 turns, and then removing air valve body.
c. Remove hydraulic filler port plug at top of 9´• Inflate strut with nitrogen gas to 350 (f 10)
strut. psl.
d. Apply low pressure air La hydraulic filler
port and fully extend piston; ensure that floating NOTI
piston is bottomed inside strut piston.
a. Fill strut with hydraulic fluLd conforming La Do not service main lanmly gear strut
Military Specifications MIL-H-5606. with nitrogen gas unless main gear is

f. Attach drain and pressure hose fram auxiliary hilly extended.
hydraulic pressure cart (shop equlpmBnt) to the hy-
draulic filler port of the main Landing gear strut, r. Remove airplr,le from jachs in accordance
with procedures outlined in Section II.
NOll
DRAG DRACE PRELOAD ATUUSTMENT. Whcn\hs
The drain and pressure hose is fitted n,ai,, landing gear is fully extended, the center hinge
with a valve, permlttilng excess hydraulic
pohlt of the drag brace assembly is forced overcenter
fluid to drain into the ]nydraulie reservoir
by the hydraulle-pncumatic actuating cylliirlers and
when the stmt is compressed or when
bungee cords, to provide a positive dowaloch (see
pumping hydraulic fluid ida the strut, Figure 6-1). The adjustment procedure outlined be-
thus exlendily tile strut, low applies to both of the main gear actuating cylinders
and is necessary to assure adequate drag brace pre-
g. Position valve on hydraulic pressure cart so load to lock: Ll,e main iOlidiiiB gear in tiio down posl-
tl~at excess hydraulic fluid will draun into the reser- tion. Preluading of the drag br;lce also assures adc-
volr as strut piston is compressed.
~oate clearance between the end of tlie.lctustiog cyl-
h. Compress strut piston slowly, until fully inders and jlislola, when tlne gc;lr is fully eide.ricd.
compressed,
i. Position valve on hydraulic Dressure cart
a. JaeR aircratt as outlined iln Section II.
sothat hydraulic fluid oiay be pumped into main b. Reduce hydraulic systcln lircsaurli to acru;lllri
landing gear strut.
pl;lee I~lhiinC gear eootrui ievcr ill DN positloll.
c. Reduce liilrugell i,rossure in Lnllmllg gc;ii i~itro-
HOll
gen storage iiottle to zero.
Upward pressure on str~ii piston

must 110 applied wilile lillnng strut
with hydrnolle nuld; otherwise, main
gear will free hill, eausilg anr to
I ´•´•´•´•~´•´•I
WARNING
clller strut,
IW trot attclnpl Lodiscoililccl eilllcr end

j. Pump hydraulic fluid into strut and as down-
of ilydmulic-glou,Il;l(il: 8(:Llllliil/: Cyl~
ward pressure is enertod, 4Lowly Lowor Gear. iorlcrj until pil.aaul.e iii tile Lailrlinl:
Continue pumping and slowly lowering gear, winile
guilr nitroerl~ FLurai~e bolllo is rcdoccd
maintailning upward pressure on strut I"ston, ullUI
strut piston is fully cbcadcd.
Cycle strut piston, usilil: piilcedure outlined
in steps g´• thru i. Pt LC~JL thl.OC times, msurilla d. Disculnlnsl-t iora;lrd cn~l ilt ;Irto;ililil: ryllnders
that all tile anr tml,pcrl iii strut is cxlielied. from Bear clevis littiog anti illilllilillli. r*1~II1Li (:YLilld~:I
i. Position valve an inydrauiie pressure cart a
6-0
OULFSTREAM SECTION VI
COMMANDER MAINTENANCE MANUAL LANDING GEAI1~
ssoA/ssoB WHEELS AND BRAKES
ACTUATING
II
I
woTr ;i
mORS OPEN ANO

DURING RETRACTION OR
EXTENSION OF MAIN GEAR
"l"s
Figure 6-3. Main Lending Gear Deer Plllsmbly
e. Loosen actuating cylinder rod end bearing eheck-

nut and adjust rod end bearing until rod ca,l be posi-
tioned in clevis fitting and rod end bearing attach bolt
i CAUTION
~*unoN
I
will slide freely in place.
f. Remove rod end
bearing attach bolt and back Donot manuallyforce Landinggear strut
off piston bearing three complete turns.
rod end door mechanism overcenter as injury
g. Attach rod end beanng to clevis fitting, install may result irom doors suddenly ela6-
attach bolt, and tighten rod end bearing checlmut. ing under heavy spring tension.
h. Charge landing gear nitrogen storage bottle as
outlined in Section II.
i. Perform landing gear oper3lional check as oul- RIGGING STRUT DOORS
lined in this section.
a. Jack aircraft as outlined in Section 1l.
b. Retract landing gear.
STRVT AND WHBIL Wsll DOORS c. Check strut doors for snug fit in closed position.
Shorten push-pull rods if doors are not fully closed.
Mechanically actuated doors enclose the main landing d. Place landing gear control lever inDOWN poal-
gear strut whel~ the gear is fully retracted. The doors lion and visually chechgear far downand locked posi-
are hinged to each side of the nacelle strut well open- tion and remove jacks and tail stand.
ing and are operated by a sprin~-loadedtoggle me-
chanism. A hook on the gear strut outer body actuates

the toggle mechanism as the gear is retracted and eu- UPLOCKS
tended. The wheel well doors are actuated by sniall
Ilydraulic cylinders located inside each well(see Fig- An uplock mechanism, Located in the top of each na-
ure 6-9). These doors open and close each time the celle wheel well, locks the main Landing gear in the
main landing gear is entended or retracted. Adjust- retracted position. The uplacir assembly shown in
meet procedures for the wheel well doors are con- Figure 6-1, consists of a hydraulic actuator which is
tained in Section m. mechanically linked to the uploeli arm. When the
6-9
SECTION V1 DULFSI~EAM
WHEELS AND BRAKES 680A/6908
OEAR-INTRANSIT
LIGHT SWITCH
;1 l’.r
i ´•11
ii751
c
c--l
CYLINDER
I LWK ARUL~
~´•U
*01E
MECHANISM LOCKED MECHANISM UNLOCKED
UIWER ~NK ARM SHOULD
BE ADJUSTED TO A LENGTH
OP 2. 25 INCHES, MEASURED
CENTER TO CENTER OB
BOLT HOLES
Pi(lure 6-4. M.in L.nding Oeor Uplor~ Merhonilcl
main landing gear is retracted, hydraulic pressure body, when the weight of the aircraft is Lifted oil the
retracts the spring-loaded actuator piston rod and gear. Retraction and ehtension of the gear is accom-
allows the uploeh: arm to engage the lock bracket on plished by a hydraulic actuating cylinder attached to
the Lauding gear fork. Engagement of the Lock brac- the aircraft structure and connected tothe drag brace
ket and arm the link arms of the lock assem-
causes assembly as shown in Figure 8-5. The gear retracts
bly to moveover-center and loch the gear in tile up art into a nose wheel well located inthe forward fuse-
position. When the landing gear control Lever is lage. Wheel well doors, meehaoieally linked to the
placed in the DOWN position, hydraulic pressure an nose gear, completely enclose the wheel well when
the retract side of the uploch cylinder is the gear is retracted. The scissors assembly, con-
released and fluid pressure is directed to the edend nected to the nose gear forlr and strut body prevents
port of the cylinder. This causes the actuating cyl- the wheel from castoring. The nose gear drag brace
Lnder to extend, pushes the Link arms to the unlock assembly andsupporlingstructure should be inspected
position, and permits uplock bracket to dlsengage

the for evidence oi damage after each hard Landing and at
from the uplaelt arm. hydraulic system should
If the intervals prescribed by the aircraft inspection cards.
fail, the spring Located on the uplack actuating cylin- Failure to observe nose wheel turning limits, whilo
der piston rod will mechanically disengage the uplach ground handling the aircraft, may result in serious
arm, as soon as the landing gear control lever is damage totlle steering system andnose wheel center-
placed in the DOWN position. Instructions for adjusting mechanism. An operational check al~d visual in-
ment of the uplact mechanical Linkage are contained spection of the nose wheel steering and retraction
inFigure 6-4. Uplaek extension springs and link arm mechanism should be made inthe event that nosewheel
springs should be inspected for breakage prior to the is forceably turned beyond the 45 degree Limit in
first flight of each day, either direction.
NOSE LANDING GEAR RIMOV*L *ND DISASSIMBLY
The nose Landing gear may be disassembled without
The nose oleo-pneumatic operated

gear consistsof an removing the strut outer body from the fuselage.
shock strut, drag brace assembly, scissors assem- However, if removal of the complete gear is required
bly, and fork assembly (sce Figure 6-5). The nose proceed as follows:
wheel is steerable and is controlled by a hydraulic
steering cylinder, actuated by applying pressure to a. Jack aircraft as outlined in Section n.
the rudder-brake A mechanically aetoated
pedals. b. Reduce hydraulic system pressure to sere.
steering bypass valve deactivates nose wheel steering c. Disconnect and cap hydraulic lines from ,lose
when the gear is retracted. The nose wheel is auto- wheel steering cylinder.
maticallycentered by a cam located within tile strut d. Reduce strut nitrogen pressure to zero.
6-10
COMMANDER MAINTENANCE MANVAL LANDING GEAR,
WHEELS AND I~KES
NOSE GEAR
ACTUATING
CYLINDER
FROM LANDING
NOSE GEAR GEAR CONTROL
BUNGEE (All^ V
DRAG BRACE
NITROGEN
AND HYDRAUI I
FILL PORT VALVE
THESE SURFAUES
MUST TOIICH WH.N
GEAR LS DOWN
AND MCKED FROM POWER
DRAKE VALVE
NOSE GEAR
STEERING DYPASS
VALVE
FROM POWER
BRAKE VALVE
BODY
SCISSORS
ROD
NOSE GEAR
STEERING
CYLINDER
Pisu~´• 6-). Note Landing Oeol
6;11
\3
SECTION VI
WWEELS AND BRAKES 68I1A/690B
should be installed. Parts which do not conform to
I WARNING
W*I*IN.
I the tolerances listed in Figure 6-15 must be replaced.
Replace all packings, gaskets, and felt wipers; im-
mersing them in MIL-H-5606 hydraulic fluid before
Do nitrogen
not remove valve body or reassembly.
drag brace-to-strut attach bolt before
deflating strut.
REASLIMBLY AND INSTALLP~TION
e. Remove bah attaching drag brace assembly to
Assembly and nose LanBng gear is the
installa~iun of
strut outer body.
re"’8e of the disassembly anti removal procedure.
f. Remove bolts attaching nose arm gear door and
bellcranlr linka6e.
install clearance adlustment washers as re~uired to
Dlscannect steering bypass valve Linkage. obtnin maximum clearance of ii. Oil-inch between
a
g.
h. Support nose gear assembly. Remove bolts, gear trunruonbuabing and trunnion ilinbcaring housing.
washers and nuts altachli~g trunnion pins to nose sec- Service shut as outlined inthis section. To Lest strut
Lion structure. for leakage, service in usualmanner butappiy 215 psi
nitrogen pressure and allow strot to sei for one boor.
WOIP Check for evidence of leakage and if satisfactory re-
duce lutrogen pressure to 95-100 psi.

Whenremovlngnose gear, note position
number washers DRAG BRACE PRELOAD ADJUSTMENT. TO adjust
and of adlustment
placed between gear trunnion bushings nuse Landing gear actuating cylinder and spring bul~gce
to provide the correct smould of drag brace preload,
and trunnlon pinbearinghousing. Upon
install washers in original pTOcced as (ollouub:
reassembly
position.
a. Jacli aircraft as oullii~ed in Section II.
i. Remove plugbuttons fromiorward fuselage skin b´• Completely deflate nose gear strut alai remove
and remove trunnion pins and clearance adjustment nitrogen valve body.
washers.
1´• Remove nose L?ndiny gear assembly.
To remove
follows:
the nose gear piston assembly proceed as I W*INIYC)
WARNING
a. Reduce system hydraulic pressure to sere. Centering pin will be blown from strut
b. Reduce strut nitrogen pressure to zero. body when drag brace attachbolt is re-
c, Remove bolt and disconnect scissors assembly moved unless strut is deflated.
at center hinge point.
d. Place oil pan rnder wheel. c. Remove bolt attaching drag brace to nose gear
strut and remove right forward nose gear door.
11011 d. Loosen checkmut on aft end of nose gear bungee
housil~g and remove bolt attaching bungee todrag
When piston assembly slides out of brace shaft arm (see Figure B-S).
strut body, approximately one qmut of e. Discormeet nose gear actuating cylinder piston
hydraulic fluid will spill. radfram drag brace and push piston upward until
piston bottoms in actuating cylinder.
e. Raisepiston approximately one inch from fully I. Witli drag brace assembly free at each end,
e.tended position to release load from piston snap position center of forward drag brace attacil bolt hole
ring (see Figure 8-B). i. 2 to l.(-inches below center of correspondingatlach
f. Remove piston snag ring from groove in strut bolt hole in nose gear strut. Drag brace stops must
body. be touching during this adjustment.
g. Swing gear aft and slide strut piston out of strut B. Widle holding drag brace to dimensions given in
body. step f., and withpistonlloltamed inactuating cylinder.
loosen checlinut on piston rod end and adjust rod end
CLEANING AND INSPECTION. Clean and inspect all until attach bolt may be inserted througi~ piston rod
plated surfaces far blisters, and other surface
pits, end and drag brace attach holes.
imperfections. Enamine strut body inl~or walls for h. Insert piston rad end and drag brace attaching
evidenceaf corrosianorscoring. Slight imperfections bolt and secure with nut and cotter pin. Tighten
may be removed by polishing with crocus cloth. In- checltnut on piston rod end.
spect all threaded surfaces for stripped or broken i. Laasen chechnutonaft endoibungee spring body
threads. End play or looseness of the steering collar and adjust Length of bungce toalign with dragbrace
assembly on the strut body is not considered exees- shaft arm. Install attaching ball and nut, and tig]llen
sive until removalof adlustment shims no longer pro- rod end cheeknut.
vlde the proper shlmmy dampening or steering action, i. With above adjustments completed, insert 0. 032-
Should end play beaome excessive an wersiaer) collar inch ~vire into witness hole on hungee aft spring car-
8-12
GULFSTRBAM SECTION VI
690A/U908 WHEELS AND BRAKES
rirr. II wire gauses til:.ilush witl,cos iiolo, buayee that as strut piston is compressed the excess hy- s
spring assemiily must be replaced. draulic fluid will drain into reservoir.
R. Align forward rirag brace attach hole with ytrul g. Compress strut piston slowly ulltil fully II
attach ilole, insert atfacliing bell, secure with nut, compressed,
wire, h. Position valve an hydraulic pressure cart so
and suloty
I. install nitrogen valve body and inflate strut to that hydraulic fluid may be pumped into nose landing
psl. gear strut.
m. gear doors disconnected, retract gear
With nose
and cheeiicleara.ce betweeiitire andupper structure. NOll

U interference e~sts, drag brace measurements
given in step i, may be increased to a ma~mum of Upward pressure an strut piston must I
be applied while filling strut with hy-
i. 5 to i. 8-incl, below center of attach hole in strut
draulie fluid; otherwise nose landing
body. I
n. Reconnectgear door ilnhage and rig doors
nose gear strut willfall, causing air to
Recheek clearance be- enter strut.
as outlined in this section.
tween tire and door and assure that drag brace stops
i. Pump hydraulic ihid into strut and as dawn-
are touching when gear is down and leered,
ward pressure is exerted, slowly lower the nose
o. Replace right forward nose gear door.
gear. Continue pumping and slowly lowering gear
p. Accomplish landmg gear operational chect.
while maintaining upward pressure on strut piston,
q. Remove jaehs and tail JLanri.
until strut piston is fully extended.
i´• Cycle strut piston, using praeedures outlined
SERVICING NOSE LANDING GEAR STRUT. (Refer in steps f. thru i. at least three times, ensuring that
to Figure B-B,) The Landing gear strut assembly
nose all the air trapped in strut is expelled.
Is serviced with hydraulic fluid conforming to Military Position valve on hydraulic pressure cart so
Specification MIL-H-SGO6 and lutrogen gas. Moisture that excess hhydraullc fluid will drain into reservoir.
free oampreased air may be used in lieu of nitrogen i. Compress shut piston. I
gas temporarily; however, the strut should be deflated m. PosltLan valve on hydraulic pressure cart so
and serviced with nitrogen gas us soon as possible. that hydraulic fluid may be pumped into strut.
n. Applying upward pressure on strut piston, I
NOll pump hydraulic fluid into strut and lower strut pistonl
approximately two inches.
Nitrogen gas is more suitable far
servicing the nose Landing gear strut norl
because of its dryness and relative
stability during changes in ambient Maintain upward pressure an strut piston. I
temperatnres,
a, Disconnect drain and pressure hose from
To service the nose landing gear strut, proceed as hydraulic pressure cart and install nitrogen and
follows: hydraullo filler port valve body and cap.
p. Lower nose gear until strut piston is fully I
a. daek airplane as outlined in Section II. extended,
b. Completely deflate strut and remove lutragen q. inflate nose Landing gear strut with nitrogen
fill port valve eap;md body, gas to 95-100 psi.
c. Apply law pressure air to nitrogen and hy- r. Remove airplane from jacks as outlined in
Idraulle filler port and fully cntend strut piston, Section U.
d. 1111 strut with ilyilraulic fluid conforming to
Military Specification MIL-li-5606.
c. AtMch drain and pressure hose irom au~ollary NOS~ WHEIL STBBRINO
llydraohe pressure cart (shop e~juigment) to nitrogen
and hydmulle filler port of the nose landing gear Nose wheel steering is accomplished Lhrou~h a iiy-
strut assembly. draulically actuated steering cylinder mounted on the
nose gear strut. Tile cylinder piston rod end is at-
tached to an adapter an tlie shimmy damper collar and
HOTI the cylinder body is connected to a bracLet on the
The drain and i,rcssure hose, on the strut piston collar. Hydraulic fluid pressure extends
hydraulic pressure cart, is litted with or retracts the cylinder piston rad which rotates tile
a valve, permitting ercess iiydraulic strut Lork and nose wheel to a man~mum of 45 degrees
fluid to drain into hydraulic reservoir :o the left or right of the aircraft centerline. Hy-
I when strut piston is compressed or drziulic ILuid pressure is supplied La the steering cyl-
pumping hydraulic fluid into the strut, indcr Lhraugll hydraulic Lines and hoses connected to
thus entondlnbr tile strut piston. the Leltnnd right power brake valves. A bypass valve,
actuated by an armaind rod assembly connected to the
Left Lrunslon cnstlng of the nose gear, contruis i~y-
f. Position valve on liydraulie pressure cart so draulic fluid roolitlg irom tho power bmbe vaivesio
6-11
r~evision I
MAINTENANCE MANUAL
interim change notice Gulfstream
Aerospace
INTERIM CHP.NOE NOTlCE: Idodei 690iLB Yay 15. 198;
NOTE

same sublect, dated August 11. 1966.
This notice contains an intenm change to the 3laintenance SIanuai
and should be filed in front of the manual pending receipt of formal

revision pages. It is suggested that a reference to the intenm
change be made adjacent to the appropnate palt of the manual as
a means of alerting the reader to the ad8tlon or change to the
maintenance mstrunlons.
SUSJECT: LUBRICATION CHART. ENGINE AND TOR6LUE VALWS. NOSE LANDING GEAII
COLLAR r\SSE~IBLY WING FLr\P CONTROL SYSTEM RIGGING AND
3dAIIVTENANCE LIMITS SCHEDULE.
INSTRUCTIONS: 31ake changes to the Airplane Yaintenanee iManual as follows:
Add the following to Section VI, page 6-11:
liOSE LANDING GEAR COLLAR ASSE~IBLY AND TEST PROCED~RES tRefer to Figures
6-i and 661. Test procedures should be accomplished after removal or replacement of collar assembly or
associated components.
a. Disconnect nose wheel steering actuator from spacer assembly.
b. Remove collar assembly from nose landing gear body.
c. Assure that nose landing gear body to collar assembly shoe bearing surface is free of ercessive gouges.
scratehes or nicks.
d. Yerify that adequate shoe material elia~s to mainr~un full contact ~vlrh bearing surface. Replace shoes
ifnecessary.
e. With shoes. spnngs and shims removed. install collar assembly an nose landing gear body with two I?~
EDi0166 washers and eliltmg spacer block.
t Torque collar assembly attach boi8.
g. Collar assembly should rotate freely on nose landing gear body. If not. add ED10164 shims. as required.
to achieve freedom of movement.
NOTE
An equal number of shims are to be placed on either side of spacer

block. Shims are brass and are 0.006ineh thick.
h. With freedom of movement of collar assembly achieved. note number and placement of boss rhims.
Remove collar assembly from nose landing gear body and reinaail mth shoes. springs and required
number of ahimp las determined in steps g. and h.l in proper position.
page i ol’ 6
INTERLM CH~NGE NOTICE: Model 69DA B
i Reduce air charge in properly serviced nose landing gear strut to 76 psi.
k. With strut compresSw on nose,.~rotetp nose ~vheel 45 degrees to the left.
i. Raise nose of airplane. Nose landing gear should return to the centered position in appralimately two
121secondr
m. ~ith nose landing gear strut compressed iweight on nose), rotate nose wheel 15 degrees to the right.
n. Raise nope of airplane. Nose landing gear should return to the centered position in appralimately two
121 seconds.
a. Reconnect nose landing gear steering cylinder, Make note of number of washers needed to center
cylinder on spacer,
p. 9er,ice nose landing gear strut ta a pressure applirable ta a\rplaw as ea~ad Mit \n this
q. With srmt compressed (weight on nosel, rotate nose wheel cl6 degrees to the left.
r. Raise nose oiairplane. Nose wheel should center.
s. With strut compressed iweight an nosel, rotate nose wheel 45 degrees 0 the right.
t. Raise nose oiairpiane. Nose wheel should center.
u. II nose wheel fails to center at this point, note if node landing gear collar assembly has a tendency to
cock at any point throughout its travel.
v. If the coiler assembly cocks and prevents the nose wheel from centering, remove and replace the collar
assembly and repeat the procedures called out in the preceding steps.
HOTE
It may be necessary to install an oversi~e collar assembly if nose
landing gear body has been worn to a point that a standard collar
assembly fails to rectify the failure of the gear to center.
Pn9e Y al 6
SECTION VI
L.IZNDING GLR, MAINTENANCE MANUAL COMMANDER
liBEELS Ah’l) BHAKgS 680A/690B
the steering cylinder. With the nose gear extended, wheel, and wheel well clean. Inspect door linkage
the bypass valve is closed and iiydraulic fluid is 8- and hinges for security and evidence of wear, during
rected to the steering cylinder when the rudder-brake each Landmg gear functional cheek (see Figure 6-7).
pedals are actuated. Retractionoi the nose gear
opens the nose steering bypass valve causing
wheel a. JacB aircrilit as outlined in Section n.
hydraulic fluid pressure to bypass the steering eyl- b. Disconnect ail central rods from doors.
inder. This deactivates the steering system so that e. Remove Longitudinal control rod.
the nose wheel cannot be turned while the gear is in d. Note posltionof long upper forward bell-
arm on
the wheel well. The first few

degrees of individual crank when connected to link of lower forward beli-
rudder-brake pedal travel opens the respective power crank.
brake valve and directs hydraulic pressure to the e. Retract gear. Long arm of upper forward bell-
nose wheel steering cynnder. This starts the nose crank should return to same position as noted in step
wheel turning in the direction corresponding to the above.
rudder-brai~e pedal being depressed. Further move- i. If traveloi upper farwardbellcrank is not equal,
ment of the same pedal gives a combination of main add or remove spacers between lower side of trunluon
~vheelbralte application and nose wheel steering. If and belleranlt. Adding a spacer moves Long arm of
the rudder-brake pedals are both depressed the same upper forward bellcranlr aft when gear is retracted.
amount, hydraulic fluid pressure is equall~ed on both g. Connect aft door control rods to bellcranks.
sides of the nose wheel steering cylinder, therefore, h. Adjust control rod Lengths to open doors as far
brakes are applied without causing the nose wheel to as possible with bellcrant positioned 90 degrees from
turn. Lackoi steering action may be attrlbuterllo dear hinge Line.
Leakage of hydraulic fluid past the O-ring seal of the i. With gear in extended position, connect longllu-
double acting piston in the nose wheelsteering cylinder dinal cantrolrod between upper forward belleranli and
or malfunction of the steering bypass valve. To test aft door bellcranlt. Adjust rod to fully close doors.
for fluid leakage past the steering cylinder piston, i. Attach door control rods to forward door and
detach hydraulic hose at cylinder forward part and adjust as necessary to fully open and close doors.
apply pressure to the right rudder-bralre pedal. If k. Cheek doors far proper fit with gear fully ex-
hydraulic iluidseegage occurs at the cylinder forward tended and retracted.
port, pressure is bleeding pad the piston seal and a i. Remove jacks and tail stand.
new O-ring must be installed. Refer to Section Ill for
disassembly and repair instructions. Seepage atthe

disconnected hydraulic Line, indicates that fluid is
leaking past the nose wheel bypass valve. When this LANDING GEAR POSITION INDICATORS
occurs the bypass valve must be repa~red or replaced.
AND WARNING SYSTEM
NOSI OIAR DOOR RIGGING POIITION INDICATOR LIGHTS
Nose landing gear doors properly and be

must fit Thelanding gear posit~an indicator lights are located
iree of cracks or dents.
Repair or rein thelanding gear cantrolbox, mstalled on the instru-
place worn or Loose door seals and Beep the shut, ment sub panels. Position indicator lights consist
NOTE: THERE IS A
E"~epl TEMPORARY
REVISION
THAT REVISES THIS PAGE
6-14
CULFSTREAM ITCTION Y1
COMMANDER MAINTENANCE MANUAL LANI)INC (ILi\i(.
690A/6908 WIITrLS Alli) IIRAKI.S
NITROGEN
AND IIYDRAULIC
FILL PORT VALVE
-i r
-t \i
PIN ~TTtO
UPPER BEARING i
PISTON ROD
a~" COLLAR
kSSy
STRUT BODY
TUBE
CENTERING PIN
ATTACH BOLT
DOWN STOP
j
"19~ 1,
COLLAR
CENTERING PIN BUSHING
ANTI-SHIMMY
FRICTION
i
SHOEW
CYLINDER
BRACKET ASSY
STEERING CYLINDER
ATTACH POINT
S~iJ
O BEARING GLAND
7
RMT
SCISSOR BUSHING
cg- STEERING CYLINDER

ATTACH POINT
ris´•´•´• 6-6. Nora Lslnding Oeo, if rut
Revisiol~l 6-15
STCTION VI GULFSTREAM
I~INDIN(i GEAR, MAINTENANCE MANUAL COMMANDER
WHEELS AND RHAKES 690A/690U
i
B 8\ Ip s’ii~ ´•Xd/
CONTROL RODS
LONCITUDWAL CONTROL ROD
PORWAHD BELLCRANK
i~ I i 1 6. LOWER FORWARD HELIICHANI(

6. SPACERS
7. STRUT UODY
8. AFT DOOR BELLCKANK
9. TAUNNION PW
LO. TRUNNION PW RETAWINC RO1;I‘S
(4 PLACES)
Pigurs 6-7. Nora L~nding GBOI D0.11
oi gear-intmosit (red) Light for the laliding gear

one ii. Jac~ aircraft as outlloed in Section ii.
syslom and an individual gear-sale (grcen) light for b. Make visual inspcelioli to assure gear is duuni
each Landing gear. Tile green lights are individually and Locked.
controlled by a switch installed on eacli landing gear c. Pl;lce mnster LI;IIICI‘Y S~ilcii i. UATI~L:IIY pvsi-
and ivili illumlnaio ollly wiien the correspoolddlng innd- lion snd cllecli for illumia;ltioa ill nll sosr-,nic ilrccll)
ing gear is down and locked. The nose gear safe li~lts.
switch is installed on the ~irag brace support box in- d. if a yf nr-snie inrPel,) lial,l iniii to illunlill;llr.
side the nose dleelwell. Main gear safe switciies adjust app8cnble i,ositi~,a indicator n\iilch
are installed at the cenier hinge point of each drag
brace as shown in Figure 6-1. In the event any gear Main Gear
fails to iully cdond and Lock, illumiaalian of tile gcar-
ii~trunsit light aildlho absence of a safe light indicates i. Loosen lower cilccknut on dnmlllul:h siiil~ II.
a maiiimction oi a The gear-iotrallsit
specific
gear. a. Rotate oglicr ciiecblut oli rluiillll,cli seirch onlil
light willillomionte while the gear is between the ug gear safe (jirPenl light ilhllninalc´•
or dawn positions nod will remain iliomioalcd ii n,,g 3. Rotate iillgcr eilccklnlt ui~o addiliull;ll il,oilliafi
single gear lalls to Lock in ~itiior the ul, or dmvn
gosi- turn aloei~luise ;iod tiglllen lowl:l- lilol:lillu~.
Lion. The nose light toggle switch, is
gear intransit j)oliti0lis SWitcli to .IC?UI.C /Illiilii.~ S~ilCil a(:tlillil)ll
mounted on the drag brace support be-1 in the nose wilcll the m;uo drai: br;ice is milvcri ilrprccolcr.
wheelwell. The mhin goar-ie~raasil Light switches
are mouatrd ill the gmr olllock asseiilblies and are C,;,,
actuated by tile oplaeh arms (soc Figure 6-41.
L. L(loscll scrolis sc curinl: rios siol: lu i’lll’rl h6 ilCil´•
SW~I‘CH ADJUSTMENT. niways ciieeh indicator 2~
liellt5 i)y use Of LhO IllehS-LO-LeSf IWifCh ~CIOL.B I)C’
iorming switch adjustmeaf.
ORIG,~ n(A t
;-la
RECEIVED sy HTP
COMMANDER MAINTENPINCE MANVAL LANDING GEAR,
69oa/e90e WHEELS AND BRAKES
Intransit Indicator Light WHEELS AND BRAKES
It all of the gear safe lights illuminate when the Land-

ing gear is down and locked but the red Light GENERAL DESCRIPTION
fails to at the bcginw,g d the reirnetioll
cycle, the malfunction is probably caused by an open Model 690A lllOU tl,ru 11194.
circuit or a downlocii switcli that is failing to malre
Reler to ap-
proper contact in the onlock position. ~rhe main wiiceis are equipped hl~h a. ED *1~10-llly
propriate wiring diagram in Section X and trouble tube or Luhclcss type tires ilnd the I,oJe wheel tire is
shoot electrical system. a 6. 00 r 6 6-giy tube tygi‘ tire. iill ilniiing gear
wheels al‘e maeliinad m~gaesiom allug castings, con-
WOTI sisting of two whcalhalurs. The n.heelhalvcs, wllicll
are secured Logcthcr by bu116 ;inrl sell
loclinbi nuts,
Cheeli nMin gear system first since ;,,,,,,t ietorclinnCcalllc; but ri,E comgletf whurl;li-
access to nose gear switclies requires sco~lllies;ire illfercllangr.iillc. ihf irbecls operate on
detachment of nose wheel well doors. tapered roller bearings, which rurate ill iiardcllcrl
jlcclraces i,ressed illto each wlleeiilalf. ilnrdened
steel drive keys, installed ill t~achinboarii alaill ivllccl
If the goar-inlransit Light E?ills to edinguish when the Lialf, engage with slots ill tile L~mke iiise and turl, the
gear is loched in the UP position the malfunction is disc willl the wheel. The siliglodise hgiiroulic ilrales,
probably by improper uploch switch adjust-
caused attached to tile main lalidioE Ccar axle Lorqol. glate,
ment. ChecB switches manually and adJust as rc- are individually eolllroliod by al,l,lyini: pressure to tha
quired. Switch adjustment is accomplished in same rudder-bm*e pedals at oitllcri,ilots i,oeitiun. Move
manner as previously outlined. rnent oi a rudderbr;iho gadalojlel,s tile curreapo.dini:
power bmKe valve, attaclicii to tile iorivnrd side of tlie
builihcad in ironl ol the pilots rudder-brake pedals,
W~RN1NO HORN a,,d B1Bliss pressul~e to thr 3i)l)l-Dlil´•liilB ~l.slie´• ThC
copilots rudder-brake pedals ire mcch~lxcally intcr-
Micro switches, installed in the engine control ped- col,nected with tile pilots pedals. Auxiliary sgstcai
eslal, complete a circuit to souiid the Landing gear ilydraulic pressure is available for emergency brahe
warning horn any time the Landing gear is not down operation, and operatiolloi the parkilig bra~es, when
and loehed and either or both power levers are re- oormaluyllom pressure is unavailable forany reason.
tarded to 0.94-inch (at hnab centerline) from the The brates are self adjusting, easily checked fur
Flight Idle stop. wear, alld can be quichly by field activities.
A landing warning horn cutout is provided to

gear Model 690A 11195 and subsequent and 690B.
silence gear warning horn.
the Momentarily de-
8’"Saiiig iile HORN SILENCER button, which is lo- The main wheels are equipped with 8.50 x 10 ten-ply
cated on the subpanel near the Landing gear position tube or tubeless typo tires iu~d the nose wheel tire is
indicator lights, will silence the horn. Ii the wing a G.00 a a six-ply tube type tire. All Landing gear
flaps are extelided from the full up position, however, wheels are machined magnesium alloy castings, con-
the gear warning horn cannot be silenced by the horn sistinp: of two steelhalves. The wher?lh~ilveu, which
silencerbutton. Thecircuit is resetwhen both power are secured togetller by bolts and self loclring nuts,
levers are advanced, are interehangoable due to inmndualbalaneing of each
wheel. This allows the h?ilves to be assembled in any
WARNING HORN SWITCH AWUSTMENT. Two micro
position relative to the other wheel half without re-
switches, attached to a channel bractet on the control
bpilancing. The complete wheel assemblies are also
pedestal cover support, are actuated by corns bolted to
each power Lever to cause tile wareing Llorn to sound. interchangeable. The wheels operate on tapered roller
bcnrin~s, which rotate in bearinfi cups shrink-fitted
To adjust the warning horn micro aunteiles, glocccd
into each wheelhalf. The wheel flan~e of the inboard
as lollows:
wheel h~ilf has slots that engage the drive tangs on the
a. With engine control switches located in ENGINE rotating bra~e discs. Seven steel liey- slat Liaers are
OBF, position power levers o.94-inch (at Bnob center- rivited to the wheel flange to provide a hard wearing
line) forward of FLT IDLE stop and tighten pedestal surface for the dise tanas and to prevent damage to
control friction locKs´• the softer meta~ of the wheel. The multi-disc hvdrau-
b. Remove pedestal cover, lic brakes, attached to tile n~ain landing gear axle tor-
e. Loosen Lower attaching screw on micro switch
q,, plate, indlvidu?illy controlled by applying
are
to be adjusted. pressure to the ruddcr-br~ie pedals at either pilots
d. Relate oft end of switch down until it no longer position. Movement of a rudder-br~e podalopens
col~tncts cam, Llien rotate aft end of switch up until th, corresponding power brake valve, attached to the
switch ellcRs. forward side of the bulkhead in front of the pilots
e. Tighten Lower switch attaching screw and install rodder-brpdie pedals, and applies pressureto ii~e
pedestal cover. appropriate brake. The copilots rudder-brie pedals
f. Ciicch Landing gear warnil~g horn switch opera- mech.ue~lly interconnected to the pilots perl?ils.
tion as described under izinding gear operational Auxiliary system hydraulic pressure is available for
cheek,
emergency brake operation, and operation olthe
6-17
SECTION VI OULFSTREAM
WHEELS AND BRAKES 890A/B8(IB
parking brakes, when normal system pressure is un-
availablef or any rcsaon. The brakes are self itdiuat- CAUTION

ing, easily checked for wear, and can be quickly over-
hnlled by field activities.

Do not use impact or power wrenches
to remove wheel nuts and bolts.
MAIN WHIIL REMOVAL IND DIS*SSIMBLI
f. Remove O-rinC from wheel register groove of
Model 890A 11100 thru 11194. ini~oard wheel half.
To remove and disassemble a main landing gear wheel WOll

refer to Figure 6-8 and proceed as follows: It is recommended that a new O-ring be
installed at each overhaul. If O-ring
a. JacB airplane as outlined in Section n. mustbe reused, mark position of O-rinC
b. Remove hub cap retaining ring, hub cap, cotter with respect to wheel ]IJf so that O-ring
pin, nut, washer, bearing and wheel assembly from can be reinst;\lled in position.
same
Landing gear (see FLgure 6-8). Carefully remove O-ring and place on a
c. Remove bearing: retainer loot ring, bearing en- cle;u~ flat surface. Do nolhang;,r stretch
closure ring, felt seal ring, and bearing from brake O-ring.
side of wheel.
d. Deilate tire. g. Remove valve assembly for inspection at each
e. Rnnlove lockout, washers, and lieel half re- overhaul and wlienever it is necessary to remove the
taininb: bolts. Separate dieel halves and remove tire. bearing cup. It is not necessary to remove the valve
f. Clean ail Darts in cleaning solvent and inspect assembly at eacli tire change.
for cracks, corrosion, and wear. h, Cleaning, inspectloll and repair at parts should
i. Replace brake mse drive keys worn to be accomplished in accordance rnth
Goodyear Ovcr-
less L6a~l 1.118-incl~ Ivid~h. Wh81 i~ecessuy hni~l Mnnual Nllmber AP436 and AP927.
to replace drive ~oys, paint gqis and camtaet
surfaces w~U1 zinc chromate. Torque hey re-
laining screws to 75 inch-pounds and stake MAIN WHEEL RIP.SEIMBLY (rUBELESS TYPI)
screws.
2. Inspect bearing races a~ld replace if pilted ModeL69(IA, 11100 through 11194.
or When necessary to remove bearing
scored.
races heat wl~eel half in boiling water or on an Tile main Landing gear wheelassemblies and the tires
oven at a temperature not enceeding 2500F, for balanced and marked at ti~e time of manufasture.
30 minutes, then remove race by tapping The tire balance mark is a red dot placed on the cas-
around its edges. To installrace, reheat i,g sidewall. The wheel assembly bal?ince mark is a
wheel half and coal bearing race with dry ice. yellow stripe placed inside the rim. Align the red
Position race in Wi~eel half and tap into place dot with the yellow stripewhen muuding tire on wheel.
evenly to ensure proper seating. Clean wheel
half and repaint with two coats of ~ine chromate Lubricate O-ring wheel seal with and
a
greaso
and two coats of lacquer, position seal on wheel flange.
3. Polisli small burrs or nicks out of wheel b. Position tire on one wheel half, then positioli
halves with 400 grit (10/0) sandpaper. Clean remaining wheel ilalf on tire. Use caution to prevent
wheel and replace protective coathug as neces- remaving grease from wheel seal when positinn~w,
sary. wheelhalves, as grease acts as an air seal.
e. Instill wl,eel i~f bolts, wasi~ers, and nuts.
ModeL690A, 11195 and subsequent, and 6DOB.
Tigllten nets evenly and torque to 120 inch-pounds.
To remove anddisassemble a main landing gear wheel

refer to Bigure 6-8 and proceed as follows:
CAUTION
a. JaeR airplane
outlined in Section II
as
b. Remove hub cap rr?taidng ring, hub cap, cotter
pin, ilut, washer, bearing and wheel assembly from Uneven or improper torque may cause
landing gear (see Figure 6-8). bolt or wheel failure.
c. Remove bearing from brake side of wheel.
d. Deflate tire.
e, Remove solf-lochingnuls, washers, wheel bolts
and coontorsult washer from wileel. Separate wheel d´• Inflate tire just enougli to seal lire beads.
hives and remove tire. Remove valve core and allow tire to defllte.
6-18
B9OA/BOOB WHEELS AND BRAKES
690A 11100 THRU 11194 *011

HUB CAP RETAINING RING RIGHT WHEEL SHOWN
HUU CAP
BEARING
/BMRING RACE
,WABEL HALF, No brake side
I:
O-RING WHEEL SEAL
SELF. LOCKING Ij WHEEL HALE, Brpire side
BEARING RACE
DEARING
G
SCREW
DRIVE KEY \i
WASHER
WNEEL HAI~I. RET~ININ6 BOLT i
figure 6-8. M~in Wheel (Sheel I ot 2)
bolt holes. Air valve should be located above the red

CAUTION
CAUTION
~re serious damage result. Assure the pinclied unseated.

as can
O-ring is not or
I e. Install valve core and inflate tire to 70 psi. Lubricate bolt and nut threads and bearing sur-
Check: to assure valve does not LeaB, before replacing faces of bolt washers and nuts with antiseise
heads,
valve cap.
compound MIL-T-5544.
NOTT E. Install a lubricated cauntersonB wasi~er an each
bolt. Place countersullli side next to bolt bend.
Tire pressure of ?0 psi is for an ullloaded
g. Compress wheelhalves and install two bolts 180
tire (airplane weight removed from tire).
degrees apart on inbaard side of wheel. Install plain
Tire pressure for a loaded tire (airplane
washer and nut on each bolt.
weight applied to tire) should be 13 psi.
h. evenlyuntil wheel halves seal. In-
Draw nuts up
11195 and subsequent and 690B. Stallremaining bolts, washers and nuts.
Made1690A,
i. Tighten nuts in equal increments of 40 inch-
a. Install air valve components, if removed, into pounds to a final torque of 120 ineh-paunds. Tighten
outboard wlieel half. nuts in a criss-cross pattern to obtain a more even
b. Lubricate O-ring wheel seal with M1L-G-81322 torque valve,

and install in wheel register Groove of inboard wheel
lialf.
Position tire on inboard wheel half with red dot
CAUTION
c.
an tire sidewall up and centered between two bolt

hales. Do not use impact or power wrenches to
d. Position outlloard wheel half in tire and align tighten or torque wl,eel bolts or nuts.
6-19
SECTION VI GULFSIREAM
WHEELS AND BRAKES BB0A/B90B
690A TWRU 1L348, AND 690D. VAI.VE STEM
CAP
RETAINER RING
VALVE CORE
VALVE CAP 11011
fi O-RING
RIGIIT WHEEL SHOWN
Hun CAp
i/ O-IIING WHCEL SFAI
BEARIEICi
SELF-LOCKING
RIYET
NUT
HUSHING CUP
WHEEL
No brake side
IIALF;AslKEYWIIY(ER LINER
BOLT
SPAC
HEX NUT WHEEL IlhLr
Braho aide
BUSHING CUP
::i
BEARING
Y ;I I/
pi..,. 6-8. M.in Wheel (Sheet 2 ef 2)
i. I~lflate tire just enough to seal tire heads. a. Dust tube with a small amount ot tube tale.
Removo valve core and.2llow t~re to deflate. b. Place Lube ill tire and align yello~v strllle un
tube nth red dot on Lire.
i T*UIION
CAUTION I c. Place the no hralre
position tube valve in wheel rim hole.
side of wheel in Lire and
Place wheel in an inllat~on cage for d. Place brahe side of wheel in tire and secure
millal inflation. DO NOT overinflate wheel halves witllbolts, washers and nuts. Tighten
tire as serious damage can result. nuts evenly and torque to 120 inch-pounds.
Inbt~U valve core and inflate tire to ?0 psi. CAUTION
valve cap.
Uneven or ilnpruper torpuc may c;nise
11011
bolt or wlleelipllurc.
Tire pressure of ?0 psi is for an unloaded
tire (alrplane weight removed from tire), lailaLe tube until tire beads seat on wheel fiangrs,
Tire pressure for a loaded tire Jlrplane remove valve core and allow tube to deflate.
weight applied to tire) should be 13 psi.
CAUTION
n,N Wnltl.lllllM.LI (1U.I I*nJ
Mode1690A, 11100 Ulrough 11194. Place wheel in an inflation cage

for initia~ inflation. DO NOT ovcr-
Tires and tubes are balanced as individual ullits and inflate Lire as serious damage can
marked at t~e Lime 01 mamdaeture. The tire balance result.
math is a red dot; the tube balance mark is a yella*
stripe on the llnse of tile tube. Tile Lollowing proce- f. Install valve cure slid illllate tube to 70 psi.
dure is as a guide for mounting the tires in Check to assure valve does not leak before replacing
balloue and installing the wheels. valve cap.
6-20
SECTION VI
GULFSTREAM
COMMANDER MAINTEN*NCE MPINUAL LANDING GEAR,
WHEELS AND DRAKES
690A/690B
WOII BATTERY position long

a. Place battery switch in
Tire pressure of 70 psi is for an unloaded enough for hydraulic pressure to build up.
tire (airplane weight removed from tire). b. Depress rudder-brake pedals and engage pari~-
Tire pressure for a loaded tire (illrplane ing brake.
Press indicator pin. Wlien pin becomes
weight applied to tire) should be 73 psi. c. wear
flush with wear indicator bushing, replace brake

Lining.
MAIN WHEIL INSTALLIZTION
MI*SURINO BRAKI DISC WEAR PADS

a. Clean bearings thoroughly with high grade
kerosene. Do not uso gasoline.
Do not Mode1690A, 11195 and subse~uent and 69(IB.
b. Dry bearings with compressed air.
spin bearings.
As wear pads the brake discs diminish, the return
c. bearings for pits, scaring, corrosion on
pins andtubes are advanced farthcr the grips.

through
and wear and replace as necessary.
d. Pack bearings witi~ MIL-G-81322A grease as To measure the pads for excessive wear, refer
wear
follows: to Figure 6-10 and accomplish the Ioilowing stops,

i. WrUI a large amount of grease in palm of
Flace battery switch in BATTERY position long
hand, move wheel bearings through grease a.
against palm of hand to force grease tllrough enough fur ilydraulic pressure to build up.
bearings from large end of rollers. Be sure b. Depress rudder-brake pedals and engage gark-
grease gets between rollers and cage and not ing brake.
just a~ outside of parts. e. Measure depth uf return pin in spring iloosiug
with bralies applied. If return pin is receded 0. 022
2. Repeat step i. until Lull circumference
bearing has been completely exposed to this
of inch or more, replace brake disc wear pads.
pac~ing procedure.
e. Install bearings in wheel. Admtional grease
BRPIKI REMOV*L FIND DISPISSIMBLY
may have to be added to bearing housing after bearing
in installed,
Lubricate washer a~ld axle nut. Install wheel Mode1690A, 11100 ihru 11194.
f.
assembly on axle and secure with washer and axle
ont. a. Release parking bralre and reduce hydraulic
g. manu2illy rotating wheel, torque nut to
While system pressure to zero.
b. Jack aircraft as outlined in Section H.
60 inch-pounds,
While manually rotatil~g wheel, back off to zero c´• Remove wheel from landing gear.
h.
inch-pounds while keeping all parts still seated. d´• capbrahe hydraulic line at brake
Disconnect and
Rotate wheel and retargue nut to 30 inch-pounds, housing. Remove bolts attaching brake assembly to
axle tor~ue flange.
e. Remove brake dlsc andlinings from brake hous-
WOll
ing (see Figure 6-11).
If nut is not in Locking position, ad- f´• Remove cylinder i~ead and piston assembly
from brake housing.
vance nut to next position, not to ex-
ceed 30 degrees, while rotating wheel, p. Remove checknut and threaded bushing from
cylinder head.
h. Place cylinder head and piston assembly in
i. Install cotter pin,
Install hub cap and hub cap retaining ring. arbor press and press self adlusting pin through split
J´•
B. Remove jacks and tailstand. collar grip using a S/1B-inch diameter pin.
i. Remove split collar grill, adjusting pin washer,
A tire will looseone pound of pressure for each live and O-ring seals from cylinder head.
Remove piston assembly spring retainer plate
degrees drop in temperature; therefore, Lire pres- J´•
sure should be checked frequently and especially after
and brake release springs from sell adjusting pin.
wide variations in localtemperalure. Do not inflate k´• Remove roundhead bleeder scrow, washer,
tires in a warm hangar andthen move the aircraft valve, adapter, and gasket.
outside in the cold, as a significant loss in Lire pres- i. Clean all parts in cleaning solvent, P-D-680.
He sure O-ring grooves are free of rubber deposits.
sure will occur. Operating an aircraft with under-
inflated tires will cause rapid tire wear and may re- m´• Inspect all parts for cracks, corrosion, and
wear.
suit in hidden tire damage and internal failure.
i, Replace brake discs that are dished in en-
MEAIURING BRAKI LINING WIAR cess of 1/18-inch or worn to less than 0. 331-
inch in thickness. Replace brake disc if drive
11100 thru 11194. key slots than 1.188-Lnch wide.

Mode1690A, are more
2. Polish small burrs or nicks out of cylinder
As the brake linings wear, the brake disc are iorccd walls andself adjusting pins with 400 grit (10/0)
uutboard and away from the brake housing. To mea- sandpaper and clean.
sure brake Linings for excessive wear, ref er
to Figure 3. Repaid brake i~ausing with two coats of
6-9 and accomplish the following steps. zinc chromate and two coats of lacquer.
6-21
SECTIOPI VI CULFSTREAM
LANOING oEAR, MAINTENANCE MANUAL COMMANDU1
WHEELS AND BRAKES 69DA/68DB
886A, ]11DO THRU 11194. YOII
LEFT WHEEL AND DRAKE

SHOWN. RIGHT WHEEL AND
DRAKE OPPOSITE.
spnlNe
WEAR INULCATOII
PIN
Figure ~-P Meoruring Lining Wear
Drake Liniobis, anvils, O-rings, and seals ghauld be I. Apllly pressure ill wt ilrbor press to bo(-
disearded and replaced at regular overhaul periods, tom sprill~ holder in spi´•inC housill:.
2. nenlnve retainillg ring.
Model 680A, 11195 and subsequent, and 8908´• 5. Release arbor press pressure ;~liii i´•rlllllue
sprillg il0ldcr;lnd return sBrinll front sllrlllg

a. Release pPrrinC hraBa and Fclelae hydr~lle i\ou~u\g.
systeni pressure 10 Irl´•UI i. ncmuve plsiall illeul;liuys liunl pisl~ilr.
b. J;lrX aiFcra(l as uurlined ii~ SPCIIDII II, m´• Rell)VBC pjSlOllblrl~m Lhe pisluli i.l~i(ios in i,raXu
c. Rclnuve wheel from landing gr~r. bouamg
d. DIFCDIIIIL´•CL and Eapbr;il~o hydraulic il*o at brake n, Cnruhllly relnove O-rings from piston ravllles.
housing. Remove Dolts attaching bra~e lornuu labe to o. inlet plug and O-ring from il,lrl vi.rl of
axle torque ilange. housing,
e. Remove i,ra~e assembly. p. Remove blcoiier screw, bleeder wasiiel blced-
I. Remove self-loeliing nuts, bolts and washers er valve, bloctler adapter and O-ring Irom Illeedar
Lrom brt~e. port of housing.
q. Clean rotating discs, statiollary disc, h;~i’l; plate
and pressure (Iln~e with compressed air. Use n soil
CAUTION wire brush wll*Te ileeessary.
r. Clcnn all arllel´• parts in cleallillF .IIIVL´•III ted-
er~ Speci(icntion P-O-(illO.
Uo Llol use Lalnnet or paiuer iurenc\ma to 8. Be bYIP 61´•00Yed are ~ICV O1 l1l~e(. nC-
rcnlove bl3io Dnlla and nuts. posits.
t. Clelll yjslonr la isogropyl aleollol 1111I dry vjlh
a clean, soil cloth.
g, Remove Daclt plate, the two rutatjilp discs and u. AllO-rillgslhooldbo replaced with neiv O-rings
stationary discs, at each overbnul. If necessary to reuse O-l´•iai~s,
h. Removetorque tube from ilousing suilassernbly. clean in isopropyl alcohol and dry ~uitil a cloaa, soft
i. Turn braBe liousinp, over nnd remove self-locli- cloU1.
ing nuts from tile end of returll pins. full grip and v. Inspect ~vePr pads on the pressure pi;lte allii
tube subassemblies out of tile spring holders´• back plate for wcnr, See ligure 6-10.
I. Lift the ilr;~re housing oil the prcrnlre plate. w. Replace wc;lr pads on tile pressure plate it tutsl
Remove returll pills from Slots in pressure plate. tliichnoss al plate nlld .ear pad is 0. 278 i;lcll ul less.
h. Relnuve i´•elurllspring capsules fFonl ill´•ake measured at celllar oI sear psri midw,y ilc(aa~ll rile
huu~illf and disaaselllllic as Lolluws: rivets.
B-ZZ
OULFSTREAM SECTION liI
COMMANDER MAINTENANCE MANUAL LANDING OEAR~
690A/690B WHEELS AND BRAKES
x. Replace the pads ii rivets are loose or if tlie h. Place threaded bushing over end of seli-adjosting
mmensioli shown in Biguro 6-11 is less tilan 2, 700 pin and screw into the cylinder head until tight.
inches on four or more Dads. i. Screw checknut on threaded
bushing then back
y. Replace wear pads on the hack plate if the pads off threaded bushing 1/2 turn and iock
by advancing
are worn to 0. 082 inch or loss in thickness. cliecbllul li2 to 1/3 turn while holding bushing.
a. Replace pads if any rivets or wear pads are i. Install remaining piston assemblies in brake
Lease or if the dimension shown in Figure 6-11 is less housing and safety wire checkouts together.
than 2. 700 incilos on four or more wear pads. k. Replace roundhead bleed screw, washer, phig,
adapter, and gasket.
noTs i. Place brake linings in back plate.
m. Place brake disc between brake Linings in brake
When replacing wear pads, refer to Good- and secure back plate and brake housing with bolts,
year Overhaul Manual Number AP436 and washers, and self-locking nuts. Torque nuts to 40
AP421, fool-pounds.
ab. IIISI)BC1 b.akC parts for cracks, Corrosion and

CAUTION
structural damage, and repair as described in ti~e
Goodyear Overhaul Manual.
One washer should be under the bolt

6RAKI RIPISSEMBLY FIND INSTP.LLATION iload and one washer ol~der the not.
Mode1690A, 11100 thru 11194, n´• Install brake or, anie torque flange and torque
attaching boils to 100-140 incll-l,ounds.
a. Install cylinder heatl O-ring on cylinder head
anrl seli-arljustiog pin O-ring in groove of cylinder YOIF
liead.
b. Lubricate ti~rearis of cynonder head with Hi-La The mounting boil retainers are in-
M. S. No.l grease. Screw cylinder head into brake stalled when brake is installed on air-
housing and torque to 35 foot-pounds. plane.

c. II piston subassembly ilas boel~ disassembled, o. Install wheel al,d connect bralre line to Ilousing.
reassemble as tollows: P´• Bleed brakes as outlined in this section.
q. Remove jacks and tailstanrl.
I. PLace
sclE-adJustinC pin in piston.
2. Place brake release sprhg over selt- Mode1690A, 11195 and subsequent, and 690B.
adjusting i,in.
3. Place spring Guide over self-adlusling pin When reassembling the brake, care shall be taken to
and into spring. prevent damage to the parts. Assemble the brake o,l
4. Place threaded spring retainer over selt- a clean surface being careful not to scratch or dam-
adjusting pin. age any of the parts.

5. Place assembly in an arbor press and
compress spring guide and spring, until they a. Lubricate pistons, O-rings and piston cavities
bottom. in the brake housing with a light coat of MIL-G-81322
G. Screw threaded spring retainer into piston grease.
until it bottoms, then back oti retainer 1/2 turn
and sla~o Lightly into two piston grooves 1800 I1OTT
apart.
7. Release arbor press alai remove assembly.
New O-rings should always be
installed when possible.
d. Install Lubricated pistol, O-ring on piston sub-
assembly, b. Ilistall anO-ring in groove of each piston cavity,
e. Il~slail piston subassembly into brake housing. c, Install iu~ insulator in end at each piston and
Do not damage selt-adJusling pin O-ring in cylinder carefully install pistons into the piston cavities being
head, careful not to displace O-ring, Push pistons in until
i. Push piston completely into housing and install bottomed,
brake Lining, then place liausil~g al~ a clean flat sur- d. Assemble return spring capsules as follows:
lace with the linings facing down. I. Place a return spring into each spring
g. Il~stall grip and pilot pill subassemblies (3) on liousing; then install a spring holder into each
the end of seii-ad3usting pill and drive into position return spring.
ill cylwder liead. 2. Apply pressure on the spring haider in an
arbor press to compress the return spring and
YOll bottom the spring holder in spring housing.
3. Instz~l retaining ring in groove in spring
Lubricate eacll grip bydipping in clean ilousing to secure sprilig and holder in place.
hydraulic fluid betare installing. Release arbor press.
6-23
SECTION YI GULFSTREAM
WHI~ELS AND BRAKES 690A/680B
890A THRU 11849, AND 690B.
NOll
RIGHT WHEEL AND BRAKE

SHOWN´• LEPI~ U~HEEL AND
BRAKE OPPOSITE.
SPRING
1\,
:TURN,
(03
i BOVSINO~ YPIUNG\
RETAININC-
SELF
RING
NUT
KTTURN
PIN
i
SPRING HOLDER
GRIP AND TUBE
ASSEMDLY
TYPICAL 5 PLACES
-1 MEASUII~ DN
2.70"
CENTERLINE
A OF RIVETS
Q
a~vET
PAD (TYPICAL)--
EDGE CURLING (TYPICAL)--r
A WEAR
BASE PLATE
VIEW A-A
NOIE
WEAR PADS HAVE A TENDENCY TO CURL AWAY

AS SHOWN. SLIGHT CURLING IS NOT A REASON
FOR REPLACEMENT.
i" i’
Pieure 6-10. Me~ruring Br.te Dir. Wear P.dr

6-24
6g0A/690B WHEELS AND BRAKES
e. install the assembled return spring capsules in POWER DRAKE VALVE ADJUSTMENT
brake housing.
I. Place pressure plate, uitUi wear pads down, on Bleed bl.ates alld nose steering Lylinrle~.
a clean flat surface, install I´•etarn pins into slots ill
b~ Remove cap front tee fitting installed iii brake
pressure plate. line inlmcdi.2tely above eacli nlnin gear bl´•ake. I.s(all
C´• br~e housiny all pressure plate with
Position
a hydraulic pressure gage with a ~-20(10 j1Ji range at
Ilicgistun insulators agnillrt pressure plate alld tile each tee.
I.eturo pins enlenmng tllrau611 die return spring eap-
c. Apply cnterl,alilydraulic systein pre.sure source
sules.
capable of i,roduciug normal system pressure.
ii. install grip and tube subassemblies, short end d~ Remove door located on lower icf~ side
access
oi tube first, onto return pins. of section at
nose fuselage station 5. 50.
e. Loosen screw on bottom of each power brake
.016
valve agcrating lever and adjust rudder-brake pitch
Grips must he set 0.110 inch from adjusting setscrew oil aft upper side of yoke to main-
sllort end of Lubes for i,ropel´• assem- tain a forward irtch fro~n 10 to 16 degrees on each
bly. If necessary to set grips, see licdal witll pedals aligned within 2 degrees.
the Goodyear Overhaul Manual AP436 L´• Loosen ehecknut and turn power brake valve
and AP427. pressure adjustment screws clockwise (see Figure
6-12) until an indicationof pressure is shown on gages
i. Install hlbriciiiod seli-iuekiog nuts on return in main wheel brake lines.
pins Lo secilre grip and tuhr subassemblies in place. g. Slowly turn power brake valve pressure adJust-
Torrjue nuts 20 to 25 incchlioalnds, ment screws countercloclnviae until pressure and
i´• Tllm ilrske housini: over and place thltorque brake Linegage drops to zero Llien turn adjustment
tube I´•I1 tile brake housing, with the bra~ie mounting screw counterclockwise one additional conlplete turn.
(lao:e ;lulg iruin the houaillg. See Figure 6-lland Secure adjusting screw chechnuts.
Iliyil iloilsiog with tarrjuc tube holt holes, h. Apglp equal br~e pressure to the
ii, Place a rotating mac over the torque albe;md left andright rildder-hrage pedals. Note pressure
againsttheprcssure plate. hlstail tho stationary disc obtained on llydraulle gages in each line. Gage pres-
and tile remaining rotating disc. sure should be between 600 minimum and 750 max-
i. Place back plate on torque tube and align bolt imum psi with normal foot pressure. Ii i,ressure
holes. does not reach 600 psi, check system for possible
m. Lubricate bolt andnut threads, and bearing sur- leakage.
(aresulbolthoads, nutsandu´•ashers with MIL-T-5544 i Remove pressure gages from each brake line
nntisuiee compound. and cap toe fiftir%s.
n. Place countersunh wa3iprs on bolts ailii tLs j; Install access dear. Oleed brakes alld nose
couatersinh against the bollbusd. install bolts ti~rough wheel steering cylinder ii brakes are rpongi.
ilausillg, torque tubc;lndbaek plate. Secure ~uith self- k. Fill hydraulic reservoir
loekine nuts. Tighten llllts evelliy to a Iio~ Lal´•que of
120 inrii-pounds.
BR*KE IND NOSE WHEEL STEER)NO SYSTf*
6LEIDING
CAUTlON
The brake and nose wheel steering systpms must be
bled each time maintenal~ce is performed on either
Do not use impact or power wrenches to system.
tiClllco brake holt i~uts.
a. Fill hydraulic reservoir with fluid and keep full
Il,1´•uughout bleedillg operation.
YO1T
b. Remove bleeder screw s~d washer iroln brake
housing and inst811 hose in bleeder adapter.
Location of inlet 11h1~ in
br~e housing Place free elld of hose in a elral~ glass reeop-
depends upon illstallation position of tacle containing enoughhydraulie fluid to cover end of
br?ilre on a~rplane. hose. End of bleeder hose must be submerged at all
times to
properly chedr fur a~r bubbles and preveld
a. Lubricate O-ring with M1L-G-81322 grease anti entry of air into hydraulic system
ioslall an bleeder adsuter. h16t~l Weeder adnpter ia- d. Place bstterl~ sxjteh i8 DATTEnY l~usldo,, to
to brake iloosing alld torque to ilfaot-paunds. ener~iee auliliary hydraulic pump.
P´• install bleeder valve ill bleerier adapter. install e. Apply nlinimum brake pressure and open bleeder
bleedvr screiv aa~l bleeder ~vusi,er oil hleeilrr valve, adapter. Hold brake pressure on rudder-brake gedal
q. Olstali protective i,lug and O-rioy into rile open ulltil air bubbles are no longer present ill bleeder
ililet port to protect against contarninalioll dun~ing receptacle. Crimp hose and close bleeder adapter
storage or transit. before releasing brake pressure to avoid reentry of
8-25
SCCTION VL OULFSTREAM
WI(RELS AND BRAKEB 880A/690B
BB0A, 11100 THRU 11194. YO´•I

LEFT BRAKE SHOWN
ANDROTATEDSOUCW
L1ISTON
O-RINCi4C\1/
SELr-ADUSTING I’W
L1ISTON
RELEAIE SPRWL
EKAn EDIUG
BRAKE LINING
MOUNTING
:$a SPRING
SPRING IIETAWU~G RWG

nni\xe~----
BOLT
LINING
i ./n
IT--
BRAKE HOUSM(´•
aolr
I
II//
ADJUS1‘IN~ PIN O-nING
RETAINER
i CYL~UER HEAD
BRAKE DISC--T
GRIP AND PILOT PIN ASSY
nusllwn.
BLEEDER VALVE
O-RIIUG´•,svsHuoc
WASHER ´•ZI CHECKNUT
BLEEDER SCRCW~
BLEEDEI(
ADAPTER SPRING
WEAR INIIICATOR PW
r;~ura 6-11. M.in Wheel Ilr~Le (Iheel 1 of 2)
nlr illlo h,aYe syjle,,,~ NDII WH~LL REMDV~L *ND DI~AIIIMBLY

I. Remove hose alld i,lslnll Dlpcder screw nlld
ivlnher. n. JaeK aireraIL as ootlillcll in Scc~iun II.
g. Repeat blsedinbr ilroccdurr tar opposite hl´•aLe.
h. Fill hydraulic rescrvuir allll hydraulic fluid. WOI8
i. Looscl~ line .l ioriuard side ul nose
i~ydraulle
wlleel steering cylinder cnouph to allow fluid to seep When nosewbeelanly is Lubo romuved,
out. Apply sligi~L pressure to Loft rudder-brake pedal tail of aircraft mPy be lowered, and
Illd hold until fluid scopage is free aE air. Tigliteo secured.
(orward Line brlore reLenaillp ilrdal.
i. Looseli afl hydrmllic lilts or steering cylinder LI. nemove aale bolt inll. Pxle bolt, and plligs.
slid allllly bmke grosuilrr t(I FjLIIIL L~Llddel´•-brBke podal C´• Slide aXIe out oI fUTi( ISSelllbl~´•
to eulliplPte steeriog system illeeMllg. Tighteo N( d, ne lllare nose wli*al nnrl splce~s
hyd,.nulle lire ~elorp rPleasinE BcOnl e, rtcmovp bcarinl: slid bc;lrln* Irco F9~11s
U Fill ilydraolir i.cjel~njr willl ily4rallic nuid. 8-ll)´•
6-28
OULFSTREAhl SECTION VI
690A/690B WHEELS AND BRAKES
69(IA THRU 11119, AND BgOB.
N011
NUT BACK PLATE
LEFT BRIKE SHOWN
aoraTwo nlse
C/" ROTATING DISC
rXi;i j~
o
n~ DRAKE TO AXLE
TORC)UE FLANGE BOLT
i BLEEDERSCREW
fl
I
BLEEDER VALVE
O-RING
BOLT
STATIONARY
one
RETURN PIN
Pnkssune rLalE
Ton~uE TUBE
BRAKE
HOUSWG
PISTON INSULATOR
SPRING
PISTON HOUSING
O-RING RETURN SPRING

SPRING HOLDER
WASHER
SELF-LOCKING
NUT
~igure 6-11. Mole Wheel Bl~te Ilhse~ 2 of 2)
t. Def Late tire andremove wheel i~alf retainer bolts. NOSI WHESL RLAISEMBLY AND INSTIPLLATION
g. Separate wheel halves and remove tire.
h. Inspect bearing races and replace ii pilled or a. Wash bearings in cleaning solvent and inspect
scared. To remove bearing races, heat wheel half in for wear damage.
or
boiling water lor a minimum of 30 minutes, and re- b. Repack bearing with bearing grease and rein-
stall.
move race by tapping evenly around its edges. To
C´• Lnflate tube Just enough to round it out.
installrace, reheat wheel hall and cool race with dry
ice. Position race il~ wheel lialf and tap lightly around YOll
edges to assure proper seating. Tires and tubes are balanced as indi-
i. CLean wheel halves and inspect ior cracks, vidual units and marked at time of
sicks, gouges, andcorrosion. Replace cracked wheel. manufacture. Tile tire balance mark
Remove euidel~ce of corrosion, small nicks, alid is a red dot. The tube balance mark
gauges with line emery paper. Repaint areas where is a yellow stripe on the base oi the
protective coating has been removedwilh two coats oi tube. ALw~ye assemble tube and tire
zinc chromate primer tallowed bytwo coats oi Lacquer. with marL8 aligned.
6-27
SECTION YI
WHEELS AND BRAKES 680A/890B
SYSTEM
PRESSURE
LNLCT-
-PRESSURE AND RETURN

L’ORT TO UKAL~ ANU
NOSE WHEEL STEEL(lNG
~IL IILUII) IIETURN TO

HYDRAULIC SYSTEM
PITCH ADJUSTING
SCREW
OPERATING
LEVER-
PLAY
ADJUSTING
SCREW
~iQure 6-12. Power BI.Le V.lue
d. Dust tube lightly with tube talc. i. install a*Le plugs and anle holt and nut. l’iChteo
c. Place tube in tire and alien balance nlarhs. axle boil until wheel bearings begin to billd, then
i. Place lire on one wheelhalf, then place spacer back on until hearings are free.
and remainlngwheel lialf ol~tire. Secure wlleel halves installvalve core and inilato tire io 30 lisi. As-
with bolts, washers, and nuts. Tighten nuts evenly valve does i~ut leak beiore relllacil,g valve cell.
and Lorque to 89 inch-pounds.
noTr
CAUTION
30 psi is recommended for tire inflation
pressure for use on improved runways.
Uneven or improper torque may cause Tire inflation pressure may be increased
ball or wi~eel failure. to a maximum of 42 psi to facilitate ope-
ration an unlmproved surfaces.
g. Ioflalo Lire until Lire heads are sealed, remove
valve core anti allow tube to deflate.

Install nose wheel assembly in year fork and Comments pertailliog Lo main wliael lire care are
Insert snle ihrough fork nod nose wheel. equally applicable to Dose wileel tires.
6-28
SECTION VI
OULFSTREAM
WHEELS AND BRAKES
asoA/asoB
BEARING
SEAL
BEARING RACE
BEARING
O-RING SEAL
WHEEL HALF
WHEEL HALF
(FEMALE)
Q
pr
~igure 6-10. Note Whssl
6-29
SECTION VI GULFSTREAM
WHEELS AND BRAKES 69oA/s90n
ITEM MINIMUM MAXIMUM

(Iaches) (Lnclles)
Gland 2. 751 I. D. 2.153 1. D.

Scissor 0. 3150 1. D. 0. 3160 I. D.
Scissor (Detuicen Fianges) 2.130 2.135
Bushil~g 0. 252 0. 254 I. D.
Bashing (Flsilge) O. D59 O. 1161
Uady 3. 378 1. D. 3. 379 I. D.
Body (ToP oi i)ody to Sl~ouider) 2. 876 2. 881

Inner Body Bushing (Scissor) 0. 31’10 I. D. 0.1770 1. D.
Inner Body nugllioy FLange (SeiJsor) 0. 0895 0. 0820
Trunnion Ourllilg i. 250 I. D. 1.2525 1. U.
Roshing (Lellgth) 2.248 2. 250
Tor~\le Link (Belweel( nushingb) 3. 000 3. 008
Fin 0. 4980 O.D. 0. 4895 0. D.
Turrlue Link Bushinga D. 3705 I. D. [I. 3780 I. D.
Torque Lillk Shait D. 3730 0. L). 0. 9745 0. D.
Axle i. 4885 O.D. 1. 4995 0. D.
Axle 0. 9985 0.D. 0. 9998 O. I).
piston Rod 2. 746 O. D. 2. 748 0. D.
Piston Rod 2. 512 1. D. 2. 317 1. D.
Pisloo- FLaa~inF. 2. 301 0. I). 2.5LO O. D.
Plate- OriIice 0. 593 I. D. (i. 596 I. D.
Bearillg- Ul,ger 3. 244 0. 0. 3. 267 0. D.
T)lrost illng jlergtll) D. 620 0. 6ZS
S~uL-Lcr 1. D32 D.D. 1.035 O.U.
Retainer 1.042 1. D. I. 817 1. U.
Pill- MaunlioG L. 247 0. D. 1. 211 0. D.
Pin- Mounting 1. 247 0. D. 1. 240 0. D.
figure 6-14. Pert. T~ler.n.er Mein Lending Oeer
ITEM MINIMUM MAXIMUM

(Irei~es) (Illcllcs)
Body 2. 3150 1.1). 2. 3795 I. D.

Body (Collnr Groove) 3.(12 0. D. 3. 490 0. I).
Body (CenterinS Pin Attnell Dolt IIole) 0. 5616 I. D. 0. 6(145 I. U.
Body (Snap Ring Groove) 0. 1030 0. 1105
Bearing Gla~lrl i. 815 I. D. i. 810 I. n.
Center Cain 0. 3113 1. U. U. 3145 I. D.
Forlr Aasemllly (AILe Iiolo) i. 5000 I. D. i. 5029 1. D.
Upl,er Oenrillg 2. 310 0. D. 2. 373 0. D.
Piston Rod 1.8130 0. D. 1.8115 0. D.
Piston Rod 1.625 1. D. 1 630 I. D.
Piston Rod (Pln Hole) O. 2500 I. D. U. 2515 I. D.
Scissor Assonlilly (Scissor to Scissor Connect Point) 0. 3745 1. D. 0. 3765 I. D.
Busliing 0. 2510 I. D. 0. 2525 1. D.
Orifice Tube i. 620 O. D. i. 623 O. 1).
Cylinder nracltet (Attacll Moles) 0. 1934 I. D. O. 1012 I. D.
Cylinder Dr;lchet (Cylindcr ALLach Holes) 0. 256 1. I). 0. 2(i(i I.I).
Axle 1. 4981 O. D. 14995 0. D.
Scissor and Collar Bushing o. 3L3 I. D. 0. 3L(j I. D.
Pin 0. 388 0. L). 0. 311 0. D.
Pin 0. 245 O. I). 0. 248 0. D.
figure 6-11. Pert. Nora Lending Oser

6-30
CULTSTREANL JECTION VI
COMMANDER MAINTEN*NCE M*NUAL LANOIN(IGEAR,
690*/680B WHEELS ANO BRAKES
TROUBLE PROB~BLE CAVIE REMEDY
Lsnlne gear sill not Detective landing grlr and s.ing flap or replace cosrrol valve.
I´•rlrscl. rol,liol valve.
Ds(.~llve LBndlllb *clr icluo(lng cylin- Ouernlul or replace aylillder.

