For the CargoJet, and/or good ol 727 lovers

[chubbee]

The APU location was a more successful idea than the nose wheel brakes, the rear entry ramp is a great feature.

[chief]

is that true that with the new engines that you can shut down the 3rd engine in cruise?

[skydrolboy]

is that true that with the new engines that you can shut down the 3rd engine in cruise?

Technically speaking yes you could shut down the Number 2 engine (the lowest rated engine on the super 27) in cruise, but in reality it is kept running due to the fact that the Number 3 engine does not have a Engine Driven Hydraulic Pump installed, So the#2 is kept running just incase something happens to the pump on the #1 eng.

[ramp_rat]

The aft aistairs is a great feature, you could play hide and seek with your boss!!!!

[invertedattitude]

The aft aistairs is a great feature, you could play hide and seek with your boss!!!!

Personally I liked the way JetsGo used it on the MD-83 on ground turns, letting passengers exit underneath the screaming APU... great customer service

[therubberjungle]

The max passengers possbile for the 727-100 was 131 and for the -200 it was 189.

The reason the APU ended up in the main wheel well was that it was an after thought. Originally the aircraft was designed without an APU like the 707. After several airlines requested that an APU be installed the only place left to put it was in the wheel well.

Agreed. Had the 727 remained a twin-engined airframe then APU placement would not have been a concern. Someone asked about my source on the 727's original design: it came to me from a trainer who spoke to the Boeing engineers back in the day, you know, when it was still in production. Why would they make up something like that?

Technically speaking yes you could shut down the Number 2 engine (the lowest rated engine on the super 27) in cruise, but in reality it is kept running due to the fact that the Number 3 engine does not have a Engine Driven Hydraulic Pump installed, So the#2 is kept running just incase something happens to the pump on the #1 eng.

Losing an A pump in cruise is no big thing. Losing both A pumps in cruise is a little more inconvenient but still no big thing. The 727's B system hydraulics allow the plane to be flown quite nicely in cruise without A system. Hell, take away all the hydraulics. Manual Reversion will keep the shiny side up, no problem. If the number two engine was not running and the A pump wasn't working on the number 1 engine then an inflight start of the number 2 engine would quickly solve your problem.

The more likely reason that the number 2 engine is not shut down in cruise is to preclude the use of the Windmilling Engine Alternate Procedure. Here, the engine is permitted to windmill for three minutes with the ignition off and the start lever in idle. This allows for cooling of the fuel control unit. Repeat every thirty minutes. This procedure was intended to preserve the FCU on an inoperative engine for the remainder of the flight in which it failed. I can't see any companies getting approval to use an alternate procedure as SOP and also risk burning up an FCU.

[bobcaygeon]

I believe good old Max Ward used to shutdown the centre engine doing charters eastbound over the Atlantic. Saved on gas and overhaul costs. Unfortunately Cat Driver's best friend's had a problem with this when they asked why the centre engine had so few hours on them compared to the other two.

Aviation was the place to be 30-50 years ago. Not so much now....

[ramp_rat]

I like the UPS -100 with 3 RR engines mod. The number 2 engine inlet has been beefed up to accomodate the extra air. I wonder how much better the performance is?