C-135 (series) - Installation & Handling Notes

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aerofoto - HJG Admin
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C-135 (series) - Installation & Handling Notes Dec 15, 2020 3:25:14 GMT

Post by aerofoto - HJG Admin on Dec 15, 2020 3:25:14 GMT

C-135 INSTALLATION & HANDLING NOTES # 1

UPDATED: September 12th 2024.

"HJG C-135 PROJECT INFORMATION".

We are grateful to Gary CARLSON for modeling the C-135 family of aircraft currently offered by HJG.

We are also grateful to George CARTY for our current line of B707 panels .... which support this C-135 project

We are also grateful to Benoit PLAMONDON our current line of B707 sound packs .... which support this C-135 project

Other folk whom must also be acknowledged for their invaluable contributions to this B707 project are ....

- Mark CRANSTON
- Erik INGRAM
- Jordan KLAUS
- Mike MONCE

"THANK YOU" everyone

1.00: "INTRODUCTION".

It is important to appreciate there is no such thing as a standard C-135 aircraft. Military C-135 aircraft differ in terms of their size, engine type and thrust ratings, certified weights, other post production technical modifications and their service role descriptions too. Most previously released C-135 simulations focus on just a few engine and weight specific configurations of C-135 aircraft. The virtual military C-135 flight line offered by HJG represents each of the most common production versions along with some lesser known modifications applied to this family of aircraft.

PLEASE NOTE: HJG C-135 AIRCRAFT BASE PACKS, PANELS, SOUNDS, AND SMOKE EFFECTS, ARE FS2004 COMPATIBLE .... AND ALSO FSX PORTABLE TOO.

PLEASE NOTE ALSO: ALL INSTALLATION PROCEDURES DRAFTED WITHIN THIS DOCUMENTATION ARE FS2004 SPECIFIC. FSX USERS SHOULD REFER TO THE "FSX SPECIFIC INSTALLATION INSTRUCTIONS" WHICH ACCOMPANY EACH FILE.

PLEASE NOTE ADDITIONALLY: THE B707 PANELS AND SOUNDS OFFERED BY HJG (for C-135 application also) MAY NOT WORK AS INTENDED IF USED WITH NON-HJG SUPPLIED C-135 SIMULATIONS.

1.01: "HJG C-135 PROJECT DESCRIPTION".

The HJG project is composed of each of the following essential elements ....

- Aircraft base pack files (including FDE and 3D models)
- Aircraft panels and panel gauges/core files
- Aircraft textures
- Smoke effects
- Sound packs

1.02: "C-135 SERIES AIRCRAFT VERSIONS".

The HJG C-135 project is composed of each of the following major aircraft versions ....

- B707-320C TANKER
- C-135A J57
- C-135B JT3D
- CC-137 (B707-320C)
- E-3C
- E-3D
- E-6B
- E-8C
- EC-18B
- EC-135C
- EC-137D
- KC-135A SHIP ONE 1956 (Short Tail Prototype)
- KC-135A (Short Tail Early Production)
- KC-135A
- KC-135D/E
- KC-135R (Prototype)
- KC-135R
- NKC-135A
- NKC-135A WL
- NKC-135E
- RC-135 J57
- RC-135 JT3D
- RC-135 CFM56
- TC-18 (B707-320B/C)
- TC-135 CFM56
- VC-137A
- VC-137B
- VC-137C
- YE-8B (B707-700)

PLEASE NOTE: The above "C-135A J57, C-135B JT3D, RC-135 J57, RC-135 JT3D, RC-135 CFM56, and TC-135 CFM56" references are not standard BOEING aircraft type nomenclature and are used for reasons of "convenience only" in order to differentiate these aircraft configurations from other members of our virtual C-135 flight line, but, are otherwise authentic descriptions in accordance with technical specifications of these aircraft.

1.03: "C-135 PROJECT ENGINE TYPE & THRUST, WEIGHT, & CONFIGURATION DESCRIPTIONS".

The HJG BC-135 project is composed of each of the following major engine type and thrust, weight, and aircraft type configurations ....

- B707-320C TANKER - 4X P&W JT3D-7 fan-jet engines e/a rated at 19,000 LBS thrust thrust - MGW 335,000 LBS.
- C-135A - 4X P&W J57 turbo-jet engines e/a rated at 13,750 LBS thrust (water/methanol injection)/11,200 LBS (dry) - MGW 297,000 LBS.
- C-135B - 4X P&W TF33 fan-jet engines e/a rated at 18,000 LBS thrust thrust - MGW 300,500 LBS.
- CC-137 (B707-320C) - 4X P&W JT3D-7 fan-jet engines e/a rated at 19,000 LBS thrust thrust - MGW 335,000 LBS.
- E-3C - 4X P&W TF33 fan-jet engines e/a rated at 19,000 thrust thrust - MGW 347,000 LBS.
- E-3D - 4X CFM-56 turbo-fan engines e/a rated at 24.000 LBS thrust - MGW 347,000 LBS.
- E-6B - 4X CFM-56 turbo-fan engines e/a rated at 24.000 LBS thrust - MGW 342,000 LBS.
- E-8C - 4X P&W JT3D fan-jet engines e/a rated at 18.000 LBS thrust - MGW 335,000 LBS.
- EC-18B - 4X P&W JT3D-7 fan-jet engines e/a rated at 19,000 LBS thrust thrust - MGW 335,000 LBS.
- EC-135C - 4X P&W TF33 fan-jet engines e/a rated at 18,000 thrust thrust - MGW 316,000 LBS.
- EC-137D - 4X P&W JT3D fan-jet engines e/a rated at 18,000 thrust thrust - MGW 347,000 LBS.
- KC-135A SHIP ONE 1956 (Short Tail Prototype) - 4X P&W J57P-59W turbo-jet engines e/a rated at 13,750 LBS thrust (water/methanol injection)/11,200 LBS (dry) - MGW 261,812 LBS.
- KC-135A (Short Tail Early Production) - 4X P&W J57P-59W turbo-jet engines e/a rated at 13,750 LBS thrust (water/methanol injection)/11,200 LBS (dry) - MGW 297,000 LBS (typical)/316,000 LBS (overload).
- KC-135A - 4X P&W J57 turbo-jet engines e/a rated at 13,750 LBS thrust (water/methanol injection)/11,200 LBS (dry) - MGW 297,000 LBS (typical)/316,000 LBS (overload).
- KC-135D/E - 4X P&W TF33 fan-jet engines e/a rated at 18,000 LBS thrust thrust - MGW 316,000 LBS.
- KC-135R (Prototype) - 4X CFM-56 turbo-fan engines e/a rated at 22.000 LBS thrust - MGW 322,000 LBS.
- KC-135R - 4X CFM-56 turbo-fan engines e/a rated at 22.000 LBS thrust - MGW 322,000 LBS.
- NKC-135A - 4X P&W J57 turbo-jet engines e/a rated at 13,750 LBS thrust (water/methanol injection)/11,200 LBS (dry) - MGW 270,000 LBS.
- NKC-135A WL - 4X P&W J57 turbo-jet engines e/a rated at 13,750 LBS thrust (water/methanol injection)/11,200 LBS (dry) - MGW 270,000 LBS.
- NKC-135E - 4X P&W TF33 fan-jet engines e/a rated at 17,000 LBS thrust thrust - MGW 285,000 LBS.
- RC-135 J57 - 4X P&W J57 turbo-jet engines e/a rated at 13,750 LBS thrust (water/methanol injection)/11,200 LBS (dry) - MGW 297,000 LBS.
- RC-135 JT3D - 4X P&W TF33 fan-jet e/a rated at 17,000 LBS thrust thrust - MGW 300,500 LBS.
- RC-135 CFM56 - 4X CFM-56 turbo-fan engines e/a rated at 22.000 LBS thrust - MGW 316,000 LBS.
- TC-18 (B707-320B/C) - 4X P&W JT3D fan-jet engines e/a rated at 19,000 thrust thrust - MGW 335,000 LBS.
- TC-135 - 4X CFM56 - CFM-56 turbo-fan engines e/a rated at 22.000 LBS thrust - MGW 316,000 LBS.
- VC-137A - 4X P&W JT3C turbo-jet engines e/a rated at 13,750 LBS thrust (water/methanol injection)/11,200 LBS (dry) - MGW 257,000 LBS.
- VC-137B - 4X P&W JT3D fan-jet engines e/a rated at 17,000 thrust thrust - MGW 258,000 LBS.
- VC-137C - 4X P&W JT3D fan-jet engines e/a rated at 18,000 thrust thrust - MGW 331,000 LBS.
- YE-8B (B707-700) 4X CFM-56 turbo-fan engines e/a rated at 22.000 LBS thrust - MGW 335,000 LBS.

PLEASE NOTE: The different aircraft weight and engine thrust configurations each result in performance variations.

1.04: "C-135 AIRCRAFT PANELS & FEATURES".

The HJG C-135 project is composed of each of the following major aircraft panel versions ....

B367-80 panel

features late 1950's type instrumentation with EPR/N1/and N2 engine gauges; Water/Methanol injection system with engine instrumentation calibrated to JT3P turbo-jet performance parameters; No engine Thrust Reverser lamps on main panel; No Turbo-Compressor system on F/E panel.

B707-120 panel

Features 1959 type instrumentation with EPR/N1/and N2 gauges; Water/Methanol injection with engine instrumentation calibrated to JT3C-6 turbo-jet performance parameters; Engine thrust Reverser lamps on main panel; Twin Turbo-Compressor system on F/E panel.

B707-120B panel

Features 1959 type instrumentation with EPR/N1/and N2 gauges; Engine instrumentation calibrated to JT3D-1 fan-jet performance parameters; Engine thrust Reverser lamps on main panel; Twin Turbo-Compressor system on F/E panel.

B707-120B 1965 panel

Features 1965 type instrumentation with EPR/N1/and N2 gauges; Engine instrumentation calibrated to JT3D-1 fan-jet performance parameters; Engine thrust Reverser lamps on main panel; INS; Twin Turbo-Compressor system on F/E panel.

B707-320B ADV/C panel

Features 1965 type instrumentation with EPR/N1/and N2 gauges; Engine instrumentation calibrated to JT3D-3B fan-jet performance parameters; Engine thrust Reverser lamps on main panel; INS; Triple Turbo-Compressor system on F/E panel.

B707-320B ADV/C 1970 panel

Features 1970 type instrumentation with EPR/N1/and N2 gauges; Engine instrumentation calibrated to JT3D-3B/-D7 fan-jet performance parameters; Engine thrust Reverser lamps on main panel; Modified main and overhead panel presentations; INS; Triple Turbo-Compressor system on F/E panel.

B707-323BC panel (AA configuration)

Features 1965 type instrumentation with EPR/N1/and N2 gauges; Engine instrumentation calibrated to JT3D-3B/-D7 fan-jet performance parameters; Engine thrust Reverser lamps on main panel; INS; Twin Turbo-Compressor system on F/E panel.

B707-323C 1970 panel (AA configuration)

Features 1970 type instrumentation with N1 nd N2 gauges; Engine instrumentation calibrated to JT3D-3B/-D7 fan-jet performance parameters; Engine thrust Reverser lamps on main panel; Modified main and overhead panel presentations; INS; Twin Turbo-Compressor system on F/E panel.

B707-700 panel (for B707 & CFM powered C-135 use)

Features 1970 type instrumentation with advanced N1 and N2 gauges; Engine instrumentation calibrated to JT3D-3B/-D7 fan-jet performance parameters; Engine thrust Reverser lamps on main panel; Modified main and overhead panel presentations (different from B707-700 panel); INS; No Turbo-Compressor system on F/E panel.

All HJG supplied B707 panels feature both CAPT and FO main panel views .... with separate AP, CP (with WX radar, or, WX Radar and INS .... depending on panel period version), OH, and FE sub panel views.

All HJG supplied B707 panels are composed of engine startup cockpit/ground dialogue and supporting technical audio ambiance.

PLEASE NOTE: All HJG supplied C-135 simulations use HJG B707 Panels and their supporting panel gauges/core files package.

PLEASE NOTE ALSO: Some of these panels may look similar, but, each differ in respect of its configuration and/or period instrument standard and layout.

PLEASE NOTE ADDITIONALLY: Each aircraft type panel must be used with the correct corresponding/recommended C-135 aircraft base pack version or performance issues "WILL" result. SEE SECTION 1.08 (below) for the correct aircraft base pack/panel assignments.

1.05: "C-135 MODEL REPRESENTATION".

HJG supplied C-135 aircraft base packs are composed of each of the following 3D aircraft models ....

B707-320C TANKER
MODEL.B707-338C RAAF TANKER

C-135A J57
MODEL

MODEL.C135A

C-135B JT3D
MODEL.C135C

MODEL.C135N

MODEL.VC135E

CC-137 (B707-320C)
MODEL

E-3C
MODEL.E3C

MODEL.NATO

E-3D
MODEL

E-6B
MODEL.E6B

E-8C
MODEL

EC-18B
MODEL.EC-18B

EC-135C
MODEL

MODELC135E

MODEL.EC135H

MODEL.EC135Hv2

MODEL.EC135J

MODEL.EC135K

EC-137D
MODEL.EC137D

KC-135A SHIP ONE 1956 (Short Tail Prototype)
MODEL.KC-135A Ship One 1956 NCD

MODEL.KC-135A Ship One 1956 CD

KC-135A (Short Tail Early Production)
MODEL.KC-135A Early

KC-135A
MODEL.01

MODEL.NASA 01

MODEL.NASA 02

KC-135D
MODEL

KC-135E
MODEL

KC-135R (Prototype)
MODEL.KC-135R PROTOTYPE

KC-135R
MODEL

MODEL.ARR

MODEL.MPRS

NKC-135A
MODEL.ALL

NKC-135A WL
MODEL.WINGLETS

NKC-135E
MODEL

MODEL.1

RC-135 J57
MODEL.RC135S J57 01

MODEL.RC135S J57 02

MODEL.RC135S J57 03

RC-135 JT3D
MODEL.RC135E

MODEL.RC135S JT3D

MODEL.RC135U JT3D

MODEL.RC135W JT3D

RC-135 CFM56
MODEL.RC135S CFM

MODEL.RC135U CFM

MODEL.RC135W CFM

TC-18
MODEL

MODEL.2

MODEL.320BADV

MODEL.323C

MODEL.HK3
(NOT CURRENTLY ASSIGNED)

TC-135 CFM56
MODEL

MODEL.C135S

MODEL.C135W

VC-137A
MODEL

VC-137B
MODEL

VC-137C
MODEL

YE-8B (B707-700)
MODEL

"C-135 MODEL ANIMATIONS"

HJG supplied C-135 models feature the following 3D model animations ....

- Animated Door 1L exits or forward lower fuselage access hatches .... keyboard commands SHIFT+E opens/closes Door 1L/access hatch.

- Animated flaps, ailerons, rudder, landing gear, and engine thrust reversers .... standard FS keyboard commands.

PLEASE NOTE: HJG supplied B367-80 (P&W JT3P), C-135A (P&W J57), E-3C (P&W JT3D-7), EC-137D/E (P&W JT3D-3B), KC-135A (P&W J57), KC-135R (CFM-56), NKC-135A/WL (P&W J57), RC-135 (P&W J57) simulations are (intentionally) not equipped with engine thrust reversers .... as per their real world counterparts.

HJG supplied ARR version C-135B (VC-135E), EC-135C/H/J, KC-135A/D/E/R, NKC-135E, and RC-135S models feature animated rear fuselage refueling booms. PLEASE NOTE: TAIL HOOK keyboard commands extend/retract the rear fuselage refueling boom.

PLEASE NOTE: The TAIL HOOK keyboard commands must be "manually assigned" within the FS2004 OPTIONS/CONTROLS/ASSIGNMENTS menu.

HJG supplied MPRS version KC-135R models feature both animated rear fuselage refueling booms and under-wing refueling probes. PLEASE NOTE: TAIL HOOK keyboard commands extend/retract the rear fuselage refueling boom .... and SHIFT+F6/SHIFT+F5 keyboard commands extend/retract the under-wing refueling probes respectively.

HJG supplied E-3D models feature forward upper fuselage refueling probes .... SHIFT+W keyboard commands extend/retract the upper forward fuselage refueling probe.

HJG supplied E-3C, E-3D, and EC-137D models each feature a rotating radome .... these are activated by the HJG B707 panel BEACON and STROBE lighting switches.

HJG supplied CC-137, KC-135A SHIP ONE 1956 (Short Tail Prototype/"MODEL.CD"), KC-135A (Short Tail Early Production), and KC-135R (Prototype), TC-18 ("MODEL" and "MODEL.323C"), and YE-8B models (only) each feature animated port side forward fuselage main deck cargo doors ....

PLEASE NOTE: These animations work using the FS2004 (version) "EXTEND CONCORDE VISOR FULLY" and "RETRACT CONCORDE VISOR FULLY" keyboard commands .... SHIFT+F7 and SHIFT+F6 opens/closes the forward fuselage main deck cargo door.

PLEASE NOTE ALSO: The CONCORDE VISOR keyboard commands must be manually activated within the FS2004 OPTIONS/CONTROLS/ASSIGNMENTS menu.

PLEASE NOTE ADDITIONALLY: The FS2004 based CONCORDE VISOR keyboard commands "CANNOT" function in FSX (FSX uses a different combination of CONCORDE VISOR commands and which "are not compatible with these B707 models) .... this is the only 3D model animation incompatibility associated with these C-135 simulations in FSX.

HJG supplied KC-135A SHIP ONE 1956 (Short Tail Prototype/"MODEL.NCD" and "MODEL.CD"), KC-135A (Short Tail Early Production), and KC-135R (Prototype) models only each feature animated ventral/lower rear fuselage Tail Stands ....

PLEASE NOTE: These animations (also) work in conjunction with the Door 1L/Access hatch open/close keyboard commands .... SHIFT+E.

1.06: "GENERAL INSTALLATION INFORMATION".

Installation of all HJG supplied C-135 files is a very easy step-by-step process but should be completed strictly in accordance with the recommended installation procedures which accompany each file download or difficulties may result.

EACH C-135 PANEL MUST BE USED WITH THE CORRECT AIRCRAFT BASE PACK VERSION OR PROBLEMS "WILL" RESULT.

IT IS STRONGLY RECOMMENDED THAT THE FOLLOWING AIRCRAFT BASE PACK/PANEL/SOUND PACK ASSIGNMENTS BE STUDIED AND UNDERSTOOD PRIOR TO INSTALLING OF ANY OF THESE FILES. DOING SO WILL AVOID MISUNDERSTANDINGS/PROBLEMS AND BE PROMOTING OF GREATER OVERALL ENJOYMENT USING THESE SIMULATIONS.

1.07: "C-135 AIRCRAFT BASE PACK INSTALLATION" (default FS2004 only procedures).

Each HJG supplied C-135 aircraft base pack must be installed inside the FS2004 "AIRCRAFT" folder.

Each HJG supplied C-135 aircraft base pack is composed the following essential elements ....

- MODEL/s (folder/s)
- PANEL (folder .... aliased to default MSFS B737-400 Panel)
- SOUND (folder .... aliased to default MSFS B737-400 Sound)
- AIRCRAFT.CFG (file .... separate FS2004 and FSX versions)
- AIR.FILE (file)
- B707 KB CHECK & REF (HTML documents .... 2X separate files)
- INSTALLATION INSTRUCTIONS (document)
- HJG EULA (document)

All C-135 aircraft base packs are available from the "C-135, E-3, E-6, E-8, EC-135, EC-137, KC-135, NKC-135, RC-135, TC-18, and VC-137 sections on the HJG downloads page.

PLEASE NOTE: Sub versions of most C-135 aircraft types are represented within separate aircraft type sections of downloads pages for the principle aircraft types. C-135A J57 and JT3D are each located on the "C-135" downloads page; E-3C and E-3D are each located on the "E3" downloads page; EC-135B/KC-135B, EC-135E/H/J/K/ and -P are each located on the "EC-135" downloads page; KC-135A/D/E/and -R are each located on the "KC-135" downloads page; NKC-135A and -E are each located on the "NKC-135" downloads page; And both RC-135 (J57/JT3D/and CFM-56) and TC-135 (CFM-56) are each located on the "RC-135" downloads page.

All, or any combination of, HJG supplied C-135 Aircraft Base Packs can be installed within FS without the risk of any conflicts.

PLEASE NOTE: Separate FS2004 and FSX specific PANEL.CFG FILES are contained within each HJG supplied B707 Panel .... the FSX version PANEL.CFG must be manually activated.

PLEASE NOTE ALSO: Separate FS2004 and FSX specific AIRCRAFT.CFG FILES are contained within each HJG supplied C-135 aircraft base pack (with the exception of the E-3D, E-6B, RC-135 CFM56, and TC-135 CFM56 which "DO NOT" require a separate FSX specific AIRCRAFT.CFG file for reason of their intentionally lacking Smoke Effects) .... the FSX version AIRCRAFT.CFG must be manually activated.

PLEASE NOTE ADDITIONALLY: The AIR.FILE data provided within each HJG supplied C-135 aircraft base pack file is dual FS2004 and FSX compatible.

1.08: "C-135 PANEL INSTALLATION" (default FS2004 only procedures).

PLEASE NOTE: All HJG supplied C-135 simulations use HJG the supplied B707 panel gauges/core Files package.

Each HJG supplied B707 Panel file should be installed inside the FS2004 "FSFSCONV" folder.

The FSFSCONV folder is located inside the FS2004 "AIRCRAFT" folder. This recommended installation procedure has been a standard HJG practice over many years past and results in more sensible (we believe) Panel/Aircraft Base Pack aliasing.

The PANEL.CFG file contained inside the default Panel folder supplied with each HJG supplied C-135 aircraft base pack file must be aliased to the FSFSCONV folder and the appropriate B707 aircraft type panel .... as per either of the following specimens ....

[fltsim]
alias=fsfsconv\panel.b367-80

[fltsim]
alias=fsfsconv\panel.b707-120.1959

[fltsim]
alias=fsfsconv\panel.b707-120b

[fltsim]
alias=fsfsconv\panel.b707-120b.1965

[fltsim]
alias=fsfsconv\panel.b707-320badvc.1965

[fltsim]
alias=fsfsconv\panel.b707-320badvc.1970

[fltsim]
alias=fsfsconv\panel.b707-323c

[fltsim]
alias=fsfsconv\panel.b707-323c.1970

[fltsim]
alias=fsfsconv\panel.b707-700

[fltsim]
alias=fsfsconv\panel.E3-CFM56

It is recommended the above panel ALIAS= data be "copied & pasted" directly to the default PANEL.CFG file for the corresponding aircraft type version in order to avoid potential for typographical errors that will result in these panels not displaying with the selected/installed simulation.

The entire contents (only) of the B707 panel gauges/core files "GAUGES" container (3X individual files only) must be installed inside the FS2004 "GAUGES" folder.

The entire contents (only) of the B707 panel gauges/core files "SOUND" container (46 X individual WAV samples) must be installed inside the FS2004 "SOUND" folder (this is the "SOUND" folder inside the "FLIGHT SIMULATOR 9" folder directory and not the default Sound folder inside each aircraft base pack file).

Failure to perform either of the above steps correctly "WILL" result in these B707 panels either not displaying, displaying with missing instruments/gauges, or otherwise not working correctly.

All B707 Panels are available from the B707 panels section of the HJG "BOEING PANELS" downloads page.

"C-135 AIRCRAFT BASE PACK/PANEL ASSIGNMENTS"

- B707-320C TANKER - use either B707-320B ADV/C 1965 or B707-320B ADV/C 1970 panel
- C-135A (J57) - use B367-80 panel
- C-135B (JT3D) - use either B707-120B or B707-120B 1965 panel
- CC-137 (B707-320C) - use either B707-320B ADV/C 1965 or B707-320B ADV/C 1970 panel
- E-3C - use either B707-320B ADV/C or B707-320B ADV/C 1970 panel
- E-3D/E - use E3D CFM-56 panel
- E-6B - use B707-700 panel
- E-8C - use either B707-320B ADV/C or B707-320B ADV/C 1970 panel
- EC-18B - use either B707-320B ADV/C 1965 or B707-320B ADV/C 1970 panel
- EC-135C - use either B707-120B or B707-120B 1965 panel
- EC-137D - use either B707-320B ADV/C or B707-320B ADV/C 1970 panel
- KC-135A SHIP ONE 1956 (Short Tail Prototype) - use B367-80 panel
- KC-135A (Short Tail Early Production) - use B367-80 panel
- KC-135A - use B367-80 panel
- KC-135D/E - use either B707-120B or B707-120B 1965 panel
- KC-135R (Prototype) - use B707-700 panel
- KC-135R - use B707-700 panel
- NKC-135A - use B367-80 panel
- NKC-135A WL - use B367-80 panel
- NKC-135E - use either B707-120B or B707-120B 1965 panel
- RC-135 (J57) -use B367-80 panel
- RC-135 (JT3D) - use either B707-120B or B707-120B 1965 panel
- RC-135 (CFM-56) - use B707-700 panel
- TC-18 (B707-320B/C) - use either B707-323B ADV/C (AA configuration) or B707-323B ADV/C 1970 (AA configuration) panel
- TC-135 (CFM-56) - use B707-700 panel
- VC-137A - use B707-120 panel
- VC-137B - use either B707-120B or B707-120B 1965 panel
- VC-137C - B707-323B ADV/C (AA configuration) or B707-323B ADV/C 1970 (AA configuration) panel
- YE-8B (B707-700) - use B707-700 panel

Use each C-135 aircraft base pack file with the above recommended B707 aircraft type panels version or difficulties may result.

All, or any combination of, these B707 panels can be installed within FS without the risk of any conflicts whatsoever.

ALL HJG supplied B707 panels are equipped with a functional WX Radar unit .... and which is located on the CP sub panel of each panel version.

PLEASE NOTE: A registered (fully licensed) or non-registered (free license only) version of FSUIPC is required in order for the WX Radar feature of these panels to function .... otherwise and "INOP" placard will be displayed on the WX Radar screen.

PLEASE NOTE ALSO: The FSUIPC module is FS version specific (separate files for FS2004 and FSX). Take care to select, download, and install either an FS2004 or FSX specific version of FSUIPC in accordance with ones FS version of choice. Follow Pete DOWSON's installation instructions with precision.

The latest FSUIPC versions for FS2004 or FSX may be downloaded from ....

www.schiratti.com/dowson.html

PLEASE NOTE ADDITIONALLY: HJG does not provide technical support for FSUIPC .

HJG supplied B707-120B 1965, B707-320B ADV/C 1965, B707-320B/C ADV 1965, B707-323B/C, B707-323B/C 1970, B707-700, and EC-D CFM-56 panels are equipped with WX Radar unit and a functional INS unit .... both of which are located on the CP sub panel of each panel version.

All HJG supplied B707 panels feature a suite of high-quality interior flight deck views .... in addition to a selection of sub-panel views which are activated/deactivated using panel located tabs/hot points or the following SHIFT (+ number) keyboard commands ....

- SHIFT + 2 = deactivate/activate CAPT main panel and Intro Screen from view.
- SHIFT + 3 = activate/deactivate FO main panel and Intro Screen from view.
- SHIFT + 4 = activate/deactivate parked Windshield Wipers from view.
- SHIFT + 5 = activate/deactivate AP sub panel from view
- SHIFT + 6 = V-REF data from view.

PLEASE NOTE: To transition from CAPT main panel to FO main panel .... select F2 keyboard command (first) in order to cancel CAPT view and display Intro-Screen, then, select F3 keyboard command in order to display FO main panel view. To transition from FO main panel to CAPT main panel .... select F3 keyboard command (first) in order to cancel FO view and display Intro-Screen, then, select F2 keyboard command in order to display CAPT main panel view. Alternatively .... use the panel/sub located panel/sub-panel section icons in order to most easily transition between both FO and CAPT main panel views .... or .... from CAPT/FO main panel views and AP, CP, FE, and OH sub panels.

PLEASE NOTE ALSO: The interior flight deck views supplied with each B707 panel (Forward Left, Left, Left Rear, Rear, and both Forward Right and Right interior combing views only)" cannot" work in FSX. All other sub panel (OH, FE, CP, AP, and WX sub panels) views are fully functional though in both FS2004 and FSX and should be selected using the sub panel selection icons located on both the CAPT and FO Main Panels and/or on each of the principle sub panel (OH, FE, and CP) views.

1.09: "C-135 SOUND PACKS INSTALLATION" (default FS2004 only procedures).

PLEASE NOTE: All HJG supplied C-135 simulations use HJG supplied B707 sound packs.

All HJG supplied B707 sound packs must be installed inside the recommended aircraft base pack folder in order to ensure optimum audio playback quality. These sound packs are compiled in accordance with FDE data. These sound packs are intended to replace the default Sound folders (aliased to the MSFS B737 sounds) supplied with each C-135 aircraft base pack file.

9X engine type specific sound pack versions are offered for use with all HJG supplied C-135 simulations as follows ....

FS2004 SOUND PACKS

- P&W JT3P (no reverse) Turbo-Jet sound pack FS9
- P&W JT3C-6 Turbo-Jet sound pack FS9
- P&W JT3C-6 (no reverse) Turbo-Jet sound pack FS9
- P&W JT3D-3B Fan-Jet sound pack FS9
- P&W JT3D-3B (no reverse) Fan-Jet sound pack FS9
- P&W JT3D-7 Fan-Jet sound pack FS9
- P&W JT3D-7 (no reverse) Fan-Jet sound pack FS9
- CFM-56 Turbo-Fan sound pack FS9
- CFM-56 (no reverse) Turbo-Fan sound pack FS9

FSX SOUND PACKS

- P&W JT3P (no reverse) Turbo-Jet sound pack FSX
- P&W JT3C-6 Turbo-Jet sound pack FSX
- P&W JT3C-6 (no reverse) Turbo-Jet sound pack FSX
- P&W JT3D-3B Fan-Jet sound pack FSX
- P&W JT3D-3B (no reverse) Fan-Jet sound pack FSX
- P&W JT3D-7 Fan-Jet sound pack FSX
- P&W JT3D-7 (no reverse) Fan-Jet sound pack FSX
- CFM-56 Turbo-Fan sound pack FSX
- CFM-56 (no reverse) Turbo-Fan sound pack FSX

PLEASE NOTE: Each of the above sound packs are compiled as separate "FS2004" and "FSX" specific audio versions. "DO NOT" use FS2004 sound packs in FSX .... and .... and .... "DO NOT" use FSX sound packs in FS2004. Each sound pack "MUST" be used within its intended FS version.

All B707 Sound Packs are available from the B707 section of the HJG "BOEING SOUNDS" downloads page.

RECOMMENDED FS AUDIO/SOUND SLIDER SETTINGS

These settings can vary in accordance with both audio hardware capabilities and personal preferences. For optimum audio playback quality the following FS2004 based OPTIONS/SETTINGS/SOUND sound slider settings are recommended for use with each of the HJG hosted B707 sound packs ....

"ENGINES" = 65%
"cockpit = 50%
"ENVIRONMENT" = 75%
"NAVIGATION" = 10%
"LESSONS" = as required
"ATC" = as required

Experiment with the above recommended settings first .... then adjust these settings in accordance with audio hardware capabilities and personal preferences.

"C-135 AIRCRAFT BASE PACK/SOUND PACK ASSIGNMENTS"

- B707-320C TANKER - use P&W JT3D-7 Fan-Jet sound pack
- C-135A J57 - use P&W JT3C-6 (no reverse) Turbo-Jet sound pack
- C-135B JT3D - use P&W JT3D-3B Fan-Jet sound pack
- CC-137 (B707-320C) - use P&W JT3D-7 Fan-Jet sound pack
- E-3C - use P&W JT3D-7 (no reverse) Fan-Jet sound pack
- E-3D - use CFM-56 Turbo-Fan sound pack
- E-6B - use CFM-56 Turbo-Fan sound pack
- E-8C - use P&W JT3D-3B Fan-Jet sound pack
- EC-18B - use P&W JT3D-7 Fan-Jet sound pack
- EC-135C - use P&W JT3D-3B Fan-Jet sound pack
- EC-137D - use P&W JT3D-3B (no reverse) Fan-Jet sound pack
- KC-135A SHIP ONE 1956 (Short Tail Prototype) - use B367-80 P&W JT3P (no reverse) Turbo-Jet sound pack
- KC-135A (Short Tail Early Production) - use P&W JT3C-6 (no reverse) Turbo-Jet sound pack
- KC-135A - use P&W JT3C-6 (no reverse) Turbo-Jet sound pack
- KC-135D/E - use P&W JT3D-3B Fan-Jet sound pack
- KC-135R (Prototype) - use CFM-56 (no reverse) Turbo-Fan sound pack
- KC-135R - use CFM-56 (no reverse) Turbo-Fan sound pack
- NKC-135A - use P&W JT3C-6 (no reverse) Turbo-Jet sound pack
- NKC-135A WL - use P&W JT3C-6 (no reverse) Turbo-Jet sound pack
- NKC-135E - use P&W JT3D-3B Fan-Jet sound pack
- RC-135 J57 - use P&W JT3C-6 (no reverse) Turbo-Jet sound pack
- RC-135 JT3D - use P&W JT3D-3B Fan-Jet sound pack
- RC-135 CFM56 - use CFM-56 Turbo-Fan sound pack
- TC-18 (B707-320B/C) - use P&W JT3D-7 Fan-Jet sound pack
- TC-135 CFM56 - use CFM-56 Turbo-Fan sound pack
- VC-137A - use P&W JT3C-6 Turbo-Jet sound pack
- VC-137B - use P&W JT3D-3B Fan-Jet sound pack
- VC-137C - use P&W JT3D-3B Fan-Jet sound pack
- YE-8B (B707-700) - use CFM-56 Turbo-Fan sound pack

PLEASE NOTE: Use each C-135 aircraft base pack version with the above recommended B707 sound pack version.

PLEASE NOTE ALSO: All, or any combination of, these B707 sound packs can be installed within FS without the risk of any conflicts.

1.10: "SMOKE EFFECTS" (default FS2004 only procedures).

All HJG supplied C-135 aircraft base packs are compiled to use HJG supplied B707 smoke effects files.

All B707 smoke effects files are available from the "AIRCRAFT EFFECTS" downloads section on the HJG website.

All HJG supplied smoke effects must be installed inside the FS2004 "EFFECTS" folder .... in accordance with accompanying installation instructions.

PLEASE NOTE: When used with HJG supplied B707 panels (only) these smoke effects are "auto-generating" at high engine RPM.

PLEASE NOTE ALSO: If using non-HJG supplied B707 Panels with these simulations then these smoke effects must be "manually toggled" ON/OFF using the standard FS keyboard "I" smoke command.

PLEASE NOTE ADDITIONALLY: The HJG E-3D, E-6B, KC-135R, RC-135 (CFM56), and TC-135 (CFM56) Simulations do not (intentionally) feature smoke effects. The CFM-56 turbo-fan engines which powered these particular aircraft versions are "virtually" smokeless.

1.11: "C-135 TEXTURE FILES" (default FS2004 only procedures).

HJG offer an extensive inventory of airline/operator liveries for each of its C-135 simulations. This selection is constantly growing with most HJG website updates. HJG´s selection of C-135 liveries/textures represent a wide range of these aircraft subjects spanning the 1950´s, 60's, 70´s, 80´s, 90´s era and up to relatively recent times.

Each HJG supplied C-135 texture folder must be installed inside the aircraft base pack folder for that particular C-135 aircraft subject. The FLTSIM.XX content of ADD TO AIRCRAFT files which accompany each texture file must be copied & pasted to the AIRCRAFT.CFG file contained within the aircraft base pack folder .... then .... the FLTSIM.XX data line for each texture subject edited edited to read "FLTSIM.0" for the very first texture addition only and these edits "saved" accordingly.

The FLTSIM.XX data for each subsequent Texture addition must then be edited to read in strict numerical order following the very first entry .... as per the following specimens ....

[fltsim.0]

[fltsim.1]

[fltsim.2] .... etc

All HJG supplied C-135 textures are aircraft type specific and must be used with the correct corresponding aircraft base pack models .... or display issues "WILL" result ....

Select ones texture/s of choice .... as this will then determine which particular aircraft base pack/s are required.

In order to determine precisely what textures are available for each of the various B707 aircraft base pack files provided by HJG .... refer to the following linked HJG B707 and B720 TEXTURE INVENTORIES ....

C-135 TEXTURE LIST
tonymadgehjg.proboards.com/thread/7339/series-military-class-texture-inventory

All C-135 texture files are available from the "C-135, E-3, E-6, E-6, KC-135, NKC-135, RC-135, TC-18, and VC-137 sections on the HJG download page.

1.12: "KNOWN ISSUES".

Some "VERY MINOR" issues are known to exist among the HJG hosted C-135 Simulations .... HOWEVER .... the end user is not, in any way, disadvantaged by any of these. The minor issues which are known to exist among these C-135 Simulations are as follows ....

- The interior flight deck views suite incorporated into each B707 panel version do not display in FSX.

- On the ground, and "at extremely low weights, some of these models will tend to demonstrate "a slightly nose down static pitch/canter". The CFG defined CP data for each has been adjusted "as much as we dare" .... and has corrected this somewhat (almost to the point of this not being any issue at all at MGW), but, this particular issue appears to be a limitation imposed by these older 3D models. Be advised also that any apparently excessive nose canter, whilst on the ground and at extremely low weight, may be countered somewhat by fuel and payload redistribution.

- It has been reported that the upper and lower fuselage red Beacon/Anti-Collision Lights on most (not all) HJG supplied C-135 SERIES simulations are not functioning. There "is" a very simple edit/fix to resolve this .... as which is follows ....

Open the AIRCRAFT.CFG file for each HJG supplied C-135 SERIES simulation. Scroll down to the "LIGHTING" section within each CFG file. Identify and focus on both the "LIGHT.0" and "LIGHT.01" data lines only. By default the suffix for each of these 2 Beacon Light entries will read =2 as follows ....

light.0=2,
light.1=2,

Edit the suffix for both of these 2 Beacon Light entries (only) to read =1 as follows ....

light.0=1,
light.1=1,

Do not edit any other data associated with the LIGHTING section for the HJG C-135 SERIES simulations.

PLEASE NOTE: The following HJG supplied C-135 SERIES simulations "DO NOT" require the above recommended edit .... the LIGHTING data for these subjects "IS" correct as supplied ....

E-3C
E-3D
E-6B
EC-137D

- The September 12th 2024 released KC-135A SHIP ONE 1956 (Short Tail Prototype), KC-135A (Short Tail Early Production), and KC-135R (Prototype) simulations are "BETA RELEASE" files only. Be advised the Main Gear wheels on these three 3D Models (only) currently do not rotate (the Nose Gear wheels on these same 3D Models rotate fine though). We will address this as soon as possible. Be advised also .... this extremely minor issue "DOES NOT" impact the ground maneuverability or inflight performance of either of these simulations in any way shape or form and their other animations are entirely unaffected. Each of these simulations otherwise perform "PERFECTLY" in FS.

"PLEASE" .... do not contact us in regard to the above-mentioned issues. HJG may, in time, be able to rectify these issues, but, for now everything "is what it "IS". Once again .... each of these particular issues is "EXTREMELY MINOR" and "WILL NOT" impair one's enjoyment of any of these otherwise fine simulations.

1.13: A FEW FINAL WORDS.

It is important to appreciate the HJG supplied C-135 simulations represent some fairly complex FS engineering.

Each file has been individually checked for its functionality prior to uploading.

Each file was noted to perform "FINE" .... or it simply would not be uploaded here.

Despite this and HJG's endeavours to provide the best possible classic/historic jetliner "FREEWARE", it is not inconceivable that some oversights might have occurred, or, that difficulties might be encountered by some .... perhaps due only to the extensive variability among PC systems today rather than end user or product faults.

HJG will try and assist troubleshooting any reported issues that arise, but "kindly understand" that whatever occurs on one PC system "may not be universally experienced".

Any issues arising in regard to these B707 simulations should be addressed on the "BOEING AIRCRAFT SUPPORT" page of the HJG forum.

Mark C
AKL/NZ

Last Edit: Sept 24, 2024 11:02:04 GMT by aerofoto - HJG Admin: updating

HJG B707, B717-200, B720, B727, B737, BAC 1-11, BAe 146/ARJ, C135, C1K, CARAVELLE, COMET, CONCORDE, CV880, CV990, DC-8, DC-9, DC-10, TRIDENT, L-1011, MD-80/-90, MERCURE, & VC10 RATED.

I know you think you understand what you thought I said but what you thought you heard is not what I meant !

aerofoto - HJG Admin
Administrator

Global Moderator

Posts: 19,348

C-135 (series) - Installation & Handling Notes Dec 15, 2020 3:25:53 GMT

Post by aerofoto - HJG Admin on Dec 15, 2020 3:25:53 GMT

C-135 INSTALLATION & HANDLING NOTES # 2

UPDATED: DECEMBER 15th 2020.

