Boeing 707-300B/300C/300B-ADV Procedures
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Compiled by Matt Zagoren
NORMAL OPERATION, PRETAKEOFF Starting Engines Normally, the
engines are started in a 3-4-2-1 sequence. Use the following
procedure to start the engines: The flight engineer should call out
Turning __ as GROUND START is selected with the engine start
control. The flight engineer should call out Valve open when the
pneumatic duct pressure drops. The pilot should call out Hydraulic
light out. The flight engineer should call out Oil pressure when
the oil pressure needle comes off the peg. The flight engineer
should call out 15% N2 and the pilot should call out N1 when N1
begins to rotate. At this time, the pilot moves the start lever to
the START position. The initial fuel flow should be from 900 to
1100 lb/hr. The pilot should call out Fuel flow normal (or high or
low) when the fuel flow needle comes off the peg and the counter
begins to register. The pilot should call out Light-up when EGT
begins to rise. If EGT reaches 300C before N2 reaches 35%, a hot
start is imminent and the start should be discontinued. The flight
engineer should call out Valve closed when the pneumatic duct
pressure increases after the start control is released at 35% N2
(15% N1). Continue to monitor the engine instruments until the
engine stabilizes at idle rpm. The pilot should keep his hand on
the start lever to shut down the engine if required. Once the
engine has stabilized at idle, the pilot should place the start
lever in the IDLE position and move his hand to the next start
lever. This sequence is repeated until all engines are started.
Cross-Bleed Start Cross-bleed starts differ from normal
low-pressure starts only in that the low-pressure source comes from
a turbocompressor or engine bleed rather than from a ground source.
To cross-bleed start: Turn on the operating engines turbocompressor
or engine bleed. Advance the throttle as required to obtain about
80% turbocompressor rpm. Check for adequate duct pressure.
2
Taxi Release the brakes and increase thrust gradually on all
four engines as necessary until the aircraft begins to move. Check
the brakes. Reduce thrust to minimum as soon as possible to keep
the airplane rolling at the desired speed. Keep thrust low while
taxiing to prevent engine foreign-object damage. The engines are
low enough to suck in surprisingly large objects even at idle
thrust. Avoid following other aircraft too closely. Jet blast is a
major cause of foreign-object damage. Do not use reverse thrust
while stopped or at low speeds, except in an emergency. Significant
damage to engines can occur if loose objects are sucked into engine
intakes. Steering Flap extension or retraction in a turn in
discouraged. Make all turns with as large a radius as possible to
minimize the scrubbing and side loads on the landing gear. The
speed when entering a short to minimum-radius turn should be
approximately 8 to 15 kt, depending on the radius and extent of the
turn, the gross weight and the surface conditions. Unbalanced
thrust and differential braking are effective for minimum-radius
turns; but when using unbalanced thrust, use only that necessary to
maintain the desired speed in the turn. Braking At light gross
weights, idle thrust can cause excessive taxi speeds. Do not ride
the brakes continuously to control speed. Allow the airplane to
accelerate, then brake smoothly to a very slow taxi speed, then
release the brakes and repeat the sequence as necessary. NORMAL
OPERATION, TAKEOFF To achieve the airplane performance required
during takeoff, the following procedures and techniques must be
closely adhered to. They have been established as the most
desirable for reasons of safety and minimum practical takeoff
distance. When adhered to, other factors being equal, they produce
the results indicated in the performance charts. Takeoff
Considerations Consider the factors relevant to the takeoff, such
as: The QNH. TOGW limits in the Route and Airport manual are based
on field elevation, but airplane performance is based on pressure
altitude. No corrections are made until QNH falls below 29.81.
Above 29.81, the higher the pressure, the better the airplanes
performance. The temperature lapse rate. Low-altitude inversions
can result in significant loss of thrust if throttles are not
advanced with the rising temperature as the airplane climbs. The
wind. Only 50% of headwinds but 150% of tailwinds are use to
compute TOGW limits. The higher the wind, the better the actual
performance. The wind that may be encountered after liftoff.