~ler.
Hydraulic fluid supply law. Fill ny~raulic reservoir to FULL.
Landing gear will not Uplack hyNaulic cylinder defective. Overhaul or replace uploelr hyllraulic
lor* in UP position, cylindpl-.
Gear-up cheek valve tn ,mnifold of Overhaul or. replace landing bcar
I.,ldinF pear and iulnl il.y sslcctor and u~ny il~y selector m~nlloll.
valve de(pcllvc.
WIQ jacks, lua~eo

Uplack hydraulic eyl~ndrl piston on
O-ring defective. do*ll Llne Lo uplocb eylinde~. place

gear lever in UP position and ilawly
increase hydraulic pressure and ob-
serve down port. Leakage indicates
defective O-rinC. Replace O-ring.
Hydl´•Rulir leak in gear-up line. IeaX and replace hydraulic line.
Lllldln. gear sil nor ilplock hydmu[ie cylinder de(Pc(iro. or i,plor* hydm~lic
olllack and wtend ra eyluld~r.
naYli nnd Locked pasi-
lion.
Gear-up check valve defective or Perform Landing gear free fall

mechanical linkage noi sd~usted check outlined under Landing
as
properly. Gear Operation Check. Replace

cke~* vslvo.
inspect spring and replace II nOCP6611y

Vplvcx Lydraulle cyllndsr spring
broken or Wed*.
pressure drops ol~ hy- j faulty check valve ~n gear Rcplly or replace v~lve.
~aulie gage when land- and wing flap selector valve body.
Ilig gears are being act-
u~ted.
~.ln landing gear shim- ~Pire iml~alanee. Jack aircraft and remove tire for
my. Rehalance.
Wvrll or looas ~uheelBcll-lngs. JacY urrl-dl ;Illri check main vu)lesls

Lal´•
play. neplaoe wiUI lubl´•lel[ed
LlcnrillgS.
Main gear strut bottoms improper strut inflaliall. Check aVut inflation, hfla~e(u 350
an landing. (L to) psi with zero Load an s~rut.
Defective internal strul parts. inspect for leaks. Replace detective

parts.
Elrosslve/unoven msia Illrol-Fect tire prerrlll´•p. Preasllre check tire. lnllale rllh rom-
lire u~ear. I I pressed a~r lo 60 pal.
Nos. wheel steering 1II- Nose wheel Steerlll~ )lyy.ss valve Overn.ul or replace valva.
ullerative. will not close.
)igu,´• 6-16. Troublerhooting Ih´• LandinB Ga.r Syll´•m (Iheat I at 3)

6-31
SECTION VI CULFSTRBAM
WHEELS AND nRAKEs 69oA/ssan
TROUBLI PROB*BLL CP~USE I RLMEDY
Nose wheel steering in- Mecllanical linkage to bypass valve Adjust or replace.
operative. defective.
(cantinued
Air in system. Bleed system.
Main allcel l,rake dragging Jack aircraft and chock irccrlam ol

rotation. Remove brake line rostrictioll.
’Squenl’ in hydraulic internal check valve of landing gear Repair or rel,l;ire valve.
system while actuatin~ and ~uilig flap selector valve detective.

nose wileci steering.
Nose wheel sllimmy. Worn or loose wheel bearings Jack ilirerafl and inspect. Replace with
new lubricated boariiig if nccess;lry.
Tire imbalance. Jack aircraft and remui~e lire for

balance check. Rcliaiancc.
Worn scissors, bolts or bushings. Jack aircraft alid checlr Lol´• play.
Replace worn ilolts or burllil,´•ls.
Loose steeril~g cylinder mouot~llg. Romnve assembly and tesl. Service

or replace if necessary.
Excessivcianevon nose Ll~correet ii,, pressure. Pressure check Lire. Inflate aitli
wheel wear. conlprsssed;lir to 30 ilsi.
Wear cansed by sllimmy dampuller. Inspect shimmy danlpcner. Service

or replace if necessary.
Soft brakes or no brake Air in brake system. Bleed brake system.

action,
Brol~on or rnpturod brake line. Repair or replace braiie line.
Dragging brakes. Parking brake valve liolding. CllecL parking brake valve. Check and
~Unsl properly.
Restriction in hydraulic lines or re- Jack up wheel Lu be cliecked. Have

striction in parking brake valve. someone and tllen release brakes.
apply
Wlleel should rotate freely as soon as
brakes are released. It wllecl iniis to
relate freely, looseil brriic line st br~lre
bonsing to relieve ally pressure trappcrl
in the lille. If elleel now turns freely,
the brake line is restricted or there is
arestriction is tile power bl´•;ike value.
Drain brake lines alid clear tile inside
of tile brake line with filtcreri eompress-
ed sir. Pili an~l bleed brakes. If cleall-
ing the line fa~ls to give satisfactory re-
solts, thepower br;lhe valve or parlrilgi

brake valve may be anii should i,u
repaired.
Warn, scored or warped brake discs. Visually check d~scs. Replace brake
discs and lininjis (i~ear pads).
~igure 6-16. TraublelhoalinB The Lending Oe~r Syrlem (Sheel 1 ol 3)
6-32
CULF9TREAM SECT~ONYI
COMMANDER MAINTENANCE MANUAL LANDING FEAR,
690A/B90B WHEELS AND BRAKES
TROUBLI PROB~BLE CIUSI RIMEDI
Dragging br~es. Damage or accumulated dirt restriet- ChecB parts for freedom of movemPnt.
(continued) ing free movement of wlieel brake Clean and repair or replace parts as
parts. necessary.
Hydraulic Iltlid Ip~s Lealiin~ hydraulic fitting or O-ring. Tignten liltillp or replace O-riag.
from brake.
Le~jng pis~on O-ring. O-ring.
Piston worn or damaged. Repair or replaced piston.
Contiiminatcd hydraulic fluid. Purge system and replace fluid.
Brake fails to release Obstructed hydraulic line. Remove abstruetion.

upon release of iiydraulic
pressure.
Defective or wcaB bra~e return Replace return spring.

sprmgs.
Worn grip and tube subassemblies. Replace hlbo and suiassemblias.
Damaged tarae tube. Replace tort~e tube.
Dished discs. Reptaee d~acs.
DLsc heyways shrui~ or tangs bent. Replace disc.
890A, 11195 THRU 11949, AND 890B
6-16. Tloubl´•~hooling Th´• L.nding Oe.r Sy.lem (Shee~ 3 of 3)

6-33/6-34
SECTION
FLIGHT CONTROLS
GULFS7REAI
COhlhlhNI)ER MAINTENANCE IMANUAL SFCTION Yn
cooA/esun FLIGHT CONTROLS
SECTIBN VII
FLIGHT CONTIPO LS
TPIBII 01´• CON7ENTS
BnlR Page
BLIGHT CONTROL SYBPEMS
G~NERAL I)CSCRIPTION .i-1 7.5
Co"tral Columns 7-11
~AINTENANCE OF BLIG~LT CONTnOLS 7-1
Co"trol ~rlace Trim Tab Free
Control Cable Removal and Ini:nllntioi~ 7-2 Play 7-6
Ailcron ControlSystem 7-GD
CONTROL SURFACE UrlL\NCING 1-2 ........._
Rudder ControlSyslcm 1-10

General Balance Procedures 7´•´•7. ........._
Elevator CodrolSystem
Balancing Instructions 7-4 7-14
7-( Wing Flap Control System 7-11
Damnce Adjustmool
Wing Flap Position Transmitter 7-ZU
SENERAL DESCRIPTION MaINTERIANCE OF FLIGHT CONTROLS
lbe ilreraii is equipi,ad wiCR ali-meta~ iBgi~ eantro~ to tl\o j~nBltiUII´•

surfaces consisting oi the ailerons, rudder, elevators, Spoclnlcare must be oxercisetl alien
perf ormillg con-
aild wing flaps. Dual controls are provided for the trol system maintenance. i3mphasis slinll be given to
ililerans, rudder, and elevators. h single col,lrol security of allaelnneilt, correct alignment of rod
lever, easily reached by either pilot, controls the ends, use of correct il;lrdwnre, and proper slletying.
Control cables nlust be free of hiohs, pulleys oiust
Ilydrauliealiy actuated wing flails. Movable trim tabs
installed on Lheruddor and elevators, are operated by be aligned altll the cables, and guard pills milst be
control wl,cels cont.?inerl in the overhead colitrol jiancl. installed iutlle puliey Brachcts. Position cable i,ulicys
hrlusl indicating tab gusitian indic;itor installed in tile alal runile cables to ilvuid eolltncl with tlie nircrait
center instrument B;lilcl, indlc;lles the posllio;l aI the structure. Illapcct woih areas for mislaid tools or
rurlrler nnri elevator trim tabs. n lired, groull;i ad- Ilnrts, wllieh could foul the controls, and poriurm a
juslable trim tab is installed on tile

trailing edge of functional chcct of the controls prior to replacement
tile ril;ill ailcron, and;ln rlcelricnlly operated ti-ini OL access covers. It is racolnnlesdcd that a teal
ioil is installed on tile trailing edge oI tile left nibron. flight be necuinlliislled before tile aircraft is released
Tliu control eolunlll, control died, and i.uddcr glldalJ fur routine ul,crnliua ahen a control syslcnl coal;iu-
ar Lhe pilril alld copilot jloailions are nloell;uhicnlly ,Icol has bL’CII PClllilCUi( 01´• all´•eraft rigl’ini: has b.ell
iillcre,.occted to tile gush-l,ullrutis, bcllcraoh:;, and altered. ncrighriiie tile eolarui syslc~ns ~vili sciilulll
cables wlllcli actuate the i,rlmary flib´•llt controls. All be necessary if colrcol nlaintellance Leehllirjuc Is P,11-
pfimnry control surfaces are b;lhnccri to prevciil I’LOFOd wlicll systcll, colapollcnls are rcllluserl nlld re-
surface fluttcr and provirle tile best jloJsiblo;lircr;iii I’l""ell. I)o not distilrb i,uuitiun of rod elli: LilliaEs
contrulelmmetsristlcs tliru~inlaial the conil,lde r;ilige alien control systoni eolngaiicnts are rcn~ored, oll-
of normal iligllt speeds. Sf;ilfrl be;lrillgs :iro usrd less absolutely necessary. When Lhls is aees~sarg,
illrougbout tile
iligllt control system. Coiltrul cable racorrl tile aiaountoi clinllge requircti so tilal lillillga
pulley bmcltcts ul.e prori~!ed silll guard pins to Ill.o- may be relul´•l,cii to origil,al i,ositlon wilcll olsintcsallce
vent tile cable rrulil lumping tile i,uilcy groove. Ilo or rci,;lir i When control syslrlll cool-
nll-a,clal. Il::draulically neluo~ed iiillg il;lpn pmride po"e"ts are being carefully ilote lucn~iun
reniovod,
additiu;lcl lilt for sliorter tnkcoil~lirlances and sloacr and posilioll of attaelling parts mel hordanre slid re-
lanrliag speeds. WLI~C flaps lilly be POSitinl)Utl RI ally turn to origlni~l location or jlosition ~hcll ilistaliinC
settiilg bsriicca UP and DOWN

ily plncill:: tile (l;li, new coillgoncnls a,,dlparts. Complete rigai,lg ilisu’uc-
control icrer iii NEUTRAL. ~llrli tile fi;li, i,:ls ilolls are pru~´•irird in succeeding i,nragralille,lor i´•och
nclilillll I ORIGINAL As
RECEIVED BY ATP
GULFSTREAM
SECTION VII MAINTENANCE MANUAL COMMANDER
FLIGHT 680A/690B
flight codrolsystem. Read these instructions eare- repair should be as nearly as possible the same as
Select weight of material removed, and the weight distribu-
fully before starling the rigging operation.
and accomplish only those rigging steps applicable to tlon of therepair material should be similar to that
the job requirement. Cable tensions and control sur- of the removed material. When repainting a control
face travel measurements; are contained in Figures surface carefully remove exlaling paint and primer,
1-9 and 7-12. Ambient temperature and temperature suspend the surface from its leading edge and apply
buildup within the airframe structure affect cable new primer and paint evenly to ail surfaces.
tension and must be given proper consideration when

rigging control surfaces. The following procedures Balance requirements may be stated in terms of per-
should be followed when rigging control cables: cent of static balance. A control surface with sym-
metric airf otl(like the rudder and elevator) is in 1(10-
a. Rigging should be accomplished in a hangar. percent static balance dien the trailily edge is at the
same eleva~ion(levelwith) asthcconlrol surface hinge
When necessary to rig aircraft in the open it should
be accomplished during coolest part of day with tail line, with the surface freely swinging an its hinges.
of airerait poin~og toward sun. aueran is mwed
Due toits unsymmetric airfoilsection the aileron vvlll
into a hangar for rigging, allow 90 minutes for ean-
have a different static position at 100 percent balance
tral cables to adlust to hangar temperature.
b. Control cable tension readings should be La~en (see Balancing Instructions). Balance requirements
near the midpoint of cable and never closer than six may also be stated in terms of inch-pounds of moment
cable terminal within 18 inches of a about the hinge line. The moment is the product of
inches to a or
pulley or fairlcad. All control surfaces must be in farce (or weight) and the dista,lce from the hinge lii~e
which the force or weight acts.
the streamlined position when cable tension is tn~e,l. over
Prior to checldng tension ei elevator control cables,

to streamlined position to relieve EXAMPLE:
clamp surfaces
forces imposed by elevator bungee spnngs. Cable
A 2-ounce force 2 ounces of weight acting
or
tension must be compensated for ambient temperature.
16 inches aft of thehinge line produces a mo-
Carefully follow instructions provided witl, the tensi-
ment about the hinge line equal to 16a2;52
ometer.
inch-ounces or a inch-pounds.
CONTROL C*BLI IIMOV*L *ND INSIALLArlON Flight central surfaces may be intentionally over-
balanced (nose heavy) or underbalanced (taii heavy)

The removal and installatlonof cantrolcables maybe depending upon the flight central characteristics of
facilitated by attaching a lead line or cord to the the aircraft and the balancing requirements. Aera
smallest end fitting of the control cable which is being Commander central surfaces are balanced to the fol-
removed and pulling eodrolcable through pulleys and lowing specifications and acceptable ranges:
fairleads. The lead Line should follow the same route
as the cable being removed. All pulley guard pins Aileron 4 inch-pounds underbalance to 1 inch-
must be removed before this is attempted. After poundoverbalance (painted control sur-
control cable-is removed, attach line or cord to re- face).
placement cable and thread cable back through the 2 inch-pounds underbalance La 2 inch-
same route onthe Lead Line. When replace-
by pulling pounds overbalance (unpainted control
ment cable is routed along the proper route, install surface).
all yard pins, tighten allturnbarrels, and rig the Rudder 82 inch-pounds underbalance to 145
8ystem to required travel and tensioli as shown in inch-pounds underbalance (paaded can-
Figure 1-8 and 1-12. trol surface).
82 inch-pounds underbalance to 155
inch-pounds underbalance (unpa~nted
control surfacei.
Elevator 5 inch-pounds underbal?nceto 10 inch-
CONTROL SURFACE BALANCING pounds underbalance (pail~Led control
surface).
3 inch-pounds underbalance to 10 ineh-
All flight controlsurfaces are balanced to provide the pounds underbalance (unpalnted central
best possible aircraft control characteristics through- surface).
out the full range of normal flight speeds. Central
surface balance should always be chected after ~ainl-
ing, repair, or other maintenance actions which would OINIRAL BALANCI PROCIDURES
alter its weight or weight distribution. Changesto
control surface balance which exceed toler- General procedures for static balancing of prlinary
specified
ances can be avoided by employing correct malnte- flight control surfaces are the same. Control surface
must be in the flyaway condition wlien balanced, i. e.,
nance technique painting or repairing a surface.
when
When sheet metal repairs are required, weigh tho surfaces must have static wicks installed, and trim
material removed from the surface in preparation for Labs and associated l,ardware in place. A balancing
repair. The weight of material used to accomplish a fidure, similar Lethal shown in Figure 7-1 should be
7-2
GULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION Vn
690A/B90B FLIGHT CONTROLS
1.00"
ANI-11A BOLT
B; .:ab-´•- ’/c S’i‘S

to. oo´•´•
ii
´•li
WOOD 2’~ n 4"
I 30. 00’~
DISTANCE
(D)
DITP~II A
DaAIL B
HINGE POINT
WEIGHT OF
DISTANCE KNOWN VALUE
c~-YARIABLEWEIGHT (W)
J~rrli
~-ii
\HINGE POINT
Is
figure 7-1. C~nlrol Sur(..e B~lonring

1-3
GULFSTREAM
FLIGHT CONTROLS esoA/ssoo
used far control surface balancing. Tliis fixture must p0i"ts. Rudder and elevator are 100 percent balanced
be exactly level and in a draft free area, and each when the trailing edge is level witli the hinge line.
surfaco ~nust be mounted in the fixture wilil the sur-
lace ilingos in precise alignment i,ermitting rotation EXAMPLE:

of the surface freely about the hil~ge line.
Rudder is underbalanced (tail heavy) with W;8
The amount of underbalance or uverbaial~ce of a con- pounds, 8 ounces(see Figure 7-1, Detail A) and
tral surface also be determined in several ways;
can 0;5 inches; then Mu U. 50 n 5 42. 5 incl~-
typically used methods are illustrated is Figure 7-1, pornds. This isoverthemaximum underbalance
Detail A and Detail R. allowed for tile rudder. See DalanceAdjustment
for corrective procedure. Now assume the
The amount of underbalance (Lail ileavy) can ire deter- elevator is overbalanced (nose heavy) and W= 4
from a balance weigi~l 0.250 poollds; and D= 10 inches;
mined by suspending weights ounces or
attachment screw as show, in Figure ~-1. Detail A then Mu x 10

2. 50 inch-poullds, PLUS
0. %50
until the control surface is 100-percent static balanced, the minimum amount of underbalance specified,
The unbalance moment (M,) will be the total amount since in the case of the elevator the specification
suspended multiplied by its distance, (D) balance range dues not allow any overbalance
ofweight
from the hinge line. (see BaL?nce Specilicalions). The total adjust-
ment La be made inlliis example then La 2.50 1 5
The overbalance moment (sose heavy) can be deter- 7. 5 inch-pounds, weight must and sufficient
mined by placing a blown weight (W)
metal bar of be removed from thebalanceweights inthe nose
of the elevator to produce at least this amoul~l
parallel with, and all of the control surface hinge line
as shown n, Figure 7-1, Dct~L B, until tbo nonlrol ofmomeur L~E line (SCC
surface is 100-percent static balanced. The over- Adjustment).
balance moment will be the weight of the bar muiti-
pliod by its distance from the hinge line.
BALANCE ADJUSTMENT
BALPINCINO INSTRUCTIONS Whw the surface is under balanced, additional weight

must be added iorwarduf theiiinge line. The required
AILERON. Place aileron in balance fixture upside amount of weight can be estimated by dividing the
down. Aileron is 100-perernl balanced when the flat llumber of inch-pounds out of tolerance by the distance
surface of ailoron(undersidei is 3 degrees down from from hinge line at which the weight will be added.
the
the horizontal, measured near the center hinge. In the excessively underbalanced aileron example this
was O. So-inch pounds. The center-balance weiglit is
*011 approximately 2. 5 incites from hinge line. Tile ap-
proximate amount of weight to be added for this ex-
The spedficxnon ior the aileron is unple 16 0. 50/2.5~ 0. 20 pcn,ndy m 8. 2 uaneea.
nominally 100-percent static balanced.

For this reason there may be the ten- The general procedure is the same for all surfaces.
dency topay Less attelltion tothe actual The weight which must be removed from the nose of
balance condition of this surface if it the overbalanced elevator in the example can be es~i-
swings near the 30 position. The un- mated by dividing Lnetotploverbalanco bythe distance
balance should still be measured and from the hinge line at which the weight is to be re-
compared with Lbe speciiieation. moved. Assume the weight will be removed from the
center b~ance weiglit near the center binge, where
EXILMFLE: the distance to hinge line is 3. 50 inches, then, weight
to be removed 7. 60/3. 50 2.14 pounds, or approx-
Aileron is underbalanced (tail lieavy) and W =12 Lmalely 34 ounces for the averbalanced elevator ex-
ounces (Figure 7-1, DetailA) or 0. 750 pounds ample.

and U;Sinchos; then M~ 0.750x3=2.2r,
inch-pounds. Since the allowable underbalance W016
(lail heauy, is 4 inch-pounds no L´•llh~ga to ba~- To gain access to aileron balance
anee weigl~l is re~iuired. Now assume adiaerenl weigllt remove inboard i,inge and
wloron is cheelted and is underbalanced (tail inboard nose rib. Gain access to
heavy) and W;1. 50 pounds and D 3 inches; the elevator or rudder b~ilance
then M,= i. 50 x 3--4. 5(1 inch-pounds. This weights by removing forward trim
condition does not meet aileran specilicalions, tab access panel. A marimom of
Llicrcfare, wecgglt La produce at Least 0. 50 inch- one pound can be added to tlie
pounds (4. 50 -4, 00) will ilave to be added to the ba~ance weights originally installed
nose balance weigllt (see Dalance AdJuslment). in the surfaces at tile factory. Con-
tact Rockwcll International Service
ELEYATOR AND RUDDER. Place coldrol surface in Department if more Ulan this amount
balancing Bture, and wsore free relation at hinge is re~uired to rebalance any surface.
1-4
GULFSTREAM
COMMANDER MAINTENANCE MANUAL si;c~rrolv vn
6901\/6908 rLIGHT COf(TROLS
SPLINE SPROCKET
WSPECTION PLATE
--t;l TURNBARREIS
AILERON CABLES
MECHANICAL STOP
PULLEY
CABLE DRUM- ‘ELEVATOR PUSH-PULL ROD
PULLEY
12’
~ipur´• 1-2. Control Colunn
The final step in rebalancing is verification that the nut be evident. The control mechanism associated
proper amount of weight was added or removed, with each control wheel consists of a combination
Eacli surface should be checlied for unbalance (Mu) chain-cable assembly, control wheel Sprocbet, and
by using theprocedure described inceneral Balancing three pulley assemblies; Control wheel positions
and
Procedure until the surface is balanced according to ease of operation are determined by adlustmentof the
tile specifications. chain-cable assembly within the controleoiumo. Two
turnbarrels provided in each control column far
are
cable tension adlusiment. Tliese turnbarrels are ac-

cessible through an access panel, located at the top of
FLIGHT CONTROL SYSTEMS each column. The pivot bearings, installed onthe
column base, must be replaced when control column
mavcmn,l is rwFh, inmcali~V bearing failure.
CONTROL COLUMNS
CONTROL COLUMN REMOVAL AND INSTA LLATION.
The fligllt control columns are symmetrically rigged To remove the control column refer to Figure 7-2
and connected to the aileron andelevator control sys- and proceed as follows:
tems to provide dual control capability (see Bigure
7-2). The coaholcoiumns pivot Lore and aft on sealed a. Remove control column access panel, boot,
bearings installed in the column base. Each column carpeting, and appropriate floor paneling to provide
is supported by mounting brackets bolted to the floor access to working area.
structure and secured to the brackets by two bolts b. Disconnect chain-cable assembly at both Lurn-
extending out from tile pivot bearing. The control barrels in top of central column.
wheel, which is installed on a tapered splined shaft c. Remove pulley in Lower sectionof control column
and held ini?lnre by a loclmut; may be removed from to allow chaia-cab~e
the control column by removing the medallion and assembly from column.
wheel retaining ilut. To check the control wheels for d. Support control column to prevent its falling
security, hold one wheel in a steady orlocked posi- forward into the instrument panel, and disconnect
tion and attempt to rotate the other. Rotation should elevator push-pull rod attached to lower end of coi-
7-5
GULFSTKEAM
SECTION V11 MAINTENANCE MANUAL COMMAND~R
FLIGHT CONTROLS 6801\/6808
umn. Do not rotate rod end fitting on push-pull rod. Determine free play of the control surface trim tab
o. Remove four bolts securing control column in accordallce with the following procedure:
mountilig bracket to floor. Bracket will remain at-
tached to pivot bearing bolts at base of column, a´• Position central surface in a streamlined
i. Remove control column (control wheel chain position.

remail,s inside Llle column). b. Rigidly fasten the d~al indicator holder to the
control surface.
installation of the control column is the reverse of

the removalprocedure. After installation is accom- NQII
plished, the chain-cable assembly must be adjusled
as described in the following paragraph. Position dla~ indicator so that plunger tip
contacts the trailing edge of the trim tab.
CONTROL COLUMN RIGMNG. Access panels, lo- Dial indicator must have a range of 0-1.00
caled at the upper inboard side of each control col- inch, in increments of 0.001 inch.
urnn, permit access to the control dleel chains and
the two turnbarrels in the cable segments of each c. To ensure accurate readings throughout the
cohimn. Tlie cadmium-plated chains should be ap- procedure, maintain the same datum position of the
proximately centered on the control wheel sproegets dial illdlcator for both up and down load conditions.
when the central wheels are horizontally aligned.
HOll
Tension on the chain-cable assembly, which is pro-
vided by adjustment of the turnbarrels, should assure Position d~al Lndlcator plunger so tliat
a reasonable degree of tautliess, b~il not to the extent readings can be taken in either drcclion
that a feel of the sproclels is transmitted to the wltlnut changing the sel up.
control wheel when it is rotated. The control column
access panels should be removed periodically and the d. Unlock the dial locking screw and revolve the
chnla-enble Rssemhly checked lor corrset tsllslon, dial and nero the indicator. Tighten the locBing screw
safely of turnbarrels, and adequale chain lubrication. e. In two (2) pound increments, apply a total
dowllload of ten pounds at the Lraillng edge of tile
trim tab, where centerline of the actuator intersects
CONTROL SURrACE TRIM TPIB ~Res PLIY the trailing edge of the trim tab.
I. Record dial indicator readings at 2, 4, 6, 6,
procedures for measuring trim tab free play for and 10 poundloads on a work sheet, similar to that
surfaces (alleran, elevators, and rudder) illustrated in Figure 1-2C.
very similar. g. Plot the data points an a grapli (refer to
Figure 1-20).
NOll h. Repeat steps e. thru f. applying all up load.
i. Using a straight edge, draw a illle that will
The setup for measuring rudder trim divide the data points plotted (iodicator reaml,gs) for
Lab iree play is slightly different from the download condition and then for the upload conrll-
the sehlp made when measuring aileron lion (refer to example illustrated in Figure 7-20).
and elevator trim tab free play (refer
to Figure 7-2A). NOls
Positive load and deflection are up for The two lines drawn on tlic grapl, should be
alleron and elevator and to the right approximately parallel La one anomer.
for the rudder. Negative Load and de-
flection are down for the ~illeron and 1. From the graph, read the values wlicre tile
elevator and to the left for the redder, lines intersect the base deflection line (poillls 1 2,
Figure’l-201. Oelortnille the amount of free play
The free play shall not exceed tile maximum allow- deflection in the control surface trim tall (reier to
tolerances (refer to Figure 7-20). II free play NOTE in Figure 7-2D).
specified tolerances, ehed attacllment points
trim Lab actuator and control surface for NO1I
worn parts. Replace worn parts as necessary. Alter
replaceinent of worn parts and/or adjustments, al- Cl~ecR that free play deflection is williiii
ways rechecb the trim tab free play, If st~ll not within ,p,,itied tolerance (relar to naure ?-ei,l.
tolerance contact Cusloolor Service Deparlment,
Americall Corp., Uelhany, Oklahoma R. Repeat steps a. thru i. for each control
73008. surface.
7-0 i(~vlaillll 1
GULFSTREAM SECTION vn
COMMANDER MAINTENANCE MANVBL FLIGHT CONTROLS
690A/69~8
DIAI. INDICATOR HOLDER

(MOUNT TO UPPER CONTROL SURFACE ONLY, DO NOT
MOUNT TO WING OR STABILIZER)
DIAL INDICATOR
TRIM TAB
SURFACE
PLUNGER
DIAL INDICATOR
DIAL LOCKING
~ieure 7-2A. Selup tar Determining Contml Surl.rs ’Irim r.b ~ree Play.
MAX´•TREEPLAY
CONTROII SURFACE DEFLECTION
AIIIERON 0.100"
$LEVATOR 0.157"
RUDDER 0.113~1
figure 7-21. Mo.imum ~rse Play Dsfle.fion Toler.n~eJ.
Revision 1 7-GA
OULFSTREAM
SECTION YII MAINTENANCE MANUAL COMMANDER

FLIGHT CONTROLS 690A/690B
LOAD R/H ELEVATOR L/H EL%VATOR L/H AILERON RUDDER
LBS ~b lie) -61inl t) lin.l -Llin.) t6 lin.) -L(in.) H Llin.)
10
POSITIVE P (LOAD) AND b (DEFLECTION) ARE UP FOR
5~3 1 P
1
AILERON AND ELEVATOR AND TO THE RIGHT FOR THE
RUDDER. NEGATIVE P (LOAD) AND 6 (DEFLECTION) ARE
DOWN FOR AILERON AND ELEVATOR AND TO THE LEFT
FOR THE RUDDER.
~igure I-2C. Trin T.b Plea Pl.y Worl. Sheet.
7-BE Revision 1
C.ULFSTREAM
COMMANDER MPIINTENANCE MANUAL SECTION Vn
FLIGHT CONTROLS
680A/690B
i:
POINT 2
P I--- I I I: I POINT1-
-riili :i ii i II_._~:
1
-Ib i -6 I tt I ta
i--n- I
I -i i
I iiilii iiiiili
:1::: I
-TTi’l:iii´• :iiiiili:iiili: i’ iilii-iiiii:l B:iD. :liiiil liiiil liiiii iii
FREE FLAY DEFLECTION
AILERON DEFLECTION POINT I i POINT 2 OR 0. 010 i O, net o. 051 INCH

L. ELEVATOR DEFLECTION; POINT 3 POINT 4 OR 0. 008 0. 006 ;0. 003 INCH.
*011! WHEN ONE POINT IS LOCATED BELOW THE O DEFLECTION LINE

AND THE OTHER POINT IS LOCATED ABOVE IT, ADD THE TWO
NUMERICAL VALUES TO OBTAIN TOTAL DEFLECTION. WHIN
BOTH POINTS ARE EITHER ABOVE OR BELOW THg O DEFLECTION
LINE SUBTRACT THE SMALLER VALUE FRON THE LARGER VALUE
TO OBTAIN TOTAL DEFLECTION.
~igure ~-20. Determining Control Surfa~e Tlia T.b Prse Pl.y.
7-BC
Revision 1
GULFSTREAM
SECTION V11 MAINTENANCE MANUAL COMMANDER

FLIGHT CONTROLS 690A/6908
SPROCKET
~-Y-´•
INSPECTION
PLATE--
BELLCRANK
MECHANICAL
STOP
PULLEY
BALANCE CABLE
AILCRON
TYPICAL BOTH LEFT
CABLE PUSH-
PUSH-PULL AND RIGHT WINGS
DRUM PULL
i. ROD
ROD
PULLEY
TURNBARREL
~c3,,,
~igute 7-3. Aileron Control Sy~(el
PIILIRON CONTROL SYSTIM sorlace balance. Thu aileron control wheels are
interconnected tllraogh control ehaiiis al,d sprockets
An all-metal aileran is installed oumoard of each to the aileron cable drum (soe Figure 7-3). Tho
outer winl! flap. Each aileron hingrs on sealed boar- cable drum, located below tiie floor strochlre bctsccn
the control cohlmiis, actuates the ailcrais througll
ings, installed in throo hinge brackets attachoed to
U,e afl wieg spar. Lead iveighta, instaliotl in Llle cables, balleran8s, alld pash-pullrods. Control
leading edge of Ule ailerons, provide proper control cables extend aft from the ailcron cable drilm gassini:
7-ED i(ovijiiln 1
GULFSTREAM
COMMANDER MAINTENANCE MANUAL sEcTloa vn
B9OA/090B FLIGHT CONTROLS
ender the floor structure and tiirongh idler pulleys to c. Adjust aileron control cable turnbarrels and
the Lower pulley braehel assembly located on each balance cable turnbarrel until trailing edge of aileron
side of ti~e fuselage I station 211. 00 and below the is dreamliiied (neulral position) with tmilillg edge of
baggage comparlment floor. Tile cables are Llien wing slid oulboard flap. Adjust cable tension.
rooted upward tllmugh the upper pulley brackets and d. If aiicrans are not synehrwuzed inneutrai posi-
out through the wing tunnels alone Lhe trailing edge of tion, adjusl appropriate push-pull rod until affected
the wing aft spars, to the ailerol~ bclleranks. Tile aileron is streamlined with wing trailing edge.
ailcron control cable turnbarrels are installed in the e. Adjust aileron stops (Figure 7-3), to obtain
control cables between the Lower and upper pulley correct aileron travel.
bracbe~ assemblies 1 fuselage station 211. 00. Ac- f. Secure all turnbarrels with safely wire and in-
cess Lo tlie turnbarrels is achieved by renloving the sprct control chains and cable for unobstructed travel
baggage compartment side upllalstery panels. The and pulley cable yard pins for correct installation.
forward End of the Left and right aiieron ilellcrant is
interconnected by a balance cable. Adjustable push- AILERON TRIM TAB SYSTEM. The aileron trim tab
pullrorls connect tile iiileron ilellcraola totlle aileroii;i. cuitral system consists of a sillgle Lab installed on
Three turnbarrels are installed in the ailcron cable the trailingedgeof the leflaileron. An electric aetu-
system to adjust cable tension anti facilitate cable ator, lol:atod in the aileron just forward of Lhe tab,
indallsitlon. The aileron balance cable turnbarrel is ope’ates the Lab (see Figure 7-4). A two-position
located beiilnd the Left outboard flap closeout shun. rocher actuated switch, Located in the control quad-
Stops for Llie aileron control system are Located on rant, enables the pilot to control the trim tab position.
Left and right sides of cable drum upper structure. See Figure 7-9 for trim tab surface travel measure-
Adjustmentof Li~e aileron slaps is accomplished by ’"e"t9.
Loosening tile stop bolt checlinut andraising or lower-

inC the stop bells to the required position. AILERON TRIM TAB REMDVALAND~NSTALLATION.
To remove alleron trim tab, proceed as follows (see
AILEHON REMOYAL ANU INSPALW\TION. To re- Figure 7-4):
move the aileron, proceed as follows:
a. Position aileron trim tab to expose bolt attuch-
a. Disconnect aileron push-pull rod at aileran. ing trim tab to actuator arm.
Do not change pos%lon of rod end on push-pull rod. b, Remove bolt connecting actuator arm to trim
b. Remove aileron hinge bolts. tab. Do not relate actuator rod end.
c. Remove aileron iron~ aircraft. c. Remove hinge pin from aileron trim tab hinge.
d. Remove aileron trim tab.
lllstailatlon of the aileroo is the reverse of the re-
movalprocedure. In the event push-pull tube length hlstallation of the trim Lab is the reverse of the re-
lius been altered, streamline trailing edge of apposite movalprocedure. Adjust surfaeetravcl per measure-
aileroil with trailing edge of wing and outboard flap mcnts in Figure 7-9.
and secure with a Lemporury Lueh. Adjust push-pull
rod length to align attaching bolt hole with hole in ai- AILERON TRIM TAB RIGGING. The travel ranCe of
icron hinge fitting, whenaileran is in neutralposition. the trim Lab is 17 (t 2. 8) degrees up and 17 (?2.5)
degrees dawn from the aileron trailing edge. Wllen
rigging Lhe trim Lab, the upper surface of the aileron
*OII and the upper surface of the tab should be used for
reference (soe Figure 7-9). To rig the aileron trim
Aileron controls must be rigged as out- Lab, groceed as follows:
lined in subscgoonl paragraph if aile-
ron control wheels are not aligned a. Streamlille trailing edge of aileros with trailing
horizontally, when ailerons are neutr;ii. edge ofwing and secure with a Lemgorury loclr.
b Entend trim tab actuator arm electrically to its I
AILERON CONTROL SYSTEM RIGGING. Center ai- lull travel and udlust actorior rod end to align witii
Leron control cable on aileroo cable drum(see Bigure ailerun Lab attacii fitting wlien tab is 17 (t 2. 51 degrees
7-3). Start aiieron cable turnbarrels two complete up from streamlined posilion.
Lur,ls and attach a~les to PilCI~OII bellCnnkl located c. Secure aelunlor arol Lo Lrim tab allach fittl~g-
inwing forward of aileFon, prior to beginning adjust- and operate the trim lab actuator through
full range
ment procedure. of travel in bolli directions, Use protractor to check
tab for correct travel and observe Lab position iodi-
a. Secure sileroo control wheels in a horizootal cater for correct readings.
positioli. d, Measure alleron trim inb free play in accordance

b. Adjust ailcron push-pull rod to 14. 05 inches, wlthprocedures outlined in this Section under para-
measured from center hale of end fittings, and altacil graphheading, CONTROL SURFACE TRlhZ TAB
to aileron beiicranb anti aileron. FREE PLAY.
RPuision 1 7-7
GULFSTREAM
SECTLDN VI1 MAINTENANCE MANUAL COMMANDER
6LLCHT CONTROLS 680/1/6908
AILERON TRIM
:I TRIM TAB
-j
i:
TRIM TAB
HWGI PIN
AILERON(REF)
WOll
TRIM TAB INSTALLATION
ON LE~FT AILERON ONLY
Aeu~e 1-4. *ileron Trim rob Control Syrlaa
7-8
GULFSTREAM
seOA/ssOB FLIGHT
TURNBUCKLE
BALANCE
CAB~E
11 13
ACCESS DOOR
VERTICAL
STABILIZER
ISLA~D
F
D~CONNECT HERE
TO REMOVE RUDDER
AFT RUDDER
PEDAL TORQUE
TUBE
RUDDER
STOP
RUDDER TORQUE
PEDAL
TUBE
HORN
FWD RUDDER PEDAL

TORQUE TUBE
TORQUE
ARM
Plsur´• 7-5. ludd´•r Control 5*ll´•n
AILERON TRIM TAB ACTUATOR. An electrlcaYy b. With alleron in vertlcalposttlon, remove actu-
operated trim tab actuator, Ioeated in the dleron just ator access cover.
forward of the tab, is operated by a as-volt do motor. c. Raise trim tab to enpose aft actnator arm aL-
tachment and remove attaching hardware.
The actuator, tnetaHed on the front soar of the alle-
d´• Disconnect electrical connection from actuator.
ron, incorporates radio noise filters, Lmtt switches,
AIl stops and e´• Remove actuator mounting hardware and wlth-
mechanical stops, and transmitter.
draw actnator from alleron.
limit switches are preset at the factory and should
not be adjusted. To ins~al an atleron trim Lab actuator, reverse the
removal procedure and verify Lab LravelHmits (see
AILERON TRIM TAB ACTUATOR REMOVAL AND
Figure 1-8)
INSTALLATION. To remove the alleron trim Lab ao-
tuator, proceed as follows (see Figure ?-I).
AILERON TRIM TAB POSITION TRANSMITTER. The
dleren and disconnect push-pull tube alleron trim tab transmitter is an Lntegrsl part of the
a Support
rod end from alleron control horn. alleron trim tab actuator lsee Figure 1-4). As the
1-8
Revitiion 1
(iULCSTREAM
FLILillT CONTROLS d9dA/o8oH
RUDDER TBlhl TE´•R I

PUSH PULL c
ROD VERTICAL
STABILIZIR
,,,ND
´•I-
RUDDER
TRIM T*B g~"
INDICATOH
4
FL&XIRLE ACTUATOR
TURNBUCKLgS
SIIAI.1. S’TOPS
FWD CONTROL
ROLLFn CADLE
CHAIN.
3 ;B
FORWARD
CAOLE
DGYgL CEAIIS
CABLE DRUM
RUDDER
TRIM TAB
WHEEL ,r,
Figvr´• 7-6. Rudder Tlin Tob Control Syl,em
t,lnl tal, isactiv3,ted the(roasmitlerlsa~lunted Lovary forward and aft rudder pedal torque tubes, enables the
the electrical resistance through the transmitter wind- pilotor copilot to control tile rudder, braltes, and
Lngs. The resullblg variation is current is registered nose wheel steering. The rudder pedal torque tubes
by the indicator in termsof trim tab travel. Callbra- (see Figure l-5) consist of an inller and outer tube,
tlon of the transmitter is accomplished by tile manu- Installed in pillow bloclr hearings. ’Pllo left rudder
lacturer. Field alteration of tl.elsmitter calibration Pedals are attaclIed to the outer tube body of the aft
Is ilot authoril,ed. Replacement of Llle transmitter torque tube, and the rlgllt pedals ale attaclled to
two
l.equires replacement of the complete tall actuator Lhe outer tube body of Llle forward torque tube. The
If free phy is evident the eonseetlospaids i""e’ tubes of tile torward and aft rudder torque tubes
between the tab, n’e mechanically IlnRed to the rlldder-bml~e pedals

actuator, and alleron should be
cllcched for excessive wear, and i,arts replaced as and power brahe valves (see Power BmRe Yalves,
Section nI). Rudder control cables are connected to
necessary. IL is important that caution be initiated to
Enocsshe free play il’f two inboard rudrler pedal horns eldendhlg below
prevent damage to the aircraft.
tlle forward mid aft rudder pedal torque Lubes. A
call be dangerous. if free play ciceedr O.lO~-inch,
ehech the attacl,ment points Ootween actuator, trim cable attached to each pedal horn extends nit through
mb, and aileron for worn parts and replace parts as tirefuselage to a rudder torque arm whidl is attached
Ilcoded, directly to the base of the rudder (aee Figure 1-i).
n balance Olltis) cable illterconnecte the two rudder
pedal horns. This cable extends LarwnrO from the wd-
RUDOBR CONTROL IYSrIM der pedal hor,ls, up, and across tile cablll side of tile
forwnrd cabin laBhcRd Ulrougb a series ofpulleys.
Dual rudder-bralre col,trol pedals, installed oil tile Two cable turnbucklcs, locatedalt olthe baggage eom-
1-10 Revirioll 3
GULFSTREAM
890A/690B FLIGHT CONTBOLS
installed in the lower of the rudder

pertinent, and one in the upper nose wheel well, are proportion trailing edge,
vided far rigging the cable system and adJusting cable and is opel´•ated by a n~im tab control wheel, installed in
tension the overhead control panel Rotation of this wheel uc
tuates the trim tab by mechanical linkage consisting of a
RUDDER REMOVAL AND INSTATILATION. (Kefer to cable, chain, sprocket. flexible shaft and jackshaft
I Figures 76 and 7-6.) To remove the rudder assembly. mechanism (refer to Figure 76) The rudder trim tab I
follows: control wheel operates a geurdriven cabledrum on which
proceed as
the trim tab control cable is wound The control cable is
a Attach toleseopinl! tail stand as outlined in Section routed overhead to the oft fuselage and the cable ends ore
II attached to o chain which is meshed with a drive sproe-

ii Remove access covers from lower ~ol´•wnrd part of iret. i\ flexible shaft connected between the sprocket
rudder and below stabilizer on both sides of’ uft fuselage wheel and Lab aetuatol´• dl´•ivos the shan which moves the
Figure 2-8) rudder trim tub Limit stops, consisting of small bolts in-
(reler to
c. Disconnect mddel´• trim tab flexible shaft und wiring stalled thl´•ough links in the drive chain, I´•cstriet chain
to rudder trim tab position indicator transmitter travel when contact is made with the sproclret
d Remove ruddrr-ta-torquo tube attach bolts, accesxi- Turnhuekle.s installed in the control cables in the aR
ble thl´•ough access opening in right aide of rudder fuaeluge are utilized fbr
rigging the rudder trim tab eon-
trol systnn and adjusting cable tension.
~3 CAUTION
(Refer
proceed
to
as
Figure 7-6.)
follows:
To remove the ,-uddel´• tl´•im tab, I
Do not stand on horizontal stabilizer

when removing rudder a. Position rudder tl´•im tub to expose nut and bolt at-
taching push-pull rod to rudder trim tub
e. Turn rudder approximately 45 degrees to loft or b Remove nut and bolt attaching push-pull rod to rud-
right and remove ruddel´• hinge bolts, der II´•im tab.

r Ren~ave rudder, c. Remove safety wil´•e and withdl´•aw hinge pins from
I´•uddor trim tab hinge.
Rudder installation procedure is the reverse of the re- d. Remove rudder trim tab
moval procedure.
The trim tub inatullation procedure is the reverse of the
I RUDDER CONTROL SYSTEM RI(:(:INC.(Refer to Fig-

urs i.) To rig th. rudd.r ronM1 syatsm. ilmEesd an fol
nmouol pr~sdue
lows: RUDDER TRIM TAR CONTROI. SYSTIM RIGUING.

Whenever it is necoasary to replace or rib’ the rudder trim
a Attachtelescoping tail stand as outlined in Section II. tab control cubles (ref er to Figure 7-6). proceed us follows: I
b Clamp a piece of nat, non-flexihle steel or angle
iron across pedal arms so that pedals are aligned a Place swaged hoss on rudder trim cable in cable drum
in same relative position. detont and wrap cable around drum thl´•eo turns on each
c Tighten rudder control cable turnbuelrles in aft side of detent
fuseluge until correct cable tension is obtained (refer to h, Route control cable ends oft through cable pulleys and
I Figure 7-12) Birloads to station 252.00 and securetemporarily to pre-
d Tighten rudder balance cable turnbuclrles until car- vent cable unwinding ~rom drum. Control cable ends
rect cable tension is obtained (refer to Figure 7-12). should be equidistant from cable drum when cable is
I
e. Check rudder alignment with verticui stnhiliner is- properly wound,
land and udjust rudder control cable turnbuckles in aft c, notate rudder trim tab drive spmcket in aft fuselage
~ulelage until ruddal´• is streamlined with stabilinol´• is- until trim tab is streamlined with rudder,
land d. Attach aft control cables to ends oirnller chain.
F Remove clamp installed in step b e. Position chain on trim tab drive sprocket so that cable
ends equidistant from sprocket
I g. Adjust ruddel´• travel at rudder stops to ohtain rud-
a~r uavpl valves shown in IlguFel9 Ruddpr
limit travel olrudder torque tube
Bfaps, lo i
and
are
Mute aR canlrol u$ls. lor*inrd

birleuds and attach to
Lhmugh EablP pulleyi
forward control cable
cuted in aft fuselage,
urm Adjust stops by loosening rudder-stop checknuts turnbuckles
and turn rudder-stop bolts. g. Tighten turnbuckles until eon´•ect cable tension is ob-
choclmut and check i´•udder tained (refer to Figure 7-12) Safety wire turnbuekles. I
h Tighten rudder-stop
travel und cable tension h. Rotate rudder trim tab control wheel und check for
Secure tombucldea with safety wire and inspect freedom olmovemnnt. Rudder trim tab should travel on
rudder cable system equal distunce to either side of the streamlined position.
j. Replace oil uccess doora;md remove lelescoping tuil To adjust tab, change length oF rudder trim push-pull
stand. rod, After udjustment, eheel~ rod end threads for
aderluote engagement (refer to Figure 7-11). 1
IIUUI)ER TRIM TAR SYSTEM The mddel´• trim tab is
7-11
OULFSTREAM
FLIGHT CONTROLS 680A/B80B
DETAIL B
SEE DETAIL A
A B
ELEVATOR
FORWARD ii E\IEVATOR
TRANSFER %TORQUE
iTuBE
TueES
ELEVATOR b-h I I PUSH-PULI

STOPS I ROD
’D-
CONTROL
COLUMN
IDLER
PULLEY
AFT
‘TunE Assu
4; PUSH-PULLRoD
IDLER PULLEY
ELEVATOR
BUNGBE
SPRINGS
1’ d
FiQurs 7-7. Ilsvator Control Syrtsn

7-12
OULFSTREAM
COMMANDER MAINTENANCE MANVAL sccTros vn
690A/6908 TLIGHT CONTROLS
SEE DETAIL B
TURNBARREW:
SEE DETAILA
,I,,
ELEVATOR
A
TRIM
TAB
BRACKET
CABLEDIIChl\ r‘r’// ROLLER

CHAIN
GEAR AND
PINION
i
ELEVATOR
III.&VATOR TRIM
TAI] WHEEL
ELEVATOR TRIM TAB

INDICATOR TRANSMITTER
figure 7-8. Ilevator frim Tob Control Syrtem
7-13
GULPSTREAM
SECTION V11 MAINTENANCE MPINVAL COMMANDER
FLIGHT CONTROLS 890A/B90B
IIQIT Lnetalled in tlie elevator central systelll ntl of Rlaclage

station 339, 00, perolit control caille telision adlust-
Cable drunl La impralierly wound if
nlant. Additional adlastment to change tlie ilp or down
swaged boss relates out of drum detent travel or streamline tile elevators is accomplished by
in either tl~e NOSE LEFT or NOSE
adjusting the Length oi Lral~slcr tube push--gull rods.
RIGHT position. When control wheel
Adjustable mechanical stops, installed in channel
is rotated to NOSE LEFT, trim tah
brilckots Located below the floor structure at tile for-
should hinds right. Trim tab should
ward transfer tube assembly, are provided lo limit
hinge left when control is rotated to-
elevator travel. Stops are adlusled by looseluog tile
ward NOSE IIIGHT.
eheeklluls and rotating the sloo in the desired direction.
Rotate rudder trim Lab colltrol wheel to the ol four coil sorlllgs is
A b~loLce systelr eullrisllnl:
NOSE R(GHT position until trim tab ilaa moved Left to in the elevator control
employed system to aidin
correct travel Limit (reler to Figure 7-9).
control surface inovenlelit slid i"roiiie the best feel
i. Install stopbolt thraupl~ right side of drive chain
the controls while flying at law spcedu. Tile springs
LII Linh nearest trim tab drive sprocliet. are attached to tile fuselage srl´•ucture and to the aft
h. Repeat step i, fur NOSE LEFT position. tr;lllsfer tubeassembly as slwwli ill Figure 7-7. Whell
I. Install stop bolt tl,roagllrlght side of drive eha~n
Lie aircraft is onthe ground the bilngee system forces
ill lililr nenrcst trim tab drive sprockpt. tile elevators toward the down position. For this rea-
m. Rechech: trlln tab travel Limits (reler to Figure It La necessary to secure the elevators in neutral
7-9) and secure all hardware with cotter pins and safe- position by use of mternal control claaips ilefore
ty wire, as applicable. elevator control systeni malntmal,ce is perlormed.
Measure ruddertrim Labfree slay inaceordance
procedures outlined in this Section under para-
ELEVATOR REMOVAL AND INSTALLATION. Refer
CONTROL SUBFACE TRIM TAB
to Figure 7-7. To remove the elevators, proceed as
FLAY.
follows:
a. Remove nuts at inboird alld aI elevator torque

RIIDDER TRIM TAR POSLTION 1’AANSMITTER. The
tubes.
rudder trlmtab pasltlantrmsmitter is illstalled in the
LI. DLsconnect trl~n tab actuator Llexlllle shalt and
lower Left Ride of the rudder. The transmitter con-
elevator trim tab position indicator wire (seo Fignre
Lains a variable resistor which is mechanically linged
to the trim tab actuator assembly and electrically
7-8).
c. Disconnect aft push-pull rods at elevator torque
connected to the dual-scale rudder and elevator trim
tube arms (see Figure 7-7). Do not change Length of
tab position indicator. For detailed description, seo
clev;ltor push-pull rods.
Section X.
d. Remove elevator ilinge bolts.
e. Remove Elsvafol‘s.
BUDDER TRIM TAB POSITION INDICATOR TRANS-

Elevator installation procedure is the reverse of the
MITTER ArUUSTMCNT. The procedure for adjusting
the rudder trim tab indicator transmitter is remaual procedure.
position
outlined in Section X.
ELEVATOR CONTROL SYS’TEM RIGCMG. Attach all
elevator control cables to ilellcranks, as shown in
IIIV*TOR CONTROL IYSTtM Flgore 1-7, and adjust each elevator dr push-pull
rod to a lengtil of 11.?~ inches. Thislreasurement
Each elevator operates on sealed beari,lgs installed is irom centerline Lo ccnleriille of rod end Littlngs.
in twohinge brheheto atlaclled to tile ;tPt horizontal Connect aft push-pull rods iletween all transfer tube
stabilizer spar. The elevators are operated by fore assembly and elevator torque tube arms.
and aft movement of either control column. A torque

arm at the inboard lower cnllol each control coLnmn a. Synehronise elevators by adjustllientof elevator
udcnda beluwhe floor slructut´•eulcre II is connected torrlue tube push-pull rods.
to st, ndjustablepusll-pull rod wlllch extends aft to the h. Adjust mechanical stupe at forward transfer
forward transfer tube (see l;iaure 7-1). Tile forward tube and elevator control cable turnlarrela to obtain
tl´•R11Sf er tube LB installed between the floor beams and correct tension and travel.
The elevator control Attach push-pull rods between forward tral,sf er
opel.ztes on sealed benrlilps. e.
cable which is attached to an arm oil tile transfer tube tube and central calunm nr~ll. With elevator sccurerl
is routed forward allrl aroond an idler pulley. It then in streamline positloa, adjust irngtllol push-pull rods
to glue a S-degree forward pitch to control columns.
passes aft through a control cable bracket assembly,
located aft of Lhe baggageeomparlment, and continues d. Adjust elevator stops (Fi%ure 7-7) to obtain
to the entreme afL section of the fuselage, where it is correct travel.

routed around another idler pulley and forward to the e. Install elevator bnngee springs and secure all
arm of the ail transfer Lube. Pulleys al,d falrleads control cabLe turnbarrels with iislely wire.
are used to route the elevator cables through the ait
to the nit transfer tube. The aft transfer ELEVATOR TRIM TA\D SYSTEM. Controllable trim
laselage
forward il.hllsler tube and has on the Lsbaard trailing edge of each ele-
lab., located
tul,e is similar to tile
;Ilt to at- valor, operated by an elevator Lrinl tab control
adjustable pnsh-l,all rods, extending arm, are
Lached to each elev~tartorrlue tube. Two lurnbuehlcs. wheel Installed on rile icit side of the overhead trim
7-14 Revision 1
GULFSTREAM
690A/690B FLIGHT CONTROLS
PL*PS-OUTB’D
-----C
400 (tZO) DOWN 400 (i 20) DOWN

12. 37~’ MIN- 13. 62" MAX 10.09~’ MAX
LIMITS MEASURED AT WBOARD POINTS LIMITS MEASURED AT INBOARD POINTS
*IIIRON ~n I AILERON TRIM TARS
5
17" (I 2. 5D)
230 (120) UP 150 (ilo) DOWN
i. 26" MIN- 1. 59" MAX
4. 74’~ MIN 5. 64" MAX MIN 3.82~’ MAX
LIMITS MEASURED AT INBOARD END FROM USE UPPER SURFACE OF AILERON AND
FLAPS RU FUL.L UP POSITION TAB TO ZERO PROTRACTOR
TIIVPITOR
300 (il -00) UP
10.16" MIN- lo. MAX
loO (i2 -00) DOWN

3.42" MW -4.10~’ MAX
LIMITS MEASURED AT INBOARD POINTS WITH TAB STREAMLINED
TIIM 1181 a. sU (il. -I")

i UP
0. 56" YW -0. 7’1" MAX
24"(+1, -10) DOWN

2. 5411 MW- 2. 541´• MAX
LIMITS MEASURED AT OUTBOARD END OF LEFT TABONLY. SYNCHRONIZE RIGHT TAB

AT STREAMLINE POSITION
RUDDIR RUDDIR TRIM T*8
200 (12 -OO)L&R 1 260 (+2 -OO)L&R

12. 21" MIN- 13. IO"MAX I I/ 2. 19" MIN- 2. 3511 MAX
i
i
i,
i/
i i,I i,
i
i
so~i
ALL MEASUREMENTS GIVEN ARE

ON A STRAIGHT LINE FROM POINT
TO POINT.
i 4
LIMITS MEASURED AT BOTTOM I LIMITS MEASURED AT UPPER END

]O
figure 7-9´• Me.ruring Points Control Sur(o~e Travel
7-15
GULFSTREAM
TURNBARRELS
SLAVE
SHEAVE
i
ACTUATING
X CYLINDER
k ~3 Whic FLAP FLOW

CONTROL VALVE
w
BYDR~ULLC TO
LANDING GEAR AND WING
FLAP CONTROL VALVE
LANDING GEAR
AND WING FLAP
CONTROL VALVE
figure 7-10. ~lap Control Syrtem
tab conlrolganel. A portion of the colltrol wheel ox- ing push-pull rad to trim tab.
tends through the trim tab controlpanel, and when b, Remove nut and bolt attaching push-pull rod to
rotated, actuates the trim Lab through a mechanical trim tab.

linliage consisting of cables, chains, sl,rochets, flen- c. Remove safety wire andwithdraw hinge pin from
Ible shafts, and jacltshnit meclianisms (sec Fiyre trim tab hinge.
7-8). The trim tab control wheel turns a set of gears d. Remove Lrim tab.
which rotate the trim tab cantl´•ol drum. Both ends of
the cable are routed overhead from the trimtabcable Elevator trim tab installation procedure is Lhe re-
drum tothe aft fuselage and eol~necied La an additional verse of Lhe removal procedure.
set of control cables that operate the left and right
trim tab actuators. The additionalcables are attached ELEVATOR TRIM TAU CONTROLSYSTEM RIGGING.
tothe maincontrolcable by a mechanicalsplice. Each When it is necessary to replace or rig the elevator
set of control cables are then attached to a chain Lhat trim tab cables, use the following procedure. See
is meshed with drive sproclrets. A flehible shaft en- Figure 7-8.
tending from each drive sprocket, operates the re-
spective trim tab through a jach3~afl installed in each a. Place swaged boss on forward control cable in
elevator, Trim Lab travel is limited by abolt, washer, cable drum detent and wrap cable around drum; three
and not installed in a specific cllain linh to restrict turns on the right side of detent, two turns on left side.
chain Lravel when contact is made with tile spraehel. b. Route central cable ends ah through cable pull-
Turnbarrels u~ililed fur rigging and adjusting cable eys and falrlcads La station 252.00 and secure tem-
tension are installed in the control cables at fuselage porarily to prevent cable unwinding from drum. Con-
station 251. 00. trol cable ends should be equidistant from cable drum
when cable is properly wound.
ELEVATOR TRIM TAB REMOVAL AND WSTALLA- c. Rotate elevator trim tab drive sprocgets ii, aft
TION. To remove tlie elevator trim tabs, proceed as loselage until elevator trim tabs are streamlined.
follows: d. AttachafL control cablesto ends of roller chains.
e. Position roller cha~ns an elevator trim tab
a. Position trim tab to ehpose bolt and nut attach- drive sprochels until cable ends are from
7-16
CULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION VII
890A/8908 TLIGHT CONTROLS
trim tab indicator reads 24 degrees nose ul’´•

n. Measure 8. 60 illcllrs forward of stntioll 78. 00
and Lightly wrap left trim tab cable with .092 mu-
metel´• brass wire aftward for a total of 8.10 inches.
the ait ond of the wire wrap yilould be 0. 50-i,ich fur-

-_1-
ward of station 78. 00.
WOrl
1 ’Ihis villilrovide a 0 to 1 degrees aose

up trim ior tlBcolE position dlon Lhe
wrapped wire contacts and remains on
switcll at station 02. 25. The length of

u~iro wrap nlay be increased or dc-
creased as necessary to leeuall,liJil
a. Measure elevator trim tab free play in

ance with procedures outlined in this Section under
plragrayllheadmb~, CONTROL SUR~ACE TRWI TAI1
FREE PLAY.
ELEVATOR TRIM TAB POSTPION TRANSMITTER.

An elevator trim tab position transmitter installed in
WITNESS the left elevator, contains a variable resistor which is

HOLE mechanically linRcd to the trio, actuating shaft and
electrically connected to adual-acale rudder and ele-
vator trim tab indicator. Far detailed description,
see Section X.
cnuIIow ELEVATOR TRIM TAB POSITION ~DICATOR

TRANSMITTER ADJUSTMENT. The procedure for
adjusting elevator trim Lab position indicator trans-

IF SAFETY WIRE WILL PASS THROUGH
mitter is outlined in Seclion X.
BOTH WITNESS HOLES, ROD END IS
EXTENDED PAST ~MITS.
,,II I WING PLP~P CONTROL SYSTEM
Pieur´• 7-11. lad End P~diullmanl Two all-metal flaps are installed on each wing. The
inbonrd flaps extend from the fuselage to the engine
sprockets. nacelle, and the oulboard flaps entend from the out-
I. Route aft control cables forward through cable board side of each nacelle to the ailerpns (see Figure
pulleys anti fatrleads and attach to forward control 7-10). The flaps are hinged from the afl wing spar and
cable Lurnbarrels. See Figure 7-8. areaelualed by ahydraulle cylinder and master sheave,
g. Tightell control cable turnbarrels until correct located in the aft fuselage. Refer to Section U1 for
cable Lension is obtained and secure the turnbarrels information on alleration and maintenance of the wing
wilh safety wire. flap hydraulic system. The flap actuating cylinder
h. Rotate elevator trim Lab control wheel (trlm body is secured to the aircraft fuselage and the cyl-
tabs up) untilcorrecl trinl tab travel is obtained. inder !,iston rod is connected to the master sheave. A
See Figure 7-8. gush--pull rod connects tile mister slleave to a slave
i. Install stop bolt tlvuugh upper chain in Linlt sheave an the apposite side of the fuselage. Cables
Ilearest trim tab drive sprocltet. entend outboard from the master andslave sheaves Lo
j. Relate elevator trim tab control wheel(trlm additional sheaves which are attached to the indivi-
tabs down) until correct trim travel is obtained. dual flap sections on each aide of the aircraft by
e. Illstall stop bolt through lower chain in link push-pull tubes. Movement of the flap aetualillg cyl-
nearest triis tab drive sproFgot. lader piston rods operate all cable slleaves at the
same Lime, causing the flap sections to ~nove simul-
*011 taneously. When the flaps are up, the top surface of
each flap conforllis with the contour of the wing to
Cable drum is improperly wound if provide a clean airfoil. The wing flap control cables
swaged boss rulates out of detent in ~nasl ire rigged and adjusted to ryimhroslze all lour
either NOSE UP or NOSE WWN posl- flap sections throughout the enllre range of travel in
tion. When control wheel is rotated to both directions. However, ahytlrmg other thall minor
NOSE UP, trim tab slxluld hinge down, adlustment to flap rigging will seldom be necessary
Tab should move up wheneostrol wheel if attention is given to preserving original measuro-
is ,ooYed tOward NOSE DOWN. ment and positioning of rod ends and other hardware.
Piston travel witllill the flap actuating cylinder pro-
i. Reeheek trim Lab travel limits and secure all
vides 40(’ 2) degrees of flap travel and is stopped
hardware with cotter pins and safety wire as appli- when tile piston iii bottomed at the end of its stroke.
cable.
An electrically operated flap positionlndlcator, in-
m. Rotate elevator trim lab control wheel until the stalled inthe instru~nsnl panel il,dicates flap position.
Revision 1 7-11
GULFSTHEAM
SCCTION \iII MAINTENANCE MANVAL COMMANDER
FLIGHT CONTROLS 690A/6908
-ICCI 1 ;.1´•4 1 I-C~i-i 3

I
i! i Hlr~ltl a i
ii i-_ i
i I
100 111 O Io 10 111 10 10U iYO 110 110

10 10 ill *11 110
T.UIII 1I*1111I ii
CONTROL SURFACE TENSION TOLERANCE CONTROL SURFACE TENSION TOLERANCE
RUDDER (t 5.0) LES RUDDER TRIM TAB CABLE

ELEVATOR iT 9.0) LBS TENSION 15 1.0) LBS
AILERON (3 2.0) LBS ELEVATOR TRIM TAD CABLE
FLAP-INDD, LEFT (f 5´•0) LBS TENSION
FLAP-INBD, RIGHT (r5´•0, -0.0) LBS Model 690h (A/C 11100 thro 11155)
FLAPS-OUTED (i 5´•0) LBS 15 ~1.O)LBS
Model 690A 6908 (A/C 11156 and Subs)
NOTE: Refer to required cable
Grapi~ for 11 (i 1.O)LBS
tension during rigging of night
controls at a speciflo temperature.
figure 7-12. C.ble Tenrianl Temperature Converrion Charr
Tile indicator is actualerl electrically by a position Installation proccrlure ior a wing Ilap is tile reverse
transmitter, connected to the ILip actu8ting nlaster of the removal procedure.

slleave.
W~G FLAP CONTROL SYSTEM RICICIING. To rig
WING FLAP REMOVAL AND INSTALLATION. Wilon the wing ilap control system, groeced.is follows:
removing flaps from tile aircrait, proceed is follows:
Sac Figure 7:10. a. Remove all ilaps Lrom ;iirer.llt. and remove
ivioC contour skins.
a. With ilaps in full down i,ositiun, remove push- h. Remove attaching hardware sccurilll:liali ;iclu;d
Dull rad access door on wing Lrailiog edge closeout Ing rod anti transmitter Grin to tile master siieave
skin (see Figure 2-8). c. Relieve hydruulic pressure onhyrlrauli~: jysiea,
II. Discol,nect push-pull rod Lrom ELag sheave. i,, neeurdallee witii in Section iii lit lilis
lirocedures
c. Remove ilap attacllilla hinCe bolt,. Manual
d. Carefully lilt ilnll clsir oi airl:r?It. d. i)ilconneal aod aijl ilydlaulic Lil,es I1.(II1I a(-fllili lli..
BCililll tlle ililll iil:llilllill:
RCDIOvC I1111 anrl II111I all
oylil,dr:r arm Lo the i,larter shcnvc. I(ealnvi´• Ir;lns-
WQ11 Llnm lilo inaster sllc;lui´•. Illslalll,liil
mitlcr li.knge
To cliluil,aif tho ili‘l:essit~ for sellilig into actuating cylinder arn~ and in;lslar alloavr. Doi
[iallLr;luelliler insttllhttoil. iio aal leave lololl.

rotate ILay gushllull rod end Litlingi, i. Con,lect a amnll Lin~lilr ilV’ll.;ilili~ ii:md puolll lo
71a ORIGINAL,,
RECEIVED av a-rp
MAINTENANCE MANUAL
interim change notice Culfstream
Aerospace
INTERIM CWNOE NOTICE: Model 690y8 May 15. 198i
NOTE

same sublect, dared August 11. 1986.
This notice contains an inteam change to the Maintenance Manual

and should be filed in frone of the manual pending receipt of formal
revision pages. It is suggesred that a reference O the intenm
change be mads adjacent appropriate palt of the manual as
re the
SUBJECT: LUBRICATION CHART. ENGINE MOUNTS AND TOR9UE VALUES. NOSE LANDING GEAR
COLLAR ASSEMBLY ADJUSTMENT. WING FLAP CONTROL SYSTEM RIGGING AND
MAINTENANCE LIMITS SCHEDULE.
INSTRUCTIONS: Make changes to the Airplane Maintenance Manual as follows:
Change step p. on page 7-19 to read:
p. Adlust cable tumbarreis for the outboari nap pulleys until centerline of nap actuating arm is 0.85
1+0.09, 0.001 inches from aft lace of wing spar web. Apply 55 irji pounds of cable tension to the
cables. Tighten cables as required to obta~n the tolerance.
Page P of 6
NOTE: THERE IS
GULFSTREAM
COMMANDER REVISION SECTION Vn
FLIGHT CONTROLS
6g0A/690B THAT REVISES THIS PAGE
the actuator. The pump sliould have the capability to p. Adjust cable turnbarrels for the outboard flap
hold 1000 psi, and have a selector valve. pulleys until center line of flap actuating arm is 85
Measure distance between center Lines of (+.03,
g.
ter sheave and s~lave sheave and record
mas-
measure- Apply 51 ’tPOS, pounds

i"ehc8 from aft face wins spar web.
of cable tension to the cables.
ments. Tighten cables as required to obtain the tolerance.
q. Recheckdimensions andcable tensionsas shown
in Figures 7-9 and 7-12, and safety wire allturn-
*011
barrels.
The above measurement is to be taken r. Adjust inboard flags push-pull rods to a length
at the center lines of the mounting bolt of 7. 65 (1.02) inches, measuring from center Lines
of rod end littings.
spacers, lust under the bottom of each
sheave’s internal bearing race, using s. Adjust outboard flaps push-pull rods to a length
trammelpoints or otlier suitablemeasl of 6. 65 (’.02) inches, measuring from center lines
uring o~uipment. of rad end fillings.
YO1B
h. Adlust rodends of symmetry push rod assembly
to the measurements established in step g. Adjust- The dimensions in and
steps r. s.
ments will be made between the canter Lines of the
should position ilaps approximately
rod ends. The will be as close as poss-
O. )0-inch below fairing with actuator
ibie within one-hail (1/2) turn of the rod end. Tighten in the full up position.
lamb mts and install assembly to sheave.
t. Firmly secure all cables and push-pull rods.
CAUTION u. Install
flaps 8ld wing contour skins.
v. Level aircraft Laterally to within 00 301 using a
vernier angle gage (ModelB Yernier angle gage,

On all rod end adjustments, if safety Engis Equipment Co.). Install all flaps on aircraft
wire passes through bolt witness holes and Locate vernier angle gage position on flaps as
in rod assembly, rod end is edended follows:

past Limits and should be screwed fur- 1. On the inboard flaps, measure 17. 25-inch
ther into assembly (see Figure 7-11). along trailing edge from inboard edge towards
outboard edge. PLace a strip of a-inch wide
i. Adjust the actuatingcylinder rodend, until sym- tape on top o~ flap 900 from the trailing edge.
meby push rod assembly travels an equal distance Locate vernier angle gage and mark position on
outboard of the master sheave as it does of the slave tape. Leave tape in position until rigging is
sheave. complete.
j. Operate the hydraulic hand pump andapply 1000 2. Repeat the same procedure for the out-
psi to the actuator. board flaps, using a 26. 00 inch measurement.
k. With tlie actuator fully otended, measure and w. Actuate flaps to the downposition andapply 1000
record the distance outboard from the center line of psi. Adjust inboard flaps, using flap push-pull rods
the attaching bolt of the symmetry rod assembly to until their dawn readings are as close to equal as one
the outboard edge of the master sheave support brac- half turnof their rod endswith an allowable maximum
get. difference of 00 10’.

