Interesting Video. Thank you for posting. The 707/720 is an aircraft that is near and dear to my heart. I was a flight engineer (F/E) on the type for longer than I care to remember. If you’ll permit, I can expand upon the start procedures. I don’t intend this as critic of your wonderful explanations but merely an embellishment. I know that your viewers are probably interested in knowing how the airplane was actually operated. On the F/E electrical panel - prior to start - the only lights that should be illuminated are the top row (the Bus Tie Breakers - BTBs). These remain open until the first engine is started (usually No. 2 - the start sequence that you described is correct). The second and third row of lights (Generator breakers - GBs and Generator Controls should normally be closed (no lights). After engine No. 2 is at idle and stable, the No. 2 BTB is closed. This puts the No. 2 generator on the Sync Bus. When this is done the ground power or APU power source will trip off-line. Once the No. 1 engine is stable and at idle the F/E will adjust the No. 1 generator frequency using the frequency control knobs. There are two amber lights (lower RHS of F/E panel that should then be slowly blinking (on/off). When the lights are extinguished, the F/E closes the No. 1 BTB to bring the No. 1 generator onto the sync bus. This is referred to as generator paralleling. The 707/720 electrical system incorporated an AUTO PARALLELING feature which automatically ensures that generators are paralleled only when the frequencies are sufficiently close. This slow-blinking routine was used by the F/E since he would need to do this if he had to MANUALLY PARALLEL generators after an electrical fault. This procedure is repeated for the remaining starboard-side engines. I know this sounds complicated and the sim programer(s) probably did not include this detail in the model. The “Bleed Air” selector referred to on the electrical panel about half-way up should be the ESSENTIAL POWER SELECTOR. This connects the essential power to a given generator. For normal operations the preferred selection is the No. 3 generator. THe normal. 707/720 start procedure is as follows: After clearance is received from the ramp, the F/E reaches up, opens the START SWITCH guard and holds the switch forward which opens the respective engine start valve and the N2 spool starts to rotate. At 15% N2 the co-pilot reaches down and raises the respective START LEVER (below the and aft of the throttles) to the START detent. This opens the fuel valve in the mechanical fuel control (MFC) and fuel is ignited in the combustion chamber of the engine. Fuel flow will be seen on the fuel flow gauge, EXHAUST GAS TEMPERATURE (EGT) will rise (“light off”). At 35% N2 the F/E releases the start switch and the engine should slowly accelerate to the idle N2 speed (56-58% N2). At idle the co-pilot places the start lever in the idle detent where it remains until shutdown, To shut down an engine the start lever is placed in the cut-off position, The F/E is concerned with oil pressure rising and the highest EGT seen on start. Abnormal EGT or oil pressure would result in an aborted start. This process is repeated for the remaining engines. The engines are turned initially by air provided by and air-start cart (“huffer”) or an APU (if installed). The minimum start pressure is 25 PSI. Prior to start the EPR gauges should read 1.0. EPR is the engine pressure ratio between the exhaust total pressure (PT7) over the inlet total pressure (PT2). Since the engine is not generating thrust PT7 = PT2, PT7/PT2 = 1.0. Maximum allowable EPR depends on a number of factors but is generally not more than 2.0. There was no tank-to-tank fuel transfer capability on the 707/720 except that the reserve tank fuel could be transferred to the respective 1 and 4 wing tanks. The F/E continually balanced fuel and maintained the correct CG by using the fuel manifold valves and the boost pump switches. Again thanks for posting and I hope you and your viewers appreciate the added technical background.
Wonderful read, many thanks for sharing that! Your explanation just perfectly captures what makes these older jets so fulfilling to work with. The human gets to be intimately involved with each step, which makes the complicated procedure so satisfying to complete. Again, thank for you for sharing.
It is a shame. I'm fortunate to have grabbed it when I did. Someone pointed out that it might not be for sale because he can't commit to updates to maintain it's compatibility with ongoing Xplane updates.
