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59-511: C22 or C-22 or C.22 may refer to: C-22 process , a photographic process Boeing C-22 , a military version of the Boeing 727-100/200 HMS  C22 , a 1909 British C-class submarine Aérospatiale C.22 , a French target drone Sauber C22 , a 2003 racing car Caldwell 22 ( NGC 7662 , the Blue Snowball Nebula), a planetary nebula in

118-420: A "727-00" pattern. Aircraft were delivered for United Airlines as 727-22, for American Airlines as 727-23, and so on (not -122, -123, etc.) and these designations were retained even after the advent of the 727-200. Convertible passenger cargo version, additional freight door and strengthened floor and floor beams, three alternative fits: QC stands for Quick Change. This is similar to the convertible version with

177-400: A cargo capacity) have hush kits retrofitted so that they are able to conform with noise regulations needed to operate in many commercial airports. Some of the examples include: Hush kits can adversely affect the range and performance of the aircraft they are fitted to because of the extra weight. It also reduces engine performance and aerodynamic efficiency. For example, the hush kit fitted to

236-410: A few large airlines. Faced with higher fuel costs, lower passenger volumes due to the post- 9/11 economic climate, increasing restrictions on airport noise, and the extra expenses of maintaining older planes and paying flight engineers ' salaries, most major airlines phased out their 727s; they were replaced by twin-engined aircraft , which are quieter and more fuel-efficient. Modern airliners also have

295-462: A few months, the concept was developed into the Boeing 7N7 design, which eventually became the Boeing 757 . Faw-727 This Boeing 727 was reportedly modified by Iraq in early 1988 to serve as an ELINT platform. It was used during the invasion of Kuwait and Operation Desert Shield. As of October 2024 , 9 Boeing 727s were in commercial service, operated by the following companies: In addition,

354-443: A former American Airlines 727-100 with a dining room, a bedroom, and shower facilities known as Trump Force One before upgrading to a larger Boeing 757 in 2009; Peter Nygård acquired a 727-100 for private use in 2005. American financier Jeffrey Epstein owned a private 727 nicknamed the "Lolita Express". The Gettys bought N311AG from Revlon in 1986, and Gordon Getty acquired the aircraft in 2001. As of March 2024 ,

413-629: A four-engine aircraft for its flights to high-altitude airports, especially its hub at Stapleton International Airport in Denver, Colorado . 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,

472-469: A hush kit for $ 8.6 million (but loses the thrust reverser) (2000): fuel consumption is reduced by 10-12%, range and restricted airfield performance are improved. A single 727-212 aircraft was operated by the USAF. A proposed 169-seat version was developed in consultation with United Airlines in 1972, which initially expressed an interest in ordering 50 aircraft. Also, interest was shown from Indian Airlines for

531-512: A hush kit) are banned from some Australian airports because they are too loud. In addition to domestic flights of medium range, the 727 was popular with international passenger airlines. The range of flights it could cover (and the additional safety added by the third engine) meant that the 727 proved efficient for short- to medium-range international flights in areas around the world. The 727 also proved popular with cargo and charter airlines. FedEx Express introduced 727s in 1978. The 727s were

590-474: A one-class version with 180 seats. The fuselage would have been lengthened by 18 feet (5.5 m) and the undercarriage strengthened. The three engines would have been replaced by two more powerful JT8D-217 engines under the T tail. Many cockpit components would have been in common with the 737-200 and improved engine management systems would have eliminated the need for the flight engineer . United did not proceed with its order and Indian Airlines instead ordered

649-674: A prototype, it was later sold to United Airlines, which donated it to the Museum of Flight in Seattle in 1991. The jet was restored over 25 years by the museum and was ferried from Paine Field in Everett, Washington to Boeing Field in Seattle, where it was put on permanent display at the Aviation Pavilion. The Federal Aviation Administration granted the museum a special permit for the 15-minute flight. The museum's previous 727-223, tail number N874AA,

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708-427: A retractable tailskid that is designed to protect the aircraft in the event of an over- rotation on takeoff. The 727's fuselage has an outer diameter of 148 inches (3.8 m). This allows six-abreast seating (three per side) and a single aisle when 18-inch (46 cm) wide coach-class seats are installed. An unusual feature of the fuselage is the 10-inch (25 cm) difference between the lower lobe forward and aft of

