B-727 rate of descent
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Still fly her today... Normal descent rate from TOD to FL100 (M.080 to 300IAS transition) about 2500 fpm, depending on gross weight, no speed brakes. From FL100 down, about 1700 fpm, 250IAS. Burn form TOD to touch down is around 750 kgs.
We climb out on MCT, not Max Clim EPR, gives us about 95% N1, takes at MTOW to FL310 about 28 minutes and a burn of 3200 Kgs. The -100 is my favorite, she fly's like a sports-car drives.
We climb out on MCT, not Max Clim EPR, gives us about 95% N1, takes at MTOW to FL310 about 28 minutes and a burn of 3200 Kgs. The -100 is my favorite, she fly's like a sports-car drives.
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She was a beauty. I was lucky to fly all 3 seats for AA. First jet I upgraded to Captain on at AA. Have about 8,000 hrs in the girl. 7,900 of which were in the climb.
The 727 could come down as fast as you wanted it to. If you were ever too high in her, you had really muffed something up. The old saying from the great Captains I flew with was "If you can see the Runway over the nose, you can make it".
At one time AA was the largest operator owner of 727's in the world.
We had the
727-100
727-200
727-200A
727-200B
About 175 total
Enjoyed them all and very sad to see them go. They were truly in a class all by themselves. Went from Captain on the 727 to Captain on the 757/767. Haven't seen one in a while.
To those of you that are still lucky enough to fly this great bird, please enjoy every minute of it. I know I always will.
Bob
The 727 could come down as fast as you wanted it to. If you were ever too high in her, you had really muffed something up. The old saying from the great Captains I flew with was "If you can see the Runway over the nose, you can make it".
At one time AA was the largest operator owner of 727's in the world.
We had the
727-100
727-200
727-200A
727-200B
About 175 total
Enjoyed them all and very sad to see them go. They were truly in a class all by themselves. Went from Captain on the 727 to Captain on the 757/767. Haven't seen one in a while.
To those of you that are still lucky enough to fly this great bird, please enjoy every minute of it. I know I always will.
Bob
I'm guessing the winglet mod came too late to the party. By the time they were offered all the airline operators were getting rid of them.
I, at the panel, whistled past Cohasset, intercepting the 33L final at KBOS at about 320 KIAS, yes, a bit over the speed limit, made the runway easily. Captain was a guy named Bakeberg, don't know what happened to him after EAL went under.
GF
I, at the panel, whistled past Cohasset, intercepting the 33L final at KBOS at about 320 KIAS, yes, a bit over the speed limit, made the runway easily. Captain was a guy named Bakeberg, don't know what happened to him after EAL went under.
GF
I'd say about half the Corp./VIP planes have winglets. Most of the remaining freighters don't. It was cheaper to do the FedEx hush kit and all management sees is $$$$. Plus they weight more and that comes right out of the payload on those days when the plane is maxed out.
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We flew one of the last, no... the last passenger -100 in captivity. It's lineage started with AA. It was one of the last ones off the assembly line. What was really unique about N1910 was that it was fitted with the aft zone temperature system which was found on the -200
. The cabin temp throughout the cabin was fantastic.
The -100 is one of those airplanes that you have to work at making a bad landing in. Amazing... v2 in the mid 120s... 340kts in the climb to .80... cruise at .87 descend on the barber pole to 10,000 then approach speed... somewhere in mid 120s... amazing. Now why can't Boeing develope another jet that do what the 727 did
Flew cargo -200s with -219s on the sides. Ferry flights were a hoot! 115,000 lb takeoff weight with 59,000 lbs of combined thrust? Move over 757
.
. The cabin temp throughout the cabin was fantastic.The -100 is one of those airplanes that you have to work at making a bad landing in. Amazing... v2 in the mid 120s... 340kts in the climb to .80... cruise at .87 descend on the barber pole to 10,000 then approach speed... somewhere in mid 120s... amazing. Now why can't Boeing develope another jet that do what the 727 did
Flew cargo -200s with -219s on the sides. Ferry flights were a hoot! 115,000 lb takeoff weight with 59,000 lbs of combined thrust? Move over 757
.
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Once upon a time was flying FL 350 at 0.84M or 0.85M (Postal run) towards DFW, and Ft. Worth or Memphis Center cleared us for descent to FL 280 or 260, oh, and can you maintain .84 in the descent?
Capt. answered "No Problem"
Center said "I wish they still made those things!"
Capt. answered "No Problem"
Center said "I wish they still made those things!"
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Okay I'll bite. What's a B727 200, 200A & 200B? A far as I know there was the -200 and then the -200 Advanced, so I'm guessing the versions you have cited were an American thing?
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I learned to hate 737s while I was flying 727s, mainly because they were so slow. We had a regular run from the LA Basin to PHX once a week normally on Thursday's afternoon. PHX was also a normal RON couple with a late morning departure on Friday, if we didn't break down, which happened often. Not the 727's fault, we just had horrible lowest bidder maintenance.
Anyway, we'd blast out of the LA area, either from LAX, LGB or the old Los Alamitos Navy Base and head to PHX. As we were burning Government fuel and ready to party, as soon as we left 10,000 we'd climb at 350 kts IAS and then at what ever final altitude we received we'd ride the barber pole.
For about ten minutes, then inevitably Center would ask, in a high pitched voice, "Say Mach." We would reply .86 or higher, I was always tempted to respond, "What does the flight plan call for?", but I didn't. Then center would again inevitably say, "Slow to .78, you're following a 737 and overtaking them by over 80 knots." Every once in a while we'd get a sharp controller that would let us drop down to FL 250 and let us go as fast as we wanted. Now that was fun.
It was also fun to pass 737s at cruise while climbing at 2,000 feet per minute when we had a fairly light load.
Like I said earlier, I really miss flying the 727. But, I have to admit, on descent riding the barber pole it was real noisy in the cockpit.
But if you really want noise, put the gear down at 270 kts IAS, then lower the nose and speed up to 320 kts IAS, now we're talking noise.
Anyway, we'd blast out of the LA area, either from LAX, LGB or the old Los Alamitos Navy Base and head to PHX. As we were burning Government fuel and ready to party, as soon as we left 10,000 we'd climb at 350 kts IAS and then at what ever final altitude we received we'd ride the barber pole.
For about ten minutes, then inevitably Center would ask, in a high pitched voice, "Say Mach." We would reply .86 or higher, I was always tempted to respond, "What does the flight plan call for?", but I didn't. Then center would again inevitably say, "Slow to .78, you're following a 737 and overtaking them by over 80 knots." Every once in a while we'd get a sharp controller that would let us drop down to FL 250 and let us go as fast as we wanted. Now that was fun.
It was also fun to pass 737s at cruise while climbing at 2,000 feet per minute when we had a fairly light load.
Like I said earlier, I really miss flying the 727. But, I have to admit, on descent riding the barber pole it was real noisy in the cockpit.
But if you really want noise, put the gear down at 270 kts IAS, then lower the nose and speed up to 320 kts IAS, now we're talking noise.