Unfortunately it is not available. The developer stopped servicing it for updates and it became unusable, the store dropped the product. Even ours is unflyable.
If it is any consolation, the FlyJSim 727 is a better payware with very similar vintage and operation. It's my favorite classic for Xplane at the moment.
@@FlightBrothersFT I've already thought of buying it, but its 40 dollars more which is quite a lot for me :p. Anyways, I think im gonna buy it soon. Thanks for this tip!
Ive seen a lot of back and forth about the plane and the creator. No explanation for why it went Poof. Ive decided, Eminent Domain laws should take over here.
Waleed Tamim I assume you mean procedures. We base them on what we have access to. We are not 707 pilots, nor do we have access to an FCOM. Our apologies for any inaccuracies. Please share with us and the community below! We would love to see them.
Interesting Video. Thank you for posting. The 707/720 is an aircraft that is near and dear to my heart. I was a flight engineer (F/E) on the type for longer than I care to remember. If you’ll permit, I can expand upon the start procedures. I don’t intend this as critic of your wonderful explanations but merely an embellishment. I know that your viewers are probably interested in knowing how the airplane was actually operated.
On the F/E electrical panel - prior to start - the only lights that should be illuminated are the top row (the Bus Tie Breakers - BTBs). These remain open until the first engine is started (usually No. 2 - the start sequence that you described is correct). The second and third row of lights (Generator breakers - GBs and Generator Controls should normally be closed (no lights). After engine No. 2 is at idle and stable, the No. 2 BTB is closed. This puts the No. 2 generator on the Sync Bus. When this is done the ground power or APU power source will trip off-line. Once the No. 1 engine is stable and at idle the F/E will adjust the No. 1 generator frequency using the frequency control knobs. There are two amber lights (lower RHS of F/E panel that should then be slowly blinking (on/off). When the lights are extinguished, the F/E closes the No. 1 BTB to bring the No. 1 generator onto the sync bus. This is referred to as generator paralleling. The 707/720 electrical system incorporated an AUTO PARALLELING feature which automatically ensures that generators are paralleled only when the frequencies are sufficiently close. This slow-blinking routine was used by the F/E since he would need to do this if he had to MANUALLY PARALLEL generators after an electrical fault. This procedure is repeated for the remaining starboard-side engines. I know this sounds complicated and the sim programer(s) probably did not include this detail in the model.
The “Bleed Air” selector referred to on the electrical panel about half-way up should be the ESSENTIAL POWER SELECTOR. This connects the essential power to a given generator. For normal operations the preferred selection is the No. 3 generator.
THe normal. 707/720 start procedure is as follows: After clearance is received from the ramp, the F/E reaches up, opens the START SWITCH guard and holds the switch forward which opens the respective engine start valve and the N2 spool starts to rotate. At 15% N2 the co-pilot reaches down and raises the respective START LEVER (below the and aft of the throttles) to the START detent. This opens the fuel valve in the mechanical fuel control (MFC) and fuel is ignited in the combustion chamber of the engine. Fuel flow will be seen on the fuel flow gauge, EXHAUST GAS TEMPERATURE (EGT) will rise (“light off”). At 35% N2 the F/E releases the start switch and the engine should slowly accelerate to the idle N2 speed (56-58% N2). At idle the co-pilot places the start lever in the idle detent where it remains until shutdown, To shut down an engine the start lever is placed in the cut-off position, The F/E is concerned with oil pressure rising and the highest EGT seen on start. Abnormal EGT or oil pressure would result in an aborted start. This process is repeated for the remaining engines. The engines are turned initially by air provided by and air-start cart (“huffer”) or an APU (if installed). The minimum start pressure is 25 PSI.
Prior to start the EPR gauges should read 1.0. EPR is the engine pressure ratio between the exhaust total pressure (PT7) over the inlet total pressure (PT2). Since the engine is not generating thrust PT7 = PT2, PT7/PT2 = 1.0. Maximum allowable EPR depends on a number of factors but is generally not more than 2.0.
