I've now had a look at the B707-320B ADV this evening .... as I said I would do
Note I say
"B707-320B ADV" .... not the B707-320B EARLY or B707-320 .... which are entirely different B707 versions that do not perform the same as the B707-320B ADV.
1.
PANEL/AIRCRAFT BASE PACK COMBINATIONS ....For the "B707-320B ADV" aircraft base packs/simulations .... one
must use either of the following HJG supplied B707 panel options only ....
- B707-320B/ADV (classic 1965 panel configuration with 3X Turbocompressors)
- B707-320B/C 1070 (general 1970 panel configuration with 3X Turbocompressors)
- B707-323 AA CONFIG 1965 .... (AMERICAN AIRLINES classic 1965 panel configuration with 2X Tubocompressors only)
- B707-323 AA CONFIG 1970 .... (AMERICAN AIRLINES 1970 panel configuration with 2X Tubocompressors only)
The above panel options (only) can also be used for the B707-320C.
For the B707-320B ADV aircraft base packs ..... do not use the B707-320, or B707-320B EARLY, or any other B707/720 panel versions other than those stated above. Failure to observe this rule will result in improper panel gauge (engines primarily) indications and aircraft performances in FS. The reason for this is because each (most/nearly all) B707 HJG B707/720/C135 SERIES panels are fitted with engine instruments calibrated to reflect different engine type performances in conjunction with their aircraft type specific FDE's. Using the correct panel/s with the correct B707 aircraft type base pack files/FDE's is "ESSENTIAL" to ensure the best and most authentic HJG B707/720 simulation experience.
The necessary information to aid/avise folk in regard to selecting the right B707/720/C135 SERIES aircraft base pack/panel combinations has always been available "HERE" ....
"B707/B720 WHICH PANEL WHICH PLABnE"tonymadgehjg.proboards.com/thread/1558/hjg-b707-panel-which-plane"C135 TYPE WHICH PANEL WHICH PLABnE"tonymadgehjg.proboards.com/thread/1560/hjg-c135-panel-which-planeNon-HJG supplied panel oprions may not be entirely compatible with the HJG B707/B720/C135 SERIES simulations and result in entierely different gauge indications and aircraft performances. The HJG panel options are customised for these simulations .... and are recommended. PLEASE NOTE: We cannot support any non-HJG supplied data or editing.
2.
FLYING THE B707-320B ADV (the following procedure/s can also be applied to the B707-320C .... since its performance is similar to, but, not entirely the same as, the B707-320B ADV ....
"My owm" ecommended fuel adjustment for a MGW T/O and climb (to avoid an overweight scenario) is approximately as follows ....
LEFT AUX TANK = 100%
LEFT TANK = 95%
CENTER TANK = 92.3%
RIGHT TANK = 95%
rIGHT AUX TANK = 100%
CENTER 2 TANK = 100%
CENTER 3 TANK = 100%
No payload PAX/cargo adjustment is necessary. The above fuel distribution results in a 20 LB overload .... "stuff-all" .... since this will be burned-off during engine startup and taxi out to the RWY prior to T/O.
3.
MGW T/O AND C/O (reommended) PROCEDURE .... tO 31,000 FT ....FLAP SETTING = 23* (or 2X knotches)
TRIM SETTING = "approximately" 3 units
ENGINE STARTUP & PANEL CONFIGURATION PRIOR TO TAXI = should be performed as per my recommended tutorial .... see "B707/720 PANEL ENGINE STARTUP PROCEDURES" within the following service notes ....
tonymadgehjg.proboards.com/thread/1567/b707-panels-installation-handling-notes- T/O engine thrust = N2 100%.
- Initial after T/O ROC = 1500 FPM.
- Select "gear up" ASAP after T/O .... once the VSI needle has cycled through 500 FPM indicating a continued and "positive ROC".
- Retract FLAP 23 at 200 KIAS .... maintain 1,500 FPM ROC.
