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weight and performance calculations for the Boeing 727-100
***** PRELIMINARY FILE ****
727-23 N1905 van American Airlines, picture taken in 1969
Boeing 727-100
role : short-medium range jet airliner
importance : ****
first flight : 09 February 1963 operational : February 1964 (Eastern)
country : United States of America
design : J.E. Steiner, project leader
production : 727-100 : 408 aircraft , 727-100C : 53, 727-100QC : 111, built at Renton
general information :
After the successful Boeing 707 and Douglas DC-8, there was a need for a new category of aircraft: the jet aircraft for the short and medium range. France had a lead in this class, the Sud Aviation Caravelle I entered service with Air France in 1959. Boeing also realized that the market for short-range jet aircraft would be considerable and started the development of the Boeing 727. The airlines wanted an aircraft up to 150 passengers, which had to be versatile, fast and economical, as well as a low landing speed so that it could operate from shorter runways, like the DC-6 and the Constellation at the time. Boeing opted for a jet aircraft, while Lockheed developed the Electra turboprop aircraft. In the design, many constructive details of the Boeing 707/720 were taken over for cost reasons. The fuselage diameter was also the same as that of the 707, 6 passengers could be placed next to each other. Boeing was short of cash at the time due to the immense start-up costs for the 707. In May 1958, Boeing finally decided to go ahead with the 727 project and gave John E.Steiner the lead. The 727 got 3 engines, which were mounted in the tail, just like the British Trident. They opted for 3 engines because then contrary to two-engine aircraft, less trouble with delays due to bad weather was expected. However, the engines in the tail initially caused some problems.
They were rather sensitive to disruption of the airflow to the inlets and flame-out as a result. At the start, for example, the fuselage, when pulling up the nose, will seriously affect the airflow to the upper engine and at a very unfortunate moment. The same problem later occurred with the DC-10. With some constructive adjusts, however, the problem could be solved. The three engines gave the aircraft a high degree of operational reliability. If one failed, there was more than enough thrust left. And because of the
United Airlines 727-100 cabin “superjet-look” interior, height 2.11m. With closed overhead storage.
arrangement, the asymmetrical forces were very small if an engine failed and there was no need to apply a large tail plane, in contrast to a two-engine aircraft with engines under the wing. The engines on the tail gave a comfortable low noise level in the passenger cabin. However, the wing had to be made stronger and thus heavier, the extra weight was more than the extra sound insulation with underwing engines, especially when more engines appeared with high by-pass ratios. Tail engines were used more because of fashion feelings than they really benefited, it turns out in retrospect. The engine also delivers the most noise at the front, at the intake because the fan blades rotate supersonic and cause a cone of pressure waves in front of the intake. Still small jet-airlines use tail engines nowadays because if the high by-pass engine is slung under the wing it would be to close to the ground, with the risk of ingesting sand and dirt (FOD). In the 60’s there were still many unpaved landing fields around the world, now most all hardened with tarmac/concrete reducing risk of FOD.
The wing of the 727 with this engine configuration remained completely clean made it more easy to install high-lift devices for short take-off and landing performance.
Jet airliners with a T-tail initially coped with the problem of a deep-stall. If the plane unexpectedly stalled and the angle of attack was very large, the stabilo became in the wake of the main wing so that the elevators no longer had any effect, the aircraft would pitch up even further, with probably disastrous consequences. The prototype of the British BAC 1-11 crashed for this reason. One of the solutions was the stick pusher. First the steering-column started shaking and also alarm bells sounded as the plane approached too high an angle of attack. If the pilot did not respond by pushing the stick forward, the stick was eventually pushed forward automatically with great force.
With a normal start, the stabilo does not so quickly be in the wake of the wing and the elevators continue to function in an nose-upstate. The design is also usually such that the nose automatically drops, it is naturally stable, after which the lifting capacity of the wing can recover.
Eastern Airlines 727 approaching with full flaps and slats. The engines producing considerable amounts of smoke.