Horizontal wind gradients and vertical wind components are not
figured in TOGW calculations, but they can have a significant
effect on performance over the ground. If wind shear is suspected
and the takeoff is not obstaclelimited, a speed in excess of V2 +
10 may be used for the initial climb to provide additional
protection from decreasing headwinds or downdrafts. The thrust.
TOGW limits are based on a specific takeoff thrust. Set exact
EPR.3
Standard Takeoff Procedures Standard takeoff procedures include
the following: The captain will use nosewheel steering to 80 knots.
The first officer will hold the nosewheel on the runway and keep
the wings level to 80 knots. The pilot not making the takeoff will
call out Airspeed, 80 knots, V1, Vr, V2, Positive climb, and 800
feet. The engineer will automatically switch to an operating
generator if essential power is lost. The pilot making the takeoff
will advance the throttles to about 0.10 below the target takeoff
EPR value. The engineer will trim the engines to takeoff thrust and
monitor the power throughout the takeoff regime. Once set, the
captain will position his hand on the throttles until V1. The
captain will make any decision to discontinue the takeoff and will
execute the RTO procedures. The captain will remove his hand from
the throttles at V1.
Takeoff Positioning Takeoff performance calculations presume the
use of all available runway. Good judgment dictates that a minimum
amount of runway be used in positioning for takeoff, especially
when TOGW is runway-limited. Applying Takeoff Thrust On all
airplanes, set the chart rolling-takeoff EPR values, with
appropriate turbocompressor corrections, on the EPR gauges. When
aligned with the runway: Advance throttles smoothly. Pause until
all engines have accelerated and are stabilized at 60% to 65% N1.
If using brakes, ease them off. Smoothly advance the throttles to
about 0.10 below target takeoff EPR-bug value. Call for takeoff
thrust. Between 40 and 80 knots, adjust the thrust to bug value. Do
not readjust EPR after 80 knots except to stay within EGT or N1-N1
limits. During the takeoff roll, the ERP may drop as much as 0.03
by Vr. Do not adjust or recover for this drop since engine
over-boost will occur. Also, be alert for N1 over-speed on hot
weather takeoffs.
This technique of applying thrust permits even heating and
expansion of the engines, reduces peak temperatures and avoids
controllability problems associated with asymmetric engine
acceleration. Takeoffs made from a static condition may be made as
required. Set static takeoff EPR before releasing the brakes. Ease
the brakes off. All other procedures remain the same.4
Advancing the number 3 throttle to the takeoff setting will
cause an intermittent horn to sound for any of the following
reasons: Speedbrake lever out of the zero detent. Stabilizer index
out of the green band. Flaps not in a takeoff position.
Ground Roll Through Initial Climb Use nosewheel steering as the
primary means of directional control up to about 80 knots. The
rudder becomes effective at approximately 60 knots. The first
officer holds the nosewheel on the runway with the yoke and keeps
the wings level. Use only the roll input required to maintain wings
level. Excessive roll inputs create drag and increase the takeoff
roll. V1. The takeoff may be rejected before reaching V1 with
assurance that a safe reject capability exists. Normally, once V1
is passed, the takeoff should be continued. Remove hand from
throttles at V1. Rotation. The rotation maneuver should be a smooth
continuous pitch change to the V2 + 10 climb attitude. (For
300B/C/B-ADV airplanes, the V2 + 10 climb attitude is determined
from the Takeoff Speeds table in the Performance section. For 300B
and 300C Old Cowl airplanes, see the following V2 + 10 climb
attitude chart).V2 + 10 CLIMB ATTITUDE 300B AND 300C OLD COWL
Weight, Lb x 1000 300 to 305 305 to 280 280 to 255 255 to 230 230
to 205 205 or less Pitch, Degrees 13 14 15 16 17 18
Begin the rotation maneuver approaching Vr at a rate that causes
the nosewheel to leave the ground at Vr. The airplane should reach
the target climb attitude and V2 + 10 simultaneously. If the
airplane is not airborne at 10 pitch, stop rotation until liftoff
occurs, then adjust attitude as described above to reach V2 + 10.
