Boeing 707-300B/300C/300B-ADV

Performance Appendix

The information provided in this document is to be used during simulated flight only
and is not intended to be used in real life. Attention VA's - you may post this file on your site for
download. Please do not post this information as a web page on your site. To all others: This
information is provided for your personal use only. Distribution of this information in any form
is not permitted without my approval. Distribution of this information in any payware product, CD
or otherwise is not permitted.

Compiled by Matt Zagoren

In this section you will find additional procedures, performance information and operational values.
SELECTED

Engines
Stabilized Idle Values:

• N1 = 28%

• N2 = 59%

• Fuel Flow = 1100 lb/hr

Takeoff and Climb Fuel Flow Values:

• 9,600 lb/hr per engine at takeoff power

• 8,000 lb/hr per engine at rated power

Flight Controls, Selected Notes
When flaps are fully retracted, a lockout mechanism prevents movement of the outboard ailerons.
When flaps are at takeoff setting or more, full deflection of the outboard ailerons is available.

Hydraulically operated inboard and outboard spoilers on the upper surface of each wing augment
the ailerons in providing roll control.

Spoilers may also be extended symmetrically to act as speedbrakes. The speedbrake handle can
extend spoilers up to 60° at 200 kt. Above 200 kt, spoilers will blow down proportional to airspeed,
giving only about a 10° extension at 360 kt. Whenever the control wheel is turned, spoilers will
move up or down a maximum of 40° from the speedbrake setting
The inboard and outboard trailing edge flaps are double-slotted.
FLAP POSITION

AIRPLANE 0° 14° 17° 25° 40° 50°

300B X X• X X X

300B-ADV X X• X X X
300C

• Normal takeoff setting.

In flight, if the landing gear is up and 40 or 50 degrees of flaps are selected, a steady horn will
sound, indicating an unsafe gear configuration. The horn will silence is the landing gear is
extended or if the flaps are retracted to 25° or more.

JT3D-7 MIXED ENGINE

The JT3D-7 engine is designed for increased takeoff thrust at high altitude, high temperature
airports. This section provides limitations and procedures for mixed JT3D-3B and JT3D-7 engines.
Any combination of –3B large or small cowl/-7 large cowl engine mix is approved for normal
operation provided the applicable adjustments are made.

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Limitations
JT3D-3B old or improved cowls. JT3D-7 improved cowls only.

Gross Weight
Reduce the maximum taxi weight and maximum structural landing weight by 3000 lbs whenever –3B
and –7 engines are intermixed asymmetrically.

Temperature
Takeoff and landing ambient temperature limits are: -54°C (-65°F) to ISA + 34°C (ISA + 61°F).
Maximum fuel tank temperature is 40.6°C (105°F).
EGT Limits.
-3B -7

Starting 450° 450° Momentary

Accel 555° 575° ---------

Takeoff 555° 575° 5 Minutes

Rated 490° 510° ---------

Performance
Performance limitations are unchanged except for an increase in Vmc. This increase results from
the slightly greater thrust of the –7 engine at –3B EPR settings. Vmc corrections are:
300B B-ADV/300C

6 kt 1 kt Vmcg

6 kt 6 kt Vmca, 3 eng. boost on

8 kt 8 kt Vmca, 3 eng. boost off

5 kt 5 kt Vmca, 2 eng. boost on

Takeoff
Use the same normal –3B EPR settings for both –3B and –7 engines. This, for example, means using
old cowl EPR on the –7 engine if the other –3B engines have old cowls. The N1 RPM of the –7 engine
at –3B EPR does not correspond to the –3B N1 charts and therefore may not be used to set thrust.

Inflight
To maintain good engine acceleration characteristics during approach and landing, maintain 40% N1
minimum on –7 engines. Do not simultaneously use the T/C and engine anti-ice after lowering final
flaps.

MIXED COWL
Cowl Comparison
The standard cowls are as follows:

• 300B - old cowl

• 300C - old cowl or improved cowl

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 • 300B-ADV - improved cowl
Old cowls have small (4” x 14”) blow-in doors; improved cowls have large (13” x 16”) blow-in
doors. The improved cowl produces more thrust during the initial, lower speed portion of the
takeoff run. Operating differences between the two cowls are significant only during takeoff as
follows:

• Improved cowl takeoff EPRs limited by pressure altitude are higher than old cowl EPRs.

• Improved cowl rated EPRs limited by pressure altitude are higher than old cowl EPRs; except
when temperature is limiting, both cowls have the same rated EPRs.

• N1 limits are the same for both cowls.

Appropriate old cowl or improved cowl thrust settings must be observed. Reduced thrust may not
be used with mixed cowls. Takeoff settings differ with type of cowl. Rated and max cruise thrust
EPRs are same for both cowls, except that at lower altitudes rate EPR limits differ.

Takeoff Speeds
a) Correct shaded area (minimum control speeds) V1, Vr and V2 on Takeoff Speeds table in
Performance section by adding the following:

• 300B +2kt

• 300C (normally old cowl) +3kt

• 300B/C-ADV (normally improved cowl) +1kt

b) Enter the same page and obtain V1, Vr and V2 at the desired TOGW for the flight. These speeds
must equal or exceed minimum speeds determined in step a.
If the takeoff speeds of step b are less than step a, the step a minimums may be used for takeoff
provided there is sufficient runway.

Air Minimum Control Speeds

Air minimum control speeds (Vmca) must be adjusted as follows:

• 300B +3kt boost off, +2kt boost on

• 300C old cowl +4kt boost off, +3kt boost on

• 300B/C-ADV improved cowl +1kt boost on or off

Max TOGW With Mixed Cowl
On those 300B/C-ADV series airplanes whose normal cowl is improved, installation of one or more
old cowls requires a reduction in maximum TOGW. Up to three old cowls may be installed. On
those 300B/300C series whose normal cowl is old, installation of one or more improved cowls does
not reduce maximum TOGW.

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To find maximum TOGW with mixed cowl:

• Max TOGW structural – refer to Limitations section.

• Max TOGW runway limited – reduce by 1300 lbs.

• Max TOGW climb limited – reduce by 2800 lbs per old cowl.

• Max TOGW tire limited – reduce by 1000 lbs per old cowl.
Normally, maximum TOGW is the smallest of the above. Other factors such as obstacles, noise,
airport restrictions, etc are noted in Route Manuals (not shown) if limiting.

Max Landing Gross Weight With Mixed Cowl

When operating B-ADV/300C (normally with improved cowls) aircraft with one or more old cowls,
the maximum LGW may be restricted by climb performance (go-around) at pressure altitudes over
8,600 feet.

The Max LGW limited by climb (no icing) is as follows:

• 211,500 lbs, above 9300 feet pressure altitude, three old cowls installed.

• 214,500 lbs, above 9800 feet pressure altitude, two old cowls installed.

• LGW not restricted by climb with one old cowl.