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Performance Appendix
The information provided in this document is to be used during simulated flight only
and is not intended to be used in real life. Attention VA's - you may post this file on your site for
download. Please do not post this information as a web page on your site. To all others: This
information is provided for your personal use only. Distribution of this information in any form
is not permitted without my approval. Distribution of this information in any payware product, CD
or otherwise is not permitted.
Engines
Stabilized Idle Values:
• N1 = 28%
• N2 = 59%
Hydraulically operated inboard and outboard spoilers on the upper surface of each wing augment
the ailerons in providing roll control.
Spoilers may also be extended symmetrically to act as speedbrakes. The speedbrake handle can
extend spoilers up to 60° at 200 kt. Above 200 kt, spoilers will blow down proportional to airspeed,
giving only about a 10° extension at 360 kt. Whenever the control wheel is turned, spoilers will
move up or down a maximum of 40° from the speedbrake setting
The inboard and outboard trailing edge flaps are double-slotted.
FLAP POSITION
300B X X• X X X
300B-ADV X X• X X X
300C
2
Limitations
JT3D-3B old or improved cowls. JT3D-7 improved cowls only.
Gross Weight
Reduce the maximum taxi weight and maximum structural landing weight by 3000 lbs whenever –3B
and –7 engines are intermixed asymmetrically.
Temperature
Takeoff and landing ambient temperature limits are: -54°C (-65°F) to ISA + 34°C (ISA + 61°F).
Maximum fuel tank temperature is 40.6°C (105°F).
EGT Limits.
-3B -7
Performance
Performance limitations are unchanged except for an increase in Vmc. This increase results from
the slightly greater thrust of the –7 engine at –3B EPR settings. Vmc corrections are:
300B B-ADV/300C
6 kt 1 kt Vmcg
Takeoff
Use the same normal –3B EPR settings for both –3B and –7 engines. This, for example, means using
old cowl EPR on the –7 engine if the other –3B engines have old cowls. The N1 RPM of the –7 engine
at –3B EPR does not correspond to the –3B N1 charts and therefore may not be used to set thrust.
Inflight
To maintain good engine acceleration characteristics during approach and landing, maintain 40% N1
minimum on –7 engines. Do not simultaneously use the T/C and engine anti-ice after lowering final
flaps.
MIXED COWL
Cowl Comparison
The standard cowls are as follows:
• Improved cowl takeoff EPRs limited by pressure altitude are higher than old cowl EPRs.
• Improved cowl rated EPRs limited by pressure altitude are higher than old cowl EPRs; except
when temperature is limiting, both cowls have the same rated EPRs.
Takeoff Speeds
a) Correct shaded area (minimum control speeds) V1, Vr and V2 on Takeoff Speeds table in
Performance section by adding the following:
• 300B +2kt
4
To find maximum TOGW with mixed cowl:
• Max TOGW climb limited – reduce by 2800 lbs per old cowl.
• Max TOGW tire limited – reduce by 1000 lbs per old cowl.
Normally, maximum TOGW is the smallest of the above. Other factors such as obstacles, noise,
airport restrictions, etc are noted in Route Manuals (not shown) if limiting.
• 211,500 lbs, above 9300 feet pressure altitude, three old cowls installed.
• 214,500 lbs, above 9800 feet pressure altitude, two old cowls installed.