L. Retract the actuator arm to its maximum. n. Repeat the procedure for the outboard
same
m. Measure distance outbaard from the center line flaps and record alldegrees of measurement.
of the attaching bolt of the symmetry rod assembly to Y´• Actuate flaps to the up position and apply 1000
the outboard edge of the slave sheave support bracket. psi. Measure distance from inbaard flaps to their
Distance should bethe same as master sheave, ii not, respective fairings. Reform fairings until these di-
adjust hydraulic actuator rod end until the measure- mensions are the same.
ments are equal. Master and slave sheaves are now a. Repeat the same procedure for the outboard
centered between full up and full down, flaps and fairings.
n. Retract hydraulic actuator to its manimum and aa. Adjust flaps tof airings, withflap actuating rods.
lock with 1000 psi. The inboard flaps should be raised equal turns on rod
o. Adjust cable turnbarrels nearest Left and right ends and then the outboard flaps raised equally.
inboard flap sheaves until center line of flap actuating ab. Cycle flaps through three complete cycles and
arm is 1.10 (i. OS, 00) inches from aft face of wmg lock the flaps in the down position with 1000 psi.
spar web. Apply 60 (L 5) pounds of cable tensiol~ to ac. Record all down readings, then actuate flaps up
the left cable and 15 (15, -0) pounds of cable tension and record readings. Degree of travel should agree
to the right cable. Tighten cables as required to ob- with dimensions shown in Figure 7-9.
rain the tolerances. ad. With 1000 psi applied, difference between lihe
flaps (either outboard or inboard is 00 45’).
11011 ae. Install transmitter linkage and hardware to the
Control cable turnbarrel terminals master sheave and adjust to fullup andlulldown as
must not ride sheave

cable grooves oulhned in Section X.
when flap is moved from full up to full af. Remavelridraulie pump, attach aircraft hydrau-
down position. Lie system to the actuator and prossuriae hydraulic
7-19
OULFSTREAM
FLIGHT COPPPROLS BODA/BL)OB
system in accordance with procedures in Section III resistor which is mechanically hnged to the wing flap
of this Manual. and eloetrieally connected to the flap position indicator
installed in the pilots instrument panel. For detailed
ag. Safety wire all turnbucliles.
description, see Section X.
WING ~LAP POSITION rRANSMITTIR

W~G FLAP POSITION INDICATOR TRANSMITTER
The wing flap position transmitter is installed on the ADJUSTMENT. Fraeedure for adjusting the wing
left side of the fuselagelmmedlately bft of the baggage flap position indicator transmitter is outlined in Sec-
campartment. The transmitter contains a variable tion X.
TROUBLESHOOTING
Troubleshooting involves the review of ~L probable causes, the ellminatlan of the causes one by one, and the
application of the appropriate remedy. Figure 1-13 lists some of the more common causes of trouble which
may be encountered in maintaining the aileron and aileron trim tab control system.
Control wheels are not Improper tension on crossover cable Adjust tension of crossover cable
synehronised. (refer to Figure 7-12).
Incorrect crossover cable routing. Reroute crossover cables properly.
Control wheels improperly installed Checlt and correct installation of

control wheels.
There is excessive play Central cables improperly routed Reroute control cables properly.
In control dleels. or off pulleys´• Reset cables in pulley grooves.
Cheek all pulleys and install guard

pins as required.
Control cable tension incorrect. Adjust control cable tension (refer

to Figure 7-12).
Operation of control Control column chain assembly Lubricate control column chain
wheel is rough, binding, in need of lubrication. assembly (refer to Section II).
and jumping´•
Pulley rubbing against guard Cheolt clearance between pulley and
pin or brackets. guard pan and bracket and pulley.
Cables improperly routed. Reroute cables properly.
Pulleys defective. Replace defective pulleys.
Pivot bearing failure. Replace pivot bearing.
Aileron binding against structure. Adjust installation of aileron

as required.
Aileron travel is Control stops need adjusting. Adjust control stops. Check
incorrect. aileron travel (refer to Figure 7-9).
Cable tension incorrect. Adjustcable tension (refer to

Figure 7-12).
Ailsron and Aileron Trim Tab Central Sy~teml isheet 1 of 21

Figure 7-13. TraublshootinB
7-20
GULFSTREAM
COMMANDER MAINTENANCE MANUAL SEC~IION Vn
69L1A/690D FLIGHT CONTROLS
Aileron trim tab travel improper adjustment of actuator Adjust trim tab actuator and rod
is incorrect. and rod end, end.
~mpraper rigging of trim Labs. Rig trim tabs correctly.
Free play of trim tab Worn attaching parts between Replace worn attaching parts as
exceeds 0.10 inch. him tab, aileron, and actuator, necessary. neoheck trim tab free
play.
Alleron trim tab falls to Defective wiring. Cheek wiring continuity (refcr to
move when trim switch is Section X).
activated
Defective switch. Replace switch.
Aileron trim circuit breslter Reset circuit brea~er.

tripped.
Figure 7-13. Traublelhooting i\ileron and *ilsron Trim TaO Control Syltaml leset 2 of 21
Figure 7-14 lists some of the more common causes of trouble rvhlch nlay be encountered in maintainia tile
rudder and rudder trim tab control system.
Little or no rudder Rudder cable tension needs adjusting. Adjust rudder cable tension
response to movement (refer to Figure 7-12).
of rudder ped$ls.
Rudder control cables improperly Reroute central cables properly.
routed or off pulleys. Reset cables on pulley grooves.
Cheoh all pulleys and install guard
pins as required.
Rudder Improperly Installed. Chet and carrect insta~latlon of

rudder.
Rudder travel is Rudder travel stops need adjustment. Adjust rudder travel stops. Chcclt
incorrect. rudder travel (refer to Figure 7-9).
Improper installation of rudder CheoB and adjust rudder central

control system. system as required.
Operation of rudder is Rudder control cable tension Adjust rudder central cables (Refer
rough and feels liBe it needs adjusllng. to Figure 7-12)´•
is binding.
Rudder control cables improperly Reroute central cables properly.
routed or off pulleys. Reset cables in pulleys. Cheek all
pulleys and install guard pins as
required.
Defective pulleys. Replace defective pulleys.
Rudder torque tubes needs Lubricate rudder torque tubes

lubrication. (refer to Section n).
improper nggilyr of cables. Rig rudder control cables.
Fiyure 7-14 Troublalhooting Ru~dsr and RudOsr Trim Tab Control Syaem~ (1 of 21
Revision 1 7-21
OULFSTREAM
SECTION V11 MAINTENANCE MANVAL COMMANDER
BLIGHT CONTROLS 680A/BgOB
Na response to trim Roller eha~n broken or msconnocted. RecoMeet chain or replace broken
wheel movement. chain.
Defective trim tab actuator. Replace actuator.
Redder trim tab travel Cable tension is incorrect Adjust cable tension (reier to
is incorrect. Figure 7-12).
Improper rigging of trim tabs. Rig trim Labs correctly. Adjust

Improper adjustment of push-pull push-pull rods to obta~o correct
rods to tri,n tab, travelllrmts (reier to Figure 7-9).
SLop bolts need adjusting. Adjust stop bolts.
IFree play of trim tab Worn attaching parts between trim Replace worn attaching parts as
and actuator. Reeheck trim tab free

leKeeeds 0.113 inch. tab, rudder, necessary.
play.
There is binding in Cable tension is incorrect. Adjust cable tension (refer to

movement of trim Figure 7-12).
control wheel.
Cables routed improperly or Reroute cables properly. Reset
off pulleys, cables in pulley grooves.
Cheelr all pulleys and install guard.

pins.
Pulleys rubbing against guard Adjust clearance between pulleys

pins, or pulley brackets. and guard pins.
Improperly installed trim tabs. CheeB and correct installation of

trim tabs.
Tdm tab hinge is binding. Tree trim tab hinge.
Trim tab mechanism in need Lubricate trim tab mechanism

of lubrication. (refer to Section n).
Damaged or worn drive sproeket. Replace drive sprocket.
Figure 7-14. Tloubla~haating Rudder and Rudder Trim Tab Control Synem~ IZ of ZI
ReYision 1
1-22
GULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION VD
690A/B90B rLi(jiiT CONTROLS
Figure 7-15 Lists some of the more common Causes of trouble which may be encountered in maintaining the
elevator and elevator him tab control systems.
Central column move- Elevator control cable Lenslon Adjust control cable tension (refer
ment is bindi~, rough, incorrect. to Figure 7-12).
and jumping.
Elevator control cables routed Reroute control cables properly.
incorrectly.
Pulleys rubbing against guard Cheek clearance between pulley

pin or pulley brackets. and guard pin.
Defective pulleys. Replace defective pulleys.
Pivot bearing failure. Replace pivot bear~ng.
Elevator binding against Adjust installation of elevator or
structure. replace as required.
Elevator torque tubes need Lubricate elevator torque Lubes

lubrication (refer to Seet~w n).
No response to trim Roller chain broken or Bs- Reconnect chain or replace broken
wheel movement, connected, chain.
Defective trim Lab actuator. Replace actuator.
Elevator trim Lab travel Cabin tension is incorrect. Adjust cable tension (reier to
is incorrect. Figure 7-12).
Stop bolts need adjusting. Adjust stop bolts.
Improper rigging of thm tabs. Rig trim tab correctly.
Little or no elevator Elevator cable tension needs Adjust elevator cable tension (refer
response to movement adjusting. to Figure 7-12).
of control column.
Elevator control cables improperly Reroute control cables properly.
routed or off pulleys. Reset cables in pulley grooves.
Check all pulleys and install guard

pins as required.
Push-pull rods attached to forward Adjust push-pull rods to proper

and aft transfer tubes out ofadjust- Length.
ment.
Elevator travel is in- Elevator stops need ndJustjng. Adjust eleli?tm stops to obtain
correct. correct travel (refer to Figure
7-9).
Free play of trim tab Worn attaching parts between trim Replace worn attaching parts as
exceeds 0.151 inch. tab, elevator, and actuator. necessary. Recheek trim tab free
play.
Figure 7-16. Treubls.haoting Elevator end Elevator Trim Tab Central Syrtem II of 21
Revision 1 7-13
OULFSTREAM
SECTION VII MAINTENANCE MANVAL COMMANDER
There is bind~ng in Cable tension is incorrect. Adjust cable tension (refer to

movement of trim Figure 7-12).
control ~vheels.
Cables routed improperly or Reroute cables properly. Reset
off pulleys. cables in pulley grooves.
Check all pulleys and install guard

pins
Pulleys rubbing against guard Adjust clearance between pulleys

pins or bracirets. and guard pins.
Imprapedy installed trim tabs. Check and correct installation of

trim tabs.
Trim tab hinge is binding. Free trim tab hinge.
Trim tab mechanism in need of Lubricate trim tab mechanism

Lubrication. (refer to Section n).
Damaged or worn drive spraoltet. Replace drive sprocket.
Figure 7´•15. Traublalhaating Elevator and Elevator Trim Tab Central Syltsm 12 ot 21
Figure 7-16 lists some of the more common causes of trouble whioh may be encountered in maintaining the wing
nap control system.
Flaps fail to move when Defective Landing gear and wing nap Replace defective valve.
control handle is placed control valve.
In UP or DOWN position.
Defective wing flap now control Replace defective value.
valve.
Defective actuating cylinder. Replace defective cylinder.
Emergency hydraulic switches in Place switclles in NORMAL

OFF position. position.
Fuel/Hyd valve circuit breaker Reset circuit breaker.

tripped.
Flap travel incorrect. Improper cable tension. Adjust cable tensioil (rsfer to
Figure 7-12).
Flap actuating plfih-pull rods pre Adjust push-pull rods to their

not in accordance with re~uired proper dimensions.
dimensions.
Improper riyging ot flap coolrol nill ilal, cuntroi system properly.

system.
Fiyure 715. Tr~uhlslhuoting Wing Flilp Control Syltem
7-24
SECTION
IN STRU NIEN TS
GULFSTREAM
COMMANDEIL MAINTENANCE MANUAL SECTION Ym
690A/690B
SECTION VIII
INSTRUMENTS
T*dLL Ol CONrlNTS
Page Page
GENERAL DESCRIPTION 8- 1 Aileron Trim Tab Position Indicator 8-10
INSTRUMENT VACUUM SYSI~EM 8- 2 POWER PLANT INSTRUMENTS B-10
Vacuum Relief Valve 8- 3 Engine Gage Units 8-10
Vacuum Control Valve 8- 3 Tachometer Indicators and Generators 8-14
Vacuum Gage 8- 3 Horsepower indicators 8-14
Vacuum Air Filter. 8- 5 Inter Turbine Temperature System 8~14
FLIGHT INSTRUMENTS 0- 5 Fuel Flow Rate indicators 8-14
Pitol-SLatic System. 8- 5 Fuel Consumed Totalizer 8-14
Alternate Static Pressure Source 8. 6 MISCELLANEOUS INSTRUMENTS 8-15
Airspeed Indicator 8. 6 Hydraulic Pressure Gage 8-15
Altimeter 8- 9 Regulated Bleed Air Pressure Gage 8-15
Cabin Altitude and Differential Fuel ~antlty Indicator Center Wing
Pressure indicator 8- 9 and Lower Fuselage Fuel Cells 8-15
Rate-of-Climb Indicator 8- 8 Voltammeters 8-15
Cabin Rate-of-Climb Indicator 8- 9 Outside Air Temperature Indicator
Directional Gyro indicator ................8- 9 Ambient Air 8.15
Attitude Oyro indicator 8- 9 INS1’RUMENT PANEL 8-15
Turn-and-Rank indicator .................8- 9 Removal a-Il
Clock .......-´•.´•.´•´•8-10 INSTRU~IENTS 8-16
MagnetiC Compass ..,.8.10 Removal and ~stallation 8-16
Flap Position indicator 8-10 STALL WARNING SYSTEM 8-16
Rudder and Elevator Trim Tab
PosltionIndlcator 8-10
GENERAL DESCRIPTION circuits are supplied with 28-volt de power through

the Lights circuit breakers, The following instruments
are panel. A conveli-
installed in Lhe left instrument
The instrument panel is comprised of three 2024-T3 tional 8-day clock, airspeed indlcalar, altitude gyro,
sections finished in flat lusterless gray enamel to altimeter, turn-and-bank indicator, directional gyro,
reduce daytime glare and increase nightllme visibility rate-of-climb indicator, cabinallilude and diflerenlial
of the LnstFumenls. The three sections are indivi- pressure gage, and the pressurization central panel.
dually installed, shockmounled along the bottom and The center instrument panel includes the engine
attached by screws at various points. Tl~e panels horsepower Lndlcalors, inter turbine temperature
may be removed for inspection and maintenance of indicators, tachometer indicators, fuel ILau~ rate
components on the forward side of the panel. All indicators, flap position indicator, trim Lab position
instruments are visible from either the pilot or eo- indicator, engine gage units, hydraulic pressure gage,
pilot seals and are individually illuminated by post fuel consumed totalizer unit, and radar scape. The
Lights. Red overheadfloodlights augment the instru- fuel quantity indicator, gage, and the rey-
vacuum
menl lights. The instrument Lights and floodlights lated bleed air pressure illdicator are installed in tile
are controlled and protected by dimn,er controls in right instrument panel. The magnetic compass is
the pilots service panels, switches in the swlleh panel installed at eye level an the windshield centerposi
andcircuit breakers in theclreuit breakerpanel. The and the voltamn,eters are installed in the overhead
8-1
GULFSTREAM
SECTION vm MAINTENANCE MANUAL COMMANDER
INSTRUMENTS 880A/690D
~z
~I
10
1. FILTER INSTALLATION VACUUM VACUUM TRAIN

2. STATIC DRAIN PRIMARY 8. NORMAL STATIC SOURCE
i. MAGNETIC COMPASS (TYP BOTH SIDES)
4. HEATED ALTERNATE 8. STATIC DRAW ALTERNATE
STATIC SOURCE 10. PITOT HEAD
i. OUTSIDE AIR TEMPERATURE 11. STALL WARNING HORN
6. STALL WARNING SWITCH
Fi.ur. 8-1. Iquipnlen( Inltollolion -Inltrun´•ntr
switch panel. directional gyro, attitude gyro,

The and indicate engine horsepower in reference to 100
and turn-and-hanlt indicators are operated by air- percent engine rpm. A radial dial infer turbine
driven ~yraseopes. The altimeter, rate-of-climb, temperature indicator far each engine La installed in
indicators operate from the pilot-static the center instrument panel. The system is adama-
and airspeed
system. The flap poallion, trim Lab position, tacho- tlcally compensated far variations in ambient Lem-
meter, fuel quantity, and voltammeter indicators persture and airspeed, which effect cl,aoges in Lurbo-
operate by reflecting a change in current flow due to prop engine inter turbine temperature (sre Figure
increased output or variations ill resistance. Fuel 8-4).
and hydraulic pressure gages operate by direct prcs-
rure irom a specific measuring potld in their respee-
tLve systems. The eablll altitude and differential

pressure gage indicates flight atmospheric pressure, INSTRUMENT VACUUM SYSTEM
cabin pressure, and differential pressure. The
power indicators are electrically connected to a

transdueer in the torque oil system of each engine The instrument vacuum system provides a filtered
8-2
GULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION YID
690A/699B INSTRUMENTS
vacuum (suction) source for operation of the air ape- c. Turn adjusting screw as re~uired to obtain a
rated instruments, when either aircraft engine is reamng of 4. 8 inches Hg on the vacuum gage.
operating. Vacuum is obtained from the venluri of an d. Tighten Locknut, taking care not to change relief
air ejector. The bleed air passes through the venturi valve setting, and push a tab of Lockwasher up against
of the air ejector where it is accelerated La a high locknut.
velocity and creates a negative pressure area st the e. Start second engine anti operate both engines at
suction port of the ejector to provide suction for the 86 percent Vacuuin gage should indicate
rpm. a read-
gyro instruments, cabin pressuriration control sys- ing of 4 to 5 inches Hg.
tem, and pneumatic deicer boots. Engine bleed air I. Check and adjust turn-and-bank indicator vac-
passing througll the air ejector is eni~ausled over- uum controlvaive as outlined inVacuumConlrol Valve
board tliroilgh a part in theaireraftfuselage. Vacuum paragraph, this section.
to the instruments is controlled by a vacuum reiiof
valve which maintains vacuum withinlhe operating
limits of the instrument system. Air is drawn into VACUUM CONTROL VALVI
the instrument vacuum manifold through a central
Mr filter installed in the nose section, forward of An adJustable, needle-type vacuum control valve is
tnselage station 5. 50. To obtla the proper rate of installed in the end of the instrument vacuum mani-
air ilow system the vacuum told, The control Vabie provides one port for the uac-
relief who must be correctly adjusted. A vacuum uum gage and one restricted port for the Lurn-and-
control valve, installed at the end of the instrument bank indicators. Prior to adlusling the vacuum con-
mamfold, reduces the suction applied tothe turn-and- trol valve to 2.1 inches Hg, the instrument air filter
ban~ indicators (seu Figure 8-2). must be inspected and replaced if dirty. Adjust the
vacuum control valve as follows:
VACUUM RELII~ VI\LVE a. Detach turn-and-bank vacuum Line irom indi-

cator and install a master gage in vacuum Line.
The vacuum relief valve is installed with a regulator b. Adjust vacuum relief valve, installed in the
and sir ejector in an equipment assembly, aft of iuse- equipment assembly aft of fuselage station 209. 00, to
Lago station 209. 00. Tile relief valve, which acts as 4. 6 to 5. 0 Inches Hg, as outlined in Vacuum Relief
an additiuoaladluulablc air inlet, is adjusted to obtain Valve Cleaning and Adlustmed paragraph in this
a system vacuum of 4.0 to 5.0 inches Hg with bc~ section.

engines operating at 86 percent rpm, c. With engine operatingat 86 percent rpm, Loosen
vacuum control adlusting screw locknut and turn ad-
VACUUM RELIEF VALVE CLEANING AND ADJUST- justing screw knob clockwise todecrease, or caonter-
MENT The relief valve filter screen must be gept clockwise to increase vacuum as required to obtain a
clean and the valve adjusted to maintain avacuum gage 2. 0 inch Hg reading on master vacuum gage.
reading of i. 0 to 5. O inches LIg. It encessive vacuum d. Tighten Locknut, taking care not to change vac-
is indicated, remove and clean tile valve screen with uum control valve setting, remove master vacuum
a non-petroleumbase solvent anddrywilh compressed gage, and reinstall turn-and-bank indicator Line re-
ior. Check and replace the instrument air filter as moved in step a.
necessary. If the vacuum relief valve still requires

adluslmont after cleaning the vacuum relief valve 1011
screen and replacing the instrument pnr filler, pro-
coed as lullows: Adjus~menlol the vacuum contrD1 valve
will not affect the vacuum system gage
a. Start and operate either engine at 88 percent reading.
rpm.
b. Pusil tab of Lucgwaslier away from adJusting
screw Locknut and loosen locknut on vacuum relief VACUUM OAGI
valve.
The vacuum gage is il~slalled in the right instrument
1011 panel and registers the diff erence between barometric
air pressure ~d the instrument manifold vacuum in
To increase vacuum, turn adjusting inches of mercury. Rod radial lines on the face of the
scrow clockwise as viewed from the dial at 3. 80 and 5. 00 inches Hg indicate the minimum
forward side of the reliefvaive. One and manimurn operating vacuum. The green are be-
complete turn of the adlustlng screw tween the red radial lines indicates the normal ope-
willchange the vacuum approximately rating range of the instrument vacuum system.
0. 1 inch Hg. If available, a master
vacuum gage sliould be placed in the
Il,le between the vacuum manifold and VACUUM PIIR ~IUIR
the aircraft vacuum gage to check the
aircraft vacuum gage while adjusting All of tile vacuum operated instruments draw air
system. through one Large air filter installed on the forward
8-3
GULFSTREAM
SECTION VIII MAINTENANCE MANUAL COMMANDER
INSTRUMEEPI~S 690A/B9011
YACUUM AIR
FILTER
VACUUM
MANIFOLD
ATTITUDE GYRO
TURN& BANK
INDICATOR
VACUUM
GAGE:
DIRECTIONAL
GYRO
ACUUM
CONTROL
VALVE
RIGHT
INSTRUMENT ENGINE
VACUUM
MANIFOLD
PRESSURE
REGULATOR
AND RELIEF
VALVE
TO REGULATED
PRESSURE GAGE ACUUM
RELIEF
VALVE
EXHAUST
EJECTOR
PUMP
CHECK \IALVE
BLEED AIR PRESSURE
VACUUM I I
TO JET
PUMPS
2’ ""1
Figure 8-1. Syltem S.hem.ti~

8-4
GULFSTREAM SECTION YIII
COMMANDER MAINTENANCE MANUAL INSTRUMENTS
680A/680B
side of the pressurized area, thus providing inslru- port pressure lines are connected to a tee, at center
ment operation entirely isolated from the fluctuations of the upper ait fuselage, and form a single static
of cabin pressure. All vacuum operated instruments pressure line, which is connected to both the pilot
are sealed and pressure checked. These instruments and copilot’s instrument panel.
are dependent only upon ambient air and pressures,
and operate with no regard to the pressures inside the (Applicable to Model 690A and 6808 airplanes that
oaten area. Should any vacuum instrument give er- have either compiled with Service Letter No. 32SA
ratic or incorrect readings, the piping should be or have a factory installed, spat pitot-static system.)
checked for lease B-nuts and other possible leak (Refer to Figure 8-2B.) The left pitat head and con-
paths t]mat might enable pressuriaed cabin air to enter necting pressure lines provides pitot pressure La the
the instrument vacuum system. The instrument air pilot’s airspeed indicator. The right pilot head and
filter installed on the lower right side of the i~ase connecting pressure lines provides pilot pressure to
section forward of station 5. 50, must be cleaned in a the copilot’s airspeed indicator. The two pitot sys-
non-pe~raleum solvent prior to removing the filter tems are independent of eacli other and form the split
element. The filter element may be cleaned with law pitat system. Pitol heat is controlled by the PITOT-
pressure compressed air. Do not use high pressure FUEL VENT switches, located on the overhead
air. Replace filter cover and safety retaining bolt panel. Static pressure for the pilot’s airspeed inr~-
(see Figures 8-1 and 8-5). cator, altimeter, rate-of-climb indicator, and cabin
altitude and pressure differential indicator, is sup-
plied from two unheated static ports, located on

eacim ade of the an fuselage section. Static pressure
FLIGHT INSTRUMENTS for thecopilot’s aurspeed indicator, altimeter and
rate-of-climb indicator is supplied from a heated
static part, located on right side of the fuselage at
Standard fligllt instruments are installed in the left fuselage station 82.50. Heat for the copilot’s static
section of the instrument panel eseegt time magnetic port is supplied by the i. PITOT-FUEL VENT switch,
compass, which is installed an the windshield center- located on overhead switch panel. The two static
post, and the flap position indicator, which is installed systems independent of each other and form the
are
on the upper center of the center instrument panel. spilt static system.
Optional instrumentation is ava~lable iol: installation
in the right instrument panel. The instruments indi- NOTT
cate the degree of aircraft turn-and-bank, airspeed,
direction, attitude, rate-of-climb, and altitude. The A difference in IAS between the pilot’s
flight instruments are operated either by barometric and copilot’s airspeed inmcalors may be
pressure or barametric-impaet air pressure differ- observed. This difference is caused by

enllal; or by variations in time resistance of electric normal allowable instrument calibration
current to tile instrument. tolerances (ref er to Section Y, Pilot’s
Operating HandbooB).
PITOT-STATIC SYSTEM MAINTENANCE. Since me
PlrOT-STATIC SYSTIM piiot-static system instruments are highly sensitive

to pressure variations, system maintenance is en-
tremely important. Drain pilot-static system by re-
The pitot-stat~e system furnishes pilot (Impact) moving the plug located in the line immediately above
pressure to the airspeed inmeators and static (at- the floor, to the right ai the copilot rudder pedals.
mosplieric) airspeed indicators, al-
pressure to the Reinstall the static line dra~n plug. If after draining
timeters, rate-of-climb indicators, and cabin alti- any of the pitot-static instruments are still inopera-
tude and differential pressure indicator. Two elec- live or erratic, clear the pilot and static vent lines
trically heated pltot tubes, one on each side of the of any remaining restrictions with dry, law pressure
forward fuselage, provide pitot pressure; static ports, compressed air. Disconnect static Line from instru-
flush mounted in the fuselage skin, provide static ments and pltot line from airspeed indicator. Cap
pressure. instrument inlets before attempting’ to clear lines.
Clear lines from instrument end to reduce possibility
(Applicable to Model 690A and G90B airplanes that of foreign entering instruments. After drain-
matter
have not complied with Service Letter 323A.) Cefer ing and removing other restrictions, the altimeter
to Figure 8-2A.) The pressure lines from each pilot and tlie rate-of-climb indicator checkout may be con-
head are connected to T fittings, located afl of the tinued (if required) as outlined in Figure 8-6. If the
forward pressure bulkhead, and from the T iittings to airspeed indicator continues to malfunction, the
the airspeed indicators. A crossover line connects ptot system may be pressure checked as follows:
the two T ntlllys. This crossover line connects the
pressure lines from eacll pilot head, forrmng a single (Applicable Model 690A and 690B airplanes that have
pitot system. Located on Ble overhead sw~teh panel not complied with Service Letter 323A.)
are switches labeled PITOT- FUEL VENT, which
provide 28 volts de power to the ptot head heating

elements. Two unheated static ports, one on each a. Shp ends of a six-feat length of surgical
side of tlie aft foselage, pmvide static (atmospheric) rubber hose over bath pitalheads. Make certain
pressure to the primary static system. The static hose is tight on pitot head.
8-5
SECTION VIII DULFSTREAM
INSTRUMENTS MAINTENANCE MANUAL COMMANDER
690A/Bg0B
b. While observing the airspeed indicator through 1~ Connect a clean, dry air pressure source to
the pilots window, slowly double and grip the
access pitot tube.
hose until the indicator registers 130 knots. Apply pressure to pitot slowly, until airspeed
o. Clamp hose and hold for one minute. indicator indicates 130 Bnots.
d. If airspeed decreases more than B to 9 ~nots, Shut off pressure and hold for one (1) minute.
tighten Line fiihngs, check indicator for leakage, and Observe airsp0ed indicator far indication of
replace defective parts. Repeat steps a. through d. leakage. Leakage shall not exceed an indicated drop
until system pressure checks satisfactorily. of 8. 5 knots.
a. Remove rubber hose from both pitot heads.
WOll
Perform a leak check of the split pilot-atatic system
as follows: (Applicable Model 690A and 690B air- ilp.hlly before
Tap airspeed
planes that have either compiled with Service Letter
taking reading.
No. 323A or have a factory installed split pitat-static
system.) p. If airspeed drops more than 8.5 ~nats, tighten
line fittlngs, check indicator far leakage. Replace
WOTI defective parts.
q. Repeat steps m. thru p. until pitot system
The pilatls (primary) and copilot’s (secondary) pressure checks satisfactorily.
pltotstatle system shall be pressure checked Release pressure slowly and remove pressure
individually. source.
a. Ensure that all instruments are connected to

their respective pitot-static systems.
b. Seal static parts on each side of airplane fuse-
ALTERNATL 5rATIC PR6SSURI IOURCI
late and pitat drain holes.
c. Cannecf a vacuum source at slalle drain WLting Model 690A and 68011 airplanes that have
(Applicable
and pltat tube assembly. not compiled with Service Letter No. 323A.)
NOll Static (atmosphere) pressure is utilized for operation

of the airspeed indicators, altimetcr, rate-of-climb
Vacuum saurce should be capable of applying indicator, eabinaltitude and diff erentia~pressure indi-
vacuum simultaneously to bath cannections.
cafor, and engine gage units. Static pressure is nar-
mally supplied to the instruments through pressure
d. Adjust altimeter to zero. lines connected to pressure ports, located on each
e. Apply vacuum slowly until altimeter indicates side of the fuselage, at station 354. 00. To eliminate
12,500 ft. the possibility of losing static pressure during icing
conditions, an alternate heated static pressure system
WOTE is installed in the existing static pressure line. The
heated static pressure port for the alternate static
When vacuum, do not exceed
applying pressure system is installed an the right side of the
range of rate-of-climb indicator. aircraft at station 82. 50. A switch an the overhead
switch panel controls 28-volt de power to heat the
f. Shut off vacuum and hold for one (I) minute, alternate static pressure port.
g. Observe altimeter for indication of leakage.
A selector valve is installed in the instrument panel
WOTI and connected to tile existing (primary) static pres-
sure line and in the alternate pressure line. On 680B,
Tap lighfly belore
allimeter readil~g. 11452 and subsequent, tile selectar v?ilve i, installed
Altimeter drop in inmcated a~titude should in the side and connected to the
fuselage eocltpit panel
not exceed 250 ft. same static and alternate pressure lines. Under nor-
mal conditions the selector valve should remain in the
h. If
lepdrage is indicated check all static lines for primary position. In the event of erratic instrument
lease cannections at ail connecting points. Check inoperation caused by Lass of stat~e pressure, ailternate
strument for leakage and replace defective instruments, static pressure is available to operate the affected
i. Perform steps a. thru h. until static pressure instmments when the selector valve is in the alternate
checks satisfactorily. position.
i. Release vacuum slowly and then remove static
part sealing.
*IRSPIID INDICAIOR
WOIT
The airspeed indicator registers aircraft airspeed in
When releasily vacuum, do not enceed
range of rate-of-climb indicator.
Adjust aitimeter to field elevation.
8-6
GULFSTREAM SECTION vnr
COMMANDER MAINTENANCE MANUAL INSTRUMENTS
690A/690B
RATE-OF-CLIMB ALTERNATE STATIC
INDICATOR (CO-PILOT) ~SOURCE (HEATED)
ALTIMETER PRIMARY STATIC

AIRSPBEDINDICATOR
(CO-PILOT) SOURCE (UNHEATED)
(CO-PILOT)
PITOT
FORWARD
PRESSURE
BULKHEAD
PITOT
AIRSI’EED~ STATIC SOURCE
INDICATOR (PILOT) I SELECTOR VALVE
ALTIMETER PRIMARY SI~ATIC

CABIN ALTITUDE
AND DIFFERENTIAL (PILOT) SOURCE (UNHEATED)
PRESSURE INDICATOR
RATE-OF-CLIMB PRIMARY SYSTEM

INDICATOR (PILOT)
I I ALTERNATE SYSTEM
WOTT (Applleable Model 6BOA and 690B airplanes that have not complied with Service Letter No. 3238.)
X" 2"
Figure 8-ZA. Pitot-Stsfic Sy~tem
RATE OF CLIMB
PILOT’S STATIC
INDICATOR (CO-PILOT) ALTIMETER SOURCE (UNHEATED)
(CO-PILOT)
AIRSPEED INDICATOR
(CO-PILOT) I GO-PILOT’S STATIC
SOURCE (HEATED)
PITOT HEAD
GO-PILOT SYS
FORWARD
PRESSURE
BULKHEAD
PITOT
PILCII~ SYSTEM
AIRSPEED INDICATOR
PILOT’S STATIC
i
(PILOT) SOURCE IUNPEATED)
ALTIMETER
CABIN ALTITUDE
AND DIFFERENTIAL
(PILOT)
PRESSURE INDICATOR
RATE-OF-CLIMB
INDICATOR (PILOT)
PILOT’S PITOT/STATIC SYSTEM
I I GO-PILOT’S PITOT/STATIC SYSTEM
WOll (Applieable Model 890A and 6908 airplanes that have either complied with Service Bulletin No. 323A
or have a factory installed sphi pitot- static system.)
X" 28
Figure 8-28. Splif Pitot´•Statie Sylfem
8-7
GULFSTREAM
SECTION vm MAINTENANCE MANUAL COMMANDER

INSTRUMENTS ssai\/sson
680A, 11100 THRU 11288.
0 1011104?00
c;,oi~sio
0 OOr~ 00
000
171cl
1. AIRSPEED INDICATOR 16. TRIM TAB POSITION INDICATOR
2. ATTITUDE GYRO 17. FUEL FLOW INDICATOR
8. ALTIMETER 18. FUEL TOTALIZER INDICATOR
4. TURN BANK INDICATOR 19. RADAR SCOPE
5. DIRECTIONAL GYRO ao. FUEL QUANTITP INDICATOR
6. RATE-OF-CLIMB INDICATOR 21. VACUUM GAGE
CLOCK 22. REGULATED BLEED AIR PRESSURE GAGE
8. CABIN RATE-OF-CLIMB INDICATOR 23. CIRCUIT BREAKER PANEL
9. CABIN ALTITUDE AND DIFFERENTIAL 24. WING FLAP CONTROL
PRESSURE INDICATOR 25. LANDING GEAR CONTROL
10. ENGINE HORSEPOWER INDICATOR 26. PRESSURIZATION AND AIR CONDITIONING
11. WING FLAP POSITION INDICATOR CONTROLS
12. ENGINE GAGE 2?. LANDING GEAR LIGHTS DIMMER CONTROL
13. INTER TURBINE TEMPERATURE INDICATOR 28. HORN SILENCER SWITCH
14. HYDRAULIC PRESSURE INDICATOR 29. NTS TEST LIGHTS
15. ENGINE TACHOMETER
~iOO
1
~io
8 oo
0001 1 ~a 23
690A, 11248 11269 THRU 11349, AND 690B.

Is loo~
PiQure 8-3. Inlfrument Ponel
8-8
GULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION Vm
INSTRUMENTS
saoi\/asoe
Bnats-per-hour, or miles-per-hour and knats-per- Figure 8-4).

hour. It is operated by the pressure differential be-
tween the impact air pressure in tlie pitot tubes and
RATE-O~-CLIMB INDICATOR
barometric pressure sensed through the static ports.
One pitat tube liead is installed on each aide of the
The rate-of-climb indicator, installed in the left in-
nose section and one static venton each side of the aft
strumont panel, converts the change in barometric
fuselage to prevent buildup of crosswind pressures.
pressure from the static vent Lines to a rate of air-
The pilot tubesare electrically heated to prevent
craft ascent or descent in feet-per-minute. The indi-
icing. A red line at 811 Bnots indicates the minimum
single cng~ne controlspeed. A white are from 17-140
cater has a single needle and two adJoining scales,
And a ranging from zero to 6, 000 feet-per-minute toindi-

~nots indicates the wing flap operating range.
rate-oi- cate rate of climb or descent from a common zero
blue 115 Bnuts indicates the best
line at
point. The first 1,000 feel on both scales is divided
climb. A green line from 82-243 Bnots indicates the
into 100-foot increments. A recessed slotted screw
normal operating range. Another rod line at 243
in the lower left corner is used to zero theindicator
Imats indicates the maximum airspeed,
when the aircraft is on the ground.
ALrIMITER
CABIN RATI-OF-CLIMB INDICATOR
The altimeter is absolute pressure instrument tliat
an
converts atmospheric pressure to altitude in terms of The cabin rate-of-climb indicator is installed in the
feet above sea level.atmospheric pressure is

The Left instrument panel. The instrument is vented tothe
sensed througlltwo static ports, one Located on each pressorized cabinarea and indicates the rate of change
i" cabin pressure in feet-per-minute. The indicator
side of the alt fuselage at station 354. 00. As atmos-
has a single needle and two ndiaining scales ranging
pherlc pressure varies with altitude the change in
from zero to 6, 000 feet-per-minute, to indicate the
pressure is expressed on the instrument dial in feet
The altimeter has a fined dial and rate of change iii cabinpressure from a common zero
above sea level.
is equipped with three concentrically arranged point- point. A recessed screw in the lower left corner of
the instrument is used to zero the indicator when the
ers with a range of 35,000 feet. The Long pointer
registers in 100-foot increments, the short pointer
"Pc’aft is on the ground.
registers in 1,000-iaot increments while the inverted
painter registers in 10, 000-fool increments. A mov-
DIRICTIONAL OYRO INDICATOR
able barometric scale, msible through a small window
in the main dial, indicates the barometric pressure in
An adjuslinbi. knob provides a means of The directional gyro indicator, which indicates the
inches of Hg.
magnitude of a turn of the aircraft in degrees, is op-
ad)usiing the three pointers and barometric scale si-
mullaneously to correct for changes in~tmospherie erated from the instroment vacuum system. The air-
pressure.
driven gyro rotor relates with its spin axis horizontal.
Due to gyroscopie inertia, the spin axis of the gyro
remains constant even though the aircraft’s direction
YOls is changed. The relative motion between gyro and the
instrument ease ig shown onthe face of the instrument
Special attention should be given to the by a dialsimilar to
a compass. A imob extending from
altimeter to assure that the inverted the instrument is used for caging and setling of direc-
(10, 000-foot) pointer is reading cor- tianalheadmgs.
reclly.
ATrlTUDE OYRO INDICATOR

CABIN ALTITVDI AND DIF~IRINTIAL PILESSURI
The attitude gyro indicator provides avisual reference
INDICATOR
of the aircraft attitude relative to the pitch and roll
The cabin altitude and differential pressure indicator, axis of tlie indicator gyro. The indicator, which is
which is installed in the left instrument panel, indi- air-driven and operated by the Vacuum system, is in-
cates the cabin altitude and tile differential pressure stalled in the Left instrument panel. A correct setting
(i, e. difference in pressure between flight atmos- of the vacuum instrument system andperiadical clean-
plleric pressure and cabin pressure). The indicator ing of the instrument air filter is necessary for accu-
has a fixed dial and is eqoipped with two concentri- rate operation of this instrument.
cally arranged pointers with a cabin range of 50,(100
feet and a d~ffereniial pressure range of 10 psi. The
long pointer registers i, 000-foot increments,

in TURN-AND-8ANK INDICATOR
while the siiort pointer registers in one-pound (psi)
increments. A red line at 5. 4 psi indicates the max- The hlm-and-ban~ indicator, on690A, 11100 thru
imum allowable differential pressure. The indicator 11113, is an air-driven gyro, operated by tile instru-
through the static ports mentvacuum system. A vacuum control valve
senses atmospheric pressure
the back of the installed in the end of the instrument vacuum mani-
and cabin pressure through a po~ on
fold, reylates the at 2. 00 inches Hg. The

indicator, whicl, is open to cabin pressure (see vacuum
8-9
OULFSTREAM
SECTION YIII MAINTENANCE MANUAL COMMANDER
INSTRUMENTS 680A/B80B
turn-and-bank indicator, on 640A, 11114 thru 11349, mounted in a single, dual-scale instrument installed
and model 890B aircraft, is a 28-volt de electrically in the lower center section of the instrument panel.
driven gyro instrument. The gyro, of eiii~er indi- The left scale of the instrument si~ows the position of
cater, is connected to the white pointer on tile face the elevator trim tabs between UP and DOWN. The
of the indicator. When tile pointer, ivhicil deflects maximum elevatortrim hb hsvel is 60 SO’(il, -1)
prapartionally turn, is off center it
to the rate of degrees UP, and 24 ~1, -1) degrees DOWN. The
indicates the aircraft is turning in the direction (left right scale of the instrument shows the poslaon of
or right) shown by Ule painter. Tile bank indicator the rudder trim tab between right and left. Manimum
is carved fluid-filled tube containing a ba~l. Oravi-
a rudder trim tab travel is 26 k2, -0) degrees to the
iational and centrifugal forces position the ba~l within rigi~t or left. Each transmitter is mechanically
tl~e tube to indicate correct lateral attitude for the linKed to its respective trim tab actuator tube assem-
rate of torn. bly, tile trim tab moves, ti~e arm in the trans-
and as
mitter is moved to vary the transmitter’s resistance.
The resulting variations in voltage ale registered by
CLOCK therespective indicators in terms of trim tab travel.
The indicators can be zeroed by adjusting the respec-
The cleek, installed is the loft instrument panel, is a tive transmitters as described in the Electrical Sec-
conventional spring-powered, Z1-llour, B-day clock, tion of this manual. Tile indicator circuit is ~uppliorl
with a sweep secondhand. Apair of red-tipped dummy with 28-volt de power an the S-amp push-to-reset
hands may be set to indicate takeoff time and esti- TRIM lND circuit breaker an the circuit breaker panel.
mated time of arrival. The ad~ustment and winding
knob is in the left Lower corner of the instrument,
while the STOP and GO cantral knob is located in the AILIRON TRIM TP~B POSITION 1NDICP~TOR
upper right corner of the instroment. One complete
winding is sufficient to run the clock for eight days. The aileron trim tab indicator is installed in tile en-
gine control quadrallt. Mari~ings an the indicator are

16 degrees up and 16 degrees down, and the LWD and
MAONITIC COMP*SS RWD markings are left and right wing down. The
aileron trim tab transmitter is an integral part of Li~e
trim tab actuator and transmits a signal to the indi-
The compass is installed on tlie windshield
magnetic
eenteriiost at eye level and is indiwdually lighled. IL cater. As the Lnm tab is moved, 9 geared shaft in
is a semi-iloa~ing cylinder graduated in i-degree in-- the transmitter is moved to vary the resistance of the
erements and encased in a liquid-filled glass and voltage to the indicator. The resulting variations in
metal case. Two compensating adjustment screws current are registered by the indicator in terms of
pre located under the compass correction card. The trim tab travel in degrees. The indicator circuit is
Left screw corrects North-South deviation; the right supplied with 28-volt de power from the i-amp push-
screw corrects East-West deviation. The compass to-reset AIL circuit breaker on the circuit breaker
should be swung and compensated when equipment in- panel.
stallatiens are mads that cause compass deviation, or
an tnf8gb cheer reveals encessive compass deviation.
POWER PLANT INSTRVMENTS

FLAP POSITION INDIEATOR
The wing fLap position indicator is installed in the The power plant instruments, which are installed in
upper center of the center instrument panel. The the center instrument panel, include the tachometer
indicator is marked UP, 1/2, and DOWN. The inter- indicators, horsepower indicators, iliter turbine tem-
mediate positions indicate the gartion of the full 40 perature indicators, fuel flow rate indicators, fuel
(i S)degrcos that the flaps have traveled. The trans- consumed Lolali%er indicator, and engine gage unit.
mitter is attached by adjustable linkage to Ule master The engine gage units indicate fuel and oil pressure
flap sheave, and as the sheave moves, tile shaftarm and ailtemperature. These instruments monitor the
in the tral~smittor is rotated to vary transmitter re- operation and canditlonaf the engllie, and are operated
slstance. The changes in current are registered by by pressure from the source to be measured, by
the indicator in terms of flap travel. The indicator variations in electrical resistance due to change in
can be zeroed by placing theflaps in either tlie full up temperature, or variations in current output during
or full down position, loosening the Linkage clamp engine operatlan.
ho~o tl,et ransmittcr shaft, mid rotating tile shaft until
the indicatodpesition corresponds withthe actual poai-
tian of the flaps. The indicator circuit is supplied INGINB OAOI UNITS
with 28-volt de power by the 8-amp push-to-reset
circuit breaker in the circuit breaker panel. Engine gage units for each engine are installed in the
center instrument panel. Each instrument is a triple
indicating unit which indicates fuel and oil pressure
RUDDIR AND ~LEVPITOR TRIM TPIB POSlrlON IND. i" pounds per square inch, and ail temperature in de-
grees centigrade. The fuel pressure gage is con-

The rudder and elevator trim tab indicators are nected by a transducer to the fuel pump unit between
8-10
DULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION VIU
B9OA/B90B INSTRUMENTS
SHAFT HORSEPOWER
717. 5 HP Red Line MAXIMUM
HYDRAULIC PRESSURE
1250 PSI Red tine MAXIMUM
1%
INTER TURBINE TEMPERATURE

9230C Red Line TAKEOFF
11490C White or START LIMIT
Orange Lille
CABIN ALTITUDE AND

DIFFERENTIAL PRESSURE
5. 4 PSI RED LINE MAXIMUM
690A, 11114 THRU 11349, AND 690B.
2s II
~igurs 8-4. ~lheef 1 ol 3)

8-11
GULFS’IltEAM
SECTION vIn MAINTENANCE MANUAL COMMANDER
MSTRUMENTS 690Aj690B
AIRSPEED
86 Knots Red LLne MIN S. E. CONT.

71- 140 Knots White Are FLAP OPER
115 Knots Blue Line BEST S. E. ROC
82 243 Knots Green Are NORMAL OPER
343 Knafs Red Line MAX OPER
690A, 111(10 THRU 11248.
AIRSPEED
86 Knots Red Line MIN S. E. CONT.
77-140 Knots White Are FLAP OPER
115 Knots Blue Line BEST S. E. ROC
82-243 Knots Green Are NORMAL OPER
MAX. ALLOWABLE POINTER SET
.52 MACH STOP AT 243 KNOTS
B90A, 11849 THRU 11349, AND BOOB.

’D
CABIN ALTITUDE AND

DIFFERENTIAL PRESSURE
5.4PSI RED LINE MAXIMUM
690A, 11100 THRU 11113.
’B
~igurs 8-4. Inltrun´•nt Mnrlringl (Shse~ of 3)
8-12
OULFSTREAM
B90A/680B ~STRUMENTS
ENGINE TACHOMETER
98 -IODDbRPM Green Are NORMAL

1018 RPM Red Line MAXIMUM
VACUUM
3. 8 IN. Hg Red Line MINIMUM

3. 8 5. O IN. Hg Green Are NORMAL
5. 0 IN. Hg Red Line MAXIMUM
ENGINE GAGE UNIT

OIL TEMPERATURE
-400C Red Line MINIMUM
-40 t55DC Yellow Are CAUTION
155 tB30C Green Are NORMAL
i93DC Red Line MA~IMUM
OIL PRESSURE (690A, 11100 TNRU 11268)
ALL ALTITUDES
10 PSI Red Line MINIMUM
11OPSI Red Line MAXIMUM
BELOW 23,000 FT. ALTITUDE
50-70 PSI Yellow Are CAUTION
70-120 BSI Green Are NORMAL
ABOVE 23,000 FT. ALTITUDE
50-120 PSI Green Are NORMAL
OIL PRESSURE 690A, 11249,11269 THRU

(11349, AND 6908)
ALL ALTITUDES
I1OPSI Red Liae II~AXIMUM
BELOW 23,400 FT. ALTITUDE
ABOVE 23,000 FT. ALTITUDE
FUEL PRESSURE
15 25 pSI Yellow Are CAUTION
25 80 pgl Green Are NORMAL
80 90 P8I Yellow Are CAUTION
90 PSI Red Line MAXIMUM
~igure 8-4. In~trumenf MerLingr (Sheet 3 ol 3)
8-13
OULFSTREAM
SECTION VIII MAINTENANCE MANUAL COMMANDER
INSTRUMENTS 690A/B90B
the fuelboost pump and tile high-pressure fuel pump The engine Larque sensing system senses the torque
and indicates unmetered fuel pressure. Minimum output of the engine and transmits the modified Lorquc
and maximum allowable operating fuel pressures are oil pressure signal to a transduecr. The torque oil
marhod on the engine gage dial. The oil pressure transducer converts the torque oil pressure to an
connected to the outlet side of the engine oil electrical signal which is transmitted to the horsc-
gage,
pump, indicates engine oil pressure. Minimum and power indicators. The horsepower indicators furnish
a readout in terms of engine shaft horsepower. A
ma~imumallowableoperatlngoil pressures are marli-
ed on the gage dial. The oil temperature indicators rod Line at ?11. 5 horsepower indicates the maximum
are controlled bysendtlve resistance bulbs, installed range. To trouble shoot the horsepower indicators
within a port at the oil pressure pump outlet. The system, determine if the instrument is faulty by en-
bolbs are standard MS bulbs which are conneciod changing the electrical Leads at the illdicators and
through the wiring harness to the temperature indlca- checlring to see if the trouble follows the leads. When
tors. As the oil temperature increases, the increased tlie trouble does follow the exchanged Leads, the in-
resistance of the bulb unbalances the current in the strument is satisfactory and the trouble will probably
indicatorcircuil, causingmorecurrent toflow Lhrough be found in the wiring, wiring connections, or trans-
the indicator coils. This increases the strength of ducer. The transducer is installed on the upper right
the coils’ magnetic field which in turn deflects the rear side of the engine firewall.
indicalor Lo a higher temperalore reading. A red
radial line at -40oC and gSOC marirs the minimum
and maximum allowable ail temperatures. A green INTER TURB1NE TEMPIIPlrURE SYSTEM
are from -iSSoC to 93DC indicates the normal tem-
perature range and a yellow are from -400C to t550C The inter turbine temperature indicating system can-
indicates the caution range. A red radial Line at 15 sists of BT indicator installed in the center in-
an
strument panel, a cold junction compensator installed

psi and 90 psi indicates the minimum and maximum
on the upper Left center of the engine, 3 la-unit Lher-
fuel pressure range. A green are from 21 psi to 80
psi indicates the normal fuel pressure range, and a macouplo installed around the circumference of Ble
second stage slater and the necessary electrical
yellow are from 15 psi to 25 psi indicates tile lower
An upper ~vlnng. The 12 ci~romel-alumel thermocouples are
caution fuel pressure range. yellow are
from 80 psi to 90 pal il~dlcptes the upper caution fuel connected in parallel; therefore, a net signal from
A red Line at 50 to 120 psi indicates the thermocouples is an average of the temneraturos
pressure range.
the minimum and mhaimum oil pressures. Agreen sensed by thermocouple probes. The ITT
all of the
are between 70 psi and 120 psi indicates the normal indicators, indicatethe temperature wiHrinlhe turbine
A yellow are from 50 to ?0 psi indi- seclion of the engine by converting the thermocouple
pressure range.
cates the high and low caution range. output voltages and linear de current into a dial pre-
sentatioll of measured engine temperature. The input
the
power to the system is 28 volts de to energize
indicator movement. See Section X. The radial dial
TACHOMITIR INDICATORS P´•ND OINIRATORS
indicator has a readingof sere to 1200 degrees eenli-
The engine tachometer indicating system provides an grade far the talreoff and start limits.
indication of the percent of engine rpm thmughaut the
complete rangeaf engine operation. The system con-
sists of tachometer indicator for each engine, in-

a PUEL ~LOW RATE INDICATORS
stalled in the center instrument panel, and a tach-
ometer generator installed on a mounting pad on the Fnel flow rate indicators installed in the center in-
lower right side of each engine accessary ease. As atrumentpaael indicate the individual engine fuel flow
the tachometer turned, the resulting
generator is rates. Theindieators arebasically de microammeters
three-phase alternating operates a synchro-
curreiit and arecalibratedin pounds per hour. Ti~e dal of the
nous motor in the indicator and deflects the pointers indicator readsfromzerato 800pounds. Transducers
to register engine speed in percent of engine rpm on convert the flaw rate to electrical pulses. These
the indicator dial. A green are from 98 percent rpm pulsesaretransmitteddireetlyto the indicators where
to 100 percent rpm indicates tile normal operating conditioning and conversion to antLlpa signals occurs
range. A red are on the dial at 101 percent indicates to provide fullflow rateindication. A signal is dir-
the maximum high rpm the engine is to be operated, ected from the indicatorsto the totalizing signal eon-
The ti~hometer circuits are independent of the elee- ditionerswhere additional conditioning is provided for
trical system. fuel consumed totalizer use.
HORSEPOWER INDICATORS IUEI CONSUMED TOr*LIZBR
Horsepower indlcntors, installed intheupper loft side The fuel consumed totalizer, a~l electromechandcal
of the center instrument panel, provide an indication digital counter calibrated in pounds, provides a con-
of engine shaft horsepower. These indicators are tinuaus count of pounds of fuelconsumed. The ta~al-
eloctricaily connected to a transdoeer installed in the i.er is equipped with a reset Bnob to zero the counter
oil operated torque sensing system of each engine. siren refueling the a~rcraft.
8-14
OULFSTREAM
INSTRUMENTS
BB(IA/BSOB
MISCELLANEOUS INSTRUMENTS voltage regulators through the ammeter shunts located

in the master power panel.
HYDRAULIC PRESSURE OAOI
CAUTION
A 2000 pal hydraulic system pressure gage is installed
in the center instrument panel. Normal operating
pressurefor thehydraulic system is 900 to 1075; how-
ever the pressure gage is red Linedat 1250 psi, which
Do not allow generator to operate con-
is the manimumallewable system pressure. The indi- tinuously at overload output for moro
Lhan 5 minutes. The generator ouer-
cater also indicates the pressure supplied to the sys-
ioad circuit breaher generally will not
tom by the au~dliary hydraulic pump, which supplies
b’eaB the circuit in a sliorter length of
470 to 605 pal hydraulic pressure to the system for
Llme.
operatioli of the brakes, flaps, and nose wheel stecr-
ing in the event of pressure system failure.
REOULPITID BLIED PIIR PRISSURE GAOI OUTSIDE *IR TIMPIRATURI INDICATOR-AMBIINT

AIR
A regulated bleed sir pressure gage installed in the
right instrument indicates the pressure range of
panel The outside air temperature indicator is inst~llod in
re~iated bleed air to the wing and empcnnage doiccr tile top of the pilots cabin above tlle pilots seat and
and automatic pilot. Tlie gage, which also indicates near the pilots side window. The temperature sensor
the operating condition of the hydraulic pressure eiends through the top fuselage shin, with the indi-
regulator, has a green are from 16.6 to 19.4 psi cater visible inside tile cabin area. The indicator
for normal operating conditions and a yellow arcfrom registers air temperature from -SOUC.to GOOC.
19. 4 to 22. 4 psi for liinited operation. A lower red
are from O to 16. 6 psi and an upper red are from
28. 4 to 25.0 psi denotes a deteriorated bleed air

pressure regulator. When the bleedpressure is with- INSTRUMENT PANEL
in ilie green arc of the pressure gage, tile pressure
rsgoiator and the other supported systems are ope-
rating properly. The shockmaunted instrument panel is divided into
three sections. The aluminum panels are painted a
flat lusterless gray finish to eliminate daytime glare
lUEL OUANTITY INDICATOR -CENTIR WING AND and increase nighttime visibility of the instruments.
Space is provided on the panel to accommodate addi-
LOWER I´•USELAGI IUIL GILLS
tional insirumenis. Rectangular sub-panels contnin-
The fuel quantity indicator for the standard fuel sys- ing a circuit breah;er panel, wing flap and Landing gear
tem is calibrated il~ pounds. Thoindieator isii~stalled controls, and environmental controls are monnted
in the lower left section of the right instrumellt panel under the instrument panels. Controlpanels, for the
and is supplied with 28-volt de electrical power radio and audio equipment, are installed immediately
through a S-amp push-to-reset circuit brealrer in- above the instrument panel (see Figure 8-3). The
stalled in the circuit breaker panel. Par information metal mdia panel incorporates lighted colltrol heads,
on the standard fuel quantity transmitter, see Section while the audio panels use edge-lighted false panels.
Y of this Maintenance Mailual.
RIMOVAL *ND INSTALLATION

YOLTAMMITIRS
a. Remove the radio and audio panels as follows:
Two single-pointer dual-purpose voltammeters are 1. Remove screws attaching the panels to
installed i. the overhead switch panel. The instru- support angles.

ments are graduated to indicate their respective 2. SLide panels aft and disconnect electrical
generators aotput from Bore to 300 amps and from connectors.
to 30 volts. The voltage reading is obtained by b. Remove instrument panels as follows:
zero
i. Remove attaching panel section
pressing the voltage indicator button in the Lower Left screws
corner of the instrument. The output of each genera- tosupport angles, brackets and shock mounts.
tar will vary from 24 volts, 20 amperes, to 30 volts, Support panel while removing screws to prevent
300 amperes, depending upon the electrical load im- panel from iallilig into central column.
the Check these values occasion- 2. Tag for ideahfieation a~ld remove ail lines
posed on system.
malfunction. and electrieal leads attached Loinslruments and
ally for indications of generator system
Current is supplied to the voltmeters directly from other eqiupment installed an panels. Cap il~-
tile voltage regul?itars, and to the ammeters from the strument fithngs and plug instrument lines.
8-15
OULFSTREAM
SECTION vIn MAINTENANCE MANUAL COMMANDER
INSTRUMENTS ssoil/eso~
3. Repeat steps one and two for the other in Wle iead~ng edge of the right wing, wtbanrd of the
panels. n;lcelle. The s~ilch is lightly spring-loaded to tho
c. Remove sub-panels as follows: ripen position imd is closed at Mrerafl stall speed
i. Remove attaching panel tosupport
screws when nol´•m~l air flow becomes turbulent enough to
angles. Support panel wiiile removing screws ilusll on die lit side of the vane, to move tile vane
to preventpanei fromfailinginlo control column. lilrward. Tile switch is set to close the circuit and
2. Remove all control imolls and switch s´•lund tile stall warning horn at 4 4 Ms above air-
covers. rralt slallspeed. The horn is located forward of die
3. Tag for identification and remove ail lines instrument panel all pie left side of the forward cabin
and electricalieads attached to instruments and ilulkhead. An external
ad)ustment screw located on
equipment. Cap instrumenl fittings and plug e;lch side ~Iltlle switchcutout, enailles the stall si~itcli
instrument lines. II, i,e;idjusted while installed. Loosening tile adjust-
4. Repeat steps one through Ulree for the nieoL screws uirl moving switch sli~ltly aft, moves
oUler panels. lilr sivitch setling nearer the stall speed of the air-
d. Installation of allpianels is the reverse order ui craft. Moving the switch forward extends die stall
remov;il. speed indication away from stall speed. Operationally
chech stall warnmg system during flight to assure
warning liorn sounds 4 9 Lrts above aircraft stall
speed. The
st?llwarnmg switch is supplied electrical
INSTRUMENTS power thraogli a l0-amp circuit brea~er pitot heat
switch on die overhead switch panel.
RIMOVAL FIND INIT*LLATION
Rel,laeemeni or instrumelits w~ll be simplified by re-

milvinli theinstrument panels completely. Illstrument
panel removal is accumi,liahcd fly remu~ng retaining *01s
screws, lilting panel aulw?irrl, and disconnecting
power source. When lowering inslrumenl panels, Stall warning svltch replacement is
iise care to !,I´•cvrnt g:lnels from falling against con- similar to die following steps; how-
Il´•oi column. Remove il,Jtnlmellts as iollows: ever, battery cables must be diuean-
Ilected before remov~ng switch.
a. nemove screws securing instrument to panel.
b. WUldraw instrument from panel and disconnect
Ilower source. Gal, illsirument iithngs and plug In-
8trament lines.
c. Inshli instrumenis in reverse order of removal a. Place pitot heat switch, located on overhead
:ii~d i,crform following steps if appiicable. switch panel, to OIIF position.
i. Dlced;iir from Luid carrying instrument b. Trace a light penal mark on switch, along edge
lines. of cutout in switch mounting plate. Tills mark will be
2. Apply system pressure to instrument and used to align switch during reinstallation.
clleck coi~necdons for fluid leakage. c. Remove screws securing switch and switch
3. CllecB 111 vacuum lines for leakage. plate, and withdraw switch from wing,
I. Operatian~ly check all fluid, vacuum, and d. Disconnect quick disconnects and remove switch.
electrically operated instruments to verify e. Install new switch, connect
~uicr disconnects,
proper perforll,ance. and place pitot heat switch La PITOT
position for 15
seconds. Element must show positive indication or
heat.
STALL WARNING SYSTEM f. Operationally check stall warning systemin

[ligi~t to warning horn sounds 4 -9 Bts above
assure
actual stall speed. Adlust switch ii system fails to

iin electrically heated stall warning switch is located operate properly.
8-18
GULFSTREAM
COMMANDER MAINTENANCE MANVAL SECTION Vnl
680A/68(1B INSTRUMENTS
TROUBLE PROBABLE C*USI REMEDY
VACUUM:
Vacuum relief valve fails in open Adjust valve as outlined in Vacuum
Vacuum too low.
position.Valve not properly adJusted Relief Valve CLeaning and Adjusting
or defective. This will cause valve paragraph, this section, or replace
to fail to open thereby causing the valve.
suction pressure to the instruments
to be reduced and operation sluggisli.
LeaBs or break in main vacuum line. Pressure check system. Locate

andrepair leak or repl?ice faulty
component.
Iiiltor dirty and clogged. Clean or replace filter.
Defective vacuum gage used to check Check gage far calibration or re-
and adJust vacuum relief valve. place valve is necessary.
Vacuum relief valve fails in closed Adjust valve as outlined in Vacuum

Vacuum too high.
position. Valve not properly adjusted Reiiof ValveCleaning and Adjusting
or defective. This will cause valve to paragraph, this section, or replace
fail to close properly thereby permit- valve.
ting the full vacuum produced by the

ejector to be applied to the instruments.
Vacuum relief valve screen clogged. Clean screen with a non-petroleum

base solvent.
Defective vacuum gage used to check Check gage for calibration or
and adjust vacuum relief valve, gage if necessary. Readjust wive.
Vacuum gage not Clogged or broken lines. Clean lines and repair or replace
registering. as necessary.
Defective gage. Check gage for calibration or re-
place gage if necessary.
AIR-DRIVEN WSTRUMENi-S: DIRECTIONAL GYRO, ATTITUDE GYRO, AND TURN-AND-BANK INDICATOR.
Instrument indicator Vacuum too Law or too high. Check vacuum system with aircraft
sluggish or fails to or master vacuum gage and proceed
settle, fluctuating or outlined above.
I I as
over-scnsbhe, ences-
sive drift of directional Instrument inlet air filters clogged. Clean or replace filters as needed.
gyra compass.
Encessive vibration. Tighten instrument mounting screws,
replace panel shockmounts if hard
and worn, and make certain that the
Instrument lines are not Lransmit-
ting vibration due to being too short.
Leak or break in instrument vacuum ClleeB for callapsod inner wall of

Line or instrument ease; vacuum fledble hose. Pressure check sys-
Line kinked. tem. Locate and repair leak or re-
place faulty component.
Instrument inlet air filters Loose Remove instrument and return to

ormissing; fouled vanes in rotor, approved shop for overhaul as neces-
worn pivots or bearings, or gim- sary, make certain inlet air filters
bals out of balance. and snap rings are secure before
reinstalling.
figure 8-1. Troublerhooting Vocuual Syrtem

8-17
OULFSTREAM
SECTION vm MAINTENANCE MANVAL COMMANDER
INSTRUMENTS G80A/B90B
TROU~LI PROBABLI C*USI RTMTDY
E~IECTRICALLY-OPERATED INSTRUMENTS: FLAP POSITION, TRIM TAB POSITION, TACHOMETER,

ENGINE OIL TEMPERATURE, FUEt PUANTITY, VOLTAMMETER, HORSEPOWER, FUEL FMW RATE,
AND FUEL CONSUMED TOI~ALIZER INDICATORS.
Instrument registering Loose connection, grounded or open Check wiring continuity. Repair or
hCh, low, erratically. circuit. replace wiring and connection, Re-
or no reading, set circuit breaker.
Defective indicator. Replace instrument.
Flap position, trim Lab Transmitter out of ad)ustment. Adlust flap and trim Lab position
position, or fuel nuantity transmitters as outlined in the
indicators registering Electrical Section and the fuel
qunntily transmitter as oullmed
btgil, low, erratically,
or no readlag. ul~e FuelSeet~oa.
Defective transmitter. Replace transmitter.
Fuel rluantlty indicator Float arm stuck. Free float arm.
registers full or empty.
Tachometer registers Tachometer generator defective. Test generator for output. Over-
Law, erratically, or no haul or replace if necessary.

reading.
Tachometer generator shaft sheared. Replace tachometer generator.
Oil temperature pointer Resistance bulb defective. Replace bulb. Check wirllly
on engine gage unll does connemons ~or looseness and
trot function. I I damage.
Defective gage. Replace engine gage unit.
Voltpmmeter fails to Faulty Generator output. See Voltage Regulator Adjustment

indicate or is erratic. in Electrical Section.
Horsepower indicator Loose connection, groullded or open Cheek wiring contil,uity. Repair
registers low, errat~- circuit between indiaa~or ~nd trana- I or replace wiring and connsduans.
cally, or no reading. doeer. Reset circuit breakers and

switches.
Defective indicator. Replace Instrument.
Defective transdueer, or oil pressure Replace transducer or dltico,lnecl

vent lines restricted. lines and blow out wltllow prcs-
sure compressed air. See Sectioll
IV Lor replacement of transducer
or lines.
Fuel flow rate indicator Loose connection, grounded Dr open See Fuel Flow Indicating System
registers erratloally circuits. Maintsllance in Section V.
Fuel consumed totalizer Loose connections, grounded or open See F~uel Flaw Rate Indicating
reGisters erratically. circuits. System in Section V.
Figure 8-6´• rroubblho~lin. Inarum´•nlr ilheel 1 of 3)

8-18
GULFSTREAM
COMMANDER MAINTENANCE MANVAL SECTION vnI
690A/B9Og
TROUBLE PROsnsLr CAUSE RIMIDI
COMPASS:
ve card error. ICompass not properly compensated. Swing compass and compensate.
magnetic interference. Locate and eliminate Lnterlerence.
card IInsufficient Liquid. Remove and refill compass.
Encessive vibration of compass. Remove cause of vibration.
element not Compass encessively compensated. BacB compensating screws off to
level, sluggish. remove all compensation, then

recompensate compass.
liquid leagage from I Leah;ing float chamber due to brolten Replace compass.
case. I cover glass or ease, or defective
sealing gasrets, weat or detached
card magnets, pivot friction, or
bra~en jewel.
SPSTEM INSTRUMENTS: ALTIMETER, RATE-OF-CLIMO, CABIN RATE-OF-CLIMU,

AIRSPEED WDICATORS.
inaccurate, IRedricted static line. Irregular Maiie certain that all instruments
or inoperative. static pressure received at Lnsbu- are disconnected before attempting
Poillter oscillates, ment. to clear static system.
Drain static system. Disconnect

and clear lines until air flows freely
through both static vents.
LeaSs or breah in static Lines. Pressure ohecg system. Locate

and repair iealrs or replace faulty
component.
LeaB in instrument case or defective Replace instrument.

Instrument.
indicator Instrument out of calibration. Turn adjusting screw in lower left
not illdicatp corner of instrument until

painter
constant altitude, returns to Tap instrument
zero.
lightly while resetting.
Cabin rate-of-climb Instrument out of enlibration. With aircraft on ground, turn ad-
justing screw in lower Left corner
of instrument untilpainter retupns

to zero. Tap instrument Lightly
while resetting.
indicator inae- Pitat line restricted. Irregular Clear drain holes in tip of pitot
curate, erratic or inope- pitot pressure received at instru- head. Remove cap or drain line,
rative. Pointer oscillates. ment. right side of cac~plt near floor
section and drain pitot ih,e.
Eiguro 8-6. Tr.ublerhooting inrtrumentl (5hso11 of 3)
8-19
GULFS?I(EAM
SECTION VIlI MAINTENANCE MANUAL COMMANDER
TROUBLE PROBABLE CAUSE RIMIDY
Airspeed indicator inac- I I Re-cap drain line 9nd pressure

cur~te, erratic or inope- check system as outlined in Ptot
radve. Pointer ascillates. and Static System Maintenance
(continued) paragraph this section.
PRESSURE-OPERATED INSTRUMENTS: HYDRAULIC PRESSURE GAGE, REGULATED BtEED AIR

PRESSURE GAGE, ENGINE GAGE UNITS (Fuel and Oil).
Hydraulic pressure Hydraulic pressure gage stueh. See Trouble Shooting Chart in
gage registers Hydraulic Section.
above 1250 psi.
Regulated bleed air Gage does not indicate 15 psi during Tap gage lightly. Check
pressure gage out of pressure build-up. Gage should La gage far looseness. Replace
order. Does not drop to 3 psi when distributor Mlve
register correctly, pressure port is opened to inf late
a deicer boot in the deleer Lnstallalion.
Engine gage units Fuel and oil pressures portion of the Replace engine gage unit.
Inaccurate or inope- gage defective.
rative.
Restricted pressure lines. Disconnect lines from system and
check for obstructions.
NO~TE: For Air-Driven instruments see Figure 8-5, Troubleshooting Yacuum System.
I
Fipure 8-6. mrhumsnh(5~asl 3 o~N
8-20
SECTION
ENVIRON NIENTAL
CULFSTREAM SECTION M
COMM~WER MAINTENANCE MANVAL c~Bn´•
680~/6901l ENVIRONMENTAL
SECTION IX
ENVIRONMENTAL
TABLT O~ CONTINTS
Page Page
GENERAL DESCRII~ION 9- 1 ENVIRONMENTAL SYI~EM COPPIROLS 9- 8
Principles of Operation 8- 5 Cabin Pressure Controller 9- 8

Air Supply and Mstlih~tion B- 5 Cabin Pressurilation Sgstem-n~nctianal
SYSTEM COMPONENTS... 8- 5 Test 9-12
En~ironmental System Jet Pump Assembly 9- 5 Cabin Temperature Controls 8-13
Ref~gPratian Urut 9- 5 EnMronnental Electrical Syhtem-
Water Separator 0- FuncdonalTest 9-14
Ground Bloser 8- OXYGEN SYSI‘EM 8-16
Defog Blower 8- Genera~ 9-16
Air Transition Tube and Plenum 9- 8 Oxygen System CheoLs and Repair........, 9-16
GENERAL DESCRIPTION Oxygen is available for the passengers and flight

crew at all altitudes. Low pressure oxygen to the
passenger and crew outlets is controlled by an al-
tltude adjusting valve, which regulates oxygen pres-
The aircraft environmental system consists ed the sure and flow rate to the o~ygen outlets according
cabin pressurization and air conditioning systems and to cabin altitude.
includes provisions for ram air ven8lation duringun-
pressurized flight, An oxygen system, with oxygen Principal components of Ule environmenta~ system
outlets and inasks, at each crew andpassenger station, pre: a ram air supply bTslem; a jet pump assembly
Is also provided. The overall environmental system consisting of two primary jet ~mgb and an auxiliary
designls eng~neered to provide absolute safety, max- let pump; a check v;iked air duct; a primary and src-
imum reliability, and the desired passenger and crew ondary heat enchanger; a two wheel refrigeration hu‘-
comfort during ail phases of aircraft operation. The bine a wirer separator (690B); a temperature
unit;
air conditioning systeln is
operated by an integrated controlsystem and a pressurization control 8ystem,
system to provide conditioned air for ground or flight Other components of Ore system are: a modulating
operations. Cabin temperature may be preact for hot air va~ve; a rant air check valve; three bleed air
automatic control may be controlled manually,
or shutoff valves; a dil‘ect bleed air bypass valve (690A);
Effective distribution of condl(lancd air u~lUlln the and a pressure relief valve, see Figures 9-1 and 9-2,
cabin area accomplished by routing conditioned air

is Electrical power for operation of the environmental
through air duets to outlets installed along each side of central system is derived from the 28-volt de aircraft
the cabin floor. Cool air is roulcd through adjustable electrical system. Ambient air for operation of the
outlets above each passenb´•cr station, Pressurization environmental system is obtained through Ule inlet
is accomplished with conditioned airflou~ into the cabin air scoop located on the tap centerline of the fuselage.
to provide safety and comfort for the passengers and The scoop is installed flush with the fuselage s~im
flight c rew. The presrur~zalion system is setto main- and is designed to lacvenl water from entering the
lain a nominal cabin pressure of 5, 2 psi. This environmental system or the i~let scoop,
icing The
provides a cabin altitude of 8000 feet when the aircraft jet pump assembly utilizes engine bleed air for moti-
i, being flown at 23.900 feet. Two vatian in drawing ambient air from tile ram air 6/s-
i
valves prevent cabin pressure from exceeding the tem to provide compressed air flow for cabin air
maximum pressure differential of 5.4 psi. conditioning and pressurization,
8-1
GULFSTREAM
SECTION M
CABIN MAINTENANCE MANUAL COMMANDER
ENVIRONMENTAL 880A/888B
690A
COOLING
TURBINE
JET
INLET AIR DUCT
AIR PLENUM
CABIN PRESSURE
CONTROLER
SAFETY-OUTFLOW
VALVES
STATIC PORTS
6900
COOLING
WATER TURBINE
SEPARATOR
JET PUMPS
INLET AIR SCOOP

~-EXHAUST DUCT
PLENUM
G
o
I 6 CABIN PRESSURE
CONTROLLER
-OUTFLOW
VALVES
STATIC PORTS
~i.ur´• 9-I. Invironm´•nt~l Lyrf´•m squipm´•nt Lo~otor
8-2
GULFSTREAM SECTION M
COMMANDER MAINTENANCE MANUAL CABIN
BgOA/690B ENYIRONMENTAL
JET PUMP ASSEMBLY

690A (z PRIMARY JET PUMPS)
(1 AUXILIARY JET PUMP)
INLET AIR SCOOP

REBRIGERATION UNIT
TURBINE)
P (COMPRESSOR TURBINE)
DIRECT BLEED
REFRIGERATION
AIR BYPASS
ee UNIT PRIMARY
DUCT
AND SECONDARY
~se
HEAT EXCHANGERS
r
RAM AIR
DUCT SWITCH
CABIN CONDITIONED
/I~A1R
EXHAUST
AIR DUCT
DUCT
AIR
HOT AIR VAL PRESSURE
DUCT
RELIEF VALVE
---rC PRESSURE
RAM AIR INLET
G
SWITCH
CHECK VALVE
GROUND BMWER
CABIN AIR ~i
PI.ENUM
ANTICIPATOR
CABIN CONDITIONED
AIR DUCTS AIR TRANS~ION UNIT .a ir
JET PUMP ASSEMBLY WATER

6908
(Z PRIMARY JET PUMPS)~ SEPARATOR
(1 AUXILIARY JET PUMP)
REFRIGERATION UNIT
SHUTOFF VALVES \.~Al; B .a I (COOLING TURBINE)
(COMPRESSOR TURBINE)
INLET AIR SCOOP
Z REFRIGERATION
UNIT PRIMARY
AND SECONDARY
HEAT EXCHANGERS
RAM AIR
DUCT
CABIN CONDITIONED
AIR DUCT
HOT AIR VALVE AIR

EXHAUST
AIR TRANSITION UNIT DUCT DUCT
AIR
PRESSURE
PRESSURE
RAM AIR INLET SWITCH
RELIEF VALVE
CHECK VALVE
%ROUND BLOWER
CABIN ANTICIPATOR
AIR DUCTS
CABIN AIR
PLENUM 2.l.~o
Figure 9-?. Air Conditioning und Equipment

9-S
SECTION M OULF611(EAM
ENVIRONMElrrAL e9oA/690n
The in which the compressed a~r flow is raut-

manner The AUTO position of the conditioning mode
air
ed from the jet pump assembly through the refrigera- selector switch, also programs the
ground blower
tLon unit and associated air ducts, determines the for automatic operation. The ground blower is used
temperature of the conditioned air entering the cabin for ground operation, and in flight to supplement the
(see Figure 9- S). Cabin pressure is vented from the ram air flow at low aircraft speeds.
cabin through the adflaw/saiety valves as determin-
made selector switch in
Placing the air conditioning
ed by the pressure controller setting. Be manual override
OVER-RIDE position, energiaes
air blower draws air temperature heat and cool switch. The manual aver-
An eleotrically operated cooling ride temperature switch is a momentary heat or cool
from the ram air inlet and forces it over the coaling
switch, used to override the automatic system to pro-
fins refrigeration unit primary
of die and secondary
videfast temperature changes in the event of malfunc-
heat enchangers tor ground cooling and for same
tlonlngtempsratlre sensors. This override tempera-
phases of inflight air candltionlng. ture switch is also used to maintain cabin temperature
in the event of malfunction in the automatic control
a
AUTO position of the air conditioning mode selector
switch, opens the bleed air valves to the primary jet
system. Placing the override temperature switch in
the COOL position, closes the hot air
valve, direct-
pumps. TheAUTOpasition also arms the automatic
Ing all bleed air to the heat
exchanger and secondary
temperature selector to regulate either warm or ooal
air. The automatic temperature selector rheastat compressor. Cool air from the refrigeration cooling
turbine is then routed to the cabin. Placing the aver-
programs the temperature controller far automatic
ride temperature switch in the HEAT position opens
operatian of the air conditioning system. If WARM
the hat air valve. Hat air enters the plenum and
air is selected, the hot air vahre opens allowing bleed
mixes with caal air to maintain desired cabin tempera-
air and coal air to be mined and routed direct ta the
ture. It may
ta~e up to 30 seconds for valves to open.
cabin area to maintain a desired temperature. If
The OVER-RIDE position of the air conditioning mode
additional heat is required in either flight or groand
selector sdtch i~so programs tile ground blower for
operation, the maximum heat or manimum fiow/
automatic operation. The manual override tempera-
ground cool switch may be placed in either MAX HEAT
ture switch is pratected against inadvertent activation
pasitian(690A, 11100 thru 11120) or MAX FLO posi-
by the air condition mode selector switch which must
tion (890A, 11121 thru 11349, and69(IB). This opens
be in the OVER-RIDE position. The OVER-RIDE
the auxiliary bleed air valve to supplement the pri-
Either the MAX IIEAT or MAX FLO
position of the air conditioning mode selector switch
mary jet pumps.
opens the bleed air valves providing bleed air to the
light in the arnunciatar panel will be illuminated as
the
primary jet pumps.
long as auxiliary bleed air va~ve is open. If
COOL air is selected, the hot air valve closes. This
OFF/RAM AIR position of the air conditianillg made
directs all bleed air throug]l the heat exchanger and
selector switch deactivates allequipment and the sys-
compressor turbine and into the cooling turbine.
tom operates air
only. Ram air is tl,en provid-
on ram
Cold air from the coolmg turbine is t]len routed
ed for ventilation during unpressurized flight, bef ore
through ducting to cool the cabin.
and after system operation on the ground and during
the engine starting period. If ground blower operai
On model 69aA, 11100 thru 11120, if additional cool-
tion is required while on the ground, the engines
ing is required in ground operation below 80 percent
should. be in operation and the air conditioning mode
rpm, either the maximum heat or maximum flawl
ground coal switch may be placed in GND COOL.
seleotar switch placed in either AUTO or OVER-
RmE.
This opens the direct bleed air bypass valve, allow-
ing high pressure direct engine bleed air to bypass In the event it is necessary to e~minate fagging,
the jet pumps, pass through the refrigeration unit noxious fumes or smolte, increase the temperature
primary and secondary heat exchangers and enter by placing temperature selector con-
the automatic
the refrigeration unit compressor turbine. trol in the the defag lever under
WARNlposition, pull
the control panel(when installed), and place the de-
fog blower switch located in the overhead, witch
panel in the DEFOG BLOWER position. This will
CC~C*VTION force heated air into the coclrpit and on to side

WindoWB and auuiahisld, rul8log Uls log m dlas~afs.
If nonious fumes or smaBe enters the a~roraft, the
The automatic temperature selector bleed select switch may be used to determine which
control must be in the COOL position engine is the source. Isolate the engine by placing
to prevent overheating of tile duets, the bleed select switch to the desired engine. This
causes the opposite jet pump bleed air valve to close
isolating that engine. Allow at least one minute for
the condition to cllange. If condition persists, place
This high temperature direct bleed air drives the bleed select switch to the apposite engine. Ifeondi-
coaling turbine at maximum performance providing tion clears, continue operat~an with faulty system
maximum cooling and air flow to the cabin. Tile GND isolated. If condition doesn’t improve, place air
COOL light in the annunciator panel nll be illumi- conditioning mode selector switch to OFFJRAM AIA
nated as long as the direct bleed air bypass valve is position, place pressurisation switch to DEPRESS.
open. If an in-flight engine shutdown becomes necessary,
9.4
GULFGTREAM SECTION M
690A/B90B ENVIRONMENTAL
the bleed select switch should be used to isolate the ENVIRONMENTAL SYSTEM COMPONENTS
feathered engine.
The purpose, operating principles, and maintenance
PRINCIPLES OP OPERATION requirements of environment system components are

outlined in the following paragraphs.
During operation of tl~e normal pressurilauon and
air system ambient air enters the ram
air duct under ram pressure. majority of the

The ENVIRONMENTAL 5YSTEM ~sT PUMP ASSEMBLY
ram air passes over the primary and secondary heat
exchanger cooling fins and is enhausted overboard Compressed air for operation of the environmental
through the exhaust port, in the bottom of the fuse- system is provided by the jet pump assembly. The
lage. Air for the cabin is drawn from the ram air jet pump assembly consisting of two primary jet
plenum by the primary jet pumps. Iligh-pressure pumps and one auniliary jet pump is installed in the
high-temperature, low-flow a~r (engine bleed air) aft fuselage on the right side of the aircraft. Engine
is mined with ram air and converted to a low-pres- bleed air routed from the aircraft engines provides
euro, high-now, lower-temperature air stream by mot~vatlng power for the jot pumps, which draw
the jetpump action. This air flow is used for ]leat- ambient air from the ram air plenum. The high-
mg, cooling and pressurization. When the temper- pressure, high-temperature, low-now engine bleed
ature control system demands maximum cooling, air is mixed with the ambient air and converted to
ti~e hot air valve is closed and all air is routed a low-pressore, high-flow, lower-temperature air
Ulraugh the refrigeration unit. If ambient temper- by jet pump action to provide the air flow required
ature is moderate and neither full heating nor full for operation of the environmental system. Mixed
cooling is required, the hot air va~ve is modulated air from the jet pumps flaws into a checli valved
by the temperature controller to maintain the selec- air duct which has dual outlets far roullng air to the
ted temperature. primary lieat exchanger of the refrigeration unit or
to the air plellum unit according to the demands for
cabin temperature set by the environmental eadral
AIR SVPPLY AND DISTRIBUTION selector. Operation of the jet pump assembly is
controlled by tl~ree electrically driven bleed air
Ram air enters the flush inlet scoop, installed on the shutoff valves, installed in the engine bleed air lines,
top centerlVle of the aft fuselage and is routed to the which are opened or closed to control engine bleed
jet pump assembly, iieat exchangers and the u~r inlet air flow to the pnmary and/or auxiliary jet Dumps.
side of the a~r plenum unit (see Figure 9-3). A drain The jet assembly is operating during all phases
pump
line that extends from the Lowest part of the inlet air of ground and flight operation of the environmental
scoop through the Lower fuselage skh prevents water system except when using ram a~r for vent~lation.
from entering the inlet air duct when the aircraft is
Dar~ed. Ram air from the inlet air scoop is routed
through the maun air duct over Ule e~ernal surfaces REPRIOERATION UNIT
of the air-to-air heat exchangers before being-dumped
overboard, through the ram air enhaust in the bottom The air cycle ref rigeration unit consists of a primary
of the fuselage. Compressed air from the jet pumps heat exchanger, secondary heat exchanger and a two
is routed tl~rough the air-to-air heat enchangers to wheel cooling turbine driven by the output of the pri-
further Lower its temperature before it is directedin- mary heat enchanger. Compressed air from the jet
to tile aircraft cabin. A ground blower, installed in pumps flow through tubes ed the primary heaten-
the ram ~r duet draws ambient airinta the dmctior changer, where Ule temperature of the air is rei~ced
ground operation and augments the ram air input over towithin a few degrees of the ram air temperature by
the heatenehang-ers as requiredwhenflyingaI lowi~r- transfer of heat through the primary heat exchanger.
speeds. A meehimie~ a~r inlet cheeB valve installed The air is compressed by the ref rigeratlon unit com-
in the inletduct to the air transition unit is provided to presser turbine and then flows through the secondary
shut off ram air now to the transition unit unless ram heat exchanger where it is again eaoled to remove the
air ventilation is selected. When the bleed air shutoff heat gained during the second phase of compression.
valves are closed the mechnnica~ air inlet ei~erB v~ve From the secondary heat enchanger the compressed
is open; therefore a portion of the ram air is directed air is further cooled by expansion as it flaws out of
through Be transition unit tothe cabin area. Emclent Ule cooling turbine, thru the water separator (680B)
operation of the environmedal system depends on the and, into the air transition unit to the cabin.
avaulability and proper routingof anadequate air sup-
ply to 1111 sub-systems and components: ti~erefore air COOLING TURBINE. The cooling turbine, in eonjuno-
flow control valves, outflow valves, air ducts, ider- Lion with the air-to-air heat enchangers, is provided
connecting duct gas~els and clamps must be properly to reduce the compressed air temperature bef ore it is
maintained to obtain effective cabin pressudzation routed to Ule cabin. Operation of the cooiingunitis
and air collmtioning. based on the conversion of kinetic energy of the air to
9-5
SECTION M GULFSTREAM
ENVIRONMENTAL BDOA/B8()B
690P, PRIMARY JET PUMP

