Misplaced Pages

#961038

69-430: The maximum ramp weight (MRW) (also known as the maximum taxi weight (MTW) ) is the maximum weight authorised for manoeuvring (taxiing or towing) an aircraft on the ground as limited by aircraft strength and airworthiness requirements. It includes the weight of taxi and run-up fuel for the engines and the auxiliary power unit (APU). It is greater than the maximum takeoff weight due to the fuel that will be burned during

138-466: A gas turbine APU, allowing it to operate at smaller airports, independent from ground facilities. The APU can be identified on many modern airliners by an exhaust pipe at the aircraft's tail. A typical gas-turbine APU for commercial transport aircraft comprises three main sections: The power section is the gas-generator portion of the engine and produces all the shaft power for the APU. In this section of

207-420: A "727-00" pattern. Aircraft were delivered for United Airlines as 727-22, for American Airlines as 727-23, and so on (not -122, -123, etc.) and these designations were retained even after the advent of the 727-200. Convertible passenger cargo version, additional freight door and strengthened floor and floor beams, three alternative fits: QC stands for Quick Change. This is similar to the convertible version with

276-410: A few large airlines. Faced with higher fuel costs, lower passenger volumes due to the post- 9/11 economic climate, increasing restrictions on airport noise, and the extra expenses of maintaining older planes and paying flight engineers ' salaries, most major airlines phased out their 727s; they were replaced by twin-engined aircraft , which are quieter and more fuel-efficient. Modern airliners also have

345-519: A few months, the concept was developed into the Boeing 7N7 design, which eventually became the Boeing 757 . Faw-727 This Boeing 727 was reportedly modified by Iraq in early 1988 to serve as an ELINT platform. It was used during the invasion of Kuwait and Operation Desert Shield. As of October 2024 , 9 Boeing 727s were in commercial service, operated by the following companies: In addition,

414-443: A former American Airlines 727-100 with a dining room, a bedroom, and shower facilities known as Trump Force One before upgrading to a larger Boeing 757 in 2009; Peter Nygård acquired a 727-100 for private use in 2005. American financier Jeffrey Epstein owned a private 727 nicknamed the "Lolita Express". The Gettys bought N311AG from Revlon in 1986, and Gordon Getty acquired the aircraft in 2001. As of March 2024 ,

483-638: A four-engine aircraft for its flights to high-altitude airports, especially its hub at Stapleton International Airport in Denver, Colorado . American Airlines, which was operating the four-engined Boeing 707 and Boeing 720 , requested a twin-engined aircraft for efficiency. Eastern Airlines wanted a third engine for its overwater flights to the Caribbean, since at that time twin-engine commercial flights were limited by regulations to routes with 60-minute maximum flying time to an airport (see ETOPS ). Eventually,

552-628: A fuel cell APU that eliminates nearly all emissions and uses diesel fuel more efficiently. In 2008, a DOE sponsored partnership between Delphi Electronics and Peterbilt demonstrated that a fuel cell could provide power to the electronics and air conditioning of a Peterbilt Model 386 under simulated "idling" conditions for ten hours. Delphi has said the 5 kW system for Class 8 trucks will be released in 2012, at an $ 8000–9000 price tag that would be competitive with other "midrange" two-cylinder diesel APUs, should they be able to meet those deadlines and cost estimates. Boeing 727 The Boeing 727

621-473: A hush kit for $ 8.6 million (but loses the thrust reverser) (2000): fuel consumption is reduced by 10-12%, range and restricted airfield performance are improved. A single 727-212 aircraft was operated by the USAF. A proposed 169-seat version was developed in consultation with United Airlines in 1972, which initially expressed an interest in ordering 50 aircraft. Also, interest was shown from Indian Airlines for

690-512: A hush kit) are banned from some Australian airports because they are too loud. In addition to domestic flights of medium range, the 727 was popular with international passenger airlines. The range of flights it could cover (and the additional safety added by the third engine) meant that the 727 proved efficient for short- to medium-range international flights in areas around the world. The 727 also proved popular with cargo and charter airlines. FedEx Express introduced 727s in 1978. The 727s were

