Boeing 727

Boeing 727
Boeing 727-2S7 Advanced Champion LAX.jpg
Champion Air Boeing 727-200 Advanced
Role Narrow-body jet airliner
National origin United States
Manufacturer Boeing Commercial Airplanes
First flight February 9, 1963
Introduction February 1, 1964 with Eastern Airlines
Status In limited service for cargo and private transport
Primary users Kelowna Flightcraft Air Charter
Champion Air (historical)
Kalitta Charters
Iran Aseman Airlines
Produced 1962–1984
Number built 1,832 [1]
Unit cost
$4.25 million initially, $22 million by 1982

The Boeing 727 is a midsized, narrow-body three-engined jet aircraft built by Boeing Commercial Airplanes from the early 1960s to 1984. [1] It can carry 149 to 189 passengers and later models can fly up to 2,700 nautical miles (5,000 km) nonstop. Intended for short and medium-length flights, the 727 can use relatively short runways at smaller airports. It has three Pratt & Whitney JT8D engines below the T-tail, one on each side of the rear fuselage with a center engine that connects through an S-duct to an inlet at the base of the fin. The 727 is Boeing's only trijet aircraft.

The 727 followed the 707, a quad-jet airliner, with which it shares its upper fuselage cross-section and cockpit design. The 727-100 first flew in February 1963 and entered service with Eastern Air Lines in February 1964; the stretched 727-200 flew in July 1967 and entered service with Northeast Airlines that December. The 727 became a mainstay of airlines' domestic route networks and was also used on short- and medium-range international routes. Passenger, freighter, and convertible versions of the 727 were built.

The 727 was heavily produced into the 1970s; the last 727 was completed in 1984. As of July 2016, a total of 64 Boeing 727s (4× 727-100s and 60× -200s) were in commercial service with 26 airlines, [2] plus a few more in government and private use. Airport noise regulations have led to 727s being equipped with hush kits.

Development

The Boeing 727 design was a compromise among United Airlines, American Airlines, and Eastern Air Lines; each of the three had developed requirements for a jet airliner to serve smaller cities with shorter runways and fewer passengers. [3] United Airlines requested a four-engine aircraft for its flights to high-altitude airports, especially its hub at Stapleton International Airport in Denver, Colorado. [3] American Airlines, which was operating the four-engined Boeing 707 and Boeing 720, requested a twin-engined aircraft for efficiency. Eastern Airlines wanted a third engine for its overwater flights to the Caribbean, since at that time twin-engine commercial flights were limited by regulations to routes with 60-minute maximum flying time to an airport (see ETOPS). Eventually, the three airlines agreed on a trijet design for the new aircraft. [3]

Production of the 727

In 1959, Lord Douglas, chairman of British European Airways (BEA), suggested that Boeing and de Havilland Aircraft Company (later Hawker Siddeley) work together on their trijet designs, the 727 and D.H.121 Trident, respectively. [4] The two designs had a similar layout, the 727 being slightly larger. At that time Boeing intended to use three Allison AR963 turbofan engines, license-built versions of the Rolls-Royce RB163 Spey used by the Trident. [5] [6] Boeing and de Havilland each sent engineers to the other company's locations to evaluate each other's designs, but Boeing eventually decided against the joint venture. [7] De Havilland had wanted Boeing to license-build the D.H.121, while Boeing felt that the aircraft needed to be designed for the American market, with six-abreast seating and the ability to use runways as short as 4,500 feet (1,400 m). [8]

In 1960, Pratt & Whitney was looking for a customer for its new JT8D turbofan design study, based on its J52 (JT8A) turbojet, [9] while United and Eastern were interested in a Pratt & Whitney alternative to the RB163 Spey. [10] Once Pratt & Whitney agreed to go ahead with development of the JT8D, Eddie Rickenbacker, chairman of the board of Eastern, told Boeing that the airline preferred the JT8D for its 727s. Boeing had not offered the JT8D, as it was about 1,000 lb heavier than the RB163, though slightly more powerful; the RB163 was also further along in development than the JT8D. Boeing reluctantly agreed to offer the JT8D as an option on the 727, and it later became the sole powerplant. [11]

With high-lift devices [12] on its wing, the 727 could use shorter runways than most earlier jets (e.g. the 4800-ft runway at Key West).

Later 727 models were stretched to carry more passengers [13] and replaced earlier jet airliners such as the Boeing 707 and Douglas DC-8, as well as aging propeller airliners such as the DC-4, DC-6, DC-7, and the Lockheed Constellations on short- and medium-haul routes.

For over a decade, more 727s were built per year than any other jet airliner; in 1984, production ended with 1,832 built [1] and 1,831 delivered, the highest total for any jet airliner until the 737 surpassed it in the early 1990s. [14]

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