Retract the gear when a positive climb is indicated on the pressure
altimeter. Landing gear retraction increases drag while the gear
doors are open. Initial Climb. After establishing the initial climb
attitude by reference to the attitude indicator, monitor the
airspeed and adjust the pitch attitude to maintain V2 + 10, to a
maximum of 18 nose up. The speed V2 + 10 is very close to the
maximum-angle-of-climb speed and also provides normal maneuvering
capability. Do not exceed 30 bank.
5
707 Standard Takeoff Profile
6
707 Noise-Restricted Takeoff Profile
7
Turbocompressors For Takeoff Normally the takeoff is made with
two turbocompressors on (usually numbers 2 and 3) using the chart
EPR correction for turbocompressor on. Engine bleeds are not to be
used for any takeoff. As specified in the Performance section, a
higher takeoff gross weight may be authorized for takeoff with one
or both off. Ignition The engine ignition switches should be turned
off after the first power reduction if ignition is no longer
required (maximum of 5 minutes in FLIGHT START). Landing Lights For
collision avoidance in VMC, turn on the desired landing and/or
runway turnoff lights and keep them on through climb-out to 10,000
feet. Crosswind Takeoff Unless a strong wind exists, no unusual
characteristics should be expected during takeoff. Inlet
distortions in high crosswinds may cause the engine(s) to
momentarily stall as thrust is applied. Maintain wings level by
applying aileron into the wind as required. To avoid a high-drag,
rollspoilers-up condition, use no more aileron control input than
necessary. Stay on the centerline. Smooth rudder inputs combined
with small lateral control inputs will result in a normal takeoff
roll. At Vr rotate with smooth, positive back pressure. Lift off
cleanly. As rotation takes place, more roll control input will be
required to keep the wings level. The airplane will be in a
slideslip with crossed controls at liftoff. After liftoff, ease out
the cross control inputs and establish a crab angle to maintain the
desired track. Reduced Thrust Takeoff The majority of takeoffs are
not restricted by FAR performance limits; therefore, the use of
reduced thrust should be considered to achieve the increased life
of engine hot section parts. Do not use reduced thrust on runways
that are contaminated with any measurable water, snow, slush or
ice, to a point where acceleration or braking action would be
adversely affected. It is not necessary to use minimum EPR. A
performance cushion may be provided through use of an EPR between
normal and fully reduced EPRs. When the calculated maximum
allowable OAT results in more than a .12 EPR reduction, a
performance cushion automatically exists because the reduced thrust
procedure limits the EPR reduction to .12. Consider these
conditions which might dictate using less than the full amount of
thrust reduction available: Tailwinds which exceed a nominal 1 or 2
knots. Antiskid inoperative, since the runway required obviously
increases if a stop must be made.
The reduced thrust procedure provides, at least, the normal FAR
performance protection without resetting EPR to full takeoff
thrust.
8
NORMAL OPERATION, CLIMB Climb Speed: 300 KIAS / .78M The normal
climb speed is 300 KIAS until reaching .78M (about FL290), then
hold .78M. This schedule is very close to the best rate of climb
speed and provides the desired compromise considering passenger
comfort, fuel consumed and elapsed time at climb thrust. The
aerodynamic best-rate-of-climb speed varies considerably with gross
weight and temperature and the fuel savings to be realized by
varying the climb speed is minimal. Setting Climb Thrust Climb at
rated thrust. This setting gives the best overall fuel economy and
climb performance. Avoid continuous thrust trimming. Normally, once
thrust is set, only occasional adjustment is required for
variations in the lapse rate. Monitor EPR for engine anti-icing.