759-516: A number of large American military aircraft were fitted with APUs. These were typically known as putt–putts , even in official training documents. The putt-putt on the B-29 Superfortress bomber was fitted in the unpressurised section at the rear of the aircraft. Various models of four-stroke, Flat-twin or V-twin engines were used. The 7 horsepower (5.2 kW) engine drove a P2 , DC generator, rated 28.5 Volts and 200 Amps (several of

SECTION 10

#1732802126962

828-474: A one-class version with 180 seats. The fuselage would have been lengthened by 18 feet (5.5 m) and the undercarriage strengthened. The three engines would have been replaced by two more powerful JT8D-217 engines under the T tail. Many cockpit components would have been in common with the 737-200 and improved engine management systems would have eliminated the need for the flight engineer . United did not proceed with its order and Indian Airlines instead ordered

897-542: A pioneering example of an auxiliary power unit for starting a jet engine. A hole in the extreme nose of the diverter contained a manual pull-handle which started the piston engine, which in turn rotated the compressor. Two spark plug access ports existed in the Jumo 004's intake diverter to service the Riedel unit's cylinders in situ, for maintenance purposes. Two small "premix" tanks for the Riedel's petrol/ oil fuel were fitted in

966-696: A prototype, it was later sold to United Airlines, which donated it to the Museum of Flight in Seattle in 1991. The jet was restored over 25 years by the museum and was ferried from Paine Field in Everett, Washington to Boeing Field in Seattle, where it was put on permanent display at the Aviation Pavilion. The Federal Aviation Administration granted the museum a special permit for the 15-minute flight. The museum's previous 727-223, tail number N874AA,

1035-427: A retractable tailskid that is designed to protect the aircraft in the event of an over- rotation on takeoff. The 727's fuselage has an outer diameter of 148 inches (3.8 m). This allows six-abreast seating (three per side) and a single aisle when 18-inch (46 cm) wide coach-class seats are installed. An unusual feature of the fuselage is the 10-inch (25 cm) difference between the lower lobe forward and aft of

1104-406: A roller-bearing floor for palletised galley and seating and/or cargo to allow much faster changeover time (30 minutes). QF stands for Quiet Freighter. A cargo conversion for United Parcel Service , these were re-engined with Stage 3 -compliant Rolls-Royce Tay turbofans. A stretched version of the 727-100, the -200 is 20 feet (6.1 m) longer (153 feet 2 inches;46.69 m) than

1173-404: A series of higher gross weights and more powerful engines were introduced along with other improvements, and from line number 881, 727-200s are dubbed -200 Advanced. The aircraft gross weight eventually increased from 169,000 to 209,500 pounds (76,700 to 95,000 kg) for the latest versions. The dorsal intake of the number-two engine was also redesigned to be round in shape, rather than oval as it

1242-626: A single class. Launched in 1965, the stretched 727-200 flew in July 1967 and entered service with Northeast Airlines that December. The 20 ft (6.1 m) longer variant typically carries 134 passengers in two classes over 2,550 nmi (4,720 km; 2,930 mi), or 155 in a single class. A freighter and a "Quick Change" convertible version were also offered. The 727 was used for domestic flights and on international flights within its range. Airport noise regulations have led to hush kit installations. Its last commercial passenger flight

1311-561: A smaller flight deck crew of two pilots, while the 727 required two pilots and a flight engineer. Delta Air Lines , the last major U.S. carrier to do so, retired its last 727 from scheduled service in April 2003. Northwest Airlines retired its last 727 from charter service in June 2003. Many airlines replaced their 727s with either the 737-800 or the Airbus A320 ; both are close in size to

1380-469: A windowless cabin. Fifteen of these aircraft were built, all for Federal Express. This was the last production variant of the 727 to be developed by Boeing; the last 727 aircraft completed by Boeing was a 727-200F Advanced. Certificated by Valsan Partners in December 1988 and marketed by Goodrich from 1997, the side engines are replaced by more efficient, quieter JT8D-217C/219, and the center engine gains