767-406: A roller-bearing floor for palletised galley and seating and/or cargo to allow much faster changeover time (30 minutes). QF stands for Quiet Freighter. A cargo conversion for United Parcel Service , these were re-engined with Stage 3 -compliant Rolls-Royce Tay turbofans. A stretched version of the 727-100, the -200 is 20 feet (6.1 m) longer (153 feet 2 inches;46.69 m) than

826-404: A series of higher gross weights and more powerful engines were introduced along with other improvements, and from line number 881, 727-200s are dubbed -200 Advanced. The aircraft gross weight eventually increased from 169,000 to 209,500 pounds (76,700 to 95,000 kg) for the latest versions. The dorsal intake of the number-two engine was also redesigned to be round in shape, rather than oval as it

885-622: A single class. Launched in 1965, the stretched 727-200 flew in July 1967 and entered service with Northeast Airlines that December. The 20 ft (6.1 m) longer variant typically carries 134 passengers in two classes over 2,550 nmi (4,720 km; 2,930 mi), or 155 in a single class. A freighter and a "Quick Change" convertible version were also offered. The 727 was used for domestic flights and on international flights within its range. Airport noise regulations have led to hush kit installations. Its last commercial passenger flight

944-547: A smaller flight deck crew of two pilots, while the 727 required two pilots and a flight engineer. Delta Air Lines , the last major U.S. carrier to do so, retired its last 727 from scheduled service in April 2003. Northwest Airlines retired its last 727 from charter service in June 2003. Many airlines replaced their 727s with either the 737-800 or the Airbus A320 ; both are close in size to

1003-406: A total of 353 incidents involving 727s had occurred, including 120 hull-loss accidents resulting in a total of 4,211 fatalities. Hush kit Hush kits are used because the engines on jet aircraft generate a large amount of noise , which significantly increases noise pollution near airports . The most common form of hush kit is a multi-lobe exhaust mixer . This device is fitted to

1062-464: A windowless cabin. Fifteen of these aircraft were built, all for Federal Express. This was the last production variant of the 727 to be developed by Boeing; the last 727 aircraft completed by Boeing was a 727-200F Advanced. Certificated by Valsan Partners in December 1988 and marketed by Goodrich from 1997, the side engines are replaced by more efficient, quieter JT8D-217C/219, and the center engine gains

1121-542: Is an American narrow-body airliner that was developed and produced by Boeing Commercial Airplanes . After the heavier 707 quad-jet was introduced in 1958, Boeing addressed the demand for shorter flight lengths from smaller airports. On December 5, 1960, the 727 was launched with 40 orders each from United Airlines and Eastern Air Lines . The first 727-100 rolled out on November 27, 1962, first flew on February 9, 1963, and entered service with Eastern on February 1, 1964. The only trijet aircraft to be produced by Boeing,

1180-522: The Gulfstream II adds 106 kilograms (234 lb) to the total airplane weight of 65,500 lb (29,700 kg), causing around a 1.6% reduction in aircraft range. Meanwhile, the hush kit for the Gulfstream G-III jets weighs about 170 kg (370 lb) and cause a calculated 2% drop in range, although the reduction in range has not been noticed during actual flights, which are rarely made to

1239-657: The Rolls-Royce RB163 Spey used by the Trident. 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. 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). In 1960, Pratt & Whitney

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1298-711: The number two engine location were prohibitive. Current regulations require that a 727, or any other Stage 2 noise jetliner in commercial service must be retrofitted with a hush kit to reduce engine noise to Stage 3 levels to continue to fly in U.S. airspace. These regulations have been in effect since December 31, 1999. One such hush kit is offered by FedEx , and has been purchased by over 60 customers. Aftermarket winglet kits, originally developed by Valsan Partners and later marketed by Quiet Wing Corp. have been installed on many 727s to reduce noise at lower speeds, as well as to reduce fuel consumption. In addition, Raisbeck Engineering developed packages to enable 727s to meet

1357-406: The -100 (133 feet 2 inches;40.59 m). A 10-ft (3-m) fuselage section ("plug") was added in front of the wings and another 10-ft fuselage section was added behind them. The wing span and height remain the same on both the -100 and -200 (108 and 34 feet (33 and 10 m), respectively). The original 727-200 had the same maximum gross weight as the 727-100; however, as the aircraft evolved,

