ComplexHiAv8r
Well-Known Member
CONGRATS!!!!:rawk:
Typed in the B-727
- Thread starter Bandit_Driver
- Start date
Orange Anchor
New Member
and that is supposed to pass as a comment on the ride? What did you do best, what did you think you needed to better at and what did you learn?
"Light" is not a term I would have used for the 727 feel but with a bit of rudder, it will dance quite well. The big thing is that it is honest, it will go fast, it will go slow, it will go down AND slow down and it is stable on final. Just be sure to wear ANR headsets or ear plugs over 250kts or kiss your hearing GOODBYE!
As for electrical, "Protect Essential!"
Fuel.. "Dump down to 3000 across the board...."
And as with almost all Boeings, get 210kts and you are home free. On final, 135-140kts will do nicely.
Congratulations.
You can totally say ass here!
Congrats man! I've only got about 40 minutes of 727 time and I wish I had the opportunity to fly it more.
ATC RET 2003
No More Vectors
I always heard that whatever amount of time you have in a 7-2, two-thirds of it is spent climbing.
You can totally say ass here!
Congrats man! I've only got about 40 minutes of 727 time and I wish I had the opportunity to fly it more.
How much FE time did you get in it?
That's cool that you got to do that, both being an FE (SO) as well as on the 727.
Orange Anchor
New Member
I always heard that whatever amount of time you have in a 7-2, two-thirds of it is spent climbing.
Didn't climb as well as the 737-300/400 or the MD-80 but most 3 engine machines don't climb as fast as 2 engine machines. Still, at 280kts climb it did okay. We had birds with -7 engines (dogs), -9 (okay) and -15s which were good. And you could mix a -7 in with -9s or as I remember 1 -9 in with -7s but not a an intermix with -15s. And when we began going to the west coast we had these rinky-dink LORANs that created great circles. about 6000 key strokes to get to the west coast. But the food was good, the layovers were enjoyable and the company was not an adversary. Times were good.
ATC RET 2003
No More Vectors
Ahhh... the routes of the Pacemakers. Those WERE good times.
Orange Anchor
New Member
We had a check airman on the 727 named Tony but most referred to him as Darth. He was hell on wheels. Anyway, we get the micky-mouse LORANs on the 727s and Tony is the kingpin doing the LORAN checkouts. Another famous Capt was out of ILM, Russell. Anyway, Tony is in the right seat and merrily punching away on the LORAN and Russell says, "you got it" and gets out of the seat and exits the cockpit. 10 minutes go by.. 15 and still no Russell. Tony has the F/O go see what Russell is doing. Russell is in 1st class, reading McPaper and having lunch. Russell explained that he didin't need the lesson, Tony had everything well in hand and there was no need for him to be in the cockpit. Russell got some counseling later. And it was not the first time.
Russell for the longest time wouldn't carry a flight kit. He was flying a route from ORF out to DEN and the next day back. Russell explained there was no real need for that big flt kit since, "...all you need to do is fly west until you see the Rockies and then east until you see the Atlantic."
Russell got time off occasionally but seemed to just take it as part of the job. Yes, those were VERY interesting and GOOD times.
In Sully's book, he notes that one Capt said, "We used to be hired for competence. Now it is compliance."
Needless to say, Russell didn't fit the CRM profile. He could fly and he could lead a crew although he was a true maverick. Competent? Yes. Compliant? I don't think so.
Bandit_Driver
Gold Member
Killbilly, it is a fun airplane and is a pilot's airplane. Very little automatiion so you end up hand flying a lot. The FE can make or break a crew on the plane too. I have a lot of respect for the guy sitting sideways, they have the hardest job in the aircraft when things go south.
It was one of the most demanding rides I have taken as well as the longest too at over 3 hours in the box.
The ride was very demanding and thorough. I did very good in the oral exam and obsiouly satisfied the FAA inspector during the ride. Everything went well but I personally would have liked to have done the two engine out approach better and my steep turns could have been a little tighter in one direction. Never having been an FE I always want to know more about the Panel.
If it is on speed and in trim it is relatively light on the controls. Now out of trim or in Manual Reversion it is a work out and a half. As freighters if we are heavy you can forget about going down and slowing down it just doesn't happen, even with the boards out. You are definatley right though, 210 or faster and you can do almost anything you want with a crippled plane. Get slower than that and things can get very interesting.
Congrats Brandit! I hope to see those birds flying more rather than blocking the entrance to our rampGood luck!
RD
You should, we have been flying like mad lately. You know cargo though, feast or famine.
I always heard that whatever amount of time you have in a 7-2, two-thirds of it is spent climbing.
Not true. It doesn't jump to altitude like the newer 737's and 767's but it isn't that bad either. At a heavy weight we are usually in the low thirtys in about 45 minutes. The key to climbing a 727 is airspeed. The heavier you are the faster you want to climb. If we are light our climb speed is around 280, heavy about 320. If you get it slow in the climb you are SOL as you will then have to nurse it to altitude and then trying to get it on the step is a pain.
Most of our doors are AEI and one is Hamilton. I personally prefer the AEI conversion. It appears to be a well thoughout STC as opposed to the Hamilton which is way over engineered and looks hideous IMO.