BLEED AIR SHUT-OFF
VALVES AUXILLARY JET PUMP
TO VACUUM BL~D ~41R SHUT-OW
RAM AIR
VALVE
INTAKE
BLEED
PUMP
ASSEMBLY
CT
RELIEF VALVE
TD AFT PRESSURE
BULXHEAD
BLEED AIR
BYPASS VALVE
J COOLING
OVERHEAD OUTLETS
4
CHECK
V~sMs
GROUND BLOWER
X~PIUUY*LYB
t~ AIR
UU
TO LOWER CABINC
AIR OUTLETS AND
REFRIGERATION
DEFOG~SYSTEM (TNIT
I PRIMARY
CABIN AIR
PLENUM EXCHANGER
REFRIGERATION
AMBIENT (RAM) AIR UNIT
INLET CHECK VALVE SECONDARY
HEAT 1´• n~
EXCHANGER
690B
PRIMARY JET PUMP
BLEED AIR SHUT-OFF
VALVES
BLEED AIR
VACUUM SYSTEM AUXILIARY JET PUMP
CHECK VALVES RAM JE’r PUMP
BLEED AIR SHUT-OFF
BtEED AIR AS$EMBLY
INTAKE VALVE
*Tan
TT
r
RDLIEF VALVE
TO AFT PRESS. GROUND DLOWER

BLKHD OVgRHD
OUTLETS
HOT AIR Y
L
ZoIsCHARCE
TO LOWER CABIN
AIR OUTLETS AEm
DEFOG SYSTEM UNIT
RE~RIOERATION PRIM~RY
UNIT HEAT
SECONDARY EXCHANGER
CABIN AIR NEAT
PLENUM EXCHANGER
AMBIENT (RAM) AIR

INLET CHECK VALVE
’9""’
Figure 9-9. Air Supply .nd Oirlribution

9-6
690A/680B ENVIROONMENAAL
mechanical energy by the turbine. This results in a WATER SEPARATOR COALESCBR BAG INSTALLA-
temperature and pressure drop in the airflow because TION
of expansion. Theenergyabsorbedby the compressor
turbine is dissipated in driving the cooling turbine, a. Install coalescer bag in forward end of sepa-
which increases the airf Low through the air-to-air heat rater.
enchangcrs and improves the overall effectiveness of b. Install forward end of separator and tighten
the refrigeration unit. This is accomplished by the clamp.
fact the compressor turbine wheel is connected to the c. Connect drain hose to separator.
cooling turbine by a steel shaft that rotates in a pair d. Attach diverter duct assembly to separator
of matched ballbearings. A wick fed oil system ser- and tigilten clamps.
viced tl,rougli an oil filler valve assembly, installed
on a bracket attached to the top Left side of the rc-
figeration unit, Lubricates the turbine shaft ball GROUND BLOWER
bearings.
A ground blower supplies ambient air to the refrige-
SERVICING. Maintain the correct amount of lubli- ration unit heat
exchangers. The blower assembly is
cant in the oil filler assembly in accordance with located in the ram air duct at a point immediately
instructions in Section II. forward of the air inlet to the ]leat exchangers. A
continuous duly 28-volt electric motor is used to drive
REPAIR. The compressor turbine and cooling tur- airflow overthe heat exchangers below 140 knats in
bine assembly rotate at speeds which require the as- flight. The ground blower will operate when the air
sembly tobe critically balanced at the time of assem- conditioning mode selector switch is placed in AUTO
bly. An adjustment as minor as changing the torque or OVERRIDE position and is controlled by the upper
on a turbine shaft nut willdestroythis delicate balance duct pressure switch. A ground blower switch under
and requirk replacement of the coolillg turbine. the pilats sub-panel is; only used for ground blower
Therefore, repair of the caoling turbine is limited to maintenance check. This switch shall be placed in the
replacement of hoses and clamps. The turbine may ON pasitian after ally ground blower maintenance has
be replaced without removalaf the entire refrigeration been performed (see Figure 9-4).
unit. In the event replacement of the cooling turbine
is necessary, drain oil from oil filler assembly prior
to removal and do not refill until re~nslallation is DEFOG BLOWER
complete.
The defog blawer gives the enist~ng heated air added
force when eliminating fog accumulation caused by
W*TIR SIPARPITOR sudden descent or high humidity. Mode1690A, 11100
thru 11268 has the defog blower installed an the for-
A water separator, installed on the nght side of the ward side of the forward pressure bullhead and an
refrigeration unit, extracts moisture from the cool 09UA 11269 thru 11349, and model B90D, the defog
air as refrigeration unit and pnar to
it leaves the blower is installed on the aft side of the forward
entering the cnbln area (see Figure 9-2). The water pressure buuWlead. The blower is controlled by a
separator contains a dacron cloth caalescer bag that manual switch on the overhead witch panel. Defag-
collects the entrained moisture, in the discharge air ging is accomplished by pulling tile DEFOO lever
from the refrigeration unit, into large droplets. located under the control panel (when installed) and/
These droplets enter a s\i~rl section of the separator or placing the blower switch in the DEFOG BLOWER
where they are removed from the airstream by a position. This will force additional heated air into
collector and discharged overboard through a drain the windshield and side window duets, warming the
line at fuselage station 2?2.00. A spring loaded windows and causing the fog to dissipate. The motor
poppet-type relief valve is installed in the aft end of an model 69(IA (11100 thru 11268) is a vane axisl type
the water separator coalescer bag support. This that draws air in at the large end and exhausts air
valve opens to allow air flaw through the ends of the out to the system through the sma~ler end. The
coaleseer bag in the event the porous walls of the blower motor bearings and brushes should be inspeo-
coa~escer bag becomes clogged with dirt. A mrty ted periodically for proper lubrication, and pitted,
caalescer bag will cause the humidity to raise due to burned, braken or worn brushes. Maintenance is
lack of water extraction and consequently decrease limited to lubrication of bearings and replacement
air conditioning efficiency. The coalescer bag should of brushes. Complete overhaul should be performed
be visually inspected and replaced if dirty or worn, by a properly equipped repair facility. Model 690A,
11269 thN 11349, and model 690B, have a defag
WATER SEPARATOR COALESCER BAG REMOVAL blower motor that is a completely sealed unit. The
blower does not require any servicing. If a meilfunc-
a. Remove clamps from Qverter duct assembly tion occurs tile unit should be removed and replaced.
from forward end of the water separator. See Section X for electrica~ diagrams of the 8yatem.
b. Disconnect drain hose from separator.
c. Remove band clamp from water separator. REMOVAL AND INSTALLATION
d. Remave forward end of separator and extract
coalescer bag, a. Place blower switch in the OFF position.
9-1
SECTION M OULFSTREAM
ENYIRONMENTAL ssoA/esoa
b, Gain acoess Lo the blower. ENVIRONMENTAL SYSTEM CONTROLS

c, Disconnect electricalpower supply fram blower
motor.
d, Disconnect air ducts from blower. Allfunctlons of the environmental system are combined
a. Remove clamps securing blower in aircraft and tof armahlghlyintegratedand automatically controlled
remove blower from aircraft. system; or, the individualiunctions of the system may
be operated independently. For this reason, many of
installation of defog blower is the reverse of the re- the various components within the control system
maval procedure. have inter-related or dual functions. The enviran-
mental system controls and assacia~edinstruments are
contained onthe inst rument sub-panel(see Figure 9.4).
AIR TRANSITION TUBE AND PLINUM The environmental control system employs air pres-
sure and temperature
sensing devices, switches,
The air transition tube is a metal duct attached to the valves and rel?ys which incorporate automatic con-
top of the cabin air plenum, The ram air inlet duct tral and safety features. Once the initial mode of
and air inlet oheol valve are attached tothe transition system operation has been determined, by positioning
tube. The hot air valve is attached to the right end of the environmental system switches and controls, the
the air plenum assembly. The purpose of the plenum control system will autamatically maintain selected
assemblyis todirect the environmental airflow to both cabin pressure and temperature.
cabin ducts. It also functions as a ilot and cold air
mixing chamber to maintain selected cabin temper-
ature. CPIBIN PRISSURI CONTROLLIR
RAM AIR ~LET CHECK VALVE. The ram air inlet The cabin pressure controller is installed in the in-
check valve is installed onthe bottom of the air trans- strument sub panel. This unit utilizes the differential
Ltion assembly. An air duel, leads directly from the between atmospheric pressure and cabin pressure to
ram air inlet air duct to the inlet side of this valve. create pneumatic signals whlchcontrol cabinpressure
The ram air inlet valve admits the flow of air into thraugll tlie operation of air outflow valves (see Fig-
the transition assembly and cabin air plenum when ure 8-5). The pressure controLLer will sense and
ram being used for cabm ventilation. The ram
air is control cabin pressure altitude during all flight con-
air inlet check MLve is in the closed position at all ditions: from takeoff through climb, cruise and des-
times, except when ram air ventilating is desired. cent. An optimum cabin altitude and a controlled
Bleed air forces this valve to a closed position during rate-of-climb pressure change may be preseleeted
pressurized flight. prior to takeoff by setting the rate change and cabin
altitude selector Boobs at the desired settings. The
HOT AIR VALVE. This valve is installed oi~ the
right pressure controller will automatically maintain these
end of the air plenum assembly. The valve is operat- preselected conditions. A rate change blob, on the
ed by a reversible ZI-volt de motor, which is equip- Left side of the controller, is used to regulate the rate
ped with full open and close limit switches. When of change in cabin pressure from a minimum of 50
maximum cooling is required, the hot air valve is in feet-per-mioute to a maximum of 3,0(10 feet-per-
the closed position and directs all air from the let minute. The cabin altitude knob on the rigllt side of
pomp assembly to the duct Leading to the heat ex- the pressure controller is used to select the desired
changer assembly. The air passes through the cool- cabin altitude, for a given pressure altitude, within
ing turbine and into the plenum for distribution to the the range of the maximum pressure differential. A
cabin, In the full open position, the valve allows hat cabin altitude indicator is incorporated in the pres-
compressed air to pass mrectly into the air plenum sure controller. When tile cabinaltitude knob is Lurn-
for cabin distribution. When the environmental sys- ed, the pointer shows the cabin pressnre altitude be-
tem is placed in the automatic temperature control ing selected. An inner dial indicates the maximum
mode, the hot air valve is modulated by signals from aircraft altitude at which the aircraft may be flown,
the cabin temperature sensor and duct anticipator to before reaching the maximum pressure differential,
maintain the desired cabin temperature. far the selected cabin altitude. If the aircraft is
flown above the maximum differential altitude, as in-
Repair dlcated an the smalldiai, the cabin pressure altitude
will increase in direct proportion to the increase in
Standard electrical system trouble shooting and re- aircraft altitude. The pressure controller maintains
pair methods are used to maintain the hot air valve the selected rate of cabin pressure change until the
attached to the plenum assembly. Any malfunction of isabaric altitude is reached within the cabin. When
the valve mator or excessive air leakage past the the aircraft descends at ii rate greater than the prr?-
valve is cause for replacement of the entire compo- selected rate change and the aircraft is below the
nent. Do not replace the hot air valve without first lsobarlc altitude, the difference between cabin pres-
determining that the automatic temperature sensing sure and atmospheric pressure will be zero. The
system and environmental system control switches cabin pressure cantroller will maintain the cabin at
are operating correctly. the selected altitude as long as the aircraft altitude is
9-8
COMMANDER MAINTENANCE MANVAL CABIN
890A/B90B ENYIRONME~PPAL
MOIII 1UTO TIMP C*BIN 1000

IlllOstl OVIOll*I
,,,O
nLT
,,,firX
OrsRtD H(LIUIXI(I O~riRII OVIR
RIOI
COOL
cnslw
i
ounra liioorr ~no uuosa
WI
ONO COOL
E~FFECTIYE
A/C 11121 AND SUBS
\--L~ lorF’oNo BLO-ONI ij
1911
~iQure 9-~. Inviranasnfel Syrtem Control Panel
between the selected cabin altitude and the maximum polder registers in one-pound (psi) increments.
altitude of which the aircraf t may fly bef ore maximum A red line at 5.4 psl indicates the maximum allowable
differential pressure is reached (see Figure 9-0). differential pressure. If 5.4 psi differential is ex-
REPAIR. Field repairs to the pressure controller ceeded the cabin should be depressurbed by rotating
are not permissible. The controller uses the minute the cabin altitude selector bnob cloc8wise until the
air pressure variations to perform its functions; needle is equal to the flight altitude of the aircraft.
therefore, it is essential that all lines to and from This wlllallow the cabin to depressurize at the rate
the control box be air tight. A complete chech of the set into the controller by the cabin altitude control
pressurization system components and the possibility imob, and without discomfort to passengers, or crew.
of cabin pressure lealts should be investigated before Emergency dumping of pressurization, which is
replacing a pressure controller. faster but with greater discomfort to passengers and
crew, may be accomplished by placing the air condi-
PII~TS PRESSURIZATION INSTRUMENTS AND tianing selector switch in theOFF/RAM AIR position,
CONTROLS or by placing the pressurization master switch in the
DEPRESS position.
Cabin ALtitude and Differential Pressure Gage
pressurization Switch
The dual altitude and differential p*essure gage, m-
stalled in the Left instrument panel, indicates flight The pressurization switch Located an the instrument
atmospheric pressure and cabin pressure. It is cali- sub panel, operates a three-way solenoid valve to
brated in feet of altitude based on atmospheric pres- ensure positive opening of the outflow/safety valves
sure versus altitude relationship ;Is defined by the and depressurizatlon of the cabin, should an in-flight
U. S. Standard Atmosphere. This instrument is not to emergency arise requiring rapid depressurization.
be used as a flight altimeter. The;lllltude indication When the switch is placed in the DEPRESS position,
shown by this inshumen~ is essarily the eor- the three-way solenoid valve opens allowing Lnstru-
rect altitude, as local ground prerlsure corrections ment vacuuminta the ref erence ports of both outf Low/
have not been applied. As the altitude of the aircraft safety valves, driving them open. When the switch is
increases, atmospheric andeabinpr~!ssures decrease. in the NORMAL position, the three-way solenoid valve
The cabin pressure normally decri:ases at a slower connects theline between~hecabinpressure controller
rate than that of the atmosphere when pressurizing. and both reference chamber parts an outflow/safety
With the flight pattern for cabin std aircraft prede- valves. The cabin pressure controller then regulates
termined the rate of cabin pressurl: change is estab- the outflow/safety vaLves which modulate cabin pres-
Lished before tsJreoff and maintained until the desired sure as selected.
cabin altitude is reached. The indicator has a fined
dial and is equipped with two concelltrically arranged Cabin Rate-of-Climb Indicator
pointers with a cabin range of 50, ODO feet and a difi-
eredial pressure range of 10 gsi. The long pointer The cabin rate-of-climb indicator is installed in the
registers in 1,1100-foot increments, while the short pilots instrument panel and is labeled CABIN CLIMB.
9-9
SECTION M OULFBIREAM
ENVIRONMENTAL BOOA/B(OB
SAFETY-OUTFLOW FWD PRESSURE BULKHEAD

VALVE
SAFETY-OUTPMW
VALVE ,STATIC AIR
(SEE NOTE)
STATIC PORT
SI‘~TIC
STATIC AIR
STA1’IC FOIT
REFERENCE
CHAMBER
PORTS
THREE-WAY SOLENOID_
TOINSI‘RUMENT
VACU~MSOURCE
CABIN
CONTI1OLLER~
690A, 11121 THRU 11149, R
AND 690B. OIITIILOW PORT
Max
H
r~o
I GROUND CONTACT
swrrCa
owo coo~ CABIN AIR PORT

(IPVTERAL FILTER)
CHECK VALVE ST
PORT
P~l"e F´•x
~s;?
caslu
´•1.´•
1´•I´•.´•I
i´•sllillin,* i~ili
WOll
CABIN PRESSURE
STATIC SOURCE FOR CONTROLLER CONTROLLER
IS LOCATED ON STA. 5. 5 PRESSURE
BULKHEAD.
’D
figure 9-5. Cobin Plsrlure Conlrol srhemati.

9-1(1
OULFSTREAM SICTION IX
COMMANDER MAINTENANCE MANVAL cABnv
890A/B90B INV1RONMENTAL
The face of the instrument reads from zero to 6000 valves. Cabin air in the reference chamber is then
It/min, This instrument, which is vented to the discharged to atmosphere through the static pressure
cabin, registers changes in cabin pressure during opening, permitting a new reference pressure to be
pressurized flight, established within the outflow/safety valves reference
chambers. This cabin-to-reference pressure differ-
Feet Cabin La Pressure Warning Light and enlial causes the outflow poppet valves to modulate so
13,000
Switch that air isdischarged from the cabin and differential
pressure is maintained at the desired setting.
A second light called a cabin Lo pressure warning
light (13, o00 FT. CAB) top left cor-
Is installed in the Vacuum Relief
ner of the pilot’s instrument panel. This Light illu-

minates if the cabin altitude should reach 13, 000 feet. Vacuum relief occurs when external atmospheric air
The Light is operated by a pressure switch Located an pressure exceeds the reference cabin air pressure
the right side of fuselage at station 5. 50 inside the within the cabin pressure controller. A check valve
cabin area. The switch contacts are set to close on is installed in the static reference port at the pres-
increasing cabin pressure altitude to 13, 000 (i 500) sure cadroller. The cheek valve will activate due to
feet altitude. air flow when external atmospheric pressure exceeds
cabin pressure. This checking is sensed by the pres-
OUTFLOW/SAFETY VALYES. Two combination aut- sure controller and immediately signals the outflow/
flow/safety valves areused to conlroleabin pressure. safety valves to open, equalizing cabin and atmos-
The autflaul/saf ety valves modulate cabin pressure by pheric pressores.
controlling the amount of pressurized air expelled
from the cabin. These valves are attached to the for- Depressurizalion
ward pressure bulkhead and aligned with the air dis-
charge parts, opening into the unpressurised nose A solenoid operated three-way valve, energized by
section. The bases of the valve flanges are attached the depressurization switch and the ground contact
to the pressure bulkhead by bolts´• Both the flange switch, is installed in the reference pressure line
mounting andallaching. hardware are sealed to prevent from the pressure controller to the outflow/safety
cabin air leakage. Principle parts of the outflow/ valves. When the solenoid valve is energized either
safety valves and the manner in which they operate by the ground contact switch or the depregsuriaation
are shown in Figure 8-’1. Tho reference ports of both switch, the reference chambers of the outflowjsafety
valves are common and connect to the pressure can- valves are opened to instrumealMcuum. This vac-
troller outflow line. The poppelvahes, which seat Uum p’essure in the ref erence chamber allows refer-
against the base oE the outflow/safety valves, control ence-to-cabin dlfferentialpressure to open the poppet
the flow of cabin
pressurized air being discharged ".LYes of the outf Low/safety valves expelling cabin air
through the ports in the forward pressure bul8head. to atmosphere. The depressurization switch is pro-
When the outflow/safety valves are in operation, a
vided for iniligllt rapid depressuri~alion, and the
ref erence pressurelrom the cabin pressure controller ground contact switch prevents pressurization of the
is applied to the interior of the valve reference cham- aircraft on the ground.
ber. This reference pressure acts against the aft sur-
face oulflos/safety valves diaphragm and is
of the OUTFLOW/SAFETY VALVE MAWTENANCE.
opposedby cabin pressure and the force being exerted
by the poppet valve return
spring acting against the Field repair of these valves is not authorized and ad-
forward. side ot theaetuatordiaph~agm. Aslongas estment of Cne ~eebure reUef
the cubin-to-disclmrge pressure differential does not not recommended unless it is accomplished in con-
exceed the value establishedby the pressurization conjunction with a complete test of the pressure control
trollersetting, thepoppetvalves remainelosed. When system and a cabin leak checlt. The most common
cabin pressure increases, reference pressure from malfunction of these valves is the result of dirt and
the cabinpressure controller is reduced. This allows nicotine accumulation on the knife edge of the poppet
cabin pressure to force the poppet valves off their valve where it strikes the valve base. This is easily
seats and permit pressurized cabin air La discharge cleaned by pulling the poppet valve bach away from
into the unpressurized nose section, the base, from the inside of the aircraft, and cleaning
the valve from the nose section. When opening the
Cabin Pressure Relief poppet valve use care to prevent the poppet valve
guide from binding in the shaft. Pull the valve back
Pressure relief occurs when cabin-ta-atmospheric evenly with the force exerted at points 180 degrees
pressure diff erential reaches the maximum allowable apart. If the cabin is slow to pressurize, the cabin
rating of 5. 4 psi differential. At this point, cabin air pressure air orifice screen of tile outflow valve and
pressure acting on one side of the pressure relief the cabin air filter for the pressure controller should
dlaphragms exceed the force of static pressure and b, checked for cleanliness; The orifice screen may
the pressure relief calibration spring Load acting on b, cleaned in solvent and air dried; however, the air
the other side of the pressure relief diaphragms. filter must be replaced when clogging is evident.
Under this condition cabin air pressure is 8uifieien~
to cause the pressure relief
in a direction that
diaphragm assemblies
will the relief
to yz~
CAU710N
move compress
valve springs, permitting the metering valve shafts to Do not use an oil base cleaner, use of
contact the adjusting screw and open the metering isopropylalcahol recommended.
0-if
ENMRONMENTAL 880A/680B
ao
Differential Pressure-
FLIGHT CURVE OF
PRESSURIZED CABIN Range (5. 2 PSI) cabln-
pressure
C
Y 10 t---jIsobP.ric Range iVariable)--

Established by
cabin
control Bal.l
9
---established by rate cantrol.
O 5 10 15 20 25 30 35
AIRCRAFT ALTITUDE X 1000 FT
~ieure 9-6. Cabin-to Air.raH Al~ifuds Graph
Outflow/Safety Valve Check CABIN PRESSURIZP~TION SYSTIM´•I´•UNCrlONAL TIST
Perform outflow/safely valve check ah follows: A functional test of the cabin pressurization control
system may beaccomplished byoperating the aircraft
a. Remove nose access cover and block the engines. Before starting a pressurization system
pressurization controller static port, functional Check the aircraft should be parked in an
b. With engines running, pull cabin depress circuit area away from personnel and facilities and headed
breaker. into the wind. Cabin doors, cockpit windows and the
c. When cabin pressure reaches manimum nP, emergency enit must be securely closed andpersonnel
block the upper outflow/safety valve static source Should be warned that a cabin test is in
progress. A ground or flight test of the pressurlza-
(upper static source). If cabin pressure enceeds
rad discontinue test and tlon system should he accomplished after i,ressuri-
line, immediately replace
zatlon system maintenance. A ground test of the
lower outflow/safety valve.
d. UnblocR upper valve static source and bloo8 preasurieatio~l system is mallda~ory when Brructurill
lower outflow/safety valve static source (Lower static repairs are accomplished in the pressurized cabin
saurcei. If cabin pressure exceeds red a’eb with particular attention given to the detection
line, imme-
Uf lea~nge at the repair area. Accomplish the pres-
diaiely discontinue test and replace upper outnaw/
safety valve. surization system functional test as follows:
CAUTION a. Rill C~BW DEPRESS EhEY. bTeBLeT.

b. Set cabin altitude controller at 1000-feel above
Do not block bath valve static sources field elevation.
simultaneously as structural damage may c. Position rate control to SOO-fee~ per minute.
result from averpressurisation. Personnel 4. Place air conditioning mode selector switch in
may damage their ear drums ii overpress- OFF/RAM AIR position, cabin pressurization switch
uril.ation is not corrected quickly, to DEPRESS, manimum heat (ma~umum flo) switch
to OFF and bleed selector switch to NORMAL.
e. Unblaog lower outflow/safety valve static source. e. Start right engine and position air eanditioning
mode seleetorsuri~ch in AUTO position.
Outflow/Safety Valve Replacement safety valves should be open. Air flow should be evl-
dent.
Replacement of either valve requires that careful at- i. Turn air condition mode selector switch to
tentlon be given to cleaning of the bulkhead mounting OFF/RAM AIRand pressurl~atianswitch toNORMAt.
surface and sealing the valve at the pressure side of Outflow/sBfety valves should close and airflow should
the bulkhead. Torque the valve attaching screws no stop.
more than finger tight and safety wire. Over-torque g. Reset the CABIN DEPRESScircult breaker, and
of the ~t(aehmg screws wiil cause the poppet va~ve position air condition mode selector swach to AUTD.
shaft to bind in the shaft guide, causing the valve to h~ Set bleed air selector switch to lZ" position.
malfunction. Place ground bloWer switch to OFF. Bleed sir should
9-12
GULIISTRPAM SECTION D[
690A/690B ENVIRONMENTAL
STA. 5. 5
BULKHEAD
REFERENCE
CHAMBER
CABIN ALR
ORIFICE
OUTFLOW VALVE
GUIDE
POPPET VALVE
STATIC PRESSURE
PORT --~RETURN SPRING
~-OUTFLOW VALVE
,Lu,
TO CONTROLLER
OUTFLOW VALVE VALVE

DIAPHI1AGM
(YACUUM RELIEF
AND BALANCE)
AMBIENT PRESSURE
REFERENCE PRESSURE
CCABlN PRESSURE
figure 9-i´•. OutllowJS.fsty Valve
stop. Place ground blower 6witcll to ON. MAX HEAT (MAX FLO), air(emperab~re should
Set bleedair selector switch toNORMAL. Posi- increase and the MAX HEAT or MAX FLO light in
i.
tlon air condtian mode selector swltcll to OFF/RAM the annunciator panel should illuminate.
AIR and pressurlsatton switch to DEPRESS. Air flaw a. (698A)- Place automatic temperature selector
Pull CABIN DEPRESS switch to full cool. Select NORMAL on the maximum
shouldstop. Stop righlenghe.
circuit breaker. heat (manimum flo)/ground cool ~fivitch. Cool air
i. Start left
engine and position alrcondttion mode should be evident. Select OND COOL on the maxi-
selector switch in AUTO position. BLeed air should mum heat (maximum flo)/gronnd coolswitch. The
be evident. GND COOL light in the annunciator should illuminate.
B. Set bleed air selector switch to ’R" positial. Increase the speed of individual engines above 90
Place ground blower switch to OFF. Bleed sir percent rpm. The GND COOL light should extinguish
should stop. Place ground blower switcll to ON. Set in approximately 40 seconds.
bleed air selector switch to NORMAL. Place air s. (690B)- Position automatic temperature seleo-
conditioning mode selector switch to OFF/RAM Alll. tor switch to fullcool, air temperature should de-
i. Check pressuri.ation and air conditioning con- crease and MAX FLO light should remain illuminated.
trols with both engines set at 80 to 90 percent rpm. Place MAX FLO switcll to OFF, MAX FLO light
m. Place air condiLlon mode selector switch in should entingoish in approximately 40 seconds.
AUTO position. t. (680A)- Reduce the engine speeds to 80 per-
n. Position cabin rate calltral to 100-feet per min- cent rpm. Select OVERRIDE an the air conditioning
ute, cabin pressurization switch to NORMAL, and set mode Belector rnritch. Set the maximum heat (mani-
cabin altitude control to 1000-feet below sea level. mum ilo)/ground cool switch to NORMAL. Set aver-
Cabin sliould pressurize at a rate of 4(10 to 600-feet ride temperature heat/cool switch to fuIIHEAT. Hot
per milluto. air should be evident, the system should change from
o. Move the rate control to minimum when the full cold to full hot in approximately 40 seconds.
cabin rate stabilizes. Pressurization rate is to be t. (890n)- Select OVERRIDE on the air eondi-
0 to l00-feet per minute. tioning mode selector switch. Set the maximum
p. Move the rate control to maximum when the How switch to OFF. Set override temperature heat/
eabh rate stabilizes. Pressurization rate is to be cool switch to fullHEAT. Hot air should be evident,
1100 to 3000-feet per minute, the system should change from full cold to full hot
At Ipsid, place pressurization swltcl, La DE- in approximately 40 seconds.
q.
PRESS. Cabin should deprcssurize rapidly. Reset u. Set averrlde temperature heat/cool switch to
CABIN DEPRESS circuit brealter. fullCOOL. Cool air should be evident.
r. Position automatic temperature selector switell v. Checli tile cooling turbine for oil leaks alld oil
to fullWARM. Warm air should be evident. Select Level.
Revision 2 9-19
SECTION M
ENVIRONMEEPTAL asoA/ssoB
CONTACT (saunT) SWiTCH. P~DIUSTMINT i. Tighten Loclrscrew.

PROCIDURIS g. Remove airplane irom jack as outihled in Sec-
tion II.
Thoground contact switch is located on the fork as

sembly of the loft mam landing year. (Refer(o Fig-
the ground contact switch, pro- CABIN TIMPIRPITURI CONTROLS
ure g-7A. To adjust
ceed as follows:
The cabin air conditioning mode selector switch ilas

a. Jackairplane in accordance with procedures
outlined in Section II, Jacking. ~nsure that ieit main
three positions: AUTO, OFF/RAM AIR, and OYER-
RIDE. Acabin automatic temperature selector switch,

wlleel is completely off the ground.
installed on the instrument sub panel, permits cabin
temperature selection between Il" and38DC. Cabin

WOll
automatic temperature control is functional any time
the air conditioning mode selector switch is in AUTO
OLeo strnt should be fully entenderl.
position. When tile air conditioning mode selector
b. Loosen lockscrow on lever. switch is in AUTO, cooling is provided when tile cabin
c. Turn worm gear adjustment screw until conti- automatic temperature selector switch is set to cool.
is obtained behueen terminals 1 and 3 oi switch, The cabin automatic temperature selector will elec-
nuity
and NO FARTHER trically override the temperature sensing elements of
d. Lower airplane until oloo strut is compressed the temperature control system to establish selected
i. 00 (f 0. 25) -0´• 00) inch. cabin temperatures. Normally the air conditioning
e. Check that continuity between terminals I and 3 mode selector switch will be maintained in the AUTO
is broken, position. This switch position will provide tl~e comp-
letee range of cabin temperature control, as eslab-
WOTI
8shed by tile cabin automatic temperature control
setting, for all ground or infllgl~t air eondi~ioning re-
ii continuity is not broken make adjust- 4Ui’ements. The OYERAIDE s~d OFB/RAM AIn
ment (backoff) ol worm gear adjustment positions of tl,e air conditioning selector switch may
screw until continuity between terminals be used in event of system malfunction or depreasur-
1 and 3 is brolien ized flight La required.
LOWER
i""?
aoJusmsLE
WORM REAR
GROUNOCONTI\CT
BOLT
FORK-I---
I,i
LMAIN
rY
Figure 8-li~. Ground Contsct Switch
914 novision 2
890A/690B IINVIRONMENTAL
TEMPERATURE SENSING ELEMENT. Sensing ele- CABW AIR CONDITIONING FUNCTIONS. Informa-
meds anticipate changes in cabin temperature and tion contained in the following paragraphs describes
automatically regulate temperature according to the the functions of the air conditioning system in each
temperature selected an the cabin automatic Lempera- mode of operation as established by the air conditian-
ture control. These temperature sensors transmit ing mode selector switcll. Figures 9-8 and 9-11 por-
electrical signals to the temperature codrol bon, tray the air flow and positions of the ram a~r inlet
causing the hut air valve to modulate as necessary to valve and hot air valve.
maidain the selected cabin temperature within plus
or minus 3 degrees.
Override Air Candilionmg (OVER-RIDE)
Plenum Air Temperature Sensing Element (~ltiolpa- In the OVERRIDE temperature controlmode, engine
tar) bleed air valves to the two primary jet pumps are
open, and the engine bleed air valve to tile auniliary
The air plenum temperature sensing element, locatod jet pump is closed (see Figure 9-8). In the override
in tile air plenum chamber, operates in conjunction made, pressurba~ion controls are unchanged and
with the cabin temperature sensing elemed. This function as in AUTO. The temperature selector no
sensorreacts to a Lemperatureincrease Lnthe plenum longer functions to control temperature variations.
chamber and anticipates a change in cabin tempera- Actuationof Lhe momentary manual override Lemper-
Lure. ature switch will position the hot alrvahe as directed
and give immediate changes in Lemperaturea.
Cabin Temperature Sensing Element
Automatic Air Conditioning (AUTO)
The cabintemperature sensingelement is the primary
temperature sensing device for control of cabin tem- AUTO is the normal operating mode of the enuiran-
perature. IL is Located on the left side of the pilot, medal air conditioning system (seeFigureB-9).
pedestal or directly over the emergency eldt window, When operating in this mode cabin temperatures are
and employs a fan to generate a now of cabin air over automatically regulated for ground or inillglB opera-
the sensing element. The cabin temperature sensing tlon according to the cabin temperature selector set-
element operates on predetermined temperature ting. Cabin temperatures are regulated between 160
cll?ulgs, senses themed for a change in cabin tem- and 3BDC as selected by the pilot. Both engines must
perature and initiates the required eleetrie~ signals be operating to obtain maaimum efficiency of the en-
which reposition the hot air vi~ve as necessary to vironmental air conditioning system. During flight
maintain selected cabin temperature, the pressurlaation system is normally operated on
conditioned air witll cabin temperature being main-
Cabin Temperature Sensing Element Removal and tahed by the cabin temperature sensing system.
Installation.
Ram Air Ventilating (OFF/RAM AIR)
To remove the sensing element, proceed as follows:
The OFF/RAhl AIR posltlonof the mode switch de-
a. Remove pilot seat to allow access to sensor, energizes all pressurization and ah conditioning
functions. Bleed air, bypass air and hot air valves
are cloeed. Theground blower, temperature selee-
*01r tor and cabin rendered inop-
temperature sensor are
erative. In flight ram air enters the ram air tntalte

Some units of aircraft Left the factory
duct and is directed through the ram air checli valve.
with the sensor installed in an interior
From the checlr valve ram air passes through the
panel over the emergency elot window.
plenum assembly where it is directed to Lhe cabin
area through ducting (see Figure 9-10).
b. Remove attaching screws from temperature
sensor.
c. Disconnect electrical connections from sensing TNVIRONMINTPIL ILICTRICPAL SYlrIM-

element. TUNCTIONAL TEST
d. Remove sensing element.
This functional test procedure requires a visualin-
The installation procedure for the cabin temperature spectton of the operating components to determine
sensing element is the reverse of the removal pro- that all units operate in the correct sequence and
cedure. manner prescribed. Precision instrumellts must be
Revision 2 9-14A/9-14B
COMMANDER MAINTENANCE MANUAL CAsnu
690A/6908 ENVIRONME~I‘AL
used to perform voltage and resistance checks. i. Hot air valve LAST TEMPERATURE
POSITION.
Model 690A, 11100 thru 11120. 2. Inlet air check valve AUTOMATIC.
3. Primary jet pump bleed air valves-
a. Position air conditioning mode selector switch CLOSED.
in AUTO position and position cabin temperature con- 4. Auxiliary jet pump bleed air valve
troi to COOL. CMSED.
i. Ground blower OPERATING. 5. Direct bleed air bypass valve CLOSED.
2. Hot air valve CLOSED. 6. Ground blower OFF.
3. Inlet air check valve tan top of transition k. Position air conditioning made selector switch
unit)- AUTOMATIC. in AUTO or OYERRIDE position.
4. Primaryjet pumpbleedair valves OPEN. i. Place bleed air selector switch to L. engine
5. Au~illiary jet pump bleed air valve position.
CMSED. I. Left primary jet pump bleed air valve-
il. Place maximum heal (maximum flo)/ground OPEN.
cool switch to GND COOL ior maximum cooling below 2. Right primary jet pump bleed air valve
80 percent rpm. CIL)SED.
i. Direct bleed air bypass valve OPEN. m. Place bleed air selector switch to R. engine
2. Graund cool Light ILLUMINATED. position.
3. Primary jet pump bleed a~r valves I. Left primary jet pump bleed air valve
CLOSED. CLOSED.
4. Place maximum heat (maxlmum flo)/ 2´• Right primary jet pump bleed air valve
ground cool switch to NORMAL. OPEN.
c. Position automatic cabin temperature central 3. Place all environmental switches in NOR-
switch to WARM. MAL or OFF/RAM AIR.
i. Hot air valve OPEN.
2. Ground blower OPERAT~G. Mode169~A, 11121 thru 11349, and model B~DB.
3. Inlet air check valve AUTOMATIC.
4. Primary jet pump bleed air valves a. Position air conditioning made selector switch
OPEN. in AUTO poslt~on and position cabin temperature con-
d. Place maximum heat (maximum fla)/graund tral to COOL.

cool switch to the MAX HT (MAX FI~) pasitian. i. Ground blower OPERATING.
i. Auxiliaryjet pumpbleedair valve OPEN. 2. Hot air valve CLOSED.
2. Maximum heat or maximum flo light 3. In~et air check valve ton top oi transition
ILLUMINATED. unit)- AUTOMATE.
e. conditioning
Position air mode selector switch 4. Primary jet pump bleed air valves OPEN.
in OYER-RDDE position. 5. Auxiliary jet pump bleed air valve
i. Press override heat/cool temperature switch CLOSED.
to the HEAT position. b. Press maximum [lo switch to MAX FLO for
I. Hot air valve OPEN. maximum cooling.
2. Ground blower OPERATING. 1. MAX FLO light ILLUMINATED.
3. Inlet air check valve AUTOMATIC. 2. Primary jet pump bleed air valves
4. Primary jet pump bleed air vaLYes OPEN. OPEN.
g. Press maximum heat (maximum flo)iground 3. A~illlary bleed air valve OPEN.
cool switch La the MAX HT (MAX FLO) position. 4. Place maximum fla switch to OFF.
I. Auxiliaryjel pumpbleedairvahe OPEN. c. Position automatic cabin temperature control
2. Maximum heat or maximum flo light switch to full WARM.
ILLUMINATED. i. Hot air valve OPEN.
h. Press override heat/cool switch to the COOL 2. Ground blower OPERATING.
position. 3. Inlet air check vabe AUTOMATIC.
1. Hat air valve CLOSED. 4. Primary jet pump bleed air valves
2. Ground blower OPERATING. OPEN.
3. Inlet air check valve AUTOMATIC. 5. Auxiliary bleed air valve CLOSED.
4. Primary jet pump bleed air valves OPEN. d. Place maximum flo switch to MAX FLO posi-
i. Press maximum heat (mauimum flo)/ground tion.
coal switch to the GND COOL position. 1. Auxiliary jet pump bleed air valve OPEN.
I. Direct bleed air bypass valve OPEN. 2. Maximum ilo light ILLUMINATED.
a. Primary jet pump bleed air valves e. Position air conditioning made selector switch
CIUSED. in OVER-RIDE position.
3. Ground cool light ILLUMDUATED. i. Press override heat/cool temperature switch
4. Place maximum heat (maximum ila)/ to the HEAT position.
ground cool switch to the NORMAL position. 1. Hot air valve OPEN.
Ground cool light will extinguish in approxi- 2. Ground blower OPERATING.
mately 40 seconds. 3. air check valve AUTOMATIC.

j. Place air conditioning mode selector switch in 4. pump bleed air valves
Primary jet OPEN.
tl~e OFF/RAM AIR. g. Press maximum flo switch to IdAX FLO position.
9-15
SECTION M OULFSTRBAM
ENVIRONMENTAL 890A/B80B
i. Auxiliary let pump bleed air valve OPEN. 9-13) incorporate a spring-loaded valve which slarts
2. Maximum tlo light ILLUMINATED. the flow of oxygen when the oxygen mash is pulled
h. Press override heat/coal switch to the COOL dawn to face level. An flow indicator is
pasitian. installed in each oxygen mash line to verify oxygen
i. Hat air valve CLOSED. now.
2. Ground blower OPERATING.
3. Inlet air check Mba AUTOMATIC.
4. Primary jet pump bleed air valves OXICIN IIITEM CHICKS AND REPAIR
OPEN.
i. Press maximum no switch to the OFF position. OXPGEN SYSTEM OPERATIONAL CHECK. An olty-
i. Maximum fla light EXTINGUISHES. gen system operational check may be accomplished
2. Maximum flo light will extinguish in as follows:
approximately 40 seconds.
j. Place a~r canmtioning mode selector switch in a. Inspect all masks, maslt tubing forholes, tears,
se OFF/RAM AIR. and cleanliness.
i. Hot air valve LAST TEMPERATURE b. Slowly open altitude adjusting valve until alLi-
POSITION. Lude gage reads 22,000 feet.
adjusting
2. Inlet air check valve AUTOMATIC. c. Deploy masks, by pulling dawn,
3, Primary jet pump bleed ah valves pullingacluator pins Lo start oxygen flow. Valve lever
CLOSED. should spring to open position.
4. Auxiliary jet pump bleed a~r va~ve d. Cheo~ each mask for ax/genf Low through indivi-
CLOSED. dual flow indicators (green indicates flow).
5. Ground blower OFF. e. Turn altitude adjusting knob counterclooloulse
L. Pasitian a~r conditioning mode selector switch to off postlon.
in AUTO or OVER-RmE position. f. Re-install actuator pins in valves by modng
i. Place bleed air selector switch to L. engine cap assembly lever bacB and inserting pin to hold
valve in closed position.
i. Left primary jet pump bleed air va~ve g. Coil hose and slow mask
OPEN.
2. ~ght primary jet pump bleed air valve
m.
CLOSED.
Place bleed air selector santch to R. engine
I W*INUC´•)
ARNINO
position.
i. Left primary jet pump bleed air valve Do not permit smoldng or open flame
CLOL~D. inor near aircraft while work is being
2. I~ght primary jet pump bleed air vahie performed on the oxygen system or
OPEN. when the system is turned on. Guard

3. Place all enviranmenta~ switches in NOR- against inadver~antlyengagingthe cigar
MAL or OFF/RAM AIR. lighter.
OXIGEN SYSTEM LEAKAGE CHECK. To chect the

oxygen systemfar possible leaks, proceed as follows:
OXYGEN 5YSTEM
a Slowly open the o~lgen
supply shutoff valve on
oxygen cylinder. about five minutes for the
Allow
OENCRAL temperature of the oxygen system to stabilize. Note
and compare readings on the oxygen supply cylinder
An oxygen storage bottle, installed in either the bag- pressure gage and the system pressure gage. Gage
gage compartment or at fuselage station 348.00, readings should be the same.
supplies lughpressureoxygen to a regulator assembly
located below the copilot’s side win~ow. See Figure no~l
9-11. The regulator assembly, consisting of an
oxygen pressure gage, flow indicating gage, and In the event that a temperature change
a~titude adjusting valve, supplies low pressure ahy- greater than 5. 5"C occurs during any
gen to thecrew and. passenger outlets. Law pres- of the following tests, pressure read-
bureoxygen to the outlets is controlled by the alti- Ings will have tobe corrected for tem-
hde adjusting valve. This valve regulates the axy- perature or the Lest reconducted under
gen pressure and now rate available at the oxygen stable temperature conditions.
outlets according to ?urcraft altitude. It also serves
as the oxygen system shutoff valve when the system b. Slowly open altitude adjusting valve, turning
is not in The flow gage depicts oxygen flow in
use. clockwise until altitude gage reads 10, 000 feel.
terms of aircraft ailtitude and the pres~ure gage ind- c. ChecB mask at each oxygen outlet to determine
cates the amount of oxygen pressure remaining in that valve is in closed position and pin is inserted
the storage battles. Cabin oxygen outlets (Figure correctly.
9-16
OULFSTREAM SECTION 1X
690A/BBOB ENVIRONME~AL
PRIMARY JET PUMP

BLEED AIR SHUTOFF AUXILIARY JET PUMP
690A VALVES (OPEN) BLEED AIR SHUTOFF
VALVE (MANUAL) JET PUMP

RAM AIR I _ASSEMBLY
R. ENG BLEED AIR~m

TO VACUUM SYBT~U1 Crr
L. ENG BLEED AIR~r
TO AFT PRESSURE
DIRECT
BLE DBYPAS VALVE
I HEAT
BULKHEAD (MANUAL)
OVERHEAD OUTLETS HOT AIR VALVE
j
i (MANUAL-OPEN OR CLCGED)
TO LOWER CABIN
AIR OUTLETS
GROUND BIXIWER
AND DEFOG DUCT
(AUTOMATIC)
AMBIENT (RAM) AIR

INLET CHECK VALVE
(AUTO)
PRIMARY JET PUMP

690B AUXILIARY JET PUMP
BLEED AIR SHUTOFF
BLEED AIR SHUTOFF
VALVES (OPEN)
BLEED AIR VALVE
CHECK
VALVES~ RAM AIR n JET PUMP
ASSY
R. ENG BLrEEDAIR~ WA~ER

TO VACUUM SYSTEM C~ PL-U *rs i SEPARATOR
L. ENG BLEED AIR~
HOT AIR YALVE

(MANUAL- OPEN
1~
TO AFT PRESS. BLKHD IJY~HEAT
OR CLOSED) EXCHANGER
OVERHEAD OUTLETS
COOLING
AIR
7 J
TO LOWER CABIN
GROUND BLOWER
AIR OUTLETS
(AUTOMATIC)
AND DEFOG DUCT
UOO’
ENGINE BLEED AIR AMBIENT AIR(RAM)

INLET CHECK VALVE
AMBIENT AIR
COMPRESSED nUT UR
COLD AIR
(ii~PIo) jl ]j
m~i CONDITIONED AIR
m;m SUPER COLD AIR
1"8~6
Figure 9-8. Override Condition
9-11
CABIN MAINTENANCE MANVAL COMMANDER
AUXILIARY JET PUMP BLEED AIR

SHUTOFF VALVE (MANUAL)
690A PRIMARY JET PUMP
BLEED AIR SHUTOFF JET PUMP
VALVES (OPEN)
RAM AIR
R. ENG BLEED AIR~

TO VACUUM SYSTEM
L. ENG BLEED
DIRECT BLEED ILlR
TO AFT PRESSURE BYPASS VALVE

BULKHEAD (MANUAL)
OVERHEAD OUTLETS HOT AIR
I (AUTOMATIC OPEN)
’7
TO LOWER CABIN
AIR OUTLETS
AND DEFOG DUCT GROUND BLOWER
(AUTOMATIC)
i
AMBIENT (RAM)
INLET CHECK VALVE zs 1~
(OPEN)
PRIMARY JET PUMP

6908 BLEED AIR SHUTOFF AUXILIARY JET PUMP
BLEED AIR SHUTOFF
BLEED AIR
VALVES (OPEN)
VALVES (MANUAL)
CHECK VALVES
RAM AIR
JET PUMP
R. ENG BLEED AIR

WATER
TO VACUUM SYSTEM C~I SEPARATOR
L. ENG BLEED AIR~
HOT AIR YALYE

T
TO AFT PRESS. BLKHD (AUTO OPEN)\
OVERHEAD OUTLETS
i
AI,
J
TO LOWER CABIN
GROUND BLOWER
AIR OUTLETS
AND DEFOG DUCT ~(AUTOMATIC)
‘YYLY
tNYIYUMlmI
´•(Ot 1Y11111~0
ENGINE BLEED AIR AMBIENT (RAM) AIR ;;IIII;

~MBIEIIT dlR INLET CHEC* Y~LYF
COMPRESSED HOT AIR (OPEN)

liin-ii;´•n~n COLD AIR
CONDITIONED AIR ."’YY.’1’"’ *111111110
´•YIIII 1IIIII1 111 I´•´•)´•r
L15IP SUPER COLD AIR

’0"1’
Fisure 9-9. *utom~)il Cooling Condilon

9118
OULFSTREAM SECTION M

690A/690B ENVIRONMENTAL
AUXILIARY JET PUMP

BLEED AIR SHUTOFF
PRIMARY JET PUMP
690A BLEED A1R SHUTOFF
VALVE (CLOSED)
VALVES (CMSED)
JET PUMP
RAM AIR
ENG BLEED
VACUUM SYSTEM
ENG BLEED
DIRECT BLEED
BYPASS VALVE
TO AFT PRESSURE
BULKHEAD
(CMSED)
OVERHEAD OUTLETS HOT AIR YAL
i (LAST TEMP POSITION)
TO LaWER CABIN
AIR OUTLETS
AND DEFOG DUCT
1 GROUND BII)WER
(AUTOMATIC)
AMBIENT (RAM) AIIi

INLET CHECK VALVE
(AUTO)
PRIMARY JET PUMP

690B AUXILIARY JET PUMP
BLEED AIR SHUTOFF
BLEED AIR SHUTOFF
VALVES (CLOSED)
BLEED AIR VALVES (CLOSED)
CHECK
VALVES~ RAM AIR A JET PUMP
R. ENG BLEED AIR WATER

TO VACUUM SYSTEM C P-41 p- 1 SEPARATOR
L. ENG BLEED AIR~
HOT AIR YALVE

.T HEAT
TO AFT PRESS. BLKHD (LAST TEMP
OVERHEAD OUTLETS POSITION)
TO LOW~ER CABIN GROUND BLOWER

AIR OUTLETS
,(AUTOMATIC)
AND DEFOG DUCT
AMBIENT (RAM) AIR i.....ii

"00’
1Y1"
1U"""
INLET CHECK VALVE II:..
1[Lml ~j
ENGINE BLEED AIR
AMBIENT AIR
’l’YYII"’"* *´•lliU111~
194816
figure 9-10. Rom Air Condition
9-19
ENVIRONMENTAL seOA/eDOB
d. Slowly open altitude ad)nstlng valve until altl- later faeepMe.

tude gage indicates SO, 000 feel, g. Remove screws on both sides of altitude adjust-
e. Close ola~8en supply shutoff valve. Again note ing knob.
system pressure gage reading and aircraft cabin tem- h. Remove bezel and gage lens from gages (turn
perature, eounterclocbuise) and remove regulator faceplate.
f. During a two hour test period, if system pres- i. Replace bezel and lens on gages.
sure gage reading falls (when adjusting to original j. Disconnect inlet and outlet Lubes from nipples,
temperature) a Leak e~dsts between the system shutoff remove regulator, and captubing andregulator nipples
valve and the oxygen outlets. to prevent entry of foreign particles.
g. If a leai~ is detected, remove upholstery panels
as required and trace leak by applying Type CG Sher- The installation of the oxygen regulator assembly is
loeB LeaB Dectector or equivalent. M~e certain thereverse of the removal procedure. Prior to in-
that leak detector solution used contains
no grease stalling faoeplate the altitude adjusting valve knob
or oil to contaminate oxygen system. After testing, should be temporarily replaced and an oxygen leak
thoroughly remove all solution to prevent corrosion. check performed. Rectorseal No. 15 or Mil-T-5542B
h. Replace faulty components, anti-seize and sealing compound may be used spar-
i. Repeat steps d. through h, until the system ingly on tapered threads of nipples to assure adequate
pressure gage reading remains unchanged for two sealing. When installation is complete an oxygen leak
hours, check should be performed.
OXYGEN OUTLET REMOVAL AND INSTALLATION.

*011
The following procedures may be used to remove and
The iollowing~hree checks maybe per- replace the oxygen outlets.
formed separately as deslredsince the
results will not necessarily indicate a. Turn altitude valve lolob to OFF posi-
system leakage, but valve leakage from tion.
section to section in the system. Do b. Disconnect oxygen mash line and lanyard pin
not farce any oxygen system valve from outlet. Allow system to bleed.
closed or seat seal may be damaged. c. Remove screws attaching outlet Loboxassembly.
d. Remove outlet from box assembly and supply
i. Close oxygen supply shutoff valve, bleed system line.
pressure to zero, then close the altitude adjusting e. The installation of the oxygen outlet is the re-
valve. Any increase an the copilot pressure gage verse of the removal procedures.
Indicates a leak in the oxygen supply shutoff valve.
k. Bleed system to zero, close altitude adjusting OXYGEN BOX ASSEMBLIES REMOVAL AND M-
valve and slowly open oxygen supply shutoff valve. STALLATION. Removal of o~gen box assemblies
Any increase recorded on the altitude gage indicates is accomplished as follows:
leakage through the altitude adjusting valve.

i. Close oxygensupply shutoff valve~ on oxygen cy- a. Remove panels and/or upholstery togain access
Ilnder and bleed system to zero. If copilot pressure to oxygen box assembly mounting bracBe~ and supply
gage and altitude gage painters do not return to zero, tubing.
the gages have been damaged and should be replaced. b. Disconnect supply tubing at unlan(s) immedi-
ately adjacent to outlet.
OXYGEN REGULATOR ASSEMBLY REMOVAL AND o. Remove oxygen box assembly and cap supply
INSTALLATION. To remove the oxygen regulator line to prevent entry of foreign particles.
assembly (see Figure 9-12), proceed as follows: The installation of oxygen box assemblies is the
reverse of the removal procedure. Prior to replac-
a. Remove safety holding valve open.
wire ing panels and/or upholstery an o~gen leak check
b. CLose shutoff valve oxygen storage cylinder.
on should be performed. Reotorseal No.15 or MIL-T-
c. Turn altitude adjusting knob clockwise until a 5542B anti-seize and sealing compound may be used
reading is obtained on altitude adjusting gage. Do not on tapered threads of nipples to assure adequate seal-
turn knob too far or damage to the regulator may re- ing.
suit. Donot smoke or allow open flames in or near
the aircraft during removal operations. OXYGEN REGULATOR ASSEMBLY REPAIR. Repair
d. Bleed all altygen outof oxygen distribution tub- of the oltygen regulator assemblies should be limited
Ing by opening anoxygenoutlet until the high-pressure to replacement of gages, gage Lenses, and gage be.els.
gage of the regulator assembly reads zero. If the altitudeadjusting valve (regulator) malfunctions
e. Remove altitude adjusting valve knob. return the regulator assembly to a certified repair
f. Remove attaching screws from corners of regu- station for overhaul.
9-20
DULFSTREAM SECTION M
COMMANDER MAINTENANCE MANVAL CABIN
690A/B90B ENVIRONMENTAL
COPILOT’S~
OUTLET
REGULATOR
BOX
PASSENGER OXYGEN
OUTLET BOXES SUPPLY
PILOT’S J(TYP)
OUTLET
BOX
4
1
OXYGEN A&
MASK
FLaW INDICATOR
RED TO GREEN
*01r
B
THIS OXYGEN MASK FOR PASSENGERS
ON 690A, 11100 THRU 11268 AND FOR
PILOTS ON 11100 THRU t1164.
llOTI
THIS OXYGEN MASK FOR PILOTS ONLY
ON 69BA, 11185 THRU 11288.
MASK
690A, 11100 THRU 11288 2PII
ligure 9-11. Oxygen ly~lsm (Ihse~l ol 2)

9-21
ENYIRONMENTAL 680A/B80B
COPILOT’S~
99
BOX
PASSENGER
OUTLET BOXES
iTi~
O PILOTIS I I
REGULATOR
OXYGEN
SUPPLY
OXYGEN
MASK
OXYGEN
MASK
e
´•oTr ´•o~i
THIS OXYGEN MASK FOR THIS OXYGEN MASK FOR
PILOTS ONLY. PASSENGERS ONLY.
890A, 11268 THRU 1~549, AND 690B.
Fisur~ 9-11. Oxyg´•n 5yll´•n (Shs.t 2 .f 2)
8-22
OULFSTREAM SECTION M
690A/680B ENVIRONMEEPPAL
GAGE
ACEPLATE
LENS
ALTITUDE
ADJUSTING GAGE 9 i i
BEZEL
aI
ALTITUDE
ADJUSTING
KNOB
Da
RETAINER
REGULATOR
ASSEMDLATTACHDJGSCREWS 2´•
FACEPLATE
ATTACHING
scnEws
~igure 9-12. Oxygen ReQulot.r *rreably
SEAT RING
ACTUATOR PIN
(CONNECTED TO MASK)
CAP ASSEMBLY LEVER

(SHOWN IN ON POSITION)
FILTER DIAPHRAGM
L" II
~igure 9-19. Oxygen Outlet

9-25
CAB~ MAINTENANCE MANUAL COMMANDER
TROUBLI PROBPIQLE CPIUSE RIMEDY
Cabin fails to pressuriee Depressurisatian switch left in the I Place depressurisation switch to
after takeoff. DEPRESS position. NORMAL position.
Landing gear g~ound contact switch Checlr electrical power on envlran-

m~functions in the closed position. mental control system circuit.
Perform ground operational chet
and note that bothautfiaw/saiety
valves open when CABIN DEPRESS
circuit breaBer is open and depress
switch is in the DEPRESS position.
Three-way solenoid air valve mai- Perform above procedure.

functions in tile ener~jzed position.
Cabin n~titude preselected to cruise Turn rate hnab counterdoeBwise

a~titude and rate Bnab selected to a for a slower rate of cabin change.
higher rate than aircraft
Bloded outflow vahie control cabin Perform ground operatlona~ cheelt

air filter or orifice, and note if either valve remains
open. If ne~ther valve remains
open, replace filter and oheok orl-
lice on outflow valve control.
Internal malfunction in one or both Replace filter, clean the orifice in

outnaw/safety valves, outflow valve control and perform
ground operational checlt. If either
valve remains open, remove and
replace the valve.
Internal malfunction in tile outflow Perform the two preceding

vzilve control. If they are satisfactory, remove and
replace outflow valve control.
Ram air checlr valve malfunction. CheoB and replace if re~uired.
Cabin pressuriaes to Loose or damaged pneumatic tube Inspect and replace all system tubes
maximum differential between static atmosphere and out- intereonneetlng the listed eompa-
pressure after ta~eaff, now valve control. nents. Perform ground operational
cheeB.
Loose or damaged pneumatic tubing Use preceding remedy.

between three-way solenoid air
valve and outnowjsaiety
valves.
Internal m?ilfunction in one or both Disconnect tube at each autnow/

outflow/safety valves. safety valve leading to the controller
and leak-chec~ the central chamber
of each v~ilue, supply B.O inches of
water negative pressure; ched
pressure increase. Pressure
increase must not exceed 0.8-inch
of water in one minute.
Malfunction in outflow valve control. Use preceding remedy. If the pre-

ceding remedy cheeBs satisfactory
then the trouble is ill the outflow
valve control. Replace outflow
va~ve control.
Agure 9-)4 Invironmental 5yrtem rroubls.hooting (Sheel 1 of 3)

9-24
COMMANDER MAINTENANCE MANUAL cAsnu
690A/6908
TROUQLE PROBPIBII CAUSI REMIDY
Cabin altitude decreases Plugged or damaged static atmosphere Check and repair static atmosphere
below selected altitudes. hlbe to outflow vahie control. tube. Check tube eonnectians.
Perform leak-check by disconnect-
ing the tube at the outflow vzilve
control. Supply 6.0 inches of water
negative pressure to tube end.
Check pressure increase. Pressure
Increase must not exceed O.lO-inch
of water in one minute far the out-
now valve. Perform ground ope-
rational check.
Minor leak in tube between outflow Perform above procedure.

vzilve control and outflow/safety vzilves.
Minor leak in outflow valve control. Check per the above remedy. If
the above remedy is satisfactory,
replace outflow valve control.
Minimum rates unbalanced:l Minor lenk in outflow valve control. Perform ground operational check.
down rate faster than up I I Remove and replace outflow valve
rate. Other rate opera- if minimum rate values exceed
tians satisfactory. I I tolerances.
Three-way solenoid valve malfunc- Check electrical power on enuiron-

HiBer unpressurized
tiolllng of the energized position. medal control system circuit.
operat~on before takeoff
and after landing.
Landing gear ground oontact switch Perform above procedure.
mi~functions in the open position.
Loose or damaged pneumatic tube Check tube connections. Perform

between three-way solenoid air leak-check by disconnecting the
valve and autnaw/safety v?ilves. tube at solenoid air valve. Supply
6.0 inches of water negative pres-
sure to tubing end. Check
increase. Pressure increase shall
not exceed O.j-inch of water in one
minute. Replace damaged tube.
Perform ground operational cheek.
Static air tube not reconnected to Check that static iur tube on oui-
Ca~cn exceeds ma~mum
differentia~ ca~ibrated outflow/safety valves when mainte- flow/safety valves are connected
nance was performed. securely. Perform ground opera-

setting,
tional check.
Loose ordamaged pneumatic tubing inspect, repa~ror replace tube.
from part of outflow valve or safety Perform ground operationsil check.

valve to atmosphere.
InternL malfunction in outflow valve. Perform ground operational check

and note the cabin-to-atmosphere
pressure differenti?il on each valve
to confirm aperat~an.
Internal malfunction in safety va~ve. Same as above procedure.
Pressure gage defective. Check and replace gage if

required.
~igurs 9-14. Invironment.l Sy.lem T..ubl´•~hoofinp (Shaet 2 of 3)

9-25
SECTION M OULFSI~EAM
ENVIRONMEI\PPAL 890A/880B
TROUBLE PROB~BLE CAUSI RIMEDY
Cabin climbs and descends iderna~ mzilfunotian in outflow va~ve Perform ground operational check
at a fixed rate regardless control, to confirm that outflow valve
of rate selection. has no rate aperat~on.
Cabin rate exceeds the Rate selection on controller set to increase rate selection or decrease
selected rate vi~lue during slow. System an positive differential aircraft rate of climb.
a~rorafi climb to cruise control.
altitude.
Mi~lfunction in outnaw valve control. Increase rate selection or decrease
aircraft rate of climb. Perform
ground operational check to confirm
that outflow valve control has no
rate operation.
Cabin pressure rapidly Malfunction in outflow valve control. Perform ground operational check
increases br decreases to confirm that autflaw valve con-
with reseleetion of cabin trol has no rate operation.

i~titude. Rate values
greater than those
selected, but system
will stabiliee at the
selected cabin altitude.
Cabin altitude exceeds Loss of airflow into cabin. Cheek aircraft inflow system.
selected value.
Aircraft altitude exceeded positive Adlust higher cabin selection or
differential pressure value. lower aircraft altitude.
Internal malfunction in outflow/ Perform leak-check by disconneet-

safety valve. Ing the tube at the static air part of
outflow/safety valves. Supply B.o
inches of water negative pressure
to the port. Check pressure in-
crease. Pressure increase must
not exceed 0.5 indl of water in one
minute. Perform ground

check.
Internal malfunction in me safety vahre. Same procedure as above.
Internal ma~funotion in the outnaw Perform same as above.
valve control. If the above procedure is aatisfac-

Lory, then the outflow valve control
should be replaced.
EiQure 9-14. Environment.l 5y~,s. Troubl´•lhooting (Shest 3 of 3)

9-28
SECTION
ELECTRICAL SYSTENI
OULFSTREAM
COMMANDER MAINTENANCE MANUAL SEC7I0N X
0O9A/6908 ELECTRICAL
SECTION X
ECECTRICAL SY STEI~
T*BLI Os CONTINTS
Page Page
GENERAL DESCRIPTION 10- 1 Fuel puandty Indicator 10-19
POWER DISTRIBUTION 10- 1 Fuel Vent Heaters 10-14
Battery 10- 4 INSPRUMENT CIRCU~PS 10-14
Battery Temperature Monitoring System 10- 4 stall Warning System 10-15
External Power 10- 4 Tachometer-Generator 10-15
Starter-Generator 1U- Beta Lights 10-16
Circuit Brealrer Panel.............. 10-10 Rudder and Elevator Trim Tab
ANNUNCIATOR SYSI~EM 10-10 Position Indicators 10-16
Annunciator Panel Lamp Replacemel,t..... 10-10 Ailemn Trim Tab Po6~hon Indicator....,. 10-18
LIGHTING SYSTEM CIRCUITS 10-10 Flap Positjm Indicator 1D-1S
Interior lights 10-10 Stall Warning Heaters 10-19
Exterior Lights 10-11 MLSCELLANEOUS CIRCUITS 10-19
BYDRAUL1C BY~EM ClleC~TS 10-12 Cabin Door Lock and Warning Light 10-19
Hydraulic WutotiValve 1(1-12 Cigarette l~ter 10-20
Awdllpry Hydraulic Pump 10-13 Electric Windshield WLper 10-20
IWER PLANT
CIRCUITS 10-13 Spare Wirer; 10-21
Propeller Unfeathedng Pumps 10-13 ELECTRICAL SYSTEM REFERENCE 10-21
FUEL SYSTEM CIRCUITS 10-13 ELECTRICAL DIAGRAMs 10-21
Fuel Boost Pumps and Shutoff Valves 10-13
GENERAL DESCRIPTION
The primary source of electrical power for Ule 28- panel (voltage regulator) installed in each slarter-
volt de electrical system installed in the aircraft generator circuit which prevents generator motoring.
ronsiats of two 3o-voll, 300-ampere engine-driven The voltage control panel also the output
starter-generators. Electrical power may also be voltage of the generator.
obtained from two air-cooled 24-volt lead acid, or
niebel-eadmlum storage baneries and from an exter- .ireufis for the aircndt lighting sps\ems,
Mlpower connected to Be external power
source
electrically-opcrated motors, and other electrical
receptacle. The batteries will provide 6ullieied circuits are protected by circuit breakers and fuses.
power for starting the engines in ad8tiun to furnisll-
ing an emergency source of electrical power in tile
event both generators fail, An extcrml power source
should be used when performing m~inlcllance which POWER DISTRIBUTION
requires electrical power. On model 690/\, 11100
thru11268, a reverse current relay is installed in
eachstarter-generator circuit to prevent generator The nlain power bus, Located in the contactor ban, re-
motoring. Voltage rcyLsLors reblllatc Ule output ccives electrical power from three possible sources:
voltage of the generators. an eirternal power unit the aircraft battery system,
or tile aircraft darter-generator. The main bus then
On880A, 11249, 11269 Ulru 11349, and G90n, rrverse
distributes electrical power to various control and
current protection is controlled by a voltage control distribution Duses through remote reset circuit break-
10-1
MAINTENANCE MANUAL
880A/680B
690A, 11180 THRU 11248,
1Ir
___~_1 j
´•u
I,
IN BATTERY SELECT POSITION 1,
FROM AIRCRAFT BYSTEM (NO GROUND

olu K19X2).
M BATTERY SELECT POSITION 2,
FROM AIRCRAFT SYSTEM (NO GROUND

ON K20X2 AND K22X2)
;e3
i,,,,, 11269 THRU
;I
~ilurs 10-1. B~lf´•ry r´•npar~lur´•

GULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION X
690A/6908 ELECTRICAL
690A, 11100 THRU 11120.
B~o
itn CLB N
to palra
I lie LINT
~HP
Btlp BLII 9"5: liom
r r
a a
r Q r
690A, 11121 THRU 11214.
4~ Item O
rND ~NT h iiY10
1O01
1.IM 8*1 HO1 43 1~:1 NLIIV PLol
1( Youl
a a
M*X
I
110
llOP IIN~ LOW LULL Q O~N TtN Ooos .NIV Hr i~.l I
690A,11215 11349.
":I~’ O
r
~4
a a
I sao~ IIN~ LOW iUil aj ilN OiN B L)OOs IINIIV Nrs* a
890B
a a
r P.o"’"’ i""’"" Q r
i" ""’I
Figure 10-2. I\nnund~or
ers as shown in Figures 1(I-1 and 10-2. The control Remote reset circuit breakers (RCB) are installed in
bus has an alternate
power supply from start bus. control, distribution, cabin and optional ramo busses.
In the event of a control bus or distribution bus fail- The remote reset circuit breaker (RCB) will trip due
ure, as indicated by a bus off light, transfer of elec- to an eaoessive overload or a faulty grounded circuit.
tricalpower from one bus to another can be aeeom- The indication of trip in the cockpit will be by trippine
plished by isolating the electrical fault and closing of its control circuit breaker or circuit breaker s~tch.
the appropriate bus tie circuit breaker. Loss of elec- The remote reset circuit breaker can be reset by re-
trlcal power to the respective radio bus can be deter- setting its control circuit breaker or circuit breaker
mined by the failure of equipment on the affected bus. switch. Before resetting the remote controlled cir-
The cabin bus Located on the forward side of the aft clut breaker isolate the faulty circuit(s) which are
pressure bulkhead is powered through a remote reset sbarted or overloaded.
mrcuit breaker. The cabin bus control switch in the
overhead switch panel is a circuit breaker type switch The followmg precautionary measures should be
and when tripped can be reset by returning it to the taXen when performing maintenance on the electrical
CABIN position. system.
10-3
GULFSTREAM
SECTION X MAINTENANCE MANUAL COMMANDER
ELECTRICAL 690A/690B
a. Never remove or replace electrical e~ulpment light in B~e annunciator panel. The amber light on
with electrical power on, the indicator face labeled 1200 will illuminate if the
LI. Wnen replacing pratect~ve devices, circuit temperature of either battery reaches 1ZOoF, see
breaker and fuses, they should be of the same type Figure 10-3. A red Ughi labeled HOT illummates
and siz~e tamps). if the temperahlre of either battery reaches 1500F.
c. Any wiring repairs should be in compliance A BAT HOT light panel will a~so
in Ll~e aw~unciafor
with FAA Advisory Circulars. illuminate simultaneously with the HOT light. If an
annunciator illuminates, the temperature indicator
must be checked to determine which battery is hotter
BATTERY and has activated the annunciator. The three-position
battery select switch located adlaeent to the tempera-
Battery Bower is supplied by two ail-volt baneries ture mmcator allows either battery to be isolated
installed in the aft fuselage. from tile aircraft electrica~ system. The switch nor-
mally remains in the DOTH pasitian.
The number one battery is grounded throug]l the bat-
tery start contactor (K22);and connected to the start (690A 11100 thru 11268). hi the event a battery over-
ms. Tile number two battery isgrounded to the air- heats, battery select witch is placed to either 1
the
frame structure and connected to the main bus by of the 2 to select the battery with the normzil
BLC-2 (batterviineeontactar K19). Each cantactar temperature range. This isolates the hat battery.
is controlled by the battery ssitch installed in the
overhead switch panel. When the battery switch is in (690A 11249, 11269 thm 11349). If a battery aver-
the BATTERY pasitian, theba~tery contactors connect heals, the battery selrct switch is pushed in and
the batteries inparallel to the ma~n bus. The main rotated in either the number 1 or the number 2 pasi-
bus in turn supplies power to the switch and circuit tron to select the battery nU1 the normal temperature
breaker panel control and disVlbut~oa buses. The range. This isolates tile ~,ot battery.
batteries may be connected either in series or par-
allel to the starter bus far the engine starting se-
EXTERNAL POWER
quence by placing Ule external power control switch
in either the SERies or PARallel (EXT PWR) po9-
tion. Tile SERies battery yositian is selected when An eliternat power unit may be camlected to the a~r-
tile ambient tempersturei. below OOC or above 3ZOC. craft electrical system at the extern?il power recep-
Series will improve starting capability in cold or tacle, located just aft of the baggage door. As far as
hot environmental sonmUons. Allow amperage to practical, the eaernal power source should be used
decrease to less than 250 amps(69oA), 200 amps for maintenance when electrical power is req~red.
Batteries should not be connected La the external
(690B), starting second engine. A para~lel
before
(PAR) battery position is selected aiien the ambient pDwer source for an extended period of time. They
temperature is between OOC and 320C, or starting may be disconnected utilizing ELCON connectors at
warm engines. Allow amperage to decrease to less each battery. Tile enternal power receptacle is elee-
than 250 amps(690A), 200 amps (690I1), before t"c~illy connected to the enternal power contactor
starting second engine. (K23), which is connected to the start bus and con-
trolled by the eldernal power switch. An overvoltage
On 890A aircraft the battery select switch located in relay (K30) is incorporated in the circuit to limit
the pilots control pedestal must be in the BOTH start bus voltages. When e~ernal power is applied
position to place the batteries m ei0ler SE~se or at the receptacle and the enternal power switch is
PAR2llel. placed in the EXT PWR position, power is supplied
to the start bus, located in the de contactor box.
011 690B aircraft, parallel battery start on the sec- Enternal power source connected to a~rcraft electrical
ond engine should be made with the aid of the generator system should he regulated at 28-volt de and should
on for the opent~ng engine. When making a series be capable of provldinp. 16 volts and 800 amps durine
start Lhe second engine, the generator of opera-
an engine starting cycle.
I ting engine must be turned off (refer to Figure 10-5).
Battery ma~ntenance instruet~ons are containedin
Section II of tius manual.
CAUTION
BPITTIRI TEMPTRATURI MONlTORINO S~STEM
On model 690A aircraft, a battery temperature moni- Do not use an external power source
ioring system is incorporated in the battery control which produces in excess of 1000 amps
system to give ind~cptian of an overheated battery. hiring initial start sequence. A source
This sybtem monitors and indicates the temperature that can provide greater than 1000 amperes
of each battery tilrough a sensor insta~led m each will produce arcing which can progress
battery, amber light, red light and temperature to dsmsge slarter %enerator brush holders
inmcators in the pilots control pedestal and a red and commutator.
10-4
OULFSTREAM
ELECTRICAL
69DA/B90B
TIOUBLB PROBIBLF C*UII RIMIDY
Na excitation generator due to shunt Check continuity of circuit from

No Voltage. on
field Circuit being open. This may generator positive field terminal,
result from faulty connections, faulty through regulator and back to
regulator or open field. generator positive terminal.
Check resistance of generator
field.Check contact between
regulator and contact springs an
mounting base. Correct wiring
if it is defective. Replace gen-
erator or regulator if open cir-
euited or short eircuited.
Defective generator. Remove and replace generator.
Defective voltmeter or voltmeter Cheer with anatl~er voltmeter.

connections.
Voltage too low. Faulty regulator adlustment. See paragraph on Carbon Pile
Yoltage Reylator
Engine not up to speed. Bring engine up´•to that speed

which makes the generator run
at minimum speed for regulation,
or faster.
VoltaBe tao high. Faulty regulator adjustment. See Remedy for Voltage too low.
Regulator coil circuit open. Check contact between regulator

and contact springs on mounting
base. M this is good, unplug
regulator and check continuity
d po\ential ao~ cyam. It de-
fective, remove and replace
regulator.
Unstable operat~on. Faulty regulator adjustment. See Remedy for Voltage too low.
Incorrect generator characteristic Correct brush setting on generator.

may cause regulator instability. See generator manufacturer’s
Check regulator an another generator instructions.
to determine if fault lies with generator.
690A -11100 THRV 11226
Figure 10-3. Volt.B. Ilegulafor rmublslhoofing

10-5
OULFSTREAM

ELECTRICAL 690A/BgOB
TROUBLI PROBABLI C*USE RIMTDY
No an generator due to shunt

No eaeitatian Chech continuity of circuit from
Yoltage.
being open. This may
field circuit generator positive field terminal,
resu~tfrom Laulty connections, faulty through voltage control panel and
voltage central panl or open field, bacli to positive Lermin-
al. ChecK resistance of generator.
field. Correct wiring if it is de-
tective. Replace generator or
voltage control panel ii open circuit-
ed or short circuited.
Defective generator. Remove and replace generator.
Defective voltmeter or voltmeter ChecB with another voltmeter.

connections.
Voltage too low. Faulty voltage control panel. Remove and replace voltage control
panel.
\ioltage too high. Faulty voltage control panel. See Remedy for Voltage too los.
Unstable operation. Faulty voltage control panel. See Remedy for Voltage too low.
hicorrect generator eharaeteriatio i Correct i~UBh setting on generator.

may cause voltage control panel in- See generator manufacturer’s
stability. CheeB voltage control panel instruetians.
on another generator to determine if
fault Lies with generator.
690P. -11227 lHRU 11349

6908 11350 AND SUBS
Figure 10-4. V.ltoge Control P.nel Troublerhooting
10-6
GULFSTREAM
ELECTRICAL
690A/690B
mhaled if a particular generator is not connected to

porer may be connected to the m;un bus by
the main bus. Voltage regulators and overvoltage
placing thebattery switch in the oN position. The
colltrol bus is powered by the external power when control circuits are contained within voltage control
PWR position, panels. These voltage control panels, located im-
the power switch is in the
and power issupplied to the distribution bus when the mediately aft of the contactor bon on the left side of
battery switch is placed in the ON position. When the fuselage, control the output voltage of each starter-
edernll porer is switcned on with the battery switch generator by monitoring and regulating the generator
field voltage. The aft voltage central panel controls
in OFF position tile two distnbutian DUS OFF lights
must illuminate to indicate absence of electrical the output voltage of the right starter-generator,
mstri- while the forward voltage control panel controls the
power at circunt breaker and overhead panel
bution busses. The two distribution BUS OFF annun- left starter-generator. When properly adjusted, the
eiators must extinguish when battery switch is turned voltage control panels also aid in paralleling the eur-
the rent output from the generators. The overvoltage
on, regardless of whether battery is installed in
circuits incorporated in the voltage central panels
airplane or disconnected electrically by ELCON con-
protect the eleetrieal system m the e‘ient at

neciors on battery.
regulator circuit malfunction. Reverse current pro-
soltap~a
tection for each generator circuit is provided by the
STARIIR-OENSRPITOI( (690A 11100 thru 11226). voltage control panel to prevent reverse flow to the
generators.
A S0-uolt, 3(10 amp starter-generator is installed on
the upper Left side of the reduction gear housing of CARBON PILE YOLTAGE REGULATOR (890A
each engine. The generating mode of the starter- 11100 thN 11228). The e~ectrical equipment must
be activated at engine idle rpm, by reach normal operating temperature before the
generator can
cycling the generator control switch to its OFF/ vollage regulators can be accurately ad)usted. It
RESET position and then returning it to the on posi- is, therefore, recommended that final adjustment
Lion. generator control switch in the on
With tlie ofvoltage regulators be accomplished immediately
generator is connected to the main bus,
the after ilight. Use a precision voltmeter of Bnown
position
Each starter-generator is provided with a paralleling accuracy to ehech voltage readings when adjusting
circuit toassure that aircraft electrical Load is snared voltage regulators. An intercommunication cord
Generator Light, between the cocrplt and aft baggage compartment
properly by bothstarler-generators.
Located in the annunciator panel (see Figure 10-4), is Will assist in voltage regulator ad3ustment pro-
illuminated if a particular generator is not connected cedures. To adlust the voltage regulators proceed
to the main bus, Voltage regulators, located imme- as follows:
diately aft of the contactor box on the left side of

ioselage, control the output voltage of each starter- a. immediately after Landing, head aircraft into
generator by monrtoring and regulating the generator wind and turn right generator switch to OFF/RESET.
field voltage. The aft voltage regulator controls the b. Turn oflall possible electrical Load on aircraft
output voltage of the right starter-generator, while electricalsyslem.

theforwardvoltageregulator controls the Left starter- c. engine operating at 96 percent engine
With left
generator. Whenproperlyadjusted, thevoltage regu- rpm, precision voltmeter negative lead to

connect
lators a~so aid in paralleling the current output from negative test jack in forward voltage regulator base
the generator. Overvoltage relays are incorporated (Left starting generator).
in the starter-generator circoits to protect the lect- d. Connect positive lead of voltmeter to any con-
rical system in the event of a voltage regulator mal- venient post on the main bus in de contactor ban and
function. Areverse current relay far each generator adlust regulator voltage to read 28. 7 (-0, i, 2) volts.
circuit is installed in the contactor bon to prevent Turn regulator adjusting screw clocrwise to increase
reverse current flow to the generators. voltage and counterclochwise to decrease voltage.
e. With right engine operatingat 96 percent engine
rpm, connect precision voltmeter negative lead
to
LT*IITIR-OINIRATOR (690A 11227 thru 11349, and test jack in aft voltage regulator base (rlght starting
690B). generator). Repeat step d. for right voltage regu-

lator adlustment. Left generator should be off.
A 300 amp starter-generator is installed i. With engine speeds synehronised at 98 percent
30-uolt, on
the upper left side of the reductiol~ gear housing of engine rpm, place both generator switches in ON
each engine. The generating mode of the starter- posii~on.

generator can beactivatcdat engine idle rpm, by cycl- g. Turn on all manimnm possible load to aircraft
ing tlie generator control switch to its OFF/RESET electrical system.

pnfimonaodthen returnuy U to the Wub h. Read and record am~erage at ~eneratars, as
thegenerator control switch in ti~e on position the gen- indicated the ammeters installed inthe right over-
on
erator is connected to the main bus. Each starter- head switch panel, witl~ various electrical loads ap-
generator is provided w~th a paralleling circuit to plied to tile electricalbuses. parallel generator aut-
assure thataircraft electrical load is shared properly put as follows:
by botll starter-generators. Generator ligi~ts, locat-
1´• Turn paralleling adjustment of
ed in the annunciator panel(see Figure 10-4), is illu- screw
10-7
SECTION X OULFSTREAM
ELECTRICAL MAINTENANCE MANUAL COMMANDER
680A/690B
"L(’sr*l Llmll
.rnnnnnnnnri
i,.. L.II_IUUUIIUUU o
ICIOCIUCI1
h I
6- :O. .
at ~1u i0i 0l*""""’

o
´•´•:I´•´• og..
ZIIIJDI~
RoTaRv
SWITCH
PL"TE
METAL
P*NEL
ELPANEL
i
JaM8 NUT
SWITCH SHAFT
L
SCREW
KNOB
KNOB
d
SET
SCREW
NOll
SWITCH SHAFT MUST BE

ROTATED TO FULL COUNTER-
pasnos Hla
SET SCREW TO ALIGN WITH
SHAFT HOLEINSHI\FT
SETSCREW
Irsfsl to Notel
690A, 11184 THRU 11349, AND BgOD.
Figure 1D-S. Ovsrhasd Switch Panels
10-8 Re~osion 2
GULFSTREAM SECTION X
COMMANDER MAINTENANCE MANUAL ELECTRICAL
690A/B90B
notch cloelnvise to increase amperage ontput. c. Check Left generator central unit voltage
uol~age regulator supplying higher amperage .ettllig, at the main eleehiealbus. Vnlfage rea~iry
one notch eoulltcrcloekwise to decrease amper- slia~L be 23.8 (I a.l)volts. (Left engine shall be
age output. aperat~ng at 96~a engine RPM and left generator
2. paralleling adjustment screw of
Torn should be on.)
voltage regulator supplying luweramperageone
3. Repeat steps 1.and 2. until amperage
outputof each generator readswithin 30 amperes NOII
of tlie other when a heavy electrical Load is
the aircraft electrical system. If voltage readlny is not within tolerance,
placed os
DO NOT attempt to adjust the generator
contralunit. The control units are
adjusted by the manufacturer. Maintenance

CAUTION of faulty generator control units sha~l be
Limited to removal a~!d replncemenl.
Prior to removal and replacement of
Observe ITT andail temperature Limits generator central unit thoroughly check
~luring ground operation of the engine, airplane wiring for contlnnliy.
SOLID STATE VOLTAGE REGULATOR (GENERATOR

CONTROL UNIT). (690A, 11221 thru 11349, and 6908.) d. Depress left generator switch to OFF/RESET
The generator control units should be checged when- position.
ever the de system voltage indicates the requirement
Depress right generatar switch to n position
ior a clleekost. epdpment mustreach
The electrical
right engine operating at 96’6 engine
,,d with
normal operating temperature before the generntor RPM, check rlglt generator control unit voltage setting,
control unit can be accurately checked. Therefore, at Ule main electricalbus. Voltage reading shall be
it is recommended that checkout of the generator 28.8 (f o.l) volts.
control units be accomplished immediately afterllight. f. Turn on maximum possible electrical load
and check that right generator voltage at main elee-
NOII trical bus remains within tolerance, 28.8 (1 O.l)volts.
It is recommended that an intercom- g´• Depress right generator switch to the OFF/
munication system between the cockpit
RESET position and depress left generator switch to
area and the aft fuselage area be used to
the L position ton). Witll maximum possible elec-
assist checking control unit setting.. trical load still on, check that Left generator control
unit voltage setting at main electrical bus is within
To check voltage settings, proceed as follows: tolerance, 28.8 O.l)volts.