1449-542: Is an American narrow-body airliner that was developed and produced by Boeing Commercial Airplanes . After the heavier 707 quad-jet was introduced in 1958, Boeing addressed the demand for shorter flight lengths from smaller airports. On December 5, 1960, the 727 was launched with 40 orders each from United Airlines and Eastern Air Lines . The first 727-100 rolled out on November 27, 1962, first flew on February 9, 1963, and entered service with Eastern on February 1, 1964. The only trijet aircraft to be produced by Boeing,

SECTION 20

#1732802126962

1518-526: The APIC joint venture with Sundstrand in 1996. This could threaten the dominance of Honeywell and United Technologies . Honeywell has a 65% share of the mainliner APU market and is the sole supplier for the Airbus A350 , the Boeing 777 and all single-aisles : the Boeing 737 MAX , Airbus A220 (formerly Bombardier CSeries), Comac C919 , Irkut MC-21 and Airbus A320neo since Airbus eliminated

1587-676: The Douglas C-47 Skytrain transport aircraft carried a putt-putt under the cockpit floor. The first German jet engines built during the Second World War used a mechanical APU starting system designed by the German engineer Norbert Riedel . It consisted of a 10 horsepower (7.5 kW) two-stroke flat engine , which for the Junkers Jumo 004 design was hidden in the intake diverter, essentially functioning as

1656-677: The Rolls-Royce RB163 Spey used by the Trident. Boeing and de Havilland each sent engineers to the other company's locations to evaluate each other's designs, but Boeing eventually decided against the joint venture. De Havilland had wanted Boeing to license-build the D.H.121, while Boeing felt that the aircraft needed to be designed for the American market, with six-abreast seating and the ability to use runways as short as 4,500 feet (1,400 m). In 1960, Pratt & Whitney

1725-711: The number two engine location were prohibitive. Current regulations require that a 727, or any other Stage 2 noise jetliner in commercial service must be retrofitted with a hush kit to reduce engine noise to Stage 3 levels to continue to fly in U.S. airspace. These regulations have been in effect since December 31, 1999. One such hush kit is offered by FedEx , and has been purchased by over 60 customers. Aftermarket winglet kits, originally developed by Valsan Partners and later marketed by Quiet Wing Corp. have been installed on many 727s to reduce noise at lower speeds, as well as to reduce fuel consumption. In addition, Raisbeck Engineering developed packages to enable 727s to meet

1794-406: The -100 (133 feet 2 inches;40.59 m). A 10-ft (3-m) fuselage section ("plug") was added in front of the wings and another 10-ft fuselage section was added behind them. The wing span and height remain the same on both the -100 and -200 (108 and 34 feet (33 and 10 m), respectively). The original 727-200 had the same maximum gross weight as the 727-100; however, as the aircraft evolved,

1863-445: The 40-degree flap setting could result in a higher-than-desired sink rate or a stall on final approach. These carriers' Pilots' Operation Handbooks disallowed using more than 30° of flaps on the 727, even going so far as installing plates on the flap lever slot to prevent selection of more than 30° of flaps. The 727 is one of the noisiest commercial jetliners, categorized as Stage 2 by the U.S. Noise Control Act of 1972, which mandated

1932-465: The 727 has seen sporadic government use, having flown for the Belgian , Yugoslav , Mexican , New Zealand , and Panama air forces, along with a small group of government agencies that have used it. A number of 727s have been outfitted for use as private aircraft, especially since the early 1990s, when major airlines began to eliminate older 727-100 models from their fleet. Donald Trump traveled in

2001-469: The 727 is powered by three Pratt & Whitney JT8D low-bypass turbofans below a T-tail , one on each side of the rear fuselage and a center one fed through an S-duct below the tail. It shares its six-abreast upper fuselage cross-section and cockpit with the 707 that was also later used on the 737 . The 133-foot-long (41 m) 727-100 typically carries 106 passengers in two classes over 2,250 nautical miles [nmi] (4,170 km; 2,590 mi), or 129 in

