Kieran

G'day guys

This is directed to the blokes who have flown or still fly the forever so great B727. I'm studying the aircrafts systems gaining a better understanding of this piece of pure muscle, and i'm wanting to know how often do you have failures on flights. If it be something small or quite large.

All infomation will be greatly appreciated!

Cheers guys

skydawg

In 15 years in 3 different seats, I've had a few. Mostly minor, a couple significant. Had one compressor stall just after "gear up" on takeoff from DEN. Put it in idle, came back and landed. Had one lose all but a quart of the oil. Had a hard time keeping temps in limits, but did until touchdown when it spit the last quart out, then began to seize until we shut it down. Most of the others were minor electrical problems(gen failures or wouldn't parallel), a couple hydraulic loses, and flap problems.

Not too bad really for 15 years on an airplane of that vintage. (of course it wasn't that old when I started on it )

Skydawg

Kieran

Thanks Skydawg, you've been so very helpfull, i wish u and everyone else a Merry Christmas!

And also, safe flying the 727

Ve764

I had a thrust reverser lite illuminate on T.O.,dumped fuel came back around safely landed. Also a flap retraction problem,that the Alternate flap system did not correct.All in all what a great bird to fly. You'll thoroughly enjoy flying her as we did. Have Fun!!!!

Kieran

Thanks VE764, she sounds like a fairly reliable bird.

Thanks for all your infomation guys!

mike734

All I remember from GS is, "Cover the essential buss!"

III Corps

The Seven-Two is one of the best *flying machines* you will ever get to handle. Honest, fast and simple to use IF you fly it by the book. Don't let it get slow with flaps 30/40 (if the 40 flap is not locked out) and if it does get slow, start shoving in power until you arrest the speed decay.

DON'T EVER pull back if you feel it sinking in the flare... just add LOTS of power.

The electrical system allows you to drill down and isolate the problem. Since all of them will have a bit of age on them, plan on leaving one throttle up a bit during descent to keep from losing the cabin or having it climb with throttles idle.

The Seven-Two will go down AND slow down, something not often available on the newer machines (737, 757, 767, A320 family, etc).

In a strong crosswind, plan on easing up the upwind engine to avoid compressor stalls for takeoff.

The -7 engines are wimpy. Not until you get the -9s do you get some decent takeoff performance. The -15s are excellent and if you are fortunate to get -17s, you have the most powerful of the JT8Ds. Plan on shutting down a few if you fly it long enough but with two still humming, it isn't a big deal. Just plan on a flaps 15 landing.

IF you want a quick roll rate, pull the boards half way up. That way you get max deflection and a very quick roll rate.

As I said, it is an honest good flying machine but NEVER EVER pull back in the flare when you feel it sinking unless you want to create the rubber jungle in the cabin.

org1

III Corps is right on. The Boeing got it right when they designed the 727. It's very reliable for it's age and seems to go leg after leg without the annoying little things that plague others such as the DC8. In a number of years flying it, it seems A system hydraulic problems are the most common thing requiring a substantial procedural changes.

III Corps

That and the APU but since it is not qualified for in-flight use, it just means an aircart to start and lots of heat on the ground in summer.

The initial flaps dribble out but once you get flaps 5 on the machine, the rest come out fairly quickly. Granted you have to be fairly slow for initial flaps (210 most often) and you can't use speedbrakes and flaps... as compared to the MD-80 where your slats come out right NOW and the initial flap extension speed is 280, as I remember.

You will also enjoy the 'cruise trim' which is half rate of the normal trip. We ran around at 0.86M (0.88M at times) routinely and the cruise trim helped with small trim changes.

I really enjoyed the Seven Two. We had quite a few and if you were operating in the "A" mode (not over 136,000ZFW or greater than 172,000) (odd how such stuff sticks in one's brain) you could rock and roll. We went into San Juan one afternoon with the speed'ometer over 400 indicated. Of course, you had to yell to be heard as the cockpit noise was incredibly high.

Hint: if you are going to fly the Seven Two and want to keep some of your hearing, wear earplugs or a very good headset when over 250kts.

Kieran

Great insight guys! I loved reading that III Corps, anyone else want to share their experiences in the ol 727?

Thanks once again III Corps