B707 PANEL/INSTRUMENT DESCRIPTIONS

PLEASE NOTE: All HJG supplied C-135 simulations use HJG B707 Panel assignments.

Please read the following panel/sub panel descriptions carefully.

It is important to understand the differences between each B707 panel version as well as some of their gauges functions too. The HJG supplied B707 panels are separated into 3 basic categories as follows ....

- 1959 era panels.
- 1965 era panels.
- 1970 era panels.

Whilst some of these B707 panels may look similar, no 2 HJG supplied B707 panel versions are actually identical in respect of either their gauges layout, instrumentation standard, and/or gauges calibration. Each B707 panel version is aircraft type, or group, specific and "MUST" be used with the correct/intended B707 aircraft base pack/s .... or performance issues "WILL" result.

2.00: B707 OVERHEAD SUB PANEL - B367-80

The B367-80 OH sub panel is opened/closed using either the "OH" icon located on each CAPT or FO main panel view. From top left .... and moving down .... and toward the right .... the standard OH sub panel is composed of each of the following features ....

- A bank of 7 interior lighting switches are located within the top left of the OH sub panel. In order of their presentation and from top to bottom these each illuminate the following items .... Dome, Instrument Back Lighting, Center Panel, Control Stand, Captains Map, Captains Panel, and OH lighting. This lighting may be engaged by setting each switch "right/left" to its "ON/OFF" position respectively.

- A bank of 4 Engine Nacelle Anti-Ice switches are located within the bottom left of the OH sub panel. In order of their presentation and from left to right, these switches each relate to engines #1/#2/#3/and #4 .... each may be engaged by setting their corresponding switches "down/up" to their "ON/OFF" positions respectively. Each will momentarily illuminate their associated (orange) lamps when selected "ON".

- A bank of 7 sub panel selection icons are located at the extreme top middle of the OH sub panel. In order of their presentation and from left to right these icons each open the following items .... CAPT, CP, ATC, MAP, KNEE-BOARD, FE, and FO sub panel views and windows.

- The engine fire Warning and Extinguisher System is located across the entire top middle of the OH sub panel .... below the sub panel selection icon. A separate extinguisher is represented for each individual engine. In order of their presentation the cover for these fire extinguishers are numbered 1/2/3/and 4 .... each corresponding with engines #1/#2/#3/and #4 respectively. The fire extinguisher for any engine is engaged by left mouse clicking on the cover for a selected engine (which opens the extinguisher cover for that engine) .... THEN .... left mouse clicking inside the open recess for that same selected engine (in order to activate the extinguisher) .... and which discharges the extinguisher for that same selected engine with its audio effect.

The B707-120 OH sub panel is opened/closed using either the "OH" icon located on each CAPT or FO main panel view. From top left .... and moving down .... and toward the right .... the standard full OH sub panel is composed of each of the following features ....

- A bank of 7 interior lighting switches are located within the top left of the OH sub panel. In order of their presentation and from top to bottom these each illuminate the following items .... Dome, Instrument Back Lighting, Center Panel, Control Stand, Captains Map, Captains Panel, and OH lighting. This lighting may be engaged by setting each switch "right/left" to its "ON/OFF" position respectively.

- A bank of 4 Engine Nacelle Anti-Ice switches are located within the bottom left of the OH sub panel. In order of their presentation and from left to right, these switches each relate to engines #1/#2/#3/and #4 .... each may be engaged by setting their corresponding switches "down/up" to their "ON/OFF" positions respectively.

- A bank of 7 sub panel selection icons are located at the extreme top middle of the OH sub panel. In order of their presentation and from left to right these icons each open the following items .... CAPT, CP, ATC, MAP, KNEE-BOARD, FE, and FO sub panel views and windows.

- A bank of 4 Engine Start switches are located within the top middle of the OH sub panel .... below the sub panel selection icons. In order of their presentation and from left to right these each relate to engines #1/#2/#3/and #4 .... with #2 and #3 engine start switches being separated by the Start Air Valve switch. Each of the Engine switches may be set to their corresponding "GRND" (for ground engine startup) or "FLT" (inflight engine startup) positions. The Start Air Valve switch may be engaged by left mouse clicking on its (red) cover.

- An Oxygen Supply switch .... and both No Smoking and Fasten Seat Belt Sign switches are each located within the center middle of the OH sub panel. Both the No Smoking and Fasten Seat Belt Sign switch (tones) may be engaged by setting each "down" to their "ON/OFF" positions. The Oxygen Supply switch may be engaged by left mouse clicking on its (red) cover.

- An Emergency Lighting switch .... and both Ground Crew Call and Flight Attendant Call tabs are also each located within the center middle of the OH sub panel .... below the No Smoking and Fasten Seat Belt switches. The Emergency Lighting switch may be engaged by left mouse clicking on its (red) cover. Both the Ground Crew Call (cockpit/ground engine startup dialogue) and Flight Attendant Call tone may be activated by left mouse clicking on each of the corresponding tabs.

- A pair of Wing Temperature gauge, Wing Temperature Sensor selector and Wing De-Ice switches, and a Windshield Wiper knob are each located within the bottom middle of the OH sub panel. The Wing Temperature Sensor selector switch may be engaged by setting this switch "left" to its "PORT" wing position or "right" to its "STBD" wing position. The Wing De-Ice selector switch may be engaged by setting this switch "down/up" to its "ON/OFF" position respectively.

- A bank of 11 external lighting switches are located within the bottom middle of the OH sub panel. In order of their presentation and from left to right these each relate to .... Left Landing Lights, Landing Lights Extend/Retract, Right Landing Lights, Taxi Lights, Navigation, Rotating Beacon, and Wing Strobe lights. Each of these switches are engaged/disengaged by setting their corresponding switches "down/up" to their "ON/OFF" positions respectively.

- A Magnetic Compass is located at the extreme bottom middle of the OH sub panel.

- A bank of 3 interior lighting switches are located within the top right of the OH sub panel. In order of their presentation and from top to bottom these each illuminate the following items .... Magnetic Compass, FO panel, and FO Map lighting. In order of their presentation these 3 lighting switches each engage/disengage Magnetic Compass, FO panel, and FO Map lighting. This lighting may be engaged by setting each switch "right/left" to its "ON/OFF" position respectively.

- A pair of Pitot Heat switches are located within the bottom right of the OH sub panel .... these switches may be engaged by setting each "down/up" to their "ON/OFF" positions respectively.

2.02: B707 OVERHEAD SUB PANEL - B707-120B 1965/-320B ADV & C/-323B & C (INS Version)

The B707-120B 1965/-138B/-320B ADVC/323C/ INS OH sub panel is opened/closed using either the "OH" icon located on each CAPT or FO main panel view. From top left .... and moving down .... and toward the right .... the standard full OH sub panel is composed of each of the following features ....

- A bank of 7 interior lighting switches are located within the top left of the OH sub panel. In order of their presentation and from top to bottom these each illuminate the following items .... Dome, Instrument Back Lighting, Center Panel, Control Stand, Captains Map, Captains Panel, and OH lighting. This lighting may be engaged by setting each switch "right/left" to its "ON/OFF" position respectively.

- A bank of 4 Engine Nacelle Anti-Ice switches are located within the bottom left of the OH sub panel. In order of their presentation and from left to right, these switches each relate to engines #1/#2/#3/and #4 .... each may be engaged by setting their corresponding switches "down/up" to their "ON/OFF" positions respectively.

- A bank of 4 Engine Nacelle Anti-Ice switches are located within the bottom left of the OH sub panel. In order of their presentation and from left to right, these switches each relate to engines #1/#2/#3/and #4 .... each may be engaged by setting their corresponding switches "down/up" to their "ON/OFF" positions respectively. Each will momentarily illuminate their associated (orange) lamps when selected "ON".

- A bank of 7 sub panel selection icons are located at the extreme top middle of the OH sub panel. In order of their presentation and from left to right these icons each open the following items .... CAPT, CP, ATC, MAP, KNEE-BOARD, FE, and FO sub panel views and windows.

- A bank of 4 Engine Start switches are located within the top middle of the OH sub panel .... below the sub panel selection icons. In order of their presentation and from left to right these each relate to engines #1/#2/#3/and #4 .... with #2 and #3 engine start switches being separated by the Start Air Valve switch. Each of the Engine switches may be set to their corresponding "GRND" (for ground engine startup) or "FLT" (inflight engine startup) positions. The Start Air Valve switch may be engaged by left mouse clicking on its (red) cover.

- An ADF1 Radio is located within the left middle of the OH sub panel .... below the Engine Start and Start Air Valve switches. Left mouse clicking the left and right sides of the first selector tab (- and + positions respectively) cycles the displayed primary digit of any ADF1 frequency. Left mouse clicking the left and right sides of the second selector tab (- and + positions respectively) cycles the displayed secondary digit of any ADF1 frequency. Left mouse clicking the left and right sides of the third selector tab (- and + positions respectively) cycles the displayed tertiary digit of any ADF1 frequency.

- An Oxygen Supply switch .... and both No Smoking and Fasten Seat Belt Sign switches are each located within the center middle of the OH sub panel .... between both ADF1/2 Radios.. Both the No Smoking and Fasten Seat Belt Sign switch (tones) may be engaged by setting each "down" to their "ON/OFF" positions. The Oxygen Supply switch may be engaged by left mouse clicking on its (red) cover.

AN ADF2 Radio is located within the right middle of the OH sub panel .... to the right of the Oxygen Supply switch. Left mouse clicking the left and right sides of the first selector tab (- and + positions respectively) cycles the displayed primary digit of any ADF2 frequency. Left mouse clicking the left and right sides of the second selector tab (- and + positions respectively) cycles the displayed secondary digit of any ADF2 frequency. Left mouse clicking the left and right sides of the third selector tab (- and + positions respectively) cycles the displayed tertiary digit of any ADF2 frequency.

- An INS MSU Mode Selector switch is also located within the center middle of the OH sub panel .... below the ADF1 Radio. Its rotary switch may be cycled between either STBY, ALIGN, NAV, and ATT positions ... in accordance with the required INS function. See Section 5:01/CP SUB PANEL/INS VERSION for further explanation in regard to the INS.

PLEASE NOTE: When cycling the INS MSU Mode rotary selector switch between either STBY, ALIGN, NAV, and ATT mode positions it is essential to position the mouse cursor directly over the intended detent with precision) .... and to left mouse click .... and depress .... the selected detent for a few seconds .... in order to engage the intended mode. These actions simulate both pulling, and then rotating, INS MSU Mode rotary selector switch.

PLEASE NOTE ALSO: The INS unit, along with its associated Mode and Test switches, and Data Keypad, is located on the CP sub panel.

- An Emergency Lighting switch .... and both Ground Crew Call and Flight Attendant Call tabs are also each located within the center middle of the OH sub panel .... below the No Smoking and Fasten Seat Belt switches. The Emergency Lighting switch may be engaged by left mouse clicking on its (red) cover. Both the Ground Crew Call (cockpit/ground engine startup dialogue) and Flight Attendant Call tone may be activated by left mouse clicking on each of the corresponding tabs.

- A pair of Wing Temperature gauge, Wing Temperature Sensor selector and Wing De-Ice switches, and a Windshield Wiper knob are each located within the bottom middle of the OH sub panel. The Wing Temperature Sensor selector switch may be engaged by setting this switch "left" to its "PORT" wing position or "right" to its "STBD" wing position. The Wing De-Ice selector switch may be engaged by setting this switch "down/up" to its "ON/OFF" position respectively.

- A bank of 11 external lighting switches are located within the bottom middle of the OH sub panel. In order of their presentation and from left to right these each relate to .... Left Landing Lights, Landing Lights Extend/Retract, Right Landing Lights, Taxi Lights, Navigation, Rotating Beacon, and Wing Strobe lights. Each of these switches are engaged/disengaged by setting their corresponding switches "down/up" to their "ON/OFF" positions respectively.

- A Magnetic Compass is located at the extreme bottom middle of the OH sub Panel.

- A bank of 3 interior lighting switches are located within the top right of the OH sub panel. In order of their presentation and from top to bottom these each illuminate the following items .... Magnetic Compass, FO panel, and FO Map lighting. In order of their presentation these 3 lighting switches each engage/disengage Magnetic Compass, FO panel, and FO Map lighting. This lighting may be engaged by setting each switch "right/left" to its "ON/OFF" position respectively.

- A pair of Pitot Heat switches are located within the bottom right of the OH sub panel .... these switches may be engaged by setting each "down/up" to their "ON/OFF" positions respectively.

2.03: B707 OVERHEAD SUB PANEL - B707-700

The B707-700 OH sub panel is opened/closed using either the "OH" icon located on each CAPT or FO main panel view. From top left .... and moving down .... and toward the right .... the standard full OH sub panel is composed of each of the following features ....

- A bank of 4 interior lighting switches are located within the top left of the OH sub panel. In order of their presentation and from top to bottom these each illuminate the following items .... Dome, Control Stand, Captains Map, and OH lighting. This lighting may be engaged by setting each switch "right/left" to its "ON/OFF" position respectively.

- A bank of 4 Engine Nacelle Anti-Ice switches are located within the bottom left of the OH sub panel. In order of their presentation and from left to right, these switches each relate to engines #1/#2/#3/and #4 .... each may be engaged by setting their corresponding switches "down/up" to their "ON/OFF" positions respectively. Each will momentarily illuminate their associated (orange) lamps when selected "ON".

- A bank of 7 sub panel selection icons are located at the extreme top middle of the OH sub panel. In order of their presentation and from left to right these icons each open the following items .... CAPT, CP, ATC, MAP, KNEE-BOARD, FE, and FO sub panel views and windows.

- The engine fire Warning and Extinguisher System is located across the entire top middle of the OH sub panel .... below the sub panel selection icon. A separate extinguisher is represented for each individual engine. In order of their presentation the cover for these fire extinguishers are numbered 1/2/3/and 4 .... each corresponding with engines #1/#2/#3/and #4 respectively. The fire extinguisher for any engine is engaged by left mouse clicking on the cover for a selected engine (which opens the extinguisher cover for that engine) .... THEN .... left mouse clicking inside the open recess for that same selected engine (in order to activate the extinguisher) .... and which discharges the extinguisher for that same selected engine with its audio effect.

PLEASE NOTE: Once the fire extinguisher for any engine has been selected that particular engine will automatically shutdown. It will not be possible to restart that same selected engine again during that particular flying session.

- A bank of 4 Engine Start switches are located within the top middle of the OH sub panel .... below the sub panel selection icons. In order of their presentation and from left to right these each relate to engines #1/#2/#3/and #4 .... with #2 and #3 engine start switches being separated by the Start Air Valve switch. Each of the Engine switches may be set to their corresponding "GRND" (for ground engine startup) or "FLT" (inflight engine startup) positions. The Start Air Valve switch may be engaged by left mouse clicking on its (red) cover.

- An ADF1 Radio is located within the left middle of the OH sub panel .... below the Engine Start and Start Air Valve switches. Left mouse clicking the left and right sides of the first selector tab (- and + positions respectively) cycles the displayed primary digit of any ADF1 frequency. Left mouse clicking the left and right sides of the second selector tab (- and + positions respectively) cycles the displayed secondary digit of any ADF1 frequency. Left mouse clicking the left and right sides of the third selector tab (- and + positions respectively) cycles the displayed tertiary digit of any ADF1 frequency.

- An Oxygen Supply switch .... and both No Smoking and Fasten Seat Belt Sign switches are each located within the center middle of the OH sub panel .... between both ADF1/2 Radios.. Both the No Smoking and Fasten Seat Belt Sign switch (tones) may be engaged by setting each "down" to their "ON/OFF" positions. The Oxygen Supply switch may be engaged by left mouse clicking on its (red) cover.

An ADF2 Radio is located within the right middle of the OH sub panel .... to the right of the Oxygen Supply switch. Left mouse clicking the left and right sides of the first selector tab (- and + positions respectively) cycles the displayed primary digit of any ADF2 frequency. Left mouse clicking the left and right sides of the second selector tab (- and + positions respectively) cycles the displayed secondary digit of any ADF2 frequency. Left mouse clicking the left and right sides of the third selector tab (- and + positions respectively) cycles the displayed tertiary digit of any ADF2 frequency.

- An INS MSU Mode Selector switch is also located within the center middle of the OH sub panel .... below the ADF1 Radio. Its rotary switch may be cycled between either STBY, ALIGN, NAV, and ATT positions ... in accordance with the required INS function.

PLEASE NOTE: When cycling the INS MSU Mode rotary selector switch between either STBY, ALIGN, NAV, and ATT mode positions it is essential to position the mouse cursor directly over the intended detent with precision) .... and to left mouse click .... and depress .... the selected detent for a few seconds .... in order to engage the intended mode. These actions simulate both pulling, and then rotating, INS MSU Mode rotary selector switch.

PLEASE NOTE ALSO: The INS unit, along with its associated Mode and Test switches, and Data Keypad, is located on the CP sub panel.

- An Emergency Lighting switch .... and both Ground Crew Call and Flight Attendant Call tabs are also each located within the center middle of the OH sub panel .... below the No Smoking and Fasten Seat Belt switches. The Emergency Lighting switch may be engaged by left mouse clicking on its (red) cover. Both the Ground Crew Call (cockpit/ground engine startup dialogue) and Flight Attendant Call tone may be activated by left mouse clicking on each of the corresponding tabs.

- A pair of Wing Temperature gauge, Wing Temperature Sensor selector and Wing De-Ice switches, and a Windshield Wiper knob are each located within the bottom middle of the OH sub panel. The Wing Temperature Sensor selector switch may be engaged by setting this switch "left" to its "PORT" wing position or "right" to its "STBD" wing position. The Wing De-Ice selector switch may be engaged by setting this switch "down/up" to its "ON/OFF" position respectively.

- A bank of 11 external lighting switches are located within the bottom middle of the OH sub panel. In order of their presentation and from left to right these each relate to .... Left Landing Lights, Landing Lights Extend/Retract, Right Landing Lights, Taxi Lights, Navigation, Rotating Beacon, and Wing Strobe lights. Each of these switches are engaged/disengaged by setting their corresponding switches "down/up" to their "ON/OFF" positions respectively.

- A Magnetic Compass is located at the extreme bottom middle of the OH sub panel.

- A bank of 2 interior lighting switches are located within the top right of the OH sub panel. In order of their presentation and from top to bottom these each illuminate the following items .... Magnetic Compass, FO panel, and FO Map lighting. In order of their presentation these 3 lighting switches each engage/disengage Magnetic Compass, FO panel, and FO Map lighting. This lighting may be engaged by setting each switch "right/left" to its "ON/OFF" position respectively.

- A pair of Pitot Heat switches are located within the bottom right of the OH sub panel .... these switches may be engaged by setting each "down/up" to their "ON/OFF" positions respectively.

2.04: B707 OVERHEAD SUB PANEL - E-3D Version

The E-3D OH sub panel is opened/closed using either the "OH" icon located on each CAPT or FO main panel view. From top left .... and moving down .... and toward the right .... the standard full OH sub panel is composed of each of the following features ....

- A bank of 4 interior lighting switches are located within the top left of the OH sub panel. In order of their presentation and from top to bottom these each illuminate the following items .... Dome, Control Stand, Captains Map, and OH lighting. This lighting may be engaged by setting each switch "right/left" to its "ON/OFF" position respectively.

- A bank of 4 Engine Nacelle Anti-Ice switches are located within the bottom left of the OH sub panel. In order of their presentation and from left to right, these switches each relate to engines #1/#2/#3/and #4 .... each may be engaged by setting their corresponding switches "down/up" to their "ON/OFF" positions respectively. Each will momentarily illuminate their associated (orange) lamps when selected "ON".

- A bank of 7 sub panel selection icons are located at the extreme the top middle of the OH sub panel. In order of their presentation and from left to right these icons each open the following items .... CAPT, CP, ATC, MAP, KNEE-BOARD, FE, and FO sub panel views and windows.

- The engine fire Warning and Extinguisher System is located across the entire top middle of the OH sub panel .... below the sub panel selection icon. A separate extinguisher is represented for each individual engine. In order of their presentation the cover for these fire extinguishers are numbered 1/2/3/and 4 .... each corresponding with engines #1/#2/#3/and #4 respectively. The fire extinguisher for any engine is engaged by left mouse clicking on the cover for a selected engine (which opens the extinguisher cover for that engine) .... THEN .... left mouse clicking inside the open recess for that same selected engine (in order to activate the extinguisher) .... and which discharges the extinguisher for that same selected engine with its audio effect.

PLEASE NOTE: Once the fire extinguisher for any engine has been selected that particular engine will automatically shutdown. It will not be possible to restart that same selected engine again during that particular flying session.

- A bank of 4 Engine Start switches are located within the top middle of the OH sub panel .... below the sub panel selection icons. In order of their presentation and from left to right these each relate to engines #1/#2/#3/and #4 .... with #2 and #3 engine start switches being separated by the Start Air Valve switch. Each of the Engine switches may be set to their corresponding "GRND" (for ground engine startup) or "FLT" (inflight engine startup) positions. The Start Air Valve switch may be engaged by left mouse clicking on its (red) cover.

- An ADF1 Radio is located within the left middle of the OH sub panel .... below the Engine Start and Start Air Valve switches. Left mouse clicking the left and right sides of the first selector tab (- and + positions respectively) cycles the displayed primary digit of any ADF1 frequency. Left mouse clicking the left and right sides of the second selector tab (- and + positions respectively) cycles the displayed secondary digit of any ADF1 frequency. Left mouse clicking the left and right sides of the third selector tab (- and + positions respectively) cycles the displayed tertiary digit of any ADF1 frequency.

- An Oxygen Supply switch .... and both No Smoking and Fasten Seat Belt Sign switches are each located within the center middle of the OH sub panel .... between both ADF1/2 Radios.. Both the No Smoking and Fasten Seat Belt Sign switch (tones) may be engaged by setting each "down" to their "ON/OFF" positions. The Oxygen Supply switch may be engaged by left mouse clicking on its (red) cover.

An ADF2 Radio is located within the right middle of the OH sub panel .... to the right of the Oxygen Supply switch. Left mouse clicking the left and right sides of the first selector tab (- and + positions respectively) cycles the displayed primary digit of any ADF2 frequency. Left mouse clicking the left and right sides of the second selector tab (- and + positions respectively) cycles the displayed secondary digit of any ADF2 frequency. Left mouse clicking the left and right sides of the third selector tab (- and + positions respectively) cycles the displayed tertiary digit of any ADF2 frequency.

- An INS MSU Mode Selector switch is also located within the center middle of the OH sub panel .... below the ADF1 Radio. Its rotary switch may be cycled between either STBY, ALIGN, NAV, and ATT positions ... in accordance with the required INS function.

PLEASE NOTE: When cycling the INS MSU Mode rotary selector switch between either STBY, ALIGN, NAV, and ATT mode positions it is essential to position the mouse cursor directly over the intended detent with precision) .... and to left mouse click .... and depress .... the selected detent for a few seconds .... in order to engage the intended mode. These actions simulate both pulling, and then rotating, INS MSU Mode rotary selector switch.

PLEASE NOTE ALSO: The INS unit, along with its associated Mode and Test switches, and Data Keypad, is located on the CP sub panel.

- An Emergency Lighting switch .... and both Ground Crew Call and Flight Attendant Call tabs are also each located within the center middle of the OH sub panel .... below the No Smoking and Fasten Seat Belt switches. The Emergency Lighting switch may be engaged by left mouse clicking on its (red) cover. Both the Ground Crew Call (cockpit/ground engine startup dialogue) and Flight Attendant Call tone may be activated by left mouse clicking on each of the corresponding tabs.

- A pair of Wing Temperature gauge, Wing Temperature Sensor selector and Wing De-Ice switches, and a Windshield Wiper knob are each located within the bottom middle of the OH sub panel. The Wing Temperature Sensor selector switch may be engaged by setting this switch "left" to its "PORT" wing position or "right" to its "STBD" wing position. The Wing De-Ice selector switch may be engaged by setting this switch "down/up" to its "ON/OFF" position respectively.

- A bank of 7 external lighting switches are located within the bottom middle of the OH sub panel. In order of their presentation and from left to right these each relate to .... Left Landing Lights, Landing Lights Extend/Retract, Right Landing Lights, Taxi Lights, Navigation, Rotating Beacon, and Wing Strobe lights. Each of these switches are engaged/disengaged by setting their corresponding switches "down/up" to their "ON/OFF" positions respectively.

- A Magnetic Compass is located at the extreme bottom middle of the OH sub panel.

- A bank of 2 interior lighting switches are located within the top right of the OH sub panel. In order of their presentation and from top to bottom these each illuminate the following items .... Magnetic Compass, FO panel, and FO Map lighting. In order of their presentation these 3 lighting switches each engage/disengage Magnetic Compass, FO panel and FO Map lighting. This lighting may be engaged by setting each switch "right/left" to its "ON/OFF" position respectively.

- A pair of Pitot Heat switches are located within the bottom right of the OH sub panel .... these switches may be engaged by setting each "down/up" to their "ON/OFF" positions respectively.

2.05: B707 CAPT OVERHEAD MAIN PANEL - B367-80/B707-120/-120B 1965/-320B ADV & C/-323B ADV & C/-700 Version

The B707-120/-120B/-120B 1965/-138 EARLY/-138B LATE/-220/-320/-320B EARLY/-320B ADVC/-320B ADVC 1970/-323C/323C 1970/-420/-700 CAPT OH main panel is the uppermost section of the main panel located above the windshield. From top left .... and moving toward the right .... the CAPT OH main panel is composed of each of the following features ....

- A bank of 7 sub panel selection icons are located at the extreme left of the CAPT OH main panel. In order of their presentation and from left to right these icons each open the following sub panel items .... OH (full), CP, ATC, MAP, KNEE-BOARD, F/E, and F/O sub panel views and windows.

- 3 pairs of external lighting switches are located within the middle of the CAPT OH main panel. In order of their presentation and from left to right these switches engage/disengage the following items .... left side Landing Lights switches, Landing Lights extend/retract switches, right side Landing Lights switches.

- A pair of external lighting switches are also located within the middle right of the CAPT OH main panel. This pair of switches engage/disengage/extend/retract the Taxi Lights.

- 3 individual external lighting switches are additionally located within the right of the CAPT OH main panel. In order of their presentation and from left to right these switches engage/disengage the following items .... Navigation lights, Rotating Beacon light, and Wing Strobe lights.

- A Magnetic Compass is located at the extreme bottom middle of the CAPT OH main panel.

2.05-A: B707 FO OVERHEAD MAIN PANEL - B367-80/B707-120/-120B 1965/-320B ADV & C/-323B ADV & C/-700 Version

The B707-120/-120B/-120B 1965/-138 EARLY/-138B LATE/-220/-320/-320B EARLY/-320B ADVC/-320B ADVC 1970/-323C/323C 1970/-420/-700 FO OH main panel is the uppermost section of the main panel located above the windshield. From top left .... and moving toward the right .... the FO OH main panel is composed of each of the following features ....

- 3 pairs of external lighting switches are located within the middle of the FO OH main panel. In order of their presentation and from left to right these switches engage/disengage the following items .... left side Landing Lights switches, Landing Lights extend/retract switches, right side Landing Lights switches.

- A pair of external lighting switches are also located within the middle right of the FO OH main panel. This pair of switches engage/disengage/extend/retract the Taxi Lights.

- 3 individual external lighting switches are additionally located within the right of the FO OH main panel. In order of their presentation and from left to right these switches engage/disengage the following items .... Navigation lights, Rotating Beacon light, and Wing Strobe lights.

- A Magnetic Compass is located at the extreme bottom middle of the FO OH main panel.

- A bank of 7 sub panel selection icons are located within the extreme right of the FO OH main panel. In order of their presentation and from left to right these icons each open the following sub panel items .... OH (full), CP, ATC, MAP, KNEE-BOARD, F/E, and F/O sub panel views and windows.

2.06: B707 CAPT OVERHEAD MAIN PANEL - E-3D

The E-3D CAPT main panel is the uppermost of the main panel located above the windshield. From top left .... and moving toward the right .... the CAPT OH main panel is composed of each of the following features ....

- A bank of 7 sub panel selection icons are located at the extreme left of the CAPT OH main panel. In order of their presentation and from left to right these icons each open the following sub panel views .... OH (full), CP, ATC, MAP, Knee-board, F/E, and F/O sub panel views and windows.

- A pair of external lighting switches are located within the middle of the CAPT OH main panel. These switches engage/disengage the Landing Lights.

- A 2nd pair of external lighting switches are also located within the middle of the CAPT OH main panel. This pair of switches engage/disengage/extend/retract the Taxi Lights.

- 3 individual external lighting switches are additionally located within the right of the CAPT OH main panel. In order of their presentation and from left to right these switches engage/disengage the following items .... Navigation lights, Rotating Beacon light, and Wing Strobe lights.

- A Magnetic Compass is located at the extreme bottom middle of the CAPT OH main panel.

2.06-A: FO B707 OVERHEAD MAIN PANEL - E-3D

The E-3D FO OH main panel is the uppermost section of the main panel located above the windshield. From top left .... and moving toward the right .... the FO OH main panel is composed of each of the following features ....

- A pair of external lighting switches are located within the middle of the FO OH main panel. These switches engage/disengage the Landing Lights.

- A 2nd pair of external lighting switches are also located within the middle of the FO OH main panel. This pair of switches engage/disengage/extend/retract the Taxi Lights.

- 3 individual external lighting switches are additionally located within the right of the FO OH main panel. In order of their presentation and from left to right these switches engage/disengage the following items .... Navigation lights, Rotating Beacon light, and Wing Strobe lights.

- A Magnetic Compass is located at the extreme bottom middle of the FO OH main panel.

- A bank of 7 sub panel selection icons are located at the extreme right of the FO OH main panel. In order of their presentation and from left to right these icons each open the following sub panel views .... OH (full), CP, ATC, MAP, Knee board, F/E, and F/O sub panel views and windows.

Mark C
AKL/NZ

Last Edit: May 10, 2024 23:55:50 GMT by aerofoto - HJG Admin: updating

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C-135 (series) - Installation & Handling Notes Dec 15, 2020 3:27:31 GMT

Post by aerofoto - HJG Admin on Dec 15, 2020 3:27:31 GMT

C-135 INSTALLATION & HANDLING NOTES # 3

UPDATED: DECEMBER 15th 2020.

B707 PANEL/INSTRUMENT DESCRIPTIONS

PLEASE NOTE: All HJG supplied C-135 simulations used HJG B707 Panel assignments.

Please read the following panel/sub panel descriptions carefully.

3.00: B367-80/B707-120 - CAPTAIN MAIN PANEL PRIMARY & SECONDARY INSTRUMENTS

The B367-80/B707-120 CAPT main panel is composed of each of the following primary and secondary instrumentation ....

- A bank of 3 Marker Beacon lamps are located vertically at the extreme left of the CAPT main panel. In order of their presentation and from top to bottom these lamps each relate to .... Inner Marker (white lamp), Middle Marker (orange lamp), and Outer Marker (blue lamp). Each of these lamps will illuminate when within close proximity of their corresponding Marker Beacons during approaches to landing.

- The V-REF data icon is located within the upper left of the CAPT main panel. Left mouse clicking on this icon opens the V-REF placard .... which displays calculated V1/VR/V2/and V-REF data for T/O. Left mouse clicking on the V-REF placard automatically sets V-Speed bugs, within the ASI gauge, in accordance with the placarded V-REF data.

PLEASE NOTE: V-REF data is calculated in conjunction with simulated weight. This data will not auto-update. In order to update V-REF data for lower weights the V-REF placard must first be closed .... then reopened again .... and the placard left mouse clicked again in order to ensure the ASI speed bugs are reset in accordance with the recalculated data.

PLEASE NOTE ALSO: These B707 panels do not calculate landing V-REF. The displayed VR and V-REF data is however very close to actual B707 landing V-REF and can be relied upon. It is recommended that approaches to landing with full flaps and gear down be flown in accordance with the calculated VR or V-REF airspeed .... whichever of the 2 is the higher reference.

- The ASI gauge is also located within the upper left of the CAPT main panel .... below the V-REF icon/placard. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 2 o'clock position, adjusts the first V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 3 o'clock position, adjusts the second V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 5 o'clock position, adjusts the third V-Speed bug inside the rim of the ASI.

PLEASE NOTE: It is recommended the V-REF placard be used to set/reset the ASI gauge airspeed bugs.

- A TC gauge is located within the left middle of the CAPT main panel .... below the ASI gauge.

- A MACH Meter gauge is located within the bottom left of the CAPT main panel .... below the TC gauge.

- A Master Warning lamp is located within the upper left of the CAPT main panel. This lamp will illuminate, and its associated alarm triggered, in response to the detection of numerous conditions in relation to power setting, control surface configurations, and other system conflicts. See "B707 MASTER WARNING SYSTEM" explanatory notes .... "SECTION 6.04".

- An AI gauge is also located within the upper left of the CAPT main panel .... below the Master Warning System lamp.

- A CDI gauge is located within the lower left of the CAPT main panel .... below the AI gauge. Left mouse clicking either left or right sides of the (white) selector tab, located outside the bottom left rim of the CDI gauge, adjusts the setting of the (white) course indicator displayed within the CDI. Left mouse clicking either left or right sides of the (orange) selector tab, located outside the bottom right rim of the CDI gauge, adjusts the setting of the (orange) heading indicator displayed within the CDI.

- An orange CDI Fail lamp is located below the CDI Heading Selector tab.

- The Water/Methanol Injection System is located within upper middle of the CAPT main panel. A cluster of 4 lamps are located within the upper section of the WI system. In order of their presentation and from left to right these lamps each relate to .... engine #1/#2/#3/and #4. A cluster of 4 switches are located within the lower section of the WI system. In order of their presentation and from left to right these lamps each relate to .... engine #1/#2/#3/and #4.

PLEASE NOTE: all 4 WI switches must be selected "up" to their corresponding "ON" positions .... and maximum power set .... in order to engage the WI system (this provides an approximately 7% power boost for T/O). Each of the 4 WI lamps will illuminate (purple .... approximately 10 seconds after setting maximum power) to confirm the WI system has been successfully engaged .... and T/O may then commence. These 4 WI lamps may not illuminate in unison with each other .... this is perfectly normal.

PLEASE NOTE ALSO: Once engaged .... the WI power boost is available for just "3 MINUTES" only. Once expired .... each of the 4 WI lamps will extinguish and a corresponding 7% reduction in indicated engine thrust will be observed and which is perfectly normal also.

PLEASE NOTE ADDITIONALLY: It is not possible to re-engage the WI system once exhausted.

- An Altimeter gauge is located within the upper middle of the CAPT main panel. Left mouse clicking either left or right sides of the (black) selector tab, located outside the bottom left rim of the Altimeter gauge, adjusts the barometric pressure setting displayed within the left side of the Altimeter gauge.

- A dual needle RMI gauge is located within the lower middle of the CAPT main panel .... below the altimeter gauge. Left mouse clicking left or right sides of either selector tabs, located outside the bottom left and right rims of the RMI gauge, enables the RMI indicator needles to be cycled between either VOR or ADF sources.

- A DME1 counter is located within the bottom middle of the CAPT main panel.

- An VSI gauge is located within upper right middle of the CAPT main panel.

- A clock is located within the upper middle right of the CAPT main panel. Left mouse clicking either left or right sides of the left selector tab, located outside the bottom left rim of the Clock gauge, adjusts the hour. Left mouse clicking either left or right sides of the right selector tab, located outside the bottom right rim of the Clock gauge, adjusts the minutes.

- An orange RMDI Fail lamp is located within the bottom right middle of the CAPT main panel .... to the right of the DME1 counter.

- An AP sub panel selection icon is also located within the bottom right middle of the CAPT main panel. Left mouse clicking this icon opens/closes the combined NAV1/COM1/NA2/COM2/AP sub panel.

- An AP Disengaged lamp .... and its associated switch .... is located at the extreme upper right of the CAPT main panel. During AP controlled flight the AP Disengaged lamp will illuminate (orange) in response to the AP being disengaged. During AP controlled flight the AP may be disengaged using the Main panel AP Disengage switch .... or the Master switch on the AP sub panel .... and which then illuminates the lamp and also triggers the AP disengage alarm.

- An Ice Detection lamp is also located at the extreme upper right of the CAPT main panel .... to the right of the AP Disengaged lamp and switch. This lamp will illuminate (orange) upon ice detection.

- A backup Altimeter gauge is also located at the extreme upper right of the CAPT main panel.

An Aileron Trim And Position gauge is located at the extreme right middle of the CAPT main panel, This gauge indicates rudder, aileron, and elevator deflection in response to rudder, aileron, and elevator control input.

A GS lamp is also located at the extreme right middle of the CAPT main panel, This lamp will illuminate (orange) upon detection that any approach to landing is being flown below the ILS/GS indications .... and will additionally trigger an automatic "GLIDE SLOPE" warning call out.

- A pair of Oil Pressure Lamps are located at the extreme bottom right of the CAPT main panel .... below the Glide Slope lamp, In order of their presentation and from left to right these lamps each relate to .... engine #1 and #2 respectively. Each lamp will illuminate (orange) upon engine shutdown or failure.

3.00-A: B367-80/B707-120 - FO MAIN PANEL PRIMARY & SECONDARY INSTRUMENTS

The B367-80/B707-120 FO main Panel is composed of each of the following primary and secondary instrumentation ....

- A pair of Flaps Setting gauges are located vertically at the extreme middle left of the FO main panel. In order of their presentation and from top to bottom these lamps each relate to .... left wing flap settings and right wing flap settings respectively.

PLEASE NOTE: B367-80/B707-120/-138 flap settings are restricted to increments of 20/30/40/and 50 degrees.

- A pair of Flap lamps are located at the extreme lower left of the FO main panel .... below the Flap Setting Indicator gauges. In order of their presentation and from left to right these lamps each relate to .... left wing flaps and right wing flaps respectively. These lamps illuminate (green) when any increment of flaps is selected.

- A pair of Oil Pressure Lamps are also located at the extreme lower left of the FO main panel .... below the Glide Slope lamp. In order of their presentation and from left to right these lamps each relate to .... engine #3 and #4 respectively. Each lamp will illuminate (orange) upon engine shutdown or failure.

- A cluster of 3 Landing Gear Condition lamps are located at the extreme upper left of the FO main panel. In order of their presentation and from left to right these lamps each relate to .... the Left Main Gear, Nose Gear, and Right Main gear. Each of these lamps illuminates ("green") when the landing gear is selected down/extended.

- A Landing Gear lamp switch is located within the upper left of the FO main panel .... below the landing Gear Condition lamps. This switch may be engaged/disengaged by being set "up/down" to its corresponding "ON/OFF" positions respectively .... and the landing gear lamps will extinguish/illuminate accordingly.

- The Landing Gear Lever is located within the left middle of the FO main panel.

- A TAT gauge is located at the extreme upper left middle of the FO main panel .... to the right of the Landing Gear Condition lamps.

- A bank of 3 Marker Beacon lamps are located vertically within the left middle of the FO main panel .... to the right of the Landing Gear Lever. In order of their presentation and from top to bottom these lamps each relate to .... Inner Marker (white lamp), Middle Marker (orange lamp), and Outer Marker (blue lamp). Each of these lamps will illuminate when within close proximity of their corresponding Marker Beacons during approaches to landing.

- An AP sub panel selection icon is also located at the extreme bottom left middle of the FO main panel .... below the Mark Beacon lamps. Left mouse clicking this icon opens/closes the combined NAV1/COM1/NA2/COM2/AP sub panel.

- The V-REF data icon is also located within the upper left of the FO main panel .... to the right of the TAT gauge. Left mouse clicking on this icon opens the V-REF placard .... which displays calculated V1/VR/V2/and V-REF data for T/O. Left mouse clicking on the V-REF placard automatically sets V-Speed bugs, within the ASI gauge, in accordance with the placarded V-REF data.

PLEASE NOTE: V-REF data is calculated in conjunction with simulated weight. This data will not auto-update. In order to update V-REF data for lower weights the V-REF placard must first be closed .... then reopened again .... and the placard left mouse clicked again in order to ensure the ASI speed bugs are reset in accordance with the recalculated data.

PLEASE NOTE ALSO: These B707 panels do not calculate landing V-REF. The displayed VR and V-REF data is however very close to actual B707 landing V-REF and can be relied upon. It is recommended that approaches to landing with full flaps and gear down be flown in accordance with the calculated VR or V-REF airspeed .... whichever of the 2 is the higher reference.

- The ASI gauge is also located within the upper left of the FO main panel .... below the V-REF icon/placard. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 2 o'clock position, adjusts the first V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 3 o'clock position, adjusts the second V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 5 o'clock position, adjusts the third V-Speed bug inside the rim of the ASI.

PLEASE NOTE: It is recommended the V-REF placard be used to set/reset the ASI gauge airspeed bugs.

- A TC gauge is located within the lower left middle of the FO main panel .... below the ASI gauge.

