ENGINE START – LOW PRESSURE GROUND START

Engine Start Lever

  • Move the Engine Start Lever to START at approximately:
    • 707A: 16% N2 RPM
    • 707B/C: minimum 19% N2 RPM
  • Observe a rise in N1 after introducing fuel. enginestart

Starter Limitation

  • The starter must not cut out before 40% N2 RPM maximum.
  • If necessary, place the Engine Start Control Switch to OFF.
  • Keep one hand on the Engine Start Lever while observing:
    • RPM
    • EGT
    • Fuel Flow

Abnormal Start

Move the Engine Start Lever to CUTOFF if:

  • EGT rises excessively
  • engine fails to light within approximately 20 seconds
  • rapid EGT rise or abnormally high starting fuel flow indicates a possible hot start

After an unsuccessful start:

  • Keep the engine motoring for approximately 20 seconds with the Start Control Switch in GROUND START to clear excess fuel.
  • Observe starter limitations before another attempt.
  • After a second unsuccessful start, the drain tanks must be empty before another start attempt.

During Start – Monitor

  • Oil Pressure: Flight Engineer calls “OIL PRESSURE RISING”
  • DC Ammeter / Loadmeter: Check for a small fluctuation when the Start Lever is moved to START.
  • Maximum starting EGT:
    • 707B/C: 450°C
  • Engine Start Control Switch: OFF at starter cutout or approximately 34% N2 RPM, whichever occurs first.
  • Observe pneumatic manifold pressure after starter cutout; pressure should recover.
  • Low Oil Pressure Warning Light: check light out.
  • Oil Pressure: check.
  • Move the Engine Start Lever to IDLE when N2 reaches approximately:
    • 707B/C: 50%

Failure to Accelerate

If the engine does not accelerate to idle RPM within approximately 2 minutes:

  • Move the Engine Start Lever to CUTOFF.
  • Do not reopen the Start Lever simply to restart the engine while it is still rotating.

ENGINE CHECK AT IDLE – 707B/C

Typical idle indications:

  • EPR: approximately 1.06, depending on N2 idle RPM
  • N1: approximately 30–32%
  • EGT: approximately 250°C normal, 340°C maximum
  • N2: approximately 66–68%
  • Fuel Flow: approximately 500–600 kg/h
  • Oil Pressure: approximately 38 psi
  • Oil Temperature: depends on fuel temperature and outside temperature
  • Engine Fuel Filter Temperature: approximately 10°C higher than No. 1 main tank fuel temperature

If fuel filter temperature is much higher than No. 1 main tank temperature, check that the fuel heater is closed.

TAXIING

Runway Alignment & Wing Tip Clearance

  • Taxi on the centerline, using the inboard foot on the line when taxiing straight.
  • In turns, remember the swept wing tip moves inboard of the center of turn and may also move outward.
  • The pilot will normally sit outside the centerline during a turn and may need to overshoot the centerline slightly when entering it.
  • Use the largest practical turn radius.
  • Minimum-radius turns can cause high side loads on the main gear and unnecessary tire scrubbing.
  • When using landing lights for taxi, observe the 5-minute limitation; good visibility remains the priority. taxi

Thrust During Taxi

  • The airplane is normally taxied with all four engines operating at equal forward thrust.
  • Idle thrust is usually sufficient for normal taxi speeds.
  • Low thrust reduces the risk of ingesting foreign objects.
  • For short-radius turns, use the outboard engine as necessary to help maintain taxi speed, increase turn radius and reduce tire scrubbing.

Nose Wheel Steering

  • Grip the steering wheel firmly and apply a smooth, continuous input in the desired direction.
  • Avoid rough or abrupt steering inputs.
  • After completing a turn, return the steering wheel to center/arrows aligned before stopping.
  • Roll forward slightly to allow the nose and main wheels to center and reduce stress in the main gear.
  • Avoid maximum nose-wheel steering combined with high taxi speed to reduce heavy side loading on the main gear struts.

Brakes

  • Position the toes over the top of the brake pedals.
  • Apply a small fixed pedal displacement and allow time for brake response.
  • Increase pedal pressure only as required.
  • Smooth, gentle braking gives better speed control and smoother stops.
  • Avoid riding the brakes.
  • Brake use during turns is not recommended.

Backing Up With Reverse Thrust

  • Back the airplane only at very low speed.
  • Reverse thrust required depends on ramp slope.
  • Avoid high reverse thrust to reduce the risk of exhaust-gas ingestion.
  • Confirm the area behind the airplane is clear.
  • Do not apply brakes while moving backward, as this may cause the airplane to tip onto its tail.
  • To stop, return the reversers to the forward-thrust position.

Cold Weather

For cold-weather operation, follow the applicable aircraft procedures and limitations.

TAKEOFF BRIEFING

Before each takeoff, the briefing should cover:

  • seat adjustment
  • alertness for irregularities
  • callouts
  • rejected takeoff
  • departure procedure and EFP / engine failure procedure
  • anti-noise procedure
  • adverse weather conditions