Maintain rated thrust after leveling off until about .01M above the
desired cruise mach, then reduce to cruise thrust and trim the
airplane. Air Conditioning and Pressurization Monitor the cabin
altitude. After the first power reduction, add turbos or bleeds as
required to maintain about 300 to 500 fpm cabin rate of climb.
Takeoff-Flaps Climb Although rarely required for other than
clearing obstacles, the speed for maximum angle of climb with Flaps
14 or 17, is approximately V2 + 10. Although the angle achieved is
less than that achieved with flaps up, this schedule is used on
close-in obstacles because of the distance required to accelerate
to flaps-up maximum angle climb speed. The speed for maximum rate
of climb with flaps at 14 or 17 is approximately V2 + 40.
Maximum-Angle Climb If obstacle limited or attempting to cross a
checkpoint at a relatively high altitude, climb at maximum angle of
climb speeds until the desired altitude, then accelerate to a more
appropriate climb schedule. A climb which very closely approaches
maximum climb angle while maintaining adequate maneuvering margins
is obtained by holding the placard 2/3 engine climb speed for your
gross weight. Above FL200 add 1 knot for each 1,000 feet above
FL200. Do not exceed 18 pitch attitude. High-Speed Climb Maintain
Vmo (barber pole) minus 15 knots to .82M. The high indicated
airspeeds of this climb schedule reduce maneuverability, may reduce
passenger comfort and increase the airplanes stress levels during
turbulence and maneuvering. On an average day, a high-speed climb
to FL350 will save about 2 minutes and will require about 500 lbs
additional fuel. If using this schedule, revert to normal climb
speed when the rate of climb drops below 1000 fpm. Turbulence If
turbulence is anticipated or encountered, maintain 280 knots or
.80M, whichever is slower. If below maximum landing weight,
maintain 250 knots below 15,000 feet instead of 280 knots. This
schedule provides the best buffet margins and optimizes the
airplanes ability to withstand structural loads in turbulence.
9
NORMAL OPERATION, CRUISE Altitude Selection Buffet boundaries,
optimum cruising levels and performance ceilings are all directly
dependent upon gross weight. Before accepting an altitude for
cruising, determine optimum altitude, considering the top-of-climb
gross weight and anticipated temperature. Optimum altitude is the
altitude that gives the best nautical miles per thousand pounds of
fuel for a given gross weight. It provides a 1.35g or better buffet
protection. Minimum Maneuvering Speed at High Altitude The stall
speeds in the Limitations section are applicable only for use at
10,000 feet and below. At higher altitudes, these speeds must be
adjusted to maintain a safe maneuvering margin. Add 1 knot per
thousand feet of altitude to Vth + 50 to obtain the minimum
maneuvering speed for that altitude. Cruise Thrust When level at
the cruising altitude at a speed .01 Mach above the cruising mach
number, set cruise EPR. Speed Operating charts are based on true
mach number and indicated airspeeds. Indicated airspeed should be
used for speed control. Compare the corresponding true mach with
indicated mach and note the difference. Thereafter, apply this
difference when reading the instrument (assuming IAS is reasonably
accurate). Cruising Fuel Penalties The cruising conditions below
result in the corresponding increases in fuel burn: Altitude 4000
feet below optimum, approximately 4%. Altitude 4000 feet above
optimum in LRC, as much as 5%. Speed .01 Mach fast, 3 to 4.5%. An
increase in headwind or decrease in tailwind, 150 to 250 pounds per
minute difference from flight plan.
Fuel For Enroute Climb The additional fuel required for a
4000-ft enroute climb is 300 to 400 lbs, depending on the gross
weight. This fuel will be recovered in approximately 25 minutes at
the higher altitude if the airplane is not then cruising above the
optimum altitude.
10
NORMAL OPERATION, DESCENT Landing Bugs Shortly after TOD, the
engineer should announce the landing gross weight and the go-around
EPR. The pilot not flying will set the EPR bugs. Threshold Speed,
Vth V-threshold (Vth) is the minimum maneuvering speed in the
landing configuration. It is also the airspeed used to establish
the landing field length requirement. The low airspeed bug should
be set to Vth. The term 40 Vth denotes Vth for a flaps 40 landing.