1416-445: The 40-degree flap setting could result in a higher-than-desired sink rate or a stall on final approach. These carriers' Pilots' Operation Handbooks disallowed using more than 30° of flaps on the 727, even going so far as installing plates on the flap lever slot to prevent selection of more than 30° of flaps. The 727 is one of the noisiest commercial jetliners, categorized as Stage 2 by the U.S. Noise Control Act of 1972, which mandated

1475-460: The 727 has seen sporadic government use, having flown for the Belgian , Yugoslav , Mexican , New Zealand , and Panama air forces, along with a small group of government agencies that have used it. A number of 727s have been outfitted for use as private aircraft, especially since the early 1990s, when major airlines began to eliminate older 727-100 models from their fleet. Donald Trump traveled in

1534-469: The 727 is powered by three Pratt & Whitney JT8D low-bypass turbofans below a T-tail , one on each side of the rear fuselage and a center one fed through an S-duct below the tail. It shares its six-abreast upper fuselage cross-section and cockpit with the 707 that was also later used on the 737 . The 133-foot-long (41 m) 727-100 typically carries 106 passengers in two classes over 2,250 nautical miles [nmi] (4,170 km; 2,590 mi), or 129 in

1593-483: The 727-200 Advanced, a total of 935 were delivered, after which it had to give way to a new generation of aircraft. A freighter version of the 727-200 Advanced became available in 1981, designated the Series 200F Advanced. Powered by Pratt & Whitney JT8D -17A engines, it featured a strengthened fuselage structure, an 11 ft 2 in (3.40 m) by 7 ft 2 in (2.18 m) forward main deck freight door, and

1652-411: The 727-200 was introduced in 1970. It featured powerful engines, fuel capacity and MTOW (185,800–210,000 lb or 84.3–95.3 t) increased the range from 1,930 to 2,550 nmi (3,570 to 4,720 km; 2,220 to 2,930 mi) or by 32%. After the first delivery in mid-1972, Boeing eventually raised production to more than a hundred per year to meet demand by the late 1970s. Of the passenger model of

1711-435: The 727-200. As of July 2013 , a total of 109 Boeing 727s were in commercial service with 34 airlines; three years later, the total had fallen to 64 airframes in service with 26 airlines. On March 2, 2016, the first 727 produced (N7001U), which first flew on February 9, 1963, made a flight to a museum after extensive restoration. The 727-100 had carried about three million passengers during its years of service. Originally

1770-565: 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 and 1,831 delivered, the highest total for any jet airliner until the 737 surpassed it in the early 1990s. The airliner's middle engine (engine 2) at

1829-641: The JT8D, as it was about 1,000 lb (450 kg) 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. With high-lift devices on its wing, the 727 could use shorter runways than most earlier jets (e.g. the 4800-ft runway at Key West International Airport ). Later 727 models were stretched to carry more passengers and replaced earlier jet airliners such as

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1888-508: The Stage 3 noise requirements. These packages managed to get light- and medium-weight 727s to meet Stage 3 with simple changes to the flap and slat schedules. For heavier-weight 727s, exhaust mixers must be added to meet Stage 3. American Airlines ordered and took delivery of 52 Raisbeck 727 Stage 3 systems. Other customers included TWA, Pan Am, Air Algérie, TAME, and many smaller airlines. Since September 1, 2010, 727 jetliners (including those with

1947-516: The US after January 1, 2000. This regulation threatened to reduce the value of the mostly-American used airplanes that employed hush kits and hurt the profits of American hush kit manufacturers. EU Regulation 925/99 was passed over US threats to ban Concorde but was superseded (and effectively repealed) by EU Directive No. 2002/30/EC issued March 26, 2002. In 2013, the FAA modified 14 CFR part 91 rules to prohibit

2006-548: The aft stair could be opened in flight, the Central Intelligence Agency used them to drop agents and supplies behind enemy lines in Vietnam . In early 1988, The Iraqi Air Force modified a Boeing 727 by fitting it with Thomson-CSF TMV-018 Syrel pods for ESM and Raphael-TH pods with side looking radar . Known as 'Faw-727', it was reportedly used as an ELINT platform in the invasion of Kuwait in 1990 (during which it