- Retract FLAP 14 at 220 KIAS .... increase the ROC to 2,500 FPM .... reduce engine power to N2 95.5%.
- Maintain N2 95.5% engine thrust (recommended engine thrust settings must be constantly checked, and adjusted, throughout the climb toward cruising altitude .... it is a good practive to check these indications at approximately 2000 FT intervals throughout the climb toward cruising altitude .... and be prepared to adjust engine thrust accordingly to ensure an almost constant engine power settings.
- The initial climbout pitch should not exceed an AI indication of approximately 8* after FLAP and GEAR retraction .... and this will/should further reduce auromatically with airspeed gain and ROC adjustment at various altitude intervals throughout the climb toward cruising altitude .... an excessive AI pitch attitude/too high an established ROC will result in airspped related issues which will also impair the ability to climb.
- Passing 10,000 FT .... reduce ROC to 2,000 FPM .... maintain N2 95.5% engine thrust.
- Passing 20,000 FT .... reduce ROC to 1,800 FPM .... reduce engine thrust to N2 94.5%.
- Passing 24,000 FT .... reduce ROC to 1,500 FPM .... reduce engine thrust to N2 93.5%.
- Passing 27,000 FT .... reduce ROC to 1,200 FPM .... reduce engine thrust to N2 92.5%.
- Passing 30,000 FT .... reduce ROC to 1,000 FPM .... reduce engine thrust to N2 91.5% .... constant slow engine thrust and ROC reductions are desirable from this point in order to ensure a smooth altitude capture and avoid excessive airspeed through ROC adjustment.
- Passing 30,200 FT .... reduce ROC to 800 FPM .... reduce engine thrust to N2 90.5%.
- Passing 30,500 FT .... reduce ROC to 500 FPM .... reduce engine thrust to N2 89.5%.
- Passing 30,800 FT .... reduce ROC to 200 FPM .... reduce engine thrust to N2 88.5%.
- ALTITUDE CAPTURE at 31,000 FT .... reduce engine thrust to N2 87.5%.
Flying the above recommended procedures does require concentration .... and skill. It is not easy, at first, but, with practice, is not difficult either, and is quite rewarding once mastered
Following a MGW T/O .... 31,000 FT is a good "initial cruising altitude" for the first stage of any lengthy flight and until subsdtntial fuel (weight) burn-off promotes climb to higher altitudes.
After the above recommended MGW departure .... climb toward and cruise at 31,000 FT .... the following guage/flight paramater indications should be observed ....
ENGINE EPR = 1.41
ENGINE N1 = 84.7%
ENGINE EGT = 468*C
ENGINE N2 = 87.0
ENGINE F/F = 2577 LBS (per engine/per hour .... or .... 10.308 LBS total per hour)
AIRSPEED IAS - 314 KIAS
AIRSPEED MACH = 0.82.5
AIRSPEED TRUE = 483
AI PITCH = +1*
A lighter weight departure, climb, and cruise at altitudes in excess of 31,000 FT will result in entirely different observations.
I have performed the above procedures 3 times this evening (in FS2004 .... and FSX should be no different since the B707 FDE's are almost identical save for their Smoke Effects data). Whilst some "very slight" variation observed during each of these 3 tests (that has to be expected of FS .... just the way it "IS") .... the "minor" variation observed "DID NOT" impact the above recommended profile.
To enjoy/get the very best out of flying any of the HJG B707/B720/C135 SERIES simulations the most important thing is to ensure one has the correct aircraft type panel/base pack/FDE configurations .... or flight performancces will be "SCREWED". It is equally essential to get airspeed, AI pitch, and ROC under control ASAP after T/O and gear and flap retraction .... or one can (potentially) get into trouble very quickly and without too much difficulty
AGAIN .... the above procedure is practiceable using the HJG B707-320C also (albeit the flight/performance observations will differ due to its slightly higher engine thrust), but, other HJG B707/B720/C135 simulations will require different procedures.
Mark C
AKL/NZ