The term 50 Vth denotes Vth for a flaps 50 landing. Programmed
Speed, Vprog V-programmed (Vprog) is the target airspeed in the
landing configuration. Depending on conditions, Vprog is determined
by adding only one of the following adjustments to Vth: 5 kt, or
optional 300B-ADV/C performance adjustment, or gust and headwind
adjustments, or possible wind shear adjustment.
To determine which adjustment should be made, consider the
following: 5 kt. For steady winds up to 10 kt and when not using
the optional 300B-ADV/C performance adjustment, obtain Vprog by
adding 5 kt to Vth. Vprog = Vth + 5 kt Set one bug to Vth and one
bug to Vprog. Optional 300B-ADV/C Performance Adjustment. If runway
length is not limiting, Vprog may be 10 kt above Vth. Vprog = Vth +
10 kt The benefits of this are improved capability to control rate
of descent with elevator action alone, especially during the
landing and increased visibility over the nose. However, you need
to determine if the performance adjustment can be used with the
runway length available. Set one bug to Vth and one bug to Vprog.
Gust and Headwind Adjustment. For steady winds over 10 kt and
gusting winds, the effects of high inertia and the lack of direct
lift production from increased thrust require a more significant
adjustment to Vth. The maximum total gust and headwind adjustment
is 20 kt. Vprog = Vth + reported gust value + runway headwind
component Set one bug to Vth, one bug to Vgust (Vth + gust value)
and one bug to Vprog.11
Possible Wind Shear Adjustment. The following are conditions
that indicate the possibility of wind shear during approach:
frontal passage, extreme temperature inversion at low altitude,
thunderstorms, reported surface winds significantly different from
winds observed at altitude, and pilot reports of approach path wind
shear.
When the possibility of wind shear exists, a Vth adjustment up
to 20 kt may be made. Vprog = Vth + 20 kt maximum. Set one bug to
Vth and one bug to Vprog. In no case may Vprog exceed Vth by more
than 20 kt. Setting Altimeter Bugs For Approach The altimeter bugs
should be set as follows: Radio Altimeter Bug o For a CAT II ILS
approach, the radio altimeter bug must be set to DH, RA value. o
For any other approach set the radio altimeter bug to 500 ft.
Pressure Altimeter Bugs Set one bug to TDZ or airport elevation.
Set the other bug to the DH or MDA. o For all straight-in
approaches use TDZ, if it is published. If not, use airport
elevation. o For circling approaches, use airport elevation. Normal
Descent: .80 Mach OR 320 Knots The normal descent is with idle
thrust (or minimum thrust for pressurization) at .80 Mach or 320
kt, whichever is slower (.80 Mach above approximately FL275, and
320 kt below). Depending on the gross weight, the normal descent
schedule results in an average descent rate of 2700 fpm between
FL400 and FL250. Below FL250, the average descent rate is
approximately 1500 fpm. Even though clean descents are preferred,
speedbrakes should be used when they are needed to maintain the
desired descent profile. High-Speed Descent Maintain cruise mach to
Vmo minus 15 kt, then hold Vmo minus 15 kt but do not exceed 350
kt. Descent angle, range and fuel burn are not appreciably changed
from the normal descent. Use thrust to vary altitude profile.
Average rate of descent is about 3200 fpm. The high indicated12
airspeeds of this descent schedule reduce maneuverability, may
reduce passenger comfort and increase the airplanes stress levels
during turbulence and maneuvering. A high-speed descent from FL300
can save about 5 minutes. High-Angle Descent If descent is delayed
from the normal TOD point, a steeper angle of descent must be used.
To avoid an excessive airspeed increase, the configuration is
changed to produce more drag. Three configurations can be used;
they are listed in order of preferred use. All give approximately 2
times the normal descent angle. Descent With Speedbrake Extended.