2070-487: The 727-200 Advanced, a total of 935 were delivered, after which it had to give way to a new generation of aircraft. A freighter version of the 727-200 Advanced became available in 1981, designated the Series 200F Advanced. Powered by Pratt & Whitney JT8D -17A engines, it featured a strengthened fuselage structure, an 11 ft 2 in (3.40 m) by 7 ft 2 in (2.18 m) forward main deck freight door, and

2139-411: The 727-200 was introduced in 1970. It featured powerful engines, fuel capacity and MTOW (185,800–210,000 lb or 84.3–95.3 t) increased the range from 1,930 to 2,550 nmi (3,570 to 4,720 km; 2,220 to 2,930 mi) or by 32%. After the first delivery in mid-1972, Boeing eventually raised production to more than a hundred per year to meet demand by the late 1970s. Of the passenger model of

Maximum ramp weight - Misplaced Pages Continue

2208-435: The 727-200. As of July 2013 , a total of 109 Boeing 727s were in commercial service with 34 airlines; three years later, the total had fallen to 64 airframes in service with 26 airlines. On March 2, 2016, the first 727 produced (N7001U), which first flew on February 9, 1963, made a flight to a museum after extensive restoration. The 727-100 had carried about three million passengers during its years of service. Originally

2277-567: The APU delivers only electricity to the aircraft. The absence of a pneumatic system simplifies the design, but high demand for electricity requires heavier generators. Onboard solid oxide fuel cell ( SOFC ) APUs are being researched. The market of Auxiliary power units is dominated by Honeywell , followed by Pratt & Whitney , Motorsich and other manufacturers such as PBS Velká Bíteš , Safran Power Units , Aerosila and Klimov . Local manufacturers include Bet Shemesh Engines and Hanwha Aerospace . The 2018 market share varied according to

2346-551: The APUs provided hydraulic power for gimballing of the Shuttle's three engines and control of their large valves, and for movement of the control surfaces . During landing, they moved the control surfaces, lowered the wheels, and powered the brakes and nose-wheel steering. Landing could be accomplished with only one APU working. In the early years of the Shuttle there were problems with APU reliability, with malfunctions on three of

2415-579: The Boeing 707 and Douglas DC-8 , as well as aging propeller airliners such as the DC-4 , DC-6 , DC-7 , and the Lockheed Constellations on short- and medium-haul routes. For over a decade, more 727s were built per year than any other jet airliner; in 1984, production ended with 1,832 built and 1,831 delivered, the highest total for any jet airliner until the 737 surpassed it in the early 1990s. The airliner's middle engine (engine 2) at

2484-638: The British Coastal class blimps , one of several types of airship operated by the Royal Navy , carried a 1.75 horsepower (1.30 kW) ABC auxiliary engine. These powered a generator for the craft's radio transmitter and, in an emergency, could power an auxiliary air blower. One of the first military fixed-wing aircraft to use an APU was the British, World War 1, Supermarine Nighthawk , an anti-Zeppelin night fighter . During World War II ,

2553-649: The JT8D, as it was about 1,000 lb (450 kg) heavier than the RB163, though slightly more powerful; the RB163 was also further along in development than the JT8D. Boeing reluctantly agreed to offer the JT8D as an option on the 727, and it later became the sole powerplant. With high-lift devices on its wing, the 727 could use shorter runways than most earlier jets (e.g. the 4800-ft runway at Key West International Airport ). Later 727 models were stretched to carry more passengers and replaced earlier jet airliners such as

2622-838: The P&;WC APS3200 option. P&WC claims the remaining 35% with the Airbus A380 , Boeing 787 and Boeing 747-8 . It should take at least a decade for the Boeing/Safran JV to reach $ 100 million in service revenue. The 2017 market for production was worth $ 800 million (88% civil and 12% military), while the MRO market was worth $ 2.4 billion, spread equally between civil and military. The Space Shuttle APUs provided hydraulic pressure. The Space Shuttle had three redundant APUs, powered by hydrazine fuel. They were only powered up for ascent, re-entry , and landing. During ascent,