2065-447: The airstair could not be lowered in flight. The design included an auxiliary power unit (APU), which allowed electrical and air-conditioning systems to run independently of a ground-based power supply, and without having to start one of the main engines. An unusual design feature is that the APU is mounted in a hole in the keel beam web, in the main landing gear bay. The 727 is equipped with

2124-516: The backbone of its fleet until the 2000s; FedEx began replacing them with Boeing 757s in 2007. Many cargo airlines worldwide employ the 727 as a workhorse, since, as it is being phased out of U.S. domestic service because of noise regulations, it becomes available to overseas users in areas where such noise regulations have not yet been instituted. Charter airlines Sun Country , Champion Air , and Ryan International Airlines all started with 727 aircraft. The 727 had some military uses as well. Since

2183-489: The constellation Andromeda Carbon-22 (C-22 or C), an isotope of carbon Corydoras cochui , the barredtail corydoras, a freshwater catfish Malignant neoplasms of liver and intrahepatic bile ducts ICD-10 code Centre Municipal Airport FAA LID [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change

2242-571: The forward propagating, high-pitched noise caused by the small, high-speed fan. This kind of high-pitched noise is much less of an issue on modern high-bypass turbofan engines as the significantly larger front fans they employ are designed to spin at much lower speeds than those found in older turbojet and low-bypass turbofan engines. Modern aircraft equipped with mid and high-bypass turbofan engines are designed to comply with contemporary aviation noise abatement laws and ICAO regulations. Several older aircraft that are still in service (typically in

2301-462: The gradual introduction of quieter Stage 3 aircraft. The 727's JT8D jet engines use older low-bypass turbofan technology, whereas Stage 3 aircraft use the more efficient and quieter high-bypass turbofan design. When the Stage 3 requirement was being proposed, Boeing engineers analyzed the possibility of incorporating quieter engines on the 727. They determined that the JT8D-200 engine could be used on

2360-508: The initial -100 (originally only two figures as in -30), which was launched in 1960 and entered service in February 1964, and the -200 series, which was launched in 1965 and entered service in December 1967. The first 727-100 (N7001U) flew on February 9, 1963. FAA type approval was awarded on December 24 of that year, with initial delivery to United Airlines on October 29, 1963, to allow pilot training to commence. The first 727 passenger service

2419-451: The inner wing and extendable leading edge slats out to the wingtip) and trailing-edge lift enhancement equipment (triple-slotted, Fowler flaps ) could be used on the entire wing. Together, these high-lift devices produced a maximum wing lift coefficient of 3.0 (based on the flap-retracted wing area). The 727 was stable at very low speeds compared to other early jets, but some domestic carriers learned after review of various accidents that

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2478-405: The larger Airbus A300 , so the project was cancelled in 1976. A concept with a 155-foot (47 m) fuselage and two high-bypass turbofan engines under the wings (but retaining the T tail) was proposed in 1977. More compact systems, a redesign of the internal space, and removing the need for the flight engineer would have increased the capacity to 189 seats in a two-class configuration. After only

2537-615: The level of modern planes at a reasonable cost. In 1999, this concern led to a regulatory dispute between the United States and the European Union , where the EU proposed a new noise ordinance which effectively prevented the use of hush kits in Europe . By December 31, 1999, all Stage 2 noise jetliners 75,000 pounds or more operating in the US must have Stage 3 hush kits in order to continue to fly in

2596-398: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=C22&oldid=1029438996 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Boeing C-22 The Boeing 727

2655-459: The rear of the engine and mixes the jet core's exhaust gases with the surrounding air and a small amount of available bypass air. Modern high-bypass turbofan engines build on this principle by utilizing available bypass air to envelop the jet-core exhaust at the rear of the engine, reducing noise. Most hush kits make further modifications to the exhaust, including acoustically treated tailpipes , revised inlet nacelles and guide vanes. They reduce

2714-516: The risk of foreign object damage . A military version, the Boeing C-22, was operated as a medium-range transport aircraft by the Air National Guard and National Guard Bureau to airlift personnel. A total of three C-22Bs were in use, all assigned to the 201st Airlift Squadron , District of Columbia Air National Guard . At the start of the 21st century, the 727 remained in service with

2773-482: The three airlines agreed on a trijet design for the new aircraft. 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. 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