II. Depress right generator switch to R position
(011) and check voltage at main electrical bus for
CPIUrlON 28 (1 0.1) volts.
i. With both generator switches in L and R
Observe ITT and oil temperature Limits positions read amperage of generators on vollam-
of the meters, located on overhead switch panel. Difference
during ground operation ellgjnes.
of amperage reading on indicators shall not exceed
15 amps.
NOIE
NOTI
Use a Simpson No. 480 digital volt-ohm
The generator control units contain an
milliameter with 0.1% accuracy, or
automatic par~lelmg feature and have
equivalent, to check voltage readings on
external adjustments. If readings
no
tile ma~n electricail bus. not aiMn
are tolerance, remove and
replace iwlly generator control unit.
a. Immed~ately after Lalldlng, or after engines Operational Check of Generator Control UIUts.
Ilaue been runmng a minimum of 10 minutes, head
airplane into tile wind and depress right generator An operational check of tlle generator control units
s\ntch to the OFF/RESET position. must be performed to cl~ecr for proper central func-
b. Tom off all possible electrical load an air- tlons within the generator controlodts. Proceed
plane electrical system. as follows:
Revision 2 10´•8A/10~88
690A/B90B
NOTI b. MomenlaNly short terminal S3 of CS-2 to alr-

frame ground. Right generator (R OEN) Light on an-
During operational clieeh procedures nunciator panel wlllilluminate, indicating Llie trip
do not have enternal power connected function has operated and generator line contactor
to the airplane. The generators will i~ns opelled. Depress rigl,t generator switch to OFF/
buildup voltage, but will not be con- RESET position and then to R GEN (ON) position.
nected Lo the bus during use of enternal Right generator will came baer on line. R OEN light
power. on alumneiator panel will entinguish, indicating reset
function has operated.

a. Make a parallel battery start on Left engine
with left generator switch depressed to the L posi- Reverse Current Cutoff Checli.
lion toll).
b. Chec~ that left
generator automatically goes To cheeh reverse current cutoff, proceed as follows:
on line between 60 and6SB engine RPM.
c. Wait until airer amperage readillg of Left *01r.
voltummeter has dropped below 50 amps. Depress
loft generator swilell to the OFF/RESET position. After every 50 hours of airplane opern-
d. Maire a parallel battery start on right engine lion, or whenever a gel~erator, generator
wiU1 right generator switch depressed to R ton) control unit, or engine control switch
position. has been replaced, cheer reverse
e. Chedi that right generator automatically current cutoff.
goes on line between 60 and 65% engine RPM.

with Pnsbles Nnlune and;u~ olpc,dal lard
of 20 (f 5) amps, depress left and right generator CAUTION
switches to the OFF/RESET posilian.
g. Depress battery switch to the OFF position.
h. Depress left generator switch to L position Observe ITT and oil Lemperab~re limits
ton). The left generator voltage will build up and during ground operation of tile engines.
come on line.
i. Depress Left generator switch to OFF/RESET
position, and depress right generator switch to R
position ton). The right generator voltage will build a~ Have bath engines running, both generators on
up and come on line.

al~e, and ~attcry switch in BATTERY position.
b. Shut down left engine, leaving left generator
NOII
switch in L position tan). Check that left generator
The generators must come on line light (L GEN) on annunciator panel comes as, inm-
without any assistance from the eating that reverse current contactor ilas opened,
batteries. diseonneeting the left generator irom tile main bus.
c. Shut down right engine, leaving right genera-
tor in R position ton). Checlr that right gen-
Trip-Reset Cheek. ~efer to Figure 10-1-3.)
erator Light (R GEN) on annunciator panel comes on,
To cheelt the trip-reset function, proceed as follows: indicating that reverse current contactor has opened,
disconnecting the right generator from the main bus.
NOll
Both engines runnily, power levers OVERVOLTAGE RELAYS (690A IllO(lihru 11226).
set to GND IDLE position, both The overvoltngo relays are simple mechanisms,
p’ecise inoperation and rugged in design. The units
generators on line, and battery switch
in BATTERY are ilsed ineonjunetion with the voltage regulators
position.
and tl~o startcr-gcneratnra. The overvoltage relays
are factory set to open wl,cn Ule starter-generator
a. Momel~tnrily short terminal S3 of CS-I to air-
frame ground. Left generator (L GEN) light on an- output voltage oxceeds 29.1 to 30. 9 volts. Correct
nunclator panel will illuminate, indicating the trip operation of tl,o overvoltage relay may be ascer-
hactial~ has operated and generator line contactor tained by tile following method: Disconnect all leads
Ilas opened. Depress leitgenerator switch La OFF/ from the relay. Connect the posit~ve lead of a vari-
RESET position and tllen to L GEN (ON) position. able de power source with voltmeter to relay ter-
Left generator will come back on line. L GgN ligllt minal number (2) keeping initial voltage at 20 volts.
on annunciator panel will extinguish, il~dioating reset

Attach negative lead of the same power source to
function has operated, relay terminal(3). Gradually increase the voltage
Re"sion 2 10.9
SECTION X GULFSTREAM
ELECTRICAL MAINTENANCE MANUAL COMMANDER
890A/690B
of tile power supply to a manimum of 90. 9 volts. c. Gently position quick-disconnects and
Check voltmeter for voltage reading dlen relay wiring sothey will be stored out of the way during
closes. The relay should close when voltage is final installation.
29. 1 to 30. 8 volts. The voltage adlustmel~t increase d´• Position electrolumincscenl panels for instal-
Lor relay aetuatlon hl~ould be mirds slowly as this is izition and secure to metal plate with attaching
a slow responding overvoltage relay. If necessary (6 per panel).
adlust actuat~an point of overvoltage relay. If relay e´• Install knobs and secure wrU1 alien (set)
does not respond to adlustment, replace the relay. screws.
11011 NOI´•I
tile FUEL-HYDR switch shaft must be ro-

Overvoltage relays are adlusted by
manufacturer at 30 volts (i 0.9) volts. tated to full counterclockwise position
for setscrew to align with hole in shaft.
SWPICR REMOVAL(690A, 11184 thru

11344, and 690B). To remove the FUEL-HYDR
CIRCUI~ BRIAKIR P*NEL
switches from the Overhead Switch Panel, proceed
follows (refer to Figure 10-5):
Most electrical systeals in the airplane are protected
Ensure that electrical power (BATTEAY by circuit breakers. These circuit breakers are the
switch) is OFF and OPU is disconnected, posh-to-resei one-hole mounting type and are inslnll-
ed in a circuit breaker panel mounted under the right
instrument panel. The metal circuit breaker panel is
oavored bp .1 inbe ynnsl.
I eaUTIOK1
CAVIION
CII(CUIT BREAKER PANEL REMOVAL. To remove

the circuit breaker panel, proceed as follows:
When removing electroluminescent panels
be careful not to damage electrical wiring
and connectors. Do not allow panel to hang
by electrical wiring. Panels have to be
CAUTION
supported or damage may occur to electro-
luminescent panels.
Wl’en removing the circuit breaker
Loosen alien screws (set screws) on all knobs
pa"el, tile battery cable should be dis-
Lace of the electroluminescent panels and remove
connected from the battery.
Remove attaching screws securing electro-

panels (6 per panel).
a. Remove the tliree screws from the front of the
d. Carefully remove panels, enposing the wiring
elsctroluminescent panels. false circuit breaker panel.
b´• Pull the false panel away from the metal panel.
Grasp wires and gently pull down until quick
disconnects and airplane wirhg are enposed. Dis- c´• Disconnect the electrical connectors forward of
the electroluminescent panels. the circuit breaker panel.

i. Remove screws ti~at secure switch, plate, and d´• Remove the four screws attaching the metal
the
spacer to metalpanel. Remove spacer and switch. panel and remove panel.
CIRCUIT BREAKER PANEL ~STBLLI\TION. install

FUEL-HYDR SWITCH INSTALLATION(BBOA, 11184
the circuit breaker panel follows:
11544, and 690B). To install the FUEL-HYDR as
switches in Overhead Switch Panel, proceed as
follows (refer to Figure 10-5): a. Connect the electrical connectors to the panel.
b. Place circuit breaker panel in position;lnd in-
a. switch, plate, and spacer to metal
Secure stall tile attaching four screws.
with
attaching screws. c. Colilloctbattery to tile system.
b. Connect the electrical wiring for tile electro- d. Clleek for proper operation of systenls.
luminescent panels at the quick disconnects. c. Install false panel.
10-10 Revision 2
COMMANDER MAINTENANCE MANUAL ELECT~ICAL

eooa/sson
ANNUNCIATOR SYSTEM LIGHTING SYSTEM CIRCUITS
An annunciator panel (see Figure 10-4) installed in INTIRIOR LIGHTS

Llie glaresllield monitors various
a~rplane systems as
indicated by the annunciator panel. In the event of a The interior lights include instrument lights, ouer-
system failure or if an unsafe flight condition should head panel flood lights, instruction ligllts (fasten seat
occur, tile respective annunciator Light for the sys- belts-no smokily), baggage compartment lights,
tem being monitored will illuminate and corrective cabin and passenger reading lights, indirect lighting
action can be Laren as necessary. (R and L overhead cornice trim), magnetic compass
light, map lights, instrument post liglds, courtesy
lights, and electrolaminescent panels. The cabin
*NNUNCI~TOR PAN6L LP~MP RIPLACIMINT indirect Ligllting is powered from the central bus and
controlled by a switch in die overhead switch panel.
Replacement of Lamps within the annunciator panel is Some panels use two sources of power for lighting,
accomplished by pulling the test button knob from the see interior lighting circuit. The instruction lights
test switcll and removing the extreme outside screws circuit is controlled by a switch instilled in the over-
that exposed when the test imob is removed (see

are head switch panel (see Figure 10-i). The baggage
Figure 10-4). Remove the same screws from the compartment light circuit is protected by a fuse in-
right side of the panel and remove annunciator Legend sta~led in the contactor box. Tile pilots and copilots
panel. Tile lamps can now be removed. flood lights are powered from the miscellaneous
circuit breaker. The flood lights, instrument panel
post lights, pedestalpostligllt, are controlled by
dimmer controls in the pilots service panels (see
Figure 10-’i). A dimmer control in the switcll panel

CAUIION controls ti~e electroluminoscent panels (see Figure
10-B). The power supply far the eleelrolumlnescent
panels is located on the noor of flight compnrtment,

Airplane battery switch and enternal right side of control quadrant pedestal, forward of
power salteh must be in the OFF posi- the landing gear and wing nap central valve (appli-
tion when removing lamp. cable to Model BsOA airplanes and Model 690B air-
Relision 2 10-10A/10-10B
GULFSTREAM
COMMANDER MAINTENANCE MANVAL SECTION X
asoa/sson ELECTRICAL
L~""J
´•O a
Figure 10-6. PiIot. Servi~e PanslI
planes, serial no’s. 11SSU thru 11383, prior to installed in the cabin door funot~ons when the cabin
corporation of Raoliwell International Custom Kit switch is placed in the courtesy Ught position. Power
No. 130). for the courtesy light is directly from the battery
through a time de~ay circuit in the de contactor box.
HOTI This time delay circuit wiu automatically shut off
the light, in the event it is not shutoff manuillly,
The power supply for the electrolum- and prevent a power drain on the battery.
Lnescent panels is located in the
pressure side of the aft pressure WDIRECT FLUORESCENT LIGHT LAMP REPLACE-
bullihead for Model 690B airplanes, MENT
sertalno’s. 11584 and subs, and
Model 690A airplanes and Model 690B The lamps of the indirect nuorescent lights may be
airplanes 11350 thru 11383 after in- removed and replaced when necessary. Be aure the
corporation of Rodwell International electrical system is off when removing Lhe lamps.
Custom Kit No. 130. Weer lightweight rubber gloves or place a tacky sub-
stance on the finger Lips to help facilitate removal of
When the battery sw~teh is in the BATTERY posi- the lamps.
Finger tips should not be damp or wet as
tlon, a light in the baggage compartment controlled this increases the
posability of breakinga lamp.When
by a micro switch an the baggage compartment door removing a lamp, place finger tips close to the ends
opening, will illuminate when the door is opened. The of the lamp and roll the lamp down. The lamp will
passenger reading Ughls are located in protective rotate 9(1 degrees and drop oat of the socket into the
shields insta~led in the cornice trim. The reading pa~m of the hand or into tile headliner lip. When re-
lights are powered from the cabin bus and controlled placing a lamp, insert one end of the Lamp into the
by indiuidusl switches adjacent to the Lights. The socket. Raiiiethe lamp with the fingers until itengages
magnetic compass light is controlled by the panel the other lamp sacket. Place the finger tips of both
light srritoh in the overhead switch panel. The two hands close to the lamp ends and roll the lamp duMI
map lights (pilot and copilot) receive power from the and into tile socket.
miscel~laneous circuit breaker and controlled by indi-
vi~Plal switclles in die pilots and copilots control
wheel. The light intensity of the center instrument IXTBRIOR LIGHTS
panel, left instrument panel, cabin pressure rate
controller and pedestal post lights are controlled by The retractable landing Lights; motor circuits are pro-
the pilots dimmer control. The light intensity of the tected by acircuit breaker and each Lamp is protected
right instrument panel and oxygen panel are controlled by a circuit breaker switch, the positlonlights circuit
by the copilots dimmer control. A courtesy light in- is protected by aclrcuit breaker switch, and theupper
10-11
OULFSTREAM
BLBCTRICAL 680A/680B
690B
II
;i;l I
"II
,Ir,I ,1;?i
i i
.31,--´•´• ´•-1C
1
~i
figure 10-7. Plilsron Trim indirdol
flashing beacon (vertical anii-collision) light is pro- uisll regardless of the position of the lamp switches.
tected by a circuit breaker switch. The upper ilasller
may be removed by disconnecting the quick disconnect
Landinp Light Lamp Removal and Installation
and ground wire located behind the upper inspection
door onthe left side of the vertical stabilizer, remov- a. Place battery switch in BATTERY position.
three that attach the light to the stabilizer b´• Eldend landing lights.
ing screws
lairing, and Lifting the Light assembly outward. The e´• Place battery switch in OFF position.
Lower flashing. beacon (lower fuselage, optional), is d´• Lift lamp retainer clip that secures failed lamp
connected to the anli-collisioncircllit bre2il~er switch and,usio~ long nose pliers, remove Lamp retainer ring.
in the overhead switch
e. Remove lamp and disconnect terminals from
panel.
light assembly.
RETRACTABLE LANDING LIGIITS. Retractable
landing lights are installed in tile left and right lower
wing surface eutboard of tile engine nacelles. The
landing liglit switches, installed in the overhead switch
panel, control the illumination of tile lights and the HY D RA U LIC SY STE M CIRCUITS
operation of the landing lights motors. The EXTEND
and RETRACT landing light switel~ will activate the
motor circuits for both Ilgnts. The HYORLUUC YIIIVI (680A, Ll~Othru
position will drive the landing lights to tile extend 11183).

position.
sydraulic shutoff valves for the hydraulic fluid supply
On mode1690A, the landing light(s) selected for oper- Lines to each engine are installed at the aft end of the
left nacelle. Each shutoff valve is gear actuated by a
ation, will illuminate whenUle landing liglds have
extended approximately 10 degrees. self-limiting reversible electric motor, and elecfrl-
cally connected to the control bus through a circuit
On model 699B, after lights are cntended, either breaker end a two-position switch. Each shutoff valve
both lamps may be turned using the is actuated by a pull-to-unlock. toggle switch. Under
loft, right or on
normal operating conditions, shutoff valve switches
appropriate switch.
remain in the normal position to prevent accidental
Either landing Light may be turned oft; however, when closing. When the hydraulic emergency shutoff switch
the landing light EXTEND/RETRACT switch is placed is pulled and placed in the EMER OFF, the respective
in tile RETRACT position, the landing lights will refuel tank valve and 1Vdraulic shutoff valve will be ac-
turn to the retract position slid tile lights will exting- tivated to its closed position, stopping the flow of hy-
10-12
GULFSTREAM
680A/690D ELECTRICAL
draulie fluid and fuel to theengine. Limit switches pelter unfeathoring. Each pump is controlled by the
incorporated in the shutoff valves automatically de- appropriate engine control SMtCh, located in the
energize tile valve motor when the valve gatehas overhead switch panel. The pump is energized when
moved to tile maximum full closed or open position. the engine controlswitch is placed inAIR/START RUN
or cND/START RUN position. Oil pressure acting an
the propeller dome piston, overcomes the force ex-

HYDRAULIC SHUTO~P YALVE (690A, 11184 thru erted by the propeller feathering spring and moves
11348, and 690B). the propeller blades toward low pitch. This causes
the propeller to windmill and malies it possible to

sllutoff valves for the hydraulic fluid supply start the engine during the flight without of the
Hydraulic use
lines to each engine are installed at the aft end of Ule starter. Unfeathering pump aperation is discontinued
left nacelle. Each shutoff valve is gear actuated by a at 50 rpm by the engine speed sensor
percent engine
self-limiting reversible electric motor, and eleetric- when the engine reaches starting speed. See Section
ally connected to the control bus through a circuit IV of this manual.

breaker two-position rotary switch. Under
and a
normal operating conditions, shutoff valve switches

remain in the normal position. When the hydraulic
emergency shutoff switch is rotated to the EMER OFT FUEL SYSTEM CIRCUITS
position, the respective fuel tanlr va;lve and hydraulic
shutoff valve will be activated to its closed position,
stopping the flow of hydraulic fluid and fuel to the Electrical circuits for the fuel system components
engine. Limit switches incorporated in the shutoff installed on the engine part of the basic engine.
are a
valves automatically de-energizethevalve motor when Fuel system electrical components installed on the
the valve gate has moved to the maximum full closed engines are: enginefuelvalve, startpress regulator,
or open position. fuel purge valves, andfuel flow indicating components.
Electriea~ components of the fuel system which are
installed in the airframe are: boost pumps, shutoff
AUXILIARY HYDRAULIC PUMP valves, fuel quant~ty transmitter, indicators, irans-
ducers, and warning lig]lts.
The eleclrlcally-operated hydraulic pump automati-
cally supplies hydraulic pressure for operation of the
wheel. hraBes, nose wheelsteering, an~ wing flaps IUs\. 80057 PUMPS PIWD SHUTDF~ YPII~ZS
when the hydraulic system pressure falls below 500
(1 30) psi. Electrical power for the auxiliary hydmu- A 28-volt de eleotrically-opcrated fuel boost pump
lic pump is supplied through a circuit breaker, Lo- and fuel shutoff valves are provided far each engine.
caled in the circuit brealrer panel(see Figure 10-9). Fuel boost pumps, which are installed in the fuel
When the battery switch is in the BATTERY position sump, submerged in fuel.
are The fuel boost pumps
or the external power switch is in the EXT PWR operate when the engine control switch is movedto
position, and the IUldraulic system pressure is below the FUEL PUMP ON position. The fuel boost pumps
500 (i 30) ps;i the auxiliary hydraulic pump is ener- remain energized in all positions of the engine control
gized. The hydraulic pump motor will continue to switch except ENGWE OFF. The engine fuel valve
operate untilpressure in the hydraulic system reaches and start pressure regulator are energized in the AIR
5’15 SO) psi. At this point a hydraulic pressure and GND START RUN positions. Operatianalthese
switch opens, bre?i~ing the circuit to a hydraulic pump valves is controlled by the engine speed sensor. Both
relay. The relay becomes de-energized, opening the the fuel boost pumps and fuel shutoff valves are pro-
circuit to the pump, tected by circuit breakers, located in the circuit
breaker panel The fuel tanh shutoff valves are also
controlled by the fueland hydraulic emergency shutoff
switch as described under Hydraulic Shutoff Yabes.
POWER PLANT CIRCUITS
~UEL OU*NTITY INOICPI70R

The circuits for the electrical components and cir-
cuits required for engine starting, engine instrumen- The fuel quantity hmeating system is composed of a
tations, and inlet air anti-icing are connected to the fuelquaotity indicator, four transmitters, calibration
aircraft electrical system through each engine fire- ban, low fuel trans;ducer, low fuel warning light, and
wall electrical connector. Detailed information of the necessary electrical wiring. Pue~ level of thefuel
power plant circuits is contained in Section IV. cells is msplayed by a single indicator. Electrical
wiring for the indicator is routed from the fuel quan-
tity transmitters through a control monitor box to the

PROPILLIR UN~I*THERINO PUMPS fuel quantity indicator The fuel control monitor box
isutilizedto adjustthe balance the capacitance of each
The electric motor-driven unfeathering pump utilizes transmitter circuit. Ref er to Section V of this manual
engine ail to provide boasted oil pressure for pro- i,, fuel quantity indicating system calibration pro-
10-13
GULFSTREAM
Bg0A
~k
o I~
I
LD.c
O O
OI~
WIRE TERMINAL
CAUTION RADIO 1
CIRCUIT BREAKER
WHEN REMOVING AND REPLACING

CIRCU~ BREAKER PANEL on
RADIO -1 CIRCUIT BREAKER,
ASSURE THAT THE POSITION OF ii
THE WIRE TERMINAL IS AS SHOWN.
THIS IS TO PREVENT CONTACT
BETWEEN THE RADIO -1 CIRCUIT
BREAKER AND THE INSTRUMENT
PANEL SHOCKMOUNT.
VIEW SHOWING BACK S~E OF CIRCUIT

690A, 11128 THRU 11349. BREAKER PANEL
690A, 11249, 11268 THRU 11349. Ilo 2.. at
Figure )0-8. Cir~uif Bleaker Panel (5heet 1 o(
cedures. The fuel low level warning circuit consists INSTRUMENT CIRCUITS
of a law fuel
transducer and low fuel warning Light.
The law fuel warning light is illumblated when the
fuel Levelin the fuselage fuel cell reaches a predeter- Instrument circuits are separated into various groups:
mined level. flight, power plant and miscellaneous. The night
circuits consist of the rudder and elevator trim posi-
FUEL VINT HI*T6RS tian, wing nap position and a~leran position and con-
trol (see Figure 10-3 for the aileron trim position

Fuel vent heaters are provided for both the left and indicator). Transmitters for the position indicators a
right fuelvents, to prevent ice forming onthese units, are mechanically li~ed to actuators and as the aotu-
Power is supplied to the heating element through a 10- ators move, the transmitters provide a signal to the
indicator. The power plant instruments are ITT in-
amp circuit breaBr pltot and fuel vent heater switch
installedon the right overhead switch panel. To in- dieators, horsepower indicators and en~ne gage
stall heating element, detach the element from the
a
units toil temperature, oil pressure and fuel pressure).
structure, disconnect the qoicB disconnect, and re- These instruments mamtar the operation and condition
the defective element, of tile en~jne through transducers. The miscellaneous
move
1(1-14
GULFSTREAM
690A/BgOg ELECTRICAL
68(IB
r´•´•´•7 o
Ktoo-<
~0-0
~I--- IO
r
WIRE TERMINAL
CAUTION RADIO 1
WHEN REMOVUUG AND

CIRCUIT BREAI(ER PANEL OR
RADIO -1 CIRCUIT BREAKER,
ASSURE THAT TEE POSITION OF 111~ d e
THE WIRE TERMINAL IS AS SHOWN.

THLT IS TO PREVENT CONTACT
BETWEEN THE RADIO -1 CIRCUIT
BREAL(ER AND THE INSTRUMENT
PANEL SHOCKMOUNT.
VIEW SHOWING BACK SIDE OF CIRCUIT

BREAKER PANEL
11"’DB’
Pigute 10-8. Cir~uit 8leoker Ponel (Shest 2 of 2)
instruments are taehameter, fuelquantity, fuel totail- is actuated by a vane which is sensitive to the air
izer, fuel now, hydraulic pressure. All circuits are flow over the wing Leading edge. This vane-type
supplied with 28-volt de power except the tachometer, switch is factory adjusted to close the stall warning
The tachometer circuit is poweredby the taehometer- switoh at 4-9 gta above the aircraft stall speed.
generator and is independent of the 28-volt de circuit.
TPICH OMETER-OENERATOR
STPILL WARNING SYSTIM
A tachometer-generator is installed oneach engine to
The stall warning system consists of a warning horn produce three-phase alternating current for operation
and stall warning switch. Electrical current from of the tachometer indicators installed in the center
the circuit breaker panel control bus is supplied to instrument panel. The frequency of the signal from
the warning horn through a circuit breaBer installed the generator is directly proportional to the engine
in the warning system circuit. The stallwarning speed. The output signal of the generator is trans-
switch, installed in the leading edge of the right wing mitted to the indicator where it is converted into an
10-15
OULFSTREAM
SECTION X MIINTENANCE MANVPIL COMMANDER
indicationof engine speed in percentalrpm. Since the b. Rernove transmitter access door from lower
tachometer-generator produces its own electrical Left side of rudder, and remove transmitter cover.
power, circuitry for the engine speed indicating sys- c. If sweep arm (2) is not centered between ends
tem isindependent of the aircraft electrical system. of rlieoslat windings, rotate sweep arm until it is
The engine speed sensor is also wired into the tach- centered.
d. PLace battery switch to BATTERY position. If
ometer-generator system.
indicator does not read zero degree tab setting, turn
adjusting screws (6) and position variable shorting
BETA LIGHTS bars (4) until indicator reads zero degrees.
e. Operate trim tab to Lhe LoEL and right limits of
A beta light for each engine, installed in the annunci- travel and return indicator to zero degree reading,
ator panel, remains illuminated as long as the engine rechoch sweep arm (2) for seru degree Lab setting.
is being operated in the beta control mode (propelier AdJust sweep arm and sLiorting bars (4) as required,
pitch manually controlled by power Lever movement), until indicator reads zero degrees.
A beta pressure switch installed on the Left side of the f. Piece battery switch Lo OFII and replace trans-
engine below the starter, controls operation of the mitter cover and secess door.
beta Lights. This switch, which is electrically con-
nected tothe beta Lights, reacts to propeller governor To adjust tLie type n trim tab Dosilion transmitter,
oilpressure and o~inguishes the corresponding beta proceed as follaws (see Figure 10-10, Type B):
light when the power lever is moved beyond FLT
IDLE. When the oil pressure drops below

psi, 250 a. notate rudder trim Lab control wlieeluntilt8b
beta Lights will then entinguish to indicate that the is streamlined with rudder trailing edge.
b, nemove transmiller door froni lower
propeller governor is controlling engine speed by access
automatic modulation of propeller pitch. side of rudder, and remove transmitter cover.
c. If sweep arm (1) is not centered between ends

of rlleostat windings, relate sweep arm until iris
RUDDER AND ELEYATOR TRIM TAB POSITION centered.

d. Place battery switch to BATTERY posilio,l. If
INDICATORS
indicator does not read zero degrees Lab setting,
The redder and elevator trim tab position indicators pivot the friction-fitted iidjuslmenl shoes (2) with tlie
are installed in a single, dual scale instrument and Lilumb and forefinger until indicator reads zero de-
are controlled by their respective transmitters. The grees.
trim Lab position Lmnsmiltcrs are installed in the o. Operate trim tab right limits of
Lo tile left and
rudder and left elevator. A variable resistor conlain- travel and return indicator to degree reading. zero
ed in each transmitter is mecllanically ihkcd to the neclecli sweep arm (1) for zero degree tab settwg.
trim tab actuator tube As the trim Lab is
assembly. Adjust sweep arm (1) and adjustment shoes (2) until
moved, Be resistance of current through the trans- indicator reads oero degrees.
is varied, and the resnlting current changes f. Place battery swbch(o OFT and replace traas-
vary the strength of the indicator coils. The resulting miller cover al~d access door.
variations in current are registered by the respective
indicators in terms of trim tab travel. The elevator ELEVATOR TRIM TAU TRANS~IITT&R ADJUST-
trim Lab transmitter has an additional internally MENT. Two different types of transmitters are in-
maul~led yarlable resistor which is set to obtaina stalled. AdJostmel~ts vary between the transmitters.
full down indication when adjusting the elevator trim For this reason, adjuslmenl procedures are supplied
tab position transmitter. This ontemal resistor is for both Lypes A and B transmitters. Observation of
required to mab the up and dawn travel of the eleva- li~e transmitter will determine which procedures are
tor register in equal increments on the indicator. to be used. To adJust the type A trim tab position
The indicators may be zeroed by adjusting the re- transmitter, proceed as follows (see Figure 10-10,
speclive transmitters as described in the paragraph Type A):
under transmitter adjustment. Circuits are supplied
with 28-vail do power and protected by circuit breaH- a. Rotate elevator Lrim tab wheel until trim tab
ers in the circuit breaBer panel, su~aces are streamlined with elevator trailing edge.
b. Remove aeoess door irom ieft
RUDDER TRIM TAB TRANSMITTER ADJUSTMENT. elevator upper surface, and remove transmitter cover.
Two diif erent types of transmitters are installed. Ad- c. Sweep arm (2) should be approsimalely 0. 3?5-
justments vary between the transmitters. For tliis inch from end of rheostat winding nent to variable
reason, adjustment procedures are supplied for bath shorting bar (4),
the typo A and type B tra~lsmittcrs. Observation of d. Adjustable tab (3) should be centered between
Lhe transmitters will determine which procedures are ends of elevator down travel resistor (1).
to be used. To adjust the type A trim tab position e. Place battery switch to BATTERY position. If
transmitter, proceed as follows (soe Fib"irs 10-10, indicator does not indicate zero degree tab setting,
Type A): turn adjusting screws (B) and position variable ahart-
ing bars (4) until indicator reads zero degrees.

a, Rotate rudder trim Lab control wheeluntil tab f. Rotate elevator trim tab controlwheel until tabs
is streamlined with rudder trailing edge. are fulldo~un. Indicator should read 26 to i0-degrees
10-16
OULFSTREAM
680A/690B ELECTRICAL
690A, 11100 THRU H248,

11250 THRU 11268.
00 0(3) (j
1 I
VV~
000
OOo (~O O
i. ENGINE HORSEPOWERINDICATOR g~ FUEL TOTALIZER INDICATOR

2. U?NG FLAP POSITION INDICATOR 10. FUEL PUANTITY INDICATOR
3, ENGINE GAGE H. VACUUM GAGE
4, INTER TURBINE TEWLPERATURE TNDICATOR 12. REGULATED B~EED P~R PRE8SURE GAGE
5. HYDRAULIC PRESSURE DUDICATOR 1S. CIRCUIT BREAKER PANEL
6´• ENGINE TACHOMETER 14. WING FLAP CONTROL
7. TRIM TAB POSITIONINDICATOR 15. LANDING GEAR CONTROL
8. FUEL FLOW INDICATOR 16. ANNUNCIATOR PANEL
00 000
ooO
000
ooo I~o O
6988, 11248, 11269 THRU 11349,

AM) 69oB.
2""
~iours 10-9. P~n´•l
10-11
OULFSTREAM
ELECTRICAL 680A/B90B
nose up. Rotate elevator trim tab col~trol wheel until a. To gain access to the aileron trim po~entiometer
tabs areiullup. Indicator should read 2 to ~-degrees. loosen carpel at forward lower left earner of engine
IL reading is not in tolerance, adlust resistor adjusl- control quadrant.
able tab (3) until a a to ~-degree reading is obtained. b. Loosen potentiometer adjustment screwlaelaxlt.
Recheek trluel oil the ZO to i0-degrco roading and e. Turn on airplane elecirie~ power.
repeat as necessary to obtain correct readings. d, Tom adjustment screw iully clockwise, to zero
Return trim Lab to streamline position. Indi- indicator.

g.
cater should read zero degrees. If indicator does not e. Check aileron trim tab position in relation to
read zero degrees, repeal steps e. and i. indicator reading.
II. Turn battery switcfi OFF, and replace Lrans- i, If indicator is reading left wing dowli, turn ad-
miller cover and access door. justlng screw cauntercloclnvise to zero indicator.
g, Ii indicator is reading left wing up, turn air-
To adjust the type B trim tab position transmitter, plane electrical power off.
procood as follows (see Fiyre 10-10 Type B): h. Disconnect Dotentiomcler electrical wires from
the airplane system.
a. Rotate elevator trim Lab wlieel until Lrim tab Connect the two airplane system wires togeti~er,
surfaces are streamlined witli elevator trailing edge, that were removed from the Potentiometer.
b. Remove transmitter access door tram left Connect the potentiometer wire 1 to wire from
1~
elevator upper surface, and remove trlinsmitter cover, pin C of indicator, sec electrical schematics.
c. Sweep arm jl) should be appraxirnately 0. 375- k. Connect the polentiometer wire 3 to wire from
Inch Lram end of rheoslat wmding. Pin (6 from connector, see electrical schematics.
d. adluslable tab (4) should be centered between i. Make sure potr?ntiometer is turned fully clacR-
ends ai elevator down travel rosistur (3). wise.
Place baLlery switcll to OATTIRy Ilositian. If Turn switch to BATTERY.
e. battery
indicator does not indicate zero degree tab setting, n. Observe aileron trim indicator and adjust po-
pivot the friction-fitted BdJustment shoes (2) with the tentiometer counterclockwise to bring indicator front
thumb and ioreiinger until indicator reads zero de- left wing up to zero reading.
Grees.
L. Rotate elevator trim Lab eonlroliulieei until tabs
are fuildown. Indicator should read 26 to i0-degrees YOll
nose up. Rotate elevator trim Lab control wlleei until
tabs are iullup. Indicator shouldreiid 2 to i-degrees. Zero is the critical reading of the in-
If reading is not in taler8ncc, adjust resistor adjost- dicator and the full scale movement of
able tab (4) until a 2 La h-degroe reading is obtained. the indicator is non critical and may
RochecB travel on the as to 30-degree reading and or may not be the same for left wing
repeal necessary Lo obtain correct readings.
as down as right wing dawn.
g. Return trim tab to streamline position. Indica-
Lor should read zero degrees. IL indicator dues not
read aero degrees, repeat stens e, and i. o. Turn airplane 8ybtem OFF
h. Turn battery switch OFF, and replace Lraus-
miller cover and access door.
WING PLPIP POSIT1ON INDICI\TOR
PIILERON TRIM TAB POSITION INDICI\TOR The wing flap position indicator is installed in the
center instrument panel and controlled by a variable
The aileron trim tab indicator is installed ill the con- resistance wing flap position transmitter, located on
trol quadrant. Marldngs on the indicator are 16 de- Be left side of the fusel?ige immediately aft of the
grees up and 16 degrees down, and the LWD and RWD baggage compartmcnt. The transmitter is attached by
mar~ings are left and
right wing dawn. The ailelon adjustable linkage Lathe master flapacluating sheave,
trim tab transmitter is an integral Dart of the trim and as the sheave moves, the shaft arm in the Lrans-
tab actuator and transmits a signal to the indicator. mitter is rotated tovary transmitter resistance. The
As the trim tab is moved, a geared shaft in the trans- changes in current are registered by the indicator in
mitler is moved to wry the resistance of the voltage terms of flap travel, The indicator is supplied 28-
to the indicator. The resulting variations in current volt de power throug]l a O-amp circuit breaker in the
are registered by the indicator in terms of trim tab circuit breaker panel. The indicator may be zeroed
travel in degrees. The indicator circuit is supplied by adjusting the transmitter as described in the fal-
with 28-voli de power from the 8-amp push-to-reset lowing paragraph under transmitter adjustment.
AIL circuit breaker on Lhe circuit breaker panel. A
patentiometer installed illthe Lell side of the control WING FLAP TRANSMITTER ADJLISTMENT. To ad-
rluadrant is utilized to zero the trim tab indicator just the wing flap transmitter, Proceed as follows:
(see Figure 10-11).
a. Place ilap in either Ule full up or full down
AILERON TRIM TAB INDICATOR ZEROING position.
b. Loosen linkage clamp on transmitter shaft.
The aileron Lrim tab indicator is zeroed by adjusting c. Rotate transmitter shaft until indicator position
the poLenliometer as follows (see Figure 10-11): corresponds with actual position of flaps.
10-18
GULFSTREAM
690A/B9(IB ELECTRICAL
Type A Type B
9. 375"
o II I ii I Il o
I rr’ ~e
i. ELEVATOR DOWN TRAVEL RESISTOR i. SWEEP ARM

2. SWEEP ARM 2. ADJUSTABLE SHOES
S. ADJUSTABLE I‘AB 3. ELEVATOR DOWN TRAVEL RESISTOR
4. VARIABLE SHORTING BAR 4. ADJUSTABLE TAB
5. ACTUATING ARM 5. ACTUATING ARM
6. VARIABLE SHORTING BAR
ADJUSTING SCREWS
""O
PiQure 10-10. Tlin Tab Porition
d. Tighten Linkage clamp on transmitter shaft. MISCELLANEOUS CIRCUITS

e. Return flaps to desired position.
CABIN DOOR LOCK FIND WARNING LIGHT

PITOT AND STALL WARNING HEATERS
Positive loclting of the cabin door is assured by a
An electrica~ resistance heating element is provided solenoid-operated me chani ea L locking system. A
in both pitot tubes and the stall warning switch to warning Light, included in the door Lack circuit and
forming on these units. Power
ice from is located in the annunciator panel, will illuminate when
prevent
supplied to the heating elements through circuit the door locking mechanism is not fully engaged in the
breaker switches (PITOT FUEL VENT) in the locked position. The cabin door lock and warning
overhead switch panel. To replace the stall warn- system is powered from the switch panel. The cir-
ing switch heating element, remove the switch from cult to thewarning light is completed when the cabin
the forward edge of the right wing, disconnect the door lock switch, in the switch panel. is in the LOCK
two ~uicL disconnects, and remove the defective position and the door Lock mechanism is not fully en-
element. Install replacement unit as defective unit gaged. The door warning light willremain illuminated
was removed. until the door 16; closed and loc8ed by a door locking
10-19
OULFSTR~AM
ELECTRICAL 690A/BgOB
AIRCRAFT
SYSTEM
1;3
WIRESi 1
NUMBER
WIRE
NUMBER a
scREw
SCREW NUT
Figure 10-11. Plileron Trim Tob Porition PotentIomefer
switch which energizes the solenoid-operated door ELECTRIC W)NDSHIEID WIRER

warning light, causing it to extinguish. Normaland
emergeneyunlocldngswitches are included inthe door The electric windshield wiper system consists of
locking solenoid circuit. The door locking solenoid electric motors, ilex~ble drive shaftassemblies, con-
is spring-loaded to the unlocked position; Ulerefo~e, verter assemblies, and arm and blade assemblies
actuation of .Itller switch will open the door lac~ing (see Figure 10-12). The system operates from 28-
solenoid circuit and allow tlle solenoid to spring back volt de power through three switches installed on the
to tile unloclted position. The normal unlocli switch switch panel. Two of the switches (L/OFP/PARK and
is installed on the overhead switch panel, and the R/OFF/PARK)eontrol the individualwipers. A sepa-
emergency unlocldng switch is recessed within the rate switch, installed between the left andright wiper
cabin door and protected by a clear pastic cover, switches, controls the speed of the wipers. The elee-
tric motors drive the converter assemblies, through
flexible drive shaits. Each converter assembly in-
CIGARETTE LIGHTER corporates a reduction gear train and an eccentric
cam, which converts rotary motion of the drive shaft

The cigarette lighter is usually located on the right to an alternating motion for driving tile windshield
instrument panel. A resistor installed
assembly, wiper. A paralleling link is installed in conJunction
under the contactor box reduces the normal 28.0 volts with the windshield wiper arm to maintain the wiper
to 14. 0 volts. blade in a vertioalpoeition throughout its travel. The
flexible drive shaft assembly is equipped with thread-
ed fittings on each end for attaching the assembly to
the motor and converter. The windshield wiper drive
CAUTION motors are installed on brackets on both sides of alr-
plane centerline just aft of the forward pressure bullr-
head (see Figure 10-12).
Do not plug auto-electric razor into
an
the cigarette Lighter saeket. The razor DRIVE MOTOR REMOVAL AND INSTALLATION.
motor will be damaged before the plug Access to the drive motors is gained by removing
can be removed, the ramo panel. Removal of an electric drive motor
consists of disconnecting the electrical connections
The cigarette lighter circuit is protected by a slow- and flexible drive shaft assembly from the electric
blow i-amp fuse (Bussman MDL-I) located in the drive motor, and removing the drive motor from the
contactor box, mounting bracket. Tape end of flexible drive shaft
lo-ao
OULFSTREAM
COMMAM)ER MAINTENANCE MANUAL SECTION X
690A/B9OB ELECTRICAL
to prevent lubricant from leaHing. The electric drive SPAR6 WIRIS

motor may be installed by reversing We removal pro-
cedure, then installing the radio panel over the instru- Spare wires are installed at the factory for any elec-
ment panel. When installing the radio panel over the trical equipment the may wish to install.
owner The
instrument panel care should be talen not to damage spare wires may havebeen used if optional equipment
the instrument panel or components forward of the was installed after the airplane left the assembly line.
radio panel. Additional spare wires may beadded as needed. When
installing ~ring, safety of flight rules mu(it be ad-
hered to.
CI~3 CAUTION
Never remove or replace electrical ELECTRICAL SYSTEM REFERENCE

equipment with electrical power an.
CONYERTER ASSEYBLY REMOYAL AND INSTAL- The Wiring Diagrams Index provides the title and
LATION. To remove a converter asr;embly, proceed page number of the circuit desired. Separate dia-
as follows: See Figure 10-12.
grams are used to show major changes in a system.
Minor changes in a diagram are shown within the dia-
a. Disconnect linlt arm assembly from blade wtp- Gram by symbols, effectivity or a The wire
er arm. numbers appearing in the diagrams are made up of
b. Disconnect drive arm assembly from converter digits(aP2iAaO). The first number (2) of each wire
assembly shaft. derntes Left or right wiring cireult when ide~ieal
c. Remove attaching screws, disconnect electrical wire numbers appear in a dual circuit. The first
wiring to instruments insta~led in radio panel, and letter (P) is the circuit function letter. The third set
remove radio panel. of numbers(22)denotes wire number. The next letter
d. Remove attaching nuts, washers, and screws (A) is a wire segment, and the Last (20) is the wire
holding center instrument panel in position. gage.
e. Disconnect electrical wiring to instruments in-
stalled in Oenter instrument panel and drop center
panel downward to give access to electric windshield
wiper eanverler assembb. ELECTRICAL DIAGRAMS
f. Disconnect flexible drive shaft from right side
of converter.
g. Remove attac~ngbolts supportingeleetric wlnd- The electtic~ildiagrams are divided into huo parts,
shield wiper converter and remove converter. Part Iapplies to Model 690A, Part D applies to
Model 890B. A Wiring Diagram index in front of
of the converter assembly is the reverse each part pro~des the title and num~er of ihe dr-
of the removal. cult desired.
10-21
OULFSTREAM
SECTION X MAINTENANCE MANUAL COMMANI)ER
ELECTRICAL 690A/B8(IB
ASSYLINK
DRIYE ARM ASSY
PLATE
MOUNTING
:~BRACKET
L,J.
CONVERTER
Ysl~B
"J r FLEX DRIVE
SHAFT
CONYERTER
DRIVE SHAFT
d ~pi I´•
ELECTRIC DRIVE
MOTOR
c I I:
SUPPORT
BRACKET
figure 10-12. Elertri~ Wind.hield Wiper
10-22
GULFSTREAM
BUs II I TERMMAL
solder Type
wim contact Maintained
CAPACITOR
Solderless
O
Maintained
T-Slrlp or
CIRCUIT BREAKERS
T-Board
Solder Type
Push-Pull
solder Type
Switch Momentary
Solderless
Q
CONNECTORS
Momentary
Q T-Strip
Solderless
LAMP
OIODE
-It
RELAY
O MOTOR
GENERATOR
ALTERNATOR a’
O
POWER RELAY,
BlgCTRICllbB$mP´• WNII*CTOR
(Other than Motor,
Oen, ect.)
s ´•0´•
DROI~D RESISTOR
Atrlrame
C~73 I Fixed
I Case (internal)
HORN
Adlustable
figure 10-13. Eledrt~l Syabol~ (Sheetl of 3)

10-25
GULFSTREAM
ELECTRICAL Bs0A/6908
CADLE
HEATER ELEMENT
Sillgle Calductor
Shielded
~L
LL Multi Conductor
Shielded II I oiscn
LTn
BUTT 112Z IBC
SWITCHES ca~Nnrcmn-Pus
’"rPnr~i
D100’ I cn
SPST
iuiL ia*suuio laociimn I re

aUINTTI IIII)1CI~R
:8:
SP 3 POS
"ORn
r*iir osco**rci I ~o
LIUP
SPDT
R’l’mRuoroa
ai~mr
I :Z
DPDT
VOLT nyULirR I uil
*Code letter followed

by numerical iden~lflcafion:
ReL?v K3, Fuse F2, Connector P1 and Circuit
BrenLer CBB. T-Board sqmbolincludes hoard
Push Button letter and terminal number.
Push to MaBe
GENERAL NOTES
´•g Push Button

Push to IlreaB
n/ ilir~
----~-lir .DiKlili illi

IX50 *I~*YXlrC
~"""cl
z Circuit CToYTPOI m*lliY

O
"Y""’~
xi~r,ns.uixmari*r. x- r~u aua ar
O
o o
Y" ~mr urwyi rpi*Il xuurawL
Rotary-MBB
oC~ o
o
o
o
o~
~igure 10-13. flenriIal Symbols (Shest 2 o( 3)

10-24 OW861hlAL ns
HECEIVE;D BY ATP
GULFSTREAM
GENERAL NOTES (CONTD)
Unless otherwise specified on the wiring diagrams:
ALL wires forward of the engine fire wall are type G.

ALI wires within contactor bon, circuit breaker panel and annunciator assembly are type
AL1 wires Listed as 22 gauge through 14 gauge are type W.
All wires listed as 12 gauge through 00 gauge are type E.
All type of wires used are indicated by alphnumerlcal designation in the wiring diagrams.
EXAMPLE:
~3-Fro ´•´•´•´•~´•yCI
p,
The
i Gauge of wire
I
L_ F for
Type of wire coded simplicity
The following wires are used.
Type Code Specification
A MIL-W-5086, Type 1
B 2817/2, AlphaWire
C 8024, Belden
D M1L-W-5846B
E MS2131S-A182
F MIL-W-SOB6, Type 2
G MS18001
H 8618, Belden
J MIL-W-81044, Type 12
K hIS2SS13-A221
M 425-0208-000, Collins
N 8021, Belden
W MB1044/9-(OA)-9
X M21500-(GA) ML1T(II
Y M21500-(GA) MLPT(IB
Z MZ750(1-(GA) ML3T08
NOTE
Specia~ symbols not shown in this

Figure are called out an individual
diagrams.
~igure 10-13. sledri..l Sy.bolr IPheet 3 ol 3)
10-25
OULLFSTIIEAM
ELECTRICAL BL)OA/BLIOB
WIRING DIAGRAM INDEX

PART 1
MODEL 690A AIRCRAFT
Figure Title Page
Dr ELECTRICAL POWER
10-1-1 Battery and Bus System 10-28

10-1-2 Eleetncal Power Distribution 10-30
10-1-3 ElectricalEquipment Locator 10-32
10-1-4 Connector and T-Strip Locator 10-48
10-1-5 Fuse Chart 10-47
10-1-6 Left Starter Generator Circuit 10-49
10-1-1 Right Starter Generator Circuit 10-63
10-1-8 Power Distri~ution System 10-17
CABIN ENVIRONMENTAL
10-1-9 Environmental Control System 10-83
ICE PROTECTION
10-1-10 ice Protection Systems 10-89

Propeller
Generator Inlet Heaters
Rudder Horn and Trim Tab Heaters
Wing and Empennage
Fuel Vent/Stall Warning
Windshield Anti-Icing
Defog Blower
FLIGHT CONTROLS
10-1-11 FUglll Control Circuits 10-97

Elevator and Rudder Tnm Position
Wing Flap Position
Aileron Trim
Elevator Tnm Control
Stall Warning
FUEL
10-1-12 Fuel System 10-103

Fuel Ta~ Valves
Fuel Boost Pumps
Fuel Quantity
Fuel Flaw
Air Line Heat
HYDRAULIC
10-1-13 Hydraulic ControlSystem ........._

10-115
Hydraulic Shutoff Valves
Auldliary Hydraulic Pump
INSTRUMENTATION
10-1-14 Annunciator Circuits 10-117

Bus Off indication, Generator, Engine Anti-Ice, Beta, Low Fuel, Fire,
Bat Hot, Eng Chip, Prop Sync, Tailreoff Trim, Turn and Ba~, Man Heat,
Ground Cool, Cabin Law Press, Door, Fire Detection Switches, Beta Switches.
10-1-15 Engine Indication System 10-124
Fuel Pressure, (JI1 Pressure and Engine OilTsmperature, ITT System,
Horsepower Inmcationhorque Limiting System, Tachometer.
10-26
GULFSTREAM
as0A/ss0B ELECTRICAL

PART 1
MODEL 890A AIRCRAFT

Figure Title Page
LANDING GIPIR
10-1-16 Landing Gear Position 10-127
LIGHTING
10-1-17 Exterior Lighting 10-131

Landing LigMs
Anti-Collision Light, Upper
Position Lights
Strobe Lights
Ice Lights
Anti-Collision Light, Lower
10-1-18 InteriorLighting 10-155

Codipit Lighting
Cabin Reading
Cabin Instruction
Map Lights
Cabin Indirect Fluorescent Lighting
MISCILL*NIOUS
10-1-19 Miscellaneous Circuits 10-141

Propeller Synchroniser
Spare Wires
Flun Valve
Battery Temperatlre Monitoring
Windshield Wipers
Cabin Door Loolr
Hourmeter
Emergency Locator Transmitter
10-1-20 InteriorOptions 10-153
Liquid Container or Warming Oven Installation
Bar Lights
Hat Cup Insta~lation
Liquid Container or Dual Warming Ovens Installation
Left Bar Lights and Dua~ Jug
Electric Lavatory Toilet Installation
Bar Ground Installation
Table Lights Installation, with Lit auitcl
Chimes installation
Table Lights Instz~lation, Non-Lit avitoh
Left and Right High Inten~dty Light Caoltpit
Chart Holder Control Wheel
Approach Plate Holder
Refreshment Console Couch
115 Yelt, 60 ops AC Supply
Shaver inverter and Outlet
Left Bar Lights and Entrance Light
Reading Light
Stereo Installation
10-27
OULFSTREAM
´•ICm Bus OFF

BUSS OFF II BUS TIE
LIGHT
LIGHT Y (NORMALLY OPEN)
OFF CONTROL BUS DISI~NBUTION BUS

OYRHD SW PNL OYRHD SW PNL
CONTROL BUS rl I, DISI~RIBUTION BUS

CB PNL If P CB PNL
CABIN BUS
ace ncB
Cf)
L.sPART-OEN
(K61) 662) 1 /(KBB)R.SPART-OEN
.St ---I
HI~
BLC-1 i~ ,BLC-P
GENERATOR
LINE COP´•PI~ACTOR
RES
BATTERY
.2
1 I I ISTART
OVERVOLTAGE
SPART BUS
110 is~ as
690A, 11100 THRU 11198.
Figure 10-1-1. Battery and Bus System ISheet 1 at 2)
1(1-28 Aeuision 2
GULFSTREAM
69oA/B908 ELECTRICAL
BUSS OFF II BUS TIE SWITCHES IICm BUS OFF

~JORMALLY OPEN) LIO~FI‘
Y
CONTROL BUS DISTRIBUTION BUS

OVRHD SW PNL OVRHD SW PNL
n
CONTROL BUS rl DISPNBIP~ION BUS
CB PNL t~ CB PNL
CABIN BUS
~Ba,
Rca ace
L.WART-OEN (K61) (KB2) I (K6B) R.GI~ART-GEN
LES -1 -2
GENERATOR
"9
LINE CONPACTOR
.2
1 POWER
WART
OVERYOLTAGE
START BUS
2" 81
690A, 11227 THRU 11549.
Figure 10´•1´•1. Battery and Bu~ System (Shest 2 of 2)
Revisiol~ 2 10-29
L
3
36
Bz
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a,,´•i,uun,,,rru
8 r
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C
GULFSTREAM
690A, 11100 THRU 11226.
ii A
21
1? 20
29 ’106
6039 1 iS*
V
lil
Ib
9
d, 4s~r
Ilo
Location after installation per

Custom Kit Na. 130.
1’Y""’
Figure 10-1-3. Electrical Equipment Locatot (Sheet 1 of 8)

10-52
CULFSTREAM
PI
-7C
r 1. WRUDSHIELD ANTI-ICE CONTACTOR PANEL 63. R. GENERATOR OFZ~ RESISTOR (RZ)
94 100 101 690A, 11100 THRU 11169. 2. WII~SHIELD WIPER MOTORS 64. DIODES AND T-STRIP (K)
3. CABIN PRESSURE SWITCH as. L. GENERATOR OFF RESISTOR (R1)
4. ANNUNCIATOR PANEL 66. L. REVERSE CURRENT RELAY (K39)
83 841 85 ~Bh 5. OVERHEAD SWITCH PANELS a?. GROUND BWWER FUSE (F21)
86 81 I! 6. PROPELLER DEICERS
PROPELLER UNFEATHERING PUMPS
68.
69.
SHUNTS
CURRENT SENSOR -2
r\65
7.
98
t~l 88888868
8.
9.
STALL WARNWG SWITCH
WING AND EMPENNAGE LIGHTWEIGHT DEICER
WING AND TAIL
70.
71.
12.
GROUND BLC)WER CONTACTOR
R. REVERSE CURREhT RELAY
BATTERY LINE CONTACTOR -1
(K29)
(K40)
II. STARTER-GENERATORS 73. R. ENGINE START RELAY (K18)

O 12. ICE INSPECTION LIGHTS 74. L. EP\TGINE START RELAY (K17)
o r 1 13. RETRACTABLE LANDING LIGHTS 71. EXTERNAL POWER RELAY (KZ3)
14. EIIGINE TORQUE TRANSDUCERS 76. EXTERNAL POWER OVERVOLTAGE RELAY
O lj~
L6.
o~ PRESSUAE
ENGINE FUEL PRESSURE TRANSDUCERS 77.
(X30)
SPARE RELAY
i~
00 il
18.
WWDSHLELD;WTIICE TEMPE~-PURE CDNTRDLL~RS
FUSE BIX)CK ASSEMBLY
18´•
79.
BEIT UCBLNCEA MrE-rY REI~Y
OYERRIDE CABIN TEMPERATURE
IX491
(K46)
g
is. FUEL BOOST PUMPS AND SHUTOFF VALVES 80. L. FUEL LINE HEATER (K31)
20. RELAY (KZ1)
O
O
66 21. BATTERIES GENERATOR CONTROL RELAY
82. R. (K14)
TRANSMITTER 83. L. GENERATOR CONTROL RELAY (K13)
a
P 23. PROPELLER DEICER TIMER 84. R. ENGINE MOTOR RELAY (K8)
ad a~TERNtlll PDWER RFCEPI´•dCLE gj L IGNITION RELAY (K5)
gg: ,,,,_,,,,,, ,8. L FIELD RELAY (K9)
61
66
e 69
10
f ~v
26.
27-
28.
29.
RUDDER TRIM TAB POS~PION TRAUSIITTER
ELEVATOR TRIM TAB POSITION TRAP\TSMITTER
LOWER ANTI-COLLISION LIGHT‘OPTIONAL
HYDRAULIC SHUTOFF VALVES
87.
88.
89.
90.
R. IGNITION RELAY
R.
L.
FIELD RELAY (K10)
ENGINE MOTOR RELAY
EXTERNAL
(K6)
(K7)
LOCKOUT RELAY (K34)
30. KYDRAULIC PRESSURE SWITCH 91. L. FIELD CONTROL RELAY (K11)
Gi MAW LANDING GEAR UPLOCK SWITCH
t 41. 92. R FIELD CONTROL RELAY m12)
X :2. AUXILIARY HYDRAULIC PUMP 93. L. STARTER PRESSURE REGULATOR
33. L. AND R. GEI\TERATOR VOLTAGE REGULATORS RELAY (K15)
IJ 34. FLAP POS~ION UP SWITCH 94. R STARTER PRESSURE REGULATOR
d0
MADd LANDING GEAR DOWNLOCK SWITCH RELAY (K16)
,I
56. CABIN TEMPERATURE CONTROLLER sj. EXTERNAL POWER CONTACTOR (K27)
11 57. FUEL CALIBRATION 96. GROUND COOL k-UNUNCIATOR RELAY (Kjl)
38. PROPELLER SYNC CONTROL BOX 97. MAXIMUM KEAT ANNUNCIATOR RELAY (K52)
ss. L ENGWE TOR~DE Ll~rm CONTPI)L 98 R. FUEL LINE HEATER RELAY (K32)
40. R. ENGINE TORQUE LIMIT CONTROL 99. DIRECT BLEED COI\TTROL RELAY (K48)
I
R. START RELAY (K4)
42. DOOR EMERGENCY UNLOCK SWITCH lot. L. START RELAY (K3)
43. STALL WARNING HORN lot. R. START AUXILIARY RELAY (K2)
a 44.
45.
PITOT HEATER
ELECTROLUMINESCENT PANEL POWER SUPPLY
103.
104.
L. START AUXILIARY RELAY
FUSE PANEL AND FUSES
(K1)
i
46. GEAR UP WARNING HORN F1 L. VOLTS
-i
R VOLTS
48. CDSAR RES(STOR F3 L. AMMETER
49. L. AND R. FUEL BOOST PUMP RELAY( K37, K38) Fl R. A~IETER
-71 50. L. AND R. GENERATOR OVERVOLTAGE F5 L. AMMETER
RELAY (K35. K3s) Fs R. AMMETER
jl. START OVERVOLTAGE RELAY (K25) F7 L. IGNITOR
52. HEAT SWK AND DIODES F8 R. IGNITOR
53. CONTROL BUS RCB RELAY (K61) F9 CIGAR LIGHTER
51
51
re O Bs, ~s/ 54. OVERVOLTAGE SENSOR ASSEMBLY F1o BAGGAGE COMPARTYEZT LIGHT
54. BATTERY START CONTACTOR F11 L. WINDSHIELD WIPER
(K22)
56. RELAY (K62) +13 L. FUEL AIR LINE HEATER
´•14 c´•e DISTRIBUTION BUS RCB
57. BUS BARS F14 R.
FUEL AIR LINE HEATER
BATTERY LII\TE CONTACTOR 105. EXTERNAL POWER RECEPTACLE
58. 2 (K19)
106. EMERGENCY LOCATOR TRANSMITTER
59. CURRENT SENSOR:1 (OPT)
11147 AND so. AND R. WINDSHIELD RCB RELAY 1o7. WWG AND EMPENN~GE DEICER TIMER
690A, 11143, L. (K73, K74)
11156 THRU 11189. st. RUDDER SLOT ANTI-ICE RCB 108. FLUORESCENT LIGKI‘S INVERTERS
RELAY (Ks5)
62. CABIN BUS RCB RELAY 109. WINDSHIELD WIPER RESISTORS
ii rs. (K66)
110. DIMMER ASSY
Figure 1013. Electrical Equipment Locator ISheet 2 of 8)
10-33/10-34
GULFSTREAM
SECTION x
COMMANDER MAINTENANCE MANUAL
ELECTRICAL
690A/690B
i. WINDSHIELD ANTI-ICE CONTACTOR PANEL 63. R. GENERATOR OFF RESISTOR

A 2´• WINDSHIELDWIPER MOTORS 64. DIODES AND T-STRIP (K)
lr 690A. 11170 THRU 11%a5.
3. CABIN PRESSURE SWITCH 65.
66.
L
L.
GENERATOR OFF RESISTOR
REVERSE CURRENT RELAY
(Ri)
(K39)
99,,,I 4.
5.
~UUNCIATOR PANEL
OVERHEAD SWITCH PANELS 67. GROUND BI~WER FUSE (F21)
PROPELLER DEICERS 68. SH~NTS
89 PROPELLER UNFEATHERING PUMPS 69. CURRENT SEI\TSOR i2
7-
is~71 ai 1 81 8. STALL WARNlliGG SU?TCH 70. GROUND BI13WER CONTACTOR (K29)
E~-i" i:I
se
11.
12.
POSITION LIGHTS,
STARTER-GENERATORS
ICI~ INSPECTION LIGHTS
W~UG AhlD TAIL 72.
73.
74.
R. REVERSE CURRENT RELAY
BATTERY LINE CONTACTOR tl
R.
L.
ENGINE START RELAY
ENGINE START RELAY
(K18)
(K17)
(K40)
81 13. RETRACTABLE LANDING LIGHTS 15. EXTERNAL POWER RELAY (KZ3)

14. ENGINE TORQUE TRANSDUCERS 76. EXTERNAL POWER OVERVOLTAGE RELAY
O 15. ENGINE Oil PRESSURE TRANSDUCERS (K30)
O 16’ O iS-
1?.
ENGINE F~L PRESFURE
WINDSHIELD ANTI-ICE TEMPERATURE CONTROLLERS
i/.
78.
SPARE REUY
HEAT EXCHANGER SAFETY RELAY
OYERRmE CABW TEMPEPU"TVXE (X461
(K49)
F~SE BWCK _ISSEMBCI 79.
ii 1B
19´• FUEL BOOST PUMPS AP\TD SW~TOPF VALVES 80. L. FUEL LINE HEATER ig31)
to. FUEL QUANTITY TRANSMITTER 81. HYDRAULIC PUMP RELAY (K21)
I
B 21. BATTERIES 82. R. GENERATOR CONTROL. RELAY (K14)
i.:-41~´• 101
IOY i’ 6: ZZ. FLAP POSITION TRANSMITTER

PROPELLER DEICER TIMER
83.
84.
L. GEI\TERATOR CONTROL RELAY (K13)
R. ENGINE MOTOR RELAY (K8)
60 24. EXTERNAL POWER RECEPTACLE 81. L. IGNITION RELAY(Kj)
2j~ ANTI-COLLISION ss. L. FIELD RELAY (X9)
26. RUDDER TRIM TAB POS~ION TRANSMrTTER 87. R. IGNITION RELAY (K6)
O
27´• ELEVATOR TRIM TAB POSITION TRANSMITTER 88. R. FIELD RELAY (K~O)
61 28. LOWER ANTI-COLLISION LIGHT-OPTIONAL 89. L. ENGINE MOTOR RELAY (K7)
Z,. ,A,,, EXTERNAL POI~R I~CKOUT RELAY (K34)
66
30. moRAutIc PRESSURE SWITCH 91. L. FIELD CONTROL RELAY (K11)
k 31.
82.
33´•
MAIN LANDING GEAR UPLOCK SWITCH
tUIXILIARY HYDRAULIC PUMP
L. AND R.GENERATOR VOLTAGE REGULATORS
92.
93.
R.
L.
RELAY
FIELD CONTROL RELAY
STARTER PRESSURE REGULATOR
jKlj)
(K12)
34´• FLAP POSITION UP SWITCH 94. R. STARTER PRESSURE REGULATOR

ls I j 35. MAW LANDING GEAR DOWNLOCK SWITCH RELAY (K16)
so
Z~
d9 1 36 CABIN TEMPERATURE CONTROLLER 95. EXTERNAL POWER CONTACTOR (K21)
,I 37. FUEL CAL4BRATION 96. GROUND COOL ANNUNCIATOR RELAY (K51)
5
38. PROPELLER SYNC CONTROL BOX 97. MAXIMUM HEAT ANNUNCIATOR RELAY (K52)
51 71
38. 1~. ENGINETORQUE I~I?UIIT CONTROL 98. R. FUEL LINE HEATER RELAY (K32)
R. ENGINE TORQUE LIMIT C08TROL 99. DIRECT BLEED CONTROL RELAY (K48)
41. FUEL FLOW SIGNAL CONDITIONm’G UNIT too. R. START RELAY (K4)
r L. START RELAY (K3)
1 (K2)
-i 43. STALL WARNING HORN 102. R. START AUXILIARY RELAY
9
,I d
zli
44.
45.
46.
PIMT HEATER
GEAR UP WARNING HORN
103.
104.
FUSE PANEL AND FUSES
F1 L. VOLTS
(K1)
ss"-4 ~i: ’’2 (8 47. NOSE LANDWG GEAR SWITCH F2 R. VOLTS

F3 L. AMMETER
III 48. CIGAR LIGHTER RESISTOR
49. L. AND R. FUEL BOOST PUMP RELAY (K37, K38) F4 R. AhrmETER
-13
jg. L. AND R. GENERATOR OVERVOLTAGE rs L. A~METER
F6 R. AMMETER
RFLAY(K35, K36)
-i( F7 L. IGNITOR
51. START OVERVOLTAGE RELAY (KZj)
j2. BEAT SINK AND DIODES F8 R. IGNITOR
"j i
.,w O O O O 53. CONTROL BUS RCB RELAY (K61) F9 CIGAR LIGflTER
Z1( Brr6AGF COIOPAR~MEAT WCHT
i
i’
f s´• O ~i
54_
jg.
56.
SENSOR ASSEMBLY
B*T~RY ST~RT C~NTBCIOR
DISTRIBUTION BUS RCB RELAY
~Zi
(K62)
Fli
F13
L.
L.
WIPER
FUEL AIR LINE HEATER
a
51. BUS BARS F14 R FUEL Am LINE HEATER
O O O 58. BATTERY LINE CONTACTOR 2 (K19) 105. EXTERNAL POWER RECEPTACLE
59. CURRENT SENSOR 1:1 106. EMERGENCY LOCATOR TRANSMITTER (OPT)
’5i 00000 60. L. AND R WIh~SHIELD RCB RELAY (K?3, K74) 107. WWG AND EMPEN~AGE DEICER TIMER
61. RUDDER SLOT ANTI-ICE WJB RELAY (K65) 108. FLUORISSCENT LIGHTS IlUYERTERS
62. CABIN BUS RCB RELAY (K66) 109. WLNDSI~ELD WIPER RESISTORS
L
11(1. DIMMER ASSY
Electrical Equipment Lacafor isheet 3 at 81

Figure 10-1-3.
10-35/10-36
GULFSTREAM
es0A/asos ELECTRICAL
690A, 11221THRU 11248,

11250 THRU 11268.
B
lo’ n ?31~
I\ 21
~=M x a
103
2(1~1*
ll!B
105
o ~P; ?u~ I
o,
io39
II
Aa’5
101
Location Ofter installation per

Custom Kit No. 190.
1""’"’
Figure 10-1-3. Electrical Equipment Locator (Sheet 4 of 8)
10-2?/10-88
GULFSTREAM
A i. WINDSHIELD ANTI-ICE CONTACTOR PANEL 63. A. GENERATOR OFF RESISTOR (RZ)
r-t 99 690A,
THRU 11268.
11217 THRO 11248, 11250
2.
3.
4.
5.
WINDSHIELD WIPER MOTORS
CABIN PRESSURE SWITCH
OVERHEAD
PANEL
SWITCH PANELS
64.
65.
66.
67.
DIODES AND T-STRIP
L. GENERATOR OFF RESISTOR
L. REVERSE CURRENT RELAY
GROUND BLOWER FUSE
(K)
(FZ1)
(Ri)
(K39)
L s~ll 83 1 6. PROPELLER DEICERS 68. SHUNTS
Tq7 80 85
r
7. PROPELLER UNFEATHERING PUMPS 69. CURRENT SENSOR -2
P6 SI
,,,,,H ,o. GROUND BLIIWER CONTACTOR (K29)
D 9,, 1 86
4
10.
ii~G i~iD EN1P~hliAGE
POSITION LIGHTS WING AND TAIL
GENERXTORS
IIEICER ?I R IIEYERSB NRKEn-I REL´•4Y
BATTERY WE CONTACTOR ´•1
In~o)
Il. STARTER 73. R. ENGINE START RELAY (K18)

81 12´• ICE INSPECTION LIGHTS 74. L. ENGINE START RELAY (K17)
13 RET~UICT*BLE LRND~C LLGHTS TS´• EXTERNAL POWER RELAY (K23)
6 14. E~GWE TORQUE TRANSDDCERS 76. EXTERNAL POWER O~RVOLTAGE RELAY
(K30)
C
62 :"boi
"I C) 15.
16
ENGINE OIL PRESSURE TRANSDOCERS
ENCUIE I´•UEL. PRESSURE 17- SPx~-RE AEL4Y
´•r 17. WINDSHIELD ANTI-ICE TEMPERATURE CONTROLLERS ’18´• HEAT EXCHANGER SAFETY RELAY 11(49)
i:
i O Is
19.
FasE s~cn
FUEL BOOST PUMPS AI~D SHLTTOFF VALVES
YI.
80.
OYINUDE CIIBlli
L. FUEL LINE HEATER (K31)
(W61
i
FUEL QUANTITY TRANSMITTER 81. KYDRAULIC PUMP RELAY (X21)
O 60
1
.n"
21.
22.
BATTERIES
FLAP POSIIION TRANSMITTER
82.
83.
R. ENGINE MOTOR RELAY
L. IGNITION RELAY (K5)
(K8)
23. PROPELLER DEICER TIMER 84. L. FIELD RELAY (K9)