2691-512: The Stage 3 noise requirements. These packages managed to get light- and medium-weight 727s to meet Stage 3 with simple changes to the flap and slat schedules. For heavier-weight 727s, exhaust mixers must be added to meet Stage 3. American Airlines ordered and took delivery of 52 Raisbeck 727 Stage 3 systems. Other customers included TWA, Pan Am, Air Algérie, TAME, and many smaller airlines. Since September 1, 2010, 727 jetliners (including those with

2760-564: The aft stair could be opened in flight, the Central Intelligence Agency used them to drop agents and supplies behind enemy lines in Vietnam . In early 1988, The Iraqi Air Force modified a Boeing 727 by fitting it with Thomson-CSF TMV-018 Syrel pods for ESM and Raphael-TH pods with side looking radar . Known as 'Faw-727', it was reportedly used as an ELINT platform in the invasion of Kuwait in 1990 (during which it

2829-435: The aircraft, though some APUs extract bleed air from the power section compressor. There are two actuated devices to help control the flow of air: the inlet guide vanes that regulate airflow to the load compressor and the surge control valve that maintains stable or surge-free operation of the turbo machine. The gearbox transfers power from the main shaft of the engine to an oil-cooled generator for electrical power. Within

Maximum ramp weight - Misplaced Pages Continue

2898-401: The airstair could not be lowered in flight. The design included an auxiliary power unit (APU), which allowed electrical and air-conditioning systems to run independently of a ground-based power supply, and without having to start one of the main engines. An unusual design feature is that the APU is mounted in a hole in the keel beam web, in the main landing gear bay. The 727 is equipped with

2967-467: The annular intake. The engine was considered an extreme short stroke (bore / stroke: 70 mm / 35 mm = 2:1) design so it could fit within the intake diverter of jet engines like the Jumo 004. For reduction it had an integrated planetary gear . It was produced by Victoria in Nuremberg and served as a mechanical APU-style starter for all three German jet engine designs to have made it to at least

3036-419: The application platforms: On June 4, 2018, Boeing and Safran announced their 50–50 partnership to design, build and service APUs after regulatory and antitrust clearance in the second half of 2018. Boeing produced several hundred T50 / T60 small turboshafts and their derivatives in the early 1960s. Safran produces helicopters and business jets APUs but stopped the large APUs since Labinal exited

3105-516: The backbone of its fleet until the 2000s; FedEx began replacing them with Boeing 757s in 2007. Many cargo airlines worldwide employ the 727 as a workhorse, since, as it is being phased out of U.S. domestic service because of noise regulations, it becomes available to overseas users in areas where such noise regulations have not yet been instituted. Charter airlines Sun Country , Champion Air , and Ryan International Airlines all started with 727 aircraft. The 727 had some military uses as well. Since

3174-415: The engine, air and fuel are mixed, compressed and ignited to create hot and expanding gases. This gas is highly energetic and is used to spin the turbine, which in turn powers other sections of the engine, such as auxiliary gearboxes, pumps, electrical generators, and in the case of a turbo fan engine, the main fan. The load compressor is generally a shaft-mounted compressor that provides pneumatic power for

3243-673: The first nine Shuttle missions. APUs are fitted to some tanks to provide electrical power without the high fuel consumption and large infrared signature of the main engine. As early as World War II, the American M4 Sherman had a small, piston-engine powered APU for charging the tank's batteries, a feature the Soviet-produced T-34 tank did not have. A refrigerated or frozen food semi trailer or train car may be equipped with an independent APU and fuel tank to maintain low temperatures while in transit, without

3312-453: The gearbox, power is also transferred to engine accessories such as the fuel control unit, the lubrication module, and cooling fan. There is also a starter motor connected through the gear train to perform the starting function of the APU. Some APU designs use a combination starter/generator for APU starting and electrical power generation to reduce complexity. On the Boeing 787 , an aircraft which has greater reliance on its electrical systems,

3381-467: The gradual introduction of quieter Stage 3 aircraft. The 727's JT8D jet engines use older low-bypass turbofan technology, whereas Stage 3 aircraft use the more efficient and quieter high-bypass turbofan design. When the Stage 3 requirement was being proposed, Boeing engineers analyzed the possibility of incorporating quieter engines on the 727. They determined that the JT8D-200 engine could be used on

