727s rate of climb
 

I used to love flying (as a passenger) in 727s back in the 80s. From what I recall the rate of climb on T/O wasn't all that steep. However a friend of mine in my weekly poker game, a retired UAL captain, claimed that the 727s had one of the best rate of climbs and that it was very powerful. Is that true?

Which type as the best rate of climb? I've always thought that the 757 was a beast and had the best thrust to weight ratio of most airline type planes. But that's just based on casual observation.

Thanks,
James

A 727 with JATO maybe, I'm pretty sure nothing without an ejection seat will out climb a 757. The 72 came with all different thrust engines, some would, at gross, never get any taller than 280. The 100 series had no trouble with 390.

I flew the -200s with dash 15 and 17 motors. While it didn't climb like the Lears I was used to at the time it wasn't horrible either. That is until it was summer, out of Midway, then you just hoped for the best. Cleaned up she did ok, with initial climb rates of 2500+ fpm at heavy weights. FL350 was about all you could hope for at gross, and we had a few with 194k lb takeoff weights.

The 757 was a dream to fly and climbed like a homesick angel, especially after 5 years on the L1011 which was also a fantastic bird but not known for outstanding climbs at high gross weights. It was an honor to have flown her!

I remember talking to some guys who said their company (can't remember which) limited their pitch angle on departure for passenger comfort and they would just clean up early on speed.

Seeing the far end of the runway, up close and personal, at a high rate of speed on a hot summer day in Denver in a fully loaded Tri-Motor with -7's is a unique experience. Nowhere in that experience would I use the word "powerful".

I've left IAH in a grossed out 178k airplane with -9s and still been climbing in Arkansas. And I've ridden in the cockpit of a light Valsan plane and been looking for something to hold on to. Best I can say is it was "stately" in the high twenties and the thirties. But hey, we were doing .82-.85 in the climb.

Why so slow?:D

How could you hear yourself think at .85 (for an extend period).
We once took the ole gal to barber pole at 330, I believe it was .88 and it was deafening.


I spent a one-third of my career in climb in the 72.

I lol'd at this. I will never forget departing out of Denver, in a 727, on hot August afternoon back in the 80s, #@$^$ bricks wondering if the plane would ever get above the tree tops.

Comes down to a lot of factors. But mostly it depends on the motors installed (and, not to be too obvious, how much power you're using). The -17s at 198k GTOW will get you to 310 in anywhere from 140 to 240 miles down range. At 170 GTOW it drops dramatically to about 100-130. If you're in a Super 27 you might as well star your level off at V2, the thing is a beastly airplane with the 217s/219s, and quite efficient if put on the right mission.

Now speaking of coming up on the end of the runway at high speed, my usual flights have one particular stop where (on the -17 motored planes) we must do a Flaps 30*, Max Thrust/Packs Off takeoff. GTOW is 198.0, Runway Limit is 198.3 and Climb is 198.0. For comparison the same thing in the Super 27 can be done at Flaps 20* and reduced power, and you'll still be way under any limits.