- A MACH Meter gauge is located within the bottom left middle of the FO main panel .... below the TC gauge.

- A Master Warning lamp is located within the upper middle left of the FO main panel. This lamp will illuminate, and its associated alarm triggered, in response to the detection of numerous conditions in relation to power setting, control surface configurations, and other system conflicts. See "B707 MASTER WARNING SYSTEM" explanatory notes .... "SECTION 6.04".

- An AI gauge is also located within the upper middle of the FO main panel .... below the Master Warning System lamp.

- A CDI gauge is located within the lower middle of the FO main panel .... below the AI gauge. Left mouse clicking either left or right sides of the (white) selector tab, located outside the bottom left rim of the CDI gauge, adjusts the setting of the (white) course indicator displayed within the CDI. Left mouse clicking either left or right sides of the (orange) selector tab, located outside the bottom right rim of the CDI gauge, adjusts the setting of the (orange) heading indicator displayed within the CDI.

- An orange CDI Fail lamp is located below the CDI Heading Selector tab within the bottom left of the FO main panel.

- An Altimeter gauge is located within the upper right section of the FO main panel .... to the right of the AI gauge. Left mouse clicking either left or right sides of the (black) selector tab, located outside the bottom left rim of the Altimeter gauge, adjusts the barometric pressure setting displayed within the left side of the Altimeter gauge.

- A dual needle RMI gauge is located within the lower right of the FO main panel .... below the altimeter gauge. Left mouse clicking left or right sides of either selector tabs, located outside the bottom left and right rims of the RMI gauge, enables the RMI indicator needles to be cycled between either VOR or ADF sources.

- A DME2 counter is located within the bottom right of the FO main panel.

- An VSI gauge is located at extreme upper right of the FO main panel.

- A clock is located at the extreme middle right of the FO main panel. Left mouse clicking either left or right sides of the left selector tab, located outside the bottom left rim of the Clock gauge, adjusts the hour. Left mouse clicking either left or right sides of the right selector tab, located outside the bottom right rim of the Clock gauge, adjusts the minutes.

- An orange RMDI Fail lamp is located at the extreme bottom right of the FO main panel .... to the right of the DME2 counter.

3.01: B707-120B - CAPTAIN MAIN PANEL PRIMARY & SECONDARY INSTRUMENTS

The B707-120B CAPT main Panel is composed of each of the following primary and secondary instrumentation ....

- A bank of 3 Marker Beacon lamps are located vertically at the extreme left of the CAPT main panel. In order of their presentation and from top to bottom these lamps each relate to .... Inner Marker (white lamp), Middle Marker (orange lamp), and Outer Marker (blue lamp). Each of these lamps will illuminate when within close proximity of their corresponding Marker Beacons during approaches to landing.

- The V-REF data icon is located within at extreme upper left of the CAPT main panel. Left mouse clicking on this icon opens the V-REF placard .... which displays calculated V1/VR/V2/and V-REF data for T/O. Left mouse clicking on the V-REF placard automatically sets V-Speed bugs, within the ASI gauge, in accordance with the placarded V-REF data.

PLEASE NOTE: V-REF data is calculated in conjunction with simulated weight. This data will not auto-update. In order to update V-REF data for lower weights the V-REF placard must first be closed .... then reopened again .... and the placard left mouse clicked again in order to ensure the ASI speed bugs are reset in accordance with the recalculated data.

PLEASE NOTE ALSO: These B707 panels do not calculate landing V-REF. The displayed VR and V-REF data is however very close to actual B707 landing V-REF and can be relied upon. It is recommended that approaches to landing with full flaps and gear down be flown in accordance with the calculated VR or V-REF airspeed .... whichever of the 2 is the higher reference.

- The ASI gauge is also located within the upper left of the CAPT main panel .... below the V-REF icon/placard. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 2 o'clock position, adjusts the first V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 3 o'clock position, adjusts the second V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 5 o'clock position, adjusts the third V-Speed bug inside the rim of the ASI.

PLEASE NOTE: It is recommended the V-REF placard be used to set/reset the ASI gauge airspeed bugs.

- A TC gauge is located within the left middle of the CAPT main panel .... below the ASI gauge.

- A MACH Meter gauge is located within the extreme bottom left of the CAPT main panel .... below the TC gauge.

- A Master Warning lamp is located within the upper left of the CAPT main panel. This lamp will illuminate, and its associated alarm triggered, in response to the detection of numerous conditions in relation to power setting, control surface configurations, and other system conflicts. See "B707 MASTER WARNING SYSTEM" explanatory notes .... "SECTION 6.04".

- An AI gauge is also located within the upper left of the CAPT main panel .... below the Master Warning System lamp.

- A CDI gauge is located within the lower left of the CAPT main panel .... below the AI gauge. Left mouse clicking either left or right sides of the (white) selector tab, located outside the bottom left rim of the CDI gauge, adjusts the setting of the (white) course indicator displayed within the CDI. Left mouse clicking either left or right sides of the (orange) selector tab, located outside the bottom right rim of the CDI gauge, adjusts the setting of the (orange) heading indicator displayed within the CDI.

- An orange CDI Fail lamp is located below the CDI Heading Selector tab.

- An Altimeter gauge is located within the upper middle of the CAPT main panel. Left mouse clicking either left or right sides of the (black) selector tab, located outside the bottom left rim of the Altimeter gauge, adjusts the barometric pressure setting displayed within the left side of the Altimeter gauge.

- A dual needle RMI gauge is located within the lower middle of the CAPT main panel .... below the altimeter gauge. Left mouse clicking left or right sides of either selector tabs, located outside the bottom left and right rims of the RMI gauge, enables the RMI indicator needles to be cycled between either VOR or ADF sources.

- A DME1 counter is located within the bottom middle of the CAPT main panel.

- An VSI gauge is located within upper right middle of the CAPT main panel.

- A clock is located within the right middle of the CAPT main panel. Left mouse clicking either left or right sides of the left selector tab, located outside the bottom left rim of the Clock gauge, adjusts the hour. Left mouse clicking either left or right sides of the right selector tab, located outside the bottom right rim of the Clock gauge, adjusts the minutes.

- An orange RMDI Fail lamp is located within the bottom right middle of the CAPT main panel .... to the right of the DME1 counter and below the RMDI Fail Lamp.

- An AP sub panel selection icon is also located within the bottom right middle of the CAPT main panel. Left mouse clicking this icon opens/closes the combined NAV1/COM1/NA2/COM2/AP sub panel.

- An AP Disengaged lamp .... and its associated switch .... is located at the extreme upper right of the CAPT main panel. During AP controlled flight the AP Disengaged lamp will illuminate (orange) in response to the AP being disengaged. During AP controlled flight the AP may be disengaged using the Main panel AP Disengage switch .... or the Master switch on the AP sub panel .... and which then illuminates the lamp and also triggers the AP disengage alarm.

- An Ice Detection lamp is also located at the extreme upper right of the CAPT main panel .... to the right of the AP Disengaged lamp and switch. This lamp will illuminate (orange) upon ice detection.

- A backup Altimeter gauge is also located at extreme the upper right section of the CAPT main panel.

An Aileron Trim And Position gauge is located at the extreme right middle of the CAPT main panel, This gauge indicates rudder, aileron, and elevator deflection in response to rudder, aileron, and elevator control input.

A GS lamp is also located at the extreme right middle of the CAPT main panel, This lamp will illuminate (orange) upon detection that any approach to landing is being flown below the ILS/GS indications .... and will additionally trigger an automatic "GLIDE SLOPE" warning call out.

- A pair of Oil Pressure Lamps are located at the extreme bottom right of the CAPT main panel .... below the Glide Slope lamp, In order of their presentation and from left to right these lamps each relate to .... engine #1 and #2 respectively. Each lamp will illuminate (orange) upon engine shutdown or failure.

3.01-A: B707-120B - FO MAIN PANEL PRIMARY & SECONDARY INSTRUMENTS

The B707-120B FO main panel is composed of each of the following primary and secondary instrumentation ....

- A pair of Flap Setting gauges are located vertically at the extreme middle left of the FO Main panel. In order of their presentation and from top to bottom these lamps each relate to .... left wing flap settings and right wing flap settings respectively.

PLEASE NOTE: B707-120B/-138B EARLY/-220/B720-A flap settings are restricted to increments of 20/30/40/and 50 degrees.

- A pair of Flap lamps are located at the extreme lower left of the FO main panel .... below the Flap Setting Indicator gauges. In order of their presentation and from left to right these lamps each relate to .... left wing flaps and right wing flaps respectively. These lamps illuminate ("green") when any increment of flaps is selected.

- A pair of Oil Pressure Lamps are also located at the extreme lower left of the FO main panel .... below the Glide Slope lamp. In order of their presentation and from left to right these lamps each relate to .... engine #3 and #4 respectively. Each lamp will illuminate (orange) upon engine shutdown or failure.

- A cluster of 3 Landing Gear Condition lamps are located within the extreme upper left of the FO main panel. In order of their presentation and from left to right these lamps each relate to .... the Left Main Gear, Nose Gear, and Right Main gear. Each of these lamps illuminates ("green") when the landing gear is selected down/extended.

- A Landing Gear lamp switch is located within the upper left of the FO main panel .... below the landing Gear Condition lamps. This switch may be engaged/disengaged by being set "up/down" to its corresponding "ON/OFF" positions respectively .... and the landing gear lamps will extinguish/illuminate accordingly.

- The Landing Gear Lever is located within the left middle of the FO main panel.

- A TAT gauge is located at the extreme upper left middle of the FO main panel .... to the right of the Landing Gear Condition lamps.

- A bank of 3 Marker Beacon lamps are located vertically within the left middle of the FO main panel .... to the right of the Landing Gear Lever. In order of their presentation and from top to bottom these lamps each relate to .... Inner Marker (white lamp), Middle Marker (orange lamp), and Outer Marker (blue lamp). Each of these lamps will illuminate when within close proximity of their corresponding Marker Beacons during approaches to landing.

- An AP sub panel selection icon is also located at the extreme bottom left middle of the FO main panel .... below the Mark Beacon lamps. Left mouse clicking this icon opens/closes the combined NAV1/COM1/NA2/COM2/AP sub panel.

- The V-REF data icon is also located within the upper left of the FO main panel .... to the right of the TAT gauge. Left mouse clicking on this icon opens the V-REF placard .... which displays calculated V1/VR/V2/and V-REF data for T/O. Left mouse clicking on the V-REF placard automatically sets V-Speed bugs, within the ASI gauge, in accordance with the placarded V-REF data.

PLEASE NOTE: V-REF data is calculated in conjunction with simulated weight. This data will not auto-update. In order to update V-REF data for lower weights the V-REF placard must first be closed .... then reopened again .... and the placard left mouse clicked again in order to ensure the ASI speed bugs are reset in accordance with the recalculated data.

PLEASE NOTE ALSO: These B707 panels do not calculate landing V-REF. The displayed VR and V-REF data is however very close to actual B707 landing V-REF and can be relied upon. It is recommended that approaches to landing with full flaps and gear down be flown in accordance with the calculated VR or V-REF airspeed .... whichever of the 2 is the higher reference.

- The ASI gauge is also located within the upper left of the FO main panel .... below the V-REF icon/placard. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 2 o'clock position, adjusts the first V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 3 o'clock position, adjusts the second V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 5 o'clock position, adjusts the third V-Speed bug inside the rim of the ASI.

PLEASE NOTE: It is recommended the V-REF placard be used to set/reset the ASI gauge airspeed bugs.

- A TC gauge is located within the lower left middle of the FO main panel .... below the ASI gauge.

- A MACH Meter gauge is located within the bottom left middle of the FO main panel .... below the TC gauge.

- A Master Warning lamp is located within the upper middle left of the FO main panel. This lamp will illuminate, and its associated alarm triggered, in response to the detection of numerous conditions in relation to power setting, control surface configurations, and other system conflicts. See "MASTER WARNING SYSTEM explanatory notes. See "B707 MASTER WARNING SYSTEM" explanatory notes .... "SECTION 6.04".

- An AI gauge is also located within the upper middle of the FO main panel .... below the Master Warning System lamp.

- A CDI gauge is located within the lower middle of the FO main panel .... below the AI gauge. Left mouse clicking either left or right sides of the (white) selector tab, located outside the bottom left rim of the CDI gauge, adjusts the setting of the (white) course indicator displayed within the CDI. Left mouse clicking either left or right sides of the (orange) selector tab, located outside the bottom right rim of the CDI gauge, adjusts the setting of the (orange) heading indicator displayed within the CDI.

- An orange CDI Fail lamp is located below the CDI Heading Selector tab within the bottom left of the FO main panel.

- An Altimeter gauge is located within the upper right of the FO main panel .... to the right of the AI gauge. Left mouse clicking either left or right sides of the (black) selector tab, located outside the bottom left rim of the Altimeter gauge, adjusts the barometric pressure setting displayed within the left side of the Altimeter gauge.

- A dual needle RMI gauge is located within the lower right of the FO main panel .... below the altimeter gauge. Left mouse clicking left or right sides of either selector tabs, located outside the bottom left and right rims of the RMI gauge, enables the RMI indicator needles to be cycled between either VOR or ADF sources.

- A DME2 counter is located within the bottom right of the FO main panel.

- An VSI gauge is located at extreme upper right of the FO main panel.

- A clock is located at the extreme middle right of the FO main panel. Left mouse clicking either left or right sides of the left selector tab, located outside the bottom left rim of the Clock gauge, adjusts the hour. Left mouse clicking either left or right sides of the right selector tab, located outside the bottom right rim of the Clock gauge, adjusts the minutes.

- An orange RMDI Fail lamp is located at the extreme bottom right of the FO main panel .... to the right of the DME2 counter.

3.02: B707-120B 1965/-320B ADV & C/-323B ADV & C - CAPTAIN MAIN PANEL PRIMARY & SECONDARY INSTRUMENTS

The B707-120B 1965/-320B ADVC/-323C CAPT main panel is composed of each of the following primary and secondary instrumentation ....

- A bank of 3 Marker Beacon lamps are located vertically at the extreme left of the CAPT main panel. In order of their presentation and from top to bottom these lamps each relate to .... Inner Marker (white lamp), Middle Marker (orange lamp), and Outer Marker (blue lamp). Each of these lamps will illuminate when within close proximity of their corresponding Marker Beacons during approaches to landing.

- The V-REF data icon is located at the extreme upper left of the CAPT main panel. Left mouse clicking on this icon opens the V-REF placard .... which displays calculated V1/VR/V2/and V-REF data for T/O. Left mouse clicking on the V-REF placard automatically sets V-Speed bugs, within the ASI gauge, in accordance with the placarded V-REF data.

PLEASE NOTE: V-REF data is calculated in conjunction with simulated weight. This data will not auto-update. In order to update V-REF data for lower weights the V-REF placard must first be closed .... then reopened again .... and the placard left mouse clicked again in order to ensure the ASI speed bugs are reset in accordance with the recalculated data.

PLEASE NOTE ALSO: These B707 panels do not calculate landing V-REF. The displayed VR and V-REF data is however very close to actual B707 landing V-REF and can be relied upon. It is recommended that approaches to landing with full flaps and gear down be flown in accordance with the calculated VR or V-REF airspeed .... whichever of the 2 is the higher reference.

- The ASI gauge is also located within the upper left of the CAPT main panel .... below the V-REF icon/placard. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 2 o'clock position, adjusts the first V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 3 o'clock position, adjusts the second V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 5 o'clock position, adjusts the third V-Speed bug inside the rim of the ASI. Left mouse-clicking the white/orange selector tab, located outside the bottom left rim of the ASI gauge, adjusts the fourth (red) V-Speed bug inside the rim of the ASI.

PLEASE NOTE: It is recommended the V-REF placard be used to set/reset the ASI gauge airspeed bugs.

- A TC gauge is located within the left middle of the CAPT main panel .... below the ASI gauge.

- A MACH Meter gauge is located at the extreme bottom left of the CAPT main panel .... below the TC gauge.

- A Master Warning lamp is located within the upper left of the CAPT main panel. This lamp will illuminate, and its associated alarm triggered, in response to the detection of numerous conditions in relation to power setting, control surface configurations, and other system conflicts. See "B707 MASTER WARNING SYSTEM" explanatory notes .... "SECTION 6.04".

- An AI gauge is also located within the upper left of the CAPT main panel .... below the Master Warning System lamp.

- An HSI gauge is located within the lower left of the CAPT main panel .... below the AI gauge. Both Course and DME1 indications are displayed within the upper left and right sections of this HSI gauge respectively. Left mouse clicking either left or right sides of the (white) selector tab, located outside the bottom left rim of the HSI gauge, adjusts the setting of the (white) course indicator within the HSI. Left mouse clicking either left or right sides of the (orange) selector tab, located outside the bottom right rim of the HSI gauge, adjusts the setting of the (orange) heading indicator within the HSI.

- A GPWS lamp is located within upper middle of the CAPT main panel. This lamp will illuminate (red) .... and trigger a "TERRAIN/PULL UP" call out in response to terrain detection.

PLEASE NOTE: This is a vertical scanning GPWS.

- An Altimeter gauge is located within the upper middle of the CAPT main panel. Left mouse clicking either left or right sides of the (black) selector tab, located outside the bottom left rim of the Altimeter gauge, adjusts the barometric pressure settings displayed within the lower left and right sections of this Altimeter gauge.

- A dual needle RMI gauge is located within the lower middle of the CAPT main panel .... below the altimeter gauge. Left mouse clicking left or right sides of either selector tabs, located outside the bottom left and right rims of the RMI gauge, enables the RMI indicator needles to be cycled between either VOR or ADF sources.

- A DME2 counter is located within the bottom middle of the CAPT main panel.

- An AP sub panel selection icon is also located within the bottom middle of the CAPT main panel. Left mouse clicking this icon opens/closes the combined NAV1/COM1/NA2/COM2/AP sub panel.

- An VSI gauge is located within upper right middle of the CAPT main panel.

- A clock is also located within the right middle of the CAPT main panel. Left mouse clicking either left or right sides of the left selector tab, located outside the bottom left rim of the Clock gauge, adjusts the hour. Left mouse clicking either left or right sides of the right selector tab, located outside the bottom right rim of the Clock gauge, adjusts the minutes.

- An RA gauge is located within the bottom right middle of the CAPT main panel. Left mouse clicking either left or right sides of the (white) selector tab, located outside the bottom right rim of the RA gauge, adjust the Minimum Height selection displayed within the RA gauge.

PLEASE NOTE: A lamp, located within the top left of the Altimeter gauge, momentarily illuminates (yellow) to confirm descending through the pre-selected minimum altitude during any approach to landing.

- An Altitude Selector gauge is located at the extreme upper right of the CAPT main panel .... above both the FD and Ice Detection lamps. Left mouse clicking the left side of the selector tab, located within the bottom right of the Altitude Selector gauge, reduces the selected/displayed altitude per 100 FT increments. Left mouse clicking right side of the selector tab, located within the bottom right of the Altitude Selector gauge, increases the selected/displayed altitude per 100 FT increments.

- An FD lamp .... and its associated switch .... is located at the extreme upper right of the CAPT main panel. Left mouse clicking the FD switch "up/down" engages the FD "ON/FF" accordingly .... and which additionally engages/disengages the (yellow) FD cross hairs displayed within the HSI gauge. The FD lamp will illuminate (orange) in response to the FD being disengaged .

- An Ice Detection lamp is also located at the extreme upper right of the CAPT main panel .... to the right of the AP Disengaged lamp and switch. This lamp will illuminate (orange) upon ice detection.

- A TAS gauge is also located at the extreme upper right of the CAPT main panel.

- A backup AI gauge is located at the extreme middle right of the CAPT main panel .... below the TAS gauge.

A Glide Slope lamp is also located at the extreme right middle of the CAPT main panel, This lamp will illuminate (orange) upon detection that any approach to landing is being flown below the ILS/GS indications .... and will additionally trigger an automatic "GLIDE SLOPE" warning call out.

- A pair of Oil Pressure Lamps are located at the extreme bottom right of the CAPT main panel .... below the Glide Slope lamp, In order of their presentation and from left to right these lamps each relate to .... engine #1 and #2 respectively. Each lamp will illuminate (orange) upon engine shutdown or failure.

3.02-A: B707-120B 1965/-320B ADV & C/-323B ADV & C - FO MAIN PANEL PRIMARY & SECONDARY INSTRUMENTS

The B707-120B 1965/-320B ADVC/-323C FO main panel is composed of each of the following primary and secondary instrumentation ....

- A pair of Flap Setting gauges are located vertically at the extreme middle left of the FO main panel. In order of their presentation and from top to bottom these lamps each relate to .... left wing flap settings and right wing flap settings respectively.

PLEASE NOTE: B707-120B 1965/-138B 1965/and B720-B 1965 flap settings are restricted to increments of 20/30/40/and 50 degrees; B707-320/-420 flap settings are restricted to increments of 10/20/30/40/and 50 degrees; B707-320B EARLY flap settings are restricted to increments of 17/23/40/50 and 50 degrees; B707-320B ADVC flap settings are restricted to increments of 14/23/30/40/and 50 degrees;

- A pair of Flap lamps are located at the extreme lower left of the FO main panel .... below the Flap Setting Indicator gauges. In order of their presentation and from left to right these lamps each relate to .... left wing flaps and right wing flaps respectively. These lamps illuminate ("green") when any increment of flaps is selected.

- A pair of Oil Pressure Lamps are also located at the extreme lower left of the FO main panel .... below the Glide Slope lamp. In order of their presentation and from left to right these lamps each relate to .... engine #3 and #4 respectively. Each lamp will illuminate (orange) upon engine shutdown or failure.

- A cluster of 3 Landing Gear Condition lamps are located at the extreme upper left of the FO main panel. In order of their presentation and from left to right these lamps each relate to .... the Left Main Gear, Nose Gear, and Right Main gear. Each of these lamps illuminates (green) when the landing gear is selected down/extended.

- The Landing Gear lamp switch is also located at the left of the FO main panel .... below the landing Gear Condition lamps. This switch may be engaged/disengaged by being set "up/down" to its corresponding "ON/OFF" positions respectively .... and the landing gear lamps will extinguish/illuminate accordingly.

- The Landing Gear Lever is located within the left middle of the FO main panel.

- The V-REF data icon is located within the upper left middle of the FO main panel .... to the right of the TAT gauge. Left mouse clicking on this icon opens the V-REF placard .... which displays calculated V1/VR/V2/and V-REF data for T/O. Left mouse clicking on the V-REF placard automatically sets V-Speed bugs, within the ASI gauge, in accordance with the placarded V-REF data.

PLEASE NOTE: V-REF data is calculated in conjunction with simulated weight. This data will not auto-update. In order to update V-REF data for lower weights the V-REF placard must first be closed .... then reopened again .... and the placard left mouse clicked again in order to ensure the ASI speed bugs are reset in accordance with the recalculated data.

PLEASE NOTE ALSO: These B707 panels do not calculate landing V-REF. The displayed VR and V-REF data is however very close to actual B707 landing V-REF and can be relied upon. It is recommended that approaches to landing with full flaps and gear down be flown in accordance with the calculated VR or V-REF airspeed .... whichever of the 2 is the higher reference.

A TAT gauge is also located within the upper left middle of the FO main panel .... below the V-REF data icon..

An Aileron Trim And Position gauge is located within the lower left middle of the FO main panel, This gauge indicates rudder, aileron, and elevator deflection in response to rudder, aileron, and elevator control input.

- An RA gauge is located within the bottom right middle of the FO main panel. Left mouse clicking either left or right sides of the (white) selector tab, located outside the bottom right rim of the RA gauge, adjust the Minimum Height selection displayed within the RA gauge.

- A GPWS lamp is located at the extreme upper middle of te FO main panel. This lamp will illuminate (red) .... and trigger a "TERRAIN/PULL UP" call out in response to terrain detection.

PLEASE NOTE: This is a vertical scanning GPWS.

- The ASI gauge is located within the upper middle of the FO main panel .... below the V-REF icon/placard. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 2 o'clock position, adjusts the first V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 3 o'clock position, adjusts the second V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 5 o'clock position, adjusts the third V-Speed bug inside the rim of the ASI. Left mouse-clicking the white/orange selector tab, located outside the bottom left rim of the ASI gauge, adjusts the fourth (red) V-Speed bug inside the rim of the ASI.

PLEASE NOTE: It is recommended the V-REF placard be used to set/reset the ASI gauge airspeed bugs.

- A TC gauge is also located within the lower middle of the FO main panel .... below the ASI gauge.

- A MACH Meter gauge is located at the extreme bottom middle of the FO main panel .... below the TC gauge.

- A Master Warning lamp is located at the upper right middle of the FO main panel. This lamp will illuminate, and its associated alarm triggered, in response to the detection of numerous conditions in relation to power setting, control surface configurations, and other system conflicts. See "MASTER WARNING SYSTEM explanatory notes. See "B707 MASTER WARNING SYSTEM" explanatory notes .... "SECTION 6.04".

- An AI gauge is also located within the upper right middle of the FO main panel .... below the GPWS. Both Course and DME1 indications are displayed within the upper left and right sections of this HSI gauge respectively. Left mouse clicking either left or right sides of the (white) selector tab, located outside the bottom left rim of the HSI gauge, adjusts the setting of the (white) course indicator within the HSI. Left mouse clicking either left or right sides of the (orange) selector tab, located outside the bottom right rim of the HSI gauge, adjusts the setting of the (orange) heading indicator within the HSI.

- An HSI gauge is located within the bottom right middle of the FO main panel .... below the AI gauge. Both Course and DME1 indications are displayed within the upper left and right sections of this HSI gauge respectively. Left mouse clicking either left or right sides of the (white) selector tab, located outside the bottom left rim of the HSI gauge, adjusts the setting of the (white) course indicator within the HSI. Left mouse clicking either left or right sides of the (orange) selector tab, located outside the bottom right rim of the HSI gauge, adjusts the setting of the (orange) heading indicator within the HSI.

- An Altimeter gauge is located within the upper right of the FO main panel. Left mouse clicking either left or right sides of the (black) selector tab, located outside the bottom left rim of the Altimeter gauge, adjusts the barometric pressure settings displayed within the lower left and right sections of this Altimeter gauge.

- An VSI gauge is located within upper right middle of the FO main panel.

- A clock is also located with the bottom right of the FO main panel. Left mouse clicking either left or right sides of the left selector tab, located outside the bottom left rim of the Clock gauge, adjusts the hour. Left mouse clicking either left or right sides of the right selector tab, located outside the bottom right rim of the Clock gauge, adjusts the minutes.

- A bank of 3 Marker Beacon lamps are located vertically at the extreme right of the FO main panel. In order of their presentation and from top to bottom these lamps each relate to .... Inner Marker (white lamp), Middle Marker (orange lamp), and Outer Marker (blue lamp). Each of these lamps will illuminate when within close proximity of their corresponding Marker Beacons during approaches to landing.

- An AP sub panel selection icon is also located at the extreme bottom right of the FO main panel .... below the Mark Beacon lamps. Left mouse clicking this icon opens/closes the combined NAV1/COM1/NA2/COM2/AP sub panel.

3.03: B707-320B ADV & C 1970/-323B ADV & C 1970/-700/E-3D - CAPTAIN MAIN PANEL PRIMARY & SECONDARY INSTRUMENTS

The B707-320B ADVC 1970/-323C 1970/-700/E-3D CAPT main panel is composed of each of the following primary and secondary instrumentation ....

- A bank of 3 Marker Beacon lamps are located vertically at the extreme left of the CAPT main panel. In order of their presentation and from top to bottom these lamps each relate to .... Inner Marker (white lamp), Middle Marker (orange lamp), and Outer Marker (blue lamp). Each of these lamps will illuminate when within close proximity of their corresponding Marker Beacons during approaches to landing.

- The V-REF data icon is located at the extreme upper left of the CAPT main panel. Left mouse clicking on this icon opens the V-REF placard .... which displays calculated V1/VR/V2/and V-REF data for T/O. Left mouse clicking on the V-REF placard automatically sets V-Speed bugs, within the ASI gauge, in accordance with the placarded V-REF data.

PLEASE NOTE: V-REF data is calculated in conjunction with simulated weight. This data will not auto-update. In order to update V-REF data for lower weights the V-REF placard must first be closed .... then reopened again .... and the placard left mouse clicked again in order to ensure the ASI speed bugs are reset in accordance with the recalculated data.

PLEASE NOTE ALSO: These B707 panels do not calculate landing V-REF. The displayed VR and V-REF data is however very close to actual B707 landing V-REF and can be relied upon. It is recommended that approaches to landing with full flaps and gear down be flown in accordance with the calculated VR or V-REF airspeed .... whichever of the 2 is the higher reference.

An AP Master warning lamp is also located within the upper left of the CAPT main panel .... to the right of the V-REF data icon. During AP controlled flight the AP Disengaged lamp will illuminate (red) in response to the AP being disengaged. During AP controlled flight the AP may be disengaged using the AP Master switch on the AP sub panel .... and which then illuminates the lamp and also triggers the AP disengage alarm. See "B707 MASTER WARNING SYSTEM" explanatory notes .... "SECTION 6.04".

PLEASE NOTE: This is a vertical scanning GPWS.

- The ASI gauge is also located within the upper left of the CAPT main panel .... below the V-REF icon/placard. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 2 o'clock position, adjusts the first V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 3 o'clock position, adjusts the second V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 5 o'clock position, adjusts the third V-Speed bug inside the rim of the ASI. Left mouse-clicking the white/orange selector tab, located outside the bottom left rim of the ASI gauge, adjusts the fourth (red) V-Speed bug inside the rim of the ASI.

PLEASE NOTE: It is recommended the V-REF placard be used to set/reset the ASI gauge airspeed bugs.

- A dual needle RMI gauge is located within the lower left of the CAPT main panel .... below the ASI gauge. Left mouse clicking left or right sides of either selector tabs, located outside the bottom left and right rims of the RMI gauge, enables the RMI indicator needles to be cycled between either VOR or ADF sources.

- A bank of AP Mode Annunciator lamps is located within the upper middle left of the CAPT main panel. Its associated A/L and G/S lamps illuminate when either AP mode is successfully engaged.

- An AI gauge is also located within the middle left of the CAPT main panel .... below the AP mode Annunciator lamps.

- An HSI gauge is located within the bottom middle left of the CAPT main panel .... below the AI gauge. Both Course and DME1 indications are displayed within the upper left and right sections of this HSI gauge respectively. Left mouse clicking either left or right sides of the (yellow) selector tab, located outside the bottom left rim of the HSI gauge, adjusts the setting of the (yellow) course indicator within the HSI. Left mouse clicking either left or right sides of the (orange) selector tab, located outside the bottom right rim of the HSI gauge, adjusts the setting of the (orange) heading indicator within the HSI.

- A bank of FD Mode Annunciator lamps is located within the upper left middle of the CAPT main panel. Its associated A/L, G/S, and G/A lamps illuminate when either FD mode is successfully engaged.

- An Altimeter gauge is located within the middle of the CAPT main panel .... below the FD Annunciator lamps. Left mouse clicking either left or right sides of the (black) selector tab, located outside the bottom left rim of the Altimeter gauge, adjusts the barometric pressure settings displayed within the lower left and right sections of this Altimeter gauge.

- An VSI gauge is also located within middle of the CAPT main panel .... below the Altimeter gauge.

- A DME2 counter is located within the bottom middle of the CAPT main panel .... below the IVSI gauge.

- An AP sub panel selection icon is also located within the bottom middle of the CAPT main panel. Left mouse clicking this icon opens/closes the combined NAV1/COM1/NA2/COM2/AP sub panel.

- An RA gauge is located within the upper right of the CAPT main panel. Left mouse clicking either left or right sides of the (white) selector tab, located outside the bottom right rim of the RA gauge, adjust the Minimum Height selection displayed within the RA gauge.

PLEASE NOTE: A lamp, located within the top left of the Altimeter gauge, momentarily illuminates (yellow) to confirm descending through the pre-selected minimum altitude during any approach to landing.

- An Altitude Selector gauge is located within the middle right of the CAPT main panel .... below the RA gauge. Left mouse clicking the left side of the selector tab, located within the bottom right of the Altitude Selector gauge, reduces the selected/displayed altitude per 100 FT increments. Left mouse clicking right side of the selector tab, located within the bottom right of the Altitude Selector gauge, increases the selected/displayed altitude per 100 FT increments.

PLEASE NOTE: An altitude alert tone will be auto-triggered 700 FT prior to any selected altitude and also 300 FT beyond selected altitude.

PLEASE NOTE ALSO: These B707 panels do not feature an auto-altitude capture mode. All altitude captures must be performed manually using both the VS Thumb Wheel, in order to establish a ROC/ROD and the AP "ALT" switch in order to capture any pre-selected altitude.

- A clock is also located within the right middle of the CAPT main panel. Left mouse clicking either left or right sides of the left selector tab, located outside the bottom left rim of the Clock gauge, adjusts the hour. Left mouse clicking either left or right sides of the right selector tab, located outside the bottom right rim of the Clock gauge, adjusts the minutes.

- A TAS gauge is also located at the extreme upper right of the CAPT main panel.

- A backup AI gauge is located at the extreme middle right of the CAPT main panel .... below the TAS gauge.

- An Aileron Trim And Position gauge is located at the extreme lower right of the CAPT main panel ..., below the TAS gauge, This gauge indicates rudder, aileron, and elevator deflection in response to rudder, aileron, and elevator control input.

- A pair of YD warning lamps are located at the at extreme bottom right of the CAPT main panel .... below the Aileron Trim And Position gauge.

- A pair of Oil Pressure Lamps are also located at the extreme bottom right of the CAPT main panel .... below the Glide Slope lamp, In order of their presentation and from left to right these lamps each relate to .... engine #1 and #2 respectively. Each lamp will illuminate (orange) upon engine shutdown or failure .... displaying "ENG 1 LOW PRESS" and "ENG 2 LOW PRESS" indications respectively.

3.03A: B707-320B ADV & C 1970/-323B ADV & C 1970/-700/E-3D - FO MAIN PANEL PRIMARY & SECONDARY INSTRUMENTS

The B707-320B ADVC 1970/-323C 1970/-700/E-3D FO main Panel is composed of each of the following primary and secondary instrumentation ....

- A pair of Flap Setting gauges are located vertically at the extreme middle left of the FO main panel. In order of their presentation and from top to bottom these lamps each relate to .... left wing flap settings and right wing flap settings respectively.

PLEASE NOTE: B707-320B ADVC 1970/-323C 1970/-700/E-3D flap settings are restricted to increments of 14/23/40/and 50 degrees;

- A pair of Flap lamps are located at the extreme lower left of the FO main panel .... below the Flap Setting Indicator gauges. In order of their presentation and from left to right these lamps each relate to .... left Flaps and right flaps respectively. Each lamp will illuminate (green) when flaps are extended .... displaying "LE FLAPS LEFT" and "LE FLAPS RIGHT" indications respectively.

- A pair of Oil Pressure Lamps are also located at the extreme bottom right of the fO main panel .... below the Flap lamps, In order of their presentation and from left to right these lamps each relate to .... engine #3 and #4 respectively. Each lamp illuminate (orange) upon engine shutdown or failure .... displaying "ENG 3 LOW PRESS" and "ENG 4 LOW PRESS" indications respectively.

- A cluster of 3 Landing Gear Condition lamps are located at the extreme upper left of the FO Main panel. In order of their presentation and from left to right these lamps each relate to .... the Left Main Gear, Nose Gear, and Right Main gear. Each of these lamps illuminates (green) when the landing gear is selected down/extended.

- The Landing Gear Lever is located within the left middle of the FO main panel.

- The V-REF data icon is located within the upper left middle of the FO main panel .... to the right of the TAT gauge. Left mouse clicking on this icon opens the V-REF placard .... which displays calculated V1/VR/V2/and V-REF data for T/O. Left mouse clicking on the V-REF placard automatically sets V-Speed bugs, within the ASI gauge, in accordance with the placarded V-REF data.

PLEASE NOTE: V-REF data is calculated in conjunction with simulated weight. This data will not auto-update. In order to update V-REF data for lower weights the V-REF placard must first be closed .... then reopened again .... and the placard left mouse clicked again in order to ensure the ASI speed bugs are reset in accordance with the recalculated data.

PLEASE NOTE ALSO: These B707 panels do not calculate landing V-REF. The displayed VR and V-REF data is however very close to actual B707 landing V-REF and can be relied upon. It is recommended that approaches to landing with full flaps and gear down be flown in accordance with the calculated VR or V-REF airspeed .... whichever of the 2 is the higher reference.

- A bank of 3 Marker Beacon lamps are located vertically within the middle left of the FO main panel. In order of their presentation and from top to bottom these lamps each relate to .... Inner Marker (white lamp), Middle Marker (orange lamp), and Outer Marker (blue lamp). Each of these lamps will illuminate when within close proximity of their corresponding Marker Beacons during approaches to landing.

- A bank of FD Mode Annunciator lamps is also located within the left upper middle of the FO main panel. Its associated A/L, G/S, and G/A lamps illuminate when either FD mode is successfully engaged.

- The ASI gauge is also located within the upper left of the FO main panel .... FD Mode Annunciator lamps. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 2 o'clock position, adjusts the first V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 3 o'clock position, adjusts the second V-Speed bug inside the rim of the ASI. Left mouse-clicking the rim of the ASI gauge (on - or + points respectively), at this gauges approximately 5 o'clock position, adjusts the third V-Speed bug inside the rim of the ASI. Left mouse-clicking the white/orange selector tab, located outside the bottom left rim of the ASI gauge, adjusts the fourth (red) V-Speed bug inside the rim of the ASI.

- A dual needle RMI gauge is located within the lower left of the FO main panel .... below the ASI gauge. Left mouse clicking left or right sides of either selector tabs, located outside the bottom left and right rims of the RMI gauge, enables the RMI indicator needles to be cycled between either VOR or ADF sources

- A bank of AP Mode Annunciator lamps is located within the upper middle of the FO main panel. Its associated A/L and G/S lamps illuminate when either AP mode is successfully engaged.

- An AI gauge is also located within the upper middle of the FO main panel .... below the AP Mode Annunciator lamps .... below the AP mode Annunciator lamps.

- An HSI gauge is located within the lower middle of the FO main panel .... below the AI gauge. Both Course and DME1 indications are displayed within the upper left and right sections of this HSI gauge respectively. Left mouse clicking either left or right sides of the (yellow) selector tab, located outside the bottom left rim of the HSI gauge, adjusts the setting of the (yellow) course indicator within the HSI. Left mouse clicking either left or right sides of the (orange) selector tab, located outside the bottom right rim of the HSI gauge, adjusts the setting of the (orange) heading indicator within the HSI.

- An AP Master Warning lamp is also located within the upper right of the FO main panel .... to the right of the AI gauge. During AP controlled flight the AP Disengaged lamp will illuminate (red) in response to the AP being disengaged. During AP controlled flight the AP may be disengaged using the AP Master switch on the AP sub panel .... and which then illuminates the lamp and also triggers the AP disengage alarm. See "B707 MASTER WARNING SYSTEM" explanatory notes .... "SECTION 6.04".

- An Altimeter gauge is also located within the upper right of the FO Main main panel .... below the AP Master Warning lamp. Left mouse clicking either left or right sides of the (black) selector tab, located outside the bottom left rim of the Altimeter gauge, adjusts the barometric pressure settings displayed within the lower left and right sections of this Altimeter gauge.

- An VSI gauge is located within middle right of the FO main panel .... below the Altimeter gauge.

- A DME2 counter is located within the bottom right of the FO main panel .... below the IVSI gauge.

- An RA gauge is located at the extreme upper right of the FO main panel. Left mouse clicking either left or right sides of the (white) selector tab, located outside the bottom right rim of the RA gauge, adjust the Minimum Height selection displayed within the RA gauge.

PLEASE NOTE: A lamp, located within the top left of the Altimeter gauge, momentarily illuminates (yellow) to confirm descending through the pre-selected minimum altitude during any approach to landing.

- An Altitude Selector gauge is located at the extreme middle right of the FO main panel .... below the RA gauge. Left mouse clicking the left side of the selector tab, located within the bottom right of the Altitude Selector gauge, reduces the selected/displayed altitude per 100 FT increments. Left mouse clicking right side of the selector tab, located within the bottom right of the Altitude Selector gauge, increases the selected/displayed altitude per 100 FT increments.

- A clock is also located at the extreme lower right the FO main panel. Left mouse clicking either left or right sides of the left selector tab, located outside the bottom left rim of the Clock gauge, adjusts the hour. Left mouse clicking either left or right sides of the right selector tab, located outside the bottom right rim of the Clock gauge, adjusts the minutes.

- An AP sub panel selection icon is also located at the extreme bottom right of the FO main panel .... below the clock. Left mouse clicking this icon opens/closes the combined NAV1/COM1/NA2/COM2/AP sub panel.