2832-454: The two side-mounted pylons. The JT8D-200 engines are much quieter than the original JT8D-1 through -17 variant engines that power the 727, as well as more fuel efficient due to the higher bypass ratio, but the structural changes to fit the larger-diameter engine (49.2 inches (125 cm) fan diameter in the JT8D-200 compared to 39.9 inches (101 cm) in the JT8D-1 through -17) into the fuselage at

2891-447: The very limit of the aircraft's range. On a larger aircraft, like FedEx's Boeing 727s , the hush kits add 410 kg (900 lb) of extra weight (total airplane weight up to 86,000 kg (190,000 lb)) and this results in an overall 0.5% increase in fuel burn for short trips (but no measurable increase for long flights). While hush kits effectively reduce noise emissions from older aircraft, noise cannot always be reduced to

2950-471: The very rear of the fuselage gets air from an inlet ahead of the vertical fin through an S-shaped duct . This S-duct proved to be troublesome in that flow distortion in the duct induced a surge in the centerline engine on the take-off of the first flight of the 727-100. This was fixed by the addition of several large vortex generators in the inside of the first bend of the duct. The 727 was designed for smaller airports, so independence from ground facilities

3009-402: The wing as the higher fuselage height of the center section was simply retained towards the rear. Nosewheel brakes were available as an option to reduce braking distance on landing, which provided reduction in braking distances of up to 150 m (490 ft). The 727 proved to be such a reliable and versatile airliner that it came to form the core of many startup airlines' fleets. The 727

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3068-514: Was an important requirement. This led to one of the 727's most distinctive features: the built-in airstair that opens from the rear underbelly of the fuselage, which initially could be opened in flight. Hijacker D. B. Cooper used this hatch when he parachuted from the back of a 727, as it was flying over the Pacific Northwest . Boeing subsequently modified the design with the Cooper vane so that

3127-583: Was briefly locked on by a Kuwaiti Mirage F1 on August 2) and the subsequent Iraqi monitoring of Coalition forces during Desert Shield . The 727 has proven to be popular where the airline serves airports with gravel, or otherwise lightly improved, runways. The Canadian airline First Air , for example, previously used a 727-100C to serve the communities of Resolute Bay and Arctic Bay in Nunavut, whose Resolute Bay Airport and former Nanisivik Airport both have gravel runways. The high-mounted engines greatly reduce

3186-695: Was donated to the National Airline History Museum in Kansas City and was planned to be flown to its new home once FAA ferry approval was granted. After a series of financial problems with the restoration, N874AA was seized by Boeing Field for nonpayment of storage fees in 2021 and subsequently broken up and scrapped. Iran Aseman Airlines , the last passenger airline operator, made the worldwide last scheduled 727 passenger flight on January 13, 2019 between Zahedan and Tehran . Data from: Boeing Aircraft since 1916 The two series of 727 are

3245-477: Was flown by Eastern Air Lines on February 1, 1964, between Miami, Washington, DC, and Philadelphia. A total of 571 Boeing 727-00/100 series aircraft were delivered (407 -100s, 53 -100Cs, and 111 -100QCs), the last in October 1972. One 727-100 was retained by Boeing, bringing total production to 572. The -100 designation was assigned retroactively to distinguish the original short-body version. Actual aircraft followed

3304-576: Was in January 2019. It was succeeded by the 757 and larger variants of the 737. There have been 353 incidents involving the Boeing 727. Production ended in September 1984 with 1,832 having been built. 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. United Airlines requested

3363-471: Was looking for a customer for its new JT8D turbofan design study, based on its J52 (JT8A) turbojet, while United and Eastern were interested in a Pratt & Whitney alternative to the RB163 Spey. 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

3422-405: Was on the -100 series. The first 727-200 flew on July 27, 1967, and received FAA certification on November 30, 1967. The first delivery was made on December 14, 1967, to Northeast Airlines . A total of 310 727-200s were delivered before the -200 was replaced on the production line by the 727-200 Advanced in 1972. A convertible passenger cargo version; only one was built. The Advanced version of

3481-442: Was successful with airlines worldwide partly because it could use smaller runways while still flying medium-range routes. This allowed airlines to carry passengers from cities with large populations, but smaller airports to worldwide tourist destinations. One of the features that gave the 727 its ability to land on shorter runways was its clean wing design. With no wing-mounted engines, leading-edge devices (Krueger, or hinged, flaps on

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