There was no tank-to-tank fuel transfer capability on the 707/720 except that the reserve tank fuel could be transferred to the respective 1 and 4 wing tanks. The F/E continually balanced fuel and maintained the correct CG by using the fuel manifold valves and the boost pump switches.
Again thanks for posting and I hope you and your viewers appreciate the added technical background.
Wonderful read, many thanks for sharing that! Your explanation just perfectly captures what makes these older jets so fulfilling to work with. The human gets to be intimately involved with each step, which makes the complicated procedure so satisfying to complete. Again, thank for you for sharing.
@@FlightBrothersFT Thank you.
I use to maintain the Pratt JT4D-7 which involved ground running 707's many years ago. Love watching your video, brought back memories...
Awesome, thanks for sharing the memories!
Just what I needed! Thank you very much for the amazing tutorial! Subscribed! ;)
Glad you enjoyed it! Comments and video requests are always welcome. Hit the bell for notification, we drop videos weekly.
5:10 just switch your avionics next to the battery to on :)
Tried once but it didn't work. Know anything else?
So many switches button and dials it scares me lol
Thanks for the tutorial im going to do a JFK-LHR tomorrow :)
Awesome, what aircraft are you using?
707 by wilson :)
Wonderful! You are very lucky to have gotten it when it was available.
Yes :D
Flight Brothers FT it still is available but you can’t get it the legit way. You can still get it if you pirate it
Love the video, love the plane, love Xplane. HATE that I cant get this plane. FML
It is a shame. I'm fortunate to have grabbed it when I did. Someone pointed out that it might not be for sale because he can't commit to updates to maintain it's compatibility with ongoing Xplane updates.
@@FlightBrothersFT hopefully everything is ok with the author, and maybe one day it will return.
@@scottskinner577 no apparently he is dead.
@@a.nelprober4971 well may he RIP. Hopefully we can find a way to honor his awesome contribution to the Sim community.
Very nice video and aircraft. Using vnav and lnav in this one is a sin. Too bad dont have IAS.
It is a fun piece of history. Have you tried the FlyJSim 727? Even better.
Where can i get the 707 it says that the product is not availible
Unfortunately it is not available. The developer stopped servicing it for updates and it became unusable, the store dropped the product. Even ours is unflyable.
I can`t find this plane...does somebody know where i can get it from?
It is no longer available ☹️
@@FlightBrothersFT this is so sad, i guess the only way to get it would be an illegal one and i dont want to do that... :((
If it is any consolation, the FlyJSim 727 is a better payware with very similar vintage and operation. It's my favorite classic for Xplane at the moment.
@@FlightBrothersFT I've already thought of buying it, but its 40 dollars more which is quite a lot for me :p. Anyways, I think im gonna buy it soon. Thanks for this tip!
Ive seen a lot of back and forth about the plane and the creator. No explanation for why it went Poof. Ive decided, Eminent Domain laws should take over here.
You have soundpack for this.
No, the sounds on the video came with the purchased aircraft.
Where can I buy this aircraft for XP11?
Mr. Ros - Gamer BR unfortunately the aircraft, to our knowledge, is no longer available. It is the Michael Wilson 707.
@@FlightBrothersFT so sad for that... Thanks.
Xplane is missing a decent realistic 707. Is it no longer available?
Correct. The Wilson 707 stopped being updated sometime ago and is no longer compatible.
But it’s not out yet...
It was released a long time ago. Sadly it is unavailable in the xplane store. The reason is unclear.
@@dbashaev thank you for this
ur blessed
@@dbashaev God bless you! Thank you very much! You are the best!
Someone who was illegally sharing files for the aircraft. We deleted the comment out of common respect for intellectual property laws.
@@FlightBrothersFT Bruh it is literally not buyable
all ur produces are not correct
Waleed Tamim I assume you mean procedures. We base them on what we have access to. We are not 707 pilots, nor do we have access to an FCOM. Our apologies for any inaccuracies. Please share with us and the community below! We would love to see them.