Mark C
AKL/NZ

Last Edit: May 10, 2024 23:51:11 GMT by aerofoto - HJG Admin: updating

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C-135 (series) - Installation & Handling Notes Dec 15, 2020 3:28:13 GMT

Post by aerofoto - HJG Admin on Dec 15, 2020 3:28:13 GMT

C-135 INSTALLATION & HANDLING NOTES # 4

UPDATED: DECEMBER 15th 2020.

B707 PANEL INSTRUMENT DESCRIPTIONS

PLEASE NOTE: All HJG supplied C-135 simulations use HJG B707 Panel assignments.

Please read the following panel/sub panel descriptions carefully.

4.00: B367-80/B707-120/-120B - UPPER MAIN PANEL

The B367-80/B707-120/-120B upper main panels are composed of each of the following features ....

- The engine fire Warning and Extinguisher System is located across the entire middle right and left of the upper section of both CAPT and FO main panels respectively .... below the windshield. A separate extinguisher is represented for each individual engine. In order of their presentation the cover for these fire extinguishers are numbered 1/2/3/and 4 .... each corresponding with engines #1/#2/#3/and #4 respectively.

The fire extinguisher for any engine is engaged by left mouse clicking on the cover for a selected engine (which opens the extinguisher cover for that engine) .... THEN .... left mouse clicking inside the open recess for that same selected engine (in order to activate the extinguisher) .... and which discharges the extinguisher for that same selected engine with its audio effect.

PLEASE NOTE: Once the fire extinguisher for any engine has been selected that particular engine will automatically shutdown. It will not be possible to restart that same selected engine again during that particular flying session.

- 4 lamps are located below each engine fire extinguisher .... these each illuminate (orange) when the extinguisher for the selected engine has been discharged.

4.01: B707-120B 1965/-320B ADV & C/-323B ADV & C - UPPER MAIN PANEL

The B707-120B 1965/-320B ADVC/-323C upper main panels are composed of each of the following features ....

- An Altitude Selector gauge is located at the extreme left of both the CAPT and FO upper main panels respectively. Left mouse clicking the left side of the selector tab, located within the bottom right of the Altitude Selector gauge, reduces the selected/displayed altitude per 100 FT increments. Left mouse clicking right side of the selector tab, located within the bottom right of the Altitude Selector gauge, increases the selected/displayed altitude per 100 FT increments. During both climb and descent the Altitude Alert tone is auto-triggered at precisely 700 FT "prior to" intercepting any selected altitude .... and again should the selected altitude be "exceeded" by 300 FT.

- The engine fire Warning and Extinguisher System is located across the entire middle right and left of the upper section of both CAPT and FO main panels respectively .... below the windshield. A separate extinguisher is represented for each individual engine. In order of their presentation the cover for these fire extinguishers are numbered 1/2/3/and 4 .... each corresponding with engines #1/#2/#3/and #4 respectively.

The fire extinguisher for any engine is engaged by left mouse clicking on the cover for a selected engine (which opens the extinguisher cover for that engine) .... THEN .... left mouse clicking inside the open recess for that same selected engine (in order to activate the extinguisher) .... and which discharges the extinguisher for that same selected engine with its audio effect.

PLEASE NOTE: Once the fire extinguisher for any engine has been selected that particular engine will automatically shutdown. It will not be possible to restart that same selected engine again during that particular flying session.

- 4 lamps are located below each engine fire extinguisher .... these each illuminate (yellow) when the extinguisher for the selected engine has been discharged.

4.02: B707-700/E-3D - CAPT UPPER MAIN PANEL

The B707-700/E-3D upper main panel is composed of each of the following features ....

- An FD MCU rotary switch is located at the extreme left of the CAPT combined FD MCP/NAV1/NAV2 panel. The FD MCU Selector rotary switch may be cycled between either "GA, HDG, NAV/LOC, AUTO APP, MAN GS, and GS" detents in accordance with the required FD mode. Selecting the FD "ON" enables the FD cross hair bars to display within the AI gauge.

- An FD ALT Hold switch is also located within the left of the CAPT combined FD MCP/NAV1/NAV2 panel .... to the right of the FD MCU rotary switch .... and may be engaged/disengaged by being set "up/down" it to its corresponding "ON/OFF" position respectively.

PLEASE NOTE: This switch should only be engaged in conjunction with AP "ALT" mode.

- An FD control knob is also located within the left of the CAPT combined FD MCP/NAV1/NV2 panel .... to the right of the FD ALT Hold switch. Left mouse clicking the left and right sides of this selector knob adjusts the FD horizontal bar indication displayed within the AI gauge.

PLEASE NOTE: The FD Mode Control switch must first be engaged (selected "ON") in order for the FD cross hair bars to display within the AI gauge.

- A NAV1 Radio is located within the center of the CAPT combined FD MCP/NAV1/NV2 panel .... to the right of the FD control knob. Left mouse clicking the left side of the left selector tab, located below NAV1 radio frequency (- position) cycles the displayed 3-digit digit prefix of any NAV1 frequency. Left mouse clicking the right side of the left selector tab, located below NAV1 radio frequency (+ position) cycles the displayed 2-digit digit prefix of any NAV1 frequency.

- A NAV2 Radio is also located within the center of CAPT combined FD MCP/NAV1/NV2 Main panel section .... to the right of the NAV2 Radio. Left mouse clicking the left side of the left selector tab, located below NAV1 radio frequency (- position) cycles the displayed 3-digit digit prefix of any NAV2 frequency. Left mouse clicking the right side of the left selector tab, located below NAV1 radio frequency (+ position) cycles the displayed 2-digit digit prefix of any NAV2 frequency.

- The FO FD MCU rotary switch is duplicated at the extreme right of the CAPT combined FD MCP/NAV1/NV2 panel. The FD MCU Selector rotary switch may be cycled between either "GA, HDG, NAV/LOC, AUTO APP, MAN GS, and GS" detents in accordance with the required FD mode. Selecting the FD "ON" enables the FD cross hair bars to display within the AI gauge.

- The FO ALT Hold switch is also duplicated at the extreme right of the CAPT combined FD MCP/NAV1/NAV2 panel .... to the right of the FD MCU rotary switch .... and may be engaged/disengaged by being set "up/down" it to its corresponding "ON/OFF" position respectively.

4.03: B707-700/E-3D - FO UPPER MAIN PANEL

The B707-700/E-3D upper main panel is composed of each of the following features ....

- The CAPT FD MCU rotary switch is located at the extreme left of the combined FD MCP/NAV1/NAV2 panel. The FD MCU Selector rotary switch may be cycled between either "GA, HDG, NAV/LOC, AUTO APP, MAN GS, and GS" detents in accordance with the required FD mode. Selecting the FD "ON" enables the FD cross hair bars to display within the AI gauge.

- CAPT FD ALT Hold switch is also located within the left of the FO combined FD MCP/NAV1/NAV2 panel .... to the right of the FD MCU rotary switch .... and may be engaged/disengaged by being set "up/down" it to its corresponding "ON/OFF" position respectively.

PLEASE NOTE: This switch should only be engaged in conjunction with AP "ALT" mode.

- The CAPT FD control knob is also located within the left of the FO combined FD MCP/NAV1/NV2 panel .... to the right of the FD ALT Hold switch. Left mouse clicking the left and right sides of this selector knob adjusts the FD horizontal bar indication displayed within the AI gauge.

PLEASE NOTE: The FD Mode Control switch must first be engaged (selected "ON") in order for the FD cross hair bars to display within the AI gauge.

- A NAV1 Radio is located within the center of the CAPT combined FD MCP/NAV1/NV2 panel .... to the right of the FD control knob. Left mouse clicking the left side of the left selector tab, located below NAV1 radio frequency (- position) cycles the displayed 3-digit digit prefix of any NAV1 frequency. Left mouse clicking the right side of the left selector tab, located below NAV1 radio frequency (+ position) cycles the displayed 2-digit digit prefix of any NAV1 frequency.

- A NAV2 Radio is also located within the center of CAPT combined FD MCP/NAV1/NV2 Main panel section .... to the right of the NAV2 Radio. Left mouse clicking the left side of the left selector tab, located below NAV1 radio frequency (- position) cycles the displayed 3-digit digit prefix of any NAV2 frequency. Left mouse clicking the right side of the left selector tab, located below NAV1 radio frequency (+ position) cycles the displayed 2-digit digit prefix of any NAV2 frequency.

- The FD MCU rotary switch is duplicated within the right of the FO combined FD MCP/NAV1/NV2 panel. The FD MCU Selector rotary switch may be cycled between either "GA, HDG, NAV/LOC, AUTO APP, MAN GS, and GS" detents in accordance with the required FD mode. Selecting the FD "ON" enables the FD cross hair bars to display within the AI gauge.

- The ALT Hold switch is also duplicated within the right of the FO combined FD MCP/NAV1/NAV2 panel .... to the right of the FD MCU rotary switch .... and may be engaged/disengaged by being set "up/down" it to its corresponding "ON/OFF" position respectively.

- The CAPT FD control knob is located at the extreme left of the FO combined FD MCP/NAV1/NV2 panel .... to the right of the FD ALT Hold switch. Left mouse clicking the left and right sides of this selector knob adjusts the FD horizontal bar indication displayed within the AI gauge.

4.04: B367-80 - MAIN PANEL ENGINE CLUSTER

The B367-80 engine instruments cluster occupies the entire right and left of both CAPT and FO main panels respectively. From top left .... and moving down .... and toward the right .... the Center Main panel/Engine Cluster is composed of each of the following features ....

- 5 separate rows of engine related instruments are represented within this panel section.

- The first row of 4 gauges represent engine EPR. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 EPR indications.

- The second row of 4 gauges represent engine N1. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 N1 indications.

- The third row of 4 gauges represent engine EGT. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 EGT indications.

- The fourth row of 4 gauges represent engine N2. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 N2 indications.

- The fifth row of 4 gauges represent engine FF. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 FF indications.

4.05: B707-120/-120B - MAIN PANEL/ENGINE CLUSTER

The B707-120/-120B engine instruments cluster occupies the entire middle right and left sections of both CAPT and FO main panels respectively. From top to bottom the engine instruments cluster is composed of each of the following features ....

- A row of 4 engine Thrust Reverser lamps are located across the extreme upper middle left and right of both CAPT and FO main panels. In order of their presentation and from left to right these each relate to .... engine #1/#2/#3/and #4 respectively. These lamps each illuminate (orange) when reverse thrust is engaged.

- 5 separate rows of engine related instruments are represented within the center left and right of both CAPT and FO main panels .... below the engine Thrust Reverser lamps.

- The first row of 4 engine gauges represent engine EPR. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 EPR indications.

- The second row of 4 engine gauges represent engine N1. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 N1 indications.

- The third row of 4 engine gauges represent engine EGT. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 EGT indications.

- The fourth row of 4 engine gauges represent engine N2. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 N2 indications.

- The fifth row of 4 engine gauges represent engine FF. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 FF indications.

4.06: B707-120B 1965/-320B ADV & C 1965/-323B ADV & C - MAIN PANEL/ENGINE CLUSTER

The B707-120B 1965/-320B ADVC 1965/-323C engine instruments cluster occupies the entire middle right and left sections of both CAPT and FO main panels respectively. From top to bottom the engine instruments cluster is composed of each of the following features ....

- A row of 4 engine Thrust Reverser lamps are located across the extreme upper middle left and right of both CAPT and FO main panels. In order of their presentation and from left to right these each relate to .... engine #1/#2/#3/and #4 respectively. These lamps each illuminate (yellow) when reverse thrust is engaged.

- 5 separate rows of engine related instruments are represented within the center left and right of both CAPT and FO main panels .... below the engine Thrust Reverser lamps.

- The first row of 4 engine gauges represent engine EPR. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 EPR indications.

- The second row of 4 engine gauges represent engine N1. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 N1 indications.

- The third row of 4 engine gauges represent engine EGT. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 EGT indications.

- The fourth row of 4 engine gauges represent engine N2. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 N2 indications.

- The fifth row of 4 engine gauges represent engine FF. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 FF indications.

4.07: B707-320B ADV & C 1970/-323B ADV & C 1970 - MAIN PANEL/ENGINE CLUSTER

The B707-320B ADVC 1970/-323C 1970 engine instruments cluster occupies the entire middle right and left sections of both CAPT and FO main panels respectively. From top to bottom the engine instruments cluster is composed of each of the following features ....

- A bank for 4 interior lighting switches are located across the extreme upper middle left and right of both CAPT and FO main panels. In order of their presentation and from left to right these each illuminate the following main panel items .... Captains Panel, Center Panel, Instrument Back lighting, and FO Panel lighting. This lighting may be engaged by setting each switch "right/left" to its "ON/OFF" position respectively.

- A row of 4 engine Thrust Reverser lamps are also located across the upper middle left and right of both CAPT and FO main panels .... below the panel lighting switches. In order of their presentation and from left to right these each relate to .... engine #1/#2/#3/and #4 respectively. These lamps each illuminate (blue) when reverse thrust is engaged.

- 4 separate rows of engine related instruments are represented within the center left and right of both CAPT and FO main panels .... below the engine Thrust Reverser lamps.

- The first row of 4 engine gauges represent engine EPR. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 EPR indications.

- The second row of 4 engine gauges represent engine N1. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 N1 indications.

- The third row of 4 engine gauges represent engine EGT. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 EGT indications.

- The fourth row of 4 engine gauges represent engine FF. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 FF and Totalizer indications.

4.08: B707-700/E-3D - MAIN PANEL ENGINE CLUSTER

The B707-700/E-3D panel engine instruments cluster occupies the entire middle right and left sections of both CAPT and FO main panels respectively. From top to bottom the engine instruments cluster is composed of each of the following features ....

- A bank for 4 interior lighting switches are located across the extreme upper middle left and right of both CAPT and FO main panels. In order of their presentation and from left to right these each illuminate the following main panel items .... Captains Panel, Center Panel, Instrument Back Lighting, and FO Panel lighting. This lighting may be engaged by setting each switch "right/left" to its "ON/OFF" position respectively.

- A row of 4 engine Thrust Reverser lamps are also located across the upper middle left and right of both CAPT and FO main panels .... below the panel lighting switches. In order of their presentation and from left to right these each relate to .... engine #1/#2/#3/and #4 respectively. These lamps each illuminate (blue) when reverse thrust is engaged.

- 4 separate rows of engine related instruments are represented within the center left and right of both CAPT and FO main panels .... below the engine Thrust Reverser lamps.

- The first row of 4 gauges represent 1970 era engine N1. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 N1 indications.

- The second row of 4 gauges represent 1970 era engine EGT. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 EGT indications.

- The third row of 4 gauges represent 1970 era engine N2. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 N2 indications.

- The fourth row of 4 gauges represent engine FF. In order of their presentation and from left to right the first row of these gauges each relate to .... engine #1/#2/#3/and #4 FF and Totalizer indications.

Mark C
AKL/NZ

Last Edit: May 10, 2024 23:53:11 GMT by aerofoto - HJG Admin: updating

aerofoto - HJG Admin
Administrator

Global Moderator

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C-135 (series) - Installation & Handling Notes Dec 15, 2020 3:28:51 GMT

Post by aerofoto - HJG Admin on Dec 15, 2020 3:28:51 GMT

C-135 INSTALLATION & HANDLING NOTES # 5

UPDATED: April 7th 2024.

B707 PANEL/INSTRUMENT DESCRIPTIONS

PLEASE NOTE: All HJG supplied C-135 simulations used HJG B707 Panel assignments.

Please read the following panel/sub panel descriptions carefully.

5.00: B367-80/B707-120/-120B - CENTER PEDESTAL SUB PANEL

The B367-80/B707-120 and -120B CP sub panel is opened/closed using either the sub panel selection icons located on each CAPT or FO Main Panels or OH and FE sub panels. From top left .... and moving down .... and toward the right .... the standard CP sub panel is composed of each of the following features ....

- A combined WX Radar/ADF1, Transponder/ADF2 unit occupies the entire upper section of the CP sub panel.

PLEASE NOTE: The WX Radar featured in HJG panels can accurately detect, and display, actual FS meteorological conditions. This feature requires either a "free" or "fully licensed" version of Pete DOWSON's FSUIPC module.

Pete DOWSON's FSUIPC module/s can be obtained per the following link ....

forum.simflight.com/topic/80977-updated-modules/

Go to the following section of the above linked posting ....

UPDATED MODULES

"FOR FSX, FSX-SE and Prepar3D"

The current and last updated FSUIPC module "for FSX" is version 4.977.

"FOR FS9"

The current and last updated FSUIPC module for FS9 is the listed version 3.999z9b

Be sure to identify, download, and install the FSUIPC module in accordance with one's FS version of choice/use. Be sure to carefully "READ" the accompanying FSUIPC Installation Instructions. Be advised: Both FS9 and FSX versions (only) of FSUIPC are no longer supported by Pete DOWSON .... and beyond recommending use of this utility (since 2006) HJG does not provide FSUIPC support either (Pete DOWSON's documentation accompanying this module is very comprehensive and more than adequate).

- The WX Radar Range selector switch is located within the top left of the combined WX Radar/ADF1, Transponder/ADF2 section of the CP sub panel. Left mouse clicking the selector switch cycles the WX Radar range between STBY, 20, 50, and 150 (mile) detents.

- The WX Radar Antennae Tilt selector switch is also located within the top left of the combined WX Radar/ADF1, Transponder/ADF2 section of the CP sub panel. Left mouse clicking the selector switch cycles the WX Radar antennae between axis of 5, 10, and 15* (degrees) left or right.

- The WX Radar screen is located within the middle of the combined WX Radar/ADF1, Transponder/ADF2 section of the CP sub panel .... along with its 2 screen adjustment tabs. Left mouse clicking the left tab adjusts intensity of the WX Radar screen. Left mouse clicking the right tab adjusts intensity of the WX Radar screen range indicator lines.

- The ADF1 Radio is located within the bottom left of the the combined WX Radar/ADF1, Transponder/ADF2 section of the CP sub panel .... below the WX Radar Range and Antennae Tilt selector switches. Left mouse clicking the left and right sides of the first selector tab (- and + positions respectively) cycles the displayed primary digit of any ADF1 frequency. Left mouse clicking the left and right sides of the second selector tab (- and + positions respectively) cycles the displayed secondary digit of any ADF1 frequency. Left mouse clicking the left and right sides of the third selector tab (- and + positions respectively) cycles the displayed tertiary digit of any ADF1 frequency.

- A Transponder Radio unit is located within the top right of the combined WX Radar/ADF1, Transponder/ADF2 section of the CP sub panel. Left mouse clicking the Transponder selector switch located cycles the Transponder Radio between "STBY" and "ON" detents. 2 Transponder ID selector tabs .... each labelled "ID" .... are located below the Transponder Radio frequency display window. Left mouse clicking the left side of the left selector tab, at 2 separate vertical points (+ or - respectively) cycles the first digit of any 4-digit Transponder code. Left mouse clicking the right side of the left selector tab, at 2 separate vertical points (+ or - respectively) cycles the second digit of any 4-digit Transponder code. Left mouse clicking the left side of the right selector tab, at 2 separate vertical points (+ or - respectively) cycles the third digit of any 4-digit Transponder code. Left mouse clicking the right side of the right selector tab, at 2 separate vertical points (+ or - respectively) cycles the fourth digit of any 4-digit Transponder code.

- The ADF2 Radio is located within the bottom left of the combined WX Radar/ADF1, Transponder/ADF2 section of the CP sub panel .... below the Transponder Radio. Left mouse clicking the left and right sides of the first selector tab (- and + positions respectively) cycles the displayed primary digit of any ADF2 frequency. Left mouse clicking the left and right sides of the second selector tab (- and + positions respectively) cycles the displayed secondary digit of any ADF2 frequency. Left mouse clicking the left and right sides of the third selector tab (- and + positions respectively) cycles the displayed tertiary digit of any ADF2 frequency.

- A bank of 7 sub panel selection icons are located within the bottom middle of the WX Radar section of the CP sub panel .... below the WX Radar screen. In order of their presentation, and from left to right, these each open the following sub panel views .... CAPT Main Panel, OH sub panel, ATC window, Map window, Knee Board window, FE sub panel, and FO Main panel views ....

- The Spoiler Lever is located within the upper left middle of the CP sub panel.

PLEASE NOTE: This Spoiler Lever cannot be preset to an armed detent for auto-deployment upon landing .... the Spoiler animation within these B707 simulation us "fully manual" only.

- The Trim indicator is located within the lower left middle of the CP sub panel .... and is also duplicated within lower right middle of the CP panel.

- The engine Thrust Levers are located within the center middle of the CP sub panel. In order of their presentation and from left to right thee each relate to engines #1/#2/#3/and #4 respectively.

- The Flap Lever is located within the upper right middle of the CP sub panel.

- A 2nd Trim indicator is also duplicated within the lower right middle of the CP sub panel .... and is also represented within lower right middle section of the CP panel.

- The Parking Brake Lever is also located within the lower left middle of the CP sub panel .... below the left Trim indicator. The lamp beside this lever will illuminate (orange) whenever the Parking Brake is engaged.

- The engine Fuel Levers are located within the lower middle of the CP sub panel .... below the engine Thrust Levers. In order of their presentation and from left to right these each relate to engines #1/#2/#3/and #4 respectively.

- A Trim Movement indicator lamp is located within the lower right middle of the CP sub panel .... this lamp will illuminate (yellow) in response to any Trim adjustment/s.

- A combined NAV1/COM1/NAV2/COM2 Radio and AP is located within the lower middle of the CP sub panel .... below the engine Fuel Levers.

- The NAV1 Radio is located within the left of the combined NAV1/COM1/NAV2/COM2 Radio and AP section of the CP sub panel. Left mouse clicking the left side of the NAV1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any NAV1 frequency. Left mouse clicking the right side of the NAV1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 2-digit digit suffix of any NAV1 frequency.

- The COM1 Radio is located within the center left of the combined NAV1/COM1/NAV2/COM2 Radio and AP section of the CP sub panel. Left mouse clicking the left side of the COM1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any COM1 frequency. Left mouse clicking the right side of the COM1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 2-digit digit suffix of any COM1 frequency.

- The NAV2 Radio is located within the center right of the combined NAV1/COM1/NAV2/COM2 Radio and AP section of the CP sub panel. Left mouse clicking the left side of the NAV2 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any NAV2 frequency. Left mouse clicking the right side of the NAV2 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 2-digit digit suffix of any NAV2 frequency.

- The COM2 Radio is located within the right of the combined NAV1/COM1/NAV2/COM2 Radio and AP section of the CP sub panel. Left mouse clicking the left side of the COM2 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any COM2 frequency. Left mouse clicking the right side of the COM2 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 2-digit digit suffix of any COM1 frequency.

- The AP is located within the lower of the combined NAV1/COM1/NAV2/COM2 Radio and AP section of the CP sub panel.

- An AP Mode Selector switch is located within the left of the AP section of the CP sub panel .... below the NAV1 Radio. During AP controlled flight .... the AP Mode rotary selector switch may be cycled between either "HDG, MAN, VOR/LOC, GS, and AUTO" detents in accordance with the required AP flight mode.

- An AP VS Thumb Wheel is located at the bottom left of the AP section of the CP sub panel .... to the right of the AP Mode Selector rotary switch. During AP controlled flight .... left mouse-clicking the lower portion of the Vert Speed thumb wheel, will increase the ROC by approximately 100 FPM per selection .... left mouse-clicking the upper portion of the Vert Speed thumb wheel will increase the ROD by approximately 100 FPM per selection.

- An AP Turn/Roll selector knob is located within the bottom middle of the AP section of the CP sub panel. During AP controlled flight .... left mouse-clicking the left side of this turn selector knob enables an AP controlled left turn with a bank angle dictated by the axis of its setting .... left mouse-clicking the right side of this turn knob enables an AP controlled right turn with a bank angle dictated by the axis of its setting. Resetting this turn knob to its center/neutral position restores wings level flight in accordance with the acquired heading.

- A 2nd AP VS Thumb Wheel (secondary unit) is duplicated within the middle right of the AP section of the CP sub panel .... to the right of the AP AP Turn Roll selector knob. During AP controlled flight .... left mouse-clicking the lower portion of the Vert Speed thumb wheel will increase the ROC by approximately 100 FPM per selection .... left mouse-clicking the upper portion of the Vert Speed thumb wheel will increase the ROD by approximately 100 FPM per selection.

- An AP Master switch is located within the center bottom right of the AP section of the CP sub panel. During manual flight the AP is engaged by selecting the AP Master switch "up" .... to its "AUTO PILOT" position.

- The AP ALT Hold switch is located within the top right of the AP section of the CP sub panel .... to the right of the AP Master Switch. During AP controlled flight "ALT HLD" mode is engaged by setting this switch "left" and to its "ON" position.

- A Yaw Damper switch is located within the bottom right of the AP unit of the CP sub panel .... below the AP ALT Hold Switch .... and is engaged by setting this switch "up" and to its "ON" position.

PLEASE NOTE: The standard combined NAV1/COM1/NAV2/COM2 Radio/AP unit (only) is also accessible per "AP" sub panel selection icons on the CAPT and FO main panels.

5.01 B707-120B 1965/-320B ADV & C/-320B ADV & C 1970/-323B ADV & C/-323B ADV & C 1970/-700/E-3D - CENTER PEDESTAL SUB PANEL (INS version)

The B707-120B 1965/-320B ADVC/-320B ADVC 1970/-323C/-323C 1970/-700/E-3D INS CP sub panel is opened/closed either the sub panel selection icons located on each CAPT or FO Main Panels or OH and FE sub panels. From top left .... and moving down .... and toward the right .... the standard cP sub panel is composed of each of the following features ....

The standard CP sub panel is opened/closed using either the sub icons located on each CAPT or FO Main Panel view. From top left .... and moving down .... and toward the right .... the standard CP sub panel is composed of each of the following features ....

- A combined Transponder/WX Radar/INS unit occupies the entire upper of the CP sub panel.

- A Transponder Radio unit is located within the top right of the combined Transponder/WX Radar/INS section of the CP sub panel. Left mouse clicking the Transponder selector switch located cycles the Transponder Radio between "STBY" and "ON" detents. 2 Transponder ID selector tabs .... each labelled "ID" .... are located below the Transponder Radio frequency display window. Left mouse clicking the left side of the left selector tab, at 2 separate vertical points (+ or - respectively) cycles the first digit of any 4-digit Transponder code. Left mouse clicking the right side of the left selector tab, at 2 separate vertical points (+ or - respectively) cycles the second digit of any 4-digit Transponder code. Left mouse clicking the left side of the right selector tab, at 2 separate vertical points (+ or - respectively) cycles the third digit of any 4-digit Transponder code. Left mouse clicking the right side of the right selector tab, at 2 separate vertical points (+ or - respectively) cycles the fourth digit of any 4-digit Transponder code.

- The WX Radar Range selector switch is located within the top left of the combined Transponder/WX Radar/INS section of the CP sub panel. Left mouse clicking the selector switch cycles the WX Radar range between STBY, 20, 50, and 150 (mile) detents.

PLEASE NOTE: The WX Radar featured in HJG panels can accurately detect, and display, actual FS meteorological conditions. This feature requires either a "free" or "fully licensed" version of Pete DOWSON's FSUIPC module.

Pete DOWSON's FSUIPC module/s can be obtained per the following link ....

forum.simflight.com/topic/80977-updated-modules/

Go to the following section of the above linked posting ....

UPDATED MODULES

"FOR FSX, FSX-SE and Prepar3D"

The current and last updated FSUIPC module "for FSX" is version 4.977.

"FOR FS9"

The current and last updated FSUIPC module for FS9 is the listed version 3.999z9b

Be sure to identify, download, and install the FSUIPC module in accordance with one's FS version of choice/use. Be sure to carefully "READ" the accompanying FSUIPC Installation Instructions. Be advised: Both FS9 and FSX versions (only) of FSUIPC are no longer supported by Pete DOWSON .... and beyond recommending use of this utility (since 2006) HJG does not provide FSUIPC support either (Pete DOWSON's documentation accompanying this module is very comprehensive and more than adequate).

- The WX Radar Antennae Tilt selector switch is also located within the top left of the combined Transponder/WX Radar/INS section of the CP sub panel. Left mouse clicking the selector switch cycles the WX Radar antennae between axis of 5, 10, and 15* (degrees) left or right.

- The WX Radar screen is located within the middle of the combined Transponder/WX Radar/INS section of the CP sub panel .... along with its 2 screen adjustment tabs. Left mouse clicking the left tab adjusts intensity of the WX Radar screen. Left mouse clicking the right tab adjusts intensity of the WX Radar screen range indicator lines.

- The INS unit is located within the entire right of the combined WX Radar/ADF1, Transponder/ADF2 section of the CP sub panel .... along with its associated Mode switch, Test switch, and Data Keypad.

PLEASE NOTE: INS MSU selector unit is located on the OH sub panel.

PLEASE NOTE ALSO: The INS featured within each HJG B707 panel (compiled by George CARTY) is "fully functional". HJG offer complete INS navigation tutorials (compiled by Nathan FORD) in both illustrated text and video formats. These are accessible per each of the following HJG forum links ....

INS NAVIGATION TUTORIAL
tonymadgehjg.proboards.com/thread/9801/ins-tutorial

INS NAVIGATION TUTORIAL (video)
tonymadgehjg.proboards.com/thread/8957/ins-tutorial

- A bank of 7 sub panel selection icons are located within the bottom middle of the WX Radar section of the CP sub panel .... below the WX Radar screen. In order of their presentation, and from left to right, these each open the following sub panel views .... CAPT Main Panel, OH sub panel, ATC window, Map window, Knee Board window, FE sub panel, and FO Main panel views.

- The Spoiler Lever is located within the upper left middle of the CP sub panel.

PLEASE NOTE: This Spoiler Lever cannot be preset to an armed detent for auto-deployment upon landing .... the Spoiler animation within these B707 simulation us "fully manual" only.

- The Trim indicator is located within the lower left middle of the CP sub panel .... and is also duplicated within lower right middle section of the CP panel.

- The engine Thrust Levers are located within the center middle of the CP sub panel. In order of their presentation and from left to right thee each relate to engines #1/#2/#3/and #4 respectively.

- The Flap Lever is located within the upper right middle of the CP sub panel.

- The Trim indicator is also duplicated within the lower right middle of the CP sub panel .... and is also represented within lower right middle of the CP panel.

- The Parking Brake Lever is also located within the lower left middle of the CP sub panel .... below the left Trim indicator. The lamp beside this lever will illuminate (orange) whenever the Parking Brake is engaged.

- The engine Fuel Levers are located within the lower center middle of the CP sub panel .... below the engine Thrust Levers. In order of their presentation and from left to right these each relate to engines #1/#2/#3/and #4 respectively.

- A Trim Movement indicator lamp is located within the lower right middle of the CP sub panel .... this lamp will illuminate (yellow) in response to any Trim adjustment/s.

- A combined NAV1/COM1/NAV2/COM2 Radio and AP is located within the lower center middle of the CP sub panel .... below the engine Fuel Levers.

- The NAV1 Radio is located within the left of the combined NAV1/COM1/NAV2/COM2 Radio and AP section of the CP sub panel. Left mouse clicking the left side of the NAV1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any NAV1 frequency. Left mouse clicking the right side of the NAV1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 2-digit digit suffix of any NAV1 frequency.

- The COM1 Radio is located within the center left of the combined NAV1/COM1/NAV2/COM2 Radio and AP section of the CP sub panel. Left mouse clicking the left side of the COM1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any COM1 frequency. Left mouse clicking the right side of the COM1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 2-digit digit suffix of any COM1 frequency.

- The NAV2 Radio is located within the center right of the combined NAV1/COM1/NAV2/COM2 Radio and AP section of the CP sub panel. Left mouse clicking the left side of the NAV2 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any NAV2 frequency. Left mouse clicking the right side of the NAV2 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 2-digit digit suffix of any NAV2 frequency.

- The COM2 Radio is located within the right of the combined NAV1/COM1/NAV2/COM2 Radio and AP section of the CP sub panel. Left mouse clicking the left side of the COM2 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any COM2 frequency. Left mouse clicking the right side of the COM2 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 2-digit digit suffix of any COM1 frequency.

- The AP is located within the lower of the combined NAV1/COM1/NAV2/COM2 Radio and AP section of the CP sub panel.

- An AP Mode Selector rotary switch is located within lower left of the combined NAV1/COM/NAV2/COM2/AP sub panel .... below the NAV1 Radio. During AP controlled flight .... the AP Mode rotary selector switch may be cycled between either "INS, HDG, MAN, VOR/LOC, GS, and AUTO" detents in accordance with the required AP flight mode.

- An AP VS Thumb Wheel is located within the lower left middle of the combined NAV1/COM/NAV2/COM2/AP sub panel .... to the right of the AP Mode Selector rotary switch. During AP controlled flight .... left mouse-clicking the lower portion of the Vert Speed thumb wheel, will increase the ROC by approximately 100 FPM per selection .... left mouse-clicking the upper portion of the Vert Speed thumb wheel will increase the ROD by approximately 100 FPM per selection.

- An AP Turn/Roll selector knob is located within the bottom middle of the AP unit of the CP sub panel. During AP controlled flight .... left mouse-clicking the left side of this turn selector knob enables an AP controlled left turn with a bank angle dictated by the axis of its setting .... left mouse-clicking the right side of this turn knob enables an AP controlled right turn with a bank angle dictated by the axis of its setting. Resetting this turn knob to its center/neutral position restores wings level flight in accordance with the acquired heading.

- A 2nd AP VS Thumb Wheel (secondary unit) is duplicated within the middle right of the AP section of the CP sub panel .... to the right of the AP AP Turn Roll selector knob. During AP controlled flight .... left mouse-clicking the lower portion of the Vert Speed thumb wheel will increase the ROC by approximately 100 FPM per selection .... left mouse-clicking the upper portion of the Vert Speed thumb wheel will increase the ROD by approximately 100 FPM per selection.

- An AP Master switch is located within the center bottom right of the AP section of the CP sub panel. During manual flight the AP is engaged by selecting the AP Master switch "up" .... to its "AUTO PILOT" position.

- The AP ALT Hold switch is located within the top right of the AP section of the CP sub panel .... to the right of the AP Master Switch. During AP controlled flight "ALT HLD" mode is engaged by setting this switch "left" and to its "ON" position.

- A Yaw Damper switch is located within the bottom right of the AP section of the CP sub panel .... below the AP ALT Hold Switch .... and is engaged by setting this switch "up" and to its "ON" position.

PLEASE NOTE: The standard combined INS/NAV1/COM1/NAV2/COM2 Radio/AP unit (only) is also accessible per "AP" sub panel selection icons on the CAPT and FO main panels.

5.02: B707-120 and -120B - AUTO PILOT SUB PANEL

The B707-120 and -120B AP sub panel is opened/closed using either the "AP" sub selection icons located on the CAPT and FO Main panels or SHIFT+5 keyboard commands. From top left .... and moving down .... and toward the right .... the standard AP sub panel is composed of each of the following features ....

- The NAV1 Radio is located within the upper left of the combined NAV1/COM/NAV2/COM2/AP sub panel. Left mouse clicking the left side of the NAV1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any NAV1 frequency. Left mouse clicking the right side of the NAV1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 2-digit digit prefix of any NAV1 frequency.

The COM1 Radio is located within the upper left middle of the combined NAV1/COM/NAV2/COM2/AP sub panel .... to the right of the NAV1 Radio. Left mouse clicking the left side of the COM1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any COM1 frequency. Left mouse clicking the right side of the COM1 selector tab, at 2 separate vertical points (- and + positions respectively), adjusts the displayed 2-digit digit suffix of any COM1 frequency.

- The NAV2 Radio is located within the upper right middle of the combined NAV1/COM/NAV2/COM2/AP sub panel. Left mouse clicking the left side of the NAV1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any NAV1 frequency. Left mouse clicking the right beside of the NAV1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 2-digit digit prefix of any NAV1 frequency.

The COM2 Radio is located within the upper left right of the combined NAV1/COM/NAV2/COM2/AP sub panel .... to the right of the COM2 Radio. Left mouse clicking the left side of the COM1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any COM1 frequency. Left mouse clicking the right side of the COM1 selector tab, at 2 separate vertical points (- and + positions respectively), adjusts the displayed 2-digit digit suffix of any COM1 frequency.

- An AP Mode Selector rotary switch is located within lower left of the combined NAV1/COM/NAV2/COM2/AP sub panel .... below the NAV1 Radio. During AP controlled flight .... the AP Mode rotary selector switch may be cycled between either "HDG, MAN, VOR/LOC, GS, and AUTO" detents in accordance with the required AP flight mode.

- An AP VS Thumb Wheel is located within the lower left middle of the combined NAV1/COM/NAV2/COM2/AP sub panel .... to the right of the AP Mode Selector rotary switch. During AP controlled flight .... left mouse-clicking the lower portion of the Vert Speed thumb wheel, will increase the ROC by approximately 100 FPM per selection .... left mouse-clicking the upper portion of the Vert Speed thumb wheel will increase the ROD by approximately 100 FPM per selection.

- An AP Turn/Roll selector knob is located within the lower middle of the combined NAV1/COM/NAV2/COM2/AP sub panel. During AP controlled flight .... left mouse-clicking the left side of this turn selector knob enables an AP controlled left turn with a bank angle dictated by the axis of its setting .... left mouse-clicking the right side of this turn knob enables an AP controlled right turn with a bank angle dictated by the axis of its setting. Resetting this turn knob to its center/neutral position restores wings level flight in accordance with the acquired heading.

- A 2nd AP VS Thumb Wheel (secondary unit) is duplicated within the lower right middle right of the combined NAV1/COM/NAV2/COM2/AP sub panel .... to the right of the AP Turn Roll selector knob. During AP controlled flight .... left mouse-clicking the lower portion of the Vert Speed thumb wheel will increase the ROC by approximately 100 FPM per selection .... left mouse-clicking the upper portion of the Vert Speed thumb wheel will increase the ROD by approximately 100 FPM per selection.

- An AP Master switch is also located within the lower right middle of the combined NAV1/COM/NAV2/COM2/AP sub panel. During manual flight the AP is engaged by selecting the AP Master switch "up" .... to its "AUTO PILOT" position.

- The AP ALT Hold switch is located within the upper right of the AP section of the combined NAV1/COM/NAV2/COM2/AP sub panel .... to the right of the AP Master Switch. During AP controlled flight "ALT HLD" mode is engaged by setting this switch "left" and to its "ON" position.

- A Yaw Damper switch is located within the lower right of the combined NAV1/COM/NAV2/COM2/AP sub panel .... below the AP ALT Hold Switch .... and is engaged by setting this switch "up" and to its "ON" position.

PLEASE NOTE: The standard combined NAV1/COM1/NAV2/COM2 Radio/AP unit is also accessible per "AP" sub panel selection icons on the CAPT and FO main panels.

5.03: B707-120B 1965/-320B ADV & C/-320B ADV & C 1970/-323B & C/-323B ADV & C 1970/-700/E-3D - AUTO PILOT SUB PANEL (INS version)

The B707-120B 1965/-320B ADVC/-320B ADVC 1970/-323C/-323C 1970/-700/E-3D combined INS/NAV1/COM/NAV2/COM2/AP sub panel is opened/closed using either the "AP" sub selection icons located on the CAPT and FO Main panels or SHIFT+5 keyboard commands. From top left .... and moving down .... and toward the right .... the standard AP sub panel is composed of each of the following features ....

- The NAV1 Radio is located within the upper left of the combined INS/NAV1/COM/NAV2/COM2/AP sub panel. Left mouse clicking the left side of the NAV1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any NAV1 frequency. Left mouse clicking the right side of the NAV1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 2-digit digit prefix of any NAV1 frequency.

The COM1 Radio is located within the upper left middle of the combined INS/NAV1/COM/NAV2/COM2/AP sub panel .... to the right of the NAV1 Radio. Left mouse clicking the left side of the COM1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any COM1 frequency. Left mouse clicking the right side of the COM1 selector tab, at 2 separate vertical points (- and + positions respectively), adjusts the displayed 2-digit digit suffix of any COM1 frequency.

- The NAV2 Radio is located within the upper right middle of the combined NAV1/COM/NAV2/COM2/AP sub panel. Left mouse clicking the left side of the NAV1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any NAV1 frequency. Left mouse clicking the right side of the NAV1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 2-digit digit prefix of any NAV1 frequency.

The COM2 Radio is located within the upper left right of the combined INS/NAV1/COM/NAV2/COM2/AP sub panel .... to the right of the COM2 Radio. Left mouse clicking the left side of the COM1 selector tab, at 2 separate vertical points (- and + positions respectively), cycles the displayed 3-digit digit prefix of any COM1 frequency. Left mouse clicking the right side of the COM1 selector tab, at 2 separate vertical points (- and + positions respectively), adjusts the displayed 2-digit digit suffix of any COM1 frequency.

- An AP Mode Selector rotary switch is located within lower left of the combined INS/NAV1/COM/NAV2/COM2/AP sub panel .... below the NAV1 Radio. During AP controlled flight .... the AP Mode rotary selector switch may be cycled between either "INS, HDG, MAN, VOR/LOC, GS, and AUTO" detents in accordance with the required AP flight mode.