3450-513: The initial -100 (originally only two figures as in -30), which was launched in 1960 and entered service in February 1964, and the -200 series, which was launched in 1965 and entered service in December 1967. The first 727-100 (N7001U) flew on February 9, 1963. FAA type approval was awarded on December 24 of that year, with initial delivery to United Airlines on October 29, 1963, to allow pilot training to commence. The first 727 passenger service

3519-451: The inner wing and extendable leading edge slats out to the wingtip) and trailing-edge lift enhancement equipment (triple-slotted, Fowler flaps ) could be used on the entire wing. Together, these high-lift devices produced a maximum wing lift coefficient of 3.0 (based on the flap-retracted wing area). The 727 was stable at very low speeds compared to other early jets, but some domestic carriers learned after review of various accidents that

SECTION 50

#1732802126962

3588-405: The larger Airbus A300 , so the project was cancelled in 1976. A concept with a 155-foot (47 m) fuselage and two high-bypass turbofan engines under the wings (but retaining the T tail) was proposed in 1977. More compact systems, a redesign of the internal space, and removing the need for the flight engineer would have increased the capacity to 189 seats in a two-class configuration. After only

3657-535: The need for an external transport-supplied power source. On some older diesel engined-equipment, a small gasoline engine (often called a "pony engine") was used instead of an electric motor to start the main engine. The exhaust path of the pony engine was typically arranged so as to warm the intake manifold of the diesel, to ease starting in colder weather. These were primarily used on large pieces of construction equipment. In recent years, truck and fuel cell manufacturers have teamed up to create, test and demonstrate

3726-573: The prototype stage before May 1945 – the Junkers Jumo 004 , the BMW 003 (which uniquely appears to use an electric starter for the Riedel APU), and the prototypes (19 built) of the more advanced Heinkel HeS 011 engine, which mounted it just above the intake passage in the Heinkel-crafted sheetmetal of the engine nacelle nose. The Boeing 727 in 1963 was the first jetliner to feature

3795-530: The risk of foreign object damage . A military version, the Boeing C-22, was operated as a medium-range transport aircraft by the Air National Guard and National Guard Bureau to airlift personnel. A total of three C-22Bs were in use, all assigned to the 201st Airlift Squadron , District of Columbia Air National Guard . At the start of the 21st century, the 727 remained in service with

3864-604: The same P2 generators, driven by the main engines , were the B-29's DC power source in flight). The putt-putt provided power for starting the main engines and was used after take-off to a height of 10,000 feet (3,000 m). The putt-putt was restarted when the B-29 was descending to land. Some models of the B-24 Liberator had a putt–putt fitted at the front of the aircraft, inside the nose-wheel compartment. Some models of

3933-400: The taxi and run-up operations. The difference between the maximum taxi/ramp weight and the maximum take-off weight ( maximum taxi fuel allowance ) depends on the size of the aircraft, the number of engines, APU operation, and engines/APU fuel consumption, and is typically assumed for 10 to 15 minutes allowance of taxi and run-up operations. Auxiliary power unit During World War I ,

4002-482: The three airlines agreed on a trijet design for the new aircraft. In 1959, Lord Douglas , chairman of British European Airways (BEA), suggested that Boeing and de Havilland Aircraft Company (later Hawker Siddeley ) work together on their trijet designs, the 727 and D.H.121 Trident , respectively. The two designs had a similar layout, the 727 being slightly larger. At that time Boeing intended to use three Allison AR963 turbofan engines, license-built versions of

4071-458: The two side-mounted pylons. The JT8D-200 engines are much quieter than the original JT8D-1 through -17 variant engines that power the 727, as well as more fuel efficient due to the higher bypass ratio, but the structural changes to fit the larger-diameter engine (49.2 inches (125 cm) fan diameter in the JT8D-200 compared to 39.9 inches (101 cm) in the JT8D-1 through -17) into the fuselage at