The airlines demanded a take-off and landing length of around 600m. To meet this requirement, the 727 was equipped with one of the most extensive lift-devices systems to date. With everything out, the wing surface is approx. 25% larger, it consists of 26 different flaps on the wing front and rear edge and make the razor-sharp clean wing a strongly curved shape with high lift capacity. In November 1960, United and Eastern Airlines together ordered 80 aircraft with a combined value of 420 million USD (5.25 million USD/piece). It was the largest transaction in aviation history and this gave the final go-ahead for production. On February 9, 1963, the prototype made its first flight and already on October 29, 1963, the first series aircraft was delivered to United Airlines, who entered service in February 1964. Lufthansa commissioned the 727-100 (-30) in Europe in April 1964. The 727 quickly became a resounding success. It was at that time the fastest, quietest, safest and easiest to maintain airliner.
The 727-100C was a cargo version (C = Convertible) equipped with a cargo hatch of 2.18 x 3.40 meters left in the front of the fuselage. It can accommodate 52 passengers and up to 17236 kg of cargo on 8 pallets on the main deck.
The 727-100QC is a Quick-Change version, available from 1965 that can be converted from cargo to passenger aircraft in less than 30min. As a cargo aircraft, it has a take-off weight of 76650 kg.
Fuel 727-100 : 30985 liters, AUW 68947kg, aspect ratio : 7.5 cord at the wing root : 7.70m chord tip : 2.34m t/c ratio 9-13% arrow position (0.25c) 32° Incidence : 2° fuel : 28958 liter pressure difference : 0.60 kg/cm^2 3 hydraulic systems. Area flaps : 36.04m^2. Mmo : mach 0.95 (1050 km/h) Ceiling on 1 engine : 6250m runway (0m) : 1510m runway (0m): 550m. Range (max fuel, 11340kg payload, Economic speed, no reserves) : 5520km
primary users : United(-122 40), Eastern(-125 40), TWA (26), Lufthansa (-130 12 + 9 -100c), American airlines (-123 27), TWA (-131 22) October 1964 76 aircraft delivered.
Accommodation:
flight crew : 3 cabin crew : 3
flight crew consist of pilot, co-pilot and flight engineer
passengers : seating for 100 in two class : 14 first class and 86 coach class seats ( 34 -in pitch)
exit limit : 131 passengers
engine : 3 Pratt & Whitney JT8D-7 turbofan engines of 64.04 [KN](14396.5 [lbf])
Fuselage width : 3.76m, cabin width : 3.56m length : 22.15m height : 2.19m
dimensions :
wingspan : 32.92 [m], length : 40.59 [m], height : 10.4 [m]
wing area : 153.3 [m^2] fuselage exterior width : 3.76 [m]
weights :
empty weight : 36560 [kg]
operating empty weight : 38338 [kg] max. structural payload : 13372 [kg]
Zero Fuel weight (ZFW) : 51710 [kg] max. landing weight (MLW) : 61235 [kg]
max.take-off weight : 72570 [kg] weight fuel : 23166 [kg] (28958 [liter])
performance :
Max. operating Mach number (Mmo) : 0.91 [Mach] (1017 [km/hr]) at 7620 [m]
normal cruise speed : 960 [km/hr] (Mach 0.88 ) at 9150 [m] (33 [%] power)
service ceiling : 11000 [m]
range with max fuel : 3797 [km] and allowance for 379.3 [km] diversion and 30 [min] hold
description :
low-wing cantilever monoplane with retractable landing gear with nose wheel
tapered multi-cellular wing with flush-riveted stressed skin
with Fowler flaps airfoil : NACA
sweep angle 3/4 chord: 32.0 [°]
engines attached to the tail, landing gear attached to the wings, fuel tanks in the wings
construction : all-metal aluminium-alloy stressed-skin construction with pressurized fuselage
fuselage shape : 0
calculation : *1* (dimensions)
measured wing chord : 4.66 [m] at 50% wingspan
mean wing chord : 4.66 [m]
calculated average wing chord tapered wing with rounded tips: 4.69 [m]
wing aspect ratio : 7.07 []
seize (span*length*height) : 13897 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 19.2 [kg/hr]