- An AP VS Thumb Wheel is located within the lower left middle of the combined INS/NAV1/COM/NAV2/COM2/AP sub panel .... to the right of the AP Mode Selector rotary switch. During AP controlled flight .... left mouse-clicking the lower portion of the Vert Speed thumb wheel, will increase the ROC by approximately 100 FPM per selection .... left mouse-clicking the upper portion of the Vert Speed thumb wheel will increase the ROD by approximately 100 FPM per selection.

- An AP Turn/Roll selector knob is located within the lower middle of the combined INS/NAV1/COM/NAV2/COM2/AP sub panel. During AP controlled flight .... left mouse-clicking the left side of this turn selector knob enables an AP controlled left turn with a bank angle dictated by the axis of its setting .... left mouse-clicking the right side of this turn knob enables an AP controlled right turn with a bank angle dictated by the axis of its setting. Resetting this turn knob to its center/neutral position restores wings level flight in accordance with the acquired heading.

- A 2nd AP VS Thumb Wheel (secondary unit) is duplicated within the lower right middle right of the combined INS/NAV1/COM/NAV2/COM2/AP sub panel .... to the right of the AP Turn Roll selector knob. During AP controlled flight .... left mouse-clicking the lower portion of the Vert Speed thumb wheel will increase the ROC by approximately 100 FPM per selection .... left mouse-clicking the upper portion of the Vert Speed thumb wheel will increase the ROD by approximately 100 FPM per selection.

- An AP Master switch is also located within the lower right middle of the combined INS/NAV1/COM/NAV2/COM2/AP sub panel. During manual flight the AP is engaged by selecting the AP Master switch "up" .... to its "AUTO PILOT" position.

- The AP ALT Hold switch is located within the upper right of the AP unit of the combined INS/NAV1/COM/NAV2/COM2/AP sub panel .... to the right of the AP Master Switch. During AP controlled flight "ALT HLD" mode is engaged by setting this switch "left" and to its "ON" position.

- A Yaw Damper switch is located within the lower right section of the combined INS/NAV1/COM/NAV2/COM2/AP sub panel .... below the AP ALT Hold Switch .... and is engaged by setting this switch "up" and to its "ON" position.

PLEASE NOTE: The standard combined INS/NAV1/COM1/NAV2/COM2 Radio/AP unit is also accessible per "AP" sub panel selection icons on the CAPT and FO main panels.

Mark C
AKL/NZ

Last Edit: May 11, 2024 0:00:28 GMT by aerofoto - HJG Admin: updating

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Administrator

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C-135 (series) - Installation & Handling Notes Dec 15, 2020 3:29:29 GMT

Post by aerofoto - HJG Admin on Dec 15, 2020 3:29:29 GMT

B707 INSTALLATION & HANDLING NOTES # 6

UPDATED: DECEMBER 15th 2020.

B707 PANEL/INSTRUMENT DESCRIPTIONS

PLEASE NOTE: All HJG supplied C-135 simulations used HJG B707 Panel assignments.

Please read the following panel/sub panel descriptions carefully.

6.00: B707 FLIGHT ENGINEER SUB PANEL - B367-80 (no TC version)

The B367-80 (no TC version) FE sub panel is opened/closed using the sub panel icons located on the CAPT and FO Main panels or OH and CP sub panels. From top left .... and moving down .... and toward the right .... the B367-80 FE sub panel is composed of each of the following features ....

- The Electrical System is located within the upper left section of the FE sub panel. Each of the 4 Bus Tie Circuit Breakers .... located across the upper section of the Electrical System .... may be accessed by left mouse clicking on each of their (red) covers.

- The 4 Alternator switches .... located within the center section of the Electrical System .... may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively. A (orange) lamp will momentarily illuminate as each item is engaged/disengaged.

- The Fuel System is located within the lower left section of the FE sub panel.

- The 4 individual Fuel Cut Off switches .... located across the upper section of the Fuel System .... may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively. A (purple) lamp will momentarily illuminate as each item is engaged/disengaged.

- The 5 pairs of Fuel Boost Pump switches .... located across the middle section of the Fuel System .... may be engaged/disengaged by setting their corresponding pairs of switches "up/down" to their "ON/OFF" positions respectively. A (orange) lamp will momentarily illuminate as each item is engaged/disengaged.

PLEASE NOTE: The Fuel Boost Pump switches must be selected "ON" when above 10,000 FT .... or engine failures will result.

- A bank of 5 Fuel Quantity gauges are also located across the middle section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left outer, Left Inner, Center, Right Inner, and Right Outer fuel tanks.

- A bank of 6 Fuel Valves are located across the lower section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left Reserve, Fuel Transfer #1, Fuel Transfer #2, Fuel Transfer #3, Fuel Transfer #4, and Left Reserve valves. Each may be engaged/disengaged by left mouse clicking the corresponding switches "up/down" to their "ON/OFF" positions respectively. A (purple) lamp will momentarily illuminate as each item is engaged/disengaged.

- A bank of 3 Fuel Quantity gauges are also located across the lower section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left Outer reserve, Total Fuel Quantity, and Right reserve fuel tanks.

- The Battery Master switch is located within the top middle section of the FE sub panel .... and may be engaged/disengaged by setting this switch "up/down" to its "ON/OFF" positions respectively.

- The External Power switch is also located within the top middle section of the FE sub panel .... below the Battery Master switch .... and may be engaged/disengaged by setting this switch "up/down" to its "ON/OFF" positions respectively.

PLEASE NOTE: When External power requested, using the Call Ground Technician tab on the OH sub panel, the (white) lamp .... located to the right of the External Power switch .... will illuminate in order to confirm ground power connection. When external power is available the (purple) lamp .... located to the left of the External Power switch .... will illuminate in order to confirm ground power is actually being supplied.

- The Essential Power rotary switch is also located within the top middle section of the FE sub panel .... below the External Power switch .... and may be cycled between either GEN1/GEN2/GEN3/GEN4/or EXT PWR positions to aid engine startup and post engine power supply accordingly.

PLEASE NOTE: For ground assisted engine startup the Essential Power Switch must be set to its "EXT PWR" detent or the (orange) "FAIL" lamp .... located to the left of the Essential Power rotary switch .... will illuminate and result in failed engine startups.

PLEASE NOTE ALSO: For ground assisted engine startup, and once external power/air is being delivered, the Duct Pressure gauge .... located below the Essential power switch .... must register no less than "40 PSI" in order for engine startups to be successful. Manual engine startup "MUST ALWAYS COMMENCE WITH ENGINE # 3 FIRST".

PLEASE NOTE ADDITIONALLY: When using the "alternative Engine #3 bleed air startup procedure" the Essential Power rotary switch must be set to its "GEN3" position .... only after successful startup of engine #3 .... and engine #3 then run up to N2 70% in order to provide sufficient air pressure to start the remaining engines #4/#2/and #1

- A FE Panel Lighting switch is located within the lower middle section of the FE sub panel .... and may be engaged by setting its switch "right/left" to its "ON/OFF" position respectively.

- The Pneumatic Air Duct gauge is also located within lower middle section of the FE sub panel .... to the right of the FE Panel Lighting switch.

- The Air-Conditioning/Pressurization system is located within the upper right section of the FE sub panel.

- A bank of 4 Engine Bleed Air switches are located across to top of the Air-Conditioning/Pressurization section of the FE sub panel. In order of their presentation and from left to right these each relate to .... Engine #1/#2/#3/#4 .... and may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively.

- A bank of 2 Wing Air Valve switches are located across the center section of the Air-Conditioning/Pressurization section of the FE sub panel .... below the Engine Bleed Air switches. In order of their presentation and from left to right these each relate to .... Left Wing Air and Right Wing Air .... and may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively.

- A bank of 2 Air Conditioning Unit switches are located across the lower section of the Air-Conditioning/Pressurization system of the FE sub panel .... below the Wing Air Valve switches. In order of their presentation and from left to right these each relate to .... Left Air Conditioning Unit and Right Air Conditioning Unit .... and may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively.

- A pair of pressurization gauges are also located within the lower section of the Air-Conditioning/Pressurization system of the FE sub panel. In order of their presentation and from left to right these each relate to .... Cabin Altitude and Cabin Differential respectively. Left mouse clicking the left and right sides of the selector tab, located at the bottom left of the Cabin Altitude gauge, enables a target pressurization altitude to be set .... with cabin pressurization differential then being displayed within the corresponding Cabin Differential.

PLEASE NOTE: Setting the Cabin Altitude indicator to approximately 5,000 FT should be sufficient for high altitude cruise at 31,000.

PLEASE NOTE ALSO: Cabin Altitude indicator should be set just prior to T/O.

- A bank of 12 Engine Oil System gauges are located .... in 3 separate rows .... across the lower right section of the FE sub panel. In order of their presentation and from left to right the first row of these gauges each relate to .... Oil Quantity Engine 1#/#2/#3/and #4; the second row of these gauges each relate to .... Oil Temperature Engine 1#/#2/#3/and #4; and the third row of these gauges each relate to .... Oil Pressure Engine 1#/#2/#3/and #4.

6.01: B707 FLIGHT ENGINEER SUB PANEL - B707-120/-120B/-120B 1965 (2X TC version)

The B707-120/-120B/and -120B 1965 (2X TC version) FE sub panel is opened/closed using the sub panel icons located on the CAPT and FO Main panels or OH and CP sub panels. From top left .... and moving down .... and toward the right .... the B367-80 FE sub panel is composed of each of the following features ....

- The Electrical System is located within the upper left section of the FE sub panel. Each of the 4 Bus Tie Circuit Breakers .... located across the upper section of the Electrical System .... may be accessed by left mouse clicking on each of their (red) covers.

- The 4 Alternator switches .... located within the center section of the Electrical System .... may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively. A (orange) lamp will momentarily illuminate as each item is engaged/disengaged.

- The Fuel System is located within the lower left section of the FE sub panel.

- The 4 individual Fuel Cut Off switches .... located across the upper section of the Fuel System .... may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively. A (purple) lamp will momentarily illuminate as each item is engaged/disengaged.

- The 5 pairs of Fuel Boost Pump switches .... located across the middle section of the Fuel System .... may be engaged/disengaged by setting their corresponding pairs of switches "up/down" to their "ON/OFF" positions respectively. A (orange) lamp will momentarily illuminate as each item is engaged/disengaged.

PLEASE NOTE: The Fuel Boost Pump switches must be selected "ON" when above 10,000 FT .... or engine failures will result.

- A bank of 5 Fuel Quantity gauges are also located across the middle section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left outer, Left Inner, Center, Right Inner, and Right Outer fuel tanks.

- A bank of 6 Fuel Valves are located across the lower section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left Reserve, Fuel Transfer #1, Fuel Transfer #2, Fuel Transfer #3, Fuel Transfer #4, and Left Reserve valves. Each may be engaged/disengaged by left mouse clicking the corresponding switches "up/down" to their "ON/OFF" positions respectively. A (purple) lamp will momentarily illuminate as each item is engaged/disengaged.

- A bank of 3 Fuel Quantity gauges are also located across the lower section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left Outer reserve, Total Fuel Quantity, and Right reserve fuel tanks.

- The Battery Master switch is located within the top middle section of the FE sub panel .... and may be engaged/disengaged by setting this switch "up/down" to its "ON/OFF" positions respectively.

- The External Power switch is also located within the top middle section of the FE sub panel .... below the Battery Master switch .... and may be engaged/disengaged by setting this switch "up/down" to its "ON/OFF" positions respectively.

PLEASE NOTE: When External power requested, using the Call Ground Technician tab on the OH sub panel, the (white) lamp .... located to the right of the External Power switch .... will illuminate in order to confirm ground power connection. When external power is available the (purple) lamp .... located to the left of the External Power switch .... will illuminate in order to confirm ground power is actually being supplied.

- The Essential Power rotary switch is also located within the top middle section of the FE sub panel .... below the External Power switch .... and may be cycled between either GEN1/GEN2/GEN3/GEN4/or EXT PWR positions to aid engine startup and post engine power supply accordingly.

PLEASE NOTE: For ground assisted engine startup the Essential Power Switch must be set to its "EXT PWR" detent or the (orange) "FAIL" lamp .... located to the left of the Essential Power rotary switch .... will illuminate and result in failed engine startups.

PLEASE NOTE ALSO: For ground assisted engine startup, and once external power/air is being delivered, the Duct Pressure gauge .... located below the Essential power switch .... must register no less than "40 PSI" in order for engine startups to be successful. Manual engine startup "MUST ALWAYS COMMENCE WITH ENGINE # 3 FIRST".

PLEASE NOTE ADDITIONALLY: When using the "alternative Engine #3 bleed air startup procedure" the Essential Power rotary switch must be set to its "GEN3" position .... only after successful startup of engine #3 .... and engine #3 then run up to N2 70% in order to provide sufficient air pressure to start the remaining engines #4/#2/and #1

- A FE Panel Lighting switch is located within the lower middle section of the FE sub panel .... and may be engaged by setting its switch "right/left" to its "ON/OFF" position respectively.

- The Pneumatic Air Duct gauge is also located within lower middle section of the FE sub panel .... to the right of the FE Panel Lighting switch.

- The Air-Conditioning/Pressurization system is located within the upper right section of the FE sub panel.

- A pair of Turbo-Compressor gauges are located across the top of Air-Conditioning/Pressurization section of the FE sub panel. In order of their presentation and from left to right these each relate to .... Engine #2 TC and Engine # 3 TC.

- A pair of Turbo-Compressor switches are also located across the top of Air-Conditioning/Pressurization section of the FE sub panel .... below each TC gauges. In order of their presentation and from left to right these also each relate to .... Engine #2 TC and Engine # 3 TC .... and may be engaged/disengaged by setting their corresponding switch "up/down" to their "ON/OFF" positions respectively.

PLEASE NOTE: Only engine # 2 and #3 drive TC's in this panel version.

- A bank of 3 pairs of switches are located across middle of the Air-Conditioning/Pressurization section of the FE sub panel. In order of their presentation and from left to right the first pair of these switches each relate to .... Engine #1 and #2 Bleed Air; the second pair of these switches each relate to .... Left Wing Air and Right Wing Air; and the third pair of these switches each relate to Engine #3 and #4 Bleed Air. Each may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively.

- A bank of 2 Air Conditioning Unit switches are located across the lower section of the Air-Conditioning/Pressurization system of the FE sub panel .... below the Wing Air Valve switches. In order of their presentation and from left to right these each relate to .... Left Air Conditioning Unit and Right Air Conditioning Unit .... and may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively.

- A pair of pressurization gauges are also located within the lower section of the Air-Conditioning/Pressurization system of the FE sub panel. In order of their presentation and from left to right these each relate to .... Cabin Altitude and Cabin Differential respectively. Left mouse clicking the left and right sides of the selector tab, located at the bottom left of the Cabin Altitude gauge, enables a target pressurization altitude to be set .... with cabin pressurization differential then being displayed within the corresponding Cabin Differential.

PLEASE NOTE: Setting the Cabin Altitude indicator to approximately 5,000 FT should be sufficient for high altitude cruise at 31,000.

PLEASE NOTE ALSO: Cabin Altitude indicator should be set just prior to T/O.

- A bank of 12 Engine Oil System gauges are located .... in 3 separate rows .... across the lower right section of the FE sub panel. In order of their presentation and from left to right the first row of these gauges each relate to .... Oil Quantity Engine 1#/#2/#3/and #4; the second row of these gauges each relate to .... Oil Temperature Engine 1#/#2/#3/and #4; and the third row of these gauges each relate to .... Oil Pressure Engine 1#/#2/#3/and #4.

6.02: B707 FLIGHT ENGINEER SUB PANEL - B707-323B & C/-323B & C 1970 (2X TC version)

The B707-323C and -323C 1970 (2X TC version) FE sub panel is opened/closed using the sub panel icons located on the CAPT and FO Main panels or OH and CP sub panels. From top left .... and moving down .... and toward the right .... the B367-80 FE sub panel is composed of each of the following features ....

- The Electrical System is located within the upper left section of the FE sub panel. Each of the 4 Bus Tie Circuit Breakers .... located across the upper section of the Electrical System .... may be accessed by left mouse clicking on each of their (red) covers.

- The 4 Alternator switches .... located within the center section of the Electrical System .... may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively. A (orange) lamp will momentarily illuminate as each item is engaged/disengaged.

- The Fuel System is located within the lower left section of the FE sub panel.

- The 4 individual Fuel Cut Off switches .... located across the upper section of the Fuel System .... may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively. A (purple) lamp will momentarily illuminate as each item is engaged/disengaged.

- The 5 pairs of Fuel Boost Pump switches .... located across the middle section of the Fuel System .... may be engaged/disengaged by setting their corresponding pairs of switches "up/down" to their "ON/OFF" positions respectively. A (orange) lamp will momentarily illuminate as each item is engaged/disengaged.

PLEASE NOTE: The Fuel Boost Pump switches must be selected "ON" when above 10,000 FT .... or engine failures will result.

- A bank of 5 Fuel Quantity gauges are also located across the middle section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left outer, Left Inner, Center, Right Inner, and Right Outer fuel tanks.

- A bank of 6 Fuel Valves are located across the lower section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left Reserve, Fuel Transfer #1, Fuel Transfer #2, Fuel Transfer #3, Fuel Transfer #4, and Left Reserve valves. Each may be engaged/disengaged by left mouse clicking the corresponding switches "up/down" to their "ON/OFF" positions respectively. A (purple) lamp will momentarily illuminate as each item is engaged/disengaged.

- A bank of 3 Fuel Quantity gauges are also located across the across lower section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left Outer reserve, Total Fuel Quantity, and Right reserve fuel tanks.

- The Battery Master switch is located within the top middle section of the FE sub panel .... and may be engaged/disengaged by setting this switch "up/down" to its "ON/OFF" positions respectively.

- The External Power switch is also located within the top middle section of the FE sub panel .... below the Battery Master switch .... and may be engaged/disengaged by setting this switch "up/down" to its "ON/OFF" positions respectively.

PLEASE NOTE: When External power requested, using the Call Ground Technician tab on the OH sub panel, the (white) lamp .... located to the right of the External Power switch .... will illuminate in order to confirm ground power connection. When external power is available the (purple) lamp .... located to the left of the External Power switch .... will illuminate in order to confirm ground power is actually being supplied.

- The Essential Power rotary switch is also located within the top middle section of the FE sub panel .... below the External Power switch .... and may be cycled between either GEN1/GEN2/GEN3/GEN4/or EXT PWR positions to aid engine startup and post engine power supply accordingly.

PLEASE NOTE: For ground assisted engine startup the Essential Power Switch must be set to its "EXT PWR" detent or the (orange) "FAIL" lamp .... located to the left of the Essential Power rotary switch .... will illuminate and result in failed engine startups.

PLEASE NOTE ALSO: For ground assisted engine startup, and once external power/air is being delivered, the Duct Pressure gauge .... located below the Essential power switch .... must register no less than "40 PSI" in order for engine startups to be successful. Manual engine startup "MUST ALWAYS COMMENCE WITH ENGINE # 3 FIRST".

PLEASE NOTE ADDITIONALLY: When using the "alternative Engine #3 bleed air startup procedure" the Essential Power rotary switch must be set to its "GEN3" position .... only after successful startup of engine #3 .... and engine #3 then run up to N2 70% in order to provide sufficient air pressure to start the remaining engines #4/#2/and #1

- A FE Panel Lighting switch is located within the lower middle section of the FE sub panel .... and may be engaged by setting its switch "right/left" to its "ON/OFF" position respectively.

- The Pneumatic Air Duct gauge is also located within lower middle section of the FE sub panel .... to the right of the FE Panel Lighting switch.

- The Air-Conditioning/Pressurization system is located within the upper right section of the FE sub panel.

A pair of Turbo-Compressor gauges are located across the top of Air-Conditioning/Pressurization section of the FE sub panel. In order of their presentation and from left to right these each relate to .... Engine #2 TC, and Engine # 3 TC.

- A pair of Turbo-Compressor switches are also located across the top of Air-Conditioning/Pressurization section of the FE sub panel .... below each TC gauges. In order of their presentation and from left to right these also each relate to .... Engine #2 TC and Engine # 3 TC .... and may be engaged/disengaged by setting their corresponding switch "up/down" to their "ON/OFF" positions respectively.

PLEASE NOTE: Only engine # 2 and #3 drive TC's in this panel version.

- A bank of 3 pairs of switches are located across middle of the Air-Conditioning/Pressurization section of the FE sub panel. In order of their presentation and from left to right the first pair of these switches each relate to .... Engine #1 and #2 Bleed Air; the second pair of these switches each relate to .... Left Wing Air and Right Wing Air; and the third pair of these switches each relate to Engine #3 and #4 Bleed Air. Each may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively.

- A bank of 2 Air Conditioning Unit switches are located across the lower section of the Air-Conditioning/Pressurization system of the FE sub panel .... below the Wing Air Valve switches. In order of their presentation and from left to right these each relate to .... Left Air Conditioning Unit and Right Air Conditioning Unit .... and may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively.

- A pair of pressurization gauges are also located within the lower section of the Air-Conditioning/Pressurization system of the FE sub panel. In order of their presentation and from left to right these each relate to .... Cabin Altitude and Cabin Differential respectively. Left mouse clicking the left and right sides of the selector tab, located at the bottom left of the Cabin Altitude gauge, enables a target pressurization altitude to be set .... with cabin pressurization differential then being displayed within the corresponding Cabin Differential.

PLEASE NOTE: Setting the Cabin Altitude indicator to approximately 5,000 FT should be sufficient for high altitude cruise at 31,000.

PLEASE NOTE ALSO: Cabin Altitude indicator should be set just prior to T/O.

- A bank of 16 Engine Oil System gauges are located .... in 4 separate rows .... across the lower right section of the FE sub panel. In order of their presentation and from left to right the first row of these gauges each relate to .... Oil Quantity Engine 1#/#2/#3/and #4; the second row of these gauges each relate to .... Oil Temperature Engine 1#/#2/#3/and #4; the third row of these gauges each relate to .... Oil Pressure Engine 1#/#2/#3/and #4; and the fourth row of these gauges each relate to .... Engine #1/#2/#3/and #4 N2.

6.03: B707 FLIGHT ENGINEER SUB PANEL - B707-320B ADV & C/-320B ADV & C 1970 (3X TC version)

The B707-320B ADVC and -320B ADVC 1970 (3X TC version) FE sub panel is opened/closed using the sub panel icons located on the CAPT and FO Main panels or OH and CP sub panels. From top left .... and moving down .... and toward the right .... the B367-80 FE sub panel is composed of each of the following features ....

- The Electrical System is located within the upper left section of the FE sub panel. Each of the 4 Bus Tie Circuit Breakers .... located across the upper section of the Electrical System .... may be accessed by left mouse clicking on each of their (red) covers.

- The 4 Alternator switches .... located within the center section of the Electrical System .... may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively. A (orange) lamp will momentarily illuminate as each item is engaged/disengaged.

- The Fuel System is located within the lower left section of the FE sub panel.

- The 4 individual Fuel Cut Off switches .... located across the upper section of the Fuel System .... may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively. A (purple) lamp will momentarily illuminate as each item is engaged/disengaged.

- The 5 pairs of Fuel Boost Pump switches .... located across the middle section of the Fuel System .... may be engaged/disengaged by setting their corresponding pairs of switches "up/down" to their "ON/OFF" positions respectively. A (orange) lamp will momentarily illuminate as each item is engaged/disengaged.

PLEASE NOTE: The Fuel Boost Pump switches must be selected "ON" when above 10,000 FT .... or engine failures will result.

- A bank of 5 Fuel Quantity gauges are also located across the middle section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left outer, Left Inner, Center, Right Inner, and Right Outer fuel tanks.

- A bank of 6 Fuel Valves are located across the lower section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left Reserve, Fuel Transfer #1, Fuel Transfer #2, Fuel Transfer #3, Fuel Transfer #4, and Left Reserve valves. Each may be engaged/disengaged by left mouse clicking the corresponding switches "up/down" to their "ON/OFF" positions respectively. A (purple) lamp will momentarily illuminate as each item is engaged/disengaged.

- A bank of 3 Fuel Quantity gauges are also located across the across lower section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left Outer reserve, Total Fuel Quantity, and Right reserve fuel tanks.

- The Battery Master switch is located within the top middle section of the FE sub panel .... and may be engaged/disengaged by setting this switch "up/down" to its "ON/OFF" positions respectively.

- The External Power switch is also located within the top middle section of the FE sub panel .... below the Battery Master switch .... and may be engaged/disengaged by setting this switch "up/down" to its "ON/OFF" positions respectively.

PLEASE NOTE: When External power requested, using the Call Ground Technician tab on the OH sub panel, the (white) lamp .... located to the right of the External Power switch .... will illuminate in order to confirm ground power connection. When external power is available the (purple) lamp .... located to the left of the External Power switch .... will illuminate in order to confirm ground power is actually being supplied.

- The Essential Power rotary switch is also located within the top middle section of the FE sub panel .... below the External Power switch .... and may be cycled between either GEN1/GEN2/GEN3/GEN4/or EXT PWR positions to aid engine startup and post engine power supply accordingly.

PLEASE NOTE: For ground assisted engine startup the Essential Power Switch must be set to its "EXT PWR" detent or the (orange) "FAIL" lamp .... located to the left of the Essential Power rotary switch .... will illuminate and result in failed engine startups.

PLEASE NOTE ALSO: For ground assisted engine startup, and once external power/air is being delivered, the Duct Pressure gauge .... located below the Essential power switch .... must register no less than "40 PSI" in order for engine startups to be successful. Manual engine startup "MUST ALWAYS COMMENCE WITH ENGINE # 3 FIRST".

PLEASE NOTE ADDITIONALLY: When using the "alternative Engine #3 bleed air startup procedure" the Essential Power rotary switch must be set to its "GEN3" position .... only after successful startup of engine #3 .... and engine #3 then run up to N2 70% in order to provide sufficient air pressure to start the remaining engines #4/#2/and #1

- A FE Panel Lighting switch is located within the lower middle section of the FE sub panel .... and may be engaged by setting its switch "right/left" to its "ON/OFF" position respectively.

- The Pneumatic Air Duct gauge is also located within lower middle section of the FE sub panel .... to the right of the FE Panel Lighting switch.

- The Air-Conditioning/Pressurization system is located within the upper right section of the FE sub panel.

- A bank of 3 Turbo-Compressor gauges are located across the top of Air-Conditioning/Pressurization section of the FE sub panel. In order of their presentation and from left to right these each relate to .... Engine #2 TC, Engine # 3 TC, and Engine #4 TC

- A bank of 3 Turbo-Compressor switches are also located across the top of Air-Conditioning/Pressurization section of the FE sub panel .... below each TC gauges. In order of their presentation and from left to right these also each relate to .... Engine #2 TC, Engine # 3 TC, and Engine # 4 TC .... and may be engaged/disengaged by setting their corresponding switch "up/down" to their "ON/OFF" positions respectively.

PLEASE NOTE: Only engine # 2/#3/and #4 drive TC's in this panel version.

- A bank of 3 pairs of switches are located across middle of the Air-Conditioning/Pressurization section of the FE sub panel. In order of their presentation and from left to right the first pair of these switches each relate to .... Engine #1 and #2 Bleed Air; the second pair of these switches each relate to .... Left Wing Air and Right Wing Air; and the third pair of these switches each relate to Engine #3 and #4 Bleed Air. Each may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively.

- A bank of 2 Air Conditioning Unit switches are located across the lower section of the Air-Conditioning/Pressurization system of the FE sub panel .... below the Wing Air Valve switches. In order of their presentation and from left to right these each relate to .... Left Air Conditioning Unit and Right Air Conditioning Unit .... and may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively.

- A pair of pressurization gauges are also located within the lower section of the Air-Conditioning/Pressurization system of the FE sub panel. In order of their presentation and from left to right these each relate to .... Cabin Altitude and Cabin Differential respectively. Left mouse clicking the left and right sides of the selector tab, located at the bottom left of the Cabin Altitude gauge, enables a target pressurization altitude to be set .... with cabin pressurization differential then being displayed within the corresponding Cabin Differential.

PLEASE NOTE: Setting the Cabin Altitude indicator to approximately 5,000 FT should be sufficient for high altitude cruise at 31,000.

PLEASE NOTE ALSO: Cabin Altitude indicator should be set just prior to T/O.

- A bank of 16 Engine Oil System gauges are located .... in 4 separate rows .... across the lower right section of the FE sub panel. In order of their presentation and from left to right the first row of these gauges each relate to .... Oil Quantity Engine 1#/#2/#3/and #4; the second row of these gauges each relate to .... Oil Temperature Engine 1#/#2/#3/and #4; the third row of these gauges each relate to .... Oil Pressure Engine 1#/#2/#3/and #4; and the fourth row of these gauges each relate to .... Engine #1/#2/#3/and #4 N2.

6.04: B707 FLIGHT ENGINEER SUB PANEL - B707-700/E-3D (no TC version)

The B707-700 and E-3D (no TC version) FE sub panel is opened/closed using the sub panel icons located on the CAPT and FO Main panels or OH and CP sub panels. From top left .... and moving down .... and toward the right .... the B367-80 FE sub panel is composed of each of the following features ....

- The Electrical System is located within the upper left section of the FE sub panel. Each of the 4 Bus Tie Circuit Breakers .... located across the upper section of the Electrical System .... may be accessed by left mouse clicking on each of their (red) covers.

- The 4 Alternator switches .... located within the center section of the Electrical System .... may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively. A (orange) lamp will momentarily illuminate as each item is engaged/disengaged.

- The Fuel System is located within the lower left section of the FE sub panel.

- The 4 individual Fuel Cut Off switches .... located across the upper section of the Fuel System .... may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively. A (purple) lamp will momentarily illuminate as each item is engaged/disengaged.

- The 5 pairs of Fuel Boost Pump switches .... located across the middle section of the Fuel System .... may be engaged/disengaged by setting their corresponding pairs of switches "up/down" to their "ON/OFF" positions respectively. A (orange) lamp will momentarily illuminate as each item is engaged/disengaged.

PLEASE NOTE: The Fuel Boost Pump switches must be selected "ON" when above 10,000 FT .... or engine failures will result.

- A bank of 5 Fuel Quantity gauges are also located across the middle section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left outer, Left Inner, Center, Right Inner, and Right Outer fuel tanks.

- A bank of 6 Fuel Valves are located across the lower section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left Reserve, Fuel Transfer #1, Fuel Transfer #2, Fuel Transfer #3, Fuel Transfer #4, and Left Reserve valves. Each may be engaged/disengaged by left mouse clicking the corresponding switches "up/down" to their "ON/OFF" positions respectively. A (purple) lamp will momentarily illuminate as each item is engaged/disengaged.

- A bank of 3 Fuel Quantity gauges are also located across the lower section of the Fuel System. In order of their presentation and from left to right these each relate too .... Left Outer reserve, Total Fuel Quantity, and Right reserve fuel tanks.

- The Battery Master switch is located within the top middle section of the FE sub panel .... and may be engaged/disengaged by setting this switch "up/down" to its "ON/OFF" positions respectively.

- The External Power switch is also located within the top middle section of the FE sub panel .... below the Battery Master switch .... and may be engaged/disengaged by setting this switch "up/down" to its "ON/OFF" positions respectively.

PLEASE NOTE: When External power requested, using the Call Ground Technician tab on the OH sub panel, the (white) lamp .... located to the right of the External Power switch .... will illuminate in order to confirm ground power connection. When external power is available the (purple) lamp .... located to the left of the External Power switch .... will illuminate in order to confirm ground power is actually being supplied.

- The Essential Power rotary switch is also located within the top middle section of the FE sub panel .... below the External Power switch .... and may be cycled between either GEN1/GEN2/GEN3/GEN4/or EXT PWR positions to aid engine startup and post engine power supply accordingly.

PLEASE NOTE: For ground assisted engine startup the Essential Power Switch must be set to its "EXT PWR" detent or the (orange) "FAIL" lamp .... located to the left of the Essential Power rotary switch .... will illuminate and result in failed engine startups.

PLEASE NOTE ALSO: For ground assisted engine startup, and once external power/air is being delivered, the Duct Pressure gauge .... located below the Essential power switch .... must register no less than "40 PSI" in order for engine startups to be successful. Manual engine startup "MUST ALWAYS COMMENCE WITH ENGINE # 3 FIRST".

PLEASE NOTE ADDITIONALLY: When using the "alternative Engine #3 bleed air startup procedure" the Essential Power rotary switch must be set to its "GEN3" position .... only after successful startup of engine #3 .... and engine #3 then run up to N2 70% in order to provide sufficient air pressure to start the remaining engines #4/#2/and #1

- A FE Panel Lighting switch is located within the lower middle section of the FE sub panel .... and may be engaged by setting its switch "right/left" to its "ON/OFF" position respectively.

- The Pneumatic Air Duct gauge is also located within lower middle section of the FE sub panel .... to the right of the FE Panel Lighting switch.

- The Air-Conditioning/Pressurization system is located within the upper right section of the FE sub panel.

- A bank of 4 Engine Bleed Air switches are located across to top of the Air-Conditioning/Pressurization section of the FE sub panel. In order of their presentation and from left to right these each relate to .... Engine #1/#2/#3/#4 .... and may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively.

- A bank of 2 Wing Air Valve switches are located across the center section of the Air-Conditioning/Pressurization section of the FE sub panel .... below the Engine Bleed Air switches. In order of their presentation and from left to right these each relate to .... Left Wing Air and Right Wing Air .... and may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively.

- A bank of 2 Air Conditioning Unit switches are located across the lower section of the Air-Conditioning/Pressurization system of the FE sub panel .... below the Wing Air Valve switches. In order of their presentation and from left to right these each relate to .... Left Air Conditioning Unit and Right Air Conditioning Unit .... and may be engaged/disengaged by setting their corresponding switches "up/down" to their "ON/OFF" positions respectively.

- A pair of pressurization gauges are also located within the lower section of the Air-Conditioning/Pressurization system of the FE sub panel. In order of their presentation and from left to right these each relate to .... Cabin Altitude and Cabin Differential respectively. Left mouse clicking the left and right sides of the selector tab, located at the bottom left of the Cabin Altitude gauge, enables a target pressurization altitude to be set .... with cabin pressurization differential then being displayed within the corresponding Cabin Differential.

PLEASE NOTE: Setting the Cabin Altitude indicator to approximately 5,000 FT should be sufficient for high altitude cruise at 31,000.

PLEASE NOTE ALSO: Cabin Altitude indicator should be set just prior to T/O.

- A bank of 16 Engine Oil System gauges are located .... in 4 separate rows .... across the lower right section of the FE sub panel. In order of their presentation and from left to right the first row of these gauges each relate to .... Oil Quantity Engine 1#/#2/#3/and #4; the second row of these gauges each relate to .... Oil Temperature Engine 1#/#2/#3/and #4; the third row of these gauges each relate to .... Oil Pressure Engine 1#/#2/#3/and #4; and the fourth row of these gauges each relate to .... 1970 era Engine #1/#2/#3/and #4 N2.

6.04: B707 PANEL SYSTEMS - IMPORTANT

B707 MASTER WARNING SYSTEM

All HJG B707 panels feature a Master Warning System. This is composed of both an audible alarm ("BEEPING" sound) and a constantly flashing lamp (red) within the Master Warming section of each panel. The Master Warning System alarm (only) will be triggered automatically in either of the following cases ....

- Stall !
- Over-speed !
- Gear down and landing flaps selected with Yaw Damper still engaged !

Both the Master Warning alarm and lamp will be triggered automatically in either of the following cases ....

- Thrust Levers advanced more than 20% with spoilers deployed !
- Take-off or climb power set with 40 degrees or more of flaps extended !
- Gear retraction speed limit (270 KIAS) exceeded !
- Flap retraction speed limit exceeded (230 KIAS for first notch and at lower airspeed with higher flap settings) !
- Descending at below 160 KIAS with less than 40 degrees of flaps extended !
- Thrust Levers to high power on the ground and with flaps fully retracted or extended in excess of 30 degrees !
- Landing Gear retracted at less than 135 KIAS !

B707 TRIM WHEEL & SOUND

Using any of the HJG supplied B707 panels .... any movement of the Trim Wheel is automatically accompanied by its associated sound (a "RATTLE") .... this being a standard feature of this particular Trim Wheel and these panels. This sound is normally only momentary and is triggered in response to either manual trim input/adjustment/s on the ground .... or .... is triggered automatically inflight and in response to fine trim adjustment/s by the AP system. During AP controlled flight .... and in response to pitch adjustment/s (selected ROC/ROD) .... the trim sound will also momentarily activate in accordance with such adjustment/s. Subject to fuel burn off/weight reduction as flight progresses and any time during climb, cruise, and descent .... the trim sound may also activate as the AP finely adjusts trim setting (particularly during altitude captures for level cruise and when AP "ALT" mode is engaged) in order to maintain relatively stable/level flight. The Trim sound will also be activated during turbulent conditions too as the AP .... once again .... automatically endeavours to maintain level flight per fine trim adjustment/s. If for any reason the trim sound activates .... and remains active for more the 60 seconds or so .... THEN .... it is recommended that keyboard trim commands be "gently tapped/tickled" (both Trim Up/Trim Down inputs applied) in order stabilize the trim setting and arrest its sound.

PLEASE NOTE: A degree of manual trim remains available during AP controlled flight .... and is "essential" during acute turns whilst manouvering at reduced airspeed within any approach to landing pattern .... in order to ensure level flight is maintained. Again .... manual trim intervention (per "gentle tapping/tickling" of both Trim Up/Trim Down keyboard commands) "is" recommended/suggested in order maintain level flight. Remember .... the C-135's represent "OLD" technology which requires constant monitoring and significant manual adjustment.

B707 VARIATION/S IN INDICATED ENGINE PARAMETERS

Using the HJG supplied B707 panels .... during flight it "WILL" be observed that some engine indications .... namely those for engines # 2 and #3 .... or those engines #2, #3, and #4 in the case of some B707 panel versions .... each demonstrate "fractionally higher" indications than other engine/s .

PLEASE NOTE: This is "INTENTIONAL". It "IS NOT" an error or infidelity within these panels/simulations. All HJG B707 panels (with the exception of those for customized for B367-80, B707-700, and the E-3D only) feature simulated "Turbo-Compressor Systems" .... which are powered by either engine #2 and #3 .... or by engines #2, #3, and #4 .... depending on C-135 version and its B707 panel configuration (these "DO" vary accordingly). Therefore fractional differences "WILL" be observed in regard to some indicated engine parameters. Again this is "INTENTIONAL" .... and is all "PERFECTLY NORMAL".

B707 FUEL SYSTEM & PROCEDURE/S

HJG offer a basic "FUEL MANAGEMENT TUTORIAL" (compiled by Harerton DOURADO) .... and which may be downloaded from the "B707" section of the HJG "BOEING PANELS" downloads page. The Fuel System featured within each HJG B707 panel is very "functional", however, unlike is the case with some other panels offered by HJG, "no specific fuel procedure is recommended for any of these C-135 simulations .... beyond what is advised". Normally either tank to engine, or cross feed configurations, are more than sufficient for the needs of most virtual flights .... without imposing unnecessary complexity. If one configures the fuel system as discussed within the HJG C-135 Engine Startup tutorial (see Section 7 on this manual) .... and leaves it as such .... THEN .... one should not, ever, encounter any fuel related issues at all .... provided one loads sufficient fuel for the duration of any intended virtual flight. Whilst HJG, to a certain extent, encourages End User experimentation .... "using what's provided and as-is" .... in the absence of any other prescribed fuel system related procedure (specifically recommended by HJG), and solely in the interests of promoting enjoyment of one's flights using these B707 panels/C-135 simulations without imposing too much complexity, HJG, for the moment, "DOES NOT" recommend trying to invent fuel procedures as such may result in systems related difficulties. Therefore .... set up/configure each simulation "only in accordance with what HJG recommends/advises" .... and which is based on what is "KNOWN", from experience, works best using any of these C-135 simulations

PLEASE NOTE: Using any these C-135 simulations fuel loading and distribution "WILL" tend influence both static ground pitch .... as well as inflight pitch attitude and stability too .... so loading with caution is advised.

Mark C
AKL/NZ

Last Edit: May 11, 2024 0:03:03 GMT by aerofoto - HJG Admin: updating

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C-135 (series) - Installation & Handling Notes Dec 15, 2020 3:30:03 GMT

Post by aerofoto - HJG Admin on Dec 15, 2020 3:30:03 GMT

C-135 INSTALLATION & HANDLING NOTES # 7

UPDATED: April 2nd 2024.

B707 ENGINE STARTUP PROCEDURES

PLEASE NOTE: All HJG supplied C-135 simulations used HJG B707 Panel assignments.