24. EXTERNAL POWER RECEPTACLE ss. R. IGNITION RELAY (K6)
25. ANTI-COLLISION LIGHT-~FRTICAL as. R. FIELD RELAY (K10)
26. RUDDER TRIM TAB POSITION ~RBNSMITTER 81. I.. E~jGWE MOTOR REL.PIY (K?)
27. ELEVATOR TRIM TAB POSITION TRANSMITTER 88. EXTERNAL POWER LOCKOUT RELAY (K34)
I
28. MWER ANTI-COLLISION LIGHT-OPTIONAL 89. L. FIELD CONTROL RELAY (K11)
66
to 29. HYDRAULIC SHUTOFF VALVES 90. R. FIELD CONTROL RELAY (K12)
j.r4
90. HI´•DRAULIC PRESSURE SWITCH 91. L. STARTER PRESSURE REGULATOR
31. MAIN LANDING GEAR UPLC)CK SWITCH 92. RELAY (Klj)
i"
11 B
~14tf 32. AUXILIARY HYDRAULIC PUMP 93. R. STARTER PRESSURE REGULATOR
.1,I
33. L. AND R. GENERATOR VOLTAGE REGULATORS RELAY (K16)
j
k1
J 34. FLAP POSITION UP SWITCH 94. EXTERNAL POWER CONTACTOR (K27)
i: (O 3j MAIN LANDING GEAR DOWNLOCK SWITCN GROUND COOL ANNUNCIATOR RELAY (K51)
36 CABn" TEMPERATURE CONTROLLER 95. MAXIMUM HEAT ANNUNCIATOR RELAY (Kj2)
,i
I~r,3!
´•t
31. FUEL CALIBRATION 96. R. FUEL LINE HEATER RELAY (K32)
/rl Il 50
38. PROPELLER SYNC CONTROL BOX 97. DIRECT BLEED CONTROL RELAY (K48)
39.
I´•c~-\ R. ENGINE TORQUE I.IMIT CONTROL 99. L. START RELAY (K3)
U 41. FUEL FU)W SIGNAL CONDITIONIIJC UNIT too. R. START AUXILIARY RELAY (K2)
w-~1 c
42.
43
44.
45.
DOOR EMERGENCY UNLOCK SWITCH
STILLWIR~ING HORN
PITOT HEATER
EI~CTROLUMINESCENT PANEL POWER SUPPLY
loi.
IUP´•
FI~SE P~UL´•WO BOSES
rl
F2
L.
R.
VOLTS
VOLTS
F13
(R1)
L. FUEL AIR
LINE HEATER
16 ciZ
::11;i i t
18 a 46. GEAR UP WARNING HOR~ F3 L. AMMETER F14 R. FUEL AIR
47. NOSE LANDLh~G GEAR SWITCH F4 R. AMMETER LINE HEATER
48. CIGAR LIGHTER RESISTOR F5 L. AMMETER F17 L. VOLTAGE

~13
F6 R. AMMETER REGULATOR
49. L. AND R. FUEL BOOST PUMP RELAY (K37, K38)
-1. jo. ENVIRONMENTAL DIRECT BLEED AIR DIODE (K30) F7 L. IGNITOR r18 R. VOLTAGE
-I( F8 R. IGNITOR REGULATOR
51. START OVERVOLTAGE RELAY (K25)
52. HEAT SINK AND DIODES F9 CIGAR LIGHTER
-15 O O O O O 53. CONTROL BUS RCB RELAY (K61) iiO BAGGAGE

COMPBRPMENT
54. OVERVOLTAGE SENSOR ASSEMBLY
LIGHT
i~
I~ Ell L. WINDSHIELD
51 56. DISTRIBUTION BUS RCB RELAY jK62)
ImPER
57. BUS BARS
103. EXTERNAL POWER RECEPTACLE
58. BATTERY LINE CONTACTOR?i2 (K19)
104. EMERGENCY LOCATOR TRANSMITTER (OPT)
59. CURRENT SENSOR:I
105. WING AND EMPENNAGE DEICER TIMER
O 8 ~p 60. L. AND R. WINDSHIELD RCB RELAY (K73, K74) 106. FIXiDRESCEliT ~GHTS ]NVERTERS
61. RUDDER SLOT ANTI-ICE RCB RELAY (K65)
107. WINDSHIELD WIPER RESISTORS
62. CABIN BUS RCB RELAP (K66)
108. DIMMER ASSY
Figure 10-1-3. Eleenical Equipment Locator (Sheet 5 of 8)
10-39/10-40
GULFSTREAM
680A/BBOB ELECTRICAL
680A, 11248, 11269 THRU 11348.
~_3--’0
A 231(
11 9
9 20
29 ~101
la /II 109
a~ I
o,
I
do39
106
1011 12 i5*
43
h14
105
Location after insta~lallon per

Custom Kit No. 130.
"OLO’
Figure 10-1-3. Electrical Equipment Locator (Shest B of 8)
10-41/10-41
GULFSTREAM
69aA/690B ELECTRICAL
A
i. WINDSIUELD ANTI-ICE CONTACTOR PANEL 63. R. IGNITOR (CR-4)
690A, 11249, 11269 THRU 11349. 2´• WINDSHIELD WIPER MOTORS 64. DIODES AND T-STRIP (K)
3. CABIN PRESSURE SWITCH 65. L. IGNITOR (CR-3)
4. ANNUNCIATOR PANEL 66. L. GENERATOR LINE CONTACTOR (K391
98 5. OVERHEAD SWITCH PAI\TELS 67. GROUI\TD BLOWER FUSE (F21)
63 6. PROPELLER DEICERS 68. SHUNTS
7. PROPELLER DNFEATHERING PUMPS 69. CURRENT SENSOR -2
~i n1931 8. STALL WARNING SWITCH 70. GROUND BLOWER CONTACTOR (K29)
84 s
"I~ :17
´•1 9. WING AND EMPENNAGE LIGHTWEIGHT DEICER 71. R. GESTERATOR LINE CONTACTOR (K40)
to
4 Y
10.
12.
POSITION LIGHTS
ICE INSPECTION LIGHTS

WING AND TAIL 72. BIITERY LRiE CONT*CTUR 11
R. ENGIP\TE START RELAY (K18)
74. L. ENGINE STAR?. RELAY (Kln
O 13. RETRACTABLE LANDING LIGHTS 75.
62
EXTERNAL POWER RELAY (KZ3)
14. ENGINE TOR~iE TRANSDUCERS 76. EXTERNAL POWER OVERVOLTAGE RELAY
a ENGINE OIL PRESSURE TRANSDUCERS (K30)
16. ENGINE FUEL PRESSURE TRANSDUCERS
a 77. HEAT EXCHANGER SAFETY RELAY (K49)
61
´•O 17.
79.
OVERRIDE COBIN TEMPERATURE (K46)
a
1 19.
20.
FUEL BOOST PUMPS AND SHUTOFF VALVES
FUEL qUANTrTY TRANSMITTER
80.
81.
HYDRAULIC PUMP RELAY
R. ENGINE MOTOR RELAY
(K21)
(X8)
,o 21. BATTERIES 82. L. IGNITION RELAY (Kj)
,9
22. FLAP POSTTION TRANSMITTER 83. INVERTER NUMBER -i
23. PROPELLER DEICER TIMER 84. R. IGNITION RELAY (K6)
/Z
.1 1 1 1 1 1 ~ 24.
25.
EXTERNAL POWER RECEPTACLE
ANTI-COLLISION LIGHT-VERTICAL
85. RADIO NUMBER -1
P~ 19 86. L. ENGINE MOTOR RELAY (K7)

26- RUDDER TRLLITbB POSITION TaVISOm~lFR 87. IYTEANIL POWEB LUCYDLI REL41- IX3"1
lo
27. ELEVATOR TRIM TAB POSITION TRANSMITTER 88. L. STARTER PRESSURE REGULATOR
v IL
28. IIIWER ANTI-COLLISION LIGHT-OPTIONAL
29. HZDRAULIC SHUTOFF VALVES 89. R. STARTER PRESSURE REGULATOR
i.r
I"r´•
30. HIDRAU1IIC PRESSURE SWITCH RELAY (X161
I 31. MAD~I LANDING GEAR UPI~CK SWITCH 90. EXTERNAL POWER CONTACTOR 111273
ib
w ,2. AUXILIARY HYDRAULIC PUMP 91. GROUND COOL ANNUNCIATOR RELAY (Kjli
33. L. AND R. GENERATOR VOLTAGE REGULATORS 92. MAXIMUM HEAT ANNUNCIATOR RELAY (K5a)
(Volta~e control Panei) 93. R. FUEL LINE HEATER RELAY (K32)
jlIr
34. FLAP POSITION UP SWITCH 94. DIRECT BLEED COUPROL REIAY 1K41;)
1 68 O
35. MAIN LANDING GEAR WWNLOCK SWITCH 95. R. STAR? RELAY (K4)
36 CABIN TEMPERATURE CONTROLLER 96. L. STAR? RELAY (K3)
37. FUEL CALIBRATION 97. R. STAR? AZXILIARY RELAY (K2)
38. PROPELLER S~NC CONTROL BOX 98. L. START ALXILIARY RELAY (K1)
39. L. ENGINE TOR~UE LIMIT CONTROL 99. FUSE PANEL AND rUSES
i´• .a a rNCME mRa~E uMn coirnaL Fl L´• ~Oms L. FUEL AIR
O
r13
FUELFU)WSIGNALCONDIT UNIT F2 R. YOLTS LLTE HEAT EH
42. DOOR EMERGENCY UI\TIX)CK SWITCH F3 L. AMMETER F14 R. rUEI AIR
Q 43.
44.
45.
STALL WARNING HORN
PI~OT HEATER
P4
F5
T6
R.
R.
AMYEIER
AMMETER
Ilj
F17
IINL
MOD BLOIVER
L.
ilEATER
VOLTAGE
46. GEAR UP WARNING HORN F7 L. IGNITOR
C REGUL~TOR
ii 47. NOSE LANDING GEAR SWITCH FS R. IGNITOR Fi8 R. POLT~GI
11
52~ ;1 18. CIGAR LIGHTER RESISTOR F9 CIGAR LMHTER REGULATOR
49. L. AND R. FUEL BOOST PUMP RELAY (K31, K38) F10 BAGGAGE
50. ENVIRONMENTAL DIRECT BLEED AIR DIODE COYPAI~MENT
(CR-j)
jl. START OVERVOLTAGE RELAY (K25) LIGHT
O O O O O 52. HEAT SINK AND DIODES rll I WINDSHIELD
53. CONTROL BUS RCB RELAY (K61) WIPER

I~ O O 8 54. OVERVOLTAGE SENSOR ASSEMBLY 100. EXTERNAL POWER RECEPTACLE
101. EMERGENCY LOCATOR TRANSMITTER (OPT:
55. BATTERY START CONTACTOR (KZ2)
O ~p ~3 js~ DISTRIBUTION BUS RCB RELAY (K62) 102.
103.
~1PG AND
TLUORESCENT LIGHTS II\TVERTERS
DEICFR TIMER
57. BUS BARS

104. WINDSHIELD WIPER RESISTORS
(K19)
80~Q8 58.
59.
BATTERY LINE CONTACTOR 82
CURRENT SENSOR II L05. DIMMER ASSY
so. L. AND R. WINDSHIELD RCB RELAY (K?3, K?4)

st. RUDDER SLOT ANTI-ICE RCB RELAY (K65)
62. CABIN BUS RCB RELAY (K66)
Figure 10-1-3. Elecaical Equipment Locator rSheet 7 of 81
10-43/1~-44
GULFSTREAM
RELAY CODE FUNCTION LOCATION
K26 CABIN DOOR LOCK CABIN DOOR

K28 PROPELLER SYNCHRONIZER FORWARD SIDE OF AFT PRESSURE
BULKHEAD (-39. 50)
K33 PROPELLER SYNCHRONIZER FORWARD SIDE OF AFP PRESSURE
BULKHEAD (-39. 50)
U1 INDICATOR LIGHT TEST NO. 1 CIRCUIT BREAKER PANEL
K~2 INDICATOR LIGHT TEST NO. 2 OVERHEAD SWITCH PANEL
K~S PANEL LIGHTS AUXILIARY AFT SIDE OF NOSE WHEEL WELL
ENCLOSURE AT FWD PRESSURE BULKHEAD
K(4 ANNUNCIATOR LIGHT RELAY AFT SIDE OF NOSE WHEEL WELL
(A/C 11156 AND SUBSEQUENT)
K81 L. TURN AND BANK CIRCUIT BREAKER PANEL
K50 ELECTRIC ELEVATOR TRIM FUSELAGE STATION 20. 00
K54 SHAVER OUTLET CONT. COMMAND CONSOLE (OPT)
K55 L. IGNITION OVERRIDE FORWARD SIDE OF AFT PRESSURE BULKHEAD
(A/C 11100 THROUGH 11169)
X16 R. IGNITION OVERRIDE FORWARD SIDE OF AFI PRESSURE BULKHEAD
(A/C 11100 THROUGH 11189)
K51 L. FEED CONTROL STARTING VOLTAGE REGULATOR SHELF
(A/C 11249, 11268 AND SUBSEQUENT)
KS8 R. FEED CONTROL STARTING VOLTAGE REGULATOR SHELF
(A/C 11849, 11269 AND SUBSEQUENT)
K60 CHIMES CONTROL FUSELAGE STATION 139. 00
UPPER CENTER LINE
K68 CHIMES CONTROL FUSELAGE STATION 139. 00
UPPER CENTER LINE
K69 BUS OFF OVERHEAD SWITCH PANEL
K70 BUS OFF CIRCUIT BREAKER PANEL
K?1 BUS OFF CIRCUIT BREAKER PANEL
K1Z BUS OFF OVERHEAD SWITCH PANEL
K15 L. WINDSHIELD LOW-TEMP R. SIDE OF NOSE AREA
K16 R. WINDSHIELD LOW-TEMP R. SIDE OF NOSE AREA
K7? L. WINDSHIELD HIGH-TEMP R. SIDE OF NOSE AREA
K78 R. WINDSHIELD HIGH-TEMP R. SIDE OF NOSE AREA
K79 L. GENERATOR INLET OVERHEAT FUSELAGE STATION 254. 00, LGN #3 LEFT
K80 R. GENERATOR INLET OVERHEAT FUSELAGE STATION 254. 08, tGN #3 LEFT
K82 GEAR SILENCING INSTRUMENT SUB PANEL
Figure 10-1-3. Electrical Equipment Loo.tor (Sheet S of 8)
10-45
GULFSTREAM
ELECTRICAL
890A/B9(IB
3
13 ;C
L II/ a
a 1
BN1
to L L
CONNECTOR T-STRIP
A. P2 1´•$
B. P6 2. P
P7 3. U
C. P62 4. A
D. P49 5. C
E. P88 8. F
F. P43 7. K
G. P48 8. T
H. P47 9. S
J. P46 10. G
K. P67 11. B
L. PB1 12. E
M. P14 13. H
N. P58 Iq~M
O. P52
P. P30
8´• PB?
’br
Figure 10-1-4. Connector and T´•Strip Locator
10-48
OULFSTREAM
COIMANDER MAINTENANCE MANUAL SECTION X
690A/BSOB ELECTRICAL
Located on Outside of Contactor Box (Aft of Bag-gage Compartment)
Designation Type and Rating Function
F-l AGC-I t. VOLTS

F-2 AGC-1 R. VOLTS
F-3 AGC-1 t. AMMETER
F-4 AGC-1 R. AMMETER
F-5 AGC-I L. AMMETER
F-B AGC-1 R. AMMETER
F-7 AGC-S L. IGNITOR
F-8 AOC-S R. IGNITOR
P-9 MDL-I GIG. LIGHTER
F-10 AOC-5 BAGGAGE COMPT. LIGHT
F-ll AGC-7-1/2 L. WINDSHIELD WIPER
F-13 AGC-8 L. FUEL AIR LINE HEATER
P-14 AGC-I R. FUEL AIR LINE HEATER
Located Inside Contactor Box (must be removed with 1/2 inch wrench)
F-12 AGC-10 L. T~U(I LlGHT (Optiona~)

F-16 AGC-10 R. TAXI LIGAI‘ (Optional)
F-17 AGC-5 L. VOLTAGE REGULATOR
F-18 AGC-I R. VOLTAGE REGULATOR
F-21 ANL-80 GROUND BLOWER
Located on Top Ri~flt Side of Aft Pressure Rullihead
F-23 Ace-a L. BAR AND R. BAR LIGHTS (Optiona9

F-24 AGC-7-1/2 LIQUID CONTAINER OR OVEN (optional)
F-25 AGC-7-1/2 LIQUID CONTAINER OVEN OR
8 OVENS (Optional)
F-25 AGC-25 HOT CUP (Opllonal)
F-26 AGC-10 LAYATORY TOILET (Optional)
F-28 AGC-5 STEREO (Optional)
8-29 AGC-5 READING LIGHTS
F-30 AGC-1 SHAVER INVERTER (Optional)
F-32 AGC-7-1/2 R. WINDSHIELD WIPER
Located an Cabin Bus
8-33 AGC-I L. BAR gr ENTRY LT.
Located in Nose ComDartment
F-36 AGU-25 R. WINDSHIELD LOW

8-37 AGU-25 L. WINDSHIELD UIW
Figure 10´•1´•5. Fure Chart

1[1-47/10-48
GU
690~/690B ELECTRICAL
f
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090A 11100 THRU 11115

S.L. 315
Figure 10-1-6. Left Starter Generator Circuit (Sheet 1 of 7) nw(s)
Revision 2 10-49/10-50
GULFSTREAM
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696A 11116 THRU 11169

S.L. 315
Figure 10-1-6. Left Starter Generator Circuit (Sheet 2 of 7) AL(6.1)
Revision 2 10-51/10-52
GULFSTREAM
ELECTRICAL
gg0A/690B
ge
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690A 11170 THRU 11226

S.L. 315
Figure 10-1-6. Left Starter Generator Circuit (Sheet 3 of 7) AN(6.2)
Revision 2 10-53/10-54
GULFSTREAM
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690A 11227 THRU 11248. 11250 THRU 11268

S,L. 315
Figure 10-1-6. Left Starter Generator Circuit (Sheet 4 of 7) AY(6.3)
10-55/10-56
GULFSTREA1M
COMNIANDER MAINTENANCE MANUAL SECTION X
h -e i
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699A 11249, 11269 THRU 11304

S.L. 315
Left Starter Generator Circuit [Sheet 5 of 7) 90(6)11
Figure 10-1-6.
10-57/10-58
GULFSTREAM
COMMANDER
MAINTENANCE MANUAL SECTION X
ELECTRICAL
690A/690B
AT~50 ´•C
I,
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690A 11305 THRU 11326

S.L. 315
Figure 10-1-6. Left Starter Generator Circuit (Sheet 6 of 7) 99(6.1)11
10-59/10-60
GUILFSTREAM
COMMANDER MAINlrENANCE MANUAL SECTION X
ELECTRICAL
690A/690B
nrsso .e
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690A 11327 THRU 11349

S.L. 315
Figure 10-1-6. Left Starter Generator Circuit (Sheet 7 of 7) BE(6.2)11
10-61/10-62
GULFSTREAM
1~
CONTROL BUS
I
5
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690A 11100 THRU 11115

S.L. 315
Figure 10-1-7. Right Starter Generato~ Circuit (Sheet 1 of 7) AL(7)
Revision 2 10-63/10-64
GULFSTREAM EEGTION X
COMMANDER
MAINTENANCE MANUAL
690A/690B
$SC
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CONTROL BUS
5-i-I K. 5
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696A 11116 THRU 11169

S.L. 315
Gsnerator Gircuit ISheet 2 of 71 AL(7.1)
Fiqurr 10-1-7. Right Starter
10-65/10-66
Revision 2
GULFSTREAM
COMMANDER
ELECTRICAL
690A/690B
CO~TROL BUS
aur~oR/n FOR C~ANGE

R.pRa
j n.
’START
5
n.IcN
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5
UNFTHR
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PCR 967 SERV/CE LE~TER NO. t93
ae a
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1
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I
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OYERRIDEI
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OEN. CIT ONV
690A 11170 THRU 11226

S.L. 315
Figure 10-1-7. Right Starter Generator Circuit (Sheet 3 of 7) An(7.2)
Revision 2
10-67/10-68
GULFSTREAM
COMMANDER
ELECTRICAL
690A/690B
CONTROL BUS
I
*r sior
s~naL
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5 R.
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5
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AZ
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6
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6909 11227 THRU 11248, 11250 THRU 11268

S.L. 315
Figure 10-1-7. Right Starter Generator Circuit (Sheet 4 of 7) AY(7.3)
10-69/10-70
GULFSTRE~JI
ELECTRTCAL
690A/690B
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R.
UNFTHRi
6
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6 5
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I
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17
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690A 11249, 11269 3000 11304

S.L. 315
Figure 10-1-7, Right Starter Generator Circuit (Sheet 5 of 7) 00(7)11
10-71/10-72
GULFSTREAM
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699A 11305 7HRV 11326

S.L. 315
Figure 10-1-7. Right Starter Generator Circuit (Sheet 6 of 7) 96(7.1)11
10-73/10-74
GULFSTREAM
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BL. 315
Figure 10-1-7. Right Starter Generator Circuit (Sheet 7 of 7) BJ(7.2)11
10-75/10-76
GULFSTREAM
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Figure 10-1-8. Power Distribution System (Sheet 1 of 3) AV(8)
10-77/10-78
GULFSTREAM
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690A 11234 THRU 11248. 11250 THRU 11268´•
Figure 10-1-8. Power Distribution System (Sheet 2 of 3) AV(8.1)
10-79/10-80
CULFSTREAM
ELECTRICAL
690A/690B
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R~CET--
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6998 11249. 11269 AND SUBSEIIUENT
Figure 10-1-8. Power Distribution System (Sheet 3 of 3) AW(8)11
In,ni /In_nr,
GULFSTREAM
COMhlANDER MAINTENANCE MANUAL SECTION X
ELECTRICAL
690A/690B
ACDg E
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PNVA OhTN
PNU8 CLD~ ra5/N
5
TEMP
5
TEMP 5_kRBLE~D ~4L IlEED
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H~7Sn
A.
BFFECTIM
TERMIN~TIDNS
11100
11156
THRU 111~ AI1D 11157 THIU
WIRC fi 212 TERMINIIT~ONS APE P137-V AND
AND 11184 T~W

APE P-133-V ANO
11226. WIPEIE1Z
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10-83/10-84
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10-85/10-86
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10-87/10-88
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Figure 10-1-10. Ice Protection System (Sheet 1 of 5) AE(15)
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Figure 10-1-10. Ice Protection System (Sheet 2 of 5) 69(15)11
10-91/10-92
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Figllre 10-1-12. Fuel Syrtem (Sheei 4 of 51 I\L111.3)
lo.los/to-llo
GULFSTREAM
690A/69W ELECTRICAL
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Figure 10-1-12. Fuel Syrtem (Sheet 5 of 5) ar(nlll
lo-111 no~112
GULFSTREAM
COhd~ANDER MAINTENANCE MANUAL SECTION X
ssOA/ssOB ELECTRICAL
i ~FI
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5901 11100 THRU 1(181
Figure 10-1-13. Hydraulic Control Syrtem ISheer 1 of 3) 2(121
10-113/10-114
GULFSTREAM
890A/BB(IB ELECTRICAL
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Figure 101´•13. Hydraulic Control Syltem (Sheet 2 of 3) ALI1Z.1I
10-115
SECTION X MAINTENANCE MANVAL COMMANDER
ELECTRICAL 680A/B80e
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10-118
GULFSTREAM
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ELECTRICAL
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10-117/10-118
COMhlANDER
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Figure 10-1-14. ~nnunciatm CirUlif (Sheet 3 of 4) ~WI1B)II
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10-125
OULFSTREAM
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10-124
GULFSTREAM
CO~MANDER MAINTENANCE MANUAL SECTION X
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Figure 10-1-16. Engine Indication Syrtem ISheet 2 of 2) 1N13)
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GULFSTREAM
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6908/6808 ELECTNCA~
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10-127
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10-128
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10-129/10-190
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Figure 10-1-17. Exterior Lighting (Sheet 1 of 2) AL(20)
10-131/10-132
GULFSTREAM
COMNLANDER MAINTENANCE MANUAL SECTION X
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Figure 161-1-17. Exterior Lighting (Sheet 2 of 2) AS(29)11
10-133/10-134
GULFSTREAM
COMMANDER
ELECTRICAL
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640A 11100 THRU 11115
Figure 10-1-18. Interior Lighting (Sheet 1 of 3) L(19)
10-135/10-136
GULFSTREAM
CONIMANDER MAINTENANCE MANUAL SECTION X
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Figure 10-1-18. Interior Lighting (Sheet 2 of 3) W(19.1)
10-137/10-138
GULFSTREAM
ELECTRICAL
690A/690B
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Figure 10-1-18. Interior Lighting (Sheet 3 of 3) nv(19)11
10-139/10-140
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Figure 10-1-’19. Miscellaneous Circuits (Sheet 1 of 6) N(22)
10-141/10-142
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Figure 10-1-19. Miscellaneous Circuits (Sheet 2 of 6)

Y(22.1)
10-143/10-144
GULFSTREAM
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690A/690B
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690A 11100 THRU 11248, 11250 THRU 11268
Figure 10-1-19. Miscellaneous Circuits (Sheet 3 of 6) AS (21)
10-145/10-146
GULFSTREAM
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10-147110-148
GULFSTREAM
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10-149/10-150
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10-151/10-152
OULFSTREAM
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Figure 10´•1´•20. Interior Options (Sheet 1 of 161 0111
10-153
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10-154
OULFSTREAM
esaA/ssoB ELECTRICAL
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Fiaure 10´•1´•20. Interior Options lasst 3 of 16~ H15.2)
10-155
OULFSTREAM
COMMANDER
SECTION X MAINTENANCE MANUAL B80A/690B
BLECTT(ICAL
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10-158
GULFSTREAM
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10-157
OULFSTREAM
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Figure 10-1-20. Interior Options (Shest B of 16)
10-158
GULFSTREAM
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680A/890B
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lo-lss/lo´•lao
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690A/B80B ELECTIUCAL
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10-181
OULFSTREAM
ELECTRICAL 690A/6808
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Figure 10-1´•20. Interior Options (Sheet 9 of 161 L (I)
10-162
GULFSTREAM
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Figure 10-1-20. Interior Opfionl (Sheet 10 of 16)
10-183
OULFSTREAM
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Figure 10-1-20. Interior Options (Sheet 11 of 16) 01101
10-184
OULFSTREAM
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Figure 10-1´•20. Interior Options isheet 12 of 18) LII(L
10-165
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10-186
OULFSTREAM
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10-181
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10-168
OULFSTREAM
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10-189/10-170
OULFSTREAM SECTION X

690A/690B

PART 2
MODEL 890B AIRCRAFT
Figure Title Ply´•e
10-2-1 Battery and Bus System 10-115

10-2-2 Eleotrlcal System Diagram 10-174
10-a-9 Electrical Equipment Locator..........´• 10-175
Connector and T Board Locator 10-180
10-a-4
Fuse Chart
10-181
10-2-5
Parts List...........´•´•
10-185
10-a-B
10-181
10-a-7 Component Identlficatlon& Coding
Left Starter-Generator System 10-188
10-a-8
10-191
10-2-9 Right StarLer-Generatar System
10-205
10-2-10 Power Distribution System
10-2-11 10-207
EnglneIndicators
Fuel I~-ZIS
1(1-2-12
10-218
10-2-13 Hydraulics
Enuironmenta~ 10-221
10-2-14
Control Surfaces 10-223
10-2-15
10-2-16 10-220
De-Icing
Warning) 10-2SS
10-2-17 Annunciation (Gear Position Stall
10-a-18 Annunciation 10-251
10-2-19 10-243
Interior Lighting
10-8-20 Exterior Lighting 10-251
10-a-21 Misesllaneous 10-a55
10-a-22 10-286
hteriar Options
10-171/10-172
OULFSTREAM
ELECTRICAL
BS0A/690B
’Ih BUS OFF

BUSS OFF II BUS TIE SWITCHES
LIGHT
LIO~ Y (NORMALLY OPEN)
DISI‘RIBUTION BUS
OVRHD SW PNL OVRHD SW PNL
CONTROL BUS rl I~ OISPRIBIPI‘ION BUS

CB PNL d fl Ce PNL
CABIN BUS
RCB RCB
H
L.SI~ART-GEN
(K61) (KBa) I /(K66) R.SI~ART-OEN
GENERATOR
I I LINE CONTACTOR
BLC-1STARTI
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Hil EPC
z I i
BATTERY
POWER
1 I I ISTART I
OVERVOLTAGE
S~ART BUS
Figure 10´•2´•1. Banery and Bus Syatem
10-173
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Loeatlon after installatian per
Custom IOt No. 130.
2’0"’
Figure 10-2´•3. Electrical Equipment Locater (Sheet 1 of 31
10-175/10-1?0
GULFSTREAM
1. WINDSHIELD ANTI-ICE CONTACTOR PANEL 63. R. IGNITOR (CR-4)

2. WINDSHIELD WIPER MOTORS 64. DIODES AND T-STRIP (K)
3. CABIN PRESSURE SWITCH 65. L. IGMTOR(CR-3)
4. ANNUNCIATOR PANEL 66. L. GENERATOR LVUE CONTACTOR (K39)
63
~38 dJ
5.
6.
OVERHEAD bNTrCH PANELS
PROPELLER DEICERS
PROPELLER UNFEATHERDI~G PUMPS
67.
68.
69.
GROUCIO BLOWER FUSE (F21\
SHUNTS
CURRENT SEI\TSOR +2
93 82 P 8. STALL WARNING SWITCH 70. GROUND BLOWER CONTACTOR (K29)
I C .1
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I.~uy a"Y~;.l
SS 9.
to.
WING AND EMPENNAGE LIGHTWEIGHT DEICER
POSITION LIGHTS, WING AND TAIL
71.
72.
R. GENERATOR LWE CO~TACTOR (K40)
BATTERY LWE CONTACTOR jl (K20)
L/O 80 __~,,,,, R. ENGINE START RELAY ~118)
it. ICE INSPECTION LIGHTS 74. L. ENGINE START RELAY n~17)
L’ 13. RETRACTABLE LANDING LIGHTS ?5. EXTERNAL POWER RELAY (K23)
52 c~s_n; 14. ENGINE TORQUE TAANSDUCERS 76. EXTERNAL POWER OVERVOLTAGE RELAY
a 1 15. ENGINE OIL PRESSURE TRANSDUCERS (K301
i´•´• 16. ENGINE FUEL PRESSURE TRANSDUCERS 77. HEAT MCK4NGER SAF ETY RELAY M49)
B
17. WINDSHIELD ANTI-ICE TEMPERATURE CONTROLLERS 78. OVERRIDE COBIN TEMPERATURE (K46)
Is. FUSE BI~OCK ASSEMBLY 79. L. FUEL I~UE HEATER (K31)
a 19. FUEL BOOST PUMPS AND SHUTOFF YALYES 80. HYDRAULIC PUMP RELAY (K21)
QUANT~I‘Y TRANSMITTER 81. R. ENGINE MOTOR R~lc4Y 11(8)
,o
´•´•C ~1; ’V 21.
22.
23.
BA?TERLES
FLAP POSITION TRANSMITTER
PROPELLER DEICER TIMER
82.
83.
84.
L. IGhmON RELAY
RADIO NUMBER ii2
R. IGIUITION RELAY (K6)
(KS)
kR’ i" k 24. EX~ERNAL POWER RECEPTACLE

ANII-COLLISION LIGHT-VERTICAL
85.
86.
RADIO NUMBER Y1
L. ENGINE MOTOR RELAY (K7)
26. RUDDER TRIM TAB POSITION TRANSMITTER 87. U~ERNAL POWER LOCKOUT RELAY (K34)
,IV
27. ELEVAI‘OR TRIM T.4B POSITION TRANSMITTER 88. L. STARTER PRESSURE REGULATOR
r, (Dri?~h- 28_ LOWER ANTI-COLLISION LIGHT-OPTIONAL RELAY (K16)
G) 89. R. STARTER PRESSURE REGULATOR
ou_n 29. HYDRAULIC SKUMFF VALYZ~S
30. HPDRAULIC PRESSURE SWITCH RELAY (K15)
31. MAIN LANDING GEAR UPMCK SWITCH 90. EXTERNAL POWER CONTACTOR ~(2’i)
AUXILIARY HYDRAULIC PUMP 91. COURTESY LIGHT CONTROL RELAY (K55)
a
32.
e
33. L. AND R. GENERATOR VOLTAGE REGULATORS 92. MAXIMUM HEAT ANNUNCIATOR RELAY n(52)
(Voltai~e Control Panel) 93. R. FUEL LINE HEATER RELAY (K32~
94.
1 i
34. FLAP POSTIION UP SWITCH L. FIELD CONTROL STARTING AUX.RELAY
1: o LANDING GEAR WWNLOCK SWITCH 95. R. START RELAY (K4)

~s CABIN TEMPERATURE CONTROLLER 96. L. START RELAY aC3)
~a´• 36
r IUEL UU*Nml- L(O~TUR 9i
98.
R. START AUXILIARY RELAY (K2)
38. PROPELLER SYNC CONTROL BOX L. START AUXILIARY RELAY (K1)
T r" ao;i 39.

lo R.
PITMr ~UW1YE IIW~ m~13L
ENGINE TORQUE LIMIT CONTROL
el. FUSE PANEL AND FUSES
F1 L. VOLTS F13 L. FUEL AIR
41. FUEL FLOW SIGNAL CONDITIONING UNIT FZ R. VOLTS I~IE NEATER
42. DOOR EMERGENCY UNMCK SWITCH F3 L. AMMETER r14 R. FUEL AIR
49. STALL WARNING HORN F4 R. AMMETER NEATER
a 44.
45.
PITOT HEATER
ELGCTI(OLUMINESCENT PANEL POWER SUPPLY
Fl
F6
L. A2IIMETER
R. AMMETER
F15
F17
~IOL) BLOWER
L. VOLTAGE
46. GEAR UP WARNING HORN F7 L. IG~OR REGULATOR
d 47. NOSE LANDING GEAR SWITCH f8 R. IGNITOR F18 R.VOLTAGE
i~--13 48. CIG~R LIGHTER RESISTOR F9 CIGAR ~IGIFIER REGU~A?DR
F10 BAGGAGE F20 COURTESY
49. L. A~ R. FUEL BOOST PUMP RELAY(K37, X38)
COMPARTMENT
/-´•r--’" so. COURTESY LIGHT TIMER DELAY RELAY (K56)
a~ 000
51. START OVERVOLTAGE RELAY (K25)
rll
LIGHT
2. WWDSHIELD
52. HEAT SINK AND DIODES
WIPER
53. CONTROL BUS RCB RELAY (K61)
5( 18 O O 8 Q 54. OVERVOLTAGE SENSOR ASSEMBLY 100.
lot.
EXTERNAL POWER RECEPTACLE
EMERGENCY IL)CATOR TRANSMITTER (OPT)
55. BATTERY START CONTACTOR (K22)
102. AND EMPENNAGE DEICER TIMER
O 8 ~3 8 56. DISTRIBUTION BUS RCB RELAY (K62)
103. FLUORESCENT LIGHTS INVERTERS
BUS BARS
104.
8*TT.RY i~NB CONTnCPOR t2 (K1S)
d 8 8 8 5..
59. CURRENT SENSOR iii
105. R. FIELD CONTROL STARTING AUX.
j aa. L END R RCB RFI-4Y mS, X741 RhL~Y a(i~)

L 61. RUDDER SLOT ANTI-ICE RCB RELAY (g65) 106. DIMMER ASSY
62. CABIN BUS RCB REUY (K66~
Figure 10-2-3. Elecaical Equipment Locator (Sheet 2 of 3)
10-i$7/10-178
GULFSTREAM
ELECTRICAL
se0A/ssoB
RELAY CODE FUNCTION LOCATION
K26 CABIN DOOR LOCK CABIN DOOR

K28 PROPELLER SYNCHRONIZER FORWARD SIDE OF AFT PRESSURE
BULKHEAD (-39. 50)
K33 PROPELLER SYNCHRONIZER FORWARD SIDE OF AFI~ PRESSURE
BULKHEAD (-39. 54)
gel INDICATOR LIGHT TEST NO. 1 CIRCUIT BREAKER PANEL
K~2 INDICATOR LIGHT TEST NO. 2 OVERHEAD SWITCH PANEL
K43 PANEL LIGHTS AUXILIARY AFT SIDE OF NOSE WHEEL WELL
K84 ANNUNCIATOR LIGHT RELAY AFT 6mE OF NOSE WHEEL WELL
K87 L~. TURN AND BANK CIRCUIT BREAKER PANEL
KSO ELECTRIC ELEVATOR TRIM FUSELAGE STATION 20. 00
KS4 SHAVER OUTLET CONT. COMMAND CONSOLE (OPT)
KS? L. FEED CONTROL STARTING VOLTAGE REGULATOR SHELF
KS8 R. FEED CONTROL STARTING VOLTAGE REGULATOR SHELF
K60 CHIMES CONTROL FUSELAGE STATION 138.00
I~PPER CENTER LINE
K68 CHIMES CONTROL IIUSELAGE STATION 139. 00
UPPER CENTER L~E
KB9 BUS OFF OVERHEAD SWITCH PANEL
K?O BUS OFF CIRCUIT BREAKER PANEL
K?1 BUS OBF CIRCUIT BREAKER PANEL
K?2 BUS OFF OVERHEAD SWITCH PANEL
K?5 L. WINDSHIELD LOW-TEMP R. SIDE OF NOSE AREA
K16 R. WINDSHIELD LOW-TEMP R. SIDE OF NOSE AREA
K17 L. WINDSHIELD HIGH-TEMP R. SIDE OF NOSE AREA
1(18 R. WINDSHIELD HIGH-TEMP R. SIDE of NOSE AREA
K?9 L. GENERATOR INLET OVERHEAT FUSELAGE STATUIII 254.00, ~iN K3 LEFT
K80 R. GENERATOR INLET OVERHEAT FUSELAGE STATION 254. 00, LCIN #3 LEFT
K82 DEAR SILENCING INSTRUMENT SUB PANEL
Figure 10´•2´•3. Electrical Equipment Locator (Sheet 3 of 3)
10-179
OULFSTREAM
SLCTION X MAINTENANCE MANUAL OOMMANDER
EtECTRICAL 680A/B80B
13 ;C
E II lr
7/;
814
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CONNECTOR T-STRIP
A. P2 i. Q
8. P6 2. P
P7 3. R
C. P62 4. A
D. P49 5. C
E. P86 B. F
F. P4S 7. K
G. ~48 8. L
H. P47 9. 8
J. P46 10. G
K. P61 11. B
L. P61 12. E
M. P14 13. H
N. P58
O. P52 15. ~,J
P. P30
16. N
9. PZ1
"D1"’
Figure 1QZ´•4. ConnBctor and T-STrip Locator
10-180
GULFSTREAM
ssoA/ss0n ELECTRICAL
Located on Outside of Contactor Bou (Aft of Baggage Compartment)
Designation Type and Rating Function
F-l AGC-1 L. VOLTS

F-2 AGC-1 R. VOLTS
F-3 AGC-I L. AMMETER
F-5 AGC-1 L. AMMETER
F-7 AGC-I L.
F-8 AGC-8 R. IGNTI~OR
F-9 MDL-I CIO. LIGHTER
P-10 AGC-B BAGGAGE COMPT.
F-ll AGC-?-1/2 L. WINDSHIELD WIPER
F-12 AGC-10 L. TAXI LIGHT (Optional)
F-13 AGC-8 L. FUEL AIR LINE HEATER
F-14 AGC-B R. FUEL AIR LINE HEATER
F-1B AGC-10 R. TAXI LIGHT (Optional)
F-17 AGC-5 L. VOLTAGE REGULATOR
F-18 AGC-B R. VOLTAGE REGULATOR
F-20 AGC-S COURTESY LIGHT
Located Inside Contactor Box (must be removed with 1/2 inch wrench)
F-21 ANL-L(O GROUND BLOWER
Located on Tap Right Side of Aft Pres6ure BulBhead
F-23 AGC-S L. BAR AND R. DAR LIGHTS (Opflonnl)

F-24 AGC-7-1/2 LIQUID CONTAINER OR OVEN (Optional)
F-25 AGC-?-1/P LIQUID CONTAINER OVEN OR
20VENS (Optional)
F-25 AGC-25 HOT CUP (Optional)
F-26 AGC-10 LAVATORY TOILET (Optional)
AGC-7-1/2 LAVATORY TOILET (Optional)
F-28 AGC-S STEREO (Optional)
F-29 AGC-I READING LIGHTS
F-30 AGC-1 SHAVER INVERTER (Optianal)
F-31 AGC-I REFRESHMENI~ CONSOLE
F-32 AGC-?-1/8 R. WINDSHIELD WIPER
F-33 AGC-S L. BAB ENTRY LIGHT
Located in Nose Compartment
F-36 AGU-PS R. WINDSHIELD LOW

F-31 AGU-25 L. WINDSHIELD LOW
Located at hbaard Side of Left Nacelle
F-34 800582-23 (3 AMP) HOURMETER
Figure 10-2-5. Furs Chart
10-181/10-182
Gul~stream
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ELECTRICAL
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10-229/10-230
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Figure 10-2-17. Annunciation
10-233/10-234
Gulfstream
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Figure 10-2-17A. Annunciation
10-235/10-236
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10-237/10-238
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Figure 10-2-18A. Annunciation
10-239/10-240
Gulfstream
690AiB ELECTRICAL
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10-265
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Figure 10-2-22. Interior Options (Sheat 7 of 19)
10-271
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10-275
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ELECTRICAL
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Figure 10-2-22. Interior Options (Sheet 120f 19)
10-276
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10-277
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10-278
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ELECTRICAL
690A/690B
CAB/N BUS
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Figure ’10-2-22. Interior Options (Sheet 15 of 19)
10-279
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Figure 10-2-22. interior Options (Sheet 16 of 19)
10-280
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10-281
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10-282
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9(14)
10-283/10-284
SECTION
ICE PROTECTION
SYSTENI
CULFSTREAM
COM~AP;DER MAINTENANCE MANUAL SECTION XI
690A/690B ICE PROTECTlON EQUIPMEh’T
SECTION XI
ICE PROTECTION SYSTEMS
fABLL OF CON7ENTS
Page Page
CENERALDESCRLPTION 11-1 Propeller Deicing System Maintenance 11-7
WING AND EMPENNAGE DEICING SYSTEM 11-1 GENERATOR INLET ANTI-ICING SYSTEh~ 11-9
Deicer System Components 11-1 Anti-ice Boot Element Check 11-9
Deicer System Control 11-3 WINDS~HIELD ANTI-ICE SYSTEM 11-9
Deicer Boot Maintenance and fi~pair 11-3 WING ICE INSPECTION LIG~HTS 11-9
Deicer System Operational C~ck 11-6 RUDDER ANTI-ICING SYSTEM 11-9
PROPELLERDEICING SYSTEM 11-6 Rudder Anti-Icing System Maintenance 11-9
DENERAL DESCRIPTION ing inflatable rubber tubes, are installed on the lead-
(iL ing edges of the wings, horizontal stabilizer, i
vertical stabilizer. Regulated bleed air from the

The aircraft is equipped with deicing and anti-icing engine(s) is used to inflate and deflate the deicer boot
systems that give the utmost in operational capability tubes. The suction used to deflate the deicer boot
and flight safety. The deicing systems are wing and tubes and hold the boots securely against the flight
empennage deicer system and the propeller deicer surface leading edges is generated by passing engine
system. The wing and empennage deicing is accom- bleed air through an air ejector. A distributor ralve,
plished by a pneumatic surface deicing system using governed by an electro-mechanical timer, sequences
rubber boots installed on the leading edge of the wings the inflation and deflation of the deicer boot tubes on
and stabilizers and utilizing regulated engine bleed the wing and empennage flight surfaces. To minimize
air for inflation and deflation. The propeller deicing disturbance of the air flow over the flight surfaces the
system is comprised of neoprene ice boots embedded wing and empennage deicer boots are inflated and de-
with electric heating elements. The anti-icing sys- flated alternately when the normal deicer system is
tems are generator inlet, windshield, rudder horn used. When the deicer system is not operating, suc-
tion is applied to each deicer boot to hold it tightly
slot, pitot, fuel vent, alternate static, and stall warn-
ing. The anti-icing systems are electrically heated against the leading edge of the flight surfaces. The
outer neoprene surface of the deicer boots is treated
elements, controlled by heat sensors within each
individual system and by switches in the overhead with a thin coating of conductive cement to prevent a
switch panel. Descriptive information and instruc- buildup of static electrical energy. If this energy
tions needed to understand and maintain equipment were permitted to accumulate, it would eventually
installations are contained in this section exceptpitot, discharge through the deicer boot to the metal surface
alternate static, fuel vent and stall warning. The of the leading edge causing electronic equipment in-
terferences or damage to the boot.
pitot and alternate static source information is con-
tained in Section VIII, and the fuel vent information
in Section V, while the stall warnillg information is
in Section X. DEICER SYSTEM COMPONENTS
A general knowledge of the purpose and function of

deicer system components is essential to an under-
WING AND EMPENNAGE DEICING SYSTEM standing of system operation. This information is
provided in the following paragraphs.
i
The equipped with a pneumatic surface

aircraft is CHECK VALVES. A flapper type check valve is in-
deicing system (see Figure 11-1). Deicer boots, stalled in the bleed air line from each engine. This
made from fabric reinforced rubber sheet andcontain- valve is spring-loaded and will close to prevent bleed
‘tt~’
CULFSTREAM
SECTION XI MAINTENANCE MANUAL COMMANDER
ICE PROTECTION EQUIPMENT 690A/690B
INSTRUMENT PANELS
OVERHEAD SWITCH PANELS
PRESSURE
BOOTS WI
GAGE
ONECY LIGHS
E3i..~i
mnN
I-
--OFF
C
LEFT WING
RIGHT WING
DEICER BOOT
I)EICER BOOT
TIMER
LEFT n I I RIGHT
ENGINE s II LrrJ EN
FROM VACUUM
INSTRUMENTS
PRESSURE IIFUSELAGE
REGULATOR n IlsK?n~
ALR
EJECTOR (I I~VENT
TUBE
AIR EJECTOR AND

DISTRIBUTOR
VALVE
CHECKVALVEI~ -C
C EMPENNAGE
DEICER
TO JET PUMPS
BOOTS
C~ BLEED AIR
v~n REGULATED PRESSURE
SUCTION
REGULATED PRESSURE AND SUCTION
ELECTRICAL ACTUATION
al~ 20 P~5
Figur~ 11-1. Wing ond Em0Onno6)0 D´•ic~r Systsm Sch´•matic

11-2
GULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION XI
690A/690B ICE PROTECTION EQUIPMENT
air loss in the event an engine becomes inoperative. pressure or suction to the deicer boots depending on
The bleedair pressure from the operating engine will! the position of the servo valves in the distributor.
hold the check valve in the inoperative engine in its The distributor valve receives air pressure directly
closed position. from the pressure regulator and suction is furnished
to a separate port of the distributor valve by the air
REGULATED BLEEDAIRPRESSURE GAGE. A bleed ejector. One of the distributor valve ports supplies
air pressure gage, having a green are, yellow are, pressure and suction to the wing deicer boots while
and an upper and lower red are indicates the amount another separate port operates the empennage boots.
of regulated bleed air available to operate the pneu- The remaining port on the distributor valve is used to
matic deicer system. This gage receives its pres- exhaust the wing and empennage deicer boot air pres-
sure source at a tee fitting downstream from the sure during the deflation sequence of the operating
pressure regulator; therefore, the gage reading is a cycle.
direct indication of pressure regulator operation.
When the regulated bleed air pressure gage is indi- ELECTRO-MECHANICAL TIMER. The electrome-
eating within the green are the bleed air pressure chanical timer
operates on 28-volt de current. A
regulator is functioning properly. A high reading on relay with timer circuit provides for single cycle or
the regulator bleed air pressure gage usually indicates manual cycle basis depending on the position of the
a defective pressure regulator. Check for loose con- deicer control switch. A single cycle permits one
nections in the line to the regulated bleed air pressure complete operation cycle of wing and empennage
gage, prior to removal of the pressure regulator, boots. The manual cycle permits control of the wing
when a low pressure reading is obtained at the gage. or empennage deicer boots in case of timer failure,
or permits the pilot to control the inflation pulse time
PRESSURE REGULATOR. The pressure regulator and interval to the wing or empennage. Field main-
uses spring and diaphragm to operate a throttling
a tenance of the timer is not authorized. The timer
valve, which mechanically reduces and regulates en- function may vary as much as 10 percent without
gine bleed air pressure, for operation of the surface impairing deicer effectiveness or causing an unusual
deicer system. The regulator has an inlet pressure airflow over the flight surfaces.
range of 30-150 psig andmaintains an outlet pressure
of 18 1) psig. The deicer system high pressure
relief valve is an integral part of the pressure regu- DEICER SYSTEM CONTROL
lating valve. If thepressure regulating function of the
valve fails, the built-in relief valve will open between The~deicer control switch is located in the pilots
20 and 22 psig and protect the deicer system from overhead switch panel. The control switch has three
overpressure. positions;BOOTS ONE CY, OFF and MAN. The elec-
trical circuit of the switch is protected by a 5-amp
AIR EJECTOR DISTRIBUTOR VALVE. The air ejec- circuit breaker located in the circuit breaker panel
tor portion creates the negative air pressure (vacuum) and identified as BOOTS. The deicer control switch
needed to hold the deicer boots securely against the is electrically connected to the deicer timer for a one
flight surface leading edges when the deicer system is cycle operation. Actuation of the switch programs
not in operation, and aids in deicer boot deflation when the timing cycle of the timer. The timer then ener-
the system is operating. It contains no moving parts gizes the distributor valve solenoids and cycles and
and is essentially a small venturi, which employs a times the inflation and deflation of the wing and em-
flow of regulated bleed air pressure, to create a pennage deicer boots for a periodof six seconds. The
negative pressure on suction ports. Bleed air passes manual portion of the switch is spring-loaded to the
through the air ejector at all times when an engine is off position and is connected directly to the distributor
operating, and is dumped overboard at a port in the valve solenoid. Since the switch is directly connected
fuselage skin. This air ejector also supplies the to t~ie distributor valve solenoid, it will override the
vacuum needed for aircraft instruments. The distri- timer when placed in the MAN position. This provides
butor valve portion (poppet valve) controls the pres- positive manual control of the surface deicer system
sure to the boots. The distributor valve is solenoid in the event the electronic timer malfunctions. The
operated. The solenoids are energized by the timer manual switch inflates both the wing and empennage
which is controlled by the deicer switch in the pilot’s deicer boots simultaneously. The boots will stay in-
overhead switch panel. The distributor valve sole- flated as long, as the switch is held in MANual position.
noids operate servo valves, which simultaneously When the switch is released from manual, the distri-
place pressure and vacuum on the deicer linestothe butor valve solenoids automatically de-energized
are
wing and empennage deicer boots when energized and and the distributor valve is repositioned to the suction
sequenced by the timer. The solenoids of the distri- position. This deflates the deicer boots and permits
butor valve may be manually energized and individually air pressure in the boot to be expelled through the
controlled by the override switch. When the deicer distributor valve exhaust port.
system is not being used the spring-loaded solenoids
position the distributor servo valves in a manner
which closes off pressure to the deicer boots and DEICER BOOT MAINTENANCE AND REPAIR
applies a constant source of suction on the deicer
boot lines. The tubing connecting the distributor valve The service life of deicer boots will be measurably
to the wing and empennage deicer boot provides either extended by proper care. Most deicer boot scuff dam-
11-3
GULFSTREAM
SECTIONXI MAINTENANCE MANUAL COMMANDER
age and abrasions can be avoided by using proper must be applied so that the stretch is in the widthwise
caution during aircraft servicing and maintenance, direction of the inflatable tube. Roll the patch with a
Deicer boots must be maintained free from oil, fuel, stitcher roller in the direction of stretch.
and other solvents which are injurious to rubber. The
boots must be cleaned regularly with a mild soap and
water solution. B. F. Goodrich Icex should be applied WOTO
to the deicer boots to protect the deicer boots and to
lower the ice adhesion strength. Icex provides a See list of materials used for deicer
smooth, polished film that will even out the irregular- boot installation. Use B. F. Goodrich
ities on the surface of the´•deicer boots andwill reduce cold patch repair kit (FSN 74-451-C)
the natural abrasive effect on the boots during flight. as source for patching material.
Before applying Icex, clean the deicer boots with non-

leaded gasoline and thoroughly clean with soap and
water. Apply Icex sparingly and according to the in-
structions on the container. If the deicer boots are DEICER BOOT INSTALLATION. The complete pro-
properly cared for, the conductive cement on the outer cedure for installing the deicer boots on the wing and
surface of the neoprene ply will last for the service empennage leading edge skin surfaces shall be accom-
life of the boots. Should it become necessary to re- plished in an area that is dust-free and the tempera-
surface the boots with conductive cement use B. F. ture is maintained at an even 65 degrees or above
Goodrich, A-56-B conductive cement and apply in until the curing process is completed. Clothes and
accordance with the procedures furnished by the hands shall be kept clean and the installation surface
manufacturer. of the leading edges and inboard surface of the rubber
boots should not be touched with the hands after the
BOOT REPAIR. Deicer boot cleaning has begun, to assure good adhesion.
DEICER repairs are
classified temporary
as or permanent. Temporary
repairs are made while the boot remains on the air- Materials and Equipment
craft, using a cold patch process. Permanent repairs
require removal of the deicer boots from the aircraft For a complete boot installation or repair of small
and vulcanization of the damaged area. It is recom- areas, the following materials are required:
mended that deicer boots be returned to the manufac-
tureror authorized repair facility when permanent TT-T-548 Toluene
repairs are required. TT-M-261 Methyl Ethyl Ketone (MEK)
Conductive Paint No. 528-002 (De Soto Chem. Coating
Scuff Damage Co).
Conductive Paint No. 910-006 (De Soto Chem. Coating
This is the most common form of deicer boot
damage Co).
and does not require the application of a patch unless Cement EC-1403
the outer ply of the deicer boot is damaged to the ex- Sealant Compound Mil-S-8802 (PR-1422, Pro-Seal
tent that the brown natural rubber is exposed. If the 890).
boot damage is this severe a cold patch is necessary. Icex No. 6 (B. F. Goodrich Co.
Repairs made in the stretch area of the deicer boot A flat 2-1/2 inch brush (set in rubber)
requires that the installation tension of the boot be A sharp knife
relaxed. To accomplish a cold repair proceed as Scissors
follows: Lint-Free Cloth
Rubber Rollers
a. Clean around the damaged area with a cloth A narrow metal roller
dampened in Toluol. Small Hypodermic needles
b. Moderately buff around the damaged area with A spring scale and clamp
steel wool. Type Mil-T-5557 black enamel or Mil-E-5566 color
c. Clean the buffed area with a clean cloth damp- 37038.
ened in Toluol. Filler EC1031 EC801, 3M Mfg. Co. I
d. Select a patch of ample size to cover the dam- Pretrimming and Fitting of Boots
aged area and apply an even coat of cement to the Sealer BFC82-076-1 &-2, B.F.Coodrich Co. I
patch and damaged area of the boot.
e. Allow cement to become tacky and apply the When trimming the ends of the boots, either before
patch. Work out any trapped air and roll the patch or after installation, leave a minimum of 5/8 inch
with a stitcher roller, from the end of allports. Save the larger trimmings
f. After the patchhas set for fifteenminutes, clean as required to prepare two 1 x ii-inch strips to be
the area with a cloth moistened in Toluol, and apply a installed on a separate piece of metal for test pur-
light coat of conductive cement. poses.
Repair in the tube area of the deicer boot is accom- WOTI

plished in the same manner as previously described
except that fabric reinforced patches are used. The When checking boots for length on the
fabric patch must extend at least 5/8 inch beyond the wing and empennage surfaces, be sure
ends and edges of the damaged area. Fabric patches port holes are centered before trim-
are manufactured to stretch in only one direction and ming.
11-4
GULFSTREAM
a. Pretrim each end of the vertical stabilizer boot WOTE

to clear the fuselage fairing by O. 75-inch and the Fi-
berglas tip by O. 25-inch. Should it become necessary to replace
b. Pretrim the inboard ends of the horizontal sta- both the inboard and outboard wing
bilizer boots to clear the fuselage fairings by 0. 75- boots, install the inboard boot first.
inch. boots, trim the outboard
After installing the After outboard boot is installed, the
ends to clear the Fiberglas tips by O. 25-inch. joining area in the center of the wing
c. Pretrim each end of the wing inboard boots to where both boots overlap may be trim-
clear the nacelle fairings by O. 75-inch. The outboard med to a neat buttjoint. Stay a min-
ends must rest exactly on a line midway between the imum of 5/8 inch away from ends of
air ports in the wing, air channels.
Masking and Cleaning

c. wing boot up near the leading
Hold the inboard
a. Beginning two inches behind the boot trailing edge wing and approximately O. 75-inch away
of the
edge, mask off an area approximately two inches wide and outboard of the nacelle fairing. Using a spray
and the length of the boot. unit filled withToluol, reactivate the cement on the
b. Prepare a test strip area on a sheet of alumi- leading edge surface of the wing and attaching side of
num. Use methods identical to those used to prepare the boot, being careful to apply the Toluol lightly
surfaces for boot installation. along centerlines marked on both surfaces, for a dis-
c. Skin surfaces to which boots are to be applied tance of 12 to 15 inches.
shall be cleaned with a clean lint-free cloth saturated d. After approlrimately 10 seconds, press the in-
with MEK suitable solvent followed immediately
or a board boot O. 75-inch outboard of fuselage fairing and
by wiping the surface with a dry clean lint-free cloth, to the leading edge surface, aligning the centerline of
to prevent excessive amounts of cleaning fluid from the boot with the centerline of the leading edge. Ac-
seeping through skin laps. The process should be tivate successive lengths of from 12 to 15 inches and
repeated as often as required to obtain a clean sur- attach to centerline of wing leading edge, until the en-
face, tire boot is installed.

d. Clean the attaching surface of the boots with e. Using a roller, ro~ll boot along centerline of the
Toluene. About fifteen minutes scrubbing on each leading edge to assure that air bubbles do not exist.
boot is sufficient.
NOTE
CAUTION If boot alignment is accurate, the

not
boot shall be removed quickly and prop-
Avoid excessive use of Toluene or MEK erly reset. Avoid bending or twisting
around cemented boot ports, boot.
e. Perform final cleaning of attaching surface of f´• Reactivate the top portion of the boot and wing
boots with MEK. surface in the same manner used on the leading edge,
and press boot into place with the fingers and palms
of the hands.
WOTE
After cleaning, all skin laps on aircraft WOTI

structure which extend under the area
for installing the boot shall be sealed The boot shall be rolled from center-
with PR-1422 or Pro Seal 690 sealer. line to edge at approximately 6-inch
To assure that moisture will not get intervals. This shall be followed by
under the boot after installation, the rolling in the same direction to cover
sealer is to elrtend one inch outside of all untouched areas. Allrollingopera-
the area covered by the boot. tions shallbe performed in a manner
to avoid trapping air bubbles between
the skin surface and the boot.
Installing Boots
a. With the installation surfaces thoroughly clean, g. Reactivate the lower portion of the wing surface
apply an even coat of EC-1403 cement to the clean and boot in the same manner as described in step f.
skin and boot surface as near simultaneously as h. Edges and areas between air cells shall be
possible and allow to dry for thirty minutes. Spray rolled firmly with stitching roller.
a narrow
equipment may be used to apply cement to metal sur- i. Removal of trapped air shall be accomplished
faces, however, a good brush is preferred. Apply a immediately after the rolling operation by the use of
second coat of EC-1403 after the first coat and allow a No. 00 hypodermic needle or other similar device.
an additional 30-minutes drying time. This willallow the area to sealproperly. To avoid
b. At the endof the dryingperiod and before start- puncturing air channels, air trapped under the air
ing the actual installation, mark a centerline on the channels shall be removed by inserting the needle
gluing surface of the boots and the leading edge of the through the area of the boot between air channels and
surfaces with a snap chalk line. running it between the boot and skin to the bubble.
11-5
GUL FSTREAM
SECTIONXI MAINTENANCE MANUAL COMMANDER
j. After removal of trapped air and re-rolling the tained, apply a thin layer of PR-1422 or Pro-Seal 890
sealer to the entire outside edge of all the boots and
area, allow cement to cure for 24 hours at tempera-
tures of 600F and above, or 72 hours at temperatures allow to dry.
below 600F. b. Mask off an area including the outer one-inch
k. Exposed cement within O. 25-inch distance from surface of the boots and elrtending to approximately
edge of boot shall not be removed. 0. 25-inch beyond the aft edge of the boot cement, mak-
i. Seal gaps between boots and boot endings and ing certain the inner edges of the tapes are straight.
edges of boots with Mil-S-8802 (PR-1422, Pro-Seal c. Apply a heavy coat of Type Mil-E-5557 black
890) sealant to prevent entrance of moisture or fuel. enamel to the area between the masking tapes to cover
Sealant should extend slightly over edge of boot and the boot cement and irregularities of the boot trailing
cover exposed EC-1403 adhesive. edges.
m. Remove any protective coating on the wing sur-
face within O. 5-inch of sealant along boot edge. DEICER SYSTEM OPERATIONAL CHECK
n. Apply brush or spray coat of conductive paint
(mix equal parts De Soto No. 528. 002 and No. 910- The deicing system is provided with a ground test con-
006). Allow mixture to age one hour before using nection located in the aft fuselage compartment be-
over sealant extending onto surface of boot and struc- tween the engine bleed air check valves. To perform
ture. Conductive coating should be applied to form an operational check of the surface deicer system
straight trim line. connect an external air pressure source regulated to
o. After cement has dried, remove all masking 18 1) psi to the capped port of the cross fitting,
tapes and clean surfaces with Toluol. which attaches to the engine bleed air pressure lines.
This cross or four-way fitting is located on the aft
WOTE side of the baggage compartment bulkhead. Check the

deicer system as follows:
No, 528-002 mixed with No. 910-006
is conductive coating used to distribute a. External power switch EXT PWR.
static discharge from deicer boot to 1. When air pressure is applied to test con-
wing surface, nection regulated air pressure gage should indi-
cate in the green are. Increase air pressure
Install boots on empennage section in same from external source to 25 psi while observing
p,
manner as described for the wings. pressure gage. Pressure indication should re-
main in the green are.

Testing of Boot Installation 2. The check in step 1. verifies that engine
bleed air check valves are operating correctly,
a. One or more test specimens (1 x 5 inch strips) regulated air pressure gage is reading accu-
shall be cemented to the surfaces immediately adja- rately, and that the bleed air pressure regulator
cent to the installed boots or to an aluminum surface, is functioning properly. The suction gage should
in the same manner as the boot installation, leaving also be reading in the green are (3. 8 5. 0 in.
one clamp attachment (see Figure 11-2).
inch for Hg) and indicates that the suction regulating
b. After minimum curing period of 24 hours and
a valve is correctly adjusted and air ejector is
not more than 72 hours, attach a spring scale to the functioning.
free end of the test strip and apply a pull of five pounds b. Deicer control switch ONE CY.
on the strip. Pull at right angles to the surface. 1. The deicer boots should complete one
Separation of strip from the surface shall not exceed cycle and stop.
a rate of four inches in one minute. 2. Check the time of deicer boot operation
c. If the test strip fails the test shown on Figure through two complete cycles. The cycles should
11-2, the installation shall be further tested as follows: be six seconds each.
1. One corner of the boot shall be lifted 3. The check contained in steps 1. and 2. de-
enough permit
to attachment of a spring clip. termines if the electronic timer is functioning
The clip will be attached across the corner in correctly inthe one cycle mode. Tt:the complete
such a fashion that a pull on the clip will be ex- deicing cycle is more than r 10 percent out of
erted diagonally to the edge of the surface. time, the timer is defective.
2. Attach a spring scale to the clip and exert c. Deicer control switch MAN.
a pull at right angles to the surface. I. The deicer boots should inflate and stay
inflated until switch is released.
3. A pull equal to five pounds-per-inch of
If the boot
2. The check performed in step 1. deter-
width shall be exerted on the scale.
mines that the electronic timer has been by-
can test, the installation shall be
withstand this
considered acceptable. The corner shall be re- passed and that the manual electrical circuit is
cemented using original cementing procedures. satisfactory.

4. Failure of the installation to meet the
above requirements within 72 hours after in-
stallation shall result in removal and reinstal-
ration of the boot. PROPELLER DEICING SYSTEM
Sealing
The aircraft is provided with an electrical pro-
a. After satisfactory test results have been ob- peller deicing system. Deicing is accomplished by a
11-6
GULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTIONXI
A PULL OF 5 LBS.
IS NECESSARY
FOR TEST.
ALUMINUMSURFACE
ATTACH CLAMP AND
SPRING SCALES HERE
ATTACH CLAMP
TEST STRIPS II") ’A PULL OF 5 LBS.
AND SPRING
(MAI(E FROM EXCESS Is NECESSARY
SCALES HERE
BOOT MATERIAL, 1"X 5") FOR TEST
Figure 11-2. Deicer Boot Test Procedures
neoprene ice boot containing an embedded electrical a. Clean area around bond separation to remove
heating element bonded to the inboard leading edge of oil and foreign material.
each propeller blade. A slip ring and brush block b. Apply a coat of EC-1403 to propeller blade and
assembly, electronic timer, switch, andnecessary ice boot surface at the point of separation. Allow
electrical wiring complete the propeller deicing sys- bonding to dry until tacky.
tem. c. Roll repaired area with a rubber roller to
eliminate air bubbles. Roll from center of ice boot
toward theedges being careful to prevent wrinkles.
PROPELLER DEICING SYSTEM MAINTENANCE d. Apply masking tape appro~mately 1/8-inch
beyond cemented area around deicer, permitting
Replacement of the propeller blade ice boots requires filler to contact bare metal.
balancing of the propeller. In normal usage ice boots e. Mix 12 parts EC 1301 with 100 parts EC 801
replacement will not be necessary between propeller and apply one even coat to the area around the in-
overhaul periods. When performing a ground check board end, strap, and approdmately 2-1/2 inches
of deicer system operation and correctfunctioning of toward outboard end of deicer.
the electronic timer, use an external power source
and do not operate deice system more than two cycles NOTE
(two minutes).
Filler should cover approlrimately
ICE BOOTS. Scuff damage to the propeller blade ice l/&inch of baremetal, cemented area,
boots can be tolerated until the wire of the
heating and appro~mately 1/8-inch of deicer.
element is exposed. When the heating element wires Ensure that filler covers area between
are exposed the ice boot must be replaced. Ice boots lead strap and blade.
should be cleaned with a shop towelmoistened in MEK
or Toluol. The ice boot should be painted with a light f´• Remove masking tape and allow filler to dry
coating of Vanderbilt Black-out Lacquer to repair atleast6hours.
minor scuff damage and provide a weather resistant g´• Mix 12 parts of BFG 82-076-1 with one part
coating. Suspected failure of the ice boot heating of -2, or one part V66V27 with seven parts F 53B8,
element can be verified by checking the resistance of manufactured by Lowe Bros., Co., and up to two
the element leads from the ice boot. If resistance is and two thirds parts of R7K69 thinner as needed.
not within 1. 93 2. 15 ohms the ice boot must be re- h. Apply masking tape around edges of deicer,
placed. Loose edges of the ice boot may be repaired about 1/8 inchbeyond filler (or 1/4-inch beyond
as follows: cemented area where no filler is used), permitting
11-7
GULFSTREAM
SECTION XI MAINTENANCE MANUAL COMMANDER
NOTE
GUIDE AND SPRING
Never use carbontetrachloride to clean
slip ring. The residue left by this so-
lution is injurious to deicer brushes.
The nominal length of a new deicer brush isl.41-inches.