Do not use speedbrakes with wing flaps extended because excessive
roll-rate, severe buffet and high sink-rate may be encountered.
When using the speedbrake, maintain normal descent speeds (.80
Mach/320 KIAS). On a 300C airplane loaded with cargo, do not use
the speedbrakes at airspeeds below 270 kt. The cargo dampens tail
buffet so it cannot be felt in the flight deck. Descent With Gear
Extended. Observe the gear operating speeds limits. Set throttles
to idle before extending gear. Gear extension will give about 3500
fpm rate of descent. Descent With Flaps Extended. Observe the
20,000 ft flap extension limit. Set throttles to idle before
extending flaps and observe flap limit speeds. Extend the flaps to
25 and hold 190 to 160 knots. Flap buffeting makes this descent
undesirable, so consider the other options.
Thrust Frequent thrust changes make smooth cabin altitude
control difficult, especially in earlier airplanes. Landing Lights
For collision avoidance in VMC, turn on desired landing and/or
runway turnoff lights when descending through 10,000 ft. Holding If
holding clearance is received, maintain normal cruise or descent
speed. Start reducing speed three minutes from the holding fix so
that proper speed will be attained before crossing that fix. Time
to reduce speed in level flight is as follows: from Vmo to 180 kt:
2 min, from Vmo to 250 kt: 1 min, from 250 kt to 220 kt: 30 sec,
from 220 kt to 180 kt: 30 sec.
If the holding airspeed is above the ATC maximum and ATC cannot
approve a higher speed, use flaps as necessary to comply with the
ATC speed limitations. Use of flaps 14/17 will increase fuel
consumption up to 60%. If you have a choice, a holding altitude of
about FL200 is a reasonable compromise between low and high
altitude holding. This is low enough for an approach in a
reasonable time, but high enough to decrease climb fuel
requirements in event of a diversion.13
Prolonged flight in icing conditions with the flaps extended is
not permitted. NORMAL OPERATION, APPROACH Airplane Control The
normal approach is an ILS approach. All ILS approaches are
essentially the same, but depending on the airplane and the
facilities, the pilot can elect to fly the approach in several ways
by varying the degree of automation. The approved methods of
control during approaches are: fully coupled, and manual
(uncoupled, handflown).
In general, as the level of automation increases: minimums are
lowered because of the improved accuracy, equipment redundancy
requirements increase to provide the necessary safety, pilot manual
input is decreased to permit more attention to cockpit management
and instrument monitoring, and variations in procedures become
difficult for automatic equipment to handle because of fixed
programming.
Speed Control Approach target speeds are noted on the profile
diagrams and are referenced to Vprog. Minimum maneuvering speeds
are also noted on the profiles and are referenced to Vth. All
approach target speeds should be held within plus or minus 5 kt.
Thrust Control Maintain a balanced thrust condition throughout the
approach. If unbalanced thrust is allowed to affect the heading of
the airplane, it is interpreted by the autopilot and flight
director computers as crosswind. Rate of Descent Control Below 500
ft AGL, for any descent rate of more than 1000 fpm, take immediate
corrective action or abandon the approach. Gear and Flap Extension
The cabin noise levels, both while the gear is extending and with
the gear extended, are in proportion to airspeed. Airplane buffet
from gear and flap extension is also in proportion to airspeed.
Operating the gear and flaps at lower airspeeds minimizes the
passenger reaction to these conditions and also increases airframe
service life. As the speed is reduced for landing, the flaps should
normally be extended at or near the minimum maneuvering speed for
the existing flap setting. The advantages of minimizing the time
during which the airplane is in a high-drag configuration include
considerable savings in fuel and reduced noise levels, both on the
ground and in the cabin.14
Regardless of weather conditions, for all straight-in
approaches, the airplane should be in the landing configuration,
with the landing checklist complete, not lower than 1000 feet AFE.
