Typed in the B-727

Bandit_Driver said:
Sounds like fun....I think every airline has at least one SOB...
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On the 727, we had the "Killer Bs", four guys with last names that began with B and they were absolute terrors.

We had some really interesting guys also. One I never flew with but was really supposed to be a nice guy had a NAME. Emil Kutilek.. sounds like something out of Starwars.

And then there was George. Ask George any questions and the returning roar would be, "WELL.. WHAT DOES THE ((*&DAMNED BOOK SAY??"
And George hated controllers. If you were flying on the same day as George and in the same sectors, just plan on getting payback for something George said or did. Nice guy otherwise and IF you could fly the airplane he was not difficult to get along with. Do something NOT in the POH or something stupid and it was like the end of the world arriving.
 
Bandit_Driver said:
All our birds have a mod for Stage III. The majority fleet only uses Flaps 25 with the two odd balls using 30 or 28.

I wish we had some Super 72's as it would be nice to have the -217's or 200's on the pods. However, we are fourtnate that the smallest engine we have are -9A's. I have heard the war stories of guys flying the -7Bs out of Vegas and what a PITA those planes where.

Wow, a YS-11, that looks like it is an interesting plane to fly. There are a few of them sitting down in Laredo, TX.
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What was different about the Super 727 verses other models? And, when you guys say -7B's, -9A's, -217, -15's, and -17's what're you guys talking about, engines?

:confused:
 
Maximillian_Jenius said:
What was different about the Super 727 verses other models? And, when you guys say -7B's, -9A's, -217, -15's, and -17's what're you guys talking about, engines?

:confused:
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The super 72's they are talking about are 727's with -217 or -219 engine mods on the number 1 and 3 positions. So if you ever see a 727 with MD-80 engines in the #1 and #3 position it is a super 72. We still have a few at FedEx. Sun Country used to fly them also.
 
Maximillian_Jenius said:
What was different about the Super 727 verses other models? And, when you guys say -7B's, -9A's, -217, -15's, and -17's what're you guys talking about, engines?

:confused:
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Boeing wanted to continue the 727 and created a paper airplane, the 727-300 that was going to use the same engines as on the MD-80, the -200 series of the marvelous JT8D which was used on the DC-9, the 737-100/200 and the 727-100/200.

Anyway, United said they didn't want the machine and asked for another design. Boeing came up with the 757.

The problem was and is getting the number 2 engine to breathe properly due to the S-duct intake. In strong crosswinds, it was not difficult to get some hard compressor stalls on power-up for takeoff and that always got the pax and FA attention.

Pratt & Whitney introduced the JT8D to commercial aviation in 1964 with the inaugural flight of Boeing's 727-100 aircraft. Many variants of the JT8D family have been produced, covering the thrust range from 14,000 to 17,400 pounds and powering 727, 737, and DC-9 aircraft. More than 11,800 JT8D standard engines have been produced, accumulating over 600 million hours of service operation.
The JT8D-200 series covers the 18,500- to 21,700-pound thrust range and is the exclusive power for the popular MD-80 series aircraft. Since starting service in 1980, more than 2,900 JT8D-200 engines have been produced.
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Then engine came in variants and rated at various thrust levels. There is no reference I can find to earlier models than the JT8D-7 which has the least thrust.
 
[FONT=Arial, Helvetica, sans-serif]Here you go OA and Max...[/FONT]
[FONT=Arial, Helvetica, sans-serif][/FONT]
[FONT=Arial, Helvetica, sans-serif]The JT8D is an axial-flow, dual spool, fully ducted turbofan engine. It's design dates back to 1960 Some of the certification milestones are as follows.[/FONT]
  • [FONT=Arial, Helvetica, sans-serif]Feb 1963 JT8D-1 certified @ 14,000 lbs thrust (entered service 1964)[/FONT]
  • [FONT=Arial, Helvetica, sans-serif]Apr 1963 JT8D-5 certified @ 12,000 lbs thrust[/FONT]
  • [FONT=Arial, Helvetica, sans-serif]Mar 1966 JT8D-7 certified @ 14,000 lbs thrust[/FONT]
  • [FONT=Arial, Helvetica, sans-serif]May 1967 JT8D-9 certified @ 14,500 lbs thrust[/FONT]
  • [FONT=Arial, Helvetica, sans-serif]Sep 1968 JT8D-11 certified @ 15,000 lbs thrust[/FONT]
  • [FONT=Arial, Helvetica, sans-serif]Apr 1971 JT8D-15 certified @ 15,500 lbs thrust[/FONT]
  • [FONT=Arial, Helvetica, sans-serif]Feb 1974 JT8D-17 certified @ 16,000 lbs thrust[/FONT]
  • [FONT=Arial, Helvetica, sans-serif]Apr 1976 JT8D-17R certified @ 16,400 / 17,400 lbs thrust [/FONT]
[FONT=Arial, Helvetica, sans-serif]1988 saw the end of production of the JT8D -7 thru -17's with 11,878 units being produced. Those produced by dash models are:[/FONT]