fuel consumption (econ. cruise speed) : 5160.5 [kg/hr] (6450.7 [litre/hr]) at 33 [%] power
distance flown for 1 kg fuel : 0.19 [km/kg] at 9150 [m] height, sfc : 80.6 [kg/KN/h]
total fuel capacity : 28958 [litre] (23166 [kg])
calculation : *3* (weight)
weight engine(s) dry : 4500.0 [kg] = 23.42 [kg/KN]
weight 105.6 litre oil tank : 8.98 [kg]
oil tank filled with 1.2 litre oil : 1.1 [kg]
oil in engine 32.1 litre oil : 28.8 [kg]
fuel in engine 23.6 litre fuel : 17.29 [kg]
weight fuel lines 29.0 [kg]
weight engine cowling 576.4 [kg]
total weight propulsion system : 5161 [kg](7.1 [%])
***************************************************************
fuselage aluminium frame : 10761 [kg]
floor loading : 188 [kg/m2]
typical cabin layout for 100 passengers : economy : pitch : 86 [cm] ( 3+3 ) seating in 17.8 rows
pax density (normal seating) : 0.71 [m2/pax]
high density seating passengers : 129 at 6 -abreast seating in 21.4 rows, pitch 81 [cm]
weight 2 toilets : 29.4 [kg]
weight 5 hand fire extinguisher : 15 [kg]
weight 1 galleys : 63.3 [kg]
weight overhead stowage for hand luggage : 35.0 [kg]
weight 2 closets : 20.0 [kg]
weight 38 windows : 33.9 [kg]
weight 4 over wing emergency exits : 115.2 [kg]
weight lifejackets : 45.0 [kg]
weight oxygen masks & oxygen generators : 65.0 [kg]
weight tail entrance stairs : 94.0 [kg]
weight emergency flare installation : 10 [kg]
weight 2 emergency evacuation slides : 31.3 [kg]
weight 3 entrance/exit doors : 201.6 [kg]
weight 2 freight doors (belly) : 96.0 [kg]
weight ladies" powder room : 16 [kg]
weight men’s dressing room : 12 [kg]
weight diplomatic mail locker : 2 [kg]
cabin volume (usable), excluding flight deck : 197.17 [m3]
passenger cabin max.width : 3.56 [m] cabin length : 22.16 [m] cabin height : 2.19 [m]
floor area : 71.1 [m2]
pressure difference :0.60 [kg/cm2]
weight rear pressure bulkhead : 200.4 [kg]
weight air pressurization system : 43.2 [kg]
fuselage covering ( 280.3 [m2] duraluminium 3.38 [mm]) : 2504.1 [kg]
weight floor beams : 416.8 [kg]
weight cabin furbishing : 627.2 [kg]
weight cabin floor : 808.2 [kg]
fuselage (sound proof) isolation : 203.5 [kg]
weight radio transceiver equipment : 7.0 [kg]
weight dual cloud-collision radar : 25.0 [kg]
weight radio direction finding (RDF) equipment : 5.0 [kg]
weight Sperry Integrated Flight System : 11.0 [kg]
weight artificial horizon : 1.1 [kg]
weight instruments. : 37.0 [kg]
weight APU / engine starter: 32.0 [kg]
weight lighting : 25.0 [kg]
weight electricity generator : 25.0 [kg]
weight controls : 15.9 [kg]
weight seats : 530.0 [kg]
weight air conditioning : 90 [kg]
weight engine mounts : 96 [kg]
total weight fuselage : 17052 [kg](23.5 [%])
***************************************************************
total weight aluminium ribs (796 ribs) : 2588 [kg]
weight fuel tanks empty for total 28958 [litre] fuel : 1622 [kg]
weight wing covering (painted aluminium 3.35 [mm]) : 2775 [kg]
total weight aluminium spars (multi-cellular wing structure) : 3212 [kg]
weight wings : 8575 [kg]
weight wing/square meter : 55.94 [kg]
weight rubber de-icing boots : 36.2 [kg]
weight fin & rudder (12.6 [m2]) : 705.5 [kg]
weight stabilizer & elevator (17.2 [m2]): 965.8 [kg]
weight flight control hydraulic servo actuators: 47.0 [kg]
weight fowler flaps (9.7 [m2]) : 276.7 [kg]
total weight wing surfaces & bracing : 12228 [kg] (16.8 [%])
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wheel pressure : 15965.4 [kg]
weight 4 Dunlop main wheels (1130 [mm] by 226 [mm]) : 990.5 [kg]
weight 2 Dunlop nose wheels : 247.6 [kg]
Hapag-Lloyd service on board
weight hydraulic wheel-brakes : 51.7 [kg]
weight pneumatic-hydraulic shock absorbers : 68.9 [kg]
weight undercarriage struts with axle 1547.7 [kg]
total weight landing gear : 3015.9 [kg] (4.2 [%]