At this point, the airplane should be stabilized on the glidepath,
stabilized on Vprog, with the proper sink rate and trimmed for zero
control forces. Flight Director Management Although it is used in
other phases of flight, the primary purpose of the flight director
is to provide roll and pitch commands during the final stages of an
instrument approach. In the approach area the flight director
should be used to aid in heading control. Select FLT INST. Use the
heading bug to set steering commands. During coupled approaches, if
the autopilot malfunctions, transition to manual flight can readily
be made if the flight director has been properly set up and
used.
15
707 ILS Approach With Flight Director Respond to pitch command
bar commands with elevator control. Maintain speed with thrust.
16
ILS Approach With Autopilot If the autopilot was not used during
the descent, trim the airplane for hands-off flight before engaging
the autopilot. Engage the autopilot in the HDG mode and use the
pitch trim knobs for pitch control. Use ALT hold as required.
Maintain appropriate maneuvering speed with thrust. After being
cleared for the approach, on the final intercept vector or
procedure turn inbound, select GS AUTO. The annunciator lights will
display V/L and G/S AMBER. The coupler is now programmed for
automatic capture of the localizer and glideslope. The airplane
will stay on the last selected heading until within 2 dots on PDI.
Normally, the intercept angle should be from 35 to 45 degrees. When
localizer capture begins, the V/L light changes to green and G/S
light remains amber. The autopilot will now command automatic
localizer tracking. When the PDI glideslope bar centers, the
autopilot G/S annunciator light turns green, the altitude hold and
pitch trim wheels disengage and the autopilot will now command
automatic glideslope tracking. When on the glideslope, make thrust
changes smoothly. The autopilot computer can be easily overloaded
with pitch change information, which results in porpoising. At 1000
ft radio altitude, ILS signal attenuation automatically begins. As
altitude is decreased, localizer and glideslope signals are
attenuated and bank angle is limited so that the autopilot will
maintain a constant response to a given displacement from the beam.
Disconnect the autopilot by 50 feet AFE. Below 400 ft AGL, if the
autopilot disengages or if the captain is not satisfied with
autopilot performance, the autopilot may be disengaged and the
approach continued if at least one flight director system is
operating and providing a dual display.
17
707 ILS Approach With Autopilot
18
707 Non-Precision Approach
19
707 Circling Approach
20
Visual Approach Use all available aids such as ILS glideslope,
VASI and PAR monitor to maintain the proper flight path. Take
special care to maintain established approach profiles over
noise-sensitive areas. Landings at the wrong airport and on the
wrong runway and touchdowns short of the runway are frequently
associated with good weather and visual approaches. 707 Visual
Approach
21
707 Missed Approach
22
NORMAL OPERATION, LANDING On all straight-in approaches before
1000 ft AFE the airplane should be: in the landing configuration,
with the landing checklist complete, stabilized on target speed, on
glide path with proper sink rate, and trimmed for zero control
forces.
Airplane Control The VFR touchdown target is 1000 ft from the
threshold. Landing gross weight affects more than just Vth. At
landing speeds the difference in momentum between a 247,000 lb
airplane and a 180,000 lb airplane is more than 22 million ft-lb an
increase of over 65%. The greater the momentum, the more time and
control force required for flightpath corrections, and with the
higher approach speeds, the less time available. Heavy-weight
landings require extra attention to flightpath and speed control.
Glidepath angles are difficult to judge without additional visual
clues. At night many of these cues are not available. Special
attention should be given to cross checking and verifying the
desired flightpath. Be conscious of how things should look and how
they do look. For example, at night, when you are too low on the
glideslope, the runway lights begin to merge into two lines instead
of remaining as distinct individual lights. Flaps 40 Landing With
the exception of the conditions noted below, use flaps 40 for
landing when stopping distance is not a significant concern. Using
flaps 40 reduces noise and fuel consumption during the final
approach. At flaps 40, changes in airplane handling and performance
are relatively minor, except that at high landing weights the pitch
attitude will be about 1 higher than at flaps 50. In addition, Vth
will be from 2 to 4 kt higher than at flaps 50, and up to 800 ft
more landing distance will be required. Flaps 50 will be used: when
antiskid is inoperative, for some 300B airplanes during coupled
approaches, for landings from CAT II approaches, on short, wet or
slippery runways, and whenever stopping may be a problem.
