Question about the super 727
08-30-2006, 06:50 AM
#1
Gets Weekends Off
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Joined APC: Aug 2006
Posts: 210
Question about the super 727
Are there two different engines on the super 27?
I don't think this could be possible because I believe I read that the center, or No. 2 engines in aircraft with an S-duct intake such as the L-1011 needed to have those center engines rated at a higher thrust setting. Because if this is true than why would the super 27 keep the original No. 2 engine and refit the 1's and 3's. So is it possible?Does flying with 2 different engines violate any FAR?
I don't think this could be possible because I believe I read that the center, or No. 2 engines in aircraft with an S-duct intake such as the L-1011 needed to have those center engines rated at a higher thrust setting. Because if this is true than why would the super 27 keep the original No. 2 engine and refit the 1's and 3's. So is it possible?Does flying with 2 different engines violate any FAR?
08-31-2006, 07:15 PM
#2
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Joined APC: May 2006
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Originally Posted by GetErDun
Are there two different engines on the super 27?
I don't think this could be possible because I believe I read that the center, or No. 2 engines in aircraft with an S-duct intake such as the L-1011 needed to have those center engines rated at a higher thrust setting. Because if this is true than why would the super 27 keep the original No. 2 engine and refit the 1's and 3's. So is it possible?Does flying with 2 different engines violate any FAR?
I don't think this could be possible because I believe I read that the center, or No. 2 engines in aircraft with an S-duct intake such as the L-1011 needed to have those center engines rated at a higher thrust setting. Because if this is true than why would the super 27 keep the original No. 2 engine and refit the 1's and 3's. So is it possible?Does flying with 2 different engines violate any FAR?
NO on the issue of FAR.
For reasons to lengthy to explain here there is no FAR (rule) on engine configuration. The question or determing factor would be with type design and certification.
, I believe the super 27 is certified (STC -Supplemental Type Cert.) with the PWC JT 8 D-217 in the 1 and 3 positions.
If it does have another one in the center or some other dash no. engine...well... what do I know??
08-31-2006, 08:32 PM
#3
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In the case of 727s with the -217 engines, the -217s are fitted to the pods, #1 and #3, and the #2 engine is just a plane old -17. The thrust reversers on the -217s are completely different from the reversers on the other 727 engines, and would not fit in the tail.
Is that what you were looking for?
.
Is that what you were looking for?
.
09-02-2006, 01:45 AM
#5
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There were a couple of mods to the 727.
One put JT8D-217s on the pods and kept a -7 in the center engine. I believe another configuration was with -219s on the pods and a -15 in the center.
I had the chance to fly both a -100 and a -200 which were re-engined. It was like adding a 4th engine to the Mighty Tri-Motor. With that additional thrust, it was capable of pushing the airplane out the top of the altitude envelope.
As for mixing engines, the airline I flew for had airplanes with -7, -9 and -15 engines. You could use 1 mix.. ie, on an airplane with -9s, you could have 1 -7 engine... or on a -15 airplane you could have 1 -9 and we occasionally ran into this. But no -7 on a -15 airplane.
The -7 airplane was a real dog for altitude but the -15s would perform nicely. The -17 airplanes were real nice machines
FWIW, Boeing considered the -200 engines for the 727-300 which never made it off paper. When the 727-300 was rejected, Boeing went back to the drawing boards and came up with a new twin engine machine.. the 757.
And this doesn't count the 727s that were converted to the Tay engine.
One put JT8D-217s on the pods and kept a -7 in the center engine. I believe another configuration was with -219s on the pods and a -15 in the center.
I had the chance to fly both a -100 and a -200 which were re-engined. It was like adding a 4th engine to the Mighty Tri-Motor. With that additional thrust, it was capable of pushing the airplane out the top of the altitude envelope.
As for mixing engines, the airline I flew for had airplanes with -7, -9 and -15 engines. You could use 1 mix.. ie, on an airplane with -9s, you could have 1 -7 engine... or on a -15 airplane you could have 1 -9 and we occasionally ran into this. But no -7 on a -15 airplane.
The -7 airplane was a real dog for altitude but the -15s would perform nicely. The -17 airplanes were real nice machines
FWIW, Boeing considered the -200 engines for the 727-300 which never made it off paper. When the 727-300 was rejected, Boeing went back to the drawing boards and came up with a new twin engine machine.. the 757.
And this doesn't count the 727s that were converted to the Tay engine.
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