Check this link here. This is for a Virtual Airline but it has a takeoff procedure in it.Here is part of the section.Again I do not know how accurate the info is. http://www.vpiaheritage.com/707procedures.pdf
Standard Takeoff Procedures
Standard takeoff procedures include the following:
• The captain will use nosewheel steering to 80 knots.
• The first officer will hold the nosewheel on the runway and keep the wings level to 80 knots.
• The pilot not making the takeoff will call out “Airspeed, 80 knots, V1, Vr, V2
, Positive climb,
and 800 feet.”
• The engineer will automatically switch to an operating generator if essential power is lost.
• The pilot making the takeoff will advance the throttles to about 0.10 below the target
takeoff EPR value. The engineer will trim the engines to takeoff thrust and monitor the
power throughout the takeoff regime. Once set, the captain will position his hand on the
throttles until V1.
• The captain will make any decision to discontinue the takeoff and will execute the RTO
• The captain will remove his hand from the throttles at V1.
Takeoff performance calculations presume the use of all available runway. Good judgment
dictates that a minimum amount of runway be used in positioning for takeoff, especially when
TOGW is runway-limited.
Applying Takeoff Thrust
On all airplanes, set the chart rolling-takeoff EPR values, with appropriate turbocompressor
corrections, on the EPR gauges. When aligned with the runway:
• Advance throttles smoothly.
• Pause until all engines have accelerated and are stabilized at 60% to 65% N1.
• If using brakes, ease them off.
• Smoothly advance the throttles to about 0.10 below target takeoff EPR-bug value. Call for
• Between 40 and 80 knots, adjust the thrust to bug value. Do not readjust EPR after 80 knots
except to stay within EGT or N1-N1 limits. During the takeoff roll, the ERP may drop as
much as 0.03 by Vr. Do not adjust or recover for this drop since engine over-boost will
occur. Also, be alert for N1 over-speed on hot weather takeoffs.
This technique of applying thrust permits even heating and expansion of the engines, reduces peak
temperatures and avoids controllability problems associated with asymmetric engine acceleration.
Takeoffs made from a static condition may be made as required. Set static takeoff EPR before
releasing the brakes. Ease the brakes off. All other procedures remain the same. 5
Advancing the number 3 throttle to the takeoff setting will cause an intermittent horn to sound for
any of the following reasons:
• Speedbrake lever out of the zero detent.
• Stabilizer index out of the green band.
• Flaps not in a takeoff position.