*******************************************************************
********************************************************************
calculated empty weight : 37458 [kg](51.6 [%])
Boeing 727-22 N7004U of United Airlines with all flaps and slats extended for maximum lift shortly before landing
On August 16, 1965, United Airlines' 3-month-old 727-22 N7036U crashed into Lake Michigan. The aircraft had departed as flight UAL389 from New York – La Guardia airport (LGA) with destination Chicago (ORD) with 6 crew members and 24 passengers. The aircraft was preparing for an ILS approach for RW14R but then inexplicably plunged into Lake Michigan, 30 miles ENE from Chicago-O'Hare airport in 250 feet deep water. All 30 people on board are killed. c/n 18328 first flight : May 1965 611 flight hours 3xJT8D-7 engines. Location : +-100m 87°27'56"W 42°15'2"N
weight oil for 4.7 hours flying : 91.2 [kg]
weight catering : 158.2 [kg]
weight water : 63.3 [kg]
weight crew : 486 [kg]
weight crew lugage,nav.chards,flight doc.,miscell.items : 81 [kg]
operational weight empty : 38338 [kg] (52.8 [%])
********************************************************************
weight 100 passengers : 7700 [kg]
weight luggage : 1600 [kg]
weight cargo : 4072 [kg]
zero fuel weight (ZFW): 51710 [kg](71.3 [%])
weight fuel for landing (1.8 hours flying) : 9525 [kg]
max. landing weight (MLW): 61235 [kg](84.4 [%])
max. fuel weight : 61504 [kg] (84.8 [%])
payload with max fuel : 119 passengers+luggage 11066 [kg]
published maximum take-off weight : 72570 [kg] (100.0 [%])
flight track of flt 383, 727-23 N1996
On November 8, 1965, American Airlines 727-23 N1996 crashed near Cincinnati. There are 58 dead and 4 wounded.
Crash 2,5km in front of RW18 Cincinnati airport. flt 383 New York (LGA) > Cincinnati (CVG) with 56 passengers and 6 crew members. c/n 18901. Airplane was only 5 months old and only had 938 flight hours on the clocks. 3x JT8D-7 engines. Due to rain, visibility deteriorated on landing, crew did not keep enough eye on altimeters, causing the plane to sink too low and hit the ground. Location : +-100m 39°05'15.94"N 84°39'59.54"W
calculation : * 4 * (engine power)
power loading (Take-off) : 378 [kg/KN]
power loading (operational without useful load) : 348 [kg/kN]
power loading (Take-off) 1 PUF: 567 [kg/KN]
max. total take-off power : 192.1 [KN]
calculation : *5* (loads)
manoeuvre load : 9.9 [g] at 1000 [m]
limit load : 3.0 [g] ultimate load : 4.5 [g] load factor : 1.3 [g]
design flight time : 3.16 [hours]
design cycles : 5908 sorties, design hours : 18695 [hours]
operational wing loading : 4276 [N/m^2]
wing stress (3 g) during operation : 229 [N/kg] at 3g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -1.81 ["]
max. angle of attack (stalling angle, clean) : 14.03 ["]
angle of attack at max. speed : 0.55 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.15 [ ]
lift coefficient at max. speed : 0.20 [ ]
lift coefficient at max. angle of attack : 1.31 [ ]
max. lift coefficient full flaps : 1.58 [ ]
induced drag coefficient at max.speed : 0.0023 [ ]
drag coefficient at max. speed : 0.0217 [ ]
drag coefficient (zero lift) : 0.0194 [ ]
lift/drag ratio at max. speed : 9.01 [ ]
727-22 N7030U is consumed by the flames
On November 11, 1965, United Airlines' 727-022 N7030U crashed near Salt Lake City. There are 35 wounded and 43 dead. Was flight UA227 from Denver (DEN) to Salt Lake City (SLC) with 85 passengers and 6 crew members. Approached RW34L but with too high a descending speed that could not be corrected in time. Aircraft hit the ground 100 meters in front of the runway, the landing gear breaks off after which the aircraft slides onto the runway and comes to a stop 850m further 50m to the left of the runway. It is still fairly intact but due to the outbreak of fire there are still many victims. c/n 18322 1st flight : 1965 1781 flight hours 3xJT8D-1 engines.
