Building and programming a highly accurate simulator is an enormous undertaking and requires countless hours of research. My goal is to make the 707 simulator fly as closely as possible to the original aircraft — by the book. Power settings, pitch attitudes, performance and overall aircraft behavior should reflect the real 707 as accurately as possible.
There are still many former 707 pilots among us, and their experience and memories are incredibly valuable. However, for a simulator, pilot knowledge alone often does not provide the level of technical detail required to accurately reproduce the aircraft’s original flight characteristics.
On this page, I will collect and document interesting information related to flying the 707. This may include performance tables, photographs, technical data, procedures, or simply useful notes and observations.
This is a continuously growing collection and will be updated whenever I find relevant information.

Last updated: 3 October 2026 — new graphics

CONTROL COLOUMN FORCES

 

TRIM

• • Trim Actuator: 6 revolutions / sec
  • Trim Servo Mach trim mode : 2 revolutions / sec
  • Trim Servo Autopilot mode. : Normal : 0,6 revolutions / sec. During turns (turn knob) or flaps DWN : 2 revolutions / sec
  • Trim capability is high since 1° of stabilizer has the same effect as 2,3° of elevator

 

RUDDER ANGLE

 

HYDRAULIC RESERVOIR CHANGES

 

RUDDER PEDAL FORCES

INDICATED ALTITUDE VS AIRSPEED

 

ENGINE SPOOL UP

 

AIRCRAFT ACCELERATION and DECCELERATION

• Nominally it takes 2 minutes to decelerate from 300 to 200 knots and 3 minutes from VNO to 200 knots in level flight, with no speedbrakes raised and thrust at idle.

PITCH AND POWER VALUES

• Turned out to be pretty difficult to find but eventually a good table showed up. 

 

 

 

 

 

 

 

 

 

 

 

 

ENGINE OIL VS FUEL TEMPERATURE

 

From Air France “TECHNIQUE DE PILOTAGE” Boeing 707. Some notes:

Rotation on takeoff
The time required for rotation (raising the nose until liftoff) varies depending on weight and the number of engines:
At 120 tonnes with 4 engines: approx. 5.8 seconds
At 120 tonnes with 3 engines: approx. 6.6 seconds

A 1° change in pitch at 500 knots results in an acceleration of 0.3 knots/second and a rate of climb of 850 ft/min.
Passenger comfort limits: The maximum vertical acceleration for passenger comfort is 0.2 g. At 500 knots, this corresponds to a maximum attitude change of 0.4°/second.

Level flight at 140 tonnes and 190 knots
At 140 tonnes and 190 knots (clean configuration, level flight), the document indicates a pitch angle of approximately 9° and an angle of incidence of 9°.
If the nose is lowered by 1° (to an 8° pitch attitude), the aircraft enters a descent corresponding to 1° and accelerates at approximately 0.3 knots per second.
If the pitch attitude remains at 8°, the aircraft stabilizes at 200 knots (with the angle of incidence then at 8°), with a rate of climb equivalent to 0.5° and a further acceleration of 0.15 knots per second.
The final stabilization occurs at approximately 210 knots, with an angle of incidence of 7.4° and a rate of climb equivalent to 0.6°