4140-471: The very rear of the fuselage gets air from an inlet ahead of the vertical fin through an S-shaped duct . This S-duct proved to be troublesome in that flow distortion in the duct induced a surge in the centerline engine on the take-off of the first flight of the 727-100. This was fixed by the addition of several large vortex generators in the inside of the first bend of the duct. The 727 was designed for smaller airports, so independence from ground facilities

4209-402: The wing as the higher fuselage height of the center section was simply retained towards the rear. Nosewheel brakes were available as an option to reduce braking distance on landing, which provided reduction in braking distances of up to 150 m (490 ft). The 727 proved to be such a reliable and versatile airliner that it came to form the core of many startup airlines' fleets. The 727

SECTION 60

#1732802126962

4278-526: Was an important requirement. This led to one of the 727's most distinctive features: the built-in airstair that opens from the rear underbelly of the fuselage, which initially could be opened in flight. Hijacker D. B. Cooper used this hatch when he parachuted from the back of a 727, as it was flying over the Pacific Northwest . Boeing subsequently modified the design with the Cooper vane so that

4347-588: Was briefly locked on by a Kuwaiti Mirage F1 on August 2) and the subsequent Iraqi monitoring of Coalition forces during Desert Shield . The 727 has proven to be popular where the airline serves airports with gravel, or otherwise lightly improved, runways. The Canadian airline First Air , for example, previously used a 727-100C to serve the communities of Resolute Bay and Arctic Bay in Nunavut, whose Resolute Bay Airport and former Nanisivik Airport both have gravel runways. The high-mounted engines greatly reduce

4416-714: Was donated to the National Airline History Museum in Kansas City and was planned to be flown to its new home once FAA ferry approval was granted. After a series of financial problems with the restoration, N874AA was seized by Boeing Field for nonpayment of storage fees in 2021 and subsequently broken up and scrapped. Iran Aseman Airlines , the last passenger airline operator, made the worldwide last scheduled 727 passenger flight on January 13, 2019 between Zahedan and Tehran . Data from: Boeing Aircraft since 1916 The two series of 727 are

4485-482: Was flown by Eastern Air Lines on February 1, 1964, between Miami, Washington, DC, and Philadelphia. A total of 571 Boeing 727-00/100 series aircraft were delivered (407 -100s, 53 -100Cs, and 111 -100QCs), the last in October 1972. One 727-100 was retained by Boeing, bringing total production to 572. The -100 designation was assigned retroactively to distinguish the original short-body version. Actual aircraft followed

4554-586: Was in January 2019. It was succeeded by the 757 and larger variants of the 737. There have been 353 incidents involving the Boeing 727. Production ended in September 1984 with 1,832 having been built. The Boeing 727 design was a compromise among United Airlines , American Airlines , and Eastern Air Lines ; each of the three had developed requirements for a jet airliner to serve smaller cities with shorter runways and fewer passengers. United Airlines requested

4623-477: Was looking for a customer for its new JT8D turbofan design study, based on its J52 (JT8A) turbojet, while United and Eastern were interested in a Pratt & Whitney alternative to the RB163 Spey. Once Pratt & Whitney agreed to go ahead with development of the JT8D, Eddie Rickenbacker , chairman of the board of Eastern, told Boeing that the airline preferred the JT8D for its 727s. Boeing had not offered

4692-405: Was on the -100 series. The first 727-200 flew on July 27, 1967, and received FAA certification on November 30, 1967. The first delivery was made on December 14, 1967, to Northeast Airlines . A total of 310 727-200s were delivered before the -200 was replaced on the production line by the 727-200 Advanced in 1972. A convertible passenger cargo version; only one was built. The Advanced version of

4761-442: Was successful with airlines worldwide partly because it could use smaller runways while still flying medium-range routes. This allowed airlines to carry passengers from cities with large populations, but smaller airports to worldwide tourist destinations. One of the features that gave the 727 its ability to land on shorter runways was its clean wing design. With no wing-mounted engines, leading-edge devices (Krueger, or hinged, flaps on

#961038