[FONT=Arial, Helvetica, sans-serif]JT8D -1/1A/1B/5 (1,809)[/FONT]​
[FONT=Arial, Helvetica, sans-serif]JT8D -15A (338)[/FONT]​
[FONT=Arial, Helvetica, sans-serif]JT8D -7/7A/7B (2,612)[/FONT]​
[FONT=Arial, Helvetica, sans-serif]JT8D -17 (1,069)[/FONT]​
[FONT=Arial, Helvetica, sans-serif]JT8D -9/9A (2,832)[/FONT]​
[FONT=Arial, Helvetica, sans-serif]JT8D -17A (241)[/FONT]​
[FONT=Arial, Helvetica, sans-serif]JT8D -11 (128)[/FONT]​
[FONT=Arial, Helvetica, sans-serif]JT8D -17R (312)[/FONT]​
[FONT=Arial, Helvetica, sans-serif]JT8D -15 (2,525)[/FONT]​
[FONT=Arial, Helvetica, sans-serif]JT8D -17AR (12)[/FONT]​


[FONT=Arial, Helvetica, sans-serif]Pretty much by the end of 1988 almost all the -1 and -5 were converted to other dash models or were no longer in service.[/FONT]

[FONT=Arial, Helvetica, sans-serif]The JT8D-209, which was the first of the -200 series, was certified in 1979 and entered service in 1980. Since 1989 only the -200 series JT8D's are being manufactured. The -200 series engines produce 21,000 + lbs of thrust.[/FONT]

These engines also drink fuel like crazy the -9's and 15's will normally consume about 2500-3500 pph of fuel in cruise depending on desired Mach number and aircraft weight. The average about 3000 pph...at Mach .79
 
Orange Anchor said:
Boeing wanted to continue the 727 and created a paper airplane, the 727-300 that was going to use the same engines as on the MD-80, the -200 series of the marvelous JT8D which was used on the DC-9, the 737-100/200 and the 727-100/200.

Anyway, United said they didn't want the machine and asked for another design. Boeing came up with the 757.

The problem was and is getting the number 2 engine to breathe properly due to the S-duct intake. In strong crosswinds, it was not difficult to get some hard compressor stalls on power-up for takeoff and that always got the pax and FA attention.
Click to expand...

I've seen the problem with #2 a time or two, especially with strong crosswinds on a runway...Go to push her up for the 1.4 check and # pops.

I never even new the story about the -300. If these planes could talk...

Didn't Valsan or someone else come out with drawing a two engine 727?
 
JT8D-9 pic for you Max
 

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Orange Anchor said:
The problem was and is getting the number 2 engine to breathe properly due to the S-duct intake. In strong crosswinds, it was not difficult to get some hard compressor stalls on power-up for takeoff and that always got the pax and FA attention.
Click to expand...

I still remember the discernible "pop!" and watching the instruments dance around a little when that would happen.
 
How does the engines on the 72 reverse? I believe the original engines were JT8D, and they don't have the clam shell reversers like the MD-80.

Sorry, for all the questions, but I've always loved the 727!
 
Atleast those JT-8Ds dont have the anti-FOD nozzle on the front. I have almost tripped a couple times over those.:insane:
 
Bandit_Driver said:
I never even new the story about the -300. If these planes could talk...

Didn't Valsan or someone else come out with drawing a two engine 727?
Click to expand...

Don't know of any and can't find any sources but would imagine someone thought of putting two CFM56s on it. Of course, there was the Tay conversion.

Also there were a few efforts to make it a 2 man cockpit. Again, Valsan and one other company. One was a hodgepodge where most of the F/E panel was just moved to the front but another did a lot of things such as an automatic elect heirarchy (gpu, apu, engine gen automatically coming on line), bleeds dropping off for start and coming back on after start, etc. Neither made it to the market.
 
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