LOOKING BACK Model 695B

The Model 695B was the twenty-ninth and final one to be placed into production, the first seven by Gulfstream Aerospace Corporation, Commander Division, at Bethany (Wiley Post Airport), Oklahoma City, Oklahoma; and the last one by Gulfstream Aerospace Corporation, Oklahoma Operations.

The eight examples were built between July 1984 and February 1986, serial numbers 96201 through 96208.

Of these, four were initially certified in 1984; three in 1985; and one in 1986. A further six examples of the Model 695B have been converted from Model 695A.

A factory document describes the Model 695B as “Certified February 15, 1984. Same as the Model 695A except for the following: a) Maximum ramp weight increased from 11,250 to 11,800 pounds; b) Maximum zero fuel weight increased from 9,000 to 9,800 pounds; c) Maximum takeoff and landing weights increased; d) structural changes to accommodate the increased loads; and e) AiResearch TPE331-10-511K engines.”

The Model 695B was indeed certified on February 4, 1984, under Type Certificate 2A4, with AiResearch TPE331-10-511K engines and 106-inch diameter Dowty Rotol (c)R.306/3-82-F/7 / VP3034 ‘supercritical’ propellers.

Gross Weight is 10,750 pounds and the cabin pressure differential is 6.7 psi, giving an 11,000-foot cabin at 37,857 feet and a sea level cabin at 15,909 feet. Standard total fuel capacity is 482 U.S. gallons (1,825 litres), with 474 U.S. gallons (1,794 litres) usable.

All examples of the 695B featured a cosmetic dorsal fin.

Like the Models 695A and 690D, the 695B also incorporated a major change to the fuselage, with the intention of maximising the cabin volume within the existing fuselage loft shape and length. So, the rear pressure bulkhead was moved aft and under the wing torque box by approximately 36 inches; the cabin aisle floor between the seats was lowered approximately 4 inches; the structural capability of the pressure vessel was increased from 5.2 to 6.7 psi; the fuselage vessel was now pressurized completely to the lower skin (all previous pressurized Commanders were pressurized only to the floor level); and the picture window arrangement was deleted and replaced by four individual windows. This decision involved aesthetics, desire to improve cabin noise level, weight reduction and the increased pressurization level.

Additionally, the landing lights were moved back to the nose. Serial Numbers 96201 and 96203 had a “Special Missions” cargo/medevac door.

The U.S. Drug Enforcement Administration ordered four Models 695Bs. These had a removable fuel cell unit in the baggage compartment, bringing their usable fuel capacity to 524 U.S. gallons (1,984 litres), the highest of any Commander; a camera pod mounted on the underside of the left-hand wing that housed both an FLIR video system and a reconnaissance still camera; an enlarged nose radome, field interchangeable with a standard radome; a removable operator’s console in the cabin with a surveillance seating arrangement, which was convertible to a passenger transport arrangement; dual trim control switches (pilot and co-pilot); and dual lift computers (stall warning).

On March 24, 2004, serial number 96078, as N695GH, had a Certificate of Airworthiness issued in the Experimental – To Show Compliance category, for collection of performance data applicable to the FAR requirement of RVSM (Reduced Vertical Separation Minimum) and this reduces the vertical separation between flight levels 290-410 from 2,000 feet to 1,000 feet, and makes six additional flight levels available for operation.

Barry Collman’s lifelong interest in airplanes began when he was growing up in a house located underneath the downwind leg to busy Northolt aerodrome, an R.A.F. base near London-Heathrow airport. As a young teenager he discovered airplane “spotting”–hobbyists’ observation and logging of aircraft by make, model, and registration number. The hobby began to grow into a passion as Collman joined a club of like-minded spotters. At one point he purchased a copy of the January 1966 U.S. Civil Aircraft Register, and thumbing through it came upon the Aero Commander. He was hooked. Eventually he acquired every available FAA microfiche file on Commanders, and since 1995 has made annual pilgrimages to Oklahoma City to sift through FAA records. He now has a database with about 100,000 records as well as a collection of negatives, slides, photographs, digital images, magazines, brochures, knick-knacks–and a very understanding wife. This series on Commander production history originally was written for the Twin Commander Flight Group, of which he is an enthusiastic member.