B-727 with afterburners?
After talking with the Capt we came to the figure of around 12000ftGuest
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Tower,
I don't know about Afterburners, but FedEx has the last 727's off the Boeing line. I think 13 of them were converted by Valsan with 2 JT8D-217's (same as MD-88 I believe) and a single -17 in the number two position. They go upstairs like a raped ape. From personal experience.
Prez
I don't know about Afterburners, but FedEx has the last 727's off the Boeing line. I think 13 of them were converted by Valsan with 2 JT8D-217's (same as MD-88 I believe) and a single -17 in the number two position. They go upstairs like a raped ape. From personal experience.
Prez
Guest
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Hi TowerDog,
Yes, I was with Kuwait Airways for 3 years flying the B727-269-17R, they were great acft, and were the very latest of their type at the time. (1992-5) In addition to the engine automatic reserve boost during t/o should you lose an engine prior to setting climb thrust, (Which gave an extra 1500lbs thrust, at SL), they also had Ltn-92s, which were great at the time, PDCS performance computer, auto spoilers,(which were not the norm for the 72). I had the experience of going over to Syria to instruct the local FEs on the updated acft, they had only very old 72s, so it was just a conversion, I found that I had to convert the 3 Check and Training FEs, since most of the others did not understand my Oz tongue to well!!
They were sold to Syria in 1994 for US$1.00,
each, because Syria helped the Kuwaitis during the Gulf war.
Had a great time there, bit hot though!!!
The ATIS at KWI never advertised more than +49 deg in summer, regardless, because that was the max for the 72 t/o!!! - back then!
Cheers.
Yes, I was with Kuwait Airways for 3 years flying the B727-269-17R, they were great acft, and were the very latest of their type at the time. (1992-5) In addition to the engine automatic reserve boost during t/o should you lose an engine prior to setting climb thrust, (Which gave an extra 1500lbs thrust, at SL), they also had Ltn-92s, which were great at the time, PDCS performance computer, auto spoilers,(which were not the norm for the 72). I had the experience of going over to Syria to instruct the local FEs on the updated acft, they had only very old 72s, so it was just a conversion, I found that I had to convert the 3 Check and Training FEs, since most of the others did not understand my Oz tongue to well!!
They were sold to Syria in 1994 for US$1.00,
each, because Syria helped the Kuwaitis during the Gulf war.
Had a great time there, bit hot though!!!
The ATIS at KWI never advertised more than +49 deg in summer, regardless, because that was the max for the 72 t/o!!! - back then!
Cheers.
Guest
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Jonno:
Hi mate and thanks for good reply. So the "afterburners" were really thrust boost then,
not extra fuel being pumped into tailpipe as in real afterburners?
Been wondering about that...
Perhaps I met ya over there? I served my dues from 1992 to 1994, F/O on 747 fleet.
Then escaped to the US for a real job as it turned out KIA had no plans of upgrading F/Os
and we were just warm bodies in the right seat. Also pretty dull place Kuwait City. Happines was smugling a bottle in, then we had a party, otherwiselots of sand or shopping or just watching the leaves on the trees.
No exit visa to go to LHR or DBX on days off.
Strange place.
Prez:
Roger on the ape issue.
Yes, I'm with you, definetly no teeth, them things can bite pretty hard, and uh....ouch.
Fed-Ex been good to ya? How many years?
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Men, this is no drill...
Hi mate and thanks for good reply. So the "afterburners" were really thrust boost then,
not extra fuel being pumped into tailpipe as in real afterburners?
Been wondering about that...
Perhaps I met ya over there? I served my dues from 1992 to 1994, F/O on 747 fleet.
Then escaped to the US for a real job as it turned out KIA had no plans of upgrading F/Os
and we were just warm bodies in the right seat. Also pretty dull place Kuwait City. Happines was smugling a bottle in, then we had a party, otherwiselots of sand or shopping or just watching the leaves on the trees.
No exit visa to go to LHR or DBX on days off.
Strange place.
Prez:
Roger on the ape issue.
Yes, I'm with you, definetly no teeth, them things can bite pretty hard, and uh....ouch.
Fed-Ex been good to ya? How many years?
------------------
Men, this is no drill...
Guest
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Assume Prez is Prezbear?
Anyway, as another FedEx type, the 727 with the -217 engines really goes. I understand it's the same motor they use on the MD-80, but don't know for sure. It adds a fair amount of thrust and is nice and quiet. Lots of fun to fly.
Anyway, as another FedEx type, the 727 with the -217 engines really goes. I understand it's the same motor they use on the MD-80, but don't know for sure. It adds a fair amount of thrust and is nice and quiet. Lots of fun to fly.
Guest
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Jonno:
Well, I left KWI in January 94.
Did not fly with you on the B-747 since ya came back later in the year.
Perhaps we met before ya left for Syria.
I lived in Hawali before moving to Fintas.
Don't remember the green machine..
I was the tall handsome guy with a handlebar moustache.
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Men, this is no drill...
Well, I left KWI in January 94.
Did not fly with you on the B-747 since ya came back later in the year.
Perhaps we met before ya left for Syria.
I lived in Hawali before moving to Fintas.
Don't remember the green machine..
I was the tall handsome guy with a handlebar moustache.
------------------
Men, this is no drill...
Guest
Posts: n/a
UPS flies -100's with Rolls Royce Tays in all 3 positions. They re-engined their entire -100 fleet (49) to meet stage 3 requirements. The Tays put out 15,000 lbs each which is equivalent to -17'JT8D's. they also burn 25% less gas. Down low the Tays are great, but they run out of air by FL220, overall, a real nice mod.
Guest
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Gaunty,
The Tays on the UPS 727's are rated at 15,700 lbs of thrust, the max weight of our 72's are 169,500 lbs. The higher bypass ratio of the Tays give us great economy and power, but as we climb into the mid twenties they really gasp for air, and the climb rate suffers. The good news is most of our flights are less than 1.5 hours so we don't need to climb that high anyway. Compare the weights of a 727 and a GV and you'll realize the difference in performance.
The Tays on the UPS 727's are rated at 15,700 lbs of thrust, the max weight of our 72's are 169,500 lbs. The higher bypass ratio of the Tays give us great economy and power, but as we climb into the mid twenties they really gasp for air, and the climb rate suffers. The good news is most of our flights are less than 1.5 hours so we don't need to climb that high anyway. Compare the weights of a 727 and a GV and you'll realize the difference in performance.