When brush Length reaches O. 81-inch, as indicated by
O the centerline radius of the brush undercut, the brush
must be replaced. To replace the deicer brushes,
proceed as follows:
O a. Remove brush block assembly in accordance

withprocedure outlined in Section IV.
b. Remove plate from rear of brush block and re-
move spring and guide from block as shown in Figure
BL6CK II ELECTRICAL
BRUSH 11-3.
BRUSH SLEEVING
c. Withdraw brush from brush block and remove
~II-
brush lead at terminal lug. Remove insulating sleeve
PLASTIC STICK from brush lead.
d. Discard old brushes and replace terminal lug.
e. Thread wire leads of new brush through electri-
cal sleeve; insert lead into terminal lug so that sleeve
DIRECTION OF is under collar of terminal lug and a maximum of 9. 40
PRESS inch of bare wire is showing. Crimp terminal lug.
1´•(
f. Insert brushes inbrushhousing andinstall guide
?II
and spring as shown in Figure 11-3.
Figure 11-3. Brush Guide and Spring Removal
CAUTION
sealer to contact bare metal.
i. Apply one even coat of sealer to the area
around the deicer bounded by the masking tape. Do not depress and suddenly release
brushes as this will damage lead con-
NOTE nection to brush.
Ensure that sealer covers area between g. Place brush block cover in position while guid-
lead strap and blade. ing terminal lugs through slots in cover. Install
washer and screws and torque screws to 15-20 inch-
j. Remove masking tape before sealer dries. pounds.
Allow 12 hours cement curing time before starting h. Reconnect wiring at brush block and apply
engines and 24 hours before operating deicer. Glyptal 2600 on terminal connections and brush block
cover screws.
i. Install brush block assembly. Assure that brushl
SLIP RING AND DEICER BRUSHES. The slip ring blocks are properly aligned as shown in Figure 11-3A.I
will not require routine maintenance providing the
brushes are replaced at the proper intervals. When NOTE
the propeller spinner is removed the slip ring and
electrical leads to the ice boots should be inspected Protect brushes from being broken
for loose or missing hardware. The most important when installing brush block assembly.
factor effecting deicer brush wear is the condition of Tape thin cardboard over brushes and
the slip ring surface. The deicer brushes are speci- attach to brush block assembly. Remove
fically designed toprovide a film onthe slip ring sur- cardboard protection when installation
face to reduce friction between the ring and brush, is complete.
thereby minimizing brush wear. A breakdown or re-
moval of this film permits the brush to ride on the ELECTRONIC TIMER. An electronic timer is in-
bare surface of the copper alloy slip ring causing high stalled on a panel aft of the de contactor box. This is
brush friction. This condition will reduce deicer a solid state electronic timer which alternately sup-
efficiency and cause accelerated brush wear. If it is plies electrical power to the ice boots installed on
necessary to clean the slip ring it should be removed the left and right propellers. The timer alternately
from the propeller bulkhead and submerged in solvent, energizes the left and right propeller ice boots for
After cleaning, wipe the slip ring with a shop towel 30 seconds; consequently there is a 30-second period
moistened in MEK and dry immediately with a clean between deicing cycles for each propeller. The ele-
towel. tronic timer is energized by the propeller deice
switch located on the overhead switch panel. When
11-8 Revision 2
GULFSTREAM
SLIP
RINGASSEMeL ZD_/l~;;gp ~)a
0.0625" 0.0312 i_L
BRUSH BLOCK- [VC
COCKING OF BRUSHES
/BRUSH LOCATED CORRECTLY
SLIP
RINGS~
CENTER BRUSHES ON
SLIP RINGS
NOTE THE FULL THICKNESS OF EACH BRUSH FACE MUST 0250 8
CONTACT THE SLIP RING THROUGHOUT 3600 ROTATION.
Figure 11-3A. Brush Block Alignment
Revision 2 ll-8A/ll-8B
GULFSTREAM
is operating the amperage reading lack of electrical load the voltammeter. If any
the deicer system or on
at each ammeter should increase by 18 amps. components operate improperly, they should be
of the
removed and replaced. Electrical diagrams are pro-
vided in Section X.
GENERATOR INLET ANTI-ICING SYSTEM
WING ICE INSPECTION LIGHTS

Electrically operated generator inlet anti-icing boots
are installed in the upper nose cowl, and contain a
heat element that receives a continuous electric cur- Wing inspection lights, for visually checking de-
ice
rent interrupted only by the opening and closing of icer boot operation and formation of ice on the wing
overheat relays. A sensitive overheat thermostat leading edge during night flying, are installed on the
installed on each boot senses the proper temperature outboard side of each nacelle. The wing ice inspec-
of the element preventing an over temperature burn tion light switch is located on the overhead switch
out of elements. The thermostats control the open- panel. Lamp replacement is accomplished by remov-
ing and closing of overheat relays to maintain a con- ing the upper cowling and taking out the lamp.
stent temperature. See Section X for electrical dia-
grams. A single control switch (GEN INLET) for
both the left and right inlet heating systems is loca-
ted in the overhead switch panel. This switch has RUDDER ANTI-ICING SYSTEM
the dual function of energieing the inlet boots and the
overheat thermostats.
The aircraft rudder may be equipped with an electric
anti-icing system. The system consists of three
separate electric heated elements. The rudder slot
CAUTION heater has two heater elements installed in the upper
slot between the rudder and stabilizer. One attached
to the rudder horn, and one attached to the stabilizer.
Operation of generator air inlet anti- The third heated element is attached to the forward
ice system when ambient temperature end of the rudder trim tab. All heaters are controlled
is above 4-50C will damage the boots by the same rudder horn slot relay in the de contactor
heating element. box and anti-ice RUDDER switch in the overhead
switch panel. All heaters operate on 28-volt de cur-
rent. The system is operated only during low ambient
ANTI-ICE BOOT ELEMENT CHECK temperature 400F or below. The trim tab heater is
constructed of neoprene material with embedded wire
The resistance of the heating element within an anti- heating element. The slot heaters are heating ele-
ice boot must be checked when boot failure is sus- ments embedded in dielectric material and coated with
pected due to ice accumulation. Resistance must also stainless steel cladding.
be checked prior to and after installing a newboot and
prior to initialoperation. Resistance of heating ele-
ments is obtained from the element leads when check- RUDDER ANTI-ICING SYSTEM MAINTENANCE
ing for correct resistance values.
In normal usage, heater replacement will not be
necessary for several years. Wear damageYothe

trim tab heater can be tolerated until the wire of the
WINDSHIELD ANTI-ICE SYSTEM heating element is exposed. When the heater element
wires are exposed the heater replaced. The
must be
heater should be cleaned with shop towel moistened
a
The windshield anti-icing system consists of a left ill MEK or Toluol. The heater should be painted with
and right windshield heat elements embedded in the a light coating of Vanderbilt Bl~ick-out Lacquer to re-
windshield, and left and right temperature controller, pair minor wear damage and provide a weather re-
and related relays. The heating element contains a sistant coating. Suspected failure of the trim tab
sensing terminal and high and low heat terminals. heater can be quick checked by a ground test of ope-
Temperature changes are sensed by the sensing ter- rating the heater not more than 5 seconds on 28-volt
minals on each windshield and transmitted, through de. Also verify the resistance of the heater elements.
the high and low heat relays, to the temperature con- If resistance is not within 2. 23 2. 72 ohms the trim
trollers which automatically regulate the high or low tab anti-ice heater must be replaced. Loose edges
heating cycle of the windshield heating elements. of the heater may be repaired as follows:
Windshield heat switches located in the overhead
switch panel may be placed in either the HZCH or LOW a. Clean
area around bond separation to remove
position causing the windshield heating element tem- oil andforeign material.
perature to change. An indication of improper sys- b. Apply a coat of EC-1403 to trim tab and heater
tem operation or controller failure is uneven ice ac- surface at the point of separation. Allow bonding to
cumulation on windshields, circuit breakers opening, dry until tacky.
11-9
GULFSTREAM
SECTION XJ MAINTENANCE MANUAL COMMANDER
c. Roll repaired area with a rubber roller to elimi- and 1.64(T 0. 05) ohms on the forward leads of the
nate air bubbles. Roll from center of heater toward lower heater, and 3. 25(+0.05) ohms for the aft leads
the edges being careful to prevent wrinkles. on the lower heater, the heater(s) must be replaced.
d. Seal heater edges in the repaired area with
PR-1422 or Pro-Seal 890. Removal
e. Allow bonding to dry for a minimum of 12 hours
before flying aircraft. a. Place anti-ice rudder slot heater in the OFF
position.
RUDDER SLOT HEATERS. The rudder slot heaters b. Disconnect quick disconnects in the rudder or
will not require ally servicing other than a periodic stabilizer area.
check for flying object damage to the overhang edge, c. Remove screws attaching heater elements to
In the evelzt damage occurs the units should be re- stabilizer or rudder, and remove heater.
placed. Suspected failure of the slot heaters can be
quick checked by a ground test of operating the heater Installation
not more than 5 seconds on 28-volt de. Also verify
the resistance of the heater elements. If resistance The installation of the rudder slot heater is ~reverse
is not within 3. 18("0.05) ohms for the upper heater of the removal procedures.
11-10
SECTION
OPTIONAL
EQUIPNIENT
GULFSTREAM
COMMANDER MAINTENANCE MANUAL SECTION XI1
seoA/ssoB OPTIONAL EQUIPME~T
SECTION XII
OPTIONAL EQUIPMENT
TABLE OF CONTENTS
Page Page
GENERALDESCRIPTION 12-1 STROBE LIGHT SYSTEM 12-2
EMERGENCY LX)CATOR TRANSMITTER Strobe Light Removal and Installation...... 12-2
SYSTEM 12-1 RETRACTABLE HIGH SPEED LANDING/....´• 12-2
BatteryReplacement 12-1 RECOGNITION LIGHTS
Landing Light Lamp Removal and Installation 12-2
GENERAL DESCRIPTION is shielded to prevent an inadvertant activation of the

unit from outside interference. The battery has a
life expectancy of four years but must be replaced
Theairplane may be modified to furnish several after two years shelf or service life. The battery is
equipment installations which afford in- installed within the ELT. A Label on the transmitter
lanoitpo,ytilibapac
creased operational is marked with a replacement date. A placard in-
flight safety. Optional equipment not installed at the stalled on the baggage compartment door is usedto
factory is available in Custom Kit form for installa- record the battery replacement date for easy refer-
tion field activities.
by Descriptive information and ence. Aside from the date of battery replacement,
instructions needed to correctly maintain optional other circumstances also govern battery replacement
equipment installations are contained in this section, as follows: after the transmitter has been used in an
emergency situation, or after the transmitter has
been operated for more than one cumulative hour (time
accumulated in several tests).
EMERGENCY LOCATOR TRANSMITTER
SYSTEM
BATTERY REPLACEMENT
The emergency locator transmitter (ELT) is a battery Remove transmitte r from ai rplane for batte ry repl ac e-
operated, self contained system, that transmits a ment. Remove switch guard and set ON/ARM/OFF
signal in the event of sudden adverse conditions. The switch to OFF. When applicable, disconnect antenna
transmitter will produce a signal continuously up to and power connector from transmitter. Grasp trans-
100 hours. It contains an inertia switch that activates mitter firmly, pull knob of removable mounting brac-
the transmitter automatically when a sudden velocity ket assembly, and remove transmitter.
change of five to seven G’s is applied, or a severe
steady deceleration occurs. The emergency locator
transmitter installed in the left side of fuselage at RESCU 88 ELT
station 290. 00 is provided with a dual switch opera-
tion. A manual switch located on the top end of trans- a. Remove and retain four screws securing trans-
mitter facilitates manual turn ON, turn OFF, and mitterplainendcap. Remove plainendcap. Donot
ARM for automatic operation. A remote control damage sealant.
switch, installed on the left instrument panel and con- b. Carefully withdraw battery pack until battery
nected to the transmitter, will allow the pilot to con- connector is exposed.
trol the ELT TEST, OFF and ARM (auto) positions. c. Disconnect battery connector from battery ter-
The system has its own power supply and intercon- minals.
nect wiring and is completely independent of the air- d. Discard old battery pack.
craft power supply system. The interconnect wiring e. Check replacement date marked on new battery
12-1
GULFSTREAM
SECTION W MAINTENANCE MANUAL COMMANDER
OPTIONAL EQUIPMENT 690A/690B
pack and transfer replacement date onto transmitter STROBE LIGHT REMOVAL AND INSTALLATION
label.
f. Record battery replacement date on placard on a. Remove lens from each wing tip.
baggage compartment door, b. Place control switch in the OFF position.
g. Connect battery connector to new battery term- NOlB
inals observing polarity.
h. Slide battery pack, connector end first, into If strobe lamp is burned out, replace
transmitter. Check that battery pack is fully seated the lamp. In some cases the lamp may
inside transmitter. If necessary, partially rotate be part of the light fixture; therefore,
battery pack until correct seating is achieved. the complete Light fixture must be re-
i. Check that sealant on end cap is not damaged. placed.
If necessary, scrape off old sealant and apply fresh
silicone sealant (RTV-102 Silicone Compound, Gen- c. Disconnect electrical wiring to strobe light.
eralElectric). d. Remove strobe lamp or light assembly from
j. Refit end cap and secure with four screws, wing tip.
k Test operation according to instructions on e. Disconnect electrical plug from power supply
transmitter. unit.
f. Remove power supply unit from the structure.
g. Remove stinger strobe light same as wing tip
SHARC-7 ELT lights.
a. Remove and retain nine screws securing trans- The installation procedures for the system compo-
mittercover. Removecover. DonotdamageO-ring. nents is the reverse of the removal procedure.
b. Carefully withdraw battery pack until battery
connector is exposed.
c. Disconnect battery connector from battery ter-
minals. RETRACTABLE HIGH SPEED LANDING/
d. Discard old battery pack. RECOGNITION LIGHTS
e. Check replacement date marked on new battery
pack and transfer replacement date onto transmitter On model 690B aircraft, optional retractable high
label. speed landing/recognition lights may be installed in
f. Record battery replacement data on placard on the left and right lower wing surface outboard of the
baggage compartment door, engine nacelles. The landing light switches, instal-
g. Connect battery connector to new battery term- led in the overhead switch panel, control the illum-
inals observing polarity. ination of the lamps and the operation of the landing
h. Slide battery pack, connector end first, into lights motors. The EXTEND and RETRACT landing
transmitter. Check that battery pack is fully seated light switch will activate the motor circuits for both
inside transmitter. landing lights. To extend the landing light(s), either
i. Check that O-ring on cover is not damaged. If the left, right or both switches must be ON for the
necessary, replace O-ring. E~XTEND position of the EXTEND/RETRACT switch
j. Refit cover and secure with nine screws. to function. After the lights are extended, the lamps
k. Test operation according to instructions on may be turned ON or OFF as required without retrac-
transmitter, tingthe lights. By placing the EXTEND/RETRACT
switch in the RETRACT position, both lights will
retract and lamps will automatically extinguish re-
gardless of the position of the lamp switches.
STROBE LIGHT SYSTEM
LANDING LIGHT LAMP REMOVAL AND INSTALLATION

The high intensity strobe light system consists of a
strobe light located on each
wing tip, a power supply a. Placebattery switch in BATTERY position.
unit located in the left side of the fuselage aft of the b. Extendlanding lights.
de contactor box, a strobe light in the transparent c. Place battery switch in OF’F position.
tail cone stinger, and a switch (STROBE) circuit d. Lift lamp retainer clip that secures failed lamp
breaker located in the overhead switch panel. The and,using long nose pliers, remove lamp retainer ring.
system wiring is shielded to prevent radio noise in- e. Remove lamp and disconnect terminals from
terference. See Section X for electrical schematic. light assembly.
12-2
SECTION
SCHEDULED
INSPECTION
MAINTENANCE
REQUIRENIENTS
Maintenance Manual
Twin Commander Model 690~V690B
Section XIII
Scheduled Inspections and Maintenance Requirements
Table of Contents
Page Page
Maintenance Requirements 13-2: Major Inspection Guide II 13-164
General Instructions 13-4 Abnormal Ground Loads 13-165

Inspection Schedule
Definitions 13-5
Abnormal Flight Loads 13-167
Maintenance Limits Schedule 13-6 Inspection Schedule
150-Eiour Periodic Inspection 13-7 Lightning Strike Inspection 13-169
Program Schedule
Phased Inspection Program 13-28 Main Landing Gear Major 13-170

Phase A 13-28 Inspection Program Guide III
Phase B 13-41
Phase C 13-53 Nose Landing Gear Major 13-172
Phase D 13-66 Inspection Program Guide IV
Calendar Inspection Program 13-79 Dispatch Assurance 13-174

Check "A" 13-79 Maintenance
Check "Al" 13-94 Preflight Inspection 13-175
Check "B1" 13-111 Turn-Around Inspection 13-178
Check "C1" 13-128 Post-Flight Inspection 13-179
Check "D1" 13-145 Routine Inspection 13-181
Major Inspection Guide I 13-163
Section XIII
Page: 13-1
Revision 4
August 9, 2002
Maintenance Manual
Twin Commander Model 690A/690B
Maintenance Requirements
The maintenance of Twin Commander airplanes is based on average usage of the airplane in average
climatic conditions. It is designed to that the airplane is in the best possible condition at all times, to
ensure
reduce maintenance downtimes, and increase airplane reliability and safety. The maintenance schedules are
to be used as guidelines, establishing what to inspect, and to establish time periods between the inspections.
Twin Commander Aircraft Corporation offers Three categories of inspection programs designed to meet
the varying special requirements of the Twin Commander fleet. Owners and operators may select one of the
following factory recommended inspection programs, or they may use them as a guide to developing
unique inspection programs for themselves which would require the approval of their local EAA/ESDC, or
equivalent. The inspections must be accomplished in such a manner to prevent, as far as practical, the
failure of a component or malfunction of a system prior to the next inspection. The owner/operator shall
accomplish at least one (1) full inspection program in each calendar year. Each program is a seif-contained
package and contains an inspection guide, engine run performance sheet, lubrication diagrams and other
relevant information required to perform the inspection. To ensure the inspection program is kept current,
each package may be photocopied for use as the working copy, leaving the original issue and any
subsequent amendments in the manual. Good operating techniques and maintenance procedures will assist
in maintaining the serviceability of the airplane.
The Phased Inspection Program can only be implemented if less than 50 flight hours has elapsed since the
last Periodic Inspection was accomplished.
Tile Calendar Inspection Program can only be implemented if less than forty-five (L~5) days have elapsed
since the last Periodic Inspection was accomplished.
To change from one inspection program to another, a complete cycle of the old program must be completed
(Phased Inspection Program 200 flight hours) (Calendar Inspection Program 1 Year) prior to the change
or the change can be accomplished immediately by performing a Periodic Inspection and starting the new
program.
Section XIIJ
Page 13-2
Revision 4
August9,2002
Maintenance Manual
150 Hour Periodic Inspection Program
This inspection, designed primarily for the average to high utilization operator, is based on a 150-flight
hour interval. The program is designed to provide an inspection of the entire airplane at the end of each
period. An operator may exceed the 150-flight hour interval by no more than fifteen (15) additional hours,
however, the inspection will become due as if the grace period had not been used.
next
Specific inspections and life-limited items must be incorporated into this program
fixed time as they
become due. These items are called out on pages 6 through 6 (c) of this Section.
Phased Inspection Program
This inspection designed primarily for the average utilization operator where consecutive day downtime
is
is undesirable, and is based on a 200-flight hour period. The program consists of four (4) phased
inspections, with work accomplished each 50-flight hour period. An operator may exce ed each 50-flight
hour interval by no more than five (5) additional hours, however, the next inspection will become due as if
the grace period had not been used. The inspections vary in content and scope, with different areas of the
airplane being inspected at each phase, and arranged in a sequence to assure that upon completion of all
four phases that the airplane has been completely inspected. Specific fixed time inspections and life-limited
items must be incorporated into this program as they become due. These items are called out on pages 6
through 6 (c) of this Section. If airplane utilization has not been 200 hours in one calendar year, a Periodic
Inspection shall be cooducted on the airplane and the operator should consider implementation of the
Periodic Inspection Program or Calendar Inspection Program for subsequent years until airplane usage
increases beyond 200 hours yearly.
Calendar Inspection Program
This inspection is designed primarily for the high utilization operator where consecutive days downtime is
undesirable. Calendar maintenance periods are based on a twelve (12) month calendar cycle with minor
inspections carried out at forty-five (45) day intervals, and major inspections at ninety (90) day intervals.
An operator may exceed each forty-five (45) day interval by no more than four (4) days, however, the next
inspection will become due as if the grace period had not been used. These inspections vary slightly in
depth and scope to ensure that at the end of the eight (8) inspections (twelve month period) the entire
airplane, its systems, and components have been inspected. Major inspections are predicated on average
flying hours per ninety (90) day intervals with a not-to-exceed time of 200 flight hours each period.
Specific fixed time inspections and life-limited items must be incorporated into this program as t~ey
become due. These items are called out on pages 6 through 6 (c) of this Section.
Section XZII
Page 133
Revision 4
August 9, 2002
Maintenance Manual
An operator may choose one of the above described inspection programs, or develop his own, but in all
cases must adhere to therequirements of the fixed time Maintenance Limits Schedule. Components and
systems, which have a specific actions, are covered in this section. Components and systems
fixed time for
which do not have a fixed time are inspected "On Condition" through the routine maintenance checks.
Special Inspections
Special inspections are those which provide minimum requirements in the event of abnormal operations,
such as heavy landings, etc. Major structural inspections are also included in this section. The inspection
procedures described are intended only as a guide, and shall be considered the minimum requirement for
the particular inspection. The owner/operator must assure that a thorough and complete inspection has been
carried out.
Flight Assurance Maintenance
Twin Commander Aircraft Corporation has provided this program for operators who require a very high
degree of airplane serviceability. This program is optional at the discretion of the operator, however, the
requirements of this program would be in addition to the requirements contained in the routine programs.
Repairs
Repairs may be accomplished under the guidelines provided in the Federal Aviation Administration (FAA)
Advisory Circular (AC) 43.13-1B. (iatest revision)
For repairs that cannot be accomplished under the guidelines of the AC, contact Twin Commander Aircraft
Corporation Customer Service Dept. and/or an FAA Designated Engineering Representative @ER) for
assistance.
Section MII
Page 13-3(a)
Revision 4
August 9, 2002
Maintenance Manual
General Instructions
Note: Use of the following procedures will assist in accomplishing the requirements of all inspections.
1. Perform a Pre-Inspection Walk-around.
2. Perform Pre-Inspection Ground Run as required by the particular inspection using the ground
a run
inspection package. Record data as required for engine records and engine trend
sheets in the
monitoring.
3. Install a airplane as defined in Section II as required by the inspection being

tail stand and jack the
performed. Ensure that the airplane is correctly grounded while in the hangar and that servicing
equipment and personnel are clear of control surfaces before operation of controls.
4. Ensure tl~at all current defects are recorded on the requiring

inspection worksheets and that items
additional action atsubsequent inspections are to be complied with
noted. Ensure that Time/Life items,
during the inspection, are recorded and the remaining items subject to specific Time/Lives shall also be
checked for sufficient life remaining to continue to the next inspection. Check the applicability of all
A.D.’s, Service Publications issued by Twin Commander Aircraft Corporation, Honeywell and
Hartzell Propeller Inc. Check the applicability of publications for all installed equipment and ensure all
relevant instructions are noted for compliance.
5. Some of the requirements inspection may be performed in conjunction with a post-flight or pre-
of an
flight inspection. Depending the scope of the particular inspection, a post-maintenance ground run
on
shall be carried out to re-establish the engine parameters.
6. Inspection of special equipment not covered by the inspection guides, such as cargo, photographic,
search and rescue, etc., shall also be incorporated into the periodic inspections. Such inspections shall
also comply with local or Federal Regulations as pertinent.
7. An inspection of an engine or flight control system, or part thereof, must ensure that no tools, foreign
matter, rags or loose articles are present which could impede the free movement and safe operation of
the system.
8. Whenever any part of a primary flight control system has been repaired, adjusted, modified or
renewed, that system which has been disturbed shall be subjected to a duplicate inspection and
functional check.
9. Unless stated otherwise, all operational, functional and system tests shall be carried out when visual
inspections and condition checks have been completed and the system interconnections have been
restored.
10. The access panels, which are to be removed or opened for an inspection, must remain so until all
inspections applicable to that area are completed. Before panels are closed, they shall be inspected for
condition, and the structure within the area enclosed by the panel inspected before the panel is
replaced.
11. Carry out a post-inspection walk-around inspection.
12. Perform post-inspection functional checks as required by the individual inspection.
Section ~CTII
Page 13-4
Revision 4
August 9, 2002
Maintenance Manual
Definitions:
Inspect "To look at carefully; examine critically, esp. in order to detect flaws, errors, etc."
At the time of the inspection the item shall be free of any visible defects
likely to affect its
continued airworthiness. The item shall be inspected for distortion, dents, scoring, cracking,
corrosion, misalignment, wear and any other condition likely to affect the integrity and general
condition. The use of dye penetrant, magnetic particle and radiographic techniques is authorized to
be used for items in areas where such procedures are required to assure the airworthiness of the
item.
Item L’Applies to each separate article or thing entered or included in a list, inventory, record,
etc."
The inspection programs provide the list of items to be inspected.
Overhaul "To check thoroughly for needed repairs. To make repairs, adjustments, etc. (a motor,
etc.) to good working order."
No person may describe in any required maintenance entry or form that an airplane, airframe,
engine, propeller, appliance or component part as being overhauled unless:
1. Using methods, techniques and practices acceptable to the F.A.A., it has been disassembled,
cleaned, inspected, repaired as necessary and reassembled.
2. It has been tested in accordance with approved standards, technical data or in accordance with
current standards and technical data acceptable to the F.A.A.
Rebuild "To restore to a previous condition."
No person may describe in any required maintenance entry or form that an airplane, airframe,
engine, propeller, appliance or component part as being rebuilt unless:
i. It has been disassembled, cleaned, inspected, repaired as necessary, reassembled and tested to
the same tolerances and limitsas a new item, using either new parts or used parts that either
conform to new part tolerances and limits, or to approved oversized or undersized dimensions.
Section XIII
Page 13-5
Revision 4
August 9, 2002
Maintenance Manual
Section Item Action Action Period
Weight and Balance Weigh and Compute 5 Yrs.
IX Environmental Air Cycle Machine Change Oil 450 Hrs.
IX Bleed Air System Perform High Pressure Leak-Check 12 Mos~450 Hrs.

IAW Service Bulletin No. 221
IV/X Starter Generator Overhaul 900 Hrs.
VIZ King Servo Mount KSM-275, KSM- Check Torque and adjust as necessary. 900 Hrs.
375 (Slip Clutch)
VII King Servos-KSA370-KSA371- Check Current Limited Torque, Inspect 900 Hrs.
KSA373 Gear Train and Add Lubricant as
necessary.
VII Collins Servo 334C9 Without Collins Mandatory Inspection and Test for 450 Hrs.
S.B. No. 5 Required Slip Clutch Torque Setting.
VII Collins Servo 334C-9 With Collins Mandatory Inspection and Test for 900 Hrs.
S.B. No. 5 and 344C-9A, 334C-11 Required Slip Clutch Torque Setting.
334D-6A
VII Collins Servo Mount 351B-6 Recommended Inspection/Overhaul. 900 Hrs.
VII Collins Servo Mount SMT-65 Recommended Inspect Bearings and 900 Hrs.
perform Minimum Performance Test.
VII 332D-11 ()Vertical Gyro Gyro Motor Bearing Replacement and 1950 Hrs.
Minimum Performance Test.
VII DGS-65 Directional Gyro Gyro Motor Bearing Replacement and 1950 Hrs.
Minimum Performance Test.
VII Bendix Servo Models 3013H Clean Lubricate Gears. Check Motor 750 Hrs.
30135. Capstan Models 2265A Brushes and replace as necessary. Check
2268A-1. Torque.
Trim Servo Models 3014D(-2), Inspect Gears Bearings. Replace as 1500 Hrs.
3014F(-2), 30146(-2), 3014B(-2), necessary. Inspect motor Replace as
30145(-2), 3014K(-2)& 3014Y-2) necessary
Section XIII
Page 13-6
Revision 4
August 9, 2002
Maintenance Manual
W Collins Servo 334(3-3 Service 900 Hrs.

Overhaul 3000 Hrs.
VII Collins Capstan 351B3 Overhaul 4950 Hrs.
V I Fuel Quantity Indication System Calibrate 950 Hrs. or Gauge/
Probe Change.
V Low Fuel Warning Check Operation 950 Hrs.
III I Hydraulic Reservoir Filter Replace 450 Hrs.
VI Landing Gear Control Assy. Lubricate 12 Mos.
VI Main Landing Gear Assy. Inspect IAW Major Inspection Guide III 5 Yr./3000 Hrs.**
VI Nose Landing Gear Assy. Inspect IAW Major Inspection Guide IV 5 Yr./3000 Hrs.**
VI Main Landing Gear Actuating Inspect LAW Major Inspection Guide In 5 Yr./3000 Hrs.**
Cylinders
VI Nose Landing Gear Actuating Inspect IAW Major Inspection Guide IV 5 Yr./30bO Hrs.**
Cylinder
VI Nitrogen Blow-down Bottle Hydrostatic Test (DOT3AA) 5 Yrs.Ref: CFR 49

Part173.34
VIII Altimeters gr Transponders Test Per FAR 91.411 91.413 24 Mos.
VIII Compass Systems Swing Compass 24 Mos. Or

Compass
Change
M Oxygen Cylinder Hydrostatic Test (DOT3AA) 5 Yrs. Ref: CFR 49

Part 173.34
IX Oxygen Regulator Inspect Test 5 Yrs.
II Main Cabin Door Emergency Exit Inspect 1950 Hrs.

Structure
II I Emergency Exit Operate 12 Mos./450 Hrs.
II Cabin Door Latching Locking Inspect and Check Operation 450 Hrs.
Mechanism
Section XIII
Page 13-6(;1)
Revision 4
August 9, 2002
Maalltenance Manual
Section Item I Action Action Period
Il I Fuselage Inspect IAW Major Inspection Guide 1 12 Yrs./6000

HfS.** From Date
II Wings Inspect IAW Major Inspection Guide I of Certification.
II Fuselage Inspect IAW Major Inspection Guide 1I 15 Yrs.17500

HIS.** From Date
II I Wings Inspect IAW Major Inspection Guide 1I of Certification.
Note:
Recurring Inspection
The
Requirement for Major Inspection
Guide I II has been discontinued as
of the effective date of this Revision.
IV Propeller Perform Dynamic Balance I Ref: TPE 331 SIL

P331-52
Overhaul Ref: Hartzell

Propeller Service
Letter HC-SL-61-
61
TV I Engine Isolator Assemblies and Bolts Replace 3600 Hrs.
IV Engine Overhaul Ref: Honeywell

Service Bulletin
TPE33 1-5-(XXX) TPE33 1-72-0LU14
Or
TPE331-1OT-CXXX) TPE331-72-0180
TV Fuel Flow Divider Inspect and Clean Screen*$* 300 Hrs.*
IV P3 Air Filter Inspect and Clean 150 Hrs.*
n/- Fuel Manifold Purge System Inspect and Clean Filter""" 300 Hrs.*
TV Fuel Nozzles Perform Pressure Check""" Ref: Honeywell

Clean and Test*** 72-00-00
IV Plenum Drain Valves Check Operation""" 300 Hrs.$

Clean""" 600 Hrs.*
IV Igniters Inspect*** 300 Hrs.*
TV I Torque Limiter Filter Inspect and Clean*** 300 Hrs.*
IV Tachometer-Generator Inspect Spline 450 Hrs.
Section XIII
Page 13-6(b)
Revision i
August 9, 2002
Maintenance Manual
IV I ITT EGT System Check And Or Calibrate 500 Hrs.
Engine Oil Change Type I Oil 400 Hrs.

Change Type II Oil 900 Hrs.
Notes:
1. Action Items should be incorporated into the nearest scheduled maintenance event.
2. Action Items are to be accomplished upon reaching either the hourly or calendar limitation (based
upon which is reached first).
3. Action Periods (Intervals) are subject to change based on held experience. Changes in Intervals
may also be based on the recommendation of the Original Equipment Manufacturer ~OEM). In
cases where an OEM has revised their publication that addresses periodic inspection requirements,
it is
acceptable to reference that publication when the information provided differs from that
provided in the Twin Commander Aircraft Corporation Maintenance Limits Schedule. The
aircraft permanent record shall be annotated to renect the publication, the revision level, and the
date of revision.
4. Refer to the OEM’s Maintenance Manual for details on performing the Action specified in this
schedule. ("0")
Section XIII
Page 13-6(c)
Revision 4
August 9, 2002
Maintenance Manual
150 Hour Periodic InsDection Program I Mech. fnsp,
Pre Inspection Walk Around Check
J Carry out external and internal visual inspection of the airplane noting signs of damage and
obvious wear.
J Record defects for subsequent rectification.
Note: Refer to the applicable Flight Manual or Pilots Operating Handbook

Normal Procedures Section for a detailed Visual Inspection Guide.
External
J Remove inlet, exhaust and pitot covers. (if installed)
J Inspect propellers for damage and ensure that they are on the Start Locks.
J
Inspect compressor inIet for foreign objects and oil leaks. Depress inlet moisture drain and
check for the presence of water or oil.
J Rotate the propeller in the direction of rotation. Listen for unusual noises and check for
binding.
J Check oil level. Oil should be visible on fill port screen.
J Inspect the exhaust pipe for security, damage and evidence of oil leaks.
J Oil cooler door is in the "Open" position. (-10T Modified Aircraft)
J Inspect tires for proper inflation.
J Inspect brakes for leaks and any condition that would affect operation.
J Ensure that aircraft is positioned so as to prevent damage to the aircraft, nearby aircraft,
structures or personnel.
J Check operation of external lights. (Position, Anti Collision, Strobe, etc.)
Interior
J Verify that the Landing Gear Selector is in the "Down and Locked" position.
J Verify proper operation of the auxiliary hydraulic pump and brakes.
J Check engine controls for freedom of movement and travel.
Section XIII
Page 13-7
Revision J
August 9, 2002
Maintenance Manual
~50 Hour Periodic InsDection Program I Mech. Insp,
Pre Inspection Functional Checks
Caution! Operation of the airplane, on the ground or in flight, shall be accomplished in
accordance with the applicable Airplane Flight Manual or Pilots Operating Handbook!
Note: Use the Airplane Flight Manual or Pilots Operating Handbook Checklist to perform
engine starts and systems checks
J Start one engine and check operation of hydraulic system @y cycling the flaps) and note if
there is airflow into the cabin with the bleed air selected "Off’ for that engine.
Start the second engine, perform the run checks and record the parameters on run sheet.
J Check operation of the propeller synchronization system.

J With both generators on line check load sharing.
J With the Left generator on line check load.
J With the Right generator on line check load.
J Check hydraulic function by operating flaps through full range. Observe pressure.
J Operate the environmental system. Check for Normal, Max Flow and Temperature Control.
J of outflow valve vacuumsystem.

Checkoperation
Caution! Observe Ground Operation Limits when conducting Anti/De-Ice System
checks!
J Check propeller deicing system, observe de-ice ammeter.
J Check stall and pitot heat systems, observe ammeter.
J Check wing and empennage de-icing boots, visually observe operation.

J Checkvacuumsystem gyro pressure.
r/ Check all aural warning systems.
J Shut down the first engine started and check operation of hydraulic system @y cycling the
flaps) and note if there is airflow into the cabin with the bleed air selected "Ofr’ on the
operating engine.
J Shut down secondengine.
J Checkoperation of groundblowers.
J Checkauxiliary hydraulic pumpoperation.
J Checkoperation (fullandfree) ofallflightcontrols.
J Check trim controls, mechanical and electrical.
J Check internal lights (Cockpit and Cabin) for operation.

J Checkenginesforoil leaksandoillevel.
Section XIII
Page 13-8
Revision 4
August 9, 2002
Maintenance Manual
Twin Commander Model 690A1690B
150 Hour Periodic InsDection Program I Mech. Insp.

LIR
Note: Read the General Instructions page of this Section before commencing the inspection.
Zone 6 7 Refer to Figure 13-1.
Propeller Refer to Section IV for Maintenance Practices. Refer to Section X1:for

Maintenance of the Propeller De-ice System.
Note: To perform inspection on propeller components, remove the spinner and upper smile.
1. Propeller spinner Clean and inspect for damage.

2. Propeller blades Clean and inspect for damage, particularly nicks, dents, corrosion and
cracks.
3. Propeller de-ice boots and wiring Inspect for condition, security, and operation. Record
ammeter reading. Evaluate system condition by comparing reading from last Inspection.
4. Propeller hub assembly Inspect for oil/grease leaks, cracks and misalignment.
5. Propeller deicer brush block and slip ring assembly Inspect for condition, brush wear and
security. Clean brush-block assembly and slip rings, as required, for proper operation.
6. Propeller sync pickup Inspect for condition and security. Check clearance between
pickup and target. (Clearance .020")
Engine Nacelle and Cowling Refer to Section IV for Maintenance Practices,
i. Cowling, fasteners, forward cowl ring and support assembly Inspect for damage and wear
condition of seals.
2. Inlet air scoop and top nose cowl Inspect for damage, cracks and security.
Caution! Ground operation of the generator inlet anti-icing system for longer than
ten (10) seconds may cause permanent damage to heating elements!
3. Generator inlet heat boot Inspect for condition, security and operation. Refer to Section
XI for Maintenance Procedures.
4. Exhaust pipe assembly Inspect for security, cracks and evidence of exhaust seal leakage.
5. Oil cooler door (-10T) Inspect for security and check operation.
6. Wing inspection lights Inspect for condition, security and operation.
Engine General Refer to Section IV for Maintenance Practices.
Engine mounts, mount brackets and mount bolts Inspect for damage and security.
2. Fluid lines and connections Inspect for leaks, cracks, chafing and security.
3. Electrical wiring and connections Inspect for insulation, corrosion, chafing and security.
4. Mechanical linkage and cables Inspect for binding, proper rigging and security.
Section XIII
Page 13-9
Revision 4
August 9, 2002
Maintenance Manual
150 Hour Periodic InsDection Program Mech, Insp.

LIR
Engine Components (Accessory Equipment)
1. Oil filter Inspect for contamination and metal particles. Replace with new filter. Inspect
for leakage and security. (Refer to Honeywell SIL P331-97 for details on oil and filter
analysis program.)
2. Fuel filter Inspect for contamination, clean and install fuel filter. Inspect for leakage and
security. Paper-type filters should be discarded and replaced with new filters.
3. Starter generator Refer to applicable Vendor Maintenance Manual for wear check and
lubrication requirements.
(a) Inlet duct assembly Inspect for damage, distortion and for adequate clearance
between screen and fan.
Remove starter generator Clean and inspect shaft splines for wear.
(c) Commutator and brushes Inspect for wear and arcing.
(d) Inspect electrical connections, then install starter generator and verify security.
4. Propeller governor Inspect for leakage, proper rigging and security.

5. Propeller pitch control Inspect for leakage, proper rigging and security.
6. Fuel control unit Inspect for leakage, proper rigging and security.
7. Fuel solenoid valve Inspect for leakage, proper rigging and security.
8. Fuel flow divider Inspect for leakage and security.
9. Engine controls Inspect for proper rigging, security and lubrication.
Caution! Lubricate Linkages Only! Refer to Engine Maintenance Manual!
10. Accessory drive case leakage.

Inspect for corrosion and
11. Magnetic chip detector Inspect for condition and
security.
12. Hydraulic pump and lines Inspect security and leakage of lines and connections.
13. Tachometer-generator Inspect electrical connection and security.
14. Oil cooler Inspect for security, leakage and condition of the core.
15. Bleed air shut-off valves and check valve (If installed by Custom Kit No. 128B) Inspect
for condition, operation and security.
16. Ignition box, leads and igniters Inspect electrical connections and security. Check
operation
Compressor and Turbine Section Refer to Engine Maintenance Manual for Maintenance
Practices.
1. Compressor air inlet Inspect for damage (Cracks in the epoxy paintmay indicate the
presence of corrosion.) and the presence of engine oil which indicates a leakage at the
compressor seal.
2. First stage compressor impeller Inspect for nicks, cracks and distorted blades that indicate
foreign object damage.
3. Inlet sensors Inspect for damage and security.
4. ITT/EGT lead connector Inspect for damage and security.
5. Fuel nozzles and manifold assemblies Inspect for leakage and security.
Note: Refer to Engine Maintenance Manual for Fuel Nozzle Maintenance Practices.
Section XIII
Page 13-10
Revision 4
August 9, 2002
Maintenance Manual
150 Hour Periodic Ins~ection Proeram I Mech. Insp.
Landing Gear Emergency Extension System Nitrogen Storage Bottle Filler Valve and
Gauge
1. Filler valve Open valve and release pressure. Observe that pressure drops to 0 (zero) on
the gauge and that the system is free of hydraulic fluid.
2. Service the system with nitrogen to 425 525 PSI and verify actual pressure using a
calibrated external gauge.
Zone 4 and 5 Refer to Figure 13-1.
Wing
1. Skin
(a) Inspect conditionof paint.
Inspect for buckling that would indicate internal damage. If buckling is found, expand
inspection work-scope as required
(c) Inspect for evidence of corrosion, working and missing or loose fasteners.
2. Vents and drains Inspect for leakage, damage and proper positioning.
3. Access covers and inspection plates Inspect for cracks, damage and security.
4. Fuel filler cap and anti-siphon valves Inspect for condition and security.
5. Landing lights Inspect for condition, security and operation. (refer to Section X)
6. Stall warning vane Inspect for condition, security. Check operation of warning and de-ice
systems.
7. Aft wing spar assembly Inspect spar section visible in nacelle for buckling, cracking and
loose or’missing fasteners between theWS 85.01 and 98.36.
8. Inspect the main landing gear attaching ribs, supports and angles at WS 85.01 and 98.36 for
buckling, cracking and loose or missing fasteners.
Wing Surface De-ice Boots Refer to Section XI for Maintenance Practices.
i. De-ice Boots Inspect for damage, condition and security.
Wing Tip
1. Wing tips Inspect for condition and security.

2. Navigation light lenses Inspect for condition and security.
3. Navigation, strobe and recognition (if installed) lights Check operation.
Aileron Refer to Section VII for Maintenance Practices. Refer to Figure 13-2 for Lubrication
Practices.
1. Skin Inspect condition of paint. Inspect for corrosion, cracks and loose or missing
fasteners.
2. Aileron hinge points Inspect for wear and security.
3. Aileron trim tab hinge points Inspect for condition and lubricate.
4. Aileron trim tab actuator Inspect for security, condition of electrical connections and
operation.
5. Aileron bell-crank, push-pullIods, cables and attachments Inspect for security and check
cable tension.
6. Trim tab free-play Inspect for adherence to tolerances called out in Section VII
Maintenance Practices.
Section XIII
Page 13-11
Revision 4
August 9, 2002
Maintenance Manual
Wing Flaps Refer to Section VII for Maintenance Practices.
i. Skin Inspect condition of paint. Inspect for corrosion, cracks and loose or missing
fasteners.
2. Attach points Inspect for wear and security.
3. Upper wing trailing edge Inspect condition of chafe strip and for proper flap adjustment.
4. Drive sheaves, push-pull rods and control cables Inspect condition, security and check
cable tension.
Zone 1 Refer to Figure 13.1.
Fuselage Nose Section Exterior
1. Access doors and inspection plates Inspect for damage and security.
2. Radome Inspect for damage, delamination and security.
3. Fuselage skin Inspect condition of paint. Inspect for damage and corrosion.
4. Pitot tubes Inspect for condition and obstructions. Check operation of Pitot Heat.
Caution! Do Not Operate Windshield Wipers On A Dry Windshield!
5. Windshield wipers Inspect for condition of wiper blades and arms. Check operation.
6. Recognition lights (if installed) Inspect for condition of lenses and security. Check
operation.
Zone 2 Refer to Figure 13.1.
Cabin Pressurized Section Exterior Refer to Section II for Maintenance Practices.
2. Fuselage skin Inspect condition of paint. Inspect for damage, cracks, corrosion and loose
ormissing fasteners.
3. Windshields and windows Inspect for crazing, scratches, cracks, nicks and condition of
seals.
Cabin Door and Step Refer to Section II for Maintenance Practices and Figure 13-2 for
Lubrication Practices.
1. Door hinges Inspect for wear, lubrication and security.

2. Doorseal-lnspectfor conditionandsecurity.
3. Cabin door latching mechanism Check operation of door latching mechanism. Ensure
that all moveable bayonets work freely and perform a visual inspection to ascertain that
they all protrude approximately the same amount past the door frame when in the retracted
position. (Door handle in the "Open" position.) If any bayonets appear to be unusually
short, perform a cabin door bayonet rigging check in accordance with procedures outlined
in Section II.
4. Cabin door locking mechanism Check for operation and ensure positive locking and
warning switch adjustment.
Section XTII
Page 13-12
Revision 4
August 9, 2002
Maintenance Manual
~SO Hour Periodic InsPection Proeram Mech. Insp.
Zone 2 Refer to Figure 13-1.
Center Fuselage Section Exterior General Refer to Section II for Maintenance Practices.
2. Fuselage skin Inspect for damage, paint condition, corrosion and loose or missing
fasteners.
3. Vents, drains and static ports Inspect condition.
Aft Fuselage Section General -Refer to Section I1 and Section X for Maintenance Practices.
2. Fuselage skin Inspect for damage, paint condition, corrosion and loose or missing
fasteners.
3. Vents, drains and static ports Inspect condition.
4. Tail-skid -Inspectfor damageandsecurity.
5. Tail cone Inspect condition.
6. Navigation lights Inspect condition. Check operation.
7. Anti-collision lights Inspect condition. Check operation.
8. Strobe lights-Inspectcondition. Checkoperation.
9. Euternal power receptacle Inspect condition.
Horizontal Stabilizers
1. Stabilizer skin Inspect for damage, paint condition, cracks, corrosion and loose or
missing fasteners.
2. Stabilizer structure Inspect for damage, cracks, corrosion and loose or missing fasteners.
3. Perform "Squeeze" test as outlined in Section II.
4. De-ice boots Inspect condition and security. Refer to Section XI for Maintenance
Practices.
Vertical Stabilizer
1. Stabilizer skin Inspect for damage, paint condition, cracks, corrosion and loose or
missing fasteners.
2. Stabilizer structure Inspect for damage, cracks, corrosion and loose or missing fasteners.
3. Perform "Squeeze" test as outlined in Section II.
4. De-ice boot Inspect for condition and security. Refer to Section XI for Maintenance
Practices.
Rudder Refer to Section VII for Maintenance Practices. Refer to Figure 31-2 for Lubrication
Practices.
1. Structure -Inspectfordamage andsecurity.

2. Rudder slot and trim tab de-ice boots Inspect for condition and security. Check operation.
Section XIII
Page 13-13
Revision 4
August 9, 2002
Maintenance Manual
150 Hour Periodic Ins~ection Program I Mech. Insp.
3. Rudder hinge points Inspect for wear and security.

4. Rudder torque tube Inspect for damage and security.
5. Rudder travel stop pads and bolts Inspect for damage and security.
6. Trim tab actuator attach points Inspect security.
7. Trim tab free play Inspect for adherence to tolerances. (Refer to Section VII for
Maintenance Practices.
8. Rudder cables Inspect for fraying and check tension. Refer to Service Bulletin No. 195B
for detailedinspection requirements at FS 409.00. Refer to Service Information No. 199 for
modification option.
Elevator Refer to Section VII for Maintenance Practices. Refer to Figure 13-2 for Lubrication
Practices.
1. Structure Inspect for damage and security.

2. Elevatorhinge points Inspect for wear and security.
3. Push-pull rods Inspect condition of rod ends and security.
4. Trim tab attach points Inspect security.
5. Aft torque tube Inspect rod attachment and security.
6. Trim tab free play Inspect for adherence to tolerances. (Refer to Section VII for
Maintenance Practices.)
7. Elevator cables Inspect for fraying and check tension.
Zone 1 Interior Refer to Figure 13-1.
1. Power brake/steering valves and lines Inspect for leakage and security.
2. Rudder balance cable, pulleys, pulley brackets, guard pins and turnbuckles Inspect for
condition, security and safety.
3. Outflow/safety valves Inspect for condition and security.
4. Electrical components, wiring and electrical connections Inspect for chafing, corrosion
and security.
5. Vacuum filter Inspect and clean or replace as necessary.
6. Defrost blower Inspect electrical connections and ducts for security and condition. Check
operation. (S/N 11000 through 11268)
Zone 2 Interior Refer to Figure 13-1.
Crew Compartment
1. Wi~ldshield and windows Inspect for crazing, scratches, cracks, nicks and condition of
seals. Refer to Section II for Maintenance Practices.
Instrument Panel Refer to Section VIII for Maintenance Practices.
1. Instrument panel shock mounts Inspect condition and security.

2. Instrument hoses, electrical wiring bundles and connections Inspect for chafing,
corrosion and security.
3. All instruments and instrument lighting Inspect condition. Check operation.
4. Auto-pilot control head and electrical connections Inspect condition. Check operation.
5. Cabin pressurization controller and three-way solenoid valve Inspect condition.
6. Altimeters Compare current barometric pressure against field elevation.
7. Defrost blower Inspect electrical connections and ducts for security and condition. Check
on. (S/N 11269 through 1
Section XIII
Page 13-14
Revision 4
August 9, 2002
Maintenance Manual
150 Hour Periodic InsDection Program I Mech. Insp,
Overhead Switch and Circuit Breaker Panel Refer to Section X for Maintenance Practices.
i, Electrical wire bundles and connections Inspect for corrosion, chafing and security.
2. Panels Inspect for security. Check lighting and condition of "legends".
Engine Controls Refer to Section IV for Maintenance Practices. Refer to Figure 13-2 for
1. Engine control levers Inspect for proper adjustment, locking, security and freedom of
movement.
Flight Controls Rudder/Brake Pedals, Control Column Aileron and Elevator Linkage
Refer to Section VII for Maintenance Practices.
Note: Inspection of under-floor items shall be accomplished through the exterior belly
inspection panels. Refer to Section II for locations. Should any discrepancy be noted or
suspected, it will be necessary to access the affected area through the interior access panels.
1. Rudderlbrake pedal attach points Inspect for freedom of operation.
2. Control column and rudder/brake pedal boots Check condition and mounting.
3. Aileron control cable drum, cables, attach points and stops Check condition.
4. Elevator transfer and push-pull tubes, cables and stops Inspect condition. Refer to Service
Letter 349A for inspection details.
5. All flight controls Check for freedom of movement.
6. Landing gear and flap control valve Inspect for leakage and check rigging and security.
7. Crew compartment area Inspect for cleanliness and condition.
Passenger Compartment
1. Certificates Ensure that they in place.

are
2. Seats, tracks, seat adjusting mechanisms Inspect condition. Check

belts and seat
operation, lubricate as required and check for security.
3. Oxygen system Inspect for condition and security. Check operation.
4. Windows Inspect for cleanliness and condition. (Refer to Section II.)
5. Emergency exit-Inspect forsecurity.
6. Instruction, reading, floor and overhead lights Inspect condition, operation and security.
7. Pressurization/air conditioning ducting Inspect for leakage, damage, chafing and security.
8. Cabin temperature sensing unit Inspect condition and cleanliness.
9. Control surface co~ltrol cables and pulleys Check for ~eedom of movement, damage and
security.
10. Hydraulic lines Inspect for leakage, damage and security.
11. Cabin area Inspect for cleanliness and condition.
Section XIII
Page 13-15
Revision 4
August 9, 2002
Maintenance Manual
~50 Hour Periodic InsDection Program I Mech. Insp,
Interior General
Under floor structure Inspect for corrosion, damage and cleanliness.
Electrical Junction Boxes Refer to Section X for Maintenance Practices.
Caution! Disconnect Batteries and Ground Power Prior to Opening Junction Boxes!
i. Remove all electrical junction box covers and inspect for evidence of arcing, corrosion and
security.
Flight Control System Aileron, Elevator, Rudder and Flaps Refer to Section VII for
Maintenance Practices. Refer to Figure 13-2 for Lubrication Practices.
1. Control cables Inspect for freedom of movement, fraying and corrosion.

2. Control cable turnbuckles, pulleys and fair-leads Inspect for condition and safety.
3. Flap master sheave, torque tube and slave sheave Inspect for security and corrosion.
4. Flap position transmitter and attach points for security and check operation.
Inspect
5. Trim tab chains Inspect condition and for corrosion. Lubricate as required.
6. Sprockets and flexible shafts Inspect condition. Lubricate as required.
7. Trim tab position transmitters Inspect condition. Check operation.
8. Aileron, elevator, rudder and elevator trim servos Inspect for condition and security of
electrical connections.
Hydraulic System Components Refer to Section III for Maintenance Practices.
1. Fluid carrying lines and fittings Inspect for leakage, damage and security.
2. Wing flap now control valves Inspect for leakage, damage and security.
3. Wing flap actuating cylinder Inspect for leakage damage and security.
Fuel System Components -Refer to Section V for Maintenance Practices.
1. Fuel lines and drains Inspect for leakage, condition and security.
2. Fuel sump and fuel sump enclosure Inspect for fuel leakage and corrosion.
3. Fuel shut-off valves Inspect for leakage and security of electrical connections. Check
operation.
4. Fuel quantity wiring harness Inspect for condition and security of connections.
Ice Protection System Components Refer to Section XI for Maintenance Practices.
1. Regulated air and de-ice lines Inspect for damage, corrosion and security.
2. Pressure regulator Inspect for condition and security.
3. Vacuum regulating valve Inspect filter for cleanliness, replace as necessary. (B3-5-1)
4. Air ejector distributor valve luspect for security. Inspect overboard vent to ensure that it
is not restricted by foreign objects.
Section XIII
Page 13-16
Revision 4
August 9, 2002
Maintenance Manual
Twin Commander Model 690rV690B
~50 Hour Periodic Inspection Proeralrn I Mech, Insp,
Air Conditioning and Pressurization System Refer to Section DC for Maintenance

Practices.
1. Bleed air pressure lines Inspect for condition of insulation. Inspect fittings and clamps for
security. Inspectfor damage and evidence of leakage.
2. Bleed air shut-off valves Inspect for security of clamps and electrical connections.
Inspect for evidence of leakage. Check operation.
3. Jet pump assembly Inspect for condition and security.
4. Refrigeration system-Inspect thefollowing:
(a) Ducts Inspect for condition and security.
(b) Clamps Inspect for proper installation.
(c) Air cycle machine Check oil level.
(d) Inlet duct and inlet duct pressure switches Inspect for condition and security of
electrical connections.
(e) Ground blower Inspect for security. Check operation.
(f) Outlet duct Inspect for condition and security.
(g) Water separator (if equipped) Inspect and/or replace element.
5. Distribution ducts Inspect for condition and security.
6. Hot air valve Inspect for condition and security. Check operation.
Oxygen System Refer to Section IX for Maintenance Practices.
1. Oxygen cylinder Inspect for condition and security. Note Hydrostatic Test Date.
2. Oxygen lines and fittings Inspect for condition and security.
Landing Gear Emergency Extension System Refer to Section VI for Maintenance

Practices.
1. Nitrogen cylinder Inspect for condition and security. Note Hydrostatic Test Date.
Electrical Components AC and DC Refer to Section X for Maintenance Practices.
1. Electrical and avionics component mountings Inspect for security.

2. Electrical wire bundles Inspect for damage and security.
3. Electrical connectors Inspect for damage, corrosion and security.
4. DC contactor box Inspect exterior and interior for damage and security.
Batteries Refer to Section II for Maintenance Practices.
Caution! Remove Batteries from the Airplane Prior to Servicing or Charging.’
1. Batteries Service in accordance with Battery Manufacturer’s recommended procedures.

2. Battery connectors Inspect for wear and damage.
3. Battery mounts, mounting area and vent system Inspect for damage and corrosion.
4. Batteries Re-install and inspect for security.
Baggage compartment Refer to Section II for Maintenance Practices.
1. Baggage compartment and baggage compartment door Inspect for condition and security.
Section XIII
Page 13-17
Revision 4
August 9, 2002
Maintenance Manual
Zone 1, 6 and 7 Refer to Figure 13-1.
Landing Gear Inspection
1. With the aircraft weight on the nose wheel, move the nose wheel to maximum travel to the
left and then right. Measure angle of deflection from centerline in both directions.
Maximum angle shall be 45" in both directions. Leave the nose wheel fully deflected to the
left or right.
2. Place the airplane on jacks and attach a weighted tail stand, as outlined in Section VI.
3. Jack the aircraft. As the aircraft is raised, observe that the nose wheel returns to the
centered position. If the nosewheel fails to center, follow the procedures outlined in
Section VI Interim Change of May 15, 1987 for corrective action.
Landing Gear Control Assembly Refer to Section II Figure2-13 for Lubrication Practices.
1. Arm and shaft connections Inspect for loose roll pins, excessive free play and safety.
2. Down-and-locked latch Check for positive locking with no play in selector handle.
3. Control assembly Clean and lubricate.
Nose Landing Gear Refer to Section VI for Maintenance Practices. Refer to Figure 13-2 for
1. Scissors and Inspect for wear and security.

bushings
2. Piston and forkassembly Inspect for leakage, condition of plating and corrosion.
3. Drag brace Inspect for damage and security.
4. Drag brace bearing support structure Inspect for loose or missing rivets, cracking,
5. Trunnion fittings Inspect for wear and security.
6. Actuating cylinder Inspect for leakage and security.
7. Bungee spring Inspect for wear at attach points, corrosion and security.
8. Landing gear position switches Check operation. Clean and lubricate as required.
9. Steering cylinder Inspect for leakage and security.
10. Steering bypass valve Inspect for leakage and security.
11. Parking brake valve Inspect for leakage and security.
12. Fluid lines and connections Inspect for leakage, damage and security.
13. Nose gear door actuating rods and rod ends Inspect for alignment, wear and security.
14. Nose gear doors Inspect for interference, damage, proper rigging and security.
15. Nose landing gear wheel well Inspect for evidence of interference between landing gear
and well structure, cleanliness and damage.
16. Nose gear steering collar Inspect for cleanliness, wear, condition of friction pads and
security.
17. Nose wheel assembly Remove clean and inspect.
(a) Nose wheel Inspect for cracks and corrosion.
(b) Tire Inspect for wear, weather cracking, oil contamination, cuts, flat spots and proper
inflation.
(c) Axle Inspect for wear and corrosion.
(d) Bearings Remove, clean, iuspect for roughness or overheating and re-pack.
(e) Bearing cups Inspect for pitting or scoring.
O Bearings Install.
18. Nose wheel assembly Install and secure.
Section XLII
Page 13-18
Revision 4
August 9, 2002
Maintenance Manual
150 Hour Periodic InsDection Program I Mech. Insp,

LR
Main Landing Gear Refer to Section VI for Maintenance Practices. Refer to Figure 13-2 for
Lubrication Practices. Refer to Section II for Servicing Instructions.
Main Landing Gear
1. Trunnionretainingtaper pins -Inspectforsecurity.

2. Torque link assembly Inspect shaft for cracking, wear and straightness. Inspect bushings
for wear.
3. Strut outer body Inspect for damage at retract cylinder attach clevis, drag brace attach
points and gear door strut hook.
4. Drag brace Inspect for cracks at gear door actuator assembly attach point, security of the
landing gear down-and-locked switch and proper rigging.
5. Down-lock bungee Inspect for fraying and deterioration. Squeeze the bungee with the
thumb and forefinger, if contact can be made, replace the bungee.
6. Retraction cylinders Inspect for leakage, wear and security.
7. Piston and fork assembly Inspect for leakage, condition of plating, cracking and
corrosion.
8. Main landing gear wheel assembly Remove, clean and inspect.
(a) Wheel assembly Inspect for cracks and corrosion.

Tire Inspect for wear, weather cracking, oil contamination, cuts, flat spots and proper
inflation.
(c) kule Inspect for wear and corrosion.
(d) Bearings Remove, clean, inspect for roughness or overheating and re-pack.
(e) Bearing cups Inspect for pitting or scoring.
9. Main landing gear wheel assembly Install

10. Brake assembly Inspect for leakage and damage.
11. Brake disc and linings Inspect for wear and condition in accordance with Brake
Manufacturer’s Maintenance Manual.
12. Brake liues Inspect for chafing, fraying and security.
Nacelle and Wheel Well
1. Uplock mechanism Inspect for broken extension springs or hardware, hydraulic leaks and
wear at uplock arm slot.
2. Fluid lines Inspect for chafing, damage, leakage and security.
3. Electrical wire bundles Inspect for chafing and security.
4. Main landing gear supports, angles and ribs Inspect for working, loose or missing
fasteners and cracks.
5. Main landing gear forward doors and linkage Inspect for damage and security.
6. Main landing gear aft doors Inspect for condition and security.
7. Door control valve, priority valve and actuating cylinders Inspect for leakage, alignment,
condition and security.
Section XIII
Page 13-19
Revision 4
August 9, 2002
Maintenance Manual
150 Hour Periodic InsDection Proeram I Mech, Insp,
Hydraulic Components Left Nacelle
1. Reservoir, accumulator/regulator, au~iliary hydraulic pump, thermal relief valve, auxiliary

hydraulic pressure switch and lines Inspect for leakage, damage and security.
2. Hydraulic reservoir Inspect/replace filter. Service in accordance with procedures outlined
in Section II.
3. Accumulator/regulator Service in accordance with instructions in Section II.
Hydraulic System Functional Check
1. Auxiliary hydraulic pump Check operation. (470 605 PSI).

2. Hydraulic shutoff valves -Checkoperation.
3. Landing gear Perform landing gear retraction check in accordance with Section VI
procedures.
Landing Gear Inspection Completion
1. Landing Gear Selector Verify that selector is in the "Down and Locked" position
and that the three (3) down-and-locked indicators are illuminated.
2. Remove the airplane from the jacks and tail stand.
Post Inspection Checks
J Carry out external and internal inspection of the airplane ensuring that all access panels,
doors and covers are secure.
J Windshields and windows for cleanliness and free of defects.

J Tire pressures appear normal.
J Strutextensions appearnormal.
J Static wicks for security.
J Interiorandexterior clean.
J Control locks and covers installed as required or onboard.
J Flight Manual or Pilots Operating Handbook, Airworthiness Certificate, Registration and
Radio License onboard.
J Logbookentries completed.
Caution! Operation of the airplane on the ground or in flight, shall be accomplished in
accordance with the applicable Airplane Flight Manual or Pilots Operating Handbook!
Engines Perform a ground run and check for leaks. Check oil level after shut down.
J Systems Electrical, Hydraulic and Pneumatic.
J Flight Controls Full travel and binding. Return trim tabs to neutral if displaced during
inspection.
J Secure airplane after shut down. Control locks as required.
Section XIII
Page 13-20
Revision 4
August 9, 2002
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SECTION XII GULFSTREAM
SCHEDULED INSPECTION AND MAINTENANCE MANUAL COMMANDER
MAINTENANCE REQUIREMENTS 690A/690B
NOTE
ON EACH DETAIL.
j
J L
A
13
I-
C
7
j nlo
´•ip
B I I o
N
D E M
F G H K
i? 57
APPLICATION
SYMBOL
ZERK OUN MIL-G-81322A AIRCRAFT GREASE OR EQUIVALENT. Before adding grease to Zerk
fittings, wipe off all dirt. Lubricate until new grease appears around parts being lubri-
cated and wipe off excess grease.
(HF)
CLOTH WIPE I MIL-H-5608 HYDRAULIC FLUID.

NOTE
After lubricating hinges

with squirt can or brush,
wipe off excessive oil to
g prevent accumulations of
dirt and grit.
OIL CAN GENERAL PURPOSE SAE 10W OIL,
APPROVED OILS: Refrigeralrion Ullit (boot strap)

’rll SLOWLY TO OVERFLOW WITH OIL PER
LLIFRO
MIL-L- 23699 WHICH IS PRE FEI1I~ED
CAUTION
OIL CAN MIL-L-7808 IF OPERATING IN EXTREMELY

DO NOT MIX BRANDS
COLD CLIMATES COMMERCLC~L EQUIVALENTS
OR TYPES OF OILS.
ARE ACCEPTABLE.
Figure 13-2. Lubrication Chart (Sheat 1 of 5)
13-22 Revision 2
GULFSTREAM SECTION XLU
COMMANDER MAINTENANCE MANUAL SCHEDULED INSPECTION AND
690A/690B MAINTENANCE REQUIREMENTS

UPPER DRAG BRACE
rll
[r ,i
,~t
~18/ ´•I,s
(8 PLS)
(HF~Y I Ip3~
(HF) DAILY
100 HOURS
(j( 100HOURS
-yr aoo Houns on
~yl WHENWHEEL
IS REMOVED
263
M´•I´•-
JOOHOURS
500 HOURS
g 500 HOURS
271 216
Revision 2 13-23
SECTION XIII CULFSTREAM
g (14 PLS)
/~2----
´•30( C
B[r I
i -__1
i/:
’/i
~n’B);/
(11100 HOURS
(jlAS REQUIRED 22 16
(6 PLS)
1I1
(4 PLS)
WOTE
e, ,J I LUBRICATE DOOR SEAL
WITH SILICONE BASE
LUBRICANT (AS REQD)
100 HOURS
Ic AS REQUIRED
rU asnnaurnEo
42 ZBOA
Figure 13-2. Lubrica~ion Chcirt (Sheet 3 of 5)
13-24 Revision 2
GULFSTREAM SECTION XIII
rll
AS REQUIRED
AS REQUIRED WOTE
LUBRICATE ALL
CONNECTIONS IN
AS REQUIRED
ENGINE SECTION (jC AS REQUIRED
AS INDICATED
22 7 21 ~P
(HF)
i
O
(c(HFJ
(HF) DAILY
200 HOURS OR
WHEN WHEEL
IS REMOVED
olDI 100 HOURS 100 HOURS
(r 100HOURS
R?17
26 25
Revision 2 13-25
SECTION XIII GULFSTREAM
L GEAR UPLOCK M REFRIGERATION UNIT
-~=-i_
ilpl
Irb
[11100 HOURS
C~11 25 HOURS
R2919
26 6

N CLAMSHELL DOORS
TAB MECHANISM
(II
O
ri
I
~200 HOURS
[11 100 HOURS
200 HOURS
275
R26 29
Figure 13-2. Lubri~ation Chart (Sheet 5 of 5)
13-26 Revision 2
Maintenance Manual
Gen, Load Less Than 50 Amps Ground Operational Check -251K Bendix Controller
Max Residual JOOOC mrior to ´•2nK Woodward Conlroller
TPE331-5 Engine
Start)
Start Temp Limit 11490C
Date:
Operating Temp Limit 9230C
7175 SHP
AIC R~girtrPtion Si~
Oil RerurPAl~ilude
40 PSI Minimum On Ground
S/N LH SIN RH
70- 120 PSI Innight Outside Air Tempeature
Operator
cn Pos, P/L Pos, Record Data

Ind. With Battery OFF LH RH Check Other Gauges /OK /Not OK
NTS Lockout L AVR Un-feathering pump on, NTS test SW. to NTS. P/L to Rt. Idle Light "On".
P/L to Gnd Idle Light "Off’. P/L to Fit. Idle Light "On".
Start Engine, Record Residual I?T, Peak ITT and Acceleration Dun’ng Start.
O
Do Not Exceed Starter Duty Lhmit,! L A/R LH Residual RH Residual
Do Not Exceed IT~ Start Limit! LH Start RH Start
LH Accel (Sea.) RH Accel(Secs)
NI~S System Check L A/R Observe thatthe NTS Light goes "OFF’ as the engine cranks. Observe that
the NTS comes back "ON" then goes "OFF" and stays ´•’OFF’ after starter
NTS Follow-up Cheek H F.I. or Depress NTS Test Switch (L&R) and verify that No NTS Test Lights come
Above On.
Select Bleed Air "ON" Normal Flow. Ideal RPM Wf ITT H/P Oil Oil
RPM I I I I I Press, T
OSG
Bendix FCU 101.5-105.5% K Max I tL 101.0 -105.0% 30 Seconds Maximum!
Woodward FCU 103.0-105.0% 1 I I 1 105.0 -106.00/0 5 Seconds Maximum!
Never Exceed 106.0%!
Flight Idle Fuel Flow (+/-r%)
Prop on Start Locks -251K H F.I. 98.0% Ground Check Only!
-252K L F.I. 95.0% 1 I I Flight Test Aircran. Adjust per M/M
USGH G.I. Load

H Toward 96.5% L
Rev. (+/-.5%)
10 PPH R
Reverse High
H Rev. Min. L
955~’0
PCH Off Power)

Do Not Exceed Temp or Torque H Temp or 100% L
Limit! Torque (+/-0.5%
Limit R
Gov, Separation Cheek Reduce to G.I Load Do not

96% Toward go below IL
Rev. 10 93.5%
PPH R
PGL
L 400HP 93.5%
TQ 50-60% to 94.5%
USGL G.I, Load

-251K L Toward 70.0%
-252K Rev, 10 70.0%
PPH
USG Reset Check
L G,I to Rev, 90.0% IL I Monitor I?T and Fuel Flow
(-252K 25´•IK Only)
HP Limiter H F,I, Record WI drop when HP limiter

Test switch is deoressed. IL IR
Nortlal Shut Do~ L G.I. Operate at G.L. for 3 minutes minimum. Verify EPA operation by noting
a momenlsrv rise in RPM of S9b~
Shut Down L G.I. Slowly stroke CRLto Feather. Make sure the Fuel Row goes to aero
Emergency
Prior to the to feather.
Revision J 2002 Section XIII Fag 13-27

August 9,
Maintenance Manual
Twin Commander Model 690A/6~H1B
Gen, Load Less Than 50 Amps Ground Operational Check -515K Bendix Controller
Max Residual EGT 200’C (Prior to -Slm(-Bendix Controller
TPE331´•10T Engine
Start) -512K Woodward Controller
See Aircran Chart For Temperature
Date:
Umits.
Max Torque Limit 7175 SHP
A/C Registration SM
Oil Pressure: Pressure Altitude
40 PSI Minimum On Ground
S/N LH S/N RH
70-120 PSI Inlght Outside Air Tempera ture
Operator
C/L Pos, P/L Pos, Record Data

WP Iud, With Battery OFF LH RH Check Other Gauges /OK /Not OK
NTS Lockout L A/R Un-feathering pump on, NTS tea SW. to NTS. P/L to Fit. Idle Light "On".
P/L to Gnd Idle Light "Off~’. P/L to Fit. Idle Light "Oo".
Start Engine, Record Residual EGT, Peak EGT and Acceleration During Start.
Do Not Exceed Starter Duty Limit.! L A/R LH Residual RH Residual
D D
Do Not Exceed EGT Start Limit! LH Start RH Start
LH Accel (Secs.~ RH Accel ~Secs.
NTS System Check L A/R Observe that the NTS Light goes "OFF" as the engine cranks. Observe that
the NTS comes back "ON" then goes "OFE’ and stays "OFF" after starter
Follow-up Check H F.I, or Depress NTS Test Switch (LScR) and verify that No NTS Test Lights come
Above On.
Select Bleed Air "ON" Normal Flow. Ideal RPM WI EGT H/P Oil Oil
RPM I I I I I Press. T
OSG
Bendix FCU 104.5-105.5% H Max I IL 1 101,0- 105.0% 30 Seconds Maximum!
Woodward FCU 103.0-105.0% 1 I I I 1 105.0- 106.0% 5 Seconds Maximunl!
Never Exceed 106.0%!
Flight Idle Fuel Flow (+/-1%)
Prop on Start Locks -515K I H F.I. 98.0% LL I I Grouud Check Only!
-516K H F.I, 98.0% Flight Test Aircran. Adjust per M/M
-512K L F.I, 95.0%
USGH G.I. Load
H Toward 96.5% L
Rev.
10 PPH R
Reverse IIigll
H Rev, Min.
95%
PGH ~ake Off Power)

Do Not Exceed Temp or Torque H Temp or 100% L
Limit! Torque (+/.0.5%
Limit R
Gov, Separation Check Reduce to G,I Load Do not
96% Toward go belowlL

Rev,lO 93.5%
PPH R
PGL
L 400 HP 93.5% L
TQ 50-60t to 94.5%
USGL G.I Load (+/-1%)

-515K L Toward 70.0%
-516K Rev, 10 70.01
´•5L2K PPH 70.0%
USG Reset Check
(-512K Only) L G.I, to Rev, 90% L Monitor EGT and Fuel Flow!
(+/-2.5%
HP Limiter L fiI. Record Wf drop when HP limiter

Test switch is deoressed. IL R
Normal Shut Down L G.I, Operate at G.L. for 3 minutes minimum. Verify EPA operation by noting
A mornentarv rise in RPM of clooroximalelv 5%.
Emergency Shut Down L C.I. Slowly stroke C/L to Feather. Make sure the Fuel Flow goes to zero
Prior to the Drooeller going to feather.
Section XIII Page 23-27(a) Revision 4 August 9, 2002

SECTION xm GULFSTREAM
MAINTENANCE REQUIREMENTS ssoA/ssoB
PHASE "A" INSPECTION PROGRAM MECI´•I. LNSI’.
Pre inspection Walkaround Check
Carry out external and internal inspection of the airplane, noting siglls of damage.
useage and obvious wear.
Check windows and windshields for obvious damage.
Check tires for wear.
Check static wicks for condition.
Check propellers For damage.
Note condition of external paint.
Record defects for subsequent rectification.
13-28
Revision 2
PHASE "A" INSPECTION PROGRAM MECH. INSP.
CA UTION
Operation of the airplane, on the ground or in

flight, shall be accomplished in accordance with
the applicable Airplane Flight Manual.
Start and run both engines, record parameters as required using engine run sheet
contained in inspection package.
NOTE
Use Airplane Flight Manual Checklist to perform

starts.
Both generators on line, check load sharing.
Left generator only on line, check load.
Right generator only on line, check load.
Check hydraulic functioning by operating flaps through full range. Observe hydraulic
pressure.
Operate air conditioning system. Check for normal and maximum flow and
temperature control.
Check propeller deicing system, observe deice ammeter.
Check stall and pitot heat systems, observe voltammeter.
Check wing and empennage deicing boots, visually observe operation.
Check vacuum system gyro pressure.
Check all aural warning systems.
Check internal lights for correct operation, including cabin lights.
After engine shut down, check for oil leaks and oil level.
Check operation of ground blowers.
Check auxiliary pump operation.
Check operation of outflow valve vacuum system.
Check operation (full and free) of all flight controls.
Check trim controls, mechanical and electrical.
Revision 2 13-29
SECTION XIII C;ULFSTREAM
NOTE
Read the general instructions page of this Section

before commencing the inspection.
ZONE 6-7 (Refer to Figure 13-4.)
Propellers Refer to Section IV for Maintenance Practices.
I. Remove Spinners.
2. Propeller blades Clean and inspect for nicks, dents, corrosion and cracks.
3. Propeller Deicer boots and wiring Inspect for condition, security and operation.
4. Hub assemblies Inspect for oil leaks, misalignments and cracks.
5. Deice brush blocks and slip ring assemblies Inspect for condition, wear and security.
6. Prop sync pick ups Inspect for condition and security.
7. Replace Spinners.
ZONE4-5 (RefertoFigure 13-4.)
Exterior Wing Structure Skin and Fairings.
1. Skins Inspect condition

of paint, inspect for corrosion, cracks and loose or missing
rivets. Inspect externallyall wing spars stringers, ribs for loose and working rivets.
Inspect spar stringers, ribs and skins and nacelles for buckles and cracks.
2. Main landing gear attach ribs WS85 Inspect for buckles and cracks.
3. Vents and drains Inspect for damage and proper positioning.
4. Access covers and inspection plates Inspect for security.
5. Fuel Filler Cap Inspect for security.
6. Wing Deice Boots Inspect for condition and security.
7. Wing Tips Inspect for condition and security.
8. Nav Light Lens Inspect condition.
9. Strobe Lights Inspect condition.
Aileron Refer to Section VII for Maintenance Practices. Refer to Figure 13-5 for Lubrication
Practices.
1. Skin Inspect condition of paint, inspect for corrosion cracks and loose or missing
rivets.
2. Aileron Hinge Points Inspect for wear and security.
3. Aileron Trim Tabs Hinge Points Inspect for condition, lubricate.
4. Bell cranks push pull rods, and attachments Inspect security and tension.
5. Trim Tab Free Play Inspect for adherance to tolerances (refer to Section VII).
Wing Flaps
i. Skin Inspect for condition of paint. Inspect for corrosion and cracks along rivet lines.
2. Attach points Inspect wear at hinges and security.
3. Trailing edge Inspect for condition and alignment.
4. Drive sheaves, push pull rods and control cables Inspect condition and security.
5. Leading edge tape Inspect for condition and security.
13-30 Revision 2
ZONE 1 (Refer to Figure 13-4.)
Fuselage
Upper and Lower Deck Interior
i. Power brake valves and lines Inspect for leakage and security.
2. Rudder balance cable, pully brackets, guard pins and turnbuckles Inspect for
condition, security.
3. Outflow and Safety Valves Check condition.
4. Electrical components, wiring bundles and electrical connections Inspect for chafing,
Nose Section
Exterior
1. Access doors andinspection plates Inspect for damage and security.

2. Fuselage skin Inspect for condition of paint Inspect for damage and corrosion.
3. Windshield and windows Inspect for crazing, cracks, nicks and seal condition.
4. Ram Air Check Valves Inspect condition and operation.
5. Static Lines Drain.
Cabin Door and Step Refer to Figure 13-5 for Lubrication Practices.
1. Door hinges Inspect for wear, lubrication and security.

2. Door Seal Inspect for condition and security.
3. Inspect operation of door handle and bayonet extension. Ensure that all moveable
bayonets work freely and perform a visual inspection to ascertain that they all
protrude approximately the same amount past the door frame, when in the retracted
position (door handle in open position). If any bayonets appear to be unusally short,
perform cabin door bayonet rigging check, in accordance with procedures outlined in
Section II.
Center Fuselage Section
Exterior
General Refer to Section II for Maintenance Practices.
2. Fuselage skin Inspect for damage, paint condition and corrosion.
Revision 2 13-31
SECTION xm CULFSTREAM
Aft Fuselage Section
General Refer to Section II and Section X for Maintenance Practices.
i. Skin Inspect condition of paint Inspect for corrosion and loose or missing rivets.
3. Tail skid Inspect for damage and security.
4. Tail cone Inspect condition.
5. Navigation light and strobe lights Inspect condition.
6. Anti-collision lights Inspect condition, operation and security.
7. Vents and static ports Inspect condition.
8. External power receptacle Inspect condition.
Horizontal Stabilizer
I. Structure Inspect for damage and security.

2. Attach points Inspect security.
3. Deice boots Inspect condition and security (refer to Section XI for Maintenance
Practices).
4. Perform "squeeze" testing of stabilizer as outlined in Section II.
Vertical Stabilizer
1. Structure for damage and security.

Inspect
2. Attach points Inspect security.
3. Deice boots (if installed) Inspect condition and security (refer to Section XI for
Maintenance Practices).
4. Perform "squeeze" test of stabilizer as outlined in Section II.
Rudder Refer to Section VII for Maintenance Practices. Refer to Figure 13-5 for Lubrication
Practices.
1. Structure Inspect for damage and security.

2. Rudder slot and tab boots Inspect operation, condition and security.
3. Rudder hinge points Inspect for wear and security.
4. Rudder torque tube Inspect for damage and security.
5. Rudder travel stop pads and bolts Inspect for damage and security of bolts.
6. Trim tab at actuator attach point Inspect security.
7. Trim tab free play Inspect for adherence to tolerances (refer to Section VII for
Elevator Refer to Section VII for Maintenance Practices. Refer to Figure 13-5 for
I. Structure Inspect for damage and security.

2. Elevator hinge points Inspect for wear and security.
3. Push pull rods Inspect condition of rod ends and security.
4. Trim tab and attach points Inspect security.
5. Aft torque tube Inspect rod attachment and security.
6. Trim tab free play Inspect for adherence to tolerances (refer to Section VII for
13-32 Revision 2
PHASE Ilal~ INSPECTION PROGRAM MECH. INSP.
Post Inspection Walkaround Check
Carry out external and internal inspection of the airplane ensuring that all access
panels, cowlings and covers are secure.
Check windows and windshields are clean and free from defects.
Check tire pressures appear normal.
Check strut extension appears normal.
Check static wicks for security.
Ensure airplane interior and exterior are clean.
Clean control locks, pitot and engine covers are installed as required.
Check all airplane documentation is present, i.e. airworthiness certificate, flight

manual, radio license are current.
Ensure flight log (if applicable) is updated to reflect latest maintenance and current
airplane hours and cycles.
Ensure maintenance log (if applicable) is updated and that life item changes have been
recorded and carry forward defects, etc., are noted.
Ensure inspection certification is completed.
Post Inspection Functional Checks
CAUTION

applicable Airplane Flight Manual.
Run engines and check for leaks etc. Check oil level on shutdown.
Check electrical generation during ground run, observe load share and battery charge
rate.
Check internal and external lighting.
Check Hydraulic System functioning.
Check operation of flight controls.
Revision 2 13-33
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EF G H K
APPLICATION
SYMBOL
ZERK GUN MIL-C-81322A AIRCRAFT GREASE OR EQUIVALENT. Before adding grease to Zerk
(HF)

IVOIE

OIL CAN GENERAL PURPOSE SAE 10W OIL. dirt and grit.
APPROVED OILS: Refrigeration Ullit (boot strap)
’rll SLOWLY TO OVERFLOW WITH OIL PER

LLIFRO
MIL-L-23699 WHICH IS PREFERRED
CAUTION
OIL CAN MIL-L-7808 IF OPERAT~G IN EXTREMELY

DO NOT MIX BRANDS
COLD CLIMATES COMMERCIAL EQUIVALENTS
OR TYPES OF OILS.
ARE ACCEPTABLE.
Figure 13-5. Lubrication Chart (Sheet 1 o~ 5)
Revision 2 13-35
GULFSTREAM
SECTION XIII
MAINTENANCE REQUIREMENTS
690A/690B

UPPER DRAG BRACE
,8
Ri ly
(HF)
r~3 (8 PLS)
(HF) DAILY
/J j~ 100 HOURS
[1( 100HOURS
zoo HOURS OR
WHENWHEEL
dl 1LIOHOURS
IS REMOVED
26 3 1 26 5
~J ~I SOOHOURS
´•1~ 500 HOURS
BOOHOURS
27 1
13-36 Revision 2
SECTION XIII
CULFSTREAM
690A/690B
(14 PLS)
1/
ii ’je.!O;I1,,,
iC
OC C
li´•- BId ~d
!"’o
14 1 i
(11100 HOURS
gAS REQUIRED I~
G CABIN DOOR
F SEAT MECHANISM
(6 PLS)
e~7
(4 PLS)
WOTE
LUBRICATE DOOR SEAL

WITH SILICONE BASE
LUBRICANT (AS REQD)
100 HOURS
CI AS REQUIRED
500 HOURS
AS REQUIRED ~500 HOURS
21 ?P 1 42 280A
Figure 13-5. Lubrication Chart (5heet 3 of 5)
Revision 2 13-37
SECTION X1II CULFSTREAM
II;
AS REQUIRED
AS REQUIRED WOIE
LUBRICATE ALL
4 ASREQmRED CONNECTIONG IN
ENGINE SECTION AQ REQUIRED
AS INDICATED
221 1 21 39
(H Fl
~53
1 a
.7 rlC-
~HF) DAILY
200 HOURS OR
4 WHEN WHEEL
IS REMOVED
´•1~ 100 HOURS
(i 100HOURS
R227
26 25
Revision 2
13-38
CULFSTREAM SECTION XIII
riR i
lr i~ll I I´•I
iL~--.T
I I:l~l l l lilBgii li lil ´•r( c
(rii
[11100 HOURS
*(r 25 HOURS
266 129 1P
N CLAMSHELL DOORS
TAB MECHANISM
[II
rr
I u~yy
~C 200 HOURS
(11100 IIOURS
200 HOURS
275
R26 29
Revision 2 13-39
GULFSTREAM
SECTION XIII
MAINTENANCE MANUAL COMMANDER
SCHEDULED INSPECTION AND
GROUND OPERATIONAL CHECK

TPE331-5 ENGINE 251K BENDIX CONTROLLER
GEN. LOAD LESS THAN 50 AMPS.
BLEED PIIR "ON" 2521(\ WOODWARD CONTROLLER
WIAX. RESIDUAL ITT 3000 C (PRIOR ENGINE START)
254KJ
START ITT 11490 C
NORMALITT-9230C
OIL PRESSURE
j 70-120P3I
40 PSI IDLE
(INFLIGHT)
(MIN) (GROUND).
SIN L.
S/N R. O.A.T. DATE
OPERATOR ALT. A/C NO.
OPERATION I POS.C/L POS.P/L I RECORDDATA
IND. (No electrical Power)
NTS Lockout L F.I. Unfeather pump on, depress and hold NTS test switch
NTS light on; P/L to Gnd. Idle, light out. P/L to Fit. Idle,
light on. Release NTS test switch.
Observe Starter Duty Cycle Limits L F.I. Record residual ITT peak ITT during starts
Accel. time Sec.’s L. ;R.
Start Engine (Limit 11490 C ITT) Record from rise in ITT to 6536 RPM (Wooward) 70% RPM (Bendix)
NTS Functional L F.I. Observe NTS light out as engine cranks. NTS light
on at approximately 25%, then out.
IDEAL OIL I OIL

RPM Wf SHP/TO
RPM PRESS TEMP
OSG Bendix 104.5 105.5n H MAX. L. Prop on locks 101.0 to 105.0 (30 sees.)
Woodward 103.0 -105.0% 1 I I IR. Never exceed 106%
105.5 106.0 (5 sees. max.)
H F.I. L. Ground check only. Flight t8ot

Flight Idle Fuel Flow
L R´• aircraft, adjust per pilot
(Props on locks) 252K 95.OX
L 2541( 95.0% instruction.
USGL L G.I. (+1.0~)

251~70X L.
load toward
252Kss% R.-_
rev.lOPPH
254K 65%
USG Reset Check L I G.I. 90% L.