Location : +-50m 40°46'51.05"N 111°59'47.80"W
calculation : *8* (speeds
stalling speed at sea-level (OW loaded : 67409 [kg]): 264 [km/u]
stalling speed at sea-level with full flaps (normal landing weight): 229 [km/u]
landing speed at sea-level (normal landing weight : 61124 [kg]): 263 [km/hr]
max. rate of climb speed : 689 [km/hr] at sea-level
max. endurance speed : 624 [km/u] min. fuel/hr : 3298 [kg/hr] at height : 9144 [m]
max. range speed : 822 [km/u] min. fuel consumption : 4.635 [kg/km] at cruise height : 9144 [m]
cruising speed : 960 [km/hr] at 9150 [m] (power:28 [%])
max. operational speed (Mmo) : 1017.00 [km/hr] (Mach 0.91 ) at 7620 [m] (power:37.4 [%])
airflow : 299.4 [kg/s]
speed of thrust jet : 1730 [km/hr]
climbing speed at sea-level (loaded) : 2064 [m/min]
climbing speed at 1000 [m] with 1 engine out (PUF / MTOW) : 1892 [m/min]
calculation : *9* (regarding various performances)
take-off speed : 328.4 [km/u]
high wheel pressure, can only take off from paved runways
take-off distance at sea-level concrete runway : 1508 [m]
take-off distance at sea-level over 15 [m] height : 1591 [m]
landing run : 1349 [m]
landing run from 15 [m] : 2277 [m]
On February 4, 1966, the fourth accident with a 727 takes place within one year.
All Nippon Airways' 727-81 JA8302 crashed into Tokyo Bay. All 126 and 7 crew members are killed. Flight 60 from Sapporo(CTS) to Tokyo(HND), crash 12km ESE of Tokyo-Haneda airport, VFR approach RW33R. Worst disaster in aviation history so far. c/n 188 first flight : 1965 3xJT8D-7 engines Location : +-100m 35°26'39.82"N 139°51'21.50"E (this is approx. 12km ZZO v Haneda apt, but this is in line with the RW)
The tail of the JA8302 is lifted out of the water, 90% of the wreck was recovered, nevertheless the cause of the disaster could not be determined.
lift/drag ratio : 14.61 [ ]
max. theoretical ceiling : 18800 [m] with flying weight :67409 [kg] line 3359
climb to 1000m with max payload : 0.51 [min]
climb to 2000m with max payload : 0.99 [min]
climb to 3000m with max payload : 1.45 [min]
climb to 5000 [m] with max payload : 2.27 [min]
minimum flying speed at 11000 [m] : 557 [km/hr]
theoretical ceiling fully loaded (mtow- 60 min. fuel:67409 [kg] ) : 18800 [m]
calculation *10* (action radius & endurance)
published range : 3797 [km] with 13372 [kg] useful load and 449 [kg] fuel reserve 88.1 [%] fuel
On July 19, 1967, Piedmont Airlines' 727-22 N68650 crashed near Hendersonville, NC. There are 82 deaths. Mid-Air Collision (MAC) with Cessna 310 (3 crew killed) of Lanseair Inc, N3121S, Flight Cessna Charlotte > Asheville. Flight 22 727 from Asheville(AVL)(loc 35°26'03.80"N 82°32'27.49"W ) to Roanoke(ROA), Virginia, with 74 passengers and 5 crew members. Cessna during approach 15km of course, MAC with 727 at 1870m altitude, 25m SE of Asheville. 727 was taken off from RW16. c/n 18295 1st flight 1963 6445 flight hours 3xJT8D-7 engines. All occupants of the 727 and the Cessna were killed.
