Boeing B.727-100, B.727-200, B.727-200ADV

[The AvgasDinosaur]

Learned contributors,
Which version of any of the above was the best to fly from a Pilots point of view ? Handling, Performance, Vices any relevant comments very much appreciated.
Thanks for your time and trouble.
Be lucky
David

[rog747]

The -100 series could operate into very small airports such as Key West, and Wardair from 1966 operated theirs almost daily every summer on Transatlantic flights from Canada to the UK via usually a Greenland or Iceland stop. Pax capacity was 117Y, although 130+ in a -100 series was possible, and with the 2 extra rear Type 1 door exits that Dan Air fitted to 5 of their ex JAL fleet in 1973 that enabled 150+ pax. They were the only airline to retrofit 727-100's like this.
In the 1960's the 727-100 was also operated by a few USA charter carriers on Transatlantic ops - World AW, TIA, and AFA.

Early on in the history of 727 operations there were some accidents on approach/final where pilots handling the new type did not address the sink rate correctly (training was altered afterwards) and that allowed the aircraft to descend below the glide path and hit the ground too early.
The first generation of jet airliners 707 and DC-8 CV880/CV990A were to revolutionise air travel with their speed and comfort when they entered service, But their takeoff and landing speeds limited them to large airports with long runways, and with four thirsty jet engines their operating costs and efficiency were soon far from ideal.

The Boeing 727 inaugurated the second generation of American jet transports. Powered by three turbofan engines, it offered the potential for cost-effective jet service to a much wider range of cities with smaller airports that could only handle propeller aircraft up to that time. To achieve this, the 727 relied on an advanced wing design incorporating a sophisticated triple-slotted flap system with Kruger LE flaps and slats which effectively increased the wing area by 25 per cent for landings, allowing much lower landing speeds as well as the high cruising speeds the public expected with jet travel.
First flown in 1963, the 727 was ordered by the major U.S. airlines and began scheduled airline service in early 1964. It quickly became popular with air travellers by bringing jet service to many more cities, with the airlines for its economy and efficiency, and with pilots for its good performance and handling qualities.
Then a series of fatal accidents changed all that...
On August 16, 1965 United Air Lines Flight 389 plunged into Lake Michigan killing 30 on board while descending for landing at O’Hare. On November 8, 1965, American Airlines Flight 383, crashed during its approach to Greater Cincinnati airport, killing 62 of 66 passengers and crew on board. Three days later, United Air Lines Flight 227 crashed on landing at Salt Lake City International Airport, killing 43 of 91 aboard. And on February 4, 1966, an All Nippon Airways 727 crashed into the sea on approach to Haneda Airport at Tokyo killing 133.
The reaction was swift and dramatic. Travel agencies requested the airlines to cancel 727 bookings. Some major corporations ordered their employees to avoid 727 flights. Congressional claims erupted that the design was unsafe, and demands followed that all 727's should be grounded. In response, the Civil Aeronautics Board (the CAB, which was responsible for investigating air accidents and making safety recommendations at that time) undertook a review of the 727’s airworthiness, aerodynamics and flight characteristics. It also requested the National Aeronautics and Space Administration to review the 727 design data. And the Federal Aviation Agency (FAA) convened a meeting of 727 operators to review their operating procedures and training.
The result of these reviews was a conclusion that the 727 was airworthy and properly certificated. However, the CAB found that pilots were making un-stabilised, high descent rate approaches more often in 727's than in any other jet—a practice that was facilitated by the 727’s sophisticated flap system, which allowed excessive sink rates to develop if approaches were not carefully monitored.
While these reviews were in progress the CAB issued its report on the Cincinnati accident. It found the probable cause to be failure of the crew to properly monitor the altimeters during a visual approach in deteriorating weather conditions. The flight data recorder showed a high airspeed and a decent rate of more than 2,000 feet per minute in the final stages of the approach, far in excess of the permitted maximum. Similarly, the CAB found that the probable cause of the Salt Lake City crash was the captain’s failure to take timely action to arrest an excessive rate of descent during the landing approach. The Haneda ANA crash was not fully determined due to the FDR data was lost.
In response, the FAA required the airlines to make changes to their training procedures and their flight manuals to stress the importance of stabilised approaches.
The landing accidents ended.
The 727 went on to compile an admirable operational and safety record, and remained in production until superseded by the Boeing 757 in 1983
The first 727 produced was flown to the Museum of Flight in Seattle and put on display in March, 2016.


The 727-200ADV with JT8D-17R engines was extremely popular and powerful.

[ATNotts]

On August 16, 1965 United Air Lines Flight 389 plunged into Lake Michigan killing 30 on board while descending for landing at O’Hare. On November 8, 1965, American Airlines Flight 383, crashed during its approach to Greater Cincinnati airport, killing 62 of 66 passengers and crew on board. Three days later, United Air Lines Flight 227 crashed on landing at Salt Lake City International Airport, killing 43 of 91 aboard. And on February 4, 1966, an All Nippon Airways 727 crashed into the sea on approach to Haneda Airport at Tokyo killing 133.

How times change. Compare and contrast the reaction to the two fatal crashes of 737MAX. Clearly regulators were must more blase about fatalities back then and were quite happy to see the type carry on in service whilst the causes and new procedures were resolved. Today, two fatal accidents and the 737MAX is out of service for what looks likely to be 6 months plus. I prefer today's attitudes to those of 50 years ago!

[rog747]

Indeed, and the fact that the ANA Haneda 727 crash in 1966 with 133 killed was the highest number killed in a jet crash up to date
In 1971 an ANA 727 collided with a fighter and 162 were killed.

Around that time (early-mid 60's) the 707 and 720B by then had half a dozen very bad crashes (non-USA) with well over 100 killed in each - AF x 3 (+ lost 2 more within a couple of years)
PIA Varig BOAC and Air India

[TCU]

"Loud & Clear" by Robert J Serling provides a superb narrative of the accidents and subsequent investigations noted above by rog747 (the book also covers the Electra)

Although the 727 was fully exonerated, training reforms associated with handling the jet during the approach phase were introduced by all operating airlines

Another great 727 source is the DP Davies interviews which can be found elsewhere on this forum and in particular his insistence on the installation of stick pushers on the Dan Air 727's thanks to his vast experience with the deep stall problems which surrounded the early T-tail jets

[Pistonprop]

I flew in one of those 150+ seat DAN 727s. They were the first flying sardine cans! :)

[El Bunto]

Although the 727 was fully exonerated, training reforms associated with handling the jet during the approach phase were introduced by all operating airlines


Not 'fully'. Boeing had used aluminium fuel pipes in the 727-100 to minimise weight, and for simplicity had routed them through the base of the ventral fairing. This made them very vulnerable to damage and splitting in a crash or wheels-up landing, with resulting fire spreading from the centre fuselage. The high proportion of fatalities in the on-land crashes were mainly attributed to such inescapable fires.

The fuel system was redesigned and an AD was issued for retrofit.