Please read the following panel/sub panel descriptions carefully.

It is recommended that all sub panels be selected/cycled into view "once" .... and then closed again .... prior to commencing either of the following engine startup procedures. Doing so limits tendency for any minor delay associated with displaying the required sub panels when next commanded into view during different phases of these engine startup procedures.

PLEASE NOTE: The following # 1 and #2 manual engine startup procedures may not work "in FSX". FSX users should therefore use the default MSFS auto-engine startup procedure .... as outlined per the # 3 "AUTO-ENGINE STARTUP" procedure below.

7.00: B707 ENGINE STARTUP PROCEDURE # 1 - GPU/GENERATOR ASSISTED AIR STARTUP

PLEASE NOTE: This is the most commonly used engine startup procedure for B707 aircraft using AIR ASSISTED STARTUP OF ALL 4 ENGINES.

1. Go to the O/H sub panel .... click the "CALL" button (located roughly in the center of the O/H and below the Seat Belt and No Smoking sign switches) .... the first depressing of this button triggers "BRAKES ON dialogue .... the 2nd depressing of this button triggers "WE'RE READY TO START #3" and "CLEAR ON 3 (etc)" dialogue along with air delivery sound.

PLEASE NOTE: The 2nd part of the above dialogue cannot progress (nor air delivery commence) unless the Brakes are locked "ON".

PLEASE NOTE: If the Brakes are not locked "ON" .... then .... the first portion of the above dialogue ("BRAKES ON") will be repeat triggered until the Brakes are selected "ON".

2. Go to the F/E sub panel (left side) .... set the Battery Switch to "ON" .... set External Power switch to "ON" and check its lamp is illuminated (purple) .... set the Essential Power Switch to "EXT" .... check the Pneumatic Air Pressure/Duct Pressure gauge (located below to the Essential Power Switch) is displaying approx "40" PSI .... check all 4 Fuel Cut Off Switches are "ON" .... check all 10 Fuel Boost Pump Switches are "ON" .... check all 6 Fuel Valve switches Open are "ON/OPEN".

PLEASE NOTE: The engines will not start unless each of the above items are correctly set.

Go to the F/E sub panel (right side) .... check the Engine #1 Bleed Air, L and R Wing Air Valve, and Engine #3 Bleed Air switches are "ON" .... check the Engine #2 and #3 Turbo Compressor Switches are "OFF" .... and select both Air Conditioning Switches "OFF".

3. Once the above items are each checked and correctly set and air delivery is established .... go to the O/H sub panel and depress (once only) the Engine Start Air Valve switch (it will open and close momentarily .... nothing inside needs to be selected .... it looks like a red circuit breaker and is located at the top of the O/H between the #2 and #3 engine Starter Switches) .... then .... set the #3 Starter Switch to "GRND" .... always start engine # 3 first.

4. Go to the Main Panel .... pay attention to the N2 gauge for engine #3 .... as soon the indicator needle for this gauge cycles through N2 20% (N2 22% for CFM-56 powered aircraft version only) then go to the C/P sub panel and set the engine #3 Fuel Lever "UP" to its "middle" position (as marked) .... the engine should ignite/start with this lever then automatically moving to its "fully up" position .... and the engine should be heard to begin spooling up.

PLEASE NOTE: Using the B707-320B ADV/C 1970, B707-323B ADV/C 1970, panels (only) the engine N2 gauges are located within the engine gauges section of the FE sub pan panel. During engine startup procedures for each of these panels it is necessary to cycle between the O/H (Starter Switches), FE (N2 engine gauges), and CP (Fuel Levers) sub panels.

PLEASE NOTE ALSO: Using this particular engine startup procedure Push-Back should not be commenced until "after" all 4 engines have been successfully started.

5. Do not shutdown the air delivery system .... but rather .... let it continue running and start #4, #2, and #1 engines in precisely the same manner as #3 engine in order to complete manual engine startup procedures for the remaining 3 engines.

6. After successful start up of all 4 engines .... go to the F/E sub panel (left side) and set the Essential Power Switch to either #1, #2, #3, or #4 positions .... set External Power switch to "OFF" and check its it's lamp (purple) is extinguished .... ensure the Battery Switch remains "ON" .... check all 10 Fuel Boost Pump Switches remain "ON" .... and check all 6 Fuel Valves remain remain "ON/OPEN".

6A. Go to the F/E panel (right side) .... set both Air Conditioning Switches "ON" .... check both Engine #1 Bleed Air, L and R Wing Air Valve, and Engine #3 Bleed Air switches are all "ON" .... select Engine #2 and #3 Turbo Compressor Switches "ON".

7. Go to the O/H panel .... click the CALL button .... the air delivery system will stop.

8. Configure all other panels/sub panels and instruments as required.

VIDEO TUTORIAL - B707 ENGINE STARTUP PROCEDURE # 1 - GPU/GENERATOR ASSISTED AIR STARTUP.

www.youtube.com/watch?v=QTFP3s16Mrc

PLEASE NOTE: The above demonstrated procedures are both FS2004 and FSX comptible.

7.01: B707 ENGINE STARTUP PROCEDURE #2 - GPU/GENERATED & ENGINE # 3 BLEED AIR ASSISTED STARTUP

PLEASE NOTE: This is an alternative but "rarely ever used" engine startup procedure for B707 aircraft using AIR ASSISTED STARTUP OF ENGINE #3 ONLY AND THEN ENGINE #3 BLEED AIR TO START THE REMAINING 3 ENGINES.

1. Go to the O/H sub panel .... click the "CALL" button (located roughly in the center of the O/H and below the Seat Belt and No Smoking signs switches) .... the first depressing of this button triggers "BRAKES ON dialogue .... the 2nd depressing of this button triggers "WE'RE READY TO START #3" and "CLEAR ON 3 (etc)" dialogue along with air delivery sound.

2. Go to the F/E sub panel (left side) .... set the Battery Switch to "ON" .... set External Power switch to "ON" and check its lamp is illuminated (purple) .... set the Essential Power Switch to "EXT" .... check the Pneumatic Air Pressure/Duct Pressure gauge (located below to the Essential Power Switch) is displaying approx "40" PSI .... check all 4 Fuel Cut Off Switches are "ON" .... check all 10 Fuel Boost Pump Switches are "ON" .... check all 6 Fuel Valve switches Open are "ON/OPEN".

PLEASE NOTE: The 2nd part of the above dialogue cannot progress unless the Brakes are locked "ON".

PLEASE NOTE: If the Brakes are not locked "ON" .... then .... the first portion of the above dialogue ("BRAKES ON") will be repeat triggered until the Brakes are selected "ON".

2. Go to the F/E sub panel (left side) .... set the Battery Switch to "ON" .... and set External Power switch to "ON" and check its lamp is illuminated (purple) .... set the Essential Power Switch to "EXT" .... check all 4 Fuel Cut Off Switches "ON" .... check all 10 Fuel Boost Pump Switches are "ON" .... check all 6 Fuel Valve switches Open are "ON/OPEN" ....

PLEASE NOTE: The engines will not start unless each of the above items are correctly set.

Go to the F/E sub panel (right side) .... check the Engine #1 Bleed Air, L and R Wing Air Valve, and Engine #3 Bleed Air switches are "ON" .... check the Engine #2 and #3 Turbo Compressor Switches are "OFF" .... and select both Air Conditioning Switches "OFF".

3. Once the above items are each checked and correctly set and air delivery is established .... go to the O/H sub panel and depress (once only) the Engine Start Air Valve switch (it will open and close momentarily .... nothing inside needs to be selected .... it looks like a red circuit breaker and is located at the top of the O/H between the #2 and #3 engine Starter Switches) .... then .... set the #3 Starter Switch to "GRND" .... always start engine # 3 first.

4. Go to the Main Panel .... pay attention to the N2 gauge for engine #3 .... as soon the indicator needle for this gauge cycles through N2 20% (N2 22% for CFM-56 powered aircraft version only) then go to the C/P sub panel and set the engine #3 Fuel Lever "UP" to its "middle" position (as marked) .... the engine should ignite/start with this lever then automatically moving to its "fully up" position .... and the engine should be heard to begin spooling up.

PLEASE NOTE: Using the B707-320B ADV/C 1970, B707-323B ADV/C 1970, panels (only) the engine N2 gauges are located within the engine gauges section of the FE sub pan panel. During engine startup procedures for each of these panels it is necessary to cycle between the O/H (Starter Switches), FE (N2 engine gauges), and CP (Fuel Levers) sub panels.

5. After successful start up of engine #3 .... go to the F/E panel (left side) and set the Essential Power Switch to #3 position .... (only) set External Power switch to "OFF" and check its it's lamp (purple) is extinguished .... ensure that the Battery Switch remains "ON" .... check that all 10 Fuel Boost Pump Switches remain "ON" .... and check that all 6 Fuel Valve Open also remain "ON/OPEN".

6. Go to the O/H sub panel .... click the CALL button .... the air delivery system will stop.

PLEASE NOTE: If desired .... Push-Back at this stage to ground re-position prior to starting the remaining engines, or alternatively, remain stationary on the ramp in preparation for starting the remaining engines).

7. Click the CALL button (again) .... this 4th depressing of this button triggers "BRAKES ON AND YOU'RE CLEAR ON 4,2, AND 1" dialogue with "BRAKES ON AND WE'RE CLEAR ON 4,2, AND 1 POWER'S COMING UP" acknowledgement dialogue.

8. Go to the CP sub panel .... carefully mouse the Thrust Lever for engine #3 (only) "UP" to a point "roughly parallel to the FLAP 30 indicator beside the Flap Lever track" on the opposite side of CP sub panel.

PLEASE NOTE: DO NOT SELECT THE #3 ENGINE THRUST LEVER PER "CTRL+E+3" KEYBOARD COMMANDS. UNLIKE IS THE CASE USING OUR DC-8 PANELS THIS PROCEDURE IS NOT APPLICABLE TO THESE B707 PANELS.

9. Go to the Main Panel .... pay attention to the N2 gauge for engine #3 .... verify the indicator needle for this gauge indicates N2 70% or slightly greater.

10. Go to the O/H sub panel and set the #4 Starter Switch to "GRND" .... the engine should be heard to start spooling up (using some sound packs only) .

11. Go to the Main Panel .... pay attention to the N2 gauge for engine #4 .... as soon the indicator needle for this gauge cycles through N2 20% then go to the C/P panel and set the engine #4 Fuel Lever "UP" to its "middle" position (as marked) .... the engine should ignite/start and this lever will then automatically move to its "fully up" position .... and the engine should be heard to begin spooling up.

12. Start #2 and #1 engines in precisely the same manner as #4 engine to complete manual engine startup procedures for the remaining 2 engines.

13. After successful start up of all 4 engines set the engine #3 Thrust Lever back to its idle detent.

PLEASE NOTE: DO NOT SELECT THE #3 ENGINE THRUST LEVER PER "CTRL+E+3" KEYBOARD COMMANDS. AGAIN .... UNLIKE IS THE CASE USING OUR DC-8 PANELS THIS PROCEDURE IS NOT APPLICABLE TO THESE B707 PANELS. ALWAYS SELECT/MOUSE THE #3 THRUST LEVER MANUALLY

14. After successful start up of all 4 engines .... go to the F/E sub panel (left side) and set the Essential Power Switch to either #1, #2, #3, or #4 positions .... set External Power switch to "OFF" and check its it's lamp (purple) is extinguished .... ensure the Battery Switch remains "ON" .... check all 10 Fuel Boost Pump Switches remain "ON" .... and check all 6 Fuel Valves remain remain "ON/OPEN" ....

14A. Go to the F/E panel (right side) .... set both Air Conditioning Switches "ON" .... check both Engine #1 Bleed Air, L and R Wing Air Valve, and Engine #3 Bleed Air switches are all "ON" .... select Engine #2 and #3 Turbo Compressor Switches "ON".

15. Configure all other panels/sub panels and instruments as required.

VIDEO TUTORIAL - B707 ENGINE STARTUP PROCEDURE #2 - GPU/GENERATED & ENGINE # 3 BLEED AIR ASSISTED STARTUP.

www.youtube.com/watch?v=062yK9nppZA

PLEASE NOTE: The ave demonstrated procedures are bioth FS2004 and FSX compatible.

7.02: B707 ENGINE STARTUP PROCEDURE #3 - MSFS AUTO ENGINE STARTUP

PLEASE NOTE: This procedure should be used by those whom do not desire using either of the above #1 or #2 manual engine startup procedures.

PLEASE NOTE ALSO: This particular procedure is based on the MSFS auto-engine startup option.

1. Go to the F/E sub panel (left side) .... set the Battery Switch to "ON" .... check all 4 Fuel Cut Off Switches "ON" .... check all 10 Fuel Boost Pump Switches are "ON" .... check all 6 Fuel Valve switches Open are "ON/OPEN".

PLEASE NOTE: The engines will not start unless each of the above items are correctly set.

1A (THIS PARTICULAR ITEM IS NON-ESSENTIAL FOR ENGINE STARTUP .... using these panels/simulations not attending to these particular items will not impair engine startup). Go to the F/E sub panel (right side) .... check the Engine #1 Bleed Air, L and R Wing Air Valve, and Engine #3 Bleed Air switches are "ON" .... check the Engine #2 and #3 Turbo Compressor Switches are "OFF" .... and select both Air Conditioning Switches "OFF".

2. Select Keyboard commands "CTRL+E" .... all 4 engines will automatically start in the specific order of engine #1, #2, #3, and #4. No manual intervention should be necessary.

PLEASE NOTE: Unlike is the case with each of the above 2 manual engine startup procedures .... cockpit/ground dialogue, and ground air startup assistance, is not available (or required) using this auto-engine startup procedure.

3. After successful start up of all 4 engines .... go to the F/E sub panel (left side) and set the Essential Power Switch to either #1, #2, #3, or #4 positions .... check the External Power switch is "OFF" and it's lamp (purple) is extinguished .... ensure the Battery Switch remains "ON" .... check all 10 Fuel Boost Pump Switches remain "ON" .... and check all 6 Fuel Valves remain remain "ON/OPEN" ....

3A. Go to the F/E panel (right side) .... set both Air Conditioning Switches "ON" .... check both Engine #1 Bleed Air, L and R Wing Air Valve, and Engine #3 Bleed Air switches are all "ON" .... select Engine #2 and #3 Turbo Compressor Switches "ON".

4. Configure all other panels/sub panels and instruments as required.

Mark C
AKL/NZ

Last Edit: Apr 2, 2024 7:09:14 GMT by aerofoto - HJG Admin: updating

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C-135 (series) - Installation & Handling Notes Dec 15, 2020 3:30:44 GMT

Post by aerofoto - HJG Admin on Dec 15, 2020 3:30:44 GMT

C-135 INSTALLATION & HANDLING NOTES # 8

UPDATED: December 15th 2020.

C-135 TUTORIAL - Taxiing, T/O, Climb, Descent, Landing (basic operations).

This tutorial assumes successful startup of all 4 engines, correct configuration of all panel systems, and all exits are "closed" prior to departure.

8.00: C-135 TAXIING.

PLEASE NOTE: Taxiing should not be commenced until all 4 engines are stable after successful completion of startup procedures.

Set Flaps ....

- FLAP 30 for B367-80, C-135/B, KC-135A/D/E/R, EC-135, NKC-135A/E, RC-135, TC-135, and VC-137A/B (for a MGW T/O).

- FLAP 25 for CC-137, E-3C/D, E-6, E-8, EC-137, TC-18, VC-137C, and YE-8B (for MGW T/O).

Set Elevator Trim .... approximately 3 units (for a MGW T/O .... all C-135 versions).

Set cabin pressurization .... 5,000 FT should be sufficient for cruising altitudes of up to 31,000 FT.

Select Wing and Taxi lights "ON" .... prior to taxiing.

Release the brakes .... increase engine thrust to commence taxiing.

Once the simulation is moving at a comfortable taxiing speed .... retard engine thrust in order to maintain a decent speed (approximately 15-20 KTS) and be prepared to further adjust engine thrust in order to maintain a sensible taxiing speed.

Power required in order maintain a sensible taxiing speed will vary in accordance with C-135/engine type and thrust rating and simulated weight .... as well as natural FS ground friction phenomenon.

PLEASE NOTE: The ground friction phenomenon may be more apparent with some FS scenery than others.

8.01: C-135 TAKE OFF (water/Methanol injection assisted procedure).

The following recommended procedure is for B367-80, C-135A, KC-135A, NKC-135A, and VC-137A versions only.

Apply the (below) recommended "8.02" procedures for all other C-135 versions.

Upon entering the active RWY and prior to commencing T/O acceleration .... select the Landing Lights "ON".

Check all external lighting is "ON".

Check Flap and Elevator Trim settings are correctly set.

Check the correct/required VOR/ADF radio frequencies have been selected.

Check the correct/required COM radio frequencies have been selected.

Check NAV instruments have been correctly set .... both the HDG and VOR settings within the HSI gauge.

Check the cabin pressurization system has been correctly set.

Align the simulation with the RWY center line.

Open the V-Speed placard .... left mouse click on the V-Speed placard in order to display the V1, VR, V2. and V-REF airspeed for T/O and climb out .... this action automatically sets speed bugs located within the ASI gauge in accordance with the calculated V1, VR, V2 safety speed references.

PLEASE NOTE: T/O and climb out V-speeds are auto-calculated in accordance with the simulations weight, flap setting, airport altitude, and ambient air temperature.

Check the V1, VR, and V2 speed bugs within the ASI have been correctly auto-set in accordance with the placarded V-REF data.

Set Parking Brakes "ON".

Advance engine thrust levers .... and set "MAXIMUM POWER".

Set all 4X Water/Methanol injection switches "ON".

PLEASE NOTE: When successfully engaged (following an approximately 10 second delay) .... all 4X Water/Methanol annunciator lamps will illuminate and a corresponding 7% boost in engine power observed.

PLEASE NOTE ALSO: Following T/O .... this temporary water/methanol induced power boost will be sustained for approximately 3 minutes duration only.

Ensure "MAXIMUM POWER" is achieved "prior to" releasing the parking brakes.

Release the parking brakes .... and commence T/O acceleration.

T/O power must be achieved by 80 KTS during any T/O roll .... or the T/O attempt abandoned.

Rotation should be commenced slowly as the simulation accelerates through the pre-bugged VR safety speed during any T/O roll .... resulting in a smooth lift-off from the RWY by the pre-bugged V2 safety speed.

"DO NOT" over-rotate the simulation.

PLEASE NOTE: Over-rotation "WILL" increase potential for a tail-strike and promote an inability to accelerate following T/O with the added risk of an irrecoverable stall.

Retract landing gear as the VSI needle cycles through 500 FPM and toward the recommended initial target ROC .... see "SECTION 9.00", BASIC FLYING GUIDES; "AFTER TO OFF CLEANUP" recommendations for each B707 version.

Following any MGW T/O and "prior to" flap retraction .... the simulations initial climb rate should be restricted to the recommended ROC .... or slightly less.

PLEASE NOTE: The recommended ROC should be interpreted as the "maximum sustainable" ROC with both flaps extended and full power applied.

PLEASE NOTE ALSO: Following any MGW T/O and with full power applied, flaps extended, and the recommended ROC established .... expect climb acceleration to be slow.

PLEASE NOTE ADDITIONALLY: Following T/O and with full power applied, flaps extended, and the recommended ROC established .... it is also recommended that no course adjustments be executed until "after" flap retraction .... ALTERNATIVELY AND IN THE EVENT OF NECESSARY COURSE ADJUSTMENTS FOLLOWING T/O AND PRIOR TO FLAP RETRACTION .... reduce the ROC to 500 FPM less than the recommended ROC, adjust course/heading as required, then, and only once established on/near the new course/heading, resume the recommended ROC and power setting.

For "convenience only" .... the AP may be engaged (early) "after" the landing gear has been retracted and the AP VS thumb wheel used to establish, and further adjust, the ROC.

PLEASE NOTE: Following T/O and when using the AP VS trim wheel to establish the recommended ROC .... be prepared to "gently tickle" manual Trim Up/Down keyboard commands in order to establish the recommend ROC as smoothly, precisely, and promptly as possible.

Flaps should be retracted in increments and in accordance with the following airspeed indications ....

B367-80, C-135A, KC-135A, NKC-135A, and VC-137A versions only ....

- FLAP 30 RETRACT SPEED = 200 KIAS.
- FLAP 20 RETRACT SPEED = 215 KIAS.

Expect the simulation to "sink slightly" in response to each increment of flap retraction .... be prepared to intervene by "gently and repeatedly tickling" manual Trim Up/Down to arrest any tendency to "sink" and in order establish the recommend ROC as smoothly, precisely, and as promptly as possible.

PLEASE NOTE: A degree of manual trim remains available during AP controlled flight.

PLEASE NOTE ALSO: Using the HJG B707 panels .... it is recognized that keyboard controlled trim results in the best/smoothest response to input.

The simulation should be "clean" before 250 KTS.

Upon clean up and with the recommended ROC established .... "DO NOT EVER" exceed a 10* (degree) AI pitch attitude during any stage of the climb toward cruising altitude.

PLEASE NOTE: Exceeding a 10* (degree) AI pitch attitude after clean up .... and "prior to" achieving 240 KTS during any climb .... "WILL" result in an inability to accelerate and increased risk of an irrecoverable stall during climb out.

Upon acquiring 250 KTS .... select the YD "ON".

Pay attention to the Water/Methanol lamps following cleanup .... upon expiry of the temporary water/methanol induced power boost (approximately 3 minutes after T/O and at between 3,000 to 5,000 FT) these 4X lamps will each extinguish and a corresponding 7% loss off engine power observed .... THIS IS PERFECTLY NORMAL .... but requires the ROC to be reduced by 500 FPM, then, climb power set in accordance with the recommended ROC/power adjustment procedure for B367-80, C-135A, KC-135A, NKC-135A, and VC-137A versions .... as stated per the "AFTER TO OFF CLEANUP" recommendations outlined within "SECTION 9.00" of the "BASIC FLYING GUIDE" information for each of these C-135 simulations.

Check .... and adjust if necessary .... the intended VOR 1/2 and ADF1/2 radio frequencies.

Check .... and adjust if necessary .... the intended VOR 1/2 course indications within the HSI gauge.

Use the HDG selector and AP "HDG" mode in order to steer toward the intended VOR .... then engage AP "VOR/LOC mode upon actually intercepting the VOR beam.

AP "HDG" mode will automatically disengage when AP "VOR/LOC" mode is engaged.

Prior to acquiring any pre-selected VOR beam the simulation may gently/slowly weave several degrees left, and right, over the intended VOR/LOC beam, in decreasing increments, and for up to a few minutes or so prior to actually capturing, and stabilizing on, the selected VOR beam .... this is a normal FS phenomenon.

Once established in a stable climb and on the intended VOR .... select both Landing and Taxi Lights "OFF".

From this point the simulation may be flown "automatically" all the way up to cruising altitude with reliance upon the AP and all navigation systems.

All engine power, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance following T/O and progress along the intended airway adjusted as necessary.

8.02: C-135 TAKE OFF (standard non-water/Methanol injection assisted procedures).

The following recommended procedures are for CC-137, E-3C/D, E-6, E-8, EC-135, EC-137, TC-18, VC-137C, and YE-8B versions only.

Apply the (above) recommended "8.01" procedures for B367-80, C-135A, KC-135A, NKC-135A, and VC-137A versions.

Upon entering the active RWY and prior to commencing T/O acceleration .... select the Landing Lights "ON".

Check all external lighting is "ON".

Check Flap and Elevator Trim settings are correctly set.

Check the correct/required VOR/ADF radio frequencies have been selected.

Check the correct/required COM radio frequencies have been selected.

Check NAV instruments have been correctly set .... both the HDG and VOR settings within the HSI gauge.

Check the FD switch is "ON" and is correctly adjusted .... B707 1965 and 1970 panels only.

Check the cabin pressurization system has been correctly set.

Check a target initial altitude value has been entered into the Altitude Alerter .... B707 1965 and 1970 panels only.

Align the simulation with the RWY center line.

Open the V-Speed placard .... left mouse click on the V-Speed placard in order to display the V1, VR, V2. and V-REF airspeed for T/O and climb out .... this action automatically sets speed bugs located within the ASI gauge in accordance with the calculated V1, VR, V2 safety speed references.

PLEASE NOTE: T/O and climb out V-speeds are auto-calculated in accordance with the simulations weight, flap setting, airport altitude, and ambient air temperature.

Check the V1, VR, and V2 speed bugs, within the ASI, have been correctly auto-set in accordance with the placarded V-REF data.

Set Parking Brakes "ON".

Advance engine thrust levers .... and set "MAXIMUM POWER".

PLEASE NOTE: A rolling T/O is permissible for CC-137, E-3C/D, E-6, E-8, EC-135, EC-137, KC-135D/E/R, RC-135, TC-18, VC-137C, and YE-8B versions only.

Release the parking brakes .... and commence T/O acceleration.

T/O power must be achieved by 80 KTS during any T/O roll .... or the T/O attempt abandoned.

Rotation should be commenced slowly as the simulation accelerates through the pre-bugged VR safety speed during any T/O roll .... resulting in a smooth lift-off from the RWY by the pre-bugged V2 safety speed.

"DO NOT" over-rotate the simulation .... particularly in regard to the longer fuselage CC-137, E-3C/D, E-8. E-8, EC-137, TC-18, and VC-137C versions.

PLEASE NOTE: Over-rotation "WILL" increase potential for a tail-strike and promote an inability to accelerate following T/O with the added risk of an irrecoverable stall.

Retract landing gear as the VSI needle cycles through 500 FPM and toward the recommended initial target ROC .... see "SECTION 9.00", BASIC FLYING GUIDES; "AFTER TO OFF CLEANUP" recommendations for each B707 version.

Following any MGW T/O and "prior to" flap retraction .... the simulations initial climb rate should be restricted to the recommended ROC ..... or slightly less.

PLEASE NOTE: The recommended ROC should be interpreted as the "maximum sustainable" ROC with both flaps extended and full power applied.

PLEASE NOTE ALSO: Following any MGW T/O and with full power applied, flaps extended, and the recommended ROC established .... expect climb acceleration to be slow.

PLEASE NOTE ADDITIONALLY: Following T/O and with full power applied, flaps extended, and the recommended ROC established .... it is also recommended that no course adjustments be executed until "after" flap retraction .... ALTERNATIVELY AND IN THE EVENT OF NECESSARY COURSE ADJUSTMENTS FOLLOWING T/O AND PRIOR TO FLAP RETRACTION .... reduce the ROC to 500 FPM less than the recommended ROC, adjust course/heading as required, then, and only once established on/near the new course/heading, resume the recommended ROC and power setting.

For "convenience only" .... the AP may be engaged (early) "after" the landing gear has been retracted and the AP VS thumb wheel used to establish, and further adjust, the ROC.

PLEASE NOTE: Following T/O and when using the AP VS trim wheel to establish the recommended ROC .... be prepared to "gently tickle" manual Trim Up/Down keyboard commands in order to establish the recommend ROC as smoothly, precisely, and promptly as possible.

Flaps should be retracted in increments and in accordance with the following airspeed indications ....

B367-80, C-135A, EC-135, KC-135A/D/E/R, NKC-135A, RC-135, TC-135, and VC-137A versions only ....

- FLAP 30 RETRACT SPEED = 200 KIAS.
- FLAP 20 RETRACT SPEED = 215 KIAS.

CC-137, E-3C/D, E-8. E-8, EC-137, TC-18, and VC-137C versions only ....

- FLAP 25 RETRACT SPEED = 200 KIAS.
- FLAP 14 RETRACT SPEED = 225 KIAS.

Expect the simulation to "sink slightly" in response to each increment of flap retraction .... be prepared to intervene by "gently and repeatedly tickling" manual Trim Up/Down to arrest any tendency to "sink" and in order establish the recommend ROC as smoothly, precisely, and as promptly as possible.

PLEASE NOTE: A degree of manual trim remains available during AP controlled flight.

PLEASE NOTE ALSO: Using the HJG B707 panels .... it is recognized that keyboard controlled trim results in the best/smoothest response to input.

The simulation should be "clean" before 250 KTS.

Upon clean up and with the recommended ROC established .... "DO NOT EVER" exceed a 10* (degree) AI pitch attitude during any stage of the climb toward cruising altitude.

PLEASE NOTE: Exceeding a 10* (degree) AI pitch attitude after clean up .... and "prior to" achieving 240 KTS during any climb .... "WILL" result in an inability to accelerate and increased risk of an irrecoverable stall during climb out.

The simulation should be "clean" before 250 KTS.

Upon acquiring 250 KTS .... select the YD "ON".

Once a clean configuration has been established .... set climb thrust and the ROC in accordance with recommended engine thrust/ROC setting .... see "AFTER TO OFF CLEANUP" recommendations outlined within "SECTION 5.00" of the "BASIC FLYING GUIDE" information for each of these simulations.

Check .... and adjust if necessary .... the intended VOR 1/2 and ADF1/2 radio frequencies.

Check .... and adjust if necessary .... the intended VOR 1/2 course indications within the HSI gauge.

Use the HDG selector and AP "HDG" mode in order to steer toward the intended VOR .... then engage AP "VOR/LOC mode upon actually intercepting the VOR beam.

AP "HDG" mode will automatically disengage when AP "VOR/LOC" mode is engaged.

Prior to acquiring any pre-selected VOR beam the simulation may gently/slowly weave several degrees left, and right, over the intended VOR/LOC beam, in decreasing increments, and for up to a few minutes or so prior to actually capturing, and stabilizing on, the selected VOR beam .... this is a normal FS phenomenon.

Once established in a stable climb and on the intended VOR .... select both Landing and Taxi Lights "OFF".

From this point the simulation may be flown "automatically" all the way up to cruising altitude with reliance upon the AP and all navigation systems.

All engine power, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance following TO and progress along the intended airway adjusted as necessary.

8.03: C-135 CLIMB TO CRUISING ALTITUDE.

Following any MGW departure .... climb to 31,000 FT may be considered a good intermediate cruising altitude.

PLEASE NOTE: The P&W JT3P turbo-jet powered B367-80 should restricted to a maximum cruising altitude of 25,000 FT .... following any MGW departure.

PLEASE NOTE ALSO: The P&W J57 turbo-jet powered KC-15A should restricted to a maximum cruising altitude of 26,000 FT .... following any MGW departure.

Following any significantly lower than MGW weight departure .... or after substantial fuel burn off .... climb to higher cruising altitudes is practical.

Following any MGW departure .... and from approximately 10,000 to 31,000 FT/cruising altitude .... it is necessary to constantly monitor, and, adjust the simulations ROC and engine power settings throughout the climb toward cruising altitude. This recommendation is intended to ensure the best/constant engine thrust, airspeed, and ROC climb performance throughout the entire climb toward cruising altitude .... in order to arrive at cruising altitude slightly below the recommended cruising airspeed/MACH velocity, and then adjusting/reducing power (slightly) for the cruise, and allowing the simulation to then slowly accelerate to the recommended cruising airspeed/MACH velocity, rather than achieving cruising altitude with in excess of the recommended airspeed/MACH velocity and then needing to slow down in order to maintain the recommended performance .... see "SECTION 9.00", BASIC FLYING GUIDES", and note the recommended altitude/power adjustment schedule for each C-135 version.

Either AP "HDG" or "VOR/LOC" modes may engaged during AP controlled climb in order to aid navigation .... but not both modes together.

Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the intended course in decreasing increments and for up to a few minutes, or so, prior to capturing and stabilizing upon the pre-selected VOR radial .... this is a perfectly normal FS phenomenon.

INS NAV mode may also be used during AP controlled climb in order to aid navigation .... but not both INS and VOR/LOC modes together.

PLEASE NOTE: Only the 1965 and 1970 era HJG B707 panel are INS equipped.

Airspeed should never be allowed to deteriorate below 250 KTS during any climb toward cruising altitude.

During AP controlled climb the simulations ROC should be manually adjusted using the AP VS thumb wheel.

Climbing through 17,500 FT the altimeter barometric pressure indication .... displayed within the altimeter gauge .... must be adjusted to read "2992/1013".

PLEASE NOTE: Failure to reset the altimeter barometric pressure indication will result in incorrect altitude indications by the time the simulation nears its intended target cruising altitude.

IAS indications will observed deteriorate slowly above 20,000 FT .... this is perfectly normal.

Indicated MACH velocity will be observed increase slowly during climb .... and should be prioritized over IAS indications above 20,000 FT.

The TAS indications (applicable to just the 1965 and 1970 B707 panel versions only) will also be observed to continue slowly increasing in accordance with altitude gain.

From this point the simulation may be flown "automatically" all the way up to cruising altitude with reliance upon the AP and all navigation systems.

All engine power, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance throughout the climb and progress along the intended airway adjusted as necessary.

8.04: C-135 ACQUIRING CRUISING ALTITUDE AND LEVEL ACCELERATION DURING CRUISE.

As the simulation ascends to within 1,000 FT of any pre-selected target altitude the Altitude Alert tone will be auto-triggered.

The Altitude Alert tone is actually auto-triggered at precisely 700 FT "prior to" intercepting any selected target altitude .... and again should the selected target altitude be "exceeded" by 300 FT or more.

PLEASE NOTE: It is suggested that the Altitude Alert system be set, and used as a reminder, in conjunction with the recommended ROC/altitude/power adjustment schedule during any climb toward cruising altitude.

PLEASE NOTE ALSO: Only HJG 1965 and 1970 B707 panels feature Altitude Alert gauges.

Either AP "HDG" or "VOR/LOC" modes may engaged during AP controlled cruise in order to aid navigation .... but not both modes together.

Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the intended course in decreasing increments and for up to a few minutes, or so, prior to capturing and stabilizing upon the pre-selected VOR radial .... this is a perfectly normal FS phenomenon.

INS NAV mode may also be used during AP controlled cruise in order to aid navigation .... but not both INS and VOR/LOC modes together.

PLEASE NOTE: Only the 1965 and 1970 era HJG B707 panel are INS equipped.

Using the AP VS thumb wheel the simulations ROC should be progressively reduced throughout the climb towards cruising altitude and engine power adjusted accordingly also .... see "SECTION 9.00, BASIC FLYING GUIDES" for the recommended altitude, ROC, power adjustment schedule for each C-135 version.

Within the last 1,000 FT of climb toward any pre-selected target cruising altitude the maximum ROC should not exceed more than 1,000 FPM within 1,000 FT of any target altitude, 500 FPM within 500 FT of any target altitude, 200 FPM within 200 FT of any target altitude, and 100 FPM within 100 FT of any target altitude.

This procedure is intended to ensure the smoothest, and most precise, altitude capture possible upon engaging AP "ALT" mode.

All altitude captures must be performed manually.

PLEASE NOTE: The HJG B707 panels are (intentionally) not equipped with an AP controlled auto-altitude capture function .... this is consistent with real world C-135 aircraft of the technical era represented by HJG.

As the simulation acquires any pre-selected target cruising altitude .... the "ALT" tab, located within the upper of the AP sub-panel, must be selected "ON" in order to manually engage/capture the selected altitude.

Upon executing any altitude capture the AP may gently/slowly pitch simulations nose "up" and "down" for several moments prior to actually acquiring, and then maintaining, the selected altitude.

Upon acquiring the selected target altitude the simulation should have acquired an IAS airspeed in excess of some 310 KTS .... or in excess of MACH 0.80 or better.

Engine power should then be reduced, slightly, to the recommended cruise power setting in order to maintain a sensible cruising airspeed/MACH velocity.

The cruise performance of most C-135 versions vary somewhat in accordance with its compiled aerodynamic characteristics, simulated weight, and engine type/thrust rating.

This is consistent with real world C-135 aircraft .... see "SECTION 9.00", BASIC FLYING GUIDES; CRUISE PERFORMANCE" for the recommended cruise performance for each C-135 version.

Once established in level cruise, and after setting cruise power, the indicated airspeed/MACH velocity will, over time/flight duration, be observed to increase "very slowly".

Once established in the high altitude/high-speed cruise regime the simulation should demonstrate an approximately +1* (degree) AI pitch attitude within the MACH 0.80 through MACH 0.83/0.84 range .... subject to altitude and the simulated weight of each C-135 version.

PLEASE NOTE: In some HJG B707 panels the AI gauge will indicate a 0* (degree) pitch attitude within the high altitude/high-speed cruise regime, but, visual referencing of these simulations, in FS external viewing mode, will reveal an approximately +1* (degree .... or slightly less) nose/pitch attitude. This is simply the result of some types of FS gauges being unable to display such indications with absolute precision.

During high altitude/high speed cruise and over time/flight duration .... the simulations airspeed performance will be observed to continue increasing .... "very slowly" .... as it becomes progressively lighter subject due to fuel (weight) burn-off .... requiring constant, but subtle, manual engine power adjustment (reduction) in order to maintain a specific IAS airspeed/MACH velocity.

PLEASE NOTE: The HJG B707 panels are (intentionally) not equipped with AT systems .... this is consistent with real world C-135 aircraft of the technical era represented by HJG.

From this point the simulation may be flown "automatically" all the way toward the TOD and with reliance upon both AP and all navigation systems.

All engine power, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance throughout the cruise and progress along the intended airway adjusted as necessary.

8.05: C-135 DESCENT.

"Slow down .... before going down".

This "MUST" be born-in-mind when flying any of these C-135 simulations.

The descent .... in particular .... must be planned, and controlled, or one can/"WILL" (potentially) get into trouble very quickly

Descent .... from 31,000 FT should be commenced from "no less than" approximately 100 DME "prior to" any destination airport or its nearest navigation aid.

From 110 DME "prior to" any destination airport" .... and at least 10 DME before planned TOD point .... engine power must be reduced slightly (to approximately N2 80%), and level cruise maintained, in order to reduce the simulations airspeed below 300 KTS "prior to" commencing the actual descent (See "SECTION 9.00", BASIC FLYING GUIDES: Recommended "DESCENT & APPROACH TO LANDING PROCEDURES" for each C-135 version).

PLEASE NOTE: For the CFM-56 turbo-fan powered E-3D, E-6B, KC-135R, RC-135, and TC-135 versions .... power reduction should be commenced at precisely 115 DME "prior to" any destination airport" .... and the actual descent commenced from precisely 105 DME "prior to" any destination airport".

A new target altitude should be entered into the AP Altitude Selector (as a reminder) .... and "after" decelerating sufficiently a ROD not exceeding of 2,000 FPM commenced using the AP VS thumb wheel.

PLEASE NOTE: AP "ALT" mode must be disengaged "prior to" commencing an AP controlled descent.

PLEASE NOTE ALSO: It is not necessary to disengage the AP in order to initiate the descent.

As the actual descent is commenced .... engine power must be further reduced .... to approximately N2 63% to 65%).

PLEASE NOTE: For the CFM-56 turbo-fan powered E-3D, E-6B, KC-135R, RC-135, and TC-135 versions .... engine power should be further reduced to approximately N2 70% upon commencement of the actual descent.

The simulation should demonstrate an approximately 0* (degree) AI pitch attitude throughout most of the descent.

Either AP "HDG" or "VOR/LOC" modes may engaged during AP controlled descent in order to aid navigation .... but not both modes together.

Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the intended course in decreasing increments and for up to a few minutes, or so, prior to capturing and stabilizing upon the pre-selected VOR radial .... this is a perfectly normal FS phenomenon.

INS NAV mode may also be used during AP controlled descent in order to aid navigation .... but not both INS and VOR/LOC modes together.

PLEASE NOTE: Only the 1965 and 1970 era HJG B707 panel are INS equipped

Airspeed, ROD, and distance to run toward any destination airport, or it nearest navigation aid, must be constantly monitored throughout the descent with the ROD, engine power, and airspeed all being adjusted appropriately .... as is necessary .... in order to arrive at 10,000 FT by approximately 30 DME prior to any destination airport, or its nearest navigation aid, and at an airspeed of approximately 250 KTS.

Throughout the descent MACH velocity will deteriorate slowly .... this is perfectly normal.

The TAS indication will also be observed to decrease slowly with continued descent.

IAS will be observed increase slowly during descent .... and should be prioritized over MACH and TAS indications below 20,000 FT.

The Wing Spoilers may be deployed inflight .... to assist a more rapid descent rate .... but .... the drag imposed by Spoiler deployment will also require engine power needing to be boosted (somewhat) in order to maintain a constant and sensible airspeed during the descent.

Descending through 17,500 FT the altimeter barometric pressure indication .... displayed within the altimeter gauge .... must be adjusted to read "2991/1012" (or local equivalent). Failure perform this procedure will result in an incorrect altitude indication by the time the simulation nears its intended target approach to landing altitude.

Below 10,000 FT the simulations airspeed should be reduced to approximately 250 KTS.

From this point the simulation may be flown "automatically" with reliance upon the AP and all navigation systems.

All engine power, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance throughout the descent and progress along the intended airway adjusted as necessary.

8.06: C-135 APPROACH TO LANDING - AP "AUTO-APPROACH" MODE.