Location : +-100m 35°19'52.10"N 82°27'34.23"W
range : 3881 [km] with 13372.0 [kg] max. useful load (90.0 [%] fuel)
range max. fuel : 4310 [km] with 100 passengers with each 16 [kg] luggage and 1766 [kg] cargo and 100 [%] fuel
range : 4145 [km] with 129 passengers with each 16 [kg] luggage and 96.2 [%] fuel
Available Seat Kilometres (ASK) : 430959 [paskm]
max range theoretically with additional fuel tanks total 42790.0 [litre] fuel : 7386 [km]
useful load with range 500km : 31544 [kg]
useful load with range 500km : 100 passengers
production (theor.max load): 30282 [tonkm/hour]
production (useful load): 12837 [tonkm/hour]
production (passengers): 96000 [paskm/hour]
combi aircraft mail/freight/passengers
oil and fuel consumption per tonkm : 0.171 [kg]
fuel cost per paskm : 0.054 [eur]
crew cost per paskm : 0.008 [eur]
time between engine failure : 680 [hr]
writing off per paskm : 0.017 [eur]
insurance per paskm : 0.0010 [eur]
maintenance cost per paskm : 0.018 [eur]
direct operating cost per paskm : 0.098 [eur]
direct operating cost per tonkm (max. load): 0.311 [eur]
direct operating cost per tonkm (normal useful load): 0.734 [eur]
June 4, 1969, Mexicana 727-064 XA-SEL crashed near Monterrey, Mexico.
Operated Flight 704 from Mexico City(MEX) to Monterrey(NTR) with 7 crew members and 72 passengers. The plane deviates from the prescribed route during the approach in foggy weather and flew into sloping terrain, the Cerro del Fraile, 23km NW of Monterrey (MTY). All 79 passengers are killed. c/n 19256 first flight 1967 3x JT8D-7B engines. Location : +- 1km 25°54'26.67"N 100°24'50.20"W
The same year another 727-064 of MEXICA crashes. This was on 21 September 1969 and concerned the XA-SEJ. It operated a flight from Chicago (ORD) to Mexico City (MEX) with 7 crew members and 111 passengers. The plane approached RW23L from Juarez Int'l airport (MEX) with wheels and flaps unfolded as it suddenly loses altitude and crashes to the ground 1500m in front of the runway. There are 27 deaths. The FDR was incorrectly connected a few days before the accident and therefore did not work. The CVR was removed and not replaced. This made it impossible to determine the cause of this accident. c/n 19255 first flight : 1966 3x JT8D-7B engines. Location : +-100m 19°27'09.58"N 99°02'26.31"W
The N2969G in the colors of Pacific Airlines, later it was leased to Alaska Airlines until it crashed.
After 2 years without serious accidents with 727’s , disaster struck again on 04 Sep 1971 when an Alaska Airlines 727-193 crashed. It was the N2969G, c/n 19304. It operated Flight 1866 between Yakutat airport(YAK) and Juneau(JUN), part of a longer flight from Anchorage to Seattle, with 7 crew members and 104 passengers. Misleading information in IFR conditions was mismanaged and the aircraft crashed at full speed at 754m altitude against the eastern slope of a canyon in the Chilkat Range, Tongass national forest, 35km west of Juneau. All occupants are killed instantly. 1st flight : 1966 11344 flight hours, 3x JT8D-7B engines. Location : +-200m 58°21'42"N 135°10'12"W
727-095 N1962 c/n 19836 identical to the crashed N1963
On April 27, 1976, American Airlines' 727-095 N1963 crashed near St.Thomas in the Virgin Islands. c/n 19837 first flight : 1967 21926 flight hours, 3 JT8D-7A engines. Flight 625 from New York (JFK) to St.Thomas (STT) with 81 passengers and 7 crew members. The crew performed an ILS approach at RW09 from H.S.Truman airport. Approach with 30° flaps instead of the prescribed 40° flaps and therefore also with 10 KIAS too high speed. Due to turbulence, the aircraft hovers above the runway for too long and only hits the runway after about 700m. The captain decided that the plane would not be able to stop in time and tried a go-around. But because they did not notice that the power or speed increased, they immediately closed the gas handles and tried with all their might to stop. But too late. It shot past the end of the RW and came to a stop 25m beyond the ring road. There are 37 deaths. Location : +- 50m 18°20'28"N 64°57'39"W
On January 21, 1980, Iran Air's 727-086 EP-IRD "Shiraz" crashed near Tehran. There are 128 deaths. Operated flight from Mashhad airport (MHD) to Tehran (THR) with 120 passengers and 8 crew members. ILS approach of RW29 in fog and snow. ILS and radar equipment of the airfield was defective, resulting in the aircraft to fly into a mountain in the Elburz Mts, 29km north of Tehran, near military camp Lashgarak. c/n 19817 first flight : 1968 JT8D-7B engines. Location: +-5km 35°56'45"N 51°18'55"O
On April 25, 1980, Dan Air 727-064 G-BDAN crashed in Tenerife. Operates a charter from Manchester (MAN) to Tenerife (TFN), with 138 passengers and 8 crew members. It was 11km off course when approaching RW12 with the result that it flew against a mountain at 1662m altitude where all perish. c/n 19279 first flight 1966 30622 flight hours, 3x JT8D-7 engine location : +-50m 28°23'53"N 16°25'05"W
March 17, 1988 the 727-21 HK-1716 of Avianca flies shortly after take-off from RW33 of Cucuta – Camilo Daza apt (CUC) against mount El Espartillo at 1933m altitude, 25km NW of Cucuta. Cause: crew distracted by visitors in the cockpit.