(applicable 2521< 2541< ’O
2.5) R.
engines only) REV.
USGH I H G.I. 96.5% L.

load toward
(f0.5) R´•
rev. 10 PPH
+PGH (Takeoff) H Temp 100%

L.
or torque
0~5) R.
limit
t
CPOL L 400HP 93.59/0
L.
TQ I to
R.
50% -60% 94.5%
Gov. Separation Check Reduce G.I. I Donot

L.
to loadtoward exceed
R.
960~ 1 rev. 10 PPH 1 93.5%
REV.H I H REV. MIN L.

95% R.
H I F.I. DROP HP limiter test switch depress.

HP Limiter
L. RPM/Wf decrease release switch,
R. I RPM/Wf increase
Normal Shutdown L G.I.

Operate at G.I. 3 minutes
Emergency Shutdown L I G.I. Stroke C/L to feather fuel flow to

zero prior to prop going to feather.
+Normal operating oil temperature 750 50 C t Do not exceed engine temp. limit. G25-1
Figure 13-6. Engine Ground Operational Check

13-40 Revision 2
PHASE "B" INSPECTION PROGRAM MECH. INSP.
Pre Inspection Walkaround Check
Carry out external and internal inspection of the airplane, noting signs of damage,
usage and obvious wear.
Check propellers for damage.
Revision 2 13-41
SECTION XZII GULFSTREAM
PHASE "8" INSPECTION PROGRAM IVIECH. INSP.
CAUTION

flight, shall be in accordance with the applicable
Airplane Flight Manual.
NOTE

starts.
pressure.
Check propeller deicing system, observe voltammeter.
13-42 Revision 2
ZONE 6-7 (Refer to Figure 13-7.)
Engine Nacelle and Cowling Refer to Section IV for Maintenance Practices.
for damage and

i. Cowling, fasteners, forward cowl ring, and support assembly Inspect
wear condition of seals.
2. Inlet air scoop and top nose cowl Inspect for damage, cracks and security.
r~l
CAUT ION
Ground operation of the generator inlet anti-icing

system for longer than ten (10) seconds may cause
permanent damage to heating elements.
3. Generator inlet heat boot Inspect for condition, security and operation.
Inspect for security and cracks (refer to Section IV for
4. Exhaust pipe assembly
Maintenance Procedures).
5. Wing inspection lights Inspect for condition, security and operation.
Engine General Refer to Section IV for Maintenance Practices.
1. Engine mounts, mount brackets, and mount bolts Inspect for damage and security.
2. Fluid lines and connections Inspect for leaks, cracks, chafing and security.
3. Electrical wiring and connections Inspect for insulation, corrosion, chafing and
security.
4. Mechanical linkage and cables Inspect for binding, rigging and security.
Engine Components (Accessory Equipment)
1. Oil Filter Inspect for contamination. Replace with new filter.

2. Fuel filter Inspect for contamination. Replace with new filter.
3. Starter-Generator Remove.
a. Outlet screen Clean, inspect for damage, distortion and for adequate clearance
between screen and armature.
b. Commutator and brushes Clean, inspect for condition, wear and pitting.
c. Lubricate splines (Refer to Garrett Maintenance Manual for proper lubricant.)
Install starter-generator and inspect electrical connections and security.
4. Oil cooler Inspect for security, leaks and condition of core.

ii. Bleed air shutoff valve and check valve Inspect for condition, operation and security.
6. Ignition box and ignition Inspect electrical connections and security.
7. Hydraulic pump Inspect for security, leakage and condition.
Revision 2 13-43
Compressor and Turbine Section Refer to Section IV for Maintenance Practices.
1. Compressor air inlet Inspect for foreign material, obstruction or damage, and cracks
in epoxy paint.
2. First stage compressor impeller Inspect for nicks, cracks, distorted blades, and
foreign object damage.
3. Inlet sensor Inspect for damage and security.
4. ITT lead connector Inspect for damage and security.
5. Fuel nozzles and manifold assemblies Inspect for leakage and security.
6. Remove, clean, inspect andior replace igniter plugs.
7. Clean and inspect E.P.A. ten (10) micro filter.
Landing Gear Emergency Extension System
i. Nitrogen storage bottle filler valve and gage Inspect condition (425-525 psi desired
amount 475 psi).
2. Check actual pressure using an external gage.
ZONE 4 and 5 (Refer to Figure 13-7.)
Nacelle and Wheel Well Refer to Section VI for Maintenance Practices.
I. Uplock mechanism Inspect for broken extension spring, hydraulic leaks, and wear
at uplock arm slot.

2. Fluid lines Inspect for chafing, damage and leakage.
3. Electrical wire bundles Inspect for chafing and security.
4. Structure Inspect for evidence of gear interference, cleanliness, general condition and
leakage.
5. Strut main gear door and linkage Inspect for proper adjustment and security. Also
condition of paint.
6. Wheel well doors Inspect condition, seal strips, cracks and proper adjustment.
7. Door control valve, priority valves and cylinders Inspect for alignment, leakage,
8. Hydraulic emergency shutoff valve Functionally check.
9. Hydraulic components Inspect the following for leakage and damage and security
(left engine aft nacelle):
a. Hydraulic reservoir Service in accordance with procedures outlined in Section

II.
b. Thermal pressure relief valve.
c. Auxiliary hydraulic pressure switch.
d. Hydraulic accumulatoriregulator Service in accordance with instructions in
Section II.
e. Auxiliary hydraulic pump (470-605 psi).
13-44 Revision 2
GULFSTREAM SECTION MII
PHASE "B" IblSPECTION PROGRAM MECH. INSP.

rZacu~l
CAUT ION

rate.
Revision 2 13-45
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97.50
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116. 00
120.48
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om
GULFSTREAM SECTION WI
NOTE
ON EACH DETAIL.
C
57~ 4~
I
B I I -t--- O
N
D E M
F G H K
APPLICATION
SYMBOL
HAND PACK MIL-G-81322A AIRCRAFT GREASE on EQUIVALENT.
ZERK GUN MIL-G-81322A AIRCRAFT GREASE OR EQUNALENT. Before adding grease to Zerk
(HF)
CLOTH WIPE MIL-H-5606 HYDRAULIC FLUID.

NOTE

wipe off excessive oilto
dirt and grit.
OIL CAN GENERAL PURPOSE SAE 10W OIL.

SLOWLY TO OVERFLOW WITH OIL PER CAUTION
LLIFRO
MIL-L- 23699 WHICH IS PRE FEI~IEED
DO NOT MIX BRANDS
OR TYPES OF OILS.
ARE ACCEPTABLE.
Revision 2 13-47

UPPER DRAG BRACE
a i,
~ha
(II
C
(8 PLS)
(HF~Y
(HF) DAILY
100 HOURS
aoo HOURS OR
WHENWHEEL
(II 1~OHOURS
IS REMOVED
26 3 1 2~ 5
6:I~L
~IB
SOOHOURS
500 HOURS
g 500 HOURS
27 1 17 6
Figure 13-8. Lubrication Chart (Sheer 2 of 5)
13-48 Revision 2
CULFSTREAM SECTION xm
rY ~,,,,,.,I
c>oo Ij
C I;jil.r´•´•~,; i
I:; T;o
´•~I a
:i!,i g´•
(i 100 l1OURS
[I~AS REQmRED 22 16
2I1P
F SEAT MECHANISM
G CABIN DOOR
(6 PLS)
cjl:
U/
(4 PLS)
WOTE
e, ,J I LUBRICATE DOOR SEAL

WITH SILICONE BASE
LUBRICANT (AS REQD)
[Y 100 HOURS
´•Ic´• AS REQUIRED
Ic 500 HOURS
[r AS REQUIRED ~500 HOURS
22 29 1 42 280A
Figure 13-8. Lubrication Chart (Shaat 3 of 5)
Revision 2 13-49
\i
\‘I
I I ~i
~a I i(~Y)
AS
~I
REQUIRED
AS REQUIRED WOIE
LUBRICATE ALL
rY ASRE~UIReD CONNECTIONS IN
ENGINE SECTION AS REPUIRED
AS INDICATED
22 7
(H Fl
´•C~
(HF) DAILY
200 HOURS OR
WHEN WHEEL
IS REMOVED
´•1~ 100 HOURS

d 100 HOURS
(11 100 HOURS
R??I
26 25
13-50 Revision 2
*rlC
1
;3
Irlr’
(11100 HOURS
$[r 25 HOURS
123 )9
26 6

N CLAMSHELL DOORS
TAB MECHANISM
[II
[II
I/
"-YY
PC
[r 200 HOURS
[jl 100 HOURS

200 HOURS
176
R26 29
Revision 2 13-51
SECTION XT[I GULFSTREAM

TPE331- 5 ENGINE
251K BENDIX CONTROLLER
BLEED AIR "ON" 2521< 1 ,_
Y’VVYYYn"U ~VIU I nULLen
MAX. RESIDUAL ITT 3000 C (PRIOR ENGINE START) 2541< 1
STARTITT11490C
NORMAL ITT-9230C
OIL PRESSURE
j 70-120PSI
40 PSI IDLE (MIN)
(INFLIGHT)
(GROUND).
S/N L.
S/N R. O.A.T. DATE
OPERATOR ALT. A/C NO.
OPERATION I POS.C/L POS. P/L RECORD DATA
NTS Lockout I L F.I. Unfeather pump on, depress and hold NTS test switch
Observe Starter Record residual ITT peak ITT during starts

Duty Cycle Limits L F.I.
Start Engine (Limit 11490 C ITT)
Record from rise in ITT to 65% RPM (Wooward) 700m RPM (Bendix)
NTS Functional L F.I. Observe NTS light out as engine cranks, NTS light
IDEAL OIL OIL

RPM
RPM Wf ITT SHP/TQ
PRESS I TEMP
OSG Bendix 104.5 105.516 H MAX.
L. Prop on locks 101.0 to 105.0 (30 sees.)
Woodward 103.0 -105.0% Never exceed 106X
R.
105.5 106.0 (5 sees. max.)
H (’’.O%)
Flight Idle Fuel Flow F.I.
251K 48.036
L. Ground check only. Flight test
L
(Propson locks) 2521( 85.0% R´• aircraft, adjust per pilot
L 2541< 98.00~1 1 (instruction.
USGL I L G.I.
L´•
load toward 1261K 7096
rev.lOPPH 252K65% R.
254KBS%
USG Reset Check L G.I. I 90X L.

2.5) R.
engines only) REV.
USOH I H G.I. 96.5% L.

load toward
1+0.5) R.
rev. 10 PPH
’PGH (Takeoff) I H Temp 100X

L.
ortorque
limit
(+0.5) n._
1
’PGL L 400 HP 93.5%
L.
TO to
R.
50% -60% 94.50/0
Gov. Separation Check Reduce I G.I. Do not

L.
R´•
96% rev.lOPPHI 93.5%
REV.H H REV. MIN L.

95% R.
HP Limiter H F.I. I I I DROP HP limiter test switch

depress.
L. I RPM/Wf decrease release switch,

Emergency Shutdown L G.I. Stroke C/L to feather fuel flow to

*Normal operating oil temperature 750 50 C 1 Do not exceed engine temp, limit. G25-1
Figure 13-9. Engine Ground Operational Check

13-52 Revision 2
PHASE "C" INSPECTION PROGRAM MECH. INSP.
Revision 2 13-53
SECTION XD[I GULFSTREAM
CA UT ION

NOTE

starts.
pressure.
Check stall and pitot heat systems, observe voitammeter.
hiter engine shutdown, check for oil leaks and oil level.
13-54 Change4
COMMANDER MAINTENANCE MANUAL SCHEDULED INSPECTION ANI)
Interior
Instrument Panel Refer to Section VIII for Maintenance Practices.
i. Instrument shockmounts Inspect condition and security.

2. Instrument hoses Inspect condition and security.
3. Electrical wire bundles and connections Inspect for corrosion, chafing and security.
4. All instruments and lighting Inspect condition and operation.
5. Autopilot control head electrical connections.
6. Three-way solenoid valve Inspect condition.
7. Altimeter Field barometric pressure against field elevation.
Overhead Switch and Circuit Breaker Panel Refer to Section VIII for Maintenance
Practices.
i. Electrical wire bundles and connections Inspect for corrosion, chafing and security.
2. Panels Inspect for security.
Engine Controls Refer to Section IV for Maintenance Practices. Refer to Figure 13-11 for
1. Engine control levers Inspect for proper adjustment, locking, security and freedom
of movement.
Flight Controls Rudder Brake Pedal, Control Column Linkage, Elevator Refer to Section
VII for Maintenance Practices.
1. Rudder brake pedal attachpoints Inspect for freedom of operation.

2. Control column, rudder pedals, brake linkage and rudder boots Check condition and
mounting.
3. Control column Remove inspection plates, inspect turnbuckles for condition and
security.
4. Check chain link connector security.
5. Aileron control cable drum, cables, attachment stops Check condition.
6. Elevator transfer and push-pull tubes, cables, stops Inspect condition.
7. All flight controls Inspect for freedom of movement.
8. Crew compartment area Inspect for cleanliness and condition.
9. Landing Gear and Flap Control Valve Inspect for leakage, security, electrical
connection.
10. Parking Brake Valve Inspect for leakage and damage.
13-55
Change4
MAINTENANCE ~QUIREMENTS 690A/690B
Refer to Section II for Maintenance Practices. Refer to Figure

13-11 for Lubrication Practices.
1. Certificates Ensure they are inplace.

2. Seats, tracks, seats belts and adjusting mechanism Inspect condition, operation,
lubrication and security.
3. Oxygen system and overhead outlets Inspect condition, operation and security.
4. Windows Inspect for cleanliness and condition.
5. Emergency Exit Inspect for security. Inspect for freedom of operation, condition of
seal, wear and corrosion.
6. Instruction, reading, floor and overhead lights Inspect condition, operation and
security.
7. Pressure and air conditioning ducting Inspect for leakage, damage, chafing and
security.
8. Cabin temperature sensing unit Inspect condition, operation and cleanliness.
9. Control surface cables and pulleys Check for freedom from binding, damage and
security.
10. Hydraulic lines Inspect for leakage, damage and security.
II. Cabin area Inspect for cleanliness and condition.
12. Defog blower Inspect for condition and security.
Interior
General Refer to Section II for Maintenance Practices.
1. Structure under floor Inspect for corrosion, damage and cleanliness.
Flight Control System Aileron, Elevator, Rudder and Flaps Refer to Section VII for
Maintenance Practices. Refer to Figure 13-11 for Lubrication Practices.
1. Upper and lower

pulley cluster Inspect condition.
2. Control cables Inspect for freedom from binding, swedges locked in place,
turnbuckles properly safetied, and condition of fairings.
3. Flap master and primary sheaves, sheave torque tubes Inspect for security.
4. Flap position transmitter Inspect for security at attach points and electrical
connections.
5. Trim tab chains Inspect condition and for corrosion.
6. Sprockets and flexible shafts Inspect condition. Lubricate as required.
7. Trim tab position transmitter Inspect condition and operation.
8. Trim tab free play Inspect for adherence to tolerances (refer to Section VII).
13-56 Change4
SECTION XIII
GULFSTREAM
690A/690B
PHASE "C" INSPECTION PRO%RAM MECH. INSP.
Hydraulic Components Refer to Section III for Maintenance Practices.
i. Fluid carrying lines and fittings Inspect for leakage, damage and security.
Wing flap flow control valves Inspect for leakage, damage and security.
3. Wing flap actuating cylinder Inspect for leakage, damage and security.
Air Conditioning and Pressurization Refer to Section IX for Maintenance Practices.
I. Pressurization ducts Inspect for leakage, damage, chafing and security.

2. Hose and duct clamps Inspect for security.
3. Refrigeration unit Inspect the following:
a. Ducts Firmly connected.

b. Clamps Proper installation and tight.
c. Tubing and ducts Check for dents, kinks, bends and cracks.
d. Electrical connections Inspect for security.
Baggage Compartment
i. Door, attach points, and latch Inspect for condition, security and lubricate.
2. Instrument pressure regulator Inspect condition.
3. Radio racks, avionics equipment and mountings Inspect for security.
4. Baggage Compartment Inspect general condition.
5. Bleed air pressure and air conditioning ducting Inspect condition of insulation.
Inspect "B" nuts and hose clamps for security.
Electrical Components AC and DC Refer to Section X for Maintenance Practices.
1. Electrical component mountings Inspect for security.

2. Electrical wire bundles Inspect for chafing, damage and security.
3. Electrical connectors Inspect for corrosion, damage and security.
4. Generator control units and wiring Inspect for security.
5. DC contactor box and wiring Inspect for security, and evidence of shorting, chafing
ordamage.
6. Battery vents and drain tubes Inspect for cleanliness, security and continued service.
CA UT ION
Remove nickle-cadmium batteries from airplane

prior todeep cycle procedure. Remove lead acid
batteries from airplane prior to recharging
batteries.
7. Deep cycle nickel-cadmium batteries as necessary.

8. Recharge lead acid batteries as necessary.
9. Install and inspect batteries for secure connections, corrosion and security of
installation.
10. Radioracks, avionics equipment and mountings Inspect for security.
11. Rudder and elevator autopilot sel´•vos Inspect for condition, security of electrical
connections.
Miscellaneous
I. Oxygen regulator control lever on bottle Inspect for safety wire in ON position.
2. Oxygen cylinder, lines and connectors Inspect for security.
3. Nitrogen storage bottle Inspect for security.
Change 4 13-57
SECTION XII GULFSTREAM
PHASE "C" INSPECTION PROGRAM MECH.I INSP.
Check ~trut extension appears normal.

CAUT ION

rate.
Check internal and external lighting.
13-58 Change4
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J L
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22 57
APPLICATION
SYMBOL
~yl
HAND PACK MIL-G-81322A AIRCRAFT CREASE OR EQUIVALENT.
ZERK GUN MIL-G-81322A AIRCRAFT GREASE OR EQUIVALENT. Before adding grease to Zerk
(HF)

NOTE


FILL SLOWLY TO OVERFLOW WITH OIL PER CAUTION
MIL-L-23699 WHICH IS PREFERRED OR
COLD CLIMATES DO NOT MIX BRANDS
COMMERCIAL EQUIVALENTS
ARE ACCEPTABLE. OR TYPES OF OILS.
Figure 13-11. Lubrication Chart (Sheet 1 at 5)
13-60
Revision 2
SECTION XIII
GULFSTREAM
MAINTENANCE RE~QUIREMENTS
690A/690B

UPPER DRAG BRACE
zL
[III
i~; dd
iC rl
(HF)
,ai´•l (8 PLS)
(HF) DAILY
j+l~ 100
f
~iSRUOH
100HOURS
zoo HOURS OR
WHENWHEEL
(Y 100HOURS
IS REMOVED
263
´•B~ i;i~-´•ul
~C( SOOHOURS
1~ 500 HOURS
(jC SOOKOURS
27 1 216
Revision 2 13-61
g (14 PLS)
ij0o
I)! I OO(L
a
ii’-~ II~
!1 iO !I;o
L~11
~100 HOURS
AS REQUIRED ii 3~
22 16
G CABIN DOOR
F SEAT MECHANISM
(6 PLS)
i/-
´•I~
(4 PLS)
WOTE
e, ,J I LUBRICATEDOORSEAL
WITH SILICONE BASE
LUBRICANT (AS REQD)
100 HOURS
~e AS REQUIRED
Ic 500 HOURS
AS REQUIRED 500 HOURS
42 280A
2229
Revision 2
13-62
1
~YI
AS REQUIRED
AS REQUIRED WOIE
LUBRICATE ALL
i~ AS REP~RED CONNECTIONS W
ENGINE SECTION fY ns nsqulneo
AS INDICATED
22 11 3P
(H Fl
r‘
w~ I
4
O
i~" t-’H’’
(HF) DAILY
200 HOURS OR
WHEN WHEEL
IS REMOVED
olYI 100 HOURS g 100 HOURS
(r 100 HOURS
1217
26 25
13-63
Revision 2
7 11
~,aiiL"- I I"i
"d
[r 100 HOURS *ri( 25 HOURS
26 6 1 1129 IP
N CLAMSHELL DOORS
TAB MECHANISM
1~1
Y
Hours
or Anualy10
~200 HOURS
[11100 HOURS
200 HOURS
116 29 1 27 d
Figvre 13-11. Lubrication Chart (Sheet 5 of 5)

13-64 Revision 2

TPE331-5 ENGINE
GEN. LOAD LESS THAN 50 AMPS. 251K BENDIX CONTROLLER
BLEED AIR "ON"

MAX. RESIDUAL ITT 3000 C (PRIOR ENGINE START)
2521<j
254K
WOODWARD CONTROLLER
START ITT 11490 C

NORMAL ITT 9230 C OILPRESSUREJ 70-120P3I
40 PSI IDLE (MIN)
(INFLIGHT)
(GROUND).
S/N L.
S/N R. O.A.T. DATE
OPERATOR ALT. AIC NO.
OPERATION I POS.C/L POS.P/L RECORD DATA
Reco’d residual ITT 3 peak ITT during starts

Observe Starter Duty’ Cycle Limits L I F.I.
Record from rise in ITT to 65% RPM (Wooward) 70% RPM (Bendix)
IDEAL OIL I OIL

RPM Wf ITT SHP/TQ
RPM PRESS I TEMP
OSG Bendix 104.5 105.5% H MAX. Prop on locks 101.0 to 105.a (30 sees.)
L.
Woodward 103.0 -105.0% Never exceed 106%
R.
105.5 106.0 (5 sees. max.)
H 1"1.996)
2511( 98.0%
L
(Propson locks) 2521( 95.0% R´• aircraft, adjust per pilot
L 254K 95.0%) Jinstruction.
USGL L G.1. (+l.oX)

251K 70% L´•
load toward
rav.lOPPH 2521<65% 1 R.
254K650/.

i’ 2.5) R.
engines only) REV.
USGH I H G.I. 96.5% 1 L.

load toward
(+0.5) R´•
rev. 10 PPH
XPGH (Takeoff) H Temp 100%

L.
1 (+0´•5) R._
XPGL t
L 400HP 93.5%
L.
TQ to
R.
50% -600/0 94.5%
Gov. Separation Check Reduce G.I. I Donot

L.
96% R´•
rev. 10 PPH 93.5%
REV.H H REV. i MIN L.

95% R.
HP Limiter H F.I. I I I DROP HP limiter test switch depress.

L. I RPM/Wf decrease release switch,
R. I RPM/Wf

Emergency Shutdown L G.I. Stroke CIL to feather fuel flow to

’Normal operating oil temperature 750 50 C t Do not exceed engine temp. limit. G25-1
Figure 13-12. Engine Ground. Operationol Check

Revision 2 13-65
SECTION MTI GULFSTREAM
PHASE "D" INSPECTION PROGRAM INSP.
13-66 Revision 2
GULFSTREAM SECTION XILI
PHASE "D" INSPECTION PROGRAM MECH. INSP.
CAUT ION

NOTE

starts.
Check hydraulic functioning by operating flaps thl´•ough full range. Observe hydraulic
pressure.
Revision 2 13-67
ZONE 1, 6, and 7 (Refer to Figure 13-13.)
Nose Gear
NOTE
Place airplane on jacks, and attach weighted tail

stand, as outlined in Section II, for the following
checks.
Nose Landing Gear Components Refer to Section VI for Maintenance Practices.
i. Scissors and bushings Inspect for wear, security and lubrication.

2. Drag brace Inspect for damage and security.
3. Drag brace bearing support structure Inspect for loose or missing rivets, condition
and security.
4. Trunnion fittings Inspect for evidence of wear.
5. Actuating cylinder Inspect far leakage and security at attach points.
6. Bungee spring Inspect for wear and security at attach points.
7. Micro switches and wiring Inspect for operation, dirt and condition.
8. Steering cylinder Inspect for leakage and security.
9. Bypass valve Inspect for leakage and security.
10. Fluid lines and connections Inspect for leakage, damage and security.
11. Nose gear door actuating rods and rod ends Inspect alignment, check for wear and
security.
12. Nose gear doors and structure Inspect for interference, droop, damage and security.
13. Structure Inspect for evidence of wear, gear interference, cleanliness, general
condition and leakage.
14. Nose gear steering system Inspect for cleanliness, general condition and evidence of
wear.
Nose Landing Gear Refer to Section VI for Maintenance Practices.
1. Nose Wheel Remove, clean and irlspect.

2. Tires Inspect for wear, weather cracking, oil saturation, cuts, flat spots and proper
inflation.
3. Wheels Inspect for cracks, nicks and corrosion.
4. Axle and wheel components Inspect for evidence or irregular wear or damage.
Nose Wheel Bearings Refer to Section VI for Maintenance Practices.
1. Bearings Remove, clean and inspect for rough spots and evidence of overheating.
2. Bearing cups Inspect for pitting and scoring.
3. Repack bearings in accordance with procedures outlined in Section VI.
4. Install and secure nose wheel in accordance with installation procedures outlined in
Section VI.
1.3-68 Revision 2
SECTION XIII
GULFSTREAM
ZONE 6 and 7 (Ref’er to Figure 13-13.)
Main Gear
NOTE
Place airplane on jacks, using weighted tail stand

support as outlined in Section II. Level airplane
for operational tests.
Main Gear Strut Refer to Section II for servicing. Refer to Section VI for Maintenance
Practices. Refer to Figure 13-14 for Lubrication Procedures.
1. Trunnion retaining bolts Inspect for security.

2. Strut Inspect for leakage, damage and need for servicing.
3. Drag brace Inspect for wear at attach points and for security.
4. Retraction cylinders Inspect for leakage, wear and security at attach points.
5. Scissors andbearings Inspect for wear and security.
6. Micro switches Inspect condition and security.
7. Ground contact switch Inspect security (left gear only).
Main Wheels Refel´• to Section VI for Maintenance Practices.
i. Main wheels Remove, clean and inspect.

2. Tires Inspect cracking, oil saturation, cuts, flat spots and
for wear, weather proper
inflation. Rotate tires ifindicatctd
by wear pattern.
3. Wheel Inspect for corrosion, damage and an indication of overheating.
4. Wheel half retaining bolts Inspect for looseness. Check Torque.
Wheel Bearings, Bearing Cups and Spacers Refer to Section VI for Maintenance Practices.
1. Bearings Inspect for roughness and evidence of overheating.

2. Bearing cups Inspect for pitting and scoring.
3. Pack bearings in accordance with procedures in Section VI.
Brake Assembly Refer to Section VI fbr Maintenance Practices.
i. Bralre disc Inspect for wear, cracks alld dishing (refer to Section VI for wear limits).
2. Brake lining Inspect for wear (refer to Section VI for wear limits).
3. Brake housing Inspect for leakage and damage.
4. Brake lines Inspect for chafing, fraying, danlage, leakage and security.
5. Drive keys and slots far looseness, wear and creeks (applicable airplanes
equipped with Goodyear
Main Wheel
1. Install main wheel in accordance with installation procedures outlined in Section VI.
Landing Gear
1. Perform operation check of landing gear system as outlined in Section VI of the

Maintenance Manual.
Revision 2 13-69
SECTION 3aII CULFSTREAM
SCBEDULED INSPECTION AND MAINTENANCE MANUAL COMMANDER
PHASE "D" INSPECTION PROGRAM MECH. [NSP.
Power Plant
Engine General Refer to Garrett Maintenance Mallual for Maintenance Practices.
Oil Filter Inspect for contamination. Replace with new filter.

2. Fuel filter Inspect for contamination, clean, replace with new filter if required.
3. Fluid lines and connections Inspect for leaks, cracks, chafing, rubbing and security.
4. Electrical wiring and connections Inspect for insulation, corrosion, chafing and
security.
5. Mechanical linkage and cables Inspect for binding, rigging and security.
6. Fuel flow divider Clean screen (refer to Garrett Maintenance Manual for
procedures).
7. Magnetic chip detector (plug)- Remove and inspect shaft splines and engine drive
splines for wear (refer to Garrett Maintenance Manual for wear check).
8. Starter-Generator Remove, clean and inspect shaft splines and engine drive splines
for wear. (Refer to Garrett Maintenance Manual for wear check.)
a. Outlet screen Inspect for damage, distortion and for adequate clearance
between screen and armature.
b. Commutator and brushes Inspect for colldition, wear and pitting.
c. Lubricate splines (Refer to Garrett Maintenance Manual for proper lubricant.)
Install starter-generator and inspect electrical connections and security.
13-70 Revision 2
CULFSTREAM SECTION xm
COMMANDER MAINTENANCE MANUAL SCHEI)ULED INSPECTION AND

CAUTION

rate.
Revision 2 13-71
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NOTE
ON EACH DETAIL.
J L
C
i;WI
B I I O
\G H/ M
11 57
APPLICATION
SYMBOL
ZERK OUN MIL-G-81322A AIRCRAFT CREASE OR EQUIVALENT. Before adding grease to Zerk
Pittings, wipe off all dirt. Lubricate until new grease appears around parts being lubri-
(HF)

NOTE

DISPENSER FLAKE GRAPIIITE
IjC prevent accumulations of
APPROVED OILS: Refrigeration Unit (boot strap)

SLOWLY TO OVERFLOW WITII OIL PER CAUTION
LLIFRO
MZL-L-23699 WHICH IS PREFERRED
COLD CLIMATES DO NOT MIX BRANDS
COMMERCIAL EQUIVALENTS
AIE ACCEPTABLE. OR TYPES OF OILS.
Figure 13-14. Lubrication Chort (Sheat 1 of 5)
Revision 2 13-73

UPPER DRAG BRACE
ed
i
9
ll;k´•~1
h
~8 b~ls:
-II:
I
´•4´•
r
(HF)
.,aL1 (8 PLS)
(HF) DAILY
100 HOURS
100 HOUflS
aaa HOUtB OR
IODHOURS
WHENWHEEL
ISREIVIOVED
2L3 1L 5
C CONTROL COLUMN ELEVATOR TOROUE TUBES
(Y
I
B~
~I 500HOURS
500 HOURS
~1 500 HOURS
27 1
Revision 2
13-74
GULFSTREAM SECTION wI
(14 PLS)
(r
3 OO~i ii
U~
V iT’
100 HOURS
I~AS RE&UIRED 22 16
II ]P
(6 PLS)
UI
t~
(4 PLS)
WOTE
c, ,J I LUBRICATE DOOR SEAL
WITXSILICONEMSE
LUBRICANT (AS REQD)
100 HOURS
AS REQUIRED
Ic 500 HOURS
AS REQUIRED H 500 HOURS
?2 29 1 42 280A
Revision 2 13-75
(II
i
AS REQUIRED
AS REQUIRED NO’RB
LUBRICATE ALL
[jl AS REQUIRED CONNECTIONS IN

ENGINE SECTION (II AS REqUIRED
AS INDICATED
227 1 22 3P
(HF)
I
br
-y r´•´•´•::~hflllll ~p
(HF) DAILY
200 HOURS OR
WHEN WHEEL
IS REMOVED
[lC
100 HOURS 100 HOURS
[r 100HOURS
26 25
13-76 Revision 2
SECTION MII
CULFSTREAM
690A/690B MAINTENANCE REQUTREMENTS
GEAR UPLOCK
L
I
ii ’d
ii
´•’7
;3
iud
[1- 100 HOURS
ti~ 25 HOURS
12919
26 6
N CLAMSHELL DOORS
TAB MECHANISM
ilr
I~
’I;
I
Hours
or Anualy10
200 HOURS
[Y-100 HOURS
200 HOURS
R26 29 1 27 1
Revision 2 13-77

TPE331-5 ENGINE
BLEED AIR "ON" 2521<

STARTITT11490C
NORMALITT-9230C
OIL PRESSURE
j 70-120P3I
40 PSI IDLE (MIN)
(INFLIGHT)
(GROUND).
SIN L.
S/N R. O.A.T. DATE
OPERATOR ALT. A/C NO. ----_-
OPERATION I POS.CIL POS. P/L RECORD DATA
NTS light on; P/L to Gnd. Idle, light out. P/L to Fit. idle,
Observe barter Duty Cycle Limits L F.I. Record residual ITT peak ITT during starts
Record from rise in ITT to 65% RPM (Wooward) 70% RPM (8endix)
on at approximately 250/0, then out.
IDEAL OIL I OIL

RPM Wf ITT SHP/TO
RPM PRESS I TEMP
OSG Bendix 104.5 105.5% H MAX. Prop on locks 101.0 to 105.0 (30 sees.)
L.
Woodward 103.0 -105.0% Never exceed 106%
R.
105.5 106.0 (5 sees. max.)
H (+1.OX)
251K 98.00/.
L
(Propson locks) 2521< 95.0% R´• aircraft, adjust per pilot
L 2541< 95.0% instruction.
USGL L G.I. (+1.OX)

251K70X L´•
load toward
rav.lOPPH 252Ksssb R.
2541< 65%

(applicable 2521< 2541< 1 fo
25) R.
enginesonly) REV.
USGH I H G.I. 96.5% 1 L.

load toward R´•
(’0.5)
rev. 10 PPH
’PGH (Takeoff) H Temp 100%

L.
ortorque
1+0.5) R.
t
YPGL L 400HP 93.5%
L.
TQ to
R.
500/0 -60% 94.5%
Gov. Separation Check Reduce I G.I. I Donor

L.
to load toward exceed
93.5% R´•
96% rev. 10 PPH
REV.H H REV. MIN L~

95% R.
HP Limiter H I F.I. I I I DROP HP limiter test switch

depress.
L. I RPMIWf decrease release switch,
Normal Shutdown L I G.I.

Emergency Shutdown L G.I. Stroke CIL to feather fuel flow to
+Normal operating oil temperature 750 50 C t Do not exceed engine temp. limit. 025-1
Figure 13-15. Engine Ground Operational Cheek

13-78 Revision 2
CALENDAR INSPECTION PROGRAM MECH. INSP.
Check "A"
Revision 2 13-79
SECTION XIIl: GULFSTREAM
Check "A"
CAUtlON

NOTE

starts.
pressure.
Check pr´•opeller deicing system, observe deice ammeter.
Check wing and empennage deicing boots (if installed), visually observe operation.
After engine shutdown, check for oil leaks and oil level.
Check operation of defog blowers.
13-80 Revision 2
SECTION XIII
GULFSTREAM
Check "A"
Read General Instructions
i. Remove prop spinner clean and inspect for condition.

2. Prop Blades Clean and inspect for condition and security, particularly nicks, dents,
gouges, corrosion and cracks.

3. Inspect Prop neice Boots and Wiring for condition and security.
4. Inspect Prop for condition and security and oil leaks.
Engine
1. Remove or open cowling and access panels.

2. Inspect cowling, fasteners, support ring and nacelle nose ring for condition, especially
seals:
3. Inspect Inlet Air Scoop and Nose Ring for condition and security.
4. Inspect Exhaust Assembly for condition and security.
5. Inspect fluid lines and connections for leaks.
6. Inspectcontrols for condition, security.
7. Check for correct travel and freedom of movement. Lubricate rod end bearings as
required.
8. Inspect accessories and auxiliaries for condition, fluid leaks and security.
9. Inspect fuel solenoid valve for leakage, security.
10. Inspect accessory drive case for oil leaks.
11. Inspect oil cooler for leaks.
12. Inspect bleed air shutoff and check valve for condition and security.
13. Inspect starter-generator outlet screen for damage distortion and for adequate
clearance between screen and armature.
14. Inspect compressor air inlet for foreign mate~´•ial, obstruction or damage and cracks in
epoxy paint.
15. Inspect first stage compressor impeller for nicks, cracks, distorted blades and foreign
object damage.
16. Inspect inlet sensors for condition and security.
17. Inspect fuel nozzles and manifold assemblies for leakage and security.
18. Remove rags and tools from all areas.
19. Install all cowling and access panels, check for correct fittings and security.
Airframe
Fuselage Nose Internal
i. Inspect outflow and safety valves.

2. Inspect nosewheel well structure for condition.
Fuselage Nose External
i. Inspect fuselage skin for condition.
Revision 2 13-81
CALENDAR INSPECTION PROGRAM MECH. [NSP.
Check "A"
Fliaht Station Internal
I. Inspect windshield and windows for condition, particularly crazing and security.
2. Inspect all flight controls for freedom of movelnent.
3. Inspect Engine Control levers for freedom of movement.
1. Inspect skin surface for condition and security.

2. Inspect windshield wipers for condition of blaties, security and operation.
CAUTION
Do not operate windshield wipers on a dry

windshield. Scratches may occur.
Passenger Compartment Internal
I. Inspect seats, seat belts and adjusting mechanism for operation and lubricate.
2. Inspect oxygen overhead outlet; doors for condition.
3. Inspect cabin windows for condition, particularly crazing and security.
4. Inspect emergency exit for security.
5. Inspect cabin area for cleanliness and condition.
Passenger Compartment External
Inspect fuselage skin for condition and security.

2. Inspect cabin door hinges for condition and security and lubricate.
3. Inspect cabin door and locking mechanism for ease of operation, positive locking and
warning switch adjustment.
4. Inspect door seal for condition and security.
Rear Fuselage and Empennage (External)
I. Inspect baggage compartment door attach points and latch for condition and security.
2. Inspect fuselage skin surface for condition of paint, corrosion and loose or missing
rivets.
3. Inspect vents and static ports for condition.
4. Inspect external power receptacle for condition.
5. Inspect tail skid for condition.
6. Inspect tail cone for condition.
7. Inspect horizontal stabilizer structure for condition. Perform squeeze test as outlined
in Section II.
8. Inspect elevator structure for condition.
9. Inspect elevator hinge points for condition.
10. Inspect elevator trim tab and attach points fol´• security.
II. Inspect vertical stabilizer structure for conditiorl. Perform "squeeze" test as outlined in
Section II.
12. Inspect rudde~´• structure for condition.
13. Inspect rudder slot and tab boots for condition.
14. Inspect rudder hinge points for condition.
15. Inspect rudder trim tab at actuator, attach points for security.
16. Inspect empennage deice boots for condition.
17. Inspect static discharger for condition.
13-82 Revision 2
Check "A"
Rear Fuselage and Empennage (Internal)
i. Inspect baggage compartment for general condition.
Wings (External)
i. Inspect wing skin and access panels for condition and security, particularly for signs
of fuel leaks.
2. Inspect vents and drains for condition and proper positioning.
3. Inspect fuel filler cap for condition and security.
4. Inspect deice boots for condition and security.
5. Inspect wing tip for condition and security.
6. Inspect aileron hinge points for condition and security.
7. Inspect aileron trim tab hinge points for condition and security.
8. Inspect flap attach points for condition and security and wear at hinges.
9. Inspect flap trailing edge for evidence of improper adjustment.
10. Inspect static dischargers for condition and security.
Nacelles
1. Check nitrogen storage bottle pressure (425-525 psi/475 psi desired). Inspect filler
valve and gauge for condition.
2. Inspect fluid lines for condition and security.
3. Inspect structure for condition.
4. Inspect main gear door and linkage for correct adjustment, condition and security.
Lubricate hinge and linkage.
5. Inspect uplock mechanism for hydraulic leaks and wear at uplock arm slot.
6. Inspect clam shell doors for condition and security and lubricate.
7. Inspect door control valve, priority valves and cylinders for leakage.
8. Inspect the following left nacelle hydraulic coln~,onents for condition and security:
a. Hydraulic Reservoir.
Thermal pressure relief valve.
d. Hydraulic accumulatoriregulator.
e. Auxiliary hydraulic pump.
9. Service hydraulic reservoir and accumulator/regulator, as required.
Landing Gear Main
i. Inspect strut for condition.

2. Inspect drag brace for wear at attach points
3. Inspect retraction cylinders for condition.
4. Inspect scissors and bearings for condition and lubricate.
5. Inspect wheels and tires for condition and security.
6. Inspect brake disc for condition, dishing and wear limits.
7. Inspect brake housing for condition.
8. Inspect brake lines for condition and security.
Revision 2 13-83
Check "A"
Landing Gear Nose
1. Inspect scissor´•s and bushing for condition and lubricate.

2. Inspect drag brace for condition.
,3. Inspect drag br´•ace bearing support structure for condition, security and loose or
missing rivets.
4. Inspect trunnion fittings for condition.
5. Inspect actuating cylinder for condition.
6. Inspect bungee spring for condition.
7. Inspect steering cylinder for condition.
8. Inspect fluid lines and connections for condition and security.
9. Inspect nose gear door mechanism for condition and lubricate.
10. Inspect nose gear doors and structure for condition.
11. Inspect wheels and tires for condition and security.
Electrical
Engine
i. Inspect generator inlet heat boot for condition, security and operation.
CAUT ION

permanent damage to heating elements.
2. Inspect electrical wiring and connections for condition and security.

3. Inspect ignition box and ignition system electrical connections and security.
4. Inspect ITT harness connectors for condition and security.
Fuselage Nose
1. Inspect landing lights for condition and operation.

2. Inspect electrical components, wiring bundles and electrical connections for condition.
Flight Station
1. Inspect overhead switch and circuit breaker panel for security.
I. Inspect instruction, reading, floor and overhead lights for condition.
Rear Fuselage and Empennage
i. Inspect navigation light for condition and operation.

2. Inspect anti-collision lights for condition and operation.
:1. Inspect strobe light for condition and operation.
13-84 Revision 2
Check "A"
VV~

2. Inspect strobe lights for condition and operation.
3. Inspect wing inspection lights for condition and operation.
Landing Gear
i. Inspect nose gear micro switches and wiring for condition.

2. Inspect main gear micro switches and wiring for condition.
3. Inspect ground contact switch for security (left gear only).
4. Inspect taxi lights for condition and operation.
5. Inspect wheel well electrical wire bundles for condition.
Instruments
Flight Station
1. Inspect instrument panels, shockmounts, notices and placards for condition and
security. (Notices and placards for legibility.)
2. Inspect instrument hoses for condition and security.
Fuselage Nose
i. Check static lines for drainage.

2. Inspect pitot tubes for condition.
i. Inspect rudder and elevator autopilot servos for condition.

2. Inspect rudder and elevator trim tab position transmitter for condition.
3. Inspect aileron autopilot servo for condition.
Revision 2
13-85
CALENDAR INSPECTION PROGRAM MECH. [NSP.
Check "A"
Check control locks, pitot and engine covers are installed as required.

13-86 Revision 2
GULFSTREAM SECTION MU[
Check "A"
CAUT ION

rate.
Revision 2 13-87
NOTE

ON EACH DETAIL.
J L
I:‘1 ~I j
B I I O
D N
EF M
G H K
?z ~7
APPLICATION
SYMBOL
HAND PACK MIL-C-81322A AIRCRAFT GREASE OR EQUIVALENT.
ZERK OUN MIL-G-81322A AIRCRAFT GREASE OR EQUIVALENT. Before adding grease to Zerk
(HF)

NOTE

[II prevent accumulations of

LLIFRO
DO NOT MIX BRANDS
ARE ACCEPTABLE. OR TYPES OF OILS.
Figure 13-16. Lubrication Chart (Sheetl of 5)
13-88 Revision 2
GULFSTREAM SECTION XIZI

UPPER DRAG BRACE
ii 4"’
4
i 8
(II
lr
(HF~Y ,8"-7 (8 PLS)
(HF) DAILY
100 HOURS
100HOURS
200 HOURS OR
100 HOURS
WHENWHEEL
IS REMOVED
?b 3 1 16
C CONTROL COLUnnN ELEVATOR TORQUE TUBES
~I SOOHOURS
500 HOURS
[1( SOOHOURS
27 1
Revision 2 13-89
g (14 PLS)
o: jI
Oijo
i
3;
0( I’
C) P
iI
100 HOURS
(IIAS REQUIRED 22 16
211~
F SEAT MECHANISM
G CABIN DOOR
(6 PLS)
t~jl
I, (4 PLS)
cjl´•
B
WOTE
a LUBRICATE DOOR SEAL

WITH SJLICONE BASE
LUBRICANT (AS REQD)
100 HOURS
AS REQUIRED
Ic 500 HOURS
g ASREqUIRED 500 HOURS
42 280A
12 29
13-90 Revision 2
AS REQUIRED
AS REQUIRED WOtO
LUBRICATE ALL
CONNECTIONS IN
ASRE~RED
ENGINE SECTION iC ~S REqVIRED
AS INDICATED
22 7 1 213P
(H Fl
1 B
I II~
il: (HF)
(HF) DAILY
200 HOURS OR
WHEN WHEEL
IS REMOVED
100 HOURS
(r 100 HOURS
(r 100 HOURS
1221
26 25
Revision 2 13-91
MAINTENANCE RE~UIREMENTS 690A/690B
*(r
"d
100 HOURS
*(r 25 HOURS
R2912
26 6
N
CLAMSHELL DOORS
TAB MECHANISM
lil
Hours
or Anualy10
[11200 HOURS
1~1 100 HOURS

200 HOURS
271
R26 29
Figure 13-16. Lubrication Chart (Sheei 5 of 5)
13-92 Revision 2

TPE331-5 ENGINE 2516 BENOIX CONTROLLER
BLEED AIR "ON"
MAX. RESIDUAL ITT 3000 C (66106 ENGINE START)

2521<j
2541<
WOODWARD CONTROLLER
START ITT
NORMAL
11490 C
ITT-9230C
OIL PRESSURE
j 70-120631
40 PSI IDLE
(INFLIGHT)
(MIN) (GROUND).
S/N L.
S/N R. O.A.T. DATE
OPERATOR ALT, Ale NO.
OPERATION I POS.CIL POS.P/L I RECORDDATA
NTS light on; P/L to Gnd. Idle. light out. P/L to Fit. Idle.
Record from rise in ITT to 65% RPM (Wooward) 70% RPM (Bendix)
NTS Functional L F.I. Observe NTS light out as engine cranks. NTS light
on at approximately 25%. then out.
IDEAL OIL I OIL

RPM Wf ITT SHP/TO
RPM PRESS I TEMP
OSG Bendix 104.5 105.516 H MAX. Prop on locks 101.0 to 105.0 (30 sees.)
L.
Woodward 103.0 -105.096 R. Never exceed 106%
105.5 106.0 (5 sees, max.)
H (~’1.O%I
251K 88.0%
L aircraft,adjustper pilot
(Propson locks) 2521<86.0% R´•
L 2848 85.0%1 1 linstruction.
USGL L G.1. (+l´•0%)

251678% L´•-
load toward
rev.lOPPH 282K88% R.--
2541<86%
USG Reset Check L I G.I. 1 900/0 L.

2.5) R.
engines only) REV.
USGH I H G.I. 96.5% 1 L.

load toward
(f-0.5) I R´•
rev. 10 PPH
"PGH (Takeoff) H Temp 1009/0

L.
1 (+0.5) R._
’POL t
L 400HP 93.5%
L.
TQ to
R.
50%- 80% 94.5%
Gov. Separation Check Reduce G.1. I Donot

L.
R´•
96% 1 rev. 10 PPH 93.5%
REV.H H REV. MIN L.

95% R.
HP Limiter H I F.I. I DROP HP limiter test switch depress.

L. I RPMNVf decrease release switch.

Emergency Shutdown L I G.I. Stroke C/L to feather fuel flow to

*Normal operating oil temperature 750 50 C t Do not exceed engine temp. limit.
Figure 13-17. Engine Ground Check

Revision 2 13-93
REQUIREMENTS 690A/690B
CALENDAR INSPECTION PROGRAM MECH. INSP
Check "Al"
Record defects for subsequent rectidcation.
13-94 Revision 2
GULFSTREAM SECTION xm
CALENDAR INSPECTION PROGRAM MECI-I. INSP.
Check "Al"
CAUT ION

Start and run both engines, record parameters as required using engine I´•un sheet
NOTE

starts.
pressure.
Revision 2 13-95
Check "Al"
Propeller
i. Remove prop spinner, clean and inspect for condition.

2. Prop Blades Clean and inspect for condition and security, particularly nicks, dents,
gouges, corrosion and cracks.
3. Inspect prop deice boots and wiring for condition, security and operation.
4. Inspect prop for condition, security and oil leaks.
5. Inspect propeller hub assembly for oil leaks, misalignment and cracks.
6. Check all external nuts, bolt heads and screws for security of locking. Replace spinner.
Engine
I. Remove or open cowling and access panels.
2. Inspect cowling, fasteners, support ring and nacelle nose ring for condition, especially
seals.
3. Inspect inlet air scoop and nose ring for condition and security.
4. Inspect exhaust assembly for condition and security.
5. Inspect fluid lines and connections for leaks, condition and security.
6. Inspect engine mounts, mount brackets and mount bolts for condition and security.
7. Inspect controls for condition, security and rigging. Check for correct travel and
freedom of movement. Lubricate rod end bearings as required.
8. Remove oil filter, inspect for contamination and metal particles. Fit new filter element
and new seal, check for security.
9. Fuel filter Inspect for contamination, clean and install fuel filter, check for security.
Paper-type filters should be discarded and replaced with new items.
10. Check operation (opening and closing) of plenum drain valves, without removing
valves.
11. Inspect accessories and auxiliaries i’or condition, fluid lealrs and security.
12. Inspect fuel solenoid valve for leakage, security and proper rigging.
13. Inspect accessory drive case for oil leaks.
i/i. Inspect oil cooler for leaks, security and condition of core.
15. Remove starter-generator for electrical checlr. Clean (Shell 360 solvent) and inspect
shaft splines and engine drive splines for wear.
16. Inspect starter-generator outlet screen for damage, distortion and for adequate
clearance between screen and armature.
17. Lubricate starter-generator drive splines with grease (MIL-G-21164). Install starter-
generator and inspect for security of attachment.
18. Remove ignitor plugs, clean and inspect andlor replace.
19. Inspect compressor air inlet for foreign material, obstruction or damage and cracks in
epoxy paint.
20. Inspect first stage compressor impeller for nicks, cracks, distorted blades and foreign
object damage.
21. Remove and inspect magnetic chip detector plug and inspect for metal particles. Place
metal bar across magnetic poles and check light on annunciator panel for illumination.
Install magnetic chip detector plug and inspect for security.
22. Inspect inlet sensors for condition and security.
23. Inspect fuel nozzles and manifold assemblies for leakage and security.
24. Remove and clean fuel flow divider valve screen. Install fuel flow divider valve screen
and check for security and leakage.

25. Remove fuel manifold purge system (10 micron filter), clean, inspect, replace and check
for security.
26. Remove rags and tools from all ar´•eas.
27. Install all cowling and access panels, check for correct fitting and security.
13-96 Revision 2
Check "Al"
Airframe
Fuselage Nose Internal
I. Clean outflow and safety valves.

2. Inspect nose wheel well structure for condition.
3. Inspect power brake valves and lines for condition and security.
4. Inspect ram air check valves and ducts for condition and operation.
Ti. Inspect parking brake valve for condition and security.
Fuselage Nose External
i. Inspect fuselage skin for condition.

2. Inspect access doors and panels for condition and security.
Flight Station Internal
I. Inspect windshield and windows for condition, particularly crazing and security. Check
condition and seals.
2. Inspect all flight controls for freedom of movement.
3. Inspect rudder balance cables, pulley brackets, guard pins and turnbuckles for
condition, security and proper safety.
4. Inspect engine control levers for proper adjustment, locking, security and freedom of
movement.
5. Inspect cabin pressure controller and three-way solenoid valve for condition.
6. Inspect rudder brake pedal attachpoints for fi´•eedom of operation. Lubricate.
7. Inspect control column, rudder pedals, brake linkage and rudder boots (if installed) for
8. control cable drum, cables and attachment stops for condition.
Irlspect aileron
9. Inspect elevator forward trans~el´• tube and push-pull rods, cables and stops for
condition.
10. Inspect crew compartment area for cleanliness and condition.
11. Inspect pressurization ducts for condition and security.
12. Inspect hydraulic lines and fittings for condition and security.
13. Inspect structure under floor for condition.
Flight Station External
i. Inspect skin surface for condition and security.

2. Inspect windshield wipers for condition of blades, security and operation.
CAUT ION
Do not operate windshield wipers on a dry

windshield. Scratches may occur.
3. Inspect access doors and panels for condition.
Revision 2 13-97
SECTION XZII CULFSTREAM
MAZNTENANCE REQUIREMENTS 690A/690B
CALENDAR INSPECTION PROGRAM ~IECH. INSP.
Check "Al"
Passenaer ComDartment Internal
i. Inspect seats, seat tracks, seat belta anti a~justing mechanism foi condition, opel´•ation
and security. Lubi´•icate.
Inspect fii´•st aid kits foi´• condition, co~npleteness of contents and secuiit!-.
;3. Inspect ox)´•gen olelhead outlets fbl´• condtion, operation and secun´•it!-.
-i. Inspect cabin for condition, pa~ticulall!´• elating and
Inspect emerg‘enc3r esit for secul´•it)´•.
6. Inspect plessulization and ail conditioning I´•oof outlets fol´• colldition and secu~it!.
7. Inspect cabin tenlperature sensing unit for condition.
8. Inspect control sul’face cables and pulle)’s for condition and secul´•it!.
9. Inspect structure under floor fol´• condition.
10. Inspect hydraulic lines and fitting´•s for condition and jecul´•it!;.
11. Inspect cabin aiea for cleanliness and condition.
1". Inspect access doors and panels fol´• condition and security.
Passenaer Comnartment External
1. Inspect fuselage skill for condition and security.

2. Inspect cabin door hinges and step for condition and security and lubricate.
3. Inspect cabin door and locking mechanism fol´• ease of opel´•ation, poaiti\´•e loclring and
wal´•ning switch adjustment.
3. Inspect opel’ation of door handle and bayonet extension. Eneul´•e that all moveable
bnyonets work freely and perform a visual inspection to ascel‘tnin that the) all
protl´•ude approximately the same amount past the door fi´•ame, ~hen in the I´•etl´•acted
position tdoor handle in open position). If any bayonets appear to be unusally shol´•t.
perform cabin door bayonet 1´•igging check. tRefel´• to hIanual, Section II.,
5. Inspect door seal for condition and secul´•ity.
6. Inspect access doors and panels ~ol´• condition and seculitp.
Rear Fuselage and Empennage (Internal)
1. Inspect structul´•e fol´• condition.

2. Inspect upper and lomel pulle!- cluster for condition.
3. Inspect control cables, tul´•nbuckles and pulle!´•s fo2´• condition and securit~´•.
3. Inspect flap master and plimalv pulleys and connecting rod for seculit!´•.
5. Inspect rudder and elevator trim tab actuators, chains. sprockets and nexible shafts for
colldition and lubricate.
6. Inspect pl´•essul´•ization ducts for condition and secul´•it~´•.
’i. Inspect refi´•igeration unit for:
a. Ducts fil´•mly connected.

b. Clalnp tight and locknile intact.
c. Check tubing and ducts for dents, kinks, bends and cracks.
cS. Check oil in cooling ail turbine, lHefel to Rlaintenance Manual. Section IS,I
9. Inspect bleed ail pressure and air conditioning ducting for condition of insulation and
’n‘ nuts and hose clamps for secul´•it!-.
13-95 Revision 2
GULFSTREAM SECTION wr
Check "Al"
10. Inspect hydi´•aulic lines and fittings foi condition and security.
11. Inspect n~ing‘ flap actuato~ c2´•lindel´• fo~ condition and secul´•ity.
Inspect nitlog´•en stol´•ag´•e bottle for secul´•ity.
13. Inspect deicing distributor valve for condition and security.
Inspect elevator push-pull rod ends foi condition and secuiity.
In. Inspect rudder tol.que tube for condition and security.
16. Inspect luddel tl´•avel stop pad and bolts for condition.
17. Inspect elevatol´• aft torque tube for condition and secul´•ity.
18. Inspect baggage compartment for general condition.
19. Inspect heater and installation for condition and security.
"O. Inspect access dool´• and pallels for security.
Rear Fuselage and Empennage (External)
i. Inspect baggage compartment door attach points and latch for condition and security.
2. Inspect fuselage skin surface for condition of paint, corrosion and loose and missing
rivets.
3. Inspect vents and static pol´•ts for condition.
4. Inspect external power I´•eceptacle for condition.
5. Inspect tail skid for condition and secu~ity. Inspect attach points for secul´•ity.
6. Inspect tail cone for condition.
7. Inspect horizontal stabilizer structure for condition and security. Inspect attach
points for security. Pel´•form "squeeze" test as outlined in Section II.
8. Inspect elevator structul´•e fol´• condition and security.
9. Inspect elevator hinge points for condition and security.
10. Inspect elevator trim tab and attach points For security.
11. Inspect vertical stabilizer stluctul´•e for condition and secur´•ity. Inspect attach points
for security. Perform "squeeze" test as outlined in Section II.
12. Inspect rudder structure for condition and security.
13. Inspect rudder slot and tab boots for condition, security and operation.
14. Inspect ruddel´• hinge points for condition and security. Lubricate hinge points.
15. Check rudder and elevator trim tab free play. (Refer to Maintenance Manual, Section
VII.,
16. Inspect rudder trim tab and attach paints fol´• security.
17. Inspect empennage deicer boots for condition and security.
19. Inspect access dool´•s and panels for condition and security.
Wings (Fxternal)
1. Inspect wing, flap and aileron skin for condition and security, particularly for signs
of fuel leaks under wing.
2. Inspect vents and drains for condition and proper positioning.
3. Inspect fuel filler cap for condition and security.
4. Inspect deicer boots for condition and secul´•ity.
5. Inspect wing tip for condition and security.
6. Inspect ailelon hinge points for condition and security.
7. Inspect aileron trim tab hinge points for condition and security. Lubricate hinge
points.
8. Check aileron trim tab fi´•ee play. (Refer to Maintenance Manual, Section VII.~
9. Inspect flap attach points for condition and security and wear at hinges.
10. Inspect flap trailing edge for evidence of implopel´• adjustment.
12. Inspect access doors and panels fol´• condition and security.
Revision 2 13-99
Check "Al"
Nacelles
i. Check nitrogen storage bottle pressure (425-525 psi) 475 psi desired. Inspect filler
valve and gauge for condition. System pressure should be bled to check for gauge
movement.
2. Check actual pressure using an external gauge.
3. Inspect fluid lines for condition and security.
4. Inspect structure for condition, security and evidence of gear interference.
5. Inspect main gear door and linkage for correct adjustment, condition and security.
Lubricate hinge and linkage.
6. Inspect uplock mechanism for broken extension spring, hydraulic leaks, wear at uplock
arm slot and lubricate.
7. Inspect clam shell doors for condition, correct adjustment, security and lubricate.
8. Inspect door control valve, priority valves and cylinders for condition and security.
9. Inspect the following left nacelle hydraulic components for condition and security:
a. Hydraulic reservoir.
b. Thermal pressure relief valve.
d. Hydraulic accumulator/regulator
e. Auxiliary hydraulic pump.
10. Service hydraulic reservoir and accumulatoriregulator, as required.

11. Functionally check the hydraulic shutoff valve.
Landing Gear Main
1. Inspect landing gear truss for condition, security and lubricate mounting pins.
2. Inspect trunnion retaining bolts for security.
3. Inspect strut for condition.
4. Inspect drag brace for wear at attach points, security and lubricate.
5. Inspect retraction cylinders for condition, security at attach points and lubricate.
6. Inspect scissors and bearings for condition, security and lubricate.
7. Remove main wheels and inspect for condition.
8. Inspect wheel half retaining bolts for looseness.
9. Inspect drive key for looseness and wear (Goodyear).
10. Inspect drive key slots for excessive wear and cracks (Goodyear).
11. Remove main wheel bearings, clean and inspect for rough spots and evidence of
overheating.
12. Inspect bearing cups for pitting and scoring.
13. Pack bearings. (Refer to Maintenance Manual, Section VI.)
14. Inspect brake discs for condition, dishing and wear limits.
15. Inspect brake linings for wear limits. Check for glazing.
16. Inspect brake housing for condition.
17. Inspect brake lines for condition and security.
L8. Install main wheels.
13-100 Revision 2
COMMANDER MAINTENANCE MANUAL SCHEDULED lNSPECTION AND
Check "Al"
1. Inspect scissors and bushings fbr condition, security and lubricate.

2. Inspect drag brace for condition, security and lubricate.
3. Inspect drag brace bearing support structure for condition, security and loose or
missing rivets.
4. Inspect trunnion fittings for condition.
5. Inspect actuating cylinder for condition, security at attach points and lubricate.
6. Inspect bungee spring for condition and security at attach points.
7. Inspect steering cylinder for condition and security.
8. Inspect fluid lines and connections for condition and security.
9. Inspect nose gear door mechanism for condition, security, alignment and lubricate.
10. Inspect nose gear doors and structure for condition, interference, droop and security.
Remove nose wheel and inspect for condition.
12. Inspect axle for irregular wear.
1S. Remove nose wheel bearings, clean and inspect for rough spots and evidence of
overheating.
14. Inspect bearing cups for pitting and scoring.
15. Pack bearings. (IZe~’er to Maintenance Manual, Section VI.)
16. Install nose wheel.
Electrical
Propeller
1. Inspect propeller deicer brush block and slip ring assembly for condition, brush wear
and security.
2. Inspect propeller synchronizer pick-up for condition and security.
Engine
I. Inspect generator inlet heat boot for condition, security and operation.
CAUTION

permanent damage to ~heating elements.
2. Inspect electrical wiring and connections for condition and security.

,7. Check starter-generator commutator and brushes for condition, wear and pitting.
4. After installation, inspect electrical connection for condition and security.
5. Inspect ignition box and ignition system, electrical connections and security.
6. Inspect ITT harness connectors for condition and security.
Fuselage Nose
i. Inspect landing lights for condition and operation.

2. Inspect electrical components, wiring bundles and electrical connections for condition
and security.
Revision 2
13-101
SCBEDULED INSPECTION AND MAINTENANCE MANUAL COMMANDER
CALENDAR INSPECTION PROGRAM MECH. TNSP.
Check "P1"
1. Inspect overhead switch and circuit breaker panel for security and electrical wire
bundles and connection for condition and security.
2. Inspect instrument panel, electrical wire bundle and connections for condition and
security.
I. Inspect instruction, reading, floor and overhead lights for condition, operation and
security.

2. Inspect anti-collision lights for condition and operation.
3. Inspect strobe light for condition and operation.
4. Remove batteries and replace with servicable units.
6. Inspect radio racks, avionics equipment and mountings for security.
6. Inspect battery vents for condition and security.
7. Inspect battery connections for condition and security.
8. Inspect generator control units and wiring for condition and security.
9. Inspect DC contractor box and wiring for security and evidence of shorting.
10. Check thermal overheat switches for operation and check annunciator lights for
illumination.
NOTE
Check each switch individually.
Wings

2. Inspect strobe lights for condition and operation.
3. Inspect wing inspection lights for condition and operation.
4. Inspect aileron trim tab actuator and security, condition, electrical connections and
operation.
Landing Gear
I. Inspect nose gear micro switches and wiring for condition and operation.
2. Inspect main gear micro switches and wiring for condition and operation.
3. Inspect ground contact switch for security (left gear only).
4. Inspect taxi lights for condition and operation.
r,. Insl’ect wheel well electrical wire bundles for condition and security.
13-102 Revision 2
CALENDAR INSPECTION PROGRAM MECII. INSr.
Check "Al"
Instruments
Flight Station
Inspect instr´•ument panels, shockmounts, notices and placards for condition and
security.
2. Inspect instrument hoses for condition and security.
3. Inspect all instruments and lighting for condition and security.
4. Inspect autopilot control head electrical connection for condition.
5. Check altimeter operation, condition, security and field barometric pressure against
field elevation.
Fuselage Nose
1. Check static lines for drainage.

2. Inspect pitot tubes for condition.
1. Inspect rudder and elevator autopilot servos for condition and security.
2. Inspect rudder and elevator trim tab position transmitter for condition and operation.
3. Inspect aileron autopilot servo for condition.
4. Inspect flap position transmitter for condition and security.
,5. Inspect oxygen cylinder lines and connectors for security.
6. Inspect oxygen pressure regulator for condition.
7. Inspect oxygen regulator control lever for safety wire in ON position.
Wings
I. Inspect aileron trim tab position transmitter fol´• operation.
Revision 2 13-103
Check "Al"
Post Inspection Walkaround Checks
Check tindows and windshields are clean and free from defects.
Check control locks, pitot and engine covers are installed as required.
Check all airplane documentation is present, i.e, airworthiness certificate, flight

CAUTION

nun engines and check for leaks etc. Check oil level on shutdown.
Check electrical generation during ground run, obsel´•ve load share and battery charge
rate.
13-104 Revision 2
SECTION wI
GULFSTREAM
NOTE
ON EACH DETAIL.
J L
c ri’l 1JjC
B I I o
\G H/ M
1? 57
APPLICATION
SYMBOL
~yl
ZERK GUN MIL-G-81322A AIRCRAFT GREASE OR EQUIVALENT. Before adding grease to Zerk
(HF)

NOTE

OIL CAN GENERAL PURPOSE SAE IOW OIL.
dirt and grit.

LLIFRO
011 CAN MIL-L-7808 IF OPERATING IN EXTREMELY
DO NOT MIX BRANDS
COLD CLIhlATESCOMMERCIAL EQUIVALENTS
OR TYPES OF OILS.
ARE ACCEPTABLE.
Revision 2 13-10~
A NOSE LAND\NG GEAR AND B NOSE GEAR DOORS

UPPER DRAG BRACE
~?J ,1
rll
g
I
i
d
2,%1
i~4 I "1
_i
(HF)
1 (8 PLS)
(HF) DAILY j
´•´•´•/I;: h too HOURS
ijl 100HOURS
200 HOURS OR
WHENWHEEL
(i 100 HOURS
IS REMOVED
2a 3 1 2L 5
u ~-4 J/’
U
F/c~,
s
icTjJ ~fi 500HOURS

500 HOURS
SOOHOURS
zr
13-106 Re~ision 2
I~ (i (14 PLS)
7´•_
´•´•~,z
I
i
Gi
i: jj j
(11100 HOURS
~AS RE~UIRED ,Ilt
F SEAT MECHANISM
G CABIN DOOR
(6 PLS)
/I/
r~Fj:
sc,i(4
PLS)
WOIE
LUBRICATE DOOR SEAL

WITH SILICONE BASE
LUBRICANT (AS REQD)
~a
ii 100 HOURS
AS REQUIRED
~500 HOURS
[r as REQUIRED ~500 HOURS
22 ?P 1 42 280A
Revision 2 13-10i
SECTION XIII
GULFSTREAM
H BAGGAGE COMPARTMENT DOOR I ENGINE SECTION (CONTROLS)
I
(II
II
:t
AS REQUIRED
AS REQUIRED WOTI
LUBRICATE ALL
i~ ASREP~RED CONNECTIONS IN
ENGINE SECTION ,ils REg~nnEo
AS INDICATED
22 7 1 1? 39
(H Fl
,il
rb:1
O
(II~ lc(HF)
(HF) DAILY
200 HOURS OR
IS REMOVED
100 HOURS
~1 100 HOURS
(i 100HOURS
26 25
Figure 13-18. Lubrication Chart (Shee~ 4 of 5)
13-108 Revision 2
SECTION xm
GULFSTREAM SCHEDULED INSPECTION AND
COMMANDER MAINTENANCE MANUAL
690A/690B
L GEAR UPLOCK
11 j: ;3
´•d
rd
d lo,,,
26 6
as HoWs
12919

N CLAMSHELL DOORS
TAB MECHANISM
~r
Ijl
ijl
e
,r u~
~200 HOURS
[11100 HOURS
200 HOURS
225
126 29

Revision 2 13-109
SECTION XIII: GULFSTREAM

TPE331-5 ENGINE
BLEED AIR "ON"
252K
254K jWOOL1WeRL) CONTROLLER
START ITT 11490 C

NORMAL ITT 9230 C
OILPRESSUREJ 70-120PSI
40 PSI IDLE (MINI
(INFLIGHT)
(GROUND).
S/N L.
S/N R. O.A.T. DATE
OPERATOR ALT. Ale NO.
OPERATION I POS.C/L POS. P/L RECORD DATA
NTS light on; PL to Gnd. Idle, light out. P/L to Pit. Idle,
Accel. time Sec.’s
Record from rise in ITT to 650/0 RPM (Wooward) 700/0 RPM (Bendix)
IDEAL OIL OIL

RPM Wf ITT SHP/TQ
RPM PRESS 1 TEMP
OSG Bendix 104.5 105.5Sb H MAX. Prop on locks 101.0 to 105.0 (30 sees.)
L.
Woodward 103.0 -105.OX Never exceed 106X
R.
105.5 106.0 (5 sees. max.)
H (+’.O%)
251K 98.0%
L
(Propson locks) 2521< 95.0% R´• aircraft, adjust per pilot
L 254K 95.0% instruction.
USGL L G.I. (+1´•o%)

mlK 70% L´•
load toward
rev.lOPPH m2K65% R.
254K 65%
USG Reset Check L G.I. 90%

L.
(’2.5) R.
engines only) REV.
USGH I H G.I. 96.5% L.

load toward
(+0.5) R´•
rev. 10 PPH
CPGH (Takeoff) H Temp 100%

L.
1 (+0~5) R~_
"PGL i L 400HP 93.50/0

L.
TQ to
50% -60% 94.5%
Gov. Separation Check Reduce I G.I. I Donot

L.
93.5% R´•
96% rev. 10 PPH
REV.H H REV. MIN L.

95% R.
HP Limiter H F.I. DROP HP limiter test switch depress.

L. RPM/Wf decrease release switch,

Emergency Shutdown L G.I. Stroke C/L to feather fuel flow to
GZ5-1
"Normal operating oil temperature 750 50 C t Do not exceed engine temp. limit.
Figure 13-19. Engine Ground Operotional Check

13-110 Revision 2
CALENDAR INSPECTION PROGRAM hlECII. LNSP
Check "B1"
Prelnspection Walkaround Check
(lal´•1´•!´• out estel.nal anti intelllal inapection of~ the airplane. Iloting Hign~ or’ dam;igt´•.
ujage and ob\´•ious n´•eai´•.
Check \rindon´•d and a´•indshields foi obvious dan~age.
Checlr tires fo~ \\´•ea~´•.
Check static uicks for condition.
Checle plopellels for dalnag´•e.
Note condition of exteinal paint.
Record defects fol´• subsecluent rectification.
Revision 2 13-111
Check "B1"
CAUTION

EIOTE

starts.
Left generator only an line, check load.
pressure.
air conditioning system. Check for normal and maximum flow and
Operate
Check propeller deicing system, observe deicer ammeter.
Check operation (~ull and free) of all flight controls.
13-112 Revision 2
CALENDAR INSPECTION PROGRAM MECH. LNSP.
Check "B1"
Prooeller
i. Remo\´•e prop spinnel´•, clean and inspect for condition.

Piopellei blades Clean and inspect for condition nlld aecuiity, particularly nicks,
dents, g´•ouges, collosion clacks.
3. Inspect propeller deice boots and wiring for condition, security and operation.
1. Inspect plopellel fol´• condition, seculit)’ and oil leaks.
3. Inspect propellel´• hub assembly for oil leaks, misalignment and cracks.
6. Check all external nuts, bolt heads and screws for security oflocking. Replace spinnel´•.
1. Remol´•e ol´• open cowling and access panels.
Inspect con~ling, fasteners, support ring and nacelle nose ring for condition, especially
seals.
3. Inspect inlet air scoop and nose ring for condition and security.
Inspect exhaust assembly for and security.
Inspect fluid lines and connections fol´• leaks, condition and security.
6. Inspect engine mounts, mount brackets and mount bolts for condition and security.
i. Inspect contl.ols for condition, security and rigging. Check for collect tl´•avel and
fi´•eedom of movement. Lubricate rod end beatings as I´•equired.
8. Remove oil filtel´•, inspect for contamination and metal pal´•ticles. Fit new filtel´• element
and nem seal, check fol´• security.
9. Fuel filter Inspect for contamination, clean and install, check for secuiitv. Paper t?pe
filte~´•s should he discarded and leplnced nith nen items.
]O. Kemoce and inspect plenum drain ~´•alves foi blockage and test foi opening aiid closing.
it. Inspect accesso~‘ies and auxiliaries for condition, fluid leaks and security.
12. Kemo\e tachometer-genel´•ator. Inspect spline fol´• condition, lubricate and ~eplace.
13. Lubricate hydraulic pump splines.
14. Inspect fuel solenoid valve fol´• leakage, security and pl´•opel rigging.
Inspect accessory drive case for oil leaks.
16. Inspect oil cooler fol´• leaks, secul´•it~ and condition of cole.
17. Inspect bleed air shutoff and check valve for condition, security.
15. Remote startel-genel´•atol´• fol´• electrical check. Clean tShell 360 solvent, and inspect
shaft splines and engine drive splines for wear.
19. Inspect starter-generator outlet screen for damage distortion and for adequate
cleal´•ance between scl´•een and armature.
20. Lubl´•icatestarter-generator dli~´•e splines with grease (MIL-G-21164) and install
starter-generator.

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ATP

INDEX COPYRIGHT 2002

COPYRIGHT IS NOT CLAIMED AS TO ANY PART OF AN ORIGINAL WORK

"ATP" is a registered trademark of Aircraft Technical Publishers. All original

ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE

ATP Grid Index to Manufacturer’s Publications:

Twi n Commander A/C

10/01/2002 Copyright Aircraft Technical Publishers Page 1 of 11

10/01/2002 Copyright Aircraft Technical Publishers Page 2 of 11

Main Landing Gear Door Actuating Cylinders

10/01/2002 Copyright Aircraft Technical Publishers Page 3 of 11

6 Landing Gear, Wheels and Brakes

10/01/2002 Copyright Aircraft Technical Publishers Page 4 of 11

10/01/2002 Copyright Aircraft Technical Publishers Page 5 of 11

Interim Change Notice dated 05/15/87

10/01/2002 Copyright Aircraft Technical Publishers Page 6 of 11

10/01/2002 Copyright Aircraft Technical Publishers Page 7 of 11

Propeller Unfeathering Pumps

10/01/2002 Copyright Aircraft Technical Publishers Page 8 of 11

Wiring Diagram Index Part 2

Battery and Bus System

Component Identification and Coding

11 Ice Protection System

10/01/2002 Copyright Aircraft Technical Publishers Page 9 of 11

13 Scheduled Inspection and Maintenance Requirements

10/01/2002 Copyright Aircraft Technical Publishers Page 10 of 11

10/01/2002 Copyright Aircraft Technical Publishers Page 11 of 11

MODEL 690A/ 690B

REISSUED: 15 July 1981

REVISED: 9 August 2002

MODEL 690A MANU FACTU RERS SERIAL NO.

MODEL 690B MANUFACTURERS SERIAL NO.

At the time of issue of this Maintenance Manual, the contents were,

19010 59’" Drive NE

1 Revision 8/01/82 9/09/83 ATP/SP

2 Revision 12/03/84 3/20/85 ATPNMR

3 See List of Effective Pages 7/22/94 5/08/95L ATP/GH

4 See List of Effective Pages 8/09/02 10/16/02 ATP/PC

TEMP ATP REV INSERT DATE REV REMOVE

Sec XIII 4/7/86 6/25/86 ATP/EJ 10/16/02 4 1 ATP/PC

Sec II,IV,VI,VII 5/1 5/87 9/2/87 ATP/J B

7/20/89 8/22/90 ATP/JB

Twin Commander Model 690AI6s0B

List of Effective Pages

4 8/9/02 1 1 2-21 7/15/81

Section 3 3-1 7/15/81

Insert Latest Revised Pages. Destroy Superseded Pages.

Twin Commander Model 890AIBBOB

List of Effective Pages

8/1/82 4-56 7/15/81

7/15/81 4-63 7/15/81

7/15/81 4-65 7/15181

7/15/81 4-67 7/15/81

7/15/81 4-68 7/15181

7/15/81 4-69 7/15/81

7/15/81 4-70 7/15/81

7/15/81 4-72 7/15/81

7/15/81 4-75 n15/81

7/15/81 4-76 n15/81