Final Approach Be alert for high sink rates whenever possible,
especially with the engines spun down. Engine acceleration time
seems lengthened at high gross weights because more thrust is
required to overcome the high inertia.23
During approach it is essential that the stabilizer be trimmed
to relieve sustained elevator forces. In an out-of-trim condition,
the remaining elevator control capability may be insufficient for a
safe landing or missed approach. Maintain a constant glidepath. Use
of a 2.75 to 3 degree slope is recommended for all landings. Using
the same angle every time trains your eye and gives the smallest
average touchdown dispersion. On a 3 glidepath, sink rate is
approximately 700 fpm no-wind for an average approach speed. Sink
rates at 100 feet AFE should not exceed 800 fpm regardless of
conditions. Touchdown Reduce the rate of descent with the runway.
As elevator input becomes effective, reduce thrust. The capability
of the elevator to arrest sink rate and throttle reduction timing
varies significantly with weight and speed. Normally, throttles are
at idle just before touchdown. Ground effect is not apparent until
very close to the runway and may not be noticed at all is the sink
rate is high. In ground effect, drag is reduced about 50%. Ease off
elevator back-pressure to lower the nose and fly or roll onto the
runway under positive elevator control. Avoid hold-off, stall-type
landings because they reduce wing tip and engine pod clearance and
require more runway. Do not trim during the landing flare. Stopping
Upon touchdown, extend the speedbrakes fully and pull the reverse
levers to the interlock. Speedbrakes increase drag quickly and kill
wing lift so that the wheel brakes are more effective. As soon as
the nosewheel is on the runway, increase reverse thrust on all
engines. Apply brakes promptly as soon as the spoilers are up, the
nose wheel is down and runway tracking is established. Maintain a
constant deceleration rate down to the desired taxi speed. If an
engine does not indicate being in reverse (or if a reverser is
inoperative), it is recommended that only symmetric reverse thrust
be used. Expect a nose-up tendency when extending speedbrakes and
when applying reverse thrust. Counter with forward yoke pressure.
As the airplane slows, engine noise level builds but reverse
effectiveness drops. Maintain the desired deceleration rate by
smoothly applying the brakes. Start reducing reverse thrust at 80
kt, continuing lever motion forward at a rate which avoids engine
surging. It is not necessary to lead with the inboard reverse
levers. Be in idle reverse by 60 kt to minimize cross ingestion.
Make sure to wait until the engines are spun down and the speed is
under control before coming out of idle reverse. Crosswind Landings
Make a normal approach. Maintain runway alignment by crabbing.
Before touchdown, gradually remove as much of the crab as possible
with rudder, thereafter preventing downwind drift by a slight
wing-low attitude into the wind. Overcontrolling can induce dutch
roll. It may be necessary to land with some crab angle if the
crosswind is high. This presents no problem if the angle is not
excessive and the flightpath is aligned with the runway.24
Touchdown with a large crab angle and the wings level may result
in a rapid rising of the upwind wing and may cause an engine
nacelle to drag on the runway. Make a normal touchdown. Slightly
increased airspeed will flatten the attitude and reduce the
likelihood of scraping a pod. After touchdown and while
decelerating, keep directional control with the rudder. Aileron
inputs should be used only to maintain a wings-level attitude.
NORMAL OPERATION, AFTER LANDING Parking Before stopping the
airplane, center the nosewheel and taxi straight ahead a short
distance to relieve side loads on the landing gear. Engine Shutdown
If no longer required for taxi, parking or electrical needs, the
outboard engines should be shut down after landing to conserve
brake life and save fuel. If high thrust was used after landing,
allow the engines to idle for at least two minutes prior to
shutdown.
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