Concerned flight 410 from Cucuta to Cartagena (CTG) in Colombia with 136 passengers and 7 crew members. There were no survivors. c/n 18999 1st flight : 1966 43848 flight hours. 3 x JT8D-7. Location : +-4km 8°02'56"N 72°42'34"W
On November 27, 1989, a bomb exploded on board 727-21 HK-1803, Avianca flight FL130. The aircraft had recently taken off for flight 203 from Bogota – Eldorado apt (BOG to Cali (CLO) with 101 passengers and 6 crew members. The aircraft crashed out of control near the suburb of Soacha, 16km SW of Bogota – Eldorado apt. All perish. According to some sources, there are also 3 deaths on the ground. c/n 19035 first flight : 1966 3x JT8D-7 engines. Location : +- 1km 4°33'33"N 74°13'18"W
On May 19, 1993, 727-046 HK-2422X of SAM Colombia flies at 12300ft against mountain, Mount Paramo Frontino, 40km SE of Medellin, Colombia. VOR did not work, had been attacked by terrorists. No GPWS installed. Flight from Panama City (PTY) to Medellin (MDE) with 7 crew members and 125 passengers. All perish. c/n 18876 first flight : 1965 3x JT8D-7A engines. Crew starts the descent too early. Location : +- 5km 6°02'02"N 75°17'04"W
727-030 A40-CF c/n 18369, later in use with CAL under registration 9Q-CSG
On October 10, 1998,727-030 9Q-CSG Of CAL-Congo Airlines is shot down by rebels with a Russian SA-7 missile, 3 min after take-off of Kindu (KND), 440km W.Goma. c/n 18369. Crew tries to make an emergency landing in the dense jungle, but without success, all perish, 38 passengers and 3 crew members. The destination was Kinshasa. 3x JT8D-7 engines Location : +- 5km 2°57'0"S 25°57'0"E
TAME 727-134 HC-BLF crashed 300m below the summit on January 28, 2002 against the fog-shrouded 4791m high Nevado de Cumbal Volcano in Andes Mountains, Colombia. flt-120 Quito (UIO) > Tulcan (TUA). location 24km NW of Tulcan, 27km NW of Ipiales. All 87 passengers and 7 crew members are killed. c/n 16692 first flight : 1967 64001 flight hours, 49819 cycles, 3x JT8D-9A engines. Location : +-3km 0°57'05"N 77°54'23"W
727-022 VR-BMC, later registered as 9Q-COP of Hewa Bora Airlines.
On July 08, 2011, the 727-022(WL) 9Q-COP of Hewa Bora Airlines crashed near Kisangani in Congo. Flight 952 from Kinshasa(FIH) to Kisangani – Bangoka apt.(FKI) with 108 passengers and 7 crew members. 77 perish. Aircraft was delivered in 1965 to United Airlines c/n 18323 3x JT8D-7 engines. Flies against ground on the visual approach of RW31 of Kisangani apt.
Literature :
https://contentzone.eurocontrol.int/aircraftperformance/default.aspx?
https://www.boeing.com/search/results.html?q=airplane+characteristics
Jane’s commercial transport aircraft page 55
Jane’s record breaking aircraft page 54 - 57
Jane’s all the world aircraft 1964-1965 page 190,191
Verkehrsflugzeuge page 39
Flugzeuge der welt page 46
Flug Revue aug’84 page 19 - 23
Straalverkeersvliegtuigen page 102, 103, 104
Verkeersvliegtuigen page 23
Op weg naar het noodlot page 114
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 27 June 2022 contact : info.aircraftinvestigation@gmail.com python 3.7.4