The approach to landing should not be commenced with in excess of 15-20% (per tank) total remaining fuel .... "at the very most".

Flying any approach to landing overweight "WILL" result in difficulties.

Fuel loading should be planned/calculated for each flight "prior to departure" and in order to ensure the simulation is not overweight upon arrival at its destination .... whilst also still ensuring sufficient fuel quantity remains in order to aid a missed approach and/or diversion to an alternate airport/destination without imposing a fuel emergency.

5,000 FT (AGL) and 250 KTS should be considered a reasonable altitude and target airspeed at which to enter the pattern "prior to" commencing the approach to landing procedures at any destination (SL) airport.

PLEASE NOTE: Procedures and MSA's vary from airport to airport.

During level flight, and with continued airspeed reduction, the simulations AI pitch attitude will be observed to slowly increase .... to approximately +2* (degrees).

Prior to commencing any approach to landing the ASI speed bugs must be set in accordance with V-REF data calculated in conjunction with the simulations weight.

Open the V-Speed placard .... left mouse click on the V-Speed placard to display the V1, VR, V2, and V-REF airspeed .... this action automatically sets speed bugs located within the ASI gauge in accordance with the calculated V1, VR, V2 safety speed references.

PLEASE NOTE: Using the HJG B707 panels .... actual "Landing V-REF" data cannot be calculated, however, the "V2" indications, in all cases, are very close to B707 data and can be relied upon accordingly.

PLEASE NOTE ALSO: C-135 landing V-REF is slightly higher than that for DC-8's .... C-135's feature a wing sweep slight in excess of that of DC-8's resulting in "slightly higher" airspeed capabilities and the associated other impositions.

The required RWY ILS frequency must be entered into the NAV 1 radio.

The required VOR frequency must be entered into the VOR 2 radio.

The required ADF frequencies must be entered into the ADF 1/2 radios.

The HSI gauge course indicator should be adjusted to reflect the heading for the intended ILS RWY .... and the simulation then flown/manouvered using AP "HDG" mode.

A "Decision Height" altitude should be entered into the RA gauge .... B707 1965 and 1970 panels only.

Entering the downwind legue of any approach to landing pattern the simulations airspeed should be reduced toward 225 KTS.

During the downwind legue of any approach to landing the AI pitch attitude should not be allowed to increase beyond +2* (degrees).

Commence the base legue of any AP controlled approach to landing approximately 20-21 DME from any intended RWY.

PLEASE NOTE: A long final approach legue (approximately 20-21 DME) is preferable to a much shorter approach to landing .... this promotes more time for the simulation to become properly aligned with, and stabilized on, ILS/GS indications for the intended landing RWY.

Flaps should be extended in increments and in conjunction with airspeed reduction and the indicated AI pitch attitude.

The AI pitch attitude will increase in response to continued airspeed reduction .... flap deployment and manual power adjustment/s will be required in order to maintain airspeed and an acceptable nose pitch attitude accordingly.

Upon entering the base legue of any approach to landing airspeed should be reduced toward 200 KTS .... with the first increment of flap being selected below 225 KTS and upon commencement of the turn toward the base legue.

This should ensure an AI pitch attitude of approximately +1* (degree).

Manual power adjustment will be required in order to maintain airspeed at, or around, 200 KTS upon the first increment of flap having been selected.

The HJG C-135 simulations are each capable of flying AP controlled ILS/GS coupled auto-approaches to landing .... down to approximately 100 FT

Using AP assistance .... do not expect such approaches to landing to be flown with absolute precision.

This is consistent with systems automation of the C-135 era which required manual influence in order to "ensure relative precision" .... especially when employing AP "APPROACH" modes.

PLEASE NOTE: Despite using AP "ALT" mode to maintain altitude .... at reduced airspeed, and with any increment of flaps extended, these C-135 simulations will demonstrate a tendency to lose "a little altitude" whilst executing acute turns toward any new heading .... then gaining "a little altitude" in excess the selected AP controlled altitude upon acquiring the new heading and before eventually recapturing, and maintaining, the selected and AP captured altitude with relative precision.

PLEASE NOTE ALSO: Be prepared intervene promptly "at the very first indication of any altitude loss/gain" during acute AP controlled turns .... by "gently and repeatedly tickling" manual Trim Up/Down keyboard commands in order to limit the effect any such rise/fall and in order to maintain the intended altitude as precisely as possible.

PLEASE NOTE ADDITIONALLY: Using the influence of manual trim to limit the extent of any altitude loss/gain during such acute turns, and with flaps extended, works "VERY EFFECTIVELY" .... if properly applied and in a timely manner.

During the base legue of any AP controlled approach to landing the AP Mode Selector should remain in "HDG" mode and with AP "ALT" mode also engaged.

It is not advisable to select either AP "AUTO" or "VOR/LOC" modes in advance of any actual ILS/GS intercept.

As soon as the course indicator begins to center within the HSI gauge gauge .... AP "AUTO" mode should be engaged.

This will enable an AP controlled intercept of the intended ILS/GS and the simulation to commence an automatic turn toward final approach RWY heading.

PLEASE NOTE: AP "AUTO" mode can only be selected within 20-21 DME from any intended ILS/GS RWY .... otherwise it cannot be engaged.

PLEASE NOTE ALSO: In excess of 21 DME from any intended ILS/GS RWY .... AP "VOR/LOC" mode should be engaged in order to commence the ILS/GS intercept, then, AP "AUTO" engaged only once within 21 DME of the intended ILS/GS RWY.

PLEASE NOTE ADDITIONALLY: Provided a long approach to landing is being flown, and the simulation is not overweight for landing, the HJG C-135 simulations are each capable of successfully executing 90* (degree) AP controlled ILS/GS coupled intercepts to capture any ILS/GS beam .... although a 25* (degree) intercept should be considered more appropriate.

Upon commencing any AP controlled auto-turn toward a final approach heading .... the second increment of flaps should be selected and airspeed further reduced toward 180 KTS .... prior to the actual ILS/GS intercept, and engine power adjusted in order to control airspeed.

PLEASE NOTE: Failure to properly implement either of the above procedures will likely result in a failed, or otherwise unstable, AP controlled ILS/GS coupled approach to landing.

During the final approach to landing and only upon a successful ILS/GS capture .... the "HDG" cursor, within the HSI gauge, should be adjusted to reflect the approach to landing RWY heading.

This is simply to enable prompt and effective AP controlled flight along the RWY center line heading in the event of a missed approach to landing.

Airspeed "MUST" be constantly monitored throughout these final stages of the approach to landing .... and engine power just as constantly adjusted in order to ensure a controlled and stable approach at a sensible airspeed.

Flying these C-35 simulations any approach to landing is a delicate balance of applying "as much power as is necessary" in order to maintain a stable approach to landing profile in conjunction with flap and gear deployments .... and without over or under accelerating the simulation, risking insufficient or an excessive ROD, an irrecoverable stall, or unsatisfactory pitch attitude characteristics.

Excessive airspeed during any approach to landing will encourage the simulations nose pitch attitude to decrease .... possibly to the extent of resulting in a dive toward the RWY threshold if not corrected .... and with the added possibility of nose gear collapse and a crash upon ground (hopefully RWY) contact.

Insufficient airspeed during any approach to landing will encourage the simulations nose pitch attitude to increase .... possibly to the extent of resulting in RWY visibility problems due to an unsatisfactorily high nose pitch attitude if not corrected .... and with the added possibility of a tail strike upon ground (hopefully RWY) contact.

C-135's generally approach to land with a nose/pitch attitude varying between -1* to 0* (degrees) .... in conjunction with both airspeed, weight, and both flap and landing gear deployments.

As the simulation captures the ILS/GS beam .... select gear "DOWN", the fourth increment of flaps, and further reduce engine power in order to decelerate toward 165 KTS.

Once the simulation has successfully engaged, and is stable upon, the ILS/GS beam .... further reduce airspeed towards 150 KTS and extend the fourth increment of flaps/"FULL FLAPS" .... THEN .... boost power in order to ensure the approach to landing airspeed does not deteriorate below the placarded/ASI bugged V2 reference.

Expect "a very large" amount of power to be required in order to counter flap drag and maintain the placarded V-REF .... this is quite normal .... and beneficial too .... as it, in the event of a missed approach, reduces the engine spool-up time.

PLEASE NOTE: It is a more than acceptable practice to fly the approach to landing a couple of KTS in excess of the placarded/ASI bugged V2 reference until nearing the the destination airport boundary or RWY threshold.

Flying the HJG B707-700 and E-3D panels (only) and throughout any approach to landing .... a GPWS system will provide automatic altitude call outs when passing through the following critical altitudes ....

- "TWENTY-FIVE-HUNDRED".
- "500".
- "100".
- "50".
- "40".
- "30".
- "20".
- "10".

A "MINIMUMS" GPWS call out will be auto-triggered in response to any pre-selected RA "Decision Height" altitude.

PLEASE NOTE: "IF" the RWY is not visible upon reaching/descending through the pre-selected "Decision Height" altitude or by the time of the "MINIMUS" altitude GPWS call out .... then the approach to landing should immediately be aborted and a 2nd attempt made or diversion to an alternate airport/destination commenced.

Select the landing lights "ON".

Continue to adjust engine power in order to maintain airspeed and an acceptable AI/nose pitch attitude, in conjunction with both flap and landing gear deployments, and throughout final stages of the approach to landing.

The AP system should be disengaged at approximately "100 FT" (in response to the 100 FT GPWS call-out .... B707-700 and E-3D panels only) and the actual landing then flown manually.

PLEASE NOTE: Do not attempt a "HANDS-OFF/FULLY AUTOMATIC" landing. These "ARE NOT" AIRBUS, DC-10, or L-1011 simulations.

C-135's "ARE NOT" equipped with Auto-Land systems.

C-135's (like B707's and DC-8's also) are almost fully manual aircraft .... and must be respected and hand-flown as such .... OR .... they can, and "will", turn and "BITE"

Engine power should be slowly retarded .... toward its idle detente .... at approximately 20 FT above the RWY threshold and a slow/smooth flare commenced (to induce an approximately +2* degree nose up pitch attitude) .... and the ROD decent reduced to less than 100 FPM "prior to" landing in order to ensure a relatively smooth touch down without bouncing the simulation.

The Wing Spoilers must be deployed manually and immediately upon main gear contact with the RWY.

Reverse thrust should applied (keyboard command "F2") .... only "after" all 3 landing gear have settled on the RWY, spoilers have been extended, and the simulations engines have been fully idled.

PLEASE NOTE: B367-80, C-135A, E-3C, EC-137D, KC-135A/R, NKC-135A, and RC-135A versions "ARE NOT" equipped with engine thrust reversers.

Reverse thrust should be cancelled (keyboard command F2 .... or a prolonged intermittent depressing of the F3 keyboard command to gently ease engine power back to idle) at between "80" and "70" KTS .... and manual braking then applied to assist continued deceleration toward a sensible taxiing speed.

Vacate the RWY per the nearest exit.

Upon vacating the RWY .... select Landing Lights "OFF" and Taxi Lights "ON"

Retract spoilers and flaps.

Taxi to gate.

8.07: C-135 MISSED APPROACH/ABORTED LANDING.

With both flaps and landing gear extended .... in the event of a missed approach/aborted landing attempt the following procedures should be applied .....

Set the AP to "MAN" mode.

Increase engine power to not in excess of N2 90%.

Using the AP VS thumb wheel .... establish a 200-500 FPM ROC.

Continue to flying the landing RWY ILS/GS heading.

Accelerate toward 200 KTS .... and retract the flaps in increments until FLAP 20.

Retract the landing gear.

Select Landing Lights "OFF".

Accelerate toward 225-250 KTS and continue retracting the flaps until clean.

Once clean and stable on the landing RWY/ILS heading .... the ROC may be further increased.

Continue climbing toward the destination airports prescribed circuit pattern altitude and engage AP "HDG" mode.

Upon acquiring the destination airports prescribed circuit pattern altitude .... engage AP "ALT" mode (in conjunction with AP "HDG" mode).

Return to the destination airports prescribed approach pattern for a second landing attempt on the same RWY .... or .... divert to an alternative RWY approach or destination airport,

Mark C
AKL/NZ

Last Edit: Feb 13, 2021 21:24:15 GMT by aerofoto - HJG Admin

aerofoto - HJG Admin
Administrator

Global Moderator

Posts: 19,348

C-135 (series) - Installation & Handling Notes Dec 15, 2020 3:31:33 GMT

Post by aerofoto - HJG Admin on Dec 15, 2020 3:31:33 GMT

C-135 BASIC FLYING GUIDES # 9

UPDATED: September 12th 2024.

PLEASE NOTE .... the following information is not based real world performance data. This data is based on FS observations in FS2004 (only), operating from the default MSFS KSEA airport, at MGTOW, at maximum sustainable ROC, and using HJG supplied B707/720 panels and C-135 base packs/FDE. Operating from other MSFS airports, below or in excess of the MGTOW, reduced ROC, and using default MSFS or other non-HJG supplied panels and base packs/FDE will result in different performance observations. IAS airspeed and MACH velocity indications are based on manually controlled engine thrust and at FL310 only. Flying the following recommended profiles requires concentration and skill, but, is the best we can recommend in order to appreciate a relatively realistic experience .... using these simulations in FS

PLEASE NOTE ALSO: By default all HJG supplied simulations load into FS with both "100% fuel and payload" .... resulting in a nominal "overload". This is a perfectly normal result under these circumstances. The end user is therefore expected to manually adjust either fuel or payload, or both, in order to ensure each simulation is set at/near its certified MGW or otherwise in accordance with the requirements for ones anticipated virtual flight.

9.00: C-135 - RECOMMENDED T/O & CLIMB PROCEDURES"

"B707-320C TANKER"

4X P&W JT3D-7 fan-jet engines rated at 19,000 LBS thrust e/a.

MGTOW = 335,000 LBS

DEFAULT 100% FUEL/PAYLOAD = 4.953 LBS overload.

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 100%
LEFT = 100%
CENTER = 92.8%
RIGHT = 100%
RIGHT AUX = 100%
CENTER 2 = 100%
CENTER 3 = 100%

No payload adjustment = 36 LBS overload.

PANEL = "HJG B707-320B 1965".

T/O FLAP SETTING = 23* (2X notches)
TRIM = 3.0 units (Centre Pedestal gauge/scale indication)
MAX T/O THRUST
V1 = 148 KTS
VR = 155 KTS
V2 = 170 KTS
INITIAL CLIMB RATE = 1,500 FPM (prior gear/flap retraction)
FLAP 23* RETRACT SPEED = 200 KIAS .... increase ROC to 2,000 FPM
FLAP 14* RETRACT SPEED = 225 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.0% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,000 FPM - maintain approx N2 94%
- 15.000 FT reduce ROC to 1,800 FPM - maintain approx N2 94%
- 20,000 FT reduce ROC to 1,500 FPM - maintain approx N2 92%
- 23,000 FT reduce ROC to 1,200 FPM - maintain approx N2 91%
- 26,000 FT reduce ROC to 1,000 FPM - maintain approx N2 90%
- 29,000 FT reduce ROC to 500 FPM - maintain approx N2 89%
- 30,000 FT reduce ROC to 200 FPM - maintain approx N2 88%
- 31,000 FT ALT CAPTURE - maintain approx N2 87%

FL310 CRUISE PERFORMANCE (MACH 0.83)

IAS = 319 KTS
GS = 523 (319 X 1.64 = 523)
MACH = 0.83.3
EPR = 1.41
N1 = 84.6%
EGT = 409*C
N2 = 87.0%
F/F = 2,946 LBS (X4 = 11,784 LBS per hour)
AI Pitch = +1*

FL310 CRUISE PERFORMANCE (MACH 0.84)

IAS = 323 KTS
GS = 531 (323 X 1.64 = 529)
MACH = 0.84.2
EPR = 1.46
N1 = 87.1%
EGT = 416*C
N2 = 88.6%
F/F = 3,203 LBS (X4 = 12,812 LBS per hour)
AI Pitch = +1*

FL310 CRUISE PERFORMANCE (MACH 0.85)

IAS = 326 KTS
GS = 534 (326 X 1.64 = 534)
MACH = 0.85.0
EPR = 1.48
N1 = 88.5%
EGT = 420*C
N2 = 89.5%
F/F = 3,378 LBS (X4 = 13,512 LBS per hour)
AI Pitch = +1*

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"C-135A"

MGTOW 297,000 LBS

4X P&W J57 turbo-jet engines rated at 11,200 LBS thrust (dry) e/a .... 13,600 LBS thrust (wet) e/a with water/methanol injection (3 minutes only).

Default Overload = 37,737 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 65.0%
CENTER 65.0%
RIGHT = 65.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 65.0%
CENTER 3 = 65.0%
EXTERNAL 1 = 91.8%
EXTERNAL 2 = 91.8%

Overload = 77 LBS .... no payload adjustment.

PANEL = B367-80.

- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.70 / Water Injection "OFF" and "MAX POWER" (unlimited).

For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI annunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.

PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 151 KTS
- VR = 159 KTS
- V2 = 169 KTS
- V-REF = 174

- INITIAL ROC = 1,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,000 FPM water injection "ON" .... otherwise maintain 1,500 FPM ROC
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,000 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and maintain 2,000 FPM ROC (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 1,800 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%

Maintain N2 90% .... level accelerate to MACH 0.80 (305/306 KTS) .... reduce power to N2 89.3% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL31 MACH 0.80 CRUISE
- IAS = 306 KTS
- GS = 501 (306 X 1.64)
- MACH = 0.80.4
- EPR = 2.35
- N1 = 89.1%
- EGT = 470
- N2 = 89.3%
- F/F = 4,204 LBS per hour (X4 = 16,816 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"C-135B"

MGTOW 300,500 LBS

4X P&W TF-33-P5 fan jet engines rated at 18,000 LBS thrust.

Default Overload = 47,717 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 53.2%
CENTER 53.2%
RIGHT = 53.2%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 53.2%
CENTER 3 = 53.2%
EXTERNAL 1 = 91.8%
EXTERNAL 2 = 91.8%

Overload = 14 LBS .... no payload adjustment.

PANEL = B707-120B (1959).

- T/O power = N2 105.7 % / EPR 1.94.

For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 160 KTS
- V2 = 170 KTS
- V-REF = 175 KTS

- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.7% climb thrust .... reduce ROC to 2,500 FPM ROC .... assume the following altitude/ROC/power adjustment schedule ....

- 14,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 18,000 FT reduce ROC to 1,800 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.83 (317/318 KTS) .... reduce power to N2 86.3% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.82 CRUISE
- IAS = 316 KTS
- GS = 518 (316 X 1.64)
- MACH = 0.82.6
- EPR = 1.36
- N1 = 82.0%
- EGT = 404
- N2 = 85.4%
- F/F = 2,6738 LBS per hour (X4 = 10,952 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 318 KTS
- GS = 521 (318 X 1.64)
- MACH = 0.83.1
- EPR = 1.38
- N1 = 83.4%
- EGT = 406
- N2 = 86.3%
- F/F = 2,821 LBS per hour (X4 = 11,284 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE
- IAS = 322 KTS
- GS = 528 (322 X 1.64)
- MACH = 0.84.0
- EPR = 1.43
- N1 = 85.9%
- EGT = 414
- N2 = 87.9%
- F/F = 3,047 LBS per hour (X4 = 12,188 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"CC-137" (B707-320C pure freighter)

4X P&W JT3D-7 fan-jet engines rated at 19,000 LBS thrust e/a

MGTOW = 335,000 LBS

DEFAULT 100% FUEL/PAYLOAD = 4.953 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 100%
LEFT = 100%
CENTER = 92.8%
RIGHT = 100%
RIGHT AUX = 100%
CENTER 2 = 100%
CENTER 3 = 100%

No payload adjustment = 36 LBS overload

PANEL = "HJG B707-320B/C 1965".

T/O FLAP SETTING = 23* (2X notches)
TRIM = 3.0 units (Centre Pedestal gauge/scale indication)
MAX T/O THRUST
V1 = 148 KTS
VR = 155 KTS
V2 = 170 KTS
INITIAL CLIMB RATE = 1,500 FPM (prior gear/flap retraction)
FLAP 23* RETRACT SPEED = 200 KIAS .... increase ROC to 2,000 FPM
FLAP 14* RETRACT SPEED = 225 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.0% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,000 FPM - maintain approx N2 94%
- 15.000 FT reduce ROC to 1,800 FPM - maintain approx N2 94%
- 20,000 FT reduce ROC to 1,500 FPM - maintain approx N2 92%
- 23,000 FT reduce ROC to 1,200 FPM - maintain approx N2 91%
- 26,000 FT reduce ROC to 1,000 FPM - maintain approx N2 90%
- 29,000 FT reduce ROC to 500 FPM - maintain approx N2 89%
- 30,000 FT reduce ROC to 200 FPM - maintain approx N2 88%
- 31,000 FT ALT CAPTURE - maintain approx N2 87%

FL310 CRUISE PERFORMANCE (MACH 0.83)

IAS = 319 KTS
GS = 523 (319 X 1.64 = 523)
MACH = 0.83.3
EPR = 1.41
N1 = 84.6%
EGT = 409*C
N2 = 87.0%
F/F = 2,946 LBS (X4 = 11,784 LBS per hour)
AI Pitch = +1*

FL310 CRUISE PERFORMANCE (MACH 0.84)

IAS = 323 KTS
GS = 531 (323 X 1.64 = 529)
MACH = 0.84.2
EPR = 1.46
N1 = 87.1%
EGT = 416*C
N2 = 88.6%
F/F = 3,203 LBS (X4 = 12,812 LBS per hour)
AI Pitch = +1*

FL310 CRUISE PERFORMANCE (MACH 0.85)

IAS = 326 KTS
GS = 534 (326 X 1.64 = 534)
MACH = 0.85.0
EPR = 1.48
N1 = 88.5%
EGT = 420*C
N2 = 89.5%
F/F = 3,378 LBS (X4 = 13,512 LBS per hour)
AI Pitch = +1*

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"E-3C SENTRY"

MGTOW 347,000 LBS

4X P&W TF33-PW-100A fan-jet engines rated at 21,000 LBS thrust.

Default Overload = 1,1368 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 98.2%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%

Overload = 39 LBS .... no payload adjustment.

PANEL = B707-320B/C (1965).

- T/O power = N2 105.7 % / EPR 1.94.

For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.

T/O Data

- FLAPS = 25 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 158 KTS
- V2 = 173 KTS
- V-REF = 161 KTS

- INITIAL ROC = 1,500 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 14 RETRACT = 220 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.8% climb thrust .... reduce ROC to 2,000 FPM ROC .... assume the following altitude/ROC/power adjustment schedule ....

- 12,000 FT reduce ROC to 1,800 FPM - reduce power to N2 94%
- 16,000 FT reduce ROC to 1,500 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 92%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 91%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 90%
- 28,000 FT reduce ROC to 600 FPM - reduce power N2 89%
- 29,000 FT reduce ROC to 400 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 87.9% to maintain airspeed/MACH velocity.

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.81 CRUISE
- IAS = 311 KTS
- GS = 510 (311 X 1.64)
- MACH = 0.81.4
- EPR = 1.40
- N1 = 84.1%
- EGT = 405
- N2 = 86.6%
- F/F = 3,149 LBS per hour (X4 = 12,596 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.82 CRUISE
- IAS = 314 KTS
- GS = 514 (314 X 1.64)
- MACH = 0.82.1
- EPR = 1.44
- N1 = 86.1%
- EGT = 411
- N2 = 87.9%
- F/F = 3,366 LBS per hour (X4 = 13,464 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 319 KTS
- GS = 523 (320 X 1.64)
- MACH = 0.83.2
- EPR = 1.50
- N1 = 88.9%
- EGT = 420
- N2 = 89.7%
- F/F = 3,730 LBS per hour (X4 = 14,920 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"E-3D SENTRY"

MGTOW 347,000 LBS

4X CFM-56 turbo-fan engines rated at 24,000 LBS thrust.

Default Overload = 1,268 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 98.2%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%

Overload = 39 LBS .... no payload adjustment.

PANEL = E-3D.

- T/O power = N2 100.0% / N1 105.0%.

For MGW departure set maximum T/O thrust. For low weight departures N2 97% power is sufficient.

T/O Data

- FLAPS = 25 (2 notches)
- TRIM = 3.5 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 158 KTS
- V2 = 173 KTS
- V-REF = 161 KTS

- INITIAL ROC = 2,000 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 14 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 93.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,500 FPM - reduce power to N2 92%
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 91%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 90%
- 25,000 FT reduce ROC to 1,000 FPM - reduce power to N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 86.6% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.82 CRUISE
- IAS = 313 KTS
- GS = 513 (313 X 1.64)
- MACH = 0.82.0
- TAS = 481
- N1 = 84.33
- EGT = 593
- N2 = 86.7%
- F/F = 2,052 LBS per hour (X4 = 8,208 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 318 KTS
- GS = 521 (318 X 1.64)
- MACH = 0.83.1
- TAS = 487
- N1 = 87.0%
- EGT = 603
- N2 = 88.4%
- F/F = 2.275 LBS per hour (X4 = 9,100 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE
- IAS = 323 KTS
- GS = 524 (323 X 1.64)
- MACH = 0.84.3
- TAS = 495
- N1 = 89.9%
- EGT = 615
- N2 = 90.3%
- F/F = 2,507 LBS per hour (X4 = 10,028 LBS per hour)
- AI PITCH = +1* (degree)

=============================================================

"E-6B MERCURY"

MGTOW 342,000 LBS

4X CFM-56 turbo-fan engines rated at 24,000 LBS thrust.

Default Overload = 1,248 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 98.2%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%

Overload = 19 LBS .... no payload adjustment.

PANEL = E-3D.

- T/O power = N2 100.0% / N1 105.0%.

For MGW departure set maximum T/O thrust. For low weight departures N2 97% power is sufficient.

T/O Data

- FLAPS = 25 (2 notches)
- TRIM = 3.5 units (Center Pedestal gauge/scale indication)
- V1 = 150 KTS
- VR = 157 KTS
- V2 = 172 KTS
- V-REF = 160 KTS

- INITIAL ROC = 2,000 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 14 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 93.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,500 FPM - reduce power to N2 92%
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 91%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 90%
- 25,000 FT reduce ROC to 1,000 FPM - reduce power to N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 86.6% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.82 CRUISE
- IAS = 314 KTS
- GS = 514 (314 X 1.64)
- MACH = 0.82.1
- TAS = 481
- N1 = 84.3
- EGT = 593
- N2 = 86.7%
- F/F = 2,049 LBS per hour (X4 = 8,196 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 318 KTS
- GS = 521 (318 X 1.64)
- MACH = 0.83.2
- TAS = 487
- N1 = 87.0%
- EGT = 602
- N2 = 88.4%
- F/F = 2.274 LBS per hour (X4 = 9,096 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE
- IAS = 324 KTS
- GS = 531 (324 X 1.64)
- MACH = 0.89.9
- TAS = 495
- N1 = 89.9%
- EGT = 615
- N2 = 90.3%
- F/F = 2,515 LBS per hour (X4 = 10,060 LBS per hour)
- AI PITCH = +1* (degree)

=============================================================

"E-8C"

MGTOW 335,000 LBS

4X P&W JT3D-3 @ 18,000 fan-jet engines rated at 18,000 LBS thrust.

Default Overload = 11,058 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 83.9%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%

Overload = 63 LBS .... no payload adjustment.

PANEL = B707-320B/C (1965).

- T/O power = N2 105.7 % / EPR 1.94.

For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.

T/O Data

- FLAPS = 25 (2 notches)
- TRIM = 3.5 units (Center Pedestal gauge/scale indication)
- V1 = 148 KTS
- VR = 155 KTS
- V2 = 170 KTS
- V-REF = 158 KTS

- INITIAL ROC = 1,500 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 14 RETRACT = 220 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.7% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 16,000 FT reduce ROC to 1,500 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 92%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 91%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 90%
- 28,000 FT reduce ROC to 600 FPM - reduce power N2 89%
- 29,000 FT reduce ROC to 400 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (315/316 KTS) .... reduce power to N2 87.9% to maintain airspeed/MACH velocity.

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.82 CRUISE
- IAS = 315 KTS
- GS = 516 (315 X 1.64)
- MACH = 0.82.4
- EPR = 1.44
- N1 = 86.1%
- EGT = 411
- N2 = 87.9%
- F/F = 3,377 LBS per hour (X4 = 13,508 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 320 KTS
- GS = 524 (320 X 1.64)
- MACH = 0.83.6
- EPR = 1.50
- N1 = 88.9%
- EGT = 420
- N2 = 89.7%
- F/F = 3,743 LBS per hour (X4 = 14,940 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE (maximum)
- IAS = 322 KTS
- GS = 528 (322 X 1.64)
- MACH = 0.84.1
- EPR = 1.53
- N1 = 90.1%
- EGT = 424
- N2 = 90.5%
- F/F = 3,939 LBS per hour (X4 = 15,617 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"EC-18B"

4X P&W JT3D-7 fan-jet engines rated at 19,000 LBS thrust e/a.

MGTOW = 335,000 LBS

DEFAULT 100% FUEL/PAYLOAD = 4.953 LBS overload.

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 100%
LEFT = 100%
CENTER = 92.8%
RIGHT = 100%
RIGHT AUX = 100%
CENTER 2 = 100%
CENTER 3 = 100%

No payload adjustment = 36 LBS overload.

PANEL = "HJG B707-320B/C 1965".

T/O FLAP SETTING = 23* (2X notches)
TRIM = 3.0 units (Centre Pedestal gauge/scale indication)
MAX T/O THRUST
V1 = 148 KTS
VR = 155 KTS
V2 = 170 KTS
INITIAL CLIMB RATE = 1,500 FPM (prior gear/flap retraction)
FLAP 23* RETRACT SPEED = 200 KIAS .... increase ROC to 2,000 FPM
FLAP 14* RETRACT SPEED = 225 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.0% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,000 FPM - maintain approx N2 94%
- 15.000 FT reduce ROC to 1,800 FPM - maintain approx N2 94%
- 20,000 FT reduce ROC to 1,500 FPM - maintain approx N2 92%
- 23,000 FT reduce ROC to 1,200 FPM - maintain approx N2 91%
- 26,000 FT reduce ROC to 1,000 FPM - maintain approx N2 90%
- 29,000 FT reduce ROC to 500 FPM - maintain approx N2 89%
- 30,000 FT reduce ROC to 200 FPM - maintain approx N2 88%
- 31,000 FT ALT CAPTURE - maintain approx N2 87%

FL310 CRUISE PERFORMANCE (MACH 0.83)

IAS = 319 KTS
GS = 523 (319 X 1.64 = 523)
MACH = 0.83.3
EPR = 1.41
N1 = 84.6%
EGT = 409*C
N2 = 87.0%
F/F = 2,946 LBS (X4 = 11,784 LBS per hour)
AI Pitch = +1*

FL310 CRUISE PERFORMANCE (MACH 0.84)

IAS = 323 KTS
GS = 531 (323 X 1.64 = 529)
MACH = 0.84.2
EPR = 1.46
N1 = 87.1%
EGT = 416*C
N2 = 88.6%
F/F = 3,203 LBS (X4 = 12,812 LBS per hour)
AI Pitch = +1*

FL310 CRUISE PERFORMANCE (MACH 0.85)

IAS = 326 KTS
GS = 534 (326 X 1.64 = 534)
MACH = 0.85.0
EPR = 1.48
N1 = 88.5%
EGT = 420*C
N2 = 89.5%
F/F = 3,378 LBS (X4 = 13,512 LBS per hour)
AI Pitch = +1*

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"EC-135C"

MGTOW 316,000 LBS

4X P&W TF-33-P5 fan-jet engines rated at 18,000 LBS thrust.

Default Overload = 22,892 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 81.6%
CENTER 81.6%
RIGHT = 81.6%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 81.6%
CENTER 3 = 81.6%
EXTERNAL 1 = 81.6%
EXTERNAL 2 = 100.0%

Overload = 89 LBS .... no payload adjustment.

PANEL = B707-120B (1959).

- T/O power = N2 105.7 % / EPR 1.94.

For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 160 KTS
- V2 = 170 KTS
- V-REF = 175 KTS

- INITIAL ROC = 1,500 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.9% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 16,000 FT reduce ROC to 1,800 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (316/317 KTS) .... reduce power to N2 86.3% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.82 CRUISE
- IAS = 317 KTS
- GS = 519 (317 X 1.64)
- MACH = 0.82.1
- EPR = 1.38
- N1 = 83.9%
- EGT = 406
- N2 = 86.3%
- F/F = 3,513 LBS per hour (X4 = 14,052 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 320 KTS
- GS = 524 (320 X 1.64)
- MACH = 0.83.6
- EPR = 1.43
- N1 = 85.9%
- EGT = 413
- N2 = 87.9%
- F/F = 3,780 LBS per hour (X4 = 15,120 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE
- IAS = 323 KTS
- GS = 529 (323 X 1.64)
- MACH = 0.84.3
- EPR = 1.46
- N1 = 87.4%
- EGT = 418
- N2 = 88.8%
- F/F = 3,968 LBS per hour (X4 = 15,872 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"EC-137D AWACS"

MGTOW 347,000 LBS

4X P&W JT3D-8B fan-jet engines rated at 18,000 LBS thrust.

Default Overload = 1,098 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 98.4%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%

Overload = 5 LBS .... no payload adjustment.

PANEL = B707-320B/C (1965).

- T/O power = N2 105.7 % / EPR 1.94.

For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.

T/O Data

- FLAPS = 25 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 158 KTS
- V2 = 173 KTS
- V-REF = 161 KTS

- INITIAL ROC = 1,500 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 14 RETRACT = 220 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.8% climb thrust .... reduce ROC to 2,000 FPM ROC .... assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 1,800 FPM - reduce power to N2 94%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 92%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 91%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 90%
- 28,000 FT reduce ROC to 600 FPM - reduce power N2 89%
- 29,000 FT reduce ROC to 400 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 87.9% to maintain airspeed/MACH velocity.

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.81 CRUISE
- IAS = 311 KTS
- GS = 510 (311 X 1.64)
- MACH = 0.81.4
- EPR = 1.38
- N1 = 84.1%
- EGT = 405
- N2 = 86.6%
- F/F = 3,171 LBS per hour (X4 = 12,684 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.82 CRUISE
- IAS = 314 KTS
- GS = 514 (314 X 1.64)
- MACH = 0.82.2
- EPR = 1.44
- N1 = 86.1%
- EGT = 411
- N2 = 87.9%
- F/F = 3,388 LBS per hour (X4 = 13,552 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 319 KTS
- GS = 523 (320 X 1.64)
- MACH = 0.83.3
- EPR = 1.50
- N1 = 88.9%
- EGT = 419
- N2 = 89.7%
- F/F = 3,736 LBS per hour (X4 = 14,944 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"KC-135A SHIP ONE 1956" (Short Tail Prototype)

MGTOW 261,812 LBS

4X P&W J57 turbo-jet engines (with water/methanol injection) rated at 11,200 LBS thrust (dry) e/a.

Default Overload = 59,605 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 20.0%
CENTER= 37.4%
RIGHT = 20.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 20.0%
CENTER 3 = 20.0%
EXTERNAL 1 = 100.0%
EXTERNAL 2 = 100.0%

Overload = 26 LBS .... no payload adjustment.

PANEL = B367-80.

- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.70 / Water Injection "OFF" and "MAX POWER" (unlimited).

For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI anunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.

PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O.

T/O Data (MAX overload operations 316,000 LBS)

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 158 KTS
- VR = 165 KTS
- V2 = 173 KTS
- V-REF = 179

CLIMB PROCEDURE (MAX overload operations 316,000 LBS)

- INITIAL ROC = 1,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 1,800 FPM (water injection "ON" .... otherwise maintain 1,200 FPM ROC))
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 1,800 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.5% and ROC to 1,500 FPM (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 1,200 FPM - reduce power to N2 96%
- 16,000 FT reduce ROC to 1,000 FPM - reduce power to N2 95%
- 18,000 FT reduce ROC to 800 FPM - reduce power to N2 94%
- 20,000 FT reduce ROC to 600 FPM - reduce power to N2 93%
- 22,000 FT reduce ROC to 400 FPM - reduce power to N2 92%
- 24,000 FT reduce ROC to 200 FPM - reduce power N2 91%
- 25,000 FT reduce ROC to 100 FPM - reduce power N2 90%
- 26,000 FT ALT CAPTURE/TOC - reduce power N2 89%

Maintain N2 90% .... level accelerate to MACH 0.80 (342/343 KTS) .... reduce power to N2 89.9% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

PLEASE NOTE ALSO: 26,000 FT should be considered "the maximum permissible cruising altitude" following any MAX overload operations departure.

MACH CRUISE PERFORMANCE 26,000 FT (MAX overload operations 316,000 LBS)

FL260 MACH 0.80 CRUISE
- IAS = 343 KTS
- GS = 514 (514 X 1.50)
- MACH = 0.80.5
- EPR = 2.25
- N1 = 88.9%
- EGT = 497
- N2 = 89.9%
- F/F = 4,264 LBS per hour (X4 = 17,056 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

CLIMB PROCEDURE (typical operations 297,000 LBS)

T/O Data (typical operations 297,000 LBS)

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 151 KTS
- VR = 159 KTS
- V2 = 169 KTS
- V-REF = 174

- INITIAL ROC = 1,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,000 FPM (water injection "ON" .... otherwise maintain 1,500 FPM ROC))
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,000 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and maintain 2,000 FPM ROC (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 1,800 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%

Maintain N2 90% .... level accelerate to MACH 0.80 (307/308 KTS) .... reduce power to N2 89.3% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

PLEASE NOTE ALSO: 31,000 FT should be considered "the best initial cruising altitude" following any typical operations departure.

MACH CRUISE PERFORMANCE 31,000 FT

FL310 MACH 0.80 CRUISE
- IAS = 306 KTS
- GS = 501 (306 X 1.64)
- MACH = 0.80.3
- EPR = 2.35
- N1 = 89.1%
- EGT = 470
- N2 = 89.3%
- F/F = 4,202 LBS per hour (X4 = 16,808 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"KC-135A (Short Tail Early Production)"

MGTOW 316,000 LBS (MAX overload operations)
MGTOW 297,000 LBS (typical operations

4X P&W J57 turbo-jet engines (with water/methanol injection) rated at 11,200 LBS thrust (dry) e/a.

Default Overload = 5,417 LBS.

FUEL ADJUSTMENT (MAX overload operations 316,000 LBS)

LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER= 100.0%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 82.3%
CENTER 3 = 82.3%
EXTERNAL 1 = 100.0%
EXTERNAL 2 = 100.0%

Overload = 11 LBS .... no payload adjustment.

FUEL ADJUSTMENT (typical operations 297,000 LBS)

LEFT AUXILIARY = 100.0%
LEFT = 70.0%
CENTER 72.3%
RIGHT = 70.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 70.0%
CENTER 3 = 70.0%
EXTERNAL 1 = 100.0%
EXTERNAL 2 = 100.4%

Overload = 16 LBS .... no payload adjustment.

PANEL = B367-80.

- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.70 / Water Injection "OFF" and "MAX POWER" (unlimited).

For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI annunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.

PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O.

T/O Data (MAX overload operations 316,000 LBS)

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 158 KTS
- VR = 165 KTS
- V2 = 173 KTS
- V-REF = 179

CLIMB PROCEDURE (MAX overload operations 316,000 LBS)

- INITIAL ROC = 1,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 1,800 FPM (water injection "ON" .... otherwise maintain 1,200 FPM ROC))
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 1,800 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.5% and ROC to 1,500 FPM (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 1,200 FPM - reduce power to N2 96%
- 16,000 FT reduce ROC to 1,000 FPM - reduce power to N2 95%
- 18,000 FT reduce ROC to 800 FPM - reduce power to N2 94%
- 20,000 FT reduce ROC to 600 FPM - reduce power to N2 93%
- 22,000 FT reduce ROC to 400 FPM - reduce power to N2 92%
- 24,000 FT reduce ROC to 200 FPM - reduce power N2 91%
- 25,000 FT reduce ROC to 100 FPM - reduce power N2 90%
- 26,000 FT ALT CAPTURE/TOC - reduce power N2 89%

Maintain N2 90% .... level accelerate to MACH 0.80 (342/343 KTS) .... reduce power to N2 89.9% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

PLEASE NOTE ALSO: 26,000 FT should be considered "the maximum permissible cruising altitude" following any MAX overload operations departure.

MACH CRUISE PERFORMANCE 26,000 FT (MAX overload operations 316,000 LBS)

FL260 MACH 0.80 CRUISE
- IAS = 343 KTS
- GS = 514 (514 X 1.50)
- MACH = 0.80.5
- EPR = 2.25
- N1 = 88.9%
- EGT = 497
- N2 = 89.9%
- F/F = 4,264 LBS per hour (X4 = 17,056 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

CLIMB PROCEDURE (typical operations 297,000 LBS)

T/O Data (typical operations 297,000 LBS)

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 151 KTS
- VR = 159 KTS
- V2 = 169 KTS
- V-REF = 174

- INITIAL ROC = 1,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,000 FPM (water injection "ON" .... otherwise maintain 1,500 FPM ROC))
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,000 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and maintain 2,000 FPM ROC (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 1,800 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%

Maintain N2 90% .... level accelerate to MACH 0.80 (307/308 KTS) .... reduce power to N2 89.3% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

PLEASE NOTE ALSO: 31,000 FT should be considered "the best initial cruising altitude" following any typical operations departure.

MACH CRUISE PERFORMANCE 31,000 FT (typical operations 297,000 LBS)

FL310 MACH 0.80 CRUISE
- IAS = 306 KTS
- GS = 501 (306 X 1.64)
- MACH = 0.80.3
- EPR = 2.35
- N1 = 89.1%
- EGT = 470
- N2 = 89.3%
- F/F = 4,202 LBS per hour (X4 = 16,808 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"KC-135A"

MGTOW 316,000 LBS (MAX overload operations)
MGTOW 297,000 LBS (typical operations

4X P&W J57 turbo-jet engines (with water/methanol injection) rated at 11,200 LBS thrust (dry) e/a.

Default Overload = 5,417 LBS.

FUEL ADJUSTMENT (MAX overload operations 316,000 LBS)

LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER= 100.0%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 82.3%
CENTER 3 = 82.3%
EXTERNAL 1 = 100.0%
EXTERNAL 2 = 100.0%

Overload = 11 LBS .... no payload adjustment.

FUEL ADJUSTMENT (typical operations 297,000 LBS)

LEFT AUXILIARY = 100.0%
LEFT = 70.0%
CENTER 72.3%
RIGHT = 70.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 70.0%
CENTER 3 = 70.0%
EXTERNAL 1 = 100.0%
EXTERNAL 2 = 100.4%

Overload = 16 LBS .... no payload adjustment.

PANEL = B367-80.

- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.70 / Water Injection "OFF" and "MAX POWER" (unlimited).

For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI annunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.

PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O.

T/O Data (MAX overload operations 316,000 LBS)

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 158 KTS
- VR = 165 KTS
- V2 = 173 KTS
- V-REF = 179

CLIMB PROCEDURE (MAX overload operations 316,000 LBS)

- INITIAL ROC = 1,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 1,800 FPM (water injection "ON" .... otherwise maintain 1,200 FPM ROC))
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 1,800 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.5% and ROC to 1,500 FPM (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 1,200 FPM - reduce power to N2 96%
- 16,000 FT reduce ROC to 1,000 FPM - reduce power to N2 95%
- 18,000 FT reduce ROC to 800 FPM - reduce power to N2 94%
- 20,000 FT reduce ROC to 600 FPM - reduce power to N2 93%
- 22,000 FT reduce ROC to 400 FPM - reduce power to N2 92%
- 24,000 FT reduce ROC to 200 FPM - reduce power N2 91%
- 25,000 FT reduce ROC to 100 FPM - reduce power N2 90%
- 26,000 FT ALT CAPTURE/TOC - reduce power N2 89%

Maintain N2 90% .... level accelerate to MACH 0.80 (342/343 KTS) .... reduce power to N2 89.9% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

PLEASE NOTE ALSO: 26,000 FT should be considered "the maximum permissible cruising altitude" following any MAX overload operations departure.

MACH CRUISE PERFORMANCE 26,000 FT (MAX overload operations 316,000 LBS)

FL260 MACH 0.80 CRUISE
- IAS = 343 KTS
- GS = 514 (514 X 1.50)
- MACH = 0.80.5
- EPR = 2.25
- N1 = 88.9%
- EGT = 497
- N2 = 89.9%
- F/F = 4,264 LBS per hour (X4 = 17,056 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

CLIMB PROCEDURE (typical operations 297,000 LBS)

T/O Data (typical operations 297,000 LBS)

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 151 KTS
- VR = 159 KTS
- V2 = 169 KTS
- V-REF = 174

- INITIAL ROC = 1,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,000 FPM (water injection "ON" .... otherwise maintain 1,500 FPM ROC))
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,000 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and maintain 2,000 FPM ROC (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 1,800 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%

Maintain N2 90% .... level accelerate to MACH 0.80 (307/308 KTS) .... reduce power to N2 89.3% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

PLEASE NOTE ALSO: 31,000 FT should be considered "the best initial cruising altitude" following any typical operations departure.

MACH CRUISE PERFORMANCE 31,000 FT (typical operations 297,000 LBS)

FL310 MACH 0.80 CRUISE
- IAS = 306 KTS
- GS = 501 (306 X 1.64)
- MACH = 0.80.3
- EPR = 2.35
- N1 = 89.1%
- EGT = 470
- N2 = 89.3%
- F/F = 4,202 LBS per hour (X4 = 16,808 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"KC-135D/E"

MGTOW 316,000 LBS

4X P&W TF-33-P5 fan-jet engines rated at 18,000 LBS thrust.

Default Overload = 18,892 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 84.8%
CENTER 84.8%
RIGHT = 84.8%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 84.8%
CENTER 3 = 84.8%
EXTERNAL 1 = 84.8%
EXTERNAL 2 = 100.0%

Overload = 55 LBS .... no payload adjustment.

PANEL = B707-120B (1959).

- T/O power = N2 105.7 % / EPR 1.94.

For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 160 KTS
- V2 = 170 KTS
- V-REF = 175 KTS

- INITIAL ROC = 1,500 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.9% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 12,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 16,000 FT reduce ROC to 1,800 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (316/317 KTS) .... reduce power to N2 86.3% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.82 CRUISE
- IAS = 317 KTS
- GS = 519 (317 X 1.64)
- MACH = 0.82.8
- EPR = 1.38
- N1 = 83.4%
- EGT = 406
- N2 = 86.3%
- F/F = 3,514 LBS per hour (X4 = 14,056 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 320 KTS
- GS = 524 (320 X 1.64)
- MACH = 0.83.6
- EPR = 1.43
- N1 = 85.9%
- EGT = 413
- N2 = 87.9%
- F/F = 3,777 LBS per hour (X4 = 15,108 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE
- IAS = 323 KTS
- GS = 529 (323 X 1.64)
- MACH = 0.84.3
- EPR = 1.46
- N1 = 87.4%
- EGT = 418
- N2 = 88.8%
- F/F = 3,970 LBS per hour (X4 = 15,880 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"KC-135R" (Prototype)

MGTOW 322,000 LBS

4X CFM-56 turbo-fan engines rated at 22,000 LBS thrust.

Default Overload = 14,892 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 88.0%
CENTER 88.0%
RIGHT = 88.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 88.0%
CENTER 3 = 88.0%
EXTERNAL 1 = 88.0%
EXTERNAL 2 = 100.0%

Overload = 20 LBS .... no payload adjustment.

PANEL = B707-700 (1970).

- T/O power = N2 100.0% / N1 105.0%.

For MGW departure set maximum T/O thrust. For low weight departures N2 97% power is sufficient.

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 2.5 units (Center Pedestal gauge/scale indication)
- V1 = 144 KTS
- VR = 151 KTS
- V2 = 167 KTS
- V-REF = 155 KTS

- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 93.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,500 FPM - reduce power to N2 92%
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 91%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 90%
- 25,000 FT reduce ROC to 1,000 FPM - reduce power to N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 86.6% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.82 CRUISE
- IAS = 314 KTS
- GS = 514 (314 X 1.64)
- MACH = 0.82.3
- TAS = 482
- N1 = 84,1
- EGT = 593
- N2 = 86.6%
- F/F = 1,759 LBS per hour (X4 = 7,036 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 319 KTS
- GS = 523 (319 X 1.64)
- MACH = 0.83.4
- TAS = 489
- N1 = 86.2%
- EGT = 602
- N2 = 88.0%
- F/F = 1,923 LBS per hour (X4 = 7,692 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE
- IAS = 325 KTS
- GS = 533 (325 X 1.64)
- MACH = 0.84.7
- TAS = 497
- N1 = 89.3%
- EGT = 614
- N2 = 90.0%
- F/F = 2,147 LBS per hour (X4 = 8,588 LBS per hour)
- AI PITCH = +1* (degree)

=============================================================

"KC-135R"

MGTOW 322,000 LBS

4X CFM-56 turbo-fan engines rated at 22,000 LBS thrust.

Default Overload = 14,892 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 88.0%
CENTER 88.0%
RIGHT = 88.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 88.0%
CENTER 3 = 88.0%
EXTERNAL 1 = 88.0%
EXTERNAL 2 = 100.0%

Overload = 20 LBS .... no payload adjustment.

PANEL = B707-700 (1970).

- T/O power = N2 100.0% / N1 105.0%.

For MGW departure set maximum T/O thrust. For low weight departures N2 97% power is sufficient.

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 2.5 units (Center Pedestal gauge/scale indication)
- V1 = 144 KTS
- VR = 151 KTS
- V2 = 167 KTS
- V-REF = 155 KTS

- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 93.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,500 FPM - reduce power to N2 92%
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 91%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 90%
- 25,000 FT reduce ROC to 1,000 FPM - reduce power to N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 86.6% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.82 CRUISE
- IAS = 314 KTS
- GS = 514 (314 X 1.64)
- MACH = 0.82.3
- TAS = 482
- N1 = 84,1
- EGT = 593
- N2 = 86.6%
- F/F = 1,759 LBS per hour (X4 = 7,036 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 319 KTS
- GS = 523 (319 X 1.64)
- MACH = 0.83.4
- TAS = 489
- N1 = 86.2%
- EGT = 602
- N2 = 88.0%
- F/F = 1,923 LBS per hour (X4 = 7,692 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE
- IAS = 325 KTS
- GS = 533 (325 X 1.64)
- MACH = 0.84.7
- TAS = 497
- N1 = 89.3%
- EGT = 614
- N2 = 90.0%
- F/F = 2,147 LBS per hour (X4 = 8,588 LBS per hour)
- AI PITCH = +1* (degree)

=============================================================

"NKC-135A"

MGTOW 270,000 LBS

4X P&W J57 turbo-jet engines rated at 11,200 LBS thrust (dry) e/a .... 13,600 LBS thrust (wet) e/a with water/methanol injection (3 minutes only)

Default Overload = 86,207 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 55.0%
LEFT = 34.2%
CENTER 34.2%
RIGHT = 34.2%
RIGHT AUXILIARY = 55.0%
CENTER 2 = 34.2%
CENTER 3 = 34.2%
EXTERNAL 1 = 55.0%
EXTERNAL 2 = 100.%

Overload = 3 LBS .... no payload adjustment.

PANEL = B367-80.

- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.70 / Water Injection "OFF" and "MAX POWER" (unlimited).

For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI annunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.

PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 140 KTS
- VR = 151 KTS
- V2 = 162 KTS
- V-REF = 166

- INITIAL ROC = 1,500 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,500 FPM water injection "ON" .... otherwise maintain 2,200 FPM ROC
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,500 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,000 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%

Maintain N2 90% .... level accelerate to MACH 0.80 (307/308 KTS) or MACH 0.81 (309/310 kTS) .... reduce to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL31 MACH 0.80 CRUISE
- IAS = 308 KTS
- GS = 505 (308 X 1.64)
- MACH = 0.80.7
- EPR = 2.26
- N1 = 87.4%
- EGT = 467
- N2 = 88.3%
- F/F = 3,963 LBS per hour (X4 = 15,852 LBS per hour)
- AI PITCH = +1* (degree)

ALTITUDE/MACH CRUISE PERFORMANCE

FL31 MACH 0.81 CRUISE
- IAS = 310 KTS
- GS = 508 (310 X 1.64)
- MACH = 0.81.3
- EPR = 2.34
- N1 = 89.0%
- EGT = 472
- N2 = 89.3%
- F/F = 4,202 LBS per hour (X4 = 16,808 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"NKC-135A WL"

MGTOW 270,000 LBS

4X P&W J57 turbo-jet engines rated at 11,200 LBS thrust (dry) e/a .... 13,600 LBS thrust (wet) e/a with water/methanol injection (3 minutes only)

Default Overload = 86,407 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 55.0%
LEFT = 34.0%
CENTER 34.0%
RIGHT = 34.0%
RIGHT AUXILIARY = 55.0%
CENTER 2 = 34.0%
CENTER 3 = 34.0%
EXTERNAL 1 = 55.0%
EXTERNAL 2 = 100.%

Overload = 32 LBS .... no payload adjustment.

PANEL = B367-80.

- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.70 / Water Injection "OFF" and "MAX POWER" (unlimited).

For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI annunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.

PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 140 KTS
- VR = 151 KTS
- V2 = 162 KTS
- V-REF = 166

- INITIAL ROC = 1,500 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,500 FPM water injection "ON" .... otherwise maintain 2,200 FPM ROC
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,500 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,000 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%

Maintain N2 90% .... level accelerate to MACH 0.80 (307/308 KTS) or MACH 0.81 (309/310 kTS) .... reduce power to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL31 MACH 0.80 CRUISE
- IAS = 307 KTS
- GS = 503 (307 X 1.64)
- MACH = 0.80.5
- EPR = 2.20
- N1 = 86.3%
- EGT = 464
- N2 = 87.8%
- F/F = 3,848 LBS per hour (X4 = 15,392 LBS per hour)
- AI PITCH = +1* (degree)

ALTITUDE/MACH CRUISE PERFORMANCE

FL31 MACH 0.81 CRUISE
- IAS = 309 KTS
- GS = 506 (309 X 1.64)
- MACH = 0.81.0
- EPR = 2.26
- N1 = 87.5%
- EGT = 467
- N2 = 88.4%
- F/F = 3,982 LBS per hour (X4 = 15,928 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"NKC-135E"

MGTOW 285,000 LBS

4X P&W TF-33-P3 fan-jet engines rated at 17,000 LBS thrust.

Default Overload = 73,207 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 41.0%
CENTER 41.0%
RIGHT = 41.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 41.0%
CENTER 3 = 41.0%
EXTERNAL 1 = 41.0%
EXTERNAL 2 = 100.0%

Overload = 80 LBS .... no payload adjustment.

PANEL = B707-120B (1959).

- T/O power = N2 105.7 % / EPR 1.94.

For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 146 KTS
- VR = 156 KTS
- V2 = 166 KTS
- V-REF = 170 KTS

- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.9% climb thrust .... reduce ROC to 2,500 FPM ROC .... assume the following altitude/ROC/power adjustment schedule ....

- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 18,000 FT reduce ROC to 1,800 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 86.3% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.82 CRUISE
- IAS = 315 KTS
- GS = 516 (315 X 1.64)
- EPR = 1.40
- N1 = 84.5%
- EGT = 408
- N2 = 86.9%
- F/F = 3,222 LBS per hour (X4 = 12,888 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 318 KTS
- GS = 521 (318 X 1.64)
- EPR = 1.43
- N1 = 86.1%
- EGT = 412
- N2 = 87.9%
- F/F = 3,374 LBS per hour (X4 = 13,496 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE
- IAS = 323 KTS
- GS = 529 (318 X 1.64)
- EPR = 1.50
- N1 = 88.9%
- EGT = 420
- N2 = 89.7%
- F/F = 3,752 LBS per hour (X4 = 15,008 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"RC-135 CFM-56"

MGTOW 316,000 LBS

4X CFM-56 turbo-fan engines rated at 22,000 LBS thrust.

Default Overload = 78,092 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 37.0%
CENTER 37.0%
RIGHT = 37.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 37.0%
CENTER 3 = 37.0%
EXTERNAL 1 = 37.0%
EXTERNAL 2 = 100.0%

Overload = 16 LBS .... no payload adjustment.

PANEL = B707-700 (1970).

- T/O power = N2 100.0% / N1 105.0%.

For MGW departure set maximum T/O thrust. For low weight departures N2 97% power is sufficient.

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 2.0 units (Center Pedestal gauge/scale indication)
- V1 = 142 KTS
- VR = 149 KTS
- V2 = 165 KTS
- V-REF = 154 KTS

- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 93.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,500 FPM - reduce power to N2 92%
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 91%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 90%
- 25,000 FT reduce ROC to 1,000 FPM - reduce power to N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 86.6% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.82 CRUISE
- IAS = 315 KTS
- GS = 516 (315 X 1.64)
- MACH = 0.82.4
- TAS = 483
- N1 = 84,1
- EGT = 593
- N2 = 86.3%
- F/F = 1,762 LBS per hour (X4 = 7,056 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 320 KTS
- GS = 524 (320 X 1.64)
- MACH = 0.83.5
- TAS = 489
- N1 = 86.2%
- EGT = 601
- N2 = 88.0%
- F/F = 1,921 LBS per hour (X4 = 7,684 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE
- IAS = 326 KTS
- GS = 534 (326 X 1.64)
- MACH = 0.84.8
- TAS = 497
- N1 = 89.3%
- EGT = 614
- N2 = 90.0%
- F/F = 2,146 LBS per hour (X4 = 8,584 LBS per hour)
- AI PITCH = +1* (degree)

=============================================================

"RC-135A J57"

MGTOW 297,000 LBS

4X P&W J57 turbo-jet engines rated at 11,200 LBS thrust (dry) e/a .... 13,600 LBS thrust (wet) e/a with water/methanol injection (3 minutes only)

Default Overload = 93,092 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 50.0%
LEFT = 30.0%
CENTER 30.0%
RIGHT = 30.0%
RIGHT AUXILIARY = 50.0%
CENTER 2 = 30.0%
CENTER 3 = 30.0%
EXTERNAL 1 = 50.2%
EXTERNAL 2 = 100.0%

Overload = 34 LBS .... no payload adjustment.

PANEL = B367-80.

- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.70 / Water Injection "OFF" and "MAX POWER" (unlimited).

For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI annunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.

PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 151 KTS
- VR = 159 KTS
- V2 = 169 KTS
- V-REF = 174

- INITIAL ROC = 1,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,000 FPM water injection "ON" .... otherwise maintain 1,500 FPM ROC
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,000 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and maintain 2,000 FPM ROC (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 1,800 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%

Maintain N2 90% .... level accelerate to MACH 0.80 (305/306 KTS) .... reduce power to N2 89.3% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL31 MACH 0.80 CRUISE
- IAS = 308 KTS
- GS = 505 (308 X 1.64)
- MACH = 0.80.8
- EPR = 2.35
- N1 = 89.1%
- EGT = 471
- N2 = 89.3%
- F/F = 4,211 LBS per hour (X4 = 16,844 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"RC-135 JT3D"

MGTOW 300,500 LBS

4X P&W TF-33-P5 fan-jet engines rated at 18,000 LBS thrust.

Default Overload = 91,592 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 50.0%
LEFT = 31.8%
CENTER 31.8%
RIGHT = 31.8%
RIGHT AUXILIARY = 50.0%
CENTER 2 = 31.8%
CENTER 3 = 31.8%
EXTERNAL 1 = 50.2%
EXTERNAL 2 = 100.0%

Overload = 16 LBS .... no payload adjustment.

PANEL = B707-120B (1959).

- T/O power = N2 105.7 % / EPR 1.94.

For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 160 KTS
- V2 = 170 KTS
- V-REF = 175 KTS

- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.9% climb thrust .... reduce ROC to 2,500 FPM ROC .... assume the following altitude/ROC/power adjustment schedule ....

- 14,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 18,000 FT reduce ROC to 1,800 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.83 (317/318 KTS) .... reduce power to N2 86.3% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.83 CRUISE
- IAS = 319 KTS
- GS = 523 (319 X 1.64)
- MACH = 0.83.2
- EPR = 1.38
- N1 = 83.4%
- EGT = 407
- N2 = 86.3%
- F/F = 3,528 LBS per hour (X4 = 14,112 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE
- IAS = 323 KTS
- GS = 529 (323 X 1.64)
- MACH = 0.83.1
- EPR = 1.38
- N1 = 85.9%
- EGT = 414
- N2 = 87.9%
- F/F = 3,794 LBS per hour (X4 = 15,176 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"TC-18B/CC-137"

MGTOW 335,000 LBS

4X P&W JT3D-7 fan-jet engines rated at 19,000 LBS thrust.

Default Overload = 5,573 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 91.9%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%

Overload = 41 LBS .... no payload adjustment.

PANEL = B707-320B/C (1965).

- T/O power = N2 105.7 % / EPR 1.94.

For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.

T/O Data

- FLAPS = 25 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 148 KTS
- VR = 155 KTS
- V2 = 170 KTS
- V-REF = 156 KTS

- INITIAL ROC = 2,000 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 14 RETRACT = 220 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 16,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 18,000 FT reduce ROC to 1,800 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 400 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (315/316 KTS) .... reduce power to N2 87.9% to maintain airspeed/MACH velocity.

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.82 CRUISE
- IAS = 316 KTS
- GS = 518 (316 X 1.64)
- MACH = 0.82.6
- EPR = 1.37
- N1 = 82.7%
- EGT = 403
- N2 = 85.8%
- F/F = 3,516 LBS per hour (X4 = 14,064 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 318 KTS
- GS = 521 (318 X 1.64)
- MACH = 0.83.0
- EPR = 1.40
- N1 = 84.0%
- EGT = 407
- N2 = 86.6%
- F/F = 3,656 LBS per hour (X4 = 14,624 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE (maximum)
- IAS = 322 KTS
- GS = 528 (322 X 1.64)
- MACH = 0.84.0
- EPR = 1.45
- N1 = 86.7%
- EGT = 416
- N2 = 88.4%
- F/F = 3,994 LBS per hour (X4 = 15,976 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"TC-135 CFM-56"

MGTOW 316,000 LBS

4X CFM-56 turbo-fan engines rated at 22,000 LBS thrust.

Default Overload = 73,092 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 41.1%
CENTER 41.1%
RIGHT = 41.1%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 41.1%
CENTER 3 = 41.1%
EXTERNAL 1 = 41.1%
EXTERNAL 2 = 100.0%

Overload = 97 LBS .... no payload adjustment.

PANEL = B707-700 (1970).

- T/O power = N2 100.0% / N1 105.0%.

For MGW departure set maximum T/O thrust. For low weight departures N2 97% power is sufficient.

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 2.0 units (Center Pedestal gauge/scale indication)
- V1 = 142 KTS
- VR = 149 KTS
- V2 = 165 KTS
- V-REF = 154 KTS

- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 93.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,500 FPM - reduce power to N2 92%
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 91%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 90%
- 25,000 FT reduce ROC to 1,000 FPM - reduce power to N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 86.6% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.82 CRUISE
- IAS = 315 KTS
- GS = 516 (315 X 1.64)
- MACH = 0.82.4
- TAS = 483
- N1 = 84,1
- EGT = 593
- N2 = 86.3%
- F/F = 1,760 LBS per hour (X4 = 7,040 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 320 KTS
- GS = 524 (320 X 1.64)
- MACH = 0.83.4
- TAS = 489
- N1 = 86.2%
- EGT = 601
- N2 = 88.0%
- F/F = 1,923 LBS per hour (X4 = 7,692 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE
- IAS = 326 KTS
- GS = 534 (326 X 1.64)
- MACH = 0.84.8
- TAS = 497
- N1 = 89.3%
- EGT = 614
- N2 = 90.0%
- F/F = 2,146 LBS per hour (X4 = 8,584 LBS per hour)
- AI PITCH = +1* (degree)

=============================================================

"VC-137A"

MGTOW 257,000 LBS

4X P&W JT3C-6 turbo-jet engines rated at 11,200 LBS thrust (dry) e/a .... 13,600 LBS thrust (wet) e/a with water/methanol injection (3 minutes only)

Default Overload = 12,731 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 74.0%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%

Overload = 4 LBS .... no payload adjustment.

PANEL = B707-120.

- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.72 / Water Injection "OFF" and "MAX POWER" (unlimited).

For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI annunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.

PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 135 KTS
- VR = 136 KTS
- V2 = 159 KTS
- V-REF = 162

- INITIAL ROC = 1,500 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,500 FPM water injection "ON" .... otherwise maintain 2,000 FPM ROC
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,500 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and ROC to 2,000 FPM (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 1,800 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%

Maintain N2 90% .... level accelerate to MACH 0.80 (305/306 KTS) .... reduce power to N2 89.3% to maintain airspeed/MACH velocity

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL31 MACH 0.80 CRUISE
- IAS = 308 KTS
- GS = 505 (309 X 1.64)
- MACH = 0.80.8
- EPR = 2.34
- N1 = 89.1%
- EGT = 472
- N2 = 89.3%
- F/F = 3,668 LBS per hour (X4 = 14,672 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"VC-137B"

MGTOW 258,000 LBS

4X P&W TF-33-P5 fan-jet engines rated at 17,000 LBS thrust.

Default Overload = 22,531 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 54.0%
RIGHT = 53.2%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%

Overload = 14 LBS .... no payload adjustment.

PANEL = B707-120B (1959).

- T/O power = N2 105.7 % / EPR 1.94.

For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.

T/O Data

- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 135 KTS
- VR = 137 KTS
- V2 = 159 KTS
- V-REF = 162 KTS

- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.7% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,500 FPM - reduce power to N2 94%
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.83 (317/318 KTS) .... reduce power to N2 86.3% to maintain airspeed/MACH velocity.

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.82 CRUISE
- IAS = 317 KTS
- GS = 519 (317 X 1.64)
- MACH = 0.82.8
- EPR = 1.40
- N1 = 84.3%
- EGT = 409
- N2 = 86.9%
- F/F = 2,741 LBS per hour (X4 = 10,964 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 319 KTS
- GS = 523 (319 X 1.64)
- MACH = 0.83.3
- EPR = 1.43
- N1 = 86.1%
- EGT = 413
- N2 = 87.9%
- F/F = 2,841 LBS per hour (X4 = 11,364 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE
- IAS = 324 KTS
- GS = 531 (324 X 1.64)
- MACH = 0.84.4
- EPR = 1.49
- N1 = 88.8%
- EGT = 421
- N2 = 89.7%
- F/F = 3,066 LBS per hour (X4 = 12,264 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"VC-137C"

MGTOW 331,000 LBS

4X P&W TF-33-P5 fan-jet engines rated at 18,000 LBS thrust.

Default Overload = 6,333 LBS.

FUEL ADJUSTMENT

LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 90.3%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%

Overload = 9 LBS .... no payload adjustment.

PANEL = B707-323C (1965).

- T/O power = N2 105.7 % / EPR 1.94.

For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.

T/O Data

- FLAPS = 25 (2 notches)
- TRIM = 3.5 units (Center Pedestal gauge/scale indication)
- V1 = 147 KTS
- VR = 154 KTS
- V2 = 169 KTS
- V-REF = 157 KTS

- INITIAL ROC = 1,500 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 14 RETRACT = 220 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.7% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 92%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 91%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 90%
- 28,000 FT reduce ROC to 600 FPM - reduce power N2 89%
- 29,000 FT reduce ROC to 400 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (315/316 KTS) .... reduce power to N2 87.9% to maintain airspeed/MACH velocity.

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

ALTITUDE/MACH CRUISE PERFORMANCE

FL310 MACH 0.81 CRUISE (economic)
- IAS = 313 KTS
- GS = 513 (313 X 1.64)
- MACH = 0.82.5
- EPR = 1.40
- N1 = 84.1%
- EGT = 407
- N2 = 86.6%
- F/F = 3,165 LBS per hour (X4 = 12,660 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.82 CRUISE
- IAS = 315 KTS
- GS = 516 (315 X 1.64)
- MACH = 0.82.5
- EPR = 1.44
- N1 = 86.1%
- EGT = 411
- N2 = 87.9%
- F/F = 3,379 LBS per hour (X4 = 13,516 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.83 CRUISE
- IAS = 320 KTS
- GS = 524 (320 X 1.64)
- MACH = 0.83.6
- EPR = 1.50
- N1 = 88.9%
- EGT = 420
- N2 = 89.7%
- F/F = 3,743 LBS per hour (X4 = 14,972 LBS per hour)
- AI PITCH = +1* (degree)

FL310 MACH 0.84 CRUISE (maximum)
- IAS = 323 KTS
- GS = 529 (323 X 1.64)
- MACH = 0.84.2
- EPR = 1.53
- N1 = 90.3%
- EGT = 425
- N2 = 90.6%
- F/F = 3,939 LBS per hour (X4 = 15,756 LBS per hour)
- AI PITCH = +1* (degree)

PLEASE NOTE: Above EPR indications are based on engine #1 and #4 only .... engines #2 and #3 drive turbo-compressors and will always display fractionally lower indications.

=============================================================

"YE-8B" (B707-700)

MGTOW = 335,000 LBS

4X CFM-56 turbo-fan engines rated at 22,000 LBS thrust e/a

Overload = 4,113 LBS .... no payload adjustment.

FUEL ADJUSTMENTS

LEFT AUX = 100%
LEFT = 100%
CENTER = 94.0%
RIGHT = 100%
RIGHT AUX = 100%
CENTER 2 = 100%
CENTER 3 = 100%

No payload adjustment = 15 LBS overload

PANEL = B707-700

T/O Data

- FLAPS = 25 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 14 KTS
- VR = 154 KTS
- V2 = 169 KTS

-INITIAL CLIMB RATE = 2,000 FPM
-FLAP 14* RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 23* RETRACT SPEED = 225 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"

- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 93.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....

- 10,000 FT reduce ROC to 2,000 FPM - reduce power to N2 92%
- 15.000 FT reduce ROC to 1,800 FPM - reduce power to N2 91%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to 90%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 89%
- 27,000 FT reduce ROC to 500 FPM - reduce power to N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power to N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power to N2 86%

Maintain N2 87% .... level accelerate to MACH 0.82 (315/316 KTS) .... reduce power to N2 86.9% to maintain airspeed/MACH velocity.

PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.

FL310 CRUISE PERFORMANCE (MACH 0.82)

IAS = 315 KTS
GS = 516 (315 X 1,64 = 516)
MACH = 0.82.1
N1 = 84.6%
EGT = 594*C
N2 = 86.9%
F/F = 1,556 LBS (X4 = 6,224 LBS per hour)
AI Pitch = +1*

FL310 CRUISE PERFORMANCE (MACH 0.83)

IAS = 319 KTS
GS = 523 (319 X 1,64 = 523)
MACH = 0.83.4
N1 = 87.3%
EGT = 604*C
N2 = 88.6%
F/F = 1,725 LBS (X4 = 6,900 LBS per hour)
AI Pitch = +1*

FL310 CRUISE PERFORMANCE (MACH 0.84)

IAS = 324 KTS
GS = 531 (324 X 1,64 = 531)
MACH = 0.84.4
N1 = 89.5%
EGT = 612*C
N2 = 90.1%
F/F = 1,856 LBS (X4 = 7,424 LBS per hour)
AI Pitch = +1*

9.01: "C-135 - RECOMMENDED DESCENT & APPROACH TO LANDING PROCEDURES"

The following descent procedures assume maximum payload with no more than approximately 20% total fuel remaining prior to the commencement of descent.

These procedures are intended to ensure descent to FL100 by approximately 30 DME from any destination airport or its nearest NAV aid .... and to promote further descent and entry to any airport approach circuit/pattern, flying downwind, base, and final approach legues prior to landing.

B707-320C TANKER

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 70% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 20,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 220 KTS.

- Base Legue = 220 KTS (clean) and reducing toward 200 KTS .... select FLAP 14 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 22 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 138 - 137 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and 0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 20FT.

- Landing speed 128 - 123 KTS.

- Manually deploy wing Spoilers immediately upon ground contact

- Apply Reverse thrust

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"C-135-A"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 90% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.

- Base Legue = 230 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 134 - 132 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 128 - 123 KTS.

- Manually deploy wing Spoilers immediately upon ground contact

- Reverse thrust .... "IS NOT AVAILABLE"

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"C-135B"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.

- Base Legue = 230 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 137 - 136 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 0FT.

- Landing speed 131 - 126 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage reverse thrust.

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"CC-137" (B707-320C pure freighter)

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 70% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 20,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 220 KTS.

- Base Legue = 220 KTS (clean) and reducing toward 200 KTS .... select FLAP 14 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 22 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 138 - 137 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and 0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 20FT.

- Landing speed 128 - 123 KTS.

- Manually deploy wing Spoilers immediately upon ground contact

- Apply Reverse thrust

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"E-3C SENTRY"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 225 KTS.

- Base Legue = 225 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 139 - 138 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1*, +0*, and +1* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 133 - 128 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Reverse thrust .... "IS NOT AVAILABLE"

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"E-3D SENTRY"

Descending from FL310 ....

- 115 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 105 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 70%.

- 25,000 FT .... reduce engine thrust to N2 idle.

- 20,000 FT .... reduce ROD to 1,500 FPM.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 220 KTS

- Base Legue = 220 KTS and reducing toward 200 KTS .... select FLAP 14 at 210 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 25 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 139 - 138 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- Commence landing flare at 50 FT .... +2* degree AI pitch attitude)

- Reduce engine thrust to idle at approximately 10 FT.

- Landing speed 133 - 128 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage reverse thrust.

- 80 KTS .... cancel reverse thrust .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"E-6B MERCURY"

Descending from FL310 ....

- 115 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 105 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 70%.

- 25,000 FT .... reduce engine thrust to N2 idle.

- 20,000 FT .... reduce ROD to 1,500 FPM .... reduce engine thrust to N2 idle.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 220 KTS

- Base Legue = 220 KTS and reducing toward 200 KTS .... select FLAP 14 at 210 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 25 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 138 - 137 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- Commence landing flare at 50 FT .... +2* degree AI pitch attitude)

- Reduce engine thrust to idle at approximately 10 FT.

- Landing speed 132 - 127 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage reverse thrust.

- 80 KTS .... cancel reverse thrust .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"E-8C"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 225 KTS.

- Base Legue = 225 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 138 - 137 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 132 - 127 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage reverse thrust.

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"EC-18B"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 70% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 20,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 220 KTS.

- Base Legue = 220 KTS (clean) and reducing toward 200 KTS .... select FLAP 14 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 22 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 138 - 137 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and 0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 20FT.

- Landing speed 128 - 123 KTS.

- Manually deploy wing Spoilers immediately upon ground contact

- Apply Reverse thrust

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"EC-135C"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.

- Base Legue = 230 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 134 - 132 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 129 - 124 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage reverse thrust.

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"EC-137D AWACS"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 225 KTS.

- Base Legue = 225 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 139 - 138 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 133 - 128 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Reverse thrust .... "IS NOT AVAILABLE"

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"KC-135A SHIP ONE 1956" (Short Tail Prototype)

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 90% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.

- Base Legue = 230 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 130 - 129 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 125 - 120 KTS.

- Manually deploy wing Spoilers immediately upon ground contact

- Reverse thrust .... "IS NOT AVAILABLE"

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"KC-135A" (Short Tail Early Production)

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 90% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.

- Base Legue = 230 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 130 - 129 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 125 - 120 KTS.

- Manually deploy wing Spoilers immediately upon ground contact

- Reverse thrust .... "IS NOT AVAILABLE"

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"KC-135A"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 90% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.

- Base Legue = 230 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 130 - 129 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 125 - 120 KTS.

- Manually deploy wing Spoilers immediately upon ground contact

- Reverse thrust .... "IS NOT AVAILABLE"

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"KC-135D/E"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.

- Base Legue = 230 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 133 - 131 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 20 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 50FT.

- Landing speed 128 - 123 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage reverse thrust.

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"KC-135R" (Prototype)

Descending from FL310 ....

- 115 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 105 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 70%.

- 20,000 FT .... reduce ROD to 1,500 FPM .... reduce engine thrust to N2 idle.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 225 KTS.

- Base Legue = 225 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 130 - 129 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- Commence landing flare at 50 FT .... +2* degree AI pitch attitude)

- Reduce engine thrust to idle at approximately 10 FT.

- Landing speed 124 - 119 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Reverse thrust .... "IS NOT AVAILABLE"

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"KC-135R"

Descending from FL310 ....

- 115 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 105 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 70%.

- 20,000 FT .... reduce ROD to 1,500 FPM .... reduce engine thrust to N2 idle.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 225 KTS.

- Base Legue = 225 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 130 - 129 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- Commence landing flare at 50 FT .... +2* degree AI pitch attitude)

- Reduce engine thrust to idle at approximately 10 FT.

- Landing speed 124 - 119 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Reverse thrust .... "IS NOT AVAILABLE"

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"NKC-135-A/NKC-135A WL"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 90% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.

- Base Legue = 230 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 141 - 140 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 125 - 120 KTS.

- Manually deploy wing Spoilers immediately upon ground contact

- Reverse thrust .... "IS NOT AVAILABLE"

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"NKC-135E"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.

- Base Legue = 230 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 140 - 139 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 135 - 130 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage reverse thrust.

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"RC-135 CFM-56"

Descending from FL310 ....

- 115 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 105 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 70%.

- 20,000 FT .... reduce ROD to 1,500 FPM .... reduce engine thrust to N2 idle.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 220 KTS.

- Base Legue = 210 KTS and reducing toward 200 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 210 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 141 - 140 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- Commence landing flare at 50 FT .... +2* degree AI pitch attitude)

- Reduce engine thrust to idle at approximately 10 FT.

- Landing speed 135 - 131 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage reverse thrust.

- 80 KTS .... cancel reverse thrust .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"RC-135A J57"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 90% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... check N2 60%.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.

- Base Legue = 230 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 149 - 150 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 135 - 130 KTS.

- Manually deploy wing Spoilers immediately upon ground contact

- Reverse thrust .... "IS NOT AVAILABLE"

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

RC-135 JT3D"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.

- Base Legue = 230 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 151 - 150 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 146 - 141 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage Reverse thrust.

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"TC-18B"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 18,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 225 KTS.

- Base Legue = 225 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 138 - 137 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 132 - 127 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage reverse thrust.

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"TC-135 CFM-56"

Descending from FL310 ....

- 115 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 105 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 70.

- 20,000 FT .... reduce ROD to 1,500 FPM .... reduce engine thrust to N2 idle.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 220 KTS.

- Base Legue = 210 KTS and reducing toward 200 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 210 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 140 - 139 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- Commence landing flare at 50 FT .... +2* degree AI pitch attitude)

- Reduce engine thrust to idle at approximately 10 FT.

- Landing speed 135 - 130 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage reverse thrust.

- 80 KTS .... cancel reverse thrust .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"VC-137-A"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 90% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 65%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.

- Base Legue = 230 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 137 - 136 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 129 - 124 KTS.

- Manually deploy wing Spoilers immediately upon ground contact

- Reverse thrust

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"VC-137-B"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.

- Base Legue = 230 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 141 - 140 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 136 - 131 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage reverse thrust.

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"VC-137-C"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.

- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 220 KTS.

- Base Legue = 220 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 136 - 135 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 100 FT

- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)

- Reduce engine thrust to idle at approximately 10FT.

- Landing speed 130 - 125 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage reverse thrust.

- 80 KTS .... commence manual braking action toward a sensible taxiing speed.

=============================================================

"YE-8B" (B707-700)

Descending from FL310 ....

- 115 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.

- 105 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 70%.

- 25,000 FT .... reduce engine thrust to N2 idle.

- 20,000 FT .... reduce ROD to 1,500 FPM .... reduce engine thrust to N2 idle.

- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.

- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.

- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.

- Downwind legue = 250 KTS (clean) and reducing toward 225 KTS

- Base Legue = 225 KTS and reducing toward 200 KTS .... select FLAP 14 at 215 KTS.

- Yaw Damper = OFF".

- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 23 at 200 KTS.

- ILS/GS intercept at 180 KTS.

- GEAR DOWN = 180 KTS.

- FLAP 40 = 165 KTS.

- FLAP 50/FULL FLAPS = 155 KTS.

- APPROACH TO LANDING AIRSPEED (full flaps) = 137 - 136 KTS.

The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.

- Disengage AP at 500 FT

- Commence landing flare at 50 FT .... +2* degree AI pitch attitude)

- Reduce engine thrust to idle at approximately 20 FT.

- Landing speed 127 - 122 KTS.

- Manually deploy wing Spoilers immediately upon ground contact.

- Engage reverse thrust.

- 80 KTS .... cancel reverse thrust .... commence manual braking action toward a sensible taxiing speed.

Mark C
AKL/NZ

Last Edit: Sept 17, 2024 6:11:37 GMT by aerofoto - HJG Admin: updating

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C-135 (series) - Installation & Handling Notes Sept 15, 2024 6:15:38 GMT

Post by aerofoto - HJG Admin on Sept 15, 2024 6:15:38 GMT

"SECTION 1" and "SECTION 9" of this manual have now been updated to include references for the new "BETA version" B707-320C TANKER, EC-18B, KC-135A SHIP ONE 1956 (Short Tail Prototype), KC-135A (Short Tail Early Production), and KC-135R (Prototype) simulations offered as part of the following-linked September 12th 2024 "NEW FILE RRELEASES" ....

tonymadgehjg.proboards.com/thread/10614/files-releases-september-12th-2024?page=1&scrollTo=74382

Mark C
AKL/NZ